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Tunisia
Table of Contents
1.
Introduction
4
1.1.
1.2.
1.3.
1.4.
Background to the Project
Context of the Diagnostic Study
Objectives and Approach of the Module
Structure of the Module
4
5
6
7
2.
Economy and Trade
8
2.1.
2.2.
2.3.
Demography and Social Development
Economy
Trade and Finance
8
9
10
2.3.1.
2.3.2.
2.3.3.
2.3.4.
2.3.5.
2.3.6.
General
Tunisia-European Union Partnership
External Trade Flow
Liberalisation and Regulation Policy in Force
Bilateral and/or Regional Agreements
Accession to the International Conventions and Organisations
10
11
13
14
15
15
3.
Transport Infrastructure and Traffic Flow
16
3.1.
Infrastructure
16
3.1.1.
3.1.2.
3.1.3.
3.1.4.
Ports
Airports
Rail Network
Road Network
16
17
18
18
3.2.
Traffic
18
3.2.1.
3.2.2.
3.2.3.
3.2.4.
Maritime Traffic
Air traffic
Rail Traffic
Road Traffic
18
18
19
19
4.
Legislative and Regulatory Framework
20
4.1.
Transport Organisation
20
4.1.1.
4.1.2.
The Ministry of Communication Technologies and Transport
The Ministry of Equipment, Housing and Territory Planning
20
21
4.2.
4.3.
Institutional Reforms in Progress
Liberalisation and Privatisation Levels
21
21
4.3.1.
4.3.2.
4.3.3.
Participation of the Private Sector
Regulations Evolution
Example of the Private Sector Participation in the Airport and Port Infrastructures:
Legal Aspects
21
22
4.4.
Environment
23
4.4.1.
4.4.2.
4.4.3.
4.4.4.
Legislative Framework
Environmental Impact Assessment (EIA) / Environmental Evolution Studies (EIS)
Protected Areas
Air Pollution
23
24
24
24
23
1
Module 11
2
EuroMed Transport Project
Main Contract
Diagnostic Study
4.4.5.
4.4.6.
Noise
The Environmental Protection in the Transport Sector
25
25
5.
Cross-Border and Cross-Sector Issues
26
5.1.
Customs
26
5.1.1.
5.1.2.
5.1.3.
5.1.4.
Customs Directorate General Organisation
Attributions of the Customs Directorate General
International Customs Conventions
Development of the Information Technology, the 'Liasse Unique'
26
26
27
28
5.2.
5.3.
Intermodal
Logistics
28
28
6.
Maritime Sector and Ports
30
6.1.
Ports
30
6.1.1.
6.1.2.
6.1.3.
6.1.4.
6.1.5.
6.1.6.
Organisation
Status of the Trade Maritime Ports
Port Services
Future Developments, Public-Private Partnership (PPP)
The Development of NICT at the Ports Level
Evolution Perspectives, International and National Orientations
30
30
30
30
32
33
6.2.
Maritime Shipping
33
6.2.1.
6.2.2.
6.2.3.
General
Evolution of the Maritime Traffic by Geographical Areas
Summary of the Main Shipping Lines Servicing Tunisia and the Main Ports of the
Maghreb Area
33
34
6.3.
Maritime Security
37
7.
Air Transport and Airports
39
7.1.
Civil Aviation
39
7.1.1.
7.1.2.
7.1.3.
General
Civil Aviation and Airports Office (OACA)
Air Security Policy, GNSS Harmonisation with the EU
39
39
42
7.2.
Airports
42
7.2.1.
7.2.2.
7.2.3.
7.2.4.
7.2.5.
7.2.6.
International Airport of Tunis-Carthage (AITC)
International Airport of Monastir Habib Bourguiba (AITC)
International Airport of Djerba-Zarzis (AIDZ)
International Airport of Tozeur-Nefta (AITN)
International Airport of 7 November Tabarka (AI7NovT)
Changes to come by 2020
43
43
43
43
43
43
7.3.
Airlines
44
7.3.1.
7.3.2.
7.3.3.
General
Tunisair
'Open Sky' Policy
44
44
44
8.
Land Transport
46
8.1.
Railways
46
8.1.1.
8.1.2.
8.1.3.
8.1.4.
8.1.5.
Rail Operators
Institutional Framework
Market Share
Results Information
National and Regional Developments and Expected Investments
46
46
46
47
47
34
Tunisia
8.1.6.
8.1.7.
8.1.8.
8.1.9.
8.1.10.
The Main ‘Bottlenecks’ Affecting the Rail Transport Development
The Security Norms for the Environmental Protection
The Interoperability
The Implementation of the International Conventions Related to the Railways
International Links of the Tunisian Railway
48
48
48
48
48
8.2.
Road Transport
49
8.2.1.
8.2.2.
8.2.3.
8.2.4.
8.2.5.
8.2.6.
8.2.7.
Road Transport of Passengers
Road Transport of Goods
Urban Public Transport
Roads and Highways
General Information, Development of TIR
Regional Policy, Conventions and Agreements
Accession to the International Conventions
49
49
50
50
50
51
51
9.
Abbreviations and Acronyms
52
10.
References
54
10.1. Key Readings
10.2. Websites
54
56
3
Module 11
1.
Introduction
1.1.
Background to the Project
Following 20 years of intensive bilateral trade
and development cooperation between the
European Union (EU) and countries in the
southern Mediterranean (Algeria, Cyprus, Egypt,
Israel, Jordan, Lebanon, Malta, Morocco, the
Palestinian Authority, Syria, Tunisia and
Turkey), the Foreign Ministers of the then 15 EU
Member States and these 12 Mediterranean
countries met in Barcelona in November 1995 to
mark the start of a new partnership relation
covering bilateral and multilateral or regional
cooperation, called the ‘Barcelona Process’ or,
more generally, the Euro-Mediterranean
Partnership.
Amongst its objectives, this Partnership intends
to create an area of shared prosperity and safety
through the progressive establishment of a EuroMediterranean Free Trade Area between the EU
and the Mediterranean Partners and among
these countries themselves, accompanied by
substantial EU financial support for economic
transition in the Partner Countries and for the
social and economic consequences of this reform
process (economic and financial partnership).
Together with the four EFTA (European Free
Trade Area) Member States and the countries
foreseen to join the EU in coming years, the
Euro-Mediterranean Free Trade Area is set to
include some 40 states and over 800 million
consumers making it one of the world’s most
important trade entities.
It has to be noted here that since 2004, the
Euro-Mediterranean partnership has gained
additional momentum through the inclusion of
the Mediterranean Partners in the European
Neighbourhood Policy (ENP) through bilateral
action plans. This will reinforce and build on the
cooperation that has been developed over the last
10 years.
A sustainable and efficient inter modal transport
system is vital for the success of the EuroMediterranean Free Trade Area, as well as for
an increased integration of the economies of the
Mediterranean Partner Countries. This was
recognised by the 1995 Barcelona Declaration
which stresses ‘the importance of developing and
improving
infrastructures,
through
the
4
Main Contract
Diagnostic Study
establishment of an efficient transport system …’
and goes on to state that ‘efficient interoperable
transport links between the EU and its
Mediterranean Partners and among the Partners
themselves, as well as free access to the market
for services in international maritime transport,
are essential to the development of trade
patterns and the smooth operation of the EuroMediterranean Partnership’.
The creation of such a transport system requires
regional coordination within and among the
different modes of transport (land, sea and air
transport), for both passengers and freight,
thereby
ensuring
that
interoperability,
multimodality and inter modality of the regional
transport system as a whole is achieved, between
the various MEDA countries on the one hand,
and between these countries and the EU on the
other hand. This can only be accomplished by
taking into consideration all essential transport
policy elements and objectives, by tackling all
aspects of transport including the simplification
of procedures, harmonisation of rules in terms of
environment policy, customs procedures, etc. and
by physically integrating transport infrastructure
networks. Since the 1995 Barcelona Conference,
a broad consensus has developed on the issue of
transport-sector reform, which should form an
integral part of economic adjustment at the
national level as well as being the focus of
intergovernmental cooperation at the regional
level. These main objectives were confirmed in
the so-called Lisbon Declaration in January
1997 which led to the creation of the Euro-Med
Transport Forum.
To support the objective of achieving sustainable
and integrated multimodal transport networks at
the regional level, and to promote cooperation
with
the
countries
of
the
southern
Mediterranean, the European Commission
approved within the framework of the MEDA
Programme, in November 2001, the EuroMediterranean Regional Transport Project (the
‘EuroMed Transport Project’). The overall
objectives of this project are to:
• Contribute to overall economic and social
development of the Mediterranean Partners
(MEDA countries) through increased and
more sustainable transport flows, increased
trade competitiveness and more balanced
exchanges.
Tunisia
•
•
Improve the quality, safety and efficiency of
both the goods and passenger transport
systems in the region, and improving the
functioning of the transport sector as a
whole.
Support the development of integrated
multimodal
transport
networks
and
infrastructure, leading to improved transport
flows, better connections and reductions in
bottlenecks.
More specifically, the project aims to contribute
to the development of the Euro-Mediterranean
Free Trade Area and to promote economic
integration among the Mediterranean partners,
through providing assistance to these countries in
the following:
• Improving the functioning and the efficiency
of the Mediterranean transport system by
giving support to institutional and market
reforms, promoting the harmonisation of
operational norms and regulations and
encouraging the coordination of transport
policies.
• Developing and modernising the regional
transport infrastructure network and
ensuring its interconnection to the TransEuropean Networks, by facilitating the
mobilisation of resources for investment in
commonly agreed priority infrastructure
schemes.
The EuroMed Transport Project is implemented
through two parallel contracts namely:
• The Main Contract.
• The Infrastructure Network Contract.
The Main Contract (started at the beginning of
2003) – under which this present Diagnostic
Study Module is produced – strives to
accomplish the objectives mentioned above,
through assisting MEDA countries with the
preparation and implementation (at the regional
level) of commonly agreed policy and
institutional measures for improving the quality
of the transport services provided and increasing
the efficiency of the transport system in the
region.
The Contract for regional infrastructure network
activities (Infrastructure Network Contract
started in July 2003) aims at:
• Recommending measures for addressing the
problems and bottlenecks of the transport
•
•
sector in the MEDA region, in terms of both
institutional
set-ups
and
physical
infrastructure,
while
taking
into
consideration
security,
safety
and
environmental aspects.
Creating an operational concept for the
Mediterranean transport infrastructure
network through the elaboration of a
strategy for its sound development.
Improving the capacity of administrations to
prepare and implement infrastructure
projects
and
manage
infrastructure
facilities.
Each of the above contracts is managed by a
separate consortium and a different project
team. Nevertheless, and throughout the life of
the EuroMed Transport Project, close liaison and
extensive coordination will be maintained
between the two contracts due to the strong
interface and interaction that exist between
them.
1.2.
Context of the Diagnostic Study
The Main Contract is a key component of the
EuroMed Transport Project. Under this
Contract, six main outputs will be produced:
• Diagnostic Study: This includes an
assessment of the existing situation of the
various transport sub-sectors in the MEDA
region with a primary focus on the
institutional,
policy
and
regulatory
dimensions; an analysis of the main
problems and bottlenecks, and corresponding
recommendations for improving the overall
efficiency and quality of transport systems
and services.
• Regional Transport Action Plan (RTAP):
This is based on the results of the Diagnostic
Study and includes the preparation of a
complete and consistent list of priority
measures and projects (tackling not only
institutional,
policy
and
regulatory
dimensions,
but
the
infrastructure
dimensions as well) aimed at improving the
safety, efficiency, cost-effectiveness and
environmental-friendliness of the MEDA
transport system. It also includes defining
the policy, technical, and financial
frameworks that are necessary for
implementation. The RTAP will be defined in
close coordination with the Infrastructure
Contract.
5
Main Contract
Diagnostic Study
Module 11
•
•
•
•
Studies: This includes undertaking various
additional studies and surveys on transport
themes (to support the RTAP) at regional,
sub-regional and national levels which
require further investigation.
Policy dialogue: This includes establishing
an ongoing and effective dialogue process
among the Euro-Mediterranean Partners on
transport policy measures and related
themes.
Training: This includes organising a series of
training programmes and seminars for
transport decision-makers and senior
officials in central governments, transport
authorities and the relevant private sector
groups in MEDA countries.
Information and dissemination: This includes
maintaining adequate communication links
between all project participants and
beneficiaries and ensuring the wide
availability and visibility of project results.
The Diagnostic Study (Output 1) is divided into
two parts as explained below.
Part I of the Diagnostic Study is entitled
Regional Issues. It includes an analysis, from a
regional perspective, of the key transport subsectors and themes across the different MEDA
countries. It is composed of ten modules as
follows:
• Module 1: General Overview of the
Diagnostic Study.
• Module 2: MEDA Economy, Trade and
Transportation.
• Module 3: (Sub) Regional Integration
Towards a Liberalised Transport Market.
• Module 4: Cross-Border and Cross-Sector
Transport Issues.
• Module 5: Maritime Shipping and Ports.
• Module 6: Aviation Policy and Airport
Reform.
• Module 7: South-South and Hinterland
Relations.
• Module 8: Operational Concept for the
Mediterranean Transport Infrastructure
Network. It must be noted that this module
has been provided by the Infrastructure
Contract.
• Module 9: From Diagnostic to Action Plan.
• Module 10: Resources for Policy Makers.
Part II of the Diagnostic Study is entitled
Country Issues. It discusses the status and
6
describes the characteristics of the transport
system (by key theme and sub-sector) in each
individual MEDA country. It is composed of
twelve modules as follows:
• Module 1: Algeria.
• Module 2: Cyprus.
• Module 3: Egypt.
• Module 4: Israel.
• Module 5: Jordan.
• Module 6: Lebanon.
• Module 7: Malta.
• Module 8: Morocco.
• Module 9: The Palestinian Authority.
• Module 10: Syria.
• Module 11: Tunisia.
• Module 12: Turkey.
It should be noted here that the both Parts of the
Diagnostic Study are complementary to each
other. In specific, the regional analyses and
comparisons that are made under Part I are
based upon, synthesised from, and backed-up by
the country-specific information that is provided
under Part II.
1.3.
Objectives and Approach of the
Module
This present document falls within the umbrella
of Part II of the Diagnostic Study (Country
Issues). It is referenced as ’Module 11: Tunisia’.
The main objectives of this module are twofold:
• First, to present the main characteristics and
patterns of the transport system in Tunisia,
by key theme and sub-sector (i.e. the policy,
institutional, regulatory, physical and other
important aspects of maritime, air, road and
rail transport).
• Second, to identify the key problems and
bottlenecks constraining the development of
the transport system in Tunisia, also by
theme and sub-sector.
In order to realise the above objectives, the
following logical step-by-step approach was
adopted:
• First, the main data and information related
to the transport system in Tunisia was
collected and compiled, by theme and subsector. The information was gathered from
recognised international sources, recent
regional statistics, interviews with the
various involved stakeholders, and from
other reliable sources. Attention was given
to providing comprehensive coverage of all
Tunisia
•
•
involved players and of all relevant themes
and topics.
Second, a thorough analysis of the collected
data was performed to allow an
understanding
and appreciation of the
policies, regulations, institutional set-ups,
private sector participation, operations,
logistics,
transport
agreements,
etc.
associated with each transport sub-sector in
Tunisia.
Third, based on the results of the analysis, a
realistic profile of the transport system in
Tunisia was derived. This included an exact
identification of the corresponding strengths,
weaknesses, opportunities and threats, as
well as a precise pinpointing of the problems
and bottlenecks preventing the sound
development of the transport system in
Tunisia.
It is essential to note here that the preparation of
the Diagnostic Study started in 2003, and as
such made use of the data that was available at
the time, related mainly to the years 2001 and
2002. The sources of the information that were
used are quite vast and wide including the
national transport administrations, regional EUMEDA cooperation projects (e.g. Eurostat,
RegMed), regional organisations (e.g. ESCWA,
UMA), international references (e.g. World
Bank, IMO, ICAO), reputable publications and
studies, etc. In this context, it has to be stressed
that the data contained in the Diagnostic Study
served merely for illustrative purposes, and that
its use was confined to identifying general trends,
highlighting global problems and conclusions,
and identifying general solutions and directions.
The region is experiencing rapid developments,
and although changes are bound to have
occurred in the last two years, the 2001/2002
statistics included in this Diagnostic Study are
still quite useful to support the analysis of
problems identified in this Study, and the fact
that 2003/2004 data is not provided is not
significant, as this does not affect the general
conclusions reached or the overall directions that
are established. It must also be noted that since
the Diagnostic Study has been compiled prior to
the latest EU enlargement (May 2004), then all
available quantitative data related to the
European Union refers to the EU-15, and Cyprus
and Malta (now members of EU–25) are
included in the MEDA-12 region and not in the
EU. Finally, it must be noted that sometimes
when converting from USD values to euro values,
some inconsistencies on a minor scale could have
occurred across the various tables included in
this Diagnostic Study.
1.4.
Structure of the Module
Besides this Introductory Chapter, this Module is
set out in nine further chapters as follows:
• Chapter 2: Economy and trade - this
includes a description of the main economic
and trade structures of Tunisia.
• Chapter 3: Transport infrastructure and
traffic flows - this includes a description of
the infrastructure that is available in Tunisia
for the different transport sub-sectors,
together with a presentation of the main
corresponding traffic flows, for both goods
and passengers.
• Chapter 4: Legal and regulatory framework
- this defines the main legislation and
regulations associated with the different
transport sub-sectors in Tunisia. It places
special emphasis on transport organisation,
ongoing and planned institutional reforms,
liberalisation and privatisation levels,
environmental legislation framework, etc.
• Chapter 5: Cross-border and cross-sector
transport issues – describes customs
procedures, border crossing practices and
the status of multimodality/inter modality
and logistics in Tunisia, and presents the
main issues and key findings related to
these.
• Chapter 6: Maritime transport and ports this includes a presentation of the main
issues and key findings with respect to
maritime shipping and seaports in Tunisia.
• Chapter 7: Air transport and airports - this
includes a presentation of the main issues
and key findings with respect to civil
aviation and airports in Tunisia.
• Chapter 8: Land transport - this includes a
presentation of the main issues and key
findings with respect to road and rail
transport in Tunisia.
• Chapter 9: Abbreviations and Acronyms; this
presents the abbreviations and technical
definitions used throughout the report.
• Chapter 10: References; presents a listing of
all documents and websites that were used in
the preparation of the report.
7
Main Contract
Diagnostic Study
Module 11
2.
Economy and Trade
Tunisia is by far the smallest Maghreb Country
with an area of 163 610 square kilometres
(around 1 200 kilometres in length and 280
kilometres in width on average). Tunisia is
bordered by Algeria to the west, Libya to the
south east, and the Mediterranean sea to the east
and north. It is only 140 kilometres away from
Sicily and 200 kilometres from Sardinia. Due to
its geographic location, Tunisia has always been
an important centre for transit and trade in the
Mediterranean Area.
2.1.
Demography and Social
Development
The key social and economic indicators are
summarised in the following table:
Table 1: Demographic and Social Development Indicators
1999
Population, total (million)
Population growth (annual %)
National poverty rate (population %)
Life expectancy (years)
Fertility rate (births per woman)
Infant mortality rate (per '000' live births)
Under 5 mortality rate (per '000' children)
Birth attended by skilled health staff (% of total)
Child malnutrition (% of children under 5)
Child immunisation, measles (% under 12 months)
Literacy total (% of age 15 and above)
Literacy female (% of age 15 and above)
Primary education completion rate, total (% age group)
Primary education completion rate, female (% age group)
Net primary education enrolment (% relevant age group)
Net secondary education enrolment (% relevant age group)
9.5
1.3
6.2 (1995)
72.5
2.1
24.2.
N/A
N/A
N/A
84.0
69.7
59.1
N/A
N/A
94.8
67.6
2002
9.8
1.1
4.2 (2000)
73
2.1
22.1
26.0
N/A
N/A
94.0
73.2
63.1
98.4
98.4
N/A
N/A
2003
9.9
1.2
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A: Not Available
Source: World Bank, World Development Indicators, 2004
The demographic evolution represents a
challenge and an opportunity at the same time.
The fall in birth rate occurred swiftly (the
average number of children per woman was 1.79
in 2004, i.e. below the generations renewal line
of 2.1). The distribution by age will be modified
in the future, representing therefore an
opportunity and a challenge. The average
population growth per annum is equal to 2.1%
(2003). With 9.8 million inhabitants, Tunisia is
considered as a medium country in the
Mediterranean region.
With regard to the social sectors in Tunisia, a
considerable progress is to be noted. Tunisia’s
legislation is evolving in a progressive manner.
Furthermore, the setting-up of efficient and
viable social systems is on the agenda.
Tunisia has substantially succeeded in reducing
poverty by specifically decreasing the percentage
of people living below the poverty line from 40%
in 1960 to 7.4% in 1990.
8
In Tunisia, a special care is given to improve the
living conditions of its citizens. The main
challenge of the fundamental education resides in
the fact that all children starting an academic
cycle have to complete their education in a
satisfactory manner with a minimum quality
level. As for the challenge of the higher
education, it lies in its future role to be played in
a society and in an economy swiftly changing to
face the following problems:
•
•
•
•
Weak internal efficiency.
A management limiting the responsibilities
of schools, and not encouraging the openness
to the external world and to the private
initiative.
Depreciation of education (inadequate
recruitment and promotion criteria, lack of
training).
An almost exclusively public financing
incapable of facing the expansion of its
workforce. The female working population
Tunisia
constitutes around 24% of the whole
working population in Tunisia.
The Tunisian public health system ensures free or
grant-maintained health treatment to around
50% of the population, while only 7.4 % live
below the poverty line. Nevertheless, the health
services remain insufficiently financed, the
available resources are not efficiently used, and
2.2.
the quality of services falls short of the
population’s expectations. The organisation of
the health sector and the mechanisms of the
health insurance are fragmented and not
financially viable. The Tunisian social welfare
system covers around 80% of the working
population, and is comparable to that of several
high-income countries. This system, however,
must be more efficient and must fit the new
economic givens.
Economy
Table 2: Economic indicators
GNI, Atlas method (current USD billion)
GNI per capita, Atlas method (current USD)
GDP (current USD billion)
GDP growth (annual %)
GDP implicit price deflator (annual % growth)
Value added in agriculture (% of GDP)
Value added in industry (% of GDP)
Value added in services (% of GDP)
Exports of goods and services (% of GDP)
Imports of goods and services (% of GDP)
Gross capital formation (% of GDP)
Current revenue, excluding grants (% of GDP)
Overall budget balance, including grants (% of GDP)
1999
19.7
2 080.0
20.8
6.1
3.1
13.0
28.2
58.8
42.6
44.8
26.3
29.0
-2.3
2002
19.5
1 990.0
21.0
1.7
2.3
10.3
29.3
60.4
44.8
49.1
25.2
N/A
N/A
2003
22.2
2 240.0
24.3
5.5
-0.8
12.9
29.6
57.5
46.2
50.3
24.9
N/A
N/A
N/A: Not Available
Tunisia is a ‘low-income country’.
During the past five years, Tunisia’s economy has
been the most dynamic in the region (+5%)
despite an average unemployment rate of 14.3%
per annum (2003). A gradual liberalisation and
a careful management have enabled it to benefit
from its integration into the world economy. The
dynamic of exports has contributed to the
increase in the growth rate from 4.5% in 2000
to 5% in 2001.
However, the tourism sector which plays a major
role in Tunisia’s economy has been deeply
affected by the consequences of September 11
attacks with a decrease of 2 points to GNP. In
fact, the sector of tourism plays a major role in
the economy of the country with 5 million
visitors (mostly German and French as well as
Algerian and Libyan tourists), and a turnover of
around EURO 1.6 billion.
In Tunisia, the dynamism of the investment
(+7.5% in 2001 following more than 11% in
2000) and the private consumption have largely
contributed to the increase in the growth rate.
With a growth rate of 1.9% based on constant
prices for the year 2002, and despite the
decrease in the growth rate in comparison with
the previous years, Tunisia’s economy has
succeeded in overcoming the economic
difficulties occurring worldwide.
The income per capita reached USD 2 129 in
2001, thus enabling Tunisia to exceed the
average of USD 1 500 per capita income and per
annum in the region. The 1990-2000 economic
growth rates of 4.6% is above the average
witnessed in the 80’s (3.5%) and largely above
the performance of middle- income countries.
Tunisia has proved to have a good macroeconomic management control while maintaining
a sustained growth rate of around 5% during the
past five years along with a controlled inflation
rate. Tunisia has also showed a great capacity in
absorbing external shocks by adopting macroeconomic adjustment combinations, and by
resorting to external financing while maintaining
a controllable level of external debt. The
9
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Diagnostic Study
Module 11
majority of emerging market analysts are
optimistic, and place Tunisia in a safe position
with regard to country risk. This will facilitate its
access to the international financial market on
account of favourable rates in comparison with
other emerging countries. In 2002, the main
indicators showed stability in the macroeconomic framework. The inflation rate (2.9%)
is barely above that of 1999 (2.7%). The
external debt and the budgetary deficit remain
stable in comparison with 1999. The slight
slowdown in the growth rate (5% against 6.2%)
is due to the agricultural sector recession (-1%)
as a result of the drought that had affected the
largest part of the country.
Tunisia was gradually implementing the
dismantling of tariff barriers, the tax revenues
increased. The annual average growth rate in
terms of revenues reached 9.5% and the tax
pressure increased from 20 to 21% to GDP. The
decrease in the customs returns was
overcompensated by adopting different measures
related to the internal taxation and particularly
to the VAT, the income of which witnessed a
significant increase thanks to the expansion of
imports and the sustained level of the global
economic activity. In the same way, the current
expenditures and investments were controlled
and their level progressively reduced in relation
to GDP.
The global budgetary deficit was reduced from
5.9% to GDP in 1991 to 2.9% in 2000. The
control of this deficit was achieved by combining
several actions regarding revenues and
expenditure. From 1996 to 2000, and while
2.3.
Trade and Finance
2.3.1.
General
Table 3 shows the main trade and financial
indicators for Tunisia.
Table 3: Trade and financial indicators for Tunisia
Trade in goods as a share of GDP (%)
Trade in goods as a share of goods GDP (%)
High-technology exports (% of manufactured exports)
Net barter terms of trade (1995=100)
Foreign direct investment, net inflows in reporting
countries (current USD million)
Present value of debt (current USD billion)
Total debt service (% of exports of goods and services)
Short-term debt outstanding (current USD million)
Aid per capita (current USD)
1999
69.0
167.3
2.7
100.0
2002
77.7
196.2
3.8
N/A
2003
349.8
794.8
N/A
N/A
15.9
1 500.0
26.7
12.5
13.5
597.5
48.6
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A: Not Available
The World Bank has put Tunisia in the list of the
‘moderately indebted’ countries, which means
that the value of debt servicing exceeds 60% to
GNP or that the value of the debt servicing in
terms of exports exceeds 60% without reaching
critical levels.
The main macro-economic and structural
constraints noted by the external analysts are the
following: the high level of the public debt, the
weakness of the banking sector, the existence of
an important share of the State in the economy
(around 50% of investments and 40% of GDP),
and the increased need of enhancing the budget
balance. A larger liberalisation of the sector of
services is needed as well as a vast access to the
10
foreign investments. The lack of internal
competition is still affecting the business
environment and discouraging private initiative,
preventing the efficient firms from growing. The
current deficit, which stabilised around 3-4%
during the past years, is tenable but presents a
limited leeway. A larger access to foreign
markets will require more reserves than the
average of the past five years.
The external demand conditions for Tunisian
products and the prospects of growth rely mainly
on the evolution of the market shares in Europe,
and the European Union juncture (moderate
growth prospects).
Tunisia
The restructuring of the Tunisian economy will
benefit from the movement of human resources
made possible towards the growth sectors. If
Tunisia has favoured the restructuring and
vocational training as an instrument for the
flexibility of the labour market, the legislative
framework in force will remain constraining to
the firms, and may handicap their ability to
adapt to a more competitive context, taking into
consideration that the flexibility costs of the
labour force will remain high. At present, the
unemployment rate is still high, despite the
existence of a good economic growth. The arrival
of 80 000 new job seekers annually will require
in future an annual growth rate of 5.7% in order
to stabilise unemployment. Moreover, important
specific changes that indicate the structuring of
employment demand will be witnessed: such as
the continuous strong presence of women in the
labour market, the increase in the number of
persons holding higher education degrees, and
the large number of youth that is annually
entering the labour market.
With regard to trade, Tunisia remains the
Mediterranean country that is most integrated
into the European economy. The EuroMed
agreement establishing an Association between
the European community and its member States
on one hand, and the Tunisian republic on the
other hand, should strengthen further more its
ties with the EU. Since 1996 i.e. the date of the
progressive introduction of the dismantling of
Tunisian unilateral tariff barriers, the share of
the EU imports remained stable, around 71 %.
On the other hand, 80% of Tunisian exports are
heading towards the European community.
Nowadays, 40% of the European industrial
products imported to Tunisia are exempted from
customs duties, whereas the remaining
percentage already benefits from special rates
varying between 23% and 48%.
As of 1 January 2000, the progressive
dismantling of tariff barriers has also affected
the products considered as ‘noticeable’, for they
are essential in daily life, and constitute a source
for numerous jobs in the country,. The balance of
trade remains in deficit (3 693.3 million TND in
2003, the deficit of the balance of trade with
Europe reached 2 387.8 million TND)
constituting therefore a drop in relation with the
previous 2 years (the manufacturing industries
have a total of 84% of the Tunisian exports,
taking into consideration that the textile industry
solely represents 46% of the exported goods).
The low progress in domestic and foreign private
investments reflects, among other things, a lack
of efficiency in the mechanisms put in place to
date for investments promotion. The impact of
the Association Agreement has not generated yet
higher flows of significant foreign investments
apart from the traditional investments of
relocation. The absence of a southMediterranean large market is one of the reasons
leading to this situation. The year 2000
witnessed an increase in the foreign direct
investments. These investments, however, remain
insufficient to compensate the long-term
probable effects of the agreement. The figure of
800 million Euros of foreign direct investments
in 2000 (i.e. exceeding the double of the 1999
figure) is still largely insufficient, taking into
consideration that one third of the foreign direct
investments results from the privatisation of the
cement works, and another one third represents
investments related to the concessions of oil and
gas prospection. Only EURO 250 million
(approx. 1% of GDP) were invested by foreign
promoters outside the energy sector and
privatisation processes.
Tunisia’s domestic market is relatively limited
hindering therefore the growth of foreign
investments as long as the south-Mediterranean
market is not expanded. In this regard, Tunisia is
doing its utmost to sign free trade agreements
with other Maghreb and Mashrek countries.
2.3.2.
Tunisia-European Union Partnership
In 1995, Tunisia was the first Mediterranean
country to sign an Association agreement with
the European Union and implement it as of
1996. On 1 March 1998, the Association
agreement that has been ratified and approved
on 26 January 1998 came into effect.
(Resolution of the Council and the Community of
26 January 1998- 98/238/CE, CECA-JOCE: L
07 of 30 March 1998).
The agreement with the EU has the following
main objectives:
• Secure an appropriate framework for the
political dialogue between both parties in
order to enhance the relations in all fields
relevant to such a dialogue.
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Diagnostic Study
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•
•
•
•
Define the gradual liberalisation conditions
in terms of goods, services, and capital
exchange.
Develop the trade exchange, and boost the
economic and social relations between
partners through dialogue and cooperation
notably in order to contribute to the
development and prosperity of Tunisia and
its people.
Encourage the North African integration by
fostering the trade exchange and the
cooperation between Tunisia and the region’s
countries.
Promote the cooperation in the economic,
social, cultural and financial sectors.
This choice, described by the Tunisians as
strategic, dates back to 1992 when Tunisia
decided to become progressively integrated into
the world economy. Nowadays, and after more
than 6 years of implementing this agreement
that is expected to be completely finalised by
2010, the Tunisian officials claim that they have
honoured their commitments too early, and
dismantled rigorously the tariff barriers, setting
up a global reforms programme. Despite these
remarks, the Tunisians consider that it is too
early to assess this partnership agreement that
is, every day, consolidating more and more the
excellent bonds between the EU and Tunisia
through well-balanced relations built on mutual
partnership and co-development. They admit,
however, that their country benefited the most
from the European support in terms of
inhabitants and structural dimensions.
According to Tahar Sioud, former Minister of
Trade and Ambassador of Tunisia to the EU,
Tunisia represents less than 10% of the
Mediterranean countries population, benefits
from more than 10% of the European financial
aid.
The Europeans also underline that the
programmes have supported the structural
reforms in Tunisia, allowing therefore the
harmonisation of regulations.
Tunisia hopes that the EU will encourage more
and more its firms to invest in the south of the
Mediterranean region. The government, however,
acknowledges that the Tunisian people must
deploy an additional effort in order to mitigate
expectations from the European aid.
12
Table 4: Distribution of the European firms set
up in Tunisia on 30 June 2002
Country
France
Italy
Germany
Belgium
Netherlands
Spain
United Kingdom
EU Total
Number
925
535
266
212
62
41
58
2 099
Created jobs
68 938
37 776
34 489
22 789
8 713
2 452
6 845
182 002
Source: EuroMed Transport Project (Main Contract)
This agreement will lead Tunisia towards a more
enlarged regional integration. The act of signing
this Association agreement has led to a complete
reorientation of the financial cooperation in
order to install a free trade area by 2010. Thus,
the Article 6 of the agreement stipulates the
progressive establishment of that free trade area
within a maximum transitional period of 12
years, as of the date of the agreement’s
enforcement, in conformity with the rules of the
WTO. The cooperation in the transport sector
aims at:
•
•
•
•
Restructuring and upgrading road, rail, port,
and air infrastructures of common interest in
relation with the main trans-European
communication axis.
Defining and implementing the operation
standards comparable to those prevailing in
the Community.
Upgrading
the
technical
equipment
according to these standards mostly in terms
of
the
multimodal
transport,
containerisation, and transhipment.
Progressively improving the conditions of
road forwarding and the management of
airports, air traffic and railways.
The purpose of the EuroMed programme is to
develop cooperation between the MEDA
countries. This programme is based on the 1995
Barcelona Declaration and that of Lisbon in
1997 noting the following: ‘efficient transport
relations between the Mediterranean countries
themselves, along with a free access to the
services market mainly in the maritime transport
sector, constitute the main elements for the
consolidation of the trade relations, and lead to
the
creation
of
a
euro-Mediterranean
partnership’. This will is clearly expressed in the
provisions of the Title III of the EU/Tunisia
Association agreement that states the following:
Tunisia
‘The parties shall agree to liberalise the provision
of services according to GATS and within five
years from the date at which the above
agreement comes into effect’.
Concluding,
the
Association
agreements
constitute an adequate tool to strengthen the
liberalisation of Tunisia’s economy and boost its
integration into regional and world economy.
Undoubtedly,
this step
comprises new
opportunities through the increase of trade
exchanges and the enlargement of the related
markets. Major challenges are to be noted
however, due to the exacerbation of competition
and thus requesting additional efforts in order to
enhance the competitiveness of the economy.
2.3.3.
External Trade Flow 1
The main trade partners of Tunisia are France,
Italy, and Germany, which respectively represent
31.3%, 21.6%, and 11.5% in terms of exports,
and 25.6%, 19.5%, and 10.8% in terms of
imports.
Table 5 presents the trade exchange structure of
Tunisia for the year 2002
1
Source: CEPEX external commerce. www.cepex.nat.tn
DREE statistics, May 2003
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Table 5: Trade exchange structure for Tunisia per country in 2002
Exports
Main clients
Imports
(TND millions)
France
Italy
Germany
Spain
Libya
Belgium
United Kingdom
Netherlands
3 023.2
2 079.1
1 109.7
460.9
447.2
414.2
241.6
Switzerland
Algeria
Iraq
India
Turkey
United States
Morocco
Iran
Brazil
Egypt
Portugal
Sweden
Sub-total
Other countries
Total
123.6
212.4
120.2
114.8
79.6
76
66.1
50.4
45.7
35.4
29
26.1
8 965.7
873.9
9 839.6
(%)
210.5
2.3.4.
Main Suppliers
31.3 France
21.6 Italy
11.5 Germany
4.8 Spain
4.6 United States
4.3 Belgium
2.5 Libya
2.2 United Kingdom
1.3 Russia
1.3 Netherlands
1.2 Japan
1.2 Ukraine
0.8 Sweden
0.8 Tunisia
0.7 China
0.5 Argentina
0.5 Switzerland
0.4 Canada
0.3 Algeria
0.3 Brazil
Sub-total
Other countries
Total
Liberalisation and Regulation Policy in
Force
Tunisia, a Euro-Mediterranean partner, has
reached an advanced level in terms of creation of
the free trade zone with the European Union.
Since 1996, Tunisia has launched an anticipated
tariff
barriers
dismantling
before
the
enforcement of the Association agreement in
March
1998.
Tunisia
implements
the
discriminatory system regarding some importers
(discrimination related to the access to
commercials). Tunisia has concluded bilateral
free trade agreements with Morocco, Jordan,
and Egypt. The dismantling of tariff barriers has
paved the way for the speeding up of trade
integration into the European market: 80% of
the Tunisian exports go to the EU, while 71% of
the Tunisian imports are from the EU.
The complete liberalisation was not on the
agenda, but mutual concessions were granted for
each product particularly in the framework of
the Agadir Process. Tunisia takes a special
interest in olive oil and wine fields. New mutual
14
(TND millions)
(%)
2 456.9
2 632.4
1 205.5
669
247.2
419.6
408.1
25.6
19.5
8.9
5
3.2
3.2
3
319.5
2.4
263.8
244.8
225.9
211.8
211.3
209.4
198
188
187.6
128.1
128
166.1
10 721
1 668.3
12 389.3
2
1.8
1.7
1.6
1.6
1.6
1.5
1.4
1.4
0.9
0.9
0.8
concessions for the trade of agricultural produce
were concluded as of 1 January 2001. The EU
has increased the preferential quota of olive oil
coming from Tunisia, and has obtained a
progressive elimination of Customs duties on
some products coming from the European
Community (wheat, vegetable oil). The
agricultural system was integrated into the
Association agreement. At first, the parties will
continue to respect their commitments towards
the WTO/GATS in the trade and services sector.
The parties then will endeavour to attain the
objective of a larger liberalisation in these
domains.
The European Union and Tunisia guarantee the
free circulation of capital for all the direct
instruments agreed upon in Tunisia, as well as
the settlement and repatriation of these
investments and the outcome profits.
Tunisia
The Agreement provides for a harmonisation of
the rules of competition between Tunisia and the
European Community after 5 years, and the
adjustment of the state monopolies.
The Association agreement strengthens the
existing economic cooperation and extends its
field of operations. During the second meeting of
the Association committee, Tunisia pointed out
several priority sectors for this cooperation:
industry, training, scientific field, technical, and
transport sector.
The Association agreement makes provision for
the opening of a social dialogue between the
parties concerning different themes (living and
working conditions, immigration and mutual
agreement) as well as cooperation actions
(immigration, women’s rights, social security
coverage, youth, etc.). A specialised group in the
social affairs was assigned to deal with these
issues, whereas a first constructive debate was
launched on 27 April 2001.
The Association agreement aims at facilitating
the reforms for economic modernisation. It also
deals with the economic infrastructure
harmonisation, private investments promotion,
job creation, the consequences of the free trade
zone on the Tunisian economy and the social
policies results. Tunisia was one of the main
beneficiaries from the MEDA programme with a
14% of total invested funds, while it only
represents 5 % of the population of the MEDA
beneficiary countries. The Association’s council
will hold at least one meeting a year at the
ministerial level. An association committee was
instituted in order to ensure the implementation
of the agreement.
2.3.5.
Bilateral and/or Regional Agreements
The sub-regional trade with North African and
South-Mediterranean countries is very limited
(respectively 1% and 5% of the total). The main
reasons of this weakness resides in the lack of
harmonisation of the regulatory framework of
countries, insufficient exploitation of the
economies
complementarities,
the
implementation of regulations and rules of
different origins according to countries or subgroup of countries, as well as in the embryonic
stage that still characterises the sub-regional
free trade agreements.
The whole regional and /or bilateral agreements
are listed by themes under the respective
headings (air, maritime and land). Coordination
among the Maghreb countries is ensured within
the GTMO with the CETMO in Barcelona.
2.3.6.
and Organisations
In addition to its integration into the world
market, Tunisia has adhered and /or is member
of the following conventions or organisations:
Table 6: List of the international conventions and
international trade organisations to which
Tunisia has adhered:
ICC (International Chamber of Commerce)
WCO (World Customs Organisation)
WTO (World Trade organisation) member since
03/1995
IMF (International Monetary Fund)
African Development Bank
IBRD (International Bank for Reconstruction and
Development)
Table 7: List of bilateral trade agreements
signed by Tunisia
Association agreement with the EU (signed on 17/ 07/1995
and came into effect on 01/03/1998)
Bilateral agreement with Egypt (signed in 1998 and
implemented in 1999)
Bilateral agreement with Jordan (signed in 1998 and
Bilateral agreement with Morocco (signed in 1999 and
Negotiations in progress with the Palestinian Authority
Preferential agreement with Algeria, Lebanon, and Syria.
Table 8: List of multilateral trade agreements
signed by Tunisia
GAFTA (Greater Arab Free Trade Area) includes 19
countries, 10 of which are from the Mediterranean region:
Egypt, Jordan, Lebanon, Morocco, Syria, the Palestinian
Authority and Tunisia (signed in 02/1999 and came into
effect on 01/01/1998). It aims at reducing by 10% a year the
Customs rights on the industrial products and agricultural
produce.
AMU (Arab Maghreb Union) includes 5 countries of the
Mediterranean region: Algeria, Morocco, Tunisia, Libya and
Mauritania (signed in 02/1989). It aims at creating a free
trade zone between these countries.
Agadir Process includes the following Mediterranean
countries: Egypt, Jordan, Morocco and Tunisia. Algeria is in
the process of adhering. (Signature and accession in
05/2001). It aims at speeding up the regional integration
process in order to establish a free trade zone.
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3.
Transport Infrastructure and
Traffic Flow
3.1.
Infrastructure
3.1.1.
Ports
-
•
The main Tunisian ports are: Bizerte-Menzel
Bourguiba, Tunis-Goulette-Radès, Sousse, SfaxSidi Youssef, La Skhira, Gabès, Zarzis.
•
The port of Bizerte-Menzel Bourguiba,
located north of the country, mainly deals
with oil traffic.
- Quays: 10 posts per quay; shallow
draught ranging from 8 to 11 meters;
total shelf space of the quay: 1 390
metres.
- Superstructure: 14 warehouses of a
total surface area of 8 680 square
metres; platforms: 2.2 ha.
•
Photo 1: Draw Bridge allowing ship entry into
and exit from Bizerte Port
•
•
•
•
16
The port of Tunis deals with conventional
small ships
- Quays: 7 posts per quay. Shallow
draught ranging from 5.50 metres to
6.20 metres; total shelf space of the
quay: 1 045 metres.
- Superstructure: spaces covered with a
metres; platforms: 4.8 ha
The port of Rades deals in practice with the
whole Ro-Ro and containerised traffic of
Tunisia as well as with a part of the cargo in
bulk traffic (cereals, hydrocarbons).
draught ranging from 8.40 metres to
10.60 metres; total shelf space of the
quay: 2 020 metres.
•
Superstructure: 5 warehouses with a
metres (out of which 1 200 square
metres are isothermal + 4ºC);
platforms: 18.5 ha.
The port of la Goulette deals with
conventional ships, car-ferries and cruise
ships since the opening of Port of Rades to
the International trade.
- Quays: 7 posts per quays; shallow
draught: 9.00 metres; total shelf space
of the quay: 1 090 metres.
- Superstructure: 11 warehouses with a
The port of Sousse is a port dealing with
various goods
draught ranging from 9 to 10.50
metres, total shelf space of the quay:
980 metres.
The port of Sfax-Sidi Youssef is a
polyvalent port
draught 10.50 metres; total shelf space
of the quay: 2 590 metres.
metres; platforms: 24 ha.
The port of Gabes is specialised in processing
chemicals
- Quays: 10 posts per quay, shallow
draught ranging from 10.50 to 12.50
metres; total shelf space of the quay
1 830 metres.
- Superstructure: a warehouse with a
metres; platforms: 15 ha.
The port of Zarzis provides at present the
export of crude oil from the Ezzaouia oil
field, which is connected with the port by a
pipeline stretching for 7 kilometres. The
activity of this port is attached to the takeoff
and development of the region’s free zone
projects
- Quays: 4 posts per quay, shallow
draught ranging from 10 metres to 12
metres; total shelf space of the quay:
950 metres.
Tunisia
-
Superstructure a warehouse with a total
surface area of 5 000 square metres;
platforms: 32 ha.
The port infrastructures aim at investing in some
ports (Rades, Bizerte…) in order to make
specialised installations and improve the port
flexibility (computerisation, upgrading of
Customs procedures…)
3.1.2.
Airports
•
•
•
•
•
Djerba-Zarzis.
Sfax-Thyna.
Tozeur-Nefta.
Tabarka November 7.
Gafsa-Ksar.
The two most important airports in terms of
activities and traffic are the first two. The first
has a respective capacity of 4.5 million
passengers a year against 3.5 million passengers
for the second.
There are 7 airports in Tunisia:
• Tunis-Carthage.
• Monastir-H. Bourguiba.
Photo 2: Airport System in Tunisia
17
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Diagnostic Study
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The airport infrastructures aim currently at
increasing the capacity of the airports of Tunis
and Djerba.
3.1.3.
Rail Network
The rail network, which has a length of 2 311
kilometres (National Society of Tunisian
Railways (SNCFT): 2 256.5 kilometres +SMLT:
54.6 kilometres) is basically constituted of a
single-track line and a metric gauge except for
Tunis – Ghardimaou route and its stations
(including the access to Bizerte and Tunis-La
Marsa link) that have a normal gauge (1 435
mm).
The maritime ports of Rades, Sousse, Sfax, and
Bizerte have a rail link with the SNCFT network.
3.1.4.
Table 10: Containers traffic forecasts (2002 2006)
Road Network
Tunisia comprises about 19 000 kilometres of
roads, (out of which more than 12 000
kilometres are surfaced) and approx. 150
kilometres are freeways2.
TEU
(‘000’)
Tonnage
(millions
/ tonnes)
2002
achieved
2003
2004
2005
2006
Annual
Growth
rate
281.5
327
364
409
436
9.2%
1.86 2.04 2.27 2.57 2.83
8.7%
3.2.2.
Air traffic
The following tables and diagrams summarise
the main information regarding the air traffic
flows.
Table 11: Freight and passengers traffic by air
(Tunisair) (Millions)
Traffic
Passengers
(International
scheduled flights)
Passengers
(International
non-scheduled
flights))
Passengers
(national flights)
Total passengers
Total freight
(‘000’ tonnes)
Regarding the road infrastructures, the primary
targets are the installation of the bypasses of
Jendouba, Kairouan, Gabes, and Zaghouan, and
the improvement of the urban and interurban
interfaces in order to avoid bottlenecks, and fill
the deficiencies of the road network in the south
of the country.
1998
1999
2000
2001
2002
3.3
3.4
3.4
3 .3
3.1
4.6
5.3
5.7
5.8
4.4
0.9
1.0
0.6
0.6
0.6
8.8
9.7
9.7
9.7
8.1
26.5 23.4
21.7
28.6 27.6
3.2.
Traffic
Source: EuroMed Transport Project (Main Contract) OACA
3.2.1.
Maritime Traffic
Figure 1: Aircrafts movement for the whole trade
traffic
The two following tables summarise the main
information regarding the maritime traffic flows:
Table 9: Maritime traffic forecasts (2002- 2006)
Millions
2002
of
2003 2004 2005 2006
achieved
tonnes
Imports
15.4 15.3 14.6 15.0 15.6
85000
0.3%
10.9
9.9
10.2
10.5
10.7
0.4%
Coasting
0.9
1.2
1.2
1.2
1.2
6.2%
27.2
26.4
26
26.7
27.5
0.22%
Total
90000
Growth
rate
Exports
Source EuroMed Transport Project (Main Contract)
95000
80000
75000
1998
2000
2002
Source: OACA
The traffic forecasts allow expecting the
following traffic in 2010 (by thousands of
operations)3:
• Tunis: from 50 to 60 (depending on the
scenario adopted).
2
18
CIA figure, 2000
3
Source: GETMO, INFRAMED project, final report, 1997
Tunisia
• Monastir: from 30 to 40.
• Djerba: from 20 to 30.
The traffic forecasts allow expecting the
following traffic in 2010 (by thousands of
operations)4:
• Tunis: from 50 to 60 (depending on the
scenario adopted).
• Monastir: from 30 to 40.
• Djerba: from 20 to 30.
3.2.3.
Rail Traffic
The main statistics in terms of rail traffic are as
follows:
Table 12: Tunisian rail traffic (SNCFT)
Annual traffic (2003)
Passengers
Freight
passengers
passengersTonne
Tonnes-km
(millions)
km (millions) (millions) (millions)
35.7255
1 243
11 605
2 174
Sources: INS
Besides, the SMLT (2003) has transported
122.7 millions of passengers.
The global demand on the goods transport by
land reached 16 805 millions of tonneskilometres in 2000, while the share of the rail
transport reached 2 320 millions of tonneskilometres i.e. 13.8%.
It is likely that the rail sector in the medium
term will be specialised in commercially
profitable activities such as phosphate transport
and goods in bulk (i.e. fertilizers, cereals and
cement) as well as the passengers transport by
the main roads. Servicing Tunisia’s suburbs must
as well be an ongoing activity under
development.
3.2.4.
Road Traffic
In 2000, the goods traffic transport by road
reached 14 485 millions of tonnes-kilometres i.e.
86.2% of the whole goods transport.
4
Source: GETMO, INFRAMED project, final report, 1997
30.9 millions among these passengers travel on suburban
lines.
5
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Module 11
4.
Legislative and Regulatory
Framework
4.1.
Transport Organisation
Transport organisation depends on two
ministries:
• The Ministry of Communication Technologies
and Transport (Ministry of Transport since
November 2004).
• The Ministry of Equipment, Housing, and
Territory Planning.
4.1.1.
The Ministry of Communication
Technologies and Transport
The organisation and attributions of the Tunisian
Ministry of Transport were modified in 2002 by
being attached to a large ministry: the Ministry
of Communication Technology and Transport
(MTCT).
In the Transport field, the Central management
of MTCT is divided into 4 main Directorates
General and Departments:
• Directorate General of Civil Aviation.
• Directorate General of Shipping.
• Directorate General of Land Transport.
• Directorate General of Planning and Design.
The Directorates General’s mission covers the
design, the determination of future course of the
general policy, sector planning in coordination
with the setting up of national plans and the
leading mission in the security and regulation
field. They supervise the sector offices in charge
of the management and the operational
monitoring of the investors. The objective of the
MTCT is to allocate to the private sector the
trading activities that are still undertaken for the
time being by:
• Shipping and ports office.
• Civil aviation and airports office.
• Technical agency of land transport.
As for the decentralised system, the abovementioned services are secured in the 12 regions,
ensuring that the tasks of the centralised
administration are all carried out especially with
regard to the implementation of the land
transport regulations.
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The Ministry of Transport employs 1 200 people
working in its central services. Its capital budget
(central services and offices) constitutes from 10
to 12% of the global budget, and is not included
in the budget allocated to roads.
Directorate General of Civil Aviation
Its missions are to implement the general policy
in the related field, elaborate draft laws and
ensure their enforcement, supervise the air
transport and airports, and prepare the
International negotiations related to this subsector.
Directorate General of Shipping
Its missions are to implement the general policy
in the related field, elaborate draft laws and
ensure their enforcement, supervise the maritime
transport and ports, and prepare the
International negotiations related to this subsector.
Directorate General of Planning and
Design
Its missions are to elaborate strategic studies
and prepare plans related to sectors. An Inter
modal approach does not exist but there are
urban development plans per mode.
The priorities of the 10th Plan are the following:
• Enhance the inter modality and set up of the
logistic platforms.
• Distribute the tasks between the public
sector and the private sector within the
framework of the State policy aiming at
limiting its role in setting up strategies,
supervising and monitoring the transport
field.
• Improve the services sector by encouraging
the private investments and modes
coordination.
• Upgrade the infrastructures to attract
investors in the concession framework
concerning the urban and interurban rail
transport, port, maritime and air transport.
• Enhance the human resources through
qualification programmes.
• Develop the regulatory framework to meet
the organisation and liberalisation needs of
the sector.
• Promote employment.
Tunisia
Directorate General of Land Transport
It has a direct supervision on the urban and
interurban road transport of passengers and
goods, as well as on the railway company. It
defines the management rules and the profession
practice conditions.
4.1.2.
The Ministry of Equipment, Housing and
Territory Planning
The Ministry is responsible for equipping all the
multimodal transport infrastructures.
Regarding the equipment, the Ministry has the
overall responsibility of the infrastructures:
roads, ports and airports (except for the rail
transport that is the responsibility of the MTCT).
Its mission is to design and implement the
infrastructures of sectors in coordination with
the MTCT that controls the related projects.
Once accomplished, the plans of infrastructure
are submitted to the MTCT for their
management. In certain cases, the offices may
themselves
carry
out
the
small-scale
infrastructure works.
Currently, the large maritime and air
infrastructure projects have been completed: only
the project related to the new airport in central
Tunisia (Enfida) is to be implemented in the
future within a BOT framework. The Ministry of
Equipment has the overall responsibility for the
roads and highways. It ensures the road planning
and the five-year modernisation, renewal and
construction of roads and highways programmes.
Finally, the Ministry may be responsible for the
construction of structures, civil buildings,
hospitals, and building projects at the request of
other ministries and cities. The Ministry employs
6 000 people to carry out all its missions, mainly
in terms of public work contracting.
4.2.
Institutional Reforms in
Progress
The 10th Plan (2002-2006) is characterised by
the following orientations:
• Enhance the inter modality and the settingup of the logistic platforms.
• Distribute the tasks between the public
sector and the private sector within the
framework of the State policy aiming at
limiting its role in setting up strategies,
•
•
•
•
•
supervising and monitoring the transport
field.
Improve the services sector by encouraging
the private investments and the modes
coordination.
Upgrade the infrastructures to attract
investors within the concession framework
concerning the urban and interurban rail,
port, maritime and air transport.
Enhance the human resources through
qualification programmes.
Develop the regulatory framework to meet
the organisation and liberalisation needs of
the sector.
Promote employment.
The MTCT contracts programmes with public
entities, integrating performances criteria to
motivate these enterprises.
4.3.
Liberalisation and Privatisation
Levels
Tunisia is strongly willing to apply the
liberalisation and privatisation systems of the
transport sector. Its will to integrate the world
economy has led Tunisia to have ambitious aims
with regard to the improvement of the quality of
rendered services (objectives highlighted in the
11th Plan) and to the disengagement of the state
in managing the operations in favour of the
private sector by means of opening the public
utilities’ capital and through concessions. One of
the 10th Plan’s objectives is to increase the
participation percentage of the private sector
from 26% to 59% in the implementation of the
transport investments (this percentage includes
the amount of the transport equipment and
materials held by the private operators.)
Tunisia wishes to attract private foreign capitals
mainly in order to create job opportunities.
4.3.1.
Participation of the Private Sector
The key points to be underlined are the following:
• The role of the private investors is still
limited, although their participation is highly
wanted by the Tunisian officials in the
maritime and air fields, where heavy
incentives are provided to attract them (new
law concerning the concessions). Concessions
are signed or are being signed in terms of
the annexed services in the maritime and air
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•
•
•
•
22
sectors. Concessions projects are in progress
concerning the construction and operation of
infrastructures or their expansion. The
above-mentioned projects are prepared,
signed and monitored by the offices, which
have to progressively disengage from trade
activities meant for the private sector,
taking into consideration that the internal
freight road transport are totally liberalised.
A deep reform is in progress concerning the
legislative and regulatory framework of all
modes, seeking to speed up the liberalisation
of each mode and the openness to the private
sector.
Until now, the liberalisation of the transport
sector is relatively limited and unequal
according to the modes. In Tunisia, the
concept of liberalisation is marked by a
distinction between the situation of the
sector purely described as commercial and
the other sectors based on the public service
dimension such as the passenger transport
sector. As for the second sector, the Ministry
of Transport considers that the transport
sector providing public services must be
carefully privatised. This is the case of the
passenger urban and interurban transport,
where the knowledge is limited and
progressive. Thus, the Tunisian officials
support a public sector with subsidies if
necessary. Finally, and as in the case of
Morocco, the liberalisation process takes
into consideration the status of the national
companies that are in fact facing an
international competition on the market.
Besides, the public utilities are still in
monopoly position.
The professional qualification of the central
services’ staff is high and the resort to the
technology tools is widely used.
The will of Tunisia to enhance the regional
cooperation with the European Union is
highly expressed. Tunisia also aims at
playing a major role on the international
political scene. In this regard, Tunisia seeks
to be a pioneer in terms of moving closer to
the European procedures and norms mainly
in the air transport field, allowing the
development of the tourism sector by using
the advanced technologies in favour of the
international road transport. Besides, it has
an avant-garde role in seeking further
cooperation.
•
Tunisia considers that it is 'emerging' with
Jordan in the Middle East region and wishes
to 'minimise' its small size through an
accelerated modernisation. Its interest in the
EuroMed Transport Project is very high. It
considers however, that this project must be
balanced: Tunisia expects from Europe to
increase its investments in order to create
jobs, which is a national concern.
4.3.2.
Regulations Evolution
The Regulations constitute a dynamic domain.
All texts are revised in order to get them closer
to the community Acquis. Laws are being
revised:
• In the rail field.
• In the air transport field (new air code, June
1999 law).
• In the maritime transport field (new
maritime code, law 99/25 of 18 March
1999) concerning mainly the measures to be
taken in order to upgrade the port
infrastructure, mainly through BOT, and
security measures.
• In the land transport field (profession rules
and calls for competition through tendering
documents).
Moreover, the Prime Minister has elaborated a
general law regarding the concessions (law No.
95-33).
The European Union follows the modernisation
programme of the Tunisian port sector with a
financial contribution of EURO 20 million. The
openness of the ports to the private management
will encourage the signature of 'joint-ventures'
with foreign partners, enabling therefore
Tunisian companies to improve the quality of
their services, to control the costs, and to
assimilate the new technologies. The main
objective of this project is to provide the support
to the implementation of the government’s action
plan in the port sector. This plan determines
when the related actions must be effective. Its
adoption has constituted a prerequisite for the
launching of the second phase of the World Bank
aid programme in the transport sector. The
expected result (among others) is to reach the
management of the liberalisation of the ports’
services as well as to help in implementing the
investment programme of the Maritime
Transport and Ports Office. This plan includes
Tunisia
dead lines for the implementation of scheduled
actions and its adoption was considered a
prerequisite to the launching of the second phase
of the World Bank aid programme in the
transport sector.
Furthermore, Tunisia has started a large
privatisation programme related to the port and
airport activities. In fact, law No. 99-58 of 9
June 1999 already comprises an article (Art. 93)
allowing the operation of airports through
concession conventions according to the terms of
reference whose clauses are set by decree. In
addition, the article No 91 of this law stipulates
that 'the creation, planning, maintenance and
expansion of airports open to the public air
traffic may be achieved by natural or moral
persons'.
The European Union has participated through
different programmes in improving the economic
situation of the private sector. A consultancy
centre for small and medium-sized industries,
Euro-Tunisia Enterprise was established while
funds managed by IEB were granted. Besides,
the European Commission has granted EURO 45
million for the implementation of vocational
training programme (Manform).
Tunisia still does not recognise totally the status
of the forwarding agents. It is the 1995 law No.
83-85 that governs the maritime transport, but
it is the 1945 Customs code that controls the
transport service providers’ activity as private
entities, etc.
4.3.3.
Example of the Private Sector
Participation in the Airport and Port
Infrastructures: Legal Aspects
Several factors contribute to the participation of
the private sector in the infrastructures, for
instance for airport or port infrastructures: on
one hand, it is the will of the State to restructure
the organisation of the activities provided by
these infrastructures, a will fed by a certain
recognition of the added value that may result
from a totally or partially private management
of these infrastructures.
Nevertheless, the port and airport infrastructures
privatisation, like other privatisation processes,
may raise some difficulties inherent to the
complexity of shifting from the public
management mode to the private management
mode in terms of infrastructures. Moreover,
there is also probably the fact that the services,
provided within the port or airport framework,
are most of the time based on a sophisticated
infrastructure that has to provide the end users
an equal and service. Furthermore, the port and
airport infrastructures have a significant socioeconomic impact.
For all these reasons, and as there are different
participation forms of the private sector in the
projects of infrastructures, the selection of the
suitable technique of participation, its technical,
financial, and legal modes constitute the key
elements of a successful public-private
partnership (PPP).
4.4.
Environment
4.4.1.
Legislative Framework
Several legislative texts deal with the
environment field and cover different aspects
such as the quality of water, soil deterioration,
water retention and soil conservation, forests,
the quality of air, and the waste water treatment,
etc.
Tunisia has ratified the
International conventions
environmental protection.
majority of
related to
the
the
Tunisia has also signed two bilateral agreements,
one with Italy regarding the delimitation and
protection of the continental shelf, and another
with Libya concerning the continental shelf as
well.
Furthermore, Tunisia has signed International
agreements related to the fight against the
marine pollution and particularly the damages
due to hydrocarbons. The latest agreement
signed was the 1992 Protocol aiming at creating
an International indemnity fund for the damages
caused by the pollution due to hydrocarbons (law
No. 96-98 of 18 November 1996).
Tunisia participates through the Office of the
Merchant Marine and Ports (OMMP) in the
regional plan concerning the fight against the
marine pollution, and is a member of the
Regional Marine Pollution Emergency Response
Centre for the Mediterranean Sea (Rempec).
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Five institutions are particularly in charge of the
environmental protection policy under the aegis
of the Ministry of Transport and Territory
Planning:
• ANPE (National Environment Protection
Agency) created in 1988 and is responsible
for monitoring the administrative procedures
relevant to the authorisations delivered by
the ministry.
• ONAS (National Office of Sanitation),
created in 1993.
• APAL (National Agency for Coastal
Protection), created in 1995 for the
protection of the coastal environment.
• CITET (Tunis International Centre for
Environment Technologies), created in
1996.
• ANAER (National Renewable Energies
Agency) reorganised in May 2000.
The Ministry in charge of the environment
comprises several departments such as
departments of the quality of air, of forests, of
water, and of soil. There is also a National
Commission for the sustainable development
presided by the Prime Minister in person, and
holds a meeting once or twice per year. The
Ministry in charge of the environment is
responsible for the technical examination of the
Commission’s decisions.
It annually publishes a report concerning the
environmental state. A compilation of all laws
related to the environment is also published every
two years.
A recent study by the World Bank showed that
thanks to the great care given by Tunisia to the
environmental issues, the degradation of these
issues constitutes only 2.1% of its GNP, against
an average of 4.5% for the other countries.
4.4.2.
Environmental Impact Assessment (EIA) /
Environmental Evolution Studies (EIS)
The EIAs of the biggest projects have been a
must since 1992, but this obligation has only
been imposed on factories. The obligation has
jointly incited the pollution fund to subsidise
from 40%-60% of the process to introduce the
ecological technologies in the factories. This
initiative, however, does not include the
transport system.
Few EIAs were carried out in the past for
24
transportation especially for airports.
4.4.3.
Protected Areas
The sites considered as belonging to the cultural
heritage as well as the ecologically sensitive
areas are identified by the law. The development
of the transport projects takes into consideration
these protected areas.
4.4.4.
Air Pollution
An important environmental problem facing the
transport sector of Tunis is air pollution. A
recent effort has been expended in order to
optimise the transport sector and reduce the cars
emission of carbon dioxide. For this reason, the
ANPE has prepared a national plan in order to
optimise the transport sector, and reduce the
carbon dioxide discharge levels. In the same
way, a freight centre in Tunis has conducted a
study aiming at optimising the traffic of goods.
On 22 January 2003, Tunisia ratified the Tokyo
Protocol. In fact, it gave its first paper on gas
emission and is in the process of preparing its
second report. In this respect, a set of measures
aiming to reduce the carbon dioxide emission
from vehicles has been proposed. Its key points
are the following:
• Increase the use of the public transportation
in Tunis. The development of the metro and
of a suburban rail network is recommended.
• Encourage the use of the public
transportation in the other major cities.
• Improve the condition of vehicles and
encourage the use of cars running on natural
gas.
• Mobilise more funds concerning the
environment.
• Choose the renewable energy sources.
• The law must describe the environment issue
as an integral part of the quality of life.
The main problem of air pollution resides in
finding a way of reducing the percentage of
sulphide in petrol. The National Commission of
Sustainable Development (NCSD) has prepared a
strategy in this regard. In fact, the objective is to
reduce the annual consumption of petrol and
promote the use of natural gas. The use of gas is
encouraged, and many incentives exist to
encourage this use by the public transportation
and taxis.
Tunisia
The law makes provision for an annual audit and
inspection of vehicles concurrently. If the carbon
dioxide emission of a vehicle is high, the vehicle
then will not be allowed to be used. While the
unleaded petrol is used for some cars, a special
law limits the carbon dioxide emissions for the
new cars.
The ANPE and the CITET agency, in cooperation
with the Ministry of Health, measure the quality
of air. These agencies measure, among other
things, the carbon dioxide emission at the
national level. The concentrations of the ambient
air are measured by five control stations (4 of
which are fixed and one mobile). These stations
measure the main polluting agents’ levels:
carbon dioxide, nitrogen monoxide, and the
sulphide dioxide. A project that is about to be set
up must coordinate the monthly report on the
concentration of polluting agents. The limits
determined by the World Health Organisation
(WHO), however, are regularly exceeded during
the rush hours in Tunis.
4.4.5.
Noise
The law determines limits of noise as well as
limits of maximum emissions for cars. These
limits are imposed by a ministerial meeting in
which the Ministry of Transport and other
concerned ministries participate.
Except for airports, there is no control of noise
and not a single study aiming to protect the
public from the noise caused by the road traffic
or the railway.
4.4.6.
The Environmental Protection in the
Transport Sector
Since 1963, Tunisia has been a member of the
Marpol Convention on the maritime environment
protection. Tunisia, as well as all other Maghreb
countries, has participated in the Barcelona
Convention for the maritime environmental
protection and for the protection of coastal
regions of the Mediterranean Sea.
A strategy with a EUR 50 million budget was
elaborated in order to control the maritime
traffic. This budget is necessary to buy a posting
radar. Such a programme concerns also the
needs of Morocco and Algeria, and is supported
by the EU.
The general strategy of the transport
environment protection requires:
• A transport optimisation taking into
consideration the environmental costs.
• A redistribution of funds towards clean and
renewable energy sources.
• Measures concerning the maritime traffic
intended to prevent accidents in the
maritime traffic sector.
• Favouring the air transport regarding the
environmental costs.
With regard to the transportation of materials
that are hazardous to the environment, a
national centre was created in the Dofer region.
There are also three transfer centres to be
installed. In fact, supplementary centres are
necessary to cover the entire country but their
installation cost is high.
The law imposes the marking out of materials
considered to be hazardous to the environment.
As for the environment, the development of the
automobile industry, tourism and traffic,
concentrated along the coast, along with the
quick growth of the Tunisian Urban population,
put a heavy pressure on the real estate and
hydraulic resources of the country, contributing
therefore to the increase in the atmospheric
pollution in the coastal cities. Water is a major
priority given the limited resources of Tunisia.
The water sector has always been the main issue
to be tackled in the governmental programme of
development. Its strategic importance is strongly
felt in the agricultural sector where 85% of the
hydraulic resources are consumed.
The 'Prestige' accident and the sailing of ships
transporting freight at 200 miles away from the
coasts of the EU preoccupy Tunisia. In fact,
more than 80% of the maritime freight passes
near the Tunisian border, making it vulnerable in
terms of accidents.
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5.
Cross-Border and CrossSector Issues
5.1.
Customs
5.1.1.
Customs Directorate General Organisation
According to the decree No 91-556 dated 23
April 1991, concerning the organisation of the
Ministry of Finance, the customs directorate
general is under the authority of the Ministry of
Finance.
The customs directorate general organisation has
witnessed a fundamental restructuring further to
the decree No 94-1845 dated 6 September
1994, dealing with the customs directorate
general organisation.
The external customs services have undergone an
organisational and geographic extension that
was notably characterised by the creation of
customs bureaux in the internal regions of the
country in each governorate.
The reorganisation has focused on:
• The creation of a national School of
customs, a customs Council and the general
customs control.
• The organisation of the customs central
administration comprises, besides the
common services and the control services,
the technical services and the specialised
bureaux.
• The reorganisation of the external services
of customs on the basis of the division of the
customs area into 5 geographical regions.
Each region is supervised by a regional
department.
• The creation of the customs guard as a
national structure of surveillance and
customs control. The authorities of this
customs guard expand throughout the area.
• The creation of regional bureaux in all the
governorates, and the delimitation of the
territorial authority of each bureau that
from now on spread throughout the area of
the relevant governorate.
By adopting this reorganisation, the Customs
Service aimed at attaining the following
objectives:
26
•
•
•
Bring the administration closer to the user
at large and to the economic operator in
particular.
Make the customs a department under the
service of the national economy.
Upgrade the procedures and the means of
the
Customs
Service,
taking
into
consideration the deep changes of the
international trade.
The external services of customs are constituted
by the regional departments of the customs: each
department covers a customs territorial region
comprising many governorates.
The customs bureaux that are located at:
• Borders: Set up on the land and sea border
points, as well as in the international airports
open to crossings and international trade.
• Regional level: Set up in the country towns of
the governorates, their territorial authority
covers the area of the relevant governorate.
• Internal level: Set up inside the customs area.
The customs bureaux are created by a decree
issued by the Minister of Finance, and at the
suggestion of the general director of customs
who determines their headquarters and
territorial attributions. They are classified in
three categories:
• The central bureaux that are run by head
clerks having the rank and remit of assistant
managers of a central administration.
• The divisional bureaux that are run by head
clerks having the rank and remit of
department heads of a centralised
administration.
• The subsidiary bureaux that are run by head
clerks benefiting from administrative
charges allowance set by a decree.
5.1.2.
Attributions of the Customs Directorate
General
The customs directorate general is in charge of
notably:
• Ensuring that laws and regulations in terms
of customs are respected and enforcing them
throughout the customs area as it is
mentioned in the article 1 of the Code of
customs.
• Collaborating with the competent authorities
on monitoring and maintaining the security
of the national borders.
Tunisia
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Elaborating draft laws in relation to
customs, and ensuring the execution of the
rules and regulations in this domain.
Controlling the accuracy of the elements that
constitute the basis of collection of duties
and taxes in terms of imports and exports.
Ensuring the collection of customs duties as
well as fees and taxes collected in terms of
imports, and elaborate the forecasts of the
budgetary receipts.
Ensuring the implementation of regulations
of external trade and exchanges.
Representing the Ministry of Finance before
the international customs authorities (WCO,
WTO, UN, and EU).
Participating with the relevant departments
in the trade negotiations dealing with tariffs.
Collaborating with the National Institute of
Statistics on elaborating customs statistics.
Conducting surveys related to customs and
exchange.
Implementing the measures related to the
observation and suppression of the
infringement of laws and regulations that
the customs department is entrusted to
enforce.
Starting legal proceedings before the
competent courts against those who
breached the customs regulations, as well as
concluding
relevant
transactions
in
accordance with the provisions of the title
XIII of the Code of Customs.
Taking legal action before the competent
courts against those who breached the
exchange regulations, and, if need be,
concluding relevant transactions.
Defining, programming, and planning the
equipment and software programmes
necessary for the development of the
activities of customs departments.
Ensuring, in collaboration with the relevant
departments, the preparation and setting-up
of the customs computing plan, exploiting
the installed equipment and the developed
applications, and ensuring their security and
servicing.
Programming and ensuring the training and
retraining of customs agents from all ranks.
Running the administrative and financial
affairs regarding the customs directorate
general by means of the authority delegated
by the Minister of Finance.
5.1.3.
International Customs Conventions
In order to discharge its numerous duties, the
customs department uses national legislative and
regulatory provisions as well as provisions
stemming from international conventions that
are directly related to the international
transport.
The customs international conventions or the
conventions that include provisions in terms of
customs are mainly stemming from:
• The work of the World Customs
Organisation (WCO) comprising more than
160 countries and in charge of the
harmonisation of systems and procedures of
customs, of the development of relations
between the customs departments of the
Member Countries, and of the facilitation of
the international trade.
• The work of the World Trade Organisation
(WTO), which aims at eliminating the tariff
and non-tariff barriers.
• The work and decisions of the other
international institutions such as the UN,
Cnuced, etc.
• Bilateral or regional conventions between
Tunisia and other countries.
Bilateral conventions
There are fifty customs bilateral conventions or
conventions related to customs concluded by
Tunisia. They are divided as follows:
• 13 trade and tariff conventions.
• 7 mutual conventions of administrative aid
on the prevention, research and repression of
the customs breaches.
• 18 conventions in terms of goods and
passengers transport (air, maritime, and
land transport).
• Around 20 conventions in terms of technical
cooperation and juxtaposed customs
bureaux, etc.
Multilateral conventions
Tunisia ratified around 75 multilateral customs
conventions mainly stemming from the following
international institutions and organisations:
• World Customs Organisation.
• World Trade Organisation.
• United Nations Organisation.
• Arab League.
• Arab Maghreb Union.
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•
Agreement on the establishment of an Arab
free-trade area.
5.1.4.
Development of the Information
Technology, the 'Liasse Unique'
Within the framework of its Association
Agreement with the EU, Tunisia committed itself
to reorganise the customs department, while new
regulations were set up in 1995. Simultaneously,
a customs national school (END) was opened
with the collaboration of the EU along with the
installation of 13 scanners in 8 border bureaux.
Furthermore, the customs directorate general
has taken several steps in order to improve the
customs system:
• October 2000: Upgrading of SINDA system
(confer below) that allows the management
and the monitoring of the temporary
admission, the simplification of the
computerised declaration of the constituent
elements of the value, the setting-up of a
database regarding the customs value, the
computerisation and the monitoring relative
to the demands of the collection or export
authorisation, the e-connection between
customs and tax offices, the adoption of the
targeting principle and the creation of a
virtual one- stop service of the external
trade.
• August 2001: modification of the article 26
of the customs Code by including the value
definition of the WTO.
• September 2001: elimination of the
administrative authorisations prior to the
exploitation of public bonded warehouses.
• October 2001: Creation of a website for the
customs department: www.douane.gov.tn
Tunisia has set up through Tunisia Tradenet
Company (TTN) an electronic system aiming to
treat the external trade operations known as
‘liasse unique’. Its objective is to facilitate the
external
trade
exchange
through
the
simplification of procedures, the data and e-form
exchange and to enable the economic operators
to be more competitive and as well to bring them
closer to their European partners by reducing the
time limit of the goods customs clearance as well
as the optimisation of the port investments.
28
Figure 2: Diagram of exchanges through
Tradenet (Sinda)
Customs
Importer
exporter
Customs
agent
Central
bank
eexchange
data base
Server
Maritime/
aerial
agents
Ministry of
trade
Packer
Port
authority
5.2.
Intermodal
The SNCFT uses 7 terminals equipped to ensure
both the wagon-truck transhipment and the inter
modality. These platforms, which would in the
future serve the multi-modal transport and
ensure from start-to-finish transport, are located
in Tunis, Nabeul, Kalaa, Sfax, Ghannouch,
Kasserine, and Gafsa.
5.3.
Logistics
The transport network is in a very good
condition: 23 000 kilometres of good standard
roads, in general and 2 152 kilometres of rail
ways (it is the longest network in the area
covering countries under study). The quality of
service provided by the airports of Tunis,
Monastir, Djerba-Zarzis, Tozeur, Sfax, and
Tabarka is completely satisfactory.
Currently, the Tunis-Goulette-Rades port ensures
the main traffic operations. It is to be noted that
there are two port’s free areas in Bizerte located
north of Tunis and in Zarzis near the Libyan
border that could become poles of logistic
development despite their modest activity at the
moment.
A new terminal relative to containers is about to
be operational in Rades: it shall be the basis of
future development of the port. Moreover, it is
essential to study a strategic plan to ensure the
servicing of Tunis and its suburbs. Taking into
Tunisia
consideration the overload of the road network,
it is undoubtedly desirable to foresee 'out ports'
that represent a solution allowing the clearing of
the trailers’ roads. The quality of the Tunisian
railways ensures this type of solution in the near
future and without expensive costs.
As for the modern communication technologies,
the Ministry of Transport has a very positive
initiative: a strategic urban development plan of
transport computing. Its following objectives are
very pertinent:
• The definition of objectives and general
guidance for the development of information
and communication systems, and the use of
the information technologies related to the
policy aiming at upgrading the system.
• The definition of objectives and guidance
essential to the setting-up of a decisionmaking information system in the Ministry.
• The study related to the coherence and
rationalisation of the different information
systems, and the creation of dynamics
concerning their development.
• The marking out of the fundamental
guidance in terms of the organisation of the
computing systems, norms and standards of
development of the hardware and software
policy, and the policy of introduction of new
technologies.
• The optimisation and rationalisation of
human resources, hardware and software
means and networks, etc.
Thus, the aforementioned development plan
comprises different strategic orientations that
are practical and mainly include the setting-up of
a national transport observatory, the elaboration
of an intranet/extranet integrated system, the
identification of the possible and potential fields
in terms of the use of the multi-modal transport,
and an incentive for the usage of technical and
industrial computing in order to ensure an
efficient, secured and good quality management
for all transport modes.
This concept is very interesting and may form a
basis for a common seminar to all MEDA
countries mainly in order to set up a
Mediterranean transport observatory.
29
Main Contract
Diagnostic Study
Module 11
6.
Maritime Sector and Ports
6.1.
Ports
6.1.1.
Organisation
The office of the merchant navy and ports, which
is the port and maritime authority, is in charge
of operating and developing the Tunisian trade
ports, as well as the attributions of the maritime
management since the promulgation of the law
No 98-109 of 28 December 1998.
6.1.2.
Status of the Trade Maritime Ports
The new Code of the trade maritime ports, a
legal instrument related to the management of
the port facilities, has been promulgated by the
law No 99-25 of 18 March 1999. This code
replaced the general regulations in force as of
1896. Based on this fact, the upgrading of the
legislative text seems more needed than ever.
The above-mentioned Code stipulates several new
issues particularly the obvious interest shown in
preserving the security of ports. This code defines
also the rules relative to the use of the port
public domain by inserting the concession regime
of public domain and temporary occupation, with
or without the obligation of the public service for
a period of 30 years that can be prolonged to 50.
This formula allows the dealers to grant titles
concerning the achievements and port
infrastructures and superstructures, and live up
to the expectations of the investors and operators
in this field. This legislation reflects an opening
up of the political spectrum and a PPP. The code
makes provision for an analogue formula
regarding the port equipment entrusted to the
care of the dealer. This new legislation has also
restructured the employment system of the
dockers’ labour force.
The dock work is still under monopoly in the
main Tunisian port and carried out by Tunisian
Port Office (STAM). With regard to regulations,
the enforced laws are the following:
• Law No 95-32 of 14 April 1995 modified in
1998 and related to the forwarding agents.
• Law No 98-21 of 11 March 1998 related to
the international multimodal transport of
goods.
• Order of 9 March 1999 concerning the
approval of the maximum tariffs related to
the allowances of the forwarding agents.
30
•
The new Code of trade maritime ports has
determined the general rules in order to
ensure security, protection and preservation
of the trade maritime ports as well as the
conditions of their operation.
Ports are managed by the OMMP in cooperation
with:
• Ports National Council established in 1999
(JORT 74 of 14 September 1999).
• Committee
of the port community
established in 1999 (JORT of 27 August
1999).
• Committee of the port security established in
1999 (JORT of 27 August 1999).
The above-mentioned organisations have as a
main objective the consolidation of links between
the entire management and the users.
The UAPNA (Port Management Association of
Northern Africa), to which the Tunisian ports are
affiliated, has focused on strengthening the
international cooperation in terms of:
• The technical cooperation, financing of
projects, the bilateral cooperation, and the
resort to local experts when it is possible.
• The cooperation strengthened within the
Arab League.
• The cooperation with the specialised African
institutions.
• The setting-up of a legislative framework
relative to this cooperation.
The UAPNA has participated as such in the
World ports conference organised by IAPH
(International association of ports and harbours)
in Durban in May 2003, and in the African ports
meeting in Douala in December 2003.
6.1.3.
Port Services
The port services are carried out by 7 private
companies and one national company, STAM,
which is restructured and is going to be
privatised.
6.1.4.
Future Developments, Public-Private
Partnership (PPP)
The ports reform is integrated in the 10th plan,
and the privatisation of the port activities has led
to the setting-up of the terms of reference in
order to attract the private operators by offering
the possibilities through BOT, even though the
Tunisia
law of 14 April 1995 (No 95-33) aiming at
opening the market to the private sector is yet to
come into force. The Ministry hopes, by adopting
this policy, to improve the productivity and the
efficiency of the port operations by enhancing the
regulatory and control duties of the maritime
authority. This aims to guarantee the
transparency of costs and neutralise the abuse by
improving the existing system of simple and set
prices.
The year 2002 was dedicated to the improvement
of the texts related to the law No 98-21 of 28
December 1998 completing the code of the trade
maritime ports. Thus, a draft decree was
elaborated in terms of determining the conditions
and modes of the concession granting in the field
of the trade maritime ports. In this regard, the
publication of the decree No 3064 of 25
November 2002 concerning the promulgation of
the concession contract and terms of reference
relative to the use and exploitation of a port
state- owned terrain of the port of Zarzis in
favour of a private operator constitutes a
reference for the future PPP projects. Thus,
2002 was devoted to the preparation and
negotiations with the operators of the concession
projects regarding the port of Rades, the port of
Gabes, the port terminal of Zarzis and the port
of Skhira, and to the renegotiation of the
contract of STAM as well as the different
projects with grain companies, cement
manufacturers and chemicals firms.
Furthermore, the documents related to the
following concessions are under preparation:
• Concession of a terminal with containers and
trailers at the port of Rades under the BOT
projects, submitted to the World Bank for
financing.
• Concession of a terminal for cruising ships in
the port of la Goulette under the BOT
formula.
the agreement of a concession regarding the
exploitation of some interior ports platforms in
favour of the dock work dealers after their
integration into the professional organisations at
the level of each port.
Regarding the continuation of the restructuring
and the social rehabilitation according to the
code of the trade maritime ports, and the
recommendations of the ministerial council on
10 February 2000, a decreasing in the number
of dockers is expected by 2005.
The key reforms that started up during 2002
dealt mainly with the port of Tunis-GouletteRadès as it is the main port of the containerised
and rail traffic forwarding. They focused on the
organisation of the operation procedures, the
increase in the storing capacity of the port, the
reinforcement of the dock work equipment, and
the simplification of the 'liasse transport' and the
integrated system of the data transmission
between the port investors. The Ministry wishes
also to create a logistics activities zone (ZAL) in
order to promote the multimodal transport. In
this regard, the development of the Rades port
has constituted the subject of a tender document
to make a concession concerning the Ro-Ro
activities and containers.
Moreover, the Ministry wishes to update the
trade activities in order to consolidate the
partnership relations with the foreign parties and
to promote exports. This interest is related to the
role played by the port of Tunis-Goulette-Rades
in the stimulation of the national economy. In
fact, it is considered as a key port for the
maritime forwarding activities as it provides
16% of the port traffic at the national level. A
series of projects related to the port of Rades are
on the agenda, among which two new terminals
are to be built, one for the containers and
another for the cereals.
The terms of reference and specifications have
been elaborated with an advisory mission for the
launching of projects related to the carrying out
of the above-mentioned two terminals, which
would be operational in 2007. In order to
promote the private initiative and integrate the
competitive aspect within the port services
allowance, the OMMP began to withdraw from
the trade activities. As for the consignment of
cargoes, its transfer will be carried out through
31
Module 11
Photo 3: Growing container traffic at Rades port
Regarding the other activities of the OMMP, the
following chapters are on their agenda:
• The quality chapter included in the national
programme related to the upgrading of the
international standards ISO 9001.
• The IT chapter with the introduction of the
NICT.
• The security chapter.
• The environment chapter through the
participation and the representation of the
OMMP in the activities of the commission in
charge of elaborating a regional plan
against the maritime pollution with Algeria,
Morocco and the Mediterranean Marine
Pollution Emergency Response Centre
(Rempec).
• Under the safety of ports chapter, Tunisia
has implemented the first section of the
technical cooperation project with the IMO
in the maritime safety field; the IMO has
carried out an assessment mission between 4
and 5 August 2002. Tunisia has also
adopted the last promulgations of the
SOLAS convention.
Similarly, the Government committed itself to a
policy partially carried out in terms of the
privatisation of the public utilities such as
Socotu, Navitour, STAM, and CTN. The
perspectives of the 10th Plan foresee the increase
in the private sector’s share totalling 61%
against 27% in the 9th Plan.
6.1.5.
The Development of NICT6 at the Ports
Level
The OMMP has at first edited a report on the
6
32
New information and communication technologies
Main Contract
Diagnostic Study
EDI (electronic data interchange). Then, and
within the framework of a large-scale procedure,
the participation of the Ministry of Transport in
the setting-up of
the 'liasse transport'
programme has been elaborated in order to
ensure more collaboration between all the
investors in the goods transport operations and a
more
efficient
and
rapid
information
transmission as well. The goods port customs
clearance will be more rapid with the SINDA
system; the resort to the numeration in terms of
classification will be essential to treat the folders
via a one-stop service. The SINDA/Tradenet
system, which is inspired from the French system
SOFI, may be extended to cover other countries
in the region in as much as it has already been
tested for the exchange of manifests with the
European ports of Barcelona and Genoa.
Another project 'Interreg-II' is under application
with Genoa.
In terms of the harmonisation of the port
procedures within the North African countries
and during its last meeting held in Casablanca
from 16 to 18 September 2003, the UAPNA has
exchanged information concerning the enforced
procedures related to the information technology
in the region’s ports. Tunisia that had set up for
example, the SINDA system (confer above) has
been mentioned. The OMMP has taken measures
to facilitate the port procedures since 1998 by
setting up the ISPS code related to the security
of ships and port facilities, which would be
brought into force in 2004. The OMMP has
highlighted the importance of the security as a
main factor to reinforce the partnership relations
and promote trade exchange with the foreign
countries. The other programmes deal with the
setting-up of the EDI and Vessel Traffic
Suveillance (VTS), in harmony with what exists
within the EU (Coastal VTS).
The National Council of shippers (CNC) expects
a lot from the setting-up of the 'liasse transport'
in order to facilitate the port operations. The
above council, as a member, has participated
along with the UTICA (Tunisian Union for
Industries and Trade) in the setting-up of a
committee to facilitate the external trade
(COFPRO).
Tunisia
6.1.6.
Evolution Perspectives, International and
National Orientations
The national programmes in terms of the
development of the maritime transport and ports
include the following:
• A trade orientation concerning the maritime
and port activity.
• Openness to the establishment of private
maritime and port firms with sufficient
material and professional capacities, in
order to improve the level of performance
with regard to services provided.
• The improvement of the productivity and the
efficiency of the maritime and port
operations by encouraging the participation
of the private sector, and by reinforcing the
functions of the OMMP in terms of
regulation and supervision.
• A guarantee of transparency of costs and the
elimination of abuse by establishing a
taxation system that is clear with fixed rates
to cover simple port services.
• Guaranteeing a free selection by the carrier.
• Adapting the human capacities to the new
requirements of the transport sector by
reviewing the rules of labour.
• Creating Logistics Activities Zones (ZAL).
• Preserving the security and the port
environment in order to ensure a sustainable
development.
• Implementing the port reform regarding the
organisation, equipment, work, costs, and
the setting-up of a network of data
exchange.
• Concluding
the
concession
contract
according to the BOT.
• Reinforcing the role of the OMMP as a
maritime and port authority, and its
withdrawal from the trade activities.
• Reinforcing the maritime security and safety
as well as the control of ships by the Port
State (PSC) and the Flag State (FSC).
• Setting up spaces in the ports for
maintaining and repairing ships.
6.2.
Maritime Shipping
6.2.1.
General
the international transport (the main links are
ensured with Genoa and Marseilles).
The international conventions related to the
maritime shipping ratified by Tunisia are listed
in the following table:
Table 13: International Conventions ratified by
Tunisia
Designation
Convention
related to the
code of
conducting the
maritime
conferences
1978
Convention
related to the
goods transport
by sea
Convention on
the maritime
privileges and
mortgage, 1993
International
Convention
related to
gauging, 1969
International
Convention on
the facilitation
of the maritime
traffic, 1965
International
Convention on
the load lines,
1988
Date of
enforcement
Ratification date
by Tunisia
06/10/1983
Law No. 79-2 of
25 /1/ 1979
1/11/1992
Law No. 81-117 of
17/01/1981
Law No. 94-45 of
09/05/1994
23/07/1969
Law No. 98-57 of
06/07/1998
05/05/1967
Law No. 68-29 of
29/11/1968
21/07/1968
Law No. 73-03 of
31/01/1973
Law No. 98-56 of
06/07/1998
It is the Directorate General of the Merchant
Marine (DGMM) that elaborates the maritime
policy. There are 8 national companies, 7 out of
which are private and one public which is. The
CTN with 52% of the market shares related to
33
Module 11
6.2.2.
•
•
•
•
•
•
The maritime transport of forwarded goods
via Tunisian ports is distributed between the
international traffic and the national coastal
shipping that represents 4% of the global
traffic. The distribution of traffic per
geographical areas brings out the European
Union as the main partner of Tunisia in the
international trade with 46% of the total of
trade exchange in 2002 in terms of import
and export.
The TGR port group (Tunis-La GouletteRades) monopolises the regular services with
stops in Tunisia (350 stops per month). It is
followed by Sfax (40 stops per month),
Sousse and Gabes (between 10 and 15 stops
per month). These ports receive, in most
cases, the same ships having technical stops
at the TGR port group.
Italy is the EU country with the highest rate
in terms of stops in Tunisia (150 stops per
month), i.e. 1/3 of the conducted stops in
Tunisia. Besides, the French Mediterranean
coast is well linked with Tunisia (around
20% of the whole stops conducted in
Tunisia). Among the links between Rades
and the Italian ports, the Ro-Ro traffic
prevails with Genoa and the containerised
traffic with La Spezia and Livorno.
The trade exchange with the AMU countries
witnessed a 2% decrease in 2002. The
exports, however, have risen by 22% mostly
heading to Algeria and Morocco. These
exports are mainly constituted by phosphate
derivatives.
The trade exchange with African countries
not included among the AMU countries
witnessed a 6% improvement in 2002.
The maritime traffic with the EU, Tunisia’s
first trade partner, decreased by 5% in
2002.
6.2.3.
34
Evolution of the Maritime Traffic by
Geographical Areas
Summary of the Main Shipping Lines
Servicing Tunisia and the Main Ports of the
Maghreb Area
Main Contract
Diagnostic Study
Tunisia
Table 14: Summary of the main shipping lines servicing Tunisia
ShipOwner
Nationality
Cotunav
Tunisian
Maersk
Mar Fret
Danish
French
Medex
St Vincent
Messina
Italian
Elarmen
Armada Line
Sud Cargo
Antigua
Varna
French
Tarros
Italian
Med Feeder
Italian
Sea Malte
USS
Maltese
Ukrainian
Vessel
Cathage
Habib
King Scandinavia
Trakya
Anadolie
Ulysse
Salambo7
Agent Pearle
Wilma
Anglia
Free Spirit
Condillaria
Jolly Blue
Karthago
Jolly Arranciany
City of Oxford
Armada sprinter
Mouventox
Vento del Ghabi
Vento de tramato
Vente del
Mistrale
Maltaise falcon
Vicovo
Cetam Navitrans
French
Neptune Agencies
Greek
Flag
Tunisian
Tunisian
Tunisian
Tunisian
Tunisian
Tunisian
Tunisian
Tunisian
Gibraltar
Antigua
St Vincent
Spanish
Italian
Liberian
Antigua
Antigua
Antigua
English
Danish
Antigua
Type
P/C & Ro-Ro
Arrival Ports
Marseilles/Genes
Consignee
CTN
Ro-Ro
P/C
P/C
P/C
P/C
Ro-Ro
P/C
P/C
Livourne
Gioia Tauro
Marseillea
Malta
Valence
Gênes / Naples
Le Havre / Istanbul / Anvers
Genes / Naples
Anvers/ Rotterdam / Istanbul
Le Havre / Anvers / Istanbul
Marseilles
Valence / La Spezia
Barcelone / Algeria
MOHAB
AACC
Sud Cargo
STTAT
STTAT
Italian
P/C
Palerme / Salerno
Genmar
Maltese
Ukrainian
Ro-Ro
P/C
Malta
Catane
Genmar
Genmar
Cetam Massilia
Swedish
Ro-Ro
Marseilles
Socotu
Neptune
Maltese
Ro-Ro
Malta / Italy
Kdanamrk
P/C
P/C
P/C
Maersk
Tunisia seaways
Tuniship
TSA
35
Main Contract
Diagnostic Study
Module 11
ShipOwner
Cotinsa
Nationality
Spanish
EMES
Turkish
CMA/CGM
French
MSC
Sea Malte
Sea Malte
Linelauro
SUIEZ lIne
Swiss
Maltese
Maltese
Italian
Grandi Traghetti spa
Navi Veloci
Navigation Bulgare
Italian
Italian
Belgrade
Vessel
Evedokyastar
Claire A
Caynou
Daine A
S.Yardmici
Cap canaille
Sadabuyactar
DenizahnKyracta
MSC Rades
Salerno
Bulpride
Donatela
Erostar Valencia
Lince
Ariadne
Victory
Blue Pride
36
Flag
Type
Arrival Ports
Consignee
Panama
P/C
Malta / Italy
Kdanamrk
Turkish
P/C
Izmir / Istanbul / Akger
Green Tunisie
French
Turkish
Turkish
Antigua
Maltese
St Vincent
Ro-Ro
P/C
P/C
P/C
P/C
Ro-Ro
C/F
Ro-Ro
Ro-Ro
C/F
C/F
Ro-Ro
Marseilles
Malta / Tripoli
Malta / Tripoli
Valence
Malta
Algeria / Barcelone
Naples/ Palerme / La Spezia
Genes
Genes / Livourne / Marseille
Genes
Genes / Malta
Genes / Malta
CMC
CMC
CMC
MSC
Afrimar
Afrimar
Berrebi
Berrebi
V'D'allesendro
V'D'allesssndro
V'D'allesandro
Green Tunisie
St Vincent
Greek
Italian
Belgrade
Tunisia
6.3.
Maritime Security
Within the framework of the Memorandum of
Paris, the Port State Control may be carried out
by the maritime authorities. This memorandum
signed by all the EU countries, sets a unified
control between the signatory States in order to
avoid the discrepancies in terms of the control
implementation in different ports. Each port
authority commits itself according to this
memorandum to carrying out a total number of
inspections equalling to 25% of the average
number of ships entering the country’s ports,
pursuant to the available statistics of the last
three years. Despite its medium risk factor,
Tunisia has passed from the green list in 2001 to
the black list in 2002. Tunisia adhered to the
Mediterranean Memorandum, which disproves
the Memorandum of Paris and aims at inspecting
15% of ships crossing the ports of the signatory
countries. Nowadays, only 2 to 3% of controls
are actually carried out in the whole of the
Mediterranean countries.
During 2002, Tunisia has reinforced the
inspections related to the security of ships, the
new forms of the safety certificate were edited in
conformity with the new provisions of the
International convention SOLAS.
Also 2002 witnessed the beginning of the settingup of the International code of security
management in the maritime companies and on
board of ships.
With the SAID (Swedish Agency of International
Development), Tunisia started to set up a
programme concerning the training in the
security field.
The International conventions related to security
and safety and to which Tunisia has adhered are:
37
Module 11
Table 15: International Conventions to which Tunisia has adhered and that were ratified
Designation
Enforcement date
International convention on Civil Liability for Oil pollution damage
amended by the 1992 protocol
International convention related to the intervention on the high seas in
case of oil pollution casualties
06/05/1975
30/08/1996
International convention for safe containers
06/09/1977
1974 convention related to the carriage of passengers and luggage by
sea.
International convention related to the creation of the International
Maritime Satellite Organisation (Inmarsat 76)
International convention on limitation of liability for maritime claims
1976
International convention on standards of training, certification and
watch keeping for seafarers 73/78 (STCW)
International convention for the suppression of unlawful acts against the
safety of maritime navigation
16/10/1978
13/12/1974
16/07/1979
Law No. 83-17 of
28/02/1983
06/12/1986
Not ratified
28/04/1984
01/03/1992
International convention on salvage 1989
14/07/1996
International convention on the prevention of marine pollution
30/08/1975
1979 international convention on maritime search and rescue(SAR
1979)
MTC convention (UNCTAD)
22/06/1985
International convention on the law of the sea 1982
16/11/1994
Convention against illicit traffic of drugs and psychotropic substances
Enforced
1974 international convention for the safety of life at sea and its
amendments
27/05/1980
1998 protocol
International convention for the prevention of pollution from ships
(Marpol)
Finally, a regional Agency for coastal protection
and development was established.
38
Date of Tunisia’s
ratification
Law No. 96-97 of
18/11/1996
Law No. 96-98 of
18 /11/1996
02/101983
Law no. 94-46 of
09/05/1994
Law No. 97-81 of
15/12/1997
Law No. 98-36 of
25/05/1998
Law No. 96-17 of
21/01/1976
Law No. 98-35 of
25/05/1998
Law No. 85-6 of
22 /021985
Law No. 90-67 of
24/07/1990
Law No. 80-22 of
23/05/1980
Law No. 98-68 of
04/08/1998
Law No. 76-15 of
21/01/1976
Law No. 80-56 of
01/08/1980
Tunisia
7.
Air Transport and Airports
7.1.
Civil Aviation
7.1.1.
General
The air transport is run by the Ministry of
transport/DGCA, OACA and the airlines such as
Tunisair, Nouvel Air and Karthago. This group is
characterised by a heavy participation of the
state.
During the last 10 years, many legislative and
trade initiatives were taken in order to open the
markets. Apart from these efforts, the air
transport sector needs more incentive measures
to apply the policies regarding the ownership and
status of the airports, the privatisation, the
rendered services by the airports, and the PPP
initiatives. This was incorporated in the 10th
Economic and Social Development Plan for
2002-2006.
Tunisia takes an active part in all the major
initiatives of the regional and international
organisations such as ICAO, EuroControl,
ACAC, CAFAC, AMU, etc. The ministry of
transport is eager to support bilateral and
multilateral regional initiatives such as
EuroControl, the RVSM operations, END/ATM
systems, the technical cooperation and the ATM
harmonisation.
7.1.2.
Civil Aviation and Airports Office (OACA)
The OACA is an industrial and commercial
public establishment endowed with a moral
personality and a financial autonomy. It is run by
the ministry of communications and transport
technologies, and is in charge of running,
promoting and operating the 7 Tunisian
international airports (Tunis-Carthage, Monastir
Habib Bourguiba, Djerba-Zarzis, Tozeur-Nefta,
Sfax-Thyna, November 7 Tabarka, and GafsaKsar).
The decree No 98-1374 dated 30 June 1998
stipulated that the names of the ‘Tunisian Civil
Aviation’ and ‘Airports Authority’ replace those
of ‘Tunisian airports’ and 'ATC authority' created
on 3 July 1970.
The OACA missions are the following:
• Exploitation, planning, and development of
the airports, along with the accomplishment
of all the necessary operations and services
to the passengers, the public, aircrafts, and
to the air freight and mail in the airports.
• Regional and local control of the aerial
navigation and the participation in the
execution of search and rescue plans.
• Delivery of all the required documents for
the aviation staff, aircrafts and the aerial
navigation in conformity with the legislation
in force.
• Execution of the control operations provided
for by the legislation and regulations in force
for the aviation staff, aircrafts, and the
aerial navigation.
• Granting of the commercial and noncommercial flights authorisations, including
the flight authorisations.
The operation of airports and the development of
missions require the accomplishment of the
following tasks:
• Planning, maintenance and development of
the international airports along with their
independence and the quality of their
equipment.
• Check-in, landing, forwarding and ground
flow of the air transport passengers, goods,
and mails.
• Signals for users at airports services, parks,
telephone, air conditioning and other
services.
The main figures concerning the OACA are
summed up in the following tables:
Table 16: OACA in numbers (Part I)
Allocation Funds
(capital)
State Contribution
Social Funds
Reserves
Stock Holder's Equity
Capital Structure
Number of Operation
Centres
Passenger Terminal
Capacity
TND 24 486 715 (TND)
TND 43 603 944
TND 2 894 057
TND 2 387 993
TND 73 372 709
100% State-Owned
7 International Airports
& 1 Area Control Centre
10 550 000 pax per year
Source: OACA
The closest relationship made with the European
Union countries is that with the French DGCA.
39
Module 11
Table 17: OACA in numbers (Part II)
2002
2003
Local Turnover
TND
106 894 698
TND
106 231 304
Turnover at
Exportation
TND
42 205 661
TND
45 103 627
Turnover
TND
149 100 359
TND
151 334 931
Gross Added Value TND
127 042 451
TND
127 647 014
Earnings Before
Tax
TND
35 898 924
TND
34 120 733
Net Income
TND
35 898 924
TND
34 120 733
Investments
TND
34 002 373
TND
41 478 934
Cash-Flow
TND
68 624 000
TND
63 824 445
Staff Number on
31/12
3 104 persons
3 277 persons
Source: OACA
Tunisia applies the standards of the ICAO and
JAA. It has notably implemented the JAR
standards such as the JAA/JAR-FCL. Tunisia
also respects the FAA/FARS standards. It hopes
to adhere to the JAA so that it can benefit from
a technical assistance regarding the setting-up of
its standards, and from a quality control, and
have access to the latest resolutions in force
through JAA-EASA. The plan to grow suggests
an increased convergence towards the EASA.
Tunisia needs to confirm this wilful step and
should be backed up in joining the JAA,
especially that the majority of its air traffic is
with the EU.
During a recent meeting in Brussels (22
September 2003), it was recommended that the
Mediterranean partners harmonise their rules
and procedures in terms of air transport by
referring to the European standards. Tunisia
hopes that these recommendations will be
followed by a specific assistance.
Besides, inasmuch as Tunisia has concluded
bilateral agreements with the majority of
European countries, if the EU asks it to
negotiate on the basis of the conventions in force
at the EU level, what will occur to the existing
agreements if they are different in content from
the European conventions particularly within the
framework of the agreements regarding the
40
traffic duties? In this regard, Tunisia hasn’t
concluded any close agreement with the EU
hoping that the request for making such an
agreement will emanate from the EU. Besides, if
a modification to the existing agreements is to
take place, what would then be the compensation
made by the EU in order to set up an open- sky
policy.
Tunisia has concluded 14 agreements with the
15 countries of the EU. Only Ireland is not
bound to Tunisia by this legal framework. It is to
be noted that the air services 'charters' that
represent more than half of the total traffic with
the aforementioned States are governed by the
national regulations.
The other bilateral agreements concluded by
Tunisia are divided up as follows:
• West Europe: 5 agreements (outside the
European Union before 2004): Cyprus,
Malta, Norway, Switzerland, and Turkey.
• East Europe (before the EU enlargement in
2004): 10 agreements, of which we mention:
Hungary, Poland, Russia, and Ukraine.
• Arab countries: 18 agreements of which the
AMU countries, Gulf countries, Egypt,
Jordan, Syria, and Lebanon.
• Africa: 15 agreements (outside AMU) of
which South Africa, Burkina Faso,
Cameroon, Ivory Coast, Mali, Nigeria, and
Senegal.
• The rest of the world: 7 agreements: China,
South Korea, Cuba, Indonesia, Pakistan,
and Uzbekistan.
In reply to the visit of the European
Commissioner, Tunisia has already undertaken to
participate in the setting up of a 'neighbourhood
policy' among the EU countries and the
Mediterranean area countries, a policy that
would facilitate the harmonisation of rules
easier.
Within the UEA (Economic Community of
Africa), the Abuja treaty concluded in November
1999, followed then by the decision of
Yamassoukro in July 2000, stipulates
liberalisations in the air transport field as of
2002.
Within the AMU, an agreement was signed in
the air transport field with Royal Air Maroc on
the basis of a ‘code-sharing agreement’ between
Tunisia
Tunisia and Casablanca, and should open up to
the transatlantic roads that could stretch out to
the AMU level. The existing agreements, in
terms of the transport liberalisation especially,
refer to charter flights and to the air freight, and
were signed by the Member Countries of the
Arab League. A group of intellectuals from a
limited group of countries (Egypt, Morocco,
Tunisia, Jordan, Lebanon, and Saudi Arabia)
having the objectives of developing the
multilateral agreements, has to meet in
December 2003 in Amman (Jordan) in order to
work out a project for the liberalisation of the air
transport at the regional level.
The air transport policy is governed by the
Aeronautics Civil Code promulgated on 29 June
1999 (law No. 99-58).
List of the international conventions and
agreements ratified by Tunisia
•
•
•
•
•
•
•
•
•
•
Warsaw convention: on 29 October 1929:
aiming at the unification of certain rules
relative to the international air transport.
Convention related to the seizure of goods of
aircrafts – Rome, 29 May 1933.
Agreement related to the forwarding of
international air services- Chicago, 7
December 1944.
Convention on the international civil
aviation- Chicago, 7 December 1944.
Protocol related to an amendment of the
convention of Chicago (Art. 93 bis) Montreal, May 1947.
Convention on the international recognition
of rights in aircrafts- Geneva, 19 June
1948.
Convention related to damage caused to
third parties on the surface of foreign
aircrafts - Rome, 7 October 1952.
Protocols related to an amendment of the
ICAO- Montreal, June 1954 (Art. 45, 48a,
49e, 61).
Protocol modifying the Warsaw convention
aiming at the unification of certain rules
related to the international air transport
performed by a person other than the
contracting carrier Guadalajara September
1961.
Protocol concerning an amendment to the
convention related to the international civil
aviation (Art. 48a) - Rome, September
1962.
•
•
•
•
•
•
•
•
•
•
•
•
•
Convention on offences and certain other
acts committed on board of the aircraftsTokyo, 14 September 1963.
Protocol concerning the trilingual authentic
texts of the ICAO- Buenos Aires, September
1968.
Convention on the suppression of the
unlawful seizure, signed in La Haye on 16
December 1970.
Convention on the suppression of unlawful
acts against the safety of civil aviation,
signed in Montreal on 23 September 1971.
Protocol concerning the suppression of
unlawful acts of violence in the international
civil aviation airports signed in Montreal on
24 February 1988.
Convention on marking the plastic or sheet
explosives for identification, signed in
Montreal, 1 March 1991.
Protocol concerning the amendment of the
convention of Chicago in 1944, article 83
bis, signed in Montreal on 6 October 1980.
Protocol concerning the amendment of the
convention of Chicago, article 3 bis, signed
in Montreal on 10 May 1984.
Protocol concerning an amendment of the
convention on international civil aviation
(art. 50a) Montreal, October 1974.
Supplementary protocols No. 1 and No. 2
modifying the convention of Warsaw for the
unification of some rules related to the
international air transport- Montreal,
September 1975.
Protocols concerning amendments to the
international civil aviation (56 and 50a) Montreal, October 1989 and October 1990.
Protocol concerning an amendment to the
convention related to international civil
aviation (final clause) - Montreal,
September 1995.
Protocol of La Haye on 28 September 1955
dealing with the modification of the
convention of Warsaw for the unification of
some rules related to the international air
transport.
Accession of Tunisia to the international
organisation
•
•
Member of the ICAO (International Civil
Aviation Organisation).
Member of the AFCAC (African Civil
Aviation Commission).
41
Module 11
•
•
•
•
•
Member of the ECA (Economic Commission
for Africa- Addis- Ababa).
Member of the AMU (Arab Maghreb
Union).
Member of the ACAC (Arab Civil Aviation
Commission).
Associate Member of EuroControl since
September 1998.
Tunisair is a member of the IATA
(International
Airline
Companies
Association).
7.1.3.
Air Security Policy, GNSS Harmonisation
with the EU
The OACA, as an EPIC, was created in 1970 in
order to run and develop the international
airports and the air space.
Within the context of the amendment No. 4 of
the annex 14 to the convention of Chicago, a
programme of the certifications of airports was
set. It is foreseen that all of the international
airports will be certified by 2004 (an agreement
of cooperation in this regard is desirable).
With regard to air security, Tunisia has set up a
national security plan- in conformity with the
annex 17 of the convention of Chicago of 1944 that resulted in the elaboration of an PSA I
(Airport Security Plan). Tunisia arbitrates also
an operational centre of training in terms of
Galileo.
which aims, among other objectives and besides
the harmonisation of procedures, to increase the
number of ‘airfields’. There are 41 countries
participating in this programme, among which
Morocco and Tunisia that are the only two non
European countries. This ambitious programme
has been developed as of 22/2/2002 in order to
be enforced as of September 2003.
Tunisia is a pioneer in the development of the
GNSS. In fact, it concluded an agreement with
the European Space Agency aiming at installing
the RIM station (ranging and integrity
monitoring) in Djerba during November 2003. It
must include an EGNOS station (European
Geostationary Navigation Overlay Service).
Eventually, Tunisia has anticipated the
installation of 30 RIM stations. Tunisia is also
very advanced in setting up the GNSS in
conformity with the European standards.
7.2.
Airports
In 2003, the total capacity of the 7 Tunisian
airports reached 10.55 millions of passengers
per year. It is to be noted that the number of
passengers in these airports amounted to 7.9
millions. The evolution of the passenger rate
shows a 2.1% fall in comparison with 2002.
Photo 4: Tunisair - National air carrier for
Tunisia
As for the management of air traffic, Tunisia has
signed many agreements with the air control
centres in Rome, Aix en Provence and Malta,
which indicates the importance of the air traffic
with the EU.
The bilateral agreements concluded with the
European countries and particularly with Italy
and France have taken, for reference, the
technical standards in force in the EU countries.
A technical harmonisation programme was
adopted but was never enforced.
With regard to air navigation, Tunisia signed a
cooperation agreement in September 1998 with
EuroControl. This agreement allowed it to set up
a harmonised system with that of Europe.
Within the context of this agreement, Tunisia
participated in the setting up of the RVSM
system (Reduced Vertical Separation Minimum)
42
Source: Transport Magazine, Ministry of Transport –
Tunisia, 1st trimester 2001
The State-owned airports constitute a semicorporate entity that has solely the right to
render to the third parties ground services in
cooperation with Tunisair. The main possible
option is the management of ground activities by
Tunisia
the airlines themselves to those who select these
options.
year, but grew in 1992 to reach 1.5 million
passengers per year.
7.2.1.
Nevertheless, and on account of the rapid
increase in the air traffic during several years,
the airport has been overloaded since 1997, a
year during which 1.8 million passengers used it.
Consequently, a new project of airport
enlargement is on the agenda. The enlargement
works are in progress and should increase its
capacity to 4 million passengers per year.
International Airport of Tunis-Carthage
(AITC)
The International Airport of Tunis-Carthage is
the main airport of Tunisia. It includes around
39.5% of the total traffic. In 2003, 3.049
millions of passengers used this airport.
After the development of its infrastructure and
its terminal in April 1998, the capacity of the
AITC reached 4.5 million passengers.
Photo 5: Carthage International Airport
7.2.4.
The International Airport of Tozeur-Nefta is an
airport of charter flights to the tourist areas of
south west Tunisia. This airport is located at the
edge of the Sahara and has nowadays the
opportunity of completely opening the south of
the country to international tourism.
7.2.5.
The infrastructures of the airport were extended.
Thus, the airport witnessed an enlargement of its
aircraft parking, the creation of new taxi lines
and storage areas in terms of the necessary
equipment for goods handling.
7.2.2.
International Airport of Monastir Habib
Bourguiba (AITC)
The International Airport of Monastir Habib
Bourguiba (AITC) is the second airport in
Tunisia. This airport that is mainly devoted to
charter flights serves the tourist areas in the
centre east of Tunisia. With regard to passenger
traffic, 2.8 million people used this airport in
2003. It is also considered as the first airport for
charter flights in Africa.
7.2.3.
International Airport of Djerba-Zarzis
(AIDZ)
The International Airport of Djerba-Zarzis is the
second airport for charter flights in Tunisia. It is
located south of the country and boosts the
tourist area of the island of Djerba. Its capacity
amounted at first to 0.5 million passengers per
International Airport of Tozeur-Nefta
(AITN)
International Airport of 7 November
Tabarka (AI7NovT)
The Airport of 7 November Tabarka (AI7NovT)
is located north of Tunisia. It serves a tourist
area of high quality and plays an important role
in the airport sector in the country. Having
openness to the north, it links this area to the
east coasts that are traditionally more
appreciated by tourists.
Table 18: Capacity of the Tunisian airports by
million passengers
Airport
Tunis-Carthage
Monastir-H.
Bourguiba
Djerba-Zarzis
Sfax-Thyna
Tozeur-Nefta
Tabarka-7 Novembre
Gafsa-Ksar
Capacity (Million
passengers)
4.50
3.50
1.50
0.20
0.40
0.25
0.20
7.2.6.
Changes to come by 2020
A long-term plan for the development of air
transport already exists and is followed-up.
The infrastructural capacities of 5 out of 7
airports are sufficient even for long-term
forecasts.
43
Module 11
However, AITC and AITC airports are about to
attain their overload level. Enlargement plans
are expected for these airports in order to meet
the demand from short to middle term. The
construction of the new airport known as the
'New airport of the Centre East' of Tunisia is
expected. It must be constructed according to the
BOT standards and should be operational in
2007/2008 with an initial capacity of 5 million
passengers per year. This new airport is expected
to ensure a rail connection with Tunis and other
tourist rails. From a strategic standpoint, this
step could be the best solution for balancing the
coastal airports system for it facilitates the
expected traffic flow.
7.3.
Airlines
7.3.1.
General
•
•
Owned by the Tunisian State at the level of
64.86% against 35.14% by the private
sector. (5.58% Air France).
Airbus: 17; Boeing: 15.
Fleet analysis
It is summed up in the following table:
Table 19: Tunisair Fleet in 2003
Aircraft
Airbus A319
Airbus A300
Airbus A320
Boeing 737-500
Boeing 737-200
Boeing 737-600
Total
Fleet
3
3
11
4
4
7
32
The scheduled regular air transport was provided
till a recent date by Tunisair and Tuninter. 65%
of Tunisair (including Tuninter) is owned by the
State, while 35% is owned by private
shareholders.
Figure 3: Tunisair Fleet Analysis
22%
34%
Boeing 737-600
Although the State owns 65% of Tunisair, the
latter is finalising a plan of restructuring and
preparation for privatisation.
Two other operators are licensed for the nonscheduled flights and some scheduled flights:
• Nouvelair, rights of charter flights, 100%
private.
• Karthago, 100% private.
Finally, two other specialised firms:
• Tunisavia, Air Taxi Operations, 100%
private.
• Somaprov, air activities, 100% private.
For new airlines, the conditions of entry to the
market are limited. The liberalisation will be
progressive, gradual, and according to the
investments and the economic and social
circumstances.
7.3.2.
44
Boeing 737-500
9%
Airbus A319
13%
9%
Airbus A300
Airbus 320
Traffic
It is summed up by the following figures:
Figure 4: Pax Evolution Global Commercial
Traffic [Tunisair]
10000000
8000000
6000000
4000000
2000000
Tunisair
0
1998
Broad Lines
•
•
Boeing 737-200
13%
Establishment date: 1948.
Date of association with the Arab Air
Carrier Organisation (AACO): 1972.
1999
2000
2001
2002
2003
Source: OACA
7.3.3.
'Open Sky' Policy
The access to the Tunisian sky is limited. In fact,
all the scheduled services are governed by 60
bilateral agreements signed by all the European
Tunisia
States with the exception of one, Ireland. The
opening of the Tunisian sky remains a political
target, but the conditions of security, of
supporting the tourism sector, of stability in the
air transport market, and of social stability are
the main objectives to attain.
With regard to the openness to private airlines,
Tunisia owns at present two private airlines:
• Nouvelair (formerly Air-liberte Tunisie)
started off in 1990 as a charter-flight
company and could serve as a model in this
field.
• Karthago Airline was launched in March
2004 as a charter-flight company, and does
not have enough experience to be assessed.
Tunisia is a little bit cautious regarding the
enforcement of a unique European sky policy
inasmuch as this policy will require the
upgrading of the airlines. Tunisia has requested
aid from EuroControl for the setting-up of the
security management system in the air
circulation services. Tunisia has also requested
assistance for the upgrading of its regulations in
conformity with the European standards.
Besides, Tunisia raised the issue of air research
and rescue. This issue should be brought up at
the EU and the ICAO level. During the 11th
conference of the ICAO held in September 2003,
Tunisia requested to participate closely in this
programme and to coordinate it at the Maghreb
countries level. The same procedure was taken
before the EU.
45
Module 11
8.
Land Transport
8.1.
Railways
8.1.1.
Rail Operators
Two public operators provide Tunisia with rail
transport: the SNCFT and the SMLT that is
specialised in the urban transport of passengers
in one part of the capital.
Photo 6: Tunisia-Railways,-SNCFT
The SNCFT has a plan contract that has specific
aims to attain before the end of the period.
Among these objectives, the most important to
mention are: running the railways in a sheer
commercial manner, existing only on the markets
that ensure the economic and financial profits
after taking into consideration the aids of the
State, and improving the quality, comfort,
punctuality, information diffusion, and secured
management of the freight traffic with standards
controlled by performance indicators.
Within the framework of this plan, the
government grants money especially to the
SNCFT for the infrastructure maintenance.
Another sum of money considered as a subsidy
will be destined to the non-lucrative services.
All the investments related to a rolling stock are
financed by the SNCFT. In order to attain the
objectives determined in the contract, the
SNCFT asked for the possibility of applying a
diversified and flexible tariff policy focusing
particularly on the internal door-to-door
transport. The private operators will be
authorised to be in charge of certain passengerand tourist- suburban services, as well as certain
services related to freight.
The SNCFT was reformed by the law related to
the railway No.93-90 promulgated in 1998. This
law also defines the regulatory and contractual
framework of the rail activities in Tunisia. In
fact, this law gives particularly to the state the
ownership of the complete property and assigns
the SNCFT to take charge of its management.
Moreover, it allows the rail system to operate on
a trade basis. Therefore, the SNCFT remains the
only company to run both the activities and the
infrastructure.
Table 20: SNCFT rolling stock
Electric
railcars
(3
bodyworks)
carriages
6
239
freight
wagons
4 447
Number of
employees
5 846
Sources: I N S
8.1.2.
Institutional Framework
In 1999, an agreement related to the concession
of the public domain to the SNCFT for a period
of 30 years was published.
46
The franchise of the ownership of the railway
must be adopted.
As for the restructuring of the SNCFT, it is in
conformity with the plan contract signed with the
Government. This restructuring led to the
adoption of a more oriented structure towards
the trades sector. It comprises 7 units: 3 out of
which for the main traffic line, 2 for the
suburban passengers, one for the maintenance,
and one for the network infrastructure.
The 10th Plan that is in force at the moment and
till 2006 puts the consolidation of its
competitiveness, the improvement of its services,
the control of the production costs, and the
partnership with the private sector on top of the
SNCFT’s concerns.
8.1.3.
Market Share
The market share of the rail freight in Tunisia
constitutes 13.5% of the total freight. In
comparison with 2001, the traffic in 2002 has
witnessed an approximate fall of 1.5%.
Tunisia
8.1.4.
Results Information
The turnover of the SNCFT reached EUR 80.9
million in 2002, and the operation results
equalled EUR -3.67 million. These results,
however, are improving in comparison with the
previous year, where the deficit equalled EUR
10.5 million.
For the past five years, a clear improvement has
been noted, and such a trend should continue in
the current situation in order to place the
SNCFT back in a good economic status before
the State ends its financial support concerning
the cost of the infrastructure after 2006.
As to the availability of the rolling stock, its rate
is 70%. Such a figure is mainly due to the olddated fleet (more than 25 years) that requires a
lot of maintenance work.
8.1.5.
National and Regional Developments and
Expected Investments
The national planning of the Tunisian railways
under the 10th Plan will be devoted to the
development of the signalling system on the
North line, improvement of telecommunications
on the South line, modernisation of the rolling
stock, and the electrification of the suburban line
in South Tunisia.
Concerning the regional aspects, Tunisia has
different options, which are the following:
• Develop the existing international connection
with Algeria on a standard line system.
• Establish a connection with Libya. This
project is related to the trans-Maghreb
concept, which may present another
alternative for the future with the setting-up
of a long-term fast goods network. This idea
can lead to the studying of the case of a new
standard of a fast goods service between
Tunis and Gabes through Kairoun and with
the future Libyan system.
• Reconsider the opening of an old line system
with Algeria in order to ensure the cement
transport of Tunisia towards the region of
Tebessa in Algeria that needs this substance
for its population.
It is also to be noted that a connection is
considered with the new maritime port of Enfida
city in terms of the containers transport. This
port could become the expansion of the North-
South freight corridor Rotterdam-Milano-GioaTauro (Italy) and constitute a part of the EuroMaghreb freight corridor.
The investments related to the infrastructures
and the rolling stock reached EUR 33 Million in
2002, i.e. an impressive sum in comparison with
the figure of the turnover (EUR 81 Million) of
the SNCFT.
In the recent past, the main investments in the
rolling stock field were the following:
• Rehabilitation of 100 passenger carriages
(for a cost of EUR 16.75 million).
• Large overhaul of 5 locomotives per year
(EUR 0.2 million each).
• Delivery of 21 GE locomotives in terms of
the lines adopting the metric system (EUR
115 million).
• Rehabilitation of 500 trucks related to the
phosphate transport.
It is planned to purchase:
• 20 multiple diesel units concerning the
system of the metric lines (tendering
document done).
• 15 multiple electric units related to the
future electric lines of the suburban lines of
Tunis.
• Locomotives related to the phosphate
transport in conformity with the system of
the metric lines.
As for the infrastructures, the main actions in
terms of the standard system have dealt with the
following points: the flood protection, the
enhancement of the civil engineering work and
the rail renewal. An important improvement
concerns the signalling system in terms of the
North line of Tunis-Ghardimaou. After the rail
renewal, this line can support 20 tonnes of axle
loads.
Regarding the system of the metric lines related
to the South line Tunis-Sfax, the line was
upgraded, the platform as well as the civil
engineering work were consolidated to support
25 tonnes of axle loads. An important project is
related to the telecommunications with the
installation of the optical fibre of Tunis and
Sfax. This will be done for free by the Tunisian
Telecom that will provide the railways with a
communication capacity.
47
Module 11
Thus, it is important to mention that the railroad
towards Algeria and Libya are in good positions
and could easily accept an increase in the
international traffic.
8.1.6.
The Main ‘Bottlenecks’ Affecting the Rail
Transport Development
In general, the Tunisian railways have no major
problems of congestion and the existing network
has diversified capacities.
The main problem resides in the system of the
metric railway of the South line.
This problem will be more worrying when the
Libyan rail system will be set up with standard
lines. For Tunisia, the alternative will be the
construction of a new line of fast goods service
between Tunis and Gabes. This line will be
devoted only to the mixed traffic, i.e. passengers
and freight. This solution would allow the
setting-up of the Trans-Maghreb corridor with
standard lines from Casablanca to Tripoli
through Oran, Algiers, and Tunis.
Another difficulty resides in the connection to
certain maritime ports where some port
terminals are transferred to another point
missing a rail connection. This is the case in the
ports of Sfax, Sousse, Gabes, and Bizerte.
8.1.7.
The Security Norms for the Environmental
Protection
The SNCFT has its security code named ‘the
General Regulations of Security’ (RGS) that has
recently been updated.
As for the protection of people, the SNCFT does
have its proper police. In case of security
problems, the SNCFT resorts to the National
police that may interfere in this regard.
Regarding the environment, the SNCFT has a
unit that sets the rules and procedures based on
the recommendations of the Ministry of
Environment.
8.1.8.
The Interoperability
An exchange between the passengers and the
freight is made between Tunisia and Algeria on
the Ghardimaou border. The concept of
interoperability is possible as the rail systems of
48
both countries were all constructed according to
the French norms.
Furthermore, both networks are members of UIC
and are in conformity with its technical
recommendations on the standard lines.
8.1.9.
The Implementation of the International
Conventions Related to the Railways
Tunisia is member of the CTFM (Committee of
the Maghreb Maritime Transport) aiming at
setting-up the Trans-Maghreb rail axle between
Marrakech and Tunis via Algiers.
Tunisia is also a member of COTIF, CIM, CIV,
RID and CIT but still not a member of RICo and
RIEx.
As to International organisations related to the
railways, the SNCFT is a part of UIC, UAC and
UAR.
It is worth mentioning that EU-DG TREN
became member of the COTIF. Therefore, certain
adjustments must be done in terms of the
technical specifications for the interoperability
and in terms of the appendixes F and G of the
COTIF related to the technical evolution that
could be essential for the future.
8.1.10. International Links of the Tunisian Railway
According to the above-mentioned paragraphs,
the exchange of passenger and freight traffic
exists between Tunisia and Algeria, but this
traffic has a low rate. There are only few trains
for the freight per day, and as for the passengers,
the traffic is seasonal.
The CTFM committee aims at promoting a
regional rail policy in order to coordinate the
actions undertaken in this sector in the Maghreb
countries. This policy aims, among other things,
at harmonising the technical and economic rules,
the operation conditions, the study of the
possibility of a fast goods service between
Casablanca and Tripoli (Libya) that would be
called TCVM, and the improvement of the
services existing in the Casablanca-Tunis line.
This last study is conducted by the SNCFT, and
will determine the necessary conditions in terms
of trade exchange development among the
Maghreb countries as well as between the EU
and the Maghreb region.
Tunisia
Tunisia participates within the CTFM in the
development of the Trans-Maghreb railway from
Casablanca to Tunis. The CTFM is part of a
regional partnership policy and of a regional rail
transport development policy, and aims at:
• Treating and studying all issues of common
interest.
• Coordinating and initiating all actions
capable of improving and developing the rail
transport in the Maghreb countries.
• Unifying and improving the operation
conditions of the Maghreb networks.
• Commonly adopting technical and economic
general
provisions
related
to
the
coordination and the harmonisation of the
rail transport in the Maghreb countries.
• Studying and setting up a Maghreb fast
goods service (TGVM) linking Tripoli to
Casablanca.
• Improving the allowance of the TransMaghreb linking Tunis to Casablanca and
the Trans-Euro-Maghreb line to the study.
The SNCFT took charge of this project to
establish the possible itinerary of this rail
line as well as the practical modes that
would ensure a better flow in both directions
in terms of the Maghreb and European
goods, since the Euro-Maghreb trade
exchange is to witness a significant
expansion.
8.2.
Road Transport
8.2.1.
Road Transport of Passengers
In most cases, the public non-urban passenger
transport is still largely restricted. There is one
national company for the interurban road
transport (SNTRI) along with 12 regional public
companies. In addition to these companies, there
is a large fleet of small operators in terms of
hired cars and several informal operators. Thus,
the current transport cost is significantly high.
Therefore, it is essential to enhance the public
transport with a large seating capacity. In order
to face the bad quality of services, the Ministry
has taken tax incentive measures mainly for
youth to create new jobs. Nowadays, the tender
offer is regulated. The reform holds that the
authorisations
issued
by
the
regional
commissions will be given according to the
contractual conditions and tender documents.
The rates are always controlled.
8.2.2.
Road Transport of Goods
Until the end of the 80’s, the road transport of
goods was done by the regional public companies
in addition to a national company, ensuring the
transport of passengers and the transport of
goods as well. The private transport was not
allowed.
Since 1980, the private transport has been
liberalised as well as the transport for other
people by resorting to the private sector.
The road transport of goods has been totally
liberalised since 1980.
In 1992, the regional and national public firms
were eliminated. This led to a rapid increase in
the transport costs. After ten years, the transport
is done by a fragmented profession that keeps the
prices 50% under the cost, which leads to
problems in terms of the quality of service. The
MTCT considers guiding the profession in a
better way and reintroducing financial conditions
related to the entry into this profession.
In 1997, the Ministry of Transport has set up
authorisations with some criteria. In 2002, these
conditions were enhanced with regulations
related to the terms of reference and
specifications as well as worthiness and
professional capacity requirements.
Photo 7: Road Freight Transport in Tunisia
The road transport of goods is totally liberalised,
with the presence of the above-mentioned
negative and general effects in the Maghreb
countries. A qualification objective for this
important sector in terms of the share on the
internal market (80 to 90%) is set with a large
budget in order to renew the relevant fleet. The
49
Module 11
International road transport (TIR) is supported
by specific and incentive measures in order to
meet the European standards. Tunisia expects in
return of these efforts to enter into the European
market with the same status of that of the new
member States from East Europe.
8.2.3.
Urban Public Transport
The governorates are responsible for the urban
transport (24 out of which 4 are for Tunis and
depend on the Ministry of Interior), except for
the national public firms in Tunis (STT and
SNCFT).
8.2.4.
Roads and Highways
This sector is under the direct supervision of the
Ministry of Equipment. The 'low maintenance' is
done by the decentralised departments of the
Ministry. The private firms take charge of the
periodic maintenance.
The Ministry has for a long time taken the
responsibility of the construction of the highways
on the basis of budget resources and Kuwaiti
funds. In the 90’s, the decision was taken to
authorise the construction of sections of
highways through a concession, but suffered
successive setbacks. In 1999, a road Fund was
created. In the 90’s, the Ministry established the
Tunisian Company of Highways with a public
capital. This company was in charge of the
operation, the maintenance of the existing
network (141.5 Kilometres) and the construction
of the future sections. The STA assigned via a
contract the ancillary activities, and took charge
of the extension of the highways (Tunis-Bizerte
and Tunis-Sousse, Sousse-Sfax towards the
South). In 2001, the section towards Algeria was
constructed (60 kilometres) via public funds. The
traffic level is very low and the toll highways are
maintained at a 'reasonable' level for social
motives, making their profitability impossible in
terms of the private sector. Up to now, there are
no possibilities of private concession due to the
low rate of traffic.
8.2.5.
General Information, Development of TIR
Tunisia has set up certain conditions relative to
the international road transport of goods in order
to develop the TIR. They are as follows:
• Purchase or lease a fleet of vehicles dated no
more than 2 years back and having a load
capacity of at least 100 tonnes.
50
•
Justify the required professional skills, i.e.
an experience of a minimum of 2 years in
terms of management in the land transport
sector, or a high-level training marking a
successful conclusion of technical, legal or
commercial studies in addition to one-year
experience in the land transport field.
A number of other measures have also been
taken in order to develop the TIR:
• 1992: VAT exemption relative to vehicles
meant for TIR and locally manufactured,
• 1997: bringing into force a regulatory
framework specific to TIR.
In order to facilitate the development of the
international road transport of goods and to
increase the share of the national carriers, recent
measures have been taken for the liberalisation
of the imported vehicles meant for TIR, and the
customs and tax exemption regarding the
imported vehicles meant for TIR. This measure
comes as an addition to tax exemption related to
the
vehicles
locally
constructed
and
manufactured, as well as to the adoption of
norms similar to that enforced in Europe in
terms of the weight and dimension of vehicles
used in this regard.
The perspectives of the road transport
development deals with the development of the
TIR having a problem in terms of the visas of
drivers7. This key objective is relative to the
upgrading of the national economy and makes
provision for a reform of the TIR organisation
and the relevant tax system.
Due to the existence of a very unbalanced traffic
between the EU and Tunisia (i.e. the relocation
of the European firms resorting to their proper
transport providers); Tunisia cannot compete
with the European TIR operators. Therefore, the
number of the bilateral authorisations used by
the national carriers totalled 607 against 22
900 available in 2001, i.e. 2.7%.
Tunisia has not yet set up a ‘road fund’ like other
Mediterranean countries. This 'road fund' could
be used to rehabilitate the road network and
7
Main European operators in terms of TIR are the
companies ' GEFCO et Graveleau' represented by SOCOTU
(Mr. Lahdar), the SCAC and O.T.I. (Mr. Nagra).
Tunisia
reduce the burden on the State’s budget in this
sector.
8.2.6.
Regional Policy, Conventions and
Agreements
Regarding the road transport, and as a member
of the AMU, Tunisia signed the 'Convention
among the countries of the Arab Maghreb Union'
related to the forwarding and the road transport
of passengers and goods. This convention
facilitating the goods and vehicles forwarding in
the signatory countries, was signed on 23 July
1990 in Algiers.
As to the existing bilateral agreements, Tunisia
has signed 6 bilateral agreements with the
following countries: Libya, Mauritania, Egypt,
Jordan, Lebanon, Turkey, France, Italy, Spain,
Portugal, UK, Switzerland, Austria, Germany,
Sweden, Belgium, Greece, Luxembourg, Finland,
Poland, Hungary, Iran, Senegal, Algeria, Iraq,
and Morocco. Only 18 out of 25 agreements
were brought into force with the following
countries: France, Italy, Germany, UK, Belgium,
Luxembourg, Sweden, Switzerland, Spain,
Portugal, Morocco, Hungary, Morocco, Algeria,
Libya, Egypt, Jordan, Iraq, and Iran. In theory,
these agreements make provisions for the equal
distribution of traffic, the annual quota of
authorisations and mutual tax exemptions.
8.2.7.
Tunisia adhered to the following international
conventions:
• CMR Convention signed in May 1956 and
ratified by the law No. 81-60 on 11 July
1981.
• TIR Convention signed in November 1975,
ratified by the law No, 77-39 on 2 July
1977, and implemented as of 1992 (body
guaranteeing the CCIT).
• ATA Convention signed in December 1961
and ratified by the law No. 70.55 on 2
December 1970, but was only implemented
as
of
1998
(temporary
duty-free
importation, (body guaranteeing CCIT).
• AMU Convention signed on 23 July 1990
and ratified by the law No. 90-98 on 19
November 1990 brought into force in July
1994. The Maghreb Passengers and Goods
Land Transport Convention authorises the
duties and tax exemption in force in the
concerned countries. The freight traffic is
also
exempted
from
the
passing
authorisation. This agreement is an example
capable of facilitating the development of
the TIR traffic.
Pursuant to these bilateral agreements, Tunisia
exchanges annually with each concerned country
a quota of bilateral authorisations allowing the
national carriers to get freely to the territories of
these countries. Moreover, most of the
agreements make provisions for the mutual tax
and customs exemption in force in each
concerned country. Unfortunately, and according
to the facts and reasons already indicated, the
access of the Tunisian carriers to the abovementioned countries remains very limited mainly
due to:
• The necessity for obtaining prior visas for
drivers before entering the concerned
countries.
• The insufficient expertise in terms of the
international road transport.
• The specialisation of the Tunisian carriers in
the traction of foreign trailers on Tunisian
territories.
• The unbalanced traffic between Tunisia and
these countries.
51
Module 11
9.
Abbreviations and Acronyms
Acronym
ACAC
AFCAC
EIA
END
Meaning
Arab Civil Aviation Commission
African Civil Aviation Commission
International Airport of 7 November
Tabarka
International Airport of DjerbaZarzis
International Airport of Monastir
Habib Bourguiba
International Airport of TunisCarthage
International Airport of Tozeur-Nefta
Arab Maghreb Union
National Renewable Energies Agency
National Agency for Coastal
Protection
Air Transit Agreement carnet
Air Traffic Management
African Development Bank
Built Operate Transfer
Civil Aviation Authority
Official Commission for the Civil
Aviation
Tunis International Centre for
Environment Technologies
Convention on the carriage of goods
by road
The National Council of Shippers
Committee for the facilitation of
procedures for the external trade
Convention Concerning International
Carriage by Rail
Committee of the Maghreb Maritime
Transport
Maritime Transport Tunisian
Navigation Company
Export authorisation
Directorate-General of Civil Aviation
Directorate-General of the Merchant
Marine
European Aviation Safety Authority
Economic Commission for AfricaAddis- Ababa
Electronic Data Interchange
Environmental Evolution Studies
European FreeTrade Area
European Geostationary Navigation
Overlay Service
Environmental Impact Assessment
Customs National School
ENP
European Neighbourhood Policy
AI7NovT
AIDZ
AIMHB
AITC
AITN
AMU
ANAER
APAL
ATA
ATM
BAD
BOT
CAA
CAFAC
CITET
CMR
CNC
COFPRO
COTIF / CIM
CTFM
CTN
DAE
DGAC
DGMM
EASA
ECA
EDI
EES
EFTA
EGNOS
52
Acronym
EPIC
ESCWA
EU
Euro Control
EuroMed
EuroStat
FAA
FSC
GAFTA
GATS
GDP
GNP
GNSS
GTMO
IAPH
IATA
IBRD
ICAO
ICC
IEB
IMF
IMO
Inmarsat
INS
ISPS
IT
JAA
JAR
JORT
Marpol
MEDA
Countries
MEDA
Programme
Meaning
Industrial and Commercial Public
Establishment
UN Economic and Social Commission
for West Asia
European Union
European Organisation for Safety of
Air Navigation
The Euro Mediterranean Partnership
Statistical Office of the European
Communities
Federal Aviation Administration
(USA)
Flag State Control
Great Arab Free Trade Area
General Agreement on Trade in
Services (under WTO)
Gross Domestic Product
Gross National Product
Global Navigation Satellite System
(Europe)
Transport Group of the Western
Mediterranean
International association of ports and
harbours
International Air Transport
Association
International Bank for
Reconstruction and Development
International Civil Aviation
Organisation
International Chamber of Commerce
Investment European bank
International Monetary Fund
International Maritime Organisation
International Maritime Satellite
Organisation
National Institute of Statistics
International Ships and Ports
Security Code
Information technology
Joint Aviation Authority
Joint Aviation Requirements
JOfficial Journal of the Tunisian
Republic
Convention for Prevention of
Maritime Pollution from ships
The Mediterranean Countries that
Entered the Barcelona Declaration
with the EU
The Financial Programme for
Implementing The Euro
Mediterranean Partnership in
Economy and Social Structure
Tunisia
Acronym
MTC
MTCT
NCSD
NEPA
OACA
OMMP
ONAS
PME
PPP
PSA
PSC
RegMed
Rempec
RGS
RICo
RID
RIEx
RIM
Ro-Ro
RTAP
RVSM
SAID
SMLT
SNCFT
SNTRI
SOLAS
STA
STAM
STCW
TDN
TEU
TGR
TGVM
Meaning
U.N. Intermodal Transport
Convention
Ministry of Communication
technology and Transport
National Commission of sustainable
development
The National Environment Protection
Agency
Tunisian Civil Aviation and Airports
Authority
Office of the Merchant Marine and
Ports
National Office of Sanitation
Small and medium Enterprises
Public Private Partnership
Plan de sécurité aéroportuaire
Airport Security Plan
Port State Control
A Thematic Network to Facilitate the
Transport of Goods in the
Mediterranean
Regional Marine Pollution
Emergency Response Centre
General Regulations of Security
Regulation concerning the
international carriage of containers
international carriage of dangerous
goods
international carriage of express
parcels by rail
Ranging and Integrity Monitoring
Roll on - Roll off
Regional Transport Action Plan
Reduced Vertical Separation
Minimum
Swedish Agency of International
Development
Tunisian Light Metro Railway
Company
National Society of Tunisian Railways
National Society of Interurban Road
Transport
International Convention for the
Safety of Life at Sea
Tunisian Society of Highways
Tunisian Port Office
Standard of Training, Certification
and Watch keeping
Tunisian Dinar (Currency Unit, ISO)
Twenty Foot Equivalent Unit
Tunis-La Goulette-Rades Port Group
TGV Train of North Africa
Acronym
TIR
TTN
UAC
UAPNA
UCP
UEA
UIC
UMA
UMA
UNCTAD
UTICA
VAT
VTS
WB (World
Bank)
WCO
WHO
WTO
ZAL
Meaning
International road transport
Tunisia Tradenet Company
African Union of Railways
Port Management Association of
Northern Africa
Uniform Customs and Practices
Economic Community of Africa
International Railway Union
Arab Maghreb Union
United Muslim Association
UN conference on trade and
development
Tunisian Union of Industry and
Commerce
Value Added Tax
Vessel Traffic Surveillance
a United Nations agency created to
assist developing nations by loans
guaranteed by member governments
World Customs Organisation
World Health Organisation
World Trade Organisation
Logistics Activities Zone
53
Module 11
10.
References
10.1. Key Readings
General
Investments of the 9th Plan by firm, DGPT,
January 2004.
Economist Intelligence Unit, Country Profile
Tunisia, EIU, 2003.
Jilani Ben M'Barek, L'Echo - Bulletin no. 86 of
the Chamber of Commerce and Industry of Tunis,
L’Echo, June 2003.
L’Echo, September 2003.
L'ECHO, November 2003.
Günter Verheugen, EC: The Neighbouring Policy
of the EU: An opportunity for Tunisia (21
January 2004), European Commission in
Tunisia, January 2004.
Marc PIERINI, EC in Tunisia (13 December
2003): Tunisia and EU from Barcelona to the
neighbouring policy, European Commission in
Tunisia, December 2003.
Project Appraisal Document on a Proposed
Adaptable Programme Loan (second phase) in
the Amount of EUR 41 Million (USD 37.6
Million Equivalent) to the Republic of Tunisia
for the Transport Sector Investment Project,
World Bank, February 2001.
Chafik JILLALI, Arab Maghreb Union:
Secretariat
General:
Assessment
and
Perspectives of the transport Development in the
AMU countries- 20 & 21 October 2003, Arab
Maghreb Union, June 2003.
Tunisia: Strategy document 2002-2006 and
national indicative programme, EuroMed
Partnership, 2002.
Euro-Tunisian
partnership,
Euro-Tunisian
Enterprise, Magazine, February, April and June
2003.
54
Institutional framework
Amina Larbi Ezzine, Participation of the private
sector in the airport and port infrastructures
(Legal Aspect), European Commission/World
Bank Seminar, March 2003.
PPI in TUNISIA, March 2003.
Ministry of Equipment: Training of Senior
Tunisian Officials ‘PPI and Tunisia’, March
2003.
Amina Larbi Ezzine, EC/WB seminar:
Participation of the private sector in the airport
and port infrastructure (Legal Aspect), EC/WB
Seminar, March 2003.
Ministry of Transport (Circular): Applicable
rules and procedures for the use of new
scheduled transport servicing means of
passengers by land transport public operators,
and the elimination of the existing servicing
means, Ministry of Transport, January 1997.
Citizen’s guide in order to perform an activity in
the transport sector, Official Gazette of the
Tunisian Republic No. 36, May 2003.
Study on the private participation in the Tunisian
infrastructure – November 2003, World
Bank/PPMI.
Ministry of Transport: Order of the Ministry of
Transport of 29 April 1998, related to the
approval of the guide of the private investors and
promoters in the transport sector, Official
Gazette of the Tunisian Republic No. 38, May
1998.
Several orders of the Ministry of Transport,
Official Gazette of the Tunisian Republic No. 13,
February 2002.
Law No. 96-50 of 6 July 1996, related to the
modification of the law No. 85-77 of 4 August
1985 dealing with the organisation of the land
transport, Official Gazette of the Tunisian
Republic No. 55, July 1996.
Order of the Ministry of Transport of 26 January
1999, setting the granting modes of the
authorisations of the public transport of persons
by taxis, and the modes of delivery and renewal
of the relevant exploitation cards, Official
Tunisia
Gazette of the Tunisian Republic No. 13,
February 1999.
Ministry of Transport: Order No. 89-386 of 23
March 1989 dealing with the road automobile
transport regulations, Official Gazette of the
Tunisian Republic No. 23, March 1989.
Decree of 24 November 1997: setting-up of the
distinctive marks of vehicles meant for the road
transport of goods for the use of third parties
and for renting, Official Gazette of the Tunisian
Republic No.96, December 1997.
Decree No. 2001-2621 of 9 November 2001
dealing with the setting-up of the terms of
reference determining the implementation
conditions by the National Society of Tunisian
Railways, the trade services, and the rail
transport services related to the public domain,
November 2001.
Law No. 2001-67, July 2001, related to the
simplification of the administrative procedures
relative to the authorisations granted by the
Ministry of Transport according to its scope of
domains.
Order of 2 July 1998: Conditions and modes of
delivery and renewal of the exploitation cards,
July 1998.
Cross-border and Cross-sector
Othman BEN FADHEL, The International
Multimodal Transport of goods, Inventory of
fixtures and future perspectives, (Case of
Tunisia), REG-MED, March 2004.
Identification of the problems in terms of the
multimodal transport through a chain of door-todoor transport between Tunisia and Italy,
Casablanca, 4-5 March 2004, REG-MED.
Othman Ben Fadhel, Customs Formalities and
Control on borders: their impact on the free flow
of transport in the Mediterranean region- Case
of Tunisia, REG-MED, July 2003.
Zeineb M’RAD & Wissem GAIDA MAJOUB, the
Information Technology and Communication as a
factor to facilitate the port passing: Case of the
port of Radès in Tunisia- Inventory of fixtures
and perspectives, REG-MEG, June 2004.
Adel M'HAMDI, the ICT as a factor to facilitate
the international transport in the Mediterranean
region, Inventory of fixtures and perspectives in
Tunisia, Madrid, Merchant Navy Office, June
2004.
Karim GHARBI, The NICT aiming at facilitating
the maritime transport, Karim Gharbi, Madrid,
TTN, June 2004.
Chamber of Commerce and Industry of Tunis:
Guide for Export.
Maritime
Othman BEN FADHEL, Facilitation of the
international maritime transport and port
passing: aspects of the Tunisian law, REG-MED,
October 2003.
Mohamed MARWANI, Maritime Litigation, free
flow of traffic: according to the point of view of a
Tunisian shipper, REG-MED, October 2003.
Ministry of Transport, Evolution of the maritime
transport in Tunisia-1992-2000, June 2000.
Consortium of COWI, ATKINS, BCEOM, GOPA,
TYPSA, comparative Study related to the costs
of the maritime transport-the situation of
competition of Tunisia, EU programme
MEDA/FIPA Tunisia/Ministry of Development
and International Cooperation, February 2004.
Land transport
Amina Larbi Ezzine, Participation of the Private
Sector in the Airport and Port Infrastructure
(Legal Aspect), European Commission/World
Bank Seminar, May 2003.
The Simplification of Procedures and Customs
Control (this is the case of Tunisia), Ministry of
Finance- Customs Directorate, July 2003.
National Tender documents No. 2/2003/DGTT
for the exploitation of 4 groups of public urban
and scheduled suburban transport lines of
passengers, December 2003, Ministry of
Communication Technology and Transport.
Planning of agricultural lands: the projects of the
10th Plan (2000-2006), Ministry of Development
and Cooperation Internat, April 2002
55
Module 11
Road Infrastructure: Reinforcement of the listed
network: the projects of the 10th Plan (20022006),
Ministry
of
Development
and
International Cooperation, April 2002.
Law No. 98-90 of 2 November 1998 related to
the National Society of Railways, Official
Gazette of the Tunisian Republic No. 89,
November 1998.
Law No. 85-77 of 4 April 1985 dealing with the
organisation of the land transport, Official
Gazette of the Tunisian Republic No. 58, August
1985.
Law No. 93-70 of 5 July 1993, modifying the
law No. 85-77 of 4 August 1985 dealing with
the organisation of the land transport, Official
Gazette of the Tunisian Republic.
Law No. 99-91 of 2 August 1999 dealing with
the modification of the law No. 97-56 of 28 July
1997, related to the organisation of the road
transport of goods, Official Gazette of the
Tunisian Republic, August 1999.
Decree No. 98-2554 of 28 December 1998,
regulating the passenger public transport by taxi,
rented cars and rural public transport, Official
Gazette of the Tunisian Republic No. 3, January
1999.
Law No. 85-77 of 4 August 1999 dealing with
the organisation of the land transport, Official
1985.
Order of the Ministry of Transport of 7 April
2001, dealing with the modification of the Order
of 26 January 1999, setting the granting modes
of the authorisations related to the passenger
public transport by taxi, main tourism and
delivery modes...., Official Gazette of the
Tunisian Republic No. 100, December 2000.
Law No. 85-77 of 4 August 1985 related to the
railways, Official Gazette of the Tunisian
republic No. 67, August 2001.
Ministry of Transport: order of the Ministry of
Transport of 26 January 1999, setting the
granting modes of the authorisations in terms of
the passenger public transport by taxis and the
modes of delivery and renewal of the relevant to
exploitation cards, Official Gazette of the
Tunisian Republic No. 13, February 1999.
Decree No. 2001-2621 of 9 November 2001,
setting the Terms of reference determining the
implementation conditions by the National
Society of the Tunisian Railways of trade
services and rail transport services relative to the
public domain, Official Gazette of the Tunisian
Republic No. 92, November 2001.
Decree No. 2000-2375 of 17 October 2000,
concerning the modification of the decree No.
98-2554 of 28 December 1998 regulating the
passenger public transport by taxis, rented cars
and rural transport, Official Gazette of the
Tunisian Republic No. 86, October 2000.
Decree No. 98-573 of 9 March 1998-Modes of
operation of the disciplinary commission related
to the organisation of the goods transport,
December 1998.
56
Order of the Ministry of Transport of 12 August
2000, setting the conditions of the professional
exam to obtain the authorisation to perform the
passenger public transport by taxi main tourism
or the professional card of driver, Official
2000.
Ministry of Transport: Order No. 2000-2375 of
17 October 2000, dealing with the modification
of the order No. 98-2554 of 28 December 1998
regulating the passenger public transport by taxi,
rented cars and the rural transport, Official
Gazette of the Tunisian Republic No. 86, October
2000.
Order of the Ministries of Interior and Transport
of 20 October 2000, setting the conditions and
modes of delivery of the professional driver
certificate of taxis, Official Gazette of the
Tunisian Republic No. 86, October 2000.
10.2. Websites
EU delegation: www.deltun.cec.eu.int
The EU's relations with Tunisia:
europa.eu.int/comm/external_relations/tunisia/int
ro/index.htm
Tunisia
Statistic National Institute (INS):
www.ins.nat.tn
Customs Administration:
http://www.douane.gov.tn/
Ministry of the Communication Technologies and
Transport:
www.sicad.gov.tn/xml1/fr/ministerefr15.html
Delegation of the European Commission to
Tunisia: http://www.deltun.cec.eu.int/
Customs: www.douane.gov.tn/home.htm
National Council of Shippers: www.cnc.org.tn
Office of Merchant Navy and Ports (OMMP):
www.cetmo.org/GTMO/TR-Ports/ports-tunisieouardani.pdf
Air National Company: www.Tunisair.com.tn
Office of Civil Aviation and Airports (OACA):
www.oaca.nat.tn
Tunisia Tradenet (TTN): www.tradenet.com.tn
Centre of exports promotion (CEPEX):
www.cepex.nat.tn
The Tunisian Government: www.ministeres.tn
Delegation of the European Commission to
Tunisia: http://www.deltun.cec.eu.int/
EU relations with Tunisia:
http://europa.eu.int/comm/external_relations/tuni
sia/intro/index.htm
National Institute of Statistics (INS):
http://www.ins.nat.tn/
Transport sector in Tunisia:
www.tunisie.com/economie/transport.html
Tunisian Government: http://www.ministeres.tn/
Maritime Transport Tunisian Navigation
Company (CTN): http://www.ctn.com.tn/
Tunis Transport Company (STT):
http://www.snt.com.tn/
National Society of Transport (SNT):
www.snt.com.tn
Dahmani Transit International:
www.dahmani.transit.com.tn
Transport Sector in Tunisia:
www.tunisie.com/economie/transport.html
National Society of Tunisian Railways (SNCFT):
http://www.sncft.com.tn/
Air Transport-Civil Aviation and Airports Office
(OACA): http://www.oaca.nat.tn/
Tunisair:
http://www.Tunisair.com.tn/
Land Transport Technical Agency (ATTT):
http://www.attt.com.tn/
National Shipping Council:
http://www.cnc.org.tn/
EU Bilateral Cooperation and MEDA Projects
http://europa.eu.int/comm/europeaid/projects/me
d/bilateral/tunisia_en.html
57

English version - Euromed Aviation Info

Transcription

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