TD/B/CN.4/27
CONFERENCE ON TR^DE ^ND DE¥EEO?N^ENT ؟UNITED N^TIDN Geneva
Review of Maritime Transport 1992
Report by the UNCTAD secretariat
UNITED NATIONS ^ﻫﻪ, New ¥ 199 NOTE
This Review h^s been prepared by the UNCTAD secretariat in accerdance with section в of the programme of work of the Committee on Developing Services Sectors: Postering Competitive Services Sectors in Developing Conntries: Shipping. Any factnal or editorial corrections that may prove necessary based on comments made by the Committee in its consideration of this document or received directly from Governments would be !ejected in a corrigendum to be issued subsequently.
Symbols of United Nations documents are composed of capital letters combined with figures. Use of such symbol indicates a reference to a United Nations document.
The designations employed and the presentation of the materia] in this publication do not imply an expression of opinion by the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its h-ontiers or boundaries.
Material in this publication may be freely quoted or reprinted, but acknowledgement is requested, with re^rence to dte document number. A copy of the publication containing the quotation or reprint should be sent to the UNGTAD secretariat.
TD/B/CN.4/27
N^D©N$ PUBLICATION ٥£^• N^
Sales No. E.94.II.D.2
ISBN 92-1-112336-4 ISSN 0566-7682 ill
CONTENTS
Abbreviations ...... viii
E^^ianatoi^ notes viii
Introduction ix
Summary of main deveio^ments in 1992 i^
Chapter Paragraphs Page
1 - 13 1 ...... ٠ ...... ٠ ٠ ٠ ٠ . . . I. The development of international seaborne trade
A. World economic bac^^round 1-3 1
B. International seaborne trade 4 - 13 1
14 - 34 11 . . ٠ II. Development of the world fleet
1 4 - ^ 0 11 ٠ ...... ٠ ٠ ٠ ٠ ٠ .. A. Structure of the ivorld fleet
B. Oivnershi^ of the world fleet 21 - 26 11
هc. The 35 most important maritime countries and territories ...... 2? - 2S 2
D. Open and international registers 29 - 32 20
33 20 ...... ٠ .٠ ٠ ...... E. Compai^son of cargo turnover and fleet ownership
F. Forecasts for world fleet development 34 20
III. Productivity of the world fleet and the supply and demand situation in world shipping 335-40 5 - 4 0 2?22
A. Estimate of tons and ton-miles per dwt 35 35 2?22
B. Supply and demand in world shipping 3b3 b - -4 40 0 2?22
IV. Shipbuilding, second-hand market and demolition ...... 4 41 1 - 5 - 5 55 35
4.. 1 41 - 4 - 242 35 ٠ ٠ ٠ ٠ ...... ٠ .....٠ ....٠ ٠; ٠. ٠ ٠ ... A. Newbuilding orders
35 ٠٠ ؛...... B. Ship prices 35 43 43
c. Deliveries of newbuildings 444 4 -4- 4b b 35
D. Tonnage on o r d e r 4 2 - 5 50 0 35
515 1 - - 5 52 2 3b ...... ٠ ٠ ٠ ٠ ٠ ...... E. Sale and purchase of second-hand tonnage
F. Demolition of ships 535 3 -- 5 55 5 44 CONTENTS (continued)
Port development 56-75 47 . ٧
A. Container port traffic ...... 56 - 5S 47
B. Port de^eloptnent - front a transport centre to a lo^l^tic platfort^ ...... 59 - ?5 4?
¥I. Freight markets 76 - 92
A. Freight rate$ of main car^o sectors 76 - 87
88 - 89 54 ٠٠ . . . B. Einer freight rates as a percentage of prices for selected commodities
c. Estimates of ^lohal freight costs 90-91 55
^h4arine hun^r prices 9 ٥٠
9 3 -1 1 2 59 . ٠ ...... ٠ ٠ VII. Multimodal transport and technological developments
93 59 ...... ٠ ٠ ...... ٠ ..٠ ٠ . A. Oroup of Experts on Multimodal Transport
B. Second Seminar on Container dimensions 94-95 59
3. Further development of the double-stac^ container train nettvor^ in North America...... 00
D. ^ail landhrid^es...... 01 - 02 60
E. Introduction of 9'06" as a standard container height ------0 3 - 05 60
F. World container population ...... 0 6 - 08 60
G. Container production...... 0 9 - 12 61
VIB. Other developments...... 50
113 65 ٠ A. United Nations Convention on a Code of Conduct for Finer Conferences
B. Gnited Nations Convention on International Multimodal Transport of Goods 114 65
c. Dnited Nations Convention on the Carriage of Goods by Sea, 1928 (Hamburg ^ules) 115-117 65
118 - 119 ٠ ٠ ٠. ٠ . United Nations Convention on Conditions for Be^isu^ation of Ships . ٥
E. Maritime liens and mortgages 12© - 1^2
F. General a v e ra g e 123
G. f^C T A ^ Minimum Standards for Shipping Agents ...... 124 - 125
? 126 - 135 6 ٠٠٠٠٠ H. The new UNCTADBCC ^ules for Multimodal Transport documents CONTENTS (continued)
Chapter Paragraphs Page
I. Technicai cooperation and tra in in g 136 - 149 69
j. New cl^ssiEcation of ships by type reviewed ...... 150 70
Annex
I. Classification of countries and territories 73 77 ...... ٠ ٠..... II. ^orld seaborne trade according to geographical areas, 1970, 1990 and 1991 III.(a) Merchant fleets of the world by flag of registration, groups of countries and types of ships (in grt), as at 31 December 199^ 79 III.(b) Merchant fleets of dte world by flag of registration, groups of countries and types of ships (in dwt), as at 31 December 199^ 83 IV. Major Oows of selected bulk commodities 89 115 .. ٠ ٠ ....٠ ...... ٠ ٠ ٠ ٠ ...... V. International classification of ships by type
LIST OF TABLES
Table Page
3....٠ ٠ ... ٠ ٠ ٠ ... ٠ ٠ .... ^Development of international seaborne trade, 197© and 1980-199 .1
2. World seaborne trade by types of cargo, 1970 and 198©-1992 5
3. World seaborne trade in 1970, 1990, 1991 and 199^ (est.) by type of cargo and country groups . 6
4. World fleet by principal types of vessel, 1990-1992 12
Distribution of the world fleet and TEU capacity of fully cellular containerships by groups of countries, at mid-year 1990, end-1991 and end-1992 ......
6. Age distribution of the world merchant fleet b^ type of vessel (as at 31 December 1992)
7. Distribution of world tonnage (grt and dwt) by groups of countries of registration, 1970, 1991 and 1992 ......
8. Percentage shares of world tonnage by type of vessel and country groups, 1980, 1991 and 1992 . 18
9. Structure of the merchant marine fl^t of the main country ^•©ups (as at 31 December 1992) .. . 19
0. The 35 most important maritime countries (as at 31 December 1992) ...... 21
1. Tonnage disu-ibution of major open-registry fleets (as at 31 December 1992) ...... 22
2. Tonnage owned by the nationals of the counny of registry in the total fl^t of the most important open and international registers (as at 31 December 1992) 23
24 ...... ٠ ٠ ..٠ ٠ ..... (True nationality of major open-registry fleets (as at 31 December 1992 .3
4. Compadson between total cargo turnover and fleet ownership by group 1970, 1991 and 1992 25 VI
CONTENTS (continued!
Table rried and ton-nti(e$ performed per dwt of the totai worid fieet, 1980-1992؛؛Cargo c
16. Esdmated productivité^ of tanfers, carriers, combi^ 1980-1992 (ton-miles performed per dwt) 29
17. Estimatedpr^uctivité^oftanhers, bulh carriers, combined 1980-1992 (tons carried per dwt) 30
18. Tonnage oversuppj in the world merchant fleet, 1983-1992 31
19. Analysis of tonnage oversupply by vessel type, 1983-1992 32
20. Tanker tonnage engaged in oil storage, 1981-1992 34
37 ٠. ٠ ...... ٠ Newbuilding contracts placed for the main types of ship during 1988-1992 .21
22. Rpresentadve newbuilding prices, 1980, 1985 and 1988-1992 ...... 38
23. Distribution of deliveries of newbuildings by principal types of shi^ 39
24- Distribution of deliveries of newbuildings by groups of countries of build, 1991-1992 ...... 40
41 ...... ٠٠٠٠ . World tonnage on order at the end of each quarter, 1990, 1991 and 1992 .25
26. World tonnage on order as at the end of 1992 42 u--old vessels, 1986-1992 42؛Second-hand prices for five-ye .27
28. Development of sales and purchases of second-hand bulkers in 1992 ...... 43
29. Broken-up tonnage trends, 1980, 1985-1992 44
30. Tonnage reported sold for breaking by type of vessel, 1987-1992 ...... 44
31. Average age of broken-up ships by type during 1985-1992 45
32. Demolition prices in 1990-1992 45
33. Container port traffic of developing countries and tetritories, 1991 and 1990 ...... 48
34. Ereight rate indices, 1990-1992 52
35. Comparative freight rates for selected commodities, 1992 versus 1991 ...... 54
55 . . ٠. . ٠. . ٠. ٠.. . . ٠. ٠. ٠. ٠ ٠ The ratio of liner freight rates to prices of selected commodities .36
37. Estimates of total freight costs in world trade by groups 56
58 ... ٠. ٠. ٠ ...... ٠ ... ٠ ٠. ٠ ٠ ٠ .. ٠ . . . Fluctuations in marine bunker fuel prices, 1990-1992 .38
62 . ٠ Analysis of world container fleet by length and height .39 v il
CONTENTS (continued)
Table Page
62 ...... ٠ ٠ .. ٠ ..... Analysis of change in world container population by length/height .40
63 ٠ ...... ٠ ٠ ٠ Brealrdown of annual container production by region/country for 1989-1991 .41
42. " of standard freight container prices for 1991 and 1992 64
EISTOFEONES
Box
Vessel and registry groupings used in the Review of Maritime Transport X 9 ...... ٠ . .. Tanlrer demand lilrely to increase with growing world dependence on OPEC oil Einer trade g^wth changes direction ^6 New tankers expected to keep rates low 46 Restructuring of ports in Eatin America and the Cariblxian 50 ality control in ti-ansport services! 64و٥ Increasing emphasis on ind Mortgages, 1993 ...... 68؛ Adoption of the International Convention on Maritime Eiens
LISTOFGBAPBS
Graph
Annual change in OECD industrial production and seaborne trade, 1984-1992 ...... 2 International seaborne trade for selected years ...... 4 Export structure and direction of trade for developing countries ...... 4 World seaborne trade by country groups...... 8 Forecast of world seal»rne trade, 1993 to 2003 ...... 8 World fleet b^ principal types ...... 13 World tonnage by country groups, 1992 ...... 17 Forecast of world fleet by principal type ...... 26 Index of ton-miles performed per dwt total world fleet ...... 28 10 Trends in surplus capacity by main vessel types, 1983-1992 ...... 33 11 Ma)or confemnce rates 1988-1992 ...... 53 12 Ealtic Beight index and selected routes, 1992 ...... 53 Estimates of total Beight costs in world trade by groups ...... 57 v iii
ABBREVIATIONS
cif Cost, insurance and freight CIS Commonwealth of Independent States dwt Deadweight tons EEC European Economic Communia FEU For^-foot equivalent unit fob Free on board GD? Gross domestic production Gross registered tons Idt Eight displacement tons MTG Multimodal transport operator NIC New^ industrialized countries NVG-MTG Non-vessel-operating multimodal transport operator GECD Grganisation for Economic Cooperation and Development TEU Twenty-foot equivalent unit № C C Ultra-large crude carrier VECC Very large crude carrier VG-MTG Vessel-operating multimodal bansport operator
E^FEANATGRV NOTES
References to dollars ($) are to United States dollars.
Billion means a thousand million.
Tons re^r to mebic tons, unless otherwise stated.
Details and percentages presented in tables, due to rounding, do not necessardy add up to the totals.
Two dots (..) indicate that data are not available or are not separately reported.
.dash (-) signifies that the amount is nil, or less than half the unit used ٨
In some tables, the data shown for earlier years have been revised and updated, and may therefore differ from those shown in previous issues of this Review.
؛ In the tables and the text, the use of the term "counbies" refers to countries, territories or INTRODUCTION
The Review of Maritime Transport is an annual Europe and socialist coundies of Asia owned 5.6 per publication prepared by the secretariat of l^CTA D , cent and 3.2 per cent, respective^, of die world in accordance with section в of the programme of mercliant fleet. work of the Committee on Developing Services Sectors: Fostering Competitive Services Sectors in Developing counpies increased tlieir fleet to The pu^ose of 149.9 million dwt; their share in the total world fleet /ث.Developing Counpies: Shipping the Review is to identify the main developments in increased slightly to ^1.6 per cent (versus 21.1 per world maritime Pansport and to provide relevant cent in 1991). Almost 72.5 per cent of this fleet was statistical data. Emphasis is given to the development concenpated in only 10 developing counPies or of the merchant marines in developing counpies as territories. compared with other groups of counpies. The disparity between developing counpy cargo To maintain historical continuity, the overall generation and fleet ownership remains, ?or example, Maritime Transport is developing counpies were the origin for more than /٠ structure of the Review to previous editions. The current issue, one-third of all goods in world seaborne Pade but ^؛simil however, includes several new features. These are: owned only 21.6 per cent of the world deadweight (1) a summary of world economic conditions and their tonnage. Conversely, developed markt-economy relationship to shipping; (2) extension of a standard counpies loaded/unloaded 55.9 per cent of world ship grouping to statistical tables; (3) an seaborne Pade but, either directly or indirectly through n/destination maPix for selected commodities; open regispy fleets, conpolled 68.2 per cent of the^؛؛or (4) a review of the role of ports; (5) inclusion of the world tonnage. BFI index; and (6) a proposal for a new international classification of ships by type. The productivity of the world fleet continued to improve, reaching ^6,314 ton miles per dwt. Summary of main developments in 1992 Clobal freight payments for imports increased Despite a decline in ©ECD induspial by about 3.0 per cent over 1990, but the ratio to c.i.f. production, international seaborne Pade continued to import value remained at 5.2 per cent. The expand for the seventh consecutive year, exceeding developing counpies’ ratio, however, was almost 4.2 billion tons. The annual rate of change, however, double that of the developed market-economy decelerated to 2.2 per cent. countries.
Total ton-miles for all cargoes increased to Container Paffic reached a new record of 18,280 billion (a 2.3 per cent gain over 1991). million TEUs in 1991.
The world merchant fleet expanded slightly to Freight rate indicators for most sectors declined reach 694.7 million dwt by the end of 1992. This from 1991. In the liner market, a slight increase minimal expansion (1.6 per cent) ^curred despite a occurred in selected conference container rates. uadruphng of scrapping and a decline in newbuildingو orders. The new UNCTAD^CC Rules for h^ultimodal Transport D^uments became operational on Develo^d market-economy counpies and the 1 January 1992. The import of this development is to ma)or open-regisPy counpies continued to be the provide commercial parties with a voluntary liability dominant groupings in the world merchant fleet (by rdgime for multimodal Pansport in the absence of an .legal instrument currently in force ^؛flag of regispation). With a combined tonnage of internation 473.8 million dwt, they accounted for 68.2 per cent of the total world fleet. UounPies of UenPal and Eastern
Developing Services Sectors: Fostering Competitive Services »٠ the Standing Committee /٠ Report /ث Sectors in Developing Countries - Shipping, first session, TD/B/39(2)/5-TD/B/UN.4/13, annex I. Box 1
Vessel and registry groupings used in the Review of Maritime Transport
ear’s Review, five vessel groupings have heen used throughout most shipping tables in?؛ As in the previous this report. The cut-off point for all tables based on data fiom Lloyd’s Maritime Information Services Ltd. is 100 grt, except those tables dealing with ownership where the cut-off level is 1,000 grt. The groups aggregate ^0 principal types of vessel categories, as noted below.
Review group Vessel included from Lloyd’s Register statistical tables
Oil tankers ©il tanker
Bulk carriers Ore and bulk carriers, ore/bulk/oil carriers
General cargo Refiigerated cargo, speci^i^ed cargo, ro-ro cargo, cargo (single- and multi-deck), general cargo/passenger
Containerships ^ully cellular
Other ships Oil/chemic^l tankers, chemical tankers, other tankers, l^uefied gas carriers, passenger ro-ro, passenger, tank barges, general cargo barges, fishing, offshore s؛^supply, and all other ty
Total all ships Summation of all the above-mentioned vessel types
With the formation of new States in Eastern Burope, the registry situation as at 31 December 1992 has changed. Lloyd’s Register advises that vessels are only allocated to a new register after confirmation that a new registry has been created and ships entered into a registry. The following guidelines are offered by Lloyd’s Maritime Information Services Ltd. for the Review of Maritime Transport, 1992 tables relating to fleet development.
Former USSR
(i) Confirmation has been received from the Latvian (LAV), Lithuanian (LTH) and Fstonian (ETN) registries, and these flag codes have ^ e n created and maintained. (ii) The Russian (RUS), Ukrainian (UKE) and Azerbaijan (AZE) Republics have by this time started their own registries and these h^ve also been all«;ated accordingly. (iii) The other republics, Armenia (ARM), Belarus (BEL), Georgia (GEO), . Kakhstan (^A^), ^yrgy^stan (KYR), Moldova (MOL), Tajikistan (TAJ), Turkmenistan (TUR) and Uzbekistan (UZB), have not made moves to set up registries, and in consequence a significant number of vessels are held under the USSR flag code (USR) until such time ^s new registries are set up.
Former Yugoslavia
Ships have been allocated to either Croatia (CRT) or Slovenia (SLO). Any as yet unallocated have been left under Yugoslavia (YUG).
Source: Lloyd’s Maritime Information Services Ltd., London. Chapter I
THE DEVELOPMENT OF INTERNATIONAL ^EARORNE TRADE
The initial chapter of the Review of Maritime Transport provides an overview of the demandfor global shipping services. the maritime sector and a ٠؛ This includes background information on the world economic situation (1992) as it relates . ^ ٢؛ review of developments in international seaborne
A. World economic background The annual rate of ehange, however, decelerated to 2.2 per cent, as compared to 2.8 per cent in the 1. Developmems in the world economy have a previous year (1991). direct impact on the derived demand for global shipping services. Three key economic indicators are 5. By broad maritime market segments, tan^r changes in real GDP, world merchandise bade and cargoes represented almost 44 per cent of total 1992 indusbial production. In 1992, real GDP increased by seaborne trade and increased to 1,850 million tons - 0.8 per cent over 1991. The GDP of GEGD meml^r an increase of 3.4 per cent over 1991. Toml dr^ countries grew by 1.4 per cent, while that of cargoes experienced a minimal gain (up 1.3 per cent developing counbies experienced an increase of over 1991) of which main bulk commodity cargoes .Growth was declined 1.5 per cent to 990 million tons in 1992 ال .per cent over the previous year 6.1 particularly Sbong in Asia and the Middle East. Table 1 and ^raph 2 illusbate the long-term upward Uowever, formerly cenbally planned economies trends in seaborne trade since 1982. For example, (Genbal and Eastern Euro^ and CIS) experienced a average annual rate of growth for all goods over the mnual decline in output. - 1982-1992 period was 2.9 per cent. Dry cargoes؛ per cent 17.2 achieved the largest change (3.2 per cept), while 2. World merchandise bade volume expanded at tanker cargo grew at 2.5 per cent annually and the a rate of 4.5 per cent in 1992. This reversed the five main bulks increased by 3.0 per cent annually downward bend for the previous three-year period over the same period. (1989-1991) and reflected the improving economies in North America and expanding imports and exports in 6. In the oil tanker bades, the improvement in China and NICs in South-East Asia. Merchandise seaborne crude and ^boleum products was l،؛bade in formerly planned economies continued to unexpected because of the decline in OECD indusbi decline in 1992. In these counbies, annual export production and a decrease in oil production in the volumes fell by 10 per cent and imports by 7.5 per ^ rm er $oviet Union from 10.3 mb/d in 1991 to Nevertheless, total رق.cent. The rate of deceleration, however, was less than 8.6 mb/d in November 1992 1991, when exports and imports dropped 25 per cent OECD oil imports increased 2.4 per cent in the bter in؛and 33 per cent respectively. - fourth quarter of 1992 over the same qu and the former Soviet Union maintained و,1991 ,Also آق.For the maritime sector, indusbial production exerts at an average 1.9 mb/d in 1992 .3 of the GECD countries is an important economic Middle East 0?£C producers and North Sea indicator. Graph 1 indicates the close correlation. In production increased by 8.0 per cent and 10.0 per cent 1992, the total GECD industrial production index respectively in 1992. - declined from 115.8 in the first quarter to 114.7 in the last quarter (1985=100). The EEC members 7. Within the dry bulk sector, developments rienced a 4.0 per cent fall and Japan a 5.4 per differed considerably depending on types of؛^ex cent decline. The latter is particularly important as commodities. A 3.8 per cent decline in world crude decreased the demand for ص Japan accounts for about a quarter of world seaborne steel production Conversely North America, in coal/coke and iron ore. Thus, coal exports from North ﺀ.bul^ bades particular the United States, expanded indusbial America and Ausbalia amounted to 230.5 million bed to 241.9 million tonnes؛^production sustaining an annual rate of change of tonnes in 1992, as com 4.1 per cent. - in 1991. — Similarly, iron ore exports fell to which represents a ﺀ ,million tonnes in 1992 367.5 B. International seaborne bade 7.8 per cent decline from 1991. Un the other hand, the course grain bade reached 92 million tons - up 4 Imernational seaborne bade continued to 9.5 per cent over 1990/91, with the four main expand in 1992. Total tonnage exceeded 4.2 billion producing areas (North America, Ausbalia, Argentina, tons, marking the seventh consecutive annual increase. E£€) increasing exports to 75.2 million tons as compared to 70.8 million tons in 1991. — categories. Manufactured goods and fuels are tlte Conversely, the 1992 phosphate r^ k trade declined dominant cargoes. The direction of the developing 5.1 per centl^ for the lanuary-^eptember period, countries’ trade by value is oriented towards reflecting reduced demand in Western Europe and a developed market economies (62.6 per cent), while consequent reduction of United States exports (down trade within the group accounts for about 23.1 per 29.7 per cent). — The alumina and bauxite fiades cent of the total. Graph 3 illustrates the structure and remained static because primary aluminium production direction of trade. continued at almost the same levels in 1991 and 1992 (14.7 million tons). — 10. In terms of weight tons, developing countries’ exerts consist nearly exclusively of bulk cargoes. 8. The 1992 other dry cargo sector, which General cargo and mfrigerated products represent less includes general cargo, parcel shipments and liner than 10 per cent of the group’s total seaborne shipments, increased 3.1 per cent over 1991. The trade. — Annex IV, a new item in this year’s but Review of Maritime Transport, provides for an origin ئ ,OECD hner fiades expanded by 5.4 per cent this was one of the slowest rates in recent history. and destination matrix for selected commodities. The gradual improvement occurred despite a 1.0 per cent drop in OECD manufacturing production. These 11. Ton-mile demand is arrived at by adding the declines in production, however, were uneven, as spatial element to the trade volume. Table 2 provides North American p^duction expanded by 3.0 per cent, long-term fiends by types of cargo and indicates that total ton-miles increased by 2.3 per cent in 1992 over اﻗﺊ. as compared to an 8.0 per cent decline in lapan 1991. This is well below the ten-year (1982-1992) 9. For developing counfiies, the structure of average annual rate of 3.5 per cent and reflects the exports by value are concenfiated into five broad recent deceleration in seaborne trade.
Graph 1
Annual change in OECD industrial production and seaborne trade, 1984-1992
PERCENTAGE
1984 1988 1988 198? YEARS Seaborne Trade ﺀ Industrial Freduet’n ا
Source: IMF, International Financial Statistics, various issues; OECD, Main Economic Indicators, March 1993. 12. A summary of seaborne Pade by major cargo cent). The share of the socialist conntries of Asia segments and counPy groups is found in table 3 and (^.1 per cent loaded and 2.0 per cent unloaded) ^ p h 4. For 1992, the share of oil cargoes expanded retrained unchanged frotn 1991. slightly over the previous year to 43.9 per cent of all goods loaded, and dry cargo decreased to 56.1 per 1^. A forecast of world Pade by main cargo cent h'om 56.5 per cent in 1991. In terms of regional sector from 1993 to 2003 is shown in Graph 5. disPibution, developing countries increased their share Estimated at 3.754 billion tons in 1993, Pade is of all goods loaded to 56.3 per cent and of goods exacted to increase by an average of 3.1 per cent per unloaded to 26.7 per cent. Developed market- year, reaching 5.071 billion tons by 2003. economy counpies experienced a decease in their Gontaineri^ed and other general cargoes are projected 1.117 billion ١٠ share of goods loaded to 43.4 per cent and accounted to increase at 3.5 per cent per year ^ r a stable 67.6 per cent of goods unloaded. For the tons. Estimated growth by the year 2003 for the dry ,nker sectors is (o 1.8 and 2.0 billion tons،؛fourth consecutive year the share of countries of bulk and t Genpal and Eastern Euroi» declined both in terms of respecdvely. goods loaded (4.2 per cent) and unloaded (3.7 per
Table 1
Development of international seaborne Pade. a/ 1970 and 1980-1992 (Estimates of goods loaded)
Tanker cargo Dry cargo Total (all goods)
Total of which: main bulk إل commodities
¥ ear h4illions Fercentage h4ii!ions Fercentage h^illions Fercentage Millions Fercentage optons annual of tons annual of tons annual of tons annual change change change change
1970 1440 13.1 1 165 13.0 448 16.0 2,605 13.0 1980 1 871 -6.6 1833 3.3 796 4.5 3 704 -2.0 1981 1693 -9.5 1866 1.8 806 1.3 3 559 -3.9 1982 1480 -12.6 1 793 -3.9 759 -5.8 3 273 -8.0 1983 1461 -1.3 1 770 -1.3 732 -3.6 3 231 -1.3 1984 1498 2.5 1912 8.0 833 13.8 3 410 5.5 1985 1459 -2.6 1923 0.6 857 2.9 3 382 -0.8 1986 1 514 3.8 1 945 1.1 834 -2.7 3 459 1987 1 506 -0.5 1999 2.8 875 4.9 3 505 1.3 1988 1 587 5.4 2 105 5.3 940 7.4 3 692 53 1989 1692 6.6 2 199 4.5 965 2.7 3 891 5.4 1990 1755 3.7 2 253 2.5 968 0.3 4 008 3.0 1991 1 790 2.0 2 330 3.4 1005 3.8 4 120 2.8 2.2 210 4 1.5- 990 د.ا 360 2 3.4 850 1 ﻣﻆ1992
Sources: Based on data from the United Nations Statistical G^ice; Fearnleys, WorldBulk Trades 1991 and UNGTAD ^،h^.r ٨]؟؛)©) .^Review !99
а/ Including international cargoes loaded at ports of the Great Uakes and St. Lawrence system ^ r unloading at ports of the same system.
b/ Iron ore, grain, coal, bauxite/alumina and phosphate,
с/ UNCTAD preliminary estimates. 4
Graph 2
International seaborne trade for selected years
BILLIONS OF TONS LOADED
1 9 /0 1 9 /9 1990 1999 1990 1991 1992 YEARS
OTHER DRY ﺀ MAJOR BULKS ﺀ RRODUCTS 5 & اا ORUDE 0
Source: Review ofMaritime Transport, various issues.
Graph 3
Export structure and direction of trade for developing countries (1989 percentage disbibution by v^ue)
E. Europe s.5% Fuels 24.9% Europe 23.6%
USA/Can. 26.9% OPEC 4.0%
Develping 23.1% AU other 3.0%
Manufactures 94.0% ^ t r o c t H r e Direction
Source: UNCTAD, Handbook of International Trade and Development Statistics, 1991 (United Nations publication, Sales Nuntber E/E.92.1I.D.6), table 3.^, p. 76.
Note: Commodity groups are: ( ه + All food items (SITC 4 + 22 + 1 AgriculUtral raw materials (SITC 2, except 22, 27, 28) Fuels (SITC 3) Manufactured goods (SITC 5 to 8 less 68) ©res and metals ( SITC 27 + 28 + 68) Table :
World seaborne trade by types of cargo. 1970 and 1980-1992 (Billions of ton-miles)
Year Gil CoalIron Grain a/ I Total tradeOtlter Crnde Brodncts
1970 5 597 890 1093 481 475 2 118 10 654 1980 8 385 1020 1613 952 1087 3 720 16 777 1981 7 371 1000 1 508 1 120 1 131 3 710 15 840 1982 5 212 1070 1443 1094 1 120 3 560 1^ 499 1983 4 478 1080 1 320 1057 1 135 3 510 12 580 426 ٨ 720 3 157 1 1270 1631 140 1 508 4 1984 1985 4 007 1 150 1675 1479 1004 3 750 06513 1986 4 640 1 671 1 586 914 3 780 85613 27314 840 3 1061 1653 1728 ة؛ 671 4 1987 1988 5 065 1445 1919 1 719 1 117 4 040 30515 1989 5 736 1540 1 983 1798 1095 4 250 40216 1990 6 261 5601 1 978 1073 4 440 16117 87317 510 4 1069 س ; 008 2 5301 757 6 1991 1992 7 070 5401 1890 2 000 1 130 4 650 28018
Source: Fearnleys (Oslo), Review 1992.
.oats, rye, sorghum and soya beans ,?؛a/ Including wlteat, maize, barle Table 3
World seaborne Pade a/ in 1970. 1990. 1991 and 1992 (est.) by type of cargo and country groups Ы
Country group ¥ear Coods loaded ©oods unloaded
©il Dry Total ©il Dry Total cargo all cargo all Crude Products goods Crude Rroducts goods
(Trade in millions of tons)
World total 1970 1 110 330 1 165 2 605 1 101 302 1 127 2 530 1990 1 287 468 2 253 4 008 1 315 446 2 365 4 126 1991 1 333 457 2 330 4 120 1 355 441 2 449 4 ^ 4 5 1992 1 390 460 2 360 4 210 1 410 445 2 480 4 335
(Rercentage share of each category of goods in total)
World total 1970 42.6 12.7 44.7 100.0 43.5 11.9 44.6 100.0 100.0 57.3 10.8 31.9 100.0 56.2 11.7 1 ة19903 1991 3^.4 11.1 56.5 100.0 31.9 10.4 57.7 100.0 1992 33.0 10.9 56.1 100.0 32.5 10.3 57.2 100.0
(?ercentage share of p^de by groups of counpies)
Developed tnarltet- 1970 2.0 27.1 60.0 31.1 80.4 79.6 79.1 79.9 67.3 61.7 81.4 72؟ economy countries 1990 13.4 32.6 63.4 43.8 1991 13.3 33.2 63.3 44.0 73.2 82.4 62.0 67.7 1992 13.4 33.5 63.1 43.4 72.9 82.3 61.9 67.6
Counpies of 1970 3.4 8 0 6.9 5.6 1.2 1.0 3.8 2.3 CenPal and 1990 4.6 11.8 3.8 5.0 2.6 0.3 5.8 4.1 3.9 ٩ ؟ Eastern Europe 1991 4.0 10.3 3.6 4.5 2.2 0.2 3.7 ٩٩ including the 1992 3.6 9.8 4.2 2.0 0.2) ^rmer USSR)
Socialist counpies 1970 1.2 0.5 0.5 0.1 2.0 1.2 of Asia 1990 2.7 0.9 2.0 2.0 0.3 0.3 3.4 2.1 ٨? ٩٩ 0.3 0.3 2.1 2.0 0.9 2.5 1991 2.0 د.د 0.3 0.3 2.1 2.1 0.9 2.5 1992
Developing 1970 94.6 64.9 31.9 62.8 17.9 19.4. 15.1 16.6 countries 1990 79.6 54.7 30.8 49.2 24.6 18.0 29.1 26.5 1991 80.2 55.6 31.1 49.4 24.3 17.1 29.2 26.4 26.7 ق- و2 17.3 24.8 50.3 31.4 55.9 80.6 1992
of which in: Africa 1970 25.5 2.4 9.1 15.2 1.7 4.7 3.6 2.9 4.5 4.3 ٩? 5.6 11.2 4.3 7.6 24.1 1990 4.4 4.2 2- لدد 11.0 4.2 7.5 23.8 1991 7
Table 3 (continued)
Counfiy group Year Coods loaded Goods unloaded
Gil Dry Total Gil Dry Total cargo all ah Crude Products goods Crude Broducts goods
(?ercentage share of trade by groups of countries)
America 197fi 12.2 35.4 13.8 16.© 1©.5 5.6 4.4 7.2 4.5 4.6 3.8 5.7 13.1 13.2 11.9 13.3 ه199 4.4 4.1 3.6 د.د ©.13 13.2 ©.12 13.4 1991
6.4 6.7 8.5 ؛، ؛، Asia 197fi 56.9 27.© 8.1 31.3 16.6■ 19.9 16.9 12.6 24.7 12.6 34.9 2.^4 ه199 1991 43.4 35.8 13.© 25.© 13.1 16.6 26.6 16.7
Burope 197© 6.1 6.1 199© - ©.2 ©.3 ©.2 ©.7 6.5 6.8 6.7 1991 - ©.2 ©.3 ©.2 ©.7 6.4 6.8 6.7
6.2 6.3 6.5 ب Oceania 197© ©.! ©.8 ©.4) 199© - ©.! ©.4 ©.2 - 6.5 6.1 6.2 1991 - ©.! ©.4 ©.2 - 6.4 6.1 6.2
and otlter ,؛Sources: Based on statistics proyided by t،te United Nations Statistical Office, tlte UNCTAD data banl specialized sources.
Including international cargoes loaded at ports of tlte Creat La^es and St. Latyrence system for unloading ﻣﺞ at ports of the same system, but excluding such traffic in main bulk commodities.
b/ See annex I for the composition of these groups, and note 2 thereto regarding the recording of fiade of land- locked counfiies. The estimates presented here refiect the inclusion of Yugoslayia in 1986 in the group "Deyeloping countries in Burope"; in preyious years Yugoslayia was classified as a deyeloped market-economy counfiy. Graph 4
World seaborne trade by country groups (Percentage distribution of tonnage, 1992)
DMECs 43.4% DMECs
SOC؛؛.ASIA
■ DEVELOPING DEVELOPING 9P.3% E.EUROPE 26.r% Goods loaded Goods unloaded
Source: UNCTAD data bank.
Graph 5
Forecast of world seaborne trade. 1993-2003
Billions of tons
1993 1994 1999 1999 199/ 1999 1999 2000 2001 2002 2003 YEARS CONTAINER ﺀ LINER ص ORV BULK ﺀ I LIQUID BULK ■
Source: DRI/Mercer Management World Sea Trade Service. Box 2
Tanker demand likely to increase with growing world dependence on OPEC oil
The Paris-based Internationa Energy Agency’s re^ rt entitled "World Energy Ontlook" indicates that output in member countries of the Organisation for Economic Cooperation and Development is expected to ال0 continue decli^ng in this decade and the next, parhcularly in the United States. During the same period, peboleum consumption is expected to surge, and OECD countries may end up importing 40 per cent more oil. This would raise their import dependence to 70 per cent or more of their oil needs by 2010, compared with about 58 per cent now.
Meanwhile, demand for oil in the rest of the world is exacted to rise even faster than in the industrialized counbies, with consumption doubling in the 20 years to 2010.
This large appetib for oil can only be satisfied by the Organization of Petroleum Exerting Countries, and some Middle East countries that are not members of the exporters’ group. Middle Eastern exporters (excluding North African nations such as the Eibyan Arab Smahiriya and Egypt) and Venezuela currently meet about ^0 per cent of the world’s oil needs. The lEA says they may account for about 50 per cent of world supply by 2010. fooked at another way, according to the lEA demand for oil from the 12 OPEC nations is expected to double by 2010.
Source: Wall Street Journal, 29 April 1993, p. 8. 11
Chapter II
DEVELOPMENT OF THE WORLD FLEET
This chapter discusses the supply ofworld merchant shipping. The information broadly covers structural characteristics, .the comparison between cargo generation andfleet ownership, and a forecast for fleet development ,^،^٢ ^ ٣ ٠
Structure of the world fleetA. countries in Latin America. Gther developing comttries’ share of the world TEU capacity was less 14. Comparative time series data for 1990, 1991 than 0.2 per cent. and 1992 are presented in table 4. The size of the world merchant fleet totalled 694.7 million dwt by 19. The average age of the total world fleet year-end 1992. This represents a 1.6 per cent increase increased slightly in 1992 to 14.91 ^ears. This over the 1991 figures and exceeds the 0.17 per cent represents a 4.2 per cent increase over 1991. Table 6 yearly average growth of the 1980-1992 period. The provides data on the age distribution of the world 1992 fleet expansion occurred because newbuildings merchant fieet b^ type of vessel and age groups at deliveries increased (28.5 million dwt) — more than end-1992. Containerships are the youngest type of leaving a net gain ships (averaging 12.0? years versus 11.81 years in ﻣﺤﻖ, (scrapping (19.0 million dwt of 9.5 million dwt. 1991), with 19.9 per cent of tonnage being less than five years’ old. The average age of bul^ carriers is 15. By vessel type, liquid and dry bulk carriers about one year more (13.50 years versus 13.18 years dominated. The former represented 37.9 per cent of in 1991). Tankers represented the oldest type of the 1992 global dwt and the latter 34.5 per cent. The vessel (16.72 years, versus 15.63 years in 1991) with shares of general cargo and containerships were vessels built 15 and more years ago constituting 15.1 per cent and 4.7 per cent, respectively. The 62.3 per cent of the available tanker tonnage. distribution of dwt by ship type has remained about the same for tite last two years. Longer-term fiends 20. By country grouping, developed (1980-1992) indicate a decrease in tanker and general market-economy countries show the lowest average cargo dwt share, while bulk carriers and age of ship (14.09 years), followed by developing containerships dwt shares have increased. Oraph 6 countries (14.22 years), countries of Central and illustrates world fleet size fiends by principal vessel Eastern Europe (14.75 years) and open-registry type for the 1980-1992 period. countries (15.92 years). Socialist countries of Asia have the oldest fleet, with an average age of 16. The TEU capacity of the world’s fully 16.28 years. cellular containerships continued its three-year upward trend and reached 1,925,177 TEUs by year end 1992. B. Ownership of the world fleet This represents a 14.1 per cent annual average increase and confirms that fully cellular containerships 21. Table 7 contains information concerning the are the fastest growing segment of the world shipping distribution of the world merchant fleet by groups of industry. Table 5 summarizes developments for the countries for the years 1970, 1991 and 1992. 1990-1992 period. Developed market-economy countries and open- registry fleets owned 68.2 per cent of the 1992 total. 17. The world 1992 container fleet remained This is about the same as 1991, but is down fiom concentrated in the developed market-economy and 85.9 per cent in 1970. Developing countries’ share of open-registry countries. The former owned 36.6 per the total 1992 dwt increased to 21.6 per cent, as cent of the TEU capacity (38.9 per cent in 1991). compared to 21.1 per cent in 1991. This is a The five main open-registry countries represented significant increase over 1970, when the share was 26.0 per cent of the world TEU capacity, as compared only 6.3 per cent, and exceeds the target of the third to 22.8 in 1991. United Nations Development Decade for Socialist countries’ of Asia and ﺀ .Transportation 18. In 1992 the share of developing countries in Eastern European countries’ shares of world dwt the TEU capacity of the world fleet decreased, falling remained unchanged in 1992. Craph 7 summarizes to 16.6 per cent (versus 17.1 per cent in 1990). The the dwt distribution for 1992 and emphasizes the major proportion of the containership fleet rogisteted concentration of the developing countries’ share in in developing counfiies was concentrated in the Asian countries. developing counfiies of Asia, followed by developing 12
Table 4
World fleet by principal types of vessel, 1990-1992 (Thousands of dwt) a/
Percentage change ﺀقPrincipal types 1990 b/ 1991 с/ 1992 1991/1992
1. Oil tankers 245 936 256 905 263 334 2.5
37.4 37.6 37.9
2. Eulk carriers 234 659 241 215 239 973 -0.5 35.6 35.3 34.5
©re/bulk/oil 33 599 33 599 36 460 8.5 5.1 4.9 5.3 Ore/bulk 201 060 207 616 203 513 -2.0 30.5 30.4 29.3
3. General cargo ships 102 676 103 386 104 933 1.5
15.6 15.1 15.1 4 Gontainerships 25 955 29 521 32 408 9.8
3.9 4.3 4.7
5. Gther ships 49 151 52 486 54 043 3.0
7.5 7.7 7.8
LiquiEed gas carriers 10 892 12 121 12 7^1 5.0 7.7 1.8 1.8
Chemical tankers 6 026 6 523 7 113 9.0
0.9 1.0 1.0 Miscellaneous tankers 536 544 627 15.3
0.1 0.1 ﺍ0
Ferries and passenger ships 3 220 3 435 3 673 6.9 0.5 0.5 0.5
Gthers 28 477 29 863 29 909 0.2 4.3 4.4 4.3
658 377 683 513 694 691 1.6 World total 100.0 ٠٠٠٠/ 100.0
Source: Lloyd’s Maritime Information Services Ltd. (LMIS), London,
a/ Percentage shams are shown in italics,
b/ Mid-year figure.
çj End-year figure. Graph 6
World fleet by principal types Selected years 1980-1992
MILLIONS OF DWT SOD
S00-
Other . Containerﺀ Oeneral oar^oﺀ - 0 0 4 Dry Bulkص Oil tanker ا
£ 0 0 -
1980 198S 1990 1991 199£ YEARS
Source: Lloyd’s Maritime Information Services Ltd., London. 14
T ab les
Distribution of the world fleet and TEU capacity of fully cellular containerships by groups of countries. at mid-year 1990. end-1991 and end-1992
ا /Flags of regisPation by groups Number of ships TEU capacity and percentage shares a of countries 1990 1991 199^ 1990 1991 1992
1. World total 1 169 1269 1 371 1 502 731 1 734 016 1 925 177 100.0 100.0 100.0
2. Developed markt-economy 410 419 417 618 701 674 018 704 258 counpies 41.2 38.9 36.6
3. ©pen-registry counpies 261 308 377 312 055 395 661 501 281 20.8 22.8
Total, 2 and 3 671 727 794 930 756 1 069 679 1 205 539 61.9 61.7
4. ©ounpies of CenPal and 67 43 227 34 899 Eastern Europe (including "Г the former USSR)
592 65 356 62 508 57 ص Socialist countries of Asia 59 62 .5
6. Developing counpies 233 278 289 232 199 296 200 320 127 15.5 17.1 16.6
of which in: Africa 4 1 810 585 585 0.1
America 36 40 55 22 954 25 745 36 075 1.5 1.5
Asia 172 213 ^25 195 353 255 796 279 867 13.0 14.8 14.5
Europe 12 16 9 072 12 377 2 336 0.1 0.7 0.6 ﺀ
©ceania 4 3 010 1697 1264 0.1 0.1 0.2 ﺀو
ther, unallocated 128 134 152 239 041 266 893 299 020© ٠? 15.4 15.5
Source: Lloyd’s Maritime Information Services Ltd. (LMIS), London,
a/ Fercentage shares are shown in italics. ؛Table ؛
Age distribution of the world merchant fleet by type of vessel as at 31 December 1992 (Percentage of total in terms of dwt)
Average Average a] 0-4 10-14 15 ^ears TotalType of vessel TotalType Country grouping years years years and ever (years) a/ Ah ships 00 11.2 20.2 49.7 14.91 14.3) World total Tankers 00 10.6 9.0 18.1 62.3 16.72 15.63 Putk carriers 00 11.2 19.7 40.5 13.50 General cargo 00 17.4 26.3 47.7 15.04 14.78 Containerships 00 19.9 27.3 18.6 34.2 12.07 11.81 All others 00 42.9 All ships 00 10.8 24, 42.7 14.09 13.34 Developed market- Tankers 00 7.4 11.4 26, 54.6 16.15 14.64 economy countries Bulk carriers 00 11.4 22, 34.6 12.73 12.37 General cargo 00 11.7 25.1 34.6 13.04 12.73 Comainerships 00 20.5 23.1 20.7 35.7 12.37 12.51 All others 00 14.9 26.2 22.4 36.5 12.85 12.61 All ships 00 11.4 14.5 57.8 15.92 15.52 Open-regishy Tankers 00 69.4 17.36 16.78 countries Bulk carriers 00 8.7 22.3 14.83 General cargo 00 44.8 14.57 14.49 12.70 37.7 30؛Containerships 00 3 All others 00 14.9 20.4 44.9 All ships 00 11-1 17.9 50.9 15.09 14.47 16-8؟ Subtotal Tankers 00 10.7 7.9 63.1 Bulk carriers 00 10.0 26.6 43.9 14.06 13.67 General cargo 00 10.6 27, 40.8 13.97 13.73 12.23 12.50 36.5 ,19 ث:ة Containerships 00 18.7 All others 00 14.9 24.0 13.07 All ships 00 20.5 24. 46.6 14.75 Countries of Tankers 14.05 13.34 33.5 .32 ث Central and Eastern Bulk carriers Europe General cargo 00 17 57.9 16.08 Comainerships 00 10.6 20. 15.19 56.7 ,14 ق All others .16 All ships 00 18.9 17.5 57.9 16.28 15.71 $ocialist counbies Tankers 00 20.1 16.2 57.0 16.03 14.15 of Asia Bulk carriers 00 22.3 16.5 56.1 15.27 General cargo 00 11.9 63.2 17.37 17-17 Containerships 00 I 47.8 22.0 9.44 11.61 All others 00 76.0 19.00 17.02 All ships 00 22.0 20.4 45.4 14.22 13.61 15.26 16.65 63.1 14.1 12.4 ث0أ Developing Tankers 00 counbies Bulk carriers 00 37.4 19.0 26.1 10.99 11-11 (excluding open- General cargo 00 4.7 11-1 ^0.1 54.1 16.39 registry connues) 2^.12 12.11 3-؟9 19.5 19.5 1و Comainerships 00 .25 All others 00 29.7 14.70 14.44
Source: Compiled on the basis of data supplied by Eloyd’s Maritime form ation Services Dd. (LMIS), London. y between the lower and كdistributed eve ؛ [e, it has been assumed that the ages of vesse ؛ a/ To calculate .group. For the 15-years-and-over age group, the mid-point has been assumed to be 22 years ; ؛ upper limit of each 16
T able?
Distribution of world tonnage (grt and dwt) by groups of countries of registration. 1970. 1991 and 1992 a/ (End-year figures)
Flags of registration by Tonnage and percentage shares b/ Increase in tonnage groups of countries In grt (millions) In dwt (trillions) (tnill. ofdwt)
1970-1992 1991-1992 1 99219911970 c/ 199219911970 c/ 199219911970
^orld total 217.9 435.3 444.9 326.1 683.5 694.7 16.8 11.2 100.0 100.0 100.0 100.0 100.0 100.0 Developed market- 141.8 145.1 142.3 209.7 223.0 216.6 0.3 -6.4 م 2 economy countries 32.0 64.3 32.6 13.0 ت Gpen-registry 143.4 153.0 244.2 .3 countries 18.8 32.9 34.4 35.7 37.0 Total 2 and 3 182.7 288.5 295.3 467.2 473.8 83.9 66.3 66.4 § 68.4 68.2 4 Countries of 18.6 34.8 33.7 22.7 40.8 39.0 0.7 Central and Eastern Europe (including 8.0 7.6 7.0 6.0 the former USSR) 5. Socialist counfiies 0.9 14.8 22.0 22.6 1.0 0.6 of Asia 0.4 3.4 3.4 ث Developing 14.5 91.2 20.5 144.3 .6 countries d/ 21.0 21.3 21.1 of which in:
Afiica 0.8 7.0 0.3 - 0.1 America 6.4 17.9 27.4 0.9 0.2 4.0 ؛؛ Asia 55.7 Europe d/ 10.0 17.0 ت Cceania 2.4 0.1 7. ©ther, unallocated 6.0 6.2 1.7 0.4 0.2 0.6 1.4 0.5
Source: Compiled on the ^asis of data supplied by the Shipping Information Services of Lloyd’s Register of Shipping and Lloyd’s of London Fress Ltd.
Excluding the United States Reserve Fleet and the United States and Canadian Great Lakes fleets, which amounted respectively to 2.8, 1.1 and 1.5 million grt.
b/ ?ercentage shares are shown in italics,
с/ Mid-year figure.
d/ Including the former Yugoslavia, classified as from 1986 ; a developing country in Europe. 17
Graph 7
Worldid tonnage by counpy groups. 1992 Percentage distribution of dwt
Oth.r 1.4% Socialist Asia 3.3% OCEANIA 0.45 Eastern Europe- '5.'6%' Open-reg 37.0% AFRICA 0.99 EUROPE 2.72 AMERICA 0.97
Developing 21.€
A^IA 13.4
D^^ECs 31.2%
Source: Lloé^d’s Maritime Information Services Ltd. (London).
-Again, developed market ﻣﻬﺔAdditional details dealing with ownership from 1.6 per cent in 19 .22 Pends by vessel type and country groups for the economé^ counpies’ share of the container dwt period are found in table 8. In the largest decreased from 74.^ per cent in 1980 to 42.6 per cent ه- 2 9 9 1 8 9 1 sector (oil tankers), the share of developed market- in 1992. Gonverse^, the open-regishy^ fleets’ share economy counpies in world tonnage decreased from expanded to 25.5 per cent in 1992 from 13.5 per cent ^to 34.1 per cent in 1992, a in 1980. Developing counpies too ^ignificandé هper cent in 198 52.5 reduction which was, however, offset by an increase increased their share of the world container fleet to to 44.4 per cent in the share of tanker tonnage under 18.1 in 1992 as compared to only 7.6 per cent in open registries. Developing countries also increased 1980. their share to 17.1 per cent in 1992 from 7.7 per cent in 1980. 26. The 1992 spucture of the merchant fleets of the main counpy groups is shown in table 9. 23. Ownership of dry bulk carriers follows a Developed market-economy counpies’ tonnage in similar paPern. For example, developed market- liquid and dry bulk tonnage exceeds 7^.3 per cent of economy countries decreased their share from 5^.7 per the group’s rotal fleet, with general cargo ships cent in 198© to 27.8 in 1992, but open-regisPy fleets amounting to about 10.0 per cent, while containerships r cent. Gpen-registry fleets have a؛expanded their dwt share to 35.8 per cent in 1992 account for 6.4 px r cent in 198©. Developing counpies’ greater proportion of their fleets in the tanker and dry؛from 31.7 px share grew to 25.7 рюг cent, as compared to only bulk carrier sector (combined 78.8 pier cent). Also, 9.2 per cent in 198©. the general cargo share is higher than in developed mipket-economy counpies (12.4 per cent), but 24. In the general cargo and container ship sectors, containerships (3.2 per cent) account for less than the overall dwt share Pends differed. For the former, the developed market-economy counpies. Tonnage share of the total world dwt decreased from 17.© per disPibution in developing counpies is characterised by cent in 198© to 15.1 per cent in 1992. The a relatively high proportion of conventional general proportional share of developed market-economy cargo tonnage (18.6 per cent of total fleet), while countries declined by over half and represented cont^ner ships make up for only 3.9 p^r cent. 21.5 per cent of the general cargo dwt in 1992. GoncenPation on general cargo tonnage is, however, Gpen-registry fleet dwt share increased to 3©.4 per most pronounced in counpies of GenPal and Eastern cent while developing countries’ share rose to 26.6 per Europe (36.8 per cent of total tonnage), where cent in 199^. container tonnage accounts for only 1.8 per cent of the fleet. A similar fleet spucture can be observed in 25. The container sector expanded to 4.7 per cent socialist counpies of Asia. of the world dwt in 1992, which is a large change 18
Table 8
Percentage shares of world tonnage by type of vessel and country groups 1980 (as at 1 July). 1991 and 1992 (as at 31 December) a/ (In terms of dwt)
Country group Year Total dwt Oil Eulk General Centaines Other capers b/ c a ^ o ships ships ships Millions Percentage of Percentage share by vessel type ofdw t world total 4.5 1.6 12.0 22.2 49.2 100.0 82.8 ةWorld total 1980 1991 683.5 100.0 32.6 35.3 15.1 4.3 2.2 » 2 4.2 15.1 34.5 32.9 100.0 ? ه69 1992 by group of counfiies ؛»Peroentage sha Developed market- 1980 350.1 5^.5 52.2 43.4 24.3 50.4 economy counties 43.9 44.8 23.0 36.0 ت3 223.0 1991 199^ 216.6 31.2 34.1 22.8 21.5 42.6 43.9 ©pen-registry countries 1980 212.5 36.2 31.2 20.8 13.5 12.0 1991 244.2 35.2 43.5 34.5 28.0 23.1 25.8 199^ 25?.2 32.0 44.4 35.8 30.4 25.5 26.4 Countries of Central and 1980 12.3 19.2 Eastern Europe 1991 ■ • 10.2 1992 39.0 4.9 13.2 9.6 Socialist countries in 10.9 4.2 0.1 Asia 1991 22.0 и 4.0 1992 22.6 1.1 3.9 2.3 2.5 Developing countries с/ 1980 68.4 10.0 2.2 9.2 12.6 2.6 12.0 1991 144.3 21.1 16.0 25.2 26.9 12.9 12.8 1992 149.9 21.6 12.1 25.2 26.6 18.1 12.5 of which in: Africa 1980 7Л 1.0 1.1 0.1 2.3 2.1 1991 ?.0 0.5 2.2 3.2 1992 6.9 0.5 2.1 2.6 America 1980 21.8 3.3 5.6 0.1 3.2 1991 22.4 3.8 2.1 4.6 1992 2?.6 3.2 2.0 4.2 Asia 1980 5.2 15؛.■ ث;أإ 16.6 10.0 13.1 ن !! 1991 1992 93.3 13.4 10.9 16.9 13.6 15.0 8.9 Europe с/ 1980 1.2 0.1 - 1991 12.0 2.0 3.4 3.0 0.2 0.6 1992 18.9 2.2 3.8 3.2 0.9 0.2 Oceania 1980 0.2 0.1 - 1991 3.6 0.1 0.9 0.2 0.1 0.5 1992 3.2 0.1 0.8 0.2 0.1 0.6 Other, unallocated 1980 3.0 0.2 0.6 0.9 0.1 1991 9.2 0.5 2.1 0.5 2.2 0.1 1992 9.4 0.6 1.9 0.5 2.9 0.1
؛’ting and Lloyd؟؛Source: Compiled on the basis of data supplied by the Shipping Information Services of Lloyd’s Register of Shi of ^ n d o n Press Ltd. a/ Excluding the Lnited States Reserve Eleet and the United States and Canadian Creat Lakes Eleet. ص b/ Cre and b^k careers, including combined ore/oil and .ةةوс/ Including Yugoslavia as of 1 19
о 00 ١٩ ﺀ٧١ ж ب
N) ٩ О ١٩ Os ٣٦ إﺀ ||
о о ON ١٩ о 00 ﻣﺤﺎ ٣٦ أم |ق I о ON ON ١٩ ON ON es ص و ﺑﺂم و ON о о ١٩ .ي أم ﻟﻢ ٧١ ٦ ٠ ٠٢٢ ق ON ﻟﻪ ه S وآﺀ ق ٩ es ج s ١٥ то آم ٢٠٦ ق ٧١ N> وآ о ص о ч ON 00 ٧٦ О ١٥ I о s ٣٦ و I لآ ٥٩ ص ١٩ ٣٦ ٣١ ON ، s ص es о 00 ١٩ و ب ص I ON ٠ .ه ب ه ٧١و § ة §' I م ق و » о ﺀ 2 0 counpies or terriiories which لc. The 35 most important maritime counpies and concenttated in 0 territories conPol 81.2 per cent of dwt and 74.7 per cent of the number of vessels. In 1992, Japan replaced Greece as 27. The 35 most important maritime counpies in the nationality with the largest share (17.3 per cent) of dwt terms are ranked in table 10. The table lists the five major open-regisPy fleets. The United States merchant ships registered under national flag and and Uong Kong ranked third and fourth, with 14.2 per foreign flag vessels when the conpolling interest of cent and 9.2 per cent, respectively. the ship is located in the counpy. These 35 countries conPol 9^.9 per cent of the world merchant fleet E. Comparison of cargo turnover and fleet through their own register or by conPol of foreign ownership flag vessels. Moreover, shipowners of five countries or territories, i.e. Greece, Japan, United $tates, 33. The relationship between cargo volumes Norway and Uong Kong, conPol over half the world generated by different country groups and fleet fleet, and over two-thirds of the world fleet is ownership in 1970, 1991 and 1992 is summarised in conpolled by the top 10 maritime counpies. table 14. The data indicates a disproportional relationship between cargo generation and ownership. 28. The Pend to (lag out tonnage continues In 1992 developed market-economy counpies, ei^er unabated. In 1992 total tonnage registered under directly or through open-registry counpies, conpolled foreign flags reached ^95.7 million dwt. Nearly half 68.2 per cent of the world fleet, while genetPting the tonnage of the 35 most im^rtant maritime ,55.9 per cent of the international seaborne Pade. At countries is thus commercially conpolled, but not the same time, the share of developing countries in registered, in the counpy of domicile of the parent world cargo turnover stood at 38.1 per cent, while company. This practice is common for all counpy their merchant fleet constituted 21.6 per cent of the ^•oups but is particularly noticeable for developed total world fleet in deadweight. Uonger-term market-economy counpies. comparisons, however, indicate that developing counpies have significantly reduced the gap between D. Open and international registers cargo generation and fleet ownership. Thus, in 1970 the share of world goods loaded and unloaded by 29. ©pen and international registers continue to developing countries was 40.4 per cent, i.e. a relative apract a major part of the world merchant fleet. The level similar to the one observed in 1992, while their combined 1992 tonnage under these registers exceeded share of the world fleet was only 6.3 per cent. 311.1 million dwt or about 48.6 per cent of the world total. This is a slight relative reduction from 1991, F. Forecasts for world fleet development when the total dwt was 293.7 million or 46.2 per cent of the world’s merchant fleet. 34. Forecasts for world fleet development by vessel type are shown in graph 8. The World Fleet Forecast 30. Table 11 summarises the tonnage disPibution Service (WFFS) projections indicate that the Pital of the five largest open-regisPy countries by vessel world fleet will increase from 675.1 million dwt in type. 91.8 milhon dwt and 73.6 million dwt are 1993 to 851.8 million tons by the year 2003. The flying under the flags of Liberia and Fanama, liner and dry bulk vessel types are expected to respectively. By vessel type, oil tankers represent increase by 30.0 per cent and 31.3 per cent y bulk respectively over the decade. The deadweight tonnageلper cent of total dwt, followed by d 46.2 carriers with 32.8 per cent of the total dwt and general of the world tanker fleet will increase by 22.3 per cent cargo ships with 12.0 per cent of the total dwt. by the year 2003. 31. The participation of nationals in the regisPy of open or international registers is indicated in table 12. The information compares the total tonnage registered in selected counpies with tonnage owned by nationals of the counpy of regispy. For most open-regisPy counpies the share owned by nationals is minimal or zero, but with international registers ownership exceeds 90 per cent. 32. The true nationality of the five major open- registry fleets is examined in table 13. ©wnership is 21 Table 10 The 35 most important maritime conntries (as at 31 December 1992) a/ Number of vessels Deadweight tonnage domicile Ы Total as National Total percentage of Total National flag world total 8ت 54. 66849397 630 915 52 ؛619 631 ا Greece 1071 776 . 52 353 491 62.11 69.39 7س 65057 5520 س lifted States 244 4 0 71273053 21814119 51257134 521 ^؛Nnrwa Hong Kong 81 70861426 09408131 85.63 Ghhia 590 3917^27 26.63 tlnited Kingdom 414 872 98809318 63783123 6.55? 35^625 42713216 ؛902 Republic of Korea 467 196 50737310 3191687 69267517 41.37 67811316 07942710 0342516 ^؛German 6?.44 6808125 0122877 671 432 ؛Denmatl Italy 597 70 667 02004310 18.44 76.03 6ﻣﺢ Sweden 182 149 331 9369402 25412 33.72 66812611 9269333 س Taiwan, Province of 201 190 391 73427 China ^dia 39 31527110 97009410 7458739 ﺋﺔأةةا Rra^ 233 6806618 Iran (Islamic Rep.o^ 146 149 4922758 0.23 Singapore 160 436 4198875 4197772 30.87 Prance 186 111 297 0901703 7846943 9547846 54.42 Tutke^ 335 0111696 312523 6923236 Ukraine 642 727 9968175 264 737 0827336 4.35 Netherlands 429 178 607 4969793 7719511 7504485 35.82 Belgium 44 125 169 191501 9003124 8130915 96.24 291 92 7641593 8249311 37.94 Swit^rland 17 146 163 574 265 4801574 0544225 88.64 Roma^a 303 318 2871954 0161935 14.53 22.39 ت 498914 096حﺀ Kuwait 33 9 42 8164913 1 0 Cyprus 39 70 7360073 0484701 0562064 25.85 Finland 103 17?- 5400381 8128842 4248513 73.03 Philippines 272 14 4806823 135 123 3.54 399 74 473 7005042 8491991 7045493 32.39 0.58 Croatia 26 162 893120 6883433 96.72 0.58 Poland 7 270 4904113 09066 5565013 0.5b Saudi Arabia 64 35 99 5547062 2454313 74.45 0.54 Australia 79 19 6150273 8.03 0.47 92.94 24؛123Total (35 countries) ; 123Total 078 49.67776 ; 62.8 100 5050 100 100.00 312311 547 640 407329 102 905 444 73017« 950 س0ا World Percentage 64.9 35.2 100 100 Source: Information supplied by Iloyd’s Maritime Information Se^^ices Utd. (LMIS), London, .Great la^es Oeet ا ) grt and above, excluding United States reserve fleet and United States and ﻣﻢa/ Vessels of 1,0 rent company. In several cases, this hasفﺀ b/ The county of domicile indicates where the controlling interest of the Oeet is located, in terms of the requTted certain )udgements to be made. Thus, for instance, Greece is shown as the country of domicile with respect to vessels owned by a Gmek owner .h representative offices in New York, London and Piraeus, although the owner may be domiciled in the United States؛wi ,self-goveming te^tories. For the United Kingdom 1 ؟sso؟vessels or iat؛e؛ ؛flying the national Hag but registered ht territorial de^en^enc ؛с /с tcludhtg/ ؛tcludhtg ؛vessels flying the national Hag but registered ht territorial de^en^enc؛e؛ or ؟sso؟iat in an table open-registty country) and Hong Kong (shown ؛ ; British Hag vessels are included under the national Hag, except for Bermuda (listed 11 11 ; (.separately in the present table(.separately 2 2 ص О و؛ со ds со сч СО ١٠٥ ١٥ ON ج و 00 و со ON ٧١ Ь' دم ٣٠ со I ﺀ со со ء ON es H ؛؛ es ١٠٥ ﺑﻣم ؛§ ج о ON ﺀ. ١٥ 0 0 O n O N es о 00 со وо о 00 00 ٠ ه I رﻣﺢ~ I es § 00 و ON es ٣٠١ ٠٠ со ٤ م es ٧٦ ١٥ ١٥ ٠٠ ح ы \es eo o م ٠٠ о ٠ ON со ء. и ﻟﻪ م й Цц g о es ١٥ о ﻟﻮ بؤ ٠ о م 00 ٠٢٢ о م es ب و о I со N٥ ؛es о es ص00 I ٠١ ٧١ о ٠٠ ٧١. es § СО ٥١ о• о СО es es i ه ٧١ ق N٥ وأة <с،е ٠١ ON es ٣٦ ٠؛ ь О NO• ي ! ٠ ج ص و S ON ﺑﻣم ج ص ب ء. Й о S ٠٠ I اﻗﺂ ج• « « 23 Table 12 Tonnage owned by the nationals of the counpy of regispy in the total fleet of the most important open and international registers ﻣﺆ (Thousand dwt as at 31 December 1992) Country of regispy or Total tonnage registered Tonnage owned by Share of tonnage owned register in the counpy of register nationals of the counpy by nationals in the total of registry registered fleet (%) Liberia 91757 0 0.0 Fanama 73 585 63 0.1 Norwegian International 34 864 32 717 93.8 Ship Regispy Cyprus 33 374 2 99B 9.0 Bahamas 31979 104 0.3 Malta 14 334 5 0.0 Danish International 6 692 6 6 8 8 99.9 Ship Regispy Bermuda 5 467 0 0.0 ¥anuatu 2 935 0 0.0 Source: See table 11. a/ See table 11. ؛ﻣﺰ م ي I I ة* I ON 00 ه ص ج. ﻟﻖ ص ق О ق ٣٦ و СЛ О خ ج I I ш о S Vi 25 Table 14 Comparison between total cargo turnover and fleet ownership by groups of countries. 1970. 1991 and 1992 Country grouping Year Coods loaded and Total of Merchant Percentage of world total of unloaded (millions of tons) goods ons^؟mii) ^aded Unloadedunloaded of dwt) Goods Merchant (millions fieet owned of tons) unloaded (dwt) Developed market- 1970 802.7 2 010.4 2 813.1 282.2 54.8 86.5 econo^^ and open- registry countries 1991 1 821.0 2 878.0 4 699.0 467.2 56.2 68.4 68.2 55.9 473.8 778.0 4 933.0 2 .0 ص81 ^199 Developing countries 1970 ! 643.3 431.6 2 074.9 20.5 40.4 6.3 1991 2 031.0 1 115.0 3 146.0 144.3 37.6 21.1 1992 2 100.0 1 154.0 3 254.0 149.9 38.1 21.6 Countdes of Central 1970 145.4 57.4 202.8 20.5 4.0 6.3 and Eastern Europe (including the former 1991 184.0 166.0 350.0 40.8 4.2 6.0 USSR) 1992 177.0 161.0 3^8.0 39.0 4.0 5.6 Socialist countries of 1970 1^.4 30.2 43.6 1.2 0.9 0.4 Asia 1991 84.0 86.0 170.0 22.0 2.0 32 199^ 88.0 87.0 175.0 22.6 2.1 3.^ World total a/ 1970 2 604.8 2 529.6 5 134.4 326.1 1991 4 120.0 4 245.0 8 365.0 683.5 1992 4 210.0 4 335.0 8 545.0 694.7 Source: As per tables 3 and 8. a/ Including unallocated tonnage indicated in annex ni. Graph 8 Forecast of world fleet by principal type 1993 to 2003 MILLIONS OF DWT 0 ﻫﻢ) 8 0 0 ООО 4 0 0 200 1996 1997 1996 1999 2000 2001 2002 2006 YEARS General Container ﺀ Dry Bulk ؤ Tanker Source: DRI/LMIS World Fleet Forecast Seryice. Box 3 Liner Pade growth changes direction Container Pade growth to the end of the century is set to outsPip that of other shipping markets, with inPa-Asia Pade leading the way. Uoweyer, growth in the supply of tonnage means the problem of oyercapacity may be around for some time. This was the message from the World Sea Trade Outlook conference held recently in Amsterdam and hosted by Dr. Douglas Beck, Research Diiector of DRI/McGraw-Uill. Michael L. Sclar, Senior Consultant at DRI/McGraw-Dill, presented forecasts from the World Sea Trade Seryice (WSTC), an important forecasPng tool for seyeral major liner companies. To the end of this century, total world seaborne Pade is expected to grow at an ayerage of 3.3? per cent per year. Within this, liner Pades are exacted to grow 5.8 per cent per year. Higher growth, 6.3 per cent per year, is forecast for unitized Pade, expanding from 28 million TEU per year today to su^ass 40 million TEU/year in 1998, increasing to 45 million TEU per year by 2000. This growth rate would be an enormous Spain on ports and surface Pans^irt systems. A narrowing of the gap between rates of growth in Pade into the United States, Canada and Europe on the one hand and lapan and the newly indusPialized economies on the other is expected. On specific pades, the most spiking projection is for steady growth in the Atlantic Pom 1993 onwards of both east- and west-^und shipments. By the year 2000, more than 800,000 TEU/year may be shipped in both directions. On the Panspacific, east-bound trade is projected to outsPip west-bound moyements by more than 1 million TEU per year by 2000. InPa-Asian container Paffic will continue to enjoy the sPongest growth rate of any Pade, and is forecast to double to around 7 million TEU per year at the end of the decade, an ayerage increase of 8.5 per cent per year. Source: Lloyd's Shipping Economist (London), Noyember 1992, p. 10. 27 Chapter III PRODUCTIVITY OP THE ^ORED FEEET AND THE SUPPLY AND DEMAND SITUATION IN ^ORLD ^HIPPINO analysis of the balance «ه worldfleet and ﺀامﺀ/م operational productivity ﺀﺀم؛ concerning ا/ م'،ﺀهﺀﻣﻤﻢ/«آﺀﺀﻣﺤﻲ^ ﻣﻤﻤﻢﺀﺀﻣﻪ؛مﺀ This cargo carried per dwt, ton-miles performed and ٠/ ﺀ«مﺀ are ﺀآم؛ﺳﻬﻴﻦ Key . ﺀﺑﻢ««مﺀ ٠٢ / between supply and demand ,surplus tonnage by main shipping market sectors,surplus Estimate of tons and ton-miles per dwtA. 9.2 million dwt - a 22.7 per cent decline. Most of dte redaction came from activating VLCCs and ULCCs 35. Gperational productivity indicators for the that had been used for short-term storage since the world fleet continued to improve in 1992 (see table 15 Gulf crisis. Table 20 indicates the long-term decli^ng and graph 9). Tons of cargo carried per dwt reached trend in tankers used for storage. For example, in the 6.06 tons, and ton-miles performed per dwt continued peak period (July 1981) 26.9 million dwt were the upward bend to reach 26,314. The increment^ employed in oil storage compared to the recent low in gains can be attributed to the growing expansion of November 1992 of 8.8 million dwt. world seaborne trade, better utilization of shipping capacity and a quadrupling of scrapping of obsolete ^9. Gvercapacityinthedrybulksectorexpanded million dwt. This represents a 21.3 per cent و. Tables 16 and to 2 1 ق.and inefficient tonnage in 1992 17 provide additional details on ton-miles performed increase over 1991 and amounts to about 10 per cent fleet. The diseq^librium can be ؛by tanker, bulk carriers and combined carriers. The of the world dry bub former experienced the largest gains over 1991, as explained by declining outputs in the steel industry ton-miles of oil and grain carried by tankers grew by and a corresponding drop in the demand for coal and 3.9 per cent. Ton-mile performance by the remaining iron ore. This, combined with a small dwt increase bulk fleet shows minimal operational productivity (0.98 per cent) in the bulk fleet, contributed to dte change. highest su^lus since 1982. B. Supply and demand in world shipping 40. $u^lus capacity in the conventional general cargo and unitized sectors is normally less than the 36. Excess capacity expanded to 10.1 per cent of bulk bades. This is because the shipowners are the world merchant Eeet in 1992. Table 18 provides catering to a more constant ^ding pattern and are a summary of tonnage oversupply for the 1983-1992 less involved in the volatile spot markets. In 1992 period. The total surplus reached 71.7 million dwt, onl^ 4.3 per cent of the conventional general cargo compared to 64.2 million dwt in 1991. By sector (see vessels’ total dwt was in excess of demand. The table 19) the tanker bades continued to have dte unitized fleet su^lus was even less, with 1.6 per cent. largest proportion of excess tonnage, followed by dry Moreover, these 1992 surplus ratios are well below per cent and و.bul^, while the conventional and unitized fleet had the 10-year annual averages of 8 less than 5.0 per cent su^luses (see graph 10 for 3.6 per cem, respectively. sector comparisons). the t^ker sector reached ط Su^lus capacity .37 its highest levels since 1988. A total of 41.8 million dwt or 14.8 per cent of the total world tanker fleet was in excess in relabon to oil seaborne bansport demand. This was slighdy higher than in 1991, when 14.6 per cent of the Eeet was su^lus but considerably less than the 1983 high of 42.0 per cent. The growth in excess capacity is primarily due to a shift from tankers being employed in oil storage to active service. 38. Tanker tonnage engaged in oil storage declined over the full calendar year 1992. In January, tankers used for storage pu^oses amounted to 11.9 million dwt and by year-end the total was Table 15 Cargo carried and ton-miles performed per dwt of the total world fleet, 1980-1992 Year ^orld fleet Total cargo Total ton-miles performed T ops of I Top-miles dwt performed per • ؛rried (millions (thopsands of millions of carried p؛؛millions of c) dwt) of tons) ton-miles) dwl 1980 682.8 3 704 16 777 5.42 24 571 1981 3 555 15 840 5.16 22 990 1982 693.5 3 273 13 699 4.72 20 4b0 1983 686.0 3 230 12 850 4.71 1 ^ 5 4 0 1984 674.5 3 410 13 368 5.06 19 820 1985 664.8 3 382 13 160 5.09 19 800 1986 639.1 3 459 13 856 5.41 21 680 1987 632.3 3 505 14 298 5.54 2 ^ 6 1 0 1988 628.0 3 692 15 299 24 360 1989 638.0 3 891 16 385 6.10 25 680 1990 658.4 4 008 17 121 6.09 26 000 1991 683.5 4 120 17 873 6.03 26 150 1992 694.7 4 210 18 280 6.06 26 310 Source: ^orld fleet: Lloyd’s Register of Shipping: Statistical Tables (London), various issues. Shipping ,d’s of London Press Ltd. (mid-year data for 1980-1990?؛d’s Register of Shipping and Llo?؛Information Services of Llo year-end dam for 1991 and 1992); total cargo carried: UNCTAD dam bank; ton-miles: Fearnleys, Review (©slo), various issues. Graph 9 index of ton-miles performed per d^Ltpml world fleet (1980-1992) Index 1980 = 100 19911992990 ل 1988198419851988198719881989 ة 19801981198 1981 8 19 YEARS Source: l^CTA D calculations based on mble 15, Review ofMaritime Transport, 1992 (TD/B/CN.4/8). ЙО 0 0 ه о ООО ب و ﺀ ﺀ N on со о> ﻟﺺ ﺀﺀ ه ﺀ ج» ج ي ^ ﺑﻤﻤﻮﺟﻠﺢ^؛إوﺟﻮو ^^COCOfOCOfOCO^^TfTfrt ت ﺑﻤﺈ OOOOO QOOOOOO ٧٦ N> ٧٦ CO Tt ||ﻣﻚ 1 ج ؟ ON o ةوةووآ8 ةةﻣﺤﻤﻤﺔج vnmcoOT-H’-HaKO 00 ﻣﺎم-ﻣﻠﻤﺎ 000000\ 1 ص1 1 О^ОГ^Г'-ООО 00 00^^-^ ب T-Ht-HrHi—Ht-4i-Hi-HÇS ه - ٥ S H ٧٦٧١ S o|ق وق CN О د> О О О О P О 00 ﻛﻤﻬﻬﺄ|ةﻗﻘﺔﻗﺔة ﻟﻮه W ء NO ٦ ٧ СО NO ١٨ СО О ﺑمء و æ ^ و ج 00 0اص 0ا 0ا آل 0 اﺻﺄﻣﺮﺣﺒﻦ ﺑم Г— ﺑﻣم ١—، ه ةةة | ةة | H1- ب H1-ةأةةة | 30 Table 17 Estimated productivity of tankers, bulk carriers, combined carriers and the residual fleet, a/ 1980-1992 (Tons carried per dwt) Year Tons of Tons Tons of dry Tons Tons of oil Tons Tons Tons oil and carried cargo carried carried and dry bulk carried carried carried ^•ain per dwt by bulk per dwt cargo carried per dwt by the per dwt carried by of carriers of of bulk by combined of residual of the tankers tankers over 18,000 carriers carriers of combined fleet b/ residual (miltions) over 18,000 carrters (millions) fleet (millions) dwt (millions) 1980 1564 396 282 1406 8.33 1981 1419 421 262 5.53 1404 8.22 1982 1 191 455 2.94 232 5.12 1321 7.62 1983 1 132 493 2.90 196 4.55 1 272 7.36 1984 1 174 566 214 5.07 1 358 7.81 1985 1 084 620 3.30 200 4.80 1 389 8.10 1986 1 140 663 3.36 195 1420 8.52 1987 1 185 693 3.54 195 1384 1988 1 295 610 3.16 ^14 6.35 9.04 1989 1 398 639 3.27 211 6.34 1612 9.10 1990 1427 667 203 1680 1991 1485 1 707 3.27 196 1722 9.49 770 1 192 3.24 700 93ﻣﺄ 545 1 1992 Source: As for table 16. a/ See footnote a/ to table 16. b/ See footnote b/ to table 16. 31 Table 18 Tonnage oversupplv in the world merchant fleet. 1983-1992 (Million dwt and percentages) 198^ 1984 1985 1986 1987 1988 1989 1990 1991 1992 Million dwt World memham fleet 664.8674.5 639.1 658.4638.0627.9 683.5c/ 694.7c/ (as at mid-year) 71.7 ^.64 4.( 101.1 .108.0161 195؛..n^lus tonnage a/ 171^ Active fleet b/ 503.:490.: 503.: 531.0 531.2 544.5 575.7 594.7 619.3 624.4 ?ercentages 10.1 9.4 7.و nrplus tonnage as a 16.016.924.325.4^ petpentageofthe world merchant Eeet Surplus tonnage as : 34.0 32.1 20.^ 19.0 10.8 11.310.410.7 percentage of the active world merchant fleet Source: Shipping Information Services of Lloyd’s Agister of Shipping and Lloyd’s of London Press Ltd.; Lloyd’s Shipping Economist (London), various issues. a/ Estimates of average year figures. Smplus tonnage is defined as tonnage which is not fully utilized due to slow steaming, lay-up status or because it is lying idle for other reasons. As of March 1989, Lloyd’s Shipping Economist (London) (the main source for estimates of 8иф1и8 tonnage in the world fleet shown in the pmsent paper) changed the base for its calculation of slow-steaming bulk carriers (see the March 1989 issue of Lloyd’s Shipping Economist (London), p. 10). Thus the figures for the bulk carriers’ su^lus Eeet for 1982-1985 in this table are estimated in accordance with the method used before March 1989. Estimates for 1986-1992 are based on a new method which show considerably lower figures. b / World fleet minus surplus tonnage. £ / ¥ear-end figure. 32 Table 19 Analysis of tonnage oversupplv by main vessel type. 1983-1992 (Average year figures in million dwt) a/ 1983 1984 1985 19861987 1988 19891999 19911992 Supply of world tanker 319.4 296.7 273.9 261.7255.1 259.6 253.9 266.2 273.5283:4 fleet b/ 41.8 39.8 وص Total tanker surplus 134.9 111.7 199.9 65.854.7 41.9 ء'ءم /fleet с 14.8 14.6 ... 16.2 ﺀ,،ت ء ,. 26.3 37.9 37.7 ه 2. ه Share of surplus fleet in the world tanker fleet (per cent) Supply of world dry 292.9 215.9 222.7 215.4213.8 229.6 225.4 235.9237.3 bulk fleet b/ Dry bulk fleet surplus с/ 52.9 59.3 59.1 39.828.9 23.4 17.919.429.7 25.1 the 25.6 23.4 22.5 14.3 ...19.67.5 19.6 ط Share of su^lus world dry bulk fleet ﺀ (per cent) Supply of world ... 79.8 74.964.763.463.6 63.5 63.9 conventional general cargo fleet 2.7 ٤٤ ،٤ 2.2 ٤٠ ء.ل 4.3 ء.ل ... Uonventional general ٠" cargo fleet surplus Share of surplus in the 19.1 7.7 4.5 4.3 world conventional general cargo fleet (per cent) 32.934.435.837.5 49.343.9 ٠.» Supply of world 25.2 27.3 ﻣﻔﻲ unitized fleet Su!plus of unitized fleet 1.5 1.6 1.71.51.7 9.89.8 9.5 9.4 9.7 1.3 1.9 ٤٤ Share of surplus in the 6.9 5.94.8 2.3 world unitized fleet (per cent) Source: [ on Lloyd’s Shipping Economist (London), various issues. a/ Aggregates for all sectors as sbown in tbe present table are averages for the y differ from the world figures in table 18, which indicate estimates at mid-year. Table 19 excludes tankers and dry bul^ callers of less than 10,000 dwt and conventional general cargo/unitized vessels of less than 5,000 dwt. b/ Including combined ore/bulk/oil carriers on the basis of actual supply (e.g. Decem^r 1992, total of 32.9, of which 15.6as tanker and 17.3 as dry bulker). с/ deluding 50 per cent of combined ore/bulk/oil carriers. d/ Unitized fleet includes here fully cellular containerships, partly cellular containerships, ro-ro ships and barge carriers. 33 Graph 10 Trends in surplus capacity by main vessel types 1983-1992 Percentage of sector's total dwt YEARS Tankers Dry butte EH3 General cargo Unitiized Source: UNCTAD, based upon table 19. 34 Table 20 Tanker tonnage engaged in oil storage, 1981-1992 (Capacity in thonsand dwt) 8etni-perntanent ^Itort-ternt Total Date No. Dwt No. Dwt No. Dwt July 1981 52 64910 16 205 114 26 854 January 1982 45 11 772 103 24 454 July 1982 70312 16 2 753 74 15 456 January 1983 13511 16 2 615 67 13 750 July 1983 53 83711 14 1 764 67 13 601 January 1984 49 7379 25 4 658 74 14 395 July 1984 43 6019 11 134 91 20 735 January 1985 30 3846 49 12 093 18 477 July 1985 3428 9 714 z 18 056 January 1986 43 5147 35 8 353 15 867 July 1986 40 6966 33 9 196 73 15 892 January 1987 1487 45 12 879 20 027 July 1987 0127 7 917 67 14 929 231 16 70 394 9 ة 8376 إ January 1988 July 1988 5536 7 636 14 189 906 10 55 783 4 ة January 1989 1236 July 1989 35 1236 19 5 125 54 11248 January 1990 37 2346 16 4 162 53 10 396 July 1990 34 7845 20 5 618 54 11402 Decetnber 1990 33 9295 27 6 720 12 649 July 1991 34 0816 52 11499 17 580 December 1991 2916 22 4 553 56 10 844 January 1992 34 3256 27 5 588 61 11913 February 1992 32 0136 25 5 124 57 11 1^7 March 1992 32 0136 23 4 371 55 10 384 April 1992 33 1476 25 4 986 11 133 May 1992 34 3016 25 5 343 11644 June 1992 33 0766 24 5 217 57 11293 July 1992 36 25 5 734 61 12 159 August 1992 8526 23 4 569 61 11421 September 1992 35 3316 4 172 56 10 503 220 9 157 3 ئ؛ ctPber 1992 33 0636© Npvember 1992 32 9835 2 844 47 8 827 185 9 50 ة؛ December 1992 34 2996 Source: John I. Jacobs PLC, World Tanker Fleet Review (London), various issues. 35 Chapter IV SHIPBUILDING, SECOND-HAND MARKET AND DEMOLITION new ship prices, and , ٠٢ﻫﻤﺢ٢ك The chapter reviews the supply side ofthe world shipping industry. This includes newbuilding deliveries of new tonnage on order. Second-hand prices for major sectors are also reviewed, as are deductions from the .demolition ٠؛ worldfleet due A. Newbuilding orders c. Deliveries of newbuildings 41. Total newbuilding contracts decreased by 44. Tble 23 ittdicates that the total toPttage of 36.7 per cent in 1992. The downward fiend began pewbuildipgs delivered iit 1992 reached 18.6 tpilliott mid-year, and in Deceml^r only 412,666 dwt of grt. This represertm a 15.8 per cent growth over the ear’s figttre, although the nnmber of?؛ orders were placed (see table 21). The decline previons mirrors many owners’ uncertainty over glob^ newbnildings decreased from 1,574 units in 1991 to recession and the short-term growth prospects for 1,506 units in 1992. ©il tankers dominated world trade. The decrease was particularly significant newbuilding deliveries, as gross-ton tonnage increased .per cent from 1991, reaching 9.0 million grt ؛? for tankers, where orders declined by 49.4 per cent b37.4 per cent to ؛? from 1991. Moreover, a major shift to ^eet IM© Containerships increased b13.8 ?؛double-hull regulations did not occur, although an 2.2 million grt in 1992, but the "other ships" categor emphasis on quality and environmental features was declined 7.2 per cent to 2.1 million dwt. evident. The larger tanker orders reported included ?؛counfi ?؛VLCCs, 8 Suezmax, 15 Afiamax and 4 ?anamax 45. Deliveries of newbuildings b 13 of build - are ?؛tankers. — groupings - according to countr indicated in table 24. Shipyards of developed market- 42. New orders for dry bulk carriers declined economy countries maintained dteir predominant ١Yithin the position in the delivery of newbuildings. Tonnage .per cent fiom the previous year 38.7 ?anamax sector, tonnage increased, but ©apesize and delivered in 1992 increased by 4.9 per cent as handy-size orders were less than half those of 1991. compared to the previous year to reach 11.67 million ©onversely, general cargo and container tonnage grt or 66.6 per cent of all newbuilding deliveries, of newbuilding orders increased 59.9 per cent and which 7.56 million grt were delivered by Japanese 79.7 per cent, respectively (see table 21). Many of shipyards. the general cargo/container orders were for replacement of older, less efficient vessels. The 46. The amount of tonnage delivered by remaining new orders were spread over car carriers developing counfiies’ yards increased considerably in (12), a few refrigerated ships, passenger/ferries (7) and 1992, rising by 34.6 per cent over the previous year cruise vessels (3). — and reaching 5.2 million grt. The newbuildings, however, were highly concentrated in only B. Ship prices one developing counfiy, namely the ^public of Korea; with 4.7 million grt delivered by its yards, the 43. Despite a strong reduction in the demand for Republic of Korea accounted for 96.2 per cent of the new ships, newbuilding prices did not decline by more newbuildings delivered by all developing countries in than 16 per cent from the end of 1991. — As 1992. shown in table 22, the prices of the principal types and sizes of ships, except 1,266 TEU ro/ro and D. Tonnage on order 2,566 TEU full containerships, decreased or remained unchanged. Larger 256,666 dwt tankers’ and 47. The backlog of newb^lding orders is LNG carriers’ prices decreased from the reflected in table 25. The information indicates a أص 125,666 previous year’s 16-year high. Gver the calendar year declining fiend from the record high of 64.8 million 1992, 256,666 dwt tankers remained at the dwt in March 1992 to 56.6 million dwt at year-end. $96 million level in the first quarter, and the large The downward fiend reflects the dearth of new orders LNG carriers maintained the $u$ 246-266 million and the completion of ships under construction. The level in the first six months, but fell towards year-end. order l^oks are dominated by tanker tonnage dwt (28.9 million dwt), followed by dry bulk carriers سSmaller bulk carriers of 76,666 dwt and 126,6 followed the same overall downward fiend for all ship (15.7 million dwt). ty ^ s in 1992. 48. Table 26 indicates that tonnage on order in carriers and combination carriers. In the tanker sector, developed market-economy counhies and open- the decrease in values occurred despite the very active registry counhies at the end of 1992 amounted to market stimulated by Norwegian owners. Moreover, 15.6 million dwt and 36.5 million dwt, respectively. the total amount of tanker tonnage traded slightly This repmsented 27.9 per cent and 54.4 per cent of exceeded the 1991 volume by 3.2 per cent. the world total tonnage on order and was about the VLCG/ULCCs dominated the market through the year, same proportion as the previous year. Developing with 25 vessels sold for further trading and 25 vessels countries’ share stood at 8.6 per cent of the world sent to demolition. Also, the Suezmax, A^ama^ and total tonnage on order in 1992, versus 8.1 per cent in handy-size tankers were haded in an unex{№ctedly 1991. The share of counhies of Central and Eastern large number. Dry bulker prices were influenced by Europe feh to 3.2 per cent in 1992 from 4.1 per cent overcapacity and depressed freight charter rates in 1991, while socialist counhies of Asia gained throughout most of 1992. In the combination carriers 1.8 per cent, reaching 4.1 per cent in 1992. market, total hansactions dropped signihcantly from a total of 26 ships in 1991 to about 13 during 1992, ﺀ.By country of registry, develo^d market- with total tonnage declining by 69.9 per cent .49 economy countries and open regishies taken together had the largest ^rtion of ships on order for all types of newbuildings. The 1992 combined share in the orders for dry bulk carriers and containerships increased to 78.3 per cent and ?9.3 per cent, respectively. Conversely, the share in the 1992 order book for oil tankers and general cargo ships was reduced to 8?.3per cent and 54.2 per cent respectively. 56. Developing counbies increased their share in the ships on order in 1992 ^ r oil tankers and general cargo ships to ?.5 per cent and 1?.5 per cent respectively. In the other sectors, however, a decrease in orders occurred. For example, the proportion of dry bulk carriers and containerships amounted to 4.8 per cent and 12.3 per cent, respectively. Moreover, Asian developing counbies were the source of more than half of the group’s tonnage on order, followed by Eatin America with 35.8 per cent. E. Sale and purchase of second-hand tonnage 51. In the second-hand market, prices of five- year-old tankers and dry bulk carriers were conspicuously marked down as showp in table 2?. The lower prices reflect the fact that the average freight rates of tankers throughout 1992 were the lowest both on spot and period markets for the three principal sizes, compared to those of the last three years, 1989-1991. Similarly, the prices for second- hand dry bulk carriers declined significantly from 1991. For example, ships in the 66,666 dwt group fell 21.? per cent, and 126,666 dwt vessels dropped 24.3 per cent. Handy-size dry bulk carriers, however, decreased only 7.4 per cent. The overall decreases reBect the parallel declines in the dry bulk freight اﺗﻖ.markets 52. Table 28 indicates monthly fluctuations of sales and purchases of second-hand tankers, dry bulk 37 ٣١ о ة ء ج ٠ ة ج ؛ ;و ٣١ со ﻑ ١٥ 1 © OONCOCOCOr-'»-iOr'ONr'»/N tONNOOON©N.ÛCO^ g؟‘ O O r ^ O O ^ ﻗﺔ » أ ٠١ ﺑﻣم 00 ON OCOcol>ON, _ 4 ^ 4 N O ' O r - 0^؟ S о ON ON ة ؤ C0 ١٥ со С؟ 00 قﺀﺟﻮ § ﻗﻮﻗﻖ§أﺀ ع 00 ج ؤ н-1 ٣٦ ه • م 0 اوإ 0 ص 0 و، ﻟﻣم 0-\ ص 0 0 ﺀ إ ﺑمء » قق ة I Г" о ١٥ ٧٦ ةةج§ةآةوﻗﺔوأﻗﻘﻘﻊ о ٧١ ﺀ 00 ! es ﻟم ٢٠١ ٥ о أ ص ي و о ٣٦ ؛أ ةةوﺗوﺗوإ^ﺛووإﻧﺔة ج ﺑﻣم ة و ة أإل ة $ ٣٦ ON ظ ON ﻣﻪ ق قﺀ و ﻧﻮ ه ٣٦ ع ٠ ÇS ه ئ ئ ! ١ .ص. о ب وا—ا ١٥ I I ...... ة ١٥ о ON со ؤ ﻗﻘﻤﺤﻘﻮق | ةةق|ة 00 § ٧١ § 00 ة о 00 و آل ﻣﺄآﻣﺎﻣك؛ ﺗﺔةﻗﺔﻟﻣق؛ ت؛ﺗﻣﺎ ON ه ق ق؛ ق ﺀ N) قة ة ج ٠•>! ٠ م ٧١ CS ON 00 00 о ٠١ Ч о أ " ﻗﻖ ! وﻗﺘﺔق!ق ٠١ ٧١ ٠٠ ٥ ٠ Z1> ب N> ﺑم—т ٢٢؛ آل 00 ١٥ ص تء-ةﻗﻘﺔتءةووءو оо со ق § ٣١ ٣١ N (N) ة es ة اﻗﺎةة'ضﺀ g ON о , 00 ON |||| | |1|{| أ ﺀأ On ٠١ ٠١ I 1—١ Table 22 Representative newbuilding prices. 1980. 1985 and 8-1992 (Millions of dollars) Type and size of vessel 1980 1985 1988 1989 1990 1991 1992 Rercentage change 1991/1992 0 24 24 24 22 19 11 ?1 30؛ ООО dwt bull 30؛ er 19 18 23 27 29 30 30 0؛ООО dwt tanl 32 dwt 24 14 24 27 32 32 30 -6.3؛ bull ٥ ٠ ٥ ?0 dwt tanl،er 28 22 33 38 42 43 42 -2.3 ٥ ٠ ٠ 80 dwt bulk 32 27 33 42 45 47 44 -6.4 س 0 120 250 ООО dwt tanker ?5 47 63 75 90 95 86 -9.5 125 000m ^L N G 200 200 150 190 225 260 237 -8.9 3.6- 80 83 78 68 57 44 77 ه ? أل ﺻﻬﻢ 0?5 0 1 200 TEU ro/ro 44 28 28 32 36 38 40 5.3 15 ООО dwt general cargo ship 14 12 17 22 24 24 24 0 2 500 TEU full containership .. 26 32 41 52 58 59 1.7 Source: Lloyd’s Shipping Economist (London), various issues. 39 Table 23 Distribution of deliveries of newbuildings by principal types of ships. 1991-1992 (Nut^ber of ships, thousands of grt) a/ Ship types 1991 1992 No. ©rt No. ©rt ©il tanlrers 151 6 567 215 9 622 40.8 48.4 Bulk carriers 75 3 231 77 3 342 20.1 17.9 ©eneral cargo 421 2 684 366 1958 13.0 10.5 ©ontainerships ?8 1916 88 2 173 11.9 11.7 ©ther ships 849 2 363 766 2 138 14.3 11.5 World total 1 574 16 695 1 566 18 633 100.0 100.0 Source: Lloyd’s Maritinre Information Services Ltd. (LMIS), London, a/ ?ercentage shares of the world total are indicated in italics. 40 Table 24 Distribution of deliveries of newbuildings by groups of countries of build. 1991-1992 (Tltousands of grt) Country grouping 1991 1992 Deyeloped markt-economy countries 10 548 11067 66.2 60.6 Deyeloping countries 3 902 5 230 24.5 28.7 Countries of Central and Eastern Europe 683 594 4.3 3.3 Socialist counbies of Asia 293 363 1.8 2.0 Gther, unallocated 511 999 3.2 5.5 15 937 18 253 World total 100.0 100.0 Source: Compiled by tlte UNCTAD secretariat on tlte basis of data contained in Lloyd’s Agister of Shipping: Merchant shipbuilding returns, quarterly issues of the respectiye years. .Percentage shares of the world total are indicated in italics /ق ,s tons and oyer. This table is not fully comparable with table 23؛ b/ General cargo ships of 2,000 which includes ships of 100 grt and oyer. 41 ٢٩ ٠١ 00 ٠١ ٣٦ ٦ ٧ ب ٢٩ <О N ب CS ب О ي II ئ ه ٢٢٠ ١ ٠ ٢00^ ٠٦ N> 00 ٠١ ٢٠٦ و ﺑﻢ §ه Н-1 ﺑم-ا Т-Н ﺑم N) ج ٢٢ ء ٠■ ص ة .3 ١٠٩ ٠١ ٩ ٢٠٦ ٢٠٦ ١٠ ٢٢٦ ١٥ ت؟ О آ ٠ ÇS ٢٢ )—о 1-Н 1-Н Т ق тз ■в ﺫ ٧٦ I ١٠٥ ٢٢ ٦ ٧ ٠١ ١٠٩ ٢٠٦ ١٩ ٠ ح ٢٢ ٧١ و ١٥ ب О ٠٠ ﺀ ج ق ٩ ٢٠ ص ٣٦ ٧١ أ إل و о ؟؛ ﻳﻪ 00 ص о >ا ق ق ج I ه دم ٠ ه ج ^3. ٠١ о о ٠١٠١١٥ 00 ٢٩ ١٥ ٢٩ о ٣١ ع ؛و ٢٠٦ ٣١ ٣١ ، ٣ ﻳﻢ م 3 ﺀ о ة о ١٠ ١٩ ٢٩ ٧١ ٠١ ﻳﻢ ٠١ | ﻟﻪ ﻣﺤﺈ о ٣١ ٢٢ ب ء о إﺑم о о ١ ٠ ^١ ٧١ ٠١ ٧١ ٧١ ٥ ١ ﻫﺎ وق 1 ق و م ﻳﻢ о о ٠١ ٠١ ٠١ ٠١ ٠١ ٠١ I ٠١ о يم о ٠١ ة ة ﻟﻪ ٠١ ص ج ق ق ٣٠أة م ق ا ﻗﺄ دم о I § ه & & I ٢٨ ض Q ٢٨ ٠٦ ٠ 00 ٣٦ ٠ о о ٠ о о ٢٠٦ ٣١ ٣١ Й■ ﺀ 42 Table 26 World tonnage on order as at the end of 1992 (Thousands of dwt) a/ All Oil Bulk Oeneral Container Other Countries of registry ships tankers carrrers cargo ships ships World total 56 032 28 918 15 66^ 2 725 4 734 3 989 Developed market-economy countries 15 622 6 835 4 011 865 1 807 2 104 ©pen-registry counbies 30 502 18 417 8 249 612 1947 1276 Subtotal 46 124 25 252 12 260 1477 3 754 3 380 Counbles of Cental and Fastern Europe 1 804 366 704 639 48 47 Socialist countries of Asia 2 275 702 1 100 116 330 28 Developing counbies, total 4 508 2 163 751 478 584 532 of which in: 14 سسس Africa 14 0 America 1616 1 189 203 85 98 41 Asia 2 733 862 548 386 460 477 Europe 145 112 - 7 26 - Cceania ------ ل Unallocated 1321 435 851 15 18 Source: Lloyd’s Maritime Information Services Ltd. (LMIS), London. Table 27 Second-hand prices for five-year-old vessels. 1986-1992 (as at end of year) (Millions of United States dollars) Fercentage 1986 1987 1988 1989 1990 1991 1992 change 1991/1992 30 ООО dwt tanker 11.0 13.0 16.0 20.0 21.5 20.0 14.5 -27.5 80 ООО dwt tanker 13.0 16.0 22.0 34.0 34.0 32.0 22.0 -31.3 130 ООО dwt tanker 13.8 20.0 28.0 40.0 37.0 36.0 29.0 -19.4 27 ООО dwt dry bulk carrier 4.0 7.0 11.0 14.0 11.0 13.5 12.5 -7.4 60 ООО dwt dry bulk carrier 7.8 13.0 17.0 21.5 18.5 23.0 18.0 -21.7 120 ООО dwt dry bulk carrier 12.0 19.5 ?-7,5 32.0 28.0 37.0 28.0 -24.3 Source: Fearnleys (Uslo), Review 1992. '43 OS ١٥ ٥١ 00 ة أ إل ح О OS ٣١ ! II ٧١ ٠؛ 00 ٣١ ٠١ ٣١ ٧١ ٣٦ II § i N> ٥١ Щ ١٥ ٥١ 00 ب ٢٠١١ ي 00 ٣٦ م ٢٢١ ج ؛тз S N щ> و тз о\ و أو00 о • ь тз و ﻳﻢ cs ق ٥١ ٥١ 3آ ON ٠١ ٣٦ أ ﻟﺊ ٥١ ة ب ق: Н- 1 ٣١ ة 00 ؟? و ب ٥١ ة 00 ٠١ و ه ٥١ و On ٥١ ٧١ о Os s٣١ ٥١ и bù ه ٥١ I S I О ١٥ gON ٥١ I О 44 F. Demolition of shins demolition sales, as compared with 72.7 per cent in 1991 (see tahle 30). Dry bulk carrier sales increased dramatic change in the volume of ship the most, up from 0.7 million dwt in 1991 to ٨ .53 demolition occurred in 1992. Total tonnage sold (see 4.1 million dwt in 1992. Most of the ships sold for tables 29 and 30) was higher than in the four previous demolition comprised larger dry bulk carriers with an The م— .years and reached 19.0 million dwt. The surge in average size of about 64,000 dwt in 1992 demolition can be attributed to poor earning prospects tannage of tankers sold to shipbreakers also increased for shipowners in freight markets, scrap incentive from 2.7 million dwt in 1991 to 11.6 million dwt in schemes, obsolescence of older bulk carriers and 1992. This included 25 VLCCs, of which 16 were tankers and the expansion of ship breaking activities sold to China, 5 to Pakistan and the remaining 4 to in Bangladesh and China. Despite the tremendous Bangladesh. increase of tonnages sold for demolition, the average ط age of broken-up ships increased marginally for 55. Table 32 indicates a downward trend tankers and dry bul^ carriers. Only the average age demolition prices in the three main markets. India of scrapped general cargo ships increased markedly and Bangladesh paid the highest prices. By the end of from 24.8 years in 1991 to 25.7 years in 1992. the first quarter of 1992, the average price was Table 31 indicates comparative bends for the 1985- $ u s 175.0 per Idt, but when supply increased, 1992 period. breakers managed to lower prices down to $u s 137.5 per Idt. 54. Dry bulk carriers and tankers combined represented 82.7 per cent of the 1992 world Table : Broken-up tonnage bends, 1980. 1985-1992 1980 1985 1986 1987 1988 1989 1990 1991 1992 Tonnage sold (or breaking 10.0 41.7 31.2 16.3 5.7 3.3 4.7 19.0 (million dwt) 2.7 0.7 0.5 0.5 0.9 2.6 4.9 6.3 ﺀ .ل Share of broken-up tonnage in the total world fleet (percentage) Source: Featnleys (Oslo), Review, various issues. Table 30 Tonnage reported sold for breaking by type of vessel. 1987-1992 (Thousand dwt and percentage shares) Type of Thousand dwt ?ercenta^e shares vessel 1987 1988 1989 1990 1991 1992 1987 1988 1989 1990 1991 1992 T ^ e r s 6 549 ^570 1567 1 ООО 2 714 11 561 40.1 44.6 48.1 29.9 57.3 60.9 Combined 950 793 108 378 426 1580 5.8 5.1 3.3 11.3 9.0 8.3 carriers 2T8 م-ﺀ. 728 4 141 33.9 14.7 15.6 19.4 ٠» Dry bulk ، « 510 carriers 076 1 3D 870 1 693 20.3 35.6 33.0 39.4 18.4 8.9 Drher dry 3 310 7 050١ car§0 ships Toral 16 348 5 759 3 261 3 344 4 738 18 975 100.0 100.0 100.0 100.0 100.0 100.0 Source: Fearnleys (Oslo), Review, various issues. 45 Table 31 Average age of broken-up ships by type during 1985-1992 a/ (years) TankersYear bulk carriers ©eneral eargo shipsDry 1985 20.9 20.1 22.3 1986 21.3 19.4 23.6 1987 24.4 19.8 23.8 1988 24.6 22.4 24.2 1989 24.9 23.1 25.5 1990 26.4 21.7 25.1 1991 25.3 22.0 24.8 1992 25.8 22.9 25.7 Source: Institute of Shipping Economics and ^gistics (Bremen), Shipping Statistics, 1993, No. a/ Ships of 300 grt and over. Table 32 Demolition prices in 1990-1992 (Dollars per Idt) Market Month Ear East ?akistapBndia sputhern Eurppe 1990 1991 1992 1990 1991 1992 1990 1991 1992 January 215.0 160.0 155.0 260.0 180.0 180.0 120.0 107.5 82.5 February 215.0 160.0 160.0 260.0 160.0 172.5 120.0 85.0 77.5 March 202.5 160.0 155.0 252.5 175.0 175.0 122.5 85.0 80.0 April 202.5 157.5 150.0 260.0 185.0 157.5 122.5 90.0 80.0 May 202.5 157.5 140.0 262.5 180.0 150.0 122.5 80.0 80.0 June 202.5 155.0 140.0 260.0 180.0 142.5 122.5 80.0 80.0 July 202.5 155.0 140.0 262.5 157.5 152.5 122.5 80.0 80.0 August 202.5 155.0 140.0 252.5 157.5 150.0 120.0 82.0 80.0 September 192.5 155.0 142.5 232.5 157.5 150.0 117.5 82.5 80.0 ©ctober 190.0 155.0 142.5 210.0 160.0 150.0 117.5 82.5 80.0 November 180.0 155.0 142.5 195.0 160.0 137.5 117.5 82.5 80.0 December 160.0 155.0 142.5 180.0 170.0 150.0 107.5 82.5 80.0 Annual average 197.3 156.7 145.8 240.6 168.5 155.6 119.4 85.0 80.0 Annual average -19.0 -20.6 -7.0 -4.8 -30.0 -7.7 -28.8 -5.9 د،■ (%) change Source: Institute of Shipping Logistics (Bremen), Shipping Statistics, various issues. 46 Box 4 New tankers expected to keep rates low A stronger United States economy and relatively high levels of scrapping are expected to provide some upward pressure on freight rates, but the large num ^r of new tankers coming on hne is expected to keep 1993 rates around 1992’s low levels. The low rates will translate into more financial pressure on shipowners. Although Just about everybody agrees 1993 looks like a tough year for tanker owners, there remain a lot of wild cards in the market that could send it spiking up or down. The first is scrapping, which turned out to be one of the bright spots for owners in 199^. After years of hoping, at least ^3 very large crude carriers headed for the scrap heap in 1992. MarsoB Inc. in Boston estimates that about 12 million deadweight tons of tankers and combination carriers were scrapped in 1992 and about the same amount will go to the breaker’s yard in 1993. With about 20 million dwt worth of new tankers coming on the market, that yields a net gain of only 8 milhon dwt, or a 3 per cent growth of the fleet. "We see demand growing Just a little bit fast," said Kevin Hazel, MarsoB’s senior shipping economist. The key element of the demand growth will come from the United $tates, where Marsoft predicts oil imports will be up 8 per cent. United States oil consumption "should increase a little, and production should go down a bit," Mr. Hazel said. Rates could plunge even lower, SS&Y Research Services Ltd. warned in a recent edition of its shipping review. Rolitical factors are always a significant unknown for the tanker market, most immediately the possibility that Iraq could return to the world oil bade. Iraqi oil moved by pi^line to Turkey has a much shorter trip to Europe than Rersian Uulf crude and demands fewer ships to move it. Similarly, the increase in capacity of the burned pipeline wih put downward pressure on tanker demand. And, as always, slower-than-expected growth in the major indusbial nations could set back the tanker market, SS&Y warned. Source: The Journal of Commerce, International Edition, February 1993. 47 Chapter V PORT DEVELOPMENT ١٧٠٢،،/ ١٧?،« container port trcffic, including expanded coverage and/^ ٠/^ This chapter covers recent developments in .،،?، آ«، ا،?،/مﺀاه ﺀ، of ports ﺀ/ﻣﻚ the ٠/« م/؛،،/ م^ﺀth e ٠/ ١٧^٢^٧٢ A . ﺀ؛«ث،؛«؛،^مﺀ « records ،« reported TEU A. Container port baffic minimum, ^ r exampie loading/discharging, storage and some navigationa! services. Investments are 56. T^ble 33 gives the latest available figures on concentrated on waterBont inBastructures, without an}? world container port baffic in developing countries awareness of what is happening to the vessels and and territories for 1991. The figures given for the cargo outside that waterfront area. Such attitudes and world total re^rted have been improved due to the the resulting resbicted scope of activities have led increased coverage of the survey. ports of the first generation towards organizational isolation. 57. The world rate of growth for 1996/I99I was 8.8 per cent, which is more than that achieved for 61. Second generation ports are different. In this I989/I99D (5.5 per cent). category of ports, Covernments, port authorities and those who provide port services have a broader 58. The rate of growth for developing countries understanding of the functions of seaports. The port and territories was more than double that of the world, is regarded as a bansport, indusbial and commercial reaching 18.1 per cent in the period 1996/1991, and service cenbe. Thus, ports are allowed to undertake showed a sbong increase in comparison with the and offer indusbial or commercial services to their 12.2 per cent attainted in the period 1989/1990. The users which are not directly connected to the growth is uneven from year to year due in some cases baditional loading/discharging activity. Based on a to improved data or lack of it, and in other cases to broader conception and management attitude, ^ rt violent fluctuations in bade. policies, legislation and development sbategies are made. B. Port development - from ; , bansport cenbe to suit, the scope of port activities is؛» a logistic platform 62. As a extended to commercial activities or any other 59. Today ports can be classified into relevant service such as cargo pacing and marking three different categories or generations. This and industrial services such as cargo bans^rmation. categorization is not based on the size or the Indusbial ^cilities are built up within the port area. geographical location of the port, or on the public or The port thus develops and expands towards its private nature of its organization. It is based on hinterland with industries such as iron and steel, heavy three criteria; (a) port development policy, strategy metallurgy, refineries and basic pebochemicals, and abitude; (b) the scope and extension of port aluminium, paper pulp making, fertilizers, sugar and .h, flour milling and various agro-food activities؛»activities, especially in the area of information; and sta (c) the integration of port activities and organization. The second generation ports are not only bans^rt cenbes but also indusbial and commercial cenbes. 60. Portdevelopmentpolicy,strategyandattitude are fundamental points when distinguishing a new 63. ©rganization within a second generation port generation port from an old one. Until the 1960s, is different from that of a first generation one. ports were merely the interface locations for cargo Second generation ports enjoy a closer relationship between land and sea bansport. The baditions and with bansport and bade partners who have built their .a؛»habits of those years have conditioned the thinking of cargo transformation facilities in the port a ople involved in port activities. Apart from However, only the big shippers or shipowners benefit؛many ^x cargo loading/discharging and storing, other activities from that activity. The number of privileged port were not usually carried out in the port area. Today, users is s^all and their relationship with the port this way of thinking still exists and limits the organization is quite simple and direct. Second conception of the port to a fixed and limited role, generation ports also have a closer relationship with which in turn tends to make decision-makers at the the municipality, since they are more dependent on the government, municipality or ente^rise levels favour surrounding city as regards land, energy, water and conservative or passive policies. Uonsequently, manpower supply, as well as the land bans^irt Governments may resbict the activities of ports to a connection systems. Inside the port organization. Table 33 Container port traffic of developing countries and territories. 1991 and 1990 Country or territory Container traffic 1991 Container traffic 1990 Percentage change Percentage change (TEUs) (TEUs) 1990/1991 1989/1990 Singapore 6 354 000 5 223 500 21 6 19.6 Uong Kong 6 161 912 5 100 637 20.8 14.3 Republic of Korea 2 694 115 2 348 475 14.7 8.8 United Arab Emirates 2 073 125 1 563 297 32.6 14.4 ?hilippines 1 463 223 1 408 034 3.9 7.5 Thailand 1 170 697 1 078 290 8.6 14.8 Indonesia 1 156 265 923 663 25.2 20.9 Malaysia 1 074 295 888 157 21.0 21.8 Saudi Arabia 1044 661 788 567 32.5 3.9 India 679 114 686 833 -1.1 10.1 Sri hanka 669 489 583 811 14.7 7.1 Brazil ^ 623 446 691 034 -9,8 -23.0 Egypt 565 858 350 090 61.6 62.0 ?a^stan 458 829 390 391 17.5 14.0 Mexico a/ 344 494 307 220 12.1 23.2 Cyprus 328 520 384 279 -14.5 4.0 Panama 233 450 180 053 29.7 18.1 Argentina 221 ООО 209 150 5.7 -4.1 Nigeria 210 144 208 144 1.0 21 6 Chile a/ 207 671 177 722 16.9 85 Malta 207 636 135 790 52.9 235.7 -6.7 ٩٩ Honduras 190 100 180 253 Morocco 185 838 173 332 7.2 41.3 Cbte d’Ivoire 179 501 181 037 -0.9 n.a. la^aica 164 636 144 576 13.9 -8.7 ©man 156 439 168 465 -7.1 1.8 ? ٩ ' Kenya 135 541 136 406 -0.6 Colombia a/ 135 157 113 889 18.7 39.0 ^banon 131 175 n.a. n.a. n.a. Qatar 129 753 20 725 526.1 n.a. Costa Rica 123 254 106 286 16.0 -38.9 Bcuador 113 463 97 030 16.9 n.a. Martinique 108 500 n.a. n.a. n.a. Peru 104 899 65 610 59.9 n.a. Guadeloupe 99 929 102 140 -2.2 7.3 Papua New Guinea 97 825 90 361 8.3 2.9 Netherlands é d ile s 91 174 95 130 -4.2 14.9 Bahrain 84 254 75 066 12.2 n.a. Syrian Arab Republic 82 832 67 340 23.0 22.9 Iordan 72 725 83 283 -12.7 7.6 Mauritius 72 271 62 272 16.1 4.1 Cameroon 71 102 91 379 -22.2 4.7 Ghana 70 723 64 157 10.2 7.9 Kuwait 65 058 124 466 -47.7 -33.5 Uruguay 55 524 51 443 7.9 27.0 Tunisia 54 105 37 891 42.8 0.1 Haiti 40 348 45 724 -11.8 n.a. Eiji 38 890 25 423 53.0 n.a. Barbados 36 010 36 701 -1.9 -0.1 French Polynesia 34 957 32 451 7.7 4.3 New Caledonia 30 980 27 799 11.4 n.a. 4.8 1.9 171 289 628 294 /ظ Other reported Total reported с/ 31 195 526 26 418 933 18.1 12.2 World total reported 93 100 738 85 596 903 8.8 5.5 Source: Derive() fronr information printed in Containerisation International Yearbook, 1993. .object to omissions؛؛ a/ Data b/ Comprising developing countries and territories where less than 30,000 TEU per year were reported or where substantiaTlack of data was fôund. rtain ports (lid not respond to the background survey. While they were not amongst the largest ports, total؟ с/ c omissions inay be estimated at 5 to 10 per bent. different activities become more integrated, in ^ p in g processing zones have been established in or near the with the increase in qnantity and the qnick tnrn-over port area with attractive commercial conditions. of cargo throughout the port. Uowever, the eqnipped with the ئ integration of second generation ports is often 69. Modern ports shonld .facilities for environmental protection ?؛spontaneous rather than organized. necessar Ships and cargoes have long l^en sottrces of pollution 64. T e third generation ports emerged in the in the port area (e.g. ship’s wastes and refuse and 19S6s, principally due to world-wide large-scale dangerous cargoes), and with indnsfiial activities in containerization and intermodalism combined with the the port area, environmental problems are becoming growing requirements of international trade. one of the major concerns of port managers. 65. The policy-makers, managers and operators (c) Administrative and commercial services of third generation ports have a very different understanding and attitude towards the running and 70. The administiative services in a third development of their ports. They see their port as a generation port are considerably upgraded, in line with dynamic node in the complex international the closer relationship ^tween the port and trade. production/distribution network. Based on this Documentation, regulations and the writing schedule thinking, people have changed their management of the port are the three areas in which bold measures atiitude from the rather passive offer of facilities and have to be introduced. Commercial services, such as services to that of active concern and participation in banks, insurance, legal services and communications, the overall international tiade process. These efforts are usu^ly highly developed in third generation ports. necessarily are directed towards promoting trade and transport activities which, in turn, generate new (d) Logistics and distribution services revenue-making and value-adding business. A sa result of such efforts, the ports have been turning into 71. Again, the rationale for these services stems integrated ti'ans^rt centres and logistic platforms for from the needs of trade. It is essential to distinguish international Irade. between distribution and storage to understand what port users really need. As explained by the logistics 66. Activities and services in such third manager of a distifbution company in the port of generation ports are specialized, variable and Rotterdam: "Demand from the Far East and the integrated. They are subdivided into four different United States for central distilbution facilities has categories, as described below. increased,... if I were Just to offer warehouse accommodation, I would not have any clients. What م— ."is an integrated logistic service ؛a) Traditional port services they requin) 67. The traditional ^ rt services such as cargo 72. The provision of these services is usually handling are and will remain the backbone of port encompassed under the heading of port distribution activities. The diflerence is that in a third generation centre. This means that tite J^rt provides the port, logistic and total distiibution services are also infrastructure and organization that allow companies provided to port users. Moreover, all conventional to undertake activities in respect of warehousing, services are carried out with information distiibution, transport connections (air, water, land), logistics, and therefore port infrasti'ucture is planned with equal electronic data interchange, and other value-adding consideration for the "port infostructure", activities. (information pr^essing facilities). 7^. It is difficult for a port to become a third (b) Industrial/environmental services generation port without undertaking some organization^ changes legarding the relationship 68. Industi-ial services in a third generation port between activities within the port area and the can relate to ships or cargoes. $hip-related services, relationship between the port and the municipality al and/or central government). A sa؛such as ship repairing industries and other engineering (and l(x and technical services, ^re of great importance to distribution and logistic service centre, the ^ r t is building up a good reputation. Uargo-related services becoming more and more dependent on and integrated allow others to establish industi'ies within the port area in the life of the surrounding city. With their much to generate more cargo throughput and more value enlarged dimensions and activities, ports can no longer added for the port. In some countries, export afford to keep the simple and somewhat independent relationship the^ had with the city in the past. 50 Excellent city-port relations and the full support of the ?5. Ports, especially those dealing with general former is one of the most important conditions for the cargo, have been nndergoing an evolution from the success of any port. To this end, port organizers must first generation to the second and third generations, bear in mind two things: first, they must adopt an with an increasing role in the bansport chain and active approach by presenting their port development international bade. 7^ere are two very important plans to the city and government and explaining fully factors to be bome in mind when building a their needs and difficulties. Secondly, they must third-generation port, namely timing and coordination convince the authorities that the city/region stands to of actions. Timing is essential, since the third gain from the development of the port. generation port requires fundamental changes which can only be achieved effectively after years of effort. 74. In many countries, the fact that the port and The most difficult task is, very often, ensuring the the city make their own separate and independent motivation of the whole port community and the plans has brought about urban degradation. In fact the establishment, among all parties, including each city and the port are largely interdependent and share docker in the port area, of a common consciousness of mutual interests. The port may be a large Job the port’s development. The building of a supplier, and it has various positive effects on the third-generation port depends on the quality of the local social and economic life, while the city provides Joint work of the port community, government basic conditions for the port such as commercial authorities, the municipality and even the people services, telecommunications, land bans^rt, water living in the city. Making people aware of the supply, housing, etc. In today’s world, the city and desbability of such a ^rt, as shown by past port ought more than ever to work closely together; experiences in industrialized countries, needs several each should look at the problem of development from years of constant effort. This is partly because the the other’s point of view and consider the other’s benefits of a thbd-generation port are obtained only problems as its own. The city should consider after a period of four to six years; even a providing the necessary space for the port’s new computerized information system (or an EDI system) activities, such as disbibution cenbes, and improve usually needs four to six years before it is considered rail/road bansport and telecommunication systems, fully integrated and ^ncdonal. Coordination means ?orts should think more about the well-being of the that a thbd-generation port can only be built through local community and make their own contribution. actions being taken systematically, not independently Many ports no longer use old quays and docks which one of the other. In other words, the services are ofren located close to the city cenbe. ^hen the previously mentioned concerning a third-generation relationship between the port and city is good, the port should all be established in a coordinated manner. .sets is easier to achieve؟,reconversion of these a Box 5 Restructuring of ports in Latin America and the Caribbean a/ The Economic Gommission for Latin America and the Caribbean collaborated with member $tates on a study to improve port productivity and reduce related costs. The study presents an analysis of options for private sector participation in publi^-sector ports and the main issues arising from such involvement, and suggests economic, legal and social measures Governments might adopt to deal with them. Probably the most important findings to come out of the study are that; (i) any effort to restructure public-sector ports must be supported by a market-oriented institutional framework composed of deregulation, decenbalization, anti- monopoly laws and specific legislation which defines how private investors are to participate, or a public-sector monopoly could easily be bansferred to private interests; (ii) economists and attorneys must Join forces to elaborate Ihe requbed legal measures which create that framework, or the desired economic consequences of any restructuring endeavour will be distorted by dominant interest groups bying to recover their historical privileges and beneBts; and (iii) commercial goals and social equity can both be achieved through the parbcipation of port adminisbators and d ^ k lal^ur in the resulting private ente^rises and through the utilization of various programmes to compensate them for the forfeiture of acquired rights. a/ United Nations, The restructuring of public-sector enterprises: The case ofLatin American and Caribbean ports. Sales No. E.92.II.G.9. Chapter VI FREIGHT MARKETS This chapter presents conditions and trends in freight markets. Coverage is by main cargo sectors, liner freight as a percentage of selected commodities, estimates of global freight costs and marine bunker trends. A. Freight rates of main cargo sectors (BFI). The index is weighted to reflect the hnl^ rontes. The ?؛importance of the major dr 76. Broad freight rate fiends for the three main composition of the index during 1992 was: shipping markets are found in table 34. The monthly freight indices cover the 199^-1992 period for selected Route Commodity liner rates, dry cargo lime and voyage charters and 1 US Gulf-North Continent Grain 10 per cent tanker world scale indices for five types of petroleum la Transatlantic round T/c 10 per eent r cent «؛ US Gulf-fapan Grain 10 2 2a US Gulf-Tar East T/c 10 per eent 77. The 1992 liner fieight index peaked in May 3 US North Pacific-Japan Grain ?.3 per eent per eent و.? at 8! but declined slightly to 79 by year-end. The 3a Transpaeifie round T/c per eent و US Gulf-Yenezuela Grain 4 monthly average rate was 78 which, compares to 79 5 Continent-South America- per cent و in the previous year and 75 in !996. The stability of ^ar East T/c the liner market can be explained by the bias of the 6 H Roads-R Bay-Japan Coal 7.5 per cent index, which is based only upon freight rates in the 7 В Roads-North Continent Coal 5 per cent Antwe^/Ramburg range, the decline in European 8 ©ueensland-Rotterdam Coal 5 per cent US West Coast-Continent ?etcolte ^percent و indusfiial production and the deceleration of the 10 Tubarao-Rotterdam Iron ore 5 per cent subregion’s (OFCD-Furope) seaborne fiade. 11 Casablanca-WC India ?hosrock 2.5 per cent hosrock 5percent? ﻋال(ظ WC-هbﻗﻮA 12 78. More global indicators within the liner sector are containership charter rates and major conference Graph 12 shows the B ^ for 1992 and selected container rates. For the former, smaller 506 TEU routes/commodities that are important to the fiades of capacity container vessels experienced a 9.2 per cent developing countries. The 1992 BFI indicaies the ear?؛ hulk spot market. The ?؛of the dr ?؛increase over 1991. Larger 1,066 TEU capacity volatilit vessels reached about $u$ 11,500 per day by year started with uncertainty over grain fiade shipments to the CI$ and weak markets in iron ore and coal due to ال ق.end, or a 4.5 per cent rise from lanuary 1992 Conference unit rates ($/TEU) increased slightly on recessionary pressures, as a result of which the larger- three routes with a maximum gain of 4.8 per cent on sized vessel rales were particularly depressed. the fianspacific route, while, the Europe-Australia Following a slight imp^vement in the late spring, due route declined 4.6 per cent during 1992. Graph 11 to grain demand and the effects of port congestion, presets medium-term trends. The information this was soon reversed. The market continued to he indicates that major conference container rates poor until lale October when a significant recovery experienced limited change over the 1988-1992 occurred following demand for grain from the CIS. period. — This was then followed by a much firmer market, with continued demand for grain but also for iron ore 79. In the dry bulk sector, both time and voyage and coal. The year closed better than expected but .fiter annual average indices decreased significantly with uncertainty for 1993؛ch from 1991. For example, time charters rates dropped 20.7 per cent, while voyage charter rates fell 5.9 per 81. Table 35 indicates the highest and lowest freight cent. Much of the reduction is atfiibutable to the rates reported during !991 and 1992 in the leading dry steep decline in global steel production, particularly in bulk fiades. Both high and low freight rates for all lapan, which in turn dampened the demand for coal the commodities except grain were down compared to and iron ore transport. $team coal and grain the previous year. Moreover the range between the shipments, however, increased, and there was also a year’s high and low rales for grain, sugar and large increase in scrapping, preventing a further fertilizers decreased considerably from those of I99I. decrease in dry bulk shipping rates. Conversely, the spreads !»tween the low and high for fertilizers and ore increased. 80. Another indicator of dry bulk freight rates in world shipping markets is the Baltic Freight Index 52 I آل ؤ ج ﺛﺊ ﻣﺤﺘﺔﺗﻘﻖ 0 ﺟﻖ؛ﺗﻮأو I و 2؟ ﺀ و و ى ق .. ه } ه م0 م0 م0 ٥١ ت ﺀم Os ٠١ о ON ON ؟؛ و و Я و II ص ﺀ ٧ |ة ؤ в؛ ﺣﻪ ة « ﻳﻢ T5 دد ةا ﻳﻢ ق ٥ Q دم ق م 0 ﺗﺊ إ о ٢،- 00 ﻳﻢ ذ ﻣﺤﺔةةﻗﺔ وج 8 ةة ٠ ﺀ ||• ٧ آل S• ج S Ô و • • ﺑﻤﻢ ﺀ ﻫﺞ و خ „ؤ I f ص ISОнК ج ﺀ I م؛ وﺀ و il ﻅI و ة I اق 53 Graph 11 Major conference rates 1988-1992 Average annual 'rate per TEU u s$ (ООО) E urope-A ustralia ■ء■■ * Transpacific-West + N.Atlantic-Westbound Europe-Far East ق 199 1991 1990 1989 1988 1989 1990 1991 99 1 YEARS Source: Lloyd’s Shipping Economist, April 1993, p. 35 and previous issues. Graph 12 Baltic freight index and selected routes. 1992 (Mid-tnonth figures) INDEX BFI INDEX MONTHS Source: ^ndon Commodity Exchange. 54 Table 35 Comparative freight rates for selected commodities. 1992 versus 1991 Freight rate 1991 Commodité? Route ($US/ton) High Low High Grain United States (Culf of Me^ico)/¥enezuela 20.00 11.00 19.00 Sugar ^ueensland/lapan 19.90 17.25 18.75 Fertilizers Aqaba/West Coast India 25.50 18.95 16.00 Fertilizers United States (Gulf of Mexico)/West Coast India 48.50 39.50 37.00 Fertilizers Continental Europe/West Coast India 41.25 39.00 39.00 Gre Erazil/Iapan 13.70 11.40 Gre Erazil/Continental Europe 8.10 6.50 Source: Lloyd’s List, London, 10 Februaré? 1992 and 14 June 1993. 82. Freight rates for the five types of ships in the ws 90s during the first 10 months of the é?ear. The tanker sector reached a low point in the middle of usual winter upturn raised the rate level into the 1992, before recovering in the fourth quarter. The ^ S I20s in December. In the Caribbean, rate levels rise in rates reflected the increase in world crude oil for the 70-75,000 ton class were between ^ s 125 and shipments from 1,333 million tons in 1991 to ^ S 150 in the Brst quarter. The second and third 1,396 milhon tons in 1992, with most of the growth quarters saw the rates consistent!}? below ^ s 120, but from the Middle-East/Gulf region. Also, world total by year-end rates had increased to the ws 120s range. oil shipments increased slightly from 457 million tons to 466 milhon tons (see table 3). 86. In the mar^t for handy-size clean or dirty, tonnes Caribbean-United States س the rates for 30,0 83. The YLGG market fluctuated within the fluctuated widely up to ws 250 in January then down Worldscale 46s range from January to to the WS I50s in May and ended up at an average of September 1992 and quickly escalated to ws 52 by below WS 220 in December. December. The year-end improvement in Worldscale rates was caused by expanding oil-products shipments, 87. The time charter m ar^t for tan^rs reflected delays at Red Sea terminals and more fixtures on the the depressed rate levels in !992. Gwners were long routes !»tween the Gulf and Europe. The annual reluctant to accept long-term fixtures at low rates, and average VLCC/ULCC Worldscale rate, however, was most activity focused on modern tonnage for short in 1996 and 1991. Table 34 periods. These conditions characterized both the؛significantly less th shows a drop of 21 points in the large tanker average crude and clean markets for all major oil/petroleum index in 1992. 84. Medium-sized crude carrier rates followed a B. Liner freight rates as a percentage of prices similar pahern to the larger VLCC/ULCCs. The for selected commodities Worldscale rate declined during the first half of the year and moved upward as winter approached the 88. Table 36 indicates liner freight rates as a Northern hemisphere. The firming of rates reflected percentage of prices ^ r selected commodities and a growth in crude shipments and a relahve balance trade routes in !970-1992. Gver the entire period the between the supply of medium-sized tonnage and oil ratio increased on all commodities/routes. The ratios shipping demand. The 1992 average monthly rates for Jute, cocoa beans from Ghana and Brazil and were also less than in the two previous years, with a coffre from Golombia more than doubled during the decline in Worldscale of about 27.4 per cent. period. Higher-value commodities such as tin, coconut oil and tea experienced minimal change. 85. For small crude and product carriers, the Mediterranean market fluctuated in the ws 86s and 55 Table 36 The ratio of liner freight rates to prices of selected commodities Commodity and route Freight rate as percentage of price а/b / ç / 198©19751970 1985 19911990 1992 Rubber Singapore/Malaysia-Furope 10.5 n.a. 12.6 Tin 8ingapore/Malaysia-£urope 1.0 n.a. 1.7 lute Bangladesh-Europe 12.1 19.8 6.4 25.0 Cocoa beans Chana-Europe 2.4 2.7 6.7 6.2 ©.9 Coconut oil $ri Lanka-Europe 12.6 n.a. 10.6 10.9 10.0 6.9 9.9 ثSri Lanka-Europe 10 Brazil-Europe 6.0 5.0 10.0 Colombia (Atlantic)-Europe 4.2 5.7 6.7 7.2 7.9 Cocoa beans Brazil-Europe 7.4 6.9 11.0 Coffee Colombia (Facific-Europe) 4.5 4.4 7.4 8.4 Source: Compiled by the UNCTAD secretariat on the basis of data supplied by the Royal Netherlands Shipowners’ Association (data for 1970-1989) and conferences engaged in the respective bades (data for 1990-1992). a/ c.i.f. prices were quoted for coffee (Brazil-Europe and Colombia-Europe) and coconut oil. For cocoa beans (Chana-Europe and Brazil-Europe) and tea, averages of the daily prices in London were quoted, ?rices of the remaining commodities are quoted on f.o.b. terms. b/ Freight rates include, where applicable, bunker surcharges and currency adjustment factors, a "tank cleaning surcharge" (^ r coconut oil only), port delay and additional port surcharges (for Uolombia only). Uonversion of rates to other currencies is based on parities given in International Financial Statistics published by the International Monetary Fund. Annual freight rates were calculated by taking a weighted average of various freight rates quoted during the year, weighted by their period of duration. с/ For the period 1990-1992, the prices of the commodities were taken from UNUTAD, Monthly Commodity Price Bulletin, the March 1993 issue. 89. In 1992 the freight level for tin. Jute, coconut in 1980 to 5.2 per cent in 1991. The develo^d oil and tea were unchanged from 1991. The prices, market-economy counbies’ proporbon was about half however, for these commodities increased, thus that of developing counbies, but the ratio has reducing the freight ratio in 1992. The freight for decreased more rapidly for developing counbies. For d market-economy؛nd cocoa beans remained at almost the same example, in 1980 the develoix؛؛ rubber level as in 1991. The prices, however, decreased and countries’ proportion was 5.5 per cent and by 1991 it consequently the freight ratios increased. Gonversely was 4.35 per cent. The developing countries’ the freight level on the bade routes from Brazil and proportion, however, decreased from 10.4 per cent in Colombia (Atlantic and Pacific) fell very dr^stic^ly, 1980 to 8.5 per cent in 1991. but the prices for coffee and cocoa beans decreased more and thus the ratio of freights for these 91. The proportional difference between the commodities increased. counby groups is atbibuted to several factors. These include, inter alia, greater bargaining ^w er on the c . Estimates of global freight costs part of developed market-economy countries when dealing with shi{^wners/conferences, ^•eater cargo 90. Global payments for maritime services volumes, more efficient infrasbucture facilities at increased slightly (3.0 per cent) in 1991 from the ports and inland disbibution systems, and generally previous year. Table 37 estimates total freight longer bade routes for developing counbies. payments for imports and their percentage of im ^rt Graph 13 compares freight as a percentage of c.i.f. d market-economy«؛value by country groups. Freight payments as a values for the world, develo proportion of im ^rt value declined from 6.6 per cent counbies and developing counbies. 56 Table 37 Estimates of total freight costs in world trade a/ by groups Ы (Estimates in us dollars) I “ ■٢ Year Counfiy group Estimate of total freight Yalue of imports costs of imports (c.i.f.) (millions percentage of (millions of dollars) of dollars) import value 1980 1. World total 123 264 1 856 834 6.64 2. Developed market-economy 78 286 1 425 979 5.49 countries 3. Developing counfiies - total 44 978 430 855 10.44 of which: in Africa 10 432 77 757 13.42 America 10 929 1^3 495 8.85 Asia 21 979 211089 10.41 Europe 1320 16 037 8.23 Oceania 318 2 477 12.84 1990 1. World total 173 102 3 314 298 5.22 2. Developed market-economy 117 004 2 661 650 4.40 countries صﺀ Developing counfiies - total 56 098 652 648 .3 of which: 110؟in Africa 9 048 81 890 America 9 626 117 769 8.17 Asia 35 054 427 926 8.19 Europe 1909 21 303 8.96 Oceania 461 3 760 12.26 1991 !.W o rld total 178 307 3 402 660 5.24 2. Developed market-economy 115 895 2 666 645 4.35 countries 3. Developing counfiies - total 62 412 736 015 8.48 of which: in Africa 8 738 > 78 703 11.10 America 10 609 131 260 8.08 8.12 ؟Asia 40 764 90601 Europe 1 812 20 159 8.99 Oceania 489 3 987 12.26 Source: Derived from IMF c.i.f./f.o.b. factors and IMF import data. a/ The estimate for the world is not complete, since data for counfiies which ; : not members of the IMF : not included. b/ The estimates presented here reflect the inclusion of the former Yugoslavia in this review in "developing counfiies in Europe" as of 1986. In previous years the former Yugoslavia was classified as a developed mar^t- economy country. 57 Graph 13 Estimates of total freight costs in world trade by groups PERCENTAGE 12% 1991 DEVELOPING Source: IMF, International Yearbook. T e !^gest changes .?؛!D. Marine bunker prices 37.0 per cent, respective occurred in the United States and North-West Enrope. 92. Marine bunker prices surged from the first Marine diese! oi! prices, howeveu experienced S!«a!! increases and in som e markets ?؛!quarter to the !ast quarter 1992. In all major markets co!«parative the average price lor imermediate fuel oil and high (Rotterdam and Ras Tannra) remained unchanged. .per cent and Tah!e 38 provides details on the 1990-1992 period ؛? fuel oil increased b33.9 ?؛viscosit Table : Fluctuations in marine bunker fuel prices a/ 1990-1992 ($u$ per ton) 1990 1991 1992 1992 ?ercentage change (feurth quarter t© first 4Q 4Q IQ 3Q 4Q quarter) Fersian ©ulf (Ras Tanura) IF© 160 91 75 84 100 102 36.0 MD© 308 202 207 207 207 207 0.0 Mediterranean (©enoa) H ¥F 151 92 82 90 99 105 28.1 IF© 162 102 91 98 109 113 24.2 MD© 335 226 195 200 209 215 10.3 North West Europe H ¥F 139 82 69 80 90 93 34.8 (Rotterdam) IF© 147 88 76 86 94 97 27.6 MD© 263 172 157 163 166 157 0.0 ©ulf of Mexico (Houston) H ¥F 135 72 57 72 91 88 54.4 IF© 139 77 61 76 94 91 49.2 MD© 258 172 150 158 172 173 15.3 West Coast of Unit«! States HVF 76 62 43.6 89 وو 75 140 ^o s Angeles) IF© 146 81 67 80 105 94 40.3 MD© 290 192 182 192 201 192 5.5 Far East (Singapore) U ¥F 147 82 70 82 95 87 IF© 151 86 73 86 98 92 26.0 MD© 295 178 159 162 165 166 4.4 .Shipping Uonsultants (London), $hiooin£ Statistics and Economics, various issues ?؛Source: Drewr a/ Average prices for ea^h quarter. UNF - Uigh viscosity fuel oi! (380 c^t) IFG - Intermediate fuel oil (180 cSt) MD© - Marine diesel oi! 59 Chapter VII MULTIMODAL TRANSPORT AND TECHNOLOGICAL DEVELOPMENTS of the ،٠٢ ^٢ updates developments in the field of multimodal transport. Topics covered include a summary //٧ Chapter ,UNCTAD Group ofExperts on Multimodal Transport, innovations in double-stack container train networks » »/٠ meeting .container production »٠ new container standards and information A. Group ofExperts on Multimodal Transport c. Further development of the double-stack container train network in North America 93. In accordance with resolution 67 (^IV) of the Committee on Shipping, adopted on ^9 lune 1990, a 96. In November 1992, Canadian Pacific Rail Group of Experts on Multimodal Transport was completed a $us 15 million tunnel clearance project convened by I^CTAD from 9 to 13 March 1992. to increase the vertical clearance through tunnels and The Group examined developments in the field of other sbuctures in British Columbia and Gntario. The multimodal transport and containerisation, as well as increased clearances will allow Canadian PaciBc to the main problems experienced by users and providers move any double-stack combination of domestic and of these services. Bearing in mind in particular the international containers from coast to coast. An needs of developing countries and countries with additional Canadian Pacific tunnel clearance project in economies in hansition, the experts prepared proposals Wisconsin, which was scheduled for completion in on a future programme of work for I^CTAD in the February 1993, will extend the railway’s double-stack field of multimodal transport, containerization and capabilities to the United States Midwest. Canadian technological development, which was put before the Pacific is taking delivery of 170 new double-stack newly established I^ICTAD Standing Committee on cars by March 1993, bringing its total number of Developing Services Sectors. double-stack cars to 220. Second Seminar on Container DimensionsB. 97. Similarly, the other Canadian rail system, Canadian National Railways, completed a 94. The second Seminar on the Impact of the $us 5 million clearance programme through Increasing Dimensions of Loading Units on Combined 22 tunnels and five rocksheds in September 1992, Transport was convened by the Executive Secretary of about the same time that it finished work on its the Economic Commission for Europe in September $us 15 million Fraser River Bridge lehabilitation 1992. The Seminar was particularly important project. In Gctober 1992, it opened a new because it provided an opportunity for worldwide $us 19 million Vancouver Intermodal Terminal, consultations on the acute problem of container relocating its west coast intermodal operations from standards, vita! for the development of multimodal Vancouver to Surrey, thereby providing improved transport. The participation of all interests and the highway access and state-of-the-art systems to speed taking into account of their views in considering this loading and unloading. Canadian National’s problem was particularly useful in avoiding $us 15 million bridge project improves height dominance of any one group of interests. For that clearances (or double-stack hains, increases the bridge reason the I^CTAD secretariat supported the speed limit and allows heavier loads. The work is convening of the Seminar and assisted in obtaining also expected to reduce the number of disruptive broad participation by inviting its member countries, maintenance closures and extend the bridge’s life particularly the developing ones, to participate in it. expectancy by 25 years. 95. The Seminar reconfirmed that the existing 98. A further development in double-stack ISG series I containers, which particularly in container train operations is expected in the north- developing countries had been the basis for recent south corridors, particularly as a result of the large-scale investment in infrastructure, rolling stock United ^tates-Canada Free Trade Agreement and and handling equipment, should continue to be the prospectively the North American Free Trade main container standard, which should be improved in Agreement involving also Mexico. line with emerging market requirements. 99. American President Lines (APU) operates a unit train three times a week for the Ford Motor Company !»tween Detroit and Hermosillo, Mexico, and a double-stack train six times a week between Mexico City and the Midwest with Union Pacific and Introduction of 9' 06" ; a standard container Ferr«iarril!es Nacionales de Mexico. APE recendy teamed up with Canadian National North America to offer what the two companies said was the first 103. At its sixteenth session in May 1991 in inteimodal container service linking the United States, Seoul, Republic of Korea, the ISO Technical Canada and Mexico. The company will extend its Committee TC 104 confirmed its decision to introduce double-stack service !»tween Mexico City and an additional standard container height of 9 feet Chicago to Canada via Canadian Nation^ North 6 inches (2.9 meters) into the ISO 668 and other America’s rail system. By offering departures from international standards with the designation lAAA (40- Mexico City six days per week and bansit time of foot) and IBBB (30-foot) containers. The new seven days to Toronto and eight days to Monbeal, dimensions were cimulated as a draft international American President Eines and Canadian Nadonal standard (DIS) by the ISO secretariat to all ISO believe they are competitive with over-the-road member bodies for a vote on 19 March 1992. service. According to the new ISO Directives (1992 Edition), a draft International Standard having been emulated 100. It is felt that as imerrnodal rail technology for voting is approved if: and services improve, the distance at which intermodal rail services become com^dtive with bucking is (a) A two-thirds majority of votes cast shortened. The threshold distance used to be 700- by the ?-members of the technical committee or sub- 800 miles in North America, but some now say it has committee are in favour; and been reduced to 500 and the Florida East Coast Railroad has a sbong intermodal service between (b) Not more than one-quarter of the Jacksonville and Miami with a distance of only total number of votes cast are negative. 365 miles. 104. Abstentions, as well as negative votes not D. Rail landbridges accompanied by technical reasons, are excluded when votes are counted. In accordance with these conditions 101. A new railway route linking China through the draft standard was approved, since among Kazakhstan, the Russian Federation, Belarus, Poland 21 ?-members of the TC 104,15 votes were in favour and Germany with the ports in Belgium and (71 per cent) and among the 24 ISC member bodies Netherlands was officially inaugurated on voting 6 cast negative votes (25 per cent). — 1 December 1992. It starts from the Chinese port of Lianyungang in Jiangou province. The new route 105. The result of the voting on the introduction became possible with the completion in September of the new standard container height of 9-foot 1990 of the connection of the Chinese railway system 6-inches was unprecedented and controversial. Indeed, with the railway network of Kazakhstan. The new of the 26 ISO member bodies participating in the vote, route is about 3,000 kilomebes shorter than the Trans- six cast negative votes, two abstained and the votes of Siberian rome. two other member bodies came after die time-limit (19 September 1992) and, therefore, were not taken rs of the Technical؛et another landbridge proposal has been into account. Among the P-mem!x¥ .102 suggested for the Cenbal American isthmus. Coming Committee 104 which cast negative votes, one finds on top of existing and competing proposals for Australia, Belgium, Cuba, the Czech Republic, India landbridges in Costa Rica, Mexico and Panama, the and the United Kingdom - counbies with non- Covernments of Honduras and El Salvador have negli^ble container traffic. signed a bilateral agreement to develop a 320- kilomebe-long intermodal rail link between F. World container population Puerto Cortes on the Culf of Mexico and the Salvadorian port of Acajutla on the Pacific. Parts of 106. According to the census carried out by the proposed link already exist in the two counbies Cargoware International, the world’s container but would have to be upgraded and modernized to population by mid-1992 amounted to 7,320,400 TEUs ma^e them compatible with the new rail inbasbucture of all types. The previous census carried out in mid- which is required to link the two lines. It is hoped 1990 showed the world container population at that the project will commence by May 1993, with 5,874,084 TEUs. Though the total number of completion scheduled for early 1994. containers increased by about 25 per cent, the composition of the world container population in terms of dimensions (length and height) did not 61 change significantly. The overwhelming majority of the annual capacity. It !nay als© he added that in the fleet is represented by 20- and 40-foot-long, 8-foot general the prosent pr©ducti©n capacily already 6-inch-high containers with a further increased share ©utstrips !manufacturing levels, sometimes of 40-foot stock. Except for a significant increase of significantly. According to Cargoware International, 9-foot 6-inch-high high-cube containers, which had current production in different countries ranges from reached 684,064 TEUs or 9 per cent of the total 33 to 82 per cent of the potential capacity and on container population by mid-1992, there has been no average represents 53 per cent. Total production in meaningful proliferation of non-ISO standard Asia rose by about 200,000 TEUs in 1992 over 1991, containers, through there was a further decrease in the and more than ?5 per cent of this growth was number of 8-foot-high containers. Containers with attributed to newly operational factories. lengths other than 20 and 40 feet were represented mainly by 45-, 48- and 53-foot length containers. 110. 1992 was another record year for the Their share in the total fleet was about 2.1 per cent in manufacturers in the Republic of Korea, with their 1992, whereas in the 1990 census it was 1.8 per cent. overall production reaching 372,000 TEUs against An analysis of the world container fleet by length and 340.000 TEUs in 1991. Nevertheless, the share of height is reproduced in table 39. this country in global production fell from 37.4 per cent in 1991 to 32.3 per cent in 1992. 107. Over 20 per cent of high-cube containers are either 45, 48 or 53 feet in length, while the other 111. Manufacture of standard dry freight 80 per cent are 40-foot containers. Uonfiary to the containers (including high-cube) exceeded growth in the absolu!© number and share of 9-foot 1 million TEUs. It is interesting to note the fall in the 6-inch high-cube containers, the number and share of production of non-18© length containers from 8-foot-high containers continue to fall. Their number 15.000 TEUs in 1990 to 10,000 in 1991 and had fallen by one third since the 1990 census, and 8.000 TEUs in 1992. A survey conducted by the their share in the world fleet is now under 1.4 per UNUTAD secretariat among certain manufacturers cent. Table 40 gives a comparison of the world revealed a similar fiend. There has, on the other container population by length^eight for the period hand, been a significant growth in the production of iners - from 35,000 TEUs in 1992 to!؛refiigerarod cont .1990-1992 64.000 in 1992, while the output of reefer containers 108. As regards geographic distribution. North in the Republic of Korea in 1992 doubled. American owners control 72.5 per cent of all non-180 length containers, and their fleet of 40-foot containers 112. The world container manufacturing induslry is twice the size of their fleet of 20-foot-long was also characterized by price movement, as revealed cont^ners. All other regions, except the Mid- by another survey conducted by Cargoware East^ndia, have a high proportion of 20-foot International (table 42). This survey shows that dry containers. High-cube containers are more commonly freight cont^ner prices fell worldwide in 1992, for encountered in North America and North Asia, where both 20-foot and 40-foot containers, reflecting the they account for 13 per cent of all inventories. These growing competition among the producers of two regions together confiol 80 per cent of all high containers because of the unprecedented growth of cube containers of the world. production capacities. All evidence suggests that the downward pressure on prices is set to continue in 0. Uontainer production 1993. 109. The glob^ production of containers grew by 26 per cent in 1992 in comparison with production in 1991 and reached 1.15 million TEUs, 240,000 TEUs more than the 1991 total (see table 41). Despite predictions of overcapacity, the industry was still able to raise its ou!put. Many new-generation plants, particularly in Indonesia, Malaysia, China, the ?hilippines and Thailand, made a major contribution to the registered growth of world production. A few factories are still at the construction stage in these counfiies. Certain estimates suggest that, during the coming one to two years, new factories, primarily in China and India, could add a further 100,000 TEUs to Table 39 Analysis of world container fleet by length and height (TEUs) Length 8 ft 8 ft 6 in 9 ft 6 in ©ther Total 20 ft 9/936 3 157 339 1 833 34 549 3 291 657 40 ft 2 924 3 290 166 538 720 10 698 3 842 508 24 ft - 14 319 -- 14 319 45 ft - 11304 77 967 - 89 271 48 ft -- 60 174 - 60 174 II 53 ft - - 4 770 - 4 770 Gther 555 16 246 600 300 17 701 Total 101415 6 489 374 684 064 45 547 7 320 400 II Source: Cargoware International Census, December 1992, p. 10. Table 40 Analysis of change in world container population by length/height Indexed change 1992 1990 (1990=100.0) Length 20 foot 3 291 657 2 846 027 115.7 40 foot 3 842 508 2 921 056 131.5 ©ther 186 235 107 001 174.0 Height 8 foot 101 415 162 755 62.3 8 foot 6 inches 6 489 374 5 242 131 123.8 9 foot 6 inches 684 064 419 O il 163.3 ©ther 45 547 50 187 90.8 Total 7 320 400 5 874 084 124.6 Source: Cargoware International Census, December 1992, p. Table 41 Breakdown of annual container production by region/country for 1990-1992 (in TEUs) ^egion/countr)( 1992 1991 1990 Current production split Standard Special (per cent) (per cent) Asia ООО 349 000 91.0 9.0 340 س Rpublicef^erea 3720 100.0 000 55 ﺱChina 180 ООО 120 0 5.0 95.0 10?س Taiwan, Province of China 105 ООО 110 000 0 Thailand 70 ООО 00045 36 000 100.0 Malaysia 70 ООО 00045 10 ООО 100.0 Indonesia 60 000 10 000 1000 100.0 India 40 ООО 00035 25 000 100.0 18 000 10 000 16 ООО 100.0 Singapore 10 ООО 8 000 2 000 80.0 20.0 Philippines ?ООО 14 000 Subtotal 925 ООО 730 000 615 000 6.2 Italy 32 ООО 00030 43 000 20.0 80.0 CIS 29 000 31000 29 000 100.0 7 000 95.0 ٨ ٨ ٨ ٨ ١ Scandinavia 21 ООО ة-ﻣﺢ United Kingdom 14 ООО 00017 18 ООО 10.0 Cermany 12 ООО 10 000 17 ООО 20.0 80.0 Poland 9 000 0009 8 000 75.0 25.0 8 000 8 000 50.0 50.0 ٨٨٨» Spain/Portugal Hungary 3 000 0003 5 000 50.0 50.0 Benelux 1 ООО 2 000 8 000 100.0 ethers 6 000 0005 7 000 70.0 30.0 44.0 56.0 س Subtotal 135 ООО ООО 125 1500 Others Central/South America 40 ООО 18 000 2 000 100.0 20 000 90.0 10.0 ٨٨٨»^ Seuth Africa 22 ООО Nerth America 12 ООО 12 ООО 10 000 100.0 Turkey 11000 3 000 100.0 Other 5 000 4 000 3 000 60.0 40.0 Subtetal 90 ООО 55 ООО 35 ООО 82.2 17.8 ООО 11.5 ٨٨» O ^ D T O T A E ООО 910 ООО150 ^ Source: Cargoware International, February 1993, p. ^5. Table 4^ Comparison of standard freight container prices for 1991 and 1992 Region/country 1991 1992 Change ($US) ($US) (per cent) 20-foot container Republic of Korea 2 668 2 634 -1.3 Taiwan, Frovince of China 2 910 2 725 -6.4 China 2 530 2 360 -6.7 ASFAN 2 640 2 590 -1.9 India 2 505 2 380 -5.0 Furope 3 050 2 900 -4.9 د. د- World 2 640 2 500 40-foot container ؟ ١ - Republic of Korea 4 412 4 079 Taiwan, Frovince of China 4 775 4 425 -7.3 ٩٩- China 4 075 3 850 ASFAN 4 250 3 885 -8.6 India 4 190 3 900 -6.9 Furope 5 150 4 600 -10.7 World 4 285 3 985 -7.0 Source: Cargoware International, February 1993, p. 34. Box 6 Increasing emphasis on quality control in transport services! New quality conbol guidelines are being adopted by many maritime sector organizations. This trend is occurring because a principal factor in the performance of an organization is the quality of its products or ,rds more shingent customer expectations with regard to quality؛؛services. There is a world-wide trend tow ©uality is a tool for improved competitiveness. This applies also to transport services. Increasing trade liberalization results in stiffer competition not only in manufactured goods but also in transport services which deliver those products to customers, ©ustomers require Just-in-time reliable deliveries, with minimum transit time, error-free documentation and cargo-hacking information. ^he implementation of quality management in hansport services is sometimes perceived as a luxury rather than a necessity. The benefits of a quality management improvement programme not only result from cost cutting; the simplification and standardization of office and/or shipping procedures which quality management offers provide significant productivity gains and reduced costs (through less waste) as an important by-product. A company’s total quality costs cover three elements: failure costs, inspection costs and prevention costs. Failure costs comprise major and minor losses which result from substandard operations. Inspection costs comprise resources committed to checking that a product and/or service offered to a customer meets the required standard. comprise the resources needed to establish and maintain the system/procedures necessary to prevent rather th^n cure problems as encompassed within a quality management system. Source: IT©^S©, Export ©uality Management IS© 9000 Quality Management Systems, IT©/l??/A©/93-l. Chapter VIII OTHER DE¥EEO?MENT^ of various international conventions dealing with the shipping industry, summarizes ﺀ،،؛«ﺀك The final chapter reviews the the new ICC Rulesfor multimodal transportation documents and outlines UNCTAD’s initiatives in technical assistance and training. A. United Nations Convention on a Code of c . United Nations Convention on the Carriage Conduct for Liner Conferences of Goods by Sea. 1978 (Hamburg Rules) 113. The United Nations Convention on a Code of 115. Following the twentieth accession in October Conduct for Liner Conferences came into force on 1991 by Zambia, the United Nations Convention on 6 Gctober 1983. Up to mid-1993 the number of the Carriage of Goods by $ea, 1978 ("The Hamburg Confiacting Parties reached 76, namely: Algeria; Rules") entered into force on 1 November 199^. The Bangladesh; Barbados; Belgium; Benin; Bulgaria; Contracting ?arties to the Convention are: Barbados, Burkina Faso; Cameroon; Cape Verde; Botswana, Burkina Faso, Chile, Fgypt, Guinea, Central African Republic; Chile; China; Congo; Hungary, Kenya, Lebanon, Lesotho, Malawi, Costa Rica; Côte d’Ivoire; Cuba; Czech Republic; Morocco, Nigeria, Romania, Senegal, $ierra Leone, Denmark (except Greenland and the Faeroe Islands); Tunisia, Uganda, United Republic of Tanzania and Fgypt; Ethiopia; Finland; France; Gabon; Gambia; Zambia. Germany; Ghana; Guatemala; Guinea; Guyana; Honduras; India; Indonesia; Iraq; Italy; Jamaica; 116. It is interesting to note that counfiies such as Jordan; Kenya; Kuwait; Lebanon; Madagascar; Canada and Australia, which are not contracting Malaysia; Mali; Mauritania; Mauritius; Mexico; parties to the Convention, have made provision in Morocco; Mozambique; Netherlands (for the Kingdom their new Carriage of Goods by $ea Act for the in Europe and Aruba); Niger; Nigeria; Norway; possible entry into force of the Hamburg Rules at a Pakistan; Peru; Philippines; Portugal; Republic of later stage. Thus the Ausfialian Carriage of Goods by Korea; Romania; Russian Federation; $audi Arabia; $ea Act 1991, in force as of 7 November 1991 and Senegal; $ierra Leone; Slovakia; Somalia; $ri Lanka; replacing the $ea Carriage of Goods Act 1924, not $udan; Sweden; Togo; Trinidad and Tobago; Tunisia; only adopts the Hague Rules as amended by the Visby United Kingdom of Great Britain and Northern Ireland Rrotocol, but in Section 2 provides for the (on behalf of the United Kingdom, Gibraltar and implementation of the Hamburg Rules which are Hong Kong); United Republic of Tanzania; Uruguay; scheduled to the Act. The mechanism provided is for Venezuela; Yugoslavia; Zaire and Zambia. Farliament to make a proclamation that the Hamburg Rules are to come into force to replace the United Nations Convention on International Hague-Visby Rules. Section 2(^) states that if no Multimodal Transport of Goods proclamation or resolution repealing or postponing the implementation of the Hamburg Rules is made, the adopted b^ consensus Rules will automatically come into force at the اﺛﻖ ,This Convention .114 on 24 May 198Ô by the United Nations Conference of expiration of three years, i.e. on 7 November 1994. Plenipotentiaries, was opened for signature in In the case of Canada, Section 4 of the Carriage of r 198Ô to 31 August 1981 Goods by Water Bill C;8^ (Projet de Loi) sets out that؛^New York from 1 $eptem and remained open for accession thereafter. It will the Minister of Transport shall, within six years after tates have enfiy into force of the Act, consider whether the$ هenter into force 12 months after 3 become confiacting parties by deflnitive signature, Hague-Visby Rules should be replaced by the rt setting out the«؛ratification or accession. In 1992 no additional States Hamburg Rules, and prepare a re became Confiacting Parties to the Convention, and it results of that consideration to be laid before each thus had six Confiacting Parties, viz. Chile, Malawi, House of Parliament. Mexico, Rwanda, Senegal and Zambia. Another three counfiies - Morocco, Norway ^nd Venezuela - 117. As part of the secretariat’s mandate to have signed the Convention subject to ratification. monitor the implementation of international shipping insfiuments adopted under the auspices of the United Nations and currently in force, the secretariat is collecting relevant information from Confiacting Parties to the Hamburg Rules. Furthermore, and upon request, guidance will be provided to States wishing was prepared by the Joint Ш СТАОДМ О to make the necessary changes in bansport Intergovernmental Group of Experts during its documentation and other important issues to adjust the six sessions held from 1986 to 1989. By a note of current practice to accommodate the new liability 15 May 1992, Governments were invited to submit regime. comments on the Draft Gonvention to be published as part of the pre-session documentation for the D. United Nations Convention on Conditions for Gonference. Gn the basis of replies received the Regisbation of Ships secretariat prepared a compilation of comments and proposals b^ Governments and by intergovemmental 118. The United Nations Convention on and non-governmental organizations. Conditions for Regisbation of Ships was adopted by consensus on 7 February 1986 by the United Nations 121. The objectives of the Draft Convention are: Conference on Conditions for Regisbation of Ships at (i) to provide a generally acceptable legal framework The Convention governing the recognition and enforcement of ال ق.the fourth part of its session contains a set of minimum conditions which should be maritime liens and mortgages and thus to promote applied and observed by States when accepting ships international uniformity, and (ii) to strengthen the on their ship register(s). It defines the elements of the international position of the mortgagee and financiers "genuine link" that should exist between a ship and of shipbuilding and ship purchase and thereby the State whose flag it flies and thus contains improve conditions for ship financing at the provisions for the participation by nationals of the flag international level. State in the ownership, manning and management of ships. The Convention also stipulates that flag States 122. Following the UN^MG Conference of are required to exercise effectively their Jurisdiction Flenipotentiaries on Maritime Eiens and Mortgages and conbol over ships flying their flag. It also and subject to agreement by the Joint I^CTAD^M G provides for the establishment by a flag State of a Intergovernmental Group of Experts on Maritime competent and adequate national maritime Eiens and Mortgages and Related Subjects, a possible adminisbation which is responsible for a number of amendment of the 1952 Convention on Arrest of specific tasks such as ensuring that a ship flying its Ships will be examined Jointly with IMG. flag complies with the State’s laws and regulations concerning regisbation of ships and complies with F. General average applicable international rules and standards concerned with the safety of ships and persons on board and the 123. Fursuant to the request of the prevention of pollution of the marine environment. thirteenth session of the l^C TA D !forking Group on The Convention will enter into force 12 months after International Shipping Eegislation, held in the date on which no less than 40 States, the November 1991 to examine the subject of general combined tonnage of which amounts to at least 25 per average, the secretariat, in close collaboration with the s stipulated in annex III to the International Maritime Committee (CMI), approached،؛ ,cent of world tonnage Convention, have become Conbacting Farties to it. the insurance industry and intemational organizations involved with general average to study the extent to 119. By the end of June 1993 the Convention had which insurance arrangements could simplify the been ratified by the following nine States: operation of the general average system. Gn the basis C6te d’Ivoire, Egypt, Ghana, Haiti, Hungary, Iraq, of the research and investigations carried out the Eibyan Arab Jamahiriya, Mexico and Gman. Another secretariat will prepare a re^rt towards the end of 10 States had signed the Convention subject to 1993 for submission to the second session of the ratification, acceptance or approval: Algeria, Bolivia, Standing Committee on Developing Services Sectors: Cameroon, Czech Republic, Indonesia, Morocco, Fostering Competitive Services Sectors in Developing Foland, Russian Federation, Senegal and Slovakia. Countries - Shipping. Maritime liens and mortgages G. UNCTAD Minimum Standards for Shipping Agents 120. Following General Assembly resolution 46^13, a United NationsAntemational 124. The Minimum Standards, which are Maritime Grganization Conference of Flenipotentiaries non-mandatory in nature and are intended to ^erve as was held in Geneva from 19 April to 7 May 1993 for guidelines for national authorities and professional consideration and adoption of the Draft Convention on associations in establishing their own standards. Maritime Eiens and Mortgages. The Draft Convention 67 continued to receive worldwide support. The 128. The rules retained the network liability objectives of these standards are: system t© the effect that the MTO, and not only the consignor, may invoke the mandatory liability rules of (a) To uphold a high standard of international conventions and national law which business ethics and professional conduct among would have applied if a separate and direct conhact shipping agents; had been made for the particular stage of the transport where the loss or damage occurmd. (b) To promote a high level of professional education and experience, essential in 129. The basis of liability of the Rules is the so- sponsible for؛» providing an efficient service; called vicarious liability: the MTO is the acts and omissions of his servants or agents, when (c) To encourage the operation of any such servant or agent is acting within the scope of financially sound ^nd stable shipping agents; his employment, or of any other person of whose services he makes use for the performance of the (d) To contribute to combating maritime contract, as if such acts and omissions were his own fraud by ensuring improved services by (liability for presumed fault or neglect). better-qualified shipping agents; 130. The particular defences for carriage by sea or conlrived in Rule 5.4 pursuant ؛»e) To provide guidelines for national inland waterways a) authorities/professional associations in establishing and to which the MTO shall not be responsible for loss, maintaining a sound shipping agency system. damage or delay in delivery caused by the so-called nautical fault defence or fire, unless caused by the 125. The l^OTAD secretariat, upon request, actual fault or privity of the carrier. When loss or provides legal advice to national authorities and damage has resulted from unseaworthiness of the ship, professional associations wishing to set up nation^ the MTO is only relieved from liability if he can standards for shipping agents based on the prove that due diligence has been exercised to make above-mentioned objectives. In addition, the the ship seaworthy at the commencement of the Minimum Standards are being promoted through voyage. seminars and technical assistance projects. 131. It is important to note that the MTO shall not H. The new UNCTADTCC Rules for be liable for loss following from delay in delivery Multimodal Transport Documents unless the consignor has made a declaration of intemst in timely delivery which has been accepted by the 126. The new Rules, which became operational as MTO. As to the conversion of delay into final loss. of 1 lanuary 1992, will only apply when they are Rule 5.3 contains a provision converting pending referred to in the multimodal conn-act. It is possible delay into a right for the claimant to treat the goods as to refer to the Rules even for port-to-port traffic and lost. The period starts to run from the agreed time for ement, f^m؛»when unimodal h"ansport is intended. Farties having delivery or, in the absence of such ag the the time which it would 1» reasonable to ]«quire of a ﻛﻬﺄﻫﺂ0 وم ﺀﻣﺢ referred to the Rules, and thereby Rules into their contract, must avoid inserting diligent MTO. The period chosen by the Rules for stipulations which derogato from the Rules. the conversion is 9Ddays, in order to avoid conversion occurring under the multimodal h-ansport 127. The Rules only cover a part of the customary contract before such a conversion has been possible contents of a multimodal transport conhact. Thus, an under any underlying multimodal transport contract, MTO wishing to use the Rules as a basis for his the рифозе being to facilitate recourse actions by the multimodal transport conhact would have to add other MTO against his subcontractors. Furthermore, clauses dealing with matters such as: optional conversion will only take place in the absence of stowage, routing, freight and charges liens, both-to- evidence that the goods have not been lost. blame collision, general average. Jurisdiction and arbitration and applicable law to satisfy his particular 132. The provisions relating to limitation of needs. Such additions could also be made with liability follow the Hague-Yisby Rules limits respect to matters covered by the Rules, but only to (666.67 SDR per package or unit or 2 SDR per the extent that they are not conpadictory thereto or kilogram of gross weight of the goods lost or decrease the responsibility or obligations of the MTO damaged, whichever is the higher) and the so-called as established by the Rules. "cont^ner formula". If the multimodal transport does not, according to the contract, include carriage of Box 7 Adoption of the International Convention on Maritime liens and Mortgages. 1993 .a new Convention on Maritime Liens and Mortgages was successfully concluded ؛? n 6 Ma1993© The Convention was adopted by consensus by the United Nations^nternational Maritime Organization Conference of Plenipotentiaries, which met in Geneva under UNCTAD auspices for a period of three week. $ixty-five States participated in the Conference, which was chared by Dr. Walter Miiller of Switzerland. The Convention is intended to improve conditions for ship financing and the development of national merchant fleets and to promote internation^ uniformity in the field of maritime liens and mortgages. s of claims against the«؛According to the core Article of the Convention (Article 4) only five ty owner, demise charterer, manager or operator of the vessel shall be secured by a maritime lien on the vessel and thus have priority over the mortgages, which is traditionally the main source of ship financing. These claims relate to (a) wages and other sums due to the crew; (b) loss of life and personal injury in connection with the operation of the vessel; (c) reward for the salvage of the vessel; (d) port, waterway and pilotage dues; and (e) physical loss or damage caused by the operation of the vessel other than that of cargo, containers and passengers’ effects. The priority ranking of these maritime liens is spelled out in Article 5. In the event of the forced sale of a sfianded or sunken vessel, all claims secured by a maritime lien are superseded by payments to be made to a public authority to cover the costs of the removal in the interest of safe navigation or the protection of the marine environment (Article 12, para. 3). The Convention, in Article 6, provides a $tate ?arty with the possibility of granting other maritime liens under its law, but only under strict conditions and with an extinction of a maximum of six months. And, in any case, such liens rank only after the maritime liens provided for in Article 4 of the Convention and mortgages (as defined in Article 1). The interests of the mortgagees are further protected by Article 10, according to which com{»nsation payable to the owner of the vessel under an insurance contract should not go to maritime lien holders but to the mortgagee. For the first time an international legal instrument contains provisions on temporary change of flag in case of bare^at charter re^stration, a practice which is becoming increasingly common in shipping and which has created uncertainty for mortgagees. Article 16 of the Convention clearly states that rights are determined by the law of the State in which the vessel was registered immediately prior to the change of flag. The Convention will be open for signature at the United Nations Headquarters in New York from 1 September 1993. It will enter into force six months following the date on which 10 States have expressed their consent to be bound by it. Following a resolution adopted by the Conference, both organizations are requested to reconvene the Oint Intergovernmental Group to examine the possible review of the International Convention of 1952 for the Unification of Certain Rules Relating to the Arrest of Sea-going Ships. goods by sea or by internal waterways, the liability of responsible ocean carrier; (2) "air bansport" is not the MTG is hmited to an amount not exceeding the included in tlie difrerent modes of bansport nsed equivalent of the freight. The provisions on loss of nnder multimodal transport; (3) there is no provision the right to limit liability conform with article 8 of the relabn^ to the liability of the consignor; (4) there is Hamburg Rules and article 21 of the MT Convention. no provision relating to non-conbactual liability The time-loss has been set at nine months to ensure (action in tort); (5) while the MTO is liable for the that the MTG would have adequate possibilities to acts and omissions of his servants and agents, there is course actions against the performing no mention of his liability for such acts and omissions؛» institute earner. of his subconbacting unimodal carriers. It may be, however, that such subcontracting carriers are included 133. Although the new l^CTAD^CC Rules for in the concept of "servants and agents". The Multimodal Transport D^uments are based on the ©rdinance has generally been welcomed by exporters, Hague№ gue-¥isby Rules system, a new situation has importers, shipowners and freight forwarders, as well developed since the enby into force of the Hamburg as by other agencies involved in bade and bansport of Rules. This ^curs because the Rules are for goods. voluntary adoption by the commercial parties, but are superseded by mandatory international or national law. I. Technical cooperation and baining This means that an MTG cannot use the Rules to circumvent unpleasant provisions in a national law or 136. UNCTAD’s technical cooperation and international Convention. Consequently, if the bade baining programme in shipping, ports and multimodal covered by the MTG is subject to the Hamburg Rules bansport declined somewhat during 1992. A total of regime, then the limits of liability of that convention 32 projects were being executed during the year, with nditure of $2.6 million (compared to؛will apply and the particular defences of nautical fault a total exp and of fine retained by the I^CTAD^CC Rules will 37 projects totalling $3.2 million in 1991). be sut»rseded by the Convention. 137. Half of these projects were TRAINMAR 134. It N important to note that the old ICC rules projects designed to help baining cenbes in will no longer have the backing of the ICC and they developing counbies provide a wide range of maritime may be rejected by the banks. To facilitate the management baining using a methodology which change-over to the new Rules, ICC has established an establishes professional standards at local cenbes and "ICC Eill of Eading Review Committee" which will provides mechanisms for cooperation among these verify that documents submitted to the Committee are cenbes. Although two new sub^gional projects, one in conformity with the f^CTAD/lCC Rules for in $outh America ^nd one in the Caribbean, were Multimodal Transport Documents. Documents initiated in 1992, eight other projects were terminated entitled to bear the ICC logo. Eor during the year and most activities are now conducted «١ verified will further information, interested parties are requested to by the developing country cenbes themselves or with contact the ICC in Faris. the help of supporting bodies but without project support. r 1992 the Government of India؛Gn 16 GctoN .135 rt of Good 138. A number of policy seminars on Multimodal«؛promulgated its Multimodal Trans Grdinance 1992 to provide a legal régime to govern Transport, Container Terminal Development and multimodal bansport operations in its foreign bade Management, Equipment Maintenance and $bategic (except for the State of Jammu and Kashmir). The ?lanning for $hipping wete deliveted by I^CTAD Grdinance is broadly based on the United Nations MT during the year, and funds were obtained for the Convention and the l^CTAD^CC Rules for development of a new policy seminar on the Multimode Transport Documents. However there are Commercial ^ole of Forts. certain departures from these, which are as follows: (1) although the provisions relating to the liability of 139. A new project was initiated in Fakistan to the MTG are broadly based on the Hague/Hague- facilitate bade through the sbeamlining and Visby Rules, there is no specific provision for rationalization of the bansport sector. It will involve within which ؛exempting the MTG from liability for loss, damage or sbengthening the institutional bameworl delay in delivery in respect of goods carried b^ sea in new bansport-related technology can be inboduced those cases where the ocean carrier is exempted from and multimodal bansport promoted. New legislation the Hague/Hague-Yisby Rules. This would seem to will be drafted and technical information disseminated mean that the MTG who becomes liable in such cases on all aspects of multimodal bansport. may not succeed in recourse action against the 70 140. A small regional project was undertaken by co-insurance and reinsurance of marine transport risks UNGTAD in 199^ in connection with the launching of through the harmonization of marine insurance laws the United Nations Transport and Gommunications and practices. Decade in Africa. A brochure was produced to help 146. In the area of ship registration and at the create a greater awareness among African request of JUNAC (Gommission of the Gartagena Governments, subregional organizations and the Agreement), TJNGTAD assisted member States providers and users of shipping, ports, inland (Bolivia, Golombia, Fcuador, ?eru and Yenezuela) in waterways and multimodal transport services of the the drafting of a project for an international registré? of strategies pressed to achieve the Decade’s objectives. ships. The request was made in the context of recent Froposals were made to group projects awaiting changes in policy in the subregion directed towards financing into a series of integrated programmes. obtaining a complete liberalization in international trade. The pu^ose of the project should be viewed as 141. In 1992 the development and implementation an important step in keeping the existing tonnage of the Advance Gargo Information System (AGIS) within the subregion and giving shi^wners was pursued in a larger number of African countries competitive facilities equal to those of other than in the previous year. The World Bank (IDA) is international carriers. financing the installation of certain modules in Sudan, Senegal and Burkina Faso. 147. At the request of the Mexican Government, the UNGTAD secretariat participated in a panel to 142. In addition to the continuing work in Africa, explore the feasibility and convenience of setting up two Asian countries, namely Bangladesh and an International Mexican Ship Agister in order to Viet Nam, have requested the installation of the attract flagged-out ships of Mexican owners back to railway module of AGIS, the KilTracker. In the case the national register. of Bangladesh, the German Government, through its Bank for ^construction (KfW), has agreed to provide 148. Members of the UNGTAD secretariat also DM 1.3 million for the installation of the RailTracker lectured on various aspects of maritime law and on Bangladesh Railways. l^GTAD will implement international trade and hansport at a number of this project in close collaboration with the Fcono^ic seminars, conferences and workshops. and Social Gommission for Asia and the Facific (ESGAF). Discussions are advanced with the French 149. Funding for UNGTAD’s technical Government regarding the funding of AGIS in cooperation and training activities in shipping, ports Viet Nam. and multimodal transport was provided by the United Nations Development Frogramme (UNDF), the 143. In order to ensure sustainability, l^GTAD European Gommunity and the Governments of and GIM (GT^-Germany) agreed to an arrangement Belgium, France, Germany, the Netherlands, Norway through which GIM would sponsor the attachment of and the United States and by the recipient countries German Experts to a number of AGI^ user-institutions themselves. in Africa. Ghana Forts and Harbours Authority and the Kenya Forts Authority have been the Brst New classification of ships by type reviewed beneficiaries of this scheme. 150. An effort to establish an intemational 144. The l^GTAD secretariat has been involved classification of ships by type was initiated at an in updating and harmonizing the maritime legislation ad hoc UNGTAD-FFG meeting of the secretariats of nizations interesied in؛؛of various countries at the subregional level national and international org (MINGONMAR member States and Genhal American ‘type of ship’ classifications, held in Geneva in countries) and the national level (Ethiopia), with the October 1987. It was agreed that there was a need for aim of providing a legal framework for more effective a universally accepted hierarchical type-of-ship maritime transport. Training of nationals at various classification and a clear definition of ship types. A levels forms ^n integral part of the projects. small group was commissioned to prepare a report setting out a new classification which would take another area where the account of the views expressed at the meeting. The ظ Marine insurance .145 secretariat will be helping MINGGNMAR member study group’s report was presented to the second a ^d hoc UNGTAD-FFG meeting, held to discuss the رﻗﺊ ,States. Thus pursuant to resolution 149/11/92 draft technical assistance project document has been classification of ships by type, in Luxembourg in . ٧ prepared for promoting the growth of the marine October 1988 and is contained in annex insurance indushy in the subregion and fostering 71 Notes .(IMF, World Economic Outlook - Interim Assessment, January 1993, p, 9 (estimate for 1992 ال 2/ Ibid. 3/ GATT, preliminary estimates, March 1993. Note: volume means in constant u s dollars. 4/ ^.S. Flatou Fconomic Research, The Platou Report, 1993, p. 5. 5/ OECD, Main Economic Indicators, March 1993, p. 15. 6/ Petroleum Economist, January 1993, p. 4S. . هOECD^EA, Quarterly oil statistics and energy balances. Fourth quarter 1992, p. 1 /7 .p. 17 , ٠٢؛, R.S. Flatou Economic Research, The Platou ^ ^ 1 9 9 3 /8 9/ Fearnleys (Oslo), Review 1992, p. 4. 10/ International Iron and Steel Institute, Estimates 1992. 11/ Lloyd’s Shipping Economist (London), April 1993, p. 32. 12/ l^CTAD staff paper. 13/ International Wheat Council, Grain Market Report, GMR 212 (Eondon), 30 April 1993. 14/ International Fertilizer Industry Association. 15/ Phosphorus and Potassium, No. 184, March-April 1993, pp. 7 and 17. 16/ International Frimar^ Aluminium Institute, IF AI Form, ISO, 20 April 1993. 17/ DRI/McGraw Hill, World Seatrade Services Review, First Quarter 1993, p. III-l. .industrial activity, January 1993, p. 26 /٠ OECD, Indicators /18 19/ UNCTAD calculation based upon UNSO, International Sea-borne Trade Statistics Yearbook, 1986, New Yor^ (United Nations publication. Sales Number E.88.XVII.13). 20/ Lloyd’s Maritime Information Services Ltd., (London). 21/ Fearnleys (Oslo), Review 1992, p. 28. 72 22/ The International Development Strategy ^ r the Third United Nations Development Deeade in the fleld of Transport identifles a 20 per cent share of world tonnage as the target for developing connfiies (United Nations General Assemhl^ resolution 35/36). 23/ Fearnleys (Oslo), Review 1992, p. 28. 24/ Fearnleys (Oslo), Review 1992. 25/ Fearnleys (Oslo), Review 1992, p. 27.. 26/ Fearnleys (Oslo), Review 1992. 27/ Lloyd’s Shipping Economist (London), April 1993. 28/ Fearnleys (Oslo), Review 1992. 29/ Fearnleys (Oslo), Review 1992, p. 28. 30/ European Business Magazine, Rotterdam 1991, and "Anvers, centre de distribution japonaise". Le Lloyd, 29 August 1991. 31/ Lloyd’s Shipping Economist, lune 1993, p. 20. 32/ Lloyd’s Shipping Economist, June 1993, p. 35. 33/ For rejection it w^s necessary to have more than 25 per cent of the negative votes among the member bodies. International » ٠ a Convention »٠ For the text of the Convention, see United Nations Conference ﻣالق ^ ٠٠/ ^ ٠ Act and Convention on International Multimodal Transport ا،،«'،م ,Maritime Transport, vol. I (United Nations publication, $ales No. E.81.II.D.7 (vol.I)). 35/ For the text of the Convention, see document TD/RS/CONF/23. 36/ Adopted by the Eighth Grdinary session of the Ministerial Conference of West and Cenfial African States on Maritime Transport, in Guagadougou, Burkina Faso, 27-28 November 1992. 73 . Annex I Classification of conntries and territories Code Canada United States of Ainerica Code : Austria (L) Belgium Luxembourg (L) Denmark Monaco Faeroe Islands Netherlands Finland Norway France ?ortugal Germany Spain Gibraltar Sweden Greece Switzerland (L) Iceland Turkey Ireland United Kingdom of Great Britain and Israel Northern Inland C ode3 Code 4 Australia New Zealand Code 5 South Africa Code 6 Albania Foland Bulgaria Romania Czech Republic a/ Russian Federation Hungary (L) Slovakia Code 7 China Yiet Nam Democratic Feople’s Republic of Korea Northern Africa ؛Code ؛ Algeria Morocco Egypt Tunisia Libyan Arab Jamahiriya Code Western Africa Angola Guinea-Bissau Benin Liberia Burkina Faso (L) M ali(L) Cameroon Mauritania C a ^ Yerde Nigeria Congo St. Helena Côte d’Ivoire Sao Tome and Frincipe Equatorial Guinea Gabon Sierra Leone Gambia Togo Ghana Zaire Guinea 74 Code Eastern Africa Burundi (L) Reunion Comoros Seychelles Djibouti Somalia Ethiopia Sudan Kenya Uganda (L) Madagascar United Republic of Tanzania Mauritius Zambia (L) Mozambique Code ' Caribbean and North America Anguilla Guadeloupe Antigua and Earbuda Haiti Aruba Jamaica Eahamas Martinique Barbados Montserrat Bermuda St. ?ierre and Miquelon British Virgin Islands Saint Kitts and Nevis Cayman Islands Saint Uucia Cuba Saint Vincent and the Grenadines Dominica Trinidad and Tobago Dominican Republic Turks and Caicos Islands Greenland United States Virgin Islands Grenada Code 9.2 Central America Honduras Co^ta Rica Mexico El Salvador Nicaragua Guatemala Panama South America - Northern Seaboard ﺋﻢ Code 9 Guyana Suriname French Guyana Venezuela Netherlands Antilles Code 9.4 South America - Western Seaboard Chile Ecuador Colombia Feru South America - Eastern Seaboard ق. Code 9 Argentina Falkland Islands (Malvinas) b/ Bolivia (L) Paraguay (L) Brazil Uruguay Code 10-10.1 Western Asia Bahrain ©man Cyprus Qatar Saudi Arabia وIran (Islamic Republic 0 Iraq Syrian Arab Republic Jordan United Arab Emirates Kuwait Vemen Lebanon 75 Code 10.2 Southern and Eastern Asia Eangladesh Maldives Ehuten Myanmar Erunei Darussalam Pakistan Gambodia Philippines Hong Kong ^epuhlic of Korea India Singapore Indonesia Sri Lanka Macau Thailand Malaysia Codell Bosnia and Herzegovina Slovenia Groatia Jugoslavia Malta Code 12 American Samoa Papua New Guinea Christmas Island (Austr^ia) Samoa Fiji Solomon fslands French Polynesia Tonga Guam Tuvalu Kiribati Yanuatu Nauru Wa^e Island New Caledonia Notes to Annex I ؛ of development of ؛ This eHssifie^tion is for statistical purposes only and does not imply a^^ jud^emem regarding the (1) any country or territory. (2) Trade statistics are based on data recorded at the ports of loading and unloading. Trade originating in or destined (or neighbouting counties is attributed to the соипПу in which ^e ports are situated; for titis reason land-locked countries do not figure in these tabulations. Dn the other hand statistical tabulations on merchant fleets include data for land-locked countries that possess fleets: these countties are marked "(L)". :this Review are made up as follows ط The groups of cou^nies or territories used for presen^g statistics (3) Developed market-economy countries and territories: Codes 1, 2, 3, 4 and 5. Countries of Cential and Eastern Europe: Code 6. $ocialist countries of Asia: Code 7. .and 12 ه, Developing countries and territories: Codes 8, 9, 111 of which: in Africa: Codes 8.1, 8.2 and 8.3 in America: Codes 9.1, 9.2, 9.3, 9.4 and 9.5 ه. in Asia: Codes Iti.l and 1 2 in Dceania: Code 12. In certain tables, where appropriate, fwe major open-registry countiies are recorded as a separate group. The group comprises Eahamas, Eermuda, Cyprus, Liberia and Panama. lovak federal Republic on 31 December 1992, tite successor $tates of the ؟ a/ Eollowing tite dissolution of the Czech and Czech and $lovak Federal Republic are tite Czech Republic and Slovakia. b/ A dispute exists between the Governments of Argentina and of the United Kingdom of Great Eritain and Northern beland concerning sovereignty over the Falkland Islands (Malvinas). 77 Annex II World seaborne trade a/ according to geographical areas. 1970. 1990 and 1991 (Millions of tons) Areab/ Year ©oods loaded Goods unloaded ©il Dry Total all Gil Dty Total c^go goods cargo all Grude Eroducts Grude Products goods Developed market- economy countries Nortlt America 1970 0.7 308.0 314.0 73.4 103.6 170.0 347.0 1990 1.4 25.8 515.1 542.3 274.9 100.8 227.6 603.3 1991 1.4 25.2 538.6 565.2 289.2 102.9 242.1 634.2 Japan 1970 - 1.3 41.6 41.9 170.4 30.4 235.1 435.9 1990 - 1.2 81.9 83.1 201.2 82.0 440.7 723.9 746.9 455.8 »١» 209.3 85.4 84.2 1.2 - 1991 92.3 93.6 18.8 2.9 15.4 37.1 ٩ Australia and 1970 - 1 New Zealand 1990 9.2 U5 266.3 277.0 8.6 7.2 18.1 33.9 1991 9.5 1.6 273.8 284.9 8.7 7.3 18.7 34.7 Europe 1970 28.6 82.3 244.8 355.6 621.0 100.4 469.0 1 190.4 1990 162.1 124.2 482.2 768.5 446.8 172.7 763.2 1 382.7 1991 166.3 124.0 495.2 785.5 462.6 171.8 792.3 1 426.7 South Africa 1970 - 13.2 13.2 8.8 2.6 6.2 17.6 1990 -- 82.5 82.5 2U9 0.3 9.6 31.8 1991 -- 83.2 83.2 22.3 0.3 9.5 32.1 Subtotal: developed 1970 29.^ 89.2 699.9 818.3 892.4 239.9 895.7 2 028.0 775.6 2 459.2 1 363.0 953.4 753.4 1 428.0 1 152.7 172.7 1990 ?؛market-econom counfiies 1991 177.2 152.0 1 475.0 1 804.2 992.1 363.9 1 518.4 2 874.4 Gounfiies of Genfial and Eastern Europe Goumdes of Genfial 1970 0.2 3.4 34.8 10.8 3.0 29.2 43.0 and Eastern Europe 1990 - 8.5 41.2 49.7 27.2 0.8 58.2 86.2 (excluding the 1991 - 5.5 42.2 47.7 24.4 0.6 59.1 84.1 former USSR) 14.4 11.9 106.9 ». » 22.9 «.ﺀﺀ Former USSR 1970 1990 58.6 46.8 44.0 149.4 7.0 0.5 79.0 86.5 1991 53.0 41.5 41.5 136.0 5.4 0.3 75.4 81.1 Socialist countries of Asia Socialist countries of 1970 0.1 5.4 0.4 24.4 30.2 Asia 1990 32.0 4.0 46.1 82.1 3.9 1.3 80.4 85 6 1991 33.0 4.1 46.9 84.0 4.0 1.3 81.0 counfiies ؛،Developin and territories Northern Africa 1970 2^1.4 255.4 17.9 33.8 1990 182.7 31.5 32.0 246.2 63.4 4.3 57.8 125.5 1991 190.2 31.8 33.1 255.2 64.2 4.0 59.5 127.7 Western Africa 1970 60.5 1.0 61.5 123.0 3.6 4.0 14.8 22.4 34.9 27.7 3.2 4.0 185.7 55.2 3.4 ٦ 177 1990 1991 13^.3 3.2 57.4 192.9 4.1 2.9 28.6 35.6 Annex II (continued) Area Year Goods loaded Geeds unleaded ©i! Dry Total all ©il Dry Total c^go goods cargc Crude Products Crude Ercducts goods Developing countries and territories (cont.) Eastern Africa 1970 16.1 17.3 2.6 16.4 1990 - 0.6 9.3 9.9 6.4 9Й 16.0 25.0 1991 - 0.6 9.6 10.2 6.5 2.4 16.2 25.1 Caribbean and North 1970 - 1.4 28.4 29.8 23.5 4.5 11.2 39.2 58.1 20.0 8.4 29.7 54.7 28.9 11.8 0 هAmerica 1990 1 1991 14.6 11.7 30.0 56.3 30.2 8.0 20.7 58.9 18.0 65 ؛،؛، Central America 1970 - 3.7 11.9 15.6 6.0 1990 81.3 7.0 18.6 106.9 4.0 9« 15.4 772 1991 84.6 6.8 19.3 110.7 4.1 2.5 15.7 22.3 South America: 1970 131.1 11.8 36.0 223 9 63.1 3.0 6.7 72.9 18.8 20.3 ١٩ Northern Seaboard 1990 58.3 24.2 17.0 99.5 1991 60.8 24.3 17.7 102.8 - 1.4 19.4 20.8 South America: 1970 4.6 1.6 29.8 ^5.9 4.1 15 5.9 11.5 19.2 14.4 ٦٩ ٩؟ Western Seaboard 1990 17.4 8.2 36.0 61.6 1991 18.1 8.3 37.4 63.8 3.6 1.2 14.7 19.5 South America: 1970 0.1 1.1 54.3 55.5 18.8 1.0 19.8 39.6 Eastern Seaboard 1990 0.1 4.3 197.8 202.2 37.8 9« 26.9 67.5 1991 0.1 4.4 206.1 210.6 38.4 2.5 27.9 68.8 14.2 13.1 1.0 0.1 658.6 65.6 7مWestern Asia 1971 533 1990 463.9 74.8 30.5 569.2 15.6 7.1 107.0 129.7 126.0 105.0 6.0 15.0 و-ةةق 30.2 71.3 487.4 1991 Southern and Eastern 1970 35.0 23.7 39 3 148.0 148.0 23.3 61.9 139.9 Asia (n.e.s) 1990 78.6 88.4 253.0 420.0 150.4 41.6 362.9 554.9 1991 81.8 90.1 267.6 439.5 154.6 40.2 385.2 580.9 Developing countries 1970 1.0 0.3 0.7 1.0 in Europe 1990 0.3 1.1 7.4 8.8 3.7 2.4 17.7 28.8 1991 0.3 . 1.2 7.6 9.1 8.8 2.2 18.1 29.1 51 29 ؤإ ceania (n.e.s.) 1970 0.2 9.5 9.7 0.6© 5.9 3.6 ٩^ - 8.3 8.0 0.3 - 1990 1991 - 0.3 8.2 8.5 - 2.1 3.6 5.7 Subtotal: 1970 1 041.4 216.9 368.4 1 627.7 339 9 169.7 414.0 Developing countoes 1990 1 023.9 255.6 693.7 1 973.0 323.5 80.3 688.2 1 092.0 1991 1 070.3 254.0 724.2 2 048.5 329.5 75.4 714.6 1 119.5 World toutl 1970 1 110.0 330.0 1 165.0 2 606.0 1 101.0 302.0 1 127.0 2 530.0 1990 1 287.2 467.6 2 253.0 4 007.4 1 315.0 445.9 9 365.0 4 125.9 1991 1 333.5 457.1 2 329.8 4 120.4 1 355.4 441.5 2 449.5 4 245.4 Source: Compiled on the basis of data supplied to the United Nations Statistical Cffice (by reporting countries), the UNCTAD data banh and other specialized sources. a/ Including international cargoes loaded at ports of the Cr^rt Uahes and St. Lawrence River system for unloading at ports of b/ See annex I for the composition of groups. 79 Annex 111(a) 1 992 as at 31 December1992 )، ٢؟؛(in ؟؛ Total fleet Gil tankers Bul^ carriers General Container Other types carao с/ ships S92 29 162 132 61^99 340 81782 190 289 133 ©66 733 138 914 866 444 /إث World total Developed market- economy countries Ausbalia ^ 721 439 799 674 993 395 144 983 121 949 662 347 Austria 139 949 71 482 68 458 Belgium 257 791 3 893 5 897 248 991 Canada 1 997 ©69 139 669 56 538 199 385 8 949 891 446 Denmark 5 436 755 836 169 528 989 823 684 1 749 115 1 598 797 Finland 12©4 561 256 396 67 659 279 298 601^98 France 4 ©81 822 1 764 133 348 4©9 388 199 661 948 919 151 Germany 5 362 52© 88 334 497 216 1 515 944 2 331 919 939 916 581 22 939 ٦٦ 367 Gibraltar 492 667 318 789٦٦ Greece 25 758 473 19 875 289 11 622 356 1 376 558 416 388 1 467 882 Iceland 177 25© 146 39^11 146 893 Ireland 199 124 8 387 89 194 24 718 85 915 Israel 663 665 394 22 476 84 627 547 573 8 595 Italy 7 513 195 2 115 118 2 183 592 989 561 359 557 1 883 457 Japan 25 136 ©39 7 167 682 7 542 971 4 293 326 1 343 969 4 878 091 Luxembourg 1655 551 195 634 878 839 61 732 121 178 488 168 Ne^erlands 4 241 985 395 697 379 428 1 231 417 771 799 1 463 824 New Zealand 253 395 8© 486 12 775 41 562 118 572 Norway 22 254 825 9 219 777 6 256 129 2 119 746 149 941 4 518 241 Portugal 976 254 656 135 69 989 78 388 11974 169 677 Soutit Africa 336 655 1 279 445 219 469 124 489 Spain 2 644 ©5© 911746 463 356 355 289 73 819 839 858 Sweden 3 ©56 59© 691 199 298 973 1 927 637 31446 1 997 335 Switzerland 349 77© 311 534 17 579 29 666 Turkey 4 14© 425 827 949 2 261 473 829 963 22^849 United Kingdom 6 ©75 939 2 292 688 449 599 415 915 1 914 892 2 992 745 United States 16 ©58 456 6 986 122 994 981 2 993 966 2 827 421 3 246 866 Subtotal 14^ 286 2©5 46 442 678 36 283 799 18 331 728 12 759 989 28 469 919 ^len-regisbv countries Bahamas 2© 684 ©©« 9 81L891 4 578 179 3 311 431 843 114 2 139 393 Bermuda 3 339 955 2 958 123 199 479 115 695 59 412 916 336 Cypnrs 2© 5©1 ©62 4 676 685 19 849 199 3 624 368 617 192 733 798 Liberia 55 917 675 27 435 312 16 139 988 4 791 419 2 593 422 5 146 534 Panama 52 558 3©8 16 459 ©45 15 165 478 13 556 519 3 467 5^2 3 918 753 662481 12 854 724 ٦ Subtotal 15^ ©©] ©98 69 4^2 956 46 923 233 25 399 333 Centra] and Fastern Europe and fo™er USSR Albania 59 96© 57 598 1 462 Armenia Azerbaijan 637 232 197 125 85 949 355 967 Belarus Bulgaria 1 348 991 ^84 969 612 778 356 642 19 997 76 414 Czech Republic 237 777 153 229 84 557 159 598 266 845 247 87^ Estonia 679 909 5 594 •• Annex Ill(a) (continued) Total fleet Gil tankers Bulk carriers General Gomahrer ©ther types cargo с/ ships Hungary 92 005 17 252 74 753 ٨ ﺗﻣﻣﻣم4<ﻣﻬت^م Kyrgyzstan Latvia 1 ^06 565 532 655 414 363 259 547 Lithuania 668 471 16 699 111 607 261 208 278 957 Moldova Poland 3 111759 89 471 1 666 870 1 020 174 335 244 ^onta^ia 2 970 336 517 410 1082 470 1 131 453 15 160 223 843 Russian Pedoration 16 315 035 2 435 660 1 912 793 5 604 898 472 771 5 888 913 Tajikistan Turkrnenistan 191 191 Ukraine 5 227 894 79 695 1199 077 2 665 640 142 183 1 141 299 Pornrer USSR e/ 1104 957 391 667 269 077 144 300 10 702 289 211 Uzbekistan Subtot^ 33 660 182 4 550 0^6 7 184 742 12 167 471 659 913 9 098 020 Socialist countries of Asia Ghina 13 902 274 1 720 197 5 453 689 4 780 055 968 276 980 057 Uentocratic People’s Republic of Korea 601 785 112 824 84 418 358 990 45 553 Viet Nam 616 551 15 215 21 366 357 742 277 778 Subtotal 15 120 610 1 848 236 5 559 473 5 496 787 968 276 1 247 838 ©evelo^in£ counfiies of Africa Algeria 921 496 28 326 172 259 203 875 517 036 Angola 93 942 2 052 68 902 22 988 Benin 1 662 105 1557 Gameroon 34 833 24 120 10 713 Gape Verde 21 723 445 16 817 4 461 Gomoros 1 897 1 304 593 Gongo 9 093 9 093 Gbte d’Ivoire 75 231 300 60 406 14 525 Djibouti 3 642 1 882 1 760 Egypt 1172 118 165 910 343 079 487 152 175 977 115 412 6 6؟Equatorial Guinea 27 Ethiopia 69 585 3 809 64 730 1 046 Gabon 25 171 652 21 055 3 464 Gambia 2 720 2 720 Ghana 135 088 62 779 71344 Guinea 5 426 808 4 618 Guhtea-Bissau 4 225 952 3 273 Ken^a 14 232 4 224 10 008 Libyan Arab Jamahiriya 720 75^ 580 913 76 654 63 185 Madagascar 45 404 8 863 24 857 11 684 Malawi Mauritania 42 881 2 911 39 970 Mauritius 121 592 74 411 31937 15 244 Morocco 479 355 13 954 92 339 87 023 4 608 281 431 333 25 967 12 88؟ Mozambique 39 185 Nigeria 517 994 234 191 204 753 79 050 St. Helena Sao Tome and Principe 2 584 1 591 993 Annex Ill(a) (continued) Total Beet Gil tankers Bulk carriers General Container ©ther té^es ships Senegal 57 986 13 852 44 134 Seychelles 4 465 2 973 1 492 Sierra Leone 25 569 799 1 488 23 282 Somalia 17 340 9 582 7 758 Sudan 45 445 832 42 653 1 960 Togo 12 191 11 118 1073 733 168 6^4 47 230 37 030 27 م7كTunisia »«7 Uganda •• United Republic of Tanzania 40 990 3 383 30 399 7 ^08 Zaire 28 624 13 980 14 644 Subtotal 5 081 397 1 077 533 719 318 1 637 473 4 608 1 642 465 Develoning countries of America Anguilla 5 304 3 634 1 670 Antigua and Rarbuda 803 575 5 490 39 244 563 434 144 378 51029 Argentina 896 755 217 022 61 419 334 023 55 512 778 779 Barbados 50 516 44 466 1921 4 129 Belize 37 459 4 051 24 546 8 862 Bolivia 9 610 9 610 Brazil 5 406 153 1 972 415 2 431 699 430 312 146 898 424 829 Cayman Llands 363 492 30 672 64 432 177 ООО 91388 Chde 582 796 4 167 278 908 78 182 221 539 Colonrbia 250 489 5 697 62 565 161 052 21 175 Costa ^ica 7 884 873 7 011 341 400 427 173 928 ٩»Cuba 671 679 66 983 Dominica 1992 1758 234 Dominican Republic 12 468 674 9 153 2 641 Bcuador 347 964 112 489 22 010 171 238 42 227 El Salvador 1 836 1 836 Falkland Islands f/ 13 904 506 13 398 Grenada 1 0^1 923 108 Guatemala 1 797 1 797 Guyana 16 937 125 6 388 10 424 Haiti 916 199 717 Honduras 1 048 574 144 627 80 136 671 029 10 229 142 553 Jamaica 11 196 1 887 2 496 5 235 1 578 Mexico 1 115 496 474 354 54 439 586 703 Montsenat 711 711 Nicaragua 3 784 498 3 286 Paraguay 32 818 13 785 19 033 Peru 431 673 131 394 63 832 84 806 151 641 St. Kitts and Nevis 300 300 St. Lucia 1 891 1 534 357 St. Vincent 4 7^8 436 834 282 1 83^ 213 1 633 115 126 456 301 370 Suriname 13 175 1 800 7 215 1 343 2 817 Trinidad and Tobago 24 442 8 694 15 748 Turks and Caicos Islands 3 798 853 1 155 1790 Uruguay 127 059 46 227 3 473 41 452 35 907 393 ٦٣ Venezuela 870 346 454 922 112 081 165 451 499 Virgin Islands British 7 393 734 3 181 3 478 Subtotal 17 905 649 4 555 331 5 082 376 5 029 800 526 767 2 711 375 Annex III(a~) (continued) Total fleet Oil tankers Bulk carriers General Container Other types cargo с/ ships Developins countries of Asia Bahrain 137 774 1 841 29 526 28 148 Bangladesh 499 366 51 965 319 283 39 918 Brunei Darussalam 364 635 239 1 855 362 541 Cambodia Hong Kong 7 311357 915 719 4 927 239 424 836 787 268 256 394 695 659 144 981 875 911 2 4س 9ل India 6 562 628 29 Indonesia 2 368 985 584 826 163 817 1 952 683 82 755 484 994 Iran, Islamic Rep. of 4 572 178 2 942 526 1 946 591 418 398 164 843 Iraq 919 891 719 563 79 587 129 741 Iordan 61 266 59 499 9 888 888 KuN^ait ^ 259 779 1 795 979 ^15 944 85 594 252 262 Lebanon 292 627 1 536 55 129 226 613 2 912 6 446 Malaysia 2 949 935 256 396 441 964 429 559 321 473 691 533 Maldives 51 884 5 644 11391 31 189 3 759 Myanmar 947 299 2 481 518 995 366 451 24 415 34 858 ©man 29 424 13 328 7 996 ?a^stan 389 242 59 445 16 639 291 179 21 979 Philippines 8 479 115 389 889 6 914 929 1 642 399 99 172 333 734 Qatar 392 724 124 964 132 964 118 128 17 568 Republic of Korea 7 419 411 612 182 3 835 649 1 934 468 1 126 577 891 544 Saudi Arabia 1 924 399 261 631 489 645 67 199 214 915 Singa^ire 9 912 252 4 181 619 2 596 859 1 468 144 1 23^ 148 433 482 Sri Lanka 284 516 74 322 92 979 197 612 9 693 Syrian Arab Republic 143 819 23 522 119 218 1979 Thailand 918 138 172 274 67 126 513 611 75 559 89 568 United Arab Bmirates 884 434 457 449 51 552 125 983 179 269 89 999 ¥emen 16 924 1 886 3 993 11 135 Subtotal 58 149 894 15 574 853 22 774 249 19 558 163 4 213 896 5 928 643 counbies ؛؛Developin of Burope Croatia 219 832 7 149 29 349 71 433 35 219 67 691 Malta 11 998 539 3 985 582 5 187 348 2 126 935 244 898 364 766 Slovenia 2 319 2 943 Yugoslavia 2 529 276 2 529 Subtotal 11 224 219 3 992 731 5 216 688 2 197 744 289 927 437 929 counbies ؛؛Developin of Oceania Fiji 63 827 4 449 42 692 Kiribati 4 829 4 798 121 Nauru 5 374 4 4^6 948 Papua New Guinea 46 226 2 995 33 445 9 876 Solomon Islands 7 739 3 249 4 499 Tonga 19 666 7 119 3 556 Tuvalu 12 336 1 943 11 293 Yanuatu 2 964 392 184 496 1 949 529 624 757 26 391 188 399 Western Samoa 6 253 4 339 1 914 Subtotal 2 221 642 191 751 1 949 529 725 769 ^6 391 237 391 Developing TOTAL 94 582 792 24 492 199 34 833 169 29 148 949 5 951 599 19 956 804 Other unallocated 6 216 297 968 455 2 594 882 328 333 2 241 593 172 944 Annex 111(b) Merchant fleets of the world by flag of reàstration. а/ groups of countries and types of ships Ы as at 31 December 1992 (in dwt) Total fleet Gil tankers Bulk cafiiers General Gontainer Gther types /ع cargo World total d/ 694 690 623 263 333 748 239 972 602 !04 933 2SI 32 408 377 54 042 645 Developed market- economy countries Australia 3 952 018 1 336 918 1 667 444 170 924 130 846 645 886 Austria 226 142 122 494 103 648 -- Belgium 220 232 3 253 6 961 210 018 Câxioô-Si 686 081 201 736 93 807 88 602 7 011 294 9^5 Denmark ? 306 6?3 1 678 559 993 966 978 385 1 961 812 1 693 951 Finland 1082 581 429 339 106 101 ^84 123 263 018 Prance 5 744 903 3 453 682 602 750 438 432 720 477 529 562 Germany 6 554 199 168 257 816 091 1 972 952 2 876 435 7^0 464 Gibraltar 859 252 598 739 126 950 107 508 -- 26 055 Greece 47 712 282 21 871 686 21 866 883 2 134 295 527 582 1311836 Iceland 110 928 201 49 103 61 624 Ireland 216 658 14 218 122 090 28 281 52 069 Israel 825 235 785 35 570 117 732 666 667 4 481 Italy 10 569 903 3 664 734 3 978 634 1 022 098 371 ^52 1 533 085 J^psil 37 455 406 13 017 422 14 237 017 5 324 248 1292 532 3 584 187 L^embourg 2 659 491 174 5^9 1 629 464 64 262 139 256 651 970 Netherlands 5 236 820 621 384 625 217 1 765 462 756 674 1 468 083 New Zealand 280 364 125 395 20 118 63 831 71 020 Norway 37 485 315 18 456 604 11 338 119 2 4^8 826 184 914 5 076 852 Portugal 1 639 846 1 246 533 113 420 126 835 18 172 134 886 South Africa 281 634 1 187 198 602 81845 Spain 3 918 840 1 791 397 848 999 566 409 99 042 612 993 Sweden 3 305 593 1 218 609 358 512 987 408 34 680 706 384 Switzerland 606 736 545 403 26 862 34 471 Turkey 6 944 723 1 526 570 4 018 845 1 271 168 128 140 United Kingdom 7 637 405 4 002 764 741 664 511 567 975 874 1 405 536 United States 23 073 869 14 140 885 1 818 685 1 876 703 2 815 405 2 422 191 Subtotal 216 593 129 89 745 396 66 706 153 22 610 434 !3 805 614 23 725 53^ Open-resistrv counfiies Bahamas 33 837 183 18 793 335 8 152 689 4 559 895 858 035 1 473 229 Bemtuda 5 493 736 4 084 443 343 563 140 039 44 991 880 700 Gyprus 36 188 355 9 179 771 19 857 856 5 505 146 766 479 879 103 Liberia 98 369 597 53 594 364 30 387 966 5 321 084 2 739 565 6 326 618 Panama 83 338 991 31 091 108 27 270 272 16 403 192 3 849 372 4 725 047 Subtotal 257 227 862 116 743 021 86 012 346 31 929 356 8 258 44^ 14 284 697 Genfial and Pastern Риторе and former USS^ Albania 80 954 80 954 Armenia Azerbaijan 489 691 255 910 95 339 138 442 Belarus Bulgaria 1 954 004 459 384 967 885 453 036 18 282 55 417 Gzech Republic 367 813 252 459 115 354 Pstonia 701 182 9 639 259 695 315 046 116 802 7-8 757 Hungary 132 974 104^17 •• 84 Annex Ill(b) (continued) Total Beet Gil tankers Bulk carriers General Container Other types cargo с/ ships Georgia Kazakhstan Kyrg}?zstan Latvia 1 355 46© 8©3 476 4©1 6©1 15© 383 ©18 ©17 946 278 212 ©16 ©18 24 ةل Lithuania 6335 Moldova Poland 4^63 899 156 312 2 7^6 ©9© 1 178 799 2©2 698 Romania 4 3^9 ©38 9©© 633 1 778 98^ 1 491 884 16 87© 14© 668 Russian federation 17^35 762 3 8©© 488 3 ©38 ©84 6 455 567 487 316 3 454 3©7 Tajikistan Turkmenistan Ukraine 6 176 656 118 7©7 2 ©26 125 3 272 ^17 134 114 625 493 PormerUSSR^ 1 314 984 581 9©6 427 752 136 ©54 1© 6©© 158 672 Uzbekistan Subtotal 39 ©35 9^5 7 11© 635 11666 ©42 14 379 ©14 667 182 5 2)3 ©62 Soeiahst eountoes of Asia Chma 2© 693 584 2 751 679 9 197 783 6 542 957 125© 594 95© 571 Demoeratic People’s Republic of Korea 954 126 229 288 134 ©62 557 941 32 835 Viet Nam 954 785 28 565 36 ©14 552 156 338 ©5© Subtotal 22 6©2 495 3 ©©9 532 9 367 859 7 653 ©54 125© 594 1 321 456 Developing counnies ofAfriea Algeria 1 ©93 363 46 41© 288 145 296 577 462 231 Angola 123 479 2 286 1©8 527 12 666 Benin 21© 21© 288 ج Gameroon 39 797 33 5©9 Gape Verde 3© 921 562 28 584 1 775 Comoros 2 959 2 295 664 Congo 1© 892 1© 892 Cbte d’fvoire 1©©3©6 15© 86 634 13 522 Djibouti 4 ©9© 3 74© 35© Egypt 1644 761 288 55© 565 499 677 341 113 371 Equatorial Guinea 6 699 6 699 Ethiopia 84 326 5 818 78 336 172 Gabon 3© 186 742 27 312 2 132 Gambia 2 ©29 2 ©29 Ghana 132 ©23 1 167 82 488 48 368 Guinea 1 749 285 1 464 Guinea-Bissau 1 846 54© 1 3©6 Kenya 14 ©55 6 412 7 643 Libyan Arab famahiriya 1216 782 1 ©92 537 94 888 29 357 Madagascar 5© 635 13 859 31 193 5 583 Malatvi Mauritania 24 734 4 57© 2© 164 Mauritius 175 158 127 232 39 349 8 577 Morocco 6©3 345 24 826 162 91© 125 95© 1©©71 279 588 Mozambique 32 ©51 1 62© 22 1©3 8 328 Nigeria 751 686 456 644 249 854 45 188 St. Helena Sao Tome and Principe 2^77 1285 992 Annex Ill(b) (continued) Total fleet Oil tanlcers Bui^ carriers Genera] Container Other types cargo с/ ships Senegal 39 585 18 849 29 736 Seychelles 3 33? 2 441 896 Sierra Leone 18 384 1 835 2 456 14 993 Somalia 18 496 12 695 5 891 Sudan 6^244 1 222 69 198 824 Togo 29 633 29 553 89 Tunisia 443 449 47 299 58 572 61 824 275 844 Uganda .. United Republic of 4 162 Tanzania 49 519 5 911 39 446 Zaire 31 192 15 949 15 243 Subtotal 6 86? 189 1 997 751 1 292 358 2^36 479 19 971 1 429 539 Developing counbies of America Anguilla 6 145 6 951 ubuda 1 281 375 13 688 67 622 995 992 292 885 91278؛Antigua and B Argentina 1 297 713 359 865 194 989 486 931 75 319 189 618 Barbados 89 392 76 219 4 918 65 Belize 57 769 7 925 42 969 8 684 Bolivia 15 765 15 765 Brazil 9 977 853 3 586 936 4 259 166 543 936 181 793 515 922 Cayman Islands 485 129 52 929 197 362 247 337 77 591 Chile 818 775 6 254 521 786 97^67 193 468 Colombia 378 867 9 681 129 882 222 572 16 732 Costa Rica 2 895 688 2 297 Cuba 97 557 49 888 549 543 166 668 Dominica 2 833 2 833 .. Dominican Republic 11 258 1 635 9 251 372 Ecuador 483 551 291 592 37 531 216 769 27 749 El Salvador 856 7 639 486 8 /ئ Falkland Islands Grenada 1383 1 383 Guatemala 353 353 Guyana 13 599 5 781 Haiti 429 259 179 Honduras 1 595 126 252 646 136 274 1 196 296 11625 88 375 Jamaica 16 297 3 292 4 449 8 475 Mexico 1 595 419 797 429 63 417 644 564 Montse«at 1916 1 916 Nicaragua 1 483 1 175 398 Paraguay 34 279 17 936 16 334 Peru 513 396 231 697 193 814 128 139 49 755 St. ^tts and Nevis 559 559 St. Lucia 2 979 2 979 St. Yincent 7 677 797 1584 599 3 299 763 2 429 473 151 934 311937 Suriname 15 721 3 935 19 145 1 771 779 Tinidad and Tobago 16 295 8 627 7 668 Tmks and Caicos Islands 2 792 1391 1 157 244 Uruguay 171 189 93 297 3 891 49 519 24 482 Yenezuela 1 274 364 769 837 189 698 249 293 1 189 82 536 Yirgin Islands British 5 237 1 263 3 371 693 Subtotal 27 639 861 8 133 669 8 913 125 7 377 765 675 198 2 531 194 Annex 111(b) (continued) Total Beet Oil tankers Bnlk carriers Oeneral Container Other types ships Developing countries of Asia Bahrain 179 795 136 481 352 ©2 21 577 Bangladesh 551 795 447 336 19 481 Brunei Darussalanr 359 798 279 2 578 347 948 Cambodia ب26923 ة Hong Kong 12 353 796 1 797 539 9 ©37 859 517 467* 821©6 India 19 574 548 3 532 734 4 979 381 1 373 683 688 ©75 Indonesia 3 172 484 98© 195 245 243 1 549 821 5©36©1 291©1© Iran, Islamic Rep. of 8 359 694 5 874 294 1 756 592 569 157 651159 Iraq 1 567 484 1 351 798 1©3 251 525112 Iordan 113 557 16 271 26© ةKuwait 3 834 959 3 179 363 311 4©5 91 461 83 ^banon 451 596 2 431 92 561 346 854 3©3© 6©63 Malaysia 2 959 799 434 321 797 554 657 918 386 511 486683 Maldives 81 594 11 678 19 536 46 616 7643 31915 آ Myanmar 1 335 957 4 483 919 317 363 945 2925 Oman 19 912 7 444 12212 411764 تPakistan 549 797 91 137 3468 Philippines 733 837 87©64519 2 168 633 127 642 57©181 Qatar 234 788 297 679 127 151 97415 Republic of ^orea 11 516 246 1 291 833 9836816 1 262 553 336 755 424731 Saudi Arabia 1 399 271 434 419 678 168 215©4© Singa^ire 7 613 521 6148974 1732 579 5758©1 Sri I^tka 446 231 131 532 225189 1^9 238 Syrian Arab Republic 234 677 37937 197 397 ThaBand 1 393 819 315 379 482113 797 999 !©4 361 63 5©7 United Arab Emirates 1 417 265 826 753 74788 191 582 217 9©8 92 275 Yemen 13 653 3 185 4 784 5 684 Subtotal 93 267 699 28 839 779 53712649 14 231 586 4 862 328 4 796 799 Developing countoes of Europe Croatia 225175 87919 59 399 872194 36 935 22 999 457 359 541 256 524215 ا 775 116 325؛M a lta 694 Slovenia 967 234 733 Yugoslavia 914 373 476 293 ة 32963 ر 174 167 795195 ا Subtotal 38986918 Developing countries of Oceania 3496 47 415 12 987 Knbati 3 989 Nauru 5 791 199 4 325 34 ق Papua New Guinea 1 594 Solomon Islands 3 186 1799 13 749 11 943 2 697 Tuvalu 16 995 599 15 415 Yanuatu 976 226 367599 1 894 643 594 946 42©32 277 896 Western Samoa 6 591 6 966 419 315 ث Subtotal 236 999 378453 1 894 643 796 442 9432 ؛ 947Developing TOTAL 149 863 947Developing 45 954 ; 624 426 27 872 89361 925873 863 149 933 69 529 ٩٩٩ 488■ 599 ؛Other 1 679:155 776؛Other unallocated 368؛368 679:155 1 Annex III Notes Source: Lloyd's Register of Shipping - Statistical Tables, 1992 (London) and supplementary data regarding the Great Lakes Ileets of the United States and Canada and the United States ^eserye Fleet. a/ The designations employed and the prosentation of material in this tahle re^r to flags of registration and do not imply the expression of any opinion by the Secretariat of the United Nations concerning the legal status of any country or territory, or of its authorities, or concerning the delimitation of its frontiers. b/ Ships of 100 grt and oyer, excluding the Great Lakes fleets of the United States and Canada and the United States ^eserye Fleet. .Including passenger/cargo ﻣﻊ d/ Excluding estimates of the United States ^eserye Fleet and the United States and Canadian Great Lakes fleets, which amounted to respectiyely 2.8 million grt (3.7 million dwt), LI million grt (2.0 million dwt) and .(million g« (2.2 million dwt و.1 .(All Republics of the former USSR which haye not established new shipping registers (see box 1 ﻣﺞ f/ A dispute exists between the Goyernments of Argentina and the U^ Northern Ireland concerning soyereignty oyer the Falkland Islands (Malyinas). Annex IV Major flows of selected bulk commodities This annex reviews trade of selected commodities for the most recent years available in the UNCTAD Data Bank. be the ٠، total trade and in most cases maritime transportation can be assumed ٠٢ / The tonnage volumes are :compile the trade matrices is ٠؛ dominant mode. The methodology used looking at total expo!^ for ?؛Major ex^rters were identified b • .ears?؛ data bank for the latest fiye Any country whose exports to the world exceeded a certain "floor" value (see table l»low) in any of the years was considered to be a candidate. • From this list the top ten or so reporters were retained. Major reporting importers of each commodity were then identified and the trading partners of the top three or four were used to identify any major traders that may not have been selecjed by the above procedure. Inverted trade was used ro flll any nomreported gaps in the exporters rters, e.g. the ^rm er USSR and the South African Uustoms Union, as well as for countries«؛known non-re that do not report quantity (Germany) or do not give a full bilateral breakdown (the Netherlands, Saudi Arabia). Tables were produced for each commodity with a cut-off applied to each individual cell that would produce between 2 and 4 pages of statistical data. This means that an empty cell does not necessarily indicate that there was no trade, but that the value did not reach the cut-off. Commoditv Floor value (tonnes) Cut-eff (tennes) Bauxite 500 ООО 50 000 Wheat 1 000 000 250 000 Coal 2 000 ООО 500 000 Fhosphates !ООО(» 50 000 Iron ore 1 000 000 250 ООО ^aw sugar 100 000 30 ООО Wood ?50 ООО 50 ООО Crude petroleum 30 000 000 2 000 000 Note: Because of the breakdown of existing statistical records, data for Germany ha .ratic Republic؛»separately under Federal Republic of Germany and German Dem Also, in some tables destinations are specified as "special". This term covers free zones, ship stores and cases where countries do not report origins or destinations. 90 ﻟﻪ ١٥ ٠٥٠١٠ ٧١ ٣٦٣■ VO■ات invo г- СМ ﻳﺎه § ا اﻟﻬﺻﻣﺢ©ﺻﻬﻬﺎﻟﻬﺎ ﻣﻣﺢ 0 اص ٣^ 0 ﻫﺎ ٨، ﻣﺤﻞ0، ﻣﺤﺤﻢ 0\ ﻣﻢ ﻟﻪ ON ١٥ CMO 0 ﻫﺄ 0 ﻣﻬﺄ ه04 ا ﻫﺎﻫﺄ 0 ام 0 ١٥١٥ ٩ ٦ دﻫﺈ٣١ ﻣﺢ 00\ ﻣﺢ ^ﻣال( O^ITN ٠١ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٦ ٩ ٦ ٣٣ ٧١< ١٥^ ﻳم ١٠ -م 1Л ٠١ 1Л ص 0ا00 ١٥ ٠١ ١٥ﻫﺎ-/ ٠١ 1Л1Л1Л miA c \j1Л1Л1Л 0 ﻳم ٢-ح٠١٣١ ﻟﻪ 1Л 1Л о 1Л VO VO ٣٦٣٦ 1Л -م ٣٦ ءت ٣• со со ج ج ﻟﻪ fO ه ع٣٦ ٩٦ 40 ﻟﻪ ٣ ٠١ ٠١ ﻟﻪ ا ا ١٥ ﺣم|ﻟﻪ ١٥ ٧١٠١ о CON 1 ااا 0ﻣﺢ 7 ٠١١٥١٥ о ٠١ •ﻟت ٠١ 00• ٣ ٥ ١ ٠^٢ !со ١٥ ٢٠٠ ١٥ CvJ ٨١٥، ﻣﻢ ООО о 1- CM ٣٦٣٦ ي ١٥ ٣ о 00 ١٥ CM 00 ١٥ 00 ٢- )«ﻟﻪ ١ ٠ ٣ ٢٠٠ ﻫﺎ ﻫﺎ ٣■ Г“ 40 о ٨، ٨، ٣٣ ﻫﺎدﻟﻪ .، .، ٩٦٩٦٩٩٩٩ ٩٩٦٩ ﻟﻪ 00 ٣ ص ﻟﻪ ﻟﻪ ﻳم>ﻣﺢ ٠١٣ ﻣﺣﻣﺣﻣﻣﺣﺑﻧﺑن©ﻟﻪ ٧٦١٥٧٦١٥ م ي ي ص ي COCON ٨، ٣ ٣ ٣٦ ﻟﻪ ﺻﺠﺺ1 ﻫﺼﺠﻬﺎن ٦ ٠٧^١٥ ٦ ٠٧^١٥ ٣٦ CM ٣ ٣ ١٥ ه ٣٠ ﻟﻪ ٥ ٣ ﻟﻪ ﻣﺣﻣﺣﺻﻠﻪ^ﻣﺢ ٠١^٣ ﻟﻪ ٠٠ ٠٠ ،٠ ٠٠ ٠٠ ٣٣ ٣ ٨٣، о ٠١ ٠١ ٧٦ ٧٦ 00 ٧١١٥ ﺳﻪ4 ﻟﻬﻤﺤﻤﻢ ﻩ ﻟﻪ ١٥^٠١ ٧٦ ا ي ﻟﻬﻤﻬﺎﺑﻨﻤﻪ4 ه ٠^٠١٠١ о ١٥م ١٥ ي ٧٦^^)« ٣ о م ﻳم ٧١ ٣ ﻟﻪ٣٦ ﻳﻢ٧٦ ﻣﻠﻬﻤﺢص١ى о со о о о ﻟﻪ ٣٦ ٠ ٢٠^ ﻣﺖ ﻫﺎ و ٩٦٩٦٩٩٩ ٩٦٩٦ о ٧٦ ي ٧٦ ﻟﻬﺻﺑﻧﻠﻬد ١٥ و о ﺻﺈ ص٠١ ٠١© 00 رم 0 0 ﻳم ٧٦ CM ٠١ о сл ص ﻟﻪ о ٣٦ ﻟﻪ ﺟﺟﻪ4 اﻣﻬﺎ ٣١٣ ٧١^١ ٠ ٠ ١٥ ٥١٥ ( © ٠ ﻟﻪ ص ٧١ ٣٦ ﻟﻪ ٣ ١٥ ي ٣ ٧١١- ■د ١٥ ٣٦ ٢- 00 ٣ ﻟﻪ ١٥ ﻟﻪ ٨ ٥١ со ٥١ о ш ٦٦ ي ﻟﻪ )ﺑم 0 ﻣﺻﻳﻣﻠﻪ о ٣٦ ٦« ح ٠١ و ١٥ ١٥ ١٥ ١٥ о ٨[ ﻟﻪ ﻟﻪ ء ٨ ، ТЗ ٥١٠١ ٣ ٥ ١ ﻳﻤﻤﻠﻬﺒﻦ о ءت ٣١ ٣٦ ءن ٨٠١١٥، ٠١ ﻟﻪ ﻳم-ﻟﻬﺎ ﻟﻪ ٣٦ ٣١ ٧١ с о ٩٩ ٩٦٦٩٦٩ со ٩٦ ١٥٠١ ٩٦ ٦٩٩ 1ЛО00С0СЛ40 00 ٦٦٩ ١٥ сл ﻳﻢ ٧٦ ١- ■د CM 04 0 ص ١٥ ﻫﺎ ٨، ٧٦٣٦ ٣١ о 00 ﻳم -م 0 0 4 ﻫﺎ 0 ﻳم о ٠١ ح ٧١ о о ﺣﻤﻪ4 ﻫﺎﻳﻤﻴﻤﻬﺎ ٠-٧١ 1ЛО ص ٠١ ١٥ ٨، ٠١ ﻟﻬﻤﺤﻤﺢ١٥ ﺻﻤﺤﻢ ﻟﻪ ٠١٠١، ٧٦ ﻟﻪءﻟﻪ ٣ ٠١^١٥ ٣ ص ﻟﻪ со соﻩ ﻣﺣﻣﺢ 0 0ء - دﺗﻬﺎ 0 ٧١ ٠ ٨، ١٥ ر خ ءت со ﻟﻪ ١٥ ^ о و م ه ٠١ ا ٥ ١ ٣ ١ ٠ ﻫﺎﻳﻣﻪ4 وﻣﻬﺎم 0 ٣٦ о ٣١ ١٥ ءن ٣١ со ي ﻳﻣﺑﻧﻠﻪاص٥ 00 ٧٦ 00 م ٩٩٣٦٦٦٩ ٠١ ^د د со ١— ٨، ٦٩ ٣اد٨اوم٨١٥ ^ ﻟﻪ ^ ﻟﻬﻠﻬﻠﻬﺢ ٣ ١ ﻫﺢ ٣١ ه ١٥ о ي ٣٦ د ﻳ م ﻟﻬﻣﺣﻠﻬﺻ و ﻟﻪ ء СУ\ со ٧٦ ٣ و ١٥ о ٣١١٥ ٨، ٣١ CM د ^0 ﻟﻬﺪﻣﻬﺎ CMOJO 2 ﻟﻪ ٣ ﻫﺎ م ^د М،Л 1-г-т-С ٣٦^ ﻟﻪ 00 ٥١ 00 ﻟﻪ I- ٩ ٠٦ ص : (Л ه - го ٠* -ГО Li ع со го ГО с ﻡ س го гогого го гоت-4 го ٠٠ — ٧٦ с ء ﺝ Ш— و n — ج ظ Ф ٠١ ح ф о о ٠ ■»> го•— © ء ٠٦ ﻟب .ء ح о ГО со ф ٦ ا Ф ГО ٠١ го ﻟﻪ ت ءح ф ٠١ го— د+ CO üг о ^ © ф ÜTO ٠■+د N ٠٠٠ ت رح© د N с ■о ﻗﺔح.ة ﺩﻕ ٠ го ф_ ء.с Ф r o o e — го>ه— ■< ф го ٠ ф ﻟﻪ СО Ф ГО ،го го "О — ■D 0 < اا СФС : 0؛ го ح ٠١ — ٠> го — ф ت Е ٤٠ ؤ .ф ■D го о ط — ٠١с؛ _ .، ШФ^ со 0 0 م. го ф ^ ф ф ء СО Ф N ؤ > هro ه го ф о تфф с 4- ع го ٤٠ ﻟﻲ Оф Ü-о IL — ى . ا 0 س > го < о :ll-Li —-о رد(О <0 со со ء، — о о о 91 ٢٥ ﻳﻢ ١ » ﻳﻢ ١٥■ ■ ٣١ ! ООО ذ ا1Л 01 ل0 ا ل\ء -آ 0 ﺣ م -م 0 ا ﻣﺄ 0 -ا ﻳﻢ ٢٠ ﻳﻢ ٠١-ا ﻟﻪ ﻟﻪ ١٥ ٠١ ٠ ONT“ 1Л 40 ﻟ م00 " ءN 04 ﻫﻣﺢ٣١ « ١٥ ٣٦ ١٥ ٣ ٣١٣ ОГ- 1Л < 0 r - 0 0 \ 0 j v û го о о ٠٠ ٠٠ ٠٠ ٠٠ ٠٠ ٠٠٠، ٠ ٠٠٠ ٣٣ ﻳﻢ ٣١ ﺀي —1 ١٥٥١ ٣١٧١ \IT\1—ONOOh- г- \Г ^^٠١ 0 ﻣﺢ ٣١ ٧١ ﻟﻪ гоо 00 ﻟﻪ ٧١ VO ٠ V0<^0^ «ОГ'-Г^Г'-ООГО ٣١ ﻟﻪ و ﻫﺎ coinovvo^-oo о ٣ﻣﺢ٣١ ٠١ ٠١ ٣ ﻟﻪ ١٥ ١٥٥١٥ ! ٥١١٥ § 01 ح « ٠١ ! 11 و ﻟﻪ 1^ ! و ا 0 م 0 ﻣﻬﺎ 0 ﻣﻠﻬﻴﻢ ﺣﺤﻮ о ٠١ ٠١ و ﻫﺎ о ٨١٥٣١، ١٥ ^» ٠١ » ﻳﻤﻬﺎ 0 ﺣﻤﺎﻣﻬﺎﻫﺎ ٣^٣ ٠١ « و ﻟﻪ ٢٠٣ ﻫﺎ 0 ﻟﻪ ه ٣١ ٣١ ٨، ٣١ » ه ٠٠ » ٠٠ ٠٠ ٠٠ ٠٠ ٠٠ ٠٠ ٠٠ ٠ ٠• ٩ ٩ ٠٠ ٠٠ ٠٠ ٠٠ ،■، ﻣ م« ﻣ م >٠م، ﻣﻌ م ٨٣٠١٥٣،«و ﻫﺎ ﻟﻪ ٣ ص ٢٥ ٥٣ ١ ﻟﻪ ﻟﻪ ﺣﺴﻤﺎﻫﻠﻪم١ ى ٠١ ﻳﻢ ٠١ ﻟﻪ ٨، ١٥ ﻳم^ »ه о -ا ٥١٠١٧١٢٥٧١ و ﻟﻪ » ﻣﻌﻴﻢ » ﻟﻬﻬﺎ ٢٣ ﻟﻪ ﻟﻪ ٣ ٨٣١، ٣ « ﻫﺎ - ا ﻳﻤﻴﻤﻴﻢ 0 ﻟﻬﻠﻪ о ٠١ ٥١ ي I > ى ﻟﻪ ٠١١٥ о• ٠ * ٥١ ذ اا » ﻟﻪ ﻟﻪ ГО ٣٠ о ﻟﻪ ٠١ ه о ١٥ 1Л ٠١۴٠ со CO CO roo د و٠١ ﻟﻪ م ﻫﺎ م ٠١ ص ١٥ о ٩ 1Л ١٥ ,>ﻣﻣﺢ о• ٠٠٠ ﻟﻪ ٣ ٨، ٩ ٩ ٩ ١ ﻟﻤﻪ ^ ﺑﺎ ١٩ ٩ ٠• с e с ٢ ٠٠ - ٠ ٥ ٥ ٢ ١٥ ﻟﻪ ٥١٢٧١ ﻟﻪ ﻉ هه ﺻﻠﻪ4 ﻫﻣﺣﻬﻠﻬﻣﺢ о ٧١، ١٥ ٠١ ء ﻟﻪ о о ﻟﻪ ﻫﺎﻫﻬﻤﺤﻤﺤﺼﻪ4 ﻟﻪ ٠ го ﻟﻪ ٨، ٣ ١٥،٨ • ٣^٣ ٥ ١ ٣ ٠ ٨ ٤ со ٠١ ص ٥١ со د тз ١٥٠١٠١ ! ﺛﻣﻪ ،ص ٢٥٣٠ ذ ، ٠ ٠ ذ م( ص 1 ٨، см л ﻟﻪ о ١٥ со ي ١٥ го ٣٠ وآ ص ص ﻟﻪ ﻟﻪ 1Л ٣ ٠ О٢ ٣١ص ^ ﻟﻪ ٨، ОоОт" ٧١٠١٢٥٧١٣٠ ”٣٠٢ с ^ ٥ ١ ٨،ГО о ٢٠ ١٥ ٨، ٣١ و ٦ ٩ ٩٦٩٦٩٩٦١٩٩٩ ٠٠٠ \1Л 0\ir\Q ٣ ٨، ٣١ CJN ٢٥ ١٥ ٢٥٧١ ١٥ о ٧١٠١ ١٥ ٢٥ ﻟﻪ 00 “ﻣﺢ ا 1Л 1Л ٣٠ ٠١ ٨٠١، ٠١« ﻫﺎﻟﻪ ﻟﻬﻴﻤﻬﺤﻤﻤﻤﺤﻬﺎ م©و زه و ءت ٣ ص00 ٥١ а о، ٢٠ ٣١ ٠١ 1 ﻳﻤﻪص »٧١ 0 ﻟﻪا 1 1« 0 0 ﻟﻪ I ص ﻟﻪ ٠١ ه١ دم ،о ٠١^١٥ ١٥١٥»»وه » ٣ ١٥« ي \ ﺣم00 *ﻳﻣﻣ م٠١ ^ ٨ه ا ﻟﻪ ٣١ ٢٥ ﻳم٣٠ ٣٠٠١ •د ﻟﻪ « о ﻟﻪ » ﻫﺎ4 م ٠١© ٠ ب ٠٠ ،« ﻳﻢ »ه ٠١ ﻳﻢ ٠١ ص٨، ﻳﻣﻪ ٧١١٠٢٥ o о ،0 00> ٣ ه ﻟﻪ ٣ ^» ه ٨، ٣١ ١٥« ١٥١٥٧١ oo ٣٠ ٣٠ со ١٥٠١ ٣٣١ ٣ ﻟﻪ ٣ ع ٠١ ١—٢٥ ■ون со ٠١ ص ﻟﻪ Ü -ا ح د со сс (Л > <л أ и . ■о со ه ء م со со (/)СО ٠، ٥ — ءء ^ тз ة А со - со) ﺗﺂ،> о ا >م о со 0 'ح с с со ш — с < со с с © ١§ 0> ى ت 0< د+ а> (А С ■о*ососо с о е ﺣﺤﻢ ،ده— со ٥ ü coco ? с ت o* ш сс C C O — S > со ٦٠ со "D 'à © ﻟﻪ N©©CO > с ﻟﻲ со ﺀﺣﻢ < ه ﺀ < م)ود £٦٥ << — со го ٠٢ О) CO о!с ط Е©СО с со £ﻣﻣﺛﻣﺢ ٠^٥٥ а> ﻟﻲ — СПЕС о с о ^ с с о о с с с о — со ﺀ ا— م،0 ﻣﺤﻪ> ﻟﺐ с ص с ،_ со ٥ د U. Z ﺣﺎ Ü и- о — со (0 • آل> : د с о. со—ئ о о Ü. Ü. :— —оص ٠— ه 00 ٥ ٣١ ٨،ONمم ٢٠ ١٥ ١٥ ءت 00 ^^ ١ ٣٣^١٥ 1Л On ١٥ \0 ١٠ ٩ ١ ٩ ٩ ٦ ٩ ٦ ٦٩ ٣١ ^ ص о ٣١ ١٥ л؛ 0 ﺀ د -آ 0 0 0 ﻣﻢ ^ ٣ 0J ﺹ со ﻣﻢ \0 ﺣﻢ00 ﻣﺢ 0 ل0 C\J 1Л OS •ﻣﻢ 0( ﺀﻣﺢ 0 ﺣﻢ >م ج 1Л ٣١ On ٠١ ٠١ ٠١ ﻳم، ا ٣١ ي. ون ٠ {ﻟﻪ ا ٠١ ﻟﻪ ٤٨ ٠١ I ﺍﻩ о I دم وت ١٥ ١٥ه و о 00 ٣١ -Т ٣١٥ •٣٠ ٨١٥ ٤ ٠ ة ﻟﻪL ON؛NW ﻟﻪ ص ٣١ ١١٥» ٩٤٨ ص 0 ﻳﺻد ١٥ ٨٠٣ ٤ ٠١ ٠١ ٩ ٠١٠١ ، ٠٠٠٠ ٣٣ 00ص "٣ г— о ٣ с о ٣١٠ ﻟﻪ ﻳ م ﻳ م ٤٨ 1Л ص١٥ О ءت ١٥ م ٣٣٠٠ ٤٨O n ٠١ ٤٨ ٣ ٥٦٣١ ٤٨ ٤٨ CM ﻳم ٣٦ 00 ٣ ٣ ١ ٠ ٣١٤٨ ﻟﻪه ﻟﻪ ١٥ ٣١ ١٥ ٣١ ﻟﻪ د ١٥ ﻟﻪ ٣ د ٠١ ١٥ﻟﻪ د ﻟﻪ ﻟﻪ ﻟﻪ ٣٣ о ٠١ ٠١ - م \ ﻣﻤﺢ4 م ٠١ ON حم 0هلﺎ محمم ﻩ ٢٠ ﻟﻪ ٤٨ ٤٣٦ ا رم ﻳ م ﻫﺎ 0 0 1 حم 1 ﻟﻪ ﺀ ﻟﻪ ﻩ ﻩ ٢٠ 40 ١٥ 0 1Л \١٥ ON 0 ﺍمح 0حم “ﺍ 0 0 ﺀﺕ со 00 00 ٣١ ٠٥ ٣ﻟﻪ ٤٨ ٩ ١ ٩ ٩ ٩ ٢٠٠١٣١ 1Л 1-T-0000 ٩ ٦ ٥ ١ ١٥٣٣٧١ ٣ ه ٠ ﻟﻪ ﺹ ١٥ о ٠٠ ١• ٠٠،٠ о О ٣١ О 00 ﻟﻪ ٠١ ON رم ٨، ص ه ﻟﻪ ﻟﻪ ٨ ، ٣٢ ٣^ ص ٠١ ٠١ ٠١٠١٤٨ ٩ -г ٠١ о о 1Л ٥١ о 00 ﻣﺤﻬﺎ 0> ام ﻟﻪ ﻡ ٥ ﻟﻪ ١٥٣دد ه1 د о ٣ ٢٠ ﻟﻪ ﻟﻪ ﻡ ١٥ ١٥ ON ٠ ﻣﺤﻠﻬﺼﻠﻪﺹ 1Л ي •ات ١٥ ﻳﻣﻣﺢﻳ م مي ٣١ ٤٨ о ٤٨ ٠١ ﻟﻪ 00 ٠١ ١٥ ٣١ا٨ص١١٥ ٠ ٥ ١٥١٥٠١ ﻟﻪ ﻳﻤﻠﻬﻪ٠١ ٠ ٣ ٥ ١ о ٠١^١ ٣٦ حمهل ٣٦ ٣ﻟﻪﺺ©ﺑﻦﺍﻭﻧﻪ٥ ١ ٨ﻟﻪ إؤ ﻫﺎﻟﻪ со 00 ٠١ ٣ ٣ ﻱ١٥ ٩٩١٩٤٩٤٩٩٩٩٩٠١ ٩ ٨ ٤ ٥ ٩ ٤ ٩ ■о о ص ٣ ٣١ﻣﺤﻢ ٨ ص٥ا٨ا ﻳﻤﺺ أل о ءت اص٨ с ٤٨ ٤٨ مي о00 ٠١ 00 ٣ о 00 ٠١ ٠١١٥ ٤٨ ﻳﻢ 00 ٠١ ﻭﻥ ﻟﻪ هحمﺺ٠١ هلهل ﺢ١مهﻟﻪ١٥ ٣١ ﻟﻪ ٤٨ ون -ﺩ٠١ ص ص ٠١ ؛ ﻳ م 1 ٠^٠ ذ ا ٥ ﻟﻪ ٤٨ ا ﻣ ص | ٠ ٥٠ا ﺑﻧﻬﺮ «ا ام 0١00l ﻳﻢ f ﺗﺪ ﻟﻪ ﻟﻪ ٣٦ ﻳﻤﺪﻳﻢ 00 ﻟﻪ م ١٥ ٣١ ح 0 0 0 حم ﻮﻧﻠﻪ ٨٣١٥ ٤ ١٥ ٤٨ ﻟﻪ ٤٨ ٤٨ ه ٩ ٩ ٦ ٦ ٦ ﻟﻪ ه ٠٠ ١٥ ي ح ٨٠٣ ٤ ٣ ٤٨ ١٥ وتد وت 00. ﻣﺤﺎ م ) م 0 ص ٠١ ٠١ ﻟﻪ ذم ^ ٣ ^ ص ﻟﻪ ١٥وت٥ ON ٥ ٣ ٨ ٤ ٥ ١ ٠ о ﻟﻪ ON ١٥ >ﺑم ﻟﻪ ٣٦ со ١٥ ﻟﻪ ص ه ٣١ ﻣﺢ ٥ ﺟﺼﻠﻬﺺ ﻟﻪ ﻟﻪ 00 ٠١ ون о о со د+ го Ф ع ذ د ل م ١ ) إ ءء ” го Го ﻣم £> о — ГО ГО ة ح ﻣم، ت о ГО ■Ü Е ﺛت а: ؛ о ٨، ٤٠го•— со د — ﻟم О-СОСФ ،_0 ” —ت го ﻟﻲ со с со соي— ﻟﻒ ص؛го — ■^ocoro — ü ЪГОГООФЗССГО— ط ^сого ٠ с го ٠١ ﻟب ф ф ة|ل ٠١٠ ﺇ № ءد — ٠٠— د ﺑﻌﻬﺮ >ه— ﺣﻪ £د— ه ЕФФ0)О)МСГО دح ф ٠١— ، ح ،0 ا£r o ا ﺳﺎﻣﺎ r o r o ﻫﺎ ع>> _،ГО م— — ÜC T C — £ ﺗﻌﻣ م ٠ d” ٠■ ф ^ффф£ ؛ > ه 0 ﻫﻬﻪ— ﻫﻣطﺎ ه £ ﻣﻬ د ﻋﺎﻫﺎ «- ﺣﻬﺔ اه _دا го со ü о — ﻃﺎ ه. со со ه ح Z ء ﻟس ءذ — ” о Ü UJ Ш L i - о о ه ه ه < . о го ٠ го د+ ‘ ة ٠ со - ى ٥ О — 00 ا 1 د \ﻣم \ﻣ ص ص، ﻫﺎﻳﻧﻳﻣﻣﻣﺢ ﻳﻣﺎ ه^ده СО OJ ي S o OJONh-ON ص 1ЛСМЛ ﻟﻪ о ١ﻟﻬﻳﻣﻪ ^، ل0، ﻣﻤﺎﺣﻢ -ا со 00 ١٥ د 0 0 ﻫﺎ о го 0 ﻫﺎﻳ م ز ١© ﻫﺎ ١٥٠١ о со وت ١٥^« ﻟﻪ ٣ ه ٨، ﻟﻪ - م١٥ ﻣﺣﻳ ٧١٠١ ١٥ N ص د ٧٦١٥١٥ го ١ه ﻳﻠﻪгo - أ ﻟﻪ ГО د ٧١ О ﻟﻪ د ﻟﻪ ٠١ ٠١ د ٨، ا ﻟﻪ ا ١٥ ٠ ٠ ٠١ ص ٣ م ٠١ ١٥ ﻟﻪ ه ١٥ ح . ا ﻟﻪ ١٥ا©٨ا ﻳﻤﻠﻪ ا٨ ﻟﻪ 7 ت 7 اد د ٨، ١٥ ﻟﻪ ГО ١٥ ٠١ ﻟﻪ *٣٢٠٠٣ о ГО 00 ٨، ٣٠ ٥ ٨ ا ﻳﻴﻤﺪﻟﻪ ٨، ٨، ﻟﻪ ﻩ ﻳ م о ١٥ ﺛﻣﺂﺗ م© ﺛﻣﺄ ا^ ؟ﺛﻰ ه 00 ٣٦ ٥ ٦ ٣ ٨، ﻫﺎﻳ م-د .١٠٠٠ ٣ ﻟﻪ ،» >« >« *- ﻳم ГО ٠ د 00 وت 00 ٠١ ١٥ О ﻳ م ٧٦ ٧١ ٧١ о о ده^، ﻣﻬﺎﻟﻢ ٣ ٠١ ﻟﻪ ٨، со го ء 00 ﺑﻨﻌﺤﻤﺒﻦ 0© ، ﺻﺒﻨﻢ ١٥ ٠١ ٨اص٨ ص١ا ﺑﻨﻪ ٣ وت٨، ١٥١٥ го ٨، о ﺻﺣم 0 ﻣﺑﺣﻰﻫﺎﺻﻬﻪ 0< ٠١ ١٥٣٦٣٦١٥١٥^٥ ، د م د ٣٦ ٣٦ ٣ о со ٠١ ٠١ ١٥ ﻟﻪ ص ص ٨، ٨، ٠١ ٨٠1،وء ﻟﻪ ص ٠١١٥ د آل م ، ﻟ ص ٠ ٥ ١ ٥ ١ ٠ ٥ ١ ٥ ١ ﻳ م со 0 0 ل0 ﺑﻧﻳﻣﻳ م ٥١ со ٣ ١ ٧ ГОГО со ﻳ م ٣ ٥ ١ © ﺑﻦ 0 م^ا ﻳﻤﻬﺎ ٨١٥، ﻟﻪ ■ ﻫﺢ . ﻣ م ٠١ со 0^0 0 0 ﻟ م 0ء 0 0 0 0 م ٠١١٥ ة ٠١ ٠١ ١٥ ل0 ٣ ٣ ١ ٠ ٠ ٨، ٥١ ح ٣٦ ٣ о د ﻣﺳﻣﺣﻣﺻ د« ﻫﺎﻣﺻ م د ﻟﻪ وتoo ﻳﻢ ٣ o o 0 م 0 ٣ ع ﻟﻪ ﻫﺎ о О ﺻﻣﺣم 0ﻣﺑن 0 ،ﺑﻧﻬﺳم ٧١ о ﺣﻤﻤﻬﺎ © ﺑﻨﻬﺎ 00 ﻳ م وت ٥١ ٨١٥، ﻟﻪ ٠١١٥ ﻳم ГО ﻳ م ﻳت ٧١ ٠١ ٩ ГО ﻟﻪ ГО وت со со ٠١ ٣ ٣ ﻟﻪ ٣ ٠١ 1 00 ٠١ ه I— CC د!X ٠ ٨، ا ١ ٣٠^٠١ ﺻﻣﻪ ،ص ﻟﻪ ﻳﻢ ١٥ ع د ١ ﻫﺎادج٨ oﺀгo ﺑﻦ ٨١٥ ، со ص٣ا٨د ﻳ م ﺻ 0 ١ه ﺻﻊ 0 0 ي ﻟﻪ ﻟﻬﺑ ن ٥ م٨ا ﻫﺎ ا ﻳ ج و ٦٩ ٩٩٩٩٦٩٩٩٩ ٠١ ﺑﻧ م 0ء 0 ﻫﺎﻳ م ٦ ٩ ٩ ٦ ٩ ٦٩ ООО ١٥ن١ه ﺑ ١٥ ﻣﺢ ن٣ ﻫﺑ ٣ ﻣﺣﻣﻣﺢ 0 ﻳ ن ٨، ﻫﺎ 0 ﻣﺼ آل ﻣﻬﺢ ГОГО ﻳ م0000 ﻟﻪ ٠١ го وت о وت ﻳ م ٣ ١٥ ٨، ع ٠١ ٣ ٥ ١ 0 ء ﻫﺎﺻ م CM S 0ءوت ٨ ، ص٠١وت ﻳﻧﻳﻣﻳﻣﻠﻬ ٠١ ٨، ٦م١١٥ ﻣﻠﻬﻤﺤﻤﺢ ﻟﻪ ^ ص ص ص ٠١ Ф ح a د ﻫﺈ ! ﺻﻠﻪ ٠١ ٥١ ٠< ﻳﻢ ٥ا٠ ٣ ٨ ﺣﻌﻠﻪ o ﻫﺪ [ ﻫﻴﺼﺤﻬﺺ ٠١ ﻟﻪ ﺑﻧﻣﺣﻳ م 0 ﻟﻪ ص ООО ه4 دات< го ص؛ه ٣ ٣ ١ ٣ го го ﻳ م ﻟﻪ ﻳﻢо ا٨ oم oﻳم٣ءو ١٥ ﺑﻧﻳﻣﻣﺣﺑ ن o ٨ا ٠١٠١ ﻳ م 0 ﻣ دم 0 ﻳ م ٠١ ١٥٥١^٣٦١٥ см СО ﻟﻪ ص ٣ o го ﻟﻪ ا٨ o ﺑﻦ ٣ ص о о ١٥ о ﻟﻪ ﻟﻪ см ١٥٣ ٨ه٣ ا ﻟﻬﻴﻨﻠﻪ ج о وت ٨، со го со 00 00 ٠١ СОСО см со ٨،со ﻣﺢ ا٨ ГОГО ﻟﻪ 00 ﻳ م 00 ٨، ГО ﻟﻪ ﻟﻪ ٣ ٣ ص о\ د о о ٧٦ ﻟгоب ф W ء Ф TO го•ءح .U ФГО Ï ГО “٠٦ ،0 ة ОГО | إ|ي о ГО ■0 “♦ ГО 0* ح ﻟﻪ Ü ٥ م ГО — ﻟﻪ•ة ٠٠ Г О £ ^ ГО Ü W ф N — ط C* с ٠٦ ГО ح о го © ٠٦ ال —٠ ГО ГО ت د ؤ ؛ ф О ) С О Г О • ه، ع— 0 ءج ^ ﻟب ٠٦ ح -< ОС* — ال ط ت — — с ٠١ ه го ،- ГО ه©د 0 ةق ОГО ٠٦ عro — • ه ح о Ф ة .،ш ٠ ه I٧٦-> || ﺗﺜﺌﺔ |ة ﺋﺔﺗﺔﻗﺔ о— ءذ ح со ٨، СО NO о ﺹ ﺍ حم -»ﺑﻨ مي ﻞ! ١٥٣ > حمىيهلىي ٠ ٥ ١ ٣ ٣ ٣١ »ﻭ “ ﻣﺎﻣﺢ 00\ ا ﻫﺎ 0€ 0 ﻟﻪ^ ﺹ ) ٧٣٧١٥ ٧ ٠ ﻟﻪ ٥ » 0 0 ه ﺀﻫﺄ » ﻳﻤﻤﺢ ﻳ م ح٣ا٨ ٨١٥، ح ٦ ٩ ٦ < ممحممي ﻟﻪ ﻟﻪﻫﺎﻡ©ﺍﺩﻡ ٩ ٦ ٦ ٦ ٩ ٦ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ^ ﻟﻪ » ١٥٧١ <ﺩ مم ﺼﻠﻪ٢٠« ١٥ ﺹ مي ٠< ٢٠ »» ٥^١ ٣ ١ ٠ ٣ ﻟﻪ ﻲ٨ﺍ هل c O fOO ON “٢ ٠١ و ﻫﺎ .^ﺫﺫﺱ ﻣﺢ ٥ ﻫﻠﻪ١٥«٣ ﻳﺘﻬﺄ -ا ﻟﻪ00 ﻫﺎﻳﻢ مي ﻟﻪ ﻭﻩ ٣٣» ٣• On ﻳ م ١٥١٥ ١٥،^ ٧١٥ مي СМ ﺡ ٠٠ ١٥ ٣ مي ص» ﺻﺪﻣﺼﻠﻬﺺ ٨ ، 001Л ٣١٥ ^ ١ ٧ ^ ٣ ﻭ - » ٣ ٧٠١ ٣٠٣ ﻭﻟﻪ ١٥٣ ٠١ ٠١ ﻭ ٧١ ﻭ مي مي ٢٥ ١ ٧ ٣ ٥١ ﺹ ٣٦ ﻳﻣﻬﻣﻬﺎﻣ ص » مء 0 ١٥ ٧ ٣ ٣ СО ٧ “- c o «co ا ﻳﻤﺎﺣﻢ -أ ﻣﺎ م ﺻﺢ ٥ ١ ٥ ﻳﻢ مي ^ ٠١ ﻫﻢ 0 ا ﻣﻮﻟﻬﺤﻤﺒﻨﺒﻦ ٧١ ﻟﻪ ٣٦ ٧١ ٩ ٦ ٩ ٦ ٩ ٦ ٦ ٩ ٩ ٦ ٩ ٩ ٩ ٩ ﻣﺣﻣﻬﺎﻣﺢ)ءﻣﻣﻳﻣص ٩٩ ٠٠ ٣٠١« حم^ﻯﻡ ﻟﻪ ﺹ ٢٠ ٠١١٥ ﻟﻪ ١٥٣١٢٨^٣ ﺫ ﻟﻪ ٧ ١٥٣١٠١ > ﺀ مي ﺤﻠﻬﻤﺢ О 0 ٧ ﻳﻢ ص ٠٠ ﻳ م ٨,ﻣﺢ ٢٨ا ﻳﺪﻟﻬﺺ ﻟﻪ٣١ م» ﻟﻬﻤﻢ ﻟﻪ ٣١٥ ١٥ ٣٦ ﺹ ١ «»^ ٥ ١ ٠ » ١٥ ﻭﻩ ﻠﻪ٥ﻝ٨ﻟﻪ ٥١ﺍﺑﻨ مي ﺍ٨ﺡ٥ مم ﺮﺀ<ﻣﻠﻬﻬﺎ ﻟﻪ ٠١ ﻭ со ٧١ ٧١■ fo r ١٥ -»حم >€ ٠ ٧ ٧ ﻟﻪ » ٠١٧١ ٣ « ٣ ٥ ٠١ ٠١ ﻳ م ٠١ • ٠١ ﺹﻟﻪ • مي ١٥ ١ ٠ ٠ ٠١ ٢٥ ٠١ ٠١ ٠٠ |ﻩ ١٥ ﻩ ١٥ ٣ مي ٠٠ ٣٦ ٧^٥ ١ ٥ ﻟﻪ ﺍﺍ » ا • ٠١٧ ﺏ س ٣ ﻣﺎ ﻳ م٣« ٧^ » ﻟﻪ ٠ ٢ ٣ ٠ ٧ ٧ ٦ ٣ ﺑ هنﺎ » حم ﻠﻪ ﻳ م » ﻟﻬﻣﻣﻲ о « ٠١ ﻉ ﺩﻡ \م ٣- ٣٦ ٠١ ﺹ 0 0 ٩ ٦ ٩ ٩ ٩ ٩ ٩ ٦ ٩ ٦ ٦ ٩ ٩ ٣ ﻟﻪ ٦ ﺣﻠﻪ ٩ ﺹ ﻳ م ٣ ﻟﻪ ٩ ٩ - م - ٠٠ ٠٠ ٠٠ о ١٥٠١٧ ١٥ ﻳ م ١٥٧ ﻫﻤﺢ ٣ ٥ ١ ﻫﻠﻬﻴﻤﺺ ٠ ٧ ٢٥ ٠١ ﻭ ﺹ^ ١٥ ﺩ ﻭ ٧ ٧ ﺫ » ﺩ ﺹ ١٥ ٥ مي ﻠﻪ ٠ ٠٠١ ﻡﺀ » ٠ ^ ٧٧^٢٣ ٥ ٠ ٠ ٣ ١ ٠ ٠ ٥ ١ حم »ﺑ منﻴ من ﺢ о ١٥٧٠١ ﻟﻪ ﻉ ٩ « ٣٣ ﺻﻣﺢ ١٥٣ ﺻ م < ﻣﺑﻧﺎﻣﻣﺎﻳﻣ آل م ﺑ من » ﻫ مي ﻫﺎ مي ﻬﺎﺑﻦ » ﻟﻪ ﺫ « ١٥ ص ١٥٣٦ ٠٠ ٠٠ ٠٠ ج ٠٠ ج ٠ ٣٣٣ ٣٠ ﻭ ﻟﻪ ﻟﻪ ﻟﻪ ٣ ٠١ о со ٧ ٠١ ٠ ш ﻩ |ص ا ي ١٥ , ٠ , ٠١ со OO J ام » ﻟﻬﺻﺣﻠﻬﻣﻬ ﻬﻠﻬﻳﻣﺑﻧﻳﻣﻣﺑﻧ ص ﻟﻪ » 1 ر ٦٠ « ١٥ ﺣ م ٣٠ د ٣ ص 0» € ﻣﻬﺎﻫ وم 0» ﻟﻬﻳﻣﻣﻳﻣﻬﻣﺢ « 0 0 0 ﻟﻪ ١٥٣٧ ﻟﻪ ٢٥ ٩ ٩ ٩ ٦ ٦ ٦ ٦^( ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ \с о 0 ٣٥ ٠ ٠ ٧و ذ م ٠١٠١ 00 ﻫﺎﻟﻬﻬﺎﻣﻳ م )ء< ا ﻣ مء ﻣﺑﻧﻳ م »» ﻟﻬﺎﻣﻠﻪ ٣٠١ ﻭ » ﺃ ٧ ٠١ ١٥٠١ ﺹﺹ ٧ ﻣﻳﻣﻣﻣﻠﻬﻠﻬﻬﺎﺻﻳ مء ﻫﺎﻟﻬﺻﻬﻊ » ح ٧٠١ ﻭﻭ ﺹ ﻳ ﻳ م م١٥ ٣ « ٩ ٦ ٩ ٩^٦ ٩ ٦ ٢١ ، ٦٦٠١٧٩٩٦٧٦١٥ ١٥« ١٥« ٠٠ ٠، ،« ﻟﻪ ٣ ﻭ ﻟﻪ ﺀﺕ 0 ٣ ٣٣^ ٣ و 0 ءم " ا و ﻟﻪ ﻟﻪ ٣ ٣ со со ٠١ Q> a a о ﻣ مي ﻡ . о »»1 ٠١ ﺹ » ﻩ ﻟﻪ ٧ ﺍﺍ ٠١ ﻟﻪ ﻳﻢ ٠١ ٢٥ ٠١ ﻭ ٠١ ^ ١٥ » « ٠١» ٠١ ٧٣ ءت ٣ ٠١٧ ٦٦ ﻟﻪ خ مي■ي ٠١ —Т ٢٠٠• ٠ ٠ ٢ ﻟﻪ » « ٠١ ٠٠ ٠٠ ٠*٠٠٠٠ N٥ ٧ СО ١٥ ٠١٠٧ ٣ » ٠١ ﻟﻪ о » ٣٧ со ٠ ٠١ ٣ ٠١١٥١٥ ص ﺹ ١٥ ﻳ م ﻳ م ^ ٣٥ i | i j | ٣٠١ ﺹ ١٥ со و ٦ ﻳﻢ مي ٥مح ٣ ٠٠١٥ ٣« ٠١٧ ١٥٧ ﻟﻪ ٣ » ﻟﻪ ٣ ٣٣ ٧ ?CN СО ٠١ ﻟﻪ ة го Q. (/> ص сс сс © ٠ ﺍ о • ٠ ﻃﺎ с с ه ه ГО ٠١ с ه го ١ ٠ ب р к © ГОГО с • i l С — © го го — асе •—— а ص Û-ГО 0؛ о ГОЕ ОС — — го ء ٨/ © ئ © © < ﻟ د ﺍ ﺹ -© ﺓ © ٤ ٤ ٠ ؛ — © с го го > s. ح Л : с © ф Ü с ٥١^٣٠ ٣ ﺹ ٢٠ ٣ со см I ^ ٣١ ﻱ ﻟﻪ ٤٨ مي ٥ ١ ٠ ٣ ٠ ﻟﻬﻠﻪ ! ﺑﻧﻣﺣﻣﺢ ٥ ١ ٣ ٠ ٠ ١٥٢٠• ١٥ ﻟﻪ ٣١ ٣ ٠ ١ ٥ ٨ﺍمم ٥ م٥ ٣ ٨ ٤ ٠ ٠ ٣ ٠ ٣ ٩ ٩ ١٥ ٢٠٠ ٦ ٩ ٩ ٤٨٣" ON( ٥ ١ ٣ ٥ ١ ٥ ٣ ٥ ١ ح ي ي ء ١٥ ٣ ٨ ٤ ﻱ ٥ ﻟﻪ ٤٨ مي ﺹ ٠ ٨ ٤ ٣ ٣ ٣ ﻟﻪ > ﻟﻪ ﻩ ﻟﻪ م ﺻﻬﺺ ٣١١٥ ٠ ٠ ٣ ٤٨ ﺩ ص ﻳﻢ ١٥ حم ﺒﻨﺼﺢ ٥ ١ ٠■ ١ ٥ ٣ ٠ ٠ ٤٨١٥ ﻣﺤﻤﻠﻪ ٥١ ١٥ ﻳﻢ ون ١٥ 00 ﺩﺩ ١٥ ١٥ م ﻟﻪ ٠ ٣■ ٠ ٠ ٣ ٠ ١٥٤٨ ٦ ٥ ١ ٩ ١ -ﺩ’ • ٣ ﻟﻪ ٠١ ٠١ ص ! ه [ ﻫﻬﻬﻪ [ج ٣ ﻟﻪ ٠١ ٠ ٣ ٠ ٣ ٠ ﻟﻪ ٠ ون 1ا ٠١ ا ٠ ا ﻟﻪ ا| ﻳ م | ٠١١ о ٠ ٥ ٥ ٥ ٠ ٠١ ﻟﻪ ON) ٤٨ ٤٨ مي ٣ ﻳﻢ ﻟﻢ ٢^ ٠١ ٠ ١٥ ﻳ م ٠ ٣ ٩ ٩ ٩ ٩ ٩ ٦ ١٥ ٤٨١٥ ٣ ٦ ٩ ٦ ٦ ٩ :٤٨ ٨٣ ٤ ٣ ﻟﻪ ة ٠٠ О ٣ مي ١٥^٥ ٣ مي ﻳ م ٠٣٣ مي ﻟﻪ^ ٤٨ ص ٤٨ ﻳ 0 ت٠١ص٤٨ ص ﻟﻪ ﻳ م ه ح ص ٠ ﻳﻣﻣﺣﻳ م ﻳ مءت٠، о ٠١ ص ﻟﻪ ١٥ ٩ ٠ ١ ٠ ٥ ١ ٣ ص ١٥ ﻳ م ٠١ ١٥ ٨ ٤ ٥ ١ ٥ ٠ ٣ ٩ ٨ ص١٥ \о о ﻳﻢ ص ٣ ﻟﻪ ٣ ﻟﻪ ٥ ٠١ о \ ٠١١٥٥ О О О ٠٣ ٠١ ٠٤٨١٥٤٨ ﻟﻪ ١٥ ﻫﺎﻣﻬﺺ [ ﺻﻬﺎﺻﺠﺴﻪ ٠٠ 0 0 0 0 “ ٠٣ ٣ ٣ ٤٨ ٤٨ ٣ ﺩ ٠ ٠ ٣ ٠١٠ ٤٨ ١٥^ c ميﻟﻪ ٠٥ ٥٠٥٠٥٠ ٣ ٠ ٨ ٤ ٥ ١ ٩ ٩ هلميحم 0 ﻩ ٨ ﺍﺻﻠﻬﻠﻪ ٣ о >( ٠ ﻳ م ن٣ ﺑ ٨ ١ا ﺑﻧﻪ ١٥ ﻳﻢ وت ا(0 ٣١ ﻟﻪ ٣د ﻣﻴﻢ ٥ ﻟﻪ م ٣ ٤٨ ٤٨ . о ٥١٥ وت о ٠١ ﻳ م ٠١ ءت ﻟﻪ ﺹ ٤٨ ٠١ ٣ ١٥ ص ﻟﻪ ﻟﻪ ٠١ ص ٤٨ ٤٨ ص ٩ ٨ ٤ ٠ ٨١٥٥١ ٤ ٠ م ١٥ ٩ ٩ ٥ ١ ٩ ﻟﻪ مي ١٥ ص ٤٨ ٤٨ ٤٨ ٤٨ ﻟﻪ ٤٨ ٥ ٣ ٠١ ﻟﻪ ٣٣ ٥ ص ٠١ ﺕ со 3 ﻟﻲ ا ٠ ٥ ٥ ٠ ٥ ٠ ٠ ٠١٣ ٠ ١٥ ١٥ ﻳﻢ ٠٠ ون ٥ ١ ٠ ﺝ ﻳﻢ о■ ٠٠ ﻫﻪ٥ ﻫﻬﻬﻬﻢ<У\ ج ا(0 ح ص ٩٤٨ ﻭ ٤٨^ ٠ ٣ ٥ ﻩ ٥ ٥ ٥ ٥ ﻫﺺ٤٨ ه ٩ ٦ ٦ ٣٠ ﻟﻪ ٤٨ ﺛﺘﻤﺎ0 ﻳﻢ ^см ٢١١ م ٤٨ ٠ ٣١٥ ﻟﻪ ﻟﻪ ص ٤٨ مي ٤٨ ﻟﻪ ﻱ ١٥ ٤٨٠ ٠١ ﺀ مي ٠ ١٥ ٠١٥ ٠^٣ ٥ ١ ٠ ٥ ١ ٥ ١ ٨ ٤ ١٥ ٥ ١ ٣ ٨ ٤ ٠ ١٥٠١ ﻟﻪ ﻳ م ١٥ ١٥ ﻟﻪ ٠ ٠ ٠١ 0) ﺡ ﻩ ﺻﻪ ٥ ٥ ٥ ٥ ٥ ﻫﺪﻟﻪ ٤٨١٥ مي ١٥ ١٥ ٠١ <مي ص ٠١ ٥ا٨ o ﻫﻪ ا٨م٥ ٥ ٥ ٠٣ ^ ٠ ه ٠١ ٢ ^ ١٥ ص ٩٩٩٩٩٩٩٩٩٤٩ ٦٩ ٣ ٣ ﺹ ٤٨ مي مي ٥ ﻟﻪ ﻱ ٣١ ٤٨ مي ١٥ ٣ ٠ ٨ ٤ ١٥ ١٥ ٤٨ ٣٠^٣ ٥ ١ ٠ ٥ ٠ ٥ ٨ ٤ ج ﺀ ﻟﻪ ٠ ٠ ٣ وت ٠١ ﻟﻪ ص ٤٨ ٢١١ ﻑ ٦ ٨ ٤ ٩ ٥ ١ ٩ ٦ ٣ ٩ ٨ ٤ ٩ ١٥٤٨ د مс^ ٠ ﻳ م ٤٨ ه ٤٨ ٠١ ﻟﻪ ٠١ ٣ ﻟﻪ ٣ ٣ ٣ ﻟﻪ ٠ ٠١ ﻟﻪ ﻟﻪ ﻳﻢ H ٥، ظ ﺩ го СИ ٥ со ﺉ о сс (Л طﺎ ﻃﺎ أ о ■о 3 ٢ ت с ٠١ ٠٠ го го ^ С го ГО ٦٠ СИ ع ٠ ﻣﻤﻦ ص ото coo — с ٧٠^ م о ، - с ( со ф ف ه ق гоص ٧— ٢٥ 3 ﻁ ГОСС —с го со ф со ü го ع о го — ﻣم>>ح ГО ГО >>— Ü ط го го о го ф^ ОФ —• ء ى N ٠١ دCO^ *a 4 .، ٠١ ؛ с ш ٠١ с ٠١ Е ﻟب— со — ф — ٠١ с ة ГОГО 0— » г о с с а — ф — го с c <л ФСС <ح ﺀﺀ ؛ со с ф _ со ф -؛ E ج NO) — ﺍﻩ Р )^ГООГОГО^Ф^-О^^ г о з-_؛ _ 3Ф З ЕФ 0 مم ﻤﺬﺡ о ф — ОФ : د ﻛ طﺎ ط ﺎ طﺎ ط ﺄ 0 ﻯ ﺻﺺ < ﻡ ٠ ٠ ﻃﺎ ص م ٤ ٦ ت آل: ٥، ﻃﺎ—ه ٥ ﻩ Ü ﻡ ﺍ مي ٨، ﻟﻪ مي ٨، ﻟﻪ ١٥ ٣ ﻟﻪ ١٥ ﻟﻪ ﻟﻪ ! ١٥٠!ا CM ٣ ﺹ ﺍ ٠ ٥ ا ٠٠١ ا٠١١٥٠ ٥١ ﺻﻬﻠﻬ مي١٥٠١ هلمه ^دﻫﺎ ه4 ﻫﻣﺢ ﺹ ﻟﻪ ﺹﺹ ٦ ﻣم-ا >0^ , ىا0 ا0 آل ﻣ و ﺗﻣﻠﻪ ﺹ ﻟﻪ ١٥ ص о ﺑ م 00 ٣٠ ٠١ ٠ ﻳﻢ ﺻﺼﻢ؛] ﻫﻠﻪ ^ا ﻣﺤﻤﺤﻠﻪ دد00 ﻟﻪ ﻣﺤﻠﻪ ا٨ ٠١ ٠١ ه00 ١٥ م^ ﺑﻧ د ﺑﻧﻣﺣﻳﻠﻬﻠﻪ ٣ ٥ ﻩ ﻟﻪ ﺹ ٠١ ﻡ ﻟﻪ ^ ٠١ Л СОС М 1 Л О С О О 1 0 0 0 ﻟﻬﻤﺤﻬﺢ ﻳﻣﺻﻲ ٨، ٨، ص ٨، - - - ”٢ ٣■ СО ﻩ ٨١٥٣، ٠١ ٠١ ١٥ ٨، مي ﺹ ﻟﻪ^ ٣ مي ﻩ ﻭ ﻩ ﺹ ﻟﻪ ﻩ ﺹ ﻡ ﺡ مي со مي ٥ ٠٧١٠ ٠ ٥ ٥ 1 ٥ ٣ ﻟﻪ مي ١٥ د ١٥ ﺹ ٨، ﻟﻪ ١٥ ص ٣ ﺹ ١٥ د ٣ ﻳﻢ ﻳﻢ ٣ ^ ﻱ ٠١ ﺹ ٥٥ ﺩﻟﻪ ٩ ٦ ٦ ٦ ٩ ١ ٦ ٩ ٩ ٩ ﻟﻪ ٩ ١ ٩ ١ ٦ ٣ ٩ ١ ٩ ٣ ٩ ١٥ ﻡ^ يم ٥٥ ٥ 00 - ١٥ ٥ ٨، ﻳﻢ ص ٥ ﺹ ﻟﻪ مي ۴٠ ص ^ ﻟﻪ ٠١ ﻩ ١٥ ١٠ ﻟﻪ ٥٠١٣٥ ٨، ٨، ١٥١٥ ٠١ ﻟﻪ ﺹ ص ص ﻟﻪ ﺹ ﺹ ﻟﻪ ٠١ ﻡ ﻳﻢ ﻟﻪ ص ي ه ﺹ ٠١ ^^ ٥ ﺹ ﻟ ص ٣• ﺹ ١٥ ٠١ ﺡ ﻱ ٧١ ١٥ ٨، ١٥ ١٥ ٥ ﺹ ٨، ٣٦ ٠١ ﻟﻪ ﺹ ٨،ﺹ ٥ ﻟﻪ يم ٨، ٠١ يم ﻟﻪ يم ا ﻟﻪ ٠ ٣ ﻟﻪ ه ٠١ ٠١ ٣١ ﺹ ٣١٣ ﻩ ٨ ،ﺹ ﻟﻪ١٥ ٧٦ о ﻫﺎ> مب ﻤﺄﻯﺻﻬﺎﻫﺎ٠٦٧٦ ﻩ١ ﻣﻬ نب о ٥^٥ ٥ ٥ ٥ ٨ ﺹ ١٥ مبﻟﻪ١٥ ٣١ ﺩ ٨ ،٣٦ ٧٦ ٣ ﺣﺑﻣ د ﺻﺣﻪص٣ ﻫﻬﺎ د٨ا ﻳﻣ ٧١ 0 ﻫﻬﻬﻮ ه ٦ ٩ ٩ ٩ ٦ ٩ ٦ ٦ ٩ ٩ ٩ ٦ ٩ ٩ ٦ ٩ ٩ ٦ ٩ ٦ ٩ ٠ ٥ ٩ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٥ ﻡ ٠١ ٨ ، ﻩЮ ٣ﻟﻪ مي ﻩ ٠١٣ ٧١٣ ﻣﺒ هن ﻠﻬﺺ 0 ﺻ مي ﺢ ^^ ﻡ о о ٠ ﻟﻪ ١٥ﻟﻪ ٣ ^ ٣ ﺩﺹ ١٥ ٠ ﻟﻪ مي^ﺍ ١٥ ٠٠١<>،< ٩ ٣ ٨ ، ١٥ ﻩ ﻩ ﻟﻪ ﻡ مي ﺩ ﻩﻟﻪ ٣ ١٥ ﺍ مهمس ﺼﺼﻠﻬﻤﻤﺢ ^ﺍ١٥١٥ ٧ ﻟﻬﻤﺼﻴﻤﻴﻢ ا٨ ﻩ ٠١ ٥ ﺹ ٠١ ﺏ ﺕ ﺣﻢ ^اه، ﺻﺎﻫﻤﻠﻪ ﺝ CM ﺩ ﻩ ١٥ ﻟﻪ ﺹ ٥٣٥٥٥٥ ТЗ د^ا ﺻﻠﻬﺒﻨﻬﻤﺢ ١٥ ﻟﻪ ﺹ ﻡ مب|\، مي —ﺍ مب٠١ ٥١٥٥٥٥٥ ٩ ٩ ٩ ٩ ٦ ٩ ٩ ٩ ٦ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٦ ٩٦٩٩٩٩ ٠١ ٦ ٧ ٥ ٦ ٧ со ~ﺃ مب ﻡ ٠١ ﻟﻪ ﻟﻪ ١٥ ﻟﻪ ﺩ ﺻﻤﺤﻴﻤﻤﺤﻤﻠﻪ ﻳﻢ ٨ ا ﺑﻨﺒﻨﻴﻤﻠﻪ ﻟﻬﻤﺤﻤﻪ ^ ﻫﻢ ﻣﺺ ٥ ﻳﻢ ١٥ه١ ﺻﺼﻤﺪ ﻳﻤﻤﻬﺼﻴﺎ ه ﻡ) ﺀﻫﺤﻤﻤﺮﺀﻫﺎ â S ir i ١٥ص ﺑﻦ ٣ ة ٧١^٨ ٣ ٨، ١٥ هلﺒﻨ مبمي> حممي < هل ﻪ ٣ г• ^ ٧١ 00 00 ٥١ ﻟﻪ ﺡ ﻩ ﺹ ا ٦ا٨ ىاص٨ه١اص٨ ٠١ ١٥ ﻡ ٨، ٥١ ٠١ ٥ ٥ ﻩ ٥ ٥ ﻣﻪ ﻫﻤﺤﺪﻟﻬﻤﺤﺒﻦ ^ا ﺩ ﻡ ٧١ ج ﻡ ١٥ ﺩ 00 ﻳﻢ ٥ ﻩْﻬﻬﻠﻬﻪ ٦ ٦ ٦ ٩ ٩ ٩ ٩ ﺹ ﻟﻪ ﻡ л й 1 ٥ ٩ ٩ ٩ ٩ ٦ ﻡ ٥ ٥ ٥ ٥ ﻟﻪ ٥ ١٥ص ٥ ﻳﻢ ٥ ﺣﻴﻤﻢ ١٥ со ١٥ ٥١ ١٥ بم ٨، ٨ ، ﻟﻪ ﻳ م>ء ﻳﻣﻬﺎﻫﺎ م ^ ٣١^٥ ٥ ٥ ٥ ٠١ ٥٣ ٣ ٣ ٨، ﺩﻟﻪ ﻟﻪ ٣اص٨ ﺻﻴﻢ١٥ ص ج ص اه^ ٣ ح ١٥١٥١٥ ﻟﻪ ١٥ ﺹ ٩ ٦ ٦ ﻫﺎ ص ٥ ﻫﺼﻴﻤﻴﻤﻠﻪح٥ ﻟﻪ ﻟﻪ ٣ ١ حم ٨ ﺍﺡ ص ٠١ ﻟﻪ ﺯﻩ о ١٣ ٧١ ﻅ Ü то го и. - а ﺡ د с го го ф го• с с о —ГОГО د ع ГО ث го ﻩ ﺡ о —٠١ .، Ü ٤٠- ؟ ф ٠١ ا ГО —ت — ﻩ ، ﺓﺡ ГОГО Ф ^ ^ г о О Ф © с ﺗﺖ Ф го 0 0* س. — ﺍ г о ،_ с | ةؤح 1 ة ٧١ — ^■го 0 د+ с — го ф < ﺍ ع — ٠١N ГО ﻟﻪ ф ф ﺑﺈ ط го Ф -٤ го а ﻁ ،. го ф ذ م — ГОс —ص о ^ е © с >фг © © ال ﺩﻭﻩ ٧١ _؟ Г О ^ Ф п е с- ф ﺀ Ф ﺩ ٠ ф • مم ﺚ > ﻫﺼ مب ﺎﻩ ﺩ со ،0 ь .ﻣﻣث ٦— “ о- ﻃﺎ ﻟﺤﺎ ل ٥ CÛ ÜO ص > ٩ ٥ ٩ د ﺿﻘﻪ ء ___ а ﻳﻢ ا 0 اد ٤0٨ ه ﻟﻪ о ﻣﺢ \ م 0 0 ا 0وت00 ٠١، ص ﻳﻢ ي ٣١٥ CM CM ٣ ٠ ٨ООО ٤ ٣ ١٥ ١٥ ص о ٠ ١٥ ١٥ م CM 00 ص ٠١٥ ١٥ ٩ ٩ ٦ ٩ ٦٩ ٩ ٥ ١ ٩ ٦ ٩ ٦ ٦ ٩ ٦ ٩ ٩ ٩٦ ٣ ■د ص ١٥ ٣٠١0 ٥ ح ﻳﻢ م ص م ١٥ ص ٠١٣ ٠ ﻳﺢ OJCJ ٥ ١ ٠ ٨ ٠١٥٤ ٦ﻣﺢ 0 ١٥ ﺣﻠﻪ ٣ ٣^^ ٠١ ٥ ١ ٠ ٣ M«-C ﻳﻢ 0 ٥١ ٠١ ٨ ٤ ٠ ٠ ،ص о о |د ١٥ ١ ٣ ص ص ﻳ م о ا ه ٠١ о о ٠ ١ ﺀ ي ءت ﺑﻧﻪ 0 د ٠١ ﺣ 0 ﺑﻧﻬﺎ د٨ ٤ ٥١٥٣ ٤٨ ٠ ص ٠١٣٠ ٨٠١ ٤ ﻟﻪ ١٥٠ ﻣﻠﻬﻣﺣﻳ م ٠ ﻳ م ٠١ ْﺎﻳ م ٣^٢ ٠ ٠ N - — م ٠ ص ﻟﻪ ﻳﻣﻳ م ْ ٠١ ٠ ﺑﻨﻴﻢ © ﺣﺢ ٠١٠١٠٠١ ﻫﺎ م ٠ ﻟﻪ ا١٥٠٥ ٣ ١٥ ٤٨ ٤٨ ٣ ٣ ص ﻳﻢ ٣ﻳﻤﺺ ي ﻳ م ٨١٣ ٣ ﻟﻪ ﻟﻪ ٣ ٣ ﻟﻪ ﻳﻧﻠﻪ ٣ — о ٠١ ٠١ ٥ ٥ ٩ 0 ﻳﻣﻪ ،0 ﻫﻬﺎ 0 ٣ ١٥ ﻳﻢ ٣ ص ١٥ ،خ о ٠ ٠٠١٠١ ٠ 1 ٠ ا ٠ ٥ ٠ ٥ ٥ ١ ٥ ٥ ﻫﻠﻪ 0 ٤٨ ﻳﻤﻬﺎﻳﻤﻤﺢ ^ ﻳﻤﻪ ٤٨ ١٥ ص ص ٠٠ ٥ ٩ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٩ ٩ ٩ ٩ ٤ ٩ ٦ ٠١٥CNءت ٤٨ ٠٠ ٠، ١٥^^ ٥ ٣ ﺣﻠﻬﻬﻬﺎﻫﺢ 0 م о 00 ٠^ ٠٠ ﻟﻬﻴﻤﺺح٥ ال ( ﻫﻴﻢ ﻟﻪ ﻟﻬﻴﻤﻬﺎ 0 0 ﻣﺤﻠﻪ ١٥ ﻟﻪ ١٥٠١٥٠ ﻟﻬﻤﻢ] ه ﻟﻪ ٢- ﻟﻪ ه٣ا٨ ﺻﺎﻫﺎ ٣ ﻟﻪ د о\ ره ٠١ го о *0 с ﻣﺤﻴﻤﺺ ' ﻳﻢ ا ﻟﻪ ه ﻳﻢ ٠ ١٥٠ ٥٥^٥ ٨ ٥ ١ ٥ ٥ ٥ ٥ ٥٠١ ٥ ٥٥ ٥ ٠١ ا ﻟﻪ • ٤٨ ٨ ذم م دم ١٥٠٣ ٥ ٣ ٤٨ ﻳﻢ ٠ ٤٨ о о ﻟﻪ٣ о ٤٨ ١٥ ^ﻟﻪ ﻳﻢ о ١٥ ٠١٠ ص د١ه ﻳﻧﺣ ﻣﺤﺼﺺ ٣ ه٦٦٦٩٦٩٦٩٩٩٦٦٩٩٦ د ﻟﻪ ﺀتﻳﻢ م » ٥٣٠٥ ٨٠ ٤ ٠ م ﻳﻢ ٠ ٠ ﺀ ي ص ٣ ٤٨ ص ي د ص ﻳﻢ ٤٨ ٠ ١٥ م ١٥ ﻟﻪ ه ١٥ ﻟﻪ ي ^٤٨ ٤٨ ٣ ﻫﺎﻣﻬﻤﻴﻤﻬﺎﻫﺎﻫﺎﻣﻤﻬﺎ 0 0 ﻣﺒﻦ ١٥ ٠ ٤٨ ١٥ ٣ ٣ ﻓﻪ ﻟﻪ ﻟﻪ ص و ١٥ ٤٨٤٨ ال ( ﻣﻤﻠﻪ ٨ ٤ ٣ ٣ ٣ ٣ ه ٠ CL ٠ о\ ص ﺀ ١٥ م ي ٣ о оص٤٨ ٤٨ ٥ ٨ ٤ ٥ ٨ ١ ٥ ٥ ٥ ٥ ٥ ٥ ٠ ٥ ٥ ٨ ٤ ٥ م ٠١ ٣ ص ٠١ ﻟﻪ ٠ م ﻟﻪ ص о о ح ح о ١٥ ﻳﻬﻬﺎﻟﻬﺼﻬﺎﻫﻢ ! ﻫﺢ ٥^٨ ٤ ٣ о ٠ ١٥ ; ٩ ٦ ٩ ٦ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٦ ٩ ٦ ٩ ٩ ٦ ٦ ٦ ٩ ٩ ٩ ٩ ٦ ٩ ٠١ ^ م ي ص ٨ ^ ٤ ي ^ ح ٤٨ ﻟﻪ ٣ ﺻﻪ ٣١اه٣ ٥ ١ ٨ ﻣﺤﺺ ﻟﻬﺼﻠﻬﻠﻪ ٦ ٦ إل ج ﺀ ٠١١٥ و о ١٥ ج ا ﻫﻪ ^ ﻛﻳﻣﺻ ﻣﺣﻣﻳﻣﺑﻧﻳ م ﻣﻣﺣﻳ م١٥ 0 0 ^ ٨ ٤ ٠^( ٣ ﻳﻢ ٣^ ٨٣ ٤ اة ص ٠١ ﻟﻪ о фأ ح СИ ال د ح ال ٥ ÛC го> X го 5؟• го го c с ث « ГО ق ه < о— ص ن ه ro ФГОС ©— Ф!ГО го — ص- Ф ГО Ф го го j- j— r o 'o e —— ظ о (Л ص وآ о — ء، roc Û : ه ص ro ﻟﺐ г о ا— د о■ г о — гоح— دب © о — Ф ГО4-»ГООО)ФФ ф (Л*.، ©٠١ ٠ ٥ го ф ع го آل —ﺟﻤﻢ ﺳﺎ ا ﻫﻪ© ﺣﺼﺤﺞﺀ > ح«©©د^^—ع 3Ü roc CN сгого صﺀ Л roc) CüSO م< ﻫﻤﺠﻬﺂﻫ إل دب© ءد « Ü >с ф — о — го ф го — го ٠١ го ф ф го с . ﻟﺐ ÜO > с ^ro ro ﻟب ٠. ﻟﺐ го— с ٠—е،_о со слс^---؛.— ©ГОФ'О'ОГОО — — ф с roc ااهего* © го ro 0( ﺗﻂ©ث« ﺗﺖ 0 ت 0 ©0 3م«0 0 دب© го ooro-oroN E،.،. с:с ؤ هآ § NE ع 3© ٥ -Ü ٥ о о ﺋﺼﻬﺼﻪ << ﺧﻤﻤﻤﺤﺤﻜﻤﻢ—3 ﺳﺴﻬﻈﺪ ا ﻣﻬﺎﻗﻤﻤﻤﻤ آل "-* ن ﻟﺼﻤﻢ ه ﺀ -Ouا о <أه ح z ٦ ü < 103 го 40 CM со ٧١ ٢٠ о CM ١٥٠٢ ﻟﻪ СО ﻳ م» О ﻳﻣﻣﺢ ^ه » ﻟﻪ ﻳ م ١٥ ص ص ٨ ، ﻟﻪ »! ﺣم»م Г^СУ\ЧОГОО»ОСМ ﻟﻪ ٧ ه » م » ﻟﻪ C0 04 OCM CM со •о ۴٠ ٠١ со со о ٧ со ٠١ ١- ١- СМ ٣ ٦ ٩ ٩ ٩ ٩ ٩ ١٥ ٧ ٩ ١٥ ﻟﻪ ﻟﻪ ١٥ ﻣﻬﺎﻣﺤﻢ< ٩ ٦ ٦ ٦ ٩ ٩ ٩ ٩ ﻟﻪ 1— و со CN 40 ١٠ ١٥ см و ١٥ 40 ٧ ﻟﻪ ﻳﺞ ﻟﻪ» ١٥ ﻳ م ٠١ CM ٣٠ ٢٥ ﻟﻬﻬﺎﻟﻬﻬﻲ » ﻣﻴﻢ ه »وص و ٠١ إج ٣^٧ ٠ ОЧООСМ ﻟﻬﻣﻪ4 ﺻﺣﻣﻳﻣﻬ د о ﻳﻣﻳ م، ﺣ م ﻣﺣﺣم م٦ ﺣ م٩ ٩ ٩ ٦ со ٧^^٣ » ﻟﻪ^ ١٥ ٩ ح، ﺳﻣﻳ م СМ « ٣ ٣ وﻟﻪ ^ ﻟﻪ ٠١ ٠١ ١٥- ١ ٣ •-» ه 4 0 ﻣﺢ 1 ١٥ و ذ ٠ ١٥ » ح( ١٥ ﻟﻪ о و اه ﻟﻪ و ١٥ ﻟﻪ со ١٥» ^ ١٥ » ٧ ص ﻟﻪ ٣٦ ٣٦ о OOCNC3NC34OC0 و ٣ 0 ا ﻟﻬﻣﺣﺑ ن » ٠١ С34 ﻟﻪ ﻫﺞ » ﻟﻬﻠﻬﻴﻨﻬﺎﻫﺼﻪ ٧١ ٣ CM о و ٦ ٩ ٩ ٩ ٩ ٩ ٦ ٩ ٣ ص ٠١ ﻳ م^ ٣ ١٥ ٩ ٩ ٦ ٦ ٦ ٠ ، ٠٠٠٠ ﻟﻪ ٩ ٦ ٦ ٩ ٦ ٩ ٦ ٩ ٦ » ﺟ م »» ﻟﻬﺣ و го ٠١ « » ه ١٥ ١٥ ه ﻟﻪ ع ٠١ ٧ ح ١٥ و ﻳﻢ ٠١ ٠١ و о \о و со со ٣- ٣- ﻣﻣﺢ ©ا ﻣﻬﺣﻣﻠﻪ ١٥ о « ٧٣٧«« ﻟﻪ ٧ و ص » ٧ ^١٥ ص و ١٥ ١٥ ١٥ » م< ١٥ ه ه ﻳﻴﻢ ٩ ﻳﻢ ٩ ٩ » د ﻟﻪ / ٨ ٨] ١ ٠ ٣ ^ ﻟﻪ ﻟﻪ ٧ ﻟﻬﻤﺤﺼﺼﻴﻤﻤﻪ »د ﻟﻪ ٧ ٧ ص ١٥ ٢٨ ٣ ٣, » » ٣ ^ ٣٦ о ﻟﻪ ٠١ ٠١ « ١٥٨١ » و• ^ ٣ ٠١ ٢٠١٥ ٠١ ﻣﺢ » ﻣﺢ^»دﻟﻪ ٧١٥٢٨ ص م© هء го ٩ ٠ ٢ ٢٨ ٠١ » ٥ ٣ » إه ٣ ٥ ١ ٣ о ﺻم 0 م ٧^٣٣٣ ٦ ٩ ٠ ٠ ٠ ١٥ ٣ ٥ ١ ٣ ص ﻟﻪ ج ٩ ٦ ٩ ٦ ٩ ٦ ٦ ٦٩٦٦٦ с с ٠١» ج ٠١ » ٠١٠١ آه ﺣﺻﻣ م » ﻟﻪ » ﻟﻪ4 ﻫﻣﻣﺣﻠﻪ ٥٧» ص » ٧ ٥ ١ «« ص ؤ ٣١» ﻳ م ﻟﻪ ٧ со و ٠١ CM ؛ه و ص ١٥ ١٥ ص ١٥ ةﺳﻣﻘﺗﺄآ 0ةص م » ﻣﻣﺣﺢ « ﻩص ﻟﻨﺎ ٠١ ٠١ ٧ ٥ ٥ » ٠١٠١ 1 » ص ٧^» ٧« ﻟﻪ ﻫﺎﻣﺢ ٣ ﺻﻴﻤﺼﻠﻬﻠﻪ ح، ﺻﻳﻣ م ح، ١٥ ﻟﻪ ٧^ ١٥ ٧ ١٥« » و ٠١ د٣ﻣﺢ ٠١٠١ » ﻫﺑ ن » ﻟﻬﻠﻬﺻﻳﻣ م م ٥ ١ ٣ » ٦ ٩ ٦ ٩ ٥١ ﻳ م «« ٩٩ ٩ م 0 »» ﻣﺣﻣﻠﻬﻣﺢ ٩ ٩ ٦ ٦ د » » ١٥ ﻳﻢ و ٥٣ ﻳ م و ١٥ ص ٣١ ﺑﻨﻬﺎﻳﻰ » ﺣﻠﻪ. أو د ه ٣ ٣٦ ﻟﻪ о ٠١ ﻟﻪ ﻳ م » ن ﺀ ع » ٣ ٨ » دم »» ﺻﻬﺎ><ﻣﺢ ٠١ ١٥ ١٥ о со ٣ ٥ ١ ٥ ١ ٣ / ٨١٧٨ « »» ﻟﻪ ٦ ٦ » ٣١٥٠١ ^ ٠ ٣. » » ٧ » ٠ ٧ ١٥ ﻟﻪ ا|و • ٥١ ﻳ م ص ■ صاو ﻫﺎﻳم »ﻣﺢ » 0»0 ﺻﻳﻣﻳ م ﻣﺣﺎﻣﺣﺣص » د ذ ٣« ٧ ٠١ ٠١ ﻳﻣﻳم٣ﻣم ٠ ص ﻟﻪ о ٠١ ٧ و ١٥» ٧ ٠١ وص ^ ﻳ م ٠١ « ٩ ٦٩/ ٨ ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٢٨ ٣ﻋﻣﺢ ٠4« م «« و ٣« ٠١ « د«ﻣﺢ ﺑﻧﺢ 0 ﻣﺣﻣﺢﻣﺣﻣﺣﻠﻬﻣﺣﺣﻣص » ٣٥٣ » ﻟﻪ ١٥ ٣ ﻟﻪ « ١٥ ١ ٠ ٨ ٧ ٣ ٥ ١ 0 ص» ﻟﻬﻬﺎ ح ﻟﻪ ٠١٧٧ » وو « ١٥ د ٧ ﻟﻬﻠﻪ » ﻫﺎ م ﻟﻬﺢ 0 » ﺻﻪ ﻟﻪ ﻟﻪ» » د ﻟﻪ ص © » СС ٠١ « СС ﻡ К |ق а ГО م го © r o c © ٢٠ <т го — ه Q £ ه << сс , ت|إق .، ГО ه ©ا ©» ط го о © ٠ с с © ت آل p ٢٨ © ro c >> с ГО го 0— ت го© ط с го © — с с © P Ü ©госта ﻣال Ü го — © ٢٨ — ء© © о с —• г о ٠١ с < » ح ي с — го• — О ©ЕГ © СП © ٢٠ — ح ٥« го د С ٠ p ﻣﻣم.ا ط ه го го ؟ а CP — го© <©го © — го го с ٢٠ ا ГО — آل < Р ء — ©©ГО £ ع©ت — © со© » ؟©ز اس » ﻗﺚ > ﺣﻪ ع©ه с » г о © < © Р го ءذ ت ء N ث Z ﺀث — » ال— — ء _ü ط طﺎ ى ه< го т *o ىﻃﺎ ق-» ﺗﻴﻦ 0،ﻣﻢ ٦ — U- ل( ه ٢٠к ٢٠ در ال ü ه 104 ٢ 1 ٢٢٠ ٢٠٦ о союсо ١٥ ^^١٥ ^^ ٨، ﻟﻪ ٠٣ وت ٠١ وت ﻟﻪ ٣ م ГО ٢٨ د со о о ٣- о ٨، ٥ ٣ ^ ٣٥^ ه ٠١د د ة ٩٩٦ о го ٦ ٦ ٩ ٦ ٦ ٦ ٦ ٦ ^ ٦ ٦ ٦ ٦ ٠١ م ١٥ ﻟﻪ ٢٠٠٠١ го مي го ٣- ٠١ ٥ ١ ٥ ١٥١٥٥١ ﻟﻪ ٠١ ٢٥١وت 0 ﻟﻪ 0 ١ ٠ ٨ ٢ ١ ٠ ٥ ٨، ة со وت ﺹ ١٥ ﻟﻪ о О СО ٦ ٩ ^ ٦^٨ 00 ٨١٥، ١٥ 00ГО ٥ م ٠ ٣^ ٣ ٠١ ٠١ ٨ي ٨ا ﻣﺢ ا ﻳﻢ > ﻫﻬﻬك ٢٧٣ ﺻﻬﻞ « ﻫﻬﺎم ١٥ ٨ ﺍﻫﻬﺎ ﻣﺼﺪ ٨ ، ٥ ا ﻟﻠﻪ ٠٠١ ﻟﺺ ﻫﺎﻟﻬﻜﺒﻦ ] ه ﺻﻣﻳﻣﻲ ٥^ مح ﺢْﺎ١٥ ٨١٥، ٨ ، ٣ ﻡ ٥ ﻫﺎ ده م ٥ ٠١ ص ٠ ٣٥ ٦ ٦ ٩ ٦ ٩ ٦ ٩ ٦ ٩ ٩٩ ٦ ٦ ٦ ٦ ٦ ٩ ٥ ٤٨ ٤٨ ص ﻟﻪ ٠٠ ٠، Ч» ٠ ه ،0 ﻳ م ГО ١٥ ٣٦١٥٠١١٥ ٨، ٠٦ ﻟﻬ د - ﺛﺗﻪ004 وت ٠٦ ه ١٥ ٣ 0ﻡ ٠٥ ﺹ ﻟﻪﻣﻳﻣ د٠٠٦ ٦ ٣ ٥ ٣ ٥ ١ ٥ ١ ^ ٣ ٥ ٨ ، ص ﺑﻢ ٣٣^ ٥ ٣ ٥ ١ وت ^ ١٥ ﺹ ٨، ٨، ١٥ ة ﻟﻪ ٨٥ ١ ٥ ٨٠ ٨، م ص ^ م< ГО مب ﺩ ﻟﻪ ٣ ١ ٠ ه، ﺻﻳﻣﻣﻳﻣ م ٢٠ م ١٥ ﻟﻪ ﺑﻧﻠﻪ ا٨ ٢٠ ﻳ م ٨٣٣، Г 0 ٣ ه ٠١ ٠١ ﺑﻨﻠﻪ ٨ ٣اﻟﻪ ﻟﻪ ﻫﺎ م< ﻫﺎ ا م١٣ص ﻫﻳﻣﺑ ا٨ وت ﻫﻪ [ هلهلحص ٣ ٥ ﺻﺼﻬﻬﻢ ، ﻩ ٨، ٣ ٣ 00 م م؟ ﻫ ﻳ م ؟ ﻣﻣﺣ م ٢٧ ٥^ ١٥^٥ ٣ ﺻ ث< ﺹ ٥ ٣ ٨ﺍميﺺ ١٥ ١٥١٥ ١٥ 00 ٨ ، ٨ ٤ ٥ ٣ ٣ ٣ ﻟﻪ ١ ٠ ٥ ﻣ مي ﻠﻬﻠﻪ ٣ ٥ ﺻﻬﺼﻠﻬﺺ1ه مي ٢٧١٥ ج ٢٧ ص] ﻫﺺ^، ﻫﺎح ﺹ ﻟﻪ ﻟﻪ ٣ وت ٣- о وت ٢٠ ﻟﻪ ٥١ ٥ ١ ٣ ٨ص ﺋﻤﻤﺤﺼﺺ ٥ ^ ﻟﻪ ^ ﺩ م ٠١ ٠١^٥ ٥ ﻟﻪ إ ٨ا٨ ا٨٥، ﺑﻨﻠﻪ م ٥ ١ ٨ ﻟﻪ ٢ ﻟﻪ ٠ ٣٢ ٠ ٢ ١ ٠ ٣ ٨، ٠١ د ص وت ٠١٢٠ ٠١^٥ ١ ٨ ﻟﻳ م со ٠١ Lü со ٠١ О го ٦٥ ﻣﻠﻬﺴﻪ ، ﺹ ٠١ م ﻟﻪ ٥ ٥ ﺹ ﻭﺕ ٨، ٤٨ ﻟﻪ ﻟﻬﺢ< ه§ ﺣﻠﻬﻴﻰ 1ﻫﺺ ٦٥ ^ ﺩ مي هل ﺎСО ص ٨، ٧١ ٣ ﻫﺎﻟﻪ 0 مي ﺩﻟﻪ و ه ص١٥ ﺣ د٥ ٣ ٨ )« ﻡ ٨ﺍ٨، ٠١ م ٦ ٩ ٦ ٩ ٩ ٦ و ٦ ٦ ٦ ٦ ٩ ٦ ٦ ٩ ٨، ١٥ ﺹ ﻳ م ^ ٢٧ ﺹ ٥ ﺹ ٠١ ي ٠٠٠١ ﻟﻪ ٢٧ ^ ﺹ ١٥ ح( ٣ ١ ٥ ٥ ٥ ١ ٣ ج ١٥ مب ٠١ ص م ﺑﻧﻳﻣﻊ ٣ ٥ ١ ١٥ ﻳﻢ ٠١ ﺹ ١٥ ٥ ٥ ١ ﻟﻬﺑﻧﻳ م >« ﺹ ﺹ ﻟﻪ ﻳﻢ ﻟﻬﻴﻤﻲي٢ ؛ ٢٠ ص ٠١ ح ٣ ٥ ﻟﻪ اا ٥ ﻟﻪ١ ٠ ٣١٥ ١٥ اا ص ١٥ ا ﻟﻪ ٠١ ٣٠١٥ ﺹ ٨ ٤ ٥ ﺩﻟﻪ ١ ٠ ٣ ١٥ ﺻﻣﻳ م ٨ ٤ﻫﺎ٥ د٣ ٥٥^ م ٥ ﻟﻪ ٣ ٥١ ﺑ م ^ ١٥٤٨٣٠١ ص م ٠^٥ ٩ ﻳ م ٦ ٩١٥ م ٨٥ ٠١ ٣٠١٥ ٦ ٩ ٩ ٦ ٩ ٦ ٩ ٩ ٠ ﻳﻢْﻤﺢ ٣ ٥٠١ ١ م٠ ٠ ٥ ﻟﻪ ٠١ ﺑ م ٠١ ﻟﻪ ي د ^ ٣ ٨، ٣ ص ﻟﻪ ٠٣٣ ﺻﺪ٠٥م ٣ ٨٠، ٣ ٨٠٠، 0\ ٠١ ^ ٥ ٨، ٠١ ٠ ه ص ه ﻟﻪ ٢^٠ ﻳم ٧١ ص ٨، ٤٨ و إ ء ﻳ م م ٠١ ص ٣ ﻟﻪ ﺗﻪ о ٠ ٠١ со ﻟﻪ H ф ه СС ٥ ce сс © CC ٦٥ ٦٥ L u L u ГО ГО L u с с © صن го ГО ٠١ ФФ ص أ го - roe ح го ГО <« © n CC © ( ГО ф ^ © د © ء Ф -٢٠ _ م ٠١ ф с ﻟﻪ го ф фﻟﻪ س.٤٠ Ф Ф С— د + г о ^ С Ф С Ф ن ) ﻩ ©ه٢٠©د с с с го© ©го |إة с ﺗﺎ—ﺣﺎﻣده с ٠١ : د го ع го ﻟب с Ê >- ГО Ф د> Ф ГО ٠— го го с го ج - ص ة а е г о< N a ،ГОГО ^ г о ^ ^ е ^го с — го ٠٠ ا ا — ٠١ Ф د ٦٥ ال© Ф ٠ ، — Ф+4ГОФ ф©3^ - ؛ ج ؛ ﻣﻣن -،ф و го © о. со ﻟب © آ|| د— о Ф > Û LJ U-C ■ ٥ ﺙ0 ﺀ ط ئ гоﺗﺖ “ا ﻣﻢﺀОت—- _и > د ٦ﺣﻤﻤﺘﺖ~. د Ü ﻃﺎ ط ٦< ٥ со ء، ٦— CÛ L u о م -ь ظ *o ф ф CL. со со со 105 ٠١٤٨ ٢٠ ٤٨ ٨٠١،ООО 0 ﻣﻤﺢ ١٥ ﻟﻪ ! ص ١٥ ٥ ١ ٨،ج ﻟﻪ م 0 ﻳﻤﻠﻬﺪﺳﻢ ﻳﻢ 00 ﻟﻪ ٥١ ﻳﻢ « ٩٦ ٩٢٠ 00 ٩ ٩ ٩ ٩ ٩ ٩ ٩ ^٤٨ ج CM 0ا ^ ﺣﻠﻬﺤﻲ1ه ﻟﻪ م ﺗﻪ؛« ﻳﻢ 0 ٥١ ﻳﻢ ﻳﻢ ﻳﻢ 0 0ا0اا0 م 00 ٠ د ١٥ د 0\ ٤٨٦ ٠ دو ن ١٥ ١٥٣١٥ د ﻳﻢ ﻟﻪ ص ٤٨ СЛ ٢٠ ﻟﻪ ت١( ٠١ ٤٨١٥ ا ﻳﻤﺺ 0 ﺻﺺ 0 ﻣﻤﻬﺎﻫﺎ ﻳﻢ ﻣﺢ ١ه٠١ ^٤٨ ٥اده٨ ٥ا ﺑﻦ ا ﺣﻬﻤﺤﻠﻪ ٤٨ ٥ ا ﻳﻨﻤﺢ ٠١ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ ٩ ٩ ٦ ٦ ٦ ﻟﻪ ﻟﻪ ^ ٣ ﻫﺺ ٣ ٥ ١ ﺻﻤﺤﻢ ٥ ١ ٣ ٠١ ﻳﻢ ٨ ا ﻳﻢ 0م ص ﻳﻢ 0 ﻳﻢ ﻳﻤﻠﻪ ^ ﻫﻠﻬﺒﻨﻤﻤﺤﻴﻤﻤﺢ о ١٥^٠ ٠ م ٣ ﻟﻪ ٨ ٤ ٥ ﻟﻬﺼﻬﺎﻳﻤﺪﻳﻤﻤﻴﻢ 0ﻫﺎ ﻳﻢ ﻳﻤﺼﻠﻪ ﻣﺢ 0 ﻳﻢ ه ٠١ ٠١ о ٤٨ ١٥ ^ о ١٥ ه ﻳﻢ ح ٨ ٤ ٣ص ﻟﻪ ﻟﻪ ^ ﺻﻢ “آ ٥ ٣ ه د ١٥ ٨ о٤ ٠ ٠١٣ م ي٤٨ ٤٨ ﻟﻪ ٣ о ٤٨ ^ ه ٩ ه о و ﻳﻢ ﻳﻢ о ٣ ﻟﻪ ﺀ ٣ﻳﻢﻳﻢ ٣ ٩ ٦ ٩ ٩ ٩ ه CM ١٥ ٠١ CM وت ٠١ ■( ٣ ٥ ٥ ١ ٠ ٠ ^ ٣١٥ ﻟﻪ ٤٨ ﻣﺢ ٠ا٥ص١٥م• ٤٨٤٨ و ﻟﻪ !■ ﻫﻢ] ﻫﻴﻤﻬﺎﺑﻦ . و ﻫﺎ 1 ه ٥ ١ ٥ ٨ ٤ ﻳﻢ ﻟﻪ ئ ٠١ ص со د وآ ﻟﻪ ﻳﻢ ٣ ١٥ ص ١٣ ٠ ج ﻟﻪ ﻟﻪ ٣ ١٥ و ﻟﻪ ﻫﻠﻬﻮ « ﺑﻨﻠﻪ ١٥ ٠١ ص ٩ ٩ ٩ ٠ ٢ ٩ ٤٨ ٩ ٩ ٦ ٩ ٢١١٩٩ ﺗﺢ ؛م ﻳﻢ م ص ٣ ١٥ ﻟﻪ ﻟﻪ ١٠ ي أة وت о ٣٠ ٠١ со ﻟﻪ ﻳﻢ ٤٨ ص ؛ ٨٧١٨ ٤ ٨^٤ ﻣﺢ 0 ﻫﺎﺣﻴﻢ ﻟﻪ ﻳﻢ ٠١ ٤٨ ﻟﻪ Ш 00 0، со ﻳﻢ § ﻫﻬﻬﺼﻬﺄﻫﺎه ٠١ ﻟﻪ ١٥ ح ص ١٥ ا 7، ه ٨٤٨ ا٨اث« ﻳﻢ ﻟﻪ ص 0 ٠١ ٣ о ص 00 ١٥ ي о ﺻﺒﻦ ٨ه١ ا ﻟﻪ ﻳﻢ ٩ ٩ ٩ ٦ ٩ ٠١ ﻟﻪ ^ ١٥ د ٤٨ ء ﻳﻢ ٤٨ о ^ ١٥ ﻳﻢ CJ ﻟﻪ о م •د ﻟﻪ ص ص ٠١ ٥١ ٤٨ د ﻳﻢ وت ﻳﻢ ٠١ ٠١ ﻳﻢ ١٥ о ﻳﻢ وت ٤٨ 00 غ о ص ﻟﻪ ф ه с ٠١ م сс ،0 ٧ ص ظ طﺎ ٣١٦ TJ ﻃﺎ с ﻟﻪ م со с со ٠٠ со — ح £ о со ، ф с د ٠ со د+ ф* С Ф ■Ф ج с о е с со ф со — ،. © ф — О со ال: ع со — ج С ٠١ 0) ٠ СО а - р ﺀ с N — со 3 د+أد ﺑﻤﻪ ф ،. ■о СОФ ﻟﺪ со ф ф ، ф - ؛ ذ Т 5 ф с со — ф о со со ٥ ﻟﻠب|—ت/(ﻣﻣﺢ ٤ ٦— О ط ه а ф о -■ о С 106 CM ٨ ٤ ٣ ٤٨ ي -«о CM ٤٨١ ٣ ﺻﻠﻬﻤﺤﺎﻩ ٣ مصﺢ о ﻟﻪ ه 0-» ﻳﻢ0000 ﻳﻢ 0 0 ي ٦ ؛ой ٩ LO،S ٠١ ٩ ٩ ٩ ٦ ٩ ٤ ٦ ٩ ٤ ٩ ٤٩ о ص© ﺗﻪ ^ ON смо ي -»lAOOOcOONO ٤٨ о ٥ ٥ ١ CM ﻣﺤﻤﺤﻤﻬﺼﻴﻢ ©ﻫﺎ ص ﻟﻪ CM ﻟﻪ ٣ ٣ ٣ ٨ ٤ ﻟﻪ ٨ ٤ ٣ ^ <У\ ٠١ 0وت00 ﻳﻢ о ١٥ ١٥ ١٥ ﻳﻢ ﻟﻪ • د © ٣ ﻟﻪ وت ﻳﻢ ٤٨ م< ص ص ص ١٥ و о ٣ ٦ ٩ ٦ ٤٩ ٩ ﻳﻢ ﻳﻤﻠﻪ0،ﻣﺼﻘﻠﻪ 0ت ٥ ٤٨ ٤٨ ﻟﻪ ﻣﻠﻬﻴﻤﺎﻣﻤﻜﻨﺠﻴﻤﺮ ^ ﻟﻪ ٥٠١٥٩ ٣١^٣٨ ٤ د ٠١ ١٥ ^٤٨٠٦٤٨٤٨ ^^ ٠١•^ со ٣ ٨ ٣١ا ﺻﻪ ﻣﺢ ٠ ٠١ о ٥ ٥ ﻟﻪ ا ﻳ م ٠١ ١٥ ٥ ﻟﻪ ٣ ١٥^ م ١٥ ص ٣ ٤٨ ٩ وت ٤٨ ٠١ ٣ ٥ ^ ٠ ^ ٠ ^ ١٥ ٤٨ ٠١ ون »“ وت ﻟﻪ ه ٦ ١ ٢ ٥ ١ ٠ ٩ ٩ ٩ ٩ ٦ ٠ ﻡ ﻟﻪ ﻟﻪ ٨ﻳﻢ٤ ^ ١٥^١٥ ص وت وت وت ٠١ •ءت ٠١ ،0 ٠١ ﻫﺎ 0 ٣ ١ ٠ ٥ د ص ﻳﻢ ﻟﻪ ٣ ﻳ م م ١٥ ٣ ي ٢٨ Ш 00٠١ ٠١ ГО Т35 •D с ٨ ٤ ٥٥٥٣ ٠^١ غ . . . ذ ه٥■ص ه ٤٨ ص ، ^ ٤٨ ص ٥ ﻟﻪ ٥ ٥ ٥ ٤٨ موت ٠١٥٣ ٠ ٥^٥ ٠ ٥ ١ ٣ ٨ ٤ ﻟﻪ ١٥ ٨٣ ٤ ٣ ﻟﻪ ^ ٥ ٤٨ ٨ ﻫﺎ 00-» ﻣﻮﺗ مي ﺪ ٥ م ١٥ ٤٨ ٥ »د * ٤ ٦ ٩ ٥٣١٥٥١٥ ٨١٥ ٤ ٣ ٣ ﻟﻪ ﻟﻪﻟﻪ ^٤٨ ٣ ٥ ٠ ٣ ٥ ١ ٤٨ مي ٥ ه ٥ ٤٨ ١٥ ﻳ م ٤٨ ^^١٥ ﻟﻪ ٣ وت ٣ ١٥١٥ ١٥٣ \ ﻫﺤﺤﻠﻬﻢ ج ﻟﻪ Ф ﻟﻪ ٣ ﻭ متهت ﺎﻭﺕ-ﺩ со ه ص ه ٠١ ي ص ٥^٣ ٥ ٤٨٠ ٠ ٠ ٠ ٨ ٤ ٥ ٥ ١ ^ ٠١^١ ٠ ٥ ٨ ٤ ٣ ١٥ ﻟﻪ ٤٨ ٣ ٥ ٤٨٤٨ ٥ ٠ ٨ ٤ ٥ ٥ ١٥٥حم ٠ مص ﺢ ﻡ ج ٦ ٦ ح٩ ٩ ٣٩ ٦ ٦ ٦ ٩ ٦ ٦ ٩ ٩ ٩ ٩٩ CM ٠١ ٣ ٥ ﻡ ﻟﻪ ﻳ م со مي ١٥ ﻟﻪاﻣﻬﺎﻟﻬﺎ« ﻟﻪ ١٥ ﺀ ٣ ٣ ١٥ ﻣﺢ ْ مي ٤٨ ٠١ ﻳﻢ ٥ ٥ ٨ﺍ حم ﻪ ٣ ﻳﻢ ﻟﻪ ٣ ٣ حمﻠﻪ١٥ حم ﻢ 00 ٠١ ١٥ ٥ I— го ٠١ го О• -О сс го ﺝ ٠، Гоф ن р ГО ذ ©— го го го о — ф ء ، го ♦— го ф ٠١ го го ф а О ü —♦ ﻁ — с N ﺡс ■il ٠ го >N го ÜÜ 3 N гоо N ﺀ го го — ^го ф р ГО го ه ﺀ_| ة | р р ٠١ гогос ГОФГО ؛ с ٠١ р N >е< اح— ؤ ة ؤه ع — ф 0. ﻫﺪ0 ١٧^٣ ﻉ 3 ﺍ © • > ٠ ٦ ٠ 11ﺀ 1ف 1 1 اا؛1 1 1 ه ﺀ ق ﺀ ق . о ﻩ ٠١٤٥ 109 СО ﻳ م ON » ٠ ٧ » ح » ﺻﻣﺣم ٠ م » م « » ﻟﻪ - ٧٠١٢ ٧ »» وو و ﻳ م » >« ﺑﻧﻠﻪ ﻣﺤﻞ-0 اصroroCJfOONfOT- 00 ﻟﻪ ١٥ © ﻟﻪ ٧٠١ » ﻟﻪ ٣ ٣ ٣^« ﻳ م ﺣﻤﺺ » وه ٦ ٩ ٩ ٩ ٩ ON ٩٩٩٩٩^^ ٧^٠ « ««««« ٨ ﻟﻬﺑﻧﻲ « ٦ ٩ ٩ ٩ ٩ ٦ .، م ،» ﻟﻪ ﻟﻪ ﻟﻪ CM со > م - أ ﻟﻪ -ا ﻳ م ٠١٨ ٠ ٠١ ﻳ م ﻟﻪ ﻳ م ﻟﻪ О ﺑ ن » م ١٥ ح » ه » ص » ٠ ﻣﺤﺤﻤﺤﺢ ON ح ص ٣ م< ص ٧« ج ٧٣ ﻟﻪ ﻟﻪ ٧ م ه4 » ﻟﻪ ٧ ON ٧١ ٠١ » ١٥ » о ٩ ٣ » «٣ ﻟﻪ م ومو ٣^٣ ﺀ ٢- CM و ﻣﺢ » ص ﻟﻪ ص ٠١ ٠١ ٢ о ١٠ • ٣ ١٥ و »» « ٠٣٧ « ٣ ﻟﻪ ٣ » ٠ ٠١ ﻭﻟﻪﻟﻪ ١ ص ص ﻳ م» ٣ ^ ٣• ٣ ﻟﻪ ٣ ﻟﻪ و » د » ﻳ م »©» ^ ٧ ﻳ م ^ ٧ ٨ ح ٠١ » ﻡ » ﻩ4 ﺍﻣﻠﻬ مي ﻟﻪ و وم « ٩ ٩ ١٥ » ١٥ ٠ » ﻟﻪ ١٥ «١٥ « ٠١ » م « ﺻ م ^ € » ﻟﻪ » ﻣﺢ ٠ ٠ ٠ ٠٣ ٠٠ ٠٠٠٠ ،٠ ٩ ٠ ج ٠. ٠. ،> ٠ ،* ٠. ،* ﻟﻪ ^ و » و ٧ » ١٥ » ٣ ه » مي О ٧ ﺀﺕ ٣««١٥ ١٥ ﻭ » ١٥ » ^ ص ١٥ » ٠١ » ص » ﻳ م ٠١٣١٥ C3N ﻳ م ١٥ ﻭﻟﻪ « ﻣﻪ4حم « «« ١٥٠٣٠ « م ﻟﻪ » « و ﻟﻪ ٠١٠١٣ « ١٥ » ﻭ « » ٣ ٧ ٣ ٠ ٣ » — ٠١١ »» » ٠١ ٠١ ٠١ ع ﻣﻲ 0 ﻳﻢ وم » ١٥ »١٥ ﻟﻪ ﺻﻠﻬﻠﻪ ﻟﻬﻠﻪ » ﻣﻣﻣﺣ م » ح »» ٣٠© ٨ ﻋﻪ ة ГО со ٧ » со د « ( ه » C3N ٣ ١ ٠ ٣ » ﻳﻣﻣﻣﺢ ^< ﻳﻣﻪ»4 ٩٦^ ٤ ٦ ٦ ٩ ».» ٩ ١٥ ﺑ ن » ﻟﻪ ﺑﻦ » ﺳﻤﻴﻤﻤﺢ ﻣﺤﻤﻠﻪ « с с ٠، « » » و وص » ٠ ﻟﻪ « ص » ١٥ ﻳ م ﻳ م ١٥ « ٣٧ ٩ ﻟﻪ ٣ » ﻳﻢ\ﻣﻢ00 ع о ١٥ о ﻣﺣﻌﻣﺢ » ٧ و» о ٧٧٣ ﻟﻪ ٠١ آة ص ﻣﺣ م4 ﻟﻪ ٧ ٦٦/ ٨ ص » م « ﻟﻪ » ٠١ » ٠١ ة ﻟﻪ »» ٩ ٠١ 00 ﻳ م ١٥ ج ١٥ ي » ص س - ﻳ م 1^ و ٨٣« ذ ﻟﻪ ٣ ص ص » ﻟﻬﺺ وو » 00 ﻟﻪ » ذ م٣ ﻳ « ١ه ﻳﻣﻣﺢ « ﻟﻬﻢ-د ٣ ٦ ٩ ٩ ٦ ٦ ٩ ٩ ٩ ٦ ٩ ٩ ٦ « ٠١« « ٣«« « ٣ ٩ ٦ ٣ ٩ ٦ ٠٠ ٠٠ ٠٠ ٠٠ ٠٠ ٠٠ ٠٠ о о ١٥ ﻟﻪ 0 ﺑﻧﺣﺣﻪ4 ح » ٣ ٥ ١ ١٥00 ^ ٠١ ٣١٥ ﻟﻪ ٣«^ « ﻳ م ﻟﻪ ١٥ ^» ^» » ٣ ٣ ١ ٠ ٣ ٣ ٥ ١ ٥ ١ ٧ ٧ » ٣^٠١ ﻟﻪ ٧» ٢٠٠ » و « م » م « ٧ » و ٣١ ١٥ ﻟﻪ » ٣ ٧ ٣ ٣ ٣ ٥ ١ »» ٣ ﻟﻪ ٩ ٦ ٧ و « ١٥ ص ﻟﻪ و ٣ ٣ ص و ٣ « Ф » ٠١ ه ح ت ٠٦ со ٠١« ١^^ » ﻟﻪ• ٠ ذ ح ا ١٥ » » ٣ ٣٠١ « « • M C 1 ١٥ ! “ ١٥٠١ - أ ﻳ م » «٣ ١٥« » و ١٥٧ م٣ ﻟﻬﻌﻳ ﻟﻪ ١٥ ٠١٠١ ٨١٥ ﻱ 0» ﻟﻪ ﻳ ١٥ م١٥٧ ؟ ﻳ م » ^ ﻟﻪ٣^٧١٥ ٧« ٣٣ —T ٢٠٠ ٣ ٩٩ ٩ ٩ ٠ ٩ ٩ ٠ ٠. ٠. ,» ٠٠ ٠٠ ٣٧ «« « ﻣﺎﻳ م ١٥٠١ ٠١^٣ «٠١^٢ و » ﻟﻪ » م ﻟﻪ ١٥ ١٥ ﻟﻪ ﻟﻪ ٣« ح٣ ١٥ ٣« ﻳﻢ » «« ٣١٥ ٨■ ذ ﻳﻢ » «« ١٥ ﻟﻪ ^« ٣٣ ٣ و و و» و ع « ذ ٨■ ﺣﺪ0ا - - ٠٠ " ٣ ١٥٣ ﻟﻪ ﻟﻪ ٥١ ﻟﻪ ٣ » ٠١ و ﻟﻪ к © ص со © © ٠ ه а с © ID а Q.X3 ٠١ © é ﻣﺔ "ق С© ت © — © с ٢ СС ٥ сс ﺣﻬﺞ©ﺛﺂ <со (0 co ظ о © ظ о а: а о с т о тзс>> ■о >> .، ة ذ ة » ءсоء— — со о. со ©© ٠ ^ зсо <0>,СС0С0С©©ОС0 ■.،ососо со Ш >>-؛-، со со : со — со — со со с со © Zz C O C C O — ٠، — د©© ، دсо© >*© со ٠١— ЕО> ح •— РСОС ٠،с— с о © > i ' 0 I —cro©©p © ١©— ©١ ٠١ — с ٢٨ р ا.، с со а— طс с с с с о а с©،. с — ٢٨ : со © со .٤ ٥. — с •а стам — ح ﺗﻪ ©دي ©ع©сое—• е © о © р с о о о о > з с ^ с о ٠ ﺳﺪ س 0 © ﻋﺪ ؤ ؤ со Q ع ة с I" о © ع со ص ء к ٥، ث ء ﺗ ذ ٦— ء ء ى< ظ» »ط <- م—( ﺳﻤﻤﻢ»ىحO"0^:،_»a ؤ а со к ٢٠ © со 110 ﻟﻪ ه ﻟﻪ ص ه ح( ه ٨ ٨٤، ﻫﺪﺻﻤﺤﺼﻠﻪ ٥!ا ٤٨ وت م د ص ٨ ٨٤ ٤ ٠١٥ ٤٨٠ 00 ﺑﻢ ٠١٤٨ ﻟﻪ ﺑ م ﻟﻪ On ٣ 0وت-00 ا 0ا40 ٠ د ٤٨ ص ص م ﻟﻬﻣﻪ )ه ٢٠ د ٠^٩ ٩ ٦ ٩ ٦ ٩ ٤ ٩ ٩ ٦ ٩ ٦ ٦ ٦ يم ٣ ٣٠١٣٠ ٤٨ ٠ بم ٠١٣ ٠ ٨، ﺑ م-م ١٥ CMOVO وت ON ٥^٤٨ ٤٨٤٨٠ ٤٨ ٠٥٣^ ٠١٥١٥^٣ ON ٠ ﻳﻢ ٣ ﻣﺢ ٠ا٠ ٨ ﻣﺤﺒﻦ ﻟﻬ م- أ ١ ٠ ٣ ٣ ص صدهص ٤٨ ص ﻟﻪ ﻟﻪ^ ٤٨ о ٢٠- ON وت وت ۴٠ ٤٨ ON وت ^ ٥ ١ ٥ ١ ٠ ^،>« ا ٣ وهاه،ص ٤٨ ’ﺑﻣﻪ د ﺑ ن ١٥ ﻟﻪ ﻟﻬ و ﺗﻠﻬﻣﺻﻳﻣﺻﻪ ﻣﺣﻌﻠﻬﻪ< ﻫﺎ - ٤٨ دهبمله ١٥ صلهلهي م ON ٠١ ^ ٣ ■ ١٥٠٥٠٥٠ h-OIOOICJON ﻟﻪ ^٤٨ ٥ ٥ ٨ ٤ ﻟﻪ ٤٨ ج ٠١٥١٠ ٥ - | ﻳﻤﻢ ا ١٥ ص ١٥٤٨ ٥٠٨ص٤٨ ﻟﻪ ٥ ٥ ١٥ o ﻫﻬﻠﻪ م٨ ا ﻋﻠﻬﺑ ٥ ٠ ^ ص د ٠٠ ﻳﻢ ٠ وت ص ﻟﻪ وت ١٥ О ٠١ ٠ ٥ ٥ ٥ ﻳ م م٨ ا ﻣﺣﻬﺻﺻﺻﻬ وت ٣ ^ ٣ ﻟﻴﻢ ٤٨ ه ا — ٣^ ٣ ٠٢٧ ﻟﻪ ١٥ ١٥ ٣٠ ٨ص ا ﺻﺪﻣﻤﺤﻴﻤﻤﺤﺪ ﻟﻪ ٤٨ ٤٨ ص ٥^٠^ ص ١٥ ٠ ﻳ م ٢٧ ٨٠ ٤ ٤٨ ٠٢٧ ﻫﻬﻠﻬﻪ١ ﺻﻮﻳﻢ ٣ا٨ م ﻟﻪ ﻟﻪ ٠ ﻟﻪ ٥٠ ٣ص ص ٥وت ٠١ “٢ ص ﻟﻪ ٩ ٩ ٠ ٩ ٩ ٩ ٦ ٩ ٩ ٦ ٦ ٩ ٠ ١٥٣ ٠ ﻟﻪ ٠٠ ٠٠ ،٠ ذ ٨■٢٧ م ﻳ م ﻫﺒﻨﻠﻬﻤﺒﻤﻠﻬﺼﻜﺢ ٤٨ ٢٧٢٧ ON ﻳﻢ ١٥ ﺑ م ﻟﻪﻟﻪ ٥ ﻟﻪ ON ON о о ٩ о о ٩ ٢٧ ٠ ٣ ٠ ٠ ٣ ٤٨ 0 ﺑ ن 0 ﻣﺎﻳﻣ ص 0 ﺻ د ﻟﻪ 0 ﻟﻪ ﻟﻪ ، ﺑ م 0 0 ﻟﻬﻳ م ﺣﻤﺤﻬﺎ 0 ﻳﻢ ٤٨ د ج ٠ ٠٥^٤٨ ٥ ٣ ٧ ٢ ٣ ٨ ٤ ﻟﻪ ٣ ١٥ ١٥ ﺑ م ﻟﻪ о د ﻟﻪ ٣ ٩ ٦ ٦ ٩ ٩ ١٥ ٣٥دم ٨ ٣ ن١٥ ﺑ ٢ ﺑﻣﻣﺢ ا٨ ٣ ٤٨ ١٥ ﻫﻲ 0 ﻟﻬﻣﺢ ^ ١٥ ﺑ م ٣ ٣ ٥١ ٠٠ ٣ ٣٠ ﻳﻣﻠﻪ 0 ﻟﻪ ١٥٠١ ﻳ م ٠١ ١٥ ﻟﻪ ١٠ о ١٥ ٩ إل ص ١٥ ﻟﻪ ١٥ ٣ ٤٨ ٨^٤ ص ع ٠ ٤٨٠ OnOn^-^-O nص ٠١ ه ٤٨ ٩ ٦ ٩ ٩ ٦ ﻳ م ص ع ﻟﻪ ص ﻟﻪ ص ﻳ م ص يم О ٤٨ ٠ ص ٠ بم ٠ ٠١ ﻳ م م ١٥ ٣ ه 2، ﻟﻪ ٢٧ On ﻟﻪ ﻟﻪ ١٥ ﻟﻬﺼﺺ ا٨ت٢ ﻟﻪ ٤٨ اه م ﻟﻪ ٠١ го ٠ د ٠١ О" •о с (Л ٥ ] اده ■ ا١ * ١^٧ ٣ ٣ ﻟﻪ ٠١ ص ٠٠١ ١٥ ه ﻣﺣﺑ ن ؟ ﻫﻣﺣﻠﻪ ф ٥ ٠١ وت ٢٧ ﻟﻪ ٠١ ﻟﻪ ٠١٤٨ ص ﻟﻪ ة م ٤٨ ه م ٠ ٤٨ ^ﻟﻪ ص١٥١٥ه ٥ ٥ ﺣﻤﺒﻤﺒﻤﻢ ٠٠ ٦ ٦ ٦٩ ٩ ٩ م ٠١٤٨ ﻣﻣﺣﻳ م ٣ ٠ 0 ج ٠١ ص о ٥ ء ٤٨ ﻳﻤﺘﻚ، ﺑﻢ 0 0 0 ٣ ٨٣ ٤ ٥^٣ ﻟﻪ ع ٤٨ ﻳ م ٤٨ ٤٨ ة ﻟﻪ ٤٨ ﻳ^م ٣ ١٥ ﻟﻪ ٣٠٢٧^٥ بممح ٥ ١ ٥ ص د ٥ ٥ ١ ٥ ١ ٠ ٠ ٣ ﻟﻪ ﻳ م ١٥ ١٥^٣ о ٢٧^ وت ١٥ ٢٧ م >ﻟﻪ ص ص ٠١ ض ﻟﻪ ﻟﻪ ا ٥ ﻳ م ١٥ ﻟﻪ ﻟﻪ اا ص 1 ٠١٤٨ ! ١٠ ١٥٠ ﻳ م ع ﻟﻪ ﻟﻪ ﻟﻪ ﻟﻪ ﻟﻪ ٢٧ ٣ا٨ا٨م١ص ٣ا٨ا٨م١ص ٠١٠٠ ٠١ ﻳم ﺑ م ص ﻳ م ٧١ ﺑ م ﻳ م ٢٧ ٣ ٣ ﺑ م ﻟﻪ يم ﺑﻣ ص م٥ ﻳ ٥ ١ ٠ ٥ ١ ١ ٠ ٢٧ ٠ ٧ ٢ ٥٠٥ ؛م ٤٨ ﻳم ٤٨٣ ٠ ١٥٠٠ ٣ ٩ ٦ ٩ ٦ ٩ ٦ ٩ ﻳﻧﻬﺑﻣﺑ م ٠. ٠.٠ ٠٠ ٠. ٠٠ ٥ ٠ ١ ٠ ١ ٠ ٠ ٥ ^ ٤٨ ON ص مء ٠١٥١٥ ٣ ح ي ص ٤٨ ٣ د ١٥ ^٣ ٤٨٠١ ١ ٨٠ ١٥ ٨ ٠ ٤٨ ^^ ﻟﻪ ﻟﻪ ٢٧ ﻳ م هلحم ٠ ١٠١٥ ^ ٣ ٨ ٤ ^ ٤٨ ١٥ ^ د ٣• On ص ٠١ ﻟﻪ ص ٤٨٠١٥ ٥١٥ د ﻫﺈﻣﺎ وت ٣ ٣ ص ٥ ص ٣ ه اه ٠١ م ٠١- م - ٢٧٣ 0 , ١٥ دﺑم ٢٠٠ ه ٣ ص ص О ٠١ -؛ Ф ه ﻟب Ф ■0Ф ت ح X го ت © Ü ф ф ح го ﻟﺐ ф ،. ^ ب © ج ٧١ го— а: о © с ф © ٠١ с ة ф с ф ф — د ©ФС ГО © ح»> гогос نء го ф<، ،г о0©»>го о — — о г о © г о с > ،с г о ГОСФ ن ٠— го го — ^©с го ؛ <â N ة ٦ ٠١— ٠ NC£© — ©-ГОФ^^ آم© م«© ده© с Е ٠١ ٠- ٠- .؛ -، ٥. о ■о го• ط с — гогосФ'О'огоа،. СГОФ го< -٤ ه— ٧١: с ﻟﺐ го го— ،. _؛ _ ^ФСС ©©го ط ф ٠■ ﻗﺈ © ﻟﻪ ф ф ،. ф ٤ ٦ ٦— ط ﺎ ح | ى ﻃﻬﺼﺤﺪ 0 ، ﻣﻤﺜﺒﻤﻮ ؤ ﻗﻘﺈﻗﻒ 0ﻃﺎدﻫﺄم I l l 0 ال00 ﺀﺣﻢ -ام ٠١٣٣١٥- ﻣﻳﻣﻳﻣوت ~ » ١٠ ١ ٠ ﻳ م ﻳ م وت ١ ٠ ٨ ٤ ٨ ٤ ه ﻳ م ١ ٠ ٥ ١ ص ﻫﺎ ي ﻟﻪ ^ض о ﻣﺤﺺ 0ﻣﺢ 0 وﺻﺼﻬﺤﻴﻨﻠﻬﻬﺎ ©ص ﻟﻪ ﻟﻪ صء ٤٨٣ ﻟﻪ ﻫﺎي о ﻟﻪ ص ص ٠١ ٠١ ٩١٩٩١٩٩٩٦٩٦ ٩ م٠ ﻳ م٨ ، ٨ ا ﻳ ٨ ٤ ٩ ٩ ٩ ٩ ٤ ٦ ٩ ﻟﻪ ٨ ٤ ﻣﺣﻬﻣﻠﻬﻳ م©م ٥ ٨ ٤ ■ ﻟﻪ ﻟﻪ ٨ ٤ ٨ ٤ ص ص ي ٣ ١ ٠ ٣ ٥ ٥ ٨ ٤ ^ 00 ٢الN٨١٥ ﻣﻠﻪ ﻣﺤﻠﻬﺠﻬﺎ© ا© ﺻﺒﻨﺞ ٠ ه ٩ ﻩ ٠١ ﻟﻪ م ص ٣ ٥ ١ ٣١^٥ ٥ ١ ٥ 00 ٦ ٩ ٩ ٤ ٩ ٩ ٤ ٦٩٩٩٤٩٤٩٩٩٩ ٦ ص ص ﻳ م © ٩ ٦ ٩ ٦ ٩ ﻳ م ١ ٠ ﻳ م ١ ٠ وت ﻟﻪ و ون ص ص ٨ ٤ ﻟﻪ ﻳ م ٨ ٤ يم О و ﺗﻠﻬﻬﺎ > ٨ ٤^ ﻟﻪ ﻟﻪ fO ٠٦ ٠١ © ا ﻳﻣ ص ' ا ﻣﺎ م ٥١٥٥٥٣٥ ١ ٠ ﻟﻬﻪ ٥ ١ ﻟﻬﻠﻪ ٨يم ٤ يم ٥ О ٥ ٨ ٤ ٥ ٥ ١ ٥ ١ ص ﻳ م ٥ ١ ح ﻟﻪ ١ ٠ ٥ ص ﺻﺻﻳﻣﻳﻣﻣﺣﺢ ٨٥٠١ ٤ ٥ ص ٩ ٩ ٤ ٩ ٤ ٩ ٦ ٩٩٩٩٩٦ .ي م ٣ م ١٥ ٩ ٦ ٦ ٥ ٣ ٦ ٩ ٦ ٩ ٦ ٦٩٩٩ ١ ٠ ٥ ٨ ٤ ٥ ٥ ١ ه© ﻣﺼﻴﻤﻚ ٥ ﻳ م ﻟﻪ ٥© ص ص ﻳﻤﻢ ^ا ﻫﻠﻬﻠﻪ ﻳ م يم ٥ يم ٥ ٥ ١ ١ ٠ ١ ٠ ٥ ٥ ﻟﻪ ي ٥ ٨ ٤ ٣ ه ﻟﻪ - ﻣﺣ ص ٥ ٨ ٤ ٥ ١ ون ٥٢^١ ٠ ﺻﺖﺀآ0ﺗﺊ ٦ ٩ ٦ ٩ ٦ ^^٤٨ ^١٥ ^ ٠ ٩ ٩ ٦ ٩ ٩ ^٣ ٤٨ ﻟﻪ ١٥٣ ٩ ٩ ٦ ٩ ٩ ٦ ٩ ٩ ٩ ٦ ١٥ ٥ ١ د ص ص ﻟﻪ - : ٨١٥ ٤ ٦ ﻟﻪ ص ﻟﻪ ﻟﻪ ﻟﻪ ﺛ ت ﻳ م ﻟﻪ ٣ ﻟﻪ د م م ٨ ٤ ٥ ص ٠١ ٠١ ^ ٥ ٨ ٤ CM ٨ ٤ م ﻟﻪ ي ص ٥ ١٥ ﻣﺤﻤﺼﻤﻴﻤﻤﺢ ﻳﻢ ﻟﻪ ١ ٠ ٨ ٤ ٣ ووه ٥١٥ ٨ ٤ ٨ ٤ ٣ ٣ ٨ ٤ ص ٣ ﻣﺤﻤﺤﻬﺈﺻﻠﻬﻪ١ ٥ ٥ ﺣﻤﺤﺼﻠﻪ ﻫﺎﻟﻪ ٩٩ ٦٦ ٩ ٩ ٩ ٩ ﻫﺎﺑﻨﻜﻠﻪ © ﺻﻬﺢ ٥ ٦ ٩ ٩ ٩ ٩ ٩ ١٥٠١ ٩ ٦ ٩ ﺻﻣﺢ ٤٨٣ ٨ ٤ ﻟﻪ و ﻟﻪ ﻟﻪ م < ﻟﻬﺻﺻﺑﻧﻳﻣﻬﺎ ١٥ o ا٨ا٨١ه ٨ ٤ ٨ ٤ ٤٨٠١٥ ٨ ٤ ٣ وت ٥ ^ ﻟﻪ ﻟﻪ ٨ ٤ ٥ ٣ ٣ ٥ ٣ ﻟﻪ م ٥ ١ ٨ ٤ ٥ ٥ ٥ ٥ ١ ٣ ٩ ﻟﻪ ح< ص ص ٣ ﻣﺤﺤﻠﻬﻤﺤﻠﻬﺺ ﻟﻪ ص٠ ﻣﻣﺣ ٩ ٩ ﻣﻣ ص ٨ ٤ م ا ﻟﻪ ٥ ١ ١ ٠ ﺻﻠﻬﻠﻪ وت ١ ٠ ٣ ﻟﻪ ٠١ ص ٠١ ٠ ١٥ ١٥٣١ا ٣ §ا ﻫﺎﻫﻪ ص ﻟﻪ ، ﻫﺎ ١ ٠ ٥ ^ ٣ ا ﻟﻪ ٠١٥ ٢٢١٥ ٨ ٤ ص ٥ ١ ٥ ١ ٥ ﻟ م ﻳ م ﺣﻳ م ٣٣^ ﻳ م ٠١ ﻟﻪ وت ٣- ٥ ١ د ٨ ٤ ٨ ٤ ص ي ٥ ﻳ م ٥ ٨٥ ٤ ﻳ م© ﻳ م ١٥ ٦ ٦ ٦ ٩ ٣ ٥ و ٩٩ ٦ ٦ ٦ ٦ ٠٠ ٠ ﻟﻪ ١٥ ٣٣ ﻟ م ﻳ م ا ﻣ وت- ﻳ م ١٥ ٥ ١ ٥ م ص مء ١٥ ﻟﻪ ٥ ١ ٥ ٥ ٥ ٥ ٣ ٣ ﻟﻪ وت ﻳ م © ﻟﻪ ١٥ ١٥ ﻳ م ٣ ص ٨ ٤ ﻳ م ٥ ٠١ © ﻳ م ٠١ وت ٨ ٤ ٠ ٥ ١ ٣ ﻳﻣﻳ م ١٥٥ ﻳﻢ ٣ ﻟﻪ ١٥ ٦ ٨ ٤ ٨ ٤ ٥ ٥ ه وت ١ ٠ د٣م مم أج ٠١ وت ٣ ٥٥ ٥ ﻣﺢ ا٨ ص وت ٥ ٣ ﻟﻪ ٥ ٠١ ٥ ٥ ١ ٨ ٤ ٣ م ﻟﻪ ٣ ٥ ٥ ٨ ٤ ٠ ^© ص ٥ ﻟﻪ ٥ ﻟﻪ ي م ١ ٠ ٣ ٨ ٤ ٥ ١ ص٥ ﻣﺣﻳﻣ ص٣ ﻳﻣ ٨ ٤ ٠١ ة ٣ ١ ٨ ٣ ٥ ﻟﻪ ٥ ٥ ٥ ﻟﻪ ©ه ٩ ٦ ٩ ٩ ٦ ٩ ٣ ٩ ٠١ م ٨ ٤ ي ٩ ٣ ٩ ٩ ٩ ٣ ﻟﻪ ^ه ٩ ٩ ٩ ٩ ٩ ٩ ٣ ٣ ^^ ﻝ\> - Г © ٥ ^ ٥ ٨ ٤ ٥ ٥ ٨ ٤ ٣• وت ٥ ١ ٠ ٥ © ﻳ م ^ с؛©м о ١٥^٥ ء ص ١ ٠ ٣ ٥ ٨ ٤ ٣ ٣ ٥ ﻟﻪ ٨ ٤ ٠١ ٠١ وت CM ٥^٥ ٣ ٣^١٥ ح©ص ﻟﻪ ١ ٠ ﻟﻪ © وت ١ ٠ ٥ ١ ٠ ٥ ٥ ٩ ٦ ٩ ٩ ٩ ٣ ٩ ج ٩ ٦ ٦ ٩ ٩ ٩ ١ ٠ ١ ٠ ١ ٠ ﻣﻳﻣ م©ا ﻣﺎﻟﻪ ٥ ﻟﻪ وت وت ﻟﻪ ﻟﻪ© ٥ ﻟﻬﻣﺣﻣﺢ ح ﻟﻪ ﻟﻪ ﻟﻪ ص O s Ф Ф ص( ﻣم ح сс тз ü_ ■D г о з ﻅ о• غ с го (Л го• ^ro ي *D ﻣﻣن го го ٥ го ф — 3 с о ة о 3 ф< с-، ф >рф،. ГО Ф С P r o ،еф ط ٢٠ О Ф С Ф р — ОГОО>>С Ф Ü 3 C C ГОТЗФГО>>Ф r o r o ü ГО ФФ <0 ü N го с ١ ٠ —ء Его с — — مء 03*0 — ﻣﻣ—ن р^ . —© ^ С Е Ф — — ф ■ о ط . — ОР r o c c c r o ،. 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ГО ﻟب © ٦٢٨ ح ٠١ <0 ج со ه с ،_ со —~ © .، со — )و ص ^٦ £N© ﻟﺪ > ©N ro ،c ط СО -٠ û) О ط ф ه а CCÛÜXZ3 фر ﻟﻬﺎ 115 Annex V INTERNATIONAL €LA$$IFIOATION OF SHIPS BY TYPE * Interim report Preparation of this document 1. The preparation of this annex was initiated at an ad hoc IINOTAD-EEO meeting of the secretariats of national and international organizations interested in ‘type of ship’ classifications, held in Geneva in Octoher 198?, where it was agreed that there was a need for a universally accepted hierarchical type-of-ship Classification and a clear definition of ship types. A small group was commissioned to prepare a report setting out a new classification which would take account of the views expressed at the meeting. The study group’s report was presented to the second ad hoc IlNCTAD-EEC me،^fi .2 classification of ships by type, which met in Luxembourg in October 1988. 3. The International Classification of $hips by Type (IG8T) given in this annex is b^sed on the construction characteristics of the marine sfiucture and not upon its particular use or cargo carried at a point in time. The text is based partly on the papers presented and comments made at the Luxembourg meeting and partly upon further deliberations and contributions fiom those attending the two meetings. Introduction 4. The term ‘classification’ in this text is used in its statistical sense of collating together items with similar attributes into groups and not in the sense associated with marine insurance. Currently, ship types are classified in many ways in publications. There is a common underlying thread to many of the groupings used but it is often not possible to compare figures from different sources because of the way in which specific ship types have l»en grouped. 5. A type-of-ship classification is requited for the p^duction of statistics relating to marine matters: composition of the merchant fleet of a counfiy, new constructions, scrapping, accidents, ship traffic, etc. The degree of detail required will vary from a very detailed breakdown (e.g., for an analysis of fishing vessels) to a high degree of aggregation (e.g. for the UNCTAD publication Review ofMaritime Transport). In addition, any system needs to be compatible with the Lloyd’s Register of Shipping database, since many publications providing information on ships by type have used, as their source material, the information given in Lloyd’s Statistical Tables. $ince 1989 the ship type groupings used in Lloyd’s Statistical Tables have been compatible with the classification set out in this annex. 6. For vessel statistics, a ship use classification will also be required. Such a classification has already been discussed and adopted by the I ^ C E Working Party on Facilitation of International Trade Procedures at its twenty- - Cargo, Packages and Packaging Materials /٠ Types ٠٢/ third session in 198b (Recommendation 21 Codes EEC/TRADE/158). International Classification of Ships by Type (ICSTl 7. There appears to be general agreement amongst marine statisticians on the need of identify separately tankers, dry bulkers and other dry cargo vessels, since these are the vessels which engage in international trade. There remain other ships, of which those comprising the fishing fleet are probably the most numerous. Differences in current statistical groupings occur where groups at the level of ‘tankers’, ‘bulkers’, etc., need to be subdivided. However, a classification of this nature should start at the top by covering all marine sfiuctures. This document was prepared by the ad hoc g^up for review and comment and is reproduced here for information purposes for the maritime community. 116 8. All marine structures form Level 0 of the ICST. At the next level (Level 1), the division is into: merchant shi^ structures naval (milita^) craft ٠ • non-ship structures. The ‘merchant ships’ group is divided into four hasic groups atTovel 2: liquid dry bulk ٠ • otherdrycargo • miscellaneous types (^r all other vessels). No proposals are made at present for the further breakdown of non-ship sbuctutos below Level 2 or naval vessels below Level 1. ص The classification for merchant ships has been fully defined for Levels 2 .9 it is likely that a Level 3 degree of detail will suffice. Level 5 has been defined only for some ‘other dry cargo’ er expansion of Level 5 could be made at a subsequent revision س s and ‘miscellaneous types’ at this stage. A ^ of this classification if it was thought generally use^l and desirable. 10. The breakdown at Level 3 for dte ‘liquid’ category is into five groups: « oiltan^er chemical tanker liquefied gas carrier It would be at variance with the philosophy of the classification to include at Level 4 a cargo coding which was not specific by virtue of the ship’s construction. At Level 4, oil tankers separately identify crude oil tankers and oil products (i.e. not built to carry crude). 11. Bulk carriers are divided at level 3 into those constructed to carry oil and those not. Bulk carriers are further divided at Level 4 into ore and other bulk carriers. rgo vessels, those constructed to carry cargo of a specific type (e.g. vehicles) form a group،؛For other dry c .12 (specialized carrier) at Level 3. Gther groups identified at this level are: fully cellular container ship passenger vessel dry cargo barge general cargo vessel s of specialized dry cargo carrier are identified, and three types of dry cargo«؛At level 4, six specific ty .13 barge. General cargo ships are divided into six groups: teefers, Ro-Ro passenger, Ro-Ro cargo, other general cargo (Lo-Lo) ships - being divided into - general cargo/passenger (those with accommodation for more than twelve passengers), single-deck vessels and other multi-deck general cargo vessels. At Itevel 5 the non-passenger Ro-Ro and general cargo vessels are further divided to identify those with container capacity (fixed or portable guides built into part of the vessel). 14. The ‘miscellaneous types’ group is divided into three groups at Level 3: fish processing and catching offshore production and support othertypes 117 15. At Level 4, tlte group ‘fish catchiug’ takes on board the classification set out in the ^ h n ic a l ?aper 267 of the Food and Agriculture Organisation of the United Nations Definition and classification of fishing vessel types (1985). The major types of fishing vessel identified in that publication fotm the groups at Level 5 of this classification. The further division of fishing vessel types in the FAG classification would logically fit into this classification at ^vel 6 and below. Fish processing vessels (motherships, factory ships, etc, in the FAG classification) are not presently divided at Level 5, as it is understood that the classification of these vessels is currently under consideration. 16. Level 5 is also used to identify specific types of vessel in the remainder of Level 2 - ‘miscellaneous types’ !»drilling ships and offshore support vessels form two groups. The ^ u p s se^rately identifi ,ا0 ئ group. At 4 at Level 4 within the Level 3 ‘other types’ group are tugs, research ships, dredgers, and a residual ‘other nei’ (nei = not elsewhere identified). 17. The degree of disaggregation down to Level 4 is set out in the attached appendix. In response to requests made when this classification was being prepared, a three-digit numerical coding system covering Levels 2 and 4 of the merchant ship structures is included. If required, a further digit could be prefixed to indicate Level 1 and an additional digit for Level 5. 18. Fort authorities, particularly those in developing countries, who wish to classify ship baffic by type of vessel may prefer to use an alphabetic code. For example, the following eight types should be readily idenfifiable in all ports of the world. A more detailed alpha code could be readily compiled. Liquid - TK l>ry bulk - BG Gontainer - GG Specialised Garrier - SG General Gargo -GG Dry cargo barge - BA Rassenger - ?A Miscellaneous - GT Note on the ‘bading/non-bading’ concept 19. It is often useful to use the concept of a cargo-cabying ‘bading’ fleet governed by ideas of international bade and sea bansport as a foreign currency earner (e.g. for balance-of-payments purposes). For most purposes, the first three groups of merchant vessels at L^vel 2 (liquid, dry bulk, and other dry cargo) would comprise such a ‘bading’ fleet. The division of a bading fieet into tankers, bulkers and other dry cargo vessels follows past precedents. Gertain vessel types would not be included in the ‘trading’ fleet concept, either because they are not basically designed to carry cargo or passengers for commercial purposes, or because they are, by construction, designed for work in coastal or estuarial waters. However, there can be no disputing the potential economic importance of fishing vessels or supply vessels and their functions, including the carriage of supplies. Although it able to discriminate between vessels consbucted for the relatively homogeneous ‘bading «١ is desirable and useful to .hical classification of ship types؛»fleet’ and other vessels, such a concept should not be included as part of a hiera Rather, it should form a note to the classification. Furthermore, for most pu^oses, it would be desirable to remove from the ‘bading’ fleet those vessels which, although constructed for bading pmposes, may be in long-term usage for non-bading puiposes, e.g. storage. Note on Lloyd’s Statistical Tables 20. Many publications providing information on ships by type have used as th^ given in Table 2 of Lloyd’s Register ofShipping Statistical Tables. As a consequence, much of the analytical work on ship type has been conditioned by the information provided in the Statistical Tables. This will, in all probability, also hold in the future. It is, thetefote, im ^rtant for analysts to know how the groupings which appear in Lloyd’s Statistical Tables fit into the IGST. In the 1989 version of Lloyd’s Statistical Tables, 21 gmups of principal ship types of merchant vessels were used in the Table 2 analysis. These gmupings follow the IGST at Level 3 for all groups, with a further breakdown to Level 4 for the general cargo group. The following table shows the co^spondence between Lloyd’s nomenclatute for their groups and the IGST nomenclature. 118 Groups used in Lloyd’s Statistical Tables from 1989 ICST nomenclature Lloyd’s nomenclature Oil tanker Gil tankers Oil/chemical tanker Gil/clremical tankers Chemical tanker Chemical tankers Tanker barge Tank barges Other tanker Gther tankers Liquefied gas carrier Liquefied gas carriers Bulk/oil carrier Ore/bulk/oil carriers Bulk carrier Gre and bulk carriers Container (fc) Container ships Speci^ized carrier Specialized cargo ^efiigerated cargo Ro-Ro passenger Passenger ^ 0-^0 Ro-Ro cargo c^o^ssenger ؛General cargo^assenger G^ne^a General cargo - single deck General cargo - single dec^ General cargo - multi deck General cargo - multi deck Dry cargo barge General cargo barges Passenger Passenger Pish processing and catching Pishing Offshore production and support Offshore supply Other types All other types 119 Appendix CLASSIFICATION OF SHIFS BY TY?£ □ Marine structures ICST Code ■ Merchant ship structures Liquid ٠ Oil tanker ه □ Crude ©il tanker 111 □ Crude/products tanker 112 □ Oil products tanker 113 □ Oil/chemical tanker 114 Chentical tanker 120 ه Liquefied ga^ carrier ه □ L?0 carrier 131 □ LNOcarrier 13^ □ Other liquefied ga^ carrier 139 Tankerharge ه □ Singlehull 141 □ Douhlehull 142 □ Independent tank$ 143 О Othertanker □ A$phalt, hiturnen tanker 151 □ Mola$^e8 tanker 152 □ Vegetable oil tanker 153 □ O thertanker 159 • Dry hulk Bulk/oil carrier ه □ OreBiulk/oil 211 □ Ore/oil 212 □ Bulk/oil 213 Bulk carrier ه □ Orecarrier 221 rrier 229؛؛Other bulk c □ 120 □ Marine structures (continued) ICST Code ■ Merchant ship structures (continued) cargo ?؛Other dr ٠ Container 310 ه Speci^ized carrier ٠ □ Barge carrier 321 □ Chemical carrier 322 □ Irradiated ^el carrier 323 □ Livestock carrier 324 □ Yehicle carrier 325 □ Other specialized cttrrier 329 General cargo ه □ Reefer 331 □ Ro-Ro passenger 33^ □ Ro-Ro cargo 333 □ General cargo^)assenger 334 □ General cargo - single deck 335 □ General cargo - multi deck 336 Dr?؛ ؛cargo ه □ Deck barge 341 □ Hopperbarge 342 Other cargo barge 349?؛ dr □ Passenger ه Cruise□ 351 □ Other passenger 359 Miscellaneous t^؛es О Pish processing and catching Pish processing□ 411 □ Pish catching 412 and support Offshore production ه Offshore drilling and exploration□ 421 □ Offshore support 422 Other t»؛?؛s ه Tug□ 491 Research/surye 492?؛ □ □ Dredger 493 □ Other 499 ل 2ل □ Marine structures (c©ntinued) ICSTCode ■ Naval (military craft) ■ Non-ship structures • Land structure Floating docks ٠ • Submersibles • Semi-submersibles Air cushion vehicles ٠ • Flatforms Diving systems etc ٠ Buoys ٠ ﻛﻴﻨﻴﺔ ا ﻟﺼﻮ ل ﻋﻠﻰ ﻣﺜﻮ رات ا ال ﻣﻢ ا ﻟﺜﻤﺪ ت ﺳﺶ ا ﻧﻤﺮ ل ﻋﻠﻰ ﻣﻨﺘﻮر ات ا ال ﻣﻢ اﻟﺘﻌﺪت ر ا ﻟﻜﺒﺎ ت ود و ر اﻟﺮزح ﻓﻲ ﺟﺴﻊ ا ■ ﺣﺎ> ا ﻟﻌﺎﻟﻢ ■ ا ﺗﻠﻢ ﻣﻤﻨﻬﺎ ن ا ﻟﻜﺒﺔ ا ﻟﺘﻲ ﺛﺎ ر ، أو ا ﻛﻒ ا:ﻟﻰ ام اس ﻧﻢ‘ اﻟﻤﻊ 'ﺗﻲ ﻳﻮ.؛ددك ار ﻧﻲ •ﺟﻒ ﺀﺀ،«وأ11 ه؛ﺀآلﺻﻮاا0ألﺀرآ؛ﺀ؛لﺀﺀ( وه]ت؛ اا ﺀﺀﺑﻤﺲﺀﻣﺒﺞﺀ و ر، أ |؛ق،« ﺀا ﺑﻤﺲﺀ أأ№ ﺀﺀا؛ا » ه[11 ؤ؛و HOW т о OBTAIN UNITED NATIONS BUBEIUATIONS United N^tinn^ publications may be obtained trom bookstores and distributom hout the world. 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