Review of Maritime Transport 2010 - Unctad

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150 busiest seaports In 2009, the 10 busiest ports in the world handled 155 million TEU, approximately 41 per cent of the total world throughput. Of the 10 busiest ports, 9 are located in Asia (see table 7.4). The top five container ports over the last four years have been (1) Singapore; (2) Shanghai; (3) Hong Kong, China; (4) Shenzhen; and (5) Busan; which altogether handled approximately 102 million TEU in 2009. Within Asia, these ports handled over 60 per cent of the Asian throughput. 18 Container throughput in South-East Asia grew on average by 3.6 per cent per year from 2000 until 2008. Since the Review of Maritime Transport last reported on the subregion in 2007, ports in Malaysia, the Republic of Korea, Singapore, Sri Lanka and Thailand have grown considerably. Thai ports have been gaining momentum, growing at a pace of 9.5 per cent per year from 2000 to 2008 and registering a growth of 11.23 per cent in 2006– 2007, mainly thanks to the developments in the port of Laem Chabang. Laem Chabang grew from a low level Table 7.4. World’s 10 busiest ports Review of MaRitiMe tRanspoRt 2010 in the 1990s, to 2.1 million TEU in 2000, and then to 5.1 million TEU in 2008, declining to 4.6 million TEU in 2009, handling almost 80 per cent of Thailand’s total container trade. 19 The port of Singapore is a major transhipment hub for countries within the region exporting to the United States and Europe. Although estimates show a year-on-year throughput decline of 14 per cent in 2009, Singapore still registers the largest container throughput and ranks at the top of the busiest ports worldwide. 20 In East Asia, China’s container throughput is now more than six times larger than that of Japan. Among the four ports gaining rank since 2006, three are located in China: Guangzhou, Ningbo and Qingdao (see tables 7.4–7.6 for details of the main winners and losers). Guangzhou recorded 1.4 million TEU in 2000, which went up to a remarkable 11 million TEU in 2008 and stabilized at that level in 2009 in spite of the financial crisis. Qingdao increased from 2.1 million TEU in 2000 to 10.3 million TEU in 2008, stabilizing at this level in 2009. Ningbo recorded a dramatic increase between 2000 and 2008 – rising from 0.9 to 11.2 million TEU – World ranking Port name Country Trade region Total TEU in 2009 2009 2008 2007 2006 1 1 1 1 Singapore Singapore South–East Asia 25 866 400 2 2 2 3 Shanghai China East Asia 25 002 000 3 3 3 2 Hong Kong Hong Kong, China East Asia 20 983 000 4 4 4 4 Shenzhen China East Asia 18 250 100 5 5 5 5 Busan Republic of Korea East Asia 11 954 861 6 8 12 15 Guangzhou China East Asia 11 190 000 7 6 7 8 Dubai United Arab Emirates West Asia 11 124 082 8 7 11 13 Ningbo China East Asia 10 502 800 9 10 10 11 Qingdao China East Asia 10 260 000 10 9 6 7 Rotterdam Netherlands Europe 9 743 290 Source: : UNCTAD secretariat, based on data from Containerisation Online, accessed May 2010. Table 7.5. Ports previously in the top 10 that have lost rank since 2006 Country Region World ranking 2009 2008 2007 2006 Rotterdam Netherlands Europe 10 9 6 7 Hamburg Germany Europe 16 11 9 9 Los Angeles United States North America 16 16 13 10 Source: : UNCTAD secretariat based on data from Containerisation Online, accessed May 2010.
CHapteR 7: Review of ReGionaL DeveLopMents in asia anD tHe paCifiC 151 Table 7.6. Ports that have gained rank since 2006 Country Region World ranking 2009 2008 2007 2006 Guangzhou China East Asia 6 8 12 15 Dubai United Arab Emirates West Asia 7 6 7 8 Ningbo China East Asia 8 7 11 13 Qingdao China East Asia 9 10 10 11 Source: : UNCTAD secretariat based on data from Containerisation Online, accessed May 2010. and then dropping to 10.5 million TEU in 2009. Similarly, container throughput for the Republic of Korea grew rapidly in the 2000–2008 period, averaging 8.6 per cent per year, and recording a high of 10 per cent growth in 2006–2007 (table 7.7). In 2009, however, the throughput contracted to 11.9 million TEU, having stood at 13.4 million TEU in 2008. In South Asia, container throughput has almost tripled since 2000, however it is still negligible when compared to other Asian subregions – especially East Asia, where the throughput is 10 times higher than in South Asia. Interestingly, the port of Dubai in Western Asia registered a container throughput of 6.4 million TEU in 2004, rising to 11.1 million TEU in 2009. The port of Dubai is among the 10 busiest ports in the world, and the only port in Western Asia that has ranked at that level for the past four years. Iranian ports have registered very fast growth in recent years, with a yearly growth rate averaging 21 per cent in the 2000–2008 period. India and Bangladesh have followed, with growth rates averaging 13.5 per cent and 10.3 per cent respectively during the same period. However, substantial contractions year on year were recorded for Indian ports in 2006–2007 (by 15 per cent). The latest available data for Pakistani ports records significant growth, averaging 15 per cent from 2000 to 2006, and then slowing down to a yearly growth rate of 9 per cent in 2006–2007. 21 Major shipping lines Asian liner shipping companies lead the world containership market. Fifteen out of the 21 busiest liner shipping companies are located in Asia, notably in China, in Taiwan Province of China, and in Singapore. Table 7.8 lists these top 15 shipping companies. Taken together, these companies operate about 40 per cent of the existing TEU carrying capacity. Since the Review of Maritime Transport reported in 2004 on maritime transport services in Asia, some important developments have taken place. Table 7.8 compares recent data with data from 2004, and shows that among the companies gaining rank are APL, COSCO, MOL, Yang Ming Marine, Hyundai, PIL, UASC, and Wan Hai Lines. Among these companies, the growth in TEU capacity is at double or more (the percentage change is almost 100 per cent, or more). UASC tops the list in growth of TEU capacity, with a 160 per cent change in 2010 when compared to 2004, followed by COSCO (115 per cent) and APL (106 per cent). Regarding the number of containerships, the companies that gained rank in 2010 compared to 2004 were APL, Evergreen, COSCO, MOL, Yang Ming Marine, Hyundai, PIL, UASC and Wan Hai (see table 7.8). These companies have seen their number of ships increase by between 30 and 70 per cent in 2010. Their orders have also increased, by between 20 and 70 per cent. d. tHE ASIAN FLEEt Table 7.9 provides details on the Asian fleet by flag of registration and type of vessel, while table 7.10 gives a breakdown of growth in the merchant fleet for 32 selected Asian countries. Mongolia and Saudi Arabia experienced the largest increases in their merchant fleet in the period from 2007 to 2010, with an impressive 89 per cent in three years. Viet Nam recorded a 72 per cent increase. Increases were also recorded – to a lesser extent – by Bangladesh (58 per cent increase) and Bahrain (50 per cent increase). Countries that recorded significant contractions were the Islamic Republic of Iran (-85 per cent or 7,620 vessels), the Lao People’s Democratic Republic and Myanmar
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United nations ConferenCe on trade
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ii NOTE Review of MARitiMe tRANspoR
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CoNteNts ACKNOWLEDGEMENTS The Revie
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CoNteNts 7. Review of regional deve
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CoNteNts 7.4. World’s 10 busiest
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CoNteNts ABBREvIATIONS AND EXPLANAT
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List of AbbReviAtioNs rta regional
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Vessel groupings used in the Review
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exeCUtive sUMMARy Freight rates 200
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2 A. World economic SituAtion And P
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4 - were surpassing the pre-crisis
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6 Table 1.2. Growth in the volume a
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8 remaining single-hull tankers, ev
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10 Table 1.4. World seaborne trade
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12 Review of MaRitiMe tRanspoRt 201
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18 goods are mainly carried by cont
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20 Figure 1.6. Global container tra
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22 accounting for more than 50.0 pe
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26 per cent). Nevertheless, coal re
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28 information, see, for example, h
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30 a. structure of the world fleet
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32 carrying capacity of the 14,770
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34 Container production and leasing
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36 Table 2.5. Age distribution of t
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42 c. reGIstratIoN of shIPs 1. flag
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48 Country or territory of ownershi
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50 built 33 ships, mostly specializ
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52 Figure 2.9. Average age of broke
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54 Table 2.12. World tonnage on ord
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56 Figure 2.11 . World tonnage on o
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58 for operators. The world’s lar
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60 A notable exception to this has
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3 PRODUCTIVITY OF THE WORLD FLEET,
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CHapteR 3: pRoDUCtivitY of tHe woRL
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74 Introduction to freight rates Th
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76 Figure 4.1. Tanker freight marke
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78 in 2009 equated to approximately
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80 exporter, with an expected marke
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82 amounted to 32,594,000 tons in J
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84 Table 4.3. Dry cargo freight ind
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86 Table 4.4. Container ship time c
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88 Table 4.5. Freight rates (market
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90 Figure 4.6 . Quarterly average l
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94 A. port developments Container p
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98 Table 5.3. Average LSCI rankings
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Page 132 and 133: 114 Table 5.13. Extent of physical
Page 134 and 135: 116 endnotes Review of MaRitiMe tRa
Page 136 and 137: 118 A. LEGAL ISSUES AND REGULATORY
Page 138 and 139: 120 Index (EEDI) and on the Energy
Page 140 and 141: 122 (ii) Another proposal, which hi
Page 142 and 143: 124 basic approval to a further eig
Page 144 and 145: 126 Businesses that are awarded the
Page 146 and 147: 128 unanticipated delays resulting
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Page 150 and 151: 132 more than 65 international labo
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Page 160 and 161: 142 A. ECONOMIC SItuAtION ANd PrOSP
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