I. Foreword by the President - ANAVE · 4 MERCHANT MARINE AND MARITIME TRANSPORT 2016/2017 I FOREWORD BY THE PRESIDENT According to the iMF, in 2016 the world eco-nomy grew 3.1%,

I. Foreword by the President .................. 4II. Executive Committee ............................ 6III. Board of Directors ................................ 7IV. Staff ...................................................... 8

CONTENTS

MERCHANT MARINE AND MARITIME TRANSPORT 2016/20172

Photo credits:p. 2 y 3, Ferry under construction, Balearia, S.A. - Infographics.p. 9, LNG tanker La Mancha Knutsen, Knutsen OAS España, S.A.p. 13, Containership Verónica B and bunkering tanker, Boluda Corporación Marítima S.L.p. 16 y 17, LNG tanker Castillo de Villalba, Empresa Naviera Elcano, S.A.p. 23, High speed catamaran under construction, Naviera Armas, S.A. - Infographics.p. 27, Suezmax tanker under construction, Grupo Ibaizábal. p. 29, Engine room, Toledo Spirit, Teekay Shipping Spain, S.L. and p. 32 y 33, Ferry under construction, Cía. Trasmediterránea, S.A. - Infographics.

Edition and design: ANAVEPrinted by: Gráficas de DiegoReproduction is permitted provided that the source is acknowledged

MERCHANT MARINE AND MARITIME TRANSPORT 2016/2017 3

01. World Seaborne Trade ........................1002. World Merchant Fleet ..........................1403. Shipbuilding ........................................1804. Spanish Seaborne Trade ......................2005. Spanish Flagged Fleet ........................2206. Spanish Controlled Fleet ......................2407. International Maritime Policy .............. 2608. National Maritime Policy ......................2809. Statistical Annex ..................................3010. Member Companies ............................34


I FOREWORD BY THE PRESIDENT

According to the iMF, in 2016 the world eco-nomy grew 3.1%, compared to 3.4% on the previousyear. The growth rate declined slightly, from 6.9% to6.7% in China and from 4.2% to 4.1% in developingcountries; most remarkably in advanced economies,from 2.1% to 1.7%; and from 2.0% to 1.7% in the euroarea; however in Spain it remained at a robust 3.2%.

Global maritime trade, which by 2015 had grown by ameager 2.0%, increased by 2.7% (in tonnes) in 2016,and even more in tonne·miles, a 3.2%. However, inspite of the significant increase in scrapping and themoderation of deliveries, the world merchant fleetgrew 3.1% in dwt, marginally below demand, not ab-sorbing a significant part of the existing fleet surplus,especially in bulk carriers and containerships.

Oil tanker freight rates, which had risen sharply theprevious year (73% on average, according to Clark-son), traveled the same way, but this time downwards,reaching in autumn 2016 truly depressed levels andstanding in a similar annual average than in 2015. Forbulk carriers, annual average of the Baltic Dry Indexfell to a record low of 676 points in 2016, a 5% lessthan the already low 713 registered in 2015. Seldomin history, have freight rates for the two main shippingsectors been so low simultaneously.

The maintenance of oil prices at rather moderate levelsfor the whole of 2016 was positive for the entire mar-ket, with Brent's annual average at $43.6 per barrel,compared to $55.3 per barrel in 2015; $98.9 per ba-

rrel in 2014 and $108.7 per barrel in 2011. Despitethis, the trend was upwards throughout most of theyear, from about $30 per barrel in January to $52 perbarrel in December. In the first months of 2017 it hasstabilised around this last figure.

Prices of marine bunkers followed the same trend,growing throughout 2016, but being on average lowerthan those of 2015. In Gibraltar, heavy fuel oil rosefrom $150 per tonne to $320, with an annual averageof $230 per tonne (compared to $288 in 2015), whilemarine gas oil rose from $320 per tonne to $520, re-aching an average of $428 per tonne ($535 in 2015).

In Spain, despite the significant increase of 3.2% inGDP, seaborne trade (excluding goods in transit) grewby a meager 0.6%, up to 340.1 million tonnes (Mt).Maritime exports increased by 2.9% to a record highof 98.4 Mt, while imports fell by 1.9% to 195.3 Mt, dueto a substantial fall (-9.4%) in dry bulk. National cabo-tage trade increased significantly, by 6.5%, to 46.4 Mt.

The situation of piracy and attacks to ships in Somaliaand the Gulf of Aden rapidly worsened since the endof 2016, and the first attacks were registered in thatarea after several years. One of the attacked vesselswas a Spanish gas tanker, fortunately without conse-quences. In 2017, several ships have been hijacked inthat area. Pirate attacks in Nigeria have also increasedand toughen. In such region, another Spanish gas tan-ker was also attacked, without further consequences.

This confirms that the threat of piracy persists and thatin some areas, merchant ships must continue to carryprivate armed guards, a possibility already acceptedby most flag countries. Although in Spain this is theo-retically possible, as it is permitted by law, lower ran-king regulations regarding arm logistics preventSpanish merchant vessels in transit through the So-malia area from carrying this type of protection.Echoing the concern of its member companies,ANAVE has requested the implementation of urgentmeasures in order to safeguard ships, their crews andcargoes.

Seaborne trade is used, probably more than any otherindustry, to assume new regulations regarding safetyand the environment every year, nevertheless this yearwill be a truly exceptional one. In October, the IMOagreed that the definitive 0.5% reduction in sulfur con-tent of marine bunkers, outside emission control areas(ECAs), will finally take place as of 1 January 2020.Also, the global system for collecting CO2 emissionsdata from each single ship will start operating in Ja-nuary 2019. One year earlier, in 2018, the EU's analo-gue system (MRV Regulation) will come into force andshipowners will have to submit their data collectionplans to an accredited verifier by the end of August2017.

If that was not enough, the Convention on BallastWater Management (BWM 2004) will finally come into


force on 8 September this year, althought it is still pos-sible that the IMO decides in July to postpone it foranother two years. Hence shipowners do not yetknow whether to invest in treatment equipment and inwhich equipment, or if it is better to advance the re-newal of the IOPP certificate and postpone the inves-tment. At least the fact that the US has started to grantdefinitive type approvals to ballast treatment systemsis positive, although this was done less than one yearbefore the entry into force of the convention.

However, the challenge of environmental regulationdoes not finish here. There are already proposals foradditional measures to reduce CO2 emissions fromshipping, as a contribution to the agreement reachedat COP21 in Paris. In this regard, last October, the IMOagreed to establish a preliminary strategy to this endin 2018 and definitive measures in 2023. Nevertheless,the European Parliament has not deemed the aboveto be sufficient, and has proposed that the EU inclu-des shipping in its European emissions tradingscheme from 2023 if the IMO does not have a similarsystem in 2021.

By doing this, and without intending to do so, the EUParliament could hamper the IMO's progress. Fortu-nately, it is likely that the Council and the Commissionwill not accept this amendment. In May 2017, majorinternational shipping associations (ICS, BIMCO, In-tertanko and Intercargo) submitted to the IMO a pro-posal for the formulation of “aspirational objectives” inorder to reduce CO2 emissions as soon as possibleand to ensure that the regulation on this matter re-mains in the IMO, avoiding regional measures.

In March 2017, ECSA celebrated in Brussels the se-cond edition of the European Shipping Week with aremarkable success, where the European shipping as-sociations presented a study by Monitor Deloittewhich identifies the handicaps that threaten the com-petitiveness of the European shipping industry andproposes measures to enhance it. In particular, it re-commends that EU Member States focus on the im-plementation of international standards and, whereappropriate, propose amendments to the IMO, ins-tead of developing and applying more stringent Euro-pean standards.

After a long and complex process, on 18 May, theSpanish Parliament validated the Royal Decree-Law8/2017 which adapts the Spanish legislation on thecargo handling port service to the general principlesof the EU. This is probably not the end, but rather thebeginning of a process that will surely be long, butshould lead to the rationalisation of the cost of this ser-vice, which would be very positive for the Spanishports competitiveness.

On the occasion of negotiations of the State GeneralBudget for 2017, there have been new proposals fromthe Balearic and Canary Islands to establish a flat ratefor residents in inter-island air travels. ANAVE has rei-

terated that maritime transport should be taken intoconsideration in any possible modification of existingsubsidies system to island resident passengers, toprevent the introduction of new elements that couldfurther distort competition against maritime transport.ANAVE has also requested that the subsidy should beextended to vehicles on a passenger regime, as it wasuntil 2004.

As of 1 January 2017, Spanish shipowners controlled210 merchant shipping vessels, the same number asone year earlier, with 4,087,855 GT (+6.2%) and3,717,366 dwt (+4.0%). Of these, 113 vessels, with55% of GT and 49% of dwt, were sailing under Spa-nish flag (Canary Islands Special Register).

After serious declines in 2013 and 2014 and stagna-tion in 2015, the Special Canary Islands Register (REC)fleet grew 8.5% in GT in 2016, thanks to the additionof two large LNG tankers. Ho-wever, out of the 14 vessels thatSpanish shipowners received in2016, 9 were registered underother European flags and only 5were registered in the SpanishREC. This confirms that theSpanish registry still presentsserious competitiveness pro-blems.

Spanish shipowners currentlyhave 18 newbuilding contracts,for a total of more than 1.1 mi-llion GT and €1,730 million, ho-wever, most of these willprobably not come to the RECif these drawbacks are not sol-ved.

In 1992, the exodus of ships ofSpanish shipping companies toother flags led to the creation ofthe REC. Together with the fis-cal measures that followed, itallowed the national fleet todouble within few years. 25 years later, the basic le-gislation passed then remains valid, but its practicalapplication has become out of date in matters suchas the enlistment of foreign seafarers, hours of workand rest, delegation and responsibility of recognisedorganisations, among others.

ANAVE has reiterated to the Transport Ministry a setof proposals, in all the above referred aspects, in orderto restore the competitiveness that the REC has lostagainst other European registries. These measures,which would have no budgetary cost and would allowthe Spanish fleet and employment on it to be relaun-ched, simply consist in aligning Spanish regulationswith international standards, which is precisely thesame policy recommended by the Deloitte report forECSA.

ANAVE has

reiterated to the

Transport Ministry a

set of proposals in

order to restore the

competitiveness

that the REC has

lost against other

European registries


II EXECUTIVE COMMITTEE

Vicepresidentand treasurer

Mr. gonzalo Alvargonzález FigaredoErship, S.A.

dry Bulk cargo tramp tradecommittee chairman

Mr. José. A. Baura de la PeñaEmpresa Naviera Elcano, S.A.

executive committee Member

Mr. Mario Quero gilCompañía Trasmediterránea, S.A.

executive committee Member

Mr. Antonio Armas FernándezNaviera Armas, S.A.

cargo Linescommittee chairman

Mr. Vicente Boluda FosBoluda Corporación Marítima, S.L.

Special tradescommittee chairman

Mr. Juan riva FrancosFlota Suardiaz, S.L.

tankerscommittee chairman

Mr. Andrés Luna AbellaTeekay Shipping Spain, S.L.

President

Mr. Alejandro Aznar SáinzGrupo Ibaizabal

Passenger Linescommittee chairman

Mr. Adolfo Utor MartínezBaleària Eurolíneas Marítimas, S.A.


IIIBOARD OF DIRECTORS

OWN RIGHT MEMBERS

AREA REPRESENTATIVES

Mr. gorka carrilloBoluda Lines, S.A.

Mrs. Patricia SusaetaErship, S.A.

Mr. Jesús de MiguelIbaizabal Management Services, S.L.

Mr. Jorge ZickermannGas Natural SDG, S.A.

Mr. ignacio BoludaBoluda Tankers, S.A.

Mr. José A. BauraEmpresa Naviera Elcano, S.A.

Mr. Juan ignacio LiañoFred Olsen, S.A.

Mr. Amalio MuñozBaleària Eurolíneas Marítimas, S.A.

Mr. rafael roloFlota Suardiaz, S.L.

Mr. Vicente capellKnutsen OAS España, S.L.

Mr. Joaquín ViejoNaviera Armas, S.A.

Mr. Jon SantiagoNaviera Murueta, S.A.

Mr. ramón PiñeiroCía. Trasmediterránea, S.A.

Mr. José VillasanteTeekay Shipping Spain, S.L.

In addition to the Executive Committee members, the following personsbelong to ANAVE’s Board of Directors as of 1 June 2017.

Mr. José MarreroDistribuidora Marítima Petrogás, S.L.U.

Andalucía, Ceuta and Melilla:

Mr. Jesús ValdiviesoTeam Tankers International, LTD.

Asturias and Cantabria:

Mr. Santiago FernándezJ&L Shipping, S.L.

Centro:

Mr. Juan López-dórigaBergé Shipbrokers, S.A.

Galicia:

Mr. José Antonio ParadaNaviera de Galicia, S.A.

Basque country:

Mr. León MengodMureloil, S.A.

Catalonia, Levante and Balearics:

Mrs. Virginia dovalTransportes M. Alcudia, S.A.

Canary Islands:

Mr. Servando LuisBernhard Schulte Canarias, S.A.U.


IV STAFF

CEODr. Manuel Carlier

Ph. D. Naval Architect

CEO of ANAVE since 1996 and formerly

head of the Studies Department since 1985

DirectorMrs. Elena SecoNaval Architect

After joining ANAVE in 1996,

she has served as Director since 2016

Safety and PortsMrs. Araiz Basurko

Master Mariner

Since 2004, in charge of the Safety and Ports Unit

Studies DepartmentMrs. Maruxa HerasNaval Architect

In ANAVE since 2007, she’s responsible of the

Studies Department since 2008.

AdministrationMrs. Désirée Martínez

Master in Business Administration

In charge of the administrative management since 2008

Legal AdvisorMrs. Mercedes García de Paredes

Degree in Law and International Relations

Since february 2017 she is responsible for legal advice

CommunicationMr. Rafael CerezoJournalist

Joined the Press Department in 2014



01WORLD SEABORNE TRADE

generAL oVerVieW. The International MonetaryFund (IMF), estimated in its April report that the world’sGDP grew, in 2016, 3.1%, three tenths below than theone registered in 2015. Average growth in emergingand developing countries was 4.1%, marginally lowerthan in 2015 (4.2%).

Low prices in raw materials, especially in the first halfof the year, put a strong pressure on exporting regionssuch as Russia, South America, Africa and the MiddleEast. China grew just two tenths less than in 2015 witha GDP increase of 6.7%. Governmental incentives andthe transition of its economy to a more diversifiedmodel have alleviated the economic turbulences ex-perienced in the second half of 2015. India’s GDPgrew 6.8%, 1.1 point lower if compared to the pre-vious year (7.9%) but still firm.

GDP increased by 1.7 % in advanced economies,compared to 2.1% in 2015. GDP growth rate registe-red a significant decline in the USA, from 2.6% to1.6%, and a moderate one in Japan from 1.2% to1.0%. The euro area grew 1.7%, slightly less than inthe previous year (2.0%) and lastly Spain, as a resultof strong domestic demand, maintained a robust3.2%.

However, it seems that the economic recovery star-ted in mid-2016 has consolidated. Financial marketsare on the rise and the expected cyclical recovery ofproduction and international trade has effectively oc-curred. Although there are structural problems thatthreaten the recovery, such as protectionist policies,low productivity growth and high income inequity indifferent countries, the IMF estimates that 2017 will

close with a global growth of 3.5%. For Spain, a GDPincrease of 2.6% (that the Spanish government rai-ses to 3.0%) is forecasted, clearly above the euroarea estimate, expected at 1.7%, although lowerthan in 2016. Advanced economies will grow a 2.0%.Furthermore, China’s GDP will continue moderatingits growth, to 6.6%, while India’s will increase by7.2%.

According to Clarkson, world seaborne trade increa-sed by 2.7% in 2017, reaching 11,091 million tonnes(Mt). Measured in tonne·miles (t·miles), the increasewas 3.2% to 55.1 trillion (1012) (see Table 1 of the Sta-tistical Annex, page 30). Despite higher scrapping(14.8%) and a moderate level of deliveries, the worldfleet grew 3.1% in dwt. Overall, seaborne trade grewonly marginally higher than supply, and almost no seg-ment of the fleet managed to appreciably absorb theexisting overcapacity. It is estimated that demand willgrow only 2.3% in 2017, so scrapping will remain keypart in order for freight rates to recover.

BY MerchAndiSe tYPeS. According to the Inter-national Energy Agency, world crude oil production in-creased, in 2016, by 0,4%, to 97.0 million barrels perday (Mbd), of which OPEC countries produced 39.3Mbd, 3.2% more than in 2015. This represents 40.5%of world crude oil production.

Crude oil and oil products seaborne trade rose firmlyfor the second consecutive year (+4.5%), after anaverage annual growth of just 0.8% in the period2006-2014. The increase in crude oil imports to China(16%), India (10%) and the USA (10%) boosted crudeoil transport demand to 1,943 Mt (+4.4%), equivalent

World Steel Production in 2016

1,604Million tons

World Steel Production

China

Japan

India

USA

EU(15)

Other

0

200

400

600

800

1,000

161514131211100908070605040302010099989796

Source: World Steel AssociationMillion t


to 9.52 trillion (+5.4%) in t·miles. Regarding oil pro-ducts, growth in exports from China and India, toge-ther with the increase in European imports, generateda demand for transport that Clarkson estimated in1,073 Mt (+4.7%) and 3.12 trillion t·miles (+4.5%).

According to Clarkson, seaborne trade of the threemain dry bulks (iron ore, coal and grain) totalled 3,023Mt, 2.2% more than in the previous year, driven by theincrease in Chinese imports. Increase in t·miles was2.7% reaching 16.24 trillion. Iron ore seaborne tradegrew 3.6% to 1,412 Mt; grain seaborne trade addedup 476 Mt (+3.7%) and coal seaborne trade remainedin similar levels than those registered in 2015, with1,135 Mt (0%).

The average transport distances changed very little.For crude oil and oil products it was 4,190 miles(+0.7%), while main dry bulks registered 5,372 miles(+0.5%) and other dry bulks 5,896 miles (+2.4%).

Clarkson estimates that a total of 1,721 Mt of contai-nerized cargo (+3.6%) and 844 Mt of conventionalgeneral cargo (+1.8%) where moved by sea during2016.

LNG transported tonnage increased up to 267 Mt(+6.8%). Measured in t·miles, the increase was 9.1%.

Freight rates evolved very differently in the differentmarkets during 2016. According to Fearnleys, ave-rage time charter (T/C) rates for tankers decreasedsubstantially, due to the increase in deliveries, whichgrew 76.9% in dwt. The largest decrease was obser-ved in freight for suezmaxes, which averaged $26,771per day (-23.3%), followed by VLCC which registeredan average freight rate of $37,542 per day (-21.0%),and Aframaxes with an average rate of $21,917 perday (-16.6%). For product tankers, average freightrates were $18,479 per day, down 19.1% from thoseregistered in 2015.

For 2017, the cut in crude oil production agreed byOPEC countries of 1.2 mbd, which represent 1.5% ofthe world production, and the uncertainty about whe-ther the USA will increase its crude oil production,have reduced the prospects regarding growth of trans-port demand to only 0.2%, while Clarkson estimates

forecast a significant fleet growth for crude oil tankersof 5%. Oil products seaborne trade is estimated togrow 1.8%, although the fleet will further increase(+4%), which is not a very encouraging scenario forthis segment.

Dry bulk freight rates, as already mentioned, started2016 at historically low levels due to oversupply, whichcaused the Baltic Dry Index to fall to an all-time historiclow of just 290 points by the beginning of February. Inthe second half of the year, market conditions impro-ved due to increased demand and restricted supply,which allowed for a slight recovery in freight rates, al-though just close to average operating costs.

According to Fearnleys, average freight rates for bulkcarriers declined in almost all fleet segments. Ave-rage rate for supramaxes decreased to $6,069 perday (-21.3%), capesizes freight rates fell to $14,100per day (-10.2%) and handysizes rates fell 3.8% to$6,250 per day. Panamax rates stood at $8,150 perday. Freight rates improved in the first months of2017, but they have already started a new severe co-rrection in May.

Clarkson estimates a 2.4% growth in demand for thethree major bulk commodities and 1.2% for the rest,mainly driven by the growth in steel production inChina and the corresponding increase of iron ore pro-duction in Australia and Brazil. The bulk carrier fleetwill grow by around 2%, thanks to low delivery levels.Despite continuing in a difficult scenario, this marketcould start a limited recovery.

In the containership market, demand increased by alimited 3.6%, driven by the growth registered in the FarEast to Europe and intra-Asian trades. This growthwas hampered by the impact of low raw materials pri-ces on the North-South routes and the Middle Eastimports.

Freight rates remained at historically low levels and, al-though they improved in the second half of 2016, itwas not enough for shipping companies to take a bre-ath, as shown by Hanjin's bankruptcy in August. InMarch 2017, T/C rates rose significantly. As an exam-ple, the 1 year T/C for a 2,750 TEU vessel, which clo-sed 2016 at $6,050 per day, rose by the end of March

World Seaborne TradeFigures for 2016. Source: Clarkson

Grain476

Coal1,135

Iron Ore1,412

Other Liquid Bulks636

Oil Products1,073

Crude Oil1,943

Other Dry Bulks1,851

Conventional844

Containers1,721

0

2,000

4,000

6,000

8,000

10,000

12,000

16141210080604020098969492908886

0

1,000

2,000

3,000

4,000

5,000

GeneralCargo

DryBulks

LiquidBulks

Million t Million t


Average Freights for Tankers and Bulk CarriersSource: Fearnleys

Tanker Freight Market Last update as of 31 May 2017. Source: Fearnleys

Dry Bulk Freight Market. Baltic Dry Index (BDI)Last data update as of 31 May 2017. BDI monthly averages. January 1985 = 1000. Source: Baltic Exchange Source: Baltic Exchange

BDI last 12 months

0

20

40

60

80

100

AframaxSuezmaxVLCC

1716151413121110090807060504030201009998979695

Thousand $/day

max. 11,793

min. 290 0

600

900

1,200

1,500

MayMarJanNovSepJul0

2,000

4,000

6,000

8,000

10,000

12,000

1715131109060503019997959391

0

10

20

30

40

50

AframaxSuezmaxVLCC

Thousand $/day

0

5

10

15

20

25

30

35

2016

2015

2014

HandysizeSupramaxPanamaxCapesize

31.1

15.7

11.1

8.2

11.4

7.7 9.4

6.5

14.1

8.2

6.1

6.3

Thousand $/day

27.0

47.5

21.4

34.9

16.9

26.3

37.5

26.8

21.9


to $9,000 per day and those of a 4,400 TEU registeredin March $9,750 per day, compared to $4,150 per dayjust three months earlier. Despite the recovery in de-mand and the limited fleet growth, the overcapacitygenerated in recent years has not allowed supply anddemand to balance, in order to create better marketconditions.

According to the existing orderbook, containershipsfleet capacity will grow, in 2017, a modest 1.8%. Onthe other hand, Clarkson forecasts for 2017 a growthin demand of 4.4%. This will help balance the demandand supply ratio, although there is still a lot of idledfleet and overcapacity.

2016 was, once again, a complicated year for the carcarriers market. Transport demand fell 3%, due to thedecline in developed countries imports, which combi-ned with the excess fleet, resulted in very depressedfreight rates, close to operating costs, and an increasein scrapping, which has multiplied by 3.7 in terms ofdwt and by 5 in CEU (Car Equivalent Units). Conse-quently, the idle fleet also increased.

The one-year T/C rate for a 6,500 CEU car carrier re-corded an average rate of $20,292 per day in 2016,down 13% since 2015 and, by the beginning of 2017,

had fell further to only $15,000 per day. In 2017, sea-borne trade will grow by about 2%, while the fleet willincrease by 1%. Nevertheless, the market will remainunder pressure due to existing fleet overcapacity, to-gether with new USA policies on imports of vehiclesto this country, which according to Clarkson will triggera fall on demand, and the implications of Brexit onintra-European trades.

During 2016, LNG seaborne trade rose by a remar-kable 6.8% in tonnes and 9.1% in t·mile and, al-though the fleet grew similarly (+6.9% in dwt),overcapacity in this market continued to put pres-sure on freight rates. For instance, freights for a160,000 m3 LNG tanker fell by 7% in 2016 to$33,528 per day.

In 2017, USA and Australia liquefaction capacity is ex-pected to increase, which in short term will boost se-aborne trade, according to Clarkson by 7.5%. Butagain, fleet growth, which is estimated at around 9%,will complicate a scenario which is already sufferingfrom oversupply. Therefore, analysts do not foresee abalance between supply and demand and, conse-quently, an improvement in freight levels for this seg-ment of the market, at least until the second quarterof 2018.


02WORLD MERCHANT FLEET

dUring 2016, WorLd MerchAnt FLeet grew469 units (a 0.8%), a 3.0% in terms of GT, and a 3.1%in dwt. The high level of ship scrapping, only surpas-sed by those registered in 2009 and 2010, in combi-nation with the low level of deliveries in some fleetsegments, have continued reducing the fleet growthrate. Hence, while between 2007 and 2017 world fleetincreased its dwt by almost 72%, with annual growthin levels around 6-9% between 2007 and 2012, duringthe last 5 years, such growth has fallen to 3-4%. Ac-cording to data published by Lloyd’s Register Fairplay(LRF), as of 1 January, 2017, world merchant fleet wascomposed of 57,800 ships, with 1,182,782,237 GTand 1,772,086,506 dwt.

Last year, all fleet segments registered positive incre-ases in their tonnage, with the only exception of ge-

neral cargo ships, which lost 333 units and reducedtheir GT by 0.5%. Gas tankers were the segment witha higher growth (+9.5%), followed by chemical tankers(+6.3%) and oil tankers (+4.9%). Passenger vessels(+3.9%) and bulk carriers (+2.6%) grew in a less re-markable manner, while containerships (+0.4%) andro-ro ships (+0.1%) maintained similar figures to theprevious year. Bulk carriers now account for a 36.0%of the total world merchant fleet in GT, oil tanker for a21.6% and containerships for an 18.3%, all these va-lues being very similar to those of the previous year.

According to ISL Bremen, during 2016 ship scrappingincreased by a 14.8% in dwt, up to 42.6 million dead-weight tonnes (Mdwt), a level similar to the figures of2009 and 2010. Out of the 841 scrapped ships, 382were bulk carriers with 28.1 Mdwt (66% of the scrap-

World Merchant Fleet by Ship TypesFigures as of 1 January 2017. Source: Lloyd’s Register-Fairplay, World Fleet Statistics(1) Includes other tankers, passenger ships, ferries, ro-ros, etc.

Thousand shipsMillion GT

0 100 200 300 400 500

Other non Merchant

Other Merchant (1)

Containerships

General Cargo

Bulk Carriers

Gas Tankers

Oil Tankers & Obos 8256.8

425.8

67.1

62.7

216.4

154.1

65.8

11.3

8.0

56.1

15.2

5.1

16.3

1.9

XX

Leading World Merchant FleetsBy country of domicile as of 1 January 2017. Source: ISL Bremen

Foreign �ag

National �ag

0

50

100

150

200

250

300

ItalyTaiwanSingaporeUSANorwayS. KoreaGermanyChinaJapanGreece

70

31

73

10 13 17 274 14

272

211

142

10472

49 53 44 315

28

Million dwt


World Merchant Fleet by Country of RegistrationFigures in million GT, as of 1 January 2017. Source: Lloyd’s Register-Fairplay, World Fleet Statistics

Bermuda

Portugal

Indonesia

Norway

Denmark

Italy

Cyprus

Japan

UK

Greece

China

Bahamas

Malta

Singapore

Hong Kong

Marshall Is.

Liberia

Panama

EU total (28)

Million GT

Fleet Registered in Madeira (MAR)Figures as of 31 December 2016. Source: Lloyd’s Register Fairplay, World Fleet Statistics

Thousand GT Number of ships

1918

1716 16

17

15

14

1211 11

Thousand GT

No. of ships

Average age

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

06 161514131211120908070

50

100

150

200

250

300

350

400

3.1%

1.7%

6.2%

10.1%

5.0%

1.4%

4.8%

0.3%

1.3%

0.9%

3.5%

8.9%

2.2%

= 0.0%0.2%

4.4%

4.1%

48.8%

5.0%

0 50 100 150 200 250

238

216

136

128

107

80

66

53

42

41

31

24

21

15

15

15

13

12

10


ped dwt). Again, the most punished segment was thatof capesizes, with 78 units and 13 Mdwt. The freightmarket weakness also reflected on containerships,which doubled the recycled units (from 90 in 2015 to195 in 2016) and tripled the scrapped tonnage to atotal of 8.8 Mdwt. After the previous maximum, regis-tered in 2013 (440,000 scrapped TEU), 2016 left atotal of 656,000 scrapped TEU. The segment of oiltankers experienced the opposite situation, withscrapping again reduced to minimum values, with only69 units and 3.0 Mdwt.

Average age of recycled ships decreased, for the fifthconsecutive year, from 26.2 years in 2015 to 24.5 in2016. In containerships, average age of scrappedships decreased to 18.6 years, including the recyclingin November of a ship of only 7.8 years. Average de-molition age for bulk carriers was 23.5 years, while inoil tanker it was 28.4 years.

As of 1 January 2017, average age of the total worldmerchant fleet was of 17.7 years, slightly higher thanthe previous year (17.5 years). Bulk carriers were theyoungest segment (9.6 years), followed by crude oiltankers (10.5), LNG tankers (10.6), containerships(10.8), chemical tankers (12.6), LPG tankers (15.1) andro-ro ships (16 years). Above the average age were oilproduct tankers (22.0 years), general cargo ships(23.3), cruise ships (24.2), other passenger ships(26.4) and reefers (28.3).

Panama remained the preferred ship register for shi-powners, with 215.8 million GT (MGT), a 1.7% more

that in 2015, which amounts to 18.2% of the world’sGT. Liberia, which fleet grew a remarkable 6.2%, rankssecond with 135.7 MGT and 11.5% of the world’s GT,followed by Marshall Islands with 127.6 MGT, with animportant increase of 10.1% and 10.8% of the world’sGT. Honk Kong ranked fourth, with a fleet increase of5.0%, to 106.8 MGT, and Singapore, in fifth place,+1.4% up to 80.0 MGT.

Within the Panama register, bulk carriers amount to49.4% of the GT (25.1% of the world’s fleet oh thatkind of vessels) while containerships and oil tankersamount to 15.5% of GT in both cases. In Liberia,32.8% of GT correspond to bulk carriers, 29.0% tocontainerships, and 27.2% to oil tankers. In MarshallIslands, 41.5% of the GT belongs to bulk carriers, and27.2% to oil tankers. And, in Hong Kong, 48.1% of re-gistered GT are bulk carries and 25.6% container-ships. A 35.6% of the world’s cruise ships in GT areregistered in Bahamas.

In 2016, the total merchant fleet registered in the EU(28) grew 3.1%, up to 238.4 MGT, with a 20% shareof the world’s GT. Malta remained as the EU memberState with the largest registered fleet, with a total of66.3 MGT (+4.8%) and ranking sixth in the world ran-king. Greece was second in the EU and ninth in theworld, with 40.8 MGT (-0.9%). UK registered fleet grew3.5%, up to 30.9 MGT and remained in tenth worldposition, followed by Cyprus with 21.0 MGT (+2.2%)in 12th position. The Portuguese Madeira Register(MAR) continued to harvest the fruits of the legislativereforms of the past few years and, in 2016, grew by


an spectacular 48.8%, up to 12.0 MGT, climbing fromthe 24th position to the 17th in the world ranking. In justthree years, this register has multiplied almost by 6 itsGT tonnage, which confirms that when appropriatemeasures are taken, it is perfectly possible to regainrelative competitiveness against other registers, evenin a short period of time.

Between the EU there were positive evolutions in thefleets registered in Latvia (+13.5%), Spain (+8.5%),Bulgaria and Poland (both +6.6%), France (+5.8%),Croatia (+5.3%), Finland (+3.5%) and Belgium(+1.5%). Those of Denmark (+0.2%), Italy and Roma-nia (both 0%) and Netherlands (-0.4%) maintained atroughly the same level than in the previous year. De-creases were registered in Estonia (-5.3%) and Ger-many (-5.4%); slightly deeper in Ireland (-8.1%),Sweden (-13.0%) and Lithuania (-13.8%); and very re-markably in Luxembourg (-35.2%). As of 1 January2017, Spanish flag fleet recovered one position in theworld ranking and occupied the 41st position.

According to ISL Bremen, Greek shipowners contro-lled, one year more, the largest world fleet, with 342.3Mdwt (19.4% of global shipping tonnage), with a re-markable increase of 5.5% with respect to the pre-vious year, operating 79.5% of their fleet under foreignflags. Japan ranked second, with 241.8 Mdwt (-0.8%)and 87.1% of its tonnage under foreign flags. In thirdplace, China controlled a fleet of 215.1 Mdwt (+5.9%),65.8% of which was registered under foreign flags.Fleet controlled by German shipowners decreased by5.6%, to 114.1 Mdwt, but maintained the fourth posi-

tion, with 91% of its tonnage registered under foreignflags. According to LRF, EU member States plus Nor-way controlled, altogether, 652.8 Mdtw, 37.0% of theglobal tonnage. The fleet controlled by Spanish ship-owners climbed one position and ranked 37th with 3.7Mdwt.

As of 1 January, 2017, Greek shipowners controlled22.7% of the world tanker fleet, followed by Japa-nese with 8.3%. The bulk carrier segment was alsodominated by Greek shipowners (22.0%), togetherwith Japanese (20.3%), and Chinese (17.2%), whileGerman shipowners controlled 23.9% of container-ships.

For 2017, Clarkson estimates that the crude oil tankerfleet will increase around 5% while transport demandwill remain roughly at the same levels registered in2016 (+0.2%), which is not very encouraging for thismarket. Even a worse evolution is expected for oil pro-duct tankers, which fleet will increase by 4% while de-mand will only grow a 1.8%.

The bulk carrier fleet will grow around 2%, thanks to adecrease in deliveries, and demand will grow a 2-3%which suggests that this market, although with a cer-tain pressure, might be able to start recovering fromthe historical minimum registered in 2016. In the con-tainership segment, Clarkson expects demand togrow a 4%, while the fleet will increase only a 2%which will start balancing supply and demand, al-though it will be necessary that this tendency is main-tained during the following years.


03SHIPBUILDING

According to cLArkSon, 587 newbuilding or-ders were reported during 2016, totalling 28.6 milliondwt (Mdwt), 74.4% less than in 2015 and the lowestvalue recorded for the last 20 years. ISL Bremen esti-mated that, measured in CGT, new orders decreased71.5% year-on-year, totalling just 10.4 million CGT.

Newbuilding orders declined in almost all fleet seg-ments, except for ferries and cruise ships, for whichthey grew 14.3%, with 100 ships ordered that wereresponsible for 51% of the total 2016 investment, es-timated at $34,200 million. Oil tanker orders fell 81.0%to 9.6 Mdwt (2.3 MCGT), most of which were producttankers. Bulk carriers’ newbuilding contracts decrea-sed for the third consecutive year to minimum levels,totalling 13.4 Mdwt and 48 units, almost all of whichwere capesizes. Bulk carriers’ newbuilding orders de-

creased by 71% to 1.8 MCGT. Orders for container-ships decreased from 25.5 Mdwt in 2015 to 2.5 Mdwtin 2016 (1.4 MCGT). Measured in TEU, these data re-presents a reduction from 2,274 thousand TEUs toonly 204 thousand. Most of the scarce orders (81 unitsin total versus 249 in 2015) concentrated in the fee-ders segment, with only 5 containerships of more than3,300 TEU ordered.

Deliveries increased during 2016 by 3.8%, to 100.8Mdwt. Oil tankers deliveries soared by 76.9% over theprevious year, while those of bulk carriers (-4.1%) andcontainerships (-46.6%) decreased. Bulk carriers, with46.9% of the dwt delivered, tankers with 30.7% andcontainerships with 10.0%, accounted for 88.3% ofthe total delivered tonnage. In addition, 2.6 Mdwt ofLNG tankers (6.9% of this type of vessel’s existing

Orderbook / Fleet %

Source: Fearnleys, Clarkson

World Shipbuilding by Ship Type 2016Source: Clarkson

World Shipbuilding

Figures as of 1 January 2017. Source: Clarkson

Other

Off-shore

LNG

Containerships

Bulk Carriers

Oil Tankers

0

100

200

300

400

500

600

700

Deliveries

New orders

Orderbook

161412100806040200989694929088868482807876747270

Orderbook New orders Deliveries

223.0million dwt

0 5 10 15 20 25 30

LNG

28.6million dwt 100.8

million dwt

Million dwt


fleet), 3.2 Mdwt of LPG tankers (14.4%) and 2.4 Mdwtof chemical tankers were delivered in 2016.

Due to the low number of newbuilding orders registe-red in 2016, the orderbook fell by 29% to 223 Mdwt,equivalent to 12% of the existing fleet in terms of dwt.Bulk carriers accounted for 38.3% of the tonnage onorder, with 85.5 Mdwt, slightly above 10% of the exis-ting fleet of this type of vessel, followed by tankers,with 71.5 Mdwt and slightly over 13% of the existingtanker fleet, and containerships, with 36.1 Mdwt, 15%of this fleet. LNG tankers ranked fourth, with 10.4Mdwt on order, almost 28% of the existing fleet. Ac-cording to BRS-Alphaliner, cancellations in 2016 tota-lled 13.1 Mdwt, the lowest value since 2008. Most ofthese cancellations were for bulk carriers, with 57% ofthe total, followed by tankers with 32%. Many of thesecancellations were due to the fact that shipyards whichwere experiencing financial difficulties were unable todeliver the ships on time and shipowners exercisedtheir right to cancellation. Agreements between theparties have also been common, particularly in thecase of series of vessels. Finally, there were also situa-tions were owners lacked funding to meet pre-deliverypayments.

In 2016, the three main shipbuilding States (China,South Korea and Japan) won 62.1% of the total worldnewbuilding orders measured in CGT, as compared to88.6% in the previous year. China obtained 34.5%

(16.9 Mdwt), in comparison with 29.5% in 2015, follo-wed by South Korea (5.9 Mdwt), which reduced itsshare in CGT from 30.7% in 2015 to 16.2% in 2016and Japan (4.4 Mdwt), that also saw its CGT share de-cline from 28.3% to 11.4%. On the other hand, Euro-pean shipyards significantly increased their CGT sharefor new orders, from 5.3% in 2015 to 29.3% last year,the best record in recent history, thanks to the reboundin newbuilding orders of cruise ships. European yardswon 97 orders, including 31 cruise ships.

Only 133 out of the total world shipyards were able towin a building contract for a vessel of more than 1,000GT last year, compared to 244 in 2015 or 600 in 2008.Hence the number of active shipyards (with at least onevessel of more than 1,000 GT on order) declined from476 at the beginning of 2016 to 371 in March 2017.

Spanish shipyards reported only 87,741 CGT new or-ders for merchant ships, a 69% decrease year-on-yearand only 2.9% of the newbuilding orders obtained byEuropean shipyards. They signed contracts for 1 pas-senger ship and 11 more vessels for different uses(tugs, logistical support, platform supply, oceanogra-phic ...). Of these ships, Spanish shipping companiesordered 1 passenger ship and 3 ships for other uses,totalling 53,479 CGT.

Due to the reduction in the number of ships on orderfor foreign shipowners, merchant ships on order in

Spanish shipyards decreased by1%. By contrast, the orderbook fornational shipowners increased by23% in terms of CGT, including 5oil tankers, 1 passenger ship, 1 ge-neral cargo vessel and 14 ships forother uses.

Newbuilding prices fell for all mainsegments of the fleet. Oil tankersprices declined between 10% and14% and oil products tankers bet-ween 8% and 9%. For bulk carrierprices decreased between 7% and9%. As regards containerships, pri-ces for smaller units decreased by12% on average; those of the4,800-6,600 TEU fleet segment fellby around 11%; while largest con-tainerships prices fell by 6%. LPGtankers prices were down by 5%for the smallest vessels (24,000 m3)and 7% for the largest (60,000-78,000 m3), while LNG tankers pri-ces fell by just 3.5%.

Clarkson forecasts for 2017 a slightimprovement in newbuilding or-ders, although they do not expecta significant recovery in the shortterm. The orderbook will thereforecontinue to decline and shipyardswill face a shortage of work, whichin many cases will lead them toshut downs, reduce capacity or re-main inactive, mainly in China andSouth Korea.

EU Shipyards Deliveries in 2016Figures in CGT. Source: Lloyd’s Register-Fairplay

117,769

493,491

485,874

435,769

288,570

137,441

190,02197,16

6

Ro

man

ia

Italy

Ger

man

y

Others

Finland

NetherlandsSpain

Poland

2.2million CGTOff-shore

Passenger

Cargo

Other


04SPANISH SEABORNE TRADE

one More YeAr We thAnk SPAniSh StAtePortS for providing us with the data on Spanishport traffic, broken down by types of trade and bymerchandise groups, which are necessary for thepreparation of this chapter.

From these data, in order to calculate the tonnagemoved in the Spanish seaborne trade (defined as ex-ports + imports + cabotage), we have subtractedgoods in international transit thus avoideing doublecounting cabotage cargo moved between Spanishports.

The Spanish seaborne trade thus defined, registe-red a slight increase (0.6%) to 340.1 million tonnes

(Mt) during 2016. This figure does not take into ac-count goods in international transit, mainly contai-ners, which totalled 46.6 Mt, a 5.1% more than in2015.

The different trades behaved in disparate ways: ge-neral cargo grew a sensible 4.5%, to 116.9 Mt; liquidbulks (+0.5%), moving 137.0 Mt and dry bulks fell4.3%, totalling 86.2 Mt.

The largest trade, liquid bulks, accounted for 40.3%of the total Spanish seaborne trade, followed by ge-neral cargo, with 34.4% of the total, and dry bulks,with 25.3% (see Table IV of the Statistical Annex,page 31).

CabotageSource: Spanish State Ports. Data processing: ANAVE

Imports Exports

Spanish Seaborne Trade

Source: Spanish State Ports. Data processing: ANAVE

Seaborne Trade 2016

0

30

60

90

120

150Cabotage

Exports

Imports

Generalcargo

Drybulks

Liquidbulks

17.0

23.4

96.6

3.7

21.4

61.1

25.8

53.6

37.6

0

50

100

150

200

250

300

350Total

Exports

Imports

Cabotage

1614121008060402009896949290

Total General cargo Dry bulk Liquid bulk

0

10

20

30

40

50

16141210080604020098969492900

50

100

150

200

250

16141210080604020098969492900

20

40

60

80

100

1614121008060402009896949290

Million t Million t

Million t Million t Million t


AnALYSiS BY trAdeS. Spanish foreign seabornetrade, that is, the sum of imports plus exports, decli-ned slightly (-0.3%) to 293.7 Mt, driven by declinesin dry (-4.4%) and liquid bulks (-0.2 %), while generalcargo increased by 3.5%.

In 2016, imports fell by 1.9%, to 195.3 Mt, while ex-ports surpassed the record high registered in 2014(95.8 Mt) moving upwards to 98.4 Mt, a 2.9% incre-ase year-on-year.

Therefore, the relative weight of exports in Spanishforeign seaborne trade, which last year accountedfor no less than 33.5%, compared to 19.6% in 2007,just before the crisis, has continued to increase. Im-ports of liquid bulks grew marginally (+0.4%) and ex-ports fell by 2.5%.

Regarding dry bulks, imports fell by 9.4%, to 61.1 Mt,mainly due to the significant decline in coals (-23.8%).In 2016, climatology favoured a greater use of rene-wable energies in the generation of electricity, cau-sing a decrease in the consumption of coal, with aregistered 30.6% decline in the electric sector.

On the other hand, dry bulks exports grew a remar-kable 13.4% driven by minerals and building mate-rials, which increased by 15.4%.

Meanwhile, general cargo imports increased by 6.3%and exports by 1.6%. The most important merchan-dise in this type of trade, as usual, was food andother goods of animal and vegetable origin, whichadded up 15.5 Mt to imports (+4.3%) and 12.1 Mt toexports (+0.9%) (see Table V of the Statistical Annex,page 32).

crUde oiL And oiL ProdUctS. Last year,Spain imported 64.2 Mt of crude oil (+0.1%), whichaccounted for 66.5% of the total liquid bulk imports.The average distance was 3,669 miles, an increaseof 4.4% over the previous year.

Mexico became our main supplier, with a share of14.4%, relegating Nigeria to the second place(12.6%), followed by Saudi Arabia (10.3%). The newincrease in Nigeria's insurgency in the Niger Deltaregion, attacking oil and gas infrastructures, redu-ced Nigeria's oil production to 1.1 million barrels per

day in summer 2016, a record low for this country.Iraq, with a share of 8.1%, rose from the ninth to thefourth position. Russia remained fifth, although itsimports fell by 4.7% and its share stood at 7.9%.Iran, which restarted its oil trade to Spain in the be-ginning of 2016, after the European sanctions werelifted, obtained a quota of 3.9% and became thetenth importing country. The OPEC countries supplied Spain with 31.2 Mt (-9.4%), 48.6% of ourcrude oil imports.

In 2016, the average price of Brent crude oil stoodat $43.6 per barrel, following an uptrend throughoutthe year and reaching $53.2 per barrel in December.The average CIF cost of crude oil imported by Spainin 2016 fell by a remarkable 18.8%, to $36.25 perbarrel. The average euro/dollar exchange rate was1.1066 slightly lower than in 2015 (-0.3%).

Seaborne imports of oil products remained at a simi-lar level than the previous year, totalling 14.6 Mt(+0.4%), which represents 15.1% of all imported li-quid bulks. Italy became our first supplier, with20.5%, followed by the USA, which fell from first tosecond position, with a share of 16.0%, and SaudiArabia which rose from 4th to 3rd (9.3% share). Portu-gal, who had been our 2nd supplier in 2015, wentdown to 4th, and The Netherlands rose from 7th to 5th.

These changes have led to a significant decrease(-8.0%) of the average distance, to 2,267 miles.Fuel oils accounted for 38.3% of oil products im-ports and fell for the third consecutive year (-7.4%),accumulating a decrease of 46.2% since 2013.

Spanish exports of oil products totalled 18.9 Mt,1.8% more than in 2015. Morocco became the maindestination of these products, with a 45.7% increaseas compared to 2015; France was second(+16.3%); followed by Italy (+39.2%). USA fell fromthe first to the fourth position (-8.1%); and Portugalwas fifth (+6.5%). The average export distance was1,869 miles, down 6.2% from 2015, due to thegrowth in exports to nearby destinations (Morocco,France, Italy and Portugal) and the decline to moredistant destinations, such as the USA.

The energy balance was reduced by 37.8% to minus€16.24 billion, with coverage of 45.1%.

Source: CoresShare (% total imports)

Spanish Crude Oil Imports by Country of Origin in 2016

4.0%25.1%

3.3%

4.7%140.4%

49.8%48.9%

14.4%12.6%10.3%8.1%7.9%4.7%4.4%37.6%48.6%

0 5 10 15 20 25 30 35

OPEC

Others

Brazil

Angola

Russia

Iraq

Saudi Arabia

Nigeria

Mexico 9.28.1

6.65.25.1

24.131.2

3.02.8

9.4%6.0%

Million t

Spanish Flagged Fleet

Figures as of 1 January 2017. Source: ANAVE

Fleet Average Age

Figures as of 31 December each year. Source: ANAVE

1,314

Thousand GTNumber of ships

21913

7819

12510

00

143

14

44445

6110

00

0 300 600 900 1,200 1,500

Other

Passenger & Ferries

Gas Carriers

Reefers

Roll-on/Roll-off

Containerships

General Cargo

Bulk Carriers

Oil Tankers

xx

10

15

20

25World merchant �eet

Spanish controlled �eet

Spanish �agged �eet

161514131211100908070605040302010099989796959493929190


05SPANISH FLAGGED FLEET

thiS chAPter AnALYSeS the Spanish flaggedmerchant fleet, either operated by Spanish or foreignshipping companies, all of which is registered in theSpecial Canary Islands Register (REC).

During 2016, this fleet did not change in the numberof units but, thanks to the addition of two large LNGtankers, combined with several additions and deletionsof smaller ships, its GT increased by 8.5% and its dwtby 10.8%. As of 1 January 2017, this fleet comprised114 ships with 2,256,016 GT and 1,832,559 dwt.

By the end of 2016 Spanish shipowners operatedunder Spanish flag 113 transport merchant ships,which represents an increase of 8.6% in GT and

11.0% in dwt as compared to the end of 2015. Onlyone ship (with 13,740 GT) operated by foreign shipow-ners remains registered in the REC, as compared to12 ships controlled by foreign shipowners 10 yearsago.

As shown in Table VI of the Statistical Annex (page 33),during 2016, Spanish flagged fleet of LNG tankers in-creased by two units with a striking growth of 21.5%in terms of GT. Passenger ships grew by one unit, ke-eping their GT at a similar level year-on-year (+0.2%),while ro-ro ships lost three units and decreased by30.7% their tonnage (GT). All other ship types (tankers,general cargo ships, reefers and “special ships” (com-prising cement carriers, asphalt tankers, supply ships,


chemical tankers and cable layers) remained unchan-ged in number and slightly varied their GT.

During 2016, five vessels left the Spanish flag, two ofwhich were sold to foreign interests and the other threewere flagged out to other EU registers.

Passenger ships remain as the fleet segment with thehighest share in number of units (39.5%), followed bythe general cargo fleet (16.7%), gas tankers (12.3%),ro-ro ships (8.8%) and oil tankers (11.4%). The fleetsegment with less number of ships is that of reefers(2.6%). There are neither bulk carriers nor container-ships under Spanish flag. Gas tankers have the largestshare in terms of GT (58.3%), followed by passengerships (19.7%), oil tankers (9.7%) and ro-ro ships(5.6%). Segments with the lowest share are generalcargo ships (3.5%) and reefers (0.6%). Finally, the spe-cial ships group has a share of 2.7%.

In 2016, after 2 years with no newly build merchantship registered under Spanish flag, 2 new LNG tankerswere recorded, totaling 232,492 GT and 185,584 dwt,with an estimated investment of €350 million. Despitethese additions, as of 1 January 2017, the average ageof the Spanish flagged fleet was 15.8 years, while oneyear earlier it was 14.6 years, although it is still lowerthan the average age of the world merchant fleet (17.7

years). Gas tankers are the youngest fleet segment(9.1 years), followed by general cargo ships (11.9years) and oil tankers (12.2). Ro-ro ships (18.1), pas-senger ships (18.4) and reefers (23.7 years) have anaverage age over that of the total Spanish flagged fleet.Finally, the group of special ships has an average ageof 20.8 years.

During the first months of 2017, the Spanish fleet re-mained unchanged in number and increased by 0.2%both its GT and its dwt. Until mid-May, 1 passengership and 1 general cargo ship were added, while 2 ge-neral cargo ships were sold to foreign interests. As willbe seen in the following chapter, so far this year, thenumber of ships controlled by Spanish shipownersunder foreign flags has increased by 5 units.

In fact, between January 2015 and May 2017, theSpanish controlled fleet under Spanish flag fell by 4units, while the Spanish controlled fleet under foreignflags increased by 11 units.

It clearly follows that Spanish shipowners are optingfor more competitive European registers different fromthe Canary Islands one when adding ships to their fleets. Therefore, there is an urgent need to restore thecompetitiveness that the REC has lost as comparedto other EU registers.


06SPANISH CONTROLLED FLEET

thiS chAPter AnALYSeS the total transport mer-chant fleet controlled by Spanish shipping companiesboth under Spanish and foreign flags (see Table VII ofthe Statistical Annex, page 33). After the reductionsregistered in recent years, during 2016, and for the se-cond year in a row, this fleet showed an increase in itstonnage.

As of 1 January 2017, Spanish shipowners controlled210 ships, the same number as one year before, butwith 4,087,855 GT (+6.2%) and 3,717,366 (+4.0%)dwt, thanks to 2 large LNG tankers added to the Spa-nish flagged fleet. As a result, during 2016, the ave-rage tonnage of the controlled fleet grew 6.2% to19,466 GT.

Both the controlled fleet under Spanish flag and thatunder foreign flags remained unchanged in number ofships. At the beginning of 2017, 113 ships sailedunder Spanish flag, with 2,242,276 GT (+8.6%) and1,811,209 dwt (+11.0%). Additionally, there were 97ships, totalling 1,845,579 GT (+3.4%) and 1,906,157dwt (-1.8%) registered under foreign flags.

During 2016, 14 ships joined the Spanish controlledfleet, 9 of them under foreign flags (all of them EU), and5 to the Spanish flag. In addition, 3 ships were flaggedout from the Special Canary Islands Register (REC) toforeign registers and one vessel was transferred to theREC.

In terms of GT, gas tankers was the fleet segment thatgrew the most, with 2 additions that increased its GTby 19.4%, followed by containerships, with no addi-tions and an 18.5% growth. Passenger ships (+2.3%)increased by 2 units; followed by ro-ro ships (+2.2%)and general cargo vessels (+1.9%), both remaining un-changed in the number of ships. Oil tankers grew byone small unit, increasing their GT by 0.4%. The reeferfleet remained unchanged, while the “special ships”group (cement carriers, asphalt tankers, off-shore sup-port vessels, chemical tankers and cable layers) de-creased by 4.6% of its GT loosing 3 units and the bulkcarriers segment decreased by 1 unit and 8.5% interms of GT.

Passenger ships are the greatest in number within thetotal controlled fleet (34.3% of the units), followed bygeneral cargo ships (16.7%) and special ships(11.9%). Oil tankers account for 9.5%, ro-ro ships for9.0% and gas tankers for 8.1%. In terms of GT, gastankers are the most important fleet segment(35.1%), followed by passenger ships (25.4%), oil tan-kers (11.4%), bulk carriers (8.5%) and ro-ro ships(7.2%).

Last year, 3 new merchant ships totalling 236,411 GTand 191,334 dwt joined the controlled fleet, with a totalinvestment of around €367 million. The low number ofadditions in recent years has led to an increase of theaverage age of the controlled fleet from 16.3 years on1 January 2016 to 16.8 years on 1 January 2017.

According to the orderbook currently in force, in thenext two and a half years, Spanish shipowners will re-ceive a total of 18 newbuildings, out of which 7 willhave been built in Spanish shipyards. In total, the or-derbook of the Spanish shipowners comprises 6 pas-senger ships, 4 oil tankers, 4 LNG tankers, 2 bulkcarriers and 2 chemical tankers, with 1,137,837 GTand almost 736,000 CGT, involving an investment of€1,730 million.

Containerships is the youngest fleet segment (8.3years), followed by gas tankers (9.9 years), bulk ca-rriers (10.0 years), oil tankers (13.8 years), ro-ro ships(15.9 years) and special ships (16.1 years). Above ave-rage fleet age are passenger ships (19.2 years), gene-ral cargo ships (17.8 years) and reefers (31.4 years).During the past year only 1 general cargo ship of 25years was scrapped.

As of 1 January 2017, 54.9% of the total GT controlledby Spanish shipowners operated under Spanish flag(REC). The remaining tonnage is distributed among 16foreign registers, of which, in terms of GT, Malta(33.5%) is the most important, followed by Madeira(23.9%), Cyprus (17.4%) and Bahamas (9.7%). Innumber of vessels, Madeira led the ranking of foreignflagged vessels, with 25.8% of the units, followed byCyprus (19.6%) and Malta and Panama (both with ashare of 18.6%).

The preference of Spanish shipowners to flag theirships under EU registers is evident for a further year,with 71.1% of the ships and 82.0% of the GT of thecontrolled fleet under foreign flags sailing under EUflags. Adding the vessels registered under Spanish flag(REC) 86.7% of the units and 91.9% of the GT of thefleet controlled by Spanish shipowners operate underEU (28) flags.

During the first months of 2017, 3 passenger ships, 3general cargo ships, 2 chemical tankers and 1 contai-nership were added to the controlled fleet and 1 bulkcarrier, 1 containership and 2 general cargo ships weredeleted, with a net increase of 5 units, totalling4,156,852 GT (+1,7%) and 3,797,467 dwt (+2,2%).Out of the 9 vessels added to the controlled fleet, 3were newbuildings: 2 chemical tankers and 1 generalcargo ship.


Other

Bahamas

Panama

Cyprus

Madeira

Malta

Spain

Number of ships

210Total tonnage

4,088thousand GT

18

25 19

18 2

15

113

619

442321 65

179

220

2.242

0

10

20

30

40

50

60 Other

Container / Ro-ros

Pass. & Ferries

General Cargo

Oil Tankers

25+20-2515-2010-155-100-50

1,000

2,000

3,000

4,000

5,000

Foreign �ag

Special register

Ordinary register

1614121008060402009896949290

Spanish �ag (REC)Other �ags

0 200 400 600 800 1,000 1,200 1,400

Other

Passenger

Gas Tankers

Reefers

Ro-Ro

Containerships

General Cargo

Bulk Carriers

Oil Tankers

Numberof ships

XX Thousand GT Thousand dwt

0200400600800

261 205377

78112

12561

1415

1,3141,068

44485

6193

498

349641

5582

105110

16855

1416

119103

595120

179282

8

7

16

7

9

5

3

27

15

12

0

19

0

10

3

14

45

10

Thousand GTNo. ships

Registers used by Spanish ShipownersFigures as of 1 January 2017. Source: ANAVE

Spanish Controlled FleetFigures as of 1 January 2017. Source: ANAVE

Spanish Controlled FleetFigures as of 31 December each year. Source: ANAVE

Controlled Fleet AgeFigures as of 1 January 2017. Source: ANAVE


07 INTERNATIONAL MARITIME POLICY

AFter ALMoSt three YeArS without attacks inSomalia and the Gulf of Aden, maritime piracy in thearea has resurfaced since the last quarter of 2016. Inlate October, the Spanish LNG tanker “Galicia Spirit”was one of the first ships to be attacked, fortunatelywithout consequences.

In the subsequent months, up to five vessels havebeen hijacked by pirates, so merchant vessels opera-ting in the risk area are currently forced to strengthentheir self-protecting measures including, when possi-ble, the deployment of private armed guards, possibi-lity that is already accepted by most of the countries.This turnaround on the situation in Somalia showedthat, although the use of private security guards is the-oretically permitted on board vessels by the currentSpanish legislation, logistical requirements on wea-pons imposed by lower level regulations are, in prac-tice, impossible to comply with.

Consequently, following the referred attack, ANAVE re-quested the Spanish Administration to implement withutmost urgency the necessary measures to enableSpanish merchant ships in transit through the area toembark private security guards, in order to safeguardtheir crews and cargoes. For this purpose, a workinggroup was established with representatives of the In-terior, Defence and Transport Ministries, which has meton a number of occasions with ANAVE, private secu-rity companies and shipping companies. However,seven months later, no progress has been made, andthe Spanish flagged ships still suffer a lack of protec-tion. This is a new and very serious handicap for theSpanish flag versus other European registries.

At global level, piracy incidents declined in 2016 to191, as compared to 246 in 2015, due to the signifi-cant reduction registered in the area of Indonesia, Ma-laysia and Vietnam. However, the situation is alsoextremely worrying in Nigeria, where attacks increasedin 2016, both in number, from 14 to 36, and in violenceand crew mistreatment. In this area, 90 miles off thecoast, the Spanish LNG carrier “La Mancha Knutsen”was attacked in March 2017, also fortunately withoutconsequences.

Once again, 2016 registered very low levels of acci-dental discharges from oil tankers. According to in-formation from the International Tanker Owner'sPollution Federation (ITOPF), there was only onemajor oil spill incident (more than 700 tonnes), makinga total of 6,000 tonnes, which is in line with the last7 years average. As opposed, in the decade 2000-2009, annual accidental oil discharges average was21,300 tonnes.

These data demonstrate the ongoing commitment oftanker shipowners and their crews for an increasinglysafe and cleaner maritime transport.

Moreover, 2016 was a key year for international mari-time regulations. In October, the IMO Marine Environ-ment Protection Committee (MEPC 70) made a criticaldecision by confirming that the global cap on the sul-phur content of marine fuels, outside existing EmissionControl Areas (ECAs), will be implemented on 1 Ja-nuary 2020, discarding an option to postpone it until2025.

From that date, the current 3.5% limit will be replacedwith a new 0.5% limit. As a consequence, all shipow-ners are already evaluating the different options tomeet this regulation, whether the simplest but mostcostly choice of burning distillate fuels, the investmentin exhaust gas cleaning systems (scrubbers) or the re-trofitting of existing vessels in order to use alternativefuels, such as liquefied natural gas (LNG).

Also in 2016, the conditions for the entry into force ofthe IMO Convention on Ballast Water Managementwere finally fulfilled and consequently this internationalinstrument will come into force on 8 September 2017.In December 2016, the United States Coast Guard(USCG) finally announced the final type approval ofthree ballast water treatment systems. Being in princi-ple a positive development, it is also clear that fromnow on, the USCG will not grant extensions for the im-plementation of these systems with the same flexibilityas before.

A lot of shortcomings and unclear issues relating theapplication of this Convention still remain. These in-clude the application in very short trades, in which theconditions established in the Convention for thechange of ballast water (200 or 50 miles off the nearestcoast) are not fulfilled. Some of these issues will be fur-ther discussed at MEPC 71, which will take place inJuly, only two months before the entry into force of theConvention.

Also, under the European MRV Regulation on the mo-nitoring, reporting and verification of carbon CO2 emis-sions from maritime transport, by 31 August 2017,companies will have to submit to an accredited verifiera monitoring plan for each of their ships, indicating themethod and procedures chosen to monitor and reporttheir CO2 emissions.

On the understanding that all these regulatory deve-lopments together pose probably an unprecedentedchallenge to shipping companies, ANAVE has organi-


sed every two months technical meetings with itsmember companies, the Maritime Administration andmajor classification societies, with the aim of suppor-ting shipping companies in the compliance with thesestandards. As an example, with the agreement of theAdministration, ANAVE has drafted a Ballast WaterManagement Plan, which our member companies canuse as a model to develop their own plans. On theother hand, at the request of ANAVE, the maritime ad-ministrations of Spain and Morocco are discussinghow to carry out a pragmatic application of the Con-vention in the Strait of Gibraltar.

Meanwhile, ICS has confirmed its rejection to apply atrading scheme to shipping, but has made a very pro-active submission to MEPC 71 proposing that, as partof the initial strategy to be adopted in 2018, IMOshould agree on some ambitious ‘aspirational objecti-ves’ for reducing its emissions, including the reductionof CO2 emissions per tonne·km by at least 50% by2050.

In December 2016, the European Commission publis-hed the first version of the “European List of ship recy-cling facilities” that meet the requirements set down inEU Regulation 1257/2013. This list includes a total of18 shipyards, all of them in the EU, one of which is ElMusel (Gijón, Spain), whose recycling capacities are

far short of what is required to trigger the applicationof the regulation, which will occur no later than 31 De-cember 2018.

There have been very few additional developments inthe European legislation to those already mentioned.The Regulation establishing a framework for the pro-vision of port services and common rules on the finan-cial transparency of ports, greatly undervalued in termsof content, was finally published as 2017/352, on 15February 2017.

The European Sustainable Shipping Forum (ESSF) hascontinued working throughout this year, involving theMember States, the Commission and the industry. Fo-llowing a new selection process, the Spanish ShortseaPromotion Centre, which is chaired by ANAVE, wasconfirmed by the Commission as the only Spanish pri-vate entity participating in the plenary body of thisforum.

Initially created to study the impact and potential miti-gation measures of the new limits on the maximumsulphur content of marine fuels, new working groupswere established in the content of the ESSF, on theabovementioned MRV Regulation, and on the reviewof the Directive on port reception facilities for ship-ge-nerated waste and cargo residues.

08NATIONAL MARITIME POLICY


Port iSSUeS: The issue that has dominated theSpanish national scene in this area has undoubtedlybeen the need to comply with the December 2014 Lu-xembourg Court ruling against Spanish legislation oncargo handling services.

At the beginning of 2017, the Spanish government an-nounced its intention to regulate this activity througha Royal Decree Law. Trade unions called on two oc-casions to intermittent strikes, which were finally can-celled.

On 24 February, the Council of Ministers approved aRoyal Decree Law that was not endorsed later by theParliament, so it was repealed. A process of negotia-tions between the workers' representatives and theemployers' association (ANESCO) was then opened,with the President of the national Economic and SocialCommittee, acting as mediator. A key demand fromthe trade unions was to ensure a subrogation in allworkers' employment.

On 13 May, Royal Decree Law 8/2017 was publishedin the Spanish official journal, which was endorsed byParliament on 18 May. An additional Royal Decree ispending, based on the outcome of the mediation pro-cess.

Lng AS BUnker FUeL: Spain is by far the Euro-pean country with more regasification facilities. Moreand more, the interest of Spanish shipping and portsectors on LNG continues to grow in order to be readyfor the expected upturn in demand for LNG as bunkerfuel from 2020.

This has been carried out within the framework of se-veral European projects. At the V Congress of the Ibe-rian Association for Natural Gas for Mobility(GASNAM), held in March 2017, it became clear thatSpanish shipping companies are already actively wor-king and investing in this field.

It should be noted that, under the joint coordination ofSpanish State Ports and ENAGAS, and co-financedby the EU under the Connecting Europe Facility, amajor project, called CORE LNGas hive, has beenlaunched, involving more than 40 entities, including se-veral ANAVE member shipping companies. LNG bun-kering facilities, from land and from vessel or barge,will be deployed in different Spanish ports in its frame-work.

In December, in compliance with Directive2014/94/EU, the Spanish Council of Ministers appro-ved the Spanish National Action Framework for Alter-

native Energies in Transport. Regarding seabornetrade, essentially that document:

– Describes the Spanish port system, existing regasi-fication facilities and notes that it is already possibleto supply LNG to ships in all Spanish ports bymeans of LNG tank trucks. Therefore, strictly spea-king, Spain already meets the Directive require-ments, although it is recognised that this bunkeringsystem is not optimal for all ships and traffics.

– Describes objectives of the CORE LNGas hive pro-ject.

– Considers this document as a first approach, to bereviewed in 2019, in view of the evolution of the de-mand for LNG as bunker fuel and of the objectivesreached in the Hive project, with a view to decidewhether it is necessary to promote from the Admi-nistration the development of additional LNG bun-kering facilities.

This draft national framework was developed as partof the works of the CORE LNGas hive project itself, inwhich Policy Advisory Committee ANAVE participateson behalf of GASNAM.

SUBSidieS to iSLAnd reSident PASSen-gerS: As it is widely known, funds from the Stateand from the island autonomous communities publicbudgets are granted to air and maritime transport ofisland residents to the peninsula and in between theislands.

ANAVE has often pointed out that, in several aspects,the current subsidy system negatively discriminatesmaritime transport and citizens who use it, being moresupportive of air transport, which is undoubtedly a lesssustainable mode of transport that also involves morepublic money per passenger·km.

In the context of the negotiations of the State budgetfor 2017, there have been proposals for a flat rate forpassengers in inter-island air traffic. ANAVE called formaritime transport to be taken into account from theoutset in the negotiations that could be maintainedbetween the central and regional governments, inorder to avoid introducing new elements that couldfurther distort competition against maritime transport.And we also claimed that this subsidy should also beapplied to the transport of vehicles as luggage, as ithappened until 2004, since it is an integral element ofthe ferry transport concept that has a fundamentalweight in the attractiveness of this type of transporta-tion for families.


MerchAnt MArine: Over the last twelve months,the Spanish Maritime Authority has granted authorisa-tions, as recognised organisations, to three additionalclassification societies. This has significantly increasedshipowners' choice when they need to carry out sta-tutory surveys abroad, which will greatly simplify theseinspections.

However, most other drawbacks which penalise thecompetitiveness of the Spanish flag fleet (Special Ca-nary Islands Register, REC) versus other EU registriesdo persist. As explained in the “Spanish Flagged Fleet”and “Spanish Controlled Fleet” sections of this report,Spanish shipowners continue to opt mostly for Euro-pean Union registers, but with a clear preference forother European registers (especially Malta and Ma-deira) and not for the Spanish one.

The decline in the number of Spanish flagged mer-chant ships has obvious implications on the employ-ment of national seafarers and thus on the availabilityof experienced Spanish seafarers for other segmentsof the whole maritime cluster. In addition, it makes itdifficult for the Spanish flag to stay on the Paris MOUwhite list, since each possible detention of a Spanishflagged ship accounts for a high percentage of totalinspections of vessels in the national fleet.

Therefore, ANAVE has submitted to the Transport Mi-nistry a series of proposals, without any budgetarycost, both in the labour and technical areas, to restorethe competitiveness that the REC has lost against

other European registries in the latest years. Thesemeasures essentially consist in aligning Spanish legis-lation with the standards established through interna-tional conventions. Each one of the aspects where theSpanish national regulations are different from the in-ternational framework is a handicap for the operationunder the Spanish flag.

Main beneficiaries of these measures proposed byANAVE would be the Spanish Administration itself aswell as the employment opportunities for Spanish se-afarers.

The 25th anniversary of the Canary Islands Special Re-gistry, which is being held in 2017, seems a very ap-propriate time to thoroughly review its regulation. Thatis why ANAVE has proposed, once again, to the Spa-nish Government to make steps as soon as possibleon all fronts: labour, technical, insurance... that pena-lise the competitiveness of the Spanish flag. Desirablythis should be done through a single legislation that si-multaneously reviews all the relevant national rules inall these areas.

At the same time, the total fleet controlled by Spanishshipping companies experienced a significant increasein 2016 and new orders for large and high-tech ves-sels have been signed, which makes it possible to fo-recast the continuity of the positive increase in this fleetand of the employment in it. We are confident that asignificant part of these vessels will be deployed underSpanish flag.


(1) Coal, iron ore, grain.(2) Liquefied gases and chemical products.From 1 January 2016 Clarkson has added new data on chemical products’ trade.

i. WorLd SeABorne trAde

16/15 (%) 2.2 2.7 -0.3 2.1 4.5 5.2 5.0 7.5 3.6 2.7 1.8 1.0 2.7 3.2

17/16 (%) 2.4 2.9 1.2 1.2 0.8 0.5 5.7 7.5 4.4 3.7 2.3 1.6 2.3 2.3

t: Million tonnes - t·miles: billion tonne·milesSource: Clarkson

(*)Figures for 2017 are estimated

ii. WorLd MerchAnt FLeet BY ShiP tYPeS

ShiP tYPeS1985 1990 1995 2000 2005 2010 2015 2016 2017

nS grt nS grt nS grt nS gt nS gt nS gt nS gt nS gt nS gt

(1) Includes chemical tankers, other tankers, passenger ships, ferries, ro-ros, etc.Figures as of 1 January, except 1980, 1985 y 1990 (figures as of 1 July).Source: Lloyd’s Register Fairplay - World Fleet Statistics.

NS: Thousand Ships.GRT: Million GRT.

GT: Million GT.

Oil & Product Tankers 7.1 162.1 6.9 154.5 6.8 159.8 7.3 163.7 7.0 170.9 7.4 209.8 7.7 240.0 7.8 244.6 8.0 256.8

Gas Tankers 0.8 9.9 0.8 10.6 0.9 14.0 1.1 17.9 1.2 24.7 1.5 46.1 1.7 56.3 1.8 61.3 1.9 67.1

Bulk Carriers 5.0 110.3 4.8 113.4 5.7 129.7 6.1 149.4 6.5 175.8 8.0 250.5 10.9 405.4 11.1 415.0 11.3 425.8

General Cargo 21.7 80.1 19.7 72.7 18.9 66.2 18.9 65.6 17.7 59.6 18.6 65.5 16.7 62.7 16.6 63.0 16.3 62.7

Containerships 1.0 18.4 1.2 23.9 1.6 35.1 2.5 55.3 3.2 85.8 4.7 145.5 5.1 200.3 5.2 215.5 5.1 216.4

Other Merchant (1) 7.6 18.4 6.8 23.5 8.6 46.2 10.1 63.5 11.4 84.8 13.8 123.2 14.5 141.6 14.8 148.7 15.2 154.1

TOTAL MERCHANT 43.2 399.2 40.2 398.6 42.7 451.1 46.0 515.4 47.1 601.7 53.9 840.6 56.6 1,107.8 57.3 1,148.0 57.8 1,182.8

Other non Merchant 33.2 17.0 38.0 24.9 38.0 24.8 40.8 28.2 42.9 31.6 48.2 42.1 53.0 59.1 54.5 63.2 56.1 65.8

TOTAL 76.4 416.2 78.2 423.5 80.7 475.9 86.8 543.6 90.0 633.3 102.2 882.6 109.6 1,166.8 111.8 1,211.2 113.9 1,248.6

09STATISTICAL ANNEX

2001 1,264 6,814 1,146 6,573 2,207 9,331 306 1,068 641 3,279 830 4,246 6,395 31,412

2002 1,309 6,962 1,199 6,538 2,190 8,967 323 1,218 693 3,512 871 4,414 6,585 31,614

2003 1,390 7,476 1,270 6,965 2,349 9,700 342 1,283 802 4,124 807 4,150 6,961 33,698

2004 1,509 8,089 1,389 7,876 2,498 10,385 359 1,355 911 4,687 762 3,920 7,428 36,314

2005 1,610 8,651 1,466 8,170 2,591 10,726 377 1,400 1,002 5,158 742 3,818 7,789 37,921

2006 1,720 9,279 1,536 8,852 2,664 11,027 406 1,533 1,092 5,601 724 3,712 8,141 40,003

2007 1,855 10,008 1,637 9,160 2,712 10,999 431 1,646 1,215 6,178 640 3,256 8,491 41,245

2008 1,956 10,525 1,602 8,817 2,728 11,178 438 1,703 1,272 6,431 696 3,519 8,691 42,172

2009 2,026 11,026 1,402 7,586 2,653 10,632 452 1,730 1,134 5,815 679 3,480 8,344 40,267

2010 2,265 12,359 1,578 8,705 2,754 11,199 508 1,982 1,291 6,588 729 3,722 9,125 44,556

2011 2,399 13,055 1,682 9,312 2,762 11,352 550 2,223 1,411 7,205 714 3,644 9,516 46.789

2012 2,604 14,145 1,736 9,623 2,821 11,824 553 2,239 1,458 7,352 752 3,794 9,924 48,977

2013 2,761 14,758 1,824 10,175 2,794 11,672 567 2,265 1,532 7,711 779 3,923 10,257 50,503

2014 2,984 15,761 1,836 10,559 2,770 11,701 583 2,307 1,621 8,148 808 4,062 10,601 52,538

2015 2,957 15,813 1,857 10,693 2,887 12,013 606 2,375 1,661 8,302 829 4,143 10,795 53,340

2016 3,023 16,239 1,851 10,914 3,016 12,638 636 2,554 1,721 8,529 844 4,183 11,091 55,057

2017* 3,097 16,710 1,873 11,048 3,039 12,701 672 2,745 1,797 8,845 863 4,250 11,341 56,297

YeAr

MAin drY BULkS (1)

otherdrY BULkS

crUde oiL And oiLProdUctS

otherLiQUid BULkS (2)

cArgo incontAinerS

generALcArgo

totALSeABorne trAde

t t∙miles t t∙miles t t∙miles t t∙miles t t∙miles t t∙miles t t∙miles


country 1980 1985 1990 1990 2000 2005 2010 2015 2016 2017gt Var. (%)

17/16 17/05

Panama 23,327 39,544 38,410 63,208 103,049 129,330 187,178 212,871 212,293 215,822 1.7 66.9

Liberia 80,167 57,979 54,231 57,172 52,932 52,527 90,182 123,477 127,748 135,652 6.2 158.3

Marshall Islands (1) - - - 2,130 6,656 21,876 47,648 105,370 115,848 127,604 10.1 483.3

Hong Kong 1,709 6,842 6,533 7,673 7,944 26,025 45,300 92,225 101,752 106,790 5.0 310.3

Singapore 7,520 6,398 7,815 11,720 21,500 25,814 39,665 75,244 78,961 80,033 1.4 210.0

Malta 129 1,843 4,473 15,424 28,107 22,220 34,760 55,869 63,270 66,325 4.8 198.5

Bahamas 78 3,864 13,464 22,628 28,952 33,707 45,017 49,831 53,613 53,443 -0.3 58.6

China 6,556 10,188 13,303 15,089 15,456 19,381 28,636 42,193 41,725 42,285 1.3 118.2

Greece 39,377 30,895 20,384 30,061 24,756 31,971 38,776 42,282 41,157 40,785 -0.9 27.6

United Kingdom 26,105 13,942 7,778 5,867 8,305 18,238 27,590 30,046 29,840 30,880 3.5 69.3

Japan 39,194 38,184 25,673 20,771 15,641 12,103 13,728 20,184 21,732 23,677 8.9 95.6

Cyprus 2,079 8,179 18,304 23,224 23,344 21,147 19,842 20,332 20,539 20,990 2.2 -0.7

Italy 9,698 8,587 7,482 6,371 7,750 10,653 15,210 15,578 15,447 15,453 0.0 45.1

Denmark 5,211 4,767 4,900 5,518 5,567 7,311 10,663 14,223 15,100 15,134 0.2 107.0

Norway 21,530 14,774 22,684 21,753 22,382 17,584 14,779 13,569 14,012 14,634 4.4 -16.8

Indonesia 1,276 1,715 1,879 2,397 2,939 3,732 7,389 11,423 12,434 12,943 4.1 246.8

Portugal 1,208 1,290 716 774 1,051 1,217 1,172 4,465 8,093 12,045 48.8 889.8

Bermuda 1,723 981 4,258 2,861 6,187 6,166 9,372 10,496 9,925 10,420 5.0 69.0

South Korea 4,281 6,664 7,213 6,420 5,119 7,225 12,238 11,440 10,797 10,402 -3.7 44.0

India 5,911 6,605 6,476 6,067 6,915 7,518 8,280 8,200 8,723 9,658 10.7 28.5

Germany 9,384 7,176 5,324 5,484 6,329 8,046 14,931 10,839 9,878 9,341 -5.4 16.1

USA 17,177 17,907 19,571 12,152 10,276 8,616 9,364 8,489 8,179 8,325 1.8 -3.4

OTHER EU

Netherlands 5,430 3,650 3,069 3,841 5,175 6,384 7,528 7,722 7,185 7,153 -0.4 12.0

France 11,557 7,885 3,525 4,069 3,067 4,615 6,371 5,255 5,426 5,738 5.8 24.3

Belgium 1,697 2,251 1,769 68 8 3,829 4,105 5,062 4,689 4,759 1.5 24.3

SPAIN 7,178 5,214 3,143 933 1,547 2,386 2,319 2,094 2,079 2,256 8.5 -5.4

Sweden 4,186 3,006 2,667 2,692 1,846 3,561 3,928 2,603 2,489 2,165 -13.0 -39.2

Finland 2,472 1,916 1,000 1,319 1,566 1,334 1,364 1,572 1,571 1,625 3.5 21.8

Croatia - - - 236 856 1,000 1,367 1,282 1,250 1,317 5.3 31.6

Luxembourg - - 2 1,135 1,286 555 656 2,439 1,977 1,281 -35.2 130.7

Estonia - - - 488 391 304 344 325 373 353 -5.3 16.2

Lithuania - - - 385 335 352 371 349 327 282 -13.9 -20.0

Ireland 188 167 141 146 172 411 119 198 198 182 -8.1 -55.7

Bulgaria 1,233 1,322 1,360 1,112 957 875 500 135 113 121 6.6 -86.2

Latvia - - - 838 44 247 207 173 102 115 13.5 -53.4

Romania 1,627 2,757 3,798 2,502 1,074 304 139 53 45 45 0 -85.1

Poland 3,250 2,972 3,081 2,393 1,139 54 82 40 33 35 6.6 -35.7

Austria 89 134 139 134 74 34 10 0 0 0 0 -100.0

Total EU (15) 123,780 90,880 62,039 68,412 68,496 100,545 134,741 144,379 145,128 148,797 2.5 48.0

Total EU (28) 132,328 108,214 93,479 115,245 124,771 147,174 192,499 222,937 231,179 238,380 3.1 62.0

World Total 399,918 399,241 398,642 451,057 515,394 601,701 840,566 1,107,776 1,147,997 1,182,782 3.0 96.6

EU 15 / World 31.0% 22.8% 15.6% 15.2% 13.3% 16.7% 16.0% 13.0% 12.6% 12.6%

Figures as of 31 July until 1990. As of 1 January since 1995.(1) Until 1990 Marshall Islands were included in the USA.

Figures in thousand GRT to 1990.Thousand GT from 1995Source: Lloyd’s Register Fairplay - World Fleet Statistics

iii. WorLd MerchAnt FLeet BY coUntrY oF regiStrAtion

MerchAndiSeiMPortS eXPortS cABotAge totAL

2015 2016 Var. (%) 2015 2016 Var. (%) 2015 2016 Var. (%) 2015 2016 Var. (%)

Liquid Bulks 96,287 96,632 0.4 23,991 23,391 -2.5 15,954 16,958 6.3 136,231 136,980 0.5

Dry Bulks 67,420 61,111 -9.4 18,885 21,410 13.4 3,793 3,691 -2.7 90,098 86,213 -4.3

General Cargo 35,354 37,576 6.3 52,745 53,601 1.6 23,846 25,769 8.1 111,945 116,946 4.5

TOTAL 199,060 195,319 -1.9 95,621 98,401 2.9 43,592 46,418 6.5 338,274 340,139 0.6

iV. SPAniSh SeABorne trAde

Figures in thousand tonnes - Merchandise in international transit has been excluded. Source: Spanish State Ports - Data processing: ANAVE


Crude Oil 51,266 56,199 53,320 64,131 64,215 0.1 1,052 2 1 0 0 -85.1

Oil Products 9,742 18,100 22,536 14,528 14,588 0.4 11,348 9,145 10,556 18,561 18,896 1.8

Liquefied Gases 4,040 9,119 22,688 11,138 11,544 3.7 154 1,251 1,166 1,387 400 -71.2

Chemical Products 2,557 5,005 6,197 6,797 6,608 -2.8 3,602 5,368 8,704 9,872 9,832 -0.4

Biofuels - - - 239 365 52.3 - - - 664 900 35.5

Grain and Flours 2,736 4,722 8,292 11,680 11,782 0.9 1,751 920 719 665 598 -10.2

Oilseeds 3,592 3,049 3,384 3,399 3,156 -7.2 6 8 2 0 0 2.3

Iron Ore 6,946 7,059 6,353 7,028 6,403 -8.9 1,698 186 14 226 1 -99.3

Coal 13,131 26,474 12,891 23,021 17,540 -23.8 121 973 820 2,327 2,473 6.3

Other Min. / Building Materials 4,784 9,358 11,045 11,180 12,415 11.0 6,524 9,968 9,213 14,499 16,735 15.4

Concrete and Clinker 2,912 4,338 1,505 405 374 -7.7 2,890 1,400 2,193 7,341 7,921 7.9

Scraps 3,236 4,650 3,856 3,379 2,546 -24.7 30 32 149 115 69 -40.2

Fertilizers 3,893 4,695 3,330 3,689 3,326 -9.8 1,507 751 1,364 1,661 1,653 -0.5

Wood 1,689 2,986 1,389 450 440 -2.3 320 421 686 1,259 1,164 -7.5

Siderurgical Products 2,623 6,557 6,503 6,583 7,127 8.3 3,267 3,375 5,765 6,522 6,434 -1.3

Other Food Products 6,960 13,053 12,756 14,901 15,544 4.3 3,750 5,539 8,541 11,971 12,082 0.9

Other Metallurgical Products 60 315 430 600 702 17.0 284 370 641 820 737 -10.1

Vehicles and Parts 461 1,101 1,126 1,902 2,090 9.9 621 1,871 2,336 3,460 3,753 8.5

Machinery and Spares 381 971 1,595 1,895 1,981 4.6 365 1,022 1,805 2,875 2,787 -3.0

Vehicles and Container Tares 1,464 3,935 6,475 7,709 8,091 5.0 1,299 3,908 7,127 7,914 8,325 5.2

Other 1,691 2,596 4,446 4,406 4,484 1.8 598 5,751 2,597 3,482 3,641 4.6

GENERAL TOTAL 124,165 184,282 190,117 199,060 195,319 -1.9 41,188 52,262 64,401 95,621 98,401 2.9

Figures in thousand tonnes - %: 2016/2015 growth Source: Spanish State Ports - Data processing: ANAVE

MERCHANDISEiMPortS eXPortS

1990 2000 2010 2015 2016 Var. % 1990 2000 2010 2015 2016 Var. %

V. SPAniSh SeABorne trAde BY MerchAndiSe tYPe


Source: ANAVEFigures as of 1 January 2017

ShiP tYPeS1985 1990 1995 2000 2005 2010 2015 2016 2017

nS grt nS grt nS grt nS gt nS gt nS gt nS gt nS gt nS gt

Oil & Prod. Tankers 74 2,540 56 1,556 24 455 19 581 16 484 17 487 13 219 13 219 13 219

Bulk Carriers 76 1,275 43 797 0 0 1 16 0 0 0 0 0 0 0 0 0 0

General Cargo 182 540 92 176 20 31 12 31 13 35 20 66 19 78 19 78 18 77

Containerships 61 167 43 114 27 117 27 184 29 257 7 59 0 0 0 0 0 0

Roll-on/Roll-off 51 94 48 81 33 182 35 283 24 299 20 280 13 181 10 125 10 125

Reefers 45 85 21 33 12 22 8 19 7 23 4 17 3 14 3 14 3 14

Gas Tankers 16 69 9 25 5 17 3 9 9 662 14 1,092 12 1,082 14 1,314 14 1,314

Pass. and Ferries 41 128 48 115 62 250 61 351 56 402 43 423 44 443 45 444 46 451

Other 55 178 55 150 45 140 32 134 27 160 21 118 10 61 10 61 10 61

TOTAL 601 5,076 415 3,047 228 1,214 198 1,609 181 2,322 146 2,542 114 2,078 114 2,255 114 2,261

Figures as of 31 December each year, except for 2017 (figures as of 15 May) - NS: Number of ships - GRT and GT: thousand GRT and GT. Source: ANAVE

Vi. SPAniSh FLAgged cArgo cArrYing FLeet

ShiP tYPeSSPAniSh FLAg (canary islands reg.) Foreign FLAg totAL

ShiPS gt dwt ShiPS gt dwt ShiPS gt dwt

Oil & Prod. Tankers 12 205,275 376,792 8 260,539 498,052 20 465,814 874,844

Bulk Carriers 0 0 0 7 349,178 641,190 7 349,178 641,190

General Cargo 19 78,094 111,979 16 54,773 81,817 35 132,867 193,796

Containerships 0 0 0 7 105,151 110,296 7 105,151 110,296

Roll-on/Roll-off 10 125,327 61,455 9 168,323 55,242 19 293,650 116,697

Reefers 3 14,087 14,579 5 14,404 15,641 8 28,491 30,220

Gas Tankers 14 1,314,497 1,068,326 3 118,690 102,657 17 1,433,187 1,170,983

Pass. and Ferries 45 443,954 85,074 27 595,034 119,532 72 1,038,988 204,606

Other 10 61,042 93,004 15 179,487 281,730 25 240,529 374,734

TOTAL 113 2,242,276 1,811,209 97 1,845,579 1,906,157 210 4,087,855 3,717,366

Vii. cArgo cArrYing FLeet controLLed BY SPAniSh ShiPoWnerS


Agencia Marítima Ibernor, S.L.Bertendona; 4 – 5ª pl. Apartado 1506 48080 BILBAOTel: 94 479 43 90 – Fax: 94 479 06 [email protected]://www.ibernor.es

Atlántico Shipping, S.L,San Vicente, 8 Edificio Albia I – 9ª pl.48001 BILBAOTel: 94 600 40 60Fax: 94 424 70 [email protected]

Auto Chartering S.A.Avda, Drassanes 6, Edificio Colón, pl. 1608001 BARCELONA Tel: 93 301 02 58Fax: 93 304 18 [email protected]

Axpo Iberia S.L.Paseo de la Castellana 9528046 MADRIDTel: 91 594 71 70Fax: 91 594 71 [email protected]

Baleària Eurolíneas Marítimas, S.A. Estación Marítima, s/n03700 DENIA – ALICANTETel: 966 42 86 00Fax: 965 78 76 [email protected]

Bergé Shipbrokers, S.A.Alcalá, 65 – 4ª pl.28014 MADRIDTel: 91 701 49 21Fax: 91 701 49 [email protected]

Bernhard Schulte Canarias, S.A.U.Unión Artística El Cabo, 5Edif. Buenavista, Of. F38003 SANTA CRUZ DE TENERIFETel: 922 53 26 20 / 21Fax: 922 24 71 [email protected]

Boluda Lines, S.A.Paseo de Caro, s/n46024 VALENCIATel: 963 06 02 00Fax: 963 99 38 [email protected] www.boluda.com.es

Boluda Tankers, S.A.Avda. Manuel Siurot, 8 – A41013 SEVILLATel: 955 65 78 00Fax: 955 65 78 [email protected] www.boluda.com.es

CARUS FERRY AB LTD.Östra Esplanadgatan 7 MariehamnÅLAND - FINLANDIATel: +358 (0)20 7107 800Fax: +358 (0)20 7107 [email protected]

Cementos Tudela Veguín, S.A.U.Argüelles, 2533003 OVIEDOTel: 985 98 11 00Fax: 985 98 11 [email protected]

Cía. Marítima Hispano Francesa, S.L.Zurbano, 76 – 5º Izda.28010 MADRIDTel: 91 441 31 11Fax: 91 442 81 09 – 91 399 55 [email protected]

Cía. Trasmediterránea, S.A.Anabel Segura,11 Edificio D, 2ª pl. Complejo Albatros28108 ALCOBENDAS - MADRIDTel: 91 423 87 51 Fax: 91 423 87 60info@trasmediterránea.eswww.trasmediterranea.es

Distribuidora Marítima Petrogás,S.L.U.Fomento, 72 – 2º – Oficina 638003 SANTA CRUZ DE TENERIFETel: 922 23 87 00Fax: 922 29 32 24www.petrogas.es

Empresa Naviera Elcano, S.A.José Abascal, 2 y 4 – 4ª pl.28003 MADRIDTel: 91 536 98 00Fax: 91 445 13 [email protected]

E.P.E. Sociedad de Salvamentoy Seguridad MarítimaFruela, 328011 MADRIDTel: 91 755 91 00 / Fax: 91 755 91 [email protected] www.salvamentomaritimo.es

Ership, S.A.Lagasca, 88 – 5ª pl.28001 MADRIDTel: 91 426 34 00 Fax: 91 575 75 [email protected] / [email protected]

Europa Ferrys, S.A.Estación Marítima, Área comercial – 1ª pl. 11201 ALGECIRAS - CÁDIZTel: 956 65 23 24 Fax: 91 114 74 [email protected]

Flota Suardiaz, S.L.Ayala, 628001 MADRIDTel: 91 431 66 40 Fax: 91 436 46 74 [email protected]

Formentera Cargo S.L.Apartado de Correos 107807800 IBIZATel: 971 590 033 / 971 590 [email protected]

Fred Olsen, S.A.Subida al Mayorazgo 4CPolígono Industrial El Mayorazgo38111 SANTA CRUZ DE TENERIFETel: 922 62 82 00 − Fax: 922 62 82 [email protected]

10MEMBER COMPANIES


FRS Iberia, S.L.Polígono de la Vega – Parcelas 210-229La Línea de La Concepción, 311380 TARIFA - CÁDIZTel: 956 68 18 30Fax: 956 62 74 [email protected] – www.frs.es

Gas Natural SDG, S.A.Avda. San Luis, 7728033 MADRIDTel: 91 201 32 [email protected] www.gasnaturalfenosa.com

Gasnaval, S.A.Iturriondo, 18Parque Empresarial Ibarrabarri48940 LEIOA − VIZCAYATel: 94 479 56 00 Fax: 94 416 73 [email protected]

Grupo Ibaizabal Paseo de la Castellana, 104 – 2º izda.28046 MADRIDTel: 91 521 06 71 / 63 20 Fax: 91 411 29 40 [email protected]

J&L Shipping, S.L.Gregorio Marañón, 1 – Bajo II33203 GIJÓN - ASTURIASTel: 985 19 55 60 / 61 Fax: 985 19 55 [email protected]

Knutsen OAS España, S.L.Velázquez, 150 – 4º izda 28002 MADRIDTel: 91 658 50 65Fax: 91 650 46 [email protected] www.knutsenoas.com

Marítima Peregar, S.A.Estación Marítima Puerto de MelillaLocales 28 y 29 – 2ª pl.52001 MELILLATel: 952 69 62 62 – Fax: 952 67 19 [email protected]

Maritime United Operator S.L.Paseo de la Castellana 141 – 17A28046 MADRIDTel: 91 571 95 21 – 91 572 06 [email protected]

Mureloil, S.A.San Vicente, 8. Edificio Albia I, 9ª pl.48001 BILBAOTel: 94 600 40 60Fax: 94 424 70 [email protected]@mureloil.com

Naviera Alvargonzález, S.A.Cabrales, 2033201 GIJÓNTel: 985 34 44 00Fax: 985 35 98 [email protected]

Naviera Armas, S.A.Dr. Juan Domínguez Pérez, 2Urbanización el Sebadal35008 LAS PALMAS DE GRAN CANARIATel: 928 32 73 83 – Fax: 928 32 73 [email protected] www.naviera-armas.com

Naviera de Galicia, S.A.Payo Gómez, 7 – 2ª pl.15004 A CORUÑATel: 981 17 30 58Fax: 981 13 95 [email protected]

Naviera Murueta, S.A.San Vicente, 8 Edificio Albia I – 9ª pl.48001 BILBAOTel: 94 600 40 60Fax: 94 424 70 [email protected]

naviera Sicar, S.L.Plaza Castilla, 3 – 6º A28046 MADRIDTel: 91 564 33 04Fax: 91 561 86 [email protected]

Navinorte, S.A.Gregorio Marañón, 1 – Bajo II33203 GIJÓN - ASTURIASTel: 985 19 55 60 / 61 Fax: 985 19 55 [email protected]

Pérez Torres Marítima, S.L.Pabellón Servicios ExplotaciónMuelle San Diego15006 A CORUÑAMuelle Comercial, s/n. – Apdo. 2236900 MARIN - PONTEVEDRATel: 986 83 80 57 – Fax: 986 88 03 [email protected]

Team Tankers International, LTDAvda Severo Ochoa 28 – 5º A29603 MARBELLA - MÁLAGATel: 952 76 51 78 – Fax: 952 76 58 [email protected]

TE Connectivity Subcom, S.L.Alcalá, 21 – 1º dcha.28014 MADRIDTel: 91 540 15 00 / 547 49 42Fax: 91 541 76 [email protected] – www.subcom.com

Teekay Shipping Spain, S.L.Musgo, 5 – 2ª pl.28023 MADRIDTel: 91 307 73 29 Fax: 91 307 70 43 www.teekay.com

Transportes Marítimos Alcudia, S.A.Teodoro Canet, 2607400 PUERTO ALCUDIA - BALEARESTel: 971 54 59 32 / 36 / 28Fax: 971 54 73 [email protected]

United European Car Carriers(Ibérica), S.A.Paseo de la Habana, 41 – Bajo Izda.28036 MADRIDTel: 91 575 83 55 – Fax: 91 431 53 [email protected]

Documents

I. Foreword by the President - ANAVE · 4 MERCHANT MARINE AND MARITIME TRANSPORT 2016/2017 I FOREWORD BY THE PRESIDENT According to the iMF, in 2016 the world eco-nomy grew 3.1%,