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European shipowners support the proposal for better waste handling Port Reception Facilities

The recently published proposal for a new Directive on Port Reception Facilities is welcomed by ECSA, as it addresses major issues with the current system in place. The new proposal will help in ensuring there are adequate port reception facilities available, require an advance waste notification from ships as well as a waste delivery receipt for reception facilities, and facilitate monitoring and enforcement through existing systems for electronic reporting and the exchange of information.

 

It also suggests a reasonable, transparent and functional fee system forming an incentive to shipowners to deliver waste ashore. “We believe that the procedures in ports should be as efficient as possible, to keep costs at acceptable levels. Therefore, the 100% indirect system for MARPOL Annex V residues should exclude hazardous waste, as not all ships deliver this type of waste all the time”, said Martin Dorsman, ECSA Secretary General.

 

“Additionally, by requiring that ships have to deliver all their waste every time they leave for a port outside the European Union, the EU would ignore the importance of International Maritime Organization’s (IMO) international database of port reception facilities, in which IMO’s member states list all their approved port reception facilities. A better alignment with IMO rules and procedures would ensure that ships can deliver their garbage in any facility which is included in IMO’s Global Integrated Shipping Information System (GISIS) database and thus not only in European facilities”, he added.

 

With regard to Short Sea Shipping, the movement of cargo and passengers by sea over short distances, Martin Dorsman commented: “Shifting transport from land to water has many advantages. It would reduce current road congestions and lower external cost and the impact on our environment. This could well be achieved with the Directive if the right choses are made. Short sea vessels that are not sailing on fixed routes according to a published schedule, but may be calling regularly and frequently at the same ports, should be allowed to skip delivering waste every time they call at a port under the same conditions as for example ferries. This is not the case in the current proposal. Short Sea Ships should also be guaranteed differentiated fees as this will increase the competitive position”.

 

ECSA believes that applying differentiated fees for ships that treat waste in an environmentally sound manner is good. However, ECSA does not support defining a new concept of “Green Ships” at the EU level, as it is already carried out by the IMO. In addition, it would create yet another ranking system with already many such ranking systems operational.

 

Finally, vessels not having received a waste receipt will not be allowed to leave the port. ECSA suggests to have special arrangements in place for small ports, since they may need more time to issue a waste delivery receipt, especially outside normal working hours.
Source: ECSA (European Community Shipowners’ Associations)

Posidonia 2018: Shipowners Stand Alone in Cutting CO2 Emissions

The new environmental regulations have been at the center of attention at this year’s edition of Posidonia trade show in Athens, Greece, which took place from 4-8 of June.

The upcoming sulphur cap in 2020 and the initiative to halve shipping industry’s carbon footprint by 2050 have been in the spotlight together with the immediate implications of the ballast water management convention.

Despite being supportive of the overall aim behind the decarbonization drive, the “tsunami of regulations“ has not been very welcome by the industry due to the lack of pragmatism in their application and the availability issues with respect to effective infrastructural solutions to enable the switch to a cleaner future.

In particular, John Platsidakis, Chairman of Intercargo and managing director of Anangel Maritime Services, believes that the overall burden for reducing emissions from shipping is being unfairly put on ships and shipowners.

Speaking during the 6th Analyst and Investor Day within Capital Link’s Shipping Forum, Platsidakis stressed that such an approach “will take us nowhere“, adding that providers of assets, i.e., shipyards and engine manufacturers should be pushed to provide better equipment to owners.

“As a result, we have to stand up and raise our voice about the real issue here. Therefore, we are asking the providers of assets to come up with the adequate solutions and we will be the first ones to adopt it,” he emphasized.

Furthermore, the very fact that refiners have not committed to make the sufficient amounts of alternative fuel available by 2020 poses another uncertainty for shipowners.

In addition, he pointed out that it was “unfair“ and “highly regrettable“ that at the end of the day the consumers would be paying the price for the implementation of the new regulations.

George Prokopiu, Chairman of Dynagas LNG Partners, agreed, urging that the new regulative framework should be a task for manufacturers and shipyard, not owners.

Prokopiu insisted that shipping companies have very little voice in the overall decision making process about the new rules and that they were standing alone in the implementation process.

The message was echoed by Theodore Veniamis, President of the Union of Greek Shipowners, during the opening ceremony of the event saying that “shipping is often held disproportionately responsible for meeting environmental standards compared to other industries.”

“However, as shipowners, we have no say in the manufacturing of the ships’ engines, nor are we responsible for the quality of the fuels that we have to use. It is obvious that, while the links in the chain of responsibility are many, it has so far proved to be more expedient, at a political level, to solely focus on shipowners, a choice that is misguided and practically ineffective in the end,” he pointed out.

There is no silver bullet and the way forward for the industry to become complaint with the 2020 sulphur cap is attainable through three solutions: scrubbers, slow steaming and low sulphur fuel, Prokopiu said.

Finally, Platsidakis expressed concern over “what comes next in terms of regulations“, emphasizing that the industry is not afraid of new rules as long as they are pragmatic.

However, he stressed that a huge issue in the introduction of new regulations was the lack of proper analysis and understanding of the problem at hand.

“Regulators, with all the noble intentions in the world, often don’t know what they are talking about. Secondly, a lot of the said issues are politically motivated and promises politically motivated were not realistic,” he said.

Specifically, referring to the promise to halve shipping’s emissions by 2050 by upgrading propellers and ship designs, Platsidakis said that this was not feasible.

As explained, the only way for these reduction targets to be met is to introduce a carbon free fuel.

“With the existing types of fuel, we will never achieve the promised reductions,” he went on to say.

Reported by Jasmina Ovcina Mandra

Source: World Maritime News

ESPO Calls For The Full Recognition Of The EU Added Value And Cross-Border Impact Of European Ports In The New CEF

On 6 June, the Commission published the proposal for the next Connecting Europe Facility (CEF II). The proposal sets out the objectives of the financial instrument and the funding modalities. In total, the Commission proposed a CEF budget for 2021-2027 of €42.3bn, with a transport envelope of €30.6bn.

The CEF II proposal supports three overarching transport objectives: 1) the development of projects of common interest relating to efficient and interconnected networks (with a focus on core network, 60% of the budget), 2) infrastructure for smart, sustainable, inclusive, safe and secure mobility (core and comprehensive network, 40% of the budget) and 3) the adaption of the TEN-T network to military mobility needs.

 

The European Sea Ports Organisation (ESPO) welcomes the new proposal. The budgetary envelope, the integration of missing ports in the corridors, the rebalancing between the investments in basic infrastructure and the investments in smart, efficient and sustainable infrastructure projects, the focus on climate-proof investments and the synergies between transport, energy and digital are all elements to be supported by ESPO.

 

The new CEF proposal is clearly prioritising cross-border projects, both in the identification of projects as in the levels of co-funding. ESPO believes that the definition of the “cross-border” element should not be limited to the land-based connections, but should include the cross-border impact of projects, as well as the maritime dimension. Seaports must be seen as internationally cross-border in nature and thus be placed on an equal priority with other cross-border projects.

 

“We welcome the new Commission proposal on CEF as a good basis for addressing the huge investments requirements ports are facing at the moment. While we are supporting the general priorities of the new proposal in terms of strengthening the connectivity, the efficiency, sustainability and smart mobility, we must focus on applying these concepts in the right way to achieve a better integration of European seaports into the network. European ports are nodes of transport, energy, industry and blue economy. We must ensure that this important and complex role of European ports as spiders in the transport web should be better reflected in the new CEF,” comments Isabelle Ryckbost, ESPO’s Secretary General in a first reaction to the proposal.

 

The Commission proposal is going to be discussed by the European Parliament and the Council. The Commission hopes to finalise the text before the end of the legislative period (mid 2019).

 

In order to contribute in a constructive and substantiated manner to the preparation of the CEF II and the negotiations to follow, the European Sea Ports Organisation (ESPO) commissioned a study with a view to:

• Identify the Drivers and Investment needs of European ports;
• Analyse the ports’ ability to make use of EU funding and financing instruments;
• Recommend how CEF can be further improved.

 

The study reveals that the ports’ investment needs amount to 48 billion EUR for the coming ten years. The needs are very diverse and mirror the complex and diverse role of ports in Europe. Many investments create high societal value, but the limited and slow return on investment makes external funding necessary.
Source: ESPO

NEW LAW ON TONNAGE TAX

SUMMARY ON THE NEW LAW ON TONNAGE TAX

On Friday 13th April, 2018 Legal Notices 127 and 128 were published amending Malta’s tonnage tax system in order to comply with the European Commission’s decision which was published at the end of last year. The new law will come into force on the 1st of May.

Legal Notice 128 seeks to clarify certain provisions relating to the applicability of Malta’s tonnage tax system and in particular it lists the type of vessels to which tonnage tax shall apply as well as those which are excluded. New provisions have also been included in relation to the treatment of tonnage tax benefits to (i) bareboat chartering; (ii) tugs; and (iii) dredgers.

A revised list of registration fees and tonnage tax payments have also been issued by Legal Notice 127 whereby a distinction has been made between the two and the possibility for non-Maltese companies owning vessels registered in Malta to opt to pay tonnage tax in Malta.

 

MORE DETAILED UPDATE

The European Commission on the 19th December, 2017 conditionally endorsed the Maltese tonnage tax system. Following such endorsement Legal Notices 127 and 128 have been published, which amend the current tonnage tax system. The new law will come into force on the 1st of May, 2018.

The salient features of the new law include the following:

 

  1. Ships excluded from the Tonnage Tax Regime

 

As will be highlighted later on, the Malta Tonnage Tax System, in line with EU Guidelines, will apply to ships which are involved in the international carriage of goods or passengers by sea. Therefore, in line with this reasoning the following vessels are excluded from benefiting from the Malta Tonnage Tax System:

(i)                Fishing Vessels;

(ii)               Private Yachts;

(iii)              Fixed offshore installations and floating storage units;

(iv)              Non-ocean going tug boats and dredgers;

(v)               Ships whose main purpose is to provide goods or services normally provided on land;

(vi)              Stationary ships employed for hotel and/or catering operations;

(vii)             Ships employed mainly as gambling and/or casinos;

(viii)             Non-propelled barges.

 

  1. Shipping Activities and Tonnage Tax

 

In order to qualify as a tonnage tax ship and thus benefit from the Malta tonnage tax system, the vessel has to be declared a tonnage tax ship by the Minister. Therefore, the Shipping Organisation which will own the vessel will need to show that the vessel is a sea-going vessel engaged in the international carriage of goods and/or passengers by sea. A number of documents would need to be provided to the Registrar-General in order for the vessel to be declared a tonnage tax ship.

 

Should the vessel qualify as a tonnage tax ship then the Shipping Organisation would not be liable to pay any income tax to the extent such income is derived from shipping activities. Furthermore, no income tax or capital gains will be paid on proceeds derived from the sale of a vessel which is declared a tonnage tax ship.

 

It is important that separate accounts are kept for the income derived from shipping activities and any other income derived from non-shipping activities. A simplified income tax return can be filed by the Malta Shipping Organisation for income derived from shipping activities. On the other hand, if the Shipping Organisation also derives income from non-shipping activities then the full income tax return would need to be filed.

 

The new law also seeks to clarify a number of grey areas in relation to Tugs and Dredgers. In order for these type of vessels to benefit from tonnage tax, they would need to be registered under an EU or EEA flag and spent at least 50% or more or their time in activity which constitutes maritime transport.

 

As regards to bareboat chartering, Shipping Organisations who derive income from chartering out vessels on a bareboat basis will benefit from the tonnage tax system if (i) the amount of the vessels bareboated out does not exceed 50% of the shipping companies’ fleet; (ii) the term of the bareboat is limited to a maximum period of 3 years; (iii) it is shown to the satisfaction of the Registrar General that the ship was bareboat chartered due to short term over capacity.

 

Furthermore, the new law provides for a list of vessels which to the extent that they are involved in  the  international  carriage  of  goods  or  passengers  by  sea  in accordance  with  the  EU  Maritime  State  Aid  Guidelines  and provided that they satisfy the criteria set out in the regulations, may also benefit from the tonnage tax system. These vessels include:

(i)          Cable laying ships;

(ii)         Pipe laying ships;

(iii)        Crane vessels;

(iv)        Research vessels; and

(v)         Multi-purpose, break-bulk and other types of support vessels.

 

Specified provisions have also been included in relation to tonnage tax ships which are owned by the Malta Shipping Organisation which however are not flagged in Malta. If such ships are flagged under an EU or EEA flag, then there is the option to pay the equivalent of 25% of the tonnage tax if the vessels had been registered in Malta to the relevant authority and such vessel would be entitled to benefit from the Malta tonnage tax system.

 

If however, the vessels are flagged under a non-EU flag, then it would be possible for such vessel to qualify for the Malta tonnage tax system if it is shown that the strategic / commercial management of all ships by such shipping organization is actually carried out from the EU and it is proved that the shipping organization owns, manages or operates at least 60% of its total tonnage under an EU flag or  percentage  of  the  tonnage  owned,  managed  or operated by the shipping organisation is Union-flagged and that the  percentage  of  Union-flagged  tonnage  that  is  owned, managed,  administered  or  otherwise  operated  by  shipping organisations established in Malta has not decreased on average over a period of three years. The law further provides that at least 25% of the applicable tonnage tax on such vessels is paid to the relevant authority in Malta.

 

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IMO and EBRD sign new partnership to support sustainable shipping

The International Maritime Organization (IMO) has signed a new partnership agreement with the European Bank for Reconstruction and Development (EBRD). The agreement will help promote sustainable shipping through a range of safety- and environment-focused capacity-building activities in the maritime and port sectors in selected countries.

It brings together IMO, the United Nations maritime agency which sets global standards  for safe, secure, efficient and environment-friendly international shipping, and the multilateral development bank EBRD, which has experience in supporting comprehensive transport related development activities and practices in the maritime and port sectors.

A Memorandum of Understanding (MoU) was signed on Thursday (8 February) by IMO Secretary-General Kitack Lim and the First Vice President of the EBRD, Phil Bennett. (Photos here.)

“This strategic partnership, combining IMO’s global mandate and outreach and EBRD’s experience and expertise on investment and finance, is expected to contribute a great deal to sustainable maritime transport and the implementation of the United Nations Sustainable Development Goals,” said Secretary-General Lim.

As part of the United Nations family, IMO is actively working towards the 2030 Agenda for Sustainable Development and the associated SDGs. Most of the elements of the 2030 Agenda will only be realized with a sustainable transport sector supporting world trade and facilitating the global economy.

The IMO/EBRD MoU represents the first such arrangement to be established between IMO and a multilateral development bank.

In addition to providing investment financing, IMO and EBRD will work together under the agreement to provide technical advisory services, project preparation and planning, capacity building and institutional development, focusing initially on joint projects with the national authorities of Azerbaijan, Egypt, Georgia, Morocco, Tunisia and Turkey.

Gap analysis will be carried out with specific projects likely to focus on a range of safety- and environment-related issues, centred on implementing and enforcing IMO regulations.  These projects could include:

  •  investment opportunities in sustainable transport
  • safe transport of solid bulk cargoes and dangerous goods
  • facilitation of maritime traffic and electronic business and implementation of a maritime single window
  • identification of locations and business models for port reception facilities for ship-generated waste
  • sensitivity mapping and oil spill exercises
  • promoting acceptance and implementation of IMO’s 2012 Cape Town Agreement on fishing vessel safety
  • assessing emissions in ports and developing emission-reduction strategies;
  • looking at opportunities to improve ships in terms of reducing air pollution and greenhouse gas emissions and improving energy efficiency
  • potential regulatory and policy reforms associated with ships using shore-based power sources in port (known as ‘cold ironing’)
  • identifying opportunities to invest and propose investment for LNG bunkering infrastructure
  • risk assessments for marine bioinvasions and identifying key locations for port-based reception facilities and contingency measures, as well as appropriate commercial models.

Source: International Maritime Organization

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The Economic value of Malta’s Maritime Industry

This feature has no pretence to be a professional economic analysis of the contribution which the Maltese maritime industry makes to Malta’s gross domestic product. We hope that in the near future the Malta Maritime Forum will be able to undertake such a study which is essential to raise awareness about this industry.

What this paper aims to achieve instead is to highlight the economic drivers which are generated by the maritime industry but even then one has to narrow the definition of the term maritime industry because it is so vast and diverse that to make a reasonable assessment one has to segmentalize and focus. The focus here is on ships, terminals and related services such as ship repair.

According to Oxford Economics, the economic value of the EU shipping industry amounts to Euro 140 billion by way of total GDP contributions. The same analysis concluded that the EU shipping industry generates a total of 2.1 million jobs and, more important, that it has a multiplier effect of 2.6. Hence, crudely speaking, for every Euro 1 spent in this industry there is the creation of another Euro 2.6. One can go into much deeper analysis of these economic criteria to differentiate between direct and indirect impact as against induced impact or catalysed impact to assess the total impact of the shipping industry on the economy. However, as stated above, this is not the scope of this feature.

To understand better the economic value generated by the maritime industry, one can perhaps take into consideration the economic activity generated when a vessel enters our ports. Such a normal occurrence entails:

  • A communication system to record the ships arrival and an authority (Transport Malta) to ensure that the arriving vessel is conforming with rules and regulations applying to ships’ traffic and port entry.
  • A customs authority to control the movement of vessels, personnel and cargo.
  • A shipping agent to coordinate the ships’ arrivals and organise the services required.
  • A pilotage corps to provide qualified and professional pilots to assist a vessel to come into port.
  • Tug boats to assist the vessel during its manoeuvring operations.
  • Mooring men to moor the vessel to a quay.
  • A terminal where the ship is moored and where it can undertake its discharge / loading operations.
  • Stevedores and / or terminal operators to undertake the cargo operation.

Considering that in 2016 there were 13,090 ship calls, one can appreciate better the turnover generated by ships calling at Malta.

The list is endless if one were to factor in the range of services that a vessel might require while calling in a port or when a vessel is calling in Malta to undertake repairs and / or other services. Each one of these service providers is in turn employing personnel and generating economic turnovers which run into millions of Euro.

Taking some real examples, Malta Freeport Terminal employs 836 personnel and has invested over 270 million Euros since its privatisation. During 2017 Malta Freeport handled over 3.15 million TEU’s (20ft containers). The Valletta Gateway Terminal handles over 1,000 vessels per year, employs about 100 personnel and generates a turnover of over 12 million Euros.

These two terminals, apart from their own personnel, employ also the licensed stevedores who between full timers and casuals amount to almost 500 persons. Another 113 licensed hauliers (burdnara) are engaged in the transport of cargo from and to the terminals.

Other stake holders such as Palumbo Shipyards who undertakes ship repairs at Malta, employ a work force of about 220 persons and handle an average of 200 ships per year. It is estimated that over the last seven years this enterprise generated over 250 million Euros to the local economy. This is not taking into account other ship repair facilities such as Bezzina Ship Repair Yard Ltd (120 employees) and Cassar Ship Repair Ltd (150 employees). Other entities that go to make up this market segment include Medserv PLC (turnover of Euro 32.8 million in 2016) and Malta Maritime Hub (turnover of Euro 12.6 million in 2016). These are but a few examples of contributions that are made by the local maritime industry to the Maltese economy.

If one were to bring into this equation the Malta flag which is the sixth largest flag in the world and under which are registered 8,123 vessels, this contribution takes an even wider perspective with the inclusion of professional services such as legal and financial which in turn generate employment in interesting numbers. As things stand today, the income from this  market segment is mainly generated from services related to ship registration, but other countries, in competition with Malta, have managed to attract other services such as ship management, crewing and ship finance. In recent years Malta has attracted some key players from these activities, but more needs to be done to bring in more investment through these maritime activities which are not insignificant in terms of economic contribution. Just by way of example, ship management companies in Poland are estimated to generate on average 25 million Euros per annum to the Polish economy.

In Malta we have been fortunate that the maritime industry has always kept away from partisan politics and all administrations have realised and supported the positive value of this industry. It is however a considerate opinion that more value can be obtained from this industry by having more focus from the administration and long term planning with a holistic approach to guide within the geographical constraints of Malta and the environmental considerations that need be respected to strike an appropriate balance.

The local maritime industry has come a long way in its development but the opportunities that still need to be tapped are enormous and time is of the essence.

Source: Times of Malta

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Blue economy initiative by Malta Marittima

The sustainable development for a blue economy in the western Mediterranean is an initiative by Mediterranean countries aimed at improved governance in the region, safety and security and economic growth.

The initiative reaffirms that a prerequisite for growth is innovation. Joining forces on marine observation, marine knowledge and cluster co-operation is key to the successful implementation of the strategy.

In creating the conditions for sustainable investment, the need to invest in people has not been overlooked. Through new forms of traineeships and exchanges between training institutes, participating States are set to prepare today’s youth for the maritime jobs of tomorrow.

The western Mediterran­ean region has 200 ports and terminals representing close to 40 per cent of values in goods transport. It is a traditional, consolidated tour­ist destination and it has the high­est share of total tour­ist arrivals, with millions visiting its coastal areas.

It is a hotspot for biodiversity with hundreds of marine protected areas and Natura 2000 sites. The western Mediterranean region is facing growing socio-economic and environmental pressure due to a longstanding economic and financial crisis.

Youth unemployment rates are very high all around the western Mediterranean, accounting from a minimum of 14 per cent to a maximum 58 per cent. The maritime workforce is also ageing in the EU Member States, while careers in some maritime sectors are no longer attracting young people.

In turn, businesses do not have access to the desired skills and knowledge in either traditional or emerging maritime sectors, and are facing a shortage in the needed labour force.

The initiative offers significant opportunities for the development of new technologies, bio-based innovative industries, particularly if such an effort is primarily focused to develop sustainable products and encourage the development of technologies and tailor-made solutions to mitigate climate change. The other traditional economic sectors remain important but efforts are needed to ascertain their sustainability.

The first steering committee meeting will be held on Thursday, during which partners will discuss the way forward. To this end, local maritime stakeholders should keep abreast with the development of the initiative to make sure they do not miss the boat.

Source: Times of Malta

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Encouraging international support for improvement to maritime laws

Representatives from 58 countries discuss recognition of judicial sales

Representatives from 58 countries were in Malta on Tuesday to discuss an important step forward for the international maritime industry: the recognition of judicial sales.

The meeting was organised by the Comité Maritime International (CMI) and co-hosted by the Transport Ministry. The CMI is a non-governmental non-profit organisation which contributes to the unification of maritime law in all its aspects.

This issue was first brought to the attention of CMI by Henry Li of the China Maritime Law Association in 2007, who highlighted the problems arising around the world from the failure in some jurisdictions to give recognition to judgments in other jurisdictions when the sale of ships had been ordered.

In 2014, the International Working Group concluded its work with a draft instrument, and the CMI is hopeful that UNCITRAL will agree to put it on its work agenda when it meets in July 2018. The instrument will be called the Malta Colloquium.

Addressing the meeting, Transport Minister Ian Borg said Malta was often the jurisdiction of choice when it comes to arresting vessels and proceeding to enforce rights against ships, which often leads to judicial sales or court approved private sales.

“Malta has a responsibility pertaining to the interests of all stakeholders, including that of the financiers who have registered their mortgages in the country,” he said.

In 2006, Malta’s introduced a mechanism to increase the remedies that could be used by creditors against defaulting debtors, that is the sale of vessels approved by court. This created a procedure that best suited the mortgagee, while giving peace of mind as well as a solid and stable environment.

“Naturally, it is crucial to ensure that vessels get the best price during such sales, and this can only be achieved by obtaining the comfort of international recognition of the judicial sale, a comfort which can only come about through the adoption and implementation of an international standard,” he explained.

CMI President Stuart Hetherington said that thanks to the Maltese government a multitude of countries were being represented during this colloquium.

Source: Times of Malta

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Modern maritime technologies: do we have the skills?

Like everywhere else, world digitalization, high-tech equipment and low-carbon solutions are affecting the workplace of the maritime world. Preparing the workforce for such trends is crucial to ensure a competitive European maritime sector. But what will be the profiles needed for the jobs of tomorrow? How can we make sure that people are strongly qualified for the many attractive and high quality jobs European seas have to offer?

To address these questions the Commission has launched, as part of the New Skills Agenda, a new cooperation platform between several key stakeholders called Blueprint for skills cooperation.

For the maritime technology sector, the Spanish Foundation CETMARis in charge of leading the EU partnership composed of 17 partners who today have met in Brussels to kick-off the work. Composed of both educational and industrial representatives, the partnership will explore the skills required by modern maritime technologies and the possible ways to match future demand and supply. They will conceive the profiles and curricula of tomorrow and propose concrete actions to be rolled out at national and regional level to bridge the gap between the training offer and the actual needs of the industry. By helping the sector to adapt the education to prepare the future workforce, this initiative seeks to empower the various strands of the maritime industry and boost its performance for years to come.

Source: DG Mare

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Connecting Europe Facility on track to deliver results

Today, the Commission adopted the report on the mid-term evaluation of the Connecting Europe Facility (CEF). The evaluation assessed the programme’s overall performance in light of its objectives, and what has been achieved to date. Regarding transport financing, the report recognises that CEF has brought a clear added value, in particular for the completion of the TEN-T core network by 2030 and for the low-emission mobility ambition.

The conclusions of the evaluation, as well as the on-going consultation on strategic infrastructure funding, will provide recommendations for the post-2020 Multiannual Financial Framework and the next generation of financial programmes.

CEF is a key EU funding instrument promoting growth, jobs and competitiveness through targeted infrastructure investment at EU level. It supports the development of high performing, sustainable and efficiently interconnected trans-European networks in the fields of transport, energy and digital services. In the field of transport, CEF currently supports over 641 projects with EU funding of €22.3 bn.

Source: DG Move

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