Review Of Maritime Transport 2019 - UNCTAD
U N I T E D N AT I O N S C O N F E R E N C E O N T R A D E A N D D E V E L O P M E N TReview of Maritime Transport 2019:unctad.org/rmtEmail: rmt@unctad.orgFor further information on UNCTAD workon trade logistics, please visit unctad.org/ttlTo read more and to subscribe tothe UNCTAD Transport Newsletter,please visitEMBARGOThe contents of this report mustnot be quoted or summarizedin the print, broadcast, electronicor social media before30 October 2019, 1700 GMTunctad.org/transportnewsREVIEWOF MARITIMETRANSPORT2019ISBN 978-92-1-112958-8Printed at United Nations, Geneva1917380 (E) – October 2019 – 2,409UNCTAD/RMT/2019
U N I T E D N AT I O N S C O N F E R E N C E O N T R A D E A N D D E V E L O P M E N TREVIEWOF MARITIMETRANSPORT2019Geneva, 2019
United NationsUnited Nations Conferenceon Trade and DevelopmentUNCTAD/RMT/2019/Corr.1Sales No. E.19.II.D.2031 January 2020English onlyReview of Maritime Transport 2019Corrigendum1.Page x, paragraph 3For 3.5 per cent read 3.4 per cent2.Page x, paragraph 7, last sentenceFor East Asia read South-East Asia3.Page xi, paragraph 7The first sentence should readIn 2018, most of the tonnage sold for demolition were oil tankers to Bangladesh, India,Pakistan and Turkey.4.Page 5Replace figure 1.1 with the figure belowGE.20-01478(E)
UNCTAD/RMT/2019/Corr.12
UNCTAD/RMT/2019/Corr.15.Page 19, paragraph 1The last sentence should readThis is especially relevant to South-East Asian countries such as Viet Nam that are moreintegrated into the supply chains of trade between China and the United States (UnitedNations, 2019b).6.Page 28For the existing page substitute3
UNCTAD/RMT/2019/Corr.17.Page 29, first sentenceFor 95,402 read 96,2958.Page 29, paragraph 3The first sentence should readGas carriers were the most dynamic segment of the world fleet, experiencing the highestgrowth rate in the 12 months to 1 January 2019 (7.25 per cent) (figure 2.2).9.Page 52, paragraph 3The first sentence should readIn December 2018, pan-Japanese liner group ONE and PSA International launched a jointventure to operate four berths at Pasir Panjang Terminal, Singapore.4
ii 2019, United NationsAll rights reserved worldwideRequests to reproduce excerpts or to photocopy should be addressed tothe Copyright Clearance Centre at copyright.com.All other queries on rights and licences, including subsidiary rights, should be addressed to:United Nations Publications300 East 42nd StreetNew York, New York 10017United States of AmericaEmail: publications@un.orgWebsite: un.org/publicationsThe designations employed and the presentation of material on any map in this work do not imply the expressionof any opinion whatsoever on the part of the United Nations concerning the legal status of any country, territory,city or area or of its authorities, or concerning the delimitation of its frontiers or boundaries.Mention of any firm or licensed process does not imply the endorsement of the United Nations.United Nations publication issued by the United Nations Conference on Trade and DevelopmentUNCTAD/RMT/2019ISBN 978-92-1-112958-8eISBN 978-92-1-004302-1ISSN 0566-7682eISSN 2225-3459Sales No. E.19.II.D.20
REVIEW OF MARITIME TRANSPORT 2019ACKNOWLEDGEMENTSThe Review of Maritime Transport 2019 was prepared by UNCTAD under the overall guidance ofShamika N. Sirimanne, Director of the Division on Technology and Logistics of UNCTAD, and under the coordinationof Jan Hoffmann, Chief of the Trade Logistics Branch. Administrative support and formatting were provided byWendy Juan. Regina Asariotis, Mark Assaf, Gonzalo Ayala, Hassiba Benamara, Dominique Chantrel, Jan Hoffmann,Anila Premti, Luisa Rodríguez and Frida Youssef were contributing authors.The publication was edited by the Intergovernmental Support Service of UNCTAD. Magali Studer designed the coverand prepared the layout.Comments and input provided by the following reviewers are gratefully acknowledged: Hashim Abbas,Niklas Bengtsson, Johannah Christensen, Trevor Crowe, Neil Davidson, Mahin Faghfouri, Beatriz García,Frederik Haag, Max Johns, Mikael Lind, John Mangan, Carlos Daniel Martner Peyrelongue, James Milne,Yasmina Rauber, Jean-Paul Rodrigue, Satya Sahoo, Ruvarashe Samkange, Antonella Teodoro and Richard Watts.Comments received from other UNCTAD divisions as part of the internal peer review process, as well as commentsfrom the Office of the Secretary-General, are also acknowledged with appreciation.Thanks are also due to Vladislav Shuvalov for reviewing the publication in full.iii
ivTABLE OF CONTENTSTABLE OF CONTENTSAcknowledgements. iiiAbbreviations. viiNote. viiiExecutive summary.x1.2.3.4.International maritime trade and port traffic.1A.Trends in maritime trade flows.3B.Container port-cargo handling .14C.Outlook and policy considerations .17Maritime transport services and infrastructure supply .27A.World fleet.29B.Shipbuilding, new orders and demolition.30C.Ship ownership and registration.36D.Container shipping .41E.Port services and infrastructure supply .48F.Outlook and policy considerations.52Performance indicators.57A.Maritime transport performance measurement.59B.Liner shipping connectivity.60C.Port turnaround times.65D.Shipping fleet: Environmental indicators.70E.Train for Trade Port Management Programme: Lessons learned .74Legal issues and regulatory developments.81A.Technological developments and emerging issues in the maritime industry.83B.Regulatory developments relating to the reduction of greenhousegas emissions from international shipping and other environmental issues.86C.Other legal and regulatory developments affecting transportation.98D.Status of conventions.103E.Summary, outlook and related policy considerations.104
REVIEW OF MARITIME TRANSPORT 2019Tables1.1World economic growth, 2017–2019 .31.2Growth in volume of merchandise trade, 2016–2018 .41.3Development in international maritime trade, selected years.51.4International maritime trade, 2017-2018.71.5Tanker trade, 2017-2018.91.6Major producers and consumers of oil and natural gas, 2018.101.7Dry bulk trade, 2017-2018 .101.8Major dry bulks and steel: Producers, users, exporters and importers, 2018 .111.9Containerized trade on major East–West trade routes, 2014–2018.131.10Containerized trade on mainlane East–West routes and other routes, 2016–2019.141.11World container port throughput by region, 2017–2018.151.12Leading 20 global container ports, 2018.171.13International maritime trade development forecasts, 2017–2026.181.14Tariffs and their estimated impact on international maritime trade, 2018-2019 .192.1World fleet by principal vessel type, 2018–2019.292.2Age distribution of world merchant fleet by vessel type, 2018-2019 .312.3Deliveries of newbuildings by major vessel types and countries of construction, 2018.322.4Efficiency-improvement measures to achieve zero-emission shipping by 2050.342.5Reported tonnage sold for demolition by major vessel type and country of demolition, 2018.352.6Ownership of world fleet ranked by dead-weight tonnage, 2019.372.7Top shipowning countries, as at 1 January 2019.392.8Leading flags of registration by dead-weight tonnage, 2019.402.9Leading flags of registration, ranked by value of principal vessel type, 2019.412.10Container freight market rates, 2010–2018 .432.11Concentration indicators in liner shipping for Pacific routes, 2006 and 2019.462.12Major changes in deep-sea maritime services offered by all operators, 2014–2019.472.13Type of infrastructure investment in ports and examples of ports and projects, 2017–2019.492.14Top 21 global terminal operators, throughput and capacity, 2018.512.15Inter-port competition: Factors that influence port competition and competitiveness.513.1Median time spent in port in top 25 economies by number of port calls and market segment, 2018.663.2Ten highest- and lowest-ranking economies: Median time spent in port by liquid bulk carriers, 2018.673.3Ten highest- and lowest-ranking economies: Median time spent in port by dry bulk carriers, 2018.673.4Ten highest- and lowest-ranking economies: Median time spent in port by container ships, 2018.683.5Ten highest- and lowest-ranking economies: Median time spent in port by break bulk vessels, 2018.683.6Selected environmental indicators by vessel type, 2019 .713.7Environmental indicators by flag State and top 50 economies by number of ships, 2019 .723.8Environmental indicators by ownership origin and top 50 economies by number of ships, 2019 .733.9Port performance scorecard indicators, 2014–2018.754.1Contracting States Parties to selected international conventionson maritime transport, as at 31 July 2019.103v
viTABLE OF CONTENTSFigures1.1International maritime trade, by cargo type, selected years .51.2International maritime trade in cargo ton-miles, 2000–2019 .61.3 (a)Participation of developing countries in international maritime trade, selected years.81.3 (b)Participation in international maritime trade of developing countries other than China, selected years .81.4International maritime trade by region, 2018.91.5Global containerized trade, 1996–2018 .121.6Global containerized trade by route, 2018.131.7Containerized cargo flows on major East–West container trade routes, 1995–2019.151.8World container port throughput by region, 2017–2018.162.1Annual growth of world fleet, 2000–2018 .292.2Growth of the world fleet in dead-weight tonnage, selected vessel types, 2013–2019.302.3Age distribution of the merchant fleet, as at 1 January 2019.322.4Deliveries of newbuildings for selected vessel types, 2014–2018.332.5World tonnage on order, 2000–2019.342.6Reported tonnage sold for demolition, selected countries, 2014–2018.362.7Percentage of world fleet ownership, selected countries, 2015–2019.382.8Growth of demand and supply in container shipping, 2007–2018.422.9New ConTex index, 2010–2019.422.10Market share of the three container shipping alliances in major East–West trade routes,deployed capacity in TEUs, as of February 2019.472.11Top 10 deep-sea container shipping lines and market share in deployed capacity February, 2019.472.12Container shipping operators by annual deployed capacity, 2006–2019.483.1Liner shipping connectivity index, top 10 economies, 2006–2019.613.2Liner shipping connectivity index for the top 10 ports in Western Africa, 2006–2019.623.3Liner shipping connectivity index for top 10 ports in the Pacific Islands, 2006–2019.643.4Container ship port calls and time in port, all countries, 2019.653.5Time in port and number of port calls by container ships, 2018.693.6Africa: Container ship port calls and time in port, 2018.703.7Port Management Programme coverage.743.8Women’s participation in the port workforce, 2014–2018.763.9Women’s participation in cargo handling, 2014–2018.763.10Revenue mix of ports by region, 2014–2018.773.11Earnings before interest, taxes, depreciation and amortization, 2014–2018.773.12Labour costs as a proportion of revenue, 2014–2018.773.13Employee contributions, 2014–2018 .773.14Share of arrivals by vessel type, 2014–2018.783.15Average cargo tons loaded or unloaded per arrival .783.16Environmental spending.78Boxes2.1Adapting coastal transport infrastructure to the impacts of climate change:The special case of small island developing States.502.2Significant increases in container terminal operations in Australia generate concernof competition agency.523.1Liner shipping connectivity index: A proxy for maritime transport connectivity.60
REVIEW OF MARITIME TRANSPORT 2019ABBREVIATIONSASEANAssociation of Southeast Asian NationsBIMCOBaltic and International Maritime CouncilCOSCOChina Ocean Shipping Companydwte-commercedead-weight ton(s)electronic commerceFEU40-foot equivalent unitGDPgross domestic productIBMInternational Business MachinesIMOInternational Maritime OrganizationMARPOLInternational Convention for the Prevention of Pollution from ShipsONEOcean Network ExpressTEU20-foot equivalent unitUNEPUnited Nations Environment Programmevii
viiiNOTENOTEThe Review of Maritime Transport is a recurrent publication prepared by the UNCTAD secretariat since 1968 withthe aim of fostering the transparency of maritime markets and analysing relevant developments. Any factual oreditorial corrections that may prove necessary, based on comments made by Governments, will be reflected in acorrigendum to be issued subsequently.This edition of the Review covers data and events from January 2018 until June 2019. Where possible, every efforthas been made to reflect more recent developments.All references to dollars ( ) are to United States dollars, unless otherwise stated.“Ton” means metric ton (1,000 kg) and “mile” means nautical mile, unless otherwise stated.Because of rounding, details and percentages presented in tables do not necessarily add up to the totals.Two dots (.) in a statistical table indicate that data are not available or are not reported separately.All websites were accessed in September 2019.The terms “countries” and “economies” refer to countries, territories or areas.Since 2014, the Review of Maritime Transport does not include printed statistical annexes. Instead, UNCTAD hasexpanded the coverage of statistical data online via the following links:Overview: http://stats.unctad.org/maritimeSeaborne trade: http://stats.unctad.org/seabornetradeMerchant fleet by flag of registration: http://stats.unctad.org/fleetMerchant fleet by country of ownership: http://stats.unctad.org/fleetownershipNational maritime country profiles: index.htmlShipbuilding by country in which built: http://stats.unctad.org/shipbuildingShip scrapping by country of demolition: http://stats.unctad.org/shipscrappingLiner shipping connectivity index: http://stats.unctad.org/lsciLiner shipping bilateral connectivity index: http://stats.unctad.org/lsbciContainer port throughput: http://stats.unctad.org/teu
REVIEW OF MARITIME TRANSPORT 2019Vessel groupings used in the Review of Maritime TransportGroupConstituent ship typesOil tankersOil tankersBulk carriersBulk carriers, combination carriersGeneral cargo shipsMulti-purpose and project vessels, roll-on roll-off (ro-ro) cargo,general cargoContainer shipsFully cellular container shipsOther shipsLiquefied petroleum gas carriers, liquefied natural gas carriers,parcel (chemical) tankers, specialized tankers, reefers, offshore supplyvessels, tugboats, dredgers, cruise, ferries, other non-cargo shipsTotal all shipsIncludes all the above-mentioned vessel typesApproximate vessel-size groups according to commonly used shipping terminologyCrude oil tankersVery large crude carrier200,000 dead-weight tons (dwt) and aboveSuezmax crude tanker120,000–200,000 dwtAframax crude tanker80,000–119,999 dwtPanamax crude tanker60,000–79,999 dwtDry bulk and ore carriersCapesize bulk carrier100,000 dwt and abovePanamax bulk carrier65,000–99,999 dwtHandymax bulk carrier40,000–64,999 dwtHandysize bulk carrier10,000–39,999 dwtContainer shipsNeo-PanamaxShips that can transit the expanded locks of the Panama Canal withup to a maximum 49m beam and 366 m length overallPanamaxContainer ships above 3,000 20-foot equivalent units (TEUs) witha beam below 33.2 m, i.e. the largest size vessels that can transitthe old locks of the Panama CanalSource: Clarksons Research.Note: Unless otherwise indicated, the ships mentioned in the Review of Maritime Transport include all propelled seagoingmerchant vessels of 100 gross tons and above, excluding inland waterway vessels, fishing vessels, military vessels, yachts,and fixed and mobile offshore platforms and barges (with the exception of floating production storage and offloading unitsand drill-ships).ix
xEXECUTIVE SUMMARYEXECUTIVE SUMMARYGlobal maritime trade expanded at aslower pace in 2018, while volumesreached 11 billion tonsReflecting developments in the world economy and tradeactivity, international maritime trade lost momentum in2018. Volumes expanded at 2.7 per cent in 2018, downfrom 4.1 per cent in 2017. The slowdown was broadbased and affected nearly all maritime cargo segments.It undermined global port cargo-handling activities,and growth in containerized global port throughputdecelerated to 4.7 per cent, down from 6.7 per centin 2017.A range of downside risks that had intensified in 2018contributed to the slowdown in maritime trade growth.Trade tensions and protectionism topped the list,followed by the decision by the United Kingdom ofGreat Britain and Northern Ireland to leave the EuropeanUnion (“Brexit”); the economic transition in China;geopolitical turmoil; and supply-side disruptions, suchas those occurring in the oil sector. Country-specificdevelopments, including recessions in some emergingeconomies, weakness in industrial sectors acrossmany regions, a slowdown in China and weaker importdemand in both developed and developing countries,also hindered growth. Despite the setbacks, a milestonewas reached in 2018, with total volumes amounting to11 billion tons.Further growth is projected amidheightened uncertainty and varieddownside risksUNCTAD expects international maritime trade to expandat an average annual growth rate of 3.5 per cent overthe 2019–2024 period, driven in particular by growthin containerized, dry bulk and gas cargoes. However,uncertainty remains an overriding theme in the currentmaritime transport environment, with risks tilted to thedownside.In addition to heightened trade tensions betweenChina and the United States of America, growth inmaritime trade is also being affected by developmentsin market segments that suffered some setbacks earlierin 2019. These include disruptions to iron-ore tradecaused by Cyclone Veronica in Australia and the severerepercussions of the Vale dam incident in Brazil. Crude oilshipments from the Atlantic basin to Asia are expectedto support tanker trade volumes, while sanctionsaffecting the Islamic Republic of Iran and the BolivarianRepublic of Venezuela, as well as effective compliancewith production cuts imposed by the Organization of thePetroleum Exporting Countries, are likely to put furtherpressure on tanker trade.Some positive developments in the offing may helpoffset current pressure on maritime trade. These includethe Belt and Road Initiative of China, new bilateral andregional trade agreements, and potential opportunitiesstemming from the global energy transition, such as thegrowing gas trade.Trade tension: A major risk tomaritime trade causing disruption tosupply chainsTariff escalation between China and the United Statesdominated the headlines in 2018 and early 2019. Nearly2 per cent of world maritime trade volume is estimatedto be affected by tariff hikes applied in September 2018and May and June 2019. Exposure varies by cargotype and market segment. Grain, containerized tradeand steel products stand to be affected the most,reflecting the structure of trade between China and theUnited States. In addition to reducing trade flows, tariffsare generating winners and losers, given product andsupplier substitution and trade diversion effects.For example, soybean exports from Brazil to China,which surged in 2018, displaced shipments from theUnited States and brought about additional ton-mileshipping demand. Supply chain disruptions have alsobeen observed and could deepen if trade tensions andtariffs are prolonged. Some China-based manufacturingactivity is reported to have already moved to newlocations in East Asia.Overreliance on import demand inChina: Another downside risk formaritime tradeAs the world’s factory, China is a key player in dry bulkand containerized trade, accounting for nearly half ofglobal maritime trade growth in the past decade. In2018, maritime imports from China were estimated atone fourth of maritime trade worldwide. In this context,the outlook for such trade is highly dependent ondevelopments in the Chinese economy. A reductionin iron ore and coal imports into China have had anadverse effect on trade in dry bulk, the mainstay of globalmaritime trade for about two decades. A tapering in thecountry’s dry bulk import demand reflects its recentreform agenda, promoting a shift from investment-ledgrowth and manufacturing towards consumer spendingand services.A “new normal” in maritime trade:Reshaping the future of the sectorA new normal in the sector appears to be takinghold, reflecting moderated growth in the globaleconomy and trade. It is characterized by the followingtrends: a supply chain restructuring in favour of more
REVIEW OF MARITIME TRANSPORT 2019regionalized trade flows, a continued rebalancing in theeconomy of China, a larger role played by technologyand services in value chains and logistics, intensifiedand more frequent natural disasters and climaterelated disruptions, and an accelerated environmentalsustainability agenda with an increased awareness ofthe impact of global warming.The new landscape is also being defined by recentsupply-side trends. Carriers are increasingly eyinggrowth prospects associated with a wider range ofservices, including landside operations. Ports andshipping interests are focusing attention on inlandlogistics with additional revenue-generation potential.In addition, efforts by carriers to become freightintegrators and action by some major global containerlines to acquire regional carriers could be indicativeof the industry’s endeavours to adapt to changingconditions.Sustained consolidation and verticalintegration in container shippingand port performanceOwing to further consolidation in the container shippingsegment, the combined market share of the top 10container shipping lines increased from 68 per centin 2014 to 90 per cent in 2019. In addition, deployedcapacity rose during the same period from about55 million to 96 million 20-foot equivalent units (TEUs)on the three major East–West container routes. In othermarkets, too, such as islands in the Caribbean Sea, theIndian Ocean and the Pacific Ocean, fewer operatorswere carrying higher volumes.In 2018 and 2019, several alliances and joint ventureswere established between terminal operators, as wellas between liner companies and terminal operators,to engage in the joint operation of berths. Verticalintegration and the further expansion of shipping linesinto terminal operations can affect competition andchoices for shippers. National competition authorities,regulators and port authorities should carefully monitormarkets and evaluate alternative options when grantingcontainer terminal concessions to private operators,taking into account vertical and horizontal marketintegration.Oversupply of vessels despitedecline in fleet growthOversupply remained a prominent characteristic ofmost shipping segments. In early 2019, tot
REVIE OF MARITIME TRANSORT 2019. iii. ACKNOWLEDGEMENTS. The . Review of Maritime Transport 2019. was prepared by UNCTAD under the overall guidance of Shamika N. Sirimanne, Director of the Division on Techn
maritime component of European transport activity in terms of its size and extent and its relation to other modes of transport. This version of the reference manual is an update of the previous Reference Manual on Maritime Transport Statistics (Version December 2014 (2.0)). The manual is divided into four main parts:
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Key-Words: - Automatic maritime surveillance, ship detection, maritime traffic, maritime security. 1 Introduction Maritime surveillance had a major evolution with the improvement of synthetic aperture radar (SAR) images that can be acquired day and night, on all weather conditions, [1]. Until very recently, those
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Transport Management System of Nepal Nepalese transport management is affected by existing topographical condition of the country. Due to this only means of transport used in the country are road transport and air transport. In this paper only road transport is discussed. During the Tenth Plan period, the vehicle transport management
REVIE OF MARITIME TRANSORT 2018 iii ACKNOWLEDGEMENTS The Review of Maritime Transport 2018 was prepared by UNCTAD under the coordination of Jan Hoffmann, with administrative support and formatting by Wendy Juan, and the overall guidance of Shamika N. Sirimanne.
The Review of Maritime Transport 2020 is structured around five . Figure 1.1 Development of international maritime trade and global output, 2006-2020 (Annual percentage change) 4 1 Year Tanker tradera Main bulkb Other dry . European Union fell to 1.5 per cent, the lowest rate since 2013. Concerns in Europe and the uncertainty
The hallmark of the ISO 14001 standard that differentiates it from other environmental standards is the integration of managerial decision-making with environmental protection efforts (Raines, 2002). This is a more effective approach that divorces environmental protection efforts from other management activities. Despite its merits, several criticisms have been leveled against the ISO 14001 .
