Merchant Marine and
Maritime Transport 2005-2006
Front page: Flota Suardíaz’s LIVIA tanker
Page 7: HAMBURG EXPRESS containership
Page 9: NORDIC LADY chemical tanker in Cartagena
Page 10: PEENE ORE bulk carrier in Hamburg
Page 13: Ibaizábal Management’s MÓNICA SOFÍA bulk carrier, in Cádiz’s floating dock
Page 14: Aerial photography of the Murueta shipyard
Page 15: Elcano’s RECOLETA tanker
Page 17: OPDR Hamburg’s FOCS TENERIFE containership
Page 18: Knutsen España’s BILBAO KNUTSEN chemical tanker in Bilbao
Page 19: Balearia’s FEDERICO GARCÍA LORCA fast-ferry
Page 20: Ibaizábal Management’s MONTE TOLEDO Suezmax tanker
Page 21: Flota Suardíaz’s ARROYOFRÍO DOS ro-ro
Page 24: OIT General Assembly, Geneva, February 2006
Page 25: Demostrations in front of the European Parliament building (photo courtesy of the European Parliament)
Page 26: Balearia’s ISLA DE BOTAFOC ferry, in Ibiza
Page 27: Acciona Trasmediterránea’s ALBORÁN fast-ferry
Design: ANAVE’s Studies Department
SEABORNE TRADE Foreword by the President 2 WORLD
World transport demand MERCHANT FLEET
rose by 4.7% to about 28.9 Executive Committee 4 The world merchant fleet
billion tonne-miles, increased significantly,
following a growth
Board of Directors 5 nearly by 7%, and
by 1 January 2006,
of 6.7% in the Staff 6 it comprised 48,442 ships
Member Companies 27 with 642.7 million GT
By 1 January 2006, SEABORNE TRADE
the world orderbook Spanish seaborne trade
registered the highest (imports + exports +
history peak, with cabotage) grew by 8.2%
242.6 million dwt, in 2005, reaching 340
25.5% of the world fleet million tonnes, a new
SPANISH FLAGGED SPANISH CONTROLLED
MERCHANT FLEET MERCHANT FLEET
For the first time By 1 January 2006,
in 10 years, in 2006 the Spanish shipping
Spanish fleet tonnage companies controlled
decreased slightly a total of 281 ships
(-3.0%), adding-up to 183 with 4,083,308 GT
ships and 2,324,625 GT
MARITIME POLICY MARITIME POLICY
In February 2006, The good results obtained
an international conference in 2005, by the Spanish
held in Geneva adopted flagged fleet, in the Paris
a new Convention MOU inspections, have
on maritime work that made it possible its inclu-
builds together all ILO sion in the PSC White List
conventions on this matter as from 1 January 2006
FOREWORD BY THE PRESIDENT
FTER two exceptional years, mariti- buildings on order. In any case, 2006 and without any doubt, this is a step forward in
me freight markets experienced in 2007 should be years of relatively lower the constant advance of the environmental
2005 a logical and expected down- freight levels and new orders. behaviour of the maritime transport.
ward correction. They maintained, never-
theless, levels that are still positive in a his- In 2005, the EU-25 shipyards obtained a During the last year, the European Union
toric perspective, keeping in mind that the 15.7% share of the total contracting, in CGT, has again disappointed the maritime
transport supply grew by an impressive as compared with 11.7% in 2004 and 7.0% in industry due to two Directives which go
6.4%. This was possible thanks to the still 2003. Nevertheless, South Korea continued beyond the international regulations esta-
growing maritime transport demand that, heading this sector, with a 35.6% of the total blished at IMO: Directive 2005/33, relating
supported by the China phenomenon, expe- contracting, followed by Japan (21.8%) and to the sulphur content of marine fuels, that
rienced a significant increase. China (15.1%). Perhaps the rather positive will imply in the medium term a significant
result for Europe was a consequence of the deterioration of the Short Sea Shipping com-
By 1 January 2006, the world orderbook high level of saturation of Far East ship- petitiveness, and Directive 2005/35 by
added to 242.6 million dwt, an absolute his- yards. which criminal sanctions could be imposed
toric record (the previous one was registered for ship-source pollution even in case of
in 1973). We should be concerned by these In the regulatory field, ILO adopted, in genuine accidental pollution.
data because this huge orderbook, 26.1% of February 2006, a new consolidated maritime
the existing fleet, that will be delivered Convention that builds together and brings Besides, the Commission adopted, in
mainly in the next three years, would gene- up to date all the conventions of this organi- December 2005, a proposal to repeal Reg.
rate, in normal conditions, an enormous sur- zation on maritime work. It is a timely initia- 4056/86, that provided a Group Exemption
plus in the maritime transport supply. tive and will contribute to clarify the inter- to Liner Conferences. At least, the
national labour framework of the maritime Commission accepted ECSA's arguments on
However, analysts are not pessimistic in industry. the international implications of this subject
general. Although maritime freights conti- and has established a 2 year transitory
nue going down, it is trusted that seaborne In the XXIV Assembly of IMO, in December period that will facilitate re-negotiating exis-
demand will answer positively. In tanker 2005, there was an agreement to develop a ting bilateral agreements with third coun-
market, the final phasing out of single hull new Convention on Ship Recycling, a field tries.
tankers by 2010, will generate a reduction on where until now IMO has only recommen-
the transport capacity that will help to avoid dations. This is a complex task that will not And finally, in January 2006, the European
a pull down of the market. Nevertheless, it be satisfactory solved while decent working Parliament rejected, once more and on first
is not so clear whether bulk and general conditions are not established in the coun- reading, the second proposal for a Directive
cargo demand will be able to absorb all new- tries where this activity takes place. But, on market access to port services. Some
Member States and institutions, who are the main reason why in 2006 the Spanish mum consensus and economic efficiency.
against the liberalization process, criticized fleet tonnage decreased slightly (-3.0%), for Nevertheless, at the time of closing this
very hardly the proposal. There were even the first time in 10 years. ANAVE's interven- report the Law was blocked in the
violent stevedore demonstrations just in tion has allowed the unblocking of the situa- Parliament by political reasons, creating an
front of the European Parliament buildings. tion by means of an agreement with the uncertain legal situation.
Commissioner Barrot announced, in June major Spanish seafarers Unions. Although it
2006, the main lines of a new EU ports is not a solution for the administrative pro- The Ministry of Justice continued working
policy, but the ports services liberalization cess, which is longer and more complex on the General Navigation Law, an ambi-
was not high in his agenda. European shi- than it was before, it is an important step tious project presented in February 2005,
powners believe that advances in this libera- forward. that besides consolidating and bringing up
lization are absolutely necessary. to date the Spanish Maritime Law, introdu-
Moreover, Law 4/2006, that adapted the ces significant reforms, both on private and
On next months and perhaps years, we will Tonnage Tax regime for shipping companies public Law. Although we don't know yet the
be witnesses of the decision process on the and the REC tax rebates to the European final text, the Ministries of Justice and
seven regulatory proposals about responsi- Guidelines on state aid to maritime trans- Infrastructure have demonstrated a genuine
bility and maritime safety included in the port of 2004, implies an additional loss in the concern about ANAVE's worries and propo-
so-called Erika III Maritime Safety Package. competitiveness of Spanish flag ships. sals on this issue.
In general, shipowners consider these pro-
posals are positive, with the exception of Some amendments to the Ports Law A final positive note: as from 1 January 2006,
two of them, about shipping company res- (48/2003) are in the Spanish Parliament. The the Spanish flag is in the White List of the
ponsibilities, where, once again, the most significant allows Port Authorities to Paris MOU on PSC, thanks to the good
Commission goes beyond the international fix their own port dues. Although stevedore- results obtained in PSC inspections during
framework in force. 's regime changes are minimal, they have 2005. The co-operation of Spanish shipow-
been hardly confronted by the Unions, even ners, coordinated by ANAVE, with the
In Spain things did notwent much better. A with strikes. Ministry of Infrastructure in the so called
new regulation on the immigration Law, “White List Plan” has been crucial for this
published in January 2005, blocked the ANAVE has proposed several amendments, achievement.
employment of non-EU seafarers on board both in the public information phase and
ships registered in the Canary Islands (REC) through the parliamentary groups, addres-
that, although it is not very significant in sed to avoid excessive increases on port
absolute terms, it is essential for the compe- dues for captive users and looking forward
titiveness of some ships. This was indeed to obtaining a stable Law, with the maxi- JUAN RIVA
Mr. Alejandro Aznar Sainz
Mr. Juan Riva Francos Vice-President
President Ibaizábal Management
Flota Suardíaz, S.L. Services, S.L.
Mr. Gonzalo Alvargonzález Mr. José A. Baura de la Peña Mr. Vicente Boluda Fos
Figaredo Dry Bulk Cargo Tramp Trade Special Trades Committe
Treasurer Committee Chairman Chairman
Ership, S.A. Empresa Naviera Elcano, S.A. Grupo Boluda Fos, S.L.
Mr. Andrés Luna Abella Mr. Juan Sáez Elegido Mr. Andrés Seguí Soloaga
Tanker vessels Committe Passenger Liners Committee Cargo Liners Committee
Chairman Chairman Chairman
Teekay Shipping Spain, S.L. Acciona Trasmediterránea Contenemar, S.A.
BOARD OF DIRECTORS
Mr. Juan Riva Francos Mr. Alejandro Aznar Sainz
Mr. Gonzalo Alvargonzález Mr. José Antonio Baura
Mr. Vicente Boluda Fos Mr. Juan Sáez Elegido
Mr. Andrés Luna Abella Mr. Andrés Seguí Soloaga
VOCALES NATOS VOCALES DE ZONA
Mr. José Luis Riaño / C.L.H., S.A. Andalucía, Ceuta y Melilla
Mr. Francisco Garaygordobil / Cía. Remolcadores Ibaizábal, S.A. Mr. Juan Francisco Marín / Naviera Química, S.A.
Mr. Alberto Velázquez / Acciona Trasmediterránea, S.A.
Mr. Andrés Seguí Soloaga / Contenemar, S.A. Asturias y Cantabria
Mr. José Silveira / Empresa Naviera Elcano, S.A. Mr. Romualdo Alvargonzález / Naviera Alvargonzález, S.A.
Mr. Adolfo Utor / Eurolíneas Marítimas, S.A. (Baleària) Canarias
Mr. Celestino Fernández-Argüelles / Flota Suardíaz, S.L. Mr. Claus Peter Claussen / O.P.D.R. Canarias, S.A.
Mr. Juan Ramsden / Fred. Olsen, S.A.
Mr. Julio Trenas / Gas Natural Aprovisionamientos SDG. Cataluña, Levante y Baleares
Mr. Alejandro Aznar / Ibaizábal Management Services, S.L. Mr. Adolfo Utor / Eurolíneas Marítimas, S.A.
Mr. Gabriel Malvido / Isleña Marítima de Contenedores, S.A.
Mr. Antonio Herruzo / Naviera Armas, S.A.
Mr. Javier Villasante / Cía. Trasatlántica Española, S.A. / Naviera del Odiel, S.A.
Mr. Andrés Luna / Teekay Shipping Spain, S.L.
Mr. Jaime Álvarez / Ership, S.A.
Mr. Máximo Gutiérrez / Naviera Murueta, S.A.
Mr. José Francisco Oviedo-Raposo / Naviera Pinillos, S.A. Galicia
Mr. Gunther Kempf / O.P.D.R. Hamburgo Mr. Darío Amor / Naviera de Galicia, S.A.
Mr. Andrés Molina / Pullmantur S.A.
Mrs. Virginia Doval / Transportes Marítimos Alcudia, S.A. País Vasco
Mr. Alfredo Pardo / W. W. Marpetrol, S.A. Mr. José A. Martínez de Landaluce / Gasnaval, S.A.
Araceli de Hita (Studies Department), Francisco Aguirre (Secretary)
and Araiz Basurko (Safety and Environment Department)
Jesús Barbadillo (Legal Department)
and Pilar Hevilla (Administrative)
Elena Seco (Deputy Director)
and Manuel Carlier (Director General)
Paula Díaz (Press Department),
Salvador García and Carmen Armas (Administratives)
WORLD SEABORNE TRADE
CCORDING to Fearnleys estima- increased by 1.6% to 1,820 mt, whereas ship- 1,582 million tonnes and 6.7% in terms of
tes, world seaborne trade increased ments of oil products increased 5.9% to 488 tonne-miles, reaching 8.3 billions.
in 2005 by 3.9%, a notable figure, mt. This bigger increase in the product's
although significantly lower than the unu- transport demand was driven by the USA, This extremely high growth rate experien-
sual 6.5% registered in 2004. A total of 6,784 which refineries are every day less able to ced during the last three years, has been
million tonnes were transported by sea. cover their needs, what led to an important mainly a result of strong steel production
Measured in tonne-miles, the transport increased (+11.7%) of their products and high demand growth for thermal coal in
demand rose by 4.7% to about 28.9 billion, imports. Measured in tonne-miles, crude oil China. World crude steel production increa-
following a growth of 6.7% in the previous shipments increased by 3.2% and oil pro- sed by 5.8% to 1,105 million tonnes. China's
year. ducts shipments by 7.4%, reaching 9.0 and production rose a stunning 24.0% (348.0
2.5 billion tonne-miles, respectively. million tonnes), whereas the rest of the
The OECD gross domestic product (GDP) world saw a decrease of 1.0%.
grew in 2005 a 2.9%, down from 3.6% in World crude oil production added 72.7
2004. The OECD's industrial production million barrels per day (mbd) (+0.6%). Total The transport demand for other cargoes
growth, usually a better indicator of trans- OPEC output increased by 2.1% and total (minor bulk commodities, chemical pro-
port demand, is estimated to have increased non-OPEC only by 0.4%. In the USA, the
by 2.2% (3.9% in 2004). Economic growth in main import area, crude oil production decre-
major Asian countries continued well over ased 3.7%, crude oil imports increased 1.3%
world average, although with important dif- to 10.2 mbd and oil products imports +11.7%
ferences between countries. GDP growth in until 3.1 mbd. Japan, the second import
China last year is estimated to have been country, imported 4.2 mbd of crude (+1.0%)
9.3%, 7.1% for India, 5.8% for Malaysia, 4.8% and 0.6 of products (-2.6%). China saw a pro-
for Indonesia, 3.9% for South Korea and duction increase of about 4.0% (3.6 mbd),
3.5% for Thailand. Industrial production their crude imports rose about 3.5% (2.6 mbd)
increased by 16.5% in China, 11.3% in South compared to the 30% increase registered the
Korea and by 3.8% in Japan. As a reference, year before while their products imports
growth was of 2.8% and 2.9%, respectively, decreased by 27% (0.5 mbd). Therefore,
in the USA and the Euro area. China has turned from being a gasoil impor-
ting country to an exporting country.
By merchandise type
In turn, main dry bulk shipments showed
Oil seaborne trade increased by 2.4% in 2005
an increase of 6.2% measure in tonnes, to
to 2,308 million tonnes. Crude oil shipments
ducts, liquefied gas, containers, cars, etc.) forecast that the transport demand for these miles (+0.5%) for dry bulk shipments and
grew by 3.8% measured in tonnes and 4.7% products will continue growing in next 3,155 (+0.9%) for other cargo.
measured in tonne-miles, summing up 2,894 years.
million tonnes and 9.1 billion tonne-miles. Fearnleys estimates for 2006 show an incre-
Seaborne LNG trades continued with a solid The average distance for all traffics increa- ase of 4.5% on seaborne trade measured in
growth, near 10%, reaching a total of 145 sed slightly, up to 4,965 miles (+0.8%) in the tonnes and around 3.6% in 2007.
million tonnes. Fearnley's market analysts case of crude oil and its products; 5,231
Maritime freights market
By the end of 2004, freight rates were, vir-
tually in all market segments, at or close to
historically high levels. It was a situation
practically impossible to maintain due to the
large number of newbuilding deliveries
registered during 2005.
The yearly average spot earnings declined
from USD 116,400 per day in 2004 to USD
91,400 in 2005 (-21.5%) for VLCC; from USD
83,400 to USD 65,100 (-21.9%) for Suezmaxes
and from USD 52,700 to USD 44,200 (-16.1%)
for Aframaxes. Nevertheless, in an historic
perspective, 2005 can be considered as a
relatively positive year from an owner's
point of view, although with high freight
These results were achieved in spite of a
number of potentially negative develop-
ments: a steep climb in oil price and, conse-
quently, more expensive marine bunkers; a
strong growth in size of crude oil tanker; and
a lower demand growth than expected from
Figures as of December 31st tm: Million tonnes
Source: Fearnleys tm x milla: Billion tonne x mile
China. These facts would have had very year. Nevertheless, if figures are analyzed
negative effects on a more fragmented shi- with a historical perspective, 2005 cannot be
powning community than the one we have considered as a bad year for this market seg-
today but, at the present time, maritime ment.
industry is characterized by far larger and far
more professional owner corporations than Container freight rates, for all ship sizes,
have been ever seen before, what gives shi- increased during the fist half of the year and
powners a much greater ability to deal with dropped again during the second half. On
and to mitigate adverse market conditions. average, time charter freights were higher
than those reached in 2004, although with
Bulk carrier freight market also registered important differences depending on the
substantially lower levels than those rea- market segment: up to 9.6% higher for ships
ched in 2004. During the last year, the Baltic over 4,500 teu; 19.2% for 3,000 teu contai-
Dry Index (BDI) fell a 47% in average, nerships and nearly 30% for ships under
although with peaks and troughs during the 2,000 teu.
WORLD MERCHANT FLEET
N 2005, the world merchant fleet increased by 7.3%, the tanker fleet by 5.5% are those of general cargo and passenger
increased again significantly, nearly and the general cargo ships, after 8 years ships, with an average of 22.6 and 22.4
by 7%, both in terms of GT and dwt. decreasing, rose slightly by 1.6%. The only years, respectively, whereas the youngest is
By 1 January 2006, the world merchant fleet fleet which decreased, by ninth consecutive the container fleet, with 10.9 years as avera-
comprised 48,442 ships with 642.7 million year, was the combined carriers fleet (Obos), ge. It is important to note the decrease in the
GT and 950.5 million dwt. although some of these ships were formally tankers average age, from 18.7 year in
re-classified as dry bulk carriers and are still January 2002 to 17.3 years in January 2006,
By ship types, and as percentage of the worl- in service. that is, a 1.4 year decrease in a 4 year period.
d's gross tonnage, the container fleet registe-
red the larger growth by second consecutive At the beginning of 2006, the tanker and By flag, Panama continues being the
year (+12.2%) and, in second place, the gas bulk carrier fleet accounted for 56.5% of the unquestionable leader, from more than ten
tankers fleet (+8.9%). The world bulk fleet world's GT and for 68.9% of the dwt, while years now, with a total of 139.7 million GT
24.4% of the world's fleet measured in GT (+8.0%), increasing over the total world
and 20.4% of its dwt belonged to the general fleet. By 1 January 2006, 21.7% of the total
cargo fleet (both conventional and containe- world tonnage was registered in Panama.
rised). Liberia, with 58.4 million GT (9.1% of the
world fleet) and a growth of 11.1%, was in
Total deletions (due to demolitions and los- second place, followed by Bahamas with
ses) were only 12.5 million dwt, down 8.8% 36.6 million GT (+8.5%, 5.7% of the total
from the previous year and being only 1.9% world fleet).
of the world's fleet. Deletions of tankers
decreased by 40% to 4.9 million dwt and for More than 40% of the fleet registered in
bulk carriers maintained at minimum levels, Panama are bulk carriers, whereas in Liberia
below 2 million dwt. The favourable freight the same percentage are tankers. Under
levels, as a result of the high fleet occupancy Bahamas flag it is registered around 50% of
during 2005, has been a decisive factor for the world cruise fleet, although it only
discouraging shipowners to sell their old means 15% of the fleet in this register, which
ships for demolition. is also led by the tanker's fleet.
For sixth consecutive year, the average age At the beginning of 2006, 23.4% of the world
of the world fleet remained practically merchant fleet was registered in the
unchanged in 19.1 years. The oldest fleets European Union (EU-25). The German regis-
ter continued its strong growth trend, with
an additional increase of 40.4%, after the
36.1% of the previous year, reaching the fif-
teenth world ranking position and surpas-
sing its historical record (9.7 million GT)
registered in 1978.
Other European fleets also obtained high
increases: France (+12.9%), United Kingdom
(+7.5%), Denmark (7.1%) and Italy (6.3%).
The Spanish flagged fleet decreased its ton-
nage by 3.0% and, according to the Lloyd's
Register Statistical Tables, holds the 35
Includes chemical tankers, other tankers, passenger ships, ferries, ro-ros, car carriers, etc. NS: Thousand ships
world ranking position. Figures as of January 1st, except 1980, 1985 y 1990 (figures as of July 1st) TRB: Million TRB
Source: Lloyd’s Register GT: Million GT
According to the nationality of the owner
there were no important changes in the first
positions. Greek shipowners continued hea-
ding the ranking, with a share of 17.0% of
the total world tonnage, in spite of having
decreased their GT by 0.7%. They operate
70.1% of their tonnage under open registry
Japanese shipowners rank in second posi-
tion, with 14.0% (+10.4%) and 91.1% of their
dwt flagged abroad, followed by German
shipowners, with 7.5% (+22.3%, 81.5%
under foreign registries). Norwegian
owners, whose fleet went down from the
third to the fifth position in 2004, decreased
further its tonnage by 1.6%. This fact, and
the growths of the fleets controlled by
German, Chinese (+18.6%), North American
(+13.7%) and Hong Kong (+11.2%) owners,
have led Norway to the seventh position.
The fleet controlled by Spanish shipowners
maintained its 30th position, whereas
European Union (UE-25) owners account for
37.2% of the world merchant fleet, 67.9%
under foreign flags.
By ship types, 17.9% of the world tanker
fleet is controlled by Greek shipowners,
11.9% by Japanese and 8.8% by North
Americans. Greek shipowners also led the
control of the bulk carrier fleet, with 23.2%
of the total, while nearly one third of the
container vessels (32.6% of dwt) belonged to
Fearnleys estimates, for the total oil tanker
fleet tonnage, a 5.4% increase for the next
two years and an additional 6.9% for 2008.
On the dry bulk side, they forsee a tonnage
growth of 5.0% in 2006, 3.4% in 2007 and
only 1.7% in 2008.
On the other hand, BRS-Alphaliner's fore-
casts for the total container fleet (in teu)
show impressive figures: a 16.7% increase
for 2006, 14.5% in 2007 and an additional
Figures published last year have been revised by excluding fishing ships, tugs and miscellaneous. Figures as of July 31st, except 1995, 2000, 2005 and 2006 (as of January 1st)
(1) Until 1990, figures belong to de U.S.S.R. Figures in thousand TRB, thousand GT from 1995 13.0% in 2008.
(2) Untel 1990, it was included in the USA. Source: Lloyd’s Register - Statistical Tables
EWBUILDING orders showed in price grew up to 60%, in May it reached a
2005 a significant decrease to 77.5 ceiling after two new steel factories in China
million dwt, still a very high figu- started their production, increasing the
re if analysed with a historic perspective, world plate production capacity by 10%. By
but much lower than previous two years the end of year, steel price has fallen by 15%
figures, with new orders over 100 million as compared with the maximum reached in
dwt each year. May.
By ship types, new orders of tankers was Newbuilding deliveries were the higher
31.0 million dwt (-14.1%), bulk carriers ever registered, by second consecutive year.
accounted for 20.6 million dwt (-31.1%), con- Total deliveries added to 71.3 million dwt
tainerships for 17.8 million dwt (-8.4%) and (+13.3%), of which 29.6 mdwt were tankers
gas tankers (mainly LNG) for 5.5 million (+9.6%), 23.2 mdwt bulk carriers (+17.8%),
dwt (-4.5%). The increase in newbuilding 12.3 mdwt containerships (+52.0%) and 1.7
prices at the beginnings of 2005 joined to the mdwt gas tankers (-10.3%).
drop in maritime freight levels have been
the main reasons why shipowners have By 1 January 2006, the world orderbook
been more reluctant to embark themselves registered the highest historic peak, with
in new projects. 242.6 million dwt, 25.5% of the world fleet,
breaking the previous record of 1973. 35.1%
Newbuildings prices increased between 5 of the total dwt on order are crude tankers,
and 10% during the first half of 2005, rea- 23.7% bulkcarriers, 22.3% containerships
ching their highest levels since the early 90's, and 5.7% gas tankers.
to drop again in the second half of the year.
Therefore, at the beginning of 2006, new- Regarding new contracts signed by ship-
building prices were more or less the same yards, South Korea continued heading the
as in the previous year. sector, with 35.6% of total CGT contracted,
followed by Japan (21.8%) and China
Last year, steel price continued rising until (15.1%). However, by second consecutive
May 2005, as result of the tremendous year, the higher prices and the saturation of
demand. However, after two years of conti- Asian shipyards, helped European ship-
nued increases, in which shipbuilding plate yards (EU-25) to obtained 15.7% of the total
CGT (up from 11.7% in 2004 and 7.0% in place in the European ranking, with 7.0% of
2003). In Europe, German shipyards were the total CGT contracted in the European
leaders, with 36.7% of the CGT contracted Union.
by EU-25, followed by the Italians with
17.8%. By ship types, 59.6% of the newbuil- Nine ships, with 42% of the total GT contrac-
dings contracted by Europe were container ted by Spanish shipyards were for Spanish
and passenger ships. shipowners: one LNG tanker with 90,814
GT, two containerships with 13,850 GT each
In 2005, Spanish shipyards signed new con- one, four general cargo ships summing up
tracts for 36 merchant ships with 331,264 GT 14,038 GT, one products tanker with 4,200
and 364,236 CGT, standing at the seventh GT and one ferry with 2,999 GT.
SPANISH SEABORNE TRADE
E must start this chapter by than- 30% general cargo (transhipped cargo exclu-
king the statistical department of ded).
the holding company of Spanish
State ports (Puertos del Estado) for their Analysis by trades
kind co-operation, without which it would
In 2005, total tonnage transported in
have not been possible to include a break-
Spanish foreign seaborne trade increased by
down of the Spanish seaborne trade by traf-
8.8%, to 293.5 millions tonnes. A 79.9% were
fics and goods types.
imports and 20.1% exports.
According to the analysis made by ANAVE's
In comparison with 2004, imports grew by
studies department, Spanish seaborne trade
8.6% and exports by 9.8%. Besides, 44.9
(imports + exports + cabotage) grew by 8.2%
million tonnes were moved in cabotage tra-
in 2005, reaching 340 million tonnes, a new
des, 4.1% more than during the previous
During the last five years, Spanish maritime
Bulk cargo, both liquid and dry, accounted
trade has increased by 21.8% and in the last
for 82.4% of Spanish imports. In 2005, 103.9
decade by 47.4%, equivalent to an annual
million tonnes of liquid bulk (+7.1%), 89.4
cumulative increase of almost 4.0%. These
million of solid bulk (+10.1%) and 41.2 of
figures do not include goods transhipped to
general cargo (+9.2%), were imported.
feeder containerships, a traffic that conti-
nues rising, reaching over 40 million tonnes
Last year, there were significant growths in
all good types: liquid bulks grew by 6.4%
(23.4% in the last ten years); dry bulks by
8.4% (42.3% in the last decade) and general
cargo by 10.4% (107.6% since 1995).
In 2005, 39% of the total Spanish seaborne
trade were liquid bulks, 31% dry bulks and
%: 2006/2005 in percentage Source: State Ports
On the contrary, general cargo meant alre- General cargo amounts to 47.7% of the ton- In the last decade, the transport demand of
ady a 65.8% of Spanish exports. In total 38.8 nes moved in cabotage trades, adding-up general cargo has registered the biggest
millions tonnes of general cargo were expor- 21.4 million, a 6.0% more than in 2004. growth (+136.5% in case of imports, +97.2%
ted (14.2% more than in 2004), 13.3 million Besides, 14.7 million tonnes of liquid bulks in exports and 82.3% in cabotage).
of liquid bulks, 6.6% more than in the pre- were transported in cabotage trades betwe-
vious year and 6.9 million of solid bulks, the en Spanish ports, a 32.7% of the total (+1.6%) On the contrary, there has been important
only traffic that decreased its volume (- and 8.8 million tonnes of solid bulks (19.6% decreases in dry bulks (-41.4%) and liquid
5.5%). of total and +3.6%). bulks (-30.6%) moved in cabotage trades.
Crude oil and oil products (with an 11.7%), France and Germany (6.6%
each one) and Algeria (6.1%). Main changes
In 2005, Spain imported 59.5 million tonnes
were the strong decrease of imports from
of crude oil, 0.6% more than in 2004. The
UK and the high increase from France and
average distance for this trade was 3,363
miles, slightly higher (+1.4%) than in the
Oil products exports, after increasing
notably in 2004, grew again in 2005,
According to the Economy Ministry, main
although very slightly (+3.9%). USA recei-
providers of crude oil were Mexico, with
ved 16.0% of total Spanish exports (1.3
15.1% of the total tonnage imported, Russia
million tonnes), followed by Netherlands
(14.3%), Nigeria (12.0%), Saudi Arabia
(0.8 million tonnes and 10.3% of total),
(10.6%) and Libya (10.4%).
Portugal (8.5%), France (8.2%) and Mexico
It is worth noting the strong growths regis-
tered by Mexico and Iran imports and the
decreases by Libya and Iraq.
Average price of the crude oil barrel impor-
ted went up to 36.7 , 37.0% over the 26.8
/barrel of 2004. Monthly average price pea-
ked in August with 45.3 /b, to drop again
by the end of the year.
Oil products transport demand increased as
regards both imports (+11.6%) and exports
(+3.9%), adding-up to 23.1 and 9.3 million
Italy, with 4.6 million tonnes, continued
being the main provider of refined products
to Spain and increased its sales by 8.3%, rea-
ching a share of 19.9%. Next were Russia
SPANISH FLAGGED MERCHANT
HIS chapter summarizes main deve- flag diminished by 17 units with a decrease are disregarded, the average age is even
lopments in the Spanish flagged in GT of 3.0% and of 2.2% in terms of dwt. lower, 13.8 years, as compared to 19.1 years
merchant fleet and the next one Out of this total, 14 ships and 93,563 GT of the world merchant fleet.
analyses thoroughly the total merchant fleet were operated by foreign shipping compa-
operated by Spanish shipping companies. nies. Next page figure compares the evolution of
the Spanish and world merchant fleet avera-
At 1 January 2006, the Spanish flagged mer- By ship types, the general cargo and ro-ro ge age. It shows clearly how, between 1990
chant fleet added-up to 183 ships, 2,324,625 fleet decreased specially (by 4 and 7 units and 1997, the Spanish fleet aged faster than
GT and 2,267,277 dwt. These data shows and -17.4% and -10.2% of GT, respectively). the world fleet. From 1997, Spanish fleet
how, after 10 years of continuous growth, in The gas tankers fleet did not register any average age stabilized and later started to
2005 the number of ships under national change during the last year, so it stands at 9 rejuvenate, separating progressively from
units with 662,126 GT. There are gas tankers the world average.
on order that will increase in the short term
this fleet segment. The fiscal and social security advantages of
the Canary Island Registry (REC) came into
In 2005, only 4 newbuildings were registe- force timidly in 1994 but were strongly
red under Spanish flag: three passenger improved in 1997. In 1999 new fiscal incenti-
ships, with a total of 25,873 GT and one ves to investment in shipping were introdu-
crude tanker with 83,594 GT. ced. All these improvements in the maritime
industry framework perfectly explain the
By ship types, 30.1% of the total number of trend showed in the figure.
ships flying Spanish flag are passenger
ships, 16.9% are ro-ro ships and 13.7% con- By ship types, the oldest fleet is the cement
tainerships. However, 40.4% of the total (30.9 years) and refrigerated cargo (23.4
Spanish dwt are crude tankers and an addi- years) ships. Ro-ro ships (16.5 years), contai-
tional 22.9% gas tankers. ner ships (17.8 years) and general cargo
ships (19.2 years) has also an average age
By 1 January 2006, the average age of the over that of the total Spanish fleet, while
Spanish merchant fleet was 14.5 years, other ship types have a lower average age,
somehow less than the 14.8 years registered especially in case of crude oil, product and
one year before. If the 5 ships that are still gas tankers, all of them with only 3 years of
registered in the traditional Spanish Register average age.
By mid May 2006, the Spanish flagged mer-
chant fleet comprised 185 units, 2,336,952
GT and 2,260,743 dwt that is, two more units
than in January, although GT and dwt were
nearly the same, +0.5% and -0.3% respecti-
One general cargo ship with 38 years has
gone from the traditional Spanish Register,
so only 4 ships with 5,521 GT, all of them
with an advanced age, remain in there. By
mid May 2006, 99.8% of the Spanish fleet
tonnage is registered under the REC. Figures by the end of each year, except 2006 (figures as of May 15th) NS: Number of ships TR and GT in thousand Source: ANAVE
SPANISH CONTROLLED MERCHANT
T 1 January 2006, Spanish shipping GT and has increased remarkably, 61%, in considerably, by 8 units or 14.7% in terms of
companies controlled a total of 281 the last five years. GT and 7 units or 11.2% respectively. On the
ships with 4,083,308 GT and other hand, tonnage of the passenger fleet
4,941,178 dwt. For the first time in ten years, The Spanish controlled fleet under foreign and other ship types increased notably
the tonnage has decreased slightly, 2.2% in flag remained practically stable as compared (13.5% and 21.0%, respectively) thank to the
terms of GT and 3.9% in dwt, while the to the year before, adding-up 112 ships with cruises and chemical tankers that entered
number of ships has reduced in 19 units. The 1.9 million GT. However, the Canary Island into service during the year.
average tonnage of the fleet stood at 14,531 Register fleet decreased in 19 units and 3.6%
in terms of GT. Therefore, at the beginning Spanish shipping companies continue con-
of 2006, Spanish shipping companies contro- trolling abroad all their bulkcarriers and
lled, under Spanish flag, 60.1% of their ships 70.0% of their refrigerated cargo ships
and 54.6% of their tonnage, while two years (73.9% in terms of GT). General cargo and
ago these figures were 64.6% and 57.7%, res- tankers fleet share is almost the same under
pectively. Spanish and foreign flags. All of them are
ships operating in the tramp international
This change in trend, already commented in market and they need to adjust their costs in
this report last year, has been caused, at least order to be able to compete with operators
in part, by legal modifications, mainly in the that make use of open registries.
Spanish labour framework, which are
seriously damaging the Spanish competiti- Nevertheless, only 10.5% and 18.2% of the
veness of the fleet registered under Spanish total number of containerships and gas tan-
flag. kers, in both cases less than 4% in terms of
GT, controlled by Spanish companies, are
It is worth mentioning that, during the first operated under foreign flags.
months of 2006, while the fleet controlled Containerships are involved mainly in cabo-
under Spanish flag remained practically tage liner trades, where the use of European
unchanged, the fleet controlled under flag is mandatory, while the LNG tankers
foreign flags increased by 11%, both in terms fleet have long term contracts with Spanish
of GT and dwt. industries.
In 2005, ro-ro and general cargo tonnage The favourite foreign registers for Spanish
controlled by Spanish companies decreased shipowners, at the beginning of 2006, were
Bahamas, with 13 ships and 604,536 GT During 2005 7 newbuildings operated by
(11.6% of total ships operated abroad and Spanish shipping companies came into ser-
32.6% of total GTs) and Madeira with 19 vice: three passenger vessels, two product
ships (16.9% of total ships operated abroad) tankers, one chemical tanker, one product
and 532,297 GT (28.7%). There were 53 ships tanker and one crude tanker, adding up
registered under Panama flag (47.3% of the 168,697 GT and 253,882 dwt. Four of these
total ships operated abroad) although they newbuildings, with 65% of GT, were registe-
only account for 16.7% of the GTs. In addi- red under the Spanish flag and the other
tion, there were 7 ships flagged in Cyprus three in foreign registries (Panama and
with 156,350 GT and one more in Brazil with Cyprus).
These 7 ships mean a total investment of
At 1 January 2006, the average age of the about 237 million euros. Added to the 18
fleet controlled by Spanish shipowners was ships that entered into service in 2004 and
16.5 years, as compared with 17.0 the pre- the 13 received in 2003, the total investment
vious year. So, thanks to the investment in new ships is over 1,477 million euros in
effort made by our shipping companies in the last three years.
the last years, the fleet renewal process con-
tinues overcoming the vegetative ageing
trend. 22.8% of the ships and 40.4% of the
GT controlled by Spanish shipowners have
an average age less than 5 years and these
percentages increase to 36.7% and 53.1%,
respectively, if the reference is 10 years.
By ship types, 95.2% of total gas tankers ton-
nage is younger than 5 years, in the same
way that 49.9% of the tankers tonnage,
29.9% of the ro-ro and 27.9% of the passen-
ger ships. On the other extreme are contai-
nerships and general cargo vessels, with
69.7 and 66.3% of their registered tonnage,
respectively, over 20 years old. Source: ANAVE Figures as of January 1st 2006
INTERNATIONAL MARITIME POLICY
HIS chapter summarizes, in chrono- international legal instrument on Ship On 22 July 2005, the Official Journal of the
logical order, the most relevant events Recycling. EU (OJEU) published Directive 2005/33 on
that have taken place during the last the sulphur content of marine fuels. Besides
year in the international maritime policy. In February 2006, an international conferen- being very harmful for the maritime
ce held at ILO headquarters in Geneva (in industry in general and going further than
International framework (IMO-ILO) the picture) adopted a new Convention on MARPOL Annex VI requirements, it will
maritime work that builds together and imply, in the medium term, an important
MARPOL Annex VI came into force in May
brings up to date all the ILO conventions on deterioration of Short Sea Shipping competi-
19th 2005: Regulations for the prevention of
this matter. It will come into force 12 months tiveness as compared to road transport and
air pollution from ships. In July 2005, the EU
after it is ratified by 30 States with at least an increase in CO2 emissions. This means
published a Directive with specific
33% of the total world fleet tonnage. additional difficulties for Southern EU coun-
European legislation on the same matter.
tries, especially for Spain, to fulfil the Kyoto
This Directive is commented under the EU
The 1996 Protocol to the London Convention Protocol requirements. The first step on its
framework epigraph below. The XXIV IMO
on the prevention of marine pollution by application will take effect as from 11
Assembly agreed in creating a new binding
dumping of wastes and other matters, ente- August 2006, affecting passenger ships in
red into force on 24 March 2006. It includes a liner services, although there are still diffe-
new approach to the dumping of waste that, rent interpretations on whether cruise ships
in general, is forbidden, except for a very will be included or not. Spain should adopt
restrictive list of approved materials. The the most flexible reading in order to avoid
main criterion is that the company who damaging their cruise and tourism interests.
pollutes must pay the contamination costs.
On 30 September 2005, the OJEU published
European framework (EU) Directive 2005/35 on ship-source pollution
and on the introduction of penalties for
On 1 July 2005 entered into force, for passen- infringements. The final outcome of this
ger ships in national cabotage trades that Directive was very disappointing for all
separate more than 20 miles from the coast, maritime international associations (ICS,
Regulation 725/2004 on Enhancing Ship ECSA, INTERTANKO, etc.) due to its much
and Port Facility Security (ISPS Code) . In contested deviation from the IMO frame-
addition, Directive 2005/65 of 29 October work. This Directive could lead to the appli-
extended the application of this Code to the cation of penal sanctions, including impri-
whole port by coordinating the security sonment, even in case of genuine accidental
plans of the individual port facilities. ship-source pollution.
In December 2005, the Commission adopted - Establishing a Community framework for launched, around mid June, the strategic
a proposal to repeal the Group Exemption the investigation of marine casualties. orientations of the new EU ports policy
for Liner Conferences contained in - Building together and assessing the qua- which should include steps to advance in
Regulation 4056/86. Major international lity systems of the Classification Societies. the necessary liberalization process.
lines, associated in the European Liner
Affairs Association (ELAA), have accepted b) Two proposals about shipping compa- Since March 2005 the Commission has been
the repeal. ECSA remarked the relevance of nies' responsibilities, that worry and affect working in a Green Paper on EU's Future
the issue in the relationships with third- especially shipowners and go far beyond the Maritime Policy, which is being coordinated
countries and adviced the Commission international legal framework: by Commissioner Joe Borg. It was presented
against an immediate abolition. Finally, a - A Directive on civil liability and financial on the first week of June and includes an
transitional two years period has been esta- securities for shipowners analysis of the EU maritime industry as a
blished, in order to allow for denouncing the - A Regulation on the liability of carriers of whole, looking for synergies and remarking
UNCTAD Code and for re-negotiating exis- passengers by sea, including the incorpo- its importance for the EU in economical,
ting bilateral agreements. ration of the 2002 Protocol to the Athens social and environmental terms. We unders-
Convention. It also proposes to extend the tand that it must be seen as a positive appro-
Also in December, the Commission adopted scope of application to domestic trades. ach. It would be timely that Spain, in the
the third package of legislative proposals on same way, revises its national maritime
maritime safety following the Erika accident, On 18 January 2006, the European policy from a global perspective.
known as Erika III. It consists of seven speci- Parliament rejected, by an overwhelming
fic proposals mostly intended to improve the majority and in first reading, the second pro-
efficiency of already existing measures: posal for a Directive on market access to
port services. As a result, on 8 March,
a) A group of 5 proposals on Maritime Commissioner Barrot withdrew Directive II.
Safety, relative to: As it can be remembered, the conciliation
- Port State Control. text on the previous proposal was rejected
- Vessel traffic monitoring and information by the Parliament in November 2003. This
system (including provisions related to new initiative was heavily criticised by
the acceptance of ships in distress ). some States and institutions that were
- Compliance with Flag State against the liberalization process and there
Requirements, to ensure that EU Member were even violent stevedore demonstrations
State fulfil their obligations as flag States in front of the European Parliament head-
in accordance with IMO Conventions. quarters (see picture). Commissioner Barrot
NATIONAL MARITIME POLICY
S the main positive event, it is worth legislative instruments adopted in previous and bringing up to date the Spanish
noting that thanks to the good years and by the still unfinished decision Maritime Law, introduces significant
results registered in 2005 by the process on several initiatives of high rele- reforms, both on private and public Law.
Spanish fleet in the Paris MOU inspections, vance for the maritime industry. Although we don't know yet the final text,
the Spanish flag is in the PSC White List as the Ministries of Justice and of
from 1 January 2006. Spanish shipping com- On 24 February the Government approved a Infrastructure have demonstrated a genuine
panies, coordinated by ANAVE, will conti- proposal to amend Law 48/2003 on the eco- concern about ANAVE's worries and propo-
nue cooperating with the Ministry of nomic and fiscal regime of Spanish Ports, and sals on this issue, which have as main goals
Infrastructure in the project called “White sent it to the Parliament. Major issues are: of this complex legal exercise:
List Plan” to ensure the consolidation of this - It maintains port dues legal nature (as - Getting a Spanish legal framework as
achievement. public prices) and the criterion of economic much in line as possible with the interna-
self-sufficiency of Spanish Port Authorities, tional legislation in force and especially
Besides, the last twelve months have been enhancing further their self-government with that in effect in other EU countries.
characterized by some changes in important by allowing them to fix their port dues. - Obtaining a perfect connection between
- Port services legal title comes back to Port the numerous Spanish and European regu-
Authorities. lations and the international Conventions
- Although stevedore's regime changes are in force, to avoid legal uncertainty.
minimal, they have been hardly confron- - To describe perfectly the present maritime
ted by the Unions, even with strikes. transport reality (in aspects such as the
legal concept of shipping company or
ANAVE has proposed several amendments, charter contracts), taking into account all
both in the public information process and the economic and legal consequences of
through the parliamentary groups, addres- the proposed changes.
sed to avoid excessive increases of port dues
on captive users and looking forward to On 29 March entered into force Law 4/2006,
obtaining a stable Law, with the maximum which adapted the Tonnage Tax regime for
consensus and economic efficiency. shipping companies and the REC special tax
rebates, to the European Guidelines on state
The Ministry of Justice continued the elabo- aid to maritime transport of 2004. In several
ration of the General Navigation Law, an aspects it implies an additional loss in the
ambitious project presented in February competitiveness of Spanish flag ships. It
2005 which, besides to building together includes:
- Non-EU seafarers on board passenger
ships or ferries operating in regular
European trades, including national cabo-
tage trades, will not benefit anymore from
the REC fiscal and social rebates.
- It legally clarifies that the 90% discount on
the Social Security contribution for ships
registered in the Special Canary Island
register can be applied to the whole
- There are restrictions in the application of
the Tonnage Tax regime to non Spanish or
non European flagged ships, which in
some aspects go beyond the requirements
of the 2004 guidelines. At least, ANAVE's
intervention will make possible that the
changes included in the new Law will not
be applied retrospectively and, therefore,
shipping companies that are already in the
system will not be affected.
- It clarifies the conditions under which
towing and dredging activities can be
included in the Tonnage Tax. Shipmanagers reason why, in 2006, the Spanish flagged ANAVE continues working with the Labour
will be also eligible to apply it. fleet tonnage decreased slightly (-3.0%), for authorities on a simpler procedure that will
the first time in 10 years. be possibly implemented in the near future.
A new regulation on the immigration Law,
published in January 2005, blocked the ANAVE's has made possible the unblocking In the meantime, we must thank the General
employment of non-EU seafarers on board of the situation by means of an agreement Directors of Merchant Marine, Immigration
ships registered in the Canary Islands (REC) with the two major Spanish seafarers Unions. and the Social Maritime Institute, as well as
that, although not very significant in absolu- Although it does not solve the administrative other officials of the Labour Ministry, for
te terms, is essential for the competitiveness process, which is longer and more complex their positive attitude and co-operation in the
of some ships. This was indeed the main than it was before, it is indeed a step forward. search of solutions for this complex issue.
Acciona Trasmediterránea Cía. de Remolcadores Ibaizábal, S.A. Eitzen Chemical (Spain), S.A. Fred. Olsen, S.A.
Avda. de Europa, 10 - P.E. La Moraleja Muelle Tomás Olábarri, 4 - 5º Avda. Severo Ochoa, 28 - 5º A Edificio Fred. Olsen
28108 ALCOBENDAS - MADRID 48930 LAS ARENAS Edificio Marina Marbella Polígono Industrial Añaza, s/n
Phone: 91 423 85 00 VIZCAYA 29600 MARBELLA 38111 SANTA CRUZ DE TENERIFE
Fax: 91 423 89 95 Phone: 94 464 51 33 MÁLAGA Phone: 922 62 82 00
E-mail: firstname.lastname@example.org Fax: 94 464 55 65 Phone: 95 276 51 78 Fax: 922 62 82 01
Web: www.trasmediterranea.es E-mail: email@example.com Fax: 95 276 58 85 E-mail: firstname.lastname@example.org
África Affairs, S.A. Cía. Logística de Hidrocarburos, S.A.
María de Molina, 5 - 3º Méndez Álvaro, 44 FRS Iberia, S.L.
28006 MADRID Empresa Naviera Elcano, S.A. Avda. de la Constitución, 2 C Bloque 1 - 3º D
28045 MADRID José Abascal, 2 y 4 - 4ª planta
Phone: 91 564 94 31 Phone: 91 774 60 00 11380 TARIFA - CÁDIZ
Fax: 91 561 63 93 28003 MADRID Phone: 956 62 74 40
Fax: 91 774 60 92 Phone: 91 536 98 00 Fax: 956 62 74 33
E-mail: email@example.com E-mail: firstname.lastname@example.org
Fax: 91 445 13 24 E-mail: email@example.com
Atlántico Shipping, S.A. E-mail: firstname.lastname@example.org
José Artes de Arcos, 34 Entreplanta local J Gas Natural Aprovisionamientos SDG.
Cía. Trasatlántica Española, S.A. Avda. de América, 38
04004 ALMERÍA José Abascal, 58 - 3º Ership, S.A.
Phone: 950 62 08 42 Lagasca, 88 - 5ª planta 28028 MADRID
28003 MADRID Phone: 91 589 30 00
Fax: 950 62 08 43 Phone: 91 451 42 44 28001 MADRID
E-mail: email@example.com Fax: 91 356 24 83
Fax: 91 399 37 36 Phone: 91 426 34 00 E-mail: firstname.lastname@example.org
E-mail: email@example.com Fax: 91 575 75 65 Web: www.gasnatural.com
Beltship Management, A/S Web: www.trasatlantica.com E-mail Flota: firstname.lastname@example.org
Príncipe de Vergara, 10 E-mail Comercial: email@example.com Gasnaval, S.A.
28001 MADRID Contenemar, S.A. Parque Empresarial Ibarrabarri, Edificio A-1
Phone: 91 577 72 30 Velázquez, 150 Eurolíneas Marítimas S.A., BALEÀRIA Avda. Sabino Arana, 18
Fax: 91 575 95 20 28002 MADRID Estación Marítima, s/n 48940 LEIOA - VIZCAYA
E-mail: firstname.lastname@example.org Phone: 91 745 47 00 Phone: 94 479 56 00
Fax. 91 745 47 32 ALICANTE Fax: 94 416 73 16
Brisa Lines, S.A. E-mail: email@example.com
Paseo de la Habana, 72 - Local 3 E-mail: firstname.lastname@example.org Phone: 966 42 86 00
28036 MADRID Web: www.ral.es/contenemar Fax: 965 78 76 05
Grupo Boluda Fos, S.L.
Phone: 91 564 16 68 E-mail: email@example.com Capitán Haya, 21
Fax: 91 564 16 69 Consortium Hispania Lines, S.A. Web: www.balearia.com
Arbea Campus Empresarial 28020 MADRID
E-mail: firstname.lastname@example.org Phone: 91 418 36 00
Web: www.brisalines.com Edificio 4 -1º Europa Ferrys, S.A.
Ctra. Fuencarral a Alcobendas Fax: 91 418 36 10
Avda. Virgen del Carmen, 1 E-mail: email@example.com
Buquebús España, S.A. 28108 ALCOBENDAS 11201 ALGECIRAS
Estación Marítima Área Comercial 1ª planta MADRID CÁDIZ Ibaizábal Management Services, S.L.
11207 ALGECIRAS - CÁDIZ Phone: 91 383 93 45 Phone: 956 65 23 24 Paseo de la Castellana, 104 - 2º izqda.
Phone: 956 65 20 65 Fax: 91 302 37 52 28046 MADRID
E-mail: firstname.lastname@example.org Fax: 956 66 69 05
Fax: 956 66 83 32 E-mail: email@example.com Phone: 91 521 06 71
E-mail: firstname.lastname@example.org Web: www.chl.es Fax: 91 411 29 40
Cemex España, S.A. Distribuidora Marítima Petrogás, S.L.U.
Avda. Bravo Murillo, 5 Flota Suardíaz, S.L. Isleña Marítima de Contenedores, S.A.
Departamento de Buques
Hernández de Tejada, 1 Edif. Mapfre 3º D Ayala, 6 Prolong. Muelle Adosado, s/n
28027 MADRID 38003 SANTA CRUZ DE TENERIFE 28001 MADRID Tinglado Oeste
Phone: 91 377 92 00 Phone: 922 53 43 80 Phone: 91 576 23 03 07012 PALMA DE MALLORCA
Fax: 91 377 93 78 Fax: 922 29 32 24 Fax: 91 431 80 93 Phone: 971 22 91 00
E-mail: email@example.com E-mail: firstname.lastname@example.org E-mail: email@example.com Fax: 971 22 91 27
Web: www.cemex.es Web: www.petrogas.es Web: www.suardiaz.com E-mail: IscomarComercial@ral.es
Knutsen España, S.L. Naviera de Galicia, S.A. Navinorte, S.A. Repsol YPF Trading y Transporte, S.A.
Calendulas, 95 - Miniparc II - Edif. M. Pta. 1 Payo Gómez, 7 - 2º Gregorio Marañon, 1 - Bajo II Paseo de la Castellana, 278 - 2º
28109 ALCOBENDAS - MADRID 15004 A CORUÑA 33203 GIJON 28046 MADRID
Phone: 91 658 50 65 Phone: 981 17 30 58 ASTURIAS Phone: 91 348 80 00
Fax: 91 650 46 63 Fax: 981 13 95 62 Phone: 98 519 55 60/61 Fax: 91 348 62 31
E-mail: firstname.lastname@example.org E-mail: email@example.com Fax: 98 519 55 64 E-mail: firstname.lastname@example.org
Web: www.macogasaddy.com E-mail: email@example.com Web: www.repsolypf.com
Líneas Marítimas Europeas, S.A. Web: www.gjunquera.com
Castelló, 66 - 5º A S.A. Tudela Veguín
28001 MADRID Naviera Lúa, S.A. OPDR Canarias, S.A. Argüelles, 25
Phone: 91 435 38 39 Pabellón Servicios Explotación Avda. José Antonio, 10 33003 OVIEDO
Fax: 91 431 21 25 Muelle San Diego E. Mapfre, 3º - Local B Phone: 98 598 11 00
E-mail: firstname.lastname@example.org 15006 A CORUÑA 38003 SANTA CRUZ DE TENERIFE Fax: 98 598 11 01
Web: www.lineasme.com Phone: 981 29 45 68 Phone: 922 53 26 20/22 E-mail: email@example.com
Fax: 986 88 03 82 Fax: 922 24 71 78
Marítima Peregar, S.A. E-mail: firstname.lastname@example.org E-mail: email@example.com Teekay Shipping Spain, S.L.
Calle de la Hortensia, E-11 Polígono Sepes Web: www.opdr-canarias.com Musgo, 5 - 2º
52006 MELILLA Naviera Murueta, S.A. 28023 MADRID
Phone: 95 269 62 62 San Vicente, 8 OPDR Hamburgo Phone: 91 307 73 29
Fax: 95 267 19 21 Kajen, 10 Fax: 91 307 70 43
E-mail: firstname.lastname@example.org Edif. Albia I - 9º
D-20459 HAMBURGO E-mail: email@example.com
48001 BILBAO ALEMANIA Web: www.teekay.com
Naviera Alvargonzález, S.A. Phone: 94 600 40 60 Phone: + 49 40 36 15 80
Cabrales, 20 Fax: 94 424 70 71 Fax: + 49 40 36 44 31 Transportes Marítimos Alcudia, S.A.
33201 GIJON E-mail: E-mail: firstname.lastname@example.org Teodoro Canet, 26
Phone: 985 34 44 00 email@example.com Web: www.opdr.de 07410 PUERTO ALCUDIA - BALEARES
Fax: 985 35 98 49 Web: www.navieramurueta.com Phone: 971 54 59 32
E-mail: firstname.lastname@example.org Operadora Dredging and Maritime Fax: 971 54 73 56
Naviera del Odiel, S.A. Management, S.L. E-mail: email@example.com
Naviera Armas, S.A. José Abascal, 58 - 3º San Vicente, 8 - E. Albia I - 2º depto. 12
Dr. Juan Domínguez Pérez, 2 28003 MADRID 48001 BILBAO Tyco Marine, S.A.
Urbanización El Sebadal Phone: 91 441 94 11 Phone: 94 605 47 76 Silva, 1 - 3º
35008 LAS PALMAS DE GRAN CANARIA Fax: 94 605 47 79 28013 MADRID
Phone: 928 32 73 83 Fax: 91 442 03 89
E-mail: firstname.lastname@example.org Phone: 91 540 15 00
Fax: 928 32 73 32 E-mail: email@example.com Fax: 91 541 76 62
E-mail: firstname.lastname@example.org Web: www.grupoodiel.org Pullmantur, S.A. E-mail: email@example.com
Web: www.naviera-armas.com Mahomia,2 - E. Pórtico - 5º Web: www.tycotelecom.com
Naviera Pinillos, SA. Avda. de los Andes
Naviera del Cantábrico, S.A. Capitán Haya, 21 Campo de las Naciones United European Car Carriers (Ibérica), S.A.
Alfonso XII, 34 28020 MADRID 28043 MADRID Hermosilla, 11 - 2º B
28014 MADRID Phone: 91 418 36 00 Phone: 91 418 87 00 28001 MADRID
Phone: 91 701 49 21 Fax: 91 418 36 10 Fax: 91 556 58 87 Phone: 91 575 83 55
Fax: 91 701 49 28 E-mail: firstname.lastname@example.org E-mail: Fax: 91 431 53 63
E-mail: email@example.com Web: www.pinillos.com firstname.lastname@example.org E-mail: email@example.com
Naviera Fos, S.L. W.W. Marpetrol, S.A.
Capitán Haya, 21 Naviera Vizcaína, S.A.
Remolques Marítimos, S.A. Guzmán el Bueno, 133 - 1º
28020 MADRID General Rodrigo, 6 - 1º José Abascal, 32 - 4º Dcha. Edificio Germania
Phone: 91 418 36 00 28003 MADRID 28003 MADRID 28003 MADRID
Fax: 91 418 36 10 Phone: 91 533 37 00 Phone: 91 444 16 00 Phone: 91 533 37 00
E-mail: firstname.lastname@example.org Fax: 91 553 14 15 Fax: 91 444 16 01 Fax: 91 554 68 23
Web: www.grupoboluda.com E-mail: email@example.com E-mail: firstname.lastname@example.org E-mail: email@example.com
Dr. Fleming, 11 – 1º D – 28036 Madrid – Spain – Telf.: +34 91 458 00 40 – Fax: +34 91 457 97 80 – firstname.lastname@example.org – www.anave.es