MnrAq

Annex 7 277
Table 44 – Distribution of LPG fleet, end of 2011 (nine size categories)
Capacity range (m 3 )
Share
Up to 999 5%
1,000–1,999 23%
2,000–4,999 27%
5,000–9,999 18%
10,000–19,999 5%
20,000–39,999 10%
40,000–59,999 2%
60,000–99,999 12%
100,000–+ 0%
Source: OPEC (2012)
About 70% of these ships had thus a capacity of less than 10,000 m 3 . Regarding the other ships, about 15%
fell respectively into each of the ranges 10,000–39,999 m 3 and 40,000–99,999 m 3 . None of the ships had a
capacity above 100,000 m 3 .
Table 45 gives the distribution of LPG carriers over the three ship size classes differentiated in the emissions
inventory and emissions projection.
Table 45 – Distribution of 2012 LPG fleet in terms of numbers
(three size categories)
Capacity range (m 3 )
Share
0–49,000 87%
50,000–199,999 13%
200,000–+ 0%
About 87% of LPG carriers fell in the first size category (0–49,000 m 3 ), whereas 13% fell in the second size
category (50,000–199,999 m 3 ). Since there were no ships with a capacity of 100,000 m 3 or above, no ships
fell in the third category.
According to Platts (2013), the average size of very large gas carrier (VLGC) new builds has risen to around
84,000 m 3 from 82,000 m 3 in the 2000s. Assuming that this growth trend continues in the future, there will
still be no LPG ships with a capacity of 200,000 m 3 in 2050.
Regarding the other two size categories, it is plausible to assume that the share of larger ships (second size
category) will increase until 2050.
The second size category mainly comprises VLGCs. While VLGCs currently primarily navigate the long routes
from countries in the Middle East region to Asia and from West Africa to the United States and Europe (Danish
Ship Finance, 2014), VLGCs could play an important role in 2050 in trade between the United States and Asia.
Asian buyers, according to BIMCO (2013), are keen to purchase the volumes of LNG and LPG about to be
processed for export at plants along the US Gulf Coast, and large gas carriers directed through the Panama
Canal will enable them to realize the benefits of economies of scale and reduced voyage lengths.
Currently, some smaller VLGCs could use the Panama Canal, whereas all VLGCs will be able to transit the
new locks (BIMCO, 2013).
Table 46 summarizes expected development to 2050.