Useful Economic and Financial Indicators with Links: Page 4 |
PAGE 4: Shipping indices and Shipping industry | |
Country | Ships | in thousands of TEUs | in million dwt | TEUs share | |
---|---|---|---|---|---|
First | Germany | 1742 ships | 4514 | 58.9 | 35.2% |
Second | Japan | 317 ships | 1139 | 14.5 | 8.9% |
Third | Denmark | 243 ships | 1075 | 15.0 | 8.4% |
4th | China | 313 ships | 696 | 9.4 | 5.4% |
5th | Republic of China | 197 ships | 633 | 8.0 | 4.9% |
6th | Greece | 188 ships | 612 | 8.2 | 4.8% |
7th | Singapore | 170 ships | 400 | 5.4 | 3.1% |
8th | France | 86 ships | 382 | 4.7 | 3.0% |
9th | South Korea | 127 vessels | 329 | 4.4 | 2.6% |
10th | Hong Kong | 57 ships | 246 | 3.0 | 1.9% |
Other | 1229 ships | 2792 | 37.5 | 21.8% |
For a detailed and recent review of maritime transport see the
Review of Maritime Transport published by UNCTAD (United Nations
Conference on Trade and Development):
http://www.unctad.org/Templates/Startpage.asp?intItemID=2614
(from the UNCTAD official webpage): "The Review of Maritime
Transport is one of UNCTAD's flagship publications, published annually since
1968. It reports on the worldwide evolution of shipping, ports and multimodal
transport related to the major traffics of liquid bulk, dry bulk and containers.
Every issue provides:
-Tonnage loaded in world ports and developments of the world merchant fleet;
- Major events affecting sea transport of crude oil, oil products, iron ore,
coal, grain, bauxite/alumina and rock phosphate;
- Indexes and average freight rates for major traffics and routes;
- Total freight costs by country groups;
- Port developments;
- Trade and transport efficiency developments;
- Review of transport developments in one region.
A number of tables containing information such as the top 20 container carriers
and the top 20 world container ports are also provided, together with
statistical annexes of country fleet size by major ship categories."
I report below the nice introduction published on http://www.container-transportation.com/shipping-indices.html:, which gives a very good compact view on shipping indices and their interpretation:
"
SHIPPING INDICES:
How do we
know the current situation
of shipping market?
Well, shipping
indices can effectively help us
assess the market status. Is
market doing good or bad?
Is it going up or
down? Some reliable indicators
can help us to
answer our
questions. A pretty simple
rule is:
increasing indices suggests
better markets, and vice versa.
As a shipping carrier (like
shiping lines or NVOCC),
you are likely to
keep abreast
of changes in
shipping market. To another
extent, shippers,
international traders and
other shipping-related
parties: forwarders,
port operators
also care for these market
indicators, because the
numbers may
affects directly to
their organizations
expenses and revenue.
BALTIC DRY INDEX:
In maritime shipping world, people are usually quite familiar with
Baltic Dry Index
(BDI), which reflects the cost of chartering (hiring) vessels for
transporting major raw materials. The index covers dry bulk and tanker, but
not container market... (I report more on BDI
below)
CONTAINER SHPPING INDICES:
In container shipping segment, theres no such a unified index to use
thoroughly as BDI. In other words, therere many indices reflecting
container transport market at the same time. Usually, large consultant or
broker companies compile their own indices. Therere 2 types using in
container shipping industry: freight rate and charter rate
indices. I list main indices below.
Charter rate indexes include:
- Clarkson - Howe Robinson Index
- Harpex
- Maersk Broker Container Index
- Braemar BOXi Index
- Containership Time Charter Assessment Index
(now known as Old Contex
index)
-
New Contex index (this substituted the previous one)
Freight rate indexes include:
- China Containerized Freight Index
- Shanghai Containerized Freight Index
- Drewry Container Freight Rate Index, published weekly on the JoC's By
The Numbers page. This reports on the spot market (read: the rates that
ocean carriers give to NVOCCs). If you follow it regularly, it gives you a
pretty good idea of what the rate trends are. Combined with other
information such as volume trends and economic forecasts, it can provide
insights not only on trends, but on how people in the industry think and
act.
"
The Baltic
Exchange is the world's only independent source of maritime market
information for the trading and settlement of physical and derivative contracts.
Its international community of over 550 members encompasses the majority of
world shipping interests and commits to a code of business conduct overseen by
the Baltic.
The exchange publishes six daily indices:
The exchange also provides forward curves, dry cargo
fixture list, daily news and settlement data. See the official
Baltic Exchange Webpage as well as
Wikipedia for more
details.
The Baltic Dry Index (BDI) is a number issued daily by the London-based Baltic
Exchange. Not restricted to Baltic Sea countries, the index tracks worldwide
international shipping prices of various dry bulk cargoes. The index provides
"...an assessment of the price of moving the major raw materials by sea. Taking
in 26 shipping routes measured on a timecharter and voyage basis, the index
covers Handymax, Panamax, and Capesize dry bulk carriers carrying a range of
commodities including coal, iron ore and grain.(from the official Baltic
Exchange web page)".
Every working day, a panel of international shipbrokers submits their view of current freight cost on various routes to the Baltic Exchange. The routes are meant to be representative, i.e. large enough in volume to matter for the overall market. These rate assessments are then weigthed together to create both the overall BDI and the sizespecific Supramax, Panamax, , Capesize and Handysize indices. See Wikipedia and Wikinvest for more details.
Index |
type |
vessel size |
cargo |
BCI |
bulk carrier |
172,000 dwt |
iron ore, coal |
BPI |
bulk carrier |
74,000 dwt |
coal, grain |
BSI |
bulk carrier |
52,000 dwt |
grain, fertilizer, coal etc. |
BHSI |
bulk carrier |
28,000 dwt |
steel, fertilizer, grain etc. |
BDTI |
tanker |
105-300,000 dwt |
crude oil |
BCTI |
tanker |
22-75,000 dwt |
oil products |
BLPG |
gas tanker |
57,000 cbm |
LPG, butane, methane |
Palm Oil |
veg oil tanker |
47,000 dwt |
palm oil |
ConTex |
container vessel |
1100-2500 teu |
container |
HAX |
container vessel |
299-3400 teu |
container |
SCFI |
container |
20' container |
containerised goods |
(Note 1: Deadweight tonnage -often abbreviated as DWT for
deadweight tonnes- is the displacement at any loaded condition minus the
lightship weight. It includes the crew, passengers, cargo, fuel, water, and
stores. It is often expressed in long tons or in metric tons. See
"Tonnage" in Wikipedia fore
more details.
Note 2: The twenty-foot equivalent unit (often TEU or teu) is an inexact unit of cargo capacity often used to describe the capacity of container ships and container terminals. It is based on the volume of a 20-foot-long (6.1 m) intermodal container, a standard-sized metal box which can be easily transferred between different modes of transportation, such as ships, trains and trucks. See Wikipedia for details.
Note 3: cbm in this case stands for cubic meter.)
BALTIC DRY INDEXES: CHARTS
Baltic Capesize Index Baltic Panamax Index Baltic Supramax IndexFor the latest quotes and some interactive charts about the BDI and other Baltic Exchange daily indexes see http://navigatemag.ru/indices
The first place where the latest Baltic Dry indices are reported for free is here.
The Howe Robinson Container Index (HRCI) represents the
container market charter rates (cost of renting a ship for a day) and is
published by the broker company Howe Robinson & Co. Ltd based in London. The
company was founded in 1883 and is considered one of the world's largest
independent brokerage firms for container ships and bulk carriers . Howe
Robinson & Co. Ltd. is a member of the Baltic Exchange in London. A total of 14 classes
of ships, from feeder ships (510 TEUs ) to Panamax (4,300 TEU)
are considered . Based on the individual indices for each class, an
overall index then is created. More information at the
German
wikipedia and
ShippingWiki.com.
Data at the Korea Maritime
Institute (KMI)
Data from
the Korea Shipowners' Association (KSA)
Data and chart from the
Korea Shipping Gazette (KSG)
Data from Carsten Rehder
Data and chart at
Lloyd's List
Chart at Ocean Partners
Shipping
(From Bloomberg:) The New ConTex is a Container Ship Time Charter Assessment Index. It is a company-independent index which is calculated as an equivalent weight of percentage change from six ConTex assessments, which are for the classes of Type 1100 TEU, Type 1700 TEU, Type 2500 TEU, Type 2700, Type 3500 and Type 4250. The index starting point is 1000. New ConTex is compiled by a group of international operating brokers and is updated twice a week. The data source is Vereinigung Hamburger Schiffsmakler und Schiffsagenten e.V. (VHSS), the Hamburg Shipbroker's Association. As of May 11 2010, the ConTex index expanded to include new size ranges (Type 2700, Type 3500 and Type 4250) and was renamed New ConTex.
New
Contex Index (link from Bloomberg)
The Harpex index is computed by the ship broker Harper Petersen & Co based. in Hamburg. It was originally developed in 2004 and was revised in 2011 to update and improve the method of its calculation to better represent the current container charter market. Based on the new methodology,the index is reported each calendar week, and is now based on rate assessments taken from the following seven classes of ships:
Index |
Loading capacity in TEUs |
Capacity in dwt |
Cargo gear |
Speed in knots |
---|---|---|---|---|
Class 1 | 700 | 8400 | no | 17 |
Class 2 | 1100 | 14 000 | yes | 19 |
Class 3 | 1700 | 22 000 | yes | 19 |
Class 4 | 2500 | 34 000 | yes | 22 |
Class 5 | 2700 | 37 000 | no | 22 |
Class 6 | 3500 | 42 000 | no | 22 |
Class 7 | 4250 | 50 000 | no | 23 |
More detailed information can be found at the Harper Petersen 's website or at the German Wikipedia.
(chart from Harper and Petersen)
Braemar Seascope is one of the largest chartering and sale
and purchase shipbroking companies in the world. Its researchers develop
extensive databases and use a comprehensive variety of shipping information to
measure and model forecast commodities, trade and the supply and demand for
tonnage and commodities. It also offers a wide range of indices which cover the
whole maritime market (including the
Braemar BOXi Index).
See its
Market Information
(chart from
Braemar Seascope)
(chart from
Braemar Seascope)
(chart from
Braemar Seascope)
(chart from Braemar Seascope)
(from ChineseShipping.com.cn)
"II. Freight Information Collection and Panelists
The freight information for SCFI compilation is reported by
CCFI panelists, including liner companies, shippers and freight forwarding
agents. All member panelists are world-renowned
enterprises or
firms with outstanding performances and fame in certain
fields. At present, 15 panelists of liner companies and 17 panelists of
shippers/freight forwarders provide the freight information. The detailed
name
list is as follows:
Panelists of liner companies (in the alphabetic order of English
abbreviations): CMA-CGM, COSCO, CSCL, HANJIN, HASCO, HLAG, JINJIANG, K-LINE,
MAERSK, MOL, NYK, OOCL, PIL,
SINOTRANS and SITC.
Panelists of shippers/ freight forwarders (in the alphabetic order of
English): COSCO Logistics (Shanghai) , JHJ International Transportation Co.,
Ltd. , Orient International Logistics (Holding) Co., Ltd. ,
Shanghai Asian Development Intl Trans Pu Dong Co., Ltd. ,
Shanghai Ever-leading International , Shanghai Huaxing International
Container Freight Transportation Co., Ltd. , Shanghai Jinchang Logistics
Co., Ltd. , Shanghai Orient Express International Logistics
Co., Ltd. , Shanghai Richhood International Logistics Co., Ltd. , Shanghai
Shenda International Transportation Co., Ltd. , Shanghai Viewtrans
Co., Ltd. , SIPG Logistics Co., Ltd. , Sinotrans Eastern
Co., Ltd. , Sunshine-Quick Group , UBI Logistics (China) Ltd. , Shanghai
Sijin International Transportation Co.,Ltd. , Shanghai Syntrans
International Logistics Co.,Ltd. .
III. Index Compilation and Publication
i. Freight calculation of individual shipping routes
The freight rate of individual shipping route is the
arithmetic mean value of all freight rates of this route. Freight
information of at least five panelists is required for the shipping route
with less than 5%
weighting; at least six panelists are required for the
route of 5%-10% weighting and seven panelists for 10%-15% weighting route
and eight panelists for a 15% weighting route.
&
Where: i = route, j = sampling company, n = number of
sampling companies on the route i
ii. Calculation of comprehensive index:The comprehensive index is
the weighted average of all routes: the average spot freight rate is divided
by average rate of base period, multiplies weighting of routes
and base period index (sum).
Where: i = route, m = number of the route, Wi = weighting of route
i
iii. Index publication
The CCFI is publicized by SSE at 15:00 (Beijing Time) on each
date of publication. Users may log on to the websites of SSE to get the
updated freight index information.
The date of publication is generally each Friday and will be
adjusted in legal holidays. The specific dates will be made known to public
by SSE. If necessary and reasonable, SSE may postpone or cancel the
publication.
IV. Official Statement
SSE is a non-profit institution sponsored by the government to
provide exchange premise, facilities and information of shipping industry,
which pursues the principles of Fairness, Openness and
Impartiality and maintains independent and authoritative status in
shipping circle.
SSE will compile and publicize the freight indices in strict
conformity with the Articles of Association for China Containerized Freight
Index Compiling Panel and the Rules of CCFI Compilation. "
(from ChineseShipping.com.cn)
" Freight index serves as the barometer of the shipping market and thus is widely applied. To meet the demand of fast developing China's container transport market, China (Export) Containerized Freight Index (CCFI) sponsored by the Ministry of Communications of PRC and formulated by Shanghai Shipping Exchange was firstly publicized on April 13th 1998.(From the
FAQ of ChineseShipping.com.cn)
"
3. What is the main difference between SCFI and CCFI?
1) Different geographic scope: SCFI
composite index reflects the export container market in Shanghai with the
freight rates of individual routes showing port-to-port freight level; CCFI
composite index
reflects Chinas
nationwide export container transport with the indices of individual routes
showing the ups and downs of the entire shipping routes.
2) Different target market: SCFI targets
at the spot rates of Shanghai export container transport market, which is
more sensitive and seasonable; CCFI targets the overall freight level
(including spot
and long-term rates) of
Chinas export container transport market, which is more comprehensive and
macroeconomic. "
(from ChineseShipping.com.cn) "
For fully reflecting the fluctuation of Chinese coastal transport market, the SSE officially initiated China Coastal Bulk Freight Index (CBFI) on 28th November 2001 under the guidance of MOT. This new tool also better displays the market situation during the period of water transport pricing system reform, and boost the sound development of China Coastal Shipping market. The publication of CBFI heralded the advent of brand new freight index system in China. As the barometer of the market, CBFI promptly reflects the freight changes, which helps the facilitation of the macro-regulation and control of coastal transport market by the government and provides updated market information to the shipping companies, shippers, trade enterprises, ports, agents, etc.
(from ChineseShipping.com.cn) "
For the purpose of timely reflecting frequent and drastic fluctuation of freight rates of Chinas coastal coal transport market, and implementing the instructions of the State Council in the Opinions on Building Two Centers in Shanghai, to enrich shipping finance product lines, speed up development of shipping freight index derivatives and create favorable conditions for Chinese shipping enterprises to control transport risks , Shanghai Shipping Exchange has, on the basis of existing system of China (Coastal) Bulk Freight Index (CBFI), developed the China (Coastal) Bulk Coal Freight Index (CBCFI) and will publicize the composite index and spot rates of different routes/types of vessels of coastal coal service market every day. The trial run starts on Sept. 1st 2011. The methodology of compiling and publicizing freight indices is:
Bunkerworld Distillate Indexspan style="text-decoration: none"> (BWDI)
: "TThe BWDI is a combined daily average dollar value index of MDO (marine diesel oil) and MGO (marine gasoil) distillate fuels from the same 20 key bunkering ports used to calculate the BWI (Bunkerworld Index). To obtain a representative geographical spread, the ports were selected by size with reference to their geographical importance. The BWDI Index is transparent, independently calculated and based on the accurate and highly regarded Bunkerworld Benchmark Prices (BBP). The BBP is set for each port every day at a certain time and is included in the Index. The BWDI Index, as a whole, is set daily at 18:00 GMT. The BWDI represents the fundamentals for distillate fuel market price changes and is a versatile vehicle. It gives you access to market movements without the need to analyse multiple port price shifts. It can also be regarded as an international barometer of the distillate fuel markets and could be useful as a basis for setting distillate fuel futures, swaps or OTC contracts, as well as providing an independent basis for the calculation of fuel surcharges."
CPB (Netherlands Bureau for Economic Policy Analysis) World Trade Data |
(from
CPB Memorandum) "The CPB world trade database contains
foreign trade value series of 23 OECD countries and around 60 emerging
economies.
Those 60 emerging economies cover approximately 90% of foreign trade of all
emerging economies. With the almost 85 countries in the database, coverage of
total world trade value is around 97%.
The two primary sources used for the value series concerning imports and exports
are:
1. OECD Main Economic Indicators (MEI)
2. IMF International Financial Statistics (IFS)
These two sources contain data provided by national statistical offices and
customs offices. MEI trade series are already seasonally adjusted. The
international organisations have done for some of the series the seasonal
adjustment and the switch from local currency in US dollars. Almost all MEI
trade series are calendar-adjusted.9 All IFS trade series are not seasonally
adjusted and not calendar-adjusted. IFS trade series used are seasonally
adjusted by us. However, calendar adjustments are not made.
These primary sources are complemented with data directly taken from national
sources. Moreover, if the two primary sources do not cover the most recent data
releases, the series are updated using the information available on the
internet-sites of national statistical offices and central banks, the national
summary data pages of the IMFs Dissemination Standard Bulletin Board (DSBB) or
through Thomson/Datastream (based on releases of national statistical offices
and of central banks).
\\
For recent months, information of some of the smaller countries may not be
available. If so, value growth of such a country is set equal to that of its own
region calculated on the available country information. Data series for the OPEC
countries in particular are either missing completely or not very up to date in
the IFS. Estimation of missing OPEC trade data is carried out in a special way.
Concerning import values, use is made of the information on exports of OECD
countries to OPEC countries as available in the OECD Monthly Statistics of
International Trade or directly from national sources. This is supplemented with
estimates on exports of non-OECD countries to OPEC. Concerning export values of
OPEC countries, use is made of volume and price information available in the
monthly Oil Market Report of the International Energy Agency.
The data series of the emerging economies are aggregated into series for 4 regions by adding up value series in US dollars. The following regions are distinguished: 1. OPEC 2. Asian newly industrialised countries (Taiwan, Hong Kong, Singapore and South Korea) 3. Transition countries (central and eastern European countries including Turkey and including countries that were part of the Soviet Union) 4. Other emerging countries..."
" - World trade volume series : Comparison with the
OECD Main Economic Indicators:
There are five key differences between the world trade series of the
MEI and the CPB:
1. The CPB series are more up to date. For instance in December 2004, the MEI
series ends in the second quarter and the CPB series in October. The additional
information of up to four months is in our view crucial in monitoring world
trade and the world economy.
2. The MEI series is for non-OECD countries for the most recent quarters largely
based on projections, while the CPB series is based on published data for key
non-OECD countries covering 75 to 80% of foreign trade of this group of
countries.
3. The MEI only provides a disaggregation in OECD and non-OECD trade series,
while the CPB trade database provides a much richer disaggregation.
4. The MEI series concerns goods and services based on national accounts data;
the CPB series concerns goods and is mainly based on international trade
statistics.
5. The MEI series are not accompanied by a series on world trade prices; the CPB
world trade database provides both series on world trade volume and world trade
prices as well as world trade values.
Despite these differences, the two series are very similar (see
Figure 3.1, Figure 3.2 and Table 3.1 here ). The correlation between the
annual growth rates is 0.98, while the difference between the growth rates in
the years 1992-2003 is only 0.1%-point per year. For most recent quarters, world
trade has been increasing somewhat stronger according to the CPB. However, this
difference may diminish when projections for non-OECD countries are replaced by
actual data in the MEI series..."
" - World trade volume series : Comparison with the
OECD Economic Outlook
Historical data (and projections) on world trade are also presented in the OECD
Economic Outlook. As in the OECD Main Economic Indicators, it concerns the world
trade in goods and services based on national accounts statistics. Nevertheless,
there are clear differences between the two series; the most likely reason is
different underlying series for non-OECD regions. The differences between the
Outlook series and the CPB series are somewhat bigger than between the MEI and
CPB series (see
Figure 3.3 and Table 3.2 here)..."
" - World trade volume series :
Comparison with the IMF World Economic Outlook
Historical data (and projections) on world trade in goods are also presented in
the IMF World Economic Outlook. No information is provided on the underlying
statistics. However, as data on world trade in goods and services is also
provided, the series is probably based on national accounts statistics.
Concerning the world trade in goods, the series of the CPB and the IMF are quite
similar
(see
Figure 3.4 and Table 3.3 here)... "
" - World trade volume series :
Comparison with the WTO world trade database
Historical data on world total merchandise export and import
volumes are also available in the WTO world trade database and in the annual WTO
publication International Trade Statistics. The series are based on a range of
different international and national sources. Aggregation of the indices to
obtain a world total is a two tier process. First, export and import unit values
from national and international sources are completed with WTO Secretariat
estimates for missing data. They are then aggregated to obtain regional totals.
The volume index for each region is obtained by dividing the respective trade
value index for each region by the corresponding regional unit value index.
Second, to obtain the total world merchandise volume index, regional unit value
indices are aggregated and the world trade value is deflated by the world unit
value index. Throughout the aggregation process trade values of the previous
year are used.
The WTO series are quite different from the series from the CPB, OECD MEI, OECD
EO and IMF WEO (see
Figure 3.6, Table 3.5 and Annex Table A.1). Main reason is probably the use
of unit value series instead of proper price series..."
" - Final remarks
The CPB world trade series provide more up-to-date information than other
available series, making it clearly more useful in assessing the current
economic situation (nowcasting). With good information on the current economic
situation essential for forecasting, this up-to-date information enhances the
accuracy of the CPB forecasts of the world economy and thus for the Dutch
economy. The CPB series contains up to four months more recent information than
the world trade series presented in the OECD Main Economic Indicators (MEI).
Moreover, the most recent data are more based on actual data for the non-OECD
countries and less on projections and assumptions. A third essential advantage
of the CPB world trade database above the MEI is that it contains the underlying
series, allowing more detailed analysis of world trade and the calculation of
export market growth. A fourth advantage is that the CPB world trade volume
series is accompanied by a world trade price series. In the future, the CPB
trade database may be elaborated by introducing foreign trade prices for more
individual non-OECD countries, reducing the role of constructed prices. Moreover,
it is considered to shift to a chain-link approach in the construction of trade
prices on non-OECD regions. "/strong>
The full Explanatory note on the CPB world trade series can be found here.
Latest World Trade data by the CPB World Trade monitor .
Maritime
Economics
Elements
of Shipping
The
Business of Shipping
Shipping
Finance
Shipping
Company Strategies: Global Management under Turbulent Conditions
Shipping
Strategy: Innovating for Success
The
Geography of Transport Systems
The
Box: How the Shipping Container Made the World Smaller and the World Economy
Bigger
(DISCLAIMER / FAIR USE
NOTICE: This site contains copyrighted material the use of which has not always
been specifically authorized by the copyright owner. I am making such material
available in my efforts to advance understanding of economic, financial and
scientific issues among my university students. I believe this constitutes a
'fair use' of any such copyrighted material as provided for in section 107 of
the US Copyright Law. In accordance with Title 17 U.S.C. Section 107, the
material on this site is distributed without profit to those who have expressed
a prior interest in receiving the included information for research and
educational purposes. For more information go to:
http://www.law.cornell.edu/uscode/17/107.shtml.
If you wish to use copyrighted material from this site for purposes of your own
that go beyond 'fair use', you must obtain permission from the copyright owner. If
you are the owner of an image and want it removed, please email me and I will do
so as soon as possible.)