UNITED NATIONS CONFERENCE ON TRADE AND DEVELOPMENT
Geneva
REVIEW OF MARITIME
TRANSPORT
2009
Report by the UNCTAD secretariat
Chapter 2
UNITED NATIONS
New York and Geneva, 2009
Chapter 2
STRUCTURE, OWNERSHIP AND REGISTRATION
OF THE WORLD FLEET
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A.
STRUCTURE OF THE WORLD FLEET
:RUOGÀHHWJURZWKDQGSULQFLSDOYHVVHO
W\SHV
Trends in vessel types
During the 12 months up to 1 January 2009, the
deadweight tonnage of oil tankers increased by 2.5 per
FHQWDQGWKDWRIEXONFDUULHUVE\SHUFHQWVHH¿J
DQGWDEOH)RUWKH¿UVWWLPHWKHWRWDOWRQQDJHRQGU\
bulk carriers has exceeded the tonnage on oil tankers.
Together, the two types of ships represent 71.2 per cent
of the world total tonnage, a slight decrease from the
SHUFHQWRI-DQXDU\7KHÀHHWRIJHQHUDOFDUJR
ships increased by only 3.2 per cent in 2008, resulting in
DGHFOLQHRIWKLVFDWHJRU\¶VVKDUHRIWKHWRWDOZRUOGÀHHW
WRSHUFHQW7KHÀHHWRIFRQWDLQHUVKLSVLQFUHDVHG
by 17.3 million deadweight tons (dwt), or 11.9 per cent,
and now represents 13.6 per cent of the total world
ÀHHW6HYHUDOVSHFLDOL]HGRWKHUW\SHVRIVKLSVKDYHDOVR
recorded high growth rates: in 2008, the tonnage of
37
OLTXH¿HGJDVFDUULHUVJUHZE\SHUFHQWDQGWKDWRI
RIIVKRUHVXSSO\YHVVHOVJUHZE\SHUFHQW,QWRWDODW
WKHEHJLQQLQJRIWKHZRUOGPHUFKDQWÀHHWUHDFKHG
1.19 billion dwt, a year-on-year growth rate of 6.7 per
FHQW FRPSDUHG WR -DQXDU\ 6LQFH WKH EHJLQQLQJ
of the decade, the tonnage on general cargo ships has
increased by 7 per cent, dry and liquid bulk tonnage
E\DQGSHUFHQWUHVSHFWLYHO\DQGFRQWDLQHUL]HG
WRQQDJHE\DQLPSUHVVLYHSHUFHQW
7KHZRUOGFRQWDLQHUVKLSÀHHW
7KHZRUOGÀHHWRIIXOO\FHOOXODUFRQWDLQHUVKLSVFRQWLQXHG
to expand substantially in 2008: by the beginning of
2009 there were 4,638 ships, with a total capacity of
12.14 million TEUs – an increase of 8.5 per cent in the
QXPEHURIVKLSVDQGSHUFHQWLQ7(8FDSDFLW\RYHU
WKH SUHYLRXV \HDU 7KLV QRWDEOH GLIIHUHQFH LQ WKH WZR
JURZWKUDWHVLQGLFDWHVWKHFRUUHVSRQGLQJGHYHORSPHQW
LQ WKH VL]H RI FRQWDLQHU VKLSV ,QGHHG VKLS VL]HV DOVR
FRQWLQXHG WR LQFUHDVH ZLWK WKH DYHUDJH FDUU\LQJ
capacity per ship growing from 2,516 TEUs in January
38
Review of Maritime Transport, 2009
Figure 9
:RUOGÀHHWE\SULQFLSDOYHVVHOW\SHVVHOHFWHG\HDUVa
EHJLQQLQJRI\HDU¿JXUHVPLOOLRQVRIGZW
1200
1000
800
600
400
200
0
Other
Container
General cargo
Dry bulk
Oil tanker
1980
1985
1990
1995
2000
2005
2006
2007
2008
2009
31
11
116
186
339
45
20
106
232
261
49
26
103
235
246
58
44
104
262
268
75
64
101
276
282
49
98
92
321
336
53
111
96
346
354
63
128
101
368
383
69
145
105
391
408
85
162
109
418
418
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
a
&DUJRFDUU\LQJYHVVHOVRIJURVVWRQVDQGDERYH
7KHWUHQGWRZDUGVPRUHJHDUOHVVYHVVHOVFRQWLQXHG
in 2008. Almost 80 per cent of ships and almost
90 per cent of the TEU capacity of 2008-built fully
cellular container ships are gearless (table 10), whereas
up to 10 years ago, almost half of newly built ships
ZHUH VWLOO JHDUHG ¿J :KHQ WKH ¿UVW VSHFLDOL]HG
,QWKHODUJHVWQHZFRQWDLQHU
FRQWDLQHU VKLSV HQWHUHG VHUYLFH LQ
VKLS WKDW HQWHUHG VHUYLFH ZDV WKH
the 1960s and 1970s, they were
Almost 80 per cent of ships
3DQDPDÀDJJHGMSC Daniela, with
initially all gearless, that is to say,
and almost 90 per cent of TEU
13,800 TEU, owned and operated
they depended on the ports’ cranes
capacity of 2008-built fully
E\WKH6ZLVVEDVHG0HGLWHUUDQHDQ cellular containerships are
to load and unload the containers.
6KLSSLQJ &RPSDQ\ 7KH VPDOOHVW gearless
During the 1980s and 1990s, ships
IXOO\FHOOXODUYHVVHOVEXLOWLQ
were increasingly often equipped
were three 604-TEU ships owned
with their own cranes – a trend that
E\ WKH 6LQJDSRUHEDVHG FRPSDQ\ 3,/ 'XULQJ WKH has subsided in the current decade as more and more ports
¿UVW PRQWKV RI WKH ODUJHVW QHZ FRQWDLQHU KDYHEHHQPRGHUQL]HGDQGKDYHLQYHVWHGLQVSHFLDOL]HG
VKLSV ZHUH WZR YHVVHOV RI 7(8 RZQHG DQG FRQWDLQHUJDQWU\FUDQHV6PDOOHURU¿QDQFLDOO\ZHDNHU
RSHUDWHGE\WKH0HGLWHUUDQHDQ6KLSSLQJ&RPSDQ\ SRUWV±HVSHFLDOO\LQGHYHORSLQJFRXQWULHV±WKDWKDYH
On 31 October 2009, there were 218 new 2009-built QRWEHHQDEOHWRLQYHVWLQVSHFLDOL]HGFRQWDLQHUFUDQHV
fully cellular container ships with a combined capacity are confronted today with a situation whereby they can
RI7(8LQVHUYLFHZLWKDQDYHUDJHVL]HRI RQO\ DFFRPPRGDWH DQ HYHUGLPLQLVKLQJ SURSRUWLRQ RI
4,125 TEU.1
WKHJOREDOFRQWDLQHUVKLSÀHHW
2008 to 2,618 TEUs in January 2009 (see table 9).
7KH DYHUDJH FDUU\LQJ FDSDFLW\ RI QHZ FHOOXODU
FRQWDLQHU VKLSV WKDW HQWHUHG VHUYLFH LQ ZDV
7(8DIXUWKHULQFUHDVHIURPWKHSUHYLRXV\HDU¶V
3,291 TEU.
39
2 - Structure, Ownership and Registration of the World Fleet
Table 8
:RUOGÀHHWVL]HE\SULQFLSDOW\SHVRIYHVVHO±a
EHJLQQLQJRI\HDU¿JXUHVWKRXVDQGVRIGZW
3ULQFLSDOW\SHV
407 881
418 266
2.5
36.5
391 127
35.0
105 492
9.4
144 655
12.9
68 624
6.1
30 013
2.7
8 236
0.7
20 687
1.9
5 948
0.5
3 740
0.3
1 117 779
100.0
35.1
418 356
35.1
108 881
9.1
161 919
13.6
84 895
7.1
36 341
3.0
8 141
0.7
22 567
1.9
6 083
0.5
11 762
1.0
1 192 317
100.0
-1.4
7.0
0.1
3.2
-0.3
11.9
0.6
23.7
1.0
21.1
0.4
-1.2
-0.1
9.1
0.0
2.3
0.0
214.5
0.7
6.7
2LOWDQNHUV
%XONFDUULHUV
*HQHUDOFDUJRVKLSV
&RQWDLQHUVKLSV
2WKHUW\SHVRIVKLSV
/LTXH¿HGJDVFDUULHUV
&KHPLFDOWDQNHUV
2IIVKRUHVXSSO\
)HUULHVDQGSDVVHQJHUVKLSV
2WKHUQD
World total
3HUFHQWDJHFKDQJH
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
9HVVHOVRIJURVVWRQVDQGDERYH3HUFHQWDJHVKDUHVDUHVKRZQLQLWDOLFV
a
Table 9
/RQJWHUPWUHQGVLQWKHFHOOXODUFRQWDLQHUVKLSÀHHWa
World total
1XPEHURIYHVVHOV
7(8FDSDFLW\
$YHUDJHYHVVHOVL]H
*URZWK
1 052
1 215 215
1 155
1 954
3 089 682
1 581
3 904
9 436 377
2 417
4 276
10 760 173
2 516
4 638
12 142 444
2 618
8.47
12.85
4.04
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
9HVVHOV RI JURVV WRQV DQG DERYH %HJLQQLQJRI\HDU ¿JXUHV H[FHSW WKRVH IURP ZKLFK DUH PLG\HDU
¿JXUHV
a
40
Review of Maritime Transport, 2009
Table 10
*HDUHGDQGJHDUOHVVIXOO\FHOOXODUFRQWDLQHUVKLSVEXLOWLQDQG
*HDUOHVV
Geared
6KLSV
3HUFHQWDJHRIVKLSV
TEU
3HUFHQWRI7(8
$YHUDJHYHVVHOVL]H
6RXUFH:
&KDQJH %
93
88 -5.4
23.3
20.3
136 956 154 708 13.0
10.4
10.2
1 473 1 758 19.4
Total
&KDQJH
%
306
346 13.1
76.7
79.7
1 176 011 1 359 454 15.6
89.6
89.8
3 843
3 929 2.2
&KDQJH
%
399
434 8.8
100.0
100.0
1 312 967 1 514 162 15.3
100.0
100.0
3 291
3 489 6.0
&RPSLOHGE\WKH81&7$'VHFUHWDULDWRQWKHEDVLVRIGDWDRQWKHH[LVWLQJFRQWDLQHUVKLSÀHHWIURP
Containerisation International Online0D\GDWDDQG0D\GDWD
Figure 10
*HDUHGDQGJHDUOHVVIXOO\FHOOXODUFRQWDLQHUVKLSVE\DJH
500
Number of vessels in age group
450
400
350
300
250
200
150
100
50
0
1
6
Container
gearless
6RXUFH:
11
geared
16
21
26
31
36
41
46
Vessel age (years)
&RPSLOHGE\WKH81&7$'VHFUHWDULDWRQWKHEDVLVRIGDWDRQWKHH[LVWLQJFRQWDLQHUVKLSÀHHWIURP
Containerisation International Online0D\
$JHGLVWULEXWLRQRIWKHZRUOGPHUFKDQW
ÀHHW
$V VKRZQ LQ WDEOH WKH DYHUDJH DJH SHU VKLS LQ
January 2009 stood at 23.0 years, corresponding to an
DYHUDJHDJHSHUGZWRI\HDUV27KHDYHUDJHDJH
per ship tends to be higher than the age per dwt, as ship
VL]HVKDYHJURZQRYHUWLPHDQG\RXQJHUODUJHUVKLSV
WKXVFRQWULEXWHZLWKPRUHGZWWRWKHWRWDOÀHHWLQIDFW
57.2 per cent of ships and only 23.8 per cent of the
world’s tonnage is 20 years and older. Vessels registered
in the 10 major open and international registries, which
together account for 54 per cent of the world’s tonnage,
DUH\RXQJHUWKDQWKHZRUOGDYHUDJHZLWKDQDYHUDJHVKLS
DJHRIXQGHU\HDUV\HDUVSHUGZWRQO\SHU
cent of ships and 20.8 per cent of dwt of the major open
UHJLVWU\ÀHHWLV\HDUVDQGROGHUZKLOHSHUFHQW
of tonnage is younger than 10 years.
41
2 - Structure, Ownership and Registration of the World Fleet
Table 11
$JHGLVWULEXWLRQRIWKHZRUOGPHUFKDQWÀHHWE\YHVVHOW\SHDVRI-DQXDU\
SHUFHQWDJHRIWRWDOVKLSVDQGGZW
&RXQWU\JURXSLQJ
9HVVHOW\SH
WORLD
%XONFDUULHUV
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Container ships
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
General cargo
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Oil tankers
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Other types
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
All ships
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
DEVELOPING ECONOMIES
%XONFDUULHUV
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Container ships
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
General cargo
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Oil tankers
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Other types
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
All ships
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
DEVELOPED ECONOMIES
%XONFDUULHUV
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Container ships
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
General cargo
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Oil tankers
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
Other types
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
All ships
Ships
dwt
$YHUDJHYHVVHOVL]HGZW
±
\HDUV
±
\HDUV
±
\HDUV
±
\HDUV
\HDUV
and +
$YHUDJH
DJH\HDUV
16.7
22.9
74 114
31.5
39.8
44 162
9.3
13.7
7 281
22.1
29.9
55 467
8.2
24.9
4 645
11.6
26.9
27 735
14.9
18.7
67 761
19.5
23.5
42 065
7.8
9.9
6 299
14.8
28.3
78 246
9.3
15.4
2 540
10.4
21.7
24 817
15.8
17.5
59 763
21.7
17.1
27 492
9.6
12.9
6 635
11.1
15.7
58 072
9.1
9.6
1 616
10.5
15.8
17 992
10.1
12.1
64 459
11.0
8.6
27 169
11.0
9.4
4 219
12.2
13.6
45 673
9.5
9.6
1 554
10.2
11.7
13 709
42.5
28.8
36 584
16.4
11.1
23 608
62.3
54.1
4 295
39.7
12.6
12 999
63.9
40.5
973
57.2
23.8
4 983
18.1
23.7
74 424
31.4
41.7
44 235
9.9
14.1
7 437
20.4
29.7
60 081
10.4
22.8
4 098
13.3
27.1
29 033
14.1
16.8
67 470
17.6
21.3
40 356
7.7
7.9
5 392
11.4
23.1
83 522
8.6
13.3
2 895
9.7
18.4
27 059
15.9
17.1
61 317
21.8
16.6
25 449
7.8
12.0
8 050
10.8
14.4
55 234
8.5
8.7
1 905
10.0
15.2
21 586
9.3
12.7
78 171
11.6
8.8
25 316
8.7
8.6
5 201
10.9
16.7
63 078
8.9
9.3
1 959
9.2
12.9
19 925
42.6
29.6
39 543
17.6
11.5
21 843
65.9
57.4
4 555
46.5
16.1
14 280
63.7
45.9
1 347
57.7
26.5
6 566
16.90
14.32
8.5
16.8
84 057
30.2
36.4
53 456
11.4
19.4
6 576
24.2
31.1
48 644
6.8
20.9
2 960
9.5
27.1
19 817
16.4
28.7
74 583
27.3
30.6
49 750
11.9
18.9
6 135
22.9
39.5
65 355
11.8
22.2
1 798
13.3
32.0
16 648
16.7
19.8
50 318
22.5
18.3
36 082
19.3
19.7
3 943
13.7
16.7
45 954
11.2
14.7
1 254
13.0
17.7
9 409
15.9
10.0
26 671
9.2
7.2
34 868
20.2
12.8
2 467
19.2
8.1
15 905
10.0
11.2
1 072
12.2
9.0
5 095
42.5
24.7
24 639
10.8
7.6
31 133
37.2
29.2
3 044
20.0
4.6
8 689
60.3
31.0
491
52.1
14.2
1 881
19.51
14.33
17.22
14.27
10.92
9.01
24.44
22.12
17.55
10.72
25.26
18.24
23.00
13.97
11.20
8.98
24.72
22.55
18.84
11.74
24.77
19.53
22.55
14.56
9.79
8.47
20.81
17.34
14.21
8.43
25.08
16.59
23.03
11.56
42
Review of Maritime Transport, 2009
Table 11 continued
±
\HDUV
&RXQWU\JURXSLQJ
9HVVHOW\SH
COUNTRIES WITH ECONOMIES IN TRANSITON
%XONFDUULHUV
Ships
dwt
DYHUDJHYHVVHOVL]HGZW
Container ships
14.2
36.5
15.62
6.2
15.5
22.8
11.74
Ships
42 599
7.1
7.8
3948
5.1
2045
5.7
4.9
3 088
25 545
10.3
7.3
2 556
14 673
68.0
24.22
75.0
26.87
3 976
11.4
8.1
5.0
8.4
67.1
23.81
30.4
22.2
7.3
13.4
26.6
13.75
33 606
34 731
18 355
20 198
4 987
Ships
4.8
4.0
4.0
13.1
74.1
25.41
dwt
27.8
22.2
6.9
12.2
30.9
15.51
19 063
18 410
5746
3 085
1 382
Ships
7.1
6.7
5.6
11.5
69.1
24.30
dwt
19.1
12.9
8.4
13.3
46.3
20.18
19 340
26.7
76 584
13 946
10 926
8 439
4 857
16.7
16.8
8.2
36.4
15.13
18.9
17.4
10.5
26.5
13.13
70 903
64 896
80 523
45 620
Ships
33.9
19.3
21.0
11.0
14.7
10.33
dwt
41.0
22.4
15.8
9.0
11.8
8.97
DYHUDJHYHVVHOVL]HGZW
42 088
40 370
26 127
28 378
27 877
Ships
13.4
9.2
13.0
11.3
53.3
20.46
dwt
16.0
11.3
15.4
8.5
48.8
19.15
DYHUDJHYHVVHOVL]HGZW
10 862
11 224
10 741
6 886
8 307
Ships
34.2
21.7
13.3
10.0
20.8
11.34
dwt
29.7
29.9
16.9
13.7
9.8
9.71
DYHUDJHYHVVHOVL]HGZW
64 682
102759
94 804
10 1865
35 070
Ships
16.8
10.7
10.4
8.0
54.1
21.87
dwt
31.8
14.5
8.4
7.2
38.1
16.72
DYHUDJHYHVVHOVL]HGZW
19 945
14 150
8 439
9 503
7 389
Ships
22.3
14.7
14.5
9.7
38.9
16.63
dwt
29.3
22.5
16.3
11.1
20.8
12.34
DYHUDJHYHVVHOVL]HGZW
6RXUFH:
a
9.0
7 189
dwt
DYHUDJHYHVVHOVL]HGZW
All ships
49 265
Ships
dwt
Other types
20.98
29 859
20.4
7(10$-2523(1$1',17(51$7,21$/5(*,675,(6
%XONFDUULHUV
21.9
Ships
Oil tankers
22.56
52.6
21.9
DYHUDJHYHVVHOVL]HGZW
General cargo
63.2
17.0
10.4
DYHUDJHYHVVHOVL]HGZW
Container ships
13.6
44 806
$YHUDJH
DJH\HDUV
18.5
DYHUDJHYHVVHOVL]HGZW
All ships
9.6
12.4
46 134
\HDUV
and +
33.6
dwt
Other types
50 127
±
\HDUV
dwt
DYHUDJHYHVVHOVL]HGZW
Oil tankers
46 796
4.3
6.0
±
\HDUV
Ships
DYHUDJHYHVVHOVL]HGZW
General cargo
9.3
12.1
±
\HDUV
47 055
54 950
40 492
41 107
19 200
Compiled by the UNCTAD secretariat on the basis of data supplied by Lloyd’s Register – Fairplay.
9HVVHOVRIJURVVWRQVDQGDERYH
%\ YHVVHO W\SH WKH DYHUDJH DJH RI WDQNHUV VWDQGV DW \RXQJHVWÀHHWFRQWLQXHVWREHWKDWRIFRQWDLQHUVKLSVZLWK
\HDUVSHUGZWDQGWKHDYHUDJHDJHRIEXON DQDYHUDJHDJHSHUVKLSRI\HDUV\HDUVDYHUDJH
carriers at 17.2 (14.3 per dwt).
SHUGZWSHUFHQWRIWRQQDJH
*HQHUDOFDUJRYHVVHOVDUHWKHROGHVW
on container ships is younger than
...
39.8
per
cent
of
tonnage
YHVVHOW\SHZLWKDQDYHUDJHDJHRI
¿YH\HDUVDQGRQO\SHUFHQWLV
on containerships is younger
24.4 years (22.1 per dwt) and 54.1 per
20 years and older. Among country
WKDQ¿YH\HDUV«
cent of tonnage 20 years and older.
groups, the container ship fleet
Only 23.6 per cent of general cargo
UHJLVWHUHG LQ GHYHORSLQJ FRXQWULHV
WRQQDJH LV \RXQJHU WKDQ \HDUV UHÀHFWLQJ WKH WUHQG LV WKH \RXQJHVW IROORZHG E\ GHYHORSHG FRXQWULHV DQG
WKDW JHQHUDO FDUJR LV LQFUHDVLQJO\ FRQWDLQHUL]HG 7he countries with economies in transition.
2 - Structure, Ownership and Registration of the World Fleet
43
7KHLPSUHVVLYHJURZWKRIWKHZRUOGÀHHWRYHUWKHODVW refrigerated tonnage has almost come to a standstill since
WZRGHFDGHVLVLOOXVWUDWHGE\WKHDJHSUR¿OHRIWRGD\¶V 2001, as more and more container ships also cater for
UHHIHUFDUJRWKHUHHIHUFDSDFLW\RI
ÀHHW ¿J 7RGD\ WKHUH LV ¿YH
WLPHVPRUHWRQQDJHLQVHUYLFHWKDW
container ships is forecast to increase
The tonnage of container
by a further 40 per cent until 2012.
was built in 2008 (i.e. one year
ships, and also on chemical
ROG DV LOOXVWUDWHG LQ ¿J WKDQ DQGOLTXH¿HGJDVWDQNHUV
Dry bulk carriers and oil tankers
KDYHVHHQDUHODWLYHO\VWHDG\JURZWK
WRQQDJHEXLOW\HDUVHDUOLHU0RVW KDVVXUJHGRYHUWKHODVW
RIWKHJURZWKRIWKHZRUOGÀHHWLV WKUHHWR¿YH\HDUVZKLOH
ZKLOHGHOLYHULHVRIJHQHUDOFDUJRDQG
URURWRQQDJHKDVEHHQPRUHYRODWLOH
in open and international registries,
QHZGHOLYHULHVRIVSHFLDOL]HG
7KHVKDUHRIIRUHLJQÀDJJHGWRQQDJH
i.e. the share of the nationally
refrigerated tonnage has
is lowest for general cargo and ro-ro
ÀDJJHG WRQQDJH LV KLJKHU DPRQJ DOPRVWFRPHWRDVWDQGVWLOO«
YHVVHOVDQGKLJKHVWIRUOLTXH¿HGJDV
older ships than among those built
PRUHUHFHQWO\7KHDJHSUR¿OHDOVR
carriers and refrigerated cargo.
LOOXVWUDWHVWKHSHDNVRIWRQQDJHGHOLYHUHGLQ
1992, 1996 and 2008. An interesting and more detailed 7KHDJHSUR¿OHRIGLIIHUHQWÀDJVRIUHJLVWUDWLRQYDULHV
SLFWXUHRIWKHÀHHW¶VDJHSUR¿OHLVREWDLQHGZKHQORRNLQJ ZLGHO\WRR¿J6RPHRIWKHPDMRURSHQUHJLVWULHV
DW GLIIHUHQW YHVVHO W\SHV IODJV RI UHJLVWUDWLRQ DQG KDYHUHODWLYHO\\RXQJÀHHWVWKH\LQFOXGH$QWLJXDDQG
%DUEXGDDYHUDJHDJHSHUGZW\HDUVWKH%DKDPDV
FRXQWULHVRIRZQHUVKLS¿JXUHVDQG
%HUPXGD WKH &D\PDQ ,VODQGV 7KHGHOLYHU\RIQHZWRQQDJHRQGLIIHUHQWYHVVHOW\SHV /LEHULDWKH0DUVKDOO,VODQGV3DQDPD
KDVYDULHGPDUNHGO\RYHUWKHODVW¿YHGHFDGHV¿J DQGWKH3KLOLSSLQHV2WKHURSHQUHJLVWULHVVSHFLDOL]H
The tonnage of container ships, and also on chemical LQIDUROGHUÀHHWVWKH\LQFOXGH&DPERGLDDYHUDJHDJH
DQG OLTXHILHG JDV WDQNHUV KDV VXUJHG RYHU WKH ODVW SHUGZW\HDUV'RPLQLFD0RQJROLD
WKUHHWR¿YH\HDUVZKLOHQHZGHOLYHULHVRIVSHFLDOL]HG 6DLQW .LWWV DQG 1HYLV 6DLQW 9LQFHQW DQG WKH
Figure 11
$JHSUR¿OHRIZRUOGÀHHWDOOYHVVHOW\SHVa
100 000
90 000
1 000 dwt in age group
80 000
70 000
60 000
50 000
40 000
30 000
20 000
10 000
0
1
6
11
16
21
26
31
World fleet of vessels of 1000 gross tons and above,
all countries of ownership National flag Foreign flag
36
41
46
Vessel age (years)
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
9HVVHOVRIJURVVWRQV*7DQGDERYHEXLOWEHWZHHQDQG
a
44
Review of Maritime Transport, 2009
Figure 12
$JHSUR¿OHVRIZRUOGÀHHWIRUHLJKWPDMRUYHVVHOW\SHV
10 000
30 000
25 000
20 000
15 000
10 000
5 000
Chemical
9 000
1 000 dwt in age group
1 000 dwt in age group
Dry bulk carriers
8 000
7 000
6 000
5 000
4 000
3 000
2 000
1 000
1
6
11
Foreign flag
16
21
26
National flag
31
18 000
16 000
0
36
41
46
Vessel age (years)
14 000
12 000
10 000
8 000
6 000
4 000
6
11
Foreign flag
16
21
26
National flag
31
1
6
11
Foreign flag
16
21
26
National flag
31
General cargo
2 500
2 000
1 500
1 000
0
36
41
46
Vessel age (years)
7 000
1
6
11
Foreign flag
16
21
26
National flag
31
5 000
4 000
3 000
2 000
1 000
1
6
11
Foreign flag
16
21
26
National flag
450
350
300
250
200
150
100
50
1
6
11
Foreign flag
16
21
26
National flag
31
36
41
46
Vessel age (years)
25 000
20 000
15 000
10 000
5 000
0
36
41
46
Vessel age (years)
1
6
11
Foreign flag
16
21
26
National flag
31
1 400
1 000 dwt in age group
1 000 dwt in age group
31
Refridgerated cargo
400
6RXUFH:
Oil tankers
1 000 dwt in age group
1 000 dwt in age group
6 000
0
36
41
46
Vessel age (years)
30 000
Liquefied gas
0
36
41
46
Vessel age (years)
500
2 000
0
1
3 000
Container
1 000 dwt in age group
1 000 dwt in age group
0
36
41
46
Vessel age (years)
Ro-ro cargo
1 200
1 000
800
600
400
200
0
1
6
11
Foreign flag
16
21
26
National flag
31
36
41
46
Vessel age (years)
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
45
2 - Structure, Ownership and Registration of the World Fleet
Figure 13
$JHSUR¿OHVRIZRUOGÀHHWPDMRUÀDJVRIUHJLVWUDWLRQRIGHYHORSLQJFRXQWULHVFRXQWULHVZLWKHFRQRPLHVLQ
WUDQVLWLRQDQGRSHQDQGLQWHUQDWLRQDOUHJLVWULHVORFDWHGLQGHYHORSLQJFRXQWULHV
1 400
1 200
1 000
800
600
400
200
0
1
6
11
16
21
26
31
National owner Foreign owner
60
50
40
30
20
10
1
6
11
16
National owner
21
26
31
Foreign owner
300
250
200
150
100
1 000 dwt in age group
1 000 dwt in age group
2 000
1 500
1 000
1
6
11 16
21
26
31
National owner Foreign owner
36
41
46
Vessel age (years)
Bermuda
800
700
600
500
400
300
200
100
1
6
11 16 21 26 31
National owner Foreign owner
36 41 46
Vessel age (years)
180
Brazil
50
Cambodia
160
140
120
100
80
60
40
20
0
1
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
36
41
46
Vessel age (years)
11
16
21 26 31
Foreign owner
36 41 46
Vessel age (years)
China
2 500
2 000
1 500
1 000
500
0
6
11
16
21
26
31
National owner Foreign owner
6
3 000
Cayman Islands
1
1
National owner
1 000 dwt in age group
1 000 dwt in age group
2 500
0
36
41
46
Vessel age (years)
350
500
450
400
350
300
250
200
150
100
50
0
3 000
900
1 000 dwt in age group
70
0
3 500
0
36
41
46
Vessel age (years)
Belize
80
0
Bahamas
4 000
500
90
1 000 dwt in age group
4 500
Antigua and Barbuda
1 000 dwt in age group
1 000 dwt in age group
1 600
1
6
11
16
National owner
21
26
31
Foreign owner
36
41
46
Vessel age (years)
46
Review of Maritime Transport, 2009
Figure 13 (continued)
350
Croatia
350
300
250
200
150
100
1 000 dwt in age group
1 000 dwt in age group
400
1
Hong Kong, China
11
16
21
26
31
Foreign owner
36 41 46
Vessel age (years)
India
1 400
4 000
3 000
2 000
1 000
1
6
11
16
21
26
31
Foreign owner
36
41
46
Vessel age (years)
1 000 dwt in age group
1 000 dwt in age group
6
1 200
National owner
1 000
800
600
400
200
0
1
6
11
16
National owner
21
26
31
Foreign owner
36
41
46
Vessel age (years)
300
Islamic Republic of Iran
Indonesia
500
1 000 dwt in age group
1 000 dwt in age group
1
National owner
600
400
300
200
100
250
200
150
100
50
0
1
6
11
16
21
26
31
National owner Foreign owner
1
36
41
46
Vessel age (years)
3 000
6
11 16 21 26 31
National owner Foreign owner
36 41 46
Vessel age (years)
900
Republic of Korea
2 500
2 000
1 500
1 000
500
1
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
Kuwait
800
1 000 dwt in age group
1 000 dwt in age group
100
0
5 000
0
150
1 600
6 000
0
200
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
7 000
0
250
50
50
0
Dominica
300
700
600
500
400
300
200
100
0
1
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
47
2 - Structure, Ownership and Registration of the World Fleet
Figure 13 (continued)
1 200
12 000
Liberia
8 000
6 000
4 000
2 000
0
Malaysia
1 000 dwt in age group
1 000 dwt in age group
10 000
1
1
6
11
16
21
26
31
Foreign owner
36 41 46
Vessel age (years)
Mongolia
1 000 dwt in age group
1 000 dwt in age group
4 000
3 000
2 000
1 000
1
6
11
16
21
26
31
National owner Foreign owner
100
80
60
40
20
150
100
50
6
11
16
21
26
31
National owner Foreign owner
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
Panama
20 000
15 000
10 000
5 000
0
1
1
25 000
1 000 dwt in age group
120
200
0
36
41
46
Vessel age (years)
Netherlands Antilles
140
1 000 dwt in age group
200
National owner
160
36
41
46
Vessel age (years)
1
6
11
16
National owner
21
26
31
36
41
46
Vessel age (years)
Foreign owner
450
600
Philippines
500
400
300
200
100
1
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
Russian Federation
400
1 000 dwt in age group
1 000 dwt in age group
400
250
5 000
0
600
Marshall Islands
6 000
0
800
0
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
7 000
0
1 000
350
300
250
200
150
100
50
0
1
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
48
Review of Maritime Transport, 2009
Figure 13 (continued)
8 000
300
250
1 000 dwt in age group
1 000 dwt in age group
Saudi Arabia
200
150
100
50
0
1
1 000 dwt in age group
1 000 dwt in age group
140
120
100
80
60
40
20
3 000
2 000
400
500
400
300
200
100
200
150
100
50
1
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
Turkey
800
1 000 dwt in age group
250
Saint Vincent and the Grenadines
900
Thailand
300
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
600
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
350
1
700
0
1
1 000 dwt in age group
4 000
800
Saint Kitts and Nevis
0
700
600
500
400
300
200
100
1
0
6
11 16 21 26 31 36 41 46
Vessel age (years)
National owner Foreign owner
1
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
300
400
Tuvalu
350
United Arab Emirates
1 000 dwt in age group
1 000 dwt in age group
5 000
0
6
11
16
21
26
31
36
41
46
Vessel age (years)
National owner Foreign owner
160
300
250
200
150
100
50
0
6 000
1 000
180
0
Singapore
7 000
1
6
11
16
National owner
21
26
31
Foreign owner
36
41
46
Vessel age (years)
250
200
150
100
50
0
1
6
11
16
National owner
21
26
31
Foreign owner
36 41 46
Vessel age (years)
49
2 - Structure, Ownership and Registration of the World Fleet
Figure 13 (continued)
350
Vanuatu
200
150
100
50
1 000 dwt in age group
1 000 dwt in age group
250
Viet Nam
300
250
200
150
100
50
0
0
1
6
11
16
National owner
6RXUFH:
21
26
31
Foreign owner
36
41
46
Vessel age (years)
1
6
11
16
National owner
21
26
31
Foreign owner
36
41
46
Vessel age (years)
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
Figure 14
1 000
900
800
700
600
500
400
300
200
100
0
Bermuda
700
1 000 dwt in age group
1 000 dwt in age group
$JHSUR¿OHVRIZRUOGÀHHWGHYHORSLQJFRXQWULHVDQGFRXQWULHVZLWKHFRQRPLHVLQWUDQVLWLRQ
DPRQJWKHPDMRUYHVVHORZQLQJFRXQWULHV
6
11
16
21
26
Foreign flag
National flag
31
400
300
200
0
36
41
46
Vessel age (years)
1
6
11
National flag
6 000
16
21
26
31
Foreign flag
36
41
46
Vessel age (years)
400
China
4 000
3 000
2 000
1 000
1
6
11
National flag
16
21
26
Foreign flag
31
36
41
46
Vessel age (years)
Croatia
350
1 000 dwt in age group
5 000
1 000 dwt in age group
500
100
1
0
Brazil
600
300
250
200
150
100
50
0
1
6
11
16
21
26
Foreign flag
National flag
31
36
41
46
Vessel age (years)
50
Review of Maritime Transport, 2009
Figure 14 (continued)
1 800
3 500
3 000
2 500
2 000
1 500
1 000
500
0
6
11
National flag
16
21
26
Foreign flag
31
300
200
100
600
400
1
6
11
National flag
16
21
26
Foreign flag
31
36
41
46
Vessel age (years)
Islamic Republic of Iran
3 500
3 000
2 500
2 000
1 500
1 000
500
1
6
11
National flag
16
21
26
Foreign flag
31
0
36
41
46
Vessel age (years)
1
6
11
16
21
26
31
Foreign flag
National flag
36
41
46
Vessel age (years)
1 400
Republic of Korea
4 500
Kuwait
1 200
4 000
1 000 dwt in age group
1 000 dwt in age group
800
4 500
4 000
1 000 dwt in age group
1 000 dwt in age group
400
5 000
3 500
3 000
2 500
2 000
1 500
1 000
500
1 000
800
600
400
200
0
1
6
11
National flag
16
21
26
Foreign flag
31
36
41
46
Vessel age (years)
1 400
1
6
11
16
National flag
21
26
31
Foreign flag
36
41
46
Vessel age (years)
1 800
Malaysia
1 000
800
600
400
200
1
6
11
National flag
16
21
26
Foreign flag
31
36
41
46
Vessel age (years)
Russian Federation
1 600
1 200
1 000 dwt in age group
1 000 dwt in age group
1 000
36
41
46
Vessel age (years)
500
0
1 200
0
1
Indonesia
0
1 400
200
600
0
India
1 600
1 000 dwt in age group
1 000 dwt in age group
Hongkong, China
1 400
1 200
1 000
800
600
400
200
0
1
6
11
National flag
16
21
26
Foreign flag
31
36
41
46
Vessel age (years)
51
2 - Structure, Ownership and Registration of the World Fleet
Figure 14 (continued)
3 500
Saudi Arabia
2 500
2 000
1 500
1 000
Singapore
1 000 dwt in age group
1 000 dwt in age group
3 000
3 000
2 500
2 000
1 500
1 000
500
0
500
1
6
11
National flag
16
21
26
Foreign flag
31
0
36
41
46
Vessel age (years)
1 500
1 000
500
0
1
6
11
National flag
16
21
26
Foreign flag
31
1 000 dwt in age group
1 000 dwt in age group
2 000
36
41
46
Vessel age (years)
2 500
11
16
500
450
400
350
300
250
200
150
100
50
0
21
26
31
Foreign flag
36
41
46
Vessel age (years)
Thailand
1
6
11
National flag
16
21
26
Foreign flag
31
36
41
46
Vessel age (years)
900
Turkey
2 000
1 500
1 000
500
United Arab Emirates
800
1 000 dwt in age group
1 000 dwt in age group
6
National flag
2 500
Taiwan Province of China
1
700
600
500
400
300
200
100
0
1
6
11
16
National flag
21
26
31
Foreign flag
36
41
46
Vessel age (years)
0
1
6
11
National flag
16
21
26
Foreign flag
31
36
41
46
Vessel age (years)
400
Viet Nam
1 000 dwt in age group
350
300
250
200
150
100
50
0
1
6RXUFH:
6
11
16
National flag
21
26
31
Foreign flag
36
41
46
Vessel age (years)
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
52
Review of Maritime Transport, 2009
*UHQDGLQHV DQG 7XYDOX $ FRPSDULVRQ
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are included in the “black lists” of the Paris and Tokyo
memorandums of understanding on port state control,
ZKLOHWKHWKUHH\RXQJHVWÀHHWVDUHRQWKH³ZKLWHOLVWV´
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are less likely to be detained during port state control
inspections.3
WKH5HSXEOLFRI.RUHDDQGWKH5XVVLDQ)HGHUDWLRQKDYH
most of their younger tonnage registered under foreign
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the older tonnage is in fact more likely to use a foreign
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tonnage.
B.
OWNERSHIP OF THE WORLD FLEET
The 35 countries with the largest fleets owned by
nationals are ranked in table 12, according to deadweight
0DQ\ÀDJVRIUHJLVWUDWLRQFDWHUPRVWO\IRUQDWLRQDOVRI tonnage.4 Nationals of the top 35 countries together
WKHVDPHFRXQWU\DQGWKHLUDJHSUR¿OHLVWKXVPRVWO\ FRQWUROSHUFHQWRIWKHZRUOGÀHHWDIXUWKHULQFUHDVH
determined by the structure of the
RYHU WKH SHU FHQW KLVWRULFDO
nationally controlled fleet. These Nationals of the top 35
record of January 2008. Japan has
LQFOXGH%UD]LODYHUDJHDJHSHUGZW countries together control
RYHUWDNHQ*UHHFHDVWKHFRXQWU\ZLWK
19.6 years), China (18.2), Croatia SHUFHQWRIWKHZRUOG
WKHODUJHVWFRQWUROOHGÀHHWWRWDOOLQJ
,QGLD,QGRQHVLD ÀHHW«
173.3 million dwt and 3,720 ships of
WKH,VODPLF5HSXEOLFRI,UDQ
*7DQGDERYH*UHHFHKDVD
.XZDLW0DOD\VLDWKH
FRQWUROOHGÀHHWRIPLOOLRQGZW
5HSXEOLFRI.RUHDWKH5XVVLDQ)HGHUDWLRQ VKLSVIROORZHGE\*HUPDQ\PLOOLRQGZW
6DXGL$UDELD7KDLODQG7XUNH\DQG VKLSV&KLQDPLOOLRQGZWVKLSVDQG
Viet Nam (14.7).
1RUZD\PLOOLRQGZWVKLSV7RJHWKHUWKRVH
¿YHFRXQWULHVKROGDPDUNHWVKDUHRISHUFHQWWKH
6RPHUHJLVWULHVSURYLGHWKHLUFRXQWU\¶VÀDJWRIRUHLJQ top 10 countries together hold a market share of 70 per
owned ships while at the same time maintaining an cent. Of the top 35 countries, 16 are from Asia, 15 are
LPSRUWDQWQDWLRQDOO\FRQWUROOHGÀHHWWKDWXVHVWKHQDWLRQDO from Europe, and 4 are from the Americas, while none
ÀDJWKHVHLQFOXGH+RQJ.RQJ&KLQDDYHUDJHDJHSHU are from Africa or Oceania. Of the top 35 countries and
GZW\HDUV6LQJDSRUHDQGWKH8QLWHG$UDE WHUULWRULHVDUHFODVVL¿HGDVGHYHORSHGVHHDQQH[,
(PLUDWHV%UD]LODQG6DXGL$UDELDWRRKDYHD DVGHYHORSLQJDQGDVHFRQRPLHVLQWUDQVLWLRQ
FHUWDLQÀHHWRIIRUHLJQRZQHGVKLSVWKDWXVHWKHQDWLRQDO
ÀDJLQWKHFDVHRI%UD]LOWKLVLQFOXGHVDODUJHQXPEHU 0RUH WKDQ RWKHU YHVVHO W\SHV FRQWDLQHU VKLSV DUH
RI QHZ RIIVKRUH VXSSO\ YHVVHOV WKDW DUH RZQHG E\ increasingly operated by companies that do not own the
FRPSDQLHVIURP,WDO\1RUZD\WKH8QLWHG6WDWHVDQG YHVVHOVWKH\XVHLQGHHGPDMRUOLQHUVKLSSLQJFRPSDQLHV
other countries.
charter many of the ships that they use to offer their
VHUYLFHV 2I WKH IXOO\ FHOOXODU FRQWDLQHU VKLS ÀHHW LQ
)LJXUHSURYLGHVDQRYHUYLHZRIWKHDJHSUR¿OHVRI VHUYLFHWRGD\SHUFHQWRIVKLSVFRUUHVSRQGLQJWR
nationally owned tonnage. Almost all nationally owned 55.1 per cent of TEU capacity) are operated by liner
fleets include some ships that are
shipping companies that do not
QDWLRQDOO\ÀDJJHGDVZHOODVIRUHLJQ
RZQ WKH VKLS WKHPVHOYHV5 This
ÀDJJHGVKLSV$FXULRXVVSHFLDOFDVH 2ZQHUVIURP,QGRQHVLDWKH
VKDUH LV HYHQ KLJKHU IRU VPDOOHU
LV %HUPXGD YHVVHO RZQHUV IURP Republic of Korea and the
and older geared container ships,
%HUPXGD H[FOXVLYHO\ UHJLVWHU WKHLU 5XVVLDQ)HGHUDWLRQKDYH
whereas the newer and larger
VKLSVXQGHUÀDJVRWKHUWKDQ%HUPXGD most of their younger tonnage
gearless ships are more often
LQFOXGLQJWKH%DKDPDV&URDWLDWKH UHJLVWHUHGXQGHUIRUHLJQÀDJV owned by the major liner operators
ZKLOHROGHUVKLSVPRVWO\À\
0DUVKDOO ,VODQGV WKH 3KLOLSSLQHV
WKHPVHOYHV
WKHQDWLRQDOÀDJ
DQGWKH6SDQLVKLQWHUQDWLRQDOUHJLVWU\
&65ZKLOHDWWKHVDPHWLPHWKHÀDJ
6HYHUDO GHYHORSLQJ FRXQWULHV
RI%HUPXGDLVLQIDFWRQHRIWKHPRVWZLGHO\XVHG±DOEHLW HVSHFLDOO\IURP$VLDEXWDOVRIURP6RXWK$PHULFDDUH
RQO\E\QRQ%HUPXGDQRZQHUV2ZQHUVIURP,QGRQHVLD host to important liner shipping operators, whereas
53
2 - Structure, Ownership and Registration of the World Fleet
Table 12
7KHFRXQWULHVDQGWHUULWRULHVZLWKWKHODUJHVWFRQWUROOHGÀHHWVGZWDVRI-DQXDU\a
&RXQWU\RUWHUULWRU\RI
RZQHUVKLSE
1XPEHURIYHVVHOV
1DWLRQDO )RUHLJQ
ÀDJ
ÀDJF
'HDGZHLJKWWRQQDJH
Total
1DWLRQDOÀDJF
)RUHLJQÀDJ
Total
)RUHLJQÀDJDV
DSHUFHQWDJH
RIWRWDO
7RWDODVD
SHUFHQWDJH
RIZRUOG
total,
-DQ
7RWDODVD
SHUFHQWDJH
RIZRUOG
total,
-DQ
&KDQJHLQ
SHUFHQWDJH
VKDUH
-DSDQ
733
2 987
3 720
12 199 536
161 085 699
173 285 235
92.96
15.68
15.58
0.10
*UHHFH
720
2 344
3 064
52 833 486
116 593 204
169 426 690
68.82
15.33
16.81
-1.48
*HUPDQ\
479
3 043
3 522
17 428 475
87 525 237
104 953 712
83.39
9.50
9.07
0.43
1 944
1 555
3 499
37 204 731
55 594 490
92 799 221
59.91
8.40
8.18
0.22
1RUZD\
783
1 244
2 027
11 542 923
38 673 312
50 216 235
77.01
4.54
4.51
0.03
5HSXEOLFRI.RUHD
797
438
1 235
20 858 866
25 764 360
46 623 226
55.26
4.22
3.63
0.59
8QLWHG6WDWHV
867
915
1 782
20 606 970
19 358 913
39 965 883
48.44
3.62
3.84
-0.22
+RQJ.RQJ&KLQD
307
373
680
18 296 677
15 427 149
33 723 826
45.75
3.05
3.22
-0.17
'HQPDUN
347
567
914
11 958 945
19 636 578
31 595 523
62.15
2.86
2.64
0.22
8QLWHG.LQJGRP
398
520
918
11 175 470
19 741 031
30 916 501
63.85
2.80
2.50
0.30
91
540
631
4 068 416
25 735 230
29 803 646
86.35
2.70
2.52
0.18
545
331
876
16 482 632
11 747 265
28 229 897
41.61
2.55
2.76
-0.21
&KLQD
7DLZDQ3URYLQFHRI&KLQD
6LQJDSRUH
Italy
5XVVLDQ)HGHUDWLRQ
582
238
820
12 853 503
6 896 850
19 750 353
34.92
1.79
1.71
0.08
1 516
557
2 073
5 944 226
12 343 679
18 287 905
67.50
1.66
1.74
-0.08
,QGLD
495
69
564
14 389 937
2 822 923
17 212 860
16.40
1.56
1.55
0.01
&DQDGD
212
201
413
2 454 402
14 716 391
17 170 793
85.71
1.55
1.81
-0.26
7XUNH\
533
630
1 163
6 803 806
8 647 114
15 450 920
55.97
1.40
1.27
0.13
6DXGL$UDELD
73
99
172
1 234 653
13 676 703
14 911 356
91.72
1.35
1.25
0.10
,UDQ,VODPLF5HSXEOLFRI
83
128
211
1 357 901
13 202 731
14 560 632
90.67
1.32
0.99
0.33
%HOJLXP
93
147
240
6 283 078
7 164 128
13 447 206
53.28
1.22
1.17
0.05
0DOD\VLD
338
97
435
7 717 055
3 842 005
11 559 060
33.24
1.05
1.08
-0.03
8QLWHG$UDE(PLUDWHV
58
347
405
701 714
8 331 052
9 032 766
92.23
0.82
0.86
-0.04
1HWKHUODQGV
491
267
758
4 217 884
4 186 617
8 404 501
49.81
0.76
0.83
-0.07
&\SUXV
126
234
360
3 196 071
5 162 708
8 358 779
61.76
0.76
0.70
0.06
6ZHGHQ
143
224
367
1 740 141
5 697 891
7 438 032
76.60
0.67
0.67
0.00
,QGRQHVLD
715
106
821
4 956 797
2 064 867
7 021 664
29.41
0.64
0.70
-0.06
)UDQFH
180
188
368
2 988 629
3 576 784
6 565 413
54.48
0.59
0.63
-0.04
.XZDLW
38
44
82
3 846 063
2 602 518
6 448 581
40.36
0.58
0.51
0.07
9LHW1DP
389
67
456
3 629 175
1 938 996
5 568 171
34.82
0.50
0.44
0.06
%UD]LO
129
15
144
2 444 762
2 266 253
4 711 015
48.11
0.43
0.43
-0.00
6SDLQ
187
204
391
1 562 315
2 885 611
4 447 926
64.88
0.40
0.43
-0.03
7KDLODQG
300
44
344
3 506 972
620 161
4 127 133
15.03
0.37
0.39
-0.02
6ZLW]HUODQG
35
114
149
1 012 164
2 816 788
3 828 952
73.57
0.35
0.34
0.01
&URDWLD
78
39
117
2 311 784
985 103
3 296 887
29.88
0.30
0.30
-0.00
0
65
65
0
3 227 658
3 227 658
100.00
0.29
0.31
-0.02
7RWDOFRXQWULHVRUWHUULWRULHV
14 805
18 981
33 786
329 810 159
726 557 999
1 056 368 158
68.78
95.60
95.37
0.23
World total
16 996
20 840
37 836
347 007 002
757 952 026
1 104 959 028
68.60
100.00
100.00
Bermuda
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
9HVVHOVRI*7DQGDERYHH[FOXGLQJWKH8QLWHG6WDWHV5HVHUYH)OHHWDQGWKH8QLWHG6WDWHVDQG&DQDGLDQ
*UHDW/DNHVÀHHWVZKLFKKDYHDFRPELQHGWRQQDJHRIPLOOLRQGZW
7KHFRXQWU\RIRZQHUVKLSLQGLFDWHVZKHUHWKHWUXHFRQWUROOLQJLQWHUHVWLHSDUHQWFRPSDQ\RIWKHÀHHWLV
ORFDWHG,QVHYHUDOFDVHVGHWHUPLQLQJWKLVKDVUHTXLUHGPDNLQJFHUWDLQMXGJHPHQWV7KXVIRULQVWDQFH*UHHFH
LVVKRZQDVWKHFRXQWU\RIRZQHUVKLSIRUYHVVHOVRZQHGE\D*UHHNQDWLRQDOZLWKUHSUHVHQWDWLYHRI¿FHVLQ1HZ
<RUN/RQGRQDQG3LUDHXVDOWKRXJKWKHRZQHUPD\EHGRPLFLOHGLQWKH8QLWHG6WDWHV
,QFOXGHVYHVVHOVÀ\LQJWKHQDWLRQDOÀDJEXWUHJLVWHUHGLQWHUULWRULDOGHSHQGHQFLHVRUDVVRFLDWHGVHOIJRYHUQLQJ
WHUULWRULHVVXFKDVWKH,VOHRI0DQ8QLWHG.LQJGRPDQGDOVRVHFRQGUHJLVWULHVVXFKDV',6'HQPDUN1,6
1RUZD\RU),6)UDQFH)RUWKH8QLWHG.LQJGRP%ULWLVKÀDJYHVVHOVDUHLQFOXGHGXQGHUWKHQDWLRQDOÀDJ
H[FHSWIRU%HUPXGD
a
b
c
54
Review of Maritime Transport, 2009
their share among the shipowning companies is
VPDOOHU PDQ\ RI WKH QRQRSHUDWLQJ FRQWDLQHU VKLS
RZQHUVDUHEDVHGLQ(XURSHQRWDEO\LQ*HUPDQ\%\
ZD\ RI H[DPSOH RQO\ RI WKH &6$9RSHUDWHG
VKLSV&KLOHDUHDOVRRZQHGE\&6$9ZKLOHPRVWRI
the remainder are owned by German non-operating
FRPSDQLHVVXFKDV'RHKOH156RU2VNDU:HKU+DQMLQ
5HSXEOLFRI.RUHDRSHUDWHVVKLSVRIZKLFKLWRZQV
,56/,VODPLF5HSXEOLFRI,UDQRZQVRIWKH
YHVVHOVLWRSHUDWHV0DUXED$UJHQWLQDRZQVRQH
RIWKHVKLSVLWRSHUDWHV22&/+RQJ.RQJ&KLQD
RSHUDWHV VKLSV RI ZKLFK LW RZQV DQG 0,6&
0DOD\VLD RSHUDWHV VKLSV RI ZKLFK LW RZQV This distinction between ownership and operation of
YHVVHOVLV\HWDQRWKHUH[DPSOHRIKRZWKHJOREDOL]DWLRQ
RIWKHPDULWLPHEXVLQHVVOHDGVWRDGLYLVLRQRIODERXU
FDSLWDOFRVWVDQGWD[V\VWHPVPD\EHQH¿WWKHRZQHUVKLS
RI YHVVHOV LQ VRPH FRXQWULHV ZKLOH ORJLVWLFV NQRZ
how and the costs of management skills may be more
IDYRXUDEOHLQRWKHUVLQFOXGLQJPDQ\PLGGOHLQFRPH
GHYHORSLQJFRXQWULHV
C.
REGISTRATION OF SHIPS
6HYHUDO UHJLVWULHV UHFRUGHG GRXEOHGLJLW JURZWK LQ
2008, notably Viet Nam (+19.8 per cent), Germany
SHU FHQW WKH 8QLWHG .LQJGRP SHU
FHQWWKH0DUVKDOO,VODQGVSHUFHQWWKH'DQLVK
,QWHUQDWLRQDO 5HJLVWU\ SHU FHQW 0DOWD SHU FHQW DQG$QWLJXD DQG %DUEXGD SHU FHQW
0DOWD JDLQHG DGGLWLRQDO WRQQDJH FRQWUROOHG E\ WKH
,VODPLF5HSXEOLFRI,UDQZKRVHQDWLRQDOÀDJQRORQJHU
appears among the top 35 (it was still ranked 32 in
January 2008). The growth in Viet Nam, Germany
DQGWKH'DQLVK,QWHUQDWLRQDO5HJLVWU\ZDVPRVWO\GXH
to nationally controlled tonnage, while the growth in
WKH8QLWHG.LQJGRPWKH0DUVKDOO,VODQGV0DOWDDQG
$QWLJXD DQG %DUEXGD ZDV SUHGRPLQDQWO\ GXH WR QHZ
UHJLVWUDWLRQVRIIRUHLJQRZQHGYHVVHOV
$VUHJDUGVWKHSHUFHQWDJHGLVWULEXWLRQRIWKHZRUOGÀHHW
the 10 major open and international registries increased
their combined market share between 2008 and 2009 by
a further 0.77 percentage points to reach 55.11 per cent.
The 10 major open and international registries had their
highest shares among dry bulk carriers (60.6 per cent)
and oil tankers (55.6 per cent).
Excluding the 10 major open and international registries,
SHUFHQWRIWKHZRUOGÀHHWLVUHJLVWHUHGLQGHYHORSHG
7KHFRXQWULHVDQGWHUULWRULHVZLWKWKHODUJHVWÀHHWV countries, with a particularly high share (27.1 per cent)
UHJLVWHUHGXQGHUWKHLUÀDJDFFRXQWIRUSHUFHQWRI LQ WKH FRQWDLQHU VKLS ÀHHW WDEOH &RXQWULHV ZLWK
economies in transition accounted
WKHZRUOGÀHHW±DIXUWKHULQFUHDVH
for 1.1 per cent of the total world
of 0.45 per cent compared to their
The top 5 registries together
ÀHHW ZLWK SHU FHQW RI JHQHUDO
92.42 per cent share in January
account
for
49.95
per
cent
6
FDUJR YHVVHOV 2QO\ SHU FHQW RI
2008 (table 13). The top 5 registries
RIWKHZRUOG¶VGZWDQGWKH
the world’s tonnage is registered
together account for 49.95 per cent
top 10 registries account for
LQ GHYHORSLQJ FRXQWULHV LQ$IULFD
of the world’s dwt, and the top 10
SHUFHQW±ERWK¿JXUHV
and Oceania, including the open
registries account for 70.49 per
VKRZLQJLQFUHDVHVRYHU
UHJLVWULHV RI 7XYDOX DQG 9DQXDWX
FHQW±ERWK¿JXUHVVKRZLQJLQFUHDVHV
SUHYLRXV\HDUV
7ZR SHU FHQW RI WKH ZRUOG ÀHHW LV
RYHUSUHYLRXV\HDUV
UHJLVWHUHG LQ GHYHORSLQJ FRXQWULHV
7KHODUJHVWÀDJRIUHJLVWUDWLRQFRQWLQXHVWREH3DQDPD LQWKH$PHULFDVLQFOXGLQJVHYHUDORSHQUHJLVWULHVVXFK
ZLWKPLOOLRQGZWSHUFHQWRIWKHZRUOGÀHHW DV%DUEDGRV%HOL]HWKH3OXULQDWLRQDO6WDWHRI%ROLYLD
IROORZHGE\/LEHULDPLOOLRQGZWSHUFHQW 'RPLQLFD+RQGXUDV-DPDLFDWKH1HWKHUODQGV$QWLOOHV
7KHVHWZROHDGLQJUHJLVWULHVDUHIROORZHGE\¿YHÀDJV DQG 6DLQW .LWWV DQG 1HYLV :LWK SHU FHQW RI WKH
with between 61 and 68 million dwt (between 5 and ZRUOGÀHHWGHYHORSLQJFRXQWULHVLQ$VLDDFFRXQWIRUD
SHUFHQWRIWKHZRUOGÀHHWHDFKWKH0DUVKDOO,VODQGV KLJKHUPDUNHWVKDUHLQYHVVHOUHJLVWUDWLRQWKDQGHYHORSHG
+RQJ .RQJ &KLQD *UHHFH WKH %DKDPDV DQG countries, holding a particularly high share in the general
6LQJDSRUH$VUHJDUGVWKHQXPEHURIVKLSVWKHODUJHVW FDUJRÀHHWSHUFHQWDQGGU\EXONFDUULHUVSHU
ÀHHWVDUHÀDJJHGLQ3DQDPDWKH8QLWHG6WDWHV cent).
-DSDQ,QGRQHVLD&KLQD
and the Russian Federation (3,444). Except for Panama, The following section will examine in more detail the
WKHVH ÀHHWV LQFOXGH D ODUJH QXPEHU RI JHQHUDO FDUJR OLQNV EHWZHHQ YHVVHO RZQHUVKLS DQG UHJLVWUDWLRQ IRU
DQGRWKHUVPDOOHUYHVVHOVWKDWDUHHPSOR\HGLQFRDVWDO the 10 major open and international registries and the
35 major countries of ownership.
shipping.
)ODJVRIUHJLVWUDWLRQ
55
2 - Structure, Ownership and Registration of the World Fleet
Table 13
7KHÀDJVRIUHJLVWUDWLRQZLWKWKHODUJHVWUHJLVWHUHGGHDGZHLJKWWRQQDJHDVRI-DQXDU\a
)ODJRIUHJLVWUDWLRQ
1XPEHURI 6KDUHRI 'HDGZHLJKW 6KDUHRI Cumulated
YHVVHOV
ZRUOGWRWDO WRQQDJH ZRUOGWRWDO
VKDUH
YHVVHOV
GZW
GZW
GZW
$YHUDJH
'ZW
YHVVHOVL]H JURZWK
GZW
SHUFHQW
3DQDPD
8 065
8.09
273 961
22.98
22.98
33 969
8.47
/LEHULD
2 306
2.31
125 993
10.57
33.54
54 637
7.21
0DUVKDOO,VODQGV
1 265
1.27
68 451
5.74
39.28
54 111
14.85
+RQJ.RQJ&KLQD
1 371
1.37
64 183
5.38
44.67
46 814
8.40
*UHHFH
1 498
1.50
63 036
5.29
49.95
42 080
2.69
%DKDPDV
1 446
1.45
62 013
5.20
55.15
42 886
3.80
6LQJDSRUH
2 451
2.46
60 798
5.10
60.25
24 805
9.45
Malta
1 532
1.54
50 666
4.25
64.50
33 072
12.05
&KLQD
3 916
3.93
39 998
3.35
67.86
10 214
7.74
&\SUXV
1 016
1.02
31 388
2.63
70.49
30 893
6.65
5HSXEOLFRI.RUHD
3 001
3.01
22 600
1.90
72.38
7 531
6.90
1RUZD\1,6
601
0.60
20 322
1.70
74.09
33 813
-0.88
*HUPDQ\
961
0.96
17 949
1.51
75.59
18 677
19.41
8QLWHG.LQJGRP
1 676
1.68
15 950
1.34
76.93
9 517
15.25
-DSDQ
6 316
6.33
15 417
1.29
78.23
2 441
4.09
,QGLD
1 460
1.46
15 300
1.28
79.51
10 480
1.72
,VOHRI0DQ
Italy
'HQPDUN',6
345
0.35
14 516
1.22
80.73
42 075
4.81
1 588
1.59
14 415
1.21
81.93
9 078
8.66
470
0.47
12 479
1.05
82.98
26 551
14.45
$QWLJXDDQG%DUEXGD
1 195
1.20
12 455
1.04
84.03
10 423
11.38
8QLWHG6WDWHV
6 435
6.45
11 910
1.00
85.02
1 851
-1.88
Bermuda
153
0.15
10 298
0.86
85.89
67 310
4.34
0DOD\VLD
1 238
1.24
9 391
0.79
86.68
7 586
-0.61
7XUNH\
1 301
1.30
7 476
0.63
87.30
5 747
2.41
6DLQW9LQFHQWDQGWKH*UHQDGLQHV
1 009
1.01
7 400
0.62
87.92
7 334
-12.97
)UDQFH),6
168
0.17
7 144
0.60
88.52
42 524
-3.63
5XVVLDQ)HGHUDWLRQ
3 444
3.45
7 140
0.60
89.12
2 073
0.07
,QGRQHVLD
4 464
4.48
7 025
0.59
89.71
1 574
2.42
1HWKHUODQGV
1 296
1.30
6 815
0.57
90.28
5 258
9.61
3KLOLSSLQHV
1 808
1.81
6 750
0.57
90.85
3 733
1.37
243
0.24
6 631
0.56
91.40
27 289
2.54
1 312
1.32
4 663
0.39
91.80
3 554
19.77
%HOJLXP
9LHW1DP
&D\PDQ,VODQGV
153
0.15
4 314
0.36
92.16
28 196
-1.01
7DLZDQ3URYLQFHRI&KLQD
637
0.64
4 246
0.36
92.51
6 665
-1.43
7KDLODQG
879
0.88
4 218
0.35
92.87
4 799
-0.12
RIUHJLVWUDWLRQ
67 019
67.19
1 107 312
92.87
16 522
7.19
World Total
99 741
100.00
1 192 317
100.00
11 954
6.67
7RWDO7RSÀDJV
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
a
6KLSVRI*7DQGDERYHUDQNHGE\GHDGZHLJKWWRQQDJH
56
Review of Maritime Transport, 2009
Table 14
'LVWULEXWLRQRIGZWFDSDFLW\RIYHVVHOW\SHVE\FRXQWU\JURXSRUUHJLVWUDWLRQa
SHUFHQWDJHFKDQJHLQLWDOLFV
World total
'HYHORSHGFRXQWULHV
&RXQWULHVZLWKHFRQRPLHV
LQWUDQVLWLRQ
'HYHORSLQJFRXQWULHV
of which:
$IULFD
$PHULFDV
$VLD
2FHDQLD
2WKHUXQDOORFDWHG
PDMRURSHQDQG
LQWHUQDWLRQDOUHJLVWULHVE
6RXUFH:
a
b
c
Total
ÀHHW
100.00
18.23
-0.31
2LO
WDQNHUV
100.00
20.05
-0.26
%XON
FDUULHUV
100.00
11.50
-0.16
*HQHUDO
FDUJRF
100.00
17.28
0.24
&RQWDLQHU Other
VKLSV
W\SHV
100.00
100.00
27.09
26.73
-0.80
-3.12
1.06
-0.09
25.21
-0.30
0.82
0.01
23.33
-0.85
0.50
-0.12
27.19
-0.21
4.68
-0.25
35.01
-0.06
0.11
0.01
18.85
0.82
2.13
-0.49
24.30
0.62
0.59
0.02
1.91
-0.07
22.29
-0.29
0.42
0.03
0.39
-0.07
0.46
0.03
2.05
-0.14
20.47
-0.76
0.35
0.02
0.24
-0.09
0.30
0.00
1.40
-0.05
25.01
-0.25
0.49
0.09
0.19
-0.04
1.76
0.04
4.29
0.20
28.27
-0.30
0.69
0.00
1.73
-0.07
0.13
0.00
0.29
0.01
18.40
0.80
0.03
0.00
0.03
-0.01
2.03
-0.10
3.85
-0.22
17.52
1.02
0.91
-0.08
1.01
-0.23
55.11
0.77
55.56
1.18
60.62
0.53
41.31
0.14
53.91
-0.01
45.83
3.22
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
9HVVHOVRI*7DQGDERYH
7KHUHH[LVWVQRFOHDUGH¿QLWLRQRI³RSHQDQGLQWHUQDWLRQDOUHJLVWULHV´81&7$'KDVJURXSHGWKHPDMRURSHQ
DQGLQWHUQDWLRQDOUHJLVWULHVWRLQFOXGHWKHODUJHVWÀHHWVZLWKPRUHWKDQSHUFHQWIRUHLJQFRQWUROOHGWRQQDJH
6HHWDEOHIRUWKHOLVWRIUHJLVWULHV
,QFOXGLQJSDVVHQJHUFDUJR
1DWLRQDOLW\RIFRQWUROOLQJLQWHUHVWV
DOOWKHWRSYHVVHORZQLQJHFRQRPLHVIRUDQ\RQHRIWKH
WRSUHJLVWULHV2WKHUHFRQRPLHVWKDWPDNHKHDY\XVHRI
0RVW RSHQ DQG LQWHUQDWLRQDO UHJLVWULHV VSHFLDOL]H LQ WKHÀDJRI3DQDPDIRUWKHLUYHVVHOVDUH7DLZDQ3URYLQFH
certain countries of ownership (table 15).7 For instance, of China (42.8 per cent of the tonnage controlled by
WKHÀDJRIWKHZRUOG¶VODUJHVWUHJLVWU\
RZQHUV IURP 7DLZDQ 3URYLQFH RI
Panama, is predominantly used by «WKHÀDJRIWKHZRUOG¶V
China is registered in Panama), the
YHVVHORZQHUVRI-DSDQZKRDFFRXQW largest registry, Panama, is
5HSXEOLF RI .RUHD SHU FHQW
for more than half of the registry’s SUHGRPLQDQWO\XVHGE\YHVVHO the United Arab Emirates (30.9 per
tonnage (128.4 million dwt of ships RZQHUVRI-DSDQZKRDFFRXQW cent) and China (26.6 per cent).
RI *7 DQG DERYH IROORZHG for more than half of the
by owners from China (22.8 million UHJLVWU\¶VWRQQDJH«
The world’s second largest registry,
dwt), Greece (19.4 million dwt) and
Liberia, is predominantly used by
WKH5HSXEOLFRI.RUHDPLOOLRQGZW)URP-DSDQ¶V owners from Germany (39.5 million dwt) and Greece
SHUVSHFWLYH WKH 3DQDPDQLDQ UHJLVWU\ LV HYHQ PRUH PLOOLRQ GZW 6DXGL$UDELD UHOLHV RQ /LEHULD
important: 74.1 per cent of Japanese-owned tonnage uses WR SURYLGH WKH ÀDJ IRU SHU FHQW RI LWV QDWLRQDOO\
WKHÀDJRI3DQDPDWKLVLVWKHKLJKHVWSHUFHQWDJHDPRQJ FRQWUROOHG ÀHHW )RUW\IRXU SHU FHQW RI WKH WRQQDJH
2 - Structure, Ownership and Registration of the World Fleet
FRQWUROOHGE\RZQHUVIURPWKH5XVVLDQ)HGHUDWLRQÀLHVWKH
ÀDJRI/LEHULDDVGRHVSHUFHQWRI*HUPDQRZQHG
WRQQDJH /LEHULD VXSSOLHV WKH ÀDJ WR SHU FHQW RI WKH
tonnage of the top 35 shipowning countries, albeit only
to 6.1 per cent of the number of ships, which is due to the
ODUJHDYHUDJHYHVVHOVL]HRI/LEHULDQUHJLVWHUHGVKLSV
%\-DQXDU\WKH0DUVKDOO,VODQGVKDGEHFRPHWKH
WKLUG ODUJHVW UHJLVWU\ FDWHULQJ DERYH DOO IRU WRQQDJH
owned by interests from Greece (16.1 million dwt),
WKH 8QLWHG 6WDWHV PLOOLRQ GZW DQG *HUPDQ\
(10.4 million dwt). This registry is of particular
LPSRUWDQFH IRU WKH 8QLWHG 6WDWHV DV SHU FHQW
RI 8QLWHG 6WDWHV±FRQWUROOHG WRQQDJH IOLHV WKH IODJ
RI WKH 0DUVKDOO ,VODQGV 7XUNLVK RZQHUV UHO\ RQ WKH
0DUVKDOO ,VODQGV UHJLVWU\ IRU SHU FHQW RI WKHLU
nationally controlled tonnage.
57
dependency among the top 10 registries. From the
*HUPDQSHUVSHFWLYHSHUFHQWRILWVWRQQDJHXVHVWKH
ÀDJRI$QWLJXDDQG%DUEXGDDVGRHVSHUFHQWRIWKH
WRQQDJHRZQHGE\6ZLVVQDWLRQDOV%HUPXGDLVPRVWO\
the registry of tonnage from China (2.2 million dwt) and
6ZHGHQPLOOLRQGZW2IWKH6ZHGLVKRZQHGÀHHW
SHUFHQWÀLHVWKHÀDJRI%HUPXGD7KH6DLQW9LQFHQW
DQGWKH*UHQDGLQHV±ÀDJJHGÀHHWLQFOXGHVPLOOLRQ
dwt owned by Chinese interests, and 1.7 million dwt
owned by interests from Greece. This registry caters
IRUDUHODWLYHO\ZLGHUDQJHRIRZQHUVDQGQRFRXQWU\
depends on it for a particularly high percentage of its
nationally owned tonnage.
7KH PRWLYDWLRQV IRU FKRRVLQJ D IRUHLJQ ÀDJ YDU\ IRU
GLIIHUHQWFRXQWULHVYHVVHOW\SHVDQGYHVVHOFKDUDFWHULVWLFV
(PSLULFDO UHVHDUFK VXJJHVWV WKDW ROGHU YHVVHOV DUH PRUH
OLNHO\WREHQDWLRQDOO\ÀDJJHGWKDQIRUHLJQÀDJJHG8 Another
,Q(XURSHWKHÀDJRI0DOWDLVXVHGDERYHDOOE\VKLSV GHWHUPLQLQJIDFWRUIRUDYHVVHORZQHUWRFKRRVHDIRUHLJQ
IURP*UHHFHPLOOLRQGZWDQGWKH,VODPLF5HSXEOLF ÀDJDSSHDUVWREHWKHOLNHOLKRRGWKDWLWWUDGHVLQWHUQDWLRQDOO\
RI ,UDQ PLOOLRQ GZW 2I WKH ÀHHW RZQHG E\ WKH DV GR PRVW FDUJR DQG ODUJHU YHVVHOV DV FRPSDUHG WR
,VODPLF 5HSXEOLF RI ,UDQ SHU FHQW LV UHJLVWHUHG SDVVHQJHU RU VPDOOHU XQLWV )XUWKHUPRUH LI D YHVVHO LV
LQ 0DOWD 7KH UHJLVWU\ RI &\SUXV
built in the country of ownership, this
GHSHQGV KHDYLO\ RQ RZQHUV IURP
increases the likelihood of remaining
2ZQHUVIURPKLJKLQFRPH
Greece (13.1 million dwt) and
LQWKHQDWLRQDOÀDJUHJLVWU\2ZQHUV
FRXQWULHVDUHPRUHOLNHO\WR
Germany (4.2 million dwt), and
from high-income countries are more
FKRRVHDIRUHLJQÀDJWKDQ
also on owners from Cyprus itself
OLNHO\ WR FKRRVH D IRUHLJQ ÀDJ WKDQ
RZQHUVIURPFRXQWULHVZLWKD
(3.2 million dwt). Only 38.2 per
owners from countries with a lower
ORZHU*'3SHUFDSLWD«
cent of the Cypriot-owned fleet
GDP per capita or with low human
XVHV WKH QDWLRQDO ÀDJ RI &\SUXV
GHYHORSPHQW LQGLFDWRUV VXFK DV D
7KHÀDJRIWKH,VOHRI0DQLVXVHGSUHGRPLQDQWO\E\ low literacy rate or life expectancy. These indicators are
RZQHUV IURP WKH 8QLWHG .LQJGRP PLOOLRQ GZW FRUUHODWHG ZLWK KLJKHU ZDJHV DQG XVLQJ D IRUHLJQ ÀDJ
Greece (4.6 million dwt) and Norway (2.1 million dwt). RIWHQDOORZVWKHHPSOR\PHQWRIVHDIDUHUVIURPGHYHORSLQJ
)URPWKHSHUVSHFWLYHRIWKHFRXQWU\RIRZQHUVKLSWKLV countries with lower wages.
UHJLVWU\LVUHODWLYHO\LPSRUWDQWIRUWKH8QLWHG.LQJGRP
as 19.1 per cent of the tonnage owned by the United D.
SHIPBUILDING, DEMOLITION AND
.LQJGRPÀLHVWKHÀDJRIWKH,VOHRI0DQ
7+(6(&21'+$1'0$5.(7
,Q WKH &DULEEHDQ WKH UHJLVWU\ RI WKH %DKDPDV FDWHUV 'HOLYHU\RIQHZEXLOGLQJV
predominantly for tonnage owned by Greece (12.6 million
dwt), Canada (8.5 million dwt) and Norway (6.7 million ,Q VSLWH RI WKH JOREDO HFRQRPLF FULVLV WKH ZRUOG¶V
dwt). Of Canadian-controlled tonnage, 49.4 per cent VKLS\DUGV FRQWLQXHG WR GHOLYHU QHZ VKLSV WKURXJKRXW
2008. Although new orders for
LVUHJLVWHUHGLQWKH%DKDPDVDVLV
PRVWYHVVHOW\SHVSUDFWLFDOO\FDPH
27.1 per cent of the fleet owned
$OWKRXJKQHZRUGHUVIRU
WRDVWDQGVWLOOYHVVHOVFRQWLQXHGWR
E\ 6DXGL$UDELD SHU FHQW RI
PRVWYHVVHOW\SHVSUDFWLFDOO\
be constructed in line with orders
Dutch-controlled tonnage, and
FDPHWRDVWDQGVWLOOYHVVHOV
placed prior to the economic crisis,
SHUFHQWRIWRQQDJHIURP6SDLQ continued to be constructed
$QWLJXD DQG %DUEXGD GHSHQGV LQOLQHZLWKRUGHUVSODFHGSULRU especially in the dry bulk segment.
,Q IDFW QHZEXLOGLQJ DFWLYLWLHV
DOPRVW H[FOXVLYHO\ RQ *HUPDQ
WRWKHHFRQRPLFFULVLV«
UHDFKHG WKH KLJKHVW OHYHO HYHU
owned tonnage (10.5 million dwt),
which accounts for an 89.9 per cent share among UHFRUGHGLQWHUPVRIGHDGZHLJKWWRQVZLWKGHOLYHULHV
the top 35 shipowning countries. This is the highest WRWDOOLQJPLOOLRQGZWVHHWDEOHDQG¿J±D
58
Review of Maritime Transport, 2009
Table 15
7UXHQDWLRQDOLW\RIPDMRURSHQDQGLQWHUQDWLRQDOUHJLVWU\ÀHHWVDVRI-DQXDU\a
&RXQWU\RUWHUULWRU\
RIRZQHUVKLS
-DSDQ
*UHHFH
*HUPDQ\
3DQDPD
/LEHULD
0DUVKDOO,VODQGV
1XPEHU
RIYHVVHOV
GZW
%
1XPEHU
RIYHVVHOV
GZW
%
2 292
128 423
53.3
115
6 996
6.0
503
19 429
8.1
387
23 155
1XPEHU
RIYHVVHOV
GZW
%
23
2 234
3.7
19.9
282
16 051
26.7
95
7 501
3.1
857
39 527
34.0
233
10 449
17.4
&KLQD
558
22 818
9.5
12
364
0.3
10
789
1.3
1RUZD\
134
4 540
1.9
49
2 164
1.9
86
6 185
10.3
5HSXEOLFRI.RUHD
324
19 209
8.0
5
124
0.1
13
1 059
1.8
8QLWHG6WDWHV
172
3 065
1.3
105
3 698
3.2
170
11 788
19.6
+RQJ.RQJ&KLQD
127
4 864
2.0
60
3 672
3.2
7
283
0.5
'HQPDUN
40
1 063
0.4
9
275
0.2
9
521
0.9
8QLWHG.LQJGRP
56
1 305
0.5
30
1 345
1.2
16
798
1.3
332
12 753
5.3
92
7 186
6.2
1
276
0.5
6LQJDSRUH
92
2 668
1.1
36
4 420
3.8
20
952
1.6
Italy
31
788
0.3
48
2 953
2.5
3
127
0.2
5XVVLDQ)HGHUDWLRQ
24
238
0.1
95
8 049
6.9
9
163
0.3
,QGLD
25
859
0.4
1
150
0.1
2
310
0.5
&DQDGD
11
975
0.4
5
215
0.2
0
-
7XUNH\
96
782
0.3
12
228
0.2
57
2 344
3.9
6DXGL$UDELD
8
191
0.1
28
7 353
6.3
4
1 242
2.1
,UDQ,VODPLF5HSXEOLFRI
8
68
0.0
0
-
0
-
%HOJLXP
3
192
0.1
14
0.0
1
442
0.7
0DOD\VLD
17
296
0.1
0
-
8
47
0.1
118
2 788
1.2
1 556
1.3
16
511
0.9
1HWKHUODQGV
29
242
0.1
6
74
0.1
10
164
0.3
&\SUXV
14
781
0.3
38
764
0.7
42
1 113
1.9
6ZHGHQ
7
72
0.0
10
421
0.4
6
57
0.1
7DLZDQ3URYLQFHRI&KLQD
8QLWHG$UDE(PLUDWHV
,QGRQHVLD
1
27
26
498
0.2
2
234
0.2
0
-
)UDQFH
7
188
0.1
4
159
0.1
0
-
.XZDLW
9
565
0.2
0
-
0
-
35
1 126
0.5
4
204
0.2
0
-
%UD]LO
8
1 367
0.6
3
456
0.4
1
280
0.5
6SDLQ
51
336
0.1
0
-
1
94
0.2
7KDLODQG
11
63
0.0
0
-
0
-
6ZLW]HUODQG
32
828
0.3
11
318
0.3
11
374
0.6
3
35
0.0
2
31
0.0
8
213
0.4
0
-
0
-
11
1 255
2.1
100.0
116 104
100.0
1 060
60 122
100.0
3.1
5.7
9LHW1DP
&URDWLD
Bermuda
7RWDORIWKHFRXQWULHV
5 298
240 917
3HUFHQWDJHVKDUHDPRQJ
WKHFRXQWULHV
15.7
22.8
2 054
6.1
11.0
2 - Structure, Ownership and Registration of the World Fleet
59
Table 15 (continued)
%DKDPDV
1XPEHU
RIYHVVHOV
GZW
%
87
4 900
8.8
217
12 573
43
2 817
9
231
111
&\SUXV
Malta
1XPEHU
RIYHVVHOV
&RXQWU\RUWHUULWRU\
RIRZQHUVKLS
GZW
%
1XPEHU
RIYHVVHOV
GZW
%
6
227
0.5
20
562
1.9
22.5
408
19 457
41.8
249
13 069
44.3
*UHHFH
5.0
95
3 148
6.8
174
4 236
14.3
*HUPDQ\
760
1.4
12
207
0.4
8
191
0.6
&KLQD
6 702
12.0
100
919
2.0
31
819
2.8
1RUZD\
0
-
28
3 797
8.2
1
9
0.0
5HSXEOLFRI.RUHD
4 090
7.3
29
358
0.8
6
25
0.1
8QLWHG6WDWHV
-DSDQ
25
349
0.6
2
19
0.0
2
36
0.1
+RQJ.RQJ&KLQD
60
753
1.3
44
527
1.1
4
57
0.2
'HQPDUN
73
2 008
3.6
21
440
0.9
23
1 221
4.1
8QLWHG.LQJGRP
0
-
0
-
0
-
7DLZDQ3URYLQFHRI&KLQD
19
417
0.7
0
-
2
95
0.3
6LQJDSRUH
12
516
0.9
53
1 041
2.2
7
54
0.2
Italy
3
18
0.0
57
508
1.1
52
1 801
6.1
5XVVLDQ)HGHUDWLRQ
2
12
0.0
2
162
0.3
3
284
1.0
,QGLD
85
8 478
15.2
1
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0.1
2
64
0.2
&DQDGD
7
349
0.6
188
3 800
8.2
0
-
7XUNH\
18
4 036
7.2
0
-
0
-
6DXGL$UDELD
0
-
86
9 662
20.7
10
2 636
8.9
,UDQ,VODPLF5HSXEOLFRI
13
163
0.3
16
345
0.7
2
12
0.0
%HOJLXP
14
109
0.2
0
-
0
-
0DOD\VLD
22
1 042
1.9
3
81
0.2
10
440
1.5
8QLWHG$UDE(PLUDWHV
32
1 928
3.5
4
95
0.2
49
405
1.4
1HWKHUODQGV
28
864
1.5
30
751
1.6
126
3 196
10.8
&\SUXV
8
168
0.3
3
43
0.1
2
8
0.0
6ZHGHQ
2
82
0.1
0
-
0
-
,QGRQHVLD
23
594
1.1
5
56
0.1
0
-
)UDQFH
2
85
0.2
1
73
0.2
0
-
.XZDLW
0
-
0
-
0
-
9LHW1DP
1
105
0.2
0
-
0
-
%UD]LO
9
997
1.8
6
75
0.2
303
1.0
6SDLQ
5
132
0.2
0
-
0
-
7KDLODQG
1
9
0.0
16
301
0.6
0
-
6ZLW]HUODQG
1
54
0.1
10
451
1.0
0
-
&URDWLD
11
693
1.2
0
-
0
-
Bermuda
1 174
55 804
100.0
46 566
100.0
29 524
100.0
7RWDORIWKHFRXQWULHV
3.5
5.3
1 226
3.6
4.4
8
791
2.3
2.8
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WKHFRXQWULHV
60
Review of Maritime Transport, 2009
Table 15 (continued)
&RXQWU\RUWHUULWRU\
RIRZQHUVKLS
,VOHRI0DQ
1XPEHU
RIYHVVHOV
GZW
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7
129
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52
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31.9
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52
804
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-
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14.7
0
52
4
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%
GZW
%
-
2
164
2.6
3
10
0.2
4
57
0.5
2
152
2.4
64
1 738
31.3
952
10 499
89.9
21
768
12.2
2
3
0.1
0
-
16
2 232
35.4
87
1 988
35.7
10
80
0.7
5
58
0.9
15
54
1.0
-
1
51
0.4
0
-
0
-
203
1.4
8
28
0.2
26
346
5.5
21
84
1.5
0
-
0
-
5
640
10.1
5
65
1.2
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-
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48
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5HSXEOLFRI.RUHD
8QLWHG6WDWHV
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%
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&KLQD
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GZW
6DLQW9LQFHQWWKH
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Bermuda
+RQJ.RQJ&KLQD
'HQPDUN
46
479
3.4
21
103
0.9
8QLWHG.LQJGRP
95
5 912
41.4
10
157
1.3
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7.6
14
170
3.1
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-
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-
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5
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50
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-
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-
16
212
3.8
11
0.1
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-
25
317
5.7
-
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-
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-
6
25
0.5
0
-
0
-
0
-
1
3
0.1
17
68
1.2
0
-
4
7
0.0
41
0.3
0
-
6DXGL$UDELD
0
-
0
-
0
-
,UDQ,VODPLF5HSXEOLFRI
0
-
0
-
0
-
2
2
0.0
%HOJLXP
0
-
0
-
0
-
13
41
0.7
0DOD\VLD
0
-
0
-
0
-
0
-
8QLWHG$UDE(PLUDWHV
0
-
0
-
0
-
13
299
5.4
3
4
0.0
16
64
0.5
0
-
6
20
0.4
0
-
17
273
2.3
1
23
0.2
1
5
0.0
0
-
0
-
1HWKHUODQGV
2
7
&\SUXV
6ZHGHQ
,QGRQHVLD
)UDQFH
1
8
19
0
-
1
6
0.1
1 464
23.2
2
8
0.1
0
-
0
-
4
0.0
0
-
7
0.1
66
1.2
.XZDLW
0
-
0
-
0
-
0
-
9LHW1DP
0
-
0
-
0
-
0
-
%UD]LO
0
-
0
-
0
-
0
-
6SDLQ
0
-
0
-
0
-
0
-
7KDLODQG
0
-
0
-
0
-
0
-
6ZLW]HUODQG
0
-
305
2.6
0
-
10
125
2.3
&URDWLD
0
-
0
-
0
-
11
185
3.3
Bermuda
0
-
0
-
0
-
0
-
7RWDORIWKHFRXQWULHV
316
3HUFHQWDJHVKDUHDPRQJ
WKHFRXQWULHV
0.9
14 270 100.0
1.4
7
1 059
3.1
11 673 100.0
1.1
1
104
0.3
6 309 100.0
0.6
23
380
1.1
5 561 100.0
0.5
61
2 - Structure, Ownership and Registration of the World Fleet
Table 15 (continued)
7RWDOPDMRURSHQDQGLQWHUQDWLRQDOUHJLVWULHV
1XPEHU
RIYHVVHOV
RI
YHVVHOV
2 555
0DMRU
UHJLVWULHV
DVRIWRWDO
QDWLRQDO
FRQWUROOHGÀHHW
&RXQWU\RUWHUULWRU\
RIRZQHUVKLS
GZW
RI
GZW
19.0
143 646
24.5
56 221
173 285
82.9
-DSDQ
2 168
16.1
110 239
18.8
50 848
169 427
65.1
*UHHFH
2 524
18.7
79 751
13.6
31 597
104 954
76.0
*HUPDQ\
712
5.3
29 349
5.0
41 221
92 799
31.6
&KLQD
713
5.3
23 618
4.0
33 124
50 216
47.0
1RUZD\
372
2.8
24 248
4.1
65 183
46 623
52.0
5HSXEOLFRI.RUHD
652
4.8
23 684
4.0
36 325
39 966
59.3
8QLWHG6WDWHV
233
1.7
9 930
1.7
42 617
33 724
29.4
+RQJ.RQJ&KLQD
250
1.9
3 825
0.7
15 301
31 596
12.1
'HQPDUN
345
2.6
13 835
2.4
40 101
30 917
44.7
8QLWHG.LQJGRP
429
3.2
20 220
3.4
47 132
29 804
67.8
7DLZDQ3URYLQFHRI&KLQD
172
1.3
8 622
1.5
50 126
28 230
30.5
6LQJDSRUH
170
1.3
5 692
1.0
33 482
19 750
28.8
Italy
269
2.0
11 105
1.9
41 284
18 288
60.7
5XVVLDQ)HGHUDWLRQ
41
0.3
1 803
0.3
43 977
17 213
10.5
,QGLD
105
0.8
9 759
1.7
92 942
17 171
56.8
&DQDGD
387
2.9
7 618
1.3
19 685
15 451
49.3
7XUNH\
58
0.4
12 823
2.2
221 087
14 911
86.0
6DXGL$UDELD
106
0.8
12 368
2.1
116 676
14 561
84.9
,UDQ,VODPLF5HSXEOLFRI
49
0.4
1 208
0.2
24 659
13 447
9.0
%HOJLXP
39
0.3
453
0.1
11 608
11 559
3.9
0DOD\VLD
209
1.6
6 718
1.1
32 142
9 033
74.4
8QLWHG$UDE(PLUDWHV
155
1.2
2 996
0.5
19 330
8 405
35.7
1HWKHUODQGV
296
2.2
7 748
1.3
26 175
8 359
92.7
&\SUXV
59
0.4
2 267
0.4
38 421
7 438
30.5
6ZHGHQ
30
0.2
814
0.1
27 133
7 022
11.6
,QGRQHVLD
64
0.5
1 073
0.2
16 767
6 565
16.3
)UDQFH
12
0.1
724
0.1
60 316
6 449
11.2
.XZDLW
39
0.3
1 330
0.2
34 102
5 568
23.9
9LHW1DP
13
0.1
2 209
0.4
169 923
4 711
46.9
%UD]LO
75
0.6
1 805
0.3
24 069
4 448
40.6
6SDLQ
16
0.1
195
0.0
12 158
4 127
4.7
7KDLODQG
88
0.7
2 260
0.4
25 677
3 829
59.0
6ZLW]HUODQG
35
0.3
969
0.2
27 693
3 297
29.4
&URDWLD
22
0.2
1 948
0.3
88 557
3 228
60.4
Bermuda
13 462
100.0
586 850
100.0
43 593
1 056 368
55.6
39.8
6RXUFH:
a
55.6
$YHUDJH
YHVVHOVL]H
7RWDOQDWLRQDO
FRQWUROOHG
ÀHHW
GZW
7RWDORIWKHFRXQWULHV
3HUFHQWDJHVKDUHDPRQJ
WKHFRXQWULHV
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
6KLSVRI*7DQGDERYH
62
Review of Maritime Transport, 2009
Table 16
'HOLYHULHVRIQHZEXLOGLQJVVHOHFWHG\HDUVa
2LOWDQNHUVE
Year
'U\EXONFDUULHUVE
2WKHUVF
Total
1RRI 0LOOLRQ $YHUDJH 1RRI 0LOOLRQ $YHUDJH 1RRI 0LOOLRQ $YHUDJH 1RRI 0LOOLRQ $YHUDJH
YHVVHOV GZW
YHVVHO YHVVHOV GZW
YHVVHO YHVVHOV GZW
YHVVHO YHVVHOV GZW
YHVVHO
VL]H
VL]H
VL]H
VL]H
d
SRXUFH:
c
d
a
b
99
13
72
8
81
11
69
6
120
12
161
17
154
10
112
8
182
12
281
16
294
16
315
16
329
14
372
13
437
15
7.0
39
3.9
16
8.7
38
7.5
20
12.6
36
19.1
47
20.8
47
14.4
32
23.4
48
29.4
60
27.0
55
29.0
41
24.7
35
29.6
36
33.7
41
70 707
54 167
107 407
108 696
105 000
118 634
135 065
128 571
128 571
104 626
91 837
92 063
74 948
79 570
77 117
135
17
339
36
119
16
299
28
217
21
195
21
188
12
310
21
226
15
161
9
266
15
308
16
307
13
312
11
355
12
4.7
26
14.7
59
9.6
42
18.8
51
11.6
33
13.0
32
13.1
30
21.0
46
14.1
29
11.2
23
19.8
40
23.2
33
25.1
35
24.5
30
28.9
35
34 815
43 363
80 672
62 876
53 456
66 667
69 681
67 742
62 389
69 565
74 436
75 325
81 759
78 526
81 408
552
70
539
57
523
72
699
66
704
68
589
62
1 202
78
1 048
71
1 131
73
1 265
74
1 262
69
1 341
68
1 762
73
2 098
75
2 207
74
4.4
24
5.7
23
4.0
17
10.5
29
11.1
31
8.8
22
10.5
24
9.8
22
11.5
23
8.6
17
7.9
16
16.8
24
21.3
30
27.8
34
19.7
24
7 971
10 575
7 648
15 021
15 767
14 941
8 735
9 351
10 168
6 798
6 260
12 528
12 110
13 231
8 930
786
100
950
100
723
100
1 067
100
1 041
100
945
100
1 544
100
1 470
100
1 539
100
1 707
100
1 822
100
1 964
100
2 398
100
2 782
100
2 999
100
18.0
100
25.0
100
23.0
100
36.8
100
35.3
100
40.5
100
44.4
100
45.2
100
49.0
100
49.2
100
49.4
100
70.5
100
71.1
100
81.9
100
82.3
100
22 901
26 316
31 812
34 489
33 910
42 857
28 756
30 748
31 839
28 822
27 113
35 896
29 648
29 424
27 445
Compiled by the UNCTAD secretariat, on the basis of data from Fearnleys ReviewYDULRXVLVVXHVDQGIURP
Lloyd’s Register – Fairplay.
3HUFHQWDJHVKDUHVSHUYHVVHOW\SHDUHVKRZQLQLWDOLFV
9HVVHOVRYHUGZW
6HDJRLQJFDUJRFDUU\LQJYHVVHOVRIRYHU*7
3URYLVLRQDO
63
2 - Structure, Ownership and Registration of the World Fleet
Figure 15
'HOLYHULHVRIQHZEXLOGLQJV±
90
80
70
Million dwt
60
50
40
30
20
10
0
1997
1998
1999
2000
2001
Oil tankers
2002
2003
Dry bulk
2004
2005
2006
2007
2008
All others
6RXUFH Compiled by the UNCTAD secretariat, on the basis of data from Fearnleys ReviewYDULRXVLVVXHVDQGIURP
/OR\G¶V5HJLVWHU±)DLUSOD\6HHDOVRWKHQRWHVWRWDEOH
IXUWKHULQFUHDVHRYHUWKHSUHYLRXV\HDU¶VKLVWRULFDOUHFRUG
of 81.9 million dwt. During 2008, 2,999 cargo-carrying
FRPPHUFLDOYHVVHOVRI*7DQGDERYHZHUHGHOLYHUHG
a historical record too, and an increase of 7.8 per cent
RYHU
$V UHJDUGV WKH WRQQDJH DQG YHVVHO W\SHV LQ GHOLYHULHV RI RLO WDQNHUV RI GZW DQG DERYH
DFFRXQWHG IRU SHU FHQW RI GHOLYHUHG GZW GU\ EXON
FDUULHUVRIGZWDQGDERYHDFFRXQWHGIRUSHU
FHQW DQG RWKHU YHVVHOV DFFRXQWHG IRU SHU FHQW
the latter category included all kinds of commercial
YHVVHOVRI*7DQGDERYH$VUHJDUGVWKHQXPEHU
RIYHVVHOVSHUFHQWRIWKHYHVVHOVGHOLYHUHGLQ
EHORQJHGWRWKHFDWHJRU\RI³RWKHUYHVVHOV´DVFRPSDUHG
to 15 per cent for large oil tankers and 12 per cent for
ODUJHGU\EXONFDUULHUV,QGHOLYHULHVRIRLOWDQNHUV
UHDFKHGDKLVWRULFDOUHFRUGLQWHUPVRIYHVVHOQXPEHUV
XQLWVRIGZWDQGDERYHDQGDOVRLQWHUPV
RI GHOLYHUHG GHDG ZHLJKW WRQQDJH PLOOLRQ GZW
7KHUHZHUHGU\EXONFDUULHUVGHOLYHUHGLQZLWK
a combined tonnage of 28.9 million dwt. The number
RIRWKHUYHVVHOW\SHVGHOLYHUHG±LQFOXGLQJFDUFDUULHUV
container ships, LNG tankers and general cargo ships –
reached 2,207 units in 2008, with a combined tonnage
of 19.7 million dwt.
'HPROLWLRQRIVKLSV
Although the economic crisis led to a plummeting of
demand for steel, and therefore also a slump in prices
for old ships, the sale of tonnage for demolition still
LQFUHDVHG GUDPDWLFDOO\ 7KH RYHUVXSSO\ RI YHVVHO
capacity was such that shipowners were willing to sell
WKHLUROGHUWRQQDJHHYHQDWYHU\ORZSULFHV
'XULQJWKHODVWWKUHHPRQWKVRIYHVVHOVZHUH
UHSRUWHG WR KDYH OHIW WKH PDUNHW WR EH GHPROLVKHG
WKH FXPXODWLYH WRWDO RI WKH GHPROLWLRQV ZLOO SHUPLW
the recycling of more than 1.7 million tons of metal.
64
Review of Maritime Transport, 2009
'XULQJ WKLV SHULRG VKLSEUHDNLQJ \DUGV LQ ,QGLD ZLWK
YHVVHOVSHUFHQWWREHGHPROLVKHGZHUHDKHDG
RI %DQJODGHVK ZKLFK KDG YHVVHOV SHU FHQW
IROORZHG E\ &KLQD ZLWK YHVVHOV SHU FHQW DQG
3DNLVWDQZLWKYHVVHOVSHUFHQW%DQJODGHVKLVKLS
EUHDNLQJ\DUGVSUHIHUWREX\KLJKWRQQDJHYHVVHOVLQ
WKLVVHQVH%DQJODGHVKZDVDKHDGLQZLWKDWRWDO
of 810,000 tons of metal to be recycled, compared to
,QGLDZLWKWRQV9
'XULQJWKH¿UVWIRXUPRQWKVRIVKLSVZHUH
reported sold for demolition. This compares with a total
RIGXULQJWKHZKROHRI,QGHDGZHLJKWWHUPV
more was scrapped in the four months to April 2009
than in any of the three years between 2005 and 2007.
The total amount scrapped in the period from January
to April 2009 was some 2.9m light displacement tons
OGW$W DQ DYHUDJH SULFH RI SHU OGW WKDW ZRXOG
HTXDWHWRDQDJJUHJDWHYDOXHRIQHDUO\PLOOLRQ10 ,Q
October 2009, it was forecasted that 1,200 ships would
be demolished during 2009.11
/RRNLQJ DW YHVVHOV RI GZW DQG DERYH WKH \HDU
2008 saw a surge in the demolition of dry bulk carriers
PLOOLRQGZW±WKHKLJKHVWOHYHOVLQFH'HPROLWLRQ
of large oil tankers increased too, from 2.2 million dwt in
2007 to 3.6 million dwt in 2008 (table 17).
$VWKHZRUOGÀHHWJHWVROGHUDQGQHZEXLOGLQJVDUH
EXLOW WR ODVW ORQJHU WKH DYHUDJH DJH RI EURNHQXS
VKLSVLQFUHDVHVWRRLQWKHORQJHUWHUP%HWZHHQ
DQGWKHDYHUDJHDJHRIEURNHQXSRLOWDQNHUV
LQFUHDVHGIURP\HDUVWR\HDUVWKHDYHUDJH
age of broken-up dry bulk carriers increased from
WR \HDUV WKH DYHUDJH DJH RI EURNHQXS
container ships increased from 25.5 to 29.1 years,
DQGWKHDYHUDJHDJHRIEURNHQXSJHQHUDOFDUJRVKLSV
LQFUHDVHGIURPWR\HDUVVHHWDEOH,Q
WLPHVRIHFRQRPLFGRZQWXUQKRZHYHUWKHOLNHOLKRRG
of older tonnage being demolished increases, and
WKH DYHUDJH DJH RI RLO WDQNHUV FRQWDLQHU VKLSV DQG
general cargo ships decreased slightly between 2007
and 2008.
7RQQDJHRQRUGHU
:LWKKLVWRULFDOO\KLJKGHPDQGIRUVKLSSLQJFDSDFLW\
until mid-2008, especially for key commodities
such as iron ore, grains and coal, the shipping
industry responded by ordering new tonnage. Until
6HSWHPEHUWKHWRWDOWRQQDJHRQRUGHUZDVVWLOO
increasing, with more than half of the tonnage on order
LQWKHGU\EXONVHFWRU6LQFHWKHHQGRIKRZHYHU
QHZ RUGHUV KDYH SUDFWLFDOO\ FRPH WR D VWDQGVWLOO
especially in container shipping.
Table 17
7RQQDJHUHSRUWHGVROGIRUEUHDNLQJE\YHVVHOW\SH±
PLOOLRQVRIGZWDQGSHUFHQWDJHVKDUHV
<HDUV
0LOOLRQGZW
7DQNHUVa &RPELQHG %XON
FDUULHUVa FDUULHUVa
7RWDODV
3HUFHQWDJHVKDUH
SHUHQWDJH
2WKHUV Total
7DQNHUVa &RPELQHG %XON 2WKHUV Total
RIZRUOG
FDUULHUVa FDUULHUVa
ÀHHW
3.1
22.2
2.7
60.9
4.3
20.8
14.0 100.0
13.5
1.0
4.6
15.7
0.8
8.1
3.2
27.8
3.4
56.5
2.7
29.1
11.7
100.0
18.1
1.6
5.9
4.9
30.5
3.6
59.3
5.2
19.3
16.1
100.0
18.4
0.5
3.3
3.4
25.6
3.0
71.9
2.0
12.9
13.3
100.0
7.8
0.5
0.5
1.8
10.6
1.2
73.6
4.7
4.7
17.0
100.0
4.5
-
0.9
0.9
6.3
0.7
71.4
-
14.3
14.3
100.0
2.7
0.2
1.3
1.8
6.0
0.6
45.0
3.3
21.7
30.0
100.0
2.2
-
0.1
1.9
4.0
0.4
50.0
-
2.5
47.5
100.0
3.6
-
3.1
1.3
8.0
0.7
45.0
-
38.8
16.3
100.0
SRXUFHV: Compiled by the UNCTAD secretariat, on the basis of data from Fearnleys ReviewYDULRXVLVVXHVDQGIURP
Lloyd’s Register – Fairplay.
a
9HVVHOVRYHUGZW
2 - Structure, Ownership and Registration of the World Fleet
Table 18
$YHUDJHDJHRIEURNHQXSVKLSVE\W\SHWRa
Year
7DQNHUV
28.2
26.2
26.9
28.0
28.3
29.3
29.5
31.5
30.0
31.4
31.1
Dry
&RQWDLQHU
EXON
VKLSV
FDUULHUV
25.2
25.5
25.0
24.8
25.9
25.7
26.7
26.9
26.6
26.0
26.5
25.5
27.3
30.5
28.1
30.6
28.9
28.1
29.1
29.6
30.6
29.1
*HQHUDO
FDUJR
VKLSV
26.7
26.7
27.3
27.4
28.2
29.3
32.9
31.9
32.3
34.9
33.6
6RXUFH:
Compiled by the UNCTAD secretariat, on the
basis of data from the Shipping Statistics and
Market ReviewSURGXFHGE\WKH,QVWLWXWHRI
6KLSSLQJ(FRQRPLFVDQG/RJLVWLFV9ROXPH
QR±WDEOH
6KLSVRI*7DQGRYHU
a
7RQQDJHRQRUGHUDVSHU0DUFKFRQVLVWHGRI
289.8 million dwt of dry bulk carriers (52.5 per cent
of the world total dwt on order), 130.8 million dwt of
oil tankers (23.7 per cent), 13.4 million dwt of general
FDUJRYHVVHOVSHUFHQWPLOOLRQGZWRIFRQWDLQHU
ships (11.9 per cent) and 48.1 million dwt of other
YHVVHOW\SHVSHUFHQW7KHWRWDOWRQQDJHRQRUGHU
VWRRG DW YHVVHOV ZLWK D FRPELQHG FDSDFLW\ RI
551.7 million dwt (see table 19). Figure 16 illustrates
WKHGHYHORSPHQWRIWKHPDLQYHVVHOW\SHVRYHUWKHODVW
eight years.
$OOYHVVHOW\SHVUHDFKHGDSHDNLQGHPDQGEHWZHHQWKH
PLGGOHRIDQGWKHHQGRI,QWHUPVRIYHVVHO
QXPEHUV FRQWDLQHU VKLSV UHDFKHG WKHLU SHDN ¿UVW DW
WKHHQGRIIROORZHGE\RWKHUVKLSVLQWKH¿UVW
quarter of 2008), tankers (in the third quarter of 2008),
and, most recently, bulk carriers and general cargo
VKLSV DW WKH HQG RI %HWZHHQ 'HFHPEHU DQG0DUFKWKHRUGHUERRNGHFOLQHGIRUDOOYHVVHO
W\SHV7KHWRWDOWRQQDJHRQRUGHULQ0DUFKVWRRG
at 551.7 million dwt, which was still 5.5 per cent higher
than a year earlier, but was down 6.1 per cent from the
SHDNRIPLOOLRQGZWLQ6HSWHPEHU
65
3ULFHVRIQHZEXLOGLQJVDQGVHFRQGKDQG
WRQQDJH
1HZEXLOGLQJ SULFHV IRU DOO YHVVHO W\SHV SOXPPHWHG
GXULQJWKH¿UVWTXDUWHURI&RPSDULQJHQGRI\HDU
¿JXUHVSULFHVIRUQHZEXLOGLQJVRIGU\EXONFDUULHUV/3*
tankers and container ships were highest in 2007, while
most new tankers and general cargo ships were more
H[SHQVLYHLQ7KHVWURQJHVWGHFOLQHVEHWZHHQWKH
peak prices and the prices in April 2009 were recorded
for dry bulk carriers and container ships, while prices
IRU /1* DQG /3* WDQNHUV KDYH EHHQ UHODWLYHO\ PRUH
stable (table 20). LNG tankers had already experienced
DSULFHGHFOLQHLQSUHYLRXV\HDUVGXHWRDQRYHUVXSSO\RI
tonnage, as demand grew more slowly than had initially
EHHQSODQQHGZKHQWKHRSHQLQJRIVHYHUDOQHZJDV¿HOGV
was delayed.
7KH PRVW H[SHQVLYH QHZ VKLSV FRQWLQXH WR EH /1*
FDUULHUV ZKLFK LQ$SULO FRVW PLOOLRQ ±
HTXLYDOHQW WR SHU FXELF PHWUH 3ULFHV SHU GZW
GHSHQG KHDYLO\ RQ VKLS VL]HV LPSO\LQJ VLJQLILFDQW
HFRQRPLHV RI VFDOH$W WKH SULFH SHU GZW RQ D
300,000 dwt tanker is only 46 per cent of the price per
GZW RQ D GZW WDQNHU ,Q WKH FDVH RI GU\ EXON
FDUULHUVWKHSULFHSHUGZWRQDGZWYHVVHOLV
ZKLFKUHSUHVHQWVWZRWKLUGVRIWKHSULFHSHUGZW
RQDGZWYHVVHODQGLVWKHORZHVWSULFHSHUGZWRI
DOOVKLSW\SHVLQWKHWDEOH,QWKHFDVHRIFRQWDLQHUVKLSV
it is interesting to note that the price per TEU on the
largest 12,500 TEU ships is not lower than on the smaller
7(8VKLSV$VPRVWUHFHQWQHZRUGHUVKDYHEHHQ
for the largest container ships, which compete with large
dry and liquid bulk carriers for space at the shipyards,
WKHLUSULFHSHU7(8KDVUHPDLQHGUHODWLYHO\KLJKHU
3ULFHVIRUVHFRQGKDQGWRQQDJHÀXFWXDWHPRUHWKDQSULFHV
IRUQHZEXLOGLQJV7KHODWWHUKDYHDKLJKHUÀRRUSULFH
ZKLFKLVGHWHUPLQHGE\WKHYDULDEOHSURGXFWLRQFRVWV
ZKLOHWKHÀRRUSULFHIRUVHFRQGKDQGWRQQDJHLVJLYHQ
E\VFUDSSULFHV%HWZHHQDQGSULFHVIRU¿YH
year-old dry bulk carriers had surged more than sixfold,
UHDFKLQJOHYHOVWKDWZHUHLQIDFWVLJQL¿FDQWO\KLJKHUWKDQ
the corresponding newbuilding prices (see tables 20
DQG,QWKHHFRQRPLFGRZQWXUQVHFRQGKDQGSULFHV
KDYHSOXPPHWHGHYHQPRUHWKDQWKHQHZEXLOGLQJSULFHV
$WWKHHQGRID¿YH\HDUROGGU\EXONFDUULHURI
170,000 dwt was 47 per cent cheaper than a newbuilding,
DQGD¿YH\HDUROGGZWWDQNHUFRVWSHUFHQW
OHVVWKDQWKHFRUUHVSRQGLQJQHZEXLOGLQJ%HWZHHQWKH
end of 2007 and the end of 2008, second-hand prices for
tankers went down by between 15 and 20 per cent, and
66
Review of Maritime Transport, 2009
Table 19
:RUOGWRQQDJHRQRUGHU±a
%HJLQQLQJRIPRQWK
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
3HUFHQWDJHRIWRWDO
0DUFK
7DQNHUV
%XONFDUULHUV
*HQHUDOFDUJRVKLSV
GZW
6KLSV
$YHUDJH
YHVVHO
VL]H
GZW
GZW
6KLSV
$YHUDJH
YHVVHO
VL]H
GZW
GZW
6KLSV
$YHUDJH
YHVVHO
VL]H
GZW
40 328
44 361
45 123
48 386
51 894
47 836
49 564
47 774
47 591
50 284
55 771
57 856
61 123
62 096
66 652
66 969
71 563
68 667
70 520
68 741
70 847
83 385
93 277
106 912
118 008
120 819
122 429
124 758
124 845
128 128
142 333
151 423
140 504
130 777
284
319
339
381
399
404
425
431
488
515
540
580
631
615
649
661
701
679
686
693
724
791
887
987
1 078
1 113
1 107
1 149
1 134
1 139
1 202
1 245
1 154
1 088
142 001
139 061
133 105
126 998
130 060
118 405
116 622
110 845
97 523
97 639
103 279
99 752
96 867
100 969
102 699
101 314
102 087
101 129
102 799
99 193
97 855
105 417
105 160
108 321
109 470
108 553
110 595
108 580
110 093
112 492
118 413
121 625
121 754
120 200
31 208
27 221
26 103
21 944
22 184
19 027
18 132
18 869
28 641
32 019
33 408
41 499
46 732
48 761
50 545
52 768
62 051
63 404
65 326
63 495
66 614
63 829
69 055
73 226
79 364
100 256
143 795
183 574
221 808
243 600
262 452
288 959
292 837
289 763
486
439
400
337
353
300
283
283
391
441
455
575
640
671
696
703
796
792
801
788
805
784
859
898
988
1 204
1 657
2 137
2 573
2 804
3 009
3 316
3 347
3 303
64 214
62 007
65 258
65 115
62 845
63 425
64 069
66 676
73 251
72 605
73 425
72 172
73 019
72 670
72 623
75 061
77 953
80 055
81 556
80 578
82 750
81 415
80 390
81 543
80 328
83 269
86 781
85 903
86 206
86 876
87 222
87 141
87 492
87 727
3 966
3 963
4 154
3 967
3 826
3 758
3 932
3 979
2 832
2 958
2 592
2 841
3 068
3 021
2 838
2 921
3 306
3 312
4 079
4 777
5 088
5 798
7 370
7 602
8 004
9 561
10 782
12 042
13 360
15 097
15 911
16 787
17 849
17 439
446
441
419
393
372
357
353
369
257
263
250
269
295
312
317
323
370
388
456
521
584
634
683
715
737
843
885
956
1 035
1 195
1 255
1 332
1 374
1 363
8 892
8 986
9 914
10 094
10 286
10 525
11 139
10 782
11 018
11 249
10 368
10 562
10 400
9 683
8 954
9 043
8 935
8 536
8 945
9 170
8 712
9 145
10 791
10 632
10 860
11 342
12 184
12 597
12 908
12 633
12 678
12 603
12 991
12 795
23.7
9.9
52.5
30.0
3.2
12.4
67
2 - Structure, Ownership and Registration of the World Fleet
Table 19 (continued)
&RQWDLQHUYHVVHOV
2WKHUVKLSV
%HJLQQLQJRIPRQWK
Total
GZW
6KLSV
$YHUDJH
YHVVHO
VL]H
GZW
GZW
6KLSV
$YHUDJH
YHVVHO
VL]H
GZW
GZW
6KLSV
$YHUDJH
YHVVHO
VL]H
GZW
16 140
17 350
18 393
16 943
16 550
14 476
14 793
14 509
13 000
16 281
18 296
27 216
30 974
35 840
38 566
41 172
43 904
49 624
53 605
52 378
50 856
49 749
53 876
54 676
51 717
55 144
63 063
76 804
78 348
78 042
76 388
74 090
69 593
65 610
394
435
441
413
393
355
362
338
296
326
367
503
580
658
724
808
880
1 006
1 101
1 132
1 124
1 130
1 185
1 199
1 143
1 229
1 305
1 412
1 435
1 419
1 352
1 322
1 209
1 121
40 964
39 884
41 708
41 025
42 111
40 776
40 865
42 927
43 919
49 943
49 853
54 107
53 403
54 468
53 268
50 956
49 891
49 328
48 688
46 271
45 245
44 026
45 465
45 601
45 247
44 869
48 324
54 394
54 598
54 998
56 500
56 044
57 563
58 528
8 870
10 154
11 790
12 181
13 501
12 839
15 415
15 342
16 174
16 199
17 085
18 062
19 277
20 068
22 833
24 368
27 361
27 328
29 884
31 209
33 147
36 750
39 768
42 322
45 612
49 245
52 382
56 767
56 947
58 304
57 574
56 563
52 088
48 131
1 087
1 132
1 138
1 153
1 201
1 200
1 324
1 292
1 386
1 365
1 367
1 484
1 492
1 520
1 682
1 714
1 898
1 940
2 002
2 158
2 285
2 373
2 522
2 714
2 962
3 327
3 562
3 864
3 876
4 174
4 302
4 442
4 256
4 117
8 160
8 970
10 360
10 564
11 242
10 700
11 643
11 875
11 669
11 868
12 498
12 171
12 920
13 203
13 575
14 217
14 416
14 087
14 927
14 462
14 506
15 487
15 768
15 594
15 399
14 802
14 706
14 691
14 692
13 968
13 383
12 734
12 239
11 691
100 513
103 048
105 563
103 421
107 955
97 936
101 836
100 473
108 238
117 742
127 152
147 475
161 174
169 786
181 434
188 198
208 185
212 335
223 414
220 600
226 551
239 512
263 347
284 738
302 706
335 025
392 451
453 945
495 309
523 171
554 657
587 823
572 871
551 720
2 697
2 766
2 737
2 677
2 718
2 616
2 747
2 713
2 818
2 910
2 979
3 411
3 638
3 776
4 068
4 209
4 645
4 805
5 046
5 292
5 522
5 712
6 136
6 513
6 908
7 716
8 516
9 518
10 053
10 731
11 120
11 657
11 340
10 992
37 268
37 255
38 569
38 633
39 719
37 437
37 072
37 034
38 409
40 461
42 683
43 235
44 303
44 965
44 600
44 713
44 819
44 190
44 275
41 686
41 027
41 931
42 918
43 718
43 820
43 420
46 084
47 693
49 270
48 753
49 879
50 427
50 518
50 193
11.9
10.2
8.7
37.5
100.0
100.0
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
-XQH
6HSWHPEHU
'HFHPEHU
0DUFK
3HUFHQWDJHRIWRWDO
0DUFK
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
6KLSVRI*7DQGDERYH
a
68
Review of Maritime Transport, 2009
Figure 16
:RUOGWRQQDJHRQRUGHU±a
Thousand deadweight tonnes
350 000
300 000
Dry bulk
250 000
200 000
150 000
Oil tankers
100 000
Container ships
50 000
12/2000
03/2001
06/2001
09/2001
12/2001
03/2002
06/2002
09/2002
12/2002
03/2003
06/2003
09/2003
12/2003
03/2004
06/2004
09/2004
12/2004
03/2005
06/2005
09/2005
12/2005
03/2006
06/2006
09/2006
12/2006
03/2007
06/2007
09/2007
12/2007
03/2008
06/2008
09/2008
12/2008
03/2009
General cargo
0
6RXUFH:
Compiled by the UNCTAD secretariat, on the basis of data supplied by Lloyd’s Register – Fairplay.
6KLSVRI*7DQGDERYH
a
second-hand prices for dry bulk carriers went down by
between 67 and 71 per cent.
VXEVWDQWLDOFRQWDLQHUWUDI¿FYROXPHVDQGVKLSEXLOGLQJ
\DUGVLVVHWWREHDPRQJWKHFRXQWULHVPRVWVHYHUHO\
affected by the economic crisis.12
$GMXVWLQJWRWKHHFRQRPLFFULVLV
6HYHUDO GHYHORSLQJ DQG WUDQVLWLRQ HFRQRPLHV ZLOO EH
VHYHUHO\ LPSDFWHG E\ WKH GRZQWXUQ LQ GHPDQG IRU
VKLSSLQJ VHUYLFHV 6KLSEXLOGLQJ FRXQWULHV VXFK DV WKH
5HSXEOLFRI.RUHD&KLQDDQG9LHW1DPZLOOEHDEUXSWO\
affected by cancellations of existing orders and the drying
up of new orders. The strongest impacts will probably
EHRQWKRVHHFRQRPLHVWKDWDOVRKDYHFRQWURORYHUODUJH
ÀHHWV7KHWRS¿YHVKLSRZQLQJGHYHORSLQJHFRQRPLHV
DUH &KLQD +RQJ .RQJ &KLQD 7DLZDQ 3URYLQFH
RI &KLQD WKH 5HSXEOLF RI .RUHD DQG 6LQJDSRUH VHH
DOVRWDEOH7DNLQJLQWRDFFRXQWFRQWDLQHUL]HGGU\
bulk and tanker tonnage, these three economies control
DURXQGSHUFHQWRIWKHZRUOG¶VPHUFKDQWÀHHW7KH
5HSXEOLFRI.RUHDLQSDUWLFXODUZLWKLWVODUJHÀHHWRIGU\
bulk carriers, container ships and oil tankers, as well as
The supply of maritime transport capacity can only
VORZO\ DGMXVW WR FKDQJHV LQ GHPDQG %HWZHHQ WKH
RUGHULQJRIDQHZYHVVHODQGLWVGHOLYHU\WZRWRWKUHH
years may pass. As long as demand is high, shipowners
WHQG WR RUGHU QHZ YHVVHOV LQ VSLWH RI HDUO\ ZDUQLQJV
WKDW HYHQ LI GHPDQG FRQWLQXHV WR JURZ WKH VXUJH LQ
QHZWRQQDJHZLOOLQYDULDEO\OHDGWRDQRYHUVXSSO\RI
WRQQDJH(YHQZLWKRXWWKHFXUUHQWHFRQRPLFFULVLVWKH
tonnage that entered the market in 2007 and 2008 plus
WKHWRQQDJHVFKHGXOHGWREHGHOLYHUHGLQDQG
E\WKHZRUOG¶VVKLS\DUGVZRXOGLQDQ\FDVHKDYHOHGWR
DQRYHUVXSSO\RIWRQQDJHDQGDFRUUHVSRQGLQJGHFOLQH
LQYHVVHOSULFHV
,QWKHFDVHRIFRQWDLQHUVKLSVIRUH[DPSOHWKHGHOLYHU\
RISUHYLRXVO\RUGHUHGWRQQDJHLVIRUHFDVWWROHDGWRDQ
69
2 - Structure, Ownership and Registration of the World Fleet
Table 20
Representative newbuilding prices in selected years
(millions of dollars, end-of-year figures)
Type and size of vessela
1985 1990 1995 2000 2005 2006 2007 2008 April Percentage Percentage
2009
change
change
2008/ 2007 April 09/
Dec. 08
11
24
25
20
28
31
39
36
29
-7.7
-19.4
45,000 dwt dry bulk carrier
72,000 dwt dry bulk carrier
14
32
29
23
35
40
54
42
37
-22.2
-11.9
170,000 dwt dry bulk carrier
27
45
40
40
59
70
97
89
72
-8.2
-19.1
45,000 dwt tanker
18
29
34
29
43
47
52
48
42
-7.7
-12.5
110,000 dwt tanker
22
42
43
41
58
81
72
76
65
5.6
-14.5
300,000 dwt tanker
47
90
85
76
120
130
145
151
130
4.1
-13.9
200
225
245
165
205
220
220
245
235
11.4
-4.1
78,000 m3 LPG
44
78
68
60
89
92
93
90
85
-3.2
-5.6
20,000 dwt general cargo
12
24
21
19
18
24
25
40
30
60.0
-25.0
2,500 TEU full container ship
26
52
50
35
42
46
66
n.a.
n.a.
n.a.
n.a.
4,000 TEU full container ship
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
130
70
48
-46.2
-31.4
8,000 TEU full container ship
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
160
130
110
-18.8
-15.4
12,500 TEU full container ship n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
n.a.
165
150
n.a.
-9.1
150,000 m3 LNG
Source: Compiled by the UNCTAD secretariat, on the basis of data from Lloyd’s Shipping Economist, various issues.
a
Note: Vessel sizes refer to the years 2005–2009 and do not always coincide completely in the case of earlier
years.
Table 21
Second-hand prices for five-year-old ships, 2000–2008
(millions of dollars, end-of-year figures)
Type and size of
vessel
2000
2001
2002
2003
2004
2005
2006
2007
2008
Percentage
change
2008/2007
40,000 dwt tankers
27.00
25.50
24.00
28.00
40.00
45.00
47.50
50.00
42.50
-15.0
95,000 dwt tankers
39.00
33.00
30.00
38.00
57.00
59.50
66.00
68.00
57.40
-15.6
150,000 dwt tankers
50.00
43.00
42.00
48.00
74.00
76.00
85.00
95.00
76.00
-20.0
300,000 dwt tankers
71.00
60.00
53.00
75.00 107.00 108.00 121.00 130.00 110.00
-15.4
52,000 dwt
dry bulk carrier
15.00
12.00
15.00
20.50
30.00
26.50
40.50
75.50
25.00
-66.9
70,000 dwt dry
bulk carrier
16.00
13.50
17.00
28.00
41.00
30.00
46.00
91.50
27.00
-70.5
170,000 dwt
dry bulk carrier
25.00
25.00
29.00
46.00
65.00
58.00
81.00 152.00
47.00
-69.1
Source: Compiled by the UNCTAD secretariat, on the basis of data supplied by Fearnleys Review, various issues.
70
Review of Maritime Transport, 2009
DQQXDOÀHHWJURZWKRISHUFHQWRYHUWKHQH[W¿YH FDUULHUVVLQFH'HFHPEHUIRUURURYHVVHOVVLQFH
\HDUV0RVWRIWKHJURZWKLVRQDFFRXQWRIVKLSVODUJHU 1RYHPEHUDQGIRUFRQWDLQHUVKLSVVLQFH2FWREHU
WKDQ7(8LIDOORUGHUVDUHFRQ¿UPHGVHHDOVRWKH ,Q 0DUFK RQH QHZ RUGHU IRU D FUXGH RLO
discussion on adjustment to the economic crisis), this tanker was reported.17
YHVVHOVL]HUDQJHZRXOGJURZE\DVWDJJHULQJSHUFHQW
per year until the end of 2013.13,QVSLWHRIWKHSOXQJH /RRNLQJDWVKLSEXLOGLQJLQGHYHORSLQJFRXQWULHVWKH¿UVW
LQ GHPDQG GHOLYHULHV IRU WKH QH[W ¿YH \HDUV DUH WKXV half of 2009 yielded hardly any newbuilding contracts
H[SHFWHGWRHTXDORURXWSDFHGHOLYHULHVLQWKHUHFRUG\HDU LQWKH5HSXEOLFRI.RUHD,QSDUWLFXODU+\XQGDL+HDY\
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WR DURXQG SHU FHQW RI WKH FXUUHQW ÀHHW 8WLOL]DWLRQ ,QGXVWULHV KDG MXVW D VLQJOH RUGHU IRU DQ /1* WDQNHU
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forecast to decline during the next years up to 2012,
as delayed liquefaction projects come on stream.14 The 'HPROLWLRQV
FXUUHQWRUGHUERRNRIGU\EXONYHVVHOVVWDQGVDWSHU
FHQW RI WKH H[LVWLQJ ÀHHW15 Charter and freight rates 6RPHDQDO\VWVH[SHFWVKLSVFUDSSLQJWREHRQHRIWKH
VHHFKDSWHUDQGYHVVHOSULFHVVHHWDEOHVDQG IHZVKLSSLQJUHODWHGEXVLQHVVHVWKDWPD\EHQH¿WIURP
UHDFW LPPHGLDWHO\ WR D FKDQJH LQ WKH GHPDQGVXSSO\ the economic crisis: “The ship-recycling industry is now
EDODQFH7KHVXSSO\RIFDSDFLW\KRZHYHUUHDFWVPXFK experiencing its largest growth period in history, after the
PRUHVORZO\*LYHQWKHVWLOOJURZLQJWUDQVSRUWFDSDFLW\ ¿QDQFLDOFULVLVVDZUDWHVIRUPDQ\YHVVHOW\SHVFROODSVH
DV QHZ VKLSV FRQWLQXH WR EH GHOLYHUHG E\ WKH ZRUOG¶V :LWK D WKUHHIROG LQFUHDVH LQ VKLSVFUDSSLQJ H[SHFWHG
VKLS\DUGVWKHLQGXVWU\KDV¿YHZD\VWRDGMXVWWKHVXSSO\ globally this year, and more than 1,000 ships destined
for the breakers’ yards, there are
to a decline in demand. Firstly, it may
now fears that existing yards cannot
VWRSRUGHULQJQHZWRQQDJH6HFRQGO\ «WKHGHPROLWLRQRIH[LVWLQJ
LW PD\ GHPROLVK YHVVHOV 7KLUGO\ LW WRQQDJHZLOOQRWEHHQRXJKWR handle the workload.”19 +RZHYHU
the demolition of existing tonnage
may, to some extent, terminate orders FRPSHQVDWHIRUWKHGRZQWXUQ
will not be enough to compensate
DW WKH VKLS\DUGV )RXUWKO\ YHVVHOV LQGHPDQGDQGIRUWKHQHZ
for the downturn in demand and for
may slow steam, thus reducing the WRQQDJHWKDWLVVWLOOOHDYLQJ
WKHQHZWRQQDJHWKDWLVVWLOOOHDYLQJ
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the world’s shipyards. Prices for
H[LVWLQJÀHHW$QG¿QDOO\WKHLQGXVWU\
VFUDSPHWDODUHFXUUHQWO\YHU\ORZ
may temporarily withdraw existing
DQGPDQ\YHVVHORZQHUVSUHIHUWRKROGRQDQGOD\RII
WRQQDJHIURPVHUYLFH
their ships, hoping for better times to come. Demolition
GXULQJWKH¿UVW¿YHPRQWKVRIDPRXQWHGWRRQO\
Withholding of new orders
SHUFHQWRIWKHZRUOGÀHHWVWLOOEHORZWKHGHPROLWLRQ
2UGHUVRIQHZVKLSVKDYHSUDFWLFDOO\FRPHWRDVWDQGVWLOO OHYHOVRIWKH±SHULRG20
,Q0DUFKRQO\QHZRUGHUVIRUVKLSVODUJHUWKDQ
1,000 GT were recorded – a further reduction from the 7HUPLQDWLRQDQGUHVFKHGXOLQJRIRUGHUV
DOUHDG\ORZ¿JXUHRIQHZFRQWUDFWVLQ-DQXDU\
7KHDQQXDOL]HGDYHUDJHZDVHVWLPDWHGDWFRQWUDFWV 6LQFHWKHEHJLQQLQJRIWKHHFRQRPLFFULVLVQXPHURXV
which was 96 per cent below the peak of new orders RUGHUVDWWKHZRUOG¶VVKLS\DUGVKDYHEHHQFDQFHOOHG
in July 2007. The global order book itself contained 7KHVSHFLDOL]HGSUHVVUHSRUWVD³GHDUWKRIQHZRUGHUV
10,341 ships larger than 1,000 GT as of 7 April 2009 (…), with the renegotiation of existing contracts
± GRZQ RQ WKH SUHYLRXV PRQWK ± IROORZLQJ WKH now taking up more time for shipbuilders than new
YLUWXDODEVHQFHRIDQ\FRQWUDFWLQJDFWLYLW\16 Looking at enquiries.”21$FWLYLW\LQWKHFRQWDLQHUVKLSQHZEXLOGLQJ
GLIIHUHQWYHVVHOW\SHVQHZRUGHUVIRUGU\EXONFDUULHUVLQ market focuses “primarily on the restructuring of the
0DUFKZHUHDWWKHLUORZHVWOHYHOVLQFHDQG existing order book, as possible cancellations and
new orders for general cargo ships were at their lowest renegotiations of existing deals become an increasing
UHFRUGHGOHYHOVLQFHWKHV7KHUHKDYHEHHQQRQHZ issue, and yards are yet to fully address their pricing
RUGHUVIRUYHKLFOHFDUULHUVVLQFH)HEUXDU\IRU/3* ideas. (…) One change that is becoming apparent
71
2 - Structure, Ownership and Registration of the World Fleet
since the beginning of the year is that yards seem to
be becoming more sympathetic to owners’ problems,
DV WKH\ EHJLQ WR UHDOL]H WKDW D SURDFWLYH DSSURDFK WR
VROYLQJWKHVHLVVXHVFRXOGSUHYHQWWKHPIURPEHFRPLQJ
problems for the yard.”22
One example of the renegotiation of a newbuilding
FRQWUDFW LQYROYHV D IRXUYHVVHO RUGHU E\ D (XURSHDQ
EDVHGVKLSRZQHUDWD&KLQHVHIDFLOLW\WKHDPHQGHGRUGHU
UHGXFHVWKHFRQWUDFWWRWKUHHYHVVHOVDQGFDOOVIRUDGHOD\
LQWKHGHOLYHU\RIWZRRIWKHUHPDLQLQJXQLWVE\DURXQG
three months. An Athens-based company has disclosed
GHWDLOVRIWKHVL[PRQWKGHOD\LQWKHGHOLYHU\RIQHZ
container ships that it has on order in China and the
5HSXEOLFRI.RUHD$&DQDGLDQFRPSDQ\KDVFRQ¿UPHG
that it has entered into an option agreement to delay the
GHOLYHU\RIVKLSVLQLWVQHZEXLOGLQJEDFNORJ$GU\
FDUJRFRPSDQ\IURPWKH5HSXEOLFRI.RUHDLVUHSRUWHG
WR KDYH FDQFHOOHG DQ RUGHU IRU HLJKW EXON FDUULHUV RI
37,000 dwt in China.23 Table 22 describes in the detail the
situation of newbuilding contract terminations towards
WKHPLGGOHRI,QWRWDOEHWZHHQ-DQXDU\DQG
the middle of 2009, there were 440 deductions recorded
from the current order book, including failed orders,
contractual cancellations, and delays and terminations
by mutual agreement.
6LQFHHDUO\WKHUHKDYHEHHQIDLOHGFRQWUDFWV
7KHVHUHIHUWRVLJQHGFRQWUDFWVWKDWKDYHIDLOHGWREHFRPH
HIIHFWLYH7KH\DOVRLQFOXGHWHUPLQDWHGRUGHUVbetween
Table 22
1HZEXLOGLQJFRQWUDFWWHUPLQDWLRQVa
FRPSHQVDWHGJURVVWRQV&*7DQGQXPEHUVRIYHVVHOVb c
<HDURI )DLOHG
GHOLYHU\ FRQWUDFWV
(IIHFWLYHFRQWUDFWV
&DQFHOOHGFRQWUDFWV
5HPDLQHG 5HPRYHG
7HUPLQDWHGE\
PXWXDODJUHHPHQW
Total
Total
'HGXFWLRQDV
GHGXFWLRQ RUGHUERRN DSHUFHQWDJH
SULRUWR
RIRUGHU
GHGXFWLRQV
ERRN
5HPDLQHG
5HPRYHG
23 454
(1)
-
635 211
(31)
722 994
2 117 261
(142)
3 088 112
41 147 183
(2 235)
55 406 702
5.15%
6.35%
5.57%
(34)
(154)
(2 628)
5.86%
2 490 121
(119)
476 316
42 452 134
(1 827)
14 085 154
5.87%
6.51%
3.38%
1 094 445
(71)
2 317 092
14 377
(1)
-
387 605
(40)
48 026
(113)
-
(-7)
2 079 747
(91)
313,336
-
-
-
48 026
(7)
18 621
-
362 348
(21)
144 359
(14)
-
(2)
-
(8)
(24)
(554)
4.33%
-
-
-
-
-
-
-
-
23 615
(1)
-
23 615
(1)
-
0.92%
0.95%
0%
0%
5 804 620
14 377
502 278
23 454
1 888 527
8 195 425
(289)
(1)
(56)
(1)
(95)
(440)
2 572 057
(105)
464,153
(15)
156 127
383
(7 364)
Total
5.25%
5.98%
6RXUFH :RUOG\DUGVFRPDYDLODEOHDWKWWSZZZZRUOG\DUGVFRP-XQH
a
Recorded between 1 January 2008 and 12 June 2009.
b
&RPSHQVDWHGJURVVWRQVDUHDPHDVXUHPHQWRIVKLSEXLOGLQJYROXPHV7KHJURVVWRQV*7DUHDGMXVWHGIRU
GLIIHUHQWYHVVHOW\SHVDQGVKLSVL]HV)RUGHWDLOHGFDOFXODWLRQVVHH2(&'³&RPSHQVDWHGJURVVWRQ
&*7V\VWHP´DYDLODEOHDWKWWSZZZRHFGRUJGDWDRHFGSGI
c
1XPEHURIYHVVHOVLQEUDFNHWV
72
Review of Maritime Transport, 2009
shipbuilders and shipowning companies which are
controlled by the same ultimate interests. During
the same period, there were 56 cancelled orders,
LHHIIHFWLYHFRQWUDFWVWKDWZHUHFDQFHOOHGOHJLWLPDWHO\
RU DEDQGRQHG E\ ZD\ RI GHIDXOWV ,Q RQH FDVH WKH
shipyard decided to continue with construction in
spite of the cancellation from the shipowner. Ninety¿YH RUGHUV ZHUH WHUPLQDWHG E\ PXWXDO DJUHHPHQW
These resulted from an agreement between buyer
DQG VKLS\DUG WR QHJDWH DQ HIIHFWLYH VKLSEXLOGLQJ
FRQWUDFW HVSHFLDOO\ FRQWUDFWV IRU GHOLYHU\ LQ WKH
distant future. The buyers would normally agree to
pay the shipbuilders some compensation. Among
the contracts terminated by mutual agreement, there
was one case where the shipyard decided to continue
with construction in spite of the cancellation by the
buyer.
:KLOHVKLSRZQHUV¶ODZ\HUVWU\WR¿QGFODXVHVWKDWDOORZ
for the termination of orders without penalty, shipyards’
lawyers work hard to make sure that companies that
KDYHRUGHUHGQHZYHVVHOVVWLFNWRWKHLUFRPPLWPHQWV,Q
the long term, there is a common interest between both
SDUWLHVWRUHGXFHWKHYRODWLOLW\RIWKHVKLSEXLOGLQJF\FOH
ERWKVLGHVVKRXOGDLPDERYHDOODWSRVWSRQLQJH[LVWLQJ
RUGHUV6RIDUGXULQJWKHPRQWKVWRPLGD
WRWDO RI RUGHUV KDYH EHHQ GHOD\HG RU SRVWSRQHG
by mutual agreement, including 59 orders for tankers
(corresponding to 3.0 million dwt), 72 orders for dry
bulk carriers (9.5 million dwt), 94 orders for container
VKLSV7(8DQGRUGHUVIRURWKHUYHVVHO
W\SHV,QWRWDOWKLVFRUUHVSRQGVWRSHUFHQWRIWKH
existing order book.24
6ORZVWHDPLQJDQGRWKHUIRUPVRIUHGXFLQJWKH
HIIHFWLYHVXSSO\
5HGXFLQJWKHVHUYLFHVSHHGRIYHVVHOVKDVWZRSRVLWLYH
impacts. Firstly, it helps to reduce emissions of
greenhouse gases, and secondly, it absorbs some of the
H[LVWLQJVKLSSLQJRYHUFDSDFLW\,WKDVEHHQHVWLPDWHG
that “owners could cope with up to 10–15 per cent
RYHUFDSDFLW\ WKURXJK VORZ VWHDPLQJ´25 +RZHYHU
VORZ VWHDPLQJ KDV REYLRXV QHJDWLYH VLGHHIIHFWV ±
DERYH DOO RQ WKH VSHHG RI VHUYLFH EXW DOVR RQ WKH
shipboard machinery and other components, which
are designed for higher speeds and suffer from higher
ZHDUDQGWHDULIQRWXWLOL]HGRSWLPDOO\,QWKHFDVHRI
VRPHYHVVHOW\SHVVKLSVFDQEHXWLOL]HGIRUVWRUDJH
e.g. car carriers or tankers, but this, too, is only a
WHPSRUDU\VROXWLRQWRRYHUVXSSO\
:LWKGUDZDOIURPVHUYLFH
$VUHJDUGVWKHLGOHFRQWDLQHUVKLSÀHHWYHVVHOV
were reported as idle by the end of April 2009. The
LGOH ÀHHW VWDQGV DW PLOOLRQ 7(8 UHSUHVHQWLQJ
SHU FHQW RI WKH FDSDFLW\ ,Q SDUWLFXODU QRQ
RSHUDWLQJRZQHUV¿QGWKHPVHOYHVREOLJHGWROD\XS
VKLSV8QOLNHRSHUDWLQJRZQHUVWKH\KDYHQRZD\WR
employ their ships if no charterers are found.26 Laidup dry bulk tonnage increased by 73 per cent between
0DUFKDQG0DUFK27
The following chapter will examine the supply and
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ENDNOTES
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about the white lists and black lists of port state control regimes, such as the Paris and Tokyo memorandums of
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1
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3
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2 - Structure, Ownership and Registration of the World Fleet
73
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always as clear-cut as it appears when two different company names are reported.
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6RXUFH: Lloyd’s List.0D\1RWHWKDWWKHQXPEHURIYHVVHOVUHSRUWHGDVGHPROLVKHGE\GLIIHUHQWVRXUFHVGRHV
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11
Lloyd’s List. 30 October 2009.
12
81&7$'7UDQVSRUW1HZVOHWWHUQR¿UVWTXDUWHU
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Fairplay Shipping Weekly0D\
14
Lloyd’s List. 30 April 2009.
15
&ODUNVRQ'U\%XON7UDGH2XWORRN. April 2009.
16
Fairplay Shipping Weekly. 23 April 2009.
17
Fairplay Shipping Weekly. 2 July 2009.
18
Fairplay Shipping Weekly. 30 April 2009.
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Lloyd’s List1RYHPEHU
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:RUOG\DUGVFRPDYDLODEOHDWKWWSZZZZRUOG\DUGVFRP-XQH
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Fairplay Shipping Weekly0D\
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Container Intelligence Monthly0DUFK
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Fairplay Shipping Weekly0D\
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26
Data from Alphaliner, as reported by Containerisation International Online0D\
27
&ODUNVRQ'U\%XON7UDGH2XWORRN. April 2009.