Such actions as: withdrawal of ships from exploitation, slow steaming, consolidation of shipowners or restructuring of alliances have not stopped but in fact intensified phenomena on the navigation market, unfavourable to customers of shipowners - thinks the Polish International Freight Forwarders Association (PISiL).
As is public knowledge, the European Community is based on four principles called freedoms - free flow of goods, people, services and capital. Whereas, in recent years attempts to limit them has been made. As a matter of fact it is difficult to even call them attempts because they are already legal facts having a significant influence on functioning of the EU economy. By reference only to transport, such limitations are acts on minimum pay implemented in Germany (so-called Milog) and France (so-called Loi Macron). Similar provisions have been introduced in Italy too, whereas the Benelux countries are preparing themselves for the same step.
What can encourage foreign ship owners to move the management of their fleet to Poland? – asks the Polish Ship Managers Association, and presents all advantages of such choice.
The smart specialization concept is based on the assumption that thanks to concentration of knowledge resources and their focus on a limited number of priority economic activities countries and regions will gain and maintain the competitive advantage in the economy. With such a policy, regions can benefit from the economy of scale, effect of extending the market offer and indirect effects connected with creation and use of knowledge, which is of large importance to productivity
On 31 May this year the college of EU commissioners adopted the Mobility Package “Europe on the Move”. It includes a wide range of initiatives and solutions which aim at making road transport transparent, fair and more competitive. The European Commission suggests solutions which are supposed to strengthen the internal market, support development of infrastructure within the scope of road tolls and connections as well as make EU principles clearer as far as delegation of staff members is concerned.
The act on mobilization of shipbuilding and complementary industries, commonly known as the Shipyard Act, entered into force on 1 January 2017. Its main aim is to ensure development of shipbuilding industry in Poland by means of establishing new legal, organizational and financial framework. According to the government’s estimate, creation of conditions for dynamic development of shipbuilding industry and complementary industries will result in approx. 3 thousand new jobs.
China is currently working on “One Belt, One Road” concept which is a reference to the tradition of the Silk Road. Its aim is to build a logistic network to connect China with Europe by means of a new network of overland (railroad) transport corridors, together with a sea part. The investment is to cost as much as USD 100 billion and may be beneficial to Poland, including Polish sea ports. Especially taking into consideration that this idea focuses on creating global transfer of goods via our country by means of intermodal transport.
The National Revenue Administration (KAS) has been operating in Poland since March of last year. It incorporated the structures of the tax administration, the tax inspection and the Customs Service. The reform was aimed to better utilise the potential of these authorities in the fight against tax offences. In principle, as explained by the authors of the act on the establishment of this authority, the new structure will monitor whether tax revenues, customs duties and other fees are duly settled.
The swinging area, which will be modified as part of the investment project titled “Dredging of the approach fairway and internal basin of the Port of Gdynia – Stage 1”, is scheduled to be completed at the beginning of 2018. It is assumed that it will provide access to ships with a length of up to 400 m, whereas currently it supports container ships with a length up to 240 m. Forecasts indicate that the lack of possibility to support large vessels would result in a more than 40% drop in container turnover within the next 5 years.
The first ship recycling plant in Poland is to be built. This is part of the Batory project, which is to be carried out under the name “Green Shipyard”. It is part of the actions undertaken by the Ministry of Maritime Economy and Inland Navigation for boosting shipyard industry in our country. In the authors’ opinion, the project also aims to use the existing potential of the maritime environment and its protection.
When the first ship of Ocean Alliance called at Gdańsk, it meant the end of the system that existed since January 2010 and which had originated when deep-sea container ships of Maersk Line had begun sailing directly into the Baltic Sea. This system was initially breached in February 2015, when first ship of 2M alliance appeared in DCT Gdańsk, where Maersk’s partner was one of the biggest liner ship owners in the world, Mediterranean Shipping Company (MSC).
The Polish Ship Managers Association (PZZS) summed up its activity in 2016 and at the beginning of 2017, the strategic goal of which is to create Pomeranian Shipmanagement Center in Tricity, thanks to which we are to become the “Baltic Singapore” in the management of world fleet.
“Baltic Sea as a model region for green ports and maritime region” is a declaration adopted by the Baltic Ports Organisation. Its aim is to promote Baltic as a model region in the scope of “green”, i.e. pro-environmental ports and maritime transport.
It is a custom that the Forum is held on the second Friday of October and as such we recommend you to book 13th October 2017 for this event. On this day, the next, 17th Forum will be held, which for the third time will be fully devoted to maritime economy.
16th edition of the Maritime Economy Forum was held on 14th October, Friday, at the Pomeranian Science and Technology Park. Approximately 600 participants took part in that forum, including the representatives of public administration, among others, the Minister of Maritime Economy and Inland Navigation Marek Gróbarczyk and Deputy Minister Paweł Brzezicki.
The European maritime economy generates 5.4 million jobs and gross value added of nearly EUR 500 billion per annum. According to the European Commission, further development is possible in a number of areas forming a part of it. Hence the idea of creating a long-term strategy for support of sustainable growth in the entire maritime sector, referred to as “Blue Growth”.
At recent SMM fair in Hamburg, organisers put a large emphasis on presentation of innovative solutions in the range of ecological vessel engines. A special hall with surface area of 3.5 thousand m2 was intended for their presentation. Within this scope, Polish shipyards, which have greater and greater experience in construction of vessels with ecological drive, are doing very well.
Thus far, companies associated under the Polish Ship Managers’ Association (PZZS) have been acting according to the so-called in-house ship management model, in which a company belongs to the shipowner’s group. However, all indications are that third party ship management, i.e. the performance of services for shipowners outside own group, is also possible. It guarantees faster industry growth and much higher rates related to this kind of activity.
Estimates show that in 15 years, the share of inland waterway shipping in freight transport, including to Polish sea ports, will rise up to even 15% – announces the Ministry of Maritime Economy and Inland Navigation. Currently, that value is 0.4%. Data presented by the Ministry indicates that the share of inland waterway transport in Poland is much lower than that of our neighbours without access to sea.
Taking into consideration the current needs of Polish economy, it may seem that the cargo handling capacity of our main ports seems more than sufficient, as we’re still far from utilising it in full. However, it turns out that a substantial part of this potential has a “historical” value and doesn’t meet modern needs or meets them to a very small degree.
The Community Customs Code (CCC) entered into force on 1 May of this year. It’s aimed to harmonise the application of customs law in the entire European Union, clean up existing legislation (e.g. by abolishing the current division by purpose and customs procedures) and to fully implement customs clearance into the import-export chain.
Changes in vocational education, announced recently by the government, aim to introduce the so-called dual system prioritising the inclusion of employers in the education process. They are to have veritable impact on the development of the core curriculum in vocational education and on the development of new fields of study. The reform will result in the implementation of a modern, two-stage vocational school that will replace the current vocational school system.
There are no legal or systemic restrictions to opening to ship management in Poland. This is a classic service offer targeting foreign units, basing on specific principles and requiring specific knowledge – claims the board of the Polish Ship Managers Association (PZZS).
Two days ago, the world container navigation services witnessed the beginning of a process which entirely changed it. It was then, in 1995, that a Danish shipowner, Maersk Line, ordered the first then large-scale container ships of 8-9 thousand TEU in total capacity in certain shipyards.Currently, the largest container ships can carry up to 20 thousand TEUs, and the total capacity of already floating and constructed vessels has exceeded 1 million TEUs.
The Polish offshore industry comprises not only companies manufacturing steel structures, but also shipyards. Their contracts are dominated by orders for specialist auxiliary, service vessels, as well as drilling platform renovations. Remontowa Holding remains the leader in this scope.
The new provisions of the International Convention for the Safety of Life at Sea (SOLAS) entered into force on July 1, 2016 and stipulated that the consigner of a cargo is obligated to verify the weight of containers intended for sea transport. This means that, before loading a container on a vessel, the consigner must have pertinent documents informing of its actual weight. At the same time, the Ministry of Maritime Economy and Inland Navigation published a draft of amended Maritime Safety Act, which is to implement the latest solution in this respect in the domestic legal makeup.
"We must convince the shipowners we cooperate with in Poland to establish divisions in our country and to allow them to handle, initially, on a trial basis, a part of their fleet. Only this way will we be able to encourage them to transfer ship management to our country" – claim the representatives of the Polish Ship Managers Association (PZZS) operating in Gdynia.
The factory of Bilfinger Mars Offshore (BMO) in Szczecin has manufactured the first two intermediate platforms of offshore wind farms for the Danish energy company, Dong Energy Wind Power. This is the first order manufactured by the factory which was opened in the beginning of 2016. Overall, there are 91 platforms to be constructed, with a total weight of approx. 30 thousand tonnes. The platforms will be assembled at the Race Bank offshore wind farm that is going to be erected on the UK coast.
The Ministry of Maritime Economy and Inland Navigation (MGMiŻŚ) has specified two priority areas of its activity. The first of them includes the functioning of the ministry, and the competence that has been or is to be taken over from other ministries. The second of them concerns the major projects that the ministry is planning to implement or monitor.
Regarding the first priority, the MGMiŻŚ has specified the 5 most important areas of activity: shipbuilding industry, navigation (primarily inland navigation), operation and economy of ports, fishing, and education.
The Council of the European Union has adopted the provisions of the so-called Port Package 3. The new regulations, prepared by the European Parliament, are aimed at ensuring easier access to port services in the EU and the financial transparency of ports. The regulations will apply to 319 ports functioning within the Trans-European Transport Networks (TEN-T) and having key importance in terms of trade both within the EU and between the EU and third countries. As for Poland, this concerns the ports in Gdańsk and Gdynia and the port complex Szczecin-Świnoujście.
Nearly 80% of all ships falling under international conventions is managed by ship managers. In Poland, the number of companies pursuing this type of business activity has been systematically growing, as evidenced by the establishment of the Polish Ship Managers Association
The Shipyard Act and, in particular, the Act on activisation of the ship industry with complementary industries, is one, out of the three flagship projects of the Ministry of Maritime Economy and Inland Waterway Navigation, beside the planned improvements in the navigability of our waterways and building of a shipping canal across the Vistula Spit.
The directions of future development for the Port of Gdynia are charted in its development strategy which was adopted at the General Meeting of Shareholders in August 2014. The actions are planned until the year 2027. By that time – according to the assumptions included in the document – the Port of Gdynia is supposed to become a universal multimodal port, a logistics transport hub of the North-West corridor capable of creating competitive advantages.
When discussing the subject of Polish maritime economy one has to consider the establishments of the “Maritime Policy of the Republic of Poland Until 2020 (with forecasts until 2030)”. The document was passed in March this year and is aimed at systematizing the priorities and activates of Poland within that area.
We are witnesses to a dynamic growth of Polish seaports. Total amount allotted to investments in Gdynia port in 2015 is to exceed PLN 211 million, in 2016 - PLN 236 million and in 2017 – over PLN 162 million.
The exceptional role of seaports in global trade and transport is most of all connected with them being de facto the initial and final points in maritime transport. They are one of the most important parts of land and sea transport chains which can be used to handle the greatest amount of cargo at one time.
Maritime industries, also referred to as „blue economy”, according to the European Commission will constitute one of the priority areas for European economy in the next few years. We should not be surprised – already today almost 5.5 million Europeans are employed in the sector and produce app. EUR 500 billion added value every year. According to the estimations, at the end of this decade the number of people employed in the branch may reach 7 million.
Maritime logistics is of particular importance from the point of view of the European Union. Both now and in the subsequent decades sea transport will play a key role on the Old Continent. Already now it is responsible for app. 90 per cent of cargo transportation volume. Moreover, passenger sea transport is also thriving, which provides logistics with new functions to meet.
A special guest during this year’s Maritime Economy Forum will be Professor Dorota Pyć, Undersecretary of State in the Ministry of Infrastructure and Development, who is responsible for issues connected with maritime economy and inland shipping.
Dynamically growing Ship Management industry is making its presence more and more noticeable on both Polish and European markets and has an increasing economic and organizational impact on the processes taking place in maritime economy. An example of such organization can be Polish Ship Managers’ Association.
What is the condition of Polish maritime sector industry? How to maintain optimistic prospects for the shipbuilding industry? What makes companies from the sector competitive on global markets?
Projekt i wykonanie: wiselimber.com
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