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Logutova Tamara, Dr. of Economic Science, professor, Head of department of innovations and management Pryazovskyi State Technical University E-mail: logutova_t_g@pstu.edu Poltoratskiy Mykola, Postgraduate student, Department of innovations and management, Deputy Head of Economics State Enterprise "Ukrainian Sea Ports Authority" Pryazovskyi State Technical University E-mail: n.poltoratsky@gmail.com
DEVELOPMENT OF INTERNATIONAL TRADE BASING ON EFFICIENT OPERATION OF SEA PORTS
Abstract: Under current conditions of global economic system transformation comprehensive analysis of activities of sea ports as historical key logistics centers is relevant and required to study development of general global logistics system. Objective of this article is to study operation of international sea ports under current circumstances of international trade development and globalization.
Keyword: international seaborne trade, sea ports, logistics system, investment indicator, bulk cargoes, container transshipment.
Results of the research. Under current condi- pressure as a result of decrease in level of general
tions of global economic model transformation ef- demand and at the same time elevated uncertainty
ficient operation and development of sea ports is an connected with such factors as trade policy and low
essential process of strengthening logistics system prices on raw materials and oil. In addition, some
worldwide. Authors of the article agree with [1, p. trends with relevant effects for sea transport, in-
148] that modern competitive struggle on markets cluding digitalization, rapid propagation of e-com-
of international seaborne trade has tendencies to merce, and increasing concentration on a market
changes in ratios of output of products and services of maritime transport continued to expand and
and a place of basic, oriented to export branches in required attention.
global labour distribution. Maritime branch com- Analyzing condition of global economy, we
panies are leaders in shipment of different types of should make inferences that in 2016 demand on
cargoes subject to specification of each sea port. shipping services notably increased. Volumes of
Development of the global port branch is di- global seaborne trade are gradually increasing (how-
rectly connected with trends of international trade. ever not significantly) +2.6% in 2016 and +1.8% in
In 2016 the sea transport sector continued to face 2015, that is lower than a historical average perfor-
long-term effects of the economic crisis occurred in mance that made +3% for some last decades. Total
2009. Seaborne commodity trade remained under output volume made 10.3 billion tons that shows
growth by 260 million tons of cargoes, about half of which was connected trade by tanker groups.
In 2017 key performance indicators of global economy and commodity trade somewhat improved. According to estimations of UNCTAD (United Nations Conference on Trade and Development) [2] experts, seaborne commodity trade grew by 3% in 2017, and total volume reached 11 billion tons. According to estimates, increase in volumes of seaborne trade through international sea ports will equal to 2.6% in each reporting period before 2022.
Growth of seaborne trade volume has positive dynamics in the presented period from 1970 to 2016. Over the last years growth of performance indicators has dynamics as follows: in 2016 versus 2010 total volume of the international seaborne trade grew by 1878 million tons or by + 18.26%; versus 2015 +264 million tons or +2.57%.
In general, ambiguous dynamics of the seaborne trade during 2008-2016 is connected with general economic cyclic processes in global economy: crisis developments, export decrease in countries in transition, political-military conflicts, fluctuation of prices on inventories, changes in crop volumes in countries of the world. Relative increase in oil prices in 2016 and ability of countries in transition to absorb shocks affecting trade conditions facilitated support of their demand on import.
It should be also mentioned that except for intercontinental maritime navigation seaborne volumes include Short Sea Shipping (SSS), according to data [3] they made about 33% of seaborne trade within the European Union per ton-kilometer. SSS is aimed at shipping of all key types of cargoes: bulk cargoes, raw materials, containers, food, and fuel.
Five bulk cargoes (iron ore, coal, grain, bauxite/ aluminum oxide, and phosphate rock) are leading among cargoes shipped by international sea transport [2].
It should be noted that investment indicator that is the most trade-intensive component of global demand gradually decreased recent years. Furthermore,
additional constraining factors also result in slow progress in liberalization of seaborne trade within scopes of the World Trade Organization. There is uncertainty as to the future of regional trade agreement, in particular Trans-Pacifc Partnership Agreement and growing protective tendencies, including for the account of extension of trade barriers.
It should be mentioned that countries leading in building cargo ships are: China, Republic of Korea, and Japan. These countries build 92% of international fleet. For the recent years peak of a general trend of building specialized ships fell on 2011 and made + 10%. Last years witnessed decrease in global building of sea transport, in particular: in 2012 - +6%; in 2013 - +4%; in 2015 - +3.5%, and in 2016 - +3.2%. Slowdown ofbuilding is connected with investment in modernization of old ships than building of new ones.
Leading builders of sea transport are the following companies (in brackets a number of ships built by the end of 2016 is stated): Maersk (655), Mediterranean Shipping Company (458), CMA-CGM (460), China Ocean Shipping (Group) Company (254), Hapag-Lloyd (171), Evergreen (188), Orient Overseas Container Line (101), Hamburg-Süd (127), Yang Ming (101), United Arab Shipping Company (59), etc.
According to data of [2] leading countries under flags of which sea-going ships are registered are as follows (in brackets a number of ships is stated): Indonesia (8782), Panama (8052), Japan (5289), USA (3611), Liberia (3296), Marshall Islands (3199), Hong Kong (China) (2576), Singapore (3558), Malta (2170), Bahamas (1440), China (4287), Philippines (1508), Greece (1364).
According to data of [2], in 2016 ship building activity decreased by 1.7% and a number of ships decommissioned grew by 25.7%. Increase in wear resulted in slowdown of growth of global fleet.
In 2017 [2] structure of transshipment by different types of sea transport was as follows: dry bulk cargo ships (43.68%), oil tankers (36.62%),
container ships (18.41%), and general cargo ships (1.3%). The largest part of transshipment is made by dry bulk cargo ships, the second place is taken by oil tankers and lower positions are presented by container and general cargo ships. Therefore distribution of transshipments is connected with a need to transship key commodity groups: raw materials, fuel resources, construction materials and food.
By a structure of container transshipment leaders (in TEU - volume of 20-foot intermodal ISO-container is 38 cum. m) are such companies as (top-10 companies, 2015 rating): PSA International (Singapore), Hutchison Port Holdings (Hong Kong), DP World (Dubai), APM Terminals (Netherlands), China Merchants Port Holdings (Hong Kong), China Ocean Shipping (Group) (China), Terminal Investment (Switzerland), China Shipping Terminal Development (China), Evergreen Marine Corporation (China), and Eurogate (Germany).
International leaders among countries that are container carrier owners (in brackets a number of sea transport items us stated) are as follows: Germany (2106), China (871), Netherlands (646), Greece (563), Turkey (512), Singapore (448), Japan (410), Indonesia (410), Norway (364), Great Britain (337), Denmark (300), Republic of Korea (254), Switzerland (236), and others. In general, in 201711150 container carriers were recorded.
The authors analyzed the structure of container cargo transshipment by Ukrainian stevedoring companies of different forms of incorporation. In 2017 shares in the structure of the stated category are as follows: transshipment of containers by private stevedoring companies on berths of the USPA - 72.61%; by stevedoring companies on berths of the USPA -27.32%, and public stevedoring companies to commercial sea ports on berths of the USPA - 0.07%.
In different countries of the world sea ports have different level of technological infrastructure and are a part of different logistics chains that affect intake capacity of a sea port and a need to upgrade infrastructure depending on set strategic objectives. The
authors analyzed structure of intake capacity of sea ports in the world by basic geographical regions. In 2016 leaders of this sector (as in the previous reporting period) were countries of such regions as: Asia (63.8%), Europe (16.3%), North America (7.7%).
It should be noted that there is a need in efficient operation of sea port for global industry, trade of finished goods and raw materials, support of production process globalization and gradual economic growth. International ports process over 80% of international trade with volume exceeding two thirds of its value. As ports are basic nodes in global transport networks that grant access to markets, support logistics chains and operate for the purpose of continuous product movement from producers to consumers. Therefore sea ports regularly face a need to adapt to changes in economic, institutional, and operational aspects.
Findings. In this scientific article dynamics of international seaborne trade in 1970-2016 has been analyzed by key groups of groups and it has been established that in 2016 versus 2010 total volume of international seaborne trade grew by 18.26%; versus 2015 - by 2.57%.
It has been analyzed and found out that in 2016 the following cargo categories took the largest part in the structure of cargo transshipment in international sea ports: key bulk cargoes (31%), oil and gas (30%), other dry cargoes (23%), and container cargoes (17%).
It has been studied and found out that Asian countries (China, Republic of Korea, and Japan) that today build up to 92% of world fleet are leaders in building of ships of different types. Germany, China, and Greece are leading owners of sea transport (by number of container carriers).
It has been analyzed and determined that in 2017 leaders of cargo transshipment in the world are the following types of sea transport: dry bulk cargo ships (44%), oil tankers (37%), container ships (18%), and general cargo ships (1%). Distribution of transshipment is connected with a need to transship key commodity groups between producing countries and consuming countries.
It has been studied and made a list of container transshipment leaders (TEU) in international logistics centers, first ofwhich are such international companies as PSA International (Singapore), Hutchison Port Holdings (Hong Kong), and DP World (Dubai).
It has been analyzed and established that in 2012 to the first half of 2018 dynamics of contain-
er transshipment volumes in Ukrainian sea ports (TEU) has a dubious nature that is connected with decrease in a number of sea port since 2014 and gradual upgrade of infrastructure in Ukrainian sea ports according to a national vector of strategic development of the marine branch.
References:
1. Nikulin S. G., Roschina N. V. Global trends of sea port development / S. G. Nikulin, N. V. Roschina //Relevant issues of sector economy. 2015.- No. 4(20).- P. 148-154.
2. Review of Maritime Transport 2017 [Electronic source].- Access mode: URL: http://unctad.org/en/ PublicationsLibrary/rmt2017_en.pdf?user=46.
3. Short sea shipping: a statistical analysis of influencing factors on SSS in European countries [Electronic source].-Access mode: URL: https://jshippingandtrade.springeropen.com/track/pdf/10.1186/ s41072-018-0032-3.
4. Performance data. Official website of the USPA [Electronic source].- Access mode: URL: http://www. uspa.gov.ua/ru/pokazateli-raboty.
