<p>The need for increased safety and efficiency in civil aviation is pushing the introduction of Automatic Dependent Surveillance - Broadcast (ADS-B). The basic principle of ADS-B is that each aircraft is able to communicate its position and status over a radio data link to surrounding aircraft. In this way each aircraft obtains a detailed picture of the surrounding traffic. During a period of transition from today's radar surveillance to ADS-B many aircraft will not be equipped with the new data link technology and will therefore be invisible to the ADS-B equipped aircraft. The Traffic Information Service - Broadcast (TIS-B) has been conceived to be the solution to this problem. TIS-B is defined as a broadcast surveillance service in which data from the ordinary ground radar system is transmitted from a ground station to airborne systems, providing an air situation picture of the non-ADS-B stations. </p><p>The topics of this thesis are the definition and implementation of a TIS-B server. The presented solution is an evaluation TIS-B server that will receive data from a data-fusing tracker and provide one or several TIS-B ground stations with data filtered according to the settings of the server.</p>

The need for increased safety and efficiency in civil aviation is pushing the introduction of Automatic Dependent Surveillance - Broadcast (ADS-B). The basic principle of ADS-B is that each aircraft is able to communicate its position and status over a radio data link to surrounding aircraft. In this way each aircraft obtains a detailed picture of the surrounding traffic. During a period of transition from today's radar surveillance to ADS-B many aircraft will not be equipped with the new data link technology and will therefore be invisible to the ADS-B equipped aircraft. The Traffic Information Service - Broadcast (TIS-B) has been conceived to be the solution to this problem. TIS-B is defined as a broadcast surveillance service in which data from the ordinary ground radar system is transmitted from a ground station to airborne systems, providing an air situation picture of the non-ADS-B stations. The topics of this thesis are the definition and implementation of a TIS-B server. The presented solution is an evaluation TIS-B server that will receive data from a data-fusing tracker and provide one or several TIS-B ground stations with data filtered according to the settings of the server.

服務貿易「模式四」涉及生產要素之一的勞動力跨境移動，其所能帶來之貿易利得相當可觀；然而，勞動力之移動向來不為地主國青睞，各國針對此等自然人服務提供者多所管制，造成模式四貿易之諸多障礙，致使模式四佔服務貿易總量之比例極低，而亟待開發。在盤點多邊與非多邊體制下WTO之GATS與TPP協定消弭模式四貿易障礙之成果後，本文發現，國際間對於模式四貿易障礙之消弭必須持續推動，方能早日獲致模式四貿易自由化附隨之經濟利益。奠基於上述多邊與非多邊體制之成果，本文提出未來國際間在持續消弭模式四貿易障礙之可行方向，並以現正如火如荼談判中之「服務貿易協定（TiSA）」為例，印證本文所建議之方向有其可行性。 / Mode 4 of trade in services entails the cross border movement of one of the factors of production: labor. The potential gains from labor mobility can be substantial; however, labor mobility has never been welcome. Numerous regulations imposed by the receiving countries on the natural persons as service suppliers create barriers to the Mode 4 trade, resulting in the fact that Mode 4 trade accounts for little proportion of all four modes of service supply. After conducting stock takes on the elimination results of Mode 4 trade barriers through the GATS and the TPP Agreement respectively under multilateral and non-multilateral trade regimes, this article argues that efforts to remove Mode 4 trade impediments should continue in order that the ensuing welfare gains from Mode 4 trade liberalization can ultimately be achieved. Based on the aforementioned elimination results under both multilateral and non-multilateral regimes, this article proposes several approaches to further elimination of Mode 4 trade barriers, taking the ongoing Trade in Services Agreement (TiSA) as an example to verify the feasibility of the proposed approaches.

服務貿易總協定(General Agreement on Trade in Services，GATS)將服務依其提供之方式區分為四類。其中之一，乃藉由自然人跨越國境之方式進行，因此，是類服務供給方式，除模式四、自然人呈現外，一般常以自然人移動名之。 對於資金與技術相對匱乏的開發中會員而言，自然人移動毋寧為具有比較利益的服務提供模式之一。藉由短期勞力移動至海外，不但可解決國內勞力過剩之問題，更能帶來可觀的外匯收入，改善本國經濟狀況；他方面，短期移出之勞力於海外工作時所習得之新穎技術與知識，亦將有助於國內生產及服務水準之提升。而就已開發會員來說，在出生率低、人口結構呈現高齡化等因素影響下，許多產業所面臨的工資高漲及人才難覓之窘境，使先進國家不得不正視勞動力需求之議題。 儘管不少會員國對於勞動力的引進有所需求，但由於人員移動所牽涉的層面太廣，移民政策、社會安全乃至文化認同等因素盤根錯節，使得各國在模式四的開放上相當保守，不但承諾項目僅集中於專業人士(specialist)與企業內部人員調動(intra-corporate transferee)等白領階級，更有著林林總總的管制態樣。在不願意受到GATS承諾拘束，卻又有實際需求的情況下，許多會員轉而以本國立法或雙邊、複邊的合作方式，引進外國服務提供者。 此一保守之承諾現狀令人力資源豐沛的開發中會員極為不滿，因此，於2000年WTO新回合談判時，以印度為首之開發中會員即紛紛提出具體之建言，試圖打開目前在GATS架構下人員移動之僵局。另一方面，學者間亦陸續表達其對於模式四自由化之看法，並分別從闡釋開放市場所帶來經濟誘因、區隔自然人移動與移民、長期勞動力移動間之不同等角度切入，藉此釐清各國之疑慮，以期模式四在新回合談判下能有所突破。 面對模式四自由化聲浪高漲之勢，人員移動進一步開放的問題，於新回合中已難以迴避，由於人員移動所牽涉層面甚廣，對我國而言，倘稍有不慎，不但將造成我國就業市場門戶洞開的嚴重後果，其後續效應，如本地勞工失業率上升、及對治安、文化語言等衝擊，將為我國帶來不可預測的影響。舉例而言，我國模式四承諾中之第三類自然人移動，其內涵為何？如依國貿局之中譯文—「受中華台北企業僱用之自然人」(a natural person employed by business entities in Chinese Taipei)，則對我國就業市場產生如何影響，我國又應如何因應，值得深思。 職是之故，自然人移動之基本概念、內涵上之爭議，乃至於會員各陣營間意見落差等議題之釐清，對於我國新回合談判而言，實屬刻不容緩之事。本文之研究動機，即針對模式四規範上的重要問題、我國模式四承諾中之「第三類自然人移動」及相關談判策略進行分析，希冀對我國談判當局能有所助益。 關鍵字：服務貿易總協定、自然人移動、模式四、商業據點呈現、模式三、商業訪客、跨國企業內部調動人員、獨立服務提供者、第三類自然人移動、GATS簽證、經濟需求測試、工作證。 / The General Agreement on Trade in Services (GATS) is undoubtedly a milestone of the Uruguay Round of negotiations, as it has successfully brought services into the multilateral framework of trades. Under the GATS regime, services are trade via four modes of supply, namely, cross-border supply (mode1); consumption abroad (mode 2); commercial presence (mode 3); movement of natural persons (mode 4). Notwithstanding the GATS has taken the important step towards bringing services into the multilateral framework of trade, the liberalization commitments that have reaped during first round negotiations are so limited. They are highly asymmetric across different sectors and modes of supply, in particular, the movement of natural persons. Developing countries were disappointed by the dearth of the commitments in the aspect of their comparative advantage, and now seek to great openness. Meanwhile, lots of multinational corporations attempt to enlarge the scope of movement of personnel as well. Due to the aging populations, developed countries today are facing an increasing severe shortage of workers, including skilled and less skilled. These shared interested seem to create an optimistic negotiating environment for the current negotiations. The problem is, however, whether and how the coincidence of interests could be taken used of to further liberalizations. Besides the introduction - Chapter 1, the study could be divided into five parts. First, the study endeavors to clarify the meaning and scope of mode 4, inter alia, the most debated issue – if “natural persons employed by host-country companies “falls within the GATS. It has been argued that since the Annex of Movement of Natural Persons covers ”employed by a service supplier of a Member”, this could include foreigners employed by host-country companies. Owing to the fact that Art.1: 2(d) of the GATS defines mode 4 as “ the supply of service …by a service supplier of one Member, through the presence of natural persons of a Member in the territory of any other Member”, this argument is not accepted by the majority opinions. Chapter 2 attempts to analyze how the opaqueness result from and sketches out the sensitivities involved the issue. Apart from the economic impacts of mode 4, some observers argue that the real grounds behind the reluctance of Members to expand mode 4 commitments are uncertain social and political impacts. Therefore, economic impacts, as well as social influences and debates will also be discussed in this Chapter. In accordance with the data of WTO Secretariat and International Mutual Fund (IMF), it’s apparent that mode 4 is by far the smallest mode of service delivery in terms of both flows and volumes of schedules. Moreover, the limited commitments that have been made under the mode 4 almost exclusively refer to so-called “white-collar” personnel, especially to the intra-corporate transferees (ICT), which are linked to commercial presence. In addition, a variety of obstacles, such as burdensome visa/work permit procedures, economic needs tests (ENTs), licensing requirement, pre-employment, wage parity, and social security taxes, etc., have made the scheduled concessions more limited. All the patterns of mode 4 commitments and barriers are presented in Chapter 3. Chapter 4 first outlines the brief history of post-Uruguay Round negotiations from 1994 to 1995 that is helpful to perceive the interests of conflicts of interests between the capital-surplus and labour-surplus countries. In addition, all the proposals pertaining to liberalizing mode 4 commitments for the new round negotiations are detailed listed in this Chapter. Mode 4 commitments of Taiwan are evaluated in Chapter, in particular, the potential impacts of the 3rd category personnel. The study seeks to submit several strategies for the purposes of tackling the envisaged menaces. The last Chapter is the conclusions and recommendations. All the crucial issues are collected as a whole, meanwhile, negotiating strategies and proposals with respect to GATS visa, ENTs, categories of personnel, uniformity of the terms of the specific commitments, transparency, domestic regulations, the use of ISCO-88 for the scheduling etc. for the new round negotiations are submitted to the authorities concerned as well. Key words: GATS, commercial presence, mode 3,movement of natural persons, mode 4, 3rd category personnel, business visitor, intra-corporate transferees (ICT), independent service contractor, GATS visa, ENTs, work permit, W/120, ISCO-88.

<p>This report is a technical verification and validation of Traffic Information Service Broadcast (TIS-B) using the data link VDL Mode 4. </p><p>The main objective of the report is to examine the usefulness of TIS-B considering the results from tests performed in the Stockholm Terminal Area and for the Advanced Surface Movement Guidance and Control System (A-SMGCS) at Arlanda airport. The results are compared with the requirements that have been set by the standardisation organisations ICAO, RTCA, Eurocontrol and Eurocae. TIS-B is however such a new concept, so most of the operational requirements have not yet been defined.</p><p>The process for performing the evaluation of TIS-B involves three stages: </p><p>· Study the requirements on TIS-B, ADS-B, radar and A-SMGCS. </p><p>· Verify TIS-B by performing tests at Arlanda airport. </p><p>· Validate the test results through analysis. </p><p>A theoretical study of slot allocation optimisation is performed to decide how the slot allocation is to be implemented. </p><p>The report includes a Functional Hazard Analysis (FHA). The FHA is done to see if the applications for TIS-B are ready for implementation or if more hazard preventing actions has to be taken, before any operational actions can be performed. </p><p>The report also involves a theoretical introduction to Air Traffic Management (ATM), Surveillance techniques and TIS-B. </p><p>All parts included in the report results in conclusions and recommendations regarding the TIS-B service.</p>

This report is a technical verification and validation of Automatic Dependent Surveillance – Broadcast (ADS-B) over Very High Frequency Data Link Mode 4 (VDL Mode 4) for the use as surveillance in terminal areas and en-route airspace in non-radar areas. The main objective is to verify that ADS-B/VDL Mode 4 fulfils the technical requirements for an implementation at Kiruna airport, Sweden. Comparison has been made to the current requirements for Secondary Surveillance Radar (SSR). The work in this report has been conducted in three phases: preliminary study, tests and verification and validation. During the preliminary study documents primarily from EUROCONTROL and ICAO were used to find out which requirements that were applicable. The next part consisted of both practical tests and theoretical verification of the VDL Mode 4 performance. Finally the results from the tests were validated and put together in this report. Main conclusion from this report is that ADS-B/VDL Mode 4 fulfils the corresponding SSR requirements. Therefore ADS-B/VDL Mode 4 should be able to serve as primary mean for surveillance in non-radar areas. The results from this report will constitute a part of the technical subset of future safety case for ADS-B in non-radar areas. The complete safety case will be used to authorize ADS-B/VDL Mode 4 in non-radar airspace, both in Sweden and internationally.

This report is a technical verification and validation of ADS-B (Automatic Dependent Surveillance – Broadcast) over VDL Mode 4 (Very High Frequency Data Link Mode 4) for the use in the surveillance element of an A-SMGCS (Advanced Surface Movement Guidance and Control System). The main objective of this report is to examine if ADS-B/VDL Mode 4 fulfils the technical requirements for an implementation at Arlanda airport, Stockholm Sweden. The report also includes a FMECA (Failure Mode, Effects and Criticality Analysis), a theoretical background and methods for monitoring. The process of making this report can be divided into three phases: 1. Preliminary Study. In this phase the requirements were examined and structured. 2. Verification. In this phase the system performance has been verified both theoretically and by several tests at Arlanda Airport. Simulation results have also been used. 3. Validation and documentation. The tests and verifications that were performed in phase 2 were validated in the third phase of the project. The final project document was also written in this phase. The main conclusion from this analysis is that ADS-B/VDL Mode 4 is well suited for surveillance. ADS-B/VDL Mode 4 has the possibility to fulfil all considered requirements, apart from detecting all obstacles. But if all the requirements are going to be fulfilled depends both on the implementation and the operational environment. The results from this verification and validation should be used as the technical subset in a future safety case, both in Sweden and internationally.

This report is a technical verification and validation of Traffic Information Service Broadcast (TIS-B) using the data link VDL Mode 4. The main objective of the report is to examine the usefulness of TIS-B considering the results from tests performed in the Stockholm Terminal Area and for the Advanced Surface Movement Guidance and Control System (A-SMGCS) at Arlanda airport. The results are compared with the requirements that have been set by the standardisation organisations ICAO, RTCA, Eurocontrol and Eurocae. TIS-B is however such a new concept, so most of the operational requirements have not yet been defined. The process for performing the evaluation of TIS-B involves three stages: · Study the requirements on TIS-B, ADS-B, radar and A-SMGCS. · Verify TIS-B by performing tests at Arlanda airport. · Validate the test results through analysis. A theoretical study of slot allocation optimisation is performed to decide how the slot allocation is to be implemented. The report includes a Functional Hazard Analysis (FHA). The FHA is done to see if the applications for TIS-B are ready for implementation or if more hazard preventing actions has to be taken, before any operational actions can be performed. The report also involves a theoretical introduction to Air Traffic Management (ATM), Surveillance techniques and TIS-B. All parts included in the report results in conclusions and recommendations regarding the TIS-B service.

<p>This report is a technical verification and validation of ADS-B (Automatic Dependent Surveillance – Broadcast) over VDL Mode 4 (Very High Frequency Data Link Mode 4) for the use in the surveillance element of an A-SMGCS (Advanced Surface Movement Guidance and Control System). </p><p>The main objective of this report is to examine if ADS-B/VDL Mode 4 fulfils the technical requirements for an implementation at Arlanda airport, Stockholm Sweden. The report also includes a FMECA (Failure Mode, Effects and Criticality Analysis), a theoretical background and methods for monitoring. </p><p>The process of making this report can be divided into three phases: </p><p>1. Preliminary Study. In this phase the requirements were examined and structured. </p><p>2. Verification. In this phase the system performance has been verified both theoretically and by several tests at Arlanda Airport. Simulation results have also been used. </p><p>3. Validation and documentation. The tests and verifications that were performed in phase 2 were validated in the third phase of the project. The final project document was also written in this phase. </p><p>The main conclusion from this analysis is that ADS-B/VDL Mode 4 is well suited for surveillance. ADS-B/VDL Mode 4 has the possibility to fulfil all considered requirements, apart from detecting all obstacles. But if all the requirements are going to be fulfilled depends both on the implementation and the operational environment. </p><p>The results from this verification and validation should be used as the technical subset in a future safety case, both in Sweden and internationally.</p>