Net Fleet Growth

Method & caveats

• Deliveries are the real announced deadweight from the platform's newbuild order book, by scheduled delivery year. The handful of orders with no disclosed deadweight are imputed at the segment's mean announced DWT/hull (across all forward years, weighted by hulls ordered) so the curve isn't silently understated. That mean spans the whole forward book, not the single year, so a cell dominated by imputed orders may sit off that year's actual announced sizes; the year-by-year table flags how many hulls each cell imputes. Where a segment disclosed no deadweight at all in the window there is nothing to impute from, and its delivered DWT reads as unknown rather than a fabricated figure.
• Scrapping is the platform's broker-reported demolition book. The recycler-reported figure is light-displacement tonnage (LDT); the deadweight recycled is estimated from it via a published per-segment LDT→DWT factor so it can be netted against the deadweight-denominated delivery side. The LDT is exact; the recycled DWT is the only modelled quantity.
• Net change as a % of fleet is the net deadweight delta against today's trading-fleet deadweight for the segment — the standard order-book-to-fleet framing. It reads "this year's deliveries would add X% to today's fleet", not a same-year balance.
• One-sided years are faithful to the source: the order book is forward and the scrap book is recent-past, so most years carry only one side. Such cells are flagged rather than implying a balance was struck within the year. Gas carriers' deadweight is structurally understated (sized in m³ of cargo), so the gas net is conservative.
• Segments are gas, tanker, container, bulker and other.