COMMUNICATION FROM THE COMMISSION TO THE COUNCIL, THE EUROPEAN PARLIAMENT, THE ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS - Shaping Europe' s Maritime Future - A Contribution to the Competitiveness of Maritime Industries
Date: 1996-03-13
Institutions: European Commission
Subjects: competitiveness, industrial cooperation, maritime transport, shipbuilding, shipping policy

>;*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 

S H A P I NG 

E U R O P E ' S M A M Ï B Œ F U T Ù ME 

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 

Information  and  Telecommunication  Technology 

a) 
b)  Co-ordination  of Research  and  Development 
c)  Vocational  Training 

2.  Development of Industrial  Co-operation 

a)  Co-operation  with  Third Countries'  Industries 
Industrial  Co-operation  within  the  Union 
b) 

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 

Integrated  Management  of the Coastal 7x>nes 

a)  Development  of  Infrastructure 
b) 
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. 

the 

fact 

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  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). 

that  shipping 

is 

1.  Shipbuilding 

technology 

is  a  high 

Shipbuilding 
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) 
(4) 

(5) 

COM (95) 691 final, 20.12.95 

The  Communication  "Maritime  Strategy",  COM  (96)  81  final,  discusses  the  challenge  of 
eliminating dangerous shipping 

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 
if  safety  and 
extensive  modifications.  This  effect  could  be 
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. 

further  enhanced 

(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 
total  energy  consumption  was  approximately 
In  1995,  the  European  Union's 
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 
functionalities. 
SAFEMAR  will  allow  the  monitoring  of  compliance  of  ships  with  international 
regulations. 

include  electronic  chart 

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. 

Information 
For  highly  distributive  manufacturing  processes 
improvement  by  concurrent  and 
Technologies  allow  considerable  productivity 
intelligent 
simultaneous  engineering.  MARVEL 
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. 

is  a  user  oriented  project  for 

like  shipbuilding 

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 
submarine 
telecommunications  and acoustics and the development of new tools for the study of the 
marine environment and pollution. 

remote  control 

technology  of 

in  a  marine 

environment, 

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 
training,  reconversion  of  skills,  upgrading  of  skills  of 
investment 
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. 

in  vocational 

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. 

- 1 2-

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 

- 1 3-

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 
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. 

in 

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 
the  development  of  the  coast.  As  a 
between 
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. 

the  numerous  actions 

influencing 

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 ( 9 5)  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  Economic  and  Social 
the  European  Parliament, 
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. 

1 7-

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 
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. 

technologies, 

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 

- 1 8-

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 

ANNEXES 

to 

TABLE  1 - WORLD SEABORNE TRADE AND CARGO  FLEET 

| 

OIL AND OIL  PRODUCTS 

OTHER  CARGO 

Seaborne trade 

Fleet (*) 

Seaborn 

e trade 

Fleet  (*) 

Seaborn 

e trade 

TOTAL 

Flee 

tn 

index 
73=100 

million 
DWT 

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 

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 

100 
118 
134 
147 
152 
151 
150 
149 
146 
138 
129 
122 
110 
107 
105 
106 
109 
112 
116 
118 
120 
118 

'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 

index 
73=100 

million 
DWT 

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 

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 

100 
106 
112 
120 
131 
136 
140 
142 
149 
156 
161 
166 
169 
168 
166 
168 
172 
177 
181 
183 
186 
192 

'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 

index 
73=100 

million 
DWT 

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 

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 

100 
112 
124 
134 
142 
144 
145 
146 
147 
146 
144 
142 
138 
135 
134 
135 
138 
142 
146 
148 
151 
152 

'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 

1973 
1974 
1975 
1976 
1977 
1978 
1979 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
1993 
1994 Est. 

Est. : Estimates 
(*) As at the end of the year 

Source  : Fearnleys  Review 

TABLE 2 - TONNAGE  WITHDRAWN 

as at mid 
December 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
1993 
1994 

TONNAGE LAID  UP 

number 
of ships 

million 
GT 

million 
DWT 

237 
297 
1247 
1409 
1060 
884 
633 
390 
276 
200 
164 
191 
273 
227 
157 

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 

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 

during 

1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
.1993 
1994 

TONNAGE  BROKEN  UP 
million 
number 
GT 
of ships 

million 
DWT 

887 
824 
1081 
1323 
1500 
1722 
1576 
1094 
812 
512 
479 
445 
603 
547 
603 

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 

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 

Sources  : Institute of Shipping  Economics  • Bremen;  Feamleys  Review - Oslo 

r3 

million 
DWT 

TONNAGE  FOR  STORAGE 
as at the end 
of  December 
1980 
1981 
1982 
1983 
1984 
1985 
1986 
1987 
1988 
1989 
1990 
1991 
1992 
1993 
1994 

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 

TABLE 3 - WORLD AND COMMUNITY  FLEETS 

MEMBER STATES' FLEETS BY FLAG 

1000 GT 

Existing fleet 

B E L G I UM 
DENMARK 
FRANCE 
GERMANY 
GREECE 
IRELAND 
ITALY 
LUXEMBOURG 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 
TOTAL EC 

AUSTRIA 
FINLAND 
SWEDEN 

WORLD FLEET 

%  EC  /  World 

1980 

1981 

1982 

1983 

1984 

1810 
5390 
11925 
8356 
39472 
209 
11096 

1917 
5048 

11455 
7708 
42005 
268 
10641 

2271 
5214 
10771 
7707 

40035 
239 
10375 

2274 
5115 
9888 
6897 

37478 
223 
10015 

5724 
1356 
8112 
27135 
120585 

5468 
1377 
8134 
25419 
119440 

5393 
1402 
8131 
22505 
114043 

4940 
1338 
7505 
19122 
104795 

2407 
5211 
8945 
6242 
35059 
221 
9158 

4586 
1571 
7005 
15874 
96279 

As at the 1 July 
1985 
1986 

2400 
4942 
8237 
6177 
31032 
194 
8843 

4301 
1437 
6256 
14344 
88163 

2420 
4651 
5936 
5565 
28391 
149 
7897 

4324 
1114 
5422 
11567 
77436 

-

1987 

1988 

1989 

1990 

1991 

As at the 31 December 
1993 

1994 

1992 

2268 
4873 
5371 
4318 
23560 
154 
7817 

3908 
1048 
4949 
8505 
66771 

2118 
4502 
4506 
3917 
21979 
173 
7794 
2 
3726 
989 
4415 
8260 
62381 

2044 
4963 
4413 
3967 
21324 
167 
7009 
4 
3655 
726 
3962 
7646 
59880 

1955 
5188 
3832 
4301 
20522 
181 
7991 
3 
3785 
854 
3807 
6716 
59135 

314 

5871 
3988 
5971 
22753 
195 
8122 
1703 
3872 

891 
3617 
6611 
63908 

241 
5436 
4022 
5360 
25739 
199 
7513 
1656 
4187 

975 
2643 
5712 
63683 

218 
5392 
4332 
4979 
29134 
185 
7030 
1327 
4124 
1004 
1752 
5683 

65160 

233 
5799 
4348 
5696 
30162 
190 
6818 
1143 
4396 
884 
1560 
6526 
67755 

140 
1197 
2884 

160 
1354 
2439 

134 
1404 
2797 

4199111  420835|  424742 | 422590 1 418682 1 416269 | 404910 | 403498 | 403406 | 410481 I 423627 | 436027 j| 445168 | 457915 |  .475859" 

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% 

Source  : Lloyd's Register  of Shipping 

laflwE 4 A ^ £ S g r ^ Ç T I PN - S H I PS  Ç O M P L E T EP 

1976 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

1990 

1991 

1992 

1993 

1994 

FIGURES AT THE END OF THE YEAR 

1000 CGT 

EU 

BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 

139,8 
560,6 
672,4 
1468,0 
N/A 

20,3 
353,9 
940,0 
53,0 
734,0 
985,1 

129,6 
382,4 
267,8 
672,8 
12,8 
3,0 
345,5 
249,5 
35,3 
441,4 
458,6 

95,5 
343,8 
443,3 
1270,3 
5,2 
17,0 
359,2 
341,6 
6,4 
556,8 
243,2 

83,0 
329,2 
353,3 
1181,5 
61,8 
0,0 
156,2 
390,0 
31,2 
587,4 
394,0 

173,2 
338,5 
356,8 
1267,8 
35,7 
19,2 
217,0 
415,8 
124,7 
488,7 
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 
2 63 
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 
AWES 

FINLAND 
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 

KOREA 

CHINA 
POUND 
ROMANIA 
BULGARIA 
USSR 

RUSSIA 
UKRAINE 

YUGOSLAVIA 

CROATIA 

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 

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 

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 

297,8 
382,4 
N/A 
N/A 
689,5 

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 

255,4 
223,0 
126,4 
71,0 
365,0 

N/A 

170,6 

224,8 

220,5 

217,0 

237,2 

281,4 

188,4 

3,0 

230,5 

327,7 

293,4 

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 

1976 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

1990 

1991 

1992 

1993 

1994 

FIGURES AT THE  END OF THE YEAR 

MARKET SHARES 

EU 

BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 

0,6% 
2,5% 
3,0% 
6,6% 
N/A 
0,1% 
1,6% 
4,3% 
0,2% 
3,3% 
4,5% 

1,0% 
3,0% 
2,1% 
5,3% 
0,1% 
0,0% 
2,7% 
2,0% 
0,3% 
3,5% 
3,6% 

0,7% 
2,5% 
3,2% 
9,2% 
0,0% 
0,1% 
2,6% 
2,5% 
0,0% 
4,0% 
1,8% 

0,6% 
2,3% 
2,4% 
8,1% 
0,4% 
0,0% 
1,1% 
2,7% 
0,2% 
4,0% 
2,7% 

1,3% 
2,5% 
2,6% 
9,4% 
0,3% 
0,1% 
1,6% 
3,1% 
0,9% 
3,6% 
2,4% 

0,7% 
2,4% 
2,4% 
7,8% 
0,3% 
0,0% 
1,2% 
1,7% 
0,1% 
2,3% 
2,0% 

0,9% 
3,1% 
1,2% 
8,1% 
0,3% 
0,0% 
0,9% 
2,2% 
0,3% 
2,8% 
1,2% 

0,4% 
2,9% 
1,2% 
8,8% 
0,2% 
0,0% 
0,5% 
2,2% 
0,5% 
1,9% 
1,2% 

0,3% 
2,1% 
2,2% 
8,3% 
0,1% 
0,0% 
2,4% 
1,6% 
0,3% 
3,6% 
1,8% 

0,5% 
3,2% 
0,7% 
10,3% 
0,1% 
0,0% 
1,4% 
1,8% 
0,3% 
3,8% 
1,3% 

0,4% 
2,9% 
2,0% 
8,6% 
0,1% 
0,0% 
2,9% 
1,7% 
0,5% 
3,1% 
1,6% 

0,6% 
2,6% 
1,0% 
8,6% 
0,4% 
0,0% 
2,8% 
2,3% 
0,6% 
3,1% 
1,2% 

0,2% 
3,0% 
1,5% 
7,0% 
0,1% 
0,0%- 
3,7% 
3,1% 
0,3% 
2,6% 
1,5% 

0,8% 
3,4% 
1,5% 
7,9% 
0,0% 
0,0% 
2,4% 
2,2% 
0,5% 
3,5% 

0,0% 
2,9% 
0,5% 
6,9% 
0,1% 
0,0% 
4,0% 
1,9% 
0,5% 
2,9% 

1,2% 

1,2% 

0,5% 
2,4% 
0,8% 
7,6% 
0,0% 
0,0% 
3,5% 
2,5% 
0,1% 
1,8% 
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 
AWES 

FINLAND 
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 

KOREA 

CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 

RUSSIA 
UKRAINE 

YUGOSLAVIA 

CROATIA 

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% 

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% 

N/A 
N/A 
N/A 
N/A 
N/A 

N/A 
3,9% 
N/A 
N/A 
3,4% 

0,2% 
2,5% 
N/A 
N/A 
4,3% 

0,7% 
2,5% 
N/A 
N/A 
3,5% 

1,3% 
2,0% 
N/A 
N/A 
3,5% 

2,0% 
2,5% 
N/A 
N/A 
4,6% 

1,2% 
2,5% 
N/A 
N/A 
1,9% 

1,8% 
2,8% 
N/A 
N/A 
1,4% 

2,2% 
3,2% 
N/A 
N/A 
0,5% 

2,9% 
4,0% 
N/A 
N/A 
0,7% 

2,3% 
2,4% 
N/A 
N/A 
2,3% 

2,6% 
1,5% 
N/A 
N/A 
4,1% 

2,2% 
1,9% 
1,1% 
0,6% 
3,2% 

N/A 

1,4% 

1,6% 

1,5% 

1,6% 

1,6% 

2,0% 

1,6% 

0,0% 

2,7% 

3,3% 

2,5% 

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% 

3,8% 
3,2% 
0,2% 
0,6% 

1,3% 
1,2% 

0,8% 
1,7% 

0,8% 

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% 

(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 

O 

I&Big §A - NSW QRPERS 

FIGURES AT THE END OF THE YEAR 

1Q00 CGT 

1976 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

1990 

1991 

1992 

1993 

1994 

EU 

BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 

75,0 
317,1 
63,6 
726,1 
N/A 

19,2 
301,5 
626,4 
73,0 
297,0 
627,6 

53,8 
284,6 
556,4 
613,0 
82,4 
1,3 
231,2 
373,3 
30,7 
737,5 
350,2 

81,4 
296,6 
333,0 
1249,9 
4,5 
18,2 
144,7 
365,2 
55,5 
675,2 
410,8 

43,3 
250,6 
175,9 
1239,9 
10,3 
1,3 
243,2 
309,0 
27,8 
323,9 
301,5 

58,7 
428,9 
136,4 
1236,9 
4,6 
0,0 
57,1 
237,3 
36,0 
222,1 
150,4 

69,5 
405,2 
106,5 
1072,9 
7,4 
0,0 
68,2 
248,4 
30,6 
92,2 
107,6 

26,8 
86,0 
262,5 
1228,2 
29,4 
0,0 
257,4 
269,8 
1.2 
197,6 
224,4 

43,2 
305,9 
132,4 
1297,1 
5,1 
0,0 
229,0 
137,0 
29,5 
258,5 
112,0 

34,0 
219,2 
60,5 
872,4 
6,5 
0,0 
408,7 
91,9 
78,1 
421,7 
116,5 

52,0 
205,3 
204,6 
877,6 
6,1 
0,0 
172,3 
356,2 
33,1 
453,8 
124,2 

101,7 
192,4 
165,9 
1400,6 
5,0 
0,0 
564,8 
236,3 
69,6 
274,1 
209,2 

71,4 
596,4 
136,2 
875,6 
0,8 
0,0 
413,1 
277,1 
79,6 
487,8 
205,1 

75,1 
265,9 
327,9 
559,1 
8,9 
0,0 
380,5 
296,7 
8,3 
74,8 
172,6 

14,0 
246,6 
35,0 
858,9 
8,7 
0,0 
134,9 
211,0 
1,5 
127,5 
119,8 

18,4 
390,4 
226,6 
1029,0 
7,2 
0,0 
511,2 
305,2 
5,7 
359,9 
65,5 

53,8 
381,9 
240,0 
1034,1 
0,0 
0,0 
344,6 
342,9 
43,6 
404,0 
38,8 

TOTAL EU 

3126,5 

3314,4 

3635,0 

2926,7 

2568,4 

2208,5 

2583,3 

2549,7 

2309,5 

2485,2 

3219,6 

3143,1 

2169,8 

1757,9 

2919,1 

2883,7 

OTHER 
AWES 

FINLAND 
NORWAY 
SWEDEN 

N/A 
N/A 
N/A 

523,9 
381,6 
205,4 

502,5 
408,7 
359,3 

221,1 
156,4 
184,5 

135,4 
108,8 
278,4 

389,5 
208,2 
34,0 

158,0 
129,9 
16,1 

202,2 
136,4 
59,2 

637,7 
139,2 
71,4 

108,0 
112,1 
13,2 

63,0 
398,8 
110,1 

256,7 
190,9 
3,8 

139,4 
118,1 
4,3 

178,7 
165,0 
23,5 

515,1 
251,8 
1,0 

276,7 
262,9 
0,0 

TOTAL AWES 

4659,5 

4425,3 

4905,5 

3488,7 

3091,0 

2840,2 

2887,3 

2947,5 

3157,8 

2718,5 

3791,5 

3594,5 

2431,6 

2125,1 

3687,0 

3423,3 

JAPAN 

KOREA 

CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 

RUSSIA 
UKRAINE 

YUGOSLAVIA 

CROATIA 

7337,5 

6708,3 

5823,1 

4859,4 

7389,1 

6040,0 

4440,0 

3431,6 

3120,5 

3360,7 

5879,7 

6116,4 

4433,0 

3268,3 

4681,4 

6688,4 

325,4 

939,3 

893,3 

1001,5 

2147,1 

1180,9 

806,5 

1352,4 

1942,6 

1203,0 

1671,4 

2169,2 

2278,1 

1085,3 

3672,6 

3088,0 

N/A 
N/A 
N/A 
N/A 
N/A 

N/A 
208,4 
N/A 
N/A 

12,1 

233,0 
146,0 
N/A 
N/A 

24,0 

119,6. 
133,3 
N/A 
N/A 

68,4 

285,9 
489,8 
N/A 
N/A 
N/A 

179,9 
417,1 
N/A 
N/A 

2,9 

204,0 
270,3 
N/A 
N/A 
N/A 

321,5 
321,4 
N/A 
N/A 
N/A 

263,8 
302,6 
N/A 
N/A 
N/A 

330,6 
218,4 
N/A 
N/A 

92,6 

258,5 
209,5 
N/A 
N/A 
214,1 

387,4 
218,4 
N/A 
N/A 
209,1 

429,7 
295,9 
550,4 
109,9 
83,6 

N/A 

242,3 

76,8 

320,0 

123,8 

75,0 

329,6 

447,3 

130,8 

306 f9 

478,5 

322,6 

127,4 

585,0 
434,5 
57,0 
45,8 

254,6 
105,9 

436,5 
191,2 
149,6 
41,5 

358,3 
290,5 

547,4 
678,9 
140,2 
63,9 

170,2 
396,7 

129,0 

153,4 

270,4 

REST OF WORLD 

3659,9 

1822,0 

1951,4 

1542,3 

1323,4 

1041,7 

1383,7 

660,4 

822,0 

895,2 

1061,1 

1285,9 

1175,4 

729,6 

864,0 

1285,9 

•TOTAL WORLD 

15982,3 

14357,7 

14053,1 

11533,2 

14850,1 

11777,7 

10321,4 

9482,1 

9740,1 

9125,9 

13564,3 

14303,5 

11915,0 

8820,1 

4526,0 

16753,3 

(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  5B • NEW  ORDERS 

1976 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

1990 

1991 

1992 

1993 

1994 

FIGURES AT THE END OF THE YEAR 

MARKET SHARES 

EU 

BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 

0,5% 
2,0% 
0,4% 
4,5% 
N/A 
0,1% 
1,9% 
3,9% 
0,5% 
1,9% 
3,9% 

0,4% 
2,0% 
3,9% 
4,3% 
0,6% 
0,0% 
1,6% 
2,6% 
0,2% 
5,1% 
2,4% 

0,6% 
2,1% 
2,4% 
8,9% 
0,0% 
0,1% 
1,0% 
2,6% 
0,4% 
4,8% 
2,9% 

0,4% 
2,2% 
1,5% 
10,8% 
0,1% 
0,0% 
2,1% 
2,7% 
0,2% 
2,8% 
2,6% 

0,4% 
2,9% 
0,9% 
8,3% 
0,0% 
0,0% 
0,4% 
1,6% 
0,2% 
1,5% 
1,0% 

0,6% 
3,4% 
0,9% 
9,1% 
0,1% 
0,0% 
0,6% 
2,1% 
0,3% 
0,8% 
0,9% 

0,3% 
0,8% 
2,5% 
11,9% 
0,3% 
0,0% 
2,5% 
2,6% 
0,0% 
1,9% 
2,2% 

0,5% 
3,2% 
1,4% 
13,7% 
0,1% 
0,0% 
2,4% 
1,4% 
0,3% 
2,7% 
1,2% 

0,3% 
2,3% 
0,6% 
9,0% 
0,1% 
0,0% 
4,2% 
0,9% 
0,8% 
4,3% 
1,2% 

0,6% 
2,2% 
2,2% 
9,6% 
0,1% 
0,0% 
1,9% 
3,9% 
0,4% 
5,0% 
1,4% 

0,7% 
1,4% 
1,2% 
10,3% 
0,0% 
0,0% 
4,2% 
1,7% 
0,5% 
2,0% 
1,5% 

0,5% 
4,2% 
1,0% 
6,1% 
0,0% 
0,0% 
2,9% 
1,9% 
0,6% 
3,4% 
1,4% 

0,6% 
2,2% 
2,8% 
4,7% 
0,1% 
0,0% 
3,2% 
2,5% 
0,1% 
0,6% 
1,4% 

0,2% 
2,8% 
0,4% 
9,7% 
0,1% 
0,0% 
1,5% 
2,4% 
0,0% 
1,4% 
1,4% 

0,1% 
2,7% 
1,6% 
7,1% 
0,0% 
0,0% 
3,5% 
2,1% 
0,0% 
2,5% 
0,5% 

0,3% 
2,3% 
1,4% 

6,2% 
0,0% 
0,0% 
2,1% 
2,0% 
0,3% 
2,4% 
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 
AWES 

FINLAND 
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 

KOREA 

CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 

RUSSIA 
UKRAINE 

YUGOSLAVIA 

CROATIA 

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% 

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% 

N/A 
N/A 
N/A 
N/A 
N/A 

N/A 
1,5% 
N/A 
N/A 
0,1% 

1,7% 
1,0% 
N/A 
N/A 
0,2% 

1,0% 
1,2% 
N/A 
N/A 
0,6% 

1,9% 
3,3% 
N/A 
N/A 
N/A 

1,5% 
3,5% 
N/A 
N/A 
0,0% 

2,0% 
2,6% 
N/A 
N/A 
N/A 

3,4% 
3,4% 
N/A 
N/A 
N/A 

2,7% 
3,1% 
N/A 
N/A 
N/A 

3,6% 
2,4% 
N/A 
N/A 
1,0% 

1,9% 
1,5% 
N/A 
N/A 
1,6% 

2,7% 
1,5% 
N/A 
N/A 
1,5% 

3,6% 
2,5% 
4,6% 
0,9% 
0,7% 

N/A 

1,7% 

0,5% 

2,8% 

0,8% 

0,6% 

3,2% 

4,7% 

1,3% 

3,4% 

3,5% 

2,3% 

1,1% 

6,6% 
4,9% 
0,6% 
0,5% 

2,9% 
1,2% 

3,0% 
1,3% 
1,0% 
0,3% 

2,5% 
2,0% 

3,3% 
4,1% 
0,8% 
0,4% 

1,0% 
2,4% 

1,5% 

1,1% 

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 

OIL  TANKERS 

1000  CGT 

% 

BULK  CARRIERS 
% 
j 

1000 CGT 

CARGO  SHIPS 

1000  CGT 

% 

NON  CARGO  VESSELS 
1000  CGT 

% 

TOTAL 

1000  CGT 

% 

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 

L 

1986  WORLD 

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 

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 

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 

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 

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 

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 

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 

©4 

FIGURES AT THE END OF THE YEAR 

1'QOOOEm 

1976 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

1990 

1991 

1992 

1993 

1994 

I 

EU 

BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 

277,0 
923,5 
1770,4 
2113,3 
N/A 

43,9 
1036,2 
917,1 
N/A 
N/A 
1989,4 

331,7 
652,4 
1193,7 
950,9 
240,6 
17,8 
639,8 
493,7 
191,2 
1769,5 
615,0 

311,5 
618,9 
1138,2 
1082,0 
245,4 
19,3 
427,3 
551,7 
240,4 
1754,0 
768,9 

261,1 
603,9 
978,5 
1177,7 
191,4 
20,0 
480,4 
498,8 
258,4 
1325,3 
714,1 

143,7 
707,7 
598,6 
1178,1 
146,1 
2,1 
356,3 
308,8 
124,1 
967,4 
506,1 

136,1 
692,2 
263,3 
959,4 
137,4 
0,0 
195,5 
331,6 
138,3 
690,5 
292,3 

62,1 
442,1 
382,7 
1118,9 
119,9 
0,0 
345,5 
300,3 
94,0 
491,5 
352,5 

60,0 
429,8 
371,2 
1281,7 
102,8 
0,0 
465.8 
195,6 
67,0 
527,7 
325,4 

75,0 
473,9 
234,5 
1426,3 
121.5 
0,0 
864,8 
141,8 
108,3 
635,6 
369,7 

82,0 
459,6 
379,9 
1429,2 
116,8 
0,0 
904.2 
365,1 
114,0 
837,7 
317,1 

147,7 
589,7 
361,9 
1974,0 
113,6 
0,0 
1188,6 
414,5 
155,7 
853,7 
376,5 

154,4 
927,7 
397,2 
1955.0 
69,1 
0,0 
1298,4 
443,4 
181,6 
1004,1 
418,9 

213,4 
876,6 
556,8 
1529.9 
73.0 
0.0 
1190,9 
387,5 
153,1 
757,2 
413,6 

116.8 
674,3 
410,8 
1471,4 
42,3 
0.G 
1036,4 
321,5 
96.5 
476,4 
411.5 

133,8 
698,4 
568,7 
1600,3 
*3,7 
0,0 
1033,8 
386,1 
45,6 
475.2 
321,4 

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 

TOTAL EU 

9070,8 

7096,3 

7157,6 

6509,6 

5039,0 

3836,6 

3709,5 

3827.0 

4451,4 

5005.6 

6175,9 

6849,8 

6152,0 

5057.9 

5313,0 

" ~ 5 5 1 2 j| 

OTHER 
AWES 

FINLAND 
NORWAY 
SWEDEN 

N/A 
N/A 
N/A 

1144,3 
589,3 
703,8 

1139,5 
670,3 
646,3 

1023,8 
371,9 
494,9 

710,3 
185,6 
494,5 

642,2 
229,8 
267,8 

544,4 
148,1 
181,7 

483,9 
146,8 
137,5 

991,0 
136,9 
93,8 

962,9 
114,3 
39.0 

652,1 
422,8 
115,3 

589,4 
463,6 
64,3 

494,3 
381,8 
23,9 

467,1 
284,3 
23,7 

791,2 
370,6 
0,4 

960,81 
411,4 I 
0,4 1 

TOTAL AWES 

15839,2 

9533,7 

9613,7 

8400,2 

6429,4 

4976,4 

4583,7 

4595,2 

5673,1 

6121,8 

7366,1 

7967,1 

7052,0 

5833,0 

6475,2 

6885,1 I 

JAPAN 

KOREA 

CHINA 
POLAND 
ROMANIA 
BULGAFO 
USSR 

RUSSIA 
UKRAINE 

YUGOSLAVIA 

CROATIA 

12093,8 

7297,8 

7457,7 

6640,2 

8477,9 

8221,5 

5915,2 

3915,9 

2918,5 

3473,9 

5696,5 

7494,7 

7621,8 

6482,7 

6255,6 

8000,0 

7943,2 

1320,3 

1711,1 

1854,9 

2898,4 

3223,1 

2578,7 

1909,2 

2639,1 

2342,7 

2813,1 

3500,7 

3922,7 

3012,2 

4792,5 

5867,1 

N/A 
N/A 
N/A 
N/A 
N/A 

N/A 
1634,6 
N/A 
N/A 
N/A 

260,9 
1459,0 
N/A 
N/A 
128,9 

298,3 
1174,6 
N/A 
N/A 

92,7 

493,5 
1143,1 
N/A 
N/A 

53,9 

433,2 
1272,1 
N/A 
N/A 

42,8 

486,5 
1018,1 
N/A 
N/A 
N/A 

547,0 
1041,6 
N/A 
N/A 
N/A 

647,3 
1251,6 
N/A 
N/A 
N/A 

809,8 
1131,3 
N/A 
N/A 

74,1 

681,0 
1080,1 
N/A 
N/A 
248,5 

813,6 
1136,6 
N/A 
N/A 
343,1 

942,0 
999,7 
912,6 
237,0 
360,4 

N/A 

760,7 

626,7 

699,9 

492.6 

455,4 

545,9 

840,0 

751,4 

861,9 

1011,4 

1046,9 

886,3 

1235,7 
1124,6 
766,0 
224,0 

465,4 
237,9 
133,3 
532,2 

1257,4 
1013,7 
860,5 
142,2 

778,9 
426,0 
N/A 
510,7 

1261,6 
998,5 
943,7 
148,6 

887,0 
701,6 
N/A 
I 
466,01 

REST OF WORLD 

3693,0 

5045,1 

5105,6 

4570,7 

4129,7 

3448,0 

3435,8 

2796,8 

2675,0 

2857,9 

3071,2 

3343,5 

3003,2 

2601,8 

2279,7 

2797,4 1 

TOTAL WORLD 

39569,2 

25592,2 

26363,6 

23731,5 

24118,5 

22072,5 

18563,9 

15645,7 

16556,0 

17673,4 

21967,9 

25646,2 

25937,7 

22648,8 

24792,4 

2895€MfJ 

(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 7 B - O R D ER  BOOK 

1976 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

1990 

1991 

1992 

1993 

1994 

FIGURES AT THE  END OF THE YEAR 

MARKET SHARES 

EU 

BELGIUM 
DENMARK 
FRANCE 
GERMANY (1) 
GREECE 
IRELAND 
ITALY 
NETHERLANDS 
PORTUGAL 
SPAIN 
UNITED KINGDOM 

0,7% 
2,3% 
4,5% 
5,3% 
N/A 
0,1% 
2,6% 
2,3% 
N/A 
N/A 
5,0% 

1,3% 
2,5% 
4,7% 
3,7% 
0,9% 
0,1% 
2,5% 
1,9% 
0,7% 
6,9% 
2,4% 

1,2% 
2,3% 
4,3% 
4,1% 
0,9% 
0,1% 
1,6% 
2,1% 
0,9% 
6,7% 
2,9% 

1,1% 
2,5% 
4,1% 
5,0% 
0,8% 
0,1% 
2,0% 
2,1% 
1,1% 
5,6% 
3,0% 

0,6% 
2,9% 
2,5% 
4,9% 
0,6% 
0,0% 
1,5% 
1,3% 
0,5% 
4,0% 
2 , 1% 

0,6% 
3,1% 
1,2% 
4,3% 
0,6% 
0,0% 
0,9% 
1,5% 
0,6% 
3,1% 
1,3% 

0,3% 
2,4% 
2,1% 
6,0% 
0,6% 
0,0% 
1,9% 
1,6% 
0,5% 
2,6% 
1,9% 

0,4% 
2,7% 
2,4% 
8,2% 
0,7% 
0,0% 
3,0% 
1,3% 
0,4% 
3,4% 
2,1% 

0,5% 
2,9% 
1,4% 
8,6% 
0,7% 
0,0% 

5,2% 
0,9% 
0,7% 
3,8% 
2,2% 

0,5% 
2,6% 
2,1% 
8,1% 
0,7% 
0,0% 

5,1% 
2,1% 
0,6% 
4,7% 
1,8% 

0,7% 
2,7% 
1,6% 
9,0% 
0,5% 
0,0% 
5,4% 
1,9% 
0,7% 
3,9% 
1,7% 

0,6% 
3,6% 
1,5% 
7,6% 
0,3% 
0,0% 
5,1% 
1,7% 
0,7% 
3,9% 
1,6% 

0,8% 
3,4% 
2,1% 
5,9% 
0,3% 
0,0% 
4,6% 
1,5% 
0,6% 
2,9% 
1,6% 

0,5% 
3,0% 
1,8% 
6,5% 
0,2% 
0,0% 
4,6% 
1,4% 
0,4% 
2,1% 
1,8% 

0,5% 
2,8% 
2,3% 
6,5% 
0,2% 
0,0% 
4,2% 
1,6% 
0,2% 
1,9% 
1,3% 

0,4°/c 
2,1% 
2,3% 
5,5% 
0,4% 
0,0% 
3,6% 
1,5% 
0,3% 
2,3% 
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 
AWES 

FINLAND 
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 

KOREA 

CHINA 
POLAND 
ROMANIA 
BULGARIA 
USSR 

RUSSIA 
UKRAINE 

YUGOSLAVIA 

CROATIA 

REST OF WORLD 

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% 

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% 

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% 

1,3% 
4,9% 
N/A 
N/A 
0,4% 

2,0% 
4,7% 
N/A 
N/A 
0,2% 

2,0% 
5,8% 
N/A 
N/A 
0,2% 

2,6% 
5,5% 
N/A 
N/A 
N/A 

3,5% 
6,7% 
N/A 
N/A 
N/A 

3,9% 
7,6% 
N/A 
N/A 
N/A 

4,6% 
6,4% 
N/A 
N/A 
0,4% 

3,1% 
4,9% 
N/A 
N/A 
1,1% 

3,2% 
4,4% 
N/A 
N/A 
1,3% 

3,6% 
3,9% 
3,5% 
0,9% 
1,4% 

N/A 

3,0% 

2,4% 

2,9% 

2,0% 

2,1% 

2,9% 

5,4% 

4,5% 

4,9% 

4,6% 

4,1% 

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% 

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% 

(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 

i 

TABLE 8 - EMPLOYMENT IN THF  CONSTRUCTION  OF NEW VESSELS IN THE EUROPEAN  UNION 

1975 

1978 

Î979 

1980 

1981 

1982 

1983 

1984 

1985 

1986 

1987 

1988 

1989 

BELGIUM 

DENMARK 

FRANCE 

GERMANY 

GREECE 

IRELAND 

ITALY 

(1) 

NETHERLANDS 

(2) 

PORTUGAL 

SPAIN 

UNITED  KINGDOM 

7467 
16630 
32500 
46839 
2316 
869 
25000 

22662 

N/A 
N/A 
54550 

6614 

12000 

25300 

31113 

N/A 

840 
20000 
17540 
N/A 
N/A 
41050 

6258 
9000 
23000 
27369 
N/A 

750 
19000 
14540 
N/A 
N/A 
31200 

6523 
11400 
22200 
24784 
2672 
750 
18000 
13100 
N/A 
N/A 
24800 

6347 
11350 
22200 
26521 
3393 
762 
16500 
13100 
N/A 
N/A 
25345 

4680 
11800 
21600 
27600 
2900 
882 
13750 
12800 
N/A 
N/A 
25000 

4104 
11200 
21000 
25966 
2812 
550 
12800 
11250 
N/A 
N/A 
20486 

4060 
10300 
16940 
22183 
2000 
0 
12800 
10330 
N/A 
N/A 
14655 

3923 
10200 
15053 
22260 
2000 
0 
12000 
6236 
5370 
18000 
14200 

2995 
7000 
13700 
18184 
1709 
0 
11570 
5400 
5087 
18000 
12500 

2548 
7000 
8940 
12875 
1621 
0 
9500(3) 
3600 
5020 
17300 
11500 

2270 
7300 
6850 
14845 
1855 
0 
8428 (3) 
3500 
4412 
14000 
9000 

2307 
7900 
6800 
14732 

1535 (4) 
0 
9675 (3) 
3500 
4245 
12550 
6494 

2377 
8400 
6600 
15297 (5) 
550 
0 
9840(6) 
3900 
3845 
11940 
6126 (7) 

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 

ffOTAL  EU 

208833 

154457 

131117 

124229 

125518 

121012 

110168 

93268 

109242 

96145 

79904 

72460 

69738 

68875 

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 

(2) 
(3) 

(4) 
(5) 
(3) 
(7) 
(8) 
(S) 
M0) 

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