The maritime attendance list... IV. Polish maritime economy in 2006 Powoli ale do przodu... V

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1 POLAND AT SEA REPORT ON THE POLISH MARITIME ECONOMY SPECIAL SUPPLEMENT The 14th International Shipbuilding and Shipping Exhibition BALTEXPO September 2007 PUBLISHER Shipbuilding and Shipping Ltd. Na Ostrowiu 1 Street Gdansk, Poland ACCOUNT: ING Bank PL Chairman Editor-in-Chief: Grzegorz Landowski Phone: Grzegorz.Landowski@naszemorze.com.pl Subscription and advertisement: Ilona Miluszewska Phone: Ilona.Miluszewska@naszemorze.com.pl Secretary Office: Phone: Fax sekretariat@naszemorze.com.pl Editor: Piotr B. Stareñczak Phone: Piotr.Starenczak@naszemorze.com.pl Pictures: Jakub Bogucki Piotr B. Stareñczak Northern Shipyard Remontowa S.A. Szczecin New Shipyard Tomasz Degórski Adam WoŸniczka Design and DTP: S³awomir W³odarczyk Printing House: Spartan Poleska Street 25, Gdynia Poland CONTENTS/SPIS TREŒCI: Editorial The maritime attendance list... IV Expert's voice Polish maritime economy in 2006 Powoli ale do przodu... V TOP80 Ranking najwiêkszych firm polskiej gospodarki morskiej The list of 80 leading companies of Polish maritime economy ranked by: Revenues from sales/przychody ze sprzeda y... VI The greatest increase in revenues/przyrost przychodów... X The highest gross profitability/najwy sza zyskownoœæ brutto... X The biggest investments/najwiêksze inwestycje... XI The highest investment share in total revenue Najwy szy udzia³ inwestycji w przychodach ogó³em... XI The highest employment/najwiêksze zatrudnienie... XII Report: Polish yards in 2007 and beyond Polskie stocznie A.D XIII Polish ports and terminals - metamorphosis Polskie porty i terminale - metamorfoza... XLIV Current status and development of Polish merchant fleet Stan obecny i perspektywy rozwoju polskiej floty handlowej... LV Advertorial: Man Diesel in Poland/Man Diesel w Polsce... XLI LIST OF COMPANIES' ADVERTISEMENTS SPIS REKLAM: IT-REM Ltd. - IT services... II REMONTOWA Group... IX POLAM-REM Jsc - light fitting manufacturer... XII NORTHERN Shipyard Jsc - shipbuilding... XVII MORS Ltd. - marine radio service... XXI HYDROSTER Ltd. - marine hydraulic systems... XXIII MEBLOMOR Jsc - marine equipment factory... XXV PBUCh Jsc - manufacturing of refrigeration equipment... XXVII FAMOS Ltd. - ship furniture factory... XXIX FURUNO Ltd. - professional maritime electronics... XXXI SUPON Jsc - fire-fighting and protective equipment... XXXV H.CEGIELSKI S.A. - marine engines... XLI MAN Diesel A/S - marine engines... XLIII ZMPG SA Port of Gdynia... XLVII ZMPSiŒ SA Port of Szczecin & Œwinoujœcie... LIII LLOYD's Register of Shipping - classification society... LVII HERMETIC PUMPEN/KRAL GmbH - marine pumps, flowmeters and electronics... LIX TEOMAKI - ship management systems... LXI Gdansk Shiprepair Yard REMONTOWA Jsc... rear cover TOP80 List prepared in cooperation with leading maritime wortal. Ready for download Technical descriptions, specifications and line drawings or general arrangements, as well as visualisations or photos of particular ships described in the chapter Polish yards in 2007 and beyond, built in recent years at Polish yards or representing the series still under construction or on order, can be found in recent Polish built ships publications, available for download in Adobe Acrobat format from our Website: Nasze MORZE l September 2007 III

2 editorial The maritime attendance list... We are offering the Readers the first ranking of 80 leading companies from the Polish maritime economy, the list prepared by our editorial team in cooperation with The Gdañsk Institute for Market Economics. One might ask why 80 and not 100, for instance, and whether these are really the largest companies. The data presented in the tables were collected in the form of questionnaires that we had sent to over 800 companies! About 200 entities responded. Again, one might ask: Why so few? Good question, but it is not us who should be asked to answer. But still, given the trailblazing character of the undertaking and a holiday period it was carried out in (the questionnaires were sent out in June), I consider this result a success. And so here comes the first answer the precondition of being included in the ranking was voluntary participation in the data collecting process. The ranking is therefore above all the list of those marine companies which WANTED to figure on it. There are also those that, even despite the invitation being issued repeatedly, did not want it. Their absence on our Top 80 list (and other press rankings), however, also conveys an important message about their strategy and information policy, as well as building their image and the so-called social marketing (or rather lack of those?). Whether we want it or not, this message is also an important one, making up as it does the present image and condition of the Polish maritime economy. There is a saying «The absent are always in the wrong.» This ABSENCE of the sea-related companies in media coverage is something that had puzzled me for a long time. I looked through a few most widely-known press rankings published in Poland since 2001 (the 500 by the Polityka weekly, the 500 List by the Rzeczpospolita daily), and noticed that, besides the main shipyards, the Polish maritime economy is just ABSENT. It is absent from media coverage and social perception besides, of course, the everlasting vogue for writing about the neverending problems of the Polish manufacturing shipyards that both general and trade media persistently follow but it is hard to blame the messenger. It is high time the attitude changed. That is why we have made an attempt at showing, by means of the Top 80 list, that despite all the crises and hardships, the Polish maritime economy does exist, develop and enjoy high revenues, it invests and exports, providing innovative products in demand with the global market. We have made an attempt at showing that it is one of the most vital branches of the Polish economy in general. Our list comprises companies registered and running their activity in Poland, the companies of various ownership structures, with Polish and foreign capital. These are typically marine firms (shipyards and shipowners), those of traditionally marine origin, which nowadays, however, produce more and more for the land (furniture, air-conditioning, IT), as well as those which have started operating only recently and offer products and services mostly for the maritime market (ship equipment). We also added logistic services providers, but only those which declared offering services primarily for the purposes of the maritime sector. We supplemented the list with a brief report in Polish and English characterising the market of shipyard, port and shipping services within the space of last year. With consecutive editions, we would like our ranking to enter the media information flow for good, providing an accessible and important source of knowledge on this branch of the country s economy. Thanking all the companies which offered a positive response to our initiative, we would like to express hope that in the following years as the Polish maritime economy acquires greater significance the number of such companies will increase too, which will then translate into 100 and perhaps even 150 or 200 firms on our maritime attendance list next year. Cherishing this hope, we would like to invite you to the read our report... Grzegorz Landowski The publisher of Nasze MORZE Monthly Powoli, ale do przodu Polish maritime economy in 2006 Pierwszy ranking najwiêkszych firm gospodarki morskiej daje obraz tego sektora oraz stwarza okazjê do porównania go z ca³¹ polsk¹ gospodark¹. Na wstêpie nale y zwróciæ uwagê, e gospodarka nie jest jednolita pod wzglêdem zaliczanych do niej dzia³alnoœci. W naszym zestawieniu znalaz³y siê zarówno przedsiêbiorstwa w oczywisty sposób kojarzone z gospodark¹ morsk¹, a wiêc stocznie, linie eglugowe, porty, jak i podmioty gospodarcze na pozór niezwi¹zane z morzem firmy handlowe i produkcyjne, które czêœæ swojej sprzeda y realizuj¹ w ramach gospodarki morskiej. Wymieniæ tu mo na na przyk³ad producentów silników okrêtowych i innego wyposa enia statków, firmy spedycyjne, których g³ównym Ÿród³em przychodów jest transport drog¹ morsk¹ czy te producentów ywnoœci z ryb i innych owoców morza. Rok 2006 nie by³ dobry dla gospodarki morskiej, przynajmniej jeœli porówna siê j¹ z reszt¹ gospodarki. Przychody ze sprzeda y firm znajduj¹cych siê na naszej Liœcie wzros³y w tym czasie o 3,8 procenta, podczas gdy ten sam wzrost w ca³ym sektorze przedsiêbiorstw wyniós³ 14,1 procenta1. Oznacza to, e przedsiêbiorstwa zwi¹zane z gospodark¹ morsk¹ powiêksza³y swoj¹ sprzeda prawie cztery razy wolniej ni œredni wzrost w sektorze przedsiêbiorstw. First ranking of the largest companies of the maritime economy offers an overview of the sector and makes it possible to compare the latter with the Polish economy as a whole. It has to be noted that the economy is by no means uniform in terms of business activities it comprises. Therfore, our list includes both enterprises immediately associated with maritime economy such as shipyards, shipping lines and ports, and economic entities seemingly unrelated to the sea such as commercial and manufacturing companies which partly conduct sales within maritime economy. Among the latter one can mention, for instance, producers of marine engines and other marine equipment, shipping agents with sea transport as their primary source of income, as well as seafood and fisheries products manufacturers was not a favourable year for the maritime economy, that is as compared with other branches of economy. Sales revenues of the companies from our list increased by 3.8% in this period, whilst the same index in the whole enterprise sector amounted to 14.1%. It means that marine industry related companies increased their sales almost four times slower than it was the case with the average growth in the enterprise sector. IV Nasze MORZE l September 2007

3 expert's voice Mimo wolniejszego wzrostu, firmy zwi¹zane z gospodark¹ morsk¹ nie odstawa³y od ogó³u krajowych przedsiêbiorstw pod wzglêdem wskaÿnika zyskownoœci brutto, bêd¹cego relacj¹ zysku brutto do przychodów z ca³okszta³tu dzia³alnoœci. Œrednia dla firm z naszej Listy wynosi 5,9 procenta, podczas gdy w ca³ej gospodarce by³o to 5,8 procenta. Zyskownoœæ w gospodarce morskiej by³a wiêc nieznacznie wy sza ni w gospodarce. Pod tym wzglêdem nast¹pi³a poprawa w stosunku do roku 2005, kiedy to wskaÿnik zyskownoœci dla firm z naszej Listy wynosi³ 4,7 procenta a dla sektora przedsiêbiorstw ogó³em 4,9 procenta. Rok 2006 by³ rokiem dynamicznie rosn¹cych inwestycji. Nak³ady inwestycyjne w sektorze przedsiêbiorstw zwiêkszy³y siê w tym czasie nominalnie o 20,3 procent. W gospodarce morskiej tempo wzrostu inwestycji by³o tak e wysokie, choæ nieco mniejsze ni w przedsiêbiorstwach ogó³em osiemdziesi¹t firm obecnych na naszej Liœcie zwiêkszy³o nak³ady inwestycyjne nominalnie o 14,4 procent. Mniejsza ni œrednio w przedsiêbiorstwach jest te relacja inwestycji do przychodów ogó³em dla firm z naszej Listy wynosi ona 4 procent, podczas gdy w sektorze przedsiêbiorstw by³o to 5,4 procent. Mniejsze tempo wzrostu inwestycji w firmach gospodarki morskiej wynika miêdzy innymi z wolniejszego wzrostu sprzeda y ni œrednio w sektorze przedsiêbiorstw. W roku 2006 mieliœmy do czynienia z du ym o ywieniem na rynku pracy przejawiaj¹cym siê szybkim spadkiem stopy bezrobocia oraz wzrostem zatrudnienia. To pozytywne zjawisko nie dotyczy³o jednak firm zwi¹zanych z gospodark¹ morsk¹. O ile przeciêtne zatrudnienie w sektorze przedsiêbiorstw w grudniu 2006 roku by³o w Polsce wy sze ni w grudniu 2005 roku o 4 procent, to w firmach obecnych na naszej Liœcie wzrost zatrudnienia wyniós³ zaledwie 0,4 procenta (uwzglêdniono tylko te firmy, które poda³y zatrudnienie zarówno w roku 2006, jak i w 2005). Oznacza to, e firmy zwi¹zane z gospodarka morsk¹ nie zwiêkszy³y znacz¹co zatrudnienia w roku 2006, co by³o zwi¹zane z wolniej rosn¹cym popytem ni w innych dzia³ach gospodarki. Analiza powy szych wskaÿników pozwala postawiæ tezê, e rok 2006 dla polskiej gospodarki morskiej rozpatrywanej en bloc nie by³ najlepszy, szczególnie jeœli porównaæ wyniki tej grupy firm z reszt¹ gospodarki. Przychody, inwestycje i zatrudnienie ros³y w gospodarce morskiej wyraÿnie wolniej ni w sektorze przedsiêbiorstw ogó³em, choæ wskaÿniki zyskownoœci by³y nieznacznie wy sze. Wydaje siê jednak, e gospodarka morska ma dobre perspektywy rozwojowe. Wskazaæ mo na kilka jej bran, które w najbli szych latach powinny rozwijaæ siê szybciej ni dotychczas. Na pierwszym miejscu wymieniæ nale y ma³e stocznie zajmuj¹ce siê produkcj¹ jachtów morskich i œródl¹dowych wraz ze wzrostem dochodów Polaków roœnie zainteresowanie tymi produktami, a popyt dodatkowo wzrasta dziêki modzie na eglarstwo. Po drugie, spodziewaæ siê nale y rozwoju linii eglugowych, co bêdzie zwi¹zane z rozwojem turystyki krajowej i zagranicznej. Ros³o bêdzie tak e zainteresowanie eglug¹ przybrze n¹. Wci¹ s³abo wykorzystywany w Polsce jest transport wodny wzrost jego znaczenia powinien sprzyjaæ rozwojowi portów. I w koñcu wskazaæ nale y na przetwórstwo rybne i produkcjê ywnoœci z szeroko pojêtych owoców morza. W dobie coraz czêœciej pojawiaj¹cych siê epidemii chorób byd³a i drobiu, miêso rybne powinno stanowiæ odpowiedni¹ alternatywê. Za wzrostem spo ycia ryb w Polsce w najbli szych latach przemawia te fakt, e ich konsumpcja na mieszkañca jest w Polsce wyraÿnie ni sza ni w krajach Europy Zachodniej. Rozwój du ych stoczni morskich zw³aszcza typowo produkcyjnych - najwiêkszych krajowych przedsiêbiorstw gospodarki morskiej zale a³ bêdzie natomiast od koniunktury na rynku œwiatowym i umiejêtnoœci skutecznego konkurowania ze stoczniami azjatyckimi. Nasze MORZE l September 2007 Despite the slower growth, marine industry related companies did not stay behind the whole of national enterprises with respect to gross profitability index, i.e. gross income to revenues from total business activities ratio. The average for the companies on our list was 5.9%, with 5.8% in the whole economy. Hence the profitability in maritime economy was slightly higher that in the whole economy. With respect to this index, the situation improved in comparison with 2005 when it reached 4.7% in maritime sector companies and 4.9% in the whole enterprise sector was a year of dynamic growth in investment. In that period, capital expenditure in the enterprise sector soared by 20.3% face value. The investment growth pace in maritime economy was also fast, though slightly slower than in enterprises on the whole 80 companies on our list increased their CAPEX by 14.4% face value. At 4% for the companies on our list, also the investment to total revenues ratio is lower than average, with 5.4% in the enterprise sector. The lower pace of growth in investment in marine industry companies results from, among other factors, slower growth in sales than it is the case on average in the enterprise sector witnessed a considerable boom on the job market as seen in a rapid drop in the unemployment rate and increase in employment. This positive phenomenon did not, however, concern maritime sector companies. Whilst the average employment in the enterprise sector in Poland in December 2006 was 4% higher than in December 2005, it increased by only 0.4% in the companies on our list (only those companies were taken into account which provided data regarding employment both in 2006 and 2005). The data show that in 2006, the companies from the maritime sector did not increase employment significantly, which is to be interpreted in connection with a slower growth in demand than in other sectors of the economy. The analysis of the indices referred to above justifies proposing a thesis that the year 2006 was not the best one for the Polish maritime economy considered en bloc, especially as compared with other sectors of the country s economy. Revenue, investments and employment grew far slower than in the enterprise sector as a whole, although profitability figures were slightly higher. It appears, however, that there are development prospects ahead of the maritime economy. One can point out a few branches of the latter which should develop faster than so far. Firstly, these are small shipyards manufacturing seagoing and inland navigation yachts as their earnings rise, Poles are more and more interested in these products, the demand additionally fuelled by sailing being in vogue. Secondly, one can expect shipping lines to grow due to the development of domestic and international tourism. Increasing interest in short-sea shipping is also envisaged. Waterborne transport is still underexploited in Poland its growing importance should be reflected favourably in the development of ports. Last but not least, fisheries and seafood, in the broad sense of the word, processing should be mentioned. In the era of more and more frequent epidemic occurrences of cattle and poultry diseases fish meat should come as a good alternative. The more probable is the envisaged growth in the consumption of fish in Poland in the coming years that current consumption per capita is much lower in Poland than in the countries of Western Europe. The growth of big marine shipyards, particularly those of a typically manufacturing profile, the largest maritime economy enterprises will be determined by the world s economic situation and the ability to compete against Asian shipyards effectively. Marcin Peterlik, Instytut Badañ nad Gospodark¹ Rynkow¹ The Gdañsk Institute for Market Economics 1 Dane dla ca³ej gospodarki dotycz¹ podmiotów powy ej 49 zatrudnionych, jednak wiêkszoœæ firm z naszej Listy tak e nale y do tej grupy. V

4 ranking TOP 80 \ The list of 80 leading companies of Polish maritime economy VI Nasze MORZE l September 2007

5 ranking TOP 80 \ The list of 80 leading companies of Polish maritime economy Nasze MORZE l September 2007 VII

6 ranking TOP 80 \ The list of 80 leading companies of Polish maritime economy VIII Nasze MORZE l September 2007

7 Nasze MORZE l september 2006 IX

8 X Nasze MORZE l September 2007 Przyrost przychodów \ The greatest increase in revenues Najwy sza zyskownoœæ brutto \ The highest gross profitability ranking

9 Nasze MORZE l September 2007 Najwiêksze inwestycje \ The bigget investments ranking Najwy szy udzia³ inwestycji w przychodach ogó³em \ The highest investment share in total revenue XI

10 ranking Najwiêksze zatrudnienie \ The highest employment XII Nasze MORZE l September 2007

11 shipyards Polskie stocznie A.D Photo: Piotr B. Starenczak Launch of the AHTS type Sutton Tide at Northern Shipyard. There are 15 such ships on order in the REMONTOWA Group s orderbook at the moment. See technical description of this type of ship in Polish built ships downloadable from G³ówne polskie stocznie produkcyjne po raz kolejny staj¹ na rozdro u. Ich skomplikowana sytuacja utrudnia znalezienie inwestorów, a w samych stoczniach brakuje profesjonalistów na ka dym szczeblu. Uwik³anie bran y w politykê odstrasza zarówno jednych jak i drugich. Potwierdzaj¹ siê sceptyczne prognozy, które wskazywa³y, e przeprowadzona przez rz¹d SLD renacjonalizacja przemys³u okrêtowego okaza³a siê drog¹ donik¹d. Pompowanie pieniêdzy we wci¹ nierentowne pañstwowe stocznie nara a Polskê na konflikty z Komisj¹ Europejsk¹, która ustami komisarz Nelly Kroes pod groÿb¹ zwrotu pomocy publicznej domaga siê ich szybkiej prywatyzacji. Polish yards in 2007 and beyond Governmental and European Commission decisions regarding the current situation and future of the Polish shipbuilding industry may come almost any day now and over the recent years such decisions have mostly been creating adverse conditions for shipbuilding industry. The sector is suffering from uncertainty, the more so in the light of the recent political turmoil in Poland. The core of Polish shipbuilding industry is composed of yards represented in Forum Okrêtowe The Association of Polish Maritime Industries, itself being member of CESA. Statistics released by Forum Okrêtowe or CESA mostly cover production or orders portfolio of those major yards members of Forum Okrêtowe. Nasze MORZE l September 2007 XIII

12 shipyards Ale nawet jeœli uda siê j¹ przeprowadziæ, d³ugotrwa³a stabilizacja sytuacji polskiego przemys³u okrêtowego i tak stoi pod znakiem zapytania, ze wzglêdu na niedobór fachowców na ka dym szczeblu i w ró nych dziedzinach. Problemem mo e siê okazaæ fizyczny brak kadr; problemem nie do przeskoczenia, bo odtworzenie potencja³u ludzkiego, jest trudniejsze ni zmodernizowanie stoczniowej technologii przez zakup nowoczesnych maszyn i linii produkcyjnych. Najlepsi managerowie unikaj¹ bran y tak bardzo uwik³anej w politykê. Z g³ównych polskich stoczni produkcyjnych znikaj¹ ci, którzy stanowili ich si³ê. Doœwiadczeni in ynierowie okrêtowcy wyje d aj¹ za granicê lub odchodz¹ na emeryturê, zaœ m³odzi, ambitni projektanci i konstruktorzy, wychowywani i edukowani w ostatnich latach pod skrzyd³ami najlepszych polskich projektantów statków, uciekaj¹ z du ych pañstwowych stoczni równie za granicê lub otwieraj¹ w³asne, niezale ne biura konsultingowo-projektowe, które tak e (z ekonomicznej koniecznoœci) bed¹ mia³y moce produkcyjne zwi¹zane zamówieniami z zagranicy. Przyk³ady? Oto kolejny kluczowy produkt, jaki ma byæ wkrótce wprowadzony do oferty Stoczni Gdynia SA (nowy dotychczas nie budowany tam typ statku), ma byæ projektem zewnêtrznym, a nie z w³asnego biura projektowo-konstrukcyjnego stoczni! Do tego dochodzi masowy niemal odp³yw pracowników bezpoœredniej produkcji w typowych zawodach okrêtowych do stoczni zachodnio-europejskich, a nawet na Œrodkowy Wschód. n n Current Forum Okrêtowe membership is as follows: Newbuilding yards: l Stocznia Gdansk SA (Gdañsk Shipyard) Gdañsk (formerly Stocznia Gdañska, Grupa Stoczni Gdynia) l Stocznia Gdynia SA (Gdynia Shipyard) Gdynia l Stocznia Szczeciñska Nowa Sp. z o.o. (Szczecin New Shipyard) Szczecin l Stocznia Pó³nocna SA (Northern Shipyard) Gdañsk l Stocznia Wis³a Sp. z o.o. (Wisla Shipyard) Gdañsk Shiprepair, conversion and newbuilding yards (usually of pure shiprepair origin in the past) l Gdañska Stocznia Remontowa SA (Remontowa SA) Gdañsk l Stocznia Remontowa Nauta SA ( Nauta ) Gdynia l Szczeciñska Stocznia Remontowa Gryfia SA (Gryfia SA) Szczecin l Morska Stocznia Remontowa SA (MSR) Œwinoujœcie Naval business (limited in turnover due to shortages of funds in hand of Ministry of Defence) is performed by Stocznia Marynarki Wojennej (Naval Shipyard Gdynia). The yard is not a member of the Association. Its activity in naval sector was limited in 2005 to maintenance & repair the shipyard had an order for 5 fast patrol Photo: Adam Wozniczka Bow Saga - the last one from the dwt B588-III stainless steel tanks chemical tankers left Szczecin New Shipyard in June See technical description of this type of ship in Polish built ships downloadable from XIV Nasze MORZE l September 2007

13 shipyards Photo: Adam Wozniczka The most recent ship to be delivered by Szczecin New Shipyard as we went to press, on July 26th - was a containership Cala Pancaldo for Italian owner Costa Container Lines S.p.A. The ship represents the new series B178-III of dwt, 2800 TEU capacity container vessels. Mimo tych wszystkich trudnoœci polski przemys³ okrêtowy wci¹ siê broni. Ogólne, zbiorcze statystyki dostêpne w Polsce, obejmuj¹ w zasadzie wy³¹cznie stocznie zrzeszone w Forum Okrêtowym. Trudno oszacowaæ wp³yw na wyniki ca³ej bran y stoczniowej w Polsce licznych ma³ych firm, buduj¹cych przede wszystkim czêœciowo wyposa one kad³uby dla stoczni zachodnioeuropejskich (znacznie rzadziej gotowe statki), ale praca w nich wre i realizowane s¹ czêsto bardzo ciekawe projekty. Temu sektorowi polskiego przemys³u okrêtowego, bli ej przyjrzymy siê wkrótce na ³amach Naszego MORZA. Otoczenie gospodarcze Polska gospodarka wykazuje ostatnio silny trend wzrostowy. W roku 2006 PKB wzrós³ o 5,8 % i by³ lepiej zbilansowany ni w latach poprzednich, kiedy to napêdzany by³ g³ównie rosn¹cym eksportem. W roku minionym eksport równie wzrós³ (o 16,2 % ponad poziom z 2005 roku), ale jednoczeœnie gospodarka odczu- ³a wreszcie znacz¹cy wzrost inwestycji (o 16,7%) i wydatków na konsumpcê (o 5,2 %). Przemys³ okrêtowy by³ w roku 2006 i jest nadal jedn¹ z najwiêkszych bran eksportowych w Polsce. Inflacja pozostawa³a na niskim poziomie 1% w roku ubieg³ym, a zaczê³a nieznacznie wzrastaæ dopiero w ostatnim okresie. Mimo drobnych zawirowañ tu przed publikacj¹ tego wydania Naszego MORZA, z³otówka generalnie dro a³a w stosunku do euro i dolara, co oczywiœcie wp³ywa³o na pog³êbiaj¹c¹ siê nierentownoœæ licznych starych kontraktów realizowanych w polskich stoczniach. Bezrobocie, mimo, i nadal du e, zmnieszy³o siê (do 14,9 % pod koniec minionego roku) za spraw¹ o ywienia gospodarki oraz wyjazdów Polaków do pracy zagranicê, co jak wiadomo szczególnie mocno uderzy³o w stocznie. Brak pracowników na rynku uderza w stocznie podwójnie przez presjê w kierunku wzrostu craft (completed with deliveries early 2007). The naval newbuilding orders and / or production may not be included at least in some of the statistics released by Forum Okrêtowe or CESA. Business environment Polish economy showed strong upward trend during the year 2006, which continues through The GDP rose by 5.8 percent during 2006 and this growth was better balanced comparing with previous years, when it was driven mainly by increasing export. In 2006 export still grew larger by 16,2% above the 2005 level (in USD terms) but the economy recorded also the increase of investments (by 16,7%) and private consumer spending (by 5,2%). Shipbuilding industry was still one of the single largest exporting sectors in Poland. Inflation remained at the low level of 1.0 % at the end of 2006, but increased slightly recently. Improvements in domestic economy and it favorable prospects resulted in further strengthening of national currency PLN against USD and EURO. The exchange rate of PLN to USD in 2006 was (95.9% and 84.9% of the 2005, 2004 rates respectively). Unemployment, still very high, fell to 14.9% at the end of 2006 due to the economy growth and strong labor emigration, mainly to EU countries. This resulted in strengthening pressure on wages increase and shortages of skilled workforce in many sectors, shipbuilding being among the most adversely affected ones. The existing favourable economic climate in Poland should be exploited to carry out structural and institutional reforms aimed to turn the present high economic growth into a lasting trend. This is what Polish economists and the Polish business community have demanded. And this is what majority of Polish shipbuilding industry needs to survive, too. Privatisation, however, may be further delayed by political turmoil. Nasze MORZE l September 2007 XV

14 shipyards wynagrodzeñ i dodatkowe koszty szkolenia nowych fachowców przy zwiêkszonej fluktuacji kadr. Obecny korzystny klimat gospodarczy w Polsce powinien byæ wykorzystany w bran y okrêtowej na przeprowadzenie prywatyzacji i pozbycie siê wisz¹cego nad niektórymi stoczniami miecza Damoklesa w postaci ultimatum Komisji Europejskiej. Niestety proces ten mo e zostaæ utrudniony przez zamieszanie polityczne i zbli aj¹ce siê kolejne wybory. Ró norodnoœæ bran y Przegl¹d bran y wykazuje du e wewnêtrzne zró nicowanie polskiego przemys³u okrêtowego. Mamy stocznie wzglêdnie nowoczesne (Stocznia Gdynia), choæ to nie znaczy, e nie wymagaj¹ one modernizacji, a tak e mocno przestarza³e i zdekapitalizowane, jeœli chodzi o infrastrukturê technologiczno-produkcyjn¹ i oprzyrz¹dowanie (np. Stocznia Gdañsk SA). Variety within sector General picture of Polish shipbuilding sector is showing strong differences. On the one side there are 3 main state controlled shipbuilding yards Stocznia Gdynia, Stocznia Szczeciñska Nowa and Stocznia Gdañsk. After the crisis of 2002/ 2003 they are under restructuring regime with public support. Due to political instability this process was delayed, uncompleted and only partially successful. They have to cope to varied extent with repayment of restructured debts, unprofitable contracts (due to appreciation of Polish currency against USD and material prices increase) and difficulties in financing. Unfortunately, the problem of appreciating Polish Zloty (PLN) is continuing. Finally in August 2006 the Cabinet has approved the State programme for above 3 yards with the aim to privatize them. The programme has been handed over to the Commission and is Average value of production [ USD / CGT ] Œrednia wartoœæ w³aœciwa produkcji [ USD / CGT ] Ships built (completed) Ships contracted during the year Ships in orderbook Source: CTO / Forum Okrêtowe New ships deliveries from Polish yards in Nowe statki przekazane przez polskie stocznie w latach Year Number of ships GT % GT vs. World CGT % CGT vs. World DWT Value [ USD m ] , , , , , , , , , n.a. n.a. n.a. n.a. 517, , , , , , , , , n.a. 914, , , , , , , , , , Source: CTO, Annual Reports of CESA New ships delivered or in production in Poland during 2006 Nowe statki zdane lub w budowie w ci¹gu roku 2006 Launched in period January-December 2006 total of which for foreign account Completed in period January-December 2006 total of which for foreign account Value of ships completed in period January-December 2006 total of which for foreign account No. GT CGT DWT , , , , , , , , , , , ,247 USD million USD million Newbuilding tonnage figures refer to ships of over 100 gross tons. Warships are excluded Source: Forum Okrêtowe / CESA XVI Nasze MORZE l September 2007

15 Nasze MORZE l September 2007 XVII

16 shipyards Photo: Adam Wozniczka Listed on the Significant ships of 2006 list, a modern con-ro Timca during her maiden voyage from Szczecin New Shipyard to Antwerp. See technical description of this type of ship in Polish built ships downloadable from Mamy te du e stocznie pañstwowe, borykaj¹ce siê z problemami, mimo sporej pomocy publicznej otrzymanej w ostatnich latach, a z drugiej strony, prosperuj¹c¹, inwestuj¹c¹, zdobywaj¹c¹ nowe rynki i rosn¹c¹ prywatn¹ Grupê REMONTOWA, coraz bardziej znacz¹c¹ tak e na rynku nowych budów. Polski przemys³ okrêtowy nie utraci³ jeszcze ca³kowicie swej silnej pozycji rynkowej. Wed³ug danych z po³owy roku 2005, polskie stocznie zajmowa³y pi¹te miejsce po Korei Po³udniowej, Japonii, Chinach i Niemcach. Jednak najnowsze statystyki wskazuj¹ na erozjê portfela zamówieñ polskich stoczni. Powoli, ale nieuchronnie zbli a siê moment, w którym bêdzie on jeszcze na bezpiecznym poziomie (z zatrudnieniem dla niektórych stoczni zapewnionym do , a nawet do 2012 r.), ale na przestrzeni ostatnich dwóchtrzech lat Polska mocno spad³a w œwiatowych rankingach wielkoœci zamówieñ stoczniowych. under negotiations until EC final decision. The first signals from Brussels have not been favorable, however. The program seems to be missing the EC expectations. Amended or latest versions of Polish policy on restructurisation have recently been sent to EC and Polish yards are awaiting final decisions in September or by the end of this year. In contrary, already privatised shipbuilding yards, namely Stocznia Pó³nocna (Northern Shipyard) of REMONTOWA Group, Stocznia Wis³a (Wis³a Shipyard) are operating successfully, with a good profitability. Especially Stocznia Pó³nocna has increased its significance as main domestic builder of small and medium size noncargo carrying vessels of high added value ferries, offshore support vessels, multi-function buoy and lighthouse tenders, tugs and emergency vessels. The shipbuilding industry still ranks high in the Polish economy and holds the fifth place in the world s shipbuilding league well XVIII Nasze MORZE l September 2007

17 shipyards behind South Korea, Japan, China and Germany (according to study published in June 2005). Most recent studies, however, show Poland s decline in size of orderbooks. Although still on a safe side (with work secured well into ), Poland recently falls behind several countries, that were close competitors, but for years occupying lower positions in the ranking of largest orderbooks, than Poland. Weaker, but still big Despite difficult situation of the three biggest state-controlled newbuilding yards, undergoing restructuring programme, the output of Polish shipbuilding in 2006 remained roughly at the level of previous years. Shipyards completed 24 ships of 494,601 CGT, 627,200 ton deadweight and the value of million USD in 2006 all for foreign account, according to survey done by CTO. The same source shows, the newbuilding deliveries were spread over individual yards as follows: Stocznia Szczeciñska Nowa (Szczecin New Shipyard) 7 ships: n 3 containerships, 3100 TEU capacity each, n 2 chemical tankers, dwt each, n 2 con-ro s with a deadweight of t each; Stocznia Gdynia 11 ships (after separation of Gdañsk Shipyard from Gdynia Shipyard Group in August 2006, Gdañsk has not delivered any ship on their own account until ): n n n n 3 PC/TC s, 6600 cars capacity each, 1 PC/TC, 2130 units capacity, 5 containerships, 2700 TEU capacity each, 2 panamax containerships, 4540 TEU capacity each; Gdañska Stocznia Remontowa 5 ships: n 1 ferry at gross tonnage of 3300, n 1 special vessel, 300 GT, n 2 non-cargo carrying vessels, 457 GT each, n 1 AHTS, 2200 GT; Stocznia Pó³nocna (Northern Shipyard) 1 ship: n 1 shrimp trawler, 182 GT. Nasze MORZE l September 2007 S³absze, ale nadal du e Mimo trudnej sytuacji trzech najwiêkszych stoczni produkcyjnych, przechodz¹cych program restrukturyzacji, polski przemys³ okrêtowy utrzyma³ w roku 2006 wielkoœæ produkcji na poziomie zbli onym do lat poprzednich. Stocznie polskie przekaza³y do eksploatacji 24 statki o ³¹cznym tona u skompensowanym CGT, noœnoœci ton i wartoœci 962,5 mln USD, wszystkie przeznaczone na eksport wed³ug danych Centrum Techniki Okrêtowej. To samo Ÿród³o wskazuje na nastêpuj¹c¹ strukturê nowych budów w Polsce: Stocznia Szczeciñska Nowa 7 statków: n 3 kontenerowce po 3100 TEU n 2 chemikaliowce po t noœnoœci, n 2 con-ro o noœnoœci t ka dy; Forum Okrêtowe summarizes the 2006 Polish yards production as consisting of: 10 full containerships, 4 car carriers, 2 conro s and 2 chemical carriers. According to CESA, during the year 2005 Polish shipyards completed 30 ships of 565,973 CGT and the value of USD 933 million (all for foreign account), thus returned to the mean production level of the years before the crisis. For comparison, in 2003 Polish shipyards have built 14 ships, 16 less than in 2002, with a total of 478,000 dwt and a value of 415 million USD, 300 million down on In 2004 Polish shipyards have built 25 ships with a total of 545,700 dwt equivalent to 448,700 CGT. Still wealthy, but shrinking orderbooks According to figures released by CESA, at the end of 2005 the orderbook consisted of 87 units of 1,660,744 CGT and the value of billion USD (all for foreign account). The orderbook consisted mainly of container ships (46 units over 1 million CGT), followed by car carriers and ro-ro (ro-lo) vessels. There was a significant growth of number and value of non-cargo vessels ordered XIX

18 shipyards Polish yards' newbuilding orders in '000 deadweight tons Poziom zamówieñ stoczni polskich w latach (w tys. ton) Source: CTO [ 1 ] New orders for ships placed in Polish yards in 2006 Nowe zamówienia pozyskane przez stocznie polskie w ci¹gu roku 2006 Orders placed in period January-December 2006 (firm contracts only; no options) total of which for foreign account Types of ships ordered in period January-December 2006 Full Container Ships* Ro-Ro Vessels Car Carriers Other Non-Cargo Vessels Value of ships ordered in period January-December 2006 total of which for foreign account No. GT CGT DWT , , , , , , ,000 48,000 83, ,000 11, , , , ,616 37, USD million USD million * - including 2 containerships to be delivered in sections to Vietnam. Newbuilding tonnage figures refer to ships of over 100 gross tons. Warships are excluded Source: Forum Okrêtowe / CESA Ships under construction / on order at the end of 2006 Statki w trakcie budowy oraz w zamówieniach pod koniec roku 2006 No. GT CGT DWT Tonnage building on December 31, 2006 (on berth or fitting out) Tonnage yet to lay down on December 31, 2006 (firm contracts only; no options) Total tonnage in orderbook on December 31, 2006 of which for foreign account Newbuilding tonnage figures refer to ships of over 100 gross tons. Warships are excluded Source: Forum Okrêtowe / CESA Polish yards' newbuilding orders (in '000 deadweight tons) ooo tons Source: CTO XX Nasze MORZE l September 2007

19 shipyards Grupa Stoczni Gdynia 11 statków (od chwili rozdzia³u Stoczni Gdynia i Stoczni Gdañskiej do koñca 2006 r., ta ostatnia nie przekaza³a do eksploatacji adnego statku zbudowanego na w³asne konto): n n n n 3 samochodowce o ³adownoœci po 6600 samochdów, 1 samochodowiec o ³adownoœci 2130 szt., 5 pojemnikowców po 2700 TEU, 2 pojemnikowce panamax o ³adownoœci po 4540 TEU; Gdañska Stocznia Remontowa 5 statków: n 1 prom o tona u pojemnoœciowym brutto 3300, n 1 statek specjalny (interwencyjny, utrzymania znaków nawigacyjnych) o pojemnoœci brutto 300 jednostek, n 2 statki nie towarowe o tona u pojemnoœciowym brutto 457 ka dy, n 1 AHTS Stocznia Pó³nocna 1 statek: n 1 krewetkowiec, GT 182. Forum Okrêtowe podsumowuje produkcjê polskich stoczni w roku 2006 jako zestawienie 10 pojemnikowców, 4 samochodowców, 2 statków con-ro i dwóch chemikaliowców. Wed³ug CESA, w roku 2005 polskie stocznie przekaza³y 30 statków o wartoœci 933 mln USD i ³¹cznym tona u skompensowanym CGT, co oznacza³o powrót do poziomu produkcji sprzed kryzysu lat (with growth credited mainly to growing newbuilding activities of Remontowa SA). The intake of new orders during the year was moderate 22 ships of CGT in consequence of high ordering activity in 2004 and sufficient backlog of shipyards for coming years. The erosion of Polish yards orderbook has rather somewhat other reasons and should not be neglected as a problem. During recent two years the new orders contracting has been slowed down due to lack of confidence in future both from the yards and from the potential ship buyers points of view. Yards were also busy with renegotiating current orders, putting less efforts towards acquiring new ones, given the orderbooks in hand were still relatively big. However Poland, usually at 3 rd initially and at 4 th rank more recently among countries with largest orderbooks in the world during the period from years ago to 4-5 years ago or so has rapidly fallen down to world 10 th -11 th rank over the recent 1-2 years according to statistics published by LR Fairplay. * At the end of December 2006 Polish yards orderbook amounted to 82 ships with total deadweight of million ton and compensated gross tonnage of 1.62 million cgt (1,623,219 cgt. This constituted 1.4 percent of the world s orderbook for cargo and passenger vessels in terms of CGT, placing Poland on the 6 th rank in the World and 3 rd in Europe. Also CTO, has revealed that the contractual value of the orders placed in Polish yards at the end of 2006 was almost USD 3 billion (USD 2,953,000,000). Restructuring constrains, uncertainty and eroded confidence * see also table from "Newbuildings" In the following section of his report. Nasze MORZE l September 2007 XXI

20 shipyards Przypomnijmy, e w roku 2003 polskie stocznie przekaza³y armatorom jedynie 14 statków o ³¹cznej noœnoœci t i wartoœci 415 mln USD (o 300 mln USD mniejszej ni w roku 2002, kiedy zdano 25 statków o ³¹cznej noœnoœci t i tona u skompensowanym CGT). Wci¹ spore, lecz topniej¹ce portfele zamówieñ Wed³ug danych publikowanych przez Forum Okrêtowe i CESA, pod koniec roku 2005 portfel zamówieñ stoczni polskich obejmowa³ 87 statków ( CGT) o wartoœci 3,168 miliarda USD. Najwiêksz¹ czêœæ w zamówieniach stanowi³y kontenerowce (a 46 statków ponad 1 mln CGT). By³o te trochê trochê samochodowców i innych statków typu ro-ro. Zanotowano w tamtym roku tak e znacz¹cy wzrost liczby i wartoœci zamówionych statków nietowarowych (specjalnych, roboczych), który wynika³ g³ównie ze zwiêkszonej aktywnoœci stoczni Pó³nocnej SA i Remontowej w akwizycji zamówieñ na nowe budowy. Generalnie jednak, szczególnie wobec trudnej sytuacji i niepewnoœci otaczaj¹cej g³ówne pañstwowe stocznie produkcyjne, nast¹pi³a w ostatnich latach erozja portfela zamówieñ na morskie statki towarowe. Stocznie zajête by³y te renegocjacj¹ istniej¹cych kontraktów, mniej wagi przyk³adaj¹c do zdobywania nowych. Polska zajmowa³a na ogó³ pocz¹tkowo trzecie, póÿniej czwarte miejsce wœród pañstw z najwiêkszymi portfelami zamówieñ stoczniowych w okresie od ok do 4-5 lat temu, ale w ci¹gu ostatnich dwóch-trzech lat spad³a w takich rankingach na 10 lub nawet 11 pozycjê (pod wzglêdem ³¹cznej noœnoœci zamówionych statków) wed³ug statystyk publikowanych przez LR Fairplay. Stocznie polskie zakoñczy³y rok 2006 z portfelem zamówieñ na 82 statki o ³¹cznej noœnoœci 1,943 mln ton i tona u skompensowanym ok. 1,62 mln CGT. Stanowi³o to 1,4 % œwiatowego portfela zamówieñ na statki towarowe i pasa erskie w ujêciu CGT, plasuj¹c Polskê na 6. miejscu w œwiecie i 3. w Europie. Jak podaje CTO, wartoœæ kontraktowa zamówieñ ulokowanych w polskich stoczniach wynosi³a niemal 3 mld USD. Ograniczenia wynikaj¹ce z procesu restrukturyzacji, niepewna przysz³oœæ i utrata zaufania wœród potencjalnych klientów spoamong shipowners potential buyers of Polish ships, resulted in decreased intake of new orders only 21 units of 388,059 CGT during In comparison the order book of the Korean shipyards at the end of 2004 (918 ships) was almost ten times bigger than that of Poland valued at USD 57.7 billion, enough at that time to keep the yards in Korea busy until early 2008! What ships Polish yards build? According to official statements, since the 1990s Polish shipbuilders have been trying to focus on the higher end of production, i.e. container vessels, reefers, ferries, LPG carriers, chemical and product tankers as well as naval shipbuilding and repair according to NATO standards but the production in reality is still limited to Types of ships according to orderbook on 31 December 2006 Rodzaje statków w zamówieniach polskich stoczni pod koniec 2006 r. No. GT CGT DWT Product and Chemical Carriers Combined Carriers General Cargo Ships Full Container Ships Ro-Ro Vessels Car Carriers LPG Carriers LNG Carriers Ferries Other Non-Cargo Vessels Approximate value of orderbook on 31 December 2006 total of which for foreign account USD 2,953.0 million USD 2,950.5 million * - including 2 containerships delivered in sections to Vietnam shipyard Bach Dang Newbuilding tonnage figures refer to ships of over 100 gross tons. Warships are excluded Source: Forum Okrêtowe / CESA XXII Nasze MORZE l September 2007