title: Κανονισμός (ΕΚ) αριθ. 415/2000 της Επιτροπής, της 24ης Φεβρουαρίου 2000, για καθορισμό των επιστροφών που εφαρμόζονται κατά την εξαγωγή των σύνθετων ζωοτροφών με βάση τα σιτηρά

eurovoc_concepts:
animal nutrition
cereal product
export refund
manufactured feedingstuffs

formats: pdf print

text: L 52/14 EL Επίσηµη Εφηµερίδα των Ευρωπαϊκών Κοινοτήτων 25. 2. 2000 ΚΑΝΟΝΙΣΜΟΣ (ΕΚ) αριθ. 415/2000 ΤΗΣ ΕΠΙΤΡΟΠΗΣ της 24ης Φεβρουαρίου 2000 για καθορισµό των επιστροφών που εφαρµόζονται κατά την εξαγωγή των σύνθετων ζωοτροφών µε βάση τα σιτηρά Η ΕΠΙΤΡΟΠΗ ΤΩΝ ΕΥΡΩΠΑΪΚΩΝ ΚΟΙΝΟΤΗΤΩΝ, Έχοντας υπόψη: τη συνθήκη για την ίδρυση της Ευρωπαϊκής Κοινότητας, τον κανονισµό (ΕΟΚ) αριθ. 1766/92 του Συµβουλίου, της 30ής Ιουνίου 1992, περί κοινής οργανώσεως αγοράς στον τοµέα των σιτηρών (1), όπως τροποποιήθηκε τελευταία από τον κανονισµό (ΕΚ) αριθ. 1253/1999 (2), και ιδίως το άρθρο 13 παράγραφος 3, Εκτιµώντας τα ακόλουθα: (1) (2) (3) Σύµφωνα µε το άρθρο 13 του κανονισµού (ΕΟΚ) αριθ. 1766/92, η διαφορά µεταξύ των τιµών στη διεθνή αγορά των προϊόντων που αναφέρονται στο άρθρο 1 του κανονι- σµού αυτού και των τιµών των προϊόντων αυτών στην Κοι- νότητα είναι δυνατόν να καλύπτεται µε µια επιστροφή κατά την εξαγωγή. Ο κανονισµός (ΕΚ) αριθ. 1517/95 της Επιτροπής, της 29ης Ιουνίου 1995, για τις λεπτοµέρειες εφαρµογής του κανονι- σµού (ΕΟΚ) αριθ. 1766/92 σχετικά µε το καθεστώς εισ- αγωγών και εξαγωγών που εφαρµόζεται στις σύνθετες ζωο- τροφές µε βάση τα σιτηρά και την τροποποίηση του κανονι- σµού (ΕΚ) αριθ. 1162/95 περί ειδικών λεπτοµερειών εφαρ- µογής του καθεστώτος των πιστοποιητικών εισαγωγής και εξαγωγής στον τοµέα των σιτηρών και του ρυζιού (3) καθο- ρίζει στο άρθρο 2 τα ειδικά κριτήρια τα οποία πρέπει να ληφθούν υπόψη κατά τον υπολογισµό της επιστροφής για τα προϊόντα αυτά. Για τον υπολογισµό αυτό λαµβάνεται επίσης υπόψη η περιε- κτικότητα σε προϊόντα σιτηρών. Για την απλούστευση των διαδικασιών, πρέπει να καταβάλλεται η επιστροφή για δύο κατηγορίες «προϊόντων σιτηρών» κυρίως για τον αραβόσιτο, το κατεξοχήν χρησιµοποιούµενο σιτηρό για την παρασκευή των εξαγοµένων συνθέτων ζωοτροφών και τα προϊόντα που παράγονται από αυτό και για τα «άλλα σιτηρά» που θα είναι τα επιλεγµένα προϊόντα σιτηρών εκτός από τον αραβόσιτο και τα παραγόµενα από αυτόν προϊόντα. Πρέπει να χορη- της ποσότητας των προϊόντων γηθεί σιτηρών που υπάρχουν στις σύνθετες ζωοτροφές. επιστροφή βάσει Για τον καθορισµό του ποσού της επιστροφής, λαµβάνονται, επίσης, υπόψη οι δυνατότητες και οι όροι πωλήσεως των εν λόγω προϊόντων στη διεθνή αγορά, η ανάγκη αποφυγής διαταραχών στην αγορά της Κοινότητας και η οικονοµική πλευρά των σχεδιαζοµένων εξαγωγών. Εντούτοις, για τον καθορισµό της επιστροφής είναι σκόπιµο στην παρούσα κατάσταση να βασισθούµε στη διαπιστωµένη διαφορά, στην κοινοτική και τη διεθνή αγορά, του κόστους των πρώτων υλών που χρησιµοποιούνται γενικά για την παρασκευή σύνθετων ζωοτροφών, πράγµα το οποίο θα επι- τρέψει να ληφθεί καλύτερα υπόψη η οικονοµική πραγµατι- κότητα σε σχέση µε τις εξαγωγές των προϊόντων αυτών. Η επιστροφή καθορίζεται µία φορά το µήνα· ότι είναι δυνα- τόν να τροποποιείται ενδιάµεσα. Τα µέτρα που προβλέπονται στον παρόντα κανονισµό είναι σύµφωνα µε τη γνώµη της επιτροπής διαχείρισης σιτηρών, (4) (5) (6) (7) ΕΞΕ∆ΩΣΕ ΤΟΝ ΠΑΡΟΝΤΑ ΚΑΝΟΝΙΣΜΟ: Άρθρο 1 Οι επιστροφές κατά την εξαγωγή των σύνθετων ζωοτροφών που αναφέρονται στον κανονισµό (ΕΟΚ) αριθ. 1766/92 και υπάγονται στον κανονισµό (ΕΚ) αριθ. 1517/95 καθορίζονται σύµφωνα µε το παράρτηµα του παρόντος κανονισµού. Ο παρών κανονισµός αρχίζει να ισχύει στις 25 Φεβρουαρίου 2000. Άρθρο 2 Ο παρών κανονισµός είναι δεσµευτικός ως προς όλα τα µέρη του και ισχύει άµεσα σε κάθε κράτος µέλος. Βρυξέλλες, 24 Φεβρουαρίου 2000. Για την Επιτροπή Franz FISCHLER Μέλος της Επιτροπής (1) ΕΕ L 181 της 1. 7. 1992, σ. 21. (2) ΕΕ L 160 της 26. 6. 1999, σ. 18. (3) ΕΕ L 147 της 30. 6. 1995, σ. 51. 25. 2. 2000 EL Επίσηµη Εφηµερίδα των Ευρωπαϊκών Κοινοτήτων L 52/15 του κανονισµού της Επιτροπής, της 24ης Φεβρουαρίου 2000, για καθορισµό των επιστροφών που εφαρµόζονται κατά την εξαγωγή των συνθέτων ζωοτροφών µε βάση τα σιτηρά ΠΑΡΑΡΤΗΜΑ Κωδικός προϊόντος που επωφελείται των επιστροφών κατά την εξαγωγή (1): 2309 10 11 9000, 2309 10 13 9000, 2309 10 31 9000, 2309 10 33 9000, 2309 10 51 9000, 2309 10 53 9000, 2309 90 31 9000, 2309 90 33 9000, 2309 90 41 9000, 2309 90 43 9000, 2309 90 51 9000, 2309 90 53 9000. Προϊόντα σιτηρών (2) Ποσό της επιστροφής (2) (EUR/t) Αραβόσιτος και προϊόντα αραβοσίτου: Κωδικοί ΣΟ 0709 90 60, 0712 90 19, 1005, 1102 20, 1103 13, 1103 29 40, 1104 19 50, 1104 23, 1904 10 10 Προϊόντα σιτηρών (2) εκτός του αραβοσίτου και των προϊόντων αραβοσίτου 39,94 28,77 (1) Ο κωδικός του προϊόντος καθορίζεται στον τοµέα 5 του παραρτήµατος του κανονισµού (ΕΟΚ) αριθ. 3846/87 της Επιτροπής (ΕΕ L 366 της 24. 12. 1987, σ. 1), όπως τροποποιήθηκε. (2) Για τους σκοπούς της επιστροφής λαµβάνονται υπόψη µόνο τα άµυλα κάθε είδους που προέρχονται από προϊόντα σιτηρών. Ως «προϊόντα σιτηρών» νοούνται τα προϊόντα τα οποία υπάγονται στους κωδικούς ΣΟ 0709 90 60 και 0712 90 19, κεφάλαιο 10, και στους κωδικούς 1101, 1102, 1103 και 1104 ως έχουν και χωρίς ανασύσταση (εξαιρουµένου του κωδικού ΣΟ 1104 30) και το περιεχόµενο στα σιτηρά των προϊόντων που περιλαµβάνονται στους κωδικούς 1904 10 10 και 1904 10 90. Το περιεχόµενο σε σιτηρά των προϊόντων των κωδικών ΣΟ 1904 10 10 και 1904 10 90 θεωρείται ότι είναι ∆εν καταβάλλεται επιστροφή για σιτηρά για τα οποία δεν µπορεί σαφώς να εξακριβωθεί µέσω ανάλυσης ότι προέρχονται από σιτηρά. ίσο µε το βάρος των τελικών αυτών προϊόντων


title: SKRIFTLIG FORESPØRGSEL E-0457/00 af Daniela Raschhofer (NI) til Kommissionen. ESF-forespørgsel E-1877/99.

eurovoc_concepts:
Austria
Burgenland
EU Member State
EU financing arrangements
job creation
use of aid
vocational training

formats: html pdf print

text: 3. 10. 2000 DA De Europ(cid:230)iske F(cid:230)llesskabers Tidende C 280 E/215 (2000/C 280 E/255) SKRIFTLIG FORESP(cid:216)RGSEL E-0456/00 af Daniela Raschhofer (NI) til Kommissionen (24. februar 2000) Om: Besvarelse af forespłrgsel E-1877/99: strukturpolitikken og arbejdsmarkedet Under henvisning til svaret p(cid:229) forespłrgsel E-1877/99 (1) af 20. december 1999 łnskes fłlgende supplerende spłrgsm(cid:229)l besvaret: 1. Hvilket oplysningsmateriale danner grundlag for besvarelsen af punkt 5 (oplysninger fra (cid:216)strig)? 2. Hvilken national myndighed indsamler oplysningerne i forbindelse med EU(cid:146)s strukturmidler? 3. Er de arbejdspladser, der er skabt i m(cid:229)l 1-omr(cid:229)det Burgenland (2100), oprettet p(cid:229) kort, mellemlang eller lang sigt? 4. Hvor mange af de 2100 nyskabte arbejdspladser er fuldtids- hhv. deltidsbesk(cid:230)ftigelse? 5. Efter hvilke kriterier hhv. definitioner skelner Kommissionen mellem arbejdspladser p(cid:229) kort, mellem- lang og lang sigt? 6. Inden for hvilke omr(cid:229)der hhv. sektorer af erhvervslivet blev disse arbejdspladser skabt? 7. Gennem hvilke undersłgelser og analyser hhv. ved hj(cid:230)lp af hvilke metoder p(cid:229)viser Kommissionen, at der gennem ydelse af strukturstłtte kan skabes 5800 arbejdspladser i m(cid:229)l 1-omr(cid:229)det Burgenland? 8. Hvordan kan Kommissionen dokumentere, at disse arbejdspladser ville v(cid:230)re g(cid:229)et tabt, hvis der ikke var blevet givet EU-strukturstłtte? (1) EFT C 203 E af 18. 7. 2000, s. 78. Svar afgivet p(cid:229) Kommissionens vegne af Anna Diamantopoulou (28. marts 2000) Kommssionen er i f(cid:230)rd med at indhente de oplysninger, der er nłdvendige for at besvare spłrgsm(cid:229)let, og skal meddele resultatet af sine efterforskninger, s(cid:229) snart det foreligger. (2000/C 280 E/256) SKRIFTLIG FORESP(cid:216)RGSEL E-0457/00 af Daniela Raschhofer (NI) til Kommissionen (24. februar 2000) Om: ESF-forespłrgsel E-1877/99 I forbindelse med Kommissionens svar p(cid:229) min forespłrgsel E-1877/99 (1) af 20. december 1999 łnskes fłlgende spłrgsm(cid:229)l besvaret: 1. Hvilke jobskabende foranstaltninger blev der truffet over hele Europa med de 43. 000 mio euro fra ESF? R(cid:229)der Kommissionen over nłjagtige oplysninger om, hvor mange arbejdspladser der blev skabt eller kunne bevares gennem disse foranstaltninger? 2. Hvilke foranstaltninger blev der truffet i (cid:216)strig, og hvor mange arbejdspladser kunne der derved skabes hhv. bevares? C 280 E/216 De Europ(cid:230)iske F(cid:230)llesskabers Tidende DA 3. 10. 2000 I m(cid:229)l 1-omr(cid:229)det Burgenland deltog indtil slutningen af 1998 6. 000 mennesker i uddannelsesforanstalt- ninger finansieret af ESF. Hvilke uddannelsesforanstaltninger var der tale om? R(cid:229)der Kommissionen over oplysninger der viser, at flere personer fandt arbejde gennem disse uddannel- sesforanstaltninger? Hvor mange af de personer, der deltog i ESF-stłttede programmer, kunne genintegreres i erhvervslivet? (1) EFT C 203 E af 18. 7. 2000, s. 78. Svar afgivet p(cid:229) Kommissionens vegne af Anna Diamantopoulou (28. marts 2000) Kommssionen er i f(cid:230)rd med at indhente de oplysninger, der er nłdvendige for at besvare spłrgsm(cid:229)let, og skal meddele resultatet af sine efterforskninger, s(cid:229) snart det foreligger. (2000/C 280 E/257) SKRIFTLIG FORESP(cid:216)RGSEL E-0458/00 af Daniela Raschhofer (NI) til Kommissionen (24. februar 2000) Om: Strukturpolitikken og arbejdsmarkedet I forbindelse med sin besvarelse af forespłrgsel E-1877/99 (1) af 20. december 1999 n(cid:230)vnte Kommissionen i sit svar p(cid:229) spłrgsm(cid:229)let om, hvorvidt der forel(cid:229) undersłgelser om virkningerne af strukturstłtten, at det ikke var muligt at forel(cid:230)gge talmateriale, der viste virkningerne af disse midler, hvad ang(cid:229)r skabelse af arbejdspladser. I sin sjette periodiske rapport om den sociołkonomiske situation og regionaludviklingen i Den Europ(cid:230)iske Union (SEK(1999) 66 endelig udg. ) fastsl(cid:229)s det om de modeller, der skal dokumentere virkningerne af strukturfondsmidlerne: »Begge forudantagelser er dog ganske vidtg(cid:229)ende, og reelt kan man ikke vide noget om, hvad der ville v(cid:230)re sket, hvis regionerne ikke havde modtaget stłttemidler« (side 155). 1. Bekr(cid:230)fter Kommissionen dermed, at der ikke findes nogen videnskabeligt dokumenterede undersł- gelser, som kan dokumentere og beskrive sammenh(cid:230)ngen mellem strukturfondsmidlerne og arbejdsmar- kedet? Hvilke evalueringsmetoder benytter Kommissionen hhv. de nationale tjenester for alligevel at foretage 2. nłjagtig registrering af nyskabte eller bevarede arbejdspladser? Ved hj(cid:230)lp af hvilke metoder vil det v(cid:230)re muligt for Kommissionen hhv. de nationale myndigheder at 3. forel(cid:230)gge oplysninger om planlagte nye arbejdspladser? (1) EFT C 203 E af 18. 7. 2000, s. 78. Svar afgivet p(cid:229) Kommissionens vegne af Anna Diamantopoulou (28. marts 2000) Kommssionen er i f(cid:230)rd med at indhente de oplysninger, der er nłdvendige for at besvare spłrgsm(cid:229)let, og skal meddele resultatet af sine efterforskninger, s(cid:229) snart det foreligger


title: Report from the Commission - Third report of the implementation of Council Regulation 3577/92 applying the principle of freedom to provide services to maritime cabotage (1997-1998)

eurovoc_concepts:
domestic market
freedom to provide services
liberalisation of trade
maritime cabotage
maritime transport

formats: html pdf

text: COMMISSION OF THE EUROPEAN COMMUNITIES Brussels, 24. 02. 2000 COM(2000) 99 final REPORT FROM THE COMMISSION THIRD REPORT ON THE IMPLEMENTATION OF COUNCIL REGULATION 3577/92 APPLYING THE PRINCIPLE OF FREEDOM TO PROVIDE SERVICES TO MARITIME CABOTAGE (1997-1998) REPORT FROM THE COMMISSION THIRD REPORT ON THE IMPLEMENTATION OF COUNCIL REGULATION 3577/92 APPLYING THE PRINCIPLE OF FREEDOM TO PROVIDE SERVICES TO MARITIME CABOTAGE (1997-1998) TABLE OF CONTENTS EXECUTIVE SUMMARY. 3 1. 2. INTRODUCTION. 7 LEGAL DEVELOPMENTS IN THE EU. 8 2. 1. Legislation on access to the provision of maritime cabotage services. 8 2. 2. The situation concerning the right of access of EU first and second registers to cabotage. 8 2. 3. The adoption of provisions concerning the imposition of host state rules on manning for certain cabotage trades. 10 3. Market developments in the 15 EU Member States. 10 3. 1. Cabotage trade. 10 3. 2. Southern Member States: cargo. 12 3. 2. 1. Liberalised at 31. 12. 1997. 12 3. 2. 2. Non-liberalised at 31. 12. 1997. 13 3. 3. Foreign flag share of cabotage in EU Member States. 14 3. 3. 1. Foreign flag share in the liberalised segments of the Southern Member States’ cargo trades. 15 3. 3. 2. Foreign flag share in the non-liberalised segments of Southern Member States’ cargo trades. 16 3. 3. 3. The waiver system. 17 3. 3. 4. Foreign flag share in the Northern Member States: cargo. 17 2 3. 3. 5. Share of DIS and MAR registered vessels. 18 3. 3. 6. Foreign flag share in the 15 EU Member States: passengers. 18 3. 4. The cabotage fleets of the EU Member States. 19 3. 5. Impact of the liberalisation of cabotage during the reference period on employment. 20 4. THE EXTENSION OF COUNCIL REGULATION 3577/92 TO THE EEA AND MARKET DEVELOPMENTS IN THE EFTA STATES. 20 4. 1. Cargo trades in the EFTA States. 21 4. 2. Passenger trades in the EFTA States. 21 4. 3. Foreign flag penetration in EFTA. 21 4. 4. EFTA flags penetration in the 15 EU Member States. 22 4. 5. The cabotage fleets of the EFTA States. 22 4. 6. Cabotage related employment in Norway and Iceland. 22 5. COMPARATIVE MANNING COSTS FOR CARGO VESSELS. 22 Annex I Overview of cabotage related provisions in the EU and EFTA countries……………………………………………………………………. 25 Annex II Overview of cabotage market developments by EU Member State………. ………………………………………………………. 34 Annex III Comparative manning costs for cargo vessels………………………………. 36 3 EXECUTIVE SUMMARY This is the third two-yearly report by the Commission on the implementation of Council Regulation 3577/92 relating to the freedom to provide maritime cabotage services in the EU and covers the period 1997-1998. As in the previous reports, the present report deals with the legal and market developments in the EU Member States and in the EFTA States, with the extension of Regulation 3577/92 to the EEA and with the comparative manning costs for cargo vessels. Concerning the legal developments in the different Member States, it can be pointed out that under the regulation, all of the Member States first registers have access to EU cabotage. Of the second registers, the Spanish Special Register of ships and shipping companies of the Canary Islands (REC) and the Portuguese Madeira (MAR) registers have unrestricted access. MAR vessels had until recently (August 1999) access to mainland cabotage only. The Danish International Ship Register (DIS) cargo vessels but not passenger vessels have access. Vessels registered in the German International Ship Register (ISR) and in the Finnish List of cargo vessels in foreign traffic should have access on a case by case basis and not have access to regular/year round cabotage. Several Member States adopted new texts concerning access to cabotage trades or adapted existing legislation to the regulation. In addition the five Southern Member States have recently adopted regulations imposing their host state conditions concerning all matters relating to manning to be applied by EU vessels carrying out island cabotage services in their waters and for services with vessels smaller than 650 gt. The Northern Member States already had fully liberalised cabotage when the regulation entered into force or have fully liberalised them in the meantime. The Southern Member States traditionally reserved domestic cabotage trades to the national flag. Therefore the regulation provides for a gradual opening of the Southern Member States’ cabotage markets. During the reference period of this report, two cabotage segments were liberalised in the Southern Member States: services involving the transport of strategic goods (oil, oil products, drinking water) and services by ships smaller than 650 gt. It should be noted in this context that the Commission has relied for the data in this, as in previous reports, upon work carried out by a consultant. It appears that when the consultant has collected material for this report from the Member States, the necessary data has not always been available. For this reason, some of the data used has involved estimates. In particular, since only estimates were available for the year 1998 in which the services by ships smaller than 650 gt were liberalised, the report presents data only for 1997 concerning liberalised cabotage volumes. The liberalisation of the strategic cargoes led to a substantial increase in the volume of liberalised cargoes (from 18. 1 mln tonnes in 1995 to 43. 15 mln tonnes in 1997) which more than doubled from 13% of the total South European trade volume in 1993 to 31% in 1997. However, this increase has not, during the reference period of this report, been followed by a similar increase in the market penetration of non-domestic flags. The foreign flag share (including non-national EU carriers and third country carriers) in the total cabotage trades of the South European Member States developed from 8. 35 mln tonnes in 1995 to 9. 05 mln tonnes in 1997. The participation of non-national EU carriers in the liberalised sector of the southern European cabotage on the basis of the Regulation decreased in relative terms from 9. 4% of 4 the liberalised cargoes during 1995 to 8. 1% in 1997 but increased in terms of volume carried from 3 mln tonnes to 5. 75 mln tonnes. There was an increased participation of other EU vessels in the French cabotage in liquid products, of Spanish owned MAR vessels in Spanish cabotage and of other EU vessels in the Italian specialised cargo cabotage sector. These developments did not substantially affect the national markets since the same vessels operated before in French and Spanish cabotage under waivers and the Italian fleet has never had specialised vessels in its own fleet. The participation of non-EU carriers through waivers in the liberalised sector decreased as well in relative terms from 7% in 1995 to 5. 2% in 1997 of the total liberalised cargoes but increased in terms of volumes carried from 1. 3 to 2. 25 mln tonnes, particularly in Spain. In the non-liberalised southern European cabotage, the carriage by waivers by non- national vessels decreased from 5. 35 mln tonnes in 1995 (of which 0. 5 mln tonnes was carried by non-EU carriers and 4. 85 mln tonnes by EU carriers ) to 3. 3 mln tonnes in 1997 (of which 2. 0 mln tonnes were carried by non-EU carriers and 1. 3 mln tonnes by EU carriers). However, the participation of non-EU flags in the protected trades through waivers increased nearly fourfold during this period, particularly in Spain also. A total of 4. 25 mln tonnes were carried by non-EU carriers under waivers in 1997 as compared to 1. 8 mln tonnes in 1995 in the South European cabotage trades. As far as the involvement of the DIS and MAR vessels is concerned, MAR vessels are active in Portuguese and Spanish cabotage trades. DIS vessels operate in other EU countries mainly in container feeder trades and with specialised vessels. No increase in MAR involvement in other EU trades since 1995 has been recorded. There was no involvement of non-national flag vessels in passenger cabotage trades. It is to be expected that the liberalisation of island cabotage from 1 January 1999, and in particular of the roll-on/roll-off ferry segment, may have a more significant impact on the market in terms of non-domestic flag share. There are two reasons for this: it is a relatively important segment and a number of current public service contracts, at present benefiting domestic companies, are expected to attract interest from companies in other Member States when they come to be tendered. The first results of liberalisation of island cabotage and the ferry segment will be the subject of the next report covering the years 1999-2000. The liberalisation of the strategic products and of services by vessels less than 650 gt had no noticeable impact on cabotage related employment in the South European Member States since it had no effect on the number of vessels on these trades nor on the numbers of EU seafarers employed. During the reference period Regulation 3577/92 was finally extended to the EEA by Decision of the EEA Joint Committee of 4 October 1997, which entered into force on 1 August 1998. It grants full access to EU cabotage trades for Norwegian and Icelandic flag vessels and full access to Norwegian and Icelandic cabotage trades for EU vessels. However, the Norwegian International Ship Register (NIS) vessels do not have access to EU cabotage under Regulation 3577/92 and, as a consequence, these vessels will not be able to carry out cabotage in the EU on the basis of the Regulation. On that occasion, Norway made a statement by which it declares that it does not have the intention of amending its law concerning the Norwegian International Ship (NIS) Register in respect of access of NIS registered vessels to the Norwegian cabotage. Fleet developments were only significant for the NIS fleet which increased by 4% from 1995 to 1997. Apart from the NIS vessels, EFTA 5 vessels continue to have only a minor involvement in the cabotage trades of the EU Member States. With regard to crew costs for cargo vessels for 1998 the report shows that the second registers continue to have the lowest crew costs. The MAR flag would seem to be the cheapest flag to operate together with the DIS followed closely by the Dutch flag, the NIS and the REC. The French, Swedish, and Belgian registers are the most expensive. The Icelandic and Norwegian registers are slightly less expensive than the latter. Changes in the state aid regimes for the different registers during the reference period have only minimally affected their relative position among the EU and EEA registers. 6 1. 1. INTRODUCTION This is the third report on the implementation of Council Regulation 3577/921, which entered into force on 1 January 1993 and provides for a staged introduction of the freedom to provide maritime cabotage services within the EU. The regulation provides that every two years the Commission shall present to the Council a report on the implementation of the regulation and, forward any necessary proposals. It also provides that the Commission shall make an in-depth examination of the economic and social impact of the liberalisation of island cabotage and submit a report to the Council by 1 January 1997, on the basis of which the Commission is to submit a proposal to the Council which may include adjustments to the manning nationality provisions of the regulation so that the definitive system be approved by the Council before 1 January 1999. if appropriate, put The first report covering the period 1993-1994 was submitted to the Council on 7 September 1995. The second report covering the period 1995-1996 was presented on 18 June 1997 and, as provided for in the Regulation, included an examination of the possible economic and social impact of liberalisation of island cabotage. On the basis of this report, the Commission adopted on 29 April 1998 and submitted to the Council a package2 consisting of: • a Communication on a common policy on manning of regular passenger and ferry services operating in and between Member States, and • a proposal for a Council regulation amending Council Regulation 3577/92 and • a proposal for a Council directive on manning conditions for regular passenger and ferry services operating between Member States. It is not proposed to discuss this communication or these proposals, which are presently before Council, in the present report. 2. This third report covers the period 1997-1998 during which two more cabotage trades in mainland cabotage were liberalised in the five Southern Member States: the transport of strategic goods as from 1. 1. 1997 and services by ships smaller than 650 gt as from 1. 1. 1998 and deals with the same basic areas as the two previous reports: • Chapter 2: a report on legal developments introduced by the Member States in implementation of the Regulation. • Chapter 3: market developments in EU cabotage • Chapter 4: the extension of Regulation 3577/92 to the EEA by Decision 70/97 of EEA Joint Committee and the market developments in the EFTA States’ cabotage sectors. 1 2 Council Regulation No 3577 of 7 December 1992 applying the principle of freedom to provide services to maritime transport within Member States (maritime cabotage). O. J. L 364 of 12. 12. 92, p. 7. COM(1998) 251 final of 29. 4. 1998. 7 • Chapter 5: comparative manning costs for cargo vessels. 3. 2. This report is presented for information to the European Parliament, the Economic and Social Committee and the Committee of the Regions. LEGAL DEVELOPMENTS IN THE EU. 2. 1. Legislation on access to the provision of maritime cabotage services Those Member States which have specific cabotage legislation have adapted their national provisions traditionally restricted to national carriers in order to comply with the regulation (Spain by Law 27/92, Portugal by Decree Law 368/93, Germany by Law of 15 July 1994). A Commission infringement procedure is still pending against France for maintaining national legislation which is not in conformity with the regulation. Austria and Luxembourg have no cabotage legislation. Neither do Belgium, Denmark, Ireland, the U. K. or the Netherlands because they have an open coast policy. Following accession on 1 January 1995, Finland adapted its legislation to the regulation by Act 1362/94 of 22 December 1994 and Sweden by Decree 1995:961 of 1 June 1995. Annex I contains an overview of the main legal and fiscal provisions in the EU and EFTA countries concerning access to cabotage, crew nationality requirements for first and second registers, vessels ownership requirements and fiscal regime. During the period 1997-1998, the following legal developments took place in Member States: Greece adapted its legislation to the regulation by Presidential Decree 117/97 and Presidential Decree 84/98, following an infringement procedure. Italy adapted its legislation (‘Codice della Navigazione’) by Law 30/98 of 27 February 1998 following an infringement procedure. Spain adopted Royal Decree 1466/1997 of 19 September 1997 determining the legal framework of regular maritime cabotage lines and maritime services of public interest. Portugal adopted Decree Law 194/98 of 10 July 1998. This text was partially amended by Decree-law of 20 August 1999. Compatibility of the texts of Spain and Portugal with the regulation is being examined by the Commission in the context of the relevant infringement procedures. 2. 2. The situation concerning the right of access of EU first and second registers to cabotage. Under the Member States’ national laws, there are no restrictions concerning access of first registers to their own cabotage markets. The situation concerning access of second-register vessels to domestic cabotage is the following: Germany: Vessels used in international traffic for the greater part of a financial year must be registered in the international register (ISR) and benefit from certain fiscal advantages (‘Flag protection law’ and ‘Income tax law’ as amended by the Law amending the technical and fiscal conditions in maritime transport to meet international standards’ of 18 September 1998). 8 Finland: Only cargo or mainly cargo vessels registered in the first Finnish register which are less than 20 years old and predominantly used in international traffic may be registered in the ‘List of merchant vessels in international trade’ (Law 1707/1991 as amended by Law 1611/1992). Passenger vessels fulfilling the above requirements and not operating regularly between Nordic ports may also be entered in that list. Vessels employed solely in national cabotage may not. Denmark adopted Law 464 of 12 June 1996 amending the law on the Danish International Ship Register (DIS) in order to allow DIS cargo vessels access to Danish cabotage trades. DIS passenger vessels are not allowed access to Danish cabotage. During the period 1997-98, the following legal developments took place: Portugal adopted Decree Law 31/97 of 28 January 1997 which allowed Madeira (MAR) registered vessels access to maritime transport between mainland ports. By Decree Law 331/99 of 20 August 1999, MAR vessels have been granted access to island cabotage trades as well. Spain adopted Royal Decree 2221/1998 of 16 October 1998 which authorises vessels and companies devoted to cabotage trade to be registered in the special register of ships and shipping companies of the Canary Islands (REC). This text completes the staged access of REC vessels to domestic trades. Italy adopted Law 30/98 of 27 February 1998 creating the Italian international register for vessels carrying out international trades. Under the regulation, in order to be admitted to other Member States’ cabotage markets, Community shipowners must operate vessels registered in and flying the flag of a Member State and these ships comply with all the conditions for carrying out cabotage in that Member State. In other words, they must be admissible to their domestic cabotage. All of the EU Member States’ first register vessels fulfil the requirements under the regulation to be admitted to other Member States’ cabotage. Of the vessels registered in the EU Member States’ second registers, the following fulfil the requirements to carry out cabotage in other EU Member States: - vessels registered in the Spanish REC register - vessels registered in the Portuguese MAR register - DIS cargo vessels but not passenger vessels - German ISR vessels on a case by case basis and not in regular/year round cabotage, and - Finnish vessels entered on the ‘List of merchant vessels in international trade’ on a case by case basis and not in regular/year round cabotage. The following vessels registered in the EU Member States’ second registers do not have access to other EU Member States’ cabotage: - vessels registered in the Italian second register 9 2. 3. The adoption of provisions concerning the imposition of host state rules on manning for certain cabotage trades With a view to liberalisation of island cabotage on 1 January 1999 and in implementation of Article 3 of the regulation, Italy, Spain, Greece, France and Portugal have adopted legislation or administrative provisions imposing their host state rules on manning for island cabotage (except where the voyage concerned follows or precedes a voyage to or from another state) and for services with vessels smaller than 650 gt. France adopted ‘Decree 99/195 of 16 March 1999 concerning the application of host state conditions in conformity with Regulation 3577/92 of 7 December 1992 applying the principle of freedom to provide services to maritime transport within Member States (maritime cabotage)’. Spain adopted the ‘Order of 22 July 1999 establishing the manning conditions for vessels carrying out island cabotage’. These texts have been cleared as compatible with the regulation. Other national texts are currently being examined by the Commission. 3. MARKET DEVELOPMENTS IN THE 15 EU MEMBER STATES. 3. 1. Cabotage trade the The Northern Member States (Belgium, Denmark, Finland, Germany, Ireland, Netherlands, Sweden, and UK) have fully liberalised trades. During the reference period of this third report, two more cabotage sectors were liberalised under the terms of the regulation in the southern Member States (France, Greece, Italy, Portugal, Spain): the transport of strategic goods (oil, oil products and drinking water) on 1 January 1997 and services by vessels smaller than 650 gt on 1 January 1998. The following services remained non- liberalised in the southern Member States in the reference period: In mainland trades: - regular passenger and ferry services, protected until 1 January 1999. In island trades: - island cabotage (including Ceuta and Melilla and the French overseas departments), protected until 1 January 1999. - regular passenger and ferry services and services provided by vessels less than 650 gt in Greece which will be liberalised at 1 January 2004. Although it has become increasingly difficult to obtain reliable data on this subject due to the fact that certain Member States do not record data on cabotage movements any more, it has been estimated that the total volume of cabotage trades in the EU Member States developed from 239 mln tonnes in 1993 (EU 12: 221 mln tons plus 18 mln tons: FIN and SWE), through 262 mln tonnes (EU 15) during 1995, to 265. 3 mln tonnes in 1997 (EU 15)3. Of this last volume island trades account for 139. 7 mln tons (52,7%) and mainland trades for 125. 6 mln tonnes. In 1993 the island trades (EU 12) accounted for 51% of the total volume and in 1995 they accounted for the same percentage (EU 15). 3 In the previous report the figures given for 1993 and for 1995 were slightly different due to a double count error for one Member State (D) and to the fact that provisional data has now been confirmed. 10 Out of the total 265. 3 mln tons of cabotage trades in 1997, 125. 85 mln tons corresponded to North European cabotage and 139. 45 mln tons to South European cabotage. Table 1 Summary of cabotage cargo trade volumes in EU countries 1993 – 1997 (mln tonnes) Area North (Belgium, Denmark Finland, Germany, Ireland, Luxembourg, Netherlands, Sweden, United Kingdom) South (France, Greece, Italy, Portugal, Spain) Total EU 12 Total EU 15 1993 95. 4 125. 6 221 (239) 1995 127. 75 134. 3 n. a. 262. 05 1997 125. 85 139. 45 n. a. 265. 3 Annex II presents a detailed overview of cargo cabotage developments since 1992. In most of the Member States trade volumes did not alter significantly. In the period of reference the passenger trades in the Northern Member States were liberalised and the ones in South Europe were still protected, except for mainland cruise services which were liberalised by 1. 1. 1995. There is no domestic passenger traffic taking place in the Netherlands, Belgium or in Ireland. The United Kingdom (estimated at 40 mln passengers) and Germany (estimated at 5 mln passengers) are important, but no longer record this data. The decrease in Denmark was the result of the opening of the fixed link between the islands of Fyn and Sjaeland in 1997. The fluctuations in Italy and Spain are attributed to “the economic climate”. The passenger figures entered in Table 2 concern predominantly ferry passengers, crossing between two ports. Included in these figures are approximately 500. 000 domestic (touristic) cruise passengers, which were carried in Greek waters during 1997. 11 Table 2 Passenger trades in EU – 1997 (mln passengers) North Europe (liberalised) South Europe (protected) Country Denmark Finland Sweden U. K. 4 Germany5 1995 21. 5 4. 0 1. 1 40. 6 3. 3 1997 16. 4 3. 4 1. 1 40. 0 5. 0 Country France - Corsica Oth. Routes Greece Italy Portugal Spain 1995 1. 3 1. 95 36. 0 38. 0 0. 4 7. 1 Total 70. 5 65. 9 Total 84. 75 1997 1. 28 2. 0 41. 36 37. 2 0. 35 6. 5 88. 63 3. 2. Southern Member States: cargo In the period of reference the ongoing liberalisation affected only the Southern Member States. The strategic cargoes in mainland cabotage were added to the liberalised trade sector on 1. 1. 1997. At this date out of the total 139. 45 mln tons of South European cabotage trades the liberalised cargoes amounted to 43. 15 mln tonnes and the non-liberalised cargoes amounted to 96. 3 mln tons. Since only estimations are available for the mainland cargoes carried by vessels <650 gt which were liberalised on 1 January 1998, it has only been possible to provide the exact figures for liberalised versus protected cargo volumes at 31. 12. 1997. 3. 2. 1. Liberalised at 31. 12. 1997 The cabotage trades liberalised by 31. 1. 1997 involved all mainland cargoes carried by vessels exceeding 650 gt and amounted to 43. 15 mln tonnes. The liberalisation of the ‘strategic’ cargo section, as from 1 January 1997, led to a substantial increase in the volume of liberalised cargoes which more than doubled from 1993 to 1997 (13% of the total South European trade volumes in 1993 to 31% during 1997). 4 5 6 Consultant’s estimate. Consultant’s estimate. Comprising: 13,8 mln long distance, 27 mln local crossings and 0. 5 mln cruise passengers. 12 Table 3 Southern Member States liberalised cargo trades by market segments 1993, 1995 and 1997 (million tonnes). Category Dry bulk Liquid bulk General cargo Total Year 1993 1995 1997 1993 1995 1997 1993 1995 1997 1993 1995 1997 France Greece Italy Portugal Spain 1. 1 1. 9 5. 1 0. 1 3. 7 1. 1 2. 8 4. 9 - 1. 7 2. 8 6. 1 - 3. 2 2. 7 Totals 11. 9 12. 0 13. 3 0. 5 - 0. 6 0. 1 0. 8 2. 0 0. 5 0. 5 0. 6 - 0. 55 4. 6 5. 9 4. 2 3. 5 6. 7 - 0. 2 2. 1 - - 0. 1 3. 6 - - 0. 1 4. 6 - 0. 3 0. 25 0. 25 1. 6 2. 1 7. 8 0. 2 4. 8 1. 6 3. 4 9. 1 - 6. 3 8. 8 14. 9 3. 5 4. 0 9. 65 2. 15 24. 9 2. 6 3. 95 4. 95 16. 5 18. 1 43. 15 3. 2. 2. Non-liberalised at 31. 12. 1997 The non-liberalised cargo volumes in Southern Europe for 1997 included mainland services by vessels <650 gt (liberalised on 1 January 1998), regular mainland passenger and ferry services (liberalised on 1 January 1999) and island cabotage (liberalised on 1 January 1999 except for regular passenger and ferry services and services provided by vessels of less than 650 gt in Greek island cabotage). Out of the total of 96. 3 million tonnes of protected cabotage cargoes in 1997, 92. 9 million tonnes corresponded to island cabotage and 3. 4 million tonnes to mainland cabotage. Table 4 Southern Member States non-liberalised cargo trades by market segment 1993, 1995 and 1997 (million tonnes) Category Dry bulk Liquid bulk General cargo Total Year 1993 1995 1997 1993 1995 1997 1993 1995 1997 1993 1995 1997 France Greece 0. 5 6. 8 0. 7 7. 3 0. 2 6. 9 6. 3 7. 5 4. 8 8. 5 0. 5 1. 1 2. 75 2. 9 0. 8 2. 7 0. 8 2. 6 7. 9 6. 3 1. 5 17. 2 18. 5 12. 25 Italy 13. 5 13. 8 13. 1 27. 1 26. 9 27. 2 10. 4 10. 5 12. 8 51. 0 51. 2 53. 1 Portugal Spain 0. 5 1. 2 0. 3 1. 7 0. 3 2. 0 4. 5 4. 7 0. 5 0. 9 1. 0 1. 2 5. 9 6. 0 2. 0 15. 6 21. 35 13. 2 10. 3 11. 15 12. 25 27. 1 34. 2 27. 45 Totals 22. 5 23. 8 22. 5 61. 0 66. 25 44. 15 25. 6 26. 15 29. 65 109. 1 116. 2 96. 3 The total protected transport volumes by vessels <650 gt amounted to 5. 3 mln tonnes 1997. The mainland part of these transport volumes was liberalised on January 1st 1998. It is estimated that this concerned around 2. 15 mln tonnes of cargo transport. 13 3. 3. Foreign flag share of cabotage in EU Member States In 1995 the non-national transport share in the total South European cargo volumes was 8. 35 mln tonnes or 6%. Due to the liberalisation of the strategic cargoes the non-national transport share increased in 1997 to 9. 05 mln tonnes (6. 5% of total South European cargo volumes). Table 5 provides the flag involvement in the South European trades by flag category and identifies also the volumes which are still protected. Table 5 Flag shares in the total cabotage trades of the Southern Member States (mln tonnes) Country/flag 1995 1997 Mainland. Island Total Mainland Island Total 7 Protected 5. 0 8. 7 4. 9 4. 3 9. 9 32. 8 France – Total National Other EU Non-EU Greece – Total National Other EU Non-EU Italy – Total National Other EU Non-EU Portugal – Total 9 National Other EU 10 Non-EU Spain – Total 11 National Other EU Non-EU Total S. Europe National Other EU Non EU Total 6. 6 5. 5 0. 5 0. 6 12. 1 12. 0 0. 05 0. 05 14 13. 7 0. 1 0. 2 4. 3 - 4. 25 0. 05 13. 9 11. 8 1. 4 0. 7 50. 9 43. 0 6. 3 1. 6 1. 3 1. 25 0,05 - 9. 8 9. 8 - - 46. 3 46. 3 - - 1. 7 1. 7 - - 24. 3 23. 9 0. 2 0. 2 7. 9 6. 75 0. 55 0. 6 21. 9 21. 8 0. 05 0. 05 60. 3 60. 0 0. 1 0. 2 6. 0 1. 7 4. 25 0. 05 38. 2 35. 7 1. 6 0. 9 83. 4 82. 95 0. 25 0. 2 134. 3 125. 95 6. 55 1. 8 Total 6. 5 4. 6 1. 4 0,5 10. 7 10. 5 0. 1 0. 1 15. 9 14. 95 0. 8 0. 15 3. 6 3. 55 - 0. 05 9. 85 7. 0 1. 4 1. 45 46. 55 40. 6 3. 7 2. 25 8 Protected 0. 2 1. 9 1. 0 0. 1 0. 2 3. 4 1. 3 1. 1 0,2 - 10. 35 10. 35 - - 52. 1 52. 05 - 0. 05 1. 9 1. 9 - - 27. 25 24. 4 0. 9 1. 95 92. 9 89. 8 1. 1 2. 0 7. 8 5. 7 1. 6 0. 5 21. 05 20. 85 0. 1 0. 1 68. 0 67. 0 0. 8 0. 2 5. 5 5. 45 - 0. 05 37. 1 31. 4 2. 3 3. 4 139. 45 130. 4 4. 8 4. 25 Table 5 identifies the changes which occurred between 1995 and 1997 in the national shares by Member State. From this table it is clear that national flag shares only decreased in a significant way for France and Spain. In France the share of national flag decreased by 12% (1 mln tonnes) in favour of other EU flags whose share increased from 4. 5% in 1995 to over 7 8 9 10 11 Non liberalised trades: strategic cargoes, transport with vessels < 650 gt and mainland ferry services. Liberalised, except for transport with vessels < 650 GT and mainland ferry services. 1995: excluding MAR which at the time operated in national cabotage through waivers. 1997: including MAR. For 1995 including MAR. Including REC. 14 20% in 1997. This concerned mainly the transport of strategic cargoes which after the liberalisation changed from French to other EU flags. The foreign flag share (including non-national EU carriers and third country carriers) in the total cabotage trades of the South European Member States developed from 8. 35 mln tonnes in 1995 to 9. 05 mln tonnes in 1997 In Spain the share of the national flag (including the REC register) decreased by 4. 3 mln tonnes in favour of other EU vessels (mainly MAR) and specially of non-EU vessels. The REC register carries the bulk of the cabotage volumes. In 1995 REC vessels carried 3 mln tonnes of nearly all mainland cargoes. During 1997 their total involvement had increased to 16. 8 mln tonnes of which over 10 mln tonnes of island cargoes. The MAR vessels operating in Spain are Spanish owned and were responsible in 1997 for 1. 1 mln tonnes (3%) of the total cabotage transport volume in Spain. The non-EU tonnage, however, carried 9% of the same volume (primarily Malta, Cyprus and Antigua & Barbuda) both in the liberalised and the non-liberalised sectors. In Italy although the share of the national flag decreased only slightly, there was a significant increase in the share of other EU vessels (from 0. 1 to 0. 8 mln tonnes) in the liberalised specialised (e. g. heavy loads) Italian cargo sectors. Since there are no specialised vessels in the Italian fleet, the Italian shipping industry has not been affected by this increase. In the case of Portugal the volumes carried by the MAR fleet in 1995 were included in the previous report under the volumes carried by non-national EU vessels because they operated in Portuguese cabotage through waivers. As from 1997, MAR vessels were admitted to Portuguese mainland cabotage and the volumes carried by these vessels are therefore included in the national share for 1997. Participation of Swedish and Finnish vessels in South European markets is incidental. Table 6 Development of the transport share of national flags by Southern Member State (%) 1995-1997 Country France Greece Italy Portugal MAR Spain (incl. REC) 1995 85. 4 99. 5 99. 5 28. 3 70. 0 93. 5 1997 73. 1 99. 0 98. 5 34. 2 64. 0 84. 5 3. 3. 1. Foreign flag share in the liberalised segments of the Southern Member States’ cargo trades In 1997, out of the 43. 15 mln tonnes liberalised trade, 5. 75 mln tonnes or 13% of the liberalised cargoes were carried by non-national vessels from other EU or non-EU country registers. Compared to the corresponding figure for 1995 (3 mln tonnes in 1995 or 16. 6% of the liberalised cargoes), there was a decrease in the participation of non-national vessels in relative terms but there was an increase in terms of volumes transported. 15 The participation of non-national EU carriers in the liberalised sector of the Southern cabotage market on the basis of the Regulation decreased in relative terms from 9. 4% of the liberalised cargoes during 1995 to 8. 1% in 1997 but increased in terms of volume carried from 3 mln tonnes to 5. 75 mln tonnes. There was an increased participation of other EU vessels in the French cabotage in liquid products, of Spanish owned MAR vessels in Spanish cabotage and of other EU vessels in the Italian specialised cargo cabotage sector. These developments did not substantially affect the national markets since the same vessels operated before in French and Spanish cabotage under waivers and the Italian fleet has never had specialised vessels in its own fleet. The participation of non-EU carriers through waivers in the liberalised sector decreased as well in relative terms from 7% in 1995 to 5. 2% in 1997 of the total liberalised cargoes but increased in terms of volumes carried from 1. 3 to 2. 25 mln tonnes, particularly in Spain. Table 7 identifies the flag involvement in the liberalised sections of the South European Member States. Table 7 Flag shares in liberalised Southern Member States’ cargo volumes (1995 – 1997) mln tonnes Country Total cabotage trade Of which liberalised EU flag involvement Non-EU flag involvement Total foreign flag involvement 1995 1997 1995 1997 1995 1997 1995 1997 1995 1997 France Greece Italy 7. 9 21. 9 60. 3 Portugal 6. 0 7. 8 21. 05 68. 0 5. 5 38. 2 37. 1 Spain Total 1. 6 3. 4 9. 1 - 4. 0 6. 3 8. 8 14. 9 3. 5 9. 65 0. 25 0. 05 0. 1 - 1. 3 1. 7 1. 2 0. 1 0. 8 - 1. 4 3. 5 0. 3 0. 05 0. 5 0. 1 0. 2 0. 15 0. 55 0. 1 0. 3 0. 05 0. 05 0. 05 0. 7 1. 3 1. 45 2. 25 2. 0 3. 0 1. 7 0. 2 0. 95 0. 05 2. 85 5. 75 134. 3 139. 45 18. 1 43. 15 3. 3. 2. Foreign flag share in the non-liberalised segments of Southern Member States’ cargo trades The non-liberalised cargoes totalling 96. 3 mln tons in 1997 (116. 2 in 1995) were in principle exclusively reserved to the national flags. However, in 1997 an estimated 3. 3 mln tonnes (3. 4%) were carried by non-national vessels through waivers where national flag vessels were not available as compared to the 5. 35 mln tonnes (4. 6%) carried through waivers in 1995. In 1997, out of the 3. 3 mln tonnes carried through waivers, 1. 3 mln tonnes (1. 3%) were carried by non-national EU vessels and 2. 0 mln tonnes (2%) by non- EU vessels. This compares with the 1995 figures where, out of the 5. 35 mln tonnes carried through waivers, 4. 85 mln tonnes (4. 1%) were carried by non-national EU vessels (including MAR) and 0. 5 mln tonnes (0. 4%) by non-EU vessels. Compared with the previous report the number of waivers granted in the non-liberalised trades decreased noticeably in all Southern Member States with the exception of Spain and, to a lesser extent, Italy. This was entirely due to the liberalisation of the strategic cargo sectors. However, the participation of non-EU flags in non-liberalised trades through waivers increased, in total, nearly fourfold during this period. 16 Two developments are of importance here: the MAR fleet, which played an important role in 1995 in the non liberalised sector through waivers, was active in the reference period in the liberalised sector. However, non-EU flags increased their transport share significantly in the protected Spanish trades and were responsible for nearly 2 mln tonnes of transport in this sector. At the same time, EU flags trebled their share in these Spanish trades. Table 8 Flag shares in non-liberalised Southern Member States’ cargo volumes (1995 – 1997) mln tonnes Country Total trade cabotage Of which non EU flag Non-EU flag Liberalised Involvement Involvement Total foreign flag involvement 1995 1997 1995 1997 1995 1997 1995 1997 1995 1997 1. 5 0. 3 0. 4 0. 3 France Greece Italy 7. 9 21. 9 60. 3 Portugal 6. 0 7. 8 21. 05 68. 0 5. 5 6. 3 18. 5 51. 2 6. 0 12. 25 53. 1 2. 0 - - 4. 25 Spain Total 38. 2 37. 1 34. 2 27. 45 0. 3 134. 3 139. 45 116. 2 96. 3 4. 85 - - - 0. 9 1. 3 - - - 0. 2 0. 5 - - 0. 05 - 1. 95 2. 0 0. 6 - - 4. 25 0. 5 5. 35 0. 4 - 0. 05 - 2. 85 3. 3 3. 3. 3. The waiver system Despite liberalisation, in 1997 a total 4. 25 mln tonnes (2. 25 mln tonnes in the liberalised sector and 2. 0 mln tonnes in the non-liberalised sector) as compared to 1. 8 mln tonnes (1. 3 mln tonnes in the liberalised and 0. 5 mln tonnes in the non-liberalised sector) in 1995, were carried by waivers by non-EU carriers in the Southern Member States’ cabotage trades. This constitutes a 136% increase in the volume carried by non-EU vessels. 3. 3. 4. Foreign flag share in the Northern Member States: cargo The Northern Member State trades are fully liberalised and open to other EU flags. In some of these Member States non-EU vessels require waivers (Germany, Finland, Sweden) unless they have been granted access on the basis of bilateral agreements. In the other Northern Member States third country vessels can participate on the same basis as EU vessels. The degree of foreign participation varies considerably from one Member State to the other. In Denmark, such data are not collected and only estimates for national flag shares are provided. Austria and Luxembourg have no cabotage trade. The limited volumes in Belgium and the Netherlands are fully transported by national flag vessels. Table 9 provides an overview of the development of foreign flag participation in the Northern European Member States’ cabotage trades. 17 Table 9 Flag shares in total cabotage trades of Northern Member States - 1995 / 1997 (mln tonnes) Country/flag 1995 1997 Country/flag 1995 Finland – Total National Other EU Non EU Ireland – Total National Other EU Non-EU U. K. –Total12 National13 Other EU Non-EU 5. 9 5. 1 0. 75 0. 05 0. 7 0. 03 0. 5 0. 17 62. 3 15,8 18. 0 28. 5 7. 15 6. 3 0. 85 - 0. 75 0. 03 0. 55 0. 17 63. 2 8. 8 15. 9 38. 5 Germany – Total National Other EU Non-EU Sweden – total National Other EU Non-EU Denmark –Total National Other EU Non-EU 3. 9 3. 25 0. 6 0. 05 13. 6 11. 5 NA NA 19. 2 10. 0 NA NA 1997 4. 0 2. 75 0. 3 0. 95 12. 95 10. 25 0. 9 1. 8 19. 35 10. 0 NA NA 3. 3. 5. Share of DIS and MAR registered vessels 7 MAR vessels (out of 25 Portuguese owned units) now dominate the Portuguese oil trades. The other Portuguese owned MAR vessels operate worldwide. MAR registered vessels are also much present in Spain. The number of Spanish owned MAR vessels increased from 34 in 1996 to 45 in 1998. At least half operate in the Spanish domestic trades. The remaining Spanish owned MAR vessels operate worldwide. DIS cabotage relevance is still mainly limited to container feeder activities: 25 of these vessels operate in cabotage trades, half of which in Southern Member States. Additionally some 50 non-container vessels are active in cabotage trades, but only 10-15 in South Europe (chemical and gas tankers and other specialised vessels). Since the last report there has been no increase recorded in their market participation in cabotage trades. 3. 3. 6. Foreign flag share in the 15 EU Member States: passengers As for the period covered by the previous report, in 1997-1998 there was no non-national flag involvement in domestic passenger trades of EU Member States. 12 13 Excludes 1-port offshore traffic (15 mln tonnes in 1995/18 mln tonnes in 1997) for which flag data is no longer published. Incl. Gibraltar, Channel Islands, Isle of Man. 18 3. 4. The cabotage fleets of the EU Member States. In many cases it is hardly possible to identify the cabotage fleets in northern Member States, with the consequence that the fleets which are listed hereunder comprise all tonnage which potentially could have participated in cabotage activities (short-sea fleets <10,000 DWT) with the exception of the Danish and Finnish first register fleets and the Swedish fleet which only include vessels operating in cabotage. A number of fleets have no, or hardly any, cabotage relevance: Austria, Belgium, DIS and Ireland. The fleets of Germany, Netherlands and the UK participate occasionally in northern cabotage trades. During the period of reference the German and Dutch fleets increased significantly. In Belgium, Ireland and the U. K. the fleets decreased. The DIS fleet did not vary significantly in terms of tonnage. Overall the number of vessels in the total North European Member States’ fleets increased by only 73 vessels, while the deadweight tonnage increased by nearly 4%. Table 10 Cabotage fleets of Northern Member States (GT and DWT x 1000) Country 1996 1998 Austria Belgium Denm. – convent. Denmark – DIS Finland Germany14 Ireland Netherlands Sweden United Kingdom Number GT – tonnage – DW Number GT – tonnage – DW 29 17 127 448 105 373 49 248 152 470 60 66 213 5,318 356 550 98 480 103 1,365 100 36 88 7,584 338 866 134 680 150 956 22 7 114 479 125 431 35 299 144 435 68 6 384 5,318 358 615 88 615 104 964 94 10 105 7,398 385 1,113 120 870 155 1,099 Total North Europe 2,018 8,609 10,932 2,091 8,520 11,349 For southern Member States, the various fleets also contain vessels which operate both nationally as well as in international trades. The South European Member States’ fleets increased significantly: 14% in numbers of vessels, 23% in terms of gt tonnage and 32% in deadweight. The French fleet virtually doubled. Due to the replacement of smaller by larger vessels, the Greek fleet increased significantly in tonnage although the number of vessels increased only by ten units. The Spanish first register fleet decreased but the REC fleet increased in parallel. The MAR fleet increased drastically in terms of numbers of vessels (from 59 in 1996 to 105 in 1998). The tonnages, however, remained the same, which points to a considerable decrease in the average ship size over the reference period (from 18,000 deadweight to 10,500 deadweight). 14 Including ISR. 19 Table 11 Cabotage fleets of South European Member States (GT and DWT x 1000) 1996 1998 Number GT – tonnage – DW Number GT – tonnage – DW Country France 15 Greece Italy16 Portugal – conventional Portugal – MAR register Spain Spain – REC register 27 515 362 15 59 209 65 196 1,900 1,036 120 650 900 541 310 563 1,480 75 1,074 868 750 43 525 476 15 105 193 71 500 2,000 1,668 120 659 830 793 619 800 2,280 76 1,106 781 1,110 6,772 Total South Europe 1,252 5,343 5,120 1,428 6,570 3. 5. Impact of employment the liberalisation of cabotage during the reference period on In 1997 the total cabotage related employment in the Northern EU Member States stood at 17,460 jobs. 60% of personnel on board cargo vessels and 97% of personnel on board ferry services consisted of EU nationals. 2,100 non-EU seafarers were employed in the cargo sector and 229 non-EU seafarers in the RoRo/ferry sector. The total number of persons employed in the South European Member States’ cabotage amounted to nearly 50,000 persons in 1997 (all EU nationals). This represents a decline of 1,000 jobs since 1995. This was partly due to rationalisation in Italy and to the decrease in the fleet size of the conventional register in Spain which has not been fully compensated by an increase in employment in the Spanish REC register. The liberalisation of the strategic products and of services by vessels less than 650 gt had no noticeable impact on cabotage related employment in the South European Member States since it had no effect on the number of vessels on these trades nor on the numbers of EU seafarers employed. 4. THE EXTENSION OF COUNCIL REGULATION 3577/92 TO THE EEA AND MARKET DEVELOPMENTS IN THE EFTA STATES. By decision 70/97 of 4 October 1997 of the EEA Joint Committee, Council Regulation 3577/92 was incorporated in the EEA Agreement and extended to the EFTA countries. In order to take into account Member States’ concerns with respect the following statement by the government of Norway was entered into the minutes of the above to the extension, 15 16 The French ‘TAAF register’ (29 vessels with 150,000 GT/206,000 DWT in 1998) has no access to cabotage trades and is excluded. Italy’s second register has no access to cabotage trades and is not included in the figures. 20 mentioned EEA Joint Committee decision: “Norway does not have the intention of amending its law concerning the Norwegian International Ship (NIS) Register in respect of access of NIS registered ships to the Norwegian cabotage”. Furthermore, in the Transport Council of 11 December 1997 the above mentioned decision was discussed and the following statement was entered into the minutes of the Council: “The Council and the Commission state that Norway’s Declaration concerning Decision 70/97 of the EEA Joint Committee constitutes an extremely important element for the Community as regards its position on the extension of Regulation (EEC) N° 3577/92 to the EEA. They reserve the right to re-examine this position and to invoke the appropriate procedures laid down in the EEA Agreement if the Norwegian position, as expressed in the declaration, were to change in respect of access of vessels registered in the Norwegian International Ship Register to cabotage”. Decision 70/97 entered into force on 1 August 1998 following the completion of Norway’s national procedures and became applicable in Norway and Iceland. It grants full access to EU cabotage trades for Norwegian and Icelandic flag vessels and full access to Norwegian and Icelandic cabotage trades for EU vessels, in accordance with Regulation 3577/92. The legislation on the NIS does not allow NIS vessels into Norwegian cabotage. As a consequence, these vessels are not able to carry out cabotage in the EU Member States on the basis of Regulation 3577/92. 4. 1. Cargo trades in the EFTA States The cargo cabotage trades in the EFTA countries – Iceland and Norway - developed from 36 mln tonnes during 1993 to 40 mln tonnes in 1995 and to 48 mln tonnes in 1997. Over 28 mln tonnes of the latter volume concerned crude oil arriving in Norway from the continental shelf. 4. 2. Passenger trades in the EFTA States In Iceland the total number of passengers transported by domestic ferry services amounted to 381,309 in 1997. This compares with 356,280 for 1995. In Norway 44,6 million passengers were transported in regular ferry services in 1997. This figure compares with 46,5 million in 1994 and 43,214 millions in 1995. 4. 3. Foreign flag penetration in EFTA. Foreign flag share remained unchanged since 1995 for Iceland as the national flag carried in 1997 100% of the passenger and cargo trades. In Norway, data for 1997 is only available for 14 major ports. The Norwegian flag carried over 77. 2% of the mainland cargo trades to and from these ports (including NIS vessels with waivers) as compared to 76% in 1996. Other EU flags carried 12. 2% of which the U. K. flag carried 6%, the Swedish flag 3. 6% and other EU flags 2. 6% (Denmark, Germany, Finland, Greece, Italy, the Netherlands). Non-EU flags carried the remaining 10%. All passenger transport in Norway is carried out by NOR- registered vessels. 21 4. 4. EFTA flags penetration in the 15 EU Member States. Apart from the NIS register, EFTA vessels have only a minor share in the cabotage trades of the EU Member States. NIS vessels are an exception: their tankers play an important role in the UK (and Norwegian) offshore oil trades. Estimates based on 1995 data (more recent data for offshore trades is no longer published) show that the NIS participation in the UK offshore trades amounted in 1997 to approximately 15% (of around 16. 5 mln tonnes). Apart from these volumes NIS vessels carried in 1997 10% of UK mainland trades (of 63 mln tonnes). This totalled in 1997 approximately 8. 5 mln tonnes carried by NIS vessels divided into 2. 5 mln tonnes offshore trade and 6 mln tonnes mainland cabotage. For both trades it concerned predominantly tankers. Apart from these trades NIS vessels carried 9% of German cabotage (of 4 mln tonnes) and minor volumes of specialised cargo in France in 1997. Icelandic vessels have no relevance in any of the other domestic seaborne trades. 4. 5. The cabotage fleets of the EFTA States. At 1 January 1998, the Icelandic merchant fleet comprised 15 vessels of 30,666 gt. Since 1995 the fleet declined by two units and 18,000 gt. At the same date, the fleet under the first Norwegian register (NOR) flag comprised 774 vessels of 2. 45 million gt (3. 21 million dwt). This compares with 772 vessels of 2. 08 million gt at end-1995. Many of these vessels operate in the national cabotage trade. At the same date the NIS fleet comprised 683 vessels of 19. 63 million gt (30. 77 million dwt). This represents a net increase of 13 vessels and 4% in tonnage capacity since end-1995. This fleet has no domestic cabotage relevance. 4. 6. Cabotage related employment in Norway and Iceland In Iceland the number of direct and indirect jobs related with the cabotage sector were of 1,249 in 1993. More recent data is not available, but considering that the fleet and trade volumes have barely changed, no major changes are to be expected. In Norway, the number of Norwegian seafarers on Norwegian registered vessels for 1998 was 20,500. These vessels, which operate exclusively in domestic trades, are all manned by nationals. 5. COMPARATIVE MANNING COSTS FOR CARGO VESSELS As for the two previous reports, a comparison of manning costs has been carried out for three ship types which are considered to be representative for cargo cabotage operations. The manning costs have been calculated taking into account the crew composition, the nationality requirements and the different salary levels for seafarers and the specific national rules regarding income tax and social contributions for seafarers. Annex III to the report contains three tables presenting the main cost results for the three types of cargo vessel (general cargo 22 vessel of 1,500 gt, dry cargo vessel of 3,300gt and products tanker of 9,000 gt). A comprehensive overview of the results is summarised in Table 12. The results take into account average crew number and nationality compositions as has been found to be typical for the fleets of the different countries. They represent the net manning costs to the shipowner, i. e. gross manning costs minus tax benefits or labour related State aids which applied in the various countries for 1998. Table 12 Comparative net manning costs (average EU = 100): general cargo vessel 1,500 gt/dry cargo vessel 3,300 GT and products tanker 9,000 GT (1998) Register France Iceland Sweden NOR Belgium Kerguelen Finland Ireland Germany Italy Denmark UK DIS (max) Greece ISR) Portugal Spain NIS Dutch Canary MAR DIS (min) General cargo 1,500 GT Dry cargo 3,300 GT Products tanker 9,000 GT 204 142 133 128 125 113 112 110 110 105 101 92 91 81 78 69 69 57 56 47 40 37 200 120 117 125 108 109 123 105 83 111 137 88 124 83 69 61 101 47 47 55 35 51 173 119 111 161 102 89 107 91 100 111 129 75 116 86 83 70 106 71 57 57 41 44 Since the previous report there have been some amendments to state aid to shipowners which in the study of comparative manning costs. Whereas the have been taken into account availability of state aid has had a significant impact on owners’ net costs in several Member States in the past (e. g. NL, FIN, S, NOR and second registers), the changes in fiscal benefits that have been reported over the reference period have only had a limited influence on the respective rankings, or relative positions, of the flags concerned vis à vis other EU/EEA flags. The affected flags include the Portuguese, Swedish, Irish, Belgian and the Spanish REC. The schemes introduced in Germany and France applied only to internationally operating vessels and the competitive positions of these flags are not affected. In the case of Portugal changes in state aid affected part of the costs of junior officers and have had a minimal impact on overall manning costs. The Swedish Shipowners’ Association has advised that changes in the state aid regime have allowed additional overall savings in gross manning costs of around 1-2% over the 1996 position. Having taken this into account in the comparative analysis of EU manning costs, the relative competitiveness of the Swedish flag in relation to other EU registers remains unaffected in the case of the 1,500gt and 3,300 gt dry cargo vessels as compared with the 1996 position, while its position is slightly improved for the product tanker 23 where Sweden has moved from 5th most expensive flag in 1996 to 6th together with Italy in 1998. In Ireland, despite the regime of refund of social charges paid by owners, the Irish manning costs have increased and its relative position compared with other EU flags has also increased slightly since 1996. The scheme introduced in Belgium as from 1 January 1997 may afford savings to shipowners of around 20% of owners’ gross costs on the basis of 100% Belgian crew. However, these savings should be considered to be theoretical since, in practice, Belgian vessels are often crewed with non-Belgian seafarers and many are bareboated out to the Luxembourg register. Finally, the relative competitiveness of the REC register in relation to other EU flags has not been changed in that it remains in a similar ranked position in 1998 as compared with 1996. Other differences in the ranking of the different registers with respect to the 1997 report are due to changes in the source of the data (Iceland, Norway, Belgium,), to the movement of other flags in the ranking (Kerguelen), to changes in the rates paid (France, Sweden, Italy), to the devaluation of the currency against the dollar (Greece, Spain) or to changes in the crew composition used for the calculation (Germany, REC). The outcome of the crew cost calculations show that the MAR flag is consistently one of the cheapest to operate under for each of the three representative vessels realising crew savings in the region of 60% when compared to the average for other EU/EEA flags. The Dutch register is the lowest cost option for national flags, but still the cost differential in favour of the MAR register ranges from 13 to 17% for the three vessel types. Vessels registered under the DIS flag include a significant number of non-EU crew, which is beneficial for the cost advantage. This is referred to in the Tables as the DIS (minimum) case. The results of the analysis show that DIS (minimum) flagged vessels can undercut the EU average from 46 to 61%, depending on the vessel under consideration. It is worth comparing the DIS (minimum) case with that of the Dutch flag. For the smallest of the three vessels under comparison the DIS flag was some 20% cheaper to man than the Dutch flag vessel. For the products tanker this differential falls to 14%; whilst for the 3,300 GT dry cargo vessel the Dutch flag undercut the DIS case by 4%. The above results should be interpreted with great caution taking into account that crew costs under the different registers can be influenced by changes in the specific national fiscal arrangements. Furthermore, as set out in the previous report, crew costs are only a percentage of the total costs of a cargo vessel. Therefore the results presented in the Tables in Annex III should not be understood to be yardsticks for the overall competitive position of the different registers but merely a comparison of crew costs. 24 ANNEX I Overview of cabotage related provisions in the EU and EFTA countries Country Basic Principle on Cabotage Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime 1st register 2nd register 1st register 2nd register Not applicable None negotiated on ship by ship basis. Not applicable Vessel owned/ managed by EU citizen/company in Austria domiciled Not applicable None shipping. applicable for Not applicable Not applicable Captain should be citizen, Belgian in waivers non- of case availability. given Vessel owned by Belgian /EU citizen or a non EU citizen domiciled in Belgium or by a company having its registered office in the EU The vessel must be managed from Belgium Not Applicable security Social (total exemptions exemption for employers’ contribution exemption and partial for seafarers’ contributions on board EU vessels). Not applicable - Captain must be Third Danish. country nationals can be employed on Danish terms DIS Register: - Captain must be Danish national. country - Third nationals be can employed on their national wage conditions. Vessel owned by Danish or EU persons or companies managed from Denmark. DIS Register: see 1st Roll-over relief. Register Seafarers on board DIS vessels are tax exempted and paid net wages. Austria No maritime cabotage Belgium Not restricted - - Denmark Not restricted except DIS passenger vessels for The reservation of trades with vessels of less than 500 grt to national carriers was repealed by decree 658/94. - Decree 658/94 allows all foreign vessels to participate. By Law 464 June of 12 1996 DIS cargo vessels were allowed Danish to as cabotage per 1 December 1996. Passenger vessels remain excluded from Danish cabotage 25 Country Basic Principle on Cabotage Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime 1st register 2nd register 1st register 2nd register reductions of Special seafarers’ income tax for vessels flying the Finnish (18% flag reduction of municipal tax and 30% of State tax). The State also the participates to pension payments seafarers. in tax A rebate of seafarers’ income tax refund of and partial social security costs is paid to the employer. This is available for ships listed on the List in of Cargo vessels international Trade. - Registration governed by the Act Marine Finnish (512/1993) Maritime Code (674/1994) Registration and - List of Cargo Vessels in International Trade (Act No 1707/1991) - >60 percent of the vessel must be owned by Finnish citizens or Finnish registered companies. - the MOTC permits foreign owned ships to be registered in the Finnish register provided that the operation of the vessel is undertaken by a Finnish national or company and that the person or company owning the vessel is has its domicile or residence in the EEA if they in - Cargo or primarily cargo vessels may be are entered the registered Finnish 1° register. if they are primarily used for foreign traffic and if they are less than 20 years old. not Registration permitted for passenger/car ferries or vessels engaged only in cabotage. Only passenger vessels operating between third countries not regularly operating between Nordic ports may be entered. and Finland Restricted governed by Cabotage Section 4 of Restrictive Trades Practices Act. - Non EU vessels are generally prohibited from entering domestic coastal trades. Vessels in the List of Cargo vessels International Trade have restricted access to cabotage. in Island cabotage: - services operating within are islands the Åland vessels to restricted registered under the Ålands flag. Amending Act (1362/ 94) of 22 December 1994 to the Restrictive Trades Practices Act abolished restrictions concerning cabotage on EU vessels as from 1. 1. 1995 (accession). Bilateral - agreement with Norway of applies NIS as 1. 1. 97. to Mainland cabotage: Master must Finnish national be - Master national. Finnish - Special permits obtained from the MOTC for non-EU vessels in mainland cabotage where no suitable other is available. vessel 4 - awarded in 1997 permits for Permits are - granted a maximum of one foreign year vessels trading between Åland and the mainland. to No - awarded in 1997. permits - at least half the crew must consist of EEA/EU citizens. No restrictions other - Recruitment of non-EEA is crewmembers permitted on certain conditions of by way derogation from the usual collective labour agreements. 26 Country Basic Principle on Cabotage Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime 1st register 2nd register 1st register 2nd register France Restricted - Art. 257 of the 'Code Des Douanes’ of 11/5/77: - Only French flag vessels can between participate metropolitan ports extends to this - Art. 258 reservation voyages between ports in one DOM of ports between and Guadeloupe, Guyane and Martinique. TAAF cabotage. not allowed in A footnote to Art. 257 in March the 1994 edition of the ‘Code des Douanes’ refers to Regulation 3577/92. can Waivers be granted for single or consecutive voyages to foreign vessels in case of identified demand. 1st Register: - Master and first mate French citizens. Taaf (Kerguelen) Register: 35% of the be crew should French nationals, incl. Captain and 1st engineer. (Art. 257 ‘Code des Douanes’). Other - crew citizens of the EU or EEA. - 50% of the vessel must be owned by a physical person national of EU/EEA or TAAF register similar as 1st register. Partial - refunding corporate tax paid to local authorities not for pure cabotage). -100% of the vessel must be owned by a company having its registered office in EU/EEA and its operation carried out from a permanent in France. establishment refunding of -Partial social security costs in respect of international trade. (both proportional with international of shipowners’ turnover). part 27 Country Basic Principle on Cabotage Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime 1st register 2nd register 1st register 2nd register Germany Restricted Regulated in Art. 5: paragraph 2, 3 'Gesetz über die Küstenschiffahrt' (Law on coastal shipping). Vessels used in international trade for the greater part of the financial year, must be registered in the ISR register. (Flaggenrechtsgesetz). Greece Restricted: - Regulated in Code of Public Maritime Law (CPML). Decree Law 187/73 Arts. 165 and 166 reserves Greek passenger and cargo cabotage to Greek vessels. This legislation has been partly adapted to Reg. 3577/92. Article 5 of the ‘Gesetz über Änderung der Rechtsvorschriften auf dem Gebiet der Seeschiffahrt’ (which came in effect on 23 July 1994) brought Art. 5 in line with Reg. 3577/92 Article 2. 2 and 2. 3 of the amended ‘Law on Coastal Shipping’ provides that waivers to non-EU vessels may be only granted if no EU vessels are available or if they are available at very unfavourable conditions. - Requirements for crewmembers are according to the ‘Schiffsbesetzungs ordunung’ same for all German vessels: Master should be German national. 1 or 2 officers German or EU national. Other crew any nationality. - Waivers can be granted also on the basis of reciprocity. Same, but: - Vessels on ISR list, (operating >half year internationally) may employ all foreigners. - Vessels >half year in cabotage cannot enter ISR list and may only employ foreigners if nationals are not available. >50% ownership/ control by German or EU ISR same as 1st register. - Ships operating solely in cabotage: no tax relief on income and no subsidies. nationals with representatives domiciled in Germany or by German or EU companies having their registered office, central administration or principal place of business in the EU. (Art. 1 & 2 of: ‘Flaggen- rechtsgesetz’). - Ships operating internationally may opt between normal taxation and the tonnage tax. -They also benefit from 40% income tax reduction. Presidential. Decree 215/94 partly harmonised Greek law in accordance with CR. 3577/92. Waivers can be granted on condition of reciprocity: Presidential Decree 12/92 requires: - Art. 166 of CPML 100% of crew of EU nationals. Over 1997/98 18 waivers were granted -Allows access of other EU vessels in non-strategic mainland trades with vessels>650 GT. Presidential Decrees 117/97 and 84/98 further partly adapted Greek legislation to Reg. 3577/92. Not applicable Article 5 of CPML: Not applicable Officers pay 9% income tax. >50% of shares of the vessel must be owned by Greek nationals or by Greek legal entities more than half of whose capital is held by Greek nationals. Court of Justice of the European Communities condemned Greece for failure to fulfil its obligations on account of this legislation in its judgement of 27 November 1997 (Case C-62/96). Other crewmembers pay 6% income tax. -Reduced rate of social security rate. -tonnage tax is imposed on Greek tonnage serving ports outside Greece. 28 Country Basic Principle on Cabotage Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime 1st register 2nd register 1st register 2nd register Ireland Not restricted Not applicable - Officers to be Irish, UK, other EU or Commonwealth citizens. Not applicable - Ratings: Irish, UK, or other EU citizens. Following the judgement of the Court of Justice of the European Communities of 12 June 1997 in Case C- 151/97, Ireland adopted the Merchant Shipping (Miscellaneous provisions) Act, 1998. Vessels must be owned by EU nationals or a body corporate established under and subject to the law of a Member State and having its principal place of business in a Member State. Not applicable - 10% Corporate profits tax, - 15% straight-line depreciation, for the first 6 years, 10% for the 7th year. - Special reduction in seafarers’ income tax for seafarers at sea for at least 169 days per year. - Reimbursement of social charges paid by employers in respect of seafarers on a MS registered vessel. Italy Restricted Regulated in Article 224 of the 'Codice della Navigazione' (Shipping Code) as amended by Law 30/98. Restricted to Community vessels. - Revised art. 224 allows other EU vessels to participate in Italian cabotage in accordance with Reg. 3577/92. The Ministry of Transport/ Navigation may grant waivers on case by case basis through special authorisation. - Master and chief officer to be Italian, - Other crewmembers Italian or EU citizens Article 318 ‘Codice della Navigazione’. 2nd Register, instituted through law 30/98, second register vessels have no access to cabotage trades Over 50% vessel shares must belong to Italian/ Community nationals or to Italian or EU companies. Luxem- bourg No maritime cabotage - Not applicable Not applicable Independent register mainly used by Belgian owners. Captain EU citizen, licence recognised by Luxembourg. Crew according to STCW standards. 29 Same as for first register plus bareboat chartered in vessels belonging to non-EU owners. Tax-free reserves of profit from sale of ships can be spread over 5 years. Partial exemption of social security charges. Not applicable - reduced rate of seafarers’ income tax. Art. 143 CDN, as modified by law 30 of 27 February 1998. Owned >50% by nationals of EU or commercial companies with registered office in the EU, if significant part of management is handled from Luxembourg. Country Basic Principle on Cabotage Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime Nether- lands Not restricted Not applicable 1st register 2nd register 1st register 2nd register Not applicable Captain Dutch national, other crew according to STCW standards certificates recognised by Dutch authorities. 2/3 vessel must belong to Dutch national or legal entities with EU/EEA nationality. Not applicable - effective exemption of tax and social security charges normally payable by shipowner/ employer. Decree Law 194/98 replaced Decree Law 386/93 and updates situation to the liberalisation of island cabotage as from 1. 1. 1999. Art. 5 of same text allows – subject to authorisation of the General Directorate (DGPNTM) – the use of other vessels in case of non- availability of EU vessels. 100% Portuguese or EU nationals. Captain/chief officer Portuguese, unless authorisation obtained in special conditions Madeira (MAR) register: 100% Portuguese or EU crew for access to cabotage trades. Portugal Restricted: Regulated in Decree Law 194/98: MAR vessels only had access to continental cabotage during the reference period. They have been recently granted access also to island cabotage trades. (Decree Law 331/99 of 20 August 1999). Substantial part of operational management must be carried out from the Netherlands. Regulated in Dutch Commercial Code Art. 311. Regulated by Decree Law 196/98, which establishes the regulatory and legal context of maritime transport activities: Shipowner with address or head office and main establishment in national territory and to be registered at DGPNTM. - option to apply tonnage tax or corporate tax on business results. Madeira register: - Income tax on 30% of shipwoner’s profit - (branch) office or legal representatio n in Madeira island - No corporate tax in international waters (MAR). -Tax free reserves are allowed for reinvestment within 2 years (MAR). - total relief of social security charges and seafarers’ income tax (MAR). 30 Country Basic Principle on Cabotage Comment Waiver System Crew Nationality Requirements Vessel ownership requirements Fiscal Regime Spain Restricted – Regulated in Law 27/1992 on State Ports and Merchant Marine. REC vessels have unrestricted access to cabotage. 1st register 2nd register 1st register RD 2221/98, of 16 October 1998, allowed REC ships to participate in all Spanish cabotage trades (including island cabotage). - Art. 81 of Law 27/1992 regulates the possibility for waivers exceptio- nally, in case of non-availability of Spanish (EU) ships. - Captain & 1st officer Spanish nationals, - Other crew EU nationals. Canary Island Register (REC): - captain & 1st officer Spanish nationals, Any Spanish or EU national or company with representative appointed in Spain. (Article 76 Law 27/92). - Other crew minimum 50% EU nationals, possible waiver for additional non-EU crew if EU nationals not available. -Up to 1. 1. 99, if involved in non- liberalised trades all crew to be EU Nationals 2nd register Any shipping company, established either in Spain, EU or in a third country may register a ship under the REC if vessel is managed from the Canaries or if it has a permanent establishment In the Canary Islands. Law 19/1994, modified last in December 1996, allows fiscal allowances for REC registered vessels. -90% reduction in employer Social Security contribution, -90% reduction of Corporate Tax. -exemption of income tax with respect to 50% of seafarers’ income. Sweden Restricted Decree of 1 June 1995 amended 235/75 granted access to EU vessels. Trades have been liberalised for EU vessels in accordance with Regulation 3577/92 since 1. 1. 95 (accession). Bilateral agreement with Norway (1989) applies to NIS. -Exemptions are granted by the Swedish Maritime Administration in cases where no suitable Swedish /EU vessel is available. Approximately 20 exemptions awarded each year. - Captain must be Swedish (no exceptions). No other restrictions. - All crew retained on collective wage agreements regardless of nationality. Not applicable -Governed by Maritime Act (1994:1009). Not applicable >50% to be owned by Swedish citizen/ corporations. - Government reserves the right to permit foreign vessels to fly the Swedish flag whose operation is under Swedish control and whose owner has permanent residence in Sweden. Vessels > 50% owned by EEA nationals or companies having registered office, central admin. or principal place of business in the EEA and whose operation is controlled from Sweden may be registered in the Swedish register. - Tax-free reserves of 25% of company profit for up to 5 years. - Shipowners receive full rebate of tax paid on seafarers’ income plus an additional relief of SEK 58,000 per full time employee for social cost contributions. - Special tax regime for seafarers abolished in 1998. Seafarers now pay full income tax on gross earnings. 31 Country Basic Principle on Cabotage Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime United Not restricted Not applicable Kingdom 1st register 2nd register 1st register 2nd register Not applicable - For 'strategic' ship- types: master to be British, Commonwealth, EEA or NATO nationality. - Other ships no nationality requirements. Vessel >50% owned by citizen or bodies incorporated in the EU or UK Dependent Territories Not applicable - Roll-over relief - exemptions for UK seafarers not resident in the UK for more than 183 days per year. OTHER (EEA Countries) Iceland1 Not restricted: Open coastline. - Practically unlimited scope for foreign merchant ships to trade between Icelandic ports. -As from 1. 8. 1998 CR 3577/92 applies (Joint Committee Decision No 70/97) Not applicable - Since EEA, all EEA citizens are eligible crew. Not applicable - Under Act 26/1987 Employment Rights of Foreigners, all non-EEA crew members must obtain a work permit from the Ministry of Social Affairs for entering employment on board. - Governed by Registration of ships Act 115/1985, previously limited registration to Icelandic nationals/ residents. - Amending Act 62/1992 gives right of registration to citizens/corporations of EEA countries. Not applicable - Seafarers obtain following tax privileges: - Income tax deduction ISK 685 (US 10. 4) x 1. 49 for each sea day. - Shipowners do not receive any rebates/ refunds for social cost contributions. 1 EEA Joint Committee decision No 70/97, of 4 October 1997 (OJ L30, 5. 2. 98) amended Annex XIII (Transport) to the EEA agreement, to extend Regulation 3577/92 to Iceland and Norway 32 Country Basic Principle on Cabotage Norway1 Not restricted: - Open coastline. - NIS vessels are in principle excluded, but permission is given for cargo vessels if certain requirements are fulfilled Comment Waiver system Crew nationality requirements Vessel ownership requirements Fiscal regime 1st register 2nd register 1st register 2nd register - None, except master must be Norwegian. This requirement is in the process of being changed - All crew retained on collective wage agreements. NIS register: - General requirement for Norwegian master. However exemptions for other nationalities are readily available. Under the scope of the Public Transportation Act 1976, all operators deploying vessels on scheduled coastal passenger services are required to obtain a licence from the MOTC. As from 1. 8. 98 CR 3577/92 applies to all EEA members (Joint Committee Decision No 70/97). - NIS vessels can enter some cabotage cargo trades. Such vessels are entered on a list of the Maritime Directorate The current list includes 16 mostly highly specialised gas – tankers. - Norwegian Ordinary Register (NOR) governed by Maritime Transportation Act. - Open only to Norwegian citizens/residents or unlimited partner-ship where at least 60% of ownership is by Norwegian citizens or the owner is a limited company where at least 60% of the capital and operating powers are in Norwegian hands. NIS register put into operation by the Norwegian International Ship Register Act of 12. 6. 1987. - Ownership requirements as for NOR. If nationality conditions are not met, registration also open to limited company or partnership with head- office in Norway, or ship- owning partnership with Norway based managing owner, or owner with appointed representative authorised to accept writs on behalf of the owner. - All crew members serving on NOR/NIS vessels are entitled to special tax deduction limited to 30% of their gross income, but not >NKr 70,000 per year. Limited to seafarers working for a minimum sailing period. - Tax rebate system revised spring 1998. Provides refunds to shipowners of 12% tax paid on seafarers’ gross wages. Rebates only available for crewmembers resident/ liable for taxation in Norway. Restricted to NOR vessels except where entire crew NIS vessels fulfil necessary residency/liability requirements - Tonnage tax system. Introduced in July ‘96 Note: The following countries had bilateral and reciprocal cabotage agreements with EFTA and/or EU countries; Finland has a bilateral agreement with Norway concluded per 1/1. 1997, which grants access to NOR and NIS registered vessels. Sweden has bilateral agreements with: with Norway, incl. NIS , Iceland, Belgium, Denmark (incl. DIS) Ireland, Netherlands, Portugal and the UK, Norway has bilateral agreements with: Finland (1997), Germany (1997) Sweden, Iceland, Denmark, the UK and Portugal 1 EEA Joint Committee decision No 70/97, of 4 October 1997 (OJ L30, 5. 2. 98) amended Annex XIII (Transport) to the EEA agreement, to extend Regulation 3577/92 to Iceland and Norway 33 ANNEX II Overview of cabotage developments by EU Member State (mln tonnes) EU Member State Belgium 1992 1993 1994 1995 1997 Denmark 1992b) 1993b) 1994b) 1995b) 1996b) Finland Francec) 1992 1993 1994 1995 1997b) 1992 1993 1994 1995 1996a) Germany 1992 1993 1994 1995 1997 1992 1993 1994 1995 1996a) 1992 1993 1994 1995 1997 1992 1993 1994 1995 1996c) 1992 1993 1994 1995 1997 Greece Ireland Italy Nether- Lands Dry bulk Liquid bulk Gen. Cargo Total Total Main Land 0. 05 0. 05 0. 05 0. 05 0. 05 5. 8 4. 7 4. 7 4. 7 4. 6 4. 7 4. 65 5. 45 5. 25 6. 5 8. 4 8. 1 7. 7 6. 6 6. 5 4. 4 3. 6 3. 25 3. 6 3. 65 10. 1 10. 1 9. 35 12. 1 10. 7 0. 7 0. 85 0. 7 0. 7 0. 75 17. 9 13. 8 13. 8 14. 0 15. 9 0. 3 0. 4 0. 4 0. 4 0. 4 Islands - - - - - 12. 9 13. 9 14. 1 14. 5 0. 05 0. 05 0. 05 0. 05 0. 05 18. 7 18. 6 18. 8 19. 2 14. 75 19. 35 0. 7 0. 6 0. 6 0. 65 0. 65 1. 5 1. 4 1. 5 1. 3 1. 3 0. 3 0. 3 0. 25 0. 3 0. 35 10. 2 8. 5 9. 2 9. 8 10. 35 - - - - - 45. 6 46. 0 47. 4 46. 3 52. 1 - - - - - 5. 4 5. 25 6. 05 5. 9 7. 15 9. 9 9. 5 9. 2 7. 9 7. 8 4. 7 3. 9 3. 5 3. 9 4. 0 20. 3 18. 6 18. 55 21. 9 21. 05 0. 7 0. 85 0. 7 0. 7 0. 75 63. 5 59. 8 61. 2 60. 3 68. 0 0. 3 0. 4 0. 4 0. 4 0. 4 Islands Main Land - - - - - 5. 25 4. 25 4. 2 4. 1 4. 0 0. 6 0. 55 0. 7 0. 8 0. 8 1. 6 1. 6 2. 0 1. 6 1. 7 0,7 0. 5 0. 45 0. 8 1. 25 3. 7 3. 7 4. 0 4. 9 4. 4 0. 15 0. 3 0. 1 0. 05 0. 05 5. 4 5. 9 5. 4 5. 8 6. 1 0. 3 0. 4 0. 4 0. 4 0. 4 - - - - - 2. 05 1. 9 1. 85 1. 8 1. 75 0. 55 0. 45 0. 45 0. 5 0. 5 0. 3 0. 2 0. 2 0. 2 0. 2 - - - - - 4. 9 4. 1 4. 4 5. 2 4. 85 - - - - - 10. 8 13. 1 12. 0 12. 9 13. 5 - - - - - Main Land 0. 05 0. 05 0. 05 0. 05 0. 05 0. 55 0. 45 0. 5 0. 6 0. 6 4. 1 4. 1 4. 75 4. 45 5. 7 6. 8 6. 5 5. 7 5. 0 4. 8 3. 7 3. 1 2. 8 2. 8 2. 4 6. 0 6. 0 5. 0 6. 8 5. 9 0. 55 0. 55 0. 6 0. 65 0. 7 6. 65 3. 8 4. 2 3. 8 4. 2 - - - - - Islands Main Land Islands - - - - - 2. 65 2. 5 2. 75 3. 2 3. 3 0. 05 0. 05 0. 05 0. 05 0. 05 0. 3 0. 3 0. 45 0. 3 0. 3 0. 05 0. 05 0. 05 0. 05 0. 05 2. 2 2. 0 1. 7 2. 2 2. 0 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 0. 4 0. 4 0. 35 0. 4 0. 4 - - - - - - - - - - 8. 2 9. 5 9. 5 9. 5 9. 7c) 0. 1 0. 1 0. 1 0. 1 0. 1 0. 9 0. 9 0. 85 0. 8 0. 8 0. 25 0. 25 0. 2 0. 25 0. 3 3. 1 2. 4 3. 1 2. 4 3. 5 - - - - - 23. 15 5. 85 11. 65 4. 1 4. 2 4. 4 5. 6 - - - - - 9. 1 9. 4 9. 7 12. 5 - - - - - 23. 8 26. 0 23. 7 26. 1 - - - - - 34 EU Member State Portugal 1992 Spain 1993 1994 1995 1997 1992 1993 1994 1995 1997 Sweden 1992 1993 1994 1995 1997 United 1992 Kingdom 1993 (incl. 1994 Offshore) 1995 1997 TOTALS 1992 1993 1994 1995 1996/7 EEA STATES Iceland 1993 1994 1995 1997a) Norway 1993 1994 1995 1997a) Dry bulk Liquid bulk Gen. Cargo Total Total Main Land 0. 1 0. 1 - - - 4. 9 4. 25 4. 65 3. 95 2. 75 3. 55 3. 55 3. 55 3. 75 3. 4 9. 5 7. 9 8. 0 7. 0 4. 0 31. 6 28. 9 33. 45 33. 15 28. 85 0. 05 0. 05 0. 05 0. 05 8. 0b) 8. 0 12. 9 14. 3 Islands 0. 5 0. 5 0. 5 0. 3 0. 3 1. 2 0. 95 0. 85 0. 95 1. 95 1. 85 1. 7 1. 4 1. 8 1. 75 1. 2 0. 7 1. 15 0. 7 0. 7 20. 95 21. 45 22. 8 24. 35 25. 5 - - - - NA NA NA NA Main Land 5. 0 4. 3 4. 3 4. 3 3. 6 11. 65 9. 5 8. 15 9. 7 6. 8 6. 9 7. 15 7. 15 7. 6 7. 3 35. 8 35. 1 38. 8 39. 0 41. 7 76. 75 69. 35 82. 0 84. 75 83. 75 0. 3 0. 3 0. 3 0. 35 4. 55b) 4. 5 4. 0 4. 5 Islands Main Land Islands 0. 4 0. 4 0. 4 0. 4 0. 4 6. 65 6. 4 8. 45 12. 2 13. 1 0. 1 0. 1 0. 45 0. 15 0. 15 21. 2 19. 0 23. 65 23. 5 26. 0 56. 6 54. 45 63. 95 72. 25 71. 45 - - - - 22 27 22 28 - - - - - 0. 3 0. 35 0. 25 0. 25 0. 3 - - - 0. 3 0. 3 3. 6 4. 4 4. 8 4. 7 6. 4 10. 15 9. 25 9. 6 10. 05 13. 0 0. 05 0. 05 0. 05 0. 05 1. 25b) 1. 2 1. 0 1. 2 0. 8 0. 8 1. 0 1. 0 1. 2 9. 8 10. 15 11. 05 11. 15 12. 2 0. 1 0. 1 0. 1 - 0. 05 4. 0 4. 5 4. 9 2. 6 2. 4 38. 7 37. 6 40. 2 37. 5 42. 75 - - - - NA NA NA NA Main Land 5. 1 4. 4 4. 3 4. 3 3. 6 16. 85 14. 1 13. 05 13. 9 9. 85 10. 45 10. 7 10. 7 11. 65 11. 0 48. 9 47. 4 51. 6 50. 7 52. 1 118. 5 107. 5 Islands 1. 7 1. 7 1. 9 1. 7 1. 9 17. 65 17. 5 20. 35 24. 3 27. 25 2. 05 1. 9 1. 95 1. 95 1. 95 26. 4 24. 2 29. 7 26. 8 29. 1 116. 25 113. 5 125. 05 126. 95 127. 95 125. 6 134. 1 139. 7 0. 4 0. 4 0. 4 0. 45 NA NA NA NA - - - - NA NA NA NA 6. 8 6. 1 6. 2 6. 0 5. 5 34. 5 31. 6 33. 4 38. 2 37. 1 12. 5 12. 6 12. 65 13. 6 12. 95 75. 3 71. 6 81. 3 77. 5 81. 2 234. 75 221. 0 252. 0 262. 05 265. 3 0. 4 0. 4 0. 4 0. 45 35. 8 40. 7 39. 9 48. 0 a. b. c. Consultants estimate. Includes estimated data, on trade volume, trades area or commodity allocation. Only European cabotage. 35 ANNEX III Manning cost comparisons for cargo vessels for 1998. Comparative net manning costs: general cargo vessel 1,500 gt Back up Factora) Officers/ Ratings 1. 5/1. 5 1. 5/1. 5 2. 0/2. 0 2. 0/2. 0 1. 5/1. 5 1. 8/1. 8 1. 2/1. 2 1. 5/1. 5 1. 8/1. 8 1. 5/1. 5 1. 8/1. 4 1. 5/1. 5 1. 8/1. 4 1. 6/1. 6 1. 5/1. 5 1. 5/1. 5 1. 8/1. 4 2. 0/2. 0 1. 7/1. 7 1. 8/1. 4 1. 5/1. 5 1. 8/1. 4 Total Manning Cost/year (US$ ‘000) Index (Average 100) 1,500 1,041 974 942 917 832 823 811 810 775 742 677 666 592 572 510 504 420 408 345 293 271 204 142 133 128 125 113 112 110 110 105 101 92 91 81 78 69 69 57 56 47 40 37 735 100 Crew Register Total Crew Officers Ratings 6E+0F 5E+0F 4E+0F 4E+0F 5E+0F 4E+2F 5E+0F 4E+0F 3E+1F 6E+0F 3E+0F 4E+0F 3E+0F 5E+0F 3E+1F 5E+0F 5E+0F 2E+1F 3E+0F 5E+0F 3E+2F 1E+2F 6E+0F 5E+0F 5E+0F 3E+0F 4E+0F 1E+5F 6E+0F 4E+0F 3E+1F 6E+0F 3E+0F 4E+0F 3E+0F 7E+0F 1E+3F 4E+0F 6E+0F 0E+4F 3E+0F 2E+4F 2E+2F 0E+4F Franceb) Iceland Swedenb) NORb) Belgiumb) Kerguelenb) Finlandb) Irelandb) Germanyb) Italy Denmarkb) UKb) DIS (max) Greece ISRb) Portugal Spain NISb) Dutchb) Canary MAR DIS (min) Average a. Applies to national seafarers only b. Based on ISF data E: EU/EEA nationals F: Foreign Source: MERC/TecnEcon 12 10 9 7 9 12 11 8 8 12 6 8 6 12 8 9 11 7 6 11 9 7 36 Back up Factora) Officers/ Ratings 1. 8/1. 8 1. 8/1. 4 2. 0/2. 0 1. 8/1. 4 1. 2/1. 2 1. 5/1. 5 2. 0/2. 0 1. 5/1. 5 1. 8/1. 8 1. 5/1. 5 1. 5/1. 5 1. 8/1. 4 1. 5/1. 5 1. 6/1. 6 1. 8/1. 8 1. 5/1. 5 1. 5/1. 5 1. 8/1. 4 1. 8/1. 4 1. 7/1. 2 2. 0/2. 0 1. 5/1. 5 Total Manning Cost/year (US$ ‘000) Index (Average 100) 1,932 1,325 1,207 1,193 1,190 1,162 1,124 1,070 1. 052 1,046 1,014 971 846 802 800 667 586 532 494 455 449 339 200 137 125 124 123 120 117 111 109 108 105 101 88 83 83 69 61 55 51 47 47 35 965 100 Comparative manning costs: dry cargo vessel 3,300 gt Crew Officers Ratings Total Crew Register Franceb) Denmarkb) NORb) DIS (max) Finlandb) Iceland Swedenb) Italy Kerguelenb) Belgiumb) Irelandb) Spain UKb) Greece Germanyb) ISRb) Portugal Canary DIS (min) Dutchb) NISb) MAR Average 7E+0F 6E+0F 5E+0F 6E+0F 7E+0F 6E+0F 5E+0F 7E+0F 4E+3F 6E+0F 5E+0F 6E+0F 5E+0F 6E+0F 3E+1F 3E+1F 5E+0F 6E+0F 2E+4F 5E+0F 2E+2F 3E+2F 9E+0F 4E+0F 4E+0F 4E+0F 9E+0F 5E+0F 5E+0F 9E+0F 3E+6F 4E+0F 5E+0F 8E+0F 5E+0F 7E+0F 2E+4F 2E+4F 8E+0F 2E+6F 0E+5F 0E+3F 0E+4F 2E+4F a. Applies to national seafarers only b. Based on ISF data E: EU/EEA nationals F: Foreign Source: MERC/TecnEcon 16 10 9 10 16 11 10 16 16 10 10 14 10 13 10 10 13 14 11 8 8 11 37 Back up Factora) Officers/ Ratings 1. 8/1. 8 2. 0/2. 0 1. 8/1. 4 1. 5/1. 5 1. 8/1. 4 1. 5/1. 5 2. 0/2. 0 1. 2/1. 2 1. 8/1. 4 1. 5/1. 5 1. 8/1. 8 1. 5/1. 5 1. 8/1. 8 1. 6/1. 6 1. 5/1. 5 1. 5/1. 5 2. 0/2. 0 1. 5/1. 5 - 1. 7/1. 2 1. 8/1. 4 1. 5/1. 5 Total Manning Cost/year (US$ ‘000) Index (Average100) 2,115 1,971 1,572 1,457 1,415 1,352 1,349 1,307 1,295 1,243 1,217 1,116 1,081 1,050 1,014 915 868 859 698 696 537 497 173 161 129 119 116 111 111 107 106 102 100 91 89 86 83 75 71 70 57 57 44 41 1,220 100 Comparative manning costs: products tanker 9,000 gt Crew Register Total Crew Officers Ratings 7E+0F 7E+0F 7E+0F 7E+0F 7E+0F 7E+0F 6E+0F 7E+0F 7E+0F 7E+0F 5E+2F 4E+0F 4E+3F 7E+0F 5E+2F 4E+0F 4E+3F 7E+0F 7E+0F 7E+0F 2E+5F 4E+3F 11E+0F 8E+0F 5E+0F 7E+0F 5E+0F 13E+0F 6E+0F 11E+0F 10E+0F 5E+0F 2E+6F 8E+0F 3E+8F 13E+0F 2E+6F 8E+0F 0E+8F 11E+0F 3E+7F 0E+8F 0E+6F 5E+6F Franceb) NORb) Denmarkb) Iceland DIS (max) Italy Swedenb) Finlandb) Spain Belgiumb) Germanyb) Irelandb) Kerguelenb) Greece ISRb) UKb) NISb) Portugal Canary Dutchb) DIS (min) MAR Average a. Applies to national seafarers only b. Based on ISF data E: EU/EEA nationals F: Foreign Source: MERC/TecnEcon 18 15 12 14 12 20 12 18 17 12 15 12 18 20 15 12 15 18 17 15 13 18 38