SB IV Class Unit 1 2 2
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Transcript of SB IV Class Unit 1 2 2
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For shipping, all standsand falls with worldwide
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macroeconomic
conditions.
Developments in the
world economy andmerchandise trade are
also driving developments
in seaborne trade.
World seaborne trade in
2011 grew by an
estimated 7 per cent.
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Tanker trade 33%,
Dry Cargo 40%
Containerized cargo
20%
The five major dry
bulks, namely iron ore,
coal, grain, bauxite and
alumina and phosphate.
Asia is by far the most
important loading andunloading area, with a
share of 40 per cent of
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total goods loaded and 55
per cent of goods
unloaded.
Other loading are theAmericas (21 per cent),
Europe (19 per cent),
Oceania (11 per cent) and
Africa (9 per cent).
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1) A Global new design
a potential growth inregionalization;
multilateral trade
negotiations;
the proliferating tradeagreements;
efforts of balancing
global economic growth
and trade flows; andthe complex nexus
between energy
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security, oil prices,
transport costs, climate
change and generally
environmental
sustainability.
2) Energy security, oil
prices and transport costs
3) Cutting carbon
emissions from
international shipping
4) Environmental
sustainability and
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corporate social
responsibility
5) Maritime piracy and
related costs
The containership fleet
1.6% (1980) to 13%
(2011).
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35 per cent of
seaborne perishable reefer
cargo was transported by
specialized reefer vessels
Dry bulk fleet 27%
(1980) to 38% (2011).
Oil Tanker fleet 50%
(1980) to 34% (2011).
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In January 2011, there
were 103,392 seagoing
commercial ships in
service
In 2011, Container
ships increased to 8.7 per
cent over 2010.
The general cargo fleet
remained stable.
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Indonesian traffic, and for
exports from Saudi Arabia
to India and Egypt.
Under exceptionspermitted by IMO, single-
hulled tankers are allowed
to trade until 2015, so long
as they are under 25 yearsold and are able to pass a
condition assessment
survey.
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532
475
184
0
100
200
300
400
500
600
Dry Bulk Vessel Oil Tanker Container Ship
Millionsofdwt
Vessel Types
Structure of World fleet in 2011
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As on 2011, owners
from Greece controlled anestimated 16.2 per cent of
the worlds deadweight
tonnage a record
amount, equating to morethan 202 million dwt.
Next were Japan (15.8
per cent), Germany (9.2
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per cent) and China (8.6
per cent).
In terms of vessel
numbers, owners fromGermany, Japan and China
have more ships than
Greek owners.
In terms of nationally
flagged and nationally
owned tonnage, the Greekfleet continues to be by far
the worlds largest,
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accounting for 65 million
dwt, followed by the
Chinese-owned and
-flagged fleet which
accounts for 46 million
dwt.
Eight of the top ten ship
owning countries useforeign flags for more than
half of their tonnage.
The exceptions are the
United States, which uses
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the national flag for53 per
cent of its nationally
owned fleet, and owners
from Hong Kong (China),
who use the flag of Hong
Kong (China) for 75 percent of their tonnage.
Together, the top 35
shipowning countries have
an estimated market share
of 95.6 per cent of the
world tonnage.
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The market share of the
top 20 liner shipping
companies reached 70 per
cent of TEU capacity in
January 2011.
The highest year-on-year
growth was recorded by
Chilean carrier CSAV(Compaa Sud Americana
de Vapores), followed by
PIL from Singapore, and
Israels Zim.
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Maersk Line from
Denmark occupy the top
position
MSC (2nd) and
CMA CGM (3rd) -
Compagnie Maritimed'Affrtement /CompagnieGeneral Maritime,
grew three to four timesfaster during the year.
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In 2011, more than 68 per
cent of the worldstonnage is registered
under a foreign flag.
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Most of the major flags of
registration are notably
from Panama, with 306
million dwt (21.9 per centof the world fleet), Liberia
(11.9 per cent) and the
Marshall Islands (7.1 per
cent).
In January 2011, the 35
largest flags of registration together
accounted for 93.8 per
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cent of the world fleet, a
further increase from the
93.2 per cent share of one
year earlier.
The top five registries
together accounted for
52.6 per cent of the
worlds dwt, and the topten registries accounted
for 72.7 per cent both
figures again showing
increases over theprevious year.
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As regards the number of
ships, the largest fleets
are flagged in
Panama (7,986),
United States (6,371),Japan (6,150),
Indonesia (5,763),
China (4,080) and
Russian Federation(3,485).
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The year 2010 set a
new record in the history
of shipbuilding, the
deliveries recordedamounted to 3,748 ships,
with a total gross
tonnage of 96,433,000
GT.
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In the container sector
especially,
nondeliveries amounted
to an estimated 39 per
cent of the order book.
In terms of gross
tonnage,
45.2%
Dry bulkcarriers,
27.7% Tankers.
15.2% Container
ships
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Demolitions of tankers
more than doubled,
whereas demolitions of
container ships
decreased by more thanhalf.
As demand has picked
up, new orders have
resumed. The ordersplaced with Japanese
shipyards as at January
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2011 had more than
tripled compared to one
year earlier.
End-of-2010 data forChina suggest that new
orders in Chinese
shipyards increased
fourfold in the space ofone year.
Many of the new ordersare for container ships,
with the value of the
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vessels ordered during
the first three months of
2011 reportedly
amounting to $7 billion
compared to orders
worth $2.8 billion for drybulk ships and just $0.5
billion for tankers
1) The price that a carrier,
that is, a ship-owner or
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charterer, charges for
transporting cargo is
known as the freight rate.
2) The freight ratedepends on many factors,
including the cost of
operating the vessel (for
example, crew wages,fuel, maintenance and
insurance); the capital
costs of buying the vessel,
such as deposit, interestand depreciation; and the
cost of the shore-side
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operation, which covers
office personnel, rent and
marketing.
3) Freight rates are not
all-inclusive but a subjectto numerous additions, for
example, the currency
adjustment factor,
terminal handling charges,war risk premiums, piracy
surcharges, container seal
fees, electronic release of
cargo fees, late fees orequipment shortage fees.
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4) Maersk Line, the
largest liner shipping
company, lists on its
website 107 possible fees
and surcharges.
5) In general, freight
rates are affected by the
demand for the goodsbeing carried and the
supply of available vessels
to carry the goods.
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6) In addition to the
fluctuations in supply and
demand, the bargaining
power of the service user
(the shipper), the number
of competitors and theavailability of alternative
transport modes also
affect price.
7) In the tanker market,
ship operators decided to
use very large crudecarriers (VLCCs) and ultra-
large crude carrier
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(ULCCs) as floating
storage facilities. The
advantage of laying up
tanker vessels is that the
cargo can be quickly put
into storage by anchoringthe vessel at a suitable
place.
8) Freight rates can be
obtained through an agent
or shipbroker. The
shipbroker, whose role isto bring together cargo
and vessel owners, may
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calculate, publish and
maintain indices on
historical data.
The top 20 container
ports combined
accounted for approximately 47.9 per
cent of world container.
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In 2009, the top 20
container ports recorded
negative growth, except
the ports of Guangzhou(China), Tanjung Pelepas
(Malaysia) and Tianjin
(China).
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Hutchison Port Holding
of Hong Kong, China,
with a combined
throughput of 75
million TEUs
Following closely
behind is APM Terminals,
with an estimated 70million TEUs.
PSA International ofSingapore increased its
throughput of containers
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by 14.4 per cent to 65.1
million TEUs.
China Merchants
Holdings Internationalincreased its throughput
in 2010 by 19.2 per cent
to 52.3 million TEUs with
the launch of newoperations in Vietnam
and Sri Lanka.
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DP World of Dubai
increased its container
throughput by 14 per
cent to 49.6 million TEUs.
COSCO Pacific
container throughput
grew by 19 per cent to
48.5 million TEUs.
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Shipping connectivity is
an important determinant
of trade costs, and
understanding them will
allow policymakers to
improve their countrystrade competitiveness.
The LSCI covers 162coastal countries and is
made up of five
components:
(a) the number of ships,(b) their container
carrying capacity,
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(c) the number of
companies,
(d) the number of
services provided and
(e) the size of the
largest vessels thatprovide services from
and to each countrys
seaports.
END OF UNIT-2END OF UNIT-2