Review of Maritime Transport 1985 - UNCTAD |...

91
UNITED N^TIDN^ CONFERENCE ON TR^DE ^ND DE¥EEO?^ENT Geneva Review of maritime transport 1985 Report by the secretariat ٠ / UNCTAD UNITED N^TION^ New York, 1986

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UNITED N^TIDN^ CONFERENCE ON TR^DE ^ND DE¥EEO?^ENTGeneva

Review of maritime transport

1985

Report by the secretariat ٠/ UNCTAD

U N I T E D N ^ T I O N ^ N e w York, 1986

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NOTE

This review has bee^ prepared by ^ e UNCTAD secretariat in acccrdance with ite^ ٧ of the pro^^nre of work of the Co^rnittee on ^hippin§, for consideration at the tweifth session of the Coin^ittee. Any factnai and editoriai corrections that^ay prove necessary in the h§ht of conr^ents ^ade by the Conr^ittee at that session or received directiy fro^ Governments wonid be refiected in a corri§endnnr to be issued snbse .yاentو٧

^ynrbois of United Nations documents are composed of capitai ietters combined with figures, ^^ention of such a symboi indicates a reference to a United Nations document.

The designations empioyed and the presentation ofthemateriaiin thispubiication do not impiy the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the iegai status of any country, territory, city or area, or of its authorities, or concerning the deiimitation of its frontiers or boundaries.

^^ateriai in this pubhcation may be freeiy quoted or reprinted, but acknowiedge- ment is requested, together with a reference to the document number. A copy of the pubhcation containing the quotation or reprint shouid be sent to the UNCTAD secretariat.

TD/B/C.4/299

UNITI'D NATIONS ?OBtlOATION

6.II.D.3Sales No.

ISBN 92-1-112222-8 ISSN 0566-7682

00950?

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CONTENTSParagraphs Page

vii

vii viii

ix

1- 4 1

5-19 7

5- 9 719-15 19

1^-18 14

19 14

29-2? 29

29-25 29

24-2? 2928-41 27

28-51 2752-54 27

55-55 595?-41 54

42-55 5542-54 55

55 49

55 49

Abbreviations .......................

Explanatory notes -------------------Introduction ------------------------Summary of main developments in 1985

The development of international seaborne trade

development of the > orld fleet ... ٠ ٠ ٠ ٠ ٠ ٠ ٠... ٠ ٠ ٠ ٠A. Sise and o^?nership of the world fleet .....B. Types of vessels

the world merchantAge distribution fleet ..........

cargo turnover and fleetComparison ownership .

D.

Productivity of the world fleet ...............A. Estimates of tons and ton-miles per dwt .٠B. Estimates of tonnage over-supply

Shipbuilding -------A. Ship prices B. Tonnage on order c. deliveries of newbuildings ---------------d. demolition of ships ----------------------Freight markets A. Freight rates of main cargo sectors ......

B. diner freight rates as a percentage ofprices of selected commodities ............

c. Estimates of global freight costs م.م م..مم .

Chapter

III.

IV.

V.

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44

44

4445

4^

49

Paragraphs57-76

57-69

61-62

72-7576

CONTENTS (continued)

Othe^ developments .........................

٠ Nnited Nations Convention on a Code of induct for !،iner Conferences ........United Nations invention on International Nultimodal Transport of ^ods ............Nulti^dal transport - general developments.United Nations Conference on Conditions for Registration of Ships .....................

Narine insurance, maritime liens and mortgages, and maritime fraud .......UNCTAD technical assistance in shipping and ports .....................................

D

Contracts for freight futuresANNEXES

Classification of countries and territories

geographical areas, 1979, 1983 andNorld seaborne trade according 1984

Nerchant fleets of the ؟ orld flag of registration, groups of countries and t^pes of ships, in grt and dwt, as at 1 July 1985.

VI.

Anne^

II.

III.

LIST TABLES

Development of international seaborne trade, 1979 and 1989-1985 ..Norld seairarne trade by types of cargo, 1979 and 1989-1985 -------World seaborne trade in 1979, 1983, 1984 and 1985 (est.) by types of cargo and shares of groups of countries -----------------------Distribution of >?orld tonnage (grt and d؟t) by groups of countries of registration, 1979, 1984 and 1985 ............................Distribution of tonnage of open-registry fleets by open-registry countries (grt and dwt), 1981-1985 ..............................

Table1.2.

4.

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Table Page6. Analysis of the world fleet by principal types of vessel,

1983-1985 ........................................................ 11

CONTENTS (continued)

7. Percentage shares of world tonnage by type of vessel and groups ofcountries (as at 1 July), 1988, 1983, 1 و8ه and 1985 .............. 13

8. Oistribution of ™rid fleet and TEU capacity of fully cellular containerships by groups of countriee, at niid-year 1983, 1984and 1985 15

9. ^ntainer port traffic of developing countries and territories,1983 and 1984 16

10. Age distribution of the world merchant fleet by type of vessel asat 1 July 1985 17

11. ^mparison between total cargo turnover and fleet ownership bygroups of countries, 1970 and 1981-1985 18

13. Cargo tonnage carried and ton-miles performed per dwt of thetotal ™rid fleet, 1970 and 1978-1985 31

13. Estimated productivity of tanhers, bulk carriers, combinedcarriers and the residual fleet, 1970 and 1978-1985 .............. 33

14. Estimated productivity of tankers, bulk carriers, combinedcarriers and the residual fleet, 1970 and 1978-1985 .............. 33

15. Tonnage over-supply in the world merchant fleet, 1970 and1975-1985 34

18. Analysis of tonnage over-supply by vessel type, 1980-1985 ........ 3517. ^presentative newbuilding prices, 1980 and 1983-1985 ............ 3818. Prices for hypothetical ships, 1983-1985 38

19. Norld tonnage on order at the end of each garter, 1983, 1984and 1985 39

20. Norld tonnage on order as at 30 September 1985 ................... 3121. beliveries of newbuildings, 1983-1985 3222. Distribution of deliveries of newbuildings by groups of countries

of build, 1983-1985 .......٠٠. 3323. 8roken-up tonnage trends, 1983-1985 35

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Table

TD/B/C.4/299

CONTENTS (continued)

24. Demolition prices in 1985 555. freight rate indices, 1985-1985 5?

26. Bunker prices, 1985 5927. The ratio of liner freight rates to prices of selected

commodities, 1979 and 1981-1984 4128. Estimate of total freight costs in world trade by groups of

countries, 1989, 1985 and 1984 42LIST ON GRAPHS

Graph1. International seaborne trade for selected years, 1979-1985 ....... 5

2. Norld ؛؟eaborne trade by country groups, 1985 ......... ٠..........٠ 65. Nreight as percentage of c.i.f. import values for selected

years, 1979-1984 45

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ABBREVIATIONSBAE Bunker adjustment factor CAF Currency adjustment factor

cif Cost, insurance, freight dwt Deadweight tons fob Eree on board

GDP Gross domestic productGNP Gross national productGRT Gross registered tonsLDT Light displacement tonsLNG Li^efied natural gas LPG Li^efied petroleum gas OBO Oil/bulk/oreOECD Organisation for Economic Co-operation and Development

ro/ro Roll-on/roll-offTEU IV?ent -foot equivalent unitULCC Ultra large crude carrierVIGC Ver large crude carrier

EXPLANATORY NOTESReference to dollars {$) are to United States dollars.Tons refer to metric tons, unless otherwise stated.Details and percentages in tables do not necessarily add up to the

totals, owing to rounding.Two dots ( ٠٠) indicate that the data are not available or are not

separately re؛ rted.A dash (-) signifies that the amount is nil, or less than half the unit

used.In some tables, data shown for earlier years have been revised and

updated, and may therefore differ from those shown in previous issues of this Review.

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TD/B/C.4/299 page viii

INTRODUCTION

The Review of Maritime Transport is an annual puhlioation prepared the secretariat of UNCTAD, in accordance with section V of the programme of work of the Committee on Shipping. */ The purpose of the review is to outline and anal^^se the main developments in world maritime trans؛ rt in the past ^ ear and to assess expected future short-term developments. Emphasis is given to the development of the merchant marines in developing countries as compared with other groups of countries.

V Official Records of the Trade and Development Board, Tenth Session, Supplement No. 5 (TD/B/591), annex III.

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Summary of main developments in 1985(i ر The total volume of international seahorse trade decreased slightly in 1985, with goods loaded estimated at 3.33 billion tons or 1 per oent less than in 1984.(ii) The declining trend in the si^e of the world merchant fleet also continued in 1985. At mid-year 1985 the total deadweight of the world merchant fleet was 664.8 million tons, representing a deoline of9.7 million dwt or 1.4 per oent from the previous year's figures.(iii) Ownership remained oonoentrated in the developed market-eoonomy and open-registry countries, with a combined tonnage amounting at mid-year 1985 to73.1 per cent of the total deadweight of the world merchant fleet. The share of developing countries increased to 17.1 per cent in 1985 from 15.9 per cent in 1984. Socialist countries of Eastern Europe and Asia owned 8.8 per cent of the world merchant fleet.(iv) The participation of developing countries in the world merchant fleet continued to be considerably lower than their share of international seaborne trade. Thus, in 1985, developing countries generated 37 per cent of ™rid cargo moving in international seaborne trade (exports and imports combined) but owned only 17.1 per cent of the deadweight tonnage. On the other hand, developed market-economy countries, either directly or indirectly through open-registry tonnage, owned 73.1 per cent of world tonnage while generating 56 per cent of world trade.(v) The supply/demand disequilibrium remained one of the most serious problems in the world shipping industry, although in 1985 the amount of surplus decreased slightly as compared with 1984, partly as a result of higher levels of demolition of world merchant fleet tonnage. (Tonnage reported to be sold for scrapping during the year a™unted to 41.7 million dwt, which is43.3 per cent more than in 1984.) Nevertheless, surplus tonnage as at1 July 1985 was still estimated at 161.8 million dwt or ^4.3 per cent of the total world merchant fleet (surplus tanker tonnage was estimated at102.7 million dwt or 37.1 per cent of the world tanker fleet).(vi) The proportion of freight cةهts to c.i.f. import values for developing countries continued to be approximately twice as high as that for developed market-economy countries (9.8 per cent against 5.1 per cent).(vii) Almost all freight rate indices (except that for vessels engaged in liner shipping and medium sise crude carriers) showed a declining trend in 1985.

(viii) The Jnited Nations inference on Cnditions for Registration of Ships held the second and third parts of its session from 28 January to15 February 1985 and from 8 to 19 July 1985 respectively. Rrogress achieved at these meetings contributed to a great extent to the completion of the work on the international agreement. Subsequently, at the fourth part of its session, held from 20 January to 7 February 1986, the inference finished its work and adopted the Nnited Nations invention on ^nditions for Registration of Ships. The Convention will enter into force 12 months after the date on which not less than 40 States with a combined tonnage of at least 25 per cent of world tonnage have become Contracting Parties to it.

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Chapter ITHE DEVELOPMENT OF INTERNATIONAL SEABORNE TRADE

1. As shown in tabie 1, aooording to preiiminar^^ estimates, the totai voliime of international seaborne trade decreased slightl^^ in 1985 after a significant rise in 1984. It amounted to 3.33 billion tons, which represents a1 per cent decline from the level of the previous year. (8ee also graph 1) ^ t h tanker and dry caries experienced a decline, although tanker cargoes were affected most and their volume decreased by 1.3 per cent as compared to1984. Dry bulk cargoes were reduced by 0.8 per cent in relation to the substantial growth shown in 1984. ^wever, there were some seasonal variations during the year. The most positive element in the dry bulk trade was the increase in shipments of energy coal, which rose by 15 ^ r cent. 1/2. Table 2 shows world seaborne trade by types of cargo, in terms of ton-miles. Total 1985 ton-miles decreased by 1.5 per cent as compared to the level of 1984. This decrease may be attributed mainly to a reduction in the carriage of liquid hydrocarbons (2.7 ^ r cent decrease) and grain(10.1 per cent decrease). As to the dry bulk com!^odities shown in table 2, only coal showed some growth (3.9 per cent) as compared with 1984. The share of liguid hydrocarbons in the 1985 total ton-miles slightly decreased (by 0.5 per cent) as compared to 1984 and a^unted to 41.3 per cent. It should be noted that seaborne trade of crude oil (in terms of ton-miles) has been instantly decreasing since 1980, and in 1985 was nearly half the 1980 figure. The combined share of the three main dry bulk com^dities (iron ore, coal and grain) slightly declined in 1985 to 30.2 per cent of the total ton-miles as compared with 1984, but unlike hydrocarbons their share has grown significantly since 1980, when it accounted for about ^1.8 per cent of the total ton-miles.3. The distribution of world seaborne trade by goods loaded/unloaded, broad commodity classifications and country groupings is given in table 3.^obally, dry caries represented 56.2 per-cent of the loaded goods in 1984, while crude oil as the single largest cargo group comprised 32 per cent. Comparable country grouping data indicate that in 1985 developing countries generated 47.7 per cent of all goods loaded and ^5.8 per cent of all goods unloaded, while developed market-economy countries accounted for 44.2 per cent of all goods loaded and 68 per cent of all goods unloaded. (8ee alsograph 2). The socialist countries* shares were 8.1 ^ r cent of the goods loaded and 6.2 per cent of the ^bods unloaded. The shares of goods loadedand unloaded combined are 37 ^ r cent (developing countries), 56 per cent (developed market economy countries) and 7 per cent (socialist countries), res^ctively.4. Developing countries experienced a decline in the share of world seaborne ex؛»rts (all gods) which stood at 48.7 per cent of all goods loaded in 1983 and at 47.7 per cent in 1985. ^wever, developing countries accounted for80.1 per cent of the amount of crude petroleum and 55.6 per cent of petroleum products loaded in 1985. Their share has remained practically at the same level during the last three years. Nith respect to goods unloaded the share of developing countries decreased from 27.2 per cent in 1983 to 25.8 per cent in 1985.

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Tabic 7

Uorld seaborne trade by types of cargo, 1970 and 1980-198B(Billions of ton—miles)

arا >،؟ Grudeoil

Oilproduct

4ronore

Coal lGrain§/ other ! cargo ا

اTotaltrade

ا 1و?ه 5,597 890 1,093 481 ا 47.5 2,118 ١ 10,65419S0 ا 8,385 1,020 1,613 952 ا 1,087 ا 3,720 16,777ا 1981 7,371 1,000 1,508 1,120 ا 1,131 ا 3,710 15,840ا 1982 5,£12 1,070 1,443 1,094 ا 1,120 ا 3,560 13,499ا 1983 4,478 1,080 1,320 1,057 ا 1,135 ا 3,510 12,580ا 1984 4,450 1,140 1,631 1,270 ا اذا,ا ا 3,720 13,368198b إ 4,3£0 1,120 1,610 1,320 إ 1,040 اا 3,750 13,160

jrghum and soya bean؛Source: Fearnley, Review 1985 (Oslo).

Including wheat, maize, barley, oa^s, rye.

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FableWorld seaborne trade in 1970, 1983, 1984 and 1985 (est.) а/

by types of cargo and shares of groups of countries b/ (Millions of tons and percentages of world total)

group ¥earOoods loaded Coods un (oaded

Petroleum Drycargo

Totalall

goods

Petroleum Drycargo

Totalall

goodsCrude Products Crude ProductsС 'rade irb millic>ns of I:ons)

World total 1970 1 110 330 1 165 2 605 1 101 302 1 127 2 5301983 1 069 392 1 770 3 231 1 133 349 1 830 3 3121984 1 079 399 1 886 3 364 1 166 371 1 928 3 4651985 1 065 394 1 871 3 330 1 152 367 1 914 3 433

(Pen :entage si•bare of each c؛ ،tegory of goods in to(;al)

World total 1970 42.6 12.7 44.7 100.0 43.5 11.9 44.6 100.01983 33.1 1^.1 54.8 100.0 34.2 10.5 55.3 100.01984 32.1 11.8 56.1 100.0 33.6 10.7 55.7 100.01985 32.0 11.8 56.2 100.0 33.6 10.7 55.7 100.0

(Perc:entage s)bare of trade >y groufbS of cou^btries]

Deyeloped 19'/0 2.0 27 .1 60.0 31.1 80.4 79.6 79.5 79.9market^ 1983 10.7 27.6 66.0 43.1 69.9 75.8 63.0 66.7economy 1984 11.1 ?«.١ 65.8 43.8 71.1 77.5 63.5 67.6countries 1985 11.6 28.4 66.0 44.2 71.7 78.0 63.8 68.0

Socialist 1970 3.4 8.0 8.1 6.1 1.7 1.1 5.8 3.5countries ot 1983 8.4 16.3 6.3 8.2 3.6 0.7 8.6 6.1

Eastern Europe 1984 8.4 16.0 6.4 8 2 3.6 0.8 8.8 6.2and Asia 1985 8.3 16.0 6.3 8.1 3.6 0.8 8.8 6.2

Of whichin Eastern 1970 3.4 8.0 6.9 5.6 1.2 1.0 3.7 2.3Europe 1983 6.5 15.1 5.1 6.8 3.4 0.4 5.7 4.4

1984 6.5 14.8 5.3 6.8 3.4 0.5 6.2 4.61985 6.5 14.8 5.3 6.8 3.4 0.5 6.2 4,6

in Asia 1970 0.5 0.5 0.1 2.1 1.21983 1.8 1.2 1.2 1.4 0.2 0.3 2.9 1.71984 1.9 1.1 1.1 1.4 0.2 0.3 ^.6 1.61985 1.8 1.1 1.0 1.3 0.2 0.3 2.6 1.6

Developing 1970 94.5 64.7 31.9 62.8 17.9 17.8 15.1 16.7countries 1983 80.9 56.1 ?7.7 48.7 26.5 23.5 28.4 27.2

1984 80.5 55.9 27.8 48.0 25.3 21.7 27.7 26.21985 ٠٠■' 55.6 77.7 47.7 24.7 21.3 27.4 25.8

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Table 3 (continued)

Of whichin Africa 1970 25.4 2.4 9.1 15.2 1.7 4.1 3.6 2.9

1983 15.7 8.6 4.8 8.8 8.2 3.6 5.4 6.21984 15.6 8.5 4.6 8.6 7.9 3.4 5.91985 15.6 8.5 4.6 8.7 7.7 3.3 5.2 5.8

in America 1970 12.2 36.2 13.8 16.0 10.5 5.1 4.4 7.21983 14.1 18.8 12.8 14.0 7.8 4.5 4.4 5.61984 14.0 18.5 12.8 13.8 7.2 4.1 4.1 5.21985 14.0 18.3 12.7 13.7 7.0 4.0 3.9 5.0

in Asia 1970 56.9 27.0 8.2 31.3 5 5 7.9 6.7 6.41983 51.1 28.7 9.7 25.7 10.5 14.7 18.3 15.31984 50.9 28.9 10.0 25.4 10.2 13.6 18.0 14.91985 50.5 28.8 10.0 25.1 10.0 13.4 18.0 14.8

in Europe 1970 -- 0.1 0.1 --1983 - - - - 0.1 0.1 -1984 - 0.1 0.11985 " " " " - 0.1 0.1

in Oceania 1970 0.1 0.8 0.4 .. 0.5 0.3 0.21983 - - 0.4 0.2 - 0.6 0.2 0.11984 - 0.4 0.2 0.5 0.2 0.21985 0.4 0.2 0.5 0.2 0.2

Source: UWCTAD data bank .a/ See no^e a/ to table 1.b/ See annex I below for the composition of these جroups. (See note

to that annex regarding the recording of trade of land-locked countries. )

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G raph 2borne t rade by country orou0/orld

(percentage distribution of world totoi;

DEVELOPING 47 .7%

SOCiALiST 8،1%

D!^EG ب4.مط

GOODS LOADED

DEVELOPiNG

SOCIALIST 6.2%

D ^ E O 68%

GOODS UNLOADED

tab ie :aourceت•

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Chapter II DEVELOPMENT OE THE WORLD FLEET

A. Size and ownership of world fleet5. A summary of the world merchant fleet by country groupings for the years 1970, 19S4 and 1985 is shown in table 4. The declining trend in the size of the world fleet, which started in 1983, has continued. At mid-year 1985, total deadweight tonnage of the world merchant fleet was 884.8 million tons. This represents a 9.7 million dwt or a 1.4 per cent decline from the previous year's figure. Nevertheless, the overall decrease since the peak of 1982 has only been 28.7 million dwt or 4.1 per cent.8. The declining trend in the size of world merchant fleet derives to some extent from a substantial increase in the scrapping of the world's uneconomic tonnage, which stood at an especially high level during the first half of1985. The total figure for tonnage broken up for the period from mid-year 1984 to mid-year 1985 amounted to 42.1 million dwt (including ship sales for breaking and ship losses ر ٠ ي /7. ^^nership of the world merchant fleet remains concentrated largely in the developed market-economy countries and open-registry countries, with42.5 per cent and 3 8 per cent respectively, representing a combined total of مه488.3 million dwt or 73.1 per cent of the world merchant fleet. The share of developing countries increased to 17.1 per cent in 1985 from 15.9 per cent in1984. Socialist countries of Eastern Europe and Asia owned 8.8 per cent of the world merchant fleet (8.2 per cent for socialist countries of Eastern Europe). The share of this group of countries' world merchant fleet tonnage has thus remained fairly constant at the level of 1978.8. Reviews of maritime transport for the previous years provided details of the linkage between open-registry fleets and the developed market-economy countries. The overall picture with respect to beneficial ownership and true management of open-^egistry fleets, shown in the above-mentioned publications, does not usually change very significantly from year to year. Although no detailed information on this subject is provided in the present Review, it may be noted that both beneficial ownership and true management of the main part of the open-registry fleets has remained concentrated in the developed market-economy countries in 1985.9. Table 5 shows the constant grob^h of the open-regist^y fleets since 1981, and the changes in the distribution of tonnage within this group of countries. It may be noted that open-registry tonnage increased f^om202.2 million dwt in 1984 to 203.4 million in 1985. The share of Liberia, which accounts for the largest open-registry fleet, decreased from74.9 per cent (in dwt) in ^id-1981 to 55.8 per cent in mid-1985. In the same period the shares of other open-registry countries increased. Thus, the share

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Distribution of world tonnage (grt and dwt) by groups a/ of countries of registration, 1970, 1984 and 1985

(Mid-year figures)

Table 4

Elags of registration

Tonnage and percentage shares b/ Increase in tonnage

in groups ٥۴ countries

In grt (millions) In dwt (^iilions) (million of dwt)

1970- 1984-1970 1984 1985 1970 1984 1985

؛(-1985»verag؛

1985)؛

World toi;al 21"/.9 (100.0)

412.8(100.0)

410.3(100.0) (100.0)

674.5(100.0)

664.8(100.0)

22.6-رم

Developedmarket-economycountries

141.8(65.1)

187.3(45.4)

176.7(43.1)

211.9(65.0)

303.4(45.0)

2.82.9(42.5)

4.7 -20.5

Open-

countries

40.9(18.8)

110.0(26.6)

112.0(2.7.3)

70.3(21.6)

202.2(30.0)

203.4(30.6)

Total 2 3 ه 182.0(83.9)

297.3(72.0)

288.7(70.4)

2.82.2 505.6(75.0)

486.3(73.1)

».، -19..3

Socialist countries of Eastern Europe and Asia

Of which:

19.5(8.9)

43.5(10.5)

45.5(11.1)

21.7(6.6)

55.4(8.2) (8.8)

in Eastern Europe

18.6(8.5)

33.5(8.1)

34.1(8.3)

2.0.5(6.2)

40.3(6.0)

41.3(6.2)

1.4 1.0

in Asia(0^4)

10.0(2.4)

11.4(0ت4) ؛ث:ث)

17.2 ١ ١ئ

Developingcountries

Of which:

14.5(6.7) (16.5)

71.7(17.5)

2.0.5(6.3)

107.1(17.1)

٢

in Africa 0.8 5.4 5.6 1.1 7.8 8.0 0.50.2in e٨١٠ 6.4 14.8 15.5 8.7 2.2.2 23.3 1.0 1.1in Asia ■;.3 46.1 48.5 10.7 74.6 78.6 4.54.0in Europe ... 1.4 1.8 ... 2.1 3.0 •• 0.9in Oceania - 0.3 0.3 - 0.4 0.4 ... ...

O^her, 1.2 4.0 4.3 1.7 6.4 6.7 0.30.3unallocated (0.5) (1.0) (1.0) (0.5) (0.9) (1.0)

Source: Compiled on the basis of data supplied by the ShippingInformation Services of i-loyd's Register of Shipping and tloyd's of i.on on Press l.td,a/ Excluding the United States Reserve Fleet and the United States and Canadian Great Lakes fleets، ^hich in 1985 amounted respectively to 2.3, 1 ا.and 2 million grt.b/ Percentage shares are shown in brackets.

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Table 5Distribution of tonnage of open-reqistry fleets by open-reqistry countries (qrt and dwt), 1981-1985

(mid-v/ear figures)

Т01\11УАС£ AI\1D PERCENTAGE SHARES (shown لLn brachletslin grt ((bbillions) in dwt ( (milliens؛

i9Sl 1982 1983 1984 1985 1981 1982 1983 1984 1985

Open--registry ل0ة.ل 106.4 107.3 110.0 197.1 198.7 199.8 2.02,2 2.03.4countries (100) (100) (100) (100) (100) (100) (100) (100) (100) (100)Total

Liberia 74,9 70.7 67.6 62,0 147.7 139,2 133.2 12.1.4(71.3) (66.4) (63.0) (56.4) (52.0) (74.9) (70,1) (66.7) (60.0) (55.8)

?an^ma 27.7 32.6 34.7 37.2 40.7 45.7 54.8 62,0 ة7,3(26.3) (30.6) (32.4) (33.8) (36.3) (23.2) (27.6) (29.2) (30.7) (33, !١

Cyprus ء.ء 3.4 - - ب 2.7 3,4 م.ء 14,3(1.7) (2.1) (3.2) (6.2) (7.3) (1.3) (1.7) (2.9) (5.9) (7.0)

Bahamas 0.2 0.4 0.8 3.2 3.9 0.3 0.6 1.2 5.7 6.9(0.2) (0.4) (0.7) (2.9) (0,2) (0.3) (0.6) (2.8) (3.4)

Bermuda 0.5 0.5 0.8 0.8 1.0 0.7 0.7 1.3 1,3 1,4( 0.5) (0.5) (0.7) (0.7) (0.9) (0.4) (0.3) (0.6) (0.6) (0.7)

Source: Compiled on tbe basis of data supplied by the Shipping InformationSeryices of Lloyd's Reqister of Shippinq and Lloyd's of London fress Ltd.

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of Panama and Cyprus grew from 23.2 pe^ cent and 1.3 per cent In 19B1 to33.1 per cent and 7 per cent In 1985, respective^. The fastest growth of tonnage was shown hy Bahamas, which increased the tonnage unde^ its flag from9.3 million dwt in 1981 to 6.9 million dwt in 1985 and now represents3.4 per cent of the comhined tonnage of open-registry fleets. Bermuda accounts for 0.7 per cent of the comhined tonnage of open-registry fleets in1985.

B. T^pes of vessels10. The composition of the world merchant fleet hy principal types of vessel at mid-year 1983, 1984 and 1985 as well as the percentage changes between 1984 and 1985 are sh،>wn in table 6. As in previous years four types ofvessel - i.e. oil tankers, bulk and combined carriers, general cargo and unitized ships - constitute in 1985 the main part of the world fleet. Their combined deadweight a^unted to 637.3 million tons, which represents94.6 per cent of the ™rid fleet, as compared with 94.3 per cent in 1984.11. The distribution of world tonnage by country groups and by types of vessels is given in table 7. The developed market-economy countries owned the largest share of each type of vessel. This is especially notable in such types of vessels as container ships (including lighter carriers), tankers, bulk and combined carriers, where these countries owned 63.4 per cent,46.8 per cent and 38.9 per cent of the world merchant fleet of vestals in gestion respectively. Dpen-registry countries as a group show the second largest concentration of tonnage with 35.5 per cent of the world tanker fleet,32.8 per cent of bulk and combined carriers fleet, 20.3 per cent of general cargoships and 13 per cent of the world container and lighter carriers fleet.12. Since mid-1984 the share of developing countries in the world bulk and co!؛ibined carriers fleet has increased to 19.4 per cent and in the world tanker fleet to 12.9 per cent. Their share in the wo^ld container fleet, ^ever, decreased to 12.1 per cent. Developing countries owned 24 per cent of general cargo carriers. At mid-985 socialist countries of Eastern Europe and Asia owned 20.8 per cent of the ™rid general cargo fleet, 4.4 per cent of tanker fleet, 7.3 per cent of bulk carriers, including combined carriers and5.5 per cent of world container fleet.13. Changes in the composition of the world fleet as shown in table 7indicate that the share of tanker tonnage in the ™rid fleet continued to decline in 1985, while that of bulk carriers increased. There was no significant cha:nge in the shares of general cargoships and container ships.14. ^he share of developing countries in the total fleet increased from15.9 per cent in 1984 to 17.1 per cent in 1985, and amounted to113.4 million dwt. Neanwhile the distribution of this fleet among the developing countries remained unbalanced. Ten countries or territories ي/ represented 69.5 per cent of the aggregated deadweight owned by developing countries, while the next 10 most important developing countries combined owned a further 17.4 per cent.

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TableAnalysis of the world fleet by principal types of \iQSi

1983-1985 a/(Thousands of dwt) b/

incip^l types■؛! 1983

كم1984 1985 Percentage

change1984/1985

Oil tankers 306 094 (44.1)

286 786 (42.0)

268 355 (39.8)

-6.5Liguified gas carriers 9 530

(1.4)10 151 (1.5)

10 249 (1.5)

+ 1.0

carriers 5 361 (0.8)

5 791 (0.8)

5 832 (0.9)

+ 0.7

Miscellaneous tankers 480 439 431 -ئ

Bulk/oil carriers 49 267 46 840 45 024 “ 3.9(inc. ore/oil carriers) (7.1) (6.9) (6.7)Ore and bulk carriers 171 370

(24.7)180 846 (26.5)

192 288 (28.5)

ئ.،م

General cargo (inc. 114 615 111 286 108 329 — 2.7passenger cargo) Container ships (fully

(16.5) (16.3) (16.1)

cellular) and 15 720 18 036 939 ١٠ +10.6lighter carriers (2.2) (2.6) (3.0)Vehicle carriers 3 230 3 663 3 339 -8.9

Fish factories and

(0.5) (0.5) (0.5)

carriers, and 7 838 7 888 7 995 + 1.3Fishing (inc. factory trawlers)

(1.1) (1.1) (1.2)

Ferries and passenger 2 516 2 552 2 622 + 2.7vessels (0.4) (0.4) (0.4)

All other vessels 8 491 (1.2)

9 008 (1.3)

9 287 (1.4)

+ 3.1

World total 694 512 (100.0

683 286 (100.)

673 692 (100.)

- 1.4

Source : Shipping Information Services of Lloyd's Register of Shipping,and Lloyd's of London Press Limited, 1983-1985 (mid-year figures).

a/ The data in this table are not comparable with those in table 4, because they include the United States Reserve ؛ leet and the United States and Canadian Great Lakes fleets.

b/ Percentage shares are shown in brackets.

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Percentage shares of world tonnage by type of vessel and groups of countriesTable 7

and[In terms of dwt)

at 1 July), 1980,

Country^roup

Year Totaldwt

TankersOre and bulkcarriers رظ including combined carriers

Oeneral cargo

ships с/

Container ships and lighter carriers

Dtherships

N[illions Percenta؟ e؛of dwt of world Percentage share by vessel typetotal

^orld total 1980 682.8 100 49.7 27.2 17.0 1.6 „ ■1988 686.0 100 44.8 31.4 16.4 2.15.6198^ 674.8 100 42.4 33.0 16.1 2.7 5,3198S 664.8 100 39.3 34.9 18.9 3.0 6 . 9

Perceritage share by group؛ of count]:ies ئDeveloped 1980 380.1 81.3 82.8 82.7 43.4 74.3 80.4market-economy 1988 322.4 47.0 80.2 48.8 36.6 68.0 80.7countries 1984 303.4 48.0 48.8 42.8 38.4 66.1 48.3

1988 282.9 42.8 46.8 38.9 34.4 63.4 46.7Open-re^istry 1980 212.8 31.1 36.2 31.7 20.8 13.8 17.0countries 1988 199.8 29.1 33.3 31.4 20.0 10.0 17.2

1984 202.2 30.0 34.8 31.9 20.8 11.7 18.81988 203.4 30.6 38.8 32.8 20.3 13.0 23.1

Socialist 1980 48.7 7.1 3.4 8.8 17.0 3.0 20.8countries of 1988 84.4 7-9 3.9 6.3 19.2 4.0 17.8Pastern Purope 1984 88.4 8.2 3.9 6.8 19.9 4.7 17.0and 1988 88.8 8.8 4.4 7.3 20.8 د.د 18. Of which:

in Pastern 1980 37.8 2.8 4.2 12.3 2.9 19.2Purope 1988 40.2 8.9 3.1 4.2 13.3 2.9 16.4

1984 40.3 6.0 3.0 4.8 13.7 3مح5 18.71988 41.3 6.2 3.4 4.7 13.9 د.د 14.0

in Asia 1980 10.9 1.6 0.6 1.6 4.70.1 1.31988 14.2 2.0 0.8 2.1 8.9 1.1 1.11984 18.1 2.2 0.9 2.3 6.21.2 1.31988 17.2 2.6 1.0 2.6 6.9 2.2 1.2

Developing 1980 68.4 10.0 7-7 9.2 17.67.6 12.0countries 1988 104.9 18.3 12.3 18.4 23.714.3 14.8

1984 107.1 18.9 12.1 17.1 23.713.2 18.81988 113.4 17.1 12.9 19.4 24.012.1 18.0

Of which:in Africa 1980 7.1 1.1 1.1 0.1 ٦٩ 2.1

1988 7.7 1.1 1.2 0.2 2.41984 7.8 1.1 1.2 0.2 2.4 2.61988 8.0 1.2 1.4 0.4 2.8 0.1 2.3

in America 1980 21.8 ٩٦ 2.3 ٩٩ 8.6 0.1 3 , 71983 22.3 ٩٩ 2.6 5.8 0.1 .٩.آل1984 22.2 3.3 2.8 2.9 8.8 0.3 3.61988 23.3 رص 2.8 تي-تي 6.00.8 3.7

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Table 7 (continued)

Countrygroup

Tear Totaldwt

TankersOre and bulkcarriers bj including combined carriers

Ceneral cargo

ships c j

Container ships and lighter carriers

Otherships

in Asia 1980 39.1 3.7 3.7 9.8 2.7 3.71988 73.3 10.7 8.3 11.8 14.7 14.2 8.41984 74.8 11.1 8.1 13.4 14.3 12.9 9.3198S 78.8 11.8 8.3 13.0 14.4 11.3 8.9

in Rnrope 1980 0.2 0.1 - -1983 1.3 0 . 0.3 0.7 - --

1984 2.1 0.3 0.3 0.8 - --

1983 3.0 0.3 0.2 0.8 0.9 ■ ••in Oceania 1980 0.2 0.1 - -

1983 0.2 0.1 0.11984 0.4 0.1 0.1 0.2 - 0.11983 0.4 0.1 •• 0.1 0.2 - 0.1

Other, 1980 3.0 0.3 0.2 0.8 0.9 1.8 0.1unallocated 1983 4.4 0.7 0.3 1.1 0.3 3.7 0.1

1984 مج4 0.9 0.4 1.7 0.3 4.3 0.11983 8.7 1.0 0.4 1.8 0.8 3.9 0.1

Source: Compiled on the basis of data supplied by the Shipping InformationServices of blo^d s Register of Shipping and bloyd s of bondon ?ress btd.

a/ Excluding the United States Reserve Rleet and the United States and Canadian Creat Lakes Fleets.

b/ Ore and bulk carriers of رة0هه grt and above, including combined ore/oil and ore/bulk/oil carriers.

ç j Including passenger cargo vessels.

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15. т ^ distribution of the world container ^leet and its TED capacity at Üiid-19B5 is shown in table 8. The total пглпЬег of container ships increased since mid-1984 from 900 to 970 (+7.8 per cent) and their TEU capacity rose from 832,112 to 942,222 (13.2 per cent). As with other types of vessels, the world container fleet remained concentrated in the developed market-economy countries, wich owned 53.2 per cent of the number of ships and 81.3 per cent of their TEU capacity. Cpen-registry countries represented 18.1 per cent and 13 per cent in the number of ships and world TEU capacity respectively. Alt^ugh the number of ships and their combined TEU capacity slightly increased in developing countries since mid-1984, their share in world TEU capacity decreased from 14.5 per cent to 13.1 per cent as at mid-1985. The share of socialist countries of Eastern Europe re؛!،ained practically unchanged with a sign of slight decrease to 2.7 per cent of world TEU capacity, while the share of socialist countries of Asia increased from 1.1 per cent in 1984 to 2.4 pe^ cent of world TEU capacity in 1985.18. Table 9 gives the latest available figures on world container port traffic in developing countries and terri^ries for 1984 and data related to previous years. The world rate of growth for 1983/1984 was 15.8 per cent, while for developing countries and territories it was less significant and amounted to only 1^.5 per cent. Both percentages were higher than those achieved in 1982/83. I^wever, the growth was unevenly spread and frequently erratic f^om year to yea^. Although in a few cases this can be attributed to the coverage of the survey in a particular year (for instance a ^ r t failing or starting to report its container trade (؟Venezuela and Mexico)), in most cses it is due to the opening of new services, with new direct or transshipment calls or because of the commissioning of container facilities or because of external factors of a diverse nature (as in the case of Sri lanka. Cyprus, Ecuador and the ^minican ^public).c. Age distribution of the world merchant fleet17. The age distribution of the world merchant fleet by type of vessel and country grouping in mid-1985 is presented in table 18. Changes from the previous year are minimal. Average age of all ships remained about the same as in 1984, showing a slight increase to 11.24 years. The youngest type of vessel represented bulk carriers, including combined carriers (18.37 years), while general cargo vessels remained the oldest (13.37 years).18. Developed market-economy countries and open-registry countries continued to have the lowest average age (18.8 years and 11.84 years respectively) followed by the developing countries (11.35 yea^s) and the socialist countries of Eastern Europe and Asia (13.57 years).D. Comparison of cargo turnover and fleet ownership19. The relationship between cargo volumes generated by different groups of countries and fleet ownership is represented in table 11. The data demonstrate the fact that developed market-economy countries, either directly or indirectly through open-regist^^ countries, continue to own a

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Table 8Distribution of the Ulorld fleet and TEU capacity of fully

cellular container ships by groups of countries, at mid-year 1983, 1984 and 1985

^lags 0م registration by groups of countries

Number of ships

TEU capacity and percentage shares a/

1983 1984 1985 1983 19841985

World total 786 900 970 697 459 (100.0)

832 112 (100.0)

222 942 (100.0)

Developed mar^e^-economy countries

454 496 516 461 608 (66.2)

537 779 (64.0)

915 577 (61.3)

Open*registry countries 127 161 176 74 603 (10.7)

100 217 (12.0)

290 122 (13.0)

Total, 2 and 3 581 657 692 536 211 (76.9)

632 446 (76.0)

205 700 (74.3)

Socialist countries of Eastern Europe and Asia

Df which

49 61 75 26 525 (3.8)

33 340 (4.0)

963 47 (5.1)

in Eastern Europe 39 49 48 19 861 (2-8)

23 902 (2.9)

674 25 (2.7)

in Asia 10 12 77 6 664 (1.0)

438 9(ل.ل)

289 22 (2.4)

Developing countries

Of which128 147 156 104 264

(14.9)120 968 (14.5)

600 123 (13.1)

in Africa “ " ء '585(0.1)

in America 11 16 985(م.ل)

048 2(ه.2) 873 3

(0.4)in Asia 117 136 137 103 279

(14.8)920 118

(14.3)142 119

(12.6)in Europe - - - - -in Oceania " “ -- ”

O^her, unallocated 28 35 47 30 459 (4.4)

358 45 (5.5)

454 70 (7.5)

Source: Shipping Information Services of Lloyd's Register ofShipping and Lloyd's of London Press Ltd.

a/ Percentage shares are shown in brackets .

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Container port traffic of developing countries and territories, 1983 and 1984Table 9

Percentag؛change

1982/1983

Percentag؟change

198ق/198سبم

Container traffic 1983

(TEUs)

Container traffic 1984

(TEUs)Country or territory

10141313

213/3017

أة2436-1357

-1126

قا16-

4549

10-15-4

-14-33О

ة5013

1415 20ت10184628122657

411014138

24

-.٠17 5518 -0 96 10 36 3019

26

-١«~420

-ة؛

143523

4-

15.6

1,837,04?1,340,009 97?,661

1,186,539 735,159 502,661 362,511 293,403 304,524 234,614 181,703 249,5/7 233,3/9 1/8,593 128,456 151,755 140,370 136,264 139,254 158,206 111,635 133,840 1/0,173 94,844 67,260 86,498 99,909 49,128 83,853 67,029 69,345 73,987 74,642 71,100 64,731 62,835 45,080 35,012 63,188 46,808 48,760 38,725 32,604 80,541 35,366 31,8/2 26,544 27,282 22,9/6 506,115

11,843,26745,569,690

/,108,5831,552,1841,177,8661,175,542657,792598,037531,940375,716341,02.1295,8882.85,253257,933219,093185,572181.484 167,771160,000 154,593 151,252148,2.03 138,417 133,619 119,235 111,809 104,833102.485 99,28596.488 92,46291.488 90,758 88,234 79,342 73,525 67,491 65,224 56,869 52,065 51,595 50,770

46,7ثتو46,56744,72243,06537,01636,30535,88733,76530,052

482,668

13,328,54752,714,948

Hong Kong Singapore Republic of Korea Saudi Arabia Philippines United Arab Emirates a/ Brazil Malaysia Thailand Tndia Cyprus Ktiwait Indonesia Egypt Sri Lanka Nigeria Pakistan Costa Rica Côte d'Ivoire lam^ica Honduras

ma>!؛،Pan Argentina Bahrain Doiminican Republic IordanTrinidad and Tob<ago Venezuela Kenya Oman ChileC.ame -oon Guam Guadeloupe

Guinea اماما)ا Papua Morocco Colombia Ecuador IMetherland Antilles Syrian Arab Republic

Bahama؛؛ala،؛؛؛؛Guat

Peru Mexico a/HaitiTogo

Tanzania (IMted Republic) GhanaOthers reported b/Total reported by developing countries с/

I orld total reportedSource ; Oerived Trom inforifl<ation presented in .Con■tainer,i.s.atio,n Internat:lonal

Year Books 1984 and 1985. a/ Data subject 0-آ o>؛؛is$ion$.b/ Comprising 35 developing countries and territories where less than 30,000

TEUs were reported.с/ Certain ports did not respond to the background survey; although they were

not among the largest port, the total omission can be estimated at 5-10 per cent.

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td^/C.4/299

Comparison between total cargo turnover and fleet ownership by groups of countries. 1970, and 1981-1985

(In terms of dwt)

Table 11

Countrygrouping

Year

Goods ioaded and unloaded

millions of tons

Total of goods

loaded and unloaded (millions of tons)

Deadweight tonnage of merchant fleet

(millions of tons)

Percentage of world total of goods

loaded and unloaded

Percentage of world total of merchant

fleet owned(dwt)

Eoaded Unloaded

Developed 1970 802.7 2 010.4 2 812.1 282.2 54.8 86.5mar!<et- 1981 1 447.2 2 430.3 3 877.5 549.5 54.9 79.8economy 1982 1 370.7 2 305.3 3 676.0 543.6 55.1 78.4and open 1983 1 410.4 2 218.2 3 6^8.6 5^2.2 55.4 76.1registry 1984 1 492.8 2 351.5 3 844.3 505.6 56.3 75.0countries 1985 1 491.9 2 344.5 3 836.4 486.3 56.7 73.1

Socialist 1970 158.8 87.6 264.4 21.7 4.8 6.7countries 1981 233.5 217.7 451.2 50.7 6.4 7.4of Eastern 1982 242.3 221.1 463.4 52.0 7.0 7.5Europe 1983 ^65.7 201.2 466.9 54.4 7.1 7.9and Asia 1984 275.8 214.4 490.2 55.4 7.2 8.2

1985 269.7 212.9 482.6 ء.مة 7.1 8.8

Developing 1970 1 643.3 431.6 2 074.9 20.5 40.4 6.3countries 1981 1 896.7 867.4 2 764.1 85.9 39.1 1^.5

1982 1 660.4 866.2 2 526.6 94.5 37.9 13.61983 1 554.5 89^.7 2 447.2 104.9 37.5 15.31984 1 595.6 899.1 2 494.7 107.1 36.5 15.91985 1 568.6 875.7 444.3 ٤ 113.4 36.2 17.1

World 1970 2 604.8 2 529.6 5 134.4 326.1 100.0 100.0total a/ 1981 3 555.4 3 511.9 7 067.3 688.8 100.0 100.0

1982 3 273.4 3 392.6 6 666.0 693.5 100.0 100.01983 3 230.6 3 312.1 6 542.7 686.0 100.0 100.01984 3 364.2 3 465.0 6 829.2 674.5 100.0 100.01985 3 330.2 3 433.1 6 763.3 664.8 100.0 100.0

Source : UNCTAD data bank.

a/ Including unallocated tonnage indicated in annex III.

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TD/B/C.4/299

disproportionate share of the world merohant fleet oompared to total world cargo turnover. Thus, in 1985 these two countr^^ groups combined generated 58.? per cent of the world's international seal^rne trade and owned75.1 per cent of the ™rld's ■merchant fleet (in terms of deadweight tonnage ر ٠ At the same time, the share of developing countries in goods loaded and unloaded in ™rid sea^rne trade in 1985 was 88.2 per cent, ^ t their merchant fleet represented 17.1 per cent of total world deadweight fleet. The share of the socialist countries of Eastern Europe and Asia, on the other hand, was slight^ less than their share of the world's deadweight tonnage.

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TD/B/C.4/299 page 2ه

Chapter III PRODUCTIVITY OR T ^ NORID FLEET ؛

A. Estimates of tons and ton-miles per dwt2D. Both main productivity indicators (ton-miles performed per dwt and tons carried per dwt) estimated for the total world fleet as presented in tahle 12showed that the productivity of the fleet increased significantly in 1984 ascompared to 1988 but remained practically at the same level in 1985. Tons of cargo carried per dwt a^unted in 1985 to 5.01 (as compared to 4.99 in 1984 and 4.7 in 1988) and ton-miles performed per dwt amounted to 19.8 (as comparedto 19.82 in 1984 and 18.84 in 1988).21. The above-mentioned productivity indicators (ton-miles performed per dwt and tons carried per dwt) estimated for individual types of carriers for 1984 and 1985, as s^>wn in tables 18 and 14, demonstrate the improvement of productivity for all types of vessel in 1984 as compared with the previous year. This development may be largely attributed to an increase in world seaborne trade in 1984 accompanied by a decrease in the world merchant fleet.

22. In view of a certain decline of the world seaborne trade in 1985, both in terms of the amount of cargoes shipped and of ton-miles performed, the productivity indicators for bulk carriers and combined carriers showed a decline although it should be noted that they were above the level of 1988.

28. The productivity indicators for tankers showed an increase in 1985 as compared to 1984, which could be largely attributed to the growth of demolition of Tinker tonnage and the resulting decrease in the tanker fleet.B. Estimates of tonnage over-supply24. As in previous years, the supply/demand disequilibrium remained one of the most serious problems in the world shipping industry in 1985. Table 15 shows the general situation in the market. Most noticeable is the steady growth of surplus tonnage from the beginning of the 1980s with its peak in 1988 when the average year figure of surplus tonnage reached195.8 million dwt, which amounted to 28.5 per cent of the total world merchant fleet or 89.9 per cent of the world active fleet. In 1984 the amount of surplus tonnage and its share in the world fleet decreased for the first time since 1979. This tendency also continued in 1985, when the average year figure of surplus tonnage amounted to 181.8 million dwt or a reduction of5.5 per cent as compared to 1984. This is, however, still equal to24.8 per cent of the total world merchant fleet as at 1 July 1985 or82.2 per cent of the ™rid active fleet.25. An analysis of tonnage over-supply by vessel types for the years 1980-1985 is shown in table 18. Dver-supply conditions continued to be most noticeable in the ta^؛er sector where, as from 1981, the share of surplustonnage 4/ in the total world tanker fleet supply was over 80 per cent. Theestimated share of surplus tanker fleet in 1985 (average year fi^re) shows87.1 per cent fi^re which represents only a marginal improvement of the situation as compared with the previous year. 1985 was characterized by a

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TD^/c.4/299

Table 12Cargo tonnage carried and ton-miles performed per dwt of

the total world fleet, 1970 and 1976-1985

Ton-miles performed per dwt

(thousands)

Tons of cargo

carried per dwt

Total ton-miles performed

(thousands of millions of ton-miles)

Total cargo carried (millions of tons)

World fleet (millions of dwt)Year

32.67 28.36 27.2125.68 26.24 24.47 22.99 20.46 18.34 19.82 19.80

9964

2261421672709901

10,65417,05317,47617,02217,67516,77715,84013,69912,85013,36813,160

,605,391,453,461,778,704,555,273,230,364,330

326.1601.2 64^.3 662.8673.7682.8 688.8693.5 686.0674.5 664.8

19701976197719781979198019811982198319841985

Statistical Tables ; totai cargo carried;

Review (Oslo), various

World fleet : Lloyd's Register of Shipping :(London), various issues (mid-yea.r figures) UNCTAD data bank; ton-miles : Eearnley'sissues

Sources:

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TD/B/C.4/299

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Analysis of tonnage over-supply by vessel type 1980-I989 (avenage yean figures in million dwt) a/

Table 16

1985Est,

19841988198219811980

276

102

71

31

37

296.7

111.7

71.3

40.4

37.6

319

134

89

71

41

335.0

130.7

76.7

54.0

039

341

107

41

66

0341

74

25

48

21

Supply of world tanker fleet

Total tanker surplus fleet, of which

Laid up and idle

Slow steaming

Share of surplus fleet in the world tanker fleet (per cent)

2.22

51

1040

23

21550

13

37

23

020252

19

32

25

197

46

34

23

184

36

172

19

Supply of world dry hulk fleet

191;

Dry hulk fleet surplus, of which

Laid up and idle

Slow steamingShare of surplus in the world dry bulk fleet (per oent)

75798285

10

b/4

4

b/108

4

4.9

Supply of world general cargo fleet 103

General cargo fleet surplus 3 إShare of surplus in the world !general cargo fleet (per cent)

029

1

2725

i o

19.0 21

0.4 ؛ 0

Supply of world unitized fleet

;Surplus of unitized fleet

Share of surplus in the world unitized fleet (per cent)

Source: Based on Lloyd's Shipping Economist (London), yarious issues.

a/ Aggregates for all sectors as shown in the present table are averages for the years shown and therefore differ from the world total figures in table 15, which indicate estimates at mid-year.

b/ Ayerage figures for the second half of the year.

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Steady reduction in demand for tanker tonnage in t ^ freight market during the first three garters of the year (from 181.3 million dwt in January to183.5 million dwt in September), with an increase in demand in the last garter. ^he maintenance of the share of surplus tonnage in the tanker sector was mostly accounted for by a large scrapping of tankers and respective combined carriers. Nithin the category of the tanker surplus fleet the amount of laid-up and idle tonnage increased by 2.8 times from 1980 to 1985 and the share of laid-up and idle tonnage in the total surplus tanker fleet grew from31.2 per cent to 89.3 per cent. The ma^or part of laid-up and idle tonnage in 1985 represented la^ge tankers of 150 thousand dwt and more. They accounted for 88.8 per cent of all laid-up and idle tanker tonnage.28. The situation in the dry bulk carrier sector showed in 1985 a sign of slight improvment as compared with the previous three years. An increase of world dry bulk fleet supply was accompanied by a steady growth of demand for this type of vessel (from 188 million dwt in January 1985 to 175.3 million dwt in October). Bence, the share of surplus tonnage in the total supply of world dry bulk fleet decreased by 3.ه per cent, although its physical amount grew by2.4 per cent. Unlike the tanker sector, within the category of bulker surplus fleet the main part of over-supply referred to slow-steaming tonnage. This tendency can be followed from 198D, with slow-steaming tonnage accounting for82.7 per cent of all surplus dry bulk tonnage up to 1985, when the share of slow-steaming tonnage was 78.8 per cent.27. For the general cargo and unitized category of ships, supply and demand were much more balanced. The amount of general cargo and unitized fleet surplus and its share in the world general cargo and unitized fleet decreased as compared with two previous years, and showed at the end of ©ctober 1985 a surplus of 7.8 million dwt, which represented 7.3 per cent of the supply of world tonnage belonging to this section. The surplus of the container fleet in terms of TEU capacity (number of containers) in 1985 was much higher. According to estimates of some consultative companies and container operators, the 1985 surplus was 24 per cent to 29 per cent of the world fleet TEU capacit5 .^؟/

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Chapter IV SHIEBUILDING

A. Ship prices2S. ^preventative newbuilding prieev 6/ for the ^ earv 1980 and 1983-1985 contained in table 17 demonvtrate the continuously decreasing tendency in prices for almost all types of ships >?hich started in 1983 after the peak ^ears 1981-1982. It refects the general situation in the freight market, >?ith its current tonnage over-supply especial^ in the tanker and dr^ bulk sectors. The most serious deoline in 1985 occurred in prices for newbuildings of bulk carriers and large and medium-size tankers. Thus, prices for30.000 dwt and 70,000 dwt bulk carriers in 1985 were 20.8 per cent and18.5 per cent below those of 1984. R^ices for 250,000 dwt and 80,000 dwt tankers decreased respectively by 17.5 per cent and 11.1 per cent as compared with 1984. Rrices for 1,600 TEU full container ships also experienced a decrease which amounted to 7.4 per cent as compared with 1984. At the same time prices for general cargo ships, ING carriers and small-size tankers remained at the same level as that of 1984.29. The continuous decrease in newhuilding prices for dr^ bulk carriers continued through 1985. The decrease in prices for tankers started in the second half of 1985 but some improvement occurred in the last guarter of the ^ear. ^ioes for general cargo ships, full container ships and ro-ro ships, as well as ING carriers remained at the same level. 2/30. General trends in changes of prices for selected types of newhuildings for the last three ^ears can also be demonstrated by the prices for hy^thetical ships, as calculated Eairplay International. These prices are shown in table 18. Alt^ugh changes in prices for three oategories of hy^thetical ships (newbuildings) chosen Eairplay International do not fully corres^nd with those for representative newbuilding prices s^wn in table 17, they confirm the general tendency of a decrease in prices for newhuildings since the beginning of 1983.31. Second-hand prices for almost all types of vessel declined during 1985, although the amount of the decline varied by ship t^pe and size. For example, the price for a five-year-old 30,000 dwt bulk carrier in October 1985 was38.5 per cent less than that in Gctober 1984. larger bulk carriers of the same age also accounted for a significant drop in prices. Thus, prices for70.000 dwt and 120,000 dwt hulk carriers decreased by 29.4 per cent and31.8 per cent respectively. From Gctober 1984 to Gotober 1985 second-hand prices for a five-year-old 15,000 dwt general cargo ship fell 25 per cent. The decline in prices for second-hand eight-year^ld tankers from Gctoher 1984 to Gctober 1985 was 28.8 per cent for second-hand 250,000 dwt tankers,26.7 per cent for 80,000 dwt tankers and 38.5 per cent for 32,000 dwt tankers. Conversely, second-hapd prices for ،»ntainerships and ro-ro vessels experienced a much lower decline and remained about the same as in 1984. 8/B. Tonnage on order32. Table 19 summarises the trends during the 1983-1985 period and the third quarter of 1985 status of world tonnage on order. Overall, the total tonnage on order experienced a significant decrease from September 1984 to

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Table 17Representative newbuilding prices, 1980 and 1982--1985

(in million dollars)

198Tه^198519841983198 ype an<i size of vessel

ه

هه٠هه

200

45

1221

01318172427 57

200

4828 12 22

14.823.322.330.032.0 72.5

200.0

55.440.0 13.2

18.27.

34.40.75.

249.69.45.14.36.

161823

3275

200

774313

30 ООО (i،،)t b^lk 32 ООО dwt tan!<er 70 ООО dwt bulk 80 ООО dwt tanker

120 ООО dwt bulk 250 ООО dwt tanker 125 ООО m3 LWG 75 ООО 3اأا LPG 1 200 TEU ro/ro

15 ООО dwt general cargo sbip 1 600 TEU full containership

Source: Elo^d's Shipping Economist (tondon), various issues.

Table 18Prices for hypothetical ships, 1983-1985

(in million dollars)

General cargo ship 5.000 dwt

Bulk carrier 38.000 dwt

Container ship 1.500 TEU

January 1983 9.6 18.7 34.2

September 1983 9.5 16.0 32.8January 1984 9.2 15.5 31.0September 1984 9.0 15.4 30.9January 1985 9.0 15.2. 31.0June 1985 9.0 15.0 30.9January 1986 .,ء 15.0 31.0

Source : Fairplay International, 2 ^nuary, 1986, p.14.

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September 1985. During this period it has deoreased by 13.7 per cent to40.2 million dwt, which is the lowest figure since March 1983. Bulk carriers on order showed the most si^ificapt decrease, amounting to 7.3 million dwt, which represent a fall of 24.6 per cent as compared with September 1984.Nith respe،± to tankers, ^wever, tonnage on order inoreased by 24.4 per cent or 2 million dwt, which refects the desire of tanker owners to replace scrapped tonnage by new, more efficient tonnage.33. The distribution of newbuilding orders among country groupings (by ،»untries of registry) as at 38 September 1985 shown in table 20 indicates that the combined total deadweight of developed market-economy countries and open-registry countries represents 69.3 ^ r cent of the total tonnage on order. By comparison, developing and socialist countries accounted for19.2 per cent and 9.2 ^ r cent res^ctively. Newbuilding orders amounting to2.3 per cent of the total figure as at 30 September were unallocated.Developed market-economy countries and open-registry countries had the largest portion in orders for all types of newbuildings as at 30 September 1985. Gombined they accounted for 76.4 per cent of the deadweight tonnage of all tanker newbuilding orders, 76.7 per cent of orders for ore/oil andOBO carriers, 65.6 per cent of other bulk carriers, 61.1 per cent of full oontainer ships, 54.5 per cent of ro-ro cargo ships.34. Developing countries had a 16.7 per cent share in newbuilding orders for tankers (in dwt), 16.5 per cent for ore/oil and OBO carriers, 24.2 per cent for other hulk oarriers, 21.3 ^ r cent for full container ships, 4.3 per cent for ro-ro ships. Sooialist countries of Eastern Europe and Asia accounted for8.7 per cent of newbuilding orders for tankers, 6.8 per cent for ore/oil and OBO carriers, 7.4 per cent for other bulk carriers, 8 per cent for full container ships, 41.1 per cent for ro-ro car^ ships.

c. Deliveries of newbuildings35. Data on tonnage of newbuildings delivered in the first three quarters of each year during the period 1983-1985 are presented in table 21. Tbtal deadweight of vessels delivered by shipyards in the first three quarters of 1985 increased 2.8 per cent as compared with the corresponding period of the previous year, although the number of vessels was 10.2 per cent less. By vessel type there was an increase in deliveries of tankers (1.8 per cent increase above the figures of the first three quarters of 1984), ore and bulk carriers (6.7 per cent increase). Deliveries of bulk/oil carriers which had suffered the most drastic loss in September 1984 when the^ had fallen from1.070.000 dwt in the first three quarters of 1983 to 172,000 dwt showed in 8eptember 1985 a sign of improvement, growing more than three times to554.000 dwt. Deliveries of general cargo ehips (in deadweight tons) were reduced 18.9 per cent, which happened after three years of continuous growth. Miscellaneous types of vessels as shown under "Dther ships" also declined by 7.6 per cent in dea<^eight deliveries, as compared with the respective period of 1984.36. New deliveries by country groupings - according to countries of build - are presented in table 22. Eigures based on danuary to 8eptember deliveries in terms of grt show that the share of developed market-economy countries in newhuilding deliveries decreased to 72.9 per cent, while the share of developing countries increased nearly twice compared to the corresponding period of 1984, amounting to 18.8 per cent of 1985 newbuilding

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Deliveries of newbuildinqs, 1983-1985 a/ (Number of ships and thousands of grt/dwt)

Table 21

Type of ship 1983 1984 1985

Tankers Number 136 100 105Grt 2 656 1 406 1 494Dwt 4 700 2 464 2 508

Bulk/oil carriers Number 14 6 8Grt 590 105 310Dwt 1 070 172 554

Ore and bulk carriers Number 190 275 268Grt 5 068 6 587 6 847Dwt 8 817 11 131 11 876

General cargo ships b/ Number 189 228 186Grt 1 151 1 480 1 132Dwt ل 613 1 931 1 565

Other ships Number 1 128 955 837Grt 3 144 3 50? 3 654Dwt و 264 3 452 3 189

Total Number 1 657 1 564 1 404Grt 12 609 13 085 13 437Dwt 19 464 19 150 19 692

Source: Information provided by ^he Shipping Information Services ofLloyd's Register of Shipping and Lloyd's of London Press Ltd.

a/ The figures in this table refer to the period January - September for each year.

b/ Vessels of 2,ODD grt and over.

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Distribution of deliveries of newbuildings by groups of countries of build, 1983-1985 a/

(T^ousan<is of grt) ٧

Table 22

Country grouping 1983 1984 1985

Developed market-economy 10 443 10 012 9 ?40countries (83.0) (■//.٠) (72.9)

Developing countries 9/5 1 264 2 506(7.8) (9.7) (18.8)

Socialist countries 881 1 086 8/?(7.0) (8.4) (6.6)

Other, unallocated 282 632 233(2.2) (4.9) (1.7)

World total 12 581 12 993 13 355(100.0) (100.0) (100.0)

Source: Compiled by the UNCTAD secretariat on the basis of data containedin Lloyd's Register of Shipping: Merchant shipbuilding returns, quarterlyissues of the respective years.

a/ As for table ^1, this table is based on the period Snuary to September. However the total tonnages are not exactly the same as in table 21 because of possibly incomplete figures given in the quarterly returns.

b/ The percentage shares of the world total are indicated in brackets.

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deliveries. At the same time the share ءه socialist countries ofEastern Europe a^d Asia dropped to 6.6 per cent as compared to 8.4 per cent in1984.D. Demolition of ships37. A characteristic fea^re of 1985 was a ^nsiderahle increase of de^lition of world merchant fleet tonnage. The figures shown in table 23 indicate that scrapping sorted gathering momentum as from 1982 (when ^he amount of tonnage, sold for breaking rose by 120 per cent from 1981). It is ^ s t noticeable that, after a certain decrease in demolition in 1984, the amount of tonnage, re^rted as being sold for breaking in 1985 showed a record fi^re of 41.7 mi.llion dwt, which is a 43.3 per cent growth over the1984 figure. 8imultaneously, the share of broken-up tonnage in the total world fleet increased from 1.8 per cent in 1981 to 6.3 ^ r cent in 1985.38. Tankers continued to dominate the demolition market in 1985 and accounted ^ r 28.7 million dwt (84.3 per cent of total tonnage sold ^ r demolition in 1985). Bulk carriers accounted for 8.7 million dwt (18 per cent), other dry carriers for 4.4 million dwt (10.8 per cent) and ^:^ined carriers for3.B million dwt (9.1 per cent of total tonnage sold ۴٨٣ demolition). ؤ/39. Among the tankers sold for breaking in 1985, VIiCC and ULCC carriers prevailed (vessels of 200,000 dwt and over). They accounted for 75.8 per cent of combined tanker tonnage scrapped. Cn the other hand, among the bulk carriers, vessel؛! of up to 80,000 dwt prevailed, accounting for 83.9 per cent of dry bulk carriers sold for breaking. All other dry cargo ships broken upduring 1985 were of handy sise, i.e. below 40,000 dwt. At the same time88.1 per cent of broken-up ^^>ined carriers were represented by the 100,000-200,oooo dwt sise group. 10/40. A rther growth of demolition is expected in the near future, with indications that several yards are considering more demolition work. (The establishment of a new scrap yard in Liberia to begin work in 1988 was also announced.)41. Changes in de^lition prices in 1985 are shown in table 24. A rise in scrap prices in the first garter of 1985 towards the level of the last monthsof 1984 was Allowed by a decrease during the rest of the year insouthern Europe and partly in the Far I^st. 8crap prices in Fakistan^ndia were more or less even during the year and higher than t^se of 1984.

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Table 23Broken-up tonnage trends, 1981-1985

198ه 1981 1982 1983 1984 1985

Tonnage sold for breaking a/ (million dwt)

10.ه 12.4 28.3 32.7 29.2/ 41م

Share of broken-up tonnage in the total world fleet b/ (percentage)

1.5 4.1 4.8 4.3 6.3

Source:a/ Fearnley, Review, various issue؛

b/ ^or calculations in this table ^he amount of tonnage of total world fleet was based on data supplied by the Shipping information Service of tloyd's Register of Shipping and tloyd's of tondon Rress ttd. (mid-year figures).

Table 24 Demolition prices in 1985

(dollars per tDT)

MonthFar East

MarketRakistan/India South Europe

January 135.0 100.0 75.0February 137.5 105.0 82.5March 131.0 11^.5 82.5April 127.0 11^.5 82.5May 112.5 112.5 75.0June 107.5 112.5 72.7July 112.5 107.5 72.5August 112.5 102.5 72.5September 107.5 100.0 72.5October 112.5 100.0 72. 5

ber؛»Nove 11^.5 100.0 67.5December 1)2.5 IDO.D 67 ■5

Source: institute of Shipping Economics, Bremen, Shipping Statistics, January 1986.

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Chapter V FREIGHT MARKETS

A. Freight rates of main cargo sectors42. As a result of the current tonnage oversupply and stagnant world economy the freight market was depressed in 19S5. Table 25 shows freight ^ate indices for ma^or market sectors. The annual average for 19B5 reflects a decline in almost all indices, except that for liner freight rates whichwas 5.9 per cent ahove the level of 19S4, and the tanker freight index for medium-size crude carriers which remained at the level of 19B4. An increase of al^st all indices in 19B4 was foliowed in 19B5 hy a decrease, with certain indices sinking even below the level of 19B3. In particular, the dry ca^^ tramp time charter freight index showed a decline of 13.8 ^ r cent as compared with average figures for 1984.43. The tanker freight market, as an individual market sector, was mostly depressed during the first half of 1985, which could be attributed to a relatively satisfactory stockpiling situation at the beginning of the year as well as to the increased hostilities against ships by parties at war in the Middle East, which prevented some shi^wners from sending their vessels to the Rersian Gulf. Thus, the indices for VLCC/DLCC showed a drop from 34 in Snuary 1985 to 22 in July. Mediiim-size crude, as well as small crude and product carriers indices experienced a decrease from 53 to 43 and from 81 to 82 ^»ints respectiveiy during the same period. A certain recovery of freight rates started as of 8epte^ber, when increased demand occurred fo^ tonnage for deliveries of oil from the Middle ^st and the stocks, es^cially in Europe, needed to be supplemented. Thus, the tanker market experienced a rise in freight rates in the last quarter of the year, when №)vember-December freight indices for almost all categories of tankers we^e higher than those fo^ the corresponding period of 1984. ^wever, the annual 1985 average showed a decline in tanker freight indices (except that for medium-size c^ude carriers) as compared to 1984, reflecting the fact that in the ^^st three quartersof 1985 freight ^ates were generally lowe^ than in 1984.44. Freight rates on individual tanker trades recorded substantial chants during 1985. Thus, worldscale s^»t rates for 30,000 dwt dirty tankers from the Caribbean to Unite,d 8tates East GOast were re^»rted to be 115 in January, 95 in June and 145 in December 1985. Worldscale spot rates for 90,000 dwt carriers from the Persian Gule to Nest ®^rope were reported to be 52 in January 1985, 4? in ■?؛ءص and ?8 by the year end. 11/45. In spite of certain i^rovements in the current situation in the tankerfreight market, the level of utilization of tankers as storerooms remained relatively high. Thus, 93 tanker and combined carriers with a total deadweight of 18.5 million tons were reported to he employed in December 1985 for fioating oii storage. ©f these, 35 vessels with a combined deadweight of8.9 million tons (which amounts to 37.3 pe^ cent of the total figure) wereowned by oil companies, while the remaining 58 vessels (accounting for a further 82.7 per cent) belonged to independent owners. 12/

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46. The dry bulk carrier freight market also suffered a depression] in ^985. Although charter rates followed their traditional cyclical pattern with a rise in the spring, the peaks were much lower and the troughs much deeper than in previous years. At the same time average annual demand for dry bulk tonnage was higher than in 1982-1984. 13/4?. The trends in the dry bulk carriers freight market in 1985 may be illustrated by reference to the pattern of grain t^ade from the United States (Qilf of Mexico) to dapan (cargo sizes of 58,889-55, ه8ه tons). Freight rates for this car^ stood at the beginning of the year at ahout 5 له4.ل per ton, increased in ^>ril to $^6.4, then went down to 18.5ه in August, and stood at $13.15 in December. Thus, in this particular trade the annual rate average was $13.6 per ton as compared to $15 in 1984 and $16.4 in 1983, and all monthly freight rates in 1985 were helow those in 1984. 14/48. The highest and lowest rates recorded during 1985 (together with comparisons for 1984) for single voyages in certain leading trades which are of particular interest to developing ،»unt^ies are summarized below»

Freight rate range1985 ل984

$US/tons low ^ g h low

23.584.25

5.5811.25

88

٠٠5888

38.88 ٠٠75 ت4.25

13.88 58

14

21.88

3.8868٠٥

88 3758 1585 15

12

High

5.756.58

13.75

36.58 2515.75 1316.95 13

Route

United states (Gulf of Mexico)/China

!،iberia/Continental EuropeBrazil/Continental ©]rope

Aqaba/IndiaUnited states (G،ilf of Mexico )/IndiaQueensland/dapanMauritius/United kingdom a/

Commodity

Grain

Iron Gre

Iron ©re Fertilizers Fertilizers

8ugar8ugar

Source» Fairplay International, 2 danuary 1986. a/ Freight rates for this trade are in ^unds sterling.

Both high and low freight rates for dry hulk commodities shown above, except for the iron ore trade from Brazil (high freight rates) and fertilizers from Aqaba (iow freight rates), showed a deciine in 1985 as compared to the previous year.

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49. Although spot rates in the dry bulk market have been depressed throughout 1985, owners* real oosts of operation have also been reduced significantly, as prices for bunker, the value of which f^e^uently comprises 50-60 per cent of total oost, were extremely low in the se^nd balf of the year. As shown in table 26, bunker prioes started decreasing as from May 1985. Despite a certain increase in №vember-December they were at the end of the year still 20 to 25 per cent lower than in Jnuary-February 1985.

Table26Bunker prices in 1985

(mid-month prices, $us/tonne]

January 185February 192Marcb 163April 170May 142June 138July 136August 146September 143ctober 135November 152Dece^er 153

Source« Drewry Shipping Consultants, Shipping Statistics and Economics, December 1985, p.6.50. T ^ ti^ charter rates in the dry bulk sector also reflected the general situation of the freight market. After the upswing of 1984 these rates practically decreased to the level of 1983. T^s, the annual average index wa^ i06, which represented a 13.8 per cent decrease as compared with 1984.51. An analysis by vessel size shows tbat a 12-month period fixtures for a 100,000 dwt bulker amounted, at the beginning of the yoar, to ^1.95/dwt/montb, w^ch was 5.4 ^ r cent more than in January of the previous year. A rather steady decline in freight rates started in May, with the lowest level of $1.40/dwt/™nth recorded in November. The Deoember 1985 figure was $1.45/dwt/month, wbich is 25.6 per cent lower than the January 1985 rate and 29.3 ^ r cent less than in December 1984. The average rate for this vessel size in 1985 was 26.7 per cent lower than in 1984. For medium size ships (50,000 dwt) freight ^ates also followed a similar pattern, with the ^ce^ber 1985 rate at $2.55/dwt/month or 27.1 per ce^t lower than i^January 1985 and 28.2 per cent less than in ^cember 1984. %>w€ver, the average figure of downfall was not so serious as the case of large-size bulk carriers. The difference between average rates in 1984 and 1985 êuaounted to 10.6 per cent. 15/

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52. Handy size (25,888 dwt) dry bullcers did not experience a decrease in freight rates to such an extent as the two groups above. The December 85ول rate was 13 ^ r cent lower than in January 1985 and amounted to$4.85/dwt/month. The average annual ^ate for this size of vessel in 1985 was 18.5 per cent lower than in 1984. 16/53. The liner freight ^ate indices shown in table 25 are compiled by the Ministry of Transport for the Federal Republic of Germany and are based on the foreign trade of that country. Consequently, the indices may not be truly representative of trends for this sector of the world shipping industry. Nevertheless, it is considered that they provide a general indicator of such trends. It should be borne in mind that this index is also seriously influenced changes of currency rates of the Deutsche Nark versus the United states dollar. Although during 1985 the liner index decreased by 13.1 per cent over the January to December period it was 5.3 per cent higher than the 1984 annual average.54. A more general indication of line؟ inference freight tends are the number and percentage changes announced liner conferences. Gn the basis of 1985 data monitored by the UNCTAD secretariat with resect to nine conferences serving developing countries, five conferences announced general increases in tariffs at the level of 7 per cent. However, these data cover 0^1^ general rate changes. Information on special liner ^ates ^ r individual ^mmodities, which may be more important, is lacking. Also re،»rded were79 increases in CAFs and 6 increases in BAFs and, on the other hand, decreases in 58 CAFs and 31 BAFs. T^se surcharges ran^d from +28.5 ^ r cent to -42.^2 per cent.B. Liner freight rates as a percentage of prices of selected commodities55. For many developing countries, most of the non-bulk key e^^rts and intports are moved by liner services. Liner freight rates thus have a significant effect on the national income of developing countries, their balance of payments and competitiveness. Table 27 gives liner freight rates as a percentage of prices for selected commodities. The ratio of almost all freight rates decreased in 1984 as compared to 1983, with the lar^st decline in jute (Bangladesh-Europe), which dropped to 11.4 per cent from 21.4 per cent in 1983, palm kernels (Nigeria-Europe) which decreased to 12.7 ^ r cent from ^2.6 per cent in 983ل, and ^conut oil (Sri Lanka-Europe ), which decreased to 5.7 per cent from 9.8 per ce^t in ل983م The ratio of freight rates to the price ^ r only two commodities of those listed in table 27 showed an increase, viz. ruhber from Singa؛»re/Mala^sia to ©]rope and sisal hemp from East Africa to Europe. The decline in the freight rate proportions may be attributed mostly to the increase in prices for the above-mentioned commodities (except for ruhher) in 1984 and a relatively smaller increase and in some cases even a decline in certain height rates.c. Estimates of global freight costs56. Tahle 28 gives the estimates of total freight costs in world trade as the ratio of ocean freight to the total c.i.f. value of imports by groups of

■ Globally the total freight co^ts in 1984 were estimated a^$189.1 billion, which is 2.9 per cent more than i^ 1983. At the same time

TD/B/C.4/299page 48

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The ratio of liner freight rates to prices of selected commodities. 1970 and 1981-1984

Table 27

Freight rate as a percentage ofprice a j b l c )

1984;.10.7

41?ه17d

1114

12n

1983

ه2113

224

1982

2115171031411

1981

2115141027

1970101

1219

RouteCommodity

Singapore/Malaysia Europe Singapore/Malaysia Europe

Bangladesh-Europe Eas^ Africa-Europe Ghana-Europe Sri Lanka-Europe Sri Lanka-Europe Brazil-Europe Nigeria-Europe Colombia (A^lan^ic ports)-Europe

Brazil-Europe Colombia (?acific ports)-Europe

RubberTinJuteSisal hemp Cocoa beans Coconut oil Tea CoffeeRa.lm kernels CoffeeCocoa beans Coffee

Source : Compiled by the UNCTAD secretariat on the basis of data supplied by the Royal Netherlands Shipowners Association. C.i.f. prices were quoted for rubber (London-RSS), ^in, jute رؤ

(UR-pwc grade), sisal hemp, cocoa beans (Ghana-Europe), a^d palm kernels. For cocoa beans (Brazil-Europe), and coffee (Colombia-Europe and Brazil-Europe), unit values of exports were quoted. Prices of the remaining commodities are quoted o^ f.o.b. terms.bf Freight ra^es include, where applicable, bunker surcharges and

currency adjus^^en^ factors, a "tank cleaning surcharge" (for coconut oil only), port delay and additional port surcharges (for Colombia only). Cohversion of rates ^o other currencies is based on parities given in International Financial Statistics published by the International honetary Fund. Annual freight آates were Calculated by taking a weighted average of various freight rates quoted during the year, weighted by their period of duration.

cj For the period 1981-1984, ^he prices of coconut oil and sisal hemp were ^aken from UNCTAD, Monthly Commodity Price Bulletin, in the December issue of the respective following yeax.

dj The ratio has been calculated on the basis of the official COWAC quote as the Nigerian Palm Produce Board regulates sailings on ^he basis of chartered-in capacity.

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Tabic 26Estimate of total freight costs in world trade a/

by groups of countries, 1980, 1983 and 1984 (totais and percentages ٠۴ import values)

Freight costs

percentage of import value

yalue ٠۴imports (c.i.f.) (millions

of dollars)

Estimate of total freight costs of imports (millions

of dollars)Country groupTear

6.64

>.52

10.52

42«5418384

13.

10.9.12.

1,856,834

1,441,080

415,754

77,757123,495211,089

9362,477

123,264

79,514

43,750

10,43210,92921,979

318

1. World total

2٠ Developed market- economy countries

3. Developing countri؛ - total

Of which:in Africa in America in ^sia in Europe in Oceania

1980

6.37

>.20

10.10

10.5210.219.939.8212.82

1,663,098

1,265,710

397,388

68,28376,771

249,963733

2,371

105,938

65,787

40,151

7,1857,842

24,820

304

1. World to^l

2. Developed market economy countries

3. Developing countrie؛- total

Of which:in Africa in America in Asia in Europe in Oceania

1983

6.15

,ؤ10

.ا7و

\ \75 9276

10

12

1,773,374

,374,850

398,524

66,89382,779

245,777716

2,359

109,084

70,069

39,015

7,2447,435

23,964

301

1 . World total

2. Developed market economy countries

3. Developing countries - totalOf which:

1984

in Africa in America in Asia in Europe in Oceania

Source: Derived from IMF f.o.b./c.i.f. factors and IMF import data.a/ The estin]ate for the world is not complete since data for countries whichare not members of IMF are no^ included.

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the value of international trade increased by 6.6 per cent. Consequently, the proportion of freiqbt costs in the total value of world trade decreased from 6.3? per cent in 1983 to 6.15 ^ r cent in 1984. For developing countries, however, and especially those in Africa and Oceania, this ratio continued to be appr(«imately double that for developed market-economy countries, i.e. 9.?9 per cent as against 5.1 per cent (this is also illustrated in graph 3مر The differences in the ratio of ocean freight to the ^tal c.i.f. value of imports by groups of countries may be partly explained by the following factors. Developed market-economy countries are substantial importers by sea of bulk cargoes, for whicb freight rates are relatively low. Furthermore, im^rters in developed market-economy countries can exercise greater control over levels of freight rates applicable to liner imports than i^rters in developing countries. The high level of freight factors applicable to the imports of developing countries particularly in Africa and ©ceania may also to a certain extent be attributed to the fact that they generally import goods by sea from longer distances, and may be using more relatively ex^nsive liner services.

TD/B/C.4/299

f3rap؛h ؟ءp e rceritaqe ■C:.î.f. Ir-np-ort ■■•■■■glLie:;F - r e i g h t

التاوق' قص ■vVORLDН И de>/e;lof'edوقع D E v 'E L O P I N G

'رلناجه

19ГО 19 7 !ة 1YE.ARS

Derh/0 ci fr-C'jrn . مصجم-تيمحممح /كمحمح مهحم!ءصتممح'ءت*مح• >حن

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Chapter VI OTHER DEVELOÏMENTS

A. United Nations Convention on a Code of Conduct for Liner Conferences57. During 85ول seven countries became contracting parties to the Convention, which entered into force on 6 October 1983. Thus, at the end of 1985 the total number of contracting parties stood at 66, 17/ accounting for47.72 per cent of relevant world tonnage. The UNCTAD secretariat has continued to give assistance, on request, to countries wishing to implement the Code. In accordance with article 46 of the invention, the Registrar of the Convention was appointed in November 1985 and his office was established in Geneva.58. As a result of a nu^er of developed market-economy countries becoming contracting parties in the last (garter of 1985, there was an increase of interest in the practical application of the Code. A few contracting parties, particularly thc>se from the developed market-economy countries, had enacted national implementing legislation for the Code simultaneously with their ratification of the Convention. Among developing countries, ^wever, few contracting parties had enacted specific national implementing legislation at the end of 1985, though several of them had commenced action towards introducing suc!h legislation. Some developing country contracting parties were also engaged in re-examining their national cargo reservation régimes in the context of their obligations to the Code.59. The Co!^ittee on Shipping at its eleventh session adopteddecision 50 (XI) urging States which are contracting parties to implement the Convention in complete con^rmity with its scope and provisions. The decision also called upon States contracting parties, where necessary, to enter into multilateral and bilateral consultations to implement the invention. The UNCTAD secretariat was further requested to prepare a comprehensive report on the implementation of the Convention and to continue to give guidance and assistance, on request, to developing countries with regard to the implementation of the Code. The report on the i^lementation of the Code referred to a^ve is under مه8preparation and will be submitted to the Committee on Shipping at its twelfth session. To help ^vernments, in particular t^se of developing countries, to determine the action to be taken at the national level to implement the provisions of the Code, the UNCTAD secretariat is also preparing a set of guidelines on the implementation of the Code. This document may also serve as background material for seminars on the Code.B. United Nations Convention on International Multimodal Transport of Goods81. The United Nations Convention on International Nulti^dal Trans^rt of ^ods, 18/ which was adopted by consensus on 24 May 198© by the United Nations Conference of Plenipotentiaries, was opened for signature in New York from 1 September 198© to 31 August 1981 and has remained open for accession thereafter. It will enter into force 12 months after 3© States have become contracting parties either by definitive signature, ratification or accession.

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By January 1986 four countries - namely, Chile, Malawi, Mexico and Senegal - had ratified or acceded to the Convention, while three countries - Morocco, Norway and Venezuela - had signed the Convention suhject to ratification.

62. This slow progress - in reality no change has been ohserved over the last 12 months - has to a large degree been the result of the e^ally slow progress towards the coming into force of the Dnited Nations Convention on the Carriage of Goods by Sea, 1978 (^mhurg Rules), since many countries deem it unadvisable to hecome contracting parties to the multimodal transport Convention ahead of the Hamburg Rules. Contracting parties to the Hamhurg Rules now stand at 10, and although there are hopes that a numher of important countries are close to becoming contracting parties to the Convention, there is still some way to go before its entering into force can he expected. 19/ l^wever, at the eleventh session of the Committee on Shipping, the DNCTAD secretariat was requested to prepare a study on the economic and commercial implications of the Hamburg Rules and the multimodal transport Convention, including present insurance practices, and the implications of becoming contracting parties to these two Conventions. This study will be presented to the Committee on Shipping at its twelfth session in November 1986. Nithout prejudging the findings of the study it would seem that the availability of such a study would facilitate the decision-making process in some countries by highlighting the advantages of hecoming contracting parties to the two Conventions.C. Multimodal transport - general developments63. Multimodal transport is becoming increasingly important throughout the world and the need for a streamlining of the cargo chain is becoming obvious to governments and industry alike. As a consequence, a multitude of different types of through or multi^dal transport documents (MTDs) have come into heing, some hased on the "network" system, one or two on the "uniform" system, and a similar number on a mature of the two. Only in a very few oases has any reference to the multimodal transport Convention been made and many of the so-called "through documents" are in fact not issued hy a common carrier but by a company acting "as agent" on behalf of the actual ocean carrier or on behalf of the shipper. These types of documents do not offer shippers very good protection and the need for a universally accepted multimodal transport document is coming to be reoognized. The drafting of the clauses of such a document (the reverse side of the document) reported in last year's Review has progressed smoothly and the draft document will be suhmitted to the Committee on 8hipping for oonsideration at its twelfth session.64. In last gear's Review it was also reported that inland container depots (ICDs) were starting to gain acceptanoe in developing countries. This trend has continued as has the introduction of unit trains to and from these ICDs. 20/ Developing countries have also increasingly come to realize the necessity for some form of regulation of their multi^dal transport traffic through the introduction of minimum rules for multimodal transport and multimodal transport operators.

65. To assist with this work the Workshop for senior officials, developed by DNCTAD, seeks to promote awareness of the advantages and pitfalls of multimodal transport and to improve the climate for the introduotion of multimodal transport. It has heen organized three times in Africa and Asia in

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English in 1984 and 1985 and once in Africa in Erench in 1985 in co-operation with ECA and ESCAP. A total of about 8© senior government officials from 21 countries - including Malawi, one of the contracting parties to the Convention - have already participated in these works^ps. Three to four >»rks^ps have been scheduled for 1988 in Africa and Asia. The Workshop has been translated into 8panish for delivery in Latin America, although no delivery in that part of the ^rld has as yet been scheduled.

D. United Nations Conference on Conditions for Registration of Ships88. The United Nations Conference on ^nditions for Registration of Ships held the second and third parts of its session in ^neva from 28 January to 15 Eebruary 1985 and from 8 to 19 July 1985, respectively. The Conference was convened pursuant to ^neral Assembly resolution 37/2©9 of 2© December 1982 to consider the adoption of an international agreement concerning the conditions under which vessels should be accepted on national shipping registers.87. At the second and third parts of the Conference substantial progress was made on the com^site text, which contained a draft text for the future international agreement. At the fourth part of the Conference, held from^٠ January to 7 Eebruary 1988, the work on an international agreement was completed and the Conference adopted the United Nations Convention on Conditions for Registration of 8hips. 21/E. Marine insurance, maritime liens and mortgages, and maritime fraud88. The Sub-Group of ^،perts established at the seventh session of the Norking ^oup on International Shipping legislation finalised its work on drawing up a set of standard non-mandatory international model clauses on marine hull and cargo insurance at the tenth session of the Working Group, held from 24 September to 5 Cctober 1984. The Working ^roup adopted the texts of the Model Clauses on the understanding that corrections of an editrial nature would b؛؛ communicated to the ^^CTAD secretariat, and that the corrected texts would be examined by the Committee on Shipping at its eleventh session. At its eleventh session (November 1984) the Committee on Shipping, in its decision 52 (XI), instructed the Rap^rteur of the Working Group to circulate the corrected texts of the Model Clauses together with the amendments of an editorial nature received from delegations and, after consultation with appropriate experts, to submit its final rei^rt to the Trade and Development Board at its thirtieth session.89. At its thirtieth session, the Board adopted decision 318 (XXX) of29 March 1985 on Model Clauses on Marine تهء1ل and Cargo Insurance. In this decision, the Board requested the 8ecretary-^neral of UNCTAD to circulate the Model Clauses to the member 8tates of UNCTAD, and to draw their attention to the amendments made by the Rapporteur of the Working ^roup, inviting them to provide comments thereon. It further reguested the 8ecretary-(^neral of UNCTAD to report to the Committee on shipping at its twelfth session on the comments received, on the basis of which the ^mmittee shall report to the Board for appropriate action on the Model Clauses.7©. The subject of maritime liens and mortgages was also reviewed by the Working Group on International 8hipping ^gislation at its tenth session. 22/ The sub-group dealing with this item held preliminary discussions and

TD/B/C.4/299

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TD/B/C.4/299page 47

recommended that an in-depth study be made on economic aspects of maritime liens and mortgages, and that the International Convention for the Unification of Certain Rules Relating to Maritime Liens and Mortgages of 1967 be taken as the basis for future ™rk. During the eieventh session of the Norking G^oup (14 to 22 October 1985) the Sub-Group continued its consideration of the subject of maritime liens and mortgages on the basis of the reports prepared by the UNCTAD secretariat. The forking ^oup adopted resolution 6 (XI) on maritime liens and mortgages, in which it recommended to the Board to take appropriate steps to provide for the convening jointly with the International Maritime Organization (IMO) of an intergovernmental group of experts, initially in ^neva in ©ctober 1986. This group of experts will examine the subject of maritime liens and mortgages including the possible consideration of»

(a) their views of the maritime liens and mortgages Conventions and related enforcement procedures, such as arrestر

(b) the preparation of model laws or guidelines on maritime liens, mortgages and related enforcement procedures, ^uch as arrest;

(c) the feasibility of an international registry of maritime liens and mortgages.71. ^^rsuant to resolution 49 (X) adopted by the Committee on Shipping, the Ad hoc Intergovernmental Group to Consider means of ^mbating all Aspects of Maritime Fraud, including Riracy held its first session in ^neva from 6 to 17 February 1984. The Ad hoc Intergovernmental Group adopted resolution 1 (I) in which it recommended that a second session of the Group be held and also revested the I^CTAD secretariat to prepare in-depth studies on various subjects relating to maritime fraud. These couid include, inter alia, the feasibility of improving co-operation between state administrative and prosecuting authorities, a banking super-service scheme, minimal professional palification for shipping agents and the availability and adepacy of shipping information needed to combat maritime fraud. At its second session (23 ©ctober to 1 November 1985) the Ad hoc Intergovernmental Group considered the reports prepared by the UNCTAD secretariat on the various subjects raised in resolution 1 (I). The ^^oup adopted resolution 2 (II) in which it requested the UNCTAD secretariat to complete the study on ways and means to encourage commercial parties to prevent documentary frauds associated with the use of bills of lading, including the possibilities of using sea waybills. Resolution 2 (II) also revested the UNCTAD secretariat to undertake various other ™ r k relating to maritime fraud. These include such subjects as* a comparative study of the different minimum standards for shipping agents, and preparation of a draft set of standards, including financial standards, if appropriate; elaboration of pro^sals for improving the availability and dissemination of international ship-related information; ®؛amination of ways and means to increase co-operation among existing national and international ^dies in the investigation and prosecution of maritime fraud; development of an UNCTAD training programme and an educational package on measures to combat maritime fraud.

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F. UNCTAD teclinical assistance in shipping and ports

?2. During 1985 the F^CTAD secretariat executed a total of 59 technical assistance projects financed by UNDF, recipient countries and funds-in-trust (as against 44 in 1984). These projects were hasically concerned with the provision of advisors and consultants, training (fellowships and group training), and to a lesser degree, equipment procurement. Eighteen projects (12 in 1984) were initiated and 19 (same in 1984) were completed. Eighty-five experts were engaged in these projects (67 in 1984) and 3,299 fellows/course participants followed training activities (as against 1,599 in 1984). The total project hudget in 1985 amounted to $2.2 million (UND? financed projects) as against $2 million in 1984.

73. The secretariat has continued to develop and organize training activities at different levels in the fields of shipping, ports and multimodal transport and has commenced a new progra!]«؛]e in maritime legislation. Training of senior, middle and junior management in these areas will continue as a high priority, with special attention heing paid to the further elahoration of complementary training packages, either developed centrally through the Improving ^rt ^formance (IPP) project or through centralized and decentralized development (TRAINMAN). 23/ Under the IPP, generously financed by the 8wedish International Development Aut^rity (SIDA), the secretariat, in 1983, completed the development of materials for a training course on the Management of ^neral Cargo ©perations. These materials, originally prepared in English, have been translated into French, Spanish, Portuguese, Arabic and ©hinese and further translations into Bahasa Indonesia, Korean and Thai are being prepared. During the past three years over 299 instructors have been trained to deliver this oourse in their own countries and some 1,599 junior and middle managers in 39 countries have already participated in this first training programme. A second training programme, in the form of materials fora seminar on Container Terminal Development ^licy, also financed by SIDA, hasjust been completed the secretariat. These materials consist of six videoprogrammes supported by case studies and exercises. The seminar has beendesigned for polioy makers, such as senior civil servants and ports managers, engaged in planning container terminal development and operations. Deliveries in developing countries may be arranged on request.74. During 1985 the TRAINMAN programme further expanded its role in the field of maritime training. These aotivities included the establishment of four new training centres, the development of three new courses, the facilitation of an exchange of pedagogical materials and the delivery of courses during 1985. Since• its inception, TRAINMAN has established 29 training centres, developed 22 maritime courses (19 in ports, 4 in shipping, 3 in multimodal trans^»rt,1 in maritime legislation, and 4 in technology of training), provided training to 359 instructors and delivered 225 courses for 3,999 managers from developing cou]]tries.75. Ongoing activities include the implementation of tech^ioal assistance and training projects. The TRAINMAN network is heing considerably reinforced. A five-year development plan has been prepared so that more countries can be progressively associated to the network, including industrialized dono^ counties. The progra^e will continue to address issues corresponding to the most urgent training requirements of the participating countries. Nith regard to INF, SIDA has recently made funds available to UNCTAD for the preparation

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of a further training programme on equipment management and maintenance, the subject rated as of the highest priori^ by the M hoc Intergovernmental Group of ^rt Experts which met in Geneva in Eebruary 1986.G. Contracts for freight futures76. The Baltic International Ereight Eutures Exchange (BIEEEX) and the International Eutures Exchange, Bermuda (INTEX) started trading in freight futures contracts on s^t dry bulk shipments on 1 May 1985, using the Baltic freight index (BEI). These organisations provide the freight futures market for the first time with a hedge against the freight risks of the dry bulk ocean freight industry. On 10 Eebruary 1986 BIEEEX also introduced freight futures contracts for tanker shipments.

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TD/B/C.4/299page 50

Notes

1/ Bee Fearnleys, Review 1985, p.4.V Based on Institue of Shipping Economics and ^gistics, Bremen,

Shipping Statistics, vol. 29, No. 9, September 1985, p.22.

3/ Rep^iic of Korea, Bong Kong, Singapore, India, Brazil, Rhiippines, Sa^i Arabia, Islamic Repolie of Iran, Argentina, K^ait (in order of importance).

4/ tonnage defined as tonnage which is not f^lly utilized owingto slow steaming, lay-up status, or lying idle for reasons otber t^ n la^-up (i.e. casualty, storage, u^der repair, etc.). As in previous issues of tbe Review, the calculation of surplus and its share in supply was based upon the method used by Lloyd’s Shipping Economist, where total supply is the sum of dry bulk supply or tanker supply and a proportion of the total combined carrier fleet, allocated to either dry bulk or oil trades according to an analysis of trading patterns. The amount of surplus was calculated in a similar way.

5/ Transmodal Industries Research, London. The Marine Times, India,28 December 1985, p.9.

6/ Newbuilding prices are based on reported prices for ships ordered in Japan (in Europe, in the case of gas carriers). Account is taken of particularly favourahle finance terms. In comparing newbuilding prices for several years, differences in exchange rates of the United States dollar need to be taken into consideration.

7/ Lloyd's Shipping Economist, vol. 8, No. 1, London, January 1986,

8/ Lloyd's Shipping Economist, vol. 8, No. 1, January 1986, p.337.

9/ Estimates are based on Fearnley, Review 1985, p.31.10/ Ibid.11/ Fearnley, Review 1985, p.35.12/ Fairplay International, London, 1985, 19/^6 December, p.10.13/ Lloyd's Shipping Economist, vol. 8, No. 1, I^ndon, January 1986,

14/ Fearnley, Review 1985, p.36.

15/ Ibid.

>.37.

16/ Ibid.17/ Bangladesh; Barbados; Benin; Bulgaria; ©ape Verde; ©entrai African

Republic; ©ameroon; ©hile; ©hina; ©ongo; ©osta Rica; ©ote d'Ivoire; ©uba;

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CzechoslovakiaI Denmark; Egypt; Ethiopia; ?inland; ?ranсe; Gabon; Gambia; German ^mocratic Republic; ^rmany, ?ederal Republic of; Ghana; Guatemala; Guinea; Guyana; Honduras; India; Indonesia; Iraq; Jamaica; Jordan; Renya; I^banon; Madagascar; Malaysia; Mali; Mauritius; Mexico; Morocco; Netherlands; Niger; Nigeria; Norway; Pakistan; Peru; Philippines; Republic of Norea; Romania; Haudi Arabia; Senegal; Hierra leone; Eri Lanka; Eudan; Eweden; Togo; Tunisia; Dnion of Eoviet Eocialist Republics; Doited Kingdom (also on bebalf of ^braltar and !^ng Kong); United Republic of Tanzania; Trinidad and Tobago; Uruguay; ^^enezuela; ^goslavia; Zaïre.

18/ ?or the text of the Convention, see United Nations Conference on a Convention on International Multimodal Transport, vol. I, Final Act and Convention on International Multimodal Transport of Goods (United Nations publication, Eales No. E.E1.II.D.7 (vbl. I).

19/ The United Nations Convention on the Carriage of ه0<ظ by Eea, 197E (HAmburg Rules) will enter into force one year after 20 Etates have become contracting parties to it.

20/ In the United Etates some multi^dal trans^rt operators began to operate double-stack container trains in 1985 in an effort to reduce transport ص Sts per container.

21/ ?or the text of the Convention, see TD/RE/CGN?/23.22/ ^rsuant to resolution 49 (X) of the Committee on Ehipping.23/ With regard to ports, as recommended in the report of the Ad hoc

Intergovernmental Group of ^rt Experts, Geneva, 25 February to 5 March 1988, see TD/B/C.4/AC.7/L.l and Add.l; see also TD/B/C.4/AC.7/3.

TD/B/C.4/299page 51

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TD/B/C.4/299Annex I

ANNEXESAnnex

CLASSIFICATION OF COUNTRIES AND TERRITORIESUnited States of America

New ZealandItalyMonacoNetherlandsNorwayPortugalSpainSwedenSwitzerland (L)TurkeyUnited Kingdom of teat Britain and Northern Ireland

Yugoslavia

^landRomaniaUnion of Soviet Socialist

^publics

Viet Nam

MoroccoAnisia

Guinea-BissauLiberiaNali(L)Mauritania Nigeria St. HelenaSao Тэте and PrincipeSenegalSierra LeoneTogoZaire

CodeCode

Codel - CanadaCode2 - JapanCode3 - AustraliaCode 4 - Austria (L)

Belgium Denmark Faeroe Islands Finland FranceGermany, Federal Repuhlic ofGibraltarGreeceIcelandIrelandIsraelSouthAfricaAlbania BulgariaCzechoslovakia (L)German Democratic Republic Hungary (L)

Code? - ChinaDemocratio ^ple's Repuhlic of Korea

Codes -S.1 Northern AfricaAlgeriaEgyptLibyan Arab Jaü]ahiriya

S.2 Western AfricaAn دو la Benin Cameroon Cape Verde CongoCote d'IvoireEquatorial tineaGahonGambiaGhanatinea

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TD/B/C.4/299Annex I

Reunion Seychelles Somalia Sudan Uganda (L)United Republic of Tanzania Zambia (L)

Eastern AfricaBurundi (L)ComorosD j i b o u t i

EthiopiaKenyaMadagascarMauritiusMozambigue

-9.1 Caribbean and ^rth AmericaGuadeloupeHaitiJmaioaMartinigueMontserratSt. Rierre and Miquelon Saint Christopher and Nevis Saint L^ciaSaint Vincent and the Grenadines Turks and Caicos Islands United States Virgin Islands

AnguillaAntigua and BarbudaBaha; asBarbadosBermudaBritish Virgin IslandsCayman IslandsCubaDominica^minican RepublicGreenlandGrenadaCentral ^erica؛

№>ndurasMexicoNicaraguaRanama

Belize Costa Rica £1 Salva،^r GuatemalaSouth America-Northern seaboard9.;

SurinameTrinidad and Tbbago Venezuela

GiiyanaErench Guyana Netherlands AntillesSouth America-Nestern seaboard».4

Ecuador^ru

ChileColombia

Eaikland Islands (Malvinas) a/ Rara^ay (L)Uruguay

South America-Eastern seaboardArgentina Olivia Brazil

9.أ

а/ A dispute exists b e ^ e n the ^vernments of Argentina and of the United Kingdom of ^eat Britain and №^rthern Ireland ooncerning sovereignty over the Falkland Islands (Malvinas).

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TD/B/C.4/299Annex I

Code 10 - 10.1 Western AsiaLebanonOmanrحatوSaudi Arabia Syrian Arab Republic United Arab Emirates Yemen

BahrainCyprusDemocratic YemenIran (Islamic Republic of)Ira^JordanKuwaitSouthern and Eastern Asia10.:

MalaysiaMaldivesPakistanPhilippinesRepublic of №>reaSingaporeSri lankaThailand

BangladeshBhutanBrunei Darussalam BuT!«aDemocratic KampucheaHong KongIndiaIndonesiaMacau

MaltaCode 11 -

Papua New Guinea

Solomon IslandsTongaD^valu؟Wake Island

(Australia)American Samoa Christmas Island ?iji?rench ^lynesiaGuamKiribatiNauruNew Caledonia

Code 12 -

Notes

statistical purposes only and does not imply je of development of any country.

1. This classification is any judgement regarding the

2. Trade statistics are based on data recorded at the ports of loading and unloading. I^ade originating in or destined for neighbouring ^untries is attributed to the country in which the ^rts are situated; for this reason land-locked countries do not figure in these tabulations. Dn the other hand statistical tabulations on merchant fleets include data for land-lcked ^untries that assess fleets• these countries are marked "(L)".3. The groups of countries or territories used for presenting statistics in this Review are made up as follows،

- Developed market-economy countries and territories•Codes 1, 2, 3, 4 and 5

- Socialist countries of Eastern Europe and Asia*^des 8 and ?

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TD/B/C.4/299 Annex I page 4

- Developing countries and territories ١ Codes 8, 9, 10, 11 and 12of which«in Afrioa« Codes 8.1, 8.2 and

in America» Codes 9.1, 9.2, 9.:in Asia» Codes 10.1 and 10.

in Europe* Code 11in Cceania» Code 12

In certain tables, where appropriate, five open-registr^^ countries are recorded as a separate group. The composition of this group was revised in 1981. тاأe group comprises Baha^^s, Bermuda, Cyprus, Liberia and Panama.

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TD/B/C.4/299Annex II

Annex IIWORLD SEABORNE TRADE a/ ACCORDING TO GEOGRAPHICAL AREAS, 1 9 7 0 ت9^و , AND

(Millions of tons)

Goods loaded Goods unloaded

Area b/ Year Petroleum Drycargo

Totalall

Petroleum Drycargo

Totalall

Crude Products Crude Productsgoods

Developedmarket-economycountriesNorth America 1970 0.7 308.0 314.0 73.4 103.6 170.0 347.0

1983 0.5 19.4 438.6 458.5 162.6 68.5 163.9 395.0198^ 0.5 19.5 453.5 473.5 174.8 86.2 176.3 437.3

Japan 1970 - 0.3 41.6 41.9 170.4 30.4 235.1 435.91983 - . . . 91.0 91.0 176.0 43.2 331.2 550.41984 - ... 94.1 94.1 189.2 44.5 369.4 603.1

Australia and 1970 - 1.3 92.3 93.6 18.8 2,9 15.4 37.1New Zealand 1983 0.1 3.7 174.6 178.4 8.9 3.6 17.9 30.4

1984 0.1 5.6 212.7 218.4 9.4 4.1 17.0 30.5Europe 1970 28.6 82.3 244.8 355.6 621.0 100.4 - م469 0 1190.4

1983 114.0 85. 40^.3 601.5 429.3 149.0 629.0 1207.31984 118.9 87.) 420.8 626.8 440.2 153.1 652.1 1245.4

South Africa 1970 - - 13.2 13.2 8.8 2.6 6.2 17.61983 - - 61.0 61.0 15.0 . س 10.1 25.11984 - ... 60.0 60.0 15.0 10.2 25.2

Sub-to^al: 1970 ^9.3 89.2 699.9 818.3 892.4 239,9 895.7 ^028.0developed 1983 114.6 108.3 1167.5 1390.4 791.8 264.3 115^.1 2208.2market-economy 1984 119.5 112.2 1241.1 1472.8 828.6 ?87,و 1225.0 2341.5countriesSocialist countries of Eastern Europe and AsiaSocialist 1970 0.^ 3.4 34.8 10.8 3.0 43.0countries of 1983 0.1 11.2 42.5 53.8 32.0 0.7 48.6 81.3Eas^er^ Europe 1984 0.1 11.6 52.4 64.1 32.3 0.8 50.4 83.5(excludingUSSR)

USSR 1970 /2-9 46.0 106.9 11.9 14.41983 70.0 48.0 47.6 165.6 7.0 0.8 56.1 63.91984 70.2 47.6 48.3 166.1 7.1 0.9 68.3 76.3

Socialist 1970 - 0.1 13.3 13.4 5.4 0.4 24.4 30.2countries 1983 19.9 4.5 21.9 46.3 2.4 1.1 52.5 56.0of Asia 1984 20.4 4.5 20.7 45.6 2.4 1.1 51.1 54.6

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TD/B/C.4/299Annex II

Goods unloadedGoods loaded

Tear Petroleum Drycargo

Totalall

Petroleum Drycargo

Totalall

goodsCrude Products Crude Products

1970 38.2 26.4 94.1 138.9 18.7 3.4 63.3 87.61983 90.0 خ3 ٠ 7 112.0 263.7 41.4 2.6 137.^ 201.21984 90.7 63.7 121.4 273.8 4أ-8 169.8 214.4

1970 221.4 3.6 233.4 17.9 33.81983 92.2 29.1 28.1 149.4 84.4 3.8 61.2 131.41984 91.2 29.1 29-7 130.0 83.3 3.6 62.9 131.81970 60.3 1.0 61.3 1^3.0 3.6 4.0 14.8 22.41983 73.0 3.1 ^7.9 126.0 3.^ 4.1 26.6 34.11984 77.1 نح.د 47.8 128.1 د.د 4.2 26.8 34.31970 - 1.2 16.1 17.3 2.6 8.3 16.41983 - 1.6 8.3 9.9 4.7 2.7 1^.1 19.31984 - 1.7 9.3 11.2 و-ه 2.7 12.2 19.81970 -- 1.4 28,4 29.823.3 4-3 11.2 39.21983 9.1 8.0 21.9 39.017.8 7.3 14.3 39.61984 9.0 8.0 21.8 38.814.9 7.1 14.2 36.21970 - 3.7 11.9 13.66.0 6.3 18.01983 67.3 4.1 13.6 83.24.2 2.2 13.0 21.41984 67.1 4.0 13.2 86.34.0 2.1 14.9 21.01970 131.1 11.8 36.0 ^78.963.1 3.0 6.7 72-91983 64 A 31.3 19.6 133.726.^ 3.6 14.81984 63.3 31.8 20.7 138.023.1 3.4 13.2 41.71970 4_ج 1.6 29-8 33.9 4.1 1.3 5,9 11.31983 9.7 3.8 24.3 38.03.9 1.3 13.2 18.61984 9.6 3.7 26.4 39.73.7 1.3 13.9 19.11970 0.1 1.1 34.3 33.318.8 1.0 19.8 39.61983 . . . 6.3 147.6 133.936.3 1.0 ^3.3 61.01984 ... 6.1 133.7 161.836.7 1.1 24.1 61.91970 388.7 63.6 ٩٩ 638.6 0.1 1.0 13.1 14.21983 462.9 63.9 14.3 343.3 8.8 9.3 100.8 119.11984 463.8 66.9 18.6 331.3 8.9 9.3 103.7 124.11970 33.0 23.7 89.3 148.034.7 23.3 61.9 139.91983 82.9 46.3 137.4 286.8110.3 41.6 234.7 386.61984 83.8 48.2 169.9 301.9110.0 41.1 241.2 39^.31970 - - -- 0.3 0.7 1.01983 - - 0.3 0.3 - 0.4 1.1 1.31984 0.4 0.4 0.4 1.1 1.3

Area b/

Sub-total: socialist countries o£ Eastern Europe and AsiaDeveloping countries and territoriesNorthernAfrica

Western Africa

Eastern Africa

Caribbean and North America

CentralAmerica

South America:NorthernseaboardSouth America:WesternseaboardSouth America:EasternseaboardWestern Asia

Southern and Eastern Asia

Developing countries in Europe

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TD/B/C.4/299Annex II

Area ظ / Year

Goods loaded Goods unloaded

Petroleum Drycargo

Totalall

Petroleum Drycargo

Totalall

Crude Products Crude ProductsOceania 1و?ه - 0.2 9.5 9.7 0.6 1.6 2.9 5.1(n.e.s.) 1983 - 0.2 6.8 7.0 - 2.0 3.1 5.1

1984 - 0.2 7.9 8.1 - 2.0 3.2 5.2Sub-total: 1و?ه 1041.4 216.9 368.4 1627.7 189.9 54.2 169.7 414.0Developing 1983 863.9 220.1 490.5 1574.5 300.4 ٦ ٠» 520.4 902.7coimtries 1984 869.1 222.9 523.6 1615.6 295.0 80.7 533.4 909.1World total ç j 19?ه 1110.0 330.0 1165.0 2605.0 1101.0 302.0 1127.0 2530.0

1983 1068.3 392.1 1770.0 3230.6 1133.6 348.8 1829.7 3312.11984 1079.3 398.8 1886.1 3364.2 1165.4 371.4 1928.2 3465.0

Source; Compiled on the basis of data communicated to the UNCTAD secretariat by the Statistical Office of the United Nations.

ع / Including internaticnal cargoes loaded at ports of the Creat hakes and St. Lawrence system for unloading at ports of the system. Great Lakes and St. Lawrence trade (in dry cargo) amounted to 4 2 million tons in ا9?ره 27 million tons in 1 9 8 5 and 1و million tons in 1 9^4 .

ظ / See annex I for the composition of these groups٠с/ figures rounded to the nearest million.

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TD/B/C.4/299Annex III

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TD/B/C.4/299Annex III

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TD/B/c .4/299Annex III

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t d /b /c .4/299Annex III

٨ ص د ٨ ٨ ٨مي0 ٨٥١٥٥ مي مبم مي مب مب ب مي ١٥ مي١٨١٥ ^ هاب ٠١٥ ٩٥٢٠٠٥١٥٥١٨٢٠١٥٢٠١٥ مي ٢٢ 00 ٧٦٢٢ 00 ٠٦ ٥٠١٥ ^ ميمي ١٥ ٢٢

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هله

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٠١٨٢٢٣٠١٥٢٠

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(Пw هاСи (D٠٣( •H

ai-٠ S» أئ لهيا

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مبم ٠١ ٠١١٥ ب ٠١مي СОيميم٧٦٣١صمي

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دم ها ئ صи

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لهصلههخ

8

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TD/B/C.4/299Annex III

٠٠٢٠١مب ٩٢in ٢٠

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ه

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8

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TD/B/c .4/299Annex III

مي ص ٠٥ مبمب مب

ГО ٠١ СО ص ،٠٨

ص0هсо CN со CNمب هم

٥٦ ٠ ٠٥ ص٠٢) ص هم

ОО آلى U0го مبcoif)٤٨ ١٥٠٤٨

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لب

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٤٥٠

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مب مب

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ة

٠ هم ٣٠٣ о٤٨٠٤٥مب ٠ ٤٨٨١٤٥ о ٤٨ ه مبح ٠ ٠ ٠ № د٠ о ٠٠ صمب

٣٠ ٠ ٠١٥ ٣ ميص ٠ ب ٤٥٤'I-H CN

٠مي ١٥ ٠٣٠١ مب ٨١

٤ ٥ ٠ 00 ٠مب مب

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00 مبمبم مب مب ٣

٠٨١٠ ٠CN ٨،٠ ٤ ٥٠ ٠٨١٠

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١٥٠٠٨١CN оص هم٠٠ СП مب مي٤٨٠٤٨

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t d /b /c .4/299Annex III

О О О٧٦٢٢00 ٢٢О О О

مي٧٦ ب ٦] гН I-H٠٥inومي ب

إ0صго ٥ ٥٠

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٠٠ViI

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مب

٥٥

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٠٤٨ ٧٦ ٢٠00 ص١٥٥

٠٠٠٤٨مب ٤٨

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ص مبمب مي

ص ^١ة8> ئ م0) يا

и

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00 ٢٠٤ ٨ ٥

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^٥٠١٥coco٥١٥

مب مب

Й حمد هاهاص د •H مب 0)صV

مي ١٥ 0 ٤٨ مي 0٨ ٨

٥ مي ١٥١٥ مي٥٠ مي٥

٧٦ مب

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مي ١٥ص مبله ٢٠ مب

مبم

٥٥٠٥

О О О

مي ٥ي ٥ со مب

مه مي

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٠٤ ٨

مبيلصيء

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له

(٠٥١١٠о

ةоص

ممل ئ1٢٨ ص Ф ٠ا ٢ ٠٠ ٠٢٠ 1 ا سددمب ا م ٠

ص ٢٨٠ ٠ ه Н•ا ل ص م ٠ ح ٢٨٢٨ ٢ ه١ ١ ٦ ٠ه ٢ ١ <0 Н•ا ه ГП أ4-1 ه Ü ا هاها ه ا ٢ ١ه ل -0 ا ص حيل ٢٨مب ٠ ٣ ١٦ ٠ ٠٠>ه م ا س 0ها ٠٠ ا ه ها Оص ٠ и 0> Ф ص ٠ ص

ه ل *ل ه ا مبم مل и ء اهإ مب ت ٠ ٠ ا ه H• 0) ه٠ ٥ g ا > ٠٠ ا م с د٠١ ٠١ ٦ ا 0) ГТ(4-i ٢ ١ с (Dال هء ا ٥ ص ه < ؛اء »

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TD/B/C.4/299Annex III

CN CO٠ in ص٠<N مب

٠١ CN٥٢٢٠٦٦٤٠٨١

٠٨١٣ ٦٠؛٠CN٥ مب ٠

٢٠٥٠ ٠١ مب٠١٠٢١٠١٠٠٠ CN

CN ٠٠مب ١٩ ٦٨١ مي

مي م مب ٠٥CN ٩مي ٠١

COCO

GOOсо in о соО О Оо ٨١

00 ٠١مث مي 00 00

©مبا٢٨+د

٢٨ يا ٥٠ <اا٠٣١ ب и م (Л М٢ ١٠и ٠• ج и ١٠ <ءل ا-ا <٠ 4>- لد٠١٠٢"!Û

04 ص0 ٣٠ СП ٤٥٠٤٨ صة٤٨ مب ص СП О ٣٣ مب ص ٢٠٨١٠١ О ٠١ ٤٨٠١ ٠٨١ هم مب о оع .، ا ،. - - ح ٨١١٥ذب ٠١٤٨ CN مب CN هم О 0ص٤٨ مب مب٠مبمب

(NO0بص ١٥

ه٤٨٣ о гН ٤٥٠مي оص ٠ оمي٠١ ٤٨م مب٤٨آم CNمب ٨١٤٨ض٠١ ب ٠ !—ام4ه ي ٤٥

م |مФ Оا-ا٥٠١ (aوئ

ООО<N٤٥مي ٨١٢٠٠٨١٠

(Лمي هد مبا©ءيا مبط

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^مي م ٨١ ص ٩مي ٨١

٣٢٠ CN٢٠ ٦٠٦ CNمي ^СП in٩٦مث مب٨١٣٤٥٣

مي ٤٥٩ ٩٨١٠

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٠ ٠ ١٦٠١ص^٥٤٨٣

CN О٠ هم ٠ ٦ ١٠١٥

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٤٥٤٨ ص ٠٤٥ 00

٨١٨١

٢٠ ٠٤٨ CN٩٦ء4 مب ٠٢٠س »٨

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TD/B/C.4/299Annex III

©مب © © ٢٠٠مب©٢٢ ٠٢٠ © ٢٢© ٢ ©٢٠٠ مي

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t d /b /c .4/299Annex III

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TD/B/C.4/299Annex III

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TD/B/c .4/299Annex д -ll

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t d /b /c .4/299Annex III

٢٠ 00

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TD/B/c .4/299Annex III

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TD/B/C.4 9 9 ةاAnnex III

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TD/B/C.4/299Annex III

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page 17

TD/B/c .4/299Annex III

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TD/B/C.4/299Annex III

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t d /b /c .4/299Annex III

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TD/B/C.4/299Annex III

NotesSource» Lloyd's Register of Shipping - Statistical tables, 1985

(London), and supplementary data regarding the Great Lakes fleets of the United States and Canada and the United States Reserve Fleet.

a/ The designations employed and the presentation of material in this table refer to flags of registration and do not imply the expression of an^ opinion by the Secretariat of the United Nations concerning the legal status of any country or ter'ritory, or of its authorities, or concerning the delimitation of its frontiers.

b/ Ships of 100 grt and over, excluding the G^eat Lakes fleets of theUnited States of America and Canada and the United States Reserve Fleet.

с/ Gre and bulk carriers of s,000 grt and ove^, including ore/hulk/oil carriers.

d/ Including passenger/cargo ٠e/ ^ciuding estimates of the United States Reserve Fleet and

United States and Canadian Great Lakes fleets, which amounted respectively to2.3 million grt (3 million dwt), 1.6 million grt (3 million dwt) and 2 million grt (2.9 million dwt).

f/ A dispute <؛ists hetween the Governments of Argentina and the United Kingdom of Great Britain and Northern Ireland concerning sovereignty over the Falkiand Islands (Nalvinas).

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TD/B/C.4/299/Corr.l

ص ص^٠٢ ٠٢ ٠ص ٠١

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؛اكد االم مغرتبات مل اخلمول كيةم ءاىدضرات الود ثتي ال سما ماز التي المجن ش اشلم،تما • انالم .امما سع ض الضزع بدرر الكيات ش ؛اسد ا

: اىل اكب ار . جيف ارض م؛ورك• م ايع <دم اس ام

HOW то OBTAIN UNITED NATIONS EUBUIOATIONSUnited Nations ^nBlieations ٢٠١٠ be obtained from bookstores and distributors throu)؛hont the world. €onsnlt your bool؛store or write to: United NaHons, Sales Section, New Yorl، or ©ene^a.

NATIONS UNIES ؛COMMENT SE EBOCUBEB UES ?ABDICATIONS 1Des ^ublia tions des Nations Unies sont en ^ente dans les librairies et les a^enees d^^sita ires du monde entier. Informe^-^ous aءالrةs de ¥otre libraire ou adresse^-^ous à ; Nations Unies, Seotion des ^en^s, New York ou Genève.

КАК ПОЛУЧИТЬ ИЗДАНИЯ 0??АИИЗА11ИИ ОБЪЕДИНЕННЫХ ИА^ИИИа аппа Органиаации Объединенных Наций NO HO хупи^ в книжных нага- айнах и аге е вах во веех районах мнра. Наводное справки об иаданиях в вашем книжнон магааи е или пишите по адресу: Органиаацин Объединенных Наций, Секция по продаже наданнй, Нвго-Норк или Женева.с о м о CONSEGUIB PUBLICACIONES DE LAS NACIONES UNIDAS

Las publioaeiones de las Naeiones Unidas est،n en venta en librerias y easas distH- bцidةraه en todas partes del mundo. i n s u l t e a su librero ٥ dir،]ase a: Naeiones Unidas, Secciôn de Ventas, Nueva York о Ginebra.

U nited Nations publieation $ale$ No. E.86.II.D.3

ISSN 0 5 6 6 -7 6 8 2

?00و50? t i^ e d a tU .N . GenevaGE.86-56211July 1986-5,150

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TDU N IT E D

N ^ T I D N $

D is t r .GENERAL

TD /B/C .4/299/Corr.l 18 Septem ber 1988

ENGLISH GNL^

United Netione Conference on Trade and Development

TRADE AND DEVELOPMENT BOARD Committee S h ip p in g

R eview o f M aritim e T ra n sp ort/ 1985

R ep ort by t ^ UNCTAD e e o r e t e r i^ t

Corrigendum

Paragraph 12 , l in e 5 t

For m id -988 read m id-1985

Paragraph 13, l a s t l in e

For c a r g o s h ip s read ca rgo sh ip s

Paragraph 16, l in e lO i

B e fo re i t rea d cases

Page 24, t a b l e 15, fo o tn o te с/

For a r e a d as

^ r a g ^ p h 4 4 , l in e 5|

For G u le r ea d ^ I f

18 t ^ en o lo sed

Anne^ I I I i

I n s e r t

GE.86-57021/4426E

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TD/B/C.4/299/Corr.l

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