Professional Documents
Culture Documents
2011 012 2
Foreword
With this publication, we wish to introduce SEA Europe, the joint European association created on 1 June 2012 by the members of the Community of European Shipyards Associations (CESA) and the European Marine Equipment Council (EMEC). With SEA Europe, a strong common voice for the maritime technology industry in Europe has set its sails. This industry is a major asset for Europe. The ability to develop, produce and serve top performance ships and other maritime equipment is the key not only for a competitive and sustainable sea-borne transport of the future but also for a wide range of other business activities at the oceans, seas and inland waterways. The world is increasingly depending on resources form the oceans from energy to food, from minerals to space. SEA Europes core mission is to make the public as well as policymakers understand better the strategic importance of the sector and to deliver results for its members and for the society.
Bernard Meyer
Shipyards and equipment manufacturers mostly share common interests, concerns and policy objectives. They serve global, highly competitive markets with the highest technology requirements. The market conditions are under considerable pressure as demand in many segments continues to be weak. At the same time, due to sharply increasing fuel costs, regulatory pressure to reduce emissions to the environment and strong growth prospects for off-shore hydrocarbon as well as renewable energy, investments in maritime industries are expected to see strong long term growth. A continued and expanded strong presence in various maritime markets will substantially contribute to Europes prosperity. Joint efforts from industry and policy Lars Grvell-Dahll makers are required to achieve this objective. The call by the European Commission for a new industrial revolution is highly encouraging in this context and sets the optimal frame for the renewal of the LeaderSHIP initiative LeaderSHIP 2020. SEA Europe is fully committed to make LeaderSHIP 2020 a success for the industry and a new role model for the European industrial policy. With the continuation of the activities carried out by CESA and EMEC, SEA Europe will conduct its work in a wide array of working groups and committees. Therefore, the here presented activity reports of CESA and EMEC also serve as an introduction to our new organisation. The creation of SEA Europe sends out a clear signal that the European maritime technology industry is actively addressing its challenges with joint forces.
Lars Grvell-Dahll Bernard Meyer Chairman of SEA Europe Vice-Chairman of SEA Europe President of EMEC Chairman of CESA
Foreword
Index
1. Market development 2. Introduction of SEA Europe 3. LeaderSHIP 2020 4. Activities reports of CESA 5. Activities reports of EMEC 6. SEA Europe society
6 15 16 17 38 51
Annex 1: Statistics 2011 Annex 2: SEA Europe Member Associations Annex 3: SEA Europe organisation Annex 4: Picture references
54 62 65 66
Index
1. Market development
Introduction
The commercial shipbuilding and the marine equipment industry operate in a truly global market and is uniquely positioned to address the new challenges of population growth, economic development and environment protection. Nevertheless, after a huge speculative boom, marked by the creation of large new building capacity mainly in Asia and fleet overcapacities, the financial markets collapsed, severely affecting the entire maritime sector. The recovery signs showing at the beginning of 2011 in the seaborne trade volumes were not strong enough to compensate for the excess fleet and generate new demand. In shipbuilding, massive overcapacities have led to fierce and sometimes unfair competition for scarce new building orders; a situation lasting for four years now. This, coupled with deliveries continuing at excessive heights, has put forward pressure on ship prices, while materials and labour costs have remained at pre-crisis rather high levels. On the shipping side, the historical world fleet increase has prompted cost-controlling measures in every shipping segment as charter rates remained low compared to the operating costs. The current world fleet has been built during a low-bunker price era. Fuel has always been a major cost for shipping companies, but in these times it replaces capital as key input. High fuel prices have not enabled operators to run the ships at profitable levels, let alone to provide adequate cash flow for investments in new ships or linked to energy-saving green technology.
Energy prices in recent years there has been a dramatic increase of bunker fuel price, which is expected to act as a break to the overall competitiveness of the sector. On the other side, increase in energy prices will push further in the ocean exploratory work for new sources of energy. Social sensitivity - the social sensitivity to the environmental impact of human activities has spawned the drive for new regulations being placed on the maritime industry. As it stands now, the global crisis in shipping, shipbuilding and ship financing is far from being over and the industry will continue to be exposed to major risks for quite some years. At the same time, it is necessary to recognise that shipbuilding and shipping will have a key role not only in sustainable transport but also in sustainable energy supply, particularly by a rigorous focus on innovations, which offer good new market opportunities.
With the high fuel prices, there are big margins to improve energy efficiency and to reduce emissions from ships, provinding good market opportunities for equipment suppliers and shipyards offering relevant technical solutions. However, financial constraints of shipowners and difficult financing conditions risk jeopardising the ability of European producers to grasp these market opportunities and the achievement of environmental targets as well. The same applies to maritime companies aiming at the diversification of their products to serve the new maritime industrial activities.
In hindsight, it turned out that the global shipbuilding experienced an enormous boom between 2004 and 2008, resulting in a sharp increase in new capacity in Asia and excessive tonnage on most market segments. In 2011-12, the world fleet continued to increase, passing for the first time over 1 billion GT. Due to huge orderbook built during the new ordering boom of the past decade, the planned deliveries continue at a high level in 2012. Earlier demand expectations for 2012 were higher than the actual figures and the newbuilding demand for the period till 2020 is most likely to remain inferior to available capacity as the traditional shipping markets have built significant overcapacities.
20 07 20 -07 07 20 09 07 20 11 08 20 -0 08 20 -0 08 20 -0 08 20 -0 08 20 -0 08 20 -1 09 20 -0 09 20 -0 09 20 -0 09 20 -0 09 20 -0 0 20 9-1 10 20 -01 10 20 -03 10 20 -05 10 20 -07 10 20 09 10 20 -11 11 20 -01 11 20 -03 11 20 -05 11 20 -07 11 20 09 11 20 -11 12 20 -01 12 20 -03 12 -0 5
World market
Source: Bunkerworld.com
Market development
Available capacity
The production capacity is expected to continue to increase as many greenfield yards have not yet been finished. At the same time, resource-rich countries have made plans to strengthen their shipbuilding capacity, i.e. Brazil and Russia, in order to have better control over the supply chain and cargo transport costs. Consequently, the peak available capacity is yet to materialise and the competition is expected to remain tight as the shipyards building conventional cargo ships will try to climb the complexity ladder to cope with low demand for cargo ships.
19 7 19 6 7 19 7 7 19 8 7 19 9 8 19 0 8 19 1 8 19 2 8 19 3 8 19 4 8 19 5 8 19 6 8 19 7 8 19 8 8 19 9 9 19 0 9 19 1 9 19 2 9 19 3 94 19 9 19 5 9 19 6 9 19 7 9 19 8 9 20 9 0 20 0 0 20 1 0 20 2 0 20 3 0 20 4 0 20 5 06 20 0 20 7 0 20 8 0 20 9 1 20 0 1 20 1 1 20 2 1 20 3 1 20 4 1 20 5 16 20 1 20 7 18 20 1 20 9 20
60000
175000
150000
100000
75000
50000
25000
1998
36,595 18,379 18244
1999
37,513 18,926 18,241
2000
45,881 29,431 20,346
2001
48,271 23,341 20,187
2002
48,946 20,471 21,396
2003
70,806 41,705 22,824
2004
92,800 45,128 25,461
2005
107,200 39,588 29,353
2006
138,000 57,315 34,123
2007
183,740 85,277 34,640
2008
194,166 42,953 41,873
2009
156,200 16,554 44,401
2010
128,013 38,581 51,573
2011
111,442 30,823 51,126
Q12012
10,9361 4,945 13,624
In 2011, the global new orders stood at year 2000 level. However, the market shares balance has shifted undeniably in favour of Asian shipyards, with European yards attracting only 6% of orders compared to 18% in 2000. South Korean yards have maintained their lead, recovering partially from the disastrous 2009. By the end of 2011, the global orderbook slipped to 111Mln CGT as the annual demand was too weak to counterweigh the production.
World New Orders by Ship Types
Non cargo vessels 000 cgt 80.000 Passenger ships General cargo ships Gas Carriers Containerships Bulk carriers Tankers
70.000
60.000
50.000
40.000
30.000
20.000
10.000
Market development
Cargo ships account for 25 Mln CGT or 82% of the total ordered in 2011, but the proportions changed compared to previous years. As the energy demand and the oil prices increased, the demand for non cargo vessels increased to 4.6 Mln CGT, and together with passenger segment passed over 18% of the total annual orders. Looking at the market from the value point of view, it is noticeable that the 2011 recovery has seen strong investments in the specialised vessels segment. If in CGT terms, this reached 18%, in dollar terms investments in specialised ships were boosted to 60% of the total 96 bn USD. As the majority of orders were for the big offshore units, in 2011the Korean yards took 54.4% of the total offshore investment market. In the first half of 2012, 15.7 bn USD have been invested in the offshore sector, compared to 24 bn USD in 2011 - a record investment figure next to year 2007. Investments in cruise vessels are down to only 1.4 bn USD from 5 bn USD in the previous two years or half the amount invested in record year 2007.
World New Orders by Ship Type based on total contracted value (US-$)
Tankers total 275 250 225 200 Bulkers total Containers Spec. Vess.
bn US-$
175
Data source: Clarksons research
150 125 100 75 50 25 0 2003 2004 2005 2006 2007 2008 2009 2010 2011
Yards and supplier companies will continue to battle with the supply-demand balance, most of them having already modelled their strategies along the specialised markets. Investment trends have switched from investing into cargo ships to spending in specialised vessels. With overcapacity in mass segments acute, many of the shipyards have already started to offer products for these markets and competition is expected to be very severe. The small number of transactions both in newbuilding and second hand markets for transportrelated ships during the last period has been far from sufficient to estimate newbuilding prices or ship values. With the continuous depressed level of earnings, few shipowners have the appetite to order new cargo ships and even expenditures on repair and maintenance have been rumoured to be sacrificed. Increasing costs put pressure on shipowners revenues, especially as the freight rates remain below OPEX across most ship types and sizes. In such conditions, interest has grown in managing the fuel cost. Solutions vary from retrofitting to slow steaming and increasingly, to a non-cost factor - scrapping. Depressed market and growing bunker prices during 2011-2012 accelerated the scrapping of inefficient tonnage.
10
Demolition Sales
Others M GT Containers Bulkers Tankers
25
20
15
10
0 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 '$!!!" April 2012
Due to the strong increase in rates during the last decade, the owners have kept trading ships that otherwise would have been sold for demolition. As the table above shows, tankers were scrapped around age of 26 before 2000, but reached an average scrap age of 31 in the last period as the charter rates were growing to historical peaks. As the market reversed during the economic crisis, the average scrap age for tankers in 2011 dropped to 25 years. Clarksons Research reports an average age of demolished tankers of 22.5 at the end of June 2012. Similar trends are valid for the rest of the cargo ship types. Due to the prolonged period of low new orders, the European orderbook fell to 6.3 Mln CGT at the end of the year, roughly 1.5 years production.
Market development
11
In the context of the current fleet surplus, low freight rates and an increased demand for fuel efficient ships due to rising bunker fuel prices and regulatory requirements, the intensive scrapping activity is expected to continue.
European Market
With new orders less than half the production capacity for more than 4 years, the European shipyards are confronted with a dramatic decline of their orderbooks and a drastic loss in market shares. The European production continues to slow down as the yard workloads are diminishing at a fast pace. An aggregate figure of 5.6 mln CGT on the orderbook provides workload for less than a year and a half, with some yards better occupied than others. This could only translate into production stoppages unless urgent new orders are placed.
17500
15000
1.000 CGT
12500
10000
5000
2500
1998
11264 5494 4925
1999
11056 4213 4637
2000
13267 7591 4794
2001
12723,61 4533,666 4870
2002
9652,335 2262,112 4816,612
2003
9609,942 3951,438 4478,873
2004
12406 6798 4194
2005
15738 7226 3851
2006
16885 5379 4642
2007
16752 5425 4870
2008
13692 2114 4820
2009
9470 561 3895
2010
6394 2459 3947
2011
5744 1822 2446
Q12012
5667 407 504
Some yards have repeatedly stated that access to finance has become one of the most important factors in the international competition for shipbuilding contracts. There are strong indications that sometimes availability and terms of finance decide on placement of important contracts with a specific yard rather than technical competence. Funds for innovative and especially unproven projects are not only scarce but also very expensive. Many European commercial banks which had been leading global providers of shipping finance have reduced their exposure to the sector for various reasons. In the absence of commercial banks financing, state supported export credits have gained importance all over the world, in particular in the large shipbuilding nations. State support credits availability in Europe is limited, due to budgetary constraints of Member States and difficulties to refinance loans for long maturities. In addition, in some important countries the availability of finance has been linked to local content requirements or build-at-home policies. Nevertheless, the industrys long term confidence is strengthened by GDP growth in emerging countries and to a lesser extent by the slow recovery in the developed world. There are many developments in shipbuilding towards new market segments in fields such as offshore wind, marine energy conversion (tidal and waves), arctic exploration and deep sea mining.
12
7500
Strong prospects in deep sea market, new subsea explorations, field developments and additional offshore field discoveries are expected to activate new ordering for support vessels while arctic developments will create demand for new ships designed for various tasks at sea that are equipped with advanced zero-pollution technology. These developments are foreseeable in the near term as the energy demand is expected to upsurge and the supply will remain predominantly fossil-fuels based. Decommissioning of the old oil and gas platforms and installations in new areas will also generate some demand for offshore works and specialised ships. Growing ship requirement is expected also from offshore renewables sector. Purpose-built ships for the commissioning, operation and maintenance and even decommissioning of wind turbines will be required as the wind farms are spreading deeper into the sea. However, the European countries are reducing public budgets and financing for renewable energies is under constraints at least for the short- term period. Unless the oil price level continuous above 100 USD per barrel, the prospects for this segment to become market driven are weak as financing remains heavily depending on governments, now seeing deep budgetary cuts. Much of the developments in the fishing segment depend on the increase of the world population on one side and replenishing fish stocks on the other side. According to the UN approximately 25% of the worlds marine fish stocks are considered overexploited and an additional 50% are fully exploited. New legislation to deal with this will heavily influence the demand for ships. However, the old fishing fleet is presumed to be replaced by modern, better performing ships at some point in the near future. The result will thus be visible not in the total fleet increase but in new building requirements to replace the scrapped capacity. A number of the above identified new market segments can be characterised as a potential European home market. This applies certainly to the offshore wind, whereby at present some 75% of the global offshore wind capacity up to 2020 is to be installed in European waters. Other geographical markets, especially Asia and South America, are developing rapidly and they form a sizeable export potential for European technology in the medium term. It was recognised through various market reports that none of these market segments will become game-changers in the short term, replacing mainstream shipbuilding markets, but that these are rather niche markets as part of diversification of the maritime manufacturing industry with significant growth potential on the medium to long run, which European companies should be able to benefit from.
40.000
37.583
36.558
27.031 23.639
10.000
2004
2005
2006
2007
2008
2009
2010
2011
Market development
13
11.410
2%
8%
Car Carriers LPG Carriers LNG Carriers Ferries Passenger Ships Fishing Vessels Offshore supply vessels (incl. AHTS)
5% 26% 7%
Reefers
14
9.041
Countries represented by CESA & EMEC Countries represented by CESA Countries represented by EMEC
15
3. LeaderSHIP 2020:
16
17
18
Furthermore, the EU and China have launched negotiations in 2005 to replace the trade and investment part of the old Partnership and Cooperation Agreement (PCA) from 1985. About one quarter of the chapters of the trade and investment track are concluded. The last meeting was held in September 2011 and no further meetings were held since. On 14 May 2007, the EU (DG Enterprise and DG Trade) and China (Commission of Science, Technology and Industry for National Defence of which the ship division was taken by the current Ministry of Industry and Information Technology in 2010) signed a Memorandum of Understanding to establish an EU-China Shipbuilding Dialogue. The aim of such dialogue is to set up a platform to exchange market information, industry policies and government support measures and facilitate R&D cooperation and IPR protection. The kick-off meeting took place in Brussels in autumn 2010 only between the official representatives where mainly market information was exchanged. The 11 June 2012 meeting in Beijing is the second meeting and the industry representatives were invited. Both parties agreed that there is certainly room for cooperation. The cooperation can be at three levels: industry policy, international regulation and private business. Among various possibilities, a separate forum may be set up under the umbrella of this dialogue to bring in the industry and maritime cluster. One pilot project may be launched before the next EU-China High Level Dialogue in the end of November 2012. Such pilot project can be on EEDI technical cooperation or a seminar on new markets. The pilot project will be able to serve as a good test for future concrete cooperation. EU and Russia are currently negotiating a new agreement replacing the 10-year old PCA. This new legally binding agreement should provide a comprehensive framework for bilateral trade and investment relations. A high level brain-storming meeting took place in May 2012 where both sides agreed to exchange lists of important elements to be covered in the trade and investment chapter. The Commission has agreed not to cover market access issues as the agreement is non-preferential and not to diminish WTO rights. Negotiations for a deep and comprehensive EU and Ukraine FTA, as part of the EU Ukraine Association Agreement, were concluded in December 2011. A technical initialing took place on 19 July 2012. Further technical steps towards signature will be taken according to relevant internal EU procedures.
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SEA Europe RDI News Issues 1 and 2
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WaterborneTP
The WATERBORNETP undertook the preparatory work for the 6th Call mainly in the Support Group following an agreed procedure worked out by the Secretariat and adopted already in early 2010. Topics for the 6th Call were delivered in November 2011 to the European Commission. The large majority of the Topics proposals have been taken on board by the EC for the work programme 2013 showing and reconfirming once again the success of the WATERBORNETP working model and the added value for SEA Europe of being in a leading seat of the ETP. The proposed topics looked at are: (1) Towards Zero Emission (2) Safety in Operative Conditions (3) Low Cost Mechanization (4) Enhanced Ships Inspections (5) Shaping the R&D needs for the WATERBORNE Sector (6) Offshore installation Vessels (7) Antifouling With the upcoming HORIZON 2020 (FP8) programme and following the publication of the Waterborne Declaration in 2011, major efforts have been directed towards the implementation of the proposed technology platform strategy. To help the decision making process, WATERBORNETP, with the support of CASMARE project organised a Technical Workshop among major industrial stakeholders in February 2012 in Brussels. The result of this exercise was a clear decision to focus on the development of a contractual Public Private Partnership in HORIZON 2020 focusing on Vessels.
STRATEGIC RESEARCH AGENDA
OVERVIEW - ISSUE II - May 2011
Waterborne Transport & Operations Key for Europes Development and Future
WATERBORNE TP Secretariat c/o CESA Rue Marie de Bourgogne 52-54 B-1000 Brussels, Belgium http://www.waterborne-tp.org
2011 has seen the publication of the updated WATERBORNETP Strategic Research Agenda and Implementation Plan. The updated VISION 2025 has also recently been published. The WATERBORNETP was also present during the TRA2012 Transport Research Arena 2012 in Athens, a stakeholder conference organised by the EC in collaboration with and for the surface transport (rail, road, waterborne transport). WATERBORNETP performed excellently in the Arena with an impressive stand, a special WATERBORNETP session, presentations and speeches at the opening session in the presence of the European Commissioner for RTD Mire Geoghegan-Quinn.
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During the Annual WATERBORNE General Assembly in Brussels, the WATERBORNE Board has been reconfirmed: Secretary is Luciano Manzon, Vice-Chairmen are Mario Dogliani from Rina and Stelios Kyriacou from Wrtsil. Chairman of the Support Group is Pierre Sames from Germanischer Lloyd, Chairman of the Mirror Group is Jean-Yves Leven from CETMEF and finally WATERBORNE Chairman is Willem Laros, Group Damen who agreed to serve as Chairman for a transitional period until a new chairman can be appointed.
CASMARE
The WATERBORNETP support mechanism has successfully fulfilled its scope throughout the reporting period: align and coordinate the research efforts at European level in the maritime sector. The coordination action CASMARE has put in place a number of actions and tools to support the functioning of WATERBORNETP. More info under: www.waterborne-tp.org
EMAR2RES
Scope of this Coordination Action, under the perspective of Transport, is to establish a liaison among the Marine and the Maritime Community and to identify possible common strategic objectives. The project has successfully achieved all its targets for the first period installing the foreseen committees and panels, and running six technical workshops attended by more than 70 experts to sketch the future of Marine and Maritime Research under the transport perspective identifying at the main areas for R&D collaboration among the two communities.
22
These are: Impact of maritime transport on the marine environment [biological and chemical impacts] Water as a common medium [physical relationships] Monitoring climate change and the benefits of operational oceanography to maritime transport Relationship between maritime transport & climate change Proof that the overall process was successful in triggering joint research themes for the marine and maritime community can be seen in the EC 2012 Work Programme on Under Water Noise under the OCEAN of TOMORROW Call identifier. The topic was indeed identified during the development of the project and the outline for future research was worked out in the EMAR2RES expert group and was afterwards endorsed in the WATERBORNE process as a Topic to be proposed to the EC. Furthermore, two extra workshops were proposed and carried out during the last year of work: the first focusing on arctic navigation and the second on under water noise. In particular the last one (the Topic and the Expert Group) was then chosen as the topic to be brought into the MARCOM+ Forum as prototype of sustainable permanent collaboration among the two communities. The final FISH & SHIPS joint conference of MARCOM+ and EMAR2RES (March 2012) was the occasion to launch the Permanent Marine Maritime Forum of which EMAR2RES is contributing being part of it for the Transport related issues and for which the Under Water Noise Expert Group is now in place and active in defining a joint European Road Map for RDI on the topic.
VISIONS OLYMPICS
The Support Action Visions Olympics (continuation of VISIONS NoE) will aim at capturing revolutionary concepts for maritime transport and ocean exploitation from the unbiased minds of European universities students.
The Visions Olympics contests Year 2010 and Year 2011 involved more than 200 students and 50 new concepts of projects ideas were submitted. Two brochures with the collection of the innovative ideas submitted for the contests have been published and disseminated. The two Awards have been sponsored by two major European Maritime Industries IHC Merwede and Meyer Werft. A third contest is on-going while the fourth is now under preparation. All together the Visions Olympics Contests have seen 8 editions (dating back to the VISIONS NoE project) establishing this Students Competition as the most known and best attended in Europe for the Maritime Sector. The 2011 Award was presented during the TRA 2012 Conference in Athens in April 2012 and was sponsored by Meyer Werft.
23
Awards 2012 at TRA2012 with Commissioner Mire Geoghegan-Quinn, Bernard Meyer and winning students
More info under: www.visions-olympics.eu CESA is also involved as partner in the following other on-going projects: VECTORS www.marine-vectors.eu TRA2012 www.traconference.eu THROUGHLIFE www.throughlife.eu CESA is also involved as partner in the following recently approved projects: AQUO on Under Water Noise LEAF on Antifouling innovative Techniques
VECTORS
The scope of this large scale integrating project is the investigation of the drivers, the pressures and the vectors causing change in the marine life clarifying their impact on the ecosystem structures and on the economics on marine sector and society. On the basis of the results of that investigation, the project aims at finding actions for the adaptation and mitigation of the negative effects, with the introduction of new technologies, new fishing strategies and new policy proposals. The project activities started in February 2011, for a period of 4 years; the partners (37 in total, coordinated by the Plymouth Marine laboratory) are (in large majority) marine scientists from universities and oceanografic institutes and research institutions in the fields of economics and sustainable development. More info under: www.marine-vectors.eu
24
25
The work in the MEPC during the last twelve months was focused on the following issues: European shipbuilders supported the efforts to regulate and reduce the emission of greenhouse gases (GHG) from international shipping, which were adopted by the IMO in 2011. Based on a CESA intervention, the energy efficient design index (EEDI) will for the time being not be applied to cruise ships, RoRo vessels as well as small specialised general cargo ships (in particular heavy lift vessels). CESA is leading the development of modified EEDI concepts for complex ship types and continues to promote Market Based Measures (MBM), such as emission trading schemes or a bunker levy, as preferred reduction options offering the technological flexibility required by high-tech shipbuilders. To this end, CESA led a Workshop hosted in the IMO on the EEDI Verification Guidelines, participated in the Joint Industry Working Group on the same subject in view of submission to MEPC 64 (as it happened) and finally participated in the Working Group on Minimum Power Requirements to address the issue of underpowered ships which may raise from the EEDI application. In this respect, CESA decided not to co-sponsor the submission to MEPC 64 as the proposed measures were felt as not mature enough. Gas-fuelled ships are a key technology for the reduction of greenhouse gases in order to contribute to the fight against climate change. A rapidly increasing market for ships using LNG for propulsion or utilising fuel cells as auxiliary power units could only be achieved by means of broad safety provisions covering all relevant energy converters and fuel types. To this end, CESA initiated an expansion of the scope of the IGF Code to fuel cells as well as LPG, Hydrogen and other low flash-point fluids. The draft Code has, therefore, been renamed International code of safety for ships using gases or other low-flashpoint fuels. The development of the new mandatory international Code on the Protection against Noise on Board of Ships was finalised in February 2011. The IMO followed to a large extent CESAs proposal of technically feasible noise reductions in the living area of the crew and those work places while maintaining the current noise limits in machinery spaces where protection will be improved by advanced ear protection. The Code approved by MSC 90 will improve the living conditions and occupational health standards of seafarers and set a competitive edge for European shipbuilders that have gained technological leadership in the optimisation of ship design and components concerning noise and vibrations. Participation in the Correspondence group on minimizing underwater noise in view of submission to DE 57. The Sub-Committee established a Correspondence Group on Minimizing Underwater Noise, under the coordination of the United States, and instructed it (1) to take into account document DE 56/24 and the information contained in documents MEPC 59/19 and MEPC 60/18, giving special consideration to the priority focus areas identified in the two latter documents, continue to examine the available options for ship-quieting technologies and operational practices; (2) to develop non-mandatory draft guidelines for reducing underwater noise from commercial ships; Polar regions offer significant market opportunities for the European producers of complex high tech ships, which can only be utilised through the harmonisation of national legislation. The International Code for Ships Operating in Polar Waters will enable the sustainable economic use of the Arctic and Antarctic in the field of exploitation of offshore energy, marine mineral resources and ecological tourism. The Code will cover the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters taking into account the highest standards. Due to the risk factors in polar shipping, such as remoteness, temperature, ice coverage and limited SAR capacities, CESA promotes the position that only highly specialised ships that are purposely designed or retrofitted for this demanding service should be admitted to polar regions. CESA is participating in the established CG submitting its own views and position on the issue.
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Offshore wind energy is an emerging market of utmost significance for the European shipbuilding industry, which is generating a large variety of novel ship types specifically designed for new transport and erection tasks on or beyond the continental shelf. The lack of international requirements for safety and environmental protection has led to an inconsistent implementation of diverse national standards resulting in significant variations in the safety levels inducing market distortions. Therefore, CESA together with Germany and ICS proposed to develop international guidelines for offshore wind farm vessels, clarifying the application of existing IMO instruments to these types of vessels, since offshore wind farms generate the design and construction of novel specialised ship types. This initiative has been approved by DE 56. CESA continued its efforts to strengthen the protection of Intellectual Property Rights (IPR) within the regulatory work of IMO. These activities comprise the introduction of IPR clauses and secrecy agreements in new mandatory instruments requiring the disclosure of sensitive technical documentation, such as the Guidelines on Survey and Certification of the EEDI and the Ship Construction File (SCF). Within a Cross Industry Group of shipowners, classification societies and shipbuilders, CESA leads the development of an industry standard regulating in detail access and protection on SCF documents in order to adequately balance design transparency and IPR protection. CESA continued to support the implementation of the 2008 MARPOL Amendments mandating significant reduction of sulphur emissions in Emission Control Areas (SECA) in European water. Therefore, the industry welcomes that the revised EU Sulfur Directive will be amended such that it will be consistent with IMO legislation, providing also alternative methods of compliance, namely the installation of exhaust gas cleaning systems. Innovative shipbuilders and proactive ship owners should be supported through pilot projects and environmental investment in order to meet both emission targets and deadlines. In addition, CESA recommends to advance the issue of the designation of the Mediterranean and Black Sea as new SECAs in order to provide a level playing field in all EU waters and to avoid redistribution of seaborne trades to and from Europe that might yield a sulfur leakage to southern Europe. In May 2012, IMO launched an initiative to review and improve Passenger Ship Safety in reaction to the tragic loss of the cruise ship Costa Concordia. The MSC embarked on a set of immediate operational measure to be approved this year and identified ongoing activities relevant to this incident. All design, structural and equipment issues were introduced into a long term work plan, which will be based on the results of the accident investigation. CESA has contributed very actively and the technical input provided was acknowledged by the Organisation. The intensified international networking among shipbuilders (through CESS) and with other industry associations (through Tripartite meetings) has yielded an increasing influence of the European shipbuilders. Within the reporting period, the following (joint) submissions were presented at IMO: DE 56/12 - CLASSIFICATION OF OFFSHORE INDUSTRY VESSELS AND CONSIDERATION OF THE NEED FOR A CODE FOR OFFSHORE CONSTRUCTION SUPPORT VESSELS - Towards appropriate international standards for offshore industry vessels for the safe and sustainable exploitation of renewable energy sources (joint submission with Germany and ICS) EE-WG 2/2 - FURTHER IMPROVEMENT OF GUIDELINES ON SURVEY AND CERTIFICATION OF THE EEDI - Proposal for a Secrecy Agreement for better IPR protection MEPC 64/4/14 - AIR POLLUTION AND ENERGY EFFICIENCY - Proposal for the inclusion of the ro-ro cargo and ro-ro passenger ship types into the energy efficiency regulatory framework submitted by Germany, Sweden and CESA
27
28
29
States to put in place policies for growth, not austerity only and to ensure survival of industries in the aftermath of the recession. With the strategic importance of the shipbuilding sector recognized, the Social partners have fully engaged into the renewal process of the LeaderSHIP2015 to create competitive framework conditions for the European shipbuilding industry.
development in the shipbuilding sector in EU countries. Once the structures identified, IKEI investigated through a questionnaire their interest to engage in a European council on skills and jobs for the shipbuilding sector and gathered information on what they would be ready to share with other national bodies and what kind of activities and information they would look for in relation to this initiative. The IKEI experts then produced a report on activities in each country with relevant activities and aggregated the results of the investigation.
30
Representatives from the Social Dialogue Committee and from regional organisations and educational institutions met IKEI on 19 July 2012 for a workshop to discuss the findings of the research work, exchange opinions on existing actions at national level and reflect on the possibility of establishing a European Shipbuilding Council on Jobs and Skills. Following this event, the experts will prepare a final report incorporating the information, feedback and comments from the workshop. The closing meeting planned for October 2012 will provide a forum for discussing the final results of the study and reflect on the recommendation of establishing or not a European sectoral jobs and skills council for the shipbuilding sector, the shape and the added-value it could eventually provide to the already on-going activities.
Image WG
Getting top talent into the sector has been challenging in the past due to the cyclical nature of the shipping and shipbuilding market, with many boom and bust periods bringing fluctuations in the employment and skills needs. The coincidence of a business cycle with the global economic crisis brings even more difficulties and impacts the results on the industrys image. While this is not surprising, the stakeholders must learn from previous recessions and make sure that the efforts to get talented people into the industry are renewed to ensure we can avoid future skills shortages. Already in 2003, on the initiative of CESA, industry stakeholders and the European Policy makers have jointly elaborated LeaderSHIP 20151, the comprehensive policy approach for the shipbuilding sector, and the European Shipbuilding Social Dialogue Committee has taken a focal role to respond to the recommendations related to the key point Securing access to a skilled workforce. The LeaderSHIP 2015 initiative has already brought important results and the sector is increasingly recognised as a high technology innovative industry requiring advanced skills. This message has reached some of the focal groups via the European Shipyard Weeks which took place between 2006 and 2011. During the four Shipyard Week campaigns at EU, regional and company levels, presented through open days, conferences and other activities to the public - schools, young people, people working within the sector or in a relevant one, media, politicians and financial bodies - an authentic picture of the industry and its contribution to the implementation of Europes employment and growth objectives has been projected. The stakeholders have reached the consensus that the efforts in spreading the message must be continued and stepped up within the LeaderSHIP 2020, advocating for concrete actions and political support, from EU to local level, to enhance the image of the sector over the long term concretely by: Raising awareness about an innovative sector, with visions and future that offers responses to many of the modern challenges and, in the same time, new business and entrepreneurial opportunities.
31
Improving the visibility and general public perception of the sector, increasing the understanding of youngsters and of people who might enter from other sectors of how their professional interests potentially match the career opportunities the sector has to offer.
Social Standards WG
Against the background of the increasing migration and increased subcontracting of work, the SSDC has created a special Working Group on Social Standards as good social standards are of mutual interest for employees and employers alike. In 2010, the discussion started on two topics of shared interest image and respect of the core labour standards. During 2011, the delegates continued the discussion on defining a minimum floor of social standards in order to achieve a level playing field for all workers. The special negotiation group, created in 2011, has submitted to the Committee two draft versions, approving that the Social Charta should, inter alia, adhere to and promote the fundamental principles and rights at work established by the International Labour Organisation and the European Unions standards already set by European agreements such as the Charter of Fundamental Rights and Acquis Communitaire.
32
Ship conversion is closer to newbuilding yards activities in time scales for each job. However, a refit requires a total different approach in having the flexibility to constantly accommodate changes in the workplan, according to the satisfaction of the client(s). SMRC Group participants have concluded that the ship repair industry sector is doing moderately fair. The market is back on the level of 2006. Turnover figures show 2011 to be about 28% down on top year 2008, Europe-wide, which is more or less the same figure as last year. Ship repair is, compaired to the main shipbuilding, a constant factor in our industry. We foresee more ships in the drydock in the next year due to not only compulsory drydocking from ships which came on top of the market in the oceans, but also due to new legislation with regard to ballast water treatments systems and exhaust new SOC and NOX legislations in European Waters. Shipowners mostly come to our yards for minimum repair which indicates that the shipowners still suffer badley from the economic downturn. Our yards are competing for work.
Competition is felt from the Black Sea area (Turkey). Turkey is still able to quote with low prices and shipowners chose at the moment still for low costs. SMRC yards cannot yet see a clear picture for 2012, but the general view is that the market is increasing a little. World trade and freight rates still fluctuate. Conversion enquiries come to the yards which might be signs of modest improvement. Also the new NOX and SOX legislation requires retrofitting, SMRC yards have the expertise and facilities to carry out these outstanding works. In the last quarter of 2011, North Western Europe yards have booked a number of conversions, mostly offshore vessels. The offshore wind market produces work for some North European yards which indicates that the offshore market is doing moderately well.
33
SMRC Meetings
In 2011, the SMRC held three standing committee meetings and one Annual General meeting. The SMRC meetings remained their goals as mentioned in earlier reports: Raising awareness of the sector Representing the maintenance, repair and conversion yards interests in CESA working groups Encouraging innovative thinking about ways to make best use of European yard capacity and capability The Groups expertise is used for EU funded research and development projects. The COREDES working group was a trigger to get R&D going for the ship repair yards. Result of all this work in 2011 is that ship maintenance and repair is reflected in two EC funded projects, RETROFIT and ECOREFITEC. The SMRC Group is a sounding board for both projects and for the ECOREFITEC project installed as an expert board. These projects are funded by the 7th Framework Programme for Research and Technological Development. The first results of these projects are expected at the end of 2012. The Executive Secretary represented the Group in Hamburg on an optimising Ship Maintenance Conference and during the SMM also in Hamburg. The SMRC group delivered input to the Technical Advisory Committee of CESA. It is a high priority of the Group to be and stay involved in IMO developments like the Polar Code, Ship Construction File (GBS), Asbestos and Energy Efficiency (Design) Index, steel structure issues and environmental issues, namely the Cargo Oil Tank Coating Performance Standard (COT-PSPC), the Goal Based Standards for new ship construction with respect to the protection of intellectual property rights and the current topic on reduction of GHG emissions from ships.
2007 33 140 135 955 108 351 74 49 664 90 304 132 54 350 252 3691
2008 55 170 135 1100 117 395 87 n/a 750 110 235 172 46 403 270 4045
2009 49 160 123 1100 87 350 61 n/a 485 48 250 146 26 280 280 3445
2010 46 180 120 937 37,7 270 60 n/a 420 50 350 89,6 26 280 250 3116,3
2011 45 180 90 770 30 265 59 n/a 487 51 289 94 26 285 250 2921
34 100 100 747 86 330 66 57 525 90 180 121 69 275 300 3080
34
Formalities
Mr. Costas Kokkalas from Nerion/Elefsis served his first year as Chairman of the SMRC group. Mr. Willy Salamon (Arno Dunkerque) served as well his first year as Vice-Chairman of the Group. In accordance with usual practise, the SMRC Group held three meetings during 2011. The first Standing Committee was held in Brussels on Monday 1 March, the second Standing committee was coupled with the Group Annual General Meeting held in Oslo on Thursday 9 June as part of the CESA General Assembly. The third meeting was held in Brussels on Thursday 8 December.
35
2011 has seen five of the CESA naval yards join forces together with CESA to collectively develop a first draft of a Naval Strategic R&D Agenda under a contract with the European Defence Agency (EDA). This document was issued in September 2011. The study gives each company insight in its individual R&D needs as well as in the needs of our business at large. This exercise involved the exchange of privileged knowledge of a large number of experts (around 200) from the companies as well as from institutes and our clients without disturbing the individual commercial interests. The exercise covered both the system itself and the in-service support of the systems in line with the direction business is developing as described above.
VISION
CAPABILITIES
2012
SURFACE
SUBMARINE
System
&
Equipment
2025
MISSION
CAPABILITIES
OUTCOMES
Roadmap 1
INFORM
COMMAND
DEPLOY
Taxonomy: A05 (.05, .08, .10), A06.02; B02 (.01, .02, .05, .06, .09, .11)
PROTECT
RTA
05
-
SENSORS
Roadmap
4
RTA
06
-
COMMUNICATIONS
Taxonomy
:
B10.04
11 - ASYM > ASYMMETRIC WARFARE 12 - POCONAU > POWER COMMS & NAVIGATION OF UUV Under water 13 - ROBOTUV > ROBOTICS & UNMANNED VEHICLES 14 AMI > ADVANCED MINE WARFARE 15 - HEIWES > HUMAN ELEMENT INTO WEAPON SYSTEMS 16 - VIRSHIP > VIRTUAL SHIP 17 - HUMIN > HUMAN INTERFACE 18 - LCCR > LIFE CYCLE COSTS REDUCTION 19 - ADMAIN > ADVANCED MAINTENANCE
ENGAGE
Roadmap
5
3
UMS
Taxonomy: B01 (.06, .08, .09); B04 (.06, .07, .12); B11.01
INTERESTED PMS GOVERMENTAL A EARLY WARNING Intelligence Information gathering Recognised maritime picture Environment picture B - SECURING THE MARITIME FLANK Project Maritime Power & Maritime Force at Sea Establish Control/Denial Secure Sea line of communication (SLOCS) Provide Theatre ballistic missile defence Conduct Air Operations Conduct Littoral Operations Contribute to Ordnance Disposal Project Maritime power ashore C - PROVISION OF STRATEGIC SEALIFT Deploy EU Joint force to the JOA Resupply in the JOA Sanctions / Embargo / Blockade D - PROVISION OF A SEA BASE Replenishment at sea Establish forward Operating Base Neutral Platform for Peace Command and Control Platform Provision of tactical Sea Lift (intra -theatre) Provision of Ship Repair
Roadmap 7
RTA
11
-
INTEROPERABILITY
Taxonomy:
C01
SUSTAIN
Interested
pMS
Industry
Perspective
FR,
GR,
GB,
GE,
IT,
NO,
NL,
POL,
SE,
SP
Link
with
Captech
IAP2
&
IAP3
Link
with
Captech
IAP4
M
INTERESTED
END
USERS
NSF
CG
461
GEM 2
GEM4
NAVAL RoadMap
EDA took the results and brought them to the attention of the MoDs under the following proposed Visions: To sustain and further develop European naval capabilities taking into account operational, economical and societal trends but also with consideration to the need for coordination with the European civil maritime stakeholders and the need for enhancing and sustaining the European Naval Technological and Industrial base. The EDA R&T Directors endorsed in early summer the Vision Statement and the proposal for a Cat. A project on Modularity and Affordability. This is a significant step towards the establishment of the Affordable Mission-Modular Ships programme and follows the same path that the UMS programme successfully took in 2009. The work on the technical and financial aspects of the programme has started. CESA/SEA Europe NAVAL Group has also been following the developments in EDA on an inhouse study on Future Naval Systems deemed to set the standards for the future EDTIB along the Capability Driven, Competent and Competitive lines and to Work towards:
36
More: consolidation, work sharing and interdependencies focus on Centres of Excellence integration into the wider industrial base (dual use) Less: dependence on non-European sources for key defence technologies During the last CESA/SEA Europe General Assembly, the Naval Group reconfirmed the willingness to continue to follow the developments in the EU Institutions in a pro-active attitude and in close collaboration with them.
CESA anticipates that the SCF requirement will be imposed on all ship types even though, at the moment, it covers only tankers and bulkers. Moreover, for repair yards in Europe, the current SCF requirement will have an immediate effect. In order to better prepare ourselves before SCF becomes mandatory to our ship types, CESA has initiated a brainstorm session on setting up a European SCF archive system in April 2012. Preliminary investigation shows that technology is already available and the cost is feasible to set up a SCF archive system within Europe. CESA plans to initiate a pilot project by the end of 2012 to design our own SCF archive managed by GuardSHIP, calling for participation for the test period with ship types as diverse as possible. Yards may benefit from such system as well when EEDI becomes mandatory. Being involved in the bilateral trade discussions with China, CESA attended in June 2012 in Beijing the EU-China Shipbuilding Dialogue as well as the EU-China IP Dialogue in September 2012 in Brussels. A pilot project on shipbuilding technology cooperation/transfer is being assessed under both frameworks.
37
38
is designed to enable the Commission, Member States and maritime stakeholders to keep up the good work in favour of a sustainable use of oceans, seas and coasts. The proposed budget for the implementation of the programme is 40 million EUR for the period 2011 to 2013 in line with the Communication of the Council. In October 2010, the EC set out concrete steps to enhance the effectiveness and cost efficiency of surveilling European Seas by presenting a roadmap towards more efficient and cost-effective maritime surveillance. The Commission spells out how to bring together relevant Member States authorities across all maritime sectors to allow for the exchange of maritime surveillance data, held by authorities such as coast guards, traffic monitoring, environmental monitoring, pollution prevention, fisheries, border control, tax and general law enforcement authorities, as well as navies. This increased cooperation would also help cope more efficiently with real time events at sea.2 The European Maritime Days in Gijn (2010) and Gdansk (2011) have provided stakeholders, policy makers and the public a perfect platform where pertinent issues related to the European oceans and seas can be discussed. At both events, EMEC has made active contributions on the various panels and workshops which have been organised to coincide with the event. The European Maritime Day is just one such example which has been adopted by the European Institutions to raise awareness and show the impact that maritime affairs have in our daily lives.
Transport Policy
In 2011, DG MOVE has launched its white paper titled Roadmap to a single European Transport Area Towards a Competitive and Resource Efficient Transport System. This paper takes a global look at the developments in the transport sector, at its future challenges and at the policy initiatives that need to be considered: Transport has to use less and cleaner energy and become more efficient Promote multi modal solutions and relying on waterborne mode for long-haul Freight multimodality has to become economically viable for shippers Better sea, port and hinterland connections. Integration with inland waterways Promote a global level playing field Enforce with the IMO high standards of safety, security, environmental protection and working conditions Improved technology, better fuel and efficient operations CO2 emissions should be cut by 40% (if feasible 50%) by 2050 compared to 2005 Increased use of intelligent transport systems Promote innovation A single European Transport Area will be created. For maritime transport, a Blue Belt in the seas around Europe shall simplify the formalities for ships travelling between EU ports and a suitable framework must be established to take care of European tasks for inland waterway transport. Common maritime space The European Commission is continuing its ongoing observation of the implementation of the 3rd Erika Package, which includes Regulation (EC) 391/2009 and Directive 2009/15/EC. The said Regulation is paving the way for a new approach for the definition of standards, promoting harmonisation of class rules and of the interpretation of international conventions, leading to the general application of mutual recognition of certificates.
2) DG MARE, http://ec.europa.eu/maritimeaffairs/press/press_rel211010_en.html
39
Meanwhile, the European Commission is continuing the revision of the Directive 96/98/EC (the Marine Equipment Directive), the instrument governing the use of the wheelmark, with a view to facilitating the free movement of marine equipment and improving maritime safety: the Commission has asked the industry to provide its contribution on this piece of legislation in order to enhance its effectiveness3.
3) http://europa.eu/rapid/pressReleasesAction.do?reference=IP/10/1268&format=HTML&aged=0&language=EN&guiLanguage=
40
41
42
Cooperate with policy makers in the definition of legislative measures providing for standards on environmental protection Implement safer, greener and innovative production processes, including corporate social responsibility schemes Advocate for policies that reward industrys efforts to meet environmental standards Reward innovators and inventors by effectively safeguarding and enforcing their intellectual property rights Engage in an open dialogue with civil society and NGOs to create awareness on the beneficial role of green technologies. Commit to implement the principles and keep on the horizon the idea of environmentally conscious shipping
European Commission High Level Platform on Greenhouse Gas Emissions from Ships
The European Commission has established a High Level Platform on reducing Greenhouse Gas Emissions from ships to enable a high level strategic discussion directly with Vice President Kallas (MOVE) and Commissioner Hedegaard (CLIMA). Three meetings have taken place in parallel with the formal technical stakeholder consultation under the ECCP throughout 2011. EMEC has been invited and represented at this high level platform through its EMECnet members Wrtsil and Rolls Royce on separate occasions.
Efficient Classification
Background
At present, the European marine equipment industry allocates a very important share of its economic resources to multiple certifications: given the lack of harmonised standards at European level, certification for each component (even if complying with ISO standards) must be repeated today for each classification society before the same component can be installed onboard a ship. Needless to say, repeating the same tests in order to obtain certificates from more than one classification society does not add any value in terms of safety and environmental protection. On the contrary, it causes the dispersion of European know-how to the benefit of non-European industries, frustrating Europes continuous efforts to deliver the most advanced and efficient solutions. The Working Group on Efficient Classification is the oldest Working Group established by EMEC in 2002. After a successful lobbying campaign, the Class Regulation (EC) 391/2009 was adopted and published in May 2009.
Class Study
EMEC has undertaken an impact assessment on the implementation and the best practices for the achievement of Article 10 from the European marine equipment industry perspective. EMECs study provides information on the functioning of class certification and on the practices that could serve as a model for the achievement of harmonisation and mutual recognition.
43
The study describes the current functioning of the market for class certificates, the activities carried out in order to achieve the harmonisation of class rules, and the practices of mutual recognition of certificates.
With regard to the first issue, it emerges from the study that class certification is a very important part of the shipbuilding process. In their capacity as classification societies, ROs occupy a key position in the supply chain of shipbuilding, reason being that they act as gatekeepers of the market: ROs determine whether new products can be placed on the market and set the specifications that have to be met. Likewise, they ascertain the conformity of marine equipment to class rules and authorise their placement onboard a vessel. The importance of ROs role for maritime safety is not being questioned. Nevertheless, the study reflects suppliers demand for radical improvements in the way the said role is performed. The main issue is that of multiple certifications: in order to be able to compete on a the global scale, (and to have access to the widest range of shipowners and shipyards), both LEs and SMEs are required to obtain, for the same piece of equipment, a certificate from several ROs attesting the conformity with the same requirements. Since neither class rules are harmonised nor international law requirements interpreted consistently, multiple certification also implies the necessity for suppliers to comply with different sets of rules. This means that they need to predict how the said rules will be concretely applied to their situation. The study confirms, in this respect, that Article 10 of Regulation 391/2009 meets a real need for clarification of the current framework. Besides generating costs, the system in place leaves suppliers in a situation of uncertainty and has a negative impact on innovation by creating obstacles/ barriers to the introduction of new products on to the market.
44
The maritime industries community comprises of all the actors in the maritime world: shipping, ports, shipyards, marine equipment, offshore oil and gas, ship repair, scrapping, fishing, logistics services, freight handling, aquaculture, boatbuilding, research, classification, dredging, engineering, consulting, tourism, submarine, telecom, civil engineering, environment, security, safety renewable energies and surveillance. These maritime stakeholders are engaged in the constant development of new solutions to enhance the efficiency, safety and sustainability of maritime activities. They support the EUs policy objectives in the field of transport, environment and economic competitiveness. Bearing this in mind, it is generally regarded that the generation, the development and the protection of European knowledge is a key factor for the EU to keep a leading role in the global market.
Investments in research, development and innovation are a key factor for the achievement of safer, cleaner and more efficient maritime activities. Only through these investments can the European maritime sector meet the challenges that it is facing in the contemporary era: handling increased sea traffic, becoming increasingly energy efficient, limiting emissions, preserving the integrity of the marine environment, maintaining the safety of humans involved in the operation of ships and shipping infrastructures, and reducing external costs society has to meet in connection with transport. Against this background, it can be argued that the maritime community strongly believes that it is a shared task of the industry and of the EU to encourage, support and protect the development of new technologies, particularly ensuring that piracy and counterfeiting do not undermine European investments for a knowledge economy. The maritime community and EMEC, in particular, welcome and support all initiatives, whether public or private, aiming at: Defining new policy instruments to stimulate and facilitate investments aimed at generating European knowledge in the maritime field
45
Raising awareness on the importance of protecting European Intellectual Property Rights (IPRs) in the global market through the development of industry best practices Strengthening the protection of IPRs within and outside the EU borders through prevention of counterfeiting and enactment and enforcement of anti piracy law Ensuring that recognition and protection of IPRs finds an adequate and solid legal base in an ever increasing number of third countries, particularly those where the EU industry has production bases EMEC, through its working group for the protection of intellectual property rights calls, for the EU, national authorities, regulators and partners in the maritime community to enhance their cooperation with a view to achieving the goals outlined above. It is time to join forces to protect the European Sea of Knowledge.
46
EMEC has been raising awareness of the problems relating to IPR within the maritime community at large. As coordinator of the MIFs WG for Rules, Rights and Regulations, EMEC has pushed IPR to the top of the agenda and has developed a Joint Industry Statement in conjunction with other maritime stakeholders in 2011. It will also look to participate in the European Commissions observatory for counterfeiting and piracy. The Rules Rights and Regulations have also published positions on maritime governance and drafted a set of Guiding Principles for public intervention in the maritime sector.
Maritime Governance
The MIF strongly supports maritime governance models based on the full and impartial assessment of all the stakeholders positions. Only through these models, it shall be possible: to reach a balanced approach between the different legitimate interests at stake including those of the maritime industry to favour a fruitful exchange of information and knowledge on all the issues that need to be solved in relation with the governance and sustainable use of the oceans and the seas.
47
effect on society as a whole. Purely economic considerations, related to the situation of one or more individual undertakings, should not be considered as sufficient to require public interventions. Member States remain free, within the limits of EU Law, to grant individual aid to one or more undertakings for merely economic reasons. However, these do not generally fall within the policy that the MIF is trying to promote; Link with EU policies: Public programmes are not only tools to prevent or remedy market failures. They can, and should, be used as instruments to pursue EU public policies. In the maritime sector, they should facilitate the achievement of the following goals: environmental protection, maritime safety, efficiency of transport and provision of services of general economic interest. Benefit for the general interest: Public programmes that can bring a clear advancement in the policies above should receive priority over those who only (or mainly) benefit the recipients. Coordination: market players operate today in a context that is radically different from that of 50, 20 or even 10 years ago. Competition takes place at the global level and it is necessary that Europe provides a coordinated response to the pressure coming from Asian markets. Hence, support programmes should no longer be conceived as national initiatives. On the contrary, whenever possible, they should be coordinated and brought forward by a large number of Member States, across the continent.
Offshore Industries
Under the consideration that a lot of marine equipment suppliers are also equipment suppliers for the off-shore industry, EMEC has utilised the opportunity to gain and develop the representation of the off-shore equipment industry in Brussels, at European level by creating a dedicated Working Group for Offshore in 2011. Mr. Jerome De Roys has been appointed the acting Chairman of the Working Group until the inaugural meeting has been called.
48
Brussels political experience shows that innovative programmes and technologies require dedicated associations and unanimous political support in order to achieve critical mass and growth potential. Many emerging renewable technologies will be used in the offshore industry as it is currently happening with European funded projects and thus becoming an attractive choice for many companies. The full transition from the traditional fossil energy sources to renewable energy sources will happen during the next decade, and establishment of appropriate instruments inside EMEC following the introduction of renewable energies and its impact in the marine equipment industry is one of the most significant challenges for our members and associations.
February May 2011 The EU is strongly committed to funding research and innovation. TheEurope 2020strategy, endorsed by Member States, places investment in research and innovation at the heart of EU policy for smart, sustainable and inclusive growth. When EU heads of state and government discussed innovation at their meeting on 4 February 2011, they called on the European Commission to bring together all of the EUs research and innovation funding under a single common strategic framework. In consequence, the European Commission launched a wide-ranging consultation involving all key stakeholders which has led to Horizon 2020. EMEC responded to the written questions and the answers can be found on www.emec.eu.
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EMECnet
NEW EMECnet MEMBERS 2011 The EMEC Network of leading companies can welcome three new members in 2011: EATON Alfa Laval Hamworthy Krystallon EMECnet successfully raises awareness among the leading companies in the marine equipment industries about the importance of lobbying in Europe. Having these additional members onboard as leading companies strengthens the overall network and add their weight behind the influencing of policy development in Europe. Eaton, Alfa Laval and Hamworthy Krystallon join ten other leading marine equipment companies within EMECnet: Becker Marine Systems, Caterpillar, Converteam, Germanischer Lloyd, Hatlapa, Kongsberg, Rockwell Automation, Rolls Royce, Sam Electronics and Wrtsil.
50
SEA Europe Chairman, Lars Grvell-Dahll (Left) and SEA Europe Secretary General, Douwe Cunningham (Right)
In its Founding Assembly held in Paris on 1 June 2012, 22 national associations from 18 countries launched SEA Europe, Ships and Maritime Equipment Association.
On 3 October 2012, SEA Europe organised its in augural reception at the Bibliothque Solvay in Brussels. The occasion was also a celebration of the anniversaries of CESA (75th) and EMEC (21st).
51
52
Annexes
Annexes
53
54
CGT
CGT
CGT
N ET H
400.000
200.000
300.000
500.000
100.000
400.000
600.000
200.000
300.000
500.000
100.000
1.200.000
G ER M AN Y
1.000.000
1.400.000
1.600.000
200.000
400.000
600.000
800.000
G
LA N D S
ER
ER
AN
IT AL Y ER LA N D S
Y
N ET H
N
G ER M AN Y AN IA
ET H
N O RW AY LA N D
IT AL Y
IT AL Y
ER
RO M
LA
COMPLETIONS IN 2011
N O RW AY RO M AN IA
PO
CR O AT IA
ORDERBOOK - 31.12.2011
CR
FR
O AT I A AN IA
N O RW AY
AN
RO M
CE
SP AI N PO
CE
CR
FR AN
O AT I
LA N D
SP AI
SP AI N D EN M AR K
N
FI N LA N LG D
UA N IA
PO
BU
LA N
D AR EN
FI
LI TH
LA
D
BU LG AR IA
IA
EN
AR
LI
M AR K FR LI AN CE TH UA N
TH
FI N LA N D
UA N
BU
IA
LG
AR I
IA
Source: CESA
Source: CESA
Source: CESA
FRANCE 13%
SPAIN 7% FINLAND 2%
NETHERLANDS 15%
CROATIA 5%
NORWAY 16%
ITALY 15%
ITALY 17%
GERMANY 36%
Source: CESA
Source: CESA
ET
O RW AY BU LG AR IA FI N LA N D LI TH U UA N IT N ED IA KI N G D O M
Annex 1
Source: CESA
CE
IA
IA
IT AL Y
EC E
AL
AN
CR O AT
LA N
PO LA
FR
RE
PO RT
ER
ET H
D EN
ER
RO
M AR
SP AI
AN
AN
UG
Source: CESA
UK
al
ce
IA
AY
AN
AL
AR
ug
EC
AI
IA
AT
SP
LA
UA
RE
Fr
RW
IT
LA
rt
PO
Po
EN
ER
ER
TH
CR
LI
RO
AN
an
IA
55
Completions N 3 13 5 1 9 31 0 16 2 119 37 9 0 25 44 0 GT 43.239 379.439 6.677 49.000 3.360 405.681 0 368.890 9.170 296.883 166.623 49.021 9.000 605.529 161.079 1.000
New orders N 0 9 7 0 5 28 0 10 1 85 39 17 0 18 7 0 GT 0 101.444 5.960 0 40.164 471.771 0 301.065 4.400 158.915 120.953 68.080 0 38.558 7.341 0
GT 1 31.617 348.024 11.635 132.270 322.564 0 806.515 11.066 424.983 267.860 69.156 0 628.777 139.564 1.000
22 13 6 10 0 21 7 131 69 19 0 38 39 0
71 1.479.247
447 4.673.278
314 2.544.591
227 1.318.651
Completions N 3 13 5 1 9 31 0 16 2 119 37 9 0 25 44 0 CGT 29.974 297.424 18.411 42.763 15.358 442.465 0 442.591 15.141 470.738 289.008 53.175 9.000 330.936 266.377 0
New orders N 0 9 7 0 5 28 0 10 1 85 39 17 0 18 7 0 CGT 0 98.603 19.332 0 62.560 531.217 0 332.805 9.270 302.394 255.905 123.614 0 84.537 21.847 0
CGT 1 16.119 314.055 36.507 128.464 346.728 0 885.897 18.407 662.868 535.753 128.492 0 412.267 234.949 0
22 13 6 10 0 21 7 131 69 19 0 38 39 0
71 1.624.901
447 5.345.407
314 2.714.361
227 1.842.084
56
GT 1.318.651 0 0 21.938 30.092 81.810 48.528 0 0 52.204 0 0 13.893 32.240 663.439 31.564 135.978 206.965 0 0 0 1
% 100 0 0 1,7 2,3 6,2 3,7 0 0 4 0 0 1,1 2,4 50,3 2,4 10,3 15,7
CGT 1.842.084 0 0 28.016 15.641 95.924 48.945 0 0 50.613 0 0 21.002 55.030 742.780 71.438 277.820 434.875
% 100 0 0 1,5 0,8 5,2 2,7 0 0 2,7 0 0 1,1 3 40,3 3,9 15,1 23,6
227
17 7 0 0 5 0 0 1 8 20 13 41 112
5.400 9.811 3.500 4.700 17.200 22.500 2.434 12.245 5.100 14.272 6.000 17.000 1.652 10.800 7.678 8.500 148.792
2.400 8.200 3.000 4.700 3.350 15.900 400 8.925 2.800 11.635 5.500 12.800 893 10.700 2.129 500
4.977 9.553 3.700 4.630 17.100 23.600 2.324 12.142 4.800 14.400 5.000 15.000 1.592 10.100 6.490 8.300
2.200 8.738 2.800 4.630 3.400 16.500 8.858 3.000 12.260 4.700 7.900 914 9.350 2.995 200
4.968 8.851 3.000 4.500 16.400 19.200 2.487 11.790 4.200 13.500 5.000 7.300 1.572 8.160 5.666 8.300
2.100 8.645 2.300 3.200 1.900 12.600 8.592 2.200 11.600 4.600 2.600 505 7.820 2.291 200 71.153
4.250 8.792 1.830 3.800 16.400 18.000 2.319 11.640 3.682 13.219 5.000 7.000 1.304 8.075 6.180 3.000 114.491
8.376 1.250 3.800 2.100 10.800 8.538 10.889 4.600 1.800 565 7.790 2.146 200
4.215 8.506 800 3.000 16.400 17.200 2.139 11.260 2.865 12.200 4.500 6.954 1.177 9.850 5.473 2.700
1.950 8.300 150 2.400 2.100 9.700 8.200 8.350 4.300 1.430 84 9.050 1.436 200 57.650
93.832 144.608
89.145 124.894
62.854 109.239
Annex 1
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GT 4.673.278 3.817.114 0 218.860 424.243 102.306 234.231 0 245.090 263.874 0 0 13.893 164.774 2.207.880 38.964 406.861 317.860
% 100 81,7 0 4,7 9,1 2,2 5 0 5,2 5,6 0 0 0,3 3,5 47,2 0,8 8,7 6,8 23.639 17.865
CGT 5.345.407 4.144.480 0 209.955 193.083 134.341 294.646 0 141.022 207.130 0 0 21.002 210.685 2.430.732 91.589 730.868 610.706
% 100 77,5 0 3,9 3,6 2,5 5,5 0 2,6 3,9 0 0 0,4 3,9 45,5 1,7 13,7 11,4 100% 76%
GT 2.544.591 1.790.234 0 235.358 325.914 50.118 156.141 0 359.826 191.246 0 2.300 0 157.107 565.532 16.304 212.135 213.500
% 100 70,4 0 9,2 12,8 2 6,1 0 14,1 7,5 0 0,1 0 6,2 22,2 0,6 8,3 8,4 11.410 6.393
CGT 2.714.361 1.713.366 0 183.393 121.806 64.020 172.354 0 223.192 133.511 0 5.112 0 177.287 690.384 43.904 376.955 445.276
% 100 63,1 0 6,8 4,5 2,4 6,3 0 8,2 4,9 0 0,2 0 6,5 25,4 1,6 13,9 16,4 100% 56%
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BULGARIA
21 420 569 381 545 460 376 8 327 964 550* 1 13 800 6 900 65 65 16 75 363 572 270 69 1 163 146 548 012 2 581 1 390 1 894 2 982 49 49 19 398 676 220 876 1 310 939
21 489 184 368 719 500 464 8 363 979 522 5 294 190 269 700 935 935 14 265 060 91 280 900 450 70 1 174 241 707 088 2 919 1 746 0 0 0 0 0 21 546 565 27 500 1 761 1 178
23 740 803 466 733 547 356 8 353 066 0 700 0 5 283 936 315 400 1 165 1 165 7 192 317 93 440 650 450 74 1 171 314 658 562 3 126 1 796 0 0 0 0 0 32 806 203 452 000 2 566 1 629
CROATIA
DENMARK
FINLAND
FRANCE
GERMANY
GREECE
ITALY
LITHUANIA
100 417 643 172 080 1 150 610 47 289 798 49 537 991 30 565 973 565 973 751 751 4 34 781 21 010 69 33 18 246 915 331 52 177 516 57 782 444 230 20 386 4 094 014 2 252 006 9 041 4 443
236 850 637 308 052 1 574 1 061 68 424 562 40 637 1 764 0 24 494 601 494 601 765 765 4 21 184 14 504 63 71 574 456 447 704 580 461 47 226 493 64 549 665 286 2 3 701 20 591 5 608 389 3 153 302 12 968 6 204
271 1 057 941 355 561 2 152 1 474 15 84 024 0 2 159 0 30 530 279 396 514 584 424 3 23 254 0 90 0 27 262 475 312 883 410 300 64 347 753 191 313 1 050 770 2 3 906 0 14 0 561 5 449 436 3 650 241 15 213 8 364
NETHERLANDS
NORWAY
POLAND
PORTUGAL
ROMANIA
SPAIN
UNITED KINGDOM
CESA TOTAL
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Type
Product Carriers Under 4,000 dwt 4 - 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80,000 dwt and over Chemical Carriers Under 4,000 dwt 4 - 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80,000 dwt and over Bulk Carriers (exl. Combined Carriers) Under 4,000 dwt 4 - 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80 - 160,000 dwt 160,000 dwt and over Combined Carriers Under 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80 - 160,000 dwt 160,000 dwt and over General Cargo Ships Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80 - 160,000 dwt 160,000 dwt and over Full Container Ships and High Speed Liners Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 160,000 dwt and over
Coef.
0 0 0 0 0 0
0 0 0 0 0 0
1 0 1 1 1 0
0 0 0 0 0 0
0 0 0 0 0 0
0 2 4 5 1 0
0 2 2 1 3 0
0 0 19 0 0 0
0 0 28.016 0 0 0
0 0 0 0 4 4 1
0 0 1 0 1 3 0
0 0 0 0 1 0 0
0 0 0 0 15.641 0 0
5 0 15 0 0 0
2 3 4 0 0 0
0 16 1 0 0 0
0 87.914 8.010 0 0 0
26 4 24 0 0 0 0 0
8 16 1 0 0 0 0 0
4 1 2 0 0 0 0 0
0 1 0 0 0 4 0
0 6.404 0 0 0 134.618 0
2 4 0 0 2 4 0
0 0 0 0 0 0 0
0 0 0 0 0 0 0
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Ro-Ro Vessels Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30,000 dwt and over LNG Carriers Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30 - 50,000 dwt 50,000 dwt and over Ferries Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10 - 20,000 gt 20,000 gt -40,000 gt 40,000 gt and over Passenger Vessels Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10 - 20,000 gt 20 - 40,000 gt 40 - 60,000 gt 60,000 gt -100,000 gt 100,000 gt and over Fishing Vessels Under 1,000 gt 1 - 3,000 gt 3,000 gt and over Offshore Supply Vessels (incl. AHTS) Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10,000 gt and over Other Non Cargo Vessels Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10,000 gt and over Total 5 3,2 2 1,5 271 22 28 8 826 123.635 112.033 238.442 119.049 6.343.248 123 38 4 3 6.129 137.736 152.681 50.174 58.742 2.286.096 71 408 9 4 3.801 105.084 72.722 111.381 65.716 1.700.797 268 10 12 6 52.872 53.655 106.160 113.236 18 6 10 0 37.593 26.829 94.648 0 1.040 5 3 0 3.780 33.831 25.680 0 4 3 2 12 1 0 11.592 5.298 1 6 3.000 2.800 5.796 3 0 192 1 0 10.626 5.299 0 6 4 3 2 1,6 1,4 1,25 0 2 15 6 1 6 1 3 23 7.477 120.512 100.809 24.540 353.238 47.610 256.933 3.150.818 6 12 1 0 1 0 2 3 13.882 65.775 19.856 0 51.127 0 189.980 365.476 6 705 3 1 5 0 1 4 12.706 42.519 40.221 24.540 294.365 0 0 567.868 3 2,25 1,65 1,15 0,9 0 5 6 1 1 2 1 2.630 41.791 9.696 19.289 53.790 42.763 18 1 0 1 2 1 25.752 6.162 0 38.135 30.011 42.763 1.290 2 1 0 0 0 6.922 7.700 9.696 0 0 0 1,25 1,15 1 0,75 0 0 0 1 0 0 0 0 0 21.002 0 0 0 0 1 0 0 0 0 0 5.112 0 0 0 0 0 0 1 0 0 0 0 0 21.002 0 0 0 0 1,5 1,05 0,8 0,7 0,65 3 10 1 0 0 13.411 174.000 19.719 0 0 3 1 3 2 0 3.846 15.835 57.453 56.377 0 2 2 1 0 0 12.326 18.568 19.719 0 0
Source: CESA
Annex 1
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Verband fr Schiffbau und Meerestechnik e. V. Steinhft, 11 (Slomanhaus) 20459 Hamburg Germany www.vsm.de Association of Hellenic Shipbuilding and Shiprepairing Industries Akti Miaouli, 67 185 37 Pireaus Greece Associazione Nazionale dell industria Navalmeccanica Via Tevere, 1/a 00198 Rome Italy www.assonave.it Association of Lithuanian Shipbuilders and Shiprepairers Pilies Str.4 LT 91240 Klaipda Lithuania www.llsra.lt Scheepsbouw Nederland Willemswerf Boompjes 40 3011 XB Rotterdam PO BOX 23541 3001 KM Rotterdam The Netherlands www.scheepsbouwnederland.nl Norsk Industri Oscars gate, 20 PO box 7072 Majorstuen 0306 Oslo Norway www.norskindustri.no Forum Okrtowe ul. Uphagena, 23 80-237 Gdask Poland www.forumokretowe.org.pl Associao das Indstrias Navais Rua Jorge Alfonso, 31- 6 1600-126 Lisboa Portugal www.ain.pt
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Asociatia Nationala a Constructorilor de Nave din Romania 132, Moruzzi Street 800223 Galati Romania www.anconav.ro AEDIMAR Cluster of the Galician Naval Sector Edificio Feuga, Rua Lope Gomez de Marzoa s/n 15705 Santiago de Compostela Spain www.aclunaga.es The Basque Maritime Forum FORO Maritimo Vasco c/Buesnoas Aires 2 - 1 Isqdo 48001 Bilbao Spain www.foromaritimovasco.com Unin Espaola de Constructores Navales Cardenal Herrera Oria, 57; 2 28034 Madrid Spain www.uninave.es Turkish Association of Ship Industrialists Evliya Celebi Mah., Rauf Orbay Cad., Hayat Sokak Gl Evleri, E Blok, D.2 34944 Istanbul Turkey www.gesad.org.tr Shipbuilders and Shiprepairers Association Pallion Yard Sunderland SR4 6LL United Kingdom www.ssa.org.uk Society of Maritime Industries 28-29 Threadneedle Street EC2R 8AY London United Kingdom www.maritimeindustries.org
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Vice-Chairmen Bernard Meyer, Managing Partner of Meyer Werft, Germany Govert Hamers, President and CEO of IHC Merwede, the Netherlands Willy Salamon, President and CEO of Arno Dunkerque, France Dirk Lehmann, Managing Director Becker Marine Systems, Germany Kjeld Dittmann, Managing Director Lyngs Marine A/S, Denmark Santiago Crespo, Managing Director Marine Business Unit Ingeteam S.A., Spain Honorary Chairmen Corrado Antonini, Honorary CESA Chairman Hans Hoffmann, Honorary EMEC Chairman
Secretariat Douwe Cunningham, Secretary General Luciano Manzon, Senior Technical Adviser Lanfranco Benedetti, Technical Director Jing Shen, Policy Adviser Sarai Blanc del Val, Policy Adviser Vronique Verhoeven, Financial Officer Delphine Fagot, Office Manager
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Rue Marie de Bourgogne 52 1000 Brussels - Belgium tel. +32 2 230 27 91 fax +32 2 230 43 32 info@seaeurope.eu www.seaeurope.eu