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![Page 1: Jan.Hoffmann@UNCTAD.org Geneva, May 2011 The demand and supply of international transport services: The relationships between trade, transport costs and.](https://reader037.fdocuments.us/reader037/viewer/2022110304/551b036455034607418b4b36/html5/thumbnails/1.jpg)
Geneva, May 2011
The demand and supply of The demand and supply of international transport services: international transport services: The relationships between trade, The relationships between trade, transport costs and effective access to transport costs and effective access to global marketsglobal markets
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TransportTransportcostscosts
TradeTrade
TransportTransportServicesServices
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More income to finance trade facilitation
-> Better trade facilitation-> More Trade-> More income to finance
trade facilitation
Ang
ola
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Lower Transport Costs-> More trade-> Economies of scale-> Lower Transport
Costs
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Better services-> More trade-> More income to
finance infrastructure-> Better services
Suez
Can
al
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More trade-> More shipping supply-> More competition-> lower freights-> More trade
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The challenge:The challenge:
• Avoid a vicious circle, where high transport costs and low service levels discourage trade, which will further endear transport and reduce connectivity…
• Instead: Initiate a virtuous circle
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Trends in transport costsTrends in transport costs
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Trends in transport costsTrends in transport costs
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Freight rates in January 2011Freight rates in January 201140’ container from Dalian to • DUBAI 1300 • COLOMBO 1600 • B.ABBAS 1400• CALCUTTA 2000• KARACHI 1600 • UM QUASER 2600 • PORT SUDAN 2500• ANTWERP 2500• TEMA 3500• SANTOS 3600• VALPARAISO 3600
Source: [email protected]
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Freight costs in percent of imports
0
5
10
15
20
25
30
35
1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005
Haiti
Jamaica
Mexico
Chile
Argentina
Antigua and Barbuda
Source: UNCTAD
Freight costs Freight costs for for countriescountries
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0%
5%
10%
15%
20%
25%
30%
35%
40%
45%
50%
Per cent of goods' market price
Jute from Bangladesh 12.1% 19.8% 21.2% 44.2%
Tea from Sri Lanka 9.5% 9.9% 10.0% 13.4%
Coffee from Colombia 4.2% 3.3% 6.8% 2.5%
Coca beans from Ghana 2.4% 2.7% 6.7% 3.5%
1970 1980 1990 2007
Freight as % of Freight as % of commoditiescommodities value value
UNCTAD, Review of Maritime Transport
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15Source: OECD (Jane Korinek), data for 2007; selected countries (mostly OECD members)
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TransportTransportcostscosts
TradeTradeVolumesVolumes
TransportTransportServicesServices?
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Differences in maritime freights depend on…Differences in maritime freights depend on…
1) Distances2) Economies of scale3) Imbalances
4) Type & value of goods5) Competition6) Port characteristics
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Differences in maritime freights depend on…Differences in maritime freights depend on…
1) Distances2) Economies of scale3) Imbalances
4) Type & value of goods5) Competition6) Port characteristics
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y = 0.6206x + 1019.9
R2 = 0.2058
0
500
1,000
1,500
2,000
2,500
3,000
3,500
0 500 1,000 1,500 2,000 2,500
Distance
Frei
ght r
ate
Freight rates and Freight rates and DistanceDistance in the Caribbean in the Caribbean
UNCTAD Transport Newsletter, 1st Quarter 2007
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Differences in maritime freights depend on…Differences in maritime freights depend on…
1) Distances2) Economies of scale
3) Imbalances
4) Type & value of goods5) Competition6) Port characteristics
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Feb 2008 costsFeb 2008 costs 11001100TEUTEU
42504250TEUTEU
87508750TEUTEU
13000TEU
Construction costs million USD
28 77 135 167
Construction costsUSD per TEU
25 000 18 117 15 430 12 850
Crew 15 to 17 15 to 17 15 to 17 15 to 17
Source: Dynamar, 2008, via Antonio Zuidwijk
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22
• http://www.youtube.com/watch?v=fxFs5LpDsQU&NR=1
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Economies of ScaleEconomies of Scale
CRS, 25 April 2010
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Port operationsPort operations
• 12 US$ per move savings with global operatorsDrewry
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Differences in maritime freights depend on…Differences in maritime freights depend on…
1) Distances2) Economies of scale3) Imbalances
4) Type & value of goods5) Competition6) Port characteristics
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ImbalancesImbalances
CI-Online 10 May 2010
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Differences in maritime freights depend on…Differences in maritime freights depend on…
1) Distances2) Economies of scale3) Imbalances
4) Type & value of goods
5) Competition6) Port characteristics
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Merchandize type and valueMerchandize type and value
• Increase the value by 1% implies an increase of transport and insurance costs by around 0.3 – 0.4%
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Differences in maritime freights depend on…Differences in maritime freights depend on…
1) Distances2) Economies of scale3) Imbalances
4) Type & value of goods5) Competition
6) Port characteristics
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y = 1814.9e-0.0671x
R2 = 0.4348
0
500
1'000
1'500
2'000
2'500
3'000
3'500
0 2 4 6 8 10 12 14 16 18 20
Number of Carriers providing direct services
Frei
ght r
ate
Source: Hoffmann, Wilmsmeier, IAME 2007
Competition between carriersCompetition between carriersCase study CaribbeanCase study Caribbean
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Competition between carriersCompetition between carriersCase study CaribbeanCase study Caribbean
• If the company itself has no direct service (i.e. it only has a service with transshipment): This company’s freight rate + $650
• If other, competing, companies do provide a direct service: This companies freight rate - $425
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Differences in maritime freights depend on…Differences in maritime freights depend on…
1) Distances2) Economies of scale3) Imbalances
4) Type & value of goods5) Competition6) Port characteristics
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Port reformPort reform• Difference between
“best” and “worst” case in Latin America: 25% of worst case
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Dependent variable: maritime transport costs per tonne of containerizable cargo
Port reformPort reform
Wilmsmeier, Hoffmann, Sanchez, in: Porteconomics, 2006
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Dependent variable: maritime transport costs per tonne of containerizable cargo
Better Better port infrastructureport infrastructure reduces maritime transport costsreduces maritime transport costs
Port reformPort reform
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Dependent variable: maritime transport costs per tonne of containerizable cargo
Port reformPort reform
Better (perceived)Better (perceived) port efficiencyport efficiency reduces maritime transport costsreduces maritime transport costs
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Dependent variable: maritime transport costs per tonne of containerizable cargo
Port reformPort reform
Better Better general transport infrastructuregeneral transport infrastructure does NOT reduce maritime transport costsdoes NOT reduce maritime transport costs
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Dependent variable: maritime transport costs per tonne of containerizable cargo
Port privatizationPort privatization in the EXPORTING country in the EXPORTING country reduces maritime transport costsreduces maritime transport costs
Port reformPort reform
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Dependent variable: maritime transport costs per tonne of containerizable cargo
Trade facilitationTrade facilitation in the IMPORTING country in the IMPORTING country reduces maritime transport costsreduces maritime transport costs
Port reformPort reform
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Dependent variable: maritime transport costs per tonne of containerizable cargo
Better Better connectivityconnectivity between ports/ between ports/ more competition among carriersmore competition among carriersreduces maritime transport costsreduces maritime transport costs
Port reformPort reform
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To sum up: To sum up: Differences in maritime freights depend on…Differences in maritime freights depend on…• Distances• Type & value of
goods• Imbalances
• Competition• Economies of
scale• Port
characteristics
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TransportTransportcostscosts
TradeTradeVolumesVolumes
TransportTransportServicesServices
?
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Trade grows faster than GDPTrade grows faster than GDP
Source: JH based on data from UNCTAD and from WTO
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Elasticity Trade/GDPElasticity Trade/GDP
Source: UNCTAD
GDP
Exports
-15
-10
-5
0
5
10
15
1971 72 73 74 75 76 77 78 79
1980 81 82 83 84 85 86 87 88 89
1990 91 92 93 94 95 96 97 98 99
2000 01 02 03 04 05 06 07 08 09
2010
per cent annual growth
Exports = 2.5 GDP - 3
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For a country’s GDP to grow, e.g., 5% For a country’s GDP to grow, e.g., 5% trade “needs” to grow 7 – 12% trade “needs” to grow 7 – 12%
Comercio crece 2Comercio crece 2--3 veces 3 veces mmáás rs ráápido que PGBpido que PGB
Source: JH based on data from UNCTAD and from WTO
Comercio crece 2Comercio crece 2--3 veces 3 veces mmáás rs ráápido que PGBpido que PGB
Source: JH based on data from UNCTAD and from WTO
Trade grows 2Trade grows 2--3 times 3 times faster than GDPfaster than GDP
Source: J H based on data from UNCTAD and from WTO
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Elasticity containers/TradeElasticity containers/Trade
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GuayaquilGuayaquilContainerizationContainerization… … HamburgHamburg
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Tierra del Fuego in ChileTierra del Fuego in Chile
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… … the world’s driest desertthe world’s driest desert
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… … GuayaquilGuayaquil
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……BeirutBeirut
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… … LuandaLuanda
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LimaLima
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… … Bandar AbasBandar Abas
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… … FranceFrance
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……Suez CanalSuez Canal
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……Panama CanalPanama Canal
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Anyhow: e.g. intermodal Anyhow: e.g. intermodal connections in Mexicoconnections in Mexico
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… … Mekong RiverMekong River
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… … LahoreLahore
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Anything: UN cargo in Tanzania
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Anything: Anything: e.g. port library in Rio de Janeiroe.g. port library in Rio de Janeiro
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Anything: Anything: e.g. shopping in Kabule.g. shopping in Kabul
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Containerization of trade, and access Containerization of trade, and access to containerized transport services to containerized transport services
are important determinants of are important determinants of countries’ trade competitivenesscountries’ trade competitiveness
How can we measure this?
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““Maritime connectivity”Maritime connectivity”
UNCTAD’s “Liner Shipping Connectivity Index” (LSCI): An indicator for the supply of liner shipping services
Components:
• Ships • TEU capacity• Shipping companies• Services• Maximum ship sizes
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TrendsTrends Maximum vessel size
TEU
Vessels
Services
Companies
70
80
90
100
110
120
130
140
150
160
170
2004 2005 2006 2007 2008 2009 2010
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We have reached a peak We have reached a peak
Until very recently:• In spite of the (global) process
of concentration, the number of companies providing (local) services increased due to the expansion of global players into (so far) new markets
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We have reached a peak We have reached a peak Today:• As global players are (now)
covering all regions of the world, mergers among them (start to) lead to a reduction of competition on individual routes.
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TrendsTrends“The long term picture as regards the global liner shipping network appears to be mixed. On the positive side, larger ships and a higher total TEU carrying capacity can cater for the growing global trade in manufactured goods, and economies of scale help to reduce costs. On the other hand, the larger ships also pose a challenge to smaller ports as regards the necessary investments in infrastructure. The network as such is not expanding in terms of companies or services. The trend seems to be towards lower costs but also towards less choice for shippers.”
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Direct connectivity?Direct connectivity?Out of 162 x 161 pairs of countries: How many are connected by direct
services?
Source: UNCTAD , based on data from Containerization International
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What can we do with this dataWhat can we do with this data Observe trends in the shipping network,
levels of competition, and individual countries’ access to liner shipping services.
Use the data as explanatory variable in gravity models
Use the data as explanatory variable for other models about transport costs and trade competitiveness
Try to explain the data, i.e. what are the determinants of “connectivity” (development, trade volumes, geography, port efficiency…)
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““A comparison of the LPI and the LSCI”A comparison of the LPI and the LSCI”
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Partial correlation coefficientsPartial correlation coefficients
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Causalities?Causalities?• Better perceived logistics
performance-> more attractive for carriers -> higher LSCI
• Better liner shipping connectivity-> better services -> higher LPI
• More trade-> higher LSCI + LPI-> More trade
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TransportTransportcostscosts
TradeTradeVolumesVolumes
TransportTransportServicesServices
?
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Determinants of maritime connectivityDeterminants of maritime connectivity
• Trade volumes (+)
• Distance (-)
• GDP per capita in exporting country (+)
• Port infrastructure (+)
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TransportTransportcostscosts
TradeTrade
TransportTransportServicesServices
?
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Gravity modelGravity model
• Participation of country B in global imports is the basic determinant of the share of country A’s exports that are destined for country B.
• Neighbouring countries can be expected to trade more with each other than those that are not neighbours.
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Gravity model – what about distance?Gravity model – what about distance?
• Distance / trade: negative correlation (as expected)• But: the parameter for distance is not statistically
significant if other variables are incorporated that capture the supply of shipping services and transport costs.
• Instead of distance: – number of liner shipping companies that provide direct
services between a pair of countries.– Existence of direct liner shipping services.– Increase of the freight rate per TEU (twenty foot
equivalent unit) by 1000 USD: Reduction of the share of country A’s exports to country B of almost half a percentage point.
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In Conclusion…In Conclusion…
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In Conclusion…In Conclusion…
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In Conclusion…In Conclusion…
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In Conclusion…In Conclusion…
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In Conclusion…In Conclusion…
What I wanted to do in this first lecture:
• Present research on transport costs• Sell our “Connectivity Index”• Invite cooperation in future research