Maritime Trade and Transport - HWWI

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Development of maritime world trade by goods and ton-miles Fig. 9 Growth rates 1985- 1990- 1995- 2000- 1985- 1995per Year in % 1990 1995 2000 2005 2005 2005 Crude oil 9.3 2.9 2.5 1.9 4.1 2.2 Oil products 6.3 4.5 1.4 3.5 3.9 2.4 Iron ore 3.1 2.9 2.2 8.4 4.1 5.2 Coal 4.7 3.3 2.9 4.3 3.8 3.6 Grain 1.3 1.6 1.4 2.2 1.6 1.8 Bauxite and alumina 4.3 ‒ 1.0 1.3 3.6 2.0 2.4 Other goods 3.2 4.7 5.6 5.1 4.6 5.4 Total 5.5 3.4 3.2 4.0 4.0 3.6 A breakdown of seaborne world trade (in tons) by region and sector shows that crude oil deliveries were primarily unloaded in Asia-Pacific (36.5% in 2004), North America (30%) and Europe (24.4%), while the countries in the Middle East, as expected, exported the largest amounts of crude oil. Approximately 50% of the worldwide crude oil exports came from this region in 2004. Africa accounted for 17.7%, Central and South America for 14.5%, and CIS for 7.0% of the crude oil. 15 Iron ore was primarily shipped from South America (37.0%) and Australia (34.9%) to China (32.1%), Japan (23.8%), and Europe (19.5%). Australia also led in coal exports (33.9%), followed by China (12.8%) and the Commonwealth of Independent States (11.1%). Japan (27.1%) and the other Far Eastern countries (27.8%) were the most im - 15 See UNCTAD (2005b). Maritime world trade by regions and tons, 2004 Fig. 10 Loaded goods Unloaded goods in mn t in % in mn t in % Africa 579.3 8.6% 250.2 3.7% Asia/Pacific 2,116.0 31.3% 2,862.7 42.2% Europe 1183.8 17.5% 2,034.3 30.0% CIS 347.7 5.1% 80.2 1.2% Central/South America 913.5 13.5% 378.6 5.6% Middle East 1083.5 16.0% 147.7 2.2% North America 534.5 7.9% 1,033.4 15.2% World 6,758.3 100.0% 6,787.1 100.0% Berenberg Bank · HWWI: Strategy 2030 · No. 4 Source: ISL (2006). Source: UNCTAD (2005b). 25
portant customers for coal in 2004. The primary suppliers of grain in 2004 were the USA with 45.6%, South America with 22.5%, and Australia with 10.4%. Here, too, the largest amount was shipped to countries in the Far East (41.1%). 16 The expansion of seaborne trade went hand in hand with a commensurate growth in the world merchant fleet. Both the number of ships and their loading capacity increased notably over time (see Fig. 11). The largest share of the fleet – in regard to both load capacity (gross tonnage, GT) and deadweight tonnage (dwt) – fell to bulk carriers. In addition to special ships (petroleum tankers, natural gas tankers, refrigerated cargo vessels, etc.), ships that can be used for two or three different purposes are becoming increasingly numerous (e.g. combined oil/ore freighters). This also applies to container ships, for which high growth rates have been noted as well. If the ships are grouped according to the nationality of their owners, the figures reflect the fact that in 2005 the Greek shipping companies had the largest share (14.6%) in capacity (both in GT and DWT) of the world merchant fleet. 17 They were followed by the shipping companies in Japan (13.1%), Germany (7.0%), the USA (6.0%), China (5.9%) and Norway (5.3%). In container ships, the German shipping companies had the largest share (31.4%) of the TEU capacity. They were followed at a distance by the Japanese, Danish and Taiwanese shipping companies. A large proportion of the ships do not go to sea under their home maritime flags, for reasons of cost. More than half of the world merchant fleet tonnage is regis - tered in countries with an open registry (e.g. Panama). This applies to more or less all types of vessels worldwide. 16 See ISL (2006). 17 As at January 1, 2005. See VDR (2005) and the sources cited there. Development of the world merchant fleet Number of ships Capacity in in thousands 1,000 GT 110 700.000 100 600.000 90 500.000 80 400.000 70 300.000 60 200.000 50 100.000 40 1970 1975 1980 1985 1990 1995 2000 2004 0 Fig. 11 Source: Lloyd’s Register Fairplay, quoted in VSM (2005). 26 Berenberg Bank · HWWI: Strategy 2030 · No. 4 World merchant fleet capacity Number of ships
Page 1 and 2: Hamburgisches WeltWirtschafts Insti
Page 3 and 4: »Berenberg Bank · HWWI: Strategy
Page 5 and 6: Contents Part A 7 Summary Part A 8
Page 7 and 8: 5.2.5 Shipyards and shipbuilding na
Page 9 and 10: Summary Global economic development
Page 11 and 12: and have consistently modernized an
Page 13 and 14: The leading exporters and importers
Page 15 and 16: The three core regions also play a
Page 17 and 18: The USA continues to be the most im
Page 19 and 20: Whereas Ricardian foreign trade the
Page 21 and 22: y the European Union are the Euro-M
Page 23 and 24: Box 1 Advantages and disadvantages
Page 25: eached 1.6% annually between 1985 a
Page 29 and 30: The various regions of the world ar
Page 31 and 32: Intra-EU trade by mode of transport
Page 33 and 34: 3.3. Determinants of maritime trade
Page 35 and 36: Annual growth rate in seaborne worl
Page 37 and 38: 4. Maritime trade and port economic
Page 39 and 40: Shares of individual shipping areas
Page 41 and 42: 2004 amounted in Wilhelmshaven to 9
Page 43 and 44: of total goods handling in Le Havre
Page 45 and 46: Shares of total goods handling of t
Page 47 and 48: 4.3 Hubs and feeder transport in Eu
Page 49 and 50: The top 10 of the world’s largest
Page 51 and 52: The Taiwanese port of Kaohsiung44 i
Page 53 and 54: areas. Its location on the Elbe, ho
Page 55 and 56: Modal split in container handling t
Page 57 and 58: Generally speaking, it should be as
Page 59 and 60: Box 5 education and research polici
Page 61 and 62: 5. HWWI forecast 5.1 World trade Th
Page 63 and 64: has grown much more than trade volu
Page 65 and 66: ences. Whereas the annual growth ra
Page 67 and 68: 5.3.1 Basic scenario For the basic
Page 70 and 71: Part B Perspectives of maritime tra
Page 72 and 73: Among the various modes of transpor
Page 74 and 75: 1.3 The symptoms: Delays at ports f
Page 76 and 77:
2. The macroeconomic significance o
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Parking aids and cruise controls ar
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Using the findings of the HWWI as a
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In the PRC, as in Europe, the futur
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slipped down to a lower middle-clas
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4. Reorganization of the logistics
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In the long term, however, the mark
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Fuijan (located opposite Taiwan) fo
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Hapag Lloyd, Hanjin (South Korea) -
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The mood can become significantly o
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The second method, using larger shi
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completely or transferred to smalle
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Since the large capesize freighters
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(1,719 ships) were ordered at the b
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The result: Peak Oil will ultimatel
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LNG tankers - Elite class with pote
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dern technologies, and a productive
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Europe’s shipbuilding opportuniti
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first time in 2007. Series producti
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6.1.2 Comparing modes of transport:
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The highest growth rates in air fre
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Growth in shares of modes of transp
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Crossing Paths at the Port of Hambu
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should especially benefit the share
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6.2.2 Harmonizing and privatizing t
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6.2.4 Support for intermodal networ
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6.3.2 Many roads lead to Rome: New
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7. Financing transport infrastructu
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300 250 200 150 100 50 frastructure
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The traditional chronology accordin
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frastructure program involving priv
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World potential for private partici
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250 200 150 100 50 7.3.2 Investment
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Transport infrastructure sectors Fi
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Hafen Hamburg (November 1, 2005) ww
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Maritime Trade and Transport - HWWI

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