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R l epo a u n rt n A

2011 012 2

Foreword
With this publication, we wish to introduce SEA Europe, the joint European association created on 1 June 2012 by the members of the Community of European Shipyards Associations (CESA) and the European Marine Equipment Council (EMEC). With SEA Europe, a strong common voice for the maritime technology industry in Europe has set its sails. This industry is a major asset for Europe. The ability to develop, produce and serve top performance ships and other maritime equipment is the key not only for a competitive and sustainable sea-borne transport of the future but also for a wide range of other business activities at the oceans, seas and inland waterways. The world is increasingly depending on resources form the oceans from energy to food, from minerals to space. SEA Europes core mission is to make the public as well as policymakers understand better the strategic importance of the sector and to deliver results for its members and for the society.

Bernard Meyer

Shipyards and equipment manufacturers mostly share common interests, concerns and policy objectives. They serve global, highly competitive markets with the highest technology requirements. The market conditions are under considerable pressure as demand in many segments continues to be weak. At the same time, due to sharply increasing fuel costs, regulatory pressure to reduce emissions to the environment and strong growth prospects for off-shore hydrocarbon as well as renewable energy, investments in maritime industries are expected to see strong long term growth. A continued and expanded strong presence in various maritime markets will substantially contribute to Europes prosperity. Joint efforts from industry and policy Lars Grvell-Dahll makers are required to achieve this objective. The call by the European Commission for a new industrial revolution is highly encouraging in this context and sets the optimal frame for the renewal of the LeaderSHIP initiative LeaderSHIP 2020. SEA Europe is fully committed to make LeaderSHIP 2020 a success for the industry and a new role model for the European industrial policy. With the continuation of the activities carried out by CESA and EMEC, SEA Europe will conduct its work in a wide array of working groups and committees. Therefore, the here presented activity reports of CESA and EMEC also serve as an introduction to our new organisation. The creation of SEA Europe sends out a clear signal that the European maritime technology industry is actively addressing its challenges with joint forces.

Lars Grvell-Dahll Bernard Meyer Chairman of SEA Europe Vice-Chairman of SEA Europe President of EMEC Chairman of CESA

Foreword

Index

1. Market development 2. Introduction of SEA Europe 3. LeaderSHIP 2020 4. Activities reports of CESA 5. Activities reports of EMEC 6. SEA Europe society

6 15 16 17 38 51

Annex 1: Statistics 2011 Annex 2: SEA Europe Member Associations Annex 3: SEA Europe organisation Annex 4: Picture references

54 62 65 66

Index

1. Market development
Introduction
The commercial shipbuilding and the marine equipment industry operate in a truly global market and is uniquely positioned to address the new challenges of population growth, economic development and environment protection. Nevertheless, after a huge speculative boom, marked by the creation of large new building capacity mainly in Asia and fleet overcapacities, the financial markets collapsed, severely affecting the entire maritime sector. The recovery signs showing at the beginning of 2011 in the seaborne trade volumes were not strong enough to compensate for the excess fleet and generate new demand. In shipbuilding, massive overcapacities have led to fierce and sometimes unfair competition for scarce new building orders; a situation lasting for four years now. This, coupled with deliveries continuing at excessive heights, has put forward pressure on ship prices, while materials and labour costs have remained at pre-crisis rather high levels. On the shipping side, the historical world fleet increase has prompted cost-controlling measures in every shipping segment as charter rates remained low compared to the operating costs. The current world fleet has been built during a low-bunker price era. Fuel has always been a major cost for shipping companies, but in these times it replaces capital as key input. High fuel prices have not enabled operators to run the ships at profitable levels, let alone to provide adequate cash flow for investments in new ships or linked to energy-saving green technology.

Baltic Dry Index, 2007-2012


The ship financing market has been heavily affected by the new discipline on the financial markets consequent to Basel III. The abundant supply of cheap credit has almost dried up with the collapse of Lehman Brothers. Main economic powers are dealing, in the current period, with measures characterised by large scale macro-economic stimulus programmes to Source: Bloomberg.com combat the impact of the financial and economic crisis. Funds for new projects are scarce and expensive, and there is hardly any desire to invest in new, unproven albeit state-of-the-art technologies. Three major trends impact the state of the maritime industry and influence the directions it could go in the near-long term: Economic outlook - global economic problems are continuing to suppress shipbuilding orders and it is not solving the problem of production capacity and overcapacity within the global fleet. The economic power is shifting from OECD to non-OECD countries and net exporters become net importers.

Energy prices in recent years there has been a dramatic increase of bunker fuel price, which is expected to act as a break to the overall competitiveness of the sector. On the other side, increase in energy prices will push further in the ocean exploratory work for new sources of energy. Social sensitivity - the social sensitivity to the environmental impact of human activities has spawned the drive for new regulations being placed on the maritime industry. As it stands now, the global crisis in shipping, shipbuilding and ship financing is far from being over and the industry will continue to be exposed to major risks for quite some years. At the same time, it is necessary to recognise that shipbuilding and shipping will have a key role not only in sustainable transport but also in sustainable energy supply, particularly by a rigorous focus on innovations, which offer good new market opportunities.

Crude oil and Bunker Fuel Prices


$ / ton
750 70 0 6 50 600 550 50 0 450 40 0 350 30 0 250 20 0 150 10 0 55 40 25 10 85 70

$ / bbl Bunker fuel $ / ton Crude Oil $ / bbl


145 130 115 100

With the high fuel prices, there are big margins to improve energy efficiency and to reduce emissions from ships, provinding good market opportunities for equipment suppliers and shipyards offering relevant technical solutions. However, financial constraints of shipowners and difficult financing conditions risk jeopardising the ability of European producers to grasp these market opportunities and the achievement of environmental targets as well. The same applies to maritime companies aiming at the diversification of their products to serve the new maritime industrial activities.

In hindsight, it turned out that the global shipbuilding experienced an enormous boom between 2004 and 2008, resulting in a sharp increase in new capacity in Asia and excessive tonnage on most market segments. In 2011-12, the world fleet continued to increase, passing for the first time over 1 billion GT. Due to huge orderbook built during the new ordering boom of the past decade, the planned deliveries continue at a high level in 2012. Earlier demand expectations for 2012 were higher than the actual figures and the newbuilding demand for the period till 2020 is most likely to remain inferior to available capacity as the traditional shipping markets have built significant overcapacities.

20 07 20 -07 07 20 09 07 20 11 08 20 -0 08 20 -0 08 20 -0 08 20 -0 08 20 -0 08 20 -1 09 20 -0 09 20 -0 09 20 -0 09 20 -0 09 20 -0 0 20 9-1 10 20 -01 10 20 -03 10 20 -05 10 20 -07 10 20 09 10 20 -11 11 20 -01 11 20 -03 11 20 -05 11 20 -07 11 20 09 11 20 -11 12 20 -01 12 20 -03 12 -0 5

World market

Source: Bunkerworld.com

Market development

Orderbook to existing fleet ratio at the end of 2011


Others/NCCV Ferries/Pass. Ships Other Dry Cargo Ro-Ro Cargo Container Ships Bulker Gastanker Prod./Chem. -Tanker Crude Oil Tanker 0 7.4 9.2 30.5 100 50.6 8.1 3.2 8.0 4.1 51.9 35.9 16% 9% 63.9 45.0 45.5 101.1 13% 9% 171.8 26% 343.2 29% Orderbook in mGT Fleet in mGT Shares in %
Source: CESA based on IHS-Fairplay and UN data

15% 89.3 10% 191.6 200 16% 300 400

World Shipbuilding Supply and Demand


*2012: New Orders extrapolated based on Q1 Completions = delivered Q1 + planned for delivery rest of year Actual completions Actual New Orders

000CGT 90000 80000 70000

Available capacity

50000 40000 30000 20000

1973 ordering boom & overcapacity

Expected demand end 2011 10000 0

The production capacity is expected to continue to increase as many greenfield yards have not yet been finished. At the same time, resource-rich countries have made plans to strengthen their shipbuilding capacity, i.e. Brazil and Russia, in order to have better control over the supply chain and cargo transport costs. Consequently, the peak available capacity is yet to materialise and the competition is expected to remain tight as the shipyards building conventional cargo ships will try to climb the complexity ladder to cope with low demand for cargo ships.

19 7 19 6 7 19 7 7 19 8 7 19 9 8 19 0 8 19 1 8 19 2 8 19 3 8 19 4 8 19 5 8 19 6 8 19 7 8 19 8 8 19 9 9 19 0 9 19 1 9 19 2 9 19 3 94 19 9 19 5 9 19 6 9 19 7 9 19 8 9 20 9 0 20 0 0 20 1 0 20 2 0 20 3 0 20 4 0 20 5 06 20 0 20 7 0 20 8 0 20 9 1 20 0 1 20 1 1 20 2 1 20 3 1 20 4 1 20 5 16 20 1 20 7 18 20 1 20 9 20

Data source: IHS Fairplay, Forecast: CESA

60000

World Commercial Shipbuilding Activity


orderbook 200000 new orders completions

175000

150000

125000 1.000 CGT

100000

75000

50000

25000

0 orderbook new orders completions

1998
36,595 18,379 18244

1999
37,513 18,926 18,241

2000
45,881 29,431 20,346

2001
48,271 23,341 20,187

2002
48,946 20,471 21,396

2003
70,806 41,705 22,824

2004
92,800 45,128 25,461

2005
107,200 39,588 29,353

2006
138,000 57,315 34,123

2007
183,740 85,277 34,640

2008
194,166 42,953 41,873

2009
156,200 16,554 44,401

2010
128,013 38,581 51,573

2011
111,442 30,823 51,126

Q12012
10,9361 4,945 13,624

In 2011, the global new orders stood at year 2000 level. However, the market shares balance has shifted undeniably in favour of Asian shipyards, with European yards attracting only 6% of orders compared to 18% in 2000. South Korean yards have maintained their lead, recovering partially from the disastrous 2009. By the end of 2011, the global orderbook slipped to 111Mln CGT as the annual demand was too weak to counterweigh the production.
World New Orders by Ship Types
Non cargo vessels 000 cgt 80.000 Passenger ships General cargo ships Gas Carriers Containerships Bulk carriers Tankers

70.000

60.000

50.000

40.000

30.000

20.000

10.000

0 2003 2004 2005 2006 2007 2008 2009 2010 2011 Q1

Data source: IHS Fairplay data from IHS-Fairplay

Data source: IHS Fairplay

Market development

Cargo ships account for 25 Mln CGT or 82% of the total ordered in 2011, but the proportions changed compared to previous years. As the energy demand and the oil prices increased, the demand for non cargo vessels increased to 4.6 Mln CGT, and together with passenger segment passed over 18% of the total annual orders. Looking at the market from the value point of view, it is noticeable that the 2011 recovery has seen strong investments in the specialised vessels segment. If in CGT terms, this reached 18%, in dollar terms investments in specialised ships were boosted to 60% of the total 96 bn USD. As the majority of orders were for the big offshore units, in 2011the Korean yards took 54.4% of the total offshore investment market. In the first half of 2012, 15.7 bn USD have been invested in the offshore sector, compared to 24 bn USD in 2011 - a record investment figure next to year 2007. Investments in cruise vessels are down to only 1.4 bn USD from 5 bn USD in the previous two years or half the amount invested in record year 2007.

World New Orders by Ship Type based on total contracted value (US-$)
Tankers total 275 250 225 200 Bulkers total Containers Spec. Vess.

bn US-$

175
Data source: Clarksons research

150 125 100 75 50 25 0 2003 2004 2005 2006 2007 2008 2009 2010 2011

Yards and supplier companies will continue to battle with the supply-demand balance, most of them having already modelled their strategies along the specialised markets. Investment trends have switched from investing into cargo ships to spending in specialised vessels. With overcapacity in mass segments acute, many of the shipyards have already started to offer products for these markets and competition is expected to be very severe. The small number of transactions both in newbuilding and second hand markets for transportrelated ships during the last period has been far from sufficient to estimate newbuilding prices or ship values. With the continuous depressed level of earnings, few shipowners have the appetite to order new cargo ships and even expenditures on repair and maintenance have been rumoured to be sacrificed. Increasing costs put pressure on shipowners revenues, especially as the freight rates remain below OPEX across most ship types and sizes. In such conditions, interest has grown in managing the fuel cost. Solutions vary from retrofitting to slow steaming and increasingly, to a non-cost factor - scrapping. Depressed market and growing bunker prices during 2011-2012 accelerated the scrapping of inefficient tonnage.

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Demolition Sales
Others M GT Containers Bulkers Tankers

25

20

15

10

0 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 '$!!!" April 2012

Due to the strong increase in rates during the last decade, the owners have kept trading ships that otherwise would have been sold for demolition. As the table above shows, tankers were scrapped around age of 26 before 2000, but reached an average scrap age of 31 in the last period as the charter rates were growing to historical peaks. As the market reversed during the economic crisis, the average scrap age for tankers in 2011 dropped to 25 years. Clarksons Research reports an average age of demolished tankers of 22.5 at the end of June 2012. Similar trends are valid for the rest of the cargo ship types. Due to the prolonged period of low new orders, the European orderbook fell to 6.3 Mln CGT at the end of the year, roughly 1.5 years production.

Average age of broken-up ships, by type in years

Data source: Clarksons research

Market development

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In the context of the current fleet surplus, low freight rates and an increased demand for fuel efficient ships due to rising bunker fuel prices and regulatory requirements, the intensive scrapping activity is expected to continue.

European Market
With new orders less than half the production capacity for more than 4 years, the European shipyards are confronted with a dramatic decline of their orderbooks and a drastic loss in market shares. The European production continues to slow down as the yard workloads are diminishing at a fast pace. An aggregate figure of 5.6 mln CGT on the orderbook provides workload for less than a year and a half, with some yards better occupied than others. This could only translate into production stoppages unless urgent new orders are placed.

CESA Commercial Shipbuilding Activity


orderbook 20000 new orders completions

17500

15000

1.000 CGT

12500

10000

5000

2500

0 orderbook new orders completions

1998
11264 5494 4925

1999
11056 4213 4637

2000
13267 7591 4794

2001
12723,61 4533,666 4870

2002
9652,335 2262,112 4816,612

2003
9609,942 3951,438 4478,873

2004
12406 6798 4194

2005
15738 7226 3851

2006
16885 5379 4642

2007
16752 5425 4870

2008
13692 2114 4820

2009
9470 561 3895

2010
6394 2459 3947

2011
5744 1822 2446

Q12012
5667 407 504

Some yards have repeatedly stated that access to finance has become one of the most important factors in the international competition for shipbuilding contracts. There are strong indications that sometimes availability and terms of finance decide on placement of important contracts with a specific yard rather than technical competence. Funds for innovative and especially unproven projects are not only scarce but also very expensive. Many European commercial banks which had been leading global providers of shipping finance have reduced their exposure to the sector for various reasons. In the absence of commercial banks financing, state supported export credits have gained importance all over the world, in particular in the large shipbuilding nations. State support credits availability in Europe is limited, due to budgetary constraints of Member States and difficulties to refinance loans for long maturities. In addition, in some important countries the availability of finance has been linked to local content requirements or build-at-home policies. Nevertheless, the industrys long term confidence is strengthened by GDP growth in emerging countries and to a lesser extent by the slow recovery in the developed world. There are many developments in shipbuilding towards new market segments in fields such as offshore wind, marine energy conversion (tidal and waves), arctic exploration and deep sea mining.

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Data source: IHS Fairplay

7500

Strong prospects in deep sea market, new subsea explorations, field developments and additional offshore field discoveries are expected to activate new ordering for support vessels while arctic developments will create demand for new ships designed for various tasks at sea that are equipped with advanced zero-pollution technology. These developments are foreseeable in the near term as the energy demand is expected to upsurge and the supply will remain predominantly fossil-fuels based. Decommissioning of the old oil and gas platforms and installations in new areas will also generate some demand for offshore works and specialised ships. Growing ship requirement is expected also from offshore renewables sector. Purpose-built ships for the commissioning, operation and maintenance and even decommissioning of wind turbines will be required as the wind farms are spreading deeper into the sea. However, the European countries are reducing public budgets and financing for renewable energies is under constraints at least for the short- term period. Unless the oil price level continuous above 100 USD per barrel, the prospects for this segment to become market driven are weak as financing remains heavily depending on governments, now seeing deep budgetary cuts. Much of the developments in the fishing segment depend on the increase of the world population on one side and replenishing fish stocks on the other side. According to the UN approximately 25% of the worlds marine fish stocks are considered overexploited and an additional 50% are fully exploited. New legislation to deal with this will heavily influence the demand for ships. However, the old fishing fleet is presumed to be replaced by modern, better performing ships at some point in the near future. The result will thus be visible not in the total fleet increase but in new building requirements to replace the scrapped capacity. A number of the above identified new market segments can be characterised as a potential European home market. This applies certainly to the offshore wind, whereby at present some 75% of the global offshore wind capacity up to 2020 is to be installed in European waters. Other geographical markets, especially Asia and South America, are developing rapidly and they form a sizeable export potential for European technology in the medium term. It was recognised through various market reports that none of these market segments will become game-changers in the short term, replacing mainstream shipbuilding markets, but that these are rather niche markets as part of diversification of the maritime manufacturing industry with significant growth potential on the medium to long run, which European companies should be able to benefit from.

Value of Orderbook - Commercial Newbuilding Market


58.554 60.000 52.616 49.945 50.000

Value in Mln Eur

40.000

37.583

36.558

30.000 23.491 20.000

27.031 23.639

10.000

2004

2005

2006

2007

2008

2009

2010

2011

Data source: CESA based on NA data

Market development

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CESA Member Yards Turnover - Commercial Newbuilding Market


Turnover in mln EUR 20.000 18.000 16.256 16.000 14.000 12.000 10.000 8.000 6.000 4.000 2.000 0 2004 2005 2006 2007 2008 2009 2010 2011 15.213 12.968 10.463 15.669 19.366

11.410

CESA TOTALS - COMPLETIONS


Crude Oil Tankers (double hull) 17% Product and Chemical Carriers 7% 5% 14% 7% Bulk Carriers excl. Combined Carriers Combined Carriers 2% General Cargo Ships
Data source: CESA based on NA data

Reefers Full Containers Ships Ro-Ro Vessels

2%

8%

Car Carriers LPG Carriers LNG Carriers Ferries Passenger Ships Fishing Vessels Offshore supply vessels (incl. AHTS)

5% 26% 7%

CESA TOTALS - ORDER BOOK BY SHIPTYPE


2% 14% Crude Oil Tankers (double hull) Product and Chemical Carriers Bulk Carriers excl. Combined Carriers Combined Carriers 12% 46% General Cargo Ships Full Containerships 4% 4% 3% 6% 4% 4% 3% Ro-Ro Vessels Car Carriers LPG Carriers LNG Carriers Ferries Passenger Ships Fishing Vessels
Data source: CESA based on NA data

Reefers

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Data source: CESA based on NA data

9.041

2. Introduction of SEA Europe


The Ships and Maritime Equipment Association, SEA Europe, was established on 1 June 2012 by the members of CESA and EMEC. This joint association will represent the interests of the European maritime technology in Brussels and internationally by speaking with one strong voice. The Association represents an industry which has an annual turnover of approximately 72 billion and a workforce of more than 500,000. Members of this Association comprise of leading shipbuilding, ship repairer companies and maritime equipment manufacturers. SEA Europe has as its main objectives: 1. To promote the mutual interests of the member associations and the common interests of the maritime industries who are members of these associations; 2. To promote the design, construction, refit, maintenance and modernisation of excellent safe and environmentally sound ships, maritime structures, products and services by using stateof-the-art technologies, irrespective of their flag or area of operation; 3. To promote fair trade and normal competitive conditions in Europe and worldwide; 4. To represent the interests of the sector with European and global institutions/organisations and general public in order to maintain and enhance its recognition as strategic industry; 5. To inform European and global institutions and organisations of relevant technical, economic and legislative/administrative issues; 6. To promote cooperation between all companies covered by the membership; 7. To promote co-operation between the member associations, to facilitate contacts and networking between members and non-members; 8. To participate in and inform the member associations about international developments in the maritime industry and to develop arrangements for the exchange of general market and policy information; 9. To promote and facilitate research, development and innovation in the sector including the promotion of relevant projects and the dissemination of results among its members; 10. To support and strengthen the respect and protection of intellectual property rights. SEA Europe will continue to build upon the well-established work of CESA and EMEC through a diverse range of policy initiatives and working areas whilst reaffirming the close working relationships with International and European Institutions and wider maritime stakeholders.

Countries represented by CESA & EMEC Countries represented by CESA Countries represented by EMEC

Introduction of SEA Europe

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3. LeaderSHIP 2020:

A new Industrial Revolution for the European Maritime Technology Industry


A decade ago, the European shipbuilding industry launched its initiative to build a comprehensive policy approach for the sector. The European Union embarked upon LeaderSHIP 2015 and set course for a new modern form of industry policy. The world has gone through a decade of change. The financial crisis in Europe strengthened the understanding that industry is the backbone of our economy and it gave renewed motivation to ensure sound conditions for industries to thrive. Europe discovers that it needs its so-called real economy now more than ever. Industry is the key to recovery of economic growth and jobs and maritime industry is an excellent point in case. Despite all the advances made in the recognition of shipbuilding as a high-tech sector, the current crisis has quickly brought back for some policy makers the perception of a sun-set sector. Similarly, shipping is today more often criticised for its critical environmental performance rather than for its vital role as safeguard for the daily supply of energy and goods to our people. The industrys efforts to push for renewal of LeaderSHIP 2015, taking on-board the fundamentally changed conditions in the global maritime industry and rebuilding effective short and longterm action were well received. Commission Vice-President Antonio Tajani presented a report to the Competitiveness Council on 5 December 2011 in which he proposed to review LeaderSHIP 2015 in close cooperation with all stakeholders in order to establish a new LeaderSHIP 2020 strategy. This strategy aims at fostering the maritime technology industry, encompassing production and maintenance of ships and other maritime hardware including the full supply chain of system, equipment and service providers. The involved stakeholders include also representatives of user-groups such as shipping, dredging or off-shore wind energy generation. In an intensive process involving, apart from relevant industry representatives, also trade unions, NGOs and policy makers from regional and national level as well as various European institutions, extensive working papers have been prepared in the areas of (A) competitiveness and finance, (B) research, development and innovation and (C) employment and skills. These form the basis on which the strategy paper will be crafted. The document, which will be presented early in 2013 will set the frame for immediate actions in 2013 as well as beyond next year. It is intended to complement policy action by initiatives to improve the collaboration within the industry. Maritime industries will be among the top growth sectors of the 21st century. Substantially improved sustainability and new industrial activities on the oceans will drive investments. Progress in maritime technology is the key to future business success. Therefore, Europe maritime technology leadership offers a sound basis for a European success story. If LeaderSHIP 2020 succeeds in passing this message, the right basis will be achieved for new comprehensive actions.

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4. Activities reports of CESA


4.1. International relations
OECD
At its meeting in November 2011, the OECD WP6 agreed to introduce a process of peer review of government support measures provided by governments to their shipbuilding sectors. Japan volunteered to be the first economy to be reviewed, and all WP6 members will eventually be reviewed in turn. The objectives of the peer reviews are: to strengthen the identification of government subsidies, policies, practices and measures that should be reported in the WP6 Inventory of Subsidies and Other Support Measures; and to enable such policies, practices and measures to be discussed within the WP6 so that their impact on the shipbuilding industry can be better understood. The next economies in the roll are: Sweden, South Korea, Greece, Germany, Portugal, Italy, etc. in total 17 countries. During the same meeting, a proposal to carry out significant multilateral negotiations to overhaul the Sector Understanding on Export Credits for Ships (SSU) was considered. It was advised that in its current format the SSU would be unlikely to provide safe haven protection at the WTO if being challenged. The WP6 Secretariat is currently preparing a detailed scoping document to refine the negotiating format and lay out the resource requirements. Nevertheless, the absence of China and other major non-OECD economies in such negotiations will pose obstacles to the development. Furthermore, Japan has tabled a proposal to introduce an environmental factor (CO2 emissions) into the SSU in order to promote low carbon emission ships by mitigating the financing conditions for them. CESA welcomes in principle the concept, but suggests that alternative assessment criteria other than the Japanese proposal should be explored. In parallel, WP6 is considering the extension of the application of SSU to ship machinery and equipment. In addition to debates on the above listed topics, the WP6 meeting held on 21-22 June 2012 has organised a special session on market distorting factors to reconsider market distorting factors in light of the experiences gained during the Shipbuilding Agreement negotiations and provide guidance to the WP6 on possible direction and extent of future work regarding this subject. Moreover, a workshop with non-OECD economies is proposed for November 2012, based on a theme of Emerging from the crisis: Strategies for the shipbuilding industry. For the WP6 2013-14 work programme, the following are identified as the priority areas: market distorting factors (and their reduction), export credits, industry support measures (the WP6 inventory) and green ships as the issues of most interest to members.

Activities reports of CESA

17

Bilateral dialogues and upcoming FTAs


The EU-South Korea FTA has been signed on 6 October 2010. The provisional application of the FTA took place on 1 July 2011. Since it has been the most advanced FTA so far achieved by the EU, the EU-South Korea FTA is now used as a template for all the other FTA negotiations. On 27 October 2011 ,a conference was held in Brussels to communicate the EU-South Korea FTA implementation with all stakeholders. At this conference, voices concerning on-going shipbuilding trade dispute with South Korea and its attitude in complying with the existing bilateral agreement for shipbuilding (i.e. the Agreed Minutes) were raised. The European shipbuilding industry requested better cooperation from the South Korea government in this regard and underlined the expectation for a mutually beneficial FTA and improved partnership. EU-Canada FTA negotiations were launched in May 2009. Sofar nine rounds have been carried out. The focus of the negotiations includes competition, sustainable development, rules of origin, tariff and government procurement. Government procurement is a complex issue due to the independence of each province. Regarding shipbuilding, the aim of the Commission is to eliminate the current tariff and this negotiation is still on-going. The original plan was to conclude the FTA by end 2011. However, at present, the negotiations have been suspended without a concrete date for the next round. At the EU-Japan Summit of May 2011, it was decided to start preparations for both an FTA and a political framework agreement. In July 2012, the scoping exercise for Japan was successfully concluded. On 18 July 2012, the European Commission decided to ask the Member States for their agreement on opening negotiations for an EU-Japan FTA. Shipbuilding is covered by the scoping exercise. The EU-Singapore FTA negotiations were launched in March 2012. A further ministerial meeting is scheduled for 18 July 2012 to review progress on the key outstanding issues, such as market access in services, government procurement, non-tariff barriers, geographical indications, tariffs and rules of origin. The EU-Vietnam FTA negotiations were officially launched in Brussels on 26 June 2012. A first round is scheduled to be held in the second week of October 2012. Both sides seek for a comprehensive agreement covering tariffs, non-tariff barriers and commitments on procurement, regulatory issues, competition, services and sustainable development. The EU-Malaysia FTA was launched in October 2010. Sofar seven rounds have been carried out. Negotiations on imported duties (on cars and machineries) are advanced in general. There would be possible eliminations on export duties on metal, timber and other raw materials. The EU-India FTA negotiations were launched in June 2007. Sofar 11 rounds have been held of which the last one took place on 26 June 2012, followed by a number of technical meetings by the end of 2012. Important issues include market access for goods (improve coverage of both sides offers) and the overall ambition of the services package and achieving a meaningful chapter on government procurement. Government procedure is a difficult area and only central government procedure will be negotiated excluding state/provincial levels. State aid remains a sensitive issue which India has refused to include in the competition chapter. The EU-Mercosur FTA negotiations were officially re-launched at the EU-Mercosur summit in Madrid on 17 May 2010. The objective is to negotiate a comprehensive FTA covering not only trade in industrial and agricultural goods but also services, improvement of rules on government procurement, intellectual property, customs and trade facilitation, technical barriers to trade.

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Furthermore, the EU and China have launched negotiations in 2005 to replace the trade and investment part of the old Partnership and Cooperation Agreement (PCA) from 1985. About one quarter of the chapters of the trade and investment track are concluded. The last meeting was held in September 2011 and no further meetings were held since. On 14 May 2007, the EU (DG Enterprise and DG Trade) and China (Commission of Science, Technology and Industry for National Defence of which the ship division was taken by the current Ministry of Industry and Information Technology in 2010) signed a Memorandum of Understanding to establish an EU-China Shipbuilding Dialogue. The aim of such dialogue is to set up a platform to exchange market information, industry policies and government support measures and facilitate R&D cooperation and IPR protection. The kick-off meeting took place in Brussels in autumn 2010 only between the official representatives where mainly market information was exchanged. The 11 June 2012 meeting in Beijing is the second meeting and the industry representatives were invited. Both parties agreed that there is certainly room for cooperation. The cooperation can be at three levels: industry policy, international regulation and private business. Among various possibilities, a separate forum may be set up under the umbrella of this dialogue to bring in the industry and maritime cluster. One pilot project may be launched before the next EU-China High Level Dialogue in the end of November 2012. Such pilot project can be on EEDI technical cooperation or a seminar on new markets. The pilot project will be able to serve as a good test for future concrete cooperation. EU and Russia are currently negotiating a new agreement replacing the 10-year old PCA. This new legally binding agreement should provide a comprehensive framework for bilateral trade and investment relations. A high level brain-storming meeting took place in May 2012 where both sides agreed to exchange lists of important elements to be covered in the trade and investment chapter. The Commission has agreed not to cover market access issues as the agreement is non-preferential and not to diminish WTO rights. Negotiations for a deep and comprehensive EU and Ukraine FTA, as part of the EU Ukraine Association Agreement, were concluded in December 2011. A technical initialing took place on 19 July 2012. Further technical steps towards signature will be taken according to relevant internal EU procedures.

Activities reports of CESA

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4.2. Research, development & innovation



Research, development and innovation are essential for providing better maritime hardware to the markets and to sustain the competitiveness of the European industry. Therefore, CESA has continued to invest a lot of effort in this area through its dedicated Working Group COREDES as well as by running the Secretariat for the Waterborne Technology Platform. Last year, efforts were focused on two main strands: (1) preparation of topics and research proposals for the 6th Call under the Community Research Framework Programme 7 (FP7) and (2) preparation for the next Framework Programme (HORIZON2020). As an outcome of the dialogue started inside COREDES, the WATERBORNETP and the European Commission developed the topics list, which has been inserted in the draft Work Programme 2013 for the 6th Call of FP7-Cooperation-Transport-Sustainable Surface Transport (SST). As with the 5th Call, the preparation of the topics was a joint effort between CESA and EMEC which set the goals for the maritime engineering and manufacturing cluster facilitating the basis for a stronger collaboration and coordination in this area. In the meantime, the response of the sector to the 5th Call was excellent in terms of quality and quantity of the proposals submitted with more than 50 project proposals and a request of funding for nearly 120 Mln against around 24 Mln made available by the EC. HORIZON2020 preparation has been developed within the frame of the WATERBORNETP with the main objective to create a solid entry into the program for the maritime sector. The WATERBORNETP Support Group has been focusing its efforts to work towards a Public Private Partnership for the Maritime Sector emphasizing the vessel. In early spring 2012 SEA Europe (COREDES / EMECrid) organised, for its members, the first of a two day annual technical visit. The goal is to create a network of industrial experts to offer the opportunity to exchange views on technical issues of interest and starting a collaborative approach that could enhance the industrial relationships, which can facilitate the preparation of proposals for working together in possible future research activities as well. This first visit was hosted by the Barkmeijer Stroobos Yard in the Netherlands and Meyer Werft Yard in Germany. The initiative was very well received and it was attended by around 20 professionals from European yards and equipments manufacturers. With the creation of SEA Europe, the COREDES Committee will undergo an important evolution. The new Working Group will be named SEA Europe RDI Group. 2012 has also seen the launch of the SEA RDI News (letters): (1) the First on Research Topics and Opportunities in the 6th Call and (2) the Second a general update on high on the Agenda topics such as Public Private Partnership preparation and the LeaderSHIP2020 RDI Group Interim Results.

Maritime Industry Opportunities for 6th Call FP7


******** SUSTAINABLE SURFACE TRANSPORT (SST) SST.2013.1-2 Towards zero emission ship The research of solutions on energy recovery and renewable energies integration on board, with demonstration activities. Mainly addressed to Shipyards, Research centers and Equipment manufacturers (in particular participation of SMEs active in equipment design, production and/or installation will be considered as an asset) SST.2013.4-1 Ships in operation The safety of ships operation (in severe seaways, in compromised situation, in restricted waters, in maneuvering, etc) in view of the introduction of new IMO rules (e.g. on Energy Efficiency Design Index). Mainly addressed to ship owners, class societies, ports. SST.2013.5-2 Low cost flexible automation and mechanization in small to medium shipyards New solutions of low cost automation/mechanization in the shipyard process. Mainly addressed to shipbuilding industries, in particular SMEs (minimum share of SMEs requested is 50%) SST.2013.4-2 Inspection capabilities for enhanced ship safety Methodologies and systems to improve existing risk management procedures, inspections, incident detection, monitoring, emergency responses. Mainly addressed are class societies, ship-owners, shipyards, equipment manufacturers, research centers and maritime authorities. OCEAN OF TOMORROW OCEAN.2013.3 Innovative antifouling materials for maritime applications Develop new antifouling materials for mobile and stationary marine applications; field testing proving scalability towards industrial needs. Industrial partners are particularly addressed by the call. OCEAN.2013.3 Innovative transport and deployment systems for the off-shore energy sector Development of novel vessel types and equipment for the transport, installation, maintenance, decommissioning of offshore wind installations; includes demonstration. Mainly addressed to offshore industry (vessels and equipment), research centers. HORIZONTAL ISSUES (TPT) TPT.2013-1 Technology transfer in the area of transport Development and implementation of technology transfer between transport modes (in particular from aeronautics (in the areas of new materials, composites, sensors systems, etc.). Mainly addressed are SMEs industries. 1

Updates on the RDI running activities


******** Public Private PartnerSHIP - PartnerSHIP@HORIZON2020 To favor the preparation of the initiative, in strict connection with WATERBORNE TP, two groups have been installed: 1. Technical Group The Group is primarily composed of companies and has as main task to draft the technical content of the initiative and liaise with the EC bodies. This Group has met two times: first meeting was virtual on 28 th June and second meeting was in Brussels on 3rd July. The group is for the time being composed of: Meyer Werft, DCNS, Maersk, Fincantieri, Damen, Rolls-Royce, Grimaldi, MAN, Wartsila, Marin, GL, Stena/Interferry. We are looking to enlarge the base in the near future. Main achievements so far: a. Definition of the scope of the initiative and method; b. Initiation of the brainstormings exercise for the definition and quantification of the objectives and identification of the technologies. Next steps: a. permanent consultation in the group in view of the finalization of the research topics and technologies for demonstration activities; b. discussion with DG RTD and DG MOVE on the first draft (September 2012). 2. Legal Group The Group is primarily composed of experts in Public Private Partnerships setting-up and has as main task to advice on the steps that we need to undertake on legal and governance aspects (such as statute, public consultation, MoU, etc). This group has never met in a formal meeting but there has been exchange via emails and face to face briefs. This group is composed of experts from: Factories of the Future-PPP, Energy Efficient Buildings-PPP, CleanSky-JTI, by the Coordinator of the Large Project BESST and by our SEAEurope Legal Advisor. 1


SEA Europe RDI News Issues 1 and 2

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strategic research agenda


implementation

route map 2007

WaterborneTP
The WATERBORNETP undertook the preparatory work for the 6th Call mainly in the Support Group following an agreed procedure worked out by the Secretariat and adopted already in early 2010. Topics for the 6th Call were delivered in November 2011 to the European Commission. The large majority of the Topics proposals have been taken on board by the EC for the work programme 2013 showing and reconfirming once again the success of the WATERBORNETP working model and the added value for SEA Europe of being in a leading seat of the ETP. The proposed topics looked at are: (1) Towards Zero Emission (2) Safety in Operative Conditions (3) Low Cost Mechanization (4) Enhanced Ships Inspections (5) Shaping the R&D needs for the WATERBORNE Sector (6) Offshore installation Vessels (7) Antifouling With the upcoming HORIZON 2020 (FP8) programme and following the publication of the Waterborne Declaration in 2011, major efforts have been directed towards the implementation of the proposed technology platform strategy. To help the decision making process, WATERBORNETP, with the support of CASMARE project organised a Technical Workshop among major industrial stakeholders in February 2012 in Brussels. The result of this exercise was a clear decision to focus on the development of a contractual Public Private Partnership in HORIZON 2020 focusing on Vessels.
STRATEGIC RESEARCH AGENDA
OVERVIEW - ISSUE II - May 2011
Waterborne Transport & Operations Key for Europes Development and Future
WATERBORNE TP Secretariat c/o CESA Rue Marie de Bourgogne 52-54 B-1000 Brussels, Belgium http://www.waterborne-tp.org

STRATEGIC RESEARCH AGENDA


IMPLEMENTATION
Waterborne Transport & operations Meeting the Challenges through Ambitious innovation

Route Map Issue 2 - May 2011

2011 has seen the publication of the updated WATERBORNETP Strategic Research Agenda and Implementation Plan. The updated VISION 2025 has also recently been published. The WATERBORNETP was also present during the TRA2012 Transport Research Arena 2012 in Athens, a stakeholder conference organised by the EC in collaboration with and for the surface transport (rail, road, waterborne transport). WATERBORNETP performed excellently in the Arena with an impressive stand, a special WATERBORNETP session, presentations and speeches at the opening session in the presence of the European Commissioner for RTD Mire Geoghegan-Quinn.

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WATER BORNE TP stand at TRA2012

During the Annual WATERBORNE General Assembly in Brussels, the WATERBORNE Board has been reconfirmed: Secretary is Luciano Manzon, Vice-Chairmen are Mario Dogliani from Rina and Stelios Kyriacou from Wrtsil. Chairman of the Support Group is Pierre Sames from Germanischer Lloyd, Chairman of the Mirror Group is Jean-Yves Leven from CETMEF and finally WATERBORNE Chairman is Willem Laros, Group Damen who agreed to serve as Chairman for a transitional period until a new chairman can be appointed.

EU R&D Framework Projects


CESA is coordinator of three Coordination and Support Actions in Call 2 and participant in several other projects, some of which still running from calls under FP6 and FP7.

CASMARE
The WATERBORNETP support mechanism has successfully fulfilled its scope throughout the reporting period: align and coordinate the research efforts at European level in the maritime sector. The coordination action CASMARE has put in place a number of actions and tools to support the functioning of WATERBORNETP. More info under: www.waterborne-tp.org

EMAR2RES
Scope of this Coordination Action, under the perspective of Transport, is to establish a liaison among the Marine and the Maritime Community and to identify possible common strategic objectives. The project has successfully achieved all its targets for the first period installing the foreseen committees and panels, and running six technical workshops attended by more than 70 experts to sketch the future of Marine and Maritime Research under the transport perspective identifying at the main areas for R&D collaboration among the two communities.

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These are: Impact of maritime transport on the marine environment [biological and chemical impacts] Water as a common medium [physical relationships] Monitoring climate change and the benefits of operational oceanography to maritime transport Relationship between maritime transport & climate change Proof that the overall process was successful in triggering joint research themes for the marine and maritime community can be seen in the EC 2012 Work Programme on Under Water Noise under the OCEAN of TOMORROW Call identifier. The topic was indeed identified during the development of the project and the outline for future research was worked out in the EMAR2RES expert group and was afterwards endorsed in the WATERBORNE process as a Topic to be proposed to the EC. Furthermore, two extra workshops were proposed and carried out during the last year of work: the first focusing on arctic navigation and the second on under water noise. In particular the last one (the Topic and the Expert Group) was then chosen as the topic to be brought into the MARCOM+ Forum as prototype of sustainable permanent collaboration among the two communities. The final FISH & SHIPS joint conference of MARCOM+ and EMAR2RES (March 2012) was the occasion to launch the Permanent Marine Maritime Forum of which EMAR2RES is contributing being part of it for the Transport related issues and for which the Under Water Noise Expert Group is now in place and active in defining a joint European Road Map for RDI on the topic.

Bibliothque Solvay - Parc Lopold - rue Belliard 137 - 1040 Brussels

9.30 - 10.00: REGISTRATION

More info under: www.emar2res.eu


10.00: START

VISIONS OLYMPICS

11.00 - 11.20: COFFEE BREAK

The Support Action Visions Olympics (continuation of VISIONS NoE) will aim at capturing revolutionary concepts for maritime transport and ocean exploitation from the unbiased minds of European universities students.

The Visions Olympics contests Year 2010 and Year 2011 involved more than 200 students and 50 new concepts of projects ideas were submitted. Two brochures with the collection of the innovative ideas submitted for the contests have been published and disseminated. The two Awards have been sponsored by two major European Maritime Industries IHC Merwede and Meyer Werft. A third contest is on-going while the fourth is now under preparation. All together the Visions Olympics Contests have seen 8 editions (dating back to the VISIONS NoE project) establishing this Students Competition as the most known and best attended in Europe for the Maritime Sector. The 2011 Award was presented during the TRA 2012 Conference in Athens in April 2012 and was sponsored by Meyer Werft.

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Awards 2012 at TRA2012 with Commissioner Mire Geoghegan-Quinn, Bernard Meyer and winning students

More info under: www.visions-olympics.eu CESA is also involved as partner in the following other on-going projects: VECTORS www.marine-vectors.eu TRA2012 www.traconference.eu THROUGHLIFE www.throughlife.eu CESA is also involved as partner in the following recently approved projects: AQUO on Under Water Noise LEAF on Antifouling innovative Techniques

VECTORS
The scope of this large scale integrating project is the investigation of the drivers, the pressures and the vectors causing change in the marine life clarifying their impact on the ecosystem structures and on the economics on marine sector and society. On the basis of the results of that investigation, the project aims at finding actions for the adaptation and mitigation of the negative effects, with the introduction of new technologies, new fishing strategies and new policy proposals. The project activities started in February 2011, for a period of 4 years; the partners (37 in total, coordinated by the Plymouth Marine laboratory) are (in large majority) marine scientists from universities and oceanografic institutes and research institutions in the fields of economics and sustainable development. More info under: www.marine-vectors.eu

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4.3. Safety & environment


Introduction
The Technical Advisory Committee (TAC) - now SEA Europe Technical Committee - has to analyse the technical details of regulatory developments and to advise authorities at various level. The TAC itself has met four times during the reporting period, contributing with qualified inputs in several international appointments : at the IMO the following meetings have been attended by CESA delegations: MSC 90, MEPC 62, Intersessional WG EE2, MEPC 63, DE 56, BLG 15 the CESS annual meeting under the umbrella of JECKU the Tripartite annual meeting several Tripartite initiatives also continued in 2011-2012: EEDI industrial meetings for minimum power requirements of EEDI ships, EEDI electric power tables, EEDI Joint Working Group Meetings for applicative guidelines the organisation (jointly with EMEC) of the annual CESA/EMSA Workshop with major agenda items on LNG/Sulphur Regulation, Ship Safety, Offshore Servicing Ships, Watertight Compartment Testing EC stakeholders conference and EMSA Workshop on Passengers Ship Safety several international conferences such as Green Shipping Conference Main agenda items during in the period 2011-2012 have been: climate action, air pollution, Goal Based Standards (GBS) and the Ship Construction File (SCF), the noise level on board and under water, gas fuelled ships, polar code and ship safety.

International Maritime Organisation


Within the European shipbuilding industry, the International Maritime Organisation (IMO) is recognised as the appropriate institution for setting the legal framework for ship technology. High standards are not only crucial for further improvements in ship safety and marine environment protection but also form the basis for the competitiveness of innovative high-tech companies. Therefore, shipyards and equipment manufacturers must speak with one voice in order to balance the dominance of flags of convenience and sub-standard ship-owners when developing binding technical regulations. European shipyards and marine equipment suppliers can benefit equally from more stringent safety and environmental standards if these requirements are implemented homogenously world-wide. CESA is an active IMO member since 1979, but still the only non-governmental organisation of the shipbuilding industry covering all issues of significance to shipbuilders, ship-repairers and equipment manufacturers. CESA regularly participates in the meetings of the Maritime Safety Committee (MSC) and Marine Environment Protection Committee (MEPC) as well as at the meetings of their Sub-Committees on Bulk Liquids and Gases (BLG) and on Ship Design and Equipment (DE) and actively contributes to various Correspondence Groups working intersessionally.

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The work in the MEPC during the last twelve months was focused on the following issues: European shipbuilders supported the efforts to regulate and reduce the emission of greenhouse gases (GHG) from international shipping, which were adopted by the IMO in 2011. Based on a CESA intervention, the energy efficient design index (EEDI) will for the time being not be applied to cruise ships, RoRo vessels as well as small specialised general cargo ships (in particular heavy lift vessels). CESA is leading the development of modified EEDI concepts for complex ship types and continues to promote Market Based Measures (MBM), such as emission trading schemes or a bunker levy, as preferred reduction options offering the technological flexibility required by high-tech shipbuilders. To this end, CESA led a Workshop hosted in the IMO on the EEDI Verification Guidelines, participated in the Joint Industry Working Group on the same subject in view of submission to MEPC 64 (as it happened) and finally participated in the Working Group on Minimum Power Requirements to address the issue of underpowered ships which may raise from the EEDI application. In this respect, CESA decided not to co-sponsor the submission to MEPC 64 as the proposed measures were felt as not mature enough. Gas-fuelled ships are a key technology for the reduction of greenhouse gases in order to contribute to the fight against climate change. A rapidly increasing market for ships using LNG for propulsion or utilising fuel cells as auxiliary power units could only be achieved by means of broad safety provisions covering all relevant energy converters and fuel types. To this end, CESA initiated an expansion of the scope of the IGF Code to fuel cells as well as LPG, Hydrogen and other low flash-point fluids. The draft Code has, therefore, been renamed International code of safety for ships using gases or other low-flashpoint fuels. The development of the new mandatory international Code on the Protection against Noise on Board of Ships was finalised in February 2011. The IMO followed to a large extent CESAs proposal of technically feasible noise reductions in the living area of the crew and those work places while maintaining the current noise limits in machinery spaces where protection will be improved by advanced ear protection. The Code approved by MSC 90 will improve the living conditions and occupational health standards of seafarers and set a competitive edge for European shipbuilders that have gained technological leadership in the optimisation of ship design and components concerning noise and vibrations. Participation in the Correspondence group on minimizing underwater noise in view of submission to DE 57. The Sub-Committee established a Correspondence Group on Minimizing Underwater Noise, under the coordination of the United States, and instructed it (1) to take into account document DE 56/24 and the information contained in documents MEPC 59/19 and MEPC 60/18, giving special consideration to the priority focus areas identified in the two latter documents, continue to examine the available options for ship-quieting technologies and operational practices; (2) to develop non-mandatory draft guidelines for reducing underwater noise from commercial ships; Polar regions offer significant market opportunities for the European producers of complex high tech ships, which can only be utilised through the harmonisation of national legislation. The International Code for Ships Operating in Polar Waters will enable the sustainable economic use of the Arctic and Antarctic in the field of exploitation of offshore energy, marine mineral resources and ecological tourism. The Code will cover the full range of design, construction, equipment, operational, training, search and rescue and environmental protection matters taking into account the highest standards. Due to the risk factors in polar shipping, such as remoteness, temperature, ice coverage and limited SAR capacities, CESA promotes the position that only highly specialised ships that are purposely designed or retrofitted for this demanding service should be admitted to polar regions. CESA is participating in the established CG submitting its own views and position on the issue.

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Offshore wind energy is an emerging market of utmost significance for the European shipbuilding industry, which is generating a large variety of novel ship types specifically designed for new transport and erection tasks on or beyond the continental shelf. The lack of international requirements for safety and environmental protection has led to an inconsistent implementation of diverse national standards resulting in significant variations in the safety levels inducing market distortions. Therefore, CESA together with Germany and ICS proposed to develop international guidelines for offshore wind farm vessels, clarifying the application of existing IMO instruments to these types of vessels, since offshore wind farms generate the design and construction of novel specialised ship types. This initiative has been approved by DE 56. CESA continued its efforts to strengthen the protection of Intellectual Property Rights (IPR) within the regulatory work of IMO. These activities comprise the introduction of IPR clauses and secrecy agreements in new mandatory instruments requiring the disclosure of sensitive technical documentation, such as the Guidelines on Survey and Certification of the EEDI and the Ship Construction File (SCF). Within a Cross Industry Group of shipowners, classification societies and shipbuilders, CESA leads the development of an industry standard regulating in detail access and protection on SCF documents in order to adequately balance design transparency and IPR protection. CESA continued to support the implementation of the 2008 MARPOL Amendments mandating significant reduction of sulphur emissions in Emission Control Areas (SECA) in European water. Therefore, the industry welcomes that the revised EU Sulfur Directive will be amended such that it will be consistent with IMO legislation, providing also alternative methods of compliance, namely the installation of exhaust gas cleaning systems. Innovative shipbuilders and proactive ship owners should be supported through pilot projects and environmental investment in order to meet both emission targets and deadlines. In addition, CESA recommends to advance the issue of the designation of the Mediterranean and Black Sea as new SECAs in order to provide a level playing field in all EU waters and to avoid redistribution of seaborne trades to and from Europe that might yield a sulfur leakage to southern Europe. In May 2012, IMO launched an initiative to review and improve Passenger Ship Safety in reaction to the tragic loss of the cruise ship Costa Concordia. The MSC embarked on a set of immediate operational measure to be approved this year and identified ongoing activities relevant to this incident. All design, structural and equipment issues were introduced into a long term work plan, which will be based on the results of the accident investigation. CESA has contributed very actively and the technical input provided was acknowledged by the Organisation. The intensified international networking among shipbuilders (through CESS) and with other industry associations (through Tripartite meetings) has yielded an increasing influence of the European shipbuilders. Within the reporting period, the following (joint) submissions were presented at IMO: DE 56/12 - CLASSIFICATION OF OFFSHORE INDUSTRY VESSELS AND CONSIDERATION OF THE NEED FOR A CODE FOR OFFSHORE CONSTRUCTION SUPPORT VESSELS - Towards appropriate international standards for offshore industry vessels for the safe and sustainable exploitation of renewable energy sources (joint submission with Germany and ICS) EE-WG 2/2 - FURTHER IMPROVEMENT OF GUIDELINES ON SURVEY AND CERTIFICATION OF THE EEDI - Proposal for a Secrecy Agreement for better IPR protection MEPC 64/4/14 - AIR POLLUTION AND ENERGY EFFICIENCY - Proposal for the inclusion of the ro-ro cargo and ro-ro passenger ship types into the energy efficiency regulatory framework submitted by Germany, Sweden and CESA

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TRIPARTITE and CESS


The Tripartite forum is definitively increasing its profile in terms of results delivered especially on the regulatory IMO matters. The cross industry initiatives have in general major chances of success than isolated attempts; on matters for which a cross-industry approach is possible, CESA should continue to support and provide technical positions. During the annual Tripartite meeting, which took place in Bejing in November 2011, CESA was present with five presentations on: European Developments on SOx Emissions; Protection of IPR - IPR vs. SCF, LSA, EEDI & Co. update and new aspects of an unsolved regulatory problem; Protection against Noise on board ships; EEDI for the Ro-Ro Segment; Underwater noise a new indexing story? State of the play. In August 2011, the annual meeting of CESS took place in Gyeongju, South Korea. CESS continued its activities for the sixth year where efforts were made particularly in respect of the Goal Based Standards (ship Construction File) for new ship construction with respect to the protection of intellectual property rights, and the current topic on reduction of GHG emissions from ships. Participation in CESS is of crucial importance for information circulation and for being informed about the numerous initiatives running in the sector especially in view of the future work that has to be done in SEA Europe. The CESS Annual Meeting discussed future issues and, while achievements are made in respect of coating, structure and environmental issues, further coordination needs to be done to reflect our voices to the shipowners and class, and eventually to IMO or other rule making bodies. Furthermore, there are other issues emanating which the shipbuilding industry needs to keep a steady eye on. CESS has remained active in participating in various opportunities of enhancing the relationship with related industries to serve its members with opportunities of taking action. The CESS Annual Meeting also discussed the situation on Port State Control and welcomed the activities which lead to better quality ships and shipping activities, while noting that the records on detention continued to indicate that the shipbuilding quality related items are on a gradual decrease and that the main cause of deficiencies are related to the ship operators human element aspects. The CESS Chairmans term of office has ended this year, but it was decided that his term will be extended for another year.

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4.4. Social dialogue


The European social dialogue is a unique and indispensable part of the European social model. Under the auspices of the European Commission DG Employment and Social Affairs, CESA and EMF established in 2003 the Social Dialogue Committee on Shipbuilding and Shiprepair, the first social dialogue committee in the metal sector. SEA Europe, as successor of CESA and EMEC and IndustriAll, as successor of the European Metalworkers Federation (EMF), have committed to build a common strategy for the European maritime industry. The European network of shipyards, equipment suppliers, research centres and other providers of advanced technologies and engineering services counts about 9,000 companies and a workforce of more than 500,000 people. The European industry holds strong market positions in building complex and high-tech vessels and in ship repair while companies in the value chain are world leaders in a wide range of technologically advanced products. Todays structure of the European industry, with a great diversity of advanced yards and suppliers is the result of severe restructuring processes to face the fierce competition and growth of the sector in the Far East countries. The key factor to success is the people who carry out the business. As social partners, the employers and employees representatives have made considerable efforts to promote the importance of qualitative development for the long term competitiveness of the European maritime manufacturing industry and the adaptation of the entire system to the challenges of the 21st century.

Market and Policy Developments WG


Overcoming the crisis in shipbuilding and decisive response measures to avoid irreparable structural damages resulting from massive global unbalances remained the core activity of the subgroup. Strengthening the competitiveness of the European maritime industry was the objective of all voiced messages. In December 2011, the Social Partners have met the Deputy Director General of DG Enterprise and Industry, Daniel Calleja Crespo and discussed the situation in the industry. In his address to the SSDC, Mr. Calleja has confirmed DG Enterprise and Industrys commitment to pursue a coordinated European policy for shipbuilding. He underlined that Europe is living the worst crisis since the end of WWII, and like other economic sectors, shipbuilding has been severely hit as the average orderbooks of European shipyards are at historical low levels. As many yards are running out of work already, restructuring is unavoidable. European political leaders participating in the previous Competitiveness Council acknowledged that urgent action must be taken. He also reinforced the European Commissions wide support from Member

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States to put in place policies for growth, not austerity only and to ensure survival of industries in the aftermath of the recession. With the strategic importance of the shipbuilding sector recognized, the Social partners have fully engaged into the renewal process of the LeaderSHIP2015 to create competitive framework conditions for the European shipbuilding industry.

Skills and Qualifications WG


During the past two years, the Skills and Qualifications WG continued to focus on the long term strategy of the Europe2020 flagship initiative An Agenda for new skills and jobs: A European contribution towards full employment. The group started the project aiming at identifying the actors in the sector in view of setting up a European Shipbuilding and Repair Council on Jobs and Skills. This project of the European Sectoral Social Dialogue Committee aims at identifying the actors involved in training and education in the shipbuilding sector, establishing the contact with them, analysing their activities and evaluating the possibility of launching a council on jobs and skills for the shipbuilding and ship repair sector at European level. The social partners agreed that the most effective way to aggregate the information was to involve a sectoral expert who knows and understands the mechanisms of the shipbuilding labour market. IKEI Consultancy and Research has been contracted to execute the study. A kick-off meeting was held in March 2012 where the external expert and social partners agreed on the project objectives and working methodology. With this started the research work, focused on identifying and mapping the structures/actors involved at national/regional/local level in labour market and skills

development in the shipbuilding sector in EU countries. Once the structures identified, IKEI investigated through a questionnaire their interest to engage in a European council on skills and jobs for the shipbuilding sector and gathered information on what they would be ready to share with other national bodies and what kind of activities and information they would look for in relation to this initiative. The IKEI experts then produced a report on activities in each country with relevant activities and aggregated the results of the investigation.

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Representatives from the Social Dialogue Committee and from regional organisations and educational institutions met IKEI on 19 July 2012 for a workshop to discuss the findings of the research work, exchange opinions on existing actions at national level and reflect on the possibility of establishing a European Shipbuilding Council on Jobs and Skills. Following this event, the experts will prepare a final report incorporating the information, feedback and comments from the workshop. The closing meeting planned for October 2012 will provide a forum for discussing the final results of the study and reflect on the recommendation of establishing or not a European sectoral jobs and skills council for the shipbuilding sector, the shape and the added-value it could eventually provide to the already on-going activities.

Image WG
Getting top talent into the sector has been challenging in the past due to the cyclical nature of the shipping and shipbuilding market, with many boom and bust periods bringing fluctuations in the employment and skills needs. The coincidence of a business cycle with the global economic crisis brings even more difficulties and impacts the results on the industrys image. While this is not surprising, the stakeholders must learn from previous recessions and make sure that the efforts to get talented people into the industry are renewed to ensure we can avoid future skills shortages. Already in 2003, on the initiative of CESA, industry stakeholders and the European Policy makers have jointly elaborated LeaderSHIP 20151, the comprehensive policy approach for the shipbuilding sector, and the European Shipbuilding Social Dialogue Committee has taken a focal role to respond to the recommendations related to the key point Securing access to a skilled workforce. The LeaderSHIP 2015 initiative has already brought important results and the sector is increasingly recognised as a high technology innovative industry requiring advanced skills. This message has reached some of the focal groups via the European Shipyard Weeks which took place between 2006 and 2011. During the four Shipyard Week campaigns at EU, regional and company levels, presented through open days, conferences and other activities to the public - schools, young people, people working within the sector or in a relevant one, media, politicians and financial bodies - an authentic picture of the industry and its contribution to the implementation of Europes employment and growth objectives has been projected. The stakeholders have reached the consensus that the efforts in spreading the message must be continued and stepped up within the LeaderSHIP 2020, advocating for concrete actions and political support, from EU to local level, to enhance the image of the sector over the long term concretely by: Raising awareness about an innovative sector, with visions and future that offers responses to many of the modern challenges and, in the same time, new business and entrepreneurial opportunities.

1 COM(2003) 717 final of 21.11.2003

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Improving the visibility and general public perception of the sector, increasing the understanding of youngsters and of people who might enter from other sectors of how their professional interests potentially match the career opportunities the sector has to offer.

Social Standards WG
Against the background of the increasing migration and increased subcontracting of work, the SSDC has created a special Working Group on Social Standards as good social standards are of mutual interest for employees and employers alike. In 2010, the discussion started on two topics of shared interest image and respect of the core labour standards. During 2011, the delegates continued the discussion on defining a minimum floor of social standards in order to achieve a level playing field for all workers. The special negotiation group, created in 2011, has submitted to the Committee two draft versions, approving that the Social Charta should, inter alia, adhere to and promote the fundamental principles and rights at work established by the International Labour Organisation and the European Unions standards already set by European agreements such as the Charter of Fundamental Rights and Acquis Communitaire.

4.5. Ship maintenance, repair and conversion


Market situation
This chapter provides an overview of the ship maintenance, repair and conversion business, built up over the year 2011. Information is gathered by National Situation Reports that form a regular and important part of information exchange in the SMRC Group meetings. The Ship Maintenance, Repair and Conversion yards carrying out is a special kind of shipbuilding, incomparable to the ship new building industry. Ship maintenance and repair is typically a short term activity. Most of the time, the ship is drydocked and stays in dock in average 10 to 12 days. The sector has its own characteristic of a service industry with the aim to assure safe shipping and clean seas.

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Ship conversion is closer to newbuilding yards activities in time scales for each job. However, a refit requires a total different approach in having the flexibility to constantly accommodate changes in the workplan, according to the satisfaction of the client(s). SMRC Group participants have concluded that the ship repair industry sector is doing moderately fair. The market is back on the level of 2006. Turnover figures show 2011 to be about 28% down on top year 2008, Europe-wide, which is more or less the same figure as last year. Ship repair is, compaired to the main shipbuilding, a constant factor in our industry. We foresee more ships in the drydock in the next year due to not only compulsory drydocking from ships which came on top of the market in the oceans, but also due to new legislation with regard to ballast water treatments systems and exhaust new SOC and NOX legislations in European Waters. Shipowners mostly come to our yards for minimum repair which indicates that the shipowners still suffer badley from the economic downturn. Our yards are competing for work.

Competition is felt from the Black Sea area (Turkey). Turkey is still able to quote with low prices and shipowners chose at the moment still for low costs. SMRC yards cannot yet see a clear picture for 2012, but the general view is that the market is increasing a little. World trade and freight rates still fluctuate. Conversion enquiries come to the yards which might be signs of modest improvement. Also the new NOX and SOX legislation requires retrofitting, SMRC yards have the expertise and facilities to carry out these outstanding works. In the last quarter of 2011, North Western Europe yards have booked a number of conversions, mostly offshore vessels. The offshore wind market produces work for some North European yards which indicates that the offshore market is doing moderately well.

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SMRC Meetings
In 2011, the SMRC held three standing committee meetings and one Annual General meeting. The SMRC meetings remained their goals as mentioned in earlier reports: Raising awareness of the sector Representing the maintenance, repair and conversion yards interests in CESA working groups Encouraging innovative thinking about ways to make best use of European yard capacity and capability The Groups expertise is used for EU funded research and development projects. The COREDES working group was a trigger to get R&D going for the ship repair yards. Result of all this work in 2011 is that ship maintenance and repair is reflected in two EC funded projects, RETROFIT and ECOREFITEC. The SMRC Group is a sounding board for both projects and for the ECOREFITEC project installed as an expert board. These projects are funded by the 7th Framework Programme for Research and Technological Development. The first results of these projects are expected at the end of 2012. The Executive Secretary represented the Group in Hamburg on an optimising Ship Maintenance Conference and during the SMM also in Hamburg. The SMRC group delivered input to the Technical Advisory Committee of CESA. It is a high priority of the Group to be and stay involved in IMO developments like the Polar Code, Ship Construction File (GBS), Asbestos and Energy Efficiency (Design) Index, steel structure issues and environmental issues, namely the Cargo Oil Tank Coating Performance Standard (COT-PSPC), the Goal Based Standards for new ship construction with respect to the protection of intellectual property rights and the current topic on reduction of GHG emissions from ships.

Maintenance, Repair & Conversion Turnover 2006-2011


2006 Croatia Denmark France Germany Greece Italy Lithuania Malta Netherlands Norway Poland Portugal Romania Spain UK TOTALS
Source: SMRC - CESA

2007 33 140 135 955 108 351 74 49 664 90 304 132 54 350 252 3691

2008 55 170 135 1100 117 395 87 n/a 750 110 235 172 46 403 270 4045

2009 49 160 123 1100 87 350 61 n/a 485 48 250 146 26 280 280 3445

2010 46 180 120 937 37,7 270 60 n/a 420 50 350 89,6 26 280 250 3116,3

2011 45 180 90 770 30 265 59 n/a 487 51 289 94 26 285 250 2921

34 100 100 747 86 330 66 57 525 90 180 121 69 275 300 3080

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Formalities
Mr. Costas Kokkalas from Nerion/Elefsis served his first year as Chairman of the SMRC group. Mr. Willy Salamon (Arno Dunkerque) served as well his first year as Vice-Chairman of the Group. In accordance with usual practise, the SMRC Group held three meetings during 2011. The first Standing Committee was held in Brussels on Monday 1 March, the second Standing committee was coupled with the Group Annual General Meeting held in Oslo on Thursday 9 June as part of the CESA General Assembly. The third meeting was held in Brussels on Thursday 8 December.

4.6. Naval sector


In line with the measures taken by most of the Member States of the European Union to reduce their deficits, defence budgets are under heavy pressure. This has or will result for Navies in less new building in combination with putting out of service of existing ships. This situation is expected to continue, at least for a couple of years. It means that, for our naval yards, the export market will be even more important than in the past. The on-going shift in the worlds economic balance and trade patterns and the on-going increase of piracy acts have generated an additional need in naval presence and thus in naval equipment. This is especially the case in Asia and to a lesser extent in the Middle-East and Latin America. Although the recent developments in the Arab world have slowed down a number of projects, the overall outlook has not changed. A number of developments are to be watched. First, there is the ever growing tendency for countries to increase their local content either by building locally under licence or by other forms of compensation. This means that new business models need to be developed incorporating local industry, equipment manufactures and/or the client itself. As a next step, participation in the local inservice support of the vessels will create new business opportunities and a basis for on-going presence. Secondly, a number of fast growing economies such as China and India are now concentrating on the construction of equipment for their home market but they will soon be in the position to offer products on the open market. Here, only product superiority will count and thus the on-going need to improve our products both in capability and in production cost. It is obvious that both these developments go hand in hand. Finally, there is the availability of well-maintained ships on the second hand market as a result of the shrinking Western fleets. Although the respected selling Governments will be in control, in many cases the transfer of these vessels may result in considerable business for some of our yards in terms of maintenance, upgrading and training. The coming years will demand a lot of initiatives of our naval yards to secure their global position. It will mean a shift of focus from the production of the initial hardware towards the creation of very flexible naval capabilities both at home and in the export market. This will change our companies into smaller operations with a higher quality workforce with more focus on operational knowledge, product development (R&D), project management and in-service support (monitoring, maintenance and operational services).

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2011 has seen five of the CESA naval yards join forces together with CESA to collectively develop a first draft of a Naval Strategic R&D Agenda under a contract with the European Defence Agency (EDA). This document was issued in September 2011. The study gives each company insight in its individual R&D needs as well as in the needs of our business at large. This exercise involved the exchange of privileged knowledge of a large number of experts (around 200) from the companies as well as from institutes and our clients without disturbing the individual commercial interests. The exercise covered both the system itself and the in-service support of the systems in line with the direction business is developing as described above.

VISION CAPABILITIES

2012
SURFACE SUBMARINE System & Equipment

ESM1 SRA - GENERAL R&T PLAN


19 STRATEGIC UNIFYING R&T PROJECTS ONGOING PROGRAMME 12 RESEARCH TECHNOLOGY AREAS CAPABILITIES

2025
MISSION CAPABILITIES OUTCOMES

RTA 01 - NAVAL MISSION ENVIRONMENT


01 - ENVCOMP > ENVIRONMENTAL COMPLIANCE 02 - FLAP > FLEXIBLE ADAPTATIVE PLATFORM 03 - APF > AUTONOMOUS PLATFORM 04 - SMAP > SURFACE MISSION ACCOMPLISHING PLATFORM 05 - BROWS > BROWN WATER SCENARIO 06 - SUBSAFE > SUBMARINE SAFETY 07 - EELEP > ENERGY EFFICIENT LOW EMISSION PLATFORM 08 - IGA > INTELLIGENCE GATHERING 09 - STEADI > STEALTHINESS & DISCRETION
PLATFORM 10 - ANAS > ACOUSTIC NON ACOUSTIC SENSORS

Roadmap 1

EDA Taxonomy: A 11 (.01, .03, .05)

INFORM
COMMAND

RTA 02 - PLATFORM DESIGN & MOBILITY


Roadmap 2

DEPLOY

Taxonomy: A 12 (.01 to .05); B03 (.02,.03,.05,.10); B04.13, C02 (.02,.14)

RTA 03 - POWER & ENERGY


Roadmap 3

Taxonomy: A05 (.05, .08, .10), A06.02; B02 (.01, .02, .05, .06, .09, .11)

RTA 04 - PLATFORM SURVIVABILITY


Taxonomy: B01.04; B02.01; B05 (.01, .05, .06, .07, .08)

PROTECT

RTA 05 - SENSORS
Roadmap 4

Taxonomy: B06 (.08 to .012)

RTA 06 - COMMUNICATIONS
Taxonomy : B10.04

Service & Maintenance

11 - ASYM > ASYMMETRIC WARFARE 12 - POCONAU > POWER COMMS & NAVIGATION OF UUV Under water 13 - ROBOTUV > ROBOTICS & UNMANNED VEHICLES 14 AMI > ADVANCED MINE WARFARE 15 - HEIWES > HUMAN ELEMENT INTO WEAPON SYSTEMS 16 - VIRSHIP > VIRTUAL SHIP 17 - HUMIN > HUMAN INTERFACE 18 - LCCR > LIFE CYCLE COSTS REDUCTION 19 - ADMAIN > ADVANCED MAINTENANCE

ENGAGE

RTA 07 - COMMAND & CONTROL


Taxonomy: B07; A08.05

Roadmap 5
3

UMS

RTA 08 - COMBAT SYSTEMS


Taxonomy: C02.08; C03 (.06, .07, .12, .14, .15)

RTA 09 - DEFENCE SYSTEMS


Roadmap 6

Taxonomy: B01 (.06, .08, .09); B04 (.06, .07, .12); B11.01

RTA 10 - SIMULATIONS & TRAINING


Taxonomy: B08.01 to B08.03

INTERESTED PMS GOVERMENTAL A EARLY WARNING Intelligence Information gathering Recognised maritime picture Environment picture B - SECURING THE MARITIME FLANK Project Maritime Power & Maritime Force at Sea Establish Control/Denial Secure Sea line of communication (SLOCS) Provide Theatre ballistic missile defence Conduct Air Operations Conduct Littoral Operations Contribute to Ordnance Disposal Project Maritime power ashore C - PROVISION OF STRATEGIC SEALIFT Deploy EU Joint force to the JOA Resupply in the JOA Sanctions / Embargo / Blockade D - PROVISION OF A SEA BASE Replenishment at sea Establish forward Operating Base Neutral Platform for Peace Command and Control Platform Provision of tactical Sea Lift (intra -theatre) Provision of Ship Repair

Roadmap 7

RTA 11 - INTEROPERABILITY
Taxonomy: C01

INVESTMENTS NEED TO ACHIEVE

SUSTAIN

THE VISION CAPABILITY:

Interested pMS Industry Perspective FR, GR, GB, GE, IT, NO, NL, POL, SE, SP
Link with Captech IAP2 & IAP3 Link with Captech IAP4

RTA 12 - FLEET SUSTAINABILITY



Link with Captech GEM1

Taxonomy: B12; C06.08; C08.03; C08.04; C12.15

M
INTERESTED END USERS NSF CG

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Dual Use Technologies

GEM 2

GEM4

Link with Captech ESM3

NAVAL RoadMap

EDA took the results and brought them to the attention of the MoDs under the following proposed Visions: To sustain and further develop European naval capabilities taking into account operational, economical and societal trends but also with consideration to the need for coordination with the European civil maritime stakeholders and the need for enhancing and sustaining the European Naval Technological and Industrial base. The EDA R&T Directors endorsed in early summer the Vision Statement and the proposal for a Cat. A project on Modularity and Affordability. This is a significant step towards the establishment of the Affordable Mission-Modular Ships programme and follows the same path that the UMS programme successfully took in 2009. The work on the technical and financial aspects of the programme has started. CESA/SEA Europe NAVAL Group has also been following the developments in EDA on an inhouse study on Future Naval Systems deemed to set the standards for the future EDTIB along the Capability Driven, Competent and Competitive lines and to Work towards:

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More: consolidation, work sharing and interdependencies focus on Centres of Excellence integration into the wider industrial base (dual use) Less: dependence on non-European sources for key defence technologies During the last CESA/SEA Europe General Assembly, the Naval Group reconfirmed the willingness to continue to follow the developments in the EU Institutions in a pro-active attitude and in close collaboration with them.

4.7. Intellectual property rights


The work of the CESA IPR expert group in 2011 and 2012 has focused on shipbuilding knowledge leakage prevention. New projects carried out by GuardSHIP (the European Shipbuilding Intellectual Property Protection Collective Management Organisation) include: joint patent monitoring, opposing non-patentable applications, drafting non-disclosure agreements and IP planning for EU funded projects. With the establishment of SEA Europe, the IPR group as well as GuardSHIP welcome the participation of marine equipment representatives and will identify additional points of interests and IP protection issues to be worked on in the future. In the context of the IMO rule making process, CESA IPR group has been actively involved in developing the Ship Construction File (SCF) Industry Standard together with the international shipbuilders and the Secrecy Agreement between yards and verifiers under Energy Efficiency Design Index (EEDI).

GuardSHIP stand at SMM (Hamburg, September 2012)

CESA anticipates that the SCF requirement will be imposed on all ship types even though, at the moment, it covers only tankers and bulkers. Moreover, for repair yards in Europe, the current SCF requirement will have an immediate effect. In order to better prepare ourselves before SCF becomes mandatory to our ship types, CESA has initiated a brainstorm session on setting up a European SCF archive system in April 2012. Preliminary investigation shows that technology is already available and the cost is feasible to set up a SCF archive system within Europe. CESA plans to initiate a pilot project by the end of 2012 to design our own SCF archive managed by GuardSHIP, calling for participation for the test period with ship types as diverse as possible. Yards may benefit from such system as well when EEDI becomes mandatory. Being involved in the bilateral trade discussions with China, CESA attended in June 2012 in Beijing the EU-China Shipbuilding Dialogue as well as the EU-China IP Dialogue in September 2012 in Brussels. A pilot project on shipbuilding technology cooperation/transfer is being assessed under both frameworks.

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5. Activities report of EMEC


2010 - 2011 Policy Background
The European marine equipment industry is a high value added sector. Competing in a global market, a leading position cannot be sustained on prices alone. The industry derives its competitiveness through innovative and reliable high quality products and ongoing policy developments. Politically, 2010 was a very important year for Europe. The Barroso II Commission was appointed and set out the objectives, targets and goals for the forthcoming Commission term and decade. The overarching Vision of the present college of Commissioners can be found in the Agenda 2020. The European marine equipment manufacturers should bear in mind the Agenda priorities and targets when developing or advancing policy in the short to medium term: Priorities: Smart growth: developing an economy based on knowledge and innovation Sustainable growth: promoting a more resource efficient, greener and more competitive economy Inclusive growth: fostering high-employment economy delivering social and territorial cohesion Headline targets: 3% of the EUs GFP should be invested in R&D. The 20/20/20 climate/energy targets should be met (including an increase to 30% of emissions reductions if the conditions are right. 75% of the population aged 20-64 should be employed. With this Agenda setting, the scene on several key policy and legislative initiatives took place or were advanced in 2011:

Integrated Maritime Policy


The European Commission is continuing the development of the Integrated Maritime Policy, as defined in the Blue Book of 2008. 2010 showed that there was renewed support for the Integrated Maritime Policy. The European Commission put forward its proposal for continued financial support to the EUs Integrated Maritime Policy for the period between 2011 and 2013 and a Communication has been published by the Council of the European Union. The proposal

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is designed to enable the Commission, Member States and maritime stakeholders to keep up the good work in favour of a sustainable use of oceans, seas and coasts. The proposed budget for the implementation of the programme is 40 million EUR for the period 2011 to 2013 in line with the Communication of the Council. In October 2010, the EC set out concrete steps to enhance the effectiveness and cost efficiency of surveilling European Seas by presenting a roadmap towards more efficient and cost-effective maritime surveillance. The Commission spells out how to bring together relevant Member States authorities across all maritime sectors to allow for the exchange of maritime surveillance data, held by authorities such as coast guards, traffic monitoring, environmental monitoring, pollution prevention, fisheries, border control, tax and general law enforcement authorities, as well as navies. This increased cooperation would also help cope more efficiently with real time events at sea.2 The European Maritime Days in Gijn (2010) and Gdansk (2011) have provided stakeholders, policy makers and the public a perfect platform where pertinent issues related to the European oceans and seas can be discussed. At both events, EMEC has made active contributions on the various panels and workshops which have been organised to coincide with the event. The European Maritime Day is just one such example which has been adopted by the European Institutions to raise awareness and show the impact that maritime affairs have in our daily lives.

Transport Policy
In 2011, DG MOVE has launched its white paper titled Roadmap to a single European Transport Area Towards a Competitive and Resource Efficient Transport System. This paper takes a global look at the developments in the transport sector, at its future challenges and at the policy initiatives that need to be considered: Transport has to use less and cleaner energy and become more efficient Promote multi modal solutions and relying on waterborne mode for long-haul Freight multimodality has to become economically viable for shippers Better sea, port and hinterland connections. Integration with inland waterways Promote a global level playing field Enforce with the IMO high standards of safety, security, environmental protection and working conditions Improved technology, better fuel and efficient operations CO2 emissions should be cut by 40% (if feasible 50%) by 2050 compared to 2005 Increased use of intelligent transport systems Promote innovation A single European Transport Area will be created. For maritime transport, a Blue Belt in the seas around Europe shall simplify the formalities for ships travelling between EU ports and a suitable framework must be established to take care of European tasks for inland waterway transport. Common maritime space The European Commission is continuing its ongoing observation of the implementation of the 3rd Erika Package, which includes Regulation (EC) 391/2009 and Directive 2009/15/EC. The said Regulation is paving the way for a new approach for the definition of standards, promoting harmonisation of class rules and of the interpretation of international conventions, leading to the general application of mutual recognition of certificates.
2) DG MARE, http://ec.europa.eu/maritimeaffairs/press/press_rel211010_en.html

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Meanwhile, the European Commission is continuing the revision of the Directive 96/98/EC (the Marine Equipment Directive), the instrument governing the use of the wheelmark, with a view to facilitating the free movement of marine equipment and improving maritime safety: the Commission has asked the industry to provide its contribution on this piece of legislation in order to enhance its effectiveness3.

Research & Innovation Policy


The structure and development of Framework Programme 8 (FP8) has been under discussion and will be mapped out against the already existing landscape of EU policy and initiatives. It is important for the European marine equipment industry to take this landscape into account when positioning itself within the new structure for Research and Innovation. The European Commission has communicated that Horizon 2020 will be developed against the backdrop of a number of significant political initiatives, namely: the Europe 2020 Strategy (March 2010), the Innovation Union Communication (October 2010), a European Research Area (ERA) Action Plan (2011) and an EC proposal for the next financial perspectives (2011). A number of other initiatives also already underway will fuel the discussion of Horizon 2020: The EC Communication on Simplification (April 2010), the FP7 Interim Report (November 2010) and the ongoing implementation of activities related to the ERAs (2008). It becomes clear that a number of recurring strands appear which will be fundamental for the positioning of the maritime sector within the future developments of FP8: Reaching the Europe 2020 objectives of smart, sustainable and inclusive growth Viewing research and innovation as key driver to address the challenges of social prosperity and economic progress The content and structure of Horizon 2020 has been further developed and expanded in 2011.

3) http://europa.eu/rapid/pressReleasesAction.do?reference=IP/10/1268&format=HTML&aged=0&language=EN&guiLanguage=

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Climate Change and Environment Policy


As of 1 July 2010, new fuel sulphur limits contained in the 2008 amendment of IMO MARPOL 73/78 Annex VI entered into force. As a consequence, the maximum permitted sulphur content of fuels used in SOx Emission Control Areas (SECAs) will be lowered to 1% by weight (from the previous 1.5%). The Baltic Sea, North Sea and English Channel have been designated as SECAs by the IMO. In addition, EU law requires all ships at berth or anchorage in EU ports to use fuels with a sulphur content of less than 0.1% by weight. This provision entered into force on 1 January 2010. However, some types of ships need to undergo an adaptation of their boilers in order to be able to use 0.1% sulphur fuels safely and not all of these adaptations were completed before the entry into force of the new requirements. The Europe 2020 Strategy includes the commitment to reduce greenhouse gas emissions by at least 20% compared to 1990 levels or by 30% if the conditions are right. In 2010, the European Union has been pursuing action in international fora, but negotiations at international level, both UNFCCC and the IMO, have not resulted so far in any agreement on a legally binding mechanism that includes these emissions and reduction commitments. Emissions from international shipping are currently outside any binding emission reduction commitments. In the event that no international agreement which includes international maritime emissions in its reduction targets has been approved by the Community in 2011, the Commission should include international maritime emissions in the Community reduction commitment, with aim of the proposed act entering into force by 2013. If emissions from international shipping are not included into international agreements reduction commitments, harmonised action to reduce the GHG emissions from the maritime sector based on traffic into and out of EU ports could be secured by adopting legislation at a Union level thereby largely avoiding the risk of leakage while tackling the environmental issue. It is against this backdrop that EMECs working groups carry out their policy activities, developing the initiatives.

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Climate Change and Environment


Green Marine Equipment
Todays world trade would not be able to function without ships. Considering the staggering percentages of world trade flows vessels carry (90%), it is remarkable to see that shipping is already the most environmentally friendly mode of transport and that CO2 emissions from ships are small (3%). Notwithstanding the significant improvements of ship hull design, leading to a decrease of emissions through fostered fuel efficiency, a large part of the improvements in the environmental footprint of shipping is achieved through the contribution of the marine equipment industry. The European marine equipment industry supports cooperation between its members, shipowners and the shipyards throughout a ships full life cycle (i.e. from cradle to grave), in order to guarantee an efficient and competitive advantage for the shipping industry.

Green Ship Technology Book


Existing Technology by the Marine Equipment Industry: A Contribution to the Reduction of the Environmental Impact of Shipping. The Green Ship Technology Book wasproduced by the EMEC Working Group for Climate Change and Environment with the aim of showing what the industry could deliver in terms of technology to benefit the environmental impact of ships. The 2nd edition has been published. The book aims at increasing awareness amongst the maritime community as well as the general public, of the contribution that marine equipment can make to the greening of maritime transport as well as safety and reliability. The publication applies the principle of technological neutrality and is designed in such a way that it is user-friendly for non-experts in the field of maritime technology. The Green Ship Technology Book can be viewed and downloaded from EMECs dedicated green webpage: www.emec.eu/green.

Greening the Industry


EMEC has been very active in 2011 in focussing its efforts on raising the profile of sustainable shipping and has undertaken a number of activities aimed at greening the industry.

EMEC 10 Green Principles


Promote sustainable development of maritime transport, minimising shippings impact on the environment Advocate a sustainable use of the oceans and seas, meeting the societys needs whilst guaranteeing fair access to all Facilitate the deployment of all existing green technology with the capacity of contributing to a safer and cleaner environment Support investment in research, development and innovation with the aim of further advancements of green technologies

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Cooperate with policy makers in the definition of legislative measures providing for standards on environmental protection Implement safer, greener and innovative production processes, including corporate social responsibility schemes Advocate for policies that reward industrys efforts to meet environmental standards Reward innovators and inventors by effectively safeguarding and enforcing their intellectual property rights Engage in an open dialogue with civil society and NGOs to create awareness on the beneficial role of green technologies. Commit to implement the principles and keep on the horizon the idea of environmentally conscious shipping

European Commission High Level Platform on Greenhouse Gas Emissions from Ships
The European Commission has established a High Level Platform on reducing Greenhouse Gas Emissions from ships to enable a high level strategic discussion directly with Vice President Kallas (MOVE) and Commissioner Hedegaard (CLIMA). Three meetings have taken place in parallel with the formal technical stakeholder consultation under the ECCP throughout 2011. EMEC has been invited and represented at this high level platform through its EMECnet members Wrtsil and Rolls Royce on separate occasions.

Efficient Classification
Background
At present, the European marine equipment industry allocates a very important share of its economic resources to multiple certifications: given the lack of harmonised standards at European level, certification for each component (even if complying with ISO standards) must be repeated today for each classification society before the same component can be installed onboard a ship. Needless to say, repeating the same tests in order to obtain certificates from more than one classification society does not add any value in terms of safety and environmental protection. On the contrary, it causes the dispersion of European know-how to the benefit of non-European industries, frustrating Europes continuous efforts to deliver the most advanced and efficient solutions. The Working Group on Efficient Classification is the oldest Working Group established by EMEC in 2002. After a successful lobbying campaign, the Class Regulation (EC) 391/2009 was adopted and published in May 2009.

Class Study
EMEC has undertaken an impact assessment on the implementation and the best practices for the achievement of Article 10 from the European marine equipment industry perspective. EMECs study provides information on the functioning of class certification and on the practices that could serve as a model for the achievement of harmonisation and mutual recognition.

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The study describes the current functioning of the market for class certificates, the activities carried out in order to achieve the harmonisation of class rules, and the practices of mutual recognition of certificates.

With regard to the first issue, it emerges from the study that class certification is a very important part of the shipbuilding process. In their capacity as classification societies, ROs occupy a key position in the supply chain of shipbuilding, reason being that they act as gatekeepers of the market: ROs determine whether new products can be placed on the market and set the specifications that have to be met. Likewise, they ascertain the conformity of marine equipment to class rules and authorise their placement onboard a vessel. The importance of ROs role for maritime safety is not being questioned. Nevertheless, the study reflects suppliers demand for radical improvements in the way the said role is performed. The main issue is that of multiple certifications: in order to be able to compete on a the global scale, (and to have access to the widest range of shipowners and shipyards), both LEs and SMEs are required to obtain, for the same piece of equipment, a certificate from several ROs attesting the conformity with the same requirements. Since neither class rules are harmonised nor international law requirements interpreted consistently, multiple certification also implies the necessity for suppliers to comply with different sets of rules. This means that they need to predict how the said rules will be concretely applied to their situation. The study confirms, in this respect, that Article 10 of Regulation 391/2009 meets a real need for clarification of the current framework. Besides generating costs, the system in place leaves suppliers in a situation of uncertainty and has a negative impact on innovation by creating obstacles/ barriers to the introduction of new products on to the market.

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Intellectual Property Rights


Sailing in a Sea of Knowledge: the Maritime Industry for enhanced protection of Intellectual Property Rights and know-how

The maritime industries community comprises of all the actors in the maritime world: shipping, ports, shipyards, marine equipment, offshore oil and gas, ship repair, scrapping, fishing, logistics services, freight handling, aquaculture, boatbuilding, research, classification, dredging, engineering, consulting, tourism, submarine, telecom, civil engineering, environment, security, safety renewable energies and surveillance. These maritime stakeholders are engaged in the constant development of new solutions to enhance the efficiency, safety and sustainability of maritime activities. They support the EUs policy objectives in the field of transport, environment and economic competitiveness. Bearing this in mind, it is generally regarded that the generation, the development and the protection of European knowledge is a key factor for the EU to keep a leading role in the global market.

Investments in research, development and innovation are a key factor for the achievement of safer, cleaner and more efficient maritime activities. Only through these investments can the European maritime sector meet the challenges that it is facing in the contemporary era: handling increased sea traffic, becoming increasingly energy efficient, limiting emissions, preserving the integrity of the marine environment, maintaining the safety of humans involved in the operation of ships and shipping infrastructures, and reducing external costs society has to meet in connection with transport. Against this background, it can be argued that the maritime community strongly believes that it is a shared task of the industry and of the EU to encourage, support and protect the development of new technologies, particularly ensuring that piracy and counterfeiting do not undermine European investments for a knowledge economy. The maritime community and EMEC, in particular, welcome and support all initiatives, whether public or private, aiming at: Defining new policy instruments to stimulate and facilitate investments aimed at generating European knowledge in the maritime field

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Raising awareness on the importance of protecting European Intellectual Property Rights (IPRs) in the global market through the development of industry best practices Strengthening the protection of IPRs within and outside the EU borders through prevention of counterfeiting and enactment and enforcement of anti piracy law Ensuring that recognition and protection of IPRs finds an adequate and solid legal base in an ever increasing number of third countries, particularly those where the EU industry has production bases EMEC, through its working group for the protection of intellectual property rights calls, for the EU, national authorities, regulators and partners in the maritime community to enhance their cooperation with a view to achieving the goals outlined above. It is time to join forces to protect the European Sea of Knowledge.

EMEC IPR Study


At the beginning of 2011, EMEC published its in-house study assessing the impact intellectual property rights infringement has on the marine equipment sector. The study came to some striking conclusions: one among many is that the value of marine equipment produced in Asian countries in violation of European patents and designs, or simply counterfeited, may vary between 7 and 10 billion Euros. The study and policy recommendations are available to view on the EMEC website: www.emec.eu

The Marine Equipment Directive (MED)


The Directive and its Purpose
Free movement of goods is a cornerstone of the single European market. The European Union has developed original and innovative instruments to remove the barriers to free circulation of goods. The mechanisms in place to achieve this objective are based on prevention of new barriers to trade, mutual recognition and technical harmonisation. The Marine Equipment Directive (MED) is one of these mechanisms. The purpose of the directive is to enhance safety at sea and the prevention of marine pollution through the uniform application of relevant international instruments (MED Article 1). The MED covers certain statutory equipment carried and used on ships registered under the flags of the EU Member States (including Norway and Iceland) and which are required to meet certain IMO conventions. The Directive is currently still under revision and is likely to be published in due course. EMEC is also a regular participant at the MarED meetings. These are meetings of the Notified Bodies and take place twice a year. MarED provides a framework for co-ordination and co-operation between its members, the Commission and observers in the application of the MED.

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International Activities & Cooperation


The Working Group met several times in 2011 during trade exhibitions. The active members of this group are the national marine equipment associations in Denmark, Finland, France, Germany, the Netherlands, Norway, UK and Spain. Worldwide, the European marine equipment industry has over 30 pavilions at exhibitions each year, accounting for approximately 5 million Euros in yearly expenses. One of the aims of the Working Group is to have a clear focus on markets and best events. Exchange of views about recent shows and the expectations about upcoming shows take place among the members. Regarding the issue of competing events in strategic markets, members exchange views about their preferences. Another important aim is the better use of synergies between European participants at exhibitions. The group also makes an effort to exert influence at new events.

Maritime Industries Forum (MIF)

WG Rules Rights and Regulations

EMEC has been raising awareness of the problems relating to IPR within the maritime community at large. As coordinator of the MIFs WG for Rules, Rights and Regulations, EMEC has pushed IPR to the top of the agenda and has developed a Joint Industry Statement in conjunction with other maritime stakeholders in 2011. It will also look to participate in the European Commissions observatory for counterfeiting and piracy. The Rules Rights and Regulations have also published positions on maritime governance and drafted a set of Guiding Principles for public intervention in the maritime sector.

Maritime Governance
The MIF strongly supports maritime governance models based on the full and impartial assessment of all the stakeholders positions. Only through these models, it shall be possible: to reach a balanced approach between the different legitimate interests at stake including those of the maritime industry to favour a fruitful exchange of information and knowledge on all the issues that need to be solved in relation with the governance and sustainable use of the oceans and the seas.

Guiding Principles for Public Intervention in the Maritime Sector


Principle of incompatibility: a general agreement exists that the EU Internal Market should work on the basis of undistorted competition. The use of EU or State resources constitute an exception and should take place only in the pursuit of general policy goals that cannot be achieved with the normal functioning of the market, or in the light of exceptionally adverse economic circumstances Sustainability: public funds are scarce resources. Their sustainable use should be promoted. Priority should be given to Public programmes, whether or not entailing State aid, which are likely to guarantee a return on the investments made or are designed to play a positive

Activities reports of EMEC

47

effect on society as a whole. Purely economic considerations, related to the situation of one or more individual undertakings, should not be considered as sufficient to require public interventions. Member States remain free, within the limits of EU Law, to grant individual aid to one or more undertakings for merely economic reasons. However, these do not generally fall within the policy that the MIF is trying to promote; Link with EU policies: Public programmes are not only tools to prevent or remedy market failures. They can, and should, be used as instruments to pursue EU public policies. In the maritime sector, they should facilitate the achievement of the following goals: environmental protection, maritime safety, efficiency of transport and provision of services of general economic interest. Benefit for the general interest: Public programmes that can bring a clear advancement in the policies above should receive priority over those who only (or mainly) benefit the recipients. Coordination: market players operate today in a context that is radically different from that of 50, 20 or even 10 years ago. Competition takes place at the global level and it is necessary that Europe provides a coordinated response to the pressure coming from Asian markets. Hence, support programmes should no longer be conceived as national initiatives. On the contrary, whenever possible, they should be coordinated and brought forward by a large number of Member States, across the continent.

Research and Innovation


EMEC, through its R&D working group EMECrid has been committed to European RDI and the work of the WATERBORNE Technology Platform. It has been closely involved with the setting up of the priorities for the 3rd Call of the EC Research Framework Programme 7 (FP7) and collating ideas for the 5th and 6th Calls, always bearing in mind the WATERBORNE Strategic Research Agenda. EMEC / EMECrid will continue to promote the priorities of the shipbuilding sector and ensure that the interests of the marine equipment sector will be well represented.

Offshore Industries
Under the consideration that a lot of marine equipment suppliers are also equipment suppliers for the off-shore industry, EMEC has utilised the opportunity to gain and develop the representation of the off-shore equipment industry in Brussels, at European level by creating a dedicated Working Group for Offshore in 2011. Mr. Jerome De Roys has been appointed the acting Chairman of the Working Group until the inaugural meeting has been called.

48

Brussels political experience shows that innovative programmes and technologies require dedicated associations and unanimous political support in order to achieve critical mass and growth potential. Many emerging renewable technologies will be used in the offshore industry as it is currently happening with European funded projects and thus becoming an attractive choice for many companies. The full transition from the traditional fossil energy sources to renewable energy sources will happen during the next decade, and establishment of appropriate instruments inside EMEC following the introduction of renewable energies and its impact in the marine equipment industry is one of the most significant challenges for our members and associations.

European Commission Public Consultations


Throughout 2011, the European Commission has launched a number of public consultations on a range of issues which are of relevance to EMEC.

Framework for EU Research and Innovation Funding (Horizon 2020)

February May 2011 The EU is strongly committed to funding research and innovation. TheEurope 2020strategy, endorsed by Member States, places investment in research and innovation at the heart of EU policy for smart, sustainable and inclusive growth. When EU heads of state and government discussed innovation at their meeting on 4 February 2011, they called on the European Commission to bring together all of the EUs research and innovation funding under a single common strategic framework. In consequence, the European Commission launched a wide-ranging consultation involving all key stakeholders which has led to Horizon 2020. EMEC responded to the written questions and the answers can be found on www.emec.eu.

Strategic Transport Technology Plan


March May 2011 The Europe 2020 Strategy includes the Resource efficient Europe flagship initiative, under which the European Commission will present proposals to modernise the transport sector and thereby contributing to increasing competitiveness and lowering emissions. This will involve transforming the transport system, promoting independence from oil, creating a modern infrastructure and multimodal mobility assisted by smart management and information systems. The Commission intends to issue aStrategic Transport Technology Plan (STTP)to present the technology areas where it pays for those involved in transport to work together. EMEC contributed to this consultation by answering the online questionnaire. The response to the questionnaire and the results of the consultation can be found on: http://ec.europa.eu/ transport/research/sttp/doc/report_sttp_public_consultation.pdf

Activities reports of EMEC

49

EMECnet
NEW EMECnet MEMBERS 2011 The EMEC Network of leading companies can welcome three new members in 2011: EATON Alfa Laval Hamworthy Krystallon EMECnet successfully raises awareness among the leading companies in the marine equipment industries about the importance of lobbying in Europe. Having these additional members onboard as leading companies strengthens the overall network and add their weight behind the influencing of policy development in Europe. Eaton, Alfa Laval and Hamworthy Krystallon join ten other leading marine equipment companies within EMECnet: Becker Marine Systems, Caterpillar, Converteam, Germanischer Lloyd, Hatlapa, Kongsberg, Rockwell Automation, Rolls Royce, Sam Electronics and Wrtsil.

50

6. SEA Europe society

SEA Europe Chairman, Lars Grvell-Dahll (Left) and SEA Europe Secretary General, Douwe Cunningham (Right)

In its Founding Assembly held in Paris on 1 June 2012, 22 national associations from 18 countries launched SEA Europe, Ships and Maritime Equipment Association.

On 3 October 2012, SEA Europe organised its in augural reception at the Bibliothque Solvay in Brussels. The occasion was also a celebration of the anniversaries of CESA (75th) and EMEC (21st).

SEA Europe Society

51

52

Annexes

Annexes

53

54
CGT

CGT
CGT
N ET H

400.000

200.000

300.000

500.000

100.000

400.000

600.000

200.000

300.000

500.000

100.000

1.200.000
G ER M AN Y

1.000.000

1.400.000

1.600.000

200.000

400.000

600.000

800.000

G
LA N D S

ER

ER

AN
IT AL Y ER LA N D S

Y
N ET H

N
G ER M AN Y AN IA

ET H
N O RW AY LA N D

IT AL Y

IT AL Y

ER
RO M

LA

COMPLETIONS IN 2011

N O RW AY RO M AN IA
PO

CR O AT IA

ORDERBOOK - 31.12.2011
CR

FR
O AT I A AN IA

N O RW AY

NEW ORDERS DURING 2011

AN
RO M

CE
SP AI N PO
CE

CR
FR AN

Annex 1: Statistics 2011

O AT I
LA N D

SP AI
SP AI N D EN M AR K

N
FI N LA N LG D
UA N IA

PO
BU

LA N

D AR EN

FI
LI TH

LA

D
BU LG AR IA

IA

EN

AR

LI

M AR K FR LI AN CE TH UA N

TH
FI N LA N D

UA N

BU

IA

LG

AR I

IA

Source: CESA

Source: CESA

Source: CESA

VALUE OF COMPLETIONS IN 2011

VALUE OF ORDERBOOK AT 31.12.2011


NETHERLANDS 11% FRANCE 6% SPAIN 6% CROATIA 3% FINLAND 3% ROMANIA 3% NORWAY 15% POLAND 2%

FRANCE 13%

SPAIN 7% FINLAND 2%

ROMANIA 1% POLAND 1% DENMARK* 1% LITHUANIA 1% BULGARIA 0.4%

NETHERLANDS 15%

11 410 MLL. EUR


GERMANY 21%

CROATIA 5%

23 639 MLL. EUR

LITHUANIA 0.4% DENMARK* 0.4% BULGARIA 0.2%

NORWAY 16%

ITALY 15%

ITALY 17%

GERMANY 36%

Source: CESA

Source: CESA

SHIPREPAIRING AND CONVERSION TURNOVER 2011


900 800 700 600 in mill EUR 500 400 300 200 100 0

TOTAL DIRECT WORKFORCE in 2011


18.000 16.000 14.000 12.000 10.000 8.000 6.000 4.000 2.000 0

ET

O RW AY BU LG AR IA FI N LA N D LI TH U UA N IT N ED IA KI N G D O M

Annex 1

Source: CESA

CE

IA

IA

IT AL Y

EC E

AL

AN

CR O AT

LA N

PO LA

FR

RE

PO RT

ER

ET H

D EN

ER

RO

M AR

SP AI

AN

AN

UG

Source: CESA

UK

al

ce

IA

AY

AN

AL

AR

ug

EC

AI

IA

AT

SP

LA

UA

RE

Fr

RW

IT

LA

rt

PO

Po

EN

ER

ER

TH

CR

LI

RO

AN

an

IA

55

SHIPBUILDING IN CESA COUNTRIES DURING 2011 IN GT


Orderbook N BULGARIA CROATIA DENMARK FINLAND FRANCE GERMANY GREECE ITALY LITHUANIA NETHERLANDS NORWAY POLAND PORTUGAL ROMANIA SPAIN UNITED KINGDOM TOTAL
Source: CESA

Completions N 3 13 5 1 9 31 0 16 2 119 37 9 0 25 44 0 GT 43.239 379.439 6.677 49.000 3.360 405.681 0 368.890 9.170 296.883 166.623 49.021 9.000 605.529 161.079 1.000

New orders N 0 9 7 0 5 28 0 10 1 85 39 17 0 18 7 0 GT 0 101.444 5.960 0 40.164 471.771 0 301.065 4.400 158.915 120.953 68.080 0 38.558 7.341 0

GT 1 31.617 348.024 11.635 132.270 322.564 0 806.515 11.066 424.983 267.860 69.156 0 628.777 139.564 1.000

22 13 6 10 0 21 7 131 69 19 0 38 39 0

71 1.479.247

447 4.673.278

314 2.544.591

227 1.318.651

SHIPBUILDING IN CESA COUNTRIES DURING 2011 IN CGT


Orderbook N BULGARIA CROATIA DENMARK FINLAND FRANCE GERMANY GREECE ITALY LITHUANIA NETHERLANDS NORWAY POLAND PORTUGAL ROMANIA SPAIN UNITED KINGDOM TOTAL
Source: CESA

Completions N 3 13 5 1 9 31 0 16 2 119 37 9 0 25 44 0 CGT 29.974 297.424 18.411 42.763 15.358 442.465 0 442.591 15.141 470.738 289.008 53.175 9.000 330.936 266.377 0

New orders N 0 9 7 0 5 28 0 10 1 85 39 17 0 18 7 0 CGT 0 98.603 19.332 0 62.560 531.217 0 332.805 9.270 302.394 255.905 123.614 0 84.537 21.847 0

CGT 1 16.119 314.055 36.507 128.464 346.728 0 885.897 18.407 662.868 535.753 128.492 0 412.267 234.949 0

22 13 6 10 0 21 7 131 69 19 0 38 39 0

71 1.624.901

447 5.345.407

314 2.714.361

227 1.842.084

56

CESA TOTALS - NEW ORDERS BY SHIPTYPE


N Orders placed in 2011 Of which for foreign account Types of ships ordered in 2011 Crude Oil Tankers (double hull) Product and Chemical Carriers Bulk Carriers excl. Combined Carriers Combined Carriers General Cargo Ships Reefers Full Containers Ships Ro-Ro Vessels Car Carriers LPG Carriers LNG Carriers Ferries Passenger Ships Fishing Vessels Offshore Supply Vessels (incl. AHTS) Other Non-Cargo Vessels
Source: CESA

GT 1.318.651 0 0 21.938 30.092 81.810 48.528 0 0 52.204 0 0 13.893 32.240 663.439 31.564 135.978 206.965 0 0 0 1

% 100 0 0 1,7 2,3 6,2 3,7 0 0 4 0 0 1,1 2,4 50,3 2,4 10,3 15,7

CGT 1.842.084 0 0 28.016 15.641 95.924 48.945 0 0 50.613 0 0 21.002 55.030 742.780 71.438 277.820 434.875

% 100 0 0 1,5 0,8 5,2 2,7 0 0 2,7 0 0 1,1 3 40,3 3,9 15,1 23,6

227

17 7 0 0 5 0 0 1 8 20 13 41 112

DIRECT WORKFORCE IN CESA COUNTRIES


COUNTRY** BULGARIA CROATIA DENMARK FINLAND FRANCE GERMANY GREECE ITALY LITHUANIA NETHERLANDS NORWAY POLAND PORTUGAL ROMANIA SPAIN UNITED KINGDOM TOTAL
Source: CESA 2007 Total Newbuildings* Total 2008 Newbuildings* Total 2009 Newbuildings* Total 2010 Newbuildings* Total 2011 Newbuildings*

5.400 9.811 3.500 4.700 17.200 22.500 2.434 12.245 5.100 14.272 6.000 17.000 1.652 10.800 7.678 8.500 148.792

2.400 8.200 3.000 4.700 3.350 15.900 400 8.925 2.800 11.635 5.500 12.800 893 10.700 2.129 500

4.977 9.553 3.700 4.630 17.100 23.600 2.324 12.142 4.800 14.400 5.000 15.000 1.592 10.100 6.490 8.300

2.200 8.738 2.800 4.630 3.400 16.500 8.858 3.000 12.260 4.700 7.900 914 9.350 2.995 200

4.968 8.851 3.000 4.500 16.400 19.200 2.487 11.790 4.200 13.500 5.000 7.300 1.572 8.160 5.666 8.300

2.100 8.645 2.300 3.200 1.900 12.600 8.592 2.200 11.600 4.600 2.600 505 7.820 2.291 200 71.153

4.250 8.792 1.830 3.800 16.400 18.000 2.319 11.640 3.682 13.219 5.000 7.000 1.304 8.075 6.180 3.000 114.491

8.376 1.250 3.800 2.100 10.800 8.538 10.889 4.600 1.800 565 7.790 2.146 200

4.215 8.506 800 3.000 16.400 17.200 2.139 11.260 2.865 12.200 4.500 6.954 1.177 9.850 5.473 2.700

1.950 8.300 150 2.400 2.100 9.700 8.200 8.350 4.300 1.430 84 9.050 1.436 200 57.650

93.832 144.608

89.145 124.894

62.854 109.239

* Newbuildings merchant vessels ** Only member yards

Annex 1

57

CESA TOTALS - ORDERBOOK BY SHIPTYPE


N Total tonnage on order book on 31.12.2011 Of which for foreign account Types of ships according to orderbook on 31.12.2011 Crude Oil Tankers (double hull) Product and Chemical Carriers Bulk Carriers excl. Combined Carriers Combined Carriers General Cargo Ships Reefers Full Containerships Ro-Ro Vessels Car Carriers LPG Carriers LNG Carriers Ferries Passenger Ships Fishing Vessels Offshore Supply Vessels (incl. AHTS) Other Non-Cargo Vessels Approximate value of order book on 31.12.2011 in mEuro Of which for foreign account in mEuro
Source: CESA

GT 4.673.278 3.817.114 0 218.860 424.243 102.306 234.231 0 245.090 263.874 0 0 13.893 164.774 2.207.880 38.964 406.861 317.860

% 100 81,7 0 4,7 9,1 2,2 5 0 5,2 5,6 0 0 0,3 3,5 47,2 0,8 8,7 6,8 23.639 17.865

CGT 5.345.407 4.144.480 0 209.955 193.083 134.341 294.646 0 141.022 207.130 0 0 21.002 210.685 2.430.732 91.589 730.868 610.706

% 100 77,5 0 3,9 3,6 2,5 5,5 0 2,6 3,9 0 0 0,4 3,9 45,5 1,7 13,7 11,4 100% 76%

447 264 0 12 12 23 54 0 5 14 0 0 1 19 44 18 103 142

CESA TOTALS - COMPLETIONS BY SHIPTYPE


N Completed in 2011 Of which for foreign account Types of ships completed in 2011 Crude Oil Tankers (double hull) Product and Chemical Carriers Bulk Carriers excl. Combined Carriers Combined Carriers General Cargo Ships Reefers Full Containers Ships Ro-Ro Vessels Car Carriers LPG Carriers LNG Carriers Ferries Passenger Ships Fishing Vessels Offshore supply vessels (incl. AHTS) Other Non-Cargo Vessels Approximate value of completions During 2011 in mEuro Of which for foreign account in mEuro
Source: CESA

GT 2.544.591 1.790.234 0 235.358 325.914 50.118 156.141 0 359.826 191.246 0 2.300 0 157.107 565.532 16.304 212.135 213.500

% 100 70,4 0 9,2 12,8 2 6,1 0 14,1 7,5 0 0,1 0 6,2 22,2 0,6 8,3 8,4 11.410 6.393

CGT 2.714.361 1.713.366 0 183.393 121.806 64.020 172.354 0 223.192 133.511 0 5.112 0 177.287 690.384 43.904 376.955 445.276

% 100 63,1 0 6,8 4,5 2,4 6,3 0 8,2 4,9 0 0,2 0 6,5 25,4 1,6 13,9 16,4 100% 56%

314 198 0 11 7 11 26 0 12 9 0 1 0 19 23 10 49 134

58

CESA COMPLETIONS 2005 - 2011


2005 N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro N CGT - Export Total value in mEuro - Export in mEuro 2006 2007 2008 6 29 157 6 48 48 21 400 811 375 579 629 582 10 273 363 10 600 600 5 291 113 257 917 1 145 1 015 11 251 220 237 367 1 051 1 000 84 1 311 904 776 623 4 449 3 176 0 0 0 0 0 20 684 134 463 490 2 374 1 945 3 16 900 14 703 54 47 378 1 567 815 1 307 000 3 400 2 900 71 572 865 162 636 1 749 490 20 330 296 328 608 511 505 2 17 098 17 098 41 41 28 346 979 346 979 550 550 64 347 513 194 852 1 022 602 3 4 100 0 13 0 726 6 445 268 4 756 215 17 636 13 453 2009 4 22 892 22 892 30 30 14 308 417 203 632 559 464 9 201 876 0 500 0 3 260 674 260 674 1 190 1 190 13 175 635 109 187 750 650 52 945 383 504 408 2 618 1 871 2 4 095 4 095 11 11 32 628 455 174 077 2 391 905 2 16 377 63 176 683 663 1 786 61 518 083 159 277 2 932 25 241 889 241 889 432 432 3 28 983 18 212 90 44 31 364 923 364 923 482 482 50 287 167 216 687 1 825 1 441 2 2 076 9 481 4 478 180 2 261 061 15 669 8 650 2010 4 36 274 109 14 277 709 203 632 682 565 10 204 667 N/A 550 N/A 1 188 868 188 868 1 000 1 000 9 277 639 253 777 1 400 1 300 49 974 548 826 951 4 657 4 055 0 0 0 0 0 35 766 122 516 868 2 926 2 149 6 42 000 42 000 129 129 41 599 029 328 429 2 032 1 163 43 409 791 108 646 3 125 843 22 87 155 87 155 170 170 1 9 000 N/A 9 N/A 23 260 334 256 936 397 392 55 357 683 175 160 2 157 1 681 6 5 000 N/A 23 N/A 419 4 486 828 2 944 258 19 366 13 148 2011 3 29 974 90 13 297 424 203 632 824 673 5 18 411 49 1 42 763 42 763 178 178 9 15 358 9 238 70 45 31 442 465 392 918 1 989 1 827 0 0 0 0 0 16 442 591 175 608 1 835 703 2 15 141 15 141 60 60 119 470 738 260 000 1 541 862 37 289 008 2 361 9 53 175 53 175 142 142 0 0 0 0 0 25 330 936 330 936 531 531 44 266 377 229 955 1 740 1 372 0 0 0 0 0 314 2 714 361 1 713 366 11 410

BULGARIA

21 420 569 381 545 460 376 8 327 964 550* 1 13 800 6 900 65 65 16 75 363 572 270 69 1 163 146 548 012 2 581 1 390 1 894 2 982 49 49 19 398 676 220 876 1 310 939

21 489 184 368 719 500 464 8 363 979 522 5 294 190 269 700 935 935 14 265 060 91 280 900 450 70 1 174 241 707 088 2 919 1 746 0 0 0 0 0 21 546 565 27 500 1 761 1 178

23 740 803 466 733 547 356 8 353 066 0 700 0 5 283 936 315 400 1 165 1 165 7 192 317 93 440 650 450 74 1 171 314 658 562 3 126 1 796 0 0 0 0 0 32 806 203 452 000 2 566 1 629

CROATIA

DENMARK

FINLAND

FRANCE

GERMANY

GREECE

ITALY

LITHUANIA

100 417 643 172 080 1 150 610 47 289 798 49 537 991 30 565 973 565 973 751 751 4 34 781 21 010 69 33 18 246 915 331 52 177 516 57 782 444 230 20 386 4 094 014 2 252 006 9 041 4 443

236 850 637 308 052 1 574 1 061 68 424 562 40 637 1 764 0 24 494 601 494 601 765 765 4 21 184 14 504 63 71 574 456 447 704 580 461 47 226 493 64 549 665 286 2 3 701 20 591 5 608 389 3 153 302 12 968 6 204

271 1 057 941 355 561 2 152 1 474 15 84 024 0 2 159 0 30 530 279 396 514 584 424 3 23 254 0 90 0 27 262 475 312 883 410 300 64 347 753 191 313 1 050 770 2 3 906 0 14 0 561 5 449 436 3 650 241 15 213 8 364

NETHERLANDS

NORWAY

POLAND

PORTUGAL

ROMANIA

SPAIN

UNITED KINGDOM

CESA TOTAL

* Turnover estimated by CESA

Annex 1

59

SPECIFICATION IN COMPENSATED TONNAGE OF TYPES OF SHIPS


- of order book at end of DECEMBER 2011 - completed during JANUARY - DECEMBER 2011 - ordered during JANUARY - DECEMBER 2011

Type
Product Carriers Under 4,000 dwt 4 - 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80,000 dwt and over Chemical Carriers Under 4,000 dwt 4 - 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80,000 dwt and over Bulk Carriers (exl. Combined Carriers) Under 4,000 dwt 4 - 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80 - 160,000 dwt 160,000 dwt and over Combined Carriers Under 10,000 dwt 10 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80 - 160,000 dwt 160,000 dwt and over General Cargo Ships Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 80 - 160,000 dwt 160,000 dwt and over Full Container Ships and High Speed Liners Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30 - 50,000 dwt 50 - 80,000 dwt 160,000 dwt and over

Coef.

Order Book No. CGT

Completions No. CGT

New orders No. CGT

2,3 1,6 1,05 0,8 0,6 0,55

0 0 0 0 0 0

0 0 0 0 0 0

1 0 1 1 1 0

1.656 0 12.376 18.506 19.032 0

0 0 0 0 0 0

0 0 0 0 0 0

2,3 1,6 1,05 0,8 0,6 0,55

0 2 4 5 1 0

0 16.228 56.032 113.334 24.361 0

0 2 2 1 3 0

0 10.746 27.518 23.232 73.367 0

0 0 19 0 0 0

0 0 28.016 0 0 0

1,6 1,1 0,7 0,6 0,5 0,4 0,3

0 0 0 0 4 4 1

0 0 0 0 62.333 78.388 31.416

0 0 1 0 1 3 0

0 0 7.091 0 15.641 94.247 0

0 0 0 0 1 0 0

0 0 0 0 15.641 0 0

1,1 0,9 0,75 0,6 0,5 0,4

5 0 15 0 0 0

21.460 9.271 98.756 0 0 0

2 3 4 0 0 0

8.532 23.722 26.912 0 0 0

0 16 1 0 0 0

0 87.914 8.010 0 0 0

1,85 1,35 1 0,85 0,7 0,75 0 0

26 4 24 0 0 0 0 0

94.511 39.456 160.679 0 0 0 0 0

8 16 1 0 0 0 0 0

32.522 103.244 12.816 0 0 0 0 0

4 1 2 0 0 0 0 0

13.482 10.047 25.416 0 0 0 0 0

1,85 1,2 0,9 0,8 0,75 0,65 0

0 1 0 0 0 4 0

0 6.404 0 0 0 134.618 0

2 4 0 0 2 4 0

7.049 27.917 0 0 39.702 148.524 0

0 0 0 0 0 0 0

0 0 0 0 0 0 0

60

Ro-Ro Vessels Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30,000 dwt and over LNG Carriers Under 4,000 dwt 4 - 10,000 dwt 10 - 20,000 dwt 20 - 30,000 dwt 30 - 50,000 dwt 50,000 dwt and over Ferries Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10 - 20,000 gt 20,000 gt -40,000 gt 40,000 gt and over Passenger Vessels Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10 - 20,000 gt 20 - 40,000 gt 40 - 60,000 gt 60,000 gt -100,000 gt 100,000 gt and over Fishing Vessels Under 1,000 gt 1 - 3,000 gt 3,000 gt and over Offshore Supply Vessels (incl. AHTS) Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10,000 gt and over Other Non Cargo Vessels Under 1,000 gt 1 - 3,000 gt 3 - 10,000 gt 10,000 gt and over Total 5 3,2 2 1,5 271 22 28 8 826 123.635 112.033 238.442 119.049 6.343.248 123 38 4 3 6.129 137.736 152.681 50.174 58.742 2.286.096 71 408 9 4 3.801 105.084 72.722 111.381 65.716 1.700.797 268 10 12 6 52.872 53.655 106.160 113.236 18 6 10 0 37.593 26.829 94.648 0 1.040 5 3 0 3.780 33.831 25.680 0 4 3 2 12 1 0 11.592 5.298 1 6 3.000 2.800 5.796 3 0 192 1 0 10.626 5.299 0 6 4 3 2 1,6 1,4 1,25 0 2 15 6 1 6 1 3 23 7.477 120.512 100.809 24.540 353.238 47.610 256.933 3.150.818 6 12 1 0 1 0 2 3 13.882 65.775 19.856 0 51.127 0 189.980 365.476 6 705 3 1 5 0 1 4 12.706 42.519 40.221 24.540 294.365 0 0 567.868 3 2,25 1,65 1,15 0,9 0 5 6 1 1 2 1 2.630 41.791 9.696 19.289 53.790 42.763 18 1 0 1 2 1 25.752 6.162 0 38.135 30.011 42.763 1.290 2 1 0 0 0 6.922 7.700 9.696 0 0 0 1,25 1,15 1 0,75 0 0 0 1 0 0 0 0 0 21.002 0 0 0 0 1 0 0 0 0 0 5.112 0 0 0 0 0 0 1 0 0 0 0 0 21.002 0 0 0 0 1,5 1,05 0,8 0,7 0,65 3 10 1 0 0 13.411 174.000 19.719 0 0 3 1 3 2 0 3.846 15.835 57.453 56.377 0 2 2 1 0 0 12.326 18.568 19.719 0 0

Source: CESA

Annex 1

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Annex 2 SEA Europe Members


Port of Antwerp Havenhuis Entreportkaai 1 2000 Antwerpen www.portofantwerp.com Bulgarian National Association of Shipbuilding and Shiprepair 8, Drazki Str. 9000 Varna Bulgaria www.bulnas.org Association of Croatian Marine Equipment Manufacturers Croatian Chamber of Commerce Draskoviceva 45/IV 1000 Zagreb Croatia www.hgk.hr Hrvatska Brodogradnja Jadranbrod d.d. (Croatian Shipbuilding Corporation) Avenija V. Holjevca, 20 10020 Zagreb Croatia www.hb.hr Danish Maritime Amaliegade, 33B, 4 1256 Copenhagen K. Denmark www.danishmaritime.org Finnish Marine Industries Etelranta, 10 00131 Helsinki Finland www.marineindustries.fi Groupement des Industries de Construction et Activits Navales 67, rue de Monceau 75008 Paris France www.gican.asso.fr Verband Deutscher Maschinen- und Anlagenbau e.V. Weidestrasse 134 22083 Hamburg Germany www.vdma.org

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Verband fr Schiffbau und Meerestechnik e. V. Steinhft, 11 (Slomanhaus) 20459 Hamburg Germany www.vsm.de Association of Hellenic Shipbuilding and Shiprepairing Industries Akti Miaouli, 67 185 37 Pireaus Greece Associazione Nazionale dell industria Navalmeccanica Via Tevere, 1/a 00198 Rome Italy www.assonave.it Association of Lithuanian Shipbuilders and Shiprepairers Pilies Str.4 LT 91240 Klaipda Lithuania www.llsra.lt Scheepsbouw Nederland Willemswerf Boompjes 40 3011 XB Rotterdam PO BOX 23541 3001 KM Rotterdam The Netherlands www.scheepsbouwnederland.nl Norsk Industri Oscars gate, 20 PO box 7072 Majorstuen 0306 Oslo Norway www.norskindustri.no Forum Okrtowe ul. Uphagena, 23 80-237 Gdask Poland www.forumokretowe.org.pl Associao das Indstrias Navais Rua Jorge Alfonso, 31- 6 1600-126 Lisboa Portugal www.ain.pt

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Asociatia Nationala a Constructorilor de Nave din Romania 132, Moruzzi Street 800223 Galati Romania www.anconav.ro AEDIMAR Cluster of the Galician Naval Sector Edificio Feuga, Rua Lope Gomez de Marzoa s/n 15705 Santiago de Compostela Spain www.aclunaga.es The Basque Maritime Forum FORO Maritimo Vasco c/Buesnoas Aires 2 - 1 Isqdo 48001 Bilbao Spain www.foromaritimovasco.com Unin Espaola de Constructores Navales Cardenal Herrera Oria, 57; 2 28034 Madrid Spain www.uninave.es Turkish Association of Ship Industrialists Evliya Celebi Mah., Rauf Orbay Cad., Hayat Sokak Gl Evleri, E Blok, D.2 34944 Istanbul Turkey www.gesad.org.tr Shipbuilders and Shiprepairers Association Pallion Yard Sunderland SR4 6LL United Kingdom www.ssa.org.uk Society of Maritime Industries 28-29 Threadneedle Street EC2R 8AY London United Kingdom www.maritimeindustries.org

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Annex 3 SEA Europe organisation

Chairman: Lars Grvell-Dahll, Senior Vice-President of Kongsberg Gruppen ASA

Vice-Chairmen Bernard Meyer, Managing Partner of Meyer Werft, Germany Govert Hamers, President and CEO of IHC Merwede, the Netherlands Willy Salamon, President and CEO of Arno Dunkerque, France Dirk Lehmann, Managing Director Becker Marine Systems, Germany Kjeld Dittmann, Managing Director Lyngs Marine A/S, Denmark Santiago Crespo, Managing Director Marine Business Unit Ingeteam S.A., Spain Honorary Chairmen Corrado Antonini, Honorary CESA Chairman Hans Hoffmann, Honorary EMEC Chairman

Secretariat Douwe Cunningham, Secretary General Luciano Manzon, Senior Technical Adviser Lanfranco Benedetti, Technical Director Jing Shen, Policy Adviser Sarai Blanc del Val, Policy Adviser Vronique Verhoeven, Financial Officer Delphine Fagot, Office Manager

Annex 3 - SEA Europe organisation

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Annex 4 Picture Reference*


Page 3 Page 16 Page 29 Page 30 Page 31 Page 32 Page 33 Page 35 Page 38 Page 40 Page 41 Page 44 Page 45 Page 48 Page 51 Meyer Werft and Kongsberg Gruppen AS Brodotrogir Shipyard Fincantieri Rolls Royce Kongsberg Gruppen AS SMRC Group SMRC Group BAE Systems Danish Maritime STX Finland STX France Rolls Royce Rolls Royce Kongsberg Gruppen AS GICAN

*Image/photo courtesy of all above mentioned companies

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2013 by SEA Europe Rue Marie de Bourgogne 52 B-1000 Brussels, Belgium

Rue Marie de Bourgogne 52 1000 Brussels - Belgium tel. +32 2 230 27 91 fax +32 2 230 43 32 info@seaeurope.eu www.seaeurope.eu