The work of IMO regarding the issue of air pollution from ships currently concentrates on the formulation of a strategy to reduce Greenhouse Gases (GHG) emissions, mainly C02 from ships, with a view to the adoption by the IMO General Assembly in autumn 2003. The current draft tries to achieve a reduction of greenhouse gases through the establishment of a GHG emission baseline and development of a method to describe the GHG-efficiency (expressed as a GHG-index) of a ship. The aim is to finalise the Guidelines until 2005 and monitoring until 2010. Further guidelines would be needed on the application of the GHG-emission index in practice, including cost benefit evaluations and verification procedures and based on an evaluation of technical, operational and market bases solutions. Regarding MARPOL Annex VI (Air Pollution from Ships), several EU member states have announced their ratification. Entry into force can therefore be expected around mid 2004.

　

 The revision of MARPOL Annex I (Prevention of pollution by oil) and II (Noxious liquid substances carried in bulk) has nearly been finalised by the BLG Sub-Committee. The draft revised Annex I separates hardware from operational requirements and contains all requirements for new ships and for existing ships which were adopted since MARPOL entered into force in 1983 (such as the phasing-in of double hull requirements for oil tankers). It contains new requirements for oil tanker of 5000 GT and above which are based on a mean oil outflow parameter obtained through the probabilistic method of oil outflow analysis.

　

 Furthermore the Sub-Committee agreed to a draft MEPC Circular on Guidelines on the application of MARPOL Annex I requirements to Floating Production, Storage and Offloading facilities (FPSOs) and Floating Storage Units (FSUs). BLG clarified that FPSOs and FSUs will be considered to be floating platforms rather than oil tankers or other cargo ships and modified regulation I/21 (Special requirements for fixed or floating platforms) accordingly. Drilling rigs, FPSOs and FSUs shall comply with requirements of Annex I applicable to ships of 400 gross tonnage and above other than oil tanker. Regarding double-hull requirements these non-mandatory Guidelines specify that in principle Regulation 13F does not apply to FPSOs and FSUs. Therefore the conversion of phased out single-hull tankers into FPSOs and FSUs remains permissible.

　

 Regarding the Evaluation of safety and pollution hazards (ESPH) of chemicals the Sub-Committee finalised the criteria for assigning carriage requirements and for defining pollution categories and ship types on pollution grounds, for inclusion in the IBC Code. BLG agreed on two draft texts of a revised MARPOL Annex II on regulations for the control of pollution by noxious liquid substances since no consensus was reached regarding the Pollution Categorisation Systems (PCS). The choice of PCS (namely 3 categories X, Y and Z with no unregulated cargoes, as promoted by the European region; or 5 categories A, B, C, D and III with less stringent requirements for IBC Code Ch. 18 listed Cat. III products, as promoted by the Pacific region) will still have to be decided by the MEPC. The system chosen will affect final regulations on stripping limits (referring to the amount of product that might be left in tanks after emptying) and discharge criteria. MEPC 49 is expected to debate this matter, taking into account the potential impacts of the PCS to the trade in vegetable oil and domestic trade.

　

　

 The total labour force engaged today in shipbuilding, is far larger than that shown in the table. From 1975 until today the directly employed labour force (pay-roll) in shipbuilding and shiprepair was very much downsized, but at the same time a deep outsourcing process arose stimulating the already initially high induced employment in related industries.

　

 As a consequence shipbuilding and shiprepair industries have today important links with other industrial and service sectors such as: electrical industry, iron and steel, metallic, mechanical and chemical industries, electronics, plastics, energy transformation, land transport, communications, research and development, marine resources education, etc.

　

 The direct and indirect employment in shipbuilding and related industries and services within the AWES countries is estimated to be over 350,000 persons. The induced employment, after direct and indirect jobs is also very important, especially due to the geographical location of many European yards, which are main industries in their zones of influence.

　

　

Croatia　

　

 According to estimations by Statistic Bureau, Ministry of Finance, Chamber of Commerce, National Bank and other relevant Institutions, basic economic data for 2002 year are:

　

 The Government priorities4 are:

　

　

with special emphasis to the following:

　

 Shipbuilding, chemical, textile (clothing), foodstuffs, machinery and electrical equipment industries make for 97 % of Croatian export, showing that industrial sector is leading in Croatian economy.

　

 Depreciation of US$ against EURO (and domestic currency) certainly is not the factor beneficiary for export, including shipbuilding and shiprepair industry.

　

 Growth of Croatian industry increased 5.4 % in 2002 compared to 2001, and further increase is expected in 2003. Industrial sector contribute 20% to Croatian GDP engaging 270,000 employees.

　

　

 General situation in Croatian shipbuilding industry shows sold and committed capacities almost till the end of the year 2004, stretching even into the first half of 2005. Under negotiations are the contracts for deliveries in 2005 and 2006. World market situation and expected slight upgrade movement in newbuilding prices can give us moderate optimistic view of the future in forthcoming period.

 HRVATSKA BRODOGRADNJA - JADRANBROD d.d., (CROATIAN SHIIPBUILDING CORPORATION in English) is established by the Croatian Government and presently acts as Association of six major Croatian Shipyards:

　

 Main tasks of HRVATSKA BRODOGRADNJA - JADRANBROD are to provide expert monitoring of the restructuring process and modernization program of Croatian shipbuilding industry and to oversee the construction of the newbuilding currently being build in the Croatian shipyards and coordination of other activities of common interest.

　

 Other major activities of Hrvatska Brodogradnja -Jadranbrod are to coordinate the sales, promotion and marketing activities as well as coordinate financing and purchase of strategic materials in close cooperation with the shipyards, when needed.

　

　

　

 Growth in the Danish economy increased from 1.0 pct. in 2001 to 1.5 pct. in 2002. The growth was in December 2002 foreseen by OECD to continue in 2003 at 2.0% increasing to 2.5% in 2004, despite an international economic recession. The economy in Denmark is relatively robust and is expected to be able to show a stable development mainly due to a healthy balance between the private consumption and investments. However the continued weakness of the international economy suggests that the above expectations may prove to be too optimistic.

　

 The increase in economic growth in Denmark - though modest - is to be seen in relation to international developments where in the EURO-area economy slowed down from a growth of 1.5% in 2001 to 0.8% in 2002. The United States with a GDP-growth of 2.3% in 2002 recovered from its lowest level of growth, 0.3% in 2001, in the past decade.

　

 Growth in the Danish economy has been gradually increasing during 2002 stimulated by an increase in private consumption and more important by growth in exports. Following a general election in November 2001, a new liberal coalition government took over after the former government which was led by the Social Democratic Party. The new government promised a stop on all tax-increases and this has recently been supplemented by a proposal for cuts in income taxes as from 2004.

　

 The size of the workforce and total employment both declined slightly from 2001 to 2002. The rate of unemployment remained at around 4 - 4,5% in 2001 and 2002 and is expected to stay at this level or even decline further. Inflation in consumer prices in 2002 increased from 1.5% in the first year to 1.8% in the second half. OECD has projected a rate of inflation of around 2.1 - 2,5% in 2003.

　

 Following a referendum, Denmark in year 2000 decided not to participate in the European joint currency, EURO. However, the government and the National Bank has declared that the longstanding monetary policy framework will remain unchanged which in practice means that the monetary and economic development in Denmark is closely linked to developments in the EURO-area.