EUROPEAN MARITIME POLICY CONFERENCE
Brussels, 17 November 2005
PROCEEDINGS
December 2005
DUTCH MARITIME NETWORK series 1 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29.
De Nederlandse Maritieme Cluster: literatuuronderzoek en plan van aanpak economische impact studies De Maritieme Arbeidsmarkt: vraag en aanbod van zeevaartkennis De Nederlandse Scheepsbouw- en toeleveringsindustrie: economische betekenis en structuur De Nederlandse Offshoresector: economische betekenis en structuur De Nederlandse Binnenvaartsector: economische betekenis en structuur De Nederlandse Waterbouwsector: economische betekenis en structuur De Koninklijke Marine: economische betekenis en structuur De Nederlandse Visserijsector: economische betekenis en structuur De Nederlandse Watersportindustrie: economische betekenis en structuur De Nederlandse Maritieme Dienstverlening: economische betekenis en structuur De Nederlandse Maritieme Toeleveranciers: economische betekenis en structuur De Nederlandse Zeehavensector: economische betekenis en structuur De Nederlandse Maritieme Cluster: economische betekenis en structuur Het Maritieme Clustermodel: modellering en scenarioanalyse De Nederlandse Maritieme Cluster: beleidsaanbevelingen De Innovativiteit van de Nederlandse Maritieme Cluster Maritieme Websites en E- Business: een verkenning Maritiem Kapitaalforum: onderzoek naar de werking van de kapitaalmarkt in de sector van maritieme toeleveranciers An International Shipping Company in the Netherlands: the tax perspective E-business in de Maritieme Cluster: visies, strategieĂŤn, activiteiten De arbeidsmarkt in de Nederlandse Maritieme Cluster; een overzichtsstudie Leader Firms in de Nederlandse Maritieme Cluster: theorie en praktijk De Koninklijke Marine als maritieme leader firm De Nederlandse maritieme cluster: monitor en dynamiek European Maritime Clusters: Global trends, theoretical framework, the cases of Norway and the Netherlands, policy recommendations a. Rules for Commercial Cruising Vessels b. Voorschriften voor Commercial Cruising Vessels Monitor Maritieme Arbeidsmarkt 2003 Dutch Maritime Research, Development and Innovation Expenditure European Maritime Policy Conference; Proceedings
Foundation Dutch Maritime Network The Foundation was founded on June 27, 1997 with the objective to promote and strengthen the maritime cluster of the Netherlands. The Members of the Board of the Foundation are N. Wijnolst (chairman), G.W. Bos (vice-chairman), F.G.M. Conyn (secretary and treasurer) and furthermore in alphabetical order, D. Alewijnse, K. Damen, C.J. van den Driest, C. van Duyvendijk R. van Gelder, J.W. Kelder, G.J. Kramer, P.J.H.M. Loonen,T.G. Muller, S.M.T. Schipper, H.N.J. Smits, D.P.M. Verbeek. The managing director of the Foundation is H.P.L.M. Janssens. The address of the Dutch Maritime Network is Beurs-World Trade Center, Beursplein 37 P.O. Box 30145, 3001 DC Rotterdam, the Netherlands. tel. +31 (0)10-205.27.20, fax +31 (0)10-205.53.07, email: info@dutch-maritime-network.nl, website: forum.dutch-maritime-network.nl
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Most books have an English summary, see also http://forum.dutch-maritime-network.nl, communicatie - NML serie
EUROPEAN MARITIME POLICY CONFERENCE
Brussels, 17 November 2005
PROCEEDINGS
published by Dutch Maritime Network
December 2005
Printed by: DUP Satellite (an imprint of Delft University Press) Prometheusplein 1 2628 ZC Delft the Netherlands Tel: +31 (0)15-278.56.78 Fax: +31 (0)15-278.57.06 E-mail: info@library.tudelft.nl
CIP-Data Koninklijke Bibliotheek, The Hague, the Netherlands Dutch Maritime Research, Development and Innovation Expenditure DUP Satellite ISBN: 90-407-2620-5 References: Maritime Cluster, Maritime Network, Maritime Policy, Ocean Policy, European Union, European Commission, Shipping, Ship building, Marine Equipment Supply, Yacht building, Ship repair, Inland Shipping, Maritime Services, Navy, Fisheries, Offshore, Ports, Conferences.
Copyright Š 2005 Stichting Nederland Maritiem Land All rights reserved. No part of the material protected by this copyright may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying, recording or any information storage and retrieval system without written permission of the owner of this copyright. Permission may be obtained at the following address: Stichting Nederland Maritiem Land, P.O. Box 30145, 3001 DC Rotterdam, The Netherlands; e-mail: info@dutch-maritimenetwork.nl, website forum.dutch-maritime-network.nl.
Contents 1.
Preface ................................................................................................................. 1
2.
JosĂŠ Manuel Barroso, President of the European Commission ........................... 3
3.
Dr. Joe Borg, EU Commissioner for Fisheries and Maritime Affairs ................. 7
4.
Andris Piebalgs, EU Commissioner for Energy ................................................ 13
5.
Dr. Stephen Ladyman, Minister of Transport, United Kingdom....................... 17
6.
Ralf Nagel, State Secretary, Ministry of Transport, Building and Housing, Germany............................................................................................................. 21
7.
Prof. Ioannis Tzoannos, Secretary General Hellenic Ministry of Mercantile Marine................................................................................................................ 25
8.
Ms Karin Yrvin, State Secretary, Ministry of Trade and Industry, Norway ..... 31
9.
Corrado Antonini, chairman Fincantieri, Italy................................................... 35
10. Bird’s Eye View Policy Papers.......................................................................... 39 11. European Community Shipowners Association (ECSA) .................................. 65 12. Community of European Shipyards Associations (CESA) ............................... 72 13. European Marine Equipment Council (EMEC)................................................. 77 14. European Oil and Gas Innovation Forum (Eurogif) .......................................... 80 15. European Sea Ports Association (ESPO)........................................................... 84 16. Federation of European Private Port Operators (FEPORT) .............................. 89 17. European Dredging Association (EuDA) .......................................................... 92 18. Central Dredging Association (CEDA) and the International Navigation Association (PIANC)......................................................................................... 97 19. International Association of Classification Societies (IACS).......................... 100 20. European Association of Classification Societies (EurACS) .......................... 109 21. European Shippers Council (ESC) .................................................................. 112 22. European Community Association of Ship Brokers and Agents (ECASBA) . 115 23. Baltic and International Maritime Council (BIMCO) ..................................... 121
24. EU Recreational Marine Industry Group (EURMIG) ......................................124 25. European Boating Association (EBA)..............................................................128 26. European Barge Union (EBU)..........................................................................129 27. Europêche .........................................................................................................135 28. European Cooperation in Maritime Research (ECMAR) ................................137 29. European Science Foundation (ESF), Marine Board .......................................140 30. European Association of Universities in Marine Technology (WEGEMT) ....143 31. Confederation of European Maritime Technology Societies (CEMT) ............148 32. European Metalworker’s Federation (EMF) ....................................................149 33. European Transport Workers’ Federation (ETF) .............................................167 34. NGO Alliance...................................................................................................171 35. The World Conservation Union (IUCN) ..........................................................185 36. UK Nature conservation agencies ....................................................................187 37. European Maritime Pilots’ Association (EMPA).............................................189 38. European Maritime Heritage (EMH)................................................................194 39. Maritime Policy within the Framework of the Baltic Sea Parliamentary Conference........................................................................................................201 Appendix 1 - Communication to the Commission from the President and Mr Borg ..........................................................................................................................205 Appendix 2 - List of Participants..............................................................................211
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1. Preface Europe is a maritime superpower Europe generates about 25 percent of world trade, and handles 2 billion tons of imports and 1.5 billion tons of exports through its more than 1200 ports. European shipowners own about 40 percent of the world fleet of 850 million deadweight ton and they order 40 percent of all new buildings, which means that they maintain their market share in a rapidly expanding fleet. Four out of the top-five containerlines are European. Almost 50 percent of global shortsea shipping takes place in Europe with to a large extent European owned ships. Europe, with a fleet of 9,400 inland ships has the most versatile and modern inland shipping fleet in the world. It’s shipbuilders have the highest turnover amongst the major shipbuilding nations, in spite of their relatively low share in shipbuilding output, measured in compensated gross tons. European marine equipment manufacturers are leading innovators which explains their global market share of over 50 percent. The offshore services companies are world leading in their markets and maintain this position through innovation and large scale capital investment. Yacht builders have a large global marketshare in smaller sailing and motor yachts, as well as in the mega-yacht segment (60 percent). European dredging companies have a market share of 80 percent in the open markets, which could easily increase if major countries like the U.S.A. should open up their presently protected market. European maritime navies are prominent and technologically advanced, creating important spill overs in the civilian maritime economy. Europe is world leading in maritime services and has a very sophisticated environmental friendly fishing fleet. The strong maritime sectors are based on strong networks of national maritime clusters, which are supported by strong networks of maritime research and educational institutes. In short, Europe is a maritime superpower and maintaining this position requires a holistic European maritime policy. And that is just what the European Commission under the presidency of mr. José Manuel Barroso has set out to do. In March 2005 the Commission adopted a communication2 from president Barroso and commissioner Joe Borg to initiate a policy consultation process in which all the maritime and marine interests can voice their views. This should lead in the first half of 2006 to the publication of a Green Paper on a European Maritime Policy. As part of this consultation process a European Maritime Policy Conference was organised in Brussels on 17 November 2005 by the Dutch Maritime Network and Mare Forum, in association with the European Network of Maritime Clusters, and in close cooperation with the European Commission, in particular the Maritime Policy Task Force, and its chairman mr. John Richardson. The Proceedings from the unique event not only demonstrate the broad dimensions of the European maritime interests, but also the commitment of the maritime industry organisations to contribute pro-actively to the Commission’s initiative. 2
Appendix 1
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We do hope that these Proceedings will also help the Maritime Policy Task Force to draft a comprehensive, holistic and balanced Green Paper which will be the first step towards a truly European maritime policy. This new maritime policy will enable the maritime industry to contribute to the value creation and sustainability of the European economy. Niko Wijnolst Chairman Dutch Maritime Network Chairman European Network of Maritime Clusters Rotterdam, December 2005
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2. José Manuel Barroso, President of the European Commission Ladies and gentlemen, It is a pleasure to open this conference on an all embracing maritime policy for Europe. I would like to thank the organisers for the invitation and compliment them on being among the first to hold a public discussion on this subject. Maritime policy has always been a subject close to my heart – and not just because I am Portuguese! As Foreign Minister of Portugal I campaigned for Lisbon as the site for EXPO 98, which was devoted to the theme of the oceans and the future. At that time Portugal hosted several important international conferences on oceans and seas affairs and was instrumental in establishing the UN’s 1998 International Year of the Oceans. These experiences convinced me of the importance of both oceans governance and the role of oceans for the future of mankind. The rest of the world, too, is growing increasingly aware of this importance. For example, the 2002 World Summit on Sustainable Development in Johannesburg recognised that oceans, seas, islands and coastal areas were critical for global food security and for sustaining economic prosperity, and called for better ocean governance. But what does ‘better ocean governance’ mean in practice? For me, it means joining the dots when formulating our policies. It means taking an integrated approach that recognises the immense economic, political and environmental value of the ocean and coastal areas of our continent. For far too long our policies on maritime transport, on coastal regions, on offshore energy, on fisheries, and on the marine environment have been developed in separate compartments. Of course, we tried to ensure that their impact on other policy goals were taken into account. But no one was looking at the links between them. No-one was examining in a systematic manner how these policies could be combined to reinforce each other. No-one was analysing the implications of the fact that - at the end of the day - they all relate to the same basic resource: the world’s one ocean particularly that part of it which constitutes the coastal waters of our continent. We need to care for our oceans and seas as key assets for Europe’s future welfare. We need healthy oceans and seas, we need to conserve biodiversity, we need sustainable fisheries and aquaculture, safety of navigation, and appropriate protection of our coasts. We need this as the indispensable foundation for the development of new and sustainable economic opportunities. This means more cooperation, coordination, and consistency of sea-related policies. Recognizing this, I launched in 2002 a Maritime Strategy Commission in Portugal, which became one of the first countries to take this integrated. And when I became President of the European Commission, I immediately took the initiative of creating a new portfolio for Maritime Affairs. We often speak of the importance of innovation in the private sector, but I believe that innovation in government has become equally important if we are to deliver on our goals. Maritime policy is a perfect example of where this is starting to happen. We all know Europeans have had a close relationship with the sea throughout history. From the earliest periods the oceans and seas have served to connect Europeans with each other and with the outside world. You could say they were the ____________________________________________________________________ Dutch Maritime Network 3
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first vehicle of globalisation, carrying goods, technologies, and values around the world. Even in today’s world of lightning-fast communications and internet technology, the seas continue to link the world community. Indeed, even if globalisation is no longer solely driven by the maritime sector, world trade continues to be largely shipped by it; as we all know, the vast majority of goods traded worldwide are seaborne. The rapid growth of emerging economies such as China and India offers exciting opportunities for shipping and related activities. Europeans play a prime role in global markets, controlling about 40% of the world merchant fleet. We need to be able to continue to rely on modern, efficient and competitive ports. European firms are leaders in the organisation of logistics chains. We must help them to stay in the lead. Although European shipbuilding has lost overall market share, we are still leaders in building sophisticated types of ships, such as cruise ships, icebreakers, offshore supply vessels, and many more. We must provide an environment in which they can continue to lead the world through innovation. And we must do this because maritime transport and its related sectors are crucial in steering our entire economy forward. But let us not forget the many other economic activities related to the oceans, which provide sustainable livelihoods to our citizens. Sea-related recreation and tourism are just as important for our economy. We must ensure that they can continue to grow and provide both new jobs and an attractive quality of life for all those living in our coastal regions – and one European in two lives within 50 kilometres of the sea. Extraction of raw materials or energy from the seas is another growth area. Offshore activity accounts for an important share of oil and gas production. It also accounts for an increasing share of our production of renewable energy through offshore wind, and the promising new area of wave energy. ‘Blue’ biotechnology shows great promise for the development of a series of new products. And what we invent for Europe, we can sell to the rest of the world. Ladies and Gentlemen, We need to realise this economic potential. There is much pessimism about Europe’s economic future. The GDP growth rates of European economies are still disappointing and we simply cannot accept a figure of 19 million unemployed in the European Union. Our performance looks weak when compared with some competitors worldwide. That is why the Lisbon Strategy for growth and jobs is of central importance to this Commission. It is vital that we narrow the growth gap between Europe and the rest of the world, if we are to face up to the twin challenges of growing global competition and demographic pressures. One way of doing that is by putting fresh emphasis on knowledge and innovation, and by taking full advantage of what we do best. And maritime affairs is an area where Europeans do well. Very well! Because of this, we are analysing all our policies and activities linked with the oceans to see how we can extract more economic and social benefit from them in a sustainable manner. Of course, we are not really moving into uncharted waters here. We have been dealing with maritime questions for many years under a range of policies such as industry, transport, fisheries, or regional policy. For example, within our environment policy, we have just adopted proposals to ensure that all EU marine waters are environmentally healthy by 2021. Similarly we are adopting a new ____________________________________________________________________ Dutch Maritime Network 4
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maritime safety package, to update our defences against accidental pollution of our seas. So the new maritime policy will have to work around what exists, and also add value to ongoing work. I have therefore asked Commissioner Borg (whom I thank for his personal commitment and energy) to steer the new Maritime Policy Task Force, which brings together the seven Commissioners whose portfolios touch upon maritime affairs. But of course this is not enough. We are very conscious that many elements of a future integrated policy already exist at EU and Member State level, and we have no desire to reinvent the wheel. With this in mind, we have set up a group of experts from our Member States to help us. Joe Borg and the Task Force have had numerous contacts with stakeholders in order to listen to their suggestions and share our own ideas. I have to say that I am struck by the interest in what we are doing, the enthusiasm shown for our integrated approach and by the number and quality of contributions which we have received. We intend to make these available on our website in the coming months. The next stage of this work will be to draft a Green Paper on a future maritime policy for the Union, which should be adopted by the Commission in the first half of 2006. This will constitute a first step towards a wider, more public debate on an allembracing EU Maritime Policy. Such a debate is necessary for several reasons. First, after the double ‘no’ to the European Constitution, it is more important than ever to engage in a dialogue with our citizens about what Europe is for, and what it can and should be doing. Second, we are very conscious of the complexity of the task we are undertaking. On the one hand we need to be creative. On the other hand our proposals must be grounded in reality. We need the expert input of those who spend their lives in the maritime world. We hope that the business community will play a vigorous role in this process. Third, it will take time and much public discussion to overcome the habit of looking at maritime activities in a narrow sectoral way. Experience in Canada and Australia suggests that it can take years for the idea of integrated action to take root. It is our belief that it is precisely the interactions between different maritime activities that we must understand if we are to make sense of our relations with the oceans and maximize the benefits we derive from them. So, after the publication of the Green Paper and the completion of a vigorous and wide-ranging debate, the European Commission will put forward proposals for a future Maritime Policy that are both solidly grounded in reality and based on a broad public consensus. We are now at the start of this journey. A journey that will lead to a new European vision for the oceans and the seas. So this conference comes at a perfect moment. It represents an important opportunity for all of us to share our ideas and exchange views and experiences. That is why I wish you a good and fruitful discussion, and I hope that after the publication of the Green Paper in the first semester of 2006, we will be able to advance the debate even further.
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3. Dr. Joe Borg, EU Commissioner for Fisheries and Maritime Affairs Europe's Maritime Dimension: Promoting Sustainable Growth, Businesses and Jobs Thank you for your invitation to participate at this conference. I am very happy to be here today not least because you have chosen a most topical theme for this gathering. When announcing our intention to put forward a Green Paper on a future EU Maritime Policy, we hoped to stimulate debate at all levels of governance and amongst a broad range of stakeholders. This conference today shows that, even before the Green Paper is published, the debate is already very much alive. I am impressed by the wealth of experience, the examples and the fresh ideas that have been brought together in our discussions today. I am equally impressed by you, the audience, who represent such a diverse array of stakeholders. Your presence and your contributions show that you have already done a large measure of thinking on the task ahead of forging a maritime policy for the European Union. I am also impressed by the number of position papers relating to our plans which were brought together at this conference. All of this is most encouraging for our work and I would therefore like to thank both you as participants, and of course the organisers, for making this exchange of views possible. I would like to start with a very simple question which is: Why are we here today? I will then follow with an overview of our work to date and what it is that we would like you to contribute to this process which is still at an early, albeit important, stage. We all share the ambition to safeguard the benefits we draw from the wealth of the oceans and seas. To realise our common aspirations, we need to jointly define our vision for Europe’s maritime future. Europe’s oceans and seas will only remain the rich source of economic benefits they are today if they are well managed. An allembracing maritime policy will allow us to better assess the full effects of policy measures in one particular area on other policy areas and in so doing, on the full ambit of maritime affairs. Our work to elaborate the Green Paper is well underway. This is, not in the least, thanks to the input and support we are getting from the many interested organisations like the ones you represent. So far, we have concentrated on exploring the grounds which the Green Paper should cover. To underpin our thinking, we have been following the methodology that I shall now outline. First of all, we have built on existing achievements. As you know, within the Commission, a number of services are already dealing with sectoral policy aspects related to maritime affairs. The work that has been done to date in each of these has served as vital input into our own process of building a holistic picture of the sector. The EU maritime policy that we are planning does not aim to replace any of the ongoing Community policies. It rather strives to bring them together in such a way that the final result amounts to more than the sum of the two individual parts. We also want to ensure that there is synergy throughout. Secondly, we have concentrated on building the necessary structures to see this project through till the end. A Steering Group of seven Commissioners that pilot this process under my chairmanship, has in fact, thus far, met twice. A third meeting is ____________________________________________________________________ Dutch Maritime Network 7
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scheduled for next week. These Commissioners, all of whom have some responsibilities pertaining to the maritime sector within their respective portfolios, have met the challenge head on. The Maritime Policy Task Force that reports to this Steering Group is also now fully operational. This Task Force brings together all those services relevant to the maritime sector, in a multidisciplinary and multisectoral way, to screen outstanding issues and to facilitate dialogue between the various interests. A series of Working Groups have also been set up to sift through the material we have accumulated and ultimately to identify the most promising, new ideas. Thirdly, in order to maintain as complete a picture as possible, we have also set up a series of meetings with stakeholders, among these Member State representatives. On several occasions we have also had the opportunity to hold discussions with representatives from Europe’s coastal regions. Such meetings allow us to gain a deeper understanding of ongoing activities at a national level, to learn from people’s experiences and to gain access to the rich sources of information that lie within national administrations. Through them, we also get some idea as to the sector’s expectations. The Task Force has also made visits to Canada, Australia, and more recently the US, as these countries have already engaged in implementing integrated ocean policies. One important message that has been brought back from those visits is that building a coherent and integrated approach to the maritime sector does not happen overnight. It is pertinent to note that during the last six months when we have been busy collecting ideas, comparing best practice around the world and building a basic understanding of how the different facets of maritime policy fit together, we have learnt that many elements of a future integrated policy already exist at EU level or within the administrations of some Member States. As the President pointed out this morning, we have no desire to duplicate measures that are already in place. Ladies and Gentlemen, Allow me to now share with you some of our first ideas for this future maritime policy. Allow me, in particular, to focus on one of the key challenges that we have identified which is to harness the competitiveness of Europe’s sea-related sectors, while at the same time ensuring a healthy and sustainable ocean environment. In line with our Lisbon goals to promote more economic growth and jobs in Europe, we, each within our own sphere of activity, need to explore where the potential for growth and job creation lies. In the context of the maritime sector, to make sure no opportunity is missed, our focus has therefore been the broadest possible. Europe has strong maritime traditions, which are reflected in the economic strength of our present day maritime economy. We should seek ways to secure this for the future. The EU merchant fleet is by far the world leader both in terms of tonnage controlled and by flag. Four of the five biggest container shipping firms hail from Europe. European shipyards are leaders in building innovative, efficient and ecological vessels, such as cruise and passenger ships, small merchant ships or specialised tonnage. In addition, we have a robust marine equipment industry supplier to our own industries as well as to others - selling its products all over the world. There are some 1,200 odd ports in Europe, including some of the world largest sea ports and fishing ports. These ports provide for a whole range of activities related to ____________________________________________________________________ Dutch Maritime Network 8
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seaborne transport. Shipping and shipbuilding furthermore benefit from high quality ancillary services, including insurance, finance or brokerage. Our classification societies also operate worldwide. Europe’s attractiveness as a tourist destination is also undisputed: the sector produces about 5% of the EU’s GDP. Although we do not have precise figures on the share of sea-related and coastal tourism, we all know that Europe’s shores are among the world’s most popular tourist destinations. Sea-related tourism is expanding beyond traditional beach holidays, with growth being experienced both for cruise holidays and for yachting. Offshore energy is another important sector for Europe. In 2004, the production of oil and gas in Europe amounted to some 40% of its demand for oil and some 60% of its need for gas. About 80% of this took place in the North Sea. Three of the leading companies in offshore equipment also are European. When it comes to renewable energy, Europe also tends to be at the cutting edge of developments. The dramatic increase recently in fuel prices has brought home to us all the fact that fossil fuels are not inexhaustible. Europe is therefore taking a pioneering role in seeking to derive energy from other ocean powers such as wind, waves or tides. Wind energy is no longer a future technology. In 2004, 30% of the energy consumption of Schleswig-Holstein was already derived from wind energy. Wave, ocean and tidal energy are still in an early stage of commercial exploitation, but seem to hold good prospects for the future. The share of renewables in electricity production seems likely to rise rapidly in Europe in the coming years – and all this without adding a single molecule of carbon dioxide to our atmosphere. I could go on and on, as the list is long. But the point I am seeking to make is that the European maritime economy is already strong, competitive and lucrative. That being said, competitive pressure from emerging countries, most notably in Asia, keeps mounting. To maintain its leadership, Europe therefore needs to have competitive and technologically advanced companies – companies that are able to respond to the variety of needs of maritime actors. I should like to dwell on this for a brief while and, in so doing, look at some of the challenges we face as policy-makers. Industry is a key element to achieving success in any given field. In our marketdriven economies, it is often industry that provides the driving force. Yet, we are aware too of the role governments should also play in ensuring an enabling, regulatory environment and in supporting infrastructural developments, education, research, innovation and other such like factors. Numerous links between different maritime sectors already exist. We should make use of this and factor it in to our future policy planning. In this context, the recently created European Network of Maritime Clusters demonstrates that not only do we have well-established maritime clusters in a number of European countries, but also that the links between these are being strengthened. Closer co-operation and working towards a common understanding of the maritime sectors may also be a first step towards achieving better data on the maritime cluster at European level. Such a comprehensive and complete set of data, which is sadly still missing today, would greatly improve our policy-making. The global nature of the maritime industry is another aspect that must be kept in the policy-maker’s mind. This dimension often fuels questions about competitive challenges or market access in quite a distinctive light. To remain a player on the ____________________________________________________________________ Dutch Maritime Network 9
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world market, the European maritime cluster needs to enhance its assets – one of which, clearly is knowledge. I think that you will however all agree when I say that it is not enough simply to keep abreast of our competitors. We need continuous investment into research and development. In our proposal for the 7th Research Framework Programme, marine science and technology have been identified as a priority cross-cutting scientific area. The recent European Council was also unanimous in supporting a considerable expansion of our research budget. In addition to carrying out research, we also need to find ways to ensure that the necessary networks are in place for the results of this research to be made available for further commercial exploitation. Technological platforms - such as the waterborne platform within the transport sector - that bring key stakeholders to develop strategic research agendas, can play a very significant role in this respect. Our ability to handle this knowledge is also determined by the availability of skilled staff. The number of Europeans gaining experience on board ships seems to be declining from year to year. Yet, this is the pool of potential candidates for future jobs in many of the land based maritime sectors. We cannot change the unique attributes of a career at sea. However, we can improve the attractiveness of the maritime professions, for example, by facilitating mobility in land-based jobs and improving working conditions. We need to reflect upon this further and I would therefore invite you to share your views on the role of the industry in enhancing the current availability of skills. We also need to look at having an adequate infrastructure. Besides funding made available by Member States, the EU’s Structural Funds play a major role. The ERDF provided some two billion euros for port development in the period 2000-2006. The Maritime Safety Umbrella Operation bringing together several INTERREG projects, coordinates projects around maritime safety, covering for instance risk management, planning systems, databases or models. The Commission is also currently working on the next generation of Structural Funds, hoping that an agreement on the Financial Perspectives will be reached by the end of this year. On the other side of the coin, we need to ensure that besides creating enabling factors we avoid putting up obstacles. To develop and grow, companies need a reliable and predictable regulatory framework. Unnecessary regulations should also be avoided. Where industry is able to provide satisfactory solutions to certain problems, in the form of codes of conduct, voluntary standards or the use of certificates, such selfregulation should be the preferred option. The Commission is itself undergoing such a drive, seeking to simplify its legislation and avoid the duplication of regulations and directives. This should reap substantial rewards in the near future. We also need to address how to balance what we need from the oceans and seas in terms of economic growth and what must be left untouched in order to sustain an environmentally sound and healthy marine environment. All maritime industries depend on the richness that the oceans and seas provide. Their future is inextricably linked to the future health of the marine ecosystem. Our oceans and seas provide precious resources which we squander at our own peril. If marine debris and toxic chemicals continue to accumulate, if we continue to deplete one fish stock after another, if we destroy the riches of biodiversity in the deeps and if we allow anarchy to reign on the high seas in the name of freedom of the seas, we will have turned our back on sustainable development.
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Within this context the Commission has adopted a new Thematic Strategy for the Marine Environment aiming to achieve a better environmental status for our oceans and seas within 15 years. This strategy should be seen as the environmental pillar of the future maritime policy and as such is an important step towards more integrated governance. The strategy will enable us to produce knowledge on the capacity of the marine ecosystems, which will in turn help us in defining the social and economic capacity of the oceans and seas. This will allow us not only to get a more profound understanding of the oceans and seas, but also to identify the necessary responses in time, in order to ensure their protection. An increasing number of companies are engaging in responsible behaviour, going beyond compulsory rules or even industry standards, seeking responses to reduce the risk of incidents and using pro-active attitudes to find solutions to environmental and social challenges. The notion of quality shipping is spreading. We can only fully support such initiatives. Yet, despite measures to mitigate the human impact on the marine environment, we should also look to the effects of climate change. These may not all be negative. Indeed, the melting of ice in the Arctic region may open up northern sea routes. In fact, next year the first containership with ice-breaking capacity will begin a regular service between Murmansk and the Yenisei river on the North Russian Arctic coast. Global warming may also lead to rising sea levels and more violent storms. We have all been witnesses to the effects of the intense hurricanes in the Gulf of Mexico, the South East Asian tsunami and other such devastating storms. Innovate European knowledge can be applied in finding solutions to these and other problems such as coastal erosion and flooding. The Dutch, for instance, have long protected the considerable part of their country located below sea level and can provide useful models in this respect. Ladies and Gentlemen, I do not expect anyone to disagree with our aims for achieving more growth and jobs in the maritime sector while ensuring the health of the oceans today and in the future. Yet because the challenges are many, to make that happen we need to find the right tools. We need to establish a new mode of governance for a policy that is at once both wide-reaching and all-inclusive. A European maritime policy should therefore coherently bring together, and not only be, a collection of vertical sectoral policies. It should look at the oceans and seas based on a sound knowledge of how they work and how the sustainability of their environment and ecosystems may be preserved. It should aim to provide answers as to how decision-making and the conciliation of competing interests in marine and coastal areas can result in a climate more conducive to financial investments and to the development of sustainable economic activities. It will have to address planning issues; issues related to commercial activities ranging from fishing, transport, ports or cabling; and leisure and tourism issues. It will have to address issues of energy, both renewable and otherwise. It must also concern itself with safety and security issues, the prevention of illegal actions and the interaction of coastal areas with both land and sea-based activities. The international dimension of ocean management will also need to be addressed. Europe must make the necessary efforts to strengthen its voice on this front within ____________________________________________________________________ Dutch Maritime Network 11
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international fora, in global institutions and with third countries. We have a collective interest in ensuring that international rules are implemented by all and efficiently policed. International organisations such as the IMO or ILO should be given, in this sense, better means to ensure that international law and rules are effectively applied and enforced by all. Ladies and Gentlemen; The next step is to finalise the preparatory work necessary to present the Green Paper on maritime policy. This is due to be completed in the first half of next year. Your views on the future directions of our policy are essential if this Green Paper is to serve as a useful basis for the way forward. I am confident that if we all put our heads together, we can forge, out of all the different strands that must necessarily be pulled together, a maritime policy for the Union that is at once representative, integrated and dynamic. I invite you therefore to continue with your deliberations such as those you had today. And I look forward to exchanging views with you over the coming weeks and months.
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4. Andris Piebalgs, EU Commissioner for Energy Ladies and Gentlemen, I am very pleased to participate in this conference and to see so much interest in EU Maritime policy. As Commissioner responsible for Energy, I am sure that you will understand my own interest, as energy plays an important economic and social role in the maritime area. For Europe - and for Latvia, my country of origin- the sea has meant a lot in terms of economic development, notably at the time of the Hanseatic League and still today. As you may know, I am personally involved in the definition of an EU maritime policy at the invitation of my colleague, Joe Borg, and with the strong commitment of Commission President Barroso. I am confident the forthcoming Green Paper will identify the right measures in favour of a more integrated policy in this regard. If I were to ask you what the ideas of energy and the sea mean to you, your first thought might be: off shore production of hydrocarbons and their transport; and obviously this is important. It will be the first point I will develop. At the same time, our coastlines offer opportunities for the exploitation of wind power; I will therefore continue with the role of renewable energy. Finally, the sea itself is also a source of energy: it will be my last point. Ladies and gentlemen, Before tackling these issues, I wish to remind you that both policies – maritime and energy – seek to address similar challenges. I am thinking of security of supply, sustainability and a well functioning internal market. Concerning energy, the future is rather bleak: in addition to the context of high oil prices, there is the question of dependence. By 2030, almost 70% of the energy we use will be imported. Energy demand will rise by 1 to 2% per year, and the share of fossil fuels in our energy supply will rise to almost 90%. By 2030 also, the world could be using half as much energy again. As European Commissioner for Energy, I find this alarming. Which is why we need to put in place today the measures which will increase the sustainability of our energy supply, and a European maritime policy can help us achieve this. To remedy to this situation, we have to make our energy supply more sustainable. Sustainable energy means more renewable energy. I want to make sure that Member States deliver on their promises in particular to increase the share of biofuels in transport, and green electricity. Sustainable energy also means R&D to promote clean coal technology and carbon sequestration. Nuclear energy also has a role to play in those countries who choose it. Second, we have to tackle rising energy demand. My recent Green Paper on energy efficiency identified the potential for Europe to save 20% of its existing energy use in a cost effective manner. To date, too little has been done to tackle inefficiencies in transport. But this is where a large part of our higher carbon dioxide emissions comes ____________________________________________________________________ Dutch Maritime Network 13
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from. We need to think more seriously about making the polluter pay and bring about some real efficiency improvements in vehicles. Third, the completion of a genuine internal energy market will enable to ensure stable energy supplies at the lowest possible cost. The South East Europe Energy Community Treaty, signed last month, will contribute to this objective. This short overview shows the importance of the challenge and the need for linking policies between each other, notably maritime and energy policies. Transport of hydrocarbons and production off-shore are key aspects to be considered. Transport of energy and production off shore Since the origin of civilization, the sea has been the favoured way for trade and travelling. Energy commodities are not an exception. EU imports one half of its energy needs, most of it by sea: in 2004, 70% of EU oil imports were shipped by tankers, and 10% of EU gas import were imported by ships through 10 terminals for liquefied natural gas (LNG). If you allow me, I wish to extend a bit more on LNG, as its importance is expected to increase in the overall supply picture of the EU. According to our services, LNG share of total EU 25 gas consumption will be 19 % in 2010 and 35 % in 2030. Furthermore, with LNG becoming more competitive on medium – long distance, sea shipment is likely to become more frequent. At present, two new terminals are under construction and a dozen other projects are under discussion. These new trends therefore deserve specific attention on the part of the European Commission, notably in the context of the Green Book on an EU maritime policy. In terms of production, most of the oil and gas used in the EU comes directly from off shore, more specifically the North Sea. This regional production accounts for one third of EU oil consumption and for 60% of EU gas consumption. Unfortunately, oil production is going to decline and gas production has begun to flatten with only Norway adding significant new capacities in recent years. There are good perspectives, however, to find new fields in regions less exploited until now: the Norwegian Sea, the Barents Sea, the Caspian Sea, the Persian Gulf (especially for gas). But, as you can see, we are moving further and further from the EU for new resources and with distance, risks increase. Among challenges, the increasing number of tankers around the world represents a permanent source of risk. The Erika and Prestige environmental disasters are there to remind us of this. The EU and its 25 Member States have a strong commitment to supporting the efforts of the International Maritime Organisation (IMO) to enhance maritime safety and promote efficient shipping. The new rules for banning the carriage of heavy grades of oil in single hull tankers and accelerating the phase in of double hull tankers came into force on April 2005.
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Oil from Russia is transported through quite sensitive areas such as the narrow sounds between the Baltic Sea and Kattegat, the Bosphorus Straits and from the Russian Barents Sea. Fortunately, the number of accidents has fallen significantly over the last few years, despite increased activity. The reduction in tanker incidents in the Baltic and Black Sea is in line with the reduction in the overall number of tanker incidents since 2000. Improved tanker safety must be taken as a strong indication that IMO regulation, like the International Safety Management Code, has had a strong positive impact on the industry. Although maritime safety has improved, the quantity of oil transported by sea is still increasing, including through fragile environments like the Baltic Sea. This is why the Commission will prepare a Communication that will explore the various ways of promoting land transportation of oil, via pipelines and the rail network, as opposed to the riskier maritime transportation. The sea as a maritime space We need to develop alternative and endogenous sources of energy. Here, again, the sea – and the wind – can help us. By the end of 2004, a total of almost 600 MW of offshore wind power capacity had been installed around the coastlines and large inland waters of five European countries – Denmark, UK, Sweden, Netherlands and Ireland. The largest offshore wind park, at Nysted in Denmark, has a capacity of 165.6 MW. Wind power, onshore and offshore, is expected to play an important role in achieving the EU target of 21% renewable electricity by 2010. It has had an impressive growth of 20% in 2004 alone, reaching the total installed capacity of 34,000 MW (end 2004). By 2010 the industry foresees to reach 75,000 MW of installed wind capacity in Europe, around 13% of this from offshore wind. To this end, we need to improve the effectiveness of support for renewables. My services have carried out a review of Member State funding of renewables funding and will report soon. The objective is not to harmonise practices, but to analyse the effectiveness of the various schemes. By this, I mean effectiveness in terms of energy delivered, the cost of this energy, technological development, and the internal market. Member States have to address the barriers – administrative and grid – hampering the development of renewable energies. Complex licensing procedures and poor integration of renewable energy in local planning persist around Europe. The sea as energy source itself What about the sea as a “source of energy” itself? Over the last twenty years, the European Union financed ocean, wave and tidal energy developers. In total, twenty nine projects have been awarded research and development support in these three main areas, and three other projects are still under negotiation. Under the Research Framework Programme, the cumulated EC contribution over the last fifteen years rose to above 20 million. ____________________________________________________________________ Dutch Maritime Network 15
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Increasing R&D funding is critical to advancing the development of ocean energy systems. Ocean energy technologies must solve two major problems concurrently: proving the energy conversion potential and overcoming a very high technical risk from a harsh environment. No other energy technology has had to face such demands. When deploying a prototype, developers risk losing five years of development and investment in a storm lasting only a few hours. Furthermore, most developers are SMEs, for whom such a loss can be overwhelming. Additional R&D funding would help to mitigate the substantial technical risk faced by developers daring to harness the energy of the marine environment. Ocean energy systems cover a wide range of applications that can be deployed on the shoreline and offshore. Technology is emerging to allow large scale demonstration projects. To date, few demonstration prototypes exist and most are in Europe. Research covers the areas of shoreline and offshore wave energy devices, of tidal current turbines and of salinity gradient systems. These salinity gradient systems are a recent development and could be deployed in many European river estuaries. There are different flagship prototypes. One is Shoreline Wave Energy, for which there exist two demonstrators, one on the island of Pico in the Azores, and one on the island of Islay, Scotland. Another is Offshore Wave Energy with a prototype of 20kWe. There is also tidal current turbine, with a prototype of 300kWe. It is also worth noting that, since October 2001, the European Commission participates and follows, through the Implementing Agreement on Ocean Energy Systems, the latest developments at international level while promoting the research, development, information exchange and demonstration of the Ocean Energy Technologies. Ladies and Gentlemen, I hope that, by now, you have a better idea of the role of energy in European maritime policy. Like this policy, energy policy needs to be given to a wider framework – a European one - which helps us address all the global challenges I have mentioned earlier. To this end, I will propose next year a Green Book and a Communication on a secure, competitive and sustainable energy policy for Europe. The recent statement of PM Blair before the European Parliament calling for the development of a common European energy policy is to be welcomed in this context, as well as the very encouraging discussions in Hampton Court. Thank you for your attention.
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5. Dr. Stephen Ladyman, Minister of Transport, United Kingdom Albert Einstein once defined madness as someone doing the same thing over and over again, but each time expecting a different result. Like a gambler, throwing money into a fruit machine every night. Dreaming that tonight he'll start a winning streak that will change his life for ever. Choosing not to acknowledge that the machine always wins in the end, and he always goes home with empty pockets. If this is madness, then the antidote to that madness must be realism, sense and good judgement. Not just continuing with old practices just because you've always done them‌.‌ but knowing when and how to react to changing circumstances and challenges - like facing up to global competition, meeting the ever-rising expectations of customers, and finding a solution to maritime employment problems. The question is this: If Einstein was around today would he recognise a European maritime sector that was making sane, rational decisions about its future, learning the lessons of the past? I think not. I think he'd see a sector failing to grasp the opportunities being presented in a changing global market. The Green Paper due to be published next year is a wonderful opportunity for us to design a new maritime policy for Europe - a dynamic, sustainable, relevant policy, with the right level of intervention at national and regional levels...‌. a policy that responds to hard facts, not headlines. That makes good financial sense, and boosts the whole European economy. That embraces social, economic and environmental issues. The alternative - carrying on as before in a sterile regulatory cycle, and failing to tackle the problems facing the sector - would, in my view, be disastrous. We have to ask ourselves: what do our citizens expect from us? I think most will agree that they want to see a commitment to safety and to the environment. A socially-responsible industry, which is also efficient and competitive. To achieve this, the European maritime sector needs to reposition itself towards the top of the global market. Pessimists say we can't compete on costs. If that's true, then we have to compete on quality and reputation, going upmarket and adding value.
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We need to harness European expertise on maritime R&D, science and technology to improve our competitive edge. We need to integrate seafaring with shoreside expertise. And become more dedicated to customer service in all parts of the maritime sector. We need to rethink how the industry promotes itself - not just to its customer base, but to the business community at large and to the citizens of Europe. And we need to make shipping even more environmentally responsible - not least in ensuring that the seas around Europe are exploited in a sustainable manner. In addition to long established marine activities like fishing and oil & gas exploration, there is increasing competition for sea space, as technology allows more innovative uses of the marine environment. For example, the development of offshore renewable energy sources is vital to meeting Europe's future energy needs. Shipping vessels are getting bigger and faster, and there are changes in vessel traffic patterns, adding to congestion on some shipping routes. We need some mechanism to address these potential conflicts of interest. Some member states, like the UK, have already begun to explore the potential for marine spatial planning on a national level - but perhaps we need to do more to encourage the sharing of best practice between different European countries. With growing congestion and evolving traffic patterns, there's increasing pressure to improve safety. For example, the maritime industry does not yet have a sophisticated, integrated, standardised navigational system. The bridge of a typical merchant ship is cluttered with all sorts of different navigation technologies - but they're neither standardised nor complementary. Elsewhere we see aircraft and road transport benefiting from state-of-the-art technology - yet the shipping industry still lacks consistent direction on navigation systems. So it is our aim to present a paper on e-navigation principles to the next IMO Maritime Safety Committee meeting. It's only a start - but it's also symbolic of a wider need to invest in a better, more professional future for the entire European shipping industry. Moving upmarket also means we need to work tirelessly to marginalise those companies that drag down everyone's reputation. For example, we need to reform Port State Control inspection practice, targeting more efficiently those who transgress the laws - and supporting those who comply. It's also vital we develop a policy to attract more high-quality employees to a maritime career. ____________________________________________________________________ Dutch Maritime Network 18
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In just one generation, we could be facing a situation where we have no EU seafarers. In two generations, no maritime skills for shore-side or regulatory jobs and that is absolutely not acceptable. But the only way to improve employment opportunities and attract the sort of high calibre employees we want is to improve standards afloat and onshore. Next February, in the ILO, we need to secure an enforceable Convention on working conditions. That will help challenge the old fashioned view that a maritime career is for the less-educated. The vision is clear: we must be at the quality end of the market, following principles of sustainable development, and encouraging responsible employment. And while European shipping must continue to play a major role in global markets, we must also develop a more professional regional policy, backed by more effective maritime clusters in Europe Better training. Better standards. And better pay. Some mariners in Europe today are not even earning minimum wage levels. It's time to root out such practices, and clean up our act. The key is to get the right level of intervention. To cut back on all the unnecessary legislation and red tape that already exists. And to allow the sector to move upmarket, offering better customer service, and outlawing bad practices. But not so much intervention that it stifles commercial initiative or restricts national discretion. Here, again, it's all about having the right judgement. These, then, must become the priority issues that drive the Green Paper, and drive our new maritime policy. They're all about recognising our place in the market, setting out a vision for quality, and then putting them into action. We cannot allow things to go on as they have for the past 20 years. That will leave us with no indigenous maritime sector within a couple of generations. Although this would happen first among the older founding EU members, let there be no doubt that everyone in Europe would eventually be affected. No-one should think they're immune. If we carried on regardless, then we would be guilty of failing our economy, which depends to such a large degree on the maritime activities which sustain it. It's up to all of us - legislators, shipowners, unions, operators, employers, industry support organisations and maritime bodies - to make sure that doesn't happen.
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The sea demands our respect, and, if treated with respect, it will continue to be an enormously powerful resource. It's a strategy that must stretch into the long-term future - five, ten, twenty years. But in the short term we must make sure the momentum built up in recent months is sustained beyond the UK presidency. And so we're very grateful to our colleagues from Austria for their agreement to continue this effort with us, so we can make the handover seamless. The UK commits to work with succeeding Presidencies on a new maritime policy, through the launch of the Green Paper at the end of the Austrian presidency to its eventual delivery. The Maritime Green Paper will chart a new course. For EU ships and EU workers, playing a leading role on the world stage. Integrated with an EU shoreside industry, drawing on all the skills and know-how Europe can offer. A diverse, broad sector that knows its place in the market, with all its constituent parts working towards shared social, economic and environmental goals. It's a strategy of change and innovation. Of appropriate reaction. Of sound judgement. A strategy that will secure the future success of the European maritime sector. And a strategy that Einstein would recognise instantly as one based on common sense and sanity.
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6. Ralf Nagel, State Secretary, Ministry of Transport, Building and Housing, Germany Ladies and Gentlemen, I would like to start by saying a few words about the importance of maritime policy. The oceans are one of the foundations of life on our planet. They cover approximately 70 % of the earth’s surface and contain 98 % of its water supply. Healthy oceans are an important source of food, wealth and jobs for human beings as well as a vital climatic factor and an important habitat for flora and fauna. Coastal regions are important economic areas which form the interface of land and sea exploitation. 70 % of the world’s population and 60 % of Europeans live near coasts. In social, economic and cultural terms, coastal regions are heavily influenced by and largely dependent on the use of marine resources. This means that the sea plays a crucial role in economic, social and cultural cooperation between different peoples. The German Federal Government thus welcomes the European Commission’s decision to draw up a Green Paper on the EU’s maritime policy, especially the integrative approach that that has been adopted. The sectors covered include transport, the environment, fisheries, agriculture, industry, energy, the extraction of raw materials, research and tourism. The German Federal Government therefore supports the Commission’s intention to consolidate activities in the sphere of maritime policy. This integrative policy approach can help to strike a balance between the different EU sectoral policies. A sustainable maritime policy is caught between the conflicting interests of regulation on the one hand and competition on the other hand. It has to be compatible with the relevant EU strategies, such as the Lisbon Strategy and the Sustainable Development Strategy, while contributing to economic, social and environmental renewal. A current example of EU policy illustrates just how important a cross-sectoral approach is. On 24 October 2005, the Commission presented a Draft Directive on Marine Protection, also known as the Marine Strategy Directive. Germany wholeheartedly supports the objectives of marine environmental protection. However, competing interests regarding the use of the seas have to be reconciled. Individual sectors must not take initiatives that would prejudice the outcome. The marine protection strategy should therefore be integrated into the Green Paper and not the other way round. Ladies and Gentlemen, One of the main concerns of the Green Paper on Maritime Policy is to safeguard the competitiveness of the maritime industry. I would now like to give you some examples of the aspects that are important for the German maritime cluster. More than 90% of European goods brought to markets overseas are transported by sea. Within Europe, 35% of goods are shipped by sea. 25% of German exports leave the country through German seaports, most of them via Hamburg, Bremen, Bremerhaven and Wilhelmshaven. Shipping, as one of the main pillars of international trade, is a key element of the globalized economy. Nationally or regionally based approaches will prevent it from ____________________________________________________________________ Dutch Maritime Network 21
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performing this function. Shipping needs an environment that is stable and uniform throughout the world. The fierce competition in the shipping sector takes place predominantly on a worldwide scale, and European companies are well equipped to meet the challenges involved. A study published recently by the European Commission revealed that the proportion of European liner operators is well over 40 %, and according to current figures this percentage is rising. By introducing efficient methods of production and incorporating their services into logistics strategies, they are making above-average profits compared with Asian and other service providers. In recent years, the European shipbuilding industry – and in particular German shipbuilders – has benefited from the sharp increase in the volume of maritime transport and by the great demand for new builds, for instance as a result of the accelerated phasing-out of single-hull tankers. However, given the different conditions of competition that exist on the world market, the highly efficient European shipyards cannot yet fully exploit the scope for development. We are thus very keen to achieve a level playing field on the international shipbuilding market through the negotiations that are being conducted at the OECD. The maritime industry is a high-tech sector with great innovative capacity and the potential to provide jobs with a promising future. In Germany, it employs around 300,000 people, which makes it an important sector of the economy. The logistics industry and maritime transport are economic fields of application for key innovative technologies, such as telematics systems, AIS, Galileo and fleet management systems, that can help Europe to preserve its competitive edge over other regions and nations. I would now like to look at the subject of ports and the port package. Ports are crucial links in the logistics chain as well as innovators and job creators for their regions. If we wish to ensure that the European Economic Area remains accessible by sea, which is a crucial element in safeguarding its competitiveness, we have to ensure that that the European seaports have high-capacity infrastructure that is tailored to the requirements of the market and meets European sustainability objectives. Alongside these activities, the efforts at the European level to create fair and transparent conditions of competition for the seaports have to be continued and intensified. To avoid distortions of competition and encourage the seaports to make efforts of their own to enhance their economic efficiency, there have to be clear regulations governing state aid, and subsidies have to be further reduced. In this context, I would like to say a few words about Port Package II. In principle, the objective of enhancing competition and reinforcing the quality of port services, as called for by the Lisbon Agenda, is a good thing. Competitive, efficient and reasonably priced port services are something that all the stakeholders in the maritime industry desire. The problem with this Directive is not its objectives but the measures that have been proposed. This is confirmed by a national study carried out by the Institute of Shipping Economics and Logistics (ISL), a body that has an excellent reputation not just in Germany but throughout Europe. I will just mention three aspects of the study, which will illustrate the problems involved: First, the container handling market in Northwestern Europe is characterized by fierce competition. This has resulted in a price level that is relatively low and is ____________________________________________________________________ Dutch Maritime Network 22
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continuing to fall, while the services provided are getting better and better. It is not objectively plausible that the market interventions provided for in the draft directive could bring about an improvement. Second, the Draft Port Package will make transhipment companies more reluctant to invest. They would only invest at the beginning of the term of authorization, and investment would tail off as this term progressed. This would slow down advances in operations and the quality of services, thus running counter to the objectives of the Directive. Third, it will jeopardize logistics chains or hamper their establishment. The fact that the licensing procedure will involve detaching the port service from a complex range of logistics services will inevitably encroach on logistics chain operations. The findings of the study, viewed as a whole, demonstrate that the proposed directive, in its present form, is not a suitable instrument for achieving the desired port policy objectives. Europe is the world’s number one shipping centre. A large proportion of the volume of worldwide shipping is directed from here, although not all vessels fly European flags. One of the objectives of the Green Paper is to develop strategic measures that could encourage shipowners to return to Community registers. In Germany, we have found a way to achieve this objective. It is called the Maritime Alliance. The Federal Government, shipping companies and trade unions have reached concrete agreements, in consultation with the coastal states, aimed at enhancing the competitiveness of the shipping industry in Germany. The primary objective of the Alliance is to increase the number of German and EU seafarers being trained and employed on board merchant ships flying the German flag and ashore. To this end, concrete measures have been implemented together with the trade unions and shipping companies and in keeping with the EU guidelines. (Examples include a reduction in non-wage labour costs, introduction of a tonnage tax, and making the Manning Scales Regulations more flexible). Ladies and Gentlemen, Although we may wish to consolidate our maritime policy activities at the European level, there is one thing that must not be overlooked: The hierarchy of objectives differs from one European country to the next. As a result, it is hardly possible to adopt a uniform approach in many cases. Countries that are mainly interested in fishing and tourism attach special importance to protecting their coastal and maritime areas as well as the long-term use of nonEuropean waters based on agreements with third states. Countries with a strong port industry or large merchant fleets are primarily interested in promoting a strong, attractive maritime transport sector. Seen in this light, the most important task will be to reconcile the conflicting interests and to develop a maritime policy that is in conformity with the objectives of sustainable growth, stable jobs and the protection of nature and the environment Before these topics can be discussed at an international level, work will have to be coordinated in Europe and unresolved issues addressed. A common European maritime policy could provide guidance for these discussions. As far as IMO is concerned, however, the current situation, where the individual EU Member States are represented, with the option of adopting a common stance, must ____________________________________________________________________ Dutch Maritime Network 23
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not be replaced by a situation where the Commission acts on behalf of all EU members. European maritime policy should not be designed to compete with IMO’s tasks. European rules must not impose an additional burden on the region and make Europe an less attractive place to do business. Instead, monitoring of and compliance with international agreements should be harmonized in the EU. The objective of cooperation in the EU should be to implement relevant IMO conclusions uniformly in all EU Member States and to harmonize enforcement procedures in Europe (for instance, port state control). By itself, a common European maritime policy will not challenge existing competencies, i.e. the principle of subsidiarity will not be compromised. It can, however, help us to adopt a common approach on common objectives Thank you very much for listening to me.
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7. Prof. Ioannis Tzoannos, Secretary General Hellenic Ministry of Mercantile Marine Mr President of the European Commission, Ministers, distinguished participants, ladies & gentlemen. I am particular by honoured for the opportunity to address this conference dealing with the vision of the new European maritime policy. Further more I would like to express my sincere satisfaction for the fact that the new Commission under President Barroso has assigned high a priority to the need for re-examining the European maritime policy and consequently assigning to Commissioner Borg the complex task of co-ordinating all actions, policy positions and visions for defining this new maritime policy. Allow me to come straight to the point of my presentation today on the topic: “Global opportunities, European priorities and Greek perspectives�. Because of the importance of maritime economics for defining policy priorities, and the bias of my professional background, I will commence by referring to the international shipping market trends. Ladies & Gentlemen, The existence of shipping and the efficient transport of goods across the oceans and seas with its intermodal connections is often taken for granted by the consumer, manufacturing industry and government decision makers alike. It is well known that around 90% of merchandise is transported by sea, in which high quality European shipping is on the frontline in trades from and to Europe, in intra-European and in global cross-trades. The growth in world trade is now more marked, in relation to the growth in global gross national product, than is usually the case. This is primarily due to China’s increasing integration into the global economy. Positive signals from the WTO negotiations make it likely that the process of global economic integration will continue at a good pace. Since the greater part of exports now is transported by sea, this helps boost the demand for shipping services. For international shipping it is very good news that world trade growth is accelerating even more rapidly than usual, in relation to economic growth generally. World merchandise trade continued to increase during the last year with positive effects on shipping being the main carrier of it. Almost all shipping markets performed very well and no drastic changes to this positive development are expected. The growth in trade exchanges was characterised by specific regional influences particularly in China and India. The global economy is expected to expand, but much will depend on the rate of industrial development in Asia, import and export growth in the United States and in Europe, as well as the price of oil. Prudent estimates show a close to 4% growth in global GDP and according to WTO an expansion of world trade by close to 8% for 2005. The outlook for growth in economic activity differs between regions and ____________________________________________________________________ Dutch Maritime Network 25
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countries, with China, but also India and South Korea standing out, closely followed by Russia and the United States. Key to the above mentioned developments is the provision of reliable and efficient maritime transport services to safeguard the supply of the necessary raw materials and to carry the merchandise to the ever more demanding global markets. A fundamental requirement is that the access to markets is free, allowing shipping to serve in a truly competitive market. In an ideal scenario the WTO should soon come to a fully subscribed comprehensive maritime agreement. In the run-up or as alternative, reciprocal freedoms can also be negotiated bilaterally by the EU with third countries. We strongly feel that the European Commission’s responsible services should pave the way towards implementing the above suggested objectives for the maritime industry. Strong leadership and a pro-active international approach of the maritime related work programme within the Community, could without any doubt provide the necessary tools for reaching the end goal. The appropriate institutional tools can be found in the package of the 1986 Regulations. Ladies & Gentlemen, An appropriate European transport policy should guarantee an attractive operating environment for European shipping. This has been stressed among others also by Greece in its submission to the initiative on a “ Future maritime Policy for the Union ” launched by Commission’s President Barroso and co-ordinated by Commissioner Borg. In this context particular attention was drawn to the importance of the “de facto” global character of shipping necessitating a respective global approach in respect of regulation. More over, the review of EU Competition Rules on maritime transport services is in full process. We hope that the ongoing dialogue with the Commission services will result in workable regimes for both liner and tramp shipping. The latter is “ terra incognita ” for many; therefore we consider that appropriate Commission guidance prior to changes is essential. In the initial discussions between Member States, the industry and the Commission on the “Third Maritime Safety Package ” the global character of shipping necessitating global rules was reiterated by industry and acknowledged by the Commission. We have attributed particular emphasis to the fact that a proper application of existing rules should be essential in a safety and environmental policy. An efficiently working IMO, supported with the necessary expertise from Member States, is the backbone of maritime safety for a global industry. Steps weakening the efficiency and the decision-making process of IMO should be avoided. We look forward to a continuation of the constructive dialogue with the EU Institutions on the Maritime Safety Package III when published later this year. Unlike the two earlier packages of safety proposals taken in the heightened political atmosphere in the aftermath of the ‘Erika’ and ‘Prestige’ accidents, there has been sufficient time to develop workable initiatives. I am confident that the suggested ____________________________________________________________________ Dutch Maritime Network 26
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measures will further on define a realistic legal environment for the European shipping industry without providing a potential competitive disadvantage to the European fleet and European sea-borne trade in general. As you already know ladies and gentlemen, on the legal front the discussions and the agreement on the Directive on criminal sanctions for pollution from ships have been controversial. The outcome from our viewpoint is considered to be unsatisfactory. The main reason being that the practical application conflicts with international legislation and in particular with the IMO international legislative regime. From our view point I very much regretted that – for pure political reasons – the much contested criminalisation of accidental ship-source pollution, when it occurs in territorial waters and in Community ports, had been maintained. This is in conflict with MARPOL as well as the fact that serious negligence is taken as a basis for criminal liability. At this point I would like to draw up your attention to the human element issue. It is no secret that shipping faces problems, the more influential of which is, to our understanding, the declining numbers of young people joining the maritime profession and following careers at sea. It is self – evident that the most vital factor, an asset of immeasurable value, is the human resources employed on ships and the on shore maritime related activities. One could not imagine the existence of the shipping industry without its valuable workforce, seafarers. However, according to BIMCO / ISF’s study “the world wide demand and supply of seafarers ” these is currently a world wide shortage of officers corresponding to 4% of the total workshop (16.000 officers) and the prediction is that by the year 2010the shortfall will rise to 46.000 officers. The European Union faces the same problem but to an even more serious extent. The shortfall of EU seafarers impacts negatively the shipping industry as a whole, whereas both the on board and the on shore maritime related work posts face manning problems that may directly threaten the existence of the shipping activity and the sustenance of maritime know –how in Europe. Responding to the facts identified and described above, among the action taken was the introduction of the working document during the Greek presidency of the EU titled “improving the image of community shipping and attracting young people to the seafaring profession” which received a warm reception on behalf of the other MS and thus led to the introduction of the corresponding Council Conclusions of 5 June 2003. After what I have already mentioned it is no surprise that we received with great pleasure the UK’ s paper which continues and builds upon our previous relevant work. We welcome the initiative of the UK presidency and it feels reassuring that another Member State of the EU with great shipping culture, tradition and historical bonds with the sea is keen to share our concerns regarding the issue in question, for we believe that through common action, ideas’ sharing and coordination we will finally get closer to the desired outcome which is none other that the maintenance of
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maritime know-how in the European Community. Europe cannot afford to loose its role as a producer of maritime services in the globalised economy. Furthermore, what we would like to contribute, is our experience gained and the lessons learnt from our long standing effort to attract more people to the maritime profession. The Key message is that the image of the maritime profession must be improved. These is no way to persuade somebody to join a profession which is not generally respected or renowned whatever means, promises or advertising tricks you may use. Therefore recruitment attempts should try to: • Improve the image and re establish the status of the maritime profession. • Improve its popularity and develop momentum. • Promote the positive aspects (academic status, secured professional development, conditions of work, remuneration). • Address potential recruits at schools. • Introduce advertisement campaign which must be continuous and consistent. Ladies & Gentlemen, Being only a couple of weeks away from the Hong Kong Ministerial related to the GATS negotiations, I would like to make a short reference in respect to the continuous efforts for liberating maritime transport services, within the WTO framework. WTO / GATS – Maritime Transport Services. Negotiations on services - and also on maritime transport services - have suffered from the general lack of progress of the DDA (Doha Development Agenda). But it is worth noting that maritime transport was included in 42 of the 67 offers that have so far been put on the table in Geneva. This shows a serious interest in getting the sector properly covered during this Round of negotiations. The EU made a comprehensive offer, while in general all the countries that already have made commitments on maritime transport services have improved in their original offers. In our view the main positive development since the 1996 round of negotiations, is that China and Chinese Taipei are now WTO members, with maritime commitments. China is now taking active part in the informal maritime friends group. In addition the Russian Federation & Saudi Arabia are also including maritime commitments in their accession commitments. Greece is very keen to see the negotiations come to a good end by way of reaching a critical mass of countries with substantial maritime commitments, from which all parties stand to gain. A solid agreement on maritime transport services should resolve existing regulatory obstacles and bring long term legal certainty for international maritime operators. At the same time an active external relations policy of the EU through bilateral approaches is fully supported by Greece. The maritime agreement with China and the starting of effective negotiation with India are key elements of that.
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In particular the EU – China bilateral maritime agreement, which was signed in Brussels in December 2002, can be clearly seen as the flag ship for the Community maritime external relations, due to the fact that it constitutes the first agreement in the field of maritime transport services at EU level. In addition, The EU-India Summit of November 2003 brought the long awaited positive reaction from the Indian side to start preparatory talks towards a bilateral maritime agreement. The EU attaches much importance to an agreement, largely formalizing the already existing open access to the Indian market, ports & port services and other related activities, considering also the major role played by India as a qualified maritime labour supplying country. Greece is looking forward to the official initiation of formal negotiations between the Community and India for concluding a maritime agreement. EU bilateral relations are an area of activity too wide to cover here and to do justice to the efforts made and the intensity of the work, involving very many individual third countries and regions. Maritime transport is recognised as critical to external trade and economic development, serving best under free market conditions. The different EU bilateral agreements therefore increasingly include more detailed maritime transport clauses on free access to the market, to ports and port services, as well as on establishment and ancillary services. As characteristically mere examples, mention can be made to the Barcelona Process, which is progressing consistently and aiming to evolve into a Euro-Mediterranean Free Trade Area by 2010. Ladies & Gentlemen, Concluding this presentation I would like to draw your attention to some elements, which seen from our view point should constitute priorities for EU decision makers in the field of maritime transport. Currently the international shipping market still remains in a “peak phase”, where supply and demand are in a tight balance and consequently freight rates are high. In this situation government decision makers, investors and also ship-owners should exercise responsible leadership with the vision to support the industry as a whole. In particular they should take into account that when supply overtakes demand the market will certainly move into the downturn phase. Although the downturn is generally caused by fundamental factors such as the business cycle, the clearing of port congestion and the delivery of vessels ordered at the top of the market, all of which take time, sentiment could potentially accelerate the process. The dominant position that the EU shipping industry enjoys in a world wide context forces the Community decision makers to adopt a pro active policy to all aspects affecting the shipping industry and the European waters. Greece supports all policies, which would positively sustain the world’s maritime sector, ranging from competition policies, to maritime safety & security, the human element and the prevention of marine pollution. The particular importance assigned to maritime external relations and to liberalization policies is evidenced by the global character of the shipping business and the much needed regulatory and economic rallying among all maritime countries. ____________________________________________________________________ Dutch Maritime Network 29
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Another area of cooperation concerns the problems created by protectionism in maritime activity, which, despite the progress made towards liberalism during the last twenty years, continues to constitute a serious threat to world economic welfare. In this respect, we believe that regional regulatory initiatives constitute unnecessary impediments to world trade and that given the international nature of maritime activity we should strive at achieving commonly accepted international solutions. We should also examine thoroughly the impact of regulatory initiatives prior to their adoption.
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8. Ms Karin Yrvin, State Secretary, Ministry of Trade and Industry, Norway Mr. President, Ministers, Excellencies, Ladies and Gentlemen, It is a great pleasure for me to be with you at this conference. I look forward to sharing with you the Norwegian perspective on the new European maritime policy. We believe that the maritime sector is one of the most crucial building blocks if the increased prosperity experienced by many parts of the globe is to continue, and – even more important – to spread to the less fortunate parts of the globe. The Norwegian Government therefore strongly supports the development of a new and even more dynamic European maritime policy, and wishes to play an active role in framing it. The Norwegian government believe Norway and the European Union share fundamental ideas on the management of maritime affaires. A maritime policy should ensure a holistic approach to all activities with an impact on the marine ecosystem. An effective and progressive European maritime policy is of paramount importance to Norway, and a goal towards which we will contribute. We are pleased that the European Union recognizes that Norway has significant interests, experience and expertise in the maritime area. Norway is one of the world’s major maritime nations. We have one of the world largest merchant fleets. We are the world’s third largest exporter of seafood. Norwegian companies deliver 7% of the world’s ship-equipment. The maritime industries are important to the future of the Norwegian economy. Therefore, the maritime sector will be high on the agenda of the New Norwegian government Let me now move on to presenting some of the Norwegian interests in the maritime field. Shipping is Norway’s second largest export industry. Norway’s international merchant fleet comprises around 1600 ships. Norwegian shipping companies make up the core of a comprehensive maritime cluster. This cluster stretches from shipbuilding to classification, manufacturing of ship equipment, ship broking, ship finance and insurance as well as maritime offshore activities. About 90 000 people make their livelihood in these industries. In 2004, the total turnover of the Norwegian maritime cluster amounted to 29 billion Euros. Tourism is another key sector for Norway. In 2004 3,5 million foreign travellers visited Norway. A relatively large proportion of foreign travellers to Norway arrives by ferries and cruise ships. There has been a significant increase in cruise tourism. We wish to increase the number of foreign travellers to Norway. The development of tourism connected to the ocean and coast should also benefit the general aim of developing a sustainable framework for employment and industry. The fisheries and aquaculture industry is equally important to Norway. 95% of the Norwegian catch and production of seafood is exported to 150 countries around the ____________________________________________________________________ Dutch Maritime Network 31
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world. The total export value is estimated to reach 4 billion euros in 2005. The sound management of marine resources is important to us. Despite elaborate management regimes in Europe, too many stocks are still overexploited. Hence fisheries are not yielding optimal economic return or securing a sustainable use of our marine resources. The sustainability of the fishing sector should be essential in the development of a New European Maritime Policy. The petroleum industry is the largest of the industries linked to the maritime environment in Norway. We are the world’s third largest exporter of oil and natural gas. The Norwegian experience has proven that exploiting offshore petroleum resources is compatible with an environmentally sustainable approach to our oceans. The technology, knowledge and resources gained in offshore development also benefit the development of new energy technologies. These include tidal waterpower production and offshore windmills. To achieve a sustainable use of the ocean’s resources all activities with an impact on the marine ecosystem should be seen as a whole. As a tool to implement this policy in practice, Norway is developing regional management plans for the Norwegian Seas. A central political priority for Norway is to develop a cohesive strategy for the High North. The management plan for the Barents Sea is scheduled for spring 2006. The purpose of the management plan is to enable a balance between commercial interests such as fisheries, maritime transport and petroleum activities on the one hand and sustainable development on the other. The same sustainable and efficient use of the ocean’s resources should be the basis for the new European Maritime Policy. I hope this introduction has given you an idea of the spectre of the Norwegian maritime interests. Let me now go into more detail in the area that interests us most here today, namely the shipping sector. Norway is a small, open economy that is dependent on international trade. Today, that dependency is common to most economies, which is certainly a good thing. International maritime transport makes international trade possible. About 90% of all goods in international trade are transported by sea. Sea transport also remains by far the most cost-effective way to move goods and raw materials in quantity around the world. So it is evident that international shipping is an enabler of global trade and thereby global prosperity. Indeed, shipping can be said to constitute the lifeblood of global trade, and as such to constitute one of the most important preconditions for the dramatically increased prosperity that many areas of the world have seen the last 60 years. On this basis, it is evident that a sound EU policy in this area is essential. Let me indicate some further elements that we believe to be important in this context. Non-discriminatory market access and a stable fiscal environment are important to secure the international competitiveness of shipping as a cost-efficient means of transportation. It is a fact that there is little or no taxation of international shipping activities. This goes both with respect to the profit of shipping companies and ____________________________________________________________________ Dutch Maritime Network 32
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salaries of seafarers. Norway appreciates the initiatives by the European Commission in establishing long-term guidelines and limits for support schemes for the maritime transport industry. The use of subsidies and particular tax benefits in the maritime transport sector may, however, distort competition and create economic inefficiencies. A long-term solution to this issue might be found if the work of the WTO/GATS on subsidies in the service sectors is more actively pursued, which it should be. Shipping is a global industry. Therefore challenges in shipping require global solutions. We need to ensure high global standards through international rules and regulations. The EUs Maritime Policy should, in our view, avoid the development of unilateral regulations, and strongly support continued efforts on an international level. Let me give you a few of examples: First, Norway puts high priority on the work done in international forums such as the International Maritime Organization. IMO should continue to be the primary body for developing international rules concerning safety, security and environmental protection for the shipping sector. Second, the work in ILO on updating and consolidating a comprehensive Maritime Labour Convention for seafarers is also important. Lastly, it is crucial to properly reflect the liberal market conditions for international maritime transport in the rules of the world trade system through the WTO/GATS agreement. As you are all well aware off, Norway is integrated in the EU internal market through the Agreement on the European Economic Area (EEA). All regulations of the European Union in the maritime area thus apply in Norway. Norway also has a comprehensive co- operation with the institutions of the European Union in the maritime sector, such as the European Maritime Safety Agency. Norway supports and takes active part in EU’s work on promoting Short Sea Shipping. We have established a Short Sea Promotion Centre in Norway. We also participate in the EU Marco Polo programme. Our cooperation is also essential to influence the development of international regulations in the shipping area. Let me now elaborate a bit more on the Norwegian approach to shipping policy, and in this context touch upon some further elements that we believe should be covered by the new EU maritime policy. In addition to non-discriminatory market access and a globally competitive and stable fiscal environment, there are two important points which provide quality shipping nations with a competitive advantage: first and foremost, high safety and environmental standards, second, innovation and knowledge. I believe all of these areas will also be of interest in the process leading up to the New European Maritime Policy. As a major maritime nation with a long and vulnerable coastline, enhancing safety and security and reducing marine pollution associated with shipping are of great importance to Norway. International regulations that assure the same high global environmental and safety standards are important to secure the industry a level ____________________________________________________________________ Dutch Maritime Network 33
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playing field. We should work to prevent competition based on sub-standard shipping. The responsibilities for control of vessels by flag states are our primary tool to raise standards. Our second line of defence is port state control. However, it is important to develop efficient target mechanisms and avoid the duplication of controls. These mechanisms should also be balanced with the need to avoid hindering trade unnecessarily. The European Maritime Policy should underline the importance of these efforts. The realization of safe and cost-effective maritime transportation is vital to economic development and hence to employment. Seafarers represent a vital source of knowledge for the shipping sector. In addition, maritime industries need ex-seafarers for land- based operations in order to ensure the industries competitiveness. European seafarers are valued for their high technological knowledge and excellent safety standards. The Norwegian fleet employs 50 000 seafarers of which approximately half are from the European Economic Area. I believe that one essential aim of a European maritime policy should be to develop a sustainable framework that allows the industry to continue to generate employment based on competence and quality. The Norwegian Government sees innovation and knowledge as the foundation for continued development of the competitiveness of the Norwegian maritime industries. Therefore, the Norwegian Government has established two schemes to further increase research and innovation within the maritime industries. These initiatives are based on cooperation between the maritime industries, research institutions, and public authorities. Norway is also a full member of the European framework program for research and development. I believe research and innovation is fundamental for the future of the maritime industry and of strategic importance to the economic and social development of Europe. This point, too, should be reflected in the European Maritime Policy. As I stated earlier, the government of Norway considers the maritime sector to be of paramount importance to European and global prosperity. We also consider that it is a sector in which sensible policies and free markets must interact in a constructive way to achieve the desired results. Norway thus strongly supports the EU’s holistic approach to maritime management. By addressing maritime issues across a broad range of sectors, the EU will have a resilient policy. We believe the EU maritime policy should be developed in ways that stimulate economic activity and employment, while at the same time balancing the considerations to the environment. To repeat one essential point, I believe the shipping sector will be very important in the New European Maritime Policy. Safe, secure, environmentally friendly and efficient shipping will benefit the population of Europe through economic growth, employment and environmental protection. Norway looks forward to playing an active role as a partner to the European Union in the development of the new maritime policy. In that context, we look forward to welcoming you to Norway on the 5th and 6th of October next year for the conference of the Maritime Industries Forum. This will give us an excellent opportunity to check up on our progress, and further discuss the issues raised here today.
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9. Corrado Antonini, chairman Fincantieri, Italy The need for a European maritime policy in the shipbuilding industry Thank you for inviting me to this prestigious event. Evidently I cannot but approve the initiative launched by the EU Commission, taking into account: • the great economic and social value of the European maritime system, as a whole and in its different segments; • the importance of a comprehensive maritime policy, complementing and integrating several different sectoral policies; • the growing link between maritime activities and environment. The holistic approach, in the first place, exalts the strategic relevance of each single segment. As to shipbuilding: if single countries cannot totally depend on others for the production of transport and defence means which are vital for their economy and security (but today I am not speaking about this last aspect), obviously this strategic role is all the more true for a world power like the European Union. The tendency towards integrated policies in the maritime field, on the other hand, is not new in Europe. I refer, in particular, to maritime Clusters, who are among the organizers of this Forum. Their aim - besides making more attractive for the public opinion some activities which are often underestimated and sometimes even blamed is to meet specific interests, being aware that some targets can be reached only by increasing “critical mass” and synergies. As to the objective of the Green Paper related to employment and economic growth, I would like to mention some of the possible fallouts that the New Policy could have in a sector – shipbuilding - complex, fully exposed to international competition and subject to cyclical trends. I would like to begin with a few highlights about our sector because they are often overlooked. European shipyards are leading the world market in terms of turnover. In 2004, more than 10 billion Euro turnover were achieved only on newbuilding of merchant vessels. The shipyards supply more than 100.000 direct jobs for a high skilled labour force. In modern ship construction, on average more than 70% of the final vessel is produced by a vast network of system, equipment and service providers, which add another 250.000 jobs. And as the new European Maritime Policy focuses on growth and employment let me underline the key role of modern ships: in almost all the fields of maritime activity, improved performances are driven by innovative ships and other floating structures. A competitive European shipbuilding industry is, therefore, a crucial factor towards improved maritime performance, which is the key to exploiting growth opportunities in several maritime fields.
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Quite contrary to often witnessed public perception, global shipbuilding is one of the strongest growing markets for manufactured goods. There are attractive opportunities for European yards; we are technology leaders and almost half of the global demand is generated by European shipowners. The strongest growing shipbuilding nations Korea and China both depend up to roughly 2/3 on orders from Europe. Naturally, in a globalized market such as shipbuilding, shipowners are free to purchase their ships from anywhere in the world wherever they can obtain the best deal. That is to say that it is up to European shipbuilders, first of all, to improve their competitive position, as it is being done with the implementation of “LeaderSHIP 2015 – Competitiveness through excellence”, the comprehensive community plan which dictates the action lines for the reshaping of the shipbuilding sector. This implementation will have, by the way, a positive fallout for many other maritime activities. Coming back to owners’ freedom, I believe that also in a globalized market (but everyone knows that protection systems do exist in some countries) efforts should be made to identify a “European priority” aiming at “encouraging” – I say encouraging, without obligations therefore for shipowners - the construction of ships in EU shipyards. This in particular wherever programs are put in place with the incentivation of the EU, such as the Marco Polo project. Many European yards are evaluating the opportunities arising by the development of short sea shipping with the so-called Motorways of the Sea, included by the European Parliament among the 30 projects of priority interest for the Europe of the future. In my opinion, it would be unforgivable if public funding supporting the renewal and the enhancing of short sea shipping in Europe, would be spent in Asia. This occurred for oil tankers, when the double hull regulations were implemented. The segment was lost for European yards. Today ferries – in their several typologies - represent market segments where Europe has the technological leadership and which we firmly intend to preserve. Another measure, eagerly awaited by medium-small shipbuilders, is the adoption of modern financial and guarantee schemes for investments in ships. These examples of measures aiming at strengthening the shipbuilding industrial structure of the Union appear today more valid than ever, also in the light of the probable reversal of the world shipping cycle and, consequently, of the shipbuilding industry, after the extraordinary boom in the last years. Last month, in China, the annual meeting of the representatives of the shipbuilding industries of Japan, Europe, China, Korea and USA, a convention called JECKU, was held. Well, while Korea for the first time assumed a position coherent with those of Europe, Japan and USA, China only – due to their huge production capacity development plans – did not openly point out the dangers of a new market unbalance between offer and demand, with falling prices and consequent war amongst ____________________________________________________________________ Dutch Maritime Network 36
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producers also through unfair commercial practices. And the impact would certainly cause, once again, substantial damage to European industry and its vaste ancillary sector. As a matter of fact already today the “China effect” is being indirectly felt by European yards through the attitude of the Korean shipbuilders; Chinese yards are entering more and more the standard ship segment and this will more and more push Koreans towards high-tech ships, the typologies, in other words, we are focusing on. Coming back to the expected down-turn of the market, for the mid-term, European shipbuilders are expecting a “soft landing”; orders acquired worldwide in the first half of this year, however, decreased by 31% compared to the record level of mid2004. Both owners and yards are becoming more prudent. Medium-long term demand forecasts depend upon world wide economy and sea born trade growth (and the opening of new markets besides China has a positive effect), in addition to fleet renewals deriving from new technologies and regulations in the field of safety and environment. But future shipbuilding capacity will likely be much larger than the newbuilding demand. Unfortunately, all attempts carried out by Europeans to address somehow the problem of overcapacity and injurious pricing at OECD level have so far not been fruitful. Just two months ago OECD agreed to a period of reflection in their work as there was insufficient ground for a successful conclusion. We believe that the EU must keep a steady position towards an agreement with stringent and effective rules valid for all players, the recovery of an acceptable level playing field being a necessary condition for the safeguard of our industry. Furthermore, the current slow ratification process of IMO decisions could be considerably accelerated by a ratification at EU level instead of Member States level. However all participants in the process should be consulted to reach the correct decisions, in order to avoid uncertainties and overcosts deriving from drastic measures on the emotional wave of some unfortunate events. In this general context, European shipbuilding is firmly advocating a new image and contents to strengthen its competitive positions, especially in its more congenial market segments, where price is not the sole competitive factor. The permanent challenge is to innovate products and production processes. This applies to ships and – more and more for the future – to means for the exploitation of deep sea energy and other raw material resources, in other words, the off-shore industry. With specific reference to the off-shore industry, let me quote the Eurogif summary: “Deep and ultra-deep water require innovative technologies such as sub-sea systems, floating production, storage and transport infrastructure that can withstand hostile environment. Off-shore construction, shipbuilding and marine equipment sectors are converging more and more …..”. Shipbuilding has thus become of strategic importance for the energy policy of the EU. Improving RDI efforts is therefore a key pillar of LeaderSHIP 2015. Indeed, the manufacturing maritime industry – yards and suppliers - is already investing significant resources in RDI and keeps very tight links with research centers and ____________________________________________________________________ Dutch Maritime Network 37
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universities. The contribution of the EU in this field is, on the other hand, of paramount importance: the increase from 10 to 20% of innovation aid – an intelligent form of support that needs to be continued and improved - has already been approved; furthermore, the Waterborne Technology Platform, which identifies the key R&D challenges for the maritime industry, provides a medium to long term vision and formulates a strategic research agenda, was launched. It is now vital that the results of this work are properly reflected in the 7th Framework Programme. Equally important are the protection of the Intellectual Property Rights and securing access to a skilled workforce. IPR are a valid asset of our industry, which has no sufficiently established culture in this field. The existing instruments (copyrights, trademarks, registered designs, etc.) need to be exploited to the full and knowledge data bases should be built and run by dedicated IPR entities. A legal protection of the intellectual property must be envisaged in order to limit the transfer or the leakage (through owners, class societies, consultants, suppliers) of know-how and innovation developed in Europe with costly efforts. As to a skilled workforce in a rapidly evolving industry, a general effort is awaited with regard to training at all levels, social dialogue and, last but not least, in communicating a more positive and attractive image of the maritime activities. All this being said, building on the existing sectoral policy of the Union, the Green Paper should deeply explore the opportunities arising for shipbuilding within the context of the New Maritime Policy. On the other hand, the Communication to the Commission from President Barroso and Mr. Borg reads: “The challenge for Europe to maintain a competitive commercial fleet and a healthy shipbuilding industry requires proactive industrial policy based on science, research and innovation, and within a sustainable European maritime policy framework�. To conclude, the fact that all the different issues concerning the maritime economy are examined and considered in unity through the launching of an organic policy, cannot but have our approval and our full cooperation. As to the spirit of the New European Maritime Policy, the wish is that it shall be pervaded by the same energy that marked the Lisbon Agenda in the year 2000, but hopefully with better results. At the same time, for the success of its implementation it will be essential that all stakeholders (Member States, shipowners, yards, equipment makers, ports, etc.) make themselves responsible, in a growing awareness of the importance of the European maritime economy as a whole.
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10. Bird’s Eye View Policy Papers
Considerations: 1. Shipping is vital to the competitiveness of the European economy, in deepsea and shortsea trades. 2. European shipowners control 40% of the world fleet, they are a large export earner and a demand-driver of the European maritime cluster. Policy recommendations: 1. Ensure the potential for growth in Europe through adequate transport capacity in ports and hinterland connections. 2. Ensure a stable and competitive environment for EU shipping, i.e. state aid guidelines, nautical training and maritime education. 3. Keep maritime rules and regulations global, based on IMO and ILO conventions, including UNCLOS. 4. Support a positive development of shipping in the EU through enhancement of the maritime supply chain efficiency (in particular in shortsea shipping), sufficient port capacity, good hinterland connections, efficient port services, training of seafarers, solid maritime know how infrastructure, practical RD&I projects for the maritime cluster, assure a global free market environment for shipping services. 5. An environmental approach with a global perspective. Global regulations should be enforced, port and coastal states should provide reception facilities and places of refuge, Port State Control should have sufficient resources and target primarily substandard shipping, quality shipping should be rewarded by lesser controls.
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Considerations: 1. European shipyards lead the world market in terms of turnover and innovative products and processes, investing 10% of their turnover in RD&I. 2. LeaderSHIP 2015 has become a role model for successful industry policy at the sector level in response to the Lisbon Agenda. 3. A competitive European shipbuilding industry is essential for the growth of the maritime cluster, in particular the shipping and offshore sectors. Policy Recommendations: 1. Maintain the technological leadership through substantial funding of RD&I in the 7th Framework Programme (Waterborne TP). 2. Uniform implementation of the EU innovation (RDI) support policy as established within the framework of the state aid guidelines. 3. Creation of a level playing field within global shipbuilding markets, through application of anti-dumping rules or equivalents. 4. Competitive financing of ships, during the construction and pre-delivery period, via the European Investment Bank. 5. Ratification of IMO decisions should be accelerated in Europe. 6. Public financing for short sea shipping should support safe and environment-friendly ships, as part of the “highways of the seas�. 7. Co-operation within naval shipbuilding should promoted. 8. Better protection of intellectual property rights of shipyards. 9. Maritime education is a key asset which should be supported.
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Considerations: 1. The European marine equipment sector is globally prominent and creates a very high level of employment and value added. 2. The sector depends on a strong home market of shipbuilders and shipowners in order to secure its exports and future. 3. This interdependency between maritime sectors necessitates a holistic and global European maritime policy. Policy Recommendations: 1. Maintain and strengthen a complete European maritime cluster by enhancing its competitive position, long term growth and employment. 2. Strengthen European maritime research, development and innovation through consistent long term RD&I programmes. 3. Environmental rules and regulations should be implemented and enforced by international institutions, while the EU should use its weight in IMO to get these rules and regulations adopted. 4. The hightech marine equipment sector wishes a better protection of its intellectual property rights, especially of the SME’s in countries outside Europe. The current EU strategy is endorsed by the sector and should be pursued vigorously by the Commission. 5. The European certification process for maritime equipment (MED) has limited scope, as it is only applicable to EU-flagged ships. The EU should strive for a mandatory mutual recognition of certificates issued by the European classification societies of EURACS.
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Considerations: 1. Oceans and seas are of utmost importance for the oil and gas industry: 34% of the worldwide oil production was produced offshore in 2004, which should increase to 40% by 2015. Gas production will follow a similar growth pattern from 27% in 2004 to 34% in 2015. The emerging methane hydrates offer many new opportunities. 2. Deep and ultra deep water developments require innovative technologies such as subsea systems, floating production, storage and transport infrastructure that can withstand hostile environments. 3. Offshore construction, shipbuilding and marine equipment sectors are converging more and more and this underlines the necessity for a strong maritime cluster. 4. European offshore companies are world leaders. Policy Recommendations: 1. A European policy could help identify areas of common interest and cooperation thus creating synergies, areas of overlapping thus avoiding duplications, areas of contrast which should lead to bridging the diverging interests of the different sectors. 2.
A European policy should focus on research in marine science and technology as this is a prerequisite for the step innovations that are necessary to develop energy resources in ultra deep water.
3. RD&I in marine science and technology should be recognized as an independent research domain in the 7th Framework Programme.
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Considerations: 1. The proper functioning of a system of rivers, waterways, ports and seas is an essential part of the hydrological safety and of the economy of the EU. 2. When realizing hydraulic works, ecological aspects gain more and more attention, while regulations have to be established at EU level to control the sometimes conflicting interests. Policy Recommendations: 1. The knowledge underlying the regulations is not always solid and sometimes open for discussion; an upgraded research programme under FP7 into all aspects of hydraulic works, like dredging, has to be at the basis of a balanced European Maritime Policy. 2. A European Expert Centre should be set up that fills the knowledge gaps regarding biotechnical, geomorphological, and civil-technical knowledge, as well as the governmental processes, and decision making models. 3. Acknowledging the importance of the hydraulic infrastructure for the European environment and economy and incorporating this insight into a regulations of new European Maritime Policy 4. A considerable investment should be made into the development of new knowledge of hydraulics, dredging and ecology, which shall be disseminated and made available to the public at large, and which should be used for planning and management of works, for formulating universal standards for contracts and for impact studies for the European aquatic infrastructure.
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Considerations: 1. European seaports are essential for the external and internal trade and passenger flows. 2. Seaports generate large employment and value added. Policy Recommendations: Facilitating development of adequate port capacity, maritime access and hinterland connections to allow ports to fulfill their role as gateways for Europe’s external and internal trade. 1. Fostering the provision of competitive and efficient services in ports and within the transport chain. 2. Stimulation of the wider community responsibilities of ports. A future EU Maritime Policy should not try to achieve: 1. An interventionist approach to port development; it should rather facilitate sound market-based and sustainable development. 2. An isolated maritime policy; it should rather be a closely coordinated policy with EU transport policy. 3. New and/or fragmented legislation; it should rather lead to a better coordination and application of existing legislation that affects ports, including non-legislative policy tools, such as interpretative communications and codes of practice.
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Considerations: 1. IACS is working towards the improvement of standards for safety at sea and preventing pollution of the marine environment; a role which is recognized by the EU. 2. IACS members support a holistic approach to oceans and seas, as formulated in UNCLOS. Policy Recommendations: 1. International shipping and offshore industries must continue to be subject to an internationally agreed regulatory framework. 2. The occasional specific, narrowly focused local or regional regulation should be recognized, but it should be consistent with the international regulatory framework. 3. An integrated EU ocean policy that addresses issues of maritime safety and environmental protection should be developed through international comity. 4. EU should encourage prompt implementation of maritime conventions. 5. EU should encourage wide ranging reviews of existing safety regulation to identify areas that can be simplified. 6. EU should encourage the highest standards in maintenance and operation of ships and vessels under EU member state flags. 7. EU should encourages member states to train their PSC inspectors, as well as the cooperation with other PSC regimes. 8. EU should encourage port state administrations to cooperate closely with IACS and Paris MOU. 9. EU should encourage industry input into the expanded terms of reference for EMSA, and the cooperation with members of IACS. 10. Classification societies employ highly skilled and educated people. EU should safeguard the future provision of these people. 11. EU should extend appropriate legal protection to classification societies that operate within EU member states and that are recognized by the EU. 12. IACS members have critical mass and operate to the highest professional standards; they have thus differentiated themselves from other classification societies. IACS requests that these other classification ____________________________________________________________________ Dutch Maritime Network 45
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societies be subjected to quality and management system audits as comparable to those of IACS members. 13. Marine classification societies are part of the most global industry and they rely on principles of freedom of competition and trade to effectively provide service to the shipping and offshore industries. Such principles are based on the concept of reciprocity between sovereign nations. The EU should enshrine these principles and concepts within a EU maritime policy.
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Considerations: 1. The competitiveness of the EU maritime cluster depends on its ability to innovate; classification societies make a large contribution to the maritime knowledge society. Policy Recommendations: 1. The recognition of the vital role played by classification societies in the promotion of a sustainable development of the maritime industries, both with respect to safety of people and assets, as well as the protection of the environment. 2. The recognition of the roles and responsibilities of the various bodies involved in ensuring safe, reliable and environmentally acceptable operations in the maritime transport of goods and people, and in the exploration of oil and gas in European waters. 3. The maritime policy should assure the future competence and availability of human resources needed to reach the goals for economic growth and employment in the EU maritime cluster. 4. EurACS other maritime policy views are in line with those of IACS.
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Considerations: 1. The ESC represents the interests of European industry as users of freight services in all transport modes. 2. The ESC is of the opinion that a EU maritime policy should be closely coordinated with the EU’s wider transport policy, and it should be linked to the Review of the Transport White Paper. Policy Recommendations: 1. The enhancement of the competitiveness of European transport through the removal of inefficiencies in logistic chains. 2. Securing sufficient port capacity that would improve hinterland connections and the efficiency of port services. 3. Providing strategic and benchmark information for long term trends in logistics and the various transport modes. 4. Promoting best practices and pro-competitive business tools with the aim to optimize transport movements and limit the negative aspects of transport, and promote the use of underutilized capacities. 5. A competitive environment for the shipping industry and their customers through a liberalized regulatory policy framework, which permits shippers to compete globally. 6. Increased use of short sea shipping and inland waterways will benefit Europe’s transport system and industry supply chains. Motorways of the sea could create further options to shippers. 7. Maritime safety can be enhanced through compulsory insurance regimes for shipowners entering European waters, like in the US.
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Considerations: 1. All aspects of maritime activity in the EU are interlinked and therefore an integrated policy is necessary Policy Recommendations: 1. Ports play a vital role, and therefore planning procedures should be streamlined in order to accommodate growth in trade. 2. Shortsea and river transport are important modes in EU transport; restrictive administrative procedures should be abolished. 3. The important role of shipping should be recognized, and stringent safety and environmental controls applied. 4. Security and crime prevention in seaborne transport and ports should not disrupt trade; the role of agents cannot be overstated. A unified EU customs code should respect international law. 5. Promotion of shortsea shipping is vital to ports in peripheral regions; these regions should be given priority when allocating fishing quotas. 6. The individual member states’ representation in IMO/ILO should not be replaced by a “EU one voice� structure. 7. An EU Coastguard Agency has its merits, but also carries the risk of duplication and bureaucracy. Therefore its role should be limited. 8. The legislative burden on shipping must be as light as possible; therefore the EU should refrain from interventionist actions where the market will regulate itself. Fiscal regimes that support a level playing field should be maintained. 9. The EU should set some minimum standards for professionalism of performance for ship agents, as developed by FONASBA.
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Policy recommendations: 1. Manpower and expertise: training and education of seafarers should be improved with a view to formalize career paths leading to shore based shipping positions; all existing maritime expertise should be used fully and research data should be shared. 2. Port capacity and transport harmonization: the EU should address measures to facilitate, streamline and improve transportation. Maintaining sufficient port capacity is a key enabler to achieve this, as well as the promotion of inter-modal transport. 3. Regional environmental regulation: the IMO must play the key role in the development of rules and regulations; the EU should clarify how environmental concerns are dealt with in the Lisbon Strategy. 4. Harmonized management of the maritime domain in the Union: BIMCO supports the EU efforts to establish harmonized application and enforcement of EU regulations affecting all stakeholders in the maritime domain, including the industry, the public at large and the member states. This will facilitate for example maritime emergency response and decision making, collection of data for PSC, reception facilities and places of refuge. 5. New technology: new and user friendly VTIS systems should become mandatory to make shipping, fisheries, leisure boating, offshore activities safer.
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Considerations: 1. The recreational marine industry in the EU is an important economic sector which shows continued growth and global leadership. 2. The high percentage of SME’s poses serious constraints for the future. Some further consolidation among the smaller well established businesses would benefit the industry. Policy Recommendations: 1. The EU should stimulate member states to promote and professionalize exports of yachts/boats outside the EU. 2. The EU should review environmental legislation which makes it virtually impossible to (re-)develop new marina’s and launch ramps along coastlines and inland waters. 3. The EU should support RD&I for the yachting sector, and promote diffusion among the SME’s which will allow the creation of a competitive advantage over massed produced products from emerging economies, as well promote improved manufacturing techniques and lean, quality businesses. 4. The EU should stimulate members states to promote and support the training and education of a highly skilled labour force, supported by flexible employment regulations.
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Considerations: 1. Inland shipping plays an important role in European transport and contributes to meeting the challenges of competitiveness, security and the environment. Policy Recommendations: 1. Inland waterway navigation should be building block of European transport policy, which requires a structured dialogue between policy makers and the sectoral stakeholders 2. Improvement and extension of the waterway infrastructure should be an integral part European transport and maritime policy 3. Maintaining a level playing field and fair competition in a liberalized inland shipping market 4. Innovation in inland shipping should be promoted and supported through the current and future R&D and Framework Programmes. 5. Education, training and certification should be harmonized and standardized; recruitment of young people should be stimulated 6. Harmonization of technical, safety and communication standards for inland vessels and navigation 7. Revision of working time directive taking into account the specific industry structure (SME) and nature of inland navigation 8. Stimulation of measures that improve the environmental performance of inland navigation 9. The creation of a Pan-European institution for inland waterway transport which will facilitate the creation a single policy 10. Harmonization of (technical) rules and regulation within Europe, and the ratification of relevant international conventions
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Considerations: 1. Fishery is a sustainable use of the seas. 2. The sea is being claimed for other uses; maritime policy is an opportunity to integrate the management of different sectors and their claims, hence the importance of establishing a rational and well-thought consultation procedure including all stakeholders. Policy Recommendations: 1. The marine strategy as developed by DG Environment should be the pillar of a future EU maritime policy. 2. Stakeholders should be consulted prior to submission of proposals in international bodies (UN, IMO, ILO, etc.). 3. UNCLOS should be the basis of a EU maritime policy. 4. Global studies are necessary to monitor the impact of other maritime activities than fisheries on the marine resources, in particular fish stocks and depletion of certain species. 5. The eco-system approach to fisheries management should not be superceded by other international marine protection protocols. 6. A balance should be found between Habitats and Birds Directives and the Water Framework Directive and fisheries. 7. Promote and implement spatial planning for Community Waters taking into account the needs of the fisheries sector. 8. Asses the (negative) impact of Community policy on human uses of the seas other than fisheries. 9. Evaluate the consequences of the Habitats and Birds Directives on the fisheries sector, and the progress of CFP implementation.
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ECMAR EUROPEAN COOPERATION IN MARITIME RESEARCH
Policy Recommendations: 1. Develop a European maritime R&D agenda: the present European leading role in maritime technology must be maintained. 2. Aim at maritime system innovations: this requires a concerted action at maritime sector levels and at member states level, supported by a strong EU policy and R&D framework. 3. Safe and sustainable maritime traffic systems 4. EU regulation must become a pro-active innovation enabler for the maritime industry 5. Adequate maritime education and valorization: knowledge development requires well educated maritime students; EU should map industry needs and devise an educational scheme to ensure that talented people are available to the maritime industry. 6. A plan must be drafted to stimulate the valorization of the unique European maritime knowledge base and to access it directly and easily 7. Promote the innovative European Cluster, which will impact many domains: political and public image of the maritime industry, environmental and sustainable transport, the high-tech nature of maritime technology, the attractiveness and huge current and future labour market for young people.
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Considerations: 1. The Marine Board has the capacity to provide a unique forum for marine science and technology in Europe and represents a cornerstone of marine research, which can be used to synthesize priorities in the development of the European maritime policy. 2. 50% of the European territory is under the sea; 5% of the biodiversity is known; oceans play a key role in global climates; observation and prediction of marine systems is necessary. 3. To address the many challenges, the creation of the European Research Area is crucial: cooperation to face scientific challenges, partnerships to facilitate the use of research facilities, trans-disciplinary teams to adapt rapidly to new technology development. Policy Recommendations: 1. Develop and retain a vibrant marine research human resources base. 2. Develop focused and coordinated (national) research programmes. 3. Commitment to marine research in FP 7. 4. Enhancing infrastructure capability, i.e. research vessels, ROVs, deepsea technology, and improving access to infrastructure. 5. Establishing ocean observatory networks. 6. Elaborating marine research opportunities towards enhancing European competitiveness in a maritime Europe. 7. Enhancing knowledge transfer: research output designed in support of policy and business opportunities.
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Considerations: 1. Wealth and sustainability of the maritime cluster depends upon having a cadre of skilled professionals. Policy Recommendations: 1. An orchestrated programme to encourage the input and retention of sufficient and high quality, well motivated young people. 2. The highest standards of professional competence of the maritime and marine engineers requires the highest standards of education and professional development; a maritime policy should address the future skills needs of industry and how they are to be met. 3. The policy should acknowledge the importance and necessity of an adequate and sustainable technology intellectual base to underpin the industrial base.
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WEGEMT is a European Association of 40 Maritime Universities in 17 countries Considerations: 1. Maritime universities play a crucial role in education, training and continued professional development of maritime students and professionals. Policy Recommendations: 1. Effective schemes should be developed in order to attract talented students to ensure proper education and training in the nautical professions, engineering and research for the maritime cluster. 2. A system of quality assurance should be developed in maritime education, training and professional development. 3. The educational programmes of universities should be modernized and harmonized by a coordinated action of member states. 4. Rapid increase in technological complexity in maritime structures requires dedicated education and training strategies, methods/tools and courses; the relatively small number of students pose a serious cost problem in education which should be addressed by member states and the EU. 5. Innovation requires the introduction of Research Based Education schemes, as well as effective networking and enhanced collaboration between universities, research institutes and other stakeholders in the cluster; new financial instruments should become available to facilitate these developments. 6. The use of ICT tools in education, e- and long distance learning schemes should be enhanced and implemented with the support of the EU and member states.
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Considerations: 1. The global maritime industry will continue to grow, and it will therefore remain one of the key areas of promise in the 21st century. 2. Europe has a large and hightech maritime cluster that is worth defending. Shipbuilding plays a key role in the cluster. 3. LeaderSHIP 2015 of CESA and the European Commission is an example for a pro-active EU approach to industrial policy. Policy Recommendations: 1. The EU should develop an industrial policy for the entire maritime cluster, based on the concept of LeaderSHIP 2015, addressing issues as level playing field, RD&I investment, ship financing, safety and environment, human resources, restructuring. 2. The EU maritime policy should be closely linked to a European Defence Policy in order to maintain a naval shipbuilding industry. 3. The EU maritime policy should be closely linked to a European transport policy, in particular in the domain of shortsea shipping which offers many opportunities for yards, owners and ports. 4. The EU should support a further modernization of the shipyards in order to facilitate structural product and process innovations. 5. The EU should enforce the highest environmental standards on shipping and ships, on which basis the shipbuilding and marine equipment sectors may create a competitive advantage. 6. The EU should actively promote and support a modal shift from land to sea and inland rivers, and focus FP programmes on creating solutions for the current bottlenecks. 7. The EU should strive for a world shipbuilding agreement within the OECD. 8. The EU should promote the strengthening of alliances between shipbuilders, marine equipment suppliers and shipowners which will help to establish an integrated maritime industrial policy. 9. The EU and member states should safeguard specialized training and educational institutions for the shipbuilding sector, and promote qualification standards.
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Considerations: 1. The environmental NGOs have worked for several years on a legislative proposal for a European Marine Framework Directive, which should be an instrument to protect marine ecosystems and encourage environmentally responsible and sustainable use. The EU Maritime Policy should not duplicate this effort, but rather use the European Marine Policy as it basis. Policy Recommendations: 1. The maritime policy should include all the elements of a marine policy. Environmental governance should be a key element. 2. The EU should explicitly recognize the centrality of healthy marine ecosystems to the sustainability of the sea’s resources. 3. The marine environment is currently in a state of crisis and therefore a sense of urgency has to drive the EU initiative. 4. The EU Marine Strategy should become an integral part of the new EU maritime policy. The strategy has 4 objectives: • To protect, allow recovery and restore the function and structure of marine biodiversity and ecosystems; • The phase out of pollution in the marine environment; • To contain the use of marine services and goods and other activities in marine areas to levels that are sustainable; • To apply the principles of good governance, both within Europe and globally.
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Considerations: 1. It is the responsibility of all of us to contribute to the conservation of the integrity and diversity of nature and to ensure that any use of natural resources is equitable and ecologically sustainable. Policy Recommendations: 1. An EU policy should recognize the international conventions like UNCLOS and should encourage member states to apply the precautionary principle in ways so as to enhance conservation and sustainable development. 2. Conventions related to fisheries management and the marine environment should be made coherent. 3. Marine pollution from shipping, like spills and ocean noise originating from human activity, that degrade habitats and degrade marine life, should be reduced. 4. Conservation and sustainable management of marine biodiversity in the high-seas is hampered by the fact that, for example in the Mediterranean Sea, a major part is considered as high-sea due to the non-declaration of the Exclusive Economic Zones by the riparian countries. The EU maritime policy should address this issue. 5. Various vulnerable marine habitats are threatened and life in deepsea habitats have not even been explored. The EU should protect both habitats vigorously. 6. A rigorous framework of risk assessment of future maritime development plans should be used, as well as the integration of different sectors through the implementation of the ecosystems approach to maritime activities should be achieved.
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Considerations: 1. EMPA represents 5,000 pilots from 22 European countries. Policy Recommendations: 1. Promotion of a maritime career, setting the highest standards of (re-) training and education of seafarers. 2. Using the pilot’s knowledge to the max regarding safety, security, port state control, places of refuge, search and rescue, pollution prevention, research and development of maritime infrastructure. 3. The public service obligations of pilots should recognized. 4. Pilot services should remain outside competition regimes. 5. Compulsory pilotage in certain restricted European waters. 6. Application of the subsidiarity principle, leaving it to the national authority to organize and/or control pilot services. 7. EMSA should be further developed leading to EU harmonization. 8. Shortsea shipping should be encouraged, as well as the use inland waterways; Pilot exemption certificates can help lower cost. 9. EU policy should be in line with IMO rules and regulations. EU and member states demand for higher standards of training and education, quality and safety of shipping, and port services should also be included in the future EU legal framework. 10. The efficiency increase of pilot services has reached its limits; the EU should focus on the further consolidation of existing services and the future demand for pilots due to the increase in maritime traffic.
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Considerations: 1. CEDA and PIANC are stakeholders in the development and application of the Water Framework Directive. Policy Recommendations: 1. The harmonisation of the EC Directives so that they do not conflict with each other, for example in relation to handling sediments. 2. International Protocols and national legislation that have already been developed and implemented should be taken into account. 3. A EU policy should be relevant, beneficial, practical and enforceable, to the conservation and protection of the marine environment while taking account of the broad picture of the benefits of dredging and navigation to the EU and the world.
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Considerations: 1. Europe would not be the Europe of today without its maritime heritage. 2. Keeping the maritime heritage alive contributes to the unification of Europe. 3. Parliamentary Assembly for the Council of Europe asked European governments to support and encourage the preservation of >5,000 historic ships, their public display, and the development of standards for safe operation in European waters. Policy Recommendations: 1. Acknowledgement of the role of private organisations and operators who contribute to the regional tourist economy, and the concept of traditional ships within their flag state legislation. 2. Elimination of legal inconsistencies of rules and regulations, regarding the use of traditional materials (wood) and their conservation methods, crew practices, as well as changes in the scrapping rules of unique fishing vessels. 3. Governments should support restoration and preservation in the same way as this is done for land based heritage objects. 4. Tax incentives are needed, for example zero value added tax, on the repair and restoration of historic vessels.
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11. European Community Shipowners Association (ECSA) The European Shipowners Association (ECSA) agrees that “ocean and seaâ€? affairs and activities are interlinked and therefore supports the development of an allembracing EU Maritime Policy. ECSA recognises that this initiative is in line with what has been undertaken in a number of important states in the world. However, the central difference is that it is the first time that an all-embracing maritime policy is being developed in a region which has the main shipping cluster in the world. Indeed, European shipping controls more than 40 % of the world fleet and the EU has the most important maritime clusters in the world with a direct employment of more than 1.5 million people and a turnover of more than 160 billion â‚Ź. It is also well known that over 90 per cent of European external trade is transported by shipping. As far as intra EU transport is concerned more than 41 per cent is seaborne. Against that background the shipping industry believes that a future EU maritime policy should have the following 5 underlying themes or goals: Ensure the potential for growth in Europe through adequate transport capacity: The Lisbon Policy, aiming at making the EU the most competitive economy in the world, should include the further development of an efficient transport system. Shipping services are a key element in the transport system as the most important mode for international trade. Measures endangering the development and the efficiency of maritime transport services, being the key carrier of European trade, and the sustainable development of ports and the necessary hinterland connections, would be in sharp contrast with the Lisbon Policy that is the main strategy for the EU. A stable and competitive environment for EU shipping: The legal competitive framework (guidelines), that exists today, should remain stable offering an attractive operational environment for shipping in the EU. Unpredictable and often changing rules make it difficult to plan and optimise maritime transport. Keep regulation global: It has been acknowledged that for a global industry, such as maritime services, regional measures, either by individual Member States or by the EU, should be avoided by all means. There are clear indications in different statements that thought may be given to regional measures such as the unilateral extension of Exclusive Economic Zones. Such proposals should be avoided. Different regional safety and environment regimes would be unworkable for shipping as a global industry. The efficiency of maritime services would be seriously endangered with such measures, to the eventual detriment of maritime safety and the environment. Support a positive development of shipping in EU: The positive development of EU shipping could be supported by a variety of action points such as ensuring that there is sufficient port capacity and good working hinterland connections and by constantly improving the efficiency of port services. Given that shipping operates globally it is key that there is an ongoing effort to further improve the free market ____________________________________________________________________ Dutch Maritime Network 65
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environment worldwide. Maritime know how is a basic factor for the EU economy. Therefore a beneficial environment should be created for training and recruitment of qualified seafarers. User-friendly R&D projects that have direct positive results should underpin the further development of European shipping. An environmental approach with a global perspective: The shipping industry has worked pro-actively on the development of internationally agreed measures on environmental protection. Its environmental performance has improved over the years. A global approach is essential and should be enhanced. There is also a role for coastal and other states ashore such as on reception facilities and places of refuge. Port state control in the different Member States should have sufficient resources and improve its efficiency through enhanced targeting on substandard shipping. Quality shipping should be rewarded by lesser controls. Detailed comments and suggestions The European Shipowners Association (ECSA) is the professional Association representing the interests of the Shipowners Associations of the EU and Norway. ECSA was formed in 1965 and has since then had an excellent cooperation with the EU Institutions. ECSA agrees that “ocean and sea” affairs and activities are interlinked and therefore supports the development of an all-embracing EU Maritime Policy. ECSA recognises that this initiative is in line with what has been undertaken in a number of important states in the world. However, the central difference is that it is the first time that an all-embracing maritime policy is being developed in a region which has the main shipping cluster in the world. It is a fact that shipping is a thriving sector within the EU economy and is one of the fundamental elements creating the background for the wealth of the EU. This has always been the case historically and will also be so in the future. To illustrate the key role of shipping for the EU the following facts can be highlighted: • Over 90 per cent of European external trade is transported by shipping. As far as intra EU transport is concerned more than 41 per cent is seaborne. • The EEA flagged fleet share of world market is today about 26 per cent and the EU controlled fleet represents more than 40 per cent of world fleet. • The EU has the most important maritime clusters in the world with a direct employment of more than 1.5 million people and a turnover of more than 160 billion €. • Different studies have proven that shipping is the core industry of the EU maritime clusters. European Shipping has on all fronts developed enormously over the last 10 - 20 years. This goes not only for size of fleet and turnover but also in other aspects such as on improved safety levels, reduction of oil spills, air emissions and accidents. On the latter points the following main elements provide evidence:
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•
•
•
Energy consumption on ships: In those sectors where it competes directly with other means of transport, shipping remains by far the most energy efficient form of transport. Research undertaken by the UK government has demonstrated that energy consumption of road transport by truck lies in the range 0.7 to 1.2 Megajoules/ tonne-km. In comparison, the consumption of a 3,000 dwt coastal tanker at 14 knots is about 0.3 Mj/ tonne-km and a medium size container ship (1,226 TEU) at 18.5 knots about 0.12 Mj/ tonne km. Oil spills: The average number of large oil spills during the 1990ties was less than a third of that during the 1970ties. This dramatic reduction has been due to the combined efforts of the tanker industry and governments (largely through the IMO) to improve safety and pollution prevention. The total amount of oil spilled varies considerably, with a few very large spills being responsible for a high percentage of the total annually. Notwithstanding accidents that attracted public attention such as the ERIKA and PRESTIGE the general trend is an ongoing reduction: Approximately 162.000 tonnes in 1992, 79.000 in 1996, 12.000 tonnes in 2000 and 15.000 tonnes in 2004. It should be mentioned that this decline in oil spills happened notwithstanding the fact that at the same time shipping has grown substantially from a volume just below 20.000 billion tonne miles in 1994 to 27.500 billion tonne miles in 2004 of which some 45 % is oil. As mentioned in the Commission Communication on the Future Maritime Policy for the Union of March 2005, 80 % of ocean pollution results from land based human activities.
These key points should be taken into account in formulating an overall policy. ECSA also fully agrees with the Commission that ocean problems cannot be seen in isolation from terrestrial affairs. Seen from the shipping industry, a main goal for an EU Maritime Policy must therefore be to ensure that this key EU industry will be able to flourish in the future and at the same time ensure sustainable economic development in the EU. Against that background the shipping industry believes that a future EU maritime policy should have the following 5 underlying themes or goals: • Ensure the potential for growth in Europe through adequate transport capacity • A stable and competitive environment for EU shipping • Keep regulation global • Support a positive development of shipping in the EU • An environmental approach with a global perspective Ensure the Potential for Growth in Europe through Adequate Transport Capacity A prerequisite for continued economic development in the EU is transport and meeting its requirements for growth in the future. Shipping will continue to be a very important part of this transport. This reflects the fact that shipping is the lynchpin of the global economy. Without shipping, intercontinental trade, the bulk transport of raw materials, and the import/export of affordable food and manufactured goods would simply not be possible.
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As mentioned in the Commission Communication there can be a conflict in the use of the maritime environment between development of transport services and the use of marine resources, including energy wind farming, and often with the protection of the environment. This can create problems for ensuring the transport capacity for high economic growth in the EU. There is also a contradiction in policy aims of the EU. On the one hand there is a clear EU policy to promote short sea shipping as an alternative transport mode, supported by EU programmes such as Marco Polo and TEN-T (Motorways of the Sea); on the other hand the development of ports and the necessary hinterland connections is already today often hindered and sometimes even made impossible due to policies on “Habitat”, “Birds” Directives and other prescriptions and legislation. The growth in trade, intra Europe and internationally has already at this stage resulted in congestion in many European ports. Rather than taking more restrictive measures, a policy allowing the necessary development of ports and hinterland infrastructure should be considered. The Lisbon Policy, aiming at making the EU the most competitive economy in the world, should include the further development of an efficient transport system. Shipping services are a key element in the transport system as the most important mode for international trade. Today, Europe is lagging behind compared with some main global trading partners in economic growth. This process should be reverted. Measures endangering the development and the efficiency of maritime transport services, being the key carrier of European trade, would be in sharp contrast with the Lisbon Policy that is the main strategy for the EU. A Stable and Competitive Environment for EU Shipping Ensuring a globally competitive and stable environment for European shipping is a major task since its economic effect is tremendous. An appropriate EU framework providing stimulating elements for the maintenance of competitiveness of Member States’ fleets and the promotion of European shipping know-how and maritime training, as well as the employment of European seafarers, is essential for shipping and has positive effects for the whole maritime cluster. The framework has to be stable and has to be applied in a flexible manner taking into account the specific circumstances involved. Key element is that the structural operational environment should be able to meet global competition. It should be remembered that the main part of the turnover for EU Shipping is earned outside the EU. The increase of global traffic, in particular between Europe and Asia, poses a major challenge to the European economy, its ports and the maritime transport sector. Shipping underpins EU trade and there is a need for conditions to be in place to ensure a competitive and viable EU shipping sector also into the future. The legal competitive framework (guidelines), that exists today, should remain stable offering an attractive operational environment for shipping in the EU. Unpredictable ____________________________________________________________________ Dutch Maritime Network 68
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and often changing rules make it difficult to plan and optimise maritime transport. Indeed, shipping is clearly a long term form of business with very long business cycles making a long term operating regime essential. Keep Regulation Global Shipping is one of the most globalized industries in the world and is the backbone of world trade. Therefore the industry needs global rules. Global rules ensure that all countries use effective, clear and knowledge based international rules, which a single country probably could not develop. Furthermore, global rules ensure that European shipping can operate fairly easily all over the World and allow for a level playing field. It cannot be stressed enough that shipping, be it intra EU or International, is de facto a global industry. This “fact� has been accepted by all EU institutions, the Kinnock Strategy Paper of 1996 gives clear evidence in this respect. Also the OECD has clearly stressed this specific global characteristic of this industry. The global character of shipping has also been recognised in subsequent Commission decisions. Since 1998 some 22 Directives and 10 Regulations on safety and environment related to shipping have been adopted in the EU. The vast majority of EU Regulations and Directives on safety and environment as well as social issues are based on IMO and ILO Conventions. This philosophy should be maintained for the future and exceptions should be avoided. As mentioned above it is key for the industry that the global maritime rules are effective, clear and based on knowledge and realities. In this respect the shipping industry wants strong and efficient International bodies to create a global framework of appropriate global legislation. These international organisations such as IMO should make full use of the expertise provided by Member States. Procedures weakening the input of Member States would at the same time gradually weaken the expertise, the technical resources and the quality in the individual Flag States. This should be avoided. Experience has also shown that block voting systems in international organisations gradually paralyse the decision taking process, weakening the efficiency of the organisation. To make International organisations stronger the influence of the 25 Member States should be enhanced and facilitated in some areas by EU coordination. It has been put forward that some international organizations are working too slowly. ECSA does not share that view due to the fact that IMO have been able to deliver responses to new developments even faster than the EU in some circumstances e.g. on the accelerated phasing out of single hull tankers after the ERIKA accident. New EU legislation should not be the prime aim. What is important is that existing legislation, be it IMO and/or EU is properly applied. In this respect EU Member States can directly contribute to enhance high safety standards all over the world by ratifying existing IMO Conventions such as MARPOL Annex VI, the HNS Convention, and the Bunker Convention.
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A good example is also the ILO Labour Standards Convention which is being negotiated right now in ILO. The industry supports, the transposition of the ILO Labour Standards Convention - Consolidated version - into EU law, taking effect when the convention enters into force internationally. New legislation, if required, should be based on international rules and go through a process of cost benefit analysis and impact assessment. As far as the EU is concerned, EMSA should play an important role in giving the necessary technical advice avoiding thereby pure politically based decisions. It has been stressed repeatedly by the maritime industries that for a global industry, such as maritime services, regional measures, either by individual Member States or by the EU, should be avoided by all means. There are clear indications in different statements that thought may be given to regional measures such as the unilateral extension of Exclusive Economic Zones. Such proposals are unacceptable for both reasons of principle and practicality. Different regional safety and environment regimes would be unworkable for shipping as a global industry. The efficiency of maritime services would be seriously endangered with such measures, to the eventual detriment of maritime safety and the environment. Moreover, EU regional measures could lead to similar measures by other countries on a global basis. This would result in a chaotic position for shipping services, providing another argument for a global approach through the appropriate established channels. Therefore International rules, including UNCLOS, should be respected. If Member States would agree to discuss possible changes this should be taken up through the normal channels within the relevant International Organisations. Support a Positive Development of Shipping in the EU The positive development of EU shipping could be supported by the following action points: • The efficiency of all elements of the maritime supply chain should be constantly enhanced. This will directly contribute to making the EU economy more competitive, the key goal of the Lisbon declaration. In this respect specific attention should be given to the nodal points, and in particular, to further improvements in efficiency of port services. Further liberalization of these services, as in other industries, is a must in this respect. • Ensuring economic development in the EU for the long term requires more port capacity to deal with the growing trade. Action is urgent in this respect since congestion in ports and in hinterland connections is reaching an alarming level. As mentioned under point 1, an extension of ports and an improvement of hinterland connections should not be hindered by unreasonable restrictions. The criterium of Community interest should be applied more frequently in this respect. • In the same context, the role of short sea shipping in the overall supply chain should be further promoted by stimulating of well organised infrastructure. At the ____________________________________________________________________ Dutch Maritime Network 70
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•
• •
same time one should respect the agreed prescriptions (vide Marco Polo and TEN-T) on avoiding distortion of competition. The economic and political clout of the EU should continue to be used to further improve a global free market environment for shipping services i.a. through ensuring an enhanced liberal shipping environment through acceptable conditions in the WTO Agreement on Trade and Services (GATS). The example of the EU maritime bilateral agreement with China should be followed with agreements with other important global trade partners such as India. A beneficial environment should be created for training and recruitment of qualified seafarers with the aim to ensure the maintenance and the growth of the necessary maritime know how in Europe. Maritime transport is a sector with substantial and increasing high-technology content, requiring a constant effort in research, development and innovation in the cluster of maritime industries. Much is being done for meeting market and societal needs. Still missing is a concise overview of what has and is being done at national and at EU level, together with tangible results. The recently launched Technology Platform Waterborne may well bring the necessary coordinated progress. Important is that R&D projects are user friendly and that they have direct positive results for the industry. This has not been the case up to now in most instances.
An Environmental Approach with a Global Perspective The shipping industry has always taken a precautionary approach when it comes to the protection of the marine environment and has worked pro-actively on the development of internationally agreed measures. Its performance has improved over the years in respect of lives lost at sea, legal and illegal discharges, and environmental pollution from accidents, as mentioned in the introduction. The industry is also heavily involved in improving the environmental performance of ship engines, particularly in respect of fuel emissions. In this respect it should also be mentioned that MARPOL Annex VI, for the prevention of air pollution from ships, was ratified within the IMO in 2004 and entered into force on 19 May 2005. An EU Directive on the sulphur content of marine fuels was also adopted in this context. The oil industry should now play its part by ensuring that the fuel as required is available at reasonable cost. There is also a role for coastal and other states ashore. This relates to making facilities available for the discharge of oil and chemical residues, garbage and sewage, ballast water (reception facilities) and a proper procedure and places for shelter when a ship is in distress (places of refuge). Port state control in the different Member States should have sufficient resources and improve its efficiency through enhanced targeting on substandard shipping. Quality shipping should be rewarded by lesser controls. The Green Paper could serve a positive role there.
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12. Community of European Shipyards Associations (CESA) Summary • Facts : European shipyards lead the world market in terms of turnover and innovative products and processes, investing 10% of their turnover in research, development and innovation each year. It is a high technology industry. LeaderSHIP 2015, the sector’s response to the Lisbon challenges, has become a role model for successful industry policy at sector level. Its vigorous implementation will benefit the entire European maritime industry. In most maritime fields of activity, improved performances are driven by innovative ships and other floating structures. A competitive European shipyard industry is, therefore, a crucial factor towards improved maritime performance, which is the key to exploiting growth opportunities in several maritime fields. • Key Recommendations: MAINTAIN THE TECHNOLOGICAL LEAD: A strengthened focus on research and development is vital to maintain and reinforce the European leading technological position in the maritime sectors. Sufficient resources should be allocated to the maritime industries under the 7th framework programme on research and development, in accordance with WATERBORNE TP, that identifies the key R&D challenges for the maritime industry, provides a medium to long term vision and formulates a Strategic Research Agenda. It is vital that the results of this work are properly reflected in the 7th framework programme. CESA advocates a uniform implementation of the SUPPORT FOR INNOVATIONS as established with the framework for state aid in shipbuilding [EC (2003) C317/06] by Member States; the respective provisions should be applicable in appropriate form beyond 2006. A LEVEL PLAYING FIELD: Trade distortions in the global shipbuilding market are to the detriment of the global maritime sector. The equivalent of anti-dumping rules, which are not applicable in the shipbuilding sector, should be conceived and further pursued. IMPROVE COMPETITIVE FINANCING: A European guarantee fund for ship financing, in particular for the pre-delivery area, should be implemented by the European Investment Bank. •
Further recommendations: The ratification process related to IMO decisions should be accelerated by implementing a European ratification process for adopted IMO conventions. Public financing for short sea shipping should support safe and environmentfriendly ships. Thus, ships need to be considered as part of the infrastructure which forms highways of the seas.
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In the field of security and defence policy, co-operation between member states and between yards should be promoted, leading a genuine internal market for security and defence products. Intellectual property rights (IPR) are vital assets of the European shipbuilding industry. A clear understanding of the “leakage vehicles” in the complex interaction between yards, suppliers, owners, classification societies and universities must be established and used to vigorously counter abuse. European leadership in many maritime industries is based on unique knowledge and skills of its labour force. Thus, more attention should be paid to the various educational systems preparing for maritime careers. Industry should provide clear responses to structural questions, while policy support should facilitate identified requirements.
Introduction CESA, the Community of European Shipyards’ Associations, represents directly more than 99% of the EU shipbuilding production and more than 85% of the production in geographical Europe in the widest sense. More than 300 shipyards producing, converting and maintaining merchant and naval ships and other floating objects are members of 14 National Associations from the EU, Norway, Romania and Croatia. CESA is a recognised organisation at IMO, OECD, CCNR, UNCTAD and other international organisations. European shipyards represented within CESA are leading the world market in terms of turnover. In 2004, more than 10 billion € turnover were achieved only on newbuilding of merchant vessels. The shipyards supply more than 100.000 direct jobs for a high skilled labour force. In modern ship construction, on average more than 70% of the final vessel is produced by a vast network of system, equipment and service providers, which add another 250.000 jobs. Altogether, the maritime manufacturers are generating an estimated turnover of 30 – 40 billion € annually. CESA welcomes the Commission initiative to create a policy approach to Maritime Affairs. The various maritime industries and services constitute an important economic area. Maritime activities and their impact on European society are as substantial as they are broad. In almost all the concerned areas, improved performances are driven by innovative ships and other floating structures. A competitive European shipyard industry is, therefore, a crucial factor towards improved maritime performance, which is the key to exploiting growth opportunities in several maritime fields. LeaderSHIP 2015 In 2003, LeaderSHIP 2015, initiated by CESA, was conceived by a joint effort of policymakers and stakeholders. This successful example of industry policy at sector level has served as a role model, now applied in several important industry sectors. In fact, the approach established with LeaderSHIP 2015 forms a crucial element of the Commission’s new industrial policy as described in its Communication of 5 October 2005 [COM (2005) 474]. The most significant achievement of LeaderSHIP 2015 is the clear definition of ambitious but realistic goals, thereby focusing various activities and obtaining targeted co-ordination of all relevant policy areas. ____________________________________________________________________ Dutch Maritime Network 73
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As shown above, as vigorously implemented Community policy for the shipyard sector, LeaderSHIP 2015 will not only benefit the shipyards and their suppliers, but also the entire maritime cluster. LeaderSHIP 2015 includes recommendations in eight areas: a. Level Playing Field The shipbuilding sector is still lacking effective, globally applicable trade rules that can ensure a level playing field and fair competition world wide. This has caused substantial market distortions with negative consequences for the entire maritime sector. Due to unsustainable practices, unrealistic cost pressure has led some producers to offer substandard vessels not fit for purpose. Whereas rule enforcement in this context is an important aspect, the root of the problems must be tackled as well: the equivalent of anti-dumping rules must be conceived to ensure full costcoverage and sales at normal value, as defined by the WTO. b. Research, development and innovation The European shipbuilding industry is the global technology leader and most maritime innovations have a European origin. European producers are particularly strong in product segments with the highest technology content and most demanding engineering challenges. This is made possible by investing approx. 10% of the turnover into research, development and innovation. The fact that one out of four ships produced in Europe is a full scale prototype underlines the technological dynamism in the European shipbuilding industry. One of the LeaderSHIP 2015 recommendations in this context was that shipbuilding should, in substance, enjoy the same conditions as other industries that engage in similar research, development and innovation activities. This was implemented with the framework for state aid in shipbuilding [EC (2003) C317/06], which entered into force at the beginning of 2004, and which includes appropriate provisions related to support measures for innovation. Uniform implementation of these rules by Member States is crucial to ensure equal competitive conditions. However, up to date this is not yet the case and, as the framework expires at the end of 2006, a continuation of the provisions either as sectoral rules or in the context of appropriate horizontal regulations is indispensable in order to allow an implementation by all relevant Member States. c. Shipfinancing Shipbuilding projects are capital-intensive, but yards are often not well suited to organise all necessary financing elements. A European guarantee fund for ship financing, in particular for the pre-delivery area, is considered an effective instrument to support the competitiveness of the European producers without resulting in any costs for tax payers. It would also help to compete against non-EU competitors that can rely on advanced state-supported financing instruments.
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d. Safe and environment-friendly ships Many ships produced in Europe are outstanding with regard to their safe and environment-friendly performance, often well beyond the regulatory requirements. These examples show that an overall improved eco-record is technically and commercially possible. Furthermore, the quality work of European ship maintenance, repair and conversion yards is a major contributor to the safe and environmentallyfriendly operation of ships, in Europe’s waters and elsewhere around the globe. Internationally applicable technical rules do exist, as far as those agreed at the IMO. However, their homogeneous application is not sufficiently ensured. The monitoring and enforcement systems related to technical rules should, therefore, be strengthened and sound international standards should be safeguarded. Furthermore, the ratification process related to IMO decisions is regarded as too slow. In this context, a European ratification process should be considered. Adopting IMO conventions at Community level instead of the 25 separate ratifications by EU Member States would considerably increase the efficiency of the system. The great potential of Short Sea Shipping is widely recognised. This area should be fully developed also with regard to safe and environment-friendly ships. It is, therefore, important that ships are considered as part of the infrastructure which altogether forms the new highways of the seas. e. European approach to naval shipbuilding needs Protecting 68,000 km of EU coastline establishes a highly demanding security task, which requires appropriate equipment. European shipyards are important suppliers of such equipment, producing vessels for coast guards, navies and other authorities. A true internal market for naval and security products and services should be established in Europe. This would enhance cooperation among naval shipyards, a cooperation that is now often hampered by diverging operational requirements of national navies and other authorities. Furthermore, the absence of a true internal market for defence equipment makes industrial consolidation difficult. Co-operation could lead to joint requirements, common projects and inter-operability of systems and vessels. f. Protection of intellectual property rights As described above, the technological leadership of European shipyards is crucial to its ability to face the increasing global competition. In this environment, competitiveness can only be maintained through innovative vessel concepts, optimized sub-systems and sophisticated design, production and planning methods. Therefore, intellectual property rights (IPR) are vital assets of the European shipbuilding industry. The complex and comprehensive interaction in shipbuilding projects between yards, suppliers, owners, classification societies, universities and other service providers opens numerous opportunities for the leakage of knowledge. In order to fully exploit existing legal instruments, a clear understanding about these “leakage vehicles� must be established and used to vigorously counter commercial abuse of new developments.
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g. Skilled workforce European leadership in many maritime industries is based on unique knowledge and skills of its labor force. However, pursuing a maritime career appears to be less attractive today than in the past. Therefore, more attention should be paid to the various educational systems preparing for maritime careers. The Social Dialogue committee for the shipbuilding sector is addressing these issues, but can only do so effectively if fully supported by stakeholders as well as public authorities and, in particular, the European Commission. h. Industry structure While shipbuilding and shiprepair are for many reasons a strategic industry for Europe, the industrial structure is not optimal. In LeaderSHIP 2015, all parties agreed that non-action is not an option and neither is protectionism. Structural questions need clear responses from industry in the first place. However, it is vital that policy support facilitates identified requirements. In this respect, a close dialogue between policy makers and stakeholders is essential. Technology Platform WATERBORNE TP In December 2003, the Maritime Industry Forum (MIF) initiated the process for the establishment of an Advisory Council for Waterborne Transport Research in Europe (subsequently named Technology Platform: WATERBORNE TP) functioning as a forum where all the stakeholders would agree on a medium to long term vision, would assess the key challenges for the maritime industry and waterborne transport and operations, would formulate the R&D actions to be fulfilled for meeting these challenges in a Strategic Research Agenda (SRA), and would promote the mobilisation of the necessary resources. In the maritime field, the manufacturing industries contribute the largest share of resources invested in research, development and innovations. A large number of maritime research organisations in the EU are conducting outstanding projects. The synergies for these activities should be fully exploited leading to advanced technology for better and more environment-friendly performance. Such synergies should then be commercially utilized in order to contribute to growth and jobs. In this context, it may be worthwhile considering whether future R&D framework programmes should include maritime research as a thematic priority.
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13. European Marine Equipment Council (EMEC) Preamble The European Marine Equipment Manufacturers and Suppliers represent a cluster of companies with a very significant role in the European Maritime Community: • Direct employment in the maritime equipment sector of activity is estimated at more than 262,000 while indirect employment amounts to about 436,000 jobs. • Average yearly turnover is estimated at about € 26 Bn. • The export share (outside Europe) is up to 46 %. • The expected annual growth for the coming years is 2.5 % in production, 1.5 % in added value and 1 % in employment. • The marine equipment sector comes in third place in the maritime cluster, after shipping and ports. In short, the industry has scale and it has a significant socio-economic impact across Europe. Given the high degree of interaction and the interdependency of all the players in the sector a change of fortune in any one industry will influence others. The marine equipment industry, for example, cannot live without shipbuilding and shipping and vice-versa. Therefore, the marine equipment sector welcomes the Commission’s holistic approach to adopt and implement a global maritime policy for Europe. Such a sectorial approach can only be beneficial for the whole maritime sector in general. Against that background the marine equipment industry would like to present its views regarding the future EU Maritime Policy. A strong maritime cluster A strong maritime community in Europe is an essential condition for the well-being and the development of maritime transport. The growing demands in transport generally and the drive to shift from congested roads to more environmentally friendly water-borne means are bound to increase the size of the market which is beneficial for the competitiveness of the European industry. As far as the equipment sector is concerned we have developed a two- pronged strategy in order to maintain and strengthen our present worldwide leadership in technology: • Maintain our share in the domestic market (Europe) by building closer and stronger alliances with other actors of the sector such as shipyards and ship owners and continue to offer “value for money” solutions. • Build for ourselves a sustainable position in export markets (outside Europe). The manufacturing maritime industry (shipbuilding and equipment) generates highly integrated, very complex products which require a remarkable amount of scientific knowledge as well as intelligent manufacturing technologies. Ships are the biggest mobile objects of human manufacturing, and the duration of their life-cycle together with their high level of safety and operating autonomy in a generally hostile environment turn them in one of the most sophisticated investment goods. In this
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respect the equipment part of a newly built ship can reach up to 70% of the total value of the ship. To make more visible a strong -but rather fragmented- equipment sector a Network of leading companies is about to be created among the EMEC members with the goal to act as a “locomotive” for the numerous SMEs that constitute our sector. The future European Maritime Policy should address each and every branch of the maritime industry in its close interdependency with the aim to strengthen the competitive position of the European industry, its long- term growth and employment. Innovation policy The key factor for sustainable growth of the maritime manufacturing industry is innovation and this can only be achieved by investing in R&D. In this respect a R&D working group (EMECRID) has been installed recently. It is driven by equipment companies and will publish regularly the sector vision on R&D topics and priorities in a pre-competitive stage. Therefore EMEC has defined a short list of rather ambitious objectives: • Enhancing worldwide competitiveness through knowledge-driven development and intelligent design and production processes. • Improving production and integration processes, thus enabling the shipyards to reduce the overall lead-time (ship contract to delivery) by 40%. • Reducing the through life cost of equipment by 30%. • Minimizing safety, security and commercial risk for operators, e.g. by practicing goal based standards in design, production approval and operation. • Increasing the service market share through innovative after sales, maintenance and training concepts. • Maintaining and improving environmental leadership through technical innovation. • Reducing loss of life and incidents, such as hull loses, by enhancing equipment safety and security technologies. • Developing advanced system solutions for a new generation of special ships including corresponding landside infrastructure, thereby optimising the intermodal transport chain. We agree that research has to be industry driven but these goals can only been achieved if and when the EU promotes research and innovation by sending timely clear messages regarding the R&D programmes and priorities. This should allow the industry to anticipate the needs, refine its innovation effort and cope with the ever fierce competition from outside Europe. In this respect EMEC is collaborating actively through EMECRID to the new Maritime Technology Platform “Waterborne” that participates in defining the medium and long term maritime R&D policy for Europe. Environmental Considerations A major and global preoccupation today is to prevent maritime transport from having any deleterious impact on the environment. When the drive to increase profits gives rise to serious incidents at sea that in turn lead to damage to marine flora and fauna and the welfare of many, then industries within the maritime sector are discredited ____________________________________________________________________ Dutch Maritime Network 78
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and public support wanes. It is as incumbent upon the marine equipment industry as it is on others, to remain ever vigilant over its possible contribution to environmental damage and that it must strive via its products to reduce the risk of environmentally damaging incidents at sea. Advanced navigation aids through to an improved control of emissions, the use of recyclable materials and many other measures are all areas in which the marine equipment industry can make a significant contribution to safety at sea and have a real impact on environmental protection. Being a naturally global industry we see the environmental concern as international rather than purely European. In this respect the marine equipment industry wants strong and efficient international bodies to create a global framework for an appropriate global legislation. The role and the weight of the EU Commission in international organisations such as IMO should be decisive for adopting international regulations. Bur new EU legislation should not be the prime aim. What is important is that the existing legislation, be it IMO and/or EU is properly enforced. Rules, Rights and Regulations Of particular concern for the manufacturing industry is the protection of its knowhow, i.e. its intellectual property. The development of appropriate tools is needed to protect European knowledge, in particular that of SME’s, when they are doing business abroad. It is thus clearly insufficient to limit the efforts of the EC to the mere reinforcement of legislative frameworks in WTO Members. It is now essential to focus on an effective implementation of the enforcement legislation. We believe that the time has come for the TRIPS Council to hold a debate on enforcements issues. So far, there has been no WTO dispute settlement panel on TRIPS enforcement. What is required is political dialogue, awareness raising and greater recourse to public- private partnerships. In this respect the publication of the EU “Strategy for the Enforcement of Intellectual Property Rights in Third Countries” is a valuable step in the process to protect the European knowledge and is endorsed by the maritime equipment industry. Another concern is the certification process for maritime equipment. Problems do not occur within the application scope of the Marine Equipment Directive (MED) as it provides a harmonised certification system that basically excludes abusive practice. However, the MED has a limited scope only and is only applicable to EU-flagged ships. The largest part of the world’s marine equipment market is thus still subject to the rules and procedures of the classification societies that are raising the serious concerns of the European manufacturers. The EU should consider to expand the scope of the MED to other maritime equipment and envisage to propose a mandatory mutual recognition of certificates issued by the European IACS members. In this respect the project to modify the directive concerning the classification societies is welcomed by maritime equipment sector.
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14. European Oil and Gas Innovation Forum (Eurogif) Background EUROGIF, the European Oil and Gas Innovation Forum, was formed in 1996 by major companies and industry associations representing more than 2500 organisations of the European Oil and Gas Engineering, Manufacturing, Supply and Service (EMSS) industry (i.e. large companies, SMEs, research establishments, universities, etc.). The EUROGIF mission is to stimulate innovation, pan-European collaboration and technological progress to improve industry competitiveness within the context of sustainable development. In the period 1999 to 2002, EUROGIF initiated the development of a number of Thematic Networks (TN’s) representing the upstream oil and gas value chain. The purpose was to engage the industry in identifying technology gaps with a view to selecting priority actions that would meet the needs of the offshore oil and gas EMSS industry, explore all available opportunities that provide incentives to trans-national collaborative research work, while contributing to the EU policy objectives on sustainable development and security of supply: • • • • • • •
TRENDS- Quality, Health, Safety and Environment GOTek- IST Gas and Oil Technologies and Knowledge Forum FLOATTECH- Floating Structures Technologies SEARCH- Subsea and Downhole Production Systems Smart Reservoir Net Environmental Gas Technology CO2Net- European Carbon Dioxide Thematic Network
Four of these TN’s have been co-financed by the European Commission under FP5 with a three-year work programme involving more than 170 organisations, contractors, SMEs, research institutes and universities from 17 European countries (including Russia): Moreover, starting from the work of EUROGIF Thematic Networks, EUROGIA, the first EUREKA cluster on energy, was labelled by government authorities in March 2004, where the oil and gas industry is actively cooperating with the shipbuilding industry. A few years ago, the offshore hydrocarbon exploration and production industry came up with significant innovations in both technological and economic terms: oil companies changed their approach to the development of new oil and gas fields with the aim of reducing the time from discovery to production. The deployment of shipshaped platforms (FPS) and subsea technology supported this improvement aiming to marketing the oil within three or four years from discovery. Consequently, the offshore construction and the shipbuilding sectors are now far closer than they ever were. This is a major industrial trend.
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EUROGIF and the EU Maritime policy EUROGIF has been involved as one of the main stakeholders of the Maritime Industries Forum, since its launch in 1921. Oceans and seas are of utmost importance for the Oil and Gas EMSS industry in at least two consolidated areas: • 34% of the worldwide oil production was produced offshore in 2004. This should increase to 40% by 2015. This is mostly due to the increase of production in the deep offshore, whose share should move from 10% in 2004 to 25% in 2015. Within one decade, oil production from the deep offshore should increase by 11,5% per year, moving from 2,5 Mb/day in 2004 to 8,25 Mb/day in 2015, producing then as much oil as Saudi Arabia in 2002. • During the same period, gas production from the offshore should increase from 28 to 34%. Gas international trade has increased steadily by 8,4% a year during the past decade. Though gas discoveries occurred in almost every continent, the new producing zones are quite often far away from their markets, increasing then international trade of gas. CEDIGAZ estimates (2004) that LNG transport should move from 230 millions tons/ per year in 2010 to 350/380 in 2020. Therefore, deep and ultra deep waters, where only 3 million km2 out of 55 million km2 of sedimentary basins of interest have been explored. Institut Français du Pétrole has estimated that 40% of the oil and gas will be in water depths from 0-500 meters, 20% between 500 and 1500 meters, and 40% from 1500 to 3000 meters. The combination of water depth environment, reservoirs and lack of infrastructure will require new solutions such as subsea systems combined with floating production and conversion to natural gas. Moreover, an emerging area where the Oil and Gas EMSS industry could find an opportunity for further development is methane hydrates. Vast accumulations have been identified in the last 25 years in deep marine sediments in most of the major continental shelves worldwide. The present estimate of this resource is around 10,000Gt of carbon equivalent, which amounts to as much as all other fossil fuels resources combined (used and to be exploited). They lay under crystalline form under high pressure and low temperature and would be metastable under room conditions. They do have large energy content (164 cm3 of methane for 1 cm3 of water) and their detection is easy through non-intrusive geophysical surveys at sea. Their exploitation, though, presents major technical challenges in terms of collection, conditioning, transport and conversion to commercial methane gas, all of which could eventually be performed at sea, as Syntroleum envisioned. Some international consortia are actively involved in exploratory technology investigations, such as JNOC in Japan with ten other partners and supported by MITI and other initiatives in USA, Canada and Russia The Offshore Equipment industry As exploration and production moves into deeper waters and areas where pipeline infrastructures are less well developed, the demand for floating production systems are set to increase significantly. Europe holds a technological edge due to the ____________________________________________________________________ Dutch Maritime Network 81
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advanced developments in the North Sea, but needs to further develop skills, capabilities and capacity to meet the increased competition from non-European companies with significant political backing due to security of supply issues. So far, the three leaders in the offshore equipment, engineering and construction sector, whose market value is estimated at 25 billion $ (2004 data), are European companies: • Technip (France) • Saipem (Italy) • Aker Kvaerner (Norway) In order to maintain and even increase their competitive edge, they need to develop continuous innovations in the following areas: • • • • • • •
Tools for hydrodynamic and structural analysis of offshore structures, including model testing and full-scale instrumentation and validation Cost effective mooring and station keeping, dynamic positioning systems and technology. Tools for design, rules and regulations for qualification of new materials Riser technology for deep and ultra deep waters, including new and advanced materials. All types of risers for drilling, production and import/export including floating pipelines Marine operations associated with installation or removal of floating production systems Efficient topside facilities, including drilling, processing, utility systems Ultra deep floaters in water depths below 2000 meters with focus on total concepts, including FPSO(Floating Production Storage and Off-loading)/Barges with surface trees and drilling, new and innovative floater concepts Cost effective floating production systems, with focus on deep draft floaters, FPSO and semi-designs
In all these areas step innovation need to be developed to tackle the forthcoming objectives of 3000 m water-depth. Environmental considerations Very important progresses have been made by the industry in the Quality, Health, Safety and Environment over the last few years through reduced emissions to air, reduced chemical discharge, and cleaner produced water exemplified by 70% capture of Volatile Organic Compounds under offshore loading, 30% reduced chemical discharge. Oil spill response capability improved considerably by new technologies: permanent monitoring buoys, floating containment booms for coast and shore protection, high efficiency environmental friendly dispersants and oleophilic sorbents, have been developed.
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With new challenges in terms of deep water, hostile environments, high pressure/high temperature reservoirs and extending production at ageing facilities, there is potential for further improvements, in particular, in the following areas: • A better understanding of the effect of mixtures of pollutants is important, coupled to the impact in deep and artic waters and better tools for assessment of chronic/accumulated effects • Models, monitoring, management and decision support should be improved with respect to emissions to air and discharges to sea. Oil spill response capability should be improved • Modelling of CO2 and H2S gas injection should be improved and combined with underground monitoring after injection to ensure a stable state without leakage. In the recent past, when oil spill disasters at sea occurred in Europe: ERIKA, EVOLY SUN, KURSK submarine, PRESTIGE, preeminent members of our O&G Supply industry were deeply involved in the design and the operations of the solutions to solve the problems and this with great success. Conclusions and recommendations EUROGIF believes that a Maritime policy coordinated at European level could help the different actors in identifying: areas of common interest, where a stronger cooperation is needed to improve the existing synergies; areas of overlapping, where a better coordination is needed in order to avoid duplications; and, eventually, areas of contrast. In this last case, a careful evaluation of the diverging interests of the different sectors has to be conducted. In particular, a European approach could give important results with respect to research in marine science and technology. As the Communication “Towards a future Maritime Policy for the Union” clearly points out: “Considerable resources are needed to develop marine science and research, and to develop new technologies for improved sustainable uses of the seas and for the monitoring of the marine environment. Increased efforts at all levels of the EU are required in order to create synergies and to achieve the necessary critical mass” EUROGIF has presented some examples where it believes that a European approach to support research in marine science and technology could improve the competitiveness of the industry, while increasing the synergies between the different sectors, and reducing the environmental impacts of industrial activities on the sea. Today, research in marine science and technology is not recognised as an independent research areas in the different Framework Programmes, but rather as a horizontal priority, where themes from different priority areas can be merged. EUROGIF believes that such an approach could seriously reduce the possibility for development and innovation in this area.
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15. European Sea Ports Association (ESPO) Introduction The European Sea Ports Organisation (ESPO) represents the port authorities, port administrations and port associations of the seaports of the European Union. The organisation acts as the representative body of all EU seaports and has observer members in Bulgaria, Croatia, Iceland and Norway. ESPO welcomes the European Commission’s initiative to produce a Green Paper on maritime policy and appreciates that seaports are being given a central role in the drafting process of the Green Paper. ESPO sees this as an opportunity to discuss the development of a more coherent European policy framework for seaports. ESPO however hopes that the Green Paper will not lead to an interventionist approach nor bring forward significant new legislation for seaports. Furthermore, ESPO believes that EU maritime policy should be closely coordinated with EU transport policy and therefore argues that the Green Paper should be tuned in with the forthcoming revision of the White Paper on Transport Policy. This paper first of all highlights the importance of seaports for the EU as well as the main challenges the sector is currently facing. Secondly, it outlines ESPO’s expectations from the Green Paper. These are largely based on the document “European seaport policy – a practical guide for EU policy makers” which ESPO published in November 2004, outlining the basic common policy needs of European seaports. Finally, this paper also indicates in which areas ESPO would find a coordinated European approach superfluous and even counterproductive. The importance of seaports for the EU The European Union simply cannot function without its seaports. Almost all of the Community’s external trade and almost half of it internal trades enters or leaves through the more than 1000 seaports that exist in the 20 maritime Member States of the European Union. On average 3,5 billion tonnes of cargo per year. In addition, every year 350 million passengers pass through European seaports – the equivalent of 70 % of the European population. Seaports enable a modal shift of transport from Europe’s highly congested roads to more environmental friendly (short sea) shipping. Although shipping remains by far the most energy efficient and least polluting transport mode, seaports actively fight climate change by further eco-innovation and technological development. Pollution in ports is being reduced by continuously improving facilities such as waste reception for oil and chemical residues, garbage, sewage, ballast water. Strict monitoring of the collected waste provides incentives for ships not to dispose any waste at sea. Seaports further actively cooperate with the European Maritime Safety Agency in creating an adequate legal framework for safe places of refuge for ships in distress and implementing SafeSeaNet to further develop a sustainable maritime environment.
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As Commissioner Joe Borg highlighted in his keynote addressed to the ESPO Annual Conference held in Malta in April this year , seaports have always been a means to serve the prosperity of Europe. Since the dawn of civilization, seaports were furthermore at the forefront in bringing new ideas and practices to Europe. Today, seaports are still indispensable not only to Europe’s positioning in world trade but also to Europe’s single market and its trans-European transport network. Approximately 350.000 people work in ports and directly related services which together generate an added value of about € 20 billion. The principal challenges of European seaports Ports have developed tremendously over the last 10-20 years. The following illustrates that the challenges of the sector are numerous and complex : • traffic in European seaports is growing at a fast pace, on average 4 % per year and for container traffic between 7 and 15 % per year – new investments are necessary in port infrastructure as well as maritime access and hinterland infrastructure to avoid congestion; • restrained government budgets mean private capital is vital for the financing of such investments and requires long-term commitments from private investors in ports; • potential port expansion areas are as scarce as nature conservation areas. EU nature conservation legislation, and in particular its local or national interpretation, puts an increased strain on vital port development plans; • many European seaports have to deal with international groups who possess strong bargaining power and are often organised in strategic alliances, allowing them to be less loyal to one particular port; • the traditional division of tasks within the logistics chain has become blurred by vertical integration strategies which make that European ports increasingly compete within supply chains; • as intermodal connecting points, the efficiency of seaports relies very much on the efficiency of services provided both in the hinterland and the maritime foreland – seaports need all modes of transport to function optimally; • this efficiency is furthermore influenced by the fact that seaports are favoured locations for the provision of frontier controls and inspections, including safety of ships, security, customs, public health and environmental quality of which many are unique to the maritime sector; • the added value of ports for the economy and society is often taken for granted by the wider community which tends to focus only on the environmental, safety and security impact despite numerous efforts which have already been made by seaports in this field. Expectations from the forthcoming Green Paper ESPO shares the Commission’s aim to stimulate competitiveness and growth in Europe through the so-called “Lisbon agenda”. In particular, it supports the priorities of ensuring free and fair trade, improving the business environment through better and less regulation, enhancing infrastructure, fostering of innovation and investing in an adaptable and skilled workforce.
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ESPO hopes the Green Paper will acknowledge the efforts seaports have already made in this field and will not impose interventionist or disproportionate policy measures. European seaports would like to see the development of a coherent EU policy framework which should focus on three key areas: 1. Facilitating development of adequate port capacity, maritime access and hinterland connections to allow ports to fulfil their role as gateways for Europe’s external and internal trade – through: • clarifying State aid rules for public funding of port infrastructure, services of general interest in ports, as well as of maritime access and hinterland infrastructure, including nodal points; • focusing support under TEN-T to missing or inadequate infrastructure links, especially those connecting seaports to their fore- and hinterlands; • guaranteeing full autonomy to the managing body of the port, allowing new and existing investors normal returns on investment and fully respecting property rights; • stimulating an open debate about the impact of nature conservation rules on vital port and port-related development projects. 2. Fostering the provision of competitive and efficient services in ports and within the transport chain – through: • guaranteeing that port charges are a matter of commercial and/or financial autonomy of each individual port; • studying existing good practice in relation to the provision of services in ports before proceeding to any common framework; • ensuring that services in the transport chain are equally competitive, marketoriented, efficient, safe, secure and environmentally-sustainable as those provided in seaports; • ensuring that controls and inspections in ports are necessary, coordinated and efficient and that government responsibilities are not transferred to ports. 3. Stimulation of the wider community responsibilities of ports – through: • supporting the individual efforts of ports to achieve high environmental, safety and security standards through self-regulation; • stimulating co-operation and exchange of best practice between ports by supporting pragmatic industry-driven projects; • maintaining a proper balance between incentives to competing alternate transport modes; • focusing short sea policy on efficient customs and administrative procedures. What the Green Paper should not try to achieve There have been several attempts in the past to develop policy measures or frameworks for European seaports which have either failed or fell into oblivion. This is due to a number of errors which have systematically been repeated, i.e.;
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• • • •
policy makers ignored or underestimated the fact that European seaports are naturally diverse and complex; policy-makers have not anticipated or fostered market developments, but responded ex post facto by wanting to regulate, co-ordinate and intervene; a lack of overall vision on the actual needs of seaports which has lead to contradicting policy initiatives (e.g. EU transport vs. environment policy); seaports were mostly approached in a negative way, by focusing on negative externalities and unjustified claims of inefficiency, rather than looking at the positive contribution of seaports to Europe’s welfare.
ESPO hopes these pitfalls will be avoided in the Maritime Green Policy Paper. In that context, it regrets that the Committee of the Regions, in its draft own-initiative opinion “EU maritime policy – a question of sustainable development for local and regional authorities” suggested to adopt an interventionist approach with regard to port development by suggesting that concentration on a few large ports must be avoided and that a new European strategy on port infrastructures must follow. ESPO believes that large, medium-sized and small ports all have their role to play within the logistics network. Artificial intervention goes against the main regulating force of the market, which would only work counterproductive. ESPO therefore strongly urges the Commission not to embark on such a route but to make sure that the forthcoming maritime policy of the European Union stimulates and facilitates the sound market-based and sustainable development of ports along the principles outlined above. We further do not agree with the implication of the Committee of the Regions that the Green Paper should lead to new legislative proposals. On the contrary, ESPO believes that the Commission should shift its current emphasis on producing new – and fragmented - legislation to a better coordination and application of existing legislation that affects seaports, introducing modifications where necessary. Nonlegislative policy tools, such as interpretative communications and codes of practice should be more commonly used. This would also be in line with the Commission’s own objective of producing better and less regulation. Conclusion ESPO welcomes the opportunity of the Maritime Policy Green Paper to discuss the development of a more coherent policy framework for seaports. Such a framework should focus on three key areas: a. facilitation of development of adequate port capacity, maritime access and hinterland connections to allow ports to fulfil their role as gateways for Europe’s external and internal trade; b. fostering provision of competitive and efficient services in ports and within the transport chain; c. stimulation of the wider community responsibilities of ports.
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The forthcoming maritime policy framework should facilitate the sound marketbased and sustainable development of ports along these principles but refrain from interventionist measures. Also, the maritime policy framework should not lead to new legislation, but to a better coordination of existing policies, notably between transport and environment policies, as well as on enforcement of existing legislation. Being intermodal connecting points, for ports it is finally important that the maritime policy of the European Union dovetails with the land-based transport policies.
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16. Federation of European Private Port Operators (FEPORT) Introduction Feport, the Federation of European Private Port Operators, represents the private cargo handling companies in the European ports. In nearly all cases nowadays, cargo handling is performed by private operators, putting a clear end to the era in which public operators were paramount in European ports. Feport has members from most Member States, summing up to a total of more than 900 companies and is still expanding into the new member states. Consequently, the Federation acts as the representative body for the privately organized cargo handling sector in European ports. Therefore, it is only logical that Feport follows with great interest the initiative of developing a Green Paper on Maritime Policy, within which also attention is devoted to the ports, being one of the relevant interactions between water and land. Feport is also very willing to participate actively in the process in order to provide accurate information in time in order to facilitate the authors of the Green Paper to finalize their document. The cargo handling sector At the current stage of the process, we would already like to highlight a few elements of the cargo handling sector. Nearly all European external trade (in tonnes) moves in or out via the European ports. In value of cargo obviously aviation also plays an important role, but nevertheless even then ports take up the majority of EU external trade. A total of 3.5 billion tonnes is moved on an annual basis. For that purpose port operators not only have established port facilities but also actively participate in or develop efficient logistic chains towards the relevant EU markets, both production and consumption centres. It is therefore important to understand ports and the operators moving the cargo not only as port sites, but more as parts of logistic chains in which they play a key role, often also providing operations or terminals in the inland markets. In view of the amount of cargo handled and the often labour- intensive operations, it speaks for itself that port operators very often can be considered as job machines, offering job opportunities to the qualified labour market and sometimes in relatively remote areas. In many ports we are talking about thousand of jobs, which have to be complemented by indirect labour related to the handling activities. A total of 350.000 employees is often stated as a indicative figure for direct handling activities, but taking into account the indirect activities or the maritime related industries the figure has to be multiplied significantly. As already mentioned private operators have now irrevocably established their position in European ports. Several reasons can be mentioned for this evolution, but most important is the capital intensity of modern cargo handling operations. ____________________________________________________________________ Dutch Maritime Network 89
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Moreover cargo handling techniques are characterised by a rapid innovation, which incites rapid renewal of investments. If container trade is referred to, it is clear that operations require enormous investments with a relatively high renewal rate. Consequently, within the current context, it can no longer be expected that public authorities remain active in the market. In view of restricted budgets also the possibilities and policy intentions are simply exceeded. Moreover, in view of the availability of private capital and entrepreneurs to operate in this market efficiently the need for government intervention is significantly reduced. However, even with dazzling figures in news papers, it remains important to retain that private capital should in all cases be considered as risk taking capital, which therefore expects a minimal stability of investment conditions in order to be prepared to take the risk of investing. The market continues to undergo rapid changes. Not only globalisation plays an ever increasing role, with relocation of producing facilities and increase of imports, also maritime shipping and cargo operations have definitely and irrevocably turned into an international and even global business. Not only global shipping lines, but also global terminal operators have appeared on stage and are currently influencing the trade. Within the European Union we also have to notice the further progress of the traffic infarct on our roads. Consequently the promotion of short sea shipping by the European Commission in order to relieve the congested roads comes as no surprise. Once again, the ports and their operators play a key role in the success of this strategy. European policy In view of the above, as far as the general directions of the green paper are concerned, Feport certainly recognizes the benefit of the proposed exercise to put all relevant policies in the field to the test, in particular assessing the current integration of policies and the benefits in further integrating policies impacting upon the sectors concerned. Feport remains convinced that before new legislation or non- legislative measures are considered, all possibilities of current legislation should be exhausted. This policy line, seems by all means, to be also reflected in the Commission’s initiative on producing better and less regulation. Against the background of the relevance of transport policy to the port sector, Feport also hopes that the White Paper on Transport and its intermediate review are recognised by the drafters of the Green Paper as valid vehicles to contribute to the integration of policies. Recognising the complexity of the fields concerned, Feport trusts that the translation of the Green Paper will reflect the current divisions of policy areas (environment, transport, maritime policy) within the Commission in order to facilitate effective actions. Especially for ports this seems to be essential, since they constitute the intersection between the maritime and land, while usually operating in sensitive environmental areas.
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It is also within this context that Feport hopes that the Green Paper will contribute to the further conciliation of economic evolution and ecological preservation in port areas. Both aspects have clear and legitimate claims, but often lead to endless juxtapositions, which are detrimental to both. Moreover, once again it should be emphasized that private investments are the driver of current port developments in response to market needs. Within relevant conditions and restrictions, it remains therefore vital for European economy to safeguard the stability of the investment climate, in line with the Lisbon Strategy.. Finally, the diversity of European ports and operators deserves mention. Against that background it seems logical that whatever measures are considered (legislative or non- legislative), an effective policy can only be expected if this diversity is properly taken into account. Conclusion Feport welcomes the initiative of developing a holistic approach to maritime issues. Feport also shares the view of the drafters that only such approach can lead to an enhanced effectiveness and efficiency of relevant EU legislation. For that reason, Feport remains available to cooperate at every level towards a successful end product, either in initial stages or in commenting upon a full draft.
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17. European Dredging Association (EuDA) Introduction The European Dredging Association (EuDA) is pleased to contribute to a balanced and sustainable EU Maritime policy framework. Indeed, a comprehensive framework should establish the conditions for an optimal balance between societal, economic and environmental needs. The dredging industry is used to working at the “crossroads”, be it of technological progress and environmental care, be it to support the shipping and offshore industry in a sensitive environment or in working at the interface between land and sea as well as marine water bodies and the seabed. The industry plays an important role in the realization of major infrastructure projects at or near the coastline. In view of this broad -based experience with construction in a sensitive environment, EuDA offers considerations on three aspects of Maritime Policy: • • •
on the procedural and legislative side of marine construction and contracting; on the path to innovation and needs for deepening knowledge; on the aspect of sustainable development.
Procedures and legislation Several major projects for port development and maritime access , all of them essential to support the growth of maritime shipping, have seen major delays that can in part be attributed to the regulatory framework. Such delays may cause significant cost overruns and destruction of capital. The consequence is that project developers face very uncertain constraints in decision-making and permitting. In reviewing the root causes of this situation one may point at the following: • • •
Complex and sometimes inadequate regulatory procedures; A lack of knowledge to accurately predict environmental impacts in the marine environment, in particular for effects at long distances and over longer time periods; Conflicting societal interests that lead to drawn out legal combats.
While such frictions can never be totally eliminated, a constructive maritime policy can be of considerable help in bringing improvements. The dredging industry puts forward the following suggestions: a. A maritime policy at EU level should support clear zoning designations which allocate sea areas to the multitude of potential users and stakeholders (navigation, fisheries, biotope conservation, military uses, offshore oil and gas, gravel and sand winning, etc). Such zoning will help to eliminate uncertainty in site selection at an early project stage. It will also show that space at sea is far from unlimited and requires careful management.
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b. The experience with the application of the Birds -and Habitats Directives has been a somewhat painful experience. These directives often come into play when port development in and around estuaries is considered. A cursory assessment of the underlying issues suggests the following : • The Habitats directive has no provisions for dealing with pre -existing rights of stakeholders, in particular owners or users of property situated adjacent to designated Natura 2000 sites. There are quite a few examples where the owner of such a site could either not realize the designated use or had to spend unforeseen additional capital on mitigation measures. Both situations create fundamental legal uncertainty. • In passing it is pointed out that nowhere is it foreseen who is responsible for compensating the extra cost incurred by the designation of Natura 2000 sites and leading to the erosion of pre-existing rights. This seems to us an omission. • The provisions in Art.6.3 and 6.4 of the Habitats Directive that deal with the issue of conflicting uses, is formulated in such general terms that multiple interpretations are possible. National administrative courts have dealt with this issue and drawn different conclusions. Alternatively an opinion of the European Court of Justice had to be obtained, with all the delays resulting from it. This causes further legal uncertainty. • Fourthly, large infrastructure projects necessitate the preparation of detailed environmental impact assessment studies. The Directive that puts down these obligations does give pitifully little guidance on the extent and detail of the impact study. This also causes uncertainty as may be illustrated by a recent Court case, which ruled that a port extension project could have some long term impact on the food balance in a designated Natura 2000 site at more than 150km distance. This is a legal opinion, but one that is far fetched and based on weak assumptions. A directive that leads to such diversity in interpretation needs to be clarified. • The last issue, and one close to our heart, is the fact that the Habitat Directive does leave room for project mitigation measures in case of impact on a Natura 2000 site and - if necessary - compensation measures. Unfortunately the assumption seems to be that the compensation should be provided in the form of a similar biotope. The dredging sector submits that such a constraint does not do justice to the dynamic environment in Coastal areas. It may well be much more interesting to provide a compensation project at some distance from the site, which enriches the marine biotope with a different kind of natural biodiversity. More realistic guidance is highly desirable. c. In today’s society most project development plans meet with stiff resistance from interest groups, be it environmentalists, future neighbours or competing economic actors. This is certainly true for projects in the maritime sphere (wind farming, sand mining, offshore oil and gas etc.) We believe that there is ample room to improve on the decision -making procedures and the organization of effective public participation that does not lead to obstruction and costly delays of several years. (see also pt.4)
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Innovation The design and implementation of marine and maritime infrastructure requires many engineering skills and extensive scientific knowledge in order to understand the impact of human intervention. As the dredging industry works at the transition between sea and land and of sea and seabed, it needs an understanding of a wide range of disciplines involving sea, soil and sediment. The figure below illustrates this diversity. The listed disciplines are amongst those that need a deepened knowledge and improved understanding in order to support impact studies and project design.
Euda suggests that the 7th Framework for Community research should contain a chapter similar to the previous MAST programmed (Marine Science and Technology) under which the long term effects on the marine environment can be studied. This should come separately from the section that covers maritime construction and shipping. The recently published Marine Strategy (COM/2005/504) contains a similar proposal. A more far-reaching initiative could be to establish a European Centre of Excellence for the knowledge of the sea and the oceans with as focal themes marine resources, climate change effects, dynamics of coastal zones, impact of infrastructure development, the relationship between development and ecology over longer periods. The coordination between existing knowledge centers should be further improved so that available expertise is more readily accessible. Sustainable development a. EU Maritime policy must seek to harmonise and reconcile the various components of sustainable development (at least the societal, economic and environmental dimension). In the context of the competences of which the EU disposes this could lead to a better balance between transport policy, energy policy, coastal zone management and environmental protection. Two instruments that can play a significant role in this respect are the Environmental Impact Assessment (EIA) and the Cost-Benefit analysis; both these instruments should be refined and methodological issues be dealt with, preferably at European ____________________________________________________________________ Dutch Maritime Network 94
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level. EIA often suffers from a lack of homogeneity; there are no consistent guidelines, and where these exist they often mix impacts at mini- meso- and macro scale. The result is that sizable volumes of interesting data are presented, but it is far from clear how they should be used and interpreted. Especially the treatment of impacts at the different environmental scales raises confusion. And their weakness is that current assessments do not help in weighing environmental factors against the economic or societal significance. While a proper method of cost-benefit assessment could improve the situation, it requires that environmental values are expressed in shadow prices. Again a subject for much discussion, but essential to improve on if we want to use cost impact assessment as an instrument that can underpin maritime policy. b. A related subject is the role of formal decision-making in the preparation of major infrastructure projects. A cursory analysis by Eu DA showed that decision-making procedures in the field of transport infrastructure are fundamentally flawed for at least three reasons: •
•
•
The underlying cost -benefit methods are different for road, rail and waterborne infrastructure and not well comparable. This will easily lead to poor decisions in allocating capital for investment and does not help to stimulate a shift in transport modes from road to rail and water. The cost-benefit methods typically do not give sufficient weight to the external costs and the indirect environmental impact of transport modes. Specifically for the waterborne sector we found that not all functions that waterways fulfil are accounted for. Decision-making methods are different in each member state with the result that the benefits of transboundary projects are hard to assess.
These findings contribute to delays in the necessary development of seaports and maritime infrastructure. Our recommendation is therefore to include in the Maritime policy guidance for the proper assessment of needs, benefits and impacts. An indepth consideration of environmental costs and values of the marine environment will certainly bring further improvement. Conclusion The European Dredging Association promotes the role of dredging and marine contracting in the construction, upgrading and maintenance of the European maritime infrastructure and inland waterways. EuDA is concerned about the long lead times experienced by seaport development and large maritime projects. This causes unnecessary cost increases that will ultimately lead to competitive disadvantages. Such a handicap is difficult to accept in view of the speed with which developments in Asia take place (China, Singapore, Malaysia…). • EuDA recognizes a shortage of knowledge and understanding of the ecological effects of hydraulic works on the marine environment; the same is true for the economical and social dimensions of marine development. ____________________________________________________________________ Dutch Maritime Network 95
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•
•
•
•
EuDA pleads for an in-depth review of the impact of current environmental legislation on the development of marine- and maritime infrastructure. The review should result in improvements, such as the consideration of owners- and users’ rights, the legal terms for proper compensation and clearer stipulations on the balance between ecology and economy. EuDA believes that many models currently used to make decisions on infrastructure development are incomplete, insufficient and sometimes inconsistent. Harmonization at EU level and improvements in cost -benefit assessments are highly desirable. There is a need for a more considered approach towards balancing environmental, economic and societal aspects. EuDA proposes an international, European research initiative into the environmental effects caused by marine works. The knowledge obtained shall be made available and be used for planning and management of EU maritime infrastructure. A comprehensive knowledge base covering the marine environment shall be developed. It must take into consideration the expertise currently dispersed in many smaller research facilities and institutes. The creation of a European Centre of Excellence is proposed.
In conclusion, sustainable development of coastal zones and of maritime transport infrastructure requires a better understanding of - and further research into - the long term, far field effects of man -made works in the marine environment. This understanding should lead to improved models that may be used in the assessment of long term trends, including the effects of climate. EuDA welcomes the initiative to develop a framework for European Maritime Policy and desires to actively contribute to it in the domain of maritime infrastructure development.
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18. Central Dredging Association (CEDA) and the International Navigation Association (PIANC) Background and relevant experience of CEDA and PIANC The Central Dredging Association (CEDA) and the International Navigation Association (known as PIANC) are pleased to have the opportunity to present their views to this important conference. We have found common ground as stakeholders in participation in the development and application of the Water Framework Directive and have agreed to combine our resources to provide technical support to the process of developing a New European Maritime Policy. CEDA is an independent, non-profit, non-governmental, professional society that aims to provide a forum for all of those people involved in dredging works and who live and work in Europe, Africa and the Middle East. Sister organisations cover the Americas and the Far East. We would emphasise that CEDA is not a trade organisation and it does not lobby on behalf of the dredging industry. It is committed to providing good quality information about dredging and particularly the environmental effects and mitigation measures that are available, to those responsible at any level for the control and supervision of dredging activities. PIANC is a global organisation having its secretariat in Brussels. Similar in this respect to CEDA it has the aim of providing a forum for those involved in navigation issues and has taken an active role in the Water Framework Directive by organising a representative stakeholder group known as the WFD Task Group of which many related organisations are members. The Task Group provides an example of how CEDA and PIANC, we believe, can act as a useful point of contact for the Commission with a larger group of organisations that may have a particular involvement and interest in the European Maritime Policy. Both CEDA and PIANC have taken active roles as NGOs in the London Convention and - particularly CEDA - in the OSPAR Convention. We are therefore very familiar with the issues related to protection of the marine environment with particular regard to navigation and dredging. Our members have a wide range of expertise, coming from a wide variety of industry, consulting, contracting, research, planning and regulation backgrounds. Indeed some of our members are themselves government employees directly involved in the process of developing national legislation. Our hopes for the new European Maritime Policy We wish to draw attention to the need for harmonisation of the EC Directives so that they do not contradict or conflict with each other, for example in the way they handle the issue of sediments. Sediments know no legislative boundaries: they are transported by rivers and tidal currents, and often brought into suspension by wave activities in coastal regions. There is thus a backdrop of significant natural processes against which dredging and navigation takes place and the latter may sometimes cause (generally small) modifications to those natural processes. ____________________________________________________________________ Dutch Maritime Network 97
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We believe that it is important that any management strategies arising from the Maritime Policy take account of both the natural physical processes, and also of the existing International Protocols and national legislation that has been developed by member countries in the process of implementation of relevant EC Directives (eg. the EU Water Framework Directive) and other international conventions. So, what do we expect from a New European Maritime Policy? We expect it to relevant, beneficial, practical and enforceable, to the conservation and protection of the marine environment whilst also taking into account the broad picture of the benefits of dredging and navigation to the European Community and the world as a whole. It is in this process that our two organisations offer to assist those developing the new European Maritime Strategy by putting the knowledge and experience of our members at the disposal of the European Commission. Finally, CEDA attaches a copy of the Hamburg Declaration “From gaps to integration” which was discussed between CEDA, the Western Dredging Association and Eastern Dredging Association (known collectively as WODA, The World Organisation of Dredging Associations) over a period of more than a year and finally approved by delegates at the triennial conference that took place in Hamburg in 2004. Hamburg Declaration “From Gaps to Integration” Central Dredging Association Eastern Dredging Association Western Dredging Association WODA provides an independent forum for improving communication and technology transfer, and promoting integration and understanding of knowledge and experiences among all interested stakeholders to facilitate the economic and ecological sustainability of dredging and navigation projects. WODA, published its Environmental Policy during WODCON XV in Las Vegas in 1998. The foundation of the Policy rests upon the recognition that: • •
Carefully designed and well executed dredging projects that are conducted in an environmentally sound manner contribute to a stronger economy, and Dredging projects can be conceived, permitted, and implemented in a costeffective and timely manner while meeting environmental goals and specific regulatory requirements.
In conformity with and furtherance of that policy WODA, Observes that: • A key to successful implementation of the environmental policy is wide understanding of scientific, technical, regulatory, and managerial aspects of dredging and dredged material management; ____________________________________________________________________ Dutch Maritime Network 98
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•
•
With regard to the development and implementation of dredging activities, there are gaps (i.e., different levels of knowledge and understanding between people and between organizations) between different geographic regions, between regulators and operators, between environmental and economic interests, between different stakeholders, and between disciplines; Gaps can result in inappropriate regulatory guidance, inefficiencies in project implementation, and potential harm to the environment.
Understands that: • The objectives and requirements of dredging projects should be ecologically sustainable and technically feasible, while simultaneously enhancing the economy; • Feasible dredging technologies and practices are available that can meet ecological sustainability objectives; • Monitoring and evaluation of projects can be used by responsible authorities to improve the decision making process; • A healthy environment is essential to our social and economic well-being, and is integral to all activities including dredging; • An integrated approach can provide a basis for considering economical acceptability and ecological sustainability. An integrated approach encourages open lines of communication between all stakeholders early and often during the dredging project design and implementation, considers the full range of environmental and economic issues of the project and in relation to the overall watershed or harbor/port; and • There is much to learn from each other’s experience and knowledge with regard to different countries, different disciplines, different roles, and different objectives. Offers to: • Assist in closing the gaps and move towards an integrated approach by means of communication of knowledge and participation in discussion at all appropriate levels.
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19. International Association of Classification Societies (IACS) Introduction The members of the International Association of Classification Societies (IACS) welcome the opportunity to contribute towards the development of a comprehensive future European Union Maritime Policy that encourages a thriving maritime economy and ensures the sustainable use of the marine environment. The focus of IACS is on working towards the improvement of standards for safety at sea and preventing pollution of the marine environment, on providing an effective method for communication and co-operation with relevant international and national maritime organizations and on co-operating closely with the other principal sectors of the marine industry worldwide. This focus is directly attuned to the overarching interests of Governments, including those of the European Union and its Member States. This commonality of interests is recognized by Governments, including those EU Member States that are active in marine affairs, through specific reference to the role of classification societies in the International Convention for the Safety of Life at Sea (SOLAS), the International Convention for the Prevention of Pollution from Ships (MARPOL) and in the 1988 Protocol to the International Convention on Load Lines. It is further recognized by those Governments that are Parties to the above mentioned Conventions, including those EU Member States that are active in marine affairs, that delegate clearly defined statutory responsibilities to designated classification societies that carry out these functions in their capacity as a Recognized Organization as defined by the International Maritime Organization Assembly Resolutions A.739 (18) and A.789 (19). The European Union recognizes the role and responsibilities of classification societies through the Council Directive 94/57/EC, as amended, On Common Rules and Standards for Ship Inspection and Survey Organizations and for the Relevant Activities of Maritime Administrations. The Directive “establishes measures to be followed by the Member States and organizations concerned with the inspection, survey and certification of ships for compliance with the international conventions on safety at sea and prevention of marine pollution, while furthering the objective of freedom to provide services.� The importance of the responsibilities undertaken by the IACS classification societies to the public interest is reflected in their governance and organization. Most are very closely associated with their national governments and operate as nongovernmental organizations (NGOs) that have been accorded not-for-profit or charitable trust or foundation status by their relevant national government. Marine Classification Classification societies are organizations that establish and apply technical standards in relation to the design, construction and in-service survey of marine related facilities including ships and offshore structures. ____________________________________________________________________ Dutch Maritime Network 100
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More than 50 organizations worldwide define their activities as providing marine classification services. Presently ten of those organizations form the membership of IACS with one additional society accorded Associate membership status. A listing of the member organizations is attached in Appendix 1. Of the current ten IACS members, four organizations are headquartered in EU member countries. A fifth member is headquartered in Norway (part of the EEA) and all members maintain extensive divisional, regional, national or representative offices in the majority of EU Member States, providing local employment and economic stimulus. It is estimated that about 94 percent of all commercial tonnage (ships and other vessels) engaged in international trade worldwide is classed with a member or associate member society of IACS. Through the requirements of SOLAS, internationally trading ships that are registered with a European Union Member flag State must be built and maintained in accordance with the requirements of a recognized classification society or an equivalent national standard. Many other types of marine vessels such as tugs, barges, large motor yachts and offshore structures such as mobile offshore drilling units are also required, by the law of the EU member State in which they are registered, to be built and maintained in accordance with the requirements of a recognized classification society. Similarly, the great majority of ships and other vessels and offshore structures that transit EU waters and/or call at EU Member State ports but are registered with nonEU flag States are also built and maintained in accordance with the requirements of a recognized classification society. Given the role and responsibilities of classification societies within the maritime safety regime, the members and associate member of IACS applaud the EU Maritime Policy initiative and ask that the following issues and statements be considered in the development of the Green Paper that will address the European vision for the oceans and seas. The case for a holistic approach to oceans and seas International trade and the prosperity of the EU Member States is founded upon the provision of safe, efficient, cost effective shipping services to bring raw materials, finished goods and consumer items into and out of the ports of the European Union. 90 percent of all world trade is moved by ship, aggregating in excess of 6 billion tons of cargo moved across the world’s oceans each year. The international shipping community is cognizant that it must fulfil this vital role, safely, minimizing any adverse impact on the environment and with as little disruption to competing uses of the seas as is possible.
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Of particular concern to the industry is its responsibility to minimize pollution of the seas through accidental discharge of oil and noxious cargoes or substances, proper waste disposal, and pollution of the atmosphere through uncontrolled emissions from shipboard sources. The international shipping industry recognizes that the protection of the marine resource base is a precondition for achieving sustainable economic development and generating employment from the world’s oceans. By acting as an independent, self-regulating body for the international shipping industry that establishes appropriate technical standards for the design, construction and operational maintenance of the commercial vessels plying the world’s oceans and the waters of the EU, classification societies make a significant contribution towards the protection of the marine resource base. By providing technical guidance to EU Member States’ maritime Administrations and to the deliberations of the International Maritime Organization, IACS and its member societies demonstrate their commitment to the development and implementation of sound, practical, enforceable regulations that promote maritime safety and protection of the marine environment for all competing users of the seas and of the waters of the EU as well as the rest of the world. The International context and the case for European action IACS members recognize the importance of the sustainable use of ocean resources on a local, regional and continental basis. IACS members support the Preamble to the United Nations Convention on the Law of the Sea of 1982 (UNCLOS), to which the European Community is a party that states “the problems of ocean space are closely inter-related and need to be considered as a whole.” IACS members are headquartered in nations located in Europe, Asia and the North American continents. Those members also act as a Recognized Organization on behalf of flag State Administrations in more than 100 nations around the world. The ships and vessels that are classed by IACS members fly the flags of European Member States and of many other nations. Those ships and vessels ply their trade across all the oceans and seas of the world and carry cargoes that originate in, or are destined for, every nation in the world. For such a truly international industry to operate safely and effectively across all oceans and between all nations it must adhere to regulations and standards that are developed under international comity. While recognizing the sovereign right of all nations to establish regulations deemed necessary for the protection of its waters and coastal communities, international trade would be seriously and adversely impacted if such an internationally uncoordinated approach to maritime regulation were to be promoted on a national or regional level.
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An effective mechanism, the International Maritime Organization (IMO), is in place for the development of appropriate standards for the protection of life and property at sea and of the marine environment. Every EU Member State that is active in marine affairs is a member of the IMO and most make significant contributions to the debates that give rise to the International Conventions (such as SOLAS and MARPOL) that establish the required standards for enhancing maritime safety and protecting the marine environment. IACS actively supports the work of the IMO through its Observer status as a nongovernmental organization, through the high level of technical advice and support that it offers to the Organization and through the participation of technical experts from its various member societies on, or as advisers to, the national delegations of many of the principal flag States. At the national level, some individual governments, including EU Members, either defer enactment of the Convention standards into national law or are slow to implement specific provisions once enacted. An example of the latter is the considerable delays that have occurred in providing adequate port reception facilities, as required under MARPOL Annex I, so that oily water slops can be discharged from a ship in a safe and environmentally acceptable manner. It is suggested that prompt and consistent implementation and enforcement of existing maritime regulations at a national and regional level will obviate the need for much future regulation. It is also suggested that the EU could provide a positive template for global improvement in the quality of the international shipping industry by introducing clearly defined incentives that promote maritime safety and the protection of the marine environment by rewarding the owners and operators of the highest quality ships in a tangible manner. IACS members appreciate and applaud the work carried out by EU Member States under the Paris Memorandum of Understanding relating to Port State Control (PSC). Targeted port State inspections have proved to be a valuable tactic in eliminating substandard shipping from the world’s oceans and in raising the overall safety standards of the international shipping industry. The Paris MOU has proved to be a positive template for establishing and administering an effective PSC regime that has been closely followed in a number of other areas of the world. IACS members also appreciate the leadership shown by the Paris MOU Secretariat in working with these other PSC regimes to harmonize their procedures and to coordinate the manner in which ships are targeted for inspection. IACS is of the opinion that these efforts to introduce a consistent and coordinated approach to PSC on an international level significantly enhance the effectiveness of each of these regional programs and helps to underpin the convention requirements. IACS considers the activities of the PSC Administrations to be complementary to the efforts of its own members that are aimed at raising the overall standard of the ____________________________________________________________________ Dutch Maritime Network 103
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international shipping industry. IACS is of the opinion that a close and cooperative relationship between class and PSC Administrations based on mutual respect for and trust in the activities and competencies of the other provides a positive approach to improving maritime safety standards. Regional training of PSC Officers provided on several occasions by IACS is considered to be a positive initial step towards gaining this respect and trust. IACS members have a long history of working successfully with the maritime Administrations of national governments and/or the Coast Guard of those governments that maintain such an agency, to jointly establish and apply appropriate maritime safety requirements. IACS as an association and each of its members individually have sought to establish a similar, mutually beneficial relationship with the European Maritime Safety Agency (EMSA). To be effective, such a relationship must be founded on the principles of mutual trust and respect for the activities and competencies of the other. IACS members are committed to demonstrating their competence to EMSA and by so doing to earn the needed respect and trust in their activities. In view of the above, IACS respectfully asks that the Maritime Policy Task Force consider the following: • That the international shipping and offshore industries must continue to be subject to an internationally agreed regulatory framework if they are to operate in a uniformly safe, efficient and environmentally sensitive manner and to effectively contribute to the further development of global trade. • That the possible occasional need for specific, narrowly focused local or regional regulation be recognized but that any such initiative should take into account the need for a consistent international regulatory framework if global trade is not to be disrupted or adversely impacted and that every effort should be made to first seek international comity on the issue through the auspices of the IMO. • Similarly, those elements of a possible integrated EU ocean policy that address issues of maritime safety and environmental protection that normally fall under the purview of the IMO due to their international implications, should be developed through international comity. • That the EU should make every effort to encourage prompt, coordinated adoption and effective implementation of international maritime conventions by its Member States. • That the EU encourage its Member States to undertake a wide ranging review of existing maritime safety regulation to identify areas that can be simplified, clarified and/or better coordinated and that the Member States should work within the committee structure of the IMO to encourage a comparable reassessment of the source regulations as contained in the principal maritime Conventions as amended. • That the EU encourage the highest possible standards in the maintenance and operation of ships and vessels operating under EU Member State flags, or those under other flags that trade into EU ports, through the implementation of a clearly focused reward scheme that offers all facets of the industry adequate and appropriate financial, fiscal or operational benefits. Both the safety performance of individual ships and of fleets operated under a single manager, and the ____________________________________________________________________ Dutch Maritime Network 104
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environmental performance of ships and fleets could be recognized in this manner. That the EU support and encourage Member States to coordinate the training of their Port State Control inspectors, the manner in which ships are targeted for PSC inspections and the manner in which those inspections are carried out under the Paris MOU and to encourage further close cooperation between the Paris MOU and the other port state control regimes worldwide to increase the effectiveness of this component of the maritime safety regime. That the EU encourage close cooperation between the Port State Administrations of its Member States and the members of IACS, and between the Paris MOU Secretariat and the members of IACS, based on the fact that class, acting as a recognized organization, and PSC Administrations have a common goal of improving maritime safety and protecting the environment. That the EU encourage industry input into the establishment of expanded terms of reference for EMSA and, in particular, encourage a close and cooperative relationship between EMSA and the members of IACS in recognition of the shared common goals of class, acting as a recognized organization, and the agency of improving maritime safety and protecting the marine environment.
The human factor The classification societies that form the membership of the International Association of Classification Societies employ many thousands of highly skilled personnel. A significant proportion of that combined workforce resides in EU Member States. The need to recruit additional staff continues to increase in direct proportion to the increase in global trade and the concomitant increase in the world’s commercial fleet. The employee skills required by classification societies are primarily in the areas of naval architecture and marine and mechanical engineering. Traditionally, a significant number of classification surveyors have had prior experience serving aboard international and/or coastal trading commercial ships. Traditionally, a significant proportion of the world’s fleet has been owned by individuals or companies resident in Europe. However, for various reasons the number of ships that continue to fly the flag of a EU Member State or that employ skilled European engineering and deck officers has declined precipitously. Similarly the traditional sources for experienced naval architects and mechanical engineers recruited by classification societies have been shipyards, engine builders and related maritime industrial activities. Again, for numerous reasons, shipbuilding activity in EU Member States has contracted significantly over the last two decades. Classification societies must be able to offer comprehensive survey services on a global basis. Such services are best rendered using qualified nationals from the country in which the regional, national or port office is located. With a significant presence in most of the EU Member States, classification societies therefore have a vital interest in supporting efforts to maintain and expand the pool of appropriately trained and experienced maritime technical personnel within Europe.
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To promote the development of these maritime technical skills, IACS members provide scholarships in appropriate disciplines at universities in several of the EU Member States and offer graduates opportunities through tailored training schemes. To further encourage interest in maritime related careers and to sustain and expand employment of EU nationals within the large number of classification society offices within the EU, IACS members would be supportive of EU sponsored educational and vocational programs in the areas of maritime science and technology. A growing disincentive for individuals considering a maritime industry career is the increased exposure of seafarers, classification society surveyors and supervisory personnel to possible criminal sanctions arising from a marine pollution incident. IACS asks that the Maritime Policy Task Force consider the strongly negative implications on attracting and retaining the necessary qualified classification personnel that would be occasioned by further broadening laws that criminalize actions that may contribute to accidental pollution but which do not amount to gross negligence or a dereliction of duty on the part of an individual. Other issues The classification and related statutory services provided by the members of IACS in their capacity as either a classification society or Recognized Organization are an essential component of the overall maritime safety and pollution prevention regimes. These services make a significant contribution to the safety of life and property and to the protection of the marine environment. The continued provision of these essential services is threatened by the existing exposure of classification societies to potentially unlimited liability for errors or omissions on their part that do not amount to gross negligence. The members of IACS respectfully request that the Maritime Policy Task Force give due consideration to extending appropriate legal protection to classification societies that operate within EU Member states and are recognized under the EU Council Directive 94/57/EC, as amended, On Common Rules and Standards for Ship Inspection and Survey Organizations and for the Relevant Activities of Maritime Administrations. Such protection would not extend to instances of gross negligence. Such protection would be in recognition of the essential contribution that classification societies make to overall economic growth, local employment opportunities, maritime safety and environmental protection. Such protection should be objective, transparent and allow for an appeal. IACS members support an expanded auditing of their activities by the EU through its agency EMSA to verify that requirements of Council Directive 94/57/EC, as amended, are met and that their activities continue to warrant the legal protection that is requested. Such an enhanced auditing system should take into account, and be coordinated with the quality audits that are conducted on IACS members by each of the individual EU Member States for which those members act as a Recognized Organization. Such
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coordination will encourage the most effective overall review of a society’s activities. IACS recognizes the presence within some EU Member States of classification societies that are not members of IACS as they do not meet IACS membership criteria with respect to quality, size or technical capability. Since the actions of any “classification” society reflects the overall standards and quality performance of all classification societies, including those that are IACS members, IACS respectfully requests that these organizations be subject to quality and management system audits of comparable intensity as those to which IACS members are subject so that the highest standards of classification are encouraged. As international organizations addressing the most international of industries, marine classification societies rely on the principles of freedom of competition and trade to efficiently provide service to the shipping and offshore industries. Such principles are based on the concept of reciprocity between sovereign nations. IACS respectfully requests that the Maritime Policy Task Force enshrine these principles and concepts within EU maritime policy to encourage competitiveness within a free and fair market. Classification grew out of a need by marine underwriters for an independent, technical rating of the ships and vessels that they were being asked to insure. Underwriters continue to rely on this risk assessment aspect of classification in today’s market. Classification therefore plays an essential part within the overall global marine insurance industry, the centre of which is resident within Europe. In developing a Maritime Policy for the Union, IACS requests that the Maritime Policy Task Force take note of this historic link between the insurance and classification sectors of the maritime industry. Policies that strengthen this bond would be welcomed, particularly if they are based upon the provision of incentives for shipowners and operators to demonstrate to underwriters, and to the relevant regulatory bodies, their adherence to the highest possible standards. Conclusions IACS members welcome and support the development of an integrated Maritime Policy for the European Union designed to promote economic growth, competitiveness, employment, technical innovation, environmental protection and maritime safety and security. IACS members respectfully request that the Maritime Policy Task Force take into account the limited but critical role that classification plays in establishing and applying appropriate technical standards for the maritime industry that promote safety of life, and protection of property and the marine environment. These activities are to the public benefit and directly complement the associated responsibilities of the EU Member States in their capacity as either a flag State or port State.
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The role of class, and the benefits that flow from the provision of classification services of the highest quality, has been detailed in this submission and are recommended to the Task Force for consideration. Numerous specific suggestions have been put forward in this submission for consideration by the Task Force that would enhance the ability of the members of IACS to support the overall goals of the proposed policy, set forth in 7.1 above, and IACS members respectfully request that such consideration be given. Of critical importance is the requested recognition by the Task Force, when developing the proposed Policy, of the internationality of maritime trade and commerce, and of the various industry sectors, including classification, that support the safe and environmentally sensitive use of the world’s oceans. A coordinated approach to regulation of the world’s oceans, and the activity thereon, based on international laws and treaties remains the most effective way to encourage safer, cleaner seas for all.
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20. European Association of Classification Societies (EurACS) Foreword EurACS is the association representing the classification societies being members of IACS having Head Offices in European countries. EurACS’ objective is to be the contact for the European Commission and the EU maritime industries on research and development with the purpose of improving maritime safety and the protection of the environment. EurACS has the chair of the R&D Strategic Planning Group of the MIF (Maritime Industry Forum) and of the WATERBORNE Technology Platform. The competitiveness of the EU maritime sector depends on its ability to innovate, both with new concepts and more efficient production methods. This is a field where classification societies contribute significantly, for instance by assessing pilot applications as well as by providing knowledge-based support to important R&D projects at EU level. An “all embracing” maritime policy where synergy between the various fields of expertise is exploited will strengthen the competitiveness of the EU maritime sector and will create a “knowledge society” throughout the EU. Therefore the Commission’s decision to move along this path is welcomed by EurACS. More specifically, in EurACS’ view, the following issues should be elements considered when developing such a policy: a. The recognition of the vital role played by classification societies in the promotion of a sustainable development of the maritime industries, both with respect to safety of people and assets and protection of the environment. b. The recognition of the roles and responsibilities of the various bodies involved in ensuring safe, reliable and environmentally acceptable operations in the maritime transport of goods and people and in the exploration and production of oil and gas in European waters. c. The competence and availability of human resources needed to reach the goals for economic growth and employment in the EU maritime sector. Classification societies are, as a prominent part of the EU maritime cluster, dependent on an international level playing field in order to be competitive in the global marketplace. It is thus not surprising that the above issues are equally important when seen from a worldwide perspective. As such they are addressed in the IACS paper, and in that context the viewpoints are supported by EurACS. In the following, the EU perspective for the above issues is provided, with reference to IACS paper where relevant.
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The recognition of the vital role played by classification societies in the promotion of a sustainable development of the maritime industries, both with respect to safety of people and assets and protection of the environment As an integral part of the traditional classification activities, EurACS members play a significant role in the development of safe and environmentally friendly solutions for shipping and offshore activities. This contribution to strengthening the EU competitiveness is not limited to shipbuilding and shipping, but is apparent in other sectors of the maritime field. Individual societies are heavily involved in the European offshore oil & gas exploration/production/transport, developing rules and procedures used to ensure safe and environmentally friendly operations and acting as risk management advisors to the industry. EurACS is of the opinion that future success will depend both on incentives for quality performance and a certain degree of penalties for unsatisfactory performance. We encourage the introduction of a system of incentives recognizing quality performers among the classification societies and their clients , for instance by reducing the number of audits on ship operators, ships and the ROs themselves when good quality performance records are achieved, e.g., through Port State Control. In contrast, the EU Directive 94/57 is proposed to be amended not to include incentives, but to include sanctions for ROs deemed guilty of inadequate performance. In principle this is not opposed, provided that the criteria for awarding penalties are objective, transparent, proportionate, applied only when guilt is clearly demonstrated and appeal is allowed. On a wider perspective, the Commission should promote incentives (i.e. reduced insurance premiums or port dues) to shipping operators showing high quality performance both as regards safety and environmental behaviour. The recognition of the roles and responsibilities of the various bodies involved in ensuring safe, reliable and environmentally acceptable operations in the maritime transport of goods and people and in the exploration and production of oil and gas in European waters. Promoting a strong integration of maritime policies among all EU Members and expanding the areas in which the Commission has legal competence on behalf of the Union, is obviously a major overall strategy of the Commission. This strategy will be strengthened by an “all embracing� maritime policy, which we assume will result in future simplified and harmonized European legislation. However, the positive effects of such an integration process would be partially nullified, at least as far as safety at sea and protection of the marine environment is concerned, if the central role of the IMO is not properly recognized and respected... Europe with almost 40% of the world tonnage controlled by owners domiciled or with allegiance to its Member States, can have a major influence on the future regulatory development in IMO. A constructive use of this influence will benefit Europe more than a regional approach to resolution of challenges which are of a global nature. In this respect EurACS supports the concerns and viewpoints expressed in the IACS submission. ____________________________________________________________________ Dutch Maritime Network 110
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The competence and availability of human resources needed to reach the goals for economic growth and employment in the EU maritime sector If Europe in the future shall have a competitive edge in the global marketplace, technological and managerial competence in concept developments, production and operation will have to be continuously improved. The success and sustainability of the maritime industries is not exempted from this challenge. More and more maritime related activities have become “knowledge dependent” and can only excel through the employment of highly qualified seafarers, superintendents, surveyors, and technical and research staff. Regrettably, there is an increasing lack of suitable manpower resources within EU attracted to the maritime industries. This makes the “knowledge society” a dream difficult to realize, notwithstanding the contribution the classification societies make with their significant percentage of yearly turnover invested in competence-building and training of human resources. The lack of capable human resources attracted to the industry is a general problem which can only be addressed through joint efforts to increase the attractiveness of careers in the maritime field and by putting in place legal frameworks and economic incentives which are competitive with other employment alternatives. It is therefore recommended that the Commission establish the necessary policies and programs for an active and structured promotion of the maritime career as well as initiatives aiming at motivating young people to select this type of employment. Conclusions EurACS strongly support the development of an EU global maritime policy supporting a sustainable use of maritime resources and activities related to the maritime areas, leading to economic growth and increased employment and eventually making the EU the most competitive maritime region in the world. It is to be recognized that this objective cannot be seen in isolation from the development of the global economy and, at least for some activities such as classification, there is no distinction between EU vision and international vision. In order to achieve the objective of a global policy, collaboration between the European Commission and the industry is needed, as well as between the EU and international organizations like IMO, ILO and WTO. From EurACS perspective, the priorities in this collaboration should be: • Rationalizing and harmonization of existing legislation • Creating a system of incentives for quality shipping • Promoting environmentally responsible shipping through support of initiatives like “green passport”, reduction of emissions from ships and promoting ship recycling • Promoting the recruitment and training of highly qualified people both on board ships and ashore through suitable policies and programs • Promoting innovation both in technologies and managerial disciplines.
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21. European Shippers Council (ESC) Introduction The European Shippers’ Council (ESC) represents the interests of European industry as users of freight transport services in all modes of freight transport (deep sea shipping, short sea shipping, air transport, road transport, rail, inland waterways, both within Europe and overseas). Shippers are primarily producers of goods and services which they market, sell and distribute to their customers. ESC welcomes the opportunity to respond to the European Commission’s initiative of looking at an integrated approach of a future Maritime Policy for the Union. All these policies should be directed towards improving competitiveness and encouraging growth in a sustainable manner. The ESC considers that any Commission strategic aims or actions that follow from this initiative should be placed within the overall Commission’s aim to make Europe the most competitive economy of the world as part of the Lisbon agenda. In doing so it should continue to ensure the free and fair trade, improving the business environment through better and less regulation and enhancing infrastructure. Since the ESC is as a stakeholder in particular interested in the transport and maritime safety and security policies, which already have a strong legal basis in the EU, we will be commenting on those aspects. ESC believes that the EU maritime policy should be closely coordinated with the EU’s wider transport policy and therefore argues that the Green Paper should be linked with the Review of the EU White Paper on Transport Policy. Need for a Competitive Environment for European Industry The operation of complex supply chains is dependent upon efficient and reliable transport services that enable companies to move products around the world easily and efficiently. Further liberalisation in areas such as port - and maritime services reflects ESC’s desire to have inefficiencies removed from industry’s supply chains to enable European business to enhance its competitiveness in highly competitive overseas and domestic markets. The liberalisation of the transport markets within the European Union has tremendously contributed to the development of a prosperous single market in Europe. It should also help to improve the competitive position of Europe in the global trade society. Without efficient and competitive maritime links and services EU industry cannot trade effectively; and cannot compete effectively in the world economy. The fact is transport costs are between 15-20% higher in Europe than they are in the USA and Japan. Securing infrastructure Needs Whilst the Commission’s policy is to promote genuine mobility and limit environmental damage by promoting transport modes which have unused capacities, such as the waterways and short sea shipping, transport users are being confronted ____________________________________________________________________ Dutch Maritime Network 112
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with congestion in the major container ports and connections which sometimes forces them to again use road transport rather than an intermodal transport solution. Therefore, transport infrastructure, both in ports and in the hinterland connections requires urgent investment in order to cope with increasing freight volumes and to facilitate intermodal transport. Shippers would support a European Maritime policy that would ensure that there is sufficient port capacity and that would improve hinterland connections and the efficiency of port services. Facilitation role for the European Commission The ESC believes that the European Commission has a role to play in providing industry with information on future trends in logistics and the comparative performance of different transport modes. Over the next 10 years the European Commission should identify and publicise trends in manufacturing location, including the future origins and destinations of goods. This will inform the long-term planning and investment decisions of industry, transport operators, logistics providers, and infrastructure owners. Demand for freight transport services is a direct result of the need to transport goods from origin to consumer. The Commission is uniquely placed to collate this information and develop a high quality planning resource for use by all parties involved in the transport industry. The Commission should also begin assessing and make available the costs and impact of congested infrastructure and journey time on the efficiency of the single market. This will help not only to identify critical infrastructure investments, but also to enable industry to plan its future supply chains intelligently.
Promoting Best Practices and pro-competitive business tools Industry has heavily invested in the development of best practice and other procompetitive business tools such as performance indicators and benchmarking to promote efficient and sustainable transport, logistics and infrastructure systems. These instruments optimise transport movements and limit the negative impacts of transport. The Commission should extend these initiatives along with other incentives to tackle congestion, improve efficiency and to promote transport modes with underused capacities. A Competitive environment for Shipping industry and their Customers Shippers need high quality, efficient and reliable liner shipping services. They are therefore backing efforts of the European Commission to liberalise maritime transport. It is the reason why customers support the repeal of regulation 4056 (competition rules governing the maritime industry) and reject replacing it with a new block exemption permitting the formation of a new cartel. The repeal of regulation 4056/86 is about making the liner industry more responsive to its customers and less focussed on collaboration with its competitors. This will enable Europe’s industry to compete at a global level, meeting the requirements of the Lisbon Agenda. It should not be confused with the otherwise well-intentioned desire to ensure the greater shipping industry in Europe (ship-building, the maritime service industry, and short- sea industry) is promoted and remains strong in Europe’s economy. ____________________________________________________________________ Dutch Maritime Network 113
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Short-sea and coastal shipping is thriving in a competitive environment without any block exemptions. The growth of short-sea container feeder services (not to be confused with intra-EU short-sea shipping services), to take transhipped containers at the main container port hubs, is a response more to congestion issues in ports and surrounding infrastructure and the fact also that many of the new deep sea container ships are simply too big to use the majority of EU ports. Short Sea Shipping Industry shares the view that increased usage of short sea shipping - and inland waterways will benefit Europe's transport system and industry supply chains. However, while better utilisation of waterborne transport does provide scope for improved market share, medium term aspirations for Short Sea Shipping and inland shipping should not be overstated. Longer term, the creation of many new routes - so called 'motorways of the sea' - could add further options to service providers, but these services must be above all attractive to shippers. Demand for such services must be assessed correctly before infrastructure or other investments are made. Greater efficiency and faster turn around of ships in port can be stimulated by market competition in dockside activities such as cargo handling. The ESC therefore support Commission initiatives that aim at the further liberalisation of services in the port sector. Efficient services are vital to give short sea shipping services the flexibility and market appeal necessary for growth in the sector. Maritime Safety The « Erika » and the Prestige accidents obliged the Community to revisit its existing rules and to adopt new rules for the prevention of accidents with oil tankers. ESC remains committed to supporting realistic and workable Commission measures that will improve the safety climate and instil greater responsibility within the industry. A lot of the safety debate has focused on the question of whether regulation should be ‘regional’ or ‘international’. International regulation would, in an ideal world, be the most advantageous system since it would provide for a uniform global regime. However, where it appears that there is an inability to act at the international level, ESC believes Europe should accelerate matters. The ESC is looking forward to new initiatives from the European Commission which would aim at a compulsory insurance regime for owners entering European waters along the lines of legislation existing in the US.
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22. European Community Association of Ship Brokers and Agents (ECASBA) Port and infrastructure development Given the significant value to the EU that maritime trade generates, it is clear that the primary point of entry to the Community for seaborne trade, that is the port network, must operate as efficiently as possible. The port and cargo handling industries have made excellent operational and efficiency gains over the past few years and although further work remains to be done in some ports, it is generally accepted that overall the industry is efficient, internationally competitive, responsive to change and ready to make the investments and undertake the development necessary to meet future demand. One major factor in maintaining an efficient port sector is the need to ensure that ports have sufficient capacity to handle the vessels that the primary port users, the shipping lines, wish to utilise. As is stated regularly by port operators, ports exist to service cargo and not the other way round. If ports cannot accommodate their user’s requirements then business will go elsewhere. The increasing size of vessels, particularly in the container trades, is driving forward port development plans across the EU and there is an urgent need to bring these plans to fruition. Unfortunately, however, some of them have been frustrated by an overemphasis by national or regional planning authorities on environmental issues, some of which have proven, after careful analysis, to be overstated or indeed spurious. ECASBA fully appreciates that the environmental impact of port or other infrastructure developments must be addressed and that careful study must be undertaken to ensure that the potentially harmful environmental implications of a major development are minimised. At the same time, however, the positive contribution to the commercial health of the local community, region and ultimately, to the EU as a whole, must also be taken into account. To this end ECASBA fully supported the concerns voiced by the Maritime Industries Forum at its meeting in Bremen in January. Unfortunately the decisions taken in respect of a number of recent port development applications seem to indicate that the claimed environmental impact was given more credence than the commercial benefits. The decision to prevent development at Dibden Bay in the UK is a particular case in point. The environmental impact was considerably overstated and, as it turned out, based on questionable evidence. As a result, the entire UK container port development strategy is under threat, with the likelihood that UK ports will be unable to accommodate the latest generation of container vessels. Allied to the need to reconcile environmental issues with major infrastructure developments is the amount of time currently required to secure approval from planning authorities. The current system is so lengthy and cumbersome that port development will always lag behind vessel development and so European ports will always be at a disadvantage compared to their counterparts on other continents. The port industry would therefore benefit from a streamlined priority planning ____________________________________________________________________ Dutch Maritime Network 115
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application system that gives equal weight to the commercial and environmental considerations. Short sea & river transport ECASBA believes that the case for increased use of short sea and river shipping has been made and strongly supports its widest possible use. Significant progress has been made both by the Commission and industry in increasing the volume of cargo moved around the community by water but a number of problem areas remain. Primarily amongst these is the far higher administrative burden, much of it customs related, incurred in sending a shipment by sea compared with sending the same shipment by road or rail. In spite of input from this organisation and others, the Commission persists with the fiction that intra-EC cargo movements by sea constitute an international voyage, with the result that in most cases the level of administration – particularly in terms of the volume of documentation required – acts as a significant disincentive to increased use of short sea shipping. It is true that the use of an “authorised shipping service” does allow movement of cargo with a reduced volume of documentation but the conditions attaching to the granting of “authorised shipping service” status prevent the widespread adoption of this facility. The need to adhere to set schedules militates against one of the primary advantages of short sea shipping, that is the ability to move large quantities of bulk cargo on demand. Bulk cargo movements do not always follow a set pattern, either in terms of sailing schedule or route. Demand for bulk material is consumer driven and the delivery system must be able to meet the consumers’ requirements, often at short notice. ECASBA appreciates the need to ensure that all intra-Community transport is controlled but there is considerable scope for relaxation of the current rules. In tandem with development of the “known shipper/receiver/agent/shipping line” regime for enhancing intermodal security, it should be possible to allow those short sea operators that meet set criteria to operate intra-Community services with a greatly reduced level of administration. We are aware that consideration is being given to utilising global positioning information (through the Galileo project) to ensure vessels remain within European waters but we believe that an expanded authorisation process would be equally as effective and could be implemented somewhat earlier. Making illicit calls to non-EU ports is not an option for most shipping operators, especially outside the Mediterranean Sea/Portugal and Black Sea regions, and any reputable shipping operator is fully aware of the impact that late cargo delivery (resulting from such activity) would have on his ability to retain business. We therefore believe that the controls currently in place are too restrictive to allow for significant expansion in short sea services and urgent action therefore needs to be taken to redress the balance. Action also requires to be taken to harmonise EU Customs regulations. Unfortunately the multiplicity of national customs rules, combined with the lack of trade facilitation focus demonstrated by customs authorities in many Member States, further erodes the ability of maritime transport to play its full role in the efficient movement of cargo. Allied to this is the need, although perhaps outside the scope of ____________________________________________________________________ Dutch Maritime Network 116
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this paper, to develop coordinated and compatible EDI systems for exchange of cargo information. Seaborne transport Unfortunately, as a result of a number of high profile incidents, seaborne transport has an underserved reputation as being a major source of pollution. It is true that a major maritime accident, such as the “BRAER”, “ERIKA” or “PRESTIGE”, can bring with it significant levels of pollution and ECASBA fully supports the current initiatives to improve the quality of vessels operating in EU waters. Recognition must be given, however, to the fact that seaborne transport is, by all indicators, the most efficient, and least polluting form of transport in widespread use. Vessel emissions per tonne of cargo carried are almost negligible and, given the immense volumes of cargo moved by sea each year (23 billion tonne/kilometres/year in 2002), its safety record is extremely high. As INTERTANKO, the international tanker operators’ organisation points out, approximately 99.99% of all seaborne oil cargo reaches its destination safely. In addition, and as stated in your Communication, 80% of marine pollution is a result of land-based activity. These facts must be acknowledged in any EU Maritime Policy and the calls to apply ever more stringent safety and environmental controls on the shipping industry must be reviewed in the context of its current, and ever-improving, operational record. It is also vital that the EU maintains a strong, modern and well-maintained merchant fleet, capable of competing internationally. The recent initiatives to develop second registers and the introduction of tonnage tax regimes by some MS have assisted in reversing the decline in vessel numbers but we believe more can be done. Whilst ordinarily ECASBA does not support cabotage as a concept, we believe that some limited restrictions on vessel ownership/registration could be applied, perhaps in relation to short sea shipping. Security and crime prevention The employees of our members engaged in port agency will be in the front line if a terrorist incident ever occurs at an EU port and all of our members, wherever they work, have a role to play in the maintenance of security in the maritime industry. ECASBA has therefore taken an active role in the development of port security measures at both EU and national level and we will continue to exchange views with, and make our expertise available to, the Commission in the future. Our support for the implementation of enhanced security measures is tempered, however, by the realisation that the volumes of cargo moving through EU ports everyday render the establishment of a totally secure transport chain a practical impossibility. Accordingly ECASBA has regularly warned that security initiatives must balance the effects of a terrorist incident against the effects of Europe-wide disruption to trade. Whilst a trade slowdown will not result in loss of life or property damage, the commercial cost of impeding trade across Europe could in fact be significantly higher. Our view remains that all security measures proposed must be proportionate to the perceived risk and appropriate to the circumstances of the port or installation.
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As responsible and professional agents our members also play a major role in crime prevention. They work closely with the authorities and make available their knowledge and expertise to assist in identifying and notifying possible incidents of drug trafficking, people smuggling, money laundering and other illegal activities. Unfortunately, however, our members in some EU nations are also the first to be implicated when illegal activities are uncovered. In recent months, ship agents in Greece, Belgium and, just on the periphery of the EU, in Turkey have found themselves suffering the unwarranted attention of their customs and law enforcement agencies where containers they have innocently handled have turned out to contain contraband or, in one case, arms. Agents cannot be expected to check every container they process – and many are already in free circulation in the EU so cannot be inspected – so under international trade law, viz. the Hamburg and Hague-Visby Rules, they are entitled to rely on the description of the goods as provided by a third party. Regrettably this entitlement is not enshrined in many Member States’ customs codes and so the agent is the first party held liable when illegal or illicit material is found. Any attempt to draw up a unified customs code for the EU must recognise, and incorporate, these internationally recognised rights – and equally their compensating obligations. Environment/ coastal management As has been stated previously, ECASBA fully supports the need for sound and robust environmental protection policies but these must be appropriate to the actual risks posed by maritime industry developments and consistent with need for continued economic growth and development across the EU. Peripheral regions/fishing Most of the peripheral regions in Europe have strong links, economic, social and historic, with the sea and the development of an effective, maritime based, local economy will be of significant benefit to these regions. We are aware that the European Union already has well-established regional development policies but there are other sectors where existing programmes can be targeted to bring additional benefit. For example, the trend towards larger and larger vessels is concentrating primary shipping routes in major ports with the result that trade in smaller ports is declining. The development of short sea shipping, with its ability to service, and in many cases regenerate, these smaller ports is therefore of vital importance. In the past, many of the ports in peripheral regions depended to a large extent on the fishing industry. Although it is becoming clear that fishing needs to be carefully controlled to avoid exhausting stocks, the socio-economic benefits to peripheral regions are such that they should be given priority when allocating fishing quotas. Unfortunately however, the current Common Fisheries Policy rules seem to favour large-scale operations, many of which are based in other MS, which exclude local fishermen and therefore do not contribute to local income or employment. Perhaps this is an issue to which some limited form of positive discrimination should be applied to ensure that local communities do benefit from this traditional industry. In addition, leaving the industry in the hands of small-scale local operations that are ____________________________________________________________________ Dutch Maritime Network 118
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almost exclusively dependent on locally available resources would engender a sense of environmental responsibility, based on the need to maintain stocks for the future, which may otherwise be lacking. EU membership of international organisations ECASBA is aware of the current proposal that the EU secures membership of IMO and/or ILO. Whilst we appreciate there are benefits to be gained by Europe speaking with one voice on major maritime issues, we believe that in certain circumstances there is potential for significant diversity of views on various issues between the MS. Under the existing IMO/ILO membership arrangements, each MS has the right to contribute to the debate and so these diverse views can be expressed. Developing an overall EU position will by necessity require that a consensual approach be adopted with the result that views expressed by MS that fall either side of the “common position” will be discarded. There is already scope for informal discussion amongst the IMO/ILO delegates from which common positions covering a number of nations (be they EU members or not) will emerge. ECASBA therefore feels that the interests of MS in the global maritime industry are best served by the existing structure. EU coastguard The concept of a coordinated, EU wide coastguard agency has significant merit, not least through its ability to provide consistent levels of service in areas such as search and rescue facilities, pollution prevention, places of refuge and anti-smuggling patrols. ECASBA has some concerns, however, in that the concept brings with it the possibility for duplication of effort and unnecessary bureaucracy. Well-proven procedures for cooperation in these activities already exist in certain areas and whilst there remain some areas where better facilities and closer cooperation in their use is required, we believe that any proposals should recognise and maximise the use of those that are already available. Accordingly the “European Coastguard Agency” should only be required to provide guidance and assistance in providing the same levels of training, resources and facilities across all MS and to establish common standards for communication and operating procedures. In the latter case we believe that regular exchanges of views amongst the national coastguard agencies, and the promotion of best practice, would by themselves contribute greatly to raising standards of operation throughout the EU. Regulation and professionalism In its various submissions to the Commission, Parliament and other relevant bodies, ECASBA has always supported the view that the legislative burden on the shipping industry must be as light as possible to avoid stifling commercial development. As an example, ECASBA does not support the actions of the Commission in trying to impose either the European Intermodal Loading Unit or the profession of freight integrators on the industry. In both cases we argued that if there were a good, commercially viable need for either then the industry itself would develop it. Historically, the shipping industry – although subject to some of the highest levels of regulation seen anywhere in the transport sector – has shown itself to be extremely adept at adapting and developing to meet the multitude of challenges that have ____________________________________________________________________ Dutch Maritime Network 119
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arisen, in most cases without government (or Commission) support. Regrettably we have, in recent years, seen the Commission taking an increasingly interventionist role in clearly commercial matters and in many cases the proposals have been found to be ill-conceived and quite rightly have been rejected by the industry – albeit after considerable time and expense has been incurred in overturning the proposals. ECASBA has consistently called on the Commission to concentrate on providing the European shipping industry with the appropriate legal and fiscal regimes necessary to level the playing field and by so doing to allow the industry to take the commercial decisions necessary to ensure that our industry remains efficient, vibrant and able to meet the challenges that face it in the coming years. We hope, therefore, that the Maritime Policy will encourage such an approach at both EU and national levels. For our own industry, we hope that the Task Force will recognise the vital role played by the agents and brokers in coordinating the movement of goods to, from and within Europe. Without their knowledge, experience and professionalism European transport would be very much less efficient and flexible than it currently is. As stated in our response to the Freight Integrators proposal, there already exists within Europe a professional and highly trained network of companies that arrange the daily movement of vast quantities of cargo around the Community, utilising every available mode of transport where and when appropriate, to ensure that goods reach customers at the lowest possible cost, with the least possible delay and in the best possible condition. Unfortunately, the open, unregulated nature of the industry in some MS means that those providing a high quality, professional service are forced to compete with others that do not aspire to, or meet the same exacting standards. As a result there is constant downward pressure on agents income, which has a detrimental effect on investment and future development. Most other transport sectors already have some form of licensing regime and whilst we do not favour over-regulation we do believe that some minimum standards must be set. Our parent organisation, FONASBA, has developed minimum standards of performance for ships agents and we are keen to see these applied across the sector. We are therefore encouraged to note that the initial discussions on intermodal security have made reference to the “known party� concept as a means of regulating those operating in the industry and will be supporting their introduction at the appropriate time. Conclusion At the start of this submission, we stated that ECASBA fully supports the concept of an overall EU Maritime Policy and we therefore wish the Task Force every success in their unenviable task of bringing it to life. The knowledge and expertise of our members, acting as they do as one of the primary sectors in the maritime industry, is available to the Task Force at any time. We hope that our comments have been of interest and we look forward to contributing further to the development process in the coming months.
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23. Baltic and International Maritime Council (BIMCO) BIMCO has joined other industry groups in submitting views on issues that the organisation feels deserve the attention of Commissioner Borg’s Task Force in the development of the Future Maritime Policy for the Union. In its submission to Commissioner Borg, BIMCO outlined comments related to five key points, namely: 1. Manpower and Expertise 2. Port Capacity and Transport Harmonisation 3. Regional Environmental Regulation 4. Harmonized Management of the Maritime Domain in the Union, and 5. New technology BIMCO presented its views from the perspective of an international shipping association, as the decisions and policies relating to Maritime Policy will impact shipowners and operators situated far beyond Europe’s borders, and has offered to continue to provide expert advice and guidance as the policy is developed. BIMCO: 5 key points Towards a Future Maritime Policy for the Union 1. Manpower and Expertise BIMCO is concerned with the difficulty the industry faces in attracting and retaining qualified manpower both in seagoing and shore based positions. The training and education of seafarers should be improved with a view to formalise career paths leading to shore based shipping positions in both the public and private sectors. This would contribute to the future availability of a qualified workforce having the necessary skills for positions such as pilots, port state control officers, VTS operators, training academics and shipping executives, all of which are prerequisites for a competitive shipping industry. With respect to expertise, recognised international fora exist within areas such as ship design and pollution response. BIMCO feels that a policy contributing to an effective and competitive Maritime Cluster must aim at recognising, complementing and fully utilizing such existing expertise to the benefit of the public maritime administrations, the industry and the public at large. Additionally, BIMCO as the provider of training programmes at all levels, has expertise on planning and providing shipping related education for shore based positions, which expertise we will happily make available. Every five years since 1990 BIMCO and the International Shipping Federation have conducted manpower studies. The data and conclusions reached in our latest study may be useful to the Task Force in addressing manpower and training issues, therefore BIMCO would be pleased to provide the Commission with the findings of the latest study.
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2. Port Capacity and Transport Harmonisation With respect to port capacity the policy should address measures to facilitate, streamline and improve transportation throughout the Union. An efficient integrated transport system, supporting the smooth flow of commerce is a key factor in achieving the objectives of the Lisbon Strategy. The continuing difficulties that European ports are experiencing in maintaining sufficient capacity to keep pace with increasing trade volumes should be recognized as a challenge that must be addressed. BIMCO is of the view that Short Sea Shipping must play a key role in expanding the Union’s transport capacity. When addressing this issue, we firmly believe that the scope should not be limited to regular liner services but should also include ships that do not operate on fixed schedules or routes. Furthermore, programmes initiated to enhance European Short Sea Shipping should not distort free trade or competition, nor should they restrict market access. As BIMCO‘s aim is that of free trade, access to markets, trade facilitation and harmonisation, we also fully support the philosophy demonstrated in the ports liberalisation directive. A key parameter is the capacity of inter-modal transfer points and the use of internationally agreed standards and procedures regarding cargo movement and packaging. Such standards must be universal rather than regional in order to achieve tangible economic benefits for the industry and consumers. Transportation between continents should be compatible with transport within the Union, and different transport modes should likewise be aimed at compatibility. BIMCO supports efforts to establish compatibility throughout the inter-modal transportation network. 3. Regional Environmental Regulation: BIMCO recognizes that also the industry has an obligation to protect the maritime environment and the Maritime Policy should therefore reflect the need for a close dialogue with industry stakeholders in connection with the development of new environmental regulations. There may be both regional and global environmental concerns that must be considered, and it should be addressed how this is best achieved within the context of internationally applied regulations. The International Maritime Organization (IMO) must continue to play a key role in the development of such regulations. It should also be specified how environmental concerns are dealt with in respect of achieving the general growth objectives of the Union, as outlined in the Lisbon Strategy. 4. Harmonized Management of the Maritime Domain in the Union BIMCO supports the efforts to establish harmonized application and enforcement of Union regulations affecting all stakeholders in the maritime domain, including the industry, the public at large and the Member States. The primary and tangible benefits to the shipping industry of such harmonization would be the facilitation and expedition of maritime emergency response and decision making; the collection of data e.g. in connection with casualty investigations ____________________________________________________________________ Dutch Maritime Network 122
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and the consistent enforcement of obligations of Member States in relation to issues such as port state control, reception facilities and places of refuge. BIMCO therefore believes that the relevant EU authorities enforcing maritime regulations should be expanded and strengthened in order to achieve this consistent enforcement of regulations throughout the Union. Such uniform and consistent enforcement of maritime regulations benefit and facilitate trade to the ports of the Union. 5. New technology BIMCO supports the development of new and user friendly technology which should be applied to make shipping lanes safer and more effective. Co-ordinated Vessel Traffic Services taking full advantage of developments in AIS and LRIT are examples of initiatives that can contribute towards these goals. Measures should assist in ensuring that stakeholders such as shipping, fisheries, recreational sailors, wind mills etc., using the ocean areas of the Union can make use of the seas without conflict, and at the same time such measures can contribute to the provision of the prerequisite data for facts based decisions.
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24. EU Recreational Marine Industry Group (EURMIG) Introduction EURMIG is a committee within ICOMIA, the International Council of Marine Industry Associations. Its members are the recreational marine industry associations of states within the EU and EEA. The development of an EU all-embracing maritime policy is welcomed by the recreational marine industry. It will provide the opportunity for this industry to demonstrate its contribution to the EU’s economy, its strength and vitality and its recognition of the need to conserve the marine environment. Yet at the same time it faces many challenges in a globalising economy. While smaller in size than the commercial sector from both a vessel and total industry perspective, nevertheless many of the challenges we face are similar. Purpose The purpose of this paper is to provide a recreational marine industry contribution to the emerging EU maritime policy. Scope: inclusion of the inland waterways sector This paper addresses ‘maritime’ policy but in this industry’s view it should also recognise the inland waterways sector. The EU’s inland waterways network is vast and will grow significantly more with the next accession countries bringing in the Danube basin. It is estimated that more than 60% of the population of the EU lives within 15 kilometres of a navigable inland waterway. These waterways give society the following sustainable benefits: • waterways offer the possibility of visiting many of the most interesting destinations of Europe, in a way that reduces the pressure on other transport infrastructure • boats animate the waterways, adding interest to those sites • waterways give access to many sites that are not easy to visit by car • recreational use of the waterways supports a specific industry and those working in it and around it. Furthermore the vessels using these waterways, whether commercial or recreational, are almost exclusively built by European industry. A high percentage of Europe’s estimated 6.3 million boats are kept on inland waters which are used by some 10 million boaters. In the commercial hire and cruise sector the following data is offered:
hire cruisers (for weekly hire) trip boats (day excursions) hotel barges(< 10 pass.) cruise ships (high-capacity)
No of boats
Person-days per year
6 000 1 000 200 120
>3 000 000 >5 000 000 500 000 1 000 000
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The recreational marine industry today: a summary The EU’s recreational boating industry comprises some 37,200 businesses with at least 272,000 direct employees generating in the region of €23.4 billion in revenue. Approximately 98% of these businesses are SMEs. Businesses range from boat builders (large manufacturer to craftsman in scale), through marine engine manufacturers, high technology electronics companies and equipment manufacturers to specialist finance offices and builders and operators of the supporting infrastructure. This industry has enjoyed over 12 years of steady growth and the public’s appetite for boating currently shows no sign of diminishing. Industry growth within the EU for the next few years is predicted at 5-6% annually, with higher rates still in some leading countries. Businesses are innovative and entrepreneurial but quality and reliability is a problem in some areas. It is highly competitive with a strong underpinning of modern and advanced production engineering and is currently the global leader in super yachts, production sailing yachts and custom and semicustom power yachts. However it does not benefit significantly from research and knowledge from other industries. This healthy industry should expect to continue to expand with the ‘baby boomer’ generation reaching retirement age, increasing wealth among people in their middle age and most importantly there is huge potential in emerging economies. This industry has shown ample evidence of being willing to embrace new technologies and take business risks. Recreational boating offers some unique social and recreational benefits: • Boating is a very family friendly leisure activity • Boating can be a recreation regardless of age, sex and mobility • Boating is a recreational activity for life • Boating eases the pressure on land space and reduces the traffic on roads • Boating preserves the culture in coastal areas as well as maritime traditions • Boating gives important business to rural communities • Boating has a unique educational value • Boating may raise the awareness and respect for nature and its forces Current industry challenges Yet despite this positive outlook, there are underlying weaknesses to address and challenges to face. With such a high percentage of SMEs, there is a lack of corporate structure and experience in growing a business. This industry is particularly vulnerable to the economic cycle being dependent on consumer’s discretionary expenditure. Furthermore SMEs are less able to survive the bad times. It is also sensitive to sudden increases in costs and we have yet to see the full implications of the huge increase in the oil price which has affected not only fuel costs but industry raw materials also. Outside the market leaders, businesses lack resources for research and development which will be critical if they are to survive against increasing competition from emerging economies. They are also challenged when regulations are “technology forcing’, that is requiring investment in research and development to comply. Furthermore the multitude of regulations places a disproportionate burden on SMEs. Indeed keeping up to date with their existence is challenge enough, let alone coping with the demands of their implementation. Finally we must recall that this is not a mass production industry, even in the engine sector, it builds a luxury item with small margins. ____________________________________________________________________ Dutch Maritime Network 125
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The industry has faced and continues to face significant pressures from environmental legislation. And this despite environmental protection being a core value of the industry. The requirement to reduce engine exhaust emissions has been accepted and is being implemented. However the Habitats and Birds Directives have all but closed the development of yacht harbours in huge areas of the EUâ&#x20AC;&#x2122;s coastlines. This is a major negative influence on the development of the industry with new boat purchases tending to be replacements for existing boats rather than new entrants, since finding an available boat mooring becomes ever more difficult. Yet there is strong, objective evidence that marinas and boat launch ramps are major stimulants to re-invigorating decaying water fronts. In addition significant variance in the implementation of EU directives in member states poses additional challenges and burdens. Port Reception and dredging are examples of such variance. This industry faces commercial challenges from emerging economies in the equipment sector and this will soon spread to some of the massed produced smaller boats. Similar cost pressures are being faced from large US corporations which are buying up smaller companies in certain sectors. With such pressures significant consolidation can be expected in Europe in some segments over the next 10-15 years. The most successful European businesses, whatever their size, have placed great effort in the export market. Conversely there is a strong correlation between failed businesses and those who attempted to serve only their domestic market. Finally in many member states there are challenges in recruiting, training and retaining a quality workforce. To improve competitiveness and encourage growth There are a number of areas that would benefit from EU wide initiatives. Given the predominance of SMEs, long-term research into materials, design and automated construction techniques has the potential to provide real competitive advantage in the global market. Such research should address also IPP, whole product life-cycle planning and using environmental technologies in order to address environmental concerns. EU framework research programmes offer significant opportunity to address these issues provided they attract the necessary priority and support with the EU authorities. Measures need to be developed so that the fruits of such research become known to industry. Opportunities for transferring technologies between maritime and other industry sectors need to be developed or improved. Communication channels for this need to be addressed, perhaps using the Internet as a meeting place for research institutes and industry. Investment in the industry also needs to be encouraged. At the same time some further consolidation among the smaller well established businesses would benefit the industry. However these need to become leaner, smarter companies well trained in the latest production techniques. As indicated earlier in the paper, focusing on overseas markets has been key to success for many. However export success requires specific skills, local knowledge and controllable risk. While some member states do much to assist others do not, indeed there is no consistency of approach between member states. An EU wide approach to supporting exports with funded training and export credit guarantees would significantly improve support to our industry.
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Exports alone, however, will not deliver the long-term sustained growth this industry requires. A vibrant EU domestic market is equally vital. Constraints imposed by wildlife and certain other environmental legislation requires review. Few will question the necessity of appropriate regulation but the question is whether the correct balance is being achieved. Inability to re-develop derelict harbours, constraints on maintenance dredging, possible costs dealing with legacy pollution in riverbed muds, bird protected areas which the birds in question have abandoned are some examples of the real constraints this industry faces. The new European Commission policy of carrying out impact assessments when new legislation is being considered is a very positive development. But for this industry, such a policy needs to be applied urgently to the existing legislation which has given cause to the problems described above. Such changes to legislation would allow the development of vital infrastructure such as launch ramps and marinas along both our coastlines and inland waters which are the key to the future growth of our industry. Boosting employment Boosting employment is not just dependent on market growth. Boaters use discretionary expenditure and consequently the boating experience needs to be a very satisfactory one if they are to continue it. This demands reliable, safe, high quality products backed up by quality service including excellent warranty support. But to achieve this, the industry needs to be able to recruit, train and retain a quality workforce. Yet a trained and trainable workforce is an increasing area of concern in many EU member states. Proper training schemes need to be established backed at national or EU level which address this issue. Just such a scheme has been established in New Zealand under a government-industry partnership. At the same time employment regulations must allow flexibility in the labour market, if smaller companies are to be encouraged to recruit and train workers. Conclusions The recreational marine industry in the EU is a success story with sustained growth over 12 years, which other more high profile industries would be hard pressed to match. But if it is to not only retain its global leadership in many sectors but also improve in others, it needs assistance. Specifically: • Assistance in exploiting export opportunities • Allowing new developments in the necessary supporting infrastructure within Europe are key to future growth • Sustained and transferable research which will allow qualitative advantage over massed produced products from the emerging economies and improved manufacturing techniques and lean, quality businesses. • To recruit and retain a well-trained and flexible labour force supported by flexible employment regulations which should stimulate employment.
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25. European Boating Association (EBA) Boating in Europe takes a variety of forms, including personal water craft, windsurfers and small dinghies, coastal cruising, both power and sail, cruising on the inland canals and rivers, and coastal, offshore and oceanic racing. These activities support a substantial industry sector and the European Boating Association (EBA) works in close co-operation with EURMIG on a wide range of issues of mutual importance. (See EURMIG statement to Task Force). Although recreational boatowners come from a wide variety of backgrounds, countries and economic circumstances, they are united by a common interest in the water and the challenges of safe navigation and seamanship. There is no other form of participative recreation which covers such a diversity of ages, interests and locations. This is a part of the wider cultural community of sports, recreation and tourism that has been bringing together the people of all the states in the Union for many years. The EBA is the representative body for all leisure boat users in Europe, under power and sail, on inland and maritime waters, having in its membership over 20 national federations in European states, and supporting the interests of the 20 million plus boat users across the whole continent. The EBA, which was founded in 1982, exists to provide a link for boat users to be informed and consulted about EU legislation, and to make their views known to the European Institutions. We discuss and work out a wide range of boating issues within Europe, and make proposals to national and European governmental organisations. The work of the EBA covers Environmental, Technical and Regulatory issues, and we support the work of the UN/ECE Inland Transport Committee, for the leisure use of the inland waterways of Europe, and the promotion of the International Certificate of Competence. The aims of the EBA are to promote the enjoyment of leisure boating throughout the EU, to keep rules, regulations and access restrictions to the minimum and, from now on, to ensure that the voice of the leisure sector is at the forefront of the development of the European Maritime Policy.
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26. European Barge Union (EBU) Foreword Freight transport plays a key role within the policy guidelines of the European Union regarding the future developments of society, recognizing that the effect of imbalance between modes led to situations, which are at least not in favour of the Community. While Europe suffers from severe congestion problems, solutions are to be defined and implemented in order to find a new balance between transport volumes and sustainable development of society towards the background of an enlarged European Union. Measures to be taken within this model in order to improve the current situation are to be found in promoting underestimated modes of transport. Where transport has been defined as a key area for integration of the European Union with Central and Eastern European countries, the enlargement of the European Union is a big challenge which offers advantages for the implementation of the new transport policy. Recently, a study launched by the European Commission on the current situation of the inland navigation sector and its prospects in the enlarged Europen Union -“PINE-Prospects of Inland Navigation within the enlarged Europe”has been completed and submitted to the European Commission. It is stressed in this report that the common transport policy of the European Union attaches major importance to the development of inland waterways as a mode of transport. Inland Waterway Transport represents not only a genuine alternative to road transport but also a real possibility of linking up with other modes of transport. Inland Waterway Transport has proved to pay an important contribution to the demands within the European transport policy. Moreover it is able to meet the challenges of competitiveness, security and environment, while at the same time offering capacities in terms of infrastructure and fleet. Its development therefore may contribute significantly to the attainment of transport policy objectives, in particular shifting the balance between modes of transport. The European Associations EBU and ESO, representing the inland barging industry, aim to contribute to the debate on European Transport policy in favour of Inland Waterway Transport and therefore call for support to realize the implementation of the priority actions. EU aims to improve integration of inland waterways into the European transport system • to create favourable conditions for the future • to encourage businesses to use the mode Inland Navigation claims • to reduce European wide congestion problems • to support sustainable development • to offer integrated transport solutions • to be environmentally friendly, safe and secure
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Top 10 priorities of Inland Navigation to be supported by the European Union and national goverments 1. IWT policy - Masterplan for freight transport 2. Excellent Infrastructure and extended European waterway-network 3. Economic development 4. Innovation 5. Education and training 6. Safety and security 7. Social circumstances 8. Environmental investments 9. Pan European institutional cooperation 10. Harmonised rules and regulations 1. IWT policy - Masterplan for freight transport The main economic challenge facing the European Union is to realize its growth potential. Therefore it is necessary to support sustainable growth. Freight transport plays an important role within the internal market. However it faces huge problems all over Europe where mainly road congestion is threatening the economic development within the European Union. The solution is to be found in modal shift and sustainable development by facilitating the use of intelligent transport solutions. The economic development in Europe thus depends on a strong and balanced transport policy which needs to be fully recognized by European decision makers. With the enlargement of the European Union, Inland Waterway Transport (IWT) will play an even more important role in the internal market. Many of the new Member States have navigable waterways which are used for freight transport. In the framework of the policy announced by the European Commission, IWT as such, as well as part of the intermodal transportchain, can play a major role in the integration of the new Member States and realizing their economic growth potential. An overall review of the role and future of Inland Waterway Transport in the Enlarged European Union needs to consider the overall economic and political framework in which IWT is working. Within that overall framework, the role of IWT competing with or complementing other transport modes requires an analysis of EU transport and other policies and the instruments created to implement them. Therefore a â&#x20AC;&#x153;Masterplan for freight transportâ&#x20AC;? needs to be set up in which a strong and coherent policy marks the future development of the European transport industry. â&#x20AC;˘
European Forum for Inland Navigation involving European policy makers and inland navigation stakeholders
2. Excellent Infrastructure extended European waterway-network and information systems The future of Europe lies on the water. Water and waterways play an important role in our society. In the European Union, 50 % of the population lives close to the coast and in the river valleys of the 15 largest European rivers. ____________________________________________________________________ Dutch Maritime Network 130
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The functioning of freight transport depends on an excellent infrastructure. The proper maintenance of the existing waterway infrastructure, the removal of the major bottlenecks and the realization of the missing links is a conditio sine qua non. To use the possibilities of waterborne transport the main industrial centers and areas must be linked by waterways. Modern logistics management requires extensive information exchange between the supply chain partners. The integration of information and communication technology (ICT) within the processes of the inland waterway sector is not developed to the same level. However, so-called River Information Services (RIS) have emerged within Europe. The development of RIS makes inland navigation attractive to modern supply chain management and supports a.o. traffic management tasks. • • • •
Coherent European Master Plan for improvement and extension of waterway infrastructure European stimulation funds to remove the bottle- necks (as declared in the priority list within the revision of the TEN-T guidelines) and to realize the missing links within the pan European network Proper maintenance of waterways by national authorities Implementation of River Information Services (RIS)
3. Economic development Competitiveness and innovation are essential to the economic development. Inland Waterway Transport contributes to the economic development in an enlarged Europe mainly in the new Member States, which to a large extent are linked by the waterway network. In order to maintain Europe’s competitiveness the involved authorities must support and encourage alternative transport modes which can lead to a sustainable economic development in the entire European Union. • • •
Level playing field in a liberalized market with fair competition Creation of favourable conditions for the further development of the industry on European level Stimulation funds to encourage alternative modes of transport
4. Innovation New developments in Inland Waterway Transport are marked by innovation. Recent examples of best practices proved to be able to develop new concepts that can contribute to smart transport solutions both in the field of logistic concepts as well as in the field of safety and environment. Innovation and new concepts in Inland Waterway Transport need to be encouraged and supported. Stimulation of innovation is important and necessary. • •
Creation of preconditions and incentives to assist fleet innovations Creation of framework conditions for R&D of innovative vessel technologies
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5. Education and training Inland Waterway Transport is a highly professional sector. It requires increasingly professional skills in the nautical and technical field as well as regarding security, ICT and logistics. The education needs to be adapted to the advanced demands in order to realize and encourage a future-oriented profession. Standardization of education and training concepts comparable to standards in maritime transport can contribute to further professionalization mainly in the field of transport of dangerous goods. Programmes of recruitment, education and training need to be developed to attract young people in the sector and maintain the necessary skills. • •
Standardization of training and certification European and national recruitment programmes
6. Safety and security Most of the dangerous goods all over Europe are carried by inland navigation due to the sector’s advanced safety standards. The sector has a very positive safety record and takes full responsibility towards the protection of society. ICT applications such as River Information Services RIS can further improve the safety level. Initiatives to encourage a broad introduction of ICT applications can support the implementation on board of inland vessels. The nature of Inland Waterway Transport guarantees the most secure transport in general. In order to avoid distortion of competition security measures on a European level are welcomed on a mandatory base. Additional measures to safeguard security need to be taken strictly based on the principle of proportionality in order to maintain this natural advantage. • •
Harmonisation of technical and safety standards based on the highest existing standards Implementation of RIS on board of vessels by stimulation programmes
7. Social circumstances Inland navigation is dominated by a large number of SME’s, in many cases family owned and operated enterprises. Due to the nature of this sector work and privacy goes hand in hand. The definition of the concept of working time in this regard is of great importance. The specific circumstances and specific legislation of the Inland Waterway Sector have to be taken into account, particularly relating to the crewing of the vessels. The working time concept has to meet the needs of the modes of exploitation provided in this legislation based on the Mannheim Act. •
Revision of working time directive taking into account specific position of inland navigation
8. Environmental investments Economic growth, in order to be sustainable, must be environmentally sound. Inland Shipping is the most environmentally friendly mode of transport and will keep its ____________________________________________________________________ Dutch Maritime Network 132
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sound record and advantage compared to other modes. The sector is committed to move forward on emission-low concepts in order to maintain its environmentally friendly image. The benefits from inland shipping have to be considered not only referred to emissions. The benefits are a result of the overall concept and advantages of inland shipping in terms of congestion, maintenance and use of infrastructure, accidents and other relevant elements. Modal shift towards inland shipping therefore does not only contribute to an improvement of the environmental performance of the transport chain but to developing a sustainable transport system in general. The innovation towards cleaner and more efficient engines has a large positive effect on inland shipping. Because inland ships use engines comparable to road transport the effects of these innovations are comparable. Installation of engines with reduced emission and consumption of low-emission fuel lead to a constantly positive environment performance of inland navigation when inland vessels are compared with other carriers. â&#x20AC;˘
Stimulation of the necessary investments that lead to a quicker installation of new engines in inland vessels.
9. Pan European institutional cooperation Inland navigation on the main rivers in Europe is governed by freedom of navigation under the relevant Acts. They are considered as base of the prosperity of the countries along these rivers. European Inland Waterway Transport is currently regulated by different regimes, which leads to disparities in legal instruments and regulations with different content. To dissolve the disparities Inland Waterway Transport is in need of a strong institutional and political frame to guarantee the further development of this mode. The solutions is to be found in a European organization for Inland Waterway Transport with autonomic competences, disposing of the necessary means in general and financial terms to implement a coherent European Inland Waterway Transport policy. â&#x20AC;˘
Pan-European organization for Inland Waterway Transport
10. Harmonised rules and regulations Within Europe, there are still different sets of regulations and technical requirements for Inland Waterway Transport. This situation creates unnecessary administrative and financial burdens. In order to bring about integrated legal regimes and uniform law covering Inland Waterway Transport, harmonisation of existing treaties, conventions and bilateral agreements applicable to national and international waterways is needed. The guiding principle is a further integration of existing rules of safety and technical equipment on the basis of reciprocity based on the highest existing standards. â&#x20AC;˘
Harmonization of technical regulations
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All other modes of transport have been subject to uniform international private-law rules for decades, and clearly inland navigation, as a cross-border mode of transport par excellence, needs harmonised and uniform rules. The entry into force of international conventions is therefore necessary for IWT in order: - to achieve European policy objectives - to prevent the development of new inland waterway legislation in the future EU Member States and other Danube countries and thus further fragmentation of IWT law - to complete the missing link in the international transport chain. â&#x20AC;˘
Ratification of relevant international conventions
European Barge Union The European Barge Union EBU was founded on 14 December 2001 by 8 national organisations representing the national inland navigation interests in six different European countries. Meanwhile national associations from new Member States of the European Union have joined. The association has its seat in Brussels, Belgium and in Rotterdam, Netherlands. EBU represents the interests of inland navigation on a pan European level and deals with all questions, arising out of the future development of the inland navigation industry and inland waterway transport. Therefore EBU is actively involved in: - the development of the European transport policy - the improvement of the economic position of inland navigation - the structured co-operation with national and international institutions - the exchange of information and experience between the various parties European Skippers Organisation - ESO ESO was founded to attend to the interests of inland shipping and ship owners at European level at social economical and infrastructural domain. The foundation, gathering nine national inland shipping organisations from the main European Inland shipping countries, took place in November 1975 in Brussels, ESO is Brussels based. ESO acts on behalf of the affiliated organisations as interlocutor with the European Commission and CCR(a.o.). and interferes with national governments as far as the interests of inland skippers in European respect is endangered or threatens to be. Specific attention is paid to: - harmonisation of legislation and conditions between the different European countries; - a fair market position for ship owners and skippers towards shippers; - level playing field, equal conditions and fair competition between the different transport modes; - coordination between regional and national governments regarding infrastructure-policy, where in particular smaller infrastructure needs extra attention. - the interest of the family owned enterprises with regard to social circumstances.
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27. Europêche Europêche welcomes the initiative and its objectives. Europêche expects the Green paper impatiently and hopes fisheries will be dealt with in due consideration. Europêche hopes it will not prevent the Commission to dedicate enough time to fisheries, particularly given the hard context the sector is presently facing. Fishery is a sustainable use of the seas, that is part of the rules of the CFP. We are furthermore harvesting a renewable resource. That is not the case for the other extracting activities. Fishermen can play a role in the protection of the marine environment as they navigate, are equipped, can report anomalies, etc. We witness the sea area being claimed for other uses, both close to land, such as port extensions, recreational activities, and further out at sea, such as oil and gas exploration, windmills, cables, sand and gravel. The sea is the main motorway for freight to and from the Union (80%) and one of the main routes for intra-Community trade. It is therefore the basis for our prosperity and economic development, but it is also vulnerable: the environment, accidents, and – as the Commission points out – terrorism! Maritime policy is an opportunity to integrate the management of different sectors in a same policy (shipping, ports, shipbuilding, tourism, marine equipment, dredging, offshore, maritime services and R&D, yachting, fisheries etc. ), hence the importance of establishing a rational and well-thought consultation procedure including all stakeholders (good governance) while avoiding redundant work with the existing advisory bodies dealing with the different policies (DG Fish and ACFA + RACs, DG environment + marine strategy + biodiversity expert group, DG transport, etc.) which are numerous. As far as the link with the marine strategy is concerned, one must make sure that existing strategic and legal instruments in that area as developed by DG Environment will be used as pillars in the work on the maritime policy by DG Fisheries and Maritime Affairs. It is important that reference be made to the need for stakeholders to be consulted prior to EU positions/legislative acts at EU level and presented in the international bodies (UN, regional organisations, ILO, IMO, etc.). It is equally necessary that reference be made to the UN Convention of the Law of the Sea (UNCLOS) aiming at « promoting the peaceful uses of the seas and oceans, the equitable and efficient utilisation of their resources, the conservation of their living resources, and the study, protection and preservation of the marine environment ».
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Finally, a balance should be found between the need of respecting human development (active measures in favour of fishermen) and the need to use resources in a sustainable way (World Conservation Congress resolutions). The recognition of the impact of other activities than fisheries on the marine resources (marine pollution, transport, noise, climate change, etc.) is an important step forward for the fisheries sector. Global studies are necessary in this context. The fisheries sector often feels being the unique target of the EU legislation while little is done to prevent pollution, etc. The integral maritime policy can give a clearer picture of the exact situation regarding certain changes in fish stocks or the depletion of certain species. While the sector is ready to accept the development of an eco-system approach to fisheries management, as required by the reformed CFP, it has concerns about the additional constraints that may be imposed by the Natura 2000 network and other potential Marine Protected Areas (MPAs) on open access and unrestricted fishing activity in those areas. The development of fisheries activities that do not disturb the objectives for protection should be allowed in such areas. Whilst recognising the reality of the Habitats and Birds Directives necessary to promote the conservation of representative species and habitats in Community Waters or to promote the health of the coastal and marine environment generally (Water Framework Directive), Europêche notes that their application may potentially impose further constraints on the sector’s ability to operate viably. This combination of threats and ecosystem demands make it essential that the sector be consulted before decisions are taken concerning the use of the sea, and that it is able to advance proposals to promote the cohabitation of activities and the minimisation of potential conflicts of interest. Guaranteeing the permanence of the sector as a source of high-value, healthy food for consumers requires the formulation of a policy that seeks a fair balance between the legitimate needs of all the sectors and does not operate to the disproportionate detriment of the fisheries sector. In light of the above, Europêche urges the European Commission: • to promote and implement spatial planning for Community Waters which takes due account of the need to maintain a sustainable and geographically representative fishing sector, especially respecting the needs of communities which have a high dependence on the sector for their livelihood. • to assess the impact of Community policy on human uses (oil, gas, renewable energy, aggregates, etc) other than fisheries on the latter, and to take a strategic overview of the development and spatial distribution of those industries such that they do not undermine sustainable fishing practices. • to evaluate the consequences of the European Bird and Habitats directives on the sector, as well as the progress of implementation of these directives within the CFP.
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28. European Cooperation in Maritime Research (ECMAR) ECMAR (European Cooperation in Maritime Research) represents the national maritime research coordination entities from a number of European countries; among them the globally leading commercial ship model test tanks. ECMARâ&#x20AC;&#x2122;s particular objectives are 1) to promote co-operation and co-ordination in R&D and development and implementation of new technologies within the maritime community in Europe and 2) to improve the awareness of the importance of maritime matters for Europe. Accordingly, ECMAR strongly supports the development of a Maritime Policy for the EU that covers all essential aspects of the European Maritime Community. ECMAR considers that the future European Maritime Policy has to contain the elements to ensure a competitive shipping environment, especially European short sea shipping and a competitive maritime industry concentrating on high value added ships. In ECMARâ&#x20AC;&#x2122;s vision, innovations are playing the leading role for the European maritime sector to reach these aims. System innovations are required in providing safe, competitive and sustainable solutions for transport issues of the EU. Likewise, innovation plays a leading role of the Maritime Community on the global maritime markets. From this vision ECMAR presents the following key issues: 1. Develop a European maritime R&D agenda 2. Aim at system innovations 3. Safe and sustainable European maritime traffic system 4. Regulation must enable innovation 5. Adequate maritime education 6. Promote the European Maritime Cluster Develop a European Maritime R&D Agenda Focus, mass and synergy must be achieved to enable the required system changes in order to meet the long term EU objectives and provide the required safe and sustainable solutions in an efficient manner. Research programmes must have European cross sector coordination. Co-operation between universities, research institutes and industry is required. Choice must be made to dedicate the required manpower on the main issues. A demand driven R&D agenda must be drafted and the forces should be joined on these topics to be able to achieve the desired radical improvements. The R&D agenda shall contain elements both for basic type research required to reach the long term visions and pragmatic applied research aiming to enhance the operational effectiveness of the whole maritime value chain. The R&D programmes must be long-span enough to enable a sound predictable research climate. The objectives must, however, be checked according to the changes in the surrounding maritime environment. The present European leading role in maritime technology knowledge must be maintained and used for the benefit of the European maritime industry and shipping. System innovations The S-curves of incremental innovation are exhausted; radical innovations must be made to provide economically sound, environmentally safe maritime alternatives for the European transport routes â&#x20AC;&#x201C; European short sea shipping. Not only the ship or ____________________________________________________________________ Dutch Maritime Network 137
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loading system must be changed. Starting at the function of the system, innovation must be made on all elements. The whole multimodal transport chain should be kept in mind where waterborne is just a part. Ship types developed shall be applicable for European short sea shipping as a part of the multimodal transport system. Energy efficiency, environmental friendliness, lightweight, high performance, on schedule, fast loading, efficient operation, fast unloading; all aspects must be addressed in combination to achieve the required changes. The world leading maritime research Institutes are European. Accordingly one of the key success factors for the strength of the European maritime industry cluster lies in the combining of innovative development of high-tech and special ship types and offshore production facilities to the requirements of innovative use and operation of the products. The focus must shift from innovation in products towards R&D on the use, operation and maintenance of the vessels. Safe and sustainable maritime traffic system With considerably increasing traffic intensity in European waters the risk of serious accidents with large environmental impact increases unless mitigating actions are taken. Optimisation of traffic routes taking into consideration other applications of sea areas by the use of FSA and risk analysis techniques is one element. Accelerated use of advanced VTS and guidance systems including vessel movement simulation facilities could be another. Required tug escorting of large tankers passing environmentally sensitive sea areas and areas difficult to navigate could be yet another initiative, which could be worthwhile investigating. Regulation must be an innovation enabler The design and use of ships is limited by existing regulations which might the innovations, and the rules not always ensure safe use and operation of ships. The rules should be adequate to provide the European shipping with safe ships and should enable the use of innovative solution by using open, clear, state-of-the-art and adequate requirements. The European Maritime Policy should consider how these objectives are reached when regulations and rules are set by Classification societies, EU and IMO. There is a pace difference in European development and the international rule development. Adequate maritime education and valorisation Industry innovation is driven by knowledge. Knowledge has to be developed and requires well educated students to be able to contribute to this process. Not only experts on small areas are required, but also the experts who are able to have the broad picture and to integrate the specialists work to answer the much broader questions. The industry and organisations needs should be mapped on a European Maritime Education scheme to ensure that the proper talent is available. The European Maritime Industry has a leading knowledge position in the world. A plan should be drafted to stimulate the valorisation of this knowledge. Industry should have easy and direct access to the knowledge.
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Promote the innovative European cluster Too often the maritime cluster is related to the shipbuilding industry which is, incorrectly, depicted as a sunset industry. Promotion of the European maritime cluster has to form an integral part of the Policy. The whole maritime cluster, ports, shipping companies, offshore industry, equipment manufacturers and shipyards should be promoted to positively change the political and public image. This must include the relevance of the sector for a clean and safe transport function in Europe. Also the innovative character of the sector should be addressed. It must be understood that this is today a high-tech industry. This should change the public and political opinion, enabling a positive support and attracting young people to the maritime sector.
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29. European Science Foundation (ESF), Marine Board Introduction The mandate of the Marine Board of the European Science Foundation (ESF) is to establish a forum for marine sciences and technology in Europe, to carry the voice of the marine scientific community, to help elaborate strategies in these disciplines and to promote synergies among European partners. With its current membership of 25 national marine research institutes and agencies from 17 European countries, the Marine Board has the appropriate representation to provide a unique forum for marine science and technology in Europe and hence represents a cornerstone of marine research, which can be used to synthesise priorities in the development of the European Maritime Policy. Scope The European marine science landscape is changing and the Marine Board is ready to face, adapt and respond to this evolving environment. Given its trans-disciplinary representation of marine research, the Marine Board is well positioned to provide independent advice (based on research excellence) to support an integrated Maritime Policy, covering a range of relevant sectors in the European Union and even European interests beyond our Economic Exclusive Zones. The European Maritime Dimension, Challenges And Needs Marine sciences are facing fascinating challenges and opportunities The first challenge is certainly that of exploration: 50% of the European territory is under the sea; only 5% of the marine biodiversity is known; the surface of the deep ocean studied to date is ridiculously small; the relationships between marine ecosystems and the changing ocean are still largely ignored etc. To address these challenges, marine sciences rely on research facilities (wellequipped research vessels, airplanes and satellites, in situ experimental stations, autonomous observing networks in the deep ocean, computers). To make the best use of research infrastructure, sharing investment strategies and facilitating open access to them are current commitments that marine scientists and managers are continuing to develop. A second major challenge is the knowledge, technology and innovation required to support the development of the maritime economy. The maritime economy is diverse as it concerns the exploitation of marine resources (living, mineral, energy sources) as well as usage of the sea, for transport, leisure activities or defense needs. These activities are interlinked and impact greatly on the ocean at a global scale. In order for the maritime economy to develop in a sustainable manner, the research community must develop and disseminate the appropriate knowledge, technologies and approaches (e.g. Ecosystem Approach to Fisheries, Integrated Coastal Zone Management, Integrated Ocean Managementâ&#x20AC;Ś). These approaches can only be ____________________________________________________________________ Dutch Maritime Network 140
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implemented if scientists support the transfer of their knowledge of the integrated dynamic ocean system and the necessary tools, data and products to develop understanding. It is incumbent on scientists to develop and provide access to information for policy makers, professionals and the industry; scientists have a responsibility to provide information in a format accessible to policy makers, other professionals and industry. To address these challenges, the European dimension is crucial: cooperation to face scientific challenges, partnerships to facilitate the use of research facilities, transdisciplinary teams to adapt rapidly to new technology development etc. Perspectives of the Marine Board and its involvement within the framework of the Maritime Policy Marine Sciences represent a driving force in the construction of the European Research Area and must be taken into account in the elaboration of the future European Maritime Policy. One of the Marine Board’s roles as a focal point for marine research in Europe is to enhance European cooperation and integration in marine sciences. The interface which the Marine Board provides with the outputs from marine research, technology and innovation is fundamental to the development of the European economy and public services, including an appropriately informed Maritime Policy. The Marine Board can thus act as a facilitating platform to enhance the interaction between the research community and the policy makers, providing the strategic scientific inputs required to bring coherency to European policies and initiatives in marine sciences. Its experience to date in developing policy briefings which have influenced research priorities in the Commission’s Framework Programme and national funding programme is well recognised and indicative of the relevance and quality of the output from the Marine Board. In the framework of the European Maritime Policy, the Marine Board, carrying the voice of marine science and technology in relation to European policies, is well positioned to synthesise and harness research output to develop quality scientific advice, in particular to support the European Maritime Policy. The Marine Board provides access to its considerable expertise, both within the Board, through the MarinERA ERA-Net, and through its extended Forum activities. This link will lead to enhanced co-ordination and partnerships, and effective transfer of research excellence to knowledge in support of the European Maritime Policy. Conclusion The European ocean is a key determinant in Europe’s future: • • •
Understanding the oceans is integral to understanding global climate change Better sustained observation and prediction of marine systems is required Co-ordinated research to inform policies at the European level and to give European businesses the competitive edge is vital.
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Marine science and technology play an essential role in generating the knowledge needed to fuel Europe’s economic achievements in harmony with the environment. The ERA and 7th Framework Programme play a critical role in supporting worldclass excellence in marine science and technology. The Marine Board has an important contribution to make in securing the involvement of the marine research community in the development of the Maritime Policy, facilitating effective transfer of research excellence to knowledge in support of policy. The Marine Board considers the following as priorities: • • • • • • •
Developing and retaining a vibrant marine research community base (human resources) Developing well focussed co-ordinated research programmes; support to coordinate national programmes through the ERA-Net programme Commitment to marine research in FP7, including an appropriate structure to ensure co-ordination of marine science and technologies across the relevant thematic areas Enhancing infrastructure capability - research vessels, ROVs, deep-sea technology - and improving access to infrastructure Establishing ocean observatory networks Elaborating marine research opportunities towards enhancing European competitiveness in a maritime Europe Enhancing knowledge transfer: research output designed in support of policy and business opportunities
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30. European Association of Universities in Marine Technology (WEGEMT) Introduction The Waterborne Technology Platform launched in January, 2005 aims at the development of a long term strategy for meeting the needs of the European maritime industry in the next few decades. The set strategic research agenda (SRA) should ensure that the European maritime industry actors remain world leaders in maritime transport; in the design and construction of safe and efficient high value ships, including leisure craft; in marine equipment design and manufacture; in providing infrastructure and logistics for ports and waterways; and in the design and operation of offshore energy systems. The world leadership in the waterborne sector can only be achieved (and maintained) by properly trained navigators, highly skilled naval architects, marine engineers and business administrators. This paper reviews the main pillars of the Waterborne Technology Platform and addresses the main R&D initiatives to enable European education, training and continuous professional development schemes to meet the requirements of the waterborne sector in view of VISION 2020. Waterborne Technology Platform The Waterborne Technology Platform is supported by the following three main pillars: • Ship Operations offering Safe, Sustainable and Efficient Waterborne Transport; • A competitive Maritime Industry; • Manage and facilitate the changes in trade patterns and the growth in transport volumes. Ship Operation for Safe, Sustainable and Efficient Waterborne Transport: The main targets in this area include: the sustain of European world leadership in waterborne transport; zero serious ship accidents in EU waters or globally by European vessels; the development of efficient vessel traffic management systems to improve the safety and efficiency of operations; the risk based design and construction of ships and offshore energy systems which can survive under the most severe environmental conditions; the development of risk based procedures for the safe operation of ships and offshore energy systems; the development of safe offshore terminals with regasification plants for the supply of liquefied natural gas; and the development of economically viable processes and systems for the reduction of air and water pollution from ship operations. A Competitive Maritime Industry: The main targets in this area include: the full integration of short sea shipping with land transportation; the further reduction of the cost of the waterborne transport compared to the cost of land based transport; the further reduction of new building delivery time and increased productivity in the equipment manufacturing; the sustain of world leadership with regard to cruise ship and other high-tech ship markets; the increase of export shares of the EU marine equipment industry; the significant reduction of the overall on board energy consumption by increasing the efficiency of marine systems; the development of new propulsion systems for non-fossil fuel and MEGA ship plants; the production of ____________________________________________________________________ Dutch Maritime Network 143
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ships and offshore energy systems of lowest life cycle costs; the development of waterway transportation as an attractive, safe, efficient and high-tech mode of transport; the development of offshore platforms for the exploitation of resources in ultra-deep water (>2000 m) and in arctic areas; the development of designs and technologies for the infrastructure and components of offshore renewable energy plants; the sustain of world leadership in designing and building large cruiser ships, chemical carriers and LNG offshore terminals; the development and manufacturing of innovative cargo handling systems; and the development of environmentally friendly advanced dredging methods. Manage and facilitate the changes in trade patterns and the growth in transport volumes: The targets in this area include: Timely forecasting of world trade growth and trade patters; the increased use of unitised cargoes; and the development of advanced logistic chain management systems and operational tools for the fast sealand interchange. The Role of the Education, Training and Continuous Professional Development in supporting the three Pillars of the Waterborne Technology Platform: The education, training and continuous professional development of human resources at every level in the waterborne sector is of utmost importance for achieving the targets described in the above pillars of the Waterborne Technology Platform, namely to ensure the sustain of the competitiveness and the introduction of innovations in various waterborne sectors. In order to meet the above strategic targets the following objectives need to be met: â&#x20AC;˘ Sustainable access to skilled human resources: The Education, training and continuous professional development policies must support the creation of highly skilled managers, engineers, scientists, seafarers and other human resources required for the waterborne sector. In addition an appropriate communication policy should be developed to attract skilled blue and white collar staff to the sector. â&#x20AC;˘ Quality and focus of education and training in the waterborne industry: The evolution of the waterborne sector towards a structure with a few major construction companies and a large number of subcontractors requires new management skills based on innovation, adaptability and effective networking. Continuous professional development schemes and tools should be established throughout Europe for further or re-training of technical, management and research staff in the waterborne sector. E-learning and long distance training geared to maritime professionals in the globalisation era should be developed to accelerate the upgrading of skills and the transfer of knowledge amongst mature and freshman, as well as non-marine staff. The expected increase in the LNG transport which has unique features will require a special training and education, thus training and education provisions for this sector of the industry should be developed. This applies also to the recreational ship market (small, large and fast crafts), expected to steadily grow until 2020. A reduction of marine accidents of recreational craft requires special training for the users, thus proper policies and procedures should be developed to create proper safety culture amongst the users. â&#x20AC;˘ Waterborne transport policy & organisational issues: The waterborne sector should stand as an attractive sector for the employment of white and blue collar ____________________________________________________________________ Dutch Maritime Network 144
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workers, engineers and researchers. An active publicity campaign should be initiated to increase the EU Citizens’ awareness of the strategic and economic importance of the waterborne sector for the EU together with its vitality and sustainability. Strategies for achieving the set objectives • Effective schemes should be developed in order to attract young men and woman and to ensure proper education and training as navigators, engineers and researchers for the European Maritime sector. • A system should be developed and implemented for the quality assurance in education, training and continuous professional development in the waterborne sector at every level throughout the EU (accreditation of diplomas). • The educational programmes of European universities should be modernised by adaptation of state of the art know-how in the maritime sector and be harmonised (implementation of the Bologna Agreement of the European Ministries of Education). • The increased technological level and specialisation of ships and offshore structures, both at system as well as component level, requires dedicated education and training strategies, methods/tools and courses for the adaptation of customised options. • Innovation in the European maritime sector requires the maintain and further strengthening of the European maritime R&D infrastructure (human-, soft- and hardware); this can be achieved by : - the introduction of Research Based Education (RBE) schemes in university programmes - the effective networking and enhanced collaboration between universities, research institutes, marine industry stakeholders (both at large companies and SMEs level) by the introduction of new financial models and mechanisms enabling the mobilisation and optimisation of the R&D resources • The use of ICT tools in education and the introduction of e- and long distance learning schemes should be enhanced and effectively implemented at the various levels of the maritime profession. The implementation of the above strategies will require increased funding from relevant EU programmes, particularly from the Marie Curie framework programme. The CAREMAR project The recently launched CAREMAR (Coordinated Academic Research and Education to Support Innovation in European Marine Industries) project, which is coordinated by the WEGEMT Association of European Universities in Marine Technology and Related Sciences and is funded by the EU-FP6, aims at preparing a framework for coordination of the academic research and education for the support of innovation in the waterborne sector. As such it is an instrument of strategic importance for the Waterborne Technology Platform to achieve its overall aim. The CAREMAR project aims at the identification and development of mechanisms to link the expertise within European universities with the research, education and technological requirements from industry stakeholders working in the waterborne ____________________________________________________________________ Dutch Maritime Network 145
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sector. The project addresses the delivery of innovative scientific research and Research Based Education (RBE) in the context of a changing global market where European growth and competitiveness depends upon industryâ&#x20AC;&#x2122;s ability to be flexible and efficient and to develop innovative marine products. The CAREMAR project seeks to make an effective contribution to sustainable marine surface transport and marine tasks for the benefit of European society. The EU is investing heavily in research, training, continues professional development, and European maritime clustering to respond to the fierce competition by the maritime industries in the Far East. European universities are in many engineering disciplines internationally accepted as leaders in education and research, as documented through a variety of activities (attractiveness to students from all over the world, participation in large scale research programmes, strong participation within international research and regulatory bodies, efficient dissemination of results) and several university departments/research units form themselves into Centres of Excellence in various disciplines, including marine technology. According to a recent WEGEMT survey among its associates, the number of researchers (professors, senior and young researchers) within European academic institutions involved with marine technology by far exceeds 3000. They address all fields of interest to the marine and shipping industries, and thus, with the right investment, communication and strategic focus, could be harnessed effectively to support industry needs. This resource therefore, far exceeding the resources of marine industry and research associations, has tremendous latent potential, and will form the basis for the future supply of knowledge and expertise in industry and research associations. However, resources within European universities remain largely untapped, and it is an increasingly held belief that to support good quality EU-level development work conducted under the instruction of industry, the means to support a more collaborative approach between Universities and industry must be found. The advantage of improvements in methods to encourage scientific and technological collaborative research and knowledge exchange will sustain future Maritime industry activities. An under-investment in university systems and infrastructures in Europe thus far is a major factor contributing to many of the fragmentation issues that need to be addressed. CAREMAR will be a platform for the coordination of European university expertise and the delivery of this expertise in a way that responds to European maritime industry vision in both the short term and the medium to long term. No attempt has been made thus far to mobilise the greater part of this university expertise in one coordinated programme, thus CAREMAR follows the demand by the European industry to seek solutions for sustainable transport and competitive businesses through mobilising the skills and resources of the entire European marine technology academic community in areas prioritised by the European maritime industries themselves. The CAREMAR project (2005-2008) will be carried out by a number of WEGEMT members and CESA. WEGEMT is a not-for-profit European Association of 39 Universities in 17 countries. It was formed in 1978 with the aim of increasing the knowledge base, and updating and extending the skills and competence of practicing ____________________________________________________________________ Dutch Maritime Network 146
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engineers and postgraduate students working at an advanced level in marine technology and related sciences. At present, WEGEMT activities include supporting, encouraging and participating in programmes of Research and Development (R&D), Education, Training and Continuing Professional Development, and Information Exchange and Dissemination where it relates to the waterborne sector. The WEGEMT Associates are drawn from universities from all over Europe, the former Eastern Europe and the CIS. They have in common, a capability, expertise and experience to teach and carry out research in marine technology and related sciences and an active interest in collectively delivering initiatives that support marine industries. Concluding remarks It is believed that education, training and continuous professional development will play a significant role in achieving the targets of the waterborne sector set out for 2020. A series of strategic R&D activities pertaining to education and training are proposed for achieving the set objectives. The new EU funded CAREMAR project is believed to greatly contribute towards the identification and development of mechanisms to link the expertise within European universities with the research, education and technological requirements from industry stakeholders working in the waterborne sector and thereby to support the waterborne sector to achieve its VISION 2020 targets.
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31. Confederation of European Maritime Technology Societies (CEMT) Attraction into the maritime industry The wealth and sustainability of transport (and indeed of the whole of the maritime sector by extension) is dependent upon it having â&#x20AC;&#x2DC;a cadre of skilled professionalsâ&#x20AC;&#x2122;. However, the maritime sector suffers from a poor image and, aside from the leisure craft field (a growing but still a relatively small part of the industry), must compete with the far better inducements (real or perceived) in the financial and legal sectors for the best young people. This presents a challenge that any European maritime industry policy must address as a priority through an orchestrated programme to encourage the input and retention of sufficient and high quality well motivated young people. Professional skills to meet the needs of the maritime industry The efficiency and therefore competitiveness of the European maritime industry requires the highest standards of professional competence by its engineers and technicians. That competence in turn requires the highest standards of education and professional development, geared to meet the needs of industry. Achieving that level of professional competence will require a partnership between industry, universities and professional societies if the needs of the European maritime industry are to be met. It is essential that industry identifies the skills it requires, both today and in the future, and that universities provide the knowledge and understanding necessary to underpin those skills, whether in research, design or construction. A European maritime policy should address the future skills needs of industry and how they are to be met. Intellectual technology base A European maritime policy must acknowledge the importance and necessity of an adequate and sustainable technology intellectual base to underpin the industrial base. It should identify the capacity and capability of the intellectual base required to meet the current and future requirements of the industry, and also the core size of the industry needed to sustain this intellectual base.
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32. European Metalworker’s Federation (EMF) I. The present situation The maritime industry is a key sector in Europe in terms of jobs and value added, innovation and infrastructural development. Maritime traffic, transport and the transhipment of goods across the world's oceans and along the continent's coastline, the associated logistical services and the use of maritime resources are of vital importance to the survival of the industry in Europe. In terms of industrial and transport policy, the maritime industry is clearly one of Europe's most important sectors. Such a claim is based on: • the need to set up an integrated European transport system; • the maritime industry’s contribution to the ecological renewal of the economic system; • the future importance of the maritime sector in an industrial policy context; • the fact that the importance of employment policy extends far beyond Europe’s coastal regions. Nonetheless, in recent years Europe’s maritime industry has undergone far-reaching structural changes and been exposed to mounting pressure from international competition. • Recent decades have been characterised by the apparently unrelenting growth of car and lorry traffic. For decades, transport policy has prioritised road traffic, both for the shipment of goods and the transportation of people. Inadequate and varying toll charges and external costs and also interface problems between individual carriers are a handicap to maritime traffic. • In global, intercontinental trade, shipping is the most important transport mode. Nonetheless, the increase in intra-European trade has led to disproportionate growth in overland traffic. Another factor behind that growth was the trend in world trade towards smaller, higher-order goods, which favoured faster carriers and road traffic in particular. • Exporters' interest in cutting transport costs in world trade to a minimum created favourable conditions for the growth of an international merchant fleet, so bigger and better ships formed the basis for expanding maritime world trade, so more and more goods came to be transported on board so-called flag-of-convenience (FOC) ships. • In many Southeast Asian countries, geographical conditions and trade policy interests combine to make industry's maritime branches key sectors, shored up by an industrial policy geared towards the long term. There has been no corresponding European policy on shipping, shipbuilding or ports. • Often, companies involved in shipping, shipbuilding, transport and port management have failed to recognise their shared maritime interests. On the contrary, pronounced conflicts of interest, exacerbated by regional rivalries between specific locations and countries, have frequently hampered the establishment of a common maritime policy. Cooperation, networking, clustering or the establishment of maritime industry associations never got off the ground, so to speak.
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In spite of the far-reaching structural changes affecting the maritime industry in Europe, the EMF feels that maritime economic activities in Europe and throughout the world are bound to grow in importance in the coming decades. In industrial policy terms, the maritime sector constitutes one of the key areas of promise in the 21st century. Even today, the maritime branches of industry are highly technologyintensive. Key technologies in the areas of electronics, computing, logistics, propulsion and materials are used in shipbuilding, shipping and port transhipment. In this respect, maritime production can certainly compete with the aerospace industry. The importance of the maritime industry extends way beyond maritime production and the transport and traffic sectors, including all branches involved in the waterborne transport of goods and people and all those directly or indirectly involved in maritime production and services, i.e. shipyards, suppliers, shipping companies, transhipment companies, import and export companies, freight forwarding companies, brokers, shipping banks and credit institutions, companies involved in mining maritime resources and energy carriers, government maritime offices and research facilities. The economic importance of the maritime cluster in Europe is clear from the fact that the sectorâ&#x20AC;&#x2122;s 1.3 million employees together generate value added totalling â&#x201A;Ź70 billion. The growing importance of the maritime industry in Europe at the beginning of the 21st century was also reflected by the order-book situation for its shipyards, with more than 2,800 vessels (over 40 million cgt) to be built, the best situation for more than 20 years. But even though the orders were piling up at most of Europe's shipyards at the beginning of 2000, many of them are struggling. A substantial proportion of these orders do not cover their costs, so a fair number of shipyards are in the red. One of the main reasons for this is the dramatic drop in prices: container ships or tankers are less expensive now than they were in the early 1990s. There is one very good reason for this paradoxical state of affairs (a high demand for ships, but sinking prices): continuous over-capacity. The push to modernise, coupled with productivity gains and the construction of new docks and shipyards, prompted worldwide growth in production capacity in the 1990s that outstripped orders from shipping companies. As a result, during 2003 and early 2004 several closures with substantial employment losses took place all over Europe and several countries are set to loose their shipbuilding industries all together. This trend is unlikely to change in the next few years. Between now and 2005, the OECD forecasts a rise in overcapacity to 40%. Korean shipyards in particular, which command more than 30% of the market and have massively expanded their production capacity, have been instrumental in tipping the balance on the market. In the 1990s they invested billions of dollars in the construction of new shipyards and docks and boosting production. In the EMF's view the European Union has dragged its heels in reacting to South Koreaâ&#x20AC;&#x2122;s aggressive dumping policy. And not only has the EU acted half-heartedly and too late, it has also dismantled its own defences by eliminating the regime of defensive subsidies within the EU at the end of 2000, as a ____________________________________________________________________ Dutch Maritime Network 150
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unilateral advance concession in its negotiations with South Korea. Even worse, the South Korean industry must have regarded such a move as an indication that Europe was de facto giving up on its maritime industry. A newcomer to the ranks of the leading shipbuilding nations, the People's Republic of China has announced its intention to expand its market share to 25% of the world market by 2010. This has recently entailed a dramatic shift in the situation regarding market shares on the global shipbuilding market. The EMF recognises that the Chinese challenge may be a decisive factor in determining the competitive situation of future years given the immense efforts undertaken by the Chinese government to develop shipbuilding into a key national industry. Indeed, the shipbuilding sector is expected to play a key role in the economic development of China in that it will boost the technological proficiency of itâ&#x20AC;&#x2122;s industry and have positive spill-over effects on other economic branches as well as on a big supplying industry. At present, we can observe a purposefully orchestrated restructuring strategy consisting of mergers, international joint ventures, closures, the building of new facilities and even more importantly the expansion and modernisation of existing facilities. Such a strategy and the still abundant supply of cheap and well trained personnel should contribute to optimising the international competitiveness of the Chinese shipbuilding sector and enable it to build high technology ships eventually. In view of the above it is clear that the next few years will be of critical importance to the continued existence of the European shipbuilding industry. Those, like the European Commission, who inwardly define private regulatory policy as the 'greatest good' of a European competition policy and fail to retaliate with their own aggressive industrial policy and take protective measures when faced with unfair competition from other countries, will only have themselves to blame if this key strategic European industry is wiped out. Consequently, the EMF is demanding some clear answers from European politicians regarding how to protect the sector. It is not enough to interpret the various Commission reports and engage in negotiations with South Korea. Corresponding political steps have to be taken to protect the sector. Notwithstanding the strategic importance of supporting a thriving maritime industry, if shipbuilding is to disappear in areas where it constitutes a major economic activity this will inevitably lead to immense social and economic hardship in the regions concerned. Over the last 20 years three out of every four workers in the European shipbuilding have been made redundant. In 1975 there were still 505,000 people employed in the shipyards, but by 1999 this figure had plummeted to 114,000. In most countries, job losses ran to over 75%. Some European nations completely abandoned shipbuilding. Today, in Europe, around 110,000 highly skilled shipbuilding personnel represent the backbone of a competitive industry, which extends far beyond the continent's coastal regions. Suppliers of entire system components, who offer their wares on the global market, are just as dependent on their local shipbuilding industry as logistics ____________________________________________________________________ Dutch Maritime Network 151
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companies that are hoping to expand their business. European shipbuilding companies and suppliers directly and indirectly employ around 350,000 people. Today, ocean-going vessels are being built and/or repaired at over 200 shipyards in Europe, and the average shipyard – after 25 years of massive job cuts – has a workforce of around 500. Strengthening our maritime associations and boosting cooperation with suppliers and shipping companies must become a priority aim of companies and in modern industrial policy. In this context, the EMF highly welcomes the initiative “LeaderSHIP 2015 – defining the future of the European shipbuilding and ship repair industry” of CESA (Community of European shipyards’ association) and the European Commission that was supported by the EMF. After years of defensive debates a forward looking, proactive industrial policy approach has thus been formulated that is supported by the main stakeholders. The LeaderSHIP initiative is exemplary of the EU’s new approach to industrial policy – an integrated approach that seeks to better coordinate all Community policies that impact on the competitiveness of Europe’s industries, that addresses at the same time the specific needs of individual sectors, and that brings together all stakeholders in a consultation process. Such an approach is supported by the EMF as only a jointly defined and jointly implemented industrial policy can generate the necessary driving force for an industrial sector that is exposed to highest competitive pressures. The aims, results and recommendations of the LeaderSHIP 2015 report are consistent with the industrial policy aims of the EMF: 1. Establishing a level playing field in world shipbuilding - a determined EU trade policy for shipbuilding capable of enforcing fair trading rules at WTO and OECD level 2. Improving research, development and innovation (RDI) investment - integrate and concentrate RDI efforts via the creation of a technology platform - develop innovation aid into a tool to foster technological leadership 3. Ship Financing - develop competitive ship financing instruments through the creation of an EU-wide guarantee fund 4. Safety and Environment - incentives for quality products and services 5. Naval Shipbuilding - support cooperation in naval shipbuilding and harmonise regulations 6. Protection of intellectual property rights - exploit existing rules and instruments to avoid leakages of knowledge and create a culture for the protection of intellectual property rights 7. Human resources development - promote training programmes designed to tackle new skill requirements, initiate exchanges of staff and know how 8. Building a sustainable industry structure
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Structure of naval shipbuilding in Western Europe As merchant shipbuilding in Western Europe declined, the emphasis switched to the construction of military vessels. In some countries both the volume of sales achieved and number of workers employed in the naval shipbuilding sector outstrips their performance in the merchant shipping sector. But in the 1990s spending cuts and dwindling opportunities for export business also prompted restructuring and rationalisation in military shipbuilding, resulting in some shipyard closures. At present, the situation in the naval shipbuilding sector in Western Europe can be summed up as follows: • There are around two dozen shipyards involved in naval shipbuilding in Europe. • In most countries naval shipbuilding is highly concentrated. At national level, only a few shipyards (and sometimes just a single company) are still active in special segments of the naval shipbuilding sector (see Table). • The 10 biggest shipyards or shipbuilding groups (DCN, Fincantieri, IZAR, TKMS, BAE Systems and so on) account for some three-quarters of turnover in the Western European naval shipbuilding sector. • In our estimation, approximately 35,000 to 40,000 jobs in the European shipbuilding industry depend either directly or indirectly on orders placed by the respective navies. • As a result, the naval shipbuilding industry in Western Europe is about 70% the size of its US counterpart. However, this comparison should take account of the fact that many shipyards in Western Europe also build merchant ships, so their economic and technological know-how can be deemed far superior. What is more, it should be borne in mind that considerable differences in shipyards' vertical range of manufacture render international comparisons problematic. • The lion's share of value added in the production of military ships goes to the supply industry, for nowadays somewhere in the region of half the value of a naval vessel lies in its electronics and weapons systems and something like a quarter of its value is linked to its propulsion system. Ultimately then, the shipyards only retain some 25% of the value of a contract, and where competition between naval shipyards is concerned, vertical cooperation is a significant factor. On the other hand, in the past there has been little cross-border cooperation between these shipyards, though that situation and attitudes have started to change in recent years. The naval shipbuilding market is developing within the context of the establishment of a Europe Defence Policy. Against this background some discussions are taking place suggesting the creation of a future European naval shipbuilding group that may also involve European electronic components suppliers.
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The main military shipyards in the European Union
Country
Aircraft carriers
Frigates
Corvettes
Submarines
Motor Minetorpedo sweepers boats
Denmark
Aalborg Vaerft
Aalborg Vaerft
Finland
Aker Finnyards
Aker Finnyards
DCN
DCN
ALSTOM
ALSTOM
CMN DCN
France
TKMS Lürssen Gruppe
Germany
DCN ALSTOM
TKMS Lürssen Gruppe Peene-Werft Abeking& Rasmussen
TKMS
Lürssen Gruppe Peene-Werft Abeking& Rasmussen
Hellenic Shipyard
Greece
United Kingdom
Swan Hunter
Italy
CNI/ Fincantieri
Fincantieri RivaTrigoso
Sweden NEW IZAR
NEW IZAR
TKMS Lürssen Gruppe Peenewerft Abeking& Rasmussen
CNI/Fincanti eri RivaTrigoso
BAE Systems Ships.
BAE Systems Vosper Thorneycroft Submarines
Fincantieri Muggiano
De Schelde/ De Schelde/ Damen Damen
Netherlands
Lürssen Gruppe Abeking& Rasmussen
DCN ALSTOM CMN
Hellenic Shipyard
Swan Hunter BAE Systems Vosper Ships. Thorneycroft Vosper Thorneycroft
Spain
DCN
Auxiliary vessels
Kockums
Kockums
NEW IZAR
NEW IZAR
Intermarine
Fincantieri Riva Trigoso
Merwede
De Schelde/ Merwede Damen
Karlskronava rvet
Karlskronava rvet NEW IZAR
Source: Voß 1993, Heseler 1999, ALPHA 2000, Smit u. a. 2000 (ISA CONSULT, June 2002), updated by EMF, February 2005
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Fincantieri
NEW IZAR
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a lack of Europeanization in naval shipbuilding and some very striking differences concerning ownership between the naval shipbuilding sectors in various parts of Europe, most being due to the history of the respective country. The EMF notes however a renewed impetus and commitment towards developing a European defence policy following the debates in the Convention on the Future of Europe and the adoption of the European Constitution that enlists the “progressive framing of a common defence policy, which might lead to a common defence” as an explicit aim. With the Commission Communication COM(2003)113 final on the development of an EU defence equipment policy and the decision to create a European Defence Agency (EDA) we acknowledge and welcome attempts to promote coherence in European defence procurement and greater synergies between European defence industries, including the naval sector. The EDA will work in the field of defence capabilities development, research, acquisition and armaments. It’s task will be, among others, to work for a more comprehensive and systematic approach to defining and meeting the capability needs of the ESDP (European Security and Defence Policy) and to promote equipment collaboration. The EMF is well aware that this may act as catalysts for further restructuring in the European defence industry, including the military shipbuilding sector. If the unions are not merely to be passive bystanders, but also to prove capable of actively intervening, they must build up a corresponding information and communication system. The main aims of such an undertaking would be to: • ensure the ongoing exchange of information and forming of opinions between European merchant shipbuilders and military shipbuilders; • adopt joint positions as a means of stepping up the dialogue with both industry and politicians. Overall, a new European initiative is required. Europe must seize its opportunities. To do so it needs a maritime transport policy entailing the expansion of European coastal traffic, stronger integration of individual carriers, a common ports policy, better monitoring of port states, a European shipping and flag policy, and a maritime environmental and safety policy. That is why the EMF is calling for more extensive measures to ensure the survival of the maritime cluster in Europe. The unsatisfactory result of the complaint lodged with the World Trade Organisation (WTO) over restructuring aid to Korean shipyards and the fact that the temporary reintroduction of subsidies to restore competitiveness only applies to a few segments anyway illustrates that more drastic measures are needed immediately to help safeguard the core of the maritime industry in Europe. The LeaderSHIP 2015 initiative, as described earlier, reaches further and contains a range of important policy recommendations. In the view of the EMF a thoroughly comprehensive approach has to be based on the following three-pillar model: 1. Restoration of fair conditions governing competition; 2. the promotion of innovation and qualifications; 3. measures to boost demand. ____________________________________________________________________ Dutch Maritime Network 155
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EMF shipbuilding policy Defence subsidies OECD Punitive customs duties Complaint lodged with the WTO
European scrapping programme Shift of transport mode
Fair competition
Environmental standards European port security act - EPSA -
Maritime Economy
Short-sea shipping Subsidies to boost innovation in the maritime economy
Boost demand
Promote innovation
Training initiatives
II. Future opportunities for the maritime sector The maritime industry is integrated into the European economy more closely than virtually any other sector. Safeguarding its ability to compete and securing jobs in the sector will assume even greater importance in European policy-making in the future. The continuing expansion of world trade also offers future high growth potential for maritime traffic and other branches of the maritime industry in Europe. All current forecasts predict above-average growth in the transport sector and especially in container traffic. Passenger and ferry traffic will also continue to expand over the next decade. Shipping, shipbuilding and the port industry have traditionally been integrated into the world economy and are now having to compete in the global marketplace. However, by virtue of that position, they have at the same time always been subject to political regulation and state aid, which considerably influence competitiveness and have frequently led to distortions of competition, not only for economic and security policy reasons, but increasingly also due to environmental policy considerations. The social future and international competitiveness will, in the future, also depend very much on the general political situation. Here, demands will be made on the European level in particular.
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The success of market strategies, innovative products and processes will depend largely on company policy being accompanied and supported by a forward-looking maritime industry policy that will determine the general conditions for shipbuilding, shipping and the port industry. Setting the focus in transport policy also impacts on the prospects for shipbuilding. For instance, imposing stricter safety standards to protect the environment, crews and passengers can trigger product innovation and open up fresh market opportunities. Hence the need for an aggressive industrial and transport policy. Securing and strengthening the position of the maritime industry in globally expanding markets The maritime sector uses modern technology, especially in areas such as electronics, computing, propulsion and materials. Greater importance is being attached to complex system solutions. Suppliers of entire system components, distributed globally, are just as dependent on their local shipbuilding industry as logistics companies that are seeking to expand. It is a key industry that is becoming increasingly important beyond the transport sector for getting to grips with some of societyâ&#x20AC;&#x2122;s more pressing problems. Shipbuilding is a high-tech, system-based industry, which - given the right environment - has a future in Europe. The emphasis must be on system capability and industry networking, not on individual products. Companies within the various maritime branches are linked and interdependent in various ways. Networks, branches and associations of companies are important driving forces. Effective supplier-customer links are key factors behind the choice of business locations. Via the direct global value chain, strategic alliances with universities, R&D establishments and consultancies also play a role in determining competitiveness. The shipyards must step up their efforts to modernise production, innovate and maintain shipyardsâ&#x20AC;&#x2122; system capability. The future of European shipbuilding lies not in assembly lines, but in shipyards offering proficient, comprehensive maritime system solutions. Safe, environmentally compatible maritime traffic - Protecting our oceans Maritime traffic is a viable ecological and economic alternative to overland transport. However, it is indispensable that deregulation does not cause standards to drop. Safe, environmentally compatible maritime traffic is threatened in the long run by inadequate international safety requirements and/or poor implementation and monitoring of agreed safety standards, by a massive increase in the use of substandard ships and by inadequate qualifications and the unreasonable working conditions of many crew members. These dangers are closely linked to the increasing deregulation of maritime traffic. Moreover, ecological and safety risks need to be greatly reduced by appropriate regulatory measures, as the tanker accidents of recent years, such as the accident involving the PALLAS and the disaster involving the ERIKA or the PRESTIGE ____________________________________________________________________ Dutch Maritime Network 157
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have graphically illustrated. Today it is evident that oil transfers on the Baltic Sea are very rapidly growing. If a similar disaster to the PRESTIGE accident on the coast of Spain in 2003 would happen in that region it would be total catastrophe for the whole Baltic Sea and for many countries around it. Whereas the European Commission concludes that 80% of all shipping accidents can be attributed to so-called human error, it should be emphasised that the underlying causes are closely linked to sailorsâ&#x20AC;&#x2122; working and living conditions, on the one hand, and the poor qualifications of crews on FOC ships. Non-compliance with existing environmental standards and safety provisions has been given a considerable boost by the policy of changing flags. FOC countries are neither willing, nor able to monitor safety and environmental standards on board the ships flying their flag. On the other hand, modern ships which met the highest safety and environmental standards would clearly help to minimise the possible consequences of human error or serve to prevent such errors - which are always possible - occurring in the first place. The continued economically efficient and environmentally compatible development of the transport system â&#x20AC;&#x201C; Conversion to an integrated transport system The need to upgrade coastal and ocean-going vessels and seaports as multi-modal transport hubs, and to forge links between them and other carriers make the development of the maritime industry an important aim of a forward-looking integrated transport policy. European short-sea shipping displays particular potential. Maritime traffic accounts for just under a third of all intra-Community trade, and that figure does not include cabotage on Europe's waterways. Potentially 14 million tonnes of goods a year could be shifted from our roads to maritime traffic. In parallel with the tremendous growth in container transport on the high seas, feeder traffic (container short-sea traffic) is also burgeoning. The prospects of seeing both new and traditional cargoes shifted from overland traffic to short-sea shipping are encouraging. In particular, if a deliberate attempt is made to embed short-sea shipping in an integrated multi-mode transport policy concept, there will be sustained growth potential for this environmentally friendly, safe, reliable transport option. At the same time, though, the clear expansion of transport via waterways and the high seas has also generated a considerable additional need for maritime industrial products and services, such as corresponding ship systems, transhipment facilities or logistics systems. A study carried out by the European Commission rightly concluded that new and/or specifically adapted vessels and advanced, flexible designs of ship might be required for short-sea shipping to ensure its intermodal integration, and Europe's shipyards have shown themselves to be - and are still - more than capable of obliging. Shortsea shipping and the European shipbuilding industry can therefore open up new market opportunities for each other. For the EMF, the future tasks facing integrated
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operation in the context of a transport policy taking a new direction is inexorably linked to the demand for acceptable social framework conditions. Maritime resources Not only shipping and shipbuilding, but also research into and the use and protection of maritime resources, the generation of energy and the extraction of resources from the sea, marine technology and research, as well as maritime environmental protection can all help to strengthen the European Union. For offshore oil and gas manufacture, new, lighter and safer systems for small fields and automated underwater production need to be developed. Exploiting renewable energy from the sea, i.e. from the wind, waves or currents, through heat exchangers using hydrogen technology, will be one of the major tasks of an environmentally compatible energy policy, to which the maritime company can contribute its knowhow. In the future, the exploration, exploitation and caring use or protection of the marine environment and marine resources as the basis of almost immeasurable quantities of raw materials, foodstuffs and energy will only follow if industrial and research policy take the appropriate steps to ensure that this is the case if and companies are quick to seize the opportunities offered by a growing maritime market. III. A forward-looking industrial and transport policy for a stronger maritime sector in Europe a. Starting points for product innovation in the shipbuilding industry – Modernisation of the shipyard situation • Shipyards’ dealings with each other and with shipping companies and suppliers need to be improved. Closer cooperation between shipyards and the creation of maritime networks are vital if European shipbuilders are to survive. Both stronger maritime associations and cooperation with suppliers and shipping companies must become a priority for undertakings and for a modern industrial policy, which in turn must improve the general conditions for closer cooperation within the maritime industry. Cooperation can take many forms, including capital investment in, or mergers between, shipyards, closer cooperation in research projects and technological development, the use of joint training establishments, closer coordination with suppliers and shipbuilders or joint procurement or marketing activities. • The qualifications of shipyard workers will play a key role in ensuring that Europe's shipbuilding sector remains competitive in the future. Companies capable of meeting future challenges and organising themselves along modern lines need a skilled workforce. For far too long now, European shipyards have been pursuing a policy of job cuts. Their modernisation campaign can only succeed if it is accompanied by efforts to upgrade the qualifications of their workforce (multi-skilling). This must be accompanied by lifelong learning programmes in order to create a culture of learning and increase employees’ general competencies and ‘social skills’. This will enable them to better manage product and process innovations, as well as changes in work organization and the introduction of new technologies.
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Training and continuing training concepts should be developed to help attract and retain skilled workers in the shipbuilding sector. Training and continuing training concepts should also be developed to counteract the negative image of the industry and to demonstrate that shipbuilding is a modern, viable industry offering attractive job prospects, including for young workers. Transparency, maximum information and communication, flat hierarchies and the inclusion of the workforce are becoming increasingly important factors in competition. Companies must also start devoting more resources to research and development than they have done in the past. This cannot be left up to individual companies – especially at the level of SMEs. The promotion of R&D and product innovation is the joint responsibility of both companies and politicians. There must be much closer cooperation between shipyards as regards R&D and also between companies, on the one hand, and government research facilities, universities and colleges of higher education, on the other. As a significant step in the right direction, the EMF welcomes two recent projects initiated under the 6th framework programme, namely the InterSHIP project and the coordinated action ACMARE. InterSHIP is managed by a consortium of seven leading European shipyards with the objective to increase the competitiveness of European cruise, passenger ferry and RoPax shipbuilders by improving and integrating tools and methods for design and manufacturing, developing new production technologies and fostering vertical integration between shipyards and suppliers and horizontal integration between European shipyards. Within the coordinated action ACMARE industry representatives of the maritime sector, including the shipbuilding sector, have undertaken preparatory works that led to the establishment of the maritime industries technology platform WATERBORNE. WATERBORNE could be an important vehicle for industrial and research policy by bringing together all stakeholders, including the EMF, to jointly set out a strategic research agenda for the maritime sector.
b. Safety and the environmental compatibility of maritime traffic Making shipping and shipbuilding socially acceptable and environmentally compatible must be made a higher priority. To this end, the shipyards and the corresponding institutions must step up their efforts in R&D. Agreements involving the IMO and other international institutions must be more rapidly transposed into European law. Trade unions, company-level working parties and environmental organisations have for many years been proposing ways of improving environmental protection and health and safety standards in the shipping and shipbuilding industries. Moreover, these proposals (see below) could create more jobs and open up new perspectives for European shipyards: • At least once every 3 years ships should have to be checked to ensure that they comply with current international regulations and be re-equipped accordingly. • European waterways may only be plied by double-hulled tankers and no longer by substandard ships.
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The European Union should have its own programme to promote the development of new systems up to the prototype stage, the aim being to develop environmentally compatible and socially acceptable ships. Ships should keep a register of hazardous substances on board, so that, whenever repairs, conversion work, maintenance or wrecking takes place, preventive health and safety measures can be taken. Funnel exhaust fumes on ocean-going vessels should have to be cleaned using a filtering process that complies with Germany's 'TA Luft' regulation. Corresponding self-monitoring should be ensured by installing sealed recording equipment. Exhaust emissions should continue to be minimised by using better, highorder fuel. The use of heavy oils (like Bunker C oils), which contain high levels of hazardous substances, should be prohibited. The use of anti-fouling dyes containing the active substance TBT (tribotyltin compound) for ocean-going vessels should be prohibited immediately. Further research programmes must be set up to find alternatives to environmentally damaging paint for ships. The use of zinc anodes and of HCFCs or HFCs on board ships for airconditioning and refrigeration units should be prohibited. Stricter penalties must be imposed for water pollution. A blanket ban should be imposed on tank washing at sea. Ports are to be equipped with the necessary collection facilities. A general ban should be imposed on dumping rubbish overboard. All vessels should have to be equipped with separate waste-processing systems.
Solo efforts by individual countries in maritime traffic and shipping can only have a limited effect. However, so far the European Commission has also failed to take satisfactory steps against the growing trend for changing flags or using substandard ships, despite the obvious negative social consequences of using ships flying flags of convenience and the patent dangers to the safety of our oceans. In the past, European policy has failed to lead by example by imposing more stringent safety standards. The EU must act to maintain a competitive merchant fleet that meets modern safety and environmental standards and must also take steps to secure jobs. It must not await international regulations (IMO) or adapt European standards to inferior international arrangements, but should lead the way by aiming to ensure that its vessels meet economic, social and environmental standards. The EMF has the following proposals to make: • Stricter monitoring of port states and more power for the member states’ inspection authorities. • National coastguard services should be reinforced and developed to enable greater coordination between different countries in this connection. A European Maritime Security Council, vested with the corresponding powers, should be set up to coordinate and harmonise European safety provisions. • Minimum standards should be set for training for jobs in the maritime traffic industry, including criteria for attainment of the Community vocational competence certificate, determining crew members' ability to communicate with each other using a lingua franca, laying down the conditions under which seamen from third countries may be authorised to work on ships ____________________________________________________________________ Dutch Maritime Network 161
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sailing under the EU flag and a campaign to attract young people to jobs at sea. Improved safety standards, such as separate fuel and auxiliary systems, emergency recovery systems, emergency anchor systems, etc. for tankers and other types of vessels, like container ships and bulk carriers. Containers for hazardous goods must also be equipped with detection devices to pinpoint their location.
c. Improved maritime transport infrastructure - integrated transport system Any transport policy strategy intended to reduce traffic and shift it to other modes must begin by targeting transport costs and improving infrastructure. Economic incentives that are of the wrong kind, which fail to materialise or which do not go far enough will result in a market for transport services that is inadequate with respect to its environmental aims, its use of the available surface area and the standard of living it supports. At present, the users of this traffic are not being charged the full economic costs of the respective transport mode. Stepping up short-sea shipping and inland navigation could considerably relieve trans-European overland traffic, particularly where waterborne transport is embedded into an integrated multimodal transport system on an equal footing with road and rail traffic. Coastal transport linking regions from the North Sea, Baltic Sea, Atlantic and Mediterranean to the Black Sea, can be just as easily developed as combined railand-waterway networks (rail-sea services). Considerable reserves of capacity are available for expanding inland navigation. Ship-port-railway networks and continuous transport chains using inland navigation can also make a major contribution towards the development of coastal shipping. In addition, greater importance has to be attributed to coordination and cooperation between maritime and overland carriers. Making coastal shipping more competitive with other forms of transport and stepping up the use of combined overland-maritime traffic requires technical and organisational innovation and investment, which must not be allowed to focus on isolated solutions or individual new products, like high-speed ships, but must entail the development of system solutions and technologies that will affect shipbuilding, ports, transport trade and shipping companies. The steps required promoting coastal shipping and the greater integration of overland and maritime traffic should focus on the following main areas: • The development of new transport corridors linking into trans-European networks and regional transport flows. To this end, coastal shipping lines should also be created. • Optimisation of transhipments in ports through improved cooperation, customs clearance and facilities. • The development of harmonised European ship types which can be procured and run cost-effectively, and better coordination of sea-land-sea loading facilities, enabling ships to berth, cast off or be loaded and unloaded quickly.
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The development of new, improved organisational and logistical concepts and transport-related information chains, in order to ensure that combined transport and house-to-house transport are arranged more efficiently. The promotion of model projects, enabling cargo to be shifted to maritime traffic. The expansion of R&D programmes focussing on the interfaces between shipping, port industry and maritime traffic.
IV. EMF programme of immediate measures to strengthen the maritime industry 1. Fair competition The restoration of fair conditions governing competition is one of the basic prerequisites for an industry acting in a global market. The European Union must profess its faith in shipbuilding and the maritime cluster and take consequential steps to protect the sector at all levels, including at the level of the WTO and OECD. The EMF draws attention to three new developments having a major impact on the competitive framework: • The currency exchange rates differentials between the Euro and Asian currencies, which are between 20% and 30%, are currently creating such an artificial barrier that the 6% subsidy granted under the temporary defence mechanism (TDM) for merchant ships is of no real value. Ship prices are linked to the US dollar (USD) as freight costs are priced in USD. As far as Asian currencies are following the USD their exchange rate with the Euro creates an artificial barrier for European shipbuilders of up to 30%. • We can observe the fast expansion of shipbuilding in China that is drastically increasing its shipbuilding capacities. • Following the enlargement of the EU several new shipbuilding nations operating under different cost structures have entered the single market. The EMF is insisting on the conclusion of an OECD world shipbuilding agreement. Even if previous attempts to reach agreement on a new worldwide shipbuilding agreement failed, especially in view of the pressure brought to bear by newly enlarged production capacities in the global market, the conclusion of such a regulatory agreement is absolutely vital in terms of currency rates, capacities and cost elaboration. 2. Industrial cooperation Besides re-establishing politically acceptable framework conditions and market conditions, it is also essential that maritime shipbuilders that have hitherto largely been national players forge alliances and strategic initiatives at the European level in both the civilian and military shipbuilding sectors. Greater cooperation between shipyards and the expansion of maritime networks are crucial to the survival of the European shipbuilding industry, for many individual shipyards will not last for long if they go it alone. Both the strengthening of maritime alliances and cooperation with suppliers and shipping companies must become a top priority for the actors in question, who must adopt a modern industrial policy. Such cooperation should entail ____________________________________________________________________ Dutch Maritime Network 163
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acquiring stakes in the capital of shipyards, becoming involved in mergers, working more closely with researchers and playing a more active role in technological development, using common training establishments, engaging in closer coordination with suppliers and shipping companies, and taking part in joint procurement and marketing activities. 3. Safer and more environmentally friendly ships Secure jobs are only to be had on safe ships. The safety and environmental compatibility of maritime transport are endangered in the long run by insufficient international safety requirements or the inadequate application and monitoring of agreed safety standards, by the massive increase in transport development using socalled sub-standard ships, and by the lack of decent qualifications and unreasonable working conditions for large proportions of crews. Accordingly, the EMF is advocating closer monitoring of countries with ports and greater clout for the member states' various inspectorates. Double-hulled tankers may now only enter European waters, but compulsory routes and safety standards need to be internationally prescribed for tankers and vessels transporting hazardous cargoes. Sub-standard ships have no place in European ports. Furthermore, the EMF is calling on the EU to initiate a European scrapping programme in an attempt to withdraw old tonnage from use. 4. An innovation and training offensive The EMF is calling for an innovation and training offensive for the European shipbuilding industry. The qualifications of shipyard workers will be decisive in determining the competitiveness of European shipbuilding in the future. The shipbuilding industry cannot hope to rise to future challenges and organise itself into a modern force if its workers are not highly qualified. What is more, the existing instruments for shoring up the industry need to be refined in such a way as to enable SME’s in particular to make up for their structural disadvantages in the global shipbuilding market. This would potentially involve action in the following areas: • attempts to forge cooperation between small and medium-sized shipbuilding firms; • the promotion of joint marketing activities; • the promotion of joint qualification- and employment-related initiatives. 5. The redirection of transport policy Global transport is increasingly linked with economic development. Given the congestion of road traffic and its ecological consequences for global warming the development of maritime transport is not only an ecologically viable alternative but also an economically viable choice given the higher ratio of tons/km. If the maritime industry is to have a future, transport policy must be redirected with a view to establishing an efficient, integrated transport system that meets both ecological and social requirements to an equal extent. One essential component of such a transport concept entails shifting freight to maritime and coastal shipping, the further development of seaports into multimodal transport hubs and the promotion of the ____________________________________________________________________ Dutch Maritime Network 164
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associated development in shipbuilding and transhipment technology. According to the EMF, the realisation of pilot projects to encourage the flow of traffic in Europe to shift to ships – aqua strada – is indispensable if Europe is to succeed in developing alternatives that will be capable of holding their own on the market. 6. European approach for merchant ship orders – coastal shipping With regard to the merchant ships market, the EMF considers it necessary to develop a European approach to address the problem of the support given to European ship owners and the building orders for ships in Europe. In this context the EMF draws attention to the following facts: - South Korea is building about 45% of the world shipbuilding industry, Japan 30% and China is increasing its market share - European shipbuilders cannot compete against Asian shipbuilders when there is an exchange rate of 25% and a temporary defence mechanism of only 6% - It is not possible to impose customs duties on new ships - 40% of the world merchant ships are owned by European ship owners - 90% of the renewing of the European fleets are done in Asian shipyards - Tax advantages are given to European ship owners for ordering ships in Asia - Ecological concerns should force the EU and its member states to develop coastal shipping instead of road transportation - New shipbuilders are joining Europe following enlargment In the light of the above, and for all the reasons developed throughout this document the EMF invites CESA and the European institutions to develop with us a European approach that aims at increasing domestic demand for merchant ships in Europe and gives incentives to European shipowners to place their orders in Europe. The EMF seeks to make a contribution to this debate. 7. Implementing LeaderSHIP The EMF demands of industry and policy makers that the LeaderSHIP recommendations be implemented as a priority with the overall aim to safeguard employment, sites and qualifications. The implementation of the LeaderSHIP aims touch on many horizontal policy areas which calls for a strongly coordinated implementation approach. To ensure that the aims of LeaderSHIP are realized across all policy fields and the EU Member States should consider engaging Maritime Coordinators who would play a coordinating role and serve to initiate actions with the aim of bringing together the various interests of the maritime players. At EU level, within the newly established social dialogue between EMF and CESA the EMF will seek to ensure that implementation concepts for certain aspects of the LeaderSHIP recommendations, e.g. qualification, are developed by the social partners. 8. Social Dialogue The EMF welcomes the establishment of a social dialogue between EMF and CESA in September 2003. The social dialogue should follow the philosophy and the findings of the LeaderSHIP 2015 project. As such EMF and CESA should work together to find common solutions for a competitive European shipbuilding sector with adequate framework conditions that can generate high levels of employment with high quality jobs. The social dialogue should also be a forum that develops ____________________________________________________________________ Dutch Maritime Network 165
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proposals and principles on how to turn the challenge of enlargement into a mutual advantage for old, new and prospective member states. The focal points contained in the 1st social partner work programme: 1. Mapping of the shipbuilding and ship repair sector in Western, Central and Eastern Europe 2. Qualification initiative 3. Improving the image of shipbuilding 4. Developing a ‘tool box’ for managing cyclical waves and restructuring in a socially responsible manner should soon lead to concrete results in order to demonstrate the relevance and meaningfulness of the social dialogue. The EMF recognises that CESA as an industry association has no explicit socioeconomic mandate. The EMF will nevertheless concentrate on the social dimension or workers’ interests in secure jobs, positive employment developments, improved working conditions and socially responsible restructuring. Within the social dialogue and beyond the EMF will therefore also address imbalances across Europe in the social situation of employees in shipyards; • on social protection • on working conditions in the shipbuilding yards • on a genuine recognition of the demanding nature of the work • on skills, training, pay • on working time.
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33. European Transport Workers’ Federation (ETF) The European Transport Workers' Federation (ETF) comprises 212 national trade unions set up in 39 European countries representing some 2 500 000 members. It represents the interests of workers in all transport modes and the fisheries sector. The ETF is the recognised social partner in seven European Sectoral Social Dialogue Committees including those for Sea Transport and for Maritime Fisheries. The ETF welcomes the Commission’s decision to present a Green Paper on the Future EU Maritime Policy and the opportunity for an early contribution to the preparation of that paper. Maritime activities have an important role to play in a sustainable EU development strategy which promotes efficient transports and decent jobs and the respect for the environment. The growth potential that exists, justifies this exercise where employment related issues should not be a minor element in the Commission’s approach. That is why the Social Partners in Maritime Transport jointly addressed the Commission calling for the inclusion of Commissioner Spidla, responsible for Employment and Social Affairs to be included in the core group of the task force. When people talk of the Lisbon Strategy, many forget that there is an important pillar of that strategy which is the promotion of more and better jobs, in parallel with competitiveness and environment. We believe that a sustainable EU maritime policy must acknowledge the serious deficit that social and environment related matters have when comparing with competition and commercial matters. Issues to be addressed include equal treatment, enforcement of the legislation, safety and security, careers, training and certification, employment conditions, amongst others. FOC’s and Second registers It is hardly a surprise that European seafarers have been dissatisfied with the way member states and the industry have conducted themselves in the last couple of decades when it comes to the employment of EU seafarers. The extreme desertion from traditional flags to FOCs in the 1960s and 1970s was followed by an aggressive, but successful campaign by ship-owners for the creation of second or international registers in the 1980s and 1990s, with the same characteristics as FOCs. The ETF condemns the creation of such registers, in particularly where they are used to prevent seafarers from exercising their collective and individual rights, to avoid compliance with both national and international legislation. In many cases, conditions applying on those registers can best be described by the words of the International Commission on Shipping (ICONS) which considered that –quote- “for thousands of today’s international seafarers life at sea is modern slavery and their ship is a slave ship". ____________________________________________________________________ Dutch Maritime Network 167
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Also, the situation where EU shipowners have free and unregulated use of ships flying the flag of an EU member state with no EU seafarers at all within the crew is deplored. A growth of EU flagged vessels coinciding with a decline in the number of EU seafarers is a clear indication that the EU’s shipping policy (or its absence) is fatally flawed. The competitive advantage from non-compliance with EU and international legislation under FOCs and second registers has been denounced by the OECD and introduces unfair competition and social dumping in detriment of those EU shipowners under first national registers who are committed to employing EU seafarers. We hold the firm view that unless the EU institutions and Member States are willing and prepared to address this issue seriously, no solutions will be found that will revert the decline of EU seafarers’ employment. What is more we now see that some first registers are also taking the same road of deregulation. The ETF urges for an immediate stop in this trend. Only the promotion of quality shipping, including decent and attractive working conditions can ensure the EU shipping sector has a future. EU discrimination ETF also calls on the EU institutions to bring to an end the discrimination between EU seafarers some shipowners and member states are practicing, by allowing employment of EU seafarers on EU flagged vessels on “home rates” rather that “flag rates”. It is the view of the ETF that an EU seafarer who is legally working in another EU country is entitled to equal treatment under the EU law. The ECJ has confirmed that there is no exemption for the maritime sector on the application of the EU law on the freedom of movement for workers. “Non-discrimination” as regards wages and working conditions is enshrined in Article 39 of the EC treaty. Therefore the so-called "residence" criterion, invented by some ship-owners and administrations, is irrelevant and cannot be used as a factor to impose discrimination. ETF denounces and opposes current practices where seafarers have to struggle for their jobs on the basis of the lowest possible wages and working conditions. We are appalled that the ship-owners have voiced their readiness to the unjustified dismissals of up to 20.000 seafarers from the new member states, if the European law is imposed on them. Shipowners who wish to do that, or claim that they will only employ seafarers on discriminatory rates, should be pointed out and reminded of their public – and cynical – statements on the need to maintain maritime know-how in Europe.
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State Aid Guidelines The ETF supports the use of State Aid Guidelines in the maritime sector. State aids are necessary to alleviate the unfair competition with unregulated flags, which do little or nothing to regulate and ensure compliance in their registers, and who allow unscrupulous ship-owners to exercise the worst forms of exploitation of seafarers. The ETF has been positive in this process all the way through, and has acted alongside with other relevant stakeholders. We have recognised the importance of fighting unfair competition in the interests of all. But state aids have been agreed not only to favour the competitive capacity of the European maritime industry: they should equally enable and promote the maintenance of a European seafaring know how and employment. Member States can avoid one of the main objectives defined in the 1997 guidelines, that is, the safeguard of EU employment, because the European Commission, following the 2003 revision, now defines Community seafarers as being “all seafarers liable to taxation and/or social security contributions in a Member State”, regardless of their nationality, except for those involved in scheduled passenger services between Community ports. EU tax payers’ money is therefore now being used to employ non-EU seafarers. We also believe that there are insufficient training opportunities and a lack of provision of cadetships on board ships. The ETF would therefore suggest that definition to be revised in order to strengthen the link between state aids and employment of EU nationals. The ETF in general also opposes access to State aids for vessels flying non-EU flags. We find it counterproductive to the interest of EU citizens that EU state aids are provided to operators who disregard the use of a EU flag and indeed the employment of EU seafarers. Maritime cluster The ETF warns against the tendency to disguise the discussions on seafarers employment under the umbrella of the collective interest of the wider concept of “maritime cluster”. Although the ETF has some sympathy for the idea of bringing the maritime industry together with other stakeholders and support industry, we disclaim the argument that maritime employment should be seen regardless of the decrease in the number of seafarers which could be compensated by a certain number jobs generated ashore. Recruitment It has been stated by ship owners and some member states that they face problems to attract young people to a seafaring career be it in the merchant marine or in the fishing sector. ETF states that there is no evidence to substantiate that young EU nationals do not wish to seek a maritime career. We believe that this smoke curtain is created to hide the fact that shipowners and some member states are preventing young EU seafarers ____________________________________________________________________ Dutch Maritime Network 169
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from joining a maritime career, by favoring the employment third country seafarers simply because they are cheaper. This is particularly true with regards to the employment of EU ratings but is also the main reason behind the worrying and growing shortage of European officers. In our view it is meaningless to focus on the shortage of officers only, without focusing on the employment of ratings, as this could also highly contribute for reducing officersâ&#x20AC;&#x2122; shortages. Also on this matter we urge Member States and the European institutions to implement the Lisbon strategy pillar of more and better jobs and not close the eyes to exclusive profit led approaches. Global regulation It is often repeated that it is important to keep regulation global and avoid regional or national regulation. The ETF agrees that shipping is a highly competitive industry and that a level playing field at global level is important. The ETF is closely following the ILO work for adoption of a consolidated convention for the maritime sector. However, the EU cannot compete on costs and in particular on manning costs. It must be a priority in the future European Maritime Policy that the added value of the EU shipping sector is based upon quality, compliance and fairness, on the economical, social and environmental perspectives.
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34. NGO Alliance 1. A View on the Commission process ‘Towards a Maritime Policy’ ; avoiding a conflict of visions ----------------------------------------------------------------------------------------------------------------------------------------“Our next generations can enjoy biologically diverse and dynamic oceans and seas that are safe, clean, healthy and productive”
Marine Environment Strategy Vision, as agreed in the December 2004 Council Conclusions
“Our vision is that of a Europe with a dynamic maritime economy in harmony with the marine environment, supported by sound marine scientific research and technology, which allows human beings to continue to reap the rich harvest from the ocean in a sustainable manner.” Commissioner Borg; speech to the IMO International Maritime Law Institute on 4 April 2005
---------------------------------------------------------------------------------------------------------------------------------------In light of the European Commission’s plans to elaborate an EU Maritime Policy, as outlined in President Barroso’s and Commissioner Borg’s Communication of March 2005, the environmental NGOs – BirdLife International, Greenpeace, IFAW (International Fund for Animal Welfare), Oceana, Seas at Risk, WWF and the Fisheries Secretariat– offer the following views and recommendations: The Communication contains welcome acknowledgement of the need for a holistic approach to oceans and seas. The environmental NGOs are also encouraged by outlined plans for improving the information-base and monitoring system for the marine environment, and urge that this must complement efforts to improve our understanding of marine ecosystems. We also support the Commission’s intention to address the international dimension of oceans affairs. To be successful, this process should involve all countries bordering Europe’s seas from an early stage, as well as coastal states beyond Europe and relevant international and regional bodies, including the Regional Seas Conventions. We are pleased that the Commission is consulting other countries on good marine governance. Environmental governance should be a key component of this consultation. The environmental NGOs are concerned, however, that the Communication fails to explicitly recognise the centrality of healthy marine ecosystems to the sustainability of the sea’s resources. The Communication highlights that “oceans and seas are of great economic importance” and that any future EU Maritime Policy ‘should aim at striking the right balance between the economic, social, security, safety and environmental dimensions of sustainable development, ensuring the preservation of the resource-base, which is a key element for improving the EU’s competitiveness, long-term growth and employment in the maritime sector.’ It does not note that the ‘resource base’ relies upon healthy, functioning marine ecosystems. Sustainable development and use of marine resources requires the maintenance and recovery of marine ecosystems, and the management of the impacts of human activities upon the
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marine environment. Commitments to protect and conserve the marine environment and its biodiversity must thus be explicitly acknowledged. In this context, we would like to highlight that the marine environment is in a state of crisis: only 10% of the biomass of fish targeted in fisheries remain, compared to times predating industrial fishing. About three quarters (75%) of the world’s commercial marine fisheries are either fully exploited (50%) or overexploited (25%); species extinction is estimated to be 100-1000 times above the normal background rate; over 85 % of Europe’s coastlines are thought to be at high or moderate risk due to unsustainable management. In spite of the apparent crises, less than 1% of the world’s oceans has been adequately protected. The reason for the continuing overexploitation of marine resources is the sector-by-sector management, without consideration for the health of the marine environment. The European Institutions recognised this state of affairs in their 6th Environmental Action Programme (2002), calling for an integrated, broad, collaborative and coherent approach to marine policy - to cover all sectors. This would be the first comprehensive attempt to manage the marine environment. After a long and in-depth consultation process, we are now urgently awaiting the adoption of the Commission’s European Marine Strategy and associated Framework Directive due in July 2005. This is not a time to duplicate effort! In the development of the EU’s Maritime Policy, the European Institutions and EU Member States are expected to take on board and, where necessary, build on the conclusions of the consultation on the European Marine Strategy. This is imperative if synergies are to be achieved between both processes, as called for by the Environment Council in December 2004. This would also be in line with the results of a recent Eurobarometer survey on the Lisbon Strategy, which found that 63 per cent of citizens give priority to protecting the environment over economic competitiveness. We thus call upon the European Institutions and Member States to recognise from the start the centrality of healthy marine ecosystems to a sustainable marine economy, and to embrace the European Marine Strategy and Marine Framework Directive, instead of seeking to integrate or ‘add-on’ environmental considerations. The vision, scope and principles of the EU Maritime Policy should be consistent with those already agreed as part of the European Marine Strategy, including the following strategic goals: i. to protect, allow recovery and, where practicable, restore the function and structure of marine biodiversity and ecosystems in order to achieve and maintain good ecological status of these ecosystems. ii. to phase out pollution in the marine environment so as to ensure that there are no significant impacts or risk to human and/or on ecosystem health and/or on uses of the sea. iii. to contain the use of marine services and goods and other activities in marine areas to levels that are sustainable and that do not compromise uses and activities of future generations nor the capacity of marine ecosystem to respond to changes iv. to apply the principles of good governance, both within Europe and globally. ____________________________________________________________________ Dutch Maritime Network 172
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We are concerned that there is still opposition against binding targets for the protection of the marine environment. Europe has everything to gain by acting decisively and effectively, and we urge the Task Force and Steering Group to support DG Environment’s proposal for marine legislation. The European Marine Strategy and resulting Marine Framework Directive should provide the framework that guides maritime resource use and development, ensuring its sustainability. It should further act as the reference point for any further EU legislation and policy relating to the marine environment and its natural resources. In this context, the Task Force must urge Member States to reach the most environmentally ambitious agreement on the Marine Framework Directive.
2. Translating global commitments into real action - Our demands for an EU Marine Framework Directive The environmental NGOs – BirdLife International, Greenpeace, IFAW (International Fund for Animal Welfare), Oceana, Seas at Risk and WWF – are calling upon the Commission to deliver, and the Member States to support, a robust and effective legislative proposal for a Marine Framework Directive. The Commission, together with the Member States, has a unique opportunity this year to lay the basis for a long overdue, coherent and effective EU marine policy - their first real chance to translate global commitments into real action for the management of both Europe’s seas and areas beyond national jurisdiction. The results of the Commission’s two year long consultation, and the momentum created by the subsequent Environment Council conclusions in December 2004, provide a strong case for a flexible but legally binding instrument to protect marine ecosystems and encourage environmentally responsible and sustainable use. As a product of the EU’s Sixth Environmental Action Programme as well as a significant contribution to the EU Sustainable Development Strategy, environmental NGOs trust that the European Marine Strategy, which is due in July 2005, will provide the draft legislative framework that guarantees the future health and sustainability of Europe’s coastal and marine environments. A marine framework directive should further provide the opportunity to improve policy integration, required under Article 6 of the EC Treaty, and consolidation, echoing commitments for better regulation contained in the EU Sustainable Development Strategy (SDS), the Laeken Summit Conclusions and the Commission white paper on simplifying and improving the regulatory environment (COM(2002)278). Harmonising minimum environmental standards across the Community should also help provide a more level playing field for the sustainable development of Europe’s seas, while not constraining those Member States who wish to be more pro-active in protecting and conserving the marine environment.
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The decision to launch a consultation process on a future EU Maritime Policy must complement and not stall, diminish or in any way undermine the progress that has already been made regarding an EU Marine Strategy. The deterioration of Europe’s seas is evident in all regions - the Mediterranean, the North East Atlantic, the Baltic Sea and the Black Sea – and is symptomatic of a global marine crisis. An EU Framework Directive to protect the marine environment and deliver ecosystem-based management must therefore apply to all of Europe’s regional seas and territories, and involve as far as possible neighbouring countries. It must also address the EU’s footprint on the marine environment in areas beyond the Community’s territories. It is further essential that the Marine Framework Directive includes all of the following elements: • It must adequately address the full range of human-induced threats that impact on our marine environment, requiring integration of all sectoral marine policies under a single regulatory framework. This should include, amongst others, aspects of regulatory control on fishing, shipping, oil and gas exploration, sand and gravel extraction, tourism, coastal development and pollution from landbased sources. Where necessary, secondary legislation should be drafted. • It must be based on the guiding principles for EU environmental policy, as stated in the EC Treaty, which include: the precautionary principle, the principle that preventive action should be taken, that environmental damage should as a priority be rectified at source and that the polluter should pay. These principles should be placed at the heart of the Directive, and should be fully implemented at all levels of governance within the EU and internationally. • It must be based on an ecosystem approach to managing human activities, involving strategic environmental assessment and spatial planning, and include clear, enforceable targets, allowing recovery and restoration where necessary, with the overall aim of a healthy marine environment, which can provide resources and services within sustainable and ecological limits. • It must safeguard and build on existing regional and international commitments and legislation, and in doing so must safeguard the role of the regional seas conventions. The possibility for future stricter or more aspirational regional standards must persist. • It must include a clear legal timetable for its implementation, and for the development of further instruments, including secondary legislation where appropriate. • It must establish effective mechanisms to facilitate enforcement and compliance, including funding, reporting and monitoring provisions. • It must include new, or amend and improve, existing provisions for the establishment of a representative network of marine protected areas. • It must contain provisions for monitoring and reporting requirements, at least equal to those contained in other environmental legislation. In particular, research should address the information gap that still exists with respect to certain aspects of the marine environment. The goal should be to facilitate effective adaptive management.
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It must form the basic policy that informs European decision-making on the marine environment in areas beyond the jurisdiction of the European Union, including the high seas. A high degree of transparency and stakeholder participation needs to be ensured in the continuing development of the Marine Framework Directive and any resulting instruments.
It is time for the European Community to take their regulatory responsibility seriously by acting now to improve marine protection and deliver an ecosystembased approach to the management of Europe’s seas. A robust and effective proposal by the European Commission for an EU Marine Framework Directive has to provide the basis for agreement on an effective, integrative approach at the EU level that delivers on global commitments and does not stand in the way of stricter and more far-reaching regulation or goals in the future. We urge the Member States, represented in the Council and the European Parliament, to effectively build on the proposal and to translate existing global commitments into real action. 3. The case for a holistic approach to oceans and seas Kofi Annan, Secretary General of the United Nations, at an oceans conference last year said: “For too long, the world acted as if the oceans were somehow a realm apart – as areas owned by no-one, free for all, with little need for care or management. The Law of the Sea Convention and other landmark legal instruments have brought important progress over the past two decades in protecting fisheries and marine ecosystems. But this common heritage of all humankind continues to face profound pressures.” The 1982 UN Convention on the Law of the Sea, though outdated in parts, establishes somewhat of a constitution for our oceans, which at its basis provides the right to exploit the high seas subject to the obligation on States to conserve marine life and biodiversity. The European Community - to date – has no such overarching instrument to manage activities and their impacts on the marine environment. Based on the EC Treaty, the Community has instead developed a set of sectoral policies that are relevant or entirely focused on the commercial exploitation of the marine environment. Most notably these include the EC’s Common Fisheries Policy and the EC’s transport and energy policies. The only truly cross-sectoral policy under the EC Treaty is the EC’s environment policy, including provisions to integrate environmental considerations into all of the other Community policies and activities. The Treaty does not, it is worth stressing, provide for the equivalent of a Common Maritime Policy. In 2002, the European Community agreed that the conservation, restoration and sustainable use of marine and coastal environments are a priority for the Community. A year later, the Environment Council underlined that, in order to deal with the huge variability of marine ecosystems […] marine protection policy needs to take into account all human activities having an impact on the marine environment.
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Since then, the Commission has consulted widely and extensively on the content of a Community policy on marine protection, and in October of this year proposed an EC framework law. Greenpeace, as a member of the NGO coalition represented on the statement that we have submitted to this conference, firmly believes that the overarching policy on sustainable oceans governance must be a robust and effective Marine Framework Directive. This Directive must amongst others: • be based on the guiding principles of EU environmental policy, including the precautionary and the polluter-pays principles, and the ecosystem approach; • include a clear legal timetable and measurable targets for its implementation; and • include new, or amend and improve, existing provisions for the establishment of a representative network of marine reserves. It must further form the basic policy that informs European decision-making on the marine environment in areas beyond the jurisdiction of the European Union, including the high seas. At the same time this must safeguard the possibility for future stricter or more progressive regional standards at all levels. Many of you today have already alluded to the fact that, in March 2000, EU leaders at the Lisbon Spring Summit committed to making the EU, within a decade, ‘the most competitive and dynamic knowledge-based economy in the world capable of sustained economic growth with more and better jobs and greater social cohesion’. What seems to be persistently overlooked, however, is that meeting the goals of the Lisbon Strategy is inextricably linked to achieving ecological sustainability – and not just merely to attaining sustainable growth. European leaders recognised and agreed one year after the Lisbon agreement - during the Stockholm Spring Summit - that economic growth and social cohesion must go hand in hand with environmental protection. Heads of State and Government hence agreed to add elements of the EU’s Sustainable Development Strategy (SDS) to the Lisbon Agenda, including the commitments to halt the loss of biodiversity - also by 2010 - and to address rising traffic volumes, congestion, noise and pollution. Borrowing once more the words of others, the Club of Rome, over 30 years ago, warned that ‘a whole culture has evolved around the principle of fighting against limits rather than learning to live with them. [… Yet that] all the evidence available to us suggests that of the three alternatives - unrestricted growth, a self-imposed limitation to growth, or a nature-imposed limitation to growth - only the last two are actually possible.’ Speaking today, three years almost to the day that the Prestige spilled its toxic cargo of fuel affecting over 2,000 kilometres of Europe’s coastline, it is more than clear that Europe is still failing to hear this message. Since the Prestige disaster, there's been a 12% increase in the amount of oil products transported by sea, according to the International Maritime Organisation (IMO). Pollution from land and at sea continues to plague European waters. Yet implementation of the Birds and Habitats Directives at sea is trailing years behind schedule.
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Spatial closures such as the trawl ban around the Azores and Madeira are a first start, but their application needs to be widened and reinforced by a more holistic approach to oceans governance. Greenpeace is disappointed that President Barroso’s and Commissioner Borg’s Communication of March this year fails to explicitly recognise the centrality of healthy marine ecosystems to the sustainability of the sea’s resources. In one of his speeches, Commissioner Borg said that his vision is of a ‘dynamic maritime economy in harmony with the marine environment […], which allows human beings to continue to reap the rich harvest from the ocean in a sustainable manner.” For this to become reality we need a shift in the presumption that growth means development - we need to learn operate in new ways. But most of all, we need to recognise the centrality of healthy ecosystems, the marine environment included, in order to ensure the long-term future of our planet. We need to become much more ambitious – and make the proposed Marine Framework Directive a constitution for the protection of Europe’s seas. 4. Birdlife: Maritime Policy must promote healthy marine ecosystems The decline in marine biodiversity, under pressure from a range of human activities including overfishing, pollution, and coastal and offshore development is bad news for people as well as wildlife. As well as the low level of protection currently afforded to marine wildlife compared to that on land, the problems faced by marine ecosystems are linked to the sector-by-sector approach to the management of human activities, which does not allow environmental impacts to be properly addressed. BirdLife International therefore welcomes the statement made in the Communication ‘Towards a future Maritime Policy for the Union’ from the President and Mr Borg, that an integrated, holistic approach is needed for the management of our seas. We are encouraged by the reference within the Communication to the need to ensure the sustainable use of the marine environment and its resources. However, we recognise that economic growth of maritime sectors is to be a key aim of the Maritime Policy, and we urge that the environment must be firmly placed at the heart of the Policy if its aim of sustainability is to be achieved. BirdLife International participated in consultation undertaken by the Commission in the development of the European Marine Strategy. BirdLife is calling for an environmentally ambitious directive to implement the strategy and provide a strong framework for a future Maritime Policy. We are concerned that the proposal for a Marine Strategy Directive presented by the Commission on 24 October is not sufficiently ambitious and will not provide adequate improvement and protection of the marine environment, predominantly because of the absence of clear targets and the long timeframe envisaged. BirdLife is therefore calling on the Parliament and Council to significantly improve the Commission’s proposal. With regard to the development of the EU’s Maritime Policy, this must contribute to the achievement of the EU’s environmental objectives by:
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• • •
Recognising the importance of healthy, functioning marine ecosystems, and supporting measures to secure the conservation and recovery of the marine environment and biodiversity; Securing an integrated, ecosystem-based approach to the management of human activities, to ensure that all sectors, and their combined effects, are environmentally sustainable; Embracing the precautionary, prevention and polluter pays principles.
5. WWF : Opportunities and challenges for the new maritime policy Introduction According to the Communication on the Marine Strategy1, the Maritime Green Paper is the starting process to develop new maritime policy in Europe. Need for such a policy stems from the economic, social, and environmental importance of the maritime dimension in Europe, as underlined in the Commission Strategic Objectives for 2005-20092. In the Strategic Objectives under the theme of solidarity between generations, it is stated that an all embracing maritime policy is aimed at developing a thriving maritime economy and the full potential of sea-based activity in an environmentally sustainable manner. WWF recognises the need to integrate the governance of marine related activities under one policy framework. Currently various commercial activities are regulated under varying regulations and policy, integrating policy will allow us to comprehensively manage our seas. Even more so than in the management of the terrestrial environment, the distinction between the users and uses of an area cannot always clearly be linked to the environmental consequences or effects in the marine environment. The effects of commercial activities are not limited to the boundary of the activity but often extends beyond the immediate designated boundary. It is essential that the maritime policy address both the individual and the cumulative effects of various activities on the ecosystem, as this is essential in comprehensively integrating maritime policy. Additionally, land based activities impact the marine environment, and while they may be governed through separate measures, an ecosystem based approach to managing the marine environment needs to include these land based impacts on the marine environment. These occur through run off, direct discharges, aerial inputs and climate changes. Following is WWF’s position on selected issues that are of possible relevance to Maritime Green Paper. Sustainable use of maritime resources There is an inextricable link between many important maritime sectors and the marine environment, with many sectors requiring healthy seas and wildlife populations e.g. fisheries, tourism, recreation, even bioprospecting. Increasingly too, 1
Communication from the Commission To The Council and the European Parliament: Thematic Strategy on the Protection and Conservation of the Marine Environment COM(2005)504 final 2 STRATEGIC OBJECTIVES 2005– 2009 :Europe 2010: A Partnership for European Renewal Prosperity, Solidarity and Security COM(2005) 12 final
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Europe’s public believe that the seas and marine wildlife should be protected and managed sensibly. Under the Convention on Biological Diversity, EU Member States have made a global commitment to protect the full range of biodiversity within their territories, including the marine environment. Many EU Member States have since reiterated that commitment in the context of regional seas Conventions, namely the OSPAR Convention for the Protection of the North East Atlantic, the Helsinki Convention for the Baltic, and the Barcelona Convention for the Mediterranean. While the EU’s biodiversity strategy seeks to halt the decline in biodiversity by 2010. One of the critical tools available to protect the maritime resource base, is that of marine protected areas. Currently the primary mechanisms for identifying MPAs in European waters are the Habitats Directive and the Birds Directive, and the 3 regional seas Conventions. Apart from the fact that the Habitats Directive has yet to be fully implemented in the marine environment (current deadline 2008), it also has a number of limitations. When developed the lists of marine habitats and species to be protected via Natura 2000 was extremely limited – developed as an after thought. There is some thinking that to meet global commitments on biodiversity the marine chapters of the Annexes to the Habitats Directive should be reviewed and updated. Rather than re-opening the Habitats Directive in its entirety, which would result in a long-winded process, a review and updating of the marine Chapters of the Annexes could be achieved through another instrument, for example, the Marine Framework Directive recently published by DG Environment. In order to be truly effective and to maximise benefits, it is now recognised that MPAs should be developed and designated as components of integrated networks, rather than standalone sites and should be seen as an essential component of ecosystem-based management. MPAs alone, however, will not ensure that the maritime resource base is safeguarded. Protection and management of many highly mobile species and commercial fish stocks cannot be achieved through MPAs, although these might have a role to play, but rather must be addressed by the wider ecosystem-based management of the marine environment, with particular attention paid to specific potentially damaging activities. Restricting certain potentially damaging activities in highly sensitive sites or on sensitive species, through spatial management tools which restrict or tightly manage activities, such as closed areas, seasonal restrictions, no take zones (NTZs), particularly sensitive sea areas (PSSAs), or no -go areas, will also be an essential component of delivering ecosystem-based management in Europe’s seas. These spatial designations may seem very negative if not promoted in the right context, however, if promoted as components of a system of spatial planning in the marine environment, they are one of the mechanisms for managing activities in a positive way to minimise and, hopefully, eliminate conflicts for space and thus maximise economic possibilities.
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Other management tools will also be necessary, and indeed many are already available and widely used, such as consents, effort limitations, gear restrictions, emission controls, extraction limits, routing measures, restoration activities. In managing fisheries, it is essential that long-term management plans development should begin immediately so that the transition from overfishing, to recovery to longterm sustainable fishing goes as smoothly as possible. As soon as possible, the necessary capacity analysis should begin with an accompanying system of developing cross-fisheries fishing power projections. The scientific basis for outlining of closed areas that would benefit multiple species should also begin immediately. The benefits of the long-term management plan process described here are: • much higher sustainable yields from principle species in the North Sea with resulting benefits for the fishing industry and consumers; • more stable fisheries in terms of catch and economic return; • a more stable management system with multi-annual measures, and less complex rules; • less impact on habitat and non-target species due to less fishing pressure and better management; • better science and scientific advice through better monitoring of fisheries; • less controversy if fully implemented. Long term management plans for fisheries will be essential in integrating maritime policy, as it a first step in guaranteeing a stable marine resource base. Competitiveness & safety of maritime activities WWF recognises that Europe is one of the world’s economic leaders and understands that political pressure requires that this is maintained. However we firmly believe that Europe’s economic leadership in maritime activities such as shipping, bioprospecting, energy extraction is based on there being a sound and healthy ecosystem(s) on which economic activities are dependent. Economic development can not be allowed to take place at the expense of the quality of the seas and wildlife populations – otherwise ultimately economic development will fail and along side that failure global commitments to protect biodiversity will be compromised. Some EU Member States are at the forefront of developing innovative technologies such as offshore power generation, and it is important that such new developments are facilitated but do not compromise the ecosystem. WWF’s primary work in relation to seafaring focuses on the designation of Particularly Sensitive Sea Areas (PSSAs) under the International Maritime Organisation (IMO). The EU waters of the Baltic and much of Western Europe are now, or will shortly be, designated as PSSAs, however relatively little work has been undertaken to identify possible PSSA sites in the Mediterranean. WWF has proposed a number of areas for consideration as PSSAs within the framework of the Barcelona Convention, with the aim of generating a ground swell of local support before taking proposals forward within the IMO’s Marine Environment Protection Committee. Within PSSAs, associated protective measures can be introduced which will
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minimise and hopefully eliminate the risks associated with shipping in, through or around the PSSA. The primary factor, however, in a large number of shipping accidents is the â&#x20AC;&#x153;human factorâ&#x20AC;? i.e. people making mistakes. Regrettably, it is impossible to prevent humans from making mistakes. However, by reviewing existing shipping measures in the two existing PSSAs and in potentially new sites in the Mediterranean, it would be possible to ensure that the risks associated with the passage of ships through or around some of the most sensitive and vulnerable (to shipping activity) sites are minimised. Which will ensure that the skills of Europeâ&#x20AC;&#x2122;s seafaring people match the needs of seafaring in European waters. Innovation & information The NE Atlantic has undergone huge changes in recent decades, with a regime shift described for the North Sea in particular. Climate change is forcing the entire ecosystem to change, and may undermine the future of our seas as we currently know and use them. Commitments, Directives and agreements to maintain ecosystem integrity, fish populations and biodiversity protection are in jeopardy of failing due to the predicted changes in our oceans as a consequence of climate change. Thus, policy for maritime activities must seek to minimise the causes of climate change, and integrate with other instruments to mitigate climate change. The EIA Directive1 and SEA Directive2 both seek to minimise the impacts of human activities on the environment, including the climate. Integration of these with Maritime Policy and Marine Spatial Planning can seek to minimise activities which cause climate change and thus undermine the whole marine ecosystem Policy must be utilised to adapt management of the changing marine ecosystem in order to support natural systems to respond to climate change. As such, activities which exert pressures on the marine environment must be alleviated as far as possible to allow fish stocks, for example, to adjust to the new and changing circumstances of the marine environment. New technologies are under development as climate change forces new modes of managing and using the sea. WWF supports the switch from fossil fuels to clean marine renewable sources which are sensitively sighted. Carbon Capture and Storage is increasingly proposed as an innovation to combat climate change. WWF feels that this technology is unproven and risky, but may be necessary as a short term (20 years) bridging technology during the transition from fossil fuel to clean technologies. In order for carbon capture and storage to achieve climate change benefits, it must be managed in such a way as to guarantee significant net life cycle CO2 reductions. A Maritime Green Paper has an opportunity to influence this process, and it is critical that innovation in changing circumstances, such as this, is guided by Maritime policy to be environmentally sustainable.
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85/337/EEC amended by Council Directive 97/11.EC 2001/42/EC
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WWF does not support the development of new nuclear capacity or extending the life of existing power stations, as it is considered to be unnecessary, costly, risky and dangerous. The maritime green paper should support the development of clean marine energy production as European seas have the potential to surpass predicted electricity demand from clean marine renewables. WWF also recognises the value and importance of the EU remaining at the cutting edge of knowledge about the oceans. It is essential that one of the worldâ&#x20AC;&#x2122;s wealthiest regions maintain its commitment to research in the oceans, however, as far as possible such research should be geared to the future management of the resource base. WWF believes that maritime policy should be developed on a scientific basis with adequate social (stakeholder) engagement and involvement. Managing multiple activities would be best achieved with best knowledge and understanding of the marine environment, how it changes and the impacts of various activities add and interact. This requires detailed information and in depth knowledge of marine ecosystems with sophisticated predictive techniques. The management decisions and implementation based on these data must be adaptive to updated information and changes in the seas and how they are used. Centralised information with open and free access is key, with dedicated mapping effort which is inquirable and interactive. This resource could then be utilised and updated by industry and marine monitoring schemes. Atlases of resources and activities can be built to form the baseline information from which predictions can be made by cross-disciplinary expert panels. Monitoring of the impacts of human activities during and post development is critical to measuring the sustainability of the environment and adapting developments to mitigate impacts as necessary. These data should also be fed into a centralised information facility. Maritime data is an essential component of delivering ecosystem-based management. One of the critical tools to developing spatial plans based on ecosystem requirements is Strategic Environmental Assessment (SEA). A SEA Directive already exists, however implementation of the SEA Directive remains incomplete. WWF believes that a primary value of SEA is the ability of the tool to be applied in a multi-sectoral environment and consider more than one sector at a time. Indeed, WWF believes that SEA should be holistic - considering all existing developments and activities and all potential new developments and associated activities. One of the major concerns continually raised about SEA is the issue of adequate data. The more data available the more accurate, and therefore valuable, a SEA exercise will be. Following SEA, EIA, which again requires sound data, should also be undertaken on specific projects. Although Europe is comparatively data rich, in the absence of scientific data, a precautionary approach should be taken to the management of the seas of Europe.
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Another important need for sound maritime management is implement an integrated system of spatial planning which will enable the maximisation of both the economic and ecological benefits . Governance Use of the marine environment is generally more intense in coastal waters due to a greater range of activities taking place (e.g. aquaculture, wind farms, pipelines, tourism, land-based activities & pollution, recreation, aggregate extraction, angling). However, any system of environmental management, be it coastal zone, territorial waters, or EEZ or equivalent should adopt an ecosystem-based management approach and ensure that the multitude of activities taking place in one area are wellintegrated. A holistic approach is required. Using SEA to facilitate decision-making, a spatial plan of the coastal zone, territorial waters or EEZ can be developed which integrates and accommodates all the activities deemed necessary in the area, including identification of networks of coastal / marine protected areas. Once the spatial plan is complete, based on EIA, management measures specific to each development or activity can be identified which minimise the impact of the development or activity on the environment. Through the use of SEA on a regular basis, e.g. 5 yearly, review processes can be established which would ensure that management of the seas is functioning and ensuring sustainable management. In this way, the ability of an area to accommodate new activities or higher levels of activities can also be assessed. As the proposed Marine Strategy Directive will serve as the environmental pillar for the future Maritime Policy, WWF believes it is crucial that the Marine Strategy Directive is able to define what Good Environmental Standards (GES) are. Without this important standard being set, it will be impossible for the future Maritime Policy to manage activities in the marine environment effectively with consideration to the effects to the marine environment. Currently the proposed Marine Strategy creates the legal requirement for Member States to draw up Strategies designed to achieve GES. The determination of what constitutes GES is drawn up by the Member States in the context of their respective Strategies. Without the obligation to achieve GES in the proposal it will not be able to serve as the environmental pillar, as there are no standards that Members States are legally bound to attain. WWF would like to encourage the Commission to consider the importance of defining what the minimum standards environmental within an EU context. A strong Marine Strategy Directive will allow for effective management of the cumulative effects of various marine activities through an integrated maritime policy. International relations Design and implementation of the Maritime Strategy should take into account the European Neighbourhood Policy (ENP) process and opportunities it provides for marine protection and sustainable management of marine resources in Seas bordering the EU. ____________________________________________________________________ Dutch Maritime Network 183
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The ENP National Action Plans negotiated with the Neighbouring Countries (NC) foresee enhanced coherence with EU legislation support for implementation of their international commitments. The ENP also foresees the agreement of bilateral programmes across land borders or sea crossings of significance importance, and multilateral programmes for maritime regions. WWF urges the European Commission to ensure that provisions for the implementation of the Regional Marine Strategies called for in the proposed Marine Strategy are included in these ENP implementing tools. In negotiating bilateral agreements (for e.g. EU-Russia, EU-Norway), it is important that the primary goals in terms of marine resource management should be sustainability, transparency and effective management (e.g. enforcement and monitoring). The future Maritime Policy is hoped will enable the integration of several anthropogenic activities in terms of their effects on the marine environment and management of it in bilateral agreements. In integrating Maritime Policy, WWF is of the position that EU Development policy should definitely feature in the future Maritime Policy. We would like to draw to your attention the Communication on ´Policy Coherence for Developmentâ&#x20AC;&#x2122;1 which reinforces the linkages between development policy and fisheries partnership agreements (FPAs) in order to improve the management of fisheries resources in 3rd countryâ&#x20AC;&#x2122;s waters and aids the implementation of a sustainable fisheries policy. Conclusion WWF would like to stress, once again, the importance of investigating and assessing the cumulative effects of marine activities in developing a sound maritime policy. WWF believes that integrating maritime policy in reality means integrating spatial planning in the marine environment. Finally, WWF firmly believes that while economic development in the marine environment can and must be sustained, it must be undertaken within the capacity of the ecosystem. Thus is the critical importance of basing our future management of the seas of Europe on an ecosystem-based approach.
1
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35. The World Conservation Union (IUCN) Globally, IUCN maritime policy is in accordance with the millennium development goals, WSSD commitments, and the objectives of the CBD. IUCN aims at the accomplishment of a dynamic maritime policy that balances the need of human development with the need to use resources in a sustainable way. IUCN maritime policy, based on the World Conservation Congress resolutions, and according IUCN mission and vision is overall aiming at biodiversity conservation and sustainable use of resources. Improvement of the governance is a priority. It includes the implementation of the ecosystem approach, the seascape approach to conservation, management of trans-boundary conservation areas, and the special requirements of marine protected areas, in particular in the high seas. IUCN supports the UN Convention of the Law of the Sea (UNCLOS) which aims at â&#x20AC;&#x153;promoting the peaceful uses of the seas and oceans, the equitable and efficient utilization of their resources, the conservation of their living resources, and the study, protection and preservation of the marine environmentâ&#x20AC;?. IUCN encourages decision-makers to apply the precautionary principle in ways so as to enhance conservation and sustainable development. IUCN recognizes the socio-economic importance of marine resources to the planetâ&#x20AC;&#x2122;s human population and emphasizes the need for increasing coherence between existing programmes and conventions related to fisheries management and the marine environment. IUCN is concerned by environmental protection of the seas from the risk of maritime traffic, especially of the Mediterranean Sea. IUCN recognizes that anthropogenic ocean noise, linked to maritime activities, is a form of pollution that may degrade habitats and have adverse effects on marine life, and is concerned that, over the last century, noise levels in the oceans have increased as a result of maritime activities. IUCN recalls that the issue of the biodiversity impact of invasive alien species has been recognized in the context of the CBD and the International Maritime Organization (IMO). IUCN is concerned by the conservation and the sustainable management of marine biodiversity in the high-seas, including the water column and the seabed, particularly in the Mediterranean Sea where a major part is considered as high-sea due to the non-declaration of EEZ by the riparian countries. IUCN is concerned by the conservation of the seamounts, deep-sea corals and other vulnerable habitats and recalls that recent scientific investigations are documenting
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previously undiscovered species, great species diversity and very high rates in deepsea endemism. IUCN emphasizes the necessity of a particular focus on risk assessment of future development plans and calls for better addressing of the integration of different sectors through the implementation of ecosystem approach to maritime activities. Born in 1948 IUCN, The World Conservation Union is a membership organisation which brings together 82 States, 111 government agencies, more than 800 nongovernmental organizations (NGOs), and some 10,000 scientists and experts from many countries in a unique worldwide partnership. The Unionâ&#x20AC;&#x2122;s mission is to influence, encourage and assist societies throughout the world to conserve the integrity and diversity of nature and to ensure that any use of natural resources is equitable and ecologically sustainable. Responding to the need to conserve our marine and coastal resources IUCN formed the Global Marine Programme (GMP) in 1985. Since its inception, the Global Marine Programme has been working across the globe. The programme has covered multiple areas such as integrated coastal and marine management, fisheries, marine protected areas, Maritime transport, larger marine ecosystems, as well as coral reef rehabilitation, and the effects of climate change on marine resources. In Europe, IUCN is particularly active. It has a regional office in Brussels and the Centre for Mediterranean Cooperation in Malaga, Spain. IUCN policy is defined by the Congress which is held every 4 years. Each Congress votes a number of resolutions which are the base for the development of the Unionâ&#x20AC;&#x2122;s activities. There have been 148 resolutions mentioning marine issues. They concern non-fish species conservation (marine mammals, seabirds, sea turtles, sharks); at-sea uses like fishing, marine pollution from ships, deep seabed mining, offshore oil & gas development, floating atomic power stations; regional conservation where marine issues are a substantial component; marine and coastal protected areas (MCPAs); topics where the marine aspect is also an issue (e.g., sustainable use, invasive species, ecosystem management, genetic resources); Conservation and sustainable use of marine biodiversity beyond National Jurisdiction. At the last Congress, in Bangkok in November a number of new resolutions mentioning marine issues have been adopted: They concern species (West gray whales, Sturgeons), regions (Arctic, Antarctic, Mediterranean, Arial sea, Caribbean), specific maritime issues (Undersea noise pollution, Floating atomic power stations, Protection of the Mediterranean from the risk of maritime traffic, Protection of seamounts and other vulnerable deep-sea habitats in the high seas) and more general issues (Governance of natural resources, Strengthening stakeholder participation in fisheries management, landscape/seascape approach to conservation, Applying precautionary principle, Protected areas, Climate change, Conservation and sustainable development of high-seas biodiversity). Most of these resolutions are relevant for Europe and European countries.
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36. UK Nature conservation agencies The importance of a healthy marine environment for European society The seas provide many goods and services that are essential for Europe’s society and economy. For example, the seas are used directly for food production, transport and recreation, but indirectly they are essential in regulating weather and climate. If the seas are not safeguarded and protected, there would be a loss of these goods and services, with a corresponding loss in employment, human health and future economic activities. The forthcoming European Maritime Green Paper needs to ensure that the environment is fully safeguarded, otherwise any attempts to fulfil the Lisbon agenda are at serious risk of being undermined. The value of the marine environment - why balancing use against environmental protection is critical for a strong economy The estimated EU value of fish landings in 1998 was 7.3 billion euros. In 1999, the value of fish imports to the EU reached 8.6 billion euros. While some of these imports are of high value species that do not occur naturally in European waters (e.g. tropical shrimp species) many of them are of species such as cod that do occur in our waters. In the case of these latter species, harvesting within the EU has been of such intensity that many species have been and continue to be harvested beyond sustainable limits and output is therefore much lower than potentially possible. Should stocks be allowed to return to a larger size, catches could be greater, the EU would not need to be so reliant on fish imports, fishermen’s enterprises would be more profitable and the environment would be exploited more sustainably. Management of the environment for improved fish stocks is not reliant solely on management of fishing pressure: pollution, climate change, mineral extraction and preservation of important habitats for fish all have a role to play. Participative/democratic process - the example of Strategic Environmental Assessment A particular challenge with the management of human activities in the marine environment is that of ensuring that all users can have a balanced input to decisionmaking. In the terrestrial environment, there is a relatively long history of democratically elected councils and local authorities. This is not the case for most sea areas where there is no analogous ‘local community’. In the UK, strategic environmental assessments (SEA) of offshore oil and gas development have provided some examples of good practice in stakeholder involvement. In deciding on the scope of these assessments, a steering group comprising representatives of all sectors potentially affected by proposed developments is consulted. An assessment based on these consultations is then carried out; particular attention being paid to those features of the development likely to have the greatest effect on the environment, society and the economy. The assessment is then made available both on the internet for comment by anyone interested and at a public open meeting near the area covered by the SEA. A series of public advertisements is used to draw attention to these processes. A formal response to the comments of the public is then made prior to decision-taking on the development. Processes such as these will be
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required on a both national and international scale if we are to achieve better environmental management and fully involve all relevant stakeholders. Who are we? The United Kingdom has three nature conservation agencies, Scottish Natural Heritage, English Nature and the Countryside Council for Wales that are represented for UK wide and international issues by the Joint Nature Conservation Committee. The agencies and Committee have a statutory responsibility for advising government and others on nature conservation.
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37. European Maritime Pilotsâ&#x20AC;&#x2122; Association (EMPA) Introduction The European Maritime Pilotsâ&#x20AC;&#x2122; Association (EMPA ) represents almost 5.000 maritime pilots from 22 European countries including the major maritime nations of the EU and Croatia, Bulgaria and Norway. Pilots navigate the ships, often in difficult circumstances, safely and speedily from sea in and out European ports. Pilotage forms an essential element in the accessibility of the European ports, the European economy and the protection of the European seas, coasts and rivers and its population. EMPA welcomes and fully supports the initiative of EU Commissioner Borg for an overall EU Maritime Policy. To the significant importance of EU shipping and maritime transport we like to add the European ports ( including some of the world largest ) and especially the huge impact on the safety of the population and the environment in case of any maritime accident. Therefore we agree that there is a need for an integrated, all-embracing maritime policy. We hope that this will not lead to a series of new legislative proposals but focus on a better coordination of international and European existing legislation and especially an EU-wide harmonised enforcement of regulations. The basic assumption of all policy measures should be the safety and protection of the environment but at the same time the efficiency and competitiveness of European shipping and ports should be safeguarded. What EMPA expects from a new European Maritime Policy Maritime Employment As has been confirmed by IMO statistics and BIMCO manpower studies, there worldwide shortage of maritime officers. In Europe, fleet declines, flagging out the replacement of European officers and masters with seafarers from low countries has had a major effect on the number of students in nautical colleges consequently on the numbers of experienced officers and masters.
is a and pay and
We suggest that the EU Maritime Policy aims at maintaining the competitiveness of EU shipping on the global market. Even more important is the competitiveness of the EU officers and masters. The maritime policy should focus on the highest possible standards for training and education, promotion of a maritime career but also retraining the officers. Too often officers are frustrated and quit early before they meet the minimum qualifications for becoming a pilot. Therefore more emphasis should be given to the quality of life at sea, the workload, leave arrangements. Training and career mapping should be part of an integrated maritime cluster policy.
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The role of maritime pilots The EU maritime policy measures should take maximum advantage of the presence of a pilot on board of a vessel. He/She is first on board when a ship approaches the coast / harbour and will be the last to leave. Pilots are in a privileged position with regard to : • Maritime Safety Principally the role of the maritime pilot is to advise the master and the bridge team of ships in the European coastal waters, rivers canals and ports. Pilots continuously adapt to new technologies ( ship construction, navigation equipment, regulations and procedures ). The EU Maritime policy should ensure that also in the future sufficient pilots will be available maintaining the highest professional standards. With the exception of ships with a master having a Pilot Exemption Certificate (PEC), all ships will still need a pilot. • Maritime security Although we believe that maritime transport of large volumes of cargo should not be hampered by extra administrative burdens we are in favour of enhanced security measures dealing with the threat of terrorism. For the implementation of the IMO “International Ship and Port Facility Security Code” pilots can cooperate with police, national- and port authorities identifying irregularities on board. • Port State Control Under Art.13 of Council Directive 95/21/EC pilots have an obligation to report deficiencies on board. They can help targeting ships for Port State Control, avoiding unnecessary surveys for quality ships. • Places of Refuge Pilots have already played an important role helping to identify ‘places of refuge’. Pilots can board vessels in imminent danger assisting the bridge team to reach a safe ‘place of refuge’. • Search and Rescue Pilots can play an important role in SAR operations. • Pollution prevention Shipowners have done a lot to avoid pollution of the seas and coasts. Intentional and operational pollution by ships has decreased. But even quality shipping cannot exclude an accident. Today the impact of a maritime accident along the European coasts and on our rivers can be huge for the population and the environment. In the past there has been too much focus on oil tankers. Policy makers should not forget the inherent danger of other categories of ships carrying dangerous goods and the increasing size of ships. Some containerships have now bunker capacities of up to 10.000 ton, the size of a small tanker. Pilots play a vital role in avoiding accidental pollution due to groundings or collisions. With their local knowledge and experience pilots are important for the ____________________________________________________________________ Dutch Maritime Network 190
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voyage planning and form an essential part of the bridge team during the passage and manoeuvring of the ship. • Research & Development Often pilots expertise is used for research and development. We invite the Task Group to provide measures encouraging the consultation of pilots at an early stage during the development of new port infrastructure, dredging programs, development and testing of new technologies, setting up of VTMS, … . EMPA is also ready to offer assistance to EMSA and the EU Commission for all pilot related matters. Specific Character of Maritime Pilotage The EU Maritime Policy should take into account the specific character of pilotage. Pilot services can not be compared with other port services that are businesses aiming in the first place at cost efficiency and profit. Indeed although pilotage is offered against payment the pilot services have public service obligations of general interest. For reasons of safety and easy accessibility of all European ports pilotage has to be offered to all ships including even non-profitable tasks ( small vessels, irregular traffic ) and provisions for peak traffics. Competent authorities must continue to set the minimum quality standards and the minimum service levels. The EU Maritime Policy should preclude the following : • Decrease of service levels due to cost reduction / economy • Uncontrolled raise of pilot dues • Cherry picking • Reduction of quality of training and continued proficiency • Loss of a minimum service in any port No competition amongst pilot services Although European pilot services are amongst the best worldwide we should not be complacent and must continue to investigate together with the customers ways of improving pilot services. This cannot be achieved by competition. A pilot should remain free of commercial pressure. Only in this environment can a pilot give priority to safety and find the right balance between the interest of one ship and the remaining traffic. Having been a seagoing master or officer he or she is well aware of the financial consequences for the ship of delays, idle time, ordering tugboats and other port services. The pilot’s advice should always be based on independent judgement of risks. Compulsory Pilotage The competent authorities of the Member States may recognise the compulsory nature of pilotage. Nevertheless the EU Maritime Policy should look into possibilities to reconcile rights of innocent passage as guaranteed by the United Nations Convention on the Law of the Sea (UNCLOS 1982) and the need for compulsory pilotage in certain European waters (PSSA’s and Straits) or for certain ‘high risk’ships. The latter does not mean sub-standard ships but ships for which, due to their cargo/bunkers, the impact of a collision or grounding could be huge for the sea and coastal environment. ____________________________________________________________________ Dutch Maritime Network 191
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Subsidiarity / Diversity Policy makers should understand that there are big differences between European seaports and also between pilot services. The pilot service has to be adapted to the pilotage district (sea, river, canal, port ), the size of the port, the maritime traffic (number, type and size of ships), local conditions (weather, tide, ice navigation), … Therefore the EU Maritime Policy should include the subsidiarity principle leaving the authority to organise and/or control pilot services to the Member States and Competent Authorities. European Maritime Safety Agency / European Coast Guard EMPA suggests the further development of the European Maritime Safety Agency. EMSA could play an important role in : • Developing and Harmonizing the EU Maritime Policy • Offering a level playing field through a harmonized enforcement of EU regulations. in all Member States • Co-ordinated VTS and improved traffic monitoring While avoiding the duplication of efforts EMPA still sees possibilities for increased co-operation between member states. A European Coast Guard could enhance the efficiency of SAR, pollution prevention and control of the coasts and seas. Short Sea Shipping EMPA wishes the EU Maritime Policy to include measures that encourage short sea shipping and the use of inland waterways. In particular the administrative burden should at least be reduced to a level comparable to other modes of transport used for intra European traffic. SSS deserves a key role in the growing demand for transport capacity and in the modal shift. Too often in SSS pilots are only seen as a cost. On the other hand EMPA is convinced that pilots can also offer a solution to problems of fatigue due to short sea routes, short stays in port and tight schedules. Today, targeting SSS with regular calls in a port, some Member States provide already Pilot Exemption Certificates (PEC’s) and/or frequency reductions. The EU Maritime policy might look into the possibility of reducing the minimum manning level on short sea shipping ships taking a pilot. International versus European Regulation Shipping is a global industry. Therefore the EU Maritime Policy should be as much as possible in line with the existing IMO regulations. Development of new regulations should preferably be done within the IMO. However the sovereignty of Member States and specific EU demands for higher standards of training and education, higher demands on quality and safety of shipping and port services should also be included in the legal framework of the EU Maritime Policy. Future demand for pilots The past 10 years the number of pilots has fallen sharply ( e.g. Germany 920 to 800, The Netherlands 650 to 400 ). Through reorganisations the efficiency has increased. EMPA warns that for pilot services a critical point has been reached. Workloads can not further increase, nor can costs be further reduced without jeopardising the overall quality of the pilot services. It is time that policy makers should more focus on the ____________________________________________________________________ Dutch Maritime Network 192
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consolidation of existing pilot services and the future demand for pilots due to the increase of maritime traffic.
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38. European Maritime Heritage (EMH) A historical perspective for the Green Book process In the light of the European Commission President Barroso’s and Commissioner Borg’s Communication “Towards a future Maritime Policy for the Union: A European vision for the oceans and the sea”, European Maritime Heritage (EMH) – the NGO for maritime history and historic ships in operation – offers the views and recommendations mentioned below. Historical context: Europe would not be the Europe of today without its maritime heritage The famous European philosopher Søren Kierkegaard (1813-1855) said that “life must be understood backwards, but it must be lived forwards”. These words come true also when developing a future integral European Maritime Policy. The progressive unification of Europe into the European Union highlights the perception that Europe is more or less a large peninsula surrounded with tens of thousands of kilometres of coastline. Hundreds of lively and flourishing ports on the European coastlines continue to serve, as they have done for centuries, as important dynamos for economical development and cultural life in their regions. They remind us that Europe has always relied on shipping for trade and travel, and that this dependence will continue in the future. In Antiquity the coastline of Europe witnessed Viking raids, the voyages of discovery, the subsequent gold and silver expeditions to South America, the East India trade, mass migration to the New World, and many more events which are part of our common European history and have shaped the Europe we know today. And before the development of land based infrastructure for mass transportation (highways, railway, air transport) thousands of sailing and steam coasters kept Europe supplied with goods and materials. Furthermore thousands of local and regional communities throughout Europe continue to base their existence and their culture on the resources of the sea, as they have done for centuries. Local fishing fleets are the basis for local economies, and they provide food for the whole of Europe. Shipbuilding Industries have long traditions in Europe. Learning from each others’ inventions and developments, numerous shipyards along the coasts of Europe and their suppliers compete to build the finest and most spectacular ships and equipment for the world. And – although at first glance difficult to compare with ships of previous centuries – today’s shipyards still produce ships based on basic principles developed hundreds of years ago. European navies fought each other for centuries, notably the British, the French, the Spanish, and the Dutch. They borrowed the best ideas from each other in order to improve their vessels. ____________________________________________________________________ 194 Dutch Maritime Network
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All this – and much more – is the common European maritime heritage which also is made up jointly by many local and diverse maritime traditions, and is an important element in trying to understand the idea of a unified Europe. ….and, coming back to Mr. Kierkegaard: The importance of developing safe shipping for the future, for example, is best understood when one appreciates the historical merits of seafaring, and the tough conditions under which this was carried out before. Contribution to the Unification of Europe: Keeping the maritime heritage alive The concept of preserving traditional ships and craft for future generations by keeping them in operation has turned out to be extremely successful during the past three decades. Today these historic ships, more than 5.000 seagoing vessels alone throughout Europe, are to a growing extent regarded as living historic monuments. Many are moored in special museum ports built – and now maintained – by private individuals on a voluntary basis and without public funding. Maritime festivals and regattas organised by non-profit organisations (more than 200 happening every year in Europe) frequently attract hundreds of thousands of spectators per event. Consequently they have developed into important elements in the tourism marketing programmes of many European cities and regions. Major maritime festivals such as those in Brest and Kiel, the Baltic Sail Festivals which take place every year in seven ports (five countries) around the Baltic Sea, the annual Tall Ships’ Races organised by Sail Training International in various ports of Europe, as well as various meetings of historical steamships, fishing boats, lateen rigged craft and other working boats, testified that the public has a broad interest in the operating maritime heritage, humble working craft gathered in a small port as well as stately parades of square-rigged ‘tall ships’. For many ship lovers attendance at these events – or the participation on a longer trip on board a traditional ship – may offer the perfect opportunity to experience the European maritime heritage at first hand, in a direct and personal way, by hoisting a gaff sail or by shovelling coal into a steam boiler. Even the best museum display cannot provide the personal taste of history which a working ship conveys. If we are to pass on this experience to our successors we must work together on a European level: by sharing expertise and resources among the member states of the EU to ensure that this precious cultural heritage of maritime skills and traditions is not allowed to die from neglect. Status on actions taken in order to facilitate the preservation and operation of historical ships During the latest decades the following political initiatives have been taken in order to facilitate the preservation and operation of traditional ships: 1. 2000: The Parliamentary Assembly for the Council of Europe (PACE) asked the governments of Europe in its Recommendation No 1468 (2000) to ____________________________________________________________________ Dutch Maritime Network 195
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xv. support and encourage public and private bodies and voluntary associations which preserve historic vessels, or life size or large scale replicas, in working order; xvi. encourage the display and use of these vessels for the education and enjoyment of the general public; xvii. encourage further development of a system of mutual acceptability by the maritime authorities of nation states of standards for the safe operation of traditional vessels in European waters. 2. 2000: The maritime administrations of Denmark, Finland, Germany, the Netherlands, Spain, Sweden and the United Kingdom signed a Memorandum of Understanding for Traditional Ships (known as the “Wilhelmshaven-MoU”) which mutually recognizes each country’s national regulations for traditional ships in operation, thus allowing traditional ships to call at ports in the signatory states, based on their national certificates for the safe operation of traditional ships, and on their national certificates of competency for crews on traditional ships. Since then the Wilhelmshaven-MoU has also been signed by Norway (in 2004) and Estonia (in 2005). 3. 2002: EMH adopted the Barcelona Charter – a European charter for the conservation and restoration of traditional ships in operation. The Barcelona Charter gives a guideline for proper conservation and restoration of historic ships in operation. Recommendations for a future EU Maritime Policy regarding the support and safeguarding of the common European maritime heritage In order to make the above mentioned PACE-recommendation a reality, EMH submits the following four main recommendations to the European policy makers and authorities: a) Acknowledgement EMH urges policy makers and administrations to acknowledge the fact that the overwhelmingly private and voluntary operators keeping traditional ships and traditions in operation do preserve the maritime heritage, and address a significant public interest (e.g. traditional ship events as regional tourist attractions and significant economic factors). National governments and EU institutions (EMSA) should acknowledge the concept of a traditional ship in their legislation in order to facilitate those vessels to be registered and regulated in accordance with their special status as cultural monuments and tangible repositories of maritime traditions and skills. Key problem areas 1. The experience with the Wilhelmshaven-MoU has shown that it is difficult to handle the question of the status of the persons on board a traditional ship. The definition of a passenger, and of when a ship is a ____________________________________________________________________ 196 Dutch Maritime Network
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passenger ship (when carrying more than 12 passengers) was established in 1912 after the loss of SS Titanic. At that time no one could foresee that some day people would demand and pay for being taken out on a vintage ship in order to work / participate in the operation of the ship. Thus the passenger definition has proved to be a serious obstacle for traditional ships carrying paying persons on board. According to modern legislation such ships are regarded as passenger vessels and should in principle fulfil Directive 98/18/EU or SOLAS, which reflect the current state of the art of shipbuilding technology and are thus often in contradiction with traditional construction and historical character.. The persons on board are not passengers in the sense of the rules, as they have decided purposefully to experience a “living museum” (rather than a cruise) and often participate in the operation of the ship. Nor are they crew or trainees. EMH recommends that a future EU Maritime Policy contains a definition of the persons on board traditional ships different from the definition of a passenger. Furthermore EMH recommends that a future EU Maritime Policy contains a definition of traditional ships different from the definition of passenger vessels. 2. Not all EU member states have implemented the concept of traditional ships into their legislation, and thus not established regulations for traditional ships in operation. Among states which have implemented this concept, and have established regulations for traditional ships, there exists uncertainty to whether the regulations of different states are comparable. EMH highlights that the “Wilhelmshaven-MoU” provides a guideline for a common minimum standard for traditional ships in operation, which should be the base of a EU Maritime Policy b) Elimination of legal inconsistencies EMH requests administrations to scrutinize law and regulations for effects hostile to the preservation of maritime heritage. Since traditional ships (although more than 5.000 seagoing in Europe) are a relatively small number compared to maritime traffic in total, careful exemptions or special rules should be implemented which encourage the preservation and operation of traditional ships in today’s legal environment. Key problem areas 1. Prominent examples of such hostile effects are the ill-considered application of modern shipbuilding standards (e.g. prohibition on use of wood as structural material) and crew practices (e.g. minimum manning necessitating maximum automation) to traditional ships as well as the ban of traditional wood conservation paints (e.g. tar, lead- or copper-based primers and coatings) as biocides, or the application of modern emission standards to the coal fired engines of steam ships. ____________________________________________________________________ Dutch Maritime Network 197
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2.
Scrapping rules in relation to the European fisheries have over the last 10 years eliminated hundreds of historically valuable fishing vessels in all EU coastal member states, just to prove that they are out of business many of these vessels that could contribute to preserve historic knowledge of fishing and the European fisheries and which could be taken out of the market without destroying them. EMH recommends that a future EU Maritime Policy contains the possibility of preserving valuable historic fishing vessels instead of cutting them to pieces.
c) Support Administrations should support restoration and preservation in the same way as this is done for land based heritage objects, for example through documentation, the special yards, museum harbours and heritage organisations, to help voluntary private owners, associations and museums preserving maritime heritage. Support could be given in many ways, ranging from financing documentations, supporting projects within the framework of social/unemployment initiatives, to making available locations for museum ports and traditional boat yards . Planning policies need to give more attention to the rapid disappearance of mooring facilities for traditional vessels. The huge popularity of residential developments on the waterside often threatens to chase away the same vessels that have moored at these places for decades, rather than integrating them. Key problem areas 1. So far there has been no possibility of EU funding directly towards restoration and preservation of historic ships, because “Culture” is seen as a duty of the member states. When - in the few cases existing restoration and preservation of historic ships have been supported by EU funding, this has been done as a sub-activity to other EU fundable activities. The Interreg programmes and educational programmes are examples of this. In the member states heritage preservation support is still mainly focused on buildings and landscapes. Therefore a EU funding programme directly aimed at restoration and preservation of historic ships and maritime facilities is strongly recommended. Furthermore, multinational companies in Europe are invited to sponsor respective complementing funds for preservation activities, which could be a true reinforcement of Europe’s maritime heritage. d) Tax Concessions Tax concessions are needed (e.g. zero Value Added Tax on the repair and restoration of historic vessels, reduced VAT rates for fuel etc.) to encourage private owners to continuously maintain historic vessels. Individuals or associations who operate traditional vessels should not be regarded as “transport businesses”. It is obvious that in almost all cases, due to the high operation- , maintenance- and preservation costs of a traditional ship, all available incomes from operation, sponsorships etc. are needed to keep the ____________________________________________________________________ 198 Dutch Maritime Network
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ship maintained and in operation. That is why those ships have been phased out of the real transport or service business! European Maritime Heritage (EMH) EMH bundles a unique know-how in all matters concerning the maritime heritage and traditional ships, craftsmanship and skills. EMH offers expertise and advice to European and national policy makers, governments and authorities. EMH is a non-governmental umbrella organisation for private owners of traditional ships, as well as for maritime museums and other interested bodies, with a national and regional representative structure. EMH primarily represents the interests of private owners and organisations which keep traditional European ships in operation. The objectives of the EMH exclude any pursuit of profit, and are: • to encourage mutual cooperation between the extensive community of organisations in Europe – including museums – involved in keeping maritime heritage alive, • to act as a conduit for the exchange of knowledge, advice and assistance between such organisations, • to contribute to the mutual understanding of different maritime cultures, and to increase public awareness of those cultures by organising a triennial congress • to identify and promote historic water-borne links between European regions, publicising the role of waterways as a cultural bridge between nations, • to study and resolve common problems identified in the course of preserving and operating traditional ships in Europe, and • to provide official bodies of the European Union and the Council of Europe with a representative and consultative service, and advice on all aspects of preserving and operating historic ships. The EMH membership consists of: Full national members • Træskibs Sammenslutningen (Denmark), The Danish Wooden Ships’ Association • Estonian Association of Historical Ships (Estonia) • Suomen Perinnepurjelaivat ry (Finland), Traditional Sailing Ship Association in Finland • Fondation National du Patrimoine Maritime et Fluvial / France Maritime Heritage (France) • Gemeinsame Kommission für historische Wasserfahrzeuge e.V. (Germany), Common Commission of Traditional Ships • Federatie Oud Nederlandse Vaartuigen (Netherlands), Federation of old Dutch Vessels • Norsk Forening for Fartøyvern (Norway), Norwegian Association for Ship Preservation • Sveriges Segelfartygsförening (Sweden), Swedish Sailing Ship Association • Heritage Afloat (United Kingdom)
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Advisory members • Nationaal Scheepvaartmuseum, Belgium • The Danish Ship Preservation Trust, Denmark • The Maritime Museum of Finland, Finland • Museé National de la Marine, France • Museé Portuaire, France • Deutsches Schiffahrtsmuseum, Germany • Nederlands Scheepvaartmuseum Amsterdam, Netherlands • Maritiem Museum Rotterdam, Netherlands • Zuiderzeemuseum Enkhuizen, Netherlands • Museu Maritim Drassanes de Barcelona, Spain • Untzi Museoa – Museo Naval, Spain • Swedish Maritime Museums, Sweden. • National Maritime Museum, United Kingdom • Merseyside Maritime Museum, United Kingdom Associate members • Maritieme Site Oostende, Belgium • Sammenslutningen af Mindre Erhvervsfartøjer, Denmark • Sail Training International, International
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39. Maritime Policy within the Framework of the Baltic Sea Parliamentary Conference by Sylvia Bretschneider, President Parliament of Mecklenburg-Vorpommern
Ladies and gentlemen, I am pleased to have the opportunity at this conference to give you a brief overview of the integral work done by the Baltic Sea Parliamentary Conference – or BSPC for short – in the field of “maritime policy”. Since its establishment in 1991, the BSPC – which is an association of all national and regional parliaments in the Baltic Sea region – has regularly addressed all the policy fields of the European Union, and it has done so without losing sight of regional particularities. In view of the ecological, social and economic challenges that this large region has been confronted with after the fall of the “iron curtain”, the priority themes discussed by the BSPC were regularly superimposed – and hence, affected – by issues relating to the “protection of the marine environment” and “maritime policy”. A few years after its establishment, the BSPC created a specialised working group – the Committee on Maritime Safety – which presented detailed recommendations for action to the Conference with the aim of further improving maritime safety. In 2001, many of our recommendations were included in HELCOM’s Copenhagen Declaration, and some of them were thus translated into applicable international law. Because of its close co-operation with HELCOM, the BSPC was accorded the status of an observer in this intergovernmental organization – a status which is regularly exercised by me and Mr Ole Stavad from the Nordic Council. This means that parliamentary representatives make direct contributions to the work done by government representatives. The extensive work which the Baltic Sea Parliamentary Conference and our own regional parliament have done over many years in this one field of maritime policy has been documented in detail in the four volumes of the publication “Maritime Safety in the Baltic Sea Area” that is available here at this conference. Currently, we are in the process of establishing a new parliamentary working group that will deal with the topic of “eutrophication”, which is a pressing issue for the Baltic Sea; the working group’s task will be to develop recommendations for action in this field. Ladies and gentlemen, Our conference resolutions, which are regularly addressed to the governments of the Baltic Sea Region, the Council of Baltic Sea States, HELCOM as well as the EU, pursue an integral approach. During our last conference in August this year, the participants emphasised the need for further developing an integrated maritime policy for the Baltic Sea Region and for actively participating in the ongoing process of developing an integrated and al -embracing maritime policy at European level.
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At the same time, they underlined that priority must be given to the development of the transport infrastructure within the framework of the Northern Dimension’s Action Plan 2004 to 2006. The transport infrastructure should continue to be a priority in the future development of the Baltic Sea Region and in the Northern Dimension. The participants of this year’s conference called directly on the governments to: • enhance the dialogue with neighbouring countries in strengthening democracy, stability, security, civil society, principles of sustainable development and wellbeing for all concerned; • support and strengthen the mechanisms established and used by HELCOM in order to cater for the vulnerable marine environment of the Baltic Sea Area, • support the further development of a common regional infrastructure – in particular transport and energy networks, • use the Northern Dimension framework to address the special regional development challenges, e.g. transport, energy, border-crossing facilities and environmental issues; • participate in the development of an integrated maritime policy and the implementation of the European Marine Strategy for the protection and conservation of the marine environment, e.g. by effectively applying the Water Framework Directive; • work towards the harmonised implementation of the European Marine Strategy in the whole catchment area of the Baltic Sea by making use of the established regional co- operation within HELCOM; • work for the concept of sustainable sea-based logistics chains in Europe; • not slacken in their efforts to protect the marine environment of the Baltic Sea and to promote as priority objectives associated protective measures at all levels; • increase efficient use of resources to respond to pollution incidents at sea by further developing the sub-regional dimension in the HELCOM response planning and by enhancing the co-operation on the issue of places of refuge; and • consider the question as to whether “state liability” should perhaps be introduced in cases of cross-border environmental pollution and whether the “polluter-pays” principle should apply not only to companies and individuals but also to states. In addition, the BSPC agreed that concrete recommendations for political action should be prepared in the field of the “Development of Transport Infrastructure in the Baltic Sea Region”. Ladies and gentlemen, My colleague Mr Kayenburg and I are here today in Brussels as official representatives of the Baltic Sea Parliamentary Conference. We are well aware of the fact that we are the only parliamentary organisation here that lobbies for a large peripheral region of Europe. However, this region is the home of more than 85 million people – which is nearly one-fifth of the population of the EU-25 – and one of the economically strongest maritime regions worldwide. And for the Baltic Sea Region, it is all the more important that an integrated maritime policy should be developed here that will also take into consideration the interests of ____________________________________________________________________ 202 Dutch Maritime Network
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Russia, the only non-EU member state. Conversely, this means that it will not be possible to implement the envisaged maritime policy without the intensive involvement of Russia. In this context, we still fully support the Baltic Marine Environment Protection Commission – or HELCOM – as an important regional cooperation institution. HELCOM plays an extremely important role: it provides a link between the EU and Russia. For this reason, HELCOM should be given concrete tasks in future in the implementation of European goals. In future, the Baltic Sea Parliamentary Conference will devote more attention to the integrated maritime policy; it will develop recommendations for action and submit them to the responsible bodies to ensure that the specifics of the Baltic Sea Region will be duly taken into account in Brussels during the discussion on the planned Green Paper and the subsequent White Paper. And there is another parliamentary organisation from the Baltic Sea Region that is active in the field of integrated maritime policy. I would like to begin by introducing this organisation very briefly. The Southern Baltic Sea Parliamentary Forum is a forum in which the elected legislative bodies of the German and Polish coastal regions co-operate very closely with each other, with the involvement of one Swedish and one Russian region. The regional parliaments of the Polish provinces of Western Pomerania and Pomerania, the state parliaments of Schleswig-Holstein and Mecklenburg-Vorpommern and – as associated partners – the regional Duma of Kaliningrad and the parliament of the Skåne region held their third working meeting in September this year. This meeting was hosted by the Parliament of MecklenburgVorpommern at the seaside resort Binz on the island of Rügen. One of the priority issues which was discussed at this meeting was the European Union’s intention to explore the possibilities and the substance of an integrated maritime policy in a process that should be as open as possible. The Southern Baltic Sea Parliamentary Forum welcomes this intention, including the commitment to strict compliance with the principle of subsidiarity, which was expressed in the Communication of 2 March 2005 from the Commission President and Mr Borg to the Commission; and the Forum also welcomes the establishment of a Maritime Policy Task Force. The Southern Baltic Sea Parliamentary Forum agrees with the EU Commission’s objective of developing a thriving maritime economy and the full potential of seabased activity in an environmentally sustainable manner. Since the economic development all across Europe has fallen short of expectations , it is necessary to use all the resources and instruments available in order to stimulate the regional economies in many parts of Europe, not only in the coastal regions, and thereby to help increase employment in Europe. The Forum feels that it is necessary to present a common position in the extensive consultation process among all Member States to determine the future maritime policy. In its efforts to develop and implement maritime policies, the Commission should be guided by best practices that already exist in the regions. Because one thing should be crystal clear: In a Europe of diversity, in a Europe of the regions, the European Commission is well advised to pay attention to, promote and request the quality and expertise that exist in the regions. ____________________________________________________________________ Dutch Maritime Network 203
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And it has been my observation for quite some time now that a request from the EU Commission to make contributions to a Green Paper in fact develops considerable normative strength. This meeting is an example of how business, politics and society get together in order to develop and articulate positions for a maritime policy and how, in this process, they rediscover the maritime world to some extent. The Southern Baltic Sea Parliamentary Forum welcomes the underlying impetus from the EU Commission and wants to participate in this process by trying to present a common position paper, a common opinion of Polish and German elected legislative bodies, with the involvement of a Swedish and a Russian regional parliament. If we can achieve this declared objective – and I am very optimistic that we will do so – I think that we will have achieved something special in the southern Baltic Sea region, something that is in keeping with the special nature of maritime issues: Maritime policy does not stop at regional or national borders. And it is necessary therefore to present opinions that cross national borders. In a common position paper prepared by the three northern German federal states, Mecklenburg-Vorpommern has identified three priority objectives of an integrative policy approach that will also have to be taken into account by the German-Polish parliamentary forum: • to safeguard sustainable employment by means of research and innovation, • to adapt ports and shipping routes to the requirements of globalisation and to increase maritime safety, • to protect the marine environment. The Southern Baltic Sea Parliamentary Forum will have to discuss these points as well as others. A first meeting of the Working Group will take place at the end of November in Szczecin. At the beginning of next year, academic experts and practitioners from industry and society will be given an opportunity in two public hearings to contribute their expertise and their views to our cross-regional discourse. I think that from the perspective of the parliaments we are well on the way to developing potential key points of an integrated maritime policy for the entire Baltic Sea Region and for the “Southern Baltic Sea” macro-region.
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Appendix 1 - Communication to the Commission from the President and Mr Borg Towards a future Maritime Policy for the Union: A European vision for the oceans and seas 1.
Executive summary 1.1. Oceans and seas are a vital resource for life on earth. They play a key part in our economic, social and cultural life. They are an important source of wealth with great potential for development. Ensuring the sustainable use of the marine environment is a prerequisite for that potential to be fully realised. 1.2. There is growing international recognition that ocean and sea affairs are interlinked and require a comprehensive approach, and there is a clear move towards such an approach in many parts of the world. 1.3. A strong case can be made for Europe to look at ocean and sea affairs in a more coordinated way, rather than in the current sectoral manner. The Strategic Objectives of the Commission for 2005-2009 noted “the particular need for an all-embracing maritime policy aimed at developing a thriving maritime economy and the full potential of sea-based activity in an environmentally sustainable manner.” 1.4. A Green Paper on a future EU Maritime Policy, to be adopted by the Commission in the first half of 2006, will constitute a first step towards the establishment of an all- embracing EU Maritime Policy, in line with the Commission’s strategic objectives. 1.5. The Communication establishes the Maritime Policy Task Force that will
bring this process forward and takes note of the decision of the President to create a Steering Group of Commissioners that will direct its work. 2.
The case for a holistic approach to oceans and seas 2.1. Oceans and seas constitute about 70% of the planet’s surface and account for 98% of its water by volume. They provide key ecological services and support a wide range of human activities. The oceans and seas are of great economic importance, in that they directly or indirectly sustain millions of jobs not only in maritime industries such as transport, ports, fishing and aquaculture, but also in the tourism and energy sectors. No less relevant are the many social, recreational, and cultural uses we make of our oceans and seas.
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2.2. The sheer scale of the oceans and seas has traditionally led people to perceive them as an inexhaustible source of wealth. Human exploitation of the oceans has in general been limited only by the degree of technological development and by the resistance to human agency offered by the marine environment. 2.3. The fact that 80% of ocean pollution results from land-based human activities illustrates that ocean problems cannot be seen in isolation from terrestrial affairs. In addition to environmental problems, coastal areas and islands are bearing the brunt of other growing threats such as terrorism, drug and people trafficking, piracy, over-fishing and environmental crime. 2.4. While the growth of coastal tourism and of the aquaculture sector, the development of maritime transport, and the growing use of the energy, mineral and genetic resources of the seas present significant new opportunities for growth and job creation, the effective protection of the resource-base is a precondition for achieving sustainable wealth and generating employment from Europe’s oceans and seas. 2.5. The competing uses of the seas must therefore be managed carefully if their full economic potential is to be realised in a sustainable manner. This requires taking stock of all activities that may have an impact on oceans and seas. 3.
The international context 3.1. The Preamble to the United Nations Convention on the Law of the Sea of 1982, to which the European Community is a party, states that ‘the problems of ocean space are closely inter-related and need to be considered as a whole’. This is a critical starting point from which new policy frameworks embracing all aspects of maritime affairs have been designed in recent years. These cover a broad range of sectors such as fisheries, agriculture, offshore oil and gas extraction, tourism, renewable energies and maritime transport. 3.2. The 2002 Johannesburg Plan of Implementation of the World Summit on Sustainable Development (WSSD) emphasised that: “Oceans and seas are critical for global food security and for sustaining economic prosperity. Ensuring the sustainable development of the oceans requires effective coordination and cooperation, including at the global and regional levels, between relevant bodies and actions, to promote integrated, multidisciplinary and multisectoral ocean management at the national level, and to encourage and assist coastal States in developing ocean policies and mechanisms on integrated coastal management.” 3.3. Several countries, including Australia, Canada, and more recently the USA, have been developing new integrated ocean policies.
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3.4. These ocean policies are similar in that they recognise the high potential for growth of sea-related activities in the economy. They also demonstrate that the intense development of these activities in a sustainable way is a major challenge requiring a comprehensive and coordinated approach. 4.
The case for acting at European level 4.1. The case for effective Union-level action on maritime affairs is strong: • Europe is surrounded by four seas and two oceans, and has a coastline seven times longer than that of the US and four times that of Russia. On account of its outermost regions the European Union has the world’s largest maritime territory. • The maritime regions of Europe account today for nearly half of the EU’s population and GDP. The maritime areas under the jurisdiction of the Member States are larger than their terrestrial territory, and could be extended further in the future. • Twenty Member States are coastal States. Romania and Bulgaria are expected to join the Union in 2007, extending the EU’s borders to the Black Sea. • Maritime transport is a key link in the trade chain that is Europe’s lifeblood. Recognition of the environmental costs of road transport has further raised the importance of maritime transport and of intermodality in the transport chain. This, together with the relocation of manufacturing activities outside Europe, poses a major challenge to the European economy, our ports and the maritime transport sector. • The challenge for Europe to maintain a competitive commercial fleet and a healthy shipbuilding industry requires proactive industrial policies, based on science, research and innovation, and within a sustainable European maritime policy framework. • The precarious state of marine ecosystems and fisheries resources in European waters, with the inevitable attendant economic and social damage, cannot be tackled by Member States individually, or in isolation from other factors. • There is a growing awareness of the need for integrated coastal management and development in Europe’s regional policy. • EU policies that have an impact upon sea activities (fisheries, cohesion policy, environment, transport, maritime safety and security, research, industrial policy, etc) have a strong legal base in the Treaty and have been substantially developed in recent years. • Considerable resources are needed to develop marine science and research, and to develop new technologies for improved sustainable uses of the seas and for the monitoring of the marine environment. Increased efforts at all levels of the EU are required in order to create synergies and to achieve the necessary critical mass.
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4.2. A policy framework at European level that takes all of the above arguments into consideration while fully respecting the principles of the Treaty, including that of subsidiarity, is vital if Europe is to make the most of its maritime potential. 5.
Working towards an EU Maritime Policy 5.1. It is against this background that President Barroso, in defining the remit of the Commissioner for Fisheries and Maritime Affairs, asked him “to steer a new Maritime Policy Task Force with the aim of launching a wide consultation on a future Maritime Policy for the Union.” 5.2. The mobilising effect of this decision is already visible. Member States and regional authorities, stakeholder groups and international partners have already submitted numerous positive reactions and suggestions for this future policy. 5.3. Valuable work has already been done by the Commission in areas such as industry, the environment, transport, fisheries, energy, research, regional policy, space based infrastructure and others. Any future maritime policy will have to build upon this work and will have to address all relevant horizontal issues relating to seas and oceans. 5.4. A valuable input to the future Maritime Policy is the work that has been done in relation to the Thematic Strategy to Protect and Conserve the Marine Environment which is to be adopted in 2005. The Environment Council in its conclusions of 20 December 2004 stressed “the need for synergy between the thematic strategy for the protection and the conservation of the marine environment and the Green Paper on Maritime Affairs, and the need to more fully address the importance of a strong integration and coherence of policies relevant to the marine environment, required at all levels of management and for all programmes and activities impacting on the marine environment.” 5.5. In its strategic objectives (2005-2009) the Commission noted “the particular need for an all-embracing maritime policy aimed at developing a thriving maritime economy and the full potential of sea-based activity in an environmentally sustainable manner. Such a policy should be supported by excellence in marine scientific research, technology and innovation.” 5.6. Due to its cross-cutting nature, such a policy can be seen as a concrete step towards the realisation of the key objectives set at the European Councils in Lisbon, Gothenburg and the Hague. By following this agenda the Commission is proactively and visibly pursuing its strategic objectives of prosperity, solidarity and security.
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6.
The Green Paper on a future EU Maritime Policy 6.1. A Green Paper on a future EU Maritime Policy, to be adopted by the Commission in the first half of 2006, will constitute a first step towards an all embracing EU Maritime Policy, in line with the Commissionâ&#x20AC;&#x2122;s strategic objectives. The role of the Maritime Affairs Task Force established by this Communication is to produce this Green Paper and to launch a wide public debate on the subject. Even during the preparation of the Green Paper, stakeholders will be consulted. 6.2. The Task Force should build upon existing EU policies and initiatives without delaying their planned implementation. It should seek to identify the potential for beneficial interfaces and synergies between the sectoral policies, and how they could be made useful. It should aim at striking the right balance between the economic, social, security, safety and environmental dimensions of sustainable development, ensuring the preservation of the resource-base, which is a key element for improving the EUâ&#x20AC;&#x2122;s competitiveness, long-term growth and employment in the maritime sector. 6.3. The work of the Task Force should be broad in scope, should explore the value of a maritime policy and the issues it needs to address, and should be based on a clear understanding of the value of the oceans and seas to Europe, their future potential and the risks and challenges attached to them. This will require a sound analysis of the geographical, ecological, economic, social and legal realities. The development of an integrated maritime information system comprising relevant data on status, pressures and trends in relation to the economic, social and environmental dimensions of our seas and oceans may be explored. Attention will also be paid to the added maritime dimension given to the Union by its outermost regions. 6.4. The work of the Task Force must also take inspiration from current best practice in relation to the development and implementation of maritime policies. 6.5. It would look at ways to further strengthen the European Research Area in the maritime field, achieve European leadership in marine science and technology and better integrate science, technology, research and innovation with industry and policy making. The Task Force should look at ways to promote high quality education and training in order to ensure a successful development and dissemination of marine science, technology and innovation. 6.6. It should address the international dimension of ocean and sea affairs, including the relationship between the Law of the Sea and Community policies, and taking account of other international initiatives relating to oceans and seas. It should also set out options to pursue international leadership by promoting EU principles and objectives in international fora,
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including in the ILO and IMO, in relevant regional organisations, and towards third countries, especially neighbouring countries. 6.7. Options for good governance should be considered. These must take into account the principles set out in the Treaty and in the draft Constitution in relation to policy areas and the distribution of competences between the EU institutions, the Member States, the regions and local authorities. Consideration must also be given to sectoral and regional specificities. 6.8. As a result, the Green Paper should identify the benefits which could result from an integrated Maritime Policy in the medium and long term in relation to economic growth and competitiveness, employment, environmental protection and security. It should thus identify and assess the contribution of Europe’s maritime dimension to achieving the objectives set out by the European Council in Lisbon, Gothenburg and The Hague. 6.9. It should also identify challenges arising for the implementation of such a policy and propose options to tackle them. This would include strategies to prevent and be prepared for sea-borne risks, whether resulting from nature or human activity. 6.10. By doing so, the Green Paper would stimulate a broad open debate at all levels of governance and amongst stakeholders. The Commission should encourage and help organise this debate. 6.11. Taking account of the public debate which will follow the adoption of the Green Paper, the Commission should decide on the further steps to be taken. 7.
Organisation of the Maritime Policy Task Force 7.1. The Maritime Policy Task Force will be directed and given political guidance by a Steering Group of Commissioners that will periodically review its work. 7.2. This Steering Group of Commissioners will be composed as follows: • Vice-President for Enterprise and Industry • Vice-President for Transport • Commissioner for Environment • Commissioner for Regional Policy • Commissioner for Fisheries and Maritime Affairs (Chair) • Commissioner for Research • Commissioner for Energy
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Appendix 2 - List of Participants THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Acker
Principal Consultant
Nicolas
Belgium
B-50 Rue Wiertz
Weber Shandwick
B-1050
Brussels
+32 2 743 42 05 Fax +32 2 230 14 96 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------José Maria Portugal Mr. Albuquerque Advisor
Rua Horta Sech,15
Ministry of Economics
1200-221
+351 21 324 54 67 Fax +351 21 324 54 80 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------Ruthanne United Kingdom Ms. Aldridge Secretary
Dexter House, Royal Mint Court
Tel
Tel +44 20 74 88 08 99 Fax +44 20 74 88 31 67 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------Dick The Netherlands Mr. Alewijnse Japanese Shipowners' Association
EC3N 4JR
Lisboa
Tel
London
Managing Director
Energieweg 46
Alewijnse Holding B.V.
6541 CX
Nijmegen
Tel
+31 24 371 61 31
Fax +31 24 371 61 25 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------Lars Norway Mr. Almklov Director Norwegian Shipowners' Association
P.O. Box 1452 Vika N-0116
Oslo
Tel
+47 22 30 16 24
Fax +47 22 40 15 15 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------Bjorn Norway Mr. Andreassen Delegation Secretary
Stortinget
Norwegian Parliament
0026
Oslo
Tel +47 23 31 36 04 Fax +47 23 31 38 62 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------Leslie Scotland Mr. Angus Councillor
Town Hall, Lerwick
Shetland Islands Council
ZE1 0HB
Shetland
+44 15 95 74 45 05 Fax +44 15 95 74 45 09 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Bernard France Mr. Anne Executive Vice President
Direction Marine
Bureau Veritas
92077
Conference Assistant
P.O. Box 30027
Tel
Tel +33 1 42 91 52 91 Fax +33 1 42 91 52 98 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------Emily The Netherlands Ms. Antonic
Tel +31 10 281 06 55 Fax +31 10 270 98 70 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Mare Forum
3001 DA
Paris la Defénse Cedex
Rotterdam
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Mr.
Antonini
Chairman
Corrado
Italy
Via Tevere 1/A
Fincantieri SpA
00198
Biodiversity Programme Officer
Rue Miollis
Rome
+39 06 84 51 42 01 Fax +39 06 84 16 097 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Salvatore France Mr. Arico
UNESCO's Division of Ecological and Earth Sciences
75732
Head of Flagstate Affairs Dept.
Vorsetzen 35
Tel
Paris Cedex 15
Tel +33 1 45 68 40 90 Fax +33 1 45 68 58 04 1 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Stephan Germany Mr. Assheuer
Germanischer Lloyd AG
20459
+49 40 36 14 94 55 Fax +49 40 36 14 93 333 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Line Norway Mrs. Aune Adviser
P.O. Box 8014 Dep
The Royal Ministry of Trade and Industry
N-0030
Hamburg
Oslo
Tel
Tel
+47 22 24 65 55
Fax +47 22 24 27 79 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Mario Croatia Mr. Babic Assistant Minister Ministry of the Sea, Tourism, Transport & Development
Prisavlje 14 10000
Zagreb
Tel
+385 1 616 90 70
Fax +385 1 619 59 56 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Branko Croatia Mr. Bacic State Secretary
Prisavlje 14
Tel Ministry of the Sea, Tourism, Transport & 10000 Zagreb +385 1 616 90 90 Development Fax +385 1 619 59 40 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Rob C. The Netherlands Mr. Bagchus Deputy Director
P.O. Box 54200
Deltalinqs
3008 JE
+31 10 402 03 02 Fax +31 10 412 06 87 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Bodo Germany Mr. Bahr Vice Director
alpmail@landtag-mv.de
Managing Director
Schwerin
Tel
+49 38 55 25 27 77 Fax +49 38 55 25 11 22 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Gerard The Netherlands Mr. van Balsfoort State Parliament Mecklenburg-Vorpommern
19053
Rotterdam
Tel
P.O. Box 72
Tel +31 6 51 41 14 31 Fax +31 703 99 94 26 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Dutch Fish Board
2280
Rijswijk
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
Banham
Sally
United Kingdom
Marine House, Thorpe Lea Road Tel +44 17 84 22 37 00 Fax +44 17 84 22 37 05 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Andrew United Kingdom Mr. Bardot EU Recreational Marine Industry Group (EURMIG)
TW20 8BF Egham, Surrey
Peek House, 20 Eastcheap International Group of P&I Clubs
EC3M 1EB London
+44 20 79 29 35 44 Fax +44 20 76 21 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------H.E. Branko Belgium Mr. Baricevic Ambassador
Avenue des Arts, 50
Tel +32 2 500 09 31 Fax +32 2 646 56 64 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------JosĂŠ Manuel Belgium Mr. Barroso Head of Mission of the Republic of Croatia to the EU
B-1000
Tel
Brussels
President
DM28 03/50
European Commission
B-1049
President
Dijkweg 222
European Maritime Heritage
NL-1619 JC
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Michael The Netherlands Mr. vom Baur
Andijk
Tel
+49 17 07 67 13 02
Fax +49 38 20 37 49 30 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Lamia France Mrs. Belkaid Responsable des Relations Institutionnelles
47 Rue de Monceau
Armateurs de France
75008
Paris
Tel +33 1 53 89 52 54 Fax +33 1 53 89 52 53 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Arne Norway Mr. Benjaminsen Director General
P.O. Box 8118, Dep.
Ministry of Fisheries and Coastal Affairs
0032
Oslo
+47 22 24 64 10 Fax +47 22 24 95 85 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Paul United Kingdom Mr. Berrill Liner Trades Correspondent
5th Floor, 76 Shoe Lane
TradeWinds London
EC4A 3JB
Director of Research Department
17 Bis Place de Reflets
Tel
Tel +44 20 78 42 27 23 Fax +44 20 78 42 27 05 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Pierre France Mr. Besse
+33 1 42 91 33 95 Fax +33 1 42 91 33 95 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Bureau Veritas
92400
London
Courbevoie
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Billet
Francois
Belgium
Rue Royal 45 EMF
B-1000
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Trevor United Kingdom Mr. Blakeley Chief Executive
10 Upper Belgrave Street
Tel Royal Institution of Naval Architects / SW1X London +44 20 72 35 46 22 Chairman of the Confederation of European 8BQ Fax +44 20 72 59 59 12 Technology Societies (CEMT) ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Dieter Germany Mr. Bloechl Captain
Nikischstrasse 8
Bundeslotsenkammer
D 22761
Hamburg
+49 40 89 03 435 Fax +49 40 89 05 250 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Martin The Netherlands Mr. Bloem Managing Director
P.O. Box 24074
Holland Marine Equipment
3007 DB
Rotterdam
Tel
Tel
+31 10 444 43 33
Fax +31 10 213 07 00 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Joost Belgium Mr. de Bock Rue du Champs de Mars 21 European Commission
B-1150
Brussels
Tel
+32 2 296 90 89
Fax +32 2 296 33 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Patrick Belgium Mr. Boissier Chairman
Rue Marie de Bourgogne 52-54, 3rd floor B-1000 Brussels
Tel Community of European Shipyards' +32 2 230 27 91 Association (CESA) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Joe Belgium Mr. Borg European Commissioner Fisheries and Maritime Affairs European Commission
200 Rue de la Loi B-1049
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------A.J. The Netherlands Mr. Bos Director
Operetteweg 4
BMOC
1323 VA
Almere
+31 36 546 47 75 Fax +31 36 546 47 77 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Julian United Kingdom Mr. Bray Editor
69-77 Paul Street
+44 20 70 17 46 12 Fax +44 20 70 17 49 75 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Lloyd's List
EC2A 4LQ London
Tel
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
Bretschneider
President
Sylvia
Germany
LennĂŠstrasse 1
State Parliament Mecklenburg-Vorpommern
19053
Schwerin
+49 38 55 25 21 00 Fax +49 38 55 25 21 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jan United Kingdom Mrs. Brooke WFD Advisor
17 Suttons Lane, Deeping Gate
PIANC
PE6 9AA
Peterborough
Research Officer
Ave. Des Gaulois 18
Tel
+44 17 78 34 59 79 Fax +44 17 78 34 59 79 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------James Belgium Mr. Brown
Sustainable Fisheries Programme
B-1040
Brussels
Assistant to Commissioner Piebalgs
200 Rue de la Loi
European Commission
B-1049
Tel
+32 2 738 74 82 Fax +32 2 732 40 04 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Marie Laurence Belgium Ms. Buisson
Brussels
Tel
Tel
+32 2 295 39 32
Fax +32 2 298 86 24 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Philipe Belgium Mr. Burghelle-Vernet Head of Unit
DM28 03/50
European Commission
B-1049
Brussels
Tel
+32 2 295 17 99
Fax +32 2 296 90 66 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Neville The Netherlands Mr. Burt Chairman Environmental Steering Committee
Rotterdamseweg 183c
+31 15 268 25 75 Fax +31 15 268 25 76 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Hermien The Netherlands Mr. Busschbach Central Dredging Association - CEDA
International Water Policy Advisor
2629 HD
Delft
Tel
P.O. Box 20906
Tel Ministry of Transport, Public Works and 2500 EX The Hague +31 70 351 82 61 Water Management Fax +31 70 351 84 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Robert United Kingdom Mr. Canning Head of Marine Environment Policy Branch
Area 2C, 3-8 Whitehall Place
Defra
SW1A 2HH
London
+44 20 72 70 86 39 Fax +44 20 72 70 87 10 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Andrea Sweden Ms. Carew Policy Advisor
Svartviksslingan 28
Fisheries Secretariat
SE-167
39 Bromma
Tel
Tel Fax
+46 8 704 88 84 +46 87 95 96 73
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Carruthers
Cruising Manager
Stuart
United Kingdom
Rya House Ensign Way
Royal Yachting Association
SO31 4YA Southampton
+44 23 80 60 42 30 Fax +44 23 80 60 42 96 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Roberto Italy Mr. Cazzulo Director Marine Division
Via Corsica 12
Rina SpA
16128
Genova
Chairman
Rue de Stalle 140
Tel
+33 010 538 53 32 Fax +33 010 535 11 30 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Marco Belgium Mr. Cercato Tel
Tel European Oils & Gas Innovation Forum B-1180 Brussels +39 06 36 00 16 88 (EUROGIF) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Eduardo Belgium Mr. Chagas General Secretary ETF - European Transport Workers' Federation
Rue du Midi 165 B-1000
Brussels
Tel
+32 2 285 46 69
Fax +32 2 280 08 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Konstantinos Belgium Mr. Chalastanis Ambassador Deputy Permanent Representation of Greece to the EU
25 Rue Montoyer B-1000
Brussels
Tel
+32 2 551 56 39
Fax +32 2 551 56 23 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Mirna Belgium Ms. Cieniewicz European Brussels Office c/o Logos, 54 Rue Vautier B-1050 Brussels
Tel EU Recreational Marine Industry Group +32 2 639 62 30 (EURMIG) Fax +32 2 644 90 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------John United Kingdom Mr. Clarke Secretary
Surrey
Tel EU Recreational Marine Industry Group TW20 8BF Egham +44 17 84 47 33 77 (EURMIG) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Arnaud France Mr. Colson President of Commission Environment
13 Rue JP Timbaud 92454
UEPG - Lafarge Granulats
92454
Issy les Moulineaux Cedex
+33 1 40 95 69 30 Fax +33 1 40 95 69 02 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Emily United Kingdom Ms. Comyn Adviser
12 Carthusian Street
+44 20 74 17 28 58 Fax + 44 20 74 17 88 77 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------International Chamber of Shipping
EC1M 6EZ London
Tel
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
Connolly
European Science Foundation
Niamh Marine Board
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jean Belgium Mr. Courjault Policy Advisor
Rue de Stalle 140
Eurogif
B-1180
Brussels
+32 2 378 29 26 Fax +32 2 377 61 84 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Peter Belgium Mr. Crawley DG Research
CDMA 4/114
European Commission
B-1049
Head of Shipping Policy 2
76 Marsham Street, Great Minster House, Zone 2/28 SW1P London 4DR
Tel
Tel +32 2 299 62 19 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Theresa United Kingdom Ms. Crossley
Department for Transport
Brussels
Tel
+44 20 79 44 36 50
Fax +44 20 79 44 21 86 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Tiago Belgium Mr. Cunha Member of the Cabinet of Commissioner Joe Borg European Commission
200 Rue de la Loi B-1049
Brussels
Tel
Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ruth The Netherlands Ms. Dalgethy Conference Coordinator
P.O. Box 30027
Mare Forum
3001 DA
Rotterdam
Tel +31 10 281 06 55 Fax +31 10 270 89 70 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Aage Denmark Mr. Damsgaard Technical Vice President
99 Hjortekaersvej
FORCE Technology
DK-2800
+45 72 15 77 00 Fax +45 72 15 00 01 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Joanna Belgium Ms. Darmanin Member of the Cabinet of Commissioner Joe Borg European Commission
200 Rue de la Loi
Legal Adviser
Hafnarshúsinu v/Tryggvagötu
B-1049
Kgs. Lyngby
Tel
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Svana Iceland Mrs. Davíðsdóttir
Tel +354 545 82 00 Fax +354 562 17 02 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ministry of Transport
150
Reykjavík
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
De Poli
Managing Director
Chiara
Italy
Via Scarpa 1216
AR.CO.IN. SpA
30010
Venezia - Pellestrina
Tel +39 04 15 27 81 11 Fax +39 04 19 67 018 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Barrie United Kingdom Mr. Deas Chief Executive
Marsden Road
+44 14 72 35 21 41 Fax +44 14 72 24 24 86 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Resianne The Netherlands Ms. Dekkker National Federation of Fishermen
Senior Project Manager
DN31 3SG Grimsby
Tel
P.O. Box 6622
Port of Rotterdam
3002 AP
Rotterdam
Tel +31 10 252 14 55 Fax +31 10 252 19 36 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ketil Belgium Mr. Djรถnne Partner
37-41 Rue du Congres
ADS Insight
B-1000
Brussels
Tel
+32 2 25 03 210
Fax +32 2 25 03 211 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Mario Italy Mr. Dogliani Secretary General
c/o Via Corsica 12
EURACS
16128
Genova
Tel +39 010 538 53 98 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Bernard Belgium Mr. Dognaux Secretary General
Rue Marie de Bourgogne 52
Tel European Marine Equipment Council B-1000 Brussels +32 2 230 90 64 (EMEC) Fax +32 2 280 30 01 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Trevor United Kingdom Mr. Downing Projects Director
Lombard House, 3, Princess Way
+44 17 37 37 97 32 Fax +44 17 37 37 90 00 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Laurent Belgium Mr. d'Ozouville Lloyd's Register - Fairplay
RH1 1UP
Redhill
Tel
Immeuble Artemis, Avenue des Arts, 8 B-1210 Brussels
Tel
+32 2 506 88 60 Fax +32 2 506 88 45 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Richard Scotland Mr. Durham Ifremer
Chairman Marine Policy Working Group
Highland Council, Glenurquhart Road IV3 5NX Inverness
Tel +44 1 862 84 23 10 Fax +44 1 862 84 23 30 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Highland Council
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
van Duyvendijk
Member TNO Board
Cees
The Netherlands
P.O. Box 6000
+31 15 269 71 00 Fax +31 15 262 73 83 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Christos Belgium Mr. Economou TNO
2600 JA
Delft
Tel
DM28 03/50 European Commission
B-1049
Brussels
President
Kon.Albert II Laan 20, P.O.Box 3
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Eric Belgium Mr. van den Eede
+32 2 553 71 61 Fax +32 2 553 71 55 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------David United Kingdom Mr. Elvy PIANC
B-1000
Brussels
Tel
Great Minster House, 76 Marsham Street Tel +44 20 79 44 30 82 UK Department for Transport SW1P London 4DR Fax +44 20 79 44 44 92 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Niels Norway Mr. Engelschiøn Assistant Director General
P.O. Box 8114 Dep.
Norwegian Ministry of Foreign Affairs
0032
Oslo
Tel
+47 22 24 38 16
Fax +47 22 24 33 66 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Olof Finland Mr. Erland Permanent Secretary
P.O. Box 1060
Tel +358 182 50 00 Fax +358 181 92 40 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Audrey The Netherlands Mrs. Eschen Government of Åland
AX 22101 M
Mariehamn
Senior Adviser, Coordination of International P.O. Box 10700 Affairs Tel Transport and Water Management 2501 HS The Hague +31 70 305 22 63 Inspectorate Fax +31 70 305 26 00 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Greg United Kingdom Mr. Evans Deputy Director - Safety, Survey & Inspection
1st Floor, Vanbrugh House
+44 14 89 79 92 03 Fax +44 14 89 79 92 04 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Chris United Kingdom Mr. Faint Maritime Authority of the Cayman Islands
Sector Manager Marine
SO302AF
Grange Drive, Hedge End
Tel
151 Buckingham Palace Road
+44 20 72 15 11 47 Fax +44 20 72 15 13 04 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Department of Trade & Industry
SW1W 9SS
London
Tel
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Mr.
Fenech
Managing Partner
Tonio
Malta
198 Old Bakery Street
Tel +356 21 24 12 32 Fax +356 25 99 06 41 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Cristina Belgium Ms. Fern谩ndez Fenech & Fenech Advocates
Representative in Brussels
VLT 09
Valletta
Case de Asturias en Bruselas
Port Authority of Gij贸n
Rue Saint-Laurent, 36-38 B-1000 Brussels
Managing Director
P.O. Box 23107
+32 2 223 02 14 Fax +32 2 223 04 94 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jan The Netherlands Mr. Fransen
Bureau Green Award
3001 KC
Rotterdam
Assistant Director
P.O. Box 5804, Majorstuen
INTERTANKO
N-0308
Tel
+31 10 217 02 00 Fax +31 10 282 97 62 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Kristian R. Norway Mr. Fuglesang
Oslo
Tel
Tel
+47 22 12 26 45
Fax
+47 22 12 26 41
----------------------------------------------------------------------------------------------------------------------------------------------------------------------Siv Christin Belgium Ms. Gaalaas Senior Officer, Transport Policies
12-16 Rue Joseph II
EFTA Secretariat
B-1000
Brussels
Tel
+32 2 286 17 63
Fax +32 2 286 17 52 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Paul The Netherlands Mr. Gelton Head of Inspection
's Gravenweg 665
Inspection Transport & Watermanagement
3065 SC
Rotterdam
Tel +31 10 266 86 09 Fax +31 10 202 24 00 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Marc Luxembourg Mr. Glodt Government Commissioner for Maritime Affairs
P.O. Box 2636
Luxembourg Maritime Administration
1026
Luxembourg
+352 478 44 53 Fax +352 29 91 40 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Joao Germany Mr. Gomes Piroto Naval Architect
Vorsetzen 35
Germanischer Lloyd AG
20459
+49 40 36 14 97 208 Fax +49 40 36 14 93 333 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Yves Belgium Mr. Goossens General Director
Sir. Winston Churchillkaai 2 Oostende
Tel
+32 59 566 331 Fax +32 59 566 315 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------DAB Vloot
8400
Hamburg
Tel
Tel
____________________________________________________________________ 220 Dutch Maritime Network
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Grant
Enterprise Leader
Jim
United Kingdom
Drake Circus
University of Plymouth
PL4 8AA
Plymouth
Tel +44 17 52 23 35 54 Fax +44 17 52 23 35 54 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Liza United Kingdom Ms. Griffin Geography Department
9 Vicarage Road
Open University
OX1 4RQ
Tel +44 18 65 72 26 80 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Asmundur Denmark Mr. Gudjonsson Senior Adviser
St. Strandstraede 18
Nordic Council of Ministers
1255
Director General
Vesturvor 2
Oxford
+45 33 96 02 55 Fax +45 33 93 20 47 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Hermann Iceland Mr. Gudjonsson
Icelandic Maritime Administration
200
Copenhagen
Tel
Kopavogur
Tel
+35 45 60 00 00
Fax +35 45 60 00 60 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jóhann Iceland Mr. Guðmundsson Director
Hafnarshúsinu v/Tryggvagötu
Ministry of Transport
150
Reykjavík
Tel
+354 545 8200
Fax +354 562 1702 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jean France Mr. Guellec Chargée de Mission
18 Rue de Martignac
Commissariat Général du Plan
75007
Paris
+33 1 45 56 51 85 Fax +33 1 45 56 54 48 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Fernando Andresen Belgium Mr. Guimarães Member of the Cabinet of the President of the Commission European Commission
200 Rue de la Loi B-1049
Secretary General
Rue du Champ de Mars 21
Tel
Brussels
Tel +32 2 298 81 59 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Alfons Belgium Mr. Guinier
Tel European Community Shipowners' B-1000 Brussels Association (ECSA) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Christer Belgium Mr. Gulbrandsen 10B Clos du Parnasse +32 2 502 55 35 Fax +32 2 646 81 22 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------The Brussels Office SPRL
B-1050
Brussels
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Haasis
Director
Hans-Dietrich
Germany
Universit채tsallee GW1A
ISL Bremen
28359
+49 42 12 20 96 10 Fax +49 42 12 20 96 55 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Theresia K. The Netherlands Mrs. Hacksteiner Secretary General
P.O. Box 23210
Tel
Tel +31 10 411 60 70 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Christos Belgium Mr. Hadjichristou European Barge Union (EBU)
3001 KE
Bremen
Rotterdam
Directorate General for Fisheries and Maritime Affairs, European B-1049 Brussels
+32 2 298 75 38 Fax +32 2 292 11 91 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------John Erik Norway Mr. Hagen European Commission - Maritime Policy Task Force
Director Norwegian Coastal Administration
Tel
P.O. Box 466 5501
N-Haugesund
Tel
+47 52 73 32 00
Fax +47 52 73 32 01 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Govert L.M. Belgium Mr. Hamers Chairman
Rue Marie de Bourgogne 52-54, 3rd floor B-1000 Brussels
Tel +31 10 487 13 60 European Marine Equipment Council (EMEC) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------George Scotland Mr. Hamilton Natural Resources Manager
Glenurquhart Road
Highland Council
IV3 5NX
Inverness
+44 14 63 70 25 68 Fax +44 14 63 70 22 98 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Gerard The Netherlands Mr. van Hasselt Senior Project Manager
P.O. Box 6622
Port of Rotterdam
3002 AP
Rotterdam
Office Manager
P.O. Box 30145
Tel
+31 10 252 16 35 Fax +31 10 252 19 36 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Marianne The Netherlands Mrs. Hazelhorst
Dutch Maritime Network
3001 DC
Rotterdam
Chairman
85 Gracechurch Street
Tel
+31 10 205 27 20 Fax +31 10 205 53 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Gunnar J. United Kingdom Mr. Heinonen
+44 20 76 23 31 13 Fax +44 20 76 23 31 13 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ecasba
EC3V 0AA London
Tel
Tel
____________________________________________________________________ 222 Dutch Maritime Network
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Hellan
Vice President
Ă&#x2DC;yvind
Norway
P.O. Box 4125 Valentinlyst
+47 73 59 55 16 Fax +47 73 50 26 60 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Nathalie Belgium Ms. Hesketh MARINTEK
7450
Trondheim
Tel
200 Rue de la Loi European Commission
B-1049
International Affairs Commissioner
Ensign Way
Brussels
+32 2 298 72 16 Fax +32 2 299 48 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------J. Neal United Kingdom Mr. Hill
+44 84 53 45 04 00 Fax +44 84 53 45 03 29 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Roel Belgium Mr. Hoenders RYA
SO31 4YA Southampton
Tel
Tel
Policy Adviser Brussels
ESPO
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Heinz Germany Mr. Hofmann Chairman European Barge Union (EBU)
c/o MSG Mainschiffahrtsgenossenschaft D-97080 Wuerzburg
Tel
+49 93 19 08 11 00
Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Guido The Netherlands Mr. Hollaar Managing Director
P.O. Box 2442
Tel Royal Association of Nederlands' 3000 CK Rotterdam +31 10 414 60 01 Shipowners Association Fax +31 10 233 00 81 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Daniel Germany Mr. Hosseus Esplanade 6 +49 40 35 09 72 18 Fax +49 40 35 09 72 11 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Florencia Belgium Ms. van Houdt German Shipowners Association
20354
Hamburg
Tel
200 Rue de la Loi European Commission
B-1049
Brussels
General Secretary
Rue Nicolas Fossoul 54
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Courtney Belgium Mr. Hough
+32 4 338 29 95 Fax +32 4 337 98 46 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------The Federation of European Aquaculture Producers (FEAP)
4100
Boncelles
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mrs.
van den Hove
Director
Sybille
Spain
Passeig Pintor Romero 8, A1a
HERMES / Median
08197
President
P.O. Box 28
Valldoreix
Tel
+34 93 587 95 36 Fax +34 93 587 95 36 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------A.H. The Netherlands Mr. Hubregtse
Wageningen
Tel
MARIN
6700 AA
+31 31 749 32 19 Fax +31 31 749 32 45 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Robert The Netherlands Mr. Huijser Deputy Director MI / DGTL
P.O. Box 20904
Ministry of Transport / DGTL
2500 EX
The Hague
Tel +31 70 351 13 26 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Hugh United Kingdom Mr. Hurst Peek House, 20 Eastcheap International Group of P&I Clubs
EC3M 1EB London
Tel
+44 20 79 29 35 44
Fax +44 20 76 21 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Andrea Belgium Ms. Husen Research Officer
Rue Royale 45-bte 2
European Metalworkers' Federation
B-1000
Brussels
Tel
+32 2 227 10 10
Fax +32 2 217 59 63 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Yoshihisa Japan Mr. Imai Senior Research Fellow
Kaiyo Senpaku Bldg.,1-15-16, Toranomon, Minato-ku 105-0001 Tokyo
+81 3 35 02 18 92 Fax +81 3 35 02 21 27 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Atilla United Kingdom Mr. Incecik Ocean Policy Research Foundation
Tel
Professor
School of Marine Science and Technology, Armstrong Building University of Newcastle NE1 7RU Newcastle upon Tyne Tel +44 19 12 22 67 24 Fax +44 19 12 22 67 24 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Fati Ghana Ms. Issah Sales Rep.
P.O. Box ct, 4138 Cantonments Accra
+1 233 244 99 46 40 Fax +1 233 212 25 311 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Nicolette Belgium Mrs. van der Jagt Med Trade Ent
Secretary General
Tel
Rue Wiertz 50
+32 2 230 21 13 Fax +32 2 230 41 40 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------European Shippers Council (ESC)
B-1050
Brussels
Tel
____________________________________________________________________ 224 Dutch Maritime Network
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Jamieson
Neil
United Kingdom
2 Riding Park Jamieson International Press Service
EH4 6ED
Tel +44 13 13 36 50 81 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Tony Belgium Mr. Janssen Chairman
Rue Royale 45, bte 2
+32 2 227 10 10 Fax +32 2 217 59 63 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Henk The Netherlands Mr. Janssens European Metalworkers Federation (EMF)
Managing Director
B-1000
Edinburgh
Brussels
Tel
P.O. Box 30145
Dutch Maritime Network
3001 DC
Rotterdam
+31 10 205 27 20 Fax +31 10 205 53 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Claude France Mr. Janvier Group Transport Safety
2 Place de la Coupole
Total S.A.
92078
Paris la DĂŠfense
Tel
Tel
+33 1 47 44 21 91
Fax +33 1 47 44 75 13 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ingvild Belgium Ms. Jenssen Project Coordinator
Clos du Parnasse 10B
Bellona Europa
B-1050
Brussels
Tel
+32 2 485 19 09 20
Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Massimo Italy Mr. Juris General Manager
Via Scarpa 1216
De Poli SpA
30010
Venezia - Pellestrina Tel +39 04 15 27 81 11 Fax +39 04 19 67 018 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jan Belgium Mr. Kappel Secretary General
Rue du Luxembourg 47
EAA, European Anglers Alliance
B-1050
Director Maritime Transport
DM28 03/50
Brussels
Tel
+32 2 286 5956 Fax +32 2 286 5958 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Fotis Belgium Mr. Karamitsos
Brussels
Tel
European Commission
B-1049
+32 2 299 03 46 Fax +32 2 296 78 35 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Thijs The Netherlands Mr. Kattouw Company Lawyer
P.O. Box 19406
+31 6 51 22 86 64 Fax +31 20 523 43 54 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Amsterdam Ports
1000 GK
Amsterdam
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Kayenburg
President
Martin
Germany
Duesternbrooker Weg 70
State Parliament of Schleswig-Holstein
24105
Kiel
+49 43 19 88 10 01 Fax +49 43 19 88 11 84 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Sanja Belgium Ms. Klisovic First Secretary
Avenue des Arts, 50
Mission of the Republic of Croatia to the EU
B-1000
Deputy Head of Cabinet of Commissioner Borg
200 Rue de la Loi
European Commission
B-1049
Chairman
P.O. Box 2442
Tel
Brussels
Tel +32 2 500 09 31 Fax +32 2 646 56 64 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Michael Belgium Mr. Koehler
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Aart The Netherlands Mr. Korteland
Tel +31 10 414 60 01 Royal Association of Nederlands' 3000 CK Rotterdam Shipowners Association Fax +31 10 233 00 81 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jannis The Netherlands Mr. Kostoulas Managing Director
P.O. Box 30027
Mare Forum
3001 DA
Rotterdam
Tel
+31 10 281 06 55
Fax +31 10 270 98 70 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ioannis Belgium Mr. Kourouniotis Maritime Transport AttachĂŠ
25 Rue Montoyer
Tel Permanent Representation of Greece to the B-1000 Brussels +32 2 551 56 39 EU Fax +32 2 551 56 23 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Asmund Norway Mr. Kristoffersen MP
Stortinget
Norwegian Parliament
0026
Oslo
+47 23 31 36 04 Fax +47 23 31 38 62 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Eisuke Japan Mr. Kudo Managing Director Ship and Ocean Foundation
Kaiyo-Senpaku Bilding, 1-15-16, Toranomon, Minato-ku 105-0001 Tokyo
Conference Assistant
P.O. Box 30027
Tel
+81 3 3502 1929 Fax +81 3 3502 2033 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Yvonne The Netherlands Ms. Kuiper
Tel +31 10 281 06 55 Fax +31 10 270 98 70 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Mare Forum
3001 DA
Tel
Rotterdam
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Kyriakopoulos
Directorate-General Research -Transport
Michael
Belgium
Rue du Champ de Mars 21
European Commission
B-1000
+32 2 298 55 75 Fax +32 2 296 33 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Michal Poland Mr. Lachert Advocate
Al. Ujazdowskie 10 Warsaw
Tel
+44 22 437 82 00 Fax +44 22 437 82 01 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Stephen United Kingdom Mr. Ladyman Wardynski & Partners
00-478
Brussels
Tel
Minister of State
Great Minster House, 76 Marsham Street Tel UK Department for Transport SW1P London +44 20 79 44 30 82 4DR Fax +44 20 79 44 44 92 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Dan United Kingdom Mr. Laffoley Head, Marine Conservation
Northminster House
English Nature
PE1 1UA
Peterborough
Tel
+44 1 733 45 52 34
Fax +44 1 733 56 88 34 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jean-Paul Belgium Mr. Launay Commission
Rue de la Loi 200
European Commission
B-1049
Brussels
Tel
+32 2 295 91 07
Fax +32 2 296 37 65 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Hugh Belgium Mr. Laxton Head of Office
Avenue des Gaulois 18
UK Nature & Landscape Office
B-1040
Maritime Consultant
2 Herquetot
Brussels
Tel
+32 2 738 74 80 Fax +32 2 738 74 87 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Paul France Mr. Lechevallier
Vasteville
Tel
Marine Conseil
50440
+33 2 33 52 74 70 Fax +33 2 33 52 60 81 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Eelco The Netherlands Mr. Leemans Shipping
Drieharingstraat 25
North Sea Foundation
3511 BH
+31 30 234 00 16 Fax +31 30 230 28 30 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Chris Belgium Mr. Lefevere Secretary General
St. Aldegondiskaai 36-38 Antwerp
Tel
+32 3 744 02 36 Fax +32 3 205 94 37 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------European Maritime Pilots Association
2000
Utrecht
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
Lenzarini
Patrizia
Belgium
Journalist Brussels
European Commission
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Richard United Kingdom Mr. Leslie Permanent Secretary
36 Broadway Street
IACS
SW1H 0BH
+44 20 79 76 06 60 Fax +44 20 75 08 11 00 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Piotr Poland Mr. Lewandowski Chairman of Development, Promotion & International Co-operation Commission Regional Parliament of Westpomeranian Voievodeship
Waly Chrobrego 4 70-502
London
Tel
Szczecin
Tel +48 91 43 35 770 Fax +48 91 43 03 350 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Rikke Norway Mr. Lind Managing Director
P.O. Box 1452 Vika
Maritimt Forum
N-0116
Oslo
Tel
+47 90 03 48 73
Fax +47 22 41 57 21 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Nicolaos Greece Mr. Litinas Vice Rector
2A Korai Street
University of the Aegean
82100
Chios
Tel
+30 22 71 03 52 01
Fax +30 22 71 03 52 99 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Uve Belgium Mr. Lohmann Maritime Attachée Brussels
Permanent Representative of Germany
Tel
Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ramon Spain Mr. Lopez-Eady Managing Director
Avda Cardenal Herrera 57
Tel +34 914 17 04 37 Fax +34 917 29 36 47 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Reinhard Belgium Mr. Lüken Uninave
Secretary General
2804
Madrid
Rue Marie de Bourgogne 52-54, 3rd floor B-1000 Brussels
Tel Community of European Shipyards' +32 2 230 32 87 Association (CESA) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Michael Belgium Mr. Lund General Manager
Rue du Cornet 83
+32 2 230 81 41 Fax +32 2 230 88 29 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Danish Shipowners' Association
B-1040
Brussels
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Maeland
Senior Advisor
Torbjoern
Norway
P.O. Box 8014 Dep
Ministry of Trade and Industry
N-0030
Oslo
+47 22 24 04 76 Fax +47 22 24 27 79 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------John The Netherlands Mr. Maggs Policy Officer (Shipping and the Environment)
c/o Drieharingstraat 25
Seas at Risk
NL-3511 BH
Director
27 Queen Annes Gate
Tel
Utrecht
Tel +44 79 66 32 23 79 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Paul United Kingdom Mr. Markides
OCIMF
SW1H 9BU
London
Tel
+44 20 76 54 12 00 Fax +44 20 76 54 12 05 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Maria Cristina Belgium Ms. Marolda CEC DG RTD H/02
CDMA 4/182
European Commission
B-1049
Brussels
Tel
+32 2 295 83 91
Fax +32 2 296 05 50 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------James United Kingdom Mr. Marsden Head of Policy
Northminster House
English Nature
PE1 1UA
Peterborough
Tel
+44 1 733 45 53 72
Fax +44 1 733 56 88 34 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ana Belgium Ms. Martinho Office of the President
DM28 03/50
+32 2 292 06 84 Fax +32 2 292 15 03 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Helge Otto Norway Mr. Mathisen European Commission
B-1049
Brussels
Tel
P.O. Box 82 Color Line
N-4662
Kristiansand S.
Tel +47 99 22 33 30 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Paola Belgium Mrs. Mazzucchelli Secretary General
Rue de Stalle 140
European Oils & Gas Innovation Forum (EUROGIF)
B-1180
Tel +32 2 378 29 26 Fax +32 2 377 61 84 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Richard United Kingdom Mr. Meade Newswatch & Features Editor
3 Princess Way
Tel +44 17 37 37 91 49 Fax +44 17 37 37 90 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Lloyd's Register - Fairplay Ltd
RH1 1UP
Brussels
Redhill, Surrey
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mrs.
de Meester
Secretary General
Agnes
Belgium
Rue du Champ de Mars 21
Tel +32 2 646 81 83 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Carsten Denmark Mr. Melchiors European Dredging Association (EuDA)
Secretary General
B-1000
Brussels
Bagsvaerdvej 161
BIMCO
2880
Bagsvaerd
+45 44 36 68 41 Fax +45 44 44 50 60 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jack Belgiun Mr. Metthey Director
CDMA 04/45
Tel
Tel European Commission - Directorate BE-1049 Brussels +32 2 296 88 70 General for Research Fax +32 2 299 21 11 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jacques Belgium Mr. Michaux DG TREN Maritime Directorate
Rue de Mot 28
European Commission
B-1040
Brussels
Tel
+32 2 295 78 92
Fax +31 2 296 85 99 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Stefano Italy Mr. Michetti Automation System Design Manager - Naval Vessel Business Unit Fincantieri C.N.I. SpA
Via Cipro 11 16129
Genova
Tel
+39 010 599 55 52
Fax +39 010 599 55 23 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Andreas Belgium Mr. Micu Directorate General in Fisheries and Maritime Affairs/MPTF European Commission
J99 7/58
International Shipping Policy
2/26 Great Minster House, 76 Marsham Street SW1P London 4DR
Brussels
+32 2 298 79 48 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------David United Kingdom Mr. Milroy Tel
+44 20 79 44 54 23 Fax +44 20 79 44 21 82 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Robert United Kingdom Mr. Moss Department of Transport
Head of Consultancy Division - Marketing
Tel
Admiralty Way
UK Hydrographic Office
TA1 2DN
Tel +44 18 23 33 79 00/3142 Fax +44 18 23 33 49 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Humberto Spain Mr. Moyano Dpto. Gesti贸n del Conocimiento
Claudio Alvargonz谩lez 32
+34 985 17 96 00 Fax +34 669 80 16 00 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Autoridad Portuaria de Gij贸n
362001
Taunton, Somerset
Gij贸n (Asturias)
Tel
____________________________________________________________________ 230 Dutch Maritime Network
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Murphy
Director, Irish Maritime Development Office
Glenn J.
Ireland
80 Harcourt Street Dublin 2
+353 1 476 65 00 Fax +353 1 478 49 88 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Rolf Germany Mr. Nagel IMDO-Ireland
State Secretary
Tel
Invalidenstrasse 44
+49 30 20 08 22 00 Fax +49 30 20 08 22 19 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Andreia Filipa Portugal Ms Nagueira Gomes German Federal Ministry of Transport, Building and Housing
10115
Berlin
Tel
Trainee of Journalism Lisboa
New's Agency Lusa
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Paul Belgium Mr. Nemitz 200 Rue de la Loi European Commission
B-1049
Brussels
Tel
+32 2 296 91 35
Fax +32 2 295 19 42 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Eugene Ireland Mr. Nixon Marine Spatial Planning
Abbotstown
Marine Institute
Dublin 15
Dublin
Tel
+44 35 31 82 28 201
Fax +44 35 21 82 05 078 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Chris United Kingdom Mr. North Director Marine
151 Buckingham Palace Road
+44 20 72 15 16 01 Fax +44 20 72 15 13 04 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jens Denmark Mr. Nytoft Rasmussen Department of Trade & Industry
Advisor
SW1W 9SS
London
Tel
St. Strandsrtaede 18
Nordic Council of Ministers
1255
Copenhagen
+45 33 96 04 00 Fax +45 33 11 02 70 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Shinichiro United Kingdom Mr. Otsubo Director
9 Marchalsea Road
Japan Ship Centre
SE1 1EP
+44 20 74 03 16 66 Fax +44 20 74 03 17 77 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Wladimir Norway Mr. Pallu de Beaupuy Commercial Director
P.O. Box 2243 Sandefjord
Tel
+47 33 42 52 00 Fax +47 33 42 52 03 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Brostrรถm Tankers AS
3203
London
Tel
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Papanikolaou
Professor
Apostolos
Greece
9 Heroon Polytechniou
WEGEMT-NTUA
15773
+30 210 772 14 16 Fax +30 210 772 14 08 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Simon Belgium Mr. Pascoe Head of Brussels Office
Rue Joseph II, 20
Tel
Tel +32 2 50 64 477 Fax +32 2 50 28 360 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Robert United Kingdom Mr. Patrick Welsh Local Government Association
Secretary General
B-1000
Athens
Brussels
10 Upper Belgrave Street
Tel European Association of Universaties in SW1X London +44 20 78 38 91 49 8BQ Marine Technology (WEGEMT) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Diederik Belgium Mr. Peereboom Manager EU Affairs
Bd du Souverain 165
OGP
B-1200
Brussels
Tel +32 2 566 91 55 Fax +32 2 566 91 59 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jacqueline France Mr. Penez Direction of European Affairs
155 Rue Jean-Jacques Rousseau
Ifremer
92138
Issy-les-Moulineaux Cedex
Tel
+33 1 46 48 21 94
Fax +33 1 46 48 22 24 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jose-Esteban Spain Mr. Perez President
Castello 66, 6th
Tel +34 915 75 10 24 Fax +34 915 77 16 79 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jean-Yves France Mr. Perrot Spanish Association Naval Architects
Chairman
28001
Madrid
155 Rue Jean-Jacques Rousseau
Ifremer
92138
Issy-les-Moulineaux Cedex
Tel +33 1 46 48 22 87 Fax +33 1 46 48 22 48 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Yury Russian Federation Mr. Peskov ARC General Manager
1 Svobody Street
JSC "Novoship"
353900
Tel +7 86 17 25 10 71 Fax +7 86 17 25 11 43 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Carol Belgium Ms. Phua Marine Coordinator, WWF European Policy Office WWF
36 Avenue de Tervurenlaan B-1040
Novorossiysk
Brussels
Tel +32 2 740 09 28 Fax -----------------------------------------------------------------------------------------------------------------------------------------------------------------------
____________________________________________________________________ 232 Dutch Maritime Network
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Piebalgs
Andris
Belgium
EU Commissioner for Energy
200 Rue de la Loi
European Commission
B-1049
Director (Maritime)
Bldg Y20E, Rm G15, Cody Technolo gy Park, GU14 0LX Farnborough
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Michael United Kingdom Mr. Powell
+44 12 52 39 33 49 Fax +44 12 52 39 42 90 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Luisa Belgium Mrs. Prista CHIRP
Rue du Champs de Mars 21 CDMA 4/106 B-1150 Brussels
Tel
+32 2 296 15 98 Fax +32 2 298 81 88 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------John United Kingdom Mr. Ramage European Commission
Managing Director International Registries (UK) Ltd.
Tel
3rd Floor, 42 Moorgate EC2R 6EL London
Tel
+44 20 76 38 47 48
Fax +44 20 73 82 78 20 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Karin Belgium Ms. Refsnes 200 Rue de la Loi European Commission
B-1049
Brussels
Tel
+32 2 295 39 11
Fax +32 2 299 48 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Perla The Netherlands Ms. Remouchamps Conference Assistant
P.O. Box 30027
+31 10 281 06 55 Fax +31 10 270 98 70 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ivan France Mr. Replumaz Mare Forum
3001 DA
Rotterdam
Tel
Paris La DĂŠfense Cedex Tel +33 1 47 78 21 21 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------John Belgium Mr. Richardson CEO Technip
92973
Paris
200 Rue de la Loi +32 2 298 06 10 Fax +32 2 299 48 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Saskia Belgium Ms. Richartz European Commission - Maritime Policy Task Force
EU Marine Policy Director
B-1049
Brussels
Tel
199 Rue Belliard
+32 2 274 19 02 Fax +32 2 274 19 10 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Greenpeace European Unit
B-1040
Brussels
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
de Richemont
Henri
France
French Senator
15 Rue de Vaugirard Palais du Luxembourg 75006 Paris
Special Adviser
P.O. Box 8118 Dep.
Tel +33 1 59 59 66 88 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Tore Norway Mr. Riise
+47 22 24 64 54 Fax +47 22 24 95 85 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ingrid The Netherlands Ms. Rรถmers Ministry of Fisheries and Coastal Affairs
Netherlands Correspondent
0032
Oslo
Tel
P.O. Box 6622
Maritime Intelligence Ltd / IHMA
3002 AP
+31 10 252 19 73 Fax +31 10 252 43 80 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ruurd The Netherlands Mr. van Rooijen Projectofficer Doctrine at the Maritime Doctrine & Tactical Centre Royal Netherlands Navy
P.O. Box 10000 1780 CA
Rotterdam
Den Helder
Tel
Tel
+31 223 65 70 03
Fax + 31 223 65 72 56 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ton The Netherlands Mr. Roos Director
Vasteland 12E
CBRB
3011 BL
Rotterdam
Tel
+31 10 411 59 00
Fax +31 10 412 90 91 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Joost The Netherlands Mr. Rovers Director
P.O. Box 474
+31 182 56 73 66 Fax +31 182 56 73 73 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------David United Kingdom Mr. Rowe VBKO
Senior Manager
2800 AL
Gouda
2/26 Great Minster House, 76 Marsham Street SW1P London 4DR
Tel
+44 20 79 44 37 11 Fax +44 20 79 44 21 82 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Waddah Belgium Mr. Saab Department of Transport
Member of the Cabinet of Commissioner Joe Borg European Commission
200 Rue de la Loi
Chairman
c/o Via Corsica 12
B-1049
Tel
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ugo Italy Mr. Salerno
+39 010 538 52 16 Fax +39 010 535 13 57 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------EURACS
16128
Genova
Tel
____________________________________________________________________ 234 Dutch Maritime Network
European Maritime Policy Conference: Proceedings ____________________________________________________________________
THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Sand
Vice President
Stig
Denmark
Hjortekaersvej 99
FORCETechnology
2800
Kgs. Lyngby
+45 72 15 77 00 Fax +45 72 15 77 01 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Birgitta Belgium Ms. Sander Olsen Maritime Policy Task Force
Rue de Mot 28
European Commission
B-1040
Member of the Cabinet of Commissioner Joe Borg European Commission
Berlaymont 200, Rue de la Loi
Directorate Maritime Transport
P.O. Box 20901
Tel
Tel +32 2 298 75 87 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Roderick Belgium Mr. Sant
B-1049
Brussels
Brussels
+32 2 229 68 10 Fax +32 2 298 84 94 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Edwin The Netherlands Mr. van der Schaft Tel
Tel +31 70 351 14 53 Ministry of Transport, Public Works and 2500 EX The Hague Water Management - EU-Affairs Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Peter Belgium Mr. Scherrer Secretary General European Metalworkers Federation (EMF)
Rue Royale 45, bte 2 B-1000
Brussels
Tel
Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Juergen Germany Mr. Schoening Director
Duesternbrooker Weg 70
+49 43 19 88 10 10 Fax +49 43 19 88 10 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Stefanie Germany Ms. Schroeder State Parliament of Schleswig-Holstein
24105
Kiel
Tel
Division International and European Maritime Invalidenstrasse 44 Policy, Law of the Sea Tel German Federal Ministry of Transport 10115 Berlin +49 30 20 08 22 00 Building & Housing Fax +49 30 20 08 22 19 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Harald The Netherlands Mr. Seibicke Managing Director
Jan van Galenstraat 56
+31 10 204 04 04 Fax +31 10 426 90 98 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Kirsten UllbĂŚk Norway Mrs. Selvig Germanischer Lloyd Netherlands B.V.
Director General
3115JG
Schiedam
Tel
P.O. Box 8118 Dep
+47 22 24 64 37 Fax +47 22 24 95 85 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ministry of Fisheries and Coastal Affairs
0032
Oslo
Tel
____________________________________________________________________ Dutch Maritime Network 235
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Sicurezza
Director
Renato
Italy
Via Tevere 1/A
ASSONAVE
00198
Prinicipal Administrator
J-99 07/34
Rome
+39 06 84 51 42 28 Fax +39 06 84 51 42 43 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Haitze Belgium Mr. Siemers Tel
Tel European Commission - Directorate BE-1049 Brussels +32 2 299 01 85 General for Fisheries and Maritime Affairs Fax +32 2 299 48 17 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Joao M.R. Portugal Mr. Silva Director
Escola Nautica Infante D. Henrique, av. Eng. Bonneville 2770-058 Paco de Arcos
+351 214 42 60 26 Fax +351 21 442 95 46 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Francois Spain Mr. Simard E.N.I.D.H.
Tel
Marine Programme Coordinator
Calle Maria Curie 35, Sede Social Campanillas 29590 Malaga Tel +34 952 028 430 IUCN Fax +34 952 028 145 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Gavin United Kingdom Mr. Simmonds
UK Chamber of Shipping & ECSA
Carthusian Court, 12 Carthusian Street EC1M 6EZ London
Tel
+44 20 74 17 28 00
Fax +44 20 22 26 20 80 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Lennart Belgium Mr. Simmonsson Chairman
Rue du Champ de Mars 21
Tel European Community Shipowners' B-1000 Brussels +32 2 511 39 40 Association (ECSA) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ida Norway Mrs. Skard Director General
P.O. Box 8014 Dep
Tel +47 22 24 65 55 Fax +47 22 24 27 79 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Robert United Kingdom Mr. Smart The Royal Ministry of Trade and Industry
Head of External Affairs
N-0030
Oslo
71 Fenchurch Street
Lloyd's Register
EC3M 4BS London
+44 20 74 23 28 46 Fax +44 20 74 23 22 13 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Harri Finland Mr. Soininen Research Manager
P.O. Box 1705
+358 20 722 62 23 Fax +358 20 722 70 76 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------ECMAR/VTT Industrial Systems
FI- 02044
VTT (Espoo)
Tel
Tel
____________________________________________________________________ 236 Dutch Maritime Network
European Maritime Policy Conference: Proceedings ____________________________________________________________________
THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
Soisson
Group Transport Safety
Nathalie
France
2 Place de la Coupole
Total S.A.
92078
Tel +33 1 47 44 68 43 Fax +33 1 47 44 75 13 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Hilde Charlotte Norway Ms. Solheim Director of Communication & Information
P.O. Box 5465 Majorstuen
+47 23 08 86 49 Fax +47 23 08 86 21 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Birgit Denmark Ms. Sølling Olsen Norwegian Hospitality Association
Director of Shipping
N-0305
Paris la Défense
Oslo
Tel
Vermundsgade 38C
Danish Maritime Authority
2100
Copenhagen
Tel +39 17 46 65 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Robert United Kingdom Mr. Somerville Chairman
36 Broadway Street
Tel +44 20 79 76 06 60 International Association of Classification SW1H London 0BH Societies (IACS) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Florence France Ms. Soudry Chargée de Affaires Europeennes
Terre-Plein de la Barre - P.O. Box 11,13 Tel +33 2 32 74 73 16 Port Autonome du Havre 76067 Le Havre Fax +33 2 32 74 72 95 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Sally Scotland Ms. Spence European Officer
Greenhead
Shetland Islands Council
ZE1 0PY
+44 15 95 74 49 15 Fax +44 15 95 74 49 61 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Terje Norway Mr. Staalstroem Senior Vice President
Veritasveien 1
Tel
+47 67 57 89 99 Fax +47 67 57 88 50 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Justin Belgium Mr. Stares DNV
N-1322
Lerwick, Shetland
Hövik
Tel
Brussels
Tel
EU Correspondent +32 2 649 83 31 Fax +32 2 649 83 31 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Øyvind Norway Mr. Stene Lloyd’s List
General Manager
Servicebox 2
+47 70 23 10 00 Fax +47 70 23 10 08 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------The Norwegian Costal Administration
6025
Ålesund
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Stordiau
President
Marc
Belgium
Rue De Praetere, 2-4
European Dredging Association (EuDA)
B-1000
Tel +32 2 646 81 83 Fax +32 2 646 60 63 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ella Belgium Ms. Strickland Member of the Cabinet of Commissioner Joe Borg European Commission
200 Rue de la Loi
Quality Manager
P.O. Box 23107
B-1049
Brussels
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Karin The Netherlands Ms. Struijk
Bureau Green Award
3001 KC
Rotterdam
+31 10 217 02 00 Fax +31 10 282 97 62 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Juan L Spain Mr. Suárez-de Vivero Professor
María de Padilla, s/n
University of Seville
41004
Sevilla
Tel
Tel
+34 954 55 13 65
Fax +34 954 55 69 88 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Karen United Kingdom Ms. Sumser-Lupson Research Fellow
16 Portland Villas
University of Plymouth
PL4 8AA
Plymouth
Tel
+44 17 52 23 27 47
Fax +44 17 52 23 28 54 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Tatiana Belgium Ms. Sutiakova Rue de la Loi 81A BirdLife International
B-1040
Brussels
+32 2 280 08 30 Fax +32 2 230 38 02 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Peter United Kingdom Mr. Swift Managing Director
St. Clare House
+44 20 79 77 70 10 Fax +44 20 79 77 70 11 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Despina Belgium Ms. Symons INTERTANKO
Coordinator of the Fisheries Working Group of the European Use Specialist Group
EC3N 1DD London
Tel
Tel
Rue de la Science 10 B-1000
Brussels
Tel
+32 2 230 30 70
Fax +32 2 230 82 72 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Patrick Belgium Mr. Tabone Head of Cabinet of Commissioner Joe Borg
200 Rue de la Loi
European Commission
B-1049
Brussels
Tel Fax
-----------------------------------------------------------------------------------------------------------------------------------------------------------------------
____________________________________________________________________ 238 Dutch Maritime Network
European Maritime Policy Conference: Proceedings ____________________________________________________________________
THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Teurelincx
Secretary General
Diego
Belgium
Truerenberg 6
Tel Federation of European Private Port B-1000 Brussels +32 2 736 75 52 Operators (FEPORT) Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Fabrice France Mr. Theobald Managing Director
47 Rue de Monceau
French Shipbuilders' Association
75008
Paris
Tel +33 1 53 89 52 04 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Mireille Belgium Ms. Thom Spokes Person to Mr. Joe Borg
200 Rue de la Loi
European Commission
B-1049
International Affairs Liaison, Security & International Affairs Dept. BIMCO
161 Bagsvaerdvej
Programme Officer
Rue du Cornet 22
European Transport Safety Council
B-1040
Brussels
Tel Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Thomas Denmark Mr. Timlen
2880
Bagsvaerd
Tel +45 44 36 68 00 Fax +45 44 36 68 68 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ellen Belgium Ms. Townsend
Brussels
Tel
+32 2 230 41 06
Fax +32 2 230 42 15 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jurgen Germany Mr. Tracht Chairman
Gunther-Pluschow-Strasse 8
Tel EU Recreational Marine Industry Group D-50829 Kรถln +49 221 59 57 10 (EURMIG) Fax +49 22 15 95 71 10 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Hilde Germany Ms. Trebesch Director Investment Policy, Infrastructure Invalidenstrasse 44 Policy, Telematics, Transport Technology Tel German Federal Ministry of Transport 10115 Berlin +49 30 20 08 22 00 Building & Housing Fax +49 30 20 08 22 19 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ioannis Greece Mr. Tzoannos Secretary General
150, Grigoriou Lambraki
Hellenic Ministry of Mercantile Marine
18518
Piraeus
Tel +30 210 422 07 49/63 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Bekir Sitki Turkey Mr. Ustaoglu Deputy Under Secretary
Gmk Bulvari, No.: 128/A, Kat.: 1, Maltepe 06570 Ankara
Tel Republic of Turkey Prime Ministry Under +9 312 232 47 71/72 Secretariat for Maritime Affairs Fax +9 312 232 47 73 -----------------------------------------------------------------------------------------------------------------------------------------------------------------------
____________________________________________________________________ Dutch Maritime Network 239
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
Vallee
Fabienne
France
European and International Cooporation Development Manager Technopôle Brest-Iroise
40 rue Jim Sévellec - CS 83809
Advisor
P.O. Box 59330
29238
Brest Cédex 3
+33 2 98 05 03 48 Fax +33 2 98 05 47 67 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Aristo The Netherlands Mr. Vallianatos
Marinco Survey BV
3008 PH
Rotterdam
Secretary General
Treurenberg 6
Tel
+31 10 283 66 55 Fax +31 10 283 66 50 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Patrick Belgium Mr. Verhoeven
European Sea Ports Association (ESPO)
B-1000
Secretary General
Rue Montoyer 24
Tel
Brussels
Tel +32 2 736 34 63 Fax ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Guy Belgium Mr. Vernaeve
Tel +32 2 230 48 48 Association of National Organizations of B-1000 Brussels Fishing Enterprises in the E.U. Fax (EUROPECHE) ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jeppe Torp Denmark Mr. Vestentoft Vermundsgade 38C Danish Maritime Authority
2100
Copenhagen
Tel
+45 39 17 44 00
Fax +45 39 17 44 01 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Gonçalo Belgium Mr. Viegas Avenue de Beaulieu 5 European Commission
BE-1160
Brussels
+32 2 298 17 54 Fax +32 2 296 88 25 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------André The Netherlands Mr. Vink Director
Hoofdstraat 82
EURMIG/HISWA Association
3972 LB
+31 343 52 47 24 Fax +31 343 52 47 25 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Pierre France Mr. van Vooren Marine Consultant
BAT. F. 601 Bd de Cabry
A.M.O. Paimpol
83140
Prinicipal Administrator
Brey 9/31
Driebergen
Tel
+33 4 94 25 92 17 Fax +33 4 94 25 61 26 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ronald Belgium Mr. Vopel Tel
Tel +32 2 299 18 20 Fax +32 2 296 70 14 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------European Commission - DG Enterprise and Industry
B-1049
Six Fours les Place
Tel
Brussels
____________________________________________________________________ 240 Dutch Maritime Network
European Maritime Policy Conference: Proceedings ____________________________________________________________________
THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Mr.
Wagelaar
Accountant
Johan
The Netherlands
Troelstralaan 65 A
Pricewaterhouse Coopers
9722 JE
Groningen
+31 6 54 20 23 14 Fax +31 505 29 08 68 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Franรงois Belgium Mr. Wakenhut Directorate General Environment
Avenue de Beaulieu 9
European Commission
B-1160
Brussels
Research Director
11 Solent View Road
Tel
+32 2 296 53 80 Fax +32 2 296 88 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Nicholas United Kingdom Mr. Ward
Trinity House
PO318JY
Cowes, IW
Associate Director (Europe)
Rue du Marteau 21
The Waterfront Partnership
B-1000
Tel
+44 19 83 28 29 53 Fax +44 20 74 80 76 62 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Mark Belgium Mr. Watts
Brussels
Tel
Tel
+44 77 95 54 87 66
Fax +32 2 229 53 83 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Leo Belgium Mr. Werkers Director
Brouwersvliet 33, P.O. Box 6
CIMA
2000
Tel +32 3 232 10 52 Fax +32 3 3 231 39 97 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jan Belgium Mr. Werts EU-Correspondent
Franklinstraat 97
Tel +32 2 735 94 31 Fax +32 2 735 75 69 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Niels Belgium Mr. Wichmann Reed Business Transport, Rotterdam
Chairman
B-1000
Antwerp
Brussels
Rue Montoyer 24
Tel Association of National Organizations of B-1000 Brussels +45 70 10 40 40 Fishing Enterprises in the E.U. Fax (EUROPECHE) ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Christopher United Kingdom Mr. Wiernicki President & COO
ABS House
ABS Europe Ltd.
E1 7HR
+44 20 73 77 44 09 Fax +44 20 73 77 24 53 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Fredrik J. The Netherlands Mr. van Wijnen President
Delftsestraat 9c Rotterdam
Tel
+31 10 240 05 92 Fax +31 10 240 05 96 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Confederation of European Shipmasters' Associations
3013 AB
London
Tel
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THE NEW EUROPEAN MARITIME POLICY, Nov. 17, Renaissance Hotel - Brussels ----------------------------------------------------------------------------------------------------------------------------------------------------------------------
Ms.
Wijnolst
Conference Assistant
Isabelle
The Netherlands
P.O. Box 30027
Mare Forum
3001 DA
Rotterdam
+31 10 281 06 55 Fax +31 10 270 98 70 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Niko The Netherlands Mr. Wijnolst Chairman
P.O. Box 30145
Dutch Maritime Network
3001 DC
Rotterdam
Journalist
Kerkstraat 29
Tel
+31 10 205 27 20 Fax +31 10 205 53 07 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Ewa The Netherlands Ms. Wildmark
Sjöbefäl
4285 BA
Woudrichem
General Manager
85 Gracechurch Street
Tel
+31 183 30 435 Fax +31 183 30 46 56 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Jonathan United Kingdom Mr. Williams Tel
Tel +44 20 76 23 31 13 Fax +44 20 76 23 31 13 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Colin United Kingdom Mr. Wright Ecasba
EC3V 0AA London
36 Broadway Street IACS Ltd
SW1H 0BH
Tel +44 20 79 76 06 60 Fax +44 20 75 08 11 00 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------Karin Norway Mrs. Yrvin State Secretary
P.O. Box 8014 Dep
+47 22 24 01 06 Fax +44 22 24 01 14 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------The Royal Ministry of Industry and Trade
0030
London
Oslo
Tel
____________________________________________________________________ 242 Dutch Maritime Network