Third IMO Greenhouse Gas Study 2014

262 Third IMO GHG Study 2014
Container ships 1
Figure 39: Productivity of dry bulk carriers measured in thousand tonne-miles
(five main dry bulks) per dwt (all bulk carriers), 1970–2013
In the period 1999–2013, the productivity of container ships (see Figure 40) reached a maximum in 2005 with
53,000 tonne-miles per dwt – the supply side could probably only satisfy the high demand by sailing at high
speeds and at high cargo load factors. The order placed for container ships in these years and the following
economic downturn can explain the decrease of the productivity until 2009. The 2012 productivity amounts
to 39,000 tonne-miles per dwt and is higher than the 2009 productivity of 37,000 tonne-miles per dwt.
Liquefied gas ships
In the period 1999–2013, the productivity of the liquefied gas tankers (see Figure 40) fluctuated between
22,000 and 30,000 tonne-miles per dwt and was thus less volatile than the productivity of the other ship
types. In 2012, the productivity amounted to 24,000 tonne-miles per dwt.
1 The productivity of container ships is determined on the basis of tonne-miles data as published by UNCTAD in the Review of
Maritime Transport. If the tonne-miles data has been determined by applying a default container weight factor to TEU-miles data,
which is our understanding of the UNCTAD data, then it can be concluded that the development of the container ship tonne-miles as
used in the emissions projection model is the same as the development in terms of TEU-miles.