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International Representatives EDITOR'S NOTE E xplosive growth in the cruise shipping sector has led to many interesting developments, particularly the diversion of new ship orders from traditional powerhouses in European to emerging players in the U.S. and Asia. While it would be foolhardy to proclaim a definitive shift in the balance of power — as European yards still hold a commanding lead over the rest of the world for the business of building cruise and ferry ships (see chart on page 29) — it is interesting to note the number of significant orders flow- ing to U.S. and Asian yards. While the final judgement will be reserved until final delivery, when overall cost and quality can be ascertained, this undoubtedly could be considered a watershed event in years to come. A host of new players have their foot wedged in the door to claim new, high-value cruise ship business, and it is a good bet that yards such as Ingalls Shipbuilding and Mitsubishi Heavy Industries (which recently won its first cruise ship order from Princess) will be reluctant to relinquish the momentum that they have earned. While cruise shipping provides a high per-ship value and "glitz" factor to the traditionally understated maritime market, it only represents a very small part of the overall maritime busi- ness in a given year. Perhaps more significant to the quickly evolving market are developments in the shipown- ing, shipbuilding and marine equipment supply companies, each of which has been drastical- ly reshaped through merger and consolidation. There are increasingly fewer choices for the builder of everything from a tugboat to a tanker, as well as the supplier of everything from bridge electronics to diesel engines. This is little "news" to industry watchers, but the point was starkly brought home during the recent NorShipping Exhibition, when the true breadth of equipment currently housed under the Vickers Pic banner (Ulstein, Kamewa, Aquamaster, Rauma, Brown Brothers, Michell, Bird Johnson) was fully realized. Similarly, as the business of shipowning continues its slow but steady journey towards corporatization, it would be reasonable to assume that as fleets become larger, they should start to incorporate similar outfitting characteristics, if for nothing else than for the sake of efficient maintenance. INTERNATIONAL OPERATIONS CHARLES E. KEIL, Vice President 4400 N. 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