‫ﺩ‪ /‬ﻑ‪.

‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‬
‫ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬
‫ﺩ‪ /‬ﻓﺎﻃﻤﺔ ﺍﻟﺰﻫﺮﺍﺀ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ٭‬
‫ﺍﳌﻌﻬﺪ ﺍﻟﻌﺎﱄ ﺍﻟﺒﺤﺮﻱ‪ -‬ﺍﳉﺰﺍﺋﺮ‬
‫ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ ٭٭‬
‫ﺟﺎﻣﻌﺔ ﻭﻫﺮﺍﻥ ‪ -‬ﺍﳉﺰﺍﺋﺮ‬

‫‪Abstract: With a state management that lasted since independence‬‬

‫‪of Algeria, ports have suffered the lack of investment and of the‬‬
‫‪abuse on behalf of the national companies, which are the main‬‬
‫‪chargers. In front of this situation authorities have reacted by‬‬
‫‪reforming the harbour legislation, they hope to attract the national‬‬
‫‪private investors and foreigners. This article deals about this‬‬
‫‪evolution.‬‬
‫‪Key words: Algeria, ports, foreland, hinterland, socialism, economy‬‬
‫‪of ports.‬‬

‫ﻣﻘﺪﻣﺔ‪:‬‬
‫ﻳﺒﻠﻎ ﻋﺪﺩ ﺍﳌﻮﺍﻧﺊ ﺍﻟﺘﺠﺎﺭﻳﺔ ﰲ ﺍﳉﺰﺍﺋﺮ ‪ 11‬ﻣﻴﻨﺎﺀ ﻣﻦ ﺍﳊﺠﻢ ﺍﻟﺼﻐﲑ ﻭ ﺍﳌﺘﻮﺳﻂ )ﺍﻧﻈﺮ‬
‫ﺍﻟﺸﻜﻞ‪ ،(1‬ﻭﻳﺼﻞ ﺣﺠﻢ ﻣﺒﺎﺩﻻ‪‬ﺎ ﺍﻹﲨﺎﱄ ﺇﱃ‪130‬ﻣﻠﻴﻮﻥ ﻃﻦ‪ .‬ﻭﲣﺪﻡ ‪ % 95‬ﻣﻦ ﺍﳌﺒﺎﺩﻻﺕ‬
‫ﺍﻟﺘﺠﺎﺭﻳﺔ ﺍﳋﺎﺭﺟﻴﺔ‪ ،‬ﳑﺎ ﻳﺪﻝ ﻋﻠﻰ ﺃﳘﻴﺔ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻛﻌﺎﻣﻞ ﺣﻴﻮﻱ ﰲ ﺍﻻﻗﺘﺼﺎﺩ ﺍﳉﺰﺍﺋﺮﻱ‪.‬‬

‫ــــــــــــــ‬
‫٭ ﺃﺳﺘﺎﺫﺓ ﳏﺎﺿﺮﺓ ﺑﺎﳌﻌﻬﺪ ﺍﻟﻌﺎﱄ ﺍﻟﺒﺤﺮﻱ‪ -‬ﺍﳉﺰﺍﺋﺮ ‪.‬ﻣﺎﻳﻞ‪fzmedcherif31000@yahoo.fr :‬‬
‫٭٭ ﺃﺳﺘﺎﺫﺓ ﻣﺴﺎﻋﺪﺓ ﻣﻜﻠﻔﺔ ﺑﺎﻟﺪﺭﻭﺱ‪ ،‬ﻛﻠﻴﺔ ﻋﻠﻮﻡ ﺍﻷﺭﺽ ﻭ ﺍﳉﻐﺮﺍﻓﻴﺎ ﻭ ﺍﻟﺘﻬﻴﺌﺔ ﺍﻟﻌﻤﺮﺍﻧﻴﺔ‪ ،‬ﺟﺎﻣﻌﺔ ﻭﻫﺮﺍﻥ‪،‬‬
‫ﺍﳉﺰﺍﺋﺮ‪ .‬ﻣﺎﻳﻞ‪f.remini@hotmail.fr:‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪165‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﻭ‪‬ﺪﻑ ﻫﺬﻩ ﺍﻟﺪﺭﺍﺳﺔ ﺇﱃ ﲢﺪﻳﺪ ﺩﻭﺭ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﰲ ﺍﳊﻴﺎﺓ ﺍﻻﻗﺘﺼﺎﺩﻳﺔ‪ ،‬ﻭﻣﻌﺮﻓﺔ ﻣﺴﺘﻮﻯ‬
‫ﺃﺩﺍﺋﻬﺎ‪ ،‬ﻭﺍﻟﺬﻱ ﺗﺘﺤﻜﻢ ﻓﻴﻪ ﻋﺪﺓ ﻋﻮﺍﻣﻞ ﻣﺘﺮﺍﺑﻄﺔ ﻓﻴﻤﺎ ﺑﻴﻨﻬﺎ ﻛﺎﻟﺒﲎ ﺍﻟﺘﺤﺘﻴﺔ‪ ،‬ﻭﺍﻟﺘﺠﻬﻴﺰﺍﺕ‬
‫ﻭﺍﳌﻌﺪﺍﺕ‪ ،‬ﻭﻣﺪﻯ ﻛﻔﺎﺀﺓ ﺍﻷﺳﻄﻮﻝ ﺍﻟﺒﺤﺮﻱ‪ ،‬ﻭﻛﺬﺍ ﺍﻟﺘﺴﻴﲑ ﺍﻹﺩﺍﺭﻱ‪ .‬ﺇﺿﺎﻓﺔ ﺇﱃ ﺇﻟﻘﺎﺀ ﺍﻟﻀﻮﺀ‬
‫ﻋﻠﻰ ﺍﻟﺼﻌﻮﺑﺎﺕ ﻭﺍﳌﺸﺎﻛﻞ ﺍﻟﱵ ﺗﻌﺎﱐ ﻣﻨﻬﺎ ﺍﳌﻮﺍﻧﺊ‪.‬‬
‫ﻭﺍﻋﺘﺒﺎﺭﺍ ﻣﻦ ﺃﻥ ﺍﳌﻴﻨﺎﺀ ﳝﺜﻞ ﻋﻘﺪﺓ ﰲ ﺷﺒﻜﺔ ﻣﻜﻮﻧﺔ ﻣﻦ ﺍﻟﻈﻬﲑ ﻭ ﺍﻟﻮﺟﻬﺔ ﺍﻟﺘﺼﺪﻳﺮﻳﺔ‪ ،‬ﺳﻨﺤﺎﻭﻝ‬
‫ﻣﻌﺮﻓﺔ ﺍﻧﻌﻜﺎﺳﺎﺕ ﺍﻟﺘﺴﻴﲑ ﺍﳊﺎﱄ ﻟﻠﻤﻮﺍﻧﺊ ﻋﻠﻰ ﻫﺪﻩ ﺍﳌﻜﻮﻧﺎﺕ ﺍﻟﺜﻼﺙ‪.‬‬
‫ﻭﺇﺫﺍ ﻛﺎﻧﺖ ﻧﺸﺄﺓ ﺍﳌﻮﺍﻧﺊ ﺗﺮﺗﺒﻂ ﲝﺘﻤﻴﺔ ﺍﳌﻮﻗﻊ ﻭ ﺍﳌﻮﺿﻊ‪ ،‬ﺍﻟﺬﻱ ﻳﻔﺘﺮﺽ ﺃﻥ ﻳﻜﻮﻥ ‪‬ﻣﺆﻫﻼ‬
‫ﻃﺒﻴﻌﻴﺎ ﻻﺳﺘﻘﺒﺎﳍﺎ‪ ،‬ﻓﺈﻥ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ ،‬ﲡﻤﻊ ﺑﻴﻨﻬﺎ ﺧﺎﺻﻴﺔ ﺟﻐﺮﺍﻓﻴﺔ ﻭﺍﺣﺪﺓ‪ ،‬ﻭﻫﻲ ﻭﻗﻮﻋﻬﺎ ﰲ‬
‫ﻣﻮﺍﺿﻊ ﻣﺘﺸﺎ‪‬ﺔ‪ ،‬ﻣﻜﻮﻧﺔ ﺃﺳﺎﺳﺎ ﻣﻦ ﺧﻠﻴﺞ ﳏﻤﻲ ﻣﻦ ﺍﻟﺮﻳﺎﺡ ﻭ ﺍﻟﻌﻮﺍﺻﻒ ﺍﻟﺸﻤﺎﻟﻴﺔ ﺍﻟﻐﺮﺑﻴﺔ‬
‫ﺍﻟﺴﺎﺋﺪﺓ‪ ،‬ﺑﻮﺍﺳﻄﺔ ﺭﺃﺱ ﲝﺮﻱ ﻣﺮﺗﻔﻊ‪ ،‬ﻭ ﻣﻮﺟﻪ ﳓﻮ ﺍﻟﺸﻤﺎﻝ ﺃﻭ ﺍﻟﺸﻤﺎﻝ ﺍﻟﺸﺮﻗﻲ‪ .‬ﻛﻤﺎ ﻳﻮﺿﺤﻪ‬
‫ﺍﻟﺸﻜﻞ‪ 2‬ﺍﻟﺬﻱ ﳝﺜﻞ ﻣﻮﺿﻊ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ‪ .‬ﻭ ﲰﺤﺖ ﻫﺬﻩ ﺍﳌﻮﺍﺿﻊ ﺍﶈﻤﻴﺔ ﻃﺒﻴﻌﻴﺎ ﻟﻠﻤﻮﺍﻧﺊ ﺑﺎﻟﻘﻴﺎﻡ‬
‫ﺑﻨﺸﺎﻃﺎ‪‬ﺎ‪.‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪166‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺷﻜﻞ‪ :1‬ﺧﺮﻳﻄﺔ ﺍﳌﻮﺍﱐﺀ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺍﳉﺰﺍﺋﺮﻳﺔ‪.‬‬

‫‪SOURCE: Mohamed-chérif F.Z. (2004), L'Activité Portuaire et Maritime de‬‬

‫‪L’Algérie, O. P. U., Alger.‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪167‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺷﻜﻞ‪ :2‬ﻣﻮﺿﻊ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ‬

‫‪Source: Marc Cote (1996) L'Algérie Révélée, édition L’ Harmattan Paris‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪168‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺃﻭﻻ‪ -‬ﻧﺸﺎﻃﺎﺕ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‬

‫‪ .1‬ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ‪:‬ﻳﺘﺤﺪﺩ ﺩﻭﺭ ﺍﻟﺘﺠﺎﺭﺓ ﺍﳋﺎﺭﺟﻴﺔ ﺍﳍﺎﻡ ﰲ ﺍﻟﺘﻨﻤﻴﺔ ﺍﻻﻗﺘﺼﺎﺩﻳﺔ ﻭﺍﻻﺟﺘﻤﺎﻋﻴﺔ‪،‬‬
‫ﻣﻦ ﺧﻼﻝ ﻛﻮﻧﻪ ﺍﳌﺼﺪﺭ ﺍﻟﺮﺋﻴﺲ ﻟﻠﺪﺧﻞ ﻭﺍﻟﻌﻤﻼﺕ ﺍﻷﺟﻨﺒﻴﺔ‪ ،‬ﻭﺍﻟﻌﺎﻣﻞ ﺍﳌﻨﺸﻂ ﻟﻠﻌﻼﻗﺎﺕ‬
‫ﺍﻻﻗﺘﺼﺎﺩﻳﺔ ﻣﻊ ﺍﻟﻌﺎﱂ ﺍﳋﺎﺭﺟﻲ‪ .‬ﻭﻳﺴﺘﺪﻝ ﻣﻦ ﺧﻼﻝ ﺍﳉﺪﻭﻝ)‪ (1‬ﻋﻠﻰ ﺣﺠﻢ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ‬
‫ﺑﺎﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ‪.‬‬
‫ﺟﺪﻭﻝ ‪ :1‬ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺑﺎﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﺳﻨﺔ ‪) 2007‬ﺍﻟﻮﺣﺪﺓ‪:‬ﻣﻠﻴﻮﻥ ﻃﻦ(‬
‫ﺍ‪‬ﻤﻮﻉ‬ ‫ﺍﻟﺼـﺎﺩﺭﺍﺕ ‪%‬‬ ‫ﺍﻟﻮﺍﺭﺩﺍﺕ ‪%‬‬ ‫ﺍﳌﻴﻨﺎﺀ‬
‫‪67.04‬‬ ‫‪98.51‬‬ ‫‪66.04‬‬ ‫‪1.49‬‬ ‫‪1.00‬‬ ‫ﺃﺭﺯﻳﻮ‬
‫‪24.29‬‬ ‫‪87.20‬‬ ‫‪21.18‬‬ ‫‪12.80‬‬ ‫‪3.11‬‬ ‫ﺳﻜﻴﻜﺪﺓ‬
‫‪14.80‬‬ ‫‪57.43‬‬ ‫‪8.5‬‬ ‫‪42.57‬‬ ‫‪6.30‬‬ ‫ﲜﺎﻳﺔ‬
‫‪11.24‬‬ ‫‪17.79‬‬ ‫‪2.00‬‬ ‫‪82.21‬‬ ‫‪9.24‬‬ ‫ﺍﳉﺰﺍﺋﺮ‪/‬ﺩﻟﺲ‬
‫‪5.55‬‬ ‫‪43.78‬‬ ‫‪2.43‬‬ ‫‪56.22‬‬ ‫‪3.12‬‬ ‫ﻋﻨﺎﺑﺔ‬
‫‪3.95‬‬ ‫‪6.58‬‬ ‫‪0.26‬‬ ‫‪93.42‬‬ ‫‪3.69‬‬ ‫ﻭﻫﺮﺍﻥ‬
‫‪1.36‬‬ ‫‪9.56‬‬ ‫‪0.13‬‬ ‫‪90.44‬‬ ‫‪1.23‬‬ ‫ﺟﻦ ﺟﻦ‬
‫‪0.93‬‬ ‫‪8.60‬‬ ‫‪0.08‬‬ ‫‪91.40‬‬ ‫‪0.85‬‬ ‫ﻣﺴﺘﻐﺎﱎ‬
‫‪0.71‬‬ ‫‪11.27‬‬ ‫‪0.08‬‬ ‫‪88.73‬‬ ‫‪0.63‬‬ ‫ﺍﻟﻐﺰﻭﺍﺕ‬
‫‪0.42‬‬ ‫‪35.71‬‬ ‫‪0.15‬‬ ‫‪64.29‬‬ ‫‪0.27‬‬ ‫ﺗﻨﺲ‬
‫‪130.29‬‬ ‫‪77.40‬‬ ‫‪100.85‬‬ ‫‪22.60‬‬ ‫‪29.44‬‬ ‫ﺍ‪‬ﻤــﻮﻉ‬
‫ﺍﳌﺼﺪﺭ‪ :‬ﻭﺯﺍﺭﺓ ﺍﻟﻨﻘﻞ)‪ ،(2007‬ﺍﻟﺪﻟﻴﻞ ﺍﻹﺣﺼﺎﺋﻲ ‪.‬‬

‫ﺗﺘﻤﻴﺰ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺍﳌﻌﺘﻤﺪﺓ ﻋﻠﻰ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ‪ ،‬ﺑﻌﺪﻡ ﺍﻟﺘﻮﺍﺯﻥ ﺑﲔ ﺍﻟﻮﺍﺭﺩﺍﺕ ) ‪29‬‬
‫ﻣﻠﻴﻮﻥ ﻃﻦ ( ﻭﺍﻟﺼﺎﺩﺭﺍﺕ ) ‪ 101‬ﻣﻠﻴﻮﻥ ﻃﻦ ( ﻭ ﺍﻟﱵ ﺗﻘﺘﺼﺮ ﻋﻠﻰ ﺍﶈﺮﻭﻗﺎﺕ ﺍﻟﱵ ﲤﺜﻞ ‪%96‬‬
‫ﻣﻦ ﺣﺠﻢ ﺻﺎﺩﺭﺍﺕ ﺍﳉﺰﺍﺋﺮ‪ .‬ﻭ ﺗﺴﺘﺄﺛﺮ ‪‬ﺎ ﺍﳌﻮﺍﻧﺊ ﺍﻟﻨﻔﻄﻴﺔ ﺍﳌﺘﺨﺼﺼﺔ ) ﺃﺭﺯﻳﻮ ـ ﺳﻜﻴﻜﺪﺓ ـ‬
‫ﲜﺎﻳﺔ(‪.‬‬
‫ﺃﻣﺎ ﺑﺎﻗﻲ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻓﻬﻲ ﻣﻮﺍﻧﺊ ﺍﺳﺘﲑﺍﺩﻳﺔ ﺑﺎﻟﺪﺭﺟﺔ ﺍﻷﻭﱃ‪ ،‬ﺇﺫ ﲤﺜﻞ ﺍﻟﻮﺍﺭﺩﺍﺕ ﻧﺴﺒﺎ ﻣﺮﺗﻔﻌﺔ‬
‫ﺗﺘﺮﺍﻭﺡ ﺑﲔ ‪ % 80‬ﻭ‪ % 93‬ﻣﻦ ﳎﻤﻞ ﻣﺒﺎﺩﻻ‪‬ﺎ‪ ،‬ﻭﲤﺜﻞ ﺍﳌﻮﺍﺩ ﺍﻟﻐﺬﺍﺋﻴﺔ ﻭﺍﳌﻨﺘﻮﺟﺎﺕ ﺍﻟﻔﻼﺣﻴﺔ‬
‫ﻣﺎ ﻳﻘﺎﺭﺏ ﻧﺼﻒ ﺣﺠﻢ ﺍﻟﻮﺍﺭﺩﺍﺕ )‪ ،(% 45.76‬ﺃﻣﺎ ﺍﻟﻨﺴﺒﺔ ﺍﻟﺒﺎﻗﻴﺔ‪ ،‬ﻓﻬﻲ ﻋﺒﺎﺭﺓ ﻋﻦ ﻣﻮﺍﺩ‬
‫ﻣﺼﻨﻌﺔ ﺃﻭ ﻧﺼﻒ ﻣﺼﻨﻌﺔ ) ﻣﻨﺘﻮﺟﺎﺕ ﻣﻌﺪﻧﻴﺔ ﻋﺘﺎﺩ‪ ،‬ﺁﻻﺕ‪ ،‬ﻣﻨﺘﻮﺟﺎﺕ ﺑﺘﺮﻭﻟﻴﺔ ( )‪ ،(1‬ﻭ ﺑﺎﳌﻘﺎﺑﻞ‬
‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪169‬‬
 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺗﻘﺘﺼﺮ ﺑﺎﻗﻲ ﺍﻟﺼﺎﺩﺭﺍﺕ)ﺩﻭﻥ ﺍﶈﺮﻭﻗﺎﺕ( وﺍﻟﱵ ﻻ ﺗﺘﺠﺎﻭﺯ ﻧﺴﺒﺘﻬﺎ ‪ % 4‬ﻣﻦ ﺇﲨﺎﱄ ﺍﻟﺼﺎﺩﺭﺍﺕ‬
‫ﺍﻟﻮﻃﻨﻴﺔ‪ ،‬ﻋﻠﻰ ﻣﻮﺍﺩ ﻏﲑ ﻣﺼﻨﻌﺔ ﺃﻭ ﻧﺼﻒ ﻣﺼﻨﻌﺔ‪.‬‬
‫ﻭﻫﺬﺍ ﻳﺸﲑ ﻣﻦ ﺟﻬﺔ‪ ،‬ﺇﱃ ﻗﺼﻮﺭ ﺍﻟﻘﺎﻋﺪﺓ ﺍﻹﻧﺘﺎﺟﻴﺔ‪ ،‬ﻭﻣﻦ ﺟﻬﺔ ﺛﺎﻧﻴﺔ ﺇﱃ ﺍﻻﺧﺘﻼﻝ ﰲ‬
‫ﻫﻴﻜﻞ ﺍﻻﻗﺘﺼﺎﺩ ﺍﻟﻮﻃﲏ‪ ،‬ﺍﻟﺬﻱ ﻳﻌﺘﻤﺪ ﻋﻠﻰ ﻗﻄﺎﻉ ﺇﻧﺘﺎﺟﻲ ﺗﺼﺪﻳﺮﻱ ﻭﺍﺣﺪ‪ ،‬ﻭﻫﻮ ﺍﶈﺮﻭﻗﺎﺕ‪ .‬ﻣﻊ‬
‫ﻛﻞ ﻣﺎ ﻳﺘﺮﺗﺐ ﻋﻠﻰ ﺫﻟﻚ ﻣﻦ ﻧﺘﺎﺋﺞ ﺗﻨﻌﻜﺲ ﻋﻠﻰ ﺗﻜﻠﻔﺔ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ‪ .‬ﻭ ﺍﻋﺘﺒﺎﺭﺍ ﻣﻦ ﺃﻥ‬
‫ﺍﻟﻮﺟﻬﺔ ﺍﻟﺘﺼﺪﻳﺮﻳﺔ ﺗﺘﻤﺜﻞ ﰲ ﺩﻭﻝ ﺃﻭﺭﻭﺑﺎ ﺑﺸﻜﻞ ﺧﺎﺹ‪ ،‬ﻓﺈﻥ ﺍﻧﻌﺪﺍﻡ ﺍﻟﺘﻜﺎﻓﺆ‪ ،‬ﺍﻟﺬﻱ ﳝﻴﺰ‬
‫ﺍﳌﺒﺎﺩﻻﺕ ﴰﺎﻝ ﺟﻨﻮﺏ‪ ،‬ﳛﻮﻝ ﺩﻭﻥ ﲢﺴﲔ ﻣﺮﺩﻭﺩﻳﺔ ﺍﻷﺳﻄﻮﻝ ﺍﻟﺒﺤﺮﻱ ﺍﻟﻮﻃﲏ‪.‬‬
‫‪-2‬ﻧﻘﻞ ﺍﳌﺴﺎﻓﺮﻳﻦ‪ :‬ﻳﻌﺘﱪ ﺍﻟﺘﻄﻮﺭ ﺍﳌﻀﻄﺮﺩ ﻭ ﺍﳌﻠﺤﻮﻅ ﰲ ﻋﺪﺩ ﺍﳌﺴﺎﻓﺮﻳﻦ ﲝﺮﺍ‪ ،‬ﻋﺎﻣﻼ ﻣﺸﺠﻌﺎ‬
‫ﻟﻠﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ‪ ،‬ﻭ ﺫﻟﻚ ﺭﻏﻢ ﲣﻔﻴﺾ ﻋﺪﺩ ﺍﻟﺘﺄﺷﲑﺍﺕ ﺍﳌﻤﻨﻮﺣﺔ ) ‪ 400‬ﺃﻟﻒ ﻣﺴﺎﻓﺮ ﺳﻨﻮﻳﺎ(‪.‬‬
‫ﻭﻛﺬﺍ ﺍﻹﺟﺮﺍﺀﺍﺕ ﺍﻷﺧﲑﺓ ﺍﳌﺘﺨﺬﺓ ﻣﻦ ﻃﺮﻑ ﺍﻟﺪﻭﻟﺔ‪ ،‬ﻭ ﺍﻟﻘﺎﺿﻴﺔ ﲟﻨﻊ ﺍﺳﺘﲑﺍﺩ ﺍﻟﺴﻴﺎﺭﺍﺕ ﺍﻟﻘﺪﳝﺔ‬
‫)ﺍﻟﱵ ﻋﻤﺮﻫﺎ ﺃﻗﻞ ﻣﻦ ‪ 3‬ﺳﻨﻮﺍﺕ (‪ ،‬ﻭ ﺍﻟﺬﻱ ﻛﺎﻥ ﻣﻌﻤﻮﻻ ﺑﻪ ﻣﻦ ﻗﺒﻞ ‪.‬‬

‫ﺟﺪﻭﻝ )‪:(2‬ﺣﺮﻛﺔ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ ﻟﻠﻤﺴﺎﻓﺮﻳﻦ ‪1990‬ـ‪1995‬ـ‪2000‬ـ‪2005‬‬

‫ﻋﺪﺩ ﺍﳌﺴـــﺎﻓﺮﻳــﻦ‬
‫ﺍ‪‬ﻤــﻮﻉ‬ ‫ﺍﳌﻐﺎﺩﺭﻳــﻦ‬ ‫ﺍﻟﻘﺎﺩﻣﻴــﻦ‬ ‫ﺍﻟﺴــﻨــﺔ‬

‫‪375571‬‬ ‫‪159821‬‬ ‫‪215750‬‬ ‫‪1990‬‬

‫‪283966‬‬ ‫‪91971‬‬ ‫‪191995‬‬ ‫‪1995‬‬
‫‪587347‬‬ ‫‪275094‬‬ ‫‪312253‬‬ ‫‪2000‬‬
‫‪848170‬‬ ‫‪399640‬‬ ‫‪448530‬‬ ‫‪2005‬‬
‫ﺍﳌﺼﺪﺭ ‪ :‬ﺍﻟﺪﻳﻮﺍﻥ ﺍﻟﻮﻃﲏ ﻟﻺﺣﺼﺎﺋﻴﺎﺕ)‪ :(2007‬ﺩﻟﻴﻞ ﺍﳉﺰﺍﺋﺮ ﺍﻹﺣﺼﺎﺋﻲ‪ .‬ﺍﻟﻌﺪﺩ ﺭﻗﻢ ‪ . 23‬ﺹ ‪. 250‬‬

‫ﰒ ﺇﻥ ﻋﺪﺩﺍ ﻛﺒﲑﺍ ﻣﻦ ﺍﳌﺴﺎﻓﺮﻳﻦ ﺑﺎﲡﺎﻩ ﺃﻭﺭﻭﺑﺎ‪ ،‬ﻳﺴﺘﻌﻤﻠﻮﻥ ﺍﻟﻄﺎﺋﺮﺓ ﺫﻫﺎﺑﺎ‪ ،‬ﻭ ﺍﻟﺒﺎﺧﺮﺓ ﺇﻳﺎﺑﺎ‬
‫‪ ).‬ﳑﺎ ﻳﻔﺴﺮ ﺍﺭﺗﻔﺎﻉ ﻋﺪﺩ ﺍﻟﻘﺎﺩﻣﲔ ﻗﻴﺎﺳﺎ ﻋﻠﻰ ﻋﺪﺩ ﺍﳌﻐﺎﺩﺭﻳﻦ ﲝﺮﺍ(‪ ،‬ﻷ‪‬ﻢ ﰲ ﺃﻏﻠﺐ ﺍﻷﺣﻴﺎﻥ‬
‫ﻳﺸﺘﺮﻭﻥ ﺳﻴﺎﺭﺍﺕ ﻣﻦ ﺃﻭﺭﻭﺑﺎ‪.‬‬
‫ﻭﺗﻌﺘﱪ ﻋﻤﻠﻴﺔ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ ﻟﻠﻤﺴﺎﻓﺮﻳﻦ ـ ﻭ ﺍﻟﱵ ﺗﻌﺮﻑ ﻧﺸﺎﻃﺎ ﻣﻜﺜﻔﺎ ﰲ ﻓﺼﻞ ﺍﻟﺼﻴﻒ‬
‫ﻣﻨﺎﻓﺴﺎ ﻗﻮﻳﺎ ﻟﻠﻨﻘﻞ ﺍﳉﻮﻱ‪ ،‬ﻭ ﻳﻌﻮﺩ ﺫﻟﻚ ﺑﺎﻟﺪﺭﺟﺔ ﺍﻷﻭﱃ ﺇﱃ ﺗﻜﺎﻟﻴﻒ ﺍﻟﻨﻘﻞ ﺍﳌﻨﺨﻔﻀﺔ‪ ،‬ﻭ ﻗﺪﺭﺓ‬
‫ﺍﻻﺳﺘﻴﻌﺎﺏ ﺍﻟﻜﺒﲑﺓ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﺒﺎﺧﺮﺓ‪ ،‬ﺇﺫ ﻳﻔﻀﻞ ﺍﳌﺴﺎﻓﺮﻭﻥ ﺻﻴﻔﺎ ) ﻭ ﲢﺪﻳﺪﺍ ﺍﳌﻐﺘﺮﺑﻮﻥ ﺍﻟﻌﺎﺋﺪﻭﻥ‬
‫ﺇﱃ ﺍﻟﻮﻃﻦ( ﺍﻟﺪﺧﻮﻝ ﺑﺎﻟﺴﻴﺎﺭﺍﺕ ﻭ ﺍﻷﻣﺘﻌﺔ‪ ،‬ﺧﺎﺻﺔ ﺑﻌﺪ ﻏﻠﻖ ﺍﳊﺪﻭﺩ ﻣﻊ ﺍﳌﻐﺮﺏ‪.‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪170‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﻭﻳﺴﺘﺄﺛﺮ ﻣﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ ﻟﻮﺣﺪﻩ ﺑﻨﺴﺒﺔ ‪ % 70‬ﻣﻦ ﻧﺸﺎﻁ ﻧﻘﻞ ﺍﳌﺴﺎﻓﺮﻳﻦ‪ ،‬ﺑﺴﺒﺐ ﻋﺪﺩ‬
‫ﺍﻟﺮﺣﻼﺕ ﺍﻟﱵ ﻳﺆﻣﻨﻬﺎ ) ‪ 2‬ﰲ ﺍﻟﻴﻮﻡ ( ‪.‬‬
‫‪ .3‬ﺗﻮﻓﲑ ﻣﻨﺎﺻﺐ ﺍﻟﻌﻤﻞ‪ :‬ﺗﻮﻓﺮ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ‪ 14000‬ﻣﻨﺼﺐ ﻋﻤﻞ ﻣﺒﺎﺷﺮ ) ﳝﺜﻞ ﺍﻟﻌﻤﺎﻝ‬
‫ﺍﳌﻨﻔﺬﻳﻦ(‪ ،‬ﻭﻫﺬﺍ ﺑﺎﻟﻨﺴﺒﺔ ‪‬ﻤﻮﻉ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ .‬ﻭﻳﺴﺘﺄﺛﺮ ﻣﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ )ﺍﻟﺬﻱ ﻳﻌﺘﱪ ﺃﻫﻢ‬
‫ﺍﳌﻮﺍﻧﺊ( ﻟﻮﺣﺪﻩ ﺑـ ‪ 8000‬ﻣﻨﺼﺐ ﺷﻐﻞ‪.‬‬
‫ﻭﺗﻮﻇﻒ ﺍﻷﻳﺪﻱ ﺍﻟﻌﺎﻣﻠﺔ ﺍﻟﱵ ﺗﺴﺘﻘﻄﺒﻬﺎ ﺍﳌﻮﺍﻧﺊ ﰲ ﺍﻷﻧﺸﻄﺔ ﺍﳌﺮﺍﻓﻘﺔ ﻟﻨﺸﺎﻁ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ‬
‫ﺃﺻﺤﺎﺏ ﺍﻟﺴﻔﻦ‪ ،‬ﺍﻟﻌﺎﻣﻠﻮﻥ ﺑﺎﳌﺨﺎﺯﻥ ﻭﺍﳌﺴﺘﻮﺩﻋﺎﺕ ﻭﻣﻜﺎﺗﺐ ﺍﻟﻌﺒﻮﺭ‪ ،‬ﻋﻤﺎﻝ ﺍﻷﺭﺻﻔﺔ‬
‫)ﺍﳊﻤﺎﻟﻮﻥ(‪ .‬ﻭﻛﺬﺍ ﺍﻟﻌﺎﻣﻠﲔ ﺑﺈﺩﺍﺭﺓ ﺍﳌﻴﻨﺎﺀ‪ .‬ﻭﺍﻋﺘﺒﺎﺭﺍ ﻟﻌﺪﻡ ﻭﺟﻮﺩ ﻭﺭﺷﺎﺕ ﲝﺮﻳﺔ ﻟﺒﻨﺎﺀ ﺍﻟﺴﻔﻦ‪ ،‬ﻓﻼ‬
‫ﺗﻮﺟﺪ ﻳﺪ ﻋﺎﻣﻠﺔ ﰲ ﻫﺪﺍ ﺍ‪‬ﺎﻝ‪.‬‬
‫ﻭﺇﺫﺍ ﻛﺎﻧﺖ ﺍﳌﻮﺍﻧﺊ ﺃﻗﻄﺎﺑﺎ ﲢﺮﺽ ﻋﻠﻰ ﺧﻠﻖ ﻭﻇﺎﺋﻒ‪ ،‬ﺇﻻ ﺃ‪‬ﺎ ﻭﻇﺎﺋﻒ ﻭﺛﻴﻘﺔ ﺍﻻﺭﺗﺒﺎﻁ‬
‫ﺑﻨﺸﺎﻁ ﺍﳌﻴﻨﺎﺀ ﻧﻔﺴﻪ‪ ،‬ﺃﻱ ﲝﺠﻢ ﻭ ﻗﻴﻤﺔ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﱵ ﻳﻘﻮﻡ ‪‬ﺎ‪ .‬ﻓﺎﳌﻮﺍﻧﺊ ﺍﻟﺒﺘﺮﻭﻟﻴﺔ ﻣﺜﻼ ) ﺃﺭﺯﻳﻮ‬
‫ﺳﻜﻴﻜﺪﺓ ـ ﲜﺎﻳﺔ( ﻻ ﺗﻮﻓﺮ ﺳﻮﻯ ﻋﺪﺩﺍ ﳏﺪﻭﺩﺍ ﻣﻦ ﻣﻨﺎﺻﺐ ﺍﻟﻌﻤﻞ‪ .‬ﻭ ﳑﺎ ﻳﻼﺣﻆ ﺑﺎﻟﻨﺴﺒﺔ ﳌﺪﻥ‬
‫ﺍﳌﻮﺍﻧﺊ‪ ،‬ﺃﻥ ﺗﺮﻛﺰ ﺍﻟﻮﺣﺪﺍﺕ ﺍﻟﺼﻨﺎﻋﻴﺔ ﺍﳉﺰﺍﺋﺮﻳﺔ ﺑﺎﻟﺴﻮﺍﺣﻞ‪ ،‬ﺟﻌﻞ ﻣﻨﻬﺎ ﺃﻗﻄﺎﺑﺎ ﺗﻨﻤﻮﻳﺔ ﺣﻘﻴﻘﻴﺔ‪،‬‬
‫ﻭﻛﺮﺱ ﺑﺎﻟﺘﺎﱄ" ﺍﻟﻘﻄﺒﻴﺔ ﺍﻟﺴﺎﺣﻠﻴﺔ" ﺍﳌﻮﺭﻭﺛﺔ ﻋﻦ ﺍﻟﻌﻬﺪ ﺍﻻﺳﺘﻌﻤﺎﺭﻱ‪ .‬ﺇﻻ ﺃﻥ ﺍﻟﺪﻭﻟﺔ ﱂ ﺗﻌﻤﻞ ﻋﻠﻰ‬
‫ﺗﻄﻮﻳﺮ ﺍﻟﺴﻴﺎﺣﺔ ‪‬ﺬﻩ ﺍﳌﺪﻥ ﺍﻟﺴﺎﺣﻠﻴﺔ ) ﺳﻴﺎﺣﺔ ﺍﻟﺸﻮﺍﻃﺊ(‪ ،‬ﻭﱂ ﺗﻮﻝ ﺍﻷﳘﻴﺔ ﺍﻟﻼﺯﻣﺔ ﳍﺬﺍ ﺍﻟﻘﻄﺎﻉ‬
‫ﺍﻟﺬﻱ ﻋﺎﱏ ﻣﻦ ﺍﻹﳘﺎﻝ‪ ،‬ﻭﺍﻟﺬﻱ ﻳﺸﻜﻞ ﻣﺼﺪﺭﺍ ﺧﻼﻗﺎ ﳌﻨﺎﺻﺐ ﺍﻟﺸﻐﻞ‪ ،‬ﻭﻳﻌﻮﺩ ﺑﻔﺎﺋﺪﺓ ﻛﱪﻯ‬
‫ﻋﻠﻰ ﺍﻻﻗﺘﺼﺎﺩ ﺍﻟﻮﻃﲏ ‪ .‬ﻭ ﻳﺒﻘﻰ ﺍﻟﻨﺸﺎﻁ ﺍﻟﻮﺣﻴﺪ ﺍﻟﺬﻱ ﳛﺮﻙ ﻫﺬﻩ ﺍﳌﺪﻥ ﻫﻮ ﻧﺸﺎﻁ ﻣﻮﺍﻧﺌﻬﺎ‪.‬‬
‫ﺛﺎﻧﻴﺎ ‪ -‬ﻣﺸﺎﻛﻞ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‬
‫ﺭﻛﺰﺕ ﺍﳉﺰﺍﺋﺮ ﺍﺳﺘﺜﻤﺎﺭﺍ‪‬ﺎ ﰲ ﺍﳌﻮﺍﻧﺊ ﺍﻟﻨﻔﻄﻴﺔ‪ ،‬ﻭ ﻫﻲ ﻣﻮﺍﻧﺊ ﻣﺘﺨﺼﺼﺔ‪،‬ﻻ ﲣﺪﻡ ﺇﻻ ﻗﻄﺎﻋﺎ‬
‫ﳏﺪﺩﺍ ﻣﻦ ﺍﻗﺘﺼﺎﺩ ﺍﻟﺪﻭﻟﺔ‪ .‬ﺃﻣﺎ ﺑﺎﻗﻲ ﺍﳌﻮﺍﻧﺊ ﺍﻟﺘﺠﺎﺭﻳﺔ‪ ،‬ﻓﺒﻘﻴﺖ ﺗﺸﻜﻮ ﻣﻦ ﺗﺄﺧﺮ ﻛﺒﲑ‪ ،‬ﻭﺗﻌﺎﱐ ﻣﻦ‬
‫ﻣﺸﺎﻛﻞ ﻋﺪﺓ‪:‬‬
‫‪.1‬ﻣﻮﺍﻧﺊ ﻣﻦ ﺍﳉﻴﻞ ﺍﻷﻭﻝ‪ :‬ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻗﺪﳝﺔ ) ﻣﻦ ﺍﳉﻴﻞ ﺍﻷﻭﻝ (‪ ،‬ﻭﻫﻲ ﺑﺎﻟﺘﺎﱄ ﻻ ﲤﺜﻞ‬
‫ﺳﻮﻯ ﻧﻘﺎﻁ "ﺍﻧﻘﻄﺎﻉ ﺍﳊﻤﻮﻟﺔ " ﺗﻨﺘﻬﻲ ﻋﻨﺪﻫﺎ ﲪﻮﻟﺔ ﺍﳌﻮﺍﺩ ﺍﳌﻌﺪﺓ ﻟﻠﺸﺤﻦ ﺃﻭ ﺍﻟﺘﻔﺮﻳﻎ‪.‬‬
‫ﻭﻟﻘﺪ ﺍﻛﺘﻔﺖ ﺍﻟﺴﻠﻄﺎﺕ ﺍﻟﻌﻤﻮﻣﻴﺔ ﰲ ﺍﳉﺰﺍﺋﺮ‪ ،‬ﺑﺘﺴﻴﲑ ﻫﺬﺍ ﺍﻹﺭﺙ ﺍﻟﺬﻱ ﻳﻌﻮﺩ ﺇﱃ ﺍﻟﻔﺘﺮﺓ‬
‫ﺍﻻﺳﺘﻌﻤﺎﺭﻳﺔ‪ ،‬ﺩﻭﻥ ﺇﺩﺧﺎﻝ ﺃﻳﺔ ﺗﻌﺪﻳﻼﺕ ﻋﻠﻴﻬﺎ‪ ،‬ﺃﻭ ﻋﻠﻰ ﺑﻨﻴﺘﻬﺎ ﺍﻟﱵ ﺗﺘﻜﻮﻥ ﺑﺸﻜﻞ ﻋﺎﻡ ﻣﻦ‬
‫ﺃﺣﻮﺍﺽ ﺻﻐﲑﺓ ﻭﺿﻴﻘﺔ‪ ،‬ﻭﺳﻘﺎﺋﻒ ﻭﳐﺎﺯﻥ ﻗﺮﻳﺒﺔ ﻣﻦ ﺑﻌﻀﻬﺎ‪ ،‬ﻭﺃﺭﺻﻔﺔ ﺗﻔﺼﻞ ﺑﻴﻨﻬﺎ ﺣﻮﺍﺟﺰ‬
‫ﺿﻴﻘﺔ‪ .‬ﻭﺇﺫﺍ ﱂ ﺗﻜﻦ ﻫﺬﻩ ﺍﳌﻮﺍﺻﻔﺎﺕ ﺗﻄﺮﺡ ﺃﻳﺔ ﻣﺸﺎﻛﻞ ﰲ ﺍﳌﺎﺿﻲ ﺑﺎﻟﻨﺴﺒﺔ ﳋﺪﻣﺔ ﺍﳌﺒﺎﺩﻻﺕ ـ‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪171‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﻋﻨﺪﻣﺎ ﻛﺎﻧﺖ ﺍﻟﺴﻔﻦ ﺃﺻﻐﺮ‪ ،‬ﻭﻃﺮﻳﻘﺔ ﺷﺤﻦ ﺍﻟﺒﻀﺎﺋﻊ ﺃﺑﺴﻂ ـ ﻓﺈ‪‬ﺎ ﺍﻟﻴﻮﻡ ﱂ ﺗﻌﺪ ﺗﺘﻤﺎﺷﻰ‬
‫ﻭﺍﳌﺘﻄﻠﺒﺎﺕ ﺍﳌﺴﺘﺠﺪﺓ ﻭﺍﻟﻨﺎﲨﺔ ﻋﻦ ﺍﻟﺘﻄﻮﺭ ﺍﻟﻜﺒﲑ ﺍﻟﺬﻱ ﺷﻬﺪﻩ ﳎﺎﻝ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ ‪ .‬ﻓﺎﻟﺴﻔﻦ‬
‫ﺃﺻﺒﺤﺖ ﺃﻛﱪ‪ ،‬ﻭﲟﻮﺍﺻﻔﺎﺕ ﻋﺎﳌﻴﺔ ﳏﺪﺩﺓ‪ .‬ﻭﻫﺬﺍ ﻣﺎ ﺣﺘﻢ ﻋﻠﻰ ﺍﳌﺘﻌﺎﻣﻠﲔ ﻣﻊ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‬
‫ﺍﺳﺘﺨﺪﺍﻡ ﺍﻟﺴﻔﻦ ﺍﻟﺼﻐﲑﺓ )‪ %60‬ﻣﻨﻬﺎ ﺗﺘﺮﺍﻭﺡ ﲪﻮﻟﺘﻬﺎ ﺑﲔ‪ 2000‬ﻭ‪ 10.000‬ﻃﻦ( ﻭﺯﻥ‬
‫ﺛﻘﻴﻞ ‪ .‬ﻭﻫﻲ ﺑﺎﻟﺘﺎﱄ ﺳﻔﻦ ﻏﲑ ﺍﻗﺘﺼﺎﺩﻳﺔ‪ ،‬ﺇﺫ ﺃ‪‬ﺎ ﲢﻮﻝ ﺩﻭﻥ ﺍﺳﺘﻔﺎﺩﺓ ﺍﳌﺼﺪﺭﻳﻦ ﺍﳉﺰﺍﺋﺮﻳﲔ ﻣﻦ‬
‫ﺍﻟﻔﺮﺹ ﺍﻟﱵ ﺗﻘﺪﻣﻬﺎ ﻣﻮﺍﻧﺊ ﺍﻟﺸﺤﻦ‪ ،‬ﺣﻴﺚ ﺗﻔﺮﺽ ﻋﻠﻴﻬﻢ ﺃﺳﻌﺎﺭ ﺷﺤﻦ ﻣﺮﺗﻔﻌﺔ‪ .‬ﺃﻣﺎ ﺑﺎﻟﻨﺴﺒﺔ‬
‫ﻟﻠﻌﻤﻖ ﺍﻟﻨﻈﺮﻱ ﰲ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ ،‬ﻓﺈﻧﻪ ﻳﺘﻘﻠﺺ ﺑﺎﺳﺘﻤﺮﺍﺭ ﺑﺴﺒﺐ ﺗﻜﺪﺱ ﺍﻟﻄﻤﻲ ﻭﺍﻟﺮﻣﺎﻝ‬
‫ﻧﺘﻴﺠﺔ ﻟﻌﺪﻡ ﺗﻌﺮﺿﻬﺎ ﻟﻌﻤﻠﻴﺎﺕ ﺍﻟﺘﻄﻬﲑ ﻭ ﺍﻟﻜﺴﺢ ﻣﻨﺬ ‪ 20‬ﺳﻨﺔ‪ .‬ﳑﺎ ﻳﺆﺛﺮ ﻋﻠﻰ ﻋﻤﻠﻴﺔ ﺭﺳﻮ‬
‫ﺍﻟﺴﻔﻦ ‪‬ﺎ ‪ .‬ﻭﻗﺪ ﺗﻀﻄﺮ ﺍﻟﺴﻔﻦ ﺍﻟﻜﺒﲑﺓ ﺍﳊﻤﻮﻟﺔ ﻭ ﺍﻟﱵ ﻻ ﺗﺘﻤﻜﻦ ﻣﻦ ﺍﻟﺮﺳﻮ ﰲ ﻣﻴﻨﺎﺀ ﻣﺎ ﺑﺴﺒﺐ‬
‫ﺻﻐﺮ ﺍﻟﻐﺎﻃﺲ ﺇﱃ ﺃﻥ ﲢﻮﻝ ﻭﺟﻬﺘﻬﺎ ﳓﻮ ﻣﻮﺍﻧﺊ ﺃﺧﺮﻯ‪ ،‬ﺣﻴﺚ ﺗﻔﺮﻍ ﺟﺰﺀﺍ ﻣﻦ ﲪﻮﻟﺘﻬﺎ‬
‫ﻟﺘﺨﻔﻴﻒ ﺍﻟﻮﺯﻥ‪ ،‬ﻗﺒﻞ ﺃﻥ ﺗﻌﻮﺩ ﺇﱃ ﺍﳌﻴﻨﺎﺀ ﺍﻷﺻﻠﻲ ‪ .‬ﻣﻊ ﻣﺎ ﻳﺘﺮﺗﺐ ﻋﻠﻰ ﺫﻟﻚ ﻣﻦ ﻣﺸﺎﻛﻞ )ﻭﻗﺖ‬
‫ﻭﻋﻤﻞ ﺇﺿﺎﻓﻴﲔ‪ ،‬ﻭﺗﻜﺎﻟﻴﻒ ﺇﺿﺎﻓﻴﺔ ﻛﺬﻟﻚ (‪.‬‬
‫‪ .2‬ﻧﻘﺺ ﰲ ﺍﻟﺘﺠﻬﻴﺰﺍﺕ ﻭﺍﻵﻟﻴﺎﺕ‪ :‬ﻭﺗﻌﺎﱐ ﺍﳌﻮﺍﻧﺊ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‪ ،‬ﻣﻦ ﻧﻘﺺ ﻛﺒﲑ ﰲ‬
‫ﺍﻵﻟﻴﺎﺕ ﺍﻟﺜﻘﻴﻠﺔ‪ ،‬ﻭﻣﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ ﻫﻮ ﺍﻟﻮﺣﻴﺪ ﺍﻟﺬﻱ ﻳﺘﻮﻓﺮ ﻋﻠﻰ ﺭﺍﻓﻌﺔ ﺫﺍﺗﻴﺔ ﺍﳊﺮﻛﺔ ) ﻗﻮ‪‬ﺎ ‪300‬‬
‫ﻃﻦ( ‪.‬‬
‫ﻭﻣﻊ ﺃﻥ ﺍﳉﺰﺍﺋﺮ ﺗﺼﻨﻒ ﺿﻤﻦ ﺃﻛﱪ ﺍﻟﺪﻭﻝ ﺍﳌﺴﺘﻮﺭﺩﺓ ﻟﻠﺤﺒﻮﺏ ) ﺍﳋﺎﻣﺴﺔ ﻋﺎﳌﻴﺎ ﺇﺫ‬
‫ﺗﺴﺘﻮﺭﺩ ﻣﺎ ﻳﻘﺎﺭﺏ ‪ 6‬ﻣﻠﻴﻮﻥ ﻃﻦ ﺳﻨﻮﻳﺎ (‪ .‬ﻓﺈﻥ ﻣﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ ﺍﻟﻌﺎﺻﻤﺔ ﻫﻮ ﺍﻟﻮﺣﻴﺪ ﺍﻟﺬﻱ ﻳﺸﺘﻤﻞ‬
‫ﻋﻠﻰ ﺃﻛﱪ ﻣﺮﻛﺰ ﺧﺎﺹ ﺑﺎﳊﺒﻮﺏ ) ﺳﻌﺘﻪ ‪ 30.000‬ﻃﻦ (‪ ،‬ﻭﻳﻌﺘﱪ ﻏﲑ ﻛﺎﰲ‪ ،‬ﻭ ﻫﺬﺍ ﳑﺎ‬
‫ﻳﻀﻄﺮـ ﻣﻦ ﺟﻬﺔ ـ ﺍﻟﺴﻔﻦ ﻧﺎﻗﻼﺕ ﺍﳊﺒﻮﺏ ﺇﱃ ﺍﻻﻧﺘﻈﺎﺭ ﳌﺪﺓ ﺗﺘﻌﺪﻯ ﺍﳌﻘﺎﻳﻴﺲ ﺍﳌﻌﻤﻮﻝ ‪‬ﺎ‬
‫ﺩﻭﻟﻴﺎ )ﺗﺒﻠﻎ ﻣﺪﺓ ﺍﻟﺘﻮﻗﻒ ﰲ ﺍﳌﻴﻨﺎﺀ ﺑﺎﻟﻨﺴﺒﺔ ﳍﺬﻩ ﺍﻟﺴﻔﻦ ‪ 16‬ﻳﻮﻣﺎ (‪ .‬ﻭ ﻳﻔﺮﺽ ﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ‬
‫ﻋﻠﻰ ﺍﳌﻜﻠﻔﲔ ﺑﺎﻟﻨﻘﻞ‪ ،‬ﺗﻌﺒﺌﺔ ﺍﳊﺒﻮﺏ ﰲ ﺃﻛﻴﺎﺱ‪ ،‬ﻭﻫﻲ ﻋﻤﻠﻴﺔ ﻣﻜﻠﻔﺔ‪ ،‬ﺇﺫﺍ ﻣﺎ ﻗﻮﺭﻧﺖ ﺑﺘﺮﻙ‬
‫ﺍﳊﺒﻮﺏ ﻋﻠﻰ ﺷﻜﻞ ﺑﻀﺎﺋﻊ ﺻﺐ‪.‬‬
‫ﺃﻣﺎ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ‪ ،‬ﻓﺈﻥ ﺳﻌﺔ ﺻﻮﻣﻌﺔ ﺍﳊﺒﻮﺏ ﺑﻪ ﻻ ﺗﺘﺠﺎﻭﺯ ‪ 3000‬ﻃﻦ‪ ،‬ﻧﺎﻫﻴﻚ ﻋﻦ‬
‫ﺍﺳﺘﻌﻤﺎﻝ ﻭﺳﺎﺋﻞ ﺗﻘﻠﻴﺪﻳﺔ ﰲ ﻋﻤﻠﻴﺔ ﺍﻟﺘﺨﺰﻳﻦ‪ ،‬ﻭﻛﺬﺍ ﺗﻔﺮﻳﻎ ﺍﳊﺒﻮﺏ‪ ،‬ﳑﺎ ﻳﺆﺩﻱ ﺇﱃ ﺿﻴﺎﻉ‬
‫ﻛﻤﻴﺎﺕ ﻣﻌﺘﱪﺓ ﻣﻨﻪ‪.‬‬
‫‪.3‬ﺍﺭﺗﻔﺎﻉ ﰲ ﻋﺪﺩ ﺍﻟﻌﻤﺎﻝ‪ :‬ﻭﺗﻌﺮﻑ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻓﺎﺋﻀﺎ ﰲ ﻋﺪﺩ ﺍﻟﻌﻤﺎﻝ‪ ،‬ﳑﺎ ﻳﻘﺘﻀﻲ ﺍﲣﺎﺫ‬
‫ﺇﺟﺮﺍﺀﺍﺕ ﺗﺮﻣﻲ ﺇﱃ ﲢﻮﻳﻞ ﺟﺰﺀ ﻣﻨﻬﻢ ﳓﻮ ﻭﻇﺎﺋﻒ ﺃﺧﺮﻯ‪ ،‬ﺃﻭ ﻣﻨﺤﻬﻢ ﺍﻟﺘﻘﺎﻋﺪ ﺍﳌﺴﺒﻖ ﺃﻭ ﺩﻓﻊ‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪172‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺗﻌﻮﻳﻀﺎﺕ ﳍﻢ‪ .‬ﻭﺗﺒﻘﻰ ﻫﺬﻩ ﺍﳌﺸﻜﻠﺔ ﺷﺎﺋﻜﺔ ﺑﺎﻟﻨﺴﺒﺔ ﻟﺪﻭﻟﺔ ﰲ ﻃﺮﻳﻖ ﺍﻟﻨﻤﻮ ﺗﺴﺘﻔﺤﻞ ﻓﻴﻬﺎ‬
‫ﺍﻟﺒﻄﺎﻟﺔ‪.‬‬
‫‪ . 4‬ﺗﺄﺧﺮ ﰲ ﻋﻤﻠﻴﺔ ﺗﺪﺍﻭﻝ ﺍﳊﺎﻭﻳﺎﺕ‪ :‬ﻟﻘﺪ ﺃﺻﺒﺢ ﺍﻟﺘﻮﺟﻪ ﻻﺳﺘﻌﻤﺎﻝ ﺍﳊﺎﻭﻳﺎﺕ ﰲ ﻧﻘﻞ ﺍﻟﺒﻀﺎﺋﻊ‬
‫ﻋﺎﻣﺎ‪ .‬ﻭﻣﺎ ﻓﺘﺌﺖ ﻣﻌﺪﻻﺕ ﺍﻟﻨﻘﻞ ﺑﺎﳊﺎﻭﻳﺎﺕ ﺗﺮﺗﻔﻊ ﺑﺸﻜﻞ ﻛﺒﲑ ﻭﻣﺘﺴﺎﺭﻉ‪.‬‬
‫ﻭﲢﺎﻭﻝ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﺗﻄﻮﻳﺮ ﻫﺬﻩ ﺍﻟﻌﻤﻠﻴﺔ‪ ،‬ﻓﻔﻲ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ)ﻋﻠﻰ ﺳﺒﻴﻞ ﺍﳌﺜﺎﻝ(‬
‫ﺍﺭﺗﻔﻌﺖ ﻧﺴﺒﺔ ﺍﻟﺘﻌﺎﻣﻞ ﺑﺎﳊﺎﻭﻳﺎﺕ ﻣﻦ ‪ % 9,42‬ﰲ ﺳﻨﺔ ‪ 1994‬ﺇﱃ ‪ % 35,09‬ﰲ ﺳﻨﺔ‬
‫‪ ، 2004‬ﻭﺗﺒﻠﻎ ﺣﺎﻟﻴﺎ ‪ ) % 37,15‬ﰲ ‪‬ﺎﻳﺔ ﺳﻨﺔ ‪. (2)( 2008‬‬
‫ﻭﻣﻊ ﺫﻟﻚ ﳝﻜﻦ ﺍﻟﻘﻮﻝ ﺃﻥ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻻ ﺯﺍﻟﺖ ﺗﺴﺠﻞ ﺗﺄﺧﺮﺍ ﻭﺍﺿﺤﺎ ﰲ ﻫﺬﺍ ﺍ‪‬ﺎﻝ‪ ،‬ﻋﻠﻰ‬
‫ﺍﻋﺘﺒﺎﺭ ﺃﻥ ﺍﳌﻌﺪﻝ ﺍﻟﻌﺎﳌﻲ ﻟﺘﺪﺍﻭﻝ ﺍﳊﺎﻭﻳﺎﺕ ﻳﺼﻞ ﺇﱃ ‪.% 62‬‬
‫ﻭﻳﺘﻢ ﺍﻟﻌﻤﻞ ﺣﺎﻟﻴﺎ ﰲ ﻫﺬﺍ ﺍﻻﲡﺎﻩ‪ ،‬ﺑﻐﺮﺽ ﺗﻮﻓﲑ ﻣﺴﺎﺣﺎﺕ ﺇﺿﺎﻓﻴﺔ ﺗﺴﺘﻌﻤﻞ ﻛﻤﺤﻄﺎﺕ‬
‫ﻟﻠﺤﺎﻭﻳﺎﺕ‪.‬‬
‫ﻓﺒﺎﻟﻨﺴﺒﺔ ﳌﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ‪ ،‬ﲤﺖ ﺗﻮﺳﻌﺘﻪ ﻣﻦ ﺍﻟﻨﺎﺣﻴﺔ ﺍﻟﺸﺮﻗﻴﺔ‪ ،‬ﺑﺈﺿﺎﻓﺔ ‪ 12‬ﻫﻜﺘﺎﺭ ﺇﱃ‬
‫ﺍﳌﺴﺎﺣﺔ ﺍﻷﺻﻠﻴﺔ ﺍﳌﺨﺼﺼﺔ ﻟﻠﺤﺎﻭﻳﺎﺕ ﻭ ﺍﻟﱵ ﺗﺒﻠﻎ ‪11‬ﻫﻜﺘﺎﺭ ‪ .‬ﻭ ﺑﺮﳎﺔ ﻣﺸﺮﻭﻉ ﺁﺧﺮ ﻳﻘﻀﻲ‬
‫ﺑﺈﺿﺎﻓﺔ ‪ 30‬ﻫﻜﺘﺎﺭ ﺃﺧﺮﻯ ‪.‬ﳑﺎ ﺳﲑﻓﻊ ﺍﳌﺴﺎﺣﺔ ﺍﳌﺨﺼﺼﺔ ﻻﺳﺘﻘﺒﺎﻝ ﺍﳊﺎﻭﻳﺎﺕ ﺇﱃ ‪ 53‬ﻫﻜﺘﺎﺭ‪.‬‬
‫ﺃﻣﺎ ﺑﺎﻟﻨﺴﺒﺔ ﳌﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ ﺍﻟﻌﺎﺻﻤﺔ‪ ،‬ﻭ‪‬ﺪﻑ ﲣﻔﻴﻒ ﺍﻟﻀﻐﻂ ﻋﻨﻪ‪ ،‬ﻓﻠﻘﺪ ﰎ ﺇﻧﺸﺎﺀ ﻣﻴﻨﺎﺀ‬
‫ﺟﺎﻑ ﳐﺼﺺ ﻻﺳﺘﻘﺒﺎﻝ ﺍﳊﺎﻭﻳﺎﺕ ﰲ ﺍﻟﺮﻭﻳﺒﺔ ﺑﻀﻮﺍﺣﻲ ﺍﻟﻌﺎﺻﻤﺔ‪.‬‬
‫‪.5‬ﺍﳔﻔﺎﺽ ﻣﻌﺪﻻﺕ ﺃﺩﺍﺀ ﺍﳌﻮﺍﻧﺊ‪ :‬ﻭﺍﻟﺬﻱ ﻳﺴﺎﻫﻢ ﻓﻴﻪ ﺑﺸﻜﻞ ﻛﺒﲑ‪ ،‬ﺗﻮﻗﻒ ﺃﻧﺸﻄﺘﻬﺎ ﻟﻴﻼ‪.‬‬
‫ﻭﺧﺎﺻﺔ ﻣﺎ ﻳﺘﻌﻠﻖ ﲟﻨﺎﻭﻟﺔ ﺍﻟﺴﻠﻊ ﻭ ﺍﻟﺒﻀﺎﺋﻊ‪.‬‬
‫‪ .6‬ﻃﻮﻝ ﺍﻹﺟﺮﺍﺀﺍﺕ ﺍﻹﺩﺍﺭﻳﺔ‪ :‬ﻭﺗﺘﻤﺜﻞ ﰲ ﺍﻹﺟﺮﺍﺀﺍﺕ ﺍﳌﺘﻌﻠﻘﺔ ﺑﺘﻔﺮﻳﻎ ﺍﻟﺒﻀﺎﺋﻊ ﲢﺪﻳﺪﺍ‪ ،‬ﻭﻣﺎ‬
‫ﻳﺘﺒﻌﻬﺎ ﻣﻦ ﺇﺟﺮﺍﺀﺍﺕ ﺍﳊﺠﺮ ﺍﻟﺰﺭﺍﻋﻲ‪ ،‬ﻓﺎﳊﺠﺮ ﺍﻟﺒﻴﻄﺮﻱ‪ ،‬ﰒ ﺇﺟﺮﺍﺀﺍﺕ ﺍﻟﺮﺳﻮﻡ ﺍﳉﻤﺮﻛﻴﺔ ‪..‬ﺇﱁ‪.‬‬
‫‪ .7‬ﺳﻮﺀ ﺗﻮﺯﻳﻊ ﺍﳌﻬﺎﻡ ﺑﲔ ﺍﳌﻮﺍﻧﺊ‪ :‬ﻭﻣﻦ ﺟﻬﺔ ﺃﺧﺮﻯ ﻳﻮﺟﺪ ﺗﻮﺯﻳﻊ ﺳﻲﺀ ﻟﻠﻤﻬﺎﻡ ﺍﳌﻨﻮﻃﺔ ﺑﻜﻞ‬
‫ﻣﻴﻨﺎﺀ‪ ،‬ﻓﻤﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ ﺍﻟﻌﺎﺻﻤﺔ ﻣﺜﻼ ﻭﻫﻮ ﺃﻫﻢ ﻣﻴﻨﺎﺀ ﻋﻠﻰ ﺍﳌﺴﺘﻮﻯ ﺍﻟﻮﻃﲏ ﳛﺘﻜﺮ ﺟﻞ ﺍﳌﺒﺎﺩﻻﺕ‬
‫)ﺃﻛﺜﺮ ﻣﻦ ‪ %60‬ﻣﻦ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺍﳋﺎﺭﺟﻴﺔ (‪.‬‬
‫ﻭﻫﺬﺍ ﻋﻠﻰ ﺣﺴﺎﺏ ﺑﺎﻗﻲ ﺍﳌﻮﺍﻧﺊ ﺍﻟﺜﺎﻧﻮﻳﺔ ﺍﻟﱵ ﻳﺒﻘﻰ ﺩﻭﺭﻫﺎ ﳏﺼﻮﺭﺍ ﰲ ﺃﻗﺎﻟﻴﻤﻬﺎ‪ .‬ﻓﺎﻟﻮﺯﻥ‬
‫ﺍﻟﻜﺒﲑ ﺍﻟﺬﻱ ﳛﻀﻰ ﺑﻪ ﻣﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ ﺍﻟﻌﺎﺻﻤﺔ ﻟﻴﺲ ﺇﻻ ﺍﻧﻌﻜﺎﺳﺎ ﻟﺴﻴﺎﺳﺔ ﺍﳌﺮﻛﺰﻳﺔ ﺍﻟﱵ ﺗﻨﺘﻬﺠﻬﺎ‬
‫ﺍﻟﺪﻭﻟﺔ‪ .‬ﻓﻬﻮ ﻳﻬﻴﻤﻦ ﻋﻠﻰ ﺍﻹﻗﻠﻴﻢ ﻭ ﻋﻠﻰ ﺑﺎﻗﻲ ﺍﳌﻮﺍﻧﺊ ﺍﻟﺜﺎﻧﻮﻳﺔ‪ ،‬ﻭﻫﺬﺍ ﻳﻌﲏ ﻋﺪﻡ ﺃﺧﺬ ﻣﻔﻬﻮﻡ‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪173‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺍﻟﺘﻬﻴﺌﺔ ﺍﻟﻘﻄﺮﻳﺔ ﺑﻌﲔ ﺍﻻﻋﺘﺒﺎﺭ ﻣﻦ ﻃﺮﻑ ﺍﳌﺨﻄﻄﲔ‪ .‬ﰒ ﺇﻥ ﺍﺣﺘﻜﺎﺭﻩ ﺍﻟﻜﺒﲑ ﻟﻠﻤﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ‪،‬‬
‫ﳚﻌﻠﻪ ﻳﻌﺎﱐ ﻣﻦ ﺍﻻﺧﺘﻨﺎﻕ ﻭﺍﻟﺘﻜﺪﺱ‪.‬‬
‫‪ .8‬ﺍﺧﺘﻨﺎﻕ ﺍﳌﻮﺍﻧﺊ‪ :‬ﻟﻌﻞ ﻣﻦ ﺑﲔ ﺍﻷﺳﺒﺎﺏ ﺍﻟﺮﺋﻴﺴﺔ ﺍﻟﱵ ﺗﺰﻳﺪ ﻣﻦ ﺣﺪﺓ ﺍﺧﺘﻨﺎﻕ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻭﺗﻜﺪﺱ‬
‫ﺍﻟﺒﻀﺎﺋﻊ ‪‬ﺎ ﻣﺎ ﻳﻠﻲ‪:‬‬
‫• ﻋﺪﻡ ﻭﺟﻮﺩ ﺧﻄﺔ ﻣﻨﺴﻘﺔ ﻟﺘﻮﻗﻴﺖ ﺍﻻﺳﺘﲑﺍﺩ ﻟﺪﻯ ﺑﻌﺾ ﺍﳍﻴﺌﺎﺕ ﺍﳌﺴﺘﻮﺭﺩﺓ ﳑﺎ ﻳﺆﺩﻱ ﺇﱃ‬
‫ﻭﺻﻮﻝ ﻛﻤﻴﺎﺕ ﻛﺒﲑﺓ ﻣﻦ ﺍﻟﺴﻠﻊ ﻭ ﺍﳌﻌﺪﺍﺕ ﺍﳌﺴﺘﻮﺭﺩﺓ‪ ،‬ﻣﻦ ﻃﺮﻑ ﻫﻴﺌﺎﺕ ﳐﺘﻠﻔﺔ ﰲ ﻭﻗﺖ‬
‫ﻭﺍﺣﺪ‪.‬‬
‫• ﺃﻭ ﻋﻨﺪﻣﺎ ﻳﺮﺗﻔﻊ ﻣﻌﺪﻝ ﺍﺳﺘﲑﺍﺩ ﻣﺎﺩﺓ ﻣﻌﻴﻨﺔ ﺑﺴﺒﺐ ﺍﳔﻔﺎﺽ ﺃﺳﻌﺎﺭﻫﺎ ﰲ ﺍﻷﺳﻮﺍﻕ‬
‫ﺍﻟﻌﺎﳌﻴﺔ‪.‬ﻛﻤﺎ ﺣﺪﺙ ﰲ ﺍﻟﻔﺘﺮﺓ ﺍﻷﺧﲑﺓ ) ﺍﻷﺷﻬﺮ ﺍﻷﻭﱃ ﻣﻦ ﺳﻨﺔ ‪ ( 2009‬ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﺤﺪﻳﺪ ﺍﻟﺬﻱ‬
‫ﺷﻬﺪﺕ ﻋﻤﻠﻴﺔ ﺍﺳﺘﲑﺍﺩﻩ ﺍﺭﺗﻔﺎﻋﺎ ﻛﺒﲑﺍ ﻧﺘﻴﺠﺔ ﺍﳔﻔﺎﺽ ﺳﻌﺮﻩ ﻭ ﺑﺎﻟﻔﻌﻞ‪ ،‬ﱂ ﻳﺴﺒﻖ ﳌﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ‬
‫ﺍﻟﻌﺎﺻﻤﺔ ﺃﻥ ﻛﺎﻥ ﳐﺘﻨﻘﺎ ﻛﻤﺎ ﻫﻮ ﺍﳊﺎﻝ ﰲ ﺍﻷﺷﻬﺮ ﺍﻷﺧﲑﺓ‪ ،‬ﻓﻘﺪ ﺑﻠﻎ ﻋﺪﺩ ﺍﻟﺴﻔﻦ ﺍﻟﱵ ﺑﻘﻴﺖ ﰲ‬
‫ﻋﺮﺽ ﺍﻟﺒﺤﺮ ﺗﻨﺘﻈﺮ ﺍﻹﺫﻥ ﺑﺎﻟﺮﺳﻮ ﰲ ﺍﳌﻴﻨﺎﺀ ﻟﺘﻔﺮﻳﻎ ﲪﻮﻟﺘﻬﺎ ‪34‬ﺳﻔﻴﻨﺔ ﻭﻫﺬﺍ ﰲ ﻳﻮﻡ ﻭﺍﺣﺪ )‪4 /6‬‬
‫‪ .(2009/‬ﻣﻊ ﻣﺎ ﻳﺘﺮﺗﺐ ﻋﻠﻰ ﺫﻟﻚ ﻣﻦ ﺧﺴﺎﺋﺮ‪ ،‬ﺇﺫﺍ ﻋﻠﻤﻨﺎ ﺃﻥ ﻛﻞ ﺳﻔﻴﻨﺔ ﺗﻨﺘﻈﺮ ﰲ ﻋﺮﺽ ﺍﻟﺒﺤﺮ‬
‫ﺩﻭﺭﻫﺎ ﻟﺪﺧﻮﻝ ﺍﳌﻴﻨﺎﺀ‪ ،‬ﺗﻜﻠﻒ ﺍﳋﺰﻳﻨﺔ ﺍﻟﻌﻤﻮﻣﻴﺔ ﻣﺎ ﺑﲔ ‪ 20.000 -5000‬ﺩﻭﻻﺭ ﰲ ﺍﻟﻴﻮﻡ‪.‬‬
‫‪ .9‬ﺗﻮﺍﺟﺪ ﺍﳌﻮﺍﻧﺊ ﺩﺍﺧﻞ ﺍﻟﻨﺴﻴﺞ ﺍﳊﻀﺮﻱ‪ :‬ﻣﺸﻜﻠﺔ ﺃﺧﺮﻯ ﺗﻮﺍﺟﻪ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻫﻲ‬
‫ﺗﻮﺍﺟﺪﻫﺎ ﺩﺍﺧﻞ ﺍﻟﻨﺴﻴﺞ ﺍﳊﻀﺮﻱ‪ ،‬ﳑﺎ ﻳﺘﺮﺗﺐ ﻋﻠﻴﻪ ﺿﻌﻒ ﻛﻔﺎﺀﺓ ﺍﻟﻄﺮﻕ ﺍﻟﱵ ﺗﺮﺑﻄﻬﺎ ﺑﺎﻟﺪﺍﺧﻞ‬
‫ﻓﻤﻴﻨﺎﺀ ﺍﻟﻌﺎﺻﻤﺔ ﻣﺜﻼ‪ ،‬ﺗﻨﺘﻬﻲ ﻣﻨﺎﻓﺬ ﺍﳋﺮﻭﺝ ﻣﻨﻪ ﰲ ﳏﻮﺭ ﺍﳌﻮﺍﺻﻼﺕ ﺍﻟﺮﺋﻴﺲ ﺑﺎﳌﺪﻳﻨﺔ ﻭﺍﳌﺰﺩﺣﻢ‬
‫ﺑﺎﳊﺮﻛﺔ‪.‬‬
‫ﻭﻻ ﻳﻌﺘﱪ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ ﺃﺳﻌﺪ ﺣﻈﺎ‪ ،‬ﻓﻮﺟﻮﺩﻩ ﰲ ﻣﻮﺿﻊ ﳏﺎﺻﺮ ﺑﺎﳌﺪﻳﻨﺔ ﻭﺑﺎﳊﺮﻭﻑ‬
‫ﺍﻟﺴﺎﺣﻠﻴﺔ‪ ،‬ﳚﻌﻞ ﻋﻤﻠﻴﺔ ﺍﳊﺮﻛﺔ ﻣﻨﻪ ﻭﺇﻟﻴﻪ ﻣﻦ ﺍﻟﺼﻌﻮﺑﺔ ﲟﻜﺎﻥ‪ .‬ﻭﻫﻮ ﻓﻮﻕ ﺫﻟﻚ ﻻ ﻳﺸﺘﻤﻞ ﺇﻻ‬
‫ﻋﻠﻰ ﻣﻨﻔﺬ ﻭﺍﺣﺪ ﻓﻘﻂ‪ ،‬ﳐﺼﺺ ﻟﺴﺤﺐ ﺍﻟﺒﻀﺎﺋﻊ ﺑﺎﻟﺸﺎﺣﻨﺎﺕ ﻭﻋﻠﻰ ﺧﻂ ﻟﻠﺴﻜﺔ ﺍﳊﺪﻳﺪﻳﺔ ﻳﻌﻮﺩ‬
‫ﺇﱃ ﺍﻟﻔﺘﺮﺓ ﺍﻻﺳﺘﻌﻤﺎﺭﻳﺔ‪ ،‬ﺇﻻ ﺃﻧﻪ ﻏﲑ ﻣﺴﺘﻐﻞ‪ !...‬ﻭﻣﻊ ﺃﻧﻪ ﺃﺭﺧﺺ ﻭﺳﺎﺋﻞ ﺍﻟﻨﻘﻞ ﺍﻟﱪﻱ‪ ،‬ﻓﺈﻥ‬
‫ﻣﺴﺎﳘﺘﻪ ﰲ ﻋﻤﻠﻴﺔ ﺳﺤﺐ ﺍﻟﺒﻀﺎﺋﻊ ﻣﻦ ﺍﳌﻴﻨﺎﺀ ﺑﻘﻴﺖ ﻣﺘﻮﺍﺿﻌﺔ‪ ،‬ﺑﻞ ﻭﰲ ﺗﺮﺍﺟﻊ ﻣﻠﺤﻮﻅ ﻣﻦ‬
‫‪ %23,48‬ﺳﻨﺔ ‪ ،1993‬ﺇﱃ ‪% 1,57‬ﺳﻨﺔ ‪ ،2001‬ﺇﱃ ﺃﻥ ﺗﻮﻗﻒ ﺍﻟﻌﻤﻞ ﺑﻪ ﲤﺎﻣﺎ ﻣﻨﺬ ﺳﻨﺔ‬
‫‪ 2004‬ﻭﺍﻗﺘﺼﺮﺕ ﻋﻤﻠﻴﺔ ﺳﺤﺐ ﺍﻟﺒﻀﺎﺋﻊ ﻣﻦ ﺍﳌﻴﻨﺎﺀ ﻋﻠﻰ ﺍﻟﺸﺎﺣﻨﺎﺕ ﻓﻘﻂ‪.‬‬
‫ﻭﺗﻘﺪﺭ ﺗﻮﻗﻌﺎﺕ ﻣﺆﺳﺴﺔ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ ﺗﺪﻓﻖ ﺍﻟﻨﻘﻞ ﺑﺎﻟﺸﺎﺣﻨﺎﺕ ﰲ ﺍﳌﻴﻨﺎﺀ ﲟﺎ ﻳﻌﺎﺩﻝ ‪5‬‬
‫ﻣﻼﻳﲔ ﻃﻦ ﰲ ﺃﻓﻖ ﺳﻨﺔ ‪ .2013‬ﻭﻳﺆﻛﺪ ﺍﳌﺴﺌﻮﻟﻮﻥ ﲟﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ ﺃﻥ ﻫﺬﻩ ﺍﻟﺘﻘﺪﻳﺮﺍﺕ ﺗﺒﻘﻰ ﺩﻭﻥ‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪174‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺍﻟﻮﺍﻗﻊ‪ .‬ﺣﻴﺚ ﺃﻥ ﺍﻟﻜﻤﻴﺎﺕ ﺍﻟﻔﻌﻠﻴﺔ ﺍﳌﺴﺠﻠﺔ ﰲ ﺳﻨﺔ‪ 2008‬ﻭ ﺍﻟﺒﺎﻟﻐﺔ ‪ 5.612.000‬ﻃﻦ ﻓﺎﻗﺖ‬
‫)‪(3‬‬
‫ﺗﻘﺪﻳﺮﺍ‪‬ﻢ ﻟﺴﻨﺔ ‪!...... 2013‬‬
‫‪ .10‬ﺿﻌﻒ ﺍﺳﺘﻐﻼﻝ ﻋﻤﻠﻴﺔ ﺍﳌﺴﺎﺣﻠﺔ‪ :‬ﻻ ﻳﺘﻢ ﺍﺳﺘﻐﻼﻝ ﻋﻤﻠﻴﺔ ﺍﳌﺴﺎﺣﻠﺔ )ﺃﻭ ﺍﳌﻼﺣﺔ‬
‫ﺍﻟﺴﺎﺣﻠﻴﺔ( ﺑﺸﻜﻞ ﺟﻴﺪ ﻭﻣﻜﺜﻒ‪ .‬ﻣﻊ ﺃﻧﻪ ﺑﺈﻣﻜﺎﻥ ﻫﺬﻩ ﺍﻟﻮﺳﻴﻠﺔ ـ ﻭﺍﻟﱵ ﺗﺆﻣﻦ ﺍﻟﻨﻘﻞ ﺑﲔ‬
‫ﺍﳌﻮﺍﻧﺊ ﺍﻟﻮﻃﻨﻴﺔ ـ ﺃﻥ ﺗﺴﺎﻫﻢ ﰲ ﲣﻔﻴﻒ ﺍﻟﻀﻐﻂ ﻋﻦ ﺷﺒﻜﺔ ﺍﻟﻨﻘﻞ ﺍﻟﱪﻱ‪ ،‬ﺍﻟﱵ ﺗﻌﺎﱐ ﻫﻲ‬
‫ﺍﻷﺧﺮﻯ ﻣﻦ ﻧﻘﺎﺋﺺ ﻛﺜﲑﺓ‪ ،‬ﻭﺫﻟﻚ ﺑﺈﺩﻣﺎﺟﻬﺎ ﰲ ﺍﻟﺴﻠﺴﻠﺔ ﺍﻟﻠﻮﺟﺴﺘﻴﺔ ﻟﻠﻨﻘﻞ‪.‬‬
‫ﻣﻊ ﻣﻼﺣﻈﺔ ﻋﺪﻡ ﻭﺟﻮﺩ ﻫﻴﺌﺎﺕ ﺃﻭ ﻣﻜﺎﺗﺐ ﳏﻠﻴﺔ ﻋﻠﻰ ﻣﺴﺘﻮﻯ ﳐﺘﻠﻒ ﺍﻷﻗﺎﻟﻴﻢ ﺑﺎﻟﻮﻃﻦ‬
‫ﻟﺘﺤﺴﻴﺲ ﺍﳌﺘﻌﺎﻣﻠﲔ‪ ،‬ﻭﺇﻋﻼﻣﻬﻢ ﺑﺎﻟﻔﻮﺍﺋﺪ ﺍﻟﱵ ﺗﻌﻮﺩ ﻋﻠﻴﻬﻢ ﻣﻦ ﻭﺭﺍﺀ ﺍﻟﺘﻌﺎﻣﻞ ﺑﺎﳌﺴﺎﺣﻠﺔ‪.‬‬
‫ﺛﺎﻟﺜﺎ‪ -‬ﻓﺸﻞ ﳕﻮﺫﺝ ﺍﻟﺘﺴﻴﲑ ﺍﳌﺮﻛﺰﻱ ﻟﻠﺪﻭﻟﺔ‬
‫ﺗﺒﻨﺖ ﺍﳉﺰﺍﺋﺮ ﻣﻨﺬ ﺍﺳﺘﻘﻼﳍﺎ ﺳﻴﺎﺳﺔ ﺍﳌﺮﻛﺰﻳﺔ ﰲ ﺗﺴﻴﲑ ﺍﻗﺘﺼﺎﺩﻫﺎ ) ﻣﻦ ﻃﺮﻑ ﺍﻟﺪﻭﻟﺔ (‪.‬‬
‫ﻭﻫﺬﺍ ﻣﺎ ﱂ ﻳﺴﻤﺢ ﻟﻠﻘﺎﻧﻮﻥ ﺍﻟﺼﺎﺩﺭ ﰲ ﺳﻨﺔ ‪ ،1962‬ﻭﺍﻟﻘﺎﺿﻲ ﺑﺎﺳﺘﻘﻼﻟﻴﺔ ﺑﻌﺾ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‬
‫ﺑﺎﻻﺳﺘﻤﺮﺍﺭﻳﺔ‪ .‬ﻷﻥ ﺍﺳﺘﻘﻼﻟﻴﺔ ﺍﳌﻮﺍﻧﺊ ﺗﻔﺘﺮﺽ ﺧﻠﻖ ﺍﻟﺘﻨﺎﻓﺲ ﺑﻴﻨﻬﺎ‪ ،‬ﻭﻫﺬﺍ ﻣﺎ ﻻ ﻳﺘﻔﻖ ﻣﻊ ﺍﻟﻨﻬﺞ‬
‫ﺍﻻﺷﺘﺮﺍﻛﻲ ﺍﻟﺬﻱ ﻳﻘﻀﻲ ﺑﺄﻥ ﺗﺴﻴﲑ ﺍﳌﻮﺍﻧﺊ ﳚﺐ ﺃﻥ ﻳﻜﻮﻥ ﻣﻦ ﻃﺮﻑ ﺍﻟﺪﻭﻟﺔ‪ .‬ﻭﰎ ﺫﻟﻚ ﺑﻮﺍﺳﻄﺔ‬
‫ﻫﻴﺌﺘﲔ ﺗﺎﺑﻌﺘﲔ ﳍﺎ ﻭﳘﺎ ‪ :‬ﺍﻟﺪﻳﻮﺍﻥ ﺍﻟﻮﻃﲏ ﻟﻠﻤﻮﺍﻧﺊ ) ﺍﻟﺬﻱ ﺃﺳﻨﺪﺕ ﻟﻪ ﻣﻬﻤﺔ ﺗﺴﻴﲑ ﻛﻞ ﺍﳌﻮﺍﻧﺊ‬
‫ﺍﳉﺰﺍﺋﺮﻳﺔ ( ﻭﺍﻟﺸﺮﻛﺔ ﺍﻟﻮﻃﻨﻴﺔ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻟﻠﻤﻼﺣﺔ )ﺍﻟﱵ ﺗﺸﺮﻑ ﻋﻠﻰ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ( ﻭﺍﺑﺘﺪﺍﺀ ﻣﻦ‬
‫ﻫﺬﻩ ﺍﻟﻔﺘﺮﺓ‪ ،‬ﻇﻬﺮﺕ ﻋﺪﻡ ﻛﻔﺎﺀﺓ ﺍﻟﺪﻭﻟﺔ ﰲ ﺗﺴﻴﲑﻫﺎ‪ ،‬ﻭﺍﻟﱵ ﲡﻠﺖ ﻋﻠﻰ ﻋﺪﺓ ﻣﺴﺘﻮﻳﺎﺕ‪:‬‬
‫ﻇﻬﻮﺭ ﻣﺸﺎﻛﻞ ﻋﺪﺓ ﻧﺎﲡﺔ ﻋﻦ ﺍﻧﻌﺪﺍﻡ ﺍﻟﺘﻨﺴﻴﻖ ﺑﲔ ﺍﳌﺘﻌﺎﻣﻠﲔ ﺍﻟﺬﻳﻦ ﳝﺎﺭﺳﻮﻥ ﻧﺸﺎﻃﺎ‪‬ﻢ‬ ‫•‬
‫ﻋﻠﻰ ﻣﺴﺘﻮﻯ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻭ ﺍﻟﺘﺎﺑﻌﲔ ﺇﱃ ﻭﺯﺍﺭﺍﺕ ﳐﺘﻠﻔﺔ‪.‬‬
‫ﰒ ﺇﻥ ﺗﺴﻴﲑ ﻛﻞ ﺍﳌﻮﺍﻧﺊ ﻣﻦ ﻃﺮﻑ ﻣﺆﺳﺴﺔ ﻭﺍﺣﺪﺓ‪ ،‬ﻻ ﻳﺄﺧﺬ ﺑﻌﲔ ﺍﻻﻋﺘﺒﺎﺭ‬ ‫•‬
‫ﺧﺼﻮﺻﻴﺎﺕ ﻛﻞ ﻣﻴﻨﺎﺀ‪ .‬ﻓﺎﻟﺮﺳﻮﻡ ﻭﺍﺣﺪﺓ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻜﻞ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻭﻫﺬﺍ ﰲ ﻏﲑ ﺻﺎﱀ ﺍﳌﻮﺍﻧﺊ‬
‫ﺍﻟﺼﻐﲑﺓ ﺍﻟﱵ ﻻ ﺗﺴﺘﻄﻴﻊ ﺗﺒﲏ ﺳﻴﺎﺳﺔ ﲡﺎﺭﻳﺔ ﺗﻨﺎﻓﺴﻴﺔ‪ ،‬ﻭﻧﺬﻛﺮ ﻋﻠﻰ ﺳﺒﻴﻞ ﺍﳌﺜﺎﻝ ﺃﻥ ﺍﻟﺪﻭﻟﺔ ﻫﻲ‬
‫ﺍﻟﱵ ﲢﺪﺩ ﺍﻟﺘﻌﺮﻳﻔﺔ ﺍﳋﺎﺻﺔ ﺑﻌﻤﻠﻴﺔ ﺍﻹﺭﺷﺎﺩ ﺍﳌﻼﺣﻲ ﰲ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ ،‬ﻣﻊ ﺃﻧﻪ ﻣﻦ ﺍﳌﻔﺮﻭﺽ ﺃﻥ‬
‫ﲢﺪﺩ ﻣﻦ ﻃﺮﻑ ﺇﺩﺍﺭﺓ ﺍﳌﻴﻨﺎﺀ ﻧﻔﺴﻪ‪ ،‬ﻭﺫﻟﻚ ﺗﺒﻌﺎ ﳊﺠﻢ ﺍﻟﻨﺸﺎﻁ ﺍﻟﺬﻱ ﻳﻘﻮﻡ ﺑﻪ ﻫﺬﺍ ﺍﳌﻴﻨﺎﺀ‪.‬‬
‫ﻛﻤﺎ ﺃﻥ ﺗﺒﲏ ﺳﻴﺎﺳﺔ ﺍﻻﻗﺘﺼﺎﺩ ﺍﻻﺷﺘﺮﺍﻛﻲ‪ ،‬ﺃﺩﻯ ﺇﱃ ﺣﺘﻤﻴﺔ ﺍﻟﺘﻌﺎﻣﻞ ﻣﻊ ﺍﻟﺸﺮﻛﺎﺕ‬
‫ﺍﻟﻮﻃﻨﻴﺔ‪ ،‬ﻭﺍﻟﱵ ﻧﻈﺮﺍ ﻟﻀﺨﺎﻣﺘﻬﺎ ﻛﺎﻧﺖ ﺗﺸﻜﻞ " ﺩﻭﻟﺔ ﺩﺍﺧﻞ ﺍﻟﺪﻭﻟﺔ "‪ .‬ﻭﻻ ﺯﺍﻝ ﺑﻌﻀﻬﺎ ﻛﺬﻟﻚ‪،‬‬
‫ﺭﻏﻢ ﺍﻧﻔﺘﺎﺡ ﺍﻻﻗﺘﺼﺎﺩ ﺍﳉﺰﺍﺋﺮﻱ ﻋﻠﻰ ﺍﻻﻗﺘﺼﺎﺩ ﺍﻟﻠﻴﱪﺍﱄ‪ ،‬ﻓﻬﻲ ﺗﻌﺘﱪ ﺃﺭﺻﻔﺔ ﺍﳌﻮﺍﻧﺊ ﻣﺴﺘﻮﺩﻋﺎﺕ‬
‫ﳍﺎ ﺑﺄﺭﺧﺺ ﺍﻷﺳﻌﺎﺭ‪ ،‬ﻟﺬﺍ ﻓﺈ‪‬ﺎ ﺗﺘﺒﺎﻃﺄ ﰲ ﻋﻤﻠﻴﺔ ﺳﺤﺐ ﺑﻀﺎﺋﻌﻬﺎ ﻣﻦ ﺍﻷﺭﺻﻔﺔ‪ ،‬ﻭﺗﺒﻘﻰ ﰲ ﺍﳌﻴﻨﺎﺀ‬
‫ﳌﺪﺓ ﺃﻃﻮﻝ ﻣﻦ ﺍﳌﺪﺓ ﺍﳌﺴﻤﻮﺡ ‪‬ﺎ‪ .‬ﻓﻔﻲ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ ﻳﻮﺟﺪ ﺣﺎﻟﻴﺎ ﺃﻛﺜﺮ ﻣﻦ ‪ 100‬ﺣﺎﻭﻳﺔ ﻣﻌﺒﺄﺓ‬
‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪175‬‬
 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺑﻘﻄﻊ ﻏﻴﺎﺭ ﻭﲟﻮﺍﺩ ﻏﺬﺍﺋﻴﺔ ﲢﺖ ﺍﳊﺠﺰ ﻣﻨﺬ ﺃﻛﺜﺮ ﻣﻦ ﺷﻬﺮ‪ ،‬ﺑﺴﺒﺐ ﺧﻼﻑ ﺑﲔ ﺃﺻﺤﺎﺏ‬
‫ﺍﻟﺒﻀﺎﺋﻊ ﻭﻣﺼﻠﺤﺔ ﺍﳉﻤﺎﺭﻙ‪ .‬ﻭﰲ ﻣﺜﻞ ﻫﺬﻩ ﺍﳊﺎﻻﺕ ﻓﺈﻥ ﻣﺪﻳﺮ ﺍﳌﻴﻨﺎﺀ ﻧﻔﺴﻪ ﻻ ﳝﻠﻚ ﺍﻟﺴﻠﻄﺔ‬
‫ﻟﻺﻓﺮﺍﺝ ﻋﻦ ﻫﺬﻩ ﺍﳊﺎﻭﻳﺎﺕ‪.‬‬
‫ﻭﻳﻈﻬﺮ ﺗﻘﺼﲑ ﺑﻌﺾ ﺍﳌﺴﺌﻮﻟﲔ ﰲ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﺣﱴ ﰲ ﻣﻌﺎﻣﻼ‪‬ﻢ ﻣﻊ ﺍﳌﺘﻌﺎﻣﻠﲔ‬
‫ﺍﻷﺟﺎﻧﺐ‪ ،‬ﻭﺍﻷﻣﺜﻠﺔ ﻋﻠﻰ ﺫﻟﻚ ﻋﺪﻳﺪﺓ ﻭ ﻣﻨﻬﺎ‪:‬‬
‫ﺍﻟﺘﺼﺮﻳﺢ ﺑﻀﻴﺎﻉ ﺍﻟﻌﺪﻳﺪ ﻣﻦ ﺍﳊﺎﻭﻳﺎﺕ‪.‬‬ ‫•‬
‫ﻭﻛﺬﺍ ﺍﶈﺎﺑﺎﺓ‪ ،‬ﺃﻭ ﺍﻟﺘﻤﻴﻴﺰ ﰲ ﺍﳌﻌﺎﻣﻠﺔ‪ ،‬ﺇﺫ ﺗﻌﻄﻰ ﺍﻷﺳﺒﻘﻴﺔ ﰲ ﺍﻟﺮﺳﻮ ﻟﻠﺴﻔﻦ ﺍﳉﺰﺍﺋﺮﻳﺔ‪.‬‬ ‫•‬
‫ﺃﻣﺎ ﺃﺻﺤﺎﺏ ﺍﻟﺴﻔﻦ ﺍﻟﻌﺎﻣﻠﺔ ﻋﻠﻰ ﺍﳋﻄﻮﻁ ﺍﻟﺒﺤﺮﻳﺔ ﺍﻟﻨﻈﺎﻣﻴﺔ‪ ،‬ﻓﻠﻴﺲ ﺑﺈﻣﻜﺎ‪‬ﻢ ﺿﻤﺎﻥ‬ ‫•‬
‫ﺗﺎﺭﻳﺦ ﺍﻟﻮﺻﻮﻝ ﺇﱃ ﺍﳌﻮﺍﻧﺊ ﺍﻷﻭﺭﻭﺑﻴﺔ‪ ،‬ﻷﻥ ﻣﺪﺓ ﺍﻟﺮﺳﻮ ﺑﺎﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻳﺼﻌﺐ ﺗﻮﻗﻌﻬﺎ‪.‬‬
‫ﻭﺑﺎﻟﻨﺴﺒﺔ ﻟﻌﻤﻠﻴﺔ ﺍﺳﺘﺜﻤﺎﺭ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻭﺍﻟﱵ ﺗﺘﻄﻠﺐ ﺗﻜﺎﻟﻴﻒ ﺑﺎﻫﻈﺔ‪ ،‬ﻓﻴﻔﺘﺮﺽ ﺃﻥ ﺗﺘﻢ ﰲ‬
‫ﺍﻹﻃﺎﺭ ﺍﻟﻌﺎﻡ ﻟﺘﺨﻄﻴﻂ ﺍﳌﻮﺍﻧﺊ‪ .‬ﻭﻣﻦ ﺍﳌﺆﺳﻒ ﺣﻘﺎ ﻣﻼﺣﻈﺔ ﺃﻥ ﺍﻟﺴﻠﻄﺎﺕ ﺍﻟﻌﻤﻮﻣﻴﺔ ﱂ ﺗﻨﺠﺢ ﰲ‬
‫ﺗﺸﻜﻴﻞ ﻫﻴﺌﺔ ﻭﺍﺣﺪﺓ ﺗﺸﺮﻑ ﻋﻠﻰ ﻋﻤﻠﻴﺔ ﺍﻟﺘﺨﻄﻴﻂ ﻫﺬﻩ‪ .‬ﺑﻞ ﺃﺳﻨﺪﺕ ﺻﻼﺣﻴﺎﺕ ﲣﻄﻴﻂ ﺍﳌﻮﺍﻧﺊ‬
‫ﺍﳉﺰﺍﺋﺮﻳﺔ ﺇﱃ ﻋﺪﺓ ﻫﻴﺌﺎﺕ ﺗﺎﺑﻌﺔ ﻟﻮﺯﺍﺭﺓ ﺍﻷﺷﻐﺎﻝ ﺍﻟﻌﻤﻮﻣﻴﺔ ﺃﻭ ﻭﺯﺍﺭﺓ ﺍﻟﻨﻘﻞ ﺃﻭ ﻭﺯﺍﺭﺓ ﺍﻟﺘﺠﻬﻴﺰ‪،‬‬
‫ﻭﺑﻘﻴﺖ ﺍﳍﻴﺌﺔ ﺍﳌﻌﻨﻴﺔ ﺑﺎﻟﺪﺭﺟﺔ ﺍﻷﻭﱃ ‪‬ﺬﻩ ﺍﻟﻌﻤﻠﻴﺔ ﻭﻫﻲ ﺇﺩﺍﺭﺓ ﺍﳌﻮﺍﻧﺊ ﻋﻠﻰ ﺍﳍﺎﻣﺶ‪.‬‬
‫ﻓﺴﻴﺎﺳﺔ ﲣﻄﻴﻂ ﺍﳌﻮﺍﻧﺊ ﺇﺫﻥ ﺗﺘﺴﻢ ﺑﺎﳌﺮﻛﺰﻳﺔ ﺍﳌﻔﺮﻃﺔ‪ ،‬ﻭ ﺍﻟﱵ ﻋﺎﻧﺖ ﻣﻨﻬﺎ ﻛﺜﲑﺍ ﺍﳌﺸﺎﺭﻳﻊ‬
‫ﺍﻻﺳﺘﺜﻤﺎﺭﻳﺔ ﺑﺎﳌﻮﺍﻧﺊ‪ ،‬ﺑﺴﺒﺐ ﺑﻂﺀ ﺍﻹﺟﺮﺍﺀﺍﺕ ﺍﻹﺩﺍﺭﻳﺔ ﺍﻟﱵ ﺗﺴﺘﻐﺮﻕ ﰲ ﺑﻌﺾ ﺍﳊﺎﻻﺕ ﺳﻨﻮﺍﺕ‬
‫ﻋﺪﺓ‪ ،‬ﻗﺒﻞ ﺍﳊﺼﻮﻝ ﻋﻠﻰ ﺭﺧﺼﺔ ﺑﺪﺀ ﺍﻹﳒﺎﺯ‪.‬‬
‫ﰒ ﺇﻥ ﺍﻧﻌﺪﺍﻡ ﺍﻟﺘﻨﺴﻴﻖ ﺑﲔ ﳐﺘﻠﻒ ﺍﻟﻔﺎﻋﻠﲔ ﰲ ﻗﻄﺎﻉ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻳﻨﻌﻜﺲ ﻋﻠﻰ ﻧﻮﻋﻴﺔ ﺍﻟﻘﺮﺍﺭﺍﺕ‬
‫ﺍﳌﺘﺨﺬﺓ ﰲ ﺍﳌﻴﺪﺍﻥ‪ .‬ﻛﻤﺎ ﻫﻮ ﺍﳊﺎﻝ ﺑﺎﻟﻨﺴﺒﺔ ﳌﻴﻨﺎﺀ ﺟﻦ ﺟﻦ )ﺍﻧﻈﺮ ﺍﳋﺮﻳﻄﺔ (‪ ،‬ﻓﺒﺪﻻ ﻣﻦ ‪‬ﻴﺌﺘﻪ‬
‫ﻭﲢﺪﻳﺚ ﻣﻨﺸﺂﺗﻪ‪ ،‬ﻗﺮﺭﺕ ﺍﻟﺴﻠﻄﺎﺕ ﺍﻟﻌﻤﻮﻣﻴﺔ ﺑﻨﺎﺀ ﻣﻴﻨﺎﺀ ﺟﺪﻳﺪ ) ﺟﻦ ﺟﻦ ﺍﳉﺪﻳﺪ ( ﻏﲑ ﺑﻌﻴﺪ‬
‫ﻋﻦ ﻣﻴﻨﺎﺋﻲ ﲜﺎﻳﺔ ﻭﺟﻴﺠﻞ‪ ،‬ﻛﺎﻥ ﻣﻦ ﺍﳌﻔﺮﻭﺽ ﺃﻥ ﳜﺪﻡ ﻣﺸﺮﻭﻉ ﻣﺼﻨﻊ ﺍﳊﺪﻳﺪ ﻭﺍﻟﺼﻠﺐ ﲟﻴﻠﺔ‪.‬‬
‫ﻋﻠﻤﺎ ﺑﺄﻥ ﺍﻟﺪﻳﻮﻥ ﺍﳌﻘﺪﺭﺓ ﺑـ ‪ 400‬ﻣﻠﻴﺎﺭ ﺩﻳﻨﺎﺭ‪ ،‬ﻭﺍﻟﱵ ﺧﺼﺼﺖ ﻟﺒﻨﺎﺀ ﻫﺬﺍ ﺍﳌﻴﻨﺎﺀ ﱂ ﻳﺘﻢ‬
‫ﺗﺴﺪﻳﺪﻫﺎ ﺑﻌﺪ‪ .‬ﻭﺇﺫﺍ ﻛﺎﻧﺖ ﺭﻳﺎﺡ ﺍﻟﻠﻴﱪﺍﻟﻴﺔ ﻗﺪ ﺑﺪﺃﺕ ‪‬ﺐ ﻋﻠﻰ ﺍﳉﺰﺍﺋﺮ‪ ،‬ﻓﺈﻥ ﻗﻄﺎﻉ ﺍﳌﻮﺍﻧﺊ ﻻ‬
‫ﺯﺍﻝ ﻳﻌﺎﱐ‪ .‬ﻣﻊ ﺃﻧﻪ ﳝﺜﻞ ﻗﻄﺎﻋﺎ ﺍﺳﺘﺮﺍﺗﻴﺠﻴﺎ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﻤﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺍﻟﻮﻃﻨﻴﺔ‪ ،‬ﻭﻋﺎﻣﻼ ﺣﻴﻮﻳﺎ‬
‫ﺑﺎﻟﻨﺴﺒﺔ ﻟﻼﻗﺘﺼﺎﺩ ﺍﳉﺰﺍﺋﺮﻱ‪.‬‬
‫ﺭﺍﺑﻌﺎ‪-‬ﺍﻟﺘﻐﻴﲑﺍﺕ ﺍﻟﻄﺎﺭﺋﺔ ﻋﻠﻰ ﺗﺴﻴﲑ ﺍﳌﻮﺍﻧﺊ‬
‫ﺃﺻﺒﺤﺖ ﺍﻟﺴﻠﻄﺎﺕ ﺍﻟﻌﻤﻮﻣﻴﺔ ﰲ ﺍﳉﺰﺍﺋﺮ ﻭﺍﻋﻴﺔ ﺑﻀﺮﻭﺭﺓ ﺇﻋﺎﺩﺓ ﺗﻨﻈﻴﻢ ﻫﺬﺍ ﺍﻟﻘﻄﺎﻉ‬
‫ﺍﳊﻴﻮﻱ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﻮﻃﻦ‪ ،‬ﻭﺍﺭﺗﺄﺕ ﺧﻮﺻﺼﺔ ﺍﻟﻨﺸﺎﻃﺎﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﻟﻠﻤﻮﺍﻧﺊ‪ ،‬ﻭﺍﺿﻌﺔ ﺑﺬﻟﻚ ﺣﺪﺍ‬
‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪176‬‬
 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﻟﺘﺴﻴﲑ ﺍﻟﺪﻭﻟﺔ ﳍﺬﺍ ﺍﻟﻘﻄﺎﻉ ﻭﺍﻟﺬﻱ ﺩﺍﻡ ‪ 45‬ﺳﻨﺔ‪ .‬ﻭﺫﻟﻚ ﻣﻦ ﺧﻼﻝ ﺍﳌﺮﺳﻮﻡ ﺍﻟﺼﺎﺩﺭ ﺑﺘﺎﺭﻳﺦ ‪16‬‬
‫ﻭ‪ ،2006/4/17‬ﻭﺍﻟﻘﺎﺿﻲ ﲞﻮﺻﺼﺔ ﻛﻞ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ ،‬ﺑﺎﺳﺘﺜﻨﺎﺀ ﺍﳌﻮﺍﻧﺊ ﺍﻟﺒﺘﺮﻭﻟﻴﺔ )ﺃﺭﺯﻳﻮ‪,‬‬
‫ﺳﻜﻴﻜﺪﺓ ﻭﲜﺎﻳﺔ ( ﺍﻟﱵ ﺳﺘﻤﻨﺢ ﻟﻠﺸﺮﻛﺔ ﺍﻟﻮﻃﻨﻴﺔ ﻟﻠﻤﺤﺮﻭﻗﺎﺕ ) ﺳﻮﻧﺎﻃﺮﺍﻙ (‪.‬‬
‫ﻭﺗﺄﻣﻞ ﺍﻟﺪﻭﻟﺔ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻣﻦ ﺧﻼﻝ ﻫﺬﻩ ﺍﳋﻮﺻﺼﺔ ﺍﳉﺰﺋﻴﺔ ﻟﻠﻤﻮﺍﻧﺊ‪ ،‬ﺍﳊﺼﻮﻝ ﻋﻠﻰ‬
‫ﻓﻌﺎﻟﻴﺘﻬﺎ‪ ،‬ﻭﺍﻟﺮﻓﻊ ﻣﻦ ﺇﻣﻜﺎﻧﻴﺎ‪‬ﺎ ﺍﻟﺘﺠﻬﻴﺰﻳﺔ‪ .‬ﻏﲑ ﺃﻥ ﻫﺬﺍ ﺍﻹﺟﺮﺍﺀ ﺍﻟﺘﻌﺪﻳﻠﻲ ﳚﺐ ﺃﻥ ﻳﻜﻤﻞ‬
‫ﺑﺈﺟﺮﺍﺀ ﺗﻌﺪﻳﻠﻲ ﻻﺣﻖ‪ ،‬ﳜﻮﻝ ﻟﻠﻤﺴﺘﺜﻤﺮ ﺍﻟﺘﻤﺘﻊ ﲝﻘﻮﻕ ﺍﳌﻠﻜﻴﺔ‪.‬‬
‫ﻭﺭﻏﻢ ﺃﻥ ﻫﺬﻩ ﺍﻟﺴﻴﺎﺳﺔ ﺍﳉﺪﻳﺪﺓ ﰲ ﺗﺴﻴﲑ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﺗﺘﻤﺎﺷﻰ ﻣﻊ ﺍﻟﺘﺤﻮﻻﺕ‬
‫ﺍﳉﺪﻳﺪﺓ ﺍﻟﱵ ﻃﺮﺃﺕ ﻋﻠﻰ ﺍﻻﻗﺘﺼﺎﺩ ﺍﻟﻌﺎﳌﻲ‪ ،‬ﺇﻻ ﺃﻥ ﺍﳉﺰﺍﺋﺮ ﺗﺴﺠﻞ ﺗﺄﺧﺮﺍ ﰲ ﻫﺬﻩ ﺍﳊﺮﻛﺔ ﺍﻟﻜﱪﻯ‬
‫ﻭﻫﻲ ﺍﳋﻮﺻﺼﺔ ﻭﺍﻟﱵ ﻣﺴﺖ ﺍﻟﻌﺪﻳﺪ ﻣﻦ ﺍﳌﻮﺍﻧﺊ ﰲ ﺍﻟﺪﻭﻝ ﺍﻟﺴﺎﺋﺮﺓ ﰲ ﻃﺮﻳﻖ ﺍﻟﻨﻤﻮ‪ ،‬ﻓﺎﳌﻐﺮﺏ‬
‫ﻣﺜﻼ ﺧﻮﺻﺺ ﺍﻟﻌﻤﺎﻟﺔ ﺍﻟﻴﺪﻭﻳﺔ ﰲ ﺍﳌﻮﺍﻧﺊ ﻣﻨﺬ ﺳﻨﺔ ‪ ،1990‬ﻭﻛﺎﻧﺖ ﺍﻟﻨﺘﻴﺠﺔ ﺃﻥ ﺗﻀﺎﻋﻔﺖ‬
‫ﺍﻹﻧﺘﺎﺟﻴﺔ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻌﻤﻠﻴﺔ ﺗﻔﺮﻳﻎ ﺍﻟﺒﻀﺎﺋﻊ‪ .‬ﻭﺳﻴﻔﺘﺢ ﻫﺬﺍ ﺍﻟﺘﻐﻴﲑ ﺍﻟﻜﺒﲑ ﰲ ﺍﻟﻘﻮﺍﻧﲔ ﺍﳌﺘﻌﻠﻘﺔ ﺑﺎﳌﻮﺍﻧﺊ‬
‫ﺍ‪‬ﺎﻝ ﺃﻣﺎﻡ ﺍﳌﺆﺳﺴﺎﺕ ﺍﻟﻌﻤﻮﻣﻴﺔ ﻭﺍﳋﺎﺻﺔ‪ ،‬ﺍﻟﱵ ﺗﺮﻏﺐ ﰲ ﺍﻟﻨﺸﺎﻁ ﰲ ﻗﻄﺎﻉ ﺍﳌﻮﺍﻧﺊ ‪.‬‬
‫ﻭﺗﺴﺘﺪﻋﻲ ﻋﻤﻠﻴﺔ ﺇﻋﺎﺩﺓ ﺗﺄﻫﻴﻞ ﺍﳌﻮﺍﻧﺊ ﺍﻻﻋﺘﻤﺎﺩ ﻋﻠﻰ ﻗﺎﻋﺪﺓ ﻋﻤﺎﻟﻴﺔ ﻣﺘﻤﺎﺳﻜﺔ‪ ،‬ﺇﻻ ﺃﻥ‬
‫ﺍﻷﻣﺮ ﻟﻴﺲ ﻛﺬﻟﻚ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﻤﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ ،‬ﺣﻴﺚ ﻃﺎﻟﺒﺖ ﻧﻘﺎﺑﺔ ﺍﻟﻌﻤﺎﻝ ﺑﺈﻟﻐﺎﺀ ﻣﺮﺳﻮﻡ‬
‫ﺧﻮﺻﺼﺔ ﺍﳌﻮﺍﻧﺊ‪ .‬ﻭﺷﻦ ﻋﻤﺎﻝ ﺍﳌﻮﺍﻧﺊ ﺇﺿﺮﺍﺑﺎ ﻳﻮﻡ ‪ ،2006 /5 /22‬ﺷﻞ ﺣﺮﻛﺔ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻭﻛﻠﻒ‬
‫ﺍﳋﺰﻳﻨﺔ ﺍﻟﻌﻤﻮﻣﻴﺔ ﺧﺴﺎﺋﺮ ﻣﻘﺪﺭﺓ ﺏ ‪ 26‬ﻣﻠﻴﺎﺭ ﺳﻨﺘﻴﻢ‪ .‬ﻓﻔﻲ ﻣﻴﻨﺎﺀ ﺍﻟﻌﺎﺻﻤﺔ ﺑﻘﻴﺖ ‪ 48‬ﺳﻔﻴﻨﺔ‬
‫ﳏﺼﻮﺭﺓ ﰲ ﺍﻷﺭﺻﻔﺔ‪ ،‬ﺩﻭﻥ ﺃﻥ ﺗﺘﻤﻜﻦ ﻣﻦ ﺗﻔﺮﻳﻎ ﲪﻮﻟﺘﻬﺎ‪ .‬ﻭ ‪ 5‬ﺳﻔﻦ ﺃﺧﺮﻯ ﺗﻨﺘﻈﺮ ﰲ ﻋﺮﺽ‬
‫ﺍﻟﺒﺤﺮ‪ .‬ﻭﺗﺘﺮﺍﻭﺡ ﺍﳋﺴﺎﺋﺮ ﺍﻟﻨﺎﲨﺔ ﻋﻦ ﺫﻟﻚ ﺑﲔ ‪ 14‬ﻭ ‪ 15‬ﻣﻠﻴﺎﺭ ﺳﻨﺘﻴﻢ ﻋﻦ ﻛﻞ ﻳﻮﻡ ﺑﺎﻟﻨﺴﺒﺔ‬
‫ﳌﻴﻨﺎﺀ ﺍﻟﻌﺎﺻﻤﺔ‪ .‬ﺃﻣﺎ ﺑﺎﻟﻨﺴﺒﺔ ﳌﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ ﻓﺒﻠﻎ ﻋﺪﺩ ﺍﻟﺴﻔﻦ ﺍﶈﺼﻮﺭﺓ ﰲ ﺍﻷﺭﺻﻔﺔ ‪ 15‬ﺳﻔﻴﻨﺔ ﻭ‪5‬‬
‫ﺳﻔﻦ ﺃﺧﺮﻯ ﺗﻨﺘﻈﺮ ﰲ ﻋﺮﺽ ﺍﻟﺒﺤﺮ ﳑﺎ ﺗﺴﺒﺐ ﰲ ﺧﺴﺎﺋﺮ ﻣﻘﺪﺭﺓ ﲟﻠﻴﺎﺭ ﺳﻨﺘﻴﻢ‪ .‬ﻭﻳﻌﺘﱪ ﻗﻄﺎﻉ‬
‫ﺍﻟﻨﻘﻞ ﺃﺣﺪ ﺍﻟﻘﻄﺎﻋﺎﺕ ﺍﳌﻘﺘﺮﺣﺔ ﰲ ﳎﺎﻝ ﺍﻟﺸﺮﺍﻛﺔ‪ ،‬ﻭﻟﻘﺪ ﰎ ﺑﺎﻟﻔﻌﻞ ﻭﰲ ﺇﻃﺎﺭ ﺍﻟﺘﻌﺎﻭﻥ ﺑﲔ ﺍﳉﺰﺍﺋﺮ‬
‫ﻭﻓﺮﻧﺴﺎ ﺇﳒﺎﺯ ﻣﺘﺮﻭ ﺍﳉﺰﺍﺋﺮ ﺍﻟﻌﺎﺻﻤﺔ‪ ،‬ﺍﻟﺬﻱ ﺃﺳﻨﺪ ﺇﱃ ﺷﺮﻛﺎﺕ ﻣﻘﺎﻭﻟﺔ ﻓﺮﻧﺴﻴﺔ‪ .‬ﻭﻛﺬﺍ ﺑﺎﻟﻨﺴﺒﺔ‬
‫ﻟﺘﺰﻭﻳﺪ ﺷﺒﻜﺔ ﺍﻟﺴﻜﺔ ﺍﳊﺪﻳﺪﻳﺔ ﺑﺎﻟﻜﻬﺮﺑﺎﺀ‪ ،‬ﻭﺗﺴﻴﲑ ﻣﻄﺎﺭ ﺍﳉﺰﺍﺋﺮ ﺍﳉﺪﻳﺪ‪ .‬ﻭﺑﻠﻎ ﺍﻟﻐﻼﻑ ﺍﳌﺎﱄ‬
‫ﺍﳌﺨﺼﺺ ﻟﻠﻤﺨﻄﻂ ﺍﳋﻤﺎﺳﻲ)‪ 2005‬ـ ‪ 55 (2009‬ﻣﻠﻴﺎﺭ ﺩﻭﻻﺭ‪ ،‬ﻣﻨﻬﺎ ‪ 10‬ﻣﻠﻴﺎﺭ ﺩﻭﻻﺭ‬
‫ﻟﻘﻄﺎﻉ ﺍﻟﻨﻘﻞ‪ .‬ﳑﺎ ﻗﺪ ﻳﺴﻤﺢ ﻟﻠﻤﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﺑﺎﺳﺘﺪﺭﺍﻙ ﺍﻟﺘﺄﺧﲑ ﺍﳌﺘﺮﺍﻛﻢ ﻣﻨﺬ ﺍﻻﺳﺘﻘﻼﻝ‪.‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪177‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﺍﻟﻨﺘﺎﺋﺞ ﻭﺍﻟﺘﻮﺻﻴﺎﺕ‬
‫ﳝﻜﻦ ﺣﺼﺮ ﺃﻫﻢ ﺍﻟﻨﺘﺎﺋﺞ ﰲ ‪:‬‬
‫ﺍﺳﺘﺤﻮﺍﺫ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﻋﻠﻰ ‪ % 95‬ﻣﻦ ﺣﺠﻢ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺍﳋﺎﺭﺟﻴﺔ‪.‬‬ ‫•‬
‫ﺍﳔﻔﺎﺽ ﺍﻟﻄﺎﻗﺔ ﺍﻻﺳﺘﻴﻌﺎﺑﻴﺔ ﻟﻠﻤﻮﺍﻧﺊ ﺍﻟﺘﺠﺎﺭﻳﺔ‪.‬‬ ‫•‬
‫ﺗﺪﱐ ﻛﻔﺎﺀﺓ ﺍﻷﺳﻄﻮﻝ ﺍﻟﺒﺤﺮﻱ ﺍﻟﺘﺠﺎﺭﻱ‪ ،‬ﻭ ﺻﻐﺮ ﺃﺣﺠﺎﻡ ﺍﻟﺴﻔﻦ‪.‬‬ ‫•‬
‫ﻧﻘﺺ ﰲ ﺍﻟﺘﺠﻬﻴﺰﺍﺕ ﻭﺍﻵﻟﻴﺎﺕ‪.‬‬ ‫•‬
‫ﺍﺣﺘﻜﺎﺭ ﻣﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ ﺍﻟﻌﺎﺻﻤﺔ ﻷﻛﺜﺮ ﻣﻦ ‪ % 60‬ﻣﻦ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﺍﳋﺎﺭﺟﻴﺔ‪.‬‬ ‫•‬
‫ﺍﺣﺘﻜﺎﺭ ﺍﻟﺪﻭﻟﺔ ﻟﺘﺴﻴﲑ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﻭﻣﺎ ﺗﺮﺗﺐ ﻋﻠﻰ ﺫﻟﻚ ﻣﻦ ﻣﺸﺎﻛﻞ ﺟﺎﻧﺒﻴﺔ ﻋﺪﻳﺪﺓ‪،‬‬ ‫•‬
‫ﻛﺒﻂﺀ ﺍﳌﻌﺎﻣﻼﺕ ﻭﺳﻴﻄﺮﺓ ﺍﻟﺮﻭﺗﲔ ﻋﻠﻴﻬﺎ‪ ،‬ﻭﺗﻜﺪﺱ ﺍﳌﺨﺎﺯﻥ ﻭﺍﺳﺘﻐﻼﳍﺎ ﺍﻟﻼﻣﺸﺮﻭﻉ ﻣﻦ ﻃﺮﻑ‬
‫ﺑﻌﺾ ﺍﻟﺸﺮﻛﺎﺕ ﺍﻟﻌﻤﻮﻣﻴﺔ‪.‬‬
‫ﻓﺎﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ ﺗﺸﻜﻞ ﺇﺫﻥ ﻧﻘﻂ ﺍﺧﺘﻨﺎﻕ‪ ،‬ﺑﺴﺒﺐ ﺭﺩﺍﺀﺓ ﻣﻨﺸﺂ‪‬ﺎ‪ ،‬ﻭﺿﻌﻒ‬ ‫•‬
‫ﺍﻻﺳﺘﺜﻤﺎﺭﺍﺕ ﺍﻟﻌﻤﻮﻣﻴﺔ ‪‬ﺎ‪ ،‬ﻭﺍﻟﻔﻮﺿﻰ ﻭﺍﻟﻌﺸﻮﺍﺋﻴﺔ ﺍﻟﱵ ﲤﻴﺰﻫﺎ‪ .‬ﲝﻴﺚ ﺃﻇﻬﺮ ﺗﺴﻴﲑ ﺍﻟﺪﻭﻟﺔ ﳍﺎ‪،‬‬
‫ﻭﺍﻟﺬﻱ ﺍﺣﺘﻜﺮ ﻧﺸﺎﻃﺎ‪‬ﺎ ﺑﺎﻟﻘﺎﻧﻮﻥ ﻭﺑﺎﳌﻤﺎﺭﺳﺎﺕ‪ ،‬ﳏﺪﻭﺩﻳﺘﻪ‪.‬‬
‫ﻭﺃﻣﺎﻡ ﻫﺬﻩ ﺍﻟﻮﺿﻌﻴﺔ‪ ،‬ﺃﺻﺒﺤﺖ ﺇﻋﺎﺩﺓ ﺍﻟﻨﻈﺮ ﰲ ﺗﻨﻈﻴﻢ ﻭﺗﺴﻴﲑ ﺍﳌﻮﺍﻧﺊ ﺿﺮﻭﺭﺓ ﻣﻠﺤﺔ‪.‬‬ ‫•‬
‫ﻭﺍﺳﺘﻨﺎﺩﺍ ﺇﱃ ﺍﻟﻨﺘﺎﺋﺞ ﺍﻟﺴﺎﺑﻘﺔ‪ ،‬ﳝﻜﻦ ﺗﻘﺪﱘ ﺑﻌﺾ ﺍﻻﻗﺘﺮﺍﺣﺎﺕ ﺍﻟﱵ ﺗﺴﻬﻢ ـ ﺇﻥ ﺃﺧﺬﺕ‬ ‫•‬
‫ﺑﻌﲔ ﺍﻻﻋﺘﺒﺎﺭـ ﰲ ﺍﻻﺭﺗﻘﺎﺀ ﺑﺎﳌﻮﺍﻧﺊ ﺍﻟﻮﻃﻨﻴﺔ ﺇﱃ ﻣﺼﺎﻑ ﺍﳌﻮﺍﻧﺊ ﺍﳌﺘﻄﻮﺭﺓ‪:‬‬
‫ﺇﺟﺮﺍﺀ ﺗﻌﺪﻳﻼﺕ ﻭﺇﺻﻼﺣﺎﺕ ﻋﻠﻰ ﺍﳍﻴﺎﻛﻞ ﺍﳊﺎﻟﻴﺔ ﻟﻠﻤﻮﺍﻧﺊ‪ ،‬ﺗﻮﺍﻛﺐ ﺍﻟﺘﻄﻮﺭﺍﺕ‬ ‫•‬
‫ﺍﳊﺎﺻﻠﺔ ﰲ ﳎﺎﻝ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ‪ .‬ﺧﺎﺻﺔ ﻣﻨﻬﺎ ﺍﻟﺘﺠﻬﻴﺰﺍﺕ ﻭﺍﻵﻟﻴﺎﺕ ﺍﻟﺜﻘﻴﻠﺔ‪ ،‬ﻭﻛﺬﺍ ﺍﳌﺴﺎﺣﺎﺕ‬
‫ﺍﻟﱵ ﺗﺴﻤﺢ ﺑﺘﺪﺍﻭﻝ ﺍﳊﺎﻭﻳﺎﺕ‪.‬‬
‫ﺭﻓﻊ ﺍﻟﻄﺎﻗﺔ ﺍﻟﺘﺸﻐﻴﻠﻴﺔ ﻟﻠﻤﻮﺍﻧﺊ ﺑﺎﺳﺘﻤﺮﺍﺭ ﻧﺸﺎﻃﻬﺎ‪ ،‬ﻭ ﻋﺪﻡ ﺗﻮﻗﻒ ﺍﻟﻌﻤﻞ ‪‬ﺎ ﻟﻴﻼ‪.‬‬ ‫•‬
‫ﺍﳊﺪ ﻣﻦ ﺍﻹﺟﺮﺍﺀﺍﺕ ﺍﻟﺒﲑﻭﻗﺮﺍﻃﻴﺔ ﺍﻟﱵ ﲤﻴﺰ ﺍﳌﻌﺎﻣﻼﺕ ﺍﻹﺩﺍﺭﻳﺔ‪ ،‬ﻣﻊ ﺍﻟﺘﺄﻛﻴﺪ ﻋﻠﻰ‬ ‫•‬
‫ﺇﺩﺧﺎﻝ ﻗﺎﻋﺪﺓ ﻣﻌﻠﻮﻣﺎﺗﻴﺔ ﰲ ﺗﺴﻴﲑ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺘﺠﺎﺭﻳﺔ ﲢﺪﻳﺪﺍ‪ ،‬ﻣﻊ ﻣﺎ ﻳﺘﻄﻠﺐ ﺫﻟﻚ ﻣﻦ ﺗﻮﻇﻴﻒ‬
‫ﺇﻃﺎﺭﺍﺕ ﻣﺆﻫﻠﺔ ﰲ ﺍﳌﻴﺪﺍﻥ‪.‬‬
‫ﺍﻟﺮﻓﻊ ﻣﻦ ﻛﻔﺎﺀﺓ ﺍﻟﻄﺮﻕ ﺍﻟﱵ ﲣﺪﻡ ﺍﳌﻮﺍﻧﺊ‪ .‬ﻭﻣﻦ ﺑﲔ ﺍﳊﻠﻮﻝ ﺍﳌﻘﺘﺮﺣﺔ ﺑﺎﻟﻨﺴﺒﺔ ﳌﻴﻨﺎﺀ‬ ‫•‬
‫ﺍﻟﻌﺎﺻﻤﺔ‪ ،‬ﺇﻧﺸﺎﺀ ﺧﻂ ﻣﻮﺍﺻﻼﺕ ﺇﺿﺎﰲ ﳛﻴﻂ ﺑﺎﳌﺪﻳﻨﺔ‪ ،‬ﻭﺫﻟﻚ ﺑﻐﺮﺽ ﺍﺟﺘﻨﺎﺏ ﺍﳌﺮﻭﺭ ﺑﻮﺳﻄﻬﺎ‬
‫)ﺇﻻ ﺃ‪‬ﺎ ﻋﻤﻠﻴﺔ ﻣﻜﻠﻔﺔ(‪.‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪178‬‬

 ‫ﺩ‪ /‬ﻑ‪.‬ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ ‪+‬ﺃ‪ /‬ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬ ‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ :‬ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬

‫ﻭﺑﺎﻟﻨﺴﺒﺔ ﳌﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ‪ ،‬ﺍﻹﺳﺮﺍﻉ ﺑﺈﺿﺎﻓﺔ ﻣﻨﻔﺬ ﺛﺎﱐ ﻳﺆﺩﻱ ﺇﱃ ﺍﻟﻄﺮﻳﻖ ﺍﻟﺬﻱ ﺳﻴﺘﻢ ﺇﳒﺎﺯﻩ ﺃﺳﻔﻞ‬
‫ﺍﳉﺮﻭﻑ ﺍﻟﺴﺎﺣﻠﻴﺔ ﺷﺮﻕ ﺍﳌﻴﻨﺎﺀ‪ ،‬ﻟﻴﺘﺼﻞ ﺑﺎﻟﻄﺮﻳﻖ ﺍﻟﺴﻴﺎﺭ ﺍﶈﻴﻂ ﲟﺪﻳﻨﺔ ﻭﻫﺮﺍﻥ‪ ،‬ﳑﺎ ﺳﻴﺠﻨﺐ‬
‫ﺍﻟﺸﺎﺣﻨﺎﺕ ﺍﳌﺮﻭﺭ ﺑﺎﳌﺪﻳﻨﺔ‪ ،‬ﺍﻟﱵ ﺗﻌﺎﱐ ﻫﻲ ﺍﻷﺧﺮﻯ ﻣﻦ ﺍﺧﺘﻨﺎﻗﺎﺕ ﻣﺮﻭﺭﻳﺔ ﺣﺎﺩﺓ‪ .‬ﻭ ﻛﺬﺍ ﺍﻹﺳﺮﺍﻉ‬
‫ﺑﺘﻬﻴﺌﺔ ﺧﻂ ﺍﻟﺴﻜﺔ ﺍﳊﺪﻳﺪﻳﺔ ﺍﳌﻮﺟﻮﺩ ﺑﺎﳌﻴﻨﺎﺀ‪ ،‬ﻭ ﲡﺪﻳﺪ ﺍﻟﻌﺮﺑﺎﺕ ﺑﻐﻴﺔ ﺇﻋﺎﺩﺓ ﺗﺸﻐﻴﻠﻪ‪ .‬ﻭ ﻻ ﺷﻚ‬
‫ﺃﻥ ﺍﺳﺘﻐﻼﻝ ﻫﺬﺍ ﺍﳋﻂ ﺑﺸﻜﻞ ﻓﻌﺎﻝ‪ ،‬ﺳﻴﺴﺎﻋﺪ ﻋﻠﻰ ﺍﻧﺴﻴﺎﺑﻴﺔ ﺣﺮﻛﺔ ﺍﻟﺒﻀﺎﺋﻊ ﻣﻦ ﺍﳌﻴﻨﺎﺀ ﺑﺘﻜﺎﻟﻴﻒ‬
‫ﺃﻗﻞ‪ ،‬ﳑﺎ ﳜﻔﻒ ﻣﻦ ﺍﺧﺘﻨﺎﻕ ﺍﳌﻴﻨﺎﺀ ﺍﻟﺬﻱ ﻳﺴﺘﻘﻄﺐ ﻟﻮﺣﺪﻩ‪ %67‬ﻣﻦ ﻣﺒﺎﺩﻻﺕ ﺍﻟﻐﺮﺏ ﺍﳉﺰﺍﺋﺮﻱ‪.‬‬
‫ﺇﻋﺎﺩﺓ ﺍﻟﻨﻈﺮ ﰲ ﺗﻮﺯﻳﻊ ﺍﳌﻬﺎﻡ ﺑﲔ ﺍﳌﻮﺍﻧﺊ‪ ،‬ﳑﺎ ﻳﺴﺎﻫﻢ ﰲ ﺍﻟﺘﺨﻔﻴﻒ ﻣﻦ ﺍﺧﺘﻨﺎﻗﻬﺎ‪ ،‬ﺧﺎﺻﺔ‬ ‫•‬
‫ﻣﻨﻬﺎ ﺍﳌﻮﺍﻧﺊ ﺍﻟﻜﱪﻯ ﻛﻤﻴﻨﺎﺀ ﺍﳉﺰﺍﺋﺮ‪ ،‬ﻭ ﻣﻦ ﺑﲔ ﺍﳊﻠﻮﻝ ﺍﳌﻘﺘﺮﺣﺔ ﺑﺎﻟﻨﺴﺒﺔ ﳍﺬﺍ ﺍﳌﻴﻨﺎﺀ‪ ،‬ﺇﻋﺎﺩﺓ‬
‫ﺍﻻﻋﺘﺒﺎﺭ ﻟﻠﻤﻮﺍﻧﺊ ﺍﻟﺜﺎﻧﻮﻳﺔ ﻛﻤﻴﻨﺎﺋﻲ ) ﺗﻨﺲ ﻭ ﺩﻟﺲ (‪ ،‬ﻭ ﻣﻨﺤﻬﻤﺎ ﺍﻟﻔﺮﺻﺔ ﳋﺪﻣﺔ ﻇﻬﲑﻳﻬﻤﺎ‬
‫ﺑﺸﻜﻞ ﺃﻛﱪ‪.‬‬
‫ﻛﺬﻟﻚ ﺍﻟﺸﺄﻥ ﺑﺎﻟﻨﺴﺒﺔ ﳌﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ ﺍﻟﺬﻱ ﻳﺴﺘﺪﻋﻲ ﺇﻋﺎﺩﺓ ﺍﻟﻨﻈﺮ ﰲ ﺗﻮﺯﻳﻊ ﺍﳌﻬﺎﻡ ﺑﻴﻨﻪ‬ ‫•‬
‫ﻭﺑﲔ ﻣﻴﻨﺎﺀ ﻣﺴﺘﻐﺎﱎ ﺍﻟﻘﺮﻳﺐ ﻣﻨﻪ‪ .‬ﺑﻞ ﻭ ﺇﻋﺎﺩﺓ ﺍﻻﻋﺘﺒﺎﺭ ﺇﱃ ﺍﳌﻮﺍﻧﺊ ﺍﻟﺼﻐﲑﺓ )ﻣﺜﻞ ﻣﻴﻨﺎﺀ ﺍﻟﻐﺰﻭﺍﺕ(‪،‬‬
‫ﺃﻭ ﺣﱴ ﻣﻮﺍﻧﺊ ﺍﻟﺼﻴﺪ ﺍﻟﺼﻐﲑﺓ‪ ،‬ﻣﺜﻞ ﻣﻴﻨﺎﺀ ﺑﲏ ﺻﺎﻑ ﺍﻟﻮﺍﻗﻊ ﻏﺮﺏ ﻣﺪﻳﻨﺔ ﻭﻫﺮﺍﻥ‪ ،‬ﺍﻟﺬﻱ ﻛﺎﻥ‬
‫ﻋﻨﺪ ﻧﺸﺄﺗﻪ ﻣﻴﻨﺎﺀ ﲡﺎﺭﻳﺎ‪ ،‬ﰒ ﲢﻮﻝ ﺇﱃ ﻣﻴﻨﺎﺀ ﻟﻠﺼﻴﺪ ﺑﻌﺪ ﺃﻥ ﺗﻘﻠﺺ ﻇﻬﲑﻩ ﻧﺘﻴﺠﺔ ﻟﻨﻀﻮﺏ ﺧﺎﻣﺎﺕ‬
‫ﺍﳊﺪﻳﺪ ﰲ ﺍﳌﻨﻄﻘﺔ‪.‬‬
‫ﻏﲑ ﺃﻥ ﺍﻟﺘﺤﻮﻻﺕ ﺍﳍﺎﻣﺔ ﺍﻟﱵ ﺑﺪﺃ ﻳﺸﻬﺪﻫﺎ ﻫﺬﺍ ﺍﻟﻈﻬﲑ ﻣﺆﺧﺮﺍ ) ﻣﺸﺎﺭﻳﻊ ﺍﻗﺘﺼﺎﺩﻳﺔ‬
‫ﻭﻭﺣﺪﺍﺕ ﺻﻨﺎﻋﻴﺔ ( ﻣﻊ ﻣﺎ ﻳﺮﺍﻓﻘﻬﺎ ﺑﺎﻟﻀﺮﻭﺭﺓ ﻣﻦ ﻫﻴﺌﺎﺕ ﺇﺩﺍﺭﻳﺔ ﻭﻣﻜﺎﺗﺐ ﻣﻌﺎﻣﻼﺕ ‪...‬ﺇﱁ‬
‫ﺑﺎﺗﺖ ﺗﺘﻄﻠﺐ ﺗﻮﺯﻳﻌﺎ ﺟﺪﻳﺪﺍ ﻟﻠﻤﻬﺎﻡ ﺍﳌﻨﻮﻃﺔ ﺑﺎﳌﻮﺍﻧﺊ‪ ،‬ﻭﺫﻟﻚ ﺑﺈﻋﺎﺩﺓ ﺍﻟﻨﻈﺮ ﰲ ﺍﻟﻮﻇﺎﺋﻒ ﺍﻟﱵ‬
‫ﺗﺆﺩﻳﻬﺎ ﺍﳌﻮﺍﻧﺊ ﺍﻟﺼﻐﲑﺓ ﺣﺎﻟﻴﺎ‪ ،‬ﻭ ﺍﻟﱵ ﺑﺈﻣﻜﺎ‪‬ﺎ ﺍﻹﺳﻬﺎﻡ ﰲ ﺧﺪﻣﺔ ﻭﺗﻄﻮﻳﺮ ﳎﺎﳍﺎ ﺍﳉﻬﻮﻱ ﻭﺍﶈﻠﻲ‪.‬‬
‫ﻋﺪﻡ ﺍﻹﻋﺘﻤﺎﺩ ﺍﻟﻜﻠﻲ ﰲ ﺍﳌﺒﺎﺩﻻﺕ ﺍﻟﺒﺤﺮﻳﺔ ﻋﻠﻰ ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‪ ،‬ﺇﺫ ﺃﻧﻪ ﺑﺎﻹﻣﻜﺎﻥ‬ ‫•‬
‫ﺧﺪﻣﺔ ﺍﻟﻌﺪﻳﺪ ﻣﻦ ﺍﳌﻨﺎﻃﻖ ﰲ ﺍﻟﻮﻃﻦ ﺑﺘﻜﺎﻟﻴﻒ ﺃﻗﻞ‪ ،‬ﻣﻦ ﻃﺮﻑ ﻣﻮﺍﻧﺊ ﺍﻟﺪﻭﻝ ﺍ‪‬ﺎﻭﺭﺓ )ﺗﻮﻧﺲ‬
‫ﺍﻟﺪﺍﺭ ﺍﻟﺒﻴﻀﺎﺀ(‪.‬‬
‫ﺗﻔﻌﻴﻞ ﻋﻤﻠﻴﺔ ﺍﳌﺴﺎﺣﻠﺔ‪ ،‬ﻓﻌﻼﻭﺓ ﻋﻠﻰ ﺍﳌﺰﺍﻳﺎ ﺍﻻﻗﺘﺼﺎﺩﻳﺔ ﻟﻠﻨﻘﻞ ﺍﳌﺎﺋﻲ‪ ،‬ﻓﺈ‪‬ﺎ ﰲ ﻧﻔﺲ‬ ‫•‬
‫ﺍﻟﻮﻗﺖ ﻭﺳﻴﻠﺔ ﻟﺘﺤﺮﻳﻚ ﻋﺠﻠﺔ ﺍﻟﻨﺸﺎﻁ ﺑﺎﳌﻮﺍﻧﺊ ﺍﻟﺼﻐﲑﺓ‪ .‬ﻭﺗﻌﺘﱪ ﰲ ﺑﻠﺪ ﺗﺘﺒﺎﻳﻦ ﻓﻴﻪ ﺍﻟﻮﻇﺎﺋﻒ‬
‫ﺍﻻﻗﺘﺼﺎﺩﻳﺔ ﻟﻸﻗﺎﻟﻴﻢ ﻣﻦ ﺯﺭﺍﻋﻴﺔ ﺇﱃ ﺻﻨﺎﻋﻴﺔ‪،‬ﺣﻼ ﺍﺳﺘﺮﺍﺗﻴﺠﻴﺎ ﻟﺮﺑﻂ ﻫﺬﻩ ﺍﻷﻗﺎﻟﻴﻢ ﻭﺗﻨﺸﻴﻂ ﺍﻟﺪﻭﺭﺓ‬
‫ﺍﻻﻗﺘﺼﺎﺩﻳﺔ ﺍﻟﺪﺍﺧﻠﻴﺔ‪.‬‬

‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‪ -‬ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬ ‫‪179‬‬

 ‫ ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬/‫ﺃ‬+ ‫ﺯ ﳏﻤﺪ ﺍﻟﺸﺮﻳﻒ‬.‫ ﻑ‬/‫ﺩ‬ ‫ ﲢﻮﻝ ﺻﻌﺐ ﰲ ﺗﺴﻴﲑﻫﺎ‬:‫ﺍﳌﻮﺍﻧﺊ ﺍﳉﺰﺍﺋﺮﻳﺔ‬

:‫ﺍﳍﻮﺍﻣﺶ‬

252‫ ص‬23 ‫ ﺍﻟﻌﺪﺩ‬،‫ﻤﻮﻋﺔ ﺍﻹﺣﺼﺎﺋﻴﺔ ﺍﻟﺴﻨﻮﻳﺔ ﻟﻠﺠﺰﺍﺋﺮ‬‫ ﺍ‬. (2007 ) ‫(ـ ﺍﻟﺪﻳﻮﺍﻥ ﺍﻟﻮﻃﲏ ﻟﻺﺣﺼﺎﺀ‬1)
. 2009 ‫ ﺃﺑﺮﻳﻞ‬،‫ ﺩﺭﺍﺳﺔ ﻣﻴﺪﺍﻧﻴﺔ‬. ‫(ـ ﻣﺆﺳﺴﺔ ﻣﻴﻨﺎﺀ ﻭﻫﺮﺍﻥ‬2)
. 7 ‫ ﺹ‬،2009 / 4 / 7 ‫( ـ ﻳﻮﻣﻴﺔ ﺍﻟﻮﻃﻦ ﺍﻟﺼﺎﺩﺭﺓ ﺑﺘﺎﺭﻳﺦ‬3)
:‫ﺍﳌﺮﺍﺟﻊ‬

‫ ﳎﻠﺔ ﺍﻷﻛﺎﺩﳝﻴﺔ ﺍﻟﻌﺮﺑﻴﺔ‬،‫ ٌ ﺍﻟﺘﻄﻮﺭ ﺍﻟﺘﻜﻨﻮﻟﻮﺟﻲ ﰲ ﺻﻨﺎﻋﺔ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ‬،(2001)‫ـ ﺍﻟﺴﻴﺪ ﳏﻤﺪ ﻋﺒﺪ ﺍﳉﻠﻴﻞ‬
. 52‫ ﺍﻟﻌﺪﺩ‬26 ‫ ﳎﻠﺪ‬،‫ﻟﻠﻌﻠﻮﻡ ﻭ ﺍﻟﺘﻜﻨﻮﻟﻮﺟﻴﺎ ﻭ ﺍﻟﻨﻘﻞ ﺍﻟﺒﺤﺮﻱ‬
.‫ ﺍﻹﺳﻜﻨﺪﺭﻳﺔ‬،‫ " ﺟﻐﺮﺍﻓﻴﺔ ﺍﻟﻨﻘﻞ" ﺩﺍﺭ ﺍﳌﻌﺮﻓﺔ ﺍﳉﺎﻣﻌﻴﺔ‬،(2003)‫ـﻤﺤﻤﺪ ﲬﻴﺲ ﺍﻟﺰﻭﻛﺔ‬
‫ ﺭﺳﺎﻟﺔ ﻟﻨﻴﻞ ﺷﻬﺎﺩﺓ ﺍﻟﺪﺭﺍﺳﺎﺕ‬،"‫ ﻧﺸﺎﻃﺎﺗﻪ ﻭ ﻋﻼﻗﺎﺗﻪ ﻣﻊ ﺍﻟﻈﻬﲑ‬: ‫" ﻣﻴﻨﺎﺀ ﺑﲏ ﺻﺎﻑ‬.(1977) ‫ـ ﻓﻮﺯﻳﺔ ﺭﻣﻴﲏ‬
.‫ ﺟﺎﻣﻌﺔ ﺍﳉﺰﺍﺋﺮ‬،‫ﺍﳌﻌﻤﻘﺔ‬
. 2 ‫ ﺹ‬. 2006 / 5 / 22 ‫ـ ﻳﻮﻣﻴﺔ ﺍﳋﱪ ﺍﻟﺼﺎﺩﺭﺓ ﺑﺘﺎﺭﻳﺦ‬

‫ ـ‬Côte M (1996), « L’Algérie », ed.Masson Paris .

‫ ـ‬Mohamed – Chérif F Z (2008), "La Situation Actuelle des Ports Algériens",
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‫ ـ‬Mohamed- Chérif F-Z (2002), «Transport Maritime Algérien : Bilan et
Perspectives » Revue Transports n° 416 Paris.
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‫ ـ‬Touret P (2005) « Les Ports et les Armements du Maghreb », Note de Synthèse
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Ports » (2006), Journal International des Transports, numéro 17, Paris.
‫ـ‬ « Ports du Maghreb : Rouliers Contre Conteneurs », (2006), Journal de le
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4501, Paris.
‫ « ـ‬Transports » (2006), Revue Le Phare, Ministère des Transports, Alger.

‫ ﺍﻟﻌﺪﺩ ﺍﻟﺴﺎﺑﻊ‬-‫ﳎﻠﺔ ﺍﻗﺘﺼﺎﺩﻳﺎﺕ ﴰﺎﻝ ﺇﻓﺮﻳﻘﻴﺎ‬ 180