>;*k1&f& 
COMMISSION OF THE EUROPEAN COMMUNITIES 
Brussels, 13.03.1996 
COM(96)84 final 
COMMUNICATION FROM THE COMMISSION 
TO THE COUNCIL, THE EUROPEAN PARLIAMENT, 
THE ECONOMIC AND SOCIAL COMMITTEE 
AND THE COMMITTEE OF THE REGIONS 
SHAPING EUROPE'SMAMÏBŒFUTÙME 
A CONTRIBUTION TO THE COI^ETITIVENESS OF 
MARITIME ïï^usraîES 

TABLE OF CONTENTS 
I. INTRODUCTION 
II. THE VITAL ROLE OF THE MARITIME INDUSTRIES FOR THE EUROPEAN 
UNION 
1. Shipbuilding 
2. Shiprepair 
3. Maritime Transport 
4. Ports 
5. Marine Resources, Fishing and Energy 
a) Energy 
b) Fisheries and Aquaculture 
c) Deep Sea Operations and Other Marine Resources 
III. FIELDS OF ACTION 
1. Promotion of Intangible Investment 
a) Information and Telecommunication Technology 
b) Co-ordination of Research and Development 
c) Vocational Training 
2. Development of Industrial Co-operation 
a) Co-operation with Third Countries' Industries 
b) Industrial Co-operation within the Union 
3. Ensuring Fair Competition 
a) Reducing State Aid for Shipbuilding 
b) Financial Promotion of Maritime Projects 
c) Uniform Application of International Rules and Standards 
4. Modernising the Role of Public Authorities 
a) Development of Infrastructure 
b) Integrated Management of the Coastal 7x>nes 
c) Market Liberalisation and Reduction of Administrative Burdens 
d) Co-operation between Industry and Commission 
e) Co-operation between EU and Central and Eastern European 
Countries and Mediterranean Countries 
IV. CONCLUDING REMARKS 
Annex: Statistical Data 
/ -, 
I. INTRODUCTION 
The Commission, in its Communication "An Industrial Competitiveness Policy for the 
European Union" (COM (94) 319) of September 1994, identified priorities for the 
Union's industrial policy, which are based on a close monitoring of the evolution of 
industrial competitiveness and on the implementation of an efficient partnership between 
industry and public authorities. The Commission stressed the importance of making use 
of instruments and policies of a horizontal nature which promote the right business 
environment, as opposed to sectorally defensive instruments. This approach to industrial 
policy has been approved by the Council and acknowledged by the Parliament. 
Improving the competitiveness of its industry to raise employment is at the core of the 
Union's economic policy. This was set out by the Commission in its White Paper 
"Growth, Competitiveness, Employment" of 1993 and endorsed by the European Council 
in Essen in December 1994. The Commission was asked to regularly report on its efforts 
to improve competitiveness. It has set up a consultative group which reports twice a year 
on different aspects of European competitiveness ("Ciampi-Group"). 
The present Communication contributes to this ongoing rigorous appraisal in assessing 
how the Union's industrial policy can contribute to the competitiveness of maritime 
industries. 
Not long ago this sector was considered as an "old" industry. Shipbuilding in particular 
was threatened with extinction in the face of global competition, which for a large part 
was distorted by state aid. 
The Commission emphasised the importance of maritime issues for the first time in its 
Communication "New Challenges for Maritime Industries" of September 1991 (*). In this 
document the Commission defined the framework in which a coherent approach to the 
maritime industries should be implemented. 
In 1992 the Maritime Industries Forum was created. It brings together all maritime 
industries (shipping, shipbuilding, marine equipment, ports, fisheries and related 
industries and services) and representatives of public authorities. It maintains an ongoing 
dialogue among all participants and develops, at its annual plenary sessions, a set of 
recommendations concerning priorities in the relevant policies. 
The G7 States acknowledged the importance of maritime industries by including a 
project on the maritime information society (MARIS) in the 11 pilot projects chosen for 
the promotion of the information society, adopted at their meeting in Brussels in 
February 1995. This reflects the new dimension of industrial policy in the interest of 
maritime industries. 
Maritime industry has, by its nature, a link to coastal regions which often are in the 
periphery of the Union. The foundation of the Alliance of Maritime Regional Interests in 
(') COM (91) 335 final, 20.09.91 
Europe (AMRIE), on the initiative of the European Parliament, focuses on this specific 
regional impact. 
The Commission, by setting up the task force "Maritime Systems of the Future", 
identified maritime industries as a priority area for research and development promotion 
particularly in fields that have to be addressed at European level and are likely to have a 
real impact on competitiveness. 
The Commission recognises the recommendations of the plenary sessions of the 
Maritime Industries Forum at Rotterdam (June 1994) and Bremen (June 1995). 
This development clearly demontstrates that the less favourable picture the industry 
seemed to give in 1991 has changed remarkably. In issuing this Communication, the 
Commission intends to demonstrate its conviction that the maritime industries are 
essentially an industrial sector with a high potential for growth, development and 
technological improvement. Exploiting this potential will contribute to job creation 
across the Union. 
With the present Communication, the Commission investigates the structure and situation 
of the European maritime industries and outlines which policy elements and initiatives it 
considers suitable to contribute to their industrial competitiveness. It forms a coherent 
picture, showing how different policies and policy tools have an effect on the wide range 
of economic activities in the maritime world, in order to contribute to a consistent 
approach of the different parties concerned. Formulating a strategy specifically 
concerning the Union's future shipping policy is the subject of the Commission's 
Communication "Maritime Strategy" (2). 
II. THE VITAL ROLE OF MARITIME INDUSTRIES FOR THE EUROPEAN 
UNION 
Maritime industries must not be defined in a narrow sense, reducing it to production of 
ships and other marine equipment. Instead, the industry mirrors the growing importance 
of the service sector in Europe's economic performance. It embraces, in addition to 
shipbuilding, a wide range of production and services like shipping, port services, 
including multimodal transport operators, and the marine resources industry, including 
fishing, throughout Europe, with a large number of small and medium enterprises. 
Notably the ship repair, marine and offshore equipment sectors and the fishery industry 
consist of a large variety of mostly medium sized companies, which contribute to the 
local economies all over Europe. 
The maritime industry sectors are interdependent. Safe, efficient and environmentally 
friendly maritime transport can only be achieved if all sectors contribute equally to these 
(2) COM (96) 81 final 
goals. It is implicit that not only the construction and maintenance of a ship are to the 
highest standards but also the on-board equipment and operation. Furthermore, high 
quality ships need high quality ports and intermodal infrastructure to enhance and 
augment superior maritime transport. 
Today, maritime industries across Europe employ over 2,5 million people making it a 
significant industrial sector. Over 90 % of Europe's external trade and nearly 30 % of its 
internal trade is carried by sea. 
Europe is genuinely maritime. Thirteen of its Member States have direct access to the 
sea, the others, Austria and Luxembourg, are linked to the sea by inland waterways. The 
unique port structure along the European coast-line directly interlinks a considerable part 
of the European territory. With the accession of Finland and Sweden, the role of transport 
by sea has grown in importance. Further prospects offer the Euro-Mediterranean 
co-operation and the association and prospective accession of Poland and the Baltic 
States. 
A considerable number of maritime regions are located in the less prosperous Member 
States. It is therefore essential to ensure that these regions fully benefit from the efforts 
which are undertaken to improve the competitiveness of maritime industries. Where 
appropriate, the Structural Funds may contribute to achieve this goal. 
Given the growing congestion of land based transport modes, maritime industries, 
therefore, are essentially industries of the future. Their ever growing importance is, in 
addition, strengthened by the fact that shipping is the most economic and 
environmentally friendly transport mode. If pricing for transport should reflect the real 
costs, i.e. including those of the society, as it is discussed in the Green Paper of the 
Commission "Towards Fair and Efficient Pricing in Transport" of December 1995 (3), 
then sea transport clearly could profit. It is, of course, necessary that safety standards are 
maintained, since accidents involving carriers of hazardous goods can be extremely 
serious (4). 
1. Shipbuilding 
Shipbuilding is a high technology industry, which has undergone a dramatic 
transformation in recent years. Including shiprepair and the offshore production, it 
employed, in 1994, more than 120.000 people (1985: 219.000; 1989: 144.000) (5). 
Together with the equipment supply industry it covers the entire Union and, to a large 
extent, includes small and medium enterprises. 
Shipbuilding is a global business. The European Union has, in this field, strong and weak 
points. Industry is facing the challenge of considerable competition from countries like 
(3) COM (95) 691 final, 20.12.95 
(4) The Communication "Maritime Strategy", COM (96) 81 final, discusses the challenge of 
eliminating dangerous shipping 
(5) AWES Countries, i.e. EU - Member States and Norway 
3-
Japan and South Korea, and, in the near future, possibly from new competitors like 
Central and Eastern European Countries, China and the United States. One of the major 
competitive disadvantages for European shipbuilders are production costs. This situation 
is aggravated by distortions of competition due to unfair practices in some third 
countries. European shipbuilders therefore need not only to further improve their 
productivity but also to focus on their competitive strengths, i.e. highly skilled labour and 
value added products like the safe, efficient and technologically complex ships. In these 
areas, European shipbuilders are still leading. Thereby they could manage to keep their 
share of the world market during the last ten years at about 20 %. 
Europe's equipment supply industry was, also, successful in maintaining a highly 
competitive position in the world market. Marine equipment is, to some extent, 
composed of high technology products, e.g. for navigation and ship automation. 
Equipment makes up to 60/70 % of the total value of a vessel. It contributes to transport 
safety at sea. This is underlined by the Commission's proposal for a Council Directive 
establishing high safety standards for approval of Marine Equipment on which the 
Council has recently reached a common position (6). 
The challenge for Industry, Member States and the European Union is to maintain, and 
improve, this performance. Efforts must be concentrated on human resources, research 
and development and the exploitation of information technology, in order to retain 
technological leadership and fully utilise productivity improvement potentials. 
The latest data available to the Commission's services show some signs of improvement 
in the overall market situation. There are encouraging signs of a market upturn being 
maintained with the prospect of a continuing need for replacement vessels due to the 
aging world fleet, stricter safety and environmental protection requirements and the 
expected boost to world trade deriving from the Uruguay Round. European demand for 
new ships is likely to increase with growing transport volume in the Baltic and the 
Mediterranean seas. There is, however, the adverse effect of substantial capacity increase 
in South Korea. Further capacity increases are to be expected from China and from the 
conversion of naval shipyards in Central and Eastern European countries and the United 
States. 
Furthermore, European yards should consider development into new activities. Of the 
several hundred offshore platforms currently in use in the North Sea, a large proportion 
are due to be decommissioned during the next few years. Disposal of these platforms will 
create a major market for yards with dismantling facilities. 
Apart from traditional shipbuilders, everywhere in Europe several small shipyards 
deserve a particular attention as potentially capable to generate new opportunities for 
employment. They are very active particularly in design and production of fishing and 
leisure boats which are directed toward very demanding potential customers, especially 
as far as the aspects of performance, comfort and onboard equipment are concerned. This 
requires continuous efforts in the acquisition and management of new design and 
production technologies, including the use of advanced materials. Involvement of this 
(6) COM (95) 269 final, 21.6.1995, O.J. 1995 C 218 
sector, characterised by small and medium enterprises, in RTD actions either at national 
or at European level represents the unique opportunity to reinforce their presence on the 
market, enhance their competitiveness worldwide and create opportunity for new jobs. 
2. Ship Repair 
The basic activities of a ship repair yard comprise steel work, machinery and electrical 
work, pipe fitting, painting. Regular and statutory maintenance account for about 75 % of 
the total turnover of the sector, while other activities like repair of accident damage and 
major conversion or reconstruction share the remainder. Conversion is more often carried 
out by shipyards that also have a significant new building activity, which facilitates the 
construction of larger sections. 
Employment in the ship repair industry of the AWES-countries decreased from 
42.000 persons in 1985 to 24.000 persons in 1994, down more than 40 %. 
The competitive position of many EU-yards is weak due to the high overall costs. 
Exchange rates also constitute a competitive disadvantage. A few yards have recently 
been able to improve this position by changing working procedures and introducing new 
technologies. Application of information technology, especially of telematics, promoted 
by the European Union, considerably contributed to this effort. 
Increased competition is expected from yards in Central and Eastern Europe. The 
EU-Mediterranean yards will be in competition with yards in the Black Sea countries and 
Turkey. In particular larger yards within the EU will be forced to increase their 
productivity. 
3. Maritime Transport 
Maritime transport is essentially an international industry resulting in mobility of labour 
and capital and to which there are relatively few entry barriers as compared to other 
service sectors. As the globalisation of industry spreads, it is to be expected that the 
volume of shipping will grow still further. Seaborne trade has been on the increase since 
1985. The importance of maritime transport is likely to further increase with intensified 
relations with Baltic and Mediterranean States. 
Over the last year, the Commission has undertaken a review of Community shipping 
policy, addressing in particular aspects of external relations, maritime safety and support 
measures for EC shipping (7). This will be followed by a Communication specifically 
concerning external relations in the field of maritime transport. In this regard, the 
Commission considers that it is appropriate to formulate explicitly a coherent set of 
objectives to be pursued and to guide the coherent development of the external action. 
(7) Communication "Maritime Strategy", COM (96) 81 final 
-5 
Unlike the other transport modes in Europe, the sea still has a considerable potential for 
growth. At the same time, it is the least burdensome on the environment, given the use of 
land and the consumption of energy. Thereby it can substantially contribute to the 
growing transport needs of the internal market. New types of unconventional and fast 
ships will improve the efficiency of this transport mode. Efficiency can be further 
enhanced by both increased interconnection with the other transport modes and the 
increased use of telematics. 
New shipping trade routes will also be created. Short sea shipping, in particular, offers a 
development potential to navigation, shipbuilding and regional ports. In July 1995, the 
Commission issued a Communication on the subject (8).There appears to be considerable 
scope for shifting cargo from congested land modes of transport to short sea shipping. 
Studies undertaken so far show that the potential for increased traffic justifies action to 
promote short sea shipping and new investment in this mode of transport. 
The Communication includes an action programme and lays down recommendations 
addressed at Member States, their regional and local authorities, and the maritime 
industries themselves. The document focuses on three main areas: the quality and 
efficiency of short sea shipping services, port infrastructure and efficiency, and preparing 
short sea shipping for a wider Europe. 
In adopting the Communication the Commission intended to stimulate a general political 
debate on the various ideas raised. It also intends to continue consultation with the 
industries and maintain their involvement in this process, in particular through the 
Maritime Industries Forum. It will launch further initiatives if this discussion shows that 
they are necessary. 
With regard to Maritime Safety, a Communication was adopted on "The Common Policy 
on Safe Seas" (9). The action programme of the Communication and the safety directives 
and regulations already adopted, in particular those aimed at enhancing Port State 
Control and the performance of surveys organisations (classification societies), are likely 
to have a considerable impact on the aging world fleet (,0), in particular on the crucial 
sector of bulk carriers and oil and chemical tankers, an aging fleet often operated with 
very low maintenance. 
If effectively applied these measures should lead several owners to adopt a different 
approach possibly having to choose between scrapping the vessels or carrying out 
extensive modifications. This effect could be further enhanced if safety and 
environmental legislation adopted internationally would be applied also to the existing 
fleet on the basis, of course, of a pragmatic and realistic phasing in timetable. The 
Communication on a "Maritime Strategy" fully develops these and other policy issues 
related to shipping. 
(8) The Development of Short Sea Shipping in Europe: Prospects and Challenges, COM (95) 317 final, 
05.07.1995 
C9) COM (93) 66 final, 24.2.1993 
(50) Average ship age in 1994: 17 years 
-6 
4. Ports 
Ports constitute the interface between land and maritime transport. Their efficiency has 
direct implication to the transport chain as a whole by providing access to land networks. 
This efficiency can be improved through developing infrastructure, superstructure and 
management techniques. The Trans-European Network provides for the identification of 
infrastructure projects in ports and in relation to ports. The projects should provide 
smooth and efficient transition between maritime transport and the land transport modes. 
They are more relevant than seeking to identify ports of common interest which could 
distort competition between ports. Another challenge in the port sector is to improve 
measures in the administrative port procedure, technical equipment or information 
infrastructure. 
While the Commission's objective is to improve port efficiency with a view to guarantee 
a level playing field in the port sector, it is important to ensure free and fair competition 
between ports. The task of the Commission is to supervise that the competition rules are 
respected in the port sector. These rules do not only apply to competition between 
different ports in the Community, but also to competition between different port 
operators within a port. In this context, various complaints are being examined. 
5. Marine Resources. Fishing and Energy 
The oceans of the world are a major resource for food, energy and minerals and, with its 
extensive coastal and offshore waters, Europe is richly endowed. However, without 
proper care and environmental management, any exploitation of the resources can 
seriously damage the marine environment to the detriment of present and future 
generations. This challenge offers an opportunity to the European maritime industry for 
technological and market leadership. 
a) Energy 
In 1995, the European Union's total energy consumption was approximately 
1.370 millions toe (tonnes of oil equivalent). Oil and gas demand is estimated at 61 % of 
energy needs. The North Sea is one of the most important oil and gas production areas in 
the world, but still indigenous oil and gas production covers only 35 % of the European 
Union oil and gas demand. 
Gross inland consumption is increasing by about 1 % yearly. It is therefore very 
important to maximise exploitation of indigenous oil and gas reserves. The present trend 
in Europe is towards exploitation of marginal fields and production from deep waters. 
The move to production in deeper waters is setting new technical challenges for the 
offshore industry in the development of robotics and automated production systems. The 
preferred option for production in such deep waters seems to be the floating production 
storage and offshore loading. 
b) Fisheries and Aquaculture 
Fishing is an important sector in Europe with an employment of 290.000 fishermen in 
1991 but is currently suffering from the worldwide overexploitation of most important 
fish stocks and a fishing fleet overcapacity. Fish consumption in Europe, notably in 
Northern Europe, has grown steadily. Consumers expect to have fish available. On the 
other hand, the stocks have to be preserved. Stock management and the balance between 
fishing capacities and available resources have to be improved. International guidelines 
on fisheries practices as well as fisheries agreements established in the mutual interest of 
the Union and its partners play an important role in this context. 
The development of new techniques which facilitate selective and responsible fishing is a 
challenge for the maritime industries. Furthermore, the growing demand requires a 
greater contribution from acquaculture which is set to be an area of significant 
development in the future. 
c) Deep Sea Operations and Other Marine Resources 
The move by the offshore industry to deeper waters is leading to a greater understanding 
of the technology required for deep sea intervention in the future, such as for seabed 
exploration and mineral extraction. In addition, better management of Europe's coastal 
waters is an important aspect of the marine resources programme. 
III. FIELDS OF ACTION 
The Commission, in its 1994 Communication on industrial competitiveness policy, has 
identified four areas which should be addressed: promotion of intangible investment, 
development of industrial co-operation, ensuring fair competition and modernising the 
role of public authorities. The present Communication assesses how action in these areas 
can specifically contribute to the improvement of the maritime industries' economic 
performance. 
Furthermore, recognising the important role that small and medium enterprises are likely 
to play in economic growth and the creation of jobs within the European Union, the 
Commission is preparing the Third Multiannual Programme for Enterprises for 1997 to 
2000. The programme will focus on the improvement of the competitiveness of small and 
medium enterprises and intends to support and encourage their Europeanisation and 
internationalisation. It will be addressed to all enterprises whatever sector and thereby 
also promote the large number of small and medium enterprises in the maritime sector. 
1. Promotion of Intangible Investment 
Continuous effort in research and development (R&D) is a key survival element in a 
competitive environment. The Commission's industrial competitiveness policy therefore 
is committed to the promotion of industrial R&D. So far, the support of projects related 
to maritime industries has proved to be successful. As specific examples show, projects 
under the ESPRIT-programme helped to considerably improve the productivity of 
shipyards, thereby preventing them from leaving the market. These projects addressed 
computer aided design and production robotics. 
Further efforts should focus on maritime industries being a system industry. This requires 
efficient communication within the network of shipbuilders, suppliers, shipowners, 
shippers and ports. It is an ideal field for the application of information technology. There 
is great potential for improving efficiency which can be exploited by making use of the 
possibilities offered by this technology. The Commission recognises that research on 
telematics in maritime transport, building upon technological advances through practical 
applications, has an overall positive impact on maritime transport. The RACE 1062 
MARIN ABC project demonstrated for the first time the opportunities offered by 
advanced telecommunications in the support of multi-media teleconferencing for remote 
technical assistance to ocean-going ships. 
It is, furthermore, evident that the subject of human resources is central to the maritime 
industries. This is true whether the issue is safety, where an estimated 60/80 % of 
accidents are due to the human factor, or competitiveness, where, unless there is a skilled 
workforce in Europe with the necessary maritime know-how, the various maritime 
industries cannot expect to survive in the intensely competitive world market where they 
largely operate. 
In its Green Paper on innovation of December 1995 the Commission stresses the 
importance of the promotion of innovation and vocational training. The question of a 
skilled workforce is further developed in the Communication "Maritime Strategy". 
a) Information and Telecommunication Technology 
For the implementation of information technology, the Commission is supporting 
concrete projects within the Framework Programme specifically designed for maritime 
industries. This includes 15 ESPRIT-projects, like MUSYK to provide support for ship 
production planning and control and early project planning for one-of-a-kind production, 
and MARITIME for the concurrent development and reuse of design data during 
development and subsequent life cycle of a ship. 
As a next step it should be analysed, to what extent these projects really contributed to 
the improvement of the economic performance of the sector. The Commission is 
preparing a communication which will describe the impact of the information society on 
individual industrial sectors. 
The Telematics Applications Programme supports projects concerning vessel traffic 
management and information systems, automatic identification and integration into port 
information systems, computer supported co-operative resource management, open 
communication between all kinds of systems to establish a common control of the 
transport flow, telematics for managing, storing and transmitting navigational electronic 
charts and updates. This will help improve multimodal freight operations and promote 
efficient and safe vessel operation. 
-9-
The MARIS (Maritime Information Society) initiative is an important tool to promote the 
application of information technologies throughout the maritime sector. The Commission 
was successful in having this initiative included in the 11 pilot projects the G7 States 
identified at their meeting on information technology in Brussels in February 1995. It is 
the only industry related project and it is a framework under which 4 sub-projects 
demonstrate benefits of the information technologies and telematics applications for a 
broad range of maritime activities. 
The aim of MARTRANS is to set up a Port Logistics Information Network for providing 
real-time information on the movement of cargoes and vessels and the development of 
tracing and tracking services for cargoes and vessels. The provision of real-time 
information will result in a more efficient management of the logistic chain. 
SAFEMAR will promote the development of a ship reporting system based on electronic 
data interchange (EDI) for vessels carrying dangerous or polluting goods to support the 
implementation of the various international conventions and resolutions. This project 
could result in the creation of an European integrated Vessel Traffic Management and 
Information System, which could also include electronic chart functionalities. 
SAFEMAR will allow the monitoring of compliance of ships with international 
regulations. 
MARSOURCE will contribute to the creation of a fishery and ocean information network 
linking existing databases containing information on oceanography, fisheries and 
scientific research with the view to improving transparency in the fisheries sector, the 
preservation of fish stocks, more efficient marketing and enhanced availability of 
aquaculture products. 
For highly distributive manufacturing processes like shipbuilding Information 
Technologies allow considerable productivity improvement by concurrent and 
simultaneous engineering. MARVEL is a user oriented project for intelligent 
manufacturing of ships, interlinking shipyards and their suppliers in a common global 
network. It will make trans-national and intercontinental connection easier in an 
environment where there is increased out-sourcing of manufacturing processes, work 
sharing between different producers and reliance on worldwide equipment supply. 
MARIS is an open framework and relies on the active participation of industry, regions 
and public authorities. In 1995, first pilot applications have been encouraged. In 1996 
prospects for further international co-operation will be developed. On the occasion of 
EXPO '98 in Lisbon first concrete results are expected to be presented. 
b) Co-ordination of Research and Development 
Technological research and development of new technologies will lead to the 
modernisation of shipbuilding, equipment and maritime transport, as well as the optimal 
exploitation of marine resources and thus improving competitiveness, safety and 
environmental protection. This will create the business environment to protect existing 
employment and to support new highly skilled labour in the maritime regions. The task 
force "Maritime Systems of the Future" was created in 1995 in order to promote this 
10 
development. Within the Maritime Forum industry has set up a R&D co-ordination group 
to provide a single interface for R&D programmes. 
The task force ensures the full exploitation of the Fourth Framework Programme, the 
co-ordination of European and national R&D programmes in the maritime sector and 
eliminates overlapping between them. Thereby it will contribute to maximise the overall 
effectiveness of the projects selected. It evaluates and focuses on industry's needs and 
priorities and ensures the co-ordination of the MARIS initiative at European as well as 
G7 level. 
The task force has already become a "one stop shop" for the maritime industry, forging 
links between the relevant RTD programmes and maritime companies and research 
centres across Europe. Together with industry the task force has already identified first 
industrial priorities which offer European added value. Examples are industrial and 
material technologies, electronic data interchange, integrated transport chains and marine 
resources. By bringing together all the actors in the field the Task Force will also make 
an important contribution to the Fifth Framework Programme. A general progress report 
will be published in 1996. 
Six projects of the Industrial and Material Technologies Programme (IMT) of the 
Commission relate to maritime industries, supporting new ship concepts within the 
framework of short sea shipping. This will contribute to the development of 
economically attractive means of transport. There are, in addition, many other projects 
concerning formal safety assessment, adaptative control in ship manoeuvring and design 
and manufacturing, e.g. welding and robotics, which may have implications for the 
maritime industry. 
Several projects of the programme "Marine Science and Technologies" as well may also 
have a positive impact on maritime industries. They are destined to improve the 
construction and operation of submarine vehicles and research platforms. Others concern 
the technology of remote control in a marine environment, submarine 
telecommunications and acoustics and the development of new tools for the study of the 
marine environment and pollution. 
Twenty projects contributing to the enhancement of efficiency, safety and the protection 
of the environment in maritime transport are, in addition, supported by the R&D 
programme Transport. The research actions support the development of both, new 
logistic concepts (e.g. for short sea shipping and ports) and technological tools (e.g. Fast 
Waterborne Transport Systems, Vessel Traffic Management and Information Systems 
and Integrated Ship Control). Research is also addressing specific human element related 
issues, such as improved simulation procedures for training, European requirements for 
the implementation of the International Safety Management Code and of the Standards 
on Training on Certification and Watchkeeping, as well as communication in a multi­
cultural environment. 
c) Vocational Training 
The Commission's White Paper on "Growth, Competitiveness and Employment" and its 
document on a "Common Policy on Safe Seas" emphasised the importance of vocational 
-11 -
training as a key factor in combating unemployment and strengthening competitiveness. 
In its Green Paper on innovation the Commission identified the reinforcement of human 
resources as a fundamental objective for the promotion of innovation. This implies in 
particular the development of both formal and vocational training, ongoing training in 
companies, especially in small and medium enterprises, and closer links between 
education institutions and businesses. 
The importance of human resources for the maritime sector was fully recognised by the 
Maritime Industries Forum. Trade Unions participated actively in the work of the Forum 
from the beginning. In consequence, an Inter Panel Working Group on Human Resources 
was set up in 1994. The group has identified priority areas, namely: the promotion of 
investment in vocational training, reconversion of skills, upgrading of skills of 
employees; the role of the human factor in maritime safety and the role and possibilities 
for the promotion of human resources in the Fourth Framework R&D Programme. 
The LEONARDO programme of the Commission is an action programme for the 
implementation of a European Community vocational training policy. Its objective is to 
promote projects to improve quality and innovation in vocational training in Europe by 
trans-national pilot projects, trans-national placement and exchange programmes, and the 
development of knowledge and skills in the area of vocational training through surveys 
and analyses. The Inter Panel Working Group on Human Resources has pinpointed the 
LEONARDO programme as being of particular relevance for maritime industries. 
Industry is invited to take this opportunity and to submit proposals. Unfortunately, very 
few of the promoters of the sector took the opportunity to answer the 1995 call for 
proposals. 
Within the Structural Funds which provide financial assistance for the adaptation of 
workers to industrial changes, the ADAPT Community initiative can provide useful 
support with regard to the changes that involves the maritime sector. 
2. Development of Industrial Co-operation 
Industrial co-operation schemes are, above all, the responsibility of industry itself. 
However, it is necessary for public authorities to develop a dynamic approach in this area 
in order to establish a framework conducive to taking account of mutual interest and 
developing forums bringing together all concerned. Within the Union, this will contribute 
to the strengthening of competitiveness, outside the Union, to export promotion. 
a) Co-operation with Third Countries' Industries 
As far as co-operation with the industry of third countries is concerned, industrial round 
tables are an important tool. The Commission has set up round tables with Japan and the 
Baltic States which also cover maritime aspects. 
The Commission undertakes to organise a forum with European and Chinese 
industrialists in April 1996. One of the three main subjects of lue Forum will be the 
maritime sector. These events enable industrialists from inside arid outside Europe to 
identify their mutual interests and to encourage the development of private initiatives. 
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Industrial co-operation with EU companies can contribute to industrial restructuring and 
modernisation in countries with economies in transition. The European Bank for 
Reconstruction and Development (EBRD) can play an important role to stimulate this 
process by providing the start-up capital to launch such co-operation in cases which 
promise to be economically viable but where project participants have difficulties in 
mobilising commercial bank support. The Commission, however, will assess on a case-
by-case basis where EBRD projects are consistent with EU policy. With respect to 
Russia, Ukraine, the Baltic States and Poland, the Commission is closely observing the 
development of capacity and especially the conversion of naval shipyards and the pricing 
policy of the yards. 
b) Industrial Co-operation within the Union 
With respect to industrial co-operation within the Union, a sector specific round table is 
the Maritime Industries Forum. Since its establishment in 1992, the industry has 
proceeded considerably in its ongoing restructuring process. Five major companies have 
combined their efforts on Union level and created Euroyards. Together they develop 
European products, like "Eurofast", a ship designed for short sea shipping relations. 
"Eurocorvette", a European military vessel constructed by different European yards, is 
another example. Another common effort of European shipbuilders is the E3 tanker 
(Ecological, Economical, European), a project to remerge into the VLCC construction 
market. 
Industrial co-operation has, of course, to respect the limits set by European competition 
law. The Council , recognising the importance of co-ordination of sea transport services, 
has granted generous group exemptions for conference agreements (n). The Commission 
recently adopted a group exemption for certain types of consortium arrangements 12). It 
will take all necessary steps to ensure compliance with the competition rules in this 
sector. 
"The Oceans, a Heritage of the Future" is the focus of EXPO '98 in Lisbon. The 
Commission will help to organise a showcase "European Maritime Industries" in which 
maritime industries will play a major role. Industry is asked to contribute to this 
opportunity to demonstrate the importance of this sector for the European economy. 
3. Ensuring Fair Competition 
Distortions of competition by state aid and barriers to market access in third countries arc 
to the detriment of the competitive position of-European maritime industries. The 
Commission in consultation with third countries seeks to eliminate such constrictions. 
(1 ») Regulation (EEC) n° 4056/86 of 22 December 1986, O.J. 1986 L 378/4 
(12) Commission Regulation (EC) n° 870/95 of 20 April 1995 on the application of Article 85 (3) of the 
Treaty to certain categories of agreements, decisions and concerted practices between liner shipping 
companies (consortia) pursuant to Council regulation (EEC) n° 479/92, O.J. 1995 L 89/7 
-13-
a) Reconsidering State Aid for Shipbuilding within the EU and Third Countries 
* The Seventh Directive 
The Community's current policy towards aid to shipbuilding as laid down in the 
Seventh Directive (90/684/EEC) was introduced to respond to the fundamental 
structural crisis which the sector had to face in the mid eighties. The policy was 
based on a defensive instrument against unfair practices, mainly below cost prices 
fixed by the Far Eastern market leaders. It allows restructuring aids linked to 
reduction of capacities in order to restore a balance between supply and demand. 
* The OECD Agreement 
The OECD Agreement Respecting Normal Competitive Conditions in the 
Commercial Shipbuilding and Repair Industry of 21 December 1994 will establish a 
level playing field for the main shipbuilding countries enabling Community 
shipyards to compete under fair trading conditions. The agreement has been ratified 
by all parties except Japan and the United States, which committed to do so by 
15 June 1996 to enable the entry into force of the agreement by 15 July 1996. South 
Korea also ratified the agreement, and in addition its authorities have made it public 
that they will not bail out their shipyards if they run into difficulties due to capacity 
expansion. 
Under the agreement all measures of support specifically provided, directly or 
indirectly, to commercial shipbuilding are prohibited except those expressly allowed 
under certain limited circumstances: 
- aid for research and development: fundamental research, basic industrial research 
(50 % of eligible costs), applied research (35 %), development (25 %); 
- social aid related to closures; 
- export credits for ships in accordance with the revised OECD Understanding on 
Export Credits for Ships; 
- domestic credits under equivalent terms and conditions. 
Aid for restructuring is generally not allowed except for South Korea, Belgium, 
Portugal and Spain (under the "grand-father clause" and with an extreme payment 
deadline fixed at 31 December 1998). The Agreement can be revised after three 
years. 
The abolition of state aid on a global level appears to be justified, as in the light of 
the previous experience state aid did not contribute to increase the competitiveness 
of European shipbuilders. 
The agreement provides for an injurious pricing instrument which is specifically 
designated to counter price dumping which might be practised by producers of 
certain countries. These countries are in the process of enlarging their shipbuilding 
capacity. The Commission will closely monitor the competitive behaviour of third 
countries' industries and advocate strict application of this instrument, which will 
enter into force at the same time as the agreement. 
-14 
* The New Community Regulation 
The new regulation on aid to shipbuilding (,3), implementing the OECD Agreement, 
is intended to replace the Seventh Directive and to give effect to the above-
mentioned provisions. These provisions will come into force upon the entry into 
force of the OECD Agreement with the relevant provisions of the Seventh Directive 
continuing to apply ad interim and until 1 October 1996 at the latest. 
The regulation provides, like the Seventh Directive, for notification and monitoring 
arrangements so that the Commission can effectively ensure compliance with the 
rules and fulfil the reporting requirements under the agreement. It will be reviewed 
three years after the entry into force of the OECD Agreement. 
At the Industry Council of 6-7 November 1995 the Council and the Commission 
jointly declared that, if the OECD Agreement should not come into force by 1 June 
1996, the Commission will put forward appropriate proposals so that the Council 
could decide before 1 October 1996 on future Community rules. 
The new regulation on the injurious pricing instrument (I4) implements into 
Community law the part of the OECD Agreement on unfair practices in the 
shipbuilding sector. This new anti-dumping instrument can be used against 
shipyards established in one of the signatories of the OECD Agreement or in a non-
WTO member state. It will apply from the date of entry into force of the OECD 
Agreement. 
b) Financial Promotion of Maritime Projects 
With the implementation of the OECD Agreement and the phasing out of direct state aid 
to shipbuilding, the Commission is advocating the development of a new financing 
scheme for maritime projects in accordance with the new OECD regime. The 
Commission invites the EIB to create and support such an instrument. 
c) Uniform Application of International Rules and Standards 
The Commission, within the framework of its common policy on safe seas, has set up the 
basis for a European legal system designed to ensure the uniform application of 
international rules and standards not only for ships operating under EC flag, but also for 
all other ships trading to EC ports. 
These measures include standards on marine equipment, a sector where EC producers are 
facing market access problems in Japan due to the application of Japanese requirements 
in addition to the international standards of the International Maritime Organisation 
(IMO) which have been recognised by Japan. This hampers the ability of European 
(13) Council Regulation (EC) on Aid to Shipbuilding, n° 3094/95, O.J. 1995 L 332/1 
(14) Council Regulation (EC) n° 385/96 of 29 January 1996 on protection against injurious pricing of 
vessels, O.J. L 56 of 6 March 1996, p. 21 
15 
marine equipment manufacturers to export their products to Japan and other countries 
selling ships to Japan. 
Manufacturers of recreational craft have a similar problem. The standards used in Japan 
for the inspection of pleasure boats are not compatible with the internationally recognised 
standards of the International Organisation for Standardisation (ISO), also subscribed to 
by Japan. 
In the course of its ongoing negotiations with Japan on deregulation and market access 
problems the Commission will continue to challenge these trade barriers. 
4. Modernising the Role of Public Authorities 
a) Development of Infrastructure 
Infrastructure related to maritime transport should be given more importance in the 
granting of financial assistance. In its programme to create a Trans-European Network, 
the Commission therefore intends to support the improvement of port and port-related 
infrastructure. This would make a significant contribution to promoting multimodality 
and to containing the negative environmental effects of the overall transport system. In 
addition, this programme embraces vessel traffic management and information systems 
to improve efficiency and safety in sea transport. The European Council of Essen in 
December 1994 acknowledged the importance of maritime transport and approved these 
projects as part of the TEN programme. 
b) Integrated Management of the Coastal Zones 
Coastal zones continue to undergo environmental degradation in many parts of Europe 
due to the interaction of human activities with the coastal environment. Whilst existing 
legislation and instruments in the field of coastal protection are relatively complete, it 
appears that they are not as effective as they could be due to the lack of co-ordination 
between the numerous actions influencing the development of the coast. As a 
consequence, the Commission prepares the launch of a demonstration programme for the 
integrated management of the coastal zones which will be used to test co-operation 
instruments and mechanisms (l5). The lessons learnt and the response will make it 
possible to identify possible complementary measures to be carried out at European and 
other levels of decision-making. 
c) Market Liberalisation and Reduction of Administrative Burdens 
From 1 January 1993 the Union has applied the principle of free sea cabotage (16), giving 
more room for free competition in sea transport within the European Union. Cabotage 
(15) COM (95) 511 of 29.11.1995 
(16) Regulation (EEC) 3577/92, O.J. 1992 L 364/7 
-16 
allows ship owners more flexibility in their capacities and thereby contributes to the 
competitiveness of short sea shipping. 
Within the Uruguay Round negotiations the Commission endeavours to open up the 
international markets of maritime transport. Since May 1994 this negotiation is 
conducted in Geneva. 
d) Co-operation between Industry and Commission 
Commission and industry have established intense co-operation within the Maritime 
Industries Forum. Launched in 1992, the Maritime Industries Forum has now achieved 
5 years intensive, constructive and valuable dialogue between all parties concerned. 
The Forum brings together all maritime industries (shipping, shipbuilding, marine 
equipment, ports, fisheries and related industries and services), trade unions, research 
institutes, Member States, the European Parliament, the Economic and Social 
Committee, representatives of Member States, Norway and the European Commission. 
The work of the Forum is organised and financed by industry. The Commission only 
provides the secretariat of the yearly plenary session. 
The Forum maintains an ongoing dialogue with the Commission to exchange information 
and enables its members to mutually agree on priorities for industrial policy and research 
and development. The Forum identified such priorities as short sea shipping, marine 
resources, ship financing, electronic data interchange and human resources. 
With respect to the social impact of maritime industrial policy, the Joint Committee oh 
Maritime Transport, established in 1987, is assisting the Commission in the formulation 
and implementation of Community policy to improve and harmonise working conditions 
in maritime transport. 
Regular direct bilateral contacts between the leading trading groups (European Shippers 
Council, Oil companies, chemical industries, organisations such as Intertanko, ports 
organisations, seafarers unions and the competent Commission's services have 
contributed to the setting up of a more co-operative environment, seeking to promote a 
quality and safety culture. 
e) Co-operation between the European Union and Central and Eastern European 
Countries and Mediterranean Countries. 
The international character of shipping calls for, as far as possible and where appropriate, 
co-operation between the EU and third countries in adjoining regions with the aim of 
enhancing the potential of waterborne transport. The most important of these regions in 
terms of shipping are the Baltic, the Black and the Mediterranean Sea areas. Partnership 
with the Mediterranean countries was initiated with the Euro-Mediterranean Conference 
in November 1995 in Barcelona. The action plan agreed at the conference includes 
co-operation in maritime transport. 
17-
Conferences on waterborne transport for each of the above mentioned areas have been 
organised by the Commission, or with Commission's support, respectively in Denmark in 
May 1995, in Romania in October 1993 and in Spain in April 1995. The conferences 
have established working groups on waterborne transport to identify areas for further 
co-operation in shipping and to address matters of common interest in the context of 
multi-annual work programmes. 
As far as the Baltic Sea is concerned, the working group on waterborne transport for this 
region will, in the near future, adopt its work programme which will be submitted to the 
Conference of Baltic Sea Transport Ministers for political endorsement. 
The Black Sea working party for waterborne transport adopted a three-year work 
programme, in September 1994, which aims at: 
- developing the potential for waterborne transport, mainly short sea shipping; 
- mapping out a way of integrating Black Sea ports into the European transport system 
and the Trans-European transport network; 
- encouraging action to raise efficiency of Black Sea ports; 
- developing logistical systems and improving procedures; 
- developing EDI systems. 
The working group for the Mediterranean had its first meeting on 21/25 September 1995, 
at which it approved a work programme identifying areas for co-operation in the fields of 
the development of waterborne transport potentials, facilitation of maritime trade, 
development of ports, maritime safety and pollution prevention, and logistics. 
The work programmes will provide a context for the examination of proposals for 
Community assistance to maritime transport, under the relevant Community programmes. 
A first project, supported by the LIFE programme, has already started with the aim of 
setting up a Port State Control system for the non EU Mediterranean countries. This 
should complement the European effort against substandard shipping. 
IV. CONCLUDING REMARKS 
European maritime industries are a "high-tech" industry with strong economic potential, 
operating on a global market. It is a "system industry". Ships and offshore devices are 
combining different technologies, like materials, propulsion systems, electronics, 
navigation and information technologies, which have to be integrated into a system in 
close co-operation with supply industry. The maritime sector thereby affects producers 
all over the Union. 
Shipbuilding succeeded in keeping a relatively stable and not insignificant share of the 
world market in recent years. The vital role of maritime transportation is exemplified by 
the 90 % of external and 30 % of intra-Union trade that is carried by sea. The intra-Union 
trade by sea is set to expand with the promotion of short sea shipping. Environmental 
considerations and the increasing congestion of terrestrial transport corridors cannot fail 
but to advocate greater utilisation of sea trade. European maritime industries are able to 
-18-
meet the challenges of today. It is vital to ensure that they retain the ability to meet those 
of tomorrow. 
It will, however, not be possible to consolidate the market position of European maritime 
industries unless they strive for competitiveness, efficiency and innovation. Efficient 
shipbuilding and sea transport particularly require the application of information 
technology, which offers a high potential for improved productivity. Although it is 
primarily up to business to ensure that it is competitive, public authorities in turn must 
ensure the consistency of all the measures which could enhance industrial efficiency. 
The actions discussed in the present Communication will strengthen the competitive 
position of maritime industries. They will support most notably coastal regions, relieve 
other transport modes from congestion and contribute to the improvement of the 
environmental situation and to sustainable exploitation of resources. 
19 
to ANNEXES 
TABLE 1 - WORLD SEABORNE TRADE AND CARGO FLEET 
Est. : Estimates 
(*) As at the end of the year 
Source : Fearnleys Review 1973 
1974 
1975 
1976 
1977 
1978 
1979 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
1993 
1994 Est. | OIL AND OIL PRODUCTS 
Seaborne trade 
'000 million 
tonne-miles 
10217 
10621 
9730 
11149 
11403 
10546 
10497 
9239 
8193 
6282 
5558 
5648 
5157 
5905 
6016 
6510 
7276 
7821 
8287 
8597 
9166 
9310 index 
73=100 
100 
104 
95 
109 
112 
103 
103 
90 
80 
61 
54 
55 
50 
58 
59 
64 
71 
77 
81 
84 
90 
91 Fleet (*) 
million 
DWT 
234,3 
275,4 
313,0 
343,9 
356,1 
353,0 
350,9 
348,4 
342,9 
322,5 
301,4 
285,1 
257,1 
249,7 
245,8 
248,8 
255,6 
262,2 
270,9 
276,1 
280,0 
275,8 index 
73=100 
100 
118 
134 
147 
152 
151 
150 
149 
146 
138 
129 
122 
110 
107 
105 
106 
109 
112 
116 
118 
120 
118 Seaborn 
'000 million 
tonne-miles 
5187 
5766 
5666 
5929 
6086 
6407 
7058 
7415 
7523 
7269 
7078 
7836 
7929 
7951 
8284 
8789 
9109 
9300 
9586 
9638 
9828 
10222 OTHER CARGO 
e trade Fleet (*) 
index 
73=100 
100 
111 
109 
114 
117 
124 
136 
143 
145 
140 
136 
151 
153 
153 
160 
169 
• 176 
179 
185 
186 
189 
197 million 
DWT 
205,6 
218,5 
230,7 
247,4 
268,5 
279,7 
287,0 
292,9 
305,8 
320,5 
331,0 
341,1 
348,2 
345,5 
342,2 
345,0 
353,6 
364,5 
372,0 
376,3 
383,0 
• 394,5 index 
73=100 
100 
106 
112 
120 
131 
136 
140 
142 
149 
156 
161 
166 
169 
168 
166 
168 
172 
177 
181 
183 
186 
192 TOTAL 
Seaborn 
'000 million 
tonne-miles 
15404 
16387 
15396 
17078 
17489 
16953 
17555 
16654 
15716 
13551 
12636 
13484 
13086 
13856 
14300 
15299 
16385 
17121 
17873 
18235 
18994 
19532 e trade 
index 
73=100 
100 
106 
100 
111 
114 
11.0 
114 
108 
102 
88 
82 
88 
85 
90 
93 
99 
106 
111 
116 
118 
123 
127 Flee 
million 
DWT 
439,9 
493,9 
543,7 
591,3 
624,6 
632,7 
637,9 
641,3 
648,7 
643,0 
632,4 
626,2 
605,3 
595,2 
588,0 
593,8 
609,2 
626,7 . 
642,9 
652,4 
663,0 
670,3 tn 
index 
73=100 
100 
112 
124 
134 
142 
144 
145 
146 
147 
146 
144 
142 
138 
135 
134 
135 
138 
142 
146 
148 
151 
152 
TABLE 2 - TONNAGE WITHDRAWN 
TONNAGE LAID UP 
as at mid 
December 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
1993 
1994 number 
of ships 
237 
297 
1247 
1409 
1060 
884 
633 
390 
276 
200 
164 
191 
273 
227 
157 million 
GT 
5,1 
11,3 
38,8 
40,9 
31,9 
25,9 
12,2 
8,5 
4,5 
2,6 
2,4 
2,7 
5,3 
3,6 
2,4 million 
DWT 
8,9 
20,9 
73,8 
77,6 
59,6 
48,6 
21,5 
14,6 
7,0 
4,0 
3,9 
4,3 
9,4 
5,8 
3,7 TONNAGE BROKEN UP 
during 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
.1993 
1994 number 
of ships 
887 
824 
1081 
1323 
1500 
1722 
1576 
1094 
812 
512 
479 
445 
603 
547 
603 million 
GT 
9,2 
9,8 
18,1 
20,3 
19,7 
26,3 
20,9 
12,9 
6,1 
4,0 
3,3 
5,0 
10,7 
10,2 
13,1 million 
DWT 
15,9 
17,5 
32,2 
36,9 
34,8 
47,8 
36,2 
22,0 
9,9 
6,6 
5,3 
8,4 
19,8 
19,3 
24,6 TONNAGE FOR STORAGE 
as at the end 
of December 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
1993 
1994 million 
DWT 
12,9 
20,8 
13,1 
10,6 
10,5 
9,6 
14,6 
11,9 
10,4 
7,9 
12,4 
6,1 
4,6 
5,3 
3,7 
Sources : Institute of Shipping Economics • Bremen; Feamleys Review - Oslo 
r3 
TABLE 3 - WORLD AND COMMUNITY FLEETS 
MEMBER STATES' FLEETS BY FLAG 1000 GT 
Existing fleet 
BELGIUM 
DENMARK 
FRANCE 
GERMANY 
GREECE 
IRELAND 
ITALY 
LUXEMBOURG 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 
TOTAL EC As at the 1 July 
1980 
1810 
5390 
11925 
8356 
39472 
209 
11096 
5724 
1356 
8112 
27135 
120585 1981 
1917 
5048 
11455 
7708 
42005 
268 
10641 
5468 
1377 
8134 
25419 
119440 1982 
2271 
5214 
10771 
7707 
40035 
239 
10375 
5393 
1402 
8131 
22505 
114043 1983 
2274 
5115 
9888 
6897 
37478 
223 
10015 
4940 
1338 
7505 
19122 
104795 1984 
2407 
5211 
8945 
6242 
35059 
221 
9158 
4586 
1571 
7005 
15874 
96279 1985 
2400 
4942 
8237 
6177 
31032 
194 
8843 
4301 
1437 
6256 
14344 
88163 1986 
2420 
4651 
5936 
5565 
28391 
149 
7897 
4324 
1114 
5422 
11567 
77436 1987 
2268 
4873 
5371 
4318 
23560 
154 
7817 
3908 
1048 
4949 
8505 
66771 1988 
2118 
4502 
4506 
3917 
21979 
173 
7794 
2 
3726 
989 
4415 
8260 
62381 1989 
2044 
4963 
4413 
3967 
21324 
167 
7009 
4 
3655 
726 
3962 
7646 
59880 1990 
1955 
5188 
3832 
4301 
20522 
181 
7991 
3 
3785 
854 
3807 
6716 
59135 1991 
314 
5871 
3988 
5971 
22753 
195 
8122 
1703 
3872 
891 
3617 
6611 
63908 As at the 31 December 
1992 
241 
5436 
4022 
5360 
25739 
199 
7513 
1656 
4187 
975 
2643 
5712 
63683 1993 
218 
5392 
4332 
4979 
29134 
185 
7030 
1327 
4124 
1004 
1752 
5683 1994 
233 
5799 
4348 
5696 
30162 
190 
6818 
1143 
4396 
884 
1560 
6526 
65160 67755 
AUSTRIA 
FINLAND 
SWEDEN -140 160 134 
1197 1354 1404 
2884 2439 2797 
4199111 420835| 424742 | 422590 1 418682 1 416269 | 404910 | 403498 | 403406 | 410481 I 423627 | 436027 j| 445168 | 457915 | .475859" WORLD FLEET 
28,7%l 28,4%l 26,8%l 24,8%[ 23,0%) 21,2%) 19,1%| 16,5%| 15,5%j 14,6%[ 14,0%| 14,7%H 14,3%) 14,2%) 14,2% % EC / World 
Source : Lloyd's Register of Shipping 
laflwE 4A^£Sgr^ÇTIPN - SHIPS ÇOMPLETEP 
FIGURES AT THE END OF THE YEAR 1000 CGT 
EU 1976 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 
BELGIUM 139,8 129,6 95,5 83,0 173,2 
DENMARK 560,6 382,4 343,8 329,2 338,5 
FRANCE 672,4 267,8 443,3 353,3 356,8 
GERMANY (1) 1468,0 672,8 1270,3 1181,5 1267,8 
GREECE N/A 12,8 5,2 61,8 35,7 
IRELAND 20,3 3,0 17,0 0,0 19,2 
ITALY 353,9 345,5 359,2 156,2 217,0 
NETHERLANDS 940,0 249,5 341,6 390,0 415,8 
PORTUGAL 53,0 35,3 6,4 31,2 124,7 
SPAIN 734,0 441,4 556,8 587,4 488,7 
UNITED KINGDOM 985,1 458,6 243,2 394,0 319,3 102,3 
355,4 
357,2 
164,7 
39,8 
0,0 
182,3 
259,3 
18,5 
345,9 
305,3 124,4 
444,0 
164,1 
1143,2 
43,8 
0,0 
123,8 
310,2 
40,3 
400,3 
164,4 45,0 
350,7 
145,0 
1067,0 
24,7 
0,0 
60,9 
262,8 
61,0 
229,8 
141,5 25,9 
194,4 
207,9 
764,7 
6,6 
0,0 
224,8 
146,2 
263 
328,4 
162,3 46,8 
277,2 
63,2 
885,0 
12,3 
0,0 
119,9 
153,1 
23,0 
326,4 
113,2 35,5 
287,0 
198,8 
846,5 
12,5 
0,0 
284,5 
171,9 
46,3 
306,0 
157,3 71,7 
305,5 
114,0 
1001,6 
45,5 
0,0 
327,6 
263,5 
64,6 
364,8 
144,6 21,8 
350,9 
171,1 
810,1 
6,3 
0,0 
423,9 
357,0 
38,5 
301,2 
170,5 97,6 
414,5 
182,4 
958,3 
0,0 
0,0 
289,2 
270,9 
64,4 
428,3 
139,5 5,0 
354,3 
65,0 
853,0 
6,6 
0,0 
496,3 
236,0 
62,3 
364,7 
148,4 66,0 
307,4 
103,1 
960,6 
0,0 
0,0 
439,5 
319,0 
16,5 
233,3 
139,1 
TOTAL EU 5927,1 2998,7 3682,3 3567,6 3756,7 3130,7 2958,5 - 2388,4 2087,5 2020,1 2346,3 2703,4 2651,3 2845,1 2591,6 2584,5 
OTHER FINLAND 
AWES NORWAY 
SWEDEN N/A 
N/A 
N/A 371,9 
323,7 
334,5 407,5 
342,1 
421,0 440,6 
447,8 
253,2 503,3 
278,3 
293,8 419,1 
175,9 
179,8 282,9 
222,1 
127,4 260,4 
162,8 
115,5 145,3 
181,3 
123,0 262,7 
155,2 
72,1 321,2 
79,4 
34,4 379,0 
157,9 
45,1 211,6 
248,6 
46,3 210,2 
311,4 
32,4 191,0 
203,4 
24,3 122,9 
194,5 
0,0 
TOTAL AWES 8285,8 4028,8 4852,9 4709,2 4832,1 3905,5 3590,9 2927,1 2537,1 2510,1 2781,3 3285,4 3157,8 3399,1 3010,3 2901,9 
JAPAN 8348,8 5207,2 5580,9 5811,1 4908,2 6951,1 6498,4 5085,4 3795,3 2952,7 3664,1 4456,0 4417,4 4379,3 4853,8 5176,9 
KOREA 349,4 445,7 512,2 880,3 985,5 1014,9 1633,3 1971,4 1193,5 1504,7 1389,2 1564,2 1729,5 1995,0 1835,3 2104,2 
CHINA 
POUND 
ROMANIA 
BULGARIA 
USSR 
RUSSIA 
UKRAINE 
YUGOSLAVIA 
CROATIA N/A 
N/A 
N/A 
N/A 
N/A 
N/A N/A 
497,7 
N/A 
N/A 
424,8 27,9 
346,4 
N/A 
N/A 
599,9 104,5 
369,5 
N/A 
N/A 
504,2 170,4 
'277,1 
N/A 
N/A 
475,3 
170,6 224,8 220,5 217,0 297,8 
382,4 
N/A 
N/A 
689,5 
237,2 172,4 
357,5 
N/A 
N/A 
274,2 214,6 
340,0 
N/A 
N/A 
170,4 207,3 
300,0 
N/A 
N/A 
44,3 253,1 
344,0 
N/A 
N/A 
56,0 230,0 
237,9 
N/A 
N/A 
226,7 303,5 
176,6 
N/A 
N/A 
481,9 
281,4 188,4 3,0 230,5 327,7 293,4 255,4 
223,0 
126,4 
71,0 
365,0 
239,7 282,1 
305,8 
146,6 
61,6 
21,9 
118,6 
20,7 
238,1 445,9 
263,5 
72,1 
70,6 
156,0 
153,0 480,5 
402,4 
21,9 
78,6 
96,5 
209,6 
104,0 165,2 
REST OF WORLD 5094,2 1860,4 1696,0 1988,5 1686,7 1519,7 1360,5 1241,8 1164,5 747,3 1024,2 1095,3 940,9 1149,6 1415,2 998,3 
TOTAL WORLD 22078,2 12635,2 13841,0 14587,8 13552,3 14998,1 14168,6 12139,1 9245,0 8508,4 9881,1 11656,3 11526,1 12118,4 12379,7 12636,0 
(1) r'om 1980 on data includes production from Ex-GDR yards 
Source : "World Shipbuilding Databank" based on data supplied by Llloyd's Maritime Information Services 
TABLE 4B COMPLETED 
FIGURES AT THE END OF THE YEAR MARKET SHARES 
1976 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 
EU BELGIUM 0,6% 1,0% 0,7% 0,6% 1,3% 0,7% 0,9% 0,4% 0,3% 0,5% 0,4% 0,6% 0,2% 0,8% 0,0% 0,5% 
DENMARK 2,5% 3,0% 2,5% 2,3% 2,5% 2,4% 3,1% 2,9% 2,1% 3,2% 2,9% 2,6% 3,0% 3,4% 2,9% 2,4% 
FRANCE 3,0% 2,1% 3,2% 2,4% 2,6% 2,4% 1,2% 1,2% 2,2% 0,7% 2,0% 1,0% 1,5% 1,5% 0,5% 0,8% 
GERMANY (1) 6,6% 5,3% 9,2% 8,1% 9,4% 7,8% 8,1% 8,8% 8,3% 10,3% 8,6% 8,6% 7,0% 7,9% 6,9% 7,6% 
GREECE N/A 0,1% 0,0% 0,4% 0,3% 0,3% 0,3% 0,2% 0,1% 0,1% 0,1% 0,4% 0,1% 0,0% 0,1% 0,0% 
IRELAND 0,1% 0,0% 0,1% 0,0% 0,1% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0%- 0,0% 0,0% 0,0% 
ITALY 1,6% 2,7% 2,6% 1,1% 1,6% 1,2% 0,9% 0,5% 2,4% 1,4% 2,9% 2,8% 3,7% 2,4% 4,0% 3,5% 
NETHERLANDS 4,3% 2,0% 2,5% 2,7% 3,1% 1,7% 2,2% 2,2% 1,6% 1,8% 1,7% 2,3% 3,1% 2,2% 1,9% 2,5% 
PORTUGAL 0,2% 0,3% 0,0% 0,2% 0,9% 0,1% 0,3% 0,5% 0,3% 0,3% 0,5% 0,6% 0,3% 0,5% 0,5% 0,1% 
SPAIN 3,3% 3,5% 4,0% 4,0% 3,6% 2,3% 2,8% 1,9% 3,6% 3,8% 3,1% 3,1% 2,6% 3,5% 2,9% 1,8% 
UNITED KINGDOM 4,5% 3,6% 1,8% 2,7% 2,4% 2,0% 1,2% 1,2% 1,8% 1,3% 1,6% 1,2% 1,5% 1,2% 1,2% 1,1% 
TOTAL EU 26,8% 23,7% 26,6% 24,5% 27,7% 20,9% 20,9% 19,7% 22,6% 23,5% 23,7% 23,2% 23,0% 23,5% 20,9% 20,5% 
OTHER FINLAND 
AWES NORWAY 
SWEDEN N/A 
N/A 
N/A 2,9% 
2,6% 
2,6% 2,9% 
2,5% 
3,0% 3,0% 
3,1% 
1,7% 3,7% 
2,1% 
2,2% 2,8% 
1,2% 
1,2% 2,0% 
1,6% 
0,9% 2,1% 
1,3% 
1,0% 1,6% 
2,0% 
1,3% 3,1% 
1,8% 
0,8% 3,3% 
0,8% 
0,3% 3,3% 
1,4% 
0,4% 1,8% 
2,2% 
0,4% 1,7% 
2,6% 
0,3% 1,5% 
1,6% 
0,2% 1,0% 
1,5% 
0,0% 
TOTAL AWES 37,5% 31,9% 35,1% 32,3% 35,7% 26,0% 25,3% 24,1% 27,4% 29,2% 28,1% 28,2% 27,4% 28,0% 24,3% 23,0% 
JAPAN 37,8% 41,2% 40,3% 39,8% 36,2% 46,3% 45,9% 41,9% 41,1% 34,3% 37,1% 38,2% 38,3% 36,1% 39,2% 41,0% 
KOREA 1,6% 3,5% 3,7% 6,0% 7,3% 6,8% 11,5% 16,2% 12,9% 17,5% 14,1% 13,4% 15,0% 16,5% 14,8% 16,7% 
CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 
RUSSIA 
UKRAINE 
YUGOSLAVIA 
CROATIA N/A 
N/A 
N/A 
N/A 
N/A 
N/A N/A 
3,9% 
N/A 
N/A 
3,4% 
1,4% 0,2% 
2,5% 
N/A 
N/A 
4,3% 
1,6% 0,7% 
2,5% 
N/A 
N/A 
3,5% 
1,5% 1,3% 
2,0% 
N/A 
N/A 
3,5% 
1,6% 2,0% 
2,5% 
N/A 
N/A 
4,6% 
1,6% 1,2% 
2,5% 
N/A 
N/A 
1,9% 
2,0% 1,8% 
2,8% 
N/A 
N/A 
1,4% 
1,6% 2,2% 
3,2% 
N/A 
N/A 
0,5% 
0,0% 2,9% 
4,0% 
N/A 
N/A 
0,7% 
2,7% 2,3% 
2,4% 
N/A 
N/A 
2,3% 
3,3% 2,6% 
1,5% 
N/A 
N/A 
4,1% 
2,5% 2,2% 
1,9% 
1,1% 
0,6% 
3,2% 
2,1% 2,3% 
2,5% 
1,2% 
0,5% 
0,2% 
1,0% 
0,2% 
2,0% 3,6% 
2,1% 
0,6% 
0,6% 
1,3% 
1,2% 
0,8% 3,8% 
3,2% 
0,2% 
0,6% 
0,8% 
1,7% 
1,3% 
REST OF WORLD 23,1% 14,7% 12,3% 13,6% 12,4% 10,1% 9,6% 10,2% 12,6% 8,7% 10,4% 9,4% 8,2% 9,5% 11,4% 7,9% 
TOTAL WORLD 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100.0% 100,0% 100,0% 100,0% 100,0% 
O (1) From 1980 on data includes production from Ex-GDR yards 
Source : "World Shipbuilding Databank" based on data supplied by Lloyd's Maritime Information Services 
I&Big §A - NSW QRPERS 
(1) From 1980 on data includes new orders from Ex-GDR yards 
Source : "World Shipbuilding Databank" based on data supplied by Lloyd's Maritime Information Services FIGURES AT THE END OF THE YEAR 1Q00 CGT 
EU BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 
TOTAL EU 
OTHER FINLAND 
AWES NORWAY 
SWEDEN 
TOTAL AWES 
JAPAN 
KOREA 
CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 
RUSSIA 
UKRAINE 
YUGOSLAVIA 
CROATIA 
REST OF WORLD 
•TOTAL WORLD 1976 
75,0 
317,1 
63,6 
726,1 
N/A 
19,2 
301,5 
626,4 
73,0 
297,0 
627,6 
3126,5 
N/A 
N/A 
N/A 
4659,5 
7337,5 
325,4 
N/A 
N/A 
N/A 
N/A 
N/A 
N/A 
3659,9 
15982,3 1980 
53,8 
284,6 
556,4 
613,0 
82,4 
1,3 
231,2 
373,3 
30,7 
737,5 
350,2 
3314,4 
523,9 
381,6 
205,4 
4425,3 
6708,3 
939,3 
N/A 
208,4 
N/A 
N/A 
12,1 
242,3 
1822,0 
14357,7 1981 
81,4 
296,6 
333,0 
1249,9 
4,5 
18,2 
144,7 
365,2 
55,5 
675,2 
410,8 
3635,0 
502,5 
408,7 
359,3 
4905,5 
5823,1 
893,3 
233,0 
146,0 
N/A 
N/A 
24,0 
76,8 
1951,4 
14053,1 1982 
43,3 
250,6 
175,9 
1239,9 
10,3 
1,3 
243,2 
309,0 
27,8 
323,9 
301,5 
2926,7 
221,1 
156,4 
184,5 
3488,7 
4859,4 
1001,5 
119,6. 
133,3 
N/A 
N/A 
68,4 
320,0 
1542,3 
11533,2 1983 
58,7 
428,9 
136,4 
1236,9 
4,6 
0,0 
57,1 
237,3 
36,0 
222,1 
150,4 
2568,4 
135,4 
108,8 
278,4 
3091,0 
7389,1 
2147,1 
285,9 
489,8 
N/A 
N/A 
N/A 
123,8 
1323,4 
14850,1 1984 
69,5 
405,2 
106,5 
1072,9 
7,4 
0,0 
68,2 
248,4 
30,6 
92,2 
107,6 
2208,5 
389,5 
208,2 
34,0 
2840,2 
6040,0 
1180,9 
179,9 
417,1 
N/A 
N/A 
2,9 
75,0 
1041,7 
11777,7 1985 
26,8 
86,0 
262,5 
1228,2 
29,4 
0,0 
257,4 
269,8 
1.2 
197,6 
224,4 
2583,3 
158,0 
129,9 
16,1 
2887,3 
4440,0 
806,5 
204,0 
270,3 
N/A 
N/A 
N/A 
329,6 
1383,7 
10321,4 1986 
43,2 
305,9 
132,4 
1297,1 
5,1 
0,0 
229,0 
137,0 
29,5 
258,5 
112,0 
2549,7 
202,2 
136,4 
59,2 
2947,5 
3431,6 
1352,4 
321,5 
321,4 
N/A 
N/A 
N/A 
447,3 
660,4 
9482,1 1987 
34,0 
219,2 
60,5 
872,4 
6,5 
0,0 
408,7 
91,9 
78,1 
421,7 
116,5 
2309,5 
637,7 
139,2 
71,4 
3157,8 
3120,5 
1942,6 
263,8 
302,6 
N/A 
N/A 
N/A 
130,8 
822,0 
9740,1 1988 
52,0 
205,3 
204,6 
877,6 
6,1 
0,0 
172,3 
356,2 
33,1 
453,8 
124,2 
2485,2 
108,0 
112,1 
13,2 
2718,5 
3360,7 
1203,0 
330,6 
218,4 
N/A 
N/A 
92,6 
306 f9 
895,2 
9125,9 1989 
101,7 
192,4 
165,9 
1400,6 
5,0 
0,0 
564,8 
236,3 
69,6 
274,1 
209,2 
3219,6 
63,0 
398,8 
110,1 
3791,5 
5879,7 
1671,4 
258,5 
209,5 
N/A 
N/A 
214,1 
478,5 
1061,1 
13564,3 1990 
71,4 
596,4 
136,2 
875,6 
0,8 
0,0 
413,1 
277,1 
79,6 
487,8 
205,1 
3143,1 
256,7 
190,9 
3,8 
3594,5 
6116,4 
2169,2 
387,4 
218,4 
N/A 
N/A 
209,1 
322,6 
1285,9 
14303,5 1991 
75,1 
265,9 
327,9 
559,1 
8,9 
0,0 
380,5 
296,7 
8,3 
74,8 
172,6 
2169,8 
139,4 
118,1 
4,3 
2431,6 
4433,0 
2278,1 
429,7 
295,9 
550,4 
109,9 
83,6 
127,4 
1175,4 
11915,0 1992 
14,0 
246,6 
35,0 
858,9 
8,7 
0,0 
134,9 
211,0 
1,5 
127,5 
119,8 
1757,9 
178,7 
165,0 
23,5 
2125,1 
3268,3 
1085,3 
585,0 
434,5 
57,0 
45,8 
254,6 
105,9 
129,0 
729,6 
8820,1 1993 
18,4 
390,4 
226,6 
1029,0 
7,2 
0,0 
511,2 
305,2 
5,7 
359,9 
65,5 
2919,1 
515,1 
251,8 
1,0 
3687,0 
4681,4 
3672,6 
436,5 
191,2 
149,6 
41,5 
358,3 
290,5 
153,4 
864,0 
4526,0 1994 
53,8 
381,9 
240,0 
1034,1 
0,0 
0,0 
344,6 
342,9 
43,6 
404,0 
38,8 
2883,7 
276,7 
262,9 
0,0 
3423,3 
6688,4 
3088,0 
547,4 
678,9 
140,2 
63,9 
170,2 
396,7 
270,4 
1285,9 
16753,3 
TABLE 5B • NEW ORDERS 
FIGURES AT THE END OF THE YEAR MARKET SHARES 
1976 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 
EU BELGIUM 0,5% 0,4% 0,6% 0,4% 0,4% 0,6% 0,3% 0,5% 0,3% 0,6% 0,7% 0,5% 0,6% 0,2% 0,1% 0,3% 
DENMARK 2,0% 2,0% 2,1% 2,2% 2,9% 3,4% 0,8% 3,2% 2,3% 2,2% 1,4% 4,2% 2,2% 2,8% 2,7% 2,3% 
FRANCE 0,4% 3,9% 2,4% 1,5% 0,9% 0,9% 2,5% 1,4% 0,6% 2,2% 1,2% 1,0% 2,8% 0,4% 1,6% 1,4% 
GERMANY (1) 4,5% 4,3% 8,9% 10,8% 8,3% 9,1% 11,9% 13,7% 9,0% 9,6% 10,3% 6,1% 4,7% 9,7% 7,1% 6,2% 
GREECE N/A 0,6% 0,0% 0,1% 0,0% 0,1% 0,3% 0,1% 0,1% 0,1% 0,0% 0,0% 0,1% 0,1% 0,0% 0,0% 
IRELAND 0,1% 0,0% 0,1% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 
ITALY 1,9% 1,6% 1,0% 2,1% 0,4% 0,6% 2,5% 2,4% 4,2% 1,9% 4,2% 2,9% 3,2% 1,5% 3,5% 2,1% 
NETHERLANDS 3,9% 2,6% 2,6% 2,7% 1,6% 2,1% 2,6% 1,4% 0,9% 3,9% 1,7% 1,9% 2,5% 2,4% 2,1% 2,0% 
PORTUGAL 0,5% 0,2% 0,4% 0,2% 0,2% 0,3% 0,0% 0,3% 0,8% 0,4% 0,5% 0,6% 0,1% 0,0% 0,0% 0,3% 
SPAIN 1,9% 5,1% 4,8% 2,8% 1,5% 0,8% 1,9% 2,7% 4,3% 5,0% 2,0% 3,4% 0,6% 1,4% 2,5% 2,4% 
UNITED KINGDOM 3,9% 2,4% 2,9% 2,6% 1,0% 0,9% 2,2% 1,2% 1,2% 1,4% 1,5% 1,4% 1,4% 1,4% 0,5% 0,2% 
TOTAL EU 19,6% 23,1% 25,9% 25,4% 17,3% 18,8% 25,0% 26,9% 23,7% 27,2% 23,7% 22,0% 18,2% 19,9% 20,1% 17,2% 
OTHER FINLAND 
AWES NORWAY 
SWEDEN N/A 
N/A 
N/A 3,6% 
2,7% 
1,4% 3,6% 
2,9% 
2,6% 1,9% 
1,4% 
1,6% 0,9% 
0,7% 
1,9% 3,3% 
1,8% 
0,3% 1,5% 
1,3% 
0,2% 2,1% 
1,4% 
0,6% 6,5% 
1,4% 
0,7% 1,2% 
1,2% 
0,1% 0,5% 
2,9% 
0,8% 1,8% 
1,3% 
0,0% 1,2% 
1,0% 
0,0% 2,0% 
1,9% 
0,3% 3,5% 
1,7% 
0,0% 1,7% 
1,6% 
0,0% 
TOTAL AWES 29,2% 30,8% 34,9% 30,2% 20,8% 24,1% 28,0% 31,1% 32,4% 29,8% 28,0% 25,1% 20,4% 24,1% 25,4% 20,4% 
JAPAN 45,9% 46,7% 41,4% 42,1% 49,8% 51,3% 43,0% 36,2% 32,0% 36,8% 43,3% 42,8% 37,2% 37,1% 32,2% 39,9% 
KOREA 2,0% 6,5% 6,4% 8,7% 14,5% 10,0% 7,8% 14,3% 19,9% 13,2% 12,3% 15,2% 19,1% 12,3% 25,3% 18,4% 
CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 
RUSSIA 
UKRAINE 
YUGOSLAVIA 
CROATIA N/A 
N/A 
N/A 
N/A 
N/A 
N/A N/A 
1,5% 
N/A 
N/A 
0,1% 
1,7% 1,7% 
1,0% 
N/A 
N/A 
0,2% 
0,5% 1,0% 
1,2% 
N/A 
N/A 
0,6% 
2,8% 1,9% 
3,3% 
N/A 
N/A 
N/A 
0,8% 1,5% 
3,5% 
N/A 
N/A 
0,0% 
0,6% 2,0% 
2,6% 
N/A 
N/A 
N/A 
3,2% 3,4% 
3,4% 
N/A 
N/A 
N/A 
4,7% 2,7% 
3,1% 
N/A 
N/A 
N/A 
1,3% 3,6% 
2,4% 
N/A 
N/A 
1,0% 
3,4% 1,9% 
1,5% 
N/A 
N/A 
1,6% 
3,5% 2,7% 
1,5% 
N/A 
N/A 
1,5% 
2,3% 3,6% 
2,5% 
4,6% 
0,9% 
0,7% 
1,1% 6,6% 
4,9% 
0,6% 
0,5% 
2,9% 
1,2% 
1,5% 3,0% 
1,3% 
1,0% 
0,3% 
2,5% 
2,0% 
1,1% 3,3% 
4,1% 
0,8% 
0,4% 
1,0% 
2,4% 
1,6% 
REST OF WORLD 22,9% 12,7% 13,9% 13,4% 8,9% 8,8% 13,4% 7,0% 8,4% 9,8% 7,8% 9,0% 9,9% 8,3% 5,9% 7,7%; 
TOTAL WORLD 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 
(1) From 1980 on data includes new orders from Ex-GDR yards 
Source : "World Shipbuilding Databank" based on data supplied by Lloyd's Maritime Information Services 
TABLE 6 - TREND OF NEW ORDERS BY TYPE OF VESSEL 
1977 WORLD 
EU 
1978 WORLD 
EU 
1979 WORLD 
EU 
1980 WORLD 
EU 
1981 WORLD 
EU 
1982 WORLD 
EU 
1983 WORLD 
EU 
1984 WORLD 
EU 
1985 WORLD 
EU 
1985 WORLD 
EU 
1986 WORLD 
L EU 
1987 WORLD 
EU 
1988 WORLD 
EU 
1989 WORLD 
EU 
1990 WORLD 
EU 
1991 WORLD 
EU 
1992 WORLD 
EU 
1993 WORLD 
EU 
1994 WORLD 
EU OIL TANKERS 
1000 CGT 
790,6 
30,9 
1185,4 
56,2 
3364,8 
168,1 
2960,2 
273,7 
1166,7 
75,1 
662,6 
70,3 
1682,1 
92,3 
1176,2 
179,3 
470,1 
15,3 
575,4 
18,0 
1199,7 
0,0 
1404,6 
107,5 
781,8 
116,7 
1943,6 
219,9 
4127,9 
542,6 
1917,9 
215,3 
1209,4 
236,0 
1600,6 
112,5 
1475,6 
76,3 % 
3,9 
4,7 
5,0 
9,2 
6,4 
10,6 
5,5 
15,2 
3,3 
3,1 
0,0 
7,7 
14,9 
11.3 
13,1 
11,2 
19,5 
7,0 
5,2 BULK CARRIERS 
1000 CGT j 
1783,2 
75,1 
534,6 
23,6 
2744,9 
466,5 
4325,3 
425,9 
4934,9 
487,9 
2335,3 
197,5 
5370,3 
110,7 
3890,6 
165,6 
3918,4 
152,8 
2454,5 
154,9 
1296,0 
108,0 
1033,2 
45,3 
2164,5 
0,0 
2483,1 
70,8 
1639,0 
207,0 
2218,0 
207,5 
1761,3 
0,0 
3859,6 
232,7 
5599,7 
178,5 % 
4,2 
4,4 
17,0 
9,8 
9,9 
8,5 
2,1 
4,3 
3,9 
6,3 
8,3 
4,4 
0,0 
2,9 
12,6 
9,4 
0,0 
6,0 
3,2 CARGO SHIPS 
1000 CGT 
8497,3 
1764,4 
6163,8 
1341,3 
5148,4 
1172,6 
4780,1 
1023,4 
4967,9 
1342,7 
5679,9 
1093,2 
5910,8 
1039,9 
4742,2 
944,2 
5299,9 
1029,7 
5138,8 
1033,5 
4208,4 
768,6 
4899,7 
1128,1 
3985,6 
1095,5 
6798,4 
1454,3 
6530,2 
1541,0 
6507,9 
1387,4 
4313,9 
923,0 
7022,9 
1534,1 
7559,6 
1501,5 % 
20,8 
21,8 
22,8 
21,4 
27,0 
19,2 
17,6 
19,9 
19,4 
20,1 
18,3 
23,0 
27,5 
21,4 
23,6 
21,3 
21,4 
21,8 
19,9 NON CARGO VESSELS 
1000 CGT 
2969,8 
670,5 
1912,7 
591,5 
2949,8 
747,6 
2291,9 
740,8 
2433,0 
606,4 
2135,4 
628,0 
1886,9 
380,9 
1956,8 
448,8 
2089,2 
459,3 
2152,4 
769,6 
2778,0 
704,7 
2402,7 
690,1 
2194,0 
1048,1 
2339,3 
1008,8 
2006,5 
852,0 
1271,3 
359,8 
1535,7 
599,1 
2043,1 
1039,9 
2118,6 
1127,6 % 
22,6 
30,9 
25,3 
32,3 
24,9 
29,4 
20,2 
22,9 
22,0 
35,8 
25.4 
28,7 
47,8 
43,1 
42,5 
28,3 
39,0 
50,9 
53,2 TOTAL 
1000 CGT 
14040,9 
2540,9 
9796,5 
2012,6 
14207,9 
2554,8 
14357,5 
2463,8 
13502,5 
2512,1 
10813,2 
1989,0 
14850,1 
1623,8 
11765,8 
1737,9 
11777,6 
1657,1 
10321,1 
1976,0 
9482,1 
1581,3 
9740,2 
1971,0 
9125,9 
2260,3 
13564,4 
2753,8 
14303,6 
3142,6 
11915,0 
2169,9 
8820,3 
1758,1 
.14526,2 
2919,2 
16753,5 
2883,9 % 
18,1 
20,5 
18,0 
17,2 
18,6 
18,4 
10,9 
14,8 
14,1 
19,1 
16,7 
20,2 
24,8 
20,3 
22,0 
18,2 
19,9 
20,1 
17,2 
©4 Remarks : From 1986 EU including Spain and Portugal; from 1990 EU including Ex-GDR 
Source : World Shipbuilding Databank based on data supplied by Lloyd's Maritime Information Services 
(1) From 1980 on data includes order book from Ex-GDR yards 
Source : "World Shipbuilding Databank" based on data supplied by Lloyd's Maritime Information Services FIGURES AT THE END OF THE YEAR 1'QOOOEm 
EU BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 
TOTAL EU 
OTHER FINLAND 
AWES NORWAY 
SWEDEN 
TOTAL AWES 
JAPAN 
KOREA 
CHINA 
POLAND 
ROMANIA 
BULGAFO 
USSR 
RUSSIA 
UKRAINE 
YUGOSLAVIA 
CROATIA 
REST OF WORLD 
TOTAL WORLD 1976 
277,0 
923,5 
1770,4 
2113,3 
N/A 
43,9 
1036,2 
917,1 
N/A 
N/A 
1989,4 
9070,8 
N/A 
N/A 
N/A 
15839,2 
12093,8 
7943,2 
N/A 
N/A 
N/A 
N/A 
N/A 
N/A 
3693,0 
39569,2 1980 
331,7 
652,4 
1193,7 
950,9 
240,6 
17,8 
639,8 
493,7 
191,2 
1769,5 
615,0 
7096,3 
1144,3 
589,3 
703,8 
9533,7 
7297,8 
1320,3 
N/A 
1634,6 
N/A 
N/A 
N/A 
760,7 
5045,1 
25592,2 1981 
311,5 
618,9 
1138,2 
1082,0 
245,4 
19,3 
427,3 
551,7 
240,4 
1754,0 
768,9 
7157,6 
1139,5 
670,3 
646,3 
9613,7 
7457,7 
1711,1 
260,9 
1459,0 
N/A 
N/A 
128,9 
626,7 
5105,6 
26363,6 1982 
261,1 
603,9 
978,5 
1177,7 
191,4 
20,0 
480,4 
498,8 
258,4 
1325,3 
714,1 
6509,6 
1023,8 
371,9 
494,9 
8400,2 
6640,2 
1854,9 
298,3 
1174,6 
N/A 
N/A 
92,7 
699,9 
4570,7 
23731,5 1983 
143,7 
707,7 
598,6 
1178,1 
146,1 
2,1 
356,3 
308,8 
124,1 
967,4 
506,1 
5039,0 
710,3 
185,6 
494,5 
6429,4 
8477,9 
2898,4 
493,5 
1143,1 
N/A 
N/A 
53,9 
492.6 
4129,7 
24118,5 1984 
136,1 
692,2 
263,3 
959,4 
137,4 
0,0 
195,5 
331,6 
138,3 
690,5 
292,3 
3836,6 
642,2 
229,8 
267,8 
4976,4 
8221,5 
3223,1 
433,2 
1272,1 
N/A 
N/A 
42,8 
455,4 
3448,0 
22072,5 1985 
62,1 
442,1 
382,7 
1118,9 
119,9 
0,0 
345,5 
300,3 
94,0 
491,5 
352,5 
3709,5 
544,4 
148,1 
181,7 
4583,7 
5915,2 
2578,7 
486,5 
1018,1 
N/A 
N/A 
N/A 
545,9 
3435,8 
18563,9 1986 
60,0 
429,8 
371,2 
1281,7 
102,8 
0,0 
465.8 
195,6 
67,0 
527,7 
325,4 
3827.0 
483,9 
146,8 
137,5 
4595,2 
3915,9 
1909,2 
547,0 
1041,6 
N/A 
N/A 
N/A 
840,0 
2796,8 
15645,7 1987 
75,0 
473,9 
234,5 
1426,3 
121.5 
0,0 
864,8 
141,8 
108,3 
635,6 
369,7 
4451,4 
991,0 
136,9 
93,8 
5673,1 
2918,5 
2639,1 
647,3 
1251,6 
N/A 
N/A 
N/A 
751,4 
2675,0 
16556,0 1988 
82,0 
459,6 
379,9 
1429,2 
116,8 
0,0 
904.2 
365,1 
114,0 
837,7 
317,1 
5005.6 
962,9 
114,3 
39.0 
6121,8 
3473,9 
2342,7 
809,8 
1131,3 
N/A 
N/A 
74,1 
861,9 
2857,9 
17673,4 1989 
147,7 
589,7 
361,9 
1974,0 
113,6 
0,0 
1188,6 
414,5 
155,7 
853,7 
376,5 
6175,9 
652,1 
422,8 
115,3 
7366,1 
5696,5 
2813,1 
681,0 
1080,1 
N/A 
N/A 
248,5 
1011,4 
3071,2 
21967,9 1990 
154,4 
927,7 
397,2 
1955.0 
69,1 
0,0 
1298,4 
443,4 
181,6 
1004,1 
418,9 
6849,8 
589,4 
463,6 
64,3 
7967,1 
7494,7 
3500,7 
813,6 
1136,6 
N/A 
N/A 
343,1 
1046,9 
3343,5 
25646,2 1991 
213,4 
876,6 
556,8 
1529.9 
73.0 
0.0 
1190,9 
387,5 
153,1 
757,2 
413,6 
6152,0 
494,3 
381,8 
23,9 
7052,0 
7621,8 
3922,7 
942,0 
999,7 
912,6 
237,0 
360,4 
886,3 
3003,2 
25937,7 1992 
116.8 
674,3 
410,8 
1471,4 
42,3 
0.G 
1036,4 
321,5 
96.5 
476,4 
411.5 
5057.9 
467,1 
284,3 
23,7 
5833,0 
6482,7 
3012,2 
1235,7 
1124,6 
766,0 
224,0 
465,4 
237,9 
133,3 
532,2 
2601,8 
22648,8 1993 
133,8 
698,4 
568,7 
1600,3 
*3,7 
0,0 
1033,8 
386,1 
45,6 
475.2 
321,4 
5313,0 
791,2 
370,6 
0,4 
6475,2 
6255,6 
4792,5 
1257,4 
1013,7 
860,5 
142,2 
778,9 
426,0 
N/A 
510,7 
2279,7 
24792,4 1994 I 
IT7T7J 
595,71 
677,5 | 
1591.0! 
103,7 I 
0,0 I 
1028.7 i 
441,81 
75,91 
668,1 I 
212.4 1 
"~5512j| 
960,81 
411,4 I 
0,4 1 
6885,1 I 
8000,0 
5867,1 
1261,6 
998,5 
943,7 
148,6 
887,0 
701,6 
N/A I 
466,01 
2797,4 1 
2895€MfJ 
TABLE 7B-ORDER BOOK 
FIGURES AT THE END OF THE YEAR MARKET SHARES 
1976 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 
EU BELGIUM 0,7% 1,3% 1,2% 1,1% 0,6% 0,6% 0,3% 0,4% 0,5% 0,5% 0,7% 0,6% 0,8% 0,5% 0,5% 0,4°/c 
DENMARK 2,3% 2,5% 2,3% 2,5% 2,9% 3,1% 2,4% 2,7% 2,9% 2,6% 2,7% 3,6% 3,4% 3,0% 2,8% 2,1% 
FRANCE 4,5% 4,7% 4,3% 4,1% 2,5% 1,2% 2,1% 2,4% 1,4% 2,1% 1,6% 1,5% 2,1% 1,8% 2,3% 2,3% 
GERMANY (1) 5,3% 3,7% 4,1% 5,0% 4,9% 4,3% 6,0% 8,2% 8,6% 8,1% 9,0% 7,6% 5,9% 6,5% 6,5% 5,5% 
GREECE N/A 0,9% 0,9% 0,8% 0,6% 0,6% 0,6% 0,7% 0,7% 0,7% 0,5% 0,3% 0,3% 0,2% 0,2% 0,4% 
IRELAND 0,1% 0,1% 0,1% 0,1% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 0,0% 
ITALY 2,6% 2,5% 1,6% 2,0% 1,5% 0,9% 1,9% 3,0% 5,2% 5,1% 5,4% 5,1% 4,6% 4,6% 4,2% 3,6% 
NETHERLANDS 2,3% 1,9% 2,1% 2,1% 1,3% 1,5% 1,6% 1,3% 0,9% 2,1% 1,9% 1,7% 1,5% 1,4% 1,6% 1,5% 
PORTUGAL N/A 0,7% 0,9% 1,1% 0,5% 0,6% 0,5% 0,4% 0,7% 0,6% 0,7% 0,7% 0,6% 0,4% 0,2% 0,3% 
SPAIN N/A 6,9% 6,7% 5,6% 4,0% 3,1% 2,6% 3,4% 3,8% 4,7% 3,9% 3,9% 2,9% 2,1% 1,9% 2,3% 
UNITED KINGDOM 5,0% 2,4% 2,9% 3,0% 2,1% 1,3% 1,9% 2,1% 2,2% 1,8% 1,7% 1,6% 1,6% 1,8% 1,3% 0,7% 
TOTAL EU 22,9% 27,7% 27,1% 27,4% 20,9% 17,4% 20,0% 24,5% 26,9% 28,3% 28,1% 26,7% 23,7% 22,3% 21,4% 19,0% 
OTHER FINLAND 
AWES NORWAY 
SWEDEN N/A 
N/A 
N/A 4,5% 
2,3% 
2,8% 4,3% 
2,5% 
2,5% 4,3% 
1,6% 
2,1% 2,9% 
0,8% 
2,1% 2,9% 
1,0% 
1,2% 2,9% 
0,8% 
1,0% 3,1% 
0,9% 
0,9% 6,0% 
0,8% 
0,6% 5,4% 
0,6% 
0,2% 3,0% 
1,9% 
0,5% 2,3% 
1,8% 
0,3% 1,9% 
1,5% 
0,1% 2,1% 
1,3% 
0,1% 3,2% 
1,5% 
0,0% 3,3% 
1,4% 
0,0% 
TOTAL AWES 40,0% 37,3% 36,5% 35,4% 26,7% 22,5% 24,7% 29,4% 34,3% 34,6% 33,5% 31,1% 27,2% 25,8% 26,1% 23,8% 
JAPAN 30,6% 28,5% 28,3% 28,0% 35,2% 37,2% 31,9% 25,0% 17,6% 19,7% 25,9% 29,2% 29,4% 28,6% 25,2% 27,6% 
KOREA 20,1% 5,2% 6,5% 7,8% 12,0% 14,6% 13,9% 12,2% 15,9% 13,3% 12,8% 13,6% 15,1% 13,3% 19,3% 20,3% 
CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 
RUSSIA 
UKRAINE 
YUGOSLAVIA 
CROATIA N/A 
N/A 
N/A 
N/A 
N/A 
N/A N/A 
6,4% 
N/A 
N/A 
N/A 1,0% 
5,5% 
N/A 
N/A 
0,5% 
3,0% 2,4% 1,3% 
4,9% 
N/A 
N/A 
0,4% 
2,9% 2,0% 
4,7% 
N/A 
N/A 
0,2% 
2,0% 2,0% 
5,8% 
N/A 
N/A 
0,2% 
2,1% 2,6% 
5,5% 
N/A 
N/A 
N/A 
2,9% 3,5% 
6,7% 
N/A 
N/A 
N/A 
5,4% 3,9% 
7,6% 
N/A 
N/A 
N/A 
4,5% 4,6% 
6,4% 
N/A 
N/A 
0,4% 
4,9% 3,1% 
4,9% 
N/A 
N/A 
1,1% 
4,6% 3,2% 
4,4% 
N/A 
N/A 
1,3% 
4,1% 3,6% 
3,9% 
3,5% 
0,9% 
1,4% 
3,4% 5,5% 
5,0% 
3,4% 
1,0% 
2,1% 
1,1% 
0,6% 
2,3% 5,1% 
4,1% 
3,5% 
0,6% 
3,1% 
1,7% 
N/A 
2,1% 4,4% 
3,4% 
3,3% 
0,5% 
3,1% 
2,4% 
N/A| 
1,6% 
REST OF WORLD 9,3% 19,7% 19,4% 19,3% 17,1% 15,6% 18,5% 17,9% 16,2% 16,2% 14,0% 13,0% 11,6% 11,5% 9,2% 9,7% 
TOTAL WORLD 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 100,0% 
i (1) From 1980 on data includes order book from Ex-GDR yards 
Source : "World Shipbuilding Databank" based on data supplied by Lloyd's Maritime Information Services 
TABLE 8 - EMPLOYMENT IN THF CONSTRUCTION OF NEW VESSELS IN THE EUROPEAN UNION 
BELGIUM 
DENMARK 
FRANCE 
GERMANY 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM (1) 
(2) 
ffOTAL EU 1975 
7467 
16630 
32500 
46839 
2316 
869 
25000 
22662 
N/A 
N/A 
54550 
208833 1978 
6614 
12000 
25300 
31113 
N/A 
840 
20000 
17540 
N/A 
N/A 
41050 
154457 Î979 
6258 
9000 
23000 
27369 
N/A 
750 
19000 
14540 
N/A 
N/A 
31200 
131117 1980 
6523 
11400 
22200 
24784 
2672 
750 
18000 
13100 
N/A 
N/A 
24800 
124229 1981 
6347 
11350 
22200 
26521 
3393 
762 
16500 
13100 
N/A 
N/A 
25345 
125518 1982 
4680 
11800 
21600 
27600 
2900 
882 
13750 
12800 
N/A 
N/A 
25000 
121012 1983 
4104 
11200 
21000 
25966 
2812 
550 
12800 
11250 
N/A 
N/A 
20486 
110168 1984 
4060 
10300 
16940 
22183 
2000 
0 
12800 
10330 
N/A 
N/A 
14655 
93268 1985 
3923 
10200 
15053 
22260 
2000 
0 
12000 
6236 
5370 
18000 
14200 
109242 1986 
2995 
7000 
13700 
18184 
1709 
0 
11570 
5400 
5087 
18000 
12500 
96145 1987 
2548 
7000 
8940 
12875 
1621 
0 
9500(3) 
3600 
5020 
17300 
11500 
79904 1988 
2270 
7300 
6850 
14845 
1855 
0 
8428 (3) 
3500 
4412 
14000 
9000 
72460 1989 
2307 
7900 
6800 
14732 
1535 (4) 
0 
9675 (3) 
3500 
4245 
12550 
6494 
69738 2377 
8400 
6600 
15297 (5) 
550 
0 
9840(6) 
3900 
3845 
11940 
6126 (7) 
68875 2418 
8600 
6100 
27763 (8) 
0 
0 
8299(9) 
4000 
3820 
11440 
5984 2391 
8300 
6040 
28146 (8) 
0 
0 
8200 (10] 
4000 
3520 
10735 
5820 1665 
7300 
5880 
24143 (8) 
0 
0 
7100(11 
4000 
3150 
10065 
4665 1665 
9000 
5910 
22894 
0 
C 
8273 
4000 
1632 
9400 
4173 
(2) 
(3) 
(4) 
(5) 
(3) 
(7) 
(8) 
(S) 
M0) From 1986 on the figure covers jobs in new shipbuilding and naval and para-naval building (convertion, naval vessels and off-shore). 
Figures for the preceding years using the same method are: 1975 - 32500, 1980 - 23700, 1985 -17700. 
From 1975 to 1984 including naval dockyards estimated to be: 1975 -1800, 1978 and 1979 -3200, 1980 - 3400,1981 and 1982 - 3200, 1983 and 1984 - 2800 
2780 unemployed should be added to 1987's figure, 2850 to 1988's figure and 2581 to 1989's figure. 
Of these 2000 represent a structural over capacity for whom no new jobs can be found 
Includes nava' building 
Excluding j^bs in Ex-GDR's yp/ds 
Oi wnich 1838 currently inactive 
Revised figure 
including 11700 jobs in Ex-GDR's yards in 1991, 12441 jobs in 1992 and 9000 in 1993 
1321 unemployed should be added to this figure, representing a structural over capacity, whose elimination is foreseen during 1992 
700 unemployed should be added to this figure, representing a structural over capacity, for whom re employment is not foreseen 
116C currently inactive should be added to this figure 
Table compiled from national sources 

ISSN 0254-1475 
COM(96) 84 final 
DOCUMENTS 
EN 07 10 08 
Catalogue number : CB-CO-96-123-EN-C 
ISBN 92-78-01743-4 
Office for Official Publications of the European Communities 
L-2985 Luxembourg