A report on Ship Recycling was presented to the MIF on behalf of AWES. The MIF assembly did not discuss the presentation and there were no questions. The MIF considered the subject closed for the time being.

　

 A new topic ENVIRONMENT has been created under the Manufacturing area. The WG on SSCS agreed to take this matter under is responsibility and to prepare the corresponding presentation for the 2003 MIF, adding it to the Work Program. The contents of the presentation should in principle be based on items in the Work Program, to be agreed with shipowners, equipment manufacturers, EU Commission etc.

　

　

 During the second half of 2002, the Erika-2 package of measures came into force, following the Erika-1 package earlier in the year. This package includes the following measures:

　

　

 The EU did not approve the establishment of a fund for compensation of oil pollution in European waters and related measures. The was taken to the IMO and has finally bee approved in May 2003 as a supplementary third tier of cover under the International Oil Pollution Compensation Convention.

　

 Of these new regulations, none is foreseen to have a major direct impact on shipbuilding. The traffic directive requires installing initially transponders and later on voyage data recorders on ships, but this will represent minor work for repair and newbuilding yards. The EMSA is discussed here below

　

　

 EMSA. main roles are:

　

　

 The WG noted with distress that no shipbuilding representatives will be appointed by the EU Commission to the Board of EMSA. It was agreed that our industry is a fundamental part of the maritime industries, arguably representing the highest technical know-how in the business. Since class societies aren't represented either, the future Board will have a lower technical profile than is considered necessary.

　

 Subsequently, the Commission suggested that technical participation can take place better at lower level, since the Board will be entirely political. Therefore, the Commission asked CESA to set up a shipbuilders' advisory committee to support EMSA on technical matters. This was confirmed in the course of Leadership 2014 WG4 work.

　

　

 The importance of the MT "Prestige" disaster was recognised by the WG. The WG agreed to adopt a 'high profile' policy denouncing older tanker conditions. The WG agreed that:

　

　

　

 The WG then discussed and agreed a draft Press Release on the MT "Prestige" disaster, to be submitted to the SC for approval and publication. Subsequently, Mr Granger sent a very good letter-to-the-editor on the subject for Lloyd's List.

　

 The subsequent measures taken by the EU are fully supported by the WG, including the accelerated elimination of the remaining SH tankers, and the immediate prohibition to carry heavy oils in SH ships all over EU waters. The extension of EU measures to ships down to 600 dwt was also supported, subject to a capacity study that was carried out with satisfactory results (i.e. there is ample shipbuilding capacity for the phase-out at all ship sizes).

　

　

 Losses of major bulk carriers continue at a disturbing rate. IACS has taken the initiative with two packages of measures, which are being endorsed by most shipowners. The most radical proposal includes double sides for cargo holds.

　

 AWES has in the past endorsed measures to improve vessel safety arrangements, with the proviso that existing ships should also have to comply with them in the shortest practicable time. Grandfathering provisions should be as limited as possible.

　

　

 The WG reviewed a paper on marine safety prepared by the EU metal-worker unions and suggested some improvements. In general, the union's views and most of its proposals are shared by shipbuilders, even if some of the ideas are somehow impractical.