EMSA gives first factual analysis of maritime
safety landscape in the EU
The European Maritime Safety Report (EMSAFE) has been prepared to give the first factual analysis of the maritime safety landscape in the European Union (EU). This first edition of the report, prepared by the European Maritime Safety Agency (EMSA), provides a comprehensive and factual overview of a wide range of maritime safety topics, as well as an in-depth analysis of specific technical areas.
Overall, it can be concluded that the EU has developed a robust maritime safety system. However, many challenges lie ahead of us. One thing is certain – lessening our safety efforts cannot be an option. On the contrary, to avoid a return to the era of sub- standard shipping which manifested itself in accidents like that of the Erika, or the Prestige, the EU should continue investing in and reinforcing its maritime safety framework. The strong safety framework constructed over the past two decades by the maritime community, national administrations, shipowners, shipyards, equipment manufacturers, recognised organisations, and port state control functions, among others, is a legacy that should never be lost. EMSA, in the year of its
20th anniversary, is proud to have contributed to this effort, and is committed to continue to provide full support to the EU maritime community, now and in the future.
The EU Member State fleet
The size of the EU Member State fleet is an important indicator of its relevance within the global maritime transport sector; its distribution per ship type helps to focus safety efforts on specific areas of concern.
Passenger ships currently make up 19% of the fleet; they represent the highest proportion of all ship types within the sea-going fleet (excluding fishing vessels), of which 45% are RoPax. Their average age is approximately 28 years, the oldest of all major ship categories.
The EU Member State fleet represents around 18% of global tonnage (GT), which in itself encompasses over half of all RoPax and high-speed craft (HSC) in the world by GT. Both of these ship types have been accorded dedicated instruments in the EU legislative acquis, recognising both their specific characteristics and their role in
transporting millions of passengers every year through EU waters.
The growth of the EU fleet, both in number of ships and in tonnage, is lower than that of the global fleet. For example, an overall increase of 3.4% has been observed in the number of ships registered to EU Member State flags in the last 5 years, showing a slower increase than that of the world fleet, which grew by 7%.
EU Shipbuilding and marine equipment manufacturing In 2020, 8% of all new build activity in the world, based on the number of ships, was generated by shipbuilding industry in Europe, corresponding to 3% of the worldwide gross tonnage built in that year. Almost half of this figure is related to the construction of cruise ships. With Asian countries entering the cruise shipbuilding market, the future of EU shipyards, and the associated economic activity that they support, is in doubt. Contrary to this, the European marine equipment industry is a world leader in a wide range of products, with a global market share of 35%. However, these EU manufacturers could be affected by decreasing shipbuilding activity in the EU.
The Report • September 2022 • Issue 101 | 95
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128
