T D /B /C .4 /1 6 9 /R e v .

UNITED N^TIDN^ CONFERENCE ON TR^DE ^ND DE¥ELO?^ENT

Review
of maritime transport, 1976

UNITED
UNITED N^TIDN^ CONFERENCE ON TR^DE ^ND DE¥EEO?^^ENT
Geneva

Review
of maritime transport, 1976
Report by the secretariat ٠/ UNCTAD

U N IT E D N A T IO N S

New York, 1978

 N O TE

Symbols o£ United Nations documents are composed of capital letters com-

bined with figures. M ention of such symbol indicates a reference to a United
Nations document.

TD/B/C.4/169/R ev.l

UNITED NATIONS EUBTIOATION

Sales N o. Е.78.П.0.5

Price; $u.s. 7.00

(or equivalent in other currencies)
 CONTENTS

Page

Explanatory n o t e s vi
Abbreviations vii

Paragraphs

I n tr o d u c tio n ٠ ٠ . ٠ . ٠ . ٠. 1-^1

Chapter

I. T he d e v e l o p m e n t o e in t e r n a t io n a l e e a e o r n e t r a d e . . ٠. ٠. . ٠
. . . 3-18 3
A. General developments 3-6 3
B. Oevelopments by types of commodities . . . . . . ٠ . . . . . . . . . . . ?-11 5
c. Oevelopments by £roups of co u n trie s 1^-18 6

II. T he d ev e l o pm e n t of the w o r l d m er c h a nt fleet . . . . . . . . . . . . . 19-56 8

A. Cban^es in tbe ivorld d e e t 19-37 8
1. Changes in the total to n n a g e 19-^3 8
2. ?roductivity of s h ip p in g 21026 - ‫ه‬
3. Trends in types of v e sse l . ٠ . . 27-33 11
4. Trends in s i d e 34-35 12
5. Trends in p ro p u lsio n 36-37 15
B. The distribution of tonnage ^vith reference to developing countries . . . . . 38-49 17
1. Changes in distribution by type of v essel 38-46 17
2. Distribution of tonnage on o r d e r 47-49 19
c. Age distribution of the world m erchant deet . . . . . . . . . . . . . . . 50-56 19

III. S h ip e l il d in o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57-66 23

!٧ . W o rld SHI? P R IE S 67-74 26

A. Changes in prices of new v esse ls ٠ ٠ ٠ . . . 67-70 26
B. Changes in prices of second-hand v e s s e l s . . . . . . . . . . . ٠ ٠ ٠ . . . 71-74 26

V. F r e ig h t m arrets 75-93 29
A. General developm ents 75-82 29
B. Changes in freight rates in 1976 83-90 31
1. Dry cargo tram p m a r ^ t freight r a te s 83 31
2. Cargo liner height r a t e s 84-89 31
3. T a n k r height r a t e s 90 33
c . Ereight rate indices of selected commodities exported by developing
countries 91 36
D. The level of freight rates, laying up and scrapping . . . . . ٠ ٠ . . . . . 92 36
£ ٠ L n e r freight rates as a percen^ge of prices of selected c o m m o d itie s ... 93 36

¥ I. ?ORT DEVELOPMENTS 94-117 38

A. Introductory remarks 94-99 38
B. Demand for port serv ices 100-101 38
Chapter Paragraphs Page
c . Supply of port se rv ic e s 102-105 41
D. ^de^u^ey of port s e rv ic e 1042 111- ‫ة‬
E. Structural developureuts 112-112 44
1. Technical in n o v a tio n s 112-114 44
2. M anagement assistance 115-110 44
3. The search for h e^ ih ility 11? 44

VII. O ther developm en ts 11S-15S 45

A. Code of Conduct for Einer C onferences 118-119 45
E. Unitization 120-124 45
c. Activities related to the tanker su rp lu s 125-120 45
D. Co-operation among developing countries in the held of shipping . . . . 127 40
E. lo in t ventures between developing co u n trie s 128-130 40
F. O in t ventures between developed and developing countries . . . . . . . 131 40
G. Shippers’ o rg a n iz atio n s 13^ 47
H. National d ev e lo p m e n ts 133-139 47
1. B r a z il 13347

3. ^ p u b l ic of ^o rea, Sri Eanha, Ilnited Republic of Cameroon . . . . 135 47

4. United States of A m e ric a 130-139 47
I. Intergovernmental agreements 140-142 48
I. Suez C a n a l .........143-145 48
K. A irtra n s p o rt 140-147 49
L. Eand b r i d g e s 148-150 49
1. The Siberian land b rid g e 148-152 49
2. The United States of America land b rid g e 153-154 50
3. ©ther land b rid g e s 155-150 50
M. ?ipelines 157 50
N. I ^ C T A © technical a ssista n c e 158 51

EIST G F TABLES AN© GRAPHS

T ables
Table
1. Development of international seaborne trade, 1905 ^nd 1970-1975 . . . . . . . . 3
^ o r l d seaborne trade in 1905, 1970, 1973, 1974 and 1975 by types of cargo and
shares of groups of co u n tries................................................................................................. 4
^ o r l d seaborne trade in 1905 and 1970-1970, by types of cargo . . . . . . . . . . 0
Distribution of world tonnage (grt and dwt) by groups of countries of registration,
1905, 1970, 1975 and 1970 ................................................................................................. 8
^ o r l d tonnage on order as at 31 Gctober 1970 .............................................................. 9
Estimated ton-miles of oil and grain shipments per dwt, in 1905, 1970 and 1973-
1975, by oil tankers of 10,000 dwt and a b o v e .......................................................................... 10
Estimated ton-miles of bulh commodities carried per dwt in 1907, 1970 and 1973-
1975, by bulh carriers, including combined carriers of 18,000 dwt and above . . . 10
Cargo carried per dwt of world fleet, 1907, 1970 and 1973-1975 . . . . . . . . . . 11
Analysis of world fleets by principal types of vessel, 1970 and 1973-1970 . . . . . 11
10 Tonnage of combined carriers on order, 1972 and 1974-1970 .......................................... 12
11 Numbers of unit load system vessels on order, 1973-1970 ..................................................... 12
12 Liquid gas carriers: capacity analysis, 1974-1970 . . . . . . . . . . . . . . . . . . 13
13 Estimated average size of selected types of vessel, 1974-1970: existing world heet
and vessels on o r d e r ....................................................................................................................... 13
Table Page
14. Trends in propulsion of vessels under construction and on order as at 30 Septem-
ber, 1974-1976 14
15. Percentage shares of t^orld tonnage by type of vessel (as at 1 July) 1965, 197 ‫ ه‬,
1975 a n d l9 7 6 15
16. Share of developing countries in the world heet by type of vessel, 1965, 1970,
1975 and 1 9 7 6 : 18
17. W orld tonnage on order (as at 51 October) 1970 and 1974-1976 . . . ٠ ٠ . . . . . ^0
IS. Age distribution of world m erchant fleet by type of vessel as at 1 July 1976 . . . . 21
19. Oeliveries of new buildings, 1970 and 1974-1976 23
20. Representative new building prices, 1965, 1969, 1970 and 1972-1976 . . . . . . . 26
21. Estimated prices for new and ready li^er-type vessels 11,000/13,000 dwt, 1970
and 1972-1976 ٠ ٠. .. .. .. .. .. .. .. .. ٠ 27
22. Tankers: second-hand prices, average values, 1970 and 1972-1976 . . . . . . . . 27
23. Dry bulk carriers: second-hand prices, average values, 1970 and 1972-1976 . . . . 27
24. Einer type vessels: second-hand prices, average values, 1970 and 1972-1976 . . . . 2^
25. freig h t rate indices, 1973-1976 . . . . . ٠ ٠ ٠. . . . . . ٠. . . . . . ٠. . . . . 30
26. $ummary of liner freight rate changes and surcharges announced during the peri^
1973-1976 ٠. . . . ٠: . . . . . ٠. .. .. .. .. .. .. .٠ . . . . 32
. . . . . .
27. Indices of freight rates of selected commodities exported by developing countries,
1974-1976 . : 33
2^. Relationship between changes in freight rates and changes in laid-up tonnage,
1 9 7 2 -1 9 7 6 : 36
29. The ratio of liner freight rates to prices of selected commodities, 1964, 1970 and
1972-1975 37
30. D ata on pilot ports, 1975 39
31. heading container ports in developing countries and territories, 1975 ٠ ٠ . ٠. . ٠ . 41
32. Port improvement schemes in selected developing c o u n trie s 41
33. W orld Rank loans or credits for port development granted in 1975-1976 . . . . . . 43
34. A^^rage daily num ber and net tonnage of vessels using the Suez € an a l . . . . . ٠٠ 48
35. Trends in air freight volume and in air freight operating revenues, 1970 and
1972-1975 49

Graphs G raphs
1, The course of freight rate indices and laying-up and scrapping as percentages of
world tonnage, 1972-1976: dry cargo vessels . . . . . ٠ ٠. . . . ٠. .. .. . . . 34
^٠ The course of freight rate indices and laying-up and scrapping as percentage of
world tonnage, 1972-1976: ta n k e r s 35

Annex annexes

I. Ulassiflcation of countries and te rrito rie s ...................................................................... ٠ . 52

11. W orld seaborne trade according to geographical areas, 1965, 1970, 1973 and 1974 54
III. M erchant fleets of the world by flag of registration, groups of countries and terri-
tories and types of ship, in grt and dwt, as at 1 July 1976 . . . . . . . . . . . . . 57
IV. Selected maximum and minimum tram p freight rates, 1973-1976 . . . . . . . . . . 65
V. Einer freight rate changes and surcharges announced during the year 1976 . . . . . 66
V
 EXPLANATORY NOTE^

References to dollars ($) are to United States dollars, unless otherwise

indicated.
Referenees to tons are to metric tons, unless otherwise specihed.
The term “billion” signides 1,000 million.
Use of a hyphen between years, e.g., 1974-1975, signides the Tull period
involved, including the beginning and end years.
Details and percentages in tables do not necessarily add up to totals, owing
to rounding.
‫ﺀه‬
‫ه‬ ٠

The following symbols have been used in the tables in this Review :
A full stop (.) to indicate decimals.
Two dots (..) s ig n ij that data are not available or are not separately reported.
A dash ( - ) signides that the amount is nil, or less than half the u ^ t used.
‫ﺀ‬
٠ ٠

The designations employed and the presentation of m ateriaTin this Review

do not imply the expression of any opinion whatsoever on the part of the décréta-
riat of the United N a tio n concerning the legal status of any country, territory,
city or area, or of its authorities, or concerning the delimitation of its frontiers or
boundaries.
The classidcation of countries and territories used in this Review is intended
for statistical convenience and does not necessarily imply any judgement regarding
the stage of development of any particular country.
 ABBREVIATIONS

Names of organizations

AWES Association of West European Shipbuilders

EEC European Economic Community
FMC Federal Maritime Commission (United States)
lA T A International A ir Transport Association
ICAD Internationa! Civil Aviation Crganization
IDA International Development Association
IM IF International Maritime Industry Forum
IN T E ^ A N R D International Association of Independent Tanher ©wners
©ECD Organisation for Economic Co-operation and Development
DNCTAD United Nations Conference on Trade and Development
DSAID Agency for International D evelopm e^ (United States)

Other abbreviations

bhp Brake horsepo ١ve٢

CAF Currency adjustment factor(s)
CFS Container freight station
Cost, insurance, freight
dwt Dead^veight tons
Free on board
GN? Cross national product
Cross registered tons
LASH Eighter aboard ship
LNG Liquefied natural gas
L ?G Liquefied petroleum gas
Not available
N ot elsewhere specified
‫ق‬
pwc
© re/bulk/oil
Fakistan white cuttings (Jute)
ro /ro ^oll-on, roll-off
R ibbed smoked sheet (rubber)
Shaft horsepower
T w e^y foot equivale ‫ س‬unit
HLCC Ultra large crude carrier
VLCC Very large crude carrier
vii
 IN TROD UCTION

1. As in previous years, this review h^s heen prepared by the secretariat of

UNCTAD in accordance with item V of the programme of work of the Com-
mittee on Shipping.^
2. Statistical evidence and other information with regard to the development
of international maritime transport is presented and discussed in the review
with a view to relating year-to-year developments to relatively longer-term trends
in world shipping, ?articular attention is given to factors and developments
affecting the trade and shipping of developing countries. To broaden the coverage,
a new chapter dealing with port developments has been added as a regular feature.
In order to keep the size of the tables within manageable limits, in most cases
data for the most recent years only have been included. D ata for earlier years
can be found in the Review ٠ / maritime transport, 1972-1973 and the Review
٠ / maritime transport, 1975?

‫ د‬See Official Records ٠/ the Trade and D evelopm ent Board, Fifth Session, Supplement
N o. 2 (T D /B /1 1 6 /R ev .l), annex 11.
‫ ة‬R eview ٠/ maritime transport, 1972-1973 ; ‫؛‬ ٠٢^
٢ by the secretariat ٠/ U N CTAD
(United Nations publication. Sales No. E.75.II.D.3) and Review ٠/ maritime transport, 1975:
report by the secretariat of U N C T A D (United Nations publication, Sales N o. E.77.II.D.2).
 Chapter I

THF DEVELOPMENT OF INTERNATIONAL ^EARORNE TRADE

A. General developments previous year; the productioir of the oil-exporting

developing coumries increased by 11.5 per cent.®
3. As indicated in the 1975 Review, there is no 4. World seaborne trade in 1965 and 1970-1975 is
direct and fixed relationship between the world economic given in table 1. fu rth e r information by type of cargo
situation and world seaborne trade. Nevertheless, it is and groups of countries is given in table 2 and annex IL
clear that the growth of seaborne trade in 1975 and The discussion in the present chapter is basically limited
1976 was significantly affected by the recession in to developments in 1975, since comparable data for
developed market-economy countries in 1974 and 1975 1976 are not yet available.
and the somewhat uneven recovery in 1976.® Real 5. The world seaborne trade in term s of the tonnage
GNP ^ r OECD countries as a whole increased by an of goods loaded in 1975 declined by some 4 per cent
estimated 5 per cent in 1976 compared with a decline as compared with 1974. This was the first such decline
of 1.2 per cent in 1975 and an average increase of since 1958 and compared with an increase of 1 per
5 per cent per annum from 1963-1964 to 1973-1974 . ‫ ه‬cent in 1974 and an average increase of almost 9 per
It may be added that the estimated world production cent per annum from 1965 to 1973. According to
of crude oil in 1976 increased by some 7.6 per cent preliminary estimates, the seaborne trade increased by
as compared with a decline of 5 per cent during the almost 8 per cent in 1976 in terms of weight and by
almost 10 per cent in terms of ton-miles.®
6. The impact of these fiuctuations in trade volumes
‫ و‬Fcr a general review ©f international trade and develo?-
ment in 1974 and ‫ل‬97 ‫ ك‬, see Review ٠/ International Trade and
on the freight m a r ^ t and on the dem and for ships is
Developm ent, 1975: ٢^ ٠٢، by the U N C TAD secretariat (United discussed further in chapters II, III and V below.
Nations publication, $ales No. E.76.II.D.2) ; additional statistical
in^rnration is also contained in Handbook ٠/ International
Trade and D evelopm ent Statistics (United Nations publication, ‫ ؛؛‬Petroleum Economist (London), vol. ^LIV , N o. 1, January
$ales No. E/F.76.II.D .3). 19??.
‫ ي‬OECD, OECD Economic Outlook (Paris), N o. 4‫ م‬, Decem- ‫ و‬Fearnley and Egers chartering Co. Ltd., Review 1976
ber 197b. (19 ‫ ه‬$‫ ا‬0 ‫)??ﺀ‬, tables 1 and 2.

T a b le
Development 0 ^ international seabon 1965 and 1970-1975
)‫ م‬،‫؛ ﺀﻣﺤﻢﺀ‬٠،

Dry cargo

٠ / which: main bulk

Tanker cargo Total commodities ‫ﺀ‬ Total (all goods)

Percentage Percentage Percentage

increase/ ‫مﺀﺀعﺀﺳﻤﻊ»ك‬ increase/
decrease
over the over the
Million previous Million Million previous Million
Year tons year tons tons year tons

9b5 ^12 327 1674

970 440 1 lb5 lb 2 605
1 173 490
lb 5 4 1247، 505 2 901'
1 ^b7 1407 23 3 274
1^32■ 1472' 3 304'
1 74 2 1433 3 175 -4
Sources: (i) F or tartker cargo, total dry cargo and all gopds: data » Including international cargoes loaded at ports of the Great Lakes
cpmmufficated to the UNCTAD secretariat by the Statistical Office of the and St. Lawrence system ^ r unloading at ports of the same system,
Upited Nations Secretariat. Owing to possible spbseeuent revisions or but excluding such traffic in main bulk commodities, and i‫ ؟‬cluding^p‫؟‬tro-
pther factors, these detailed data may d ifi^ marginally from the aggregated ieum imports into the Netherlands Antilles and rrin id ad and Tobago
figures reported in the United Nations, Monthly Bulletin ٠ / ‫ع‬،‫ ه‬،،‫ﺀ‬،‫ ﺀﺀ؛‬, for refining and re-export.
January issues. ، Iron ore, grain, coal, bauxite/aluntina and phosphate. Since 1973,
(ii) F or main bulk commodities: Fearniey and Fgers Chartering Co. the category “grain” inclu4es also soya beans and sorghum.
Ltd., World B ulk Trades 1975 (Oslo, 1976). ٠ Revised by the source.
 T
able 2
World seaborne trade ‫ﺀ‬ in 1965,1970, 1975,، 19741975and‘
by types o f ear^o and sbares of groups of eonntries ٠
Million} ‫ ﺀ»مﺀ‬and ‫ﺀﺀم‬-‫ﺀ » ﺀﺀ‬،‫ ﺀﺀكﺀ‬٠/ ١٠١٠٢ /،‫ﺀمﺀ ؛‬،‫(؛ ا‬

٠٠٠،‫ م؛ ؟؛‬،‫ﺀ‬،‫ه ﺀ؛‬ ٠٠٠ ‫ ض‬unloaded

Petroleum Total Petroleum Total

Country grouping ٠٢١١ all ٠٢١١ ‫ﺀس‬
،،،:،‫؛‬٢»،‫ا‬
١‫ر‬ ‫ﻣﻢﺀ‬،‫؛‬،،‫ﺀ‬،،،‫»؛‬
٠٢ ،‫ﺀ‬ ‫ﺀ‬،‫مﺀﺳﻤﺎ‬ Crude Products cargo goods

{Trade in million tons)

World total
1965 . . 240 ^12 1674 222 676
1970 . . 110 330 165 2 605 1101 30^ 127 ;530
1973 . . .5 1 4 353 .4 0 7 3 274 1521 339 .37? 237‫؛‬
1974 . . 497 335 :472 3 304 1470 .4 7 2 254‫؛‬
1975 . . 742 ; 433 3 175 640 441 ‫ أ‬0‫ﻟ ﺔ‬

Percentage share} ٠/ each category ٠/ goods ‫؛‬٢ ‫؛‬th e ‫؛مﺀ‬،‫( اﺀ‬

World total
1965 . . . . . . 37.2 14.3 48.5 100.0 37.1 49.7 100.0
1970 . . . . . . 42.6 12.7 44.7 100.0 43.5 11.‫؛‬ 44.6 100.0
1973 . . . . . . 46.2 10.8 43.0 100.0 47.0 10.: 42.5 100.0
1974 . . . . . . 45.3 10.2 44.5 100.0 45.2 45.2 100.0
1975 - - - - - - 54.9 45.1 100.0 46.^ 100.0

Percentage share} ٠/ ‫؛‬٢٠ ‫ ﺀه‬by groups ٠/ countries (

Developed market-
eeonomy countries
1 9 6 5 . . . . . . . . . 0.1 23.3 789 79.0 76.5 78.1
1 9 7 0... .. ٠ ٠ ..1.5 ‫ إس‬0 30.8 26.979.9 79.4 79.1 79.5
1 9 7 3 . . . . . . . . . 2.1 29.8 81.5 77.3 79.1
1974 1.7 29.3 62.1 1.4 79.0 77.0

Socialist countries 0 ‫؛‬

Eastern £urope and
Asia
1965 . . . . . . . . . 4.6 0.4 1.0
1970 . . . . . . . . . 3.4 6.1 1.7
1973 . . . . . . . . . 0.9 3.4
1974 ٠ . . . . . . . . •‫؛‬ 7.3 1.7

Developing cou^ries
1965 . . . . . . . . . 67.8 61.8 20.7 20.0 17.6 18.8
1970 . . . . . . . . . lli 18.4 18.0 17.1
1973 . . . . . . . . . 95.0 61.4 30.6 63.7 17.6 17.5 17.1 17.4
1974 . . . . . . . . . 95.4 60.7 30.7 63.1 19.3 17.6 17.7 18.4

٠ / which:
In Africa
1965 . . . . . . . . 16.0 1.7 la e 11.1 2.5 4.1
1970 . . . . . . . . 25.4 2.4 4.1
1973 . . . . . . . . 18.1 8.0
1974 . . . . . . . . 16.6 2.7 7.6 11.2 2.7 3.7

In America
1965 . . . . . . . . 20.9 42.8 5.4 12.7 6.0 4.3 7.5
1970 . . . . . . . . 36.2 16.0 lO j 4.4 7.2
1973 . . . . . . . . 36.9 ‫ق‬:‫ث‬ 4.1
1974 . . . . . . . . 7.4 35.0 10.2 4.6 7.3

In Asia
1965 . . . . . . . . 23.3 29.4 9.0 7.5
1970 . . . . . . . . 27.2 6.1 7.1
1973 . . . . . . . . 21.2 37.9 7‫م‬
1974 ....................... 71.4 23.0 7.4 8.4
 T
able 2 )‫ﺀ »؛ﺀ » مﺀ‬،‫رﻣﺢﺀ‬
seaborne
1 9 6 5trade
19
,1
19n‫؛‬
9??^,،
?©,
‫‘م‬ and
195?
'
t^pes o£ cargo and sbares o£ groups o£ co n n u es ۶ ٠
)‫م'اﺀﺀ' س‬ ‫ ﺀ »»م؛‬،‫ ﺀ»ﺀئﺀﺀ ه » ا‬،‫ ادﺟﻜﺎ‬٠/ w orld ‫ﺀمﺀ‬،‫وا‬

loaded Goods unloaded

Petroleum Total Petroleum Total

Country grouping Dry Dry all
and year cargo goods Crude Products cargo ‫ﻫﻪﺀ‬،‫ﺀ؛‬

In Enrope
1965 . . . . . . 0.1
1970 . . . . . . 0.1 0.1
1973 . . . . . . ٨٦
1974 . . . . . . 0.1

In ©ceanla
1965 . . . . . . ٨ ? ٨٩ 0.4 0.; 0.1
1970 . . . . . . ٨١ 0.8 0.4 ٨‫؟‬ 0.; 0.2
1973 . . . . . . 0.1 0.6 ٨٩ ٨٦ 0. ? ٠٠: 0.2
1974 . . . . . . ©.? ٨٩ ٨٦ 0.8 0.; 0.2

Source: Annex II below. ٠ Preliminary estimates from 4ata in №ite<! Nations, M onthly Bulletin
“ ^ee note “ to tahle 1 of this Review. o f ‫ﺀ‬،،»‫ﺀ' ا‬،‫ ﺑﻢﺀﺀ‬vol. XXXI, No. 1 (January 1977).
ь Xevised data, which thereO re may not be identical with th‫؟ ؟؟‬ rrespon- ‫ ﺀ‬See annex I neiov^ for tire eom?osition of these groups.
^ing data in table 2 of the Review ٠/ Maritime Transport 1975; report ٠ Eastern Europe respectively: ^.7; 9,9; 6.4; 7.^ ;4.0 ;0.8 ;1.7 ; ‫ئ‬.‫; م‬
by the secretariat of U NC TAD (United Nations publ^ation. Sales No, ^ s ia respectively: 0.2; 0.1; 0.8; 0.5; 0; 1.3; 1.З.; 0.0

B. Developments by types o‫ ؛‬eommodltles decreasing. Preliminary information for 1975 and 1976
indicates that the share of ^etrole^m prodncts declined
7. As was the case in previous issues of this Review, further, despite the establishment or expansion of
table 1 also shows the volume of seaborne trade by rehnery capacity in some oil-producing countries.
m ajor types of cargo. Although the seaborne trade in 9. Detailefl data concerning the changes in seaborne
both tanker cargo (crude petroleum and petroleum trade in dry cargo by type of cargo is not available.
products) and dry cargo declined in 1975, the decline Uowever, it can be seen from table 1 that the economic
was relatively sharper for the former. Thus, the 1,742 recession in developed market-economy countries in
million tons of tanker cargo in 1975 represent a 4.9 1975 aflected the seaborne trade in the flve main bulk
per cent decline over 1974 as compared with a 1.9 per commodities, particularly iron ore and phosphate, more
cent decline in 1974 and an average increase of 1 1 .‫ ه‬than that of other dry cargoes. The share of the main
per cent per annum from 1965 to 1973. Dry cargo bulk commodities in the total dry cargo trade therefore
tonnage declined by about 2.6 per cent in 1975 as declined from 45.4 per cent 1974 ‫ ط‬to 44.3 per cent in
compared with increases of 4.6 per cent and 7.1 per 1975. Preliminary information for 1976 indicates that,
cent during the previous periods. It can be seen that ivhile the seaborne trade in dry cargo as a whole
the decline in dry cargo tonnages in 1975 was almost increased, the trade in iron ore and coal declined mar-
exclusively due to the decline in the m ain bulk com- ginally.®
modities, while the tonnage‫ ؟‬for other dry cargoes 10. The remaining 55.7 per ce‫ س‬of the dry cargoes
were virtually the same in 1975 as in 1974. As a carried by sea in 1975 comprised what is commonly
result of the diflerent growth rates for tanker and dry referred to as “general cargo” and a num ber of
cargo, the share of tanker cargo declined from a high “m inor” bulk commodities. As indicated in the Review
of 57 per cent in 1973 to just under 55 per cent in ٠ / maritime transport, 1975,^ the “general cargo” pro-
1975. Preliminary information for 1976 indicates that ducts are mostly moved in liner vessels, including
the share of tanker cargo increased as the seaborne container vessels carrying unitized cargoes, although
trade in crude oil and oil products increased by almost some are transported by tram ps and specialized carriers,
11 per cent, while that of dry cargo rose by about while the ‘،minor” bulk commodities are increasingly
5 per cent.^ carried by bulk carriers. Although comprehensive in-
8. As can be seen from table 2, crude petroleum formation concerning the seaborne trade in “m inor”
accounts for the m ajor portion of tanker cargo (81.7 bulk commodities is not available, an indication of
per cent in 1974) and its share has been increasing, their importance can be gathered ^ o m data on the
while that of petroleum products has been steadily tonnage of such cargoes transported by bulk carriers
and combined carriers of over 18,000 d ^ t. In 1975,

‫ آ‬Ibid. (In terms o f ton-miles, the share of crude oil and

oil products increased from ahout 63 per cent in 1 7 5 ‫ و‬to an Ibid.
estimated 65 per cent in 1976). Op. cit., para. !©.
 Ta b les
World seaborne trade in 1965 and 1970-1976, by types of
{111 billion ton miles)

Crude / ٢٠« Other Total

^«٠٢ ٠» products ‫ﺀ‬،<‫س‬ ٠٢،،;« “ cargo ،™‫ﺀه‬

965 ....................... 2 480 640 527 216 449 1 537 8495

970 . . . . . . . . . 5 597 890 093 481 475 2 118 654
10
971 . . . . . . . . 6 554 900 185 434 487 2 169
9 7 2 ....................... 7 719 930 156 444 2 306 103
13
973 . . . . . . . . 9206 1 010 467 ‫ح‬ 15403
974 . . . . . . . . 9 660 960 ,578 695
975“ . . . . . . . 8 882 845 ,471 621 734 ‫م؛‬
8‫ةأ‬
976 (estimated) . . 10 160 850 460 750 035‫؛‬ 850
16

Source: Fearnley and Egers Chartering c©. Ltd., Review 1976 (Oslo, 1977).
“ Includes wheat, maize, barley, oats, rye, sorghum and soya beans.
١١Revised.

151 million tons of “m inor” bulk commodities were 1$. The shares of the various groups of couutries
carried by such vessels, as against 147 million tons in did uot change s ig n ific a n t between 1973 and 197 ‫ ه‬.
1974 and 119 million tons in 1973.“ The “m inor”
,bulk commodities comprise a very wide range of car- 14. It can be seen from table 2 that the developed
goes, including sugar, salt, fertilizers, cement, gypsum, market-economy countries accounted in 1974 for 31.4
sulphur, pyrites, mineral sands, manganese and non- per cent of the tonnage loaded (31.2 per cent in 1973)
ferrous ©res, petroleum coke, scrap iron, pig iron, and 78.3 per cent of the tonnage unloaded (79.1 per
steel products and wood products. cent in 1973). Partial information for 1975 indicates
that the share of these countries in the tonnage un-
11. Table 3 gives data on world seaborne trade inloaded declined further in that year, while their share
terms of ton-miles. Although the preliminary estimates in the tonnage loaded did not change significantly .‫وأ‬
for 1976 indicate that the total seaborne trade recov-
ered sufiiciently in 1976 to surpass marginally the record 15. The developed market-economy countries
1974 volume in terms of ton-miles, the recovery was continued to account for the largest part of the
uneven, as the ton-miles for both iron ore and oil dry cargo loadings (62.1 per cent in 1974 and 62.8
products were lower in 1976 than in 1974. The over- per cent in 1973), petroleum unloadings (79 per cent
all recovery in seaborne trade in 1976 was more marked of crude petroleum and 8 3 .‫ ه‬per cent of petroleum
in term s of ton-miles than on a weight basis, as the products in 1974, compared with 8 3 .‫ ه‬and 81.5 per
average distance involved continued to increase. cent in 1973) and dry cargo unloadings (77 per cent
in 1974 and 77.3 per cent in 1973), while they
accounted for a relatively small portion of petroleum
loadings. The only significant change in the shares of
c. Developments by groups of countries ‫أ ل‬ developed market-economy countries in 1974 was the
moderate decline in petroleum unloadings.
12. The percentage shares of various groups of
16. In 1974, developing countries accounted for
countries in the volume of world seaborne trade,
63.1 per cent of the tonnage loaded (6^.7 per cent in
separately by loadings and unloadings and types of
1973) and 18.4 per cent of tonnage unloaded (17.4
cargoes, in 1965, 1971973 ,‫ ه‬and 1974, are shown
per cent in 1973). Their share of the tonnage loaded
in table 2. The actual quantities loaded and unloaded
was highest for crude petroleum (95.4 per cent) and
by groups of countries are given in annex II below.
petroleum products (60.7 per cent). The increased
$u®ciently detailed information to perm it the secre-
share of these cou^ries in crude petroleum imloadings
tariat to present comparable information for 1975 was
(19.3 per cent, as against 17.6 per cent in 1973) may
not available at the time of writing of the present
be a temporary refiection of the reduced demand for
Review.
petroleum in the developed market-economy countries
during the 1974-1975 recession.
“ Fearnley and Fgers Chartering Co. Ttd., W orld Bulk 17. Among the difierent geographical groups of the
Trades, 1975 (Oslo, 1976), table 3 ‫ ه‬, ^nd W orld Bulk Trades, developing countries, those in Asia continued to in-
1974 (Oslo, 1975), p. 40.
The country classihcation used in the present R eview and
detailed in annex I, below, has been revised somewhat as com-
pared with that used in earlier R eviews particularly through
the abolition of the former subgroup for “Southern Furope” 12 Based ©n information in Dnited Nations, M onthly Bulletin
and a reclassification of those countries which constituted it. ٠/ Statistics, vol. XXXI, N o. 1 (January 1977), without the
The figures for earher years have been revised to refiect this detailed country data ueeded for a eonsistent grouping accord-
change. ing to annex I below.
crease their over-all share of hoth loadings and unload- 18. The share of the socialist countries of Eastern
ings, while the share of those in Africa continued to Europe and Asia in the tonnage loaded recovered from
decline. The share of Am erica in the loadings also 5.1 per cent in 1973 to 5.5 pe^ cent in 1974, while
continued to decline, while its share of unloadings their share of the tonnage unloaded declined marginally
increased in 1974. Asia in particular co ^ in u ed to from 3.4 per cent in 1973 to 3.3 per cent in 1974.
attract a larger share of the crude petroleum and pet- On the basis of preliminai^7 information, their share
roleum product loadings at the expense of Africa and of both loadings and unloadings may have increased
America. in l 9 7 5 .
 Chapter II

THE DEVELOPMENT OF THE WOULD MERCHANT FLEET

A. Changes in the world fleet represents an increase of 9 per eent in grt (10 per eent
in dwt) over mid-1975, as compared with a correspond-
ing increase of 10.1 per cent in grt (1^.2 per cent in
١. C h a n g e s in t h e t o t a l t o n n a g e dwt) from mid-1974 to mid-1975. Although this
(a) Existing tonnage increase was less than that of the previous year, it
nevertheless represented the second largest tonnage
19. In mid-1976, world sea-going tonnage ‫ ﺀإ‬amount-increase and the third largest percentage increase since
ed to 367.1 million grt (601.2 million dwt), which 1948. Tonnage changes from 1965 to 1976, together
with the shares of various gronps of coimtries, are in-
dicated in table 4.
‫ وإ‬Excluding the United States reserve fleet and the United
States and u^nadian Ureat Lakes fleets, but including the 20. As shown in the te^t-table below, the ratio of dwt
laid-u? tcnnage. The laid-up tonnage as at 30 June 1976 was
26.5 nrillion grt or 49.5 million dwt, according to the Ueneral to grt for the world fieet continued to increase, refiecting
Uouncil of British Shipping. the rising carrying capacity of tankers and bnlk carriers.

Table 4
Dlstribudon of world 6 ‫( “ أ‬grt and dwt) by groups of countries of
1965, 1970, 1975 and 1976
(M id-year figures)

Tonnage Increase ‫ «؛‬tonnage

and percentage shares ‫؛‬ (grt)

Index
Share ٠/ increase 1976
In grt (million) In dwt (million) (per cent) (1965 =
Flags ٠/ registration 100)
in groups ٠/ countries 1965 1970 1975 1976 1970 1975 1976 1965-1975 1975-1976

1. World total 146.8 326.1 601.2 100 100 250

( 100.0) ‫ةﺋﺜﻢ‬:‫ة‬
( (0‫ ا‬00‫)ت‬ (ioo!o) (lOO.O) (looio) ( 100 . 0 )
. Developed market-economy
countries . . . . . . . . . . 102.2 141.1 196.1 207.3 210.9 315.6 337.0 9.4 37.1 203
(69.6) (64.8) )‫ و‬6.5 ( (64.7) (57.8) (56.1)
. Open registry countries. . . 22.1 40.9 70.3 161.9 184.2 34.9 36.8 450

Total 2 and 3 . . . . . . . .
(13.1)
124.3
(18.8)
182.0
26)‫ت‬2 ( )‫ ة‬:‫(؛‬
306.8
(21.6) (29.6)
477.5
(30.6)
521.2 247

. Socialist countries of
(84.7) (83.6) ‫(ة;ةأ‬ 83.6)( (87.4) (86.7)

Eastern Europe and Asia . 10.9 19.5 33.0 10.3

(7.4) (8.9) (8.4) 8.5)( 6)‫ إ‬6( (6.1) (6.1)
. Developing countries total . 10.9 15.2 22.7 40.8 6.2 15.5 251
(7.4) (7.0) (6.7) 6.6)( (6.1) (6.8)
،>/ which:
In Africa . . . . . . . . . 0.6 0.8 3.6 0.6 on 417
In A m erica . . . . . . . 4.8 6.4 14.3 2.2 2.7 204

I
I n A s ia . . . . . . . . . 8.0 1,1.7 ,17.6 22.8 ‫ﻣﺢ‬.‫د‬ 10.9 273
In Europe . . . . . . . . ‫رر‬ — — — —
In Oceania . . . . . . . . 0.1 0.1 — —
. Other, unallocated . . . . . 0.7 7 .2 0.4 0.3 214
(0.5) (0.5) (٥ (0.5) (0.4) (0.4)

Sources: Uompiied from Lloyd’s Register of ‫ﺀ ; ﺀ»؛ﺀﺀﺀحﺀ‬،‫ ﺀ‬،‫ﺀ؛‬،‫ ﻣﺢﺀ'ﺀ‬Tables ، Figures in parentheses.
, London) and supplementary data covering vessels oftoo grt and over ( ‫ ﺀ‬Of v^hich respectiveiy. Eastern Eurep< including the USSR: 27.6
tates reserve fleet and United States
Exploding
and Uanadiap‫؟‬
United » million grt and 3t.5 miiiion dwt; and A sia‫ ؛‬8 ntiEicn grt and 5.5 ntiEicn
G reat Lakes fleets, which in 1976 amounted respertiveiy to 1.7, 1.6 and dwt.
million gif 1.6 .
 Ratios dwt/grt dropping by 70 million dwt to 119.2 million dwt, which
Bulk A ll was the lowest h ^ r e since 1969.
Year Tankers carriers vessels
22. The over-all decline was dne to the lack of new
Ъ9
orders and cancellations of existing orders for tankers,
1‫ و‬65
197 © 1.72 5‫ه‬ while the shipbuilding industry continued to m aintain a
1974 1.71 59 high level of deliveries. The decline in the tonnage on
1975 62 order for tankers of 150,000 dwt and over represented
1976 64 75 per cent of the reduction in the world tonnage on

Source: Compiled on the basis of annex III helow the correspond- 23. The world tomrage on order by types of vessel
ing annexes in earlier Reviews.
and groups of countries as at 31 Dctober 1976 is
shown in table 5.
(b) Tonnage ٠ « order
!‫؛‬، Based on data contained in W orld Ships on Order, supple-
21. During the 12-month period ending 31 Dctober ment to Fairplay International Shipping Weekly (Tondo^, 1975
1976, world tonnage on order continued to decrease. and 1976 November issues.

A ll combined Other
ships Change Tankers Change carriers) Change ships Change _
Tonnage on order )‫«؛‬،٥ ،‫«؟‬ (million (per (million (per (million (per)
dwtas at dwt) cent) ( ‫«ﻣﺢ‬،‫ر‬ centdwt) (

31 ©et. 1975 189.2 135.4 15.2

- 2 ©.© 3.4 + + 6.6
31 Jan. 1976 164.4 108.3 39.9 16.2
- 10.6 - 1 6 .6 3-,‫ه‬ + 11.7
30 Apr. 1976 147.0 ،>٨٩ 18.1
- 1 9 .6 + 8.8
31 Julv 1976 128.8 72.6 36.5 19.7
3-©.
٩١ ©et. 1976 119.2 63.6 36.4 19.2

Compiled on the sis of Source:

World Ships ٠« Order, supplement to Fairplay International Shipping
W eekly (London), various issue

Table 5
World on order as at October 1976
(In dwt)

Tankers Tankers
‫مﺀإ‬,‫ﻣﻤﻢ‬ under Ore/oil Other ‫«ﺀ‬/‫ﺀ‬ Part
A ll dwt 150.000 and ٠^٠ bulk container container Other
Country grouping ships ٠ ‫ ه«ه‬over dwt carriers carriers ships ships

1. World total . . . . . . . . 1 1 9 2 0 0 5 6 5 39 650826 23 927 844 1780 30 778 427 3 587 104 7 783 486 7 816098
2. Developed market-econom)i
c o u n tr ie s 59 315 980 20 813 786 11 302 085 1 645 160 15 699 647 514136‫؛‬ 3 960 215 3 380 951
3. ©pen registry eounUies ٠ . 29 434 380 11 775 440 5 997 705 723 000 8 209 148 380
031 934 290 1 4 1 4 766
4. Total 2 and 3 . . . . . ٠ . 88 750 360 32 589 2^6 17 299 790 2 368 160 23 908 795 894167‫؛‬ 4 894 505 4 795 717
5. Socialist countries of
Eastern Europe and Asia 670 1 301 692 9 ‫ أل‬ООО 3 445 765 000
813 1 546 572 545
337 927 681 946
743
6. Developiug couutries ٠ . . 16 183764 3 755 800 2530089 620
126 ‫ ؛‬4 1 9 1 6 6 0 147
600 296 400 595
135‫؛‬
Of which: ‫ق‬
In Africa . . . . . . . . 1 398 019 424 ООО 448 114 600
17 153 300 355
005
In A m e r i c a . . . . . . . 7 544 700 1 104 000 836 410 .6 4 4 000 2 477 060 000
32 700 880 750
350
In Asia . . . . . . . . . 7 176 045 2 227 800 1 245 565 482 620 1 688 600 000
98 442 220 991
240
In Europe . . . . . . . 39 000 — — — 000
39
In © cean ia . . . . . . . 26 000 — — — 26 ООО
7. Flag not yet known . . . . 4 368 940 1 635 800 652 200 349 000 1 0 8 0 400 521 300 130
240
8. ©titer, unallocated . . . . . 205 200 — — — 51 ООО 143 600 600
10

Source ; Compiled from World Ships ٠« Order, suppiement to ‫ رم) ﺀ<سﺀ‬/»، ‫»^ 'ﺀ‬،‫ا‬،‫ ﻣﺢ » ﻫﺂ‬Shipping W eekly (London), No. 49, November 1976.
‫ ﺀ‬Excluding passenger vesseis, ferdes and miscellaneous ships for which dwt tonnages were not reported in the source.
‫ ه‬The tomtages for the soclaiist countries of Asia were 500,315; 0; 331,315; 0; 90,000; 0; 16,S00; 163,300 respectively.
 2 . P r o d u c t iv it y o f s h ip p in g carried per dwt of total fleet, has been calculated. It
can be seen from table 8 that the cargo tonnage carried
2 4 . Tables 6 and 7 show the trends in productivity per dwt declined markedly from 6.81 tons per dwt
of tankers of 10,000 dwt and above and of bulk car- in 1974 to 5.81 tons in 1975. This was dne to the
riers of 1 8 ,0 0 0 dwt and above, measured by the num- interplay of a sharp increase in the total fieet ^nd
ber of ton-miles of cargo carried per year per dead- reduced trade which resulted in an increased volume
weight ton of the active fieet. of laid-up tonnage, as well as slow-steaming.i‫؟‬
2 5 . Mainly as a result of operating tanker and
combined tonnage at reduced speeds the productivity
indices for tankers and bulk carriers dropped further
in 1 9 7 5 as shown in the respective tables. ‫ ﺀا‬As indicated in the Review ٠/ maritime transport, 1975,
33.4 million dwt, mainly‫ ؛‬tan^ rs, were laid-np as at mid-1975,
2 6 . As in previous Reviews an index of total w o^d while an excess tonnage of some 40 million dwt was represented
fleet productivity, based on the number of tons of cargo by slow-steaming {op. cit., foot-notes 13 and 10^).

T a b le 6
Estimated ton-miles of oii ‫ﻫﺎو‬d shipments per dwt, in 1965, 1970 and 1973-1975, by oi! ©f 10,000 dwt and above

Estimated
‫»مﺀ‬-‫« ﺀ‬، ‫ﺀﺀﺀ‬ Index
Total Ton-miles active
٠٢٠‫»؛‬ oil/grain Total active per active
‫ﻣﻚ‬،‫»ﻣﻲ‬،‫ك ؛»ﺀ‬ shipments ‫» ﺀا« ﺀ؛ﻣﺢ‬، ‫؛ه‬ shipments ‫ﺀﺀﺀم‬ prodM tivity
)«،‫؛؛؛‬،■‫»؟‬ (million )‫ﺀﺀ‬،‫؛‬/‫؛‬،‫» م‬ (thousand (miliion (thousands)
^«٠٢ ،،<»‫(؟‬ ،‫(ﺀ» ه‬ ،‫(ﺀ» ه‬ dwt) « ،‫؛‬١٧ ،(
‫ﺀ‬ ‫رةة؟ﺛﻤﺂ‬
1965 722 735.8 3 172 80.0 79.6 39.8
(39.7)
1970 179 1 181.9 6 038 137.8 137.6 43.9 119
(43.8)
1973 ,473 1 478.5 8 906 198.2 197.7 45.0 1^2
(44.9)
1974 484 7.0 1491.0 9 523 230.3 41.4
(41.3)
1975 380 8 904 273.0 245.6 36.3 8.4
(32.6)

Sources ; ‫ ؟‬e^r^^y and Egers Chartering Co. Etd., Review 1976 (Oslo, ‫ دا‬Estimated by tiie UNCTAD secretariat on the basis of iitformation
1977), IVorld Bulk Trades 1976 (Oslo, 1976) and information supplied on the laid-up tanker tonnage issued by the General Council of British
by the publishers to the IJNCTAD secretariat. $hipping.
‫؛‬٠ Mid-year figures. ،‫ ؛‬Ton-miles per dwt of total tanker heet are indicated in brackets.

Taele 7
Estimated ton-miles bulk commodities carried per dwt,^ in T967, 197Й and 1973-1975, by bulk carriers, including combined
cai^iers o f 18,000 dwt and above

/ ‫«؛ﻣﺤﺔ‬،‫ ه‬،‫ﺀ‬،‫؛‬
،‫» م‬-‫؛»ﺀ‬/ ‫ﺀﺀ‬
Total of ‫ه‬،،‫ﺀ ؛‬
bulk ٠٠٢٠٠ Index ٠/
٠٠٢٠٠, ‫ﺳﻤﺴﻤﻬﻪ‬‫ﺀ؛‬،‫ﺀ‬, Total Ton-miles active
٠٢ ^ bulk ٠ ‫؛‬، ،»‫ﺀ»؛ ه«؛ﺀ‬ ‫«؛ه»ي‬،‫م»؛؛‬ Total ‫ﻣﻊ‬،‫ﺀ ^؛‬ per ‫ﻫﻊ‬،‫ﺀ ^؛‬
cargo ٠٠٢^٠‫؛؛‬٠ ‫ﺀ؛م‬ ‫ ﺀﺀم‬، « ٠٠، ‫’ﺀ ﻣﺎه‬
(million ‫»؛‬،‫؛؛؛‬،■٠» )»،‫؛؛؛؛‬٠» (thousand ‫» م؛؛؛؛ض‬ )(‫» ه؛؛;؛»ﺀ‬ )‫؛ﺀ‬،‫ م‬،،‫ﺀﻣﺢ » مﺀ‬ (I960 =
Year tons) ‫( ﺀ»ﻣﺎ‬ ‫(ﺀ» ه؛‬ ‫»ا‬،‫(» م؛؛ي‬ dwt) ‫ﺀ‬ W،‫؛‬،( ‫ﺀ‬ ‫ه‬ / ٠٠)

1967 . . . . . . . „8 29 287 330133.233.2 40.1 119

1970 . . . . . . . 439 . . . . . 61 500 636
262.2 62.2 4,2.4 125
1973 . . . . . . . 613 . . . . . 166 7794418 106.1 105.4 41.9 124
(41.6)
1974
. ٠. . ٠. . 140820 603
4 121.8 121.3 112
(37.8)
1975 . . . . . . . 674 . . . . .112786 446
4132.9 125.9 104
(33.5)

Sources: Fearnley and Egers Chartering Co. Ltd., World B ulk Trades ٠ Estimated b^ the UNCTAD secretariat on the basis of information for
1975 (Dslo, ‫ل‬97‫ ;) ق‬also on information communicated by the publishers inactive combined carriers, ore carriers and bulk carriers reported in
to the UNCTAD secretariat. Shipping Statistics and Economics, various issues, published H. p.
‫؛‬١ Including ©11 cargoes in combined carriers. D r ^ r y (Shipping Consultants) Ltd., London.
‫ أل‬Mid-year figures. ‫ أم‬Ton-^lles per dwt of tot^l bulk cai'i'ier fleet are indicated in brackets.

‫ﻫﺎ‬
 T able 3. T r e n d s in t y p e s d f VESSEL
Cargo carried per dwt of world ٠٠١ 1967, 197© and 1975.1975
27. The increase in the world t a n ^ r fieet from
Cargo carried ?«٢ dwt mid-1975 to mid-197d accounted for 61 per cent of
Total cargo
World fleet carried Index the total tonnage growth, followed by ore and bulk
Year )«!‫؛؛‬/‫؛‬٠ » dwt) (million ،‫رﺀ» م‬ Tons )‫ﻫﻮئ‬،‫ا‬ / ٠٠
=( carriers (21 per cent) and general cargo ships (11 per
‫( ﺳﻪﺀ‬.‫® ل‬
1967 . . 240.9 1910 116
1970 . . 326.1 2605 117 28. Table 9 shows the composition of the world
1973 . . 444.6 3 276 7- 37' 107' merchant fieet by types of vessel since 1970, and in-
1974 . . 486.9 3 317 6.81■ dicates the growth rates for different types.
1975 . . 5 4 6 .3 ‫■؛‬ 3 175 5.81 ^9. The trend towards multi-purpose vessels for
tanker and dry bulk cargoes appears to be decreasing.
Sources: W orld Fleet: Lloyd’s Register ٠/ ‫حﺀ‬، ‫<؛ ﺀ‬،»‫ ; ﺀ‬Statistical ^ ‫ﺀﺀا ﺀﺀ‬ The world growth rate of combined tonnage, which
)Loadon), various issues; total cargd carried; Uiiited Natious, Monthly
٠/ ‫ﺀ‬،‫ ه‬،‫ﻣﺢﺀ‬،'‫ ﺑﻢﺀ‬Гапиагу issues.
Revised figures.‫؛‬،
١٠ lucludes 33.4 million dwt of laid-up touuage (accordiug to the Oeueral
Council of British Shipping(. on data contained in tabic

T
able 9
o f world ٠٠٠،^ by principal types o f vesel, 1975-1976
197© and ٠ '
)/^ ‫ ﺛﻢ‬،‫( ﺀ آ ﻛﻤﻤﺮ‬

‫ي^ﺀك‬:‫»ﺀ‬، ‫ﺀﺀم‬
‫هﺀ«ﻫﺺ‬
1970 / ‫و‬/‫ﻣﺢ‬ 1974 1975 1976 1975/1976

Oil tankers 86 140 115 365 491

129 150
057 168
161
(37.9) (39.7) 41.6)( 43.9)( 45.2)(
Liquefied gas carriers ‫ﺀ‬ 1350 2 276 2415 3773
(0.6) )‫ ه‬8.( 0.8)( 0.9)( 0.9)(
Cbenrical carriers ٠ . 451 652 748 967 1274
(0.2) (0.2) 0.3)( 0.3)( 0.3)(
Miscellaneous tankers 115 12 2 114 115 0.9

h u l^ o il carriers'‫ ؛‬. . . . . . . . . . . . . 8 317 19 539 22 035 23 716 25 023

(3.7) (6.7) (7.1) (6.9) (6.7)
Ore and bulk carriers . . . . . . . . . . . 38 334 53 110 57 403 66 714
(16.9) (18.3) (18.4) (18.1) (17.9)
General cargo (including passenger/cargo) 72 396 69 506 68 674 73 608
(31.8) (24.0) (22.1) (20.6) (19.8)
Miscellaneous cargo sbips . . . . . . . . . 574 381 429 453
(0.2) (0.1) (0.1) (0.1)
Container sltips (fully cellular) - - - - - - 1908 6 291 6 244
(0.8) (2.1) 2.0)‫ج (ج‬ (1.8) (1.8)
Earge-carrying vessels . . . . . . . . . . . 796 796
0.2)( (0.2) (0.2)
Vebicle carriers . . . . . . . . . . . . . . 542 687
S 0)‫وأ ؛‬ (0.1) (0.2)
Fishing factories and carriers ‫ا‬
Fishing (including trawlers) ‫ إ‬. . . . • 7 804 10275 683
10 11849
(3.4) (3.6) 3.4)(
Passenger liners . . . . . . . . . . . . . . 2 991 3 301 2 851 2 790 2 591 -7 .1
(1.1) (0.9) (0.8) (0.7)
Ferries and other passenger vessels . . . . 4 189 4 341 4 630 4911 6.1
(1.4) ) ‫ ل‬4.( (1.4) (1.3)
A ll other vessels ‫ ﺀ‬........................................ 7 799 4 502 4 750 5 308 5 756 8.4
(3.4) (1.6) (1.5) (1.6) (L6)
T o t a l (100.0) 227 490 290 227 311320 342 162 372 ООО 3.7

‫• مﺀﺀك»ﻫﻤﺢ‬Lloyd’s Register ٠/ ‫ﺀ »; ﺀﺀﺀﺳﻢ‬ .•‫ك‬،‫ ه‬،/‫ﺀإﺀﺀ‬،‫ ﺀا‬Tables (London), years ‫ ﺀ‬i.e. ships capable of transposing LNG or LPG ‫ ؟‬r other sinriiar
.)mid-year figures( 1970-1976 hydrocarbo6 and chemical products ‫؛؛؟‬ich are all carried at pressures
The data in this table
e with
arethe
notdata
comparab
in table‫؛‬
4” , greater than atmospheric or at sub-ambient temperature 0^ a combination
because they include the United States reserve fleet and the United States of both.
.and Uanadian Great Lakes fleets <‫ ؛‬Including ore/oil carriers.
Percentage share of tonnage in each year in parentheses ». ‫ ﺀ‬Including livestock carriers, supply ships an^ tenders, tugs, cable
ships, dredgers, ice-breakers, research ships and others.

11
 Table 10
combined carriers on order, 1972 and 1974-1976
(7 January ٠/ each year)

im
1972 1974 1975 January July

ize group ’٠٠٠ ’٠٠٠ ’٠٠٠ ’٠٠٠ ’٠٠٠

;’٠٠٠ ،‫؛‬+، No. dwt No. dwt No. ،‫؛‬٣ ‫؛‬ No. ،‫؛‬٣ ، N o. dwt

10-60. . . . . . . 3 148 1 49 30
60-100....... 13 1 075 7 492 10 714 560
100-150....... 49 5 844 43 : ‫ة؛‬ 32 865‫؛‬ 806‫؛‬
150-200 . . . . . . . 48 7 701 14 243‫؛‬ 11 10 659‫؛‬ 844
2 0 0 - 3 0 0 ... . ٠ ٠ . 29 6 870 8 064‫؛‬ 490 5^
2 225
— — —

T otal 142 21 638 73 10 056 6 493 37 4 435

Source; Eearniey Chartering Ce. Ltd., World B ulk Fleet (Oslo) of eorresponding years.

reached a peak of 41.2 per cent in 1972, fell to 5.5 31. The trends in the use of di^erent types of vessels
per cent in 1976. This decreasing world trend is shown for handling unitized cargo ^re illustrated by table 11,
in table 10, which gives the tonnage of combined which gives the num ber of unit load system vessels
carriers on order for the years 1972-1976. It may be on order for the years 1973-1976. During the year
pointed out that the decline was particularly sharp for 1976, designs were produced for vessels which would
developed market-economy countries and open registry combine several of these systems and incorporated
countries, as the share of developing countries in this LASH, ro /ro and container features all in the one
type of tonnage on order increased signiflcantly, as is vessel.^®
indicated in paragraph 47 and table 17. 3?.. Table 1^ gives additional information on the fleet
3 0 . On the other hand, there has been increasing ^nd capacity of gas carriers on order in 1974-1976.
imerest in the possibilities for dual-purpose vessels 33. As at 1 January 1976, the world mobile self-
which could lift either liner cargo or bulk cargo. Designs contained oflshore drilling fleet consisted of 312 units;
have been produced for tanker-liner and bulk-liner 1 6 ‫ ه‬rigs were on order, almost all for delivery during
vessels, and by October 1976 orders had been placed 1976 and 1977 .٩٠ During the flrst six months of 1976,
for at least two subh vesse‫ل‬s .‫أ ل‬ orders were placed for only three rigs, while previous
orders for the same number of rigs were cancelled.^®
T able 11
Numbers o f m■!، load system vessels on order,“ 1973-1976 4 . T r e n d s (N s iz e

(Mid-year) 34. In 1976, the average size of existing vessels

Type ٠/ vessel 1973 1974 1975 (except for the category of “ other ships”) increased,
while the average size of vessels on order (except for
Part container ships . . . . . . 393 409 427 the category of “other ships”) declined for all types.
FuB contamer ships . . . . . . 69 78 131، 123، The decline in the size of t a n ^ r s on order in 1976
Container/trailer ships . . . . . 58 72 81 . was probably attributable to the large size of the vessels
Contaiuer/part refrigerated cancelled, which averaged 17 ^ ,‫ ﻫﻬﻪ‬dwt during the flrst
s h ip s 44 34 47 eleven months of 1976 ‫ ﻟﺔم‬However, tankers remaining
Vehicle carriers . . ٠ . ٠ ٠ .٠ ^8 35 34
on order are on the average much larger than existing
Bulk vehicle carriers . . . . . 37 20
Bulk container ships . . . . . . 29 23 30 vessels and the average size of tankers in the world
Barge carriers ٠ . . . . . . . . 10 fleet should continue to increase.
Pallet s h i p s 1 35. In mid-1976, 36 per cent of the world fleet,
©outainer/barge carriers . . . 4 63 per cent of tanker tonnage and 28 per cent of dry
bulk carrier tonnage were in the size group of 50,000
Sources.■ for 1976: ‫؛‬٣٠٢ ،، Ships ٠» Order, suplpement to ‫ ﺀ‬،‫ ا‬،<‫؛ ﺀ‬،‫ ﻣﺎ‬Inter-
national Shipping W eekly, (London), No. 48, August 1976; for 197$, 1974
nnd 1975: Review ٠/ mariiime transport, 1975: report by the secretariat
٠/ UNCTAD (United Nntions publication, Saies N ٠; E.77.II.D.2), table 10. ٩‫ ؟‬Journal ٠/ Commerce (Liverpool), 5 August 1976, p. 1.
“ Including contracts pending or under negotiation.
، Including 35 vessels in 1975 and 20 vessels in 1976 with a container
, 1® H. €Lrl،sou and Co. Ltd., The Offshore Drilling Register,
capacity of iess than $00 TEU. 1976 (London), pp. 10 and 11.
‫ق‬،‫ ل‬The Platou M onthly ; Contracting, ‫ ﺀ اح‬and Purchase
R eport (©slo), lune 1976, p. 8.
17 Fairplay International Shipping Weekly (Loudou), vol. ٤٩ Based on data published by E. A. Cibson Bhipbrokers
260, N o. 4861, 21 October 1976, p. 10. Ltd., (London), 30 November 1976.

12
 T a b l e 12
Liquid carrien: capacity analysis, 1974-1976
{January ٠/ each year)

1974 1975 ‫وئ‬/‫ﺀ‬

Cargo capacity range ٠ Cubic Cubic Cubic
(Cubic metres) No. metres No. metres No.

Up to 1 999 . . . . . . . . . . . . А 241 223( 255 050 + 5

1840 5 040 + 74
000-19 999 2......................................... A 109 115 934
690 ш 694 428
10 560
49 23 942
203 23 207 552 +2
‫ت‬A . . . . . . . . . . . 999 000-39 0 18 747
503 19 532
747 589 747 ‫ال‬+
174
500 740
198 174 240
A. . . . . . . . . . . 999 000-59 40 18 20 936
568 936 568
208
800 318
800 318 800
A. . . . . . . . . . . 999 000-99 60 95-2
420 20 1 4956
94 1 929 079 + 29
572
1001 35 597
300
2 2 089 400 -2 0
ООО and over . . . . . . . . . . A 100 100 200 100 200 470 200 + 370
34 234
800
4 43 4005 5 156 400
400A
T o t a l ....................................................................... 287
1053 431 999
1473 4 875 072 + 22
239
760
6 116 022
7218 95
7 ‫ ل‬4321
A + l 475 547 720
169
12 ‫إ‬ 826
504
12

Source: Compiled from the corre^onding table in H. Clarkson and ‫ ﺀ‬The first line of figures. (A) in eaeh case refers to existing capacity,
Company Ltd., ‫ه هﺀالوﺀﺀ‬،‫ ﺀ ا‬Carrier Register (London), various years. and the second line of figures (B) to that of vessels on order.

grt and over as compared with respective!)( 12, 20 and metres and over in the gas earrier fleet rose ^ o m
!0 per cent in 1970. Between 1972 and 197h, the 20 per cent to 42 per cent.®®
percentage of combined earriers belonging to the same
size group increased from 65 per cent to 76 per eent
of the total tonnage of this type, while the share in ‫ ةق‬Based on data conta n‫ ؟؛‬d in L loyd’s Register ٠/ Shipping :
terms of grt of liquefied gas earriers of 70,000 cubic ‫ﺀآﻣﺢ؛ ﻣﻪ؛ت‬،‫ ا‬/‫ ﻫﻤﺂ‬/‫ ﺀﺀ‬London), varions issnes).

T able
size o f selected ،ypes 0 ، 1974-1976;
world fleet and on order

Type ٠/ 1974 1975 J976

E xisting FLEET (mid-year)

Oil tankers o f 100 grt and above (grO . . . . . . . . . 19 085 21 363 23 954
(Equivalent in d w t ) ......................................................... 35 136 40 090 45 579
Ore/bulk carriers of 6,000 grt and above (ineludin^
bulk/oil carriers) ( g r t ) .................................................. 22 755 23 052 23 331
(Equivalent in d w t ) ......................................................... 38 852 39 556 40 213
Container ships of 100 grt and above (grt) . . . . . . 15 270 14 859 15 091
Liquefied gas carriers (g r t).................................................. 6 052 7123 7 799
A ll other ships o f 100 grt and above (grt) . . . . . . 1 870 .908
V essels ON ORDER (at end o f year)
Tankers o f 10,000 dwt and above (dwt) . . . . . . . . 165 873 ‘ 150150' 137:
Bulk and eombined carriers of 10,000 dwt and above
(dwt) ................................................................................... 53 794■ 46 603 “ 110
43
Container ships (vessels of capacity of 300 or ^ ore
containers) (d w t)............................................................... 18 783 17 801
Liquefied gas carriers (vessels of 12,000 dwt and
over) ( d w t)......................................................................... 53 123 56185 053
54
A ll other ships o f 1,000 grt and above (dwt) . . . . . . 8 293' 9 774“ 12433

Sources: Existing fleet: estimated by the UNCTAD secretariat on the b sis of data published‫ ه ؟‬Lloyd’s
Register o f Shipping : ‫ﺀ‬،‫ﺀ؛س‬،،‫ ﻣﺢﺀ‬Tables (London), 1974-1976. Vessels ٠» order: estimated by the UNCTAD
sec7etadat from dafa given in Fearnley and Egérs Chartering‫ ؟‬٠ L ^ ., Review 1976 (Oslo, 1977) oil .
size estimatestam،ers,
of ^ n tahulk
in e r carriers
ships and
andliquefied
other
rs were‫؟‬
ships
rri‫؟؟‬
gas ‫؛‬
based 6n data given in World Ships on,) Order, supplement to Fairplay International Shipping W eekly (London
November issues of 1974-1976
the years.
Revised .«

12
 о
‫|ﺑﻢ‬1‫ إ‬1 ‫ه‬
о

О ٢٢ ٢٠٠
. ٠١
о ١٥ 40 ‫ذ‬
о CN ٠٨

CN
‫ق‬
‫ج‬ 00

о о 00
о 40
о

§ ‫ب‬
‫ي‬

о ١٩ о
о
о ‫ﺀ‬

٠
‫ﻳﻢ‬

о ٦ ١٩
о
о
oo
ON

о ٠—1
٠ ‫ه‬
‫أ ﻗﺒﻤﺔ ?م‬ о 40 о

‫ي‬ о
ON
‫ب‬

о
o\

о
‫ب‬

٥‫؟‬
о

ON
On
On
٠١
Os
g‫؛‬ о !‫ي‬
ON gN ci
О ô ٠
٠ ٠
٠ ٠ О
٠ ٠
٠

14
 5. T rends a year later.^® Trends in the propulsion of vessels under
IN PR O PU LSIO N
construction and on orde^ are presented in tahle 14.
36. No major changes occurred during 1976 with 37. No m ajor developments took place during the
regard to propulsion. The diesel engine remains the year in respect of nuclear pfopulsion ^ r merchant
most popular form of prim e mover, particularly in the vessels. In the fe d e ra l ^epuhlic of Uermany, plans
slow-speed, direct-coupled form; the medium-speed have been drawn up for a nuclear container ship of
engine holds a leading position in ships with an installed 60,000 grt with a reactor output of 80,000 shp at an
potvbr of up to 6,000 bhp, whereas above 6,000 bhp estimated constimction cost of D M 250 million. Actual
the low-speed engine dominates the fleld.‫ ®؛‬During the construction was not expected to begin for (he time
first three quarters of 1976, the diesel engine accounted being, on account of the risks involved in such a large
for 67.1 per cent of the total horse-power of the pro- investment, the unfavourable freight market conditions
pulsion machinery installed in vessels of 2,000 dwt and the refusal of many world ports to allow entry
and above completed in this period. The share of low- to such ships. However, the Tederal ^ p u b l i c of
speed diesel engines was 51.6 per cent and that of Uermany was reported to be continuing discussions
medium- and high-speed diesel engines 15.5 per cent. with several countries, particularly Uanada and the
The steam and gas turbine accounted for 31.9 per cent Hnited Ringdom, for co-operation in (he budding and
and 1 per cent.‫ ^؛‬In 1975, the diesel engine, steam and operation of nuclear ships.^‫ ■؟‬In the United States of
gas turbine accounted for 68.6 per cent, 31.24 per cent America, a bill was introduced to Uongress which would
and 0.16 per cent respectively.‫ ®؛‬In the tonnage under authorize aid in developing, constructing and operating
construction, the share of vessels with steam propulsion privately-owned nuclear merchant ships, but no further
has been decreasing. From 49 per cent at the end of action was reported on this initiative.‫®؛‬
the third quarter of 1975, it dropped to 39.4 per cent
٤‫ﺀ ؟‬/‫ ﺀﺣﻤال ه‬Register ٠/ Shipping: ‫ ﺀﻣﻢ‬٢‫ﺀﺳﻊ‬ shipbuilding Re-
‫ »؛‬٢« (London), respective years.
‫ ؛؛ق‬Fairplay International Shipping Weekly (London), vol. ٤٢ (Hamburg), vol. 113, N o. 18, 11 September 1976, pp.
258, No. 4842, 10 June 1976, p. 32. 1457-1+58; Marine Week (Londo^, vol. 3, No. 38, 24 Septem-
٤٩ Calculated on tbe basis of data in The M otor Ship <Lon- ber 1976, p. 7.
don), vol. 57, N o. 669, April 1976, p. 7 8 ; vol. 57, N o. 672, ‫ وة‬United States of America, ‫ اه » ه؛ ﻣﻤﻬﺴﻢﺀ »هﺀ‬Information
Jul^ 1976, p. 6^; vol. 57, N o. 675, ©ctober 1976, p. 98. Bureau (Wasbington, D.C.), vol. 8b, N o. 87, 4 May 1976, pp.
‫ ﺀة‬/ ‫ﻣﻤﺤﺂﺀ‬, vol. 57, No. 666, January 1976, p. 62. 1-^; and ‫ﻣﺢ’ﺀﺀ'ﺀ‬., vol. 80, No. 89, 6 May 1976, pp. 8-10.

T able 15
world ‫؛‬ by type ٠٤ vessel (bs July) 1965, 19?©, 1975, 1 9 7 6 “
{In term s ،>/ grt)

A ll ships ^
bulk
carriers,
^ ‫؛ﺀﺀﺀﺀمﺀ‬،‫ﺀﺀا‬ including General
Country grouping Million ‫هﺀ»؛ ﻫﺎ«مﺀ‬ ‫هﺀﺀهﺀ‬
،</ ٣٠٢ /،، Container carrying Other
and year grt Tankers carriers ‫ﺀ‬ ،‫ ه‬،‫ﻣﻢ‬ ships ships

Percentage ^،?٢٠ by vessel type

World total
1 9 6 5 . . . . . . . . . 146.8 100.0 37.1
1 9 7 0 . . . . . . . . . 217.9 ;100.0 39.4 20.2 30.2 0.9
1975. . . . . . . . . 336.9 ,100.0 44.5 24.6 20.3
1976 ........................... 367.1 100.0 45.7 24.2 19.6

Percentage ‫ه‬،، ‫ ﺀ‬-‫ ﺀ‬by groups ٠/ countries

developed market-
economy eountries
1 9 6 5 . . . . . . . . . 102.2 9.7 67.6 74.6
1970 ................................... 141.1 63.9 65.1 61.3
1975. . . . . . . . . 196.1 8.4 62.4 49.4 92.8 10 0 .0 58.8
1976. . . . . . . . . 207.3 56.5 56.5 61.3 46.9 90.6 100.0

©pen registry countries

1965 . . . . . . . . . 22.1 15.0 23.8 20.3 6.7
1 9 7 0 . . . . . . . . . 40.9 18.8 26.4 24.1 ١٨
1 9 7 5 . . . . . . . . . 8 8 .4 26.2 32.9 ‫ أا‬6 5.0 5.7
1976 ................................ 99.5 27.1 33.7 29.1 20.0 6.4 7.0

15
 T a b 15
l e) ‫ ا ﺀم ﺀ‬،‫رﻣﺢﺀ »»؛‬
Tereeutage of world ■by‫ ؛‬type of vessel (as at 1 July) 1965, 1970, 1975, 1 9 7 b
In terms { ٠/ grt(

A ll ‫ص‬،‫ا ﺀﺀ‬ ٠٢» ‫ب‬

bulk
‫ﺣﻢ»هﺀ‬،»»‫ﺑﻢ‬
‫»» ﺀ م»ﺀ‬،‫» ﺀم‬ ،»‫ﺀ»ص»اﺀ‬ ‫™ ه» ﺀ م‬،
‫اﺀرﺀﻣﻢ‬،‫ﺀرﺀﻣﻢﺀ ﺀرم‬،'»‫ﺀ‬ ‫ﻣﻢ‬،‫؛‬/‫»مﺀ‬ ،<‫’» م‬٠٢/،‫؛‬ ‫م ﺀ‬،»‫ه»»؛ ه‬ cargo carrying ‫م‬، ‫ﺳﻢﺀ‬
‫»ه‬، ‫’ﺀ ر ﺀ‬، ٢‫ا‬ ٠٢، ‫ م؛‬،‫ﻣﺢ‬ Tankers ‫ﺀ‬٠٢٢‫ ﺀ‬٢،٢»‘٠ ‫م‬، ‫ﺀ ﺀﺀ‬ ‫ﺀﺀﺀه‬ ‫حﺀ‬،‫ﺀﺀ‬

Socialist com/tries of
FasterB Furope a^d

7.4 4.5
1 9 7 0 . . . . . . . . . 19.; 4.7 29.1
1 9 7 5 . . . . . . . . . 28.; 8.4 3.7 16.7 1.0 8.7
1976، 3 1 .: 3.9 3.7 17.4 1.4 8.4

DevelopiBg countries
(excluding open
registry conntries)
1965 . . . . . . . . 10.9 7.4 4.0
1970 . . . . . . . . 7.0 4.7
1975 . . . . . . . . 22.7 6.7 4.8 4.9
1976 . . . . . . . . 7.5 5.7 14.8 7.0

٠ / which:
In Africa
1965 . . . . . . . 0.6 0.4 0.1 0.5
1970 . . . . . . . 0.8 0.4 0.2 0.7
1975 . . . . . . . 0.6 0.3 1.4 1.0
1976 . . . . . . . 0.7 0.6 0.1 1.0
In America
1965 . . . . . . . 4.8 0.9
1970 . . . . . . . 6.4 1.4 4.3 2.5
19 7 5 . . . . . . . 9.0 1.7 4.6
1976 . . . . . . . 2.7 4.7 2.7

In Asia
1965 . . . . . . . 0.7 5.4
1970 . . . . . . . 8.0 3.7 1.7 7.4
1975 . . . . . . . 11.7 2.0 7.5
1976 . . . . . . . 15.0 4.1

In Furope
1965 . . . . . . .
1970 . . . . . . .
1975 . . . . . . .
1976 . . . . . . .

In Dceania
1965. . . . . . . . —
1970. . . . . . . . —
1975. . . . . . . . 0,1 0.1
1976. . . . . . . . 0.1 0.1

Other, nnallocated
1965. . . . . . . . 0. 7 0.5 0.1 0.7
1970. . . . . . . . 1.2 0.5 0.3 0.1
1975. . . . . . . . 1.4 0.4 0.2 0.9 0.3
1976. . . . . . . . 1.5 0.4 0.2 0.8 0.1 0.3

l” ,1970
75‫؟‬ ‫ع‬،‫ب‬،‫؟؛‬،،'‫م‬ Tables (London (,،،‫و؛‬196‫ج‬ ‫ ﺀ‬Ore aird bulk carriers of 6,000 grt a،rd above, ‫ ﺀ »؛ﻫال!ﺀ اال‬combined
ore/oil and ore/buik/oil carriers; combined carriers amounted in 1976 to
reserve Eeet and‫؛‬١١٠ U nited States and Canadian Oreat Lakes Eeets. 419 ships (25 miliion grt).
‫ ﺀ‬Excluding the United States reserve Oeet and the United States and <، Ineiuding passenger/eargo vesseis (both iiner and tramp).
Canadian Great Lakes Oeets. ‫ ﺀ‬Of which respective[^ Eastern Europe, Including the USSR: 27.5; 7.5;
‫ <ا‬Vesse!^ of ‫ ا‬grt and over 00. 3.5; З.1.; 14.5; 1.4; 0; 27.7; and Asia; ЗГЗ; ]; 0.6; 0^6; 2.9; 0; 0; 0.7.

16
 B. The distribution of tonnage with reference 43. As is shown in the table below, tbe share of
to developing countries developing eonntries in the world dwt tonnage decreased
from 1970 to 1973, but has now risen beyond the 1970
I . C h a n g e s i n D ISTR IB U TIO N ®‫ ﺀ‬BY TYRE OE VESSEL level. The growfh was more pronounced in 1975 and
1976, when prices for ships, particularly tankers, were
38. Annex III below gives the distribution of ^ o rld more favourable for the buyers than in the previous
tonnage by flag of Tegistration and by type of vessel at years.
mid-1976. The distribution by groups of countries for
diflerenf types of vessel is given in fable 15.
1970 1972 1973 1974 1975 1976
39. During the year 1976, the open re^stry fleets,
which are generally regarded as beneficially owned by Asia and Oceania ٠ 3.0 3. 0 3.^
developed market-eeonomy countries, continued to gr<^‫؟‬ 0.3 0.3 0. 4 0.5 0.6
Africa . . . . . . . .
steadily, rising from 26.2 to 27.1 per cent of the world
Latin America and
fotal (from 88,4 to 99.5 million grt). The national flag 2.4 2.4 гл ‫ئ‬
Caribbean . . . .
fleets of developed market-economy conntries rose in
Total developing
tonnage (from 196.1 to 2 7 . 3 ‫ ه‬million grt) bnt declined conntries - - - - - 6.8
from 58.4 per cent of fhe world total to 56.5 per ٠٥^ .
This decline is largely attributable to the increasing use
of open regis^y flags by operators ^ o m developed Sources; Table 4 of ‫ ﺀ س‬Review and ‫ﺀآ ﺀﺀع ﺀ'ﻫﺮرمﺀﺀ‬،‫^ ﺀ‬o f ‫ ﺀﺀ؛جﺀ‬،«‫; ﺀ‬
‫ﺀ‬،‫ﺳﻢ؛ س‬/‫ سﺀ‬Tables (London), various issues, ٠ with adjustment for the
markef-economy conntries, many of whom have ex- United States reserve fleet and the United States and Canadian Great
pressed doubfs abont their own future ability to continue Lakes fleets.
national flag operations owing to their high operating
costs.®® 44. Table 16 indieates the shares of developing
4 ‫ ه‬. The total fleets of the developed market-economy countries in (he world fleet by type of vessel and by
conntries (inelnding open registry fleets) declined as a regions in 1976 and selected earlier years. It is note-
percentage of the world tofal. This deeline applied to all worthy that fheir share of all the main vessel types rose
elasses of vessels shown in tab!e 15, but was especially between mid-1975 and mid-1976. the increased
m arked in tbe case of general cargo vessels. Never- share of the tanker tonnage, 67 per cent was attributable
theless, despite this decline, these countries still own to the growfh of the tanker fleet of petroleum-exporting
90 per cent of the banker and bulk carrier tonnage, countries, whieh rose by abont 84 per cent between
97 ‫ ؟‬er cent of the container fleets, and ail of the barge mid-1975 and mid-1976.®^
carriers.
45. As discussed in previous issnes of fhe Review ٠ /
41. The soeialist countries of Bastern Burope and maritime transport, shipowners in most developing
Asia increased marginally their share in the world fleet countries acquire vessels mainly from foreign coimtries,
in ferms of grt from 8.4 in 1975 to 8.5 in 1976. The in particular from developed market-eeonomy conntries.
soeialist conntries of Bastern Bnrope aceonnted in 1976 ?nrehases therefore involve foreign exchange and exter-
for 7.5 per cent of the world tonnage in term s of grt and nal flnancing, normally from one or more of the follow-
the socialist countries in Asia for 1 per cent. The share ing sources: shipyard eredits, expoi:t credits, commercial
of the socialist countries of Bastern Bnrope and Asia bauks or ship mortgage banks, bond markets, bilateral
was relatively higher for general eargo ships and the assistance or international lending insfitufions, and
category “other ships” . equity finaneing.®®
42. In 1976, the share of developing countries in-
creased over 1975 in terms of grt from 6.7 to 7.5 per 46. ?ress reports indicate that all the flnancing
cent and in terms of dwt from 6.1 to 6.8 per cent. sources mentioned in paragraph 45 above have been
Brazil, India, Iraq, and $andi A rabia together accounted used by one or more developing conntries. Thus, for
for about 53 per cent of the tonnage increase of the example, a $195 million project to modernize. Improve
developing countries in 1976. Developing countries were and expand Indonesia’s inter-island fleet was flnaneed
less aflected by the tanker crisis. As a result of this, through a loan ^ o m the W orld Bank, a grant and a
their share in the world acfive fleet in m id-1976 (i.e. loan ^ o m Norway and a concessional loan ^ o m the
exciuding laid-up vessels) amounted to 7.8 per cent in
terms of grt and 7.2 in terms of dwt.
‫ أو‬A$ at mid-1976, the tanker fleet ©f tbe oil-exporting de-
veioping countries stood at '6.5 miflion dwt or 39 per cent of
the tanker tonnage of the group o f developing countries as a
‫ ﺀة‬Data by country used iu this dlseussiou are, unless other- whole, as against 29 per cent a year previously (the percentage
wise specified, derived from Lloyd's Register ٠/ Shipping: for 1975 is r e c a lc u la i on the basis o f the revised annex I and
Statistical Tables (London), adjusted as indicated in table 15 is not comparable with the figure contaiued in foot-note 43
and annex III of this Review. of the Review ٠/ maritime transport, 1975 (op. cit.).
•‫ ؟‬٠ For a full discussion o f the growth of the open registry ‫ ة؛؛‬Eor a discussion o f the various sources of ship finance,
fieets and of their impact on world shipping, see “Econotnic see “Establishment o f permanent machinery for the présenta-
consequehces of the existence or lack o f a genuine link between tion of slfip financing requests and other measures required for
vessel and fiag of registry: report hy the UNCTAD secretariat” the acquisition o f ships by developing countries: report by (he
(TD/B/C.4/168). UNC TA D secretariat” (T D /B /C .4/161).

17
 T able 16
Share of developing countries “ in the world fieet by type of vessel, 1965, 1970, 1975 and 1976
{Mid-year figures, in terms ٠/ grt)

Percentages

Type of vessel Region 1965 1970 1975 1976

Tankers Totaldeveloping countries . . . . . . 4.0 4.7 4.8 5.7

of which:
In A fr ic a 0.1 0.2 0.3 0.6
In America . 3.^ ^.8 2.5 2.3
In Asia 0.7 1.7 2.0 2.8
In E urope — — — —
In Oceania . . . . . . . . . . . . . — — — —

Ore and ‫ ﺳﻂ‬k carriers incHding com-

6ined c a r r i e r s . . . . . . . . . . . . Total developing countries . . . . . . 3.8 5. 2 4. 9 5. 5
٠/ which:
I n A fiic a — — — 0.1
In A m e r ic a 0.9 1.4 1.7 1.9

In E u r o p e — — — —
In Oceania . . . . . . . . . . . . . — — — —

Container ships . . . . . . . . . . . . Toml developing countries . . . . . . — — 1.2 1.5

٠/ which:
In A f r i c a — — — —
In A m e r ic a — — — —

In E m o p e — — — —
In Oceania . . . . . . . . . . . . . — — — —

Oeneral cargo ships . . . . . . . . . . Total developing cottntries“ . . . ٠. 9.2 13.1 13.6 14.8
of which:
In A f r i c a 0 .5 “ 1.3 1.4 1.6
In A m e r i c a . . . . . . . . . . . . . 3 .3 “ 4.3 4.6 4.7
In Asia 5 .4 “ 7.4 7.5 8.5
In E n rop e — — — —
In Oceania — 0.1 0.1

Other sh ip s Totaldeveloping countries . . . . . . 7.06.5 5.9 ‫ﺀ‬

of which:
In A f r i c a 1.0 1.0 0.7 ‫ﺀ‬
‫ ئ‬A m e r ic a 2.7 2.5 2.5 ‫ﺀ‬
In Asia 3.3 3.1 2.6 ‫ﺀ‬
In E n rop e ‫ﺀ‬ — — —
In O ceaH a . . . . . . . . . . . . . ‫ﺀ‬ — — —

All t y p e s . Total developing countries . . . . . . 7.4 7.0 6.7 7.5

٠/ which:
In A f r i c a 0.4 0.6 0.6 0.7
‫ ئ‬A m e r ic a 3.2 2.9 2.6 2.7

" — ■ — — —
‫ب‬ ............................................... .. — — — —

Source: Table 15. “ Excluding open registry countries. “ Including “other ships”. ‫ ﺀ‬Included in “general cargo ships”.
Japanese Dverseas Economic €o-operation Fimd.®® of the full and part container tonnage on order increased
Some other countries have alsd been reported to be significantly.
m a^ n g finance for ships available to one or more 49. The share of the socialist countries of Eastern
developing countries on special terms. Europe and Asia in the world tonnage on order in-
creased to 8.1 per cent in 19?d frotn 4.9 per cent in
2. D is trib u tio n ‫ﺀه‬ TONNAGE ON ORD ER 1975, although the actual tonnage rose only by about
4 .‫ ه‬million dwt to 9.7 million dwt. The distribution of
47. The tonnage of ships on order by developing the orders of the socialist countries by type of vessel had
countries decreased from about 2©.2 million dwt on not changed substantially, except for combined tonnage
31 Dctober 1975 to lb .2 million dwt a year later. on order, which increased during this period from
During the same period, the world order book dropped, 0.2 million to 0.8 million dwt. As a result of this
from about 189.2 million dwt to 119.2 million dwt. As increase, tbgether with the sharp reduction in the world
a result, their share in the total tonnage on order order book for combined carriers, the share of the
increased in 197b to 13.b per cent as against 1©.7 per socialist countries of Eastern Europe in this type of
cent a year previously. The shares of the developing tonnage rose during the period ending 31 Uctober 197b
countries in the order book by types of ship in the from 2.5 per cent to 14.4 per cent.
period 1972-197b as well as the actual tonnages in
1975 and 197b are shown in the table below.
c . Age distribution o£ the world merchant fleet ®‫ي‬
It follows from this table that the tonnage ordered by
developing countries declined between 1975 and 197b
50. The age distribution of the world m erchant fieet
for all types of vessels except part container ships and
in m id-!97b is shown in table 18. In 197b, the per-
“other ships” . The increase in the share of these
centages of tonnage under 5 years and in the age group
countries in the tanker and combined tonnage on order
is due to the heavy reduction of orders for these types from 10 to 14 years were the same as in 1975; tonnage
of ships by shipowners in developed market-economy in the age group from 5 to 9 years inereased by 1 per-
countries. As at 31 ©ctober 197b, in term s of dwt, oil- centage point to 2b per cent and tonnage of 15 years
and over declined accordingly.
exporting developing countries accounted for 54.8 per
cent of the tanker tonnage on order and 29.1 per cent 51. The age composition of the fieet of the developed
of the total order book of developing countries. market-economy countries has improved slightly.
Although the percentage of their tonnage under 5 years
48. The combined share of the developed market- old declined from 41 to 4© per cent, their tonnage in
economy and open registry countries in the world the age group from 5 to 9 years increased by 2 per-
tonnage on order decreased from 79.b in 1975 to centage points, and their tonnage over 15 years old
74.4 per cent in 197b (see table 17). This was due dropped from 18 to lb per cent.
mainly to a sharp reduction in the orders for tankers
and combined carriers. On the other hand, their share 52. The fieet of the open registry countries has also
become younger; 43 per cent of their tonnage is under
5 years old and 21 per cent is between 5 and 9 years
old, as compared with 42 per cent and 2© per cent
‫ ؛؛؛؛‬The Marine Times (Bombay), ^9 May 1976, p. 4. See respectively in 1975. Their tonnage of 15 years and
also Journal ٠/ Commerce (Liverpool), 4 March 1976, which over has decreased by 2 percentage points to 24 per
indica,tes that 20 vessels and 10 tuRS to be built in Norway
would be financed 90 per cent throuRh a 15-year loan from cent.
the Norwe^iap export credit institution, guaranteed by the Ex-
‫ ؟‬ort ©redit Guarantee Institute under a special scheme for
developing countries, the remaining 10 per ^ent being covered ‫ ؛‬٩ The discussion in Ihis seclion is based on (able 18 below
by a commercial bank. and similar information ^ r 1975.

Actual tonnage
(In million
dwt)

Type ٠/ vessel 1972 1973 1974 1975 1976 1975 1976

Oil tankers o f 150,000 dwt and

above ................................................
Oil tankers under 150,000 dwt ٠ .
Ore/oil and ore/bulk/oil carriers .
Other bulk carriers . . . . ٠ . . .

Bart container ships . . . . . . . .

0.5
9.4
6.7
9.2
Full container s h ip s ...................................1.5
8.4
1.8
5.1
15.4
10.4
1.5
12.4
4.8
6.9
16.4
9.9
1.0
22.2
I
25.3
10.6
37.6

4.1
16.7
4.6
0.3 t.:

Other dry cargo ships . . . . . . . 19.0 17.7 19.8 27.0 27.4 2.0
All v e s s e ls .....................................٠ 4.4 4.5 6.9 10.7 20.2 ‫ ا‬6.‫ت‬

Source; Compiled from ٣٠٢ /،‫ ؛‬Ships ٠ » ٠٢

٢^
, supplement to Fairplay International Shipping W eekly,
(London), November issues.

19
 T able 17
World on order (as at 31 October) 1970 and 1974-197،

Ore/oil
Tankers, Tankers, and ore! Other Full Part
Country grouping A ll 150,000 dw t ««،‫»؛‬٢ bulk/oil ‫ﺀ ؛»ه‬ container container Other
and year and over 150,000 dwt carriers carriers shipsships ‫هﺀ‬،‫أدﺀ‬ ships

World total (Million dwt)

1970 . . . . . . 132.0 65.: 11.7 20.0 20.9 3.8' 10Л■
1974 . . . . . . 260.2 149.: 1.0
1975 . . . . . . 189.2 92.: 43.0 8.5 30.0 3.5 4.5 7.4
1976 . . . . . . 119.2* 39.( 23.9 5.7 30.8 3.6 7.8

World total (Percentage share by type ٠/ vessel)

1970 . . . . . . 100 4 ‫اﻣﻮ‬ 7.7'
1974 . . . . . . 100 24.1 3.6 10.4 0.7 ^.4
1975 . . . . . . 100 22.7 4.5 15.9 1.8 2.4
1976 . . . . . . 100 20.1 4.8 25.8 3.1 6.5 6.5

Developed market-
economy countries (Percentage share by § ٢٠ »^^
٠/ countries)
1974 . . . . . . 54.4 53.3 47.3 62.1 38.7
1975 - - - - - - 49.0 50.7 45.4 39.2 52.7 67.0
1976 . . . . . . 49.7 52.5 47.2 29.1 51.0 70.1 50.9 43.3

©pen registry
countries
1974 . . . . . . 32.6 36.2 34.4 13.0 24.2 3.0 20.5
1975 . . . . . . 30.6 34.0 32.9 23.5 25.7 10.4
1976 . . . . . . 24.7 29.8 25.1 12.8 26.7 10.6 2.0 18.1

Toml: 2 plus 3
1974 . . . . . . . 85 0 89.5 81.7 52.6 59.2
1975 . . . . . . . 79.6 84.7 78.3 78.4 77.4 54.5 54.4
1976 . . . . . . . 74.4 82.3 72.3 41.9 77.7 61.4

Socialist countries of
Eastern Europe and
A sia '
1974 . . . . . . . 3.6 0.9 4.0 16A 25.2 18.3
1975 . . . . . . . 4.9 4.0 17.7 16.0
1976 . . . . . . . 4.2 14.4 ‫ﺋﺄا‬ 5.0 11.9
Developing countries
total
1974 . . . . . . . 4.8 16.4 9.9 1.0 2^.2 19.8
1975 . . . . . . . 10.7 6.4 25.3
1976 . . . . . . . 4.1 16.7 ^7.3
٠/ which:
In Africa
1974 . . . . . . . 0.6 0.3 3.4
1975 . . . . . . . 1.0 0.8 0.2 1.4 5.4
!976 . . . . . . . 0.5 2.0 4.5
In America
1974 . . . . . . . 0.9 1.4 8.7 14.1 10.4
1975 . . . . . . . 4.3 20.5 7.2 7.4 17.7
1976 . . . . . . . 29.1 8.0 0.9 9.0 9.6
In Asia
1974 . . . . . . . 4.4 4.2 7.7 7.7 1.0 6.0
1975 . . . . . . . 5.4 4..1 8.4 8.1
1976 . . . . . . . 5.6 2.7 5.7 12.7
In Europe ٠
1976 . . . . . . . 0.5
In Dceania^
1976 - - - - - - 0.1

20
 T able 17 {continued)
World on order (as at 31 October) 1970 and 1974-1976

‫»م‬/‫ه‬ ،‫ا‬
Tankers, Tankers, »»،‫؛‬
٠٢»/ Other ‫»«ﺀ‬ Part
Country grouping A ll 150,000 ،‫«؛‬، under ‫ ﺀﺀ »ه‬/ ‫ﻫﻢ‬ bulk container ‫«مﺀ‬،‫ م‬،»‫^ ه‬ ‫ ﺀ‬٢‫ه‬،‫ه‬
^>;
٠٢،،«،‫؛‬ ships ،‫ ه»ا‬over ‫ ﻣﻮل‬,‫ ﻣﻤﻢ‬،‫؛‬١٧، carriers ships ‫ﺀﺀﺀه‬

7. Flag no( yet known

1974 . . . . . . . 4.1 7-7
1975
1976
. . . . . . .
. . . . . . .
4.7
3.7 H 2.7
1.7
6.7
2.4
1.7

8. Other unallocated
1974 . . . . . . . 0.4 0.1 0.7 0.5
1975 . . . . . . . 0.5 0,^ 1.4 0.6 »7
1976 . . . . . . . 0.2 0.2 ٠٠!

‫ﺀ^«هﺀ‬ ‫;؟‬Compiled from W orld Ships ٠« Order, suppiement to ‫ﺻﺎﺀ <رهﺀ‬ ‫ ﺀ‬In 1976, the share of the socialist countries of Eastern Europe in the
‫»ئ‬،‫»«^ﺀ‬،،‫ ؤﺀه ﺀ ﻳﻪ« م‬،» ‫ ﺀ‬.W eekly (EondOn), Novemb^ issues world tonnage on order was 7,7 per cent and their shares by type of
vessel indicated in this tahie were respeetively 4.2, 13.4,(4.4, 4.7, 15.2,
Inciuding part container ships “, 11.7 and 7.4 per cent. The share of the sociaiist countries of Asia in the
‫<ا‬ 1976 a The r!cUy
figures for‫؟‬s ■■‫؟‬world tonnage on order in the same year w^s 0.4 per cent and thpir
ithcomparable‫؟‬
the
for snot
figur‫؟‬
for "all ships” and “other ships”, as the ca،egor+ year‫ ؟‬shares by ty+e of vessel were respeetiveiy 0, 1.0, 0, 0.3, ٠, 0.2 and 2.1
earlier“other
hips” in 1976 excludes passenger vesseis, ferries and nri$cel!ane6us ships‫؟‬ per cent.
t tonnages were not reported in the source. for 1974, the‫؛‬
In which dv ‫ ه‬N o tonnage on or^er developing coum^ies of Europe and Oceania
tonnages of these vessel types amounted to 1,7 million dwt. in 1970 and !974-1975,

Table 18
A ge d{$،p!bu،lou o f worid lercbant fleet by type of at 1 July 1976
)‫ﺀﻛﻪ ؛» ﺀﺀﺳﻢﺀ‬ ٠ / ‫وه ﺀه ﺀ‬

Country grouping 0-4 10-14 years

«»،‫ ؛‬type of vessel Total years years i over

1 .W o ild to ta l
100 26.1 14.5 20.8
Tanker$ .............................................. 100 47.8 23.5
Bulk carriers 100 34.1 5.0 10.3
2. Developed market-eeouoiBy eountries
A ll v e s s e ls ........................................... 100 40.3 30.1 16.1
Tankers ............................................... 100 47.0
Bulk carriers 100 36.7 14.1 4.8
3. Dpen registry countries
AB v e s s e ls ........................................... 100 42.6 20.8 12.8 23.8
Tankers ............................................... 100 52.4 17.3 17.9
Bulk earrlers 100 3^.9 17.8 37

4. Total; 2 plus 3
A ll v e s s e ls ........................................... 100 41.0 18.6
Tankers ........................................... 100 49.1 24.2 14.3
Bulk earriers 100 41.6 35.4 7-7

5. Boeiallst eountries of Fastern Europe

and Asia
100 24.2 24.7 28.0 23.1
Tankers ............................................... 100 24.2 16.1 39.8 19.9
Bnlkearriers 100 35.1 24.7 19.3 20.9
6. Developing countries (e^clnding ©y-
prus, Liberia, Dman, Panama, Singa-
pore and Somalia)
A ll vessels . . . . . . . . . . . . . . 100 34.6 19.2 14.1 32.1
Tankers ............................... 100 17.8 8.4 25.7
B u ik earriers“ ..................................... 100 49.2 26.8 14.3 9.7

Sources: Compiled on the hasis oJ L kiyd’s Register ٠/ Shipping: Statistical Tables (Lopdon), 1‫ و‬7‫ ع‬and
supplementary data suppiied to the U N C T aD secretariat by Lloyd’s Register ٠/ Shipping (L‫ ؟؟‬dop). Owing
niainly to ‫ أق‬changes in countiy classification, this tahie is not directly comparable with table 16 of the
Review of maritime transport, /‫و؛‬/‫ ك‬report by the secretariat ٠/ UNCTAD (linked Nations pnblication.
Sales No. £.77,11.0.2).
Ineiuding combined carriers.
 53. The age composition of the fleet of the soeialist and over decreased from 18 to 16 per cent. The age
countries of Bastern Burope and Asia deteriorated, as structure of the world bulk carrier fleet, however,
their tonnage under 10 years old declined, from 53 to deteriorated. Tonnage under 5 years old dropped from
49 per cent in spite of a 1 percentage point increase in 45 per cent to 41 per cent and there was an increase
the age group of vessels under 5 years. Their tonnage of 2 percentage points in the tonnage in each of the
of 15 years old and over has increased from ^2 to next two age groups.
23 per cent.
56. Developing countries have substantially improved
54. As to the developing countries, their tonnage the age composition of their tanker and bul^ carrier
under 5 years old increased by 3 percentage points, but fleets. In 1976, 48 per cent 0‫ ؛‬their tanker tonnage was
tbe percentage of tonnage in the age group from 5 to under 5 years old, as against 42 per cent in 1975 and
9 years dropped from 21 to 19 per cent and, as in 1975, the share of tankers of 15 years and over declined by
32 per cent of their fleet was 15 years old or more 2 percentage points. As to their bulk carrier fleet,
compared with 16 per cent (or the developed m arket- vessels under 5 years in age rose from 40 per cent to
economy countries. 49 per cent, which compensated for the decline of
6 percentage points in the next age group. A t the same
55. ^ i t h regard to types of vessels, the world tanker time, the percentage of bulk earriers beween 10 and
fleet has become yonnger, as tankers nnder 5 years old 14 years old decreased trom 18 per cent to 14 per cent,
rose by 3 percentage points to 48 per cent, and at tbe while practically no change took place In the age group
same time the percentage of tanker tonnage of 15 years of 15 years and over.

22
 Chapter III
‫ة؛؛‬

SH IPBUILDING

57. During 1976, the world’s shipyards delivered an 5 8 . Shipyards of developed market-economy C0 UI1 -
estimated 1,216 vessels with a total tonnage of 6 9 .‫ه‬ tries accounted for 8‫ م^و‬per e^nt of the tonnage com-
million dwt, i.e. only 1 million dwt less than in 1975, pleted during the 1 ^ m o ^ h s ending 3 0 September 1 9 7 6
which was m arked by record deliveries. Table 19 in- (compared with 9 4 .3 per cent during the preceding
dilates the number and tonnage of ships delivered in 1 ^ months) and 8 5 .6 per cent of the world order book
recent years, by types of vessel. The world order book as at the end of September 1 9 7 6 (compared with 8 9 .9
continued to decrease because of massive cancellations per cent a year earlier); shipyards in Japan accounted
of tanker orders,®® heavy deliveries and the excep- for 5 0 .^ per eent of the tonnage delivered and 3 7 .6 per
tionally low level of new orders for tankers.®‫ ؟‬As at cent of the world order book.
30 September 1976, the world order boo^ stood at 59. A t the end of September 1976, 21 developing
62.4 million grt, which was 32.7 per cent less than a countries were engaged in shipbuilding activities, as
year earlier. compared with 22 countries a year earlier. Their com-
bined share of total orders increased from 6.9 per cent
T able 19
to 9.7 per cent, although iu terms of tonuage it declined
by 0.3 million grt, as compared with the end of
«Ties of new bnffldings, 1970 and 1974-1976
September 1975, to 6.1 million grt. Tbe increase sbown
(Number ٠/ ships and thousand dwt) was dne to the reduction of the world order book by
30.3 million grt because of the setback suffered by
1970 1974 1975 1976
shipyards in developed market-economy countries. The
tonnage delivered by the yards of developing countries
Tankers“
Nnmher . . . . . . . . 142 244 311
in the year ending 30 September 1976 was 1 .3 million
d w t ................................. 20 444 4 0 4 1 7 45 376 40 677 grt, i.e. 71.8 per cent more than in the previous 12
months, which, however, accounted for only 3 .8 per
Combined carriers “
20
cent of the world total. The Republic of Korea and
Numher . . . . . . . . 30 20
d w t ................................. 3 438 4 703 2 604 Brazil accounted for 25.2 per cent and 56 per eent
respectively of the order book of the yards in developing
Bulk carriers “ (including deliveries dming the year ending 30 September 1 9 7 6 .
nre cao-iers)
Number . . . . . . . . . 220 280
countries and 51.1 per cent and 28.9 per cent of their
85! 215
dv/، . . . . . . . . . . . . 307‫؛‬ 458!!
2 4‫!؛‬ Brazil’s shipbnilding programme for 1979- 75 ‫ ئ‬en-
visages orders for some 5.1 million dwt for Brazilian
©!her sh ips“
yards.®‫ ؟‬Brazilian shipyards are building ships for
Numher . . . . . . . . . 630 650
dwt . . . . . . . . . . . . 2‫؛‬
8! 00‫ !؛‬export, and in the ffrst quarter of 1976 their export
order book included 25 ships worth $286 million.®®
T otal“ Shipyards in the Republic of Korea were also success-
Num her.............................. .049 !27 !69 ‫ ا‬2 !6 fully attracting orders from abroad, as well as from
dwt ................................. 36 407 59 6 !4 6! 85! 60 877
national shipowners, mainiy for dry cargo tonnage
during January-April 1976, contracts were signed for
Source: Fearnley and Egei Chartering Ce. Ltd., Review 1976 ( 0 ‫!؟‬o, 28 ships valued at $235 million, as compared to the
1977), table 4.
“ Vessels ever 10,000 dwt. preceding year’s total of $150 ‫ إل ص‬1‫ ا‬0‫ ه‬.‫ﻟﻪ‬
‫ ا‬ever !, ٠
٠^grt.
60. Developing countries continued efforts to expand
their shipbnilding industry. Thus, in early 1976 the
‫ ﺀو‬Unless otherwise stated, the discussion in this chapter is
hased on data in L loyd’s Register ٠/ shipping: Merchant Ship-
building Return (London), various issues; percentage shares have
heen derived from figures in terms of grt. The data from this ‫ ﺀق‬Cf. the special survey hy The M otor Ship (London), vol.
source exclude ships on order with, or delivered from, the yards 57, N o. 670, May 1976, p. 17.
in the USSR, Romania and China. ®‫ و‬Seatrade (Colchester, England), vol. 6, N o. 4, April 1976,
‫ ﺀو‬An estimated 11 million dwt were eaneelled in 1976, as
compared with 45 miiion in 1975 (Fearnley and Egers Char- ‫؛‬،٠ $ee, for example, Fairplay International Shipping Weekly
tering € ٥ . Ltd. Review 1976 (Oslo, 1977), p. 38). (London), vol. 257, No. 4830, 18 March 1976, p. 33.
37 Ibid. ٠! Marine 1^‫ﺀﺀ‬/‫( ﺀ‬London), vol. 3, N o. 20, 14 May 1976, p. 3.

23
keel was laid for the flrst vessel at a new shipyard in economy shipbuilding co u n ties would be mosdy
Cochin in India which will be able to eonstruet ships aflected.
of up to 85,000 dwt.^® In Brazil, a m ajor expansion
64. Extensive discussions were held during the year at
and modernization programme by one of the leading
industry and intergovernmental level between developed
shipbuiiders will reportedly double the capacity of the
market-economy shipbuilding countries in an attempt
yard by giving it an additional building berth,^® while
to reach ^n agreement on joint measures to adjust their
expansion at other Er^zilian shipyards was also under
shipbuilding capacity to the reduced demand for new
way.^^ C n the other hand, because of the decline in
tonnage. At the industry level, AWES set up a special
demand for tanker tonnage, the expansion plans for the
committee to liaise w i^ national associations and inter-
shipbuilding industry in the Republie of Korea were
national shipbuilding hodies to produce a concerted
redueed.^® Despite these developments, the capacities of
policy on shipbuilding over-capaeity.®® Discussions were
these yards remain insuflicient to meet the needs of
also continuing between AWES and the Shipbuilders
developing countries.
Association of Japan but did not resnlt in any agree-
61. The trend towards the diversifleation of the ship- ment.®® A t the intergovernmental level, OECD was the
yards’ activities noted last year was m ore pronounced main forum for diseussions between the major compet-
in 1976. Shipyards in Japan, the Republic of Korea, ing developed market-economy shipbuilding regions,
Portugal, Denm ark and other eonntries constructed i.e., Japan and Europe. In M arch 1976, OECD worked
speeially for building large tankers were switching to out general guidelines which recommend that each
©ther types of vessels and even to dismantling old ships. country involved shonld establish as flrst priority, as
Oflshore factories, process plants and hotels were also ap p ro p riai, the reduction of its shipbuilding capacity,
considered a potential m arket for shipyard ‫ة‬.‫ﺀ ه‬ refrain from taking measures for granting aid likely to
upset the process of adaptation within the industry,
62. The eontinnous deeline in the volume of new
ensure fair trade practices, particularly with regard to
orders and the existence of surplus shipbuilding capacity
pricing; and abstain from taking any measures which
have led to intense competition among European and
might lead to the creation of new eapacity.“^ In view of
Japanese shipyards. According to the Japan $hip Export
the importance of the shipbuilding industry for EEC,®®
Association, Japanese tenders were on average 20 per
direet talks were also held by EEC with Japan. The
cent below those of their European competitors. The
Community considered measures to protect E E C ship-
Association attributed the lower bids to the higher
building against third conntries, inelnding flnancial
e®eiency of Japanese There were reports that
support for shipowners and yards and appropriate
competition between shipbuilding countries was not only
aetion on a maritime or commercial policy basis in case
on prices but also in some cases on export ©redit
international eflorts proved unsuccessful.®‫ ؛؛‬The discus-
©pinions were expressed that in order to be sion within CEC D continued throughout the year 1976.
more eompetitive European shipyards would have to
concentrate more upon building high-value tomrage, 65. Measures at the national level aimed at reducing
thus exploiting their expertise.^® European as well as shipbuilding capacity or cutting down its utilization were
Japanese shipbuilders also had to face increased com- also reported in developed market-eeonomy cou^ries.
petition from the yards of the Republie of Korea.®® Thus, Swedish shipyards, fo^ example, plan to reduce
their output from about 3 million dwt in 1976 to
63. Aeeording to one widely accepted estimate, the approximately 2.1 million dwt in 1978. This means a
world dem aud for new ocean-going tonnage of 3 ,‫ ﻫﻬﻪ‬grt 30 per c e ^ reduetion in man-hours, with a possible fur-
and more will drop to about 12 million grt by 198 ‫ه‬. ‫ﻟﻢ‬ ther reduction if by 1979 the m arket has not recovered
This w o ^ d represent only about one third of the 34.4 sufliciently.®^ The Swedish Government will provide
milliou grt delivered iu 1975 (including m erchant ships yards with guarantees for 70 per eent of the cost of a
of 100 grt and over). The major developed market- vessel at 1 per cent of the total guaranteed snm.®‫ ؟‬The
guarantees can be issued for a vessel for which no
immediate purchaser is available, so long as the vessel
٠٤ Ibid., vol. 3, N o. 9, 27 February 1976, p. 8. is sold before construction is completed. It is considered
٠٠ Lloyd’s ‫( ﺀ؛ﺀ؛‬London), 26 May 1976, p. 6.
٠٠ Marine Week (London), vol. 3, No. 37, 17 September
1976, p. 17. ®® Financial Times (11 ,( ‫^ئ‬، ‫ أ ﻟﻬﺎ‬June 1976, p. 40.
٠٠ The M otor Ship (London), vol. 56, N o. 668, M a r ^ 1976, ®® Journal ٠/ Commerce (Liverpool), 27 September 1976,
p. 99.
٠٠ Marine Week (London), vol. 3, N o. 31, 3© July/6 August ‫ ﺀة‬L loyd’s ‫( ؛ﺀآ ﺀ‬London), 17 June J976, p. 3.
1976, p. 25. ®® On this subi^et see, Jor example, ‫ ﻫﺮ‬،،‫» م‬،‫ ا‬،‫ﺀا‬/ la marine
‫ آه‬L loyd’s L ist (London), 12 June 1976, p. 1. marchande ‫ ﺀﺀ‬de la navigation aérienne (Paris), 58th year, N o.
٠٠ See, for example, Mulllon & ‫ ﺀ‬0 ‫( م‬SbippinR) Ltd. Sale 2946, 3 June J976, p. J3^7.
and Purchase M arket R eport '(London) third quarter 1976, p. 2. ٠٠ Lloyd’s List (J^ n d o^ , J7 lune J976, p. 3; Marine Week
٠٠ ‫ﺀ‬/‫ ﺀ’ ﻣﺤال ه‬L ist (Jx>ndon), 13 Mareh 1976, p. and 17 May (London), voJ. 4, N o. 1, 7 January 197^, p. 5.
1976, p. L ‫ آ ﺀ‬Journal de la marine marchande ‫ ﺀ ه ﺀﺀ‬la navigation
٠٠ Financial Times (London) 7 April 1976, p. 36; Fairplay aérienne (Paris), 58th year, N o. 2948, 17 June 1976, pp. 1458-
International Shipping Weekly (Ix)ndon), vol. 257, N o. 4831, 25 1459.
Mareh 1976, p. 1©. ٠٠ ^ ‫ ه‬،<‫ م‬/،‫ ﻣﺎ‬/»، ‫ ﺀ‬/ ‫ اام'ﺀﺀ »ﺀﺀ‬،،‫ ا‬Shipping Weekly (London), vol.
٠! ^ ‫( « ﺀﺀم‬Tokyo), vol. XXJ, N o. 5, July 1976, p. 7. 258, N o. 4843, 17 June 1976, p. 12.

24
that the delayed date of contracting is im portant from interest;®‫ ؛‬in Yugoslavia, credit terms for Yugoslav
the m arket point of view and will reduce the yards’ shipping companies ordering vessels from national yards
exposure to Inflation and currency crises.®® In Japan, will be substantially improved.®^ In the United Kingdom,
the Shipping and Shipbuilding Rationalization Gouncil the Uovernment extended a cost escalation guarantee
recommended to the Transport Minister that the levei of scheme to ships for domestic owners whieh means that
operation (in terms of m an h o u rs) of Japanese shipyards for a fee of 1 per eent it will cover inflation of over
should be eut down by 80 ‫ ول‬to about 65 per cent of ? per cent and up to 25 per cent on contracts over
the 1 7 4 ‫ و‬level. It also recommended that the eonstruc- £.1 million .®‫ م‬The Government nf the Federal Republic
tion of new facilities and the expansion of existing ones of Germany decided to improve its aid to shipowners
should be restrained.®® Subsequently, the Ministry of ordering at home and to shipyards with such contracts
Transport called on shipbuilders to reduce production for new building, so that total aid per u ^ t may, under
in the fiscal years 1 7 7 ‫ و‬and 1 7 8 ‫ و‬to respectively 72 certain circumstances reach an amount of up to 16 per
and 65 per cent of the 1 7 4 ‫ و‬lev ‫اه‬.®‫ل‬ cent. In the Netherlands, the Government introduced
an ‫ ط‬v ٥ stme ‫ ﻣﻢ‬premium for five years to shipowners
66. At the same time, a num ber of shipbuilding ordering ^ o m home yards whieh amounts to 4.75 per
eountries were taking steps to help national shipyards cent. A s a result, Netherlands shipowners stated that
to gain contracts from national shipowners. Thus, for they were prepared to order vessels represe^ing a total
instance, Spain and Yugoslavia started m ajor ship- value of f. 1,800 million (about $710 million) over
building programmes to provide employment for ^ e i r the next five years from domestic yards.®®
yards. To induce shipowners to order at home, the
Spanish Government will provide loans at a low rate of
62 L loyd’s 16 ,( ‫ ﺳﻪ^ ﻫﺄ ) ﺀﺀآﺀ‬June 1976, .3 .‫ﺀ‬
‫ ﺀﺀ‬The ‫ ﺳﻤﺮﺀﻣﺮ‬/ ٠/ Commerce (New York, N .Y.), ‫ ة‬July J976,
‫ ﺀﺀ‬/ ‫ﻣﺢ؛ ه‬.; also Marine Week (London), vol. N o.
May 1976, p. 3. ٠٠ Marine Week (London), vol. 3, N o. 16, 16 Anrll 1976,
٠٠ Zosen (Tokyo), ¥٠١. XXI, N o. 5, July 1976, pp. 7 and
44; Norwegian Shipping N ew s (Oslo), N o. 13, 9 July 1976, ٠٠ Fairplay International shipping Weekly (London), vol.
259, N o. 4852, 19 August 1976, p. 13; ‫ ﺀ’ ﻣﺤﻤﻬﺎﺀ‬L ist (London),
‫« ﺀ‬t ^ ‫( «ﺀس‬Tokyo), vol. XXI, N o. 10, Deeember 1976, p. 5. 7 ©etober 1976, p. 2.

25
 Chapter r v

W ORLD SHIP PRICES

A. Changes in prices of new vessels 69. The new-building prices for liner-type vessels
are indicated in table 21, which shows that prices in
67. Rapidly declining order books c o n tin u d to pounds sterling inereased by 6.3 per cent between
depress prices of new buildings. Shipbuilding prices for m id-1975 and mid-1976 ^nd by a further 4.8 per cent
selected sizes of bffik carriers (ineluding combined during the second half of 1976.
carriers), tankers, LNG, and ro /ro vessels at the end 76. It is difficult to trace the evolution of prices
of 1976 and earlier years are shown in table 20. throughout the course of the year, partly because data
The table indicates reductions ranging from about 10 are lacking, and partly because prices per dwt for
per cent for the V LC C /U LC C , to about one fom-th for similar vessels can vary by up to 40 per cent on accoimt
the medium-sized tanker, the OBO vessel and the of design variations, conditions of sale, delivery dates
120,000 dwt bulk carrier, in relation to end-1975 prices. and other such factors. D ata relating to Japan indicate
Gn the other hand, available data on the prices of that Japanese prices fell by some 10-15 per cent during
smaller bffik carriers of around 17,000 tons dwt (not the first half of 1976, but subsequently recovered to
covered by table 20) indicate an rrpward trend during ^bout 94 per cent of the 1975 level.®‫؟‬
1976.®®
68. The new-building price for the hypothetical bulk
carrier of about 25,000 dwt increased from £ 5 .5 B. Changes In prices of second-hand vessels
million in December 1975 to £ 6 million in June 1976
and £ 6 .3 million in December 1976 ‫ آﺀ‬or by 14.6 per 71. Developments in prices of second-hand tankers,
cent in terms of pounds sterling. In terms of the dollar dry bulk carriers and liner-type vessels are shown in
equivalent, the price actually declined by abont 3.5 per tables 22, 23 and 24 respectively.®® T in k er prices
^ent. declined moderately between the end of 1975 and the
end of 1976 fo^ smaller ^nd larger sizes, while those
‫ ﺀﺀ‬Extracted frem H. p. Drewry (Shipping €©n$ultant$) Ltd.,
Shipping ‫؛ك‬،،‫ ﺀﺀ'»ﺀ ؛؛‬،‫ ه»؛‬Economics (London), selected issues.
‫ آﺀ‬This is a hypothetical 16-knot bulk carrier powered hy a ®‫ ؟‬The ‫م‬/‫ ه ﺀ ه‬،‫ ﺀ‬Monthly: Contracting, Sale and Purchase
9,000 horsepower direct-coupled di‫ ؟‬sel engine as reported in R eport (Oslo), June 1976, 2 .‫ ; ﺀ‬Zosen (Tokyo), vol. XXI, N o.
Fairplay International shipping Weekly (Eondon), vol. 261, N o. 10, December 1976, p. 7.
4874, 20 January 1977, p. 72. The prices are reported to be ®® Tbe prices are market-value estimates at existing exchange
basic prices and do not include any escaiation elauses. It is rates for a char^r-free vessel in good condition and with
assumed that the vessels would he delivered within the ^ear. fairly prompt delivery on a cash basis.

T a b le 2 0
new building prices, 196$, 1969, 1970 and 1972-1976
(‫ام‬-‫ ﺀﺀﺀ' ا‬in million dollars at year end)

1965 ‫وﺀ وإ‬ 1970 1972 1973 1974 1975 ‫وث‬/ ‫ﺀ‬

18 000 dwt h u l k . . . . . . . 4.6

3 0 ООО dwt b u l k . . . . . . . 5.7 12.0 16.5 11.0
30 ООО dwt produet mnker 7.0 . ‫ة‬:‫ة‬ ‫ل‬:‫ئ‬ 20.0 18‫م‬ 15.0
70 ООО dwt bulk . . . . . . . 10.2 11.9 20. 25.0 20.0 16.0
8? ООО dwt tanker . . . . . . ,10.0 17.0 25. 28.0 22.0 16.0
96 000 dwt OEO . . . . . . 12.0 23.0 21.0 29 .0 33.0 30.0 23.0
120 000 dwt b u l k . . . . . . . ‫ا‬17.2 22.0 .0 35.0 32.0 24.0
210 ООО dwt t a n k e r . . . . . . 19.0 31.0 47,.0 42.0 38.0 34.0
400 ООО dwt tanker . . . . . . 78 .0 65.0 62.0 56.0
125 ООО m^ E N © . . . . . . . 105 .0 125.0 125.0 105.0
5 ООО dwt r©/re . . . . . . . .9 14.6 16.2 13.8

Source: Fearnley Chartering Co. Lt<i., Review 1976 (©1977 0‫ )اﺀ‬and eariier issues.

26
 Table 21 for medium-sized vessels iuereased somewhat followiug
lated prices for new and ready liner-،ype two years of sharp reduetious. ?rices for sec o d -h au d
11,000/13,000 dwt, 1970 and 1972-1976■ ta u ^ r s at the eud of 1976 were ©٠ about oue fifth
or oue fourth of the peak prices at the eud of 1973, thus
constructing reflectiug the impact of th© tanker surplus and market
new vesseis
thousand ( ‫مﺀ‬،،»‫ﺀ ه‬
Change over
previous year
conditions.
Mid-year ‫؛ﺀﺀﻣﺢ‬،«‫رﺀ‬ (per cent)
7^. Second-hand priees for dry bulk carriers and liner
1970
. ٠. . ٠ . ٠. ... . 1350 12.5
vessels fell during 1976, but less so than during the
1972 ..................................... 1900 18.8 previous year. Seeond-hand prlees of bulk carriers
1973 ..................................... 18.4 declined by between 25 per cent and 50 per cent
1974 ..................................... 3 500 55.6 between the end of 1974 and th© end of 1976 (see
1975 ..................................... 3 950 12.9 table 23), while for liner type vessels the reduetion
1976 ..................................... 4 200 6.3 ranged between 15 per cent and 35 per cent (see table
1976 (31 December) . . . . 4 400 4.8® 24).
Source : ‫ﻫﻚ‬،<‫ رهﺀﺀ‬/»،»™، ‫'ﺀ‬،،‫ ﺀ«يﺀﺀﺀس س « م‬W eekly ‫ ص© ﻫﺎ ا© ﺀ‬¥©‫ل‬, . N ٥ ,261. 73. The num ber of seeond-hand vessels traded in
2‫ه‬, January ‫ ?ول‬7 .
4874 1976 varied signifieantly from month to month, although
The data reJer tu a hypothetical open/closed $helter-dech “ 0‫؛‬
dwt, prope(ied
tp diesel
by a engine
7,000 bgiving
11,000/13,000
a speed‫؛‬ activity ^ a s fairly limited both for bulk carriers and
re ship
o l 15
is lo r d٠liy‫؛‬
hnots. T ‫ف‬ry witNn the year and the quoted for tankers. Prices also varied significantly depending
.price does not inelnde interest on !oans
Increase over mld1976-
». on circumstances and vessel particulars. Th© downward

Table 22
Tankers: cond-hand prices, average values, 1970 and 1972-1976
{Prices in million dollars at end ٠/ year)

،‫<»؛‬، ‫ﺀ»«ﺀ‬ 1970 1972 1973 1974 197$ 1976

‫ ؛‬000/
16 ‫ س‬. . . . . . . . . . . . . . . 195,1/52 0.9 0.4 1 .‫آ‬ 0.5 0.4
18 ООО. . . . . . . . . . . . . . . 1952/53 1.5 0.7 1.9 0.80.5
19 000/
20 0 0 0 . . . . . . . . . . . . . . . 1959/60 3.3 2.0 4.0 2.71.3
25 0 0 0 . . . . . . . . . . . . . . . 1958/59 7.7. 5.0 ٩٨ 1.4
35 0 0 0 . . . . . . . . ٩‫؟‬ 7. 5 1 , 6
50 0 0 0 . . . . . . . . ٠ ٠
6‫ ه‬0 ‫س‬ ٠. .. . . . ٠ . . .
80 0 0 0 . . . . . . . . . . .
.
.
. ٠.
. .
. .
.
.
1963/64 . . 10.0
1964/65
1966/67
12.0
19.0
6.0
7.5
10.5
13.0
16.08.0
25.0
7.02.7

9.54.8
٩. ‫؟‬ I
100 ООО . . . . . . . . . . . . . . . 1967/68 26.0 13.5 30.011.0 5.5 6.0
150 ООО. . ‫ م‬. ‫ م‬. . ‫ م‬. . . . . . . 1974/75 - - 15.0 17.0
200 000 . . . . . . . . . . . . . . . 1969/70 40-45 30.0 52.0 23.0 ١٨٨ 9.0
250 000 . . . . . . . . 65.0 28.016.0
300 0 0 0 . . . . . . . . 42.0 78.036.0 18.0 18.0

Source: Feam ley Chartering Co. Ltd., Review 1976 (Oslo, 1977), tabie 19.

T
able 23
Dry bulk rs: second-hand prices, average values, 1972-1976
1970 and
Prices in million} ‫ﺀﻫﺎﺀﻣﻤﺢ‬-‫ﺀ‬ ‫ ﻫﺎ?ﺀ‬٠/ year (
،،‫؛‬

dwt Buitt ‫ﺀئ‬/‫م‬ 1973 1974 1975 1976

18 000 963 2.8 2.3 4.5 4.8 3.5 3.0

25 ООО
35 000
50 ООО 967 9.0 7.0 11.5 !3.0 7.0 6.5
60 000 972 11.0 9.5 !7.0 17.0 10.5 9.5

Source: Fearnley and ; ‫ ؛‬Chartering Co. Ltd., Review 1976 (Oslo, 1977), table 18.

27
 T a b l e 24
Liner-type s: second-hand prices, average vaines, 1972-1976
1970 and،
Prices in million dollars} ٠‫ ﻣ ﺢ»ﺀ ؛‬٠/ year (

Built 1970 1972 1973 1974 1975 1976

6 600 ............................................... 1958 1.0 0.8

12 500 ............................................... 1956 1.5 0.9 ‫ ل‬4.
13 500 ............................................... 1959 1.7 1.4 3.,1 2.0
16 000 ............................................... 1963 3.0 2.5 3.4 4.5

Source; Eearnley and : ( Chartering C e. 1976 <‫ ا>اا‬. ,‫( ااﺀﺀ^ﺀع‬Oslo, 1977), table 18.

treud in second-hand tanker prices was reversed in the to the sellers.‫ ^؟‬This also happened in the case of five
flrst hafl of 1976 and particularly for tankers of 60,000/ tankers owned by Shell.‫®؟‬
100,000 dwt. VLCC prices increased moderately but 74. ©reek interests were particulariy active in the
towards the end of the year this trend was halted or second-hand m arket in 1976 but considerable tonnage
even reversed for the bigger sizes.‫®؟‬It was reported that was also acquired by interests in open registry countries
several 1976 transactions for second-hand bnlk carriers and by petroleum eompanies or petroleum-exporting
were negotiated in combination with time eharters baek conntries such as Nigeria.‫*؟‬

‫ ﺀأ‬/ ‫ﺤ ﺌ ﻪ‬.,‫ ﻣ‬July 1976, p. 3; ‫ ﻣﺀ’ﺤ ﻮ ﻣ ﻤ ﻢ‬L ist (London), 30 April

‫ ؟‬٠ The Platou M onthly: Contracting, ‫ ﻣﺢ»ه ﺀ؛ﻫﻤﺢ‬Purchase J976, p. 1; and Journal ٠/ Commerce (Liverpool), 20 May 1976,
R eport (Oslo), November 1976, p. 3 and earlier issues. Also
Journal ٠/ Commerce (Liverpool), 6 September 1976, p. 1. ‫ ؟‬٠ Based 0 ‫ إل‬information reported in JJ. p. Drewry, (Shipping
t ^ T h e Platou M onthly: Contracting, ‫ ﺀ؛ ﻫﻚ‬and Purchase Consultants) Ltd., Shipping Statistics ‫ ﻣ ﺢ» ه‬Economics (London);
R eport (Oslo), October 1976, p. 5. various
 Chapter V

FREIGHT MARKETS ‫ﺀأ‬

A. Genera! developments 79. In 1976, the tanker m arket was mnre active than
in the previous year. The volume of dirty sin^lgvoyage
75. A num ber of factors infiuenced the freight market fixtures reported during January-Septemher 1 7 6 ‫ ؟‬was
during 1976, but the dom inant factor appeared to be ahout 205 million tons, or some 78 per eent higher than
the world surplus of tankers and bulk carriers. The in the same period in 1975, while the corresponding
economic recovery of the market-eeonomy countries figures for clean single voyages were respectively 16
resulted in an increase in demand for both tanker and million tons and 20 per cent. This increased activity
dry tonnage, but owing to heavy deliveries of new- resulted in a considerable reduction in the tanker sm:-
buildings, the reactivation of some laid-up tonnage and pins, despite heavy new deliveries. Taking into account
a reduction in slow-steaming, the increased demand the laid-up tonnage, as well as slow-steaming, the tanker
resulted in only a moderate reduction in the world sruplus was estimated at about 70 million dwt in
surplus of tonnage and only a modest rise in the level ©ctober 1976, or some 30 million dwt less than at the
of tanker and dry cargo freight rates.‫®؟‬ end of 197$. To adapt the size of their fleets to the
reduced level of dem aud by ©etober 1976, independent
76. The dry cargo tonnage fixed during the first three tanker owners reduced their orders for tankers and
quarters of 1976 was about 8 per cent higher than combined carrier vessels to less than 50 per cent of the
during the same period of the previous year, or 114 January level, while oil companies reduced their orders
million dwt as against 1 5 ‫ ه‬million dwt. However, the for these types of vessels by nearly 30 per cent.
patte!^ of chartering differed in 1976 from that of 1975.
In January-^eptem ber 1976, the volume of single- 80. The existing independent tanker tonnage under
voyage fixing increased by about 11 per cent, while period charter increased from about 112 million dwt at
consecntive-voyage chartering dropped by 88 per cent the end of the third quarter of 1,975 to about 121
as compared to the corresponding period of 1975. In the million dwt at the end of September 1976. A t the same
time charter section of the dry cargo market, there was time, the existing tanker tonnage fixed forward almost
a зЬ аф increase in the tonnage fixed for trip charters doubled from 2.4 million dwt to 4.2 million dwt.
(72 per cent). A moderate growth of 9 per cent was However, owing to the increase in the total tonnage of
registered for period time charters. the independent tanker fleet, the percentage under
period fixture deelined to 63.2 per eent at the end of
77. The increase in single-voyage chartering dm:ing the third quarter in 1976, as compared with 65.1 per
the first three quarters of 1976 as compared with the cent in 1975 and 84.5 per cent in 1973. F or the existing
same period in 1975 was mainly due to increased independent combined carrier fieet, the corresponding
fixing for ©res and grains. These two commodities percentages were 49.3 per cent, 57.7 per cent and
account‫ ؟‬d for 83 per cent of the single-voyage business 72.8 per eent. About 50 per cent of the combined
during tbe 1976 period, as compared with ^3 per cent carrier fleet was engaged in oil trading, the same propor-
in l9 7 5 . tion as in 1975 but considerably lower than in 1973
78. Gn 30 September 1976, about 2 per cent of the (about 84 per cent).
world dry cargo tonnage was laid up.‫© ®؟‬ombined
81. According to the majority of tanker m arket fore-
carriers accounted for about 50 per cent of the total
casts, a balanced m arket cannot be achieved before
laid-up dry eargo tonnage, excluding reefer and miscel-
1980. Gn the basis of some foreeasts, 1982-1986 are
laneous vessels.
probably the years during which it will be most realistic
to expect a balance to be achieved ahhough more op-
timistic views have also been expressed.‫؟؟‬
٢٠ Unless otherwise stated, paragraphs 76-81 are based on
data contained in H. p. Drewry (Shipping C on su ltais) Ltd.,
Shipping Statistics and Economics L ondon), various issues.
٢^ According to Fearnley and Lgers Chartering Co. Ltd.
Review 1976 (Oslo, 1977), p. 3, the tonnage over-capaeity at ٢٢ See, for instance, ‫ ه‬£ ‫ ه ﺀ‬, M aritime Transport, 1975 (?a-
the end o f 1976 was about 80 million dwt (including laid-up ris), 109 .‫ ; ﺀ‬H. P. Drewry (Shipping Consultants) Ltd., The
tonnage, slow-steaming and vessels involved in eongesfioffi as Tanker Crisis (London), March 1976, p. I l l ; Terminal Cpera-
compared with 105 million dwt a year earlier. tors Ltd., W orld Tanker Outlook (Londo^, December 1976;
‫ ﺀآ‬According to data published by the ©eneral ©ouncil of Jourm l de la marine /«،‫ا‬/‫ ﺀ‬/‫ﺀ‬،‫ﺟﻤﺢ» ا‬et de ‫ا‬،‫ ا‬navigation aérienne
British Shipping, London. (Paris), 58th year. N o. 2960, 9 September 1976, p. 2230.

29
 ‫؛ ^ ^‪SrTtOr©OOONCnOO)'«PC' -‬‬
‫ت؛ة ﻗﺔﺗﺜﺘﺘ ﺘﺞ‬ ‫ت؛ ث ﺀ ﺗ ﺘ ﺜ ﺔ‬
‫ﺣﺠﻬﺎﻫﻤﺤﺠﻬﺼﻴﻤﻴﻢ‬ ‫ﺻﻲ <‬
‫‪oo\ ooooON^aNO‬‬
‫^؛‪r^^w‬‬
‫<ﺀا ^ ﻳ ﻢ ‪ -0 0 0‬ه‪ 4‬ﺑ ﻢ‪ \ 00‬ﻣ ﺠ ﺼ ﺎ ﻣ ﻢ‬ ‫\‪o‬‬
‫‪ 0،‬ص ‪ 0 0‬ﻣﻤﺄﻳﻤﻴﻢ'ﻧ ﻤ ﺒ ﻢ‪ -‬ا ا م ﺀ ﺻ ﻴ ﻤ آل م‬
‫ﺳ ﻤ ﺒ ﻤ ﺎ‪ -‬ﺀ ى ﻳ ﺤ ﻀ ﻀ ﻴ ﻤ ﻴ ﻤ ﻴ ﻤ ﺎ ﻣ ﺴ ﻢ‬
‫‪о‬‬

‫ﺗﺠﺠﺞ §^ ﺣﻖ ^ ﺟﻖ ^‬ ‫‪о‬‬

‫‪00‬ﻤ ﻬ ﺎﻣﺑ ﻨﺢﻤ ﺐ‪0‬‬

‫ﺻﻴﻤ‬
‫‪00‬‬ ‫ﺻ ﺎ ﻣ إل ﻳ ﻤ ﻢ ؛‬
‫‪ 0 0‬ﻳ ﺒ ﻢ \ م\ ‪ 0 0‬ه‬ ‫‪о‬‬
‫‪г‬‬ ‫ﻗﻮ‬ ‫ال §‬ ‫ﻗﻘﻘﺔﻗ‬ ‫ة‬ ‫ﻗﺔ‬
‫ﺀﺑﻤﻤﺠﻤﻤﺞ‬ ‫ﺑﻤﻴﻤﻬﻬﻪ ‪،‬م‬ ‫•‬
‫‪،،500ï>vj500Cs00 00t”~C^0NO‬‬

‫ﺀ ﺀ ﻗ ﻖ ؟ ة ﻗ ﺔ؛‬ ‫ةةو‬ ‫ة ة ت؟ ﺗ ﺄ‬ ‫‪٠‬‬

‫‪if‬‬
‫س ص و ج ‪ о о о‬و ج ‪ 00 00‬و‬
‫؛‬

‫و و‬ ‫و و و ‪ ٠‬و هﺀ و ﺗﻢ ؟؛ )‪٣‬‬ ‫■‪Tj‬‬

‫ةة |‬
‫ص‬
‫ص ص ‪ 00‬ﺀ ة ﻫﺄ ‪ о‬آه أة ‪ о о‬ﻳ ﻢ‬ ‫‪00‬‬

‫و‬ ‫‪l î i i‬‬

‫ﻳﻢ‬

‫‪I‬‬ ‫إ‬
‫‪■S‬‬ ‫ي‬
‫ه‬
‫س‬
‫ﻳﻢ‬
‫ﺑﻢ '|‬

‫و‬
‫ﻳﺄﺀ ا‬
‫ه‬
‫‪ | 11‬ه‬
‫ب‬
‫‪00‬‬

‫ت? ت? ﺋ ﻤ ﺘ ﻤ ﻠ ﻤ ﺖ ؛ و‪ ،‬ﺗ ﻤ ﺖ ? ﺗ ﻤ ﻤ ﻮ‬
‫‪Tf‬‬
‫هر و‬
‫‪٠‬‬

‫‪00‬‬
‫‪٠‬‬
‫أأأ؛أأأأأأأأ‬

‫‪Iiiiiiili! i‬‬ ‫‪30‬‬

 82. In the liner trades, there was rate eompetition в . Changes in freight rates in 1976
between conference and non-eonferenee operators on
most m ajor routes. In th© trades to and from th© United 1. D r y c a r g o t r a m p m a r k e t f r e ig h t RATES
States of Ameriea, an agreement was reaehed in July
between the United States FM C and the Ministry of 83. The indices for trip ©barters and time charters
M erchant M arine of the u s s ^ whereby Soviet ©arrière both declined during the first months of 1976 but
would adjust rates in line with the lowest rates being subsequently rose. Th© trough in the freight market
eharged by other non-eonferenee carriers in the trades oeeurred at approximately the point when the amount
concerned, and at the same time actively pursue con- of la!d-up dry eargo tonnage reaehed its peak, i.e. in
ferenee membership, pertain steps were being taken to M arch. On average, th© trip ©barter index was lower
im plem e^ the agreement, and equally the F M € was (134 p o ^ ts) than in the previous year (142 points).
applying pressure on eonferenees to eliminate mal- Annex IV below shows the maximum and minimum
praetiees by member lines. During th© year, the liner levels for selected rates for th© years 1973-1976. Time
freight index of the Ministry of Transport of the Federal ©barter indiees for each of th© main size groups are
K ^ u b lic of Germany rose by 12 points in 1976 ^ o m shown in ‫ © ه‬table below.
2100 = 1965) 7 ‫ ) ه‬at the end of 1975 to 219 at th©
end of 1976. This compares with an increase of 43 2 . C a^g o lin e r fre ig h t ra te s
points in 1974 and of 10 p o ^ ts in 1975 . ‫ﺀأ‬
84. Annex V below shows changes In liner rates and
surcharges announced during 1976. Table 26 gives a
summary of these freight rat© changes, together with
corresponding figures for years 1973-1975. The total
table 25, on which a further discussion o f ^ei^bt rates of freight rate and sureharge changes (688) was the
is ba.sed. highest since th© IlN C TA D secretariat started eollect-

Time ‫ﺳﺎ؛ﺀ‬ freight rate 1968)

index ^
= 100(
for different tonnage groups

‫و‬, ‫ ﻣﻤﻢ‬- ‫ﻣﻖ‬.‫ ﻣﻤﻢ‬-

‫ﺀي‬,‫ ﻣﻤﻢ‬،‫؛‬١٧، ‫ص‬,‫ ةﻣﻢ‬dwt Over ‫ ﻣﻲ‬,‫ ﻣﻤﻢ‬dwt ‫مﺀ‬،‫ﻣﺢ‬
Year ،‫ه» ا‬ ‫ﺀ‬،،‫ ﺀ‬- Change ‫ﺀ‬،،‫ه‬ ©‫ﺀ‬-،‫ ا‬،‫ﺀا‬،‫أ‬ Sub- Change Change
‫«و‬،‫ر‬،،‫ﺀ‬، ‫»ﺀ‬،‫ ﺳﻢ؛‬per cent)( * ‫»؛‬،‫»؛‬
per cent)(‫»؛‬،‫»؛‬X (per cent(

1973
1st quarter . . 138 178 186 175
+ 82.6 -I-96.6 + 114.0 -104.6
4th quarter . . ^52 350
+ 7.5 - ‫ل‬6 .‫و‬ - 4 4 .0

1974
4th quarter .٠ 271 291 223 7‫؟‬7
- 2 9 .9 40.5- - 3 6 .3 - 3 8 .1

1975
1st quarter ٠ . 142 159
- 5 0 .7 - 4 0 .9
2nd quarter . 70 94
+ 30.3 + 7.1 + 13.8
3rd quarter . 62 46 107
+ 18.5 + 25.3 + 19.6
4th quarter ٠ . 87 73 94 128
- 1 6 .6 - 22.0 - 1 8 .0

1976
1st quarter. ٠ 56 105
+ 16.7 + 52.4 + 29.5
2nd quarter . 50 125 136
. + 6 .7 -4 .0 - 0 .7
3rd quarter . 60 120 135
+ 9.2 + 3.7
4th quarter . 65 131 140

United Kingdom Chamber of

Shipping an< subsequently by ،6e General Ceuneil of British Shipping.

31
ing this information in 1972 and about 13 per cent 1974 (135 and 142 respectively). However, most (77
higher than in 1975. per cent) of these increases were of nnder 15 per cent
85. The number of straightforward liner height rate as compared t^‫؛؟‬ 52 ‫؟‬ r cent in 1975, as can be seen
increases was higher in 1976 (144) than in 5‫ ل ؛‬9‫آ آ‬ md from the following tahle.

Summary o f straightforward increases in freight tariffs

annonneed in 1974, 197S and 1 9 7 6 “

1974 1975 1976

Num ber Number Number

o f increaseze ٠/ Per cent ٠/ ?» ٢ ،»»، ٠/ ‫ﺀ » ﺀﺀﺳﻢﺀ‬
)‫»ﺀﺀ ^ ﺀﺀ‬،‫ر‬ increases o f ‫هﺀ‬،‫س‬ increases ٠/ total ‫ﺀﺀﺀه!»ﺀ «؛‬ ٠/ ‫ﺀهﺀهﺀ‬

U nder 5 — — 1 0 .8 9 ^ .0
5 and less than 7.5 . . . . . . . 8 6.3 5 3.8 22 14.8
7.5 and less than 1 0 . . . . . . . 3 2.3 8 6.1 27 18.1
10 and less than 12.5 . . . . . . 26 20.3 30 23.1 31 20.8
12.5 and le^s than 1 5 . . . . . . . 13 10.2 24 18.5 26 17.4
15 and less than 20 . . . . . . . 59 46.1 49 37.7 19 12.8
20 and o v e r ...................................... 19 14.8 13 10.0 15 10.1

T o^ 128 100.0 130 100.0 149 100.0

٠ Excluding announcements which (i) referred 0‫ ؟‬a flat increase in tern« of an absolute amount ?er
unit of cargo (11 in 1976, as ag^in^ 4 in 197‫( ; )إل‬ii) did not specify the percentage amount 0‫ ؛‬the increase
(5 such announcements were made in 1976 and 1 I n ‫ ا‬97‫م (ك‬

T
able 26
Summary o f liner freight-rate G auges aud surcharges
the
amromrced
period 197S
1976-
duri ^‫؛‬

Number ٠/ freight-rate ‫ﺀ‬/‫" ﺀﺀﺀ » ﻫﺎ‬

Type of freight-rate change 1973 1974 1975 1976

Ueneral Inereases in freight tariffs . . . 194 142 135 144

Ueneral freight increases partly offset
by incorporation in the tariffs o f part
or all of the pre-existing snreharges . . 11 4 2 13
Annonncements of new surcharges or of
increases in pre-existing surcharges . . 348 311 201 ^54
CAP 166 118 144 199
Bunker 155 168 28 40
Bunker/€A ^ combined . . . . . . . . — 12 1 —
Uthers (preshipment, emergency hand-
ling, ]anding, storage,etc.) . ٠ ٠ . . . 27 13 28 15

Sub-total 553 457 338 411

Uases where pre-existing surcharges were
incoiporated in tarifls through corres-
ponding increases in tariffs . . . . . . 16 16 11 8
Cases where surcharges were redueed or
cancelled without being incorporated
in t a r i f f s ............................................ 69 185 262 ٠ 269
CAP 52 87 142 208
Bunker 9 88 80 51
Bunker/CAF combined 9 — —
Suez C a n a l — — 35 8
Others (preshipment, emergency hand-
ling, landing, storage, etc.) . ٠ . . . . 8 1 5 2

Sub-total 85 201 273 ^77

Source: ‫ الﺀ ل؟هﺀ‬€‫ ه‬on the basis of annex V bciow and the corresponding annexes or tables in the
Review ٠/ maritime transport prepared by the UNCTAD seeretariat for Earlier years.
^ т а е ^ 1ш ^ е г of fre ig h tra te‫؛‬mid surcharge‫؛‬changes s u m m e d ‫؛‬is greater th m the^nmnber of ‫ س‬0‫ ﺳﺲ‬-
than one ehange.
، Including 2 cases where reductions in general freigffi rates were reported in 1976, as against 6 in )975.

32
 1974 1975

— Increase » Decrease ٠ Increase ‫ ﺀ‬٠، ‫أ‬٠ /» ‫»ﺀ‬ ‫ﺀه ﺀ س‬،‫ ﺀصﺀﺀ‬٠

CAF (currency adjustment factors) 2.95 2.7! 2.44 3.37 3.00 2.38
Bunker 7.89 3.09 l.IO 2.^0 1.15 1.37
Bunker/CAF combined . . . . . . 10.75 4.50 — —
Suez C a n a l — — — 3.75 — 1.0
Others (pre-shipment, emergency,
handling, landing, storage, etc.) 13.82 — 36.28 — 37.20

« Including new surcharges,

ь Including cancellations o، surcharges.

86. The nnmber of changes in freight-rate surcharges plained by affiieipali©n$ of pending increases in oil
* in 1976 (523) was the highest recor<!e6 by prices. The following fable shows (he rise in tanker rates
(he UNCTAD secretariat, mainly beeause of a sharp in the 1^-month period ending December 1976:
rise in C A F changes. Thns, 7‫ ﻫ ﻪ‬CAF changes were
announced during the year as compared with 286 such
Index Percentage
changes in the previous year. The increase in CAF — change
changes refiects increasing finctuations in currency rates Low ‫مﺀه«ﺀﺀﺀﺀم‬
/ ٠«./ 1975-
and possibly the inereased attention paid to such varia- December April ‫ﺳﻢﺀه»ﺀﺀﺀﺀم‬ December
tions by shipping conferences, some of which announced Type ٠/ vessel ‫وئ‬/ ‫ﺀ‬ ‫ول‬/ ‫ﺀ‬ 1976 ‫ﺀت‬/‫ه‬
more than 20 changes in their CA F surcharges during
VLCC/ULCC . . . . . . . 20 22 34 70.0
1976.
Medium-size erude carriers 50 42 63 26.0
Small crude and product
87. There were no major ©hinges in bunker prices
carriers . . . . . . . . . 85 69 104 22.3
during !976. Thns, for example, prices of fuel and Handy size dirty . . . . . . 103 96 147 42.7
diesel oil quoted by ^hell for delivery iu Uondon re- Handy size clean . . . . . . 116 103 157 35.3
mained the same from January to the time of writing . ‫و آ‬
The num ber of new bunker surcharges or increases of Source; Table 25.
pre-existing surcharges (40) has therefore remained re-
latively small ^nd the num ber of reductions or cancella-
tions of such sureharges decreased from 80 to 51. T able 27
!•■dices of freight rates of seleeted eomiNoditles
88. Simple averages of inereases and deere^ses of exported by developing countries, 1974-1976
surcharges in percentage points during the period 1974- (End ٠/ quarter) (1968 = ‫ﻣ ﺜ ﻢ‬،‫) ا‬
1976 were as indicated in the table above.
‫ ﻣ ﻢ«ﺀ«ﺀهﺀ‬،‫م‬
89. As was the case in the eorresponding annex and — Combined
Year and quarter ‫ﺀهﺀ‬،<‫ه‬ Cotton Rubber Tea ‫ﺀﺀس‬
table in the Review ٠/ maritime transport prepared by
the UNCTAD secretariat for earlier years, annex V and 1974
table 26 of this Review do not include port congestion
surcharges imposed by liner conferences. 1st ‫ ؟‬u a rte r . . . . . . 187.3 201.6 190.8 190.7 194.1
2nd q u a rte r . . . . . . 192.4 205.4 215.0 193.7 202.9
3rd q u a rte r . . . . . . 192.5 ‫ت‬21 ‫م‬4 215.0 189.7 207.7
4th q u a rte r . . . . . . 233.1 216.7 190.2 216.9
3. T a n k e r f r e ig h t r a t e s
1975
90. The behavionr of tanker freight rates during 1st q u a rte r . . . . . . 240.7 244.6 245.3 219.8
January/$eptem ber 1976, especially for large and me-
dium size tankers, was somewhat erratic, ^s may be seen
from table 25. This may be attributed to the effect on
2ud
3rd
4th
q u a rte r
q u a rte r
q u a rte r
.
.
.
.
.
.
.
.
.
.
.
.
. . 239.1
. . 232.0
. . 250.4
241.6

244.2
242.0

237.3
202.2
191.4
184.6
1‫ة‬
230.0
the m arket of a considerable amount of laid-up tanker 1976
tonnage which conld be and indeed was partly reaetiva- 1st q u a rte r . . . . . . 256.6 244.4 183.9 233.5
ted when the m arket started improving and therefore
conld prevent a further increase in the rates or even
^nd q u a rte r . . . . . . 256.1 ‫أ‬:‫ ث‬179.1 231.1
3rd q u a rte r . . . . . . 261.7 246.8 178.6 234.0
depress rates again. Jn the last quarter of the year, the
market, particularly for handy sizes, was rising steadily Sources: Compiled on the basis 0^ trade data and freight
frei^it rates supplied ‫؛‬
owing to increased shipments of oil, whieh may be ex- conferences ш д shipping lines concerned, and of trade d^ta from th‫؟‬
following ‫ ؛‬ubhca^O!‫؛‬s; InternationalTea Committee * Annual Bulletin of
Statistics London), various issues; Secretariat of the International Rub-
ber Study Сгогф, Rubber Statistical Bulletin (London), various issues;
FAO, ‫ ﻫﻪﺀ«آة‬Statistks (Rome), various issues; Iuter!ia‫؛‬loi[al € 0‫ا« م؟‬
‫ وآ‬See Petroleum Economist (London), vol. XLIII, N o. 11, Advisory Committee, Cotton; World ‫سﺀ‬،‫ﻣﺢ‬،‫( ﺀﺀ‬Washington, D.C.), various
November 1976, p. 448.

33
 G ra p h ‫ل‬
The course o f freight rate indices and laying-up and scrapping
as percentages of worid tonnage, 1972-1976
Dry cargo vessels

?er cent of world Dry cargo trip eharter

dry eargo fleet freight rate index

Dry cargo trip eharter freight rate

(Inly 1965 — June 1966 = 100) (end of quarter)
Laid-up dry cargo tonnage as a
percentage o f world dry cargo fleet (end of quarter)
Scrapped dry cargo tonnage as a
percentage o f world dry cargo fleet (n)id-quarter)

Sources:
»٠٢٢ ‫ﺀ‬،«'‫ مﺀ‬trip charter freight ٢٠،» 9( ‫»؛‬،‫*»؛‬June 1966 = ) ٠٠); Norwegian ‫ م ﺀ'ﺀ!اﺀ‬،»‫ ﺀ‬News (Oslo),
July)
various issues. See aiso table 28 .
١١ Laid-up dry »٠٢^٠ ،‫ ﺀ ؟ﻫﺎﺀ « م‬as a percentage of world ،‫؛‬٢٢ cargo fleet: >‫ا) ﺀ إآ ﺀأ ؟؟ي‬ te UNCTAD se،£e،aria‫؛‬ by t ‫؛‬
is q ) d a ta provi،)e<) 6y tbeonC ^tbe er‫؟‬0‫ ؛‬Sid
a^ bba 0‫؛‬ the United Kingdom (subse^uentiy eneral‫؟‬
the
Couneii of British Shipping) regarding laid-up
i t^ n tonnage
a g e as published
and on the in‫ ؟‬basis of tyorld f!e
nstitnte of Shipping Economics) , ‫ ﺀﺀ اه ﺀ‬،» ‫ ﺀ ﺀ‬،‫ ه‬،‫ﺀآ‬،‫ﺀﺀﺀ‬ Bremen) various issues. See also table)
28.
‫ ه» ﺀﺀ م^ ﺀﺀ ﺀ‬،‫؛‬٢٢ ٠٠٢٣ ،‫» ﺀه »» م‬as percentage ٠/ ١٠١٠٢ /،‫ ؛‬،‫؛‬٢٢ »٠٢^ ٠ fleet: compiled by t e U N qT A D secretariat on‫؛؛‬
‫ه!و‬ basis ôf scrapped tpnnage and world fleet tonnage as published in )nstithte, ‫ ﺀﺀ‬،‫ﺀ»؛ ﺀ م‬of Shipping Economics
‫ ﺀ‬،‫ م‬،‫ﺀ؛‬،‫ ﺀ»؛‬Bremeh), various issues).

34
 G raph 2
The соп!^е of frci^M rate indices and ng-up and scrapping
1972-1976
Tankers

e r e en t o f w o rld? T a n k e r freig h t
0 ‫ ل؛‬ta n k e r fieet ra te index

.‫ وآ‬7 ‫ة‬ —- ‫ب‬ —— — ‫ﺑﻤﺎﺀ‬

1373 1 9 ?.
—— - 1 9 7 6 ----- .-‫ﺑﻢ‬
‫ﺑﻤﻴﻲ‬ 1975—— ■ ■H

Single voyage d irty ta n k e r freig h t

ra te index (end o f qn^rter)
T aid-up ta n k e r to n n ag e as percentage
o f w o rid t a n ^ r to n n ag e (end o f qu arter)
S crapped ta n k e r to n n ag e as pereentage
o f w o rid to ta i (thid-qnarter)

Sources:
‫ ه‬Single voyage dirty tanker freight ٢٠^ (Worldscale = 100): Institute 0^ Shipping Economics, Shipping
Statistics (Bremen), various issues. See also table 28.
b Laid-up tanker cargo tonnage as a percentage ٠/ world tanker fleet: complied the UNCTAD secretariat
on the basis_of data provided by the Chamber of Shipping o£ the United Kingdom (subsequently the G enerd
Coimcil of British Shipping) regarding laid-up tonna^ge and on ^he basis of world fleet tonnage as published in
Institute of Shipping Economics, Shipping Statistics (Bremén), various issues. See also table 28.
٠ Scrapped tanker tonnage as percentage ٠/ world tanker iieet: compiled by UNCTAD secretariat on tbe
feasis of scrapped to^iage ^ id world fleet tonnage as published in Institute of Shipping Economics, Shipping
Statistics (Bremen), various issues.

35
c. Freight-rate indices of selected commodities exported d in ed between 9 and 54 per eent, wbiie freight rates in-
by developing connues creased by 4 t© 2 ‫ ل‬per cent for all ©©)nnrodities but one;
in the case of cocoa beans shipped from Ghana to
91. The up-dated freight-rate indices for four selectedEurope, the freight rate declined by almost 9 per cent.
commodities, as well as the combined index, are shown This reunited in a substantial increase in the freight
in table ^7, The combined index rose by 5.9 per eent ratios for most of the 13 commodities in 1975, as
from ^21 (1968 = 100) at the end of September 1975 compared with 1974. It may be added that the two eom-
to 234 at the end of September 1976, as compared modities showing the iargest increase in freight ratios
with an increase of 6.4 per cent during the preceding suflered the greatest declines in prices, while the com-
12-month period. modity with a reduced freight ratio beneflted from a
s h a ^ price increase.

D. The level of freight rates, ; up nnd scmpping

Changes in freight٢ ،،‫؛؛‬،» per cent)(
92. Graphs 1 and 2, and table 28, illustrate the From 1964 From 1974
relation between changes in the level of freight rates to /‫«؛‬// ‫؛‬،« 1975
and the level of laid-up tonnage for the period 1972- Decrea' ٠٠٠٢٠٠ -
1976. The freight-r^te indices are shown on the right- Increase se / ٠٠٢٠ ،«» ٠٠
hand vertical axes and the corresponding changes in ?alnt kernels . . . . . . . . . + 168.4 + 165.6
laid-up and scrapped tonnage as percentages of world Rubber ................................. + 131.2 + 6 8 .2
tonnage on the left-hand vertical axes. Tute ........................................ + 124.1 +77
Coffee (from Brazil) . . . . . + 98.0 + 21.2
Tea ........................................ + 60.0 - 2 6 .8
Sisal h e m p .............................. + 5 2 .3 + 75.3
E. Elner freight rates as a percentage of prices Coffee (from Colombia,
of selected commodities Bacifie ports) . . . . . . . + 40.0 + 16.7
Coffee (^om Colombia,
Atlantic ports) . . . . . . + 3 5 .7 + 18.7
93. Table 29 shows the ratio of liner freight rates to ^in ........................................ . + 3 3 .3 + 4 5 .4
export prices of 13 prim ary commodities exported from Cocoa beans (from Chana) . . + 9 .7 + 47.8
developing conntries to Europe in 1964-1975. In 1975, Coconut oil . . . . . . . . . + 3 .4 + 15.2
prices for these commodities, except tea and jute, de- Cocoa beans (from Brazil) . - 4 .7 + 34.4

Table 28
Relationship between ehan^es in freight rates
and changes in iaid-np tonnage, ^‫ ?و‬2 - ‫ه ? وا‬

‫م‬،‫آ‬ tankers ٠٢٢ ٠٠٢٣ ^ ‫ه ﺀﺀﺀﺀ‬

‫ ﺀ؛ﺀ»يﺀ‬voyage ٠٢ ^ cargo trip ‫ه ﺀ‬،،،-« ‫ ﺀ‬،?٢٢

،‫؛‬،٢٠١ tanker ‫ ﻣﻤﻪﺀ‬-« ‫ ﺀ‬tanker ٠ ‫ ﻫﺎ‬٢‫أ‬،‫ ﺳﻢﺀ‬freight ٠٢‫ ﺀه‬٠ ،‫ﺀﺀه »» ه‬
freight ٢٠،» tonnage as ٠ ٢،،،» index
index July
1965( — o f уготЫ
Year ٠ «،‫؛‬ Worldscale( ^world tanker ‫هﺀوئ ﺀ »«م‬
/»»،‫؛‬
of ( ٢‫ه«و‬
،‫ﺀ‬٢ / ٠٠
= (" / ٠٠
=(

1972
I s tq n a r te r ........................................ 56 0.9
2nd quarter........................................ 69 1.67
3 rd q u a rter........................................ 97 77
4th qu arter........................................ 128 94 1.00
1973
1st q u a rter ........................................ 161 0.51 121
2n d q u arter........................................ 267 149 0.45
3rd q u arter........................................ 357 0.17 183 0 ‫م‬3 ‫و‬
4 th q u a r te r .............................................. 172 0.22 241 0.36
1974
tst q u a r te r ........................................ 171 0.11
2nd quarter........................................ 155 0.08 0.32
3rd quarter........................................ 118 0.25 205 0.29
4th q u arter........................................ 109 193
1975
1st quarter . . . . . . . . . . . . . 65 155 0.67
2nd quarter........................................ 73 9.67 139 2.10
3rd q u arter.................................... . 80 11.53 130 2.61
4th q u arter....................................: . 83 136 2.63

36
 T a b le 28 (continued)
Relationship h e ^ e n changes in freight rates
anti changes in laid-up tonnage, 1972-1976

Oil tankers Dry cargo

‫ ﺀيﺀ»؛ﺀ‬voyage ٠٢٢ cargo trip ‫ ﺀ‬،‫ ا‬،‫ ه‬-«‫ ﺀ‬،،٢٢
،،،٢ ،ُ tanker Lald-up ،««^«٢ charter / ٢‫؟‬،،‫؛‬،‫؛‬، cargo tonnage
freight ٢٠،» ،‫ اده ﺀﺀم «« م‬٠ ٢٠،» Index as ٠ percentage
index percentage of ‫م‬،،‫ ُ ي‬1965 — of ٢‫م‬،<
١،،‫ﺀ‬
^»٠٢ ٠٠، ، Worldscale( ٠٢^
١،،‫ ؛‬،‫ﺳﻢﺀ «ف‬ ‫ ﺀ»»ئ‬1966 ،،٢٢ cargo
)»»،،
٠٠ quarter e ) 100 = ،،<»«‫ﺀﺀم‬ =100(

1976
1st q u a rter........................................ 77 121
2nd quarter........................................ 87 137
3rd qu arter........................................ 83 10.‫؛‬ 141 2.0
4th quarter .............................. 140

Sources: T anker freight index: Ipstitute of Shipping Economi ،«, ‫ ﺀﺀﺀهﺀ‬،» ‫ ﺀ‬Statistics (Bremen), various
issues; dry cargo inde^: Norwegian Shipping N »١٧ q$lo), yarious mageissues;compiled
laid-up on‫؟‬
to) *
the hasls of data on laid-up tonnage ip terd^s of grt for tankers and dry cargo vessels published by the
dom and on world tankerChamber
and dryof Shipping
cargo fieets
pf the
in fnstltute
United Ki
of^‫؛‬
Shipping £cono،fiics, ‫ ﺀﺀ‬،‫ ﺀ ﺀ»؛ ﺀﺀ‬،‫ ه‬،،‫ﺀ‬،،‫ ﺀﺀ‬.)Bremen), various issues
Woridscaie as appiicabie in the respective year • .

T able 29
The ratio o f iiner freight rates to prices o f
[ected contntodities, 1964, 1970 and 1972-1975
Freight ٢٠،» ‫ ﺀه‬٠ ‫«»ﺀآ»ﺑﻢ‬، ‫» ﺀه‬
٠/ price *< »
Commodity 19‫ﺑﻪ‬ 1970 1975 1975 1974
>‫؛‬ 1975

Rubber
Singapore/Malaysia-Europe. . . 8 10.5 5.4 9.2 11.0 18.5

Singapore/Mayasia-Europe . . 1 1.6 1.4

€opra
?hilippines-Europe . . . . . . . 11, 14.0 22.1 9.3 ٠
lute
15.8 18.1 19.5
Sisal hemp
East Africa-Europe . . . . . . . 8, 19.5 18.1 10.0 7.3
©oeoa beans
Ghana-Europe . . . . . . . . . 3 2.4 3.4
Goconut oil
Sri Lanka/Europe . . . . . . . 8 14.5 — 7.9

Sri Eanka-Europe . . . . . . . . 6. 10.1 14.2 10.4

Coffee
Brazil-Europe . . . . . . . . . 4, 6.7 7.0 8.0 9.7
Balm kerneN
Nigeria-Europe ٠ . . . . . . . . 9, 16.9 7.2 25.5

Colomhia (Atlantic ports)

Europe .............................. 4. 4.2 4.2 4.8 5.7
Cocoa beans
Brazil-Europe . . . . . . . . . 8, 7.4. . 10.7 6.1
Coiombia (Pacific ports) Europe 4 4.5 5.0 4.3 5.4 6.3

‫ﺀ» ﺀﺳﻤﻬﻤﺢ‬ ata suppled by the Royal Netherlands Shipowners’ Association, except for the price of‫ ؟‬.■
sisal hemp, whichMwasonthlytakenCommodity
from UNCTAD,
Price B«{،e،،n, December 1976.
c .i.f. prices were quoted for rubber (London-RSS‫(ط ؛‬,• ,)copra,, jute (United Kingdom ^wc gra^e
md palm kerneis. F or cocoa cocoa beans beaps
(Brazli-Europe) and‫( ؛‬,‫ﺀ؛‬0‫م ؟ ه‬
(Ghana-Europe
sisal hemp
Colombia-Europe and Bra^R-Enrope) unit -) values of exports were quoted. Frices of the remaining contmodl
.ies are quoted on Lo.h. terms (
Freight rates inciude Suez Canai varying surcharges, when applicable. ، Whenever a conversion of
freight rates to o№er currencies has been necessary for 1975, ttds was based on curyency parities as
published in United Nations ,‫« ﻣﻤﻢ‬،‫ﺀم م؛ ه‬،‫ا‬ ٠/ ‫ﺀ‬،‫ ه‬،،‫؛د‬،/‫ ﺑﻢﺀ‬٢٠١, XXX, No. 8 (August 1976), and valid as
،»،/«
at the end of 1975. Annual freight rates were caiculated hy taking ‫ ف‬weighted average of various f lig h t
rates quoted d u t^ g №e ^ear, weighted their period of duration ,
In1‫؛>و‬
7‫ي‬ al hetpp and palm kernels were taken respectively prices NCT‫؟‬
of
from‫؟‬
si ,^‫؟‬,
‫ ﺑﻢ‬،<«،‫ ح‬،‫م‬
Commodity ‫^م‬، ‫ةﺀ‬ November 1975, and Af،>«،/،،y Commodity ‫^ﺀ‬،»» B«،،e،،«, ‫ﺀ»ﺀﺀ‬،‫ ه‬، ‫ ﺀﺀأ ﺀ‬،»‫)« س‬,
£»،‫»؛‬،،»,
July ( 1960-1974 1975(.
‫ه‬ Ratio of liner freight rates to price for the period from 1 January 1975
1973
to. 16 Uctober
٠ Liner height rates for copra Philippines-Europe are open-rated.

37
 Chapter VI

PORT DEVELOPMENTS

A. Introductory remarks ports for different classes of traffic, but ffie response
was incomplete and tbe criteria adopted appeared to lack
94. This ehapter is a new addition to the Review the uniformity needed for comparative purposes, ft was
٠/ maritime transport which aims to provide an annuai therefore decided not to present the results this year.
survey of m ajor port developments, with emphasis on 99. In the absence of data for p^st years, it is clearly
ports in deveioping countries and on trends in devel- impossible to indicate any trends, but it is intended
pped countries which will have an impact upon the that, in future years, data ou the pilot ports will be used
shipping and ports industries of deveioping couutries. to discern trends in the types of cargo handled, the
As this is the first survey, it covers both 1975 aud 1976. traffic levels, and the facilities being provided or
95. D ata eont^ined in annex 11 below on world planned.
seaborne trade according to geographical areas give a
general picture of the volume of traffic in particffiar re-
gions. In addition, United Nations statistics ‫؟‬٠ comprise B. Demand £ ‫ﺀم‬ port services
figures for goods ioaded and unloaded in international
traffic by eountries. M ost of the countries also report the 100. The decline in seaborne trade noted in ch a p te r!
volmne of traffic in their m ajor ports. But, unlike de- is directly reffected in the global port traffie hgures for
veiopments in shipping, deveiopments in port eapacities 19?5, although its effect was not equ^l for all regions or
or port projects are not systematically analysed on a even for different ports within the same region. There
worldwide basis in periodical reports. As an alternative, was a general decline in the ports of developed countries
the I ^ C T A D seeretariat has attempted to build up (20 per cent), but the traffic movement in developing
data on a sample of pilot ports which may facilitate countries was far less uniform. Certain ports, especi^ly
comparisons from year to year. in the oil producing regions, s^w a record increase in
traffic and particularly in general cargo traffic. This led
96. This year’s sample covers 55 ports whieh respon-
to widespread port congestion, whieh is discussed below.
ded to the UNCTAD secretariat’s request for informa-
tion. D ata on these ports, whose combined traffic 101. Congestion problems have led shipowners to
amounts to neariy 1,000 million metric tons, are repro- introdnee container and roll-on/roll-off services on
duced in table 30. In requesting information the secre- routes between developing and developed countries. The
tariat aimed at securing adequate geographical represen- results of these new “ anti-congestion” services do not
tation, but with emphasis ou developing countries; 3 0‫س‬ yet show in the 1975 table listing the 100 largest con-
of 4 of the ports in the table are in developing countries, tainer ports in the world, published by Containerisation
where the tonnages are generally smaller than in devel- International (London).‫ ^؟‬This list does, however, con-
oped countries, although proportionately Just as impor- tain a num ber of developing country ports, wbich are
tant to the eeonomies of the countries concerned. Lack included in table 31 below. All these ports show a very
of representation in certain regions is attributable to large growth rate for container traffic and available data
lack of response. for 1976 indicate a continuation or accentuation of
growth rates. While not among the 100 biggest container
97. T he pilot ports are basically general eargo ports;
ports, some ports in developing countries nevertheless
this approach is intentional, as developments in regard
handle significant eoffiainer traffic. These inelude, for
to specialized dry or liquid bulk ports have been only
example, the ports of ?usan (187,000 units), $anto
recently examined in an l^ C T A D report ®‫ إ‬and are
т ‫ ه‬n‫ة ﺑﻢ‬s de Castilla (160,000 tons of rol!-on/roll-off ear-
^equentiy reported in the trade press.
go), Lagos (123,600 tons of co n t^n er cargoes), and
98. In addition to the data shown in table 30, the D ouala (92,000 tons of container cargoes). It is possible
secretariat also sought data on the productivity of pilot that the 1976 and 1977 listing of m ajor container ports
will inelude not ouly the developing country ports men-
tioned, but also the ports of Jeddah, Dammam, Sharjah,
‫ ؟‬٠٠ United Nations, Statistical Yearbook, 1974 (United Nations
?ubfieation, Bales N o. E/F.75.XV II.1), taNes 1, 5, 9 and 16.
B ^ a r , Shahpur, Aqaba, Bangkok, ?uerto Cortez, San-
‫؟‬t “Technological ٠han‫ج‬e in sh^?ing and its effects on ports
tos, Bridgetown, Abidjan, D ak^r and others.
— the impact of teehnolo^icai deveiopments in bulk tra®€s on
port facilities; report by the U N U TA D seeretariaF’ (T D /B /C .4 /
129/Bupp.^). ‫ ه ؟‬Containerisation International Year Book 1976 (London).
 ‫‪٥٥٥٥‬‬ ‫‪' »٥‬‬ ‫‪٥ ٥ ٥‬‬ ‫‪'О‬‬ ‫‪' ٠‬‬ ‫‪>o‬‬
‫‪٥٥٥٥‬‬ ‫‪' »٥‬‬ ‫‪٥ ٥ ٥‬‬ ‫‪٥‬؛‬ ‫م |‬ ‫‪>o‬‬
‫ﻣﻢ ‪0‬ص‬ ‫‪' »٥ .٥٠٥‬‬ ‫‪٥‬؛‬ ‫‪'٠‬‬ ‫‪٠٠‬‬
‫ة ؟; ة‬ ‫؛■'‪7‬‬ ‫‪.٢٢ ٣«О‬‬
‫‪ii|il‬‬ ‫ج‬
‫‪0‬م‬
‫‪٠‬‬
‫‪٢‬‬‫‪٢00 ٠‬‬
‫‪«-١٢١‬‬
‫‪.٠‬‬ ‫ﻳﻢ |‬

‫‪٥‬‬
‫‪о‬‬
‫‪٥‬‬
‫‪о‬‬
‫‪٠‬‬
‫‪٠٠‬‬‫‪٠‬‬
‫»‬ ‫‪٥‬‬ ‫‪٥‬‬ ‫‪٥٥‬‬
‫» ‪٠١‬‬ ‫ا‬ ‫ة‬ ‫?‬ ‫ا‬ ‫ا‬ ‫ا‬ ‫ا ا‪ ٩٠ .‬ب‬
‫او‪:‬اةاا‬

‫‪٥٥٥٠٥٥‬‬
‫‪٥٥٥٥٥٥‬‬
‫‪٥٥‬‬ ‫‪٥‬ه‪٥‬‬ ‫‪ ٥٥‬يم‬
‫‪٢٦٠٠‬‬
‫‪٥٥‬‬ ‫‪٥٥٥‬‬
‫‪٥٥٥^٥٥‬‬ ‫‪٥٥‬‬ ‫‪٥٥‬‬ ‫‪о ٥٥٥‬‬
‫ﻳﻢ‬ ‫‪00‬‬
‫‪00 ٢٠٠ 00 ٠٠‬‬ ‫‪،٠١‬‬ ‫‪،٨‬‬ ‫س ©‪ 4‬س ‪00‬‬
‫ج ‪ ٠١‬ﻳ ﻢ‬ ‫ﻳﻢ‬ ‫)‪4S‬‬
‫‪0‬‬ ‫‪٨‬‬ ‫‪40 ٢٢‬‬ ‫‪wH‬‬
‫‪٢٢‬ﻳﻢ‪٢٢‬‬
‫ﺑﻤﻢ‬

‫‪٠٠٠٠٠‬‬
‫‪»٥٥٥٥‬‬
‫‪§1 :‬‬ ‫‪»٥٥٥٥‬‬ ‫؛ § § § § § § !§‬
‫ﻳﻢ‬ ‫‪00‬‬
‫ا ‪0‬‬ ‫‪00‬‬
‫ا‪0‬‬ ‫' ‪٧٢٢ ٣ ١‬‬ ‫‪٣‬‬
‫‪٠‬‬‫ص‪١‬‬‫‪ N‬ﻳﻢ ‪٧٦‬‬‫• ‪٢ 40 ٧١ ٣١‬‬
‫ﺑﻤﻤﺎ ه‪4‬‬ ‫' ه‪ 4‬ﺳﻢ <‬ ‫إ ﺟ ﺠ ﺄ؛‪ 00‬إل إ ﻣ ﺈ ﺟ ﺄ أ‬
‫ة‬ ‫‪04‬‬
‫‪40 ٧‬‬ ‫‪٦‬‬ ‫'ﻳ ﻢ '‬
‫و <‪f(-٣١‬‬

‫‪.٥‬‬ ‫‪^٠‬‬
‫‪٠‬‬‫«ص‪١‬‬

‫‪٠‬‬
‫؟؛^‪١‬‬

‫ل|ق‬ ‫ﻫ ﻲ‬ ‫ا ا ا ا ا‬ ‫ﺳ ﺎ ﻳ ﻤ ﺎ "‬ ‫ا‬ ‫ا‬ ‫ا‬ ‫‪1 1 1 П‬‬ ‫ت‬ ‫^‪11‬‬

‫ؤ‬
‫||‬ ‫‪٢٢٢٢‬‬
‫ﺗﻤﺢ |‬ ‫ﻳﻤﻴﻤﺮ‬ ‫و ‪ ٢١‬ا‬

‫^^)^‪٧٦٩‬‬ ‫‪٣٩‬‬ ‫ر‬ ‫ر ﺑﻢﺀر‬ ‫ر‬ ‫اﻧﻢ‬ ‫ﺳﻤﺎﻛﺄ‬ ‫اا‬ ‫ﺳ ﻤ ﺠ ﺴ ﻤ ﺺ^ ا‬ ‫ﻣ ﺎا أ‬

‫؛ ‪“S‬‬ ‫(ج‬
‫ه‬ ‫ق‬
‫‪а‬‬

‫ا"آلا‬ ‫‪I‬‬ ‫ﻫﺒﺮ‬ ‫‪4‬‬ ‫‪٠١‬‬ ‫ﻢ‪٦‬‬

‫ﺳﻢ‬‫ةﻣ ﻴ‬ ‫ر‬ ‫‪١٥ ٠‬‬

‫‪, ٣١‬‬
‫'‪٧٦٥‬‬
‫ﻳﻢ‬
‫‪00 ٢٠٠ ٦٧ ٢^4P‬‬ ‫‪٠١٧٦‬‬ ‫ب‬ ‫^‪٢٠‬‬ ‫ج‪ ٣ ، 4‬م ﻳﻢ س‬
‫ﻳﻢ‬

‫‪I‬‬ ‫ص‬ ‫‪III‬‬

‫ﻗﻖ | ق|| ة ﻣﺢ‬
‫‪nt‬‬ ‫وﻣ ﻢ‬
‫ﺀ ‪ 1‬ﻗ ﻖ‬
‫ﺋﺎا‪:1‬ا‬ ‫‪0‬‬
‫‪II‬‬
‫آل‬
‫ة ة‬ ‫« ‪Ill‬‬
‫■‬
‫ةا‬ ‫‪.‬‬

‫ص‬ ‫‪•S‬‬

‫‪«Я‬‬

‫!‪ -‬ا !‬
‫و‬ ‫‪M‬‬ ‫ا§‬
‫||‬ ‫§§‬
‫ة ﻗﻘﻖ |||‬ ‫وﺀ زة‬
‫‪٥٠‬‬ ‫ة‬ ‫ﻗﻘﻖ‬ ‫ة‬ ‫ﻗﻘﻖ|‬

‫‪39‬‬
 ‫‪٠٠‬‬ ‫‪٥‬‬ ‫‪٠٠٠٠‬‬ ‫■‬
‫‪٥٠‬‬
‫‪О‬‬
‫‪٠٥‬‬ ‫ه‬ ‫‪٠٠٠٠‬‬ ‫■‬
‫‪٠ ٠‬‬ ‫‪٠‬‬ ‫■ ‪٠٥٧ ٦ ٠‬‬
‫‪٠١٢٢‬‬ ‫' ‪،،^٠ ^ ٠‬‬
‫إ‬ ‫‪1‬‬

‫ه‪٠‬‬ ‫‪٠ ٠‬‬

‫‪٠ ٥‬‬
‫‪٠٠‬‬
‫‪٥٥‬‬ ‫‪٥٠‬‬
‫‪٠٠‬‬
‫‪٥‬‬
‫إ‪٠‬ﺣ إل^ﺎ ا س ‪ .‬س‬
‫‪٠٢٠٠‬‬
‫‪!١٥٢٢‬‬ ‫‪ I‬ج ؟‬

‫| ﻣ ﻤ ﻢ ‪0‬‬ ‫‪٠‬‬ ‫‪٥‬‬

‫‪٠‬‬ ‫‪,‬‬ ‫‪٥٠‬‬ ‫ﻫﻬﻴﻤﻪ‬ ‫>‬
‫‪٥١‬‬ ‫‪٠ I 00‬؛ ‪ ٠١‬ﻭ‬ ‫‪0 0 ٢٠٠• ٢٠٠■ ٢٠٠ I‬‬

‫‪٥٥‬‬ ‫'‬ ‫‪٠ ٠ ٠ ' »٠ ,‬‬ ‫‪٥‬‬ ‫^ ‪۵ ٠٥ ٥‬‬

‫■‬ ‫‪٠‬‬
‫^‪٥ ٥٥ ٠٥ ٠٥ ٠٥ ٥‬‬ ‫‪٥‬‬ ‫‪٥‬‬
‫^^‪٠ ٠‬‬
‫‪٠‬‬ ‫'‬ ‫ﻫﻬﺠﻤﺢ ‪٥ ٠‬‬
‫‪^ ^ ^ ^ ٠٧٦‬‬
‫‪ 00‬ﺟﺎ ‪٠ о ٧٦ ٢٠٦‬‬

‫‪ООО‬‬ ‫مﺀ‪0‬آل‬
‫ا‬ ‫ﻳﻢ‬ ‫م \ ^‬

‫؛‬ ‫ﻱ‬ ‫‪00‬‬ ‫ﺭ‬

‫؛‪٠‬‬ ‫ا ا "ا‬ ‫ا‬ ‫ا^ا‬ ‫!‬
‫ﺀ‬
‫ﺀ ؟‬

‫‪i‬‬ ‫ﻗﺎ‬

‫‪٠٣١‬‬
‫و‬ ‫ا‬
‫—■‪м м‬‬

‫‪H‬‬ ‫و‬
‫ه‬

‫‪I I‬‬ ‫ق | | | | |‬ ‫‪-‬‬ ‫ق‬ ‫!‬ ‫ا‬ ‫ﺳ§ ﻤ ﺎ ﺑ ﺎ‬

‫ﺋ ﺚ | |" " م | ؟ ؛‬ ‫ت‬ ‫ا‬ ‫ﺻ ﻮ‬ ‫ا ا ا ‪,‬‬ ‫إل‬

‫ﻳﺪ‬

‫‪n‬‬

‫؟‪s‬‬

‫ل‪II .‬‬ ‫!‬ ‫ه‬

‫§‬

‫ص ه‬ ‫‪:‬‬
‫ﻟﻪ‬ ‫ق | ا'‬
‫ﺝ‬
‫ﻩ‬
‫و ق‬

‫‪It‬‬ ‫; ‪III1‬‬
‫||‬
‫ق ^ دﻣ ﺔ‬
‫ه‪ .‬ﺀ آل ﺀ‬
‫ةق ‪ 6‬ﺀ‬

‫‪M‬‬

‫أ ‪1 1‬‬
‫ﻭﺀ ‪ ٠‬ؤ !!‬ ‫ة؛ ه‬
‫‪illli‬‬
‫ة؛‬ ‫ﻗﺎ ق ﺀ ة ﻫﻪ‬ ‫ﻣ ﺦ ‪٠١‬‬
 T able 31 {‫ آ ل‬particular iu the Persian Gulf, as illustrated by the
Leading container ports in developing countries and following three examples:
territories, 1975 (a) United Arab Emirates— Dubai. In addition to the
extension worl‫؛‬s at Port Rashid (adding another 22
‫ﺀ اا ﺻﻢ‬،‫ه‬
1974 World berths to the existing 15 at a cost of $230 million), a
Port per) ‫«ﺀﺀ‬،‫ر‬
totally new harbour at Jebel Ali will be constructed at
an estimated cost of $765 million. The facilities will
Hong K o n g . . . . . . . . . 802,283 + 1 0 .4 7 4
Singapore . . . . . . . . . 191,568 + 2 4 .8 7 28 Inelude 74 new berths and an in d u strie and free zone.®®
Manila . . . . . . . . . . 9 5 ,i7 6 + 4 4 .7 0 46 (b) Saudi Arabia. Four m ajor port projects have been
٠?‫؟‬ X ia n g . . . . . . . .. 55,610 + 7 4 .0 2 64 announced, for Jeddah, ‫ ي ؟‬Damm am , ‫ ﺀ ﺀ‬Jnbail ‫؟‬٠ and
K in g s t o n 51,317 + 6 4 .4 6 66 Ras A1 Mish’ab . ‫ آﺀ‬Th© latter two are m a ^ l^ indusriial
Santos 2 8 ,2 6 0 “ — 89 port developments and are estimated to cost respectively
Port o f S p a i n . . . . . . . . 16,843 " — 100
$1.5 billion a^d $160 million. Th© form er two projects
TorAL 1,241,057 aim at m oder^zing and extending th© existing ports of
Jeddah and Dammam and are valued in excess of
Source: Based on data ‫ن‬n Containerisation International (London), $1,000 million each.
vo(. 10, No. 9, ^e?t. 1976 and Containerisation International Year Book,
1976 (London). (c) Iran. Three m ajor projects are being planned; th©
٠ ‫ل‬97‫ ه‬figure. extension an d /o r rehabilitation of the existing ports of
Khorram shahr and Bandar $hapour and the construe-
tion of a new port at B andar Abbas. Th© latter scheme,
c. Supply ©£ port services worth $800 million, comprises the bnilding of 20 berths
and two terminals, with eompletion scheduled for
1‫ ه‬2 ‫ م‬Possibly th© most significant port developm e^ 1979 . ‫ﺀة‬
of 1975-1976 is the impressive effort made by ports
in deveioping eountries to provide facilities to handle
both additional traffic, iarger vesseis, and new types of ‫ ﺓ ؟‬Seatrade (Colchester, England), voi. N e. 8, August
vesseis. The e x ^ n t of new development pians, and th© .‫ ئ‬76 , ‫ ﺀ‬7.‫ا‬
urgency with which they are being pursued, has never ‫ ﺍ؛ﺓ‬L loyd’s List (London), 16 June 1976.
before been equalled. The short list in table 32 is by no 85 Dredging and ۶٠٢، Construction (London), ries II, vel.
means exhaustive, but it mentions some of the more III, N o. 21, July 1976, p. 17.
stri^ n g schemes at present being undertaken and indicates 8،‫؛‬،،‫؛‬
‫ ه‬/،<»٢ pour le transport international (Bas( XXXVIIth
the investments involved. year. N o. 40, 1 Cctober 1976 p. 4663.
87 Dredging ،۶ ‫حم »ﺍ‬٠ .•■، Construction (London), ries II, vol.
1‫ ه‬3 ‫ م‬Some even larger development projects are at III, N o. 23, Septe،nber 1976, p. 11.
present being planned or bnilt in the Middie East and 88 ‫ﺀﺀا‬-‫ﻣﺢ‬., No. ^4, October 1976, p. 29.

Table 32
Port improvement schemes in selected developing conntries

Country ٠٨ ٠
.,

Aigeria . . . . . . . . .
Arzew; construction of a new gas liquefaetion plant with an annual
capacity o f 15.75 billion m® at a cost of approxinttely $1.5
billion for eommeneement 1986."
Libyan Arab Construction from 1973 of the Inner Harbour Scheme, at Tripoli
at a cost of over $500 million. Compietion expected by 1980.®
Morocco . . . . . . . . Construction plans (announced at the end o f 1976) a phosphate
export terminal at Jorf Lasfer. Expeeted investment cost o f ap-
proximately $120 million. Completion date 1980.'
N ig e r ia Expansion plans, decided in 1976, to tripie the five-year ports
development plan 1975-1980, originally estimated to eost 322
million naira (approximateiy $500 million). The Nigerian Ports
Amhority now pians to provide by 1980 some 60 additional
berths and a eontainer terminal.‘‫؛‬
Brazil The Brazilian port development plan 1975-1979 involving invest-
ments o f $1.5 billion for the exten ion o f all ma)or ports
(including Manaus, Belem, Salvador, Rio de Janeiro, Santos,
Rio Grande, among others.'
Venezuela . . . . . . . . Improvement o f the ports o f Puerto Cabeho, La Guaira, Maraeaibo
End Guanta at a en^t of 700 mhhon bolivars (approximately
$165 million.‫؛‬

41
 Table 32 (continued)
Port improvement schemes in seiected dc

Country Port improvement schemes

I n d ia The commissioning, in 1976 o£ Visakhapatnam’s outer harbour,

which is India’s most mechanized and deepest dran^ht port, ahle
to receive 100,000 dwt bulk-carriers and load 10.12 million tons
of iron ore per annum. This scheme was constructed at a cost
o f $100 million and is one of fom• ma)or ports schemes in
scheduled for• completion in 1976 (the others concern Haldia at
a cost o f $150 miliion, Mormugao at a cost of $80 million,
and N ew Tnticorin at a cost of $55 million).‫؟‬
Pakistan . . . . . . . . . Commencement of contruction, in 1976, of the country’s second
deep-sea port at Port Qasim to inciude 12 berths (8 herths in a
first phase) with a throughput capacity o f 13 miliion tons. The
hrst phase ending 1980 will eost approximately $270 million.''

Source: CompUed by the UNCTAD secretariat on the basts 0‫ ؛‬the following sources;
» ‫هﺀﺀ‬،™،‫( «؛‬Colchester, Engtand), ٢٥١. 6, No. 8, August 1976, p. 89.
‫ را‬The Dock ‫ ه«ه‬Harbour Authority (Loudon), vol. 57, No. 670, ^eptenrber 1976, pp. )58-160.
<‫؛‬Lioyd Anversois (Antwerp), ? Decenther 1976.
‫ﻛﻬﻤﻢ ﺀ‬،«‫ ﺀ‬W eek (London), vol. 3, No, 16, 16 April 1976, p. 9,and CargoSystems International (London),
٧o!. 3, No. 10, Dctober 1976, p. 21.
» Lloyd Anversois (Antwerp), 14-16 June t975.
‫ ﺀ»'»ﻫﻤﻢ ﺀ‬W eek (London), vol. 9, No. 29, 16 July t976, p. 7.
‫ ﺀ‬Fairplay Shipping W eekly (London), vol. 258, No. 4840, 27May 1976, p. 7.
/ ‫هﺀه‬
‫•؛‬ ., vol. 259, No. 4854, 2 September 1976, p. 13.

1^4. Mo8t of the ubove-mentioned development 107. The clearest evidence of ^ort congestion is ship
8^heme$ are by any ^tandard^ enormous and indieate waiting. An indicator of the extent of ship waiting which
the response to the growing dem and for port facilities. has been used in earlier reports by the UNCTAD seere-
As the typical lifetime of a berth is between 46 and 56 tariat , ‫ ﺀ ﺀ‬is the average of waiting times for general cargo
years, technological changes may create problems with vesseis reported for a nnmber of ports intermittently
regard to the adaptation of the terminals in the future. subject to congestion. ‫ ﺀ ﺀ‬M onthly ffgures for the first
This raises the question as to whether the right type four mo‫ ؟‬ths of each year since 1971 show the following
of facilities are being provided. progresston :
165. Further port projects wei-e announced in 1975 1971 1972 ‫ول‬/‫د‬ 1974 1975 / ‫و‬/ ‫ﺀ‬
and in 1976 nnder financial aid schemes from such
international lending instituions as the W orld Bank,
Since reports tend to come from the regions of most
the Asian Development Bank or the Inter-Ameriean
severe congestion, they are not representative of world-
Development Bank. Table 33 gives as an example de-
wide port conditions; rather, they show how the cases
tails of World Bank loans for port development granted of severe congestion have become much more serious.
in 1975-1976. In general, these schemes are much smal- The number of ports included in the survey has in-
1er thau those mentioned above, but for tbe comitries
creased from 25 in 1971 to 37 in 1976.
involved these development plans constitute an impor-
tant move towards the improvement of their maritime 108. Although the situation has deteriorated rapidiy
transport organization. It is interesting to note that, for in recent years, there was evidence during 1976 of sta-
four out of the eight projects listes, the Governments bilization and then sfight recovery. The same indicator
concerned, have the advanffige qf soft ID A terms. prepared monthly for 1976 gives the following picture ;
January . . . . . . 4 2 . days July . . . . . . . . 40.6 days
February . . . . . 3 7 . days August . . . . . . 31.9 days
D. Adequacy ©£ port service March ......35. days September . . . ٠. 31.7 days
April . . . . . . . .4 1 ., days Detnber . . . . . . 29.© days
166. Fort service can be said to be inadequate whenMay . . . . . . . . .35. days Nevemher . . . . 33.9 days
traffie has to be restricted for lack of port capacity or June .......................... 33.: days December . . . . . 27.7 days
when traffic uses a port only at excessive cost. The only
clear evidence of inadequacy is port congestion, whieh
8» “Port congestion: not^ by the IIN €T A D secretariat”
has been observed in many ports during 1976. A part (T D /B /C .4 /142); “Port congestion surcharges; policy issues—
from the situation in oii-exportffig countries, grain report prepared by tbe UNC TA D secretariat” (T D /B/C .4/13© ).
loading facilities in the United States of Am erica and ‫ وﺀ‬Compiled on the basis of information combined in tbe
discharging facilities in Furope have been the seene of Baltic and International Conference W eekly Circular. Fxamina-
interm ittent congestion, while various ports in South tion o f waiting time figures from other sources, notably Journal
،‫ ﺀ ا‬/،، marine marchande et de la navigation aérienne (Paris)
and Gentral America and in A frCa and Asia have and Journal ٠/ C omm erce (Liverpool), confirm the over-all
experienced congestion with general cargo trades. picture.

42
 109. Although these flgures suggest an improvement, quences of port congestion are necessarily declining.
ship waiting times may have been reduced by measures 111. Measures to reduce congestion have ineluded
aimed at diverting or restraining traffic, and consequent- routine projects for port expansion, but many innova-
ly the reduction in waiting time does not necessarily tions have been seen whieh might be eflective in the
imply that the underlying problems and consequences shorter term. Examples are; a trend towards m ore ro /ro
of port congestion have been solved in equal proportion traflic; the opening up of disused or coastal ports for
with that reduction. deep sea traffic; the instailation of floating piers as
110. These measures may t a ^ the form of prohibi- described in paragraphs 113-114 below and trials of
tion of ship arrivals without prior permission by the port systems with amphibious vehicles and even helicopters;
authority; restriction of im port licences by governmen- the hiring of foreign managem©nt teams; the setting up
tal aetion; suspension of services by shipping lines; of committees to overcome institutional causes of con-
choice of aiternative cargo routes by shippers. Since gestion. $ome of these measures might be expensive in
these measures have been reported at diflerent ports, it comparison with orderly port development, but less so
is not possible to gauge whether the undesirable conse­ in comparison with the costs of ship waiting.

T a b l e 33
World loans or credits for port development in 1975-1976

‫ر‬،« ‫ﻫﺎ‬ «»،

٠/ Total project
‫» ﻫﻢﺀ‬/ ‫■ ﺀهﺀﺳﻢ‬،
)« ‫ ا‬،'‫«هﺀاﺀ‬ (mttlion
Country Type ،،»،‫ ه ؛‬،‫ ا‬،‫ﺀ‬ dollars) dollars) Project particulars

Bangladesh IDA, September 4.، 7.2 Repairs to offshore oil terminal at Chittagong.
1975 (Supplement to the $ 4.1 million loan granted in August
1973).
Maturities; 1984/2023.
Service charge : 0.75 per cent.
Demoeratic Yemen . . . . IDA, August 1975 17.6 Rehabilitation o f the port of Aden. €o-hnaneing from the
Arab Fund for Fconomic and Social Development.
Maturities: 1985/2025.
Service charge : 0.75 per cent.
Ecuador World Bank, 33.5 83.6 fmprovemem of institutional and operating conditions of
May 1976 the port of Guayaquil, including construction of a first
hulk cargo terminal.
Maturities : 1980/2000.
Interest rate ; 8.5 per cent.
Egypt World Bank, 45.0 151.0 Rehabilitation and modernization of the port of Ale^am
April 1976 dria. Go-financing expected from U SAfD and the Over-
seas Economic Co-operation Fund o f Japan.
Maturities: 1981/2000.
Interest rate : 8.5 per cent.
Honduras World Bank, 3.0 . ٠ Supplement to the $6 million World Bank loan of June
July 1975 1971.
Maturities : 1977/1991.
Interest rate : 8.5 per cent.
M a u r ita n ia IDA, Detober 1975 8.0 27.55 Improvement of the port of Nouadhihou. Co-financing
^ om the Ruwait Fund for Arab Economic Develop-
ment and the Caisse centrale de coopération.
Maturities : 1986/2025.
Service charge : 0.75 per cent.
Nicaragua Wor ld Bank, 5.0 . . Amendment to a 1973 loan to the Corinto port authority,
July 1975 increasing it from $11 million to $16 million.
Maturities: 1979/1999.
Interest rate : 8.5 pet• cent.
S o m a lia IDA, September 6.45 Expansion o f the port facilities at Mogadiscio bre^k-
1975 water extension and addition of a berth.
Maturities: 1985/2025.
Service charge : 0.75 per cent.

Source: Compiled by rhe UNCTAD secretariat on the basis 0‫ ؛‬the World Bank Annual 1976, W^$tr‫]؛‬r8t©rr, D.C.

43
 Б . Structural developments Shuwaikh (Kuwait) and the management of the port of
Dammam (Saudi Arabia) by a company with which the
! . T e c h n ic a l in n o v a t io n s Mersey Docks and H arbour Board and the Scruttons
Group of Dondon are associated. The Am erican eon-
117. The appearance of new shipping and cargo- tainer operator Seatrain Tines Inc. has been appoiffied
handling techniques has opened up new opportunities to o p e ra s and develop all ports of the Em irate of
for cargo diversion and re-routing to avoid using ports Sharjah, while the Sharjah ? o rt Authority has entered
which provide inadequate service. Shipowners can thus into an agreement with Associated Container Tran^por-
by-pass traditional ports which they conld not have by- tation Services Ltd. of the United Kingdom to provide
passed with traditional hreak-bnlk methods. operational assistance with reg‫؛؛‬rd to the Sharjah Con-
113. In the ?ersian Gnlf, traditional port patterns tainer Terminal. The Saudi A rabian Government has
have been changed by the increased use of barge-car- awarded a contract to Gray Mackenzie to assist in the
rying systems, the commencement of operations by the operation of the port of Jeddah.
E.A.S.T. line, and by the Recon line. The E.A.S.T. line 116. In conditions of urgency and fast teehnological
carries roll-on cargo on a sea-going barge (capacity 532 change, this type of assistance may prove of great value
TEU) which is towed between Marseilles and Yenbo in solving operational problems and in providing on-the-
(Saudi Arabia). Yenbo was a m inor cement port but job training for the local counterparts at the same time.
was chosen for its proximity to the highway system link- Such schemes, however, infringe npon the independence
ing Jeddah, Riyadh and Damm^n. ٠‫ ؛‬The Recon line of port authorities and indicate the critical lack of quali-
links north-west Europe with the heavily congested port fled personnel at ah levels, bnt particnlarly at the middle
of Jeddah, by using 35fl TEU converted eontainer ships management and operating levels. There is an increasing
to discharge containers on to a 3,300 dwt roll-on pon- need to step up the training of port personnel through
toon (60 m X 19 m, with a dranght of 8 feet), which is courses, seminars and workshops, in order to build up
then discharged in a shallow part of the port, from competent and weh-stafled port organizations, which re-
where containers are dispatched to a private terminal main the best guarantee of adequate and efficient servi-
outside the port boundaries . ‫ﺀ ﺀ‬ ces for port users.
114. A t other polms in the Persian Gulf, barge
jetties have been constructed (e.g. at Dammam and
3. T he SEARCH FO R FLEXIBILITY
Bahrain), ٠® while Japanese and Netherlands consortia
have developed proposals for the construction of “in- 117. Future traffic patterns (with regard to volume,
stant ports” .®، While the latter are proposed as “tempo- mode of transport and packaging type) are becoming less
rary” solutions, they could become a more permanent and less predictable in the period of transition most de-
solution. veloping country ports are experiencing at present, and as
a result port authorities are seeking flexibility in their op-
2. M a n a g e m e n t a s s is t a n c e erations. The same re a s o n which led the UNCTAD
secretariat to propose a mnlti-pmpose terminal in chap-
115. M anagement assistance has been sought by some ter ! ٧ of its study on technological developments in
ports in developing countries on a scale hitherto un- shipping ‫؛‬٠٠ also accelerated the utilization of m ore ver-
known, with external organizations actually taking over satile operating equipment such as mobile cranes for
the daily operations of certain terminals or even com- handling seagoing ships (with average capacities of 3 ‫ ه‬-
plete ports. Noteworthy examples inclnde the manage- 40 tons and outreaches of up to 30 metres capable of
ment of eight conference lines’ general cargo herths at handling containers), inflatable shed and demountable
shed construction and simplifled movable ro /ro s p a n ,
‫ﺀ ل<أ‬/‫ ﻣﺤﺎزم‬+»^ ‫( ﺀ' ﺀﺳﺎﺀ‬AnWerp), 14 May 1976; ‫ﺀ'ﺀﺀ ﺀ’ ﻫﺎر ﻫﺎﺀ‬،
to name some of the more striking developments. It
(London), 15 May 1976. must be stressed that operational flexibility is at preseffi
٠٤ ‫ﺀ‬/‫ ﻣﺤﻤﻢ‬+; ‫( ﺀ؛ ﺳﺂﺀ^ ا‬Antwerp), 8 May 1976; Fairplay Inter- ^n objective of all ports in all regions, as this allows
« ‫ه‬/ ‫ ﺀﻫﺴﻲ‬Shipping W eekly (London), vol. ^58, N o. 4838 (13 them to meet the demands presented by rapidly ehang-
May 1976), p. 15. ing technical and trading conditions.
‫ ﺀﺀ‬Fairplay International Shipping W eekly (London), vol.
26©, N o. 4859, 7 Detober 1976, p. 31.
‫ ﺀﺀ‬/ ‫ﻣﺢ' اه‬., vol. 260, N o. 4867, 2 December 1976, p. 65;
brochnre “Instant Harbour”, prepared by the Netberlands Con- »٥ “Technological change In shipping and ils effects on
^ortinm Instant Harbour, ?.©. Box 1425, Rotterdam, Nether- ports— the impact o f nnitization on port operations: report by
lands. the UNCTAD secretariat” (T D /B /C .4 /1 2 9 /$ u p p .l an،l Corr.l).

44
 Chapter V II

O TH E R DEVELOPM EN TS

A. Code of Conduct for Liner CoHe^ences Caribbean and Europe, South-East Asia and Australia,
New Zealand and Japan, ^nd between N orth Africa and
118. Article 49, paragraph 1, of th© Convention on a Southern Europe. M ost of these developments involved
Code of Conduct for Liner Conferences provides that the formation of consortia, whieh will lead to a certain
the Convention “shall enter into ۴٨٢٨© six months a^ e r rationalization of operation. In addition, some of the
the date on which not less than 24 States, th© coinbined existing container services expanded their coverage of
tonnage of which amounts to at least 25 per cent of ports in developing countries.
world tonnage, have become Contracting ?arties to 121. However the m ajor developments In unitization
i t . . . ” . By the end of 1976, 17 countries, aeeounting for occurred in regard to the eongested areas of the Persian
2.92 per cent of the relevant world tonnage, had beeome Gulf, the ^ e d Sea and West Afrie^, where the problems
contracting parties. ٠® of port congestion have led to the introduction of new
119. During the year 1976, support for the Cod© was techniques.
reaffirmed by three intergoveDtmental meetings: th© 122. Gperators h^ve introduced container vessels with
M inisterial Conferenee of the States of West and Central
ship-board gear ^nd ro /ro vessels with ship-board ramps
A ^ica on Maritime T ran sp o rt, ‫ آو‬the Coffierence on
in all these areas, and LASH vessels into th© Gulf and
Eeonomie Co-operation among Developing Countries , ‫ﺀﺀ‬
th© R ed Sea. R o /ro teehniqnes have Involved not only
and the Fifth Coffierenee of Heads of $tate or Govern-
self-propelled ro /ro vessels but also the use of ro /ro
m ent of Non-Aligned Countries. ‫ وﺀ‬Three countries (Bel-
barges which are towed from southern Europe to the
gium, France and the Federal Republic of Germany) of R ed Sea. Certain operators have also adopted th© tech-
EEC are understood to have agreed to delay taking a
niques of discharging containers in stream onto pon-
deeision to become eontraeting parties pending further
toons, which are subsequently towed for discharge in
consideration of th© question within the Community. As
shallow waters.
far as is known, up to the end of th© year no eonntry
had taken a flrm decision against becoming a eontraet- 123. The sudden upsv/ing in the demand for ro /ro
ing party. vessels for the Red Sea and Gulf serviees has undoubt-
edl^ been the main influence behind the increase in
the world order boo^ for these vessels, as noted earlier.
However, as all the ports in the eongested areas are
B. Unitization
pursuing eonstruetion programmes, divergent views are
being expressed on the question of whether these vessels
12©. The general trend towards eontainerization on will eontinue to maintain their advantageous position
routes previously served by eonventional Iffier vessels onee adequate berthing faeilities are available for other
eoffiinued throughout 1976. New contam er services types of vessels.
were inaugurated or planned for liner trades between the
124. It is too early to judge what impaet these new
systems may have had either upon the general level of
freight rates applicable to these trades or npon th© total
‫ ﺀﺀ‬In this connnexion, see “Status of th^ Convention on a transport costs of the shippers and consignees eon-
Code o f Conduct fo^ Liner Conferences— ‫ ﻫﻄ ال ة©ﺀ‬as at 11 cerned. The eurrent situation, with the high level of con-
January 1977: note hy the UNC TA D secretariat” (T D /B /C .4 /
16^). For the text of the Convention, see United Nations Con-
gestion and congestion surcharges, is too abnormal to
/ ‫ ﺀﺀ»ﺀآﺀ‬٠/ ‫ﺀ‬/‫» ﺀ‬،<‫ م‬،‫»ﺀ‬، ‫ﺀهﺀ‬-‫ ﺀﺀﺀ‬٠» ‫ﺀ ه‬،‫ ﺀﻣﺤﺮ‬٠/ Conduct / ٠٢ ‫ﺳﻢ»'اﺀ‬ permit a thorough assessment to be made.
Conferences, vol. II, Final A c t (،■«‫ ﺀ»؛ﻣﺢ»اﺀ‬the Convention ‫ﻣﺢ»ه‬
resolutions) and /‫ ﺀﻛﻪ »»م‬requirements (United Nations ?ublica-
tion. Sales N o. F .75.Il.D .l^).
٠٢ Report of the Second Ministerial Conference of West and
Central African States on Maritinre Transport, Douala, 18-21
c. Activities related to the tanker surplus
February 1976.
‫^ وو‬or the report o f the Conference on Fcononric eo-opera- 125. follow ing preliminary discussions in JNTER-
tion among Developing Countries (Mexico, 13-22 September TANKO and the informal Tanker Advisory Forum in
1976), see T D /B /6 2 8 and T D /B /6 2 8 /A d d .l). the second half of 1975, IM IF was set up in early 1976
٠٠ For the report on the Fifth Conference of Heads o f
with an independent C hai^nan and an advisory couneil
State or Government of Non-Aligned Countries (Colombo, 16-
19 August 1976), see A /3 1 /1 9 7 , aunexes I-IV. comprising shipowners, shipbuilders, shipping banfers

45
and 1(‫ ه‬nDmpany representatives. ‫؟‬٠٠ The aim of IM IF E. Joint ventures between developing conntries
is to find acceptable measures to deal with the world
surplus of tanker capacity. 128. During the course of the year 1976, three new
!26. The measures originally considered included joint ventures were reported: between Kuwait and Se-
slow-steaming, scrapping, new building cancellations, negal, resulting in the fortnation of the Soeidtd Sénéga-
the use of tankers for emergency oil stock piles, the in- laise de Navigation Maritime, D a^ar; between Gabon
rioduction of the segregated ballast tank system for and Kuwait, resulting in the establishment of the Soc6‫؛‬t6
existing tankers, the adjustment of load lines to reduce nationale des transports maritimes du Gabon Libreville;
the carrying capacity of the existing fieet as an interim and between Bahrain, Iraq, Kuwait, ©atar, ^audi A ra-
$t‫ ؟‬p b e f o r^ s e ^ g a t^ d ballast is introduced, and lay-up bia and the United Arab Fmirates, resulting in the
schemes. These proposals are still under discussion. establishment of the United Arab Shipping ©٠ .
Both IN TFR TA N K © and IM IF are emphasizing the 129. Two joint ventures whose formation was an-
jmporiance of the accelerated scrapping of obsolete tan- nouneed in !975 commenced operations in !976:
ker tonnage and the conversion of tankers into cleaning N A M U G A ^ (the M ultinational Garibbean Shipping
stations/reception facilities as means of reducing tanker Gompany, formed by Gosta Rica, Guba, Jamaica, Mexi-
over-capaeity. eo, Niearagrta, Trinidad and Tobago, and Venezuela)
which commenced operations with time-chartered ves-
sels; and the Jam aica M erchant M arine (a joiffi venture
between Jam aica and Mexico). In addition, the pre-
D. Go-operation ‫؛‬ ; developing countries in the viously established Irano-Hind Shipping Gompany (a
joint venture between tbe Shipping Gorporarion of India
Ltd. and the Arya National Shipping Lines of Iran) was
expanding its operations and acquired four owned ves-
127. ^urthe^ emphasis was given in 1976 to the sels whieh were supplemented by chartered tonnage.
question of co-operation among developing countries in
130. A new liner conference, the B razil/N igeria/
the field of shipping. Thus, the M anila Declaration and
Brazil Freight Gonferenee, was established by Lloyd
Programme of Action, adopted by tbe G roup of 77 at its
Brasileiro and the Nigerbras Shipping Line (the latter
Third M inisterial Meeting in January/February !976,
being a joint venture between interests in the Federal
stressed inter alia the desirability of promoting subregio-
Republic of Germany and Nigeria).
nal co-operation among deveiopin^ countries, and in
particular island developing countries, towards the
‫ ؟‬$tal/lishme‫ ؟‬t of consortia or international companies to
develop trade between these countries. $hip^ing and F . Joint ventures between developed and developing
the need for co-operation among developing Countries countries
in this field were also given prominence at the fifth
Conference of Heads of State or Government of Non- 131. Five new ventures between developed and de-
al!g‫ ؟‬ed Countries ١٠® and the twelfth plenary meeting veloping countries were reported in 1976. These involved
of the Conference on Fconom ic Co-operation among the establishment of the Irano-Brhish Shipping Go.
Developing Gountries (Mexico City, September 1976), Ltd. (a joint t a n ^ r company formed by the United
and to a lesser extent at the fonrth session of the United Kingdom based B ? Tanker Go. and the National Iranian
Nations Conference on Trade ^nd Development. ١٠٠ Tanker Go.); Gffice Gninden pour le Transport M a-
ritime (a company formed by the Republic of Guinea
and a consortium of Spanisb and Danish interests op-
crating as Afrobulk Ltd. of Monrovia for the purpose
٠٠٠ ‫اﺀمﺀك‬-،،‫( ﺀﻣﺢ‬Colchester, England), vol. 6, N o. 2, February of acting as maritime consultants and operating vessels
1976, p. 16. The United Btates oil companies did not participate
‫؛‬n the establishment of IMIF, reportedly on account o f United
$ ^tes amitrust considerations (.(.‫ﻣﺢ' أه’ﺀ‬
٠٠٠ See the following reports prepared INTEBTANF© ٠٠٠ Conference resolution 98 (IV) on tire least ‫ ﻫﻪ‬velo‫لﺀهﺀ‬
(Bddhusgaten 25, Bost Box 1452, Vika, Oslo 1): “Should amon^ the developing countries, developing island countries
scrapping of obsolete tankers he accelerated?”, September 1976; and land-locked countries (see Proceedings ٠/ ‫ ﺀﺀام‬United Nations
“Tankers as tank cleaning stations/ballast and slop reception Conference ٠« Trade ‫ ﻣﺢ»ه‬Developm ent, fourth Session, vol. I,
facilities”, June 1976; also L loyd’s List (London), 11 Septemher Report ‫ ﻣﺢ»ه‬Annexes (United N a tio n publication. Sales N o.
1976, p. 1; de la marine ‫ ﺀﻣﺢ » ﻣﺄاﺀ; ﻫﺺ‬et de la navigation E.16.II.D.10), part one, seet. A ,l) covered inter alia, shipping
aérienne (Barls), 58th year. No. ^961, 16 September 1976, and freight rates, including the need for assistance on t!‫؛‬e es-
p. 2300; The Journal ٠ / Commerce (New Vork, N.V.), 20 Sep- tablishment of consortia or international shipping companies to
tember 1976, pp. 3^-33. develop trade between developing countries and in particu)‫ ؟‬r
‫ةﺀ>ث‬For the text o f the Manila Ueelaration and ?rogramme island developing countries. (See, in particular, paragraphs ^9,
of Action, see Proceedings ٠/ the United N«،‫؟‬٠١١ ‫■؛‬ Conference 30, 39-47, 83, 84 and 87-90 o f the resolution).
٠« Trade and ‫ﺀ^ ﺀ ه‬/‫ﺀ »ﺀ ^ ﻣﻢ‬, Fourth Session, vol. I, ^ ^ ٠٢، ‫ﻣﺢ»ه‬ ‫ ةﻣﺎ‬The National Iranian Tanker Co. eontrihuted to the new
Annexes (United Nations publication. Sales No. E.76.II.U.10), company three ULCCs and two product tankers purchased
annex V. Section six, paragraphs 25, 31-38, 44, 70-71 and 74 froni BP Tanker Co. which contributed five matching vessels.
o f the Programme of Action are prinrarlly concerned with ship- Particulars concerning this agreement were inter ‫ ه؛اه‬reported
pmg. in Lloyd’s List (Tondon), 9 Mareh 1976, p. 1, Marine 'Week
٠٠‫ ؛؛‬See A /3 1 /1 9 7 , annex IH, “Action Programme for Econo- (London), vol. 3, N o. 4, 12 March 19/6, 3 . ‫ ي‬, and Seatrade
mlc C o-o^ration,” sect. I, u . (Colchester, England), vol. 6, N o. 3, March 1976, p. 43.

46
carrying minerals and general cargo); United M id East cargoes to national flag ships. The United Republic 0‫؛‬
Transport Ltd., London (a company formed by Jordan Uameroon bas decreed that Cam eroon Shipping Tines
Express of Amman, United M id E ast Transport of S.A. (Camship) is to be given priority ‫ ط‬carrying ca‫؛‬:-
Cairo, and John Sutcliff and Son of the United Kingdom goes to and from Europe. If a Camship vessel is unable
for transport between the United Kingdom and A rab to accept cargo, a dispensation can be given in favour
countries); M arine Transport International, Jeddah (a of vessels operating at Continent West Africa Confer-
shipping company formed by M anchester Liners of the ence rates. ‫؟؟‬٠ These regulations were reportedly adopted
United Kingdom and Reza Investment of Saudi Arabia); in order to establish a 40:40:20 cargo sharing system.
and Eacifle Forum Line (a ship operating company In the Republic of Korea, the Ministry of Transport
formally set up in June 1977 by Cook Islands, Fiji, decreed that as soon as possible national flag ships
C ilbert Islands, Nauru, New Zealand, ? a p n a New Gui- should carry crnde oil, iron ore, logs, grain and fertili-
nea, Tonga and W estern Samoa. zers, most of which are at present carried by foreign
shipowners. “ ‫ ﺀ‬It was ^Iso reported that the Ministry
of Industries and ^cientiflc Affairs of Sri Lanl‫؛‬a was
G. Shippers’ organizations taking steps to induce companies importing raw mate-
rials to use the Ceylon Shipping Corporation vessels as
far as possible. ‫® أل‬
132. Seven new shippers’ councils were established
in 1976: in Costa Rica, E l Salvador, Guatemala, Hon-
4 . U n it e d S t a t e s o e A m e r ic a
duras, Nicaragua, Eanama, and Senegal. ‫؟‬٠®The forma-
tion of an independent national shippers’ council was 136. The ^M C has continued its eonsideration of
also nnder consideration in the United States of Ameri- the possibility of introducing rules on the submission
of cost and revenue data in support of claims for rate
increases and surcharges in the liner trades to and from
the United States of America. In Jannary 1976, the
H. National developments EM C Bureau of Hearing Counsel concluded that the
proposed rules were necessary; it was reported that, in
! . B r a z il
general, shippers commenting on the proposed rules
favoured them, while the conferences were opposed.
133. Brazil has in tro d u e d a law providing that con- Up to the end of the year., no decision had been an-
tainer transport within the conntry’s frontiers may be nounced.
eflected only by Brazilian companies, that two thirds 137. In July 1976, the House M erchant M arine Sub-
of the shares must be owned by Brazilian nationals and committee of the United States Congress deferred con-
that these companies mnst be under Brazilian manage- sidération of the so-called “third flag bill” (as revised,
ment. ‫؟؟‬٠ H R 14564) “ ٠ until early 1977, reportedly to give suf-
fleient time for the agreement between the EM C and
2. E gy pt the Ministry of M erchant M arine of the USSR (dis-
cnssed earlier) to be im plem ented. ‫® ﻟﻞ‬
134. Egypt’s Council of State issued a ruhng to the
eflect that all seaborne shipments entering or leaving 13^. Simultaneously with the steps taken by the
Egypt on the business of the A rab Republic of Egypt, its EMC to control malpractices, the United States Justice
public institutions, organizations and their affiliates, Departm ent launched an investigation of alleged anti-
must be arranged and supervised by the Egyptian Com- competitive praetices which violate United States Anti-
pany for Maritime Transport (M artrans) or the foreign trust Laws in the country’s N orth Atlantic trades. A
agents of the company .‫وول‬ num ber of North Atlantic conference lines were called
on to provide documentary evidence to a grand jury in
3. R e p u b l ic o f K o r e a , S r i L a n k a , U n it e d R e p g e l ic Washington. It was reported that the Covernments of
OF C a m e r o o n
Belgium, the Federal Repubhe of Germany, Eranee, the
Netherlands, Sweden and the United Kingdom, whose
135. Each of the countries considered in this para-
graph has taken action to ehannel export an d /o r import
‫ ﻟﻞ‬٠ Ibid., XXXVIIth year, N e. 15, 9 A?ril 1976, p. 1625;
‫ ﻣﺊ‬،، ‫ ا ﺳﺂ‬de ia marine marchande et de la navigation aérienne
(Paris), 58‫ ه‬year. N e. 2936, 25 March 1976, p. 733.
‫ل‬0‫ ﺀ‬A n up-to-date survey of shippers’ orgaulzatious Is eou- I ll Fairplay International Shipping Weekly (London), vol.
talned in the document entitled “The effectiveness o f shippers’ 257, No. 4827, 26 February 1976, p. 16.
orga^zations: report by the UNC TA D secretariat” (T D /B /C .4 /
154). ‫ ةاا‬Lloyd’s ‫( ﺀﺀ'اﺀ‬London), 2 April 1976, p. 3.
‫ آ ﻣﺎ‬Ibid. See also The Journal ٠/ Commerce (New York:, ‫ واا‬See Review ٠/ maritime transport, 1975 (op. ‫ﺀ'رﺀ‬.), para.
N .Y.) 11 February 1976, pp. 1 and 8, and Seatrade (Colehester, 153.
England), vol. 6, N o. 5, May 1976, p. 15. 11‫؛‬، Dniled States of America, Congressional Information
‫ وول‬Frazil, Law N o. 6288 of ll-X II-75 (reproduced in docu- ‫ ﺀ‬،،/ ‫( « ه ﺀ‬Washington, D.C.), vol. 80, N o. 10, 15 January 1976,
mem F/C EPA L/L .141).
!٠® Egypt, decree No. 7 5 /1 1 /7 6 as reported in Journal ‫ ﻣﻢ‬،،‫•ا‬ ‫ ةال‬See Review ٠/ maritime transport 1975, op. cit. para. 154.
le transport international (flasel), XXXVIIth year. No. 20, 14 11® United States of America, Congressional Inform ation Bu-
May 1976, p. 2243. ‫ا‬-‫( سﺀ‬Washington, D.C.) vol. 80, No. 143, 23 July 1976, p. 1.

47
shipping lines were subpoenaed ofiieially protested to countries and to ensure equal participation of the two
the Departm ent of St^te of the United Stated against the countries in cargoes not covered by the regular liner
inquiry and objeeted to the release by their National conferences. ‫ل‬-‫®ل‬
lines of certain of th© documents required by tbe Justice 142. Further agreements have also been reported,
Department. though in somewhat less detail, between Algeria and
139. A bill which would give the FM C authority to China; Algeria and Brazil (exeluding petroleum and dry
grant antitrust immunity to agreements involving inter- bnlk cargo); the Wory Coast and France {inter alia in
modal transportation between ocean, trnck, rail and respect of eargo-sharing); Italy and Fgypt (inter alia on
air common carriers was under consideration in the ^voidanee of double taxation); th© USSR and Greeee;
United States Congress, but no legislative aetion had the USSR and c ^ p e Verde; the USSR and Angola;
been taken before Congress adjomned. Belgium and Bulgaria; China and the Netherlands; and
China and Romania. In addition, a comprehensive re-
view has been published of agreements concerning or
afieeting maritime transport entered into by the Federal
I. Intergovernmental agreements
Republic of Germany between 16 August 1975 and 15
Angust 1976 . ‫ﺀ ال‬
14©. It is not feasible to report fffily on intergovem-
mental agreements, details of whieh are not normally
published. However, note may be taken of a number
of press reports (the ^ccuraey of which eannot readily j. Suez Canal
be verified).
143. The number and tonnage of ships passing
141. India and the USSR are reported to have entered
through the Suez Canal increased considerably during
into a comprehensive agreement on 19 July 1976, ©OV-
1976. Thns, in July, the last month for whieh eompre-
ering both liner and bnlk cargoes, including oil, pro-
hensive data were available to the UNCTAU secretariat,
viding for cargo and revenue sharing on an equal basis
the traffic level in terms of net tonnage was about 6© per
and eontaining taxation provisions and provisions con-
cent higher than in December 1975, although still some
eerning participation in third country trades. ٩٩٢Franc©
3© per cent below the pre-closure level. Traffic details
and Tnnisia have also established a “conference” to
are given in table 34, which also show the change in
regulate the carriage of bulk cargoes between the two
th© relative importance of tanker and non-tanker traffie.
144. The Suez Canal Authority appears to have over-
٩٩/ The Marine Times (Bomba‫؛‬،(, pp. 1luland 24‫؛‬،,1976 come initial navigational and commercial problems in
11;‫ﺀ؛ﺀ ﺀ’ﻣﺤﺎرم؛ﺀ‬ London), 27 July 1976, 2p).. ، winning container traffic for th© Canal, and the m ajor
٩٩®Journal de / ٠ marine marchande ‫ ﺀﺀ‬de la » ‫ ﻫﻚ’ﺀ' اه‬،‫ ﺀﺀم؛‬-aérien
ne (Paris), 58th ye‫؟‬r. No. 2943, 13 May 1976, p. H59. The
information tvas subsequently confirmed by the secretariat of ٩٩٠ Hansa (Hamburg), 113th ‫ﻫﺎل‬ar, N ٥ . 19, October 1976,
the conference, pp. 1637-1639.

T a b le 34
Average daiiy number and net tonnage of Suez Canal
Average 1‫ﺀﺀﺀ‬ ‫ ﺀﺀﺀ» ﺀﺀﺀﺀم‬1975 July 1976

N et N et
‫^ﺀﺀ« ﺀ «م‬ ،‫ه ﺀه «» ه‬ Number Number

Tankers
^ ad ed northbound . . . . . . . 12.3 255 700 l.fi 25 800 2.1 400
46
^ ad e d southbound . . . . . . . 1.9 21 100 0.8 10 100 0.8 8008
Bailast northbonnd . . . . . . . 0.7 7 100 0.2 2 100 0.41700
Ballast southbound . . . . . . . 12.3 280 900 ‫أ‬-‫ة‬ 55 900 ‫ت‬-‫ة‬ 500
163
Sub-total 27.2 564 800 4.4 ٠٩ 900 7.1 400
220
(Percentage of tinkers) . . . . (47) (75) (12) )‫ﻧﻮة‬ )‫ر ﻛﺎ‬ (43)
Other ^‫ﺀﺀﺀﺀ‬/.‫ﺀ‬
Loaded 27.9 172 900 26.4 208 700 800
248
Ballast . . . . . . . . . . . . . 3.1 13 700 ‫ ه‬2 21000 8.1 500
47
Sub-total . . . . . . . . . . . 31.0 5600 30.6 »700 39.7 5300
(Percentage of other vessels) (53) (25) (88) (71) (85) (57)
TorAL 58.2 751400 5.0 323 600 46.8 516 700
‫ ﺀﺀﺀ^« م ﺀ‬,• Compiled by the UNCTAD secretariat 0‫ اا‬the basis 0‫ ؛‬information contained in Suez Canal
Authority, M onthly Report (Cairo), Deeember 1975, p. 9; ibid., July ]976, p. 10; and Suez €،>«٠ ،‫ ﺀ^ ﻣﻢﺀﺀ‬,
1966 (Cairo), pp. !01 and 103.
container operators now ronting their vessels via L. Land bridges
Suez.
1. T h e S ib e r ia n e a n d b r id g e
145. In October 1976, ship couvoys passing through
ffie Canal southbound were increased from two to three, 148. A total of 47,314 TEU of containerized cargo
thus increasing the capacity of the Canai. Prior to this, were shipped from Japan to Europe and the N ear and
its throughput was about 68 ships a day, ١٤٠ The project Middle East via Siheria during 1975, which is 12,933
to widen and deepen the Cana! was launched in early TEU more than in the previous year. Jn the opposite
February 1976. This will increase permissible ship direction, !2,632 TEU were carried in !975, as com-
draught from 38 feet (11.6 m) to 53 feet (16.2 m) by the pared with 17,088 TEU in 1974. Total containerized
end of 1979 and will enable the $uez Canal to handle cargo thus reached 59,946 TEU in 1975, or an increase
15 ‫ه‬, ‫ ﻫﻬﻪ‬dwt tankers fully laden and 300,000 dwt in of 8,477 TEU or 16.5 per cent over 1974. “ ٠ The
ballast. ١٤١ The $uez Canal Authority is reportedly con- sh^re of the land hridge in the trade between the F ar
sidering a plan to deepen the Canal further to 67 feet to East and Europe in 1975 is estimated to be about 10
take fully laden 270,000 ‫ آه^ ﻫﻬﺄ‬8‫ﻋﻌﻠﻢ‬ per c e n t, ‫ﺀة؟‬
149. !n the first nine months of 1976, 41,565 TEU
were carried on the Japan/E urope route via Siberian
К . A ir transport Railways, as compared with 34,808 TEU during the
same period in the previous ye^r. ١®® Thus, the increase
146. Trends in air freight transport (in terms of ton-amounted to more than 19 per cent.
kilometres) for 1970, and 1972-1975 are shown in 150. As a result of heavy congestion in Iranian ports,
table 35. the volume of containerized cargo carried to Iran via the
147 In 1975, the am ount of cargo carried by air by Siberian land bridge increased to 8,600 TEU in 1975,
scheduled services of airlines of ICAO member States, as against 2,000 TEU during the previous year. ١®‫ ؟‬In
except the USSR, declined from 6.6 m to 6.5 m freight the first eight months of 1976, Iranian cargo accounted
tons o r by 1.5 per cent in comparison with 1974, while for over 39 per cent of the total ١٤®westbound traffic of
the average distance increased slightly abont 2,580 kilo- ffie Siberian land bridge. No estimate has been made
metres to about 2,614 kilometres. Total freight opera-
ting revenues in 1974 increased by 26.4 per cent as
campared with the previous year. ‫؛‬١ ® ٠^٠ ‫ر‬، ‫ « ﻫ ﻤﺎ‬M aritime G azette (Tokyo), N o. 4855, 2 March
1976, pp. ^-3.
‫ ﺀوم‬Containerisation International (London), vol. 10, N o. 2,
February 1976, p. 9; Fairplay /« ، ‫اﺀ‬-»‫ ﺀﺳﻢ؛ ﺀ ه‬Shipping Weekly
‫ ﺀﻗﻞ‬Journal pour ‫ ﺀ؛‬transport international (Basel), XXXVIIth (London), vol. ^58, N o. 4840, 27 May 1976, p. 4.
year, N©. 45, 5 November 1976, p. 5335; L loyd’s ‫( ﻣﺢ؛ﺀ‬Lon- ‫ ®ﺀل‬Calculated on the basis o f data contained In Japan
don), 11 November 1976, p. 1. Maritime G azette (Tokyo), N o. 4855, 2 March 1976, p. 2;
‫ ﺀ‬/ ‫ ﺀ’ﻣﺢ' ﺗﻢ‬L ist (London), 11 November 1976, p. ! ٠ ‫ ﻫﺂ‬،'‫ﻣﺢ‬., N o. 4972, 20 August 1976, pp. 3-4; ibid., N o. 4992, 20
٠^ Seatrade (Colchester, England), vol. 6, N o. 6, special September 1976, p. 4 ; ‫'ﺀه؛‬،‫ ا‬., N o. 5000, 1 October 1976, pp. 4-5;
issue “Suez; one year on”, June 1976, p. 3; L loyd’s ‫( ﻣﺢ؛ﺀ‬Lon- and 26 ,. ‫ ه'اهﺀ‬October 1976, pp. 5-6.
don), 14 June 1976, p. 1. ‫ل‬2‫ آ‬Ibid. (Tokyo), N o. 4887. 16 April 1976, p. 4.
‫ل‬2‫ و‬Based on data published in JATA, W orld A ir Transport ‫ ﺀأ؛ل‬Calculated on the basis o f data contained In Japan Mari-
Statistics, 7 9 /5 (Montreal), 1976, N o. 20, pp. 6-‫ ؟‬. time G azette (Tokyo), various issues.

T
able 35
freight volume and in air freight operating revenues, 1970 197$^-
and
197'
Scheduled)‫م ﺀﻣﻢ‬،، ‫ م'اﺀ‬/‫ ﺀا‬٠/ 7،«<
‫ ﺀﺀ»'ا‬٠/ IC A O m em b er ‫(ﺀهﺀه ﺀﺀ‬

Freight ٢٠ ‫»؛‬،«» Freight operating ‫؛‬

٢٠،،»‫ ؛‬freight Percentage

‫مﺀﺀه ﺀﺀ«ﻫﻪﺀ‬ Per / ٠»- ‫ﺀﺀﺀﺀهﺀﺀ‬ over
Ton-kilomelres previous kilometre previous
Year ‫؛■»؛‬،،،٠«( ،،،‫»؛‬/،،‫؛‬،،٢ year m S ? B l a r s (( (US cents) calendar year

1970 ... . .. 10 460 7.1 1745 16.7 - 1 .2

1972 .. 13 230 15.0 2 277 17.2 - 0 .2
1973 15 580 17.8 2 890 18.5 -1-6.6
1974 ... 17 030 9.3 3 654 21.5 H-15.7
1975 ... 16 990 - 0 .2
••
^،، ٢،»; lA TA , ٢٢٠٢‫؛‬،‫<ام ؛‬ Transport ‫ ﺀ‬،‫ ه‬،،‫ﺀ‬،،‫ ﺀﺀ‬, ‫ول‬/‫ﻣﺢ‬
Montreal), 1976, N 20o)..
ed services;International
ntalor exciusions:
and
China._
donrestie
theThe
USSR
freight
$c!tedn
an‫»؛؛؛‬
volume of the USSR as «ported by lUA© was 2,119 mfilion ton-rilon et‫؟؛‬es in 1975 (ICAO, ICAO Bulletin
Montreal), May 1976, p (. ‫(اة‬. e, and do not match
ere revised
those by
in the
the
Figures
Rev‫؟؛‬
sou‫’»»؛؟‬
of maritime transport, 1975 (United Nations puNieatioi), Sales, No. E.77.1I.D 2.(.

49
of the share of the land bridge in the total trade between 1976 because of the strike of € an al pilots and tug-
the F ar East and th© Middle East. men. ٩٠٠

151. Th© rates of the Siberian Railways were report- 154. There have been several cases before the FM C
ediy raised by about 2-7 per cent as ^ o m 1 April involving intermodal and mini-bridge issues. The basie
1 9 7 6 . ‫ و؛ل‬Since the tariffs of the Japan/E urope Freight case, initiated in 1973 (Docket No. 73-38), concerns
Gonferenee were increased by 13.5 per cent on 15 the legality of th© F ar Eastern mini-bridge service. ٩®®
M arch 1976, ٠^ ٩ th© difference in rates between th© two Th© latest significant development in this e^se is that
routes was narrowed. the FM C Eurean of Hearing Counsel and the Depart-
ment of Transportation have concluded th^t complai-
152. Plans for the improvement of the Siberian land nants involved in the F ar East mini-bridge investigation
bridge servie© inelnde th© introduction in 1976 of a fast have failed to prove th^t the ‫ز‬0‫ ﺳﺄ‬rail-water rates are
7-10 days service from Nakhodka to western terminals unlawful .‫ أوأ‬A seeond case concerns the F ar East Con-
^t Brest, Chop and Leningrad. A t present, th© average ference application for intermodal authority (Docket
time required for a train to carry 102 TEU across th© No. 74-53). In an initial decision, the FM C administra-
Soviet Union is 12-14 days ^nd abont 3 days are tive law judge disapproved th© applieation. H e found
required for further transportation from either terminus. that th© F ar East Conference failed to justify approval
The sea voyage from Japan to northern Europe takes of the agreement in th© ligffi of the ^ntitrnst principles
30 days on average. It was reported that, in preparation involved .‫وول‬
th© opening of the Baikal-Amur railroad, experi-
ments were being made with year-round container trans- 3 . O t h e r l a n d b r id g e s
portatio^ along th© Am ur River using ice-breakers to
keep the channel open. ٩^ ٩ Container traffic through th© 155. A new eontainer serviee between ports of nor-
Siberian land bridge is expected to increase further thern Europe and Iran via the USSR has been inaugu-
with ffie commissioning this year of th© eontainer ter- rated, called th© Trans-Caspian Container Servlee. Con-
minal at the port of Vostochny, whieh at preseffi can tainers are shipped to Kotka in Finland, where they are
handle 60,000 containers (in terms of 20 ^ o t size) a transferred on to USSR freight wagons for transport to
year. ١®‫؛‬ Djulfa. Transport time from Stoekholm to Djulfa is
about 20 days. Freight r^tes are reported to be 15-20
per cent lower than in the European-Persian Gulf all-
2 . T h e U n it e d S t a t e s o f A m e r ic a l a n d b r id g e water liner tra d e s. ‫و؛؛ل‬

153. The use of the United States of America land 156. Combined transport arrangements have also
bridge and “mini-bridges” continued to increase and been used to by-pass congested ports in the Persian
diversify in 1 9 7 6 . Although no comprehensive traffic Gulf and Nigeria. ٩٩٠
data are available for 1 9 7 5 or 1 9 7 6 , the figures for
1 9 7 2 - 1 9 7 4 show that this mod© of transportation is
gaining in importance. Thus, in 1 9 7 4 , 4 9 0 ,5 4 1 tons of M. Pipelines
cargo were carried over the mini-bridge from the F ar
E ast to the United States east ©oast and 3 3 7 ,2 1 0 tons 157. The 340-kilometre SUMED pipeline from Ain
^ o m the F ar East to the Gulf of Mexieo. These ton- Sokhna in the Gnlf of Suez to Sidi Kreir west of Alexan-
nages represented respeetively 1 6 .5 per eent and 4 6 ^er dria was expected to beeome operational at th© end of
cent of the total traffic on the two routes in 1 9 7 4 , as 1976, with a ©opacity of 80 million tons of crude oil a
against 3 per eent and 9 per cent in 1 9 7 2 . ٩®® Several year. ٩٠٩ The pipeline will be owned and operated by
new mini-bridge services were started during th© ‫ آال ©آل‬.‫ ﻫﺔل‬the A rab Petroleum Pipeline Company, which is in its
T h‫ ؟‬container link across United States territory proved
to be of particular value to some operators when th©
Panam a Canal route was virtually paralysed in M arch ٩®® See, £‫ ﺁﻩ‬example, Fairplay / « ‫ﺍﺀﺀ‬
- »‫ﺀ؛ﻩ‬
'‫ﻫﺄﻡ‬/ Shipping Weekly
(258 .1 ‫© أ‬،‫ ا‬1>
‫ ﻟﻠﻪ‬¥ ‫(ه‬,, N©. 4833, 8 April 1976, p. 22.
٩®® See, in this c©nnexi©n, the Review ٠/ maritime transport,
7‫و؛‬/ ‫• ﻣﻪ‬ ٠٢^٢ by ‫ﺍﺀ‬،‫ ﺀ‬secretariat ٠/ U N C TAD (United Nati©ns
٩^ Japan Maritime G azette (Tokyo), N o. 4919, 8 June 1976, publication. Sales N o. E.75.II.D.13), paras. 217-218 and the
p. 6, and ‫ﻣﺢﺀﺀ'ﺀ‬., No. 4841, 10 February 1976, p. 4 R eview ٠/ maritime transport, 1975 (pp. cit.), para. 181; also
٩٠٠ See annex V below, item 89. The Journal ٠/ Commerce (N^١١، York, N.Y.), 2© September
1976, pp. IIA , 14A and ^OA.
٩٠٩ ‫ ﺀ‬/ ‫( س؛ﺀ ﺀ’ ﻫﺘﻢ‬London), 25 February 1976, p. 8; The
/ ‫ا » ه‬-‫ اس‬٠/ Commerce (New York, N.Y.), 21 June 1976, p. 14A. ٩٠٢ United States of America, Congressional Information
Bureau (Washington, D.C.), vol. 80, N o. 116, 15 June 1976,
٩^ Shipping ‫ ﻣﺢ^ه‬Trade N ews (Tokyo, 10 February 1976, p.
10; Japan M aritime Gazette (Tokyo, N o. 4881, 8 April 197,‫ة‬
i8 ‫؛ ؛‬Ibid., vol. 80, N o. 35, 20 February 1976, pp. 3-8.
٩٠٠ Shipping ‫ ﻣﺢ»ه‬Trade N ew s (Tokyo), 5 July 1976, pp. 30-32، ‫ ﺀ ةا‬Journal de ‫ هﺀ‬marine marchande ét de la navigation
٩٠٠ Lloyd’s ‫( ص؛ﺀ‬London), 13 February 1976, p. 2; Seatrade
‫حمﻪ‬‫ﺍ‬،'‫?( ﺀ » »ﺀ‬aris), 58th year, N o. 2950, 1 July 1976, p. 1583.
(Colchester, England), vol. 6, N o. 6, June 1976, pp. 33 and 35; ٩٩٠ See, ^ r example, Lloyd’s L ist (London), 11 March 1976,
Journal de la marine marchande ‫ ﺀﺀ‬de ‫ هﺀ‬navigation aérienne p. 9; 8 , ‫هﺀ‬/‫ ﻣﻤﺢ‬May 1976, p. 2; and Shipping ‫؛ﺀﻩ‬ ‫حم‬Trade News
(Paris), 58th year. N o. 2949, 24 June 1976, p. 1527; and (Tokyo), 25 February 1976, p. 9،
The Journal of Commerce (New York, N.Y.), 20 September ‫ ﻟﻬﻞ‬Petroleum Economist (London), vol. XLIII, No. 10,
1976, pp. IIA , 14A and ^OA. Uetober 1976, p. 377.

50
turn owned half by Egypt and half by four other Arab N. UNCTAD technical assistance
States: 8audi Arabia, Kuwait and A bu Dhabi, each with
15 per cent, and Q atar with 5 per cent. The pipeline 158. I ^ C T A D continued to assist developing conn-
complex includes three mooring buoys at the southern tries by providing fleld experts to assist Governments,
end of the line, two of them designed to accommodate port authorities and shipping lines, by holding traiffing
YECCs of up to 270,000 dwt and one to accommodate courses, and by oflering fellowships, fn 1976, UNCTAD
smaller vessels of up to 120,000 dwt. Five mooring had a total of 38 experts engaged in held w or^ for a
buoys wdl be available at the M edi^rranean end, two of total of 187 m an/m onths, excluding personnel employed
them to take ships of up to 270,000 dwt and the other under a sub-contracted project. A training course in port
three to accommodate 120,000 tonners. ‫؟‬٠® management was held at Kuala Tnm pur and in Singa-
pore, and a seminar on port operations was held in
Costa Rica. Twenty-hve citizens of developing eonntries
‫ هﺀل‬Seatrade (Colchester, England), vol. 6, No. 6, special studied overseas on fellowships for a total period of
Issue “Suez: 0 ‫^ ﻫﺈل‬،ear on”, lune 1976, p. 16; Financial Times 126 m an/m onths. The total cost of UNCTAD technical
(Eondon), 28 lune 1976, p. 24; Journal de /،، marine marchande
‫ ﺀه‬de !‫ ه‬navigation aérienne (Earls), 58th year. N o. 2926, 15 assistance for the year is estimated at around $2.2 ^ il-
January 1976, p. 141. lion.

51
 ANNEXES

Annex I

CLASSIFICATION OF COUNTRIES A N D TERRITORIES

N©،es Greece Spain

Iceland Sweden
Note / Ireland Switzerland (L)
Italy Turkey
This classification of countries and territories is intended for Monaco United Kingdom of Great
statistieal purposes only and does not imply any judgement Netherlands Britain and Northern Ireland
regarding the state of development of any country or territory. Norway Yugoslavia
The classification used in the reviews o f maritime transport in Portugal
previous years has been modified, in particular by the reclassi-
fication of countries formerly grouped under “Southern Europe”. Code 5—D eveloped market-economy countries ،■« Africa
This has been done in order to bring the grouping o f eountries
used in the present Review into line with the ^lassifieation South Africa
generally used within U NC TA D, inter ‫ ه‬/‫ ه'؛‬, in its ‫ ﺀﻣﻢﺀ ه » ﻫﻤﻢ‬٠/
International Trade and Developm ent Statistics. The statistieai
Code 6 -S o c ia list countries ٠/ Eastern ‫ ا» ﺀ‬-‫ﺀﻣﻢ‬
tables in the present Review have been revised to reflect these
ehanges for earlier ye^rs. Albania Poland
Bulgaria Romania
Czechoslovakia (L) Union o f Soviet Soeialist
Note 2
German Democratic Republic Republics
Hungary (L)
Trade statistics are based on data recorded at the ports of
loading and unloading. Trade originating in or destined for
neighbouring eonntries is attrihuted to the country in whieh the Code ? -S o c ia list countries ٠/ Asia
ports are situated; for this reason, land-locked countries do not China Soeialist Republic of Viet
appear in these tabuiations. Gn the other hand, statistica! Democratic People’s Republic Nam “
tabulations on merchant fieets include data for land-ioeked of Korea
countries that possess fieets; these countries are marked “(L)”
in the classification below.
Code 8—Developing countries and territories in Africa
N ٨٠٠ 3 8.1 Northern Africa
Algeria Moroeeo
In certain tables in the present Review, where appropriai, Tunisia
six “open registry eountries” (Cyprus, Liberia, Gman, Panama, Libyan Arab lamahiriya
Singapore and Somalia) are recorded as a separate group.

8.2 Western Africa

Angola Liberia
Classification of countries and territories Benin Mauritania
Cape Verde Nigeria
Code ! - D e v e lo p e d market-economy countries ‫ «؛‬America Congo
Equatorial Guinea Sao Tome and Principe
Canada United Bt^tes of America Gabon
Gambia Sierra Leone
Code 2— Japan Togo
Gmnea United Republic of Cameroon
Guinea-Bissau Western Sahara
3 ‫ —أ>ﻣﺤﻤﻚ‬Australia ‫ ﻣﺢ»ه‬N ew Zealand
Ivory Coast Zaire

4 ‫ ~ ﺀ ه ﺀﺀ‬D e v e lo p e d market-economy countries

and territories in ‫ﺀﻣﻢ ^» ﺀ‬
Austria (L) Finland * Statistical data for the former Démocratie Republie of
Belgir™ France Viêt-Nam and the former Republie o f South Viet-Nam for 1975
Denmark Germany, federal Repubfie of and earlier years are inc!uded under the Soeialist Republic of
Faeroe Islands Gibraltar Viet Nam.

52
8.3 Eastern Africa South America: eastern ‫ﺀﺀ‬،،‫ ﻫﻪ‬،‫ﻣﺤﺎ؛‬
Burundi (L) Mozambique Argentina Paraguay (L)
Comoros Reunion Brazil Uruguay
Ethiopia Seychelles Falkland Islands [Malvinas]
French Territory of the Afars Somalia
and Issas Sudan Code 10— Developing countries ،‫ ﻣﺢ»ا‬territories in Asia
Kenya Uganda (L)
1^.1 Western Asia
United Republic of Tanzania
Mauritius Zambia (L) Bahrain Lebanon
Cyprus Unran
Uemocratic Yemen Qatar
Code 9 -D e v e io p in g countries and territories in America Iran Saudi Arabia
.1 Caribbean and North America Iraq Syrian Arab Republic
Israel United Arab Emirates
Antigua Guadeloupe
Iordan Yemen
Bahamas Haiti
Jamaica Kuwait
Barbados
Bermuda Martinique
British Virgin Isiands Montserrat 10.2 Southern and Eastern Asia
Cayman Islands St. Kitts-Nevis-Anguiiia Macao
Cuba St. Lucia Bhutan Malaysia
Dominica St. Pierre and Miquelon M ^dives
Brunei
Dominican Republic St. Vincent Burma Pakistan
Greenland Turks and Caicos Islands Démocratie Kampuchea PhBippines
Grenada United States Virgin Islands Fast Timor Republic o f Korea
Hong Kong Singapore
2‫ ﻣﻮ‬Central America India Sri Lanka
Indonesia №ailand
Belize Honduras
Costa Rica Merico
El Salvador Nicaragua Code 11— Developing countries in ‫ﺀ‬،،^ ‫ﺀﻣﻢ‬
Guatemala Panama Malta

South America: northern 9.3 ‫ﺀﺀ‬،‫ ﺀﻫﻤﻬﺎ‬-‫ﻣﺢ‬ Code -D e v e lo p in g countries ،‫ ﻣﺢ»ا‬territories in Oceania
Guyana Surinam American Samoa New Hebrides
French Guiana TriMdad and Tobago Christmas Island (British) Papua New Guinea
Netherlands Antilles Venezuela Solomon Islands
F ^ n ch Polynesia ^onga
Gilbert Islands Tuvalu
9.4 South America: western ‫ ﻣﻬﻪﺀﺀ‬،‫ﻣﺤﻤﺎ‬
Guam Wake Island
Cldle Ecuador Nauru Western Samoa
Colombia Peru New Caledonia

53
 Annex п

WORLD SEABORNE T R A D E “ ACCORDING TO GEOGRAPHICAL AREAS, 1965, 1976, 1975 A N D 1974

)‫؛ ﻣﻢ‬/‫م؛ ا‬ «‫( ﺀ»هﺀ‬

Goods \ Goods unloaded

Petroleum Petroleum
Total Total
Area ‫ا‬ Crude Products Dry cargo all goods Crude Products Dry cargo all ‫مﺀ‬،‫ﻛﻤﺤﺮ‬

‫ﻣﺢﺀﻣﻬﺎﺀ^ﺀم‬ market-economy countries

America ^،N ٥٢
1965 0.1 3.4 232.0 73.7 65.3 155.2 294.0
1970 0.7 308.0 314.0 103.6 170.0 347.0
1973 353.4 196.2 129.8 189.2 515.1
1974 . . . . . . . . . . . . . . 7.1 351.6 106.0 191.1 485.6
Japan
1965 ............................................... 0.8 22.0 22.8 69.7 14.0 115.0
1970 ............................................... 0.3 41.6 41.9 170.4 30.4 235.1 435.9
1973 ............................................... 0.8 55.2 56.0 249.3 26.4 312.6
1974 . . . . . . . . . . . . . . 65.0 67.1 30.2
Australia and New Zealand
1965 ............................................... 25.2 26.5 18.7 2.0 34.4
1970 ............................................... 92.3 93.6 18.8
1973 ............................................... 0.3 149.1 152.1 11.7 20.9 36.9
1974 . . . . . . . . . . . . . . 0.2 2.4 166.0 168.6 4.8 24.7 41.4
Europe
1965 ............................................... 0.3 50.8 18^.4 233.5 324.0 89.:
1970 ............................................... 16.3 81.7 242.1 340.0 608.2 100.: 464.4 ‫ﻗﺄﺛﺜﺎ‬
1973 ............................................... 30.3 92.4 307.3 430.0 750.1 114.. 534.7
1974 . . . . . . . . . . . . . . 23.6 86.6 321.2 431.4 711.3 108.. 397.91
Soutb Africa
1965 ............................................... 0.3 4.7
1970 ............................................... 17.6
1973 ............................................... 0.1 18.8 18.9 7.4 22.2
1974 ............................................... 19.1 19.1 11.3 25.0

Socialist countries ٠/ Eastern Europe and

A sia

Socialist countries of Eastern Europe

(excluding USSR)
1965 0.4 3.6 22.1 26.1 2.4 22.6 26.9
1970 0.2 3.4 34.8 10.8 3.0 29.2 43.0
1973 — 39.7 42.8 18.8 36.5
1974 — 45.4 20.4 41.9 64.8

18.0 32.8 79.1

1970 38.0 22.9 46.0 106.9 14.4
1973 42.3 43.2 112.6 23.7 36.9
1974 40.0 30.2 118.^ 4.4 17.6 22.0
Soeialist eountries of Asia
1965 — 7.6 7.6 0.2 0.3
1970 — 0.1 13.4 5.4 0.4 24.4 30.2
1973 1.0 0.1 10.1 0.3 16.0 16.3
1974 4.0 0.2 1^.0 16.2 4.0 18.0 22.0

54
 Annex II (continued)
WORLD SEABORNE TRADE ACCORDING TO GEOGRAPHICAL AREAS, 1965, 1976, 1973 A N D 1974
(Million tons)

٠٠٠ ،‫ ؟؛‬،

‫ﺀﺀ‬،‫سﺀﻳﻢ؟‬ Petroleum
٢٠،،،‫؛‬ Total
Area ‫■؛‬ ٠٢»،‫؛‬،? Dry cargoProducts ،،‫؛‬/
‫مﺀ‬،‫ أ‬،‫ﺀ؛‬ ٠٢
»،‫؛‬،? ‫ﺳﻢﺀ‬،?،‫ﺀ»ي‬/‫ت‬ Dry ،?^^
٠‫ ؛؛‬j

‫ﺀ^هﺀ‬ / ‫ ك »' ﺀﻣﻢ‬countries and territories

Northern Africa
1965 84.6 3.4 29.2 117.2 10.9 16.3 31.1
1970 221.4 255.4 17.9 33.8
1973 158.7 30.6 197.9 4.7 23.8 41.8
1974 . . . . . . . . . . . . . . . . . 120.2 158.3 5.4 27.8 35.8

Western Africa
1965 14.7 0.3 41,1 56,1 4.6
1970 60.5 1.0 61.5 123.0 3.6 4 .‫م‬ 14.8 ‫ص‬d
1973 114.6 63.3 179.2 4.3 3.7 16.3 4.3^
1974 . . . . . . . . . . . . . . . . . 127.7 63.6 192.9 4.8 3.4 17.4 5.6^

Eastern Africa
1965 — 0.5 11.0 11.5 3.0
1970 — 16.1 17.3 16.4
1973 — 18.9 20.0 7.0 18.7
1974 . . . . . . . . . . . . . . . . . — 1.1 16.5 17.6 18.6

Caribbean and North Anrerlca

1965 — 0.2 20.4 20.6 4.8 3.0
1970 — 1.4 29.8 23.5 4.5 39.2
1973 4.8 27.5 26.0 37.9 4.7 54.9
1974 . . . . . . . . . . . . . . . . . 7.0 25.2 25.8 8.0 6.4 77.3

Central America
1965 1.0 3.4 16.9
1970 — 3.7 11.9 6.0 18.‫ه‬
1973 — 16.9 18.5 10. 8.0
1974 . . . . . . . . . . . . . . . . . 0.5 2.1 17.3 19.9 24.6

South America: northern seaboard

1965 123.3 27.7 250.2 53. 3.0 61.6
1970 131.1 111.8 36.0 63. 3.0 6.7 72.9
1973 110.9 33.5 45. 7.3 54.4
1974 . . . . . . . . . . . . . . . . . 93.4 87.6 219.0 40. 54.3

South America: western seaboard

1965 6.0 0.8 25.9 32.7 7.7
1970 4.6 29.8 35.9 4. 1.5 11.5
1973 11.7 26 ‫ إ‬3 39.6 0.6 7.1
1974 . . . . . . . . . . . . . . . . . 8.9 0.4 8.7

South America: eastern seaboard

1965 — 0.8 34.4 35.3 1.4 29.8
1970 . . . . . . . . . . . . . . . . . . 0.1 54.3 55.5 18.8 1.0 19.8 39.6
1973 0.7 0.6 77.8 79.1 3.0
1974 . . . . . . . . . . . . . . . . . 0.6 0.5 93.6 94.7 37.1 27.3

Western Asia
1965 348.7 43.3 6.9 10.9 26.9
1970 601.9 6.0 674.2 17.7
1973 973.6 47.1 11.7 [032.4 24.5 26.3
1974 1003.2 53.6 ‫ ا‬068.8 30.0 34.3

55
 Annex п (concluded)
WORLD SEABORNE TRADE ‘ ACCORDING TO GEOGRAPHICAL AREAS, 1965, 1979, 1973 AND 1974
(Million tons)

Goods ‫؛‬ ^ ٠٠ »«،‫ﻫﻢ‬،،»

،‫هﺀﺀ‬
Petroleum ‫ﺀﺀ‬،‫»ﺀ«ﺀسﺀ‬
Area b Products Dry cargo Crude Products Dry ‫ﺀصﺀ‬،<

Developing countries ‫ ﻣﺢ »ه‬territories

(continued)
Southern and Eastern Asia (n.e.s.)
1965 14.6 65.5 93.3 23.3 17.0 58.2
1970 35.0 23.7 89.3 148.0 54.7 23.3 61.9 139.9
1973 6A0 27.8 117.0 208.8 82.8 24.6 100.4 207.8
1974 ------ 23.6 114.4 204.5 84.6 19.3 101.2

Developing eountries in Europe

1965 0.2 0.4 0.6
1970 0.3 0.7 1.0
1973 0.3 0.6 0.9
1974 . . . . . . . . . . . . 0.3 0.6 0.9
Oceania n.e.s.
1965 0.9
1970 0.2 9.7 0.6
1973 0.5 2.4
1974 . . ٠٠٠. . . . . . . 1o!8 10.8 1.7 2.4 6.4
World to ta l،
1965 . . . . . . . . ........................... 622.0 240.0 812.0 1 674.0 62^.0 222.0 832.0 1676.0
1970 . . . . . . . . ........................... 1111.0 330.0 1 165.0 2 605.0 1 101.0 302.0 1 127.0 2 530.0
1973 . . . . . . . . ........................... 1514.0 353.0 1407.0 3 274.0 1 521.0 339.0 1 377.0 3 237.0
1974 . . . . . . . . . . . . . . . . . 1 497.0 335.0 1471.0 3 304.0 1 470.0 312.0 1471.0 3 254.0

Source : ‫ ؟ ؟‬ta communicated to the UNCTAD secretariat by the Tobago to r refining and re-export. Great Lakes and St. Lawrence trade
.Statistic^ Gfiice ot the United Nations Secretariat (in dr^ cargo) amounted to 37 miliion tons in 1965, 42 miiiion tons in
(97©, 43 ttfifiion tons in 1973 and 36 million tons in )974.
t “‫؛؛‬c!n‫؛؛‬ing imernationai cargoes ioaded at ports ot the Great Lakes
and St. Lawrence system for unioading at ports of the system and b See annex I above to r the composition of these groups.
inciuding petroieum imports into Netherlands Antilles and Trinidad and ٠ Figures rounded to the nearest miiiion.

56
 Annex III

MERCHANT FLEETS OF THE WORLD BY FLAG OF REGISTRATION,» GROUPS OF C O U N T S AND

TERRITORIES AND TYPES OF SHIP,، IN GRT AND DWT, AS AT 1 ^ Y 197«
(dwt figures are shown ‫ ﺀﺀ'ا‬parentheses, except / ٠٢ general cargo vessels, container ships and
others / ٠٢ which such ‫ﺀﻫﻤﺢ‬،‫ ا‬٠٢،; not «^‫ اآه‬،‫ ﻫﺎ‬/‫)ﺀ‬

‫م‬،‫ﺀ‬ B ulk ‫س^ ﺀ»ﻫﻢ‬ Container

Total tankers €،١٢٢ ،»»
‫ﺀ‬ ،‫؛‬٠٢^٠ ‫م‬ ships Others

W orld total 367 076 715 167 845 030 88 989 341 71 912 609 [6 4 4 353
(601 242 552) (319 478 439) (153 797 457)

D eveloped market-economy countries

Australia 1 247 172 287 276 441 102 257 629 106314 154 851
(1680 584) (469 205) (685 823)
Austria 82 982 — 22 71^ 51041
(135 226) (34 188)
Belgiu!^ 1 499 431 302 879 621 536 342 454 3 1036 201526
(^ 266 239) (516 978) (1 069 214)
Canada 1009 127 204 295 121 038 113 606 570 188
(759 059) (284 189) (204 645)
Denmark 5 143 02^ 2 485 130 668 107 1 179 932 369 400 440 453
(8 195 744) (4 739 507) (1 106 153)
Faeroe Islands 54 552 — — 8 125 46 427
(30 958)
F in l a n d 2 115 322 1 127 954 278 948 476 345 228 180
(3 163 653) (1 984 116) (465 570)
France 11 278 016 7 406 329 1 326 584 1 484 273 183 632 877 198
(19 223 882) (14 185 825) (2 256 915)
Germany, Federal Republic o f . . 9264671 3 306 034 2264420 2552719 616 463 525 035
(14 883 561) (6 258 854) (3 901 626)
Gibraltar 21 526 — 19 355 2 171 ‫'ﺳﺲ‬
(31 623) (28 517)
Greece 25 034 585 8 910 322 8 358 537 6 980 855 20 738 764
133
(41 771 516) (16 440 417) (14 610 105)
Iceland 162 268 2 434 — 66 790 044
93

™‫ة‬ ‫أل‬، ‫'س‬ ш ،« .‫م»ﺀ‬ 6 530 057

37
(264 613) (6 604) (216 417)
Italy 11 077 549 4 727 846 3 851 059 1 084 377 143 741 ‫ا‬ 270
526
(1 7 4 6 0 5 8 8 ) (8 634 938) (65 88 2 42 )
Japan 41 663 188 19 046 436 12 921 831 4 636 698 .1 3 4 167 924‫؛‬
056
(68 421 186) (35 764 680) (21 387 850)
M ouaeo 3 998 — — —
($09)
Netberlands 5 919 892 2 845 142 594 832 1 779 109 154 229 546
580
(9 210 437) (5 283 915) (953 984)
N ew Z e a la n d 164 192 32 442 — 81444 306
50

„. ٠٠ ‫ ض‬- ‫م‬ . ‫ﺛﻦ‬

. : ‫ ﻣﺄ ة‬, ] 818
453
(49^78 428) (574 328 16) (754 775 8 ‫)ت‬
Portugal 1 173 710 503 148 73 204 390 520 6 336 200
502
(1 651 168) (909745) (117063)

57
 Annex HI {continued)
MERCHANT FLEETS OF THE WORLD BY FLAG OF REGISTRATION,” GROUPS OF COUNTRIES AND
TERRITORIES AND TYPES OF IN GRT AND DWT, AS AT 1 JULY 1976
{dwt figures are shown in parentheses, except / ٠٢ g e n e ra l‫ مﺀﺳﻢ»ﺀ‬vessels, container ships ‫ه ﺀ اه‬
others ‫ ؛‬٠٢ which such data are ،،٠٢ available)

Bulk General Container

carriers < ‫ا>مﺀﻣﻢﺀ‬ shtps Others

South A f r i c a . . . . . 477 011 27 355 40573 272580 994‫؛‬ 133 509

(535 757) (43 367) (61 520)
Spain 6 027 763 3 028 507 1 083 567 977 028 32‫؛‬ 905 826
(9 361 177) (5 522 356) (1 891 140)
S^veden 7 971 246 3 673 684 1 032 601 ;916 469 200
(13 349 908) (7 123 031)
Switzerland 212526 2 900 74 209 131942 3 475
(313 805) (2 901) (116638)
Tnrke^ 1 079 347 331 483 197 530 399 587 150 747
(1 485 629) (546 627) (316 278)
United K in g d o m 32 923 308 1‫ة‬ 592
146 8 236 479 4 456 704 347،
457 ،?$6 076
(53 805 521) 654
345
30)( (14 174 565)
United States of America . . . . . 11 614799 354
1205 400 159 2 194 978 902،
585
(16484 024) 760
897
9)( (806 470)
Yugoslavia 1 943 750 226
487 590 367 1068 283 058
4 555
54
(2 898 958) 475
382)( (977 239)

S u b - t o t a l : developed m aricet-econo- 207 310 752 94 876 086 54518 794 33 750 174 6 058 212 18 108 486
my co u n tries . . . . . . . . . . . . (336 988 974) (178 036 794)

Open registry ‫مﺀ‬،،‫? ا‬،»'‫ﺀﺀ‬

Cyprus 3 114 263 497 597 234 395 2 315 036 5 244 61991
(4 546 695) (788 276) (347 643)
Liberia 73 477 326 47 253 363 21 105 013 3 725 174 323 021 070 755
(142 355 331) (96 370 134) ;38 876 886)
Oman 3 374 1462 1912
(3 699)
Panama 15 631180 5 925 127 3 219 197 5 463 154 48 457 975 245
(25 474 073) (11 202 451) (5 285 422)
Singapore 5 481 720 2 650 038 1 042 199 49 316 94 479
(9 139 243) (4 942 829) (1732 098)
Somalia 1 792 900 246 094 300 395 1 240 537 5 874
(2 656 789) (415 406) (466 560)

S u b -to ta l: open registry countries 99 500 763 56 572 219 25 901 199 14 391 051 426 038 256
10‫^؛‬
(184 175 830) (113 719 096) (46 708 609)

‫ ﺀﻣﺔ‬،،،‫ ق؛؛‬،countries ٠‫ ﻣﻢﺀ ؛‬،‫ ار ﺀﺀ‬£» ٢٠?»

‫ﺀ‬/،‫ ﻣﺢ‬Asia

‫آﺀﻣﺖ‬،،‫ﺀ‬،'‫ ﺀﺀ‬countries ٠/ £ ‫كﺀﺀﺀه‬/‫ ﺀ‬Europe

. . . . . . . . . . . . . . . Albania 57 068 300

(78 ООО)
. . . . . . . . . . . . . . Bulgaria 933 361 278 925 205 991 303 518 144 927
(1 246 629) (445 783) (294 201)
. . . . . . . . . . Czechoslovakia 148 689 102 589 46 100
(224 794) (164 382)
Cerman Democratic Republic
... 1 437 054 294 406 222 322
(1 900 934) (518 012)
 Annex III )‫ »آﺀ » م ﺀ‬،‫ﻣﺢﺀ‬
،‫ر‬
MERCHANT FLEETS OF THE WORLO BY FLAG OF REGISTRATION," GROUFS OF COUNTRIES ANO
TERRITORIES AND TYPES
® IN
OF GRT
smp, AND DWT, AS AT I JULY 1976
)‫ ﺀاا« ه‬figures ٠٢،; shown in ‫ ﺀﺳﻚ' ﻫﻢ‬/ ‫ ا‬،;‫ﺳﻢﺀ رﺀيﺀ‬،;‫ ﺀئ‬/ ٠٢
، general cargo vessels , ‫»هﺀ‬، ‫ ﺀ»■ اﺀ‬٢ ‫س ﺀ م؛ ﻣﺢ‬،‫ا‬
‫ ﺀﺳﻢﺀ ه؛م‬/ ٠٢ which such ‫ﻣﻤﺢ‬،‫ ه‬٠٢‫ » ﺀ‬٠ ‫'رﻣإله ؛‬/، ‫ ﻫﺎ‬/،;(

٠« ‫ه‬،، ‫مﺀ‬ General Container

Total tankers ‫هﺀ‬٢٢‫ﺀﺀ‬٢‫ ﺀ‬٠ ‫ﺀﻣﻢﺀ‬،‫> ﺀ‬، ‫ﺀﺀﺀص‬ Others

Hungary . . . . . . . . . . . . . .
(75 931)
Poland . . . . . . . . . . . . . . . 3 263 206 1 055 263 266 153 384
237
(4 609 389) (1 009 347) (1 667 634)
Romania . . . . . . . . . . . . . . 994 184 246 095 337 865 285 147 ‫ل‬ 077
25
(1 414 443) (434 585) (515 526)
Union of Soviet Soeialist Republics 20 667 892 4 149 915 822 387 '7 0 4 8 1 1 90 946 7:
)‫ت‬ 930
7491( (6 235 090) (1 304 737)

S ub -total ............................................... 5 5^6 894 2 762 546 10 : 90946 8 776(

(31480 869) (8 642 817) (4 315 480)

‫؛ ﺀ آاه' ﺀﺀﻣﻚ‬countries ٠/ Asia

. . . . . . . . . . . . . China 895 081 160 234

(1 517 058) )‫ﻣﻖ‬
‫ةﺛﺚ ؟‬
Uemoeratie People’s
. . . . . . . Republie of Rorea 89 482 21734 43 790
(101117) (33 252)
Socialist Republic of Yiet Nam 107 456 31074 63 218 13 164
(148 775) (50711)

S u b -to ta l ‫ا‬ 785

664 947 889 083‫؛‬
165 217 188
265
515 ( (1 601 021) )‫ﺛﻨﺔ‬ 9‫ة‬

S u b - t o t a l ; socialist countries of
Eastern Europe and Asia . . . . 31 3 4 2 344 6 474 783
(36 996 U 4) (10 243 838) 217‫؛‬
972 (

Developing ‫ ﻣﺢ»م ﺀﺀا№ »»مﺀ‬territories

٠/ +/»' ‫ه ﺀ‬

Algeria . . . . . . . . . . . . . . . 463 094 292 918 23 494 67 659 79 0^3

(712 563) (541 141) (34314)
Angola . . . . . . . . . . . . . . . 4 056 1 572 1486
(4 305) (2 250)
Benin . . . . . ٠ . ٠. . .
■ • • • • • )‫(؛؛؛‬
Congo . . . . . . . . . . 2 453
(483) -

Egypt . . . . . . . . ٠ . . ,. . . . . 376 066 126 449 210 122 39 495

(496 89^) (206 744)
Ethiopia . . . . . . . . . ----- 24953 2051
(31 585) (^980)
Cahon .............................. 98 285 74 471 22 131
(170 641) (141 158)
Cambia . . . . . . . . . . . . . . . . 1337 641
(1065) -

Ghana . . . . . . . . . . ..... ‫آ‬ 089

83 132 ‫ل‬51 50 938
-
394
03)^
(
 )Annex ш {continued
MERCHANT FLEETS OF THE WORLD BY FLAG OF REGISTRATION,“ GRO№S OF COUNTRIES AND
TERRITORHi:^ AND TYPES OF SHIP,، IN GRT AND DWT, AS AT
1976
I JULY
d w t figures are shown in parentheses, except} / ٠٢ ‫ ﺀﻋﺴﻢﺀ»ﺀك‬cargo vessels, ‫؛» ﻣﻢ‬،‫ ﺳﻢﺀ » آا‬ships ‫ه»ه‬
‫ ﺀﺀﺀ‬٢‫ ﺀه‬/ ٠٢ which such ،‫؛‬٠٢٠ ٠٢٤ » ٠٢ ‫؛ م^ه‬/‫ ﻫﻢ‬/‫(ﺀ‬

٠« Bulk ‫™ ﺀ»ﺀم‬، Container

tankers carriers ‫ﺀ‬ cargo ‫ه‬ ships Others

15 280 10 764 3 506 1010

(20 053) (15 290)
219 219

114 191 103 572 10 619

(144 429)
15 469 2 706 9 819 2 944
(19 988) (4 642)
458 805 431 602 9 721
(848 525) (814457)
49 738 34 569
(65 985) (16 439)
1 113
(645)
35 146 32 913 2 233
(46 014)
136 596 32 494 65 351 36 215
(182 668) (4 015) (50 ООО)
11964 1495
(19 614) (412)
181565 2 469 164 183 14 913
(239 229) (3 443)
26 621 5 879
(26 054) (5 246)
1901 192 114
(3 050) (2 700)
17 209 11920 3 033
(24 148) (18 737)
45 578 44 458 1 120
(59 529)
134 134

62 941 26 827 22 671 13 443

(94 009) (46 824)
5 510 5 510
(9 115)
19 045 15 378 3 667
(17 474)
34 934 3 1484 3211
(42 693) (761)
107 278 95 954 11324
(155 047)
5 513
‫أ؛؛ﻣﺢ‬

502‫؛‬
600 991 833 66 752 1 128 811 315204
‫ا‬ 648
562 ( (1 811 449) (99 604)
 )Annex 111 (continued
M ERCHANT FLEETS OF THE WORLD ©BY FLAG ©F REGISTRATION,، GROUPS OF COUNTRIES AN
TERRITORIES A N D TYPES OF smp,® IN GRT AND DWT, AS AT I JULY 1976
(dwt figures ٠٢،; shown in parentheses, except / ٠٢ ‫ ﺳﺴﻢﺀ» ﺀﺀ‬cargo vessels , ‫ﺀ‬٠»‫ﺀ»؛ ﺀﺀ‬٢ ships and
others / ٠٢ which such data are ٢١٠‫ ؛‬available (

on Bulk General Container

Total carriers « cargo^ ships Others

Developing countries and territories

٠/ America

Argentina . . . . . . . . . . . . . 1 4 6 9 754 546 246 628 487 122 052

(1918 813) (814 333) (273 604)
Bahamas ------ 147 817 49 249 55 279 31353 11936
(211964) (78 166) (86 146)
Barbados - - - - - - - - - 3 897

Belize . . . . . . . . . . . . . . . . 620
(800)
Bermuda . . . . . . . . . . . . . . 415 085 14 820 593 45 651
2)
7‫ة‬ 248 ( (1 988 866) (681 556)
Brazil . . . . . . . . . . . . . . . . 096
2933 1 128 578 763 966 1097 259 106 490
441
956
4)( (2 004 527) (1390 295)
Cayman Islands . . . . . . . . . . 251
78 4 082 66 522 7 647
108)
29^( (5 770)
Chile . . . . . . . . . . . . . . . . 409
756 66 971 234 101 23 713
428
597)( )‫ئ؛ةﺛﺜﺎ‬ (114 673)
Coiombia . . . . . . . . . . . . . 211691 11540 193 972 6 179
262)
436 ( 166
18)(
Costa Rica . . . . . . . . . . . . . 257
6 4 130 2 127
8485)(
Cuha . . . . . . . . . . . . . . . . 603
750 56 906 29 845 380 356 136 643
747)
822 ( (86 018) (49 933)
Dominican Republic . . . . . . . . 4698 7 410 385
894
11)( (1 609)
Eeuador . . . . . . . . . . . . . . . 180
623 113 969 60 704 5 950
259)
125( (187 702)
E iS alvad or . . . . . . . . . . . . 128
2 1816 312
3583)(
Falkland Islands (Malvinas) . . . . 937
6 537 6 400
383
4)(
Crenada . . . . . . . . . . . . . .
340)(
Guatemala . . . . . . . . . . . . . 1978 7 947 250
11)
66^
(
Guyana . . . . . . . . . . . . . . . 105
19 818
745
19)( (1 002)
Honduras . . . . . . . . . . . . . . 71042 609 67 305 3 128
388
75)( (1 043)
Jamaica . . . . . . . . . . . . . . . 6 094
6785)(
Mexico . . . . . . . . . . . . . . . 59.3
875 305 515 32 105 130 380 125 875
756)
978 ( (482 316) (50 760)
Montserrat . . . . . . . . . . . . . 1301 949 181
3201)(
Nicaragua ...................................... 26415 4 026 18 808 3 581
714
35)( (6 107)

61
 )Annex III (continued
MERCHANT FLEETS ©F THE WORLD BY FLAG OF REGISTRATION,“ GROUPS OF COUNTIES AND
TERRirORIES AND TYPES OF SHIP,“ IN GRT AND DWT, AS AT I JL^Y ‫ه?ول‬
)،‫؛‬١٧ ^» ، ٢ »are shown in ‫ه ﺀ‬، ‫» ﺀ‬، ‫ﺀﺀصﺀ ﺑﻢﺀﺀﺀ! ا‬، / ٠٢ general ‫ ﺀ‬،‫ ه ﺀ آا‬vessels, ٠٢‫ه‬
٠‫ا‬،‫اﺀ؛‬€٢ ships ‫م‬،‫ ا‬،‫ا‬
others / ٠٢ which such » ٢،‫»؛‬،»
» ٠» ،‫ ﻫﻤﺎ؛ م^ه‬/‫(ﺀ‬

٠« Bulk ‫^ س»ه‬،‫ﺀا‬ € ‫ﺀم‬،،‫ م‬،»‫^ﺀ‬

Total tankers ‫ﺀﺳﻢﺀﺀ^ﺳﻢﺀ‬
٠ cargo ١١ ships Others

Paraguay ........................................... 21 930 1429

(^3 619) (4 114)
Peru ...................................................... 525 137 70 272 1^4 070 199 930 130‫؛‬
(617 200) (105 377) (201 769)
St. Kitts-Nevis-Anguilla . . . . . . 405 149
(290)
St. Luela ............................................ 904 904
(1 140)
St. Vincent ..................................... 5 663 5 476 187
(7 600)
Surinam ............................................ 4890 4 709 181
(7 002)
Trinidad and Tnhag© . . . . . . . . 13 603 1736 5 520 6 347
(8 150) (2 000)
Turks and Caicos Islands . . . . . 2 405 499 ъть
(3 300) (850)
Uruguay ........................................... 151255 92 757 47 607 10 891
(223 158) (151 168)
Venezuela ........................................ 543 446 300 870 83 821
(688 937) (441201)
British Virgin Islands . . . . . . . . 2 409 1 550
(2 672)

S ub -to ta l : developing c ountries of

America ........................................... 9 787 655 3 861 586 660 290 3 407 884 856 302
(14 307 286) (6 522 351) 848 736)

Developing countries and ،‫ ﺀ‬٢٢،■،

٠٢‫ﺀﺀ■ا‬
٠/ Asia

. . . . . . . . . . . . . . . Bahrain 25 096 20 640 1 943 2 513

(36 524) (^3 752)
. . . . . . . . . . . . . Bangladesh 146 818 109 845 19744
(193 677) (25 757)
. . . . . . . . . . . . . . . Brunei 616
89)‫و‬
. . . . . . . . . . . . . . . . Burma 1478 .59 039 8 350
422
80)( (2 027)
. . . . . . Democratic Kampuchea 210
1537)(
. . . . . . . . Democratic Yemen 6546 3 620 3 034
5047)(
. . . . . . . . . . . . H ongK ong 423
218 32 307 92 867 38 799
251
607)( (47 447) (445 702)
. . . . . . . . . . . . . . . . India 093
984
5 1 130 983 2 045 403 1 743 783 173 815
082
758
8)( (1 995 389) 3 521441)
. . . . . . . . . . . . . . Indonesia 046
1981 96 618 776 380 135 588
1 3 1 0 2 4 2)( (146 565) (54 589)
Iran 297 452 358 612
545
0691)
( (552 256)

62
 )Annex ш {continued
MERCHANT FLEETS ©F THE WORLD BY FLAG REGISTRATIDN,“ GROUPS OF COUNTRIES AND
TERRITORHS AND TYPES OF SHIP,، IN GRT AND DWT, AS
1976
AT I JULY
)،‫؛‬١٧، ‫ ﺀﺀ^»ﺀم‬dre shown ‫»؛‬
‫اﺀةﺳﻢﺀ‬،‫ ﺀﺀﺀﺀ اي‬, except for ‫ آ ﺀ »ه ﺀ‬،‫ﺀ؛ ر‬،‫ ﻣﻜﻢﺀ‬vessels , ‫» ﺳﻢ‬،، ‫ﺀﺀ ؛ه ﺳﻢ » ﻳﺎ‬ ،‫» ا‬،‫ي‬
‫م‬،/ ‫ ﺀﺧﺎ‬/،<٢ ‫سﺀ ﻣﺢﺀ ؛اه‬/‫ ا‬،‫س؛‬،‫ ا‬،‫؛‬٢٤ ٠٠، ،‫^ ا‬،‫م؛؛ﺀ‬
٠« ‫ﺀ؛»ﺀ‬ ^«««٢٠١ ‫»ت‬،‫ م‬،»‫^ﺀ‬
Total tankers carriers ٠ cargo ‫ه‬ ships ‫»ﺀاﺀﺀه‬

I r a q .................................... 748 774 638

596 912
54
(1 321 891) )١ 218
158(

Israel .................................................. 481 594 434

186 64; 11375
(617 270) 642)( 744
279)(

Jordan .............................................. . 200 200

Kuwait ............................................... 816

1061 706
030 445
6 348
742 599
45
256
868I)( 500
1 3)
4^( 700
9)(

Lebanon ........................................... 213

572 706
187
310
283)(
Malaysia ........................................... 442
740 740
61 206
850 386
155 764
18
629)
376 ( 733
96)( 395
328)(

Maldives ........................................... 121462 245

120 269
924
150)(
atar^ .................................................. 747
75 977
7 1943
110
144)( ،‫ق‬
Pakistan ........................................... 483
433 11950 418215 327
37
077
622)( )‫ةةﻣﺢ‬
>‫(؛‬ 250
17)(
Philippines ........................................ 018
0651 790
293 325
60 586
749 201
77
418
6461)( 760
517)( 549
105)(

Republic o f Korea . . . . . . . . . 796

1061 652
025 262
710 534
729 423
36 219^
31
650
386
2)( 1617851)( 426)
403 (
Saudi A r a b i a ..................................... 588
745 456
200 104
848 697
27
974)
670 ( 825)
273 (
Sri Lanka .................................................... 91031 805
19 200
61 026
10
323
123)( 757
32)(
Syrian Arab Republic . . . . . . . 10192 2069 986
444
13)(
Thailand ............................................ 194
993 877
86 631
14
499
291)( >.‫أأةة‬
United Arab Fmirates . . . . . . . 109
143 977
82 383
54 7495
2 48914)( 524
161)(
Yemen ............................................... 1260 60^
1
8501)(

Sub -to ta l : developing e ountries of

Asia .................................................. 014
110
15 684
4394 076‫؛‬
974 098‫؛‬
674 100 971 052
0531
750
302
22)( 468
5978)( 773
188 (

Developing countries ،‫»؛‬،‫؛‬

territories
٠/ ‫ ﺀ»ﺀ‬-‫ﺀﻣﻢ‬

M a l t a .................................................. 39 140 324

18 831
14
(52 721) 30)
60^(

qb-total: developing countries of

Europe 39 140 18 3^4 14 831 985‫؛‬
(52 721) (30 620)

63
 Annex ш )‫ﻣﺤﺠﻤﺢ »؛ﺀ » ﺳﻢ‬
‫ر‬
MERCHANT FLEETS ©F THE WORLD BY FLA© OF REGISTRATION,” GROUPS OF COUNTRIES AND
TERRITORIES AND TYPES OF SHI?,“ IN GRT AND DWT, AS
1976
AT 1 JULY
)،‫؛‬١٧ ،figures are shown in ‫»ﺀﺳﻤﻬﻢ‬،/‫ ﺀأ؛ ﺀﺀﺀ‬, except / ٠٢ ‫ﺳﺴﻢﺀ»ﺀﺀ‬ ٠٠٢٠^ vesseis, container ‫ ﺀ م؛ ا؛ﺀ‬،‫»؛‬،‫؛‬
others / ٠٢ which such data » ٢ ،،٠»‫(ج؛ ﻫﻪ؛؛»^ ه ؛‬

٠« Bulk General ‫» ﻣﻢ‬،‫آ ﺀ « ﺀ ه‬

٢٠ ،«/ ‫ ه ﺀ‬٢٢‫ﺀﺀ‬٢‫ ﺀ‬٠ cargo ٠١ ships Others

‫ ﺀ ^ﺀ م‬/‫ ﺀﺀ' م ﺀ »»م ﺀ ﺀﺀا' ﺀﻣﻪ‬and territories

٠/ ‫ه ﺀﻣﻢ‬/‫ه ﺀ ا‬

Fi)l . . . . . . . . . . . . . . . . . 10 604 6 501

(10 544) (400)
Nauru . . . . . . . . . . . . . . . 19 564 28 789
(62 014) (31 953)
N««; ........... 5 023 5 023
(6 857)
Gilbert Islands ١ 1 333 1333
Tuvalu ‫ﺭ‬.....‫ﻡ‬ ... ‫ﻡ‬ (868)
Papua New Guinea . . . . . . . . . 1 604 8 158 Î567
، ‫ أ ة‬,‫؟‬ (1 572)
^ ٨٨١٨٨ Islands . . . . . . . . . . . 1008 814 194
883)(
Tonga . . . . . . . . . . . . . . . ‫ ؤ‬720 10 903 817‫؛‬
575
16)(

Sub-total: developing countries of

Oeeanla . . . . . . . . . . . . . . . 370
95 19 564 61 521 427‫؛‬
937
112)( >‫؛‬ ‫أﺛﻖ‬ (31953)

Otber (unallocated) 1483

981 364
902 445 800 576 900 757‫؛‬
209
806
2( 722
643)( (7^8 391)

Sources: ‫ ﺀ’ ﻫﺮ ه؛ ﺀ‬Register ٠/ ‫ ﺀ » آ< أ<؛ﺀحﺀ‬.•‫ ﺀ‬،‫ ه‬،‫ﺀأ‬،‫ ﺳﻊ؛‬Tables (London), and B ulk ‫ﻣﺢ^ ﺀ«ﺀم‬
supplementary data regarding the Ghent Lakes heets of dtheStates‫»؛‬ Un ‫ﻣﺂ‬،‫ﻣﺢ‬ Tankers carriers ‫ﺀ‬ cargo ٠١ ‫م‬، ‫ﺀآ ﺀﺀ‬
.of America and Canada and the United States reserve Beet
The designations em?[oyed and the presentation of maferia) in this • United States of
table refero tonotBags imply
of the
registration
expression>‫؛‬
arid٠) America Great
an^ u opinion
ted Nations
by the Seeretariat
concerning ofthethe]egal?‫؛‬ Lakes Oeet -- 37 587 1 412 488 34 561 ‫ ر‬010
status of any eountry or territory, or of its authorities, or concerning ٠١٠ 6072‫؟‬ (56 704) (2 344 730)
.deiimitation of its frontiers Uanadian Great
Lakes Oeet . . . . 1 335 751 150، 75 261
Ships of 1(X) grtuding
akes
^nd Beets
the
over,Great
of
excthe‫؛‬
>I‫؛‬
> (102 318) 0761)‫( ا ! و‬
United States of Ameriea and Canada and the U n i« d States reserve Beet . United States of
‫ ﺀ‬Ore and huik carriers of 6,000 grt and over, including ore/buik/oil America

١١ Inciuding passenger/cargo . grt and over) . . 720]0‫س‬ 2‫؛‬0 000 [510 000 —
٠ Excluding estimates of : 2 ‫ ا‬ООО 60( )330 000(
 Annex IV
SELECTED M AXIM UM A N D M INIM UM “ TRAMP FREIGHT RATES, 1973-1976

Currency
unit
(sterling

‫ﺀ‬ 1974 1975 ‫ول‬/‫ه‬

d o lla r s
and routes Commodity ‫» ﺀﺀﺳﻪ‬، ‫ر ﺀ‬ High Low High Low High ^٠١٧ High Low

Heavy grain
-)Gulf of Mexico (United States of America
Dollars I n d i a 71.00 60.0016.0
45.
I n d ia Dollars North Pacific-Fast Goast 30.50 50.00 45.50 32.0017.50
River Plate-Antwerp/Hamburg . . . . . . range
Dollars 29.60 32.00 26.50 16.0013.0021.25 " 12.7
River P la te-J a p a n Dollars 3 0 .2 5 ’’ 17.75 ،
.

North Pacific-Republie . . . .of. ^orea

. . . . Dollars 30.50 14.0
Coal
Hampton .Roads-Iapan
. . . . .. .. .. .. .Dollars 25.15 25.50 10.50 9.00 5.65 8.00" 5.50' 7.5

Sugar
Sterling Mamihus-United
K in g d o m 11.15 13.90 11.15 10.65 7.50 13.65 9.90 7.5
Philippines-United States
. . .of. America
. . . Dollars 17.00 30.00 29.00 16.50 “ 16.00 " 26.50 “ 22.00 ' 14.5

zil-ContinentBra
' . . . . . . . . . . . . . . . . . Dollars 12.00 10.50 4.10 4.00 3.00 5.00 3.10 5.9
' Monrovia-Continent Doilars 7.00 6.25 4.45 3.10 2.30 4.45
3.60 ^.40
.

Phosphate
Aqaba-West. .Coast
. . . . India
.......Dollars 13.35 20.7 16.00 16.00 7.50 9.50 8.2

Fertilizers
-)Gulf of Mexieo (United States of A ^eriea
India ‫ ؟‬........................................................................ Dollars 65.25 8.00 42.50 25.00 23.00

Source: Lloyd’s List (London), 4 February 1974, 6 January 1975, » For 1975; Fairplay International Shipiping W eekly (London), vol.;257,
January 976‫ ؛‬and 4 January ]977. No. 4820, 8 January ]975, p. 115 and (or 1976: ‫هﺀهﺀ‬., vol. 261, No. 4874,
■> Approximate levels. 20 January 1977, p. 81.
80,000-60,000 ‫ ﺀ‬tons.
" About 14,000 tons.
25,000-20,000 ‫ ﺀ‬tons. - Di-ammonium phosphate.
<> About 50,000 tons.

65
 ‫ه‬
‫و‬
‫‪٠‬‬

‫ؤة‬ ‫ه‬ ‫ة‬

‫‪٠‬‬
‫وت‬
‫و‬
‫و ج‬
‫ة‪1‬‬ ‫ده ض‬ ‫إ‬ ‫‪ ٠‬و‬
‫ة ‪».‬‬ ‫‪L ,‬‬
‫وا‬
‫;‪I‬‬
‫ة‬
‫ده ظ‬
‫ه ﺑﻲ‬
‫‪Ü‬‬ ‫‪Ü‬‬
‫ة‬ ‫‪и‬‬ ‫ك‬

‫ة‬

‫ق‬

‫‪Û‬‬
‫جق‬ ‫ﺝ‬

‫ج‬
‫‪Й‬‬ ‫‪li‬‬
‫‪S‬؛‪.‬‬
‫‪I‬‬
‫‪1.‬ج‬
‫إل‪.‬‬

‫‪11‬‬ ‫‪о‬‬
‫وﺀ‬
‫ج ق ﺀ أ‬ ‫و‬
‫ة‬
‫ن‬

‫‪II‬‬ ‫‪II jlj‬‬ ‫ه‬ ‫ج‬

‫‪Î‬‬
‫‪ :‬ﻗﺖ‬
 ‫»‬ ‫ار‬
‫ه‬ ‫‪К‬‬
‫‪00‬‬
‫ج ‪٢٠‬‬
‫؟‬ ‫ق‬ ‫ق‬
‫ئ ‪ 1‬ﺋﻘﺔئ‬
‫||‬
‫‪٠٠‬‬
‫‪Ti d‬‬
‫‪0‬‬ ‫ئ‬
‫ة‪ .‬ؤ‬ ‫إﺀ‬
‫‪II‬‬ ‫| إ ‪ 1‬ة‬
‫ج‪.‬ة‬ ‫‪ci‬‬ ‫؛‬ ‫وة‬ ‫‪s 0‬‬ ‫م‬
‫ه ‪g ،l‬‬ ‫|إ‬ ‫وو‬ ‫ذ‬

‫اأ؛أإ‬
‫ﺀ ه‬ ‫ة‬ ‫ق؛‬ ‫|ت‬
‫‪S.S‬‬ ‫؛‪1‬‬ ‫قﺀ ‪1‬‬
‫‪■:‬ق‬ ‫ه §ﺀ ن ص‬ ‫‪illï‬‬ ‫ﻳﻲ ب و‬
‫آ ؤ آ'ق‬
‫ال ‪Ü‬‬
‫إ‬ ‫ﻗﻮ ‪8‬‬ ‫ة‬ ‫إ‪1‬‬ ‫إ§‬ ‫> ت؛>ة‬
‫‪и‬‬ ‫‪Ü‬‬ ‫‪Ü‬‬
‫ﺗﻪ و‬
‫ى ج‬
‫ه‬
‫ﺀم‬
‫ص‬
‫|‬ ‫ة‪1‬‬
‫‪H‬‬
‫ه‬ ‫ج‬ ‫‪H‬‬
‫ص‬ ‫№‬

‫‪м 2‬‬

‫ف ‪M‬‬ ‫ه‬
‫<<‬
‫‪40‬‬

‫‪L‬؛ ق‬ ‫‪٧‬‬
‫اأ‬
‫؟‪S‬‬
‫‪Ч-( ٠.‬‬
‫ﺑﻢ؛ج‬ ‫‪٠-‬‬
‫ة‬ ‫ة‬ ‫ج■‪I 1‬‬
‫‪I -‬‬ ‫«‬ ‫دة‬

‫ه‬
‫و‬
‫ج‪٥‬‬
‫‪٤‬‬
‫‪٢‬‬
‫‪٠‬‬
‫ﺀ‬
‫‪٠‬‬
‫ة‬
‫ب‬ ‫‪٢٦‬‬
‫‪СЧ ٠ ■٠‬‬

‫ق‬ ‫‪If‬‬
‫‪5‬‬
‫آل ﺑ ﺂم‬
‫خ‬
‫‪I‬‬ ‫‪٠٠‬‬
‫ه‬ ‫‪il‬‬ ‫ةا‬
‫ص‬
‫§‬
‫‪I‬‬
‫§‬
‫‪٠‬‬
‫اة‬ ‫‪٢٠‬‬ ‫‪1‬‬ ‫‪ci‬‬ ‫م‬
‫و‬ ‫‪'с о‬‬ ‫‪P‬‬
‫‪W.‬‬ ‫و‬ ‫‪i‬‬ ‫‪W‬‬ ‫‪I‬‬
‫إ‬ ‫|‬ ‫و‬
‫ق |ة‬

‫‪Ill‬‬ ‫و‪.‬‬ ‫ﺀ‬ ‫ق؛‬

‫|‪ 1‬ا‬ ‫‪ I‬؛ﺀ‬ ‫'!!ة‬ ‫ص‬ ‫‪S‬‬
‫ق‪1‬‬
‫‪٧‬‬
‫‪ ٥ ٢٢١‬ي‬ ‫‪00‬‬ ‫‪о‬‬
‫ﻳﻢ ؛ ﺀﻳﻢ‬ ‫ﻳﻢ‬ ‫ﻳﻢ‬ ‫ﻳﻢ‬ ‫ﻳﻢﻳﻢ‬ ‫‪٣٦‬‬ ‫زم‬ ‫‪٦‬؟‬

‫‪67‬‬
 ‫‪I‬‬
‫ة‬
‫إ ||‬ ‫ج ج‬
‫§ ق‬
‫ب‬

‫‪٠٠‬‬
‫ص‬
‫‪٢٢‬‬ ‫| ةئ‬ ‫‪ 0‬ئ‬
‫ة|ةق‬
‫‪I I I I‬‬
‫||‬ ‫أ‬
‫و‬ ‫ﻫﺔ دأ |‬
‫وﺀ‬ ‫‪٥٩‬‬ ‫ص‬

‫ه‬ ‫ه‬
‫خﺀ‬ ‫ص‬
‫‪Р‬‬ ‫‪Р‬‬
‫ﺀ ق‬
‫ة‬
‫ة‬

‫‪ ٧‬و‬ ‫أ |‬
‫؛؛‬ ‫ال ه‬
‫د؛‬ ‫&‬
‫ة ‪1‬‬ ‫‪5‬‬
‫ﺛﺌﻢ‬ ‫‪٧٢٢‬‬
‫‪1‬‬ ‫آ ﺀأ‬ ‫ه‬ ‫ة |‬
‫ةإ‬ ‫>؛‬
‫‪Ü‬‬ ‫‪и‬‬ ‫‪٥٩‬‬

‫‪ci‬‬
‫‪٠‬‬ ‫ة‬
‫زة‬ ‫‪٠‬‬
‫؛«‪٠‬‬

‫‪СО‬‬

‫م‬ ‫صم‬
‫‪I‬‬ ‫‪I‬‬ ‫‪I‬‬ ‫ق‬ ‫‪I‬‬ ‫ة‬ ‫ةة‬ ‫‪I‬‬ ‫ج‬

‫وﺀ‬
‫<‬ ‫ج‬
‫ص‬
‫و‬
‫‪II‬‬
‫‪Л‬‬ ‫ه‬ ‫ة‪.‬‬
‫ح‬
‫ﻫﻪ‬

‫‪I‬‬
‫م‬
‫أ‬
‫ص‬
‫‪٠٠‬‬
‫§‬ ‫و‬
‫ﺀ‬
‫؟‬
‫‪g‬‬ ‫ؤ‬
‫<‬ ‫| ق‬ ‫ق‬

‫ؤ‬ ‫ة‬ ‫و‬

‫‪0‬‬ ‫ﻕ‪.‬‬
‫‪я‬‬
‫ه‬
‫م »‬
‫ﺀ‪I.‬‬ ‫أ‬ ‫‪I‬‬
‫ة‬ ‫ﺀ‬ ‫‪и‬‬ ‫د‬ ‫ﻗﺎ‬ ‫ت‬

‫و|و‬ ‫أو‬
 ‫؛‪1‬‬ ‫ﻩإل | ق‬ ‫ﻩ‬ ‫ة‬
‫ه‬
‫؛‪1‬‬ ‫‪Й‬؛‬ ‫دأة ‪0‬‬
‫‪ГН‬‬
‫ا‬
‫‪1٠‬‬ ‫‪Q.‬‬

‫‪Î II‬‬
‫ت‬
‫ه ﺀ ئ‬ ‫‪0‬‬
‫أه‬
‫ااا‬ ‫ج ه‬
‫؛‪.‬ﻕ‬ ‫ق‬
‫‪:1‬‬ ‫!ة‬ ‫ه‬
‫ﺀ ‪!٠٠‬‬ ‫ﻣﺘﺂ‬
‫ﻩ‬ ‫№‬

‫‪٥‬‬
‫‪о‬‬
‫ﺓ‬
‫و‬ ‫ب‬
‫أ‬ ‫‪P‬‬

‫ه‬ ‫ﺑﻢﺀ‬ ‫‪I‬‬

‫و‬ ‫ؤ‬ ‫‪٤‬‬
‫أ‬ ‫ة‬ ‫‪О‬‬

‫||‬
‫‪Й‬‬ ‫‪٤‬‬
‫م‬
‫أ ج‬ ‫‪٠‬‬ ‫№‬
‫‪Ü‬‬ ‫‪Ü‬‬ ‫‪6‬‬

‫ق‬ ‫|‬

‫ﻩ‬ ‫‪%‬‬
‫‪٠‬‬ ‫ﻩ‬ ‫‪о‬‬ ‫ص‬
‫ﺹ‬ ‫‪٠‬‬
‫أأ؛أأ‬

‫ﺹ‬ ‫ﻱ‬
‫ﻩه‬ ‫‪I‬‬
‫وﺀ‬
‫ﻩ‬ ‫‪I‬‬ ‫‪I‬‬ ‫‪I II‬‬ ‫ة‬ ‫ﺀ‬ ‫‪я‬‬ ‫ق‬ ‫ﺓ‬
‫ﻳﻢ‬ ‫‪40‬‬
‫؛‬
‫‪О‬‬ ‫ﺉ‬ ‫‪ü‬‬
‫<‬

‫؛ا‬
‫‪I‬‬ ‫‪٧‬‬
‫‪،٠‬‬

‫ة‬ ‫ؤ!‬ ‫‪II‬‬ ‫ه‬ ‫ه‬

‫‪о‬‬
‫د‬

‫ﻣﺖﺀ‬

‫ج‬ ‫ه ق‬ ‫؛ﺹﻭ‪ I‬و‬ ‫§‬

‫ة‬
‫ة‬
‫‪I‬‬‫مﺀ‬
‫‪i‬‬
‫‪I‬‬ ‫ﻭ‬
‫‪I а‬‬ ‫دق‬
‫§ق‬
‫ةا‬ ‫§‬
‫ﺓ‬
‫‪'،H‬‬

‫‪I‬‬ ‫‪и‬‬

‫‪٠‬‬
‫ﺹ‬
‫‪00‬‬
‫ع‬ ‫؛‪Я‬‬ ‫ص‬ ‫ص‬
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‫‪II‬‬ ‫ق‬
‫‪Q‬‬ ‫‪Î‬‬ ‫§ ﺀ‬
‫ﺀ‬ ‫إة‬ ‫‪ÜB‬‬ ‫«‪ H‬آل‬
‫ة‬
‫؛؟‬
‫ص‬ ‫ط‬
‫!‪٤‬‬ ‫ه‬
‫!ة‬ ‫‪I‬‬
‫ﺀ و‬

‫‪и‬‬ ‫■ة‬ ‫‪SB‬‬

‫‪00t‬‬
‫‪i t‬‬
‫ه ﺀ‬
‫؛‬
‫ه ﺀ‬
‫ﻗﻖ‬
‫ة|‬
‫ﻟﻮ‬
‫ﺀ'ةﺀ‬ ‫‪11‬‬ ‫ا و؛ا ‪г4‬‬
‫ا ﻟﻪ‬
‫ه أه‬
‫‪о‬‬
‫ى؛‬
‫ة‬ ‫اح‬
‫ق‬
‫ح‪0‬‬ ‫‪о‬‬ ‫دم‬
‫ه‬
‫ا ‪٩١ :‬‬
‫ﻣﻮ ه‬
‫و‬
‫ج‬
‫ق؛‬
‫‪٠‬‬

‫ﻧﺔ‬ ‫‪٢٦ S‬‬

‫ة‪-‬‬ ‫ج‬
‫ة‬ ‫‪ ٤‬ق‬ ‫‪.‬ق‬
‫|س‬ ‫ﺀ‬ ‫‪٢٠‬‬
‫ة‬
‫ه‬
‫‪I‬‬ ‫ص‬
‫‪о ٠٠‬‬

‫^‬ ‫‪٠‬‬
‫ﺀو‬ ‫ه‬
‫‪٠‬‬

‫‪CA‬‬

‫]‪I‬‬
‫!‬
‫م‬
‫‪٢٠‬‬ ‫‪٢٠‬‬
‫مأﺀ‬ ‫م‬
‫‪٢٠‬‬
‫ص‬ ‫م‬
‫‪٢٠‬‬
‫أ‬‫‪٢٠‬‬

‫‪٢‬‬

‫ة‬
‫§‪о‬‬
‫‪٠٠‬‬
‫‪P‬‬
‫‪I‬‬ ‫ص‬ ‫ﻟﻪ‬
‫‪٢٠‬‬

‫‪I‬‬ ‫‪٠٠‬‬
‫‪٠‬‬ ‫ص‪# I‬‬ ‫‪.٠٠‬‬
‫؛‬
‫‪I‬‬
‫‪٠‬‬
‫‪٢٠‬‬
‫ؤ‬ ‫ؤ‬
‫ه‬ ‫‪٠‬‬ ‫و ج‬
‫|‬
‫‪٢٠‬‬

‫ة‬
‫و ‪II‬‬
‫| و■‬
‫ﺀه‪..‬‬ ‫؟ة‬ ‫‪pu‬‬
‫ج‬
‫ﺑﻢﺀ‬
‫‪■٠‬‬
‫ج‬
‫ه ﺀ‬

‫|ة‬
‫ق|‬
‫‪I‬‬ ‫|ج‬
‫؛ > ﻳﻪ‬ ‫إ‬
‫‪à‬‬
‫ه‬
‫آل‬
‫وﺀ‬
‫‪и‬‬
‫‪II‬‬ ‫ﻣﻮ و‬

‫«‬ ‫قﺀق‬ ‫ة‬

‫‪ 00‬م |‬ ‫ﻳﻢ ‪ ٥‬ب‬

‫‪ 00‬ﺀ ©‪٥‬‬

‫‪70‬‬
 ‫ق |ة‬ ‫ﺀ “‬
‫رث ‪١٦‬‬ ‫»‬
‫ة‬

‫ة‬
‫‪٧٧‬‬
‫ه ﺀ ى أه‬ ‫‪٧‬‬
‫ه‬ ‫ج‬ ‫ة يﺀ‬
‫ب‬
‫‪g‬‬ ‫إ‬
‫‪О‬ئ‬
‫^'ه‬ ‫ن‬
‫ق‬
‫!‬ ‫‪г4‬‬
‫‪Ig‬‬
‫ا‬

‫‪■٠‬‬
‫‪٠‬‬

‫م‬
‫‪о й‬‬
‫ه‬ ‫‪| g â l‬ﻗﻤﺢ‬
‫وه‬ ‫ج‬
‫‪о S‬‬

‫‪(L s‬‬
‫‪I s‬‬
‫‪а‬‬ ‫ئ ؛؛‬ ‫‪gll‬‬ ‫ه ص‬
‫ى‬ ‫ق^ة‬ ‫‪и‬‬

‫ه‬ ‫‪â‬‬ ‫ة‬

‫ه‬

‫ه‬
‫ه‬
‫‪g‬‬

‫!ة‬
‫ة‬
‫‪I 1‬ة‬
‫‪I‬‬ ‫‪6‬‬
‫ه‬
‫‪1‬‬
‫ه ﺀ‬
‫ة‬
‫‪ P.‬؛ص‬

‫‪٠‬‬

‫‪s‬‬ ‫‪I‬‬
‫ص‬
‫§■‬
‫‪ce‬‬
‫م‬
‫‪а‬‬
‫و‬
‫وﺀ‬
‫و‬

‫ع‬
‫‪л‬‬ ‫‪j‬؛‪c‬‬
‫ص‬
‫‪а‬‬

‫ام‬ ‫ﻳﻢ‬

‫ن‬ ‫‪•S‬‬
‫‪СО‬‬

‫‪II‬‬
‫ص‬ ‫‪٠‬‬
‫!‬
‫ﻓﻪ‬ ‫ق‬
‫&‬ ‫||‬
‫§‬
‫»‬ ‫ة'‬

‫أ‬ ‫‪я‬‬
‫‪в‬‬
‫‪g‬‬

‫؛!‬
‫ق!‬ ‫آل‬

‫م ‪о‬‬
‫‪٧‬‬
‫ج‬
‫‪ТЗ‬‬
‫‪٧‬‬
‫>‪4-‬‬

‫ج‬
‫<‬
‫ق‬ ‫ج‪1‬‬ ‫ؤ‬
‫‪٠٠‬‬
‫|‪ 1‬ة‬
‫‪ I‬ئ! أ ‪III‬‬
‫ه‬ ‫‪о‬‬

‫ؤ!‬ ‫ؤ‬ ‫ق‬ ‫ﺀ‬

‫اا‬ ‫ة‪ .‬ﻣﺢ ؛‬
‫‪ I I‬ةﻣﺢ>؛‬
‫‪as‬‬
‫‪00‬‬ ‫' ‪>٠٠‬‬ ‫‪о‬‬
‫' ‪١٠‬‬ ‫‪о‬‬ ‫‪٠‬‬ ‫ق‬ ‫ة|‬ ‫؟^‬ ‫‪٤‬‬
‫‪٠‬‬ ‫‪٣٩‬ص ص‬

‫!?‬
 ‫ة‬ ‫ة‬ ‫‪1‬‬
‫وة‬

‫| هﺀ‬ ‫‪٠‬‬
‫‪Sa‬‬ ‫|ة‬
‫‪٠ N،‬‬

‫‪ 1 .‬ق‬
‫!‪٠١‬‬
‫ة‬
‫ﺀ ﺀم‬
‫ص‬
‫‪I‬‬ ‫ق‪ .‬ة ‪1‬‬
‫ه ى‬ ‫ةه‬ ‫‪8‬‬ ‫ا ؤ‬
‫ه‬
‫؛‬
‫‪§٤‬‬ ‫ق‬ ‫‪О‬‬

‫ؤ‬
‫؛‪1‬‬ ‫ﻗﻖ‬ ‫"ا‬

‫‪٠‬‬ ‫إ؛أ‬
‫ة ﻗﺎ‬
‫جص‬
‫أأةا‬ ‫قﺀ| ﺑﻤ ة‬
‫ﻞﺀ ة و‪ -‬ق‬
‫‪٠‬‬ ‫!‪II‬‬ ‫ؤ‬
‫ج‬ ‫ج‪ .‬ﺗﻪ‬

‫‪î-i‬‬ ‫‪а‬‬ ‫ة‬

‫م‬ ‫م‬
‫ﺑﻤﺬﺀ‬ ‫ح‬

‫ه'‬
‫ج‬
‫!‬
‫‪2‬‬
‫‪٠٠‬‬
‫‪I‬‬
‫ق»•!!‬
‫ﺀ‬ ‫ﺀ‬
‫ه‬
‫ه‬

‫ه‬ ‫‪Z‬‬

‫‪1SS‬‬ ‫‪ ٠٠‬ص ‪٧٦‬‬ ‫‪0O‬‬ ‫ﺑﻤﻢ م‪١‬‬

‫ﻳﻢ ة ‪I‬‬ ‫و‬
‫‪72‬‬
 ‫‪00‬‬
‫ﻳﻢ‬
‫ه‬ ‫‪00‬‬
‫‪٥‬‬ ‫ﺑ ﻤ ﺘ ﺎ \ﻣ ﻌ ﻤ ﻰ ﺑﻤﺞ‬
‫‪о‬‬ ‫‪Q‬‬
‫ﻳ ﻢ‪о‬‬ ‫ج‬
‫‪ ٠٠‬ه ‪ |٠‬ﺑﻢ‪-‬ج‬
‫‪Ü‬‬ ‫‪?٠١ ,‬؛‪ ٠‬ن ؟‬ ‫‪Ч‬‬
‫ة‬
‫‪I‬‬
‫‪٤‬‬ ‫ة ق ص‬
‫ق؟‬ ‫‪٧‬‬

‫‪У‬‬ ‫ه‬ ‫ه‬

‫‪00‬‬
‫‪٧‬‬
‫ه‬

‫ة!‬
‫ؤ‬ ‫‪•٠‬‬
‫وق‬ ‫ذ و‬
‫قﻳ ﻢ‬
‫ت | آ‬ ‫|‬

‫ﺋﺎ‬
‫إق‬
‫ة ﺀ |‬
‫ظ ‪ ٠٦‬م‬
‫‪PS‬‬ ‫ه‬ ‫ي‬ ‫ﻭ‬ ‫‪g‬‬
‫ﻳﻤﻲﻗ ﺖ| ق‬ ‫‪гй‬‬
‫‪II‬‬ ‫ؤب‬
‫© ‪٨٠‬‬
‫!؟‬ ‫ة|‬
‫‪0‬‬ ‫ة‬ ‫‪о‬‬ ‫ة‬ ‫ى‬ ‫‪Ü‬‬ ‫‪о‬‬ ‫ة‬

‫‪٤‬‬ ‫ةةق‬ ‫‪٤‬‬

‫‪٢٢‬‬
‫ﺑﻤﺔ‬
‫‪١٥‬‬
‫‪0‬‬

‫إل | ة |‬
‫؟?!‪а‬‬
‫؟‬ ‫إ‬
‫ا!اا‬
‫م‬
‫ﺟﺈ إ‬ ‫اا‬
‫‪I.‬‬
‫‪Ü‬‬

‫ة؛‬
‫ه‬
‫‪о‬‬ ‫‪٤٠‬‬ ‫ه‬
‫‪о‬‬

‫<‬
‫ق‬ ‫ح‬
‫> ؛>‬ ‫و‬ ‫ﺑﻢﺀ‬ ‫ه‬ ‫و‬
‫‪٠‬‬
‫ة‬

‫‪о٣٠‬‬
‫ج‬
‫‪о‬‬
‫ؤ‬
‫ﻳﻢ‬
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‫ة‬
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‫ه‬ ‫ة‬
‫<‬

‫ﺑﻤﺞ‬

‫ن‬ ‫ﺀ‬
‫‪о‬‬ ‫ﺑﻢ‬
‫ث>‬

‫ة‬ ‫§‬
‫‪и‬‬ ‫ؤ‬
‫ه‬
‫‪Ü‬‬ ‫‪I‬‬
‫ع‬
‫‪I‬‬ ‫د‬
‫ه‬
‫‪.‬‬
‫هﺀ‬
‫ق‬
‫‪о‬‬
‫‪и‬‬ ‫§‬
‫‪Ü‬‬ ‫ة‬ ‫ؤ‬ ‫‪g‬‬
‫ة‬
‫ق‬ ‫ئ‬ ‫ﺀ‬
‫هﺀ‬
‫ﺑﻢﺀ‬
‫!‬ ‫‪0‬‬ ‫‪٠٠‬‬ ‫ﺀ‬ ‫‪О‬‬
‫‪о‬‬ ‫‪٧‬ؤ‬ ‫ه‬
‫ف‬ ‫‪٠٠‬‬ ‫هﺀ‬ ‫©‬
‫‪٧‬‬ ‫‪pH‬‬ ‫‪Ü‬‬
‫‪٠٧‬‬ ‫‪٠٠‬‬ ‫ه‬ ‫هﺀ‬

‫غ‬ ‫!‬ ‫|ق‬ ‫ا ‪4-‬‬

‫ه‬ ‫ق‬ ‫‪I‬‬ ‫ﺀ‬ ‫‪I‬‬
‫ئ‬
‫ه‬

‫‪Ü‬‬
‫‪я‬‬ ‫‪о‬‬
‫ﺑﻢﺀ‬ ‫ق‬ ‫ة‬
‫ﻳﻢ‬ ‫‪٠١‬‬
‫‪М‬‬ ‫‪٠‬‬ ‫‪٢٢١‬‬
‫‪٢٢‬‬
‫‪٢٢١‬‬ ‫‪٩‬؛‬ ‫؟؛‬ ‫‪٢٢‬‬ ‫ه‬

‫‪73‬‬
 ‫ا‬ ‫‪ 7‬ا'‬
‫ا‬

‫ق‬
‫ة ||‬
‫ق|‬ ‫ه؛ ة ده‬
‫ب‬

‫ﺀ ‪٢-‬‬
‫ج|‬
‫إإ |‬ ‫! إ؟‬
‫‪^ ٤‬‬ ‫أ؟أ‬
‫||ئ‬
‫‪§٤‬‬
‫‪о‬‬ ‫‪٢٠‬‬
‫‪4 1‬‬ ‫ﺀ‬
‫ع‬
‫ج‬
‫ق‬ ‫دم‬
‫‪٠с،‬‬ ‫ه‬
‫‪I‬‬ ‫‪g‬‬
‫ه‬
‫ج‬ ‫ة‬
‫‪١٠‬‬
‫‪о‬‬
‫‪١ ٠,‬‬

‫‪SS‬‬ ‫|إ‬ ‫ﻗﻖ‬

‫‪II‬‬ ‫■‬
‫ﻗﺎ‬ ‫‪Sc‬‬ ‫‪S‬‬
‫‪،٠٧‬‬ ‫ﺑ ﻤ ﻢ ه‪،‬‬
‫ا ﺀ‬ ‫ة ه‬
‫ه >‬
‫ة ﺀ‬ ‫‪и‬‬
‫ﺀ ة‬ ‫§"‬ ‫ة|‬
‫ئ ؛>‬
‫‪Ü‬‬ ‫‪Ü‬‬ ‫‪о‬‬ ‫ه‬

‫‪h li‬‬

‫‪٠‬‬
‫ة‬ ‫‪٤‬‬ ‫‪ 11‬أئ‬ ‫‪٢٠‬‬
‫‪о‬‬

‫|‬ ‫آل | ق‬

‫م‬ ‫م‬ ‫ه‬ ‫ه‬

‫‪Сц‬‬
‫!‬ ‫؛>‬ ‫و‬ ‫<‬
‫و‬
‫‪-S‬‬
‫‪о‬‬
‫‪Û‬‬ ‫‪Ü‬‬ ‫ى‬ ‫‪О‬‬
‫ه‬
‫ﺀ‬
‫‪٠‬‬ ‫ق‬
‫ص!‬
‫‪٠٧‬‬
‫ة‬
‫‪٢٠‬‬
‫‪٢٠‬‬

‫‪I‬‬
‫ﺀ‬
‫§‬

‫‪I‬‬
‫|ق‬
‫‪0‬‬

‫‪I‬‬
‫ص‬
‫ج‬

‫!‬
‫‪I‬‬
‫‪٢٠‬‬ ‫‪и‬‬
‫ﻟﻢ‬
‫‪I‬‬
‫‪٠٠‬‬
‫§‬ ‫ه‬ ‫‪i‬‬ ‫‪٠٠‬‬
‫‪٢٠‬‬ ‫‪٠٠‬‬ ‫م‬ ‫‪II‬‬
‫ة‬ ‫أ‬ ‫ﺀ‬ ‫ه‬
‫ة‬
‫‪٧‬‬
‫‪٠٠‬‬
‫ص‬ ‫‪0‬‬
‫ص‬
‫‪٢٠‬‬

‫‪II‬‬
‫‪II‬‬ ‫وق‬
‫‪11‬‬
‫ه‬
‫‪и‬‬

‫‪٢٠‬‬
‫ؤ‬
‫‪٢٠‬‬

‫و ‪٠‬‬
‫اأ‬ ‫‪0‬‬ ‫ة‘‬
‫‪II‬‬ ‫ﺑﺔ‬
‫‪I‬‬ ‫ق‬
‫§‬
‫‪٠٠‬‬

‫‪il‬‬ ‫أ!‬
‫ؤم‬
‫‪II‬‬ ‫حﺀ‬

‫؛‪١‬‬
‫ص‬
‫‪|1‬‬
‫ق‬ ‫ؤ‬ ‫ة‬ ‫ه‬ ‫ه‬

‫ب ^‪٠٠‬‬ ‫‪٠٠٠‬‬
‫؛ ‪! ٠‬‬

‫‪74‬‬
 ‫ﺀ ‪٢‬‬ ‫ق‬
‫ؤﺀق‬
‫‪S‬‬
‫‪,‬ت > ‪٠١‬‬
‫‪а‬‬ ‫ق‬ ‫‪a‬‬
‫■ ‪٩‬‬
‫وه‬ ‫‪Vf‬‬
‫ا‬
‫ظ ؤ‬ ‫‪.‬م‬ ‫؛‪а‬‬
‫!؛أ‬ ‫‪:٠‬‬
‫و‬ ‫ﺀ ه‬ ‫؛إ‬
‫№‬ ‫'‪SS‬‬
‫ﺀ‬ ‫ج‬ ‫آل‬ ‫ا!‬
‫‪О‬‬ ‫ﺀ‬ ‫ة‬ ‫‪Ü‬‬ ‫ﻧﺎ‬

‫ج‬
‫إ!‬ ‫ق‬
‫‪00‬‬
‫‪.0‬‬
‫دم‬
‫دم‬
‫ﺑﻢ‪8‬‬ ‫ه‬

‫أ‬ ‫‪,‬ة‬
‫‪§٤‬‬ ‫ج‬ ‫‪I‬‬ ‫ح‬
‫‪ON‬‬
‫‪I‬‬ ‫‪١٥‬‬ ‫اأا‬ ‫‪٠‬‬
‫‪g‬‬
‫ؤب ة‬ ‫وق‬
‫‪Is I .‬‬
‫»‪Ou‬‬ ‫ة مﺀ‬
‫ق|‬ ‫‪ai‬‬
‫§ ‪о Ü‬‬
‫‪Ü‬‬ ‫هﺀ‬ ‫‪I‬‬ ‫ﺀ ؤ‬

‫؛‪1‬‬
‫‪а‬‬

‫‪ce‬‬
‫ة‬
‫‪ce‬‬ ‫‪ce‬‬ ‫‪CS‬‬
‫ة‬ ‫‪I‬‬
‫‪Л‬‬
‫‪Л‬ة‪-‬‬
‫©‬ ‫©‬

‫‪О‬‬
‫ﺑﻢ‪-‬‬

‫‪ô‬‬ ‫ص‬
‫ج‬ ‫د‬
‫ه‬ ‫‪g‬‬ ‫‪û‬‬
‫ﻣ ﻪق‬
‫‪٠٠‬‬
‫§‬
‫‪٠‬‬ ‫ه‬
‫و■‬
‫ﺀ‬
‫م‬
‫ق‬ ‫‪S‬‬
‫‪N‬‬
‫«‬
‫‪to‬‬
‫•‪s‬‬ ‫ة‬ ‫^‬
‫آل‬ ‫ق‬
‫ة‬ ‫‪В‬‬ ‫د‬ ‫ق‬

‫‪٠‬‬
‫‪00.‬‬ ‫‪00‬‬ ‫‪Й‬‬

‫‪75‬‬
 ‫‪о‬‬
‫‪ON‬‬
‫ا‬ ‫ب ه‬

‫ه‬ ‫ة‬
‫ة‬ ‫‪٠٠ ۶٠‬‬
‫‪00‬‬ ‫‪٠٠,‬‬
‫أﺀ‬
‫‪٤‬‬ ‫ة‬
‫‪٧٧‬‬
‫‪Ù‬؛‬
‫ه‬ ‫‪о‬‬
‫!‬
‫‪II‬‬ ‫‪II‬‬
‫إﺀ‬ ‫‪sa‬‬
‫‪ о‬ﺀ‬
‫‪I‬‬
‫ج‬
‫ﺀة‬
‫‪٢٢‬‬

‫ه‬ ‫وه‬ ‫§‬

‫ة‬
‫ه‬ ‫‪и‬‬ ‫‪d‬‬ ‫‪Ü‬‬
‫ص‬

‫|||‬
‫‪iii‬‬
‫؛‪ 3‬ذأ ‪g‬‬
‫أ‬
‫‪٢٢‬‬ ‫‪ce‬‬
‫‪٠٠‬‬ ‫ﺑﻢ هﺀ‪1‬‬
‫ج‬

‫‪ S‬صﺀ ج‬ ‫ة و‪٠‬‬
‫ة‬

‫‪а‬‬ ‫اق‬ ‫^ ‪ g ، s‬رج‬

‫ت|‬ ‫‪!٤‬‬ ‫‪сею‬‬

‫ﺑ ﻤ ﺢ' إ‬ ‫‪ а‬ق‪ .‬أ‬
‫‪и‬‬ ‫ﻟﻪ‬ ‫ه‬

‫‪а.‬‬ ‫ه‬
‫‪٧‬‬
‫ه‬ ‫‪а‬‬
‫‪о‬‬ ‫‪٠‬‬

‫‪IÎ‬‬
‫‪Л‬‬

‫‪٢٢‬‬ ‫‪٢٢‬‬ ‫‪٢٢‬‬

‫ﻳﻢ‬

‫ن‬
‫و‬
‫‪٧‬‬ ‫و‬ ‫ﻳﻰ‬ ‫‪о‬‬
‫<‬
‫‪٠٠‬‬
‫ى‬
‫هﺀ‬ ‫‪Он‬‬
‫‪I‬‬
‫‪I‬‬ ‫ج‬

‫أ‬ ‫ال‬ ‫|إ‬ ‫م‬

‫ة‬ ‫ﺀ‬
‫§‬ ‫‪٧‬‬
‫‪ce‬‬ ‫ئ‬
‫§‬
‫‪٠‬‬ ‫ج‬
‫‪Рн‬‬ ‫ة‬ ‫ال‬
‫ه‬
‫‪о‬‬ ‫ت‬ ‫ف‪.‬‬ ‫‪٠٠‬‬
‫§‬
‫ه‬ ‫‪о‬‬
‫ق‪0‬‬
‫‪٧‬‬
‫ج‬
‫ﻓﻲ‬ ‫‪я‬ق‬ ‫||‬ ‫م‬
‫ج‬
‫‪i‬‬ ‫ه‬
‫و‬
‫>‬ ‫ﺀ‬ ‫أم‬
‫ق|‬ ‫‪ON' ٠ ٠‬‬
‫'‪٠٠٠‬‬
‫' ‪00 ٠ ٠‬‬
‫^‬
‫■ ‪٣ ٠‬‬
‫' ة‬

‫‪76‬‬
 ‫ق •ﺀ ة‬
‫ة‪:‬‬ ‫ة ‪I‬‬
‫‪s‬‬
‫؟‬ ‫‪о ٠‬‬

‫•‪ И‬م‬
‫‪٧‬‬
‫ه‪.‬‬
‫|ه‬
‫أ ؛‬ ‫|أ‬
‫ص‬ ‫ا | ك‬
‫ب‬ ‫ة‬ ‫‪،٠‬‬
‫قﺀ ‪ 7‬ت‬
‫ه‬
‫‪0‬أ‬ ‫‪ 111‬ة “‬ ‫‪٠‬‬
‫ب‬ ‫ﻟﻮ‬ ‫ﺀ ة‬
‫؛‬
‫ه‬ ‫‪ H‬ف‬
‫№‬
‫ة‬
‫ه‬
‫‪о‬‬
‫أ؛‬ ‫ض‬
‫ظ ﺀ ف ‪cj‬‬ ‫ة ‪٤+‬‬
‫م‬
‫‪0‬‬ ‫ه‬
‫ي‬

‫مﺀ م‬
‫ئ‬ ‫ة‬
‫ه‬ ‫‪٠‬‬

‫‪I‬‬ ‫ة‬
‫ق‬ ‫ئ ‪|I‬‬
‫ا ﺛﺔ‬ ‫№‬
‫و‬ ‫<‬
‫ﺀ‬ ‫‪О‬‬ ‫‪О‬‬ ‫‪Ü‬‬

‫‪Is‬‬ ‫‪а‬‬
‫|ؤ‬ ‫‪0‬م‬
‫‪٠‬‬
‫‪а‬‬

‫‪I‬‬ ‫‪j‬‬
‫»‪Н-‬‬ ‫<—‬
‫‪١٠٦‬‬

‫‪Я‬‬
‫‪II‬‬ ‫‪٧‬‬

‫ق‬
‫‪I‬‬ ‫‪I‬و‬ ‫‪es‬‬
‫ج‬ ‫‪I‬‬ ‫ح‬
‫‪^ g‬‬
‫ﻣﻪ‬
‫ة‬
‫؟‬
‫و‬ ‫‪٠٠‬‬ ‫ﻟﻢ‬ ‫‪٠٠‬‬
‫ص‬
‫‪Ii‬‬ ‫‪Я‬‬

‫ة‬ ‫ﺀ‬
‫ﻫﻪ‬
‫ه‬
‫م‬
‫§‬
‫م آل‬
‫‪II‬‬ ‫ج‬
‫‪٠٠‬‬
‫§‬
‫‪٠٠‬‬
‫‪i il‬‬
‫د‬ ‫؛ ^ أ ة‬
‫||‬ ‫ﺀ‬
‫‪١٥‬‬ ‫‪00‬‬ ‫ج ‪СЛ‬‬
‫‪О‬‬
‫ﻳﻢ‬ ‫§‬ ‫ﻳﻢ‬ ‫‪ о‬وو‬ ‫ﻳﻢ‬
‫‪P‬‬
‫ﻳﻢ‬ ‫ة‬ ‫ة‬ ‫‪ N‬أم‬ ‫‪N‬‬

‫??‬
 ‫‪ I‬ﺀ و‪ .‬و ؛‬
‫‪٠٠‬‬
‫ق ‪Il‬‬ ‫‪i I‬‬
‫?ﺀ ص‬
‫‪^ »٦‬‬ ‫اة‬

‫‪I1‬‬
‫ه‬ ‫؛>‬
‫ة‬ ‫‪и‬‬
‫؛‪U‬‬ ‫ﺀ و ‪٠١‬‬ ‫ه‬
‫ه‬ ‫‪٠‬‬
‫ة‬ ‫ﺀج‬

‫إأإ؛أ‬
‫وه‬
‫أ إ‬ ‫ص؛‬

‫‪II‬‬
‫‪..‬؟ ى و ﺀ‬

‫‪iilfl‬‬
‫‪٠١٠‬‬
‫‪٥٩٠‬‬ ‫إ|‬
‫و ﻳﻢ‬
‫‪٣‬‬ ‫‪ ٤‬ﺀة‬ ‫ﻟﻪ ﺍ‬ ‫ا‪7‬‬
‫‪Ü‬‬ ‫‪Ü‬‬ ‫ه‬ ‫ﻗﺔ ةاة‬

‫ه‬ ‫‪О‬‬
‫‪٠‬‬
‫‪о‬‬

‫ي‬
‫‪I‬‬
‫|‬ ‫ة‬

‫!ة‬
‫ؤ‬
‫‪о‬‬ ‫‪и‬‬ ‫‪Ü‬‬

‫<‬

‫ﺀ‬ ‫ﺀ‬
‫‪٢ ٦‬‬ ‫‪٢ ٦‬‬ ‫‪٠٦‬‬ ‫‪٠٦‬‬ ‫‪ ،‬ﻧ ﺆ‬

‫‪00‬‬

‫إ‬
‫م‬
‫ه‬
‫ج‬
‫ه‬
‫ج‬ ‫‪٧‬‬

‫‪I‬‬
‫‪٠٠‬‬
‫‪•٠‬‬ ‫ج‬
‫ﺀ‬
‫‪I‬‬
‫‪О‬‬ ‫وذ‬ ‫؛ إ‬ ‫<‬
‫‪I‬‬ ‫‪٠٠٠‬‬

‫ق‬ ‫|ق‬
‫ﻟﻪ‬
‫ﺀ‬

‫!‬ ‫§‬
‫ال‬

‫‪I‬‬ ‫ﻟﻪ‪g‬‬
‫ة‬
‫ث‪5‬‬
‫ص‬
‫‪1‬ق‬
‫‪о‬‬

‫‪78‬‬
 ‫ؤ؛‬ ‫اة‬ ‫‪I‬‬ ‫اه‬

‫‪I‬‬
‫ﻳﻢ‬ ‫أ‬ ‫‪٠‬‬
‫‪Q‬‬ ‫ة‬

‫ه‬ ‫‪٧٠٠‬‬
‫ق| ﻣﺢ‬ ‫‪٠‬‬ ‫ة‬ ‫وه‪٠٠‬‬
‫‪٠‬‬ ‫ﺀة‬
‫ق|أ‬
‫|‬ ‫ي‬ ‫|‬ ‫هج‬
‫! ااث ‪L1‬‬ ‫اا‬ ‫ة ئﺀ‬ ‫زح ب‬
‫ه و‬ ‫ه‬
‫^‬ ‫ﻗﺞ‬ ‫|‬ ‫ﻣ أل ؤ‬
‫‪b‬‬
‫ؤ‬
‫آل‬
‫ة‬ ‫‪Ü‬‬ ‫ال‬ ‫ال‬ ‫ة‬
‫أم‬
‫‪٠‬‬
‫ص‬ ‫|ق‬
‫م‪S‬‬
‫§|‬
‫و ‪:‬‬
‫‪о‬‬
‫ظ §‬ ‫ح‬
‫■ ‪ ٠١‬و‪1‬‬ ‫‪٠‬‬

‫‪к‬‬ ‫ﺀ ة‬
‫‪ ٧‬ق‬
‫ه‬ ‫وج‬

‫‪II‬‬
‫‪ь ٧‬‬
‫‪٠‬‬ ‫‪ 1‬ةا‬
‫ة‬

‫‪il‬‬
‫!‪٤‬‬ ‫‪٠‬‬ ‫‪٠‬‬ ‫‪٠‬‬
‫‪I‬‬ ‫"‪٠‬‬ ‫‪٠‬‬ ‫‪٠‬‬ ‫ة‬ ‫‪٠‬‬ ‫‪٠‬‬

‫‪٧‬‬ ‫ﻟﻪ‬
‫§‪I‬‬ ‫ﺀ‬

‫ﻣﻦﺀ‬ ‫‪٠٠٠‬‬

‫‪I‬‬ ‫‪I‬‬
‫‪٠٠‬‬ ‫ؤ‬
‫‪I‬‬
‫‪٧‬‬ ‫ة‘‬
‫ؤ‪.‬‬ ‫ﺀ‪.‬‬ ‫‪٠‬‬
‫ج‬
‫‪I‬‬
‫‪3‬آب‬
‫م‬
‫‪I‬‬
‫<‬ ‫إ‬
‫ج‬
‫ج‬
‫وه‬
‫‪g‬‬ ‫‪I‬‬
‫‪1‬‬
‫!‬
‫‪Z‬‬ ‫§‪1‬‬
‫ق ة■‬
‫ا‬
‫أ ‪I‬‬ ‫ة‬
‫ص‬
‫‪٧‬‬ ‫ود‬ ‫‪I‬‬
‫‪II‬‬ ‫‪II‬‬
‫‪٠٠ 00 ٠١‬‬ ‫‪٠‬‬ ‫‪rf‬‬
‫‪٢٢١‬‬ ‫آم‬
‫ص‬ ‫‪00‬‬
‫ج‬ ‫و‬ ‫‪٠٢٢‬‬ ‫ه‬
‫وج‬ ‫ﻳﻢ‬ ‫‪٢٢١‬‬ ‫‪٢٢١Я‬‬ ‫؛م‬
‫ﻳﻢ‬ ‫ﻳﻢ ﻧﻢ‬ ‫‪N‬‬ ‫ﻳﻢ‬ ‫‪N‬‬ ‫‪N‬‬ ‫‪ N‬ﻳﻢﻳﻢﻳﻢ‬ ‫‪N‬‬ ‫و ﻳﻢ‬ ‫‪N‬‬ ‫‪N‬‬

‫‪79‬‬
 ‫‪о ٠٠‬‬ ‫و‬
‫ﻟﻪ‬
‫§ ة !‪١‬‬ ‫‪٧‬‬
‫ﺀة‬ ‫‪2D‬‬
‫§‪:‬آل‬ ‫(ج‬ ‫‪٧‬‬
‫ه‬
‫‪Q‬‬
‫‪1‬ث‬
‫ج‬ ‫‪٧‬‬
‫ﺑﻢ‬ ‫ه‬
‫‪а‬‬ ‫ﻳﻢ‬
‫ا‬ ‫‪,‬‬
‫ﺑﻤﺐ‪،‬‬ ‫‪٧‬‬
‫‪as 1‬‬ ‫ة‬ ‫ه‬ ‫‪ss‬‬
‫؛‪1‬‬
‫أ‬ ‫‪٣١‬ق‬
‫؟ة‬ ‫‪и‬‬ ‫'ة‬ ‫ض‬ ‫ال‬ ‫ال‬

‫ض‬
‫م"ه‬ ‫‪٤‬‬ ‫وأ‬
‫ة!ا‬
‫إ‬
‫‪٠٠‬‬ ‫‪٧٦٥‬‬ ‫ﺀﺀ‬
‫ص‬
‫ي‬

‫‪1 - Ï‬‬
‫اا‬ ‫؛‬ ‫|‬ ‫“ ﺑﻢ‬
‫‪ a‬ة• ة‬
‫‪٠٠‬‬
‫‪il‬‬ ‫‪I‬‬
‫م‬
‫ة‬ ‫ح و ج‬ ‫‪1‬أ‬
‫ة‪8‬‬
‫‪PS‬‬
‫إق‬
‫‪٠‬‬ ‫‪-‬‬ ‫ه‬ ‫‪§ l i l i i‬ق‬ ‫‪ I‬ؤ‬ ‫‪11‬‬
‫§‬ ‫‪٧‬‬

‫‪>п‬‬ ‫‪а‬‬ ‫‪о‬‬

‫ص‬
‫‪Ш‬‬ ‫‪٥٠‬‬
‫‪٢٢‬‬

‫‪II‬‬
‫و‬
‫آلﻧﺦ‬ ‫‪٣٦‬‬
‫ة‪.‬ح‬
‫‪٢٢‬‬ ‫‪٠‬‬

‫ﺀ‬
‫‪٠‬‬
‫‪ce‬‬
‫‪ce‬‬
‫‪II‬‬ ‫ة‬ ‫أل‬
‫ة‬
‫‪О‬‬

‫‪٠‬‬ ‫‪٧٠‬‬
‫& ة‬
‫ﺑﺈ ‪٧‬‬
‫ه‬
‫‪‘٧‬‬
‫ﺀ‬ ‫‪I‬‬ ‫‪а‬‬ ‫ﺀ‬
‫‪II‬‬ ‫ة‪i‬‬ ‫‪٠٠‬‬ ‫ت‬

‫ؤ؛‬
‫‪ce‬‬
‫‪٠‬‬
‫ص‬ ‫‪I‬‬
‫ﺀ‬
‫‪٧‬‬ ‫‪ce‬‬
‫ﺀم هه‪.‬‬ ‫؟‪٧‬‬
‫ﺀ‬
‫‪٠٠‬‬
‫!‬ ‫‪t‬‬ ‫‪О‬‬
‫‪о‬‬
‫ة ة"‬ ‫*‪ 0‬ؤ‬
‫§‬ ‫ه‬

‫أؤ‬ ‫§‬
‫‪Ü‬‬ ‫أ '| ‪I‬‬
‫ﺀم||ق‬
‫‪c٧e‬‬ ‫‪ce‬‬
‫ﺀ‬
‫هﺀ‬
‫ﺀ‪.‬‬
‫ص‬
‫‪I‬‬
‫|||ﺀ |‬
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‫‪II‬‬
‫ة‬
‫ق ‪ | ،‬ؤ ال |‬
‫ﺀة‬
‫ا‬ ‫ة‬
‫ه‬
‫لﺀ‬ ‫‪I‬‬
‫س‬
‫ﻳﻢ‬
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‫رم ©‬ ‫‪2‬‬

‫§‬

‫؟ ق§‬
‫ه‬

‫‪ ٧‬ﺀ ه‬
‫ح‬
‫‪٠‬‬
‫ه‬
‫‪٠‬‬ ‫ة‪a‬‬ ‫‪а‬‬
‫©‬
‫‪ss‬‬ ‫ة | ة‬
‫‪ils‬‬
‫||‬
‫ج ﺀ‬
‫‪p‬‬ ‫‪дщ‬‬
‫وا‬ ‫‪g a a‬‬ ‫م‬ ‫ة‬ ‫ﻣﺢ §‬
‫ص‬

‫‪la‬‬
‫‪a‬‬
‫‪٤‬‬ ‫ق‬
‫‪٠٠‬‬
‫ة‬ ‫‪1‬‬
‫ا‬
‫‪Is‬‬ ‫‪P‬‬
‫ة‬ ‫‪ 0‬و‬
‫‪a‬؛‬ ‫‪'٤‬‬
‫إ‪|-‬ق‬
‫وه ‪٢٠‬‬ ‫ج‬
‫ة'ة‬ ‫'‬ ‫ة‬ ‫‪и‬‬

‫ﻣﻨﺂ‬
‫ة‬
‫ة‬
‫‪H‬‬
‫ج‬
‫ص‬ ‫‪|a‬‬ ‫‪٠‬‬
‫‪Рн‬‬
‫‪p‬‬
‫‪pH‬‬
‫ه‬
‫‪о‬‬
‫‪٠‬‬

‫ة‬ ‫إل )‪bJ‬‬

‫و‬
‫ﻫﻒ‬ ‫‪I‬‬
‫>‪i‬‬ ‫إل‬ ‫ﻫﻒ‬ ‫‪Ы‬‬‫)‬ ‫ﻫﻒ‬
‫و‬
‫و‬
‫ج‬ ‫ؤ‬
‫‪٠‬‬

‫<‬
‫‪ш‬‬
‫و‬
‫ق ‪|.‬‬ ‫‪٠٠‬‬
‫‪"я‬‬
‫‪il‬‬
‫‪û‬‬
‫‪٠٠‬‬
‫‪٠‬‬
‫‪я‬‬
‫ه‬
‫©‬
‫‪и‬‬
‫‪я‬‬
‫‪цй‬‬ ‫‪и‬‬
‫و‬
‫‪I‬‬
‫‪я‬‬
‫ة‬ ‫ق؛‬ ‫ج‪.‬‬
‫‪9‬ا‬ ‫‪ я‬ذذ‬
‫وﺀ‬ ‫‪"я‬‬ ‫‪٧‬‬
‫‪II‬‬
‫ة ا‪1‬إ‬
‫ن‬ ‫م‬
‫‪٧‬‬ ‫آل‬
‫‪Е‬‬

‫‪и‬‬
‫‪|В‬‬ ‫‪щ‬‬
‫‪Is‬‬ ‫‪ lw‬و‪i‬‬
‫‪I‬‬ ‫ق‬
‫‪٠٠‬‬ ‫‪о‬‬ ‫ﻳﻢ‬ ‫ف‬‫‪0‬‬
‫‪١٠‬‬ ‫‪١٥‬‬ ‫‪١٠‬‬ ‫ﻳﻢﻳﻢ‬ ‫ﻳﻢ‬ ‫‪N‬‬ ‫‪N‬‬
‫؟؛‬ ‫ﻳﻢ‬ ‫ﻳﻢ‬ ‫ﻳﻢ‬ ‫ﻳﻢ‬ ‫ﻳﻢص ﻳﻢ‬ ‫ﻳﻢ‬

‫‪81‬‬
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‫ة‬

‫إل‬

‫‪٠‬‬
‫‪٠‬‬
‫‪٠١‬‬
‫ﻣﻢ‬

‫ة‬
‫‪со‬‬
‫‪в‬‬

‫‪ü‬‬ ‫‪ü‬‬ ‫‪00‬‬

‫ة‪I‬‬ ‫‪II‬‬
‫‪li‬‬
‫ة‬ ‫‪٠‬‬
‫| ﻗﺄ‬
‫\م‬ ‫‪о‬‬
‫‪щ‬‬
‫و‬
‫إل‬ ‫ؤ‬
‫ق‬
‫‪В‬‬
‫‪Ё‬‬
‫‪IВ‬‬
‫&‬ ‫‪٠‬‬ ‫‪٠‬‬ ‫‪٠‬‬
‫ﻟﻪ‬
‫؟‪о‬‬

‫<‬ ‫©‬
‫و‬ ‫ال‬

‫اة‬
‫‪٠‬‬ ‫ﻗﺄ |‬ ‫دم‬
‫ﺀ‬
‫‪d‬‬
‫ﻟﻪ‬ ‫إ‬
‫ق‬ ‫‪'Я‬‬ ‫ﺀ‬

‫‪II‬‬
‫‪О‬‬

‫ه‬ ‫ق‬
‫ﻧﺠﺬ‬
‫‪c/i‬ﻟﻪ‬
‫‪d‬‬ ‫‪I‬‬ ‫ق‪.‬‬
‫ق‬

‫‪I‬‬ ‫ا|‬ ‫ق‬

‫‪I‬‬ ‫‪I‬‬
‫‪٠٠‬‬ ‫№‬
‫او‬
‫‪٠‬‬ ‫و‬
‫‪٠‬‬

‫ق‬ ‫وه‬
‫‪II‬‬ ‫ه‬ ‫ؤة‬
‫ق‬
‫هﺀ‬
‫وﺀ‬ ‫و‬
‫ه ‪|0‬ق| ‪1‬‬ ‫و‬
‫|‬ ‫ﺋﺔ‬ ‫^’ ‪1‬‬ ‫‪Z‬‬
‫ﻗﺎ‬
‫' ‪s‬‬ ‫ة‬

‫‪٠‬‬ ‫آل <ا‬ ‫«‪،‬‬

‫©‪٠‬‬ ‫ﺀ ‪00‬‬ ‫‪00‬‬ ‫‪٠٠١‬‬
‫ﻳﻢﻳﻢ‬
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‫م‪0‬‬

‫||‬
‫‪m‬‬

‫‪٠‬‬
‫! أ!‬
‫‪О‬‬
‫‪ 15‬ه‬ ‫ه‬ ‫ه‬ ‫ه‬ ‫‪٢٢‬‬
‫ةق؟ إل‬ ‫‪а‬‬ ‫‪٢٢‬‬ ‫§م‬
‫م‬ ‫‪о‬‬
‫و‬
‫ة | ﻣﺢ |‬ ‫‪١٥‬‬ ‫‪٣٦٠٠‬‬
‫ج‪ 1‬ة‬ ‫أ‬ ‫||| ‪1‬‬ ‫دﺀ ﺀ‬
‫ﺟﺮ‬ ‫‪ OJ0‬ي‬

‫ة؛‬ ‫‪а‬‬ ‫م‬ ‫م‬ ‫اإ‬

‫‪1‬ﻣﺔ‬ ‫ه‬
‫‪٧‬‬

‫ه‬
‫‪٧‬‬
‫‪١٥‬‬
‫‪٠‬‬
‫‪о‬‬
‫؛‬ ‫أ‬
‫إ‬ ‫‪о‬‬

‫‪о‬‬
‫‪а‬‬
‫! |‪jiii‬‬ ‫‪s -ë‬‬
‫‪ЧН‬‬
‫‪ ٢ •S‬ة ج‬
‫بغ‬
‫صﺀ‬ ‫اأ‬ ‫|ق‬ ‫‪и‬‬ ‫‪О‬‬
‫ةق |‬ ‫ة ﺀ‬
‫«؛؛‬ ‫ه‬
‫‪d‬‬
‫‪Они‬‬
‫ه ؛>‬
‫‪о‬‬

‫ﺀ•‬
‫‪ ai‬ق‬
‫؛ ‪ê j‬‬

‫ﺝ‬ ‫ﺩﻩﺩﻩ‬ ‫ﻟﻪ‬ ‫ﺀ‬ ‫دو‬ ‫ده‬ ‫<م‬

‫ة‬
‫!‬
‫ص‬ ‫ص‬ ‫ص‬ ‫ص‬
‫ﺹﺹ‬ ‫ﺹ‬
‫‪во‬‬
‫‪I‬‬ ‫‪I‬‬
‫&‬
‫‪٧‬‬
‫ﺝ‬
‫‪٧‬‬
‫ﻩ‬
‫ﻟﻪ‬
‫ﻱ‬
‫ﻩ‬ ‫■ﻳﻢ‬
‫ئ‬
‫ه‬
‫‪٧‬‬
‫ﻡ‬
‫ع‬
‫‪I‬‬ ‫ه‬
‫‪о‬‬

‫ﺀ‬
‫‪٧‬‬

‫‪٣٩٢٩٣‬‬ ‫ﺏ‬ ‫‪٣٩‬‬ ‫‪٣٩‬‬

‫ج‬
‫ؤأ ||‬ ‫م‬
‫‪٧‬‬
‫ق‬
‫‪|| ,‬ث‬ ‫ﺀ‪.‬‬
‫‪'Й‬‬
‫‪я‬‬ ‫‪S‬‬
‫ئ‬
‫‪I‬‬
‫_ق ؤ‬
‫‪1‬ج‬ ‫ﺑﻢﺀ‬
‫!!■ؤ‬
‫‪ | Iс‬إ‬
‫ص‬ ‫‪،Н‬‬

‫<ﺀ‬ ‫ه‬
‫ﺀ‬
‫ه‪я а‬آل ‪Û‬‬ ‫‪I‬‬
‫‪я‬‬

‫||ق‬ ‫و ﺀ‬
‫ق ||؛‬ ‫ي‬ ‫ة‪ .‬ﺀ‬
‫‪٢٠٠‬‬
‫‪я‬‬
‫‪I‬‬ ‫إل ﺀ‬
‫ة’ ق‬
‫«‬
‫|ة‬ ‫‪§٠‬‬ ‫ة‬
‫‪٢٢‬‬ ‫ﻣ ﻬ آل © م‬
‫‪:‬ةة‬ ‫‪о‬‬ ‫—) ‪٣٩‬‬
‫‪٢‬‬ ‫‪٣٩‬‬ ‫ﻳﻢ ‪ ٩‬و ‪٣٩‬‬ ‫‪٣٩‬‬
‫‪٣،‬‬ ‫^‪٣ ٠ ٣١٣٠‬‬
 ‫‪٤‬‬ ‫ص‬ ‫ا!‬
‫‪I‬‬ ‫‪о‬‬
‫ﻟﻪ‬
‫خ ت؛‬
‫ؤ ك‬
‫و‬
‫ا‬
‫ة‬
‫‪٧‬‬
‫ص!‬
‫ﺀ‪:‬‬ ‫‪.‬؟؛‪Î‬‬
‫|ةﺑﻢ‪1‬ئ|‬
‫‪а‬‬ ‫ه‬ ‫ه‬
‫‪о‬‬ ‫ص‬
‫ص‬ ‫‪a‬‬
‫‪ о Й‬ﺀ‬
‫ؤ و• ق‬
‫‪ ٠٠‬و د‬ ‫‪.‬ﺳﻄﻊ‬ ‫‪.‬‬
‫ه‬
‫<‬
‫ج‬ ‫ه‬ ‫‪а‬‬ ‫ة‬ ‫|‪1‬‬ ‫وه‬
‫‪о‬‬ ‫‪Ü‬‬ ‫ة‬ ‫ة‬ ‫‪Ü‬‬ ‫ة‬ ‫‪Ü‬‬

‫‪а‬‬ ‫‪٠‬‬
‫\‪о‬‬

‫ص‬
‫ج‬‫‪٧‬‬
‫ق‬ ‫ق‬
‫ة‬ ‫ه‬ ‫‪о‬‬ ‫‪pH‬‬
‫‪I‬‬
‫‪СО со‬‬
‫ﻳﻢ‬

‫ة | ق| ‪I‬‬ ‫‪Ô‬‬
‫؛‪и‬‬ ‫ة‬
‫■‪g‬‬ ‫‪о‬‬
‫ﺀ‬ ‫ﺳﻪ‬
‫ق‬
‫‪I‬‬ ‫‪i‬‬ ‫‪I‬‬ ‫ج‬
‫‪H‬‬
‫‪٠٠‬‬
‫‪I‬‬
‫ق ‪ II‬ه‬ ‫‪2‬‬
‫ظ‬
‫وه‬
‫‪'I‬‬
‫ه‬
‫ج‬
‫ة‬
‫ة‬ ‫‪٠‬‬
‫‪II‬‬
‫‪٧‬‬
‫ؤ‬ ‫‪I‬‬ ‫№‬
‫‪٧‬‬

‫ة‬ ‫‪I‬‬ ‫ة‬

‫ص‬

‫؛>‬
‫‪٠‬‬
‫ه‬ ‫؟‬
‫ا‪1‬‬
‫ص‬

‫‪II‬‬ ‫||‬
‫ص‬
‫‪О‬‬
‫قﺀ‬ ‫ن‬ ‫أ‬
‫‪и‬‬
‫‪и‬‬ ‫وﺀ‬ ‫‪٠ Dh‬‬
‫‪S‬‬
‫ه| ‪I‬‬
‫‪в‬‬

‫!‬ ‫ؤ ﺀو‬
‫‪о‬‬
‫‪.§■1‬‬ ‫!!‬ ‫ةت ‪1‬‬
‫‪١٠١‬‬ ‫||||‬ ‫اإ!أأ‬
‫ة‬

‫‪о‬‬
‫‪٢١‬‬
 ‫‪I‬‬
‫ة‬ ‫‪и‬؛‬
‫ه‬
‫‪٠‬‬ ‫؛‪3‬‬
‫ﻩ‪٧‬‬
‫ﻡ‬
‫ﺹﻩ‬
‫و‬
‫ص‬
‫ﻫﺪ‬
‫ﺀ‪٠‬‬
‫ﺀ‬ ‫‪Ü‬‬ ‫ا_ﻣﺎ‬
‫أق‬ ‫أق‬

‫ئ|‬
‫ﻧﺔ‬
‫اا‬ ‫ﻣﺢ |‬ ‫ة‬ ‫‪I‬‬
‫ﺹ‬ ‫ه‬ ‫‪РЗ‬‬ ‫ﺀ‬

‫ق ‪7‬‬ ‫‪٠‬‬
‫ﻩ‬ ‫‪٠‬‬
‫‪Tf‬‬ ‫‪00‬‬

‫‪Q‬‬

‫‪S‬‬ ‫‪٤‬‬
‫ﻩ‬ ‫‪٥‬‬
‫ﻳﻢ‪٠‬‬
‫ة‬
‫‪II‬‬
‫ﻫﻢ‬ ‫ﺑﻪ‬
‫إإ؛ ﺑﻤﺈ‬ ‫‪§٤‬‬ ‫‪Ü‬‬ ‫ى‬
‫‪٤‬ج‬
‫‪٠٠‬‬
‫§؛‬

‫‪N -iiil‬‬ ‫ة‬

‫‪٠‬‬ ‫ﺛﺆ‬ ‫;ةة‬ ‫ﺀ‬ ‫ﻩ‬ ‫ﻩ‬ ‫آل‬
‫‪٠‬‬ ‫‪٠‬ة‬ ‫ﻩ‬
‫‪٠‬‬ ‫‪٠٣٦‬‬ ‫‪٠‬‬
‫‪о‬‬
‫‪О‬‬ ‫ةإةق‪1‬ئﺀ‪ 1‬ا |‬ ‫‪٠‬‬ ‫‪٠‬‬

‫‪٧‬ﻡ ﺹ‬
‫‪и û‬‬
‫ق‬ ‫ق‬ ‫‪я‬‬ ‫‪M‬‬
‫‪s‬‬
‫ص‬ ‫‪о‬ق‬ ‫‪si‬‬ ‫‪I‬‬
‫‪2‬‬ ‫‪I‬‬ ‫‪B‬‬ ‫‪s‬‬ ‫‪Q‬‬

‫ﺓ‬ ‫خ‪.‬‬
‫ﻡ‬
‫و‬ ‫ﺝ‬
‫ﻅ‬
‫‪٠٠‬‬
‫‪2‬‬ ‫ة‬ ‫»‬
‫إ‬
‫‪8‬‬
‫‪I‬‬ ‫‪I‬‬ ‫ﺀ‬
‫( ‪) /‬؛‬ ‫اائ‬
‫ق‬ ‫و‬
‫‪٧‬‬ ‫‪٤٠‬‬
‫ﺗﺎﺋﺎ‬
‫‪II‬‬ ‫ه‬
‫ه‬ ‫وﺀ‬ ‫ﻩ‬
‫‪P‬‬ ‫‪I‬‬
‫‪٠٠‬‬

‫‪I‬‬ ‫ﺛﺎ ةة‬

‫‪[I‬‬ ‫‪٠٠‬‬ ‫‪٠٠‬‬
‫‪٠‬‬
‫ص‬
‫‪I‬‬
‫ﻭ•‬ ‫ﻩ‬

‫إق§‬ ‫م!‬ ‫أﺀ‬ ‫إهﺀإ‬

‫ن‬
‫‪٣٦‬‬
‫و‬
‫‪٣٦‬‬ ‫‪٣١‬‬
‫و‬ ‫> آل ﻳﻢ‬
‫؛ ؟وﺀ؛‬
‫‪’ ٠٠‬‬
‫‪١٠١‬‬
‫'‪' ٢٠‬‬
 ‫‪s‬‬
‫ق)ق‬ ‫‪pH .‬‬

‫ة‬ ‫‪1‬‬
‫ﺀ‬
‫‪٢٢:‬‬
‫‪SS‬‬
‫'‪I‬‬
‫ﺀ'ةﺀ‬
‫‪٧‬‬ ‫‪00‬‬ ‫ﻳﻢ ص‬
‫‪H‬‬ ‫‪P‬‬ ‫ه‬ ‫دة‬
‫ه‪>-‬‬
‫ؤأ‬ ‫ﻧﺎ‬ ‫'ﺀ‬
‫ة‬ ‫(‪٠‬‬
‫‪Р‬‬ ‫ه‬ ‫ان‬
‫‪٢٢‬‬ ‫ﻳﻢ‪٠‬‬ ‫‪٢٢‬‬
‫أ ﺑﻢ||م‬ ‫‪Q‬‬ ‫‪о‬‬ ‫‪•I‬‬
‫ﻗﺨﺔ‬ ‫ﻗﺞ ‪.‬‬
‫و_ ب‬
‫‪٠‬‬ ‫‪II‬‬ ‫ق‬
‫ج‬
‫‪a‬‬

‫؟‪Йр1‬‬ ‫|إ | ة |‬ ‫‪I‬‬ ‫ه‬

‫ح‬ ‫ه‬ ‫ﻟﻢ‬
‫‪s i‬‬
‫ق !ق ‪-‬ث‬ ‫‪I‬‬ ‫|ة‬
‫اأ | ا‬
‫!أ‬ ‫أق‬
‫أ‬ ‫'‪I‬‬
‫ه‬
‫№‬ ‫‪i а‬؛ ‪a‬‬ ‫ه‬ ‫ه‬
‫؛؛‬ ‫وﺀ‬ ‫ة‬ ‫‪Ü‬‬ ‫'؛‬ ‫ة‬ ‫ﻟﻪ‬

‫‪II‬‬

‫ﺗﻪ‬ ‫ه‬ ‫‪٧‬‬

‫ق‬ ‫م‬ ‫م‬ ‫م‬ ‫م‬
‫ق‬
‫‪о‬‬
‫ق‬
‫‪О‬‬
‫‪I‬‬ ‫‪I‬‬ ‫ق‬
‫‪I‬‬ ‫‪Q‬‬ ‫ق‬
‫‪i‬‬

‫‪I‬‬
‫وم‬
‫ة‬ ‫هﺀ‬

‫ﺀ‬
‫؟»‬ ‫م‬
‫ة‬
‫ح‬
‫‪со‬‬
‫ه‬
‫‪٧‬‬ ‫ج‬
‫!‪I‬‬ ‫‪II‬‬
‫وﺀ‬
‫ه‬
‫ه‬
‫ة‬
‫ﻫﺪ‬ ‫م‬
‫ﺀ‬
‫‪1‬ا‬
‫ق‬ ‫م‬
‫ف‪.‬‬
‫ق‬
‫‪٠٠‬‬
‫‪٠‬‬
‫‪١‬‬ ‫ة‬
‫ج‬
‫‪Е‬‬
‫و‬
‫‪a s‬‬ ‫• ؛‪1‬‬

‫‪٠١‬‬ ‫‪٠4 0‬‬ ‫‪4‬‬ ‫‪0‬‬ ‫ص ‪٠‬ص‬

‫‪٢،‬‬ ‫‪٣٦‬‬
 ‫©ﻳﻢ‪0‬‬ ‫‪2‬‬
‫‪7‬‬ ‫ق‪1‬‬

‫|‬ ‫ة‬
‫‪^ а‬‬ ‫‪' a‬‬

‫أق‬
‫»م‬ ‫‪о‬‬
‫‪а‬‬
‫‪00‬‬ ‫‪٠٠‬‬ ‫ق‪1‬‬ ‫و‬
‫ق‬ ‫‪2‬‬
‫ج‬
‫ه‬ ‫‪٧‬‬
‫‪а‬‬ ‫‪а‬‬
‫‪a‬‬ ‫م‬
‫‪а‬‬
‫‪٠‬‬ ‫ﺋﺎ‬ ‫|‬ ‫‪٠١‬‬
‫خ‬
‫‪,‬؛‬
‫‪Bt‬‬
‫ة‬ ‫|إ‬
‫‪i‬‬
‫ص‬
‫ه‬
‫‪в‬‬
‫<‪ >-‬ة‬
‫‪4-1‬‬
‫ج مﺀ‬
‫ةاا‬ ‫م أل‬
‫§‬ ‫ه‬
‫ن‪،‬‬ ‫‪и‬‬ ‫ق‬ ‫‪о‬‬
‫ى‬

‫‪Й‬‬
‫‪I‬‬ ‫ق‬
‫ق‬
‫‪о‬‬
‫ؤ‬ ‫جة‬ ‫ؤ‬ ‫‪I‬‬ ‫بو‬

‫‪٠‬‬

‫‪I‬‬ ‫‪I‬‬
‫‪II‬‬ ‫إ‬

‫ﺗﺆ‬
‫ؤ‬
‫ه‬
‫‪я‬‬
‫‪I‬‬ ‫‪1‬‬ ‫‪1‬‬
‫‪É‬‬
‫‪٠٠‬‬ ‫ق‬
‫‪I‬‬ ‫‪٠‬‬
‫‪я‬‬ ‫ه‬
‫ة‬
‫ج‬
‫ج‬
‫‪٠٠‬‬
‫ﻣﺰ‬ ‫ؤ‪.‬‬

‫؛أ‬
‫<‬
‫و |‬
‫‪I‬‬
‫‪я‬‬
‫ه‬
‫ج‬
‫ة‬
‫‪Щ‬‬
‫‪UO‬‬ ‫و‬ ‫§‬
‫‪я‬‬

‫ﺑﻢ‬
‫د‬
‫و‬ ‫هﺀ‬ ‫ة‬
‫ة‬ ‫‪6‬‬

‫ﻳﻢ‬ ‫‪000 0‬‬

‫‪17‬‬
‫!‪4‬‬ ‫‪٠٠‬‬ ‫§‬ ‫»‪٠‬‬ ‫‪00‬‬ ‫‪со‬‬ ‫‪00‬‬ ‫‪00‬‬
‫‪٣١‬‬
‫‪٢١٠٢٠‬‬ ‫‪٣١‬‬ ‫‪٣١‬‬ ‫‪٣١‬‬ ‫‪٢٢١‬‬
 ‫رج‬
‫ق |•‬

‫|ئ ؛ ؟ ‪а‬‬ ‫|ئ‬

‫ه‬ ‫‪18‬‬ ‫ه‬ ‫؟ة ‪٧‬‬
‫ة ؛‬
‫<‪،٠‬‬
‫ع‪1‬‬
‫وﺀ ‪I‬‬
‫(ث ‪١‬‬ ‫وم‬ ‫‪si‬‬

‫؛إ‬ ‫‪٠٠‬‬
‫|أ‬ ‫ه‬
‫‪00‬‬
‫‪ 2‬ة‬
‫‪،٢١ ,٠‬‬ ‫‪Ш‬‬ ‫ح‬
‫و‬

‫!أ؛أإ ‪Р‬‬
‫‪BÂ‬‬ ‫ه‬ ‫‪О 0О‬‬
‫ﺀ ج■‬ ‫و ﺀ‪.‬‬ ‫وص‬ ‫^■‪ВШ‬‬

‫‪Ü‬‬
‫ه‬
‫ة‬ ‫ة‬ ‫‪Ü‬‬ ‫ق‬
‫ق‪|1‬ج‬
‫ق‬

‫ﺋﺔة|ة‬
‫؛'‬
‫أي‬
‫م؛‬

‫ه‬
‫س‪4‬‬
‫ض‬
‫‪О‬‬
‫م‬
‫‪0‬‬
‫‪SS‬‬
‫إل إل‬
‫غ ‪0‬‬
‫ة‬
‫ص‬

‫ه‬
‫‪и‬‬
‫‪3‬‬

‫ق‬
‫ﻟﻮ‬
‫و‬ ‫‪1‬‬
‫؟‬
‫هﺀ‬
‫‪.‬و‬

‫‪S S‬‬
‫‪I‬‬ ‫|ج‬ ‫ة‬

‫‪0‬‬ ‫‪٠١٧‬‬
‫||‬

‫ق§‬
‫‪II‬‬

‫ﻳﻢ‬
‫ﺀإ‬
 ‫ه‬
‫|‬ ‫ﺑﻢ‬

‫‪٤‬‬
‫‪'٤‬‬
‫ة|‬
‫ﻓﺎأ !‬
‫'ة‬

‫ق‬
‫‪II.S‬‬
‫‪M‬‬
‫م‬
‫ة!‬ ‫؟؛‬
‫‪٠‬‬
‫اق‬
‫»و‬
‫ﺀﺀ م<ق‬
‫آل ف !‬
‫‪I s l a‬‬

‫‪il‬‬ ‫ج 'ه‬ ‫إل ة‬ ‫ي ‪В‬‬ ‫’ ‪Sa‬‬ ‫آل و‬

‫ت‪1‬‬ ‫& ‪..‬‬ ‫‪■ ٨‬‬ ‫ع ﺀ‬ ‫ﺑﺎ ج‬

‫ﺑﻤﻢ‬ ‫ﺀ‬
‫ﺀ‬

‫ﺀ‬ ‫)‪Ы‬‬

‫إ؛‬
‫ﻣﺤﻮ‬
‫‪٠٠‬‬ ‫‪al‬‬
‫‪٠‬‬
‫‪II‬‬ ‫؛!‪i!ï‬‬
‫ﺀ ق ‪ -‬ي‬
‫‪ Ч-1‬ة‬
‫‪4-1 ٠٠‬‬ ‫©‬
‫‪Р‬‬
‫؛؛‬ ‫‪1‬ة‬ ‫وآ ة‬
‫‪is‬‬
‫ج‬

‫ﻗﺔ |‬
‫ﻫﺮى‬

‫ا‪2‬‬ ‫إ؛إ‬ ‫ﺀ• ه‬

‫ةاة ﻗﺎ‬
‫ه‬
‫ة‬
‫‪о 'я‬‬
‫‪٠٠٠٠ а‬‬
‫‪Я‬‬
‫ا‬
‫‪я‬‬
‫‪iN 'S M ^ a‬‬
‫ة‬ ‫ة‪ .‬ﻟﻢ>آ‬

‫‪а‬و‬
‫‪٠٠‬‬
‫ه‬ ‫ة‬

‫ص‬
‫‪٧‬‬
‫‪Ë‬‬ ‫إل‬ ‫‪٧‬‬
‫‪I‬‬
‫ص‬
‫‪I٧‬‬ ‫‪Ii‬‬
‫‪٠‬‬ ‫ه‬ ‫©‬
‫ة‪:‬‬

‫ف‬
‫ؤأ‬
‫إل ‪‘Й‬‬
‫©‬
‫‪о‬‬

‫’| ق•‬
‫‪٠‬‬

‫}‬
‫ﻣﻪ‬
‫‪٠‬‬
‫ق‘‬
‫|ق‬ ‫ﻫﺔ‬ ‫‪٠‬‬ ‫آل‬
‫‪٠‬‬ ‫ه‬ ‫‪я‬‬

‫‪٠٠‬‬ ‫ة‬ ‫‪я‬‬

‫ص‬

‫‪я‬‬
‫م‬
‫‪٠٠‬‬
‫‪il‬‬
‫أ‬
‫‪Й‬‬
‫‪٠٠‬‬ ‫‪٠‬‬
‫ه‬
‫‪я‬‬

‫ﺀ‬
‫‪я‬‬
‫أ‬ ‫‪IS sS‬‬ ‫‪٠٠‬‬ ‫‪I‬‬
‫‪I‬‬ ‫ج‬
‫ي‬
‫ة‬ ‫<‬ ‫ة‬ ‫'‪I‬‬
‫‪٠‬‬
‫‪٢٢‬‬
‫‪о‬‬
‫‪٢٢‬‬ ‫ؤ‬ ‫وة ؟ و ‪I‬‬
‫ص‬
‫ب‬
 ‫ق‬
‫‪ü‬‬
‫ص‬
‫و‬

‫ه‬ ‫‪a‬‬ ‫§‬

‫‪a‬‬
‫وو‬
‫ص‬ ‫‪S‬‬ ‫‪cé‬‬

‫ؤة‬
‫و ه‬ ‫!‪a a‬‬ ‫‪P‬‬ ‫‪a‬‬
‫ع‪0‬‬
‫ﻳ ﻢﺀ ﺀ‬
‫|ؤ‬
‫ا ج‬
‫‪Ü‬‬ ‫‪Ü‬‬ ‫أم‬ ‫ق‬

‫ة |‬ ‫ه‬
‫ه‬
‫اق‬ ‫‪S‬‬
‫‪II‬‬
‫‪٢١‬‬
‫ق‬
‫!‬ ‫‪٧‬‬
‫ﻣﻪ‬
‫ق'ة‬
‫ب‬
‫‪٠‬‬

‫ه‬

‫ه‬
‫‪О‬‬
‫‪a‬‬ ‫؛‪.‬‬ ‫ه‬
‫ﻳﻢ‬

‫ةةأ ﻗﺎ‬
‫اق‬ ‫ﻓﻤﺢ|‬
‫‪В‬‬
‫‪11‬‬
‫ةاةا‪1‬‬ ‫ﻓ ﺎه ﺀ‬
‫ؤ‪1‬‬
‫‪и‬‬
‫‪Е‬‬

‫ة‬
‫آل‬
‫‪о‬‬
‫§‬ ‫ق‬ ‫»إ‬

‫اﺀ‬
‫‪> u‬‬ ‫‪٠‬‬

‫|ث‬ ‫ق‬ ‫‪٧‬‬ ‫‪٧‬‬

‫‪I‬‬ ‫م‬
‫‪I‬‬ ‫‪I‬‬
‫ج‬
‫‪.٧‬‬ ‫‪٧‬‬
‫‪b‬‬

‫‪٠‬‬
‫!‬
‫‪٠‬‬
‫إ‬ ‫‪I‬‬ ‫أ‬

‫‪ce‬‬ ‫‪ce‬‬
‫‪٠٠‬‬ ‫و‬
‫ه‬ ‫ﻧﺆ‬

‫‪II‬‬ ‫‪٠٠‬‬
‫‪٠‬‬
‫د■‬ ‫ه‬
‫ة‬
‫‪о‬‬
‫ه‬
‫م‬

‫|‪î‬‬
‫‪ce‬‬ ‫‪ce‬‬
‫‪S‬‬
‫ه‪.‬‬ ‫‪ce‬‬
‫و‬
‫‪ I‬و‬
‫ة‬
‫‪IS« ÿ‬‬ ‫‪g‬‬
‫ق‬ ‫ة‬ ‫ه‬
‫‪я‬‬

‫و‬ ‫‪٠‬‬

‫‪jj‬‬ ‫‪ce‬‬

‫‪00‬‬
‫‪١١‬؛‬
‫و ‪٠١‬‬ ‫‪о‬‬
‫أة‬
‫ﻳ ﻢ أ ‪٢٣‬‬
‫ج‬

‫‪٣١‬‬
‫ة‬

‫رم‬
‫و‬
‫‪ I‬ج‬

‫‪٠‬‬
‫‪i‬‬
‫‪٢٢‬‬ ‫و‬ ‫و‬ ‫ﻳﻢ‬
‫ي‬ ‫واأ‬ ‫ؤ‬ ‫‪٢٢‬‬ ‫‪٢٢‬‬
 ‫‪a‬‬

‫‪٠‬‬
‫ة‬
‫ﻗﺎ‬
‫ؤ ة‪.‬‬
‫م”‬ ‫ه‬
‫№‬
‫و‪.‬‬ ‫ه‬
‫‪а‬‬ ‫هﺀه‬
‫‪гН‬‬
‫ه‬
‫‪٠‬‬
‫‪Р‬‬
‫‪٠‬‬ ‫‪о‬‬ ‫ه‬
‫|ق‬
‫ﺀى‬
‫‪ЙS‬‬ ‫؛‪1‬‬ ‫ئ‪5‬‬
‫!و‬
‫‪1‬ق‬
‫ة‬ ‫|ة‬ ‫‪I‬‬
‫ت ‪0‬‬ ‫‪٦‬‬
‫‪40‬‬
‫ﻳﻢ ‪٠٠‬‬ ‫ة‪1‬‬
‫‪ Д‬ت‬
‫‪ 5‬ةم‬
‫‪I‬‬ ‫ة‬ ‫‪о‬‬
‫ﺀ‬ ‫؟‬ ‫ه‬ ‫دﺀ‬
‫ي‬ ‫‪،Д‬‬

‫‪Ü‬‬
‫‪ ٠٠‬س‬
‫‪ 00‬ج‬
‫ة‬ ‫ه‬ ‫‪о‬‬ ‫ة‬ ‫‪Р5‬‬ ‫ةة‬ ‫ص‬

‫‪â â‬‬ ‫‪о‬‬ ‫ه‬

‫ض‬ ‫ة‬ ‫ﺀ‬

‫ئ‬
‫‪I‬‬ ‫§‬ ‫‪I‬‬
‫إ‬ ‫إل‬
‫ة‬ ‫‪I‬‬ ‫ة‪.‬‬
‫ة‬ ‫‪Ô‬‬ ‫ق‬ ‫ة‬ ‫ة‬ ‫‪٠‬‬ ‫ق‬ ‫ه‬

‫‪2‬‬ ‫‪٠٠٠٠‬‬
‫ق‬
‫؛‪2‬‬
‫ج‬
‫‪у‬‬
‫بﺀ‬
‫‪а‬‬ ‫‪О‬‬ ‫|إ‬
‫‪I‬‬ ‫ق‬ ‫ج‬
‫«‬
‫‪٠٥‬‬ ‫و‬
‫§‬
‫ق‬ ‫§‬
‫«‬
‫و‬
‫ي‬ ‫‪II‬‬ ‫ﻟﻢ‪I‬‬ ‫و‬
‫‪У‬‬
‫‪I‬‬ ‫ظ‬
‫ؤ‬
‫؛ه‬
‫«‬
‫ق‬
‫‪S‬‬
‫!ة‬
‫>ﺀ‬
‫‪Î. I‬‬ ‫‪+‬ا‬ ‫ه‬
‫‪I‬ص‬
‫ة‬ ‫‪1‬‬
‫‪Ü‬‬ ‫او‬
‫‪٧‬‬ ‫‪•11‬‬
‫ة‬ ‫‪،31‬‬ ‫‪٢٦‬‬ ‫«‬
‫‪Н-4‬‬
‫‪٧‬‬ ‫'‪S‬‬
‫ﺗﻪ '‬
‫آل‬ ‫|ؤ‬ ‫‪I‬‬ ‫ه‬ ‫‪о‬‬ ‫ﺀ‪ .‬ﺀ‬
‫‪S-S‬‬
‫‪a‬‬
‫ةاا‬
‫إل‬ ‫ق‬ ‫ة‬ ‫ق‬
‫‪٠‬‬ ‫‪٧‬‬‫‪٦‬‬ ‫‪00‬‬ ‫و |‬
‫‪٢٢١‬‬ ‫‪٢٢١‬‬ ‫‪٢٢١‬‬ ‫و‬ ‫ه‬
‫‪٢٢‬‬ ‫هب‬ ‫‪٢٢‬‬ ‫‪٢٢‬‬ ‫ه‬ ‫‪٢٢‬‬ ‫ب‬

‫‪91‬‬
 ‫»‪،‬‬
‫‪٥‬‬
‫‪٠‬‬
‫ه‬ ‫ة‬ ‫‪a‬‬
‫‪о‬‬ ‫‪٠‬‬ ‫ه‬
‫ه‬ ‫‪٤ ٧٦ H‬‬
‫ج‬
‫إ ‪ ^г‬ص‬
‫آه‬
‫§‬ ‫‪ia‬‬
‫‪I,‬‬ ‫||‬

‫اة‬
‫!‪^ ٤‬‬
‫‪0‬ﺀه‬
‫؛أ‬ ‫‪٠٠٠٠٠٠‬‬
‫؛ؤ‬
‫‪О‬‬
‫‪ 0‬ه‬
‫‪г‬‬ ‫‪ü‬‬

‫‪о‬ﻟﻪ‬
‫‪№٧‬‬
‫‪о‬‬
‫ﻣ ﺘ ﺔ | آل‬
‫‪и‬‬ ‫‪Ü‬‬
‫|‬

‫ﺀﺀﺀ‬ ‫‪III‬‬
‫اق‬
‫؛ج‬ ‫‪о‬‬
‫ه‬
‫ج ‪ 0‬دذ‬
‫ة|م‬
‫ﺑﻤﻢ‬‫ﻣﻢ‬‫ه'‬
‫‪ a‬ﺀ هﺀ‬ ‫ﺋﻖ|‬ ‫أم ﺀ‪-‬ه‬
‫‪-‬ع‬
‫ج‬

‫؟ ﺀة‬
‫ة| ‪1‬‬ ‫ي‬
‫ا‬

‫‪1 1 ،‬‬
‫أ |‬
‫ة§ ة ‪1‬‬ ‫‪П‬‬ ‫ه ﺀ ه‬ ‫| آل‬
‫‪и‬‬ ‫ه‬ ‫ه‬ ‫‪Ü‬‬

‫ة ئ‪.‬‬

‫م‬ ‫ص‬

‫‪и‬‬ ‫ة‬
‫ةة‬ ‫‪٠‬‬ ‫ة‬ ‫‪٠‬‬ ‫‪٠‬‬ ‫ة‬ ‫ة‬ ‫ة‬
‫‪٠‬‬ ‫‪١٠‬‬

‫ق‬
‫‪0‬ق‬ ‫ه‬
‫ه‬
‫‪II‬‬ ‫ج‬
‫‪g‬‬
‫‪и‬‬ ‫قق<‬ ‫‪I‬‬
‫‪z 'â‬‬ ‫ق‬ ‫ة‬
‫ه‬ ‫‪ ٠٠‬م‬ ‫ﺛﺔ‬
‫م‬
‫ﺀ‪.‬‬
‫‪٠٠‬‬
‫دم‬
‫‪I‬‬ ‫ق‬
‫ل‪1‬‬ ‫‪ê‬‬
‫‪I‬‬ ‫ه‬ ‫‪*Й‬‬
‫‪I‬‬ ‫|ق‬
‫غ‬ ‫ق‬ ‫{‬

‫‪I:‬‬ ‫‪I‬‬ ‫‪I‬‬ ‫‪IÎ‬‬ ‫!'‬

‫‪О‬‬

‫‪٠‬‬
‫ه‬ ‫ؤ آل و‬ ‫ه‬
 ‫‪٠‬‬
‫‪٣١‬‬
‫‪а‬‬
‫‪٥‬‬

‫‪a‬‬

‫ةا؛ا‬ ‫ق‬ ‫‪в%.‬‬

‫ه ‪ о‬ؤ‬

‫‪| s‬ق ‪I‬‬ ‫‪II‬‬

‫دﺀ‬
‫‪al‬‬ ‫‪h t‬‬

‫‪.٠‬‬
‫‪a‬‬ ‫ة‬ ‫‪٤ ٠‬‬

‫‪ 8‬ق‬

‫ظ‬ ‫‪,٤‬‬
‫<‬ ‫‪a‬‬
‫‪Ü‬‬

‫‪I.‬‬ ‫ق‬ ‫ق‪1‬‬ ‫ب ص إة‬

‫و‬
‫ج ‪b‬‬
‫“ ة‬ ‫‪1‬‬ ‫ة‬ ‫‪-‬‬ ‫‪ 0‬ه‬

‫‪٧‬‬
‫‪٧‬‬ ‫'ة‬ ‫|ج‬ ‫‪| 11P‬ة‬
‫‪٠٠‬‬
‫‪٠٠‬‬ ‫‪P3 S ٢‬‬
‫ة ث ‪,‬ﻣ ﺢ‬
‫؟ة‪a‬‬ ‫‪a‬‬ ‫‪٠٠‬‬
‫©‬
‫ح‬
‫‪٠‬‬ ‫ه‬
‫ب‬
‫ه‬
‫‪٠‬‬ ‫ة‬
‫‪P‬‬

‫دة‬ ‫‪٧‬‬
‫م‬ ‫ه‬
‫إلإل‬
‫أ‬ ‫‪я‬‬
‫‪p‬‬
‫‪я‬‬
‫‪٠‬‬
‫‪٠‬‬ ‫‪٠‬‬ ‫‪Я‬‬
‫‪٥ ٥‬‬

‫‪H‬‬
‫§§‬ ‫‪، H،‬‬
‫ةع‬ ‫‪II‬‬ ‫‪о‬‬
‫<‬ ‫ة‬
‫دآ‬ ‫‪Ü‬‬ ‫إ ‪I‬؛‬ ‫§‪Ü‬‬ ‫ه‬
‫‪Й I‬‬
‫ة‬
‫ﺀ ة‪ .‬و‬ ‫قﺀ‬ ‫‪%‬‬
‫‪Is‬‬ ‫№‬ ‫‪II‬‬ ‫‪1‬إ‬ ‫‪٠٠‬‬

‫‪٧‬‬ ‫«ج‬ ‫‪I‬‬ ‫ق‬

‫||‬ ‫‪I‬‬ ‫ه‬ ‫|‬ ‫ق‬ ‫‪11‬‬
‫ق‪.‬‬ ‫‪٠٠‬‬
‫ق‬
‫■‪3‬‬ ‫؛‬ ‫ق‬ ‫ﺀ‬

‫اإا‪1‬‬
‫ه‬ ‫و‪ I‬ة‪I‬‬ ‫ق‬ ‫ا‬ ‫‪1‬‬ ‫‪٠٠‬‬

‫أ؛ا‬
‫ه‬
‫ﺀ‬ ‫؛ ؟؛ •‪Ч‬‬
‫‪.‬‬ ‫‪я‬‬ ‫ق‬
‫‪я‬‬ ‫‪я‬‬

‫‪i‬‬
‫ﻣﺘﺄ‬ ‫ص‬
‫‪ Iя‬ص‬
‫ق ‪II‬‬ ‫‪ II‬ه‬
‫‪&C0‬‬
‫‪P‬‬
‫>•‬
‫ة‬ ‫‪m‬‬
‫‪ill‬‬ ‫ق *ﻗﺄ‬
‫ج »‬
‫‪я‬‬
‫ئ§‬
‫‪٠‬‬ ‫‪١٥‬‬
‫ص‬ ‫©‪٠‬‬ ‫^‪٠ ١٠‬‬ ‫‪٣‬‬ ‫‪00‬‬
‫ص‬
‫‪٢٢‬‬ ‫وو‬ ‫‪ ٢ ٢‬ؤ‪§ ٢‬‬ ‫?؛‬ ‫‪٢٢‬‬
‫‪٢٠٠‬‬
‫‪٠٢٢‬‬ ‫ب‬
‫‪93‬‬
 ‫و‬
‫ق‬
‫ج؛ ﺀ‬
‫'إ ؤ‬ ‫ؤ ة‬
‫~'ة‬
‫ﻳﻢ‬

‫ق‬ ‫‪٠‬‬
‫‪٣٦‬‬ ‫د‬ ‫إل‬ ‫‪2‬‬

‫ق‬

‫أﺀ ‪1‬‬ ‫ر‪٠‬م‬

‫|ة‬ ‫ﺀ ت‬

‫ﺑﻢ ﺀ‬ ‫ﻗﺎ‬ ‫ة‬

‫‪II‬‬
‫م‬ ‫ض‬ ‫ه >‬ ‫ق!إ‬
‫وﺀ‬ ‫‪Ü .‬‬

‫ه‬ ‫ة‬ ‫هة‬

‫ه‬ ‫ه‬ ‫‪٧‬‬ ‫ه‬
‫‪о‬‬ ‫‪о‬‬ ‫ه‬ ‫ه‬
‫ورأ‬ ‫‪о‬‬

‫ق‬ ‫ج‬
‫‪٠‬‬
‫وﺀ‬
‫‪٠٦‬‬
‫ه‬
‫‪Л‬‬
‫‪٠٦‬‬
‫‪i‬‬ ‫§‬ ‫ج‬ ‫ق‬ ‫‪I‬‬

‫ه‬
‫‪I٧‬‬
‫‪TZ3‬‬
‫‪I‬‬ ‫ﺀ‬
‫‪٠٠‬‬
‫§‬
‫ة‬
‫‪I‬‬
‫ص‬
‫ﺛﺔ‬
‫‪о‬‬
‫‪٠٠‬‬ ‫ب‬ ‫وﺀ‬
‫إل‬
‫‪٠‬‬ ‫و‬
‫ج‪I‬‬ ‫ص‬
‫ج‬
‫‪٧‬‬
‫ظ‬
‫صئ‬
‫ﺀه‬
‫‪ÇS‬‬
‫‪d ،٠‬‬ ‫‪d‬‬ ‫‪Д‬‬
‫‪о‬‬
‫|أ‬ ‫ة‬
‫ه ‪0‬‬
‫‪I‬‬ ‫ةﻟ ﻮ ه|‬ ‫ة‬
‫ﻗﺔ ‪1‬‬ ‫ة|‬
‫§؛ و | ر &‬
‫‪s i‬‬
‫<‬
‫§‪Щ‬‬
‫‪II‬‬ ‫■‪11‬‬
‫ة‬
‫‪»00‬ة" ‪٠‬ة‬‫‪0‬‬
‫‪٢٢‬‬
‫‪00‬‬
‫‪٦٢‬‬
‫‪٠١‬‬
‫ب‬ ‫‪о‬‬
‫‪T‬‬
‫‪о‬‬
‫‪f‬‬
 ‫‪a‬‬ ‫‪1‬‬

‫ق‬
‫ق‬

‫‪11‬‬
‫وه‬
‫و‪.‬ئ‬

‫‪٧‬‬‫ق‪٦‬‬

‫‪.‬ج‬
‫‪٥٣٣‬‬
‫‪ ٠٠٠٠،‬ﻟﻪ‬

‫ص‬

‫ه‬ ‫ه‬
‫ة‬ ‫‪о‬‬

‫ﻟﻪم‬
‫ه‬ ‫ﺀ‬ ‫‪ I III‬ق‬ ‫هﺀ‬ ‫ة‬
‫<‬

‫ﺀ‬
‫ال‬ ‫‪Û‬‬
‫ال‬ ‫ة‬ ‫ﻗﺞ‬ ‫‪0‬‬
‫ؤ‬
‫№‬ ‫‪il‬‬ ‫« ه‪я‬‬ ‫ة‬
‫§ ة‬ ‫‪٠٠‬‬ ‫ة‬ ‫ه‬

‫‪ I‬و‬
‫ئ‪.‬‬ ‫و‬ ‫آ‬
‫ه‬

‫ه‬
‫و‬ ‫؛ إ‬
‫ؤ‬

‫ة‬ ‫>‬ ‫إل‬

‫‪со‬‬ ‫ط‬

‫ه ‪،‬‬ ‫ق‬ ‫ب‬

‫ج‬
‫ة‬

‫|‪ 1‬ﻣﻖ ‪1‬‬ ‫ة‬

‫‪1‬‬ ‫ة‬ ‫§ ‪1‬‬
‫ﻗﺎ‬
‫‪٠‬‬
‫‪0‬ا‬ ‫‪٧٦‬‬ ‫‪٧١‬‬

‫‪95‬‬
 ‫ﻛﺈ اﻟﺤﺼﻮل ﻃﻰ ﺷﺜﻮ رات ا ال م ا ﻧﻤﺪ ة‬
‫ﺗﻤﺎ‬،‫ﻃﻢ‬ •‫االﻟﻢ‬
| .‫ ط‬-‫ا‬ ‫اﻟﻜﺒﺎت ودور اﻟﺨﻮزعﻓﻲ ﺳﻊ‬ ‫اس ش‬ ‫ام‬ ‫اﺳﻮد ض ﺳﻮ رات‬ ‫ﻳﻢ‬
■‫اماﻟﻰ ؛ االم اس 'ﺗﻢاﻟﻤﻊ م‬
• ‫ﻋﺪك ادض‬.‫ﻛﺪ‬
‫ﺟﻒ‬ ‫أو‬

HOW OBTAIN UNITE© NATIONS PUBLICATIONS

U n ite d N a tio n s p u b lication s m a y be ob foin ed from booirstores and distributors
tbrougbout th e world. C onsult you r boolrstore or w rite to: U n ite d N a tio n s, S ales
S ection , N e w Y orl، o^ O gneva.

COMMENT S£ PBOCUBEB ] ‫ ؛‬PUBLICATIONS OES NATIONS UNIES

L e s p u b lication s d es N a tio n s U n ie s so n t en v e n te d an s le s lib rairies e t le s agen ces
d ép ositaires du m ond e entier. In form ez-vous auprès de votre libraire ou ad ressez-vou s
à : N arion s U n ies, S ectio n d es v en tes, N e w York ou G enève.

К А К П О Л У Ч И ТЬ И ЗД А Н И Я О Р Г А Н И ЗА Ц И И ОЕТЬЕДИ НЕН НЫ Х Н А Ц И И
И зд а н и я О р ган и зац и и О б ъ ед и н ен н ы х Н ац и й « о ^ н о купить в к н и ж н ы х ‫؛‬،а г а -
з и н а х и а г ен т с т в а х во в с е х р а й о н ах ‫؛‬،нр а. И а в о д н т е сп равкн об ‫ ؟‬зд а н и я х в
в ац!е‫؛‬، к ннж но‫؛‬، м а г ази н е и ди ц и т и т е по а д р е с у : О р гани зация
И ац ий , Секция по п р о д а ж е и здани й , Н ью -Й ор к и ди ^ е и е в а .

С 0»!0 CONSEGUIB PUBLICACIONES DE LAS NACIONES UNIDAS

I ^ s p u b lieacion es d e la s N a elo n es U n id a s esb ln e n ven ta en libren'as y casas disfol-
buidoras e n tod as p artes d el m undo. C onsulte a su hbrero ٠ din'jase a: N a cio n es
U n id as, S ecci6n d e V en tas, N u ev a York о Ginebra.

Prated ‫ ط‬Belgium Price; $u.s. 7.00 United Nations publication

GE.77-72484 (7663) (or equivalem in other currencies) Sales No. E.78.n.D.5
lul^ 1978— 3,565