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Ciclo de vida en sesión
Ciclo relativo al documento : O-000022/2018

Textos presentados :

O-000022/2018 (B8-0019/2018)

Debates :

PV 16/04/2018 - 17
PV 19/04/2018 - 15
CRE 19/04/2018 - 15

Votaciones :

Textos aprobados :


Debates
Jueves 19 de abril de 2018 - Estrasburgo Edición revisada

15. Interpelaciones mayores (debate)
Vídeo de las intervenciones
PV
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  Der Präsident. – Als nächster Punkt der Tagesordnung folgt die Aussprache über die große Anfrage zur schriftlichen Beantwortung mit Aussprache von Ivan Jakovčić im Namen der ALDE-Fraktion an die Kommission: Lage der europäischen Schiffbauindustrie (O-000022/2018 – B8-0019/2018) (2018/2672(RSP)).

 
  
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  Ivan Jakovčić, autor. – Poštovani predsjedavajući, industrijski sektori pomorske opreme i brodogradnje desetljećima se nalaze među najvažnijim europskim strateškim industrijama te zapošljavaju oko 450 000 ljudi u državama članicama Europske unije. Riječ je o važnim sektorima i s ekonomskog i s društvenog stajališta s obzirom na to da pružaju kvalitetno zapošljavanje za velika poduzeća i manja i srednja poduzeća te doprinose regionalnoj industrijskoj infrastrukturi.

U Europi postoji danas oko 150 velikih brodogradilišta, od kojih su mnoga aktivna na svjetskom tržištu s tržišnim udjelom od oko 6% kada je riječ o tonaži. Međutim, poštovana povjerenice, brodograđevne nacije u Europi preslabe su da bi se mogle nositi s pritiskom konkurencije iz Azije, posebno, naravno, iz Kine i Južne Koreje u kojima postoje posebne nacionalne strategije za njihovu brodogradnju s jasnim ciljevima podrške.

S obzirom na inicijativu LeaderSHIP 2020., ima li Europska komisija poseban plan za stvaranje sveobuhvatne industrijske strategije za europski pomorski sektor i sektor brodogradnje kako bi se poduprla dugoročna konkurentnost, gospodarska stabilnost i rast tog važnog sektora? Poduzima li Komisija konkretne mjere za očuvanje i podupiranje visokotehnološke i visokovrijedne konkuretne prednosti europske brodogradnje? Ima li Komisija jasnu politiku i mjere, koje su na snazi danas, za suočavanje s prijetnjama koje predstavljaju nepoštenu međunarodnu konkurenciju i izostanak globalnih trgovinskih pravila? To su moja pitanja.

Ali naravno, želim se ovdje prije svega zahvaliti što ste prihvatili ovu moju inicijativu da razgovaramo o ovim temama i žao mi je da nema još nekih drugih kolegica i kolega iz moje zemlje zato što je za Hrvatsku to posebno važno. I zato se sada želim djelomično osvrnuti na hrvatsku brodogradnju.

Dobro mi je poznato koliko je važno osigurati opstanak brodogradnje u Hrvatskoj jer ne govorimo samo o očuvanju radnih mjesta, već govorimo o očuvanju znanja i vještine gradnje broda. Uljanik iz Pule, kojega, naravno, najbolje poznajem, može postati prava europska silicijska dolina brodograđevne pameti i znanosti. Pretpostavka za to je brza i ozbiljna i dugoročna reakcija državnih i europskih institucija. Uz Uljanik, i 3. maj iz Rijeke te Brodosplit i HBT iz Dalmacije još uvijek su poduzeća koja imaju znanje i tržište, ali trebaju europsku i nacionalnu pomoć.

Naime, glavni problem je prvenstveno financijske naravi. I to financiranje izgradnje broda i financiranje kupca tog broda, kao što to rade drugi, i to je ključno za opstanak brodogradnje, ne samo u Hrvatskoj. Zato pozivam Europsku komisiju da osmisli i predloži osnivanje posebnog instrumenta kako bi se mogla na konkurentan način financirati europska bodograđevna industrija.

Često ovdje, gospođo povjerenice, govorimo o potrebi reindustrijalizacije Europe. Umjesto da najprije usvojimo efikasne mjere za spas onih industrija koje imaju sinergijsku, tehnološku, znanstvenu i ekonomsku snagu, koje mogu nositi razvoj Europe i u budućnosti. Stoga predlažem da se odmah zaustavi zatvaranje ili likvidacija brodogradilišta u zemljama članicama Europske unije. Naravno da to znači i novo definiranje mjera i kriterija, što moraju zajedno učiniti Europska komisija i vlade zainteresiranih zemalja članica.

Ne možemo šutke promatrati kako nestaje jedna od ključnih europskih industrijskih grana, a da istovremeno naši partneri u drugim dijelovima svijeta provode svoju politiku otvorenih subvencija i pomoći svojoj brodograđevnoj industriji. Razumijem potrebu tržišnog i otvorenog pristupa jer sam, uostalom, u obitelji liberala, ali ako je konkurencija netržišna i neliberalna i čini sve kako bi spasila svoju industriju, onda pozivam da to učinimo i mi. Za mene je potpuno neprihvatljivo zatvaranje očiju pred konstantnim gubitkom udjela europskih proizvođača na svjetskom tržištu.

Upravo je brodogradnja simbol povezanosti europske industrije jer je naš brod, europski brod, zajednički europski proizvod u koji su ugrađeni mnogobrojni materijali i proizvodi koji se sastavljaju u brod u jednoj zemlji, a dolaze iz niza drugih zemalja. Zato, stvorimo odmah novi koncept i strategiju očuvanja brodogradnje.

 
  
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  Elżbieta Bieńkowska, Member of the Commission. – Mr President, firstly, I want to thank the House for having this opportunity to discuss this important sector of European industry. This is important for most of the European Member States.

Let me start my remarks by looking at the wider context. As you maybe remember, in September last year, President Juncker gave a very strong political signal about the need to make our industries stronger, and to make our industries more competitive. Just a few weeks after this, we at the Commission presented and adopted and comprehensive industrial policy strategy. The strategy addresses the remaining gaps with actions that this Commission and this Parliament can still carry out. Even though time is rather short, I think we can still take action here.

So, the document: our horizontal industrial strategies are empowering all sectors to innovate and to adapt. The ship building sector is one of many sectors within this framework, and some actions can be the same for all of them, although each sector has its own specifics. Within this framework, we have also taken concrete action to support industrial transformation in specific sectors. And this is an exact example of what we are doing.

The shipbuilding and maritime equipment industries are important from both an economic and social perspective as you rightly put it, Honourable Member. They have provided highly qualified jobs contributing to regional economic development, but the global market situation, as we all know, remains difficult for a number of companies in Europe.

Against this background, Leadership 2020, as adopted by all relevant stakeholders, constitutes an important initiative focusing on innovation, access to finance skills, market access and some incentives and, maybe, some support for shipyards and the maritime equipment industry. All of those topics and issues are Commission priorities.

As regards the first question, on the Commission plan to support long-term competitiveness and growth, our Leadership 2020 programme provides an action plan. Most of the actions are to be decided and implemented by stakeholders themselves, but we are not resting on our laurels and are doing our job. Some actions, especially regulatory ones or negotiations with third countries’ international organisations are for the Commission to initiate or to follow.

The second question, on how to preserve and support the high-tech and high-value competitive advantages of European shipbuilding. The very purpose of Leadership 2020 exercise was to identify new opportunities in the areas of innovation, the application of new technologies for the purposes of greening and diversification into new markets.

Let me remind you that the recent historic decision by the global shipping industry to cut for the first time its greenhouse gas emissions is both a challenge but also an opportunity. It shows that Leadership 2020, with its strong innovation and greening focus, remains fully valid. More particularly, under the research pillar of Leadership 2020 we have actions to exploit new market opportunities and support zero-emission and energy-efficient vessels.

The high-value competitive advantage of European shipbuilding cannot be preserved unless we maintain our human capital and the necessary know-how and related skills. So, in 2015, the Commission endorsed the proposal by the maritime industry to set up a maritime European Sectoral Skills Council as part of the EU-funded project entitled ‘Creating a European Skills Council for the Maritime Technology Sector’.

Another initiative which we are quite proud of is maritime technologies, one of the pilot priority sectors under the blueprint for sectoral cooperation on skills. We have chosen a few sectors – seven or eight – for the first round of financing, and the maritime sector is one of them. This was launched under the new skills agenda for Europe in June 2016. Most recently, under the Erasmus+ sector skills alliances, we supported the project on maritime technologies with nearly EUR 4 million funding. This project kicked off in 2018, just a few weeks ago.

Regarding your question on the need for a clear policy on the measures to target threats under the unfair international competition. Let me say that, as you also rightly say, the shipbuilding nations in Europe are too weak to cope with the competitive pressure from Asia. Again, this is exactly what our document Leadership 2020 aims to change. The Commission continues to negotiate in the framework of the OECD Working Group on shipbuilding. The sixth EU-China shipbuilding dialogue took place in March 27 last year in Beijing. The objective was to address obstacles limiting business opportunities in China, for instance restrictions on ownership, local content requirements in granting subsidies, weak protection of intellectual property rights, etc. Such exchanges do not bring immediate results, but they represent the only way forward to demonstrate the mutual benefits of fair trade relations to China and other countries.

A word on foreign direct investment (FDI): Europe needs to remain open to FDI. However, let’s not be naive, this openness cannot mean allowing transactions by foreign governments or state-owned foreign investors with a hidden agenda. They may seek to gain control of European companies, firms whose activities are critical for the EU or national security and public order. The FDI screening proposal, which is now in the hands of the Parliament and the Council, aims to target this issue. It provides a framework for screening FDI transactions that may pose a risk. Critical infrastructure, like ports and shipyards, are included in the proposal.

Finally, a recent study commissioned by the Commission on the new trends in globalisation in shipbuilding and maritime suppliers identifies a number of challenges but also – even more importantly – gives concrete recommendations. This Commission has been discussing those recommendations with industry representatives and we will draw appropriate conclusions. This will also be a part of our discussion at the next MFF.

 
  
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  Seán Kelly, on behalf of the PPE Group. – Mr President, it gives me great pleasure to represent the EPP here this afternoon. The EPP are fully committed to industrialisation of Europe and keeping our competitiveness. I would like to congratulate the ALDE Group and support and, indeed, reiterate their question on this crucial issue, which was so well presented to us just now by Ivan Jakovčić.

The future of the European shipbuilding sector is under great threat from growing international shipbuilding industries, and only a clear, targeted EU shipbuilding policy offering an integrated and unified approach towards international competition will help Europe to cope with these competitive and societal challenges. We need to develop a collective strategy that rivals that of our Asian counterparts, for example.

Ireland, my country, is an island nation and is well served by a thriving shipbuilding industry and can contribute greatly to a joint European effort to re-jig the sector. During the 1820s and 30s Cork, in my constituency, became the most important shipbuilding centre in the country and continued to be important until the 1860s. The Verolme docks at Rushbrooke in Cobh once employed over 1100 people in shipbuilding and many large ships were built and launched from there. This included a number of vessels such as the L.E. Eithne, which has been for the Irish naval service, which has its headquarters nearby.

The Verolme dockyard unfortunately closed in 1984 with major job losses to the area and greatly contributed to Ireland’s dwindling shipbuilding sector. The Port of Cork, however, is the second biggest in the country and linked to major other ports. This could contribute greatly to this development. Small boat building, repair and refurbishment and offshore operation and maintenance continue to operate in Cork and throughout Ireland, but the potential beneficial opportunities in reviving this once-thriving shipbuilding industry are endless.

Limerick, also in my constituency, has Foynes port, a wonderful port. I’m currently working with the port company CEO, Pat Keating, to get it upgraded to corridor status. Given that it is one of Europe’s most naturally deep ports, it has huge potential. And on May 18 I will be guest speaker at a major conference in Limerick organised by Foynes port.

I want to thank the Commission, who will be taking part there are and will be able to see the port for themselves. Also, there are many small fishing ports in my constituency, such places as Kilmore Quay, Castletownbere, Dingle and Dunmore East. They are fishing ports, they are vital for the economy of the constituencies and we must give them every opportunity to develop.

Finally, I just want to say, we also have Rosslare harbour in my constituency. This is used for ferries for human beings and for goods and also for haulage. Especially in a post-Brexit era its going become of major importance. So we have an opportunity to do what our President Antonio Tajani once said to stop the industrial massacre of Europe and especially to rebuild our shipping industry.

(The speaker agreed to take a blue-card question under Rule 162(8))

 
  
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  Andrejs Mamikins (S&D), zilās kartītes jautājums. – Godātais sēdes vadītāj, godātais kolēģi, paldies par to, ka jūs pieņemat manu zilās kartītes jautājumu! Kā mēs zinām, šobrīd kuģu būvēšanas nozarē Eiropai milzīgu konkurenci rada Ķīna kā valsts un Ķīnas kuģu būvēšanas sektors. Vai jūs saskatāt tuvākajā nākotnē iespējas Eiropas kuģu būvēšanas nozarei efektīvi konkurēt ar Ķīnas kuģu būvēšanas nozari?

 
  
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  Seán Kelly (PPE), blue-card answer. – I think that not only we will but we have to be. I was encouraged by the words of the Commissioner in stating how we were going to regain our competitiveness and help our ports. I think once we put our units and our strengths together we can do an enormous amount to help the shipbuilding industry and to compete with China, and not only with China but also Korea and other places. Europe has to regain its industrial strength, as I mentioned in relation to Antonio Tajani. And that’s what we’re going to do, and we can do it together with the Commission and – as you said – the Member States.

 
  
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  Andrejs Mamikins, on behalf of the S&D Group. –Mr President, today Europe is still a major player in the global shipbuilding industry. However, low demand in shipbuilding production is expected in Europe in the next 10 years. This means that this industry will face serious challenges. As far as I can see, there are few of us here in the plenary but the topic doesn’t become less important because of that.

The EU is a maritime power and we need to consider all the benefits and perspectives of this sector. Our European project is unique and makes our neighbours wonder about how we ensure such a stable regulatory framework. But we need to keep in mind that the EU is not only about norms and regulations. It is about geopolitics too.

The maritime industry still belongs, to a large extent, to power politics. To be a post-modern power in the world of modern nation-states requires us to be geopolitical players too. The study produced on behalf of the European Commission by BALance Technology Consulting shows that the well-being of the European shipbuilding sector has not only economic but also political, security-related and environmental implications for the European Union.

This is why today Europe needs a pragmatic and visionary approach towards its shipbuilding. The wise decision has been taken in Europe in recent years to concentrate shipbuilding industry on special high-tech and high-value ships. High technology is going to give us major competitive advantages and take our shipbuilding industry out of yesterday’s world.

But we should bear in mind that China also has the political objective of entering the high-tech ship market. It means that we need to think of the next steps to preserve our competitive advantage.

In the absence of effective global trade rules we absolutely need a European umbrella to protect our shipbuilders who otherwise will struggle more and more every year. The shipbuilding market remains dollar-based, and that means that we have to protect this industry in Europe from financial imbalances and ensure a fair treatment for our producers.

A strong shipbuilding industry also contributes to the new maritime security policies, the EU maritime security strategy, EU Arctic policies and EU naval missions. The EU Member States certainly have strong economic or strategic maritime interests. Therefore, they are reluctant to transfer more competences in this field to the Commission. But if we are to compete with the world’s major maritime powers we need to pool resources and adopt a common action. Brexit will undermine our maritime power to a certain extent, but it can also give us an impetus to go faster in building a common maritime policy.

Another reason why we need an effective industrial strategy in the maritime sector is environmental concerns. The EU has an image of the most progressive power in terms of environmental regulation and it should also uphold this principle in its maritime trade relations. This will also contribute to our efforts in promoting environmental standards.

Furthermore, climate change is going to uncover new maritime routes in the Arctic region. It will enable much faster transportation from Europe and Africa to Asia, rather than today when the ships pass through the Middle East and South Asia. Current routes will be abandoned as being slower, more expensive and more dangerous. This will immediately shift the competition to the north and to the Arctic region.

You have to think about it already today and start to develop new technologies for the new ships able to operate in zones of the extreme North. Colleagues, I also belong to a maritime country. Speaking about the shipbuilding industry in Latvia I need to say that our major current challenges in the shipbuilding sector are the development of workers’ skills and the improvement of the marketing system.

Thanks to the historical roots and old traditions of the shipbuilding sector, Latvia conserves its respected position amongst the world’s maritime power, which has been guaranteed by the introduction of some advanced materials, new manufacturing technologies and new designs. But such innovations are not enough to keep Latvian shipbuilding in good economic conditions, especially considering the slowdown of demand in Europe.

Today’s shipbuilding sector is in part a knowledge-based economy, and I think that the Latvian Government has to officially state it will adopt a truly European approach to ensure the development of shipbuilding and the welfare of workers.

 
  
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  Urszula Krupa, w imieniu grupy ECR. – Panie Przewodniczący! Pani Komisarz! Całkowicie popieram troskę autora interpelacji i pytania do Komisji Europejskiej dotyczące europejskiego sektora morskiego i stoczniowego, tym bardziej że dotychczasowe działania Komisji Europejskiej doprowadziły – niestety także przy współudziale poprzednich rządów – do upadku stoczni w Polsce.

Najbardziej znana z racji wydarzeń grudnia 70 i powstania Solidarności Stocznia Gdańska w ciągu swojej działalności zbudowała ponad tysiąc statków. Po odzyskaniu niepodległości i wstąpieniu do Unii Europejskiej pomoc publiczna dla ważnych zakładów okazała się być wbrew unijnym zasadom i zażądano prywatyzacji stoczni, aby nie było potrzebne wsparcie publicznymi pieniędzmi, z groźbą upadku i utraty stu kilkunastu tysięcy miejsc pracy. Odrzucono także propozycję restrukturyzacji, dając tylko czas na wyprzedaż majątku stoczni Gdyni i Szczecinowi, pozostawiając częściowo sprywatyzowaną Stocznię Gdańską kupioną przez ukraińską spółkę. Brakowało woli odbudowy przemysłu, jaka występowała w gospodarkach morskich innych państw Unii. Systematycznie niszczony przez ostatnie trzydzieści lat przemysł stoczniowy jest obecnie odbudowywany dzięki Polakom, rządowi RP, będąc jednym z największych tego typu w Europie, obejmując osiem dużych stoczni w Gdańsku, Gdyni, Szczecinie i Świnoujściu.

Przemysł stoczniowy ma strategiczne znaczenie dla bezpieczeństwa państwa, dlatego ważne byłoby zwalczanie zagrożeń związanych z nieuczciwą konkurencją.

 
  
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  Martina Anderson, on behalf of the GUE/NGL Group. – Mr President, Ireland as an island is more dependent on shipping than most EU Member States. The ongoing recklessness of the British Government with regard to Brexit means that it is only prudent to increase shipping capacity in order to avoid Ireland being punished by the likely difficulties in transit of Irish exports through Britain. So shipping and shipbuilding are of increasing importance to Ireland, north and south.

The EU strategy to deal with the economic crisis in shipbuilding has been embraced by Harland and Wolff, the largest shipyard in Ireland, which is in the city of Belfast. They have embraced innovation and technology, they are increasingly green and increasingly diversifying into new markets. A lot of the work done in recent years depends on the shipyard and the main ports in the north, namely Belfast Harbour, Warren Point, Larne and, in my home town of Derry, Foyle port, being plugged into the European market, and they all rely on the European supply chains.

Brexit is hugely damaging to that plan and risks seriously damaging the industry. Meanwhile the strategy of the British Government seems to depend more on gunboats than on any forward-looking vision for the sector. On this, like on so many other issues, the British Government seem oblivious to the consequences of Brexit for the north of Ireland. This all needs to be factored into the planning of the EU in the time ahead.

Solutions do exist to the threats posed by Brexit for each sector, including shipbuilding. We have presented these solutions through our case for designated special status for the north to remain within the EU post-Brexit. In that vein, we have also proposed a system of red and green channels that complement existing infrastructure at ports and could be used to address goods entering and leaving Ireland, north and south. I want to acknowledge the sterling work that is being done by MEP Liadh Ní Riada with regard to protecting the goods that are transiting from Ireland into Britain or via Britain into the EU.

So this system would be used for goods transiting through Britain from Ireland to the rest of the EU and would therefore protect the integrity of the single market and allow for east-west trade to continue. We do not want to see the border dividing Ireland being reinforced, nor do we want to see the Irish Sea between Britain and Ireland as an obstacle.

Need I remind Members that the Titanic was built in the Harland and Wolff shipyard in Belfast? Belfast city centre and its Titanic quarter have, as a result of the peace process, community development and European funding, seen a transformation for the better. However, on its first voyage the Titanic hit an iceberg on the North Atlantic and sank. So my appeal to colleagues is don’t let Ireland, north and south, crash on the looming iceberg that is Brexit.

 
  
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  André Elissen, namens de ENF-Fractie. – Voorzitter, de Europese Commissie heeft in haar niet te stuiten regeldrift een nieuw plan gepresenteerd, een zogenaamde allesomvattende strategie voor de scheepsbouwsector. Wij zien helemaal niets in dergelijke plannen. In de eerste plaats denk ik bij plannen van de Europese Commissie aan bemoeizucht, onzinnige en overbodige regelingen en tegenwerking van nationale soevereiniteit.

Wij staan pal voor de vrije markteconomie. Bedrijven zijn zelf verantwoordelijk voor hun succes en moeten daarbij niet in de weg worden gezeten door Europese bureaucraten, bureaucraten die geen idee hebben wat gezonde concurrentie en marktwerking daadwerkelijk is. Wij zijn tegen het overdragen van bevoegdheden aan de Europese Unie. Wij zijn tegen het verspillen van Europees belastinggeld door het tegen beter weten in steunen van onrendabele bedrijven en failliete scheepswerven.

In het verleden is ook in andere sectoren gebleken dat staatssteun en subsidies slechts uitstel van executie betekenen. Het is vaak niet meer dan een tijdelijk doekje voor het bloeden. Denk hierbij bijvoorbeeld aan de vliegtuigbouw en de auto-industrie. Ook Nederland is wat staatssteun betreft door schade en schande wijs geworden. In de jaren tachtig van de vorige eeuw heeft de Nederlandse belastingbetaler miljarden en miljarden guldens betaald voor het steunen van scheepswerven in ons eigen land, uiteindelijk zonder resultaat. Grote werven werden na enkele jaren alsnog gesloten en tienduizenden arbeidsplaatsen gingen verloren. Al het belastinggeld was dus uiteindelijk voor niets geweest.

De laatste jaren komt in Nederland de scheepsindustrie weer tot bloei. Niet dankzij de overheid, maar dankzij de kracht van ondernemerschap en innovatie in de sector zelf. Uiteindelijk is het aan de markt en niet aan de overheid om te bepalen waar en wanneer welke goederen worden geproduceerd. Het is een kwestie van vraag en aanbod, prijs en kwaliteit. Kortom, stop met de zogenaamde hulpprogramma's, stop met het Europese subsidie-infuus, beteugel de regeldrift en laat de scheepsindustrie met rust!

 
  
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  Ангел Джамбазки (ECR). – Г-н Председател, уважаеми колеги, благодаря на колегата Яковчич за повдигането на този изключително важен въпрос. Много държави в Европейския съюз имат традиции в корабостроенето и в момента тази индустрия е застрашена. А отделно стои въпросът, който се поставя непрекъснато, за т.н. реиндустриализация на Европа и на Европейския съюз.

Имаме нужда от подобни усилия, имаме нужда да запазим тези традиции. Имаме нужда да запазим тези работни места. Имаме конкуренция – немного лоялна – от държави извън Европейския съюз, които съвсем логично и съвсем нормално се опитват да влязат на тези пазари. И само от нас зависи – от нашите общи усилия като Европейски парламент и Европейски съюз, дали ще успеем да защитим собственото си производство и собствените си работни места.

(Ораторът приема да отговори на въпрос „синя карта“ (член 162, параграф 8 от Правилника за дейността))

 
  
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  Andrejs Mamikins (S&D), zilās kartītes jautājums. – Liels paldies, godātais Dzhambacki kungs, par to, ka Jūs pieņēmāt manu zilās kartītes jautājumu! Mana valsts, Latvija, iestājās Eiropas Savienībā 2004. gadā. Bulgārija kopā ar Rumāniju iestājās vēlāk — 2007. gadā. Manā valstī ir lietas, ko mēs, objektīvi vērtējot, kuģniecības nozarē un kuģu būvēšanas sektorā esam zaudējuši, bet daudz ko esam ieguvuši — mūsu nozarei, vajadzībām, cilvēkiem un visai uzņēmējdarbībai. Kā ir jūsu valstī? Ko jūs pa šo laiku esat zaudējuši un ko ieguvuši?

 
  
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  Ангел Джамбазки (ECR), отговор на въпрос, зададен чрез вдигане на синя карта. – Благодаря за въпроса, колега Мамикинс, Вие сте прав: влизането в Европейския съюз както на Латвия, така и на България е въпрос на договаряне и на преговори. Да, първоначално имаше загуба на работни места, но това дава и възможност за бъдещо развитие.

В момента в България има две действащи държавни корабостроителници и няколко действащи частни такива. И те имат договори с други държави от Европейския съюз. Така че в рамките на Съюза би трябвало да си сътрудничим. Още повече, би трябвало да си сътрудничим и в сферата на военното производство, където можем да постигнем добри резултати.

 
  
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  Elżbieta Bieńkowska, Member of the Commission. – Mr President, I want to thank everyone for their remarks. I think that the shipyard and maritime industry is so important that we probably need to take action – even more action than we’ve being doing so far – for the next 18 months.

As I mentioned our LeaderSHIP 2020 programme – which is the right framework and which provided the necessary orientation to our industries to embrace the new challenges, new opportunities to discuss innovation, the circular economy, and digitalisation – I am confident that while of course it cannot be fast, because we are jointly discussing it and making joint efforts with all stakeholders involved, it will continue to deliver useful results in the future. Member States, of course, have a key role in ensuring that the industry meets new challenges and takes advantage of the opportunities. Of course, we have to continue to work both with the Member States, with the Parliament, and with the stakeholders in the industry, but I can commit to you that I will look in those fields where our activities should be stronger and where our action can really make a difference, including access to finance, including access to markets. We are doing a lot on skills. We are doing a lot on access to markets, but I think that we will maybe get some new perspective while creating them, discussing the new budget generally on the industry – but in this framework also for the shipyard industry – so this is not the end of our discussion.

 
  
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  Der Präsident. – Die Aussprache ist geschlossen.

 
Última actualización: 26 de septiembre de 2018Aviso jurídico