TD/B/CN.

4/27

UNITED N^TIDN‫ ؟‬CONFERENCE ON TR^DE ^N D DE¥EEO?N^ENT

Geneva

Review
of Maritime Transport
1992
R eport by the UNCTAD secretariat

UNITED NATIONS
New ¥ 199 , ‫^ﻫ ﻪ‬
 NOTE

This Review h^s been prepared by the UNCTAD secretariat in accerdance with section в o f the programme
o f work o f the Committee on Developing Services Sectors: Postering Competitive Services Sectors in Developing
Conntries: Shipping. Any factnal or editorial corrections that may prove necessary based on comments made by the
Committee in its consideration o f this document or received directly from Governments would be !e je c te d in a
corrigendum to be issued subsequently.

Symbols of United Nations documents are composed o f capital letters combined with figures. Use o f such
symbol indicates a reference to a United Nations document.

The designations employed and the presentation o f the materia] in this publication do not imply an expression
of opinion by the Secretariat of the United Nations concerning the legal status of any country, territory, city or area,
or o f its authorities, or concerning the delimitation of its h-ontiers or boundaries.

M aterial in this publication may be freely quoted or reprinted, but acknowledgement is requested, with
re ^re n c e to dte document number. A copy of the publication containing the quotation or reprint should be sent to
the UNGTAD secretariat.

TD/B/CN.4/27

^N •^£٥N ^D © N $ PUBLICATION

Sales No. E.94.II.D.2

ISBN 92-1-112336-4
ISSN 0566-7682
 ill

CONTENTS

Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . viii

E^^ianatoi^ notes viii

Introduction ix

Summary of main deveio^m ents in 1992 i^

Chapter Paragraphs Page

I. The development o f international seaborne trade . . . ٠ ٠ ٠ ٠. . . .٠. .. .. . . . . 1 - 13 1

A. W orld economic b a c ^ ^ r o u n d 1 -3 1

B. International seaborne t r a d e 4 - 13 1

II. Development o f the world f l e e t ٠ .. 14 - 34 11

A. Structure o f the ivorld fleet . . ٠ ٠٠٠ ٠. . . . . . . ٠. . . . 1. 4. .- ^. .0 .11. . . .

B. Oivnershi^ o f the world f l e e t 21 - 26 11

c . The 35 m ost important maritime countries and territories . . . . . . . . . . . . . 2? - 2S 2‫ه‬

D. Open and international r e g is te r s 29 - 32 20

E. Compai^son of cargo turnover and fleet ownership . . . . . . ٠ ٠. ٠. . . . . . . . 33 20

F. Forecasts for world fleet d ev elo p m en t 34 20

III. Productivity o f the world fleet and the supply and demand situation in world
s h ip p in g 3355- 4- 40 0 2?
22

A. Estimate o f tons and ton-miles per d w t 35 35 22

2?

B. Supply and demand in world shipping 3b

3 b - 4 40
0 22
2?

IV. Shipbuilding, second-hand market and demolition ..................... 441

1 - 5- 555 35

A. Newbuilding orders . . . ٠ ٠ .٠ ;٠ ٠. ... ٠. . ٠.. . . . . . . . . . . . . ٠ ٠ ٠ ٠ 4. 1

.41
- 4-242 35

B. Ship prices 3543 43 . . . . . . ‫ ؛‬٠ ٠35

c. Deliveries o f newbuildings 4 4 --44b

44 b 35

D. Tonnage on o r d e r 4 2 - 550
0 35

E. Sale and purchase o f second-hand tonnage . . . . . . . . . . . ٠٠٠٠٠. . . . . . . 5 1 --5 52

51 2 3b

F. Demolition of ships 5 3 --5 55

53 5 44
 CONTENTS (continued)

٧ . Port d ev elo p m en t 5 6 -7 5 47

A. Container port traffic ...................................... 56 - 5S 47

B. Port de^eloptnent - front a transport centre to a lo^l^tic platfort^ . . . . . . . . 59 - ?5 4?

¥ I. Freight m a r k e ts 76 - 92

A. Freight rate$ o f main car^o s e c to r s 76 - 87

B. Einer freight rates as a percentage o f prices for selected commodities . . . ٠٠ 88 - 89 54

c. Estimates o f ^lohal freight c o s t s 9 0 -9 1 55

٥٠ h4arine h u n ^ r prices 9^

VII. Multimodal transport and technological developments ٠ ٠. . . . . . . .٠ . 9 3 -1 1 2 59

A. Oroup o f Experts on Multimodal Transport . ٠ ٠. ٠. . . . . . . . . ٠ ٠. . . . . . . 93 59

B. Second Seminar on Container d im e n s io n s 9 4 -9 5 59

3. Further development o f the double-stac^ container train nettvor^ in

North A m e r ic a .............................................................................................. 00

D. ^ a il la n d h rid ^ e s......................................................................................................... 01 - 02 60

E. Introduction o f 9 '06" as a standard container height - -- - - - - - 03- 05 60

F. W orld container population .................................................................................... 06- 08 60

G. Container p ro d u c tio n ................................................................................................. 09- 12 61

VIB. Other d e v e lo p m e n ts........................................................................................................ 50

A. United Nations Convention on a Code of Conduct for Finer Conferences ٠ 113 65

B. Gnited Nations Convention on International Multimodal Transport o f Goods 114 65

c. Dnited Nations Convention on the Carriage of Goods by Sea, 1928

(Hamburg ^ules) 1 1 5 -1 1 7 65

٥ . United Nations Convention on Conditions for Be^isu^ation of Ships . ٠ .٠ ٠ ٠ 118 - 119

E. Maritime liens and mortgages 12© - 1^2

F. General a v e r a g e 123

G. f ^ C T A ^ Minimum Standards for Shipping Agents . . . . . . . . . . . . . . . . . 124 - 125

H. The new UNCTADBCC ^u le s for Multimodal Transport docum ents ٠ ٠ ٠ ٠ ٠ 126 - 135 6?
 CONTENTS (continued)

Chapter Paragraphs Page

I. Technicai cooperation and tr a in in g 136 - 149 69

j. New cl^ssiEcation of ships by type reviewed . . . . . . . . . . . . . . . . . . . . . . 150 70

Annex

I. Classification of countries and te rrito rie s 73

II. ^ o r l d seaborne trade according to geographical areas, 1970, 1990 and 1991 . . . . . ٠ ٠ . . . . . . 77
III.(a) Merchant fleets o f the world by flag o f registration, groups o f countries and types o f ships
(in grt), as at 31 December 199^ 79
III.(b) M erchant fleets of dte world by flag of registration, groups of countries and types o f ships
(in dwt), as at 31 December 199^ 83
IV. Major Oows of selected bulk co m m od ities 89
V. International classification o f ships by type . . . . . . . . . . . . . . . ٠ ٠٠ ٠. . . . . .٠.. ٠.. .٠... 115

LIST OF TABLES

Table Page

1. Development o f international seaborne trade, 197© and 1980-199^ .... ٠ ٠. . . ٠٠٠. . . ٠ ٠.3

2. W orld seaborne trade by types o f cargo, 1970 and 198©-1992 5

3. W orld seaborne trade in 1970, 1990, 1991 and 199^ (est.) by type o f cargo and country groups . 6

4. W orld fleet by principal types of vessel, 1990-1992 12

Distribution of the world fleet and TEU capacity of fully cellular containerships by groups
of countries, at mid-year 1990, end-1991 and end-1992 ...............................................................

6. Age distribution of the world merchant fleet b^ type of vessel (as at 31 December 1992)

7. Distribution of world tonnage (grt and dwt) by groups of countries o f registration,

1970, 1991 and 1992 ........................................................................................................................

8. Percentage shares of world tonnage by type o f vessel and country groups, 1980, 1991 and 1992 . 18

9. Structure o f the merchant marine f l ^ t o f the main country ^•©ups (as at 31 December 1992) . . . 19

0. The 35 most important maritime countries (as at 31 December 1992) ................... 21

1. Tonnage disu-ibution of major open-registry fleets (as at 31 December 1992) . . . . . . . . . . . . . . 22

2. Tonnage owned by the nationals of the counny of registry in the total f l ^ t of the most important
open and international registers (as at 31 December 1992) 23

3. True nationality of major open-registry fleets (as at 31 December 1992) ..... ٠ ٠. ٠. ٠. . ... . 24

4. C om padson between total cargo turnover and fleet ownership by group

1970, 1991 and 1992 25
 VI

CONTENTS (continued!

Table

Cargo c‫؛؛‬rried and ton-nti(e$ performed per dwt of the totai worid fieet, 1980-1992

16. Esdm ated productivité^ of tanfers, carriers, combi^

1980-1992 (ton-miles performed per d w t ) 29

17. E stim ated p r^u ctiv ité^ o ftan h ers, bulh carriers, combined
1980-1992 (tons carried per d w t ) 30

18. Tonnage o v e rsu p p j in the world merchant fleet, 1983 -1 9 9 2 31

19. Analysis o f tonnage oversupply by vessel type, 1983-1992 32

20. Tanker tonnage engaged in oil storage, 1981-1992 34

21. Newbuilding contracts placed for the main types of ship during 1988-1992 ٠. .......... ٠ .٠ 37

22. R p re se n ta d v e newbuilding prices, 1980, 1985 and 1988-1992 . . . . . . . . . . . . . . . . . . . . . . . . 38

23. Distribution of deliveries of newbuildings by principal types of shi^ 39

24- Distribution of deliveries of newbuildings by groups o f countries o f build, 1991-1992 . . . . . . . . 40

25. W orld tonnage on order at the end o f each quarter, 1990, 1991and 1992 . ٠ ٠ ٠ ٠ . . . . . . . . . . . . 41

26. W orld tonnage on order as at the end o f 1992 42

27. Second-hand prices for five-ye‫؛‬u--old vessels, 1986-1992 42

28. Development o f sales and purchases of second-hand bulkers in 1992 . . . . . . . . . . . . . . . . . . . . 43

29. Broken-up tonnage trends, 1980, 1985-1992 44

30. Tonnage reported sold for breaking by type o f vessel, 1987-1992 . . . . . . . . . . . . . . . . . . . . . . 44

31. Average age of broken-up ships by type during 1985-1992 45

32. Demolition prices in 1990-1992 45

33. Container port traffic of developing countries and tetritories, 1991 and 1990 . . . . . . . . . . . . . . 48

34. Ereight rate indices, 1990-1992 52

35. Comparative freight rates for selected commodities, 1992 versus 1991 . . . . . . . . . . . . . . . . . . . 54

36. The ratio of liner freight rates to prices o f selected commodities ٠ ٠ .٠ .٠ .٠. ...٠ .٠. .٠. .٠. .55

37. Estimates of total freight costs in world trade by groups 56

38. Fluctuations in marine bunker fuel prices, 1990-1992 . . . ٠ . . ٠ ٠ ٠ .٠ ٠ . . . ٠ . . . . . . . ٠ .٠ .٠ . . . 58

39. Analysis o f world container fleet by length and h e ig h t ٠. 62

 v il

CONTENTS (continued)

Table Page

40. Analysis o f change in world container population by length/height . . . . . ٠ . . ٠ ٠. . .. . . .62

..

41. Brealrdown o f annual container production by region/country for 1989-1991 ٠٠٠. ......... ٠ 63

42. " o f standard freight container prices for 1991 and 1992 64

E IS T O F E O N E S

Box

Vessel and registry groupings used in the Review o f Maritime T ra n s p o rt X

Tanlrer demand lilrely to increase with growing world dependence on OPEC oil . . . ٠ . . . . . . . . 9
Einer trade g ^ w th changes d ir e c tio n ^6
New tankers expected to keep rates l o w 46
Restructuring o f ports in Eatin America and the C arib lx ian 50
Increasing emphasis on ٥ ‫و‬a lity control in ti-ansport se rv ic e s! 64
Adoption of the International Convention on M aritime Eiens ‫؛‬ind Mortgages, 1993 . . . . . . . . . . 68

L IS T O F G B A P B S

Graph

Annual change in OECD industrial production and seaborne trade, 1984-1992 . . . . . . . . . . . . . 2

International seaborne trade for selected y e a r s .............................................................................................. 4
Export structure and direction o f trade for developing countries ............................................................ 4
W orld seaborne trade by country g ro u p s ...................................................................................... 8
Forecast o f world seal»rne trade, 1993 to 2003 ........................................................................................... 8
W orld fleet b^ principal t y p e s ........................................................................................................................ 13
W orld tonnage by country groups, 1992 ...................................................................................................... 17
Forecast o f world fleet by principal type ..................................................................................................... 26
Index o f ton-miles performed per dw t total world f le e t ...................................................................... 28
10 Trends in surplus capacity by main vessel types, 1983-1992 ................................................................... 33
11 Ma)or confemnce rates 1988-1992 .................................................................................................................. 53
12 Ealtic Beight index and selected routes, 1992 ............................................................................................. 53
Estimates o f total Beight costs in world trade by groups ......................................................................... 57
 v iii

ABBREVIATIONS

cif Cost, insurance and freight

CIS Commonwealth of Independent States
dw t Deadweight tons
EEC European Economic C om m unia
FEU F o r^ -fo o t equivalent unit
fob Free on board
GD? Gross domestic production
Gross registered tons
Idt Eight displacement tons
MTG Multimodal transport operator
NIC N e w ^ industrialized countries
NVG-M TG Non-vessel-operating multimodal transport operator
GECD Grganisation for Economic Cooperation and Development
TEU Twenty-foot equivalent unit
№ CC U ltra-large crude carrier
VECC Very large crude carrier
VG-MTG Vessel-operating multimodal bansport operator

E^FEA N A TG R V NOTES

References to dollars ($) are to United States dollars.

Billion means a thousand million.

Tons r e ^ r to m ebic tons, unless otherwise stated.

Details and percentages presented in tables, due to rounding, do not necessardy add up to the totals.

Two dots (..) indicate that data are not available or are not separately reported.

٨ dash (-) signifies that the amount is nil, or less than half the unit used.

In some tables, the data shown for earlier years have been revised and updated, and may therefore differ from
those shown in previous issues o f this Review.

In the tables and the text, the use of the term "counbies" refers to countries, territories or ‫؛‬
 INTRODUCTION
The Review o f M aritime Transport is an annual
publication prepared by the secretariat o f l^ C T A D ,
in accordance with section в o f the programme of
work o f the Committee on Developing Services
Sectors: Fostering Competitive Services Sectors in
Developing Counpies: S hipping. ‫ث‬/ The p u ^ o s e of
the Review is to identify the main developments in
world maritime Pansport and to provide relevant
statistical data. Emphasis is given to the development
o f the m erchant marines in developing counpies as
compared with other groups of counpies.
To maintain historical continuity, the overall
structure of the Review ٠/ Maritime Transport is
simil‫ ^؛‬to previous editions. The current issue,
however, includes several new features. These are:
(1) a summary o f world economic conditions and their
relationship to shipping; (2) extension of a standard
ship grouping to statistical tables; (3) an
or‫^؛؛‬n/destination m aPix for selected commodities;
(4) a review o f the role o f ports; (5) inclusion of the
BFI index; and (6) a proposal for a new international
classification o f ships by type.
Summary o f main developments in 1992
Despite a decline in ©ECD induspial
production, international seaborne Pade continued to
expand for the seventh consecutive year, exceeding
4.2 billion tons. The annual rate of change, however,
decelerated to 2.2 per cent.
Total ton-miles for all cargoes increased to
18,280 billion (a 2.3 per cent gain over 1991).
The world merchant fleet expanded slightly to
reach 694.7 million dw t by the end of 1992. This
minimal expansion (1.6 per cent) ^ c u rre d despite a
‫ و‬uadruphng o f scrapping and a decline in newbuilding
orders.
D e v e lo ^ d market-economy counpies and the
ma)or open-regisPy counpies continued to be the
dominant groupings in the world merchant fleet (by
flag o f regispation). W ith a combined tonnage of
473.8 million dwt, they accounted for 68.2 per cent of
the total world fleet. UounPies o f UenPal and Eastern
‫ث‬/ Report ٠/ the Standing Committee ٠ « D eveloping Services Sectors: Fostering Competitive Services
Sectors in D eveloping Countries - Shipping, first session, TD/B/39(2)/5-TD/B/UN.4/13, annex I.
Europe and socialist coundies o f Asia owned 5.6 per
cent and 3.2 per cent, respective^, o f die world
mercliant fleet.
Developing counpies increased tlieir fleet to
149.9 million dwt; their share in the total world fleet
increased slightly to ^1.6 per cent (versus 21.1 per
cent in 1991). Almost 72.5 per cent of this fleet was
concenpated in only 10 developing counPies or
territories.
The disparity between developing counpy cargo
generation and fleet ownership remains, ? o r example,
developing counpies were the origin for more than
one-third of all goods in world seaborne Pade but
owned only 21.6 per cent o f the world deadweight
tonnage. Conversely, developed m arkt-econom y
counpies loaded/unloaded 55.9 per cent of world
seaborne Pade but, either directly or indirectly through
open regispy fleets, conpolled 68.2 per cent o f the
world tonnage.
The productivity of the world fleet continued to
improve, reaching ^6,314 ton miles per dwt.
Clobal freight payments for imports increased
by about 3.0 per cent over 1990, but the ratio to c.i.f.
import value remained at 5.2 per cent. The
developing counpies’ ratio, however, was almost
double that o f the developed market-economy
countries.
Container Paffic reached a new record of
million TEUs in 1991.
Freight rate indicators for most sectors declined
from 1991. In the liner market, a slight increase
occurred in selected conference container rates.
The new UNCTA D^CC Rules for h^ultimodal
Transport D ^ u m e n ts became operational on
1 January 1992. The import o f this development is to
provide commercial parties with a voluntary liability
rdgime for multimodal Pansport in the absence o f an
internation‫ ^؛‬legal instrument currently in force.
 Box 1

Vessel and registry groupings used in the Review of Maritime Transport

As in the previous ‫?؛‬ear’s Review, five vessel groupings have heen used throughout most shipping tables in
this report. The cut-off point for all tables based on data fiom Lloyd’s Maritime Information Services Ltd. is
100 grt, except those tables dealing with ownership where the cut-off level is 1,000 grt. The groups aggregate
^0 principal types of vessel categories, as noted below.

Review group Vessel included from Lloyd’s Register statistical tables

Oil tankers ©il tanker

Bulk carriers Ore and bulk carriers, ore/bulk/oil carriers

General cargo Refiigerated cargo, speci^i^ed cargo, ro-ro cargo, cargo (single- and
multi-deck), general cargo/passenger

Containerships ^ully cellular

Other ships Oil/chemic^l tankers, chemical tankers, other tankers, l^u efied gas carriers,
passenger ro-ro, passenger, tank barges, general cargo barges, fishing, offshore
supply, and all other ty ^ ‫؛‬s

Total all ships Summation of all the above-mentioned vessel types

W ith the formation o f new States in Eastern Burope, the registry situation as at 31 December 1992 has
changed. Lloyd’s Register advises that vessels are only allocated to a new register after confirmation that a
new registry has been created and ships entered into a registry. The following guidelines are offered by
Lloyd’s Maritime Information Services Ltd. for the Review o f Maritime Transport, 1992 tables relating to fleet
development.

Former USSR

(i) Confirmation has been received from the Latvian (LAV), Lithuanian (LTH) and Fstonian (ETN)
registries, and these flag codes have ^ e n created and maintained.
(ii) The Russian (RUS), Ukrainian (UKE) and Azerbaijan (AZE) Republics have by this time started their
own registries and these h^ve also been all«;ated accordingly.
(iii) The other republics, Armenia (ARM), Belarus (BEL), Georgia (GEO), . K a k h s ta n (^ A ^ ),
^yrgy^stan (KYR), Moldova (MOL), Tajikistan (TAJ), Turkmenistan (TUR) and Uzbekistan (UZB), have not
made moves to set up registries, and in consequence a significant number of vessels are held under the USSR
flag code (USR) until such time ^s new registries are set up.

Former Yugoslavia

Ships have been allocated to either Croatia (CRT) or Slovenia (SLO). Any as yet unallocated have been
left under Yugoslavia (YUG).

Source: Lloyd’s Maritime Information Services Ltd., London.

 Chapter I
THE DEVELOPMENT OF INTERNATIONAL ^EARORNE TRADE
The initial chapter of the Review of Maritime Transport provides an overview of the demandfor global shipping services.
This includes background information on the world economic situation (1992) as it relates ‫؛‬٠ the maritime sector and a
review o f developments in international seaborne ‫؛‬٢^ .
A. W orld economic background
1. Developmems in the world economy have a
direct impact on the derived demand for global
shipping services. Three key economic indicators are
changes in real GDP, world merchandise bade and
indusbial production. In 1992, real GDP increased by
0.8 p er cent over 1991. The GDP o f GEGD m em l^r
countries grew by 1.4 per cent, while that of
developing counbies experienced an increase of
6.1 per cent over the previous year . ‫ ال‬Growth was
particularly Sbong in Asia and the M iddle East.
Uowever, formerly cenbally planned economies
(Genbal and Eastern E u r o ^ and CIS) experienced a
17.2 per cent ‫؛‬mnual decline in output. -
2. W orld merchandise bade volume expanded at
a rate of 4.5 per cent in 1992. This reversed the
downward bend for the previous three-year period
(1989-1991) and reflected the improving economies in
North America and expanding imports and exports in
China and NICs in South-East Asia. M erchandise
bade in formerly planned economies continued to
decline in 1992. In these counbies, annual export
volumes fell by 10 per cent and imports by 7.5 per
cent. The rate o f deceleration, however, was less than
1991, when exports and imports dropped 25 per cent
and 33 per cent respectively. -
3. For the maritime sector, indusbial production
o f the GECD countries is an important economic
indicator. Graph 1 indicates the close correlation. In
1992, the total GECD industrial production index
declined from 115.8 in the first quarter to 114.7 in the
last quarter (1985=100). The EEC members
e x ^‫؛‬rienced a 4.0 per cent fall and Japan a 5.4 per
cent decline. The latter is particularly important as
Japan accounts for about a quarter o f world seaborne
bul^ bades . ‫ﺀ‬ Conversely North America, in
particular the United States, expanded indusbial
production sustaining an annual rate of change of
4.1 per cent. -
B. International seaborne bade
4 Imernational seaborne bade continued to
expand in 1992. Total tonnage exceeded 4.2 billion
tons, marking the seventh consecutive annual increase.
The annual rate o f ehange, however, decelerated to
2.2 per cent, as compared to 2.8 per cent in the
previous year (1991).
5. By broad maritime market segments, t a n ^ r
cargoes represented almost 44 per cent o f total 1992
seaborne trade and increased to 1,850 million tons -
an increase of 3.4 per cent over 1991. Toml dr^
cargoes experienced a minimal gain (up 1.3 per cent
over 1991) o f which main bulk commodity cargoes
declined 1.5 per cent to 990 million tons in 1992.
Table 1 and ^raph 2 illusbate the long-term upward
trends in seaborne trade since 1982. For example,
average annual rate of growth for all goods over the
1982-1992 period was 2.9 per cent. Dry cargoes
achieved the largest change (3.2 per cept), while
tanker cargo grew at 2.5 per cent annually and the
five main bulks increased by 3.0 per cent annually
over the same period.
6. In the oil tanker bades, the improvement in
seaborne crude and ^ b o le u m products was
unexpected because of the decline in OECD indusbi‫؛‬،l
production and a decrease in oil production in the
^ rm e r $oviet Union from 10.3 mb/d in 1991 to
8.6 mb/d in November 1992 . ‫ ر ق‬Nevertheless, total
OECD oil imports increased 2.4 per cent in the
fourth quarter of 1992 over the same qu‫؛‬bter in
1991 , ‫ و‬and the former Soviet Union maintained
e x e r t s at an average 1.9 mb/d in 1992 . ‫ آ ق‬Also,
Middle East 0 ? £ C producers and North Sea
production increased by 8.0 per cent and 10.0 per cent
respectively in 1992. -
7. Within the dry bulk sector, developments
differed considerably depending on types of
commodities. A 3.8 per cent decline in world crude
steel production ‫ ص‬decreased the demand for
coal/coke and iron ore. Thus, coal exports from North
America and A usbalia amounted to 230.5 million
tonnes in 1992, as com^‫؛‬bed to 241.9 million tonnes
in 1991. — Similarly, iron ore exports fell to
367.5 million tonnes in 1992, ‫ ﺀ‬which represents a
7.8 per cent decline from 1991. Un the other hand,
the course grain bade reached 92 million tons - up
9.5 per cent over 1990/91, with the four main
producing areas (North America, Ausbalia, Argentina,
E £ € ) increasing exports to 75.2 million tons as
compared to 70.8 million tons in 1991. —
Conversely, the 1992 phosphate r ^ k trade declined
5.1 per c e n tl^ for the lanuary-^eptem ber period,
reflecting reduced demand in W estern Europe and a
consequent reduction of United States exports (down
29.7 per cent). — The alumina and bauxite fiades
remained static because primary aluminium production
continued at alm ost the same levels in 1991 and 1992
(14.7 million tons). —
8. The 1992 other dry cargo sector, which
includes general cargo, parcel shipments and liner
shipments, increased 3.1 per cent over 1991. The
OECD hner fiades expanded by 5.4 per cent, ‫ ئ‬but
this was one o f the slowest rates in recent history.
The gradual im provement occurred despite a 1.0 per
cent drop in OECD manufacturing production. These
declines in production, however, were uneven, as
North American p ^ d u c tio n expanded by 3.0 per cent,
as compared to an 8.0 per cent decline in lap an . ‫ا ﻗ ﺊ‬
9. For developing counfiies, the structure of
exports by value are concenfiated into five broad
Graph 1
Annual change in OECD industrial production and seaborne trade, 1984-1992
PERCENTAGE
1984 1988 1988 198?
YEARS
‫ا‬ Industrial Freduet’n
Source: IMF, International Financial Statistics, various issues; OECD, M ain Economic Indicators,
M arch 1993.
categories. Manufactured goods and fuels are tlte
dominant cargoes. The direction o f the developing
countries’ trade by value is oriented towards
developed market economies (62.6 per cent), while
trade within the group accounts for about 23.1 per
cent of the total. Graph 3 illustrates the structure and
direction o f trade.
10. In terms o f weight tons, developing countries’
e x e r t s consist nearly exclusively o f bulk cargoes.
General cargo and mfrigerated products represent less
than 10 per cent o f the group’s total seaborne
trade. — Annex IV, a new item in this year’s
Review of Maritime Transport, provides for an origin
and destination matrix for selected commodities.
11. Ton-mile demand is arrived at by adding the
spatial element to the trade volume. Table 2 provides
long-term fiends by types o f cargo and indicates that
total ton-miles increased by 2.3 per cent in 1992 over
1991. This is well below the ten-year (1982-1992)
average annual rate o f 3.5 per cent and reflects the
recent deceleration in seaborne trade.
‫ﺀ‬ Seaborne Trade
12. A summary o f seaborne Pade by major cargo
segments and counPy groups is found in table 3 and
^ p h 4. For 1992, the share of oil cargoes expanded
slightly over the previous year to 43.9 per cent o f all
goods loaded, and dry cargo decreased to 56.1 per
cent h'om 56.5 per cent in 1991. In terms of regional
disPibution, developing countries increased their share
o f all goods loaded to 56.3 per cent and o f goods
unloaded to 26.7 per cent. Developed market-
economy counpies experienced a d e c e a se in their
share o f goods loaded to 43.4 per cent and accounted
^ r a stable 67.6 per cent of goods unloaded. For the
fourth consecutive year the share o f countries of
G enpal and Eastern E uroi» declined both in terms of
goods loaded (4.2 per cent) and unloaded (3.7 per
cent). The share o f the socialist conntries o f Asia
(^.1 per cent loaded and 2.0 per cent unloaded)
retrained unchanged frotn 1991.
1^. A forecast o f world Pade by main cargo
sector from 1993 to 2003 is shown in Graph 5.
Estimated at 3.754 billion tons in 1993, Pade is
e x a c te d to increase by an average o f 3.1 per cent per
year, reaching 5.071 billion tons by 2003.
Gontaineri^ed and other general cargoes are projected
to increase at 3.5 per cent per year ١ ٠ 1.117 billion
tons. Estimated growth by the year 2003 for the dry
bulk and t‫؛‬،nker sectors is (o 1.8 and 2.0 billion tons,
respecdvely.

Table 1

Development o f international seaborne Pade. a/ 1970 and 1980-1992

(Estimates o f goods loaded)

Tanker cargo Dry cargo Total (all goods)

Total o f which: main bulk

commodities ‫إل‬

¥ear h4illions Fercentage h4ii!ions Fercentage h^illions Fercentage Millions Fercentage

optons annual o f tons annual o f tons annual o f tons annual
change change change change

1970 1440 13.1 1 165 13.0 448 16.0 2,605 13.0

1980 1 871 -6.6 1833 3.3 796 4.5 3 704 -2.0
1981 1693 -9.5 1866 1.8 806 1.3 3 559 -3.9
1982 1480 -12.6 1 793 -3.9 759 -5.8 3 273 -8.0
1983 14 6 1 -1.3 1 770 -1.3 732 -3.6 3 231 -1.3
1984 1498 2.5 1912 8.0 833 13.8 3 410 5.5
1985 1459 -2.6 1923 0.6 857 2.9 3 382 -0.8
1986 1 514 3.8 1 945 1.1 834 -2.7 3 459
1987 1 506 -0.5 1999 2.8 875 4.9 3 505 1.3
1988 1 587 5.4 2 105 5.3 940 7.4 3 692 53
1989 1692 6.6 2 199 4.5 965 2.7 3 891 5.4
1990 1755 3.7 2 253 2.5 968 0.3 4 008 3.0
1991 1 790 2.0 2 330 3.4 1005 3.8 4 120 2.8
199 2 ‫ﻣ ﻆ‬ 1 850 3.4 2 360 ‫ا‬.‫د‬ 990 -1.5 4 210 2.2

Sources: Based on data from the United Nations Statistical G ^ice; Fearnleys, W orldB ulk Trades 1991 and
‫ [؟‬٨ UNGTAD
Review !99^. (©(‫؛‬ ^،h^.r

а/ Including international cargoes loaded at ports o f the Great Uakes and St. Lawrence system ^ r unloading
at ports of the same system.

b/ Iron ore, grain, coal, bauxite/alumina and phosphate,

с/ UNCTAD preliminary estimates.

 4

Graph 2

International seaborne trade for selected years

BILLIONS OF TONS LOADED

1 9 /0 1 9 /9 1990 1999 1990 1991 1992

YEARS
ORUDE 0 ‫ & اا‬RRODUCTS 5 ‫ﺀ‬ MAJOR BULKS ‫ﺀ‬ OTHER DRY

Source: Review ofM aritim e Transport, various issues.

Graph 3

Export structure and direction o f trade for developing countries

(1989 percentage disbibution by v^ue)

E. Europe s.5%
Fuels 24.9% Europe 23.6%

USA/Can. 26.9%
OPEC 4.0%

Develping 23.1%
AU other 3.0%

Manufactures 94.0%

^ tro c tH re Direction

Source: UNCTAD, Handbook o f International Trade and Development Statistics, 1991 (United Nations
publication, Sales Nuntber E/E.92.1I.D.6), table 3.^, p. 76.

N ote: Commodity groups are:

All food items (SITC 4 + 22 + 1 + ‫) ه‬
AgriculUtral raw materials (SITC 2, except 22, 27, 28)
Fuels (SITC 3)
Manufactured goods (SITC 5 to 8 less 68)
©res and metals ( SITC 27 + 28 + 68)
 Table :

W orld seaborne trade by types o f cargo. 1970 and 1980-1992

(Billions of ton-miles)

Year Gil
Iron Coal Grain a/ Otlter I Total trade
Crnde Brodncts

1970 5 597 890 1093 481 475 2 118 10 654

1980 8 385 1020 1613 952 1087 3 720 16 777
1981 7 371 1000 1 508 1 120 1 131 3 710 15 840
1982 5 212 1070 1443 1094 1 120 3 560 1^ 499
1983 4 478 1080 1 320 1057 1 135 3 510 12 580
1984 4 508 1 140 1631 1270 1 157 3 720 ٨ 426
1985 4 007 1 150 1675 1479 1004 3 750 065
13
1 671 1 586 914 3 780 856
13
1986
1987
1988
4 640
4 671
5 065
‫ة؛‬
1445
1728
1919
1653
1 719
1061
1 117
3 840
4 040
273
14
305
15
1989 5 736 1540 1 983 1798 1095 4 250 402
16
1990 6 261 5601 1 978 1073 4 440 161
17
1991 6 757 5301 2 008 ;‫س‬ 1069 4 510 873
17
1992 7 070 5401 1890 2 000 1 130 4 650 280
18

Source: Fearnleys (Oslo), Review 1992.

a/ Including wlteat, maize, barle‫?؛‬, oats, rye, sorghum and soya beans.
 Table 3

W orld seaborne Pade a/ in 1970. 1990. 1991 and 1992 (est.)

by type of cargo and country groups Ы

Country group ¥ear Coods loaded ©oods unloaded

©il Dry Total ©il Dry Total

cargo all cargo all
Crude Products goods Crude Rroducts goods

(Trade in millions o f tons)

W orld total 1970 1 110 330 1 165 2 605 1 101 302 1 127 2 530
1990 1 287 468 2 253 4 008 1 315 446 2 365 4 126
1991 1 333 457 2 330 4 120 1 355 441 2 449 4^45
1992 1 390 460 2 360 4 210 1 410 445 2 480 4 335

(Rercentage share of each category o f goods in total)

W orld total 1970 42.6 12.7 44.7 100.0 43.5 11.9 44.6 100.0
1990 3‫ ة‬1 11.7 56.2 100.0 31.9 10.8 57.3 100.0
1991 3^.4 11.1 56.5 100.0 31.9 10.4 57.7 100.0
1992 33.0 10.9 56.1 100.0 32.5 10.3 57.2 100.0

(?ercentage share o f p^de by groups of counpies)

Developed tnarltet- 1970 2.0 27.1 60.0 31.1 80.4 79.6 79.1 79.9
economy countries 1990 13.4 32.6 63.4 43.8 72‫؟‬ 81.4 61.7 67.3
1991 13.3 33.2 63.3 44.0 73.2 82.4 62.0 67.7
1992 13.4 33.5 63.1 43.4 72.9 82.3 61.9 67.6

C ounpies of 1970 3.4 80 6.9 5.6 1.2 1.0 3.8 2.3

CenPal and 1990 4.6 11.8 3.8 5.0 2.6 0.3 5.8 4.1
Eastern Europe 1991 4.0 10.3 3.6 4.5 2.2 0.2 ‫ ؟‬٩ 3.9
(including the 1992 3.6 9.8 4.2 2.0 0.2 ٩٩ 3.7
^ r m e r USSR)

Socialist counpies 1970 1.2 0.5 0.5 0.1 2.0 1.2

o f Asia 1990 2.7 0.9 2.0 2.0 0.3 0.3 3.4 2.1
1991 2.5 0.9 2.0 2.1 0.3 0.3 ٩٩ ?٨
1992 2.5 0.9 2.1 2.1 0.3 0.3 ‫د‬.‫د‬ 2.0

Developing 1970 94.6 64.9 31.9 62.8 17.9 19.4. 15.1 16.6
countries 1990 79.6 54.7 30.8 49.2 24.6 18.0 29.1 26.5
1991 80.2 55.6 31.1 49.4 24.3 17.1 29.2 26.4
1992 80.6 55.9 31.4 50.3 24.8 17.3 2 ‫ و‬-‫ق‬ 26.7

of which in:
Africa 1970 25.5 2.4 9.1 15.2 1.7 4.7 3.6 2.9
1990 24.1 7.6 4.3 11.2 5.6 ?٩ 4.3 4.5
1991 23.8 7.5 4.2 11.0 ‫لدد‬ 2- 4.2 4.4
 7

Table 3 (continued)

Counfiy group Year Coods loaded Goods unloaded

Gil Dry Total Gil Dry Total

cargo all ah
Crude Products goods Crude Broducts goods

(?ercentage share o f trade by groups o f countries)

America 197fi 12.2 35.4 13.8 16.© 1©.5 5.6 4.4 7.2
199 ‫ه‬ 13.3 11.9 13.2 13.1 5.7 3.8 4.6 4.5
1991 13.4 12.© 13.2 13.© ‫د‬.‫د‬ 3.6 4.1 4.4

Asia 197fi 56.9 27.© 8.1 31.3 ،‫ ؛‬،‫؛‬ 8.5 6.7 6.4
199‫ه‬ 4^.2 34.9 12.6 24.7 12.6 16.9 19.9 ■16.6
1991 43.4 35.8 13.© 25.© 13.1 16.6 26.6 16.7

Burope 197© 6.1 6.1

199© - ©.2 ©.3 ©.2 ©.7 6.5 6.8 6.7
1991 - ©.2 ©.3 ©.2 ©.7 6.4 6.8 6.7

(Oceania 197© ©.! ©.8 ©.4 ‫ب‬ 6.5 6.3 6.2

199© - ©.! ©.4 ©.2 - 6.5 6.1 6.2
1991 - ©.! ©.4 ©.2 - 6.4 6.1 6.2

Sources: Based on statistics proyided by t،te United Nations Statistical Office, tlte UNCTAD data banl‫؛‬, and otlter
specialized sources.

‫ ﻣ ﺞ‬Including international cargoes loaded at ports of tlte Creat La^es and St. Latyrence system for unloading
at ports of the same system, but excluding such traffic in main bulk commodities.

b/ See annex I for the composition o f these groups, and note 2 thereto regarding the recording o f fiade o f land-
locked counfiies. The estimates presented here refiect the inclusion of Yugoslayia in 1986 in the group "Deyeloping
countries in Burope"; in preyious years Yugoslayia was classified as a deyeloped market-economy counfiy.
 Graph 4

W orld seaborne trade by country groups

(Percentage distribution o f tonnage, 1992)

DMECs 43.4% DMECs

SOC.‫؛؛‬ASIA

■ DEVELOPING
DEVELOPING 9P.3% E.EUROPE 26.r%

Goods loaded Goods unloaded

Source: UNCTAD data bank.

Graph 5

Forecast o f world seaborne trade. 1993-2003

Billions of tons

1993 1994 1999 1999 199/ 1999 1999 2000 2001 2002 2003

YEARS
■ I LIQUID BULK ‫ﺀ‬ ORV BULK ‫ص‬ LINER ‫ﺀ‬ CONTAINER

Source: DRI/M ercer M anagement W orld Sea Trade Service.

 Box 2

Tanker demand likely to increase with growing world dependence on OPEC oil

The Paris-based Internationa Energy Agency’s r e ^ r t entitled "World Energy Ontlook" indicates that
0‫ ال‬output in member countries of the Organisation for Economic Cooperation and Development is expected to
continue d e c li^n g in this decade and the next, parhcularly in the United States. During the same period,
peboleum consumption is expected to surge, and OECD countries may end up importing 40 per cent more oil.
This would raise their import dependence to 70 per cent or more o f their oil needs by 2010, compared with
about 58 per cent now.

M eanwhile, demand for oil in the rest o f the world is e x a c te d to rise even faster than in the
industrialized counbies, with consumption doubling in the 20 years to 2010.

This large ap p etib for oil can only be satisfied by the Organization o f Petroleum E x e rtin g Countries,
and some M iddle East countries that are not members o f the exporters’ group. Middle Eastern exporters
(excluding North African nations such as the Eibyan Arab S m ahiriya and Egypt) and Venezuela currently
m eet about ^0 per cent o f the w orld’s oil needs. The lEA says they may account for about 50 per cent of
world supply by 2010. fo o k e d at another way, according to the lEA demand for oil from the 12 OPEC
nations is expected to double by 2010.

Source: Wall Street Journal, 29 April 1993, p. 8.

 11
Chapter II
DEVELOPMENT OF THE WORLD FLEET
This chapter discusses the supply ofw orld merchant shipping. The information broadly covers structural characteristics,
٠٣^ ٢^ ،^ , the comparison between cargo generation andfleet ownership, and a forecast for fleet development.
A. Structure o f the world fleet
14. Comparative tim e series data for 1990, 1991
and 1992 are presented in table 4. The size o f the
world merchant fleet totalled 694.7 million dwt by
year-end 1992. This represents a 1.6 per cent increase
over the 1991 figures and exceeds the 0.17 per cent
yearly average growth o f the 1980-1992 period. The
1992 fleet expansion occurred because newbuildings
deliveries increased (28.5 million dwt) — more than
scrapping (19.0 million dwt ) , ‫ ﻣ ﺤ ﻖ‬leaving a net gain
o f 9.5 million dwt.
15. By vessel type, liquid and dry bulk carriers
dominated. The former represented 37.9 per cent of
the 1992 global dw t and the latter 34.5 per cent. The
shares of general cargo and containerships were
15.1 per cent and 4.7 per cent, respectively. The
distribution of dw t by ship type has remained about
the same for tite last two years. Longer-term fiends
(1980-1992) indicate a decrease in tanker and general
cargo dw t share, while bulk carriers and
containerships dw t shares have increased. Oraph 6
illustrates world fleet size fiends by principal vessel
type for the 1980-1992 period.
16. The TEU capacity o f the w orld’s fully
cellular containerships continued its three-year upward
trend and reached 1,925,177 TEUs by year end 1992.
This represents a 14.1 per cent annual average
increase and confirms that fully cellular containerships
are the fastest growing segment of the world shipping
industry. Table 5 summarizes developments for the
1990-1992 period.
17. The world 1992 container fleet remained
concentrated in the developed market-economy and
open-registry countries. The form er owned 36.6 per
cent o f the TEU capacity (38.9 per cent in 1991).
The five main open-registry countries represented
26.0 per cent o f the world TEU capacity, as compared
to 22.8 in 1991.
18. In 1992 the share of developing countries in
the TEU capacity o f the world fleet decreased, falling
to 16.6 per cent (versus 17.1 per cent in 1990). The
m ajor proportion o f the containership fleet rogisteted
in developing counfiies was concentrated in the
developing counfiies o f Asia, followed by developing
countries in Latin America. G ther developing
comttries’ share o f the world TEU capacity was less
than 0.2 per cent.
19. The average age o f the total world fleet
increased slightly in 1992 to 14.91 ^ears. This
represents a 4.2 per cent increase over 1991. Table 6
provides data on the age distribution o f the world
merchant fieet b^ type o f vessel and age groups at
end-1992. Containerships are the youngest type of
ships (averaging 12.0? years versus 11.81 years in
1991), with 19.9 per cent o f tonnage being less than
five years’ old. The average age o f bul^ carriers is
about one year more (13.50 years versus 13.18 years
in 1991). Tankers represented the oldest type o f
vessel (16.72 years, versus 15.63 years in 1991) with
vessels built 15 and more years ago constituting
62.3 per cent o f the available tanker tonnage.
20. By c o u n tr y g r o u p in g , d e v e lo p e d
market-economy countries show the lowest average
age o f ship (14.09 years), followed by developing
countries (14.22 years), countries o f Central and
Eastern Europe (14.75 years) and open-registry
countries (15.92 years). Socialist countries of Asia
have the oldest fleet, with an average age of
16.28 years.
B. Ownership o f the world fleet
21. Table 7 contains information concerning the
distribution o f the world merchant fleet by groups of
countries for the years 1970, 1991 and 1992.
Developed market-economy countries and open-
registry fleets owned 68.2 per cent o f the 1992 total.
This is about the same as 1991, but is down fiom
85.9 per cent in 1970. Developing countries’ share of
the total 1992 dwt increased to 21.6 per cent, as
compared to 21.1 per cent in 1991. This is a
significant increase over 1970, when the share was
only 6.3 per cent, and exceeds the target o f the third
U n ite d N a tio n s D e v e lo p m e n t D e cad e fo r
Transportation. ‫ﺀ‬ Socialist countries’ o f Asia and
Eastern European countries’ shares of world dwt
remained unchanged in 1992. Craph 7 summarizes
the dwt distribution for 1992 and emphasizes the
concentration o f the developing countries’ share in
Asian countries.
 12

Table 4

W orld fleet by principal types o f vessel, 1990-1992

(Thousands of dwt) a/

Percentage change
Principal types 1990 b/ 1991 с/ 1992 ‫ﺀ ق‬
1991/1992

1. Oil tankers 245 936 256 905 263 334 2.5

37.4 37.6 37.9

2. Eulk carriers 234 659 241 215 239 973 -0.5

35.6 35.3 34.5

©re/bulk/oil 33 599 33 599 36 460 8.5

5.1 4.9 5.3

Ore/bulk 201 060 207 616 203 513 -2.0

30.5 30.4 29.3

3. General cargo ships 102 676 103 386 104 933 1.5

15.6 15.1 15.1

4 Gontainerships 25 955 29 521 32 408 9.8

3.9 4.3 4.7

5. Gther ships 49 151 52 486 54 043 3.0

7.5 7.7 7.8

LiquiEed gas carriers 10 892 12 121 12 7^1 5.0

7.7 1.8 1.8

Chemical tankers 6 026 6 523 7 113 9.0

0.9 1.0 1.0

Miscellaneous tankers 536 544 627 15.3

0 ‫ﺍ‬ 0.1 0.1

Ferries and passenger ships 3 220 3 435 3 673 6.9

0.5 0.5 0.5

Gthers 28 477 29 863 29 909 0.2

4.3 4.4 4.3

658 377 683 513 694 691 1.6

W orld total
100.0 /٠٠٠٠ 100.0

Source: Lloyd’s Maritime Information Services Ltd. (LMIS), London,

a/ Percentage shams are shown in italics,

b/ Mid-year figure.

çj End-year figure.
 Graph 6

W orld fleet by principal types

Selected years 1980-1992

MILLIONS OF DWT
SOD

S00-

Other .
‫ ﺀ‬Container
400 - ‫ ﺀ‬Oeneral oar^o
‫ص‬ Dry Bulk
‫ ا‬Oil tanker
£00 -

1 9 8 0 198S 1990 1991 199£

YEARS

Source: L loyd’s M aritime Information Services Ltd., London.

 14

T a b le s

Distribution of the world fleet and TEU capacity of fully cellular containerships by groups o f countries.
at mid-year 1990. end-1991 and end-1992

Flags of regisPation by groups Number of ships TEU capacity and percentage shares a/ ‫ا‬
o f countries
1990 1991 199^ 1990 1991 1992

1. W orld total 1 169 1269 1 371 1 502 731 1 734 016 1 925 177

100.0 100.0 100.0

2. Developed m arkt-econom y 410 419 417 618 701 674 018 704 258
counpies
41.2 38.9 36.6

3. ©pen-registry counpies 261 308 377 312 055 395 661 501 281

20.8 22.8

Total, 2 and 3 671 727 794 930 756 1 069 679 1 205 539

61.9 61.7

4. ©ounpies o f CenPal and 67 43 227 34 899

Eastern Europe (including
" Г
the former USSR)

5. Socialist countries of Asia 59 62 ‫ص‬ 57 508 62 356 65 592

6. Developing counpies 233 278 289 232 199 296 200 320 127

15.5 17.1 16.6

o f which in:
Africa 4 1 810 585 585

0.1

America 36 40 55 22 954 25 745 36 075

1.5 1.5

Asia 172 213 ^25 195 353 255 796 279 867

13.0 14.8 14.5

Europe 12 16 9 072 12 377 2 336

‫ﺀ‬ 0.1
0.6 0.7

©ceania 4 3 010 1697 1264

‫ﺀو‬
0.2 0.1 0.1

?٠ ©ther, unallocated 128 134 152 239 041 266 893 299 020

15.4 15.5

Source: Lloyd’s M aritime Information Services Ltd. (LMIS), London,

a/ Fercentage shares are shown in italics.

 Table‫؛‬

Age distribution o f the world merchant fleet by type o f vessel

as at 31 December 1992
(Percentage o f total in terms o f dwt)

Average Average a]
0-4 10-14 15 ^ears
Country grouping Type of vessel Total
years years years and ever
(years) a/
Ah ships 00 11.2 20.2 49.7 14.91 14.3)
World total Tankers 00 10.6 9.0 18.1 62.3 16.72 15.63
Putk carriers 00 11.2 19.7 40.5 13.50
General cargo 00 17.4 26.3 47.7 15.04 14.78
Containerships 00 19.9 27.3 18.6 34.2 12.07 11.81
All others 00 42.9
All ships 00 10.8 24, 42.7 14.09 13.34
Developed market- Tankers 00 7.4 11.4 26, 54.6 16.15 14.64
economy countries Bulk carriers 00 11.4 22 , 34.6 12.73 12.37
General cargo 00 11.7 25.1 34.6 13.04 12.73
Comainerships 00 20.5 23.1 20.7 35.7 12.37 12.51
All others 00 14.9 26.2 22.4 36.5 12.85 12.61
All ships 00 11.4 14.5 57.8 15.92 15.52
Open-regishy Tankers 00 69.4 17.36 16.78
countries Bulk carriers 00 8.7 22.3 14.83
General cargo 00 44.8 14.57 14.49
Containerships 00 30 ‫؛‬3 37.7 12.70
All others 00 14.9 20.4 44.9
All ships 00 11-1 17.9 50.9 15.09 14.47
Subtotal Tankers 00 10.7 7.9 63.1 16
8-‫؟‬
Bulk carriers 00 10.0 26.6 43.9 14.06 13.67
10.6
General cargo
Containerships
All others
00
00
00
18.7
14.9
‫ة‬:‫ث‬
24.0
27,
19,
40.8
36.5
13.97
12.50
13.73
12.23
13.07
All ships 00 20.5 24. 46.6 14.75
Countries of Tankers 14.05
Central and Eastern
Europe
Bulk carriers ‫ث‬ 32. 33.5 13.34
General cargo 00 17 57.9 16.08
Comainerships 00 10.6 20.
All others 16.‫ق‬ 14, 56.7 15.19
All ships 00 18.9 17.5 57.9 16.28 15.71
$ocialist counbies Tankers 00 20.1 16.2 57.0 16.03 14.15
of Asia Bulk carriers 00 22.3 16.5 56.1 15.27
General cargo 00 11.9 63.2 17.37 17-17
Containerships 00 I 47.8 22.0 9.44 11.61
All others 00 76.0 19.00 17.02
All ships 00 22.0 20.4 45.4 14.22 13.61
Developing Tankers 00 ‫أ‬0‫ث‬ 12.4 14.1 63.1 16.65 15.26
counbies Bulk carriers 00 37.4 19.0 26.1 10.99 11 - 1 1
(excluding open- General cargo 00 4.7 11-1 ^0.1 54.1 16.39
registry connues)
Comainerships 00 25 .‫و‬1 19.5 19.5 3 ‫؟‬- 9 12.11 12.^2
All others 00 29.7 14.70 14.44

Source: Compiled on the basis of data supplied by Eloyd’s Maritime fo rm a tio n Services D d. (LMIS), London.

a/ To calculate ‫؛‬ e, it has been assumed that the ages of vesse] ‫ ؛‬distributed eve‫ ك‬y between the lower and
upper limit of each ‫؛‬ ; group. For the 15-years-and-over age group, the mid-point has been assumed to be 22 years.
 16

T a b le ?

Distribution of world tonnage (grt and dwt) by groups o f countries

of registration. 1970. 1991 and 1992 a/
(End-year figures)

Flags of registration by Tonnage and percentage shares b/ Increase in tonnage

groups o f countries (tnill. o fd w t)
In grt (millions) In dwt (trillions)

1970-1992 1991-1992
1970 c/ 1991 1992 1970 c/ 1991 1992

^ o r l d total 217.9 435.3 444.9 326.1 683.5 694.7 16.8 11.2

100.0 100.0 100.0 100.0 100.0 100.0
2 ‫ م‬Developed market- 141.8 145.1 142.3 209.7 223.0 216.6 0.3 -6.4
economy countries
32.0 64.3 32.6
3. Gpen-registry
countries
143.4 153.0 244.2 ‫ت‬ 13.0
18.8 32.9 34.4 35.7 37.0
Total 2 and 3 182.7 288.5 295.3 467.2 473.8
83.9 66.3 66.4 § 68.4 68.2
4 Countries of 18.6 34.8 33.7 22.7 40.8 39.0 0.7
Central and Eastern
Europe (including 8.0 7.6 7.0 6.0
the form er USSR)
5. Socialist counfiies 0.9 14.8 22.0 22.6 1.0 0.6
o f Asia
0.4 3.4 3.4
6. Developing
countries d/
14.5 91.2 20.5 144.3 ‫ث‬
21.0 21.3 21.1
o f which in:
A fiica 0.8 7.0 0.3 - 0.1
America 6.4 17.9 27.4 0.9 0.2
Asia 55.7 ‫؛؛‬ 4.0
Europe d/ 10.0 17.0
Cceania 2.4 0.1 ‫ت‬
7. ©ther, unallocated 6.0 6.2 1.7 0.4 0.2
0.6 1.4 0.5

Source: Compiled on the ^asis o f data supplied by the Shipping Information Services o f Lloyd’s Register of
Shipping and Lloyd’s of London Fress Ltd.

Excluding the United States Reserve Fleet and the United States and Canadian Great Lakes fleets, which
amounted respectively to 2.8, 1.1 and 1.5 million grt.

b/ ?ercentage shares are shown in italics,

с/ M id-year figure.

d/ Including the former Yugoslavia, classified as from 1986 ; a developing country in Europe.
 17

Graph 7

W orld
id tonnage by counpy groups. 1992
Percentage distribution o f dwt

O th .r 1.4%
Socialist Asia 3.3% OCEANIA 0.45
Eastern Europe- '5.'6%' AFRICA 0.99
Open-reg 37.0%
EUROPE 2.72
AMERICA 0.97

Developing 21.€

A^IA 13.4

D^^ECs 31.2%

Source: Lloé^d’s M aritime Information Services Ltd. (London).

22. Additional details dealing with ownership
Pends by vessel type and country groups for the
1 9 8 1 9 9 2 -‫ ه‬period are found in table 8. In the largest
sector (oil tankers), the share of developed market-
economy counpies in world tonnage decreased from
52.5 per cent in 198‫ ه‬to 34.1 per cent in 1992, a
reduction which was, however, offset by an increase
to 44.4 per cent in the share of tanker tonnage under
open registries. Developing countries also increased
their share to 17.1 per cent in 1992 from 7.7 per cent
in 1980.
23. Ownership of dry bulk carriers follows a
similar paPern. For example, developed market-
economy countries decreased their share from 5^.7 per
cent in 198© to 27.8 in 1992, but open-regisPy fleets
expanded their dwt share to 35.8 per cent in 1992
from 31.7 px‫؛‬r cent in 198©. Developing counpies’
share grew to 25.7 рюг cent, as compared to only
9.2 per cent in 198©.
24. In the general cargo and container ship sectors,
overall dw t share Pends differed. For the former, the
share o f the total world dwt decreased from 17.© per
cent in 198© to 15.1 per cent in 1992. The
proportional share o f developed market-economy
countries declined by over half and represented
21.5 per cent of the general cargo dwt in 1992.
Gpen-registry fleet dw t share increased to 3©.4 per
cent while developing countries’ share rose to 26.6 per
cent in 199^.
25. The container sector expanded to 4.7 per cent
o f the world dw t in 1992, which is a large change
from 1.6 per cent in 19‫ ﻣﻬﺔ‬Again, developed market-
economé^ counpies’ share o f the container dwt
decreased from 74.^ per cent in 1980 to 42.6 per cent
in 1992. G onverse^, the open-regishy^ fleets’ share
expanded to 25.5 per cent in 1992 from 13.5 per cent
in 1980. Developing counpies too ^ignificandé^
increased their share o f the world container fleet to
18.1 in 1992 as compared to only 7.6 per cent in
1980.
26. The 1992 spucture of the merchant fleets o f
the main counpy groups is shown in table 9.
Developed market-economy counpies’ tonnage in
liquid and dry bulk tonnage exceeds 7^.3 per cent of
the group’s rotal fleet, with general cargo ships
amounting to about 10.0 per cent, while containerships
account for 6.4 px‫؛‬r cent. Gpen-registry fleets have a
greater proportion o f their fleets in the tanker and dry
bulk carrier sector (combined 78.8 pier cent). Also,
the general cargo share is higher than in developed
mipket-economy counpies (12.4 per cent), but
containerships (3.2 per cent) account for less than the
developed market-economy counpies. Tonnage
disPibution in developing counpies is characterised by
a relatively high proportion o f conventional general
cargo tonnage (18.6 per cent of total fleet), while
cont^ner ships make up for only 3.9 p^r cent.
GoncenPation on general cargo tonnage is, however,
most pronounced in counpies of GenPal and Eastern
Europe (36.8 per cent o f total tonnage), where
container tonnage accounts for only 1.8 per cent of the
fleet. A similar fleet spucture can be observed in
socialist counpies of Asia.
 18

Table 8

Percentage shares o f world tonnage by type o f vessel and country groups

1980 (as at 1 July). 1991 and 1992 (as at 31 December) a/
(In terms of dwt)

Country group Year Total dwt Oil Eulk General Centaines Other
c a p e rs b/ c a ^ o ships ships ships
Millions Percentage of
Percentage share by vessel type
o fd w t world total
World total 1980 ‫ة‬82.8 100.0 49.2 22.2 12.0 1.6 4.5
1991 683.5 100.0 32.6 35.3 15.1 4.3 2.2
1992 69 ‫? ه‬ 100.0 32.9 34.5 15.1 4.2 2«
Peroentage sha«‫ ؛‬by group of counfiies
Developed market- 1980 350.1 5^.5 52.2 43.4 24.3 50.4
economy counties 223.0 3‫ت‬
1991 36.0 23.0 44.8 43.9
199^ 216.6 31.2 34.1 22.8 21.5 42.6 43.9
©pen-registry countries 1980 212.5 36.2 31.2 20.8 13.5 12.0
1991 244.2 35.2 43.5 34.5 28.0 23.1 25.8
199^ 25?.2 32.0 44.4 35.8 30.4 25.5 26.4
Countries of Central and 1980 12.3 19.2
Eastern Europe
1991 ■ • 10.2
1992 39.0 4.9 13.2 9.6
Socialist countries in 10.9 4.2 0.1
Asia
1991 22.0 и 4.0
1992 22.6 1.1 3.9 2.3 2.5
Developing countries с/ 1980 68.4 10.0 2.2 9.2 12.6 2.6 12.0
1991 144.3 21.1 16.0 25.2 26.9 12.9 12.8
1992 149.9 21.6 12.1 25.2 26.6 18.1 12.5
of which in:
Africa 1980 7Л 1.0 1.1 0.1 2.3 2.1
1991 ?.0 0.5 2.2 3.2
1992 6.9 0.5 2.1 2.6
America 1980 21.8 3.3 5.6 0.1 3.2
1991 22.4 3.8 2.1 4.6
1992 2?.6 3.2 2.0 4.2
Asia 1980 5.2
1991 !! ‫ن‬ 13.1 10.0 16.6 ‫ث;أإ‬ 15■.‫؛‬
1992 93.3 13.4 10.9 16.9 13.6 15.0 8.9
Europe с/ 1980 1.2 0.1 -
1991 12.0 2.0 3.4 3.0 0.2 0.6
1992 18.9 2.2 3.8 3.2 0.9 0.2
Oceania 1980 0.2 0.1 -
1991 3.6 0.1 0.9 0.2 0.1 0.5
1992 3.2 0.1 0.8 0.2 0.1 0.6
Other, unallocated 1980 3.0 0.2 0.6 0.9 0.1
1991 9.2 0.5 2.1 0.5 2.2 0.1
1992 9.4 0.6 1.9 0.5 2.9 0.1

Source: Compiled on the basis of data supplied by the Shipping Information Services o f Lloyd’s Register of Shi‫؟؛‬ting and Lloyd’‫؛‬
of ^ n d o n Press Ltd.
a/ Excluding the Lnited States Reserve Eleet and the United States and Canadian Creat Lakes Eleet.
b/ Cre and b ^ k careers, including combined ore/oil and ‫ص‬
с/ Including Yugoslavia as of 1‫ةةو‬.
 19

о ١٩ 00
‫ب‬ ж ٧١‫ﺀ‬

١٩ О ٩ (N
|| ‫إﺀ‬
٣٦ Os

о <N OS 00
00 ‫ﻣﺤﺎ‬
‫و‬

I ON
٣١
о
<N

о ١٩ ON
о 00 ٣٦ ‫ﻣﺤﺎ‬
‫أم‬
I ‫|ق‬
о
ON ١٩ ON ON
‫و‬ ‫ص‬ es ON
‫ﺑﺂم‬

‫و‬
ON
о о ‫ي‬.
‫أم‬ ١٩
ON ٧١ ‫ﻟﻢ‬ ٠٦
‫ق‬ ٠٢٢
‫ﻟﻪ‬
S ‫ه‬
‫وآﺀ‬
‫ق‬
es ٩
‫آم‬ ١٥ s ‫ج‬
то ٧١ ‫ق‬ ٢٠٦
‫وآ‬ <N
о
‫ص‬

о
II
٧٦ 00 ON
о s ч О
‫و‬ ٣٦ ١٥
‫لآ‬

١٩ ‫ص‬ ٥٩
‫ص‬ ON ،s ٣١ ٣٦
<N
00 ‫؛‬g es <N
‫|ة‬

о ‫و‬ ١٩ 00
‫ب‬
‫ص‬

I ‫ه ب‬. ٠ ON
‫و‬٧١‫ه‬
'§
‫ة‬ §

‫م‬
I
‫ق‬
‫و‬
‫ﺀ‬ о «
 20
c. The 35 most important maritime counpies and
territories
27. The 35 m ost im portant maritime counpies in
dwt terms are ranked in table 10. The table lists
m erchant ships registered under national flag and
foreign flag vessels when the conpolling interest of
the ship is located in the counpy. These 35 countries
conPol 9^.9 per cent o f the world merchant fleet
through their own register or by conPol of foreign
flag vessels. M oreover, shipowners o f five countries
or territories, i.e. Greece, Japan, United $tates,
Norway and Uong Kong, conPol over half the world
fleet, and over two-thirds o f the world fleet is
conpolled by the top 10 maritime counpies.
28. The Pend to (lag out tonnage continues
unabated. In 1992 total tonnage registered under
foreign flags reached ^95.7 million dwt. Nearly half
the tonnage of the 35 m ost im ^ rta n t maritime
countries is thus commercially conpolled, but not
registered, in the counpy of domicile of the parent
company. This practice is common for all counpy
^•oups but is particularly noticeable for developed
market-economy counpies.
D. Open and international registers
29. ©pen and international registers continue to
apract a major part of the world m erchant fleet. The
combined 1992 tonnage under these registers exceeded
311.1 million dw t or about 48.6 per cent o f the world
total. This is a slight relative reduction from 1991,
when the total dwt was 293.7 million or 46.2 per cent
o f the w orld’s merchant fleet.
30. Table 11 summarises the tonnage disPibution
o f the five largest open-regisPy countries by vessel
type. 91.8 milhon dw t and 73.6 million dw t are
flying under the flags o f Liberia and Fanama,
respectively. By vessel type, oil tankers represent
46.2 per cent of total dwt, followed by d‫ل‬y bulk
carriers with 32.8 per cent o f the total dw t and general
cargo ships with 12.0 per cent o f the total dwt.
31. The participation of nationals in the regisPy of
open or international registers is indicated in table 12.
The information compares the total tonnage registered
in selected counpies with tonnage owned by nationals
o f the counpy o f regispy. For most open-regisPy
counpies the share owned by nationals is minimal or
zero, but with international registers ownership
exceeds 90 per cent.
32. The true nationality of the five major open-
registry fleets is examined in table 13. ©wnership is
concenttated in 0 ‫ ل‬counpies or terriiories which
conPol 81.2 per cent o f dwt and 74.7 per cent o f the
number of vessels. In 1992, Japan replaced Greece as
the nationality with the largest share (17.3 per cent) of
the five major open-regisPy fleets. The United States
and Uong Kong ranked third and fourth, with 14.2 per
cent and 9.2 per cent, respectively.
E. Comparison o f cargo turnover and fleet
ownership
33. The relationship between cargo volumes
generated by different country groups and fleet
ownership in 1970, 1991 and 1992 is summarised in
table 14. The data indicates a disproportional
relationship between cargo generation and ownership.
In 1992 developed market-economy counpies, e i^ e r
directly or through open-registry counpies, conpolled
68.2 per cent of the world fleet, while genetPting
,55.9 per cent of the international seaborne Pade. At
the same time, the share o f developing countries in
world cargo turnover stood at 38.1 per cent, while
their merchant fleet constituted 21.6 per cent o f the
total world fleet in deadweight. Uonger-term
comparisons, however, indicate that developing
counpies have significantly reduced the gap between
cargo generation and fleet ownership. Thus, in 1970
the share of world goods loaded and unloaded by
developing countries was 40.4 per cent, i.e. a relative
level similar to the one observed in 1992, while their
share o f the world fleet was only 6.3 per cent.
F. Forecasts for world fleet development
34. Forecasts for world fleet development by vessel
type are shown in graph 8. The W orld Fleet Forecast
Service (WFFS) projections indicate that the Pital
world fleet will increase from 675.1 million dwt in
1993 to 851.8 million tons by the year 2003. The
liner and dry bulk vessel types are expected to
increase by 30.0 per cent and 31.3 per cent
respectively over the decade. The deadweight tonnage
of the world tanker fleet will increase by 22.3 per cent
by the year 2003.
 21

Table 10

The 35 most important maritime conntries

(as at 31 December 1992) a/

Number of vessels Deadweight tonnage

domicile Ы
Total as
National Total Total percentage of
National flag world total

Greece ‫ ا‬631 619‫؛‬ 52 915 630 668

493
97 54.‫ت‬8
1071 776 . 52 353 491 62.11
lifte d States 244 4 0 ‫س‬552 0 650
57 ‫س‬ 7 69.39
Nnrwa‫^؛‬ 521 512
571
34 218
141
19 712
730
53
Hong Kong 81 614
708
26 094
081
31 85.63
Ghhia 590 391
7^
27 26.63
tlnited Kingdom 414 872 988
093
18 637
831
23 6.55?
902‫؛‬ 427
132
16 625^
35
Republic of Korea 467 196 507
373
10 319
1687 692
675
17 41.37
German‫^؛‬ 034
2516 079
427
10 678
113
16
Denmatl‫؛‬ 432 671 012
2877 680
8125 44.?6
Italy 597 70 667 020
043
10 18.44
Sweden 182 149 331 936
940 2 254
12 ‫ﻣﺢ‬
6 76.03
Taiwan, Province of 201 190 391 73427‫س‬ 926
9333 668
126
11 33.72
China
^dia
Rra^
Iran (Islamic Rep.o^
233
146
39

149
315
271
10
680
6618 ‫ﺋﺔأةةا‬ 970
094
10
745
8739
492
2758 0.23
Singapore 160 436 419
8875 419
777
2 30.87
Prance 186 111 297 090
1703 784
6943 954
784
6 54.42
Tutke^ 335 011
1696 312
523 692
323
6
Ukraine 642 727 996
8175 264
737 082
733
6 4.35
Netherlands 429 178 607 496
9793 771
9511 750
4485 35.82
Belgium 44 125 169 191501 900
3124 813
0915 96.24
291 92 764
1593 824
9311 37.94
Swit^rland 17 146 163 574
265 480
157
4 054
4225 88.64
Roma^a 303 318 287
1954 016
1935 14.53
Kuwait 33 9 42 816
4913 1 0 ‫حﺀ‬
096 914‫ت‬
498 22.39
Cyprus 39 70 736
0073 048
4701 056
2064 25.85
Finland 103 17?- 540
0381 812
8842 424
8513 73.03
Philippines 272 14 6823
480 135
123 3.54
399 74 473 504
7002 849
1991 704
5493 32.39 0.58
Croatia 26 162 893
120 688
3433 96.72 0.58
Poland 7 270 490
4113 090
66 556
5013 0.5b
Saudi Arabia 64 35 99 554
706
2 245
4313 74.45 0.54
Australia 79 19 615
0273 8.03 0.47

Total (35 countries) ; 123 24 078 776‫؛‬ 49.67 92.94

62.8 100 50 50 100

World ‫ا‬0‫س‬ 17 950 »730 329 444 905 311 102 407 640 547 312 100.00

Percentage 64.9 35.2 100 100

Source: Information supplied by Iloyd’s Maritime Information Se^^ices Utd. (LMIS), London,

a/ Vessels of 1,0‫ﻣﻢ‬grt and above, excluding United States reserve fleet and United States and ( ‫ ا‬Great la^es Oeet.

b/ The county of domicile indicates where the controlling interest of the Oeet is located, in terms of the ‫ﺀ‬
‫ف‬rent company. In several cases, this has
requTted certain )udgements to be made. Thus, for instance, Greece is shown as the country of domicile with respect to vessels owned by a Gmek owner
wi‫؛‬h representative offices in New York, London and Piraeus, although the owner may be domiciled in the United States.

с/ ‫ ؛‬tcludhtg ‫؛‬vessels flying the national Hag but registered ht territorial de^en^enc‫؛‬e ‫ ؛‬or ‫ ؟‬sso‫ ؟‬iat 1 self-goveming te^tories. For the United Kingdom,
British Hag vessels are included under the national Hag, except for Bermuda (listed 11 ; ‫؛‬inantable
open-registty country) and Hong Kong (shown
separately in the present table(.
 22

‫ص‬
О
со ‫و؛‬
ds

со сч
١٠٥ СО

١٥

ON
00 ‫و‬ ‫ج‬
'Ь ٧١ со ON ‫و‬
ON ‫ء‬
со
со
٣٠
со
‫دم‬
‫ﺀ‬
es
I
H
es ‫؛؛‬
§‫؛‬
. ‫ﺀ‬ ‫ﺑﻣم‬
о
ON
١٠٥ ‫ج‬

١٥

es о
٠ 00
о
On
о
ON
00 00 ‫و‬ 00
со

I
‫رﻣﺢ‬
~
I es §
‫ه‬

00

٤ со ٠٠
٧٦
٣٠١ ON es
‫و‬

‫حم‬
es ‫م‬
ы ٠٠ ١٥ ١٥
es eo o\
٠٠

٠ о
‫ﻟﻪ‬ и . ‫ء‬ ON
со
‫م‬
й
g Цц
о

‫م‬о
о ٠
о
١٥

‫ب‬ ‫بؤ‬
es

٠٢٢ 00
‫ﻟﻮ‬
‫م‬
es
‫و‬
о I со N٥

‫ص‬
00
es ‫؛‬о
es

٧١ о ٠١ I
٠٠
•о ٥١ es § СО .٧١
о СО
es es
‫ه‬
‫ق‬ ٧١
i

‫و أ ة‬ N٥
с،е>

es
•ь
٣٦
О
ON
NO
! ‫؛‬ ٠‫ي‬ ٠١

٠ ‫ص‬ ‫ج‬

. ‫ء‬ ‫ب‬
‫ﺑﻣم‬ S ON ‫ص‬ ‫و‬
‫ج‬
Й о

٠٠ S
‫اﻗﺂ‬
•‫ج‬ I
« «
 23

Table 12

Tonnage owned by the nationals o f the counpy o f regispy in the total fleet of the most important open and
international registers
(Thousand dwt as at 31 December 1992) ‫ﻣﺆ‬

Country o f regispy or Total tonnage registered Tonnage owned by Share o f tonnage owned
register in the counpy o f register nationals o f the counpy by nationals in the total
o f registry registered fleet (%)

Liberia 91757 0 0.0

Fanam a 73 585 63 0.1

Norwegian International
34 864 32 717 93.8
Ship R egispy

Cyprus 33 374 2 99B 9.0

Bahamas 31979 104 0.3

M alta 14 334 5 0.0

Danish International
6 692 6688 99.9
Ship R egispy

Bermuda 5 467 0 0.0

¥anuatu 2 935 0 0.0

Source: See table 11.

a/ See table 11.

 ‫ي‬ ‫م‬ ‫؛ﻣﺰ‬

‫‪I‬‬
‫‪I‬‬
‫ة*‬
‫‪I‬‬ ‫‪ON‬‬

‫ص‬ ‫ه‬ ‫‪00‬‬

‫ﻟﻖ‬ ‫ج‪.‬‬
‫ص‬
‫ق‬ ‫‪О ٣٦‬‬
‫ق‬
‫و‬

‫‪СЛ‬‬
‫خ‬ ‫‪О‬‬

‫ج‬

‫‪I‬‬
‫‪I‬‬
‫‪ш‬‬

‫‪S‬‬ ‫‪о‬‬
‫‪Vi‬‬
 25

Table 14

Comparison between total cargo turnover and fleet ownership

by groups o f countries. 1970. 1991 and 1992

Country grouping Year Coods loaded and Total of Merchant Percentage of world total of
unloaded (millions of tons) goods
(mii‫^؟‬ons
^aded Unloaded unloaded of dwt) Goods Merchant
(millions fieet owned
of tons) unloaded (dwt)

Developed market- 1970 802.7 2 010.4 2 813.1 282.2 54.8 86.5

econo^^ and open-
registry countries 1991 1 821.0 2 878.0 4 699.0 467.2 56.2 68.4

199^ 81‫ ص‬0. 2 933.0 4 778.0 473.8 55.9 68.2

Developing countries 1970 ! 643.3 431.6 2 074.9 20.5 40.4 6.3

1991 2 031.0 1 115.0 3 146.0 144.3 37.6 21.1

1992 2 100.0 1 154.0 3 254.0 149.9 38.1 21.6

Countdes of Central 1970 145.4 57.4 202.8 20.5 4.0 6.3

and Eastern Europe
(including the former 1991 184.0 166.0 350.0 40.8 4.2 6.0
USSR)
1992 177.0 161.0 3^8.0 39.0 4.0 5.6

Socialist countries of 1970 1^.4 30.2 43.6 1.2 0.9 0.4

Asia
1991 84.0 86.0 170.0 22.0 2.0 32

199^ 88.0 87.0 175.0 22.6 2.1 3.^

World total a/ 1970 2 604.8 2 529.6 5 134.4 326.1

1991 4 120.0 4 245.0 8 365.0 683.5

1992 4 210.0 4 335.0 8 545.0 694.7

Source: As per tables 3 and 8.

a/ Including unallocated tonnage indicated in annex ni.

 Graph 8

Forecast o f world fleet by principal type

1993 to 2003

MILLIONS OF DWT
( ‫ﻫﻢ‬0

800

ООО

400

200

1996 1997 1996 1999 2000 2001 2002 2006

YEARS
Tanker ‫ ؤ‬Dry Bulk ‫ﺀ‬ General Container

Source: DRI/LMIS W orld Fleet Forecast Seryice.

Box 3

Liner Pade growth changes direction

Container Pade growth to the end of the century is set to outsPip that o f other shipping markets, with
inPa-A sia Pade leading the way. Uoweyer, growth in the supply o f tonnage means the problem of
oyercapacity may be around for some time. This was the message from the World Sea Trade Outlook
conference held recently in Amsterdam and hosted by Dr. Douglas Beck, Research Diiector of
DRI/McGraw-Uill.

M ichael L. Sclar, Senior Consultant at DRI/M cGraw-Dill, presented forecasts from the W orld Sea
Trade Seryice (W STC), an im portant forecasPng tool for seyeral major liner companies. To the end o f this
century, total world seaborne Pade is expected to grow at an ayerage of 3.3? per cent per year. W ithin this,
liner Pades are e x a c te d to grow 5.8 per cent per year. Higher growth, 6.3 per cent per year, is forecast for
unitized Pade, expanding from 28 million TEU per year today to su ^ a ss 40 million TEU/year in 1998,
increasing to 45 million TEU per year by 2000. This growth rate would be an enormous Spain on ports and
surface P a n s^ irt systems.

A narrowing o f the gap between rates o f growth in Pade into the United States, Canada and Europe on
the one hand and lap an and the newly indusPialized economies on the other is expected.

On specific pades, the most spiking projection is for steady growth in the Atlantic Pom 1993 onwards
of both east- and w e s t-^ u n d shipments. By the year 2000, more than 800,000 TEU/year may be shipped in
both directions. On the Panspacific, east-bound trade is projected to outsPip west-bound moyements by more
than 1 million TEU per year by 2000. InPa-Asian container Paffic will continue to enjoy the sPongest growth
rate o f any Pade, and is forecast to double to around 7 million TEU per year at the end o f the decade, an
ayerage increase o f 8.5 per cent per year.

Source: Lloyd's Shipping Economist (London), Noyember 1992, p. 10.

 27

Chapter III

PRODUCTIVITY OP THE ^O R E D FEEET AND THE SUPPLY AND DEMAND

SITUATION IN ^O R L D ^HIPPINO

This ‫آﺀﺀﻣﺤﻲ^ ﻣﻤﻤﻢﺀﺀﻣﻪ؛مﺀ‬

»/ ‫ﺀهﺀﻣﻤﻢ‬،'‫ م‬/‫ ا‬concerning ‫ﺀﺀم؛‬operational productivity ‫م‬/‫ ﺀامﺀ‬worldfleet and ‫ »ه‬analysis of the balance
between supply and demand / ٠٢ ‫ ﺀﺑﻢ»»مﺀ‬. Key ‫ ﺀآم؛ﺳﻬﻴﻦ‬are ‫ ﺀ»مﺀ‬٠/ cargo carried per dwt, ton-miles performed and
surplus tonnage by main shipping market sectors ,

A. Estim ate o f tons and ton-miles per dwt
35. Gperational productivity indicators for the
world fleet continued to improve in 1992 (see table 15
and graph 9). Tons of cargo carried per dw t reached
6.06 tons, and ton-miles performed per dwt continued
the upward bend to reach 26,314. The increm ent^
gains can be attributed to the growing expansion of
world seaborne trade, better utilization of shipping
capacity and a quadrupling of scrapping of obsolete
and inefficient tonnage in 1992 .‫ق‬ Tables 16 and
17 provide additional details on ton-miles performed
by tanker, bulk carriers and combined carriers. The
former experienced the largest gains over 1991, as
ton-miles of oil and grain carried by tankers grew by
3.9 per cent. Ton-mile performance by the remaining
bulk fleet shows minimal operational productivity
change.
9.2 million dwt - a 22.7 per cent decline. Most o f dte
redaction came from activating VLCCs and ULCCs
that had been used for short-term storage since the
G ulf crisis. Table 20 indicates the long-term d ecli^ng
trend in tankers used for storage. For example, in the
peak period (July 1981) 26.9 million dwt were
employed in oil storage compared to the recent low in
November 1992 of 8.8 million dwt.
^9. G vercap acity in th ed ry b u lk secto rex p an d ed
to 2 1 .‫ و‬million dwt. This represents a 21.3 per cent
increase over 1991 and amounts to about 10 per cent
o f the world dry bub‫ ؛‬fleet. The diseq^librium can be
explained by declining outputs in the steel industry
and a corresponding drop in the demand for coal and
iron ore. This, combined with a small dwt increase
(0.98 per cent) in the bulk fleet, contributed to dte
highest su ^ lu s since 1982.

B. Supply and demand in world shipping
36. Excess capacity expanded to 10.1 per cent of
the world m erchant Eeet in 1992. Table 18 provides
a summary o f tonnage oversupply for the 1983-1992
period. The total surplus reached 71.7 million dwt,
compared to 64.2 million dw t in 1991. By sector (see
table 19) the tanker bades continued to have dte
largest proportion of excess tonnage, followed by dry
bul^, while the conventional and unitized fleet had
less than 5.0 per cent su ^ lu ses (see graph 10 for
sector comparisons).
40. $ u ^ lu s capacity in the conventional general
cargo and unitized sectors is normally less than the
bulk bades. This is because the shipowners are
catering to a more constant ^ d i n g pattern and are
less involved in the volatile spot markets. In 1992
onl^ 4.3 per cent of the conventional general cargo
vessels’ total dwt was in excess o f demand. The
unitized fleet su ^ lu s was even less, with 1.6 per cent.
Moreover, these 1992 surplus ratios are well below
the 10-year annual averages o f 8.‫ و‬per cent and
3.6 per cem, respectively.

37. S u ^ lu s capacity ‫ ط‬the t ^ k e r sector reached

its highest levels since 1988. A total of 41.8 million
dw t or 14.8 per cent of the total world tanker fleet
was in excess in relabon to oil seaborne bansport
demand. This was slighdy higher than in 1991, when
14.6 per cent o f the Eeet was su ^ lu s but considerably
less than the 1983 high of 42.0 per cent. The growth
in excess capacity is primarily due to a shift from
tankers being employed in oil storage to active
service.

38. Tanker tonnage engaged in oil storage

declined over the full calendar year 1992. In January,
tankers used for storage p u ^ o s e s amounted to
11.9 million dw t and by year-end the total was
 Table 15

Cargo carried and ton-miles performed per dwt of the total world fleet, 1980-1992

Year ^ o r l d fleet Total cargo Total ton-miles performed T ops of I Top-miles

(millions of c‫؛؛‬rried (millions (thopsands o f millions of carried p‫ • ؛‬dwt performed per
dwt) of tons) ton-miles) dwl

1980 682.8 3 704 16 777 5.42 24 571

1981 3 555 15 840 5.16 22 990
1982 693.5 3 273 13 699 4.72 20 4b0
1983 686.0 3 230 12 850 4.71 1^540
1984 674.5 3 410 13 368 5.06 19 820
1985 664.8 3 382 13 160 5.09 19 800
1986 639.1 3 459 13 856 5.41 21 680
1987 632.3 3 505 14 298 5.54 2^610
1988 628.0 3 692 15 299 24 360
1989 638.0 3 891 16 385 6.10 25 680
1990 658.4 4 008 17 121 6.09 26 000
1991 683.5 4 120 17 873 6.03 26 150
1992 694.7 4 210 18 280 6.06 26 310

Source: ^ o r l d fleet: Lloyd’s Register o f Shipping: Statistical Tables (London), various issues. Shipping
Information Services o f Llo‫?؛‬d’s Register of Shipping and Llo‫?؛‬d’s of London Press Ltd. (mid-year data for 1980-1990,
year-end dam for 1991 and 1992); total cargo carried: UNCTAD dam bank; ton-miles: Fearnleys, Review (©slo),
various issues.

Graph 9

index of ton-miles performed per d^L tpm l world fleet

(1980-1992)

In d e x 1980 = 100

11981
918908 ‫ة‬ 1988
11985
1988
1987
19988489 ‫ل‬ 1991
1992
990

YEARS

Source: l^ C T A D calculations based on mble 15, Review ofM aritim e Transport, 1992 (TD/B/CN.4/8).
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| ‫ةة‬ | ‫ةةة‬ ‫ه‬ ١،— ‫ﺑﻣم‬ Г—‫ﺑم‬
 30

Table 17

Estimated productivity of tankers, bulk carriers, combined carriers and the residual fleet, a/ 1980-1992
(Tons carried per dwt)

Year Tons of Tons Tons of dry Tons Tons of oil Tons Tons Tons
oil and carried cargo carried carried and dry bulk carried carried carried
^ •a in per dwt by bulk per dwt cargo carried per dwt by the per dwt
carried by of carriers of of bulk by combined of residual o f the
tankers tankers over 18,000 carriers carriers of combined fleet b/ residual
(miltions) over 18,000 carrters (millions) fleet
(millions) dwt (millions)

1980 1564 396 282 1406 8.33

1
1981 1419 421 262 5.53 1404 8.22
1982 1 191 455 2.94 232 5.12 1 321 7.62
1983 1 132 493 2.90 196 4.55 1 272 7.36
1984 1 174 566 214 5.07 1 358 7.81
1985 1 084 620 3.30 200 4.80 1 389 8.10
1986 1 140 663 3.36 195 1420 8.52
1987 1 185 693 3.54 195 1384
1988 1 295 610 3.16 ^14 6.35 9.04
1989 1 398 639 3.27 211 6.34 1612 9.10
1990 1427 667 203 1680
1991 1485 707 3.27 196 1722
1992 1 545 ‫ﻣ ﺄ‬93 700 3.24 192 1 770 9.49

Source: As for table 16.

a/ See footnote a/ to table 16.

b/ See footnote b / to table 16.
 31

Table 18

Tonnage oversupplv in the world merchant fleet. 1983-1992

(Million dw t and percentages)

198^ 1984 1985 1986 1987 1988 1989 1990 1991 1992

Million dwt

W orld memham fleet 674.5 664.8 639.1 627.9 638.0 658.4 683.5c/ 694.7c/
(as at mid-year)

^ n ^ lu s tonnage a/ 171..‫؛‬
195 161. 108.0 101.1 ).4 64.^ 71.7

Active fleet b/ 490.: 503.: 503.: 531.0 531.2 544.5 575.7 594.7 619.3 624.4

?ercentages

^nrplus tonnage as a 25.4 24.3 16.9 16.0 ‫ و‬7

. 9.4 10.1
p e tp e n ta g e o fth e
world merchant Eeet

Surplus tonnage as : 34.0 32.1 20.^ 19.0 10.8 10.7 10.4 11.3
percentage o f the
active world
m erchant fleet

Source: Shipping Information Services o f Lloyd’s A g is te r o f Shipping and L loyd’s o f London Press Ltd.;
Lloyd’s Shipping Econom ist (London), various issues.

a/ Estimates of average year figures. Smplus tonnage is defined as tonnage which is not fully utilized
due to slow steaming, lay-up status or because it is lying idle for other reasons. As o f March 1989, Lloyd’s Shipping
Economist (London) (the main source for estimates of 8иф1и8 tonnage in the world fleet shown in the pm sent paper)
changed the base for its calculation o f slow-steaming bulk carriers (see the March 1989 issue of Lloyd’s Shipping
Economist (London), p. 10). Thus the figures for the bulk carriers’ su ^ lu s Eeet for 1982-1985 in this table are estimated
in accordance with the method used before March 1989. Estimates for 1986-1992 are based on a new method which
show considerably lower figures.

b/ W orld fleet minus surplus tonnage.

£/ ¥ear-end figure.
 32

Table 19

Analysis o f tonnage oversupplv by main vessel type. 1983-1992

(Average year figures in million dwt) a/

1983 1984 1985 19861987 1988 19891999 19911992

Supply of world tanker 319.4 296.7 273.9 261.7255.1 259.6 253.9 266.2 273.5283:4
fleet b/

Total tanker surplus 134.9 111.7 199.9 65.854.7 41.9 ‫وص‬ 39.8 41.8
fleet с/ ‫ء'ءم‬
Share of surplus fleet in ‫ ه‬2 .‫ه‬ 37.7 37.9 26.3 ., ‫ء‬ ‫ت‬،,‫ﺀ‬ 16.2 ... 14.6 14.8
the world tanker fleet
(per cent)

Supply of world dry 292.9 215.9 222.7 215.4213.8 229.6 225.4 235.9237.3
bulk fleet b/

Dry bulk fleet surplus с/ 52.9 59.3 59.1 39.828.9 23.4 17.919.429.7 25.1
Share of su^lus ‫ ط‬the 25.6 23.4 22.5 14.3 ...19.67.5 19.6
world dry bulk fleet
‫ﺀ‬
(per cent)

Supply of world ... 79.8 74.964.763.463.6 63.5 63.9

conventional general
cargo fleet

Uonventional general ... ‫ل‬.‫ء‬ 4.3 ‫ل‬.‫ ء‬٤٠ 2.2 ٤، ٤٤ 2.7

cargo fleet surplus "٠
Share of surplus in the 19.1 7.7 4.5 4.3
world conventional
general cargo fleet (per
cent)

Supply of world 25.2 27.3 «.٠ 32.934.435.837.5 49.343.9

unitized fleet ‫ﻣﻔﻲ‬

Su!plus of unitized fleet 1.5 1.6 1.71.51.7 9.89.8 9.5 9.4 9.7
Share of surplus in the 6.9 5.94.8 2.3 ٤٤ 1.3 1.9
world unitized fleet (per
cent)

Source: [ on Lloyd’s Shipping Economist (London), various issues.

a/ Aggregates for all sectors as sbown in tbe present table are averages for the y
differ from the world figures in table 18, which indicate estimates at mid-year. Table 19 excludes tankers and dry bul^
callers of less than 10,000 dwt and conventional general cargo/unitized vessels of less than 5,000 dwt.

b/ Including combined ore/bulk/oil carriers on the basis of actualsupply (e.g. Decem^r 1992, total of 32.9,
of which 15.6as tanker and 17.3 as dry bulker).

с/ deluding 50 per cent of combined ore/bulk/oil carriers.

d/ Unitized fleet includes here fully cellular containerships, partly cellular containerships, ro-ro ships and
barge carriers.
 33

Graph 10

Trends in surplus capacity by main vessel types 1983-1992

P e r c e n ta g e o f se c to r 's to ta l dwt

YEARS
Tankers Dry butte EH3 General cargo Unitiized

Source: UNCTAD, based upon table 19.

 34

Table 20

Tanker tonnage engaged in oil storage, 1981-1992

(Capacity in thonsand dwt)

8etni-perntanent ^Itort-ternt Total

Date
No. Dwt No. Dwt No. Dwt
July 1981 52 649
10 16 205 114 26 854
January 1982 45 11 772 103 24 454
July 1982 703
12 16 2 753 74 15 456
January 1983 135
11 16 2 615 67 13 750
July 1983 53 837
11 14 1 764 67 13 601
January 1984 49 7379 25 4 658 74 14 395
July 1984 43 6019 11 134 91 20 735
January 1985 30 3846 49 12 093 18 477
July 1985 3428 9 714 z 18 056
January 1986 43 5147 35 8 353 15 867
July 1986 40 6966 33 9 196 73 15 892
January 1987 1487 45 12 879 20 027
July 1987
January 1988
July 1988
‫إ‬ 012
837
553
7
6
6
‫ة‬
7 917
9 394
67
70
14 929
16 231
7 636 14 189
January 1989 1236 ‫ة‬ 4 783 55 10 906
July 1989 35 1236 19 5 125 54 1 1 24 8
January 1990 37 2346 16 4 162 53 10 396
July 1990 34 7845 20 5 618 54 11402
Decetnber 1990 33 9295 27 6 720 12 649
July 1991 34 081
6 52 1 1 499 17 580
December 1991 291
6 22 4 553 56 10 844
January 1992 34 3256 27 5 588 61 11913
February 1992 32 013
6 25 5 124 57 11 1^7
M arch 1992 32 013
6 23 4 371 55 10 384
April 1992 33 1476 25 4 986 11 133
May 1992 34 301
6 25 5 343 11644
June 1992 33 0766 24 5 217 57 11293
July 1992 36 25 5 734 61 12 159
A ugust 1992 852
6 23 4 569 61 11421
September 1992 35 331
6 4 172 56 10 503
©ctPber 1992 33 063
6 ‫ئ؛‬ 3 157 9 220
Npvember 1992 32 9835 2 844 47 8 827
December 1992 34 299
6 ‫ة؛‬ 50 9 185

Source: John I. Jacobs PLC, W orld Tanker Fleet Review (London), various issues.
 35
Chapter IV
SHIPBUILDING, SECOND-HAND MARKET AND DEMOLITION
The chapter reviews the supply side ofthe world shipping industry. This includes newbuilding ٠٢٢‫ﺢ‬
deliveries of new tonnage on order. Second-hand prices for major sectors are also reviewed, as are deductions from the
worldfleet due ‫؛‬٠ demolition.
A. Newbuilding orders
41. Total newbuilding contracts decreased by
36.7 per cent in 1992. The downward fiend began
mid-year, and in D ecem l^r only 412,666 dwt o f
orders were placed (see table 21). The decline
mirrors many ow ners’ uncertainty over g lo b ^
recession and the short-term growth prospects for
world trade. The decrease was particularly significant
for tankers, where orders declined by 49.4 per cent
from 1991. Moreover, a major shift to ^ e e t IM©
double-hull regulations did not occur, although an
emphasis on quality and environmental features was
evident. The larger tanker orders reported included
13 VLCCs, 8 Suezmax, 15 Afiam ax and 4 ?anam ax
tankers. —
42. New orders for dry bulk carriers declined
38.7 per cent fiom the previous year. ١Yithin the
?anam ax sector, tonnage increased, but ©apesize and
handy-size orders were less than half those o f 1991.
©onversely, general cargo and container tonnage
newbuilding orders increased 59.9 per cent and
79.7 per cent, respectively (see table 21). Many of
the general cargo/container orders were for
replacem ent o f older, less efficient vessels. The
remaining new orders were spread over car carriers
(12), a few refrigerated ships, passenger/ferries (7) and
cruise vessels (3). —
B. Ship prices
43. Despite a strong reduction in the demand for
new ships, newbuilding prices did not decline by more
than 16 per cent from the end o f 1991. — As
shown in table 22, the prices of the principal types
and sizes o f ships, except 1,266 TEU ro/ro and
2,566 TEU full containerships, decreased or remained
unchanged. Larger 256,666 dwt tankers’ and
125,666 ‫ أص‬LNG carriers’ prices decreased from the
previous year’s 16-year high. Gver the calendar year
1992, 256,666 dw t tankers remained at the
$96 million level in the first quarter, and the large
LNG carriers maintained the $u$ 246-266 million
level in the first six months, but fell towards year-end.
Smaller bulk carriers o f 76,666 dwt and 126,6 ‫ س‬dwt
followed the same overall downward fiend for all ship
t y ^ s in 1992.
‫ﻤك‬,‫ﻫ‬new ship prices, and
c. Deliveries o f newbuildings
44. T b l e 23 ittdicates that the total toPttage of
pewbuildipgs delivered iit 1992 reached 18.6 tpilliott
grt. This represertm a 15.8 per cent growth over the
previons ‫?؛‬ear’s figttre, although the nnmber of
newbnildings decreased from 1,574 units in 1991 to
1,506 units in 1992. ©il tankers dominated
newbuilding deliveries, as gross-ton tonnage increased
b37.4 ?‫ ؛‬per cent from 1991, reaching 9.0 million grt.
Containerships increased b13.8 ?‫ ؛‬per cent to
2.2 million grt in 1992, but the "other ships" categor‫?؛‬
declined 7.2 per cent to 2.1 million dwt.
45. Deliveries o f newbuildings b‫ ?؛‬counfi‫?؛‬
groupings - according to countr‫ ?؛‬o f build - are
indicated in table 24. Shipyards o f developed market-
economy countries maintained dteir predominant
position in the delivery o f newbuildings. Tonnage
delivered in 1992 increased by 4.9 per cent as
compared to the previous year to reach 11.67 million
grt or 66.6 per cent o f all newbuilding deliveries, o f
which 7.56 million grt were delivered by Japanese
shipyards.
46. The amount o f tonnage delivered by
developing counfiies’ yards increased considerably in
1992, rising by 34.6 per cent over the previous year
and reaching 5.2 million grt. The newbuildings,
however, were highly concentrated in only
one developing counfiy, namely the ^ p u b lic o f
Korea; with 4.7 million grt delivered by its yards, the
Republic o f Korea accounted for 96.2 per cent o f the
newbuildings delivered by all developing countries in
1992.
D. Tonnage on order
47. The backlog o f new b^lding orders is
reflected in table 25. The information indicates a
declining fiend from the record high o f 64.8 million
dwt in March 1992 to 56.6 million dwt at year-end.
The downward fiend reflects the dearth o f new orders
and the completion o f ships under construction. The
order l^ o k s are dominated by tanker tonnage
(28.9 million dwt), followed by dry bulk carriers
(15.7 million dwt).
48. Table 26 indicates that tonnage on order in
developed market-economy counhies and open-
registry counhies at the end o f 1992 amounted to
15.6 million dw t and 36.5 million dwt, respectively.
This repmsented 27.9 per cent and 54.4 per cent of
the world total tonnage on order and was about the
same proportion as the previous year. Developing
countries’ share stood at 8.6 per cent o f the world
total tonnage on order in 1992, versus 8.1 per cent in
1991. The share of counhies o f Central and Eastern
Europe feh to 3.2 per cent in 1992 from 4.1 per cent
in 1991, while socialist counhies o f Asia gained
1.8 per cent, reaching 4.1 per cent in 1992.
49. By country of registry, d e v e lo ^ d market-
economy countries and open regishies taken together
had the largest ^ r ti o n of ships on order for all types
o f newbuildings. The 1992 combined share in the
orders for dry bulk carriers and containerships
increased to 78.3 per cent and ?9.3 per cent,
respectively. Conversely, the share in the 1992 order
book for oil tankers and general cargo ships was
reduced to 8 ? .3 p e r cent and 54.2 per cent
respectively.
carriers and combination carriers. In the tanker sector,
the decrease in values occurred despite the very active
market stimulated by Norwegian owners. Moreover,
the total amount o f tanker tonnage traded slightly
exceeded the 1991 volume by 3.2 per cent.
VLCG/ULCCs dominated the market through the year,
with 25 vessels sold for further trading and 25 vessels
sent to demolition. Also, the Suezmax, A ^am a^ and
handy-size tankers were haded in an unex{№ctedly
large number. Dry bulker prices were influenced by
overcapacity and depressed freight charter rates
throughout most of 1992. In the combination carriers
market, total hansactions dropped signihcantly from
a total of 26 ships in 1991 to about 13 during 1992,
with total tonnage declining by 69.9 per cent .‫ﺀ‬

56. Developing counbies increased their share in

the ships on order in 1992 ^ r oil tankers and general
cargo ships to ?.5 per cent and 1?.5 per cent
respectively. In the other sectors, however, a decrease
in orders occurred. For example, the proportion of
dry bulk carriers and containerships amounted to
4.8 per cent and 12.3 per cent, respectively.
Moreover, Asian developing counbies were the source
o f more than half o f the group’s tonnage on order,
followed by Eatin America with 35.8 per cent.

E. Sale and purchase of second-hand tonnage

51. In the second-hand market, prices of five-

year-old tankers and dry bulk carriers were
conspicuously marked down as showp in table 2?.
The lower prices reflect the fact that the average
freight rates o f tankers throughout 1992 were the
lowest both on spot and period markets for the three
principal sizes, compared to those of the last three
years, 1989-1991. Similarly, the prices for second-
hand dry bulk carriers declined significantly from
1991. For example, ships in the 66,666 dwt group fell
21.? per cent, and 126,666 dwt vessels dropped
24.3 per cent. Handy-size dry bulk carriers, however,
decreased only 7.4 per cent. The overall decreases
reBect the parallel declines in the dry bulk freight
markets .‫اﺗﻖ‬

52. Table 28 indicates monthly fluctuations of

sales and purchases of second-hand tankers, dry bulk
 ‫‪37‬‬

‫‪о‬‬ ‫‪٣١‬‬
‫ة‬ ‫‪٠‬‬ ‫ج‬ ‫ء‬ ‫ة‬
‫؛‬ ‫ج‬
‫‪со‬‬ ‫‪٣١‬‬ ‫;و‬
‫ﻑ‬

‫‪1‬‬ ‫‪١٥‬‬
‫©‬ ‫‪O O N C O C O C O r-'» -iO r'O N r'» /N‬‬
‫«‬ ‫ﻗﺔ‬ ‫^ ‪t O N N O O O N © N . Û C O‬؟‘ ‪^ O O r ^ O O‬‬ ‫‪g‬‬
‫‪٠١‬‬
‫ﺑﻣم‬ ‫أ‬

‫‪00‬‬ ‫‪ON‬‬ ‫‪о‬‬ ‫‪^ O C O c o l > O N , _ 4 ^ 4 N O 'O r - 0‬؟‬

‫‪S‬‬ ‫‪ON‬‬ ‫‪ON‬‬
‫ة‬
‫ؤ‬
‫‪T-H‬‬ ‫‪٣٦‬‬ ‫‪o‬‬ ‫< ‪ J r ^ r ^ ^ ^ 0 0 » r‬؛؛ ‪ C 0 N 0 N » n‬؛‬
‫‪о‬‬ ‫و‬ ‫‪ON‬‬ ‫ج‬ ‫ﺑﻣم‬
‫ة‬

‫‪00‬‬ ‫‪со‬‬ ‫‪١٥‬‬

‫؟‪С‬‬
‫ج‬
‫ه‬ ‫‪00‬‬ ‫ع‬ ‫ﻗﻮﻗﻖ§أﺀ‬ ‫§‬ ‫قﺀﺟﻮ‬
‫‪٣٦‬‬ ‫‪1-н‬‬ ‫ؤ‬

‫إ‬ ‫ﻟﻣم ‪ 0 \ -‬ص ‪0 0‬‬ ‫و‪،‬‬ ‫‪0‬‬ ‫‪ 0‬ص‬ ‫‪ 0‬اوإ‬ ‫• م‬

‫ﺀ‬ ‫قق‬ ‫«‬ ‫ﺑمء‬
‫ة‬
‫‪I‬‬
‫"‪١٥ Г‬‬ ‫‪о‬‬
‫‪٧٦‬‬
‫‪٧١ о‬‬ ‫ةةج§ةآةوﻗﺔوأﻗﻘﻘﻊ‬ ‫ﺀ‬
‫‪٥‬‬ ‫ﻟم ‪٢٠١‬‬ ‫‪es‬‬
‫‪00‬‬
‫!‬
‫ص‬ ‫أ‬ ‫‪о‬‬
‫و‬ ‫ي‬
‫؛أ‬ ‫‪٣٦‬‬ ‫‪о‬‬
‫ﺑﻣم‬ ‫ج‬ ‫ةةوﺗوﺗوإ^ﺛووإﻧﺔة‬
‫‪$‬‬ ‫ة‬ ‫أإل‬ ‫ة‬ ‫و‬ ‫ة‬
‫ظ‬ ‫‪٣٦‬‬
‫‪ON‬‬
‫‪ON‬‬
‫ﻣﻪ‬ ‫ق‬
‫ع ﻧﻮ‬ ‫و‬ ‫ق‪٣٦‬ﺀ‬ ‫ه‬
‫ه‬ ‫‪ÇS‬‬ ‫‪٠‬‬
‫ئ‬
‫‪١‬‬ ‫!‬ ‫ئ‬
‫‪.‬ص‪.‬‬
‫‪١٥‬‬
‫ة‬ ‫ا—ا‬ ‫و‬ ‫ب‬
‫‪...............................................‬‬
‫‪о‬‬
‫‪I I‬‬
‫‪о‬‬ ‫‪١٥‬‬
‫‪ON‬‬ ‫‪со‬‬
‫§‬ ‫‪٧١‬‬ ‫§‬ ‫‪00‬‬ ‫ةةق|ة‬ ‫|‬ ‫ﻗﻘﻤﺤﻘﻮق‬ ‫ؤ‬
‫ة‬ ‫‪00‬‬

‫و‬ ‫‪о‬‬ ‫‪00‬‬

‫ت؛ﺗﻣﺎ‬ ‫ﺗ ﺔ ة ﻗ ﺔ ﻟ ﻣ ق؛‬ ‫آل ﻣ ﺄ آ ﻣ ﺎ ﻣ ك؛‬
‫ه‬ ‫‪ON‬‬
‫ﺀ‬
‫قة‬ ‫‪(N‬‬ ‫ق‬ ‫ق ق؛‬
‫ة‬
‫ج ‪!<•٠‬‬
‫‪٧١‬‬ ‫م‬ ‫‪٠‬‬
‫‪CS‬‬ ‫‪ON‬‬
‫‪Ч‬‬ ‫‪٠١‬‬ ‫‪00‬‬ ‫‪00‬‬ ‫‪о‬‬
‫‪٥‬‬ ‫‪٠٠‬‬
‫ﺑ م—‪т‬‬
‫‪٧١‬‬
‫‪<N‬‬
‫‪٠١‬‬ ‫وﻗﺘﺔق!ق‬ ‫!‬ ‫ﻗﻖ‬ ‫"‬ ‫أ‬ ‫‪о‬‬
‫ب‬ ‫‪<Z1 ٠‬‬
‫آل‬ ‫؛ ‪٢٢‬‬

‫ق‬ ‫ص‬ ‫‪١٥‬‬

‫‪оо‬‬
‫‪00‬‬
‫‪со‬‬ ‫تء‪-‬ةﻗﻘﺔتءةووءو‬
‫ة‬ ‫‪(N‬‬ ‫‪(N‬‬ ‫‪٣١‬‬ ‫‪٣١‬‬ ‫§‬

‫‪es‬‬
‫‪g‬‬
‫ة‬
‫اﻗﺎةة'ضﺀ‬
‫‪ON‬‬ ‫‪о‬‬
‫‪,‬‬
‫‪٠١‬‬
‫‪00‬‬
‫‪٠١‬‬
‫‪ON‬‬
‫‪On‬‬
‫||||‬ ‫ﺀأ‬ ‫|‬ ‫أ‬ ‫| {|| ‪1‬‬
‫‪١‬‬
‫‪—I‬‬ ‫‪1‬‬
 Table 22

Representative newbuilding prices. 1980. 1985 and 8-1992

(M illions o f dollars)

Type and size o f vessel 1980 1985 1988 1989 1990 1991 1992 Rercentage
change
1991/1992

ООО dw t bull 30 ‫؛‬ 1? 11 19 22 24 24 24 0

32 ООО dw t tanl‫؛‬er 19 18 23 27 29 30 30 0

0?٥ ٠ ٥ dw t bull‫؛‬ 24 14 24 27 32 32 30 -6.3

80 ٠ ٠ ٥ dw t tanl،er 28 22 33 38 42 43 42 -2.3

120 0 ‫ س‬dw t bulk 32 27 33 42 45 47 44 -6.4

250 ООО dw t tanker ?5 47 63 75 90 95 86 -9.5

125 0 0 0 m ^ L N G 200 200 150 190 225 260 237 -8.9

5?
0 ‫ﺻﻬﻢ‬ ‫أل‬ ?‫ه‬ 77 44 57 68 78 83 80 -3.6

1 200 TEU ro/ro 44 28 28 32 36 38 40 5.3

15 ООО dw t general cargo ship 14 12 17 22 24 24 24 0

2 500 TEU full containership .. 26 32 41 52 58 59 1.7

Source: Lloyd’s Shipping Economist (London), various issues.

 39

Table 23

Distribution of deliveries of newbuildings by principal types o f ships. 1991-1992

(Nut^ber of ships, thousands o f grt) a/

Ship types 1991 1992

No. ©rt No. ©rt

©il tanlrers 151 6 567 215 9 622

40.8 48.4

Bulk carriers 75 3 231 77 3 342

20.1 17.9

©eneral cargo 421 2 684 366 1958

13.0 10.5

©ontainerships ?8 1916 88 2 173

11.9 11.7

©ther ships 849 2 363 766 2 138

14.3 11.5

W orld total 1 574 16 695 1 566 18 633

100.0 100.0

Source: Lloyd’s Maritinre Information Services Ltd. (LMIS), London,

a/ ?ercentage shares o f the world total are indicated in italics.

 40

Table 24

Distribution of deliveries o f newbuildings by groups of countries of build. 1991-1992

(Tltousands of grt)

Country grouping 1991 1992

Deyeloped m arkt-econom y countries 10 548 11067

66.2 60.6

Deyeloping countries 3 902 5 230

24.5 28.7

Countries o f Central and Eastern Europe 683 594

4.3 3.3

Socialist counbies of Asia 293 363

1.8 2.0

Gther, unallocated 511 999

3.2 5.5

15 937 18 253
W orld total
100.0 100.0

Source: Compiled by tlte UNCTAD secretariat on tlte basis of data contained in L loyd’s A g is te r of
Shipping: M erchant shipbuilding returns, quarterly issues of the respectiye years.

‫ق‬/ Percentage shares o f the world total are indicated in italics.

b/ General cargo ships o f 2,000 ‫؛‬s tons and oyer. This table is not fully comparable with table 23,
which includes ships of 100 grt and oyer.
 ‫‪41‬‬

‫‪II‬‬ ‫‪٢٩‬‬
‫ي‬
‫ب‬
‫‪О‬‬
‫‪٧٦‬‬
‫ب‬
‫‪٣٦‬‬
‫‪CS‬‬
‫‪٠١‬‬ ‫‪00‬‬
‫ب‬
‫‪٠١‬‬
‫‪О‬‬
‫‪٢٩‬‬
‫>‪N‬‬

‫ه‬ ‫ئ‬
‫§ه‬ ‫ﺑﻢ‬ ‫و‬ ‫‪٢٠٦‬‬ ‫‪٠١‬‬ ‫‪00‬‬ ‫‪<N‬‬ ‫‪٠٦‬‬ ‫‪^ ٢00٠١‬‬
‫‪٢٢‬‬ ‫ج‬ ‫‪(N‬‬ ‫ﺑم‪-‬ا‪ Т-Н‬ﺑم‬
‫‪ ■٠‬ص ة‬ ‫ء‬

‫‪.3‬‬

‫‪٠١‬‬ ‫‪١٠٩‬‬
‫ت؟‬ ‫‪١٥‬‬ ‫‪٢٢٦‬‬ ‫‪١٠‬‬ ‫‪٢٠٦‬‬ ‫‪٢٠٦‬‬ ‫‪٩‬‬
‫‪о‬‬ ‫‪1-Н‬‬ ‫‪1-Н‬‬ ‫(—‪Т‬‬ ‫‪٢٢‬‬ ‫‪ÇS‬‬ ‫‪٠‬‬ ‫آ‬ ‫‪О‬‬

‫ق‬
‫‪тз‬‬

‫ح‬
‫‪■в‬‬
‫ﺫ‬
‫‪٠‬‬ ‫‪١٩‬‬
‫ج‬
‫‪٢٠٦‬‬
‫ﺀ‬
‫‪١ ٠ ٩ ٠١‬‬
‫‪О‬‬ ‫‪٠٠‬‬
‫‪٧٦‬‬
‫ب‬
‫‪٢٢‬‬
‫‪١٥‬‬ ‫و‬
‫‪١٠٥‬‬
‫‪٧١‬‬
‫‪I‬‬
‫ق‬

‫أ إل‬
‫ﻳﻪ‬ ‫‪I‬‬ ‫ج‬ ‫ق‬ ‫ق‬
‫‪٧١‬‬
‫<ا‬
‫‪٣٦‬‬
‫‪о‬‬
‫ص‬
‫ص‬ ‫؟؛‬
‫‪٩‬‬
‫‪о‬‬ ‫و‬ ‫‪٢٠‬‬
‫‪00‬‬
‫ه‬
‫دم‬

‫ه‬ ‫‪٠‬‬
‫^‪.3‬‬ ‫ج‬
‫‪٠١٠١١٥‬‬ ‫‪о‬‬ ‫‪о‬‬ ‫‪٠١‬‬
‫ع‬ ‫‪٣١‬‬ ‫‪о‬‬ ‫‪٢٩‬‬ ‫‪١٥‬‬ ‫‪٢٩‬‬ ‫‪00‬‬
‫م‬ ‫ﻳﻢ‬ ‫‪٣،‬‬ ‫‪٣١‬‬ ‫‪٣١‬‬ ‫‪٢٠٦‬‬ ‫؛و‬
‫ﺀ‬ ‫‪3‬‬

‫‪о‬‬

‫|‬ ‫ة‬ ‫‪٠١‬‬ ‫ﻳﻢ‬ ‫‪٠١‬‬ ‫‪٧١‬‬ ‫‪٢٩‬‬ ‫‪١٩‬‬ ‫‪١٠‬‬ ‫‪о‬‬
‫ب‬ ‫‪٢٢‬‬ ‫‪٣١‬‬ ‫‪о‬‬ ‫ﻣﺤﺈ‬ ‫ﻟﻪ‬

‫ء‬

‫‪о‬‬
‫‪٠١‬‬ ‫‪о‬‬ ‫‪о‬‬ ‫إﺑم‬
‫‪٠١‬‬ ‫‪٧١‬‬ ‫^‪١‬‬
‫وق‬ ‫ﻫﺎ‬ ‫‪١٥‬‬ ‫‪٧١‬‬ ‫‪٧١‬‬

‫‪ 1‬ق‬
‫و‬
‫م‬

‫‪о‬‬ ‫ﻳﻢ‬

‫‪о‬‬
‫‪٠١‬‬
‫‪٠١‬‬
‫‪٠١‬‬
‫‪о‬‬
‫‪٠١‬‬
‫‪٠١‬‬
‫‪٠١‬‬
‫‪٠١‬‬
‫‪٠١‬‬
‫‪I‬‬
‫‪٠١‬‬ ‫‪о‬‬ ‫يم‬ ‫ة‬
‫ق‬ ‫ﻟﻪ‬
‫م‬ ‫‪٣٠‬أة‬ ‫ق‬ ‫ق‬ ‫ج‬ ‫ص‬ ‫ة‬

‫‪I‬‬ ‫&‬
‫§‬ ‫‪о‬‬ ‫‪I‬‬
‫&‬
‫دم‬
‫ه‬
‫ا ﻗﺄ‬
‫‪٣٦‬‬ ‫‪00‬‬ ‫‪٠‬‬ ‫‪٠٦‬‬ ‫‪٢٨‬‬ ‫‪Q‬‬ ‫ض‬ ‫‪٢٨‬‬
‫‪о‬‬ ‫‪о‬‬ ‫‪٠‬‬ ‫‪о‬‬ ‫‪о‬‬ ‫‪٠‬‬
‫ﺀ‬ ‫‪■Й‬‬ ‫‪٣١‬‬ ‫‪٣١‬‬ ‫‪٢٠٦‬‬
 42

Table 26

W orld tonnage on order as at the end o f 1992

(Thousands of dwt) a/

All Oil Bulk Oeneral Container Other

Countries of registry
ships tankers carrrers cargo ships ships

W orld total 56 032 28 918 15 66^ 2 725 4 734 3 989

Developed market-economy countries 15 622 6 835 4 011 865 1 807 2 104

©pen-registry counbies 30 502 18 417 8 249 612 1947 1276

Subtotal 46 124 25 252 12 260 1477 3 754 3 380

Counbles o f C e n ta l and Fastern Europe 1 804 366 704 639 48 47

Socialist countries of Asia 2 275 702 1 100 116 330 28

Developing counbies, total 4 508 2 163 751 478 584 532

o f which in:
Africa 14 0 ‫سسس‬ 14

America 1616 1 189 203 85 98 41

Asia 2 733 862 548 386 460 477

Europe 145 112 - 7 26 -

Cceania - - - - - -

Unallocated 1321 435 851 15 18 ‫ل‬

Source: Lloyd’s M aritim e Information Services Ltd. (LMIS), London.

Table 27

Second-hand prices for five-year-old vessels. 1986-1992

(as at end of year)
(Millions o f United States dollars)

Fercentage
1986 1987 1988 1989 1990 1991 1992 change
1991/1992

30 ООО dw t tanker 11.0 13.0 16.0 20.0 21.5 20.0 14.5 -27.5
80 ООО dw t tanker 13.0 16.0 22.0 34.0 34.0 32.0 22.0 -31.3
130 ООО dw t tanker 13.8 20.0 28.0 40.0 37.0 36.0 29.0 -19.4
27 ООО dw t dry bulk carrier 4.0 7.0 11.0 14.0 11.0 13.5 12.5 -7.4
60 ООО dw t dry bulk carrier 7.8 13.0 17.0 21.5 18.5 23.0 18.0 -21.7
120 ООО dw t dry bulk carrier 12.0 19.5 ?-7,5 32.0 28.0 37.0 28.0 -24.3

Source: Fearnleys (Uslo), Review 1992.

 '4 3

٥١
١٥
‫أ إل‬ ‫ة‬
OS
00

II ‫ح‬
О
! OS
٣١

II ‫؛‬٠
٧١
٣٦
٧١
٣١
٣١
00
٠١

§ i
‫ي‬
٥١ <N
Щ
١٥
00 ٥١
‫ب‬

‫و‬
٢٠١١

‫م‬
тз ‫؛‬S
щ٣٦ 00
‫ج‬ ٢٢١

‫و‬
<N
тз
‫أو‬ о\
00

‫آق‬
‫ﻳﻢ‬
о •ь
тз
‫و‬ cs

3 ٥١

‫أ‬
٥١ ON
٠١

٣٦
٥١ ‫ﻟﺊ‬
‫ب‬
‫ة‬
‫ق‬
:
٣١ 1-Н
00 ‫ة‬
?‫؟‬

‫ة‬ ٥١ ‫ب‬
‫و‬
٠١ 00
‫ه‬ ‫و‬
٥١

٥١
о s
٣١
On
٧١
Os
٥١
‫و‬

I
٥١ ‫ه‬ bù
I S

٥١
١٥ g О
ON

I О
 44

F. Demolition of shins demolition sales, as compared with 72.7 per cent in

53. ٨ dramatic change in the volume of ship
demolition occurred in 1992. Total tonnage sold (see
tables 29 and 30) was higher than in the four previous
years and reached 19.0 million dwt. The surge in
demolition can be attributed to poor earning prospects
for shipowners in freight markets, scrap incentive
schemes, obsolescence of older bulk carriers and
tankers and the expansion of ship breaking activities
in Bangladesh and China. Despite the tremendous
increase o f tonnages sold for demolition, the average
age o f broken-up ships increased marginally for
tankers and dry bul^ carriers. Only the average age
o f scrapped general cargo ships increased markedly
from 24.8 years in 1991 to 25.7 years in 1992.
Table 31 indicates comparative bends for the 1985-
1992 period.
54. Dry bulk carriers and tankers combined
represented 82.7 per cent o f the 1992 world
1991 (see tahle 30). Dry bulk carrier sales increased
the most, up from 0.7 million dwt in 1991 to
4.1 million dwt in 1992. M ost o f the ships sold for
demolition comprised larger dry bulk carriers with an
average size of about 64,000 dwt in 1992. —‫ م‬The
tannage of tankers sold to shipbreakers also increased
from 2.7 million dwt in 1991 to 11.6 million dwt in
1992. This included 25 VLCCs, o f which 16 were
sold to China, 5 to Pakistan and the remaining 4 to
Bangladesh.
55. Table 32 indicates a downward trend ‫ط‬
demolition prices in the three main markets. India
and Bangladesh paid the highest prices. By the end o f
the first quarter o f 1992, the average price was
$ u s 175.0 per Idt, but when supply increased,
breakers managed to lower prices down to
$ u s 137.5 per Idt.

Table :

Broken-up tonnage bends, 1980. 1985-1992

1980 1985 1986 1987 1988 1989 1990 1991 1992

Tonnage sold (or breaking 10.0 41.7 31.2 16.3 5.7 3.3 4.7 19.0
(million dwt)

Share of broken-up tonnage in ‫ل‬. ‫ﺀ‬ 6.3 4.9 2.6 0.9 0.5 0.5 0.7 2.7
the total world fleet (percentage)

Source: Featnleys (Oslo), Review, various issues.

Table 30

Tonnage reported sold for breaking by type of vessel. 1987-1992

(Thousand dwt and percentage shares)

Type of Thousand dwt ?ercenta^e shares

vessel
1987 1988 1989 1990 1991 1992 1987 1988 1989 1990 1991 1992

T ^ e rs 6 549 ^570 1567 1 ООО 2 714 11 561 40.1 44.6 48.1 29.9 57.3 60.9

Combined 950 793 108 378 426 1580 5.8 5.1 3.3 11.3 9.0 8.3
carriers

Dry bulk ،« 510 «٠ 728 4 141 33.9 14.7 15.6 19.4 . ‫ﺀ‬-‫م‬ 2T8
carriers

Drher dry 3 310 7 050 ١076 1 3D 870 1 693 20.3 35.6 33.0 39.4 18.4 8.9
car§0 ships

Toral 16 348 5 759 3 261 3 344 4 738 18 975 100.0 100.0 100.0 100.0 100.0 100.0

Source: Fearnleys (Oslo), Review, various issues.

 45

Table 31

Average age o f broken-up ships by type during 1985-1992 a/

(years)

Year Tankers Dry bulk carriers ©eneral eargo ships

1985 20.9 20.1 22.3

1986 21.3 19.4 23.6
1987 24.4 19.8 23.8
1988 24.6 22.4 24.2
1989 24.9 23.1 25.5
1990 26.4 21.7 25.1
1991 25.3 22.0 24.8
1992 25.8 22.9 25.7

Source: Institute o f Shipping Economics and ^ g is tic s (Bremen), Shipping Statistics, 1993, No.

a/ Ships o f 300 grt and over.

Table 32

Demolition prices in 1990-1992

(Dollars per Idt)

Market

Month Ear East ?akistapBndia sputhern Eurppe

1990 1991 1992 1990 1991 1992 1990 1991 1992

January 215.0 160.0 155.0 260.0 180.0 180.0 120.0 107.5 82.5
February 215.0 160.0 160.0 260.0 160.0 172.5 120.0 85.0 77.5
M arch 202.5 160.0 155.0 252.5 175.0 175.0 122.5 85.0 80.0
April 202.5 157.5 150.0 260.0 185.0 157.5 122.5 90.0 80.0
May 202.5 157.5 140.0 262.5 180.0 150.0 122.5 80.0 80.0
June 202.5 155.0 140.0 260.0 180.0 142.5 122.5 80.0 80.0
July 202.5 155.0 140.0 262.5 157.5 152.5 122.5 80.0 80.0
August 202.5 155.0 140.0 252.5 157.5 150.0 120.0 82.0 80.0
September 192.5 155.0 142.5 232.5 157.5 150.0 117.5 82.5 80.0
©ctober 190.0 155.0 142.5 210.0 160.0 150.0 117.5 82.5 80.0
November 180.0 155.0 142.5 195.0 160.0 137.5 117.5 82.5 80.0
December 160.0 155.0 142.5 180.0 170.0 150.0 107.5 82.5 80.0

Annual average 197.3 156.7 145.8 240.6 168.5 155.6 119.4 85.0 80.0

Annual average
-19.0 -20.6 -7.0 -4.8 -30.0 -7.7 -28.8 -5.9
change (%) ■، ‫د‬

Source: Institute o f Shipping Logistics (Bremen), Shipping Statistics, various issues.

 46

Box 4

New tankers expected to keep rates low

A stronger U nited States economy and relatively high levels o f scrapping are expected to provide
some upward pressure on freight rates, but the large n u m ^ r of new tankers coming on hne is expected to
keep 1993 rates around 1992’s low levels. The low rates will translate into more financial pressure on
shipowners.

Although Just about everybody agrees 1993 looks like a tough year for tanker owners, there remain a
lot o f wild cards in the market that could send it spiking up or down. The first is scrapping, which turned out
to be one o f the bright spots for owners in 199^. After years of hoping, at least ^3 very large crude carriers
headed for the scrap heap in 1992.

MarsoB Inc. in Boston estimates that about 12 million deadweight tons of tankers and combination
carriers were scrapped in 1992 and about the same amount will go to the breaker’s yard in 1993. W ith about
20 million dw t worth of new tankers coming on the market, that yields a net gain of only 8 milhon dwt, or a
3 per cent growth of the fleet. "We see demand growing Just a little bit fast," said Kevin Hazel, M arsoB’s
senior shipping economist. The key element of the demand growth will come from the United $tates, where
M arsoft predicts oil imports will be up 8 per cent. United States oil consumption "should increase a little, and
production should go down a bit," Mr. Hazel said.

Rates could plunge even lower, SS&Y Research Services Ltd. warned in a recent edition of its
shipping review. Rolitical factors are always a significant unknown for the tanker market, m ost immediately
the possibility that Iraq could return to the world oil bade. Iraqi oil moved by p i^ lin e to Turkey has a much
shorter trip to Europe than Rersian U ulf crude and demands fewer ships to move it.

Similarly, the increase in capacity o f the burned pipeline w ih put downward pressure on tanker
demand. And, as always, slower-than-expected growth in the major indusbial nations could set back the
tanker market, SS&Y warned.

Source: The Journal o f Commerce, International Edition, February 1993.

 47
Chapter V
PORT DEVELOPMENT
This chapter covers recent developments in ^/٠ container port trcffic, including expanded coverage and »،?١٧١٧٠٢ /،،
^/
records ،« reported TEU » ‫^مﺀ‬،‫؛»؛‬،‫ ﺀ؛»ث‬. A ٧٢^
٢^١٧ ٠/ th e ‫ م^ﺀ‬/،،‫؛‬/‫» م‬٠/ the ‫ﻣﻚ‬/‫ ﺀ‬of ports ،‫مﺀاه ﺀ‬/،?،‫ ا‬،»‫ آ‬،?،،.
A. Container port baffic
56. T^ble 33 gives the latest available figures on
world container port baffic in developing countries
and territories for 1991. The figures given for the
world total r e ^ r te d have been improved due to the
increased coverage of the survey.
57. The world rate o f growth for 1996/I99I was
8.8 per cent, which is more than that achieved for
I989/I99D (5.5 per cent).
58. The rate o f growth for developing countries
and territories was more than double that of the world,
reaching 18.1 per cent in the period 1996/1991, and
showed a sbong increase in comparison with the
12.2 per cent attainted in the period 1989/1990. The
growth is uneven from year to year due in some cases
to improved data or lack of it, and in other cases to
violent fluctuations in bade.
B. Port developm ent - from ; , bansport cenbe to
a logistic platform
59. Today ports can be classified into
three different categories or generations. This
categorization is not based on the size or the
geographical location o f the port, or on the public or
private nature o f its organization. It is based on
three criteria; (a) port development policy, strategy
and abitude; (b) the scope and extension o f port
activities, especially in the area of information; and
(c) the integration o f port activities and organization.
60. Portdevelopm entpolicy,strategyandattitude
are fundamental points when distinguishing a new
generation port from an old one. Until the 1960s,
ports were merely the interface locations for cargo
between land and sea bansport. The baditions and
habits o f those years have conditioned the thinking of
many ^x‫؛‬ople involved in port activities. Apart from
cargo loading/discharging and storing, other activities
were not usually carried out in the port area. Today,
this way of thinking still exists and limits the
conception o f the port to a fixed and limited role,
which in turn tends to make decision-makers at the
government, municipality or e n te ^ rise levels favour
conservative or passive policies. Uonsequently,
Governments may resbict the activities of ports to a
minimum, ^ r exampie loading/discharging, storage
and some navigationa! services. Investments are
concentrated on waterBont inBastructures, without an}?
awareness of what is happening to the vessels and
cargo outside that waterfront area. Such attitudes and
the resulting resbicted scope o f activities have led
ports of the first generation towards organizational
isolation.
61. Second generation ports are different. In this
category o f ports, Covernments, port authorities and
those who provide port services have a broader
understanding o f the functions o f seaports. The port
is regarded as a bansport, indusbial and commercial
service cenbe. Thus, ports are allowed to undertake
and offer indusbial or commercial services to their
users which are not directly connected to the
baditional loading/discharging activity. Based on a
broader conception and m anagement attitude, ^ r t
policies, legislation and development sbategies are
made.
62. As a «‫؛‬suit, the scope o f port activities is
extended to commercial activities or any other
relevant service such as cargo p a c in g and marking
and industrial services such as cargo bans^rm ation.
Indusbial ^ cilities are built up within the port area.
The port thus develops and expands towards its
hinterland with industries such as iron and steel, heavy
metallurgy, refineries and basic pebochemicals,
aluminium, paper pulp making, fertilizers, sugar and
sta«‫؛‬h, flour milling and various agro-food activities.
The second generation ports are not only b a n s ^ r t
cenbes but also indusbial and commercial cenbes.
63. ©rganization within a second generation port
is different from that o f a first generation one.
Second generation ports enjoy a closer relationship
with bansport and bade partners who have built their
cargo transformation facilities in the port a«‫؛‬a.
However, only the big shippers or shipowners benefit
from that activity. The number o f privileged port
users is s ^ a ll and their relationship with the port
organization is quite simple and direct. Second
generation ports also have a closer relationship with
the municipality, since they are more dependent on the
surrounding city as regards land, energy, water and
manpower supply, as well as the land b a n s^ irt
connection systems. Inside the port organization.
 Table 33
Container port traffic o f developing countries and territories. 1991 and 1990

Country or territory Container traffic 1991 Container traffic 1990 Percentage change Percentage change
(TEUs) (TEUs) 1990/1991 1989/1990
Singapore 6 354 000 5 223 500 21 6 19.6
Uong Kong 6 161 912 5 100 637 20.8 14.3
Republic of Korea 2 694 115 2 348 475 14.7 8.8
United Arab Emirates 2 073 125 1 563 297 32.6 14.4
?hilippines 1 463 223 1 408 034 3.9 7.5
Thailand 1 170 697 1 078 290 8.6 14.8
Indonesia 1 156 265 923 663 25.2 20.9
Malaysia 1 074 295 888 157 21.0 21.8
Saudi Arabia 1044 661 788 567 32.5 3.9
India 679 114 686 833 -1.1 10.1
Sri hanka 669 489 583 811 14.7 7.1
Brazil ^ 623 446 691 034 -9,8 -23.0
Egypt 565 858 350 090 61.6 62.0
?a^stan 458 829 390 391 17.5 14.0
Mexico a/ 344 494 307 220 12.1 23.2
Cyprus 328 520 384 279 -14.5 4.0
Panama 233 450 180 053 29.7 18.1
Argentina 221 ООО 209 150 5.7 -4.1
Nigeria 210 144 208 144 1.0 21 6
Chile a/ 207 671 177 722 16.9 85
Malta 207 636 135 790 52.9 235.7
Honduras 190 100 180 253 ٩٩ -6.7
Morocco 185 838 173 332 7.2 41.3
Cbte d’Ivoire 179 501 181 037 -0.9 n.a.
la^aica 164 636 144 576 13.9 -8.7
©man 156 439 168 465 -7.1 1.8
Kenya 135 541 136 406 -0.6 ' ٩?
Colombia a/ 135 157 113 889 18.7 39.0
^banon 131 175 n.a. n.a. n.a.
Qatar 129 753 20 725 526.1 n.a.
Costa Rica 123 254 106 286 16.0 -38.9
Bcuador 113 463 97 030 16.9 n.a.
Martinique 108 500 n.a. n.a. n.a.
Peru 104 899 65 610 59.9 n.a.
Guadeloupe 99 929 102 140 -2.2 7.3
Papua New Guinea 97 825 90 361 8.3 2.9
Netherlands é d ile s 91 174 95 130 -4.2 14.9
Bahrain 84 254 75 066 12.2 n.a.
Syrian Arab Republic 82 832 67 340 23.0 22.9
Iordan 72 725 83 283 -12.7 7.6
Mauritius 72 271 62 272 16.1 4.1
Cameroon 71 102 91 379 -22.2 4.7
Ghana 70 723 64 157 10.2 7.9
Kuwait 65 058 124 466 -47.7 -33.5
Uruguay 55 524 51 443 7.9 27.0
Tunisia 54 105 37 891 42.8 0.1
Haiti 40 348 45 724 -11.8 n.a.
Eiji 38 890 25 423 53.0 n.a.
Barbados 36 010 36 701 -1.9 -0.1
French Polynesia 34 957 32 451 7.7 4.3
New Caledonia 30 980 27 799 11.4 n.a.
Other reported ‫ظ‬/ 294 628 289 171 1.9 4.8
Total reported с/ 31 195 526 26 418 933 18.1 12.2
World total reported 93 100 738 85 596 903 8.8 5.5

Source: Derive() fronr information printed in Containerisation International Yearbook, 1993.

a/ Data ‫؛؛‬object to omissions.
b/ Comprising developing countries and territories where less than 30,000 TEU per year were reported orwhere
substantiaTlack of data was fôund.
с/ c ‫؟‬rtain ports (lid not respond to the background survey.While they were notamongst the largest ports, total
omissions inay be estimated at 5 to 10 per bent.
different activities become more integrated, in ^ p i n g
with the increase in qnantity and the qnick tnrn-over
o f cargo throughout the port. Uowever, the
integration of second generation ports is often
spontaneous rather than organized.
64. T e third generation ports emerged in the
19S6s, principally due to world-wide large-scale
containerization and intermodalism combined with the
growing requirements of international trade.
65. The policy-makers, managers and operators
o f third generation ports have a very different
understanding and attitude towards the running and
development of their ports. They see their port as a
dynamic node in the complex international
production/distribution network. Based on this
thinking, people have changed their management
atiitude from the rather passive offer of facilities and
services to that of active concern and participation in
the overall international tiade process. These efforts
necessarily are directed towards promoting trade and
transport activities which, in turn, generate new
revenue-making and value-adding business. A s a
result of such efforts, the ports have been turning into
integrated ti'a n s ^ rt centres and logistic platforms for
international Irade.
66. Activities and services in such third
generation ports are specialized, variable and
integrated. They are subdivided into four different
categories, as described below.
(a) Traditional port services
67. The traditional ^ r t services such as cargo
handling are and will remain the backbone o f port
activities. The diflerence is that in a third generation
port, logistic and total distiibution services are also
provided to port users. Moreover, all conventional
services are carried out with information distiibution,
and therefore port infrasti'ucture is planned with equal
consideration for the "port infostructure",
(information p r^ e s sin g facilities).
(b) Industrial/environmental services
68. Industi-ial services in a third generation port
can relate to ships or cargoes. $hip-related services,
such as ship repairing industries and other engineering
and technical services, ^re of great importance to
building up a good reputation. Uargo-related services
allow others to establish industi'ies within the port area
to generate more cargo throughput and more value
added for the port. In some countries, export
processing zones have been established in or near the
port area with attractive commercial conditions.
69. Modern ports shonld ‫ ئ‬eqnipped with the
necessar‫ ?؛‬facilities for environmental protection.
Ships and cargoes have long l^ en sottrces o f pollution
in the port area (e.g. ship’s wastes and refuse and
dangerous cargoes), and with indnsfiial activities in
the port area, environmental problems are becoming
one o f the major concerns o f port managers.
(c) Administrative and commercial services
70. The adm inistiative services in a third
generation port are considerably upgraded, in line with
the closer relationship ^ tw e e n the port and trade.
Documentation, regulations and the writing schedule
o f the port are the three areas in which bold measures
have to be introduced. Commercial services, such as
banks, insurance, legal services and communications,
are u su^ly highly developed in third generation ports.
(d) Logistics and distribution services
71. Again, the rationale for these services stems
from the needs of trade. It is essential to distinguish
between distribution and storage to understand what
port users really need. As explained by the logistics
manager o f a distifbution company in the port of
Rotterdam: "Demand from the Far East and the
United States for central distilbution facilities has
in creased ,... if I were Just to offer warehouse
accommodation, I would not have any clients. W hat
they requin‫ ؛‬is an integrated logistic service". —‫م‬
72. The provision o f these services is usually
encompassed under the heading of port distribution
centre. This means that tite J^ rt provides the
infrastructure and organization that allow companies
to undertake activities in respect o f warehousing,
transport connections (air, water, land), logistics,
electronic data interchange, and other value-adding
activities.
7^. It is difficult for a port to become a third
generation port w ithout undertaking some
organization^ changes legarding the relationship
between activities within the port area and the
relationship between the port and the municipality
(and l(x‫؛‬al and/or central government). A sa
distribution and logistic service centre, the ^ r t is
becoming more and more dependent on and integrated
in the life of the surrounding city. W ith their much
enlarged dimensions and activities, ports can no longer
afford to keep the simple and somewhat independent
relationship the^ had with the city in the past.
 50

Excellent city-port relations and the full support of the
former is one o f the m ost important conditions for the
success of any port. To this end, port organizers must
bear in mind two things: first, they must adopt an
active approach by presenting their port development
plans to the city and governm ent and explaining fully
their needs and difficulties. Secondly, they must
convince the authorities that the city/region stands to
gain from the development of the port.
74. In many countries, the fact that the port and
the city make their own separate and independent
plans has brought about urban degradation. In fact the
city and the port are largely interdependent and share
mutual interests. The port may be a large Job
supplier, and it has various positive effects on the
local social and economic life, while the city provides
basic conditions for the port such as commercial
services, telecommunications, land b a n s ^ r t, water
supply, housing, etc. In today’s world, the city and
port ought more than ever to work closely together;
each should look at the problem of development from
the other’s point o f view and consider the other’s
problems as its own. The city should consider
providing the necessary space for the port’s new
activities, such as disbibution cenbes, and improve
rail/road bansport and telecommunication systems,
?orts should think more about the well-being o f the
local community and make their own contribution.
Many ports no longer use old quays and docks which
are ofren located close to the city cenbe. ^ h e n the
relationship between the port and city is good, the
reconversion of these a,‫؟‬sets is easier to achieve.
?5. Ports, especially those dealing with general
cargo, have been nndergoing an evolution from the
first generation to the second and third generations,
with an increasing role in the bansport chain and
international bade. 7^ere are two very important
factors to be bom e in mind when building a
third-generation port, namely timing and coordination
o f actions. Timing is essential, since the third
generation port requires fundamental changes which
can only be achieved effectively after years o f effort.
The most difficult task is, very often, ensuring the
motivation o f the whole port community and the
establishment, among all parties, including each
docker in the port area, of a common consciousness o f
the port’s development. The building o f a
third-generation port depends on the quality o f the
Joint work o f the port community, government
authorities, the municipality and even the people
living in the city. M aking people aware o f the
desbability o f such a ^ r t , as shown by past
experiences in industrialized countries, needs several
years of constant effort. This is partly because the
benefits o f a thbd-generation port are obtained only
after a period o f four to six years; even a
computerized information system (or an EDI system)
usually needs four to six years before it is considered
fully integrated and ^ n cd o n a l. Coordination means
that a thbd-generation port can only be built through
actions being taken systematically, not independently
one of the other. In other words, the services
previously mentioned concerning a third-generation
port should all be established in a coordinated manner.

Box 5

Restructuring of ports in Latin America and the Caribbean a/

The Economic Gommission for Latin America and the Caribbean collaborated with member $tates on
a study to improve port productivity and reduce related costs. The study presents an analysis o f options for
private sector participation in publi^-sector ports and the main issues arising from such involvement, and
suggests economic, legal and social measures Governments might adopt to deal with them. Probably the most
important findings to come out of the study are that; (i) any effort to restructure public-sector ports must be
supported by a market-oriented institutional framework composed o f deregulation, decenbalization, anti-
monopoly laws and specific legislation which defines how private investors are to participate, or a
public-sector monopoly could easily be bansferred to private interests; (ii) economists and attorneys m ust Join
forces to elaborate Ihe requbed legal measures which create that framework, or the desired economic
consequences of any restructuring endeavour will be distorted by dominant interest groups bying to recover
their historical privileges and beneBts; and (iii) commercial goals and social equity can both be achieved
through the parbcipation of port adm inisbators and d ^ k la l^ u r in the resulting private ente^rises and through
the utilization o f various programmes to compensate them for the forfeiture of acquired rights.

a/ United Nations, The restructuring o f public-sector enterprises: The case o fL a tin American
and Caribbean ports. Sales No. E.92.II.G.9.
 Chapter VI

FREIGHT MARKETS

This chapter presents conditions and trends in freight markets. Coverage is by main cargo sectors, liner freight as a
percentage of selected commodities, estimates of global freight costs and marine bunker trends.

A. Freight rates o f main cargo sectors (BFI). The index is weighted to reflect the
importance o f the major dr‫ ?؛‬hnl^ rontes. The
76. Broad freight rate fiends for the three main composition o f the index during 1992 was:
shipping markets are found in table 34. The monthly
freight indices cover the 199^-1992 period for selected Route Commodity
liner rates, dry cargo lime and voyage charters and
1 US Gulf-North Continent Grain 10 per cent
tanker world scale indices for five types o f petroleum
la Transatlantic round T/c 10 per eent
2 US Gulf-fapan Grain 10 ‫ »؛‬r cent
2a US Gulf-Tar East T/c 10 per eent
77. The 1992 liner fieight index peaked in May 3 US North Pacific-Japan Grain ?.3 per eent
at 8! but declined slightly to 79 by year-end. The 3a Transpaeifie round T/c ?.‫و‬per eent
monthly average rate was 78 which, compares to 79
4 US Gulf-Yenezuela Grain ‫و‬per eent
5 Continent-South America-
in the previous year and 75 in !996. The stability of ^ar East T/c ‫و‬per cent
the liner market can be explained by the bias of the 6 H Roads-R Bay-Japan Coal 7.5 per cent
index, which is based only upon freight rates in the 7 В Roads-North Continent Coal 5 per cent
A ntw e^/R am burg range, the decline in European 8 ©ueensland-Rotterdam Coal 5 per cent
indusfiial production and the deceleration o f the
‫و‬ US West Coast-Continent ?etcolte ^ p ercen t
10 Tubarao-Rotterdam Iron ore 5 per cent
subregion’s (OFCD-Furope) seaborne fiade. 11 Casablanca-WC India ?hosrock 2.5 per cent
12 A‫ﻗﻮ‬b‫ه‬-WC ‫)ظ‬ ‫ﻋال‬ ?hosrock 5percen t
78. M ore global indicators within the liner sector
are containership charter rates and major conference Graph 12 shows the B ^ for 1992 and selected
container rates. For the former, smaller 506 TEU routes/commodities that are important to the fiades o f
capacity container vessels experienced a 9.2 per cent developing countries. The 1992 BFI indicaies the
increase over 1991. Larger 1,066 TEU capacity volatilit‫ ?؛‬of the dr‫ ?؛‬hulk spot market. The ‫?؛‬ear
vessels reached about $u$ 11,500 per day by year started with uncertainty over grain fiade shipments to
end, or a 4.5 per cent rise from lanuary 1992.‫ال ق‬ the CI$ and weak markets in iron ore and coal due to
Conference unit rates ($/TEU) increased slightly on recessionary pressures, as a result of which the larger-
three routes with a maximum gain o f 4.8 per cent on sized vessel rales were particularly depressed.
the fianspacific route, while, the Europe-Australia Following a slight im p^vem ent in the late spring, due
route declined 4.6 per cent during 1992. Graph 11 to grain demand and the effects o f port congestion,
p r e s e ts medium-term trends. The information this was soon reversed. The market continued to he
indicates that m ajor conference container rates poor until lale October when a significant recovery
experienced limited change over the 1988-1992 occurred following demand for grain from the CIS.
period. — This was then followed by a much firmer market,
with continued demand for grain but also for iron ore
79. In the dry bulk sector, both time and voyage and coal. The year closed better than expected but
ch‫؛‬fiter annual average indices decreased significantly with uncertainty for 1993.
from 1991. For example, time charters rates dropped
20.7 per cent, while voyage charter rates fell 5.9 per 81. Table 35 indicates the highest and lowest freight
cent. Much o f the reduction is atfiibutable to the rates reported during !991 and 1992 in the leading dry
steep decline in global steel production, particularly in bulk fiades. Both high and low freight rates for all
lapan, which in turn dampened the demand for coal the commodities except grain were down compared to
and iron ore transport. $team coal and grain the previous year. Moreover the range between the
shipments, however, increased, and there was also a year’s high and low rales for grain, sugar and
large increase in scrapping, preventing a further fertilizers decreased considerably from those of I99I.
decrease in dry bulk shipping rates. Conversely, the spreads !»tw een the low and high for
fertilizers and ore increased.
80. Another indicator o f dry bulk freight rates in
world shipping markets is the Baltic Freight Index
 ‫‪52‬‬

‫‪I‬‬
‫آل‬

‫ج‬
‫ؤ‬

‫ﺟ ﻖ ؛ ﺗ ﻮ أ و‬ ‫ﻣ ﺤ ﺘ ﺔ ﺗ ﻘ ﻖ ‪0‬‬ ‫ﺛﺊ‬
‫‪I‬‬
‫و‬

‫و‬ ‫و‬ ‫ﺀ‬ ‫؟‪2‬‬

‫ق‬ ‫ى‬
‫م‪0‬‬ ‫م‪0‬‬ ‫م‪0‬‬
‫{‬ ‫‪ ..‬ه‬

‫‪٥ ١‬‬
‫ه‬
‫‪Os‬‬ ‫ت ﺀم‬
‫‪٠١‬‬
‫‪о‬‬
‫‪ON‬‬
‫‪ON‬‬

‫ﺀ‬
‫؟؛ و و ‪ Я‬و‬
‫‪II‬‬
‫‪٧‬‬
‫‪в‬؛‬
‫ص‬
‫ؤ‬ ‫|ة‬
‫ة‬ ‫ﺣﻪ‬

‫«‬
‫ﻳﻢ‬
‫‪T5‬‬
‫دد‬

‫ق ‪٥‬‬

‫‪00‬‬ ‫‪٢ -،‬‬ ‫‪о‬‬

‫ﻳﻢ‬
‫ق‬ ‫إ‬ ‫ﻳﻢ‬
‫ةا‬
‫‪ Q‬دم‬
‫ﺗﺊ‬ ‫م‪0‬‬

‫ة ة‬ ‫و ج ‪8‬‬ ‫ﻣ ﺤ ﺔ ة ة ﻗ ﺔ‬ ‫ذ‬
‫‪٧‬‬
‫ﺀ‬ ‫‪٠‬‬ ‫||•‬
‫‪•S‬‬ ‫آل‬
‫‪S‬‬ ‫ج‬

‫و•‬ ‫‪Ô‬‬ ‫ﺀ‬ ‫ﺑﻤﻢ‬

‫و‬ ‫ﻫﺞ‬
‫خ‬
‫‪I‬‬ ‫„ؤ‬
‫ص‬ ‫‪f‬‬

‫‪I IS‬‬
‫و ‪il‬‬
‫‪ОнК‬‬
‫ج ﺀ‬
‫م؛ وﺀ‬
‫ﻅ‬
‫‪I‬‬
‫و‬
‫ة‬
‫‪I‬‬ ‫اق‬
 53

Graph 11

M ajor conference rates 1988-1992

Average annual 'rate per TEU

u s$ (ООО)

■■‫■ء‬ E u r o p e-A u str a lia

* T r a n sp a cific -W est

+ N .A tlan tic-W estb ou n d

E u ro p e -F a r E ast

1988 1989 1990 1991 199‫ق‬

YEARS

Source: L loyd’s Shipping Economist, April 1993, p. 35 and previous issues.

Graph 12

Baltic freight index and selected routes. 1992

(Mid-tnonth figures)
INDEX

BFI INDEX

MONTHS

Source: ^ n d o n Commodity Exchange.

 54

Table 35

Comparative freight rates for selected commodities. 1992 versus 1991

Freight rate

1991
Commodité? Route
($US/ton)

High Low High

Grain United States (C ulf of M e^ico)/¥enezuela 20.00 11.00 19.00

Sugar ^ueensland/lapan 19.90 17.25 18.75
Fertilizers Aqaba/W est Coast India 25.50 18.95 16.00
Fertilizers United States (G ulf o f M exico)/W est Coast India 48.50 39.50 37.00
Fertilizers Continental Europe/W est Coast India 41.25 39.00 39.00
Gre Erazil/Iapan 13.70 11.40
Gre Erazil/Continental Europe 8.10 6.50

Source: Lloyd’s List, London, 10 Februaré? 1992 and 14 June 1993.

82. Freight rates for the five types of ships in the
tanker sector reached a low point in the middle of
1992, before recovering in the fourth quarter. The
rise in rates reflected the increase in world crude oil
shipments from 1,333 million tons in 1991 to
1,396 m ilhon tons in 1992, with most of the growth
from the M iddle-East/Gulf region. Also, world total
oil shipments increased slightly from 457 million tons
to 466 m ilhon tons (see table 3).
83. The YLGG m arket fluctuated within the
W o rld s c a le 4 6 s ra n g e fro m J a n u a ry to
September 1992 and quickly escalated to ws 52 by
December. The year-end improvement in Worldscale
rates was caused by expanding oil-products shipments,
delays at Red Sea terminals and more fixtures on the
long routes !»tw een the G ulf and Europe. The annual
average VLCC/ULCC W orldscale rate, however, was
significantly less th‫؛‬in 1996 and 1991. Table 34
shows a drop of 21 points in the large tanker average
index in 1992.
ws 90s during the first 10 months o f the é?ear. The
usual winter upturn raised the rate level into the
^ S I20s in December. In the Caribbean, rate levels
for the 70-75,000 ton class were between ^ s 125 and
^ S 150 in the Brst quarter. The second and third
quarters saw the rates consistent!}? below ^ s 120, but
by year-end rates had increased to the ws 120s range.
86. In the m a r ^ t for handy-size clean or dirty,
the rates for 30,0 ‫ س‬tonnes Caribbean-United States
fluctuated widely up to ws 250 in January then down
to the WS I50s in May and ended up at an average of
below WS 220 in December.
87. The time charter m a r ^ t for ta n ^ r s reflected
the depressed rate levels in !992. Gwners were
reluctant to accept long-term fixtures at low rates, and
most activity focused on modern tonnage for short
periods. These conditions characterized both the
crude and clean markets for all major oil/petroleum

84. Medium-sized crude carrier rates followed a
similar pahern to the larger VLCC/ULCCs. The
W orldscale rate declined during the first half o f the
year and m oved upward as winter approached the
Northern hemisphere. The firming of rates reflected
a growth in crude shipments and a relahve balance
between the supply o f medium-sized tonnage and oil
shipping demand. The 1992 average monthly rates
were also less than in the two previous years, with a
decline in W orldscale o f about 27.4 per cent.
85. For small crude and product carriers, the
Mediterranean market fluctuated in the ws 86s and
B. Liner freight rates as a percentage o f prices
for selected commodities
88. Table 36 indicates liner freight rates as a
percentage of prices ^ r selected commodities and
trade routes in !970-1992. Gver the entire period the
ratio increased on all commodities/routes. The ratios
for Jute, cocoa beans from Ghana and Brazil and
coffre from Golombia more than doubled during the
period. Higher-value commodities such as tin,
coconut oil and tea experienced minimal change.
 55

Table 36

The ratio of liner freight rates to prices o f selected commodities

Commodity and route Freight rate as percentage o f price а/ b / ç /

1970 1975 198© 1985 1990 1991 1992

Rubber Singapore/M alaysia-Furope 10.5 n.a. 12.6

Tin 8ingapore/M alaysia-£urope 1.0 n.a. 1.7
lu te Bangladesh-Europe 12.1 19.8 6.4 25.0
Cocoa beans Chana-Europe 2.4 2.7 6.7 6.2 ©.9
Coconut oil $ri Lanka-Europe 12.6 n.a. 10.6
Sri Lanka-Europe 10‫ث‬ 9.9 6.9 10.0 10.9
Brazil-Europe 6.0 5.0 10.0
Colombia (Atlantic)-Europe 4.2 5.7 6.7 7.2 7.9
Cocoa beans Brazil-Europe 7.4 6.9 11.0
Coffee Colombia (Facific-Europe) 4.5 4.4 7.4 8.4

Source: Compiled by the UNCTAD secretariat on the basis o f data supplied by the Royal Netherlands
Shipowners’ Association (data for 1970-1989) and conferences engaged in the respective bades (data for 1990-1992).

a / c .i.f. prices were quoted for coffee (Brazil-Europe and Colombia-Europe) and coconut oil. For cocoa beans
(Chana-Europe and Brazil-Europe) and tea, averages of the daily prices in London were quoted, ?rices o f the
remaining commodities are quoted on f.o.b. terms.

b / Freight rates include, where applicable, bunker surcharges and currency adjustment factors, a "tank cleaning
surcharge" ( ^ r coconut oil only), port delay and additional port surcharges (for Uolombia only). Uonversion o f rates
to other currencies is based on parities given in International Financial Statistics published by the International
Monetary Fund. Annual freight rates were calculated by taking a weighted average of various freight rates quoted
during the year, weighted by their period of duration.

с/ For the period 1990-1992, the prices o f the commodities were taken from UNUTAD, M onthly Commodity
Price Bulletin, the M arch 1993 issue.

89. In 1992 the freight level for tin. Jute, coconut
oil and tea were unchanged from 1991. The prices,
however, for these commodities increased, thus
reducing the freight ratio in 1992. The freight for
rubber ‫؛؛‬nd cocoa beans rem ained at almost the same
level as in 1991. The prices, however, decreased and
consequently the freight ratios increased. Gonversely
the freight level on the bade routes from Brazil and
Colombia (Atlantic and Pacific) fell very dr^stic^ly,
but the prices for coffee and cocoa beans decreased
more and thus the ratio of freights for these
commodities increased.
c. Estimates o f global freight costs
90. Global payments for maritime services
increased slightly (3.0 per cent) in 1991 from the
previous year. Table 37 estimates total freight
payments for imports and their percentage of im ^ r t
value by country groups. Freight payments as a
proportion of i m ^ r t value declined from 6.6 per cent
in 1980 to 5.2 per cent in 1991. The d e v e lo ^ d
market-economy counbies’ proporbon was about half
that o f developing counbies, but the ratio has
decreased more rapidly for developing counbies. For
example, in 1980 the develoix‫؛‬d market-economy
countries’ proportion was 5.5 per cent and by 1991 it
was 4.35 per cent. The developing countries’
proportion, however, decreased from 10.4 per cent in
1980 to 8.5 per cent in 1991.
91. The proportional difference between the
counby groups is atbibuted to several factors. These
include, inter alia, greater bargaining ^ w e r on the
part of developed market-economy countries when
dealing with shi{^wners/conferences, ^•eater cargo
volumes, more efficient infrasbucture facilities at
ports and inland disbibution systems, and generally
longer bade routes for developing counbies.
Graph 13 compares freight as a percentage o f c.i.f.
values for the world, develo‫ »؛‬d market-economy
counbies and developing counbies.
 56

Table 37

Estimates o f total freight costs in world trade a / by groups Ы

(Estimates in us dollars)

٢ ■ “ I
Year Counfiy group Estimate o f total freight Yalue o f imports
costs of imports (c.i.f.) (millions percentage o f
(millions o f dollars) of dollars) import value

1980 1. W orld total 123 264 1 856 834 6.64

2. Developed market-economy 78 286 1 425 979 5.49

countries

3. Developing counfiies - total 44 978 430 855 10.44

o f which:
in Africa 10 432 77 757 13.42
America 10 929 1^3 495 8.85
Asia 21 979 211089 10.41
Europe 1320 16 037 8.23
Oceania 318 2 477 12.84

1990 1. W orld total 173 102 3 314 298 5.22

2. Developed market-economy 117 004 2 661 650 4.40

countries

3. Developing counfiies - total 56 098 652 648 ‫صﺀ‬

of which:
in Africa 9 048 81 1890‫؟‬
10
America 9 626 117 769 8.17
Asia 35 054 427 926 8.19
Europe 1909 21 303 8.96
Oceania 461 3 760 12.26

1991 ! .W o r ld total 178 307 3 402 660 5.24

2. Developed market-economy 115 895 2 666 645 4.35

countries

3. Developing counfiies - total 62 412 736 015 8.48

o f which:
in Africa 8 738 > 78 703 11.10
America 10 609 131 260 8.08
Asia 40 764 906
01‫؟‬ 8.12
Europe 1 812 20 159 8.99
Oceania 489 3 987 12.26

Source: Derived from IM F c.i.f./f.o.b. factors and IMF import data.

a/ The estimate for the world is not complete, since data for counfiies which ; : not members o f the IM F :
not included.

b / The estimates presented here reflect the inclusion o f the former Yugoslavia in this review in "developing
counfiies in Europe" as of 1986. In previous years the former Yugoslavia was classified as a developed m a r^ t-
economy country.
 57

Graph 13

Estimates o f total freight costs in world trade by groups

PERCENTAGE
12%

1991

DEVELOPING

Source: IMF, International Yearbook.

D. M arine bunker prices
92. M arine bunker prices surged from the first
quarter to the !ast quarter 1992. In all major markets
the average price lo r imermediate fuel oil and high
viscosit‫ ?؛‬fuel oil increased b33.9 ?‫ ؛‬per cent and
37.0 per cent, respective!‫?؛‬. T e !^ g e st changes
occurred in the United States and North-W est Enrope.
Marine diese! oi! prices, howeveu experienced
c o !« p a ra tiv e!‫ ?؛‬S!«a!! in c re a se s and in so m e markets
(Rotterdam and Ras Tannra) remained unchanged.
Tah!e 38 provides details on the 1990-1992 period.

Table :

Fluctuations in marine bunker fuel prices a/ 1990-1992

($u$ per ton)

1990 1991 1992 1992 ?ercentage

change (feurth
4Q 4Q 3Q 4Q quarter t© first
IQ
quarter)

Fersian © ulf (Ras Tanura) IF© 160 91 75 84 100 102 36.0

MD© 308 202 207 207 207 207 0.0

Mediterranean (©enoa) H ¥F 151 92 82 90 99 105 28.1

IF© 162 102 91 98 109 113 24.2

MD© 335 226 195 200 209 215 10.3

North W est Europe H ¥F 139 82 69 80 90 93 34.8

(Rotterdam)
IF© 147 88 76 86 94 97 27.6

MD© 263 172 157 163 166 157 0.0

© ulf of Mexico (Houston) H ¥F 135 72 57 72 91 88 54.4

IF© 139 77 61 76 94 91 49.2

MD© 258 172 150 158 172 173 15.3

W est Coast o f U nit«! States HVF 140 76 62 75 89 43.6

‫وو‬
^ o s Angeles)
IF© 146 81 67 80 105 94 40.3

MD© 290 192 182 192 201 192 5.5

Far East (Singapore) U ¥F 147 82 70 82 95 87

IF© 151 86 73 86 98 92 26.0

MD© 295 178 159 162 165 166 4.4

Source: Drewr‫ ?؛‬Shipping Uonsultants (London), $hiooin£ Statistics and Economics, various issues.

a/ Average prices for ea^h quarter.

UNF - Uigh viscosity fuel oi!(380 c^t)

IFG - Intermediate fuel oil (180 cSt)
MD© - M arine diesel oi!
 59
Chapter VII
MULTIMODAL TRANSPORT AND TECHNOLOGICAL DEVELOPMENTS
Chapter ٧/ / updates developments in the field of multimodal transport. Topics covered include a summary ٢^ ٠٢، of the
meeting ٠/ « « UNCTAD Group ofExperts on Multimodal Transport, innovations in double-stack container train networks,
new container standards and information ٠« container production.
A. Group o fE x p erts on Multimodal Transport
93. In accordance with resolution 67 (^IV ) o f the
Committee on Shipping, adopted on ^9 lune 1990, a
Group of Experts on Multimodal Transport was
convened by I ^ C T A D from 9 to 13 March 1992.
The Group examined developments in the field of
multimodal transport and containerisation, as well as
the main problems experienced by users and providers
o f these services. Bearing in mind in particular the
needs o f developing countries and countries with
economies in hansition, the experts prepared proposals
on a future programme of work for I ^ C T A D in the
field of multimodal transport, containerization and
technological development, which was put before the
newly established I^IC T A D Standing Committee on
Developing Services Sectors.
B. Second Seminar on Container Dimensions
94. The second Seminar on the Impact o f the
Increasing Dimensions of Loading Units on Combined
Transport was convened by the Executive Secretary of
the Economic Commission for Europe in September
1992. The Seminar was particularly important
because it provided an opportunity for worldwide
consultations on the acute problem of container
standards, vita! for the development of multimodal
transport. The participation o f all interests and the
taking into account o f their views in considering this
problem was particularly useful in avoiding
dominance o f any one group of interests. For that
reason the I ^ C T A D secretariat supported the
convening o f the Seminar and assisted in obtaining
broad participation by inviting its m ember countries,
particularly the developing ones, to participate in it.
95. The Seminar reconfirmed that the existing
ISG series I containers, which particularly in
developing countries had been the basis for recent
large-scale investment in infrastructure, rolling stock
and handling equipment, should continue to be the
main container standard, which should be improved in
line with emerging market requirements.
c. Further development of the double-stack
container train network in North America
96. In November 1992, Canadian Pacific Rail
completed a $us 15 million tunnel clearance project
to increase the vertical clearance through tunnels and
other sbuctures in British Columbia and Gntario. The
increased clearances will allow Canadian PaciBc to
move any double-stack combination o f domestic and
international containers from coast to coast. An
additional Canadian Pacific tunnel clearance project in
Wisconsin, which was scheduled for completion in
February 1993, will extend the railw ay’s double-stack
capabilities to the United States Midwest. Canadian
Pacific is taking delivery o f 170 new double-stack
cars by March 1993, bringing its total number o f
double-stack cars to 220.
97. Similarly, the other Canadian rail system,
Canadian N ational R ailw ays, com pleted a
$ u s 5 million clearance program m e through
22 tunnels and five rocksheds in September 1992,
about the same time that it finished work on its
$ u s 15 million Fraser River Bridge lehabilitation
project. In Gctober 1992, it opened a new
$ u s 19 million Vancouver Intermodal Terminal,
relocating its west coast intermodal operations from
Vancouver to Surrey, thereby providing improved
highway access and state-of-the-art systems to speed
loading and unloading. Canadian N ational’s
$ u s 15 million bridge project improves height
clearances (or double-stack hains, increases the bridge
speed lim it and allows heavier loads. The work is
also expected to reduce the number o f disruptive
maintenance closures and extend the bridge’s life
expectancy by 25 years.
98. A further development in double-stack
container train operations is expected in the north-
south corridors, particularly as a result o f the
United ^tates-Canada Free Trade Agreement and
prospectively the North American Free Trade
Agreement involving also Mexico.
99. American President Lines (APU) operates a
unit train three times a week for the Ford Motor
Company !»tw een Detroit and Hermosillo, Mexico,
and a double-stack train six times a week between
Mexico City and the Midwest with Union Pacific and
Ferr«iarril!es Nacionales de Mexico. APE recendy
teamed up with Canadian National North America to
offer w hat the two companies said was the first
inteim odal container service linking the United States,
Canada and Mexico. The company will extend its
double-stack service !»tw een Mexico City and
Chicago to Canada via Canadian N atio n ^ North
Am erica’s rail system. By offering departures from
M exico City six days per week and bansit time of
seven days to Toronto and eight days to M onbeal,
American President Eines and Canadian Nadonal
believe they are competitive with over-the-road
service.
100. It is felt that as imerrnodal rail technology
and services improve, the distance at which intermodal
rail services becom e c o m ^ d tiv e with bucking is
shortened. The threshold distance used to be 700-
800 miles in North America, but some now say it has
been reduced to 500 and the Florida East Coast
Railroad has a sbong intermodal service between
Jacksonville and Miami with a distance of only
365 miles.
D. Rail landbridges
101. A new railway route linking China through
Kazakhstan, the Russian Federation, Belarus, Poland
and Germany with the ports in Belgium and
N etherlands was officially inaugurated on
1 December 1992. It starts from the Chinese port of
Lianyungang in Jiangou province. The new route
became possible with the completion in September
1990 of the connection of the Chinese railway system
with the railway network of Kazakhstan. The new
route is about 3,000 kilom ebes shorter than the Trans-
Siberian rome.
102. ¥ e t another landbridge proposal has been
suggested for the C enbal American isthmus. Coming
on top of existing and competing proposals for
landbridges in Costa Rica, Mexico and Panama, the
Covernm ents of Honduras and El Salvador have
signed a bilateral agreement to develop a 320-
kilom ebe-long intermodal rail link between
Puerto Cortes on the C ulf of Mexico and the
Salvadorian port of Acajutla on the Pacific. Parts of
the proposed link already exist in the two counbies
but would have to be upgraded and modernized to
ma^e them compatible with the new rail inbasbucture
which is required to link the two lines. It is hoped
that the project will commence by May 1993, with
completion scheduled for early 1994.
Introduction o f 9' 06" ; a standard container
103. A t its sixteenth session in M ay 1991 in
Seoul, Republic of Korea, the ISO Technical
Committee TC 104 confirmed its decision to introduce
an additional standard container height o f 9 feet
6 inches (2.9 meters) into the ISO 668 and other
international standards with the designation lA A A (40-
foot) and IBBB (30-foot) containers. The new
dimensions were cimulated as a draft international
standard (DIS) by the ISO secretariat to all ISO
member bodies for a vote on 19 M arch 1992.
According to the new ISO Directives (1992 Edition),
a draft International Standard having been em ulated
for voting is approved if:
(a) A two-thirds majority o f votes cast
by the ?-m em bers o f the technical committee or sub-
committee are in favour; and
(b) Not more than one-quarter o f the
total number of votes cast are negative.
104. Abstentions, as well as negative votes not
accompanied by technical reasons, are excluded when
votes are counted. In accordance with these conditions
the draft standard was approved, since among
21 ?-members o f the TC 104,15 votes were in favour
(71 per cent) and among the 24 ISC member bodies
voting 6 cast negative votes (25 per cent). —
105. The result o f the voting on the introduction
o f the new standard container height of 9-foot
6-inches was unprecedented and controversial. Indeed,
of the 26 ISO member bodies participating in the vote,
six cast negative votes, two abstained and the votes of
two other member bodies came after die time-limit
(19 September 1992) and, therefore, were not taken
into account. Among the P-mem!x‫؛‬rs of the Technical
Committee 104 which cast negative votes, one finds
Australia, Belgium, Cuba, the Czech Republic, India
and the United Kingdom - counbies with non-
negli^ble container traffic.
F. W orld container population
106. According to the census carried out by
Cargoware International, the world’s container
population by mid-1992 amounted to 7,320,400 TEUs
o f all types. The previous census carried out in mid-
1990 showed the world container population at
5,874,084 TEUs. Though the total number o f
containers increased by about 25 per cent, the
composition of the world container population in
terms of dimensions (length and height) did not
 61
change significantly. The overwhelming majority of
the fleet is represented by 20- and 40-foot-long, 8-foot
6-inch-high containers with a further increased share
of 40-foot stock. Except for a significant increase of
9-foot 6-inch-high high-cube containers, which had
reached 684,064 TEUs or 9 per cent o f the total
container population by mid-1992, there has been no
meaningful proliferation o f non-ISO standard
containers, through there was a further decrease in the
number o f 8-foot-high containers. Containers with
lengths other than 20 and 40 feet were represented
mainly by 45-, 48- and 53-foot length containers.
Their share in the total fleet was about 2.1 per cent in
1992, whereas in the 1990 census it was 1.8 per cent.
An analysis of the world container fleet by length and
height is reproduced in table 39.
107. Over 20 per cent o f high-cube containers are
either 45, 48 or 53 feet in length, while the other
80 per cent are 40-foot containers. Uonfiary to the
growth in the absolu!© num ber and share o f 9-foot
6-inch high-cube containers, the num ber and share of
8-foot-high containers continue to fall. Their number
had fallen by one third since the 1990 census, and
their share in the world fleet is now under 1.4 per
cent. Table 40 gives a comparison of the world
container population by length^eight for the period
1990-1992.
108. As regards geographic distribution. North
American owners control 72.5 per cent o f all non-180
length containers, and their fleet o f 40-foot containers
is twice the size o f their fleet o f 20-foot-long
cont^ners. All other regions, except the Mid-
East^ndia, have a high proportion o f 20-foot
containers. High-cube containers are more commonly
encountered in North America and North Asia, where
they account for 13 per cent o f all inventories. These
two regions together confiol 80 per cent o f all high
cube containers of the world.
0. Uontainer production
109. The g lo b ^ production of containers grew by
26 per cent in 1992 in comparison with production in
1991 and reached 1.15 million TEUs, 240,000 TEUs
more than the 1991 total (see table 41). Despite
predictions of overcapacity, the industry was still able
to raise its ou!put. Many new-generation plants,
particularly in Indonesia, Malaysia, China, the
?hilippines and Thailand, made a major contribution
to the registered growth of world production. A few
factories are still at the construction stage in these
counfiies. Certain estimates suggest that, during the
coming one to two years, new factories, primarily in
China and India, could add a further 100,000 TEUs to
the annual capacity. It !nay als© he added that in
general the prosent pr©ducti©n capacily already
© utstrips !m anufacturing lev els, som etim es
significantly. According to Cargoware International,
current production in different countries ranges from
33 to 82 per cent o f the potential capacity and on
average represents 53 per cent. Total production in
Asia rose by about 200,000 TEUs in 1992 over 1991,
and more than ?5 per cent o f this growth was
attributed to newly operational factories.
110. 1992 was another record year for the
manufacturers in the Republic o f Korea, with their
overall production reaching 372,000 TEUs against
340.000 TEUs in 1991. Nevertheless, the share of
this country in global production fell from 37.4 per
cent in 1991 to 32.3 per cent in 1992.
111. Manufacture o f standard dry freight
co n tain ers (in clu d in g hig h -cu b e) exceeded
1 million TEUs. It is interesting to note the fall in the
production o f non-18© length containers from
15.000 TEUs in 1990 to 10,000 in 1991 and
8.000 TEUs in 1992. A survey conducted by the
UNUTAD secretariat among certain manufacturers
revealed a similar fiend. There has, on the other
hand, been a significant growth in the production o f
refiigerarod cont‫!؛‬iners - from 35,000 TEUs in 1992 to
64.000 in 1992, while the output o f reefer containers
in the Republic o f Korea in 1992 doubled.
112. The world container manufacturing induslry
was also characterized by price movement, as revealed
by another survey conducted by Cargoware
International (table 42). This survey shows that dry
freight cont^ner prices fell worldwide in 1992, for
both 20-foot and 40-foot containers, reflecting the
growing competition among the producers of
containers because of the unprecedented growth o f
production capacities. All evidence suggests that the
downward pressure on prices is set to continue in
1993.
 Table 39

Analysis o f world container fleet by length and height

(TEUs)

Length 8 ft 8 ft 6 in 9 ft 6 in ©ther Total

20 ft 9 /9 3 6 3 157 339 1 833 34 549 3 291 657

40 ft 2 924 3 290 166 538 720 10 698 3 842 508

24 ft - 14 319 - - 14 319

45 ft - 11304 77 967 - 89 271

48 ft - - 60 174 - 60 174 I
53 ft - - 4 770 - 4 770

Gther 555 16 246 600 300 17 701

Total 101415 6 489 374 684 064 45 547 7 320 400 I

Source: Cargoware International Census, December 1992, p. 10.

Table 40

Analysis o f change in world container population by length/height

Indexed change
1992 1990
(1990=100.0)

Length
20 foot 3 291 657 2 846 027 115.7
40 foot 3 842 508 2 921 056 131.5
©ther 186 235 107 001 174.0

Height
8 foot 101 415 162 755 62.3
8 foot 6 inches 6 489 374 5 242 131 123.8
9 foot 6 inches 684 064 419 O il 163.3
©ther 45 547 50 187 90.8

Total 7 320 400 5 874 084 124.6

Source: Cargoware International Census, December 1992, p.

 Table 41

Breakdown o f annual container production by region/country for 1990-1992

(in TEUs)

^egion/countr)( 1992 1991 1990 Current production split

Standard Special
(per cent) (per cent)

Asia

R p u b lic e f^ e re a 3720 ‫س‬ 340 ООО 349 000 91.0 9.0

China 180 ООО 120 0 ‫ﺱ‬ 55 000 100.0
Taiwan, Province o f China 105 ООО 110 000 10
0‫س‬? 95.0 5.0
Thailand 70 ООО 000
45 36 000 100.0
M alaysia 70 ООО 000
45 10 ООО 100.0
Indonesia 60 000 10 000 1000 100.0
India 40 ООО 000
35 25 000 100.0
18 000 10 000 16 ООО 100.0
Singapore 10 ООО 8 000 2 000 80.0 20.0
Philippines ?ООО 14 000
Subtotal 925 ООО 730 000 615 000 6.2

Italy 32 ООО 000

30 43 000 20.0 80.0
CIS 29 000 31000 29 000 100.0
Scandinavia 21 ООО ١٨٨٨٨ 7 000 95.0
United Kingdom 14 ООО 000
17 18 ООО 10.0 ‫ﻣﺢ‬-‫ة‬
Cermany 12 ООО 10 000 17 ООО 20.0 80.0
Poland 9 000 000
9 8 000 75.0 25.0
Spain/Portugal «٨٨٨ 8 000 8 000 50.0 50.0
Hungary 3 000 0003 5 000 50.0 50.0
Benelux 1 ООО 2 000 8 000 100.0
e th e rs 6 000 0005 7 000 70.0 30.0
Subtotal 135 ООО ООО 125 1500 ‫س‬ 56.0 44.0

Others

Central/South America 40 ООО 18 000 2 000 100.0

Seuth Africa 22 ООО ^«٨٨٨ 20 000 90.0 10.0
N erth America 12 ООО 12 ООО 10 000 100.0
Turkey 11000 3 000 100.0
Other 5 000 4 000 3 000 60.0 40.0
Subtetal 90 ООО 55 ООО 35 ООО 82.2 17.8

^O ^D TO TA E 150 ООО 910 ООО «٨٨ ООО 11.5

Source: Cargoware International, February 1993, p. ^5.

 Table 4^

Comparison of standard freight container prices for 1991 and 1992

Region/country 1991 1992 Change

($US) ($US) (per cent)

20-foot container
Republic of Korea 2 668 2 634 -1.3
Taiwan, Frovince o f China 2 910 2 725 -6.4
China 2 530 2 360 -6.7
A SFAN 2 640 2 590 -1.9
India 2 505 2 380 -5.0
Furope 3 050 2 900 -4.9
W orld 2 640 2 500 - ‫ د‬.‫د‬

40-foot container
Republic o f Korea 4 412 4 079 -١ ‫؟‬
Taiwan, Frovince o f China 4 775 4 425 -7.3
China 4 075 3 850 -٩٩
ASFAN 4 250 3 885 -8.6
India 4 190 3 900 -6.9
Furope 5 150 4 600 -10.7
W orld 4 285 3 985 -7.0

Source: Cargoware International, February 1993, p. 34.

Box 6

Increasing emphasis on quality control in transport services!

New quality conbol guidelines are being adopted by many maritime sector organizations. This trend is
occurring because a principal factor in the performance of an organization is the quality of its products or
services. There is a world-wide trend tow‫؛؛‬rds more shingent customer expectations with regard to quality,
©uality is a tool for improved competitiveness. This applies also to transport services. Increasing trade
liberalization results in stiffer competition not only in manufactured goods but also in transport services which
deliver those products to customers, ©ustomers require Just-in-time reliable deliveries, with minimum transit
time, error-free documentation and cargo-hacking information.

^ h e implementation o f quality management in hansport services is sometimes perceived as a luxury rather

than a necessity. The benefits of a quality management improvement programme not only result from cost
cutting; the simplification and standardization o f office and/or shipping procedures which quality management
offers provide significant productivity gains and reduced costs (through less waste) as an important by-product.

A com pany’s total quality costs cover three elements: failure costs, inspection costs and prevention costs.

Failure costs comprise major and minor losses which result from substandard operations. Inspection costs
comprise resources committed to checking that a product and/or service offered to a customer meets the
required standard. comprise the resources needed to establish and maintain the
system/procedures necessary to prevent rather th^n cure problems as encompassed within a quality
management system.

Source: IT©^S©, Export ©uality Management IS© 9000 Quality M anagement Systems,
IT © /l??/A © /93-l.
 Chapter VIII
OTHER DE¥EEO?MENT^
The final chapter reviews the ‫؛»ﺀك‬،،‫ ﺀ‬of various international conventions dealing with the shipping industry, summarizes
the new ICC Rulesfor multimodal transportation documents and outlines UNCTAD’s initiatives in technical assistance and
training.
A. United Nations Convention on a Code of
Conduct for Liner Conferences
113. The United Nations Convention on a Code of
Conduct for Liner Conferences came into force on
6 Gctober 1983. Up to mid-1993 the number of
Confiacting Parties reached 76, namely: Algeria;
Bangladesh; Barbados; Belgium; Benin; Bulgaria;
Burkina Faso; Cameroon; Cape Verde;
Central African Republic; Chile; China; Congo;
Costa Rica; Côte d ’Ivoire; Cuba; Czech Republic;
Denmark (except Greenland and the Faeroe Islands);
Fgypt; Ethiopia; Finland; France; Gabon; Gambia;
Germany; Ghana; Guatemala; Guinea; Guyana;
Honduras; India; Indonesia; Iraq; Italy; Jamaica;
Jordan; Kenya; Kuwait; Lebanon; Madagascar;
Malaysia; Mali; Mauritania; Mauritius; Mexico;
Morocco; Mozambique; Netherlands (for the Kingdom
in Europe and Aruba); Niger; Nigeria; Norway;
Pakistan; Peru; Philippines; Portugal; Republic of
Korea; Romania; Russian Federation; $audi Arabia;
Senegal; $ierra Leone; Slovakia; Somalia; $ri Lanka;
$udan; Sweden; Togo; Trinidad and Tobago; Tunisia;
United Kingdom of Great Britain and Northern Ireland
(on behalf o f the United Kingdom, Gibraltar and
Hong Kong); United Republic of Tanzania; Uruguay;
Venezuela; Yugoslavia; Zaire and Zambia.
United Nations Convention on International
Multimodal Transport of Goods
114. This Convention , ‫ اﺛﻖ‬adopted b^ consensus
on 24 May 198Ô by the United Nations Conference of
Plenipotentiaries, was opened for signature in
New York from 1 $ ep tem ^‫؛‬r 198Ô to 31 August 1981
and remained open for accession thereafter. It will
enter into force 12 months after 3 ‫ ه‬$tates have
become confiacting parties by deflnitive signature,
ratification or accession. In 1992 no additional States
became Confiacting Parties to the Convention, and it
thus had six Confiacting Parties, viz. Chile, Malawi,
M exico, Rwanda, Senegal and Zambia. Another
three counfiies - M orocco, Norway ^nd Venezuela -
have signed the Convention subject to ratification.
c. United Nations Convention on the Carriage
of Goods by Sea. 1978 (Hamburg Rules)
115. Following the twentieth accession in October
1991 by Zambia, the United Nations Convention on
the Carriage o f Goods by $ea, 1978 ("The Hamburg
Rules") entered into force on 1 November 199^. The
Contracting ?arties to the Convention are: Barbados,
Botswana, Burkina Faso, Chile, Fgypt, Guinea,
Hungary, Kenya, Lebanon, Lesotho, Malawi,
Morocco, Nigeria, Romania, Senegal, $ierra Leone,
Tunisia, Uganda, United Republic of Tanzania and
Zambia.
116. It is interesting to note that counfiies such as
Canada and Australia, which are not contracting
parties to the Convention, have made provision in
their new Carriage of Goods by $ea Act for the
possible entry into force o f the Hamburg Rules at a
later stage. Thus the Ausfialian Carriage of Goods by
$ea Act 1991, in force as o f 7 November 1991 and
replacing the $ea Carriage o f Goods A ct 1924, not
only adopts the Hague Rules as amended by the Visby
Rrotocol, but in Section 2 provides for the
implementation o f the Hamburg Rules which are
scheduled to the Act. The mechanism provided is for
Farliament to make a proclamation that the Hamburg
Rules are to come into force to replace the
Hague-Visby Rules. Section 2(^) states that if no
proclamation or resolution repealing or postponing the
implementation o f the Hamburg Rules is made, the
Rules will automatically come into force at the
expiration of three years, i.e. on 7 November 1994.
In the case of Canada, Section 4 of the Carriage of
Goods by W ater Bill C;8^ (Projet de Loi) sets out that
the Minister of Transport shall, within six years after
enfiy into force o f the Act, consider whether the
Hague-Visby Rules should be replaced by the
Hamburg Rules, and prepare a re‫ »؛‬r t setting out the
results of that consideration to be laid before each
House o f Parliament.
117. As part of the secretariat’s mandate to
monitor the implementation o f international shipping
insfiuments adopted under the auspices of the
United Nations and currently in force, the secretariat
is collecting relevant information from Confiacting
Parties to the Hamburg Rules. Furthermore, and upon
request, guidance will be provided to States wishing
to make the necessary changes in bansport
documentation and other im portant issues to adjust the
current practice to accommodate the new liability
regime.
D. United Nations Convention on Conditions for
Regisbation of Ships
118. The United Nations Convention on
Conditions for R egisbation o f Ships was adopted by
consensus on 7 February 1986 by the United Nations
Conference on Conditions for Regisbation of Ships at
the fourth part of its session .‫ ال ق‬The Convention
contains a set of minimum conditions which should be
applied and observed by States when accepting ships
on their ship register(s). It defines the elements of the
"genuine link" that should exist between a ship and
the State whose flag it flies and thus contains
provisions for the participation by nationals of the flag
State in the ownership, manning and management of
ships. The Convention also stipulates that flag States
are required to exercise effectively their Jurisdiction
and conbol over ships flying their flag. It also
provides for the establishm ent by a flag State o f a
com petent and adequate national m aritime
adm inisbation which is responsible for a num ber of
specific tasks such as ensuring that a ship flying its
flag complies with the State’s laws and regulations
concerning regisbation of ships and complies with
applicable international rules and standards concerned
with the safety o f ships and persons on board and the
prevention o f pollution of the marine environment.
The Convention will enter into force 12 months after
the date on which no less than 40 States, the
combined tonnage o f which amounts to at least 25 per
cent o f world tonnage, ‫؛‬،s stipulated in annex III to the
Convention, have become Conbacting Farties to it.
119. By the end o f June 1993 the Convention had
been ratified by the following nine States:
C6te d ’Ivoire, Egypt, Ghana, Haiti, Hungary, Iraq,
Eibyan Arab Jamahiriya, Mexico and Gman. Another
10 States had signed the Convention subject to
ratification, acceptance or approval: Algeria, Bolivia,
Cameroon, Czech Republic, Indonesia, Morocco,
Foland, Russian Federation, Senegal and Slovakia.
Maritime liens and mortgages
120. Following General Assembly
resolution 4 6 ^ 1 3 , a United NationsAntemational
Maritime Grganization Conference of Flenipotentiaries
was held in Geneva from 19 April to 7 May 1993 for
consideration and adoption of the Draft Convention on
M aritime Eiens and Mortgages. The D raft Convention
was prepared by the Joint Ш С Т А О Д М О
Intergovernmental Group of Experts during its
six sessions held from 1986 to 1989. By a note of
15 May 1992, Governments were invited to submit
comments on the Draft Gonvention to be published as
part of the pre-session documentation for the
Gonference. Gn the basis o f replies received the
secretariat prepared a compilation of comments and
proposals b^ Governments and by intergovemmental
and non-governmental organizations.
121. The objectives of the Draft Convention are:
(i) to provide a generally acceptable legal framework
governing the recognition and enforcement of
maritime liens and mortgages and thus to promote
international uniformity, and (ii) to strengthen the
international position o f the mortgagee and financiers
o f shipbuilding and ship purchase and thereby
improve conditions for ship financing at the
international level.
122. Following the U N ^M G Conference of
Flenipotentiaries on Maritime Eiens and Mortgages
and subject to agreement by the Joint I^ C T A D ^ M G
Intergovernmental Group o f Experts on Maritime
Eiens and Mortgages and Related Subjects, a possible
amendment of the 1952 Convention on Arrest of
Ships will be examined Jointly with IMG.
F. General average
123. Fur s uant to the re q u e st of the
thirteenth session of the l^ C T A D !fo rking Group on
International Shipping Eegislation, held in
November 1991 to examine the subject of general
average, the secretariat, in close collaboration with the
International Maritime Committee (CMI), approached
the insurance industry and intemational organizations
involved with general average to study the extent to
which insurance arrangements could simplify the
operation of the general average system. Gn the basis
of the research and investigations carried out the
secretariat will prepare a r e ^ r t towards the end of
1993 for submission to the second session of the
Standing Committee on Developing Services Sectors:
Fostering Competitive Services Sectors in Developing
Countries - Shipping.
G. UNCTAD Minimum Standards for Shipping
Agents
124. The Minimum Standards, which are
non-mandatory in nature and are intended to ^erve as
guidelines for national authorities and professional
associations in establishing their own standards.
 67

continued to receive worldwide support. The
objectives o f these standards are:
(a) To uphold a high standard of
business ethics and professional conduct among
shipping agents;
(b) To promote a high level of
professional education and experience, essential in
providing an efficient service;
(c) To encourage the operation of
financially sound ^nd stable shipping agents;
(d) To contribute to combating maritime
fraud by ensuring im proved services by
better-qualified shipping agents;
(e) To provide guidelines for national
authorities/professional associations in establishing and
maintaining a sound shipping agency system.
125. The l^ O T A D secretariat, upon request,
provides legal advice to national authorities and
professional associations wishing to set up nation^
standards for shipping agents based on the
above-mentioned objectives. In addition, the
M inimum Standards are being promoted through
seminars and technical assistance projects.
H. The new UNCTADTCC Rules for
Multimodal Transport Documents
126. The new Rules, which became operational as
o f 1 lanuary 1992, will only apply when they are
referred to in the multimodal conn-act. It is possible
to refer to the Rules even for port-to-port traffic and
when unimodal h"ansport is intended. Farties having
referred to the Rules, and thereby ‫ وم ﺀﻣﺢ‬0‫ ﻛﻬﺄﻫﺂ‬the
Rules into their contract, must avoid inserting
stipulations which derogato from the Rules.
127. The Rules only cover a part o f the customary
contents o f a multimodal transport conhact. Thus, an
MTO wishing to use the Rules as a basis for his
multimodal transport conhact would have to add other
clauses dealing with matters such as: optional
stowage, routing, freight and charges liens, both-to-
blame collision, general average. Jurisdiction and
arbitration and applicable law to satisfy his particular
needs. Such additions could also be made with
respect to matters covered by the Rules, but only to
the extent that they are not conpadictory thereto or
decrease the responsibility or obligations of the MTO
as established by the Rules.
128. The rules retained the network liability
system t© the effect that the MTO, and not only the
consignor, may invoke the mandatory liability rules of
international conventions and national law which
would have applied if a separate and direct conhact
had been made for the particular stage o f the transport
where the loss or damage occurmd.
129. The basis of liability of the Rules is the so-
called vicarious liability: the MTO is «‫؛‬sponsible for
the acts and omissions of his servants or agents, when
any such servant or agent is acting within the scope of
his employment, or o f any other person o f whose
services he makes use for the performance o f the
contract, as if such acts and omissions were his own
(liability for presumed fault or neglect).
130. The particular defences for carriage by sea or
inland waterways a«‫ ؛‬conlrived in Rule 5.4 pursuant
to which the MTO shall not be responsible for loss,
damage or delay in delivery caused by the so-called
nautical fault defence or fire, unless caused by the
actual fault or privity o f the carrier. When loss or
damage has resulted from unseaworthiness o f the ship,
the MTO is only relieved from liability if he can
prove that due diligence has been exercised to make
the ship seaworthy at the commencement o f the
voyage.
131. It is important to note that the MTO shall not
be liable for loss following from delay in delivery
unless the consignor has made a declaration of intemst
in timely delivery which has been accepted by the
MTO. As to the conversion o f delay into final loss.
Rule 5.3 contains a provision converting pending
delay into a right for the claimant to treat the goods as
lost. The period starts to run from the agreed time for
delivery or, in the absence o f such ag«‫؛‬ement, f ^ m
the time which it would 1» reasonable to ]«quire of a
diligent MTO. The period chosen by the Rules for
the conversion is 9D days, in order to avoid
conversion occurring under the multimodal h-ansport
contract before such a conversion has been possible
under any underlying multimodal transport contract,
the риф озе being to facilitate recourse actions by the
MTO against his subcontractors. Furthermore,
conversion will only take place in the absence o f
evidence that the goods have not been lost.
132. The provisions relating to limitation of
liability follow the Hague-Yisby Rules limits
(666.67 SDR per package or unit or 2 SDR per
kilogram of gross weight of the goods lost or
damaged, whichever is the higher) and the so-called
"cont^ner formula". If the multimodal transport does
not, according to the contract, include carriage of
 Box 7

Adoption of the International Convention on Maritime liens and Mortgages. 1993

©n 6 M a1993 ?‫ ؛‬a new Convention on Maritime Liens and Mortgages was successfully concluded.
The Convention was adopted by consensus by the United Nations^nternational Maritime Organization
Conference o f Plenipotentiaries, which m et in Geneva under UNCTAD auspices for a period o f three w e e k .
$ixty-five States participated in the Conference, which was ch ared by Dr. W alter Miiller of Switzerland.

The Convention is intended to improve conditions for ship financing and the development o f national
merchant fleets and to promote internation^ uniformity in the field of maritime liens and mortgages.

According to the core Article of the Convention (Article 4) only five ty‫ »؛‬s o f claims against the
owner, demise charterer, manager or operator o f the vessel shall be secured by a maritime lien on the vessel
and thus have priority over the mortgages, which is traditionally the main source of ship financing. These
claims relate to (a) wages and other sums due to the crew; (b) loss of life and personal injury in connection
with the operation of the vessel; (c) reward for the salvage o f the vessel; (d) port, waterway and pilotage dues;
and (e) physical loss or damage caused by the operation o f the vessel other than that o f cargo, containers and
passengers’ effects.

The priority ranking o f these maritime liens is spelled out in Article 5. In the event of the forced sale
of a sfianded or sunken vessel, all claims secured by a maritime lien are superseded by payments to be made
to a public authority to cover the costs o f the removal in the interest o f safe navigation or the protection o f the
marine environment (Article 12, para. 3).

The Convention, in Article 6, provides a $tate ?arty with the possibility o f granting other maritime
liens under its law, but only under strict conditions and with an extinction of a maximum of six months. And,
in any case, such liens rank only after the maritime liens provided for in Article 4 o f the Convention and
mortgages (as defined in Article 1).

The interests of the mortgagees are further protected by Article 10, according to which com{»nsation
payable to the owner of the vessel under an insurance contract should not go to maritime lien holders but to
the mortgagee.

For the first time an international legal instrument contains provisions on temporary change of flag in
case of b a r e ^ a t charter re^stration, a practice which is becoming increasingly common in shipping and which
has created uncertainty for mortgagees. Article 16 o f the Convention clearly states that rights are determined
by the law of the State in which the vessel was registered immediately prior to the change o f flag.

The Convention will be open for signature at the United Nations Headquarters in New York from
1 September 1993. It will enter into force six months following the date on which 10 States have expressed
their consent to be bound by it.

Following a resolution adopted by the Conference, both organizations are requested to reconvene the
O in t Intergovernmental Group to examine the possible review of the International Convention o f 1952 for the
Unification o f Certain Rules Relating to the Arrest o f Sea-going Ships.
goods by sea or by internal waterways, the liability of
the M TG is hm ited to an amount not exceeding the
equivalent o f the freight. The provisions on loss of
the right to limit liability conform with article 8 of the
Hamburg Rules and article 21 of the MT Convention.
The time-loss has been set at nine months to ensure
that the MTG would have adequate possibilities to
institute «‫؛‬course actions against the performing
earner.
133. Although the new l^ C T A D ^ C C Rules for
Multimodal Transport D ^ u m e n ts are based on the
H a g u e№ g u e-¥ isb y Rules system, a new situation has
developed since the enby into force o f the Hamburg
Rules. This ^ c u r s because the Rules are for
voluntary adoption by the commercial parties, but are
superseded by mandatory international or national law.
This means that an M TG cannot use the Rules to
circumvent unpleasant provisions in a national law or
international Convention. Consequently, if the bade
covered by the MTG is subject to the Hamburg Rules
regime, then the limits of liability of that convention
will apply and the particular defences of nautical fault
and o f fine retained by the I^ C T A D ^ C C Rules will
be sut»rseded by the Convention.
134. It N important to note that the old ICC rules
will no longer have the backing of the ICC and they
may be rejected by the banks. To facilitate the
change-over to the new Rules, ICC has established an
"ICC Eill of Eading Review Committee" which will
verify that documents submitted to the Committee are
in conformity with the f^ C T A D /lC C Rules for
Multimodal Transport Documents. Documents
verified will ١» entitled to bear the ICC logo. Eor
further information, interested parties are requested to
contact the ICC in Faris.
135. Gn 16 GctoN‫؛‬r 1992 the Government of India
promulgated its Multimodal Trans‫ »؛‬r t of Good
Grdinance 1992 to provide a legal régime to govern
multimodal bansport operations in its foreign bade
(except for the State of Jammu and Kashmir). The
Grdinance is broadly based on the United Nations MT
Convention and the l^ C T A D ^ C C Rules for
M ultim ode Transport Documents. However there are
certain departures from these, which are as follows:
(1) although the provisions relating to the liability of
the MTG are broadly based on the Hague/Hague-
Visby Rules, there is no specific provision for
exempting the MTG from liability for loss, damage or
delay in delivery in respect o f goods carried b^ sea in
those cases where the ocean carrier is exempted from
the Hague/Hague-Yisby Rules. This would seem to
mean that the MTG who becomes liable in such cases
may not succeed in recourse action against the
responsible ocean carrier; (2) "air bansport" is not
included in tlie difrerent modes o f bansport nsed
nnder multimodal transport; (3) there is no provision
relabn^ to the liability of the consignor; (4) there is
no provision relating to non-conbactual liability
(action in tort); (5) while the MTO is liable for the
acts and omissions of his servants and agents, there is
no mention of his liability for such acts and omissions
o f his subconbacting unimodal carriers. It may be,
however, that such subcontracting carriers are included
in the concept o f "servants and agents". The
©rdinance has generally been welcomed by exporters,
importers, shipowners and freight forwarders, as well
as by other agencies involved in bade and bansport of
goods.
I. Technical cooperation and baining
136. UNCTAD’s technical cooperation and
baining programme in shipping, ports and multimodal
bansport declined somewhat during 1992. A total of
32 projects were being executed during the year, with
a total exp‫؛‬nditure of $2.6 million (compared to
37 projects totalling $3.2 million in 1991).
137. Half of these projects were TRAINMAR
projects designed to help baining cenbes in
developing counbies provide a wide range of maritime
management baining using a methodology which
establishes professional standards at local cenbes and
provides mechanisms for cooperation among these
cenbes. Although two new sub^gional projects, one
in $outh America ^nd one in the Caribbean, were
initiated in 1992, eight other projects were terminated
during the year and m ost activities are now conducted
by the developing country cenbes themselves or with
the help of supporting bodies but without project
support.
138. A number of policy seminars on Multimodal
Transport, Container Terminal Development and
Management, Equipment Maintenance and $bategic
?lanning for $hipping wete deliveted by I ^ C T A D
during the year, and funds were obtained for the
development of a new policy seminar on the
Commercial ^ o le of Forts.
139. A new project was initiated in Fakistan to
facilitate bade through the sbeamlining and
rationalization o f the bansport sector. It will involve
sbengthening the institutional bameworl‫ ؛‬within which
new bansport-related technology can be inboduced
and multimodal bansport promoted. New legislation
will be drafted and technical information disseminated
on all aspects of multimodal bansport.
 70
140. A small regional project was undertaken by
UNGTAD in 199^ in connection with the launching of
the United Nations Transport and Gommunications
Decade in Africa. A brochure was produced to help
create a greater awareness among African
Governments, subregional organizations and the
providers and users o f shipping, ports, inland
waterways and multimodal transport services of the
strategies p r e s s e d to achieve the Decade’s objectives.
Froposals w ere made to group projects awaiting
financing into a series o f integrated programmes.
141. In 1992 the development and implementation
of the Advance Gargo Information System (AGIS)
was pursued in a larger num ber o f African countries
than in the previous year. The W orld Bank (IDA) is
financing the installation o f certain modules in Sudan,
Senegal and Burkina Faso.
142. In addition to the continuing work in Africa,
two Asian countries, namely Bangladesh and
Viet Nam, have requested the installation of the
railway module of AGIS, the K ilT rack er. In the case
of Bangladesh, the Germ an Government, through its
Bank for ^c o n stru c tio n (KfW), has agreed to provide
DM 1.3 m illion for the installation o f the RailTracker
on Bangladesh Railways. l^ G T A D will implement
this project in close collaboration with the F co n o ^ic
and Social Gommission for Asia and the Facific
(ESGAF). Discussions are advanced with the French
Government regarding the funding of AGIS in
Viet Nam.
143. In order to ensure sustainability, l^ G T A D
and GIM (GT^-Germany) agreed to an arrangement
through which GIM would sponsor the attachment of
German Experts to a number o f AGI^ user-institutions
in Africa. Ghana Forts and Harbours Authority and
the Kenya Forts Authority have been the Brst
beneficiaries of this scheme.
144. The l^ G T A D secretariat has been involved
in updating and harmonizing the maritime legislation
o f various countries at the subregional level
(MINGONMAR member States and Genhal American
countries) and the national level (Ethiopia), with the
aim o f providing a legal framework for more effective
maritime transport. Training of nationals at various
levels forms ^n integral part o f the projects.
145. Marine insurance ‫ ظ‬another area where the
secretariat will be helping MINGGNMAR member
States. Thus pursuant to resolution 149/11/92 , ‫ رﻗﺊ‬a
draft technical assistance project document has been
prepared for promoting the growth of the marine
insurance indushy in the subregion and fostering
co-insurance and reinsurance of marine transport risks
through the harmonization of marine insurance laws
and practices.
146. In the area of ship registration and at the
request of JUNAC (Gommission o f the Gartagena
Agreement), TJNGTAD assisted member States
(Bolivia, Golombia, Fcuador, ?eru and Yenezuela) in
the drafting of a project for an international registré? of
ships. The request was made in the context o f recent
changes in policy in the subregion directed towards
obtaining a complete liberalization in international
trade. The p u ^ o s e of the project should be viewed as
an important step in keeping the existing tonnage
within the subregion and giving sh i^ w n e rs
competitive facilities equal to those o f other
international carriers.
147. At the request of the Mexican Government,
the UNGTAD secretariat participated in a panel to
explore the feasibility and convenience of setting up
an International Mexican Ship A g is te r in order to
attract flagged-out ships of Mexican owners back to
the national register.
148. Members o f the UNGTAD secretariat also
lectured on various aspects of maritime law and
international trade and hansport at a number of
seminars, conferences and workshops.
149. F unding fo r U N G T A D ’s tech n ical
cooperation and training activities in shipping, ports
and multimodal transport was provided by the
United Nations Development Frogramme (UNDF), the
European Gommunity and the Governments of
Belgium, France, Germany, the Netherlands, Norway
and the United States and by the recipient countries
themselves.
New classification o f ships by type reviewed
150. An effort to establish an intemational
classification of ships by type was initiated at an
ad hoc UNGTAD-FFG meeting o f the secretariats of
national and international org‫؛؛‬nizations interesied in
‘type of ship’ classifications, held in Geneva in
October 1987. It was agreed that there was a need for
a universally accepted hierarchical type-of-ship
classification and a clear definition of ship types. A
small group was commissioned to prepare a report
setting out a new classification which would take
account of the views expressed at the meeting. The
study group’s report was presented to the second
^d hoc UNGTAD-FFG meeting, held to discuss the
classification of ships by type, in Luxembourg in
October 1988 and is contained in annex ٧ .
 71

Notes

‫ال‬ IMF, World Economic Outlook - Interim Assessment, January 1993, p , 9 (estimate for 1992).

2/ Ibid.

3/ GATT, preliminary estimates, March 1993. Note: volume means in constant u s dollars.

4/ ^ .S . Flatou Fconom ic Research, The Platou Report, 1993, p. 5.

5/ OECD, M ain Economic Indicators, March 1993, p. 15.

6/ Petroleum Economist, January 1993, p. 4S.

7/ O ECD ^EA , Quarterly oil statistics and energy balances. Fourth quarter 1992, p. 1‫ ه‬.

8/ R.S. Flatou Economic Research, The Platou ^ ^ 1 9 9 3 ٠٢,‫؛‬ , p.17.

9/ Fearnleys (Oslo), Review 1992, p. 4.

10/ International Iron and Steel Institute, Estimates 1992.

11/ Lloyd’s Shipping Economist (London), April 1993, p. 32.

12/ l^ C T A D staff paper.

13/ International W heat Council, Grain M arket Report, GMR 212 (Eondon), 30 April 1993.

14/ International Fertilizer Industry Association.

15/ Phosphorus and Potassium, No. 184, March-April 1993, pp. 7 and 17.

16/ International Frim ar^ Aluminium Institute, IF AI Form, ISO, 20 April 1993.

17/ DRI/McGraw Hill, World Seatrade Services Review, First Quarter 1993, p. III-l.

18/ OECD, Indicators ٠/ industrial activity, January 1993, p. 26.

19/ UNCTAD calculation based upon UNSO, International Sea-borne Trade Statistics Yearbook, 1986,
New Yor^ (United Nations publication. Sales Number E.88.XVII.13).

20/ L loyd’s Maritime Information Services Ltd., (London).

21/ Fearnleys (Oslo), Review 1992, p. 28.

 72

22/ The International Development Strategy ^ r the Third United Nations Development Deeade in the fleld
of Transport identifles a 20 per cent share o f world tonnage as the target for developing connfiies (United Nations
General Assemhl^ resolution 35/36).

23/ Fearnleys (Oslo), Review 1992, p. 28.

24/ Fearnleys (Oslo), Review 1992.

25/ Fearnleys (Oslo), Review 1992, p. 27..

26/ Fearnleys (Oslo), Review 1992.

27/ Lloyd’s Shipping Economist (London), April 1993.

28/ Fearnleys (Oslo), Review 1992.

29/ Fearnleys (Oslo), Review 1992, p. 28.

30/ European Business Magazine, Rotterdam 1991, and "Anvers, centre de distribution japonaise".
Le Lloyd, 29 August 1991.

31/ Lloyd’s Shipping Economist, lune 1993, p. 20.

32/ Lloyd’s Shipping Economist, June 1993, p. 35.

33/ For rejection it w^s necessary to have more than 25 per cent o f the negative votes among the member
bodies.

‫ ﻣ الق‬For the text of the Convention, see United Nations Conference ٠ « a Convention ٠ « International
Maritime Transport, vol. I, ‫م‬،'»،،‫ ا‬A ct and Convention on International M ultimodal Transport ٠ ^ /٠ ٠ ^
(United Nations publication, $ales No. E.81.II.D.7 (vol.I)).

35/ For the text of the Convention, see document TD/RS/CONF/23.

36/ Adopted by the Eighth Grdinary session of the Ministerial Conference of W est and Cenfial African
States on Maritime Transport, in Guagadougou, Burkina Faso, 27-28 November 1992.
 73 .

Annex I

Classification of conntries and territories

Code Canada United States o f Ainerica

Code : Austria (L)

Belgium Luxembourg (L)
Denmark Monaco
Faeroe Islands Netherlands
Finland Norway
France ?ortugal
Germany Spain
Gibraltar Sweden
Greece Switzerland (L)
Iceland Turkey
Ireland United Kingdom o f Great Britain and
Israel Northern In la n d

C ode3

Code 4 Australia New Zealand

Code 5 South Africa

Code 6 Albania Foland

Bulgaria Romania
Czech Republic a/ Russian Federation
Hungary (L) Slovakia

Code 7 China Yiet Nam

Democratic Feople’s Republic of Korea

Code‫؛‬ Northern Africa

Algeria Morocco
Egypt Tunisia
Libyan Arab Jamahiriya

Code W estern Africa

Angola Guinea-Bissau
Benin Liberia
Burkina Faso (L) M ali(L )
Cameroon Mauritania
C a ^ Yerde Nigeria
Congo St. Helena
Côte d ’Ivoire Sao Tome and Frincipe
Equatorial Guinea
Gabon Sierra Leone
Gambia Togo
Ghana Zaire
Guinea
 74

Code Eastern Africa

Burundi (L) Reunion
Comoros Seychelles
Djibouti Somalia
Ethiopia Sudan
Kenya Uganda (L)
M adagascar U nited Republic o f Tanzania
Mauritius Zam bia (L)
Mozambique

Code ' Caribbean and North America

Anguilla Guadeloupe
Antigua and Earbuda Haiti
Aruba Jamaica
Eahamas M artinique
Barbados M ontserrat
Bermuda St. ?ierre and Miquelon
British Virgin Islands Saint Kitts and Nevis
Cayman Islands Saint Uucia
Cuba Saint Vincent and the Grenadines
Dominica Trinidad and Tobago
Dominican Republic Turks and Caicos Islands
Greenland United States Virgin Islands
Grenada

Code 9.2 Central America

Honduras
Co^ta Rica Mexico
El Salvador Nicaragua
Guatemala Panama

Code 9 ‫ﺋﻢ‬ South America - Northern Seaboard

Guyana Suriname
French Guyana Venezuela
Netherlands Antilles

Code 9.4 South America - W estern Seaboard

Chile Ecuador
Colombia Feru

Code 9 .‫ق‬ South America - Eastern Seaboard

Argentina Falkland Islands (Malvinas) b/
Bolivia (L) Paraguay (L)
Brazil Uruguay

Code 1 0 - 1 0 . 1 W estern Asia

Bahrain ©man
Cyprus Qatar
Iran (Islamic Republic 0‫و‬ Saudi Arabia
Iraq Syrian Arab Republic
Jordan United Arab Emirates
Kuwait Vemen
Lebanon
 75

Code 10.2 Southern and Eastern Asia

Eangladesh Maldives
Ehuten Myanmar
Erunei Darussalam Pakistan
Gambodia Philippines
Hong Kong ^epuhlic o f Korea
India Singapore
Indonesia Sri Lanka
M acau Thailand
Malaysia

Codell Bosnia and Herzegovina Slovenia

Groatia Jugoslavia
M alta

Code 12 American Samoa Papua New Guinea

Christmas Island (A ustr^ia) Samoa
Fiji Solomon fslands
French Polynesia Tonga
Guam Tuvalu
Kiribati Yanuatu
Nauru W a^e Island
New Caledonia

Notes to Annex I

(1) This eHssifie^tion is for statistical purposes only and does not imply a^^ jud^emem regarding the ‫؛‬ of development of ‫؛‬
any country or territory.

(2) Trade statistics are based on data recorded at the ports of loading and unloading. Trade originating in or destined (or
neighbouting counties is attributed to the соипПу in which ^ e ports are situated; for titis reason land-locked countries do not
figure in these tabulations. Dn the other hand statistical tabulations on merchant fleets include data for land-locked countries that
possess fleets: these countties are marked "(L)".

(3) The groups of cou^nies or territories used for presen^g statistics ‫ ط‬this Review are made up as follows:

Developed market-economy countries and territories: Codes 1, 2, 3, 4 and 5.

Countries of Cential and Eastern Europe: Code 6.

$ocialist countries of Asia: Code 7.

Developing countries and territories: Codes 8, 9, 111 ,‫ ه‬and 12.

of which:
in Africa: Codes 8.1, 8.2 and 8.3
in America: Codes 9.1, 9.2, 9.3, 9.4 and 9.5
in Asia: Codes Iti.l and 1 2 .‫ه‬
in Dceania: Code 12.

In certain tables, where appropriate, fwe major open-registry countiies are recorded as a separate group. The group comprises
Eahamas, Eermuda, Cyprus, Liberia and Panama.

a/ Eollowing tite dissolution of the Czech and ‫ ؟‬lovak federal Republic on 31 December 1992, tite successor $tates of the
Czech and $lovak Federal Republic are tite Czech Republic and Slovakia.

b/ A dispute exists between the Governments of Argentina and of the United Kingdom of Great Eritain and Northern beland
concerning sovereignty over the Falkland Islands (Malvinas).
 77

Annex II

W orld seaborne trade a/ according to geographical areas. 1970. 1990 and 1991
(Millions o f tons)

Areab/ Year ©oods loaded Goods unloaded

©il Dry Total all Gil Dty Total

c^go goods cargo all
Grude Eroducts Grude Products goods

Developed market-
economy countries
Nortlt America 1970 0.7 308.0 314.0 73.4 103.6 170.0 347.0
1990 1.4 25.8 515.1 542.3 274.9 100.8 227.6 603.3
1991 1.4 25.2 538.6 565.2 289.2 102.9 242.1 634.2

Japan 1970 - 1.3 41.6 41.9 170.4 30.4 235.1 435.9

1990 - 1.2 81.9 83.1 201.2 82.0 440.7 723.9
1991 - 1.2 84.2 85.4 209.3 «١ « 455.8 746.9

Australia and 1970 - 1٩ 92.3 93.6 18.8 2.9 15.4 37.1

New Zealand 1990 9.2 U5 266.3 277.0 8.6 7.2 18.1 33.9
1991 9.5 1.6 273.8 284.9 8.7 7.3 18.7 34.7

Europe 1970 28.6 82.3 244.8 355.6 621.0 100.4 469.0 1 190.4
1990 162.1 124.2 482.2 768.5 446.8 172.7 763.2 1 382.7
1991 166.3 124.0 495.2 785.5 462.6 171.8 792.3 1 426.7

South Africa 1970 - 13.2 13.2 8.8 2.6 6.2 17.6

1990 - - 82.5 82.5 2U9 0.3 9.6 31.8
1991 - - 83.2 83.2 22.3 0.3 9.5 32.1

Subtotal: developed 1970 29.^ 89.2 699.9 818.3 892.4 239.9 895.7 2 028.0
market-econom‫?؛‬ 1990 172.7 152.7 1 428.0 1 753.4 953.4 363.0 1 459.2 2 775.6
counfiies 1991 177.2 152.0 1 475.0 1 804.2 992.1 363.9 1 518.4 2 874.4

Gounfiies of Genfial
and Eastern Europe
Goumdes of Genfial 1970 0.2 3.4 34.8 10.8 3.0 29.2 43.0
and Eastern Europe 1990 - 8.5 41.2 49.7 27.2 0.8 58.2 86.2
(excluding the 1991 - 5.5 42.2 47.7 24.4 0.6 59.1 84.1
former USSR)

Former USSR 1970 ‫ﺀﺀ‬.» 22.9 « .« 106.9 11.9 14.4

1990 58.6 46.8 44.0 149.4 7.0 0.5 79.0 86.5
1991 53.0 41.5 41.5 136.0 5.4 0.3 75.4 81.1

Socialist countries of
Asia
Socialist countries of 1970 0.1 5.4 0.4 24.4 30.2
Asia 1990 32.0 4.0 46.1 82.1 3.9 1.3 80.4 85 6
1991 33.0 4.1 46.9 84.0 4.0 1.3 81.0

Developin،‫ ؛‬counfiies
and territories
Northern Africa 1970 2^1.4 255.4 17.9 33.8
1990 182.7 31.5 32.0 246.2 63.4 4.3 57.8 125.5
1991 190.2 31.8 33.1 255.2 64.2 4.0 59.5 127.7

61.5
Western Africa 1970
1990
60.5
177 ٦ 1.0
3.4
3.2
55.2
123.0
185.7
3.6
4.0
4.0
3.2
14.8
27.7
22.4
34.9
1991 13^.3 57.4 192.9 4.1 2.9 28.6 35.6
 Annex II (continued)

Area Year Goods loaded Geeds unleaded

©i! Dry Total all ©il Dry Total
c^go goods cargc
Crude Products Crude Ercducts goods
Developing countries
and territories (cont.)

Eastern Africa 1970 16.1 17.3 2.6 16.4

1990 - 0.6 9.3 9.9 6.4 9Й 16.0 25.0
1991 - 0.6 9.6 10.2 6.5 2.4 16.2 25.1

Caribbean and North 1970 - 1.4 28.4 29.8 23.5 4.5 11.2 39.2
America 1990 1‫ ه‬0 11.8 28.9 54.7 29.7 8.4 20.0 58.1
1991 14.6 11.7 30.0 56.3 30.2 8.0 20.7 58.9

Central America 1970 - 3.7 11.9 15.6 6.0 ،‫؛‬،‫؛‬ 65 18.0

1990 81.3 7.0 18.6 106.9 4.0 9« 15.4 772
1991 84.6 6.8 19.3 110.7 4.1 2.5 15.7 22.3

South America: 1970 131.1 11.8 36.0 223 9 63.1 3.0 6.7 72.9
Northern Seaboard 1990 58.3 24.2 17.0 99.5 ١٩ 18.8 20.3
1991 60.8 24.3 17.7 102.8 - 1.4 19.4 20.8

South America: 1970 4.6 1.6 29.8 ^5.9 4.1 15 5.9 11.5
Western Seaboard 1990 17.4 8.2 36.0 61.6 ٩‫؟‬ ٦٩ 14.4 19.2
1991 18.1 8.3 37.4 63.8 3.6 1.2 14.7 19.5

South America: 1970 0.1 1.1 54.3 55.5 18.8 1.0 19.8 39.6
Eastern Seaboard 1990 0.1 4.3 197.8 202.2 37.8 9« 26.9 67.5
1991 0.1 4.4 206.1 210.6 38.4 2.5 27.9 68.8

Western Asia 1971 533‫م‬7 65.6 658.6 0.1 1.0 13.1 14.2
1990 463.9 74.8 30.5 569.2 15.6 7.1 107.0 129.7
1991 487.4 71.3 30.2 ‫ةةق‬-‫و‬ 15.0 6.0 105.0 126.0

Southern and Eastern 1970 35.0 23.7 39 3 148.0 148.0 23.3 61.9 139.9
Asia (n.e.s) 1990 78.6 88.4 253.0 420.0 150.4 41.6 362.9 554.9
1991 81.8 90.1 267.6 439.5 154.6 40.2 385.2 580.9

Developing countries 1970 1.0 0.3 0.7 1.0

in Europe 1990 0.3 1.1 7.4 8.8 3.7 2.4 17.7 28.8
1991 0.3 . 1.2 7.6 9.1 8.8 2.2 18.1 29.1

©ceania (n.e.s.) 1970 0.2 9.5 9.7 0.6 ‫ؤإ‬ 29 51

1990 - 0.3 8.0 8.3 - ^٩ 3.6 5.9
1991 - 0.3 8.2 8.5 - 2.1 3.6 5.7

Subtotal: 1970 1 041.4 216.9 368.4 1 627.7 339 9 169.7 414.0

Developing countoes 1990 1 023.9 255.6 693.7 1 973.0 323.5 80.3 688.2 1 092.0
1991 1 070.3 254.0 724.2 2 048.5 329.5 75.4 714.6 1 119.5

World toutl 1970 1 110.0 330.0 1 165.0 2 606.0 1 101.0 302.0 1 127.0 2 530.0
1990 1 287.2 467.6 2 253.0 4 007.4 1 315.0 445.9 9 365.0 4 125.9
1991 1 333.5 457.1 2 329.8 4 120.4 1 355.4 441.5 2 449.5 4 245.4

Source: Compiled on the basis of data supplied to the United Nations Statistical Cffice (by reporting countries), the UNCTAD
data banh and other specialized sources.
a/ Including international cargoes loaded at ports of the Cr^rt Uahes and St. Lawrence River system for unloading at ports of

b/ See annex I for the composition of groups.

 79

Annex 111(a)

as at 31 December
1992
in)
‫؟؛‬٢،(

Total fleet Gil tankers Bul^ carriers General Container Other types
carao с/ ships

World total ‫إث‬/ 444 866 914 138 733 66© 133 289 190 81782 S92 29 162 132 61^99 340

Developed market-
economy countries

Ausbalia ^ 721 439 799 674 993 395 144 983 121 949 662 347
Austria 139 949 71 482 68 458
Belgium 257 791 3 893 5 897 248 991
Canada 1 997 ©69 139 669 56538 199 385 8 949 891 446
Denmark 5 436 755 836 169 528989 823 684 1 749 115 1 598 797
Finland 12©4 561 256 396 67659 279 298 601^98
France 4 ©81 822 1 764 133 3484©9 388 199 661 948 919 151
Germany 5 362 52© 88 334 497216 1 515 944 2 331 919 939 916
Gibraltar 492 667 318 789 ٦٦ 367 ٦٦ 581 22 939
Greece 25 758 473 19 875 289 11 622 356 1 376 558 416 388 1 467 882
Iceland 177 25© 146 39^11 146 893
Ireland 199 124 8 387 89 194 24 718 85 915
Israel 663 665 394 22 476 84 627 547 573 8 595
Italy 7 513 195 2 115 118 2 183 592 989 561 359 557 1 883 457
Japan 25 136 ©39 7 167 682 7 542 971 4 293 326 1 343 969 4 878 091
Luxembourg 1655 551 195 634 878 839 61 732 121 178 488 168
Ne^erlands 4 241 985 395 697 379 428 1 231 417 771 799 1 463 824
New Zealand 253 395 8© 486 12 775 41 562 118 572
Norway 22 254 825 9 219 777 6 256 129 2 119 746 149 941 4 518 241
Portugal 976 254 656 135 69 989 78 388 11974 169 677
Soutit Africa 336 655 1 279 445 219 469 124 489
Spain 2 644 ©5© 911746 463 356 355 289 73 819 839 858
Sweden 3 ©56 59© 691 199 298 973 1 927 637 31446 1 997 335
Switzerland 349 77© 311 534 17 579 29 666
Turkey 4 14© 425 827 949 2 261 473 829 963 22^849
United Kingdom 6 ©75 939 2 292 688 449 599 415 915 1 914 892 2 992 745
United States 16 ©58 456 6 986 122 994 981 2 993 966 2 827 421 3 246 866
Subtotal 14^ 286 2©5 46 442 678 36 283 799 18 331 728 12 759 989 28 469 919

^len-regisbv
countries

Bahamas 2© 684 ©©« 9 81L891 4 578 179 3 311 431 843 114 2 139 393
Bermuda 3 339 955 2 958 123 199 479 115 695 59 412 916 336
Cypnrs 2© 5©1 ©62 4 676 685 19 849 199 3 624 368 617 192 733 798
Liberia 55 917 675 27 435 312 16 139 988 4 791 419 2 593 422 5 146 534
Panama 52 558 3©8 16 459 ©45 15 165 478 13 556 519 3 467 5^2 3 918 753
Subtotal 15^ ©©] ©98 69 4^2 956 46 923 233 25 399 333 ٦ 662
481 12 854 724

Centra] and Fastern

Europe and fo™er
USSR

Albania 59 96© 57 598 1 462

Armenia
Azerbaijan 637 232 197 125 85 949 355 967
Belarus
Bulgaria 1 348 991 ^84 969 612 778 356 642 19 997 76 414
Czech Republic 237 777 153 229 84 557
Estonia 679 909 5 594 159 598 266 845 247 87^
••
 Annex Ill(a) (continued)

Total fleet Gil tankers Bulk carriers General Gomahrer ©ther types
cargo с/ ships
Hungary 92 005 17 252 74 753
‫ﻣﻬت^م‬
4>
‫ﺗﻣﻣﻣم‬٨

Kyrgyzstan
Latvia 1 ^06 565 532 655 414 363 259 547
Lithuania 668 471 16 699 111 607 261 208 278 957
Moldova
Poland 3 111759 89 471 1 666 870 1 020 174 335 244
^onta^ia 2 970 336 517 410 1082 470 1 131 453 15 160 223 843
Russian Pedoration 16 315 035 2 435 660 1 912 793 5 604 898 472 771 5 888 913
Tajikistan
Turkrnenistan 191 191
Ukraine 5 227 894 79 695 1199 077 2 665 640 142 183 1 141 299
Pornrer USSR e/ 1104 957 391 667 269 077 144 300 10 702 289 211
Uzbekistan
Subtot^ 33 660 182 4 550 0^6 7 184 742 12 167 471 659 913 9 098 020
Socialist countries of
Asia

Ghina 13 902 274 1 720 197 5 453 689 4 780 055 968 276 980 057
Uentocratic People’s
Republic of Korea 601 785 112 824 84 418 358 990 45 553
Viet Nam 616 551 15 215 21 366 357 742 277 778
Subtotal 15 120 610 1 848 236 5 559 473 5 496 787 968 276 1 247 838
©evelo^in£ counfiies
of Africa

Algeria 921 496 28 326 172 259 203 875 517 036
Angola 93 942 2 052 68 902 22 988
Benin 1 662 105 1557
Gameroon 34 833 24 120 10 713
Gape Verde 21 723 445 16 817 4 461
Gomoros 1 897 1 304 593
Gongo 9 093 9 093
Gbte d’Ivoire 75 231 300 60 406 14 525
Djibouti 3 642 1 882 1 760
Egypt 1172 118 165 910 343 079 487 152 175 977
Equatorial Guinea 27‫؟‬6 6 412 115
Ethiopia 69 585 3 809 64 730 1 046
Gabon 25 171 652 21 055 3 464
Gambia 2 720 2 720
Ghana 135 088 62 779 71344
Guinea 5 426 808 4 618
Guhtea-Bissau 4 225 952 3 273
Ken^a 14 232 4 224 10 008
Libyan Arab
Jamahiriya 720 75^ 580 913 76 654 63 185
Madagascar 45 404 8 863 24 857 11 684
Malawi
Mauritania 42 881 2 911 39 970
Mauritius 121 592 74 411 31937 15 244
Morocco 479 355 13 954 92 339 87 023 4 608 281 431
Mozambique 39 185 88‫؟‬ 12 967 25 333
Nigeria 517 994 234 191 204 753 79 050
St. Helena
Sao Tome and
Principe 2 584 1 591 993
 Annex Ill(a) (continued)

Total Beet Gil tankers Bulk carriers General Container ©ther té^es
ships

Senegal 57 986 13 852 44 134

Seychelles 4 465 2 973 1 492
Sierra Leone 25 569 799 1 488 23 282
Somalia 17 340 9 582 7 758
Sudan 45 445 832 42 653 1 960
Togo 12 191 11 118 1073
Tunisia ‫ك‬7‫م‬
7»« 27 030 37 230 47 4^6 168 733
Uganda ••
United Republic of
Tanzania 40 990 3 383 30 399 7 ^08
Zaire 28 624 13 980 14 644
Subtotal 5 081 397 1 077 533 719 318 1 637 473 4 608 1 642 465

Develoning countries
of America

Anguilla 5 304 3 634 1 670

Antigua and Rarbuda 803 575 5 490 39 244 563 434 144 378 51029
Argentina 896 755 217 022 61 419 334 023 55 512 778 779
Barbados 50 516 44 466 1921 4 129
Belize 37 459 4 051 24 546 8 862
Bolivia 9 610 9 610
Brazil 5 406 153 1 972 415 2 431 699 430 312 146 898 424 829
Cayman Llands 363 492 30 672 64 432 177 ООО 91388
Chde 582 796 4 167 278 908 78 182 221 539
Colonrbia 250 489 5 697 62 565 161 052 21 175
Costa ^ica 7 884 873 7 011
Cuba 671 679 66 983 ٩« 341 400 427 173 928
Dominica 1992 1758 234
Dominican Republic 12 468 674 9 153 2 641
Bcuador 347 964 112 489 22 010 171 238 42 227
El Salvador 1 836 1 836
Falkland Islands f/ 13 904 506 13 398
Grenada 1 0^1 923 108
Guatemala 1 797 1 797
Guyana 16 937 125 6 388 10 424
Haiti 916 199 717
Honduras 1 048 574 144 627 80 136 671 029 10 229 142 553
Jamaica 11 196 1 887 2 496 5 235 1 578
Mexico 1 115 496 474 354 54 439 586 703
Montsenat 711 711
Nicaragua 3 784 498 3 286
Paraguay 32 818 13 785 19 033
Peru 431 673 131 394 63 832 84 806 151 641
St. Kitts and Nevis 300 300
St. Lucia 1 891 1 534 357
St. Vincent 4 7^8 436 834 282 1 83^ 213 1 633 115 126 456 301 370
Suriname 13 175 1 800 7 215 1 343 2 817
Trinidad and Tobago 24 442 8 694 15 748
Turks and Caicos
Islands 3 798 853 1 155 1790
Uruguay 127 059 46 227 3 473 41 452 35 907
Venezuela 870 346 454 922 112 081 165 451 499 ٦ ٣ 393
Virgin Islands British 7 393 734 3 181 3 478
Subtotal 17 905 649 4 555 331 5 082 376 5 029 800 526 767 2 711 375
 Annex III(a~) (continued)

Total fleet Oil tankers Bulk carriers General Container Other types
cargo с/ ships
Developins countries
of Asia

Bahrain 137 774 1 841 29 526 28 148

Bangladesh 499 366 51 965 319 283 39 918
Brunei Darussalam 364 635 239 1 855 362 541
Cambodia
Hong Kong 7 311357 915 719 4 927 239 424 836 787 268 256 394
India 6 562 628 29 ‫ل‬9 ‫ س‬4 2 911 875 981 144 659 695
Indonesia 2 368 985 584 826 163 817 1 952 683 82 755 484 994
Iran, Islamic Rep. of 4 572 178 2 942 526 1 946 591 418 398 164 843
Iraq 919 891 719 563 79 587 129 741
Iordan 61 266 59 499 9 888 888
KuN^ait ^ 259 779 1 795 979 ^15 944 85 594 252 262
Lebanon 292 627 1 536 55 129 226 613 2 912 6 446
Malaysia 2 949 935 256 396 441 964 429 559 321 473 691 533
Maldives 51 884 5 644 11391 31 189 3 759
Myanmar 947 299 2 481 518 995 366 451 24 415 34 858
©man 29 424 13 328 7 996
?a^stan 389 242 59 445 16 639 291 179 21 979
Philippines 8 479 115 389 889 6 914 929 1 642 399 99 172 333 734
Qatar 392 724 124 964 132 964 118 128 17 568
Republic of Korea 7 419 411 612 182 3 835 649 1 934 468 1 126 577 891 544
Saudi Arabia 1 924 399 261 631 489 645 67 199 214 915
Singa^ire 9 912 252 4 181 619 2 596 859 1 468 144 1 23^ 148 433 482
Sri Lanka 284 516 74 322 92 979 197 612 9 693
Syrian Arab Republic 143 819 23 522 119 218 1979
Thailand 918 138 172 274 67 126 513 611 75 559 89 568
United Arab Bmirates 884 434 457 449 51 552 125 983 179 269 89 999
¥emen 16 924 1 886 3 993 11 135
Subtotal 58 149 894 15 574 853 22 774 249 19 558 163 4 213 896 5 928 643
Developin‫ ؛؛‬counbies
of Burope

Croatia 219 832 7 149 29 349 71 433 35 219 67 691

Malta 11 998 539 3 985 582 5 187 348 2 126 935 244 898 364 766
Slovenia 2 319 2 943
Yugoslavia 2 529 276 2 529
Subtotal 11 224 219 3 992 731 5 216 688 2 197 744 289 927 437 929
Developin‫ ؛؛‬counbies
of Oceania

Fiji 63 827 4 449 42 692

Kiribati 4 829 4 798 121
Nauru 5 374 4 4^6 948
Papua New Guinea 46 226 2 995 33 445 9 876
Solomon Islands 7 739 3 249 4 499
Tonga 19 666 7 119 3 556
Tuvalu 12 336 1 943 11 293
Yanuatu 2 964 392 184 496 1 949 529 624 757 26 391 188 399
Western Samoa 6 253 4 339 1 914
Subtotal 2 221 642 191 751 1 949 529 725 769 ^6 391 237 391

Developing TOTAL 94 582 792 24 492 199 34 833 169 29 148 949 5 951 599 19 956 804

Other unallocated 6 216 297 968 455 2 594 882 328 333 2 241 593 172 944
 Annex 111(b)

Merchant fleets o f the world by flag o f reàstration. а/ groups of countries and types o f ships Ы
as at 31 December 1992
(in dwt)

Total fleet Gil tankers Bulk cafiiers General Gontainer Gther types
cargo ‫ع‬/

World total d/ 694 690 623 263 333 748 239 972 602 !04 933 2SI 32 408 377 54 042 645

Developed market-
economy countries

Australia 3 952 018 1 336 918 1 667 444 170 924 130 846 645 886
Austria 226 142 122 494 103 648 --

Belgium 220 232 3 253 6 961 210 018

Câxioô-Si 686 081 201 736 93 807 88 602 7 011 294 9^5
Denmark ? 306 6?3 1 678 559 993 966 978 385 1 961 812 1 693 951
Finland 1082 581 429 339 106 101 ^84 123 263 018
Prance 5 744 903 3 453 682 602 750 438 432 720 477 529 562
Germany 6 554 199 168 257 816 091 1 972 952 2 876 435 7^0 464
Gibraltar 859 252 598 739 126 950 107 508 -- 26 055
Greece 47 712 282 21 871 686 21 866 883 2 134 295 527 582 1311836
Iceland 110 928 201 49 103 61 624
Ireland 216 658 14 218 122 090 28 281 52 069
Israel 825 235 785 35 570 117 732 666 667 4 481
Italy 10 569 903 3 664 734 3 978 634 1 022 098 371 ^52 1 533 085
J^psil 37 455 406 13 017 422 14 237 017 5 324 248 1292 532 3 584 187
L^embourg 2 659 491 174 5^9 1 629 464 64 262 139 256 651 970
Netherlands 5 236 820 621 384 625 217 1 765 462 756 674 1 468 083
New Zealand 280 364 125 395 20 118 63 831 71 020
Norway 37 485 315 18 456 604 11 338 119 2 4^8 826 184 914 5 076 852
Portugal 1 639 846 1 246 533 113 420 126 835 18 172 134 886
South Africa 281 634 1 187 198 602 81845
Spain 3 918 840 1 791 397 848 999 566 409 99 042 612 993
Sweden 3 305 593 1 218 609 358 512 987 408 34 680 706 384
Switzerland 606 736 545 403 26 862 34 471
Turkey 6 944 723 1 526 570 4 018 845 1 271 168 128 140
United Kingdom 7 637 405 4 002 764 741 664 511 567 975 874 1 405 536
United States 23 073 869 14 140 885 1 818 685 1 876 703 2 815 405 2 422 191
Subtotal 216 593 129 89 745 396 66 706 153 22 610 434 !3 805 614 23 725 53^

Open-resistrv counfiies

Bahamas 33 837 183 18 793 335 8 152 689 4 559 895 858 035 1 473 229
Bemtuda 5 493 736 4 084 443 343 563 140 039 44 991 880 700
Gyprus 36 188 355 9 179 771 19 857 856 5 505 146 766 479 879 103
Liberia 98 369 597 53 594 364 30 387 966 5 321 084 2 739 565 6 326 618
Panama 83 338 991 31 091 108 27 270 272 16 403 192 3 849 372 4 725 047
Subtotal 257 227 862 116 743 021 86 012 346 31 929 356 8 258 44^ 14 284 697

Genfial and Pastern

Риторе and former
USS^

Albania 80 954 80 954

Armenia
Azerbaijan 489 691 255 910 95 339 138 442
Belarus
Bulgaria 1 954 004 459 384 967 885 453 036 18 282 55 417
Gzech Republic 367 813 252 459 115 354
Pstonia 701 182 9 639 259 695 315 046 116 802
Hungary 132 974 7-8 757 104^17 ••
 84

Annex Ill(b) (continued)

Total Beet Gil tankers Bulk carriers General Container Other types
cargo с/ ships
Georgia
Kazakhstan
Kyrg}?zstan
Latvia 1 355 46© 8©3 476 4©1 6©1 15© 383
Lithuania 5 ‫ةل‬
633 24 18© 16© 212 278 946 17© 18©
Moldova
Poland 4^63 899 156 312 2 7^6 ©9© 1 178 799 2©2 698
Romania 4 3^9 ©38 9©© 633 1 778 98^ 1 491 884 16 87© 14© 668
Russian federation 17^35 762 3 8©© 488 3 ©38 ©84 6 455 567 487 316 3 454 3©7
Tajikistan
Turkmenistan
Ukraine 6 176 656 118 7©7 2 ©26 125 3 272 ^17 134 114 625 493
PormerUSSR^ 1 314 984 581 9©6 427 752 136 ©54 1© 6©© 158 672
Uzbekistan
Subtotal 39 ©35 9^5 7 11© 635 11666 ©42 14 379 ©14 667 182 5 2)3 ©62
Soeiahst eountoes of
Asia

Chma 2© 693 584 2 751 679 9 197 783 6 542 957 125© 594 95© 571
Demoeratic People’s
Republic of Korea 954 126 229 288 134 ©62 557 941 32 835
Viet Nam 954 785 28 565 36 ©14 552 156 338 ©5©
Subtotal 22 6©2 495 3 ©©9 532 9 367 859 7 653 ©54 125© 594 1 321 456
Developing counnies
ofAfriea

Algeria 1 ©93 363 46 41© 288 145 296 577 462 231
Angola 123 479 2 286 1©8 527 12 666
Benin 21© 21©
Gameroon 39 797 33 5©9 ‫ ج‬288
Gape Verde 3© 921 562 28 584 1 775
Comoros 2 959 2 295 664
Congo 1© 892 1© 892
Cbte d’fvoire 1©©3©6 15© 86 634 13 522
Djibouti 4 ©9© 3 74© 35©
Egypt 1644 761 288 55© 565 499 677 341 113 371
Equatorial Guinea 6 699 6 699
Ethiopia 84 326 5 818 78 336 172
Gabon 3© 186 742 27 312 2 132
Gambia 2 ©29 2 ©29
Ghana 132 ©23 1 167 82 488 48 368
Guinea 1 749 285 1 464
Guinea-Bissau 1 846 54© 1 3©6
Kenya 14 ©55 6 412 7 643
Libyan Arab
famahiriya 1216 782 1 ©92 537 94 888 29 357
Madagascar 5© 635 13 859 31 193 5 583
Malatvi
Mauritania 24 734 4 57© 2© 164
Mauritius 175 158 127 232 39 349 8 577
Morocco 6©3 345 24 826 162 91© 125 95© 1©©71 279 588
Mozambique 32 ©51 1 62© 22 1©3 8 328
Nigeria 751 686 456 644 249 854 45 188
St. Helena
Sao Tome and
Principe 2^77 1285 992
 Annex Ill(b) (continued)

Total fleet Oil tanlcers Bui^ carriers Genera] Container Other types
cargo с/ ships

Senegal 39 585 18 849 29 736

Seychelles 3 33? 2 441 896
Sierra Leone 18 384 1 835 2 456 14 993
Somalia 18 496 12 695 5 891
Sudan 6^244 1 222 69 198 824
Togo 29 633 29 553 89
Tunisia 443 449 47 299 58 572 61 824 275 844
Uganda ..

United Republic of 4 162

Tanzania 49 519 5 911 39 446
Zaire 31 192 15 949 15 243
Subtotal 6 86? 189 1 997 751 1 292 358 2^36 479 19 971 1 429 539

Developing counbies
of America

Anguilla 6 145 6 951

Antigua and B‫؛‬ubuda 1 281 375 13 688 67 622 995 992 292 885 91278
Argentina 1 297 713 359 865 194 989 486 931 75 319 189 618
Barbados 89 392 76 219 4 918 65
Belize 57 769 7 925 42 969 8 684
Bolivia 15 765 15 765
Brazil 9 977 853 3 586 936 4 259 166 543 936 181 793 515 922
Cayman Islands 485 129 52 929 197 362 247 337 77 591
Chile 818 775 6 254 521 786 97^67 193 468
Colombia 378 867 9 681 129 882 222 572 16 732
Costa Rica 2 895 688 2 297
Cuba 97 557 49 888 549 543 166 668
Dominica 2 833 2 833 ..

Dominican Republic 11 258 1 635 9 251 372

Ecuador 483 551 291 592 37 531 216 769 27 749
El Salvador
Falkland Islands ‫ئ‬/ 8 486 639 7 856
Grenada 1383 1 383
Guatemala 353 353
Guyana 13 599 5 781
Haiti 429 259 179
Honduras 1 595 126 252 646 136 274 1 196 296 11625 88 375
Jamaica 16 297 3 292 4 449 8 475
Mexico 1 595 419 797 429 63 417 644 564
Montse«at 1916 1 916
Nicaragua 1 483 1 175 398
Paraguay 34 279 17 936 16 334
Peru 513 396 231 697 193 814 128 139 49 755
St. ^ tts and Nevis 559 559
St. Lucia 2 979 2 979
St. Yincent 7 677 797 1584 599 3 299 763 2 429 473 151 934 311937
Suriname 15 721 3 935 19 145 1 771 779
Tinidad and Tobago 16 295 8 627 7 668
Tmks and Caicos
Islands 2 792 1391 1 157 244
Uruguay 171 189 93 297 3 891 49 519 24 482
Yenezuela 1 274 364 769 837 189 698 249 293 1 189 82 536
Yirgin Islands British 5 237 1 263 3 371 693
Subtotal 27 639 861 8 133 669 8 913 125 7 377 765 675 198 2 531 194
 Annex 111(b) (continued)

Total Beet Oil tankers Bnlk carriers Oeneral Container Other types
ships
Developing countries
of Asia

Bahrain 179 795 136 481 3522© 21 577

Bangladesh 551 795 447 336 19 481
Brunei Darussalanr 359 798 279 2 578 347 948
Cambodia
Hong Kong 12 353 796 1 797 539 9 ©37 859 517 467* 821
6©‫ة‬ 23‫ب‬
269
India 19 574 548 3 532 734 4 979 381 1 373 683 688
75©
Indonesia 3 172 484 98© 195 245 243 1 549 821 35©
6©
1 291
1©
©
Iran, Islamic Rep. of 8 359 694 5 874 294 1 756 592 569 157 651
159
Iraq 1 567 484 1 351 798 1©3 251 525
112
Iordan 113 557 16 271
Kuwait 3 834 959 3 179 363 311 4©5 91 461 26‫©ة‬
83
^b an o n 451 596 2 431 92 561 346 854 3©3© 636©
Malaysia 2 959 799 434 321 797 554 657 918 386 511 486
683
Maldives 81 594 11 678 19 536 46 616 7643
Myanmar 1 335 957 4 483 919 317 363 945 25‫آ‬
29 31915
Oman 19 912 7 444
Pakistan 549 797 91 137 68‫ت‬
34 411764 122
12
Philippines 733 837 87©
645
19 2 168 633 127 642 57©
181
Qatar 234 788 297 679 127 151 974
15
Republic of ^orea 11 516 246 1 291 833 983
6816 1 262 553 336 755 424
731
Saudi Arabia 1 399 271 434 419 678 168 215
4©©
Singa^ire 7 613 521 614
8974 1732 579 5758©
1
Sri I^tka 446 231 131 532 225
189 1^9 238
Syrian Arab Republic 234 677 379
37 197 397
ThaBand 1 393 819 315 379 482
113 797 999 !©4 361 63 5©7
United Arab Emirates 1 417 265 826 753 747
88 191 582 217 9©8 92 275
Yemen 13 653 3 185 4 784 5 684
Subtotal 93 267 699 28 839 779 537
126
49 14 231 586 4 862 328 4 796 799
Developing countoes
of Europe

Croatia 225
175 879
19 59 399 872
194 36 935 22 999
M a lt a 694‫؛‬
325 116 775 ‫ا‬ 524
215 256 541 359 457
Slovenia 967 234 733
Yugoslavia
Subtotal 389
869
18 ‫ا‬ 795
195 167 174 ‫ر‬ 63‫ة‬
329 293 476 373 914
Developing countries
of Oceania

3496 47 415 12 987

Knbati 3 989
Nauru
Papua New Guinea
Solomon Islands
1 4‫ق‬
59
5 791
34 325
3 186
4 199
1799
13 749 11 943 2 697
Tuvalu 16 995 599 15 415
Yanuatu 976 226 367
599 1 894 643 594 946 42©
32 277 896
Western Samoa 6 591 6 966
Subtotal 236 999 378
453 1 894 643 796 442 32 ‫ث‬
94 315 419

Developing TOTAL 149 863 947 45 954 ; 61 624 426 27 872 893 925
873 ‫؛‬

Other unallocated 368‫؛‬

155 1 679: 776‫؛‬ 488 599 ٩٩٩ 529
■ 69 933
 Annex III

Notes

Source: L loyd's Register o f Shipping - Statistical Tables, 1992 (London) and supplementary data regarding
the Great Lakes Ileets o f the United States and Canada and the United States ^eserye Fleet.

a/ The designations employed and the prosentation o f material in this tahle r e ^ r to flags o f registration
and do not imply the expression o f any opinion by the Secretariat o f the United Nations concerning the legal status
o f any country or territory, or o f its authorities, or concerning the delimitation o f its frontiers.

b/ Ships of 100 grt and oyer, excluding the Great Lakes fleets o f the United States and Canada and the
United States ^eserye Fleet.

‫ﻣﻊ‬ Including passenger/cargo.

d/ Excluding estimates of the United States ^eserye Fleet and the United States and Canadian Great Lakes
fleets, which amounted to respectiyely 2.8 million grt (3.7 million dwt), L I million grt (2.0 million dwt) and
1.‫ و‬million g « (2.2 million dwt).

‫ﻣﺞ‬ All Republics o f the former USSR which haye not established new shipping registers (see box 1).

f/ A dispute exists between the Goyernments of Argentina and the U^

Northern Ireland concerning soyereignty oyer the Falkland Islands (Malyinas).
 Annex IV

M ajor flows of selected bulk commodities

This annex reviews trade o f selected commodities fo r the most recent years available in the UNCTAD Data Bank.
The tonnage volumes are / ٠٢ total trade and in most cases maritime transportation can be assum ed ،٠ be the
dominant mode. The methodology used ‫؛‬٠ compile the trade matrices is:

• M ajor e x ^ rte r s were identified b‫ ?؛‬looking at total expo!^ for

data bank for the latest fiye ‫?؛‬ears.

Any country whose exports to the world exceeded a certain "floor" value (see table l»low ) in any of the
years was considered to be a candidate.

• From this list the top ten or so reporters were retained.

M ajor reporting im p o rters o f each commodity were then identified and the trading partners o f the top three
or four were used to identify any major traders that may not have been selecjed by the above procedure.

Inverted trade was used ro flll any nomreported gaps in the exporters
known non-re‫ »؛‬rters, e.g. the ^ rm e r USSR and the South African Uustoms Union, as well as for countries
that do not report quantity (Germany) or do not give a full bilateral breakdown (the Netherlands,
Saudi Arabia).

Tables were produced for each commodity with a cut-off applied to each individual cell that would produce
between 2 and 4 pages of statistical data. This means that an empty cell does not necessarily indicate that
there was no trade, but that the value did not reach the cut-off.

Commoditv Floor value (tonnes) C ut-eff (tennes)

Bauxite 500 ООО 50 000

W heat 1 000 000 250 000
Coal 2 000 ООО 500 000
Fhosphates !ООО(» 50 000
Iron ore 1 000 000 250 ООО
^ a w sugar 100 000 30 ООО
W ood ?50 ООО 50 ООО
Crude petroleum 30 000 000 2 000 000

N ote: Because of the breakdown of existing statistical records, data for Germany ha
separately under Federal Republic o f Germany and German D em «‫؛‬ratic Republic.

Also, in some tables destinations are specified as "special". This term covers free zones, ship stores
and cases where countries do not report origins or destinations.
 ‫‪90‬‬

‫ﻣﻣﺢ ‪ 0‬اص‬ ‫اﻟﻬﺻﻣﺢ©ﺻﻬﻬﺎﻟﻬﺎ‬ ‫ا‬ ‫ﻳﺎه §‬ ‫‪invo‬‬ ‫■ات‪г- СМ‬‬

‫■ ‪VO ٣٦٣‬‬ ‫‪٧١‬‬ ‫‪٠٥٠١٠‬‬ ‫ﻟﻪ ‪١٥‬‬
‫‪ 0‬ام ‪0‬‬ ‫‪ 0‬ا ﻫﺎﻫﺄ‬
‫ﻫﺄ ‪ 0‬ﻣﻬﺄ ه‪4‬‬ ‫‪CMO‬‬ ‫‪0‬‬ ‫‪١٥‬‬ ‫ﻟﻪ ‪ON‬‬ ‫ﻣﺤﻞ‪ 0،‬ﻣﺤﺤﻢ \‪ 0‬ﻣﻢ‬ ‫‪،٨‬‬ ‫‪ 0‬ﻫﺎ‬ ‫‪^٣‬‬
‫‪٦ ٩ ٦ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩‬‬ ‫‪٠١‬‬ ‫‪O^ITN‬‬ ‫ﻣﺢ \ ‪ 0 0‬ﻣﺢ ^ﻣال)‬ ‫دﻫﺈ‪٣١‬‬ ‫‪٦ ٩‬‬ ‫‪١٥١٥‬‬
‫‪ ٠١‬ﻫﺎ‪m iA c \j 1Л1Л1Л ٠١١ ٥ /-‬‬ ‫‪١٥‬‬ ‫‪0‬ا ‪00‬‬ ‫ص‬ ‫‪-‬م ‪1Л ٠١ 1Л‬‬ ‫‪١٠‬‬ ‫‪٥ ^>٧١‬ﻳم‪١‬‬ ‫‪٣٣‬‬
‫‪- 1Л‬م ‪ ٣٦‬ءت • ‪ со со ٣‬ج ج ﻟﻪ ‪fO‬‬ ‫‪٣٦٣٦‬‬ ‫‪1Л 1Л о 1Л VOVO‬‬ ‫ﻟﻪ‬ ‫‪-‬ح‬
‫‪٠١٣١‬‬‫‪٢‬‬ ‫‪ 0‬ﻳم‬
‫‪40‬‬ ‫ع‪٣٦‬‬ ‫ه‬
‫‪٩٦‬‬
‫ﻟﻪ ‪٣‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪•٠١ о‬ﻟت ‪١٥ ٢٠٠ ١٥ со! ٢^٠ ١ ٥ ٣ •00 ٠١‬‬ ‫ﻣﺢ ‪٠١١٥١٥ 7‬‬ ‫ااا ‪0‬‬
‫‪٣٦٣٦‬‬ ‫‪1 о CON‬‬ ‫ﺣم|ﻟﻪ ‪٧١٠١ ١٥‬‬ ‫ﻟﻪ ا ا ‪١٥‬‬
‫(»ﻟﻪ ‪٣ ٠ ١‬‬ ‫‪٢- 00 ١٥ CM 00 ١٥ о 00‬‬ ‫ي ‪٣ ١٥‬‬ ‫‪ООО‬‬ ‫ﻣﻢ‪о 1- CM‬‬ ‫‪،٨١٥‬‬
‫ﻫﺎدﻟﻪ‬ ‫‪٣٣‬‬ ‫‪،٨ ،٨‬‬ ‫■ ‪Г“ 40 о ٣‬‬ ‫ﻫﺎ‬
‫‪٩٩٦٩‬‬ ‫‪٩٦٩٦٩٩٩٩‬‬ ‫‪،. ،.‬‬
‫ﻫﺎ‬
‫‪٧٦١٥٧٦١٥‬‬ ‫ﻣﺣﻣﺣﻣﻣﺣﺑﻧﺑن©ﻟﻪ‬
‫ﺻﺠﺺ‪1‬‬ ‫‪ ٣٦ ٣‬ﻟﻪ‬
‫‪٠١٣‬‬ ‫ﻳم<ﻣﺢ‬ ‫‪ ٣‬ص ﻟﻪ ﻟﻪ‬ ‫‪00‬‬ ‫ﻟﻪ‬
‫^‪٠ ٧ ١٥‬‬
‫‪٦‬‬ ‫ﻫﺼﺠﻬﺎن‬ ‫‪٣ ،٨‬‬ ‫‪COCON‬‬ ‫ي يص ي‬ ‫م‬
‫ﻟﻪ‬ ‫^‪٠١٣‬‬ ‫ﻣﺣﻣﺣﺻﻠﻪ^ﻣﺢ‬ ‫ﻟﻪ‬ ‫ﻟﻪ ‪٣ ٥‬‬ ‫‪٣٠‬‬ ‫‪ ١٥‬ه‬ ‫‪٣‬‬ ‫‪٣ CM‬‬ ‫‪٣٦‬‬
‫‪٠٠ ٠٠‬‬ ‫‪٠،‬‬ ‫‪٠٠‬‬ ‫‪٠٠‬‬
‫‪о‬‬ ‫‪،٨٣‬‬ ‫‪٣‬‬ ‫‪٣٣‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪о‬‬ ‫^‪٠١٠١‬‬
‫‪٠‬‬ ‫ه‬ ‫ﻟﻬﻤﻬﺎﺑﻨﻤﻪ‪4‬‬ ‫‪ ٧٦‬ا ي‬ ‫^‪١٠١‬‬
‫ﻟﻪ ‪٥‬‬ ‫ﻩ‬ ‫ﻟﻬﻤﺤﻤﻢ‬ ‫ﺳﻪ‪4‬‬ ‫‪٧١١٥ 00 ٧٦ ٧٦‬‬
‫‪о‬‬ ‫‪со о о о‬‬ ‫ص‪١‬ى‬ ‫ﻣﻠﻬﻤﺢ‬ ‫ﻳﻢ ‪٧٦‬‬ ‫ﻟﻪ‪٣٦‬‬ ‫م ﻳم ‪٣ ٧١‬‬ ‫^^(» ‪о ٧ ٦ ٣‬‬ ‫ي‬ ‫‪ ١٥‬م ‪١٥‬‬
‫‪о‬‬ ‫^‪ ٢٠‬ﻣﺖ ﻫﺎ و‬ ‫‪٠‬‬ ‫ﻟﻪ ‪٣٦‬‬
‫‪٩٦٩٦‬‬ ‫‪٩٦٩٦٩٩٩‬‬
‫‪о‬‬ ‫‪сл ٠١ CM ٧٦‬‬ ‫© ‪ 00 ٠ ١‬رم ‪ 0 0‬ﻳم‬ ‫ص‪٠١‬‬ ‫‪ ١٥‬و ‪ о‬ﺻﺈ‬ ‫ﻟﻬﺻﺑﻧﻠﻬد‬ ‫‪٧٦‬‬ ‫‪ ٧٦‬ي‬
‫‪٧١‬‬ ‫© ‪ ٠‬ﻟﻪ ص‬ ‫‪)٥ ١ ٥ ١٥‬‬ ‫‪٠٧‬‬‫^‪٠ ١١‬‬ ‫‪٣١٣‬‬ ‫ﺟﺟﻪ‪ 4‬اﻣﻬﺎ‬ ‫ﻟﻪ‬ ‫‪٣٦ о‬‬ ‫ص ﻟﻪ‬
‫‪٨‬‬ ‫‪ ٣‬ﻟﻪ ‪ ١٥‬ﻟﻪ‬ ‫‪■ ٧١١-‬د ‪00 ٢- ٣٦ ١٥‬‬ ‫‪ ١٥‬ي ‪٣‬‬ ‫ﻟﻪ ‪٣‬‬ ‫‪٣٦‬‬
‫‪٥١‬‬
‫‪со‬‬
‫‪٥١‬‬
‫‪о‬‬

‫‪ш‬‬
‫‪٦٦‬‬

‫‪ТЗ‬‬ ‫ﻟﻪ ء ‪،٨‬‬ ‫‪ ]٨ о ١٥ ١٥ ١٥ ١٥‬ﻟﻪ‬ ‫و‬ ‫ح ‪٠١‬‬ ‫‪»٦٣٦‬‬ ‫‪о‬‬ ‫ﻣﺻﻳﻣﻠﻪ‬ ‫( ﺑم ‪0‬‬ ‫ي ﻟﻪ‬
‫‪с‬‬ ‫‪о ٧١ ٣١‬‬ ‫ﻳم‪-‬ﻟﻬﺎ ﻟﻪ ‪٣٦‬‬ ‫‪ ٠١‬ﻟﻪ‬ ‫‪،٨ ٠١١٥‬‬ ‫‪ ٣٦‬ءن‬ ‫ءت ‪٣١‬‬ ‫‪о‬‬ ‫ﻳﻤﻤﻠﻬﺒﻦ‬ ‫‪١٥٣‬‬ ‫‪٥١٠١‬‬
‫‪00 1ЛО00С0СЛ40‬‬ ‫‪١٥٠١‬‬ ‫‪со‬‬
‫‪٦٦٩‬‬ ‫‪٦٩٩‬‬ ‫‪٩٦‬‬ ‫‪٩٦‬‬ ‫‪٩٦٦٩٦٩‬‬ ‫‪٩٩‬‬
‫‪ ٠١ о‬ح‬ ‫ﻳم ‪-‬م ‪ 4 0 0‬ﻫﺎ ‪ 0‬ﻳم‬ ‫‪о 00 ٣١‬‬ ‫‪٧٦٣٦‬‬ ‫ﻫﺎ ‪،٨‬‬ ‫ص ‪١٥‬‬ ‫‪■ ١- ٧٦‬د ‪CM0 4 0‬‬ ‫ﻳﻢ‬ ‫‪сл‬‬ ‫‪١٥‬‬
‫‪٣‬ص ﻟﻪ‬
‫ﻟﻬﻤﺤﻤﺢ ‪ ١٥‬ﺻﻤﺤﻢ‬
‫^‪٠ ١ ١٥‬‬
‫ﻟﻪءﻟﻪ ‪٣‬‬
‫‪٠١ ،٨ ١٥‬‬ ‫ص ‪٠١‬‬
‫‪٧٦‬‬
‫‪1ЛО‬‬ ‫‪٧١-‬‬
‫‪،٠١٠١‬‬
‫‪٠‬‬ ‫ﻫﺎﻳﻤﻴﻤﻬﺎ‬ ‫ﺣﻤﻪ‪4‬‬ ‫‪о о‬‬ ‫‪٧١‬‬
‫ﻟﻪ‬
‫‪со‬‬
‫‪со‬‬
‫ﻩ‬

‫‪ о‬و م ه ‪ ٠١‬ا ‪٠ ١ ٣ ١ ٥‬‬ ‫^‬‫‪١٥‬‬ ‫ﻟﻪ‬ ‫ءت ‪со‬‬ ‫رخ‬ ‫‪١٥ ،٨‬‬ ‫‪٠ ٧١‬‬ ‫ﻣﺣﻣﺢ ‪0 0‬ء ‪ -‬دﺗﻬﺎ ‪0‬‬
‫م‬ ‫‪00 ٧٦ 00‬‬ ‫اص‪٥‬‬
‫ﻳﻣﺑﻧﻠﻪ‬ ‫ﻟﻪ ي‬ ‫‪со‬‬ ‫ءن ‪٣١‬‬ ‫‪١٥‬‬ ‫‪٣١ о‬‬ ‫‪٣٦‬‬ ‫وﻣﻬﺎم ‪0‬‬ ‫ﻫﺎﻳﻣﻪ‪4‬‬
‫ﻟﻪ ^‬ ‫^‬ ‫اوم‪٨١٥‬‬
‫اد‪٣٨‬‬ ‫‪،٨‬‬ ‫‪١— со‬‬ ‫د‬ ‫^د‬ ‫‪٠١‬‬
‫‪٦٩‬‬ ‫‪٩٩٣٦٦٦٩‬‬
‫ﻟﻪ‬ ‫ﻟﻬﻣﺣﻠﻬﺻ و‬ ‫دﻳ م‬ ‫ي ‪٣٦‬‬ ‫‪о‬‬ ‫ه ‪١٥‬‬ ‫‪٣١‬‬ ‫ﻟﻬﻠﻬﻠﻬﺢ ‪ ١ ٣‬ﻫﺢ‬
‫‪CMOJO‬‬ ‫ﻟﻬﺪﻣﻬﺎ‬ ‫د ^‪0‬‬ ‫‪CM ٣١‬‬ ‫‪،٨‬‬ ‫‪٣١١٥‬‬ ‫‪о‬‬ ‫‪2‬ء ‪ ٣ ٧٦ СУ\ со‬و ‪١٥‬‬
‫ﻟﻪ‬ ‫‪^٣٦‬‬ ‫^د ‪г-т-СМ،Л- 1‬‬ ‫ﻫﺎ م‬ ‫‪٣‬‬ ‫ﻟﻪ‬

‫‪00‬‬
‫‪٥١‬‬

‫‪00‬‬
‫ﻟﻪ‬

‫‪I-‬‬
‫‪٩‬‬
‫‪٠٦‬‬

‫‪го‬‬ ‫‪-‬‬ ‫ه‬ ‫)‪Л‬‬ ‫ص ‪:‬‬

‫‪со‬‬ ‫‪го‬‬ ‫ع‬

‫‪،٠го‬‬
‫‪ГО‬‬ ‫‪Li-‬‬ ‫‪*٠‬‬
‫‪ го‬ت‪4-‬‬ ‫‪го‬‬ ‫‪го‬‬ ‫‪го‬‬ ‫‪го‬‬ ‫‪го‬‬ ‫س‬ ‫ﻡ‬ ‫‪ГО‬‬ ‫‪с‬‬
‫ﺝ‬ ‫‪—•го‬ء‬ ‫‪٧٦‬‬ ‫‪с‬‬ ‫—‬ ‫‪٠٠ го‬‬
‫‪n‬‬
‫©‬ ‫‪<«■٠‬‬ ‫‪о‬‬ ‫‪ф‬‬ ‫‪о‬‬
‫‪ ٠١‬ح‬ ‫‪Ф‬‬ ‫ظ‬ ‫ج‬ ‫و‬ ‫—‬
‫‪Ш‬‬

‫‪IL‬‬
‫— د‪+‬‬ ‫‪го‬‬ ‫‪٠١ ф‬‬ ‫ءح‬ ‫‪го ٠١ Ф‬‬ ‫ت‬ ‫ا ‪ГО‬‬ ‫‪٦ о Г‬‬ ‫ح ‪Осо ф‬‬ ‫—‬
‫‪.‬ء‬ ‫ﻟب‬
‫‪СОФГО‬‬
‫‪го‬‬ ‫ﺩﻕ‬
‫ﻗﺔح‪.‬ة‬
‫ﻟﻪ ‪го "О —■D‬‬
‫‪ ٠٠٠‬ت رح© د ‪N ٠ с ■о‬‬
‫‪ф‬‬ ‫■> ‪ф го‬‬ ‫—‬‫<ه‬
‫‪с‬‬
‫ﻟﻪ‬
‫‪+■٠ CO üг о ^ © ф‬د ‪N‬‬
‫‪Ф‬‬ ‫‪r o o‬‬ ‫ء‪e — го.‬‬ ‫‪_ф‬‬
‫ء ‪٠٦‬‬
‫‪ÜTO‬‬
‫— ‪٠١ с‬؛ _‬ ‫ت ‪ ٤٠ Е‬ؤ ‪ ф ■D го о.‬ط‬ ‫— ‪го‬‬
‫ح ‪ф <٠ — ٠١‬‬ ‫‪0 :‬؛‬
‫‪го‬‬ ‫‪СФС‬‬ ‫‪ > 0‬اا‬
‫ع ‪ ٤٠ го‬ﻟﻲ‬ ‫‪ го‬ء ‪ С О Ф N‬ؤ < ه ‪ r o‬ه ‪ го ф о‬ت‪ф ф с 4-‬‬ ‫‪ф^ф‬‬ ‫‪ Ш Ф^ со 0‬م‪ф .‬‬ ‫‪0 ،.‬‬
‫— ‪о‬‬ ‫رد)‪ О <0 со со‬ء‪،‬‬ ‫‪го < о‬‬ ‫‪о :ll-L‬‬
‫‪—-i‬‬ ‫ا ‪0‬س <‬ ‫— ى‪.‬‬ ‫‪Оф‬‬ ‫‪Ü-о‬‬
‫‪о‬‬ ‫‪о‬‬
 ‫‪91‬‬

‫ل‪ 0‬ا ل \ء ‪-‬آ ‪ 0‬ﺣ م ‪ -‬م ‪ 0‬ا ﻣﺄ ‪- 0‬ا‬ ‫‪1Л‬‬ ‫ذ ا‪01‬‬ ‫‪ООО‬‬ ‫‪! ٣١‬‬ ‫■‬ ‫« ﻳﻢ ‪١٥‬‬
‫■‬ ‫‪ ٢٥‬ﻳﻢ ‪١‬‬
‫“‪ ONT‬ﻟ م ‪ " 00‬ء ‪ N 04‬ﻫﻣﺢ ‪٣١‬‬ ‫‪1Л‬‬ ‫‪40‬‬ ‫‪٠‬‬ ‫‪٠١‬‬ ‫ﻟﻪ ‪١٥‬‬ ‫ﻟﻪ‬ ‫ﻳﻢ ‪-‬ا ‪٠١‬‬ ‫ﻳﻢ ‪٢٠‬‬
‫‪О Г - 1Л‬‬ ‫‪< 0 r - 0 0 \ 0 jv û‬‬ ‫‪го‬‬ ‫‪о‬‬ ‫‪о‬‬ ‫‪٣١٣‬‬ ‫‪٣‬‬ ‫‪ ١٥ ٣٦‬ﻟﻪ‬ ‫» ‪١٥‬‬
‫‪٠٠٠‬‬ ‫‪٠ ٠٠٠‬‬
‫‪،‬‬ ‫‪٠‬‬
‫‪٠ ٠٠ ٠‬‬‫‪٠‬‬ ‫‪٠٠‬‬ ‫‪٠٠‬‬
‫^ ^‪٠١‬‬ ‫‪IT\1—ONOOh-‬‬ ‫‪г-‬‬ ‫\‪\Г‬‬ ‫‪٣١٧١‬‬ ‫‪١٥٥١‬‬ ‫—‪1‬‬ ‫ﻳﻢ ‪ ٣١‬ﺀي‬ ‫‪٣٣‬‬
‫^‪V0<^0‬‬ ‫‪«ОГ'-Г^Г'-ООГО‬‬ ‫‪٠‬‬ ‫‪VO‬‬ ‫‪٧١‬‬ ‫ﻟﻪ‬ ‫‪гоо‬‬ ‫‪00‬‬ ‫‪ ٧١ ٣١‬ﻟﻪ‬ ‫‪ 0‬ﻣﺢ‬
‫‪c o i n o v v o ^ - o o‬ﻣﺢ‪٣٣١‬‬ ‫‪о‬‬ ‫و ﻫﺎ‬ ‫ﻟﻪ‬ ‫‪٣١‬‬

‫‪٠١‬‬
‫‪٠١‬‬

‫ﻣﻠﻬﻴﻢ‬ ‫و ا ‪ 0‬م ‪ 0‬ﻣﻬﺎ ‪0‬‬ ‫!‬ ‫‪ 1 1‬و ﻟﻪ ^ ‪1‬‬ ‫» ‪! ٠١‬‬ ‫ح‬ ‫‪1 § ٥١١٥ ! ١٥٥١٥‬‬
‫‪0‬‬ ‫‪ ٣‬ﻟﻪ ‪١٥‬‬
‫ﺣﻤﺎﻣﻬﺎﻫﺎ‬ ‫ﻳﻤﻬﺎ ‪0‬‬ ‫«‬ ‫‪٠١‬‬ ‫‪^ ١٥‬‬
‫«‬ ‫‪،٨١٥٣١‬‬ ‫‪о‬‬ ‫و ﻫﺎ‬ ‫‪٠١ ٠١ о‬‬ ‫ﺣﺤﻮ‬
‫ه ‪« ٠٠‬‬ ‫‪« ٣١ ،٨ ٣١ ٣١‬‬ ‫ه‬ ‫ﻫﺎ ‪ 0‬ﻟﻪ‬ ‫‪٢٠٣‬‬ ‫و ﻟﻪ‬ ‫‪» ٠١‬‬ ‫‪٣^٣‬‬
‫ﻣﻌ م‬ ‫‪ ، ■ ،‬ﻣ م» ﻣ م <‪٠‬م‪،‬‬ ‫‪٠٠‬‬ ‫‪٠٠‬‬ ‫‪٠٠‬‬ ‫‪٠٠ ٩‬‬ ‫‪٩ •٠‬‬ ‫‪٠ ٠٠‬‬ ‫‪٠٠ ٠٠ ٠٠‬‬ ‫‪٠٠‬‬ ‫‪٠٠‬‬ ‫‪٠٠‬‬
‫ﺣﺴﻤﺎﻫﻠﻪم‪ ١‬ى ‪ ٠١‬ﻳﻢ‬ ‫ﻟﻪ‬ ‫‪ ١٥٣‬ﻟﻪ‬ ‫ص ‪٢٥‬‬ ‫ﻟﻪ ‪٣‬‬ ‫‪»،٨٣٠١٥٣‬و ﻫﺎ‬
‫ﻟﻬﻬﺎ‬ ‫ﻣﻌﻴﻢ «‬ ‫ﻟﻪ «‬ ‫و‬ ‫‪٥١٠١٧١٢٥٧١‬‬ ‫‪-‬ا‬ ‫‪о‬‬ ‫«ه‬ ‫^‬
‫‪ ١‬ﻳم‬‫‪٥‬‬ ‫‪ ٠١‬ﻟﻪ ‪،٨‬‬
‫ﻟﻬﻠﻪ‬ ‫ﻳﻤﻴﻤﻴﻢ ‪0‬‬ ‫ﻫﺎ ‪ -‬ا‬ ‫»‬ ‫‪٣‬‬ ‫‪،٨٣١‬‬ ‫‪٣‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫‪٢٣‬‬

‫‪о‬‬
‫‪٠١‬‬
‫‪٥١‬‬

‫ه‬ ‫ﻟﻪ ﻟﻪ ‪ о ٣٠ ГО‬ﻟﻪ ‪٠١‬‬ ‫اا «‬ ‫ذ‬ ‫‪٥١ * ٠‬‬ ‫‪•о‬‬ ‫‪٠١١٥‬‬ ‫ﻟﻪ‬ ‫<ى‬ ‫‪I‬‬ ‫ي‬
‫‪о‬‬ ‫ﻟﻪ م ﻫﺎ م ‪ ٠١‬ص ‪١٥‬‬ ‫و‪٠١‬‬ ‫‪ со CO CO roo‬د‬ ‫‪٠١ ۴٠‬‬ ‫‪1Л‬‬ ‫‪١٥‬‬ ‫‪о‬‬
‫‪٩‬‬ ‫‪ ١ ٩ ٩ ٩‬ﻟﻤﻪ ^ ﺑﺎ ‪١٩‬‬ ‫‪،٨‬‬
‫‪٠‬‬
‫‪٣‬‬
‫‪-‬‬
‫‪ ٠٠٠‬ﻟﻪ‬
‫‪٠٠ ٢ с e с‬‬
‫‪•о‬‬ ‫‪<,‬ﻣﻣﺢ‬ ‫‪١٥‬‬ ‫‪1Л ٩‬‬
‫‪•٠‬‬
‫‪о‬‬ ‫ﻫﻣﺣﻬﻠﻬﻣﺢ‬ ‫ﺻﻠﻪ ‪4‬‬ ‫هه‬ ‫ﻉ‬ ‫ﻟﻪ‬ ‫‪٥١٢٧١‬‬ ‫ﻟﻪ‬ ‫‪١٥‬‬ ‫‪٢٥٥‬‬
‫ﻫﺎﻫﻬﻤﺤﻤﺤﺼﻪ‪4‬‬ ‫ﻟﻪ‬ ‫‪о‬‬ ‫‪о‬‬ ‫ﻟﻪ‬ ‫‪ ٠١‬ء‬ ‫‪١٥ ،٧١‬‬
‫•^‪٤ ٨ ٠ ٣ ١ ٥٣ ٣‬‬ ‫‪١٥،٨‬‬ ‫‪٣‬‬ ‫ﻟﻪ ‪،٨‬‬ ‫‪го‬‬ ‫‪٠‬‬ ‫ﻟﻪ‬
‫‪со‬‬
‫‪٠١‬‬
‫ص‬
‫‪٥١‬‬

‫‪со‬‬
‫د‬
‫‪тз‬‬

‫وآ‬ ‫‪ с м л‬ﻟﻪ ‪ со ١٥ о‬ي ‪٣٠ го ١٥‬‬ ‫م)ص ‪،٨ 1‬‬ ‫ذ‬ ‫‪٠‬‬ ‫‪٠‬‬ ‫‪،‬‬ ‫ذ‬ ‫‪٢٥٣٠‬‬ ‫ﺛﻣﻪ ‪،‬ص‬ ‫‪! ١٥٠١٠١‬‬
‫‪с‬‬ ‫" ‪٣٠٢” ٧١٠١٢٥٧١٣٠ ОоОт‬‬ ‫‪،٨‬‬ ‫^ ﻟﻪ‬ ‫‪٣١‬ص‬ ‫‪О٢٠ ٣‬‬ ‫ﻟﻪ ‪1Л‬‬ ‫صص ﻟﻪ‬
‫‪٩ ٦ ٩ ٦ ٩ ٩ ٦ ١ ٩ ٩ ٩‬‬ ‫‪٩ ٦‬‬ ‫‪ ٣١‬و‬ ‫‪،٨‬‬ ‫‪١٥‬‬ ‫‪٢٠‬‬ ‫‪ГО‬‬ ‫^ ‪о ،٨ ١ ٥‬‬
‫‪٠٠٠‬‬
‫‪ ٢٥ ١٥ ٧١٠١ о ١٥‬ﻟﻪ ‪“ 00‬ﻣﺢ ا‬ ‫‪٢٥٧١‬‬ ‫‪١٥‬‬ ‫‪٢٥CJN‬‬ ‫‪٣١‬‬ ‫‪،٨‬‬ ‫‪٣‬‬ ‫‪1Л‬‬ ‫\‪0\ir\Q‬‬
‫م©و‬ ‫ﻟﻬﻴﻤﻬﺤﻤﻤﻤﺤﻬﺎ‬ ‫ﻫﺎﻟﻪ‬ ‫‪»٠١‬‬ ‫‪،٨٠١‬‬ ‫‪٠١‬‬ ‫‪٣٠ 1Л 1Л‬‬
‫و‬ ‫زه‬
‫ص‬ ‫‪٣‬‬ ‫ءت‬
‫‪00‬‬
‫‪а‬‬ ‫‪٥١‬‬

‫‪،о‬‬

‫‪ ١‬دم‪о ،‬‬
‫ص ﻟﻪ ‪ ٠١‬ه‬ ‫‪I‬‬ ‫ﻟﻪ‬ ‫‪0 0‬‬ ‫‪»1‬‬ ‫ص«‪ 0٧١‬ﻟﻪا ‪1‬‬‫ﻳﻤﻪ‬ ‫‪1 ٠١ ٣١ ٢٠‬‬
‫\ ﺣم ‪* 00‬ﻳﻣﻣ م‪^ ٠١‬‬ ‫ي‬ ‫‪»١٥‬‬ ‫‪٣‬‬ ‫««وه «‬
‫‪١٥١٥‬‬ ‫‪١٥^٠١‬‬
‫ﻟﻪ « ﻫﺎ ‪ 4‬م© ‪٠ ١‬‬ ‫» ‪о‬‬ ‫ﻟﻪ‬ ‫‪• ٣٠‬د‬
‫‪٠١ ٣٠‬‬
‫‪ ٢‬ﻳم‬‫‪٥٣‬‬‫‪١‬‬ ‫ه ‪ ٨‬ا ﻟﻪ‬
‫‪» ، ٠٠‬‬ ‫‪ ٠‬ب‬
‫‪٣‬‬ ‫‪<o‬‬ ‫‪о 0 ، 00‬‬ ‫‪٧١١٠٢٥‬‬ ‫ﻳﻣﻪ‬ ‫ص‪،٨‬‬ ‫‪ ٠١‬ﻳﻢ ‪٠١‬‬ ‫ﻳﻢ «ه‬
‫‪١٥٠١‬‬ ‫‪со ٣٠ ٣٠ oo‬‬ ‫‪١٥١٥٧١‬‬ ‫‪»١٥‬‬ ‫‪٣١‬‬ ‫ه ‪،٨‬‬ ‫^«‬ ‫‪٣‬‬ ‫ه ﻟﻪ‬
‫—‪■ ٢٥‬ون‬ ‫‪١٠١‬‬ ‫ع‬ ‫‪٣‬‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪٣٣١‬‬

‫‪со‬‬
‫‪٠١‬‬

‫ص‬
‫ﻟﻪ‬
‫‪Ü‬‬
‫‪-‬ا‬

‫ح‬

‫د‬
‫‪со‬‬ ‫‪сс‬‬ ‫‪(Л‬‬ ‫‪> <л‬‬
‫ه‬ ‫‪и.‬‬ ‫‪■о‬‬ ‫‪со‬‬ ‫أ‬
‫‪со‬‬ ‫م‬ ‫ء‬
‫‪،٠‬‬ ‫‪со‬‬ ‫‪( / ) СО‬‬
‫‪о‬‬ ‫ﺗﺂ‪< ،‬‬ ‫‪(А со‬‬ ‫‪-‬‬ ‫‪со‬‬ ‫ة‬ ‫^ ‪тз‬‬ ‫‪ — ٥‬ءء‬
‫© ‪<0 §١‬‬ ‫‪с с‬‬ ‫— ‪со ш‬‬ ‫< ‪с‬‬ ‫‪со с с‬‬ ‫‪' 0‬ح‬ ‫‪о со‬‬ ‫ا <م‬
‫‪ ü c o c o‬ت ‪*o‬‬ ‫‪? с‬‬ ‫‪٥‬‬ ‫ده‬
‫— ‪со‬‬ ‫ﺣﺤﻢ ‪،‬‬ ‫>‪а‬‬ ‫‪(А С‬‬ ‫‪■о*ососо‬‬ ‫‪сое‬‬ ‫> د‪+‬‬
‫‪0‬‬ ‫ى ت‬
‫©‬‫> ‪N© CO‬‬ ‫‪с‬‬ ‫ﻟﻪ‬ ‫©‬ ‫‪со " D ' à‬‬ ‫‪٦‬‬‫‪٠‬‬ ‫‪шсс‬‬ ‫‪C C O — S‬‬ ‫‪> со‬‬
‫©‪СОЕ‬‬ ‫‪с‬‬ ‫ط ‪со‬‬ ‫‪О) CO‬‬ ‫!‪со‬‬ ‫‪٠‬‬‫‪٢‬‬ ‫— ‪со го‬‬ ‫م ( و د ‪>> ٦ ٥ £‬‬ ‫ﺀﺣﻢ > ه ﺀ >‬ ‫‪со‬‬ ‫ﻟﻲ‬
‫‪٥‬‬ ‫‪с‬‬ ‫_‪،‬‬ ‫‪со‬‬ ‫ﻟﺐ ‪с‬ص‬ ‫— م‪ 0،‬ﻣ ﺤ ﻪ <‬
‫ﺀا‬ ‫— ‪С ПЕ С о с о ^ с с о о с с с о — со‬‬ ‫<‪ а‬ﻟ ﻲ‬ ‫‪٥٥^٠‬‬ ‫‪£‬ﻣﻣﺛﻣﺢ‬
‫ه‬ ‫—‪٠‬‬ ‫‪о о‬ص‬ ‫‪Ü. Ü.‬‬ ‫— —‪:‬‬
‫‪о‬‬ ‫• آل< ‪ :‬د ‪—со. со‬‬
‫ئ‬ ‫‪0) Ü и - о‬‬ ‫—‬ ‫‪со‬‬ ‫ﺣﺎ‬ ‫د ‪U. Z‬‬
 ‫‪ ON،٨ ٣١‬مم ‪١٥ ٢٠‬‬ ‫‪٥‬‬ ‫‪00‬‬
‫‪١٥‬‬ ‫‪1Л‬‬ ‫‪On‬‬ ‫^^ ‪١‬‬
‫^‪٣ ٣١٥‬‬ ‫‪00‬‬ ‫ءت‬
‫ص‬ ‫‪^ ٣١‬‬ ‫‪٦٩‬‬ ‫‪٦ ٩ ٦ ٩ ٩ ١ ٩‬‬ ‫‪١٠‬‬ ‫\‪0‬‬
‫‪0J‬‬ ‫^ ‪٣‬‬ ‫‪ 0‬ﺀ د ‪-‬آ ‪ 0 0 0‬ﻣﻢ‬ ‫‪л‬؛‬ ‫‪١٥‬‬ ‫‪٣١‬‬ ‫‪о‬‬
‫ل‪0‬‬ ‫ﻣﻢ \‪ 0‬ﺣﻢ‪ 00‬ﻣﺢ ‪0‬‬ ‫‪со‬‬ ‫ﺹ‬
‫‪On‬‬ ‫‪٣١‬‬ ‫ج ‪1Л‬‬ ‫•ﻣﻢ) ‪ 0‬ﺀﻣﺢ ‪ 0‬ﺣﻢ <م‬ ‫‪C\J‬‬ ‫‪1Л‬‬ ‫‪OS‬‬

‫‪٠١‬‬
‫‪٠١‬‬

‫‪о‬‬ ‫‪I‬‬ ‫ﺍﻩ‬ ‫‪I‬‬ ‫‪٠١‬‬ ‫}ﻟﻪ ا ‪ ٠١‬ﻟﻪ ‪٤٨‬‬ ‫ي‪ .‬ون ‪٠‬‬ ‫ا ‪٣١‬‬ ‫‪ ٠١‬ﻳم‪،‬‬
‫؛‪NW‬‬
‫‪L‬‬ ‫ﻟﻪ‪ON‬‬ ‫ة‬ ‫‪٠ ٤ ٨١٥‬‬ ‫•‪٣ ٠‬‬ ‫‪٣١٥‬‬ ‫‪١٥‬ه و ‪Т- ٣١ о 00‬‬ ‫وت ‪١٥‬‬ ‫دم‬
‫‪٠١٠١‬‬ ‫‪٩ ٠١‬‬ ‫‪٠١‬‬ ‫‪٤ ٨٠٣‬‬ ‫‪١٥‬‬ ‫ﻳﺻد‬‫‪٠ ٠ ٠ ٠‬‬
‫ص ‪0‬‬ ‫‪،‬‬
‫‪٩٤٨‬‬ ‫‪«١١٥‬‬ ‫‪٣١‬‬ ‫ﻟﻪ ص‬
‫‪ О‬ءت‬
‫‪٠١٣‬‬
‫ص‪١٥‬‬
‫‪٣ 00‬‬
‫‪1Л‬‬
‫‪٣٦‬‬
‫ﻳ م ﻳ م ‪٤٨‬‬
‫‪ C‬ﻳ م‬‫‪M ٤٨‬‬
‫ﻟﻪ‬
‫‪٤٨‬‬
‫‪٣١٠‬‬
‫‪٥٦٣١‬‬
‫" ‪с о ٣ г— о ٣‬‬
‫‪٣ ٤٨ ٠١ ٤‬‬
‫ص‬
‫‪٨O n ٣0٣ ٠0٠‬‬ ‫‪٣٣‬‬
‫‪ ١٥‬م‬
‫د ﻟﻪ‬ ‫‪١٥‬ﻟﻪ‬ ‫‪٠١‬‬ ‫د‬ ‫ﻟﻪ ‪٣‬‬ ‫‪١٥‬‬ ‫ﻟﻪ د‬ ‫ﻟﻪ ‪٣١ ١٥ ٣١ ١٥‬‬ ‫ﻟﻪه‬ ‫‪٣١٤٨‬‬
‫‪о‬‬ ‫‪٣٣‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬
‫‪٠١‬‬
‫‪٠١‬‬

‫ﺀ ﻟﻪ ﻩ‬ ‫ﻫﺎ ‪ 1 0 0‬حم ‪ 1‬ﻟﻪ‬ ‫‪ ٤٣٦ ٤٨‬ا رم ﻳ م‬ ‫ﻩ ‪ ٢٠‬ﻟﻪ‬ ‫حم ‪0‬هلﺎمحمم‬ ‫‪ON‬‬ ‫‪٠١‬‬ ‫‪ -‬م \ ﻣﻤﺢ‪ 4‬م‬
‫‪٤٨‬‬ ‫‪٣‬ﻟﻪ‬ ‫‪٠٥‬‬ ‫‪٣١ 00‬‬ ‫ﺀﺕ ‪со 00‬‬ ‫“ﺍ ‪0 0‬‬ ‫مح ‪ 0‬حم‬‫ﺍ‬ ‫‪ON‬‬ ‫‪0١٥‬‬
‫‪\0‬‬ ‫‪1Л ١٥ 40 ٢٠‬‬
‫‪о‬‬ ‫‪١٥‬‬ ‫‪ ٠‬ﻟﻪﺹ‬ ‫ه‬ ‫‪٣‬‬ ‫‪١٥٣٣٧١‬‬ ‫‪١٥٦٩‬‬ ‫‪T -0 0 0 0‬‬ ‫‪1Л- 1 ٢٣١‬‬
‫‪٠٠١‬‬ ‫‪٩٩٩١٩‬‬
‫‪о‬‬ ‫‪٠٠،‬‬
‫‪٠ •١‬‬ ‫‪٠٠‬‬
‫‪٩‬‬ ‫‪٠١٠١٤٨‬‬ ‫‪٠١‬‬ ‫ص ‪٠١‬‬ ‫‪^٣‬‬ ‫‪٣٢‬‬ ‫ﻟﻪ ﻟﻪ ‪،٨‬‬ ‫‪ ON‬رم ‪ ،٨‬ص ه‬ ‫‪٠١‬‬ ‫ﻟﻪ‬ ‫‪О 00 ٣١ О‬‬
‫‪٢٠ ٣ о‬‬ ‫د‬ ‫ه‪1‬‬ ‫‪١٥٣‬دد‬ ‫ﻡ ‪ ٥‬ﻟﻪ‬ ‫‪ 00‬ﻣﺤﻬﺎ<‪ 0‬ام ﻟﻪ‬ ‫‪о‬‬ ‫‪٥١‬‬ ‫‪о‬‬ ‫‪о 1Л ٠١ г-‬‬
‫‪о‬‬ ‫مي ‪٤٨ ٣١‬‬ ‫ﻳﻣﻣﺢﻳ م‬
‫‪١٥‬‬ ‫‪ 1Л‬ي•ات‬ ‫ﻣﺤﻠﻬﺼﻠﻪﺹ‬ ‫‪٠‬‬ ‫‪ON‬‬ ‫‪١٥‬‬ ‫‪١٥‬‬ ‫ﻟﻪ ﻟﻪ ﻡ‬
‫‪٤٨‬‬
‫ﻟﻪ‬ ‫‪٠١‬‬
‫‪00‬‬
‫‪٠١‬‬

‫^‪٠١١‬‬ ‫‪о‬‬ ‫‪١٥٣‬‬ ‫‪٠ ٠١‬‬

‫ﻟﻪ ﻳﻤﻠﻬﻪ‬ ‫‪١٥٣١٥‬‬
‫‪١٠١‬‬‫ا‪٥ ٠ ١٨‬‬
‫ص‪١٥‬‬
‫‪٠١ со‬‬ ‫‪00‬‬ ‫ﻫﺎﻟﻪ‬ ‫إؤ‬ ‫حمهل‪٣ ٣٦‬ﻟﻪ‬
‫ﺍﻭﻧﻪ‪٨ ١ ٥‬ﻟﻪ‬
‫ﺺ©ﺑﻦ‬
‫‪٩٤٩‬‬ ‫‪٥‬‬ ‫‪٤٨٩‬‬ ‫‪٩ ٩ ١ ٠١‬‬
‫‪٩ ٤ ٩ ٤ ١٥‬‬‫‪٩ ٣٩ ٩ ٩‬ﻱ ‪٩‬‬
‫‪■о‬‬
‫‪с‬‬ ‫اص‪٨‬‬ ‫‪ о‬ءت‬ ‫ص ‪٣١ ٣‬ﻣﺤﻢ ‪ ٨‬ا ﻳﻤﺺ ا‪٨‬‬
‫ص‪ ٥‬أل‬ ‫‪о‬‬
‫‪٠١‬ﻭﻥ‬ ‫‪00‬‬ ‫‪ ٤٨‬ﻳﻢ‬ ‫‪ ٤٨‬مي ‪١٥ ٠١ о 00 ٣ 00 ٠١ о00‬‬
‫‪٠١‬‬ ‫‪٤٨‬‬
‫‪-‬ﺩ‪٠١‬‬ ‫ون‬ ‫ﻟﻪ ‪٤٨‬‬ ‫ﺺ‪ ٠١‬هلهل ﺢ‪١‬مهﻟﻪ‪٣١ ١٥‬‬ ‫هحم‬ ‫ﻟﻪ‬
‫ص‬
‫ص‬
‫؛‬ ‫‪٠١‬‬

‫ﺗﺪ‬ ‫‪ 0١ 00l‬ﻳﻢ ‪f‬‬ ‫ام‬ ‫ﺑﻧﻬﺮ »ا‬ ‫‪٥٠‬ا‬ ‫ﻣص | ‪٠‬‬ ‫ذ ا ‪ ٥‬ﻟﻪ ‪ ٤٨‬ا‬ ‫ﻳ م ‪٠^٠ 1‬‬
‫‪ 0 0 0‬حم ﻮﻧﻠﻪ‬ ‫ح‬ ‫م ‪٣١ ١٥‬‬ ‫ﻟﻪ‬ ‫‪00‬‬ ‫ﻳﻤﺪﻳﻢ‬ ‫‪٣٦‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬
‫‪٦ ٦ ٦ ٩ ٩‬‬ ‫ه‬ ‫ﻟﻪ ‪٤٨ ٤٨‬‬ ‫‪٤٨‬‬ ‫‪١٥‬‬ ‫‪٤ ٨٣١٥‬‬ ‫ه‬ ‫ﻟﻪ‬
‫‪٠٠‬‬
‫ص‬ ‫‪ 00.‬ﻣﺤﺎ م ( م ‪0‬‬ ‫وت‬ ‫‪١٥ ٤٨‬وتد‬ ‫‪٣‬‬ ‫‪٤ ٨٠٣‬‬ ‫ح‬
‫ذم‬
‫ي‬ ‫‪١٥‬‬
‫‪٠١٥٤٨٣٥‬‬ ‫‪ON‬‬ ‫‪١٥‬وت‪٥‬‬
‫ص ﻟﻪ‬ ‫^ ‪^ ٣‬‬ ‫ﻟﻪ‬ ‫‪٠١‬‬ ‫‪٠١‬‬
‫ﻣﺢ ‪ ٥‬ﺟﺼﻠﻬﺺ‬ ‫‪٣١‬‬ ‫ﻟﻪ ص ه‬ ‫‪١٥‬‬ ‫‪со‬‬ ‫‪< ١٥‬ﺑم ﻟﻪ ‪٣٦‬‬ ‫‪ON‬‬ ‫ﻟﻪ‬ ‫‪о‬‬
‫ﻟﻪ‬
‫ﻟﻪ‬
‫‪00‬‬
‫‪٠١‬‬

‫ون‬
‫‪о‬‬
‫‪о‬‬

‫‪со‬‬

‫د‪+‬‬
‫‪го‬‬
‫‪Ф‬‬
‫ع‬
‫د‬ ‫ذ‬
‫ل‬
‫إ‬ ‫‪( ١‬‬ ‫م‬
‫‪о‬‬ ‫؛‬ ‫‪ о ГО ■Ü Е‬ﺛت ‪а :‬‬ ‫ح ﻣم‪ ،‬ت‬ ‫ة‬ ‫‪о — ГО ГО‬‬ ‫ﻣم ‪<£‬‬ ‫”‪го Го‬‬ ‫ءء‬
‫ﻟﻲ ‪со с‬‬
‫ط ^‪сого‬‬ ‫—‬
‫—■— ‪го‬‬
‫ت ‪го‬‬
‫”—‬
‫‪^ocoro ü‬‬
‫‪О-СОСФ‬‬ ‫— ﻟم _‪0 ،‬‬
‫ﻟﻒ ص؛ ‪ЪГОГООФЗССГО‬‬
‫‪ со‬د‬
‫‪со‬ي—‬
‫‪٤‬‬
‫•—‬‫‪٠го‬‬ ‫‪،٨‬‬
‫‪со‬‬
‫ه ‪ ЕФФ0)О)МСГО‬د ح‬ ‫—‬
‫ﺣﻪ ‪£‬د‬
‫—— ‪Ü C TC‬‬
‫_‪ГО،‬م‬
‫ع<<‬ ‫ﻫﺎ‬ ‫ﺳﺎﻣﺎ ‪r o r o‬‬
‫—‬
‫د ﺑﻌﻬﺮ <ه‬ ‫№ءد—‪—٠٠‬‬
‫ا‬ ‫ا‪r o£‬‬
‫‪ ٠١٠‬ﺇ‬ ‫ة|ل‬ ‫‪ф‬‬
‫‪ ،٠١— ф‬ح ‪0،‬‬
‫‪ ٠١ с го ٠‬ﻟب ‪ф‬‬
‫اه‬ ‫ﺣﻬﺔ‬ ‫»‪-‬‬ ‫ﻋﺎﻫﺎ‬ ‫ﻫﻣطﺎ ه ‪ £‬ﻣﻬ د‬ ‫—‬
‫ﻫﻬﻪ‬ ‫< ه ‪0‬‬ ‫‪^ффф‬‬ ‫ﺗﻌﻣ م‬
‫_‪£‬دا‬
‫‪ ф £‬؛‬ ‫■‬
‫‪٠ ”d‬‬ ‫‪٠‬‬
‫‪о‬‬ ‫‪ Z‬ء ﻟس ء ذ — ” ‪ о Ü U J Ш L i- о о‬ه ه ه > ‪го .‬‬ ‫ح‬ ‫‪ со со‬ه‬ ‫ﻃﺎ ه ‪.‬‬ ‫—‬ ‫‪го‬‬ ‫‪со ü о‬‬
‫‘ة‬ ‫ى‬ ‫د‪+‬‬
‫‪-‬‬
‫‪го‬‬
‫‪٥‬‬ ‫‪со‬‬
 ‫ه^ده‬ ‫ﻳﻣﺎ‬ ‫ﻫﺎﻳﻧﻳﻣﻣﻣﺢ‬ ‫ص‪،‬‬ ‫— ‪ О‬ا ‪ 1‬د \ ﻣم \ﻣ ص‬ ‫‪00‬‬
‫ﻟﻬﻳﻣﻪ ‪١‬‬ ‫‪о‬‬ ‫ﻟﻪ‬ ‫‪1Л СМЛ‬‬ ‫ص‬ ‫‪S o‬‬ ‫‪OJONh-ON‬‬ ‫‪ СО‬ي‬ ‫‪OJ‬‬
‫‪ о‬ﻫﺎﻳ م‬ ‫‪го‬‬ ‫‪0‬‬ ‫د ‪ 00‬ﻫﺎ‬ ‫‪١٥‬‬ ‫‪со 00‬‬ ‫ﻣﻤﺎﺣﻢ ‪-‬ا‬ ‫ل‪0،‬‬ ‫ﻟﻪ ^‪،‬‬
‫ﻟﻪ ‪ ٣‬ه‬ ‫وت ^»‪١ ٥‬‬ ‫‪о со‬‬ ‫‪ ©١‬ﻫﺎ ‪١٥٠١‬‬
‫م‪ ١٥‬ﻣﺣﻳ ﻣﻳ‬
‫ز‬
‫‪٧٦١٥١٥‬‬ ‫د‬ ‫‪ N ١٥‬ص‬ ‫‪٧١٠١‬‬ ‫ﻟﻪ ‪-‬‬ ‫‪،٨‬‬
‫ﻟﻪ د ﻟﻪ‬ ‫‪О‬‬ ‫‪ ГО‬د ‪٧١‬‬ ‫‪ -‬أ ﻟﻪ‬ ‫ﻳﻠﻪ ‪гo‬‬ ‫ه‪١‬‬ ‫‪го‬‬

‫‪٠١‬‬
‫‪٠١‬‬

‫اد‬ ‫ﻟﻪ ‪ 7‬ت ‪7‬‬ ‫ﻳﻤﻠﻪ ا‪٨‬‬ ‫ا ﻟﻪ اا©‪١٥٨‬‬ ‫ح ‪.‬‬ ‫‪ ٠١ ٠ ٠‬ص ‪ ٣‬م ‪ ١٥ ٠١‬ﻟﻪ ه ‪١٥‬‬ ‫د ‪ ،٨‬ا ﻟﻪ ا ‪١٥‬‬
‫‪،٨‬‬ ‫‪،٨‬‬ ‫ﻳﻴﻤﺪﻟﻪ‬ ‫‪٨٥‬ا‬ ‫‪٣٠‬‬ ‫‪،٨‬‬ ‫‪ ٠١ ١٥‬ﻟﻪ * ‪о ГО 00 ٣٢٠٠٣‬‬ ‫‪ГО‬‬ ‫ﻟﻪ‬ ‫‪١٥‬‬ ‫د ‪،٨‬‬
‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪.‬‬
‫‪١٠٠٠‬‬ ‫ﻫﺎﻳ م‪-‬د‬ ‫‪،٨ ٣ ٦ ٥‬‬ ‫‪٣٦‬‬ ‫‪00‬‬ ‫؟ﺛﻰ ه‬ ‫ﺛﻣﺂﺗ م© ﺛﻣﺄ ا^‬ ‫‪١٥‬‬ ‫‪о‬‬ ‫ﻳم‬ ‫ﻟﻪ ﻩ‬
‫*‪-‬‬ ‫‪»< »< «،‬‬
‫ﻟﻪ‬ ‫‪٠١‬‬ ‫‪٣‬‬ ‫ﻣﻬﺎﻟﻢ‬ ‫ده^‪،‬‬ ‫‪о‬‬ ‫‪о‬‬ ‫وت ‪ О ١٥ ٠١ 00‬ﻳ م ‪٧١ ٧١ ٧٦‬‬ ‫‪00‬‬ ‫د‬ ‫‪٠‬‬ ‫‪ГО‬‬ ‫ﻳم‬
‫وت‪،٨‬‬ ‫‪٣‬‬ ‫ص‪١‬‬
‫ا ﺑﻨﻪ‬ ‫‪ ٠١‬اص‪٨٨‬‬ ‫‪١٥‬‬ ‫ﺻﺒﻨﻢ‬ ‫‪،0‬‬ ‫ﺑﻨﻌﺤﻤﺒﻦ ©‬ ‫‪00‬‬ ‫ء‬ ‫‪со‬‬ ‫‪го ،٨‬‬
‫د‬ ‫م‬ ‫د‬ ‫‪،‬‬ ‫‪٥^١٥٣٦٣٦١٥‬‬
‫‪١٥‬‬ ‫‪٠١‬‬ ‫ﻣﺑﺣﻰﻫﺎﺻﻬﻪ ‪>0‬‬ ‫ﺻﺣم ‪0‬‬ ‫‪о‬‬ ‫‪،٨‬‬ ‫‪го‬‬ ‫‪١٥١٥‬‬
‫‪о‬‬ ‫‪со‬‬ ‫‪٣‬‬ ‫‪٣٦‬‬ ‫‪٣٦‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪١٥١٥٠‬‬ ‫ﻟ ص‬ ‫ﻟﻪ ص ‪ ٠١١٥‬د آل م ‪،‬‬ ‫‪،٨٠‬وء‬

‫‪1‬‬ ‫ص ‪٠١ ،٨ ،٨‬‬
‫‪ ،٨١٥‬ﻟﻪ‬ ‫م^ا ﻳﻤﻬﺎ‬ ‫© ﺑﻦ ‪0‬‬ ‫‪١٥٣‬‬ ‫ﻳم‬ ‫‪ГОГО со‬‬ ‫‪٧١٣‬‬ ‫‪со‬‬ ‫‪٥١‬‬ ‫ﺑﻧﻳﻣﻳ م‬ ‫ل‪0‬‬
‫‪،٨ ٠ ٠ ١‬‬ ‫‪ ١٥ ٠١ ٠١‬ل‪٣ ٣ 0‬‬ ‫ة‬ ‫‪٠١١٥‬‬ ‫ﻟ م ‪0‬ء ‪ 0 0 0 0‬م‬ ‫^‪0 000‬‬ ‫‪со‬‬ ‫‪٠١‬‬ ‫■ ﻫﺢ ‪ .‬ﻣ م‬
‫‪ 0‬م ‪0‬‬ ‫وت‪ oo‬ﻳﻢ ‪o o ٣‬‬ ‫د ﻟﻪ‬ ‫ﻣﺳﻣﺣﻣﺻ د» ﻫﺎﻣﺻ م‬ ‫د‬ ‫‪о‬‬ ‫‪ ٥١‬ح ‪٣ ٣٦‬‬
‫‪ ٣‬ع ﻟﻪ ﻫﺎ‬
‫ﺣﻤﻤﻬﺎ © ﺑﻨﻬﺎ‬ ‫‪о ٧١‬‬ ‫‪،‬ﺑﻧﻬﺳم‬ ‫ﺻﻣﺣم ‪ 0‬ﻣﺑن ‪0‬‬ ‫‪о‬‬ ‫‪О‬‬

‫‪1‬‬ ‫‪٠١‬‬
‫‪00‬‬
‫‪٠١‬‬
‫ﻟﻪ ‪ ГО‬وت ‪٠١ со со‬‬ ‫‪ГО‬‬ ‫ﻳ م ﻳت ‪٩ ٠١ ٧١‬‬
‫‪٣‬‬ ‫ﻟﻪ‬
‫‪ГО‬‬ ‫ﻳم‬
‫‪٣‬‬
‫‪٠١١٥‬‬ ‫‪ ،٨ ١ ٥ ٥١‬ﻟﻪ‬

‫ه‬
‫—‪I‬‬

‫‪CC‬‬
‫د‬
‫!‪X‬‬
‫‪o‬ﺀ ‪ гo‬ﺑ ﻦ‬ ‫‪ ١‬اﻫدﺎج ‪٨‬‬ ‫ﻟﻪ ﻳﻢ ‪ ١٥‬ع د‬ ‫ﺻﻣﻪ ‪،‬ص‬ ‫^‪٣ ٠ ٠١‬‬
‫‪ ،٨‬ا ‪١‬‬ ‫‪٠‬‬
‫جو‬ ‫ﻟﻬﺑ ن ‪ ٥‬ا ﻫﺎ م‪ ٨‬ا ﻳ‬
‫ﺑﻧ م ‪0‬ء ‪ 0‬ﻫﺎﻳ م‬
‫ﻟﻪ‬
‫‪٠١‬‬
‫ﺻﻊ ‪ 0 0‬ي‬ ‫‪ 0‬ه‪١‬‬ ‫ﺻ‬
‫‪٩٩٩٩٦٩٩٩٩‬‬
‫ص‪٣‬‬
‫د ﻳ م ا‪٨‬‬
‫‪٦٩‬‬ ‫‪٩ ٦ ٩ ٩ ٦‬‬
‫ﻫ ﺎ ‪ 0‬ﻣ ﺼ آل ﻣ ﻬ ﺢ‬ ‫‪،٨‬‬ ‫ﻣﺣﻣﻣﺢ ‪ 0‬ﻳ ن‬ ‫‪٣‬‬ ‫ن‪ ١‬ﺑ ‪ ١ ٥‬ﻣﺢ ن‪ ٣‬ﻫﺑ‬
‫‪ ١٥‬ه‬
‫‪CM S‬‬ ‫‪ 0 ١ ٥ ٣‬ء ﻫﺎﺻ م‬ ‫‪٠١‬‬ ‫ﻳ م ‪ ،٨ ١٥ ٣‬ع‬ ‫ﻟﻪ ‪ го ٠١‬وت ‪ о‬وت‬ ‫‪00‬‬
‫ﻳ م‪00‬‬
‫ﻟﻪ ^‬ ‫ﻣﻠﻬﻤﺤﻤﺢ‬ ‫م‪١١٥‬‬
‫‪٦‬‬ ‫‪،٨‬‬ ‫‪٠١‬‬ ‫ﻳﻧﻳﻣﻳﻣﻠﻬ‬ ‫ص‪٠١‬‬‫‪،٨‬وت‬
‫ص‬ ‫ص‬
‫ص‬
‫‪Ф‬‬ ‫‪٠١‬‬

‫ح‬
‫‪a‬‬
‫د‬

‫ﻟﻪ‬
‫ﻟﻪ‬
‫‪٠١‬‬ ‫ﻫﻴﺼﺤﻬﺺ‬
‫‪ го го ٣ ١ ٣ ٣‬ﻳ م‬
‫ﻳ م ‪ 0‬ﻣ دم ‪ 0‬ﻳ م‬
‫ﻫﺪ ]‬
‫ص؛ه‬
‫‪٠١٠١‬‬
‫ﺣﻌﻠﻪ ‪o‬‬
‫‪го‬‬
‫‪ ООО‬ه‪ 4‬دات>‬
‫ﺑﻧﻳﻣﻣﺣﺑ ن ‪٨ o‬ا‬
‫ﻳ ﻢ ا ‪٨ ٣ ٥٠‬‬
‫ص‬
‫‪١٥‬‬
‫ﺻﻠﻪ ‪>٠ ٥ ١ ٠١‬‬
‫ﺑﻧﻣﺣﻳ م ‪ 0‬ﻟﻪ‬
‫ﻳم‪٣‬‬
‫ا‪o ٨‬م ‪o‬ءو‬
‫ﻳﻢ‬
‫ﻫﺈ !‬
‫‪о‬‬
‫ص‬ ‫ﺑﻦ ‪٣‬‬ ‫‪ o‬ﻟﻪ ا‪o ٨‬‬ ‫‪ см СО‬ﻟﻪ ص ‪го ٣‬‬ ‫‪١٥٥١‬‬
‫^‪٣٦١٥‬‬ ‫‪٠١‬‬
‫وت‬
‫‪ГО‬‬
‫‪о‬‬
‫‪،٨‬‬
‫ج‬ ‫ﻟﻬﻴﻨﻠﻪ‬
‫ﻟﻪ ‪ 00‬ﻳ م ‪00‬‬
‫ا‬ ‫ه‪٨٣‬‬
‫‪ГОГО‬‬
‫‪١٥٣‬‬
‫ﻣﺢ ا‪٨‬‬ ‫‪со،٨ СОСО см со‬‬
‫‪см‬‬
‫‪٠١‬‬
‫‪ о ١٥ о‬ﻟﻪ ﻟﻪ‬
‫‪со го со 00 00‬‬
‫‪о‬‬
‫‪،٨‬‬
‫ﻟﻪ‬
‫‪٣ ٣‬‬ ‫ﻟﻪ‬
‫ص‬
‫\‪о‬‬

‫د‬
‫‪о‬‬
‫‪о‬‬

‫‪٧٦‬‬

‫ﻟب‬
‫‪гфо‬‬
‫ء‬ ‫‪W‬‬
‫‪U.‬‬ ‫‪•TO‬‬ ‫‪Ф‬‬
‫ءح‬ ‫‪го‬‬
‫‪ФГО‬‬ ‫‪Ï‬‬ ‫‪ГО‬‬
‫‪о ГО■0‬‬ ‫إ|ي‬ ‫|‬ ‫‪ОГО‬‬ ‫‪ГО‬ة‬ ‫‪0،‬‬ ‫“‪٠٦‬‬
‫‪ ٥‬م ‪ — ГО‬ﻟﻪ‬
‫•ة‬ ‫ﻟﻪ ‪Ü‬‬ ‫‪ *0‬ح‬ ‫“♦‬
‫ﻟب‬
‫‪о го‬‬
‫ءج ^‬
‫‪ ГО ٠٦ C* с‬ح‬
‫‪го ،-‬‬
‫—‪0‬‬
‫ه‪ ،‬ع‬
‫^‪ — ГО £‬ط‬
‫ت — — ‪ ٠١ с‬ه ‪ГО‬‬
‫‪• ф О ) С О Г О‬‬
‫‪ГО‬‬ ‫؛‬ ‫ت د ‪W‬ال ط‪ Ü‬ؤ‬ ‫© ‪ ٠٦‬ال —‪ГО ГО ٠‬‬
‫‪ ٠٦‬ح‪—*ОС >-‬‬
‫‪ф N ٠٠‬‬

‫ه‬ ‫‪٠‬‬ ‫‪ш‬‬

‫ع ‪ • — ro‬ه ح ‪ о Ф‬ة ‪،.‬‬
‫ﺋﺔﺗﺔﻗﺔ‬ ‫ﺗﺜﺌﺔ |ة‬ ‫||‬
‫ةق ‪٠٦ О Г О‬‬ ‫‪0‬‬ ‫ه©د‬
‫‪<-‬‬
‫‪٧٦‬‬
‫‪I‬‬
‫ح‬ ‫ءذ‬ ‫—‬
‫‪о‬‬
 ‫“ ﻣ ﺎ ﻣ ﺢ \ ‪ 0 0‬ا ﻫ ﺎ‪0 0€‬‬ ‫‪« ٣١ ٣ ٣ ١ ٥ ٠‬ﻭ‬ ‫< حمىيهلىي‬ ‫‪١٥٣‬‬ ‫ﺍ حم ‪«-‬ﺑﻨ مي ﻞ!‬ ‫‪СО‬ﺹ‬ ‫‪NO о ،٨‬‬ ‫‪со‬‬
‫‪ ،٨ ١ ٥‬ح‬ ‫ا‪٨‬ح‪٣‬‬ ‫ﻳم‬ ‫‪ 0 0‬ه ﺀﻫﺄ « ﻳﻤﻤﺢ‬ ‫‪ ٠ ٧‬ﻟﻪ ‪« ٥‬‬ ‫‪٧٣٧١٥‬‬ ‫(‬ ‫ﻟﻪ^ ﺹ‬
‫‪٩ ٩ ٩‬‬ ‫‪٩ ٩ ٩‬‬ ‫‪٩‬‬ ‫‪٦ ٦ ٩ ٦ ٦ ٦ ٩‬‬ ‫ﻟﻪﻫﺎﻡ©ﺍﺩﻡ‬ ‫ﻟﻪ‬ ‫> ممحممي‬ ‫‪٦ ٩ ٦‬‬
‫‪c O fO O‬‬ ‫ﻟﻪ ﻲ‪ ٨‬ﺍ هل‬ ‫««^‪٣ ٠ ١ ٣٥ ١‬‬ ‫‪١٥‬ﺹ مي ‪٢٠ >٠‬‬ ‫ﺼﻠﻪ‪»٢٠‬‬ ‫>ﺩ مم‬ ‫‪١٥٧١‬‬ ‫^ ﻟﻪ «‬
‫« ‪٣ ٣‬‬ ‫ﻟﻪ ﻭﻩ‬ ‫مي‬ ‫ﻳﺘﻬﺄ ‪ -‬ا ﻟﻪ‪ 00‬ﻫﺎﻳﻢ‬ ‫‪٣»١٥‬‬
‫ﻫﻠﻪ‬ ‫ﻣﺢ ‪٥‬‬ ‫‪^.‬ﺫﺫﺱ‬ ‫و ﻫﺎ‬ ‫‪٠١ ٢“ ON‬‬
‫‪^ ٣١٥‬‬ ‫‪001Л‬‬ ‫‪،٨‬‬ ‫ص« ﺻﺪﻣﺼﻠﻬﺺ‬ ‫ﺡ ‪ ٣ ١٥ ٠٠‬مي‬ ‫مي ‪СМ‬‬ ‫‪٧١٥١٥ ^،‬‬ ‫‪١٥١٥‬‬ ‫• ‪ On ٣‬ﻳ م‬
‫ﻭﻟﻪ‬ ‫‪٣٠٣‬‬ ‫‪٧٠١‬‬ ‫‪٣‬‬ ‫ﻭ‪«-‬‬ ‫‪٣‬‬ ‫‪^ ٧‬‬ ‫‪١‬‬
‫‪٠١‬‬ ‫‪١٥٣‬‬
‫‪٠١‬‬

‫‪٧ СО‬‬ ‫‪٣ ٣ ٧‬‬ ‫‪١٥‬‬ ‫ص « مء ‪0‬‬ ‫ﻳﻣﻬﻣﻬﺎﻣ‬ ‫ﺹ ‪٣٦‬‬ ‫ﻭ ‪ ٧١‬ﻭ مي مي ‪٥١ ٣ ٧ ١ ٢٥‬‬
‫ﻟﻪ ‪٧١ ٣٦‬‬ ‫‪٧١‬‬ ‫ﻣﻮﻟﻬﺤﻤﺒﻨﺒﻦ‬ ‫ﻫﻢ ‪ 0‬ا‬ ‫^ ‪٠١‬‬ ‫مي‬ ‫ﺻﺢ ‪ ٥ ١ ٥‬ﻳﻢ‬ ‫ﻳﻤﺎﺣﻢ ‪-‬أ ﻣﺎ م‬ ‫«‪ coco‬ا‬ ‫“‪-‬‬
‫‪٩٩‬‬ ‫ﻣﺣﻣﻬﺎﻣﺢ(ءﻣﻣﻳﻣص‬ ‫‪»٣٠١‬‬ ‫‪٩ ٩ ٩ ٩ ٦‬‬ ‫‪٩ ٩ ٦ ٦ ٩ ٦ ٩ ٦ ٩‬‬
‫‪٠٠‬‬
‫‪ ٠٠‬ﻳ م‬ ‫‪ ٧‬ﻳﻢ ص‬ ‫‪О‬‬ ‫‪0‬‬ ‫‪ <١٥٣١٠١‬ﺀ مي ﺤﻠﻬﻤﺢ‬ ‫ﻟﻪ ‪٧‬‬ ‫ﺫ‬ ‫^‪١٥٣١٢٨٣‬‬ ‫حم^ﻯﻡ ﻟﻪﺹ ‪ ٠١١٥ ٢٠‬ﻟﻪ‬
‫ﻭﻩ‬ ‫‪١٥‬‬ ‫»«^ ‪« ٠ ١ ٥‬‬ ‫‪٣٦ ١٥‬ﺹ ‪١‬‬ ‫‪٣١٥‬‬ ‫ﻟﻪ‬ ‫ﻟﻬﻤﻢ‬ ‫م«‬ ‫ﻳﺪﻟﻬﺺ ‪ ٢٨‬ﻟﻪ ‪٣١‬‬ ‫‪,‬ﻣﺢ ‪ ٨‬ا‬
‫«‬ ‫ﻟﻪ‬ ‫‪٧ ٧ ٠‬‬ ‫‪«-‬حم <‪€‬‬ ‫‪١٥ f o r ■٧١ ٧١ со‬‬ ‫‪ ٠١‬ﻭ‬ ‫ﻟﻪ‬ ‫مم ﺮﺀ>ﻣﻠﻬﻬﺎ‬ ‫ﻠﻪ‪ ٥‬ﺍﺑﻨ مي ﺡ‪٥‬ﺍ‪٥ ١٨‬‬‫ﻟﻪﻝ‪٨‬‬
‫‪٥‬‬ ‫» ‪٣‬‬ ‫‪٣‬‬ ‫‪٠١٧١‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫ﺏ س‬ ‫ﻟﻪ ﺍ « ا • ‪٠١٧‬‬ ‫‪٥ ١٧ ٥^٣٦ ٠٠‬‬

‫‪ ١٥‬ﻩ ‪ ٣ ١٥‬مي‬ ‫‪| ٠٠ ٠١ ٠١ ٢٥ ٠١ ٠ ٠ ١‬ﻩ‬ ‫مي ‪١٥‬‬ ‫•‬ ‫ﺹﻟﻪ‬‫ﻳ م ‪٠١ • ٠١‬‬
‫ﺩﻡ‬ ‫‪ ٠١‬ﻉ‬ ‫»‬ ‫‪о‬‬ ‫ﻟﻬﻣﻣﻲ‬ ‫ﺑ هن ﺎ « حم ﻠﻪ‬
‫ﻳ م «‬ ‫« ﻟﻪ ‪٣ ٦ ٧ ٧ ٠ ٣ ٢ ٠‬‬ ‫‪^٧‬‬ ‫‪»٣‬‬ ‫ﻣﺎ ﻳ م‬‫‪٣‬‬
‫‪٩ ٩‬‬ ‫‪ ٣‬ﻟﻪ‬ ‫ﻳم‬
‫ﺹ ‪٠٠‬‬
‫ﺣﻠﻪ ‪٩‬‬ ‫‪٩ ٩ ٦ ٦ ٩‬‬
‫‪ ٣‬ﻟﻪ ‪٦‬‬ ‫‪٦ ٩ ٩ ٩ ٩ ٩ ٦ ٩‬‬ ‫‪0 0‬‬ ‫ﺹ‬ ‫‪٠١‬‬ ‫\م ‪٣٦ ٣ -‬‬
‫‪о‬‬ ‫‪٠٠ ٠٠‬‬ ‫م ‪-‬‬ ‫‪-‬‬
‫‪٥‬‬ ‫ﺹ ‪١٥‬‬ ‫« ﺩ‬ ‫ﺫ‬ ‫‪٧‬‬ ‫‪ ٠١ ٢٥ ٧ ٠‬ﻭ ﺹ^ ‪ ١٥‬ﺩ ﻭ ‪٧‬‬ ‫ﻫﻠﻬﻴﻤﺺ‬ ‫ﻫﻤﺢ ‪١ ٥ ٣‬‬ ‫‪١٥٧‬‬ ‫‪ ١٥‬ﻳ م‬ ‫‪١٥٠١٧‬‬
‫‪٩‬‬ ‫ﻟﻪ ﻉ‬ ‫‪١٥٧٠١‬‬ ‫‪о‬‬ ‫حم « ﺑ منﻴ من ﺢ‬ ‫‪١٥٠٠١٣٠٠‬‬ ‫« ‪٧ ٧ ٥ ٢٣ ^^ ٠‬‬ ‫ﻡﺀ‬ ‫‪٠٠١‬‬ ‫مي ﻠﻪ ‪٠‬‬
‫‪١٥٣٦‬‬ ‫‪ ١٥‬ص‬ ‫»‬ ‫ﺫ‬ ‫ﻫﺎ مي ﻬﺎﺑﻦ « ﻟﻪ‬ ‫ﺑ من « ﻫ مي‬ ‫ﻣﺑﻧﺎﻣﻣﺎﻳﻣ آل م‬ ‫ﺻم >‬ ‫‪١٥٣‬‬ ‫ﺻﻣﺢ‬ ‫» ‪٣٣‬‬
‫‪٠‬‬ ‫ج‬ ‫‪٠٠‬‬ ‫ج‬ ‫‪٠٠ ٠٠ ٠٠‬‬
‫‪о‬‬ ‫‪٠١‬‬ ‫ﻟﻪ ‪٣‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫‪ ٣٠‬ﻭ‬ ‫‪٣٣٣‬‬
‫‪٧‬‬ ‫‪со‬‬
‫‪٠١‬‬
‫‪٠‬‬

‫‪ш‬‬
‫‪٦٠‬‬ ‫ر‬
‫ﻟﻪ « ‪1‬‬ ‫ﻬﻠﻬﻳﻣﺑﻧﻳﻣﻣﺑﻧ ص‬ ‫ﻟﻬﺻﺣﻠﻬﻣﻬ‬ ‫ام «‬ ‫‪со‬‬ ‫‪OOJ‬‬ ‫‪٠١‬‬ ‫‪,‬‬ ‫‪٠‬‬ ‫ي ‪, ١٥‬‬ ‫|ص ا‬ ‫ﻩ‬
‫‪0 0‬‬ ‫» ‪0‬‬ ‫ﻟﻬﻳﻣﻣﻳﻣﻬﻣﺢ‬ ‫ﻣﻬﺎﻫ وم « ‪0‬‬ ‫ص « ‪€0‬‬ ‫‪٣‬‬ ‫د‬ ‫‪٣٠‬‬ ‫ﺣ م‬ ‫‪١٥‬‬ ‫»‬
‫‪٣٥‬‬ ‫‪со‬‬ ‫\‪0‬‬ ‫‪٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٦ )^ ٦ ٦ ٦ ٩ ٩‬‬ ‫‪٩‬‬ ‫‪٢٥‬‬ ‫ﻟﻪ‬ ‫‪١٥٣٧‬‬ ‫ﻟﻪ‬
‫‪٠ ٠‬‬
‫ﺃ‬ ‫ﻭ «‬ ‫‪٣٠١‬‬ ‫ﻟﻬﺎﻣﻠﻪ‬ ‫««‬ ‫ﻣﺑﻧﻳ م‬ ‫ﻫﺎﻟﻬﻬﺎﻣﻳ م (ء> ا ﻣ مء‬ ‫‪00‬‬ ‫‪٠١٠١‬‬ ‫ذ م‬ ‫‪٧‬و‬
‫ﻭﻭ‬ ‫‪٧٠١‬‬ ‫ﻫﺎﻟﻬﺻﻬﻊ « ح‬ ‫ﻣﻳﻣﻣﻣﻠﻬﻠﻬﻬﺎﺻﻳ مء‬ ‫‪٧‬‬ ‫ﺹﺹ‬ ‫‪١٥٠١‬‬ ‫‪٠١‬‬ ‫‪٧‬‬
‫‪»١٥‬‬ ‫‪»١٥‬‬ ‫‪٦ ٦ ٠ ١ ٧ ٩ ٩ ٦ ٧ ٦ ١ ٥‬‬ ‫‪، ٢١‬‬ ‫^‪٦ ٩٩ ٦‬‬ ‫‪٩‬‬ ‫‪٦ ٩‬‬ ‫»‬ ‫‪٣‬‬ ‫ﻳ مم‪١٥‬‬ ‫ﻳ‬ ‫ﺹ‬
‫‪»، ٠،‬‬ ‫‪٠٠‬‬
‫‪со‬‬ ‫‪٣‬‬ ‫ﻟﻪ ‪٣‬‬ ‫و ﻟﻪ‬ ‫‪ 0‬ءم " ا‬ ‫و‬ ‫‪٣‬‬ ‫^ ‪٣ ٣‬‬ ‫‪٣‬‬ ‫ﺀﺕ ‪0‬‬ ‫‪ ٣‬ﻭ ﻟﻪ‬ ‫ﻟﻪ‬
‫‪со‬‬
‫‪٠١‬‬
‫>‪Q‬‬

‫‪a‬‬
‫‪a‬‬

‫ﻳﻢ ‪٠١‬‬ ‫ﺹ « ﻩ ﻟﻪ ‪ ٧‬ﺍ ‪ ٠١‬ﻟﻪ‬ ‫‪٠١‬‬ ‫‪о »»1‬‬ ‫‪.‬‬ ‫ﻡ‬ ‫ﻣ مي‬ ‫‪о‬‬
‫‪٠١٧‬‬ ‫‪ ٧٣ ٠١ «٠١‬ءت ‪٣‬‬ ‫»‬ ‫^ ‪« ١٥‬‬ ‫‪٠١‬‬ ‫‪ ٠١‬ﻭ‬ ‫‪٢٥‬‬
‫» ‪٠١‬‬ ‫—‪ ٢٠٠ ٢٠٠• Т‬ﻟﻪ «‬
‫‪٠٠ ٠ ٠*٠‬‬ ‫‪٠٠‬‬
‫‪٠١‬‬ ‫خمي■ي‬ ‫‪٠ ٠‬ﻟﻪ‬ ‫‪٦٦‬‬
‫‪٠ со‬‬ ‫‪٣٧‬‬ ‫‪« о‬‬ ‫« ‪ ٠١‬ﻟﻪ‬ ‫‪٣‬‬ ‫‪٠١٠٧‬‬ ‫‪١٥‬‬ ‫‪СО ٧‬‬ ‫‪N٥‬‬
‫ﺹ‬ ‫‪٣٠١‬‬
‫‪١٥٧‬‬
‫|‬ ‫‪i‬‬ ‫|‬ ‫‪i‬‬ ‫‪j‬‬ ‫‪٣٥‬‬
‫‪٠١٧‬‬
‫ﺹ ‪ ١٥‬ﻳ م ﻳ م ^‬
‫‪»٣ ٠٠١٥‬‬
‫ص‬
‫‪٣‬‬
‫‪٠١١٥١٥‬‬
‫مح‬
‫مي ‪٥‬‬
‫‪٣‬‬
‫ﻳﻢ‬ ‫‪٦‬‬ ‫‪ со‬و‬
‫‪٠١‬‬
‫‪١٥‬‬
‫?‪CN‬‬ ‫‪٧‬‬ ‫‪٣٣‬‬ ‫ﻟﻪ ‪٣‬‬ ‫«‬ ‫‪٣‬‬ ‫ﻟﻪ‬
‫‪СО‬‬
‫‪٠١‬‬

‫ﻟﻪ‬

‫ة‬

‫‪го‬‬ ‫‪Q.‬‬
‫‪сс‬‬ ‫‪сс‬‬‫)‪ </‬ص‬
‫ﻃﺎ‬ ‫‪٠‬‬ ‫‪•о‬‬ ‫ﺍ‬ ‫‪٠‬‬ ‫©‬
‫ب ‪р‬‬ ‫‪٠١‬‬ ‫‪го‬‬ ‫ه‬ ‫‪с‬‬ ‫ه ه ‪٠١ ГО‬‬ ‫‪с с‬‬
‫‪к‬‬
‫‪о‬‬ ‫‪ГОЕ‬‬
‫• ‪© ГОГО с‬‬
‫‪Û-ГО‬؛ ‪ОС — — го‬‬
‫‪il‬‬ ‫—‪С‬‬
‫‪ асе‬ص ‪0‬‬
‫— ‪© го го‬‬
‫——•‬ ‫‪а‬‬
‫© ‪ ٠٤٤‬؛‬ ‫ﺓ‬ ‫‪©-‬‬ ‫> ﻟ د ﺍﺹ‬ ‫©‬ ‫© ئ©‬ ‫ء ‪/٨‬‬
‫» ‪.■ :‬؛‪г .‬‬
‫‪го ٠١ N‬‬
‫‪ro ro ü ro Ü‬‬
‫‪— е г о ،.‬‬
‫©‬
‫© —‪٠١‬‬
‫©■ ‪с ©٦٠‬‬
‫‪ro c‬‬ ‫‪© (Л‬ج ‪r~ го‬‬
‫ع © © ‪ГО‬‬
‫اه‬ ‫‪— р ^ ..‬‬
‫‪-‬‬
‫‪:с © ф‬‬
‫ش ‪ — ٦٠‬ﺍ‬
‫ﺅ © ﺝ ‪:‬‬ ‫‪٦٠ го с‬‬
‫ف‪-‬ة‬ ‫© ‪Ü с <D‬‬
‫ﻉ ©©‬
‫‪го а‬‬ ‫‪P‬‬ ‫<‬
‫‪■p Ü‬‬ ‫— © ‪ .с го го > s‬ح‬
‫ع © © © ‪с ٠١ © го‬‬
‫ا ح ‪ГО го،. с *o‬‬
‫—‬
‫—• دم —‬
‫ﺿﺎ©ع ﻋﻂ © ‪p‬‬ ‫ﺣﺢ ©ا‬ ‫‪ГО ٢٦ го © r o j‬‬ ‫© ﺍ © حم‬ ‫ط‬ ‫‪го‬‬ ‫©‬‫‪،: СО С‬‬
‫ص‬ ‫‪со со о ü о и. о‬‬ ‫‪ ،‬ﻩ ‪ s 2:‬ءث‬ ‫‪:сосок ٠ с со о‬‬ ‫;ﻣﻣث ‪и. ٦‬‬
‫ث‬

‫ﻉ‬
 ‫‪97‬‬

‫ﺑﻧﻣﺣﻣﺢ‬ ‫ﻟﻬﻠﻪ !‬ ‫ﻟﻪ ‪ ٤٨‬مي ‪٠ ٣ ٠ ١ ٥‬‬ ‫^ ‪ ٣١‬ﻱ‬ ‫‪со‬‬ ‫‪см I ٣‬‬ ‫ﺹ ‪٢٠‬‬ ‫‪٣‬‬ ‫^‪٥ ١ ٣٠‬‬
‫‪٠٤٨٣‬‬ ‫م‪٥‬‬ ‫‪٨ ٥ ١ ٠ ٣‬ﺍمم ‪٥‬‬ ‫ﻟﻪ ‪٣١‬‬ ‫‪١٥‬‬ ‫‪١٥٢٠• ٠ ٠ ٣ ١ ٥‬‬
‫ح ي ي‬ ‫‪١٥٣‬‬ ‫" ‪٥ ١ ٥ ٣ ١ ٥ )ON ٤٨٣‬‬ ‫‪٩ ٩ ٦‬‬ ‫‪٢٠٠‬‬ ‫‪١٥‬‬ ‫‪٩ ٩‬‬ ‫‪٣ ٠ ٣ ٠‬‬
‫ﺻﻬﺺ‬ ‫ﻟﻪ ﻩ ﻟﻪ م‬ ‫‪ ٣‬ﻟﻪ‬
‫<‬ ‫‪٣٣٤٨٠‬‬ ‫‪ ٤٨‬ميﺹ‬ ‫ﻟﻪ‬ ‫‪٥‬‬ ‫ﻱ‬ ‫‪٤٨٣‬‬ ‫ء ‪١٥‬‬
‫ﻣﺤﻤﻠﻪ‬ ‫‪٤٨١٥‬‬ ‫‪٠٠٣٥١‬‬ ‫‪■٠ ١ ٥‬‬ ‫حم ﺒﻨﺼﺢ‬ ‫ص ﻳ ﻢ ‪١٥‬‬ ‫ﺩ‬ ‫‪٤٨‬‬ ‫‪٣‬‬ ‫‪٠ ٠‬‬ ‫‪٣١١٥‬‬
‫‪١٩١٥٦‬‬ ‫‪١٥٤٨‬‬ ‫‪٠ ٣ ٠ ٠‬‬ ‫‪٣ ٠‬‬
‫■‬ ‫‪ ١٥ ١٥‬م ﻟﻪ‬ ‫‪ 00‬ﺩﺩ‬ ‫‪١٥‬‬ ‫ون‬ ‫‪ ١٥‬ﻳ ﻢ‬ ‫‪٥١‬‬
‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪-‬ﺩ’ •‬
‫‪٠١‬‬
‫‪٠١‬‬

‫| ‪٠١١‬‬ ‫‪ ٠‬ون ‪1‬ا ‪ ٠١‬ا ‪٠‬‬

‫ا ﻟﻪ ا| ﻳ م‬ ‫ﻟﻪ‬ ‫‪٠ ٣ ٠ ٣ ٠‬‬ ‫‪ ٣‬ﻟﻪ ‪٠١‬‬ ‫]ج‬ ‫ﻫﻬﻬﻪ‬ ‫ه ]‬ ‫ص !‬
‫‪٠‬‬ ‫ﻳم‬ ‫‪١٥‬‬ ‫‪٠‬‬ ‫‪٠١‬‬ ‫مي ‪ ٣‬ﻳ ﻢ ﻟ ﻢ ^‪٢‬‬ ‫‪٤٨ ٤٨ (ON‬‬ ‫ﻟﻪ‬ ‫‪٠١‬‬ ‫‪٠ ٥ ٥ ٥‬‬ ‫‪٠‬‬ ‫‪о‬‬
‫‪О‬‬ ‫ﻟﻪ‬ ‫‪٣‬‬
‫‪٠٠‬‬
‫‪٤ ٨٣‬‬ ‫‪٤٨:‬‬ ‫‪٩ ٦ ٦ ٩ ٦‬‬ ‫‪٣ ٤ ٨١٥‬‬ ‫‪١٥‬‬ ‫ة‬ ‫‪٦‬‬ ‫‪٩ ٩ ٩ ٩‬‬ ‫‪٩‬‬ ‫‪٣‬‬
‫ص‬ ‫ت‪٠١‬ص‪٤٨‬‬ ‫ﻳ ‪0‬‬ ‫‪٤٨‬‬ ‫مي ﻟﻪ^ ‪ ٤٨‬ص‬ ‫‪٠٣٣‬‬ ‫ﻳم‬ ‫مي‬ ‫^‪٣١ ٥٥‬‬ ‫مي‬ ‫‪٣‬‬
‫ﻟﻪ‬ ‫‪ ٠١‬ص‬ ‫‪о‬‬ ‫ءت‪٠‬‬
‫ﻳم ‪،‬‬ ‫ﻳﻣﻣﺣﻳ م‬ ‫‪٠‬‬ ‫ص‬ ‫ﻟﻪ ﻳ م ه ح‬
‫‪о‬‬ ‫ص‪о\ ١٥‬‬ ‫‪٨ ٩‬‬ ‫‪٣٠٥١٥٤٨‬‬ ‫ﻳ م ‪١٥ ٠١‬‬ ‫‪١٥‬‬ ‫ص‬ ‫‪٣١٥٠١٠‬‬ ‫‪٩‬‬ ‫‪١٥‬‬
‫‪٥‬‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪ ٣‬ﻟﻪ‬ ‫ص‬ ‫ﻳﻢ‬
‫‪٠١‬‬
‫\‪о‬‬

‫ﺻﻬﺎﺻﺠﺴﻪ‬ ‫ﻫﺎﻣﻬﺺ ]‬ ‫ﻟﻪ ‪١٥‬‬ ‫‪٠٤٨١٥٤٨‬‬ ‫‪٠١‬‬ ‫‪٠٣‬‬ ‫‪О О О ٠١١٥٥‬‬

‫‪ c ^١٥ ٤٨ ٠١٠ ٣ ٠ ٠‬مي ﻟﻪ‬ ‫‪ ٣‬ﺩ‬ ‫‪٤٨‬‬ ‫‪٤٨‬‬ ‫‪٣ ٣ ٠٣ “ 0 0 0 0‬‬ ‫‪٠٠‬‬
‫هلميحم ‪ 0‬ﻩ ‪ ٨‬ﺍﺻﻠﻬﻠﻪ ‪٣‬‬ ‫‪٩٩١٥٤٨‬‬ ‫‪٠ ٣ ٥٠٥٠٥٠‬‬ ‫‪٠٥‬‬
‫‪о‬‬
‫‪о.‬‬ ‫‪ ٥‬ﻟﻪ م ‪٤٨ ٤٨ ٣‬‬ ‫د ‪ ٣‬ﻣﻴﻢ‬ ‫‪ ٣١‬ﻟﻪ‬ ‫‪ ١٥‬ﻳ ﻢو ت ا)‪0‬‬ ‫ﻳ م ن‪ ٣‬ﺑ ‪ ٨‬ا ﺑﻧﻪ‪١‬‬ ‫<) ‪٠‬‬
‫‪٩‬‬ ‫ص‬ ‫‪ ١٥ ٣‬ص ﻟﻪ ﻟﻪ ‪ ٠١‬ص ‪٤٨ ٤٨‬‬ ‫ﻟﻪﺹ ‪٠١ ٤٨‬‬ ‫وت ‪ ٠١ о‬ﻳ م ‪ ٠١‬ءت‬ ‫‪٥١٥‬‬
‫ﻟﻪ مي ‪ ١٥‬ص ‪ ٤٨ ٤٨ ٤٨ ٤٨‬ﻟﻪ ‪٤٨‬‬ ‫‪٩١٥٩٩‬‬ ‫‪ ٠٤٨١٥٥١‬م ‪١٥‬‬ ‫‪٠٤٨‬‬
‫‪٥‬‬ ‫‪٣٣‬‬ ‫‪٣‬‬
‫‪٥‬‬ ‫ﻟﻪ‬ ‫‪٠١‬‬
‫ص‬
‫‪٠١‬‬

‫ﺕ‬
‫‪со‬‬
‫‪3‬‬
‫‪■о‬‬ ‫ﻳﻢ‬ ‫ﺝ‬ ‫‪٠١٥‬‬ ‫ون‬ ‫‪٠٠‬‬ ‫‪ ١٥ ١٥ ٠‬ﻳ ﻢ‬ ‫ا ‪٠١٣ ٠ ٠ ٥ ٠ ٥ ٥ ٠‬‬
‫‪^٤٨‬‬ ‫ﻭ‬ ‫‪٩٤٨‬‬ ‫ج ا)‪ 0‬ح ص‬ ‫>‪У‬‬‫ﻫﻪ‪ ٥‬ﻫﻬﻬﻬﻢ\‬
‫‪٦‬‬ ‫‪٦ ٩‬‬ ‫ه‬ ‫‪ ٥‬ﻩ ‪ ٥ ٥ ٥ ٥‬ﻫﺺ‪٤٨‬‬
‫‪٠‬‬ ‫م ‪٤٨‬‬ ‫^‪٢١١см‬‬ ‫ﺛ ﺘ ﻤ ﺎ‪ 0‬ﻳﻢ‬ ‫‪٤٨‬‬ ‫ﻟﻪ‬ ‫‪٣٠‬‬
‫‪١٥‬‬ ‫‪٠‬‬ ‫ﺀ مي‬ ‫‪٠١‬‬ ‫‪٤٨٠‬‬ ‫‪١٥‬‬ ‫ﻟﻪ ﻟﻪ ص ‪ ٤٨‬مي ‪ ٤٨‬ﻟﻪ ﻱ‬ ‫‪٣١٥‬‬
‫ﻟﻪ‬ ‫‪١٥‬‬ ‫ﻳ م ‪١٥‬‬ ‫ﻟﻪ‬ ‫‪١٥٠١‬‬ ‫‪٠٤٨٣١٥‬‬ ‫‪١٥‬‬ ‫‪٤٨‬‬ ‫^‪١ ٥ ١ ٥ ٠٠١ ٥ ٣‬‬ ‫‪٠١٥‬‬
‫‪٠‬‬
‫‪٠‬‬
‫‪٠١‬‬
‫)‪0‬‬

‫ﺡ‬
‫ﻩ‬

‫‪٠١‬‬ ‫ص‬ ‫>مي‬ ‫مي ‪٠١ ١٥ ١٥‬‬ ‫‪٤٨١٥‬‬ ‫ﻫﺪﻟﻪ‬ ‫ﺻﻪ ‪٥ ٥ ٥ ٥ ٥‬‬
‫ص‬ ‫‪١٥‬‬ ‫^‬ ‫‪٢‬‬ ‫^ ‪ ٠‬ه ‪٠١‬‬ ‫‪٠٣‬‬ ‫ﻫ ﻪ م ا‪٥ ٥ ٨٥‬‬ ‫ا ‪٥o ٨‬‬
‫ﻟﻪ‬ ‫‪٦٩‬‬ ‫‪٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٤ ٩‬‬
‫‪٤٨ ١٥‬‬ ‫‪١٥‬‬ ‫‪٤٨٠‬‬ ‫‪ ٤٨‬مي ‪٣ ١٥‬‬ ‫‪٣ ٣‬ﺹ ‪ ٤٨‬مي مي ‪ ٥‬ﻟﻪ ﻱ ‪٣١‬‬
‫ﻑ‬ ‫‪٢١١ ٤٨‬‬ ‫ص‬ ‫ﻟﻪ‬ ‫وت ‪٠١‬‬ ‫ﻟﻪ ‪٣ ٠ ٠‬‬ ‫ج ﺀ‬ ‫^‪٤ ٨ ٥ ٠ ٥ ٠ ٣١ ٥٠ ٣‬‬
‫ﻟﻪ‬ ‫‪٠١‬‬ ‫‪٤٨‬‬ ‫ه‬ ‫ﻳ م ‪٤٨‬‬ ‫‪٠‬‬ ‫د م^‪с‬‬ ‫‪١٥٤٨‬‬ ‫‪٩٤٨٩٣٦٩١٥٩٤٨٦‬‬
‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪ ٣‬ﻟﻪ ‪٣ ٣‬‬ ‫ﻟﻪ ‪٠١‬‬
‫‪٠‬‬
‫‪٠١‬‬

‫ﻟﻪ‬
‫ﻟﻪ‬
‫ﻳﻢ‬

‫‪H‬‬
‫‪،٥‬‬

‫‪го‬‬ ‫ﺩ‬ ‫ظ‬

‫‪о‬‬ ‫‪сс‬‬ ‫‪(Л‬‬ ‫ﺉ‬ ‫‪со‬‬ ‫‪٥‬‬ ‫‪СИ‬‬
‫‪о‬‬ ‫‪■о‬‬ ‫‪3‬‬ ‫أ‬ ‫ﻃﺎ‬ ‫طﺎ‬
‫‪٠١‬‬ ‫‪с‬‬ ‫ت‬ ‫‪٢‬‬

‫‪го‬‬ ‫‪го‬‬ ‫‪^ С‬‬ ‫‪го‬‬ ‫‪ГО‬‬ ‫‪٠٠‬‬

‫‪^٧٠‬‬ ‫‪о то‬‬ ‫‪co o‬‬ ‫‪— с‬‬ ‫‪ С‬ع ‪٠‬ﻣﻤﻦص‬ ‫‪И ٦٠‬‬
‫‪Г О С С‬‬ ‫—‬‫ﻁ ‪с‬‬ ‫‪3 ٢٥‬‬ ‫—‬‫‪٧‬‬ ‫ف ه ق ‪ го‬ص‬ ‫م ‪о ، - с ( со ф‬‬
‫‪•— го го о‬‬ ‫‪го ^ ф О Ф‬‬ ‫ح ‪ ГО ГО>>— Ü‬ط‬ ‫ﻣم <<‬ ‫‪— о го‬‬ ‫‪ го со ф со ü го‬ع‬
‫— ‪с ٠١ — со‬‬ ‫—‪ф‬‬ ‫‪ Е ٠١ с ٠١ с‬ﻟب‬ ‫‪٠‬؛ ‪ш‬‬ ‫‪١‬‬ ‫‪، . CO‬‬
‫^‬ ‫‪ ٠١ N‬د‪*a 4‬‬ ‫ى‬
‫‪со с ф‬‬ ‫؛ ‪_ со‬‬ ‫‪ >ГОГО —0 » г о с с а — ф — г о с‬ح ﺀ ﺀ‬ ‫‪c <л‬‬ ‫‪ФСС‬‬ ‫ء ة‬
‫—‪о ф‬‬ ‫ﺍﻩ ‪ _ -Р )^ГООГОГО^Ф^-О^^ г о з‬؛ _ ‪ 0 3Ф З Е Ф‬مم ﻤﺬﺡ ‪О Ф‬‬ ‫‪- ф‬؛ ‪ E‬ج( —‬
‫‪NO‬‬
‫—ه‬
‫ﻃﺎ‬ ‫‪ :‬د ﻛ ط ﺎ ط ﺎ ط ﺎ ط ﺄ ‪ 0‬ﻯ ﺻﺺ > ﻡ ‪ ٠ ٠‬ﻃﺎ ص م ‪ ٦ ٤‬ت آل‪،٥ :‬‬
‫‪٥‬‬
‫‪Ü‬‬ ‫ﻩ‬
 ‫ا‪٠١١٥٠‬‬ ‫‪٠٠١‬‬ ‫ا‬ ‫‪٥٠‬‬ ‫‪٣‬ﺹ ﺍ‬ ‫‪CM‬‬ ‫‪!١٥٠‬ا‬ ‫‪ ١٥‬ﻟﻪ ﻟﻪ !‬ ‫ﻡ ﺍ مي ‪ ،٨‬ﻟﻪ مي ‪ ،٨‬ﻟﻪ ‪ ٣ ١٥‬ﻟﻪ‬
‫ﺹﺹ‬
‫ﻟﻪ‬ ‫ﺹ‬ ‫ﻫﻣﺢ‬ ‫ه‪4‬‬ ‫^دﻫﺎ‬ ‫ﺻﻬﻠﻬ مي ‪ ١٥ ٠١‬هلمه‬ ‫‪٥١‬‬
‫‪٠١‬‬ ‫‪٣٠‬‬
‫‪٠‬‬
‫ﺑ م ‪00‬‬ ‫‪о‬‬ ‫ص‬ ‫ﺹ‬
‫ﻟﻪ ‪١٥‬‬ ‫ﻣم ‪-‬ا ^ <‪ ,0‬ىا ‪ 0‬ا ‪ 0‬آل ﻣ و ﺗﻣﻠﻪ‬ ‫‪٦‬‬
‫ه ‪00‬‬ ‫‪٠١‬‬ ‫‪٠١‬‬ ‫ﻣﺤﻠﻪ ا‪٨‬‬ ‫ﻟﻪ‬ ‫دد ‪00‬‬ ‫ﻣﺤﻤﺤﻠﻪ‬ ‫ﻫﻠﻪ ^ا‬ ‫ﺻ ﺼ ﻢ ؛[‬ ‫ﻳﻢ‬
‫^‬ ‫ﻟﻪ‬ ‫ﻡ‬ ‫‪٠١‬‬ ‫ﻩ ﻟﻪﺹ‬ ‫‪٥‬‬ ‫‪٣‬‬ ‫ﺑﻧﻣﺣﻳﻠﻬﻠﻪ‬ ‫م^ ﺑﻧ د‬ ‫‪١٥‬‬
‫ص ‪،٨‬‬ ‫‪،٨‬‬ ‫‪،٨‬‬ ‫ﻳﻣﺻﻲ‬ ‫ﻟﻬﻤﺤﻬﺢ‬
‫‪---‬‬
‫‪0001ЛСО СМ 1Л О СО О‬‬ ‫‪٠١‬‬
‫‪،٨١٥٣‬‬ ‫ﻩ‬ ‫”‪СО ٣ ■٢‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪٣ ٥‬‬ ‫‪1‬‬ ‫‪٥ ٥‬‬ ‫‪٠‬‬ ‫‪٠٧١٠‬‬ ‫‪ со‬مي ‪٥‬‬ ‫‪ ٣‬مي ﻩ ﻭ ﻩﺹ ﻟﻪ ﻩﺹ ﻡ ﺡ مي‬ ‫‪ ،٨ ١٥‬ميﺹ ﻟﻪ‬
‫^‬
‫ﺩﻟﻪ‬ ‫‪٥٥‬‬ ‫^ ﻱ ‪ ٠١‬ﺹ‬ ‫ﻟﻪ مي ‪ ١٥‬د ‪١٥‬ﺹ ‪ ،٨‬ﻟﻪ ‪ ١٥‬ص ‪٣‬ﺹ ‪ ١٥‬د ‪ ٣‬ﻳﻢ ﻳﻢ ‪٣‬‬
‫‪00 ٥‬‬ ‫‪٥٥‬‬ ‫‪-‬يم‬ ‫‪ ١٥‬ﻡ‬
‫^‬ ‫‪ ٩ ٩ ٩ ٦ ١ ٩ ٦ ٦ ٦ ٩‬ﻟﻪ ‪٩ ٣ ٩ ١ ٩ ٣ ٦ ١ ٩ ١ ٩‬‬
‫‪١٥١٥‬‬ ‫‪،٨ ،٨‬‬ ‫‪٥٠١٣٥‬‬ ‫‪ ،٨ ٥ ١٥‬ﻳﻢ ص ‪٥‬ﺹ ﻟﻪ مي ‪ ۴٠‬ص ^ ﻟﻪ ‪ ٠١‬ﻩ ‪ ١٠ ١٥‬ﻟﻪ‬
‫•‪٣‬ﺹ‬ ‫ﻟ ص‬ ‫^^ ‪ ٥‬ﺹ‬ ‫‪ ٠١‬ﻟﻪﺹ ص ص ﻟﻪﺹﺹ ﻟﻪ ‪ ٠١‬ﻡ ﻳﻢ ﻟﻪ ص ي هﺹ ‪٠١‬‬
‫ﻟﻪيم‬ ‫‪٠١‬يم‬ ‫‪،٨‬‬ ‫‪ ٥‬ﻟﻪيم‬ ‫‪ ٠١ ١٥‬ﺡ ﻱ ‪٥ ١٥ ١٥ ،٨ ١٥ ٧١‬ﺹ ‪ ٠١ ٣٦ ،٨‬ﻟﻪﺹ ‪،٨‬ﺹ‬
‫ه‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫ا ﻟﻪ ‪٠‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫^ ‪٨ ٥ ٥ ٥ ٥٥‬‬ ‫‪о‬‬ ‫ﻫﺎ < مب ﻤﺄﻯﺻﻬﺎﻫﺎ ‪ ٠٦٧٦‬ﻩ‪ ١‬ﻣﻬ نب‬ ‫ﺹ ﻟﻪ‪о ٧٦ ١٥‬‬ ‫‪ ٣١٣‬ﻩ ‪،٨‬‬
‫ﻫﻬﻬﻮ ه‬ ‫‪0‬‬ ‫‪٧١‬‬ ‫د‪ ٨‬ا ﻳﻣ‬ ‫ص‪ ٣‬ﻫﻬﺎ‬‫ﺻﺣﻪ‬ ‫ﺣﺑﻣ د‬ ‫مبﻟﻪ‪ ٣١ ١٥‬ﺩ ‪٣ ٧٦ ٣٦،٨‬‬
‫‪٩ ٩ ٩ ٩ ٩ ٩‬‬ ‫‪٩‬‬ ‫‪٦ ٩ ٥ ٠ ٩ ٦ ٩ ٦ ٩ ٩ ٦ ٩ ٩ ٦‬‬ ‫‪٩ ٩ ٩ ٦ ٦ ٩ ٦ ٩ ٩ ٩ ٦‬‬
‫‪٥‬‬
‫‪о‬‬ ‫‪о‬‬
‫ﻟﻪ‬
‫‪ ٧ ١ ٣‬ﻣﺒ هن ﻠﻬﺺ ‪ 0‬ﺻ مي ﺢ ^^ ﻡ‬ ‫‪ ،٨‬ﻩ ‪ ٣ Ю‬ﻟﻪ مي ﻩ ‪٠١٣‬‬
‫‪٩‬‬ ‫‪>،<>٠ ٠ ١‬‬ ‫مي^ﺍ ‪١٥‬‬ ‫ﺹ ‪٠ ١٥‬‬ ‫‪١٥‬ﻟﻪ ‪ ٣ ^٣‬ﺩ‬
‫ﻟﻬﻤﺼﻴﻤﻴﻢ ا‪٨‬‬ ‫‪٧‬‬ ‫‪ ١ ٥ ٣‬ﺍ مهمس ﺼﺼﻠﻬﻤﻤﺢ ^ﺍ ‪١٥ ١٥‬‬ ‫‪ ١٥‬ﻩ ﻩ ﻟﻪ ﻡ مي ﺩ ﻩﻟﻪ‬
‫ﻩ‬
‫‪٥‬‬ ‫‪٠١‬‬
‫ﺹ‬
‫‪٠١‬‬
‫ﺏ‬

‫ﺕ‬
‫‪ТЗ‬‬ ‫‪٥٣٥٥٥٥‬‬ ‫ﻩ ‪ ١٥‬ﻟﻪﺹ‬ ‫ﺝ ‪ CM‬ﺩ‬ ‫ﺣﻢ ^ ا ه ‪ ،‬ﺻ ﺎ ﻫ ﻤ ﻠ ﻪ‬
‫‪٥١٥٥٥٥٥‬‬ ‫مب |\‪ ،‬مي— ﺍ مب ‪٠١‬‬ ‫‪ ١٥‬ﻟﻪﺹ ﻡ‬ ‫ﺻﻠﻬﺒﻨﻬﻤﺢ‬ ‫د^ا‬
‫‪٩٦٩٩٩٩‬‬ ‫‪٦ ٦ ٩ ٩ ٩ ٩‬‬ ‫‪٩ ٩ ٩ ٩‬‬ ‫‪٦ ٦ ٩‬‬ ‫‪٩ ٩ ٦ ٩ ٩ ٩ ٩‬‬
‫ﺑﻨﺒﻨﻴﻤﻠﻪ‬ ‫ﻳﻢ ‪ ٨‬ا‬ ‫ﺻﻤﺤﻴﻤﻤﺤﻤﻠﻪ‬ ‫ﻟﻪ ‪ ١٥‬ﻟﻪ ﺩ‬ ‫ﻡ ‪ ٠١‬ﻟﻪ‬ ‫‪~ со ٧ ٦ ٥ ٧ ٦ ٠١‬ﺃمب‬
‫ﻳﻤﻤﻬﺼﻴﺎ ه‬ ‫ﺻﺼﻤﺪ‬ ‫ه‪١٥١‬‬ ‫ﻣﺺ ‪ ٥‬ﻳﻢ‬ ‫ﻟﻬﻤﺤﻤﻪ ^ ﻫﻢ‬
‫هلﺒﻨ مبمي < حممي‬ ‫‪١٥ ،٨‬‬ ‫^‪٣٧ ١٨‬‬ ‫ة‬ ‫ص ‪ ١٥‬ﺑ ﻦ ‪٣‬‬ ‫‪â S iri‬‬ ‫ﻡ ( ﺀﻫﺤﻤﻤﺮﺀﻫﺎ‬
‫‪00‬‬ ‫‪٧١ ^ • г‬‬ ‫‪٣‬‬ ‫> هل ﻪ‬
‫‪00‬‬
‫‪٥١‬‬
‫ﻟﻪ‬
‫ﺡ‬
‫ﻩ‬
‫ﺹ‬
‫ا‬
‫‪ ٥‬ﻩ ‪ ٥ ٥‬ﻣﻪ‬ ‫‪٥‬‬ ‫‪٠١ ٥١ ،٨‬‬ ‫‪ ١٥ ٠١‬ﻡ‬ ‫اص‪٨‬‬
‫ه‪١‬‬
‫اص‪٨‬‬
‫ا‪ ٦٨‬ى‬
‫ﻩْﻬﻬﻠﻬﻪ‬ ‫‪٥‬‬ ‫ﻳﻢ‬ ‫‪00‬‬ ‫ﻡ ‪ ١٥‬ﺩ‬ ‫ج‬ ‫ﺩ ﻡ ‪٧١‬‬ ‫ﻫﻤﺤﺪﻟﻬﻤﺤﺒﻦ ^ا‬
‫‪ ٥ ٥ ٥ ٥‬ﻟﻪ ‪٥‬‬ ‫ﻡ‬ ‫‪٦ ٩‬‬ ‫‪٩ ٩ ٩‬‬ ‫‪٥‬‬ ‫‪1лй‬‬ ‫‪ ٩ ٩ ٩ ٩ ٦ ٦ ٦‬ﺹ ﻟﻪ ﻡ‬
‫ﻳﻣﻬﺎﻫﺎ م‬ ‫ﻳ م<ء‬ ‫ﻟﻪ‬ ‫‪،٨ ،٨‬‬ ‫‪١٥ ٥١‬بم‬ ‫‪١٥ со‬‬ ‫‪١٥‬‬ ‫ص ‪ ١ ٥ ٥‬ﻳﻢ ‪ ٥‬ﺣﻴﻤﻢ‬
‫ﺻﻴﻢ ‪١٥‬‬ ‫ﻟﻪ اص‪٣ ٨‬‬ ‫ﺩﻟﻪ‬ ‫‪،٨ ٣ ٣‬‬ ‫‪٥٣‬‬ ‫‪٠١‬‬ ‫^ ^‪٥٣ ٥١ ٥٥‬‬
‫ﻫﺼﻴﻤﻴﻤﻠﻪح‪٥‬‬ ‫‪٥‬‬ ‫ﻫﺎ ص‬ ‫‪٦ ٦ ٩‬‬ ‫‪١٥‬ﺹ‬ ‫ﻟﻪ‬ ‫‪١٥١٥١٥‬‬ ‫‪ ٣‬ح‬ ‫ص ج ص اه^‬
‫حم ‪ ٨‬ﺍﺡ‬ ‫‪١٣‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬
‫ص‬
‫‪٠١‬‬

‫ﻟﻪ‬
‫ﺯﻩ‬

‫‪о‬‬
‫‪١٣‬‬

‫ﻅ‬ ‫‪٧١‬‬
‫‪Ü‬‬ ‫‪то‬‬ ‫‪го‬‬ ‫‪и.‬‬ ‫‪-а‬‬
‫‪с‬‬ ‫‪го‬‬ ‫د‬ ‫ﺡ‬
‫‪го‬‬ ‫‪ф‬‬ ‫•‪го‬‬
‫‪о‬‬ ‫ث ‪ го‬ﻩ ﺡ‬ ‫‪ГО‬‬ ‫ع‬ ‫اد‬ ‫‪сс о — ГО‬‬ ‫‪ГО‬‬
‫—‬ ‫—ت‬ ‫‪ГО‬‬ ‫‪ -‬؟‪٠١ ф ٤٠‬‬ ‫— ‪Ü ، . ٠١‬‬
‫‪٧١‬‬ ‫ةؤح ‪ 1‬ة‬ ‫|‬ ‫‪го‬‬ ‫‪،_ с‬‬ ‫س‪ — .‬ﺍ‬ ‫‪*0 Ф‬‬ ‫‪го‬‬
‫ع‬ ‫ﺗﺖ ‪0‬‬ ‫ﻩ ‪ ،‬ﺓﺡ ‪ГО ГО Ф ^ ^ г о О Ф © с‬‬
‫ﺑﺈ‬ ‫‪ —٠١N‬ﻟﻪ‬ ‫‪ го‬د‪+‬‬ ‫■‪0‬‬
‫— ^‬
‫‪ф ф‬‬
‫— ﻁ ‪ > сго ф . ،‬ذﺍ م‬ ‫‪го ф‬‬
‫— ‪ГО‬‬
‫© ‪© ф г о ^ е‬‬ ‫> ‪с‬‬ ‫ص‬ ‫‪ГОс‬‬ ‫—‬ ‫‪го а ٤-‬‬ ‫ط ‪го Ф‬‬
‫ﺿﻘﻪ ءﻫﺼ مب ﺎﻩ‬
‫‪ ٩ ٥ ٩‬دمم ﺚ <‬ ‫‪• ф ٠‬‬ ‫ﺩ‬ ‫‪Ф‬‬ ‫ﺀ‬ ‫^ ‪ГО‬‬ ‫‪_ ٧١‬؟ ‪Ф п е с - ф‬‬ ‫ال ﺩﻭﻩ‬
‫‪а‬‬ ‫___‬ ‫<‬ ‫ص‬ ‫‪CÛ Ü O‬‬ ‫— “ ‪ о -‬ﻃﺎ ﻟﺤﺎ ل ‪٥‬‬ ‫‪.‬ﻣﻣث ‪٦‬‬ ‫ﺩ ‪со ،0 ь‬‬
 ‫‪٣١٥‬‬ ‫ي‬ ‫ﻳﻢ‬ ‫ص‬ ‫‪،٠١‬‬ ‫ﻣﺢ \ م ‪ 0 0‬ا ‪ 0‬وت‪00‬‬ ‫ه ﻟﻪ ‪о‬‬ ‫ﻳﻢ ا ‪ 0‬اد ‪٨‬‬
‫‪٤0‬‬
‫‪٠١٥‬‬ ‫ص‬ ‫م‪CM00‬‬ ‫‪١٥ ١٥ ٠‬‬ ‫‪ ١٥ ١٥‬ص ‪о‬‬ ‫‪٣٤٨‬‬‫‪ООО‬‬
‫‪٠ ٣ CM CM‬‬
‫‪٩٦‬‬ ‫‪٩ ٩ ٦‬‬ ‫‪٩ ٦ ٦‬‬ ‫‪٩٦٩١٥‬‬ ‫‪٩ ٦٩٩٦٩٩‬‬ ‫‪١٥‬‬
‫‪OJCJ‬‬ ‫ﻳﺢ‬ ‫‪٠ ٠١٣‬‬
‫‪٣‬‬
‫م ‪١٥‬ص‬
‫^^‬
‫ح ﻳﻢ مص‬
‫ﺣﻠﻪ ‪٣‬‬ ‫‪١٥‬‬
‫‪٥ ٣٠١‬‬ ‫‪0١٥‬‬
‫ص‬ ‫■د‬ ‫‪٣‬‬
‫‪٠١٥ ٠١‬‬ ‫‪٦ ٠١٥‬ﻣﺢ ‪0‬‬
‫‪٤٨٠١‬‬ ‫‪٥‬‬
‫ﻳﻢ ‪0‬‬ ‫‪CM«-‬‬ ‫‪٣‬‬

‫‪٥١‬‬
‫‪٠١‬‬

‫ﺀ‬ ‫‪١‬‬ ‫‪٠‬‬ ‫‪о о‬‬ ‫صص ﻳ م ‪ о‬ا ه ‪٠١‬‬ ‫‪٣ ١ ١٥‬‬ ‫|د‬ ‫‪، ٠‬‬
‫ص ‪о о‬‬ ‫‪٠٤٨‬‬
‫ص‬ ‫‪٠ ٤٨‬‬ ‫‪ 0‬ﺑﻧﻬﺎ د‪٥١٥٣ ٤ ٨‬‬ ‫ﺣ‬ ‫د ‪٠١‬‬ ‫ﺑﻧﻪ ‪0‬‬ ‫ي ءت‬
‫‪٢^٣‬‬ ‫‪ ٠‬ﻳ م ‪ْ ٠١‬ﺎﻳ م‬ ‫ﻣﻠﻬﻣﺣﻳ م‬ ‫ﻟﻪ ‪١٥٠‬‬ ‫‪٤ ٨٠١‬‬ ‫‪٠١٣٠‬‬
‫م ‪٠‬‬ ‫‪—-‬‬ ‫‪N ٠ ٠‬‬
‫ﻫﺎ م‬ ‫‪٠١٠١٠٠١‬‬ ‫ﺑﻨﻴﻢ © ﺣﺢ‬ ‫‪٠‬‬ ‫‪٠١‬‬ ‫ﻳﻣﻳ م ْ‬ ‫ص ﻟﻪ‬
‫ي ﻳم‬ ‫ﻳﻤﺺ‬ ‫ﻳﻢ ‪٣‬‬ ‫‪٣ ٣ ٤٨ ٤٨‬ص‬ ‫‪١٥‬‬ ‫‪٣‬‬ ‫ا‪١٥٠٥‬‬ ‫‪ ٠‬ﻟﻪ‬
‫ﻳﻧﻠﻪ‬ ‫ﻟﻪ ‪ ٣ ٣‬ﻟﻪ‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪٨١٣‬‬
‫—‬ ‫‪٣‬‬
‫‪о‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪٥‬‬
‫‪٥‬‬
‫‪٩‬‬
‫‪٠ ٥ ٠‬‬ ‫ا‬ ‫‪٠ 1‬‬ ‫‪٠‬‬ ‫‪٠٠١٠١‬‬ ‫‪٠‬‬ ‫خ ‪о‬‬‫‪ ١٥‬ﻳﻢ ‪٣‬ص ‪، ١٥‬‬ ‫‪٣‬‬ ‫ﻫﻬﺎ ‪0‬‬ ‫ﻳﻣﻪ ‪0،‬‬ ‫‪0‬‬
‫‪٥‬‬ ‫‪٠٠‬‬ ‫ص‬‫ص‬ ‫‪١٥‬‬ ‫‪٤٨‬‬ ‫ﻳﻤﻬﺎﻳﻤﻤﺢ ^ ﻳﻤﻪ‬ ‫‪٤٨‬‬ ‫ﻫﻠﻪ ‪0‬‬ ‫‪٥ ٥ ١ ٥ ٥‬‬
‫‪٤٨‬‬ ‫‪٠١٥‬ءت‬
‫‪CN‬‬ ‫‪٦‬‬ ‫‪٩ ٤ ٩ ٩ ٩ ٩ ٦ ٩‬‬ ‫‪٩‬‬ ‫‪٩ ٩ ٩‬‬ ‫‪٩ ٩ ٦ ٩‬‬
‫‪٠،‬‬ ‫‪٠٠‬‬
‫‪٠٠‬‬ ‫‪^٠‬‬ ‫‪о‬‬ ‫‪00‬‬ ‫ﺣﻠﻬﻬﻬﺎﻫﺢ ‪ 0‬م‬ ‫‪٣‬‬ ‫^^ ‪١ ٥ ٥‬‬
‫‪١٥٠١٥٠‬‬ ‫ﻟﻪ‬ ‫‪١٥‬‬ ‫ﻟﻬﻴﻤﻬﺎ ‪ 0 0‬ﻣﺤﻠﻪ‬ ‫ﻟﻪ‬ ‫ال ) ﻫﻴﻢ‬ ‫ﻟﻬﻴﻤﺺح‪٥‬‬
‫د‬ ‫ﺻﺎﻫﺎ ‪ ٣‬ﻟﻪ‬ ‫ا‪٨‬ه‪٣‬‬ ‫ﻟﻪ‬ ‫‪٢-‬‬ ‫ﻟﻪ‬ ‫ﻟﻬﻤﻢ[ ه‬
‫\‪о‬‬
‫ره‬
‫‪٠١‬‬
‫‪о‬‬
‫‪го‬‬

‫‪*0‬‬
‫‪с‬‬
‫• ‪٤٨‬‬ ‫ا ﻟﻪ‬ ‫‪٠١‬‬ ‫‪٥ ٥ ٥ ٥٥ ٥٥٠١‬‬
‫^‪٥٥ ٥٥ ١٥ ٨ ٥‬‬ ‫‪١٥٠‬‬ ‫ه ﻳﻢ‪٠‬‬ ‫ﻟﻪ‬ ‫ﻣﺤﻴﻤﺺ' ﻳﻢ ا‬
‫ص‬ ‫‪٠١٠‬‬ ‫‪١٥‬‬ ‫ﻳﻢ ‪о‬‬ ‫‪ ٤٨ ٣‬ﻳﻢ ‪ о о ٤٨ ٠‬ﻟﻪ‪^ ١٥ ٤٨ о ٣‬ﻟﻪ‬ ‫‪٥‬‬ ‫‪١٥٠٣‬‬ ‫مدم‬ ‫‪ ٨‬ذم‬
‫م‬ ‫ﺀت ﻳ ﻢ‬ ‫ﻟﻪ‬ ‫د‬ ‫‪ ٩ ٩ ٦ ٦ ٩ ٩ ٦‬ه‪٦ ٦ ٦ ٩ ٦ ٩ ٦ ٩‬‬ ‫‪٣‬‬ ‫ﻣﺤﺼﺺ‬ ‫ﻳﻧﺣ‬ ‫د‪١‬‬
‫ه‬
‫»‬
‫ﻟﻪ‬ ‫‪١٥‬‬ ‫م‬ ‫‪١٥‬‬ ‫ﻳﻢ ‪٠ ٤٨‬‬ ‫دص‬ ‫ﺀ يص ‪٤٨ ٣‬ص ي‬ ‫ﻳﻢ ‪٠ ٠‬‬ ‫م‬ ‫‪٠ ٤ ٨٠‬‬ ‫‪٥٣٠٥‬‬
‫‪١٥‬‬ ‫‪٤٨‬‬ ‫‪٠‬‬ ‫‪١٥‬‬ ‫‪ 0‬ﻣﺒﻦ‬ ‫ﻫﺎﻣﻬﻤﻴﻤﻬﺎﻫﺎﻫﺎﻣﻤﻬﺎ ‪0‬‬ ‫‪٣‬‬ ‫‪٤٨‬‬ ‫^‪٤٨‬‬ ‫ه ‪ ١٥‬ﻟﻪ ي‬
‫‪٣ ٣ ٣‬‬ ‫‪٣٤٨‬‬ ‫ﻣﻤﻠﻪ‬ ‫‪ ٤٨٤٨ ١٥‬ال )‬ ‫و‬ ‫ص‬ ‫ﻟﻪ‬ ‫‪ ٣ ٣‬ﻓﻪ ﻟﻪ‬
‫ه‬
‫‪CL‬‬ ‫‪٠‬‬
‫‪٠‬‬
‫\‪о‬‬

‫‪٠١‬‬ ‫ص‬ ‫‪٣‬‬ ‫م ‪٠١‬‬ ‫‪٥ ٤ ٨ ٥ ٥ ٠ ٥ ٥ ٥ ٥ ٥ ٥ ١ ٨ ٥ ٤ ٨ ٥‬‬ ‫‪ ١٥‬م ي ‪о о ٣‬ص‪٤٨ ٤٨‬‬

‫;‬ ‫‪١٥‬‬ ‫‪٠‬‬ ‫‪о‬‬
‫‪٩ ٩ ٩ ٦‬‬
‫^‪٣ ٤٥ ٨‬‬ ‫ﻳﻬﻬﺎﻟﻬﺼﻬﺎﻫﻢ ! ﻫﺢ‬
‫‪٦ ٦ ٩ ٩ ٦ ٩ ٦ ٦ ٩ ٩‬‬
‫م ﻟﻪص ‪ о о‬ح ح ‪١٥ о‬‬
‫‪٩ ٩ ٩ ٩ ٩ ٩ ٦ ٦ ٩ ٦ ٩‬‬
‫‪٠١‬‬ ‫‪٩ ٦ ٩‬‬

‫ة‬
‫ا‪0‬‬
‫‪0‬‬
‫ﻟﻬﺼﻠﻬﻠﻪ‬
‫ﻣﻣﺣﻳ م ‪١٥‬‬
‫‪٤٨٣‬‬
‫ﻣﺤﺺ‬
‫ﻣﺣﻣﻳﻣﺑﻧﻳ م‬
‫^ ‪٣‬‬ ‫‪ ٣‬ﻳﻢ‬
‫ﺻﻪاه‪٨ ١٣٥١ ٣‬‬
‫ﻛﻳﻣﺻ‬
‫‪٣‬‬
‫ا ﻫﻪ ^‬
‫^ ‪)^ ٠ ٤ ٨‬‬
‫ح ‪ ٤٨‬ﻟﻪ‬‫ي^‬ ‫^‪٤‬‬
‫يص ‪٨‬‬
‫إل ج ﺀ ‪ ٠١١٥‬و ‪ ١٥о‬ج‬

‫ص‬
‫‪٠١‬‬
‫ﻟﻪ‬
‫‪о‬‬

‫‪ф‬‬
‫أ‬
‫ح‬
‫ال‬
‫‪го‬‬
‫‪го‬‬
‫‪5‬؟•‬
‫‪c‬‬
‫‪ro‬‬
‫ح‬
‫‪ÛC‬‬
‫ه‬ ‫ن‬ ‫ص‬
‫د‬
‫>‪го‬‬
‫— ‪о‬‬ ‫ه>‬ ‫ق‬ ‫‪с‬‬
‫‪X‬‬
‫ث ‪Г»О‬‬
‫ال‬
‫‪го‬‬ ‫‪٥‬‬
‫‪СИ‬‬

‫‪Ф Г О Ф‬‬ ‫ص‬

‫‪-‬‬ ‫—‬ ‫‪ФГОС‬‬ ‫—©‬ ‫‪Ф ! Г О‬‬ ‫‪го‬‬
‫‪ ro‬ﻟ ﺐ‬ ‫‪ :‬هص‬ ‫‪roc‬‬ ‫— ء‪Û ،‬‬ ‫‪о‬ص وآ ‪о‬‬ ‫ظ‬ ‫‪—— го‬‬ ‫‪(Л‬‬ ‫‪го‬‬ ‫‪j - j — r o 'o e‬‬
‫‪٥ ٠ ٠ ١© ،. * о‬‬ ‫—‬ ‫‪Ф‬‬ ‫‪ГО4-»ГООО)ФФ‬‬ ‫‪ф‬‬ ‫‪(Л‬‬ ‫دب ©‬ ‫د ‪о ■го — го‬ح‬
‫—‬ ‫‪ го‬ا‬
‫—‬
‫‪(Л‬‬ ‫‪roc‬‬ ‫‪ 3 Ü roc‬ص ﺀ‬ ‫‪C N‬‬ ‫‪сгого‬‬ ‫ع‬
‫^د ^‬
‫—‬ ‫ح»©©‬ ‫ﺣﺼﺤﺞﺀ <‬ ‫ﻫﻪ©‬ ‫ﺳﺎ ا‬ ‫آل —‬
‫ﺟﻤﻢ‬ ‫ع‬ ‫‪го‬‬ ‫‪го ф‬‬
‫ﻟﺐ‬ ‫ﻟب ‪.٠‬‬ ‫‪ÜO‬‬ ‫‪> с‬‬ ‫‪^ro‬‬ ‫‪.‬ﻟ ﺐ ‪ro‬‬ ‫ﻫﻤﺠﻬﺂﻫ إل دب © ءد » ‪го ф ф го с ٠١ Ü >с ф — о — го ф го — го‬‬ ‫>‬‫‪ C ü S O‬م‬
‫©‬ ‫‪го‬‬
‫‪٥‬‬
‫*‪ег о‬‬
‫ع ‪©3‬‬
‫‪о‬‬ ‫ا‬
‫‪NE‬‬ ‫ؤه §‬‫آ‬
‫ﻟﺼﻤﻢ ه ﺀ‬
‫ا ا ه‪ro‬‬

‫"‪ *-‬ن‬
‫— ‪ГОФ' О'ОГОО‬‬
‫‪с го o o r o - o r o N E ،. ، . с :‬‬
‫ﻣﻬﺎﻗﻤﻤﻤﻤ آل‬ ‫ﺳﺴﻬﻈﺪ ا‬
‫‪3‬م» ‪ 0 0‬دب ©‬ ‫©‪0‬‬ ‫‪ )0‬ﺗ ﻂ ©ث» ﺗ ﺖ ‪ 0‬ت ‪0‬‬
‫ﺧ ﻤ ﻤ ﻤ ﺤ ﺤ ﻜ ﻤ ﻢ—‬ ‫ﺋﺼﻬﺼﻪ >>‬
‫‪— ф с‬‬
‫‪о о‬‬ ‫‪٥‬‬ ‫‪Ü-‬‬
‫©‪roc‬‬

‫‪٦‬‬
‫ح‬ ‫>أه‬ ‫‪Ou-‬‬ ‫‪3‬‬

‫>‬ ‫‪ü‬‬ ‫‪z‬‬

 ‫‪103‬‬

‫ﺣم«م‬ ‫«!‬ ‫« ﻟﻪ ﻳ م ‪ ١٥‬ص ص ‪ ،٨‬ﻟﻪ‬ ‫ﻳﻣﻣﺢ ^ه‬ ‫‪ СО‬ﻳ م« ‪О‬‬ ‫ﻟﻪ‬ ‫‪١٥٠٢‬‬ ‫‪о CM ٢٠ ٧١ го 40 CM со‬‬
‫‪١- ٠١ со‬‬ ‫‪٧‬‬ ‫‪со со о ٠١ CM со •о ۴٠‬‬ ‫‪C0 04 OCM‬‬ ‫« م « ﻟﻪ‬ ‫ه‬ ‫‪٧‬‬ ‫ﻟﻪ‬ ‫‪Г^СУ\ЧОГОО»ОСМ‬‬
‫—‪ 1‬و ‪со‬‬ ‫ﻟﻪ‬ ‫‪٩ ٩ ٩ ٩ ٦ ٦ ٦ ٩‬‬ ‫ﻣﻬﺎﻣﺤﻢ‬
‫>‬ ‫‪ ١٥‬ﻟﻪ ﻟﻪ ‪١٥‬‬ ‫‪٩‬‬ ‫‪٧‬‬ ‫‪١٥‬‬ ‫‪٩ ٩ ٩ ٩ ٩ ٦ ٣‬‬ ‫‪СМ‬‬
‫«وص‬ ‫ه‬ ‫ﻟﻬﻬﺎﻟﻬﻬﻲ « ﻣﻴﻢ‬ ‫‪٢٥ ٣٠ CM ٠١‬‬ ‫‪ ١٥‬ﻳ م‬ ‫ﻟﻪ«‬ ‫ﻳﺞ‬ ‫ﻟﻪ‬ ‫‪٧‬‬ ‫‪ см ١٥ ١٠ CN40‬و ‪40 ١٥‬‬
‫ﻳﻣﻳ م‪ ،‬ﺣ م‬ ‫‪о‬‬ ‫ﺻﺣﻣﻳﻣﻬ د‬ ‫ﻟﻬﻣﻪ‪4‬‬ ‫‪ОЧООСМ‬‬ ‫‪٠٧‬‬
‫^‪٣٧‬‬ ‫إج‬ ‫‪٠١‬‬ ‫و‬
‫ح‪ ،‬ﺳﻣﻳ م‬ ‫‪٩‬‬ ‫‪١٥‬‬ ‫« ﻟﻪ^‬ ‫^^‪٣‬‬ ‫‪со‬‬ ‫ﻣﺣﺣم م‪ ٦‬ﺣ م‪٦ ٩ ٩ ٩‬‬
‫ﻟﻪ‬ ‫^‬ ‫وﻟﻪ‬ ‫‪٣ ٣‬‬ ‫»‬ ‫‪СМ‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫« ‪ ٧‬ص ﻟﻪ ‪٣٦‬‬ ‫‪١٥‬‬ ‫ﻟﻪ و ‪ ١٥‬ﻟﻪ ‪^ «١٥ со‬‬ ‫اه‬ ‫‪ о‬و‬ ‫‪ ١٥‬ﻟﻪ‬ ‫‪« ١٥ ٠‬ح)‬ ‫ذ‬ ‫و‬ ‫ه ‪ 0 4‬ﻣﺢ ‪١٥ 1‬‬ ‫•‪«-‬‬
‫‪١٥٣١-‬‬
‫‪ CM о ٣ ٧١‬و‬ ‫ﻟﻬﻠﻬﻴﻨﻬﺎﻫﺼﻪ‬ ‫ﻫﺞ «‬ ‫ﻟﻪ‬ ‫‪С34 ٠١‬‬ ‫‪ 0‬ا ﻟﻬﻣﺣﺑ ن «‬ ‫‪٣‬‬ ‫و‬ ‫‪о‬‬ ‫‪OOCNC3NC34OC0‬‬
‫‪٦ ٦ ٦ ٩ ٩‬‬ ‫‪٦ ٩ ٦ ٩ ٦ ٩ ٦ ٦ ٩‬‬ ‫‪١٥‬‬ ‫‪ ٣‬ﻟﻪ‬ ‫ص ‪ ٠١‬ﻳ م^‬ ‫‪٣‬‬
‫‪٠‬‬
‫‪٩‬‬ ‫‪٦ ٩ ٩ ٩ ٩ ٩ ٦‬‬
‫‪٠٠٠٠‬‬ ‫‪،‬‬
‫‪ о‬و ‪٣- со со‬‬ ‫‪ ٧‬ح ‪ ١٥‬و ﻳﻢ ‪ ٠١ ٠١‬و \ ‪о‬‬ ‫‪٠١‬‬ ‫ﻟﻪ ع‬ ‫« ه ‪ ١٥ ١٥‬ه‬ ‫»‬ ‫‪٠١‬‬ ‫‪го‬‬ ‫ﻟﻬﺣ و‬ ‫« ﺟ م ««‬
‫‪ ١٥‬ه‬ ‫‪ «١٥‬م>‬ ‫ص و ‪١٥ ١٥‬‬ ‫^‪١‬‬
‫ص « ‪٥٧‬‬ ‫و‬ ‫ﻟﻪ ‪٧‬‬ ‫»‬ ‫»‬ ‫‪٧‬‬ ‫‪٣‬‬ ‫‪٧‬‬ ‫»‬ ‫‪о‬‬ ‫‪١٥‬‬ ‫ﻣﻬﺣﻣﻠﻪ‬ ‫ﻣﻣﺢ ©ا‬
‫ﻟﻪ ‪ ٧ ٧‬ص ‪١٥‬‬ ‫ﻟﻬﻤﺤﺼﺼﻴﻤﻤﻪ «د‬ ‫‪٧‬‬ ‫ﻟﻪ ﻟﻪ‬ ‫‪^ ٣ ٠ ١ [٨ ٨ /‬‬ ‫ﻟﻪ‬ ‫د‬ ‫ﻳﻴﻢ ‪ ٩‬ﻳﻢ ‪« ٩ ٩‬‬
‫‪о‬‬ ‫^ ‪٣٦‬‬ ‫« ‪٣‬‬ ‫«‬ ‫‪,٣‬‬ ‫‪٣‬‬ ‫‪٢‬‬‫‪٨‬‬
‫‪٠١‬‬ ‫ﻟﻪ‬
‫‪٠١‬‬

‫ﻣﺢ^«دﻟﻪ‬ ‫«‬ ‫ﻣﺢ‬ ‫‪٠١‬‬ ‫‪٢٠١٥‬‬ ‫^ ‪٠١ ٣‬‬ ‫« و•‬ ‫» ‪١٥٨١‬‬

‫‪٣٣٣^٧‬‬ ‫‪ о ٣ ١ ٥ ٣‬ﺻم ‪ 0‬م‬ ‫« إه‬ ‫« ‪٣ ٥‬‬ ‫‪٠١‬‬ ‫‪٢٨٢٠٩‬‬ ‫ص م© هء ‪го‬‬ ‫‪٧١٥٢٨‬‬
‫‪٦٩٦٦٦‬‬ ‫‪٦ ٦ ٩ ٦ ٩ ٦ ٩‬‬ ‫ج‬ ‫ص ﻟﻪ‬ ‫‪٣١٥٣‬‬ ‫‪١٥‬‬ ‫‪٠ ٠ ٠٩٦‬‬
‫‪с с‬‬
‫ﻫﻣﻣﺣﻠﻪ‬ ‫ﻟﻪ ‪4‬‬ ‫ﺣﺻﻣ م « ﻟﻪ «‬ ‫آه‬ ‫‪٠١٠١‬‬ ‫‪« ٠١‬‬ ‫ج‬ ‫‪«٠١‬‬
‫ﻳ م ﻟﻪ ‪٧‬‬ ‫‪«٣١‬‬ ‫ؤ‬ ‫ص‬ ‫» »‬ ‫«‪١٥٧‬‬ ‫ص‬ ‫«‪٥٧‬‬
‫«‬
‫ﻣﻣﺣﺢ‬ ‫م «‬ ‫ةص‬
‫ةﺳﻣﻘﺗﺄآ‪0‬‬ ‫‪١٥‬‬ ‫‪ ١٥‬ص‬ ‫و ص ‪١٥‬‬ ‫‪ CM‬؛ه‬ ‫‪ со‬و ‪٠١‬‬
‫ﻟﻨﺎ‬ ‫ﻩ‬
‫ص‬
‫‪٠١‬‬

‫ﺻﻳﻣ م‬ ‫ح‪،‬‬ ‫ﺻﻴﻤﺼﻠﻬﻠﻪ‬ ‫ﻫﺎﻣﺢ ‪٣‬‬ ‫ﻟﻪ‬ ‫‪»٧‬‬ ‫^« ‪٧‬‬ ‫ص‬ ‫«‬ ‫‪1‬‬ ‫‪٠١٠١‬‬ ‫‪« ٥ ٥ ٧‬‬ ‫‪٠١‬‬
‫‪« ٣١٥‬‬ ‫م‬ ‫ﻟﻬﻠﻬﺻﻳﻣ م‬ ‫ﻫﺑ ن «‬ ‫«‬ ‫‪٠١٠١‬‬ ‫ﻣﺢد‪٣‬‬ ‫‪٠١‬‬ ‫« و‬ ‫‪»١٥‬‬ ‫‪٧‬‬ ‫‪١٥‬‬ ‫ﻟﻪ ‪^٧‬‬ ‫‪١٥‬‬
‫‪٦٦٩‬‬ ‫‪٩‬‬ ‫ﻣﺣﻣﻠﻬﻣﺢ‬ ‫م ‪«« 0‬‬ ‫‪٩‬‬ ‫‪٩٩‬‬ ‫»‬ ‫»‬ ‫‪ ٥١‬ﻳ م‬ ‫‪٩٦٩٦‬‬
‫ﺑ ﻨ ﻬ ﺎ ﻳ ﻰ « ﺣ ﻠ ﻪ ‪ .‬أو‬ ‫‪٣١‬‬ ‫‪ ١٥‬ص‬ ‫ﻳم و‬ ‫‪٥٣‬‬ ‫و‬ ‫‪ ١٥‬ﻳﻢ‬ ‫««‬ ‫د‬
‫‪о ١٥ ١٥‬‬ ‫‪٠١‬‬ ‫ﺻﻬﺎ<‪>.‬ﻣﺢ‬ ‫« دم ««‬ ‫‪٨‬‬ ‫« ‪٣‬‬ ‫ﺀ ع‬ ‫ن‬ ‫ﻳ م «‬ ‫‪ ٠١‬ﻟﻪ‬ ‫‪о‬‬ ‫ه ‪ ٣٦ ٣‬ﻟﻪ‬ ‫د‬
‫‪« ٧‬‬ ‫««‬ ‫‪٣ ٠ ^ ٣١٥٠١‬‬ ‫«‬ ‫‪٦٦‬‬ ‫«« ﻟﻪ‬ ‫‪» ٨١٧٨‬‬ ‫‪/‬‬ ‫‪٣١٥١٥٣‬‬ ‫‪со‬‬
‫‪٧٠‬‬

‫ﺻﻳﻣﻳ م ﻣﺣﺎﻣﺣﺣص‬ ‫ﻫﺎﻳم «ﻣﺢ « «‪0 0‬‬ ‫صاو‬ ‫■‬ ‫ص‬ ‫|و • ‪ ٥١‬ﻳ م‬ ‫‪١٥‬ﻟﻪ ا‬
‫‪٧‬‬ ‫«‬
‫‪١٥‬‬ ‫و‬ ‫‪ ٠‬ص ﻟﻪ ‪٧ ٠١ о‬‬ ‫ﻳﻣﻳم‪٣‬‬
‫ﻣم‬ ‫‪٠١‬‬ ‫‪٠١‬‬ ‫‪٧‬‬ ‫‪»٣‬‬ ‫ذ‬ ‫« د‬
‫‪ ٢٨ ٦ ٩ ٩ ٩ ٩ ٩ ٦ ٩ ٩ ٨ / ٩‬ﻋﻣﺢ ‪٣‬‬ ‫»‬ ‫‪٠١‬‬ ‫^ﻳ م‬
‫م‬
‫ص‬
‫‪»٠4‬‬
‫‪ ٠١‬و‬
‫‪٣٥٣‬‬ ‫ﺑﻧﺢ ‪ 0‬ﻣﺣﻣﺢﻣﺣﻣﺣﻠﻬﻣﺣﺣﻣص «‬ ‫د»ﻣﺢ‬ ‫»‬ ‫‪٠١‬‬ ‫‪»٣‬‬ ‫و‬ ‫» »‬
‫‪٠١٧٧‬‬ ‫ﻟﻪ‬ ‫‪ 0‬ص« ﻟﻬﻬﺎ ح‬ ‫‪١٥٣٧٨٠١‬‬ ‫‪١٥‬‬ ‫»‬ ‫‪ ٣‬ﻟﻪ‬ ‫‪١٥‬‬ ‫« ﻟﻪ‬
‫ﻟﻪ ﻟﻪ«‬ ‫ﺻﻪ‬ ‫ﻟﻬﺢ ‪« 0‬‬ ‫ﻟﻬﻠﻪ « ﻫﺎ م‬ ‫‪٧‬‬ ‫د‬ ‫» ‪١٥‬‬ ‫وو‬ ‫«‬
‫د‬ ‫«‬
‫ص‬ ‫ﻟﻪ‬

‫©‬

‫»‬

‫‪٠١‬‬ ‫‪СС‬‬
‫ﻡ‬ ‫‪СС‬‬ ‫»‬
‫‪К‬‬

‫>‪т‬‬
‫م‬
‫‪٢٠‬‬ ‫©‬
‫‪а‬‬
‫‪го‬‬
‫‪ГО‬‬
‫‪© ro c‬‬
‫|ق‬
‫ه‬ ‫‪ГО‬‬ ‫‪،.‬‬ ‫ت|إق‬ ‫‪,‬‬ ‫>> ‪сс‬‬ ‫‪£‬ه‬ ‫ه ‪Q‬‬ ‫‪— го‬‬
‫‪p‬‬ ‫آل‬ ‫‪ © с‬ت‬ ‫‪с‬‬ ‫© ‪٠‬‬ ‫©‬ ‫‪го о‬‬ ‫©ا © « ط‬
‫‪٢٨‬‬ ‫©‬ ‫‪— Ü го‬‬ ‫— © ‪ с го‬ﻣال‬ ‫©‪с с‬‬ ‫‪P Ü ©г о с т а‬‬ ‫ط‬ ‫—ت‪©го‬‬‫‪0 ro c‬‬ ‫‪>> с ГО го © ٢٨‬‬
‫‪p‬‬ ‫‪٠‬‬ ‫‪С‬‬‫د‬ ‫‪го‬‬ ‫ح ‪»٥‬‬ ‫— ‪— ٢٠ © с‬‬ ‫•‪го‬‬ ‫‪О © © СП‬‬
‫—‪Е Г‬‬ ‫ح ي‬ ‫© ‪« > с ٠١ о с —• г о‬‬ ‫— ء‬
‫©‬
‫—‬ ‫ء‬ ‫‪Р‬‬ ‫آل >‬ ‫ا ‪— ГО‬‬ ‫— ‪٢٠ а C P‬‬ ‫‪го© < ©г о‬‬ ‫‪© — го‬‬ ‫ﻣﻣم‪.‬ا ط ه ‪ го го‬؟ ‪го с‬‬
‫‪ с‬ءذ ت ء ‪N‬‬ ‫‪» г о‬‬ ‫© < ©‬ ‫ع©ه ‪Р го‬‬ ‫اس « ﻗ ﺚ < ﺣ ﻪ‬ ‫؟ز‬
‫©‬ ‫© «‬
‫ع©ت — © ‪со‬‬ ‫‪£‬‬
‫ء _‪ ü‬ط طﺎ‬
‫© © ‪ГО‬‬
‫در ‪٢٠ к‬‬ ‫ه‬ ‫‪)U‬‬
‫‪-‬ل‬ ‫‪—٦‬‬ ‫ى ﻃ ﺎ ق‪ « -‬ﺗ ﻴ ﻦ ‪، 0‬ﻣ ﻢ‬ ‫‪го т *o‬‬ ‫ى ه>‬ ‫— —‬‫ث ‪ Z‬ﺀث — «ال‬
‫‪٢٠‬‬
‫ه‬ ‫‪ü‬‬ ‫ال‬
 ‫‪104‬‬

‫ﻟﻪ‬ ‫وت ‪ ٠١‬وت‬ ‫‪٠٣‬‬ ‫ﻟﻪ‬ ‫‪،٨‬‬ ‫^^‬ ‫^^ ‪١ ٥‬‬ ‫‪١٥‬‬ ‫‪о‬‬ ‫‪союсо‬‬ ‫‪٢٠٦ ٢٢٠ 1 ٢‬‬
‫ه‬ ‫^ ‪٣ ٥‬‬ ‫‪^ ٣ ٥‬‬ ‫‪،٨‬‬ ‫‪о ٣- со о о‬‬ ‫د‬ ‫‪٢٨‬‬ ‫‪ГО‬‬ ‫م‬ ‫‪٣‬‬
‫‪٦‬‬ ‫‪٦ ٦ ٦‬‬ ‫‪^ ٦ ٦‬‬ ‫‪٦‬‬ ‫‪٦٦٩٦٦‬‬ ‫‪о‬‬ ‫‪го‬‬ ‫‪٩٩٦‬‬ ‫ة‬ ‫د‬ ‫‪٠١‬د‬
‫‪٠١‬‬
‫‪٠١‬‬ ‫ﻟﻪ‬ ‫‪١٥١٥٥١‬‬ ‫‪٥١٥‬‬ ‫‪ го‬مي ‪٠١ ٣- го‬‬ ‫ﻟﻪ ‪٢٠٠٠١‬‬ ‫‪١٥‬‬ ‫م‬
‫‪о‬‬ ‫‪О‬‬ ‫ﺹ ‪ ١٥‬ﻟﻪ‬ ‫‪ со‬وت‬ ‫ة‬ ‫‪،٨ ٥ ٠ ١ ٢ ٨ ٠ ١‬‬ ‫‪ 0‬ﻟﻪ ‪0‬‬ ‫‪٢٥١‬وت‬
‫‪٥‬‬ ‫‪ГО ١٥‬‬
‫‪00‬‬ ‫‪،٨١٥‬‬ ‫‪00‬‬ ‫‪٦ ٨^^ ٩ ٦‬‬ ‫‪СО‬‬
‫‪٠‬‬ ‫م‬
‫‪٣‬‬ ‫^ ‪٣‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫ﻟﺺ‬ ‫ا ﻟ ﻠ ﻪ ‪٠٠١‬‬ ‫‪٥‬‬ ‫‪،٨‬‬ ‫ﻣﺼﺪ‬ ‫‪ ٨‬ﺍﻫﻬﺎ‬ ‫‪١٥‬‬ ‫ﺻﻬﻞ » ﻫﻬﺎ م‬ ‫‪٢٧٣‬‬ ‫ﻫﻬﻬك‬ ‫<‬ ‫ي ‪ ٨‬ا ﻣﺢ ‪ ٨‬ا ﻳﻢ‬
‫‪٣٥‬‬ ‫‪ ٠١‬ص ‪٠‬‬ ‫‪٥‬‬ ‫م‬ ‫ده‬ ‫ﻫﺎ‬ ‫‪ ٣‬ﻡ ‪٥‬‬ ‫‪،٨‬‬ ‫‪،٨ ١ ٥‬‬ ‫مح ﺢْ ﺎ ‪١٥‬‬ ‫‪^٥‬‬ ‫ﺻﻣﻳﻣﻲ‬ ‫ﻫﺎﻟﻬﻜﺒﻦ [ ه‬
‫ﻟﻪ‬ ‫‪ ٤٨ ٤٨‬ص‬ ‫‪٥‬‬ ‫‪٩ ٦ ٦ ٦ ٦ ٦‬‬ ‫‪٩٩‬‬ ‫‪٩ ٦ ٩ ٦‬‬ ‫‪٩ ٦ ٩ ٦ ٦‬‬
‫‪٠‬‬ ‫‪«Ч‬‬ ‫‪٠،‬‬ ‫‪٠٠‬‬
‫د‪٠٠٦‬‬ ‫ﻟﻪﻣﻳﻣ‬ ‫‪0‬ﻡ ‪٠٥‬ﺹ‬ ‫ه ‪٣ ١٥‬‬ ‫‪٠٦‬‬ ‫‪ 00‬وت‬ ‫ﻟﻬ د ‪ -‬ﺛﺗﻪ‪4‬‬ ‫‪٠٦ ،٨‬‬ ‫‪٣٦١٥٠١١٥‬‬ ‫ه ‪ 0،‬ﻳ م ‪١٥ ГО‬‬
‫‪٨٠‬‬ ‫ﻟﻪ‪٥ ١ ٨٥‬‬ ‫ة‬ ‫‪١٥ ،٨ ،٨‬‬ ‫^ ‪١٥‬ﺹ‬ ‫وت‬ ‫^ ‪٣ ٣ ١ ٥ ٣ ٥‬‬ ‫ص ﺑﻢ‬ ‫^ ‪،٨ ٥ ٣‬‬ ‫‪١٥١٥٣٥٣٦‬‬
‫‪٣ Г0‬‬ ‫‪،٨٣٣‬‬ ‫ﻳم‬ ‫‪٢٠‬‬ ‫ﺑﻧﻠﻪ ا‪٨‬‬ ‫م ‪ ١٥‬ﻟﻪ‬ ‫‪٢٠‬‬ ‫ﺻﻳﻣﻣﻳﻣ م‬ ‫ه‪،‬‬ ‫‪٠١٣‬‬ ‫‪ ГО‬مب ﺩ ﻟﻪ‬ ‫‪ ،٨‬م ص^ م>‬
‫ه‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪٥ ٣‬‬ ‫هلهلحص‬ ‫ﻫﻪ ]‬ ‫وت‬ ‫ا ص م‪ ١ ٣‬ﻫﻳﻣﺑ ا‪٨‬‬ ‫ﻫﺎ م> ﻫﺎ‬ ‫ﺑﻨﻠﻪ ‪٨‬ا ﻟﻪ ‪ ٣‬ﻟﻪ‬
‫ﺻ ث>‬ ‫^‪٣١ ٥٥‬‬ ‫^ ‪٥‬‬ ‫‪٢٧‬‬ ‫م؟ ﻫ ﻳ م ؟ ﻣﻣﺣ م‬ ‫‪ 00‬م‬ ‫‪٣ ٣‬‬ ‫‪،٨‬‬ ‫ﺻﺼﻬﻬﻢ ‪ ،‬ﻩ‬
‫‪٥ ٣‬‬ ‫ﻣ مي ﻠﻬﻠﻪ‬ ‫‪٥٠١‬‬ ‫ﻟﻪ‬ ‫‪٣ ٣ ٣ ٥ ٤ ٨ ،٨‬‬ ‫‪00‬‬ ‫‪١٥‬‬ ‫‪١٥١٥‬‬ ‫‪١٥‬‬ ‫ﺹ ‪٨ ٣ ٥‬ﺍميﺺ‬
‫وت ‪ о ٣-‬وت ‪ ٢٠‬ﻟﻪ‬ ‫‪٣‬‬ ‫ﺹ ﻟﻪ ﻟﻪ‬ ‫ص[ ﻫﺺ^‪ ،‬ﻫﺎ ح‬ ‫ج ‪٢٧‬‬ ‫‪٢٧١٥‬‬ ‫مي‬ ‫ﺻ ﻬ ﺼ ﻠ ﻬ ﺺ‪ 1‬ه‬
‫إ‬ ‫ﻟﻪ‬ ‫^‪٥٠ ١٥‬‬ ‫م ‪٠١‬‬ ‫ﺩ‬ ‫^ ﻟﻪ ^‬ ‫‪٥‬‬ ‫ص ‪ ٨‬ﺋﻤﻤﺤﺼﺺ‬ ‫‪٣١٥‬‬ ‫‪٥١‬‬
‫ﻟﻳ م‬ ‫‪٨١‬‬
‫^‪٠١٥‬‬ ‫‪٠١٢٠‬‬ ‫وت‬ ‫‪ ٠١‬د ص‬ ‫‪،٨‬‬ ‫ﻟﻪ ‪٣ ٠ ١ ٢ ٠ ٣ ٢ ٠‬‬ ‫ﻟﻪ ‪٢‬‬ ‫‪٨١٥‬‬ ‫م‬ ‫ا‪ ، ٨٨‬ﺑﻨﻠﻪ ا‪٨ ٥‬‬
‫‪со‬‬
‫‪Lü‬‬ ‫‪٠١‬‬
‫‪со‬‬
‫‪٠١‬‬
‫‪О‬‬

‫‪го‬‬
‫‪٦٥‬‬

‫‪٦٥‬‬ ‫ﺣ ﻠ ﻬ ﻴ ﻰ‪ 1‬ﻫ ﺺ‬ ‫ه§‬ ‫ﻟﻬﺢ>‬ ‫ﻟﻪ‬ ‫‪ ٥ ٥‬ﺹﻭﺕ ‪٤٨ ،٨‬‬ ‫م ﻟﻪ‬ ‫ﻣﻠﻬﺴﻪ ‪ ،‬ﺹ ‪٠١‬‬
‫د‪٥‬‬ ‫ه ص‪ ١٥‬ﺣ‬ ‫و‬ ‫ﺩﻟﻪ‬ ‫ﻫﺎﻟﻪ ‪ 0‬مي‬ ‫‪٣ ٧١‬‬ ‫ص ‪،٨‬‬ ‫هل ﺎ‪СО‬‬
‫‪٩ ٦ ٦ ٩ ٦‬‬ ‫‪٦‬‬ ‫‪٦ ٦‬‬ ‫و‬ ‫‪٦ ٩ ٩ ٦‬‬ ‫‪٩ ٦‬‬ ‫‪ ٠١‬م‬ ‫ﻡ ‪٨‬ﺍ ‪،٨‬‬
‫‪٠٠٠١‬‬ ‫ي‬ ‫ﺹ ‪٥‬ﺹ ‪٠١‬‬ ‫ﻳ م ^ ‪٢٧‬‬ ‫‪١٥ ،٨‬ﺹ‬
‫‪ ١٥‬ﻳ ﻢ‬ ‫ﺑﻧﻳﻣﻊ ‪١ ٥ ٣‬‬ ‫م‬ ‫ص‬ ‫مب ‪٠١‬‬ ‫‪١٥‬‬ ‫ج‬ ‫‪٣١٥٥٥١‬‬ ‫ح) ‪٣‬‬ ‫ﻟﻪ ‪ ^ ٢٧‬ﺹ ‪١٥‬‬
‫ﻟ ﻬ ﻴ ﻤ ﻲي ‪٢‬‬ ‫ﻳﻢ‬ ‫ﺹ ﻟﻪ‬ ‫ﻟﻬﺑﻧﻳ م <» ﺹ‬ ‫‪١٥٥‬‬ ‫‪٠١‬ﺹ ‪١٥‬‬
‫؛‬
‫‪٢٠‬‬
‫ص‬
‫‪٠١‬‬
‫ح‬

‫‪١٥‬‬ ‫ﺩﻟﻪ ‪٣ ٠ ١‬‬ ‫ﺹ‪٥٤٨‬‬ ‫‪٣٠١٥‬‬

‫ﻟﻪ ‪٠١‬‬ ‫ا‬ ‫‪ ١٥‬اا ص ‪١٥‬‬ ‫‪٣١٥‬‬
‫‪ ٥ ٣‬ﻟﻪ اا ‪ ٥‬ﻟﻪ‪٠ ١‬‬

‫إ ء‬
‫م‬ ‫ص‬ ‫‪١٥٤٨٣٠١‬‬ ‫‪ ٥١‬ﺑ م ^‬ ‫‪ ٥‬ﻟﻪ ‪٣‬‬ ‫م‬ ‫‪^٥٥‬‬ ‫ﺻﻣﻳ م ‪٤ ٨‬ﻫﺎ‪٥‬د‪٣‬‬
‫‪٩‬‬ ‫‪٩ ٦ ٩ ٦‬‬ ‫‪٩ ٩ ٦‬‬ ‫‪٣٠١٥‬‬ ‫‪٠١‬‬ ‫‪٨٥‬‬ ‫م‬ ‫‪٩‬ﻳ م‪٩١٥٦‬‬ ‫‪٥^٠‬‬
‫‪٠‬‬
‫ﻟﻪ‬ ‫‪ ٣ ،٨ ٣‬ص‬ ‫ي د ^‬ ‫ﺑ م ‪ ٠١‬ﻟﻪ‬ ‫‪٠١‬‬ ‫‪ ٥‬ﻟﻪ‬ ‫‪٠‬‬ ‫‪١ ٥٠١٣‬م ‪٠‬‬ ‫ﻳ ﻢ ْﻤﺢ‬
‫ه‬ ‫‪٠ ٠١ ،٨ ٥‬‬ ‫\ ‪^ ٠١0‬‬ ‫‪،٨٠٠‬‬ ‫‪٣‬‬ ‫‪،٨٠‬‬ ‫‪٣‬‬ ‫‪ ٠٥‬م‬
‫ﺻﺪ‬ ‫‪٠٣٣‬‬
‫ﻳ م م ‪ ٠١‬ص‬ ‫‪ ٤٨ ،٨‬و‬ ‫ص‬ ‫ﻳ م ‪٧١‬‬ ‫^‪٠‬‬
‫‪٢‬‬ ‫ص ه ﻟﻪ‬
‫‪о‬‬ ‫ﺗﻪ‬ ‫ﻟﻪ‬ ‫‪٣‬‬
‫‪٠‬‬
‫‪٠١‬‬

‫‪со‬‬
‫ﻟﻪ‬

‫‪H‬‬

‫‪ф‬‬
‫ه‬

‫‪СС‬‬
‫‪ce‬‬ ‫‪сс‬‬ ‫©‬ ‫‪CC‬‬ ‫‪٥‬‬
‫‪Lu‬‬ ‫‪Lu‬‬ ‫‪ГО‬‬ ‫‪ГО‬‬ ‫‪Lu‬‬ ‫‪٦٥‬‬ ‫‪٦٥‬‬
‫صن‬ ‫©‬ ‫‪с‬‬ ‫‪с‬‬
‫ص‬ ‫‪٠١‬‬ ‫‪го‬‬ ‫‪ГО‬‬
‫‪го‬‬ ‫‪ГО‬‬
‫‪< « © n٠١‬‬ ‫©‬ ‫(‬ ‫‪ГО‬‬
‫‪Ф Ф‬‬
‫‪CC‬‬ ‫ح‬ ‫‪го -‬‬ ‫‪roe‬‬ ‫أ‬
‫‪ ф с‬ﻟﻪ‬ ‫‪٢٠‬‬ ‫‪-‬‬ ‫ء ‪Ф‬‬ ‫_ م‬ ‫© د ©‬ ‫‪^ф‬‬
‫|إة‬ ‫‪с с с‬‬ ‫©‪го‬‬ ‫©‪го‬‬ ‫©ه‪©٢٠‬د‬ ‫‪ го ^ СФСФ‬ن ( ﻩ‬
‫‪ :‬د ‪ го‬ع ‪го‬‬
‫د‪+‬‬ ‫‪—Ф Ф С‬‬ ‫‪٤‬‬‫‪٠‬‬‫س‪.‬‬‫ﻟﻪ‬
‫ﺣﺎﻣده‬ ‫‪го ф ф‬‬
‫‪ с‬ﺗﺎ —‬
‫—‪го го ٠‬‬ ‫‪Ф ГО‬‬ ‫‪ с Ê‬د<‬ ‫‪>- ГО‬‬ ‫‪Ф‬‬ ‫ﻟب‬ ‫‪٠١ с‬‬
‫‪ ٠٠ < а е г о N a ГОГО،‬ا‬ ‫^ ‪г о ^ г о ^ ^ е‬‬ ‫‪с — го‬‬ ‫‪ с го‬ج‪ -‬ص ة‬
‫آ|| د‬
‫— ‪о‬‬ ‫‪ го © о. со‬ﻟب ©‬ ‫و‬ ‫ﻣﻣن‪ф ،‬‬
‫‪-‬‬ ‫ج ؛‬ ‫‪ -‬؛‬ ‫‪Ф+4ГОФ‬‬ ‫^© ‪3‬‬ ‫‪ф —، ٠ Ф‬‬ ‫©‬
‫— ‪ Ф ٠ ١‬د ‪ ٦٥‬ال‬
‫‪ ь-‬ظ* ‪o‬‬ ‫م‬ ‫‪CÛ L u‬‬ ‫‪ со ٥ >٦‬ء‪о — ٦ ،‬‬ ‫د ‪Ü‬ﻃﺎ ط‬ ‫ﺣ ﻤ ﻤ ﺘ ﺖ~ ‪.‬‬‫_‪ < и‬د ‪٦‬‬ ‫ت‪-‬‬
‫—‬ ‫‪О‬‬‫‪٥ ■Ф> CÛ LJ U-‬ﺙ‪ 0‬ﺀ ط ئ ‪ го‬ﺗ ﺖ “ اﻣ ﻢ ﺀ‬
‫‪ф‬‬ ‫‪ф‬‬
‫‪CL.‬‬ ‫‪со‬‬ ‫‪со‬‬ ‫‪со‬‬
 ‫‪105‬‬

‫‪ ١٥‬ﻟﻪ ! ص ‪١٥‬‬ ‫ﻣﻤﺢ‬ ‫‪0‬‬ ‫‪،٨٠١ ٤٨ ٢٠‬‬

‫‪ООО‬‬ ‫‪٠١٤٨‬‬
‫ﻳﻢ »‬ ‫‪ 00‬ﻟﻪ ‪٥١‬‬ ‫ﻳﻢ‬ ‫م ‪ 0‬ﻳﻤﻠﻬﺪﺳﻢ‬ ‫ج ﻟﻪ‬
‫‪،٨‬‬
‫^‪٤٨‬‬ ‫‪٩‬‬ ‫‪٩ ٩ ٩ ٩ ٩ ٩‬‬ ‫‪٢٠‬‬
‫‪00 ٩‬‬ ‫‪٩٦‬‬
‫ﻳﻢ‬ ‫‪٥١‬‬ ‫ﻳﻢ ‪0‬‬ ‫م ﺗ ﻪ؛ »‬ ‫ﻟﻪ‬ ‫ﺣ ﻠ ﻬ ﺤ ﻲ‪ 1‬ه‬ ‫^‬ ‫‪0‬ا‬ ‫ج‪CM‬‬
‫د \‪0‬‬ ‫‪ ٠‬د ‪١٥‬‬ ‫‪00‬‬ ‫ﻳ ﻢ ‪ 0 0‬ا ‪ 0‬ا ا‪ 0‬م‬ ‫ﻳﻢ‬
‫‪٢٠ СЛ‬‬ ‫ص ‪٤٨‬‬ ‫د ﻳ ﻢ ﻟﻪ‬ ‫دو ن ‪١٥٣١٥ ١٥‬‬ ‫‪٠‬‬ ‫‪٤٨٦‬‬
‫ﻟﻪ‬
‫ت‪)١‬‬
‫‪٠١‬‬

‫ه‪٠١‬‬
‫ﻣﺢ‪١‬‬ ‫ﻳﻢ‬ ‫ﻣﻤﻬﺎﻫﺎ‬ ‫‪ ٤٨١٥‬ا ﻳﻤﺺ ‪ 0‬ﺻﺺ ‪0‬‬
‫‪٠١‬‬ ‫‪ ٥‬ا ﻳﻨﻤﺢ‬ ‫‪٤٨‬‬ ‫ﺣﻬﻤﺤﻠﻪ‬ ‫ا ﺑﻦ ‪ ٥‬ا‬ ‫^‪ ٤٨‬اده‪٥ ٨‬‬
‫ﻟﻪ‬ ‫‪٦ ٦ ٦‬‬ ‫‪٩‬‬ ‫‪٩ ٦ ٩ ٩ ٩ ٩ ٩ ٩ ٩ ٩‬‬ ‫‪٩ ٩‬‬
‫‪0‬م ص ﻳ ﻢ‬ ‫ﻳﻢ ‪ ٨‬ا ﻳﻢ‬ ‫‪٠١‬‬ ‫ﺻﻤﺤﻢ ‪٣ ١ ٥‬‬ ‫‪ ٣‬ﻫﺺ ‪١ ٥ ٣‬‬ ‫ﻟﻪ ^‬
‫م ‪ ٣‬ﻟﻪ‬ ‫‪٠‬‬ ‫‪١٥‬‬‫^‪٠‬‬ ‫‪о‬‬ ‫ﻫﻠﻬﺒﻨﻤﻤﺤﻴﻤﻤﺢ‬ ‫ﻳﻤﻠﻪ ^‬ ‫‪ 0‬ﻳﻢ‬
‫ﻣﺢ ‪ 0‬ﻳﻢ‬ ‫ﻳﻤﺼﻠﻪ‬ ‫ﻳﻢ‬ ‫ﻫﺎ‬ ‫ﻟﻬﺼﻬﺎﻳﻤﺪﻳﻤﻤﻴﻢ ‪0‬‬ ‫‪٥٤٨‬‬
‫ه‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪о‬‬
‫‪٥‬‬ ‫ﺻﻢ “آ‬ ‫ﻟﻪ ^‬ ‫ص ﻟﻪ‬ ‫‪ ١٥‬ه ﻳﻢ ح ﻟﻪ ‪٣ ٤٨‬‬ ‫^ ‪о‬‬
‫‪٩‬‬ ‫‪^ ٤٨‬ه‬ ‫‪о‬‬ ‫ﻟﻪ ‪٣‬‬ ‫د ‪ ٠١٣ ٠ о ٤٨ ١٥‬م ي‪٤٨ ٤٨‬‬
‫‪٩ ٩ ٩‬‬ ‫‪٦ ٩‬‬ ‫و ﻳﻢ ﻳﻢ ‪ ٣ о‬ﻟﻪ ﺀ ‪ ٣‬ﻳ ﻢﻳ ﻢ ‪٣‬‬
‫ه‬
‫‪٤٨‬‬ ‫ﻟﻪ‬ ‫‪٣١٥‬‬ ‫‪CM٠١ ١٥ CM‬وت ‪^ ٠ ٠ ١ ٥ ٥ ٣ ) ■٠١‬‬
‫ﻟﻪ‬ ‫و‬ ‫‪٤٨٤٨‬‬ ‫ص‪٠١٥‬‬
‫ﻣﺢم•ا‪٥‬‬
‫ﻳﻢ ﻟﻪ‬ ‫ﻫﺎ ‪ 1‬ه ‪٤ ٨ ٥ ١ ٥‬‬ ‫ﻫﻴﻤﻬﺎﺑﻦ ‪ .‬و‬ ‫!■ ﻫﻢ [‬
‫ئ‬
‫‪٠١‬‬
‫ص‬

‫‪со‬‬
‫د‬
‫وآ‬

‫ﻟﻪ ‪١٥ ٣‬‬ ‫ج ﻟﻪ‬ ‫‪٠١٣‬‬ ‫ﻟﻪ ﻳﻢ ‪١٥ ٣‬ص‬

‫‪٠١‬ص‬ ‫‪١٥‬‬ ‫ﻫﻠﻬﻮ » ﺑﻨﻠﻪ‬ ‫و ﻟﻪ‬
‫‪٢١١٩٩‬‬ ‫‪٩ ٦‬‬ ‫‪٩ ٩‬‬ ‫‪٤٨‬‬ ‫‪٩ ٢٠ ٩ ٩ ٩‬‬
‫ﻟﻪ ﻟﻪ‬ ‫ﻳﻢ مص ‪١٥ ٣‬‬ ‫ﺗﺢ ؛م‬
‫؛ ‪٤٨٧١٨‬‬ ‫‪٤٨‬ص‬ ‫ﻳﻢ‬ ‫ﻟﻪ‬ ‫وت ‪со ٠١ ٣٠ о‬‬ ‫أة‬ ‫‪ ١٠‬ي‬
‫‪ ٤٨ ٠١‬ﻟﻪ‬ ‫ﻟﻪ ﻳﻢ‬ ‫ﻫﺎﺣﻴﻢ‬ ‫ﻣﺢ ‪0‬‬ ‫‪٤‬‬‫‪٨‬‬
‫^‬
‫‪Ш‬‬
‫‪00‬‬
‫‪00‬‬

‫‪،0‬‬
‫‪со‬‬

‫حص ‪١٥‬‬ ‫ﻟﻪ ‪١٥‬‬ ‫‪٠١‬‬ ‫ﻫﻬﻬﺼﻬﺄﻫﺎ ه‬ ‫ﻳﻢ §‬

‫ص‬ ‫‪о ٣ ٠١‬‬ ‫ص ‪0‬‬ ‫ﻟﻪ‬ ‫‪ ٨٤٨‬اث» ﻳﻢ ا‪٨‬‬ ‫ه‬ ‫ا‪،7‬‬
‫‪٩ ٦ ٩‬‬ ‫‪٩ ٩‬‬ ‫ﻳﻢ‬ ‫ﺻﺒﻦه‪ ٨١‬ا ﻟﻪ‬ ‫‪о‬‬ ‫ي‬ ‫‪١٥ 00‬‬
‫‪CJ‬‬ ‫^ ‪ ١٥‬ﻳﻢ‬ ‫‪о‬‬ ‫ﻳﻢ ‪٤٨‬‬ ‫^ ‪ ١٥‬د ‪ ٤٨‬ء‬ ‫ﻟﻪ‬ ‫‪٠١‬‬
‫‪ ٤٨‬د ﻳﻢ‬ ‫‪٥١‬‬ ‫‪٠١‬‬ ‫م •د ﻟﻪصص‬ ‫‪о‬‬ ‫ﻟﻪ‬
‫‪٤٨‬‬ ‫ﻳﻢ وت‬ ‫‪о‬‬ ‫ﻳﻢ ‪ ٠١ ٠١‬ﻳﻢ ‪١٥‬‬ ‫وت‬
‫غ‬
‫‪00‬‬
‫‪о‬‬

‫ص‬
‫ﻟﻪ‬

‫‪ф‬‬
‫ه‬
‫‪с‬‬
‫‪٠١‬‬
‫ظ‬ ‫ص‬ ‫‪٧‬‬ ‫‪сс‬‬ ‫‪،0‬‬ ‫م‬
‫ﻃﺎ‬ ‫‪TJ‬‬ ‫‪٣١٦‬‬ ‫طﺎ‬
‫‪со‬‬ ‫‪с‬‬ ‫م‬ ‫ﻟﻪ‬ ‫‪с‬‬
‫‪со‬‬ ‫‪٠٠‬‬ ‫‪со‬‬
‫‪о‬‬ ‫‪со £‬‬ ‫ح‬ ‫—‬
‫‪*ф‬‬ ‫‪ со‬د‪+‬‬ ‫‪٠‬‬ ‫‪ ф‬د‬ ‫‪с‬‬ ‫‪،‬‬
‫‪с о е с со ф со‬‬ ‫‪— ،.‬‬ ‫©‬ ‫‪ф — О‬‬ ‫‪со‬‬ ‫ج‬ ‫‪С Ф‬‬ ‫‪■Ф‬‬
‫‪٠ (0‬‬ ‫‪٠١ С‬‬ ‫ع ‪ — со‬ج‬ ‫ال ‪:‬‬
‫‪ф ،. ■о‬‬ ‫‪ 3‬د‪+‬أد ﺑﻤﻪ‬ ‫‪с‬‬ ‫‪N — со‬‬ ‫‪ СО а - р‬ﺀ‬
‫‪٥‬‬ ‫‪Т5 ф с‬‬ ‫؛ ذ ‪со — ф о со со‬‬ ‫‪-‬‬ ‫‪со‬‬ ‫‪ф ф ،‬‬ ‫‪ф‬‬ ‫ﻟﺪ‬ ‫‪СО Ф‬‬
‫‪а‬‬ ‫■‪ф о -‬‬ ‫‪о‬‬ ‫ط ه ‪С‬‬ ‫‪О —٦ ٤‬‬ ‫ت‪)/‬ﻣﻣﺢ‬
‫ﻟﻠب—‬
‫|‬
 ‫‪106‬‬

‫‪о‬‬ ‫ﺻﻠﻬﻤﺤﺎﻩ ‪ ٣‬مصﺢ‬ ‫‪٣‬‬ ‫‪٤٨١‬‬ ‫‪о‬‬ ‫‪CM»-‬‬ ‫ي‬ ‫‪٤٨‬‬ ‫‪٣٤٨‬‬ ‫‪CM‬‬
‫ي‬ ‫ﻳﻢ ‪0 0‬‬ ‫‪00‬‬
‫‪ 0 « -‬ﻳﻢ‪00‬‬ ‫ه‬ ‫ﻟﻪ‬
‫‪٤٩‬‬ ‫‪٩ ٤ ٩ ٦ ٤٩ ٦ ٩ ٩ ٩‬‬ ‫‪٠١‬‬ ‫‪L O ،S‬‬ ‫‪٩‬‬ ‫؛‪о й‬‬ ‫‪٦‬‬
‫‪٤٨‬‬
‫ص‬
‫‪lAOOOcOONO«-‬‬
‫ﻣﺤﻤﺤﻤﻬﺼﻴﻢ ©ﻫﺎ‬
‫ي‬ ‫‪ON‬‬ ‫‪смо‬‬ ‫ﺗﻪ ^‬ ‫ص©‬ ‫‪о‬‬
‫‪CM‬‬ ‫‪١٥٥‬‬ ‫‪о‬‬
‫‪ ٤ ٨ ٣ ٣ ٣‬ﻟﻪ ‪^ ٣٤٨‬‬ ‫ﻟﻪ‬ ‫‪CM‬‬ ‫ﻟﻪ‬

‫\‪<У‬‬
‫‪٠١‬‬

‫ﻳﻢ‬ ‫وت‬ ‫‪ ٣‬ﻟﻪ‬ ‫ﻳﻢ ﻟ ﻪ • د ©‬ ‫‪١٥‬‬ ‫‪١٥‬‬ ‫‪١٥‬‬ ‫‪о‬‬ ‫ﻳﻢ‬ ‫‪0‬و ت‪00‬‬
‫‪о‬‬ ‫و‬ ‫‪١٥‬‬ ‫ص‬ ‫‪ ٤٨‬م> ص ص‬
‫‪0‬ت‬ ‫ﻣﺼﻘﻠﻪ‬
‫ﻳﻤﻠﻪ ‪،0‬‬ ‫ﻳﻢ‬ ‫‪٩‬‬ ‫‪٤٩‬‬ ‫‪٦ ٩ ٦ ٣‬‬
‫‪٥٠١٥٩‬‬ ‫ﻣﻠﻬﻴﻤﺎﻣﻤﻜﻨﺠﻴﻤﺮ ^ ﻟﻪ‬ ‫ﻟﻪ‬ ‫‪٤٨‬‬ ‫‪٤٨‬‬ ‫‪٥‬‬
‫‪^ • ٠١‬‬ ‫^ ‪^ ^ ٤٨٠٦٤٨٤٨‬‬ ‫‪١٥‬‬ ‫‪٠١‬‬ ‫د‬ ‫^‪٣ ١ ٤٨‬‬
‫‪٣‬‬
‫‪ ٨‬ا ﺻﻪ ‪ ٣ ١‬ﻣﺢ‬ ‫‪٣‬‬ ‫‪со‬‬
‫‪٠‬‬
‫‪٠١‬‬
‫‪о‬‬

‫‪٥‬‬
‫‪٥‬‬
‫‪٩‬‬ ‫‪٤٨‬‬ ‫‪٣‬‬ ‫ﻟ ﻪ ‪ ١ ٥ ^ ٣‬م ‪١٥‬ص‬ ‫‪٥‬‬ ‫‪١٥‬‬ ‫ﻟ ﻪ ا ﻳ م ‪٠١‬‬
‫‪٤٨‬‬ ‫‪١٥‬‬ ‫‪^ ٠ ^ ٠ ^ ٥ ٣‬‬ ‫‪٠١‬‬ ‫‪٤٨‬‬ ‫وت‬
‫‪٠‬‬ ‫‪٦‬‬ ‫‪٩٩٩٩٠١٥٢١٦‬‬ ‫ه‬ ‫ﻟﻪ‬ ‫وت‬ ‫ون «“‬ ‫‪٠١‬‬
‫ﻡ‬
‫وت‬ ‫وت‬ ‫وت‬ ‫ص‬ ‫^‪١١٥٥‬‬
‫‪^ ٤٨‬‬
‫ﻟ ﻪ ﻳﻢ‬ ‫ﻟﻪ‬
‫ﻳﻢ‬ ‫ص‬ ‫د‬ ‫‪ ٠١ 0،‬ﻫﺎ ‪٥ ٠ ١ ٣ 0‬‬ ‫‪٠١‬‬ ‫‪•٠١‬ءت‬
‫م ‪ ٣ ١٥‬ي‬ ‫ﻳم‬ ‫‪٣‬‬ ‫ﻟﻪ‬
‫‪٢٨‬‬
‫‪Ш‬‬ ‫‪٠١‬‬
‫‪00‬‬
‫‪٠١‬‬

‫‪ГО‬‬
‫‪3‬‬
‫‪Т5‬‬

‫‪•D‬‬
‫‪с‬‬
‫‪٤٨‬‬ ‫‪^ ،‬‬ ‫‪ ٤٨‬ص‬ ‫ه‬ ‫ذ ■ص ‪ ٥‬ه‬ ‫‪. . .‬‬ ‫غ‬ ‫^‪٠ ١‬‬
‫‪٥٥٥٣‬‬ ‫‪٤ ٨‬‬
‫‪١٥‬‬ ‫ﻟﻪ‬ ‫^‪٤ ٨ ٣ ٥ ١ ٥ ٠ ٥‬‬ ‫‪٠‬‬ ‫‪٠١٥٣‬‬ ‫موت‬ ‫‪٤٨ ٥‬‬ ‫ص ‪ ٥‬ﻟﻪ ‪٥ ٥‬‬
‫ﻫﺎ ‪ 0 0 « -‬ﻣﻮﺗ مي ﺪ‬ ‫‪٩ ٦‬‬ ‫‪٤٨‬‬ ‫^ ‪٤٨ ٥‬‬ ‫ﻟﻪ‬ ‫‪٣ ٤ ٨٣‬‬
‫«د *‬ ‫‪ ٥‬م ‪٥ ٤٨ ١٥‬‬
‫ه‬ ‫‪٥‬‬ ‫‪ ٤٨ ١ ٥ ٣ ٠ ٥ ٣‬مي‬ ‫^ ‪٤٨‬‬ ‫‪ ٣‬ﻟﻟ ﻪﻪ ﻟ ﻪ‬ ‫‪٣ ٤ ٨١٥‬‬ ‫‪٥٣١٥٥١٥‬‬
‫‪Ф‬‬ ‫ﻟﻪ‬ ‫ج‬ ‫ﻫﺤﺤﻠﻬﻢ‬ ‫‪\ ١٥٣‬‬ ‫‪١٥١٥‬‬ ‫‪٣‬و ت ‪٣‬‬ ‫ﻟﻪ‬ ‫^ ^‪١ ٥‬‬ ‫‪ ١٥ ٤٨ ٥‬ﻳ م ‪٤٨‬‬
‫ﻭ متهت ﺎﻭﺕ‪ -‬ﺩ‬ ‫‪٣‬‬ ‫ﻟﻪ‬
‫ه‬ ‫‪со‬‬
‫ه‬ ‫ص‬
‫‪٠١‬‬

‫ي‬

‫ص‬
‫‪٣‬‬ ‫^^‪٤ ٨ ٥ ٠٠١١‬‬ ‫‪١‬‬ ‫‪٥‬‬ ‫‪٥٤٨٠٠‬‬ ‫‪٠‬‬ ‫‪٤٨٠‬‬ ‫‪٥‬‬ ‫^‪٥ ٣‬‬
‫ج‬ ‫‪١٥٥‬حم ‪ ٠‬مص ﺢ ﻡ‬ ‫‪٥٥٤٨٠‬‬ ‫‪٥‬‬ ‫‪٤٨٤٨‬‬ ‫‪٥‬‬ ‫‪ ١٥‬ﻟ ﻪ‪٣ ٤٨‬‬
‫‪CM‬‬ ‫‪٩٩ ٩ ٩ ٩ ٦ ٦‬‬ ‫‪٩ ٦ ٦ ٦‬‬ ‫‪٣٩‬‬ ‫‪٩‬‬ ‫ح‪٩‬‬
‫‪٦٦‬‬
‫ﻟ ﻪ ا ﻣ ﻬ ﺎ ﻟ ﻬ ﺎ » ﻟ ﻪﻟ ﻪ‬ ‫ﻳ م ‪ со‬مي ‪١٥‬‬ ‫ﻟﻪ‬ ‫‪ ٥٣ ٠١‬ﻡ‬
‫‪ ٨ ٥ ٥‬ﺍ حم ﻪ ‪ ٣‬ﻳﻢ‬ ‫مي ‪ ٠١ ٤٨‬ﻳﻢ‬ ‫ْ‬ ‫ﻣﺢ‬ ‫‪١٥‬‬ ‫‪ ١٥‬ﺀ‪٣ ٣‬‬
‫حمﻠﻪ ‪ ١٥‬حم ﻢ‬ ‫‪٣‬‬ ‫‪٣‬‬ ‫ﻟﻪ‬

‫‪00‬‬
‫‪٠١‬‬
‫‪١٥‬‬
‫‪٥‬‬

‫—‪I‬‬

‫‪го‬‬
‫‪٠١‬‬

‫‪го‬‬ ‫•‪О‬‬ ‫‪-О‬‬

‫‪сс‬‬
‫‪р‬‬ ‫ن‬ ‫‪Гоф‬‬ ‫‪،٠‬‬ ‫ﺝ‬ ‫‪го‬‬
‫‪го‬‬ ‫‪го‬‬ ‫ذ‬
‫—©‬ ‫‪ГО‬‬
‫‪го‬‬ ‫—♦‬
‫ﻁ — ‪с‬‬
‫‪го го‬‬
‫‪го‬‬
‫‪♦—го‬‬
‫ء‪،‬‬ ‫— ‪го о‬‬
‫‪го ф а‬‬
‫‪ го > N го‬ﺀ ‪—^г о‬‬
‫‪О ü ٠١ ф‬‬
‫‪Ü Ü 3 N‬‬ ‫‪гоо‬‬
‫‪ф‬‬
‫‪N‬‬ ‫‪٠‬‬ ‫‪с‬‬
‫‪■il‬‬
‫ﺡ‬ ‫‪N‬‬
‫‪р‬‬ ‫‪N‬‬‫‪٠١ с‬‬ ‫‪ г о г о с ГОФГО‬؛‬ ‫‪٠١‬‬ ‫‪р р‬‬ ‫ﺀ_| ة |‬ ‫ه‬ ‫‪фр‬‬ ‫‪ГОго‬‬
‫>< ‪ е‬اح—‬
‫ﻉ ‪ 3‬ﺍ ©‬
‫‪ о‬ﻩ ‪٠١٤٥‬‬
‫^‪١ ٧٣‬‬
‫‪.‬‬ ‫هﺀ قﺀ ق‬ ‫‪ 11‬ﺀ ‪1‬ف ‪ 1 1‬اا ؛‪1 1 1‬‬ ‫‪ 0 .‬ﻫﺪ‪0‬‬ ‫ع—‪ф‬‬
‫< ‪٠ ٦ ٠‬‬
‫ؤه‬
‫•‬
‫ؤة‬
 ‫‪109‬‬

‫<» ﺑﻧﻠﻪ‬ ‫وﻳ م «‬ ‫وو‬ ‫««‬ ‫‪٧‬‬ ‫‪٧٠١٢ -‬‬ ‫« ﻟﻪ‬ ‫»‬ ‫« م‬ ‫م‬ ‫‪٠‬‬ ‫ﺻﻣﺣ م‬ ‫« ح «‬ ‫‪٧‬‬ ‫‪٠‬‬ ‫«‬ ‫‪ON‬‬ ‫ﻳم‬ ‫‪СО‬‬
‫« وه‬ ‫ﺣﻤﺺ‬ ‫ﻳم‬ ‫‪»^٣‬‬ ‫‪٣‬‬ ‫« ﻟﻪ ‪٣‬‬ ‫‪٧٠١‬‬ ‫ﻟﻪ ‪ © ١٥‬ﻟﻪ‬ ‫‪roroCJfOONfOT-‬‬ ‫ﻣﺤﻞ‪ 0‬اص‪00‬‬
‫‪-‬‬
‫‪٦ ٩ ٩‬‬ ‫‪٩ ٩ ٦‬‬ ‫»‬ ‫ﻟﻬﺑﻧﻲ‬ ‫‪٨‬‬ ‫»‬ ‫»‬ ‫»‬ ‫» »‬ ‫»‬ ‫‪٠^٧ ^^٩٩٩٩٩‬‬ ‫‪ON‬‬ ‫‪٩ ٩ ٩ ٩ ٦‬‬
‫‪«،‬‬ ‫‪ ،.‬م‬
‫«ص «‬ ‫ح « ه‬ ‫‪١٥‬‬ ‫ﺑ ن « م‬ ‫‪О‬‬ ‫ﻟﻪ ﻳ م ﻟﻪ‬ ‫‪ ٠١‬ﻳ م‬ ‫‪٠‬‬ ‫‪٠١٨‬‬ ‫< م ‪ -‬أ ﻟﻪ ‪-‬ا ﻳ م‬ ‫ﻟﻪ ﻟﻪ ﻟﻪ ‪CM со‬‬
‫«‪« ١٥‬‬ ‫‪٠١ ٧١ ON‬‬ ‫‪٧‬‬ ‫ه‪ « 4‬ﻟﻪ‬ ‫م‬ ‫ﻟﻪ ﻟﻪ ‪٧‬‬ ‫‪٧٣‬‬ ‫ج‬ ‫‪»٧‬‬ ‫ح ص ‪ ٣‬م> ص‬ ‫‪ON‬‬ ‫ﻣﺤﺤﻤﺤﺢ‬ ‫‪٠‬‬
‫ﻣﺢ « ص‬ ‫‪ CM ٢-‬و‬ ‫ﺀ‬ ‫‪٣^٣‬‬ ‫ومو‬ ‫م‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫»‬ ‫‪« ٣ ٩‬‬ ‫‪о‬‬
‫ﻟﻪ ص‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪٣• ^ ٣‬‬ ‫‪ ٠١‬ﻭﻟﻪﻟﻪ ‪ ١‬ص ص ﻳ م«‬ ‫‪٢‬‬ ‫‪٠‬‬ ‫«‬ ‫‪٣‬‬ ‫‪ ٣‬ﻟﻪ‬ ‫»‬ ‫‪٠٣٧‬‬ ‫»‬ ‫««‬ ‫و‬ ‫‪١٥ ٣‬‬ ‫‪• ١٠ о‬‬
‫« ﻡ « ﻩ‪ 4‬ﺍﻣﻠﻬ مي‬ ‫‪٠١‬‬ ‫ح‬ ‫‪٨‬‬ ‫‪٧‬‬ ‫ﻳم ^‬ ‫^ ‪٧‬‬ ‫«©«‬ ‫«ﻳ م‬ ‫« د‬ ‫و‬ ‫‪ ٣‬ﻟﻪ‬
‫ﺻ م‪*،« ٠€ ^<،‬ﻟﻪ ‪ *، «٠.‬ﻣﺢ‬
‫‪٠.‬‬ ‫‪٠.‬‬
‫»‬ ‫م‬ ‫«‬ ‫‪٠‬‬‫‪١‬‬ ‫»‬ ‫»‪١٥‬‬ ‫‪١‬‬‫‪٥‬‬ ‫ﻟﻪ‬ ‫«‬ ‫‪٠١‬‬‫«‪٥‬‬ ‫‪١‬‬‫‪٥‬‬ ‫‪٩ ٩‬‬ ‫»‬ ‫وم‬
‫‪ ٠‬ج‬ ‫‪٩‬‬ ‫‪٠،‬‬ ‫‪٠٠‬‬ ‫‪٠٠ ٠٠‬‬ ‫‪٠٣‬‬ ‫‪٠٠٠‬‬
‫‪ ١٥‬ﻭ « ‪ ^ « ١٥‬ص‬ ‫‪١٥»»٣‬‬ ‫ﺀﺕ‬ ‫‪٧‬‬ ‫‪О‬‬ ‫« مي‬ ‫ه‬ ‫« ‪٣‬‬ ‫‪١‬‬‫‪٥‬‬ ‫‪« ٧‬‬ ‫و‬ ‫و «‬ ‫ﻟﻪ ^‬
‫»‬ ‫‪١٥٠٣٠‬‬ ‫»»‬ ‫»‬ ‫ﻣﻪ‪4‬حم‬ ‫»‬ ‫ﻭﻟﻪ‬ ‫ﻳ م ‪١٥‬‬ ‫‪C3N‬‬ ‫‪٠‬‬‫‪١‬‬‫‪٣‬‬‫‪١‬‬‫‪٥‬‬ ‫«ﻳ م‬ ‫ص‬ ‫‪« ٠١‬‬ ‫‪« ١٥‬‬
‫««‬ ‫« —‪٠١١‬‬ ‫‪٣ ٠ ٣‬‬ ‫‪٧‬‬ ‫‪٣‬‬ ‫«‬ ‫»‬ ‫«ﻭ‬ ‫‪١٥‬‬ ‫»‬ ‫‪٠‬‬‫‪١‬‬‫‪٠‬‬‫‪١‬‬‫‪٣‬‬ ‫و ﻟﻪ‬ ‫»‬ ‫«‬ ‫م ﻟﻪ‬
‫»‬
‫‪٠١‬‬
‫‪٠١‬‬

‫ﻣﻣﻣﺣ م « ح‬ ‫ﻟﻬﻠﻪ «‬ ‫ﺻﻠﻬﻠﻪ‬ ‫ﻟﻪ‬ ‫«‪١٥‬‬ ‫« ‪١٥‬‬ ‫وم‬ ‫ﻣﻲ ‪ 0‬ﻳﻢ‬ ‫‪ ٠١‬ع‬
‫ﻳﻣﻪ‬
‫«‪4‬‬ ‫ﻳﻣﻣﻣﺢ ^>‬ ‫‪« ٣٠١٣‬‬ ‫‪C3N‬‬ ‫)ه «‬ ‫»‬ ‫‪ со‬د‬ ‫«‬ ‫‪٧‬‬ ‫‪ГО со‬‬ ‫ﻋﻪ ة‬ ‫© ‪٣ ٠ ٨‬‬ ‫««‬
‫»‬ ‫ﻣﺤﻤﻠﻪ‬ ‫ﺳﻤﻴﻤﻤﺢ‬ ‫ﺑﻦ «‬ ‫ﺑ ن « ﻟﻪ‬ ‫‪١٥‬‬ ‫‪٩‬‬ ‫«‪«.‬‬ ‫‪٩ ٦‬‬ ‫^ ‪٩ ٦ ٦ ٤‬‬
‫»‬ ‫‪٠،‬‬ ‫‪с с‬‬
‫‪٩‬‬ ‫» ‪٣٧‬‬ ‫« ‪ ١٥‬ﻳ م ﻳ م ‪١٥‬‬ ‫ص‬ ‫»‬ ‫ﻟﻪ‬ ‫‪٠‬‬ ‫وص «‬ ‫« و‬ ‫«‬
‫‪٧٧٣‬‬ ‫« ‪ ٧‬و«‪о‬‬ ‫ﻣﺣﻌﻣﺢ‬ ‫‪о‬‬ ‫‪١٥ о‬‬ ‫ع‬ ‫ﻳﻢ \ﻣﻢ‪00‬‬ ‫‪« ٣‬‬ ‫ﻟﻪ‬
‫»‬ ‫ص «م‬ ‫‪٦ ٦ ٨ / ٧‬‬ ‫ﻣﺣ م‪ 4‬ﻟﻪ‬ ‫ص‬ ‫آة‬ ‫‪٠١‬‬ ‫ﻟﻪ‬
‫‪٠١‬‬ ‫ﻟﻪ «‬
‫»‬
‫‪٠١‬‬

‫ة‬
‫ﻟﻪ ‪ ٣‬ص‬ ‫ذ‬ ‫‪»٨٣‬‬ ‫و‬ ‫ﻳ م ‪^1‬‬ ‫س ‪-‬‬ ‫ي« ص‬ ‫‪ 00 ٠١ ٩‬ﻳ م ‪ ١٥‬ج ‪١٥‬‬ ‫««‬ ‫ﻟﻪ‬
‫ﻟﻬﻢ ‪-‬د‬ ‫»‬ ‫ه‪ ١‬ﻳﻣﻣﺢ‬ ‫»‬ ‫م‪ ٣‬ﻳ‬ ‫ذ‬ ‫‪ 00‬ﻟﻪ «‬ ‫وو «‬ ‫« ﻟﻬﺺ‬
‫‪٦ ٩ ٣‬‬ ‫»‬ ‫‪»»٣‬‬ ‫»‬ ‫‪»٠١‬‬ ‫»‬ ‫‪٦ ٩ ٩‬‬ ‫‪٦ ٩ ٩ ٩ ٦ ٦ ٩‬‬ ‫‪٩ ٦ ٣‬‬
‫‪٠٠‬‬ ‫‪٠٠ ٠٠ ٠٠‬‬ ‫‪٠٠ ٠٠‬‬ ‫‪٠٠‬‬
‫‪«^ ١٥‬‬ ‫ﻳ م ﻟﻪ‬ ‫»‬ ‫‪^»٣‬‬ ‫ﻟﻪ‬ ‫‪٣١٥‬‬ ‫‪٠١‬‬ ‫‪^ ١٥ 00‬‬ ‫«‪١٥٣‬‬ ‫ﺑﻧﺣﺣﻪ‪ 4‬ح‬ ‫ﻟﻪ ‪0‬‬ ‫‪١٥ о о‬‬
‫و ‪١٥ ٣١‬‬ ‫‪« ٧‬‬ ‫»‬ ‫م « م‬ ‫»‬ ‫« و‬ ‫‪٢٠٠‬‬ ‫ﻟﻪ ‪«٧‬‬ ‫‪٣٠١ ^ « ٧ ٧ ١ ٥ ١ ٥ ٣ ٣‬‬ ‫‪٠١٣٣‬‬ ‫«‬
‫‪٣‬‬ ‫ﻟﻪ و ‪٣‬‬ ‫ص‬ ‫» ‪١٥‬‬ ‫و‬ ‫‪٧ ٦ ٩‬‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪«« ١ ٥ ٣‬‬ ‫‪٣ ٣‬‬ ‫« ‪٧ ٣‬‬ ‫ﻟﻪ‬
‫ص‬
‫»‬ ‫و ‪٣‬‬
‫‪Ф‬‬ ‫»‬
‫‪٠١‬‬
‫ه‬
‫ح‬
‫ت‬

‫‪٠٦‬‬
‫‪со‬‬
‫‪-‬أﻳ م «‬ ‫‪١٥٠١‬‬ ‫“‬ ‫‪! ١٥ M‬‬ ‫‪C1‬‬ ‫» » •‬ ‫‪٣٠١‬‬ ‫‪٣‬‬ ‫ذ ح ا ‪« «١٥‬‬ ‫‪٠‬‬ ‫« ﻟﻪ •‬ ‫‪^^١‬‬ ‫‪»٠١‬‬
‫ﻟﻪ‬ ‫« ‪0‬‬ ‫ﻱ‬ ‫‪٨١٥‬‬ ‫‪٠١٠١‬‬ ‫ﻟﻪ ‪١٥‬‬ ‫ﻟﻬﻌﻳ‬ ‫م‪٣‬‬ ‫‪١٥٧‬‬ ‫« و‬
‫ﻳم «‬
‫‪»١٥‬‬ ‫‪٣‬‬ ‫»‬
‫‪٠ ٩ ٩‬‬ ‫‪٩٩‬‬ ‫‪٣‬‬ ‫—‪٢٠٠ T‬‬ ‫‪٣‬‬ ‫‪٣‬‬ ‫‪»٧‬‬ ‫^ ﻟﻪ ‪٧ ١ ٥ ^ ٣‬‬ ‫؟‬ ‫م‪١٥٧‬‬ ‫ﻳ ‪١٥‬‬
‫‪٠٠‬‬ ‫‪٠٠‬‬ ‫‪«,‬‬ ‫‪٠.‬‬ ‫‪٠.‬‬
‫‪ ١٥‬ﻟﻪ ﻟﻪ‬ ‫ﻟﻪ ‪١٥‬‬ ‫م‬ ‫ﻟﻪ «‬ ‫و «‬ ‫»‬
‫‪٢^٠١‬‬ ‫‪٣^٠١ ١٥٠١‬‬ ‫ﻣﺎﻳ م‬ ‫»‬ ‫» »‬ ‫‪٣٧‬‬
‫ﻟﻪ ﻟﻪ‬ ‫‪١٥‬‬ ‫» »‬ ‫ﻳﻢ «‬ ‫ذ‬ ‫‪٨‬‬
‫■‬ ‫» » ‪٣١٥‬‬ ‫ﻳﻢ «‬ ‫»‬ ‫‪٣‬‬ ‫‪١٥‬‬ ‫ح‪٣‬‬ ‫»‬ ‫‪٣‬‬
‫ﺣ ﺪ ‪0‬ا‬ ‫ذ ‪■٨‬‬ ‫»‬ ‫ع‬ ‫و‬ ‫و و«‬ ‫و‬ ‫‪٣‬‬ ‫‪٣٣‬‬
‫‪٠٠‬‬
‫^»‬
‫‪--‬‬
‫" ‪٣‬‬ ‫‪٣‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ ‪٥١‬‬ ‫ﻪ‬ ‫ﻟ‬ ‫‪١٥٣‬‬
‫»‬
‫‪٠١‬‬

‫و‬
‫ﻟﻪ‬

‫‪к‬‬

‫©‬
‫ص‬
‫‪со‬‬
‫©‬
‫©‪٠‬‬
‫‪٠١‬‬ ‫© ‪а с‬‬ ‫‪ID‬‬ ‫‪а‬‬ ‫‪Q .X3‬‬ ‫ه‬
‫‪٢‬‬ ‫‪с‬‬ ‫—©‬ ‫©‬ ‫ت‬ ‫‪©С‬‬ ‫ﻣﺔ "ق‬ ‫‪é‬‬ ‫©‬
‫‪о‬‬ ‫‪а: а о с т о‬‬ ‫©ظ‬ ‫‪о‬‬ ‫‪ со (0‬ظ‬ ‫>‪co‬‬ ‫ﺣ ﻬ ﺞ ©ﺛ ﺂ‬ ‫‪сс‬‬ ‫‪٥‬‬ ‫‪СС‬‬
‫‪со‬‬ ‫— ‪о. со‬‬ ‫ة ذ ة « ء‪ со‬ء—‬ ‫‪،.‬‬
‫‪،٠‬‬ ‫‪— со‬‬ ‫‪со‬‬ ‫‪: со — со — со со с со‬‬ ‫< < ‪ -‬؛ ‪© Zz C O C C O ، -‬‬
‫©‬ ‫‪ососозсо‬‬ ‫©© ‪< 0 > , С С 0 С 0 С © © О С 0 ■.، со Ш ^ ٠‬‬
‫‪р‬‬ ‫‪٢٨ с — ٠١‬‬ ‫‪١ © —©١ © с—с о © > i ' 0 I‬‬ ‫—‪c r o © © p ،‬‬ ‫— ‪٠ Р СО С‬‬‫ح •‬ ‫‪Е О ٠١‬‬
‫— <‬ ‫© *> ©‪со‬‬‫‪ ،‬د‪со‬‬ ‫— د© ©‬
‫‪ — с •а‬ح‬ ‫‪с т а м — ٥ . ٤. со © со‬‬ ‫‪:٢٨‬‬ ‫‪с — с‬‬ ‫— ط‪с с с с о а с© ،с.‬‬ ‫ا‪со а،.‬‬
‫‪а‬‬
‫‪ © с‬ع ‪со‬‬ ‫‪I"о‬‬ ‫ة‬ ‫ﺳ ﺪ س ‪ © 0‬ﻋ ﺪ ؤ ؤ ‪ со Q‬ع‬
‫‪ O " 0 ^ : ،_ » a‬ؤ ‪со к‬‬ ‫ﺳﻤﻤﻢ«ىح‬
‫ﺗ ﻪ © د ي ©ع© ‪٠ с о е —• е © о © р с о о о о > з с ^ с о‬‬
‫ء ء ى> ظ« «ط > ‪— -‬م)‬ ‫—‬
‫ص ء ‪ ،٥ к‬ث ء ﺗ ذ ‪٦‬‬
‫‪со‬‬ ‫©‬ ‫‪٢٠‬‬
 ‫‪110‬‬

‫‪٤٨٠ ٠١٥ ٤٨٤٨‬‬ ‫ص‬ ‫‪!٥‬ا ‪ ٤٨‬وت م د‬ ‫ﻫﺪﺻﻤﺤﺼﻠﻪ‬ ‫ه ﻟﻪ ص ه ح) ه ‪،٨ ٤ ٨‬‬ ‫ﻟﻪ‬
‫‪٢٠‬‬ ‫ﻟﻬﻣﻪ (ه‬ ‫م‬ ‫د ‪ ٤٨‬ص ص‬ ‫‪٠‬‬ ‫ت‪ 00‬ا ‪0‬ا‪40‬‬
‫‪0‬و ‪-‬‬ ‫ﺑ ﻢ ‪ ٠١٤٨‬ﻟﻪ ﺑ م ﻟﻪ ‪٣ On‬‬ ‫‪00‬‬
‫‪٤٨‬‬ ‫‪٣٠١٣٠‬‬ ‫‪٣‬‬
‫‪٠‬‬
‫‪٠١‬‬
‫‪٠ ٦ ٦ ٦ ٩ ٦ ٩‬يمبم ‪٣‬‬ ‫^‪٩ ٤ ٩ ٦ ٩ ٦ ٩ ٠٩‬‬ ‫د‬
‫‪ON‬‬ ‫‪٣^٠١٥١٥‬‬ ‫‪^٠٥٣‬‬ ‫‪٤٨‬‬ ‫^‪٤ ٨ ٤ ٨ ٠ ٥٤ ٨‬‬ ‫م‪-‬م ‪ CMOVO ١٥‬وت‪ON‬‬ ‫ﺑ‬ ‫‪،٨‬‬
‫‪٤٨‬‬ ‫ص ﻟﻪ ﻟﻪ^‬ ‫‪٤٨‬‬ ‫صدهص‬
‫وهاه‪،‬ص‬ ‫ص‬ ‫ﻟﻬ م‪ -‬أ ‪٣ ٣ ٠ ١‬‬ ‫ﻣﺤﺒﻦ‬ ‫ﻳﻢ ‪ ٣‬ﻣﺢ ا‪٨٠ ٠‬‬ ‫‪٠‬‬
‫‪١٥‬‬ ‫’ﺑﻣﻪ د ﺑ ن‬ ‫‪٤٨‬‬ ‫‪٣‬‬
‫ا‬ ‫^ ‪»<،^ ٠ ١ ٥ ١ ٥‬‬ ‫‪ ON ٢٠-‬وت وت ‪ ON ٤٨ ۴٠‬وت‬ ‫‪о‬‬
‫م‬ ‫صلهلهي‬ ‫‪١٥‬‬ ‫دهبمله‬ ‫‪٤٨‬‬ ‫ﻣﺣﻌﻠﻬﻪ> ﻫﺎ ‪-‬‬ ‫ﺗﻠﻬﻣﺻﻳﻣﺻﻪ‬ ‫ﻟﻬ و‬ ‫ﻟﻪ‬
‫‪ON‬‬
‫‪٠١‬‬

‫‪ | -‬ﻳ ﻤ ﻢ ا ‪ ١٥‬ص‬ ‫‪٥‬‬ ‫‪٠١٥١٠‬‬ ‫‪ ٤ ٨ ٥ ٥‬ﻟﻪ ‪ ٤٨‬ج‬ ‫ﻟﻪ^‪٤٨‬‬ ‫‪h-OIOOICJON‬‬ ‫‪١٥٠٥٠٥٠‬‬ ‫^ ‪■٣‬‬
‫‪ ٠‬وت‬ ‫‪ ٠٠‬ﻳ ﻢ‬ ‫د‬ ‫ص‬ ‫‪^ ٠‬‬ ‫‪٥‬‬ ‫ﻫﻬﻠﻪ م‪ ٨‬ا ﻋﻠﻬﺑ‬ ‫‪o ١٥‬‬ ‫ﻟﻪ ‪٥ ٥‬‬ ‫‪٥٠٨‬ص‪٤٨‬‬
‫ه‬ ‫‪٤٨‬‬ ‫ﻟﻴﻢ‬ ‫‪٣‬‬ ‫‪^ ٣‬‬ ‫وت‬ ‫ﻣﺣﻬﺻﺻﺻﻬ‬ ‫ﻳ م م‪ ٨‬ا‬ ‫‪٥ ٥ ٥‬‬ ‫‪٠‬‬ ‫‪٠١‬‬ ‫‪О‬‬ ‫وت ‪١٥‬‬
‫—‬ ‫ا‬
‫‪^٠^٥‬‬ ‫ص‬ ‫‪٤٨‬‬ ‫ﻟﻪ ‪٤٨‬‬ ‫ﺻﺪﻣﻤﺤﻴﻤﻤﺤﺪ‬ ‫ص ‪٨‬ا‬ ‫‪٣٠‬‬ ‫‪١٥‬‬ ‫ﻟﻪ ‪١٥‬‬ ‫‪٠٢٧‬‬ ‫‪٣‬‬ ‫‪^٣‬‬
‫‪٥٠‬‬ ‫‪ ٠‬ﻟﻪ‬ ‫ﻟﻪ‬ ‫م ﻟﻪ‬ ‫ﻫ ﻬ ﻠ ﻬ ﻪ‪ ١‬ﺻ ﻮ ﻳ ﻢا ‪٣٨‬‬ ‫‪٠٢٧‬‬ ‫‪٤٨‬‬ ‫‪٤٨٠‬‬ ‫ﻳ م ‪٢٧‬‬ ‫‪٠‬‬ ‫ص ‪١٥‬‬
‫‪ ٠‬ﻟﻪ‬ ‫‪١٥٣‬‬ ‫‪٠‬‬ ‫‪٩٦‬‬ ‫‪٦٩٩٦٩٩٩٠٩٩‬‬ ‫ص ﻟﻪ‬ ‫‪٢“ ٠١‬‬ ‫‪٥‬وت‬
‫‪٠،‬‬
‫ص‬ ‫ص ‪٣‬‬
‫‪٠٠‬‬ ‫‪٠٠‬‬
‫‪٥‬‬ ‫ﺑ م ﻟﻪﻟﻪ‬ ‫‪١٥‬‬ ‫ﻳﻢ‬ ‫‪ON‬‬ ‫‪٢٧٢٧‬‬ ‫‪٤٨‬‬ ‫ﻫﺒﻨﻠﻬﻤﺒﻤﻠﻬﺼﻜﺢ‬ ‫ﻳم‬ ‫م‬ ‫■‪٢٧‬‬
‫‪٨‬‬ ‫ذ‬
‫‪ON‬‬ ‫ﻟﻪ‬
‫‪ON‬‬
‫‪о‬‬
‫‪о‬‬
‫‪٩‬‬
‫‪о‬‬
‫‪о‬‬
‫‪٩‬‬
‫‪٢٧‬‬
‫ﻟﻪ ‪ ،‬ﺑ م ‪ 0 0‬ﻟﻬﻳ م‬ ‫ﻟﻪ‬ ‫‪ 0‬ﺻ د ﻟﻪ ‪0‬‬ ‫ﻣﺎﻳﻣ ص‬ ‫‪0‬ﺑ ن ‪0‬‬ ‫‪٤٨‬‬ ‫‪٣ ٠ ٠ ٣ ٠‬‬
‫ﻟﻪ ‪ о‬د ﻟﻪ ‪٣‬‬ ‫ﺑم‬ ‫‪١٥‬‬ ‫‪١٥‬‬ ‫‪ ٤ ٨ ٣ ٢ ٧‬ﻟﻪ ‪٣‬‬ ‫‪٣ ٥‬‬ ‫^‪٠ ٥٤٨‬‬ ‫‪ ٤٨‬د ج ‪٠‬‬ ‫ﻳﻢ‬ ‫ﺣﻤﺤﻬﺎ ‪0‬‬
‫ﻫﻲ ‪ 0‬ﻟﻬﻣﺢ‬ ‫‪١٥‬‬ ‫‪٤٨‬‬ ‫‪٣‬‬ ‫ن‪ ١٥‬ﺑ ‪ ٢‬ﺑﻣﻣﺢ ا‪٨‬‬ ‫‪٣ ٨‬‬ ‫‪٣ ٥‬‬ ‫دم‬ ‫‪١٥‬‬ ‫‪٩ ٩ ٦ ٦ ٩‬‬
‫‪ ٩ ١٥ о‬إل ص‬ ‫ﻳ م ‪ ١٥ ٠١‬ﻟﻪ ‪١٠‬‬ ‫‪١٥٠١‬‬ ‫ﻳﻣﻠﻪ ‪ 0‬ﻟﻪ‬ ‫‪٣٠ ٣ ٠٠ ٥١‬‬ ‫^ ‪ ١٥‬ﺑ م ‪٣ ٣‬‬
‫‪٤٨‬‬ ‫ه‬ ‫‪٠١‬‬ ‫ص‬ ‫‪OnOn^ -^ -O n‬‬ ‫‪٤٨ ٠‬‬ ‫‪٠‬‬ ‫‪ ٤٨‬ص ع‬ ‫^‬ ‫‪ ١٥‬ﻟﻪ ‪٤٨ ٣ ١٥‬‬
‫ﻳ م م ‪ ٣ ١٥‬ه‬ ‫‪٠١‬‬ ‫‪٠‬‬ ‫بم‬ ‫‪٠‬‬ ‫‪ ٠ ٤٨ О‬ص‬ ‫يم‬ ‫ﻟﻪ ص ﻳ م ص‬ ‫ص‬ ‫ﻳ م ص ع ﻟﻪ‬ ‫‪٦٩٩٦٩‬‬
‫‪،2‬‬
‫‪го‬‬ ‫‪٠‬‬‫‪١‬‬ ‫ﻟﻪ ‪ ٤٨‬اه م ﻟﻪ‬ ‫‪ ١٥‬ﻟﻬﺼﺺ ت‪٢‬ا‪٨‬‬ ‫ﻟﻪ ‪ On ٢٧‬ﻟﻪ ﻟﻪ‬
‫د‬ ‫‪٠‬‬
‫‪"О‬‬ ‫‪٠‬‬‫‪١‬‬

‫‪•о‬‬
‫‪с‬‬

‫‪(Л‬‬
‫‪ф‬‬ ‫ﻣﺣﺑ ن ؟ ﻫﻣﺣﻠﻪ‬ ‫ه‬ ‫‪١‬‬‫‪٥‬‬ ‫‪٠‬‬‫‪٠‬‬‫‪١‬‬ ‫ص‬ ‫‪٠‬‬‫‪١‬‬ ‫ﻟﻪ‬ ‫^ ‪٣ ٣ ١٧‬‬ ‫ا‪* ١‬‬ ‫اده ■‬ ‫‪[ ٥‬‬
‫‪ ٤٨‬ه م ‪٤٨ ٠‬‬ ‫م‬ ‫ة‬ ‫ﻟﻪ‬ ‫ص‬ ‫‪٠١٤٨‬‬ ‫ﻟﻪ‬ ‫‪ ٢٧‬ﻟﻪ ‪٠١‬‬ ‫‪ ٠١‬وت‬ ‫‪٥‬‬
‫ﺣﻤﺒﻤﺒﻤﻢ‬ ‫‪٩‬‬ ‫‪٥‬‬ ‫‪٥‬‬ ‫‪٩‬‬ ‫‪٦٩‬‬ ‫‪٦٦‬‬ ‫ص‪١٥١٥‬ه‬‫ﻟﻪ‬
‫^‬
‫‪٠٠‬‬
‫ﻳﻤﺘﻚ‪ ،‬ﺑﻢ ‪0 0 0‬‬ ‫‪٤٨‬‬ ‫ء‬ ‫‪٥‬‬ ‫‪о‬‬ ‫‪ ٠١‬ص‬ ‫‪ 0‬ج‬ ‫‪٠ ٣‬‬ ‫ﻣﻣﺣﻳ م‬ ‫‪٠١٤٨‬‬ ‫م‬
‫‪١‬‬‫‪٥٣‬‬ ‫‪ ٤٨‬ﻳ^م‬ ‫ﻟﻪ‬ ‫ة‬ ‫‪٤٨‬‬ ‫ﻳ م ‪٤٨‬‬ ‫‪٤٨‬‬
‫بممح‬ ‫ﻟﻪ ع‬ ‫‪٣^٥‬‬ ‫‪٤ ٨٣‬‬ ‫‪٣‬‬
‫‪٣٠٠١٥١٥‬‬ ‫‪٥‬‬ ‫د‬ ‫ص‬ ‫‪٥١٥‬‬ ‫‪٥^٣٠٢٧‬‬ ‫ﻟﻪ‬
‫ص‬ ‫ﻟﻪ‬
‫‪ ٢٧‬م <‬ ‫‪١٥‬‬ ‫وت‬ ‫^‪٢٧‬‬ ‫‪о‬‬ ‫‪٣^١٥‬‬ ‫ﻳ م ‪١٥‬‬ ‫ﻟﻪ‬
‫ص‬
‫‪٠‬‬‫‪١‬‬

‫ض‬

‫ﻟﻪ‬

‫صما ا‪٣٨٨١‬‬ ‫‪٢٧‬‬ ‫ﻟﻪ ﻟﻪ ﻟﻪ ﻟﻪ‬ ‫ﻳ م ع ﻟﻪ‬ ‫‪١٥٠ ١٠‬‬ ‫!‬ ‫‪٠١٤٨‬‬ ‫ا ص ‪1‬‬ ‫ﻟﻪ‬ ‫‪ ١٥‬ﻟﻪ‬ ‫‪ ٥‬ﻳم‬ ‫ﻟﻪ ا‬
‫‪٠١١٥٠١٥‬‬ ‫ﺑﻣ ص م‪ ٥‬ﻳ‬ ‫يم‬‫ﻟﻪ‬ ‫ﺑم‬ ‫‪٣‬‬ ‫‪٣‬‬‫ﻳ م ‪٢٧‬‬ ‫ﺑم‬ ‫ﻳ م ‪٧١‬‬ ‫ص‬ ‫ﺑم‬ ‫ﻳم‬ ‫‪٠١‬‬ ‫‪٠١٠٠‬‬
‫ﻣ م‬
‫ﻬﺑ‬
‫ﻳﺑ‬
‫ﻧ‬ ‫‪٩٦٩٦‬‬ ‫‪٩ ٦‬‬ ‫‪٩‬‬ ‫‪٣‬‬ ‫‪١‬‬‫‪٠٠‬‬
‫‪٥‬‬ ‫‪٠‬‬ ‫‪٤٨٣‬‬
‫‪٠٠ ٠.‬‬
‫ﻳم‬
‫‪٠٠‬‬
‫‪٤٨‬‬
‫‪٠.‬‬
‫‪٠‬‬
‫؛م‬
‫‪٠.‬‬
‫‪٥٠٥‬‬ ‫‪٢٧٠‬‬ ‫‪٢٧‬‬
‫‪٤٨٠١‬‬ ‫^‪٣‬‬ ‫‪١٥‬‬ ‫د‬ ‫ص ‪٤٨‬‬
‫‪٣‬‬ ‫‪ ٣‬ح ي‬ ‫‪٠١٥١٥‬‬ ‫مء‬ ‫ص‬ ‫‪ON‬‬ ‫^ ‪٤٨‬‬ ‫‪٥٠٠١‬‬ ‫‪٠١٠‬‬ ‫‪٥‬‬
‫ص‬ ‫^ د • ‪On ٣‬‬ ‫‪١٥‬‬ ‫‪٤٨‬‬ ‫^‪^ ٤٨٣‬‬ ‫‪١٠١٥ ٠‬‬ ‫هلحم‬ ‫ﻳم‬ ‫‪٢٧‬‬ ‫ﻟﻪ ﻟﻪ‬ ‫^^‬ ‫‪٤‬‬‫‪٨‬‬ ‫‪٠ ٨‬‬ ‫‪١‬‬‫‪٥‬‬
‫م‬ ‫‪ ٣‬ه اه ‪٠١‬‬ ‫ص‬ ‫‪٥‬‬ ‫وت ‪ ٣ ٣‬ص‬ ‫د ﻫﺈﻣﺎ‬ ‫‪٥١٥‬‬ ‫‪-٠١‬‬ ‫‪٤٨٠١٥‬‬ ‫ص‬ ‫‪ ٠١‬ﻟﻪ‬
‫م‬
‫ه‬ ‫‪٢٠٠‬‬ ‫دﺑم‬ ‫‪١٥‬‬ ‫‪,0‬‬ ‫‪٢٧٣ -‬‬
‫‪О‬‬ ‫ص‬ ‫ص‬ ‫‪٣‬‬
‫‪-‬؛‬ ‫‪٠١‬‬

‫‪Ф‬‬
‫ه‬
‫ﻟب‬
‫‪Ф‬‬

‫‪Ф‬‬
‫‪■0‬‬
‫ت‬
‫‪X‬‬ ‫ح‬
‫‪Ü‬‬ ‫©‬ ‫ت‬ ‫‪го‬‬
‫ﻟﺐ‬ ‫‪го‬‬ ‫‪ ф‬ح‬ ‫‪ф‬‬
‫ج‬ ‫ب©‬ ‫^‬ ‫‪.، ф‬‬
‫©‬ ‫—‪го‬‬ ‫‪а: о‬‬ ‫‪٧١‬‬
‫©‪Ф С‬‬ ‫‪ — ф с ф‬د‬ ‫‪ф‬‬ ‫ة‬ ‫‪с‬‬ ‫‪٠١ © с‬‬ ‫‪ф‬‬
‫‪ го‬ن —‪го ٠‬‬
‫‪٠- ٠١ с Е‬‬
‫_؛‬ ‫— ‪.،‬‬
‫© ﻟﻪ ‪ф ф ،. ф‬‬
‫‪ 0‬ﻃ ﺎ دﻫ ﺄ م‬
‫‪ф<،‬‬
‫ﻟ ﺐ ‪го го‬‬
‫ﻗﻘﺈﻗﻒ‬ ‫ﻣﻤﺜﺒﻤﻮ ؤ‬
‫> » © ‪г о ، г о0‬‬
‫>‬
‫‪с‬‬
‫‪،‬‬
‫‪о — — о г о © г о с > ،с г о‬‬
‫‪ ^ ^ N C £ © — © - Г О Ф‬آم © م» © ده ©‬
‫— ‪с :٧١‬‬ ‫‪ ٤-‬ه‬ ‫‪— г о г о с Ф ' О ' о г о а ،.‬‬
‫ﻃﻬﺼﺤﺪ ‪0‬‬ ‫ى‬
‫‪Г ОСФ‬‬
‫‪٠١٠ — ٦‬‬
‫‪СГОФ‬‬
‫|‬ ‫ﻗﺈ‬
‫ة‬ ‫‪ с‬؛> ‪â N‬‬
‫ط ‪٠ ■ф‬‬
‫نء‬

‫طﺎ ح‬
‫‪гогос‬‬
‫ط ‪го‬‬‫‪•о ■о‬‬
‫‪ФСС‬‬
‫«<‬
‫‪ © ГО‬ح‬
‫— ‪© ^ го‬‬
‫‪го ٥ .‬‬
‫—‬
‫‪.‬؛ ‪،-‬‬
‫© ©^ ‪г о‬‬
‫‪٦ ٦ ٤‬‬
 ‫‪Ill‬‬

‫ص‬ ‫ﻳ م ‪١٥ ٠١‬‬ ‫ه‬ ‫‪٤٨‬‬ ‫‪٤٨‬‬ ‫وت ‪٠ ١‬‬ ‫ﻳ م‬ ‫ﻳ م‬ ‫‪٠١‬‬ ‫‪١٠‬‬ ‫‪ -٠١٣٣١٥‬ﻣﻳﻣﻳﻣوت ~ «‬ ‫ﺀﺣﻢ‪-‬ام‬ ‫‪ 0‬ا ل‪00‬‬
‫‪ ٤٨٣‬ﻟ ﻪ ﻫ ﺎ ي‬ ‫صء‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫وﺻ ﺼ ﻬ ﺤ ﻴ ﻨ ﻠ ﻬ ﻬ ﺎ © ص‬ ‫‪0‬‬ ‫‪ о‬ﻣ ﺤ ﺺ ‪0‬ﻣ ﺢ‬ ‫ض‬
‫^‬
‫ﻟﻪ‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٤‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩ ٩‬‬ ‫‪٤٨‬‬ ‫‪ ٨‬ا ﻳ‬ ‫م‪، ٨‬‬ ‫م‪ ٠‬ﻳ‬ ‫‪٩‬‬ ‫‪٩١٩٩١٩٩٩٦٩٦‬‬ ‫ﻟ ﻪصص ‪٠١ ٠١‬‬ ‫‪о‬‬
‫‪^ ٤٨٥٥٣‬‬ ‫‪٠ ١ ٣‬‬ ‫ي‬ ‫ص‬ ‫ص‬ ‫‪٤٨ ٤٨‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫‪■٤ ٨ ٥‬‬ ‫م©م‬ ‫ﻣﺣﻬﻣﻠﻬﻳ‬ ‫‪٤٨‬‬
‫^‪٣٥١١٥٥‬‬ ‫‪١٥٣‬‬ ‫ص‬ ‫م‬ ‫‪ ٩‬ﻩ ‪ ٠١‬ﻟﻪ‬ ‫ه‬ ‫‪٠‬‬ ‫ﻣ ﺤ ﻠ ﻬ ﺠ ﻬ ﺎ©‬
‫ا© ﺻﺒﻨﺞ‬ ‫ﻣﻠﻪ‬ ‫ال‪N ٨١٥‬‬
‫‪٢‬‬ ‫‪00‬‬
‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫©‬ ‫ﻳ م‬ ‫ص‬ ‫ص‬ ‫‪٦‬‬ ‫‪٦٩٩٩٤٩٤٩٩٩٩‬‬ ‫‪٤٩٩٤٩٩٦‬‬ ‫‪00‬‬
‫‪fO‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫‪^٤ ٨‬‬ ‫ﺗﻠﻬﻬﺎ <‬ ‫و‬ ‫‪О‬‬ ‫يم‬ ‫ﻳ م ‪٤٨‬‬ ‫ﻟﻪ‬ ‫ص ‪٤٨‬‬ ‫ص‬ ‫ون‬ ‫و‬ ‫ﻟﻪ‬ ‫وت‬ ‫ﻳ م ‪٠١‬‬ ‫ﻳ م ‪٠١‬‬
‫‪٠٦‬‬
‫‪٠١‬‬

‫يم يم‬‫‪٤٨‬‬ ‫ﻟﻬﻠﻪ‬ ‫ﻟﻬﻪ ‪١ ٥‬‬ ‫‪٠١‬‬ ‫‪٥١٥٥٥٣٥‬‬ ‫ص ' ا ﻣﺎ م‬

‫‪١ ٥ ٥ ٤ ٨ ٥‬‬
‫ﻳﻣ‬ ‫ا‬ ‫©‬
‫‪О‬‬
‫‪٥ ٤ ٨٥٠١‬‬ ‫ﺻﺻﻳﻣﻳﻣﻣﺣﺢ‬ ‫ص‬ ‫‪٥‬‬ ‫ﻟﻪ ‪٠ ١‬‬ ‫ح‬ ‫‪ ١٥‬ص ﻳ م ‪١٥‬‬
‫‪٦٩٩٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٣‬‬ ‫‪٥‬‬ ‫‪٦‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫م ‪١٥‬‬ ‫‪٣‬‬ ‫م‬ ‫‪.‬ي‬ ‫‪٩٩٩٩٩٦‬‬ ‫‪٦ ٩ ٤ ٩ ٤ ٩‬‬ ‫‪٩‬‬

‫ﻫﻠﻬﻠﻪ‬ ‫ﻳﻤﻢ ^ا‬ ‫ص‬ ‫ص‬ ‫‪©٥‬‬ ‫ﻟﻪ‬ ‫ﻳ م‬ ‫‪٥‬‬ ‫ﻣﺼﻴﻤﻚ‬ ‫ه©‬ ‫‪١ ٥ ٥ ٤ ٨ ٥‬‬ ‫‪٠١‬‬
‫ﺻ ﺖ ﺀآ‪ 0‬ﺗ ﺊ‬ ‫‪ ١ ٥ ٤ ٨‬و ن^ ‪٥ ٠٢ ١‬‬
‫‪١٥٣‬‬
‫‪٥‬‬ ‫ﻟﻪ ‪ -‬ﻣﺣ ص‬ ‫ه‬ ‫‪٣‬‬ ‫‪٤٨ ٥‬‬ ‫ي‬ ‫ﻟﻪ‬ ‫‪٥ ٥ ٠ ١ ٠ ١ ١ ٥ ٥‬‬
‫^ ^ ‪^ ١٥ ^ ٤٨‬‬
‫‪٥‬‬‫يم يم‬ ‫ﻳ م‬
‫‪٦‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫ﻟﻪ‬ ‫‪٤٨‬‬ ‫^‪٣‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٠‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪٦‬‬

‫‪٥‬‬ ‫م ‪٤٨‬‬ ‫م‬ ‫د‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫ﻟﻪ‬ ‫ﻳ م‬ ‫ﻟﻪ ﺛ ت‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫ص‬ ‫ﻟﻪ‬ ‫‪٦‬‬ ‫‪٤ ٨١٥‬‬ ‫‪:‬‬ ‫ﻟﻪ ‪-‬‬ ‫ص‬ ‫ص‬ ‫د‬ ‫‪١٥‬‬ ‫‪١٥‬‬
‫‪٠١‬‬ ‫ص‬
‫‪٠١‬‬

‫ووه‬ ‫‪٣‬‬ ‫ﻟﻪ ‪٤ ٨ ٠ ١‬‬ ‫ﻳﻢ‬ ‫‪ ١٥‬ﻣ ﺤ ﻤ ﺼ ﻤ ﻴ ﻤ ﻤ ﺢ‬ ‫‪٥‬‬ ‫ص‬ ‫ي‬ ‫ﻟﻪ‬ ‫م‬ ‫‪٤٨‬‬ ‫‪CM ٤ ٨‬‬ ‫‪٥‬‬ ‫^‬
‫ﻫﺎﻟﻪ‬ ‫‪ ٥‬ﺣﻤﺤﺼﻠﻪ‬ ‫‪٥‬‬ ‫‪ ٣‬ﻣ ﺤ ﻤ ﺤ ﻬ ﺈ ﺻ ﻠ ﻬ ﻪ‪١‬‬ ‫ص‬ ‫‪٤٨‬‬ ‫‪٣ ٣ ٤ ٨ ٤ ٨‬‬ ‫‪٥١٥‬‬
‫‪٩‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫‪١٥٠١‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٥‬‬ ‫ﻫﺎﺑﻨﻜﻠﻪ © ﺻﻬﺢ‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٦٦‬‬ ‫‪٩٩‬‬

‫‪٤٨٠١٥‬‬ ‫‪٤ ٨ ٤ ٨‬‬ ‫ا‪٨١‬‬

‫ه ا‪٨‬‬ ‫‪o‬‬ ‫‪١٥‬‬ ‫ﻟﻬﺻﺻﺑﻧﻳﻣﻬﺎ‬ ‫>‬ ‫م‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫و‬ ‫ﻟﻪ‬ ‫‪٤٨‬‬ ‫‪٤٨ ٣‬‬ ‫ﺻﻣﺢ‬
‫‪١ ٥‬‬ ‫‪٥ ٥‬‬ ‫‪٥ ٤ ٨‬‬ ‫م ‪١٥‬‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪٥‬‬ ‫‪٣ ٣ ٥ ٤‬‬ ‫‪٨‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫^‬ ‫‪٥‬‬ ‫وت‬ ‫‪٣ ٤ ٨‬‬
‫ص‬ ‫ﻣﻣ‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫ﻣﻣﺣ‬ ‫ص‪٠‬‬ ‫ﻟﻪ‬ ‫‪ ٣‬ﻣﺤﺤﻠﻬﻤﺤﻠﻬﺺ‬ ‫ص‬ ‫ص‬ ‫ﻟ ﻪ ح>‬ ‫‪٩‬‬ ‫‪٣‬‬

‫‪٠١‬‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫وت ‪٠ ١‬‬ ‫ﺻﻠﻬﻠﻪ‬ ‫‪٠١‬‬ ‫‪١٥‬‬ ‫ﻟﻪ‬ ‫ا‬ ‫م‬ ‫‪٤٨‬‬
‫ص‬
‫‪٠١‬‬

‫‪٠‬‬
‫ص ‪١٥‬‬ ‫‪٤٨‬‬ ‫‪٢٢١٥‬‬ ‫‪٠١٥‬‬ ‫ﻟﻪ‬ ‫ا‬ ‫‪٣‬‬ ‫^‬ ‫‪٥ ٠ ١‬‬ ‫ﻫﺎ‬ ‫ﻟﻪ ‪،‬‬ ‫ص‬ ‫ﻫﺎﻫﻪ‬ ‫§ا‬ ‫‪٣‬‬ ‫‪١ ٥ ٣ ١‬ا‬ ‫‪١٥‬‬
‫ي‬ ‫ص‬ ‫‪٤٨‬‬ ‫د ‪٤٨‬‬ ‫‪١٥‬‬ ‫وت ‪٣ -‬‬ ‫ﻟﻪ‬ ‫‪٠١‬‬ ‫ﻳ م‬ ‫^‬ ‫‪٣‬‬ ‫‪٣‬‬ ‫ﺣﻳ م‬ ‫ﻳ م‬ ‫ﻟ م‬ ‫‪٥‬‬
‫‪٦ ٦‬‬ ‫‪٩٩‬‬ ‫و‬ ‫‪٥ ٣‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٦‬‬ ‫‪٦‬‬ ‫‪١٥‬‬ ‫م© ﻳ م‬ ‫ﻳ‬ ‫‪٤ ٨٥‬‬ ‫‪٥‬‬ ‫ﻳ م‬ ‫‪٥‬‬
‫‪٠‬‬ ‫‪٠٠‬‬
‫‪٣ ٥‬‬ ‫‪٥‬‬ ‫‪٥ ٥‬‬ ‫ﻟﻪ ‪١ ٥‬‬ ‫‪١٥‬‬ ‫م ص مء‬ ‫‪٥‬‬ ‫‪١٥‬‬ ‫‪١٥‬‬ ‫وت‪ -‬ﻳ م‬ ‫ا ﻣ‬ ‫ﻟ م ﻳ م‬ ‫‪٣٣‬‬ ‫‪١٥‬‬
‫‪١ ٥ ٠ ٤ ٨‬‬ ‫‪ ٠ ١‬وت‬ ‫©ﻳ م‬ ‫‪٠١‬‬ ‫‪٥‬‬ ‫‪ ٤٨‬ﻳ م‬ ‫ص‬ ‫‪٣‬‬ ‫ﻳ م‬ ‫‪١٥ ١٥‬‬ ‫© ﻟﻪ‬ ‫وت ﻳ م‬ ‫ﻟﻪ‬
‫م د‪٣‬‬ ‫وت ‪٠ ١‬‬ ‫ه‬ ‫أج‬ ‫‪٥ ٥ ٤ ٨‬‬ ‫‪٤٨‬‬ ‫‪٦‬‬ ‫م م‪١٥‬‬ ‫ﻟﻪ‬ ‫ﻳ ﻢ ‪٣‬‬ ‫‪١٥٥‬‬ ‫ﻳﻣﻳ م‬ ‫‪٣‬‬

‫‪٥‬‬ ‫وت‬ ‫ص‬ ‫‪ ٥‬ﻣﺢ ا‪٨‬‬ ‫‪٥٥‬‬ ‫‪٣‬‬ ‫وت‬ ‫‪٠١‬‬

‫‪٥‬‬ ‫ﻟﻪ‬ ‫‪٣‬‬
‫‪٠١‬‬

‫‪١ ٥ ٤ ٨ ٣‬‬ ‫م ‪٠١‬‬ ‫ي‬ ‫ﻟﻪ‬ ‫‪٥‬‬ ‫ﻟﻪ‬ ‫‪٥‬‬ ‫ص‬ ‫^©‬ ‫‪٠ ٤ ٨‬‬ ‫‪٥‬‬ ‫‪٥‬‬ ‫‪٣‬‬ ‫ﻟﻪ‬ ‫م‬ ‫‪٣ ٤ ٨ ١ ٥ ٥‬‬
‫©ه‬ ‫ﻟﻪ‬ ‫‪٥ ٥‬‬ ‫‪٥‬‬ ‫ﻟﻪ‬ ‫‪٥٣٨١٣‬‬
‫ي‬ ‫‪٤٨‬‬ ‫م‬
‫ة‬ ‫‪٠١‬‬ ‫‪٤٨‬‬
‫‪٣‬‬
‫ص‪ ٣‬ﻳﻣ‬
‫‪٩ ٦‬‬ ‫‪٩‬‬ ‫‪٩‬‬
‫ﻣﺣﻳﻣ‬
‫‪٦‬‬
‫ص‪٥‬‬
‫‪٩‬‬
‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫^ه‬ ‫ﻟﻪ‬ ‫‪٣‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٣‬‬ ‫‪٩‬‬ ‫‪٠١‬‬ ‫‪٩‬‬

‫^ ‪١ ٥٥‬‬ ‫‪м с‬‬ ‫؛©‪о‬‬ ‫^‬ ‫© ﻳ م‬ ‫‪٥‬‬ ‫‪٠١ ٥‬‬ ‫• ‪ ٣‬وت‬ ‫‪٤ ٨ ٥‬‬ ‫‪٥‬‬ ‫‪٤٨‬‬ ‫‪٥‬‬ ‫^‬ ‫‪٥‬‬ ‫©‬ ‫‪Г-‬‬ ‫ﻝ\<‬ ‫^^‬ ‫‪٣ ٣‬‬
‫ح©ص‬ ‫^‪٣ ١ ٥‬‬ ‫^ ‪٣٥ ٥‬‬ ‫و ت ‪CM‬‬ ‫‪٠١‬‬ ‫‪٠١‬‬ ‫‪٤٨‬‬ ‫ﻟﻪ‬ ‫‪٥‬‬ ‫‪٣‬‬ ‫‪٣‬‬ ‫‪٤ ٨ ٥‬‬ ‫‪٣‬‬ ‫ء ص ‪٠١‬‬
‫‪٠ ١ ٠ ١ ٠ ١‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٦‬‬ ‫‪٦‬‬ ‫‪٩‬‬ ‫ج‬ ‫‪٩‬‬ ‫‪٣‬‬ ‫‪٩ ٩‬‬ ‫‪٩ ٦‬‬ ‫‪٩‬‬ ‫‪٥‬‬ ‫‪٥٠١٥‬‬ ‫وت ‪٠ ١‬‬ ‫©‬ ‫ﻟﻪ‬ ‫ﻟﻪ ‪٠ ١‬‬

‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫ح‬ ‫ﻟﻬﻣﺣﻣﺢ‬ ‫‪٥‬‬ ‫ﻟ ﻪ©‬ ‫ﻟﻪ‬ ‫وت وت‬ ‫ﻟﻪ‬ ‫‪٥‬‬ ‫ﻣﺎﻟﻪ‬ ‫م©ا‬ ‫ﻣﻳﻣ‬
‫ص‬ ‫ﻟﻪ‬
‫‪Os‬‬

‫‪Ф‬‬

‫‪Ф‬‬

‫‪сс‬‬ ‫ح‬ ‫ص) ﻣم‬

‫غ‬ ‫‪•о‬‬
‫‪с‬‬
‫ﻅ‬ ‫‪тз‬‬ ‫‪ü _ ■D‬‬ ‫‪г о з‬‬

‫ي‬ ‫‪го‬‬ ‫‪(Л‬‬

‫‪го‬‬
‫•‪го‬‬
‫‪го‬‬ ‫* ‪ D‬ﻣ ﻣن‬
‫‪^ r o‬‬
‫‪٥‬‬
‫ط‬ ‫‪о‬‬ ‫‪3‬‬ ‫‪ф< с -، ф‬‬ ‫‪> р ф ،.‬‬ ‫‪Г О Ф С‬‬ ‫‪P r o‬‬ ‫‪е ф ،‬‬ ‫ة‬ ‫‪го‬‬ ‫‪ф‬‬ ‫—‬ ‫‪3‬‬ ‫‪с о‬‬
‫‪О‬‬ ‫‪Ф‬‬ ‫‪С‬‬ ‫‪Ф‬‬ ‫‪р‬‬ ‫—‬ ‫‪О Г О О > > С Ф‬‬ ‫‪Ü 3 C C‬‬ ‫‪Г О Т З Ф Г О > > Ф‬‬ ‫‪r o r o ü‬‬ ‫‪Г О Ф Ф‬‬ ‫‪<0 ü‬‬ ‫‪٢٠‬‬
‫‪р‬‬ ‫^‬ ‫— ‪.‬‬
‫©‬ ‫‪^С Е Ф‬‬ ‫‪ — 0‬ﻣ ﻣ—ن‬ ‫مء * ‪3 0‬‬ ‫‪— — Е‬‬ ‫—ء ‪г о с‬‬ ‫‪٠١ N‬‬ ‫‪го с‬‬
‫‪Р Г О С < Г О — Г ОС фГ ОГ ОС фГ ОС О. Г О‬‬ ‫‪ _ >О Р‬؛ ‪< ،. С Г О‬‬ ‫‪r o c‬‬ ‫‪c c r o‬‬ ‫‪،.‬‬ ‫‪Р‬‬ ‫‪Ф‬‬ ‫‪го с‬‬ ‫‪го‬‬ ‫‪— .‬‬ ‫ط‬ ‫‪ф‬‬ ‫‪■о‬‬
‫‪ -о‬؛ ‪Ф 0. з с / ) > 5Ф ‘ 0 Ф ،- р а . з — с о г о а ^ с с о ф г о с ф р ф‬‬ ‫‪ ٥‬ﻣ ﻣث ‪0 .‬‬ ‫‪> r o‬‬ ‫‪Ф‬‬ ‫‪،‬‬ ‫—‬ ‫إ ﺀت © ج‬ ‫‪ф‬‬ ‫‪،г о‬‬ ‫‪^ > ،‬‬ ‫‪ф‬‬ ‫ط‬ ‫‪с‬‬
‫ﻣ ﺈ‬ ‫؛ ء‬ ‫‪0‬‬ ‫ب‬ ‫ﻟ ﻠ ﻬ ﺿ ﺗ ﺗ‬ ‫‪-‬‬ ‫© ‪t O h - X U - Z ^ C O O‬‬ ‫‪c n ü‬‬ ‫—‬ ‫‪0‬‬ ‫‪0‬‬ ‫طﺎ‬ ‫ى‬ ‫—ء‬ ‫©ا‬ ‫ﻃﺎ ﻃﺎ ‪٥‬‬ ‫ه ص ج ‪٠‬‬ ‫‪٥‬‬ ‫طﺎ‬ ‫— ‪оо‬‬
‫‪о‬‬
‫‪w‬‬
 ‫‪112‬‬

‫ﻫﺎﻫﺒﻨﻤﺼﺒﻨﺒﻨﺒﻦ‬
‫و‬
‫«(»‬
‫ﻳﻧﻣﻣﺣ م «‬
‫ﻳﻤﺼﺎ‬ ‫ﺻﻳﻣﻣ م «‬
‫^‪٩ ٩ ١ ٩ ٦ ٦ ٩ ٩١٥٥٩‬‬
‫‪00100 0 1‬‬
‫ﻳﻢ ‪ « ^ ٧‬ﻟﻪ ‪٣ ١ ٥‬‬
‫‪٧١ CM٩ ٥ ٩ ١٥٩٣٧١‬‬
‫ﻣﺢ ﺀ‬ ‫‪100‬‬
‫‪ CM ١٥‬ت‬
‫‪٦ ٦ ٦‬‬
‫‪fO‬‬
‫‪١٥‬‬
‫ﻟﻪ‬
‫‪١٥‬‬
‫‪٥١‬‬
‫‪١٥‬‬
‫‪٩‬‬
‫‪00‬‬
‫‪со‬‬
‫‪١٥‬‬
‫و‬
‫»‬
‫‪00‬‬

‫ﻟﻬﻴﺤﻤﺼﻴﻤﺎ؛ ﻫﻲ «‬ ‫«‬ ‫وم‬ ‫ﻟﻪ‪٥١٥‬ﺣﻤﺢ‬ ‫‪со ٧١ C?N‬‬ ‫ﻟﻪ‬ ‫‪00‬‬

‫ﻳﻢ ‪ Ch ٥١« 00 ١٥о‬و ‪٥١о‬‬ ‫د ا ‪ 0‬ﺣﻤﻠﻪ‬ ‫و‬ ‫«‬ ‫يم‬ ‫ص ‪١٥‬‬ ‫ﺀ‬ ‫‪со‬‬ ‫‪٧‬‬
‫‪٦ ٦ ٦ ٦ ٣ ٠ ٩ ٦ ٩ ٩ ١ ٩‬‬ ‫‪٦ ٩ ٩ ٩ ٩ ٦ ٦‬‬ ‫‪«« ٣‬‬ ‫‪CM‬‬ ‫ﻟﻪ‬ ‫‪٩‬‬
‫ال ء ال ءءء إل ت؛ ي■‬ ‫^‪٢٠‬‬
‫‪١ ^٥‬‬ ‫ﻫﺎﻟﻪ ج «‬ ‫اج‪١‬‬
‫‪ 00‬ه‬ ‫‪ ١٥٥‬ي‬ ‫‪٥‬‬ ‫‪о‬‬ ‫‪го‬‬
‫‪٥١‬‬
‫‪٠١‬‬

‫ﻳ م « ‪ 0‬ﻟﻪ ‪ ٥ ١ ٥‬ﻳ م ا ‪٥ ١ ٧ ١ ٥ ١ ٥‬‬ ‫‪٠١٥‬‬ ‫ﻳﺼﻊ «‬ ‫‪о со Ch‬‬ ‫‪со‬‬ ‫‪о‬‬ ‫‪٧‬‬ ‫ﻳ م ‪ 0 0‬ﻫﺎ ‪ 0‬م ‪0‬‬
‫‪^ ٧١٥‬‬
‫ﻳﻣﻣ م ‪0‬‬
‫ﻳﻣﺻﻬﻬﺢ «‬
‫ﻣ د» م « م ‪0 0‬‬
‫«ﻳ م «‬ ‫‪٧٥‬‬
‫‪٩٩‬‬
‫ويم‬ ‫‪о ١٥‬‬ ‫‪٥‬‬ ‫ﻟﻪ ‪^ ١٥‬‬ ‫‪١٥‬‬ ‫‪٠١‬‬ ‫و‬ ‫‪CM CM١٥ CM‬‬ ‫ﺻﻬﺎﺑﻦ ‪0‬‬ ‫‪ 0‬ي ‪0‬‬
‫‪٥٠٠CM ٦ ٦‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫‪٩٩٩٩‬‬ ‫‪٩ ١ ٩ ١ ٩ ٩ ٩ ٩ ٣‬‬
‫ﻋﻤﻠﻬﻴﻢ‬ ‫‪،> ١٥‬‬ ‫‪ ١٥‬ص ‪ ٧‬و‬ ‫»‬ ‫ﻟﻬﻢ ‪١٥‬‬ ‫‪١٥‬‬ ‫ص‬ ‫ﻟﻪ‬
‫‪٧‬ص «‬ ‫ﻣﺤﺼﻤﺤﻢ «ﻟﻬﺒﻦ‬
‫‪٢٨‬‬ ‫‪٣« ٠١‬‬ ‫ﻣﻬﻠﻪ‬ ‫ﻟﻬﻣﻳ م « ا‬ ‫ﻟﻪ ﻟﻪ‬ ‫ﻟﻪ‬
‫‪ ٣‬ﻟﻪ ^‬ ‫‪о‬‬ ‫‪١٥١٥٣‬‬ ‫و‬ ‫ي‬ ‫ة‬ ‫ﻟﻪ ص ‪١٥‬‬
‫«‬ ‫ﺻﻳﻣﻬﺢ ‪0‬‬ ‫ﻳﻣﺑﻧﻳﻣ‬
‫ﻳ م ﻟﻪ ﻟﻪ ‪١٥‬‬ ‫‪٦ ٦ ٩ ٩ ٩ ٩ ٦‬‬ ‫ﻭ‬ ‫‪00‬‬ ‫‪0‬‬ ‫ح ‪0‬ﻣﺢ‬ ‫‪о‬‬ ‫‪٠١٢٨٧‬‬ ‫‪о‬‬ ‫ﻟﻪ‬ ‫ﻟﻪ‬ ‫ﻫﺎ ه ‪0‬‬ ‫ﻳ ﻴ ﻤ ﻢ« ‪0‬‬ ‫ﺣﻢ «‬
‫• ‪٥‬‬ ‫ج‪-‬د ﻟﻪ ﻟﻪ دإ ع ﻟﻪ‬ ‫‪٨ ١ ٥ ٧ ٧‬‬ ‫ﻟﻬﻬﺎﻟﻪ‬ ‫ﻟﻬﻣﺣﻠﻪ ‪0‬‬
‫‪٠١‬‬
‫‪٠١‬‬

‫‪٠١‬‬ ‫^‪٥١٥‬‬ ‫‪CMg‬‬ ‫^ﻳ م ^‬ ‫‪٥‬‬ ‫‪٥‬‬ ‫‪٣ ٥ ٣ ٢ ٨ ٧‬‬ ‫‪ о о ٠١‬ﻳﻢ ‪о‬‬
‫ﺑﻧﻠﻬﻊ‬ ‫‪٣‬‬ ‫ﺑ ن « ﻫ د‬ ‫‪٠١‬‬ ‫« دو‬ ‫م ص ‪00‬‬ ‫‪00‬‬ ‫ﻟﻪ‬
‫‪ ١٥‬د ﻟﻪ «‬ ‫‪٢٨٠١٥٥٢٨‬‬
‫ﻳ م ‪-0‬ﻣ ص‬ ‫« ﻟﻬﻪ ‪٣‬‬ ‫د‬ ‫‪٩‬‬ ‫‪٩٩‬‬ ‫‪٩ ٩ ٩‬‬ ‫ة‬ ‫‪٩ ٩ ٩ ٩ ٩‬‬ ‫‪٩ ٦ ٩ ٩ ٩‬‬
‫‪٧‬‬ ‫ص‬
‫‪« ١٥‬‬ ‫« ‪٣ ٧ ٠‬‬ ‫‪١٥‬‬ ‫^‪٠٧١‬‬
‫‪٢٨‬‬ ‫^‪١ ٥٣‬‬ ‫و ﻟﻪ ‪٠١‬‬ ‫« «‬ ‫ﻟﻊ ‪« ٥ ٧ ٣ -‬‬
‫د ‪ « 00‬ج‬ ‫ﻳ م « «ه‬ ‫‪S‬‬ ‫‪٧‬‬ ‫يم‬‫‪00 ٣‬‬ ‫^‪٣ ٠‬‬ ‫ه‬ ‫ﻣﺒﻦ ‪ ٠‬ﺣﻴﻢ‬ ‫ح‬
‫ﻟﻪ ‪ ٠‬ﻳ م «‬
‫ﻟﻬﺎ ه « ﻟﻪ‬ ‫‪١٥‬‬ ‫‪٦ ٩ ٦‬‬ ‫‪SS‬‬ ‫ص« ص‬ ‫‪00‬‬ ‫‪١٥‬‬ ‫‪٩ ٦ ٦ ٩ ٩‬‬ ‫«ه‬ ‫ﻫﻬﻪ‬
‫‪٠١‬‬ ‫ﻣ ﺢ> و ﻳ ﺼ ﺎ‬ ‫‪ ٩ ١٥‬ﻟﻪ‬ ‫^‪٧١ см‬‬ ‫^وص‬ ‫‪о‬‬ ‫ﻟﻪ‬ ‫ص‬ ‫ﻣﻣ م «‬
‫‪00‬‬
‫‪٠١‬‬

‫ﻳﻣﻣﻠﻪ‬ ‫‪ «،‬ا د !‬ ‫ﻟﻬﻬﺎ‬ ‫• ‪IO‬‬ ‫م‪،‬ه‬ ‫ﻣﺻﻬﺎ ‪ ،‬ﻳﻣ‬ ‫ﻫﺎﻟﻪ‬ ‫«‬ ‫» • »‬ ‫‪١٥٥٥‬‬ ‫■»‬ ‫س‬ ‫■‬ ‫» ‪1‬‬
‫‪ ٧ « ٧‬ﻟﻪ ﻳ ﻣ ﺻ د‬ ‫‪٥‬‬ ‫« ‪٧‬‬ ‫^ ‪٥ ٧‬‬ ‫««‬ ‫ه‬ ‫» ‪» ٣‬‬ ‫« «‬ ‫ﻳﻢ‬ ‫«‬ ‫« د‬ ‫ﻟﻪ‬
‫‪٣٩٦٦٦ ٩ ٦ ٩‬‬ ‫‪٥‬‬ ‫‪٣ ٥‬‬ ‫‪٥٥١٥‬‬ ‫يم يمﻟﻪ©‪١‬‬
‫‪٩٠‬‬ ‫‪^٥‬ه‪٣‬‬
‫ﻳﻧﻳ م‬ ‫ه‬
‫‪ ٧ ٣‬ﻳ م‪ ٠١‬ﻟﻪ « «‬ ‫‪٧‬‬ ‫ﻟﻬﺣ م‬ ‫‪٥ ٣ ٧‬‬ ‫‪٧‬‬ ‫«^‬ ‫«‬ ‫ص‬ ‫‪٣١٥٧‬‬ ‫»‬ ‫ه‬ ‫<‪،‬‬ ‫»‬
‫‪ ٠١« ٥‬عد‪ ١٥‬ﺑﻧ‬ ‫‪со‬‬ ‫‪00 00‬‬ ‫و ح ‪٠١‬‬ ‫ﻫﺎ « ام‬ ‫‪ ٥‬ﻟﻪ‬ ‫‪٣^١٥٧‬‬ ‫‪٥‬‬ ‫»‬ ‫‪٥‬‬
‫‪ ١ ٥ ٧‬ﻟﻪ ‪ « ٧‬ﻫﺎﻟﻪ‬ ‫‪^ ٥‬‬ ‫ﻟﻪ ﻟﻪ «‬ ‫^ ‪» ٣٧‬‬ ‫« ﻟﻪ‬ ‫‪١٥‬‬
‫ص‬ ‫‪« ٧٥١‬‬ ‫‪ ٧‬ﻟﻪ‬ ‫‪ ٢‬ﻟﻪ د‬ ‫‪»»٥١٧‬‬ ‫ﻟﻪ «‬ ‫‪٧٢‬‬
‫ص‬ ‫ﻟﻪ‬
‫‪٥١‬‬

‫‪ 0‬ﻣﺎﻣﻴﻤﻤﺢ‬ ‫دام‬ ‫م§ ﻫ‬ ‫« ﻳ‬ ‫ﻳﻣﻬﺎﻣﻪ‬ ‫م§‬ ‫ﻣﻣﻪ‬ ‫ﻳ م « اه «‬ ‫« «•«‬ ‫^‪٣ ١ ٥ ١ ٥١ ٥٥‬‬ ‫ﻣﻪ‬
‫ﻣﺪ‬ ‫ﻣﻤﺢ ‪٥‬‬ ‫ص‬ ‫ﻟﻪ‬ ‫^‬ ‫‪٠ ٥‬‬ ‫ﻟﻪ ﻟﻪ ﻳم ‪٥‬‬ ‫د‬ ‫ه « ﻟﻪ ‪٧ ٧ ٧ ٣ ١ ٥‬‬ ‫د «‬ ‫‪ ٥ ١ ٥‬ﻳﻣﻠﻪ ‪٥‬‬ ‫‪٥‬‬ ‫«‪٠١‬‬
‫‪٩ ٦ ٩ ٩ ٩‬‬ ‫ﻟﻪ‬ ‫« ﻟﻪ‬ ‫‪١٥٥‬‬ ‫ﺑ ن ««ه‬ ‫‪٥‬‬ ‫‪٩ ٩ ٩ ٦ ٦ ٩ ٦ ٩‬‬ ‫‪٦‬‬ ‫‪٦‬‬ ‫ﻫﻬ د « م‬ ‫‪٥‬‬ ‫‪٩ ٩‬‬
‫‪ ٠١ ٥‬ص ﻳ م ‪٣‬‬ ‫ﻟﻪ‬ ‫« ‪٥‬‬ ‫« ‪٥١‬‬ ‫«« ‪٧ ٠ ١‬‬ ‫ص‬ ‫ﺑﻧﺻﻣﻬ م‬ ‫ﻳﻣﻳﻣ د‬ ‫‪ ١٥‬ص‬ ‫ﻣ ﻴ ﻤ ﻪ ‪« ١٥‬‬ ‫‪٥‬‬ ‫‪١٥٥‬‬
‫‪١٥ ٣‬‬ ‫‪٧« ٣-‬‬ ‫ﻟﻪ‬ ‫« د‬ ‫ﻟﻬ ص‬ ‫‪١٥ ٣ ٣ CM‬‬ ‫‪٠١‬‬ ‫دص‬ ‫ﻣﻳﻧ د ﻳﻣﻳ م ؟‬ ‫م «‬ ‫‪« ٣ ٧٣١٥‬‬ ‫‪о‬‬ ‫‪١٥٥‬‬
‫« ‪« ٣ ٠١ !٨‬‬ ‫‪٥‬‬ ‫ﻫﺎﻟﻪ‬ ‫‪٩ ٩‬‬ ‫‪٣ ٩ ٩ ٩‬‬ ‫‪٩ ٦ ٦ ٦ ،^ ٣ ٩ ٩ ٦‬‬ ‫‪٩‬‬ ‫‪٩‬‬ ‫« ه‬ ‫ﻫﺎ « د‬ ‫‪٧‬‬ ‫ﻟﻪ د‬
‫ي‬
‫‪< ١٥‬‬ ‫ﻟﻪ‬ ‫يم ‪CM‬‬ ‫ص «ه‬ ‫«‬ ‫ﻫﺎﻟﻪ‬ ‫ﻫﺎ دص « م «‬ ‫‪C‬‬
‫‪«M‬‬ ‫ﻟﻬﻌ م‬ ‫ﻫﺎ «‬ ‫ﻟ ﻪ« «‬
‫ص‬
‫‪٠١‬‬

‫‪p‬‬
‫©‬
‫ح‬
‫©‬
‫‪тз‬‬

‫©‬ ‫‪■ОС‬‬ ‫©‬ ‫‪٤‬‬ ‫‪•0‬‬

‫‪с‬‬
‫©‬ ‫©‪с‬‬ ‫‪а‬‬ ‫©‬ ‫د‬ ‫‪с‬‬
‫م‬ ‫—•‬ ‫—©‬ ‫■ ‪© ٤. . о‬‬ ‫©‬ ‫ص‬ ‫©‬
‫© ©‬ ‫—©‬ ‫ه ث‪0‬‬ ‫ه‬ ‫ح‬ ‫‪ £‬ص‬
‫© ﺀ‬ ‫©ا‬ ‫©‬ ‫© ه©‬ ‫ء ©‬ ‫ت‬
‫© ‪٠١‬‬ ‫‪-0‬‬ ‫‪с‬‬
‫‪с‬‬ ‫©‪>с‬‬ ‫‪©N‬‬ ‫ق‬ ‫| ﺀإ ﺀ‬ ‫‪ü © > ،c © ü‬‬ ‫ه© —‬ ‫© © >> © ©‬ ‫‪ce‬‬ ‫‪ 0 | ü‬ت‬ ‫م ‪с‬‬
‫©؟ ‪c 0сc‬‬‫©‬
‫< ©‬ ‫«‬
‫‪p‬‬
‫‪٠‬‬
‫©©‬ ‫— ‪C — — © © о с п‬‬ ‫‪Р‬‬ ‫‪I Î‬‬ ‫‪C E‬‬ ‫ء ©< — ‪« ٠١‬‬ ‫‪© © ٠ ٠ ■о‬‬
‫> © ﺣ ﺎ ا ح © آل ©‬ ‫ا ©‬ ‫© ص —‪© p © < со‬‬ ‫ﻣﻤﻂ ©‬ ‫ه‪-‬‬ ‫— — ﺳﻢ ©‬‫© ‪£‬‬
‫‪E‬‬ ‫©©‬ ‫©‬
‫‪с‬‬ ‫‪،© о‬‬ ‫©©‬ ‫—‬‫©ت‪о‬ح‬ ‫‪:‬‬ ‫© © ‪،_ с р © о о —^с о ٠‬‬ ‫©ا‬ ‫‪p‬‬ ‫‪© > со‬‬ ‫ؤﻫ ج ﻬ ‪q‬ﻪ ‪и‬ﻟ© ﻬ ﺤ ﺎ ﻣ ﻢ‬
‫ت‬ ‫—‬ ‫ه‬ ‫‪ с о с о к :‬ﺀ‪،‬‬ ‫‪ о‬ط ‪CÛ о‬‬ ‫د ‪—z сл‬‬ ‫_‪со о b‬‬ ‫ﻃﺎ‬ ‫ﻃﺎ‬ ‫‪Zû-ûCCOCO ——0 0‬‬
‫©‬
 ‫‪113‬‬

‫ﻣﺣﻣﺢ‬ ‫ﻟﻪ !‬
‫ﻳم و‬ ‫ﻟﻪ‬
‫ﻟ ص‬ ‫‪00‬‬
‫‪٠٠‬‬ ‫‪٠‬‬
‫‪٠ ١On‬‬ ‫‪٠‬‬
‫ﻳ م ‪٧١‬‬ ‫‪00‬‬
‫م ^ ﺑم‬ ‫ع‬
‫‪٠٠‬‬ ‫‪٠‬‬
‫‪٢‬‬ ‫‪ ٧٦‬ﻟ ﻪ‬ ‫‪٤٨‬‬
‫‪٥١‬‬ ‫ص‬
‫‪ON‬‬

‫‪ ٤٨‬ﻧ ﻪ ص ﺑ م ‪٠‬‬
‫ﺻﺻﻣﺣﺑم‬
‫ﺻﻌ د ﻣﺢ‬
‫‪^٥٣٣‬‬
‫ص د م ‪٤٨‬‬
‫ص ب ‪^٨ ٢٦‬‬
‫—‬ ‫‪٠٠٠٠‬‬
‫ﻟﻲ‬ ‫‪٠‬‬
‫‪٨‬‬ ‫ﺑ م ﻟﻪ ﺑ م د‬
‫‪٧١‬‬
‫ء‬
‫‪о‬‬ ‫‪٣‬‬
‫‪٠‬‬
‫‪о‬‬
‫‪о‬‬
‫ه‬
‫ه‬
‫‪CM‬‬
‫‪٨‬‬ ‫‪ ١٥٣ -‬ر‬ ‫‪11‬‬
‫ص‬ ‫ص ‪١٥‬‬
‫ج‬ ‫‪0 0‬‬
‫‪٢١‬‬ ‫‪٠ ٠‬‬
‫—‬ ‫ﺻﻣﺢ‬
‫ح‬ ‫مء‬
‫‪٢٠٣‬‬
‫وﻣﺄ‬ ‫‪٠ ٠‬‬
‫‪٢٠‬‬ ‫■ ا■‬ ‫‪ON‬‬ ‫ﻟﻪ ع‬
‫د‬ ‫صء‬
‫‪5‬؟•‬ ‫ء‬ ‫‪ON‬‬
‫—‬ ‫ه‬ ‫ء‬
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‫‪٥‬‬ ‫‪00‬‬
‫*‬ ‫ص‬ ‫‪٤٨‬‬ ‫‪٣‬‬
‫‪٢٦‬‬ ‫‪٠‬‬ ‫ﻟﻪ‬
‫‪٠‬‬‫‪٦‬‬ ‫‪ON‬‬
‫‪1‬‬ ‫’‬
‫ح‬
‫م‬
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‫’خ‬ ‫‪} ٠ ٥ ، } ٤٨‬‬
‫>‪0‬‬ ‫‪•٠‬‬ ‫ﺑم‬
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‫ﺑم‬ ‫‪٤٨‬‬ ‫‪٤٨‬‬
‫م‬ ‫‪٠١‬‬ ‫‪٠‬‬
‫ﻳم‬ ‫د‬ ‫ﺑم‬
‫‪о‬‬ ‫‪٠‬‬ ‫ﻟﻪ‬
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 115

Annex V

INTERNATIONAL €LA $$IFIO A TIO N OF SHIPS BY TYPE *

Interim report

Preparation o f this document

1. The preparation of this annex was initiated at an ad hoc IINOTAD-EEO meeting of the secretariats of
national and international organizations interested in ‘type of ship’ classifications, held in Geneva in Octoher 198?,
where it was agreed that there was a need for a universally accepted hierarchical type-of-ship Classification and a clear
definition o f ship types. A small group was commissioned to prepare a report setting out a new classification which
would take account o f the views expressed at the meeting.

2. The study group’s report was presented to the second ad hoc IlNCTAD-EEC me،^fi
classification of ships by type, which m et in Luxembourg in October 1988.

3. The International Classification o f $hips by Type (IG8T) given in this annex is b^sed on the construction
characteristics o f the m arine sfiucture and not upon its particular use or cargo carried at a point in time. The text
is based partly on the papers presented and comments made at the Luxembourg meeting and partly upon further
deliberations and contributions fiom those attending the two meetings.

Introduction

4. The term ‘classification’ in this text is used in its statistical sense of collating together items with similar
attributes into groups and not in the sense associated with marine insurance. Currently, ship types are classified in
many ways in publications. There is a common underlying thread to many o f the groupings used but it is often not
possible to compare figures from different sources because o f the way in which specific ship types have l» en
grouped.

5. A type-of-ship classification is requited for the p ^ d u ctio n o f statistics relating to marine matters:
composition o f the m erchant fleet o f a counfiy, new constructions, scrapping, accidents, ship traffic, etc. The degree
o f detail required will vary from a very detailed breakdown (e.g., for an analysis o f fishing vessels) to a high degree
o f aggregation (e.g. for the UNCTAD publication Review ofM aritim e Transport). In addition, any system needs to
be compatible with the L loyd’s Register of Shipping database, since many publications providing information on ships
by type have used, as their source material, the information given in Lloyd’s Statistical Tables. $ince 1989 the ship
type groupings used in L loyd’s Statistical Tables have been compatible with the classification set out in this annex.

6. For vessel statistics, a ship use classification will also be required. Such a classification has already been
discussed and adopted by the I ^ C E W orking Party on Facilitation o f International Trade Procedures at its twenty-
third session in 198b (Recommendation 21 Codes / ٠ ٢ Types ٠/ Cargo, Packages and Packaging M aterials -
EEC/TRADE/158).

International Classification o f Ships by Type (ICSTl

7. There appears to be general agreement amongst marine statisticians on the need of identify separately tankers,
dry bulkers and other dry cargo vessels, since these are the vessels which engage in international trade. There remain
other ships, o f which those comprising the fishing fleet are probably the most numerous. Differences in current
statistical groupings occur where groups at the level o f ‘tankers’, ‘bulkers’, etc., need to be subdivided. However,
a classification of this nature should start at the top by covering all marine sfiuctures.

This document was prepared by the ad hoc g ^ u p for review and comment and is reproduced here for
information purposes for the maritime community.
 116

8. All marine structures form Level 0 o f the ICST. At the next level (Level 1), the division is into:

m erchant shi^ structures

٠ naval (m ilita ^ ) craft
• non-ship structures.

The ‘m erchant ships’ group is divided into four hasic groups atT o v el 2:

liquid
٠ dry bulk
• o th e rd ry c a rg o
• miscellaneous types ( ^ r all other vessels).

N o proposals are made at present for the further breakdown o f non-ship sbuctutos below Level 2 or naval vessels
below Level 1.

9. The classification for merchant ships has been fully defined for Levels 2 ‫ص‬
it is likely that a Level 3 degree of detail will suffice. Level 5 has been defined only for some ‘other dry cargo’
^ s and ‘miscellaneous types’ at this stage. A ‫ س‬er expansion o f Level 5 could be made at a subsequent revision
o f this classification if it was thought generally u s e ^ l and desirable.

10. The breakdown a t Level 3 for dte ‘liquid’ category is into five groups:

« o ilta n ^ e r
chemical tanker
liquefied gas carrier

It would be at variance with the philosophy o f the classification to include at Level 4 a cargo coding which was not
specific by virtue o f the ship’s construction. At Level 4, oil tankers separately identify crude oil tankers and oil
products (i.e. not built to carry crude).

11. Bulk carriers are divided at le v e l 3 into those constructed to carry oil and those not. Bulk carriers are
further divided at Level 4 into ore and other bulk carriers.

12. For other dry c‫؛‬،rgo vessels, those constructed to carry cargo of a specific type (e.g. vehicles) form a group
(specialized carrier) at Level 3. Gther groups identified at this level are:

fully cellular container ship

passenger vessel
dry cargo barge
general cargo vessel

13. At le v e l 4, six specific ty‫ »؛‬s o f specialized dry cargo carrier are identified, and three types o f dry cargo
barge. General cargo ships are divided into six groups: teefers, Ro-Ro passenger, Ro-Ro cargo, other general cargo
(Lo-Lo) ships - being divided into - general cargo/passenger (those with accommodation for more than twelve
passengers), single-deck vessels and other multi-deck general cargo vessels. A t Itevel 5 the non-passenger Ro-Ro
and general cargo vessels are further divided to identify those with container capacity (fixed or portable guides built
into part o f the vessel).

14. The ‘miscellaneous types’ group is divided into three groups at Level 3:

fish processing and catching

offshore production and support
oth erty p es
 117

15. A t Level 4, tlte group ‘fish catchiug’ takes on board the classification set out in the ^ h n i c a l ?aper 267 of
the Food and Agriculture Organisation o f the United Nations Definition and classification o f fishing vessel
types (1985). The m ajor types of fishing vessel identified in that publication fotm the groups at Level 5 o f this
classification. The further division o f fishing vessel types in the FAG classification would logically fit into this
classification at ^ v e l 6 and below. Fish processing vessels (motherships, factory ships, etc, in the FAG
classification) are not presently divided at Level 5, as it is understood that the classification o f these vessels is
currently under consideration.

16. Level 5 is also used to identify specific types of vessel in the remainder o f Level 2 - ‘miscellaneous types’
group. A t 4 ‫ ئ‬0‫ ا‬, drilling ships and offshore support vessels form two groups. The ^ u p s se ^ ra te ly identifi«!
at Level 4 within the Level 3 ‘other types’ group are tugs, research ships, dredgers, and a residual ‘other nei’
(nei = not elsewhere identified).

17. The degree o f disaggregation down to Level 4 is set out in the attached appendix. In response to requests
made when this classification was being prepared, a three-digit numerical coding system covering Levels 2 and 4 o f
the merchant ship structures is included. If required, a further digit could be prefixed to indicate Level 1 and an
additional digit for Level 5.

18. Fort authorities, particularly those in developing countries, who wish to classify ship baffic by type o f vessel
may prefer to use an alphabetic code. For example, the following eight types should be readily idenfifiable in all
ports of the world. A more detailed alpha code could be readily compiled.

Liquid - TK
l>ry bulk - BG
Gontainer - GG
Specialised Garrier - SG
General Gargo - GG
Dry cargo barge - BA
Rassenger - ?A
Miscellaneous - GT

N ote on the ‘bading/non-bading’ concept

19. It is often useful to use the concept o f a cargo-cabying ‘bading’ fleet governed by ideas o f international
bade and sea bansport as a foreign currency earner (e.g. for balance-of-payments purposes). For m ost purposes, the
first three groups of merchant vessels at L^vel 2 (liquid, dry bulk, and other dry cargo) would comprise such a
‘bading’ fleet. The division o f a bading fieet into tankers, bulkers and other dry cargo vessels follows past
precedents. Gertain vessel types would not be included in the ‘trading’ fleet concept, either because they are not
basically designed to carry cargo or passengers for commercial purposes, or because they are, by construction,
designed for work in coastal or estuarial waters. However, there can be no disputing the potential economic
importance o f fishing vessels or supply vessels and their functions, including the carriage o f supplies. Although it
is desirable and useful to ١» able to discriminate between vessels consbucted for the relatively homogeneous ‘bading
fleet’ and other vessels, such a concept should not be included as part of a hiera«‫؛‬hical classification of ship types.
Rather, it should form a note to the classification. Furthermore, for most p u ^ o ses, it would be desirable to remove
from the ‘bading’ fleet those vessels which, although constructed for bading pmposes, may be in long-term usage
for non-bading puiposes, e.g. storage.

Note on Lloyd’s Statistical Tables

20. Many publications providing information on ships by type have used as th^
given in Table 2 o f Lloyd’s Register ofShipping Statistical Tables. As a consequence, much of the analytical work
on ship type has been conditioned by the information provided in the Statistical Tables. This will, in all probability,
also hold in the future. It is, thetefote, im ^ rta n t for analysts to know how the groupings which appear in Lloyd’s
Statistical Tables fit into the IGST. In the 1989 version o f Lloyd’s Statistical Tables, 21 gmups o f principal ship
types of merchant vessels were used in the Table 2 analysis. These gmupings follow the IGST at Level 3 for all
groups, with a further breakdown to Level 4 for the general cargo group. The following table shows the
c o ^ sp o n d e n c e between Lloyd’s nomenclatute for their groups and the IGST nomenclature.
 118

Groups used in Lloyd’s Statistical Tables from 1989

ICST nomenclature Lloyd’s nomenclature

Oil tanker Gil tankers

Oil/chemical tanker Gil/clremical tankers
Chemical tanker Chemical tankers
Tanker barge Tank barges
Other tanker Gther tankers
Liquefied gas carrier Liquefied gas carriers
Bulk/oil carrier Ore/bulk/oil carriers
Bulk carrier Gre and bulk carriers
Container (fc) Container ships
Speci^ized carrier Specialized cargo
^efiigerated cargo
Ro-Ro passenger Passenger ^ 0-^0
Ro-Ro cargo
General cargo^assenger G^ne^a‫ ؛‬c ^ o ^ s s e n g e r
General cargo - single deck General cargo - single dec^
General cargo - multi deck General cargo - multi deck
Dry cargo barge General cargo barges
Passenger Passenger
Pish processing and catching Pishing
Offshore production and support Offshore supply
Other types All other types
 119

Appendix

CLASSIFICATION OF SHIFS BY T Y ?£

□ M arine structures ICST Code

■ M erchant ship structures

٠ Liquid

‫ه‬ Oil tanker

□ Crude ©il tanker 111

□ Crude/products tanker 112
□ Oil products tanker 113
□ Oil/chemical tanker 114

‫ه‬ Chentical tanker 120

‫ه‬ Liquefied ga^ carrier

□ L ? 0 carrier 131
□ L N O carrier 13^
□ Other liquefied ga^carrier 139

‫ه‬ T ankerharge

□ S inglehull 141
□ D o uhlehull 142
□ Independent tank$ 143

О O thertanker

□ A$phalt, hiturnen tanker 151

□ Mola$^e8 tanker 152
□ Vegetable oil tanker 153
□ O thertanker 159

• Dry hulk

‫ه‬ Bulk/oil carrier

□ OreBiulk/oil 211
□ Ore/oil 212
□ Bulk/oil 213

‫ه‬ Bulk carrier

□ O rec arrier 221

□ Other bulk c‫؛؛‬rrier 229
 120

□ M arine structures (continued) ICST Code

■ M erchant ship structures (continued)

٠ O ther dr‫ ?؛‬cargo

‫ه‬ Container 310

٠ Speci^ized carrier

□ Barge carrier 321

□ Chemical carrier 322
□ Irradiated ^ e l carrier 323
□ Livestock carrier 324
□ Yehicle carrier 325
□ Other specialized cttrrier 329

‫ه‬ General cargo

□ Reefer 331
□ Ro-Ro passenger 33^
□ Ro-Ro cargo 333
□ General cargo^)assenger 334
□ General cargo - single deck 335
□ General cargo - multi deck 336

‫ه‬ cargo
Dr
‫?؛ ؛‬

□ Deck barge
□ H opperbarge
□ Other dr‫?؛‬ cargo

‫ه‬ Passenger

Cruise □ 351
□ Other passenger

Miscellaneouses‫^؛‬
t

О Pish processing and catching

Pish processing □ 411

□ Pish catching

‫ه‬ and support Offshore

Offshore drilling and exploration □ 421

□ Offshore support

‫ه‬ Other s‫«؛?؛‬

t

Tug □ 491
□ Research/surye‫?؛‬
□ Dredger
□ Other
 ‫ل‬2 ‫ل‬

□ Marine structures (c©ntinued) ICSTCode

■ Naval (military craft)

■ Non-ship structures

• Land structure

٠ Floating docks

• Submersibles

• Semi-submersibles

٠ A ir cushion vehicles

• Flatforms

٠ Diving systems etc

٠ Buoys
 ‫ﻣﺜﻮ رات ا ال ﻣﻢ ا ﻟﺜﻤﺪ ت‬ ‫ﻛﻴﻨﻴﺔ ا ﻟﺼﻮ ل ﻋﻠﻰ‬
، ‫ﺛﺎ ر‬ ‫ا ﻟﺘﻲ‬ ‫ن ا ﻟﻜﺒﺔ‬ ‫ﻣﻤﻨﻬﺎ‬ ‫ا ﺗﻠﻢ‬ ■ ‫■ ﺣ ﺎ< ا ﻟ ﻌ ﺎ ﻟ ﻢ‬ ‫ا‬ ‫ﺟﺴﻊ‬ ‫ﻓﻲ‬ ‫اﻟﺮز ح‬ ‫ود و ر‬ ‫اﻟﺘﻌﺪ ت ر ا ﻟﻜﺒﺎ ت‬ ‫ﻣ ﻨ ﺘ ﻮ ر ا ت ا ال ﻣ ﻢ‬ ‫ﺳﺶ ا ﻧﻤﺮ ل ﻋﻠﻰ‬
‫ﺟﻒ‬
• ‫؛ددك ار ﻧﻲ‬.‫ﺗﻲ ﻳﻮ‬
' ‫اﻟﻤﻊ‬ ‘‫اسﻧﻢ‬ ‫ام‬ ‫اﻟﻰ‬
: ‫أو ا ﻛﻒ‬

‫ ؤ؛و‬11]
‫» ﺀا ﺑﻤﺲﺀ أأ№ ﺀﺀ ا؛ ا « ه‬، ‫ أ |؛ق‬،‫ﺀﺀﺑﻤﺲﺀﻣﺒﺞﺀ و ر‬ ‫ألﺀرآ؛ ﺀ؛لﺀﺀ) وه[ت؛ اا‬0 ‫ ه؛ ﺀآلﺻﻮاا‬11‫» وأ‬، ‫ﺀﺀ‬

HOW т о OBTAIN UNITED NATIONS BUBEIUATIONS

U n it e d N ^ tinn^ p u b lic a tio n s m a y be o b ta in e d trom b o o k sto r e s an d d istr ib u to m
th ٢o ٧ ‫ ج‬h o u t th e w orld. U o n su lt y o u r b o o k sto r e or w rite to: U n it e d N a tio n s , S a le s
S e c tio n , N e w ¥ o r k or O ene^ a.

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d é p o s ita ir e s d u m o n d e e n tie r . In to rm e^ -^ o u s a u p rè s d e v o tre lib ra ir e o u adresse?،-vou$
‫ ف‬: N a tio n s U n ie s , S e c tio n d e s v e n te s , N e w ¥ o r k ou G en èv e.

КАК ПОЛУЧИТЬ ИЗДАНИЯ ОР Т АНИ ЗАИВИ О Ь ^ Ь Е Д И ИЕ Н НЫ ^ Н А ^ И И

И з д а н и я О р г а н и з а ц и и О б ъ е д и н е н н ы х Н а ц и й г г о ^ н о к у п и т ь в к н и ^ н ь : х ‫ ﻫﻞﺀ‬г ‫ ه‬-
з и н а х и а г е н т с т в а х во в с е х р а й о н а х м и р а . Н а в о д и т е с п р а в к и об и з д а н и я х в
в аш ем кн иж н ом м а га зи н е или п и ш и те по а д р е су ; О р га н и за ц и я О б ъ е д и н е н н ы х
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U n id a s , S e c c id n d e t e n t a s , N u e v a Y ork о C in eb ra .

Printed United N^ti©n$, Ueney^ United Nations ?nblieation

GE.93-54434~December 1993-3,880 Sales No, £.94.11.^.?
TD/B/CN.4/2? ISBN 92-1-112336-4
ISSN 0566-7682