Review of Maritime Transport 1992 - UNCTAD · 2020. 9. 2. · 41. Brealrdown of annual container...
128
UNITED N^TIDN CONFERENCE ON TR^DE ^ND DE¥EEO?N^ENT Geneva TD/B/CN.4/27 Review of Maritime Transport 1992 Report by the UNCTAD secretariat UNITED NATIONS New ¥ 199 , ^
Transcript of Review of Maritime Transport 1992 - UNCTAD · 2020. 9. 2. · 41. Brealrdown of annual container...
UNITED N^TIDN؟ CONFERENCE ON TR^DE ^ND DE¥EEO?N^ENTGeneva
TD/B/CN.4/27
Review of Maritime Transport
1992
Report by the UNCTAD secretariat
UNITED NATIONS New ¥ ه, 199 ه
NO TE
This Review h^s been prepared by the UNCTAD secretariat in accerdance with section в of the programme of work of the Committee on Developing Services Sectors: Postering Competitive Services Sectors in Developing Conntries: Shipping. Any factnal or editorial corrections that may prove necessary based on comments made by the Committee in its consideration of this document or received directly from Governments would be !e jec ted in a corrigendum to be issued subsequently.
Symbols of United Nations documents are composed of capital letters combined with figures. Use of such symbol indicates a reference to a United Nations document.
The designations employed and the presentation of the materia] in this publication do not imply an expression of opinion by the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its h-ontiers or boundaries.
Material in this publication may be freely quoted or reprinted, but acknowledgement is requested, with re^rence to dte document number. A copy of the publication containing the quotation or reprint should be sent to the UNGTAD secretariat.
TD/B/CN.4/27
^N • £٥ N^D© N$ PUBLICATION
Sales No. E.94.II.D.2
ISBN 92-1-112336-4 ISSN 0566-7682
ill
CONTENTS
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii
E^^ianatoi^ notes viii
Introduction ix
Summary of main deveio^ments in 1992 i^
Chapter Paragraphs Page
I. The development of international seaborne trade . . . ٠ . . . . . . ٠ . . ٠ . . . . . . ٠ ٠ 1 - 13 1
A. W orld economic b a c ^ ^ ro u n d 1 - 3 1
B. International seaborne t r a d e 4 - 13 1
II. Development of the world f l e e t ٠ . . 14 - 34 11
A. Structure of the ivorld fleet . . ٠ ٠ . . . . . ٠ . . . . . . . . . . . . . . . . . . . . . ٠ ٠ ٠ 1 4 - ^ 0 11
B. Oivnershi^ of the world f l e e t 21 - 26 11
c . The 35 most important maritime countries and territories . . . . . . . . . . . . . 2? - 2S 2ه
D. Open and international re g is te rs 29 - 32 20
E. Compai^son of cargo turnover and fleet ownership . . . . . . ٠ . ٠ . ٠ . . . . . . . 33 20
F. Forecasts for world fleet developm ent 34 20
III. Productivity of the world fleet and the supply and demand situation in worldsh ip p in g 3 5 - 4 0 2?
A. Estimate of tons and ton-miles per d w t 35 2?
B. Supply and demand in world shipping 3b - 40 2?
IV. Shipbuilding, second-hand market and demolition . . . . . . . . . . . . . . . . . . . . . 41 - 55 35
A. Newbuilding orders . . . ٠ . . . . . . . . . . . . ٠ . ٠ . . . . . ٠ . . . . ٠ ٠ . ٠ ; ٠ . . ٠ ٠ ٠ 41 - 42 35
B. Ship prices 35 43 . . . . . . ٠ ؛٠
c . Deliveries of newbuildings 44 - 4b 35
D. Tonnage on o r d e r 4 2 - 50 35
E. Sale and purchase of second-hand tonnage . . . . . . . . . . . ٠ ٠ ٠ ٠ ٠ . . . . . . . 51 - 52 3b
F. Demolition of ships 53 - 55 44
3 5 - 4 0 22
35 22
3 b -4 0 22
4 1 - 5 5 35
4 1 - 4 2 35
43 35
4 4 -4 b 35
4 2 - 5 0 35
5 1 - 5 2 3b
5 3 - 5 5 44
47
47
4?
54
55
59
59
59
60
60
60
61
65
65
65
٧ . Port developm ent 5 6 - 7 5
A. Container port traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 - 5S
B. Port de^eloptnent - front a transport centre to a lo^l^tic platfort^ . . . . . . . . 59 - ?5
¥ I . Freight m a rk e ts 76 - 92
A. Freight rate$ of main car^o s e c to rs 76 - 87
B. Einer freight rates as a percentage of prices for selected commodities . . . ٠٠ 88 - 89
c . Estimates of ^lohal freight c o s ts 9 0 - 9 1
٥٠ h4arine h u n ^ r prices 9^
VII. Multimodal transport and technological developments ٠ . . . . . . ٠ . . . . . . . . ٠ . 9 3 -1 1 2
A. Oroup of Experts on Multimodal Transport . ٠ . ٠ . . . . . . . . ٠ ٠ . . ٠ . . . . . . 93
B. Second Seminar on Container d im en sio n s 9 4 - 9 5
CONTENTS (continued)
00
02
05
08
12
50
3. Further development of the double-stac^ container train nettvor^ in North A m e ric a ..............................................................................................
01 -
0 3 -
0 6 -
0 9 -
113
D. ^a il lan d h rid ^es.........................................................................................................
E. Introduction of 9 '06" as a standard container height - -- - - - - -
F. World container population ....................................................................................
G. Container p roduction .................................................................................................
VIB. Other developm ents........................................................................................................
A. United Nations Convention on a Code of Conduct for Finer Conferences ٠
6 ?
B. Gnited Nations Convention on International Multimodal Transport of Goods 114
c. Dnited Nations Convention on the Carriage of Goods by Sea, 1928(Hamburg ^ules) 1 1 5 -1 1 7
٥ . United Nations Convention on Conditions for Be^isu^ation of Ships . ٠ . ٠ ٠ ٠ 118 - 119
E. Maritime liens and mortgages 12© - 1^2
F. General a v e ra g e 123
G. f ^ C T A ^ Minimum Standards for Shipping Agents . . . . . . . . . . . . . . . . . 124 - 125
H. The new UNCTADBCC ^ules for Multimodal Transport docum ents ٠ ٠ ٠ ٠ ٠ 126 - 135
Chapter Paragraphs Page
I. Technicai cooperation and t r a in in g 136 - 149 69
j . New cl^ssiEcation of ships by type reviewed . . . . . . . . . . . . . . . . . . . . . . 150 70
Annex
I. Classification of countries and te rrito ries 73II. ^ o r ld seaborne trade according to geographical areas, 1970, 1990 and 1991 . . . . . ٠ ٠ . . . . . . 77
III.(a) Merchant fleets of the world by flag of registration, groups of countries and types of ships(in grt), as at 31 December 199^ 79
III.(b) Merchant fleets of dte world by flag of registration, groups of countries and types of ships(in dwt), as at 31 December 199^ 83
IV. Major Oows of selected bulk com m odities 89V. International classification of ships by type . . . . . . . . . . . . . . . ٠ ٠ ٠ ٠ . . . . ٠ . . . . . . . . ٠ ٠ .. 115
LIST OF TABLES
Table Page
1. Development of international seaborne trade, 197© and 1980-199^ . . . . ٠ ٠ . . . . ٠ . . . ٠ ٠ ٠ . . . ٠ 3
2. World seaborne trade by types of cargo, 1970 and 198©-1992 5
3. World seaborne trade in 1970, 1990, 1991 and 199^ (est.) by type of cargo and country groups . 6
4. World fleet by principal types of vessel, 1990-1992 12
CONTENTS (continued)
Distribution of the world fleet and TEU capacity of fully cellular containerships by groups of countries, at mid-year 1990, end-1991 and end-1992 ...............................................................
6. Age distribution of the world merchant fleet b^ type of vessel (as at 31 December 1992)
7. Distribution of world tonnage (grt and dwt) by groups of countries of registration,1970, 1991 and 1992 ........................................................................................................................
8. Percentage shares of world tonnage by type of vessel and country groups, 1980, 1991 and 1992 . 18
9. Structure of the merchant marine f l ^ t of the main country ^•©ups (as at 31 December 1992) . . . 19
0. The 35 most important maritime countries (as at 31 December 1992) . . . . . . . . . . . . . . . . . . . 21
1. Tonnage disu-ibution of major open-registry fleets (as at 31 December 1992) . . . . . . . . . . . . . . 22
2. Tonnage owned by the nationals of the counny of registry in the total f l ^ t of the most importantopen and international registers (as at 31 December 1992) 23
3. True nationality of major open-registry fleets (as at 31 December 1992) . . . . . ٠ . ٠ ٠ . . ٠ . . . . . 24
4. Compadson between total cargo turnover and fleet ownership by group1970, 1991 and 1992 25
VI
CONTENTS (continued!
Cargo c؛؛rried and ton-nti(e$ performed per dwt of the totai worid fieet, 1980-1992
Table
16. Esdmated productivité^ of tanfers, carriers, combi^1980-1992 (ton-miles performed per d w t) 29
17. E stim atedpr^uctiv ité^oftanhers, bulh carriers, combined1980-1992 (tons carried per d w t) 30
18. Tonnage oversupp j in the world merchant fleet, 1983-1992 31
19. Analysis of tonnage oversupply by vessel type, 1983-1992 32
20. Tanker tonnage engaged in oil storage, 1981-1992 34
21. Newbuilding contracts placed for the main types of ship during 1988-1992 ٠ . ٠ . . . . . . . . . . . ٠ 37
22. R presentadve newbuilding prices, 1980, 1985 and 1988-1992 . . . . . . . . . . . . . . . . . . . . . . . . 38
23. Distribution of deliveries of newbuildings by principal types of shi^ 39
24- Distribution of deliveries of newbuildings by groups of countries of build, 1991-1992 . . . . . . . . 40
25. World tonnage on order at the end of each quarter, 1990, 1991 and 1992 . ٠ ٠ ٠ ٠ . . . . . . . . . . . . 41
26. World tonnage on order as at the end of 1992 42
27. Second-hand prices for five-ye؛u--old vessels, 1986-1992 42
28. Development of sales and purchases of second-hand bulkers in 1992 . . . . . . . . . . . . . . . . . . . . 43
29. Broken-up tonnage trends, 1980, 1985-1992 44
30. Tonnage reported sold for breaking by type of vessel, 1987-1992 . . . . . . . . . . . . . . . . . . . . . . 44
31. Average age of broken-up ships by type during 1985-1992 45
32. Demolition prices in 1990-1992 45
33. Container port traffic of developing countries and tetritories, 1991 and 1990 . . . . . . . . . . . . . . 48
34. Ereight rate indices, 1990-1992 52
35. Comparative freight rates for selected commodities, 1992 versus 1991 . . . . . . . . . . . . . . . . . . . 54
36. The ratio of liner freight rates to prices of selected commodities ٠ . ٠ . ٠ . . . . ٠ . ٠ . . ٠ . . ٠ . . . ٠ ٠ 55
37. Estimates of total freight costs in world trade by groups 56
38. Fluctuations in marine bunker fuel prices, 1990-1992 . . . ٠ . ٠ . ٠ . . . . . . . ٠ . . . ٠ ٠ ٠ . ٠ ٠ . . ٠ . . . 58
39. Analysis of world container fleet by length and h e ig h t ٠ . 62
v i l
Table Page
40. Analysis o f change in world container population by length/height . . . . . ٠ . . . . . . . . ٠ . . ٠ . . . 62
41. Brealrdown of annual container production by region/country for 1989-1991 ٠ . . . . . . . . . . ٠ ٠ ٠ 63
42. " of standard freight container prices for 1991 and 1992 64
CONTENTS (continued)
E IS T O F E O N E S
Vessel and registry groupings used in the Review of Maritime T ra n sp o rt XTanlrer demand lilrely to increase with growing world dependence on OPEC oil . . . ٠ . . . . . . . . 9Einer trade g ^w th changes d ire c tio n ^6New tankers expected to keep rates l o w 46Restructuring of ports in Eatin America and the C arib lx ian 50Increasing emphasis on ٥ ality control in ti-ansport servو ices! 64Adoption of the International Convention on Maritime Eiens ؛ind Mortgages, 1993 . . . . . . . . . . 68
LIST O FG B A PB S
Annual change in OECD industrial production and seaborne trade, 1984-1992 . . . . . . . . . . . . . 2International seaborne trade for selected y e a r s .............................................................................................. 4Export structure and direction of trade for developing countries ............................................................ 4W orld seaborne trade by country g ro u p s ...................................................................................... 8Forecast of world seal»rne trade, 1993 to 2003 ........................................................................................... 8World fleet b^ principal ty p e s ........................................................................................................................ 13W orld tonnage by country groups, 1992 ...................................................................................................... 17Forecast of world fleet by principal type ..................................................................................................... 26Index of ton-miles performed per dwt total world f le e t ...................................................................... 28Trends in surplus capacity by main vessel types, 1983-1992 ................................................................... 33Ma)or confemnce rates 1988-1992 .................................................................................................................. 53Ealtic Beight index and selected routes, 1992 ............................................................................................. 53Estimates of total Beight costs in world trade by groups ......................................................................... 57
Box
Graph
101112
ABBREVIATIONS
Cost, insurance and freightCommonwealth of Independent StatesDeadweight tonsEuropean Economic C om m uniaFor^-foot equivalent unitFree on boardGross domestic productionGross registered tonsEight displacement tonsMultimodal transport operatorN ew ^ industrialized countriesNon-vessel-operating multimodal transport operatorGrganisation for Economic Cooperation and DevelopmentTwenty-foot equivalent unitUltra-large crude carrierVery large crude carrierVessel-operating multimodal bansport operator
v i i i
cifCISdwtEECFEUfobGD?
IdtMTGNICNVG-MTGGECDTEU№ C CVECCVG-MTG
E^FEANATGRV NOTES
References to dollars ($) are to United States dollars.
Billion means a thousand million.
Tons re ^ r to mebic tons, unless otherwise stated.
Details and percentages presented in tables, due to rounding, do not necessardy add up to the totals.
Two dots (..) indicate that data are not available or are not separately reported.
٨ dash (-) signifies that the amount is nil, or less than half the unit used.
In some tables, the data shown for earlier years have been revised and updated, and may therefore differ from those shown in previous issues of this Review.
In the tables and the text, the use of the term "counbies" refers to countries, territories or ؛
INTRODUCTION
Europe and socialist coundies of Asia owned 5.6 per cent and 3.2 per cent, respective^, o f die world mercliant fleet.
Developing counpies increased tlieir fleet to149.9 million dwt; their share in the total world fleet increased slightly to ^1.6 per cent (versus 21.1 per cent in 1991). Almost 72.5 per cent of this fleet was concenpated in only 10 developing counPies or territories.
The disparity between developing counpy cargo generation and fleet ownership remains, ?o r example, developing counpies were the origin for more than one-third of all goods in world seaborne Pade but owned only 21.6 per cent of the world deadweight tonnage. Conversely, developed m arkt-econom y counpies loaded/unloaded 55.9 per cent of world seaborne Pade but, either directly or indirectly through open regispy fleets, conpolled 68.2 per cent of the world tonnage.
The productivity of the world fleet continued to improve, reaching ^6,314 ton miles per dwt.
Clobal freight payments for imports increased by about 3.0 per cent over 1990, but the ratio to c.i.f. import value remained at 5.2 per cent. The developing counpies’ ratio, however, was almost double that o f the developed market-economy countries.
Container Paffic reached a new record of million TEUs in 1991.
Freight rate indicators for most sectors declined from 1991. In the liner market, a slight increase occurred in selected conference container rates.
The new UNCTAD^CC Rules for h^ultimodal Transport D ^um en ts became operational on 1 January 1992. The import of this development is to provide commercial parties with a voluntary liability rdgime for multimodal Pansport in the absence o f an internation؛ legal instrument currently in force.
The Review o f Maritime Transport is an annual publication prepared by the secretariat o f l^ C T A D , in accordance with section в of the programme of work of the Committee on Developing Services Sectors: Fostering Competitive Services Sectors in Developing Counpies: Shipping.ث/ The p u ^o se of the Review is to identify the main developments in world maritime Pansport and to provide relevant statistical data. Emphasis is given to the development of the merchant marines in developing counpies as compared with other groups of counpies.
To maintain historical continuity, the overall structure of the Review ٠/ Maritime Transport is simil؛ to previous editions. The current issue, however, includes several new features. These are: (1) a summary of world economic conditions and their relationship to shipping; (2) extension of a standard ship grouping to statistical tables; (3) an or؛؛ n/destination maPix for selected commodities; (4) a review of the role of ports; (5) inclusion of the BFI index; and (6) a proposal for a new international classification of ships by type.
Summary of main developments in 1992
Despite a decline in ©ECD induspial production, international seaborne Pade continued to expand for the seventh consecutive year, exceeding4.2 billion tons. The annual rate of change, however, decelerated to 2.2 per cent.
Total ton-miles for all cargoes increased to 18,280 billion (a 2.3 per cent gain over 1991).
The world merchant fleet expanded slightly to reach 694.7 million dwt by the end of 1992. This minimal expansion (1.6 per cent) ^ cu rred despite a و uadruphng of scrapping and a decline in newbuilding orders.
D ev elo ^d market-economy counpies and the ma)or open-regisPy counpies continued to be the dominant groupings in the world merchant fleet (by flag of regispation). With a combined tonnage of473.8 million dwt, they accounted for 68.2 per cent of the total world fleet. UounPies of UenPal and Eastern
٠ the Standing Committee /٠ Report /ث « Developing Services Sectors: Fostering Competitive Services Sectors in Developing Countries - Shipping, first session, TD/B/39(2)/5-TD/B/UN.4/13, annex I.
Vessel and registry groupings used in the Review of Maritime Transport
As in the previous ؛?ear’s Review, five vessel groupings have heen used throughout most shipping tables in this report. The cut-off point for all tables based on data fiom Lloyd’s Maritime Information Services Ltd. is 100 grt, except those tables dealing with ownership where the cut-off level is 1,000 grt. The groups aggregate ^0 principal types of vessel categories, as noted below.
Box 1
Vessel included from Lloyd’s Register statistical tablesReview group
cargo (single- and
©il tanker
Ore and bulk carriers, ore/bulk/oil carriers
Refiigerated cargo, speci^i^ed cargo, ro-ro cargo, multi-deck), general cargo/passenger
^ully cellular
Oil/chemic^l tankers, chemical tankers, other tankers, l^uefied gas carriers, passenger ro-ro, passenger, tank barges, general cargo barges, fishing, offshore supply, and all other ty ^ s؛
Summation of all the above-mentioned vessel types
Oil tankers
Bulk carriers
General cargo
Containerships
Other ships
Total all ships
With the formation of new States in Eastern Burope, the registry situation as at 31 December 1992 has changed. Lloyd’s Register advises that vessels are only allocated to a new register after confirmation that a new registry has been created and ships entered into a registry. The following guidelines are offered by Lloyd’s Maritime Information Services Ltd. for the Review of Maritime Transport, 1992 tables relating to fleet development.
Former USSR
(i) Confirmation has been received from the Latvian (LAV), Lithuanian (LTH) and Fstonian (ETN) registries, and these flag codes have ^ e n created and maintained.(ii) The Russian (RUS), Ukrainian (UKE) and Azerbaijan (AZE) Republics have by this time started their own registries and these h^ve also been all«;ated accordingly.(iii) The other republics, Armenia (ARM), Belarus (BEL), Georgia (GEO), . K a k h s ta n (^A ^), ^yrgy^stan (KYR), Moldova (MOL), Tajikistan (TAJ), Turkmenistan (TUR) and Uzbekistan (UZB), have not made moves to set up registries, and in consequence a significant number of vessels are held under the USSR flag code (USR) until such time ^s new registries are set up.
Former Yugoslavia
Ships have been allocated to either Croatia (CRT) or Slovenia (SLO). Any as yet unallocated have been left under Yugoslavia (YUG).
Source: Lloyd’s Maritime Information Services Ltd., London.
THE DEVELOPMENT OF INTERNATIONAL ^EARORNE TRADE
Chapter I
The initial chapter of the Review of Maritime Transport provides an overview of the demandfor global shipping services. This includes background information on the world economic situation (1992) as it relates ؛٠ the maritime sector and a review of developments in international seaborne ؛٢ ^ .
The annual rate of ehange, however, decelerated to2.2 per cent, as compared to 2.8 per cent in the previous year (1991).
5. By broad maritime market segments, ta n ^ r cargoes represented almost 44 per cent of total 1992 seaborne trade and increased to 1,850 million tons - an increase of 3.4 per cent over 1991. Toml dr^ cargoes experienced a minimal gain (up 1.3 per cent over 1991) of which main bulk commodity cargoes declined 1.5 per cent to 990 million tons in 1992. Table 1 and ^raph 2 illusbate the long-term upward trends in seaborne trade since 1982. For example, average annual rate of growth for all goods over the 1982-1992 period was 2.9 per cent. Dry cargoes achieved the largest change (3.2 per cept), while tanker cargo grew at 2.5 per cent annually and the five main bulks increased by 3.0 per cent annually over the same period.
6. In the oil tanker bades, the improvement in seaborne crude and ^ b o le u m products was unexpected because of the decline in OECD indusbi؛،l production and a decrease in oil production in the ^ rm e r $oviet Union from 10.3 mb/d in 1991 to8.6 mb/d in November 1992. ق Nevertheless, total رOECD oil imports increased 2.4 per cent in the fourth quarter of 1992 over the same qu؛bter in 1991, و and the former Soviet Union maintained e x e r ts at an average 1.9 mb/d in 1992. ق آ Also, Middle East 0 ? £ C producers and North Sea production increased by 8.0 per cent and 10.0 per cent respectively in 1992. -
7. Within the dry bulk sector, developments differed considerably depending on types of commodities. A 3.8 per cent decline in world crude steel production ص decreased the demand for coal/coke and iron ore. Thus, coal exports from North America and Ausbalia amounted to 230.5 million tonnes in 1992, as com^؛bed to 241.9 million tonnes in 1991. — Similarly, iron ore exports fell to367.5 million tonnes in 1992, ء which represents a7.8 per cent decline from 1991. Un the other hand, the course grain bade reached 92 million tons - up9.5 per cent over 1990/91, with the four main producing areas (North America, Ausbalia, Argentina, E £ € ) increasing exports to 75.2 million tons as
A. World economic background
1. Developmems in the world economy have a direct impact on the derived demand for global shipping services. Three key economic indicators are changes in real GDP, world merchandise bade and indusbial production. In 1992, real GDP increased by 0.8 per cent over 1991. The GDP o f GEGD m em l^r countries grew by 1.4 per cent, while that of developing counbies experienced an increase of6.1 per cent over the previous year. لا Growth was particularly Sbong in Asia and the Middle East. Uowever, formerly cenbally planned economies (Genbal and Eastern E u ro ^ and CIS) experienced a17.2 per cent ؛mnual decline in output. -
2. World merchandise bade volume expanded at a rate of 4.5 per cent in 1992. This reversed the downward bend for the previous three-year period (1989-1991) and reflected the improving economies in North America and expanding imports and exports in China and NICs in South-East Asia. Merchandise bade in formerly planned economies continued to decline in 1992. In these counbies, annual export volumes fell by 10 per cent and imports by 7.5 per cent. The rate of deceleration, however, was less than1991, when exports and imports dropped 25 per cent and 33 per cent respectively. -
3. For the maritime sector, indusbial production of the GECD countries is an important economic indicator. Graph 1 indicates the close correlation. In1992, the total GECD industrial production index declined from 115.8 in the first quarter to 114.7 in the last quarter (1985=100). The EEC members e x rienced a 4.0 per cent fall and Japan a 5.4 per؛^cent decline. The latter is particularly important as Japan accounts for about a quarter of world seaborne bul^ bades . ء Conversely North America, in particular the United States, expanded indusbial production sustaining an annual rate of change of4.1 per cent. -
B. International seaborne bade
4 Imernational seaborne bade continued toexpand in 1992. Total tonnage exceeded 4.2 billion tons, marking the seventh consecutive annual increase.
categories. Manufactured goods and fuels are tlte dominant cargoes. The direction of the developing countries’ trade by value is oriented towards developed market economies (62.6 per cent), while trade within the group accounts for about 23.1 per cent of the total. Graph 3 illustrates the structure and direction of trade.
10. In terms of weight tons, developing countries’ e x e r ts consist nearly exclusively of bulk cargoes. General cargo and mfrigerated products represent less than 10 per cent of the group’s total seaborne trade. — Annex IV, a new item in this year’s Review of Maritime Transport, provides for an origin and destination matrix for selected commodities.
11. Ton-mile demand is arrived at by adding the spatial element to the trade volume. Table 2 provides long-term fiends by types of cargo and indicates that total ton-miles increased by 2.3 per cent in 1992 over1991. This is well below the ten-year (1982-1992) average annual rate o f 3.5 per cent and reflects the recent deceleration in seaborne trade.
compared to 70.8 million tons in 1991. — Conversely, the 1992 phosphate r ^ k trade declined5.1 per c e n tl^ for the lanuary-^eptember period, reflecting reduced demand in Western Europe and a consequent reduction of United States exports (down29.7 per cent). — The alumina and bauxite fiades remained static because primary aluminium production continued at almost the same levels in 1991 and 1992 (14.7 million tons). —
8. The 1992 other dry cargo sector, which includes general cargo, parcel shipments and liner shipments, increased 3.1 per cent over 1991. The OECD hner fiades expanded by 5.4 per cent, ئ but this was one of the slowest rates in recent history. The gradual improvement occurred despite a 1.0 per cent drop in OECD manufacturing production. These declines in production, however, were uneven, as North American p^duction expanded by 3.0 per cent, as compared to an 8.0 per cent decline in lapan . ئ ق ا
9. For developing counfiies, the structure of exports by value are concenfiated into five broad
Graph 1
Annual change in OECD industrial production and seaborne trade, 1984-1992
PERCENTAGE
1984 1988 1988 198?
YEARSا Industrial Freduet’n ء Seaborne Trade
Source: IMF, International Financial Statistics, various issues; OECD, Main Economic Indicators,March 1993.
cent). The share of the socialist conntries o f Asia (^.1 per cent loaded and 2.0 per cent unloaded) retrained unchanged frotn 1991.
1^. A forecast of world Pade by main cargo sector from 1993 to 2003 is shown in Graph 5. Estimated at 3.754 billion tons in 1993, Pade is e x a c te d to increase by an average of 3.1 per cent per year, reaching 5.071 billion tons by 2003. Gontaineri^ed and other general cargoes are projected to increase at 3.5 per cent per year ١ ٠ 1.117 billion tons. Estimated growth by the year 2003 for the dry bulk and t؛،nker sectors is (o 1.8 and 2.0 billion tons, respecdvely.
12. A summary of seaborne Pade by major cargo segments and counPy groups is found in table 3 and ^ p h 4. For 1992, the share of oil cargoes expanded slightly over the previous year to 43.9 per cent of all goods loaded, and dry cargo decreased to 56.1 per cent h'om 56.5 per cent in 1991. In terms of regional disPibution, developing countries increased their share of all goods loaded to 56.3 per cent and of goods unloaded to 26.7 per cent. Developed market- economy counpies experienced a d ecease in their share of goods loaded to 43.4 per cent and accounted ^ r a stable 67.6 per cent of goods unloaded. For the fourth consecutive year the share of countries of Genpal and Eastern Euroi» declined both in terms of goods loaded (4.2 per cent) and unloaded (3.7 per
Table 1
Development of international seaborne Pade. a / 1970 and 1980-1992 (Estimates of goods loaded)
Tanker cargo Dry cargo Total (all goods)
Total of which: main bulk commodities لإ
¥ ear h4illionsoptons
Fercentageannualchange
h4ii!ions of tons
Fercentageannualchange
h^illions of tons
Fercentageannualchange
Millions of tons
Fercentageannualchange
1970 14 4 0 13.1 1 165 13.0 448 16.0 2,605 13.01980 1 871 -6.6 1833 3.3 796 4.5 3 704 -2.01981 1693 -9.5 1866 1.8 806 1.3 3 559 -3.91982 14 8 0 -12.6 1 793 -3.9 759 -5.8 3 273 -8.01983 1461 -1.3 1 770 -1.3 732 -3.6 3 231 -1.31984 1498 2.5 1912 8.0 833 13.8 3 410 5.51985 1459 -2.6 1923 0.6 857 2.9 3 382 -0.81986 1 514 3.8 1 945 1.1 834 -2.7 3 4591987 1 506 -0.5 1999 2.8 875 4.9 3 505 1.31988 1 587 5.4 2 105 5.3 940 7.4 3 692 5 31989 16 9 2 6.6 2 199 4.5 965 2.7 3 891 5.41990 1755 3.7 2 253 2.5 968 0.3 4 008 3.01991 1 790 2.0 2 330 3.4 1005 3.8 4 120 2.8
ظ 1992م 1 850 3.4 2 360 ا . د 990 -1.5 4 210 2.2
Sources: Based on data from the United Nations Statistical G^ice; Fearnleys, W orldBulk Trades 1991 and Review !99^. (©(؛ ]؟٨ UNGTAD ،h .r
а/ Including international cargoes loaded at ports of the Great Uakes and St. Lawrence system ^ r unloading at ports of the same system.
b / Iron ore, grain, coal, bauxite/alumina and phosphate,
с / UNCTAD preliminary estimates.
International seaborne trade for selected years
BILLIONS OF TONS LOADED
4
Graph 2
199219911990 1999 1990
YEARSء 5 MAJOR BULKS ء OTHER DRY
1 9 /91 9 /0
ORUDE 0 اا & RRODUCTS
Source: Review ofM aritim e Transport, various issues.
Graph 3
Export structure and direction of trade for developing countries (1989 percentage disbibution by v^ue)
E. Europe s.5% Europe 23.6%
USA/Can. 26.9%
OPEC 4.0%
Develping 23.1% AU other 3.0%
Direction
Fuels 24.9%
Manufactures 94.0%
^ t r o c t H r e
Source: UNCTAD, Handbook o f International Trade and Development Statistics, 1991 (United Nations publication, Sales Nuntber E/E.92.1I.D.6), table 3.^, p. 76.
Note: Commodity groups are:All food items (SITC 4 + 22 + 1 + ه )AgriculUtral raw materials (SITC 2, except 22, 27, 28)Fuels (SITC 3)Manufactured goods (SITC 5 to 8 less 68)©res and metals ( SITC 27 + 28 + 68)
Table :
World seaborne trade by types of cargo. 1970 and 1980-1992 (Billions of ton-miles)
Total tradeOtlter IGrain a/CoalIronGil
BrodnctsCrnde
Year
10 654 16 777 15 840 1^ 499 12 580
426 ٨
065 13 856 13 273 14 305 15 402 16 161 17 873 17 280 18
2 118 3 720 3 710 3 560 3 510 3 720
3 750 3 7803 8404 040 4 250 4 440 4 510 4 650
475 1087 1 131 1 120 1 135 1 157 1004 914
1061 1 117 1095 1073 1069 1 130
481 952
1 120 1094 1057 1270 1479 1 586 1653 1 719 1798
;س000 2
1093 1613 1 508 1443 1 320 1631 1675 1 671 1728 1919 1 9831 9782 008 1890
890 1020 1000 1070 1 0 8 0 1 140 1 150
؛ة1445 1540
560 1 530 1 540 1
1970 5 5971980 8 385
1981 7 3711982 5 212
1983 4 4781984 4 508
1985 4 007
1986 4 6401987 4 6711988 5 0651989 5 7361990 6 2611991 6 7571992 7 070
Source: Fearnleys (Oslo), Review 1992.
a/ Including wlteat, maize, barle؛?, oats, rye, sorghum and soya beans.
World seaborne Pade a/ in 1970. 1990. 1991 and 1992 (est.) by type of cargo and country groups Ы
Table 3
Country group ¥ear Coods loaded ©oods unloaded
©il Drycargo
Totalall
goods
©il Drycargo
Totalall
goodsCrude Products Crude Rroducts
(Trade in millions of tons)
World total 1970 1 110 330 1 165 2 605 1 101 302 1 127 2 5301990 1 287 468 2 253 4 008 1 315 446 2 365 4 1261991 1 333 457 2 330 4 120 1 355 441 2 449 4 ^ 4 51992 1 390 460 2 360 4 210 1 410 445 2 480 4 335
(Rercentage share of each category of goods in total)
World total 1970 42.6 12.7 44.7 100.0 43.5 11.9 44.6 100.01990 3ة1 11.7 56.2 100.0 31.9 10.8 57.3 100.01991 3^.4 11.1 56.5 100.0 31.9 10.4 57.7 100.01992 33.0 10.9 56.1 100.0 32.5 10.3 57.2 100.0
(?ercentage share of p^de by groups of counpies)
Developed tnarltet- 1970 2.0 27.1 60.0 31.1 80.4 79.6 79.1 79.9economy countries 1990 13.4 32.6 63.4 43.8 7؟ 2 81.4 61.7 67.3
1991 13.3 33.2 63.3 44.0 73.2 82.4 62.0 67.71992 13.4 33.5 63.1 43.4 72.9 82.3 61.9 67.6
Counpies of 1970 3.4 8 0 6.9 5.6 1.2 1.0 3.8 2.3CenPal and 1990 4.6 11.8 3.8 5.0 2.6 0.3 5.8 4.1Eastern Europe 1991 4.0 10.3 3.6 4.5 2.2 0.2 ؟٩ 3.9(including the 1992 3.6 9.8 4.2 2.0 0.2 ٩ ٩ 3.7^ rm e r USSR)
Socialist counpies 1970 1.2 0.5 0.5 0.1 2.0 1.2of Asia 1990 2.7 0.9 2.0 2.0 0.3 0.3 3.4 2.1
1991 2.5 0.9 2.0 2.1 0.3 0.3 ٩ ٩ ? ٨1992 2.5 0.9 2.1 2.1 0.3 0.3 د . د 2.0
Developing 1970 94.6 64.9 31.9 62.8 17.9 19.4. 15.1 16.6countries 1990 79.6 54.7 30.8 49.2 24.6 18.0 29.1 26.5
1991 80.2 55.6 31.1 49.4 24.3 17.1 29.2 26.41992 80.6 55.9 31.4 50.3 24.8 17.3 2و-ق 26.7
of which in:Africa 1970 25.5 2.4 9.1 15.2 1.7 4.7 3.6 2.9
1990 24.1 7.6 4.3 11.2 5.6 ? ٩ 4.3 4.51991 23.8 7.5 4.2 11.0 د د ل -2 4.2 4.4
7
Table 3 (continued)
Counfiy group Year Coods loaded Goods unloaded
Gil Drycargo
Totalall
goods
Gil Dry Totalah
goodsCrude Products Crude Broducts
(?ercentage share of trade by groups of countries)
America 197fi 12.2 35.4 13.8 16.© 1©.5 5.6 4.4 7.2199ه 13.3 11.9 13.2 13.1 5.7 3.8 4.6 4.5
1991 13.4 12.© 13.2 13.© د . د 3.6 4.1 4.4
Asia 197fi 56.9 27.© 8.1 31.3 ؛، ؛، 8.5 6.7 6.4199ه 4^.2 34.9 12.6 24.7 12.6 16.9 19.9 ■16.6
1991 43.4 35.8 13.© 25.© 13.1 16.6 26.6 16.7
Burope 197© 6.1 6.1199© - ©.2 ©.3 ©.2 ©.7 6.5 6.8 6.71991 - ©.2 ©.3 ©.2 ©.7 6.4 6.8 6.7
(Oceania 197© ©.! ©.8 ©.4 ب 6.5 6.3 6.2199© - ©.! ©.4 ©.2 - 6.5 6.1 6.21991 - ©.! ©.4 ©.2 - 6.4 6.1 6.2
Sources: Based on statistics proyided by t،te United Nations Statistical Office, tlte UNCTAD data banl؛, and otlter specialized sources.
ج م Including international cargoes loaded at ports of tlte Creat La^es and St. Latyrence system for unloading at ports of the same system, but excluding such traffic in main bulk commodities.
b/ See annex I for the composition of these groups, and note 2 thereto regarding the recording of fiade of land- locked counfiies. The estimates presented here refiect the inclusion of Yugoslayia in 1986 in the group "Deyeloping countries in Burope"; in preyious years Yugoslayia was classified as a deyeloped market-economy counfiy.
World seaborne trade by country groups (Percentage distribution of tonnage, 1992)
Graph 4
DMECsDMECs 43.4%
ASIA.؛؛SOC
■ DEVELOPING E.EUROPE 26.r%
Goods unloadedDEVELOPING 9P.3%
Goods loaded
Source: UNCTAD data bank.
Graph 5
Forecast of world seaborne trade. 1993-2003
Billions of tons
1993 1994 1999 1999 1 9 9 / 1999 1999 2 0 0 0 2001 2002 2003
YEARS■ I LIQUID BULK ء ORV BULK ص LINER ء CONTAINER
Source: DRI/Mercer Management World Sea Trade Service.
Tanker demand likely to increase with growing world dependence on OPEC oil
The Paris-based Internationa Energy Agency’s r e ^ r t entitled "World Energy Ontlook" indicates that لا0 output in member countries of the Organisation for Economic Cooperation and Development is expected to continue decli^ng in this decade and the next, parhcularly in the United States. During the same period, peboleum consumption is expected to surge, and OECD countries may end up importing 40 per cent more oil. This would raise their import dependence to 70 per cent or more of their oil needs by 2010, compared with about 58 per cent now.
Meanwhile, demand for oil in the rest of the world is ex a c te d to rise even faster than in the industrialized counbies, with consumption doubling in the 20 years to 2010.
This large appetib for oil can only be satisfied by the Organization of Petroleum E x e rtin g Countries, and some Middle East countries that are not members of the exporters’ group. Middle Eastern exporters (excluding North African nations such as the Eibyan Arab Sm ahiriya and Egypt) and Venezuela currently meet about ^0 per cent o f the world’s oil needs. The lEA says they may account for about 50 per cent of world supply by 2010. fooked at another way, according to the lEA demand for oil from the 12 OPEC nations is expected to double by 2010.
Source: Wall Street Journal, 29 April 1993, p. 8.
Box 2
DEVELOPMENT OF THE WORLD FLEET
This chapter discusses the supply ofworld merchant shipping. The information broadly covers structural characteristics, ٠٣^٢ ^،^, the comparison between cargo generation andfleet ownership, and a forecast for fleet development.
11
Chapter II
countries in Latin America. Gther developing comttries’ share of the world TEU capacity was less than 0.2 per cent.
19. The average age o f the total world fleet increased slightly in 1992 to 14.91 ^ears. This represents a 4.2 per cent increase over 1991. Table 6 provides data on the age distribution o f the world merchant fieet b^ type o f vessel and age groups at end-1992. Containerships are the youngest type of ships (averaging 12.0? years versus 11.81 years in 1991), with 19.9 per cent o f tonnage being less than five years’ old. The average age of bul^ carriers is about one year more (13.50 years versus 13.18 years in 1991). Tankers represented the oldest type of vessel (16.72 years, versus 15.63 years in 1991) with vessels built 15 and more years ago constituting 62.3 per cent o f the available tanker tonnage.
20. B y c o u n try g ro u p in g , d e v e lo p e d market-economy countries show the lowest average age of ship (14.09 years), followed by developing countries (14.22 years), countries o f Central and Eastern Europe (14.75 years) and open-registry countries (15.92 years). Socialist countries of Asia have the oldest fleet, with an average age of 16.28 years.
B. Ownership o f the world fleet
21. Table 7 contains information concerning the distribution of the world merchant fleet by groups of countries for the years 1970, 1991 and 1992. Developed market-economy countries and open- registry fleets owned 68.2 per cent o f the 1992 total. This is about the same as 1991, but is down fiom85.9 per cent in 1970. Developing countries’ share of the total 1992 dwt increased to 21.6 per cent, as compared to 21.1 per cent in 1991. This is a significant increase over 1970, when the share was only 6.3 per cent, and exceeds the target of the third U n ited N atio n s D ev elo p m en t D ecade fo r Transportation. ء Socialist countries’ of Asia and Eastern European countries’ shares of world dwt remained unchanged in 1992. Craph 7 summarizes the dwt distribution for 1992 and emphasizes the concentration of the developing countries’ share in Asian countries.
Structure of the world fleetA.
14. Comparative time series data for 1990, 1991 and 1992 are presented in table 4. The size of the world merchant fleet totalled 694.7 million dwt by year-end 1992. This represents a 1.6 per cent increase over the 1991 figures and exceeds the 0.17 per cent yearly average growth o f the 1980-1992 period. The 1992 fleet expansion occurred because newbuildings deliveries increased (28.5 million dwt) — more than scrapping (19.0 million dwt) , ق ح leaving a net gain مof 9.5 million dwt.
15. By vessel type, liquid and dry bulk carriers dominated. The former represented 37.9 per cent of the 1992 global dwt and the latter 34.5 per cent. The shares of general cargo and containerships were15.1 per cent and 4.7 per cent, respectively. The distribution of dwt by ship type has remained about the same for tite last two years. Longer-term fiends (1980-1992) indicate a decrease in tanker and general cargo dwt share, while bulk carriers and containerships dwt shares have increased. Oraph 6 illustrates world fleet size fiends by principal vessel type for the 1980-1992 period.
16. The TEU capacity of the world’s fully cellular containerships continued its three-year upward trend and reached 1,925,177 TEUs by year end 1992. This represents a 14.1 per cent annual average increase and confirms that fully cellular containerships are the fastest growing segment of the world shipping industry. Table 5 summarizes developments for the 1990-1992 period.
17. The world 1992 container fleet remained concentrated in the developed market-economy and open-registry countries. The former owned 36.6 per cent o f the TEU capacity (38.9 per cent in 1991). The five main open-registry countries represented26.0 per cent of the world TEU capacity, as compared to 22.8 in 1991.
18. In 1992 the share of developing countries in the TEU capacity of the world fleet decreased, falling to 16.6 per cent (versus 17.1 per cent in 1990). The major proportion of the containership fleet rogisteted in developing counfiies was concentrated in the developing counfiies of Asia, followed by developing
W orld fleet by principal types of vessel, 1990-1992 (Thousands of dwt) a/
1 2
Table 4
Principal types 1990 b/ 1991 с/ ق 1992ء Percentage change 1991/1992
1. Oil tankers 245 936 256 905 263 334 2.5
37.4 37.6 37.9
2. Eulk carriers 234 659 241 215 239 973 -0.5
35.6 35.3 34.5
©re/bulk/oil 33 599 33 599 36 460 8.5
5.1 4.9 5.3
Ore/bulk 201 060 207 616 203 513 -2.0
30.5 30.4 29.3
3. General cargo ships 102 676 103 386 104 933 1.5
15.6 15.1 15.1
4 Gontainerships 25 955 29 521 32 408 9.8
3.9 4.3 4.7
5. Gther ships 49 151 52 486 54 043 3.0
7.5 7.7 7.8
LiquiEed gas carriers 10 892 12 121 12 7^1 5.0
7.7 1.8 1.8
Chemical tankers 6 026 6 523 7 113 9.0
0.9 1.0 1.0
Miscellaneous tankers 536 544 627 15.3
0ا 0.1 0.1
Ferries and passenger ships 3 220 3 435 3 673 6.9
0.5 0.5 0.5
Gthers 28 477 29 863 29 909 0.2
4.3 4.4 4.3
World total658 377 683 513 694 691 1.6
100.0 /٠٠٠٠ 100.0
Source: Lloyd’s Maritime Information Services Ltd. (LMIS), London,
a/ Percentage shams are shown in italics,
b/ Mid-year figure.
ç j End-year figure.
World fleet by principal types Selected years 1980-1992
Graph 6
MILLIONS OF DWT
Other .
Container ء Oeneral oar^o ء Dry Bulk ص Oil tanker ا
SOD
S00-
4 0 0 -
£ 0 0 -
1980 198S 1990 1991 199£
YEARS
Source: Lloyd’s Maritime Information Services Ltd., London.
T ab le s
Distribution of the world fleet and TEU capacity of fully cellular containerships by groups of countries.at mid-year 1990. end-1991 and end-1992
14
Flags of regisPation by groups Number of ships TEU capacity and percentage shares a/ اof countries
1990 1991 199^ 1990 1991 1992
1. World total 1 169 1269 1 371 1 502 731
100.0
1 734 016
100.0
1 925 177
100.0
2. Developed m arkt-econom y counpies
410 419 417 618 701
41.2
674 018
38.9
704 258
36.6
3. ©pen-registry counpies 261 308 377 312 055
20.8
395 661
22.8
501 281
Total, 2 and 3 671 727 794 930 756
61.9
1 069 679
61.7
1 205 539
4. ©ounpies of CenPal and Eastern Europe (including the former USSR)
67 43 227
" Г
34 899
5. Socialist countries of Asia 59 62 ص 57 508 62 356 65 592
6. Developing counpies 233 278 289 232 199
15.5
296 200
17.1
320 127
16.6
of which in: Africa 4 1 810
0.1
585 585
America 36 40 55 22 954
1.5
25 745
1.5
36 075
Asia 172 213 ^25 195 353
13.0
255 796
14.8
279 867
14.5
Europe 12 16ء
9 072
0.6
12 377
0.7
2 336
0.1
©ceaniaءو
4 3 010
0.2
1697
0.1
1264
0.1
?٠ ©ther, unallocated 128 134 152 239 041 266 893
15.4
299 020
15.5
Source: Lloyd’s Maritime Information Services Ltd. (LMIS), London,
a/ Fercentage shares are shown in italics.
Table ؛
Age distribution of the world merchant fleet by type of vessel as at 31 December 1992
(Percentage of total in terms of dwt)
Average a]Average
(years) a/
15 ^ears and ever
10-14yearsyears
0-4yearsTotalType of vesselCountry grouping
14.3)15.63
14.7811.81
14.9116.7213.5015.0412.07
49.7 62.3 40.547.7 34.2 42.9
20.218.119.726.318.6
9.0
17.427.3
11.210.611.2
19.9
000000000000
Ah ships Tankers Putk carriers General cargo Containerships All others
World total
13.3414.6412.3712.7312.5112.61
14.0916.1512.7313.0412.3712.85
42.754.634.634.635.7 36.5
24,26,22 ,
20.722.4
11.4
25.123.126.2
10.87.4
11.4 11.720.5 14.9
000000000000
All ships Tankers Bulk carriers General cargo Comainerships All others
Developed market- economy countries
15.5216.7814.8314.49
15.9217.36
14.5712.70
57.869.4
44.8 37.744.9
14.5
22.3
30؛320.4
11.4
8.7
14.9
000000000000
All ships Tankers Bulk carriers General cargo Containerships All others
Open-regishycountries
14.47
13.6713.7312.2313.07
15.0916-8؟
14.0613.9712.50
50.9 63.143.9 40.8 36.5
27,19,
17.97.9
26.6
ث:ة24.0
11-1
10.7 10.0 10.618.7 14.9
000000000000
All ships Tankers Bulk carriers General cargo Containerships All others
Subtotal
15.19
14.7514.0513.3416.08
46.6
33.557.9
56.7
24.
32.1720.14,
20.5
16.ق10.6
00
ث0000
All ships Tankers Bulk carriers General cargo Comainerships All others
Countries of Central and Eastern Europe
15.7114.1515.2717-1711.6117.02
16.2816.03
17.379.44
19.00
57.957.056.163.2 22.0 76.0
17.5 16.216.5
18.9 20.1 22.311.9 47.8I
000000000000
All ships Tankers Bulk carriers General cargo Containerships All others
$ocialist counbies of Asia
13.6115.2611-11
12.^214.44
14.2216.6510.9916.3912.1114.70
45.463.126.1 54.1
3-؟9
20.4 14.1 19.0 ^0.119.5 29.7
22.012.437.4 11-1
19.5
أ0ث4.7
25.و1
000000000000
All ships Tankers Bulk carriers General cargo Comainerships All others
Developing counbies (excluding open- registry connues)
Source: Compiled on the basis of data supplied by Eloyd’s Maritime fo rm a tio n Services Dd. (LMIS), London.
كdistributed eve ؛ y between the lower ande, it has been assumed that the ages of vesse]; group. For the 15-years-and-over age group, the mid-point has been assumed to be 22 years.
a/ To calculate ؛ upper limit of each ؛
T ab le?
Distribution of world tonnage (grt and dwt) by groups of countries of registration. 1970. 1991 and 1992 a/
(End-year figures)
16
Increase in tonnage (tnill. o fdw t)
1970-1992 1991-1992
Tonnage and percentage shares b/
In dwt (trillions)
199219911970 c/
In grt (millions)
199219911970 c/
Flags of registration by groups of countries
11.2
-6.4
13.0
0.6
- 0.1
0.2
4.0
ت0.2
16.8
0.3
0.7
1.0
0.3
0.9
0.1
0.4
694.7
100.0
216.6
ت37.0
473.8
68.2
39.0
22.6
ث
؛؛
683.5
100.0223.0
32.6
244.2
35.7
467.2
68.4
40.8
6.0
22.0
144.3
21.1
7.0
27.4
17.0
326.1
100.0209.7
64.3
§
22.7
7.0
20.5
1.7
0.5
444.9
100.0142.3
32.0
153.0
34.4
295.3
66.4
33.7
7.6
3.4
21.3
6.2
435.3
100.0
145.1
143.4
32.9
288.5
66.3
34.8
8.0
14.8
3.4
91.2
21.0
17.9
55.7
10.0
2.4
6.01.4
217.9
100.0141.8
18.8
182.7
83.9
18.6
0.9
0.4
14.5
0.8
6.4
^ o r ld total
2 -Developed market مeconomy countries
3. Gpen-registry countries
Total 2 and 3
4 Countries ofCentral and Eastern Europe (including the former USSR)
5. Socialist counfiies of Asia
6. Developing countries d/
of which in:Afiica
America
Asia
Europe d/
Cceania
7. ©ther, unallocated
0.6
Source: Compiled on the ^asis of data supplied by the Shipping Information Services of Lloyd’s Register of Shipping and Lloyd’s of London Fress Ltd.
Excluding the United States Reserve Fleet and the United States and Canadian Great Lakes fleets, which amounted respectively to 2.8, 1.1 and 1.5 million grt.
a developing country in Europe.
b / ?ercentage shares are shown in italics,
с / Mid-year figure.
d / Including the former Yugoslavia, classified as from 1986 ;
17
Graph 7
id tonnage by counpy groups. 1992 Percentage distribution of dwt
W orld
OCEANIA 0.45 AFRICA 0.99 EUROPE 2.72AMERICA 0.97
A^IA 13.4
Oth.r 1.4%Socialist Asia 3.3%
Eastern Europe- '5.'6%'
Developing 21.€
Open-reg 37.0%
D^^ECs 31.2%
Source: Lloé^d’s Maritime Information Services Ltd. (London).
from 1.6 per cent in 19مهة Again, developed market- economé^ counpies’ share of the container dwt decreased from 74.^ per cent in 1980 to 42.6 per cent in 1992. G onverse^, the open-regishy^ fleets’ share expanded to 25.5 per cent in 1992 from 13.5 per cent in 1980. Developing counpies too ^ignificandé^ increased their share of the world container fleet to18.1 in 1992 as compared to only 7.6 per cent in 1980.
26. The 1992 spucture of the merchant fleets of the main counpy groups is shown in table 9. Developed market-economy counpies’ tonnage in liquid and dry bulk tonnage exceeds 7^.3 per cent of the group’s rotal fleet, with general cargo ships amounting to about 10.0 per cent, while containerships account for 6.4 px؛r cent. Gpen-registry fleets have a greater proportion of their fleets in the tanker and dry bulk carrier sector (combined 78.8 pier cent). Also, the general cargo share is higher than in developed mipket-economy counpies (12.4 per cent), but containerships (3.2 per cent) account for less than the developed market-economy counpies. Tonnage disPibution in developing counpies is characterised by a relatively high proportion of conventional general cargo tonnage (18.6 per cent of total fleet), while cont^ner ships make up for only 3.9 p^r cent. GoncenPation on general cargo tonnage is, however, most pronounced in counpies of GenPal and Eastern Europe (36.8 per cent o f total tonnage), where container tonnage accounts for only 1.8 per cent of the fleet. A similar fleet spucture can be observed in socialist counpies of Asia.
22. Additional details dealing with ownership Pends by vessel type and country groups for the 1 9 8 1 9 9 2 ه- period are found in table 8. In the largest sector (oil tankers), the share of developed market- economy counpies in world tonnage decreased from52.5 per cent in 198ه to 34.1 per cent in 1992, a reduction which was, however, offset by an increase to 44.4 per cent in the share of tanker tonnage under open registries. Developing countries also increased their share to 17.1 per cent in 1992 from 7.7 per cent in 1980.
23. Ownership of dry bulk carriers follows a similar paPern. For example, developed market- economy countries decreased their share from 5^.7 per cent in 198© to 27.8 in 1992, but open-regisPy fleets expanded their dwt share to 35.8 per cent in 1992 from 31.7 px؛r cent in 198©. Developing counpies’ share grew to 25.7 рюг cent, as compared to only9.2 per cent in 198©.
24. In the general cargo and container ship sectors, overall dwt share Pends differed. For the former, the share of the total world dwt decreased from 17.© per cent in 198© to 15.1 per cent in 1992. The proportional share of developed market-economy countries declined by over half and represented21.5 per cent of the general cargo dwt in 1992. Gpen-registry fleet dwt share increased to 3©.4 per cent while developing countries’ share rose to 26.6 per cent in 199^.
25. The container sector expanded to 4.7 per cent of the world dwt in 1992, which is a large change
Percentage shares of world tonnage by type of vessel and country groups 1980 (as at 1 July). 1991 and 1992 (as at 31 December) a/
(In terms of dwt)
18
Table 8
Country group Year Total dwt Oil Eulkcapers b/
General c a ^ o ships
Centainesships
Otherships
Millionsofdw t
Percentage of world total Percentage share by vessel type
World total 1980 ة82.8 100.0 49.2 22.2 12.0 1.6 4.5
1991 683.5 100.0 32.6 35.3 15.1 4.3 2.21992 69ه? 100.0 32.9 34.5 15.1 4.2 2 «
Peroentage sha«؛ by group of counfiies
Developed market- economy counties
1980
1991
350.1223.0 3ت
5^.5
36.052.2 43.4
23.024.3
44.8
50.4
43.9199^ 216.6 31.2 34.1 22.8 21.5 42.6 43.9
©pen-registry countries 1980 212.5 36.2 31.2 20.8 13.5 12.01991 244.2 35.2 43.5 34.5 28.0 23.1 25.8199^ 25?.2 32.0 44.4 35.8 30.4 25.5 26.4
Countries of Central and Eastern Europe
1980
1991 ■12.3
•19.210.2
1992 39.0 4.9 13.2 9.6Socialist countries in Asia 1991
10.922.0 и
4.2 0.1
4.01992 22.6 1.1 3.9 2.3 2.5
Developing countries с/ 1980 68.4 10.0 2.2 9.2 12.6 2.6 12.01991 144.3 21.1 16.0 25.2 26.9 12.9 12.81992 149.9 21.6 12.1 25.2 26.6 18.1 12.5
of which in: Africa 1980 7Л 1.0 1.1 0.1 2.3 2.1
1991 ?.0 0.5 2.2 3.2
1992 6.9 0.5 2.1 2.6America 1980 21.8 3.3 5.6 0.1 3.2
1991 22.4 3.8 2.1 4.61992 2?.6 3.2 2.0 4.2
Asia 1980
1991 !!ن 13.1 10.0 16.6 ث;أإ 15؛.■
5.2
1992 93.3 13.4 10.9 16.9 13.6 15.0 8.9Europe с/ 1980 1.2 0.1 -
1991 12.0 2.0 3.4 3.0 0.2 0.61992 18.9 2.2 3.8 3.2 0.9 0.2
Oceania 1980 0.2 0.1 -1991 3.6 0.1 0.9 0.2 0.1 0.51992 3.2 0.1 0.8 0.2 0.1 0.6
Other, unallocated 1980 3.0 0.2 0.6 0.9 0.11991 9.2 0.5 2.1 0.5 2.2 0.11992 9.4 0.6 1.9 0.5 2.9 0.1
Source: Compiled on the basis of data supplied by the Shipping Information Services of Lloyd’s Register of Shi؟؛ting and Lloyd’؛ of ^ n d o n Press Ltd.
a/ Excluding the Lnited States Reserve Eleet and the United States and Canadian Creat Lakes Eleet.b/ Cre and b ^ k careers, including combined ore/oil and صс/ Including Yugoslavia as of 1ةةو.
19
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concenttated in 0ل counpies or terriiories which conPol 81.2 per cent of dwt and 74.7 per cent o f the number of vessels. In 1992, Japan replaced Greece as the nationality with the largest share (17.3 per cent) of the five major open-regisPy fleets. The United States and Uong Kong ranked third and fourth, with 14.2 per cent and 9.2 per cent, respectively.
E. Comparison of cargo turnover and fleet ownership
33. The relationship between cargo volumesgenerated by different country groups and fleet ownership in 1970, 1991 and 1992 is summarised in table 14. The data indicates a disproportionalrelationship between cargo generation and ownership. In 1992 developed market-economy counpies, e i^ e r directly or through open-registry counpies, conpolled68.2 per cent of the world fleet, while genetPting ,55.9 per cent of the international seaborne Pade. At the same time, the share of developing countries in world cargo turnover stood at 38.1 per cent, while their merchant fleet constituted 21.6 per cent o f the total world fleet in deadweight. Uonger-termcomparisons, however, indicate that developing counpies have significantly reduced the gap between cargo generation and fleet ownership. Thus, in 1970 the share of world goods loaded and unloaded by developing countries was 40.4 per cent, i.e. a relative level similar to the one observed in 1992, while their share of the world fleet was only 6.3 per cent.
F. Forecasts for world fleet development
34. Forecasts for world fleet development by vessel type are shown in graph 8. The World Fleet Forecast Service (WFFS) projections indicate that the Pital world fleet will increase from 675.1 million dwt in 1993 to 851.8 million tons by the year 2003. The liner and dry bulk vessel types are expected to increase by 30.0 per cent and 31.3 per cent respectively over the decade. The deadweight tonnage of the world tanker fleet will increase by 22.3 per cent by the year 2003.
c. The 35 most important maritime counpies and territories
27. The 35 most important maritime counpies in dwt terms are ranked in table 10. The table lists merchant ships registered under national flag and foreign flag vessels when the conpolling interest of the ship is located in the counpy. These 35 countries conPol 9^.9 per cent o f the world merchant fleet through their own register or by conPol of foreign flag vessels. Moreover, shipowners of five countries or territories, i.e. Greece, Japan, United $tates, Norway and Uong Kong, conPol over half the world fleet, and over two-thirds of the world fleet is conpolled by the top 10 maritime counpies.
28. The Pend to (lag out tonnage continues unabated. In 1992 total tonnage registered under foreign flags reached ^95.7 million dwt. Nearly half the tonnage of the 35 most im ^ rta n t maritime countries is thus commercially conpolled, but not registered, in the counpy of domicile of the parent company. This practice is common for all counpy ^•oups but is particularly noticeable for developed market-economy counpies.
D. Open and international registers
29. ©pen and international registers continue to apract a major part of the world merchant fleet. The combined 1992 tonnage under these registers exceeded311.1 million dwt or about 48.6 per cent o f the world total. This is a slight relative reduction from 1991, when the total dwt was 293.7 million or 46.2 per cent o f the world’s merchant fleet.
30. Table 11 summarises the tonnage disPibution o f the five largest open-regisPy countries by vessel type. 91.8 milhon dwt and 73.6 million dwt are flying under the flags of Liberia and Fanama, respectively. By vessel type, oil tankers represent46.2 per cent of total dwt, followed by dلy bulk carriers with 32.8 per cent o f the total dwt and general cargo ships with 12.0 per cent of the total dwt.
31. The participation of nationals in the regisPy of open or international registers is indicated in table 12. The information compares the total tonnage registered in selected counpies with tonnage owned by nationals o f the counpy of regispy. For most open-regisPy counpies the share owned by nationals is minimal or zero, but with international registers ownership exceeds 90 per cent.
32. The true nationality of the five major open- registry fleets is examined in table 13. ©wnership is
21
Table 10
The 35 most important maritime conntries (as at 31 December 1992) a/
Total as percentage of
world total
Deadweight tonnage
TotalNational flag
Number of vessels
TotalNational
domicile Ы
0.580.580.5b0.540.47
54.ت862.1169.39
85.6326.63 6.55?
41.37
44.?618.4476.0333.72
0.2330.8754.42
4.3535.8296.2437.9488.6414.5322.39 25.8573.03 3.5432.3996.72
74.458.03
668 493 97
57 650 س7730 712 53 094 081 31
7^ 391 27 831 637 23
675 692 17 678 113 16
12 254 مح6126 668 11
094 970 10 873 745 9 492 275 8
784 954 6 323 692 6 733 082 6 750 448 5 813 091 5
422 054 5 193 016 5 4 498 91ت
206 056 4 424 851 3
549 704 3 343 688 3 501 556 3 245 431 3 615 027 3
52 915 630 52 353 491
4س0 552 0 218 141 19 708 614 26
988 093 18 625^3 5 168 319 7 427 079 10 812 680 5
926 933 3
ئةأةةا777 419 2 694 784 3 312 523 737 264 771 951 1 312 900 4 824 931 1 157 480 4
1حء 096 0 470 048 1 884 812 2 123 135 849 199 1
090 66 706 554 2
512 571 34
427 132 16 507 373 10 251 034 6 287 012 7 043 020 10 940 936 2 7 734 2س
271 315 10 680 661 8
887 419 5 090 170 3 011 169 6 996 817 5 979 496 3
191501 764 159 3 265 574 195 287 4 816 491 3 736 007 3 540 038 1 480 682 3 700 504 2 893 120 411 490 3
؛619
244
590872؛902
671667331391
149436297
727607169
163318
4270
17?-
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27099
ا 631776 .
521
196
70149190
39
160111
17812592
146
9
1474
1627
3519
107 1
81
414
467
432597182201
233146
186335642429
44291
17303
3339
103272399
26
6479
Greece
lif ted States Nnrwa؛Hong Kong Ghhiatlnited Kingdom
Republic of Korea German؛^Denmatl؛ItalySwedenTaiwan, Province of
China^diaRra^Iran (Islamic Rep.o^SingaporePranceTutke^UkraineNetherlandsBelgium
Swit^rlandRoma^aKuwaitCyprusFinlandPhilippines
Croatia Poland Saudi Arabia Australia
123Total (35 countries) ;078 24؛92.9449.67776
100505010062.8
100.00640 547 312311 102 407329 444 905»73017 950World ا0س10010035.264.9Percentage
.Great la^es Oeet ا
Source: Information supplied by Iloyd’s Maritime Information Se^^ices Utd. (LMIS), London,
a/ Vessels of 1,0مم grt and above, excluding United States reserve fleet and United States and (
b/ The county of domicile indicates where the controlling interest of the Oeet is located, in terms of the فءrent company. In several cases, this has requTted certain )udgements to be made. Thus, for instance, Greece is shown as the country of domicile with respect to vessels owned by a Gmek owner wi؛h representative offices in New York, London and Piraeus, although the owner may be domiciled in the United States.
1 self-goveming te^tories. For the United Kingdom, an open-registty country) and Hong Kong (shown ؛
iat؟sso؟ or ؛e؛vessels flying the national Hag but registered ht territorial de^en^enc؛ tcludhtg؛ /с ; 11 British Hag vessels are included under the national Hag, except for Bermuda (listed in table
(.separately in the present table
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(Thousand dwt as at 31 December 1992) مؤ
23
Table 12
Country of regispy or register
Total tonnage registered in the counpy of register
Tonnage owned by nationals of the counpy
of registry
Share of tonnage owned by nationals in the total
registered fleet (%)
Liberia 9 1 757 0 0.0
Fanama 73 585 63 0.1
Norwegian International Ship Regispy 34 864 32 717 93.8
Cyprus 33 374 2 99B 9.0
Bahamas 31979 104 0.3
Malta 14 334 5 0.0
Danish International Ship Regispy
6 692 6 6 8 8 99.9
Bermuda 5 467 0 0.0
¥anuatu 2 935 0 0.0
Source: See table 11.
a/ See table 11.
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Comparison between total cargo turnover and fleet ownership by groups of countries. 1970. 1991 and 1992
25
Table 14
Country grouping Year Coods loaded and unloaded (millions of tons)
Total of goods
unloaded (millions of tons)
Merchant
(mii؟ ons of dwt)
Percentage of world total of
^aded Unloaded Goods
unloaded
Merchant fieet owned
(dwt)
Developed market- econo^^ and open- registry countries
1970 802.7 2 010.4 2 813.1 282.2 54.8 86.5
1991 1 821.0 2 878.0 4 699.0 467.2 56.2 68.4
199^ 1 8ص.0 2 933.0 4 778.0 473.8 55.9 68.2
Developing countries 1970 ! 643.3 431.6 2 074.9 20.5 40.4 6.3
1991 2 031.0 1 115.0 3 146.0 144.3 37.6 21.1
1992 2 100.0 1 154.0 3 254.0 149.9 38.1 21.6
Countdes of Central and Eastern Europe (including the former USSR)
1970 145.4 57.4 202.8 20.5 4.0 6.3
1991 184.0 166.0 350.0 40.8 4.2 6.0
1992 177.0 161.0 3^8.0 39.0 4.0 5.6
Socialist countries of Asia
1970 1 .4 30.2 43.6 1.2 0.9 0.4
1991 84.0 86.0 170.0 22.0 2.0 32
199^ 88.0 87.0 175.0 22.6 2.1 3.^
World total a/ 1970 2 604.8 2 529.6 5 134.4 326.1
1991 4 120.0 4 245.0 8 365.0 683.5
1992 4 210.0 4 335.0 8 545.0 694.7
Source: As per tables 3 and 8.
a/ Including unallocated tonnage indicated in annex ni.
Forecast of world fleet by principal type 1993 to 2003
Graph 8
MILLIONS OF DWT)هم0
8 0 0
ООО
40 0
200
1996 1997 1996 1999 20 0 0 2001 20 0 2 2006
YEARSء Dry Bulk ؤ General ContainerTanker
Source: DRI/LMIS World Fleet Forecast Seryice.
Box 3
Liner Pade growth changes direction
Container Pade growth to the end of the century is set to outsPip that of other shipping markets, with inPa-Asia Pade leading the way. Uoweyer, growth in the supply of tonnage means the problem of oyercapacity may be around for some time. This was the message from the World Sea Trade Outlook conference held recently in Amsterdam and hosted by Dr. Douglas Beck, Research Diiector of DRI/McGraw-Uill.
Michael L. Sclar, Senior Consultant at DRI/McGraw-Dill, presented forecasts from the World Sea Trade Seryice (WSTC), an important forecasPng tool for seyeral major liner companies. To the end of this century, total world seaborne Pade is expected to grow at an ayerage of 3.3? per cent per year. Within this, liner Pades are e x a c te d to grow 5.8 per cent per year. Higher growth, 6.3 per cent per year, is forecast for unitized Pade, expanding from 28 million TEU per year today to su ^ass 40 million TEU/year in 1998, increasing to 45 million TEU per year by 2000. This growth rate would be an enormous Spain on ports and surface P ans^irt systems.
A narrowing of the gap between rates of growth in Pade into the United States, Canada and Europe on the one hand and lapan and the newly indusPialized economies on the other is expected.
On specific pades, the most spiking projection is for steady growth in the Atlantic Pom 1993 onwards of both east- and w est-^u n d shipments. By the year 2000, more than 800,000 TEU/year may be shipped in both directions. On the Panspacific, east-bound trade is projected to outsPip west-bound moyements by more than 1 million TEU per year by 2000. InPa-Asian container Paffic will continue to enjoy the sPongest growth rate of any Pade, and is forecast to double to around 7 million TEU per year at the end of the decade, an ayerage increase of 8.5 per cent per year.
Source: Lloyd's Shipping Economist (London), Noyember 1992, p. 10.
PRODUCTIVITY OP THE ^O RED FEEET AND THE SUPPLY AND DEMAND SITUATION IN ^ORLD ^HIPPINO
27
Chapter III
analysis of the balance ه» worldfleet and ءامء/م operational productivity ؛ءءم concerning مء؛ممممءءمه^آءءمحي/«ءهءممم'،م/اThis cargo carried per dwt, ton-miles performed and /ء«مء ٠ are ءآم؛سهين Key .٠٢ ءبم««مء/ between supply and demand
,surplus tonnage by main shipping market sectors
9.2 million dwt - a 22.7 per cent decline. Most o f dte redaction came from activating VLCCs and ULCCs that had been used for short-term storage since the Gulf crisis. Table 20 indicates the long-term decli^ng trend in tankers used for storage. For example, in the peak period (July 1981) 26.9 million dwt were employed in oil storage compared to the recent low in November 1992 of 8.8 million dwt.
^9. G vercapacity in thedrybulksectorexpandedto 2 1 و. million dwt. This represents a 21.3 per cent increase over 1991 and amounts to about 10 per cent o f the world dry bub؛ fleet. The diseq^librium can be explained by declining outputs in the steel industry and a corresponding drop in the demand for coal and iron ore. This, combined with a small dwt increase (0.98 per cent) in the bulk fleet, contributed to dte highest su^ lus since 1982.
40. $ u ^ lu s capacity in the conventional generalcargo and unitized sectors is normally less than the bulk bades. This is because the shipowners are catering to a more constant ^ d in g pattern and are less involved in the volatile spot markets. In 1992 onl^ 4.3 per cent of the conventional general cargo vessels’ total dwt was in excess o f demand. The unitized fleet su ^ lu s was even less, with 1.6 per cent. Moreover, these 1992 surplus ratios are well below the 10-year annual averages of 8.و per cent and3.6 per cem, respectively.
Estimate of tons and ton-miles per dwtA.
35. Gperational productivity indicators for the world fleet continued to improve in 1992 (see table 15 and graph 9). Tons of cargo carried per dwt reached6.06 tons, and ton-miles performed per dwt continued the upward bend to reach 26,314. The increm ent^ gains can be attributed to the growing expansion of world seaborne trade, better utilization of shipping capacity and a quadrupling of scrapping of obsolete and inefficient tonnage in 1992.ق Tables 16 and 17 provide additional details on ton-miles performed by tanker, bulk carriers and combined carriers. The former experienced the largest gains over 1991, as ton-miles of oil and grain carried by tankers grew by3.9 per cent. Ton-mile performance by the remaining bulk fleet shows minimal operational productivity change.
B. Supply and demand in world shipping
36. Excess capacity expanded to 10.1 per cent of the world merchant Eeet in 1992. Table 18 provides a summary of tonnage oversupply for the 1983-1992 period. The total surplus reached 71.7 million dwt, compared to 64.2 million dwt in 1991. By sector (see table 19) the tanker bades continued to have dte largest proportion of excess tonnage, followed by dry bul^, while the conventional and unitized fleet had less than 5.0 per cent su^ luses (see graph 10 for sector comparisons).
37. S u^ lus capacity ط the t^ k e r sector reached its highest levels since 1988. A total of 41.8 million dwt or 14.8 per cent of the total world tanker fleet was in excess in relabon to oil seaborne bansport demand. This was slighdy higher than in 1991, when14.6 per cent of the Eeet was su ^ lu s but considerably less than the 1983 high of 42.0 per cent. The growth in excess capacity is primarily due to a shift from tankers being employed in oil storage to active service.
38. Tanker tonnage engaged in oil storage declined over the full calendar year 1992. In January, tankers used for storage p u^oses amounted to11.9 million dwt and by year-end the total was
Cargo carried and ton-miles performed per dwt of the total world fleet, 1980-1992
Table 15
Top-miles performed per
dwl• dwt
T ops of I
carried p؛Total ton-miles performed (thopsands of millions of
ton-miles)
Total cargo c؛؛rried (millions
of tons)
^ o r ld fleet (millions of
dwt)
Year
24 571 22 99020 4b0 1 ^ 5 4 0
19 820 19 80021 680 2 ^ 6 1 024 36025 68026 000 26 150 26 310
5.425.164.724.715.065.09 5.41 5.54
6.10 6.09 6.036.06
16 777 15 840 13 69912 85013 368 13 16013 85614 29815 29916 38517 12117 87318 280
3 704 3 555 3 273 3 230 3 410 3 382 3 459 3 505 3 6923 8914 008 4 120 4 210
682.8
693.5 686.0674.5 664.8 639.1632.3 628.0 638.0658.4683.5 694.7
1980198119821983198419851986198719881989199019911992
Source: ^ o r ld fleet: Lloyd’s Register o f Shipping: Statistical Tables (London), various issues. Shipping Information Services of Llo؛?d’s Register of Shipping and Llo؛?d’s of London Press Ltd. (mid-year data for 1980-1990, year-end dam for 1991 and 1992); total cargo carried: UNCTAD dam bank; ton-miles: Fearnleys, Review (©slo), various issues.
Graph 9
index of ton-miles performed per d^Ltpm l world fleet(1980-1992)
In d e x 19 8 0 = 100
1980 1981 198ة 1988 1984 1985 1988 1987 1988 1989 ل990 1991 1992
YEARS
Source: l^ C T A D calculations based on mble 15, Review ofM aritim e Transport, 1992 (TD/B/CN.4/8).
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Estimated productivity of tankers, bulk carriers, combined carriers and the residual fleet, a/ 1980-1992(Tons carried per dwt)
30
Table 17
Tons carried per dwt of the
residual fleet
Tons carried by the
residual fleet b/
(millions)
Tons carried per dwt
ofcombinedcarrters
Tons of oil and dry bulk cargo carried by combined
carriers of over 18,000
dwt (millions)
Tons carried per dwt of bulk carriers
Tons of dry cargo carried
by bulk carriers of
over 18,000
(millions)
Tons carried per dwt
of tankers
Tons of oil and
^•a in carried by
tankers (miltions)
Year
8.338.227.627.367.818.108.52
9.049.10
9.49
1406 1404 1321 1 272 1 358 1 389 1420 1384
1612 1680 1 7 2 2 1 770
5.535.124.555.074.80
6.356.34
282262232196214200195195 ^14 211 203196 192
2.942.90
3.303.363.543.163.27
3.27 3.24
396421455493566620663693610639667707700
1أ93 م
1564 1419 1 191 1 132 1 174 1 084 1 140 1 185 1 295 1 398 1427 1485 1 545
1980198119821983198419851986198719881989199019911992
Source: As for table 16.
a / See footnote a/ to table 16.b / See footnote b/ to table 16.
Tonnage oversupplv in the world merchant fleet. 1983-1992 (Million dwt and percentages)
31
Table 18
198^ 1984 1985 1986 1987 1988 1989 1990 1991 1992
Million dwt
694.7c/683.5c/658.4638.0627.9639.1664.8674.5W orld memham fleet (as at mid-year)
^195؛..4101.1108.0161.171.(^.71.764 n ^ lu s tonnage a/
624.4619.3531.0 531.2 544.5 575.7 594.7503.:503.:490.:Active fleet b/
?ercentages
و10.19.47 .16.016.924.325.4^nrplus tonnage as a pe tpen tageofthe world merchant Eeet
11.310.410.710.819.020.^32.134.0Surplus tonnage as : percentage of the active world merchant fleet
Source: Shipping Information Services o f Lloyd’s A g is te r o f Shipping and Lloyd’s o f London Press Ltd.; Lloyd’s Shipping Economist (London), various issues.
a/ Estimates of average year figures. Smplus tonnage is defined as tonnage which is not fully utilized due to slow steaming, lay-up status or because it is lying idle for other reasons. As of March 1989, Lloyd’s Shipping Economist (London) (the main source for estimates of 8иф1и8 tonnage in the world fleet shown in the pmsent paper) changed the base for its calculation of slow-steaming bulk carriers (see the March 1989 issue of Lloyd’s Shipping Economist (London), p. 10). Thus the figures for the bulk carriers’ su ^ lu s Eeet for 1982-1985 in this table are estimated in accordance with the method used before March 1989. Estimates for 1986-1992 are based on a new method which show considerably lower figures.
W orld fleet minus surplus tonnage.b /
¥ear-end figure.£ /
Analysis of tonnage oversupplv by main vessel type. 1983-1992 (Average year figures in million dwt) a/
32
Table 19
1983 1984 1985 19861987 1988 19891999 19911992
Supply of world tanker fleet b/
319.4 296.7 273.9 261.7255.1 259.6 253.9 266.2 273.5283:4
Total tanker surplus fleet с/
134.9 111.7 199.9 ء'ءم 65.854.7 41.9 وص 39.8 41.8
Share of surplus fleet in the world tanker fleet (per cent)
ه2.ه 37.7 37.9 26.3 ,.ء ء,،ت 16.2 ... 14.6 14.8
Supply of world dry bulk fleet b/
292.9 215.9 222.7 215.4213.8 229.6 225.4 235.9237.3
Dry bulk fleet surplus с/ 52.9 59.3 59.1 39.828.9 23.4 17.919.429.7 25.1
Share of su^lus ط the world dry bulk fleet (per cent)
25.6 23.4 22.5 14.3 ...19.67.5
ء
19.6
Supply of world conventional general cargo fleet
. . . 79.8 74.964.763.463.6 63.5 63.9
Uonventional general cargo fleet surplus
. . . "٠ ء.ل 4.3 ء.ل ٤٠ 2.2 ٤، ٤٤ 2.7
Share of surplus in the world conventional general cargo fleet (per cent)
19.1 7.7 4.5 4.3
Supply of world unitized fleet مفي
25.2 27.3 «.٠ 32.934.435.837.5 49.343.9
Su!plus of unitized fleet 1.5 1.6 1.71.51.7 9.89.8 9.5 9.4 9.7
Share of surplus in the world unitized fleet (per cent)
6.9 5.94.8 2.3 ٤٤ 1.3 1.9
[ on Lloyd’s Shipping Economist (London), various issues.Source:
a/ Aggregates for all sectors as sbown in tbe present table are averages for the y differ from the world figures in table 18, which indicate estimates at mid-year. Table 19 excludes tankers and dry bul^ callers of less than 10,000 dwt and conventional general cargo/unitized vessels of less than 5,000 dwt.
b/ Including combined ore/bulk/oil carriers on the basis of actual supply (e.g. Decem^r 1992, total of 32.9,of which 15.6 as tanker and 17.3 as dry bulker).
с/ deluding 50 per cent of combined ore/bulk/oil carriers.
d/ Unitized fleet includes here fully cellular containerships, partly cellular containerships, ro-ro ships and barge carriers.
Trends in surplus capacity by main vessel types 1983-1992
33
Graph 10
P ercen tage of secto r 's to ta l dwt
YEARS
Dry butte EH3 General cargo UnitiizedTankers
Source: UNCTAD, based upon table 19.
34
Table 20
Tanker tonnage engaged in oil storage, 1981-1992 (Capacity in thonsand dwt)
Total
DwtNo.
^Itort-ternt
DwtNo.
8etni-perntanent
DwtNo.Date
26 854 24 454 15 456 13 75013 60114 395 20 735 18 477 18 05615 86715 892 20 027 14 92916 231 14 189 10 906 11248 10 396 11402 12 64917 58010 844 1191311 1^710 38411 133 11644 1129312 159 11421 10 503 9 2208 8279 185
1141037467677491
z
73
6770
55 545354
56 615755
57616156
4750
16 205 11 772 2 7532 6151 764 4 658
11 13412 093 9 7148 3539 196
12 879 7 917 9 394 7 6364 7835 1254 1625 6186 720
114994 5535 588 5 124 4 3714 9865 343 5 217 5 734 4 569 4 1723 1572 844
4516161425
49
353345
ةة19 1620 27 52 22 27 2523 25 252425 23
؛ئ؛ة
649 10
703 12 135 11 837 11 737 9 601 9 384 6 342 8 514 7 696 6 148 7012 7 837 6 553 6 123 6 123 6 234 6 784 5 929 5 081 6 291 6 325 6013 6 013 6 147 6 301 6 076 6
852 6 331 6 063 6 983 5 299 6
52
53494330
4340
إ35 37 343334
3432323334 3336
3533 3234
July 1981 January 1982 July 1982 January 1983 July 1983 January 1984 July 1984 January 1985 July 1985 January 1986 July 1986 January 1987 July 1987 January 1988 July 1988 January 1989 July 1989 January 1990 July 1990 Decetnber 1990 July 1991 December 1991 January 1992 February 1992 March 1992 April 1992 May 1992 June 1992 July 1992 August 1992 September 1992 ©ctPber 1992 Npvember 1992 December 1992
Source: John I. Jacobs PLC, World Tanker Fleet Review (London), various issues.
SHIPBUILDING, SECOND-HAND MARKET AND DEMOLITION
The chapter reviews the supply side ofthe world shipping industry. This includes newbuilding ٠٢همح٢ك , new ship prices, and deliveries of new tonnage on order. Second-hand prices for major sectors are also reviewed, as are deductions from the worldfleet due ؛٠ demolition.
35
Chapter IV
c. Deliveries of newbuildings
44. T b le 23 ittdicates that the total toPttage ofpewbuildipgs delivered iit 1992 reached 18.6 tpilliott grt. This represertm a 15.8 per cent growth over the previons ؛?ear’s figttre, although the nnmber of newbnildings decreased from 1,574 units in 1991 to 1,506 units in 1992. ©il tankers dominated newbuilding deliveries, as gross-ton tonnage increased b37.4 ?؛ per cent from 1991, reaching 9.0 million grt. Containerships increased b13.8 ?؛ per cent to2.2 million grt in 1992, but the "other ships" categor؛? declined 7.2 per cent to 2.1 million dwt.
45. Deliveries of newbuildings b؛? counfi؛?groupings - according to countr؛? of build - are indicated in table 24. Shipyards of developed market- economy countries maintained dteir predominant position in the delivery of newbuildings. Tonnage delivered in 1992 increased by 4.9 per cent as compared to the previous year to reach 11.67 million grt or 66.6 per cent of all newbuilding deliveries, of which 7.56 million grt were delivered by Japanese shipyards.
46. The amount of tonnage delivered by developing counfiies’ yards increased considerably in 1992, rising by 34.6 per cent over the previous year and reaching 5.2 million grt. The newbuildings, however, were highly concentrated in only one developing counfiy, namely the ^ p u b lic of Korea; with 4.7 million grt delivered by its yards, the Republic of Korea accounted for 96.2 per cent o f the newbuildings delivered by all developing countries in1992.
D. Tonnage on order
47. The backlog of new b^lding orders is reflected in table 25. The information indicates a declining fiend from the record high of 64.8 million dwt in March 1992 to 56.6 million dwt at year-end. The downward fiend reflects the dearth o f new orders and the completion of ships under construction. The order l^oks are dominated by tanker tonnage (28.9 million dwt), followed by dry bulk carriers (15.7 million dwt).
A. Newbuilding orders
41. Total newbuilding contracts decreased by36.7 per cent in 1992. The downward fiend began mid-year, and in Decem l^r only 412,666 dwt of orders were placed (see table 21). The decline mirrors many owners’ uncertainty over g lob^ recession and the short-term growth prospects for world trade. The decrease was particularly significant for tankers, where orders declined by 49.4 per cent from 1991. Moreover, a major shift to ^ e e t IM© double-hull regulations did not occur, although an emphasis on quality and environmental features was evident. The larger tanker orders reported included 13 VLCCs, 8 Suezmax, 15 Afiamax and 4 ?anamax tankers. —
42. New orders for dry bulk carriers declined38.7 per cent fiom the previous year. ١Yithin the ?anamax sector, tonnage increased, but ©apesize and handy-size orders were less than half those of 1991. ©onversely, general cargo and container tonnage newbuilding orders increased 59.9 per cent and79.7 per cent, respectively (see table 21). Many of the general cargo/container orders were for replacement of older, less efficient vessels. The remaining new orders were spread over car carriers(12), a few refrigerated ships, passenger/ferries (7) and cruise vessels (3). —
B. Ship prices
43. Despite a strong reduction in the demand fornew ships, newbuilding prices did not decline by more than 16 per cent from the end of 1991. — As shown in table 22, the prices of the principal types and sizes o f ships, except 1,266 TEU ro/ro and 2,566 TEU full containerships, decreased or remained unchanged. Larger 256,666 dwt tankers’ and LNG carriers’ prices decreased from the أص 125,666previous year’s 16-year high. Gver the calendar year 1992, 256,666 dwt tankers remained at the$96 million level in the first quarter, and the large LNG carriers maintained the $u$ 246-266 million level in the first six months, but fell towards year-end. Smaller bulk carriers of 76,666 dwt and 126,6س dwt followed the same overall downward fiend for all ship t y ^ s in 1992.
carriers and combination carriers. In the tanker sector, the decrease in values occurred despite the very active market stimulated by Norwegian owners. Moreover, the total amount o f tanker tonnage traded slightly exceeded the 1991 volume by 3.2 per cent. VLCG/ULCCs dominated the market through the year, with 25 vessels sold for further trading and 25 vessels sent to demolition. Also, the Suezmax, A ^am a^ and handy-size tankers were haded in an unex{№ctedly large number. Dry bulker prices were influenced by overcapacity and depressed freight charter rates throughout most of 1992. In the combination carriers market, total hansactions dropped signihcantly from a total of 26 ships in 1991 to about 13 during 1992, with total tonnage declining by 69.9 per cent.ء
48. Table 26 indicates that tonnage on order in developed market-economy counhies and open- registry counhies at the end of 1992 amounted to15.6 million dwt and 36.5 million dwt, respectively. This repmsented 27.9 per cent and 54.4 per cent of the world total tonnage on order and was about the same proportion as the previous year. Developing countries’ share stood at 8.6 per cent of the world total tonnage on order in 1992, versus 8.1 per cent in1991. The share of counhies of Central and Eastern Europe feh to 3.2 per cent in 1992 from 4.1 per cent in 1991, while socialist counhies of Asia gained1.8 per cent, reaching 4.1 per cent in 1992.
49. By country of registry, d ev e lo ^d market- economy countries and open regishies taken together had the largest ^ r t io n of ships on order for all types of newbuildings. The 1992 combined share in the orders for dry bulk carriers and containerships increased to 78.3 per cent and ?9.3 per cent, respectively. Conversely, the share in the 1992 order book for oil tankers and general cargo ships was reduced to 8? .3per cent and 54.2 per cent respectively.
56. Developing counbies increased their share in the ships on order in 1992 ^ r oil tankers and general cargo ships to ?.5 per cent and 1?.5 per cent respectively. In the other sectors, however, a decrease in orders occurred. For example, the proportion of dry bulk carriers and containerships amounted to4.8 per cent and 12.3 per cent, respectively. Moreover, Asian developing counbies were the source o f more than half o f the group’s tonnage on order, followed by Eatin America with 35.8 per cent.
E. Sale and purchase of second-hand tonnage
51. In the second-hand market, prices of five-year-old tankers and dry bulk carriers were conspicuously marked down as showp in table 2?. The lower prices reflect the fact that the average freight rates of tankers throughout 1992 were the lowest both on spot and period markets for the three principal sizes, compared to those of the last three years, 1989-1991. Similarly, the prices for second- hand dry bulk carriers declined significantly from1991. For example, ships in the 66,666 dwt group fell 21.? per cent, and 126,666 dwt vessels dropped 24.3 per cent. Handy-size dry bulk carriers, however, decreased only 7.4 per cent. The overall decreases reBect the parallel declines in the dry bulk freight markets.اتق
52. Table 28 indicates monthly fluctuations of sales and purchases of second-hand tankers, dry bulk
37
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Table 22
8-1992Representative newbuilding prices. 1980. 1985 and (Millions of dollars)
Type and size of vessel 1980 1985 1988 1989 1990 1991 1992 Rercentagechange
1991/1992
ООО dwt bull 30؛ 1? 11 19 22 24 24 24 0
32 ООО dwt tanl؛er 19 18 23 27 29 30 30 0
٥ dwt bull؛ ٠ ٥ 0? 24 14 24 27 32 32 30 -6.3
dwt tanl،er ٠ ٠ ٥ 80 28 22 33 38 42 43 42 -2.3
120 0 س dwt bulk 32 27 33 42 45 47 44 -6.4
250 ООО dwt tanker ?5 47 63 75 90 95 86 -9.5
125 000m ^L N G 200 200 150 190 225 260 237 -8.9
صهم?ه ?5 0لأ 77 44 57 68 78 83 80 -3.6
1 200 TEU ro/ro 44 28 28 32 36 38 40 5.3
15 ООО dwt general cargo ship 14 12 17 22 24 24 24 0
2 500 TEU full containership .. 26 32 41 52 58 59 1.7
Source: Lloyd’s Shipping Economist (London), various issues.
Distribution of deliveries of newbuildings by principal types of ships. 1991-1992 (Nut^ber of ships, thousands of grt) a/
39
Table 23
Ship types 1991 1992
No. ©rt No. ©rt
©il tanlrers 151 6 567 215 9 622
40.8 48.4
Bulk carriers 75 3 231 77 3 342
20.1 17.9
©eneral cargo 421 2 684 366 1958
13.0 10.5
©ontainerships ?8 1916 88 2 173
11.9 11.7
©ther ships 849 2 363 766 2 138
14.3 11.5
World total 1 574 16 695 1 566 18 633
100.0 100.0
Source: Lloyd’s Maritinre Information Services Ltd. (LMIS), London,
a / ?ercentage shares o f the world total are indicated in italics.
Distribution of deliveries of newbuildings by groups of countries of build. 1991-1992(Tltousands of grt)
40
Table 24
Country grouping 1991 1992
Deyeloped m arkt-econom y countries 10 548 11067
66.2 60.6
Deyeloping countries 3 902 5 230
24.5 28.7
Countries of Central and Eastern Europe 683 594
4.3 3.3
Socialist counbies of Asia 293 363
1.8 2.0
Gther, unallocated 511 999
3.2 5.5
World total15 937 18 253
100.0 100.0
Source: Compiled by tlte UNCTAD secretariat on tlte basis of data contained in Lloyd’s A g is te r of Shipping: Merchant shipbuilding returns, quarterly issues of the respectiye years.
Percentage shares of the world total are indicated in italics.
,s tons and oyer. This table is not fully comparable with table 23؛
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b/ General cargo ships of 2,000 which includes ships of 100 grt and oyer.
41
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42
Table 26
Countries of registry Allships
Oiltankers
Bulkcarrrers
Oeneralcargo
Containerships
Otherships
W orld total 56 032 28 918 15 66^ 2 725 4 734 3 989
Developed market-economy countries 15 622 6 835 4 011 865 1 807 2 104
©pen-registry counbies 30 502 18 417 8 249 612 1947 12 7 6
Subtotal 46 124 25 252 12 260 1477 3 754 3 380
Counbles of C en ta l and Fastern Europe 1 804 366 704 639 48 47
Socialist countries of Asia 2 275 702 1 100 116 330 28
Developing counbies, total 4 508 2 163 751 478 584 532
of which in: Africa 14 0 سسس 14
America 1616 1 189 203 85 98 41
Asia 2 733 862 548 386 460 477
Europe 145 112 - 7 26 -
Cceania - - - - - -
Unallocated 1321 435 851 15 18 ل
Source: Lloyd’s Maritime Information Services Ltd. (LMIS), London.
Table 27
Second-hand prices for five-year-old vessels. 1986-1992 (as at end of year)
(Millions of United States dollars)
1986 1987 1988 1989 1990 1991 1992Fercentage
change1991/1992
30 ООО dwt tanker 11.0 13.0 16.0 20.0 21.5 20.0 14.5 -27.5
80 ООО dwt tanker 13.0 16.0 22.0 34.0 34.0 32.0 22.0 -31.3
130 ООО dwt tanker 13.8 20.0 28.0 40.0 37.0 36.0 29.0 -19.4
27 ООО dwt dry bulk carrier 4.0 7.0 11.0 14.0 11.0 13.5 12.5 -7.4
60 ООО dwt dry bulk carrier 7.8 13.0 17.0 21.5 18.5 23.0 18.0 -21.7
120 ООО dwt dry bulk carrier 12.0 19.5 ?-7,5 32.0 28.0 37.0 28.0 -24.3
Source: Fearnleys (Uslo), Review 1992.
'43
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44
demolition sales, as compared with 72.7 per cent in 1991 (see tahle 30). Dry bulk carrier sales increased the most, up from 0.7 million dwt in 1991 to 4.1 million dwt in 1992. Most o f the ships sold for demolition comprised larger dry bulk carriers with an average size of about 64,000 dwt in 1992. —م The tannage of tankers sold to shipbreakers also increased from 2.7 million dwt in 1991 to 11.6 million dwt in1992. This included 25 VLCCs, o f which 16 were sold to China, 5 to Pakistan and the remaining 4 to Bangladesh.
55. Table 32 indicates a downward trend ط demolition prices in the three main markets. India and Bangladesh paid the highest prices. By the end of the first quarter o f 1992, the average price was $ u s 175.0 per Idt, but when supply increased, breakers managed to lower prices down to $ u s 137.5 per Idt.
F. Demolition of shins
53. ٨ dramatic change in the volume of ship demolition occurred in 1992. Total tonnage sold (see tables 29 and 30) was higher than in the four previous years and reached 19.0 million dwt. The surge in demolition can be attributed to poor earning prospects for shipowners in freight markets, scrap incentive schemes, obsolescence of older bulk carriers and tankers and the expansion of ship breaking activities in Bangladesh and China. Despite the tremendous increase of tonnages sold for demolition, the average age of broken-up ships increased marginally for tankers and dry bul^ carriers. Only the average age of scrapped general cargo ships increased markedly from 24.8 years in 1991 to 25.7 years in 1992. Table 31 indicates comparative bends for the 1985- 1992 period.
54. Dry bulk carriers and tankers combined represented 82.7 per cent of the 1992 world
Table :
Broken-up tonnage bends, 1980. 1985-1992
1980 1985 1986 1987 1988 1989 1990 1991 1992
Tonnage sold (or breaking (million dwt)
10.0 41.7 31.2 16.3 5.7 3.3 4.7 19.0
Share of broken-up tonnage in the total world fleet (percentage)
.ل ء 6.3 4.9 2.6 0.9 0.5 0.5 0.7 2.7
Source: Featnleys (Oslo), Review, various issues.
Table 30
Tonnage reported sold for breaking by type of vessel. 1987-1992 (Thousand dwt and percentage shares)
Type of Thousand dwt ?ercenta^e sharesvessel
1987 1988 1989 1990 1991 1992 1987 1988 1989 1990 1991 1992
T ^ e r s 6 549 ^570 1567 1 ООО 2 714 11 561 40.1 44.6 48.1 29.9 57.3 60.9
Combinedcarriers
950 793 108 378 426 1580 5.8 5.1 3.3 11.3 9.0 8.3
Dry bulk carriers
، « 510 «٠ 728 4 141 33.9 14.7 15.6 19.4 .ء-م 2T8
Drher dry car§0 ships
3 310 7 050 076 ١ 1 3D 870 1 693 20.3 35.6 33.0 39.4 18.4 8.9
Toral 16 348 5 759 3 261 3 344 4 738 18 975 100.0 100.0 100.0 100.0 100.0 100.0
Source: Fearnleys (Oslo), Review, various issues.
Average age of broken-up ships by type during 1985-1992 a/(years)
45
Table 31
©eneral eargo shipsDry bulk carriersTankersYear
22.323.623.8 24.2 25.5 25.124.825.7
20.119.419.822.4 23.1 21.7 22.022.9
20.921.324.4 24.624.926.4 25.3 25.8
19851986198719881989199019911992
Source: Institute of Shipping Economics and ^ g is t ic s (Bremen), Shipping Statistics, 1993, No.
a/ Ships of 300 grt and over.
Table 32
Demolition prices in 1990-1992 (Dollars per Idt)
Market
Month Ear East ?akistapBndia sputhern Eurppe
1990 1991 1992 1990 1991 1992 1990 1991 1992
January 215.0 160.0 155.0 260.0 180.0 180.0 120.0 107.5 82.5
February 215.0 160.0 160.0 260.0 160.0 172.5 120.0 85.0 77.5
March 202.5 160.0 155.0 252.5 175.0 175.0 122.5 85.0 80.0
April 202.5 157.5 150.0 260.0 185.0 157.5 122.5 90.0 80.0
May 202.5 157.5 140.0 262.5 180.0 150.0 122.5 80.0 80.0
June 202.5 155.0 140.0 260.0 180.0 142.5 122.5 80.0 80.0
July 202.5 155.0 140.0 262.5 157.5 152.5 122.5 80.0 80.0
August 202.5 155.0 140.0 252.5 157.5 150.0 120.0 82.0 80.0
September 192.5 155.0 142.5 232.5 157.5 150.0 117.5 82.5 80.0
©ctober 190.0 155.0 142.5 210.0 160.0 150.0 117.5 82.5 80.0
November 180.0 155.0 142.5 195.0 160.0 137.5 117.5 82.5 80.0
December 160.0 155.0 142.5 180.0 170.0 150.0 107.5 82.5 80.0
Annual average 197.3 156.7 145.8 240.6 168.5 155.6 119.4 85.0 80.0
Annual average change (%)
-19.0 -20.6 -7.0 -4.8 -30.0 -7.7،■د -28.8 -5.9
Source: Institute of Shipping Logistics (Bremen), Shipping Statistics, various issues.
46
Box 4
New tankers expected to keep rates low
A stronger United States economy and relatively high levels of scrapping are expected to provide some upward pressure on freight rates, but the large n u m ^ r of new tankers coming on hne is expected to keep 1993 rates around 1992’s low levels. The low rates will translate into more financial pressure on shipowners.
Although Just about everybody agrees 1993 looks like a tough year for tanker owners, there remain a lot of wild cards in the market that could send it spiking up or down. The first is scrapping, which turned out to be one of the bright spots for owners in 199^. After years of hoping, at least ^3 very large crude carriers headed for the scrap heap in 1992.
MarsoB Inc. in Boston estimates that about 12 million deadweight tons of tankers and combination carriers were scrapped in 1992 and about the same amount will go to the breaker’s yard in 1993. With about 20 million dwt worth of new tankers coming on the market, that yields a net gain of only 8 milhon dwt, or a 3 per cent growth of the fleet. "We see demand growing Just a little bit fast," said Kevin Hazel, MarsoB’s senior shipping economist. The key element of the demand growth will come from the United $tates, where Marsoft predicts oil imports will be up 8 per cent. United States oil consumption "should increase a little, and production should go down a bit," Mr. Hazel said.
Rates could plunge even lower, SS&Y Research Services Ltd. warned in a recent edition of its shipping review. Rolitical factors are always a significant unknown for the tanker market, most immediately the possibility that Iraq could return to the world oil bade. Iraqi oil moved by p i^ lin e to Turkey has a much shorter trip to Europe than Rersian Uulf crude and demands fewer ships to move it.
Similarly, the increase in capacity of the burned pipeline wih put downward pressure on tanker demand. And, as always, slower-than-expected growth in the major indusbial nations could set back the tanker market, SS&Y warned.
Source: The Journal o f Commerce, International Edition, February 1993.
Chapter V
PORT DEVELOPMENT
47
/،،١٧ ١٧٠٢»،? container port trcffic, including expanded coverage and ^/٠^/ This chapter covers recent developments in thم^ء/؛،،/م« ٠/ the ء/مك of ports ،ء ا،?،/مءاه«،آ.،،?، e /٧٢٢^١٧ ٠ A .مء،؛«؛،^ث؛«ء» records ،« reported TEU
minimum, ^ r exampie loading/discharging, storage and some navigationa! services. Investments are concentrated on waterBont inBastructures, without an}? awareness of what is happening to the vessels and cargo outside that waterfront area. Such attitudes and the resulting resbicted scope of activities have led ports of the first generation towards organizational isolation.
61. Second generation ports are different. In this category of ports, Covernments, port authorities and those who provide port services have a broader understanding of the functions of seaports. The port is regarded as a bansport, indusbial and commercial service cenbe. Thus, ports are allowed to undertake and offer indusbial or commercial services to their users which are not directly connected to the baditional loading/discharging activity. Based on a broader conception and management attitude, ^ r t policies, legislation and development sbategies are made.
62. As a «؛suit, the scope o f port activities is extended to commercial activities or any other relevant service such as cargo p a c in g and marking and industrial services such as cargo bans^rm ation. Indusbial ^cilities are built up within the port area. The port thus develops and expands towards its hinterland with industries such as iron and steel, heavy metallurgy, refineries and basic pebochemicals, aluminium, paper pulp making, fertilizers, sugar and sta«؛h, flour milling and various agro-food activities. The second generation ports are not only b a n s ^ r t cenbes but also indusbial and commercial cenbes.
63. ©rganization within a second generation port is different from that o f a first generation one. Second generation ports enjoy a closer relationship with bansport and bade partners who have built their cargo transformation facilities in the port a«؛a. However, only the big shippers or shipowners benefit from that activity. The number of privileged port users is s^a ll and their relationship with the port organization is quite simple and direct. Second generation ports also have a closer relationship with the municipality, since they are more dependent on the surrounding city as regards land, energy, water and manpower supply, as well as the land bans^irt connection systems. Inside the port organization.
A. Container port baffic
56. T^ble 33 gives the latest available figures on world container port baffic in developing countries and territories for 1991. The figures given for the world total r e ^ r te d have been improved due to the increased coverage of the survey.
57. The world rate of growth for 1996/I99I was8.8 per cent, which is more than that achieved for I989/I99D (5.5 per cent).
58. The rate o f growth for developing countries and territories was more than double that of the world, reaching 18.1 per cent in the period 1996/1991, and showed a sbong increase in comparison with the12.2 per cent attainted in the period 1989/1990. The growth is uneven from year to year due in some cases to improved data or lack of it, and in other cases to violent fluctuations in bade.
, bansport cenbe toPort development - from ; a logistic platform
B.
59. Today ports can be classified into three different categories or generations. This categorization is not based on the size or the geographical location of the port, or on the public or private nature of its organization. It is based on three criteria; (a) port development policy, strategy and abitude; (b) the scope and extension of port activities, especially in the area of information; and (c) the integration o f port activities and organization.
60. Portdevelopm entpolicy,strategyandattitude are fundamental points when distinguishing a new generation port from an old one. Until the 1960s, ports were merely the interface locations for cargo between land and sea bansport. The baditions and habits of those years have conditioned the thinking of many x؛ople involved in port activities. Apart from cargo loading/discharging and storing, other activities were not usually carried out in the port area. Today, this way of thinking still exists and limits the conception of the port to a fixed and limited role, which in turn tends to make decision-makers at the government, municipality or en te^rise levels favour conservative or passive policies. Uonsequently, Governments may resbict the activities of ports to a
Table 33Container port traffic of developing countries and territories. 1991 and 1990
Country or territory Container traffic 1991 Container traffic 1990 Percentage change Percentage change(TEUs) (TEUs) 1990/1991 1989/1990
Singapore 6 354 000 5 223 500 21 6 19.6Uong Kong 6 161 912 5 100 637 20.8 14.3Republic of Korea 2 694 115 2 348 475 14.7 8.8United Arab Emirates 2 073 125 1 563 297 32.6 14.4?hilippines 1 463 223 1 408 034 3.9 7.5Thailand 1 170 697 1 078 290 8.6 14.8Indonesia 1 156 265 923 663 25.2 20.9Malaysia 1 074 295 888 157 21.0 21.8Saudi Arabia 1044 661 788 567 32.5 3.9India 679 114 686 833 -1.1 10.1Sri hanka 669 489 583 811 14.7 7.1Brazil ^ 623 446 691 034 -9,8 -23.0Egypt 565 858 350 090 61.6 62.0?a^stan 458 829 390 391 17.5 14.0Mexico a/ 344 494 307 220 12.1 23.2Cyprus 328 520 384 279 -14.5 4.0Panama 233 450 180 053 29.7 18.1Argentina 221 ООО 209 150 5.7 -4.1Nigeria 210 144 208 144 1.0 21 6Chile a/ 207 671 177 722 16.9 85Malta 207 636 135 790 52.9 235.7Honduras 190 100 180 253 ٩٩ -6.7Morocco 185 838 173 332 7.2 41.3Cbte d’Ivoire 179 501 181 037 -0.9 n.a.la^aica 164 636 144 576 13.9 -8.7©man 156 439 168 465 -7.1 1.8Kenya 135 541 136 406 -0.6 ' ٩?Colombia a/ 135 157 113 889 18.7 39.0^banon 131 175 n.a. n.a. n.a.Qatar 129 753 20 725 526.1 n.a.Costa Rica 123 254 106 286 16.0 -38.9Bcuador 113 463 97 030 16.9 n.a.Martinique 108 500 n.a. n.a. n.a.Peru 104 899 65 610 59.9 n.a.Guadeloupe 99 929 102 140 -2.2 7.3Papua New Guinea 97 825 90 361 8.3 2.9Netherlands é d ile s 91 174 95 130 -4.2 14.9Bahrain 84 254 75 066 12.2 n.a.Syrian Arab Republic 82 832 67 340 23.0 22.9Iordan 72 725 83 283 -12.7 7.6Mauritius 72 271 62 272 16.1 4.1Cameroon 71 102 91 379 -22.2 4.7Ghana 70 723 64 157 10.2 7.9Kuwait 65 058 124 466 -47.7 -33.5Uruguay 55 524 51 443 7.9 27.0Tunisia 54 105 37 891 42.8 0.1Haiti 40 348 45 724 -11.8 n.a.Eiji 38 890 25 423 53.0 n.a.Barbados 36 010 36 701 -1.9 -0.1French Polynesia 34 957 32 451 7.7 4.3New Caledonia 30 980 27 799 11.4 n.a.
Other reported ظ/ 294 628 289 171 1.9 4.8
Total reported с/ 31 195 526 26 418 933 18.1 12.2
World total reported 93 100 738 85 596 903 8.8 5.5
Source: Derive() fronr information printed in Containerisation International Yearbook, 1993. a/ Data ؛؛object to omissions.b/ Comprising developing countries and territories where less than 30,000 TEU per year were reported or where
substantiaTlack of data was fôund.с/ c rtain ports (lid not respond to the background survey. While they were not amongst the largest ports, total؟
omissions inay be estimated at 5 to 10 per bent.
processing zones have been established in or near the port area with attractive commercial conditions.
69. Modern ports shonld ئ eqnipped with the necessar؛? facilities for environmental protection. Ships and cargoes have long l^en sottrces of pollution in the port area (e.g. ship’s wastes and refuse and dangerous cargoes), and with indnsfiial activities in the port area, environmental problems are becoming one of the major concerns of port managers.
different activities become more integrated, in ^ p i n g with the increase in qnantity and the qnick tnrn-over of cargo throughout the port. Uowever, the integration of second generation ports is often spontaneous rather than organized.
64. T e third generation ports emerged in the 19S6s, principally due to world-wide large-scale containerization and intermodalism combined with the growing requirements of international trade.
(c) Administrative and commercial services
70. The administiative services in a thirdgeneration port are considerably upgraded, in line with the closer relationship ^ tw e e n the port and trade. Documentation, regulations and the writing schedule of the port are the three areas in which bold measures have to be introduced. Commercial services, such as banks, insurance, legal services and communications, are usu^ly highly developed in third generation ports.
Logistics and distribution services(d)
71. Again, the rationale for these services stems from the needs of trade. It is essential to distinguish between distribution and storage to understand what port users really need. As explained by the logistics manager of a distifbution company in the port of Rotterdam: "Demand from the Far East and the United States for central distilbution facilities has increased,... if I were Just to offer warehouse accommodation, I would not have any clients. What they requin؛ is an integrated logistic service". —م
72. The provision of these services is usually encompassed under the heading of port distribution centre. This means that tite J^ rt provides the infrastructure and organization that allow companies to undertake activities in respect of warehousing, transport connections (air, water, land), logistics, electronic data interchange, and other value-adding activities.
7^. It is difficult for a port to become a thirdgeneration port without undertaking some organization^ changes legarding the relationship between activities within the port area and the relationship between the port and the municipality (and l(x؛al and/or central government). A s a distribution and logistic service centre, the ^ r t is becoming more and more dependent on and integrated in the life of the surrounding city. With their much enlarged dimensions and activities, ports can no longer afford to keep the simple and somewhat independent relationship the^ had with the city in the past.
65. The policy-makers, managers and operators of third generation ports have a very different understanding and attitude towards the running and development of their ports. They see their port as a dynamic node in the complex international production/distribution network. Based on this thinking, people have changed their management atiitude from the rather passive offer of facilities and services to that of active concern and participation in the overall international tiade process. These efforts necessarily are directed towards promoting trade and transport activities which, in turn, generate new revenue-making and value-adding business. A s a result of such efforts, the ports have been turning into integrated ti 'an s^ rt centres and logistic platforms for international Irade.
66. Activities and services in such thirdgeneration ports are specialized, variable and integrated. They are subdivided into four different categories, as described below.
(a) Traditional port services
67. The traditional ^ r t services such as cargohandling are and will remain the backbone of port activities. The diflerence is that in a third generation port, logistic and total distiibution services are also provided to port users. Moreover, all conventional services are carried out with information distiibution, and therefore port infrasti'ucture is planned with equal consideration for the "port infostructure", (information p r^essin g facilities).
(b) Industrial/environmental services
68. Industi-ial services in a third generation port can relate to ships or cargoes. $hip-related services, such as ship repairing industries and other engineering and technical services, ^re of great importance to building up a good reputation. Uargo-related services allow others to establish industi'ies within the port area to generate more cargo throughput and more value added for the port. In some countries, export
50
?5. Ports, especially those dealing with general cargo, have been nndergoing an evolution from the first generation to the second and third generations, with an increasing role in the bansport chain and international bade. 7^ere are two very important factors to be bome in mind when building a third-generation port, namely timing and coordination of actions. Timing is essential, since the third generation port requires fundamental changes which can only be achieved effectively after years of effort. The most difficult task is, very often, ensuring the motivation of the whole port community and the establishment, among all parties, including each docker in the port area, of a common consciousness of the port’s development. The building of a third-generation port depends on the quality o f the Joint work of the port community, government authorities, the municipality and even the people living in the city. Making people aware o f the desbability of such a ^ r t , as shown by past experiences in industrialized countries, needs several years of constant effort. This is partly because the benefits o f a thbd-generation port are obtained only after a period of four to six years; even a computerized information system (or an EDI system) usually needs four to six years before it is considered fully integrated and ^ncdonal. Coordination means that a thbd-generation port can only be built through actions being taken systematically, not independently one of the other. In other words, the services previously mentioned concerning a third-generation port should all be established in a coordinated manner.
Excellent city-port relations and the full support of the former is one of the most important conditions for the success of any port. To this end, port organizers must bear in mind two things: first, they must adopt an active approach by presenting their port development plans to the city and government and explaining fully their needs and difficulties. Secondly, they must convince the authorities that the city/region stands to gain from the development of the port.
74. In many countries, the fact that the port and the city make their own separate and independent plans has brought about urban degradation. In fact the city and the port are largely interdependent and share mutual interests. The port may be a large Job supplier, and it has various positive effects on the local social and economic life, while the city provides basic conditions for the port such as commercial services, telecommunications, land b a n s ^ r t , water supply, housing, etc. In today’s world, the city and port ought more than ever to work closely together; each should look at the problem of development from the other’s point of view and consider the other’s problems as its own. The city should consider providing the necessary space for the port’s new activities, such as disbibution cenbes, and improve rail/road bansport and telecommunication systems, ?orts should think more about the well-being of the local community and make their own contribution. Many ports no longer use old quays and docks which are ofren located close to the city cenbe. ^ h e n the relationship between the port and city is good, the reconversion of these a,؟sets is easier to achieve.
Box 5
Restructuring of ports in Latin America and the Caribbean a/
The Economic Gommission for Latin America and the Caribbean collaborated with member $tates on a study to improve port productivity and reduce related costs. The study presents an analysis of options for private sector participation in publi^-sector ports and the main issues arising from such involvement, and suggests economic, legal and social measures Governments might adopt to deal with them. Probably the most important findings to come out of the study are that; (i) any effort to restructure public-sector ports must be supported by a market-oriented institutional framework composed of deregulation, decenbalization, anti- monopoly laws and specific legislation which defines how private investors are to participate, or a public-sector monopoly could easily be bansferred to private interests; (ii) economists and attorneys must Join forces to elaborate Ihe requbed legal measures which create that framework, or the desired economic consequences of any restructuring endeavour will be distorted by dominant interest groups bying to recover their historical privileges and beneBts; and (iii) commercial goals and social equity can both be achieved through the parbcipation of port adminisbators and d ^ k la l^u r in the resulting private ente^rises and through the utilization of various programmes to compensate them for the forfeiture of acquired rights.
a/ United Nations, The restructuring o f public-sector enterprises: The case o fL a tin American and Caribbean ports. Sales No. E.92.II.G.9.
Chapter VI
FREIGHT MARKETS
This chapter presents conditions and trends in freight markets. Coverage is by main cargo sectors, liner freight as a percentage of selected commodities, estimates of global freight costs and marine bunker trends.
(BFI). The index is weighted to reflect the importance of the major dr؛? hnl^ rontes. The composition of the index during 1992 was:
CommodityRoute
1 US Gulf-North Continent Grain 10 per centla Transatlantic round T/c 10 per eent2 US Gulf-fapan Grain 10 ؛» r cent2a US Gulf-Tar East T/c 10 per eent3 US North Pacific-Japan Grain ?.3 per eent3a Transpaeifie round T/c ?.و per eent4 US Gulf-Yenezuela Grain و per eent5 Continent-South America-
^ar East T/c و per cent6 H Roads-R Bay-Japan Coal 7.5 per cent7 В Roads-North Continent Coal 5 per cent8 ©ueensland-Rotterdam Coal 5 per centUS West Coast-Continent ?etcolte ^percent و10 Tubarao-Rotterdam Iron ore 5 per cent11 Casablanca-WC India ?hosrock 2.5 per cent12 Aقوbه-WC علا(ظ ?hosrock 5percent
Graph 12 shows the B ^ for 1992 and selected routes/commodities that are important to the fiades of developing countries. The 1992 BFI indicaies the volatilit؛? of the dr؛? hulk spot market. The ؛?ear started with uncertainty over grain fiade shipments to the CI$ and weak markets in iron ore and coal due to recessionary pressures, as a result of which the larger- sized vessel rales were particularly depressed. Following a slight im p^vem ent in the late spring, due to grain demand and the effects of port congestion, this was soon reversed. The market continued to he poor until lale October when a significant recovery occurred following demand for grain from the CIS. This was then followed by a much firmer market, with continued demand for grain but also for iron ore and coal. The year closed better than expected but with uncertainty for 1993.
81. Table 35 indicates the highest and lowest freight rates reported during !991 and 1992 in the leading dry bulk fiades. Both high and low freight rates for all the commodities except grain were down compared to the previous year. Moreover the range between the year’s high and low rales for grain, sugar and fertilizers decreased considerably from those of I99I. Conversely, the spreads !»tween the low and high for fertilizers and ore increased.
A. Freight rates of main cargo sectors
76. Broad freight rate fiends for the three main shipping markets are found in table 34. The monthly freight indices cover the 199^-1992 period for selected liner rates, dry cargo lime and voyage charters and tanker world scale indices for five types of petroleum
77. The 1992 liner fieight index peaked in May at 8! but declined slightly to 79 by year-end. The monthly average rate was 78 which, compares to 79 in the previous year and 75 in !996. The stability of the liner market can be explained by the bias of the index, which is based only upon freight rates in the Antw e^/Ram burg range, the decline in European indusfiial production and the deceleration of the subregion’s (OFCD-Furope) seaborne fiade.
78. More global indicators within the liner sector are containership charter rates and major conference container rates. For the former, smaller 506 TEU capacity container vessels experienced a 9.2 per cent increase over 1991. Larger 1,066 TEU capacity vessels reached about $u$ 11,500 per day by year end, or a 4.5 per cent rise from lanuary 1992.ق لاConference unit rates ($/TEU) increased slightly on three routes with a maximum gain of 4.8 per cent on the fianspacific route, while, the Europe-Australia route declined 4.6 per cent during 1992. Graph 11 p re s e ts medium-term trends. The information indicates that major conference container rates experienced limited change over the 1988-1992 period. —
79. In the dry bulk sector, both time and voyage ch؛fiter annual average indices decreased significantly from 1991. For example, time charters rates dropped20.7 per cent, while voyage charter rates fell 5.9 per cent. Much of the reduction is atfiibutable to the steep decline in global steel production, particularly in lapan, which in turn dampened the demand for coal and iron ore transport. $team coal and grain shipments, however, increased, and there was also a large increase in scrapping, preventing a further decrease in dry bulk shipping rates.
80. Another indicator of dry bulk freight rates in world shipping markets is the Baltic Freight Index
52
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I
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ا ة
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٥ ق
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Major conference rates 1988-1992 Average annual 'rate per TEU
53
Graph 11
u s$ (ООО)
E ■ء■■ u rop e-A u stra lia
* T ranspacific-W est
+ N .A tlantic-W estbound
E u rop e-F ar East
1ق 9 9 19 91 1 9 9 0 1 9 8 9 1 9 8 8
YEARS
Source: Lloyd’s Shipping Economist, April 1993, p. 35 and previous issues.
Graph 12
Baltic freight index and selected routes. 1992 (Mid-tnonth figures)
INDEX
BFI INDEX
MONTHS
Source: ^ n d o n Commodity Exchange.
Comparative freight rates for selected commodities. 1992 versus 1991
54
Table 35
High
Freight rate
1991($US/ton)
LowHigh
RouteCommodité?
19.00 18.7516.0037.0039.00
11.0017.2518.9539.50 39.00 11.406.50
20.0019.9025.5048.50 41.25 13.70 8.10
United States (Culf of Me^ico)/¥enezuela^ueensland/lapanAqaba/West Coast IndiaUnited States (Gulf o f Mexico)/West Coast India Continental Europe/West Coast India Erazil/IapanErazil/Continental Europe
GrainSugarFertilizersFertilizersFertilizersGreGre
Source: Lloyd’s List, London, 10 Februaré? 1992 and 14 June 1993.
ws 90s during the first 10 months of the é?ear. The usual winter upturn raised the rate level into the ^ S I20s in December. In the Caribbean, rate levels for the 70-75,000 ton class were between ^ s 125 and ^ S 150 in the Brst quarter. The second and third quarters saw the rates consistent!}? below ^ s 120, but by year-end rates had increased to the ws 120s range.
86. In the m a r^ t for handy-size clean or dirty, the rates for 30,0 س tonnes Caribbean-United States fluctuated widely up to ws 250 in January then down to the WS I50s in May and ended up at an average of below WS 220 in December.
87. The time charter m a r^ t for ta n ^ rs reflected the depressed rate levels in !992. Gwners were reluctant to accept long-term fixtures at low rates, and most activity focused on modern tonnage for short periods. These conditions characterized both the crude and clean markets for all major oil/petroleum
B. Liner freight rates as a percentage of prices for selected commodities
88. Table 36 indicates liner freight rates as a percentage of prices ^ r selected commodities and trade routes in !970-1992. Gver the entire period the ratio increased on all commodities/routes. The ratios for Jute, cocoa beans from Ghana and Brazil and coffre from Golombia more than doubled during the period. Higher-value commodities such as tin, coconut oil and tea experienced minimal change.
82. Freight rates for the five types of ships in the tanker sector reached a low point in the middle of 1992, before recovering in the fourth quarter. The rise in rates reflected the increase in world crude oil shipments from 1,333 million tons in 1991 to 1,396 milhon tons in 1992, with most of the growth from the Middle-East/Gulf region. Also, world total oil shipments increased slightly from 457 million tons to 466 milhon tons (see table 3).
83. The YLGG market fluctuated within the W o rld sca le 4 6s ran g e from Jan u ary to September 1992 and quickly escalated to ws 52 by December. The year-end improvement in Worldscale rates was caused by expanding oil-products shipments, delays at Red Sea terminals and more fixtures on the long routes !»tween the Gulf and Europe. The annual average VLCC/ULCC Worldscale rate, however, was significantly less th؛in 1996 and 1991. Table 34 shows a drop of 21 points in the large tanker average index in 1992.
84. Medium-sized crude carrier rates followed a similar pahern to the larger VLCC/ULCCs. The Worldscale rate declined during the first half of the year and moved upward as winter approached the Northern hemisphere. The firming of rates reflected a growth in crude shipments and a relahve balance between the supply of medium-sized tonnage and oil shipping demand. The 1992 average monthly rates were also less than in the two previous years, with a decline in Worldscale of about 27.4 per cent.
85. For small crude and product carriers, the Mediterranean market fluctuated in the ws 86s and
The ratio of liner freight rates to prices of selected commodities
55
Table 36
Freight rate as percentage o f price а/ b / ç /
1992199119901985198©19751970
Commodity and route
©.9
7.9
8.4
12.6
25.06.2
10.610.9
7.2
1.7
6.7 n.a. 10.0 10.0
11.07.4
n.a.n.a.6.4
12.66.9 5.0 6.76.9
1.019.82.7
9.96.0
4.4
10ث
5.7
10.5
12.12.4
4.27.44.5
Singapore/Malaysia-Furope8ingapore/Malaysia-£uropeBangladesh-EuropeChana-Europe$ri Lanka-EuropeSri Lanka-EuropeBrazil-EuropeColombia (Atlantic)-EuropeBrazil-EuropeColombia (Facific-Europe)
RubberTinluteCocoa beans Coconut oil
Cocoa beans Coffee
Source: Compiled by the UNCTAD secretariat on the basis o f data supplied by the Royal NetherlandsShipowners’ Association (data for 1970-1989) and conferences engaged in the respective bades (data for 1990-1992).
a / c .i.f. prices were quoted for coffee (Brazil-Europe and Colombia-Europe) and coconut oil. For cocoa beans (Chana-Europe and Brazil-Europe) and tea, averages of the daily prices in London were quoted, ?rices of the remaining commodities are quoted on f.o.b. terms.
b/ Freight rates include, where applicable, bunker surcharges and currency adjustment factors, a "tank cleaning surcharge" ( ^ r coconut oil only), port delay and additional port surcharges (for Uolombia only). Uonversion of rates to other currencies is based on parities given in International Financial Statistics published by the International Monetary Fund. Annual freight rates were calculated by taking a weighted average of various freight rates quoted during the year, weighted by their period of duration.
с/ For the period 1990-1992, the prices of the commodities were taken from UNUTAD, Monthly Commodity Price Bulletin, the March 1993 issue.
in 1980 to 5.2 per cent in 1991. The d ev e lo ^d market-economy counbies’ proporbon was about half that of developing counbies, but the ratio has decreased more rapidly for developing counbies. For example, in 1980 the develoix؛d market-economy countries’ proportion was 5.5 per cent and by 1991 it was 4.35 per cent. The developing countries’ proportion, however, decreased from 10.4 per cent in 1980 to 8.5 per cent in 1991.
91. The proportional difference between the counby groups is atbibuted to several factors. These include, inter alia, greater bargaining ^ w e r on the part of developed market-economy countries when dealing with shi{^wners/conferences, ^•eater cargo volumes, more efficient infrasbucture facilities at ports and inland disbibution systems, and generally longer bade routes for developing counbies. Graph 13 compares freight as a percentage o f c.i.f. values for the world, develo؛» d market-economy counbies and developing counbies.
89. In 1992 the freight level for tin. Jute, coconut oil and tea were unchanged from 1991. The prices, however, for these commodities increased, thus reducing the freight ratio in 1992. The freight for rubber ؛؛nd cocoa beans remained at almost the same level as in 1991. The prices, however, decreased and consequently the freight ratios increased. Gonversely the freight level on the bade routes from Brazil and Colombia (Atlantic and Pacific) fell very dr^stic^ly, but the prices for coffee and cocoa beans decreased more and thus the ratio of freights for these commodities increased.
c . Estimates of global freight costs
90. Global payments for maritime services increased slightly (3.0 per cent) in 1991 from the previous year. Table 37 estimates total freight payments for imports and their percentage of im ^ r t value by country groups. Freight payments as a proportion of im ^ r t value declined from 6.6 per cent
Estimates of total freight costs in world trade a / by groups Ы (Estimates in us dollars)
56
Table 37
Year Counfiy group Estimate of total freight costs of imports
(millions of dollars)
Yalue of imports (c.i.f.) (millions
of dollars)
٢ ■ “ I
percentage of import value
1980 1. World total 123 264 1 856 834 6.64
2. Developed market-economy countries
78 286 1 425 979 5.49
3. Developing counfiies - total
o f which:
44 978 430 855 10.44
in Africa 10 432 77 757 13.42America 10 929 1^3 495 8.85Asia 21 979 211089 10.41Europe 13 2 0 16 037 8.23Oceania 318 2 477 12.84
1990 1. World total 173 102 3 314 298 5.22
2. Developed market-economy countries
117 004 2 661 650 4.40
3. Developing counfiies - total
of which:
56 098 652 648 ء ص
in Africa 9 048 110؟890 81America 9 626 117 769 8.17Asia 35 054 427 926 8.19Europe 1909 21 303 8.96Oceania 461 3 760 12.26
1991 ! .W o r ld total 178 307 3 402 660 5.24
2. Developed market-economy countries
115 895 2 666 645 4.35
3. Developing counfiies - total
o f which:
62 412 736 015 8.48
in Africa 8 738 > 78 703 11.10America 10 609 131 260 8.08Asia 40 764 ؟01 906 8.12Europe 1 812 20 159 8.99Oceania 489 3 987 12.26
: not members of the IMF :
Source: Derived from IMF c.i.f./f.o.b. factors and IMF import data.
a/ The estimate for the world is not complete, since data for counfiies which ; not included.
b/ The estimates presented here reflect the inclusion of the former Yugoslavia in this review in "developing counfiies in Europe" as of 1986. In previous years the former Yugoslavia was classified as a developed m ar^ t- economy country.
Estimates of total freight costs in world trade by groups
57
Graph 13
PERCENTAGE
1991
DEVELOPING
12%
Source: IMF, International Yearbook.
37.0 per cent, respective!؛?. T e !^gest changes occurred in the United States and North-West Enrope. Marine diese! oi! prices, howeveu experienced co!«parative!؛? S!«a!! increases and in som e markets (Rotterdam and Ras Tannra) remained unchanged. Tah!e 38 provides details on the 1990-1992 period.
Marine bunker pricesD.
92. Marine bunker prices surged from the first quarter to the !ast quarter 1992. In all major markets the average price lo r imermediate fuel oil and high viscosit؛? fuel oil increased b33.9 ?؛ per cent and
Table :
Fluctuations in marine bunker fuel prices a/ 1990-1992 ($u$ per ton)
1990 1991 1992 1992 ?ercentage change (feurth quarter t© first
quarter)4Q 4Q IQ 3Q 4Q
Fersian ©ulf (Ras Tanura) IF© 160 91 75 84 100 102 36.0
MD© 308 202 207 207 207 207 0.0
Mediterranean (©enoa) H ¥F 151 92 82 90 99 105 28.1
IF© 162 102 91 98 109 113 24.2
MD© 335 226 195 200 209 215 10.3
North W est Europe (Rotterdam)
H ¥F 139
147
82 69 80 90 93 34.8
IF© 88 76 86 94 97 27.6
MD© 263 172 157 163 166 157 0.0
©ulf of Mexico (Houston) H ¥F 135 72 57 72 91 88 54.4
IF© 139 77 61 76 94 91 49.2
MD© 258 172 150 158 172 173 15.3
W est Coast of U nit«! States ^ o s Angeles)
HVF 140 76 62 75 و و 89 43.6
IF© 146 81 67 80 105 94 40.3
MD© 290 192 182 192 201 192 5.5
Far East (Singapore) U ¥F 147 82 70 82 95 87
IF© 151 86 73 86 98 92 26.0
MD© 295 178 159 162 165 166 4.4
Source: Drewr؛? Shipping Uonsultants (London), $hiooin£ Statistics and Economics, various issues.
a/ Average prices for ea^h quarter.
UNF - Uigh viscosity fuel oi! (380 c^t)IFG - Intermediate fuel oil (180 cSt)MD© - Marine diesel oi!
MULTIMODAL TRANSPORT AND TECHNOLOGICAL DEVELOPMENTS
Chapter ٧/ / updates developments in the field of multimodal transport. Topics covered include a summary ٠٢٢ ، of the meeting ٠/ « « UNCTAD Group ofExperts on Multimodal Transport, innovations in double-stack container train networks, new container standards and information ٠« container production.
59
Chapter VII
c. Further development of the double-stackcontainer train network in North America
96. In November 1992, Canadian Pacific Rail completed a $us 15 million tunnel clearance project to increase the vertical clearance through tunnels and other sbuctures in British Columbia and Gntario. The increased clearances will allow Canadian PaciBc to move any double-stack combination of domestic and international containers from coast to coast. An additional Canadian Pacific tunnel clearance project in Wisconsin, which was scheduled for completion in February 1993, will extend the railway’s double-stack capabilities to the United States Midwest. Canadian Pacific is taking delivery of 170 new double-stack cars by March 1993, bringing its total number of double-stack cars to 220.
97. Similarly, the other Canadian rail system, Canadian National Railways, completed a $ u s 5 million clearance programme through 22 tunnels and five rocksheds in September 1992, about the same time that it finished work on its $ u s 15 million Fraser River Bridge lehabilitation project. In Gctober 1992, it opened a new $ u s 19 million Vancouver Intermodal Terminal, relocating its west coast intermodal operations from Vancouver to Surrey, thereby providing improved highway access and state-of-the-art systems to speed loading and unloading. Canadian National’s $ u s 15 million bridge project improves height clearances (or double-stack hains, increases the bridge speed limit and allows heavier loads. The work is also expected to reduce the number of disruptive maintenance closures and extend the bridge’s life expectancy by 25 years.
98. A further development in double-stack container train operations is expected in the north- south corridors, particularly as a result o f the United ^tates-Canada Free Trade Agreement and prospectively the North American Free Trade Agreement involving also Mexico.
99. American President Lines (APU) operates a unit train three times a week for the Ford Motor Company !»tween Detroit and Hermosillo, Mexico, and a double-stack train six times a week between
A. Group ofExperts on Multimodal Transport
93. In accordance with resolution 67 (^IV ) of the Committee on Shipping, adopted on ^9 lune 1990, a Group of Experts on Multimodal Transport was convened by I^ C T A D from 9 to 13 March 1992. The Group examined developments in the field of multimodal transport and containerisation, as well as the main problems experienced by users and providers of these services. Bearing in mind in particular the needs of developing countries and countries with economies in hansition, the experts prepared proposals on a future programme of work for I^ C T A D in the field of multimodal transport, containerization and technological development, which was put before the newly established I^IC T A D Standing Committee on Developing Services Sectors.
Second Seminar on Container DimensionsB.
94. The second Seminar on the Impact o f the Increasing Dimensions of Loading Units on Combined Transport was convened by the Executive Secretary of the Economic Commission for Europe in September1992. The Seminar was particularly important because it provided an opportunity for worldwide consultations on the acute problem of container standards, vita! for the development of multimodal transport. The participation of all interests and the taking into account of their views in considering this problem was particularly useful in avoiding dominance of any one group of interests. For that reason the I^ C T A D secretariat supported the convening of the Seminar and assisted in obtaining broad participation by inviting its member countries, particularly the developing ones, to participate in it.
95. The Seminar reconfirmed that the existing ISG series I containers, which particularly in developing countries had been the basis for recent large-scale investment in infrastructure, rolling stock and handling equipment, should continue to be the main container standard, which should be improved in line with emerging market requirements.
; a standard containerIntroduction of 9' 06"
103. At its sixteenth session in May 1991 in Seoul, Republic of Korea, the ISO Technical Committee TC 104 confirmed its decision to introduce an additional standard container height o f 9 feet 6 inches (2.9 meters) into the ISO 668 and other international standards with the designation lAAA (40- foot) and IBBB (30-foot) containers. The new dimensions were cimulated as a draft international standard (DIS) by the ISO secretariat to all ISO member bodies for a vote on 19 March 1992. According to the new ISO Directives (1992 Edition), a draft International Standard having been em ulated for voting is approved if:
(a) A two-thirds majority of votes cast by the ?-members of the technical committee or sub- committee are in favour; and
(b) Not more than one-quarter of the total number of votes cast are negative.
104. Abstentions, as well as negative votes not accompanied by technical reasons, are excluded when votes are counted. In accordance with these conditions the draft standard was approved, since among 21 ?-members of the TC 104,15 votes were in favour (71 per cent) and among the 24 ISC member bodies voting 6 cast negative votes (25 per cent). —
105. The result of the voting on the introduction of the new standard container height of 9-foot 6-inches was unprecedented and controversial. Indeed, of the 26 ISO member bodies participating in the vote, six cast negative votes, two abstained and the votes of two other member bodies came after die time-limit (19 September 1992) and, therefore, were not taken into account. Among the P-mem!x؛rs of the Technical Committee 104 which cast negative votes, one finds Australia, Belgium, Cuba, the Czech Republic, India and the United Kingdom - counbies with non- negli^ble container traffic.
F. W orld container population
106. According to the census carried out by Cargoware International, the world’s container population by mid-1992 amounted to 7,320,400 TEUs of all types. The previous census carried out in mid- 1990 showed the world container population at 5,874,084 TEUs. Though the total number of containers increased by about 25 per cent, the composition of the world container population in terms of dimensions (length and height) did not
Mexico City and the Midwest with Union Pacific and Ferr«iarril!es Nacionales de Mexico. APE recendy teamed up with Canadian National North America to offer what the two companies said was the first inteimodal container service linking the United States, Canada and Mexico. The company will extend its double-stack service !»tween Mexico City and Chicago to Canada via Canadian N ation^ North America’s rail system. By offering departures from Mexico City six days per week and bansit time of seven days to Toronto and eight days to Monbeal, American President Eines and Canadian Nadonal believe they are competitive with over-the-road service.
100. It is felt that as imerrnodal rail technology and services improve, the distance at which intermodal rail services become co m ^d tiv e with bucking is shortened. The threshold distance used to be 700- 800 miles in North America, but some now say it has been reduced to 500 and the Florida East Coast Railroad has a sbong intermodal service between Jacksonville and Miami with a distance of only 365 miles.
D. Rail landbridges
101. A new railway route linking China throughKazakhstan, the Russian Federation, Belarus, Poland and Germany with the ports in Belgium and Netherlands was officially inaugurated on 1 December 1992. It starts from the Chinese port of Lianyungang in Jiangou province. The new route became possible with the completion in September 1990 of the connection of the Chinese railway system with the railway network of Kazakhstan. The new route is about 3,000 kilomebes shorter than the Trans- Siberian rome.
102. ¥ e t another landbridge proposal has beensuggested for the Cenbal American isthmus. Coming on top of existing and competing proposals for landbridges in Costa Rica, Mexico and Panama, the Covernments of Honduras and El Salvador have signed a bilateral agreement to develop a 320- kilomebe-long intermodal rail link between Puerto Cortes on the Culf of Mexico and the Salvadorian port of Acajutla on the Pacific. Parts of the proposed link already exist in the two counbies but would have to be upgraded and modernized to ma^e them compatible with the new rail inbasbucture which is required to link the two lines. It is hoped that the project will commence by May 1993, with completion scheduled for early 1994.
61
the annual capacity. It !nay als© he added that in general the prosent pr©ducti©n capacily already ©utstrips !manufacturing levels, som etim es significantly. According to Cargoware International, current production in different countries ranges from 33 to 82 per cent o f the potential capacity and on average represents 53 per cent. Total production in Asia rose by about 200,000 TEUs in 1992 over 1991, and more than ?5 per cent of this growth was attributed to newly operational factories.
110. 1992 was another record year for themanufacturers in the Republic of Korea, with their overall production reaching 372,000 TEUs against340.000 TEUs in 1991. Nevertheless, the share of this country in global production fell from 37.4 per cent in 1991 to 32.3 per cent in 1992.
111. Manufacture o f standard dry freightcontainers (including high-cube) exceeded 1 million TEUs. It is interesting to note the fall in the production of non-18© length containers from15.000 TEUs in 1990 to 10,000 in 1991 and8.000 TEUs in 1992. A survey conducted by the UNUTAD secretariat among certain manufacturers revealed a similar fiend. There has, on the other hand, been a significant growth in the production of refiigerarod cont؛!iners - from 35,000 TEUs in 1992 to64.000 in 1992, while the output o f reefer containers in the Republic of Korea in 1992 doubled.
112. The world container manufacturing induslrywas also characterized by price movement, as revealedby another survey conducted by Cargoware International (table 42). This survey shows that dry freight cont^ner prices fell worldwide in 1992, for both 20-foot and 40-foot containers, reflecting the growing competition among the producers of containers because of the unprecedented growth of production capacities. All evidence suggests that the downward pressure on prices is set to continue in1993.
change significantly. The overwhelming majority of the fleet is represented by 20- and 40-foot-long, 8-foot 6-inch-high containers with a further increased share of 40-foot stock. Except for a significant increase of 9-foot 6-inch-high high-cube containers, which had reached 684,064 TEUs or 9 per cent of the total container population by mid-1992, there has been no meaningful proliferation of non-ISO standard containers, through there was a further decrease in the number of 8-foot-high containers. Containers with lengths other than 20 and 40 feet were represented mainly by 45-, 48- and 53-foot length containers. Their share in the total fleet was about 2.1 per cent in 1992, whereas in the 1990 census it was 1.8 per cent. An analysis of the world container fleet by length and height is reproduced in table 39.
107. Over 20 per cent of high-cube containers are either 45, 48 or 53 feet in length, while the other 80 per cent are 40-foot containers. Uonfiary to the growth in the absolu!© number and share of 9-foot 6-inch high-cube containers, the number and share of 8-foot-high containers continue to fall. Their number had fallen by one third since the 1990 census, and their share in the world fleet is now under 1.4 per cent. Table 40 gives a comparison of the world container population by length^eight for the period 1990-1992.
108. As regards geographic distribution. NorthAmerican owners control 72.5 per cent o f all non-180 length containers, and their fleet o f 40-foot containers is twice the size of their fleet o f 20-foot-long cont^ners. All other regions, except the Mid-East^ndia, have a high proportion of 20-foot containers. High-cube containers are more commonly encountered in North America and North Asia, where they account for 13 per cent o f all inventories. These two regions together confiol 80 per cent o f all high cube containers of the world.
0 . Uontainer production
109. The g lob^ production of containers grew by 26 per cent in 1992 in comparison with production in 1991 and reached 1.15 million TEUs, 240,000 TEUs more than the 1991 total (see table 41). Despite predictions of overcapacity, the industry was still able to raise its ou!put. Many new-generation plants, particularly in Indonesia, Malaysia, China, the ?hilippines and Thailand, made a major contribution to the registered growth of world production. A few factories are still at the construction stage in these counfiies. Certain estimates suggest that, during the coming one to two years, new factories, primarily in China and India, could add a further 100,000 TEUs to
Table 39
Analysis of world container fleet by length and height (TEUs)
Length 8 ft 8 ft 6 in 9 ft 6 in ©ther Total
20 ft 9 /9 3 6 3 157 339 1 833 34 549 3 291 657
40 ft 2 924 3 290 166 538 720 10 698 3 842 508
24 ft - 14 319 - - 14 319
45 ft - 11304 77 967 - 89 271
48 ft - - 60 174 - 60 174 II53 ft - - 4 770 - 4 770
Gther 555 16 246 600 300 17 701
Total 101415 6 489 374 684 064 45 547 7 320 400 II
Source: Cargoware International Census, December 1992, p. 10.
Table 40
Analysis of change in world container population by length/height
1992 1990Indexed change
(1990=100.0)
Length 20 foot 3 291 657 2 846 027 115.740 foot 3 842 508 2 921 056 131.5©ther 186 235 107 001 174.0
Height 8 foot 101 415 162 755 62.38 foot 6 inches 6 489 374 5 242 131 123.89 foot 6 inches 684 064 419 O il 163.3©ther 45 547 50 187 90.8
Total 7 320 400 5 874 084 124.6
Source: Cargoware International Census, December 1992, p.
Breakdown of annual container production by region/country for 1990-1992(in TEUs)
Table 41
Current production split
Special (per cent)
Standard (per cent)
199019911992^egion/countr)(
9.0
5.0
100.020.0
6.2
91.0100.095.0
100.0 100.0 100.0 100.0
80.0
349 000 55 000
10? 0س36 000 10 ООО 1000
25 000 16 ООО 2 000
14 000 615 000
340 ООО120 0س 000 110 000 45 000 45 000 10 000 35 000 10
8 000 ?ООО
730 000
372 0س180 ООО105 ООО 70 ООО 70 ООО 60 000 40 ООО 18 000 10 ООО
925 ООО
Asia
R p u b l ic e f ^ e r e aChinaTaiwan, Province of ChinaThailandMalaysiaIndonesiaIndia
SingaporePhilippinesSubtotal
80.0
ة-مح80.025.050.050.0
100.030.044.0
20.0100.095.010.0 20.075.050.050.0
70.056.0
43 000 29 0007 000
18 ООО 17 ООО8 000 8 000 5 000 8 000 7 000
150 0س
000 30 3 1 000١ ٨ ٨ ٨ ٨
000 17 000 10 000 9 000 8 000 3 000 2 000 5 125 ООО
32 ООО 29 000 21 ООО 14 ООО 12 ООО 9 000«٨٨٨3 000 1 ООО 6 000
135 ООО
ItalyCISScandinavia United Kingdom Cermany PolandSpain/PortugalHungaryBeneluxethersSubtotal
10.0100.0
40.017.8
100.090.0
100.0 60.0 82.2
2 000 20 000 10 000
3 000 35 ООО
18 000 ^«٨٨٨12 ООО3 0004 000
55 ООО
40 ООО 22 ООО 12 ООО 11000 5 000
90 ООО
Others
Central/South AmericaSeuth AfricaNerth AmericaTurkeyOtherSubtetal
11.5«٨٨ ООО910 ООО150 ООО^ O ^ D T O T A E
Source: Cargoware International, February 1993, p. ^5.
Table 4^
Comparison of standard freight container prices for 1991 and 1992
Region/country 1991 1992 Change($US) ($US) (per cent)
20-foot containerRepublic of Korea 2 668 2 634 -1.3Taiwan, Frovince of China 2 910 2 725 -6.4China 2 530 2 360 -6.7ASFAN 2 640 2 590 -1.9India 2 505 2 380 -5.0Furope 3 050 2 900 -4.9World 2 640 2 500 -د.د
40-foot containerRepublic of Korea 4 412 4 079 -١؟Taiwan, Frovince of China 4 775 4 425 -7.3China 4 075 3 850 -٩٩
ASFAN 4 250 3 885 -8.6India 4 190 3 900 -6.9Furope 5 150 4 600 -10.7World 4 285 3 985 -7.0
Source: Cargoware International, February 1993, p. 34.
Box 6
Increasing emphasis on quality control in transport services!
New quality conbol guidelines are being adopted by many maritime sector organizations. This trend is occurring because a principal factor in the performance of an organization is the quality of its products or services. There is a world-wide trend tow؛؛rds more shingent customer expectations with regard to quality, ©uality is a tool for improved competitiveness. This applies also to transport services. Increasing trade liberalization results in stiffer competition not only in manufactured goods but also in transport services which deliver those products to customers, ©ustomers require Just-in-time reliable deliveries, with minimum transit time, error-free documentation and cargo-hacking information.
^he implementation of quality management in hansport services is sometimes perceived as a luxury rather than a necessity. The benefits of a quality management improvement programme not only result from cost cutting; the simplification and standardization of office and/or shipping procedures which quality management offers provide significant productivity gains and reduced costs (through less waste) as an important by-product.
A company’s total quality costs cover three elements: failure costs, inspection costs and prevention costs.
Failure costs comprise major and minor losses which result from substandard operations. Inspection costs comprise resources committed to checking that a product and/or service offered to a customer meets the required standard. comprise the resources needed to establish and maintain thesystem/procedures necessary to prevent rather th^n cure problems as encompassed within a quality management system.
Source: IT©^S©, Export ©uality Management IS© 9000 Quality Management Systems,IT© /l??/A© /93-l.
Chapter VIII
OTHER DE¥EEO?MENT^
The final chapter reviews the ء،،؛«ءك of various international conventions dealing with the shipping industry, summarizes the new ICC Rulesfor multimodal transportation documents and outlines UNCTAD’s initiatives in technical assistance and training.
c . United Nations Convention on the Carriageof Goods by Sea. 1978 (Hamburg Rules)
115. Following the twentieth accession in October 1991 by Zambia, the United Nations Convention on the Carriage of Goods by $ea, 1978 ("The Hamburg Rules") entered into force on 1 November 199^. The Contracting ?arties to the Convention are: Barbados, Botswana, Burkina Faso, Chile, Fgypt, Guinea, Hungary, Kenya, Lebanon, Lesotho, Malawi, Morocco, Nigeria, Romania, Senegal, $ierra Leone, Tunisia, Uganda, United Republic of Tanzania and Zambia.
116. It is interesting to note that counfiies such as Canada and Australia, which are not contracting parties to the Convention, have made provision in their new Carriage of Goods by $ea Act for the possible entry into force of the Hamburg Rules at a later stage. Thus the Ausfialian Carriage of Goods by $ea Act 1991, in force as of 7 November 1991 and replacing the $ea Carriage of Goods Act 1924, not only adopts the Hague Rules as amended by the Visby Rrotocol, but in Section 2 provides for the implementation of the Hamburg Rules which are scheduled to the Act. The mechanism provided is for Farliament to make a proclamation that the Hamburg Rules are to come into force to replace the Hague-Visby Rules. Section 2(^) states that if no proclamation or resolution repealing or postponing the implementation of the Hamburg Rules is made, the Rules will automatically come into force at the expiration of three years, i.e. on 7 November 1994. In the case of Canada, Section 4 of the Carriage of Goods by Water Bill C;8^ (Projet de Loi) sets out that the Minister of Transport shall, within six years after enfiy into force of the Act, consider whether the Hague-Visby Rules should be replaced by the Hamburg Rules, and prepare a re؛» r t setting out the results of that consideration to be laid before each House of Parliament.
117. As part of the secretariat’s mandate to monitor the implementation of international shipping insfiuments adopted under the auspices of the United Nations and currently in force, the secretariat is collecting relevant information from Confiacting Parties to the Hamburg Rules. Furthermore, and upon
United Nations Convention on a Code of Conduct for Liner Conferences
A.
113. The United Nations Convention on a Code of Conduct for Liner Conferences came into force on 6 Gctober 1983. Up to mid-1993 the number of Confiacting Parties reached 76, namely: Algeria;Bangladesh; Barbados; Belgium; Benin; Bulgaria; B u r k i n a F a s o ; C a m e r o o n ; C a p e V e r d e ; Central African Republic; Chile; China; Congo; Costa Rica; Côte d ’Ivoire; Cuba; Czech Republic; Denmark (except Greenland and the Faeroe Islands); Fgypt; Ethiopia; Finland; France; Gabon; Gambia; Germany; Ghana; Guatemala; Guinea; Guyana; Honduras; India; Indonesia; Iraq; Italy; Jamaica; Jordan; Kenya; Kuwait; Lebanon; Madagascar; Malaysia; Mali; Mauritania; Mauritius; Mexico; Morocco; Mozambique; Netherlands (for the Kingdom in Europe and Aruba); Niger; Nigeria; Norway; Pakistan; Peru; Philippines; Portugal; Republic of Korea; Romania; Russian Federation; $audi Arabia; Senegal; $ierra Leone; Slovakia; Somalia; $ri Lanka; $udan; Sweden; Togo; Trinidad and Tobago; Tunisia; United Kingdom of Great Britain and Northern Ireland (on behalf of the United Kingdom, Gibraltar and Hong Kong); United Republic of Tanzania; Uruguay; Venezuela; Yugoslavia; Zaire and Zambia.
United Nations Convention on International Multimodal Transport of Goods
114. This Convention, ثق adopted b^ consensus اon 24 May 198Ô by the United Nations Conference of Plenipotentiaries, was opened for signature in New York from 1 $eptem r 198Ô to 31 August 1981؛^and remained open for accession thereafter. It will enter into force 12 months after 3ه $tates have become confiacting parties by deflnitive signature, ratification or accession. In 1992 no additional States became Confiacting Parties to the Convention, and it thus had six Confiacting Parties, viz. Chile, Malawi, Mexico, Rwanda, Senegal and Zambia. Another three counfiies - Morocco, Norway ^nd Venezuela - have signed the Convention subject to ratification.
was prepared by the Joint Ш СТА ОДМ О Intergovernmental Group of Experts during its six sessions held from 1986 to 1989. By a note of 15 May 1992, Governments were invited to submit comments on the Draft Gonvention to be published as part of the pre-session documentation for the Gonference. Gn the basis o f replies received the secretariat prepared a compilation of comments and proposals b^ Governments and by intergovemmental and non-governmental organizations.
121. The objectives of the Draft Convention are: (i) to provide a generally acceptable legal framework governing the recognition and enforcement of maritime liens and mortgages and thus to promote international uniformity, and (ii) to strengthen the international position of the mortgagee and financiers of shipbuilding and ship purchase and thereby improve conditions for ship financing at the international level.
122. Following the UN^M G Conference ofFlenipotentiaries on Maritime Eiens and Mortgages and subject to agreement by the Joint I^ C T A D ^M G Intergovernmental Group of Experts on Maritime Eiens and Mortgages and Related Subjects, a possible amendment of the 1952 Convention on Arrest of Ships will be examined Jointly with IMG.
F. General average
123. Fursuant to the request o f thethirteenth session of the l^ C T A D !forking Group on International Shipping Eegislation, held in November 1991 to examine the subject of general average, the secretariat, in close collaboration with the International Maritime Committee (CMI), approached the insurance industry and intemational organizations involved with general average to study the extent to which insurance arrangements could simplify the operation of the general average system. Gn the basis of the research and investigations carried out the secretariat will prepare a r e ^ r t towards the end of 1993 for submission to the second session of the Standing Committee on Developing Services Sectors: Fostering Competitive Services Sectors in Developing Countries - Shipping.
G. UNCTAD Minimum Standards for ShippingAgents
124. The Minimum Standards, which are non-mandatory in nature and are intended to ^erve as guidelines for national authorities and professional associations in establishing their own standards.
request, guidance will be provided to States wishing to make the necessary changes in bansport documentation and other important issues to adjust the current practice to accommodate the new liability regime.
United Nations Convention on Conditions for Regisbation of Ships
D.
118. The United Nations Convention on Conditions for Regisbation of Ships was adopted by consensus on 7 February 1986 by the United Nations Conference on Conditions for Regisbation of Ships at the fourth part of its session.ق The Convention لاcontains a set of minimum conditions which should be applied and observed by States when accepting ships on their ship register(s). It defines the elements of the "genuine link" that should exist between a ship and the State whose flag it flies and thus contains provisions for the participation by nationals of the flag State in the ownership, manning and management of ships. The Convention also stipulates that flag States are required to exercise effectively their Jurisdiction and conbol over ships flying their flag. It also provides for the establishment by a flag State of a competent and adequate national maritime adminisbation which is responsible for a number of specific tasks such as ensuring that a ship flying its flag complies with the State’s laws and regulations concerning regisbation of ships and complies with applicable international rules and standards concerned with the safety of ships and persons on board and the prevention of pollution of the marine environment. The Convention will enter into force 12 months after the date on which no less than 40 States, the combined tonnage of which amounts to at least 25 per cent o f world tonnage, ؛،s stipulated in annex III to the Convention, have become Conbacting Farties to it.
119. By the end of June 1993 the Convention had been ratified by the following nine States: C6te d ’Ivoire, Egypt, Ghana, Haiti, Hungary, Iraq, Eibyan Arab Jamahiriya, Mexico and Gman. Another 10 States had signed the Convention subject to ratification, acceptance or approval: Algeria, Bolivia, Cameroon, Czech Republic, Indonesia, Morocco, Foland, Russian Federation, Senegal and Slovakia.
Maritime liens and mortgages
120. F o l l o w i n g G e n e r a l A s s e m b l y resolution 4 6^13 , a United NationsAntemational Maritime Grganization Conference of Flenipotentiaries was held in Geneva from 19 April to 7 May 1993 for consideration and adoption of the Draft Convention on Maritime Eiens and Mortgages. The Draft Convention
67
128. The rules retained the network liability system t© the effect that the MTO, and not only the consignor, may invoke the mandatory liability rules of international conventions and national law which would have applied if a separate and direct conhact had been made for the particular stage o f the transport where the loss or damage occurmd.
129. The basis of liability of the Rules is the so- called vicarious liability: the MTO is «؛sponsible for the acts and omissions of his servants or agents, when any such servant or agent is acting within the scope of his employment, or o f any other person of whose services he makes use for the performance of the contract, as if such acts and omissions were his own (liability for presumed fault or neglect).
130. The particular defences for carriage by sea or inland waterways a«؛ conlrived in Rule 5.4 pursuant to which the MTO shall not be responsible for loss, damage or delay in delivery caused by the so-called nautical fault defence or fire, unless caused by the actual fault or privity of the carrier. When loss or damage has resulted from unseaworthiness of the ship, the MTO is only relieved from liability if he can prove that due diligence has been exercised to make the ship seaworthy at the commencement of the voyage.
131. It is important to note that the MTO shall not be liable for loss following from delay in delivery unless the consignor has made a declaration of intemst in timely delivery which has been accepted by the MTO. As to the conversion o f delay into final loss. Rule 5.3 contains a provision converting pending delay into a right for the claimant to treat the goods as lost. The period starts to run from the agreed time for delivery or, in the absence of such ag«؛ement, f^ m the time which it would 1» reasonable to ]«quire of a diligent MTO. The period chosen by the Rules for the conversion is 9Ddays, in order to avoid conversion occurring under the multimodal h-ansport contract before such a conversion has been possible under any underlying multimodal transport contract, the рифозе being to facilitate recourse actions by the MTO against his subcontractors. Furthermore, conversion will only take place in the absence of evidence that the goods have not been lost.
132. The provisions relating to limitation of liability follow the Hague-Yisby Rules limits (666.67 SDR per package or unit or 2 SDR per kilogram of gross weight of the goods lost or damaged, whichever is the higher) and the so-called "cont^ner formula". If the multimodal transport does not, according to the contract, include carriage of
continued to receive worldwide support. The objectives of these standards are:
(a) To uphold a high standard of business ethics and professional conduct among shipping agents;
(b) To promote a high level of professional education and experience, essential in providing an efficient service;
(c) To encourage the operation of financially sound ^nd stable shipping agents;
(d) To contribute to combating maritime fraud by ensuring improved services by better-qualified shipping agents;
(e) To provide guidelines for national authorities/professional associations in establishing and maintaining a sound shipping agency system.
125. The l^ O T A D secretariat, upon request, provides legal advice to national authorities and professional associations wishing to set up nation^ standards for shipping agents based on the above-mentioned objectives. In addition, the Minimum Standards are being promoted through seminars and technical assistance projects.
H. The new UNCTADTCC Rules forMultimodal Transport Documents
126. The new Rules, which became operational as of 1 lanuary 1992, will only apply when they are referred to in the multimodal conn-act. It is possible to refer to the Rules even for port-to-port traffic and when unimodal h"ansport is intended. Farties having referred to the Rules, and thereby ءمح0كهأهآ وم the Rules into their contract, must avoid inserting stipulations which derogato from the Rules.
127. The Rules only cover a part o f the customary contents o f a multimodal transport conhact. Thus, an MTO wishing to use the Rules as a basis for his multimodal transport conhact would have to add other clauses dealing with matters such as: optional stowage, routing, freight and charges liens, both-to- blame collision, general average. Jurisdiction and arbitration and applicable law to satisfy his particular needs. Such additions could also be made with respect to matters covered by the Rules, but only to the extent that they are not conpadictory thereto or decrease the responsibility or obligations of the MTO as established by the Rules.
Adoption of the International Convention on Maritime liens and Mortgages. 1993
©n 6 Ma1993 ?؛ a new Convention on Maritime Liens and Mortgages was successfully concluded. The Convention was adopted by consensus by the United Nations^nternational Maritime Organization Conference of Plenipotentiaries, which met in Geneva under UNCTAD auspices for a period of three w eek . $ixty-five States participated in the Conference, which was chared by Dr. W alter Miiller of Switzerland.
The Convention is intended to improve conditions for ship financing and the development of national merchant fleets and to promote internation^ uniformity in the field of maritime liens and mortgages.
According to the core Article of the Convention (Article 4) only five ty؛» s of claims against the owner, demise charterer, manager or operator of the vessel shall be secured by a maritime lien on the vessel and thus have priority over the mortgages, which is traditionally the main source of ship financing. These claims relate to (a) wages and other sums due to the crew; (b) loss of life and personal injury in connection with the operation of the vessel; (c) reward for the salvage of the vessel; (d) port, waterway and pilotage dues; and (e) physical loss or damage caused by the operation of the vessel other than that of cargo, containers and passengers’ effects.
The priority ranking of these maritime liens is spelled out in Article 5. In the event of the forced sale of a sfianded or sunken vessel, all claims secured by a maritime lien are superseded by payments to be made to a public authority to cover the costs o f the removal in the interest o f safe navigation or the protection of the marine environment (Article 12, para. 3).
The Convention, in Article 6, provides a $tate ?arty with the possibility of granting other maritime liens under its law, but only under strict conditions and with an extinction of a maximum of six months. And, in any case, such liens rank only after the maritime liens provided for in Article 4 of the Convention and mortgages (as defined in Article 1).
The interests of the mortgagees are further protected by Article 10, according to which com{»nsation payable to the owner of the vessel under an insurance contract should not go to maritime lien holders but to the mortgagee.
For the first time an international legal instrument contains provisions on temporary change of flag in case of b a re ^ a t charter re^stration, a practice which is becoming increasingly common in shipping and which has created uncertainty for mortgagees. Article 16 of the Convention clearly states that rights are determined by the law of the State in which the vessel was registered immediately prior to the change o f flag.
The Convention will be open for signature at the United Nations Headquarters in New York from 1 September 1993. It will enter into force six months following the date on which 10 States have expressed their consent to be bound by it.
Following a resolution adopted by the Conference, both organizations are requested to reconvene the O in t Intergovernmental Group to examine the possible review of the International Convention of 1952 for the Unification of Certain Rules Relating to the Arrest o f Sea-going Ships.
Box 7
responsible ocean carrier; (2) "air bansport" is not included in tlie difrerent modes of bansport nsed nnder multimodal transport; (3) there is no provision relabn^ to the liability of the consignor; (4) there is no provision relating to non-conbactual liability (action in tort); (5) while the MTO is liable for the acts and omissions of his servants and agents, there is no mention of his liability for such acts and omissions of his subconbacting unimodal carriers. It may be, however, that such subcontracting carriers are included in the concept of "servants and agents". The ©rdinance has generally been welcomed by exporters, importers, shipowners and freight forwarders, as well as by other agencies involved in bade and bansport of goods.
I. Technical cooperation and baining
136. UNCTAD’s technical cooperation and baining programme in shipping, ports and multimodal bansport declined somewhat during 1992. A total of 32 projects were being executed during the year, with a total exp؛nditure of $2.6 million (compared to 37 projects totalling $3.2 million in 1991).
137. Half of these projects were TRAINMAR projects designed to help baining cenbes in developing counbies provide a wide range of maritime management baining using a methodology which establishes professional standards at local cenbes and provides mechanisms for cooperation among these cenbes. Although two new sub^gional projects, one in $outh America ^nd one in the Caribbean, were initiated in 1992, eight other projects were terminated during the year and most activities are now conducted by the developing country cenbes themselves or with the help of supporting bodies but without project support.
138. A number of policy seminars on Multimodal Transport, Container Terminal Development and Management, Equipment Maintenance and $bategic ?lanning for $hipping wete deliveted by I^ C T A D during the year, and funds were obtained for the development of a new policy seminar on the Commercial ^o le of Forts.
139. A new project was initiated in Fakistan to facilitate bade through the sbeamlining and rationalization of the bansport sector. It will involve sbengthening the institutional bameworl؛ within which new bansport-related technology can be inboduced and multimodal bansport promoted. New legislation will be drafted and technical information disseminated on all aspects of multimodal bansport.
goods by sea or by internal waterways, the liability of the MTG is hmited to an amount not exceeding the equivalent of the freight. The provisions on loss of the right to limit liability conform with article 8 of the Hamburg Rules and article 21 of the MT Convention. The time-loss has been set at nine months to ensure that the MTG would have adequate possibilities to institute «؛course actions against the performing earner.
133. Although the new l^ C T A D ^ C C Rules for Multimodal Transport D ^um ents are based on the H ague№ gue-¥isby Rules system, a new situation has developed since the enby into force of the Hamburg Rules. This ^ c u rs because the Rules are for voluntary adoption by the commercial parties, but are superseded by mandatory international or national law. This means that an MTG cannot use the Rules to circumvent unpleasant provisions in a national law or international Convention. Consequently, if the bade covered by the MTG is subject to the Hamburg Rules regime, then the limits of liability of that convention will apply and the particular defences of nautical fault and of fine retained by the I^C T A D ^ C C Rules will be sut»rseded by the Convention.
134. It N important to note that the old ICC rules will no longer have the backing of the ICC and they may be rejected by the banks. To facilitate the change-over to the new Rules, ICC has established an "ICC Eill of Eading Review Committee" which will verify that documents submitted to the Committee are in conformity with the f^C T A D /lC C Rules for Multimodal Transport Documents. Documents verified will ١» entitled to bear the ICC logo. Eor further information, interested parties are requested to contact the ICC in Faris.
135. Gn 16 GctoN؛r 1992 the Government of India promulgated its Multimodal Trans؛» r t of Good Grdinance 1992 to provide a legal régime to govern multimodal bansport operations in its foreign bade (except for the State of Jammu and Kashmir). The Grdinance is broadly based on the United Nations MT Convention and the l^ C T A D ^ C C Rules for M ultim ode Transport Documents. However there are certain departures from these, which are as follows: (1) although the provisions relating to the liability of the MTG are broadly based on the Hague/Hague- Visby Rules, there is no specific provision for exempting the MTG from liability for loss, damage or delay in delivery in respect of goods carried b^ sea in those cases where the ocean carrier is exempted from the Hague/Hague-Yisby Rules. This would seem to mean that the MTG who becomes liable in such cases may not succeed in recourse action against the
70
co-insurance and reinsurance of marine transport risks through the harmonization of marine insurance laws and practices.146. In the area of ship registration and at the request of JUNAC (Gommission of the Gartagena Agreement), TJNGTAD assisted member States (Bolivia, Golombia, Fcuador, ?eru and Yenezuela) in the drafting of a project for an international registré? of ships. The request was made in the context o f recent changes in policy in the subregion directed towards obtaining a complete liberalization in international trade. The p u ^o se of the project should be viewed as an important step in keeping the existing tonnage within the subregion and giving sh i^w ners competitive facilities equal to those of other international carriers.
147. At the request of the Mexican Government, the UNGTAD secretariat participated in a panel to explore the feasibility and convenience of setting up an International Mexican Ship A g is te r in order to attract flagged-out ships of Mexican owners back to the national register.
148. Members of the UNGTAD secretariat also lectured on various aspects of maritime law and international trade and hansport at a number of seminars, conferences and workshops.
149. Funding for U N G TA D ’s technical cooperation and training activities in shipping, ports and multimodal transport was provided by the United Nations Development Frogramme (UNDF), the European Gommunity and the Governments of Belgium, France, Germany, the Netherlands, Norway and the United States and by the recipient countries themselves.
New classification of ships by type reviewed
150. An effort to establish an intemational classification of ships by type was initiated at an ad hoc UNGTAD-FFG meeting of the secretariats of national and international org؛؛nizations interesied in ‘type of ship’ classifications, held in Geneva in October 1987. It was agreed that there was a need for a universally accepted hierarchical type-of-ship classification and a clear definition of ship types. A small group was commissioned to prepare a report setting out a new classification which would take account of the views expressed at the meeting. The study group’s report was presented to the second ^d hoc UNGTAD-FFG meeting, held to discuss the classification of ships by type, in Luxembourg in October 1988 and is contained in annex ٧ .
140. A small regional project was undertaken by UNGTAD in 199^ in connection with the launching of the United Nations Transport and Gommunications Decade in Africa. A brochure was produced to help create a greater awareness among African Governments, subregional organizations and the providers and users of shipping, ports, inland waterways and multimodal transport services of the strategies p re s s e d to achieve the Decade’s objectives. Froposals were made to group projects awaiting financing into a series of integrated programmes.
141. In 1992 the development and implementation of the Advance Gargo Information System (AGIS) was pursued in a larger number of African countries than in the previous year. The W orld Bank (IDA) is financing the installation of certain modules in Sudan, Senegal and Burkina Faso.
142. In addition to the continuing work in Africa, two Asian countries, namely Bangladesh and Viet Nam, have requested the installation of the railway module of AGIS, the K ilTracker. In the case of Bangladesh, the German Government, through its Bank for ^construction (KfW), has agreed to provide DM 1.3 million for the installation of the RailTracker on Bangladesh Railways. l^ G T A D will implement this project in close collaboration with the F cono^ic and Social Gommission for Asia and the Facific (ESGAF). Discussions are advanced with the French Government regarding the funding of AGIS in Viet Nam.
143. In order to ensure sustainability, l^ G T A D and GIM (GT^-Germany) agreed to an arrangement through which GIM would sponsor the attachment of German Experts to a number of AGI^ user-institutions in Africa. Ghana Forts and Harbours Authority and the Kenya Forts Authority have been the Brst beneficiaries of this scheme.
144. The l^ G T A D secretariat has been involved in updating and harmonizing the maritime legislation of various countries at the subregional level (MINGONMAR member States and Genhal American countries) and the national level (Ethiopia), with the aim of providing a legal framework for more effective maritime transport. Training of nationals at various levels forms ^n integral part of the projects.
145. Marine insurance ظ another area where the secretariat will be helping MINGGNMAR member States. Thus pursuant to resolution 149/11/92, a رقئdraft technical assistance project document has been prepared for promoting the growth of the marine insurance indushy in the subregion and fostering
Notes
71
ال IMF, World Economic Outlook - Interim Assessment, January 1993, p , 9 (estimate for 1992).
2/ Ibid.
3/ GATT, preliminary estimates, March 1993. Note: volume means in constant u s dollars.
4 / ^ .S . Flatou Fconomic Research, The Platou Report, 1993, p. 5.
5/ OECD, Main Economic Indicators, March 1993, p. 15.
6 / Petroleum Economist, January 1993, p. 4S.
7/ OECD^EA, Quarterly oil statistics and energy balances. Fourth quarter 1992, p. 1ه .
8/ R.S. Flatou Economic Research, The Platou ^ ^ 1 9 9 3 ٠٢؛, , p. 17.
9/ Fearnleys (Oslo), Review 1992, p. 4.
10/ International Iron and Steel Institute, Estimates 1992.
11/ Lloyd’s Shipping Economist (London), April 1993, p. 32.
12/ l^ C T A D staff paper.
13/ International Wheat Council, Grain Market Report, GMR 212 (Eondon), 30 April 1993.
14/ International Fertilizer Industry Association.
15/ Phosphorus and Potassium, No. 184, March-April 1993, pp. 7 and 17.
16/ International Frimar^ Aluminium Institute, IF AI Form, ISO, 20 April 1993.
17/ DRI/McGraw Hill, World Seatrade Services Review, First Quarter 1993, p. III-l.
18/ OECD, Indicators ٠/ industrial activity, January 1993, p. 26.
19/ UNCTAD calculation based upon UNSO, International Sea-borne Trade Statistics Yearbook, 1986, New Yor^ (United Nations publication. Sales Number E.88.XVII.13).
20/ Lloyd’s Maritime Information Services Ltd., (London).
21/ Fearnleys (Oslo), Review 1992, p. 28.
22/ The International Development Strategy ^ r the Third United Nations Development Deeade in the fleldof Transport identifles a 20 per cent share of world tonnage as the target for developing connfiies (United NationsGeneral Assemhl^ resolution 35/36).
23/ Fearnleys (Oslo), Review 1992, p. 28.
24/ Fearnleys (Oslo), Review 1992.
25/ Fearnleys (Oslo), Review 1992, p. 27..
26/ Fearnleys (Oslo), Review 1992.
27/ Lloyd’s Shipping Economist (London), April 1993.
28/ Fearnleys (Oslo), Review 1992.
29/ Fearnleys (Oslo), Review 1992, p. 28.
30/ European Business Magazine, Rotterdam 1991, and "Anvers, centre de distribution japonaise".Le Lloyd, 29 August 1991.
31/ Lloyd’s Shipping Economist, lune 1993, p. 20.
32/ Lloyd’s Shipping Economist, June 1993, p. 35.
33/ For rejection it w^s necessary to have more than 25 per cent of the negative votes among the memberbodies.
72
٠ a Convention »٠ For the text of the Convention, see United Nations Conference ملاق « International Maritime Transport, vol. I, ا،،«'،م Act and Convention on International Multimodal Transport ٠/ ^٠٠ ^ (United Nations publication, $ales No. E.81.II.D.7 (vol.I)).
35/ For the text of the Convention, see document TD/RS/CONF/23.
36/ Adopted by the Eighth Grdinary session of the Ministerial Conference of W est and Cenfial African States on Maritime Transport, in Guagadougou, Burkina Faso, 27-28 November 1992.
Annex I
Classification of conntries and territories
73 .
United States of Ainerica
Luxembourg (L)MonacoNetherlandsNorway?ortugalSpainSwedenSwitzerland (L)TurkeyUnited Kingdom of Great Britain and
Northern In land
Canada
Austria (L)BelgiumDenmarkFaeroe IslandsFinlandFranceGermanyGibraltarGreeceIcelandIrelandIsrael
Code
Code :
New Zealand
FolandRomaniaRussian Federation Slovakia
Yiet Nam
MoroccoTunisia
Guinea-BissauLiberiaM ali(L )Mauritania Nigeria St. HelenaSao Tome and Frincipe
Sierra LeoneTogoZaire
Australia
South Africa
AlbaniaBulgariaCzech Republic a/Hungary (L)
ChinaDemocratic Feople’s Republic of Korea
Northern AfricaAlgeriaEgyptLibyan Arab Jamahiriya
Western AfricaAngolaBeninBurkina Faso (L)Cameroon C a ^ Yerde CongoCôte d ’IvoireEquatorial GuineaGabonGambiaGhanaGuinea
C ode3
Code 4
Code 5
Code 6
Code 7
Code ؛
Code
74
Reunion Seychelles Somalia Sudan Uganda (L)United Republic o f Tanzania Zambia (L)
Eastern AfricaBurundi (L)ComorosDjiboutiEthiopiaKenyaMadagascarMauritiusMozambique
Code
GuadeloupeHaitiJamaicaMartiniqueMontserratSt. ?ierre and Miquelon Saint Kitts and Nevis Saint UuciaSaint Vincent and the Grenadines Trinidad and Tobago Turks and Caicos Islands United States Virgin Islands
Caribbean and North America AnguillaAntigua and EarbudaArubaEahamasBarbadosBermudaBritish Virgin Islands Cayman Islands Cuba DominicaDominican RepublicGreenlandGrenada
Code '
HondurasMexicoNicaraguaPanama
Central America
Co^ta Rica El Salvador Guatemala
Code 9.2
SurinameVenezuela
South America - Northern Seaboard GuyanaFrench Guyana Netherlands Antilles
Code 9 ئم
EcuadorFeru
South America - Western SeaboardChileColombia
Code 9.4
Falkland Islands (Malvinas) b/ Paraguay (L)Uruguay
©manQatarSaudi Arabia Syrian Arab Republic United Arab Emirates Vemen
South America - Eastern SeaboardArgentinaBolivia (L)Brazil
Western AsiaBahrainCyprusIran (Islamic Republic 0وIraqJordanKuwaitLebanon
Code 9 ق.
Code 1 0 - 10 . 1
75
MaldivesMyanmarPakistanPhilippines^epuhlic of KoreaSingaporeSri LankaThailand
SloveniaJugoslavia
Papua New Guinea SamoaSolomon fslands Tonga Tuvalu Yanuatu Wa^e Island
Southern and Eastern AsiaEangladeshEhutenErunei DarussalamGambodiaHong KongIndiaIndonesiaMacauMalaysia
Bosnia and HerzegovinaGroatiaMalta
American Samoa Christmas Island (Austr^ia) FijiFrench Polynesia Guam Kiribati NauruNew Caledonia
Code 10.2
C o d e l l
Code 12
of development of ؛
Notes to Annex I
(1) This eHssifie^tion is for statistical purposes only and does not imply a jud^emem regarding the ؛ any country or territory.
(2) Trade statistics are based on data recorded at the ports of loading and unloading. Trade originating in or destined (or neighbouting counties is attributed to the соипПу in which ^e ports are situated; for titis reason land-locked countries do not figure in these tabulations. Dn the other hand statistical tabulations on merchant fleets include data for land-locked countries that possess fleets: these countties are marked "(L)".
(3) The groups of cou^nies or territories used for presen^g statistics ط this Review are made up as follows:
Developed market-economy countries and territories: Codes 1, 2, 3, 4 and 5.
Countries of Cential and Eastern Europe: Code 6.
$ocialist countries of Asia: Code 7.
Developing countries and territories: Codes 8, 9, 111 ,ه and 12.
of which:in Africa: Codes 8.1, 8.2 and 8.3 in America: Codes 9.1, 9.2, 9.3, 9.4 and 9.5 in Asia: Codes Iti.l and 1 2 ه. in Dceania: Code 12.
In certain tables, where appropriate, fwe major open-registry countiies are recorded as a separate group. The group comprises Eahamas, Eermuda, Cyprus, Liberia and Panama.
a/ Eollowing tite dissolution of the Czech and ؟ lovak federal Republic on 31 December 1992, tite successor $tates of the Czech and $lovak Federal Republic are tite Czech Republic and Slovakia.
b/ A dispute exists between the Governments of Argentina and of the United Kingdom of Great Eritain and Northern beland concerning sovereignty over the Falkland Islands (Malvinas).
World seaborne trade a/ according to geographical areas. 1970. 1990 and 1991 (Millions of tons)
77
Annex II
Areab/ Year ©oods loaded Goods unloaded
©il Dry Total all Gil Dty Total
Grude Eroductsc^go goods
Grude Productscargo all
goods
Developed market- economy countries Nortlt America 1970 0.7 308.0 314.0 73.4 103.6 170.0 347.0
1990 1.4 25.8 515.1 542.3 274.9 100.8 227.6 603.31991 1.4 25.2 538.6 565.2 289.2 102.9 242.1 634.2
Japan 1970 - 1.3 41.6 41.9 170.4 30.4 235.1 435.91990 - 1.2 81.9 83.1 201.2 82.0 440.7 723.91991 - 1.2 84.2 85.4 209.3 «١« 455.8 746.9
Australia and 1970 - 1 ٩ 92.3 93.6 18.8 2.9 15.4 37.1New Zealand 1990 9.2 U5 266.3 277.0 8.6 7.2 18.1 33.9
1991 9.5 1.6 273.8 284.9 8.7 7.3 18.7 34.7
Europe 1970 28.6 82.3 244.8 355.6 621.0 100.4 469.0 1 190.41990 162.1 124.2 482.2 768.5 446.8 172.7 763.2 1 382.71991 166.3 124.0 495.2 785.5 462.6 171.8 792.3 1 426.7
South Africa 1970 - 13.2 13.2 8.8 2.6 6.2 17.61990 - - 82.5 82.5 2U9 0.3 9.6 31.81991 - - 83.2 83.2 22.3 0.3 9.5 32.1
Subtotal: developed 1970 29.^ 89.2 699.9 818.3 892.4 239.9 895.7 2 028.0market-econom؛? 1990 172.7 152.7 1 428.0 1 753.4 953.4 363.0 1 459.2 2 775.6counfiies 1991 177.2 152.0 1 475.0 1 804.2 992.1 363.9 1 518.4 2 874.4
Gounfiies of Genfial and Eastern Europe Goumdes of Genfial 1970 0.2 3.4 34.8 10.8 3.0 29.2 43.0and Eastern Europe 1990 - 8.5 41.2 49.7 27.2 0.8 58.2 86.2(excluding the 1991 - 5.5 42.2 47.7 24.4 0.6 59.1 84.1former USSR)
Former USSR 1970 «.ءء 22.9 « .« 106.9 11.9 14.41990 58.6 46.8 44.0 149.4 7.0 0.5 79.0 86.51991 53.0 41.5 41.5 136.0 5.4 0.3 75.4 81.1
Socialist countries of AsiaSocialist countries of 1970 0.1 5.4 0.4 24.4 30.2Asia 1990 32.0 4.0 46.1 82.1 3.9 1.3 80.4 85 6
1991 33.0 4.1 46.9 84.0 4.0 1.3 81.0
Developin،؛ counfiies and territories Northern Africa 1970 2^1.4 255.4 17.9 33.8
1990 182.7 31.5 32.0 246.2 63.4 4.3 57.8 125.51991 190.2 31.8 33.1 255.2 64.2 4.0 59.5 127.7
Western Africa 1970 60.5 1.0 61.5 123.0 3.6 4.0 14.8 22.41990 177 ٦ 3.4 55.2 185.7 4.0 3.2 27.7 34.91991 13 .3 3.2 57.4 192.9 4.1 2.9 28.6 35.6
Annex II (continued)
Area Year Goods loaded Geeds unleaded
©i! Dry Total all ©il Dry Total
Crude Productsc^go goods
Crude Ercductscargc
goods
Developing countries and territories (cont.)
Eastern Africa 1970 16.1 17.3 2.6 16.41990 - 0.6 9.3 9.9 6.4 9Й 16.0 25.01991 - 0.6 9.6 10.2 6.5 2.4 16.2 25.1
Caribbean and North 1970 - 1.4 28.4 29.8 23.5 4.5 11.2 39.2America 1990 1ه0 11.8 28.9 54.7 29.7 8.4 20.0 58.1
1991 14.6 11.7 30.0 56.3 30.2 8.0 20.7 58.9
Central America 1970 - 3.7 11.9 15.6 6.0 ؛،؛، 65 18.01990 81.3 7.0 18.6 106.9 4.0 9« 15.4 7721991 84.6 6.8 19.3 110.7 4.1 2.5 15.7 22.3
South America: 1970 131.1 11.8 36.0 223 9 63.1 3.0 6.7 72.9Northern Seaboard 1990 58.3 24.2 17.0 99.5 ١٩ 18.8 20.3
1991 60.8 24.3 17.7 102.8 - 1.4 19.4 20.8
South America: 1970 4.6 1.6 29.8 ^5.9 4.1 15 5.9 11.5Western Seaboard 1990 17.4 8.2 36.0 61.6 ٩؟ ٦٩ 14.4 19.2
1991 18.1 8.3 37.4 63.8 3.6 1.2 14.7 19.5
South America: 1970 0.1 1.1 54.3 55.5 18.8 1.0 19.8 39.6Eastern Seaboard 1990 0.1 4.3 197.8 202.2 37.8 9« 26.9 67.5
1991 0.1 4.4 206.1 210.6 38.4 2.5 27.9 68.8
Western Asia 1971 533م7 65.6 658.6 0.1 1.0 13.1 14.21990 463.9 74.8 30.5 569.2 15.6 7.1 107.0 129.71991 487.4 71.3 30.2 و-ةةق 15.0 6.0 105.0 126.0
Southern and Eastern 1970 35.0 23.7 39 3 148.0 148.0 23.3 61.9 139.9Asia (n.e.s) 1990 78.6 88.4 253.0 420.0 150.4 41.6 362.9 554.9
1991 81.8 90.1 267.6 439.5 154.6 40.2 385.2 580.9
Developing countries 1970 1.0 0.3 0.7 1.0in Europe 1990 0.3 1.1 7.4 8.8 3.7 2.4 17.7 28.8
1991 0.3 . 1.2 7.6 9.1 8.8 2.2 18.1 29.1
©ceania (n.e.s.) 1970 0.2 9.5 9.7 0.6 ؤإ 29 511990 - 0.3 8.0 8.3 - ^٩ 3.6 5.91991 - 0.3 8.2 8.5 - 2.1 3.6 5.7
Subtotal: 1970 1 041.4 216.9 368.4 1 627.7 339 9 169.7 414.0Developing countoes 1990 1 023.9 255.6 693.7 1 973.0 323.5 80.3 688.2 1 092.0
1991 1 070.3 254.0 724.2 2 048.5 329.5 75.4 714.6 1 119.5
World toutl 1970 1 110.0 330.0 1 165.0 2 606.0 1 101.0 302.0 1 127.0 2 530.01990 1 287.2 467.6 2 253.0 4 007.4 1 315.0 445.9 9 365.0 4 125.91991 1 333.5 457.1 2 329.8 4 120.4 1 355.4 441.5 2 449.5 4 245.4
Source: Compiled on the basis of data supplied to the United Nations Statistical Cffice (by reporting countries), the UNCTAD data banh and other specialized sources.
a/ Including international cargoes loaded at ports of the Cr rt Uahes and St. Lawrence River system for unloading at ports of
b/ See annex I for the composition of groups.
79
Annex 111(a)
1992 as at 31 December(in ؟؛٢)،
Total fleet Gil tankers Bul^ carriers General Container Other typescarao с/ ships
World total إث/ 444 866 914 138 733 66© 133 289 190 81782 S92 29 162 132 61^99 340
Developed market-economy countries
Ausbalia 721 439 799 674 993 395 144 983 121 949 662 347Austria 139 949 71 482 68 458Belgium 257 791 3 893 5 897 248 991Canada 1 997 ©69 139 669 56 538 199 385 8 949 891 446Denmark 5 436 755 836 169 528 989 823 684 1 749 115 1 598 797Finland 12©4 561 256 396 67 659 279 298 601^98France 4 ©81 822 1 764 133 348 4©9 388 199 661 948 919 151Germany 5 362 52© 88 334 497 216 1 515 944 2 331 919 939 916Gibraltar 492 667 318 789 367 ٦٦ 581 ٦٦ 22 939Greece 25 758 473 19 875 289 11 622 356 1 376 558 416 388 1 467 882Iceland 177 25© 146 39^11 146 893Ireland 199 124 8 387 89 194 24 718 85 915Israel 663 665 394 22 476 84 627 547 573 8 595Italy 7 513 195 2 115 118 2 183 592 989 561 359 557 1 883 457Japan 25 136 ©39 7 167 682 7 542 971 4 293 326 1 343 969 4 878 091Luxembourg 1655 551 195 634 878 839 61 732 121 178 488 168Ne^erlands 4 241 985 395 697 379 428 1 231 417 771 799 1 463 824New Zealand 253 395 8© 486 12 775 41 562 118 572Norway 22 254 825 9 219 777 6 256 129 2 119 746 149 941 4 518 241Portugal 976 254 656 135 69 989 78 388 11974 169 677Soutit Africa 336 655 1 279 445 219 469 124 489Spain 2 644 ©5© 911746 463 356 355 289 73 819 839 858Sweden 3 ©56 59© 691 199 298 973 1 927 637 31446 1 997 335Switzerland 349 77© 311 534 17 579 29 666Turkey 4 14© 425 827 949 2 261 473 829 963 22^849United Kingdom 6 ©75 939 2 292 688 449 599 415 915 1 914 892 2 992 745United States 16 ©58 456 6 986 122 994 981 2 993 966 2 827 421 3 246 866Subtotal 14 286 2©5 46 442 678 36 283 799 18 331 728 12 759 989 28 469 919
^len-regisbvcountries
Bahamas 2© 684 ©©« 9 81L891 4 578 179 3 311 431 843 114 2 139 393Bermuda 3 339 955 2 958 123 199 479 115 695 59 412 916 336Cypnrs 2© 5©1 ©62 4 676 685 19 849 199 3 624 368 617 192 733 798Liberia 55 917 675 27 435 312 16 139 988 4 791 419 2 593 422 5 146 534Panama 52 558 3©8 16 459 ©45 15 165 478 13 556 519 3 467 5^2 3 918 753Subtotal 15 ©©] ©98 69 4^2 956 46 923 233 25 399 333 662 481 ٦ 12 854 724
Centra] and FasternEurope and fo™erUSSR
Albania 59 96© 57 598 1 462ArmeniaAzerbaijan 637 232 197 125 85 949 355 967BelarusBulgaria 1 348 991 ^84 969 612 778 356 642 19 997 76 414Czech Republic 237 777 153 229 84 557Estonia 679 909 5 594 159 598 266 845 •• 247 87^
Annex Ill(a) (continued)
Total fleet Gil tankers Bulk carriers General cargo с/
Gomahrerships
©ther types
Hungaryمهت^م4<تمممم ٨
92 005 17 252 74 753
KyrgyzstanLatvia 1 ^06 565 532 655 414 363 259 547Lithuania 668 471 16 699 111 607 261 208 278 957MoldovaPoland 3 111759 89 471 1 666 870 1 020 174 335 244^onta^ia 2 970 336 517 410 1082 470 1 131 453 15 160 223 843Russian Pedoration 16 315 035 2 435 660 1 912 793 5 604 898 472 771 5 888 913TajikistanTurkrnenistan 191 191Ukraine 5 227 894 79 695 1199 077 2 665 640 142 183 1 141 299Pornrer USSR e/ 1104 957 391 667 269 077 144 300 10 702 289 211UzbekistanSubtot^ 33 660 182 4 550 0^6 7 184 742 12 167 471 659 913 9 098 020
Socialist countries ofAsia
Ghina 13 902 274 1 720 197 5 453 689 4 780 055 968 276 980 057Uentocratic People’s
Republic of Korea 601 785 112 824 84 418 358 990 45 553Viet Nam 616 551 15 215 21 366 357 742 277 778Subtotal 15 120 610 1 848 236 5 559 473 5 496 787 968 276 1 247 838
©evelo^in£ counfiiesof Africa
Algeria 921 496 28 326 172 259 203 875 517 036Angola 93 942 2 052 68 902 22 988Benin 1 662 105 1557Gameroon 34 833 24 120 10 713Gape Verde 21 723 445 16 817 4 461Gomoros 1 897 1 304 593Gongo 9 093 9 093Gbte d’Ivoire 75 231 300 60 406 14 525Djibouti 3 642 1 882 1 760Egypt 1172 118 165 910 343 079 487 152 175 977Equatorial Guinea 6 ؟27 6 412 115Ethiopia 69 585 3 809 64 730 1 046Gabon 25 171 652 21 055 3 464Gambia 2 720 2 720Ghana 135 088 62 779 71344Guinea 5 426 808 4 618Guhtea-Bissau 4 225 952 3 273Ken^a 14 232 4 224 10 008Libyan Arab
Jamahiriya 720 75^ 580 913 76 654 63 185Madagascar 45 404 8 863 24 857 11 684MalawiMauritania 42 881 2 911 39 970Mauritius 121 592 74 411 31937 15 244Morocco 479 355 13 954 92 339 87 023 4 608 281 431Mozambique 39 185 88؟ 12 967 25 333Nigeria 517 994 234 191 204 753 79 050St. HelenaSao Tome and
Principe 2 584 1 591 993
Annex Ill(a) (continued)
Total Beet Gil tankers Bulk carriers General Containerships
©ther té^es
Senegal 57 986 13 852 44 134Seychelles 4 465 2 973 1 492Sierra Leone 25 569 799 1 488 23 282Somalia 17 340 9 582 7 758Sudan 45 445 832 42 653 1 960Togo 12 191 11 118 1073Tunisia 7»« ك7م 27 030 37 230 47 4^6 168 733Uganda ••United Republic of
Tanzania 40 990 3 383 30 399 7 ^08Zaire 28 624 13 980 14 644Subtotal 5 081 397 1 077 533 719 318 1 637 473 4 608 1 642 465
Develoning countriesof America
Anguilla 5 304 3 634 1 670Antigua and Rarbuda 803 575 5 490 39 244 563 434 144 378 51029Argentina 896 755 217 022 61 419 334 023 55 512 778 779Barbados 50 516 44 466 1921 4 129Belize 37 459 4 051 24 546 8 862Bolivia 9 610 9 610Brazil 5 406 153 1 972 415 2 431 699 430 312 146 898 424 829Cayman Llands 363 492 30 672 64 432 177 ООО 91388Chde 582 796 4 167 278 908 78 182 221 539Colonrbia 250 489 5 697 62 565 161 052 21 175Costa ^ica 7 884 873 7 011Cuba 671 679 66 983 341 «٩ 400 427 173 928Dominica 1992 1758 234Dominican Republic 12 468 674 9 153 2 641Bcuador 347 964 112 489 22 010 171 238 42 227El Salvador 1 836 1 836Falkland Islands f/ 13 904 506 13 398Grenada 1 0^1 923 108Guatemala 1 797 1 797Guyana 16 937 125 6 388 10 424Haiti 916 199 717Honduras 1 048 574 144 627 80 136 671 029 10 229 142 553Jamaica 11 196 1 887 2 496 5 235 1 578Mexico 1 115 496 474 354 54 439 586 703Montsenat 711 711Nicaragua 3 784 498 3 286Paraguay 32 818 13 785 19 033Peru 431 673 131 394 63 832 84 806 151 641St. Kitts and Nevis 300 300St. Lucia 1 891 1 534 357St. Vincent 4 7^8 436 834 282 1 83 213 1 633 115 126 456 301 370Suriname 13 175 1 800 7 215 1 343 2 817Trinidad and Tobago 24 442 8 694 15 748Turks and Caicos
Islands 3 798 853 1 155 1790Uruguay 127 059 46 227 3 473 41 452 35 907Venezuela 870 346 454 922 112 081 165 451 499 393 ٦ ٣Virgin Islands British 7 393 734 3 181 3 478Subtotal 17 905 649 4 555 331 5 082 376 5 029 800 526 767 2 711 375
Annex III(a~) (continued)
Total fleet Oil tankers Bulk carriers General cargo с/
Containerships
Other types
Developins countries of Asia
Bahrain 137 774 1 841 29 526 28 148Bangladesh 499 366 51 965 319 283 39 918Brunei Darussalam 364 635 239 1 855 362 541CambodiaHong Kong 7 311357 915 719 4 927 239 424 836 787 268 256 394India 6 562 628 2 9ل9س4 2 911 875 981 144 659 695Indonesia 2 368 985 584 826 163 817 1 952 683 82 755 484 994Iran, Islamic Rep. of 4 572 178 2 942 526 1 946 591 418 398 164 843Iraq 919 891 719 563 79 587 129 741Iordan 61 266 59 499 9 888 888KuN ait 259 779 1 795 979 ^15 944 85 594 252 262Lebanon 292 627 1 536 55 129 226 613 2 912 6 446Malaysia 2 949 935 256 396 441 964 429 559 321 473 691 533Maldives 51 884 5 644 11391 31 189 3 759Myanmar 947 299 2 481 518 995 366 451 24 415 34 858©man 29 424 13 328 7 996?a^stan 389 242 59 445 16 639 291 179 21 979Philippines 8 479 115 389 889 6 914 929 1 642 399 99 172 333 734Qatar 392 724 124 964 132 964 118 128 17 568Republic of Korea 7 419 411 612 182 3 835 649 1 934 468 1 126 577 891 544Saudi Arabia 1 924 399 261 631 489 645 67 199 214 915Singa^ire 9 912 252 4 181 619 2 596 859 1 468 144 1 23 148 433 482Sri Lanka 284 516 74 322 92 979 197 612 9 693Syrian Arab Republic 143 819 23 522 119 218 1979Thailand 918 138 172 274 67 126 513 611 75 559 89 568United Arab Bmirates 884 434 457 449 51 552 125 983 179 269 89 999¥emen 16 924 1 886 3 993 11 135Subtotal 58 149 894 15 574 853 22 774 249 19 558 163 4 213 896 5 928 643
Developin؛؛ counbies of Burope
Croatia 219 832 7 149 29 349 71 433 35 219 67 691Malta 11 998 539 3 985 582 5 187 348 2 126 935 244 898 364 766Slovenia 2 319 2 943Yugoslavia 2 529 276 2 529Subtotal 11 224 219 3 992 731 5 216 688 2 197 744 289 927 437 929
Developin؛؛ counbies of Oceania
Fiji 63 827 4 449 42 692Kiribati 4 829 4 798 121Nauru 5 374 4 4^6 948Papua New Guinea 46 226 2 995 33 445 9 876Solomon Islands 7 739 3 249 4 499Tonga 19 666 7 119 3 556Tuvalu 12 336 1 943 11 293Yanuatu 2 964 392 184 496 1 949 529 624 757 26 391 188 399Western Samoa 6 253 4 339 1 914Subtotal 2 221 642 191 751 1 949 529 725 769 ^6 391 237 391
Developing TOTAL 94 582 792 24 492 199 34 833 169 29 148 949 5 951 599 19 956 804
Other unallocated 6 216 297 968 455 2 594 882 328 333 2 241 593 172 944
Merchant fleets of the world by flag of reàstration. а/ groups of countries and types of ships Ыas at 31 December 1992
(in dwt)
Annex 111(b)
Total fleet Gil tankers Bulk cafiiers General cargo ع/
Gontainer Gther types
World total d/ 694 690 623 263 333 748 239 972 602 !04 933 2SI 32 408 377 54 042 645
Developed market-economy countries
Australia 3 952 018 1 336 918 1 667 444 170 924 130 846 645 886Austria 226 142 122 494 103 648 - -
Belgium 220 232 3 253 6 961 210 018Câxioô-Si 686 081 201 736 93 807 88 602 7 011 294 9^5Denmark ? 306 6?3 1 678 559 993 966 978 385 1 961 812 1 693 951Finland 1082 581 429 339 106 101 ^84 123 263 018Prance 5 744 903 3 453 682 602 750 438 432 720 477 529 562Germany 6 554 199 168 257 816 091 1 972 952 2 876 435 7^0 464Gibraltar 859 252 598 739 126 950 107 508 - - 26 055Greece 47 712 282 21 871 686 21 866 883 2 134 295 527 582 1311836Iceland 110 928 201 49 103 61 624Ireland 216 658 14 218 122 090 28 281 52 069Israel 825 235 785 35 570 117 732 666 667 4 481Italy 10 569 903 3 664 734 3 978 634 1 022 098 371 ^52 1 533 085J^psil 37 455 406 13 017 422 14 237 017 5 324 248 1292 532 3 584 187L^embourg 2 659 491 174 5^9 1 629 464 64 262 139 256 651 970Netherlands 5 236 820 621 384 625 217 1 765 462 756 674 1 468 083New Zealand 280 364 125 395 20 118 63 831 71 020Norway 37 485 315 18 456 604 11 338 119 2 4^8 826 184 914 5 076 852Portugal 1 639 846 1 246 533 113 420 126 835 18 172 134 886South Africa 281 634 1 187 198 602 81845Spain 3 918 840 1 791 397 848 999 566 409 99 042 612 993Sweden 3 305 593 1 218 609 358 512 987 408 34 680 706 384Switzerland 606 736 545 403 26 862 34 471Turkey 6 944 723 1 526 570 4 018 845 1 271 168 128 140United Kingdom 7 637 405 4 002 764 741 664 511 567 975 874 1 405 536United States 23 073 869 14 140 885 1 818 685 1 876 703 2 815 405 2 422 191Subtotal 216 593 129 89 745 396 66 706 153 22 610 434 !3 805 614 23 725 53^
Open-resistrv counfiies
Bahamas 33 837 183 18 793 335 8 152 689 4 559 895 858 035 1 473 229Bemtuda 5 493 736 4 084 443 343 563 140 039 44 991 880 700Gyprus 36 188 355 9 179 771 19 857 856 5 505 146 766 479 879 103Liberia 98 369 597 53 594 364 30 387 966 5 321 084 2 739 565 6 326 618Panama 83 338 991 31 091 108 27 270 272 16 403 192 3 849 372 4 725 047Subtotal 257 227 862 116 743 021 86 012 346 31 929 356 8 258 44^ 14 284 697
Genfial and PasternРиторе and formerUSS^
Albania 80 954 80 954ArmeniaAzerbaijan 489 691 255 910 95 339 138 442BelarusBulgaria 1 954 004 459 384 967 885 453 036 18 282 55 417Gzech Republic 367 813 252 459 115 354Pstonia 701 182 9 639 259 695 315 046 116 802Hungary 132 974 7-8 757 104^17 ••
84
Annex Ill(b) (continued)
Total Beet Gil tankers Bulk carriers General cargo с/
Containerships
Other types
GeorgiaKazakhstanKyrg}?zstanLatvia 1 355 46© 8©3 476 4©1 6©1 15© 383Lithuania 633 5ةل 24 18© 16© 212 278 946 17© 18©MoldovaPoland 4^63 899 156 312 2 7^6 ©9© 1 178 799 2©2 698Romania 4 3^9 ©38 9©© 633 1 778 98^ 1 491 884 16 87© 14© 668Russian federation 17^35 762 3 8©© 488 3 ©38 ©84 6 455 567 487 316 3 454 3©7TajikistanTurkmenistanUkraine 6 176 656 118 7©7 2 ©26 125 3 272 ^17 134 114 625 493PormerUSSR^ 1 314 984 581 9©6 427 752 136 ©54 1© 6©© 158 672UzbekistanSubtotal 39 ©35 9^5 7 11© 635 11666 ©42 14 379 ©14 667 182 5 2)3 ©62
Soeiahst eountoes ofAsia
Chma 2© 693 584 2 751 679 9 197 783 6 542 957 125© 594 95© 571Demoeratic People’s
Republic of Korea 954 126 229 288 134 ©62 557 941 32 835Viet Nam 954 785 28 565 36 ©14 552 156 338 ©5©Subtotal 22 6©2 495 3 ©©9 532 9 367 859 7 653 ©54 125© 594 1 321 456
Developing counniesofAfriea
Algeria 1 ©93 363 46 41© 288 145 296 577 462 231Angola 123 479 2 286 1©8 527 12 666Benin 21© 21©Gameroon 39 797 33 5©9 ج 288Gape Verde 3© 921 562 28 584 1 775Comoros 2 959 2 295 664Congo 1© 892 1© 892Cbte d’fvoire 1©©3©6 15© 86 634 13 522Djibouti 4 ©9© 3 74© 35©Egypt 1644 761 288 55© 565 499 677 341 113 371Equatorial Guinea 6 699 6 699Ethiopia 84 326 5 818 78 336 172Gabon 3© 186 742 27 312 2 132Gambia 2 ©29 2 ©29Ghana 132 ©23 1 167 82 488 48 368Guinea 1 749 285 1 464Guinea-Bissau 1 846 54© 1 3©6Kenya 14 ©55 6 412 7 643Libyan Arab
famahiriya 1216 782 1 ©92 537 94 888 29 357Madagascar 5© 635 13 859 31 193 5 583MalatviMauritania 24 734 4 57© 2© 164Mauritius 175 158 127 232 39 349 8 577Morocco 6©3 345 24 826 162 91© 125 95© 1©©71 279 588Mozambique 32 ©51 1 62© 22 1©3 8 328Nigeria 751 686 456 644 249 854 45 188St. HelenaSao Tome and
Principe 2^77 1285 992
Annex Ill(b) (continued)
Total fleet Oil tanlcers Bui^ carriers Genera] cargo с/
Containerships
Other types
Senegal 39 585 18 849 29 736Seychelles 3 33? 2 441 896Sierra Leone 18 384 1 835 2 456 14 993Somalia 18 496 12 695 5 891Sudan 6^244 1 222 69 198 824Togo 29 633 29 553 89Tunisia 443 449 47 299 58 572 61 824 275 844Uganda . .
United Republic of Tanzania 49 519 5 911 39 446
4 162
Zaire 31 192 15 949 15 243Subtotal 6 86? 189 1 997 751 1 292 358 2^36 479 19 971 1 429 539
Developing counbies of America
Anguilla 6 145 6 951Antigua and B؛ubuda 1 281 375 13 688 67 622 995 992 292 885 91278Argentina 1 297 713 359 865 194 989 486 931 75 319 189 618Barbados 89 392 76 219 4 918 65Belize 57 769 7 925 42 969 8 684Bolivia 15 765 15 765Brazil 9 977 853 3 586 936 4 259 166 543 936 181 793 515 922Cayman Islands 485 129 52 929 197 362 247 337 77 591Chile 818 775 6 254 521 786 97^67 193 468Colombia 378 867 9 681 129 882 222 572 16 732Costa Rica 2 895 688 2 297Cuba 97 557 49 888 549 543 166 668Dominica 2 833 2 833 . .
Dominican Republic 11 258 1 635 9 251 372Ecuador 483 551 291 592 37 531 216 769 27 749El SalvadorFalkland Islands ئ/ 8 486 639 7 856Grenada 1383 1 383Guatemala 353 353Guyana 13 599 5 781Haiti 429 259 179Honduras 1 595 126 252 646 136 274 1 196 296 11625 88 375Jamaica 16 297 3 292 4 449 8 475Mexico 1 595 419 797 429 63 417 644 564Montse«at 1916 1 916Nicaragua 1 483 1 175 398Paraguay 34 279 17 936 16 334Peru 513 396 231 697 193 814 128 139 49 755St. ^tts and Nevis 559 559St. Lucia 2 979 2 979St. Yincent 7 677 797 1584 599 3 299 763 2 429 473 151 934 311937Suriname 15 721 3 935 19 145 1 771 779Tinidad and Tobago 16 295 8 627 7 668Tmks and Caicos
Islands 2 792 1391 1 157 244Uruguay 171 189 93 297 3 891 49 519 24 482Yenezuela 1 274 364 769 837 189 698 249 293 1 189 82 536Yirgin Islands British 5 237 1 263 3 371 693Subtotal 27 639 861 8 133 669 8 913 125 7 377 765 675 198 2 531 194
Annex 111(b) (continued)
Other typesContainerships
OeneralOil tankers Bnlk carriersTotal Beet
21 577 19 481
347 948
269 23ب©75 688 ©1© 291
651 159 525 112
26© 83ة©63 6
486 683 764 3
31915
122 12 57© 181
974 15 424 731
©4© 215 8©1 575
63 5©7 92 275
5 684 4 796 799
352 ©2
821 6©ة
5©3 6©1
91 461 3©3©
386 511
25 29آ
127 642 127 151 336 755
!©4 361 217 9©8
4 862 328
136 481 447 336
2 578
517 467*1 373 6831 549 821
569 157 1©3 25116 271
311 4©5 346 854 657 918 46 616
363 945 7 444
4117642 168 633
297 6791 262 553
678 1681732 579
1^9 238 197 397 797 999 191 582
4 784 14 231 586
9 ©37 859 4 979 381
245 243 1 756 592
92 561 797 554
19 536 919 317
34 68ت87© 645 19
681 983 6
897 614 4 225 189 379 37 482 113 747 88
126 537 49
279
1 797 539 3 532 734
98© 195 5 874 294 1 351 798
3 179 3632 431
434 32111 678 4 483
91 137 733 837 234 788
1 291 833 434 419
7 613 521 131 532
315 379 826 753
3 185 28 839 779
179 795 551 795 359 798
12 353 796 19 574 548 3 172 484 8 359 6941 567 484
113 5573 834 959
451 5962 959 799
81 594 1 335 957
19 912 549 797
11 516 246 1 399 271
446 231 234 677
1 393 819 1 417 265
13 653 93 267 699
Developing countries of Asia
BahrainBangladeshBrunei DarussalanrCambodiaHong KongIndiaIndonesiaIran, Islamic Rep. ofIraqIordanKuwait^banonMalaysiaMaldivesMyanmarOmanPakistanPhilippinesQatarRepublic of ^orea Saudi Arabia Singa^ire Sri I^tkaSyrian Arab Republic ThaBandUnited Arab EmiratesYemenSubtotal
22 999 359 457
733
373 914
36 935 256 541
293 476
872 194 ا215 524234
ر 329 63ة
59 399 116 775
167 174
879 19 ؛694 325
ا 795 195
175 225
967
389 869 18
Developing countoes of Europe
CroatiaM a lta
SloveniaYugoslaviaSubtotal
12 987
4 199 1799 2 697
15 415 277 896
315 419
42© 32
32 94ث
47 415 3 9895 791
34 3253 186
11 943 599
594 9466 966
796 442
1 894 643
1 894 643
349 6
4 59ق
599 367
453 378
113 749 16 995
976 226 6 591
236 999
Developing countries of Oceania
KnbatiNauruPapua New Guinea Solomon Islands
Tuvalu Yanuatu Western Samoa Subtotal
947Developing TOTAL 863 149; 954 42645 624 89361 872 27؛ 873 925
Other unallocated؛368 679:155 1؛599776 488■ ٩٩٩ 933529 69
Annex III
Notes
Source: Lloyd's Register o f Shipping - Statistical Tables, 1992 (London) and supplementary data regarding the Great Lakes Ileets of the United States and Canada and the United States ^eserye Fleet.
a/ The designations employed and the prosentation of material in this tahle r e ^ r to flags of registration and do not imply the expression of any opinion by the Secretariat o f the United Nations concerning the legal status of any country or territory, or of its authorities, or concerning the delimitation of its frontiers.
b/ Ships of 100 grt and oyer, excluding the Great Lakes fleets o f the United States and Canada and theUnited States ^eserye Fleet.
مع Including passenger/cargo.
d/ Excluding estimates of the United States ^eserye Fleet and the United States and Canadian Great Lakes fleets, which amounted to respectiyely 2.8 million grt (3.7 million dwt), L I million grt (2.0 million dwt) andو.1 million g « (2.2 million dwt).
مج All Republics of the former USSR which haye not established new shipping registers (see box 1).
f/ A dispute exists between the Goyernments of Argentina and the U^Northern Ireland concerning soyereignty oyer the Falkland Islands (Malyinas).
Major flows of selected bulk commodities
This annex reviews trade o f selected commodities fo r the most recent years available in the UNCTAD Data Bank. The tonnage volumes are / ٠٢ total trade and in most cases maritime transportation can be assumed ،٠ be the dominant mode. The methodology used ؛٠ compile the trade matrices is:
• Major e x ^ rte rs were identified b؛? looking at total expo!^ for data bank for the latest fiye ؛?ears.
Any country whose exports to the world exceeded a certain "floor" value (see table l»low) in any of the years was considered to be a candidate.
• From this list the top ten or so reporters were retained.
Major reporting im porters o f each commodity were then identified and the trading partners of the top three or four were used to identify any major traders that may not have been selecjed by the above procedure.
Inverted trade was used ro flll any nomreported gaps in the exportersknown non-re؛»rters, e.g. the ^ rm er USSR and the South African Uustoms Union, as well as for countries that do not report quantity (Germany) or do not give a full bilateral breakdown (the Netherlands, Saudi Arabia).
Tables were produced for each commodity with a cut-off applied to each individual cell that would produce between 2 and 4 pages of statistical data. This means that an empty cell does not necessarily indicate that there was no trade, but that the value did not reach the cut-off.
Annex IV
Commoditv Floor value (tonnes) Cut-eff (tennes)
Bauxite 500 ООО 50 000Wheat 1 000 000 250 000Coal 2 000 ООО 500 000Fhosphates !ООО(» 50 000Iron ore 1 000 000 250 ООО^aw sugar 100 000 30 ОООWood ?50 ООО 50 ОООCrude petroleum 30 000 000 2 000 000
Note: Because of the breakdown of existing statistical records, data for Germany haseparately under Federal Republic of Germany and German D em .ratic Republic؛»
Also, in some tables destinations are specified as "special". This term covers free zones, ship stores and cases where countries do not report origins or destinations.
90
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٠١٠١
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о ٠١ ه ا о ١ ٠ م ص ص ٣ ١ о ي ١٥ |د о ص ٠ о ، ٠ ٤ ٨٠ ٤٨ ٥١٥٣ ٤ د٨ بنها0ح ٠١ د 0بنه ءت ي٣^٢ م ٠ م ٠١ ي اي م ملهمحي ١٥٠ له ٤ ٨٠١ ٠ م - —٠١٣٠ N ٠ ٠
م ها ٠١٠١٠٠١ حح © بنيم ٠ ٠١ م يمي له صم ي ي يمص٣يم ص ٣ ٣ ٤٨ ٤٨ ١٥ ٣ ا١٥٠٥ له ٠
ينله له ٣ ٣ له له ٣ ٨١٣— ٣
ءص
о٠١٠١
0هها،0يمه0٥ ٥ ١ ٥ 0هله ٥٩ ٩ ٦ ٩ ٩ ٩ ٩
^^١ ٥ ٥هيم ح٥لهيمص ) لا
ه ٢- له لهمم]
о خ ١٥ ص ٣ يم ١٥ ٣ ، ٠يمه ٤٨ ^ ٤٨ يمهايممح٩ ٩ ٤ ٩ ٩ ٩ ٩ ٦ ٦ ٩
00 م0حلهههاهح ٣0لهيمها له ١٥ محله0د له٣صاهاه٣ا٨ له
١٥
оله
٠ ا ٠ 1 ٠ ٥ ٠ ٠٠١٠١٠٠ ص ص
CN ٠١٥ءت٠، ٠٠
٠٠ ^٠١٥٠١٥٠
о\ره٠١
о
٥٥٩
٥٤٨
го
١٥٠ ٠ يم ه له ا يم محيمص'٥ ١٥٠٣ دم م ذم ٨٣ محصص ينحد١ه
»م ٠ ٤ ٨٠ ٥٣٠٥٣ ٤٨^٤٨ ي له ١٥ هو ص له له فه ٣ ٣
٥ ٥ ٥ ٥ ٥ ٥^٥ ٥ ٥ ٥ ٥ ٥ ٥ ١ ٨ о ٤٨ ٠ يم ٤٨ ٣ о ٣ о ^ له ١٥ ٤٨ о يم
٦ ٦ ٦ ٩ ٦ ٩ ٦ ٩ ٩ ٩ ٦ ٦ ٩ ٩ ٦
٠ ٤٨ يم ص د ي ص ٤٨ ٣ ص ي ء ٠ ٠ يما ه م م ا ه ا ه ا ه م ي م ه م ا 0ه ن0 ب م
ممله٤٨٤٨ ١٥ ) ٣ ٣٤٨ لا ٣ ٣
٠١
د١٥له
١٥١٥
٤٨ • له ا ٠١٠١ ٠ لهم ءت ه ي
م٠
١٥٤٨
له
صم
١٥
٠٠о\
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هCL
о о ٣ ي م ١٥ ء ص ٤٨ ٤٨ ص о ح ح о о ص له م ٠ له ١٥
٩ ٩ ٩ ٩ ٩ ٩ ٦ ٦ ٩ ٦ ٩
^ له ٤٨ ح ي ٤٨ ص ي م ج ١٥ о و ٠١ ١٥ ء ج لإ ٦ ٦
٥ ٤ ٨ ٥ ٥ ٠ ٥ ٥ ٥ ٥ ٥ ٥ ١ ٨ ٥ ٤ ٨ ٥ ح ه ! م ه ا ه ص ه ل ا ه ه ٣ ي ٤ ٥^٨٦ ٦ ٩ ٩ ٦ ٩ ٦ ٦ ٩ ٩ ٩ ٩ ٩ ٦
٨صه٣ ١ ٥ ٣اه٣ ه محص١ ل ه ل ص ه لم محميمبني كيمص ^ هه م ا ١٥ممحي
^٠ ٤ ٨)^ ٤٨٣ ٣^ يم٣
о٣ ٠١ م
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٠١١٥٠١
;
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له
о
لا СИго ٥сго
го ع го ф C ü S O — ф с
о о ٥ Ü-
ح دÛC г о > X
ه ن ص о— <ه ق ГО «ثФГОС ©— Ф ! Г О — ص -Ф Г О Ф
го го j - j— r o 'o e ——ظ о (Л وآ ص о Û ،ء — го — ا го — го د — ح о ■ ГО4-»ГООО)ФФ ф (Л © دب
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ه ص ه ص <ئ م< م ك ح ح م م م ن— 3خ *-" لآ مهاقمممم ا سسهظد
z ٦ ü
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roc— Ф C N ro ب . له ؤم م ص ل
،.*оroc^ro
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го
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103
о CM ٢٠ ٧١ го 40 CM со Г^СУ\ЧОГОО»ОСМ ٩ ٩ ٩ ٩ ٩ ٦ ٣ СМ١٥ و 40 см ١٥ ١٠ CN 40
٦حم٦مححم ٩ ٩ م٩٣ ٣ » СМ
و٧со
١ ٥ ٠ ٧ له ٢٧ ١٥
لهإج ٠١
له٩هيج
СО م ^ه » О ي يممحله» « C0 04 OCM م<مهامحم ١٥ له له ١٥
م ١٥ » له ي٠ ٧^^٣٣^٧
٢٥ ٣٠ CM ٠١ ОЧООСМ
١٥ » ^ له
م له » له ،٨ ص ص ١٥ يCM со •о ۴٠١ ٠ со со о ٩ ٩ ٩ ٩ ٦ ٦ ٦ ٩
م ي م « ي ه ه ل ا ه ه لد4لهمه صحميمه
^وله
حم»م»!٧ со ١- ٠١ со و 1— لههо٩له
»وصم ح م، يميم سمي ح،
٠١٠١
-١ ٥ ٣ 0ه•-» ١ ١٥ 1مح4о OOCNC3NC34OC0٦ ٩ ٩ ٩ ٩ ٩ ٩ ٦
و» لهح «« م го جمهحمله ©ا ١٥ ممح
م ي م٩ي ٩ي ٩« د ٣ ٣ ٢٨,
له
وو
٠١о
اه о و له ١٥ » (ح ١٥ ٠ ذله С34 ٠١ ن0 لهمحب »ا ٣١٥ له ٣ م ٠١ ص ^ ي ٣٠٠٠٠ ، ٠٠١ ع له ه ١٥ ١٥ ه » »و ٧ له » » ٧ ٣ ٧ »٧ له له
^ ٣٦
/٨ ٣ ]٨ ٠ ١ «٣
له«
١٥ » ^١٥ со له ١٥ و لهه ص ه ا ه ن ي ه ل ه ل « ج ٦ه ٩ ٦ ٩ ٦ ٩ ٦ ٦ ٩
о\ و ٠١ ٠١ يم و ١٥ ح ٧^ ١٥ ٧ » ص د ١٥ ١٥ و ص « ه م م ي ص ص ح م ه ل
٣٦ له ص ٧ »٣ ٧١ CM о ٦و ٦ ٦ ٩ ٩ о و со со-٣ ه ١٥ » <م ١٥١٥ ص ٧ ٧ له
о٠١٠١
١٥٨١ »٧١٥٢٨
٥» ج » ٠١ ٧ со ٠١ و
го هء © م ص ٠ ٩ ٠ ٠ ٦٠١«CM ؛ه
с с
•و «٢ ٨ ٢ ٠ ٩٠١
١٥
ص
^ ٢٠١٥ ٠١ ٣«٣ إه ٥ «
٣ ١ ٥ له ص ٣
«١ ٥ ٧ ١٥ ص و
٠١٠١» »ص ١٥
٠١جآهص١٥
ؤ
مح^»دله»مح٣ ١ ٥ ٣ о ٦م0صم ٦ ٩ ٦ ٩ ٦ ٩
م »له»حصمةص0 0ةسمقتأآ
٣ ٣ ٣ ^ ٧٦٩٦٦٦ هممحله4لهم » ٣١ ٧ له ي
ممحح « م
صه٠١
«لنا
٠١١٥
دсоد
٥ ٥ ٧« ١٥٩ ^ ٧ له ٦ ٩ ٦يم ١٥ » » له ٣٦ ٣ ه
٣ ١ ٥ ١ ٥ ٣
٧
وо
1 ص « ٠١٠١و « »١٥» » م ٥١ ي
م و ي ٥٣م »ي له ٠١
» ٨١٧٨ /
٠١«^٧ د٣مح
ع ء نله ««
»٧٠١٠١٩٩
ص ١٥«٣٦ ٦
٧ ٠
٩»له٣١٨«
ح م ا ه٣ه ل ه ل ص م ي صم لهلهصيم « ن هب
محملهمح0م ««ى ي ا ه ن ه»ب ل .ح
>صها»»دم» ٣١ ٥ ٠ ٣^١ ٠.<محأو
م صيم ح،٣ م ١ ٥« ٦ ٩ ٦ ٩
١٥ ١٥ ٠١ о « «٧«
م ٥١ • ي |و ا له ١٥»٣ ذ د «م ي ^ ص و ٠١
٠» م4 »٣ و » »
له ٣ ١٥ له «١٥ » وو «
«له
صاو٧ص ■٠١ ٠١» ٠١» ٠١١٥ »٧د
دد«مح
»مح»هايم يميم٣مم٦/ ٩ ٩ ٩ ٨
محمح0بنح١ ٥ ٣ ٧ ٨ ٠ ١م ها « لهله
م0»0 صيمي٦ ٧ ٠١ о له ص ٠ ٩ ٩ ٩ ٩ ٩
ح0محمحلهمححمص ا ه ه ل « صصه0لهح «
محامححص٣عمح ٢٨ ٧ » ١٥ و«له
٣٥٣٠١٧٧» له له
ص
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104
1 ٢٢٠ ٢م ٣٠١د
٠١
١٥ م٢٥١وت
٠ م
٢٠٦ГОةد
СО
союсо٩٩٦
٢٠٠٠١ له0له0
о٢٨го
١٥دо
^^١٥^^ со о о-٣ о٦ ٦ ٩ ٦ ٦
го го يم -٠١ ٣ ٨ ٥ ٠ ١ ٢ ٨ ٠ ١،
٩ ٦^٨^٦
^٣ ٣
،٨،٨٦
ة00
٠ له ٣ ٣ ٥^٦ ٦ ٥ ١٥
со ٨١٥ وت،
وت ٠١ وت^٣ ٥
٦ ٦ ٦ ١٥١٥٥١
له ١٥ ص ١٥ 00 ГО
لهО٥
لهه٦٠١о
٠١٠١
مح٨ي يم٨ا اه [ ٩هالهكبن ٦ ٩ ٦ ٦
م ،0 ه ١٥ ГО ي١ ٥ ١ ٥ ٣ ٥ ٣ ٦
^ <م ص م ،٨
هههك <صميمي٩ ٦ ٩ ٦ ٣٦١٥٠١١٥
^٨ ٥ ٣، ГО له د بم
٥^٢٧٣٩٩
٨، ٠٦بم ص
٠ ١ ٣
م ا ه ه » ل ه اص ح ،٨١٥ ١٥حم٩ ٦ ٦ ٦ ٦ ٦
د وت 00 4ثته-له ^٣ ٣ ١ ٥ ٣ ٥م صيمميم ه،
اهها٨ ١٥٥م٣ ،٨
٠٦٢٠وت
٣ ١٥ ه^ ص ١٥ له ١٥ م
،٨ مصدده م ها
ص ٠٥ م0٨، ٨، ١٥
ا٨بنلهة٢٠
لص ه ل ل ٠٠١ ا ٥٣٥ ٠ ص ٠١ ٥ه ل ص ٤٨ ٤٨ ٥
٠ «Ч ٠، ٠٠د٠٠٦ لهميم٨٠ ٥ له ١ ٨٥٣ Г 0 ،٨٣٣ م ي
ه٠١٠١
ه ل ن ه٨ب ل ه٣ا ا ل ه > م ا ه ه ، ،٨ صصههم ٣ ٨ص ٣ ٣ ١٥١٥ ١٥ ايمص٥ص ه ل ص ه ه1ص
بنله٨ا٨ ،٨ ا٥٢٧١٥ يم ٣ ٥١ ١ ٥٨ م ١ ٥
١ص ا وت ا٨هيمبم٣م؟م م00 ممح ؟ م ي ٢٧ ه ١٥ 00 ٣ ،٨ ٣ ٣ ٥ ٤ له ٨ ٢٧ ج٢ له
ح]ص ا ه ، ^ ص هص٨ص ص ح م م ئ ٣ ٢٠٣٢٠ له ٠ ١٥،٨
٣ له له ص^له^ وت ص د ٠١ د
لهلهصح ] ٥ هه ٣^٣ ٥ ث ١٥^٥ <ص ٥ ٠ لهله ١ يم ٥ م ٣
٠١٢٠ ٠١ مо ٣- وت وت
٥ ٠١^٥ ٨ ١ ٠١^٥
له ٢٠لهم لي
٠١со٠١
соLü
О
إ
го٦٥
٦٥
؛
ح
م
له
о
соله
H
фه
ص ، ٠١ ملهسهيم د ا ^ СО له ٨ ٣» ،٨ ا٨م )
له م،٨ ص م ٠١
٨، ^٢٧ له ص ١٥ م ^ي ص ٠١ ١٥ ص
٢٧١٥
٥ ٥ ٣ ٧١
٩ ٦
٣ (ح١ ٥ ٥
،٨ وت ص ٤٨يم0هاله
٦ ٩ ٩ ٦ ٠١ ص ٥ ص
٣ ١ ٥ ٥ ٥ ١ م >«لهبني
صج
لهو١٥ي
دله<لهح٦ ٦٠١ بم٠٠٠١ له ص
و
ص
ى§ه ي ه ل ص1ح ه د٥حص١٥ ه٩ ٦ ٦ ٦ ٩ ٦
١بنيمع م ٥ ٣م ي ي م ي ه ٢ل ي
م ١٥ ي
٢٠٠١ص
١٥ ص ا ا ١٥ ١٥ له ا ا له ٥ ٣^٥٥ د ها م صمي٨٥ م م ١٥ ي ٠٠^٥
له ٥ ٠ م ٠١ مح يم،٨٠ ٣ ٠٥ ٠٣٣
م ٧١ ي ٠٢له
له ه ص٣
٣٠١٥ ٠١ له ا٣ له ٥ م
٣٠١٥ ٠١م له ٠١ ب ٠١
،٨٠٠ ٣و ٤٨ ،٨ ء إص ٣ ٠ ١ ٥ ص ٥ ٤ ٨
٣ ٥ ٤ م ٥١ ٨ ^ب٩ ٦ ٩ ٦ ٩ ٩٠ ١ ٥ ^د ي ٣م د ^٠١ 0\ ص
٣ دله ٠ ١٥٤٨٣٠١ ١٩ ٦ ٩ ٦
٨ ٣، ،٨ ٥ ص ٣ ٠ ٠١م ص ٠١ م ي
١٥ص٩
ه
ته٠٠١
СС٥
ГО٦٥с
^ фф фتا с го
r أ o e го ٤٠ .س لهحامده —с ص - ج
— ٠ ١ Ф د -CÛ LJ U >
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ص Ф Ф ٠١n CC © ( ГО ح٠١ م _ ٢٠- Ф ء©ه٢٠©د ه ( ن г о ^
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105
٠١٤٨
٩ ٦CM ج
٤ ٨ ٦له
ج٩
ا0م ي٠
٨٠١ ٤٨ ٢٠، ОООم0م س د ه ل م ي
٩ ٩ ٩ ٩ ٩ ٩ي^ ح ه ل ه1حم 0ي ا0ا0 م0ا
ن ١٥٣١٥ ١٥ دو
م ي٩
له00
ح0 م م00 ٥١ له
ه م «ت ؛ ١٥ د ٠م د له ي
١٥ ص ! له ١٥٨، «يم له ٢٠ 00 ^٤٨
م 0ي0\د٤٨ ص
م ٥١ يСЛ ٢٠
١ (ت٠١
١ه٠١مح يم ممهاها0صص0يمص ا ٤٨١٥بن٥اده٨ ٤٨^ حهمحله٥ا ينمح٥ ٤٨ ا ا
٩ ٩ ٩ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٩ ٩ ٦ ٦
^له ١هص٣ ٥ ٣١صمحم٣ يم٨يم ٠١ ٥ اهلهبنممحيممح يم0 ^ о يمله ٠١٥
م ٥٤٨ ي م م ي د م ي ا ه ص ه ا0ل م ه ه ي ل ص م ي
٠١له
٠م ص م0 ي
له ٣ ميم0مح
ه٠١٠١
١٥ ٤٨ о ^ له ص ٣ ٤٨ له ح يم ه ١٥ о ٤٨ ١٥ د ه ٣ ٤٨ ٤٨ ي م ٠١ ٣ ٠ о يم يم و о ه م ٣ ء له ٣ ي م ٣ ي
٠١ وت ■ CM ٠١ ١٥ CM٠ا٥ص١٥م• مح هيمهابن]هم ■!
)٠ ٠ ١ ٥ ٥ ٣ ا. ه ٤ ه1و ٨ ٥ ١ ٥
له٣ له
٦ ٩
٣١٥٤٨٤٨
له يم
о
لهو
آ“صم ه ٤٨
٩ ٩ ٩
٠١ص
ئ
о٥٩
ه٤٨له
соدوآ
له و
؛م تح ي ١٠٤٨ ^
أة
ص ١٥ ٣ يم لهبنله » هلهو٩ ٢ ٠ ٩ ٩ ٩
١٥ ٣ ص م يمо وت ٠١ ٣٠ соهاحيم0مح
١٥٤٨
٠١٣ص ٠١
٩ ٩
له لهيم له
له ج
٩ ٦
ص ٤٨يم له
١٥ ٣ له
٢١١٩٩
٤٨٧١٨؛له ٤٨ ٠١
0 00 0Ш
،0
со
00 ١٥
ه ا ه أ ه ص ه ه ه § م ٠١ ي،7ا يم٨٤٨ ه له ا٨اث«
о ي له٨ه١صبن يم ا٠١له
لهоوت
^ ء ٤٨ د ١٥ ص ص له •د م١٥ يم ٠١ ٠١ يم
٠١о
١٥ له0ص
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INTERNATIONAL €LA$$IFIOATION OF SHIPS BY TYPE *
Interim report
Preparation of this document
1. The preparation of this annex was initiated at an ad hoc IINOTAD-EEO meeting of the secretariats of national and international organizations interested in ‘type of ship’ classifications, held in Geneva in Octoher 198?, where it was agreed that there was a need for a universally accepted hierarchical type-of-ship Classification and a clear definition of ship types. A small group was commissioned to prepare a report setting out a new classification which would take account of the views expressed at the meeting.
2. The study group’s report was presented to the second ad hoc IlNCTAD-EEC me،^ficlassification of ships by type, which met in Luxembourg in October 1988.
3. The International Classification of $hips by Type (IG8T) given in this annex is b^sed on the construction characteristics of the marine sfiucture and not upon its particular use or cargo carried at a point in time. The text is based partly on the papers presented and comments made at the Luxembourg meeting and partly upon further deliberations and contributions fiom those attending the two meetings.
Introduction
4. The term ‘classification’ in this text is used in its statistical sense of collating together items with similar attributes into groups and not in the sense associated with marine insurance. Currently, ship types are classified in many ways in publications. There is a common underlying thread to many of the groupings used but it is often not possible to compare figures from different sources because of the way in which specific ship types have l»en grouped.
5. A type-of-ship classification is requited for the p^duction of statistics relating to marine matters: composition of the merchant fleet of a counfiy, new constructions, scrapping, accidents, ship traffic, etc. The degree of detail required will vary from a very detailed breakdown (e.g., for an analysis o f fishing vessels) to a high degree of aggregation (e.g. for the UNCTAD publication Review ofM aritim e Transport). In addition, any system needs to be compatible with the Lloyd’s Register of Shipping database, since many publications providing information on ships by type have used, as their source material, the information given in Lloyd’s Statistical Tables. $ince 1989 the ship type groupings used in Lloyd’s Statistical Tables have been compatible with the classification set out in this annex.
6. For vessel statistics, a ship use classification will also be required. Such a classification has already been discussed and adopted by the I ^ C E Working Party on Facilitation of International Trade Procedures at its twenty- third session in 198b (Recommendation 21 Codes / ٠ ٢ Types ٠/ Cargo, Packages and Packaging Materials - EEC/TRADE/158).
International Classification of Ships by Type (ICSTl
7. There appears to be general agreement amongst marine statisticians on the need of identify separately tankers, dry bulkers and other dry cargo vessels, since these are the vessels which engage in international trade. There remain other ships, o f which those comprising the fishing fleet are probably the most numerous. Differences in current statistical groupings occur where groups at the level of ‘tankers’, ‘bulkers’, etc., need to be subdivided. However, a classification of this nature should start at the top by covering all marine sfiuctures.
115
Annex V
This document was prepared by the ad hoc g ^ u p for review and comment and is reproduced here for information purposes for the maritime community.
8. All marine structures form Level 0 of the ICST. At the next level (Level 1), the division is into:
merchant shi^ structures ٠ naval (m ilita^) craft• non-ship structures.
The ‘merchant ships’ group is divided into four hasic groups atT ovel 2:
liquid ٠ dry bulk• o therd rycargo• miscellaneous types ( ^ r all other vessels).
No proposals are made at present for the further breakdown of non-ship sbuctutos below Level 2 or naval vessels below Level 1.
9. The classification for merchant ships has been fully defined for Levels 2 صit is likely that a Level 3 degree of detail will suffice. Level 5 has been defined only for some ‘other dry cargo’ ^ s and ‘miscellaneous types’ at this stage. A س er expansion of Level 5 could be made at a subsequent revision of this classification if it was thought generally u se ^ l and desirable.
10. The breakdown at Level 3 for dte ‘liquid’ category is into five groups:
« o iltan^erchemical tanker liquefied gas carrier
It would be at variance with the philosophy o f the classification to include at Level 4 a cargo coding which was not specific by virtue of the ship’s construction. At Level 4, oil tankers separately identify crude oil tankers and oil products (i.e. not built to carry crude).
11. Bulk carriers are divided at le v e l 3 into those constructed to carry oil and those not. Bulk carriers are further divided at Level 4 into ore and other bulk carriers.
12. For other dry c؛،rgo vessels, those constructed to carry cargo of a specific type (e.g. vehicles) form a group(specialized carrier) at Level 3. Gther groups identified at this level are:
fully cellular container ship passenger vessel dry cargo barge general cargo vessel
13. At le v e l 4, six specific ty؛» s of specialized dry cargo carrier are identified, and three types of dry cargobarge. General cargo ships are divided into six groups: teefers, Ro-Ro passenger, Ro-Ro cargo, other general cargo (Lo-Lo) ships - being divided into - general cargo/passenger (those with accommodation for more than twelve passengers), single-deck vessels and other multi-deck general cargo vessels. At Itevel 5 the non-passenger Ro-Ro and general cargo vessels are further divided to identify those with container capacity (fixed or portable guides built into part o f the vessel).
14. The ‘miscellaneous types’ group is divided into three groups at Level 3:
fish processing and catching offshore production and support othertypes
116
15. At Level 4, tlte group ‘fish catchiug’ takes on board the classification set out in the ^ h n i c a l ?aper 267 of the Food and Agriculture Organisation of the United Nations Definition and classification o f fishing vessel types (1985). The major types of fishing vessel identified in that publication fotm the groups at Level 5 o f this classification. The further division of fishing vessel types in the FAG classification would logically fit into this classification at ^ v e l 6 and below. Fish processing vessels (motherships, factory ships, etc, in the FAG classification) are not presently divided at Level 5, as it is understood that the classification of these vessels is currently under consideration.
16. Level 5 is also used to identify specific types of vessel in the remainder of Level 2 - ‘miscellaneous types’ group. At 4 ئ0ا , drilling ships and offshore support vessels form two groups. The ^ u p s se^ra te ly identifi«! at Level 4 within the Level 3 ‘other types’ group are tugs, research ships, dredgers, and a residual ‘other nei’ (nei = not elsewhere identified).
17. The degree of disaggregation down to Level 4 is set out in the attached appendix. In response to requests made when this classification was being prepared, a three-digit numerical coding system covering Levels 2 and 4 of the merchant ship structures is included. If required, a further digit could be prefixed to indicate Level 1 and an additional digit for Level 5.
18. Fort authorities, particularly those in developing countries, who wish to classify ship baffic by type o f vessel may prefer to use an alphabetic code. For example, the following eight types should be readily idenfifiable in all ports of the world. A more detailed alpha code could be readily compiled.
117
Liquid - TKl>ry bulk - BGGontainer - GGSpecialised Garrier - SGGeneral Gargo - GGDry cargo barge - BARassenger - ?AMiscellaneous - GT
Note on the ‘bading/non-bading’ concept
19. It is often useful to use the concept of a cargo-cabying ‘bading’ fleet governed by ideas o f international bade and sea bansport as a foreign currency earner (e.g. for balance-of-payments purposes). For most purposes, the first three groups of merchant vessels at L^vel 2 (liquid, dry bulk, and other dry cargo) would comprise such a ‘bading’ fleet. The division of a bading fieet into tankers, bulkers and other dry cargo vessels follows past precedents. Gertain vessel types would not be included in the ‘trading’ fleet concept, either because they are not basically designed to carry cargo or passengers for commercial purposes, or because they are, by construction, designed for work in coastal or estuarial waters. However, there can be no disputing the potential economic importance of fishing vessels or supply vessels and their functions, including the carriage of supplies. Although it is desirable and useful to ١» able to discriminate between vessels consbucted for the relatively homogeneous ‘bading fleet’ and other vessels, such a concept should not be included as part of a hiera«؛hical classification of ship types. Rather, it should form a note to the classification. Furthermore, for most pu^oses, it would be desirable to remove from the ‘bading’ fleet those vessels which, although constructed for bading pmposes, may be in long-term usage for non-bading puiposes, e.g. storage.
Note on Lloyd’s Statistical Tables
20. Many publications providing information on ships by type have used as th^given in Table 2 of Lloyd’s Register ofShipping Statistical Tables. As a consequence, much of the analytical work on ship type has been conditioned by the information provided in the Statistical Tables. This will, in all probability, also hold in the future. It is, thetefote, im ^ rtan t for analysts to know how the groupings which appear in Lloyd’s Statistical Tables fit into the IGST. In the 1989 version of Lloyd’s Statistical Tables, 21 gmups o f principal ship types of merchant vessels were used in the Table 2 analysis. These gmupings follow the IGST at Level 3 for all groups, with a further breakdown to Level 4 for the general cargo group. The following table shows the co^spondence between Lloyd’s nomenclatute for their groups and the IGST nomenclature.
118
Groups used in Lloyd’s Statistical Tables from 1989
Lloyd’s nomenclatureICST nomenclature
Gil tankers Gil/clremical tankers Chemical tankers Tank barges Gther tankers Liquefied gas carriers Ore/bulk/oil carriers Gre and bulk carriers Container ships Specialized cargo ^efiigerated cargo Passenger ^ 0-^0
G^ne^a؛ c ^ o ^ s s e n g e r General cargo - single dec^ General cargo - multi deck General cargo barges Passenger PishingOffshore supply All other types
Oil tanker Oil/chemical tanker Chemical tanker Tanker barge Other tanker Liquefied gas carrier Bulk/oil carrier Bulk carrier Container (fc)Speci^ized carrier
Ro-Ro passenger Ro-Ro cargo General cargo^assenger General cargo - single deck General cargo - multi deck Dry cargo barge PassengerPish processing and catching Offshore production and support Other types
Appendix
CLASSIFICATION OF SHIFS BY TY ?£
□ Marine structures ICST Code
■ Merchant ship structures
٠ Liquid
Oil tanker ه
□ Crude ©il tanker 111□ Crude/products tanker 112□ Oil products tanker 113□ Oil/chemical tanker 114
Chentical tanker 120 ه
Liquefied ga^ carrier ه
□ L ? 0 carrier 131□ LN O carrier 13^□ Other liquefied ga^ carrier 139
Tankerharge ه
□ S inglehull 141□ D ouhlehull 142□ Independent tank$ 143
О O thertanker
□ A$phalt, hiturnen tanker 151□ Mola$^e8 tanker 152□ Vegetable oil tanker 153□ O thertanker 159
• Dry hulk
Bulk/oil carrier ه
□ OreBiulk/oil 211□ Ore/oil 212□ Bulk/oil 213
Bulk carrier ه
□ O recarrier 221□ Other bulk c؛؛rrier 229
119
□ Marine structures (continued) ICST Code
■ Merchant ship structures (continued)
٠ Other dr؛? cargo
Container 310 ه
٠ Speci^ized carrier
□ Barge carrier 321□ Chemical carrier 322□ Irradiated ^ e l carrier 323□ Livestock carrier 324□ Yehicle carrier 325□ Other specialized cttrrier 329
General cargo ه
□ Reefer 331□ Ro-Ro passenger 33^□ Ro-Ro cargo 333□ General cargo^)assenger 334□ General cargo - single deck 335□ General cargo - multi deck 336
120
ه Dr?؛ cargo ؛
341 Deck barge □342 H opperbarge □349 cargo barge ؛?Other dr □
Passenger ه351 □ Cruise
359 Other passenger □
es؛^Miscellaneous t
О Pish processing and catching
411 □ Pish processing412 Pish catching □
Offshore production and support ه421 □ Offshore drilling and exploration
422 Offshore support □
s؛?؛«Other t ه491 □ Tug
□ Research/surye?؛ 492493 Dredger □499 Other □
ل2ل
ICSTCode
■ Naval (military craft)
■ Non-ship structures
• Land structure
٠ Floating docks
• Submersibles
• Semi-submersibles
٠ Air cushion vehicles
• Flatforms
٠ Diving systems etc
٠ Buoys
Marine structures (c©ntinued)□
ل كينية لصو رات على ا مم مثو لا ت ا لثمد ا
ل سش نمر ات على ا ور ت ن م م م لا ت ا ت ر التعد ا لكب ر ا و د ح و لرز ا■ ا جسع في ا م >ح ل ا ع ل تلم ■ ا ا ا ه ن م لكبة ن م تي ا ل ر ا ، ثاكف أو : الى ا • جف ني ار يو.؛ددك' تي المع نم‘ اس ام
ر؛ت]وه(لءء؛ء؛ألءرآ0ءلآصواا؛ه11وأ،«ءء و ءءبمسءمبجء أأ،«ق|؛أ،اا بمسء ؤ؛و[11ه»ا؛ءءا№ءا
HOW т о OBTAIN UNITED NATIONS BUBEIUATIONS
U n ite d N ^tinn^ p u b lica tion s m ay be ob ta in ed trom book stores and d istr ib u tom th ٢o ٧ج h ou t th e world. U on su lt you r book store or w rite to: U n ited N a tio n s, S a les S ectio n , N e w ¥ o r k or O ene^a.
COMMENT SE PROCURER LES PUBLICATIONS DES NATIONS UNIES
L es p u b lica tion s d es N a tio n s U n ie s so n t en ^ en te dan s le s lib ra ir ies e t le s agen ces d ép o s ita ire s du m on d e entier . In torm e^-^ou s aup rès de votre lib ra ire ou adresse?،-vou$ N : ف a tio n s U n ie s , S ec tio n d es ven tes , N ew ¥o rk ou G enève.
КАК ПОЛУЧИТЬ ИЗДАНИЯ ОРТАНИЗАИВИ ОЬ^ЬЕДИИЕННЫ^ Н А^ ИИ
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сО мО CONSE^UIR PUBLICACIONES DE LAS NACIONES UNIDAS
L as p u b licac ion es de la s N a c io n es U n id a s e sta n en ven ta en lib rerias y ca sa s d istr i- buidoras en tod as p artes d e l m u ndo. C on su lte a su librero о d ir ija se a: N a c io n es U n id a s, S eccid n d e t e n t a s , N u ev a York о C inebra.
Printed United N^ti©n$, Ueney^ United Nations ?nblieationGE.93-54434~December 1993-3,880 Sales No, £.94.11.^.?TD/B/CN.4/2? ISBN 92-1-112336-4
ISSN 0566-7682
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