Review of Maritime Transport 1987 - UNCTAD · in 1987, with goods loaded estimated at 3.5 billion...

U N IT ED N^TTDN؟ € D N E£^ £N U £ DN T ^ ^ D £ ^ N D D £¥£TD?^^£N T

Geneva

Review of maritime transport

1987

Report by the UNCTAD secretariat

U N IT £D N ^TIGN $

New Y ork , 1988

This Review h^s hee^ prepared by ihe UNCTAD secretariat in acccrdance with item V I o f the programme o f work o f the Committee on Shipping, for consideration at the fonrteenth session o f the Committee. Any factual and editorial corrections that may prove necessary in the light o f comments made by the Committee ^t that session or received directly from Governments would he reflected in a corrigendum to he issued subsequently.

NOTE

Symbols o f United Nations documents are composed o f capital letters combined with figures. N^ention o f such a symbol indicates a reference to a United Nations document.

The designations employed and the presentati^ o fth e material in this publication do not imply the expression o f any opinion whatsoever on the part o f the^Scretariat o f the United Nations concerning the legal status o f any country, territory, city or area, or o f its authorities, or concerning the delimitation o f its frontiers or boundaries.

^^aterial in this publication ^ a y be freely quoted or reprinted, but acknowledge- ment is requested, together with a reference to the document number. A copy o f the publication containing the quotation or reprint should be sent to the UNCTAD secretariat.

TD/B/C.4/319

UNITED N^T ID N^ PUBLICATION

8.II.D.6Sales No.

ISBN 92-1-112246-5 ISSNB566-26S2

02100P

- 1ت

v i i i

Paragraphs

1- 5

دد

1

6-22 ة

8-12 ة

119-2ه

2117

22 17

23-3522

23-2م 22

25-35 23

36-5632

36-39 32

40-47 34

48-4937

50-56 39

57-67 43

57-6543

6647

Abbreviations - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

Explanator^ notes - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

introduction - - - - - - -

Su،Tinary o f main developments in 1987

Chapter

I . The development o f international seaborne trade . .

I I . Development o f the world f le e t م..م..م.»٠٠٠٠ . . ♦ » .

A. Si^e and o؟«^ership o f the world f l e e t - - - - - -

B. Types o f vessel

c. Age d is tr ibu t ion o f the world merchant f l e e t

CONTENTS

Comparison o f cargo turnover and f le e t o ^ e r s h ip . . . . . . . .م م.م. .م . . . . . . . . . م. . .

Productivity o f the world f le e t and the problem o f tonnage oversupply . . . . . . . . ٠٠. . . . . . . . . . . . . . .

A. Estimates o f tons and t o n ^ i l e s per dwt

B. Estimates o f tonnage oversupply . . . . . . . . . .

Shipbuilding . . . ٠٠٠٠٠. . .٠٠٠. . .٠٠٠٠٠.. . . . . . . . .٠٠

A. Ship p rices - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

B. №nnage on order - - - - - - - - - - - - - - - - - - - - - - - - -

c. De l ive r i es o f n e ^ u i l d ings - - - - - - - - - - - - - - -

D. D^،olition o f ships - - - - - - - - - - - - - - - - - - - - - -

Freight markets ...........................................................

A. Freight rates o f main cargo sectors . . . . . .

B. Estimates o f g loba l fre igh t costs ٠. . . . . . .

! ٧ .

V.

- iv -

Chapter Paragraphs Page

VI. Multimodal transport and technological developments 67-113 49

A. Multimodal transport . . . . . . . . . . . . . ٠ . . . . . . . . .٠ و4 77 -67

B. Technological developments . . . . . . . . . . . . . . . . . . و8 57 -78

C. UNCTAD's contribution to multimodal transportand technological development . . . . . . ه و113 و - . . . . . . . .٠

V II. Other developments 114-138 67

A. United Nations Convention on a Code o£Conduct E r Diner Conterences . . . . . . . . . . . . . . . 114-115 67

B. United Nations Convention on InternationalMultimodal Transport o f Goods . . 67 116 . م..م.م م م . . . م

C. United Nations Convention on the Carriage ofGoods by Sea (Bamburg Pules) . . . . . . . . . . . 6 7 م.م 117 . م

D. United Nations Convention on Conditions forPeg istration o f Ships . . . . . . . . . . . . . . . . . . . . . ٠. 118-118 67

E. Ad hoc Intergovernmental Group o f Senior o f f i c i a l s on Cooperation among Developing Countries in Shipping, Ports and MultimodalTransport 1^0-131 б8

F. i^ Â D Co!!mittee on Shipping . . . . . . . . . . . . . . ٠. 1^^-1^3 68

G. UNCT^ № del Clauses on Marine 11 ؛آل andCargo Ineu raê 1^4-1^5 69

H. Maritime l ien s and mortgages - Joint Intergovernmental Group o f Experts on M ariti№Diens and Mortgages and Pelated Subjects . . . . 1^6-138 69

I . Naîtimo fraud 129 69

j . Trends among shippers ' organisations . ٠٠٠٠. . . ه7 130

CONTENTS (continued)

Page

- V -

ANNEXES

Annex

I. C la s s i f ic a t io n o f countries and t e r r i t o r i e s . . . . . ٠ ٠ . . . . .٠ ٠. ٠ ٠ ٠ . 74

I I . World seaborne trade according to geographical areas, 1 و7ه ,1985 and 1986 ٠٠. . . .٠٠٠ . . . . 7

I I I . Merchant f le e t s of the world by f lag o f reg is tra t ion , greups of countries and t y ^ s o f ships, in g r t and dwt, as at1 July 1987..81 . . . . . . . م.م .م .م. . . . . . .٠٠. ٠٠. . . . م. م م م .م . م.م. .م م. م . . م

LIST OF TABLES

Table

1. Development o f international seaborne trade, 1978 and 1988-1987 ٠. 2

2. World seaborne trade by t y ^ s o f cargo, 1978 and 1988-1987 . . . . . . 3

3. World seaborne trade in 1978, 1985, 1988 and 1987 (e s t . ) by ty^»se f cargo and shares o f groups o f countrfes . م 4 م..م م...م..م.م...م . م

4. d is tr ibu t ion o f world tonnage (g rt and dwt) by groups o f countrieso f re g is t ra t ion , 1978, 1988 and 1987 7

5. d is tr ibu t ion o f tonnage o f open-registry f le e ts by open -registry countries (grt and d w t ) , 1982-1987 . . . . . . . . . . . . ٠٠. . . . . . . . . . . . . . . . 8

6 . True management o f open -registry f l e e t s , 1987 . . . . . . . . . . . . . . . . ٠٠. 18

7. E ene fic ia l ownership o f open-registry f le e t s , 1987 . . . . . . . . . . . . . . 11

8 . Analysis o f the ^ r l d f l e e t by p r in c ip a l types o f vesse l,1985-1987 ٠٠٠٠٠٠. . . . . . . . . . . . . . 12

9. Percentage shares o f world tonnage by type o f vesse l and groups o fcountries (as at 1 Ju ly ), 1988, 1985, 1988 and 1987 . . . . . . ٠ . . . . . . 13

18. d is tr ibu t ion o f the world f l e e t and TEU capacity o f fu l ly c e l lu la rcontainershlps by groups o f countries, a t mid-year 1985, 1988 and 1987 18

11. Container ؛ r t t r a f f i c o f developing countries and t e r r i t o r ie s ,1985 and 1988 18

CONTENTS (continued )

Table

- v i -


1^. Age d is tr ibu t io n o f the world !Merchant f le e t by type o f vessel asa t 1 July 1987 ^0

13. Comparison between to ta l cargo turnover and f le e t ^ n e r s h ip bygroups o f countries, 1970 and 1985-1987 21

14. Cargo tonnage carried and ton-miles performed per dwt o f the to ta l world f l e e t , 1970 a ^ 1976-1987 22

15. Estimated productivity o f tankers, bul^ c a r r ie rs , combinedc a r r ie r s and the res idua l f l e e t , 1970 and 1976-1987 . . . . . . . . . . . . . 24

16. Estimated productivity o f tankers, bul^ c a r r ie rs , combinedc a r r ie r s and the res idua l f l e e t , 1970 a « i 1976-1987 . . . . . . . . . ٠٠. . 25

17. Tonnage oversupply in the world merchant f l e e t , 1970, 197.5 andم.م. 26 .م...م . . . . . . .م. .م. . .م. . . . . .م. . .م.م. . .م.م. . . .م. م. م . 1980-1987 م

18. Analysis o f tonnage oversupply by vessel type, 1980-1987 . . . . . . . . 28

19. Tanker tonnage engaged in o i l storage, 1981-1987 . . . . ٠٠. . . . . . . . . . 30

20. Major la id -u p f le e ts by flag country as at mid-November 1987 . . . . 31

21. Representative newbuilding prices, 1980 and 1983-1987 . . . ٠٠. . . . . . 32

22. Second-hand ship p r ices , 1985-1987 33

23. World tonnée on order at the end o f each quarter, 1985, 1986and 1987 35

24. World tonnage on order as at 30 September 1987 36

25. ^ l i v e r i e s o f newbuildings, 1985-1987 37

26. D istribution o f d e l iv e r ie s of ne؟b u i ld in g s by groups o f countrieso f bu i ld , 1985-1987 38

27. Broken-up tonnage trends, 1980-1987 . . . . . . . . . . . . . . . ٠٠ . . . . . . . . . .٠٠ 39

28. ^nnage reported sold for breaking by type o f vesse l, 1980-1987 ٠ 40

29. Tankers and combined c a r r ie rs la id -up and id le esti!P»ted astonnage unlikely to trade again, 1984-1987 41

Table

- v i i -


30. Demolition prices in 1986-198? . . . . . ٠. . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

31. Freight ra te indices, 1985-198? 44

32. Average worldscale rates for crude o i l ،>ovem>ents in 1986-1987 . . . 46

33. £sti>®tes o f to ta l fre igh t costs in ^ r l d trade ،مآل groups o fcountries , 1980, 1985 and 1986 . . . . . . . . . . . . . . . . . . . . . . م 48 م.م . . . . م م م م

34. d e r a t io n o f double-stac،؛ tra in s fro!« the west coast o f theDnited States o f America . . . ٠ ٠ ٠ . . .٠. ٠ . . . . . . . . .٠ . . . . . . .٠ ٠ ٠ ٠ . . . . . .٠ . 53

35. Dloc^ tra in ا آ nts oصلveه f containers in three selected developingcountries 55

36. Functional areas o f software ،>y ؛m ar^t o r ig in . . . . . ٠٠ . . . . . . . . . .٠٠ 58

37. Sea -a ir cargoes from Japan €1

Graphs

1. Develo؛»«ent o f NVO-MTOs 50

2. Development o f N^^-M^s in developing regions . . . . . . . . . . ٠٠. . . . . . . . 51

3. Develo؛*ments o f TEU f lu m e s on the S iberian ^ndb^idge ,1971-1986 56

4. Container production, 1983-1987 ................................................................ 64

ABBREVIATÏOMS

ht s t a t i o n،؛(CFS Cont<siner f r e if r e i g h t c,؛؛ i f C o s t , i n s u r a n c

ad weight tons،.؛D ^٨١)•(،FEC Eur'ope<an Economic (?.oinrnuniti/

آل او(ة0ةل إل f ا o o t"”؛/EEL) E o r t f o b Fr'ee on boar'd

Gross doiiu'sstic pro duct دادات)G))l) Gross n a t i o n a l produ ct

g i s t o r e d tons؛؛g r t Gross r 'أ '>: o ؛؛(ه^اا!ا«ا.،; f •١b e Interri!،؛.؛ Gh;؛أاه٢ i st ion ت) 1(؛!

ISO I n t e r n i a t i o n a l Or'g،;inisiation f o r St;andiai''diz<ationtainer■ load؛LCL Less than cor

„.)i g h t dispi<a،:.e(iient tonsl..,iquefied n a t u r a l gas اا!...ا(ت

I...PG l...iquefied petrol eu m g<asEdF L i f t i n g u n i t frisvne

M'l'O Multimodal trans^)0]''t ope^'atorl\lon- \/e ss e l-oper 'a t i ng common c a r r i e r ت(هيااا(ت

NVO-MfO IMon-v/essel-oper’a t i n g mi^ltimodal transpoi ' ' t operiiitorOil/bul)</ore هأ;اه

OEG[) O r g a n i s a t i o n f o r Economic €o-op©ra^ion and Developmentr o / r o Pol l-on/! '-<:) ll-off

fEd Twenty■• f o o t equi v a l e n t u n i tU l t r a lai'-ge crude c a r r i e r ت. . ) ال.ا(؛:

ar'ge crude c a r r i e r؛Ver'y l ءت؛) :٧ L-l t!''anspo،-'t o p e r a t o r؛محdا١١هl t iالVO -MI'O i/esse l ■operating m

v i i i - -

EXPLftlMATORY IMOTES

to United S t a t e s d o l l a r s, )$( ب،-'اق R e f e r e n c e s to d o l l a r s

other-wise s t a t e d. u؛؛؛؛ n i e ؛؛,Toiss r e f e r t o meti'-ic: t o n

add up to the؛ ).'!e t a i l s and percentrages in t a b l e s do not n e c e s s a r i l ya l s , owing to r o u n d i n g,؛:t o t

ar'e not؛ not a v a i l a b l e or 'ئء ate t؛ata ؛اه- h a t the d؛Two d o t s ( , , ) i n d i c.a t e l y repoi' -ted'-؛u>؛sep

s i g n i f i e s t h t؛at the amour؛ i s n i l , or l e s s than h a l f the uni'ash؛d,d)؛c(S

e(i and؛؛v i؛؛!r ا' r ا'-ا؛اع؛/ت أء)إ؛اء- y e a r s،:؛wn fo(- e<arli In some t)(؛' a b l e s , (iata sl for-e d؛ i f f e r fr-<::>m tho se shown in p r e v i o u s iss،,(es o f t h i-؛؛Ujsdiated, and may ther

,R e v ie w

- I X -

INTRODUCTION

The Review of Maritime Transport is an annual publioation prepared by the sec re ta r ia t o f UNCTAD, in accordance with section VI o f the programme o f wor^ o f the Com؛mittee on Shipping. V The purpose o f the Review is to outline and analyse the main developments in wo^ld maritime transport in the past year and to assess expected future s^ort-term developments. Emphasis is given to the development o f the merchant marines in developing countries as compared with other groups o f countsies.

Summary o f main developments in 1987

( i ) The to ta l volume of international seaborne trade increased s l ig h t ly in 1987, with goods loaded estimated at 3.5 b i l l i o n tons or8.8 per cent more than in 1986.

( i i ) The declining trend in the s ise of the world merchant f l e e t alsocontinued in 1987. At mid-year 1987 the to ta l deadweight o f the world merchant f l e e t was 632.3 m illion tons, representing a decline o f 6.8 m illion dwt or 1.1 per cent from the previous year ' s f ig u re .

( i i i ) Cwnership remained concentrated in the developed mar،<et-economy andopen-registry countries, with a combined tonnage amounting at mid-year 1987 to 68.1 per cent of the to ta l deadweight o f the world merchant f l e e t . The share o f developing countries increased to28.9 per cent in 1987 from 19.9 per cent in 1986. S o c ia l is t countries o f Eastern Europe and Asia owned 9.9 per cent o f the world merchant f l e e t .

(iv ) The part ic ipa t ion of developing countries in the world merchant f l e e t continued to be considerably lower than their share of in ternational seaborne trade. Thus, in 1987, developing countries generated 34.8 per cent o f world ca^go moving in international seaborne trade (exports and imports combined) but owned only28.9 per cent o f deadweight tonnage. On the other hand, developed mar)؛et-economy countries, either d irec t ly or ind irec t ly through open-registry f l e e t s , owned 68.1 per cent o f world tonnage while generating 57.4 per cent of world trade.

(v) The supply/demand d isegu ilib r ium remained a serious problem in the world shipping industry, although in 1987 the amount of surplus decreased s l igh t ly as compared with the previous year.Nevertheless, average surplus tonnage was s t i l l estimated at125.7 m illion dwt or 19.9 per cent o f the to ta l world merchant f l e e t as at 1 July 1987 (surplus tanker tonnage was estimated at74.8 m illion dwt or 29.1 per cent o f the world tanker f l e e t ) .

(v i ) The proportion o f fre igh t costs to c i f import values for developing countries continued to be more than twice as high as that for developed market-economy countries (9.11 per cent against 4.44 per cen t ) .

*/ O f f i c i a l Records of the Trade and Development Board, Tenth Session, Supplement No. 5 (TD/B/381), annex I I I .

( v i i ) Freight rate indices fo r dry cargo ships and for tankers showed as ig n if ic an t upward movement in 1987 as compared with 1986. This was la rge ly the resu lt o f an increase in international seahorne trade in dry bulk cargoes, as w e ll as a s،®ewhat more balanced supply/demand re lationsh ip for a number o f ship types.

( v i i i ) The UNCTAD Co«m،ittee on Shipping held its thirteenth regular session in Ceneva from 14 to 22 March 1988. The session was primarily devoted to the consideration of questions of the imbalance between supply and demand in ocean shipping and the elaboration o f p rac t ic a l measures to be taken in order to bring about a balanced situation in the shipping industry, ^he Committee also considered a la rge number o f issues re la t ing to international maritime ؛» l i c y and international co-operation in ocean shipping. It adopted two resolutions and one decision and decided to devote its ne^t session primarily to the consideration of issues o f multimodal transport and problems ar is ing from development of co-operation among developing countries in the f i e ld o f maritime transport and proble!«s o f multimodal transport.

- 1 -

Chapter I

THE DEVELOPMENT OF INTERNATIONAL SEABORNE TRADE

1. As shown in tab le 1, according to preliminary estimates, the to ta l volume of international seaborne trade increased by 8. ه per cent in 198? as compared with 1986 and amounted to 3.5 b i l l i o n tons. However the development o f trade varied between co؛ o d i t i e s . Thus, seaborne trade in dry cargoes increased by1.5 per cent as compared with 1986, whilst crude o i l and o i l products shipments p rac t ic a l ly remained at the le ve l of the previous year, showing a marginal decrease o f 0.2 per cent.

2. A consolidation of the r e la t iv e ly s tab le volume established over the past few years could be considered to be the main feature o f international o i l seaborne trade in 198?. Tanker cargoes accounted for 43.6 per cent of the to ta l amount of international seaborne trade. Dry bulk cargoes as a group showed an increase of 1.3 per cent as compared with the previous year . This increase should be attributed mainly to the growth o f grain shipments, with seaborne trade in the other main dry bulk cargoes either re ا آ aining atا the le v e l o f 1986 or s l ig h t ly decreasing.

3. Table 2 shows world seaborne trade by types o f cargo in terms o f ton-miles. Total 1987 ton-miles increased by 8.8 per cent as compared to the le v e l o f 1986. This increase should be attributed mainly to a s ign i f ic an t growth in the carriage of grain (9.6 per cen t ). At the same time the seaborne trade of the other two ^ain dry bulk commodities - iron ore and coal - was below the 1986 le v e l (-1 .3 pe^ cent and -1 .2 per cent re sp ec t iv e ly ). Transportation of o i l and o i l products in terms o f ton-miles remained unchanged, ©n the whole, the share o f l ig u id hydrocarbons in the to ta l ton-miles for 1987 decreased s l igh t ly to 42.3 per cent (42.6 per cent in 1986) , while the combined share o f the three main bulk commodities amounted to30.2 per cent (30.1 per cent in 1986).

4. The d is tr ibu t ion o f world seaborne trade by goods loaded/unloaded, broad commodity c la s s i f ic a t io n s and country groupings is given in tab le 3.G loba lly , dry cargoes represented 56.4 per cent o f goods loaded in 1987, while crude o i l , as the s in g le la rg e s t cargo group, accounted for 32.2 per cent. Comparable country grouping data indicate that in 1987 developing countries generated 45.9 per cent o f a l l goods loaded and 25.1 per cent o f a l l goods unloaded, while developed market-econo^y countries accounted for 45.5 per cent of a l l goods loaded and 67.9 per cent o f a l l goods unloaded. The s o c ia l i s t countries ' shares were 8.6 per cent o f the goods loaded and 7.0 per cent o f the goods unloaded.

5. Developing countries experienced a s l igh t decline in their share of world seaborne exports ( a l l goods), which stood at 46.4 per cent o f a l l goods loaded in 1986 and at 45.9 per cent in 1987. However, developing countries accounted fo r 74.2 per cent of the amount of crude petroleum and 54.8 per cent of petroleum products loaded in 1987. Nith respect to goods unloaded, the share of developing countries decreased from 25.8 per cent in 1986 to 25.1 per cent in 1987.

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Tab؛!

World seaborne trade by types o f cargo, 1970 and 1980-1987 (B i l l io n s o f ton-miles)

Totaltrade

0 654 6 777 5 840 3 4992 5803 426 3 065 3 856 3 964

Iron ore Coal Grain a/ other cargo

118720710560510720750780840

11

475 1 087 1 131 1 120 1 135 1 157 1 004

914 1 002

4 81

1 120 1 094 1 057 1 270 1 479 1 586 1 567

1 093 1 613 1 508 1 443 1 320 1 631 1 675 1 671 1 650

O ilproduct

890 1 0^0 1 ООО

^ear Crude

070080140150

؛ث؛

5 597

7 371 5 212 4 478 4 508 4 007 4 640 4 610

197019801981 198^19831984198519861987

Source; Fearnleys (O s lo ) , Review 1987.

a/ Including wheat, maize, ba r ley , oats , rye, sorghum and soya beans.

Wor ld seaborne t rade :in 1970, 1985 , 1986 a nd 198У ( e s t . ) а / by ty p e s of c a r go and s har e s of g r oups o f c o u n t r ies b/ с /

(M i l l io n s o f to ns and p e rcen tag es o f w o rld t tأل l■؛ع )

Table 3

Goods unloadedGoods loaded

Petro leum ار'.ا''مل " (o ta lcai-go a l l

goods Gr'ude P ro d u cts goods

Dry T o ta l ■ ■ ■•• cai'-go a l l

Pe tro leum

Cr'ude P ro d u cts

o;؛؛؛ f to r ؛؛Trade ic] m i l l io n)

530425

5؛؛0585

127993024065

101 302067 365105 401125 395

1 16!3 2 605 1 923 3 382 1 945 3 478 1 975 3 505

330390410400

1 110 1 069 1 12.3 1 130

(f gocxis in t o t a l>:؛ a re o f each ca teg o ry؛'!؛؛ Pe rcen tag e)

12,7 44 , 7 100 ,0 4 3 . 5 11 .9 44 . 6 100 ,05 6 . 9 100 ,0 31 , 2 10 ,6 58 , 2 100.055 . 9 100 ,0 31 , 3 11 .4 57 , 3 100 . 056 , 4 100 ,0 31 , 4 11 . 0 57 . 6 100.011 .0 1 , 100 ؛;4 ,0 56 , 4 11 ,4 2

(P e rce n ta g e sl'iare o f tra d e by gr-oups o f c o u rr tr ie s

42 . 631 . 6 3 2 .,٩ 32 , 2

Developed 1970 2 , 0 27 .1 60 , 0 1 , :ل1 0 , ؟;؛4 ؟ل,6 .7 7 9 . 1 7 9 . 9m<ar'!<et- 1985 14 ,7 29 , 4 ,؛ءة0 45 , 6 72 ,6 8 1 . 4 6 2 . 7 6 7 , 8

y؛؛oi!'؛e(;o 1986 16 .2 27 , 0 64 . 7 ن!ام,1 72,3 2 . ؟؛4 6 1 . 4 6 7 . 2.c o u n t r ie s 1987 16,4 27 . 5 65 ,3 5 , 4؛ 5 72. ,1 8 2 . 3 6 2 , 3 9 .6 7

8 10 ,0

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19701985أ 1986إ 1987

World t؟< o t

أ

1970198519861987

World t o t a l

197019إء5

19861987

19701985

؛ 6ا 19؟1987

19701985

1و؛ةا 3 . 4 :ا , 7 11987 1 , 7 :ا,

D eve lop ing 1970 9 4 , 6 6 4 , 9 3 1cc.iuntr'ies 1985 7,م؛ 6 .؛مآ,؛0 2 . 8

ل9؛ا6 7 4 , 4 !ن , 5 5؛ 2 . 91 9 8 7 7 4 , 2 8 54 ؛ 2؟

S o c i a l i s t c o u n t r ie s o f E a s te rn Europe

d A s ia<'؛a

o f wh ic h : te rn؛؛in £a

'0ا;ر.؛آ اا,،ع'

in A s ia

Table 3 (continued)

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nia);>0»:;؛ in.

Sou r ce: Based on s t a t i s t i c s p ro v id e d by the United Mations S t a t i s t i c a l. ١d the UIMCTAD d اء>رأا'اأ< a t a O ■<اع' f f i c e

o>؛ f tbe Great: L;al<e ؛؛loade،i a f p o r t 'و0ه؛؛ ::<اة' а / I n c l u d i n g i n t e r n a t . i o n a lsystem, but jtem f ؛<؛؛١١١١٠ o r unloiiwiiisg a t poi-'^s o f tbe١؛d S t . Lawrence s y aا'

At tbe t ime o f p u b l i c a t i o n, !: ،■! ا^ا:؛األ،' اد:ا.ا1ا< .:؛0اااااا0ل.(!:مأ؛أ. .:such t r a f f . ! c ^e{:؟) cluci i i hown in the t a b l e.؛<١؛؛ ؛؛ on ly :1تء >(f ل:نحءاه1;<!ال) [[.[['-es f o r 1987 were

See note 2 to) ؛lee anne^ i: f o r the co!'!>pcu؛ /b'1«ة). !ااأ' ;;،0(ل' reg<;irding the recoi-'ding o f ti-acle o f la!'!d ■loched ^٢١٢١٠^ t h a t

1 'ii ٧؛ث!ه١اiو ugo lon o f،,!؛؛ei'!ted h er e r e f l e c t the in،;l؛؛p r e ؛<t i m a t e؛؛с/ ■fhe eye;:;،!''s ام0ا.ا؛ئ 1ثا؛؛ة in the )؛<ro،.ip "Dewelopii'K)؛ co،.!i؛-tries in ا!ثا.اا''اه):قء''ت in ار؛ا"ال

٠ tr y!'؛C0U أ:ي؛ؤ ؛ع م/امك1ا:اأ:ءد;(ا اا؛؛ااا’-ا<اا-م00ا'ألاااما sified،:؛؛؛؛؛!؛ s1؛<д\/1<ч Wc؛؛Уидо

Chapter I I

DEVELOPMENT OF THE WORID FÊET

A. Size and ownership o f the world f le e t

6. A surnnary o f the world merchant f l e e t by country groupings for the yea^s1970, 1986 and 1987 i s shown in tab le 4. The declin ing trend in the s ize o fthe world f l e e t , which started in 1983, has continued. At mid-year 1987, theto ta l deadweight tonnage o f the world merchant f lee t was 632.3 m illion tons (as c o ^ ^ e d to a peak o f 693. 5 m illion dwt in 1982). This represents a6.8 m ill ion dwt or 1.1 per cent decline from the previous y ea r 's f igu re .H oover , the o v e ra l l decrease since the peak o f 198^ has been 61.2 m ill ion dwt or 8.8 per cent.

7. ^he declining trend in the s ize o f the world merchant f l e e t derived mostly fro^ the scrapping o f uneconîc tonnage. Юппаде broken up between mid-1986 and mid-1987 aû n ted to 27.7 m illion dwt 1/ (including ships sold for breaking and ship lo s s e s ) . However, i t should be noted that the amount of denolished tonnage was 38.8 ^ r cent le s s than for the period mid-1985 to mid-1986.

8. Ownership o f the ^ r l d merchant f l e e t r e s i n s coven tra ted la rge ly in the developed market-economy countries and open-registry countries , with34.2 per cent and 33.9 ^ r cent o f the world merchant f l e e t respective ly . The share o f developing countries increased to 20.9 per cent in 1987 from19.9 per cent in 1986. It should be noted, h o o v e r , that a ce rta in a!ûnt o f this tonnage re la tes to vessels bareboat chartered in - rather than e f fe c t iv e ly owned in - the developing countries covern ed . S o c ia l is t countries o f Eastern Europe and ^sia owned 9.9 per cent o f the world merchant f l e e t , w i ^ 6.8 per cent owned by s v i a l i s t countries o f Eastern Europe.

9. As shown in tab le 5, between mid-1986 and mid-1987 the o؛«n - r e g i s t r y countries ' f l e e t sh o ^ d the !^ s t noticeable increase for the period 1980-1987. It gêw by 13.4 m illion dwt, or by 6.7 per cent as compared with ^ e mid-1986 f؛ igu res . Total tonnage under open r e g is t r ie s (214.5 m ill ion dwt) now approximately eguals that reg istered in d ev e lo ^ d m arket^con^y countries (216.2 m ill ion dwt).

10. This increase o f tonnage of the open-registry f l e e t should be mainly attr ibuted to the growth o f tonnage under the f lags o f Cyprus(+45.2 per cent ), the Bahanas (+48.1 per cent) and Bermuda (+72.2 per cent). The share o f these three countries in the to ta l tonnage o f the o ^ n - r e g is t ^ y f l e e t increased to 12.7 ^ r cent, 7.3 ^ r cent and 1.5 per cent respective ly in 1987. The amount o f tonnage registered in L iberia continued to decline , although L ibe r ia remained the !^ s t inportant open -registry country. In 1987 S iber ian -reg iste red tonnage decreased by 3.6 per m illion dwt and the share o f L iber ia in the open -reg istry f l e e t stood at 45.7 per cent, against50.5 per cent in mid-1986. In spite o f a 3 per cent growth o f i t s tonnage between mid-1986 and mid-1987, the share o f Panama in the open -registry f l e e t decreased s l ig h t ly to 32.8 per cent against 34.8 pe^ cent a year before .

- 7 -

Table 4

D is tr ibu t ion o f world tonnage (q rt and dwt) by groups a/ o f countries o f re g is t ra t ion , 1970, 1986 and 1987

(Mid-year f igu res )

Increase in tonnage (m i l l .o f dwt)

Tonnage and percentage shares b/

In dwt (m illions)

197D- 1986-1987 1987

(average)198719861978

In g r t (m illions)

198719861978

Flags o f reg is t ra t ion by groups o f countries

-6 .

-27.

13.

-14.

1.

-8.-1.

6.- ٥.

٥.

8.

19.6

^.1

18.2

2.4

1. 2

1.1

6.7

8.4 1.1 4.78.4

8.3

8)

9)

L9)

639.1 632 (188.8) (188

243.8 216(38.1) (34

281.1 (31.5)

8)

1)

9)

9را

214

438(6862(9

42(619

444.9(69.6)

68.7(9.5)

326.1 (188.8)

289.7(65.8)

78.3( 21 . 6)

282.2 ( 8 6 . 6 )

21.7(6.6)

397.7(188.8)

399.8ئ;ة)(188.8) ؛(ة

141.8 156.8 148(65.1) (89.1) (35,

48.9 111.8 121(18.8) (28.8) (38

182.8 26?■« 261(83.9) (87.1) (65

19.5 47.2 48(8.9) (11.8) (12,

World to ta l

Deve lopedmarket-^con^ycountries

(^ e n -re g is t rycountries

Total 2 3 ه

S o c ia l is t countries o f Eastern Europe and ^ i a

Of which;

6)69)

8 1329) (28

(10)

(618

127(19

ي7٥61)

3 22.79) (6.2)1 1.23) (0.4)

8 28.59) (8.3)

1.13 8.78 18.7

رل؛<

in Eastern 18.6 34.9 35Europe (8.5) (8.7) (8

in ^ i a 8.9 12.3 13(0.4) (3.1) (3

Developing 14.5 79.8 83countries с/ (8.7) (28.8) (28

Of which;in A fr ica 0.8 5.4 Яin America 6.4 16.9 16in Asia 7.3 52.2 55in Europe с/ - 4.9 4in ^ e a n i a - 8.3 ٥Other, 1.2 4.3 4u n a l l^ a t e d (0.5) (1.1) (1

Source; Conpiled on the bas is o f data supplied by the Shipping Information Services o f L loyd 's Register o f Shipping and L loyd 's o f London ? re s s^ td .

a/ Excluding the United States Reserve F leet and the United States and Canadian Great Lakes f le e t s , which in 1987 amounted res£ »ct ive ly to 2.6, 1.4 and 1.8 m ill ion g r t .

a d e ^ lo p in g

Percentage shares are shown in brackets.

Including Jugoslavia, c la s s i f i e d as from 1986

b/

country in Europe.

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- 9 -

11. The main trends in the development o f open-registry f le e t s over a longer period, as w e ll as the hene fio ia l ownership and true management of open-registry f le e ts as at 1 July 198?, are considered in the UNCTAD se c re ta r ia t report TD/B/C.4/309/Add.1. This report indicates inter a l i a that bén é f ic ia i ownership and true management o f open-registry f l e e t s continued to be la rge ly concentrated in a re la t iv e ly small number o f developed market-economy countries. This is shown in tab les 6 and 7 which provide more prec ise d e ta i ls of the linkage between open-registry f le e t s and developed market-eoonomy oountries as at mid-1987. As in past êars , the control and b en e f ic ia l №nership o f the open-registry f l e e t were dominated by three countries and one te r r i to ry (Greece, the United 8tates o f America, Japan and Hong Eong) which together are true managers of 60.6 per cent and b en e f ic ia l owners o f 67.5 per cent o f the world deadweight tonnage o f the open -registry f l e e t . The concentration continued to be highest in the tanker sector, as ben e f ic ia l ownership located in the above-mentioned three countries andHong Kong aocounted for 82.1 per cent of the world tanker f l e e t under open-registry f la g s .

12. The phenomenon o f " f la gg in g -ou t" from t rad it ion a l maritime countries has been an important feature o f world shipping during the la s t decade. During more recent years, in addition to the open-registry oountries shown in tab le 5, a number o f other countries have taên or in ten s if ied measures to a tt rac t ships to their national ship r e g is te r s . In some cases, such e f fo r t s are la rge ly directed a t retain ing ships owned by nationals on the reg is te r (or re -a ttrac t in g such ships to the national r e g is t e r ) . Thus, new c la s s i f ic a t io n s and terminology are emerging such as " t r a d i t io n a l" , "cap tive " , or "o f f -sh o re " and "new" open re g is te rs . The general term "in ternationa l re g is te rs " is becoming increasingly used to re fe r to reg is te rs with reg is tra t ion requirements (in p a rt icu la r in re la t ion to taxation, reg is t ra t ion and annual tonnage fees and to the manning o f vessels by non-nationals) which are la rg e ly designed to a ttract foreign-owned tonnage or re -a t t rac t flagged-out ships', owned by nationa ls .

B. Types of vesse l

13. The composition o f the world merchant f l e e t by p r inc ip a l types of vesse l at mid-year 1985, 1986 and 1987, as w e l l as the percentage changes between 1986 and 1987, are shown in tab le 8. As in previous years, four types of vesse l - i . e . o i l tankers, bulk and combined c a r r ie r s , general cargo and unitised ships - constituted the âin part o f the world f l e e t in 1987. Theircombined deadweight amounted to 604.1 m illion tons, which represents94.3 per cent o f the world f l e e t . Thus, the share o f these four types o f vessel in the world merchant f l e e t remained at the le v e l o f 1986.

14. The d is tr ibu t ion of world tonnage by country groups and by types of vesse ls , as given in tab le 9, shows that the developed market-есоп^ву countries continued to own the la rgest share o f such types of vesse ls as containerships, including l igh te r c a r r ie rs and general cargo ships(55.4 per cent and 26.9 per cent o f the world f l e e t r e sp e c t iv e ly ) . They also own 37.9 per cent o f the world tanker f l e e t and 38.1 per cent o f ore and bulk c a r r ie r s , including combined c a r r ie r s . During the la s t year the share o f the open-registry f l e e t in a l l types o f vessels grew considerably ; 40.5 per cent o f the world tanker f l e e t , 34.8 per cent o f the world ore and bulk ca rr ie r f l e e t (including combined c a r r i e r s ) , 22.9 per cent o f general cargo ships and19.2 per cent o f container ships and ligh ter c a r r ie rs are now under

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٧٦H

١١

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٨١ л H ؛ H о

о о о н « о يميميمماحمها0٧٦ ٧٦٧١ ٥١ يم

يم H ٠٠ Hо ٢٢ ٨١ ا

H H

٠١ ٠١ يم٧٦ ١٠٠ ٧١

H H ٧٦

00 ٠١H H

٢٨ م٧٦ ٢٢ ي !١٥ يم ا ا ٥١ يم о يم٠٩٠ ص H يم ٠٠٠١٥ H يم ٨١م ص ١٥٢٨ م ي ء о ٨١٠١

يمما

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H H ^٨^٥٠^

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٠١٠١ ٨١^١٥ ٩٠٠ يم ١٠ ١٥ يم

H يم ٨١

م ا ٢٢٧٦ م0هاحمحمهاهاهاحمي ميH ٨١ ٨١нم ا٥يم٠ء؛٠١ي

يم H ٠١٥ 4مو ٠١٠ ٨١ يم

٨١ص٠

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H يم ٧٦ ٠١к 00 о ٧١

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م ي م يميH يم يم

م ١٠ يم ٨١ ١٥ ١٥ ٨١ يم٠١ ١٠ H

о يم ج ١٥

١٠

00 о ٨١ يم ١٨ 00 H ٢٨٠٠٠٦ ي ٠ ٢٨ ح ٢٨

о о يم ٢٨ ٨١ يم ي يم ٥١ ص يم ٥١

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٥١

٠٠ »٣١ ٤٨ ٣١4 ٣١

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مم ٠١١٥١٠ ٣١ »» » ٠٣١٥١ بم

١٠ ٠١ ٠١٠

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٠١

٤٨٤٨ ١٥4 4 Г«،بم ٤٨

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inrOCN(N(NCN<NrHامسم^ م صو٢٢ ٣٦ ٣١ CS بم

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•٣١ ٠١ ٣٠ 0D со٣١ ٢٢ ٢٨٣١ ٣٠ H ص ٠١٥٠

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ا ٤٠ ٢٨ ٣١ ٩٠٣١ H ٤٨ ١٠ ٣١ N>

ч و ٣١ ٠١

٠ч

٣٠٤٨٤٨٥١^^٠١٠ го ٣١ ٣١ ٣١ ١٠ ،بم ٩٠١٠ ٨١ ٩٠ ^ ٣٠ ٢٨٤٨

١٠ ا4■ ا ا٣٠^٤٨٤٨00 ٠١ H <N ٣٦٣٦٣١

(لم

١٠iH

ч يم ٧٦ ٠٥ ٠ H ٣٠ ٣١ ٣١ ٣١

ч ч

٨ق٨م٠]ا مصص٨ا ٥اي اH 4 00 يمهامم00

4 о٣١

٠، ١٠ بم ٣٠ 00 ١٠ ب٠١ ٣١ ч ٨١ о

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٠١ ٣١ гЧ.4 ص بم ٣١ ١٠ гЧ ١٠٠٠٣١١٠ 00 ٠١ H ٣١ H و ٠١ ٣٠ о٣٠ 00 ٣٠ ٣١

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٢١بم4

١٥ » ص ٩٠ ٤٨ ٤٨«١ ٠ ٣ ١ ٠ ^ ١٥ يم ح

٠١ со١٥٤٨٠١٤٨ص ٣١١٠٣١٠4

٠٠ {٠٠٠ ٠ ٢٠٠ ٧٦٣١ » » ٣١٠ ٤٨ » ٣٠٠٣١ا٢٢4 م ٠٦

44بم

س ١٥ بم ٠ ه» » ١٥ О ٨١1—1٣١ » ٥١

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сосо هءф ф

لم٠фم

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بمخاهü4ةةممФ 0

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и соج ءH4 ص

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بماФ ٠٠

Ф

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Ü

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IIФ ٠٠ ОФФ لمФ •4

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٥

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Ф

٥

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وم

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(0Ю

Фبما٠١

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toهد

«СЦ

باФم

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م4ص

؛ةه

- 12 -

Table 8

Analysis of the world f l e e t by p r inc ip a l types of vesse l , 1985-1987 a/(Thcusands of dwt) b/

PercentagePrinc ipa l types 1985 1986 1987 change

1986/1987

- 1.7

- 0.9

- 3.0

+ 7.2

+ 0.8

+ 2 .(

245 492 (38.3)

10 039 (1.6)

5 927 (0.9)

398( - ) (0.1) (0 .1 ) '

Su lk/oil ca r r ie rs 45 024 40 303 38 611(inc. o re/o i l c a r r ie rs ) (6.7) (6.2) (6.0)

O^e and bulk c a r r ie rs 192 288 194 892 193 191(28.5) (30.1) (30.1)

General cargo (inc. 108 329 103 578 100 565passenger cargo) (16.1) (16.0) (15.7)

23 078

8 183 (1.3)

2 758 (0.4)

)! ؛.

247 523 (38.2)

10 117 (1.6)

6 065 (0.9)

405

.0) (3.3) (3.6)

339 3 387 3 200 -٩؟.5 (0.5) (0.5)

268 355 (39.8)

10 249 (1.5)

5 832 (0.9)

431

21 524

8 118 (1.3)

2 687 (0.4)

9 040 (1.4)

World to ta l 673 692 64? 639 640 764 - 1.1(100.0) (100.0) (100.0)

i؛ l tanker©

L iqu if ied gas ca r r ie rs

Chemical c a r r ie rs

Miscellaneous tankers

19 939

7 995 (1.2)

(0.4)

9 287 (1.4)

Contai٨ersh iء s ( fu l ly c e l lu la r ) and l igh te r c a r r ie rs

Vehicle c a r r ie rs

Fish facto ries and c a r r ie r s , and f ish ing (inc. factory traw lers )

Ferries and passeng« vessels

A l l other vessels

Source; Shipping Information Services of L loyd 's Register o f Shipping, and L loyd 's o f ^ndon Fress Limited, 1985-1987 (mid-year f i gu r e s ) .

a/ The to ta ls in this tab le are not comparable with those in tab le 4, because they include the United States Reserve Fleet and the United States and Canadian Great Lakes f le e t s .

b/ Perbentage shares are shown in brackets.

- 15 -

Table

Percentage shares o f world tonnage by type o f vesse l and groups o f countries (as at 1 Ju ly ) , 1980, 1985, 1986 and 1987 a/

(In ter!«s o f dwt)

Tankers ©re and bulk General Container otherca rr ie rs b/ cargo ships and shipsincluding ships с/ l igh te rC0!«bined c a r r ie rsca r r ie rs

Total dwtYearCountrygroup

M ill ions Percentage

6.97.37.6

50464240

17232527

19

1514

1914 13 13

1111

121516 17

Percentage shar^ by vesse l type

1 . 63.03.4

17.015.915.815.4

27.234.936.0

4 9 -7

39.3 37.537.4

Percentage share by groups of countr)

74635955

131314 19

م ن و1312

43.434.430.826.9

2 0 . 820.320.722.9

12.320 .8 22.1 23.2

12.3 13.914.4 14.8

4.7

7.7

1724

26

5?م7

34.830.1

3132 31 34

47

192324

هОО٠

إ16

١

11

of world to ta l

100100100100

51423834

313031 33

10171920

11

1

dwt

World to ta l 1980 6821985 6641986 6391987 632

Developed 1980 3501985 282

economy 1986 243countries 1987 216

©pen- 1980 212reg is try 1985 203countries 1986 201

1987 214

S o c ia l is t 1980 48countries 1985 58of Eastern 1986 60Europe and

o f which:

1987 62

in Eastern 1980 37Europe 1985 41

1986 421987 42

in Asia 1980 101985 17l ‘)86 181987 19

Developing 1980 68countries d/ 1985 113

1936 1271987 132

which:19801985

:ؤل361987

in Afrii

- 14 -

Table 9 (continued)

Country Jear T o ta ld w t Tankers Ore and bulk General Container Othergroup ca rr ie rs b/ cargo s^ips and ships

including ships с/ ligh tercombined ca rr ie rsca r r ie rs

11

0000

ل1110

0.30.4

! . (

1314

ОО

؛؛.18.7

6.*01 . 61.7

0ت10.10 . 2

0.61.6

1.7

11

ООО

11

14

01

2123 2524

3978

91

1

77

ОО01

1980198519861987

1980198519861987

1980 d/ 1985

19861987

in ^ e ^ i c a

ia؛in

in Europe

1980198519861987

1980198519861987

in Gceania

Other,unallocated

Source; ^■!،piled on the bas is o f data supplied by the Shipping Information Services o f L o y d 's R g is t e ^ of Shipping and L loyd 's o f London Press Ltd.

Fleet and the United States anda/ Excluding the United States Canadian Creat Lakes F leet .

g ؛,000 r t and above, including combined o re/o i lb/ Ore and bulk c a r r ie rs and ore/bulk/oil c a r r ie r s .

с/ Including passenger cargo vesse ls ,

d/ Including Jugoslavia as o f 1986.

- 15 -

open-registry f l a g s . Thus, developed I!؛arket-eoonomy oountries and open-registry countries combined accounted for 78.4 ^er cent of the world tanker f l e e t , 64.9 per cent o f the ore and bulk c a r r ie rs ^ le e t (including combined c a r r i e r s ) , 49.8 per cent o f the world general cargo f l e e t , and74.6 per cent o f the world container f l e e t (including l igh te r c a r r i e r s ) .

15. Since mid-1986 the share o f developing countries in the world bulk and combined c a r r ie rs f l e e t has increased to 24.8 per cent and in the world general cargo f l e e t to 26.5 per cent. However, their share in the world tanker f l e e t has remained re la t iv e ly small, i . e . 16.4 per cent. The developing countries ' share in the world f l e e t of containerships decreased s l ig h t ly to 12.8 per cent in 1987. At mid-1987, s o c ia l i s t countries o f Eastern Europe and Asia owned 23.2 per cent o f the world general cargo f l e e t ,4.8 per cent o f the tanker f l e e t , 8.6 per cent o f bulk c a r r ie r s , including combined c a r r ie rs , and 6.5 per cent o f the world container f l e e t .

16. The share o f developing countries (including Jugoslavia as o f 1986) in the to ta l f l e e t increased from 19.9 per cent in 1986 to 28.9 per cent in 1987and amounted to 132.3 m illion dwt. However, the d is tr ibu t ion o f this f l e e tamong the developing countries remained unbalanced. Ten countries or t e r r i to r ie s represented 92.9 m /ق illion dwt o^ 70.2 per cent o f the aggregated deadweight owned by developing countries, while the next 18 most important developing countries 3/ owned a further 14.8 per cent.

17. Table 9 indicates that there were no s ig n i f ic a n t changes in the composition o f the world f le e t in the period 1986-1987. The share o f tankersand general cargo ships decreased s l igh t ly (to 37.4 per cent and 15.4 per centof the world f l e e t r e sp e c t iv e ly ) , while the share o f containerships and l igh te r c a r r ie rs increased to 3.6 per cent. The share o f ore and bul^ c a r r ie r s , including combined c a r r ie r s , remained unchanged at the le v e l o f36.8 per cent.

18. The d is tr ibu t ion o f the world container f l e e t and its TEU capacity at mid-1987 is shown in tab le 18. The to ta l number o f containerships increased from 1,823 in 1986 to 1,852 in 1987 (+2.8 per cent) and their TEU capacity rose from 1,887,775 to 1,^15,215 (+11.7 per cent ). The world container f l e e t remained concentrated in the developed market-economy countries, which owned45.7 per cent o f the number o f ships and 54.7 per cent o f the ir TEU capacity. Up^n-registry countries represented 21.6 per cent and 19.7 per cent of the number of ships and world TEU capacity respective ly . It should be noted that the TEU capacity of the container f l e e t under the f la g s o f open-registry countries increased from ^id-1986 to mid-1987 by 48.1 per cent or by77,632 TEU. Thus, developed mar ket-economy countries and open-registry countries combined owned 67.3 per cent o f the number o f ships and74.4 per cent o f their TEU capacity , as compared to 68.8 per cent and73.5 per cent in mid-1986.

19. During the period from mid-1986 to mid-1987 the number o f containershipsin developing countries decreased by 3 ( -1 .7 per cen t ) , while their TEUcapacity increased by 4,256 (+2.9 per cen t ) . However, during the period in guestion the share o f developing countries in the world TEU capacity declined to 12.5 per cent, which is the lowest le v e l since 1982. I t may be noted that89.9 per cent o f the to ta l TEU capacity o f containerships owned by developing countries was concentrated in developing countries of Asia. The TEU capacity of the container f l e e t o f s o c ia l i s t countries o f Eastern Europe decreased by

Table 10

Distribution of the world f l e e t and TEU capacity of fu l ly c e l lu la r containerships by groups o f countries,

at mid-year 1985, 1986 and 1987

TEU capacity and percentage shares a/

Flags o f reg is t ra t ion by أ Number o f groups of countries إ ships

واإ85 1986 1987 1985 19871986

215970 1023 1052 9 4 2 2 2 2 1 0 8 7 7 7 5 1(100.0)

664 760(54.7)

239 031(19.7)

903 791 (74.4)

65 791

32 124

32 967

151 069 (12.5)

638 068

122 290 161 399

813

(100

(58577 915

(61.3)

(14

799 467 (73.5)

63 144

33 078

30 066

700 205 (74.3)

47 963

146600.1)

(100

503 481

227193

696 708

25 674

22 289 (2.4)

123

106

65

41

174

96

59

37

177

516

176

692

75

27

156

in A fr icaد د و (0.1) أ!أ

in ^ e r i c a 16 23 24 873 3 (0 .4)

279 7 (0.7)

701 10

in Asia 137 146 140 142 119 792 135 (12.5)

820 134(11.رع

in Europeذ

157 3 953 3 (0 .3)

in Oceania - - - ■

Other, unallocated 47 54 64 454 70 (7 .5)

351 78 (7 .2)

274 95 (7 .8)

1 World to ta l

2 Developed market-economycountries

;3 Open-registry countries

^o ta l, 2 and 3

4 S o c ia l is t countries of Eastern Europe and ^ i a

o f which in Eastern Europe

5 Developing countries

o f w^ich

rvices of Lloyd 's Register of Shipping

" shares are shown in brackets.

Source; Shipping Information and Lloyd 's of London Press Ltd.

- 17 -

2.8 per cent as compared with mid-1986 and their share o f world TEU capacity decreased to 2.6 per cent. T؛e share o f s o c ia l i s t countries in ^ i a a lso showed some decrease, amounting to 2.7 per cent as at mid-1987.

20. Tahle 11 g ives the la te s t ava i la b le f igures on world container port t r a f f i c in developing countries and t e r r i to r ie s for 1986. The world rate of growth for 1985/1986 was 6.5 per cent, which is more than that achieved for 1984/1985 (4.6 per cent )٠ The rate of growth for developing countries and t e r r i to r ie s was almost two times more than that of the world t o t a l , reaching12 . per cent in the period 1985/1986; i t a lso showed a strong recovery from the weak 3 per cent reached in the period 1984/1985. The growth is unevenly spread and freguently e r ra t ic from year to year, due in some cases to lack o f r e l ia b le information and in other cases to v io lent fluctuations in the trade.

c. Age d is tr ibu t ion of the world merchant f l e e t

21. The age d is tr ibu t ion o f the world merchant f l e e t by type o f vessel andcountry grouping ( in terms of dwt) in mid-1987 is presented in tab le 12. The average age of a l l ships increased s l ig h t ly in 1987 to 11.7ه years as compared to 11.37 in 1986. The most s ign i f ic an t increase in average age(+3.7 per cent) was shown by tankers (12.85 as compared to 11.62) . Dry bulk ca r r ie rs continued to be the youngest type of vessel (18.66 years) and general cargo ships the o ldest (13.68 year s ) . By country groupings, developedma^ket-econo^y countries showed the lowest average age of ships (11.16 years ) , followed by developing countries (11.72 year s ) , open -registry countries (11.76 years) and s o c ia l i s t countries (1.3.55 years ) .

D. Comparison o f cargo turnover and f le e t ownership

22. The re la t ionsh ip between cargo volumes generated by d i f fe re n t groups ofcountries and f l e e t ownership is represented in table 13• The datademonstrate the fact t^at developed market-economy countries, either d irec t ly or ind irec t ly through open-registry countries, continue to own a disproportionate share of the world merchant f le e t compared to to ta l world cargo turnover. Thus, in 1987 these two country groups combined generated57.4 per cent of the world 's international seaborne trade but owned68.1 per cent of the w orld 's merc،٦ant f l e e t (in terms o f deadweight tonnage). At ^ e same time, the share of developing countries in goods loaded and unloaded in world seaborne trade in 1987 was 34.8 per cent, while theirmerchant f l e e t represented 28.9 per cent of tota l world deadweight f l e e t . Theshare of the s o c ia l i s t countries o f Eastern Europe and Asia in world international trade was s l ig h t ly less than their share of the world 's deadwerght tonnage.

- 18 -

Table 11

Container port t r a f f i c of developing countries and te r r i to r ie s1985 and 1986

Percentagechange1984/1985

-19

٥0

؛

11٦٦29

ل5256

ر

إ2439-

٦

13

3ئ

2ة106613

13-1215

Percentag؛change1985/1986

21291329

-1316

27

1918

-15

18

42

1514

14-38

-14

918

10

-23121210-6

-27

6

Container t r a f f i c 1985 ^TEUsJi

2 288 953 1 698 800 1 278 538

711 652 946 916 638 471 611 178 400 419 422 229 389 279 215 877 244 086 232 386 228 619 197 256 235 793 176 386 140 714 162 52296 617

108 891 130 584 121 336103 362 102 326

98 213 180 177 111 294

97 021104 081 76 450 73 251 63 683 78 195 65 687 65 911 84 727 50 574 48 663

50 409 63 338 41 803 40 294

Container t r a f f i c 1986 (TEUs)

Country or te r r ito ry

H o n g ^ n g 2 774 025Singapore 2 2 03 1 0 0^ p u b l i c o f Korea a/ 1 448 225United Arab E،«irates 920 3918audi Arabia 823 906Philippines 741782B ra s i l 602539Thailand 511264India 429415Malaysia 401880Sri Lanka 341358Pakistan 292168Jamaica 274206Indonesia 210331Cyprus 206891Kuwait 200599Egypt 179636Panama 167217Côte d 'I v o i r e 159 316Dominican ^ p u b l i c 137 909Jordan 121614Mexico 120109Argentina a/ 120 ОООKenya 119853Chile 116977Oman 112735Costa Bica 112 264N igeria 110746Venezuela 105874Cameroon 102373Bahrain 89519Papua New Guinea 81 251Guadeloupe 79898Guatemala 75200Trinidad and Tobago 74262Ecuador 72414Morocco 71924Syrian Arab Republic 64 568Peru 56674Netherlands A n t i l le s 54 634United Republic o f Tanzania 47 186 A lge r ia 47086Colombia a/ 46 109Togo 42950B a it i 42765

- 19 -

Table 11 (continued)

Country or te r r ito ry Container Tra f f i c 1986 (TEUs)

Container T ra f f ic 1985 (TEUs)

PercentageChange1985/1986

PercentageChange1984/1985

2aire 40 733 36 994 10.1 n.a.Mauritius 38 ООО 31 976 18.8 n.a.Uruguay 34 94^ 23 444 49.0 n.a.Barbados 30 713 30 852 - 11.4©ther reported b/ 383 7^3 376 873 1.8 -6.0Total reported с/ 15 643 254 13 933 255 12.2 3.0Norld to ta l reported 59 413 875 55 789 410 6.5 4.6

Source; Derived from information presented in Containerisation International Yearbooks o f 1987 and 1988.

a/ Data subject to omissions.

b/ Comprising developing countries and t e r r i to r ie s wi؛ere less h a n ه3 ООО TEU per year were reported or w؛ ere a substantia l lack o f data was found.

с/ Certain ports did not respond to the background survey, although they were not among the la rg e s t ports ; the to ta l omission may be estimated 5-10 per cent.

- 20 -

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سم Ф ب ب Ф هد هد Ф ى ى Ф ب Фممد٣١ م بم بم ٣ ٣١ ء ٣١ ء م ب يم ٣ ٣١ Г—١ ء I-Hس م د Ф م ٢٠ د Ф بم ٢٠ د Ф س ٢٠ د Ф гН ٢٠ د Ф< بمء هه بمء ص < بء ه < m < ٠٠

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- 21 -

Table 13

Comparison between to ta l cargo turnover and f l e e t ownership by groups o f countries. 1و? ه and 1985-1987

dwt)(In terms

Total of Deadweight Percentage Percentagegoods tonnage o f o f wo^ld o f world

to ta l of to ta l of goods merchantloaded and f le e t unloaded owned(dwt)

loaded and merchantf le e t (m illions o f tons)

unloaded - - - - - - (m illionsUnloaded of tons)

Goods loaded and unloaded

Year (m illions of tons)

Countrygrouping

Loaded

73.157.3 56.657.4

282.2486.3444.9430.7

2 812.1 3 903.13 967.34 069.0

Developed 1970 802.7 2 010.4market- 1985 1 571.2 2 331.9economy 1986 1 585.2 2 382.1and open 1987 1 624.8 2 444.2reg istrycountrie؛

9.59.9

4.87.57.7

21.7

62.4

S o c ia l is t 1970 158.8 87.6 264.4countries 1985 273.2 237.4 510.6of Eastern 1986 293.2 245.8 539.0Europe 1987 301.4 251.0 552.4and

171920

40353^34

Developing 1970؛ 1 643.3 431.6 2 074.9 20.5countries 1985 1 538.0 855.7 2 393.7 113.4

1986 1 599.6 90^.6 2 502.2 127.01987 1 578.8 890.0 ق 469.0 132.4

Norld 1970 2 604.8 2 529.6 134.4 326.1to ta l a/ 1985 3 382.3 3 425.0 6 807.3 664.8

100100100100

100100100100

639.1632.3

7 008 .; 7 0 9 0 .;

530585

478.0505.0

19861987

Source; As per tab les 3 and 4.

a/ Including unallocated tonnage indicated in anne^ I I I .

- 22 -

Chapter I I I

PRODUCTIVITY OF THE WORLD FLEET ^ND THE PROHLEM OF TONNAGE OVE^SUPPLY

dwtEstimates ه £ tons and ton-miies

23. Both main indicators (ton-miles performed per dwt and tons carried per dwt) estimated for the to ta i world f ie e t as presented in tahle 14 s^ow some increase in the prodnctivity o f the f le e t in 198? as compared to 1986. Tons of cargo carried per dwt amounted to 5.54 in 198? (as compared to 5.44 in 1986) and ton-miles performed per dwt amounted to 22.08 (as compared to 21.68 in 1986).

dwt of

Table 14

Cargo tonnage carried and ton-miles performedthe to ta l world f l e e t , 1970 and 1976-1987

Total ton-miles Tons of Ton-milesper formed ( thousands cargo per formedof m illions of carried per dwtton-miles) per dwt (thousands)

Total cargo carried (m illions of tons)

World f l e e t (m illions o f dwt)

Yea^

673621

2447

34

،ة

08

27

2422201819192122

64

226142167270

014454

10 654 17 053 17 476 17 022 17 675 16 777 15 840 13 69912 85013 368 13 160 13 856 13 964

605391453461778704

27ؤ230364330478505 а/

1970 3261976 6011977 6421978 6621979 6731980 6821981 688

وإ82 6931983 6861984 6741985 6641986 6391987 632

3ter o f Shipping; S t a t i s t ic a l TablesBounces; Wo^ld f l e e t ; Lloyd*!(London), various issues (mid-year f i gu r e s ) ; to ta l cargo ca rried ; UNCTAD data bank; to n -^ i le s ; Fearnleys, Review (O s lo ), various issues.

a/ Preliminary estimates.

24. The above-mentioned productivity indicators (ton-miles performed per dwt and tons ca rr ied per dwt) e s t imated for ind iv idual types o f c a r r ie rs ^ r 1976-1987, as shown in tab les 15 and 16, demonstrate a considerable iirprovement o f productiv ity for co؛!؛bined ca r r ie rs in 1987 as C0!؛ ared with the previous year. Productivity o f tankers and dry bulk c a r r ie rs a lso increased, although not so s ig n i f ic a n t ly . This development may be la rge ly attr ibu ted to a general - although only s l ig h t - increase in world seaborne trade in 1987, confined with an inprovenent in ocean fre ig h t and charter rates , as w e l l as some improvement in the o v e ra l l supply/demand re la t ion in world shipping.

B. EstiiTBtes o f tonnage oversupply

25. The supply/demand d isequilib r ium remained a serious problem facing the world shipping industry in 1987. Table 17 shows the development o f surplus tonnage in world shipping as from 1978. The steady increase o f surplus tonnage 4/ during the ea r ly 1980s reached i t s peak in 1983 when the average year figu re of surplus tonnage a!ûnted to 195.8 m illion dwt or 28.5 per cent o f tê to ta l world merchant f le e t and 39.9 per cent o f the world active f l e e t . Despite a certa in decrease in the surplus tonnage during the la s t four years, the estimated average figu re (eight month average) fo r the surplua f l e e t in 1987 aû n ted to 125.7 m illion dwt or 19.9 ^ r cent o f the to ta l world merchant f le e t as at 1 July 1987 (127.8 m illion dwt or 20.0 per cent in 1986) and ^4.8 per cent o f the active world merchant f l e e t (25.0 ^ r cent in 1986). Thus, the improvement in the balanoe between supply and demand in 1987 was rather marginal as conpared to 1986, although the outlook for the future now appears to a llow for more optimism.

^6. The i b؛؛؛ a l a ^ e between supply and demand o f tonnage a f fe c ts ^ ra o t ic a l ly a l l sectors o f world shipping. Tanker surplus tonnage in 1987 was estimated at 74.8 m ill ion dwt, while the surplus of dry bulk c a r r ie r s (43.4 m illion dwt) and tankers combined represented 94.0 per cent o f the surplus tonnage o f the world I^rcânt f l e e t (118.2 m illion dwt). For tanker tonnage, a considerable amount o f estimated surplus tonnage i s on account o f slow steaming.

- 24 -

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- 25 -

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- 27 -

27. As shown in tab le 18 the share o f tanker surplus tonnage in the to ta l world tanker f l e e t amounted to 29.1 per cent in 1987 (average year f i g u r e s ) ٠ This, however, shows a s ig n i f ic a n t improvement o f the s ituation as compared with 1983 and subsequent years. This s ituation in tanker supply/demand i!؛؛balance did not o f course develop evenly during the year. The f i r s tfour months showed a steady decrease in demand for tanker tonnage (from187.3 m illion dwt in Snuary to 176.1 in A p r i l ) accompanied by a growth o f tanker surplus (from 73.8 m ill ion dwt to 80 m illion dwt), indicating tanker surplus tonnage in A p r i l at the highest le v e l sinoe March 1986. The improvement genera lly started in Nay when stock replenishing began to take place.

28. Fears o f d isruption to Persian Gulf supplies led to a ؛uch higher le v e l o f buying and tanker demand in ،^uly. Following a temporary decrease in demand in September tonnage demand increased again in October and was broadly sustained u n t i l the year end. Two areas to benefit from this resurgence were Nest A fr ica and the Caribbean. The improvement o f demand for tanker tonnage e s ^ o i a l l y in the seoond h a l f o f 1987 a lso led to some reactivation o f la id -u p tonnage.

29. The s ituation in the dry bulk c a r r ie r sector s h o ^ d son^ improvement in 1987 as compared with the previous year. It is consid€red that the la rgeairaunts o f gra in imported by the USSR ^nd China were a ma^or factor which ledto seme decrease in la id -u p and id le tonnage in the dry bulk sector.

38. As sh o ^ in tab le 18, the decrease in la id -up and id le tonnage of tankersand dry bulk c a r r ie rs in 1987 as compared with 1986 was accompanied by anincrease in estimated surplus on account o f slow steaming. Thus, the share o f slow steaming tonnage in the tanker surplus f le e t increased from 40.4 per cent in 1986 to 44.5 ^ r oent in 1987 and the share of slow steaming dry bulk tonnage in the dry bulk surplus f l e e t increased during th is period from77.8 per cent to 80.9 ^ r cent. It can be presumed that, e x a c t in g further improvement in the s ituat ion in the fre igh t market and improvement in the balance between supply and demand, s h ip o ^ e r s p re ferred to have tonnage reactivated and ready for the carriage o f cargoes, rather than la id -u p .

31. Thus, between Jnuary and December 1987 the amount o f la id -up tanker tonnage decreased from 16.08 m illion dwt (167 vesse ls ) to 11.88 m illion dwt (135 v e s s e ls ) . The ^ c e ^ e r to ta l included 25 u ltra la rge and very large crude ca r r ie rs o f 8.76 m illion dwt representing 74 per cent o f the la id -u p tanker tonnage f igu re ؤ . /

32. The volu!№ o f la id -up dry bulk c a r r ie r tonnage a lso decreased s ig n i f ic a n t ly during 1987. The amount o f surplus tonnage in the general cargo l e e t a lso decreased as C0!؛pared with the previous year and stood at3.6 m illion dwt or 5.4 per cent o f the relevant world f le e t in 1987. At the sane time the surplus tonnage o f unitized f l e e t increased to 5.8 per cent (in terms o f deadweight) o f the to ta l supply f igu re .

Table 18

Analysis of tonnage oversupply by vesse l type, 1980-1987 (Average year f igu res in m illion dwt) a/

1987(est )

1و8ه 1981 1982 1983 1984 1985 1986

^56.9

74.8

48.8

34.ه

41.9 37 ة 36.9 28 9 29 1

282.9 215 8 222.7 215 4 213 3

52.8 58 ٩ 58.1 44 1 43 4

О 261

7؛

45

38

273

188

296

111

71

48

319

134

71

3 335

7 138

1 76

6 54

5 39

8 197

8 11

341

8 187

41

7

8 184

7 36

9 4

8 31

4 19

Supply o f world tanker f l e e t 341

№ ta l tanker surplus f l e e t , 74o f which:

Laid-up and id le 25

Slow steaming 48

Share o f surplus f l e e t in the world tanker f l e e t (per cent) 21

35

28

34

28

18

39

13

37

19

15

11

Supply o f world dry bulk f l e e t

Dry bulk f le e t surplus, o f which:

Laid-up and id le

Slow steaming إ

; Share o f surplus in the t^ r ld ; dry bulk f l e e t (per cent)

7 66741 79Supply o ا f world general cargo b/ b/ f أ l e e t 183.4 188.4

General cargo f أ l e e t surplus 3.8 4.4

7

29

1

1 18

9 25

7 ٠

٠ 6

9 4

8 21

4 8

Share o f surplus in the world ; genera l cargo f l e e t (per cent) 2

9 31

7 1

7 4

27

1

I Supply o f world unitized f l e e t 19

Surplus o أ f unitized f le e t 8

Share o أ f surplus in the № r ld: unitized f l e e t (per cent) 2

Source: Based on L loyd 's Shipping Economist (London), various issues.

Aggregates fo /ق r 11ة sectors as shown in the present tab le are averages for the years s h o ^ and therefore d i f f e r from the ^ r l d to ta l f igures in table 17, which indicate estimates at mid-year.

b/ Average figu res for the second h a l f of the year,

- 29 -

33. In line r shipping and in i ^ container sector in p a r t ic u la r , estimated overcapacity^ on a ؛worldwide hasis was considered to he 25 to 35 per cent. Surplus capacity^ on some meôr line r trade routes !«ay even he considerably higher, as sh،»؛n by the f o l l ^ i n g estim؛at€s: 6/

Surplus

(percentage)

Estimated capacity a v a i la b le (annual)

(m illion TEU)

Estimated t r a f f i c

1986-198? (annual)

(m illion TEU)

434320

4.0^.4

4.4

2 . 0

Transpacific Transatlantic Europe/Ear East

12.?major trade rou؛№ ta l :

34. As shown in table 19, tanker tonnage engaged in o i l storage continued to play an important ôle in the u t i l i s a t io n o f surplus tonnage. In Jnua^y 198? i t accounted for 20.0 m illion dwt, which was the highest figure since mid-1984, and amounted to 47.? ^ r cent o f the to ta l la id -up and id le tonnage for №at month. 7ل/ Due to reactivation o f a number o f tankers and sa les for breaking, the amount o f tonnage engaged in o i l storage decreased s ig n i f ic an t ly during 1987. Thus, in July 1987 i t atood at 15.4 m illion dwt or 39.3 per cent o f the to ta l July amount o f la id -up and id le tanker tonnage. ؤ / During the second h a l f o f 1987 the amount o f tonnage employed as f loating o i l storage coatinued to diminish and ill ^ t o b e r i t stood at 14.7 m illion dwt, which is the l ^ e s t le v e l since January 1984. ؤ/ ؛ )owever, by ^cember 1987 i t had again increased to 15.2 m illion dwt.

35. Table 2 ه shows the 13 la rges t la id -up f le e ts by f lag o f re g is t ry as at mid-November 1987. It i s evident that in a number o f countries the la id -u p tonnage aiûnts to a s ign i f ic an t part o f the national f l e e t .

- 30 -

Table 19

Tanker tonnage engaged in o i l storage, 1981-1987

(Capacity in thousand deadweight tons)

T o t a lSemi-permanent Short-t

No. Dwt No.

Dal

DwtNoDw

26 854 24 454 15 456 13 750 13 601

20 735 18 477

15 876 15 892 20 027

15 213

114 10 3

74 67 67 74 91 79 76 78 73

70

1611

205 772 753 615 764 658 134 093 714

12 879 8 428 8 440

1112

6245161614254849

353345

؛إ

10 649 12 682 12 70311 135 11 837

و 73701 6 9

342 8 514 7 696 6 148 7 001 7 773 6

52

5153494330

434041 3842

July 1981 January 1982 July 1982 January 1983 July 1983 January 1984 July 1984 January 1985 July 1985 January 1986 July 1986 January 1987 June 1987 December 1987

ا -

World tanker f l e e t review (^ndon ) , variousSource؛ John I. Jacobsissues .

- 31 -

Table 20

Major la id -up f le e ts by f lag country as at mid-November 1987

(Ships o f 300 grt and over)

L^id-up tonnage IP ta l f le e t o f Share o f the la id -u p(thousand dwt) the country tonnage in the to ta l

(thousand dwt) f le e t o f the country(per cent)

L iberia 4 269.1 97 957.9 4 ٦United States 3 508.5 29 111.2 12 0

2 615.8 42 775.9 6 1France 822.2 8 406.7 9 8Indis 629.5 10 890.8 ؟ 8Japan 59^.3 54 669.4 1 1Ita ly 349.2 12 178.4 2 9B raz i l 337.9 10 437.9 3 2Panama 325.2 70 435.8 0 ؟Cyprus 294.6 27 322.9 1 1United kingdom 260.2 11 676.5 2 2Argentina 137.2 2 853.3 4 8A lge r ia 136.8 1 043.0 13 1

Source; Based on In st itu te o f Shipping ^onomics a ^ Log is t ic s , Bremen, Shipping S ta t is t ic s . No. 12, ^cember 1987 (p. 14) and on data supplied by the Shipping Information Services o f L o y d 's A g i s t e r o f Shipping and L o y d 's o f London Press Ltd.

Chapter IV

SHIPBUILDING

A. Ship prices

36. Representative newbuilding prices for the years 1980 and 1983-198? are shown in tab le ^1. In 1987 the prices for new la r g e - s iz e , small and medium-size bulk c a r r ie r s , medium-size tankers, general cargo ships,LPG ca r r ie rs and 1,600 TEU fu l l containerships indicate a certa in recovery as conpared with the previous year , prices for handy size tankers remained at the 1986 le v e l , while prices fo r 250,000 dwt tankers, LNG ca rr ie rs and 1,200 TEU ro/ro ships declined as conpared w i ^ the previous year. The b iggest increase in prices for newbuildings concerns 7^,000 mد LPG c a r r ie r s ,30,000 dwt and 70,000 dwt bulk c a r r ie rs (28.2 ^ r cent, 9.7إ ^ r cent and17.6 per cent increase over the previous year ' s figu re respect ive ly ) ٠ The increase in p r ices for sn؛a l l and medium-size dry bulk c a r r ie rs in 1987 may fc attr ibuted to the hig^ le v e l o f demolition o f bulk c a r r ie rs in 1986, acoonpanied by an inprovenent in seaborne trade of some commodities (gra in , bau^ite/aluminia) in 1987 which led to an increase in demand for this type of ship. The demand for tankers in the world market a lso remained re la t iv e ly high, and shipowners widely reactivated tankers from la id -u p and purchased second-hand ships. On the whole, the prices for tankers did not undergo any s ig n if ic an t change as compared with the previous year. Thus, prices for handy-size tankers were at the le v e l o f 1984, those for medium-size tankers which were in bigger demand increased by 3.2 per cent and those for VLCC and ULCC decreased by 3.9 per cent.

Table 21

Representative newbuilding p rices , 1980 and 1983-1987 (M il l ion s of do l la rs )

1987 Percentage change 1986/1987

and s ize o f vesse l 1988 1983 1984 1985 1986

+19.7

+17.6

+3.3

+28.2-5.0+5.6

14181825^549

150

15.0

23.0 +10.0

111815252451

158422814

?،0. '

9 110 178 14

أ الО 47 О 2009 44

28 12

21.1

О

8 133 183 17

24 ٥27 О

00^ О

О 2؛1^

14

223032

200

4013

30 ООО dwt bulk 1632 ООО dwt tanker 1870 ООО dwt bulk ^380 ООО dwt tanker 28

1^0 ООО dwt bulk 32250 ООО dwt tanker 75125 ООО LNG 200

75 ООО mو LPG 771 200 TEU ro/ro 43

15 ООО dwt general cargo ship

13

600 TEU f u l l containership

31.

Source; L loyd 's Shipping £con^؛is t (london) , various issues.

- 33 -

37. Newbuilding prices fo r 1,600 TEU fu l l containerships and 1^,000 dwt general cargo sliips increased by 10 per cent and 5.6 per cent respective ly as compared with the previous year, while pr-ices for 1,200 ^EU ro/ro c a r r ie rs and125.000 m’ LNG c a r r ie rs were 5 per cent and 5.1 per cent below those o f 1986.

38. I t may be noted that p rac t ic a l ly a l l representative newbuilding prices recorded in 1987, even those which showed a s ign if ic an t i^prove!«ent as compared with 1986, were s t i l l much lowe^ than those o f 1983 (with the exception o f general cargo sh ips ) ٠ The decrease in newbuilding prices for p rac t ic a l ly a l l types o f ships during the la s t few years can be attr ibuted mostly to the ex isting i ! ^ a l a v e between supply and demand in ^ r l d shipping.

39. Table 22 shows the changes in second-hand prices for selected types o f vesse l during the ^ r i o d 1985-1987. The increase in demand for dry bulk and tanker tonnage led to a sharp increase in prices for second-hand dry bulk ca r r ie rs and tankers in 1987 as c o ^ r e d with 1986. 10/ The !^ s t noticeable increase was in second-hand prices for dry bulk c a r r ie r s . Thus, during the ^ r i o d from August 1986 to August 1987, prices for 5 and 10-year-old27.000 dwt dry bulk c a r r ie rs rose by 118.2 per cent and 183.3 per cent respective ly . At the same time prices for 35,000 dwt dry bulk c a r r ie rs increased by 126.7 per cent and 163.9 per cent r e s ^ c t i v e ly and those for

Table 22

Second-hand ship p r ices , 1985-1987

(M illions o f United States d o l la rs and percentage؛

1985 1986 1987 Rercentagechange1985/1986

Percentagechange1986/1987

5 years old

125 ООО dwt tanker n.a. 11.0 17.5 n.a. +59.175 ООО dwt tankers 6.0 11.5 15.0 +91.7 +30.460 ООО dwt bulk carr ier 6.0 6.75 11.5 +12.5 +70.335 ООО dwt bulk carr 1 er 4.0 3.75 8.5 —مو3 +126.727 ООО dwt bulk carr ier 2.75 2.75 6.0 - +118.^17 ООО dwt multipurpose 2.5 3.25 5.0 +30.0 +53.8

+45.0+50.0+29.6

+150.0+163.9+183.3+71.9

+163.

:1 ;- 11 .+6.

075075

75

1412

744

0075

10

252507

10 years old

250 ООО dwt VLCC 125 ООО dwt VLCC 75 ООО dwt tanker 60 ООО dwt bulk ca r r ie r 35 ООО dwt bulk c a rr ie r 27 ООО dwt bulk ca r r ie r 17 ООО dwt m u lt ipu r^se

Source; H i l l Samuel Shipping Holding (London), World Trade Review and Outlook. Developments in Trade and E ffects on the Shipping Market, Septeimber 1986, p. 19, September 1987, p. 17.

- 34 -

60,000 dwt dry bulk c a r r ie rs increased by 70.3 per cent and by 150.0 per cent res؛« c t i v e l y . Prices £cr second-hand tankers a lso showed a s ig n i f ic an t although s e l l e r increase which fluctuated from ^9.6 per cent for a 10-year-o ld 75,000 dwt tanker to 59.1 per cent for a 5 -y ea^ ^ ld 1^5,000 dwt tanker. Second-hand prices for 5 and 10-year-old 17,000 dwt multipurpose cargo ships a lso showed a s ig n i f ic an t increase. On the whole, second-hand prices for dry bulk c a r r ie rs and tankers f o l l o ^ d the pattern of newbuilding prices fo r these t y ^ s o f ship, as shown in tab le ^1.

B. Tonnage on order

40. Table 23 s u ^ a r iz e s the trends o f world tonnage on order during the period 1985-1987 and the status at the end o f the third quarter o f 1987.Total tonnage on order showed a s ig n i f ic an t decrease (9.1 ^ r cent) between September and ^cember 1986 but subsequently remained at about the same le v e l during 1987. As at 38 Sept€!êr 1987, i t stood at 29.1 m ill ion dwt.

41. The o vera ll trend towards a steady decrease o f tonnage on order, which has remained a ch arac te r is t ic feature o f the mariti^^ industry for at leas t the la s t four yea^s, seemed to le v e l o f f during 1987 at about 30 m illion dwt.

4 2. The increase in orders for newbuildings in the second a ^ third quarters may be la rge ly attr ibuted to the s ig n i f ic an t and probably to some extent speculative growth o f tanker tonnage on order, which increased from September 1986 to September 1987 by 41.3 per cent or 4.5 m illion dwt and aû n ted to 15.4 m illion dwt.

43. At the same time dry bulk c a r r ie rs on order sh o ^ d a s ign if ic an t decrease as compared with September 1986, amounting to 7.6 m i l l i io n dwtor 49.3 per cent o f the previous year f igu re . As at 30 September 1987 dry bulk ca r r ie rs represented 26.1 per cent o f the to ta l world tonnage on order as co!âred with 4 8.1 per cent a year before, while the share o f tankers increased to 52.9 per cent (34.1 per cent in September 1986). The tonnage o f other ships on order increased s l ig h t ly during this period from 5.7 m ill ion dwt to 6.1 m ill ion dwt. Tankers are e ^ ^ c te d by many experts to lead the order book in 1988 too, as many larger tankers, in p a r t icu la r , are considered to be reaching the age o f replacement.

44. Attention might be drawn to the f act that, as at 30 September 1987, VLCCs and ULCCs amounted to 5.4 m illion dwt or 3^.2 per cent o f the tanker tonnageon order. During the la s t quarter their n u ^ e r increased further by 10 shipsor by 2.6 m ill ion dwt (VLCC o f 250,000-280,000 dwt) . 11/

45. The d is t r ibu t io n o f newbuilding orders among country groupings (bycountries o f reg is try ) as a t 30 September 1987 sh ^ n in tab le 24 indicates that ^ e combined to ta l deadweight o f developed market-econo ١مآلا countries and open -registry countries represented 67.8 per cent o f the to ta l tonnage on order. By c o ^ a r is o n , developing and s o c ia l i s t countries accounted for19.4 per cent and 11.2 per cent respective ly . Newbuilding orders amounting to1.6 per cent o f the to ta l figure as at 30 Sept€!êr were unallocated.

46. Developed market-economy countries and o ^ n - r e g i s t r y countries had the la rges t portion o f orders for a l l types o f n e ^ u ild in ga as at30 September 1986. These groups o f countries a lso accounted for 77.7 per cent of the deadweight tonnage o f a l l tanker newbuilding orders, a l l orders for

- 55 -

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- 37 -

o re/ o i l and ه^ه c a r r ie r s , 50.9 per cent ه £ other bulk c a r r i e r s , 60.4 per cent o f f u l l containershipa, and 61.0 per cent o f ro/ro cargo ships.

47. □eveloping countries ^ad a 13.5 ^ r cent share in newbuilding orders for tankers (in dwt) , a 35.6 per cent share for other bulk c a r r i e r s , a17.3 p^r cent share for f u l l containerships, and a 20.1 рзег cent shsre for ro/ro ships, ^ c i a l i s t countries o f Eastern Europe and ^ i a accounted for8.1 P5er cent o f newbuilding orders for tankers, 12.4 ^ r cent o f orders for other bulk c a r r ie r s , 10.3 per cent o f orders fo^ f u l l containerships, and18.7 p»r cent o f orders for ro/ro cargo ships. Developing and s o c ia l i s t countries had no o re/o il or OBO c a r r ie rs on order.

c. D e live r ies o f newbuildings

quarters of The to ta l

48. Data on tonnage o f newbuildings de livered in the f i r s t th! each year during the period 1985-1987 are presented in tab le 2!

Table 25

D e liver ies o f newbuildings, 1985-1987 a/ (Number o f ships and thousands of grt/dwt)

198Type o؛19؛1987 f ship

1 976 3 376

439854

81872877

69

578

92828

183

147 4 853 8 547

136 853

1 143

1851 4942 588

318554

268 6 847

11 876

186 1 132

NumberGrtDwt

Nu!^berGrtDwt

NumherGrtDwt

Lanker؛

Bulk/oil c a r r i e r ؛

Gre and bulk c a r r i؛

General cargo ships b/ NumberGrtDwt

Gt^er ships Number 837 797 854Grt 3 654 3 533 3 328Dwt 3 189 3 156 2 358

Total Number 1 484 1 177 1 891Grt 13 437 11 458 9 865Dwt 19 692 16 596 12 243

،v ice؛Source; Information provided b^ the Shipping Information ة of L o y d 's Register o f Shipping and L o y d 's o f London Press Ltd.

the perioda/ The figu res in this table January-September for each year.

b/ Vessels o f 2,888 grt and over.

deadweight o f vessels de livered by shipyards in the f i r s t three quarters o f 1987 decreased b^ 26.2 ^ r oent as conpared with the corresponding poriod of the previous yea^, and the nu!«ber o f vessels was 7.3 per cent le s s . By vesse l typ3e there was an increase in d e l iv e r ie s of bu lk /o i l c a r r ie rs only (192.5 per cent above the figures ^ r the f i r s t three quarters o f 1986), while d e l iv e r ie s o f tankers decreased by 2.4 per cent as conpared with the cor responding period o f 1986. However, this la t t e r figure was 36.6 per cent higher than tanker d e l iv e r ie s in the f i r s t three quarters of 1985. D e live r ies o f ore and bulk ca r r ie rs and d e l iv e r ie s o f general cargo ships decreased b^ 48.6 per cent and 49.4 p>er cent respective ly . Miscellaneous typ«s o f vesse ls , as shown under "other sh ips", declined by 25.3 per cent in deadweight d e l iv e r ie s as conpared with the corresponding poriod o f 1986. The d is tr ib u t io n o f newbuildings de livered in the f i r s t three quarters o f 1987 by vesse l typos was as f o l l o w ; tankers - 27.6 per cent (as conpared with28.8 per cent during the co rres^nd in g period o f 1986); bu lk/o il c a r r ie rs -7.8 per cent (1.8 por cent in 1986); ore and bulk c a r r ie rs - 41.5 ^ r cent (51.5 per cent in 1986); genersl cargo ships - 4.7 per cent (6.9 per cent in 1986), other ships - 19.2 per cent (19.8 por cent in 1986).

49. New d e l iv e r ie s by country groupings - according to countries o f bu ild - are presented in tab le 26. Figures based on Snuary to Bepten!ber d e l iv e r ie s

Table ^6

groups o f countries o f b u i ld , (Thousands o f grt )

1985-b/

■1987 a/

Country grouping 1985 1986 1987

Deve loped market-econo^؟ 9 748 7 178 5 994countries (72.9) (62.4) (67.2)

Developing countries 2 586 3 852 1 927(18.8) (26.6) (21.6)

S o c ia l is t countries 877 943 691(6.6) مةأ2ا (7.8)

Gther, unallocated 233 321 381(1.7) (2.8) (8.4)

World to ta l 13 355 11 494 8 914(188.٥) (188.٥) (188.٠)

Source; Compiled by the UNCTAD sec re ta r ia t on the bas is of data contained in L loyd 's Register o f Shipping ; Merchant shipbuilding retu rns , quarterly issues o f the respective years.

a/ As for tab le 25, ^ i s tab le i s based on the period J n uary to Sept€!^!ber (there remains a s l ig h t s t a t i s t i c a l discrepancy in the to ta l tonnages as compared to those sho؟ in tab le 25).

b/ Fercentage shares o f the world to ta l are indicated in brackets.

in terms o f grt show that the share o f developed market-economy countries in 1987 newbuildings increased to 67.2 per cent, while the share o f developing countries decreased to 21.6 per cent (as compared with 26.6 per cent for the f i ^ s t three guarters of 1986) ٠ At the same time the share o f s o c ia l i s t countries o f Eastern Europe and Asia decreased s l ig h t ly from 8.2 per cent in 1986 to 7.8 per cent in 1987.

D. Demolition o f ships

50. As shown in tah le 27, the to ta l volume of tonnage sold for d e ^ l i t i o n in 1987 amounted to 16.3 m illion dwt, which means a 47.8 per cent decrease from the previous y ea r 's f i gure . This is a lso the l o ^ s t volume sold for demolition in any s in g le year since 1981. The sharp reduction in demolition in 1987 could be !^ s t ly attr ibuted to a certa in i!^rovement o f the tonnage balance s itu a t ion , an increase in fre ig h t rates and the consequent e r u c t a t io n s o f shipowners that th is upward trend would continue.

Table 27

Broken-up tonnage trends, 1980-1987

1980 1981 1982 1983 1984 1985 1986 1987

Tbnnage sold for breaking a, (m illion dwt)

ر 10.0 14.6 28.3 41.7 31.2 16.3

Bhare of broken-up tonnage in ^ e t o t a l ^ r l d f l e e t (percentage)

1.5 2.1 4.1 4.8 4.3 6.3 4.9

ئ

a/ Source; Eearnleys, Review, various issues.

51. Data on tonnage sold for breaking by type o f vesse l during the period 1988-1987 are presented in tab le 28. Demolition o f a l l types o f vesse ls sh o ^ d a s ign i f ic an t reduction in 1987 as compared with the previous year. Thus, the volume o f tanker tonnage sold for breaking decreased during th is period by 46.7 per cent and stood at the lowest le v e l since the beginning o f the 1980s, and that o f dry bulk c a r r ie rs decreased by 48.7 per cent, though i t was only 17 per cent below the 1985 figu re and much higher than for other years since 1980. In 1987 the ^ lum e o f combined ca r r ie rs sold for d ^ o l i t i o n amounted only to 32.9 ^ r cent o f the previous year f igu re .

52. Bulkers (including combined c a r r ie rs ) remained the main la rge group o f vesse ls sold for demolition in 1987, accounting for 79.8 per cent o f a l l tonnage demolished. However, their share during the la s t few years has been decreasing (86.9, 89.4 and 85.1 ^ r cent in the years 1984 to 1986 res؛« c t i v e l y ) ٠

- 40 ٠

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- 41 -

53. As in previous years, i n k e r s represented the major ^ a n t i t y o f tonnage sold for breaking, although t^e ir share in the to ta l amount o f tonnage sold ^ r d ^ o l i t i o n has s ig n i f ic a n t ly decreased during the la s t few years(from 88.4 per cent in 1981 to 48.1 per cent in 198?). The share o f dry hulk ca r r ie rs so ld for hreaking in 198? was 33.9 per cent, and this share increased rap id ly during the ^ r i o d 1988-1985. The share o f combined ca r r ie rs in the to ta l tonnage sold for breaking was 5.8 per cent, while that o f other dry ca^go ships sold for breaking increased s ign i f ic an t ly and in 1987 reached i t s highest le v e l in the 1988s, i . e . 28.2 per cent.

54. In sp ite o f a certa in i^p rove^n t in the !^ rke t s ituation in 1987 a ^ thegeneral decrease o f la id -u p tonnage, t^e amount o f la id -u p tanker tonnage and comhined ca r r ie r tonnage which would not ap؛« a r to have any s ign if ic an t prospect o f heing reactivated ( i . e . which was exp3ected to he sold in the future for scrapping d irec t ly from lay-up) remained alüost at the le v e l o f the previous year. As s h ^ n in tah le 29, the estimated volume of tanker andc o ^ in e d ca r r ie r tonnage la id -up and id le which was unlikely to trade again atmid-8eptembe^ 1987 amounted to 4.6 m illion dwt as compared wi t^ 4.8 m ill ion dwt a year before. As in the previous years, this tonnage consisted mostly o f ULCC and VLCC (78.3 per cent ) .

Table 29

in k e r s and combined ca r r ie rs la id up and id le and estimated as tonnage unlikely to trade again, 1984-1987

(As at mid-Beptember)

1987

888 dwt

1986

888 dwt

198؛

888 dwt

1984

888 dwt

4

18

78

176

221

579

18- 24,999 181 1 ٥ 211 1 1 93

25- 49,999 312 1 7 531 2 7 157

58- 99,999 1 593 ة 5 339 1 7 131

999 18ن19و, 1 488 7 4 668 3 4 168

over 288,888 15 275 81 4 17 826 91 1 4 258

№ ta l 18 761 188 ٥ 19 567 188 8 4 799 4569 188.8

Source; E.A. cibson, Shipbrokers Ltd ., london. ^ n t h ly b u l le t in s .various issues.

55. Changes in demolition prices in 1986 and 1987 are shewn in tah le 30. A serious decrease in the a ^ u n t o f tonnage sold for demolition in 1987 could b« considered the !main reason for a re!mar)؛ab le r ise in scrap p rices , as the demand o f scrap yards exceeded the supply of ships o ffe red ^ r demolition. De،molition prices sh«*?ed a constant increase during 1987, and p rac t ic a l ly a l l •monthly p rices were above those of 1986. Thus, the annual average p rice in a l l three !main •markets was s ig n i f ic a n t ly higher than in 1986, with the 1987 average in the Far East !market 34.8 ؛ r cent higher than a year before , in the Fakistan/lndia region - 34.9 per cent higher and in ^3uth E uro^ -16.4 per cent higher.

56. Taiwan Province o f China re!!ained the moin shipbreaking centre.Its share o f the d ^ o l i t i o n •market increased from! 48 per cent in 1986 to 54 ^ r cent in 1987. 12/

Table 30

Demolition prices in 1986-1987 ( ^ l l a r s per LDT)

Month Market

Far E!a St Rakistan/India Scuth Eurcpe

1986 1987 1986 1987 1986 1987

Snuary 125.0 135.0 100.0 112.5 77.5 7 0.5February 122.5 132.5 100.0 115.0 70.0 70.0March 127.5 137.5 100.0 115.0 70.0 77.5A pril 122.5 148.5 100.0 117.5 65.0 77.5May 127.5 148.5 102.5 117.5 7 5.0 77.5June 127.5 159.0 102.5 117.5 75.0 77.5July 126.0 160.0 97.5 130.0 75.0 77.5August 107.5 175.0 100.0 145.0 65.0 80.0September 112.5 185.0 100.0 155.0 65.0 85.0^ t o b e r 122.5 230.0 107.5 175.0 65.0 95.0Noveimber 135.0 200.0 112.5 175.0 67.5 95.0December 135.0 200.0 112.5 190.0 70.5 95.0

Annual average ا 124.3 167.6 102.9 138.8 70.0 81.5

Source; Inst itu te o f Shipping Economics, Bremen, Shipping Statistic various issues.

Chapter V

FREIGHT MARKETS

A. Freight rates o f main cargo sectors

57. As shown in tab le 31, the annual average fre ig h t rate indices in the dry cargo and tanker sectors in 1987 shaved a s ign i f ic an t upward movement as conpared with the previous year. This was la rge ly the resu lt o f an increase in international seaborne trade in dry bulk cargoes, as w e ll as a sêw hat n«re balanced supply/demand re la t ionsh ip for a number o f ship types and size categories . In 1987 (except fo r January), almost a l l ônU^ly dry cargo tramp t r ip charter indices and a l l guarterly dry cargo tranp time charter indices were above the co rres^n d in g figures for 1986. As a resu lt , the annual averages were respective ly 1 1 ه. per cent and 54.4 per cent higher than in the previous year. Moreover, in 1987 both annual average dry cargo tramp charter indices were at the highest le v e l since 1981.

58. The trends in the dry bulk ca r r ie rs fre igh t market in 1987 can be i l lu s t r a te d by reference to the pattern o f gra in trade from the United States (Gulf o f № xico ) to Japan (cargo s ize s o f 50,000-55,000 tons) . Freight rates for th is cargo at the beginning of the year stood at about 13.65و per ton. During the next f i ve months they increased stead ily and in May amounted to $18.25 per ton. H oover , in June they decreased to $15.20 per ton and in July to $14.45 per ton. The fo l l «v in g month saw an upswing to $17.00 per ton, with a f a l l again in Se?te؛؛،)er ($16.05 p^r ton ). The Gctober recovery o f fre igh t rates to $17.65 per ton started a new continuous upward tendency. In !^cembe^ fre igh t ra tes achieved their highest le v e l o f $19.60 ^ r ton. Thus, they were43.6 per cent above the le v s l fo r the cc rre sen d in g period o f the previous year. In ^ i s pa rt icu la r trade a l l № nt^ly f re igh t ra tes in 1987 were above those in 1986. As a resu lt , the annual average rate was $16.30 per ton as coBâred to $10.20 per ton in 1986, $13.60 ^ r ton in 1985 and $15.00 per ton in 1984. 13/

59. The tranp time charter rates in the dry bulk sector a lso re f lec ted the general s ituat ion o f the dry cargo fre igh t market. An ana lys is by vessel s ize sôws that a 12-month period f ix tu re for a 60,000 dwt bulker anounted, ^ t the beginning o f the year, to $2 .35/dwt/inonth. A steady increase in fre ig h t rates started from March ($2.70/dwt/^nth), with the highest le v e l of $3.45/dwt/nonth recorded in May. There was then a s l ig h t decrease in June to $3.^0/dwt/n»nth, fo l loved by a steady increase up to the end o f the year, when the December f re ig h t rates stood a t tê highest le ve l o f $4.50/dwt/؛nonth, which is 91.5 pjer cent higher than the January f igu re . The average rate for this vessel s ize in 1987 was 61.9 per cent higher than in 1986 and23.6 ^ r cent higher than in 1985. Handy-aize (30,000 dwt) and la rg e -s iz e dry bulk ca r r ie rs a lso showed a substantia l increase in fre ig h t rates . The increase o f average rates from 1986 to 1987 a^ûnted to 34.8 p5er cent and46.4 per cent r e s ^ c t i v e ly . 14/

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60. The highest and i ^ e s t rates recorded during 1987 (together with comparisons for 1986) ^ r s in g le voyages in certa in leading d^y cargo trades which are o f pa rt icu la r in terest to developing countries are s u ^ a r iz e d helow;

19861987$US/ton

High i،owLowHigh

Commodity Route

6.50

12.007.75

19.75

2.702.97

17.75

11.00

12.9513.8021.00

7.004.50

23.50

10.00

11.009.50

4.703.002.20

United States (Gulf o f 26.95Mexico)/ChinaUnited States (Gulf o f 19.50№xico) /VenezuelaQueensland/Span 17.00âha/West Coast India 15.00United States (Gulf 33.00o f № îco) /West Coast India Brazil/âpan 9.50Hâzil/Continental Europe 8.10West ^ r i c a / ^ n t in e n t a l Europe 5.80

Grain

Sugarf e r t i l i z e r sf e r t i l i z e r s

©reOreOre

Sources: L loyd’s L i s t , London, 5 January 1987, 11 January 1988.

61. Both high and low fre igh t rates for a l>^st a l l dry hulk co™ od it ie s presented ahove showed an increase as compared to the previous year, with the most s ign i f ic an t increase shown for ores from B ra z i l to Japan (+80 1зег cent for high r a t e s ) , for grain from the United States to Venezuela (+77.2 per cent and 5 3.8 per cent fo^ high and low rates respective ly ) and from the Unifed States to China (+51.8 per cen t ) , and for f e r t i l i z e r s from the United States to India (+57.1 ^ r cen t ) . low rates for s ^ a r from Queensland to Japan and for ores from Nest A fr ica to Continental Europe decreased (8.3 per cent and25.9 ^ r cent ،3elow the le؛ v e l o f 1986).

62. High demand for tanker tonnage in 1987 caused an increase in fre igh t rates in !^ s t o i l trades. The annual average indices were higher than in the previous year, though much lower than fo^ the dry cargo sector. Thus, the annual average for VLCC/ULCC in 1987 was 27.3 ^ r cent ahove the 1986 le v e l , while for medium-size crude and small crude and product c a r r i e r s ' annual average indices increased by 15.4 ^ r cent and 11.7 per cent respective ly .The average handy-size clean tankers inde^ increased in 1987 by 1^.1 per cent as c o ^ r e d with 19 86. w i ^ respect to the !^nthly indices for ind iv idual tonnage groups, a downward trend in tanker fre igh t rates is observed in the f i r s t quarter o f the year which resu lts mainly fro،« the existence o f large stocks o f crude o i l in the developed market^conomy countries. Btarting from A p r i l when the stocks needed replenishment, the rates began to increase and thus in summer-TOonth indices achieved their highest le v e l . By the end o f AuguSt f i l i n g o i l p rices and higher le v e ls of storage in the developed ma^ket-econ««y countrios exerted a downward pressure on rates which subseguently le v e l le d o f f in the la s t guarter of 1987.

63. Average worldscale rates for the main crude o i l trades for 1987, shown in tab le 3^, confirm the a^3ve-mentioned trends in the tanker fre igh t market.A fter an upswing in January and a temporary decrease in februa^y and March, the upward tendency continued and in August most rates were at their highest

le v e l . In September t، e rates went down, although they were above those o f February/March. In the Nove؛؛؛b e r - ^ c e b€r period another reoovery o»؛ f the rates was recorded in three main trades where the rates stood at a very high le v e l as compared to the co rres^nd in g period o f the previous year. On the whole, the annual fluotuation o f rates f o l l o ؛ d the previous y ea r 's pattern , though p rac t ic a l ly a l l the average worldscale prices taken for ind iv idual months were higher and in some cases s ig n i f ic an t ly higher than those for the cor resend ing period o f the previous year.

Table 32

Average worldscale rates for crude o i l movements in 1986-1987

Fersian Oulf Persian Gulf Mediterranean Sea G a r ib ia n Sea to lo w e s t to east to Med/UK/Continent us Atlan t ic (^ast

19871986198719861936 1987 1986 1987

121.17 83.16 71.18

95.2992.99

114.17 87.78

186.83187.76128.58

34 98 81 71 27 12 49 81 71٠^35 ^2

74

84727681

383788

28286752

15

74849384938«828492

189

4719

15512865

87977178

61

71

82

71

462615

61

II

65

38.6641

؛845757

6^

885313

21

39492588

374956466858

33

39.8551.43

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78.^744.43 47.46 51.58 47.95

3621314988756188

392942

Гз53415843 28 31 35

JanuaryFebruaryMarchA ^rilMayJuneJulyAugustSeptember^ t o b e rM em berDecember

Source; Howard Houlder G a r te r in g (london), Lloyds' L i s t , (Ir>ndon) ,8 January 19 87, 7 January 1988.

64. Freight ra tes in ind iv idua l tanker trades recorded substan tia l changes during 1987. Thus worldscale spot rates for 98,888 dwt d irty tankers from the Persian Gulf to Nest Europe were reported to be 88 in January 1987, 92 in July, 89 in September and 94 by the year end. 15/

65. The line r fre igh t rate indices shown in tab le 31 are compiled by theMinistry o f Transport o f the Fed^^al Republic o f Germany and are based on the foreign trade o f that country. Consequently, the indices may not be truly representative o f trends fo^ this sector o f the world shipping industry. Nevertheless, i t is considered that they provide a general indication o f suchtrends. It should be borne in mind that this index is a lso ser ious lyinfluenced by o h a ^ e s o f currency ra tes of the deutsche mark versus the United States d o l la r . At the beginning o f 1987 l in e r fre igh t indices were at a very low le v e l , during the spring-suiiraer months they experienced a marginal improvement (+1.6 per cent to +2.4 per cen t ) , and this was followed by a general decrease in the fourth quarter o f the year. Moreover, a l l 1987 monthly indices were lower than those for the corresponding months o f the previous year. Thus, the annual average for 1987 was 8.3 per oent lov^r than the 1986 annual average.

- 47 -

В. Estimates o f g loba l fre igh t costs

66. Table 33 shows estimates o f to ta l f re igh t costs in world trade as the ra t io o f ocean fre igh t to the to ta l c . i . f . value of imports b groups o f countries. G lo b a l^ , t o ta l fre igh t costs in 1986 were esti!!®ted at $105.6 b i l l i o n , which i s 2.7 per cent more than in 1985. At the same time the value o f in ternational trade increased by 10 per cent, ^ n s ^ u e n t ly , the p r o ^ r t io n o f fre igh t costs in the to ta l value o f world trade decreased in s ig n i f ic a n t ly , i . e . by 0.38 ^ r cent, and amounted to 5.34 ^ r cent in 1986. Eor developing countries, however, and espec ia lly those in A frica and ^ e a n ia , this r a t io continued to be more than double that for developed marketecon(X«y countries, i . e . 9.11 per cent as against 4.44 per cent. The d iffe rences in the r a t io o f ocean fre igh t to the to ta l c . i . f . value o f i ! ! ^ r t s by groups o f countries can be partly attr ibuted to the following facto rs : d e v e lo ^ d market-economy countries are substantia l importers by sea o f bulk cargoes, for which fre ig h t rates are re la t iv e ly low; furthermore, importers in d e e l o ^ d market-econo!؟ countries can exercise greater contro l over le v e ls o f fre ig h t rates app licab le to l in e r imports than importers in developing countries; the high le v e l o f fre ig h t factors app licab le to the imports of developing countries, p a rt icu la r ly in A frica and ^ e a n ia , may a lso to a certa in extent be attr ibu ted to the fa c t that those countries genera lly i!!port goods by sea over longer distances and may be using more re la t iv e ly e x ^ n s iv e l in e r serv ices .

Table 33

Estimates of to ta l fre igh t costs in world trade a/ by groups b/1980, 1985 and 1986of countri(

Estimate o f to ta l Value of imports Ereight costs

imports (m illions (m illions o f percentage of o f d o l la rs ) d o l la rs ) import value

Country groupyear

64

49

44

42

4123

10

1 856 834

1 425 979

430 855

77 757 123 495 211 089 16 037 2 477

123 264

78 286

44 978

10 432 10 929 21 979 1 320

318

1980 1. World to ta l

2. Developed market- economy countries

3. Developing countri، - to ta l

in A fr ica in America in Asia in Europe in ©ceania

o f which:

72

81

17

0346913130

11

12

1 797 643

1 423 860

373 783

62 051 73 844

222 814 12 919

2 155

102 803

34 280

6 847 6 249

19 845 1 074



3. Developing countries - to ta l


o f which:

34

44

٦١

55783325

11

12

1 978 271

1 598 130

380 141

62 260 79 538

223 327 12 641 2 375

105 602

70 953

34 649

6 900 6 801

19 604 1 053

291



3. Developing countri( - to ta l


o f which:

Source: Derived from IMF f . o . b . / c . i . f . factors and IMF import data.

a/ The estimate for the wo^ld is not complete, since data for countries which are not members o f IMF are not included.

b/ The estimates presented here r e f le c t ^ e inclusion of Jugoslavia in this review in "Developing countries in Europe"; in previous years Yugoslavic was c la s s i f ie d as a developed market-economy country.

Chapter VI

MULTIMODAL ÏRANSPORT AND TECHNOLOGICAL DEVELOPMENTS

A. Multijmodal transport

67. While seaborne trade s ta t is t io s a l low a fa i r ly accurate assessment o f the developments in this trade, the s ituat ion i s muoh le s s s a t i s ^ c t o r y when i t C 0 № S to s ta t is t ic s covering international multinodal transport. Consequently، i t i s far more d i f f i c u l t to quantify developments in multimodal transport. Nevertheless, i t can be said with ce rta in ty that during the la s t ؛• ^1 nths multimodal transport has continued to expand, with an increasing number o f conpanies © g ra t in g as co«îned t r ^ n s ^ r t operators (CTOs), non-vessel operating conmon ca r r ie rs (NVOCCs) or non-vessel operating multLôdal t r a n ^ r t operators (NVO-MTOs), o f fe r in g door-to-door t r a n ^ r t to an increasing nu؛«ber o f destinations . According to Containerization International Yearbook, th is nu ê r grew from 225 in 1984 to 327 in 1987.G ra ^ s 1 and 2 show the develo^>ent.

68. Although i t i s c lear that th is l i s t i s far fro^ co!؛p le t e (a recent l i s t o f Japanese NVOHMTOs 16/ set their number alone at 123 in 1987, or 94 more than the Japanese NVO-MTOs l i s t e d in the Containerization International Yearbook, 1987 e d it io n ) , i t nevertheless gives an indication o f the increase in the number o f conpanies o ffe r in g multinodal transport serv ices . The graphs a lso show that, while NTO-MTOs have d ^ ^ lo p «d faster in East Asia than in other regions o f the d®;el<^>ing world, the ov€rwhel!«ing dominance o f NVO-MTOs from d ^ v e lo ^ d countries i s evident. In spite o f the fact that NVO-MTOs from d e e lo p in g countries have increased in nu؛ e r by almost 57 pjer cent, they only amount to 11 per cent o f a l l NVO-MTOs l i s t e d , up ju s t 1 per oent from 1984. Numbers do not, h o o v e r , t e l l the whole story. Some s « : i a l i s t countries have only one NVO-MTO which handles the en tire multimodal transpjort tonnages o f the country in question.

69. In addition to the door-to-door serv ices o ffe red by CTOs, NVOCCs and NVO-MTOs, an increasing number o f ship»vners frcm ،mth developed and deve loping countries have a lso been o ffe r in g doo r -toôo r serv ices as vessel-operating MTOs (VO-MTOs). A new development i s that s<me B؛a jo r rail^®ys are a lso developing into NVO-MTOs. ^his has so far p a rt icu la r ly been the case in the United States where mergers and tê co m ^ t it iv e climate in general has ^ r th e r e d the trend.

78. Another ongoing deve lopment, a l s o not eas ily quan t if iab le , i s the increasing demand by shippers for intermodal, s in g le rate movements with s in g le ca rr ie r r e s ^ n s i b i l i t y , in other words the typ» o f m ultii^dal transport serv ices o ffe red by MI^S under the United Nations Convention on International Multimodal T ran ^ o r t of Goods, and the cor resend ing need for shippers '/consignees' physical d is tr ibu t ion reguir®B©nts or " lo g i s t i c s " to be managed on a comprehensive basis in their respective trades. " !© g is t ic s " has been defined by the G u n c i l c f lo g is t ic a Management a s the process o" ؛ f planning, iitplementing and contro lling the e f f i c ie n t , co s t -e f fe c t iv e flow and storage o f raw m ateria ls , in -process inventory, fin ished goods, and relatedinformation from point o f o r ig in to ^ i n t of consumption for the pxirpxase ofconforming to c u s t ^ e r s requirements". This development has led la rgem u lt i^ d a l t ransp »rt operators, pa rt iou la r ly VO-MTDs, to upgrade theiroperations by expanding the serv ices they o f fe r to include a i r and land

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transport, as w e l l as fre igh t forwarding operations, and to invest in data prooessing and info،!«ation syste^^ technology. These iiiproved organ izationa l and managerial procedures tend to he production-oriented rather than ! ^ r k t ^ r i e n t e d . A g rea t ly expanded hra،^h o f f ic e n e t ^ rk hy VO-MTOs and much c loser day-to-day co o p e ra t io n with thei^ users, including on -line access by sh ip^rs/cons ignees to the c a r r i e r s ' cargo-tracing data system , has changed the re la t ionsh ip between transport users and transport providers to a le v e l o f co ü p le ^ n ta r i ty where the two work a l !^ s t as a s in g le un it providing to ta l qua lity c o n t o l over the cargoes and their movements from the sh ipper 's factory to the consignee 's factory or r e t a i l sales ou t le t .

?1. A third de:^lopment in the in frastructure of transport systems i s the growth o f t r a n ^ r t interface points for multi]!odal and !Multiservice fre ig h t serv ices uch in؟، , terface «؛ i n t s may be inland clearance dep»ts (ICDs) as defined in the 1986 ed ition o f the Review of Maritiite Transport 17/ or they may be d is t r ibu t io n centres located near main fre ight-generating centres and coim!unication nodes. These interface points have three basic ro le s ; ( ! ) to allow the transfer f r ^ one mode to another; (2) to a llow , during the tran s fe r , the o ffe r in g of coüpleüentary serv ices such as; intermediate storage, re c on d it io n in g , devanning and re-vanning o f loads , e t c . ; and (3) concentration, in an appropriate place, o f much o f the necessary information for the optimal management o f transport.

72. The growth of such interface points can be linked to the increasing use o f railways as a means o f inland transport for multimodal transport container t r a f f i c . The year 1987, for exai!ple, saw an a l ^ s t explosive growth o f the use o f double-stacked r a i l serv ices in the United s tates . While the number of C o n n i e s o ffe r in g " land-bridge serv ices" remained s ta t ic at 35 between 1986 and 1987, 18/ the number o f VO-MTOs serving trades between the western ? ac if ic rim and the west coest o f the United states o ffe r in g double-stack tra in serv ices in the United states more than doubled. Table 37 in the 1986 ed it ion of the Review o f Maritime Transport l i s t e d 22 weekly departures o f double-stacked trains from United states west-coast ports with a capacity of 4, 550 FEUs; in 1987, the nu!^er o f departures increased to 48, with a weekly capacity o f 9,500 FEUs (see tab le 34), an increase o f 118 per cent in thenumber o f departures and o f 109 ^ r cent in the FEU capacity؛ . The annual FEUcapacity i s 494,000 FEUs, o f which the la rges t ca r r ie r accounts for46 per cent. H oover , preliminary estimates 19/ show that only about450.000 FEUs are e x a c t e d to have moved in 1987. It i s estimated that this w i l l i ^ r e a s e to about 525,000 FEUs in 1991.

73. Some o f the VO-MTOs l i s t e d in the tab le do not in fact operate their owndouble-stacked tra in s , but su؛ o n t rac t with SO!^ o f the major railways that themselves run regular double-stack tra in serv ices as common c a r r ie r s . The number o f such services by railways comes to about 10-12 per week, with a carrying capacity o f about 1,500 FEUs.

74. The re a l development o f double-stack tra in serv ices i s , h o o v e r , far more dramatic - one o f the carrier's has branched out into d « «e s t ic management o f double-stack tra in s and is running a to ta l o f 114 t ra in s weekly. This amounted to about 300,000 d^Mestic FEUs plus about 275,000 international FEUs in 1987 according to one newspaper r e ^ r t , up from 180,000 FEUs and225.000 FEUs respective ly in 1986.

- 52 -

- 55 -

Table 34

Operation o f double-stack t ra in s from the West coast o f the United States o f America

Frequency FEU Railwayper week Capacity•ints)

Route(from êst coast to inland

VO-MTO

UFUF

UFUFUF

1 400 560 840 580

540^?0

4 430

1

1

1?

^ s Ange les/ChicagoLos Angeles/Ohicago/New YorkLos Angeles/AtlantaLos Angeles/MemphisOakland/Ghicagoâtt le/O h icagoSeattle/Ohicagoêw York

Sub -to ta l (ttos. o f tra ins )

^ L

SF/BN/CSXSF/BNSF/CSXBN/CSXBN/CSX

280 28 0 560 630 210

1 960

11

^ n g Beach/€hioago^؛؛ew York^ n g âch/Ransas/Ohicagoi^ngBeach/ûston/Nolaîemphis/AtlantaTacoma/GhicagoTacoma/Ohicagoêw York

Sub -to ta l ( ^ s . o f t ra ins )

S^S

j :200150150120

620

560

1111

Long Beach/€hioago/New York Fortland/Ohicago/Goluûs & New York Seattle/€hicago/(3olumbus ه New York ^ n g âch/Houston, D a lla s , Nola,Atlanta

Sub-total o f t r a in ^

Tacoma/Ohicago/New York

Line

UP

SP/CSX/CONR

BN/CDNRATSF/BN/KCS

Maersk

NYR

150100

530

230

100

Los Angeles/Ohioago-Oincinnati/New York (sc؛parated in St. lû is ) Seattle/Ohicago/New York )^sAngeles/Dallas/Nouston/^^la/؛iemphis

Sub-total (Nos. o f t ra ins )

330

240

1

1

^ n g âch/Ohicago-Pûston/New Orleans (separated in El Paso)^ n g Beach/Ohioagoêw York

Sub -to ta l ( № ) S . o f t ra in s )

OOCL

240

Los Angeles/€hicago-€olu!«bus/N€W Yor، (separated in St. lou is )

Sub-total (Nos. o f t ra ins )

iOL؛•

Operation o f double-stack trains from the West coast o f the United States o f America

Tab le No. 34 (continued)

Frequency FEU Railwayper week Capacity

Route(from west coast to inland p »in ts )

VO-MTO

SP/BNSP/BN/OONR

15858

288

288

11

1

Evergreen Los Angeles/Chicago Los Angeles/New Yor)

t ra in s )Sub -to ta l (Nos.

BN/OONR

BN/OONR؛attle/Gicago/New Yor)

Hanjin

HJCL 288

BN/OONRATSF/CONR/DalASC

58

138

11

Seattle/Chicago/New YorkLong ^ach/€hicago/Oolum؛bus/New York/US Oulf (separated in Columbus)

Sub -to ta l (Nos. o f tra ins )

YS Line

SP/SOO6848

188

188

11

Los Angeles/Chicago/Columbus/New Yor) Los Angeles/Chicago

Su^b-total (Nos^ o f tra ins )

Seattle/Chicago/New York

ine^ ل

BN/CONRNOL

9 588Thirteen

Source: Advice from ca r r ie rs and various news reports.

Abbreviations :

CONR - CONRAILATSF - Atchison Topeka and Santa Fe Railroad S^8 - S ^ Line Railroad

UP - Union P ac if io RailroadSP - Sou them Paci f ic RaiIroadBN - Bur1 ing ton Norther n Ra i l r o adCSX - CSX Corporation

- 55 -

75. The United States remains the only oonntry where double-stacked tra in serv ices are operated, although a few o ^ e r countries have studied the ^ s s i b i l i t y of operating such trains a lso . Unit tra in serv ices where dedicated s ingle -stacked t ra in s operate on f ixed schedules between a ^ r t and one or more inland clearance d e ^ t s (ICD) are , h ^ e v e r , in use in severa l countries. As an indication o f the growth o f such unit tra in serv ices, tab le 35 shows the development in three developing countries.

76. Another major multimodal transport route, the trans-B iberian container se rv ice , or the Siberian landbridge (SLB) as i t is commonly known, has undergone some changes during the la s t year. From A p r il 1987, the organization responsible for the operation o f the SLB serv ice , Sojuzt^ansit ( S ^ A ) , introduced the so -ca l led "general a g e v y system" under which i t

entered into a contract with only one NVOCC designated as a general agent in each country, ©ther NVOCCs wishing to engage in the SLB from now on have to conclude arrangements with the general agent and operate within i t s framework.

77. The SLB i s at the moment not operating at f u l l capacity. The ^ r t of vostochny, the Fac if ic gateway o f the SLB, has an annual capacity o f300,000 TEUs, but in 1986 a to ta l o f only 94,160 TEUs were carried . 2QJ Graph 3 shows the development o f TEU f lu m e s by the SLB. 21/ The ra t io o f westbound to eastbound TEU volumes is about four to one, showing a considerable imbalance. The Fa^ £؛ast/£uro^ to Europe/Far East t r a f f i c ra t io i s , for example, about two to one. In addition to this guantitative imbalance, there is an imbalance in 40' and 20' container t r a f f i c ; westbound cargoes are hauled mainly in 40' containers a ^ eastbound cargoes in 20' containers. As a resu lt , the container inventory problem i s one o f the biggest economic issues confronting SLB operations. Another i s the t ran s it time. It i s at present reported to be about 16 days, making the to ta l Far East/Europe trans it time approximately eguivalent to that o f the a l l -w a te r route, though the r a i l time is expected to be reduced to about 12 days within three to four years.

Table 35

Block tra in movements o f containers in three selected developing countries

1987

25 318 16 476 a/

TEUs

1986

18 597 18 400

207 b/

1985

10 571 8 049

0

Country

IndiaKenya№ laysi.

Source; Information supplied to UNCTAD,

a/ Up to September only,

b/ ^ to b e r -^ c em b e r o n ly .

له

ق

ON

مجaiHr—i

عH

له•ошاء

و؛«

هه•Н

ءه٥

9

<ءه

ع '°-.

ه

оب

هو

٥

- 57 -

в. Technological developments

78. International trade i s continuous^ a f fected hy technological develo^Ments re lated to transport. Four s tr id ing features o f such developments are ; (1) data processing; (2) physical d is tr ih u t ion soft!^?are; (3) standardization o f containers and (4) s e a -a ir multi!Modal se rv ices .

Data processing and information systeiMS

79. Over the p »s t 1 ه years, there has heen Strong growth in the tas^s re lated to the management o f the necessary information for the optimization o f transport. The improvement in the ^ ^ fo r m a ^ e o f t r a n s ^ r t systems and eguip®ent rea lized hy transport operators i s to a la rge extent the resu lt o f new techniques in data processing and data transmission, u t i l i z a t i o n and simulation softwares are heing d e v e lo ^ d to manage and trace containers, to organize p re - and p »s t -t ran sp ^ rt operations, a ^ to c o o rd in a te container repair schedules. So-called expert systems are increasingly heing used hy transpjort operators to d is t r ib u te e x ^ r t i s e amongst widely spread s t a f f that i s required, at short notice, to take multiple decisions with varying and fluctuating parameters. Dther means a llow information to be processed by merging the information chain with the transport chain. This i s , for example, the case with systematic bar-coding of shipments, which makes i t ^ s s i b l e to d irec t , trace and locate them without delay.

8 0. These developments in information management are re la ted to developments in transport operations. For example, the French railways (SNCF) have developed an information system which a l lo№ i t to manage the dispatch o f its wagons according to three d i f fe re n t operating spjeeds. In a lim ited number o f marshalling yards, ind iv idual wagons are grouped according to the t im e^onstra in ts imp»sed by shippers, ^ n ta in e r block tra ins are composed by giving f i r s t p r io r i ty to h i g h - t a r i f ^ d "urgent" wagons, which are then complemented with "normal" wagons and, i f space is l e f t , with "slow" wagons ^hat bene fit from a reduced t a r i f f . The transport of non-urgent goods is therefore much cheaper, and the transport o f urgent goods i s performed under conditions where the l ^ e l of serv ice is at le as t equal or s،^erior to that o ffe red by road hau lie rs .

Physical D istribu tion Software, 1986 Edition 22/

81. At the request o f the ^ u n c i l o f Logistics Management, a consultancy firm prepared, for the sixth consecutive year, a s u r e y on Physical D istribution ^ f t w a r e . This survey was divided into four parts, three parts dealing with the Dnited Btates market, covering software for mainframe, mini and micro computers, and the fourth part dealing with the international market.

^2. The software packages were c la s s i f i e d into 13 areas;

Drder processing ;inventory contro l;Inventory planning and forecasting ;8tock/pallet location (warehouse co n tro l ) ;Labour performance;

- . M ateria l handling;Transportation ana lys is ;T ra f f ic routing and scheduling;

Freight rate maintenance and audit;Vehicie maintenance;Physical d is tr ibu t ion system modelling;D istribution reguirements planning;Special s e rv ic e s .

83. Dut of the 748 packages surveyed, 582 re ferred to the Dnited States market (14^ fo r mainframe, 200 for mini and 240 for micros) and 166 re ferred to the international market. Most of the 748 packages have applications in one of th^ee functional areas: order processing, inventory contro l, andtransportation planning and control. Many of the packages have applications in more than one function. The multifunction packages a^e usually modular so ^hat the software can be purchased one function at a time or as an integrated package. The most co؛mmon multifunction combination is order processing and inventory control. Table 36 summarizes the resu lts of this survey.

Developments in standardization o f containers and related a c t iv it ie s

84. The trend towards increasing standard container dimensions and ratings and the phenomenon o f so -ca l led dimensional deregulation has attracted spec ia l attention owing to the commercial and technical consequences for the transport industry as a whole.

85. The old 8' high container is no longer used by the major ca r r ie rs in the American trades, and the trend in their new purchases is towards the 9'06" box. According to some estimates, the number o f G i s type of containers now in operation is about 100,000.

Table 36

Functional areas o f software by market o r ig in

Functicn Domestic International

Order processing 244 136Inventory control 288 ٦٦٦Inventory planning and forecasting 184 51Stock/pallet location (warehouse control) 104 95Labour performance 60Materia l handling 49Transportation analysis 172T ra f f ic routing and scheduling 91Freight rate maintenance and audit 89Vehicle maintenance ص?hysical d is tr ibu t ion system modelling 76D istribution requirements planning 42 14Special services 30

Total 1 471 424

Source: Arthur Andersen and Gompany, Stamford, G nnect icu t , 1987.

86. When ^ e 8' high container was s t i l l in common usage, containers with a height o f 8'06" were ca l le d "high cube" boxes. This la b e l has now been transferred to a new type o f container that i s both higher and longer than the standard 40' container. These new "high cube" boxes are 9'06" high and45' long and are increasingly used in the Fac if ic trades. Apart fro!« A!«eîcan MTOs, severa l European, Japanese and o ^ e r Ear-Eastern MTOs are introducing or planning the introduction o f "high cube" containers in the ir t r a f f i c . About 5 per cent o f the container trade between the United States a ^ Japan now moves in this type o f container. In trades serving Hong Kong, Taiwan Province o f China, the Republic o f Korea and Singapore, where there aê no res t r ic t io n s on the c ircu la t ion o f these containers, the share o f cargo moved in "high cubes" r a ^ e s from 13 to 42 p^r cent. Eorty -f ive foot containers are a lso being used in trade between the United States and Europe. However, in Europe their use is res tr ic ted to ^ r t s because o f road l i ] « i ta t io n s , in pa rt icu la r re la t ing to bridge and tunnel clearance problems.

87. In domestic Unifed States transport operations, one o f the major United States VO-MTOs introduced, in 1985, a 48' long container with a cross section o f 8 ' 6 ه " X 9’ J6". Such containers have a volu№ up to 45 p^r cent greater than the standard 4ه ' container and are designed to be used in double-stack tra in operations. Although these "super la^ge" containers are s t i l l u t i l iz e d exc lu s ive ly in the domestic United States ' markets, negotiations have begun between American VOH؛lTOs and some Ear-Eastern ports to work out in frastructure problems in order to a llow their use in trades between the Ear East a ^ the United States.

88. This p ro l i fe ra t io n o f la rger and heavier containers has led to d if fe ren t measures, pa rt icu la r ly in £uôp«an countries, to enable inland transport and ^ r t s to handle these containers. These measures include the use of spec ia l ro l l in g stock, as w e l l as work to increase gabar its .

89. The new high-cube containers have, in the United States, caused the p »r t of ©akland to enter into a jo in t venture with the Union Pac if ic Railroad (UP) and American President Lines (APL) to enlarge 15 ra i lro ad tunnels through the Sierras so that they can accomodate double-stack tra ins carrying high-cube containers. The ^ r t , APL and UP are each contributing $us 5 m illion towards the cost o f the p ro ject. At the same time, in sane countries (Austra lia , Japan) measures have been taken to a llow the c ircu la t ion o f high-cube containers in the hinterland on a restric ted network o f roads.

90. The trend towards bigger and heavier containers was considered by the International ©rganisation on standardization (ISU) №chnical Committee 104 (TC 104) " fre igh t Gontainers" which met in June 1987, in Ottawa, Oanada. The prop»sa l to consider the adoption, within the ISO se r ie s 1 standards, o f 2.9 m (9 '06") high containers and the increase in the maximum gross «!ass for ser ies IB (30 ') and IC (20 ') t y ^ containers up to 30,480 kg was adopted, and the task was assigned to Sub-Committee l o f T C 104. According to some opinions expressed in TC 104, future international standards should include containers 9'06" high, 45' long and 8'06" wide.

91. (^nseguently, TC 104 entrusted i t s working group with the task o f developing a standard for a new series o f containers. According to the mandate given to the group, this standard should;

Take f u l l advantage o f road width lim its o f 2.6 m (8 '06" ء(

Permit a height o f up to 2.9 m (9 '0 6 " ء(

Allow the upper l im it and intermediate s izes o f oontainer lengths to he optimized.

92. The ^ s t disturbing oonsûenoe o f this move is that the horizontal geometry o f this new se r ies o f containers w i l l be d i f fe re n t fro^ that o f ex ist ing standard containers and that containers o f the new ser ies w i l l not be compatible with ex is t in g systems based p r inc ipa lly on present ISO standards ۴٨٢ containers in re la t ion to dimension and rat ings .

93. The average cargo weight per TEU increased from about 9.5 tonnes in 19?8 to about 11.5 tonnes in 1983, 23/ or by about 21 per cent. In the new version o f the International standard €68, "Series 1 fre igh t G n ta in e rs - C la ss i f ic a t io n , D i^ n s io n and Ratings", which is now under consideration by the ISO G u n c i l , the present dimensions of the ser ies 1 fre igh t containers are maintained, while the maxiiTura gross mass o f the 2ه ' container is upgraded from 28 to 24 tons or by 20 per cent. This new version o f the ISO 668 container contains "a warning" in which attention i s drawn to the fa c t that numbers of non-ISO containers ex is t which have s im ila r length and width dimensions to ISO se r ies 1 containers but have ratings and/or heights in excess o f those defined in the ISO standard. They are not intermodal w orldw ide and their operation may require spec ia l arrangenents.

94. ly p ica l containers reguiîng such arrangements are:

Those having s i؛i؛i l a r character ist ics to lAA but having an external h e i g h t o f ^ . 9 m ( 9 ' 0 6 " ) »

Tôse having sim ilar d i«£nsional characterist ios to 1م ت but rated to 30,480 kgs (67,200 l b s ر.

Sea-a ir multimodal services

95. Among the ty؛» s of m u lt i^ d a l t r a n s ^ r t services e^؛» « i i n g rap id ly are those co!؛؛bining sea and a i r transport (plus a short de livery t r ip by road). This kind o f multimodal service is provided primarily by NVOCCs. Although s e a -a ir multimodal transport serv ices tend to o rig inate and terminate in developed countries, in terface points are often located in d ê lop in g countries, and a gr،»؛ing number o f developing countries are also u t i l iz in g th is multi^»dal combination in their ex^»rt promotion. S t a t i s t ic a l material is s t i l l scant, but table 37, which shows the growth o f s e a -a ir multimodal transport from Japan to various destinations, i l lu s t r a t e s the growth o f this type o f multimodal transport servions.

9 6. The introduction o f fre igh t or co،؛؛bi a i r c r a f t with high capac itie s has contributed to the development o f this type o f se rv ice , providing the «؛ s s i b i l i t y o f carrying la rg e -s iz ed cargoes. A irc ra ft used in the sea -a ir serv ices from Japan to Europe v is the Eoviet Union are capable o f transporting maritime containers, thus allowing true door-to-door t؛ *0^ r a n s ^ r t shipments. This i s , however, the exception rather than the ûle. Eea-air multimodal transport s^rvioes d i f f e r from m»st o ^ e r m u lt i^ d a l transport servioes in that cargoes are not normally de livered to the consignees in the containers in which they were s tu ffed at the point o f o r ig in . Devanning normally takes place at the interface point where the mode changes f r ^ sea to a ؛ i r .

- 61 -

Table 37

a-a ir cargoes from Japan (Unit-tons)

1987 (estimates)1986198؛Estim ations

30 800 (80.0) a/ 4 600 (11.9)3 100 ( 8.1)

24 978 (74.4 ^ 2 ^ 3 (6.61478 (4.4

3 104 (9.2.1826 (5.4

Europe via N. America 12 553 (64Eiirope v ia S.E. Asia 2 271 (11Europe via USSR 1 830 (9Europe (to ta l ) 16 654 (84Latin America 1 977 (10Other destinations 970 ( 5

38 50033 59919 601T o ^ l

Source; Shipping and Trade News, Itokyo, 11 Ecember 1987, pp. 22 and 30.

,tote; Figures in parentheses denote percentage shares؛

a/ Including 2,100 tons to the United States and Oanada.

97. Demand for sea -and -a ir combinations changes according to marketing conditions and environments and, e sp e c ia l ly , customers' needs. In some cases, i t r e f le c ts flaws in port operations at the end o f a trade which force NVOCCs to design mere e f f ic ie n t routing for their cargo; in other cases, the increasing use o f the " ju s t - in -t im e " concept and the "zero inventory" formula by industr ia l sectors creates conditions for the further development o f this variety o f multimodal transport se rv ices . Interface points for the transfer from sea to a ir must be chosen with the utrost care, since e f f i c ie n t tran s fe r؟ are a p reregu is ite for s u c c e s s ^ l s e a -a ir multimodal transport.

98. Cargoes moved by sea -a ir service from! Japan, mainly destined for Europe, are tranship؛« d from sea to a i r at points on the North American Pac if ic coast (Los Angeles, Ean Fra؛x;isco, E ea tt le ) , in the far east o f the Soviet Union (Vostochny and Vladivostock) or in south-east Asia (Rong Rong, Bangkok, Singapore).

c. UNCTAD's contribution to multimodal transport and technological development

reference l ib ra ry for multimodal transport containerP i lo t p ro ject t a r i f f ru les

99. As was reported in the Review o f Maritime Transport, 1986 (TD/B/C. 4/309), the UNCTAD sec re ta r ia t was requested to es tab lish a p i lo t pro ject for a reference l ib ra ry for multimodal t r a n ^ r t t a r i f f ru les . The inauguration of the p i lo t p ro ject by the end o f 1987 was widely public ized . The l ib r a ry is designed to a llow users of m ultiradal container t a r i f f to consult existing t e r i f f s in trades a t various stages o f contain^rization in order for such users to develop s im ilar t a r i f f ru les thenoelves. This w i l l promote uniformity o f t e r i f f s and thus f a c i l i t a t e easy reference to t a r i f f s by both s h ip E r s and c a r r ie rs .

100. Access to the reference l ib ra ry i s public , ^ t e n t i a l users o f the reference l ib ra ry include established or ne! c a r r ie rs , s h i p ^ r s and consignees, fre igh t forwarders and governmental organizations interested in t a r i f f - r u l e issues. It is hoped that the same organizations, on a voluntary ba s is , w i l l a lso provide add itiona l examples o f t a r i f f rules for inclusion in ^ e reference l ib ra ry . The sec re ta r ia t w i l l react promptly to a l l ingu ir ies , sending examples o^ t a r i f f ru les to interested part ies . The reference l i b r a r y does not deal with the t a r i f f rates the!!êlves, but only with the t a r i f f ru le s , since i t i s the ob ject o f the referenoe l ib ra ry to a s s is t with the s ta؛ a rd iz a t io n o f t a r i f f ru les to the greatest p »s s ib le extent.

1 ه1م ^ h i le fo r the time being access to and re t r ieva l from the reference l ib r a r y w i l l be ؛» s s i b l e only by non-electronic means, i t was agreed, a t the thirteenth session o f the Committee on Shipping, to test the p o s s ib i l i t y o f e lec tron ic access to the reference l ib ra ry over the next 18 months. The p i lo t project for the reference l ib ra ry w i l l operate so that the sec re ta r ia t can r e ^ r t on its use to the fi fteen th session o f the Committee on Shipping.

MULTISHIP Computer programmes

18^. Development o f the ÛLTISHIP progra!!mes continued. In 1987 a new version o f № del I I (Version 5C) was released. № del I I combines the concepts o f the pure p « r t - to -p o r t !^ d e l wi^! a ؛» t e n t inland trans؛» r t opti!!!ization programme. In 1988 an improved version which accepts a to ta l o f 20 ports and the use o f master-leased containers w i l l be released.

UNCTAD MT-Workshops

103. The year under review saw a strong upsurge in d e l iv e r ie s o f the UNCTAD-developed workshops on multimodal transport. Nine Workshops were de livered , with a to ta l of 132 partic ipants from 16 countries. This was two d e l iv e r ie s more (±an planned, ^ l i v e r i e s were made in؛ Alexandria, E^ypt, and ،؟a؛ a lo re , India, in English; in C asab lava , ^ r o c c o , Douala, Cameroon, and ^ u s s e , Tunisia, in Erench, and in Guatemala c ity , Guatemala, and Lة zaro cة rdenas, Mexico, in Spanish. In 1988, a to ta l of nine d e l iv e r ie s are planned; Penang, Malaysia; Tampico, № îco; San Jos^, Costa Rica; Bogota, ColO!mbia, between May a ^ July, and K iga l i , Rwanda; Dakar, Senegal; India, Kenya and N igeria in the autumn. It is e x a c t e d that, by the end o f 1988, more than 400 government o f f i c i a l s and executives o f trans؛» r t - r e l a t e d companies w i l l have p a r t i c i ^ t e d in the UNCTAD Multimodal Transpor't Workshops.

Commercial r isk factor in container terminal management

104. Since the 1985 study on "eights and duties o f container terminal operators and users" (UNCTAD/BT/SHIP/6) drew attention to the commercial r isk fo r developing countries inherent in the provision and operation o f container terminals, further developments have underlined ^ e s ign ificance and extent of this risk factor„ The introduction o f round-the-world serv ices and the subsequent deimise of the United States Lines f i r s t generated a climate of excessive c «؛^ t i t i o n , then underscored the f r a g i l i t y o f most container term inals ' co!«mercial future a ^ f in anc ia l ؛» s i t i o n . The emphasis that operators o f round-the-world serv ices placed on the hub-port concept only magnified the negative consequences of the United States L ines ' fa i lu re . In the im p la n t a t io n phase, this emphasis triggered o f f unprecedented underbidding of h a i l i n g rates and led to !!•portant new investments in container f a c i l i t i e s .

105. The v a l id ity ه £ the round-the-world oonoept was not and is not necessarily oa l led into question hy the oo llapse o f one service. As a matter o f fact , the o v e ra l l tendency towards concentration in shipping and the re la ted s ize «؛ l a r i z a t i o n o f operators continues unahated. Hence the ؛» r t s ' and container term inals ' ^ t e n t i a l c l ie n te le w i l l in future consist increasingly o f a re s tr ic ted numher o f mammoth operators contro lling the la rges t t r a f f i c flews and a variah le numher o f smaller and medium-sized oontainer l in e s sharinq the res idua l cargoes. Simultaneously, the transshipment, load-centre and feeder concepts have qained further in ^ p u l a r i t y , ac tua lly hoostinq the to ta l nu^e r of container moveiments in ؛ r t s without a proportionate increase in container t r a f f i c .

G n ta ine r s ta t is t ic s

ه1 €. G n ta iner !«^ves have increased much m«re than seahorne t r a f f i c in genera l. Ahout 3 m illion TEUs moved in 1970. In 1985 the figure was 28 m illion TEUs, and i t is estimated that i t w i l l grow to 30 m illion TEUs in 1990 and 57 m illion TEUs in the year 2000.

107. Glohal production o f containers increased considerahly in 1987, hut did not reach the 1985 le v e ls . ALmost 80 per cent were produced in Asia. Graph 4 shows production over the ^ r i o d 1983-1987.

108. Several production f a c i l i t i e s in Western Europe and Japan were closed down in 1987, resu lt ing in a theoret ica l decline in capacity o f ahout 250,000 TEUs. A s ig n i f ic a n t proportion o f the new constructions in 1987 was considered to re la te to replacement de!؛® ^ , with the remainder being added to the w o rldw ide container ^ p u la t io n which is n ^ estimated to exceed 5 m ill ion

Development o f transport s ta t is t ic s

109. It was mentioned above that the exact •؛egnitude o f gro^?th o f multimodal transport i s d i f f i c u l t to assess «*?ing to the lack o f transport s t a t is t ic s showing numbers o f containers ؛ v in g on combined or MT documents.Furthermore, i t i s uncertain how many o f the containers, whioh are covered by house-to-house MT document or b i l l s o f lad ing , actua lly reach their intended destination intact without being opened and the cargo devanned.

l iu . These shortcomings meke i t d i f f i c u l t for Governments to assess correctly the development o f multimodal transport and the consequential need for in frastructure i؟؛)rovem®nts to cope with increased container t r a f f i c . There i s f i r s t o f a l l a need for better transport s ta t is t ic s so that countries can see exactly how many containers actua lly move inland fro^ po rts , and how many o f them do so on MT documents or combined b i l l s o f l a d i ^ . To a l le v ia t e this lack o f transport s t a t is t ic s , the Shipping D ivis ion , in coo p e ra t io n with the UNCTAD Data Frooessing and Information Eystems Service and the Automated System for Customs Accounting and S t a t i s t ic a l Data Acquisition , G n t r o l and Management (ASycUDA) team is developing ه compلt€rized transport s t a t i s t i c a l package that w i l l be o ffe red to developing countries. This pjackage, which w i l l be based on in ternationa lly agreed standards and Customs procedures, w i l l o ffe r countries the p o s s ib i l i t y o f prooessing d e ta i ls o f data o f cargo, containers and vesse ls .

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111. The use o f add itiona l transport data provided by regional and national syste!№ !*?ill enable port au thor it ie s , shipowners and government agencies to generate comparable date, iden t ify trends, monitor a c t iv i t i e s and, most i ^ r t a n t l y , plan future t r a n ^ r t p ro jec ts . For example;

Government departments; transport s t a t is t i c s can be used to analyse the r o le o f shipping/؛» r t s within the national econoü؟;.G ^ c i f i c a l l y , the data can be used for cap ita l budget/allocation decis ions that are re la ted to in frastructure investments a ^ for monitoring the e f fe c t o f shipping " in v is ib le s " on the balance o f pay!!ents. Also, a m arit i؛!e information system would be use fu l to Freight Gtudy Units that often work on national maritime ^ l i c y , providing foreign trade organizations with data for f re igh t negotiations , route ana lys is stud ies, and the promotion o f transport serv i ces*,

Uevelop>!ent agencies; maritime s ta t is t ic s are e ssen t ia l for developing export marketing s t ra te g ie s , supporting f le e t develo؛!»؛€nt planning, and identifying short-/long-term trends in the d irec tion and c^m ^s it ion o f foreign trade;

National transport au thor it ie s ; the s t a t i s t i c a l data generated would make i t poss ib le to analyse trends in inland transport patterns for use in investment planning for in frastructure improvements;

Fort au thor it ie s ; s t a t i s t i c a l data and other too ls are used for develo^!€nt/planning, improving port operations, ca lcu la t ing e f f ic ie n c y ind icators , and/or measuring the e f fe c t o f import/export trade on in te r io r transport modes. G ^ c i f i c data in؛« t / o u t ^ t would id en t ify ship ch a rac te r is t ic s , v e sse l c a l l frequency, ؛» r t time, cargo flow/mix, port performance ind icators , etc . Invoices for port dues on s h i ^ and cargo would be accurately and rap id ly prepared;

Shipping companies; National f lag ca r r ie rs can use maritime data for f l e e t investü®nt decisions and for marketing. For the former, cargo data can enable managers to determine the most appropriate size/type vesse ls for a given trade, forecast trends, e s tab lish serv ice requirements and develop e f f i c ie n t schedules. For the la t te r (marketing), shipping information !!!ay enable c a r r ie rs to id en t ify merketing trends, new sa les opportunities, C(m!petitive «؛ s i t i o n s , and pricing t a c t i c .

11^. The system w i l l be designed to maintain a high degree o f modularity and f l e x i b i l i t y . The pro jec t w i l l a llow for an appropriate training component for national s t a f f with a view to securing e f f ic ien cy and continuous development. ^>re^?er, the p ro jec t w i l l ensure the introduction o f adva!^ed technology in a regional scheme which would otherwise prove to be costly i f introduced separately by ind iv idual countries.

ECS work on a new TIR Carnet for multimodal transport

113. The ECE Group of Experts on Customs وu€stions a ffeoting T r a n s ^ r t , a t i ؛f i f ty -n in th session , approved a new model for the TIR Carnet for multimodal t r rدnspق t as prepared by the IRU. This new carnet was introduced in September 1987. ^though i t has not yet found general use within the industry, i ts introduction should further f a c i l i t a t e door-to-door t r a n s ^ r t serv ices in G n trac t ing States to the TIR Conventicn.

Chapter V II

OTHER DEVELOPMENTS

A. United Nations Convention on a Code o f Conduct fo r Liner Conferences

114• During 1987, one more state (Belgium) hecame a Contracting Party to the United Nations Convention on a Code o f Conduct for Liner Conferences, which came into force on 6 October 1983. Thus, at the end of 1987, the to ta l numher of States Contracting Parties to the Convention stood at 69. 24/

115. In accordance with the provisions of a r t i c le 52 o f the Convention, a Review Conference "to review the wording o f the Convention, with part icu la r reference to its implementation, and to consider and adopt appropriate amendments" is scheduled to he held in Geneva from 31 October to18 November 1988. The UNCTAD sec re ta r ia t has been providing assistance to Governments, on reguest, with regard to the preparations fo r the Review Conference, as w ell as with regard to the implementation of the Convention.

B. United Nations Convention on International Multimodal Transport o f Goods

116. The United Nations Convention on International Multimodal Transport o f Goods, 25/ which was adopted by consensus on 24 May 1980 by the United Nations Conference of P len ipotentiar ies , was opened for signature in New ^ork fromI Beptember 1980 to 31 August 1981 and remained open fo r accession therea fte r . I t w i l l enter into force 12 months a fter 30 states have become Contracting Parties by d e f in i t iv e s ignature, r a t i f ic a t io n or accession. By January 1988, f iv e countries - Chile, Malawi, Mexico, Rwanda and Benegal - had r a t i f i e d or acceded to the Convention, while three countries - Morocco, Norway and Venezuela - had signed the Convention subject to r a t i f i c a t io n .

c. United Nations Convention on the Carriage o f Goods by Sea (Hamburg Rules)

117. This Convention, 26/ which was adopted on 38 March 1978 by a conference of p len ipo ten tia r ie s , was opened for signature in New ¥ork from 31 March 1978 to 38 A p r i l 1979 and has remained open for accession since then. I t w i l l enter into force 12 months a fte r 28 States have become Contracting Parties by d e f in it iv e signature, r a t i f ic a t io n or accession. By January 1988I I countries, namely Barbados, Ch ile , Egypt, Hungary, Lebanon, Morocco, Romania, Senegal, Tunisia, Uganda and the United Republic of Tanzania, had r a t i f i e d or acceded to the Convention.

D. United Nations Convention on Conditions for Registration of Ships

118. The United Nations Convention on Conditions for Registration o f Ships was adopted by consensus on 7 Eebruary 1986 by the United Nations Conference on Conditions for Registration o f Ships at the fourth part of i t s session . 27/The Convention w i l l enter into force 12 months a fter the date on which not le ss than 48 States, the combined tonnage o f which amounts to at le as t25 per cent of world tonnage stipu lated in annex I I I to the Convention, have become Contracting Parties to i t .

119. By the end ه £ January 1988, the Convention had been r a t i f i e d by Côte d 'Iv o i r e and Mexico, while the fo llowing 11 States had signed the Convention subject to r a t i f i c a t io n , acceptance or approval: A lge r ia , B o liv ia , Cameroon, Czechoslovakia, Egypt, Indonesia, Libyan Arab Jamahiriya, Morocco, Foland, Senegal, USSR.

E. Ad hoc Intergovernmental Group o f Senior O f f ic i a l s on Co-operation among Developing Countries in Shipping, Ports and Multimodal Transport

120. The Intergovernmental Group was convened in response toresolution €0 (XII) o f the Co!«mittee on Shipping and met in Geneva fro^ 21 to 25 September 1987. 28/ This was the f i r s t intergovernmental meeting convened by UNCTAD so le ly to discuss the problems of estab lish ing and strengthening co-operation among developing countries in shipping, ^ r t s and multimodal transport.

121. At the conclusion of the meeting, resolution 1 ( I ) was unanimously adopted in which the Group iden t if ied the main areas o f co-operation among developing countries in the f i e ld o f maritime transport, made recommendations to the Governments o f developing countries with a view to extension o f mutual co-operation and gave guidance to the UNCTAD secre ta r ia t for i t s future work on this sub ject . It was a lso recommended that the Committee on Shipping, at i t s thirteenth session, should consider reconvening the Group at an appropriate time in order to provide guidance and to exchange views with regard to developments and progress made in co-operation among developing countries in shipping, ports and multimodal transport and maritime le g is la t io n , to identify sp ec if ic areas of a c t iv ity where co-operation can be established or strengthened in sp ec if ic groups of countries or subregions, and to ^ake appropriate recommendations to the countries concerned regarding possib le co-operation. (5ee next section for action taken by the Committee on Shipping in this respect)٠

P. UNCTAD Committee on Shipping

122. The UNCTAD Committee on Shipping held its thirteenth regular session in Geneva from 14 to 22 March 1988. 29/ The Committee considered, as a major item on it s agenda, the guestion of the prolonged imbalance between supply and demand in ocean .shipping and the elaboration o f p rac t ica l measures to be taken in order to bring about a balanced situation in the shipping industry.Members of the Committee considered G a t , on the whole, there were signs o f improvement in G e s ituation , although States were urged to intensify measures to bring about a more balanced s ituation in world shipping and sh ipbuild ing . The Committee reguested the UNCTAD secre ta r ia t to continue to monitor developments in this respect and report thereon at i ts next session. The CommitGe also considered a large number o f issues re la t in g to international maritime policy and international co-operation in ocean shipping.

123. The Committee adopted two resolutions and one decision in which i t inter a l i a requested the Bec^etary-General of UNCTAD to convene during 1989 a group of experts in order to propose an appropriate framework and modalities of in te r -reg iona l co-operation in the f i e ld o f shipping serv ices . Its next session w i l l be devoted primarily to G e consideration of issues of m؛a r i t i^ e transport and problems aris ing from development of co-operation among ،developing countries in the f i e ld o f maritime transport and problems of multimodal transport.

G. UNCTAD Model Clauses on Marine Hull and Cargo Insurance

124. Pursuant to the reco!«m،endation o£ the Com،!üittee on Shipping, the Trade and Developm،ent Board, at the second part of i t s th ir ty -th ird session, endorsed the UNCTAD non-!«andatory Model Clauses on Marine Nu ll and Cargo Insurance, as proposed hy the Rapporteur o f the forking Group on International Gripping Leg is la t ion which had adopted the Model Clauses, and instructed the UNCTAD sec re ta r ia t , having assured the correspondence o f the text in a l l languages, to c ircu la te this version to the com،!«ercial part ies concerned.

1^5. The model clauses tûs adopted are a truly international le g a l has is governing the r ights and duties of part ies to insurance contracts involving international seahorne trade. The model clauses have maintained a degree of national market f l e x i b i l i t y without losing the need for and the benefits gained from international uniformity. The UNCTAD sec re ta r ia t has also been requested to prepare explanatory material in order to promote the use of the model clauses.

H. Maritime liens and mortgages - Joint Intergovernmental Group o f Expertson Maritime Liens and Mortgages and Related Subjects

126. A Joint Intergovernmental Group o f Experts on Maritime Liens and Mortgages and Related Eubjects âs been established by UNCTAD and IMO with a mandate to examine the subject o f maritime liens and mortgages, including the possib le consideration o f ;

(a) T'he review of the maritime li^ns and mortgages Conventions and related enforcement procedures, such as a rres t ;

The preparation of model laws or guidelines on maritime lien رط) s ,mortgages and re lated enforcement procedures, such as a r re s t ;

(c) ؛The f e a s ib i l i t y of an international reg istry o f maritime liens andmortgages.

12?. The Joint Intergovernmental Group has met three times, fo llow ing a general debate on a number of fundamental issues at the previous sessions, the ôint Intergovernmental Group at its third session, which was held in Geneva from 30 November to 11 December 1987, carried out an a ^ t ic le -b y -a r t ic le examination of the d ra ft a r t ic le s for a poss ib le convention on maritime liens and mortgages. The d ra ft a r t ic le s cove^ such issues as; recognition andenforcement of mortgages; hy؛»th^gues and charges; ranking and e f fects ofmortgages, hypothèques and charges; p r io r ity o f maritime l ien s ; extinction o f maritime l ien s ; r ights o f retention; e f fec ts o f forced sa le .

128. At the fourth session, to meet in London from 16 to 2U May 1988, the Joint Intergovernmental Group w i l l have a revised text o f the d ra ft a r t ic le s fo r consideration.

I . Maritime fraud

129. Pursuant to the request o f the Committee o f Shipping at its twelfth session, the UNCTAD sec re ta r ia t has c lose ly monitored the progress made in the establishment of the Maritime Eraud Prevention Exchange (МЕРЕ) byattending the preparatory meetings o f the founder members. The МЕРЕ is being

- /ه -

established by the relevant organizations at the request o f the Co!^!mittee on Shipping in order to f a c i l i t a t e access to shipping information and to provide a serv ice to the international shipping community. The progress report on the MFPE is being submitted to the thirteenth session of the Committee on Shipping in ؛ arch 1988. The Committee on Shipping at i t s twelfth session also requested the UNCTAD sec re ta r ia t to monitor the work done on the subject of sea w ayb ills by the relevant international organizations. In doing so, the sec re ta r ia t observed notable developments in this area, which are being reported to the h i^ teen th session of the Committee on Shipping. In addition, pursuant to a request from the Ad hoc Intergovernmental c^oup to Consider Means of Combating A l l Aspects o f Maritime Eraud, including Piracy, the UNCTAD sec re ta r ia t has prepared a comparative study of the various standards applied, at the national and international le v e l , to shipping agents by various pro fess iona l associations which re la te to education and expertise, pro fess iona l conduct and reputation, as w e ll as f in anc ia l respons ib i l ity of shipping agents. The UNCTAD sec re ta r ia t has also prepared a set o f Draft Minimum standards which could be used as non-mandatory minimum standards ^ r a l l those involved in agency business.

j . Trends among shippers ' organizations

130. Shippers from developed as w e ll as developing countries are becoming increasingly organised. They tend not only to co-ordinate their actions w i ^ i n their respective national boundaries to negotiate f a i r l y with t r a n s ^ r t and terminal operators, but also to stimulate regional and international co llaboration to protect their in terests in the international transport area. One of the most noteworthy issues is the common stand taken by a number o f shippers ' councils a l l over the world to request their respective ^vernments to take the necessary action to expedite the entry into force o f the Convention on International Transport o f ^ o d s by Eea (the Hamburg R u le s ) . To further this aim, a world association o f shippers ' councils has been created.

- 71 -

Notes

Based on Inst /ل itu te of Shipping Economics and Logistics (Bremen), Shipping S t a t i s t i c s , No. 9, 1987, p. 22.

Ph /ق ilipp ines , Hong Kong, Singapore, Repuhlic of Korea, India, B raz il , Iran (Islamic Repuhlic o f ) , Yugoslavia, Saudi Arahia, Kuwait (in order o f importance).

Indonesia, Argentina, Malta, Malaysia, Egypt, Irag /ق , Lihyan Arab Jamahiriya, Venezuela, Cuba, United Arab Emirates.

V Surplus tonnage is defined as tonnage which is not fu l ly u t i l iz ed owing to slow steaming, lay-up status , or lying id le fo r reasons other than lay up ( i . e . casualty, storage, under repa ir , e t c . ) . Eor the ca lcu lation of surplus tonnage in the dry bulk and tanker sectors , a proportion o f the to ta l combined ca rr ie r f l e e t has been a llocated to either dry bulk or o i l trades according to an analysis o f trading patterns, and the estimated surplus in each sector has been calculated accordingly.

5/ L loyd 's L is t (London), 21 January 1987 and 19 December 1987.

ؤ / Estimates given at a symposium on European Community Shipping( In s t itu t мهخi t .(n des Transports Maritimes, 8-11 Cctober 1987€خrranج

2 ا See table 19 and L loyd 's Shipping Economist ( صآ٨ don), December 1987, p. 36.

8/ I b id .

9/ John I . Jacobs p ic . World tanker f l e e t review (London),July-December 1987, p. 25.

10/ The upward tendency in second-hand prices for dry bulk c a r r ie rs and tankers was confirmed by estimates made on the basis of annual average pricesfor second-hand ships in 1986-1987 provided in other sources.

- ?و -

21/ Shipping and Trade News (Tokyo), 11 Ecember 1987, p. 27.

22/ Physioal D istribution Software, 1986 Edition, Arthur Andersen andCompany, Stamford, Connecticut, 1987.

23/ Kowan Niyaku, vo l . 3^, No. 5, p. 508.

24/ A lge r ia ; Bangladesh; Barbados; Belgium; Benin; Bulgaria;Cameroon; Cape Verde; Central A frican Republic; Ch ile ; China; Congo;Costa Rica; Côte d ' Ivo ire ; Cuba; Czechoslovakia; Denmar к ; Egypt ;Ethiopia; ?inland; ?ranсe; Gabon; Gambia; German Democratic Republic; Germany, Eederal Republic o f ; Ghana; Guatemala; Guinea; Guyana;Bonduras; India ; Indonesia; Iraq ; Jamaica; Jordan; ^enya; Kuwait; Lebanon; Madagascar; Malaysia; M ali; Mauritius; Mexico; Morocco;Nether lands ; Niger ; Niger i a; Norway ; Pakistan; Peru; Philippines ;Republic o f Rorea; Romania; Saudi Arabia ; Senegal; S ierra Leone;S r i Lanka; Sudan; Sweden; Togo; Trinidad and Tobago; Tunisia; Dnion o f Soviet S o c ia l is t Republics; United R in gd^ (also on behalf o f G ib ra lta r andHong Rong); United Republic of Tanzania; Uruguay; Venezuela; Jugoslavia;^aire .

25/ ?or the text of the Convention, see United Nations Conference on a Convention on International Maritime Transport, vo l. I , Einal Act and Convention on International Multimodal Transport o f Goods (United Nations publication . Sales No. E .8 1 .I I .D .7 (vo l. I ) ر .

26/ Eor the text o f the Convention, see United Nations Conference on the Carriage o f Goods by Sea (United Nations publication . Sales No. E . N ^ . V I I I . l ) .

27/ ?or the text of the Convention, see document TD/RS/CGNE/23.

28/ The report o f the Intergovernmental Group is contained in document TD/B/C.4/311.

29/ The Committee's report is contained in document TD/B/C.4 (X III )/M isc .2.

- 74 -

Annex I

CLASSIFICATION OF COUNTRIES ANU TERRITORIES

United States ه £ America

New Zealand

Ita lyMenaceNeherlandsNorwayFortugalSpainSwedenSwitzerland (L)TurkeyUnited Kingdom o f Oreat B rita in

and Northern Ireland

Canada

Japan

A ustra lia

Austria (L)Belgium Uenmark Faroe Islands Finland FranceCermany, Federal Repuhlic ofC ihra ltarOreeceIcelandIrelandIs ra e l

Code 1

Code 2

Code 3

Code 4

?©landRomaniaUnion of Soviet S o c ia l is t

Republics

South A fr ica

AlhaniaBulgariaCzechoslovakia (L)German Uemocratic Repuhlic Bungary (L)

Code

Code

China Viet NamUemocratic Feople 's Repuhlic

o f Korea

Code 7 -

MoroccoTunisia

,1 Northern A fr ica

A lge riaEgyptLihyan Arah Jamahiriya

Code

- 75 -

Western A fr ica

Guinea-Bissau L iberia Mali (L)Mauritania N igeria St. HelenaSac Tome and PrincipeSenegalS ie rra GoneTogoZaire

AngolaBeninBurkina Faso (L) Cameroon Gape Verde CongoCôte d 'Iv o ireEguatoria l GuineaGabonGambiaG؛،anaGuinea

Eastern A fr ica

Reunion Seyci،ell€S Somalia Sudan Uganda (L)United Republic o f Tanzania Zambia (را

(L)Burundi Comoros Djibouti Ethiopia Kenya Madagascar Mauritius Mozambique

, 1 Caribbean and North AmericaCode

GrenadaGuadeloupeHaitiJamaicaMartiniqueMontserratSt. P ierre and Miquelon Saint K itts and Nevis Saint LuciaSaint Vincent and G e Grenadines Turks and Caicos Islands United States V irg in Islands

AnguillaAntigua and BarbudaArubaBahamasBarbadosBermudaB r it ish V irg in IslandsCayman IslandsCubaDominicaDominican Republic Greenland

Central America

HondurasMexicoNicaraguaPanama

Belize Costa Rica £1 Salvador Guatemala

South America - ^ r t h e r n seaboard

SurinameTrinidad and Tobago Venezuela

GuyanaFrench Guyana Netherlands A n t i l le s

South America - Western seaboard».4

EcuadorPeru

ChileColombia

Falkland Islands (Malvinas) a/ Paraguay (L)Uruguay

South America - Eastern seaboard

Argentina B o liv ia (L)B raz il

Lebanon©manQatarSaudi Arabia Syrian Arab ^ p u b l i c United Arab P i r a t e s Yemen

Code 18-1©.1 We.stern A si؛

BahrainCyprusdemocratic YemenIran (Islamic Republic o f)

JordanKuwait

Southern and Eastern Asia18.:

MalaysiaMaidivesPakistanPhilippinesRepublic o f KoreaSingaporeSri LankaThailand

BangladeshBhutanBrunei Darussalam BurmaDemocratic KampucheaBong KongIndiaIndonesiaMacau

Yugoslavia

Papua New Guinea SamoaSolomon IslandsTongaTuvaluVanuatuWake Island

(Austra lia )

Malta

American Samoa Christmas Island F i j iFrench PolynesiaCuamK ir ib a t iNauruNew Caledonia

Code 11

Code 1^

- 77 -

Notes

1. This c la s s i f ic a t io n is for s t a t i s t i c a l purposes only and does not iM؛ply any judge!«ent regarding the stage o f development o f any country.

2. Trade s ta t is t ic s are based on data recorded at the ports o f loading and unloading. Trade orig inating in or destined for neighbouring countries is attributed to the country in which the ports are situated ; fo r th is reason land-locked countries do not figu re in these tabu lations. On the other hand s t a t i s t i c a l tabulations on merchant f le e ts include data for land-locked countries that possess f l e e t s ; these countries are marked " ( L ) ".

presenting s t a t is t ic s in3. The groups o f countries or t e r r i t o r i ؛this Review are made up as A l lo w s :

“ Developed market-economy countries and t e r r i to r ie s ; Codes 1, 2, 4 and 5

S o c ia l i s t countries of Eastern Europe and Asia: Codes 6 and 7

- Developing countries and t e r r i t o r ie s : Codes 8, 9, 18, 11 and 12

o f which;

9.4 andCodes 8.1, 8.2 and Codes 9.1, 9.2, 9 ت.Codes 18.1 and 10. ثCode 11 Code 12.

in A fr ica : in America; in Asia: in Europe: in Dceania:

In certa in tab les , where appropriate, f i ve open-registry countries are recorded as a separate g^oup. The composition of this group was revised in 1981. The group comprises Bahamas, Bermuda, Cyprus, L ibe r ia and Panama.

a/ A dispute ex ists between the Governments o f Argentina and o f the United Ringdom o f Great B rita in and Northern Ireland concerning sovereignty over the Falkland Islands (M alv inas ).

Annex II

а/se؛ aborn e t r a d e accor;dinç( t o c(eograf)hical a r e a s آ.ماهنجا(ل

1986 1 970, 1985 .and M)؛؛ i l l i o n to n)

Goods unloadedloaded ممت<ل؛ث)

T o t a l Peti'-oleurii Dry Tota l0 a l lو' a •؛؛،اع<' l l

goods Crude Prod u ct s goods

Drycai'x'jo

Petroleum؛

Crude Pr od ucts

Area ا:ر /

347.0423.2 477.6

435.9603.3

31 .926 .5

1 190.4 1 2,36.8 1 243.6

170.02.01.8204.7

?ق5آل1347.4324.7

1 5 .419 .7

1؛؛. 7

469.0672.6687.6

8.9

895.7 2!هق,4 1

243.0 1

2.9.2.

1037088

305970

57

1.0

73.41 5 1 .01^4.4

1,م1 7 0196.0

2.02.ة

؛.!

100 62.1,04ةه.6

3و'ا-7 ؛64

10.8 ^ .2 5

28.4

46..?ة,449.2

41 ,99.3.8

93.6 234.1

.2.46,2

355.6680.8 700.4

3؛؛ 558.6

67■ أ

308.0 439,742.5.0

,؛تو487.2

92.32.27.3

,?و,.؛؛3

مه.8 2ا 43,؛؛3

445,8

ة9.8 69.8 1 7 , 5 07 1 . 8 7 1 ,8 18.0 ٠

699.9 818,3 892.4 2,392.68,4 5 4 1 , 1 ١ 774.8 2,962.68.1 ل ^؟٢.^؛^ 2. 798,5 330

! ,3 4 . )4 9 . )5 2

2.2.

9185

89,:115,(110.;

1.7

5 , 7

6 .٤١ .21 1>؛3,

168.9

2.9.3

1ة,4 7

0.1

197019851986

19701985؛986

197019851986

ؤل7019851986

197019851986

19/01و؛؛ة19؛؛ة

:ا 9/019851986

Developed market e conomy c o u n t r i es

e r l c a؛i؛A ■اا؛' ااا0ا'

l أ'الة(د i a؛ااأا'لAu 7.e a land ،،؛Ne

Europe

A f r i c a !'؛t،0؛$

Subtotal : <lc؛velo^)ed market-economy c o u n t r i e s

Soc i a l i s t c ount r i e s o f E a st e r n Eur ope and A s ia

S o c i a l i s t c o u n t r i e s o f Eastc'rn Europe (excludi i ' ig USSR)

- 79 -

Annex II (continued)

Goods unloadedGoods loisded

T o ta l

goods

14 .4

4 8ه.

30 , 2

87 . 6237.4 245 ,8

,0

.117-7 ا ا

.22

.3 4

.3 4

.16

.18.1 6

3و,

.5 4

182020

.7 2,2 1.2 3

.1 7

.1 6

Drycargo

etro leum؛f

Crude Pr'oducts

11 .9

؛ؤ ,7 2

24 . 472 . 473 . 0

65 . 5 199 .4204 . 0

175656

إ42727

10

111616

14

1921

12

0.60,60 . 41 , 41.3

40

6 . 77 . 3

5 . 4

18 . 7 3 5 . 038 . 8

5656

4

232728

63О

Totala l l

goods

9 ل0؛ن,154.1 155,6

13 .46 0 . 570 .5

158,9273 . 22.93.2

Dry -- cargo

tr'o leuni؛؛f4

46 . 040 .340 .3

13.324 . 3

94 .1

118 .5

2.8 3 25537 4 2,1340 6 215

61 rr ا 2349 4 14450 6 1؟ذ0

16 1 176 8 7

2.8 4292.2, 9402.2 ة 42

11 1513 3 7713 ة 80

3602781808818 ة ؛(6

2.9 ج 3527 74528 3 51

Crude P ro d u cts

22 . 948 .9 50 .3

0.1

38 . 064 . 9

3 0 . 038 . 0

38 . 2 2.6.49 5 . 0 64 , 6

71 , 6 0 10لت.

Y e a r

197019851986

197019851986

197019851986

^،orthern 1970 22.1.4 5A f r ic a 1985 145.9 30

1986 144 .9 2.9

W estern A f r i c a 1970 6 0 , 5 11985 92,. 4 31986 96 . 8 3

E a s te rn A f r i c a 1970 11985 01986 0

C arib b ean arid 19.70 1Worth A m erica 1985 9 .1 8

1986 و ■و و

C e n tra l 1970 ٩

Am erica 1985 59 . 7 41986 6:.١ ة 1

:r i، :;i؛؛out،3 Am$ 1970 11 131.1rn؛:؛o r th!(، 1985 2.2 4 8 , 0

Seaboard 1986 2.0 47 , 1

South A m erica : 1970 4 6 دW estern 1985 4 13.1Seaboar'd 1986 7 1.6.0:

A rea دإ/

USSR

S o c i a l i s t c o u n t r ie s o f A s i a

S u l) to ta l ; soc i a l i s t c o u n t r ie s o f£ a s te rn Europe and A s i a

D e v e lo p ing cou n t r ie s and t e r r i t o r i e s

Annex ■.[.I (continued)

( ت00'<ةل unloaded

l o t a l[.[.٤١

g؛؛ oo d

39

toy12.8

19 ا 39 i

2.526

DryCiargo

Petroleum

.]9.و١; .2 5

2. 6 . 1

93107

«ء267

،ة16

Crude l^roducts

1.0

T o t a la l l

goods

'اه’ا؛ca r g o

Goods loaded

)Petroleum

Crude Produ cts

YearArea را/

... 7 0 ا٩ ■ ،١ 1 ,

■■■■ 0 د

189,9 54 و 169 7 414, ,()25 7.4 ذ!ة 0 543 3 865 ■ 72.68,0 67 4 577912. ة

101 ,0 302 0 1 12.7 'ر 530 ,0067, 2 364 7 1 993 ا 42)؛ ,0105.3 400 9 2530. 02ام .5

1

2329:.١!

1, ؛؛ 8 28 . 5 25 , 2

15

54 112 118

/.4 7 9

0.6

55184191

4544/9

1482.96

62756862.9

605؛ول2

478

54 .3 2 17؟ل,

184.3

18 ,02. 1,0

89,3

158.و

97

لت6و540558

165 1 .92.2 1

945 1

6

7

76

6566 70

2.362.72.

1 ,0

2162102,2.7

330390409

0 ,10,40,4

04

588ةة9

7؛إ80

041 , 4 1 816 ,6 843,8

110,0 1 069 .3 1

^ ,12.3 1

197019851986

197019851986

1970198.51986

19/019851986

197019851986

19701و8!ذ

19ةو

197019851986

South America:e a s t e r nS؛؛a!;)oard

Western A s ia

Souther n ؛nd e a s t e r n A s ia

اآ.؛):ا.،/ل.0ا>:آال؟اب

،:.o،,!ntries in europe

Ocean ia( n . e . s . )

S u b t o t a l :de eاا l ٠ء >i ا'١ gc o u n t r i e s

World t o t a l С/

s e c r e t a r i a t by the. ](ا؛'لبم o؛،d to the اااإ,ا' f d a t a com!«unicat SoLirce : Co!M|,>il؛؛d on the آليد'ا؛؛ةل s , ١٢١،; ce ،:>f t)'!e Un i ted l\lat i :ا. s t a t i s t i ca 1 o f f

ded a 1؛.اع<و$ ؛أاآل;،ا t p o r t s o f the. G r ea t!،(؛■^ a/ l.n،;ludi!'!g i n t e r n a t i o n a l car'goGS d! t؛' p o r t s o f the system. G rea t Lakes a؛^ tem f،;>r un lo a d in g؛؛S t . Lawrence R i v e r s y

30 m i l l i o n tons in amouiMted to ل970ء 42. m i i l i o n tons in 'ما) (اآل؛:،' ; ; ade ( i n dry؛wrence t r , S،؛؛<. t . I,1 98 6 ٢١! 1985 arid 31 m i l l i o n tons

i t i o n o f groups .؛؛f o r the co(Mpo ٤. b/ See ;^nnex

,с/ F i g u r e s rounded t o tl'iG n e a r e s t m i l l i o n

- 81 -

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Notes

Source; L loyd 's Register o f Shipping - S t a t i s t ic a l tab le s , 1987 ( ^ d o n ) , and supplementary data regarding the Great Lakes f le e ts o f the United States and Canada and the United States Reserve F leet.

a/ The designations employed and the presentation o f material in this tab le re fer to f lags o f reg is t ra t ion and do not imply the expression of any opinion by the Secretariat o f the United Nations concerning the le g a l status of any o u n try or t e r r i to ry , or o f its authorities , or concerning the delim itation of i t s fro n t ie rs .

b/ Ships o f 100 grt and over, excluding the Great Lakes f le e t s o f theUnited States o f ^ e r i c a and Canada and the United States Reserve F leet.

с/ Gre and bulk c a r r ie rs o f €,000 gr t and over, including ore/bulk/oil c a r r ie r s .

d/ Including passenger/oargo.

e/ Excluding estimates o f the United States Reserve F leet andUnited States and Canadian Great Lakes f l e e t s , w^ich amounted respectively to 2.7 m illion g r t (3.4 m illion dwt) , 1.4 m illion g rt (2.5 m illion dwt) andl . s m illion g r t (2.€ m illion dwt) .

A dispute ex /ئ ists between the Governments of Argentina and theUnited Kingdom of Great B rita in and Northern Ireland concerning sovereigntyover the Falkland Islands (M alv inas ).

؛الس 'االم شثررات مل الخعول كيآ

م نمرل بم د ام شثررات ض ا ك ؛ا ت ض تجا م تي التورع ولدر ا •حا'ا ج • االلم نما م، ظ لشبة ض ا ل ام ا تا ما -' الى اكتب ار م اس ام ن لع ' ؛ م ا ■ جنتف لي اد ر.ردلث'

سوهآل(اه»م„® س«ههة،ءؤ؛؛؛ءم ءءمأم*وامحءبجصع؛محء هج؛؛سس هق؛هء«ء

HOW то OHT^!N UNITED NATIONS PUBLICATIONS

U n ite d N a t io n s pub l ica t ion s m ay be obtained from booi،sto№ s and d is t٢ibu to آل! th ou^ bou t the wo rld . C on su lt you r boo lrstore o r w r ite to: U n ite d N a t io n s , Sa les Sec tion , N ew Уог1، o r Ceneâ.

COMMENT SE PBOCUBEB LES PUBLICATIONS DES NATIONS UNIE؟

Les pub lica t ion s des N a t io n s U n ie s sont en ênte dans !es l ib ra ir ie s e t les agences dépositaires du m onde ent ie r, Intorme^-ôus auprès de ôtre lib ra ire ou adressez-vous à : N a t io n s U n ie s , Sec t ion des ventes, N ew ¥o rl، ou Genève.

КАК ПОЛУЧИТЬ ИЗДАНИЯ ОРТАНИЗА^ИИ ОБЪЕДИНЕННЫХ НА^НН

И з д а н и я О р г а н и з а ц и и О б ъ е д и н е н н ы х Н а ц и й » го ^ н о к у п и т ь в КН И ^Н Ь!Х « а г а - з и н а ^ и а г е и т с т в а ^ в о в с е х р а й о н а х « и р а . Н а в о д и т е с п р а в к и о б и з д а н и в х в в а ш е м к н и ж н о « « а г а з и н е и д и п и ш и т е п о а д р е с у : О р г а н и з а ц и и О б ъ е ^ и н е н н ь ^ х Н а ц и й , С е к ц и я и о п р о д а ж е и з д а н и й , Н ь ^ - И о р к и л и Ж е н е в а .

сомо CONSEGUIB PUBLICACIONES DE LAS NACIONES UNIDAS

L a s pub licac iones de las N ac iones U n id a s estân en venta en lib re r las y casas d is tr i- bu ido ras en todas partes de l mundo. Con su lte a su lib re ro о d ir lja se a: N ac iones U n ida s , Secc idn de Ventes, N ue va ¥o rl، о G inebra.

Printed at United Nations, Geneva 02100P United Nations pubHcationGE.88-55532/5396G Sales No. E.88.II.D.6September 1988-4 ,215 ISBN 92-l-11224d-5TD/B/C.4/319 ISBN 0566-7682

Review of Maritime Transport 1987 - UNCTAD · in 1987, with goods loaded estimated at 3.5 billion...

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Transcript of Review of Maritime Transport 1987 - UNCTAD · in 1987, with goods loaded estimated at 3.5 billion...