4/27
Review
of Maritime Transport
1992
R eport by the UNCTAD secretariat
UNITED NATIONS
New ¥ 199 , ^ﻫ ﻪ
NOTE
This Review h^s been prepared by the UNCTAD secretariat in accerdance with section в o f the programme
o f work o f 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 o f this document or received directly from Governments would be !e je c te d in a
corrigendum to be issued subsequently.
Symbols of United Nations documents are composed o f capital letters combined with figures. Use o f such
symbol indicates a reference to a United Nations document.
The designations employed and the presentation o f 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 o f its authorities, or concerning the delimitation of its h-ontiers or boundaries.
M aterial in this publication may be freely quoted or reprinted, but acknowledgement is requested, with
re ^re n c e 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 •^£٥N ^D © N $ PUBLICATION
ISBN 92-1-112336-4
ISSN 0566-7682
ill
CONTENTS
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii
Introduction ix
A. W orld economic b a c ^ ^ r o u n d 1 -3 1
B. International seaborne t r a d e 4 - 13 1
III. Productivity o f the world fleet and the supply and demand situation in world
s h ip p in g 3355- 4- 40 0 2?
22
D. Tonnage on o r d e r 4 2 - 550
0 35
٧ . Port d ev elo p m en t 5 6 -7 5 47
¥ I. Freight m a r k e ts 76 - 92
٥٠ h4arine h u n ^ r prices 9^
D. ^ a il la n d h rid ^ e s......................................................................................................... 01 - 02 60
F. General a v e r a g e 123
H. The new UNCTADBCC ^u le s for Multimodal Transport docum ents ٠ ٠ ٠ ٠ ٠ 126 - 135 6?
CONTENTS (continued)
Annex
LIST OF TABLES
Table Page
1. Development o f international seaborne trade, 197© and 1980-199^ .... ٠ ٠. . . ٠٠٠. . . ٠ ٠.3
3. W orld seaborne trade in 1970, 1990, 1991 and 199^ (est.) by type o f cargo and country groups . 6
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)
8. Percentage shares of world tonnage by type o f vessel and country groups, 1980, 1991 and 1992 . 18
9. Structure o f the merchant marine f l ^ t o f the main country ^•©ups (as at 31 December 1992) . . . 19
2. Tonnage owned by the nationals of the counny of registry in the total f l ^ t of the most important
open 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
CONTENTS (continued!
Table
Cargo c؛؛rried and ton-nti(e$ performed per dwt of the totai worid fieet, 1980-1992
17. E stim ated p r^u ctiv ité^ o ftan h ers, bulh carriers, combined
1980-1992 (tons carried per d w t ) 30
21. Newbuilding contracts placed for the main types of ship during 1988-1992 ٠. .......... ٠ .٠ 37
25. W orld tonnage on order at the end o f each quarter, 1990, 1991and 1992 . ٠ ٠ ٠ ٠ . . . . . . . . . . . . 41
33. Container port traffic of developing countries and tetritories, 1991 and 1990 . . . . . . . . . . . . . . 48
35. Comparative freight rates for selected commodities, 1992 versus 1991 . . . . . . . . . . . . . . . . . . . 54
36. The ratio of liner freight rates to prices o f selected commodities ٠ ٠ .٠ .٠ .٠. ...٠ .٠. .٠. .٠. .55
CONTENTS (continued)
Table Page
41. Brealrdown o f annual container production by region/country for 1989-1991 ٠٠٠. ......... ٠ 63
42. " o f standard freight container prices for 1991 and 1992 64
E IS T O F E O N E S
Box
L IS T O F G B A P B S
Graph
ABBREVIATIONS
E^FEA N A TG R V NOTES
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 o f this Review.
In the tables and the text, the use of the term "counbies" refers to countries, territories or ؛
INTRODUCTION
The Review o f M aritime Transport is an annual Europe and socialist coundies o f Asia owned 5.6 per
publication prepared by the secretariat o f l^ C T A D , cent and 3.2 per cent, respective^, o f die world
in accordance with section в o f the programme of mercliant fleet.
work o f the Committee on Developing Services
Sectors: Fostering Competitive Services Sectors in Developing counpies increased tlieir fleet to
Developing Counpies: S hipping. ث/ The p u ^ o s e of 149.9 million dwt; their share in the total world fleet
the Review is to identify the main developments in increased slightly to ^1.6 per cent (versus 21.1 per
world maritime Pansport and to provide relevant cent in 1991). Almost 72.5 per cent of this fleet was
statistical data. Emphasis is given to the development concenpated in only 10 developing counPies or
o f the m erchant marines in developing counpies as territories.
compared with other groups of counpies.
The disparity between developing counpy cargo
To maintain historical continuity, the overall generation and fleet ownership remains, ? o r example,
structure of the Review ٠/ Maritime Transport is developing counpies were the origin for more than
simil ^؛to previous editions. The current issue, one-third of all goods in world seaborne Pade but
however, includes several new features. These are: owned only 21.6 per cent o f the world deadweight
(1) a summary o f world economic conditions and their tonnage. Conversely, developed m arkt-econom y
relationship to shipping; (2) extension of a standard counpies loaded/unloaded 55.9 per cent of world
ship grouping to statistical tables; (3) an seaborne Pade but, either directly or indirectly through
or^؛؛n/destination m aPix for selected commodities; open regispy fleets, conpolled 68.2 per cent o f the
(4) a review o f the role o f ports; (5) inclusion of the world tonnage.
BFI index; and (6) a proposal for a new international
classification o f ships by type. The productivity of the world fleet continued to
improve, reaching ^6,314 ton miles per dwt.
Summary o f main developments in 1992
Clobal freight payments for imports increased
Despite a decline in ©ECD induspial by about 3.0 per cent over 1990, but the ratio to c.i.f.
production, international seaborne Pade continued to import value remained at 5.2 per cent. The
expand for the seventh consecutive year, exceeding developing counpies’ ratio, however, was almost
4.2 billion tons. The annual rate of change, however, double that o f the developed market-economy
decelerated to 2.2 per cent. countries.
Total ton-miles for all cargoes increased to Container Paffic reached a new record of
18,280 billion (a 2.3 per cent gain over 1991). million TEUs in 1991.
The world merchant fleet expanded slightly to Freight rate indicators for most sectors declined
reach 694.7 million dw t by the end of 1992. This from 1991. In the liner market, a slight increase
minimal expansion (1.6 per cent) ^ c u rre d despite a occurred in selected conference container rates.
وuadruphng o f scrapping and a decline in newbuilding
orders. The new UNCTA D^CC Rules for h^ultimodal
Transport D ^ u m e n ts became operational on
D e v e lo ^ d market-economy counpies and the 1 January 1992. The import o f this development is to
ma)or open-regisPy counpies continued to be the provide commercial parties with a voluntary liability
dominant groupings in the world merchant fleet (by rdgime for multimodal Pansport in the absence o f an
flag o f regispation). W ith a combined tonnage of internation ^؛legal instrument currently in force.
473.8 million dwt, they accounted for 68.2 per cent of
the total world fleet. UounPies o f UenPal and Eastern
ث/ Report ٠/ the Standing Committee ٠ « D eveloping Services Sectors: Fostering Competitive Services
Sectors in D eveloping Countries - Shipping, first session, TD/B/39(2)/5-TD/B/UN.4/13, annex I.
Box 1
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.
General cargo Refiigerated cargo, speci^i^ed cargo, ro-ro cargo, cargo (single- and
multi-deck), general cargo/passenger
Other ships Oil/chemic^l tankers, chemical tankers, other tankers, l^u efied gas carriers,
passenger ro-ro, passenger, tank barges, general cargo barges, fishing, offshore
supply, and all other ty ^ ؛s
W ith the formation o f 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 o f 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).
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 o f developments in international seaborne ؛٢^ .
Graph 1
PERCENTAGE
YEARS
ا Industrial Freduet’n ﺀ Seaborne Trade
Source: IMF, International Financial Statistics, various issues; OECD, M ain Economic Indicators,
M arch 1993.
12. A summary o f seaborne Pade by major cargo cent). The share o f the socialist conntries o f Asia
segments and counPy groups is found in table 3 and (^.1 per cent loaded and 2.0 per cent unloaded)
^ p h 4. For 1992, the share of oil cargoes expanded retrained unchanged frotn 1991.
slightly over the previous year to 43.9 per cent o f all
goods loaded, and dry cargo decreased to 56.1 per 1^. A forecast o f world Pade by main cargo
cent h'om 56.5 per cent in 1991. In terms of regional sector from 1993 to 2003 is shown in Graph 5.
disPibution, developing countries increased their share Estimated at 3.754 billion tons in 1993, Pade is
o f all goods loaded to 56.3 per cent and o f goods e x a c te d to increase by an average o f 3.1 per cent per
unloaded to 26.7 per cent. Developed market- year, reaching 5.071 billion tons by 2003.
economy counpies experienced a d e c e a se in their Gontaineri^ed and other general cargoes are projected
share o f goods loaded to 43.4 per cent and accounted to increase at 3.5 per cent per year ١ ٠ 1.117 billion
^ r a stable 67.6 per cent of goods unloaded. For the tons. Estimated growth by the year 2003 for the dry
fourth consecutive year the share o f countries of bulk and t؛،nker sectors is (o 1.8 and 2.0 billion tons,
G enpal and Eastern E uroi» declined both in terms of respecdvely.
goods loaded (4.2 per cent) and unloaded (3.7 per
Table 1
Sources: Based on data from the United Nations Statistical G ^ice; Fearnleys, W orldB ulk Trades 1991 and
[؟٨ UNGTAD
Review !99^. (©(؛ ^،h^.r
а/ Including international cargoes loaded at ports o f the Great Uakes and St. Lawrence system ^ r unloading
at ports of the same system.
Graph 2
YEARS
ORUDE 0 & ااRRODUCTS 5 ﺀ MAJOR BULKS ﺀ OTHER DRY
Graph 3
E. Europe s.5%
Fuels 24.9% Europe 23.6%
USA/Can. 26.9%
OPEC 4.0%
Develping 23.1%
AU other 3.0%
Manufactures 94.0%
^ tro c tH re Direction
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.
Year Gil
Iron Coal Grain a/ Otlter I Total trade
Crnde Brodncts
a/ Including wlteat, maize, barle?؛, oats, rye, sorghum and soya beans.
Table 3
W orld total 1970 1 110 330 1 165 2 605 1 101 302 1 127 2 530
1990 1 287 468 2 253 4 008 1 315 446 2 365 4 126
1991 1 333 457 2 330 4 120 1 355 441 2 449 4^45
1992 1 390 460 2 360 4 210 1 410 445 2 480 4 335
W orld total 1970 42.6 12.7 44.7 100.0 43.5 11.9 44.6 100.0
1990 3 ة1 11.7 56.2 100.0 31.9 10.8 57.3 100.0
1991 3^.4 11.1 56.5 100.0 31.9 10.4 57.7 100.0
1992 33.0 10.9 56.1 100.0 32.5 10.3 57.2 100.0
Developed tnarltet- 1970 2.0 27.1 60.0 31.1 80.4 79.6 79.1 79.9
economy countries 1990 13.4 32.6 63.4 43.8 72؟ 81.4 61.7 67.3
1991 13.3 33.2 63.3 44.0 73.2 82.4 62.0 67.7
1992 13.4 33.5 63.1 43.4 72.9 82.3 61.9 67.6
Developing 1970 94.6 64.9 31.9 62.8 17.9 19.4. 15.1 16.6
countries 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 26.4
1992 80.6 55.9 31.4 50.3 24.8 17.3 2 و-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 4.5
1991 23.8 7.5 4.2 11.0 لدد 2- 4.2 4.4
7
Table 3 (continued)
America 197fi 12.2 35.4 13.8 16.© 1©.5 5.6 4.4 7.2
199 ه 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 6.4
199ه 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
Sources: Based on statistics proyided by t،te United Nations Statistical Office, tlte UNCTAD data banl؛, and otlter
specialized sources.
ﻣ ﺞIncluding 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 o f these groups, and note 2 thereto regarding the recording o f fiade o f 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.
Graph 4
SOC.؛؛ASIA
■ DEVELOPING
DEVELOPING 9P.3% E.EUROPE 26.r%
Graph 5
Billions of tons
1993 1994 1999 1999 199/ 1999 1999 2000 2001 2002 2003
YEARS
■ I LIQUID BULK ﺀ ORV BULK ص LINER ﺀ CONTAINER
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
0 الoutput in member countries of the Organisation for Economic Cooperation and Development is expected to
continue d e c li^n g 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 o f their oil needs by 2010, compared with
about 58 per cent now.
M eanwhile, demand for oil in the rest o f the world is e x a c te d to rise even faster than in the
industrialized counbies, with consumption doubling in the 20 years to 2010.
This large ap p etib for oil can only be satisfied by the Organization o f Petroleum E x e rtin g Countries,
and some M iddle East countries that are not members o f the exporters’ group. Middle Eastern exporters
(excluding North African nations such as the Eibyan Arab S m ahiriya and Egypt) and Venezuela currently
m eet about ^0 per cent o f the w orld’s oil needs. The lEA says they may account for about 50 per cent of
world supply by 2010. fo o k e d at another way, according to the lEA demand for oil from the 12 OPEC
nations is expected to double by 2010.
Chapter II
This chapter discusses the supply ofw orld merchant shipping. The information broadly covers structural characteristics,
٠٣^ ٢^ ،^ , the comparison between cargo generation andfleet ownership, and a forecast for fleet development.
Table 4
Percentage change
Principal types 1990 b/ 1991 с/ 1992 ﺀ ق
1991/1992
3. General cargo ships 102 676 103 386 104 933 1.5
b/ Mid-year figure.
çj End-year figure.
Graph 6
MILLIONS OF DWT
SOD
S00-
Other .
ﺀContainer
400 - ﺀOeneral oar^o
ص Dry Bulk
اOil tanker
£00 -
YEARS
T a b le s
Distribution of the world fleet and TEU capacity of fully cellular containerships by groups o f countries.
at mid-year 1990. end-1991 and end-1992
Flags of regisPation by groups Number of ships TEU capacity and percentage shares a/ ا
o f countries
1990 1991 199^ 1990 1991 1992
1. W orld total 1 169 1269 1 371 1 502 731 1 734 016 1 925 177
2. Developed m arkt-econom y 410 419 417 618 701 674 018 704 258
counpies
41.2 38.9 36.6
3. ©pen-registry counpies 261 308 377 312 055 395 661 501 281
20.8 22.8
Total, 2 and 3 671 727 794 930 756 1 069 679 1 205 539
61.9 61.7
6. Developing counpies 233 278 289 232 199 296 200 320 127
o f which in:
Africa 4 1 810 585 585
0.1
Asia 172 213 ^25 195 353 255 796 279 867
?٠ ©ther, unallocated 128 134 152 239 041 266 893 299 020
15.4 15.5
Average Average a]
0-4 10-14 15 ^ears
Country grouping Type of vessel Total
years years years and ever
(years) a/
Ah ships 00 11.2 20.2 49.7 14.91 14.3)
World total Tankers 00 10.6 9.0 18.1 62.3 16.72 15.63
Putk carriers 00 11.2 19.7 40.5 13.50
General cargo 00 17.4 26.3 47.7 15.04 14.78
Containerships 00 19.9 27.3 18.6 34.2 12.07 11.81
All others 00 42.9
All ships 00 10.8 24, 42.7 14.09 13.34
Developed market- Tankers 00 7.4 11.4 26, 54.6 16.15 14.64
economy countries Bulk carriers 00 11.4 22 , 34.6 12.73 12.37
General cargo 00 11.7 25.1 34.6 13.04 12.73
Comainerships 00 20.5 23.1 20.7 35.7 12.37 12.51
All others 00 14.9 26.2 22.4 36.5 12.85 12.61
All ships 00 11.4 14.5 57.8 15.92 15.52
Open-regishy Tankers 00 69.4 17.36 16.78
countries Bulk carriers 00 8.7 22.3 14.83
General cargo 00 44.8 14.57 14.49
Containerships 00 30 ؛3 37.7 12.70
All others 00 14.9 20.4 44.9
All ships 00 11-1 17.9 50.9 15.09 14.47
Subtotal Tankers 00 10.7 7.9 63.1 16
8-؟
Bulk carriers 00 10.0 26.6 43.9 14.06 13.67
10.6
General cargo
Containerships
All others
00
00
00
18.7
14.9
ة:ث
24.0
27,
19,
40.8
36.5
13.97
12.50
13.73
12.23
13.07
All ships 00 20.5 24. 46.6 14.75
Countries of Tankers 14.05
Central and Eastern
Europe
Bulk carriers ث 32. 33.5 13.34
General cargo 00 17 57.9 16.08
Comainerships 00 10.6 20.
All others 16.ق 14, 56.7 15.19
All ships 00 18.9 17.5 57.9 16.28 15.71
$ocialist counbies Tankers 00 20.1 16.2 57.0 16.03 14.15
of Asia Bulk carriers 00 22.3 16.5 56.1 15.27
General cargo 00 11.9 63.2 17.37 17-17
Containerships 00 I 47.8 22.0 9.44 11.61
All others 00 76.0 19.00 17.02
All ships 00 22.0 20.4 45.4 14.22 13.61
Developing Tankers 00 أ0ث 12.4 14.1 63.1 16.65 15.26
counbies Bulk carriers 00 37.4 19.0 26.1 10.99 11 - 1 1
(excluding open- General cargo 00 4.7 11-1 ^0.1 54.1 16.39
registry connues)
Comainerships 00 25 .و1 19.5 19.5 3 ؟- 9 12.11 12.^2
All others 00 29.7 14.70 14.44
Source: Compiled on the basis of data supplied by Eloyd’s Maritime fo rm a tio n Services D d. (LMIS), London.
a/ To calculate ؛ e, it has been assumed that the ages of vesse] ؛distributed eve كy between the lower and
upper limit of each ؛ ; group. For the 15-years-and-over age group, the mid-point has been assumed to be 22 years.
16
T a b le ?
1970-1992 1991-1992
1970 c/ 1991 1992 1970 c/ 1991 1992
Source: Compiled on the ^asis o f data supplied by the Shipping Information Services o f 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.
с/ M id-year figure.
d/ Including the former Yugoslavia, classified as from 1986 ; a developing country in Europe.
17
Graph 7
W orld
id tonnage by counpy groups. 1992
Percentage distribution o f dwt
O th .r 1.4%
Socialist Asia 3.3% OCEANIA 0.45
Eastern Europe- '5.'6%' AFRICA 0.99
Open-reg 37.0%
EUROPE 2.72
AMERICA 0.97
Developing 21.€
A^IA 13.4
D^^ECs 31.2%
22. Additional details dealing with ownership from 1.6 per cent in 19 ﻣﻬﺔAgain, developed market-
Pends by vessel type and country groups for the economé^ counpies’ share o f the container dwt
1 9 8 1 9 9 2 - هperiod are found in table 8. In the largest decreased from 74.^ per cent in 1980 to 42.6 per cent
sector (oil tankers), the share of developed market- in 1992. G onverse^, the open-regishy^ fleets’ share
economy counpies in world tonnage decreased from expanded to 25.5 per cent in 1992 from 13.5 per cent
52.5 per cent in 198 هto 34.1 per cent in 1992, a in 1980. Developing counpies too ^ignificandé^
reduction which was, however, offset by an increase increased their share o f the world container fleet to
to 44.4 per cent in the share of tanker tonnage under 18.1 in 1992 as compared to only 7.6 per cent in
open registries. Developing countries also increased 1980.
their share to 17.1 per cent in 1992 from 7.7 per cent
in 1980. 26. The 1992 spucture of the merchant fleets o f
the main counpy groups is shown in table 9.
23. Ownership of dry bulk carriers follows a Developed market-economy counpies’ tonnage in
similar paPern. For example, developed market- liquid and dry bulk tonnage exceeds 7^.3 per cent of
economy countries decreased their share from 5^.7 per the group’s rotal fleet, with general cargo ships
cent in 198© to 27.8 in 1992, but open-regisPy fleets amounting to about 10.0 per cent, while containerships
expanded their dwt share to 35.8 per cent in 1992 account for 6.4 px؛r cent. Gpen-registry fleets have a
from 31.7 px؛r cent in 198©. Developing counpies’ greater proportion o f their fleets in the tanker and dry
share grew to 25.7 рюг cent, as compared to only bulk carrier sector (combined 78.8 pier cent). Also,
9.2 per cent in 198©. the general cargo share is higher than in developed
mipket-economy counpies (12.4 per cent), but
24. In the general cargo and container ship sectors, containerships (3.2 per cent) account for less than the
overall dw t share Pends differed. For the former, the developed market-economy counpies. Tonnage
share o f the total world dwt decreased from 17.© per disPibution in developing counpies is characterised by
cent in 198© to 15.1 per cent in 1992. The a relatively high proportion o f conventional general
proportional share o f developed market-economy cargo tonnage (18.6 per cent of total fleet), while
countries declined by over half and represented cont^ner ships make up for only 3.9 p^r cent.
21.5 per cent of the general cargo dwt in 1992. GoncenPation on general cargo tonnage is, however,
Gpen-registry fleet dw t share increased to 3©.4 per most pronounced in counpies of GenPal and Eastern
cent while developing countries’ share rose to 26.6 per Europe (36.8 per cent o f total tonnage), where
cent in 199^. container tonnage accounts for only 1.8 per cent of the
fleet. A similar fleet spucture can be observed in
25. The container sector expanded to 4.7 per cent socialist counpies of Asia.
o f the world dw t in 1992, which is a large change
18
Table 8
Country group Year Total dwt Oil Eulk General Centaines Other
c a p e rs b/ c a ^ o ships ships ships
Millions Percentage of
Percentage share by vessel type
o fd w t world total
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 2.2
1992 69 ? ه 100.0 32.9 34.5 15.1 4.2 2«
Peroentage sha« ؛by group of counfiies
Developed market- 1980 350.1 5^.5 52.2 43.4 24.3 50.4
economy counties 223.0 3ت
1991 36.0 23.0 44.8 43.9
199^ 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 12.0
1991 244.2 35.2 43.5 34.5 28.0 23.1 25.8
199^ 25?.2 32.0 44.4 35.8 30.4 25.5 26.4
Countries of Central and 1980 12.3 19.2
Eastern Europe
1991 ■ • 10.2
1992 39.0 4.9 13.2 9.6
Socialist countries in 10.9 4.2 0.1
Asia
1991 22.0 и 4.0
1992 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 12.0
1991 144.3 21.1 16.0 25.2 26.9 12.9 12.8
1992 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 2.6
America 1980 21.8 3.3 5.6 0.1 3.2
1991 22.4 3.8 2.1 4.6
1992 2?.6 3.2 2.0 4.2
Asia 1980 5.2
1991 !! ن 13.1 10.0 16.6 ث;أإ 15■.؛
1992 93.3 13.4 10.9 16.9 13.6 15.0 8.9
Europe с/ 1980 1.2 0.1 -
1991 12.0 2.0 3.4 3.0 0.2 0.6
1992 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 0.5
1992 3.2 0.1 0.8 0.2 0.1 0.6
Other, unallocated 1980 3.0 0.2 0.6 0.9 0.1
1991 9.2 0.5 2.1 0.5 2.2 0.1
1992 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 o f 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 ص
с/ Including Yugoslavia as of 1ةةو.
19
о ١٩ 00
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20
c. The 35 most important maritime counpies and concenttated in 0 لcounpies or terriiories which
territories conPol 81.2 per cent o f dwt and 74.7 per cent o f the
number of vessels. In 1992, Japan replaced Greece as
27. The 35 m ost im portant maritime counpies in the nationality with the largest share (17.3 per cent) of
dwt terms are ranked in table 10. The table lists the five major open-regisPy fleets. The United States
m erchant ships registered under national flag and and Uong Kong ranked third and fourth, with 14.2 per
foreign flag vessels when the conpolling interest of cent and 9.2 per cent, respectively.
the ship is located in the counpy. These 35 countries
conPol 9^.9 per cent o f the world merchant fleet E. Comparison o f cargo turnover and fleet
through their own register or by conPol of foreign ownership
flag vessels. M oreover, shipowners o f five countries
or territories, i.e. Greece, Japan, United $tates, 33. The relationship between cargo volumes
Norway and Uong Kong, conPol over half the world generated by different country groups and fleet
fleet, and over two-thirds o f the world fleet is ownership in 1970, 1991 and 1992 is summarised in
conpolled by the top 10 maritime counpies. table 14. The data indicates a disproportional
relationship between cargo generation and ownership.
28. The Pend to (lag out tonnage continues In 1992 developed market-economy counpies, e i^ e r
unabated. In 1992 total tonnage registered under directly or through open-registry counpies, conpolled
foreign flags reached ^95.7 million dwt. Nearly half 68.2 per cent of the world fleet, while genetPting
the tonnage of the 35 m ost im ^ rta n t maritime ,55.9 per cent of the international seaborne Pade. At
countries is thus commercially conpolled, but not the same time, the share o f developing countries in
registered, in the counpy of domicile of the parent world cargo turnover stood at 38.1 per cent, while
company. This practice is common for all counpy their merchant fleet constituted 21.6 per cent o f the
^•oups but is particularly noticeable for developed total world fleet in deadweight. Uonger-term
market-economy counpies. comparisons, however, indicate that developing
counpies have significantly reduced the gap between
D. Open and international registers cargo generation and fleet ownership. Thus, in 1970
the share of world goods loaded and unloaded by
29. ©pen and international registers continue to developing countries was 40.4 per cent, i.e. a relative
apract a major part of the world m erchant fleet. The level similar to the one observed in 1992, while their
combined 1992 tonnage under these registers exceeded share o f the world fleet was only 6.3 per cent.
311.1 million dw t or about 48.6 per cent o f the world
total. This is a slight relative reduction from 1991, F. Forecasts for world fleet development
when the total dwt was 293.7 million or 46.2 per cent
o f the w orld’s merchant fleet. 34. Forecasts for world fleet development by vessel
type are shown in graph 8. The W orld Fleet Forecast
30. Table 11 summarises the tonnage disPibution Service (WFFS) projections indicate that the Pital
o f the five largest open-regisPy countries by vessel world fleet will increase from 675.1 million dwt in
type. 91.8 milhon dw t and 73.6 million dw t are 1993 to 851.8 million tons by the year 2003. The
flying under the flags o f Liberia and Fanama, liner and dry bulk vessel types are expected to
respectively. By vessel type, oil tankers represent increase by 30.0 per cent and 31.3 per cent
46.2 per cent of total dwt, followed by dلy bulk respectively over the decade. The deadweight tonnage
carriers with 32.8 per cent o f the total dw t and general of the world tanker fleet will increase by 22.3 per cent
cargo ships with 12.0 per cent o f the total dwt. by the year 2003.
Table 10
149
315
271
10
680
6618 ﺋﺔأةةا 970
094
10
745
8739
492
2758 0.23
Singapore 160 436 419
8875 419
777
2 30.87
Prance 186 111 297 090
1703 784
6943 954
784
6 54.42
Tutke^ 335 011
1696 312
523 692
323
6
Ukraine 642 727 996
8175 264
737 082
733
6 4.35
Netherlands 429 178 607 496
9793 771
9511 750
4485 35.82
Belgium 44 125 169 191501 900
3124 813
0915 96.24
291 92 764
1593 824
9311 37.94
Swit^rland 17 146 163 574
265 480
157
4 054
4225 88.64
Roma^a 303 318 287
1954 016
1935 14.53
Kuwait 33 9 42 816
4913 1 0 حﺀ
096 914ت
498 22.39
Cyprus 39 70 736
0073 048
4701 056
2064 25.85
Finland 103 17?- 540
0381 812
8842 424
8513 73.03
Philippines 272 14 6823
480 135
123 3.54
399 74 473 504
7002 849
1991 704
5493 32.39 0.58
Croatia 26 162 893
120 688
3433 96.72 0.58
Poland 7 270 490
4113 090
66 556
5013 0.5b
Saudi Arabia 64 35 99 554
706
2 245
4313 74.45 0.54
Australia 79 19 615
0273 8.03 0.47
World ا0س 17 950 »730 329 444 905 311 102 407 640 547 312 100.00
Source: Information supplied by Iloyd’s Maritime Information Se^^ices Utd. (LMIS), London,
a/ Vessels of 1,0ﻣﻢgrt and above, excluding United States reserve fleet and United States and ( اGreat la^es Oeet.
b/ The county of domicile indicates where the controlling interest of the Oeet is located, in terms of the ﺀ
فrent 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.
с/ ؛tcludhtg ؛vessels flying the national Hag but registered ht territorial de^en^enc؛e ؛or ؟sso ؟iat 1 self-goveming te^tories. For the United Kingdom,
British Hag vessels are included under the national Hag, except for Bermuda (listed 11 ; ؛inantable
open-registty country) and Hong Kong (shown
separately in the present table(.
22
ص
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23
Table 12
Tonnage owned by the nationals o f the counpy o f regispy in the total fleet of the most important open and
international registers
(Thousand dwt as at 31 December 1992) ﻣﺆ
Country o f regispy or Total tonnage registered Tonnage owned by Share o f tonnage owned
register in the counpy o f register nationals o f the counpy by nationals in the total
o f registry registered fleet (%)
Norwegian International
34 864 32 717 93.8
Ship R egispy
Danish International
6 692 6688 99.9
Ship R egispy
I
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25
Table 14
Country grouping Year Coods loaded and Total of Merchant Percentage of world total of
unloaded (millions of tons) goods
(mii^؟ons
^aded Unloaded unloaded of dwt) Goods Merchant
(millions fieet owned
of tons) unloaded (dwt)
MILLIONS OF DWT
( ﻫﻢ0
800
ООО
400
200
YEARS
Tanker ؤDry Bulk ﺀ General Container
Box 3
Container Pade growth to the end of the century is set to outsPip that o f other shipping markets, with
inPa-A sia Pade leading the way. Uoweyer, growth in the supply o f 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.
M ichael L. Sclar, Senior Consultant at DRI/M cGraw-Dill, presented forecasts from the W orld Sea
Trade Seryice (W STC), an im portant forecasPng tool for seyeral major liner companies. To the end o f this
century, total world seaborne Pade is expected to grow at an ayerage of 3.3? per cent per year. W ithin 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 ^ a ss 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 a n s^ irt systems.
A narrowing o f the gap between rates o f growth in Pade into the United States, Canada and Europe on
the one hand and lap an 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 e s t-^ 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 o f any Pade, and is forecast to double to around 7 million TEU per year at the end o f the decade, an
ayerage increase o f 8.5 per cent per year.
Chapter III
A. Estim ate o f tons and ton-miles per dwt 9.2 million dwt - a 22.7 per cent decline. Most o f dte
redaction came from activating VLCCs and ULCCs
35. Gperational productivity indicators for the that had been used for short-term storage since the
world fleet continued to improve in 1992 (see table 15 G ulf crisis. Table 20 indicates the long-term d ecli^ng
and graph 9). Tons of cargo carried per dw t reached trend in tankers used for storage. For example, in the
6.06 tons, and ton-miles performed per dwt continued peak period (July 1981) 26.9 million dwt were
the upward bend to reach 26,314. The increm ent^ employed in oil storage compared to the recent low in
gains can be attributed to the growing expansion of November 1992 of 8.8 million dwt.
world seaborne trade, better utilization of shipping
capacity and a quadrupling of scrapping of obsolete ^9. G vercap acity in th ed ry b u lk secto rex p an d ed
and inefficient tonnage in 1992 .ق Tables 16 and to 2 1 . وmillion dwt. This represents a 21.3 per cent
17 provide additional details on ton-miles performed increase over 1991 and amounts to about 10 per cent
by tanker, bulk carriers and combined carriers. The o f the world dry bub ؛fleet. The diseq^librium can be
former experienced the largest gains over 1991, as explained by declining outputs in the steel industry
ton-miles of oil and grain carried by tankers grew by and a corresponding drop in the demand for coal and
3.9 per cent. Ton-mile performance by the remaining iron ore. This, combined with a small dwt increase
bulk fleet shows minimal operational productivity (0.98 per cent) in the bulk fleet, contributed to dte
change. highest su ^ lu s since 1982.
B. Supply and demand in world shipping 40. $ u ^ lu s capacity in the conventional general
cargo and unitized sectors is normally less than the
36. Excess capacity expanded to 10.1 per cent of bulk bades. This is because the shipowners are
the world m erchant Eeet in 1992. Table 18 provides catering to a more constant ^ d i n g pattern and are
a summary o f tonnage oversupply for the 1983-1992 less involved in the volatile spot markets. In 1992
period. The total surplus reached 71.7 million dwt, onl^ 4.3 per cent of the conventional general cargo
compared to 64.2 million dw t in 1991. By sector (see vessels’ total dwt was in excess o f demand. The
table 19) the tanker bades continued to have dte unitized fleet su ^ lu s was even less, with 1.6 per cent.
largest proportion of excess tonnage, followed by dry Moreover, these 1992 surplus ratios are well below
bul^, while the conventional and unitized fleet had the 10-year annual averages o f 8. وper cent and
less than 5.0 per cent su ^ lu ses (see graph 10 for 3.6 per cem, respectively.
sector comparisons).
Cargo carried and ton-miles performed per dwt of the total world fleet, 1980-1992
Source: ^ o r l d fleet: Lloyd’s Register o f Shipping: Statistical Tables (London), various issues. Shipping
Information Services o f 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
In d e x 1980 = 100
11981
918908 ة 1988
11985
1988
1987
19988489 ل 1991
1992
990
YEARS
Source: l^ C T A D calculations based on mble 15, Review ofM aritim e Transport, 1992 (TD/B/CN.4/8).
ЙО о О О О ه 0 0
ب
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ﻟﺺ <N on со о ﺀ ﺀ و
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تﺑ ﻤ ﺈ
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CO Tt <N <N ON *-H ٧٦ <N ٧ ٦
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ﻛ ﻤ ﻬ ﻬ ﺄ | ة ﻗ ﻘ ﺔ ﻗ ﺔ ة
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| ةأةةة H -1 ب H -1
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30
Table 17
Estimated productivity of tankers, bulk carriers, combined carriers and the residual fleet, a/ 1980-1992
(Tons carried per dwt)
Year Tons of Tons Tons of dry Tons Tons of oil Tons Tons Tons
oil and carried cargo carried carried and dry bulk carried carried carried
^ •a in per dwt by bulk per dwt cargo carried per dwt by the per dwt
carried by of carriers of of bulk by combined of residual o f the
tankers tankers over 18,000 carriers carriers of combined fleet b/ residual
(miltions) over 18,000 carrters (millions) fleet
(millions) dwt (millions)
1
1981 1419 421 262 5.53 1404 8.22
1982 1 191 455 2.94 232 5.12 1 321 7.62
1983 1 132 493 2.90 196 4.55 1 272 7.36
1984 1 174 566 214 5.07 1 358 7.81
1985 1 084 620 3.30 200 4.80 1 389 8.10
1986 1 140 663 3.36 195 1420 8.52
1987 1 185 693 3.54 195 1384
1988 1 295 610 3.16 ^14 6.35 9.04
1989 1 398 639 3.27 211 6.34 1612 9.10
1990 1427 667 203 1680
1991 1485 707 3.27 196 1722
1992 1 545 ﻣ ﺄ93 700 3.24 192 1 770 9.49
Table 18
198^ 1984 1985 1986 1987 1988 1989 1990 1991 1992
Million dwt
W orld memham fleet 674.5 664.8 639.1 627.9 638.0 658.4 683.5c/ 694.7c/
(as at mid-year)
^ n ^ lu s tonnage a/ 171..؛
195 161. 108.0 101.1 ).4 64.^ 71.7
Active fleet b/ 490.: 503.: 503.: 531.0 531.2 544.5 575.7 594.7 619.3 624.4
?ercentages
Surplus tonnage as : 34.0 32.1 20.^ 19.0 10.8 10.7 10.4 11.3
percentage o f the
active world
m erchant fleet
Source: Shipping Information Services o f Lloyd’s A g is te r o f Shipping and L loyd’s o f London Press Ltd.;
Lloyd’s Shipping Econom ist (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 o f March 1989, Lloyd’s Shipping
Economist (London) (the main source for estimates of 8иф1и8 tonnage in the world fleet shown in the pm sent paper)
changed the base for its calculation o f 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.
£/ ¥ear-end figure.
32
Table 19
Supply of world tanker 319.4 296.7 273.9 261.7255.1 259.6 253.9 266.2 273.5283:4
fleet b/
Total tanker surplus 134.9 111.7 199.9 65.854.7 41.9 وص 39.8 41.8
fleet с/ ء'ءم
Share of surplus fleet in ه2 .ه 37.7 37.9 26.3 ., ء ت،,ﺀ 16.2 ... 14.6 14.8
the world tanker fleet
(per cent)
Supply of world dry 292.9 215.9 222.7 215.4213.8 229.6 225.4 235.9237.3
bulk fleet b/
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 طthe 25.6 23.4 22.5 14.3 ...19.67.5 19.6
world dry bulk fleet
ﺀ
(per cent)
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 6.9 5.94.8 2.3 ٤٤ 1.3 1.9
world unitized fleet (per
cent)
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 actualsupply (e.g. Decem^r 1992, total of 32.9,
of which 15.6as tanker and 17.3 as dry bulker).
d/ Unitized fleet includes here fully cellular containerships, partly cellular containerships, ro-ro ships and
barge carriers.
33
Graph 10
P e r c e n ta g e o f se c to r 's to ta l dwt
YEARS
Tankers Dry butte EH3 General cargo Unitiized
Table 20
Source: John I. Jacobs PLC, W orld Tanker Fleet Review (London), various issues.
35
Chapter IV
The chapter reviews the supply side ofthe world shipping industry. This includes newbuilding ٠٢٢ﺢ
ﻤك,ﻫnew 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.
41. Total newbuilding contracts decreased by 44. T b l e 23 ittdicates that the total toPttage of
36.7 per cent in 1992. The downward fiend began pewbuildipgs delivered iit 1992 reached 18.6 tpilliott
mid-year, and in D ecem l^r only 412,666 dwt o f grt. This represertm a 15.8 per cent growth over the
orders were placed (see table 21). The decline previons ?؛ear’s figttre, although the nnmber of
mirrors many ow ners’ uncertainty over g lo b ^ newbnildings decreased from 1,574 units in 1991 to
recession and the short-term growth prospects for 1,506 units in 1992. ©il tankers dominated
world trade. The decrease was particularly significant newbuilding deliveries, as gross-ton tonnage increased
for tankers, where orders declined by 49.4 per cent b37.4 ? ؛per cent from 1991, reaching 9.0 million grt.
from 1991. Moreover, a major shift to ^ e e t IM© Containerships increased b13.8 ? ؛per cent to
double-hull regulations did not occur, although an 2.2 million grt in 1992, but the "other ships" categor?؛
emphasis on quality and environmental features was declined 7.2 per cent to 2.1 million dwt.
evident. The larger tanker orders reported included
13 VLCCs, 8 Suezmax, 15 Afiam ax and 4 ?anam ax 45. Deliveries o f newbuildings b ?؛counfi?؛
tankers. — groupings - according to countr ?؛o f build - are
indicated in table 24. Shipyards o f developed market-
42. New orders for dry bulk carriers declined economy countries maintained dteir predominant
38.7 per cent fiom the previous year. ١Yithin the position in the delivery o f newbuildings. Tonnage
?anam ax sector, tonnage increased, but ©apesize and delivered in 1992 increased by 4.9 per cent as
handy-size orders were less than half those o f 1991. compared to the previous year to reach 11.67 million
©onversely, general cargo and container tonnage grt or 66.6 per cent o f all newbuilding deliveries, o f
newbuilding orders increased 59.9 per cent and which 7.56 million grt were delivered by Japanese
79.7 per cent, respectively (see table 21). Many of shipyards.
the general cargo/container orders were for
replacem ent o f older, less efficient vessels. The 46. The amount o f tonnage delivered by
remaining new orders were spread over car carriers developing counfiies’ yards increased considerably in
(12), a few refrigerated ships, passenger/ferries (7) and 1992, rising by 34.6 per cent over the previous year
cruise vessels (3). — and reaching 5.2 million grt. The newbuildings,
however, were highly concentrated in only
B. Ship prices one developing counfiy, namely the ^ p u b lic o f
Korea; with 4.7 million grt delivered by its yards, the
43. Despite a strong reduction in the demand for Republic o f Korea accounted for 96.2 per cent o f the
new ships, newbuilding prices did not decline by more newbuildings delivered by all developing countries in
than 16 per cent from the end o f 1991. — As 1992.
shown in table 22, the prices of the principal types
and sizes o f ships, except 1,266 TEU ro/ro and D. Tonnage on order
2,566 TEU full containerships, decreased or remained
unchanged. Larger 256,666 dwt tankers’ and 47. The backlog o f new b^lding orders is
125,666 أصLNG carriers’ prices decreased from the reflected in table 25. The information indicates a
previous year’s 16-year high. Gver the calendar year declining fiend from the record high o f 64.8 million
1992, 256,666 dw t tankers remained at the dwt in March 1992 to 56.6 million dwt at year-end.
$96 million level in the first quarter, and the large The downward fiend reflects the dearth o f new orders
LNG carriers maintained the $u$ 246-266 million and the completion o f ships under construction. The
level in the first six months, but fell towards year-end. order l^ o k s are dominated by tanker tonnage
Smaller bulk carriers o f 76,666 dwt and 126,6 سdwt (28.9 million dwt), followed by dry bulk carriers
followed the same overall downward fiend for all ship (15.7 million dwt).
t y ^ s in 1992.
48. Table 26 indicates that tonnage on order in carriers and combination carriers. In the tanker sector,
developed market-economy counhies and open- the decrease in values occurred despite the very active
registry counhies at the end o f 1992 amounted to market stimulated by Norwegian owners. Moreover,
15.6 million dw t and 36.5 million dwt, respectively. the total amount o f tanker tonnage traded slightly
This repmsented 27.9 per cent and 54.4 per cent of exceeded the 1991 volume by 3.2 per cent.
the world total tonnage on order and was about the VLCG/ULCCs dominated the market through the year,
same proportion as the previous year. Developing with 25 vessels sold for further trading and 25 vessels
countries’ share stood at 8.6 per cent o f the world sent to demolition. Also, the Suezmax, A ^am a^ and
total tonnage on order in 1992, versus 8.1 per cent in handy-size tankers were haded in an unex{№ctedly
1991. The share of counhies o f Central and Eastern large number. Dry bulker prices were influenced by
Europe feh to 3.2 per cent in 1992 from 4.1 per cent overcapacity and depressed freight charter rates
in 1991, while socialist counhies o f Asia gained throughout most of 1992. In the combination carriers
1.8 per cent, reaching 4.1 per cent in 1992. market, total hansactions dropped signihcantly from
a total of 26 ships in 1991 to about 13 during 1992,
49. By country of registry, d e v e lo ^ d market- with total tonnage declining by 69.9 per cent .ﺀ
economy countries and open regishies taken together
had the largest ^ r ti o n of ships on order for all types
o f 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 ? .3 p e r cent and 54.2 per cent
respectively.
о ٣١
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Table 22
Type and size o f vessel 1980 1985 1988 1989 1990 1991 1992 Rercentage
change
1991/1992
32 ООО dw t tanl؛er 19 18 23 27 29 30 30 0
80 ٠ ٠ ٥ dw t tanl،er 28 22 33 38 42 43 42 -2.3
5?
0 ﺻﻬﻢ أل ?ه 77 44 57 68 78 83 80 -3.6
Table 23
40.8 48.4
20.1 17.9
13.0 10.5
11.9 11.7
14.3 11.5
100.0 100.0
Table 24
66.2 60.6
24.5 28.7
4.3 3.3
1.8 2.0
3.2 5.5
15 937 18 253
W orld total
100.0 100.0
Source: Compiled by tlte UNCTAD secretariat on tlte basis of data contained in L loyd’s A g is te r of
Shipping: M erchant shipbuilding returns, quarterly issues of the respectiye years.
b/ General cargo ships o f 2,000 ؛s tons and oyer. This table is not fully comparable with table 23,
which includes ships of 100 grt and oyer.
41
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42
Table 26
o f which in:
Africa 14 0 سسس 14
Table 27
Fercentage
1986 1987 1988 1989 1990 1991 1992 change
1991/1992
30 ООО dw t tanker 11.0 13.0 16.0 20.0 21.5 20.0 14.5 -27.5
80 ООО dw t tanker 13.0 16.0 22.0 34.0 34.0 32.0 22.0 -31.3
130 ООО dw t tanker 13.8 20.0 28.0 40.0 37.0 36.0 29.0 -19.4
27 ООО dw t dry bulk carrier 4.0 7.0 11.0 14.0 11.0 13.5 12.5 -7.4
60 ООО dw t dry bulk carrier 7.8 13.0 17.0 21.5 18.5 23.0 18.0 -21.7
120 ООО dw t dry bulk carrier 12.0 19.5 ?-7,5 32.0 28.0 37.0 28.0 -24.3
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44
Table :
Tonnage sold (or breaking 10.0 41.7 31.2 16.3 5.7 3.3 4.7 19.0
(million dwt)
Share of broken-up tonnage in ل. ﺀ 6.3 4.9 2.6 0.9 0.5 0.5 0.7 2.7
the total world fleet (percentage)
Table 30
T ^ e rs 6 549 ^570 1567 1 ООО 2 714 11 561 40.1 44.6 48.1 29.9 57.3 60.9
Combined 950 793 108 378 426 1580 5.8 5.1 3.3 11.3 9.0 8.3
carriers
Dry bulk ،« 510 «٠ 728 4 141 33.9 14.7 15.6 19.4 . ﺀ-م 2T8
carriers
Drher dry 3 310 7 050 ١076 1 3D 870 1 693 20.3 35.6 33.0 39.4 18.4 8.9
car§0 ships
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
Table 31
Source: Institute o f Shipping Economics and ^ g is tic s (Bremen), Shipping Statistics, 1993, No.
Table 32
Market
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
M arch 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
-19.0 -20.6 -7.0 -4.8 -30.0 -7.7 -28.8 -5.9
change (%) ■، د
Box 4
A stronger U nited States economy and relatively high levels o f 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 o f wild cards in the market that could send it spiking up or down. The first is scrapping, which turned out
to be one o f 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. W ith about
20 million dw t 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, M arsoB’s
senior shipping economist. The key element of the demand growth will come from the United $tates, where
M arsoft 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, m ost 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 U ulf crude and demands fewer ships to move it.
Similarly, the increase in capacity o f the burned pipeline w ih 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.
Chapter V
PORT DEVELOPMENT
This chapter covers recent developments in ^/٠ container port trcffic, including expanded coverage and »،?١٧١٧٠٢ /،،
^/
records ،« reported TEU » ^مﺀ،؛»؛، ﺀ؛»ث. A ٧٢^
٢^١٧ ٠/ th e م^ﺀ/،،؛/» م٠/ the ﻣﻚ/ ﺀof ports ،مﺀاه ﺀ/،?، ا،» آ،?،،.
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 19.6
Uong Kong 6 161 912 5 100 637 20.8 14.3
Republic of Korea 2 694 115 2 348 475 14.7 8.8
United Arab Emirates 2 073 125 1 563 297 32.6 14.4
?hilippines 1 463 223 1 408 034 3.9 7.5
Thailand 1 170 697 1 078 290 8.6 14.8
Indonesia 1 156 265 923 663 25.2 20.9
Malaysia 1 074 295 888 157 21.0 21.8
Saudi Arabia 1044 661 788 567 32.5 3.9
India 679 114 686 833 -1.1 10.1
Sri hanka 669 489 583 811 14.7 7.1
Brazil ^ 623 446 691 034 -9,8 -23.0
Egypt 565 858 350 090 61.6 62.0
?a^stan 458 829 390 391 17.5 14.0
Mexico a/ 344 494 307 220 12.1 23.2
Cyprus 328 520 384 279 -14.5 4.0
Panama 233 450 180 053 29.7 18.1
Argentina 221 ООО 209 150 5.7 -4.1
Nigeria 210 144 208 144 1.0 21 6
Chile a/ 207 671 177 722 16.9 85
Malta 207 636 135 790 52.9 235.7
Honduras 190 100 180 253 ٩٩ -6.7
Morocco 185 838 173 332 7.2 41.3
Cbte 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 1.8
Kenya 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 -38.9
Bcuador 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 7.3
Papua New Guinea 97 825 90 361 8.3 2.9
Netherlands é d ile s 91 174 95 130 -4.2 14.9
Bahrain 84 254 75 066 12.2 n.a.
Syrian Arab Republic 82 832 67 340 23.0 22.9
Iordan 72 725 83 283 -12.7 7.6
Mauritius 72 271 62 272 16.1 4.1
Cameroon 71 102 91 379 -22.2 4.7
Ghana 70 723 64 157 10.2 7.9
Kuwait 65 058 124 466 -47.7 -33.5
Uruguay 55 524 51 443 7.9 27.0
Tunisia 54 105 37 891 42.8 0.1
Haiti 40 348 45 724 -11.8 n.a.
Eiji 38 890 25 423 53.0 n.a.
Barbados 36 010 36 701 -1.9 -0.1
French Polynesia 34 957 32 451 7.7 4.3
New 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
65. The policy-makers, managers and operators (c) Administrative and commercial services
o f third generation ports have a very different
understanding and attitude towards the running and 70. The adm inistiative services in a third
development of their ports. They see their port as a generation port are considerably upgraded, in line with
dynamic node in the complex international the closer relationship ^ tw e e n the port and trade.
production/distribution network. Based on this Documentation, regulations and the writing schedule
thinking, people have changed their management o f the port are the three areas in which bold measures
atiitude from the rather passive offer of facilities and have to be introduced. Commercial services, such as
services to that of active concern and participation in banks, insurance, legal services and communications,
the overall international tiade process. These efforts are u su^ly highly developed in third generation ports.
necessarily are directed towards promoting trade and
transport activities which, in turn, generate new (d) Logistics and distribution services
revenue-making and value-adding business. A s a
result of such efforts, the ports have been turning into 71. Again, the rationale for these services stems
integrated ti'a n s ^ rt centres and logistic platforms for from the needs of trade. It is essential to distinguish
international Irade. between distribution and storage to understand what
port users really need. As explained by the logistics
66. Activities and services in such third manager o f a distifbution company in the port of
generation ports are specialized, variable and Rotterdam: "Demand from the Far East and the
integrated. They are subdivided into four different United States for central distilbution facilities has
categories, as described below. in creased ,... if I were Just to offer warehouse
accommodation, I would not have any clients. W hat
(a) Traditional port services they requin ؛is an integrated logistic service". —م
67. The traditional ^ r t services such as cargo 72. The provision o f these services is usually
handling are and will remain the backbone o f port encompassed under the heading of port distribution
activities. The diflerence is that in a third generation centre. This means that tite J^ rt provides the
port, logistic and total distiibution services are also infrastructure and organization that allow companies
provided to port users. Moreover, all conventional to undertake activities in respect o f warehousing,
services are carried out with information distiibution, transport connections (air, water, land), logistics,
and therefore port infrasti'ucture is planned with equal electronic data interchange, and other value-adding
consideration for the "port infostructure", activities.
(information p r^ e s sin g facilities).
7^. It is difficult for a port to become a third
(b) Industrial/environmental services generation port w ithout undertaking some
organization^ changes legarding the relationship
68. Industi-ial services in a third generation port between activities within the port area and the
can relate to ships or cargoes. $hip-related services, relationship between the port and the municipality
such as ship repairing industries and other engineering (and l(x؛al and/or central government). A sa
and technical services, ^re of great importance to distribution and logistic service centre, the ^ r t is
building up a good reputation. Uargo-related services becoming more and more dependent on and integrated
allow others to establish industi'ies within the port area in the life of the surrounding city. W ith their much
to generate more cargo throughput and more value enlarged dimensions and activities, ports can no longer
added for the port. In some countries, export afford to keep the simple and somewhat independent
relationship the^ had with the city in the past.
50
Excellent city-port relations and the full support of the ?5. Ports, especially those dealing with general
former is one o f the m ost important conditions for the cargo, have been nndergoing an evolution from the
success of any port. To this end, port organizers must first generation to the second and third generations,
bear in mind two things: first, they must adopt an with an increasing role in the bansport chain and
active approach by presenting their port development international bade. 7^ere are two very important
plans to the city and governm ent and explaining fully factors to be bom e in mind when building a
their needs and difficulties. Secondly, they must third-generation port, namely timing and coordination
convince the authorities that the city/region stands to o f actions. Timing is essential, since the third
gain from the development of the port. generation port requires fundamental changes which
can only be achieved effectively after years o f effort.
74. In many countries, the fact that the port and The most difficult task is, very often, ensuring the
the city make their own separate and independent motivation o f the whole port community and the
plans has brought about urban degradation. In fact the establishment, among all parties, including each
city and the port are largely interdependent and share docker in the port area, of a common consciousness o f
mutual interests. The port may be a large Job the port’s development. The building o f a
supplier, and it has various positive effects on the third-generation port depends on the quality o f the
local social and economic life, while the city provides Joint work o f the port community, government
basic conditions for the port such as commercial authorities, the municipality and even the people
services, telecommunications, land b a n s ^ r t, water living in the city. M aking people aware o f the
supply, housing, etc. In today’s world, the city and desbability o f such a ^ r t , as shown by past
port ought more than ever to work closely together; experiences in industrialized countries, needs several
each should look at the problem of development from years of constant effort. This is partly because the
the other’s point o f view and consider the other’s benefits o f a thbd-generation port are obtained only
problems as its own. The city should consider after a period o f four to six years; even a
providing the necessary space for the port’s new computerized information system (or an EDI system)
activities, such as disbibution cenbes, and improve usually needs four to six years before it is considered
rail/road bansport and telecommunication systems, fully integrated and ^ n cd o n a l. Coordination means
?orts should think more about the well-being o f the that a thbd-generation port can only be built through
local community and make their own contribution. actions being taken systematically, not independently
Many ports no longer use old quays and docks which one of the other. In other words, the services
are ofren located close to the city cenbe. ^ h e n the previously mentioned concerning a third-generation
relationship between the port and city is good, the port should all be established in a coordinated manner.
reconversion of these a,؟sets is easier to achieve.
Box 5
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 o f 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 o f 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 m ust 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 adm inisbators and d ^ k la l^ u r in the resulting private ente^rises and through
the utilization o f 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.
A. Freight rates o f main cargo sectors (BFI). The index is weighted to reflect the
importance o f the major dr ?؛hnl^ rontes. The
76. Broad freight rate fiends for the three main composition o f the index during 1992 was:
shipping markets are found in table 34. The monthly
freight indices cover the 199^-1992 period for selected Route Commodity
liner rates, dry cargo lime and voyage charters and
1 US Gulf-North Continent Grain 10 per cent
tanker world scale indices for five types o f petroleum
la Transatlantic round T/c 10 per eent
2 US Gulf-fapan Grain 10 »؛r cent
2a US Gulf-Tar East T/c 10 per eent
77. The 1992 liner fieight index peaked in May 3 US North Pacific-Japan Grain ?.3 per eent
at 8! but declined slightly to 79 by year-end. The 3a Transpaeifie round T/c ?.وper eent
monthly average rate was 78 which, compares to 79
4 US Gulf-Yenezuela Grain وper eent
5 Continent-South America-
in the previous year and 75 in !996. The stability of ^ar East T/c وper cent
the liner market can be explained by the bias of the 6 H Roads-R Bay-Japan Coal 7.5 per cent
index, which is based only upon freight rates in the 7 В Roads-North Continent Coal 5 per cent
A ntw e^/R am burg range, the decline in European 8 ©ueensland-Rotterdam Coal 5 per cent
indusfiial production and the deceleration o f the
و US West Coast-Continent ?etcolte ^ p ercen t
10 Tubarao-Rotterdam Iron ore 5 per cent
subregion’s (OFCD-Furope) seaborne fiade. 11 Casablanca-WC India ?hosrock 2.5 per cent
12 Aﻗﻮbه-WC )ظ ﻋال ?hosrock 5percen t
78. M ore global indicators within the liner sector
are containership charter rates and major conference Graph 12 shows the B ^ for 1992 and selected
container rates. For the former, smaller 506 TEU routes/commodities that are important to the fiades o f
capacity container vessels experienced a 9.2 per cent developing countries. The 1992 BFI indicaies the
increase over 1991. Larger 1,066 TEU capacity volatilit ?؛of the dr ?؛hulk spot market. The ?؛ear
vessels reached about $u$ 11,500 per day by year started with uncertainty over grain fiade shipments to
end, or a 4.5 per cent rise from lanuary 1992.ال ق the CI$ and weak markets in iron ore and coal due to
Conference unit rates ($/TEU) increased slightly on recessionary pressures, as a result of which the larger-
three routes with a maximum gain o f 4.8 per cent on sized vessel rales were particularly depressed.
the fianspacific route, while, the Europe-Australia Following a slight im p^vem ent in the late spring, due
route declined 4.6 per cent during 1992. Graph 11 to grain demand and the effects o f port congestion,
p r e s e ts medium-term trends. The information this was soon reversed. The market continued to he
indicates that m ajor conference container rates poor until lale October when a significant recovery
experienced limited change over the 1988-1992 occurred following demand for grain from the CIS.
period. — This was then followed by a much firmer market,
with continued demand for grain but also for iron ore
79. In the dry bulk sector, both time and voyage and coal. The year closed better than expected but
ch؛fiter annual average indices decreased significantly with uncertainty for 1993.
from 1991. For example, time charters rates dropped
20.7 per cent, while voyage charter rates fell 5.9 per 81. Table 35 indicates the highest and lowest freight
cent. Much o f the reduction is atfiibutable to the rates reported during !991 and 1992 in the leading dry
steep decline in global steel production, particularly in bulk fiades. Both high and low freight rates for all
lapan, which in turn dampened the demand for coal the commodities except grain were down compared to
and iron ore transport. $team coal and grain the previous year. Moreover the range between the
shipments, however, increased, and there was also a year’s high and low rales for grain, sugar and
large increase in scrapping, preventing a further fertilizers decreased considerably from those of I99I.
decrease in dry bulk shipping rates. Conversely, the spreads !»tw een the low and high for
fertilizers and ore increased.
80. Another indicator o f dry bulk freight rates in
world shipping markets is the Baltic Freight Index
52
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53
Graph 11
u s$ (ООО)
YEARS
Graph 12
BFI INDEX
MONTHS
Table 35
Freight rate
1991
Commodité? Route
($US/ton)
82. Freight rates for the five types of ships in the ws 90s during the first 10 months o f the é?ear. The
tanker sector reached a low point in the middle of usual winter upturn raised the rate level into the
1992, before recovering in the fourth quarter. The ^ S I20s in December. In the Caribbean, rate levels
rise in rates reflected the increase in world crude oil for the 70-75,000 ton class were between ^ s 125 and
shipments from 1,333 million tons in 1991 to ^ S 150 in the Brst quarter. The second and third
1,396 m ilhon tons in 1992, with most of the growth quarters saw the rates consistent!}? below ^ s 120, but
from the M iddle-East/Gulf region. Also, world total by year-end rates had increased to the ws 120s range.
oil shipments increased slightly from 457 million tons
to 466 m ilhon tons (see table 3). 86. In the m a r ^ t for handy-size clean or dirty,
the rates for 30,0 سtonnes Caribbean-United States
83. The YLGG m arket fluctuated within the fluctuated widely up to ws 250 in January then down
W o rld s c a le 4 6 s ra n g e fro m J a n u a ry to to the WS I50s in May and ended up at an average of
September 1992 and quickly escalated to ws 52 by below WS 220 in December.
December. The year-end improvement in Worldscale
rates was caused by expanding oil-products shipments, 87. The time charter m a r ^ t for ta n ^ r s reflected
delays at Red Sea terminals and more fixtures on the the depressed rate levels in !992. Gwners were
long routes !»tw een the G ulf and Europe. The annual reluctant to accept long-term fixtures at low rates, and
average VLCC/ULCC W orldscale rate, however, was most activity focused on modern tonnage for short
significantly less th؛in 1996 and 1991. Table 34 periods. These conditions characterized both the
shows a drop of 21 points in the large tanker average crude and clean markets for all major oil/petroleum
index in 1992.
84. Medium-sized crude carrier rates followed a B. Liner freight rates as a percentage o f prices
similar pahern to the larger VLCC/ULCCs. The for selected commodities
W orldscale rate declined during the first half o f the
year and m oved upward as winter approached the 88. Table 36 indicates liner freight rates as a
Northern hemisphere. The firming of rates reflected percentage of prices ^ r selected commodities and
a growth in crude shipments and a relahve balance trade routes in !970-1992. Gver the entire period the
between the supply o f medium-sized tonnage and oil ratio increased on all commodities/routes. The ratios
shipping demand. The 1992 average monthly rates for Jute, cocoa beans from Ghana and Brazil and
were also less than in the two previous years, with a coffre from Golombia more than doubled during the
decline in W orldscale o f about 27.4 per cent. period. Higher-value commodities such as tin,
coconut oil and tea experienced minimal change.
85. For small crude and product carriers, the
Mediterranean market fluctuated in the ws 86s and
55
Table 36
Source: Compiled by the UNCTAD secretariat on the basis o f data supplied by the Royal Netherlands
Shipowners’ 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 o f 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 o f 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 o f the commodities were taken from UNUTAD, M onthly Commodity
Price Bulletin, the M arch 1993 issue.
89. In 1992 the freight level for tin. Jute, coconut in 1980 to 5.2 per cent in 1991. The d e v e lo ^ d
oil and tea were unchanged from 1991. The prices, market-economy counbies’ proporbon was about half
however, for these commodities increased, thus that o f developing counbies, but the ratio has
reducing the freight ratio in 1992. The freight for decreased more rapidly for developing counbies. For
rubber ؛؛nd cocoa beans rem ained at almost the same example, in 1980 the develoix؛d market-economy
level as in 1991. The prices, however, decreased and countries’ proportion was 5.5 per cent and by 1991 it
consequently the freight ratios increased. Gonversely was 4.35 per cent. The developing countries’
the freight level on the bade routes from Brazil and proportion, however, decreased from 10.4 per cent in
Colombia (Atlantic and Pacific) fell very dr^stic^ly, 1980 to 8.5 per cent in 1991.
but the prices for coffee and cocoa beans decreased
more and thus the ratio of freights for these 91. The proportional difference between the
commodities increased. counby groups is atbibuted to several factors. These
include, inter alia, greater bargaining ^ w e r on the
c. Estimates o f global freight costs part of developed market-economy countries when
dealing with shi{^wners/conferences, ^•eater cargo
90. Global payments for maritime services volumes, more efficient infrasbucture facilities at
increased slightly (3.0 per cent) in 1991 from the ports and inland disbibution systems, and generally
previous year. Table 37 estimates total freight longer bade routes for developing counbies.
payments for imports and their percentage of im ^ r t Graph 13 compares freight as a percentage o f c.i.f.
value by country groups. Freight payments as a values for the world, develo »؛d market-economy
proportion of i m ^ r t value declined from 6.6 per cent counbies and developing counbies.
56
Table 37
٢ ■ “ I
Year Counfiy group Estimate o f total freight Yalue o f imports
costs of imports (c.i.f.) (millions percentage o f
(millions o f dollars) of dollars) import value
o f which:
in Africa 10 432 77 757 13.42
America 10 929 1^3 495 8.85
Asia 21 979 211089 10.41
Europe 1320 16 037 8.23
Oceania 318 2 477 12.84
of which:
in Africa 9 048 81 1890؟
10
America 9 626 117 769 8.17
Asia 35 054 427 926 8.19
Europe 1909 21 303 8.96
Oceania 461 3 760 12.26
o f which:
in Africa 8 738 > 78 703 11.10
America 10 609 131 260 8.08
Asia 40 764 906
01؟ 8.12
Europe 1 812 20 159 8.99
Oceania 489 3 987 12.26
a/ The estimate for the world is not complete, since data for counfiies which ; : not members o f the IM F :
not included.
b / The estimates presented here reflect the inclusion o f 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 a r^ t-
economy country.
57
Graph 13
PERCENTAGE
12%
1991
DEVELOPING
Table :
Source: Drewr ?؛Shipping Uonsultants (London), $hiooin£ Statistics and Economics, various issues.
Chapter VII
Chapter ٧/ / updates developments in the field of multimodal transport. Topics covered include a summary ٢^ ٠٢، 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.
B. Second Seminar on Container Dimensions 97. Similarly, the other Canadian rail system,
Canadian N ational R ailw ays, com pleted a
94. The second Seminar on the Impact o f the $ u s 5 million clearance program m e through
Increasing Dimensions of Loading Units on Combined 22 tunnels and five rocksheds in September 1992,
Transport was convened by the Executive Secretary of about the same time that it finished work on its
the Economic Commission for Europe in September $ u s 15 million Fraser River Bridge lehabilitation
1992. The Seminar was particularly important project. In Gctober 1992, it opened a new
because it provided an opportunity for worldwide $ u s 19 million Vancouver Intermodal Terminal,
consultations on the acute problem of container relocating its west coast intermodal operations from
standards, vita! for the development of multimodal Vancouver to Surrey, thereby providing improved
transport. The participation o f all interests and the highway access and state-of-the-art systems to speed
taking into account o f their views in considering this loading and unloading. Canadian N ational’s
problem was particularly useful in avoiding $ u s 15 million bridge project improves height
dominance o f any one group of interests. For that clearances (or double-stack hains, increases the bridge
reason the I ^ C T A D secretariat supported the speed lim it and allows heavier loads. The work is
convening o f the Seminar and assisted in obtaining also expected to reduce the number o f disruptive
broad participation by inviting its m ember countries, maintenance closures and extend the bridge’s life
particularly the developing ones, to participate in it. expectancy by 25 years.
95. The Seminar reconfirmed that the existing 98. A further development in double-stack
ISG series I containers, which particularly in container train operations is expected in the north-
developing countries had been the basis for recent south corridors, particularly as a result o f the
large-scale investment in infrastructure, rolling stock United ^tates-Canada Free Trade Agreement and
and handling equipment, should continue to be the prospectively the North American Free Trade
main container standard, which should be improved in Agreement involving also Mexico.
line with emerging market requirements.
99. American President Lines (APU) operates a
unit train three times a week for the Ford Motor
Company !»tw een Detroit and Hermosillo, Mexico,
and a double-stack train six times a week between
Mexico City and the Midwest with Union Pacific and Introduction o f 9' 06" ; a standard container
Ferr«iarril!es Nacionales de Mexico. APE recendy
teamed up with Canadian National North America to
offer w hat the two companies said was the first 103. A t its sixteenth session in M ay 1991 in
inteim odal container service linking the United States, Seoul, Republic of Korea, the ISO Technical
Canada and Mexico. The company will extend its Committee TC 104 confirmed its decision to introduce
double-stack service !»tw een Mexico City and an additional standard container height o f 9 feet
Chicago to Canada via Canadian N atio n ^ North 6 inches (2.9 meters) into the ISO 668 and other
Am erica’s rail system. By offering departures from international standards with the designation lA A A (40-
M exico City six days per week and bansit time of foot) and IBBB (30-foot) containers. The new
seven days to Toronto and eight days to M onbeal, dimensions were cimulated as a draft international
American President Eines and Canadian Nadonal standard (DIS) by the ISO secretariat to all ISO
believe they are competitive with over-the-road member bodies for a vote on 19 M arch 1992.
service. According to the new ISO Directives (1992 Edition),
a draft International Standard having been em ulated
100. It is felt that as imerrnodal rail technology for voting is approved if:
and services improve, the distance at which intermodal
rail services becom e c o m ^ d tiv e with bucking is (a) A two-thirds majority o f votes cast
shortened. The threshold distance used to be 700- by the ?-m em bers o f the technical committee or sub-
800 miles in North America, but some now say it has committee are in favour; and
been reduced to 500 and the Florida East Coast
Railroad has a sbong intermodal service between (b) Not more than one-quarter o f the
Jacksonville and Miami with a distance of only total number of votes cast are negative.
365 miles.
104. Abstentions, as well as negative votes not
D. Rail landbridges accompanied by technical reasons, are excluded when
votes are counted. In accordance with these conditions
101. A new railway route linking China through the draft standard was approved, since among
Kazakhstan, the Russian Federation, Belarus, Poland 21 ?-members o f the TC 104,15 votes were in favour
and Germany with the ports in Belgium and (71 per cent) and among the 24 ISC member bodies
N etherlands was officially inaugurated on voting 6 cast negative votes (25 per cent). —
1 December 1992. It starts from the Chinese port of
Lianyungang in Jiangou province. The new route 105. The result o f the voting on the introduction
became possible with the completion in September o f the new standard container height of 9-foot
1990 of the connection of the Chinese railway system 6-inches was unprecedented and controversial. Indeed,
with the railway network of Kazakhstan. The new of the 26 ISO member bodies participating in the vote,
route is about 3,000 kilom ebes shorter than the Trans- six cast negative votes, two abstained and the votes of
Siberian rome. two other member bodies came after die time-limit
(19 September 1992) and, therefore, were not taken
102. ¥ e t another landbridge proposal has been into account. Among the P-mem!x؛rs of the Technical
suggested for the C enbal American isthmus. Coming Committee 104 which cast negative votes, one finds
on top of existing and competing proposals for Australia, Belgium, Cuba, the Czech Republic, India
landbridges in Costa Rica, Mexico and Panama, the and the United Kingdom - counbies with non-
Covernm ents of Honduras and El Salvador have negli^ble container traffic.
signed a bilateral agreement to develop a 320-
kilom ebe-long intermodal rail link between F. W orld container population
Puerto Cortes on the C ulf of Mexico and the
Salvadorian port of Acajutla on the Pacific. Parts of 106. According to the census carried out by
the proposed link already exist in the two counbies Cargoware International, the world’s container
but would have to be upgraded and modernized to population by mid-1992 amounted to 7,320,400 TEUs
ma^e them compatible with the new rail inbasbucture o f all types. The previous census carried out in mid-
which is required to link the two lines. It is hoped 1990 showed the world container population at
that the project will commence by May 1993, with 5,874,084 TEUs. Though the total number o f
completion scheduled for early 1994. containers increased by about 25 per cent, the
composition of the world container population in
terms of dimensions (length and height) did not
61
change significantly. The overwhelming majority of the annual capacity. It !nay als© he added that in
the fleet is represented by 20- and 40-foot-long, 8-foot general the prosent pr©ducti©n capacily already
6-inch-high containers with a further increased share © utstrips !m anufacturing lev els, som etim es
of 40-foot stock. Except for a significant increase of significantly. According to Cargoware International,
9-foot 6-inch-high high-cube containers, which had current production in different countries ranges from
reached 684,064 TEUs or 9 per cent o f the total 33 to 82 per cent o f the potential capacity and on
container population by mid-1992, there has been no average represents 53 per cent. Total production in
meaningful proliferation o f non-ISO standard Asia rose by about 200,000 TEUs in 1992 over 1991,
containers, through there was a further decrease in the and more than ?5 per cent o f this growth was
number o f 8-foot-high containers. Containers with attributed to newly operational factories.
lengths other than 20 and 40 feet were represented
mainly by 45-, 48- and 53-foot length containers. 110. 1992 was another record year for the
Their share in the total fleet was about 2.1 per cent in manufacturers in the Republic o f Korea, with their
1992, whereas in the 1990 census it was 1.8 per cent. overall production reaching 372,000 TEUs against
An analysis of the world container fleet by length and 340.000 TEUs in 1991. Nevertheless, the share of
height is reproduced in table 39. this country in global production fell from 37.4 per
cent in 1991 to 32.3 per cent in 1992.
107. Over 20 per cent o f high-cube containers are
either 45, 48 or 53 feet in length, while the other 111. Manufacture o f standard dry freight
80 per cent are 40-foot containers. Uonfiary to the co n tain ers (in clu d in g hig h -cu b e) exceeded
growth in the absolu!© num ber and share o f 9-foot 1 million TEUs. It is interesting to note the fall in the
6-inch high-cube containers, the num ber and share of production o f non-18© length containers from
8-foot-high containers continue to fall. Their number 15.000 TEUs in 1990 to 10,000 in 1991 and
had fallen by one third since the 1990 census, and 8.000 TEUs in 1992. A survey conducted by the
their share in the world fleet is now under 1.4 per UNUTAD secretariat among certain manufacturers
cent. Table 40 gives a comparison of the world revealed a similar fiend. There has, on the other
container population by length^eight for the period hand, been a significant growth in the production o f
1990-1992. refiigerarod cont!؛iners - from 35,000 TEUs in 1992 to
64.000 in 1992, while the output o f reefer containers
108. As regards geographic distribution. North in the Republic o f Korea in 1992 doubled.
American owners control 72.5 per cent o f all non-180
length containers, and their fleet o f 40-foot containers 112. The world container manufacturing induslry
is twice the size o f their fleet o f 20-foot-long was also characterized by price movement, as revealed
cont^ners. All other regions, except the Mid- by another survey conducted by Cargoware
East^ndia, have a high proportion o f 20-foot International (table 42). This survey shows that dry
containers. High-cube containers are more commonly freight cont^ner prices fell worldwide in 1992, for
encountered in North America and North Asia, where both 20-foot and 40-foot containers, reflecting the
they account for 13 per cent o f all inventories. These growing competition among the producers of
two regions together confiol 80 per cent o f all high containers because of the unprecedented growth o f
cube containers of the world. production capacities. All evidence suggests that the
downward pressure on prices is set to continue in
0. Uontainer production 1993.
24 ft - 14 319 - - 14 319
48 ft - - 60 174 - 60 174 I
53 ft - - 4 770 - 4 770
Table 40
Indexed change
1992 1990
(1990=100.0)
Length
20 foot 3 291 657 2 846 027 115.7
40 foot 3 842 508 2 921 056 131.5
©ther 186 235 107 001 174.0
Height
8 foot 101 415 162 755 62.3
8 foot 6 inches 6 489 374 5 242 131 123.8
9 foot 6 inches 684 064 419 O il 163.3
©ther 45 547 50 187 90.8
Standard Special
(per cent) (per cent)
Asia
Others
20-foot container
Republic of Korea 2 668 2 634 -1.3
Taiwan, Frovince o f China 2 910 2 725 -6.4
China 2 530 2 360 -6.7
A SFAN 2 640 2 590 -1.9
India 2 505 2 380 -5.0
Furope 3 050 2 900 -4.9
W orld 2 640 2 500 - د.د
40-foot container
Republic o f Korea 4 412 4 079 -١ ؟
Taiwan, Frovince o f China 4 775 4 425 -7.3
China 4 075 3 850 -٩٩
ASFAN 4 250 3 885 -8.6
India 4 190 3 900 -6.9
Furope 5 150 4 600 -10.7
W orld 4 285 3 985 -7.0
Box 6
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.
A com pany’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 the
system/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 M anagement Systems,
IT © /l??/A © /93-l.
Chapter VIII
OTHER DE¥EEO?MENT^
The final chapter reviews the ؛»ﺀك،، ﺀof 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.
113. The United Nations Convention on a Code of 115. Following the twentieth accession in October
Conduct for Liner Conferences came into force on 1991 by Zambia, the United Nations Convention on
6 Gctober 1983. Up to mid-1993 the number of the Carriage o f Goods by $ea, 1978 ("The Hamburg
Confiacting Parties reached 76, namely: Algeria; Rules") entered into force on 1 November 199^. The
Bangladesh; Barbados; Belgium; Benin; Bulgaria; Contracting ?arties to the Convention are: Barbados,
Burkina Faso; Cameroon; Cape Verde; Botswana, Burkina Faso, Chile, Fgypt, Guinea,
Central African Republic; Chile; China; Congo; Hungary, Kenya, Lebanon, Lesotho, Malawi,
Costa Rica; Côte d ’Ivoire; Cuba; Czech Republic; Morocco, Nigeria, Romania, Senegal, $ierra Leone,
Denmark (except Greenland and the Faeroe Islands); Tunisia, Uganda, United Republic of Tanzania and
Fgypt; Ethiopia; Finland; France; Gabon; Gambia; Zambia.
Germany; Ghana; Guatemala; Guinea; Guyana;
Honduras; India; Indonesia; Iraq; Italy; Jamaica; 116. It is interesting to note that counfiies such as
Jordan; Kenya; Kuwait; Lebanon; Madagascar; Canada and Australia, which are not contracting
Malaysia; Mali; Mauritania; Mauritius; Mexico; parties to the Convention, have made provision in
Morocco; Mozambique; Netherlands (for the Kingdom their new Carriage of Goods by $ea Act for the
in Europe and Aruba); Niger; Nigeria; Norway; possible entry into force o f the Hamburg Rules at a
Pakistan; Peru; Philippines; Portugal; Republic of later stage. Thus the Ausfialian Carriage of Goods by
Korea; Romania; Russian Federation; $audi Arabia; $ea Act 1991, in force as o f 7 November 1991 and
Senegal; $ierra Leone; Slovakia; Somalia; $ri Lanka; replacing the $ea Carriage o f Goods A ct 1924, not
$udan; Sweden; Togo; Trinidad and Tobago; Tunisia; only adopts the Hague Rules as amended by the Visby
United Kingdom of Great Britain and Northern Ireland Rrotocol, but in Section 2 provides for the
(on behalf o f the United Kingdom, Gibraltar and implementation o f the Hamburg Rules which are
Hong Kong); United Republic of Tanzania; Uruguay; scheduled to the Act. The mechanism provided is for
Venezuela; Yugoslavia; Zaire and Zambia. Farliament to make a proclamation that the Hamburg
Rules are to come into force to replace the
United Nations Convention on International Hague-Visby Rules. Section 2(^) states that if no
Multimodal Transport of Goods proclamation or resolution repealing or postponing the
implementation o f the Hamburg Rules is made, the
114. This Convention , اﺛﻖadopted b^ consensus Rules will automatically come into force at the
on 24 May 198Ô by the United Nations Conference of expiration of three years, i.e. on 7 November 1994.
Plenipotentiaries, was opened for signature in In the case of Canada, Section 4 of the Carriage of
New York from 1 $ ep tem ^؛r 198Ô to 31 August 1981 Goods by W ater Bill C;8^ (Projet de Loi) sets out that
and remained open for accession thereafter. It will the Minister of Transport shall, within six years after
enter into force 12 months after 3 ه$tates have enfiy into force o f the Act, consider whether the
become confiacting parties by deflnitive signature, Hague-Visby Rules should be replaced by the
ratification or accession. In 1992 no additional States Hamburg Rules, and prepare a re »؛r t setting out the
became Confiacting Parties to the Convention, and it results of that consideration to be laid before each
thus had six Confiacting Parties, viz. Chile, Malawi, House o f Parliament.
M exico, Rwanda, Senegal and Zambia. Another
three counfiies - M orocco, Norway ^nd Venezuela - 117. As part of the secretariat’s mandate to
have signed the Convention subject to ratification. monitor the implementation o f 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
request, guidance will be provided to States wishing was prepared by the Joint Ш С Т А О Д М О
to make the necessary changes in bansport Intergovernmental Group of Experts during its
documentation and other im portant issues to adjust the six sessions held from 1986 to 1989. By a note of
current practice to accommodate the new liability 15 May 1992, Governments were invited to submit
regime. comments on the Draft Gonvention to be published as
part of the pre-session documentation for the
D. United Nations Convention on Conditions for Gonference. Gn the basis o f replies received the
Regisbation of Ships secretariat prepared a compilation of comments and
proposals b^ Governments and by intergovemmental
118. The United Nations Convention on and non-governmental organizations.
Conditions for R egisbation o f Ships was adopted by
consensus on 7 February 1986 by the United Nations 121. The objectives of the Draft Convention are:
Conference on Conditions for Regisbation of Ships at (i) to provide a generally acceptable legal framework
the fourth part of its session . ال قThe Convention governing the recognition and enforcement of
contains a set of minimum conditions which should be maritime liens and mortgages and thus to promote
applied and observed by States when accepting ships international uniformity, and (ii) to strengthen the
on their ship register(s). It defines the elements of the international position o f the mortgagee and financiers
"genuine link" that should exist between a ship and o f shipbuilding and ship purchase and thereby
the State whose flag it flies and thus contains improve conditions for ship financing at the
provisions for the participation by nationals of the flag international level.
State in the ownership, manning and management of
ships. The Convention also stipulates that flag States 122. Following the U N ^M G Conference of
are required to exercise effectively their Jurisdiction Flenipotentiaries on Maritime Eiens and Mortgages
and conbol over ships flying their flag. It also and subject to agreement by the Joint I^ C T A D ^ M G
provides for the establishm ent by a flag State o f a Intergovernmental Group o f Experts on Maritime
com petent and adequate national m aritime Eiens and Mortgages and Related Subjects, a possible
adm inisbation which is responsible for a num ber of amendment of the 1952 Convention on Arrest of
specific tasks such as ensuring that a ship flying its Ships will be examined Jointly with IMG.
flag complies with the State’s laws and regulations
concerning regisbation of ships and complies with F. General average
applicable international rules and standards concerned
with the safety o f ships and persons on board and the 123. Fur s uant to the re q u e st of the
prevention o f pollution of the marine environment. thirteenth session of the l^ C T A D !fo rking Group on
The Convention will enter into force 12 months after International Shipping Eegislation, held in
the date on which no less than 40 States, the November 1991 to examine the subject of general
combined tonnage o f which amounts to at least 25 per average, the secretariat, in close collaboration with the
cent o f world tonnage, ؛،s stipulated in annex III to the International Maritime Committee (CMI), approached
Convention, have become Conbacting Farties to it. the insurance industry and intemational organizations
involved with general average to study the extent to
119. By the end o f June 1993 the Convention had which insurance arrangements could simplify the
been ratified by the following nine States: operation of the general average system. Gn the basis
C6te d ’Ivoire, Egypt, Ghana, Haiti, Hungary, Iraq, of the research and investigations carried out the
Eibyan Arab Jamahiriya, Mexico and Gman. Another secretariat will prepare a r e ^ r t towards the end of
10 States had signed the Convention subject to 1993 for submission to the second session of the
ratification, acceptance or approval: Algeria, Bolivia, Standing Committee on Developing Services Sectors:
Cameroon, Czech Republic, Indonesia, Morocco, Fostering Competitive Services Sectors in Developing
Foland, Russian Federation, Senegal and Slovakia. Countries - Shipping.
continued to receive worldwide support. The 128. The rules retained the network liability
objectives o f these standards are: system t© the effect that the MTO, and not only the
consignor, may invoke the mandatory liability rules of
(a) To uphold a high standard of international conventions and national law which
business ethics and professional conduct among would have applied if a separate and direct conhact
shipping agents; had been made for the particular stage o f the transport
where the loss or damage occurmd.
(b) To promote a high level of
professional education and experience, essential in 129. The basis of liability of the Rules is the so-
providing an efficient service; called vicarious liability: the MTO is «؛sponsible for
the acts and omissions of his servants or agents, when
(c) To encourage the operation of any such servant or agent is acting within the scope of
financially sound ^nd stable shipping agents; his employment, or o f any other person o f whose
services he makes use for the performance o f the
(d) To contribute to combating maritime contract, as if such acts and omissions were his own
fraud by ensuring im proved services by (liability for presumed fault or neglect).
better-qualified shipping agents;
130. The particular defences for carriage by sea or
(e) To provide guidelines for national inland waterways a« ؛conlrived in Rule 5.4 pursuant
authorities/professional associations in establishing and to which the MTO shall not be responsible for loss,
maintaining a sound shipping agency system. damage or delay in delivery caused by the so-called
nautical fault defence or fire, unless caused by the
125. The l^ O T A D secretariat, upon request, actual fault or privity o f the carrier. When loss or
provides legal advice to national authorities and damage has resulted from unseaworthiness o f the ship,
professional associations wishing to set up nation^ the MTO is only relieved from liability if he can
standards for shipping agents based on the prove that due diligence has been exercised to make
above-mentioned objectives. In addition, the the ship seaworthy at the commencement o f the
M inimum Standards are being promoted through voyage.
seminars and technical assistance projects.
131. It is important to note that the MTO shall not
H. The new UNCTADTCC Rules for be liable for loss following from delay in delivery
Multimodal Transport Documents unless the consignor has made a declaration of intemst
in timely delivery which has been accepted by the
126. The new Rules, which became operational as MTO. As to the conversion o f delay into final loss.
o f 1 lanuary 1992, will only apply when they are Rule 5.3 contains a provision converting pending
referred to in the multimodal conn-act. It is possible delay into a right for the claimant to treat the goods as
to refer to the Rules even for port-to-port traffic and lost. The period starts to run from the agreed time for
when unimodal h"ansport is intended. Farties having delivery or, in the absence o f such ag«؛ement, f ^ m
referred to the Rules, and thereby وم ﺀﻣﺢ0 ﻛﻬﺄﻫﺂthe the time which it would 1» reasonable to ]«quire of a
Rules into their contract, must avoid inserting diligent MTO. The period chosen by the Rules for
stipulations which derogato from the Rules. the conversion is 9D days, in order to avoid
conversion occurring under the multimodal h-ansport
127. The Rules only cover a part o f the customary contract before such a conversion has been possible
contents o f a multimodal transport conhact. Thus, an under any underlying multimodal transport contract,
MTO wishing to use the Rules as a basis for his the риф озе being to facilitate recourse actions by the
multimodal transport conhact would have to add other MTO against his subcontractors. Furthermore,
clauses dealing with matters such as: optional conversion will only take place in the absence o f
stowage, routing, freight and charges liens, both-to- evidence that the goods have not been lost.
blame collision, general average. Jurisdiction and
arbitration and applicable law to satisfy his particular 132. The provisions relating to limitation of
needs. Such additions could also be made with liability follow the Hague-Yisby Rules limits
respect to matters covered by the Rules, but only to (666.67 SDR per package or unit or 2 SDR per
the extent that they are not conpadictory thereto or kilogram of gross weight of the goods lost or
decrease the responsibility or obligations of the MTO damaged, whichever is the higher) and the so-called
as established by the Rules. "cont^ner formula". If the multimodal transport does
not, according to the contract, include carriage of
Box 7
©n 6 M a1993 ? ؛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 o f Plenipotentiaries, which m et in Geneva under UNCTAD auspices for a period o f three w e e k .
$ixty-five States participated in the Conference, which was ch ared by Dr. W alter Miiller of Switzerland.
The Convention is intended to improve conditions for ship financing and the development o f 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 o f claims against the
owner, demise charterer, manager or operator o f 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 o f the vessel; (d) port, waterway and pilotage dues;
and (e) physical loss or damage caused by the operation o f the vessel other than that o f cargo, containers and
passengers’ effects.
The priority ranking o f 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 o f the
marine environment (Article 12, para. 3).
The Convention, in Article 6, provides a $tate ?arty with the possibility o f 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 o f 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 r e ^ a t charter re^stration, a practice which is becoming increasingly common in shipping and which
has created uncertainty for mortgagees. Article 16 o f 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 o f 1952 for the
Unification o f Certain Rules Relating to the Arrest o f Sea-going Ships.
goods by sea or by internal waterways, the liability of responsible ocean carrier; (2) "air bansport" is not
the M TG is hm ited to an amount not exceeding the included in tlie difrerent modes o f bansport nsed
equivalent o f the freight. The provisions on loss of nnder multimodal transport; (3) there is no provision
the right to limit liability conform with article 8 of the relabn^ to the liability of the consignor; (4) there is
Hamburg Rules and article 21 of the MT Convention. no provision relating to non-conbactual liability
The time-loss has been set at nine months to ensure (action in tort); (5) while the MTO is liable for the
that the MTG would have adequate possibilities to acts and omissions of his servants and agents, there is
institute «؛course actions against the performing no mention of his liability for such acts and omissions
earner. o f his subconbacting unimodal carriers. It may be,
however, that such subcontracting carriers are included
133. Although the new l^ C T A D ^ C C Rules for in the concept o f "servants and agents". The
Multimodal Transport D ^ u m e n ts are based on the ©rdinance has generally been welcomed by exporters,
H a g u e№ g u e-¥ isb y Rules system, a new situation has importers, shipowners and freight forwarders, as well
developed since the enby into force o f the Hamburg as by other agencies involved in bade and bansport of
Rules. This ^ c u r s because the Rules are for goods.
voluntary adoption by the commercial parties, but are
superseded by mandatory international or national law. I. Technical cooperation and baining
This means that an M TG cannot use the Rules to
circumvent unpleasant provisions in a national law or 136. UNCTAD’s technical cooperation and
international Convention. Consequently, if the bade baining programme in shipping, ports and multimodal
covered by the MTG is subject to the Hamburg Rules bansport declined somewhat during 1992. A total of
regime, then the limits of liability of that convention 32 projects were being executed during the year, with
will apply and the particular defences of nautical fault a total exp؛nditure of $2.6 million (compared to
and o f fine retained by the I^ C T A D ^ C C Rules will 37 projects totalling $3.2 million in 1991).
be sut»rseded by the Convention.
137. Half of these projects were TRAINMAR
134. It N important to note that the old ICC rules projects designed to help baining cenbes in
will no longer have the backing of the ICC and they developing counbies provide a wide range of maritime
may be rejected by the banks. To facilitate the management baining using a methodology which
change-over to the new Rules, ICC has established an establishes professional standards at local cenbes and
"ICC Eill of Eading Review Committee" which will provides mechanisms for cooperation among these
verify that documents submitted to the Committee are cenbes. Although two new sub^gional projects, one
in conformity with the f^ C T A D /lC C Rules for in $outh America ^nd one in the Caribbean, were
Multimodal Transport Documents. Documents initiated in 1992, eight other projects were terminated
verified will ١» entitled to bear the ICC logo. Eor during the year and m ost activities are now conducted
further information, interested parties are requested to by the developing country cenbes themselves or with
contact the ICC in Faris. the help of supporting bodies but without project
support.
135. Gn 16 GctoN؛r 1992 the Government of India
promulgated its Multimodal Trans »؛r t of Good 138. A number of policy seminars on Multimodal
Grdinance 1992 to provide a legal régime to govern Transport, Container Terminal Development and
multimodal bansport operations in its foreign bade Management, Equipment Maintenance and $bategic
(except for the State of Jammu and Kashmir). The ?lanning for $hipping wete deliveted by I ^ C T A D
Grdinance is broadly based on the United Nations MT during the year, and funds were obtained for the
Convention and the l^ C T A D ^ C C Rules for development of a new policy seminar on the
M ultim ode Transport Documents. However there are Commercial ^ o le of Forts.
certain departures from these, which are as follows:
(1) although the provisions relating to the liability of 139. A new project was initiated in Fakistan to
the MTG are broadly based on the Hague/Hague- facilitate bade through the sbeamlining and
Visby Rules, there is no specific provision for rationalization o f the bansport sector. It will involve
exempting the MTG from liability for loss, damage or sbengthening the institutional bameworl ؛within which
delay in delivery in respect o f goods carried b^ sea in new bansport-related technology can be inboduced
those cases where the ocean carrier is exempted from and multimodal bansport promoted. New legislation
the Hague/Hague-Yisby Rules. This would seem to will be drafted and technical information disseminated
mean that the MTG who becomes liable in such cases on all aspects of multimodal bansport.
may not succeed in recourse action against the
70
140. A small regional project was undertaken by co-insurance and reinsurance of marine transport risks
UNGTAD in 199^ in connection with the launching of through the harmonization of marine insurance laws
the United Nations Transport and Gommunications and practices.
Decade in Africa. A brochure was produced to help 146. In the area of ship registration and at the
create a greater awareness among African request of JUNAC (Gommission o f the Gartagena
Governments, subregional organizations and the Agreement), TJNGTAD assisted member States
providers and users o f shipping, ports, inland (Bolivia, Golombia, Fcuador, ?eru and Yenezuela) in
waterways and multimodal transport services of the the drafting of a project for an international registré? of
strategies p r e s s e d to achieve the Decade’s objectives. ships. The request was made in the context o f recent
Froposals w ere made to group projects awaiting changes in policy in the subregion directed towards
financing into a series o f integrated programmes. obtaining a complete liberalization in international
trade. The p u ^ o s e of the project should be viewed as
141. In 1992 the development and implementation an important step in keeping the existing tonnage
of the Advance Gargo Information System (AGIS) within the subregion and giving sh i^ w n e rs
was pursued in a larger num ber o f African countries competitive facilities equal to those o f other
than in the previous year. The W orld Bank (IDA) is international carriers.
financing the installation o f certain modules in Sudan,
Senegal and Burkina Faso. 147. At the request of the Mexican Government,
the UNGTAD secretariat participated in a panel to
142. In addition to the continuing work in Africa, explore the feasibility and convenience of setting up
two Asian countries, namely Bangladesh and an International Mexican Ship A g is te r in order to
Viet Nam, have requested the installation of the attract flagged-out ships of Mexican owners back to
railway module of AGIS, the K ilT rack er. In the case the national register.
of Bangladesh, the Germ an Government, through its
Bank for ^c o n stru c tio n (KfW), has agreed to provide 148. Members o f the UNGTAD secretariat also
DM 1.3 m illion for the installation o f the RailTracker lectured on various aspects of maritime law and
on Bangladesh Railways. l^ G T A D will implement international trade and hansport at a number of
this project in close collaboration with the F co n o ^ic seminars, conferences and workshops.
and Social Gommission for Asia and the Facific
(ESGAF). Discussions are advanced with the French 149. F unding fo r U N G T A D ’s tech n ical
Government regarding the funding of AGIS in cooperation and training activities in shipping, ports
Viet Nam. and multimodal transport was provided by the
United Nations Development Frogramme (UNDF), the
143. In order to ensure sustainability, l^ G T A D European Gommunity and the Governments of
and GIM (GT^-Germany) agreed to an arrangement Belgium, France, Germany, the Netherlands, Norway
through which GIM would sponsor the attachment of and the United States and by the recipient countries
German Experts to a number o f AGI^ user-institutions themselves.
in Africa. Ghana Forts and Harbours Authority and
the Kenya Forts Authority have been the Brst New classification o f ships by type reviewed
beneficiaries of this scheme.
150. An effort to establish an intemational
144. The l^ G T A D secretariat has been involved classification of ships by type was initiated at an
in updating and harmonizing the maritime legislation ad hoc UNGTAD-FFG meeting o f the secretariats of
o f various countries at the subregional level national and international org؛؛nizations interesied in
(MINGONMAR member States and Genhal American ‘type of ship’ classifications, held in Geneva in
countries) and the national level (Ethiopia), with the October 1987. It was agreed that there was a need for
aim o f providing a legal framework for more effective a universally accepted hierarchical type-of-ship
maritime transport. Training of nationals at various classification and a clear definition of ship types. A
levels forms ^n integral part o f the projects. small group was commissioned to prepare a report
setting out a new classification which would take
145. Marine insurance ظanother area where the account of the views expressed at the meeting. The
secretariat will be helping MINGGNMAR member study group’s report was presented to the second
States. Thus pursuant to resolution 149/11/92 , رﻗﺊa ^d hoc UNGTAD-FFG meeting, held to discuss the
draft technical assistance project document has been classification of ships by type, in Luxembourg in
prepared for promoting the growth of the marine October 1988 and is contained in annex ٧ .
insurance indushy in the subregion and fostering
71
Notes
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.
7/ O ECD ^EA , Quarterly oil statistics and energy balances. Fourth quarter 1992, p. 1 ه.
13/ International W heat Council, Grain M arket Report, GMR 212 (Eondon), 30 April 1993.
15/ Phosphorus and Potassium, No. 184, March-April 1993, pp. 7 and 17.
16/ International Frim ar^ Aluminium Institute, IF AI Form, ISO, 20 April 1993.
17/ DRI/McGraw Hill, World Seatrade Services Review, First Quarter 1993, p. III-l.
19/ UNCTAD calculation based upon UNSO, International Sea-borne Trade Statistics Yearbook, 1986,
New Yor^ (United Nations publication. Sales Number E.88.XVII.13).
22/ The International Development Strategy ^ r the Third United Nations Development Deeade in the fleld
of Transport identifles a 20 per cent share o f world tonnage as the target for developing connfiies (United Nations
General Assemhl^ resolution 35/36).
30/ European Business Magazine, Rotterdam 1991, and "Anvers, centre de distribution japonaise".
Le Lloyd, 29 August 1991.
33/ For rejection it w^s necessary to have more than 25 per cent o f the negative votes among the member
bodies.
ﻣ القFor the text of the Convention, see United Nations Conference ٠ « a Convention ٠ « International
Maritime Transport, vol. I, م،'»،، اA ct and Convention on International M ultimodal Transport ٠ ^ /٠ ٠ ^
(United Nations publication, $ales No. E.81.II.D.7 (vol.I)).
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.
73 .
Annex I
C ode3
Notes to Annex I
(1) This eHssifie^tion is for statistical purposes only and does not imply a^^ jud^emem regarding the ؛ of development of ؛
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 طthis Review are made up as follows:
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).
77
Annex II
W orld seaborne trade a/ according to geographical areas. 1970. 1990 and 1991
(Millions o f tons)
Developed market-
economy countries
Nortlt America 1970 0.7 308.0 314.0 73.4 103.6 170.0 347.0
1990 1.4 25.8 515.1 542.3 274.9 100.8 227.6 603.3
1991 1.4 25.2 538.6 565.2 289.2 102.9 242.1 634.2
Europe 1970 28.6 82.3 244.8 355.6 621.0 100.4 469.0 1 190.4
1990 162.1 124.2 482.2 768.5 446.8 172.7 763.2 1 382.7
1991 166.3 124.0 495.2 785.5 462.6 171.8 792.3 1 426.7
Subtotal: developed 1970 29.^ 89.2 699.9 818.3 892.4 239.9 895.7 2 028.0
market-econom?؛ 1990 172.7 152.7 1 428.0 1 753.4 953.4 363.0 1 459.2 2 775.6
counfiies 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 43.0
and 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 84.1
former USSR)
Socialist countries of
Asia
Socialist countries of 1970 0.1 5.4 0.4 24.4 30.2
Asia 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 57.8 125.5
1991 190.2 31.8 33.1 255.2 64.2 4.0 59.5 127.7
61.5
Western Africa 1970
1990
60.5
177 ٦ 1.0
3.4
3.2
55.2
123.0
185.7
3.6
4.0
4.0
3.2
14.8
27.7
22.4
34.9
1991 13^.3 57.4 192.9 4.1 2.9 28.6 35.6
Annex II (continued)
Caribbean and North 1970 - 1.4 28.4 29.8 23.5 4.5 11.2 39.2
America 1990 1 ه0 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
South America: 1970 131.1 11.8 36.0 223 9 63.1 3.0 6.7 72.9
Northern 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 11.5
Western 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 39.6
Eastern 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 14.2
1990 463.9 74.8 30.5 569.2 15.6 7.1 107.0 129.7
1991 487.4 71.3 30.2 ةةق-و 15.0 6.0 105.0 126.0
Southern and Eastern 1970 35.0 23.7 39 3 148.0 148.0 23.3 61.9 139.9
Asia (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
World toutl 1970 1 110.0 330.0 1 165.0 2 606.0 1 101.0 302.0 1 127.0 2 530.0
1990 1 287.2 467.6 2 253.0 4 007.4 1 315.0 445.9 9 365.0 4 125.9
1991 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
Annex 111(a)
as at 31 December
1992
in)
؟؛٢،(
Total fleet Gil tankers Bul^ carriers General Container Other types
carao 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 ^ 721 439 799 674 993 395 144 983 121 949 662 347
Austria 139 949 71 482 68 458
Belgium 257 791 3 893 5 897 248 991
Canada 1 997 ©69 139 669 56538 199 385 8 949 891 446
Denmark 5 436 755 836 169 528989 823 684 1 749 115 1 598 797
Finland 12©4 561 256 396 67659 279 298 601^98
France 4 ©81 822 1 764 133 3484©9 388 199 661 948 919 151
Germany 5 362 52© 88 334 497216 1 515 944 2 331 919 939 916
Gibraltar 492 667 318 789 ٦٦ 367 ٦٦ 581 22 939
Greece 25 758 473 19 875 289 11 622 356 1 376 558 416 388 1 467 882
Iceland 177 25© 146 39^11 146 893
Ireland 199 124 8 387 89 194 24 718 85 915
Israel 663 665 394 22 476 84 627 547 573 8 595
Italy 7 513 195 2 115 118 2 183 592 989 561 359 557 1 883 457
Japan 25 136 ©39 7 167 682 7 542 971 4 293 326 1 343 969 4 878 091
Luxembourg 1655 551 195 634 878 839 61 732 121 178 488 168
Ne^erlands 4 241 985 395 697 379 428 1 231 417 771 799 1 463 824
New Zealand 253 395 8© 486 12 775 41 562 118 572
Norway 22 254 825 9 219 777 6 256 129 2 119 746 149 941 4 518 241
Portugal 976 254 656 135 69 989 78 388 11974 169 677
Soutit Africa 336 655 1 279 445 219 469 124 489
Spain 2 644 ©5© 911746 463 356 355 289 73 819 839 858
Sweden 3 ©56 59© 691 199 298 973 1 927 637 31446 1 997 335
Switzerland 349 77© 311 534 17 579 29 666
Turkey 4 14© 425 827 949 2 261 473 829 963 22^849
United Kingdom 6 ©75 939 2 292 688 449 599 415 915 1 914 892 2 992 745
United States 16 ©58 456 6 986 122 994 981 2 993 966 2 827 421 3 246 866
Subtotal 14^ 286 2©5 46 442 678 36 283 799 18 331 728 12 759 989 28 469 919
^len-regisbv
countries
Bahamas 2© 684 ©©« 9 81L891 4 578 179 3 311 431 843 114 2 139 393
Bermuda 3 339 955 2 958 123 199 479 115 695 59 412 916 336
Cypnrs 2© 5©1 ©62 4 676 685 19 849 199 3 624 368 617 192 733 798
Liberia 55 917 675 27 435 312 16 139 988 4 791 419 2 593 422 5 146 534
Panama 52 558 3©8 16 459 ©45 15 165 478 13 556 519 3 467 5^2 3 918 753
Subtotal 15^ ©©] ©98 69 4^2 956 46 923 233 25 399 333 ٦ 662
481 12 854 724
Total fleet Gil tankers Bulk carriers General Gomahrer ©ther types
cargo с/ ships
Hungary 92 005 17 252 74 753
ﻣﻬت^م
4>
ﺗﻣﻣﻣم٨
Kyrgyzstan
Latvia 1 ^06 565 532 655 414 363 259 547
Lithuania 668 471 16 699 111 607 261 208 278 957
Moldova
Poland 3 111759 89 471 1 666 870 1 020 174 335 244
^onta^ia 2 970 336 517 410 1082 470 1 131 453 15 160 223 843
Russian Pedoration 16 315 035 2 435 660 1 912 793 5 604 898 472 771 5 888 913
Tajikistan
Turkrnenistan 191 191
Ukraine 5 227 894 79 695 1199 077 2 665 640 142 183 1 141 299
Pornrer USSR e/ 1104 957 391 667 269 077 144 300 10 702 289 211
Uzbekistan
Subtot^ 33 660 182 4 550 0^6 7 184 742 12 167 471 659 913 9 098 020
Socialist countries of
Asia
Ghina 13 902 274 1 720 197 5 453 689 4 780 055 968 276 980 057
Uentocratic People’s
Republic of Korea 601 785 112 824 84 418 358 990 45 553
Viet Nam 616 551 15 215 21 366 357 742 277 778
Subtotal 15 120 610 1 848 236 5 559 473 5 496 787 968 276 1 247 838
©evelo^in£ counfiies
of Africa
Algeria 921 496 28 326 172 259 203 875 517 036
Angola 93 942 2 052 68 902 22 988
Benin 1 662 105 1557
Gameroon 34 833 24 120 10 713
Gape Verde 21 723 445 16 817 4 461
Gomoros 1 897 1 304 593
Gongo 9 093 9 093
Gbte d’Ivoire 75 231 300 60 406 14 525
Djibouti 3 642 1 882 1 760
Egypt 1172 118 165 910 343 079 487 152 175 977
Equatorial Guinea 27؟6 6 412 115
Ethiopia 69 585 3 809 64 730 1 046
Gabon 25 171 652 21 055 3 464
Gambia 2 720 2 720
Ghana 135 088 62 779 71344
Guinea 5 426 808 4 618
Guhtea-Bissau 4 225 952 3 273
Ken^a 14 232 4 224 10 008
Libyan Arab
Jamahiriya 720 75^ 580 913 76 654 63 185
Madagascar 45 404 8 863 24 857 11 684
Malawi
Mauritania 42 881 2 911 39 970
Mauritius 121 592 74 411 31937 15 244
Morocco 479 355 13 954 92 339 87 023 4 608 281 431
Mozambique 39 185 88؟ 12 967 25 333
Nigeria 517 994 234 191 204 753 79 050
St. Helena
Sao Tome and
Principe 2 584 1 591 993
Annex Ill(a) (continued)
Total Beet Gil tankers Bulk carriers General Container ©ther té^es
ships
Develoning countries
of America
Total fleet Oil tankers Bulk carriers General Container Other types
cargo с/ ships
Developins countries
of Asia
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
Annex 111(b)
Merchant fleets o f the world by flag o f reàstration. а/ groups of countries and types o f ships Ы
as at 31 December 1992
(in dwt)
Total fleet Gil tankers Bulk cafiiers General Gontainer Gther types
cargo ع/
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 1 667 444 170 924 130 846 645 886
Austria 226 142 122 494 103 648 --
Open-resistrv counfiies
Bahamas 33 837 183 18 793 335 8 152 689 4 559 895 858 035 1 473 229
Bemtuda 5 493 736 4 084 443 343 563 140 039 44 991 880 700
Gyprus 36 188 355 9 179 771 19 857 856 5 505 146 766 479 879 103
Liberia 98 369 597 53 594 364 30 387 966 5 321 084 2 739 565 6 326 618
Panama 83 338 991 31 091 108 27 270 272 16 403 192 3 849 372 4 725 047
Subtotal 257 227 862 116 743 021 86 012 346 31 929 356 8 258 44^ 14 284 697
Total Beet Gil tankers Bulk carriers General Container Other types
cargo с/ ships
Georgia
Kazakhstan
Kyrg}?zstan
Latvia 1 355 46© 8©3 476 4©1 6©1 15© 383
Lithuania 5 ةل
633 24 18© 16© 212 278 946 17© 18©
Moldova
Poland 4^63 899 156 312 2 7^6 ©9© 1 178 799 2©2 698
Romania 4 3^9 ©38 9©© 633 1 778 98^ 1 491 884 16 87© 14© 668
Russian federation 17^35 762 3 8©© 488 3 ©38 ©84 6 455 567 487 316 3 454 3©7
Tajikistan
Turkmenistan
Ukraine 6 176 656 118 7©7 2 ©26 125 3 272 ^17 134 114 625 493
PormerUSSR^ 1 314 984 581 9©6 427 752 136 ©54 1© 6©© 158 672
Uzbekistan
Subtotal 39 ©35 9^5 7 11© 635 11666 ©42 14 379 ©14 667 182 5 2)3 ©62
Soeiahst eountoes of
Asia
Chma 2© 693 584 2 751 679 9 197 783 6 542 957 125© 594 95© 571
Demoeratic People’s
Republic of Korea 954 126 229 288 134 ©62 557 941 32 835
Viet 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 counnies
ofAfriea
Algeria 1 ©93 363 46 41© 288 145 296 577 462 231
Angola 123 479 2 286 1©8 527 12 666
Benin 21© 21©
Gameroon 39 797 33 5©9 ج288
Gape Verde 3© 921 562 28 584 1 775
Comoros 2 959 2 295 664
Congo 1© 892 1© 892
Cbte d’fvoire 1©©3©6 15© 86 634 13 522
Djibouti 4 ©9© 3 74© 35©
Egypt 1644 761 288 55© 565 499 677 341 113 371
Equatorial Guinea 6 699 6 699
Ethiopia 84 326 5 818 78 336 172
Gabon 3© 186 742 27 312 2 132
Gambia 2 ©29 2 ©29
Ghana 132 ©23 1 167 82 488 48 368
Guinea 1 749 285 1 464
Guinea-Bissau 1 846 54© 1 3©6
Kenya 14 ©55 6 412 7 643
Libyan Arab
famahiriya 1216 782 1 ©92 537 94 888 29 357
Madagascar 5© 635 13 859 31 193 5 583
Malatvi
Mauritania 24 734 4 57© 2© 164
Mauritius 175 158 127 232 39 349 8 577
Morocco 6©3 345 24 826 162 91© 125 95© 1©©71 279 588
Mozambique 32 ©51 1 62© 22 1©3 8 328
Nigeria 751 686 456 644 249 854 45 188
St. Helena
Sao Tome and
Principe 2^77 1285 992
Annex Ill(b) (continued)
Total fleet Oil tanlcers Bui^ carriers Genera] Container Other types
cargo с/ ships
Developing counbies
of America
Total Beet Oil tankers Bnlk carriers Oeneral Container Other types
ships
Developing countries
of Asia
Croatia 225
175 879
19 59 399 872
194 36 935 22 999
M a lt a 694؛
325 116 775 ا 524
215 256 541 359 457
Slovenia 967 234 733
Yugoslavia
Subtotal 389
869
18 ا 795
195 167 174 ر 63ة
329 293 476 373 914
Developing countries
of Oceania
Developing TOTAL 149 863 947 45 954 ; 61 624 426 27 872 893 925
873 ؛
Notes
Source: L loyd's Register o f Shipping - Statistical Tables, 1992 (London) and supplementary data regarding
the Great Lakes Ileets o f the United States and Canada and the United States ^eserye Fleet.
a/ The designations employed and the prosentation o f material in this tahle r e ^ r to flags o f registration
and do not imply the expression o f any opinion by the Secretariat o f the United Nations concerning the legal status
o f any country or territory, or o f its authorities, or concerning the delimitation o f its frontiers.
b/ Ships of 100 grt and oyer, excluding the Great Lakes fleets o f the United States and Canada and the
United States ^eserye Fleet.
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) and
1. وmillion g « (2.2 million dwt).
ﻣﺞ All Republics o f the former USSR which haye not established new shipping registers (see box 1).
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 assum ed ،٠ be the
dominant mode. The methodology used ؛٠ compile the trade matrices is:
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.
M ajor reporting im p o rters o f each commodity were then identified and the trading partners o f 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 exporters
known non-re »؛rters, e.g. the ^ rm e r 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.
N ote: Because of the breakdown of existing statistical records, data for Germany ha
separately under Federal Republic o f 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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د٥ ه ص ١٥ﺣ و ﺩﻟﻪ ﻫﺎﻟﻪ 0مي ٣ ٧١ ص ،٨ هل ﺎСО
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<» ﺑﻧﻠﻪ وﻳ م « وو «« ٧ ٧٠١٢ - « ﻟﻪ » « م م ٠ ﺻﻣﺣ م « ح « ٧ ٠ « ON ﻳم СО
« وه ﺣﻤﺺ ﻳم »^٣ ٣ « ﻟﻪ ٣ ٧٠١ ﻟﻪ © ١٥ﻟﻪ roroCJfOONfOT- ﻣﺤﻞ 0اص00
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٦ ٩ ٩ ٩ ٩ ٦ » ﻟﻬﺑﻧﻲ ٨ » » » » » » ٠^٧ ^^٩٩٩٩٩ ON ٩ ٩ ٩ ٩ ٦
«، ،.م
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» ١٥٠٣٠ »» » ﻣﻪ4حم » ﻭﻟﻪ ﻳ م ١٥ C3N ٠١٣١٥ «ﻳ م ص « ٠١ « ١٥
«« « —٠١١ ٣ ٠ ٣ ٧ ٣ « » «ﻭ ١٥ » ٠١٠١٣ و ﻟﻪ » « م ﻟﻪ
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٤٨٠ ٠١٥ ٤٨٤٨ ص !٥ا ٤٨وت م د ﻫﺪﺻﻤﺤﺼﻠﻪ ه ﻟﻪ ص ه ح) ه ،٨ ٤ ٨ ﻟﻪ
٢٠ ﻟﻬﻣﻪ (ه م د ٤٨ص ص ٠ ت 00ا 0ا40
0و - ﺑ ﻢ ٠١٤٨ﻟﻪ ﺑ م ﻟﻪ ٣ On 00
٤٨ ٣٠١٣٠ ٣
٠
٠١
٠ ٦ ٦ ٦ ٩ ٦ ٩يمبم ٣ ^٩ ٤ ٩ ٦ ٩ ٦ ٩ ٠٩ د
ON ٣^٠١٥١٥ ^٠٥٣ ٤٨ ^٤ ٨ ٤ ٨ ٠ ٥٤ ٨ م-م CMOVO ١٥وتON ﺑ ،٨
٤٨ ص ﻟﻪ ﻟﻪ^ ٤٨ صدهص
وهاه،ص ص ﻟﻬ م -أ ٣ ٣ ٠ ١ ﻣﺤﺒﻦ ﻳﻢ ٣ﻣﺢ ا٨٠ ٠ ٠
١٥ ’ﺑﻣﻪ د ﺑ ن ٤٨ ٣
ا ^ »<،^ ٠ ١ ٥ ١ ٥ ON ٢٠-وت وت ON ٤٨ ۴٠وت о
م صلهلهي ١٥ دهبمله ٤٨ ﻣﺣﻌﻠﻬﻪ> ﻫﺎ - ﺗﻠﻬﻣﺻﻳﻣﺻﻪ ﻟﻬ و ﻟﻪ
ON
٠١
| -ﻳ ﻤ ﻢ ا ١٥ص ٥ ٠١٥١٠ ٤ ٨ ٥ ٥ﻟﻪ ٤٨ج ﻟﻪ^٤٨ h-OIOOICJON ١٥٠٥٠٥٠ ^ ■٣
٠وت ٠٠ﻳ ﻢ د ص ^ ٠ ٥ ﻫﻬﻠﻪ م ٨ا ﻋﻠﻬﺑ o ١٥ ﻟﻪ ٥ ٥ ٥٠٨ص٤٨
ه ٤٨ ﻟﻴﻢ ٣ ^ ٣ وت ﻣﺣﻬﺻﺻﺻﻬ ﻳ م م ٨ا ٥ ٥ ٥ ٠ ٠١ О وت ١٥
— ا
^٠^٥ ص ٤٨ ﻟﻪ ٤٨ ﺻﺪﻣﻤﺤﻴﻤﻤﺤﺪ ص ٨ا ٣٠ ١٥ ﻟﻪ ١٥ ٠٢٧ ٣ ^٣
٥٠ ٠ﻟﻪ ﻟﻪ م ﻟﻪ ﻫ ﻬ ﻠ ﻬ ﻪ ١ﺻ ﻮ ﻳ ﻢا ٣٨ ٠٢٧ ٤٨ ٤٨٠ ﻳ م ٢٧ ٠ ص ١٥
٠ﻟﻪ ١٥٣ ٠ ٩٦ ٦٩٩٦٩٩٩٠٩٩ ص ﻟﻪ ٢“ ٠١ ٥وت
٠،
ص ص ٣
٠٠ ٠٠
٥ ﺑ م ﻟﻪﻟﻪ ١٥ ﻳﻢ ON ٢٧٢٧ ٤٨ ﻫﺒﻨﻠﻬﻤﺒﻤﻠﻬﺼﻜﺢ ﻳم م ■٢٧
٨ ذ
ON ﻟﻪ
ON
о
о
٩
о
о
٩
٢٧
ﻟﻪ ،ﺑ م 0 0ﻟﻬﻳ م ﻟﻪ 0ﺻ د ﻟﻪ 0 ﻣﺎﻳﻣ ص 0ﺑ ن 0 ٤٨ ٣ ٠ ٠ ٣ ٠
ﻟﻪ оد ﻟﻪ ٣ ﺑم ١٥ ١٥ ٤ ٨ ٣ ٢ ٧ﻟﻪ ٣ ٣ ٥ ^٠ ٥٤٨ ٤٨د ج ٠ ﻳﻢ ﺣﻤﺤﻬﺎ 0
ﻫﻲ 0ﻟﻬﻣﺢ ١٥ ٤٨ ٣ ن ١٥ﺑ ٢ﺑﻣﻣﺢ ا٨ ٣ ٨ ٣ ٥ دم ١٥ ٩ ٩ ٦ ٦ ٩
٩ ١٥ оإل ص ﻳ م ١٥ ٠١ﻟﻪ ١٠ ١٥٠١ ﻳﻣﻠﻪ 0ﻟﻪ ٣٠ ٣ ٠٠ ٥١ ^ ١٥ﺑ م ٣ ٣
٤٨ ه ٠١ ص OnOn^ -^ -O n ٤٨ ٠ ٠ ٤٨ص ع ^ ١٥ﻟﻪ ٤٨ ٣ ١٥
ﻳ م م ٣ ١٥ه ٠١ ٠ بم ٠ ٠ ٤٨ Оص يم ﻟﻪ ص ﻳ م ص ص ﻳ م ص ع ﻟﻪ ٦٩٩٦٩
،2
го ٠١ ﻟﻪ ٤٨اه م ﻟﻪ ١٥ﻟﻬﺼﺺ ت٢ا٨ ﻟﻪ On ٢٧ﻟﻪ ﻟﻪ
د ٠
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•о
с
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ф ﻣﺣﺑ ن ؟ ﻫﻣﺣﻠﻪ ه ١٥ ٠٠١ ص ٠١ ﻟﻪ ^ ٣ ٣ ١٧ ا* ١ اده ■ [ ٥
٤٨ه م ٤٨ ٠ م ة ﻟﻪ ص ٠١٤٨ ﻟﻪ ٢٧ﻟﻪ ٠١ ٠١وت ٥
ﺣﻤﺒﻤﺒﻤﻢ ٩ ٥ ٥ ٩ ٦٩ ٦٦ ص١٥١٥هﻟﻪ
^
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١٥٣ ٤٨ﻳ^م ﻟﻪ ة ٤٨ ﻳ م ٤٨ ٤٨
بممح ﻟﻪ ع ٣^٥ ٤ ٨٣ ٣
٣٠٠١٥١٥ ٥ د ص ٥١٥ ٥^٣٠٢٧ ﻟﻪ
ص ﻟﻪ
٢٧م < ١٥ وت ^٢٧ о ٣^١٥ ﻳ م ١٥ ﻟﻪ
ص
٠١
ض
ﻟﻪ
صما ا٣٨٨١ ٢٧ ﻟﻪ ﻟﻪ ﻟﻪ ﻟﻪ ﻳ م ع ﻟﻪ ١٥٠ ١٠ ! ٠١٤٨ ا ص 1 ﻟﻪ ١٥ﻟﻪ ٥ﻳم ﻟﻪ ا
٠١١٥٠١٥ ﺑﻣ ص م ٥ﻳ يمﻟﻪ ﺑم ٣ ٣ﻳ م ٢٧ ﺑم ﻳ م ٧١ ص ﺑم ﻳم ٠١ ٠١٠٠
ﻣ م
ﻬﺑ
ﻳﺑ
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٣ ٣ح ي ٠١٥١٥ مء ص ON ^ ٤٨ ٥٠٠١ ٠١٠ ٥
ص ^ د • On ٣ ١٥ ٤٨ ^^ ٤٨٣ ١٠١٥ ٠ هلحم ﻳم ٢٧ ﻟﻪ ﻟﻪ ^^ ٤٨ ٠ ٨ ١٥
م ٣ه اه ٠١ ص ٥ وت ٣ ٣ص د ﻫﺈﻣﺎ ٥١٥ -٠١ ٤٨٠١٥ ص ٠١ﻟﻪ
م
ه ٢٠٠ دﺑم ١٥ ,0 ٢٧٣ -
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ص ﻳ م ١٥ ٠١ ه ٤٨ ٤٨ وت ٠ ١ ﻳ م ﻳ م ٠١ ١٠ -٠١٣٣١٥ﻣﻳﻣﻳﻣوت ~ « ﺀﺣﻢ-ام 0ا ل00
٤٨٣ﻟ ﻪ ﻫ ﺎ ي صء ﻟﻪ ﻟﻪ وﺻ ﺼ ﻬ ﺤ ﻴ ﻨ ﻠ ﻬ ﻬ ﺎ © ص 0 оﻣ ﺤ ﺺ 0ﻣ ﺢ ض
^
ﻟﻪ ٩ ٦ ٤ ٩ ٩ ٩ ٩ ٤٨ ٨ا ﻳ م، ٨ م ٠ﻳ ٩ ٩١٩٩١٩٩٩٦٩٦ ﻟ ﻪصص ٠١ ٠١ о
^ ٤٨٥٥٣ ٠ ١ ٣ ي ص ص ٤٨ ٤٨ ﻟﻪ ﻟﻪ ■٤ ٨ ٥ م©م ﻣﺣﻬﻣﻠﻬﻳ ٤٨
^٣٥١١٥٥ ١٥٣ ص م ٩ﻩ ٠١ﻟﻪ ه ٠ ﻣ ﺤ ﻠ ﻬ ﺠ ﻬ ﺎ©
ا© ﺻﺒﻨﺞ ﻣﻠﻪ الN ٨١٥
٢ 00
٩ ٦ ٩ ٦ ٩ © ﻳ م ص ص ٦ ٦٩٩٩٤٩٤٩٩٩٩ ٤٩٩٤٩٩٦ 00
fO ﻟﻪ ﻟﻪ ^٤ ٨ ﺗﻠﻬﻬﺎ < و О يم ﻳ م ٤٨ ﻟﻪ ص ٤٨ ص ون و ﻟﻪ وت ﻳ م ٠١ ﻳ م ٠١
٠٦
٠١
ﻫﻠﻬﻠﻪ ﻳﻤﻢ ^ا ص ص ©٥ ﻟﻪ ﻳ م ٥ ﻣﺼﻴﻤﻚ ه© ١ ٥ ٥ ٤ ٨ ٥ ٠١
ﺻ ﺖ ﺀآ 0ﺗ ﺊ ١ ٥ ٤ ٨و ن^ ٥ ٠٢ ١
١٥٣
٥ ﻟﻪ -ﻣﺣ ص ه ٣ ٤٨ ٥ ي ﻟﻪ ٥ ٥ ٠ ١ ٠ ١ ١ ٥ ٥
^ ^ ^ ١٥ ^ ٤٨
٥يم يم ﻳ م
٦ ٩ ٩ ٩ ٦ ٩ ٩ ٦ ٩ ٩ ﻟﻪ ٤٨ ^٣ ٩ ٩ ٦ ٩ ٩ ٠ ٦ ٩ ٦ ٩ ٦
٥ م ٤٨ م د ﻟﻪ ٣ ﻟﻪ ﻳ م ﻟﻪ ﺛ ت ﻟﻪ ﻟﻪ ص ﻟﻪ ٦ ٤ ٨١٥ : ﻟﻪ - ص ص د ١٥ ١٥
٠١ ص
٠١
ووه ٣ ﻟﻪ ٤ ٨ ٠ ١ ﻳﻢ ١٥ﻣ ﺤ ﻤ ﺼ ﻤ ﻴ ﻤ ﻤ ﺢ ٥ ص ي ﻟﻪ م ٤٨ CM ٤ ٨ ٥ ^
ﻫﺎﻟﻪ ٥ﺣﻤﺤﺼﻠﻪ ٥ ٣ﻣ ﺤ ﻤ ﺤ ﻬ ﺈ ﺻ ﻠ ﻬ ﻪ١ ص ٤٨ ٣ ٣ ٤ ٨ ٤ ٨ ٥١٥
٩ ٦ ٩ ١٥٠١ ٩ ٩ ٩ ٩ ٩ ٦ ٥ ﻫﺎﺑﻨﻜﻠﻪ © ﺻﻬﺢ ٩ ٩ ٩ ٩ ٦٦ ٩٩
٠١ ﻟﻪ ٣ وت ٠ ١ ﺻﻠﻬﻠﻪ ٠١ ١٥ ﻟﻪ ا م ٤٨
ص
٠١
٠
ص ١٥ ٤٨ ٢٢١٥ ٠١٥ ﻟﻪ ا ٣ ^ ٥ ٠ ١ ﻫﺎ ﻟﻪ ، ص ﻫﺎﻫﻪ §ا ٣ ١ ٥ ٣ ١ا ١٥
ي ص ٤٨ د ٤٨ ١٥ وت ٣ - ﻟﻪ ٠١ ﻳ م ^ ٣ ٣ ﺣﻳ م ﻳ م ﻟ م ٥
٦ ٦ ٩٩ و ٥ ٣ ٩ ٦ ٦ ٦ ١٥ م© ﻳ م ﻳ ٤ ٨٥ ٥ ﻳ م ٥
٠ ٠٠
٣ ٥ ٥ ٥ ٥ ﻟﻪ ١ ٥ ١٥ م ص مء ٥ ١٥ ١٥ وت -ﻳ م ا ﻣ ﻟ م ﻳ م ٣٣ ١٥
١ ٥ ٠ ٤ ٨ ٠ ١وت ©ﻳ م ٠١ ٥ ٤٨ﻳ م ص ٣ ﻳ م ١٥ ١٥ © ﻟﻪ وت ﻳ م ﻟﻪ
م د٣ وت ٠ ١ ه أج ٥ ٥ ٤ ٨ ٤٨ ٦ م م١٥ ﻟﻪ ﻳ ﻢ ٣ ١٥٥ ﻳﻣﻳ م ٣
١ ٥ ٤ ٨ ٣ م ٠١ ي ﻟﻪ ٥ ﻟﻪ ٥ ص ^© ٠ ٤ ٨ ٥ ٥ ٣ ﻟﻪ م ٣ ٤ ٨ ١ ٥ ٥
©ه ﻟﻪ ٥ ٥ ٥ ﻟﻪ ٥٣٨١٣
ي ٤٨ م
ة ٠١ ٤٨
٣
ص ٣ﻳﻣ
٩ ٦ ٩ ٩
ﻣﺣﻳﻣ
٦
ص٥
٩
٩ ٩ ٩ ٩ ٩ ٩ ^ه ﻟﻪ ٣ ٩ ٩ ٩ ٣ ٩ ٠١ ٩
^ ١ ٥٥ м с ؛©о ^ © ﻳ م ٥ ٠١ ٥ • ٣وت ٤ ٨ ٥ ٥ ٤٨ ٥ ^ ٥ © Г- ﻝ\< ^^ ٣ ٣
ح©ص ^٣ ١ ٥ ^ ٣٥ ٥ و ت CM ٠١ ٠١ ٤٨ ﻟﻪ ٥ ٣ ٣ ٤ ٨ ٥ ٣ ء ص ٠١
٠ ١ ٠ ١ ٠ ١ ٩ ٩ ٩ ٦ ٦ ٩ ج ٩ ٣ ٩ ٩ ٩ ٦ ٩ ٥ ٥٠١٥ وت ٠ ١ © ﻟﻪ ﻟﻪ ٠ ١
ﻟﻪ ﻟﻪ ح ﻟﻬﻣﺣﻣﺢ ٥ ﻟ ﻪ© ﻟﻪ وت وت ﻟﻪ ٥ ﻣﺎﻟﻪ م©ا ﻣﻳﻣ
ص ﻟﻪ
Os
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Ф
ﻫﺎﻫﺒﻨﻤﺼﺒﻨﺒﻨﺒﻦ
و
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ﻳﻤﺼﺎ ﺻﻳﻣﻣ م «
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00100 0 1
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fO
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00
со
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ﻳ م « 0ﻟﻪ ٥ ١ ٥ﻳ م ا ٥ ١ ٧ ١ ٥ ١ ٥ ٠١٥ ﻳﺼﻊ « о со Ch со о ٧ ﻳ م 0 0ﻫﺎ 0م 0
^ ٧١٥
ﻳﻣﻣ م 0
ﻳﻣﺻﻬﻬﺢ «
ﻣ د» م « م 0 0
«ﻳ م « ٧٥
٩٩
ويم о ١٥ ٥ ﻟﻪ ^ ١٥ ١٥ ٠١ و CM CM١٥ CM ﺻﻬﺎﺑﻦ 0 0ي 0
٥٠٠CM ٦ ٦ ٩ ٩ ٩ ٩ ٩٩٩٩ ٩ ١ ٩ ١ ٩ ٩ ٩ ٩ ٣
ﻋﻤﻠﻬﻴﻢ ،> ١٥ ١٥ص ٧و » ﻟﻬﻢ ١٥ ١٥ ص ﻟﻪ
٧ص « ﻣﺤﺼﻤﺤﻢ «ﻟﻬﺒﻦ
٢٨ ٣« ٠١ ﻣﻬﻠﻪ ﻟﻬﻣﻳ م « ا ﻟﻪ ﻟﻪ ﻟﻪ
٣ﻟﻪ ^ о ١٥١٥٣ و ي ة ﻟﻪ ص ١٥
« ﺻﻳﻣﻬﺢ 0 ﻳﻣﺑﻧﻳﻣ
ﻳ م ﻟﻪ ﻟﻪ ١٥ ٦ ٦ ٩ ٩ ٩ ٩ ٦ ﻭ 00 0 ح 0ﻣﺢ о ٠١٢٨٧ о ﻟﻪ ﻟﻪ ﻫﺎ ه 0 ﻳ ﻴ ﻤ ﻢ« 0 ﺣﻢ «
• ٥ ج-د ﻟﻪ ﻟﻪ دإ ع ﻟﻪ ٨ ١ ٥ ٧ ٧ ﻟﻬﻬﺎﻟﻪ ﻟﻬﻣﺣﻠﻪ 0
٠١
٠١
٠١ ^٥١٥ CMg ^ﻳ م ^ ٥ ٥ ٣ ٥ ٣ ٢ ٨ ٧ о о ٠١ﻳﻢ о
ﺑﻧﻠﻬﻊ ٣ ﺑ ن « ﻫ د ٠١ « دو م ص 00 00 ﻟﻪ
١٥د ﻟﻪ « ٢٨٠١٥٥٢٨
ﻳ م -0ﻣ ص « ﻟﻬﻪ ٣ د ٩ ٩٩ ٩ ٩ ٩ ة ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٩ ٩ ٩
٧ ص
« ١٥ « ٣ ٧ ٠ ١٥ ^٠٧١
٢٨ ^١ ٥٣ و ﻟﻪ ٠١ « « ﻟﻊ « ٥ ٧ ٣ -
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115
Annex V
Interim report
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 o f ship types. A small group was commissioned to prepare a report setting out a new classification which
would take account o f the views expressed at the meeting.
2. The study group’s report was presented to the second ad hoc IlNCTAD-EEC me،^fi
classification of ships by type, which m et in Luxembourg in October 1988.
3. The International Classification o f $hips by Type (IG8T) given in this annex is b^sed on the construction
characteristics o f the m arine 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 o f the groupings used but it is often not
possible to compare figures from different sources because o f the way in which specific ship types have l» en
grouped.
5. A type-of-ship classification is requited for the p ^ d u ctio n o f statistics relating to marine matters:
composition o f the m erchant fleet o f a counfiy, new constructions, scrapping, accidents, ship traffic, etc. The degree
o f detail required will vary from a very detailed breakdown (e.g., for an analysis o f fishing vessels) to a high degree
o f aggregation (e.g. for the UNCTAD publication Review ofM aritim e Transport). In addition, any system needs to
be compatible with the L loyd’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 L loyd’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 W orking Party on Facilitation o f International Trade Procedures at its twenty-
third session in 198b (Recommendation 21 Codes / ٠ ٢ Types ٠/ Cargo, Packages and Packaging M aterials -
EEC/TRADE/158).
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 o f ‘tankers’, ‘bulkers’, etc., need to be subdivided. However,
a classification of this nature should start at the top by covering all marine sfiuctures.
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.
116
8. All marine structures form Level 0 o f the ICST. At the next level (Level 1), the division is into:
The ‘m erchant ships’ group is divided into four hasic groups atT o v el 2:
liquid
٠ dry bulk
• o th e rd ry c a rg o
• miscellaneous types ( ^ r all other vessels).
N o proposals are made at present for the further breakdown o f 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 ص
it 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 سer expansion o f Level 5 could be made at a subsequent revision
o f this classification if it was thought generally u s e ^ l and desirable.
10. The breakdown a t Level 3 for dte ‘liquid’ category is into five groups:
« o ilta n ^ e r
chemical 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 o f 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:
13. At le v e l 4, six specific ty »؛s o f specialized dry cargo carrier are identified, and three types o f dry cargo
barge. 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. A t 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:
15. A t 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 o f the United Nations Definition and classification o f fishing vessel
types (1985). The m ajor types of fishing vessel identified in that publication fotm the groups at Level 5 o f this
classification. The further division o f 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 o f these vessels is
currently under consideration.
16. Level 5 is also used to identify specific types of vessel in the remainder o f Level 2 - ‘miscellaneous types’
group. A t 4 ئ0 ا, 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 o f 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 o f
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.
Liquid - TK
l>ry bulk - BG
Gontainer - GG
Specialised Garrier - SG
General Gargo - GG
Dry cargo barge - BA
Rassenger - ?A
Miscellaneous - GT
19. It is often useful to use the concept o f 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 m ost 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 o f 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 o f fishing vessels or supply vessels and their functions, including the carriage o f 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 p u ^ o ses, 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.
20. Many publications providing information on ships by type have used as th^
given in Table 2 o f 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 ^ rta n t for analysts to know how the groupings which appear in Lloyd’s
Statistical Tables fit into the IGST. In the 1989 version o f 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
c o ^ sp o n d e n c e between Lloyd’s nomenclatute for their groups and the IGST nomenclature.
118
Appendix
CLASSIFICATION OF SHIFS BY T Y ?£
٠ Liquid
□ L ? 0 carrier 131
□ L N O carrier 13^
□ Other liquefied ga^carrier 139
ه T ankerharge
□ S inglehull 141
□ D o uhlehull 142
□ Independent tank$ 143
О O thertanker
• Dry hulk
□ OreBiulk/oil 211
□ Ore/oil 212
□ Bulk/oil 213
٠ Speci^ized carrier
□ Reefer 331
□ Ro-Ro passenger 33^
□ Ro-Ro cargo 333
□ General cargo^)assenger 334
□ General cargo - single deck 335
□ General cargo - multi deck 336
ه cargo
Dr
?؛ ؛
□ Deck barge
□ H opperbarge
□ Other dr?؛ cargo
ه Passenger
Cruise □ 351
□ Other passenger
Miscellaneouses^؛
t
Tug □ 491
□ Research/surye?؛
□ Dredger
□ Other
ل2 ل
■ Non-ship structures
• Land structure
٠ Floating docks
• Submersibles
• Semi-submersibles
٠ A ir cushion vehicles
• Flatforms
٠ Buoys
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