Report Transport and trade June 2015

Transcription

1 Report Transport and trade June 215 Ensuring our transport system helps New Zealand thrive ISSN: (Online)

2 Disclaimer: All reasonable endeavours are made to ensure the accuracy of the information in this report. However, the information is provided without warranties of any kind including accuracy, completeness, timeliness or fitness for any particular purpose. The Ministry of Transport excludes liability for any loss, damage or expense, direct or indirect, and however caused, whether through negligence or other wise, resulting from any person or organisation s use of, or reliance on, the information provided in this report. This document, and the information contained within it, can be copied, distributed, adapted and otherwise used provided that the Ministry of Transport is attributed as the source of the material the material is not misrepresented or distorted through selective use of the material images contained in the material are not copied Enquires relating to this data may be directed to the Ministry of Transport, PO Box 3175, Wellington, or by on info@transport.govt.nz For more information about vehicles and travel check out the research section of the Ministry of Transport website

3 Transport and trade report Contents Introduction Transport and trade highlights... 3 Section 1: Air and sea trade in Section 2: Sea trade trends Key trends Exports Imports activity Container transhipments Section 3: Air trade trends Key trends Value and volume Commodity trends Air origins and destinations Airport activity... 3 Section 4: Container shipping trends Key trends Oceania ship capacity and size mix Trends in the global container fleet Section 5: Container trade routes Page 1 of 35

4 Introduction The New Zealand economy is heavily dependent on international trade, and greater achievement in global markets is critical to increasing economic growth and lifting our living standard. This is why the Government in its Business Growth Agenda has set the goal of increasing the ratio of exports to GDP from 3 percent now, to 4 percent by 225. A key barrier to New Zealand s success is its geographical remoteness and distance from world markets. As a trading nation we are further from our markets than any other OECD country. This means that our exporters have a significant cost and time disadvantage to make up every day their goods travel. In 29 the World Bank noted that, in terms of sea freight, every day away that a country is from its trading partners means a one percent reduction in probability that its trading partners will purchase goods from that country. Recent OECD research 1 commissioned by the New Zealand Productivity Commission suggests that weak international connections are a key issue. This research estimates that over half of New Zealand s productivity and income gap relative to the OECD can be explained by geographical disadvantage. We cannot physically move New Zealand closer to its markets but we can continuously strive to improve the efficiency of New Zealand s international freight routes. An initial step in doing this is to monitor New Zealand s international freight movements. By providing information about the volume, value, commodity mix, destination, freight mode and freight routes we equip market participants with some of the information they need to improve efficiency. This annual report provides insights into New Zealand s international freight movements, and provides recent trends and an overview of the key results for 214. It is based on a data source that Statistics New Zealand and Customs have developed, which splits New Zealand s international sea freight into bulk and containerised. To enable comparison over time, the trade values have been converted to real 214 dollars 2. The export values are freight on board (FOB) and the import values are cost, insurance and freight (CIF). The numbers and graphs that make up this report are available at and trade data 214.xls More detailed freight information, particularly on container freight and domestic rail freight is available online from the Ministry of Transport s Freight Information Gathering System (FIGS) reports. 1 paper/an international perspective on the new zealandproductivity paradox 2 The conversion is done using the Statistics New Zealand Import and Export trade price series OTP1AA and OTP25AA. Page 2 of 35

5 214 Transport and trade highlights Trade volume Sea import volumes dropped in 29 as a consequence of the financial crisis, but export volumes continued to rise as log exports increased. 45, 3, Sea volume (tonnes ) 15, Exports Imports Air trade volumes are very low relative to sea, but as shown in the next two graphs they account for significant trade value Air volume (tonnes ) Exports Imports Trade value Sea export value has increased with the growth of dairy and wood exports. 6, Real export value ($m) Import value remains relatively flat. Real import value ($m) 4, 3, 4, 2, Sea Air 2, 1, Sea Air Containerised and bulk sea exports Despite the increases in bulk export tonnage, the majority of sea export value is still containerised cargo. The large increase in bulk exports has not resulted in substantial value growth, as much of the expansion has been logs which are a low value product. 3, Sea export volume (tonnes ) 5, Real sea export value ($m) 15, Bulk Containerised , Containerised Bulk Bulk sea exports to have grown significantly, but growth has slowed with the down turn in wood exports to that market. 25, 2, 15, 1, 5, Bulk sea exports (tonnes ) Sea export destinations 4, 2, Australia Pacific Much of the growth in containerised exports has also been to the Chinese market. Containerised sea exports (tonnes ) 14, 12, 1, 8, 6, SE Asia Canada USA Australia Pacific Page 3 of 35

6 Section 1: Air and sea trade in 214 Almost all of New Zealand s imports and exports travel by sea but the picture is different when value is considered. In 214, the tonnage exported by air was.3% of exports but it made up 12.9% of export value. Only.4% of imports travelled by air but they made up 19.6% of import value. 3% of sea trade tonnage was containerised and made up 69% of sea trade value. Import containerised value was three times higher than bulk import value per tonne, and containerised export value was nine times higher than bulk export value per tonne. Volume 214 exports Value % 2% 4% 6% 8% 1% Air Sea: containerised Sea: bulk Volume 214 imports Value % 2% 4% 6% 8% 1% Air Sea: containerised Sea: bulk 214 sea trade value per tonne ($) Exports Imports 5 1, 1,5 2, 2,5 3, 3,5 4, Bulk Containerised Page 4 of 35

7 Section 2: Sea trade trends 2.1 Key trends - sea exports volumes increased in 214, but at a slightly slower rate than in previous years - sea export value increased, mainly due to meat and dairy products - the growth in the volume exported to has slowed as log exports to have dropped Export trends The growth in export volumes slowed in 214, mainly due to the reduction in log exports. Growth in containerised freight exceeded that in bulk freight. Since 28 sea export volume has increased 49%, and real value 16%. 5, Real export value ($m) 3, Export volume (tonnes ) 25, 15, Sea bulk/unknown Sea containerised Sea bulk/unknown Sea containerised The value per tonne of containerised exports has remained at about $36/tonne, while the average value of bulk exports has dropped to under $4/tonne as log volumes have increased. 5, 4, 3, 2, 1, Real value per containerised tonne ($) Real value per bulk tonne ($) Unknown shipping mode has been combined with bulk, and has typically been under 1% of volume. Page 5 of 35

8 2.1.2 Import trends Bulk import value has been flat in recent years. Oil is a major component of import value. Containerised import value has not changed greatly, and value per tonne has dropped slightly as the currency has strengthened. Import tonnage has increased 13% since 28, and real value has dropped 11%. 3, Real import value ($m) 2, Import volume (tonnes ) 2, 15, 1, 1, 5, Sea bulk/unknown Sea containerised Sea bulk/unknown Sea containerised 5, Real value per containerised tonne ($) 1,5 Real value per bulk tonne ($) 4, 3, 1, 2, 1, Unknown shipping mode has been combined with bulk, and has typically been under 2% of volume. Page 6 of 35

9 2.2 Exports Export commodities Between 2 and 214 the tonnage of sea exports, other than forestry products, grew by 3%. Forestry product exports grew by 126%. Sea export volume (tonnes ) 4, 35, 3, 25, 2, 15, 1, 5, Forestry products, confidential Metals Machinery, transport Chemicals, plastics Minerals, coal, oil Food, skins, wool Dairy Real sea export value ($m) 5, 4, 3, Forestry products, confidential Metals Machinery, transport 2, Chemicals, plastics Minerals, coal, oil 1, Food, skins, wool Dairy The tonnage of dairy and food exports grew by 56%, but their real value grew by 141%. They made up 21% of export tonnage in 2 and 19% in 214. The value in 2 was 56% rising to 66% in 214. Forestry products grew from 44% of volume to 57%, but dropped from 14% of value to 11% between 2 and 214. From a transport perspective, a lot of transport activity is required for a relatively low but significant export return. Page 7 of 35

10 2.2.2 Export destinations The dominant trend in exports has been growth in the Chinese market. Tonnage to has increased substantially (up 22% from 29 to 214), with more limited growth into Australia and (the countries around the Indian ocean). At the same time export tonnage to has been dropping. Sea export volume (tonnes ) 4, 3, 2, 1, South America South East Asia The largest markets are and Australia (they made up 39% of value in 214), followed by North Asia. South East Asia and North America. The value exported by sea to has been rising rapidly, but not as fast as tonnage. Real sea export value (Fob $m) 5, 4, 3, 2, 1, South America South East Asia Page 8 of 35

11 2.2.3 Export commodities and destinations This section analyses the patterns of seven major export commodities from 25. The commodities analysed are meat, dairy, vegetables and fruit, foodstuffs, coal, oil and logs. They have been selected as they make up over 7% of the sea trade volume and value. The graphs that follow show that the most significant changes are the increase in log volumes and dairy value. 4, 3, 2, 1, 5, 4, 3, 2, 1, Volume exported (tonnes ) Real value exported ($m) Confidential Logs Oil Coal food Vegetables & fruit Dairy Meat Logs Oil Coal food Vegetables & fruit Dairy Meat Substantial volumes of meat (around 5% in 214) are exported to our traditional markets (Australia, Canada, USA and ). Meat exports to have grown significantly in recent times. 1, Meat exports (tonnes ) South/Central America South East Asia Page 9 of 35

12 Dairy exports show a different pattern. The three largest markets are, Southeast Asia and the. Dairy exports (tonnes ) 3,5 3, 2,5 2, 1,5 1, South/Central America Australia,, South East Asia and are the largest markets for fruit and vegetables. South East Asia 1,4 1,2 1, Vegetable and fruit exports (tonnes ) South/Central America South East Asia Australia is the largest market for other food (includes wine and fish). 1,5 1, 5 food exports (tonnes ) South/Central America South East Asia The largest coal market is (India). Demand from was low in 214, but was up on the previous two years. 2,5 2, 1,5 1, 5 Coal exports (tonnes ) South/Central America South East Asia Page 1 of 35

13 Oil exports are now almost entirely to Australia. 3, 2,5 2, 1,5 1, 5 Oil exports (tonnes ) South/Central America South East Asia is by far the largest market for log exports, but also takes a significant volume. Chinese demand dropped slightly in , 1, 5, Log exports (tonnes ) South/Central America South East Asia Bulk exports Bulk volumes, apart from logs, have not changed greatly between 28 and 214. Log volumes have increased by 185% in that time. Logs, wood chips and minerals are low value commodities, and made up 68% of bulk export volume and 28% of value in , 2, 15, 1, 5, Bulk export volume (tonnes ) Logs Processed wood Wood chips Metals Paper products Chemicals, plastics Minerals Crude oil and oil Coal Vegetables and fruit Page 11 of 35

14 New Zealand s bulk exports (which are typically lower value) tend to travel to markets that are closer Australia, and Asia. The market that has grown the most is. 3, 2,5 2, 1,5 1, 5 Real bulk export value per tonne ($) Vegetables & fruit Metals Crude oil and oil Paper products Processed wood Chemicals, plastics Average Logs Minerals Coal Wood chips 12, 1, 8, 6, 4, 2, Real bulk export value ($m) Logs Processed wood Wood chips Metals Paper products Chemicals, plastics Minerals Crude oil and oil Coal Vegetables and fruit Containerised exports In 214 meat, fish, dairy, vegetables, fruit and foodstuffs made up 54% of containerised volume, and 73% of containerised value. Much of the containerised volume growth has been in dairy products. 14, 12, 1, 8, 6, 4, 2, Containerised export volume (tonnes ) Metals Paper products Processed wood Chemicals, plastics Foodstuffs Vegetables and fruit Dairy Fish Meat 5, 4, 3, 2, 1, Real containerised export value ($m) Metals Paper products Processed wood Chemicals, plastics Foodstuffs Vegetables and fruit Dairy Fish Meat Page 12 of 35

15 Real containerised value per tonne ($) 1, 8, 6, Chemicals, plastics Meat Fish Foodstuffs 4, Average Metals 2, Vegetables and fruit Processed wood Paper products Unlike bulk exports, containerised exports travel to a wide range of markets. More containerised exports go to North America and than bulk exports. The market that has grown the most is (containerised tonnage up 122% since 28). 14, 12, 1, 8, 6, 4, 2, Containerised export volume (tonnes ) South/Central America South East Asia Page 13 of 35

16 2.3 Imports Import commodities Oil is our largest import by sea, both in terms of volume and value. Vehicles, machinery/electrical, chemicals and food make up most of the remainder of import value. Also see Section Volume imported (tonnes ) 2, 15, 1, 5, 35, 3, 25, 2, 15, 1, 5, Real value imported ($m) Vehicles Machinery/electrical Metals Chemicals Oil and coal Food Vehicles Machinery/electrical Metals Chemicals Oil and coal Food The split of import value across the commodities has not been changing greatly, except for oil. The volume of oil imported has not changed greatly Import origins The origin of our imports has diversified a little. Oil from Australia has been replaced by oil from Singapore (South East Asia in the graphs that follow) and the. The value of imports from is increasing. Volume of imports (tonnes ) 2, 15, 1, 5, South America South East Asia Page 14 of 35

17 Real value of imports (cif $m) 4, 35, 3, 25, 2, 15, 1, 5, South America South East Asia Import commodity origins This section analyses the origins of six major imports (food, oil and coal, metals, chemicals/plastics/ rubber), machinery and vehicles). These commodities have been selected as they make up most of the sea import volume and value (both over 8% in 214). Most of our food imports originate in South East Asia and Australia. 6, 5, 4, 3, 2, 1, Food imports (tonnes ) South/Central America Our oil and coal imports are from South East Asia (oil from Singapore) and the. South East Asia 8, 7, 6, 5, 4, 3, 2, 1, Oil and coal imports (tonnes ) South/Central America South East Asia Page 15 of 35

18 Chemical imports come from a variety of sources, Australia, Asia and the are the largest suppliers. Chemical imports (tonnes ) 3,5 3, 2,5 2, 1,5 1, 5 South/Central America South East Asia Metal imports are predominately from, Australia and Asia. 1, Machinery imports from have been growing, and is now our largest source Metals imports (tonnes ) South/Central America Vehicle imports are predominately from (Japan and Korea). is also a significant source Machinery imports (tonnes ) Vehicle imports (tonnes ) South East Asia South/Central America South East Asia South/Central America South East Asia Page 16 of 35

19 2.3.4 Bulk imports New Zealand s bulk import value is mainly oil and vehicles. Bulk import volume (tonnes ) 16, 14, 12, 1, 8, 6, 4, 2, Confidential Metals Chemicals/plastics Minerals Vegetables and fruit Foodstuffs Fertiliser Oil and coal Vehicles 15, 12, 9, 6, 3, Real bulk import value ($m) Metals Chemicals, plastics Minerals Vegetables & fruit Foodstuffs Fertiliser Crude oil and oil Vehicles Much of our import value originates from (the major source of our new and used vehicles) and South East Asia (much of our oil imports). 16, 12, 8, 4, Value of bulk imports by origin (real $m) South/Central America South east asia Page 17 of 35

20 2.3.5 Containerised imports Containerised imports are far more varied than the bulk imports. Machinery and electrical equipment, foodstuffs and chemicals make up half the value. 7, 6, 5, 4, 3, 2, 1, Containerised import volume (tonnes ) Paper products Vegetables & fruit Vehicles and parts Textiles & clothes Stone, glass Minerals Metals Furniture Foodstuffs Chemicals, plastics Machinery, electrical 25, 2, 15, 1, 5, Real containerised import value ($m) Paper products Vegetables & fruit Vehicles and parts Textiles & clothes Stone, glass Minerals Metals Furniture Foodstuffs Chemicals, plastics Machinery, electrical Our containerised imports show a decline in value coming from Australia, and a slight increase in value from. 25, 2, 15, 1, 5, Value of containerised imports by origin (real $m) South/Central America South east asia Page 18 of 35

21 2.4 activity Bulk export tonnages through North, Tauranga and Gisborne, and containerised export tonnage through Tauranga, have increased the most. The effect of the Auckland industrial action in 212 can be seen in Tauranga and Auckland. Export tonnage (tonnes ) North s of Auckland Taharoa of Tauranga Gisborne of Napier Taranaki Centrepor t Marlboro ugh Nelson Lyttelton Primeport Timaru Otago Southport 1, 2, 3, 4, 5, 6, 7, 8, Bulk 212 Containerised Page 19 of 35

22 Bulk export value has only increased slightly (also see 2.1.1) although there is some variation between the ports. Real bulk export value ($m) North s of Taharoa Auckland of Tauranga Gisborne of Napier Taranaki Centrepor t Marlboro ugh Nelson Lyttelton Primeport Timaru Otago Southport 5 1, 1,5 2, 2,5 3, 3, Page 2 of 35

23 Containerised export value has been growing (also see 2.1.1). Real containerised export value ($m) North s of Taharoa Auckland of Tauranga Gisborne of Napier Taranaki Centrepor t Marlboro ugh Nelson Lyttelton Primeport Timaru Otago Southport 2, 4, 6, 8, 1, 12, 14, 16, 18, Page 21 of 35

24 Bulk import tonnages have been increasing, as have containerised import tonnages in Auckland, Tauranga and Lyttelton have grown. Import volume (tonnes ) North s of Auckland of Tauranga of Napier Taranaki Centreport Marl boro Nelson ugh Lyttelton Primeport Timaru Southpor Otago t 1, 2, 3, 4, 5, 6, 7, Bulk 213 Containerised Page 22 of 35

25 North and s of Auckland process the majority of bulk imports. The value imported through North corresponds to the price of crude oil, and value through Auckland is related to the price of vehicle imports. Real bulk import value ($m) North s of Auckland of Tauranga of Napier Taranaki Centreport Marlb oroug h Nelson Lyttelton Primeport Timaru Otago Southport 1, 2, 3, 4, 5, 6, 7, Page 23 of 35

26 Over half our containerised import value enters NZ in Auckland, though some is immediately transhipped to other ports (see section 2.6). Real containerised import value ($m) North s of Auckland of Tauranga of Napier Taranaki Centreport Marlb oroug h Nelson Lyttelton Primeport Timaru Otago Southport 2, 4, 6, 8, 1, 12, 14, The containerised import value per tonne is higher through Auckland than the other major ports real containerised import value/tonne ($) 1, 2, 3, 4, 5, 6, s of Auckland of Tauranga of Napier Centreport Lyttelton Otago Page 24 of 35

27 2.5 Container transhipments The Statistics New Zealand data used in this report shows the port of exit for exports, and entry for imports. But some containerised exports are transhipped from another port, before export. That results them being counted against the export port rather than the original port. Typical movements are Nelson Tauranga export and Napier Tauranga export. The converse happens on imports. Some containers are shipped from the NZ port they are discharged at to a second port. Though the cargo is for the second port it is counted against the first one. A typical movement is an Auckland Lyttelton import. The container movement data provided by the ports (for the Freight Information Gathering System or FIGS) provides information on the extent of transhipments Export transhipments If a transhipped container is regarded as being exported from the originating port, then the FIGS 3 containerised export tonnages would change as shown below. For instance Tauranga would be credited with 16% fewer containerised export tonnes, and Nelson with 145% more. 214 containerised export and export transhipment tonnages Exports Transhipped from elsewhere for export Transhipped elsewhere for export Adjusted exports Change s of Auckland 1,872,56 34,194 9,448 1,577,31-16% of Tauranga 4,14, ,436 3,17 3,386,453-16% of Napier 1,142,781 58, ,543 1,34,153 17% Centreport 283,46 6,943 61, ,134 19% Nelson 213, , ,32 145% Lyttelton 1,47,832 92,798 18,837 1,558,871 6% Primeport Timaru 28,899-52,18 261,79 25% Otago 897,739 22, ,195 1,37,476 16% Southport 197, - 22, ,172 11% Overall 1,3,932 1,143,85 1,12,377 1,278,224 3 Ministry of Transport Freight Information Gathering System Page 25 of 35

28 2.5.2 Import transhipments If imported containers that are immediately transhipped to another NZ port are regarded as being imported into the second port, then the import figures would change as shown below. For instance import tonnages into Auckland (the largest source of import transhipments) would decrease by 6%, and tonnage imported into Lyttelton (the largest destination of import transhipments) would increase by 16%. 214 containerised import and import transhipment tonnages Imports Transhipped elsewhere after import Transhipped from elsewhere after import Adjusted imports Change s of Auckland 3,488, ,578 4,714 3,263,525-6% of Tauranga 1,27,49 51,785 17,55 1,236,174-3% of Napier 172,715 2,249 17,83 187,548 9% Centreport 321, , ,335 23% Nelson 45,745 1,62 19,474 63,617 39% Lyttelton 772,368 7, , ,793 16% Primeport Timaru 9,36 1, ,782 % Otago 132, , ,64 9% Southport 111, ,311 % Overall 321, , ,335 23% Page 26 of 35

29 Section 3: Air trade trends 3.1 Key trends - little growth in air freight value or volume - little change in export destinations - is growing as a source of air freighted imports - Auckland airport dominates airfreight 3.2 Value and volume The data source for airfreight volume is customs data. There has been growth in internet sourced imports, but goods valued at under NZ $1, are not included in the customs figures. 15 Air import and export volume (tonnes ) Volume exported Volume imported Real air import and export value per tonne ($) 1, 75, 5, 25, Import value/tonne Export value/tonne 15, Air import and export real value ($m) 1, 5, Real value exported Real value imported Page 27 of 35

30 3.3 Commodity trends There has been little change in the air export commodity mix Air export volumes (tonnes ) Textiles and clothes Paper products Much of the export value is in machinery, electrical equipment and vehicles and vehicle parts (shown as Machinery, vehicles ). 12, 1, 8, 6, 4, 2, Air export real value ($m) Meat Machinery, vehicles Live animals Fruit vegetables Foodstuffs Fish Dairy Textiles and clothes Paper products Meat Machinery, vehicles Live animals Fruit vegetables Foodstuffs Fish Dairy Air import volume (tonnes ) Textiles and clothes 6 Pharmaceuticals 4 Paper products Machinery, vehicles 2 Fruit vegetables Foodstuffs Air import value is dominated by machinery, electrical equipment, vehicles and vehicle parts. 1, Air import real value ($m) 8, 6, 4, 2, Textiles and clothes Pharmaceuticals Paper products Machinery, vehicles Fruit vegetables Foodstuffs Page 28 of 35

31 3.4 Air origins and destinations The air export destination mix has changed very little, probably reflecting the availability of capacity. Most airfreight is moved in passenger jets, which limits freight capacity Air export destinations (tonnes ) South/Central America has increased as an import origin, while Australia and the Pacific is declining South east asia Air import origins (tonnes ) South/Central America South east asia Page 29 of 35

32 3.5 Airport activity Auckland airport is New Zealand s predominant air freight hub, reflecting the volume and mix of services available. 1 Air export volume (tonnes ) Auckland Wellington Christchurch 15, Air export real value ($m) 1, 5, Auckland Wellington Christchurch 1, Air import real value ($m) 8, 6, 4, 2, Auckland Wellington Christchurch Air import volume (tonnes ) Auckland Wellington Christchurch Page 3 of 35

33 Section 4: Container shipping trends 4.1 Key trends - the size of the container ships visiting New Zealand is increasing - the size of the container ships being built is increasing - the largest capacity growth is anticipated to be in ships larger than 1, TEU (twenty foot equivalent containers) 4.2 Oceania ship capacity and size mix The median (middle) size of cellular ships visiting New Zealand has been increasing, from a median size of 19 TEU at the start of 29 to 275 now. The Ministry of Transport FIGS report provides more information on visiting ships, and TEU/container transfers. 7, 6, 5, 4, 3, 2, 1, Quarterly container ship capacity (teu) Total ship TEU capacity Median ship TEU capacity 3, 2,5 2, 1,5 1, 5 Source : Ministry of Transport FIGS report, Jan 213 Dec 213 4% of world container ship capacity is servicing the Oceania trade. 3% of that capacity is servicing New Zealand (based on Australian and NZ container loads and discharges) so our share of world container ship capacity is about 1%. Cellular ship TEU, Jan 215 % 5% 1% 15% 2% 25% 3% North America Far East North America Far East Indian sub related Latin America related Oceania related Far East internal internal Idle Alphaliner Jan 215 Page 31 of 35

34 The mix of ship sizes servicing Oceania was similar to the mix servicing Latin America and Middle East Indian sub continent, but it has evolved to have a substantial number of ships in the 4, 5,99 TEU range. Most of those ships are servicing Australia rather than New Zealand, or both New Zealand and Australia. Cellular ship TEU sizes, Jan 215 % 2% 4% 6% 8% 1% North America Far East North America Far East Indian sub cont. related Latin America related Oceania related Far East internal internal Idle , 1,999 2, 2,999 3, 3,999 4, 5,99 5,1 7,499 7,5 9,999 1, 2, AlphalinerJan Trends in the global container fleet Internationally cellular fleet capacity growth is expected to be concentrated in the 7,5+ and 1,+ TEU size ranges, with limited production of the ship sizes likely to visit New Zealand Anticipated cellular ship deliveries (total TEU) 5, 1,, 1,5, < 3, teu 3, 5,99 teu 5,1 7,499 teu 7,5 9,999 teu >= 1, teu Alphaliner Jan 215 The projected fleet continues to have sizable numbers of ships in the size range that service New Zealand currently (up to 5,1 TEU), and the sizes that may eventually service New Zealand (5, 8, TEU) Projected cellular fleet total capacity (TEU) 5,, 1,, 15,, 2,, < 3, teu 3, 5,99 teu 5,1 7,499 teu 7,5 9,999 teu >= 1, teu Alphaliner Jan 215 Page 32 of 35

35 Section 5: Container trade routes The table on the next page shows the container trade routes to and from New Zealand. There are many services available to the New Zealand market, though the number of choices and destinations differs from port to port. Tauranga and Auckland in particular have a wide range of options available. A notable trend has been an increase in the ship sizes. There are several weekly services available using ships averaging over 4, TEU in size, which has only come about recently. (*) traffic from New Zealand to does not necessarily travel on the an services. Transhipping via Singapore or Malaysia (via a South East Asia service) is a common option. Page 33 of 35

36 Container trade routes Dec 214 To/from zones outside Oceania To/from Oceania New Zealand ports Australia Pacific Direct /Hong Kong Sth East Asia Caribbean/Nth of Sth America Central America North America Nth Brisbane Newcastle Sydney/Kembla Melbourne Adelaide Fremantle Oceania - CMA CGM/OOCL -- ANL/Delmas - ANZEX (Asia-Oceania) NZ- NYK/MOL/Hamburg Sud/COSCO -- Alianca/Hapag-Lloyd - NZJ/CNZ Aus-NZ- Swire Shipping - mpc (Asia-Oceania) NZ- Oceania - South-east Asia Hanjin/CMA CGM/ANL/APL -- Delmas/NYK - AAZ/KIXANL Aus-NZ- Aus- Maersk Line -- Hapag-Lloyd - Northern Star NZ- Maersk Line -- Hapag-Lloyd - Southern Star Aus-NZ- Maersk Line -- Hapag-Lloyd - Triple Star NZ- MSC - Capricorn Service (Asia-Oceania) Aus-NZ- PIL/Grand Alliance/MOL - NZS (Asia-Oceania) Aus-NZ- Swire Shipping - East SE Asia Loop 1 mpc (Asia-Oceania) NZ- Swire Shipping - East SE Asia Loop 2 (Asia-Oceania) NZ- Oceania - /North America ANL/Hamburg Sud/Hapag-Lloyd Alianca/CMA CGM/Delmas/MSC/PIL/USL - PSW Main Loop (WCNA-Oceania) NZ-Aus- NZ- CMA CGM/Marfret -- ANL/Delmas - RTWPAN (Carib-Oceania) Aus-NZ- NZ-Aus- Hamburg Sud/Hapag-Lloyd -- ANL/USL - PNW/WAN (WCNA-Oceania) Hamburg Sud/Maersk Line -- Alianca/Hapag-Lloyd/MSC - Oceania Service Swire Shipping - West Coast North America mpc (Oceania-WCNA) Aus-NZ- Fiji Oceania to oceania MSC KiwiRoute SWIRE NZ-Aus MSC Noumea PDL -- Maersk Line/NPL/Sofrana - New Zealand/Fiji 7 PDL - New Zealand/New Caledonia/Fiji/Vanuatu mpc 21 PDL -- PIL/Sofrana - New Zealand/Tonga/Samoas 14 PDL -- PIL/Swire Shipping - New Zealand/Tahiti 16 Sofrana -- Maersk Line - New Zealand/Australia/Papua New Guinea Loop 3 mpc 36 Sofrana -- Maersk Line/PDL - New Zealand/Australia/Papua New Guinea Loop 1 36 Sofrana -- Maersk Line/PDL - New Zealand/Australia/Papua New Guinea Loop 2 36 Source: Compair (*) the entire nominal ship TEU capacity shown may not be available due to containers pre-loaded in Australia and/or the heavy average weights of New Zealand export containers. Tonga Tahiti New Caledonia Samoa Cook Islands Hawaii Marsden Point Auckland Tauranga Napier Taranaki Centreport Nelson Lyttelton Timaru Otago Bluff Days between visits Avg weekly TEU Type NZ- NZ-Aus- NZ- Page 34 of 35