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www.marineandcommerce.com // ULUSLARARASI DEN‹Z VE T‹CARETwww.marineandcommerce.com // ULUSLARARASI DEN‹Z VE T‹CARET

“TOPS” OF SHIPPINGDEN‹Z T‹CARET‹N‹N “EN”LER‹“TOPS” OF SHIPPING

DEN‹Z T‹CARET‹N‹N “EN”LER‹

WHY NORWEGIAN CAPITAL IMPORTANT?NORVEÇ SERMAYES‹ NEDEN ÖNEML‹?

BLACK SEA SHOULD NOT BE NEGLECTEDKARADEN‹Z ‹HMALE GELMEZ

WHY NORWEGIAN CAPITAL IMPORTANT?NORVEÇ SERMAYES‹ NEDEN ÖNEML‹?


I Get To Know The “Culprit” …Now I understand better why the grownups are walking around in a huff before they knew, whythey can’t enjoy life, become hush and why we have to tackle with various diseases. I get to knowthe “culprit”… I tiny piece of meat like a butterfly that stay just at the middle of our breast.Really tiny… Furthermore, it is inversely proportional to the age namely, it gets smaller as we getolder and finally becomes just as big as a grain of lentil in our fifties. And everything happensright at that point of wane because it begins to lose its function…

The name of the “culprit” is thymus gland. The main source of our smile, our feeling of takingpleasure from life and our doings. It stimulates the brain, activates laughing and talking. And also controls our immune system. What else can we expect? It can be said that our mentaland physical health depends on it. But how many people knows that the thymus gland can functiononly if it is vibrated and it is impossible to be happy at all if it doesn’t work since the happinesshormone would not be secreted?

Fortunately, it is easy to activate the thymus. The most effective method is to burst into laughter whether as an exercise orheartfeltly, it doesn’t matter. Another method is to tap at the middle of your breast trying to hit that grain of lentil withyour fingers. And you will sense that your thymus is vibrating already while you are performing these moves.

I started to make this patiently in order to be younger and healthier while piling the years up and also to be able to remainhappy despite all kinds of nonsense arising from the system… Free to try…

May the sea and the “marine&commerce” always fill your life...

“Suçlu”yu Ö¤rendim…Art›k yetiflkin insanlar›n ço¤unun fark›na bile varmadan neden as›k suratla dolaflt›klar›n›, niçin hayattan keyifalamad›klar›n›, suskunlaflt›klar›n› ve çeflit çeflit hastal›kla u¤rafl›ld›¤›n› çok daha iyi anl›yorum. “Suçlu’’yu ö¤rendim…Gö¤sümüzün tam ortas›nda duran kelebek fleklinde ufac›k bir et parças›. Gerçekten ufac›k… Üstelik yaflla ters orant›l›,yani yafllar›m›z büyüdükçe o küçülüyor, sonunda da 50’li yafllardan itibaren mercimek tanesi kadar kal›yor. ‹flte oküçülme noktas›nda da hepimize olanlar oluyor, çünkü ifllevini kaybetmeye bafll›yor…

“Suçlu’’nun ad› timüs bezi. Kendisi hayattan ve yapt›klar›m›zdan keyif alma duygumuzun, konuflma ve gülümsememizinana kayna¤›. Beyni uyar›yor, konuflmay›, gülmeyi aktive ediyor. Ba¤›fl›kl›k sistemimizi kontrol eden de o. Eeee daha neolsun? Neredeyse ruh ve beden sa¤l›¤›m›z ona ba¤l›. Peki kaç kifli timüs bezinin ancak titrefltirilirse çal›flaca¤›n› veçal›flmazsa asla mutlu olunamayaca¤›n›, çünkü mutluluk hormonunun salg›lanamayaca¤›n› biliyor?

Neyse ki timüsü hareketlendirmek kolay. En etkili yöntem kahkaha atmak, isteyerek ya da egzersiz olarak hiç farketmez. Bir di¤er yöntem de, parmaklar›n›zla gö¤sünüzün ortas›na o mercimek tanesini denk getirmeye çal›flarak küçükküçük vurmak. Bunlar› yaparken timüsünüzün titreflti¤ini hissedeceksiniz zaten.

Y›llar› biriktirirken daha genç ve sa¤l›kl› olmak, üstelik de sistemden kaynaklanan her türlü saçmal›¤a ra¤men mutlukalabilmek için ben sab›rla yapmaya bafllad›m. Denemesi bedava…

Yaflant›n›zdan deniz ve “marine&commerce” hiç eksik olmas›n...

Dildar Ünde¤er ([email protected])Editor in Chief // Genel Yay›n Yönetmeni

HELLO // MERHABA

Dildar Ünde¤[email protected]

MARINE&COMMERCE JUNE 2015002


®

Dildar Tan›t›m, Halkla ‹liflkiler ve Turizm Ltd. fiti. ad›na

Publisher & Managing Editor // ‹mtiyaz SahibiElk.Y.Müh. Halis Öztürk

Editor in ChiefGenel Yay›n Yönetmeni (Sorumlu)

Dildar Ünde¤[email protected], [email protected]

Editor // EditörY›lmaz Öztürk

Contributors // Katk›da Bulunanlar Aysha Ozturk, Michael Radoms

Graphic Editor // Görsel YönetmenBulut Onur

Advertisement Department // Reklam [email protected]

Subscription // AbonelikOrhan K›vrak

Translation // ÇeviriAyflen Tekflen

Cover Photo // Kapak Foto¤raf›Parnupong Norasethkamol@dreamstime

Correspondence // Yaz›flma Adresi

Dildar Tan›t›m, Halkla ‹liflkiler ve Turizm Ltd. fiti.Dildar Public Relations & Tourism Co Ltd

Sinanpafla Mah. Akmaz Çeflme Sokak No:15/14Befliktafl 34353 ‹stanbul TÜRK‹YE

Tel: +90 212 259 70 10 pbxE-mail: [email protected],

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© “marine&commerce” magazine is published in accordance with the laws of the Republic of Turkey. The name and publication rights of “marine&commerce”

are owned by our company. All rights relating to all articles, photographs, illustrations, maps and subjects published in the magazine are reserved.

The subjects can be used by reference to our magazine only.© “marine&commerce” (Uluslararas› Deniz ve Ticaret) dergisi T.C. yasalar›na

uygun olarak yay›nlanmaktad›r. “marine&commerce” dergisi’nin isim ve yay›n hakk›flirketimize aittir. Dergide yay›nlanan yaz›, foto¤raf, illüstrasyon, harita ve konu-

lar›n her hakk› flirketimizde sakl›d›r. Sadece dergi ad› belirtilerek al›nt› yap›labilir.

ISSN: 1305-2918 JUNE // HAZ‹RAN 2015Published monthly // Yerel süreli yay›n // Her ay yay›nlan›r

U L U S L A R A R A S I D E N ‹ Z V E T ‹ C A R E Twww.mar i n eandcommer c e . c om

CONTENTS // ‹Ç‹NDEK‹LER

014 024 028

Second-hand ship market // ‹kinci el gemi sat›fllar› Newbuilding contracts // Yeni infla

sözleflmeleri Demolotion sales // Hurda sat›fllar›

INDUSTRIAL DATA // SEKTÖREL VER‹LER 062

&

&

SHORT WAVE // KISA DALGA

Latest developments, events,

new products in the world... //

Dünya denizcili¤indeki son geliflmeler,

olaylar, yeni ürünler 006

STUDY // ‹NCELEME

“Tops” Of Maritime Commerce //

Deniz Ticaretinin “En”leri 014

REPORT // RAPOR

Dry Bulk Shipping:

No Recovery on the Horizon //

Kuru Yük Tafl›mac›l›¤›:

Ufukta ‹yileflme Görünmüyor 024

EXHIBITION // SERG‹

Why Norwegian Capital Important? //

Norveç Sermayesi Neden Önemli? 028

OUTLOOK // GÖRÜNÜM

Stable Outlook for Global Shipping //

Küresel Denizcili¤in Görünümü ‹stikrarl› 032

MONEY // PARA

Mind the Credit Gap //

Kredi Aç›¤›na Dikkat 036

EVENT // ETK‹NL‹K

Black Sea Should not be Neglected //

Karadeniz ‹hmale Gelmez 038

PORTS // L‹MANLAR

The Lack of The Black Sea:

A Developed Hub-Port //

Karadeniz’in ‹htiyac›:

Geliflmifl Aktarma Liman› 042

MARKET // P‹YASA

Are Tankers Going the Distance? //

Tankerler Uza¤a m› Gidiyor? 048

SORROW // ÜZÜNTÜ

Farewell to Great Voyager //

Büyük Seyyaha Veda 050

INVESTMENT // YATIRIM

Sea, Boats, Blue Tiles //

Deniz, Tekneler, Mavi Kiremitler 052

BRIEF NEWS // KISA HABERLER

Voice of the Turkish maritime industry...

Source of up-to-date information...

News, developments, projects... //

Türkiye denizcilik sektörünün sesi,

güncel bilgi kayna¤›... Haberler

geliflmeler, projeler... 054

K I S A D A L G AS H O R T W A V E

German market leader toreceive two more innovativecruise ships with the world’sfirst “Green Cruising”concept.

AIDA Cruises is continuingits long-standing strategic

partnership with theshipbuilder Meyer Werft inPapenburg, Germany with anorder for two new ships of thenext AIDA ship generation.The ships, each exceeds180,000 gross tons and has acapacity of more than 2,500staterooms, will join the AIDAfleet in 2019 and 2020.Thereby the company, whichwill next put into service thenew ships AIDAprima and itssister in 2015 and 2016, isfurther expanding its dynamicgrowth on the German cruisemarket. As pioneer in theindustry, AIDA Cruises isagain setting an example forenvironmental protection witha revolutionary ship design:With the “Green Cruising”concept, AIDA will be the firstcruise line in the world tooperate its new ship generationto 100 percent with LNG(liquefied natural gas). Thiseliminates emissions of sootparticles and sulfur oxides.

“It is particularly thanks tothe steady growth of AIDAthat Germany has become thesecond-largest cruise market inthe world. We look forward tosuccessfully continuing ourlong-standing partnership withMeyer Werft,” says MichaelThamm, CEO of the CostaGroup. AIDA PresidentMichael Ungerer says, “With

our innovative strength andcreativity we strive to offer ourguests unparalleled vacationexperiences on theseextraordinary ships. Evenmore individuality, variety,personal space, and servicewill delight not only our AIDAfans but also innumerous newguests.” Further details on theshipbuilding contract will beannounced by AIDA Cruises inupcoming months. BernardMeyer, CEO of Meyer Werft,remarks, “In past years, wehave built seven highlysuccessful ships for AIDACruises. We are honored thatthe company has entrusted uswith the implementation of thisambitious shipbuildingprogram in Papenburg.”

AIDA Cruises is known as thefastest growing company ofGermany. The companyemploys around 7,000 peoplefrom 40 countries, 6,000 ofwhich works on board and1,000 works at the companyheadquarters in Rostock andHamburg. By 2020, the AIDAfleet will expand to 14 ships.

Almanya’n›n kurvaziyer piya-sas› lideri Aida Cruises, dünya-n›n ilk “Yeflil Seyir” kavram›nasahip yenilikçi yolcu gemilerin-den ikisini daha teslim alacak.

Aida Cruises, Almanya Pa-penburg’daki Meyer

Werft Tersanesi ile uzun sürelistratejik ortakl›¤›n› bir sonrakiAida gemi kufla¤›n›n iki yenigemisi için verdi¤i sipariflle sür-dürüyor. Her biri 180,000grostonu aflan ve 2,500’denfazla lüks kamara kapasitesinesahip gemiler 2019 ve 2020’deAida filosuna kat›lacak. Dolay›-s›yla 2015 ve 2016 y›llar›ndayeni gemileri AidaPrima ilekardeflini hizmete sokacak olanflirket, Alman kurvaziyer piya-sas›ndaki dinamik büyümesinidaha da geniflletecek. Piyasa li-deri Aida Cruises, devrimci ta-sar›ml› bu gemilerle dikkatleriüzerine çekti. Yeni kuflak bu ge-miler “Yeflil Seyir” kavram›do¤rultusunda %100’e varanoranda LNG (s›v›laflt›r›lm›fl do-¤al gaz) ile çal›flacak. Bu da is

parçac›klar› ve sülfür oksitlerinsal›m›n›n engellenmesi anlam›-na geliyor.

Costa Group CEO’su MichaelThamm “Almanya’n›n dünya-daki ikinci büyük kurvaziyerpazar› haline gelmesi, özellikleAida’n›n istikrarl› büyümesi sa-yesindedir. Meyer Werft’leuzun süreli ortakl›¤›m›z› yenigemilerimizin baflar›s›yla pe-kifltirmek için sab›rs›zlan›yo-ruz” dedi. Aida Baflkan› Mic-hael Ungerer ise görüflleriniflöyle dile getirdi: “Yenilikçigüç ve yarat›c›l›¤›m›zla konuk-lar›m›za bu ola¤anüstü gemi-lerde benzeri olmayan tatil de-neyimleri sunmaya çal›fl›yoruz.Daha da fazla bireysellik, çeflit-lilik, kiflisel alan ve hizmetin,yeni konuklar›m›z› da hoflnutedece¤ini umuyoruz.”

Gemi infla sözleflmesinin di¤erdetaylar› önümüzdeki aylardaaç›klanacak. Meyer Werft CE-O’su Bernard Meyer “Geçti¤i-miz y›llarda Aida için yedi taneçok baflar›l› gemi infla ettik. Buiddial› gemi infla program›n›nPapenburg’da uygulanmas› içinflirketin bize güvenmifl olmas›n-dan onur duyduk” dedi.

Aida Cruises Almanya’n›n enh›zl› büyüyen flirketi olarak ta-n›n›yor. fiirket 6,000’i gemide1,000’i de Rostock ve Ham-burg merkezlerinde olmak üze-re 40 ülkeden yaklafl›k 7,000kifliye ifl sa¤l›yor. 10 adet kur-vaziyer gemisinden oluflan Aidafilosu, haberini verdi¤imiz ge-milerle birlikte 2020 y›l›nda 14gemiye ç›km›fl olacak.

AIDA Cruises Places Multi Billion Euro Order With Meyer WerftAida Cruises’dan Meyer Werft’e Milyar Dolarl›k Siparifl


Five PCTC ships ordered byGrimaldi will be built atYangfan shipyard, with anoption for another seven units.

As part of the expansionand modernization

programme of its fleet, theGrimaldi Group has recentlysigned an agreement for theconstruction of five new PCTCs(Pure Car Truck Carriers), fora total investment of USD 300million and with an option foranother seven units. Thus, animportant partnership betweenthe world's leading company inthe ro-ro sector Grimaldi andChinese Yangfan Shipyard whoreceived the order is started.

The five new units, whosedelivery is planned for 2017,will be able to transport over7,800 rolling units and will bedeployed on the Group’sregular services linking theMediterranean with NorthAmerica. This service isspecifically dedicated to thetransport of brand newvehicles produced by FCA(Fiat Chrysler Automobiles)with destination the US andCanadian markets.

"Besides being the largest carcarriers on the market, thenewbuildings will be highlyefficient in terms of their fuelconsumption andenvironmental friendlinessfeatures, so as to be named‘The Green PCTCs’",commented the President ofthe Grimaldi Group, GianlucaGrimaldi. "The already sizeablefleet of the Group will beenhanced with these state-of-art vessels, enabling it toprovide ever sophisticatedservice to the automotivesector," concludes the Board ofthe Neapolitan Group.

New orders, signifies theenrichment of the newbuilding

programme that the GrimaldiGroup has started in 2013. Thecurrent order list of the Groupincludes also the delivery, bythe end of the year, of twocon/ro vessels, last of a seriesof six units built at Koreanshipyards, all to be deployed onthe Group’s services linkingEurope to West Africa. Fivecon/ro vessels will be deliveredby 2016 to the subsidiarycompany of the Group, AtlanticContainer Line (ACL). With aloading capacity of 3,800 TEU,28,900 m2 of rolling freightand 1,307 cars, they will be thelargest vessels of their typeever built in the world, as wellas faster, cleaner and moreefficient than the ones currentlyin service to ACL.

Grimaldi Grubu’nun siparifl et-ti¤i befl PCTC gemisi, art› ye-di gemi opsiyonuyla YangfanTersanesi’nde infla edilecek.

Filosunu geniflletme ve mo-dernize etme program›n›n

bir parças› olarak GrimaldiGrubu toplam 300 milyon dolaryat›r›m ve art› yedi gemi opsi-yonuyla befl yeni PCTC (sadeceotomobil ve kamyon tafl›yan ge-mi) inflas› için anlaflma imzala-d›. Böylece siparifli alan ÇinliYangfan Tersanesi ile Ro-Rosektöründe dünyan›n önde gelenflirketi Grimaldi aras›ndaönemli bir ifl ortakl›¤› da baflla-m›fl oldu. 2017’de teslim edil-mesi planlanan befl yeni gemi7,800’den fazla tekerlekli biri-mi tafl›yabilecek ve grubun Ak-deniz’i Kuzey Amerika’yla bir-

lefltiren düzenli seferlerindekullan›lacak. Bu seferler özel-likle Fiat Chrysler Automobilestaraf›ndan üretilen yeni araçla-r›n ABD ve Kanada pazarlar›nanakliyesine ayr›lm›fl durumda.

Gribaldi Grubu Baflkan› Gian-luca Grimaldi “Yeni infla edilenbu gemiler, piyasadaki en bü-yük otomobil tafl›y›c›lar› olma-n›n yan› s›ra yak›t tüketimi veçevre dostu özellikleriyle de çokverimli olacak ve ‘YeflilPCTCler’ olarak an›lacak” de-di. Napoli merkezli grubun bafl-kan› Grimaldi flöyle konufltu:“Grubun zaten büyük olan filo-su bu en geliflmifl gemilerle da-ha da büyüyecek ve otomotivsektörüne daha sofistike hiz-metler sunmam›z› sa¤layacak.”

Yeni siparifller Grimaldi Gru-bu’nun 2013’te bafllatt›¤› yeniinfla program›n› güçlendirmeanlam›n› da tafl›yor. Grubun fluandaki siparifl listesi Koreli ter-sanelerde infla edilen alt› birim-lik serinin sonuncusu olan vehepsi de grubun Avrupa’y› Bat›Afrika’yla birlefltiren seferle-rinde kullan›lacak iki Con/Rogemisinin y›lsonundaki teslimi-ni de içeriyor. Grubun yan ku-ruluflu olan Atlantic ContainerLine (ACL) flirketine de2016’da befl Con/Ro gemisi tes-lim edilecek. 3,800 TEU yükle-me, 28,900 m2 tekerlekli nav-lun ve 1,307 otomobil kapasite-siyle bu gemiler kendi s›n›flar›-n›n dünyada infla edilmifl en bü-yükleri olman›n yan› s›ra flu an-da ACL’ye hizmet veren gemi-lerden daha h›zl›, daha temiz vedaha verimli olacaklar.

Five PCTC Order From GrimaldiGrimaldi’den Befl PCTC Siparifli

MARINE&COMMERCE HAZ‹RAN 2015 007

Philippe Louis-Dreyfus, ofLouis Dreyfus Armateurs will serve as the President of BIMCO for the next two years.

Philippe Louis-Dreyfus hasbeen elected as the

President at the annual generalassembly of BIMCO held onJune, 2.

At the AGM in Edinburgh, 70 years old new PresidentPhilippe Louis-Dreyfusdescribed BIMCO as “the globalassociation that should beclosest to the commercialrealities of shipping business”while giving the signs that theorganization’s role in the newperiod will be shaped as theleadership and practical supportin maritime trade. The newPresident said he wanted to seeBIMCO take on a leadershiprole for its members to helppromote the excellent work andachievements of the industry inareas like safety, pollution andthe environment. He also calledfor the industry - and shippingassociations especially - to bemore proactive in responding tochanges in these areas and said:“It is not too late to influencefuture politics, so that they arenot just imposed on us. BIMCOhas the global visibility and therecognition that cannot be easilyreplicated. I believe that ourorganization is a powerful toolin bringing the industry togetheron the issues that affect us allmost. This feature of it givesBIMCO the ability to be a

powerful agent for change andfor promoting best practice onimportant business andregulatory areas.”

“BIMCO SHOULD OFFERMORE SUPPORT”

Mr Louis-Dreyfus cited thedevelopment of a standard shipfinance term sheet for as a keyexample of BIMCO providingpractical support to shippingbusinesses, as it will helpBIMCO members to simplifyand standardize their shipfinancing documentation andreduce the costs of eachtransaction. New President alsoheralds the news that BIMCOhas taken over the ShippingKPI System from InterManageras of today. Key PerformanceIndicators (KPI) system allowsthe ship-owners, operators andmanagers to benchmark andmonitor their company and shipperformance comparatively.

Mr Louis-Dreyfus alsohighlighted that shipping is nolonger transport only and thatmore and more industrialactivities will be done at sea,with new and specificdocumentation therefore needed.He referenced work alreadybegun by BIMCO in this area(such as SUPPLYTIME andHEAVYCON), but that morewill need to be developed.BIMCO’s leadership on thedevelopment of industryguidance on cyber securitybesides the development of newcontracts and clauses was alsopraised by the new President.

Louis Dreyfus Armateurs’denPhilippe Louis-Dreyfus, önü-müzdeki iki y›l için BIM-CO’nun baflkan› olarak görevyapacak.

BIMCO’nun 2 Haziran’dakiy›ll›k genel kurulunda bafl-

kanl›¤a Philippe Louis-Dreyfusseçildi. 70 yafl›ndaki yeni bafl-kan Edinburg’daki toplant›daBIMCO’yu “Deniz ticaretininticari gerçeklerine en yak›n ol-mas› gereken küresel ortakl›k”fleklinde tan›mlarken yeni dö-nemde örgütün rolünün denizticaretinde liderlik ve pratikdestek olarak belirginleflece¤i-nin iflaretlerini verdi. Louis-Dreyfus BIMCO’yu güvenlik,kirlilik ve çevrenin korunmas›gibi alanlarda sektörün baflar›s›ve mükemmel çal›flmas›n› des-teklemeye yard›mc› olmak üze-re üyeleri için liderlik rolü üst-lenmifl olarak görmek istedi¤inisöyledi. Sektörü ve özellikle dedenizcilik birliklerini bu alan-lardaki de¤iflikliklere yan›t ver-mede daha ön al›c› olmaya da-vet eden yeni baflkan flunlar›söyledi: “Gelecekteki politika-lar› etkilemek için çok geç de-¤il; bunu yaparsak yaln›zca bi-ze dayat›lm›fl olmakla kalmaz-lar. BIMCO kolay kopya edile-meyecek bir küresel görünürlükve tan›n›rl›¤a sahip. Örgütümü-zün hepimizi en çok etkileyenkonularda sektörü bir araya ge-tirmek için güçlü bir araç oldu-¤una inan›yorum. Bu özelli¤iBIMCO’ya de¤iflim için veönemli ifllerde ve düzenleyicialanlarda en iyi uygulamay›desteklemek için güçlü bir ara-c› olma yetene¤i kazand›r›yor.”

“BIMCO DAHA ÇOK DES-TEK VERMEL‹”

Louis-Dreyfus, BIMCO üyeleri-nin gemi finansman› belgelerinibasitlefltirmelerine, standardizeetmelerine ve her ifllemin mali-

yetini düflürmelerine yard›mc›olmak üzere gelifltirilen stan-dart gemi finansman› ön proto-kol formunu, BIMCO’nun denizticaretine verdi¤i pratik deste-¤in önemli bir örne¤i olarakgösterdi. Yeni baflkan, seçildi¤igün itibariyle BIMCO’nun Ge-micilik KPI Sistemi’nin Inter-Manager’den devrald›¤›n› damüjdeledi. Key PerformanceIndicators (KPI) sistemi, arma-törler, iflletmeciler ve yönetici-lerin flirketlerini ve gemi per-formans›n› karfl›laflt›rmal› ola-rak de¤erlendirmelerine ve izle-melerine olanak sa¤l›yor.

Louis-Dreyfus deniz ticaretininart›k yaln›zca nakliye anlam›nagelmedi¤ine, denizde giderekdaha fazla s›nai faaliyet yap›l-d›¤›na ve bunun da yeni ve özelbelgelemeler gerektirdi¤ine ifla-ret etti. Bu alanda BIMCO ta-raf›ndan daha önce bafllat›lm›flolan Supplytime ve Heavyconçal›flmalar›n›n önemine dikkatçeken Louis-Dryfus daha fazla-s›n›n gelifltirilmesi gerekti¤inivurgulad›. Baflkan, BIMCO’nunsiber güvenlikle ilgili gelifltirdi-¤i sektör k›lavuzunun yan› s›rastandart sözleflmeler ve madde-ler gelifltirmedeki öncülü¤ünüde övdü. Louis-Dreyfus örgütüniç iflleyifline dair araflt›rmalaryapt›rarak kurumsal kimli¤iniüyelerle beraber yeniden de¤er-lendirece¤ini de ifade etti.


New President for BIMCOBIMCO’ya Yeni Baflkan



Kawasaki Kisen Kaisha (KLine) announced that a joint

venture comprising K Line,Mitsui & Co. and ImabariShipbuilding has signed a long-term Time Charter contract withMitsui for its Cameron LNGExport Project in the USA.Mitsui, through its subsidiarycompany in the USA, isparticipating in this project andwill be off taking the LNG oncethe production starts. The vesselto be deployed in the project willbe built in Imabari and equippedwith an electronically- controlleddual fuel gas injection dieselengine (ME-GI).

Being in LNG transport business

for more than 30 years, thecontract dated May 11, 2015 isa part of K Line Group’s newmedium-term management plan“Value for our Next Century.”The term of contract is set tomaximum 25 years afterdelivery. The membrane type178,000 m3 LNG Carrier isscheduled for delivery in 2020.

Kawasaki Kisen Kaisha (KLine), Mitsui ve Imabari

Tersanesi’nden oluflan ortak gi-riflim Trinity LNG Transport,ABD’deki Cameron LNG ‹hrac›Projesi için time-charter anlafl-mas› imzalad›¤›n› duyurdu.Mitsui bu projeye ABD’deki yankurulufluyla kat›l›yor ve üretim

bafllad›¤›nda LNG tafl›yacak.Projede kullan›lacak olan gemiImabari’de infla edilecek veelektronik kontrollü çift yan›c›gaz enjeksiyonlu dizel motorla(ME-GI) donat›lacak.

11 May›s 2015 tarihinde imza-lanan sözleflme, 30 y›ldan uzunsüredir LNG tafl›yan K LineGrubu, “Sonraki Yüzy›l›m›z‹çin De¤er” ad›n› verdi¤i yeniorta vadeli yönetim plan›n›n birparças›. Sözleflmenin süresi tes-limat›n ard›ndan en fazla 25 y›lolarak belirlendi. 178,000 m3

LNG tafl›ma kapasiteli gemi2020 y›l›nda teslim edilecek.

One more Ship from “K” Line To Serve Mitsui“K” Line’dan Mitsui’ye Hizmet ‹çin Bir Gemi Daha

Lloyd’s Register (LR) recentlysigned a significant contract

with COSCO Zhoushan Shipyardin China for the classification ofseven new 3,600 teu containerships. Owned by Maersk Line, thevessels will be built to Danish Flagand have a length of 200 metersand a breadth of 35.2 meters.

The ships will be built accordingto LR’s Rules and Regulations andwill have Ice Class 1A (Finnish-Swedish ice class) and delivery isplanned to take place from Aprilto November 2017. The designcompany is OMT (OdenseMaritime Technology).

This is the first time in theshipyard’s eleven year history thatit will build container ships andthe project gives LR opportunityto continue the long and successfulco-operation with the shipyard.

The order is the first step in

Maersk Line’s recently announcedinvestment programme. LR hasworked intensively with Maerskover the past 16 months on thisnew constructionproject.The teamhasprovidedsupport in ECAcompliance options,specification reviews andsupport during the contractnegotiations with the shipyard.

"The key to a successful project isto have excellent communicationlines between Yard, Designer,Owner and, not least, Class. It isvital that all stakeholders have therequired transparency in allprocesses affecting the quality ofthe vessel and certainly also thecritical parts of the schedule," saidHead of Newbuilding at MaerskLine, Michael Heimann.

Lloyd’s Register (LR), yedi3,600 TEU konteyner gemisi-

nin s›n›fland›r›lmas› için Çin’de-ki COSCO Zhoushan Tersane-si’yle yak›n zamanda önemli bir

sözleflme imzalad›. MaerskLine’a ait

olan gemilerDanimarka bayra¤› tafl›yacak ve200 metre uzunluk, 35.2 metregeniflli¤e sahip olacak. GemilerLR kurallar› ve yönetmeliklerineuygun olarak infla edilip 1A BuzS›n›f› (Finlandiya-‹sveç buz s›n›-f›) olacak ve teslimatlar›n›n Ni-san-Kas›m 2017 aras›nda ger-çekleflmesi planlan›yor. Tasar›mise OMT’ye (Odense MaritimeTechnology) ait. Konteyner ge-misi inflas› tersanenin 11 y›ll›k

tarihinde bir ilk olacak.

Söz konusu siparifl Maersk Li-ne’›n yak›n zamanda duyurulanyat›r›m program›n›n ilk ad›m›.LR bu yeni infla projesiyle ilgiliolarak son 16 ayd›r Maersk Li-ne’la yo¤un bir çal›flma yapt›.Ekip, tersaneyle sözleflme görüfl-meleri süresince ECA uyum seçe-nekleri, teknik flartname de¤er-lendirmeleri konusunda destekverdi. Maersk Line Yeni ‹nflaBölüm Direktörü Michael Hei-mann konuyla ilgili flunlar› söyle-di: "Baflar›l› bir projenin anahta-r› tersane, tasar›mc›, armatör veonlardan daha az önemli olma-yan klas kuruluflu aras›nda mü-kemmel iletiflim hatlar›d›r. Tümpaydafllar›n geminin kalitesini veelbette program›n önemli bölüm-lerini de etkileyen tüm süreçlerdegerekli fleffafl›¤a sahip olmas›can al›c› önem tafl›r.”

LR to Class New 3,600 TEU Container Ships For Maersk LineMaersk Line’›n Yeni Konteyner 3,600 TEU Gemilerini LR Klasl›yor


The main agenda items ofICS Annual GeneralAssembly Meeting were thepressure on commercialships to perform search andrescue activities for illegalimmigrants and the deepdilemma created by USA onballast water issue.

The International Chamber ofShipping (ICS), the

principal global tradeassociation for merchant shipoperators, held its AnnualGeneral Meeting in Rotterdamlast week, at the kindinvitation of the RoyalAssociation of NetherlandsShipowners. The membership

of ICS, which comprisesnational associations from 37countries (including the newlyadmitted Russian Chamber ofShipping), reviewed a greatnumber of importantregulatory and policydevelopments affecting globalmaritime trade. Let’s glance atthose issues one by one.

Migrant Rescue at Sea Crisis

ICS members welcomed recentefforts by EU Member Statesto increase Search and Rescueresources for migrants indistress in the Mediterranean,and the subsequent decrease inthe numbers of lives lost.However, ICS members agreed

ICS Y›ll›k Genel Toplant›-s›’n›n bafll›ca gündem madde-leri, ticaret gemilerinin ka-çak göçmen arama kurtarmaçal›flmalar›na adeta zorlan-mas› ile ABD’nin balast suyukonusunda yaratt›¤› derin iki-lem oldu.

Deniz ticaretinin küreselbirli¤i Uluslararas› Deniz

Ticaret Odas› (ICS), y›ll›k geneltoplant›s›n› 15 Haziran2015’te, Hollanda Kraliyet Ar-matörler Birli¤i’nin davetiyleRotterdam’da gerçeklefltirdi.Odaya yeni kat›lm›fl olan RusyaDeniz Ticaret Odas› dahil 37 ül-kenin ulusal deniz ticaret oda-lar›ndan oluflan ICS üyeleri bu

toplant›da, küresel deniz ticare-tini etkileyen çok say›da önemliyönetmelikle politik geliflmeleriele ald›. Bu konulara tek tek birgöz atal›m.

Denizde Göçmen Kurtar-ma Krizi

ICS, Akdeniz’de s›k s›k ölümcülsonuçlar do¤uran kaçak göç-men ticareti konusunda AB ül-kelerinin arama kurtarma kay-naklar›n› art›rma do¤rultusun-daki son çabalar›n› ve bunu iz-leyen kay›p say›s›ndaki düflüflüolumlu karfl›lad›. Ancak örgüt,devlet destekli arama ve kurtar-ma kaynaklar›n›n mevcut düze-yinin, sürmekte olan krizle baflaç›kmak için hala yetersiz oldu-

ICS Meet in RotterdamICS Rotterdam’da Topland›


that the current level of state-backed Search and Rescueresources available to addressthe on-going crisis is stillwoefully insufficient andurgently needs to bedramatically increased.

Speaking after the meeting,ICS Chairman, MasamichiMorooka, said: “It is simplynot acceptable that merchantships are still being routinelycalled upon by Rescue Co-ordination Centers to assistwith the majority of rescueoperations currently takingplace. Commercial ships havealready assisted with therescue of more than 50,000people since the crisis startedto escalate last year. Apartfrom the fact that commercialships are wholly unsuitable forrescuing hundreds of people ata time, the Search and Rescueobligations that exist underinternational law were nevercreated with the currentsituation in mind.” Morookaadded: “It is unreasonable forgovernments to continuerelying on merchant ships as along term solution, placingcivilian merchant seafarers atconsiderable risk.”

Ballast Water Problem

ICS members welcomed therecent progress made by theIMO Marine EnvironmentProtection Committee, in May2015, towards solving many ofthe serious implementationproblems associated with the“Ballast Water Convention”.ICS members even said theycan help to receive approvalfrom national governments forentering into force of theagreement before thedetermined time. On the otherside, ICS members alsoremarked that those flag stateswhich have not yet ratified the

IMO Convention may continueto be deterred from doing sobecause of the unilateralregime adopted by the UnitedStates with respect to theapproval of the very expensivenew treatment systemsrequired. This unilateraldecision of USA causes anuncertainty on the part of shipowners, who install equipmentapproved in accordance withIMO standards, related withwhether they will be able totrade with this country whenthe IMO Convention eventuallyenters into force, possibly bythe end of 2016. MasamichiMorooka commented: “ICSmembers are committed to theimplementation of a ballastwater treatment regime thatwill be fit for purposeworldwide. But United Statesis creating an impossibledilemma that can only besolved by miracles. Apart fromthe chaos that the UnitedStates is creating forinternational shipping, it isalso holding back theratification of an importantIMO Convention that isintended to bringenvironmental benefits to theentire world.”

New Assistants of Morooka

The assistants of MasamichiMorooka (Japan) who hasbeen elected as ICS Chairmanhaving for a second two yearterm are changed in thismeeting. New Vice-Chairmenare: John C Lyras (Greece);Karin Orsel (Netherlands);Gerardo Borromeo(Philippines); and EsbenPoulsson (Singapore).Themembers of ICS have thechance of meeting withPrincess Margriet of theNetherlands at a gala dinneron board the cruise ship ‘JulesVerne’.

¤una ve acilen önemli ölçüde ar-t›r›lmas› gerekti¤i konusunu dafikir birli¤iyle dile getirdi.

ICS Baflkan› Masamichi Mo-rooka konuyla ilgili flöyle ko-nufltu: “Kurtarma koordinas-yon merkezlerinin, yap›lan kur-tarma çal›flmalar›n›n ço¤undakendilerine yard›m etmeleriiçin hala ticaret gemilerine bafl-vuruyor olmas› kabul edilemez.Geçen y›l krizin t›rmanmayabafllamas›ndan beri 50,000’denfazla insan›n kurtar›lmas›na ti-cari gemiler yard›mc› oldu. Ti-cari gemilerin ayn› anda yüzler-ce insan› kurtarmaya hiçbir fle-kilde uygun olmamas› bir yana,uluslararas› yasadaki aramakurtarma yükümlülükleri, aslamevcut durumu düflünerek olufl-turulmad›.” Morooka “Sivil ti-cari denizcileri önemli bir riskalt›na soktuklar›n› dikkate al-madan, ticari gemilere güven-meyi neredeyse uzun vadeli birçözüm gibi düflünmeleri hükü-metlerin ak›l tutulmas› yafla-d›klar›n› düflündürtüyor” dedi.

Balast Suyu Sorunu

ICS, IMO Deniz Çevresi Koru-ma Komitesi’nin May›s2015’teki toplant›s›nda “Ba-last Suyu Anlaflmas›”n›n getir-di¤i çok say›da ciddi uygulama

sorununa yönelik ilerlemeleriniolumlu karfl›lad›¤›n› vurgulad›.Hatta ICS üyeleri, anlaflman›nbelirtilen tarihten önce yürürlü-¤e girmesi için, ulusal hükü-metlerden onay almakta yar-d›mc› olabileceklerini bildirdi-ler. Öte yandan ICS üyeleri, he-nüz Balast Suyu Anlaflmas›’n›onaylamam›fl olan bayrak dev-letlerinin, gerekli olan çok pa-hal› yeni ar›tma sistemlerininonaylanmas› anlam›na gelen veABD taraf›ndan benimsenenikili rejim nedeniyle imzadankaç›nmaya devam edebilecekle-rine de dikkat çektiler.ABD’nin tek yanl› bu karar›,IMO standartlar›na göre onay-lanm›fl donan›m› kurmufl olanarmatörlerin, büyük olas›l›kla2016 sonunda yürürlü¤e gire-cek anlaflman›n ard›ndan bu ül-ke ile ticaret yapabileceklerin-den emin olamamalar›na yolaç›yor. Baflkan Morooka bu ko-nuda flunlar› söyledi: “ICS üye-leri dünya genelinde amaca uy-gun bir balast suyu ar›tma reji-mi uygulamas›na sad›klar. ABDise çözümü adeta mucizeleredayanan bir ikilem yarat›yor.ABD, uluslararas› deniz ticare-tinde yaratt›¤› karmafla bir ya-na, tüm dünyaya çevresel yararsa¤lamas› amaçlanan önemlibir IMO Anlaflmas›’n›n onay-lanmas›n› da engelliyor.”

Morooka’n›n Yeni Yard›mc›lar›

2014 y›l›nda ikinci bir iki y›ll›kdönem için yeniden ICS Baflka-n› seçilmifl olan MasamichiMorooka’n›n (Japonya) yar-d›mc›lar› ise bu toplant›da yeni-lendi. Yeni baflkan yard›mc›lar›John C Lyras (Yunanistan), Ka-rin Orsel (Hollanda), GerardoBorromeo (Filipinler) ve EsbenPoulsson (Singapur). Toplant›-n›n sonunda ICS üyeleri “JulesVerne” gemisinin güvertesindedüzenlenen gala gecesinde Hol-landa Prensesi Margriet ile ta-n›flma f›rsat›n› da buldular.


Princess Margriet

Secretary-General KojiSekimizu of Japan, after

26 years of dedicated serviceto the International MaritimeOrganisation (IMO) steps downat the end of June and Lim Ki-Tack of South Korea has beenappointed as successor.

Ki-Tack is currently presidentof Busan Port Authority, andformer Commissioner of theKorean Maritime SafetyTribunal and a long-termdiplomat, including a period ashead of the Tokyo MOU andchair of the IMO’s Flag StateImplementation sub-committee. Ki-Tack overcamechallengers from Denmark,Cyprus, Russia, Kenya and the

Philippines, defeating Danishcandidate Andreas Nordseth inthe final round. He will assumehis four-year post at the end of2015.

Out-going Koji was the seventhelected Secretary-General ofthe IMO, and among some ofthe key implementations ofinternational rules andregulations Koji also lend hisefforts in protecting vitalshipping lanes, by makingmajor contributions to thecreation of the CooperativeMechanism established by thethree littoral States in theStraits of Malacca andSingapore; and the adoption ofthe Djibouti Code of Conduct.

Uluslararas› Denizcilik Ör-gütü’ne (IMO) 26 y›ll›k

hizmetinden sonra Japon GenelSekreter Koji Sekimizu Hazi-ran sonunda emekliye ayr›ld› veyerine Güney Koreli Lim Ki-Tack geçti. Ki-Tac, Busan Li-man ‹daresi Baflkan› ve GüneyKore Deniz Güvenli¤i Komisyo-nu’nun eski üyesi olman›n yan›s›ra Tokyo MOU baflkanl›¤› veIMO Bayrak Devletleri Uygula-ma Alt Komitesi Baflkan› ola-rak bir dönem de dahil olmaküzere çok deneyimli bir diplo-mat. Ki-Tack Danimarkal›, Gü-ney K›br›sl›, Rus, Kenyal› ve Fi-lipinli rakipleriyle yar›flt› ve sonturda Danimarkal› AndreasNordseth’i yendi. Lim Ki-Tack

dört y›l sürecek görevini 2015sonunda devir alacak.

Görevden ayr›lan Koji,IMO’nun seçimle gelmifl yedincigenel sekreteriydi ve uluslara-ras› kural ve yönetmeliklerinbaz› uygulamalar› aras›ndan,Malakka Bo¤azlar› ve Singa-pur’da üç k›y› devletinin kurdu-¤u ortak mekanizman›n olufltu-rulmas›na ve Cibuti Davran›flKodu’nun benimsenmesine bü-yük katk›larda bulunarakönemli nakliye rotalar›n› koru-mak için de çaba harcam›flt›.

IMO Appoints New Secretary-General IMO Yeni Genel Sekreterini Seçti



One of the largest shippingcompanies of the World,

The CMA CGM Groupannounced that it addedIskenderun Port to its“Bosphorus Express Line)BEX” as of June 16, 2015.The group remarked that theBEX is joining Asia to theEast Mediterranean by meansof this call and thus, succeededto provide the best transitiontime between Asia-‹skenderunand the single direct service inthe market. It is emphasizedthat a strong economicalgrowth is being experienced inthe south part of Turkey whichincludes also ‹skenderun, thatthe raw materials are importedin Turkey, where they arereprocessed before beingdistributed in Europe and inthe Middle-East. CMA CGMinformed that by adding a callin Iskenderun, the South partof the country will now becalled directly and each week

by the Group’s vessels sailingthe BEX line. Meanwhile, thegiant company announced thatit will offer free domiciletransportation servicesespecially in Gaziantep andHatay and will promote itslogistic service by constructingrailway and highwayinfrastructure for providingtraffic to dry and coldcontainer storage in theIskenderun Port.

Dünyan›n en büyük denizci-lik firmalar›ndan CMA

CGM, 16 Haziran 2015 tari-hinden itibaren “Bo¤aziçi Eks-pres Hatt›na (BEX)” ‹skende-run Liman›’n› da ekledi¤ini bil-dirdi. Grup bu durak sayesindeBEX’in Asya ile Do¤u Akdeniz’ibirlefltirdi¤ini ve böylece de As-ya-‹skenderun aras›nda en iyigeçifl sürelerini ve pazardakitek do¤rudan seferi sunmay›

baflard›¤›na dikkat çekti. Yap›-lan aç›klamada, ‹skenderun’unda bulundu¤u Türkiye’nin gü-ney kesiminde güçlü bir ekono-mik büyüme yafland›¤›, As-ya’dan ithal edilen hammadde-lerin Avrupa ve Ortado¤u’yada¤›t›lmadan önce Türkiye’deifllendi¤i vurguland›. CMACGM, BEX’te seyreden gemile-rinin bu durak sayesinde herhafta ve do¤rudan seferlerleTürkiye’nin güney kesimine u¤-rayaca¤›n› kaydetti. Bu aradadev flirket, ‹skenderun Lima-n›’ndaki kuru ve so¤uk havakonteyner deposu ve limana gi-difl-gelifli sa¤layan demiryolu vekarayolu altyap›s›n› kurarak lo-jistik hizmetini güçlendirece¤i-ni, özellikle Gaziantep ve Ha-tay’da adrese teslim nakliyehizmeti verece¤ini de duyurdu.

CMA CGM Connected The Asia With ‹skenderunCMA CGM, Asya’y› ‹skenderun’a Ba¤lad›

Being the most powerful and greatest -and for the ones lacking that chance to learn, know and follow the mostpowerful and greatest ones- is one of the passions of

modern people since the industrial revolution. Being greater andmore powerful has been changed into a struggle for existencerather than being only a passion in a world rapidly globalizing asof the beginning of 1980s. “Ordinary mortals” like us are watching and trying to understand this awesome war displayed atthe arena of the giants; and most of us give up this effort by saying “what is wrong with football”.

On the other side, shipping is one of the most important factors

Sanayi Devrimi’nden bu yana modern insan›n tutkular› aras›n-da en büyük ve en güçlü olmak, böyle bir olana¤› bulunma-yanlar›n ise en büyük meraklar› aras›nda en büyü¤ü ve en

güçlüyü ö¤renmek, tan›mak, izlemek ilk s›ralarda yer al›yor.1980’li y›llar›n bafl›ndan itibaren h›zla küreselleflen dünyada dahabüyük ve daha güçlü olmak ise bir tutkudan çok bir varl›k-yokluksavafl›na dönüfltü. Bizim gibi “s›radan ölümlüler”, devler arena-s›ndaki bu müthifl savafl› izleyip anlamaya çal›fl›yoruz; birço¤umuzise futbol neyimize yetmiyor deyip bu çabadan vazgeçiyoruz.

Öte yandan tafl›mac›l›k asl›nda kendini en önemsiz noktada his-seden bireyden küresel dev konumundaki bir uluslararas› flirketin


“TOPS” OF MARITIME COMMERCEDEN‹Z T‹CARET‹N‹N “EN”LER‹

YILMAZ ÖZTÜRK

Spotlights are always directed on the most famous, most beautiful, most handsome, most powerful, richest ones of

social life. The situation is almost the same also in the world of economy where the numbers, tables, magnitudes

and plenty of equations takes place solutions of which requires expertness. In that field too, the spotlights illumine

the richest, strongest ones. We turn our spotlights on maritime commerce and look at the container ships expected

to leave their marks on the first quarter of 21 century starting from the richest ship owners of the world.

Sosyal yaflamda spot ›fl›klar› her zaman en ünlülere, en güzellere, en yak›fl›kl›lara, en güçlülere, en zenginlere

çevrilidir. Say›lar›n, tablolar›n, büyüklüklerin ve çözebilmek için uzmanl›k gerektiren birçok denklemin yer

ald›¤› ekonomi dünyas›nda da durum pek farkl› de¤ildir. Orada da spotlar en zengini, en güçlüyü ayd›nlat›r.

Spotlar›m›z› deniz ticaretine çeviriyoruz ve dünyan›n en güçlü armatörlerinden bafllay›p 21. Yüzy›l›n ilk

çeyre¤ine damgas›n› vurmas› beklenen konteyner flirketlerine bak›yoruz.

that affect everybody in our modern world starting from theindividual feeling himself at a least significant point to the boardchairman of an international company. The unceasing desire of“realizing the supply and demand balance on highest level” ofthe capitalist world aims at putting the goods on market withoptimum costs and thus to satisfy the existing/generated demand;and the shipping costs that takes place in appropriate costequation plays one of the key roles. For an Italian manufacturerwho wants the Icelander consumer to use his product rather thanChinese made products, there is no chance other than reducingthe shipping costs to the rock bottom together with other costelements. For the very reason, the daily life of the individualforming a part of the modern world should be directly affectedby shipping costs.

yönetim kurulu baflkan›na, modern dünyam›zdaki herkesi etkile-yen en önemli ö¤eler aras›nda yer al›yor. Kapitalist dünyan›n bit-mek tükenmek bilmeyen “arz ve talep dengesini en üst düzeydegerçeklefltirebilme” arzusu, metan›n en uygun maliyetlerle paza-ra sunulmas›n› ve böylece var olan/yarat›lan talebin doyurabil-mesini amaçl›yor; uygun maliyet denkleminde yer alan tafl›mac›-l›k giderleri de ana karakterlerden birini oynuyor. ‹zlandal› birtüketicinin Çin mal› yerine kendi mal›n› kullanmas›n› isteyen‹talyan üretici için, di¤er birçok maliyet unsuruyla birlikte tafl›-mac›l›k maliyetini de en alt düzeye indirmekten baflka flans› yok.Modern dünyan›n bir parças› olan her bireyin gündelik yaflam›-n›n, iflte tam da bu yüzden tafl›mac›l›k maliyetlerinden do¤rudanetkilenmemesi mümkün de¤il.


Gianluigi AponteA.P.Moeller

CHANGES EXPERIENCED BY SHIP OWNERS

90 percentage of global commerce transportation in 2013 hasbeen performed by the sea. For that reason, the word globalizationreminds everybody ships, tankers operating worldwide carryingvarious materials like container, dry bulk, bulk; in brief, maritimetransportation. They are so many in numbers! According to thefirst rule of the free market economy, it is a matter of course tothink that the freight rates should be determined freely, thebudgets that are necessarily reserved for the freight should berelaxed because of the competition among the companies in suchan abundant sector. But that is not the case!

The barrier against the realization of this condition is the fact thatthe free market economy’s inability to impose any sanctions for

ARMATÖRLÜ⁄ÜN DE⁄‹fi‹M‹

2013 y›l›nda yap›lan küresel ticari tafl›mac›l›¤›n yüzde 90’› denizyoluyla gerçeklefltirildi. Küreselleflme denince bu nedenle herkesinakl›na, dünya denizlerinde fink atan konteyner, kuru yük, dökmeyük gibi çeflitli malzemeleri tafl›yan gemiler, tankerler, k›sacas›deniz tafl›mac›l›¤› geliyor. O kadar çoklar ki! Serbest piyasa eko-nomisinin bir numaral› kural› gere¤ince, böylesine bollu¤un bulun-du¤u bir yerde tafl›ma ücretlerinin de serbestçe belirlenmesi, flir-ketler aras›ndaki rekabet dolay›s›yla tafl›maya ayr›lmas› gerekenbütçelerin rahatlamas› gerekir diye düflünmemek elde de¤il. Do¤-rusu pek de öyle olmuyor!

Bunu engelleyen fley, serbest piyasa ekonomisi tekelleflmeyi önle-yecek kat› kurallar koyuyormufl gibi davransa da flirketlerin büyü-mesini, ortakl›klar kurmas›n›, birleflmesini engelleyecek herhangibir yapt›r›m uygulamas›n›n olanaks›zl›¤› ve bunu, bizzat küreselpiyasa ekonomisinin sars›lmaz egemenli¤i olanaks›z k›l›yor. Öteyandan herhangi bir flirket evlili¤i ya da iflbirli¤i söz konusu olma-sa veya uluslararas› çaptaki anti-tekel yasalar› bunu önlemeye ça-l›flsa bile finans-kapitalin serbestli¤i baz› flirketlerin afl›r› büyüme-sinin önündeki bütün engelleri yok edebiliyor.

EN ZENG‹N DEN‹ZC‹LER

Kapitalist romantizm diye niteleyebilece¤imiz “dünyan›n en zen-gin insanlar›” tespiti, tam da böylesi nedenlerle çoktan anlam›n›yitirmifl durumda. fiah›slar›n yerini CEO’lar›n, ulusal kimliklerinyerini uluslararas› yönetim kurullar›n›n ald›¤› bir ekonomi düze-ninde geleneksel “big boss” kavram› da nostaljik bir nitelemedenöteye geçemiyor.

Dünyan›n en büyük on denizci zenginine bakt›¤›m›zda, bafllang›ç-

STUDY // ‹NCELEME


Fontbona-Luksic

John Frederiksen

preventing the expansion, forming associations and merging of thecompanies although it acts like establishing rigid rules to preventthe monopolization and this fact results from the unshakabledomination of the global economy itself. On the other side, theliberty of finance-capital can clear the way for the overgrowth ofsome companies even if international anti-monopoly rules try toprevent it or if any merger or cooperation is not in question.

RICHEST SHIPOWNERS

The determination of “richest people of the world” which we cancall as a capitalist romanticism, has lost its meaning long sinceprecisely for reasons like the ones stated above. The traditionalconcept of “big boss” cannot go behind being a nostalgiccharacterization in an economic system where the CEOs replacethe people and international managing boards substitutes thenational identities.

When we look at the first top ten riches of the world in maritimeindustry we clearly see that the figures who were the “bigbosses” at the beginning cannot go behind being the symbolnames of the companies they created. Within the years, thecompanies of the “big bosses” became international giants basedon the power of global finance-capital while they were in theposition of family or private companies at the beginning. Yes weknow their names but they are only symbol names now.

Li Ka Shing and Family from Hong Kong takes place on top ofthe list of richest seamen of the world. Hutchison Port Holdingof the family that manages 52 terminals in 26 separate regionsplays a very important role among the investments generating 31billion dollars fortune. It is followed by Danish Moller-Maerskand Family with 21 billion dollars. Of course it is not necessary

ta birer “big boss” olan bu karakterlerin, art›k yaratt›klar› flirket-lerin simge isimleri olmaktan öteye geçemediklerini aç›kça göre-biliyoruz. “Big boss”lar›n flirketleri bafllang›çta bir flah›s ve aileflirketi konumundayken, y›llar içerisinde küresel finans-kapitalingücüne ba¤l› olarak uluslararas› devler haline geldiler. ‹simlerinitan›yoruz, evet, ama art›k onlar sadece birer simge isim.

Dünyan›n zengin denizcileri listesinin en bafl›nda, Hong Konglu LiKa Shing ve Ailesi yer al›yor. 31 milyar dolarl›k serveti üreten ya-t›r›mlar içerisinde, ailenin sahibi oldu¤u, 26 farkl› bölgede 52 ter-minali yöneten Hutchison Port Holding çok önemli bir rol oynuyor.Danimarkal› A.P. Moller-Maersk ve Ailesi onu 21 milyar dolarlaizliyor. Bu grubu anlatmaya herhalde gerek yok! fiilili Iris Font-bona ile H›rvat Luksic’in 2005 y›l›ndaki evliliklerinin “ilk çocu-¤u” tam 17.4 milyar dolarl›k servetleri oldu ve onlar› üçüncü s›-raya yerlefltirdi. Dünyan›n her yerinde maden yat›r›mlar›na girifl-mifl olan çiftin deniz nakliyesi ve liman hizmeti flirketleri paralar›-na para kat›yor.

Dördüncü s›rada ayn› zamanda ülkesinin de en zengini olan Ma-lezyal› Robert Kuok 12.5 milyar dolarla geliyor. “Mükemmel ifla-dam›” diye an›lan Kuok servetini Çin’de 1993 y›l›nda bafllad›¤›Coca Cola flifleleme ifli ve buna paralel gelifltirdi¤i deniz nakliyat›

STUDY // ‹NCELEME


Eyal Ofer

Idan Ofer

to represent this group! The “first children” from the merger in2005 of Chilean Iris Fontbona and Croatian Luksic became afortune of 17.4 billion dollars and placed them on third rank.The shipping and port operation companies of the couple, whoinitiated mining investments across the world, added fortunetheir fortune. The 4th rank belongs to Malaysian Robert Kuokwith 12.5 billion dollars who is also the richest people of hiscountry. Called as “perfect businessman”, Kuok made hisfortune through the Coca Cola bottling business he started in1993 and also the shipping business he developed in parallelwith it. John Frederiksen of Norway origin and citizen of SouthCyprus (somehow?) takes the fifth rank with 11.5 billion dollars.Frederiksen is the owner of the largest oil tanker fleet of theworld. Besides, he is the senior partner of Hapag-Lloyd.

Can you calculate how many tones of grandmother-made tarhanasoup we should pack and sell in order to gain 9.2 billion dollars?Don’t beat the air, because the Oetker family that we know withtheir instant soups did not become rich by selling soup only. The major part of the family’s fortune comes from the shippingagency called Hamburg Süd apart from a number of businesses.Ranked as 6th, Dr. Oetker family is also the owner of Brazil andSpanish shipowning companies and a number of shippingcompanies with tens of ships.

German partnership Klaus-Michael Kühne is the 8th with its 9billion dollars net assets. Swiss Gianluigi Aponte and Family arethe honorary presidents of MSC, the second largest containertransportation group of the world today. The group owning morethan 400 ships offered a great fortune of 8 billion dollars to thefamily. 9th and 10th ranks are occupied by Israeli Ofer brothers.Idan Ofer, who is on the 9th rank of the list with 6.5 billiondollars, is the CEO of world’s largest special shipping lineQuantum Pacific Group and partner of Pacific Drilling. And EyalOfer has gained his 6 billion dollars fortune through OMNI Open

ile biriktirmeye bafllam›fl. Norveç as›ll› (ve nedense) Güney K›br›svatandafl› John Frederiksen 11.5 milyar dolarla beflinci s›rada yeral›yor. Frederiksen dünyan›n en büyük petrol tankeri filosuna sa-hip. Ayr›ca Hapag-Lloyd’un da en büyük hissedar›.

9.2 milyar dolar kazanabilmek için, anneannenizin yapt›¤› tarhana-lar› paketleyip kaç ton satman›z gerekti¤ini hesaplayabilir misiniz?Hiç bofluna u¤raflmay›n, çünkü bizim haz›r çorbalar›yla tan›d›¤›m›zOetker Ailesi de s›rf çorba satarak milyarder olmad›. Çok say›dakiiflin yan›nda ailenin servetinin önemli bir k›sm› Hamburg Süd isim-li deniz nakliyat› flirketinden geliyor. Alt›nc› s›radaki Dr. Oetker Ai-lesi ayr›ca Brezilya ve ‹spanyol gemi donatma flirketleriyle onlarcagemiye sahip birçok deniz tafl›mac›l›¤› flirketinin sahibi.

Alman ortakl›¤› Klaus-Michael Kühne, 9 milyar dolarl›k öz varl›-¤›yla sekizinci s›rada yer al›yor. ‹sviçreli Gianluigi Aponte ve Ai-lesi, bugün dünyan›n ikinci en büyük konteyner tafl›mac›l›¤› grubuMSC’nin onur baflkanlar›. 400’den fazla gemisi olan grup aileye 8 milyar dolarl›k bir servet kazand›rm›fl durumda. Dokuzuncu veonuncu s›ralar› ‹srailli Ofer kardefller elinde tutuyor. 6.5 milyardolarla dokuzuncu s›radaki Idan Ofer, dünyan›n en büyük özel de-niz tafl›mac›l›k hatt› Quantum Pacific Grubu’nun CEO’su ve Paci-fic Drilling’in de hissedar›. Eyal Ofer ise 6 milyar dolarl›k serveti,130’dan fazla gemiden oluflan Zodiac Maritime Agency’nin yan›s›ra Royal Caribbean Cruise ve OMNI Aç›kdeniz Terminalleri ileelde etmifl durumda.

ZENG‹N‹N MALI

S›ralad›¤›m›z bu isimlerin ço¤unlu¤u, t›pk› dünyan›n di¤er kalburüstü zenginleri gibi tek bir ifl dolay›s›yla en zengin olmuyor.Baz›lar› ifle kaptanl›kla bafllam›fl oluyor (Gianluigi Aponte gibi),baz›lar› basit bir tüccar olarak girdi¤i ifl hayat›n›n 30. y›l›nda ilkgemisini alabiliyor (Frederiksen gibi). Baz›lar› da as›l ifllerine destek olsun diye deniz tafl›mac›l›¤›na giriyor (Kuok gibi). Moller-Maersk Ailesi gibi armatörlük hedefiyle yola ç›karak çok büyükbaflar›lar elde edip inan›lmaz ölçülerde para kazananlar ise par-makla gösterilecek kadar az.

Yukar›da da söyledi¤imiz gibi bu isimler son kertede sahip olduk-lar› azamete bir gemi, iki gemi, derken dört gemi diye ulaflm›yor-lar. O ünlü f›kradaki gibi: “Bir portakal buldum, onu satt›m, ikiportakal ald›m, onlar› satt›m dört portakal ald›m, onlar› satt›msekiz portakal ald›m... E, 16, 32, 64 diye diye mi zengin oldun ya-ni? Hay›r, 16.’y› satt›¤›mda M›s›r’daki zengin amcam öldü!” Ka-pitalist dünyan›n M›s›rl› zengin amcalar› ise 2. Dünya Savafl› ile1980’lerin bafl›na kadar a¤›rl›kl› olarak devletler, 1980’lerin ba-fl›ndan günümüze kadar da uluslararas› finans-kapital oldu.

Deniz ticaretinde büyüme öyle bir olgu ki 1980’lerin bafl›ndan so-nuncusu 2008’de gerçekleflen ve yaratt›¤› çöküntü hâlâ atlat›la-mayan birçok küresel krize karfl›n önüne geçilemez bir flekilde de-vam ediyor. Krizin k’si hissedildi¤inde yerel ölçekte tafl›mac›l›kflirketleri domino etkisiyle seri bir flekilde devrilirken uluslararas›piyasan›n güçlü oyuncular› flöyle bir sars›l›yor belki ama asla y›k›l-m›yor, üstüne üstlük k›sa bir zaman sonra öncekinden daha büyükbüyüme oranlar›na ulafl›yor.

STUDY // ‹NCELEME


Dr. Oetker

Sea Terminals as well as Zodiac Maritime Agency consisting ofmore than 130 ships.

THE RICH MAN’S WEALTH

Just like the other elite riches of the world, the majority of thenames we listed do not make their wealth depending on a singlebusiness. Some of them start their business by serving as a captain(like Gianluigi Aponte), some buy the first ship on the 30th year ofhis business life (like Frederiksen). Yet others enter into shippingindustry in order to support their main business (like Kuok).Families like Moller-Maersk, who gained incredible amount ofmoney by reaching notable success after setting out with the aim ofbeing a ship-owner, can be counted on the fingers of a hand.

The names like the ones we stated above do not reach theircurrent glorious position by one ship at the beginning, then two,three and four ships. Just like the famous joke say: “I found anorange, sell it and buy two oranges; I sell them also and buy fouroranges which I sell again and buy eight oranges… So what?You mean you became reach by 16, 32, 64 oranges? No. When I sold the 16th orange my rich uncle in Egypt died!”. During theperiod between The Second World War and the beginning of1980s, the Egyptian rich uncles of the capitalist world weremainly the states but starting from the beginning of 1980s theiruncle is the international finance-capital now.

The growth in sea commerce is such a fact that it continuesirrepressibly despite a number of economic crisis since the

KONTEYNER P‹YASASI

Bu büyümenin uluslararas› deniz ticaretindeki en fazla göze çarp-t›¤› alan konteyner tafl›mac›l›¤›. Zaten on y›llarca süregelen tan-ker piyasas› etkinli¤i de, 2000’li y›llar›n bafl›nda itibaren yerinikonteyner tafl›mac›l›¤›na b›rakm›fl durumda. “marine&commerce”›sürekli izleyen okurlar›m›z iyi bilir, neredeyse gün geçmiyor ki da-ha fazla “kutu” tafl›yacak bir geminin siparifli verilmesin, gün geç-miyor ki yeni bir konteyner gemisi denize inmesin. Bu da çok do-¤al, çünkü üzerinde çok büyük oyunlar oynanan ve art›k güvenil-mesi daha zor hale gelmifl olan petrol piyasas›n›n kaygan zeminidolay›s›yla tanker iflletmecili¤i ve üretiminde b›rak›n uzun vadeyi,orta vadeli planlamalar yapmak bile çok zor.

Buna karfl›n konteyner tafl›mac›l›¤›nda tek tek ülkelerin ihracat veithalat güçleri de¤iflkenlik gösterse de bu kaymalar küresel düzey-deki dengeleri kökten de¤ifltirmiyor. Üstelik konteyner iflletmecisi,anl›k duruma ve gidiflata göre, gerekirse hat de¤iflikli¤i yaparak obölgedeki kay›plar›n› baflka bir bölgeden ç›karmay› baflarabiliyor.Neticede bölgesel olarak arz-talep dengesinde büyük oranl› kay-malar veya artma-eksilmeler olsa bile toplam olarak insanl›¤›n ih-tiyaçlar› asla tükenmiyor. Yani konteynercilere her zaman ifl var!

EN BÜYÜK KONTEYNERC‹LER

Dünyan›n en büyük konteyner tafl›mac›l›¤› flirketi, uzun zamand›rbirinci s›radaki yerini koruyan APM-Maersk. Toplamda3,052,924 TEU tafl›ma kapasitesine sahip olan Danimarkal› flirketin 613 gemisi var. Yaln›z bu gemilerin 257’si kendisine ait,kalan 356 gemiye ise kiralama yoluyla sahip. Dev flirketin halen,toplam TEU kapasitesi 367,406’ya ulaflan 30 gemisinin inflas› isedevam ediyor.

‹kinci s›rada MSC (Mediterranean Shipping Company) yer al›yor.2,595,713 TEU kapasitesini yaratan 499 geminin 198’i flirketeait. ‹sviçre merkezli flirketin halen kapasitesine 701,086 TEU da-ha ekleyecek olan 55 gemisinin inflas› devam ediyor. Bu say›lar,

STUDY // ‹NCELEME


Robert Kuok

Li Ka-Shing

beginning of 1980s and although the collapse created by the lastcrisis that was experienced in 2008 has not been overcome yet.When the c of the word crisis is sensed the shipping companieson local scale falls one after the other with a domino effect whilethe strong actors of the international market slightly shaken butnever collapse, and on top of that they achieve growth rateslarger than before within a short time.

CONTAINER MARKET

Container transportation is a field of international marinecommerce where the growth in question is most remarkable. As a matter of fact, the activity of tanker market that lasted fordecades left its place to container transportation as of thebeginning of 2000s. Our readers following the“marine&commerce” regularly knows very well that hardly a daypasses without an order placed for a ship that will not carry more“boxes”, without a container ship launched. And this is naturalsince it is very hard to make even a medium-term planning, letalone long-term, for tanker building and operation because of theslippery ground of the oil market that became more unreliableand on which tremendous games are being played.

In spite of that, these changes do not affect the regional balancesradically even if the export and import powers of individualcountries varies in container transportation. Besides, the containeroperator manages to cover in one region the losses occurred inanother region by changing the line according to instantaneoussituation and state of affairs, if necessary. As a result, the needsof humanity never exhausts although there may be large scaleshifts or increases-decreases in regional supply-demand balance.Namely, always there is a job for container business!

THE LARGEST CONTAINER SHIPOWNERS

The largest container shipping company of the world is APM-Maersk that maintains its position as the first for a long time.The Danish company with an overall transport capacity of3,052,924 TEU owns 613 ships. But 257 of those ships belongsto the company and remaining 356 ships are chartered. 30 shipsof the company with a total capacity of 367.406 TEU is underconstruction presently.

MSC (Mediterranean Shipping Company) takes the second place.Of the 499 ships that creates a capacity of 2,595,713 TEU, 198belongs to the company. 55 more ships that will add 701,086TEU to the Switzerland-based company’s capacity is underconstruction nowadays. These figures proves the existence of akeen competition between APM-Maersk and MSC. CMA CGMranked as the third. Its 1,766,082 TEU transport capacity isgenerated by 84 owned ships and 386 time-charter ships.Construction of 40 ships belonging to the French company thatwill provide 427,912 TEU additional capacity is continuing.

When we come down to hundred thousands from million units wesee the forth largest company: Hapag-Lloyd. Today the companyhas an international partnership structure even if it is ofGerman-origin. Of the 186 ships forming a capacity of 974,001TEU, 72 ships belongs to the company. 7 more ships are underconstruction which will increase its capacity by 7.3 percent.

APM-Maersk ile MSC aras›nda k›yas›ya bir rekabetin varl›¤›n› da

kan›tl›yor. Üçüncü s›ra CMA CGM’ye ait. 1,766,082 TEU’luk ta-

fl›ma kapasitesi 84 adet öz gemi, 386 adet de time-charter gemi-

den geliyor. Frans›z flirketin 427,912 TEU ek kapasite sa¤layacak

40 gemisinin inflas› sürüyor.

STUDY // ‹NCELEME


Klaus-Michael Kühne

IS IT POSSIBLE WITHOUT CHINA?

If you ask where the Chinese are, our answer is that theEvergreen ranked as the fifth is a China company. 106 out of thetotal 202 ships belongs to the company with a capacity of941,964 TEU. 23 more ships that will generate 355,016 TEUcapacity is under construction now. Another Chinese company in6th rank is Cosco with 864,237 TEU capacity. Of the 167 shipsof Cosco 84 belongs to itself; 14 ships that will add 156,386TEU to its capacity is in building process. CSCL in 7th rank isalso from China. It has a capacity of 700,716 TEU; 68 out oftotal 139 ships belongs to the company and 71 more ships arebeing constructed for additional 216,508 TEU capacity.

Eighth rank belongs to a South Korean company HanjinShipping. The company can carry 628,048 TEU with 103 shipsbelonging to it. Four ships are under construction for 36,102TEU additional capacity. Japan company MOL (Mitsui OSKLines) is ranked as ninth with its 605,951 TEU capacity. 29 ofthe total 113 ships belongs to the company and 10 more shipsare under construction in order to increase the capacity by160,940 TEU. Hamburg Süd Group belonging to Oetker Familytakes the tenth place in the list of richest ship owners.Company’s 586,782 TEU capacity comes from 127 ships, 41 ofwhich belongs to it. Five ships that will provide 49,560 TEUadditional capacity to the group is under construction.

Two Turkish companies stands out in the list of the first 100container companies of the world. Arkas Line in 26th rank has acapacity of 56,133 TEU and 29 out of the total 39 ships belongsto the company. Four more ships for additional 11,016 TEUcapacity is in the process of construction. Turkon Line in 56th

rank creates its 13,568 TEU capacity through eight ships allbelonging to itself.

For the moment, we leave you to count the boxes. We will look atother marine transporting branches in forthcoming issues.

Milyon adetlerden yüzbinlere indi¤imizde dördüncü en büyü¤ü gö-rüyoruz: Hapag-Lloyd. Alman kökenli olsa da flirket bugün tam biruluslararas› ortakl›k yap›s›na sahip. 974,001 TEU kapasitesinioluflturan 186 geminin 72’si kendisine ait. Kapasitesini yüzde 7.3oran›nda art›racak yedi gemi daha infla ettiriyor.

Ç‹NS‹Z OLUR MU?

Çinliler nerede diye soracak olursan›z, beflinci s›radaki Evergreenbir Çin flirketi. 941,964 TEU kapasiteye sahip flirketin toplam202 gemisinin 106’s› kendisine ait. Toplamda 355,016 TEU ka-pasite yaratacak 23 gemi daha yapt›r›yor. Alt›nc› s›radaki bir bafl-ka Çinli flirket Cosco, 864,237 TEU kapasiteye sahip. Cosco’nun167 gemisinin 84’ü kendisine ait; kapasitesine 156,386 TEU ek-leyecek 14 gemisi infla halinde. Yedinci s›radaki CSCL de Çinli.Kapasitesi 700,716 TEU, toplam 139 gemiden 68’i kendisine aitve 216,508 TEU art› kapasite için 71 gemi yapt›r›yor.

Sekizincilik, bir Güney Koreli flirket olan Hanjin Shipping’in elinde.38’i kendisinin olan 103 gemiyle 628,048 TEU tafl›yabiliyor. fiirket36,120 TEU ek kapasite için dört gemi infla ettiriyor. Japon flirketiMOL (Mitsui OSK Lines), 605,951 TEU kapasite ile dokuzuncu.113 geminin 29’u kendisine ait, halen 160,940 TEU daha büyümekiçin 10 gemi yapt›r›yor. 10. s›rada, en zengin armatörler aras›ndasayd›¤›m›z Oetker Ailesi’nin Hamburg Süd Group’u var. 586,782TEU kapasite, 41’i kendisine ait 127 gemiden geliyor. Gruba49,560 TEU kapasite daha sa¤layacak befl gemi infla halinde.

Dünyan›n ilk 100 konteyner flirketi listesinde iki Türk flirketi dikkat çekiyor. 26. s›radaki Arkas Line 56,133 TEU kapasiteyesahip ve 39 geminin 29’u kendisine ait. Grup 11,016 TEU art› kapasite için dört gemi daha infla ettiriyor. 56. s›radaki Turkon Line’›n 13,568 TEU’luk kapasitesinin tümü kendisine ait sekiz gemiden kaynaklan›yor.

fiimdilik sizi kutu saymakla bafl bafla b›rak›yoruz. Önümüzdeki say›larda di¤er deniz tafl›mac›l›¤› branfllar›na da bakaca¤›z.

STUDY // ‹NCELEME


&&

Lucien Arkas

Nevzat Kalkavan, Turkon Line

Starting the year at index 771 the BDI bottomed out at 509on 18 February 2015. Since then it has improved but onlyon a couple of occasions has it been above 600. The market

conditions are devastating and volume growth in 2015 on keytrades is negative. The lack of coal imports into China is takingcentre stage, and lost volumes are difficult to make up elsewhere.

The (still) positive iron ore demand is overshadowed insignificance as the negative coal market makes headlines. Dry bulk is under pressure on the commodity side and since thebeginning of 2014 iron ore prices have slid. That developmenthas made some of the mining companies alter their expansionplans of placing more iron ore on the market, when demand isobviously not as strong to uphold the former price level. FromUSD 140 per ton down to 42 in early April. Since then spotAustralian Iron Ore FOB prices (Source: Commodore Research)has improved. By end-May, Australian iron ore (63% ironcontent) was priced at just above USD 60 per ton. This is verypositive as it proves demand is there despite steel productiongrowth being negative in China (-1.7%) as well as rest of theworld (-1.9%) during Q1.

In 2014, Chinese steel demand contracted for the first time since1995. As the Chinese economy is now changing, so is its steeldemand. The knock-on effect for the dry bulk market will dependon the extent to which imported ore takes market share fromdomestically mined ore as well as absolute level of steelproduction. Current forecasts for global iron ore demand growthin 2015 is positive, at 3%. (Source: SSY)

Y›la 771 endeksiyle bafllayan Baltic Dry Indeks (BDI) 18 fiubat 2015’te 509 seviye ile dibe vurdu. O zamandan buyana iyileflme belirtileri gösterdiyse de ancak bir iki nokta-

da 600’ün üstüne ç›kabildi. Piyasa flartlar› y›k›c› seyrediyor; anaticaretler söz konusu oldu¤unda 2015’teki hacim büyümesi nega-tif. Bu durumda Çin’in kömür ithal etmemesi ön plana ç›k›yor vekay›p hacimlerin baflka bir flekilde kapat›lmas› zor.

Negatif kömür piyasas› manfletlerden düflmezken, flimdilik pozitifolan demir cevheri talebinin önemi gölgede kal›yor. Emtia taraf›n-da kuru yük bask› alt›nda ve demir cevheri fiyatlar› 2014’ün ba-fl›ndan beri iniflte. Talep daha önceki fiyat seviyesini koruyacak ka-dar güçlü olmad›¤›ndan, baz› madencilik flirketleri piyasaya dahafazla demir cevheri arz› do¤rultusundaki büyüme planlar›n› de¤ifl-tirdi. Fiyatlar ton bafl›na 140 dolardan Nisan 2015’te 42 dolaraçak›ld›. O tarihten sonra Avustralya Demir Cevheri FOB de fiyat-lar› iyileflme gösterdi (Commodore Research’e göre). May›s sonuitibar›yla Avustralya demir cevheri (%63 demir içeri¤i) ton bafl›-na 60 dolar›n biraz üstünde fiyatland›. Bu, birinci çeyrekte Çin’de(%-1.7) oldu¤u gibi dünyan›n geri kalan›nda da (%-1.9) çelik üre-timi art›fl›n›n negatif seyrine ra¤men talebin mevcut oldu¤unu ka-n›tlamas› aç›s›ndan çok olumlu karfl›land›.

2014 y›l›nda Çin’in çelik talebi 1995’ten beri ilk kez daralm›flt›.Çin ekonomisi art›k kabuk de¤ifltirdi¤inden çelik talebi de de¤ifli-yor. Kuru dökme yük piyasas› için zincirleme etki, ithal edilen cev-herin yerelde ç›kar›lan demir cevherinden oldu¤u gibi mutlak çeliküretimi seviyesinden de alaca¤› pazar pay›na ba¤l› geliflecek.2015’te küresel demir cevheri talep büyümesine iliflkin mevcuttahminler %3 oran›yla olumlu görünüyor (Kaynak: SSY).

REPORT // RAPOR


DRY BULK SHIPPING: NO RECOVERY ON THE HORIZON

KURU YÜK TAfiIMACILI⁄I: UFUKTA ‹Y‹LEfiME GÖRÜNMÜYOR

The change in China economy and negative course of Russia economy continues to influence the dry bulk

market negatively despite the pursuance of India demand. The only colorful side of this picture is the

recovery in dismantling market!

Çin ekonomisinin kabuk de¤ifltirmesi ve Rusya ekonomisinin negatif seyri, Hindistan talebinin devam›na ra¤men

kuru yük piyasas›n› olumsuz etkilemeye devam ediyor. Bu resmin tek renkli yan›, söküm piyasas›n›n canlanmas›!

The other significant commodity, coal, is doing really bad inChina while improving in India. Total Chinese coal imports forthe first four months in 2015 came in at 68 million tons(Source: Chinese customs). Down by 38% - same period lastyear. Both thermal and coking coal markets as well as ligniteare suffering. The landed cost of coal into China at the end ofMay is not favoring imports despite very low freight rates.

For thermal coal, SSY expects Chinese imports to contract by30 million tons, while expectations for Indian imports is a plusat 20 million tons. Last year China imported a total of 291million tons, distributed with 165 million tons of thermal coal,62 million tons of coking coal and 64 million tons of lignite.These numbers include seaborne as well as land borne imports.

SUPPLY SIDE

Since the turn of the year, the dry bulk fleet as a whole has onlygrown by 0.5% and since early February, the fleet has not grownat all. This has happened as the demolished volumes havematched the number for new buildings being delivered. TheCapesize fleet is actually smaller today than compared to the

Bir di¤er önemli emtia olan kömür Hindistan’da iyileflme gösterir-ken Çin’de gerçekten kötü gidiyor. 2015’in ilk dört ay› için Çin’intoplam kömür ithalat› 68 milyon ton olarak gerçekleflti (Kaynak:Çin gümrükleri). Bu geçen y›l›n ayn› dönemine göre %38 düflüfl de-mek. Linyitin yan› s›ra hem termik hem de kok kömürü piyasalar›s›k›nt›da. Çok düflük navlun ücretlerine ra¤men May›s 2015 sonun-da kömürün Çin’de son teslim alma maliyeti ithalat lehine de¤il.

SSY, termik kömür aç›s›ndan Çin ithalat›n›n 30 milyon ton daralma-s›n› beklerken, Hindistan ithalat›yla ilgili beklenti ise 20 milyon tonart›fl fleklinde. Geçen y›l Çin’in gerçeklefltirdi¤i toplam 291 milyontonluk ithalat›n da¤›l›m› 165 milyon ton termik kömür, 62 milyonton kok kömürü, 64 milyon ton linyit fleklindeydi. Deniz yoluyla tafl›-nanlar›n yan› s›ra kara yoluyla ithalatlar da bu rakama dahil.

ARZA BAKIfi

Y›lbafl›ndan bu yana toplam bazda kuru dökme yük filosu yaln›z-ca %0.5 büyüdü, fiubat bafl›ndan beri ise neredeyse hiç büyümedi.Bunun nedeni söküme giden gemilerin hacminin teslim edilen yeniinfla say›s›na denk olmas›yd›. Bugün Capesize filosu Kas›m 2014bafl›nda oldu¤undan küçük. Panamax ve Handysize dilimindeki ge-

REPORT // RAPOR


REPORT // RAPOR

beginning of November. The development in Panamax andHandysize segment is flat, whereas the Handymax/Supramaxsegment has grown as we expected it to. In spite of 1 millionDWT of Handymax capacity being demolished, 6 million hasbeen delivered, equal to a growth in supply for that sub-segmentof 2.9% for the year to date.

For the year 2015, BIMCO expects supply growth to be at 3.8%.This is a downward revision of our estimation three months ago,and it rose out of our adjustment of demolition volumes expectedfor 2015. As the poor freight market bites harder at an extendedtime, BIMCO anticipates 30 million DWT to leave the fleetduring 2015 and 17 million DWT to have been sold fordemolition end of May. Owners have dug deep in the first fivemonths of 2015 whilst continued devastating freight market keepdemolition volumes high. An improved freight market is expectedto cool demolition interests swiftly.

Another positive development is found on the contracting side.35 new orders have been placed at global shipyards so far thisyear (1.8 mill. DWT). 7 Panamaxes, 12 Handymaxes, 16Handysizes and no Capesizes have been added to the order book,

liflme sabitken Handymax/Supramax dilimi ise beklendi¤i gibi bü-yüme gösterdi. 1 milyon DWT Handymax kapasitesi sökülmesinera¤men 6 milyonluk kapasite teslim edildi ve bu da y›l bafl›ndan buyana söz konusu alt-dilimde %2.9 arz büyümesine denk geliyor.

BIMCO, 2015 y›l› için arz büyümesinin %3.8 seviyesinde olmas›-n› bekliyor. Bu oran, üç ay önceki tahminlerin afla¤›ya do¤ru birrevizyonu olup 2015 için beklenen söküm hacimlerine iliflkin ayar-lamadan do¤uyor. Zay›f navlun piyasas› uzun sürede daha büyükyara açt›¤›ndan BIMCO 2015 y›l› boyunca 30 milyon DWT’nin fi-lodan ayr›lmas›n› bekliyor ki May›s 2015 itibar›yla 17 milyonDWT söküm için sat›ld›. Sürekli olarak y›k›c› durumdaki navlunpiyasas› söküm hacimlerini yüksek tutarken armatörler 2015’inilk befl ay›nda çok para harcad›. Düzelmifl bir navlun piyasas›n›nsöküme hücumu h›zla yat›flt›rmas› bekleniyor.

Bir di¤er olumlu geliflme ise sözleflme taraf›nda yer al›yor. Y›l›nbu tarihine kadar dünya genelindeki tersanelere 35 yeni siparifl ve-rildi (1.8 milyon DWT). fiu anda ortak 142 milyon DWT kapasi-teyle 1,750 gemide duran siparifl defterine yedi Panamax, 12Handymax, 16 Handysize eklendi; Capesize siparifli yok. Bu du-rum, flafl›rt›c› bir biçimde 2013-2014 boyunca sözleflmesi yap›lan1,981 gemiden kaynaklan›yor.

GÖRÜNÜM

Birbirini izleyen iki y›l boyunca Çin ithalat› 30 milyon ton düfltü-¤ünde Hindistan kömür ithalat›n›n 20 milyon ton artabilmesi ufakbir teselli. Çok olumsuz seyreden piyasa duyarl›l›¤›na karfl›n BIMCO üçüncü çeyre¤e ilerlerken hacmin artmas›n› bekliyor. Soya sezonu geçerken piyasaya giren tah›llar (bu¤day ve iri tane-


Source // Kaynak: BIMCO

which now stands at 1,750 ships with a combined capacity of142 million DWT. This is to the shocking fact of 1,981 shipswhich were contracted during 2013-2014.

OUTLOOK

It is a small consolation that Indian coal imports may go up by 20 million tons, when Chinese imports drop by 30 million tons forthe second year running. Despite a very bad sentiment in themarket, BIMCO expects volume to increase as we move into Q3.More Brazilian iron ore and grains (wheat and coarse) movinginto the market as the soya season abates, should on an overalllevel, prohibit the market to go into reverse - if volumes contract.

The momentous imbalance between supply and demand continuesto worsen in spite of a noteworthy 10-year low supply growthrate. 160 million DWT of new orders placed in 2013/14 can onlydo harm when demolition activity fails to slash any records by anever-seen-before margin. As the demand growth for dry bulkseaborne transportation seems to weaken too, potentially even ona permanent basis as China changes gear, the industry mustadapt to become profitable again. Wait-and-see strategies mayturn out to take too long.

If we are to believe that current utilisation levels are just around70%, new orders should not just cool down for a while, theymust be sensitively counterbalanced with demolition for anumber of years, not just a few quarters.

FOR THE COMING MONTHS

June-August, BIMCO expects the market challenges to stick. The demand side is so weak right now, with China reducing coalimport by 40% that it dwarfs most of the positive aspects of themarket. On the upside we see owners limiting fleet growth byincreasing demolition of obsolete tonnage. Whether this work onthe supply side will prove to be effective enough to improve thefundamental balance only time will tell.

li) ile daha fazla Brezilya demir cevherinin -hacimler daral›rsa-toplamda piyasan›n tersine dönmesini engelleyece¤i öngörülüyor.

Kayda de¤er 10 y›ll›k düflük arz büyümesi oran›na ra¤men arz vetalep aras›ndaki ciddi dengesizlik kötüleflmeye devam ediyor. Sö-küm faaliyeti daha önce hiç görülmemifl bir farkla düflüfl gösterdi-¤inden 2013/14’te verilen 160 milyon DWT yeni siparifl yaln›zcazarar verebilir. Deniz yoluyla kuru dökme yük nakliyesi için talepart›fl› da zay›f göründü¤ünden, Çin vites de¤ifltirdikçe potansiyelolarak kal›c› temelde bile, sektör tekrar kârl› olmak için uyumsa¤lamak zorunda. Hem de çabucak çünkü bekle ve gör stratejile-ri çok uzun zaman al›yor.

Mevcut kullan›m seviyelerinin %70 civar›nda oldu¤unu düflünür-sek, yeni siparifllerin yaln›zca bir süreli¤ine yat›flmas› yeterli olma-yacak. Bunlar›n yaln›zca birkaç çeyrek de¤il birkaç y›l boyuncasökümle hassas biçimde dengelenmesi gerekecek.

ÖNÜMÜZDEK‹ AYLAR

BIMCO Haziran-A¤ustos 2015 aras›nda piyasa zorluklar›n›n de-vam etmesini bekliyor. Piyasan›n olumlu yanlar›n›n ço¤unu cüceb›rakarak kömür ithalat›n› %40 azaltan Çin’le birlikte flu anda ta-lep yan› zay›f. Olumlu tarafta, armatörlerin kullan›lmayan tonaj›nsökümünü art›rarak filo büyümesini s›n›rland›rmalar› yer al›yor.Arz taraf›ndaki bu çal›flman›n temel dengeyi iyilefltirmeye yetecekkadar etkili olup olmayaca¤›n› ise zaman gösterecek.

REPORT // RAPOR


DRY BULK VOLUMESKURU DÖKME YÜK HAC‹MLER‹

DRY SUPPLY GROWTHKURU ARZ BÜYÜMES‹

Source: BIMCO, SSY

Source: BIMCO estimates on Clarksons raw data

A is actual. F is forecast. E is estimate which will change if new orders are placed.The supply growth for 2015-2017 contains existing orders only and is estimatedunder the assumptions that the scheduled deliveries fall short by 10% due to variousreasons and 30% of the remaining vessels on order are delayed/postponed.

A fiili. F öngörü. E yeni siparifl verilirse de¤iflecek olan tahmin. 2015-2017 arz büyümesi yaln›zca mevcut sipariflleri içeriyor; de¤erlendirme, planlanm›fl teslimat-lar›n çeflitli nedenlerle beklenenden %10 daha az olaca¤› ve geri kalan gemi sipa-rifllerinin %30’unun geciktirilece¤i/ertelenece¤i varsay›m›na göre yap›ld›.

CoalCoking

CoalThermal

Iron ore GrainWheat

GrainCoarse

4 MinorBulks

2011A 2012A 2013A 2014A 2015F 2016E 2017E

KömürKok

KömürTermik

Demir cevheri

Tah›lBu¤day

Tah›l ‹ri tane

4 MinörDökme

2013 2014 2015F 2015/2014 growht rate (RH-axis)büyüme oran› (sa¤ eksen) To be delivered p.a. Demolition Conversions Growth rate p.a.

Y›ll›k teslim edilecek Söküm Dönüfltürme Y›ll›k büyüme oran›

Mill

ion

DWT

Mill

ion

DWT

Penc

ent/

/Yüz

de

Grow

htra

tep.

a.//

Y›ll›

kbü

yüm

eor

an›

1,750

1,500

1,250

1,000

750

500

250

0

100

80

60

40

20

0

-20

-40

4%

3%

2%

1%

0

-1%

-2%

-3%

20%

16%

12%

8%

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0

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&&

Oslo is the world’s third most important maritime capitalafter Singapore and Hamburg, according to a newreport released recently. The Norwegian capital gained

the top slot for maritime technology and is number two for maritime finance. Using a set of objective indicators based onpublicly available data, as well as a survey among 200 industryexperts in 33 countries, the report released by the Oslo-basedanalysis and advisory company Menon Business Economics, ratescities for their overall competitiveness and attractiveness to maritime companies.

Three years ago, the first report on maritime capitals also placed

Yak›n zamanda yay›nlanan bir rapora göre Oslo, Singapur veHamburg’dan sonra dünyan›n üçüncü en önemli denizciliksermayesi. Norveç sermayesi denizcilik teknolojisinde birin-

ci s›ray› ald› ve denizcilik finansman›nda ise ikinci s›rada. Oslomerkezli analiz ve dan›flmanl›k flirketi Menon Business Economicstaraf›ndan haz›rlanan rapor, halka aç›k veriye dayal› bir dizi nes-nel göstergenin yan› s›ra 13 ülkede 200 sektör uzman› aras›ndabir araflt›rmadan yararlanarak denizcilik flirketleri için toplam çe-kicilikleri ve rekabet güçleri aç›s›ndan kentleri de¤erlendiriyor.

Üç y›l önce, denizcilik sermayeleri üzerine ilk rapor da Singapur’ubirinci s›raya yerlefltirmiflti. ‹fl dostu politikalar› ve Avrupa ile As-


NORWEGIAN CAPITAL LEADS IN MARITIME TECHNOLOGY

NORVEÇ SERMAYES‹ DEN‹ZC‹L‹K TEKNOLOJ‹S‹NDE

ÖNDERL‹K ED‹YOR

HAL‹S ÖZTÜRK

The third most important maritime capital in the world, Oslo, attracted thousands of visitors for the

international shipping week events due to the Nor-Shipping Exhibition on the first days of June. Close to

1,000 maritime exhibitors showed off the breadth and diversity of the shipping industry. Celebrating

the 50th anniversary of exhibition the week was full of activities.

Dünyan›n üçüncü en önemli denizcilik sermayesi kenti Oslo, Haziran›n ilk günlerindeki uluslararas› Nor-Shipping

Fuar› nedeniyle düzenlenen denizcilik haftas› etkinlikleri için binlerce ziyaretçi çekti. 1,000’e yak›n kat›l›mc›,

denizcilik sektörünün geniflli¤ini ve çeflitlili¤ini gösterdi. Fuar›n 50. Y›l›n› kutlayan hafta etkinliklerle doluydu.


Singapore in first place. Its business friendly policies andstrategic position on the trade route between Europe and Asiahave helped it to keep this position.

Hamburg came second, largely due to the importance of thecity’s port to Europe. According to the report, Hamburg, Oslo,Rotterdam and London are “fighting to become the leadingmaritime city in Europe.”

As report indicates the Norwegian capital only has a few leadingtechnology companies, but the Norwegian maritime industry as awhole delivers some of the world’s leading equipment and services.As the world leader in maritime technology, Oslo also is home tothe largest ship classification society in the world, DNV GL. One ofthe most important technology companies in the Norwegian cluster,it is also one of the world’s leading maritime R&D companies.

The Norwegian shipowning community is spread out mainlyalong the west coast, but that Oslo, with its leading financial andadvisory services, is a hub for the Norwegian maritime cluster.

Norway is also the largest shipbuilder in Europe measured invalue of vessels and has the world’s sixth most valuable fleet, as

ya aras› ticaret rotas› üzerindeki stratejik konumu, Singapur’unbu pozisyonu korumas›na yard›mc› oldu. Büyük ölçüde kentin Avrupa’ya liman› nedeniyle Hamburg ikinci oldu. Rapora göre,Hamburg, Oslo, Rotterdam ve Londra “Avrupa’n›n lider denizcilikflehri olmak için yar›fl›yor”.

Raporun de¤erlendirmesine göre, Norveç sermayesinin yaln›zca azsay›da öncü teknoloji flirketi var ama dünyan›n en önemli donan›m ve hizmetlerinden baz›lar›n› bütün olarak Norveç deniz-cilik sektörü sunuyor. Oslo denizcilik teknolojisinde dünya lideriolman›n yan› s›ra dünyadaki en önemli s›n›fland›rma kurulufluDNV GL’nin de merkezi. Norveç kümesinin bu en önemli teknolo-ji kuruluflu ayn› zamanda denizcilik ar-ge firmalar› aras›nda dadünya liderlerinden biri.

Norveç armatörlük toplulu¤u esas olarak bat› k›y›s›na yay›lm›fl du-rumda ama baflta gelen finans ve dan›flmanl›k hizmetleriyle Oslo,Norveç denizcilik kümesi için bir merkez.

Gemilerin de¤eri aç›s›ndan ölçüldü¤ünde Norveç ayn› zamandaAvrupa’daki en büyük gemi yap›mc›s› ve dünyan›n alt›nc› en de¤er-li filosunun yan› s›ra dünyan›n en büyük siparifl defterlerinden bi-



well as having one of the world’slargest orderbooks. Oslo is alsohome to the world’s two leadingshipping banks and has a maritimefocused stock exchange and world-class brokering services.

NOR-SHIPPING EXHIBITIONIN FULL SWING

All of these features make Oslo anattractive location and Nor-Shipping a leading maritime eventweek. Norway is proud to providean arena that helps position theindustry for the future for 50 years.

Spread over six halls and featuring 50 exhibiting countries, aswell as 19 national pavilions, some 1,000 maritime companiespresented their products and services in diversity of the shippingindustry. Most companies renewed contact with existingcustomers as well as met new ones.

The Exhibition was themed in halls for IT & Navigation, Safety& Rescue, Shipbuilding & Repair, Propulsion & Machinery andMaritime Services & Logistics, and had more visitors anddelegates for activities than last year.

A TOTAL CONCEPT

“We have established an event with a brand and total conceptthat has proved its value to the maritime community as shown byits success in spite of a difficult market,” says Nor-ShippingDirector Vidar Pederstad.

Nor-Shipping 2015 expanded to include a number of forward-thinking initiatives such as; Ocean Industry Podium, an arena forthose who work in maritime technology, finance, insurance andlaw; Brazil@Nor-Shipping, a program of activities to further theconnection between the Norwegian and Brazilian businesscommunities; Maritime Women seminar, the Waves of Changeconference. Together with the exhibition and the establishedconferences and programs, these new initiatives ensured that Nor-Shipping 2015 reached new heights in its 50th anniversary year.

WINNERS OF NOR-SHIPPING AWARDS

The awards recognizing achievements in three areas, energyefficiency, innovative ship design and young entrepreneurship,were presented by His Majesty King Harald V of Norway.

The Energy Efficiency Award went to Harvest Frost, the first ofthree vessels designed to serve primarily for grain carriage as partof ADM Logistics’ growing fleet. This 95,000 dwt bulk carrier wasdesigned by Mitsubishi Heavy Industries (MHI), built by OshimaShipbuilding and delivered to Archer Daniels Midland USA onOctober 29, 2014. MHI provided most of its innovative features,including the conceptual design, various green technologies and theMitsubishi Air Lubrication System. The vessel also features a newbow shape designed to reduce wave-making resistance.

The Next Generation Ship Award was presented to Ulstein X-

rine de sahip. Ayr›ca dünyan›n iki önde gelen denizcilik bankas›n›bar›nd›r›yor ve borsa ile birinci s›n›f brokerlik hizmetlerine odak-l› bir denizcilik sektörü var.

NOR-SHIPPING EN HAREKETL‹ DURUMUNDA

Tüm bu özellikler Oslo’yu çekici bir lokasyon ve Nor-Shipping’i deöne ç›kan bir denizcilik etkinlik haftas› yap›yor. Norveç 50 y›ld›rgelecek için sektörü konumland›rmaya yard›mc› olan bir arenasa¤lamaktan gurur duyuyor. Alt› salona yay›lan ve 50 kat›l›mc› ülkenin yan› s›ra 19 ulusal pavyonu kapsayan yaklafl›k 1,000 flir-ket, denizcilik sektörünün çeflitli ürünlerini ve hizmetlerini sundu.fiirketlerin ço¤u yeni müflterilerle tan›flman›n yan› s›ra eskileriylede iliflkilerini güçlendirdiler.

Fuar salonlar› IT ve navigasyon, emniyet ve kurtarma, gemi inflave onar›m, sevk gücü ve makineler, denizcilik hizmetleri ve lojis-tik temal›yd›; etkinliklere kat›lan ziyaretçi ve delege say›s› geçeny›ldan fazlayd›.

BÜTÜNSEL KAVRAM

Nor-Shipping Müdürü Vidar Pederstad “Zor bir piyasaya ra¤menelde edilen baflar›n›n da gösterdi¤i gibi, de¤erini denizcilik toplu-lu¤una kan›tlam›fl olan yeni ve bütünsel konseptle bir etkinlik olufl-turduk” dedi.

Nor-Shipping 2015, bir dizi ileri düflünceli giriflimi içerecek bi-çimde geniflletilmiflti. Örne¤in denizcilik teknolojisi, finansman›,sigortas› ve kanunu alan›nda çal›flanlar için bir arena olan OceanIndustry Podium; Norveç ve Brezilya ifl topluluklar› aras›ndaki ba-¤› gelifltirmek için etkinlikler program› Brazil@Nor-Shipping; De-nizci Kad›nlar semineri, De¤iflim Dalgalar› Konferans› gibi... Yer-leflik konferanslar ve programlarla birlikte bu yeni giriflimler, 50.y›l›nda Nor-Shipping 2015’in yeni zirvelere eriflmesini sa¤lad›.

NOR-SHIPPING ÖDÜLLER‹N‹N SAH‹PLER‹

Enerji verimlili¤i, yenilikçi gemi tasar›m› ve genç giriflimcilik ol-mak üzere üç alandaki baflar›lar› takdir eden ödüller Norveç Kra-l› V. Harald taraf›ndan verildi. Enerji Verimlili¤i Ödülü ADM Lo-gistic’in büyüyen filosunun bir parças› olarak öncelikle tah›ltafl›mas› için tasarlanm›fl olan üç geminin ilkine, Harvest Frost’agitti. Bu 95,000 DWT’lik kuru yük gemisi Mitsubishi Heavy In-dustries (MHI) taraf›ndan tasarland›, Oshima Tersanesi taraf›n-dan infla edildi ve 29 Ekim 2014 tarihinde Archer Daniels Mid-land USA’ya teslim edildi. Kavramsal tasar›m, de¤erli yeflil tekno-



STERN, Ulstein Group’s new design featurethat reduces acceleration, pitch and heave,improves comfort and safety, and widens theoperational window. It has already beencommissioned for an SX175 offshore windservice vessel to be built at Ulstein Verft inNorway for German owners BernhardSchulte/WINDEA Offshore.

The Young Entrepreneur Award went to BoyanSlat, founder and CEO of The Ocean Cleanup(The Netherlands), who combines technology andentrepreneurship to tackle global issues of sustainability. Hedevised a system with an array of floating barriers that catchand concentrate ocean debris to enable a platform to efficientlyextract plastic afterwards. In 2014, the concept turned out to bea technically feasible and financially viable method to clean uphalf the Great Pacific Garbage Patch in 10 years' time. Raising$2.2 million through crowdfunding, the organization was able toenter the pilot phase of the project. The system will be firstdeployed in 2016, with waters between the Japanese mainlandand the Korean Peninsula proposed as the location.

A VERY IMPORTANT MARKET

Chairman of Ship and Yacht Exporters Association, Baflaran Bayrak:“As the association, we attach great importance to Nor-Shipping Fairsince 25% of our total figurative export is with Norway. Being themost active country of the Europe in terms of new building, Norwaygives order to Poland, Leetonia, Estonia, Lithuania and, Romania andUkraine of the Black Sea besides Turkey. Furthermore, there is thechance of accessing to countries like Iceland, Faroe Islands, Scotland,Shetland and even to England from here. Ships are being exportedeven to Chili and Peru. Therefore, for us it is a market that is veryimportant and open to improvement. At the moment, 40 Turkish companies are exhibiting their products and services in this fair 33 ofwhich is directly and the rest through their representatives. If we consider that we have around 400 members as the association, a larger number of companies can find market here. We closed theprevious year with an export capacity of 1.3 billion USD. We anticipate reaching similar numbers despite various adverse politicaldevelopments. Norway, Russia and Middle East are the regions thatwe attach great importance to in terms of making exportation. Weare the largest ship manufacturer of the Mediterranean in numbersand it is possible for us to raise our export capacity to higher levels ifwe can improve our product range a little more and increase the number of turn-key products. We consider the Norway as a gateway.”

lojiler ve Mitsubishi Hava Ya¤lama Siste-mi de dahil olmak üzere yenilikçi sistemle-rin ço¤unu MHI sa¤lad›. Gemi ayr›ca dal-ga oluflturma direncini azaltmay› amaçla-yan yeni bir bafl tasar›m› içeriyor.

Gelecek Kuflak Gemi Ödülü, Ulstein Gru-bu’nun ivmelenmeyi, bafl-k›ç vurmas›n› veafla¤›-yukar› hareketi azaltan, konfor veemniyeti gelifltiren ve iflletme penceresinigeniflleten yeni tasar›m özelli¤i olan Ulste-in X-STERN’e verildi. Bu tasar›m Almandonatanlar Bernhard Schulte/Windea Off-shore için Norveç’te Ulstein Verft’te inflaedilecek olan bir SX175 aç›k deniz rüzgarenerjisi hizmet gemisi için daha öncedensiparifl edildi.

Genç Giriflimci Ödülü, sürdürülebilirlikküresel sorunuyla bafla ç›kmak için tekno-loji ve giriflimcili¤i birlefltiren The OceanCleanup’›n (Hollanda) kurucusu ve CE-O’su Boyan Slat’a gitti. Slat, bir platfor-

mun sonradan plasti¤i etkin biçimde çekip almas›n› sa¤lamak üze-re okyanus döküntüsünü yakalayan ve biriktiren bir dizi yüzen ba-riyere sahip bir sistem gelifltirdi. 2014 y›l›nda bu kavram›n 10 y›l-l›k süre içinde Büyük Okyanus “Çöp Alan›”n›n yar›s›n› temizlemekiçin teknik anlamda yap›labilir ve finansal anlamda uygulanabilirbir yöntem oldu¤u anlafl›ld›. Kitle fonlamas›yla 2.2 milyon dolarkaynak toplayan organizasyon projenin pilot aflamas›na girdi. Sis-tem önce 2016 y›l›nda, önerilen konum olarak Japon anakaras› veKore yar›madas› aras›ndaki sularda kullan›lacak.

ÇOK ÖNEML‹ B‹R PAZAR

Gemi ve Yat ‹hracatç›lar› Birli¤i Baflkan› Baflaran Bayrak: “Bir-lik olarak Nor-Shipping Fuar›na çok önem veriyoruz çünkü ra-kamsal anlamda ihracat›m›z›n yüzde 25’ini Norveç’e yap›yoruz.Avrupa’n›n yeni gemi inflada en aktif ülkesi olarak Norveç, Türki-ye’nin yan› s›ra Polonya, Letonya, Estonya, Litvanya ile Karade-niz’de Romanya ve Ukrayna gibi ülkelerde ürün yapt›r›yor. Ayr›caburadan ‹zlanda, Faroe Adalar›, ‹skoçya, Shetland ve hatta ‹ngil-tere gibi ülkelere de ulaflma imkan› var. Ayr›ca buralardan fiili vePeru’ya bile gemi ihraç ediliyor. Dolay›s›yla bizim aç›m›zdan ge-liflmeye aç›k ve çok önemli bir pazar. fiu anda 33’ü do¤rudan, di-¤erleri temsilcileri kanal›yla olmak üzere yaklafl›k 40 Türk firma-s› bu fuarda ürün ve hizmetlerini sergiliyor. Birlik olarak 400 do-lay›nda üyemiz oldu¤unu düflünürsek çok daha fazla flirket buradapazar bulabilir. Geçen y›l› 1.3 milyar dolar ihracat ile kapatt›k.Çeflitli olumsuz siyasi geliflmelere ra¤men bu y›l da benzer rakam-lara ulaflaca¤›m›z› öngörüyoruz. Norveç, Rusya ve Ortado¤u ihra-cat yapabilece¤imiz çok önemsedi¤imiz bölgeler. Say›sal anlamdaAkdeniz’in en büyük gemi üreticisi durumunday›z ve ürün gam›m›-z› biraz daha gelifltirebilirsek, anahtar teslimi ürün say›s›n› art›ra-bilirsek ihracat rakamlar›m›z› çok yukar›lara çekebiliriz. Norveç’ide bir girifl kap›s› olarak görüyoruz.”


Baflaran Bayrak

&&


Moody’s-rated shipping companies should report aggregate year-over-year EBITDA growth of around5%-7% over the next 12 to 18 months. Our

expectation indicates a stable outlook for the industry over thesame period,” says Mariko Semetko, a Moody’s Vice Presidentand Senior Analyst.

“Despite weak freight rates, EBITDA growth will be supportedby continued operating efficiencies and cost reductions; the latterwe expect will be driven largely by low fuel prices,” addsSemetko. The analysis is contained in its just-released reporttitled “Shipping - Global: Stable Outlook Reflects ModestEBITDA Growth as Costs Decline,” and is authored by Semetko.

The report points out that fuel accounts for a large portion ofshipping company expenses and is therefore a key driver ofearnings. For example, fuel accounts for about a quarter of theshipping expenses for Nippon Yusen Kabushiki Kaisha, MitsuiO.S.K. Lines, Ltd and Kawasaki Kisen Kaisha, Ltd.

The report says bunker prices should stay low in 2015 and riseonly modestly in 2016, given the ongoing weakness in crude oilprices and the correlation between crude and bunker prices.

The price of bunker fuel fell to about $395 per metric tonne asof 11 May from $595 per metric tonne a year ago and the peakof nearly $740 per metric tonne in March 2012.

The report also says that while all four main shipping segments(dry bulk, crude oil tankers, product tankers and containers)carry stable outlooks, not all four will exhibit equal levels ofsupply-demand imbalance. Moody’s is more positive about theoutlook for the tanker segment and least positive about theoutlook for the dry bulk segment.

It is explained that demand will slightly outpace supply in thetanker segment, because historically low prices have boosted

Moody’s Baflkan Yard›mc›s› ve Uzman Analisti MarikoSemetro “Moody’s taraf›ndan derecelendirilen gemici-lik flirketleri önümüzdeki 12-18 ayda, y›ll›k toplam

%5-%7 civar›nda Faiz, Vergi ve Amortisman Öncesi Kâr (FVAÖK/EBITDA) büyümesi bildirecek. Bizim beklentimiz ayn›dönemde sektör için istikrarl› bir görünüm öngörüyor” dedi. Se-metco aç›klamas›na “Zay›f navlun fiyatlar›na ra¤men FVAÖK bü-yümesi, iflletmelerin verimlilikleri ve maliyet indirimleri taraf›n-dan desteklenecek. Maliyetteki azalman›n büyük ölçüde düflük ya-k›t fiyatlar›yla sa¤lanaca¤›n› umuyoruz” diye devam etti. Bu sa-t›rlar›n yer ald›¤› Moody’s Japonya’n›n analizi, yeni yay›nlanan“Denizcilik-Küresel: ‹stikrarl› Görünüm, Maliyet Düflüflü OlarakIl›ml› FVAÖK Büyümesini Yans›t›yor” bafll›kl› raporda yer al›yorve yazar› da Semetko.

Rapor, gemicilik flirketlerinin giderlerinin önemli bölümünü yak›-t›n oluflturdu¤unu ve bu nedenle kazançlar için temel etkenin yak›toldu¤unu vurguluyor. Örne¤in, Nippon Yusen Kabushiki Kaisha,Mitsui O.S.K. Lines ve Kawasaki Kisen Kaisha için yak›t giderle-ri, gemicilik harcamalar›n›n yaklafl›k dörtte birini oluflturuyor.

Semetko’nun raporunda, ham petrol fiyatlar›nda sürmekte olanzay›fl›k ve ham petrol ve gemi yak›t› fiyatlar› aras›ndaki karfl›l›k-l› iliflki nedeniyle gemi yak›tlar›n›n 2015 y›l›nda düflük kalaca¤›n›ve 2016’da yaln›zca hafif bir biçimde artaca¤› da öngörülüyor.Gemi yak›t› fiyat› bir y›l önceki metrik ton bafl›na 595 dolar veMart 2012’deki metrik ton bafl›na yaklafl›k 740 dolar zirvesinden11 Mart 2015 itibar›yla 395 dolara düfltü.

Rapor ayr›ca dört ana gemicilik segmenti (kuru dökme yük gemi-leri, ham petrol tankerleri, ürün tankerleri ve konteynerler) istik-rarl› görünümlerini sürdürürken dördünün birden eflit arz-talepdengesizli¤i seviyeleri göstermeyece¤ini de belirtiyor. Moody’stanker segmenti görünümüne daha olumlu ve kuru dökme yük seg-mentine ise daha az olumlu bak›yor.



STABLE OUTLOOK FOR GLOBAL SHIPPINGKÜRESEL DEN‹ZC‹L‹⁄‹N GÖRÜNÜMÜ ‹ST‹KRARLI

Moody’s Japan K.K. says the outlook for the global shipping industry over the next 12-18

months is stable.

Moody’s Japonya, önümüzdeki 12-18 ay boyunca küresel denizcilik sektörünün görünümünün

istikrarl› oldu¤unu söylüyor.

“

demand for tankers to be used as storage for oil. Stockpiling oilfor strategic reserves and oil-trading companies storing oil intankers have caused freight rates to rise, and it is expected thattankers will see earnings growth in 2015 including for this reason.

By contrast, the supply growth for dry bulk ships will exceeddemand growth in 2015-16, because of weaker macroeconomicconditions particularly in China. The oversupply situation willkeep freight rates low over the next 12-18 months and constrainrevenue and EBITDA growth for the dry bulk segment.

The report concludes by saying that downside risks for theindustry as a whole remain high. Moody’s would considerchanging the outlook for the industry back to negative if thereare signs that shipping supply growth will exceed demand growthby more than 2%, or that aggregate EBITDA will fall by morethan 5% year-over-year.

On the other hand, Moody’s would consider changing the outlookfor the industry to positive if the oversupply situation for vesselsimproves materially and aggregate year-over-year EBITDAgrowth appears likely to exceed 10%.

• Outlooks are stable for the four main shipping segments, butnot all segments will fare equally. While the differences in thesupply-demand imbalances for each segment are not materialenough to differentiate the outlooks of each shipping segment,we are more concerned about the dry bulk segment and moreoptimistic on the tankers.

Tarihsel olarak düflük fiyatlar tankerlerin petrol depolamada kullan›lmas› talebini yükseltti¤inden tanker segmentinde talebinarz› biraz geride b›rakaca¤› da belirtiliyor. Stratejik rezervler içinpetrol stoklama ve petrol ticareti flirketlerinin tankerlerde petroldepolamas›, navlun fiyatlar›n›n yükselmesine yol açt› ve bu neden-le 2015 y›l›nda tanker gelirlerinde art›fl görülmesi bekleniyor.

Bu durumun tersine, baflta Çin’de olmak üzere zay›f makro ekono-mik flartlar nedeniyle 2015-16’da kuru dökme yük gemileri içinarz art›fl› talep art›fl›n› geride b›rakacak. Arz fazlal›¤› navlun fi-yatlar›n› önümüzdeki 12-18 ay boyunca düflük tutacak ve kurudökme yük segmenti için gelir ve FVAÖK büyümesini k›s›tlayacak.

Raporun kapan›fl bölümünde bütün olarak sektör için afla¤› yönlürisklerin yüksek kald›¤›n›n alt› çiziliyor. Moody’s, gemicilik arzbüyümesinin talep büyümesini %2’den fazla geçmesi ya da toplamFVAÖK’n›n y›ldan y›la %5’ten fazla düflmesi halinde sektör içingörünümü yine olumsuza çevirmeyi ele alacak. Öte yandan gemi-ler için arz fazlal›¤› durumunun önemli ölçüde düzelmesi ve top-lam y›ldan y›la FVAÖK art›fl›n›n %10’u geçecek gibi görünmesidurumunda ise Moody’s sektör için görünümü olumluya çevirmeyimasaya koyacak.

• Dört ana gemicilik segmenti için görünümler istikrarl› amatüm segmentler eflit ölçüde yararlanmayacak. Her segment içinarz-talep dengesizliklerindeki farklar, her segmentin görünüm-lerini farkl›laflt›rmak için fazla önemli de¤ilken, kuru dökmeyük segmenti için daha kayg›l› ve tankerlerle ilgili olarak dahaiyimseriz.



• Freight rates are near historic lows for dry bulk. We expectthe supply growth for dry bulk ships to exceed demand growthin 2015-16 because demand will be modest as a result ofweaker macroeconomic conditions, particularly in China. Inaddition, there is still a substantial vessel-delivery schedule.This oversupply will keep freight rates low during the coming12-18 months and constrain dry bulk shipping companies'revenue and EBITDA growth.

• Container ships will benefit temporarily from lower bunkerprice, but oversupply will keep freight rates low. Deliveries ofvery large vessels will cause supply to remain higher thandemand in the container ship segment and subsequently keepfreight rates low. The segment nonetheless will benefit themost from the low bunker fuel prices because containeroperators pay all voyage costs including fuel, and fuelrepresents around 20%-25% of container ships' total operatingcosts. Given the highly competitive nature of this segment, weexpect that companies will have to pass on most of the costsavings from bunker to their customers and retain only onaverage 20%-30% of the cost savings in 2015.

• Demand will outpace supply slightly in the tanker segments.The historically low oil prices have boosted demand for tankersto be used as storage for oil. Stockpiling oil for strategicreserves and oil trading companies storing oil in tankers havecaused freight rate to increase, and we expect tankers will seeearnings growth this year. However, we do not expect thesegment’s EBITDA or demand growth to be material enoughto change the segment’s outlook to positive or to last beyondour 12-18 month outlook horizon, given our assumption formoderate oil price increases.

• Kuru dökme yük sektörü için navlun bedelleri tarihsel düflüklükseviyelerinde. Baflta Çin’de olmak üzere zay›f makroekonomikkoflullar›n bir sonucu olarak talep ›l›ml› seyredece¤inden 2015-16’da kuru dökme yük gemileri için arz büyümesinin talep bü-yümesini geride b›rakmas›n› bekliyoruz. Buna ek olarak hâlâciddi bir gemi-teslimi çizelgesi mevcut. Bu arz fazlal›¤› durumunavlun ücretlerini önümüzdeki 12-18 ay boyunca düflük tutacakve kuru dökme yük gemicilik flirketlerinin gelir ve FVAÖK büyü-mesini k›s›tlayacakt›r.

• Konteyner gemileri düflük yak›t fiyat›ndan geçici olarak yararla-nacak ama arz fazlal›¤› navlun ücretlerini düflük tutacak. Çokbüyük gemilerin teslimat›, konteyner gemisi segmentinde arz›ntalepten daha yüksek kalmas›na yol açacak ve ard›ndan da nav-lun fiyatlar›n› düflük tutacak. Bununla birlikte konteyner ifllet-mecileri tüm seyir giderlerini yak›t dâhil olarak ödedi¤inden veyak›t da konteyner gemilerinin toplam iflletme maliyetinin yak-lafl›k %20-25’ini oluflturdu¤undan segment en çok düflük gemiyak›t› fiyatlar›ndan faydalanacak. Bu sektörün fazlas›yla reka-betçi do¤as› dikkate al›nd›¤›nda, flirketlerin yak›ttan sa¤lad›kla-r› tasarrufun önemli bölümünü müflterilerine aktaracaklar›n› ve2015 y›l›nda maliyet tasarruflar›n›n yaln›zca ortalama %20-30’unu ellerinde tutacaklar›n› düflünüyoruz.

• Tanker segmentlerinde talep, arz› hafifçe geçecek. Tarihsel ola-rak düflük petrol fiyatlar› tankerlerin petrol deposu olarak kul-lan›lmas› talebini yükseltti. Stratejik rezervler için petrol stok-lanmas› ve petrol ticareti yapan flirketlerin tankerlerde petroldepolamas› navlun fiyatlar›n›n yükselmesine yol açt› ve bu ne-denle bu y›l tankerlerin gelirlerinde art›fl görülmesi bekleniyor.Ancak ›l›ml› petrol fiyat› art›fl› tahminlerimiz dikkate al›nd›¤›n-da segmentteki FVAÖK ya da talep büyümesinin bu segmentingörünümünü olumluya çevirmeye ya da 12-18 ayl›k görünüm uf-kumuzun ötesinde devam etmeye yetecek kadar önemli olaca¤›-n› beklemiyoruz.



EXPECTED INCREASES IN SHIPPING SUPPLY AND DEMAND THROUGH DECEMBER 20152015 ARALI⁄INA KADAR GEM‹C‹L‹K ARZ VE TALEB‹NDE BEKLENEN ARTIfiLAR

Dry Bulk Crude Oil Tankers Product Tankers ContainersKuru Dökme Yük Ham Petrol Tankerleri Ürün Tankerleri Konteyner

2015 (million DWT) (million DWT) (million DWT) (thousand TEU)

Fleet as of 31 December 2014 // 31 Aral›k 2014 itibar›yla filo 756 349 73 18,115

Newbuildings to be delivered in 2015 // 2015’te teslim edilecek yeni inflalar 76 14 5 1,755

Cancellation/postponement (% of deliveries) // ‹ptal/Erteleme (teslimatlar›n yüzdesi) 40% 30% 30% 10%

Scrapping // Hurdaya ç›karma 15 6 3 377

Expected increase in supply // Arzda beklenen art›fl 4% 1% 1% 7%

Expected increase in demand // Talepte beklenen art›fl 2% 2% 2% 5%

Supply-demand gap // Arz-Talep dengesi 2% -1% -1% 2%

Outlook // Görünüm Stable // ‹stikrarl› Stable Stable Stable

Sources: Drewry Maritime Research and Moody’s Investors Service estimates

&&

Policies should aim to support the recovery and addressexcessive private sector debt, the report says. Some countries need urgent progress on the structural reform

agenda to escape the debt trap and sub-par medium-term growth.

The region’s countries have been diverging down three paths.Baltic countries, Central and Eastern Europe (CEE), and Turkeyare faring best, thanks to cheaper oil and a stronger euro arearecovery. Southeastern Europe (SEE) is getting a smaller boostfrom these factors, due to lingering structural weaknesses andprivate sector debt. Commonwealth of Independent States (CIS)economies are expected to contract this year, with Russiaaffected by falling oil prices and sanctions and Ukraine in themidst of geopolitical tensions and macroeconomic adjustment.

A number of risk factors going both ways could come into play inthe near future. There is a possibility of financial marketvolatility, for example as the US Fed begins to normalize itsmonetary policy. This could raise the cost of borrowing andreduce investment in the region. Any intensification ofgeopolitical tensions related to Ukraine or a prolonged period ofturbulence in Greece could also weigh on the region’s prospects.On the upside, growth in the euro area could exceed expectationson the back of the ECB’s monetary policy and lower oil prices.

SLUGGISH INVESTMENT, STUBBORN CREDIT GAP

Much of the CESEE region still lacks investment. In the secondhalf of 2014, investment only made a positive contribution togrowth in Central and Eastern Europe. Uncertainties about the

IMF’nin yay›nlad›¤› son rapora göre, ülkelerin ekonomi politika-lar› canlanmay› desteklemeyi amaçlamal› ve çok yüksek olan özelsektör borcunun üzerinde durmal›. Borç tuza¤› ve ortalaman›n al-

t›nda seyreden orta vadeli büyümeden kaçmak için baz› ülkelerinyap›sal reform ajandas›nda acil ilerleme kaydetmesi gerekiyor.

Bölge ülkeleri üç flekilde birbirinden ayr›l›yor: Daha düflük petrolfiyat› ve daha güçlü avro alan› canlanmas› sayesinde Balt›k ülkele-ri, Orta ve Do¤u Avrupa (CEE) ve Türkiye durumun üstesinden eniyi flekilde gelen ülkeler. Çok yavafl düzelen yap›sal zay›fl›k ve özelsektör borcu nedeniyle Güneydo¤u Avrupa (SEE) bu etmenlerdendaha az destek alabiliyor. Ba¤›ms›z Devletler Toplulu¤u (CIS) ekonomilerinin bu y›l, düflen petrol fiyatlar› ve yapt›r›mlardan ve dejeopolitik gerilimlerin makroekonomik uyumun ortas›nda olan Ukrayna’dan etkilenen Rusya ile anlaflma yapmas› bekleniyor.

Yak›n gelecekte her iki yöne de ilerleyen bir dizi risk faktörü devreyegirebilir. Örne¤in, ABD Merkez Bankas› (FED) para politikas›n› nor-mallefltirdikçe finansal pazar uçuculu¤u riski olas› hale geliyor. Budurum borçlanma maliyetini yükseltebilir ve bölgedeki yat›r›mlar›azaltabilir. Ukrayna’yla ilgili jeopolitik gerilimlerin fliddetlenmesi yada Yunanistan’da süresi uzayan bir çalkant› dönemi de bölgenin gele-cekteki beklentilerine bask› yapabilir. Olumlu tarafta, avro bölgesin-deki büyüme beklentileri Avrupa Merkez Bankas› parasal politikas›-n›n ard›ndan beklentileri aflabilir ve petrol fiyatlar›n› düflürebilir.

DURGUN YATIRIM, ‹NATÇI KRED‹ AÇI⁄I

CESEE bölgesinin önemli bölümü hâlâ yat›r›mdan yoksun. Yat›-r›m yaln›zca 2014’ün ikinci yar›s›nda Orta ve Do¤u Avrupa’dakibüyümeye olumlu katk›da bulundu. Dünya genelindeki ve avro böl-

MONEY // PARA

CENTRAL, EASTERN AND SOUTHEASTERN EUROPE:

MIND THE CREDIT GAPORTA, DO⁄U VE GÜNEYDO⁄U AVRUPA:

KRED‹ AÇI⁄INA D‹KKAT

Countries in Central, Eastern, and Southeastern Europe (CESEE) are facing

mixed economic fortunes, according to a new IMF report on the region.

In addition to the legacies of the crisis, external forces are at play: the oil

price, the strength of the euro area recovery, and geopolitical tensions.

Uluslararas› Para Fonu’nun (IMF) bölgeyle ilgili son raporuna göre Orta,

Do¤u ve Güneydo¤u Avrupa Ülkeleri (CESEE) kar›fl›k ekonomik

kaderlerle yüz yüze. Krizlerin miraslar›na ek olarak “d›fl güçler” de devrede:

Petrol fiyat›, avro bölgesi canlanmas›n›n gücü ve jeopolitik gerilimler.


strength of global and euro area recovery and geopoliticaltensions are only partly to blame. The burden of debt in theprivate sector is another factor.

Since the global financial crisis, most countries in the regionhave significantly reduced investment and increased savings.However private debt-to-GDP ratios have declined only in a fewcountries. This reflects a combination of deep recessions, lowinflation, and the impact of currency devaluations on debtburdens. CEE countries have seen less of a boom-and-bust cycleand hence, faced less of a deleveraging challenge than elsewherein the region. While Baltic countries have made progress inreducing private debt and bad loans, a number of SEE countriesneed further adjustment.

While deleveraging is necessary, it tends to last longer and implylarger output losses if the debt problem is deeply-rooted, ifmacroeconomic policies are not sufficiently supportive, and ifinstitutional frameworks are less flexible. The strength of thefinancial sector and external environment also matters. Balticcountries adjusted faster than SEE countries thanks to theirmore flexible institutions and their stronger links to countriesless affected by the crisis.

A positive “credit gap” exists when private debt is high,compared to a country’s fundamentals - its GDP and nominalinterest rates. Post-crisis deleveraging efforts have not managedto close the gap in many countries. At the end of 2013, creditgaps were still wide in several SEE countries, Ukraine, Russia,and Turkey. Firms in these countries are also typically moreexposed to liquidity or solvency risks.

Projections of the credit gap into the medium-term suggest thatthe debt burden will remain a drag on credit and growth in somecountries, unless decisive action is taken. This is particularly truefor Bulgaria, Croatia, and Ukraine.

HOW TO GROW OUT OF DEBT

Countries need policies that will support domestic demand and tohelp resolve excessive debt. This will open the door to betterlevels of investment and a robust recovery. Supportivemacroeconomic policies are essential in countries where debtweighs on demand. While many CESEE countries need to cuttheir fiscal deficits, measures should be correctly dosed to avoidderailing the recovery. Monetary policy should remainaccommodative in countries facing deflationary risks.

Structural and institutional reforms are essential to raise growthpotential, especially for countries with a private sector weigheddown by debt. Flexibility in labor market rules (for example,lower hiring and firing costs) can be critical. Companies that areparalyzed by excessive debt sometimes need to shed jobs to avoiddeeper cuts in investment that might undermine their futureviability. Companies also need more help to resolveunmanageable debts, since banks often lack the capacity orincentives to deal with bad loans on their books.

Finally, many SEE and CIS countries also face an extensiveunfinished structural reform agenda to improve the investmentenvironment, raise productivity and reduce long-termunemployment.

gesindeki canlanman›n gücüne dair belirsizlikler ve jeopolitik ge-rilimler ancak k›smen suçlanabilir.

Özel sektörün üstündeki borç yükü ise bir di¤er etmen. Küreselkrizden bu yana bölgedeki ülkelerin ço¤u yat›r›mlar› önemli ölçü-de azaltt› ve tasarruflar› art›rd›. Ancak özel sektörün borcununGSY‹H’ye oran› yaln›zca birkaç ülkede düfltü. Bu durum, derindurgunluk, düflük enflasyon ve devalüasyonlar›n borç yükleri üze-rindeki etkisinin bir kar›fl›m›n› yans›t›r. CEE ülkeleri, bölgenin di-¤er bütün ülkelerinden daha az ölçüde bir ani yükselifl ve düflüfldöngüsü gördü ve dolay›s›yla daha az ölçüde bir borç oranlar›n›ndüflürülmesi sorunuyla karfl›laflt›. Balt›k ülkeleri özel borçlar› vebat›k kredileri azaltmada ilerleme kaydederken baz› SEE ülkeleriise daha fazla düzenleme ihtiyac› içinde.

Borç oranlar›n›n düflürülmesi gerekliyse de borç sorununun derin-lere kök salmas›, makroekonomik politikalar›n yeterince destekle-yici olmamas› ve kurumsal çerçevelerin daha az esnek olmas› du-rumunda, daha uzun süre devam etme ve daha büyük ç›kt› zarar-lar›na iflaret etme e¤ilimi söz konusudur. Finansman sektörününve d›fl çevrenin gücü de tabii ki önemlidir. Daha esnek kurumlar›ve krizden daha az etkilenen ülkelerle daha güçlü ba¤lar› sayesin-de Balt›k ülkeleri SEE ülkelerinden daha h›zl› uyum sa¤lad›.

Bir ülkenin ekonomik temellerine -GSY‹H ve nominal faiz oranla-r›- k›yasla özel borç yüksek oldu¤unda pozitif bir “kredi aç›¤›” sözkonusudur. Kriz sonras› borç oranlar›n› düflürme çabas› pek çokülkede bu aç›¤› kapatmakta baflar›l› olamad›. 2013 sonunda pekçok SEE ülkesinde, Ukrayna, Rusya ve Türkiye’de kredi aç›klar›hâlâ çok geniflti. Bu ülkelerdeki flirketler de likidite ya da ödemegücü risklerine zaten genelde daha aç›k.

Kredi aç›klar›n›n orta vade projeksiyonlar›, kararl› bir ad›m at›l-mad›kça borç yükünün kredi ve baz› ülkelerdeki büyüme üzerindebir s›k›nt› olarak kalaca¤›n› düflündürüyor. Bu durum özellikleBulgaristan, H›rvatistan ve Ukrayna için geçerli.

BORÇTAN NASIL KURTULMALI?

Ülkelerin iç talebi destekleyecek ve afl›r› borcu gidermeye yard›mc›olacak politikalara ihtiyac› var. Böylece daha iyi yat›r›m düzeylerive daha sa¤lam canlanman›n yolu aç›lacak. Borcun talep üzerinebask› yapt›¤› ülkelerde destekleyici makroekonomi politikalar› flart.Pek çok CESEE ülkesinin mali aç›klar›n› azaltmas› gerekirken can-lanmay› raydan ç›karmaktan kaç›nmak için dozu do¤ru ayarlanm›flönlemler de al›nmas› gerekiyor. Deflasyonist risklerle yüz yüze olanülkelerde para politikas›n›n uyarlanabilir kalmas› flart› var.

Özellikle borç yükü alt›nda bir özel sektöre sahip ülkeler söz konu-su oldu¤unda büyüme potansiyelini art›rmak için yap›sal ve ku-rumsal reformlar gerekiyor. Emek piyasas› kurallar›nda esneklik(örne¤in daha düflük ifle alma ve iflten ç›karma maliyetleri) önem-li olabilir. Gelecekteki mali kapasitelerinin alt›n› oyacak olan da-ha derin yat›r›m kesintilerinden kaç›nmak için bazen afl›r› borç yü-küyle paralize olan flirketlerin iflleri da¤›tmas› gerekiyor. Banka-lar s›kl›kla kay›tlar›ndaki bat›k borçlarla bafla ç›kma yetene¤i yada güdüsünden yoksun olduklar›ndan flirketlerin yönetilemez borç-lar› çözme konusunda da daha fazla yard›ma ihtiyaçlar› var.

Son olarak, pek çok SEE ve CIS ülkesinin de yat›r›m çevresini iyi-lefltirmek, verimlili¤i art›rmak ve uzun vadeli iflsizli¤i azaltmakiçin büyük bir tamamlanmam›fl yap›sal reform gündemine sahipoldu¤unu vurgulayal›m.

MONEY // PARA

&&


Also this year, Istanbul hosted a conference about theBlack Sea and its surrounding; a very important regionthat the Turkey occupies its center. The activity that was

held on May 28-29, 2015 under the title of 4th Black Sea Portsand Shipping 2015 did not consist only of conferences. A mini fair was organized at the wide area right at the entranceof conference hall of Istanbul Marriott Hotel Asia where theimportant transportation, construction, port management, portmachines and services corporations not only from the Black Seabut also from the world opened booths. As media institution, only “marine&commerce” attended to the 4. Black Sea Portsand Shipping 2015 held under the main sponsorship of Y›lport.

30 speakers with extensive knowledge at international levelmade presentations at the conference. Generally, thepresentations were concentrated under the titles involving themaritime commerce atthe Black Sea and itssurrounding. On theother side, particularlythe presentations of therepresentatives ofinternational companiesrelated with the courseof global commerce andits effects on Black Searegion were veryremarkable. One ofthese presentations wasthe “Regional Market:Outlook and

‹stanbul bu sene de, Türkiye’nin merkezinde yer ald›¤› çok önemli bir bölgeye, Karadeniz ve çevresine dair bir konferan-sa ev sahipli¤i yapt›. 28-29 May›s 2015 günlerinde düzenlenen

4. Karadeniz Limanlar› ve Denizcilik 2015 bafll›kl› etkinlik konferanslardan ibaret de¤ildi. Nitekim ‹stanbul Marriott Hotel Asia’daki konferans salonunun hemen giriflindeki büyük alanda,sadece Karadeniz’in de¤il dünyan›n da önemli tafl›mac›l›k, inflaat, liman iflletmecili¤i, liman makineleri ve hizmetleri kurulufllar› aras›nda yer alan flirketlerin stant açt›¤› bir mini fuar düzenlendi. Y›lport’un ana sponsorlu¤undaki 4. KaradenizLimanlar› ve Denizcilik 2015’e bas›n kuruluflu olarak sadece“marine&commerce” kat›ld›.

Konferansta, uluslararas› düzeyde bilgi birikime sahip 30 konufl-mac› sunum yapt›. Sunumlar genel olarak Karadeniz ve çevresin-deki deniz ticaretini kapsayan bafll›klar alt›nda yo¤unlaflt›. Öte




Black Sea Ports and Shipping 2015 Conference that received a wide and effective participation disclosed the

potential in the region down to the last detail. The Conference draw attention to the fact that the Black Sea is

the best alternative for the Marmara Region that reaches to its saturation point gradually.

Genifl ve etkin bir kat›l›ma sahip olan Karadeniz Limanlar› ve Denizcilik 2015 Konferans›, bölgedeki

potansiyeli bütün aç›kl›¤›yla ortaya koydu. Konferans, yavafl yavafl doyma noktas›na ulaflan Marmara

Bölgesi’ne en iyi alternatifin Karadeniz oldu¤una da dikkat çekti.

Jolke Helbing

Opportunities” made by Jolke Helbing from Ocean ShippingConsultans. The report states that the share of marine commercein Turkey’s import transportation is rapidly increasing comparedto other types of transportation while container transportationgrows in parallel with the increase of national Gross DomesticProduct (GDP).

MARMARA IS ABOUT TO SATURATE

Jolke Helbing presented the shares in marine commerce of thefour seas belonging to Turkey. Hollander speaker said that theseseas ranked as Marmara, Mediterranean, and Aegean and addedthat the Black Sea is still below the desired level although itbegins to receive share starting from 2010.

Helbing explained that the most important ports of Turkey interms of import-export transportation are Mersin, Marport,Kumport, ‹zmir, Evyap and Gemport as of 2013. After sayingthat the ports at the Black Sea shore does not take place in thislist Helbing added that the countries having the most importantcontainer transshipment ports of the region including Marmaraare ranked as Ukraine, Russia, Georgia, Romania and Bulgaria.

Helbing emphasized in his presentation that according to aprojection reaching to the year of 2044, it is foreseen that theMarmara would receive the lion’s share from the marinetransportation of Turkey, Mediterranean and Aegean wouldcontinue to follow the Marmara and the Black Sea wouldreceive the smallest share if the investments remain in this level.He remarked that in 2030 the Marmara Sea would saturate as a

yandan özellikle uluslararas› flirket temsilcilerinin yapt›¤› küreselticaretin gidiflat› ve bunun Karadeniz bölgesine etkilerini inceleyensunumlar büyük ilgi çekti. Ocean Shipping Consultans’dan JolkeHelbing’in “Bölgesel Market: Görünüm ve F›rsatlar” bafll›kl› su-numu, bunlardan birisiydi. Raporda Türkiye’nin ithalata yöneliktafl›mac›l›¤›nda deniz ticaretinin pay›n›n, di¤er tafl›mac›l›k türleri-ne göre h›zla artt›¤›na dikkat çekilirken, konteyner tafl›mac›l›¤›-n›n, ulusal Gayrisafi Yurtiçi Has›la’n›n (GSYH) art›fl›na paralelolarak büyüdü¤ü yer ald›.

MARMARA DOYMAK ÜZERE

Jolke Helbing, Türkiye’nin sahip oldu¤u dört denizin deniz ticare-tindeki paylar›n› ortaya koydu. Bu denizlerin Marmara, Akdenizve Ege olarak s›raland›¤›n› anlatan Hollandal› konuflmac›, Kara-deniz’in ise 2010’dan itibaren pay almaya bafllam›fl olmas›na kar-fl›n halen istenilen düzeyin çok alt›nda kald›¤›n› belirtti.

Helbing Türkiye’nin ithalat-ihracat tafl›mac›l›¤›ndaki en önemli li-manlar›n 2013 y›l› itibariyle Mersin, Marport, Kumport, ‹zmir,Evyap ve Gemport oldu¤unu bildirdi. Ülkenin Karadeniz k›y›s›nda-ki limanlar›n›n bu s›ralamada yer almad›¤›n› belirten Helbing,Marmara dâhil bölgenin en önemli konteyner aktarma limanlar›-na sahip ülkelerin Ukrayna, Rusya, Gürcistan, Romanya, Bulga-ristan olarak s›raland›¤›n› kaydetti.

Helbing sunumunda 2044 y›l›na kadar uzanan bir projeksiyonda,Türkiye’nin deniz tafl›mac›l›¤›nda aslan pay›n› Marmara’n›n alma-s›n›n ve onu Akdeniz ile Ege’nin izlemeye devam etmesinin, Kara-deniz’in ise yat›r›mlar›n bu düzeyde devam etmesi halinde en kü-



port of transshipment and export-import cargo and drawattention to the necessity of developing and transferring theinvestments to the Black Sea shores.

“HUB-PORT” POSITION

Kumport CEO, Özgür Soy’s presentation was one of the mostimportant ones of the conference. In his presentation under thetitle of “Transshipment Mobility At The Black Sea Region” Soyemphasized that total Gross Domestic Product of the regionconsisting of Turkey, Romania, Bulgaria, Russia, Ukraine andGeorgia and located on an area of 18.8 million squarekilometers with approximately 300 million habitants has reachedto 3.4 trillion dollars. You can find the presentation of Soy inour following pages.

Meanwhile, thanks to the presentations, we find the chance ofseeing the importance attached by Turkey on the ports at the BlackSea shore in order to increase the share it receives from themarine commerce at the region. Except Park Holding whoacquired the operating right of Hopa Port in 1997; AlbayrakGroup who acquired the operating right of Trabzon Port in 2003and changed its name as Alport and Ceynak Lojistik who acquiredthe operating right of Samsun Port in 2007 there is only one newinvestment and that is Karasu Port. We know that the port, whichis being built by ‹çtafl ‹nflaat and expected to be completed in June2016, will offer service for ferries, Ro-Ro and dry bulk ships.

çük payda kalmas›n›n öngörüldü¤ünü vurgulad›. 2030 y›l›ndaMarmara Denizi’nin ithalat-ihracat yükleri ve aktarma liman› ola-rak doyaca¤›n› belirten Helbing, Türkiye’nin Karadeniz k›y›s›n› ge-lifltirmeye ve yat›r›mlar› bu bölgeye do¤ru kayd›rmaya bafllamas›-n›n zorunlulu¤una dikkat çekti.

“HUB-PORT” KONUMU

Konferanstaki ilgi çekici sunumlar›ndan biri de Kumport CEO’suÖzgür Soy’a aitti. “Karadeniz Bölgesi’ndeki Aktarma Hareketlili-¤i” bafll›kl› sunumda Soy, yaklafl›k 300 milyon kiflinin yaflad›¤›18.8 milyon kilometrekarelik alana yay›lan ve Türkiye, Romanya,Bulgaristan, Rusya, Ukrayna, Gürcistan’dan oluflan bölgenin top-lam GSYH’sinin 3.4 trilyon dolara ulaflt›¤›n› vurgulad›. Soy’un su-numunu takip eden sayfalar›m›zda bulabilirsiniz.

Konferanstaki sunumlar sayesinde, Türkiye’nin Karadeniz’dekideniz ticaretinden ald›¤› pay› art›rmak için Karadeniz k›y›s›n-daki limanlara ne kadar ilgi gösterdi¤ine de göz atmak f›rsat›-n› bulduk. 1997’de Hopa Liman›’n› iflletme hakk›n› alan ParkHolding, 2003’te Trabzon Liman›’n›n iflletme hakk›n› al›p ad›n›Alport olarak de¤ifltiren Albayrak Grubu, 2007’de Samsun Liman›’n›n iflletme hakk›n› alan Ceynak Lojistik d›fl›nda bir tekyeni yat›r›m söz konusu ki o da Karasu Port. ‹çtafl ‹nflaat tara-f›ndan sürdürülen ve 2016 Haziran’›nda tamamlanmas› bekle-nen liman›n, feribotlar ve Ro-Ro ile dökme yük gemilerine hiz-met verece¤ini biliyoruz.



&&

Kumport’s CEO Özgür Soy attracted a great attention withhis presentation titled “Transshipment Activities in TheBlack Sea Region / Kumport as a Hub-Port” at the 4th

Black Sea Ports and Shipping Conference. Soy emphasized thattotal Gross Domestic Product of the region consisting of Turkey,Romania, Bulgaria, Russia, Ukraine and Georgia and located onan area of 18.8 million square kilometers with approximately300 million habitants has reached to 3.4 trillion dollars. He recorded that the container handling figures of the five countries of the region except Turkey has increased 1 percent in2014 compared to 2013 and added that Ukraine keeps its firstrank position despite its 13 percent loss but Russia succeeded todownscale the difference to 50 thousand containers with a 3% growth. Özgür Soy stated that the Romania in the third rankcome closer to Russia with a 9 percent growth rate. Soy said that 87 percentage of Turkey’s total 1.9 million TEUtransshipment volumes is performed by Kumport; and the portbecame a hub-port for European cargos and it is preferred nearly double against Constanza Port.

Özgür Soy draw attention to the fact that the global portoperators in the Black Sea Market are HPC (Odessa, Ukraine),APM (Poti, Georgia) and DP World (Constanta, Romania) andadded that the ongoing investment projects are ranked asTaman (Russia), Ilyichevsk (Ukraine) and Constanta (Romania).Let’s continue to follow the presentation of Soy:

Kumport CEO’su Özgür Soy “Karadeniz Bölgesi’ndekiAktarma Hareketlili¤i / Bir Aktarma Liman› OlarakKumport” bafll›kl› sunumuyla 4. Karadeniz Limanlar› ve

Deniz Ticareti Konferas›’nda büyük ilgi çekti. Soy sunumunda,yaklafl›k 300 milyon kiflinin yaflad›¤› 18.8 milyon kilometrekarelikalana yay›lan ve Türkiye, Romanya, Bulgaristan, Rusya, Ukraynave Gürcistan’dan oluflan bölgenin toplam GSYH’sinin 3.4 trilyondolara ulaflt›¤›n› vurgulad›. Bölgede Türkiye hariç befl ülkeninkonteyner elleçleme rakamlar›n›n 2014’te, 2013’e göre yüzde 1büyüdü¤ünü kaydeden Soy, Ukrayna’n›n yüzde 13’lük kaybakarfl›n birinci s›radaki yerine korudu¤unu, ancak Rusya’n›n yüzde3’lük büyümeyle fark› 50 bin adet konteynere kadar indirdi¤inibelirtti. Özgür Soy, üçüncü s›radaki Romanya’n›n da yüzde 9büyüme oran›yla Rusya’ya yaklaflt›¤›n› ifade etti. Türkiye’nin 1.9milyon TEU’luk aktarma yük hacminin yüzde 87’sini Kumport’ungerçeklefltirdi¤ini belirten Soy, liman›n Avrupal› yükler için birhub-port haline geldi¤ini ve Köstence Liman›’n›n neredeyse iki kat›oran›nda tercih edildi¤ini de söyledi.

Özgür Soy, Karadeniz piyasas›ndaki küresel liman iflletmecilerininHPC (Odesa, Ukrayna), APM (Poti, Gürcistan) ve DP World(Köstence, Romanya) oldu¤una dikkat çekerken devam edenyat›r›m projelerinin ise Taman (Rusya), Ilyichevsk (Ukrayna) veKöstence (Romanya) olarak s›raland›¤›n› kaydetti. Soy’un kale-minden sunuma göz atmaya devam edelim:

PORTS // L‹MANLAR


THE LACK OF THE BLACK SEA:A DEVELOPED HUB-PORT

KARADEN‹Z’‹N ‹HT‹YACI:GEL‹fiM‹fi AKTARMA L‹MANI

CEO of Kumport, Özgür Soy put his signature under an interesting presentation at the 4th Black Sea Ports

and Shipping Conference. After remarking that the Black Sea is a market with high potential Soy

emphasized that the Turkish ports at the North Marmara are likely to grow their share in the transshipment

market given to the significant geographical advantage.

Kumport CEO’su Özgür Soy, 4. Karadeniz Limanlar› ve Deniz Ticareti Konferas›’nda ilgi çekici bir sunuma

imza att›. Karadeniz’in yüksek potansiyele sahip bir pazar oldu¤una dikkat çeken Soy, co¤rafi avantaj›

dolay›s›yla Kuzey Marmara’daki Türk Limanlar› aktarma piyasas›ndaki paylar›n› art›raca¤›n› vurguluyor.

TRANSSHIPMENT METHOD IS MORE EFFICIENT

Two separate methods come to the fore in services to the BlackSea. First of them is to reach the Black Sea by feeder vessels.Service flexibility, there being no constraints for feeders whilepassing through Bosphorus Strait, possibility of using vesselslarger than 300 meters (up to 18,000 TEU), higher schedulereliability and the advantage of deploying fewer mother shipswhen the line ends at Istanbul (4 or 8 days) are the reasons forpreferring this method.

The second method of direct services has both advantages anddisadvantages. Disadvantages consist of natural conditionsresulting from the geographical structure of Istanbul Strait andthe restrictions imposed at the Istanbul Straight. Theserestrictions can be listed as 57 meters maximum air draft, 20meters maximum draft, 299.99 meters maximum ship lengththat can pass without special permission and the provision ofescort by tug for vessels larger than 300 meters which increasesthe costs. Besides, delays due to Bosphorus Strait passagerestrictions, lack of suitable equipment in some terminals andspecial permission requirement for some dangerous cargo typesand rigs should be taken into consideration also. Finally, voyagetime may extend due to weather conditions in Black Sea andBosphorus. In spite of this, direct services have the advantageslike shorter passage time and cheaper fuel usage.

AKTARMA YÖNTEM‹ DAHA EFEKT‹F

Karadeniz’e yap›lan seferlerde iki farkl› yöntem dikkat çekiyor.Bunlardan birincisi aktarma gemileriyle Karadeniz’e ulafl›lmas›.Bu yöntemin tercihinde sefer esnekli¤i, ‹stanbul Bo¤az›’ndangeçen aktarma gemileri için k›s›tlama olmamas›, 300 metredenbüyük gemiler kullanabilme flans› (18,000 TEU’ya kadar), dahayüksek tarife güvenilirli¤i ve hat ‹stanbul’da sonland›¤›nda dahaaz say›da ana gemi kullanma avantaj› (4 ila 8 gün).

‹kinci yöntem olan do¤rudan seferlerin hem avantajl› hem dedezavantajl› yönleri var. Dezavantajlar› ‹stanbul Bo¤az›’ndauygulanan k›s›tlamalarla Bo¤az’›n co¤rafi yap›s›ndan kay-naklanan do¤al koflullar oluflturuyor. Bunlar, geminin en fazlayüksekli¤inin 57 metre, en fazla su çekiminin 20 metre, özelizne tabi olmadan geçebilecek en büyük gemi boyunun 299.99metre olmas› ki 300 metre ve daha uzun gemilere maliyetiart›ran römorkör eskortu flart› konuyor. Ayr›ca ‹stanbul Bo¤az›geçifllerindeki k›s›tlamalar nedeniyle gecikmeler, baz› tehlikeliyük türleri ve donan›mlar için de özel izin gerekmesi ve baz› ter-minallerdeki uygun ekipman eksikli¤ini de unutmamak laz›m.Son olarak Karadeniz ve Bo¤azlar’daki hava koflullar›nedeniyle yolculuk süresi uzayabiliyor. Buna karfl›n do¤rudanseferlerin daha k›sa geçifl süresi ve daha ucuz yak›t kulla-nabilme gibi avantajlar› da var.

PORTS // L‹MANLAR


EXTRAORDINARY GROWTH OF CONTAINER VESSELS

The graphic clearly shows the growth in container vessels in the

past 50 years.

The total fleet capacity has increased by 6.3% during 2014.

It is known that the fleet will rise by 8.2% during 2015,

5.1% during 2016 and 1.4% during 2017. It is reported that

452 ships that will carry total 3.6 million TEU has been

ordered as of April 2015. 26% of these orders consist of

13,300-21,500 TEU vessels. 3.6 million TEU capacity

represents 56% of current capacity. On the other side, the

growth will remain at the level of 4.9% during the period

between 01.01.2015 to 01.01.2018. The graphic show the

results of the orderbook.

KONTEYNER GEM‹LER‹N‹N OLA⁄ANÜSTÜ BÜYÜMES‹

Grafik son 50 y›lda konteyner gemilerinin nas›l büyüdü¤ünü netbir flekilde gözler önüne seriyor.

2014’te konteyner filosunun toplam kapasitesi %6.3 artt›. Filonun2015’te %8.2, 2016’da %5.1, ve 2017’de ise %1.4 büyüyece¤ibiliniyor. Nisan 2015 itibariyle toplam 3.6 milyon TEU dahatafl›yabilecek 452 gemi siparifl edildi¤ini not etmekte yarar var.Bu siparifllerin %26’s›n› 13,300-21,500 TEU’luk gemileroluflturuyor. 3.6 milyon TEU’luk kapasite, var olan toplam kapa-sitenin %56’s› anlam›na geliyor. Öte yandan 1 Ocak 2015 - 1Ocak 2018 döneminde büyüme %4.9’da kalacak. Grafik, siparifldefterinin ne tür sonuçlar verdi¤ini ortaya koyuyor.

Bu grafi¤i daha da anlamland›rmak için flu noktalar›n alt›n›çizmekte yarar var: Deniz nakliyat› flirketlerinin toplam borcu 80milyar dolar. fiangay Konteyner Navlun Endeksi (SCFI) bir y›lda%39 düflerken kiralama endeksi ise ayn› dönemde %39 yükseldi.Ana rotalarda 18,000 TEU’luk gemiler kullan›l›rken, 10,000-14,000 TEU’luk gemilerin, merkez liman gelifltirme konusundayo¤unluk sorunlar› yaflayan Akdeniz ve Karadeniz piyasas›nda kullan›laca¤› anlafl›l›yor.

ORTA AKDEN‹Z BÜYÜYOR

Bu do¤rultuda Akdeniz’deki ana aktarma limanlar›n›n hacminebak›ld›¤›nda ilginç veriler göze çarp›yor. Akdeniz aktarma merke-zlerinin toplam büyümesi %8.2 düzeyindeyken Bat› Akdeniz analimanlar›nda bu oran %10.2, Orta Akdeniz’de %12.3 olarakkaydedildi. Buna karfl›n Do¤u Akdeniz’de %4.7 oran›nda daralmagörülüyor. En fazla büyümenin gerçekleflti¤i Orta Akdeniz’deAmbarl› Liman›’n›n 1.5 milyonluk kapasitesi göz al›yor.

fiimdi de Akdeniz’den ç›k›p Karadeniz’e hizmet eden iki önemliliman› karfl›laflt›ral›m: Köstence ve Ambarl›. Ambarl› Liman›2008 y›l›nda 2.3 milyon TEU yükleme-boflaltma kapasitesinesahipken Köstence Liman›’n›n kapasitesi 1.4 milyon TEU’ydu. Bu

PORTS // L‹MANLAR


ORDERBOOK RESULTSS‹PAR‹fi DEFTER‹ SONUÇLARI

Source: Alphaliner Cellular Fleet (04.2015)

Total Number of Vessels Ordered //Toplam siparifl edilen gemi say›s›: 452

Total TEU Capacity Ordered //Siparifllerin toplam TEU kapasitesi: 3.6 M

18,000-21,500 13,300-17,999 10,000-13,300 7,500-9,999 5,100-7,499 <5,099

50 YEARS OF CONTAINER VESSEL GROWTH

50 YILLIK KONTEYNER GEM‹S‹ BÜYÜMES‹

196819721980

1984

1996

1997

2002

2003

2005

2006

2012

2013

2014/5

Encounter Bay 1,530 teuHamburg Express 2,950 teu

Neptune Garnet 4,100 teu

American New York 4,600 teu

Regina Maersk 6,400 teu

Susan Maersk 8,000+ teu

Charlotte Maersk 8,890 teu

Anna Maersk 9,000+ teu

Gjertrud Maersk 10,000+ teu

Emma Maersk 11,000+ teu

Marco Polo (CMA CGM) 16,000+ teu

Maersk Mc-Kinney Moller18,270 teu

CSCL Globe/MSC Oscar19,000+ teu

Source: Allianz Global Corporate & Specialty, containertransportation.com, Alphaliner

Vessels with >20,000 TEU capacity are confirmed to be ordered by various lines (delivery by 2017)

2017 itibar›yla teslim edilecek 20,000 TEU’dan büyük kapasitesiteli gemilerinçeflitli flirketler taraf›ndan siparifl edildi¤i do¤ruland›

Below points should be underlined in order to make this graphicmore meaningful: Liners are total USD 80 Billion in debt.Shanghai Containerized Freight Index (SCFI) has fallen by 39%year on year while charter index has risen by 39% over the sameperiod. It is seen that while 18,000 TEU vessels are deployed inmain routes, 10,000 - 14,000 TEU vessels will probably bedeployed in Mediterranean and Black Sea market which willcreate congestion problems at developing Hub-Ports.

CENTRAL MEDITERRANEAN IS GROWING

Interesting data stands out when we look to the volume of mainhub-ports in Mediterranean. Total growth of Mediterraneantransshipment hubs is 8.2% while this ratio is 10.2% in WestMediterranean hubs and 12.3% in Central Mediterranean hubs.On the other hand, there is a 4.7% constriction in EastMediterranean. Ambarl› Port stands out with its 1.5 millionscapacity in the Central Mediterranean where the highest growthhas taken place.

Let’s leave the Mediterranean and compare the two importantports serving for the Black Sea: Ambarl› and Constanta.Constanta Port had a capacity of 1.4 millions TEU whileAmbarl› Port had a 1.3 millions TEU handling capacity in 2008.It goes without saying that Constanta attracted terminalinvestments until 2008 given its potential to serve as a gatewayto Eastern Europe and a transshipment hub for the Black Seaarea. Hence, Constanta experienced a significant narrowingdescending to 700,000 TEU in 2014 while Ambarl› increased itscapacity to 3.5 millions TEU.

noktada Do¤u Avrupa için bir ç›k›fl ve Karadeniz Bölgesi için biraktarma merkezi olarak hizmet verme potansiyeli nedeniyleKöstence Liman›’n›n 2008 y›l›na dek terminal yat›r›mlar›n›çekti¤ini hat›rlamakta yarar var. Nitekim 2014 y›l›nda Ambarl›Liman› kapasitesini 3.5 milyon TEU’ya ç›kar›rken Köstence ise700 bin TEU’ya kadar inen ciddi bir daralma yaflad›.

Bu durum, Pire ve Marmara Denizi yak›n›ndaki Türk limanlar›ndayaflanan güçlü büyümeye karfl›n Karadeniz limanlar›n›n h›zlazay›flad›¤›n› kan›tl›yor. Bu geliflme gemicilik flirketlerininKaradeniz’e hizmet vermek için do¤rudan aç›k deniz var›fllar› yerine Akdeniz’de bir merkez-aktarma modelini tercih etti¤inigösteriyor. Grafi¤imiz Türkiye’nin konteyner yükleme-boflaltmakapasitesindeki ana unsurlara bu aç›dan da dikkat çekiyor.

PORTS // L‹MANLAR


CHARTER RATES VS FREIGHT RATES INDICESK‹RALAMA BEDELLER‹ KARfiISINDA NAVLUN ENDEKS‹

Source: Alphaliner2010 2011 2012 2013 2014 2015

Alphaliner Charter IndexCCFISCFI

Alph

alin

erCh

arte

rRat

eIn

dex

(01.

2000

=10

0)

Chin

a&

Shan

ghai

Cont

aine

rised

Freig

htIn

dex

(CCF

I01.

1998

=1,

000,

SCFI

16.1

0.20

09=

1,00

0)150

100

50

0

1,600

1,400

1,200

1,000

800

600

400

Odessa

Constanta // Köstence

Poti

This situation proves that theBlack Sea ports are rapidlyweakening in contrast with thestrong growth witnessed inPiraeus and Turkish deep-seaports near the Sea of Marmara.This development indicates thatthe shipping lines prefer a hub-feeder model in theMediterranean to service theBlack Sea instead of direct deep-sea calls. Our graphic drawsattention to the main factors incontainer handling capacity ofTurkey in this respect also.

The data in the graphic should beconsidered in terms of belowthree important factors: The target of political power is totriple imports& exports by 2023 compared with 2013; globalterminal operators and financial entities interest to invest inTurkey and; Ambarl› is the key point for both local andtransshipment cargo.

CONCLUSIONS

Kumport has been reached to 1 million 414 thousand TEUhandling capacity as of 2014. The port stands out as atransshipment hub for ULCV vessels (vessels up to 16,000 TEU).There is 402,000 m2 terminal area besides 67,000 m2 off-dockarea. This increases the total annual handling capacity up to 1.8 million TEU as of today. When the first phase underconstruction is completed this capacity will reach to 2.1 millionTEU; and then to 3.0 million TEU when the second phase iscompleted. These Kumport investments considers belowevaluations related with the region:

1. Given the trend of growing vessel sizes, the need for BlackSea transshipment operations will continue.

2. Black Sea is a high potential market. High growth is likelyupon solving the political clashes which inhibit the growth ofthe region.

3. Given the significant geographical advantage, the TurkishPorts at the North of Marmara are likely to grow their sharein the transshipment market.

Finally, below points are noteworthy. Turkish Ports keep growingin quantity and capacity whereas the need is to grow in qualityand capability. About half of the available terminal capacity isnot able to handle new generation vessels (18 rows max). Withinthis context, ports that have a strong hinterland have a majoradvantage over pure transshipment terminals.

Grafikteki verilere flu üç önemli husus aç›s›ndan bakmak gerekiy-or: siyasi iktidar›n hedefi Türkiye’nin 2023 y›l›ndaki ithalat-ihra-cat›n› 2013’e k›yasla üç kat›na ç›karmak; küresel terminal ifllet-mecileri ve finansal kurumlar Türkiye’ye yat›r›m yapmaklailgileniyorlar; Ambarl› hem yerel hem de aktarma yükleri içinanahtar noktada.

TESP‹TLER

Kumport 2014 y›l› itibariyle 1 milyon 414 bin TEU elleçlemekapasitesine ulaflm›fl durumda. Liman, ULCV (16,000 TEU’yakadar gemiler) için bir aktarma merkezi olarak dikkat çekiyor.402,000 m2’lik terminal alan›n›n yan› s›ra 67,000 metrekarede aç›k depolama alan› söz konusu. Bu da toplamda y›ll›kelleçleme hacmini günümüz itibariyle 1.8 milyon TEU’yaç›kar›yor. ‹nflas› devam eden birinci aflama tamamland›¤›nda bukapasite 2.1, ikinci aflama tamamland›¤›nda ise 3 milyonTEU’ya yükselecek. Kumport’un bu yat›r›mlar›, bölgeye yönelikflu tespitleri dikkate al›yor:

1. Büyüyen gemi hacimleri yönündeki e¤ilim nedeniyleKaradeniz’e aktarma ifllemlerine ihtiyaç sürecek.

2. Karadeniz yüksek potansiyele sahip bir pazar. Bölgeningeliflimini engelleyen politik çat›flmalar›n çözülmesi üzerinebüyüme h›z›n›n yükselmesi bekleniyor.

3. Önemli co¤rafi avantaj› dolay›s›yla Kuzey Marmara’daki TürkLimanlar› aktarma piyasas›ndaki paylar›n› artt›racaklar.

Son olarak flu noktaya da dikkat çekmekte yarar var. Kalite veyetenekte büyüme ihtiyac› söz konusuyken Türk limanlar› ise nice-lik ve kapasite aç›s›ndan büyüyor. Mevcut liman kapasitesininneredeyse yar›s› yeni kuflak gemilere (maksimum 18 s›ra) hizmetveremiyor. Bu ba¤lamda güçlü art alan› olan limanlar, salt aktar-ma terminalleri karfl›s›nda önemli bir avantaja sahip.

PORTS // L‹MANLAR


TURKEY CONTAINER THROUGHPUTTÜRK‹YE KONTEYNER ELLEÇLEMES‹

Source // Kaynak: TURKLIM, TCDD, Ministry of Transport Maritime and Communication // Ulaflt›rma Denizcilik ve Haberleflme Bakanl›¤›

4.1 3.64.6 5.2 5.7 6.2 6.5

1.1 1.91.3

1.41.6

1.8 1.9

5.2 5.55.9

6.67.3

8.0 8.4

87% of Turkey’s total transshipment is handled inAmbarli in 2014. // Türkiye’nin toplam transit

tafl›mac›¤›l›n›n %87’si Ambarl›’dan yap›ld›.

Ambarl›87%

1.9 MTEU

Others //Di¤er13%M

illio

nTE

U

2008 2009 2010 2011 2012 2013 2014

Local // Yerel Transshipment // Transit

&&

These statements are generally based on anecdotal information, so we decided to take a closer look at thereported spot fixture activity in the main crude tanker

segments to see if our data supports this statement.

Let’s start off with an important qualifier: our fixture data isgood, but it only covers reported spot market fixtures, it does nottrack all worldwide vessel movements. Nevertheless, we thinkthat reported spot fixtures can be a useful indicator of trendsand changes in tradeflows.

Figure shows the development of average distances in each of themajor crude tanker segments over the last five years. The dataconfirms that the VLCCs are employed on the long-haul voyages,while the Aframaxes do primarily shorter trips, with theSuezmaxes somewhere in between.

Starting with the VLCC segment data, we can see someinteresting developments. At first glance, the average distancesfrom 2009 to 2015 YTD do not support the notion of longeraverage distances. After a 618 mile (9%) increase from 2009 to2012, average distances for VLCCs have actually decreased inrecent years. The increase from 2009 to 2012 is clearly the resultof two rapidly developing long-haul trades: from West Africa tothe Far East (11,000 miles) and from the Caribbean to Asia(10,000 - 14,000 miles, depending on the destination). While alot of these voyages are indicative of additional demand, some ofthe long-haul cargoes have been replacing shorter haul voyages

Bu aç›klamalar genellikle sistematik olmayan bilgiye dayan-d›¤›ndan verimizin bu aç›klamay› destekleyip desteklemedi-¤ini görmek için ana ham petrol dilimlerinde bildirilmifl spot

ba¤lant› etkinli¤ine daha yak›ndan bakmaya karar verdik.

Önemli bir niteleyiciyle bafllayal›m: Ba¤lant› verimiz iyi ama yal-n›zca bildirilmifl spot piyasa ba¤lant›lar›n› kaps›yor ve dünya ge-nelindeki tüm gemi hareketlerini izlemiyor. Yine de bildirilmiflspot ba¤lant›lar›n›n ticaret ak›fllar›ndaki de¤ifliklik ve e¤ilimlerinyararl› bir göstergesi olabilece¤ini düflünüyoruz.

Grafik son befl y›lda belli bafll› ham petrol dilimlerinin her birindeortalama mesafelerin geliflimini gösteriyor. Veri, VLCC’ler uzun-mesafe yolculuklar›nda kullan›l›rken Aframax’lar›n esas olarakdaha k›sa yolculuk yapt›¤›n› ve Suezmax’lar›n da ikisinin aras›n-da bir yerde oldu¤unu do¤ruluyor.

VLCC dilimi verisiyle bafllayarak baz› ilginç geliflmeler görebi-liriz. ‹lk bak›flta 2009’dan 2015 y›l›n›n bu zaman›na kadar olanortalama mesafeler, daha uzun ortalama mesafe kavram›n› des-teklemiyor. 2009’dan 2012’ye 618 millik (%9) bir art›fltan son-ra VLCC’ler için ortalama mesafeler son y›llarda gerçek anlam-da düfltü. 2009’dan 2012’ye art›fl ise h›zla büyüyen iki uzun-mesafe ticaretin sonucu: Bat› Afrika’dan Uzakdo¤u’ya (11,000mil) ve Karayip’ten Asya’ya (var›fl liman›na ba¤l› olarak10,000 - 14,000 mil). Bu seyirlerin ço¤u ilave talep gösterge-

MARKET // P‹YASA

ARE TANKERS GOING THE DISTANCE?WHAT IS HAPPENING TO THE AVERAGE

VOYAGE LENGTH OF CRUDE OIL TANKERS?

TANKERLER UZA⁄A MI G‹D‹YOR?HAM PETROL TANKERLER‹N‹N ORTALAMA YOLCULUK MESAFES‹NE NE OLUYOR?

Tanker market pundits are continuously discussing the reasons for the strength of the market, especially

since the world is experiencing only modest demand growth. What are the key drivers for the significant

increases in rates? Some people point out that ton-mile demand has increased as a result of more long-haul

crude oil movements, i.e. average distances have increased.

Özellikle dünyada yaln›zca ›l›ml› bir talep büyümesi yafland›¤›ndan tanker piyasas› uzmanlar› sürekli olarak

pazar›n gücünün kaynaklar›n› tart›fl›yor. Mesela navlunlardaki önemli art›fllar›n ana nedenleri ne? Baz› görüfller

daha çok uzun-mesafe ham petrol hareketlerinin bir sonucu olarak ton-mil talebinin yükseldi¤ine, yani ortalama

mesafelerin artt›¤›na dikkat çekiyor.


from the Arabian Gulf.

It is difficult to explain thedownward trend in averageVLCC distances after 2012.The fixture data seems toindicate that while the WestAfrica to Asia trade keepsgrowing, there has been areversal in the VLCC trafficfrom the Caribbean to Asia(in particular to India). Wethink that this is not a correctreflection of what is actuallyhappening. Since manymovements are done underlong-term contracts, webelieve that an increasingnumber of the cargoes fromthe Caribbean are movingoutside off the reported spot market.

The development of average distances in the Suezmax segmentalso paint an interesting, albeit slightly confusing, picture ofwhat is happening in that market. The average distance of thereported spot Suezmax voyages increased steadily from 2009through 2013, a result of more long-haul fixtures originating inthe Arabian Gulf and the Caribbean. However, this trendreversed in recent years. This can be partially attributed to thewell documented decline in West Africa - U.S.A. movements as aresult of the domestic tight oil boom. However, other factorshave played a role as well. When comparing the first five monthsof 2015 with the same period of 2014, it shows a markedincrease in shorter haul voyages from the AG to India. At thesame time there was a reduction in longer haul trips to theUK/Continent and the U.S. West Coast. Intra-regional Suezmaxmovements in the Caribbean also increased this year.

It will come as no surprise that the Aframax tankers areemployed on the trades with the shortest average distance. These trades are also fairly stable and the distances in thissegment fluctuate less than in those for the larger vessels. When comparing 2009 with 2014/15, the main change is thesignificant drop in intra-Mediterranean voyages as a result of theArab Spring. While this had a significant impact on Aframaxtanker movements in the Mediterranean, in particular the onesoriginating from Libya, it did not have a material impact on theaverage distances for this segment.

In summary, the data from the average distance analysis is notconclusive and in some cases (Suezmax) the trend appears tocontradict the argument that an increase in average ladenvoyage length is a leading explanation for the high freight ratesin the tanker market. Other factors, including floating storage,port congestion and limited fleet growth, just to name a few, areimportant factors as well.

siyken baz› uzun-mesafeli kargo-lar Basra Körfezi’nden daha k›sa-mesafeli yolculuklar›n yerini al›-yordu.

2012’den sonra ortalama VLCCmesafelerinde afla¤›ya do¤ru e¤ili-mi aç›klamak zor. Ba¤lant› verisiBat› Afrika’dan Asya’ya ticaretbüyümeye devam ederken Kara-yip’ten Asya’ya (özellikle Hindis-tan’a) VLCC trafi¤inde bir geri dö-nüfl oldu¤unu gösterir gibi. Bunungerçekte olan› do¤ru yans›tmad›¤›düflüncesindeyiz. Pek çok hareketuzun vadeli sözleflmelerle yap›ld›-¤›ndan Karayip’ten giderek artansay›da kargonun, deklare edilmifl

spot pazar›n›n d›fl›nda tafl›nd›¤›na inan›yoruz.

Suezmax diliminde ortalama mesafelerin geliflimi de pazarda olupbitenin, biraz kar›fl›k da olsa ilginç bir resmini veriyor. Basra Kör-fezi ve Karayip kökenli daha çok uzun mesafeli ba¤lant›n›n bir sonucu olarak, aç›klanm›fl spot Suezmax yolculuklar›n›n ortalamamesafesi 2009’dan 2013’e kadar istikrarl› biçimde artt›. Ancakbu e¤ilim son y›llarda tersine döndü. Bu durum, k›smen içeride darpetrol art›fl›n›n bir sonucu olarak Bat› Afrika - ABD hareketlerin-de iyi belgelenmifl düflüfle ba¤lanabilir.

Ancak belli ki baflka etmenler de rol oynad›. 2015 y›l›n›n ilk beflay›n› 2014’ün ayn› dönemiyle k›yaslad›¤›m›zda Basra Körfe-zi’nden Hindistan’a daha k›sa mesafeli seferlerde belirgin bir art›flgörülüyor. Ayn› zamanda, ‹ngiltere ve ABD’nin bat› k›y›s›na dahauzun mesafeli yolculuklarda bir azalma vard›. Bu y›l Karayip’tebölge içi Suezmax hareketleri de artt›.

Aframax tankerlerinin en k›sa ortalama mesafeli yolculuklardakiticarette kullan›l›yor olmas› sürpriz olmaz. Bu ticaretler de olduk-ça istikrarl› ve bu dilimdeki mesafeler daha büyük gemilerde oldu-¤undan daha az dalgal›. 2009 ve 2014-15’i karfl›laflt›rd›¤›m›zdatemel de¤ifliklik, “Arap Bahar›”n›n sonucunda Akdeniz içi yolcu-luklardaki anlaml› düflüfl olarak görünüyor. Bu durum Aframaxtankerlerinin Akdeniz’deki hareketlerini, özellikle de Libya kaynakl› olanlar› önemli ölçüde etkilerken bu dilim için ortalamamesafeler üzerinde somut bir etkisi olmad›.

Özetle, ortalama mesafe analizinin verisi kesin de¤il ve baz› ör-neklerdeki (Suezmax) e¤ilim, ortalama yüklü seyir mesafesindeart›fl›n tanker piyasas›nda yüksek navlun ücretlerini aç›klad›¤›fleklindeki savla çeliflir görünüyor. Yüzen depolama, liman s›k›fl›kl›¤› ve s›n›rl› filo büyümesi de dahil olmak üzere di¤er etmenler de önemli.

MARKET // P‹YASA


AVERAGE LADEN DISTANCES OF THE MAJOR CRUDE TANKER SEGMENTS

ANA HAMPETROL TANKER D‹L‹MLER‹N‹N ORTALAMA YÜKLÜ MESAFELER‹

2009 2010 2011 2012 2013 2014 2015

7,182

4,271

2,081

7,394

4,394

2,134

7,385

4,434

2,265

7,800

4,663

2,056

7,671

4,792

2,000

7,539

4,616

2,016

7,515

4,236

1,972

VLCC Suezmax Aframax

Mile

s

9,000

8,000

7,000

6,000

5,000

4,000

3,000

2,000

1,000

-

Source // Kaynak: POTEN & PARTNERS

Famous Turkish voyager Sadun Borowho contributed the love of sea to thelife of hundred of thousands through

the world tour he made, the news he sharedduring that tour, the book “Pupa Yelken”he wrote after the voyage and his life stylethat never renounces the seas passed awayat the age of 87. Boro, who died on June 5,2015 succumbing to bladder carcinoma, hasbeen interred in the village cemetery ofKaracasö¤üt, one of the most beautifulplaces of Gökova.

Together with his wife Oda, Sadun Boro setout for world tour in 1965 onboard 10.5meters boat “K›smet” built by anotherlegend Athar Beflp›nar in Salacak. At theCanary Islands, Miço the cat joined as crewto the voyage that started in ‹stanbul. Thevoyage of Boros that lasted three years waspublished in Hürriyet Gazette as series eachof which created a separate wave ofexcitement in readers. Sadun Boro whopassed into history as the first Turk sailedaround the world, his wife Oda and crewMiço was welcomed by ten thousands ofpeople and boats on their return to Turkeyand they were carried on shoulders with alove and fervor felt only for few voyagers.

A SEA WARRIOR

After returning to Turkey, Sadun Borocollected his memories published in Hürriyetin a book titled “Pupa Yelken”. The bookwhich has more than tens editionsgerminated the love of sea in the hearts ofreaders, enriched the dreams of children andadded the passion of exploring the world on

the sea to the future plans of the youth.Sadun Boro who never renounced his crewconsisting of Oda and Miço and his boatK›smet sailed at the Caribbean Islands andthe East Coast of America in 1977-1979 by adding their 7 years old daughter Denizto the crew.

Boro preferred to live at the Gökova Bay asof 1980. Instead of setting out for long-distance tours with K›smet he sailed onAegean shores and published guide books onTurkish Seas while struggling for theprotection of these areas before the politicaladministrations, bureaucracy and non-governmental organizations. Boro preferredto live a tranquil live at the Okluk bay wherehe anchored K›smet and made significantcontributions to the studies aimed at raisingthe awareness of the public in terms ofprotecting the seas and sea environment withthe numerous articles he wrote.

Sadun Boro had granted his 46 years friend,K›smet that accompanied him whilelogging 150 thousand nauticalmiles, to Rahmi Koç Museum inIstanbul and started to use acatamaran named “Son Bahar” onwhich he can sail easily and rest inhis old age. The catamaran named“Son Bahar” (Last Spring) was justbeside him at his last moment while“K›smet” that witnessed the bestyears of his life was resting in themuseum: Boro’s body was buriedafter a last sail on Gökova’sparadise bays. Goodbye greatseaman…

Yapt›¤› dünya seyahati, bu seyahat s›ra-s›nda paylaflt›¤› haberleri, seyahat son-ras›nda yazd›¤› “Pupa Yelken” isimli

kitab› ve ard›ndan denizlerden hiç vazgeçme-di¤i yaflama biçimiyle yüz binlerce insan›n ha-yat›na deniz sevgisini katan ünlü Türk gezginiSadun Boro, 87 yafl›nda hayata veda etti. Me-sane kanseri illetinden kurtulamayarak 5 Ha-ziran 2015’te yaflama gözlerini kapatan Boro,çok sevdi¤i Gökova Körfezi’nin en güzel belde-lerinden Karacasö¤üt’teki mahalle mezarl›¤›-na defnedildi.

Sadun Boro, bir baflka efsane isim Athar Befl-p›nar’a Salacak’ta yapt›rd›¤› 10.5 metrelikyelkenlisi “K›smet” ile yan›na efli Oda’y› daalarak 1965 y›l›nda dünya seyahatine ç›kt›.‹stanbul’da bafllayan yolculu¤a Kanarya Ada-lar›’nda tayfa olarak kedi Miço da eklendi.Borolar›n üç y›l süren seyahatleri, her biriokurlarda ayr› bir heyecan f›rt›nas› yaratan di-zi fleklinde Hürriyet gazetesinde yay›nland›.Yelkenliyle dünyay› dolaflan ilk Türk olarak


FAREWELL TO GREAT VOYAGER BÜYÜK SEYYAHA VEDA

Sadun Boro who holds the title of being “the first Turkish seaman made a world tour” by sailing around

the earth together with his wife Oda, Miço the cat and his sailing boat K›smet, passed away at the age of 87.

Efli Oda, kedisi Miço ve yelkenlisi K›smet ile yerkürenin çevresini dolafl›p “dünya turu yapan ilk Türk

denizci” unvan›n›n sahibi olan Sadun Boro, 87 yafl›nda hayata gözlerini yumdu.

&

SORROW // ÜZÜNTÜ

Okluk

Okluk

tarihe geçen Sadun Boro ile efli Odave tayfa Miço’yu seyahat bitimindedöndükleri Türkiye’de on binlerce ki-fli ve yüzlerce tekne karfl›lad›, pek azseyyaha nasip olan bir coflku ve sev-giyle omuzlara al›nd›lar.

B‹R DEN‹Z SAVAfiÇISI

Sadun Boro Türkiye’ye döndüktensonra, Hürriyet’te yay›nlanan an›la-r›n› “Pupa Yelken” isimli kitab›ndatoplad›. Onlarca bask›s› yap›lan ki-tap, okurlar›n›n gönlünde deniz sev-gisini filizlendirdi, çocuklar›n hayal-lerini süslerken, gençlerin gelecekplanlar›na dünyay› denizden kefliftutkusunu da ekledi. Yelkenlisi K›s-met ve Oda ile Miço’dan oluflan mü-rettebat›ndan hiç vazgeçmeyen Sa-dun Boro, sekiz yafl›ndaki k›zlar› De-niz’i de ekibe katarak 1977-1979aras›nda Karayip Adalar›’n› veAmerika’n›n do¤u sahillerini gezdi.

Boro 1980’den itibaren ise GökovaKörfezi’nde yaflamay› tercih etti.K›smet ile büyük seyahatlere ç›kmakyerine Ege k›y›lar›n› dolaflan ve Tür-kiye denizlerine ait rehber kitaplaryay›nlayan Boro, siyasi yönetimler,bürokrasi ve sivil toplum kurulufllar›nezdinde buralar›n korunmas› içinu¤rafl vermeyi de ihmal etmedi. K›s-met’i demirledi¤i Okluk Koyu’ndasakin bir yaflam sürmeyi tercih edenBoro, yazd›¤› say›s›z makaleyle de-nizlerin ve deniz çevresinin korun-mas› yolunda halk› bilinçlendirmeçal›flmalar›na büyük katk› verdi.

Sadun Boro 46 y›ll›k dostu, tam 150bin deniz milini birlikte kat etti¤i“K›smet”i ‹stanbul’daki Rahmi KoçMüzesi’ne ba¤›fllam›fl, yafll›l›¤›ndarahatça seyahat edip dinlenebilece¤ikatamaran tipi “Son Bahar”› kul-lanmaya bafllam›flt›. Boro’nun yafla-m›n›n en güzel y›llar›na tan›kl›keden “K›smet” müzede dinlenirken,“Son Bahar” isimli katamaran iseünlü seyyah›n denizlerdeki son anla-r›nda yan› bafl›ndayd›: Boro’nun ce-nazesi “Son Bahar” ile Gökova’n›ncennet koylar›nda gezdirildiktensonra defnedildi. Güle güle büyükdenizci...

SORROW // ÜZÜNTÜ


&Sadun Boro

It is hard to count how many changes Tuzla have seen but it iscertain that its fate is changing and its future is reshaping overagain. It was 1980 when the cute fishing village was announced

as “the region of shipyards”. The change was so quick that theTurkish ship and yacht builders begin to known under commonname of “Tuzla” throughout the world within only 15 years.Shipyards are built one after the other, sub-industry and supplierchains followed them and majority of business owners and workerspreferred to settle in Tuzla rather than traveling to Istanbul faraway. Houses, apartments followed each other. Villas crop up nextto small houses with garden. Urban transformation changed Tuzlaand its villages once again from head to foot in the recent fiveyears. Modern sites ascended to the sky. The feature of being preferred to live is added to the marine side of the Tuzla.

We give this nostalgic introduction for the purpose of explainingthe logic of last investment in Tuzla. Viaport Marina that waslaunched to the press on Monday, May 25, 2015 is the last leg ofthe extraordinary change in Tuzla -for the time being. This giantproject bears the signature of Via Properties whom we know asthe founder of open-air shopping center, Viaport near the SabihaGökçen Airport. It contains not only a marina in it despite itsname; it is a five-function entertainment complex with shoppingcenter, themed playground called ViaSea, hotel and aquarium.

IT COMES INTO SERVICE STEP BY STEP

It is stated that this giant facility will come into service step bystep at the press meeting where the Tuzla Major Dr. fiadi Yaz›c›,Via Properties Chairman Coflkun and all the senior managers ofthe company were present. Marina and shopping center have beenopened on 29 May 2015 while ViaSea will be in Ramadan Feastand finally, the hotel and aquarium will come into service in thesummer of 2016. The basic concept of the facility, allegedly theonly single-floor shopping center of Turkey, is based on not to

Bu kaç›nc› de¤iflim saymak zor, ama Tuzla’n›n kaderi bir kezdaha de¤ifliyor, gelece¤i bir kez daha flekilleniyor, oras› ke-sin. Zaman›n flirin bal›kç› köyü “tersaneler bölgesi” ilan

edildi¤inde y›l 1980’di. De¤iflim o denli h›zl› geldi ki Türk gemi veyat inflac›lar› sadece 15 y›l içinde bütün dünya taraf›ndan “Tuzla”ortak ismiyle an›l›r oldular. Tersane üzerine tersane kuruldu, yansanayi, tedarikçi zincirleri derken iflyeri sahipleri ve çal›flanlar›nbüyük bölümü, çoook uzaklarda kalan ‹stanbul’a gidip gelmekten-se burada yerleflmeyi tercih ettiler. Evler, apartmanlar ard› ard›-na geldi. Bahçe içindeki küçük evlerin yan›nda villalar sökün etti.Kentsel dönüflüm ise son befl y›lda Tuzla’y› ve ona ba¤l› köyleri tepeden t›rna¤a bir kez daha de¤ifltirdi. Modern siteler gökyüzüneyükseldi. Tuzla’n›n denizci yan›na art›k yaflamak için tercih edil-me özelli¤i de h›zla eklendi.

Bu nostaljik girifli, Tuzla’ya yap›lan son yat›r›m›n mant›¤›n› anla-tabilmek amac›yla yapt›k. 18 May›s 2015 Pazartesi günü bas›ntan›t›m› yap›lan Viaport Marina, Tuzla’daki ola¤anüstü de¤ifliminflimdilik kayd›yla son aya¤›. Sabiha Gökçen Havaliman› yak›n›n-daki aç›k hava al›flverifl merkezi Viaport’un kurucusu olarak tan›-d›¤›m›z Via Properties’in imzas› var bu dev projede. Ad›na karfl›nsadece marina bulunmuyor burada; al›flverifl merkezi, ViaSeaisimli temal› oyun park›, oteli ve akvaryumuyla befl fonksiyonlu bire¤lence kompleksi söz konusu.

ETAP ETAP DEVREYE G‹R‹YOR

Tuzla Belediye Baflkan› Dr. fiadi Yaz›c› ile Via Properties Yöne-tim Kurulu Baflkan› Coflkun Bayraktar ve flirketin üst düzey bütünyöneticilerinin kat›ld›¤› bas›nla buluflmada, bu dev kompleksinetap etap aç›laca¤› belirtildi. 29 Mayıs 2015’te marina ve alıflve-rifl merkezi devreye alındı; fieker Bayramı’nda ViaSea açılacak;otel ve akvaryum ise 2016 yaz aylarında hizmete girecek. Türki-ye’nin tek katl› tek al›flverifl merkezi oldu¤unun alt› çizilen tesisin



SEA, BOATS, BLUE TILESDEN‹Z, TEKNELER, MAV‹ K‹REM‹TLER

YILMAZ ÖZTÜRK

This time the name of the endless transformation in ‹stanbul Tuzla is Viaport Marina. The facility that was

built as a five-function entertainment center with its shopping center, themed playground, hotel and

aquarium apart from the marina, aims at attracting millions of domestic and foreign tourists to Tuzla.

‹stanbul Tuzla’da h›z kesmeyen de¤iflimin bu seferki ad› Viaport Marina. Marinan›n yan› s›ra al›flverifl

merkezi, temal› oyun park›, oteli ve akvaryumuyla befl fonksiyonlu bir e¤lence kompleksi olarak infla edilen

tesis, Tuzla’ya yerli yabanc› milyonlarca turist çekmeyi hedefliyor.

separate the human and the sea from each other in anyway. In order to ensure this, besides the shopping center on the land a total of 154 units have been built including shops, cafes andrestaurants in the isles “on the sea” connected with the shore.Coflkun Bayraktar said that they will not content with this and willmake the understanding of Viaport Marina, which is unusual andappealing for everybody, sovereign through water shows on the seaand concerts on the isles.

It is frequently emphasized that the facility is a 1 billion TLinvestment and its marina with a capacity of 750 has started toreceive pre-registration long since. Marina has a concept thatallows the yacht owners to approach in front of the shops and evenhotel with their boats. Theme of sea was so much cared that eventhe tiles used at the roofs of the indoor spaces were chosen in bluetones and thus the theme in question has been kept in view. TheViaSea with classic funfair tools bring together the adrenalin andentertainment with two roller coasters. Climbing to a height of 55meters and deployed on 980 meters rail, the Red Fire is among thefastest roller coasters of the world and its cost is 15 million Euros.The other one is called Family Coaster and a little more merciful!

25 MILLION VISITORS IN THE SECOND YEAR

Coflkun Bayraktar also talked about the aerial monorail project thatwe frequently mentioned in our previous news about the marina. He said that the project, which they expected to be implemented withthe support of Istanbul Metropolitan Municipality, would make asignificant contribution to the number of visitors and added that theywill arrange regular direct services from Yalova. Coflkun Bayraktarstated that the facility will be in outlet concept and reminded thatthe same concept Viaport had hosted 22 million visitors last year. He said that the Vialand in European side is visited by 18 millionpeople and they are waiting 15 million domestic and foreign visitorsin the first year and 25 million in the second year.

Meanwhile, we would like to say that the Via Properties and TuzlaMunicipality had collaborated to open an employment door for theinhabitants of Tuzla. Accordingly, the workplaces in marina wouldbe able to benefit from the pool created by the company and themunicipality for their personnel requirements.

temel konsepti, denizle insan› hiçbir flekilde birbirinden koparma-mas›. Bunu sa¤lamak için k›y›daki al›flverifl merkezinin yan› s›ra“denizin üzerinde” yani kara ba¤lant›l› adac›klarda ma¤aza, kafeve restoranlar dâhil toplam 154 ünite infla edilmifl. Coflkun Bay-raktar bu kadarla da yetinmediklerini, denizde düzenlenecek sugösterileri ve adac›klarda verilecek konserlerle Viaport Mari-na’n›n farkl› ve herkese hitap eden e¤lence anlay›fl›n› hâkim k›la-caklar›n› söylüyor.

Toplam 1 milyar TL’lik bir yat›r›m oldu¤u s›k s›k vurgulanan tesi-sin 750 kapasiteli marinas› çoktand›r ön kay›t almaya bafllam›flt›.Yat sahiplerinin tekneleriyle ma¤azalar›n, hatta otelin önüne ya-naflabilecekleri bir konsepti var marinan›n. Deniz temas› öylesineönemsenmifl ki kapal› alanlar›n çat›lar›nda kullan›lan kiremitlerbile mavi tonlar›ndan seçilmifl ve böylece bu tema özenle göz önün-de tutulmufl. Klasik lunapark oyuncaklar›na sahip olan ViaSea iseiki roller coaster’la da e¤lenceyi adrenalinle buluflturuyor. 15 mil-yon Euro’ya mal olan Red Fire 55 metre yüksekli¤e kadar ulafla-bilen ve 980 metrelik ray üzerine konumland›r›lm›fl olan, dünya-n›n en h›zl› roller coaster’lar› aras›nda yer al›yor. Di¤eri ise Family Coaster ad›n› tafl›yor ve biraz daha insafl›!

‹K‹NC‹ YIL 25 M‹LYON Z‹YARETÇ‹

Marina ile ilgili önceki haberler de s›k s›k rastlad›¤›m›z havarayprojesinden de söz etti Coflkun Bayraktar. ‹stanbul Büyükflehir Belediyesi’nin katk›lar›yla hayata geçirilmesini bekledikleri proje-nin, Viaport Marina ziyaretçi say›s›na çok büyük katk› yapaca¤›-n› anlatan Bayraktar, ayr›ca Yalova’dan do¤rudan tekne seferleridüzenleyeceklerini de belirtti. Coflkun Bayraktar, tesisin outletkonseptte olaca¤›n› belirterek, ayn› konseptteki Viaport’un geçti-¤imiz y›l 22 milyon ziyaretçi a¤›rlad›¤›n› hat›rlatt›. Avrupa yaka-s›ndaki Vialand’i 18 milyon kiflinin ziyaret etti¤ini belirten Bay-raktar, Viaport Marina’ya ilk y›l 15, ikinci y›l ise 25 milyon yerlive yabanc› ziyaretçi beklediklerini ifade etti.

Bu arada Via Properties ile Tuzla Belediyesi’nin iflbirli¤ine giderekTuzla’da yaflayanlar için bir ifl kap›s›n› aralad›klar›n› da belirtelim.Buna göre marinadaki ifl yerleri eleman ihtiyaçlar› için Belediye ileflirket taraf›ndan oluflturulmufl olan havuzdan yararlanabilecekler.



Coflkun Bayraktar

&&

K I S A H A B E R L E RB R I E F N E W S


So’mar whose interior andexterior design was made byfamous Turkish designer R›zaTansu succeeded to receive thegrand prix among thechallenging competitors at the10th World Super Yacht Awardsheld at Amsterdam this year.

So’mar, whose interior andexterior design belongs to

famous Turkish designer R›zaTansu, received the prize from themost prestigious and sensationalsuper yacht reward organizationof the world, World Super YachtAwards. So’mar that was deemedworthy of an award in Semi-displacement or Planningthree Deck Motor Yacht 30 to 40meters” category win the Neptuneaward among its four rivalssucceeded to get to the finals. Therivals of 37.9 meters So’mar werethe Kaytoo of Paragon (30 meters), O of Sanlorenzo(34.1 meters) and Thumper builtby Sunseeker. The naval architectof the So’mar, which was designedby Tansu Yachts and received theaward among the rivals withinternational reputation andinfluence, is Diana Yacht Designand it is built also by TansuYachts.

The World Super Yacht Awardsdelivered at the ceremony held inAmsterdam this year was also

celebrating its 10th anniversary.The ceremony that is held in adifferent city of the world everyyear is considered as the showcaseof the super yacht and mega yachtworld since it brings together theoutstanding names and companiesof the yacht building and designindustry. The World Super YachtAwards, also known as “NeptuneAwards” briefly, are delivered in17 categories, The Motor Yacht ofthe Year and Sailing Yacht of theYear being in the first place.Besides, an extraordinary voyageand a notable name of themaritime world that leaves alegacy for the future are awardedin the organization too. This year,Lord Irvine Laidlaw has beenchosen for the Legacy Award andthe pole mission of “Arctaic P”for the Voyage Award.

73 meters “Grace E” built byPicchiotti-Perini Navi win the priceof “The Super Motor Yacht of theYear” in 10th Super Yacht Awards.The inner design of the motoryacht belongs to Remi TessierDesign and its engineering andexterior design has been made byPhilippe Briand and Vitruvius.“The Sailing Yacht of the Year”award is given to 33 metersWinWin built by Baltic Yachts andit’s engineer and exterior designeris Javier Jaudenes and internaldesigner Design Unlimited.

Bu y›l Amsterdam’da yap›lan10. Dünya Süperyat Ödülle-ri’nde Türk tasar›mc› R›zaTansu’nun iç ve d›fl tasar›m›-n› gerçeklefltirdi¤i So’Mar,güçlü rakipleri aras›nda bü-yük ödüle uzanmay› baflard›.

Dünyan›n en sayg›n ve en çokyank› yaratan süperyat ödül

organizasyonu Dünya SüperyatÖdülleri’nde, ünlü Türk yat tasa-r›mc›s› R›za Tansu’nun d›fl ve içtasar›m›n› gerçeklefltirdi¤iSo’Mar ödül ald›. “30-40 metreAras› Yar›-deplasman ya da Ka-y›fl Tipi Üç Güverteli Motoryat”kategorisinde ödüle lay›k görülenSo’Mar, finale kalm›fl olan güçlüdört rakibi aras›ndan s›yr›lmay›baflararak Neptün ödülünün sahi-bi oldu. 37.9 metre uzunlu¤unda-ki So’Mar’›n rakipleri, Para-gon’un Kaytoo (30 metre), San-lorenzo’nun O (34.1 metre) veSunseeker taraf›ndan infla edilenThumper’d›. Uluslararas› ün veetkiye sahip bu rakipler aras›n-dan ödüle uzanan TansuYachts’›n tasarlad›¤› So’Mar’›ngemi mühendisli¤ini Diana YachtDesign yapt›; teknenin inflas› iseyine Tansu Yachts’a aitti.

Bu y›l Amsterdam’da yap›lantören gecesinde sahiplerini bu-lan Dünya Süperyat Ödülleriayn› zamanda 10. y›l›n› da kut-

lad›. Her y›l dünyan›n ayr› birflehrinde düzenlenen tören, yatinfla ve tasar›m›nda en önemliisim ve firmalar› bir araya ge-tirdi¤i için süperyat ve megayatdünyas›n›n vitrini olarak de¤er-lendiriliyor. K›saca “NeptünÖdülleri” ismiyle de an›lanDünya Süperyat Ödülleri 10. y›-l›nda Y›l›n Motoryat› ve Y›l›nYelkenli Yat› baflta olmak üze-re toplam 17 kategoride verili-yor. Organizasyonda ayr›ca de-nizcilik dünyas›n›n gelece¤e mi-ras b›rakan sayg›n bir ismiyles›ra d›fl› deniz yolculu¤u daödüllendiriliyor. Bu y›lki mirasb›rakan isim Lord Irvine Laid-law, s›ra d›fl› seyahat ise “Arc-tic P”nin kutup görevi olarakbelirlendi.

10. Süperyat Ödülleri’nde “Y›-l›n Süper Motoryat›” ödülünü,Picchiotti-Perini Navi yap›m›73 metrelik “Grace E” kazan-d›. Mühendisli¤ini ve d›fl tasar›-m›n› Philippe Briand ile Vitru-vius’un gerçeklefltirdi¤i motor-yat›n iç tasar›m› ise Remi Tes-sier Design’a ait. Y›l›n YelkenliYat› ödülünü kazanan 33 met-relik Baltic Yachts yap›m› Win-Win’in mühendisli¤i ve d›fl ta-sar›m› Javier Jaudenes, iç tasa-r›m› Design Unlimited taraf›n-dan gerçeklefltirildi.

Super Yacht Award Goes To Tansu Yachts Süperyat Ödülü Tansu Yachts’a


Top 500 IndustrialEnterprise of Turkey 2014

that lists the greatestindustrial enterprises of Turkeyand arranged by IstanbulChamber of Industry (ISO) isannounced. Türkiye PetrolRafinerileri A.fi. (TÜPRAfi),Ford Otomotiv Sanayi A.fi.and Oyak-Renault OtomotivFabrikalar› A.fi. ranked asfirst three respectively andfour maritime companiesentered into the list. RMKMarine Gemi Yap›m Sanayi veDeniz Tafl›mac›l›¤› ‹flletmesiA.fi. was the 87th with its965,941,559 TL net sale fromproduction; Uzmar Gemi ‹nflaSan. ve Tic. A.fi. was the 358th

with 291,274,295 TL; TersanTersanecilik San. ve Tic. A.fi.453th with 234,878,977 TL;Befliktafl Gemi ‹nfla A.fi. wasthe 498th with 214,063,996TL. RMK Marine and Uzmar

Gemi did not take place in thefirst 500 list of 2013. TersanTersanecilik was the 215th andBefliktafl Gemi ‹nfla was the430th in 2013. On the otherside, when the list containingboth the private and publicsector is considered in respectof only the private sector,RMK Marine moves up to rank81, Uzmar Gemi 349, TersanTersanecilik 442 and BefliktaflGemi ‹nfla 487.

The giant investigationprepared by ISO since the yearof 1968 and called “100 GrandIndustrial Enterprises” thatyear, is a powerful mirror ofthe Turkish economy. The salesfrom production are taken asthe basic criteria of the list. Thesecond part of the investigationthat is being issued as the first500 and second 500 for a longtime is not announced to thepublic yet.

‹stanbul Sanayi Odas› (‹SO) ta-raf›ndan gerçeklefltirilen ve

Türkiye’nin en büyük sanayi ku-rulufllar›n› listeleyen “Türki-ye’nin 500 Büyük Sanayi Kuru-luflu 2014” aç›kland›. ‹lk üçüs›ras›yla Türkiye Petrol Rafine-rileri A.fi. (TÜPRAfi), FordOtomotiv Sanayi A.fi. ve Oyak-Renault Otomotiv Fabrikalar›A.fi.’nin oluflturdu¤u listeye dörtdenizcilik flirketi de girdi. RMKMarine Gemi Yap›m Sanayi veDeniz Tafl›mac›l›¤› ‹flletmesiA.fi. 965,941,559 TL’lik netüretimden sat›flla 87, UzmarGemi ‹nfla San. ve Tic. A.fi.291,274,295 TL ile 358, Ter-san Tersanecilik San. ve Tic.A.fi. 234,878,977 TL ile 453,Befliktafl Gemi ‹nfla A.fi.214,063,996 TL ile 498. s›radayer ald›. RMK Marine ile Uz-mar Gemi 2013 ilk 500 listesin-

de yer almam›flt›. Tersan Tersa-necilik 2013’te 215, BefliktaflGemi ‹nfla ise 430. s›radayd›.Öte yandan kamu-özel kar›fl›kolarak haz›rlanan listeye sadeceözel sektör baz al›narak bak›ld›-¤›nda RMK Marine 81, UzmarGemi 349, Tersan Tersanecilik442, Befliktafl Gemi ‹nfla ise487. s›raya yükseliyor.

‹SO taraf›ndan 1968 y›l›ndanberi haz›rlanan ve o y›l “100Büyük Sanayi Kuruluflu” isminitafl›yan dev araflt›rma, Türkiyeekonomisine tutulan güçlü birayna niteli¤ini tafl›yor. Listenintemel kriteri olarak üretimdensat›fllar baz al›n›yor. Uzun sü-redir birinci 500 ve ikinci 500olarak listelenen en büyük sa-nayi kurulufllar› araflt›rmas›n›nikinci etab› henüz kamuoyunaduyurulmad›.

Four Shipyard in Top 500‹lk 500’de Dört Tersane



Ankara University MustafaVehbi Koç MarineArcheology Center built inÇeflmealt›, Urla district of‹zmir has been opened onJune 17, 2015.

The Archeology Center builtin cooperation with Vehbi

Koç Fund, Turkish UnderwaterArcheology Fund (T‹NA) andUrla Municipality has beenopened. Governor of ‹zmirMustafa Toprak, Koç HoldingBoard Chairman Mustafa Koç,Ankara University’s RectorProf. Dr. Erkan ‹bifl, FoundingManager and LimantepeExcavation Director Prof. Dr.Hayat Erkanal, TurkishUnderwater Archeology Fund’s(T‹NA) Board Chairman O¤uzAydemir and a number ofguests attended to the openingceremony of the center thatpassed into history as the firstin Turkey.

“Will be the leadinginstitution”

Mustafa Koç well known withhis passion for maritime andunderwater world said thatTurkey is one of the mostimportant countries of thearcheology world and added:“The ground we gained inarcheology field is importantnot only for Turkey but alsofor the world. Limantepe thatbring us together in Urlatoday, excites everybodyinterested in archeology withits strategical position and thestudies carried out under thewater and on land. I havegreat future expectationsrelated this center with itsfeatures that may be called asfirst in Turkey. I believe that it

will play an active role inimproving especially theculture awareness of thesociety besides contributing tothe science world and will be aleading institution in allactivities.”

Built On 11 Decares

Ankara University MustafaVehbi Koç Marine ArcheologyCenter has been built on 11decares area allocated inÇeflmealt› by the municipalityof Urla. There is a restorationlaboratory, a library appealingto national and internationalinterest, conference hall,exhibition areas spreading onfour decares where theanimations reflecting thedevelopments in maritimetechnology from the ancienttimes until today will bedisplayed, a dormitory with 30 people capacity to serve theones participating the projectsand a warehouse takes place inthe center consisting of fiveseparate units. It is expectedthat the archeopark that takesplace in the project shallcontribute to the tourismactivities of the region.

‹zmir’in Urla ilçesi Çeflmealt›mevkiinde yapt›r›lan “Anka-ra Üniversitesi Mustafa Veh-bi Koç Deniz Arkeolojisi Mer-kezi” 17 Haziran 2015 tari-hinde aç›ld›.

Vehbi Koç Vakf›, TürkiyeSualt› Arkeolojisi Vakf›

(T‹NA) ve Urla Belediyesi’niniflbirli¤iyle infla edilen “AnkaraÜniversitesi Mustafa Vehbi KoçDeniz Arkeolojisi Merkezi”aç›ld›. Türkiye’de bir ilk olaraktarihe geçen merkezin aç›l›fl›na‹zmir Valisi Mustafa Toprak,Koç Holding Yönetim KuruluBaflkan› Mustafa Koç, AnkaraÜniversitesi Rektörü Prof. Dr.Erkan ‹bifl, merkezin kurucumüdürü ve Limantepe Kaz›Baflkan› Prof. Dr. Hayat Erka-nal, Türkiye Sualt› ArkeolojisiVakf› (T‹NA) Yönetim KuruluBaflkan› O¤uz Aydemir ve çoksay›da davetli kat›ld›.

“Öncü Kurum Olacak”

Denizcili¤e ve sualt› dünyas›natutkusuyla tan›nan MustafaKoç törende yapt›¤› konuflma-da, Türkiye’nin arkeoloji dün-

yas›n›n en önemli ülkelerindenbiri konumunda oldu¤unu belir-terek flöyle dedi: “Arkeolojialan›nda kat etti¤imiz mesafesadece Türkiye için de¤il, dünyaçap›nda önem tafl›yor. BugünUrla’da bizleri bir araya geti-ren Limantepe, sualt›nda ve ka-rada yürütülen çal›flmalar vestratejik konumu dolay›s›yla ar-keolojiye ilgi duyan herkesi he-yecanland›r›yor. Türkiye’de pekçok aç›dan ilk denebilecek özel-liklere sahip bu merkezden ar-keolojik çal›flmalar›n gelece¤iiçin büyük beklentilerim var.Merkezin bilim dünyas›na katk›yapman›n yan› s›ra özellikletoplumdaki kültür bilincinin ge-niflletilmesinde etkin bir rol oy-nayaca¤›n›, faaliyetlerinin tü-münde öncü bir kurum olaca¤›-na inan›yorum.”

11 Dönüme Kuruldu

Ankara Üniversitesi MustafaVehbi Koç Deniz ArkeolojisiAraflt›rma Merkezi, Urla Bele-diyesi’nin Çeflmealt›’nda tahsisetti¤i 11 dönümlük alana ku-ruldu. Befl farkl› üniteden olu-flan merkezde restorasyon labo-ratuvar›, ulusal ve uluslararas›ölçe¤e hitap eden kütüphane,konferans salonu, antik dönem-lerden bugüne denizcilik tekno-lojisindeki geliflmeleri yans›tancanland›rmalar›n sergilenece¤i4 dönüme yay›lan sergilemealanlar›, projelerde çal›flan ka-t›l›mc›lara hizmet verecek 30kifli kapasiteli yatakhane ile birde depo bulunuyor. Projede yeralan Arkeopark’›n da bölgeninturizm faaliyetlerine katk› sa¤-lamas› hedefleniyor.

First Sea Archeology Center Opened in Urla ‹lk Deniz Arkeolojisi Merkezi Urla’da Aç›ld›


Türkiye’nin römorkör konu-sunda uzman tersanesi San-

mar, Avustralya’n›n do¤u k›y›-s›ndaki Gladstone Liman›’ndaservis sa¤lay›c› Smit Lamnalcoflirketi için infla etti¤i SL Wig-gins Island’› teslim etti. Bu ge-mi, Sanmar’›n Smit Lamnalcoiçin infla etti¤i befl römorkörünsonuncusuydu. Bafltan çeki gü-cü 86, k›çtan çeki gücü 80 tonolan römorkör, Temmuz 2015bafl›ndan itibaren halen Avus-tralya’da çal›flmaya bafllam›flolan k›z kardefllerinin aras›nakat›lacak. Bureau Veritas tara-f›ndan klaslanan SL WigginsIsland’›n uzunlu¤u 34, geniflli¤i14.5, maksimum su çekimi ise6 metre. Römorkör, her biri2,720 kW’lik iki adet Wärtsilä8L26 dizel makinesi sayesinde15 knot h›za ulaflabiliyor.LNG’ye dayan›kl› bir yap›ya sa-

hip olan SL Wiggins Island’›nbu yüzden özellikle LNG tan-kerlerinin yanaflma-ayr›lmamanevralar›nda kullan›laca¤›belirtiliyor. Smit Lamnalco Ge-nel Müdürü Frederik Rutgersteslim töreninde yapt›¤› aç›kla-mada “Römorkörümüzün kons-trüksiyonundan ve performan-s›ndan çok etkilendik. Test sü-rüfllerini yapan kaptanlar›m›zgeminin mükemmel bir flekildesuya oturdu¤unu, ayn› zamandaçok dengeli ve güçlü oldu¤unusöylediler” dedi. Sanmar ProjeDirektörü Ali Gürün de befl k›zkardefl römorkörün de RobertAllan Ltd. taraf›ndan tasarla-nan RAstar 3400 modeli olduk-lar›n› belirterek, bu gemilerintam bir kullan›c› dostu oldukla-r›n› ifade etti.

5th Tugboat Also DeliveredSanmar 5. Römorkörü de Teslim Etti

Erol YücelIs Chairman For the Third Time

Üçüncü Kez Baflkan

Turkish shipyard that isspecialized in tugboats,

Sanmar delivered SL WigginsIsland which it has built forSmit Lamnalco companyoffering service at the GlastonePort located on the east coast ofAustralia. This ship was the lastof 5 tugboats Sanmar built forSmit Lamnalco. In July 2015,the tugboat with 86 tons bowthruster, 80 tons stern thrusterwill join to its sister shipsalready operating in Australia.Classified by Bureau Veritas, SLWiggins Island is 34 meterslong, 14.5 meters wide and itsmaximum draft is 6 meters. Thetugboat can reach to a speed of15 knots by means of twoWartsila 8L26 diesel engineeach of which has a capacity of

2,720 kW. It is stated that SLWiggins Island will be used forthe berthing-separationmaneuvers of LNG tankersespecially since it has a LNG-resistant structure. In his speechat the delivery ceremony GeneralDirector of Smit Lamnalco,Frederik Rutgers said: “We aredeeply impressed by theconstruction and performance ofour tugboat. The mastersperforming the test drives saidthat the vessel fits well on thewater and at the same time it ishigh powered and balanced.”Sanmar Project Manager AliGürün said that the five sistertugboats are RAstar 3400model designed by Robert AllanLtd. and exactly user friendly.

Turkish Association ofShipowners Vice Chairman and

Mart› Denizcilik ve Gemi‹flletmecili¤i A.fi. BoardChairman Erol Yücel has been re-elected for the position of TurkishUnion of Chambers and ExchangeCommodities (TOBB) TurkishMaritime Council’s Presidency. At the elections Murat K›ran,Josef Atat and Ali Avc› have beenassigned as vice-Chairmen.

Türk Armatörler Birli¤i Bafl-kan Vekili ve Mart› Denizci-

lik ve Gemi ‹flletmecili¤i A.fi.Yönetim Kurulu Baflkan› ErolYücel, Türkiye Odalar ve Bor-salar Birli¤i (TOBB) TürkiyeDenizcilik Meclisi Baflkanl›-¤›’na yeniden seçildi. Yap›lanseçimlerde baflkan yard›mc›lar›Murat K›ran, Josef Atat ve AliAvc› olarak belirlendi.



12th of “Turkish Committee”held annually by the

ClassNK ‹stanbul Office isconducted at Four SeasonsIstanbul Bosphorus Hotel onMay 26, 2015 with theparticipation of ClassNK Vice-President Tetsushi Agataand the Japan delegation.Information on recentdevelopments related with theBallast Water Convention andlatest situation of the globalmaritime industry as well as the

activities of ClassNK is given atthe meeting that was headed byYASA Holding Board ChairmanYalç›n Sabanc› and well-attended by the members ofthe committee. After themeeting of the committee, a “Welcome to Summer”cocktail prolonge is organizedwhere the leading companies ofthe industry attended.Attendants find the opportunityto have conversation until latehours in a warm environment.

ClassNK ‹stanbul Ofisi’ninher y›l düzenledi¤i “Türk

Komitesi” toplant›lar›n›n onikincisi, 26 May›s 2015 tarihin-de, ClassNK Baflkan Yard›mc›s›Tetsushi Agata ve Japon Dele-gasyonunun da kat›l›m›yla, Fo-ur Seasons Istanbul BosphorusHotel’de gerçeklefltirildi. Bafl-kanl›¤›n› YASA Holding Yöne-tim Kurulu Baflkan› Yalç›n Sa-banc›’n›n üstlendi¤i ve komiteüyelerinin yo¤un kat›l›m sa¤la-

d›¤› toplant›da, ClassNK faali-yetlerinin yan› s›ra Balast SuyuKonvansiyonu’ndaki son gelifl-meler ve küresel denizcilik sek-töründeki son durum hakk›ndabilgi verildi. Komite toplant›s›sonras› sektörün önde gelen fir-malar›n›n kat›ld›¤› “Yaza Mer-haba” bafll›kl› kokteyl prolengegerçeklefltirildi. Davete kat›lan-lar samimi bir ortamda geç sa-atlere kadar sohbet etme f›rsa-t›n› buldu.

ClassNK Turkish Committee Meets at the BosporusClassNK Türk Komitesi Bo¤aziçi’nde bulufltu

Conveyancing to the Ministryof Health of the first and

only emergency ship of Turkey,Nene Hatun has been performedwith a ceremony held on May 27,2015. The ship that was built atSefine Shipyard for Ministry ofTransport, Maritime Affairs andCommunication GeneralDirectorate of Coastal Safety waslaunched on October, 24 2014.Minister of Health MehmetMüezzino¤lu, Undersecretary ofMinistry Prof. Dr. Eyüp Gümüfl,Transport, Maritime Affairs andCommunication General Directorof Coastal Safety Yaflar DuranAytafl, MH Emergency ServicesGeneral Director Osman Nacar,MH General Director of Healthfor Borders and Coasts HüsamHatipo¤lu, Governor of Yalova

Selim Cebiro¤lu and a number ofguests attended to the ceremony.The ship that gives service with 45personnel has the equipment totreat 20 patients within its bodyin the case of an emergency. Thelength of Nene Hatun is 87.80,width 18 meters and its maximumspeed is 16 knots. The ship with aheliport not only offers health careservices it also has the equipmentto make researches related withenvironmental pollution. Besides,there is hyperbolic oxygen unitand equipment to provide diverservice up to 100 meters on NeneHatun. The Ministry stated thatthe capacity of the ship can beincreased to 40 beds and thestudies are continuing toconstitute a surgery room as soonas possible.

Türkiye’nin ilk ve tek acil müda-hale gemisi Nene Hatun’un Sa¤-

l›k Bakanl›¤›’na devir ifllemi, 27May›s 2015’te düzenlenen törenlegerçeklefltirildi. Ulaflt›rma Denizci-lik ve Haberleflme Bakanl›¤› K›y›Emniyeti Genel Müdürlü¤ü için Se-fine Tersanesi’nde infla edilen gemi24 Ekim 2014 tarihinde denize in-dirilmiflti. Törene Sa¤l›k Bakan›Mehmet Müezzino¤lu’nun yan› s›raBakanl›k Müsteflar› Prof. Dr. EyüpGümüfl, Ulaflt›rma Denizcilik veHaberleflme Bakanl›¤› K›y› Emni-yeti Genel Müdürü Yaflar DuranAytafl, SB Acil Hizmetler GenelMüdürü Osman Nacar, SB TürkiyeHudut ve Sahiller Sa¤l›k GenelMüdürü Hüsam Hatipo¤lu, YalovaValisi Selim Cebiro¤lu ve çok say›-da davetli kat›ld›. 45 personelle

hizmet veren gemi herhangi bir acildurumda 20 hastay› bünyesine al›ptedavi edebilecek donan›ma sahip.Nene Hatun’un uzunlu¤u 87.80,geniflli¤i 18 metre, en yüksek h›z›ise 16 knot. Bir helikopter pistinede sahip olan gemi sa¤l›k hizmetle-ri vermekle kalm›yor; çevre kirlili-¤ine karfl› araflt›rma yapabilecekdonan›ma da sahip. Bunlar›n yan›s›ra Nene Hatun’da 100 metreyekadar dalg›ç hizmeti verecek dona-n›m ve hiperbolik oksijen ünitesi debulunuyor. Sa¤l›k Bakanl›¤› tara-f›ndan yap›lan aç›klamada gemininkapasitesinin 40 yata¤a ç›karabil-di¤i, en k›sa sürede bir ameliyatha-ne kurulmas› için de çal›flmalar›ndevam etti¤i bildirildi.

Nene Hatun Ready For Emergency Action Acil Müdahaleye Haz›r


The 2nd largest ship registryof the world, Liberian

Corporate Registry (LISCR)has celebrated its IstanbulOffice opening, which isexpected to improve theservices offered to Turkishmaritime community, with areception at Büyük Kulüp.

LISCR ‹stanbul RegionalRepresentative M. ErhanEsinduy addressed to theguests at the event andemphasized that he is inmaritime industry since 1987and that the Turkish MaritimeCommunity attracts far lessattention than its potential ininternational terms althoughTurkish fleet has been reachedto 20 million DWT. He addedthat it is not right for theTurkish maritime companies toreceive service from the officesabroad. In addition, Esinduysaid that he takes pride in thefact that the Turkish maritimewill receive broader servicesthrough the opening of‹stanbul office of prestigiousand high-quality Liberian Flagwhich is the 2nd largest ship

registry of the world.

CEO of Liberian CorporateRegistry, Scott Bergeron saidthat they realized the recentimportance of Turkey as amarine country and it was theright time to open an office inTurkey. He added that theships under Liberia Flagbelonging to Turkish shipowners can meet all theirneeds through the IstanbulOffice. Besides, Bergeronemphasized that the ‹stanbulOffice will work directly underthe central office in ABDVirginia Vienna and will notbe affiliated to any otheroffice.

Dünyan›n ikinci en büyükgemi sicili olan Liberian

Corporate Registry (LISCR)Türk denizcilik toplulu¤unaverdi¤i hizmetleri gelifltirmekamac›yla gerçeklefltirdi¤i ‹s-tanbul ofisinin aç›l›fl›n› BüyükKulüp’te verdi¤i davetle kut-lad›.

Etkinlikte misafirlere sesle-nen LISCR ‹stanbul BölgeTemsilcisi M. Erhan Esinduy1987’den beri denizcilik sek-törü içinde oldu¤unu ve Türkdenizcilik toplulu¤unun bu-gün yaklafl›k 30 milyon DWTfilo büyüklü¤üne kavuflmas›-na ra¤men uluslararas› an-lamda sahip oldu¤u potansi-

yelin çok gerisinde ilgi gördü-¤ünü vurgulad›. Esinduy,Türk denizcilik flirketlerininyurtd›fl›ndaki ofislerden hiz-met almas›n›n do¤ru bulma-d›¤›n› da söyledi. Erhan Esin-duy sayg›n ve yüksek kalite-siyle dünyan›n ikinci en büyükgemi sicili olan Liberya Bay-ra¤›’n›n ‹stanbul ofisinin aç›-l›fl› ile Türk denizcili¤ine da-ha genifl hizmet verecek ol-malar›ndan gurur duydu¤unuda sözlerine ekledi.

Liberian Corporate RegistryCEO’su Scott Bergeron isekonuflmas›nda, Türkiye’ninart›k önemli bir denizcilik ül-kesi oldu¤unun fark›na var-d›klar›n› ve Türkiye’de ofisaçman›n zaman›n›n tam anla-m›yla geldi¤ini vurgulad›.Türk armatörlerin LiberyaBayra¤› alt›ndaki gemilerinintüm ihtiyaçlar›n› ‹stanbul ofi-sinden karfl›layabileceklerinibelirten Bergeron, ‹stanbulofisinin do¤rudan ABD Virgi-nia Vienna’daki merkeze ba¤-l› çal›flaca¤›n› ve baflka her-hangi bir ofise ba¤l› olmaya-ca¤›n› da söyledi.

Liberian Registry Istanbul Office Opening CelebratedLiberya Sicili ‹stanbul Ofisi Aç›l›fl› Kutland›

M. Erhan Esinduy Scott Bergeron



Holland based APMTerminals that builds

APM Aegean Terminalcontainer port, which will bethe largest of the AegeanRegion, in cooperation withPETK‹M opened its new officein ‹zmir. APM TerminalsGeneral Director of ‹zmirMogens Kurt Larsen, ‹MEAKChamber of Shipping’s BoardChairman of ‹zmir BranchYusuf Öztürk, Chairman ofAlia¤a Chamber of CommerceAdnan Saka, North AegeanCoordinator of ‹zmirMetropolitan MunicipalityMehmet Aslan attended to theopening ceremony of the officein Menemen Ulukent. In hisspeech at the opening MorgensKurt Larsen said that the APMAegean Terminal that will beone of the largest containerports of the Turkey isproceeding rapidly and added:“The first phase of theconstruction will be completedby the forth quarter of thisyear. Our container port thatwill be the largest of theAegean Region will have acapacity of 1.3 million TEU.With this port, we are ready tooffer preeminently the portservices needed by the AegeanRegion for internationaltrade.” Larsen said that theAPM Aegean Terminal with its

700 meters quay length, 16meters water depth and abilityto berth ultimate generationships with 16,000 TEUcapacities shall connect theAegean and Turkey with globalnetwork. Larsen said: “Weanticipate that a containervolume between 2.5-3 millionsTEU will be created in Aegeanby 2023”

Yusuf Öztürk said that theywill be one step closer to thegoal of “Great ‹zmir Port”with the Petkim Port that willenter into service by the end of2015. After stating that theAlsancak, Alia¤a, Nemrut,North Aegean Çandarl›, Dikili,Çeflme and Kufladas› ports,which operates integratedrather than competing witheach other and specialized intheir field, are the parts of“the Great ‹zmir Port” Öztürkadded: “North Aegean willrapidly become an importantcenter of containertransportation with the newport investment of Petkim andAPM Terminals”. Adnan Sakasaid that the ‹zmir-Alia¤a rigtraffic will become busiertogether with the constructionof the new port and wanted theperipheral road to be extendedto Alia¤a.

Alia¤a’da Ege Bölgesi’ninen büyü¤ü olacak kontey-

ner liman› APM Ege Termina-li’ni PETK‹M ile birlikte inflaeden Hollanda merkezli APMTerminals, ‹zmir’deki yeni ofi-sini açt›. Menemen Ulukent’te-ki ofisin aç›l›fl›na APM Termi-nals ‹zmir Genel Müdürü Mo-gens Kurt Larsen, ‹MEAK De-niz Ticaret Odas› ‹zmir fiubesiYönetim Kurulu Baflkan› YusufÖztürk, Alia¤a Ticaret Odas›Baflkan› Adnan Saka, ‹zmirBüyükflehir Belediyesi KuzeyEge Koordinatörü Mehmet As-lan kat›ld›. Mogens Kurt Lar-sen aç›l›flta yapt›¤› konuflmadaTürkiye’nin en büyük konteynerlimanlar›ndan biri olacak APMEge Terminali’nin h›zla ilerle-di¤ini belirterek flöyle dedi:“Bu y›l›n dördüncü çeyre¤indebirinci aflama inflaat tamamla-nacak. Ege Bölgesi’nin en bü-yü¤ü olacak konteyner liman›-m›z 1.3 milyon TEU kapasiteyesahip olacak. Bu limanla EgeBölgesi’nin uluslararas› ticaret-te ihtiyaç duydu¤u liman hiz-metlerini en üst seviyede karfl›-lamaya haz›r›z.” Larsen, APM

Ege Terminali’nin 700 metrer›ht›m uzunlu¤u, 16 metre suderinli¤i ve 16 bin TEU kapasi-teli son nesil gemileri yanaflt›ra-bilme özelli¤iyle Türkiye veEge’yi küresel a¤a ba¤layaca¤›-n› söyledi. Larsen “2023 y›l›ndaEge’de 2.5-3 milyon TEU ara-s›nda bir konteyner hacmininoluflmas›n› öngörüyoruz” dedi.

Yusuf Öztürk de 2015 sonundafaaliyete geçecek Petkim Lima-n› ile “Büyük ‹zmir Liman›”hedefine bir ad›m daha yaklafla-caklar›n› söyledi. Alsancak,Alia¤a, Nemrut, Kuzey EgeÇandarl›, Dikili, Çeflme ve Ku-fladas› limanlar›n›n alanlar›ndauzmanlaflm›fl, rekabet eden de-¤il entegre çal›flan “Büyük ‹z-mir Liman›’n›n parçalar› oldu-¤unu ifade eden Öztürk, “Pet-kim ile APM Terminals’in ger-çeklefltirdikleri yeni liman yat›-r›m› ile Kuzey Ege, k›sa süredekonteyner tafl›mac›l›¤›ndaönemli bir merkez olacak” dedi.Adnan Saka ise yeni liman›n ya-p›lmas›yla beraber ‹zmir-Alia-¤a t›r trafi¤inin artaca¤›n› be-lirterek, çevreyolunun Alia¤a’yakadar uzat›lmas›n› istedi.

APM Terminals Izmir Office Completed The Port at The End Of The Year

APM Terminals Ofisi Tamam, Liman Y›lsonunda


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Vergi Dairesi ve No. : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Phone // Tel : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fax // Faks : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E-mail // E-posta : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Istanbul MetropolitanMunicipality added three

more double-ended type shipsto its City Line Fleet. After thecommissioning ceremony heldat Sar›yer quay on May 28,2015 the three vessels namedDurusu, Göksu and Küçüksustarted their services. Theships each with 41.70 meterslength, 9.60 meters width and12 knots cruising speed have acapacity of 700 passengers.Since they are double-endedtype it is not necessary forthem to make maneuver duringberthing-separation and theycan approach by the stern orbow. Having powerfulmaneuver systems against the

high wind and currents ofBosphorus is one of the mostimportant features of the shipsusing eco-motor with lowemission. The ships withmechanisms providing easyboarding and landing fordisabled passengers andanimal housing are built byÖzata shipyard.

‹stanbul Büyükflehir Belediye-si, fiehir Hatlar› filosuna do-

uble-ended tipi üç gemi dahaekledi. 28 May›s 2015 günüSar›yer iskelesinde yap›lan hiz-mete alma töreninin ard›ndanDurusu, Göksu ve Küçüksuisimleri verilen üç gemi seferle-rine bafllad›. 41.70 metre uzun-lu¤a, 9.60 metre geniflli¤e ve

12 knot seyir h›z›na sahip ge-miler 700 yolcu kapasiteli. Ge-miler double-ended tip oldu¤uiçin yanaflma-ayr›lma s›ras›ndamanevra yapmas› gerekmiyor,bafltan ya da k›çtan yanaflabili-yor. Düflük karbon sal›ml› veçevreci motor kulland›¤› belirti-len gemilerin en büyük özellik-leri aras›nda Bo¤az’›n ak›nt›la-r›na ve kuvvetli rüzgâra karfl›güçlü manevra sistemlerine sa-hip olmas› da yer al›yor. Engel-li yolcular›n kolay binip inmesi-ni sa¤layan düzenekler ve hay-van bar›na¤› da bulunan gemi-ler Özata Tersanesi taraf›ndaninfla edildi.

Three New Ships For The Bosphorus From ÖzataÖzata’dan Bo¤az’a Üç Yeni Gemi


SECOND HAND SHIP SALES‹K‹NC‹ EL GEM‹ SATIfiLARI

AEC Courage bulk 38,000 2015 Japan 21,000,000 TaiwanAkvile bulk 5,820 1997 Lithuania 1,700,000 Ukraine @Audre bulk 5,820 1997 Lithuania 1,700,000 Ukraine @Alpha Glory bulk 72,270 1999 Japan 5,500,000 ChinaAnnou Max bulk 176,364 2011 China 30,000,000 Greece @Geosand Max bulk 176,364 2011 China 30,000,000 Greece @Glory Max bulk 180,000 2016 China 41,000,000 Greece @Sandrine Max bulk 180,000 2017 China 41,000,000 Greece @Arctic ID bulk 28,300 1996 Japan 4,000,000 UndisclosedAston Trader I bulk 55,496 2008 Japan 13,750,000 GreeceCupid Feather bulk 68,621 1994 Japan 3,150,000 ChinaDaebo Lumut bulk 81,444 2011 Korea 17,250,000 Greece AuctionDomina bulk 73,593 2007 China 9,400,000 GreeceGanda bulk 2,637 2003 Turkey 1,250,000 UndisclosedGolden Star bulk 26,444 1995 Japan 3,250,000 ChinaGourniati bulk 28,357 1996 Japan 3,500,000 UndisclosedLowlands Queen bulk 76,565 2008 Japan 13,300,000 GreeceMary F bulk 43,910 1996 Korea 3,900,000 ChinaNew Vision bulk 48,000 1999 Japan 5,400,000 GreeceNord Liberty bulk 58,500 2008 Philippines 13,000,000 UndisclosedOriente Challenger bulk 24,200 2001 Japan 4,500,000 UndisclosedOshima 10781 bulk 60,400 2015 Japan 25,000,000 Greece @Oshima 10782 bulk 55,950 2016 Japan 25,000,000 Greece @Pacific Dolphin bulk 49,047 1996 Japan 4,600,000 ChinaPinchat bulk 81,290 2012 Korea 20,200,000 GreeceSBI Corona bulk 180,000 2016 China 41,000,000 Taiwan @SBI Diadema bulk 180,000 2016 China 41,000,000 Taiwan @SBI Estupendo bulk 180,000 2016 China 41,000,000 Taiwan @Sea Hope bulk 38,000 2000 Japan 5,900,000 UndisclosedShimanami 613 bulk 37,745 2015 Japan 21,000,000 TaiwanSmarty bulk 45,499 2000 Japan 5,800,000 UndisclosedStar Christianna bulk 74,577 1998 Japan 4,600,000 ChinaVoge Eva bulk 23,407 1997 Japan 3,200,000 TurkeyAbility cont 15,219 2006 Japan 8,000,000 KoreaAl Arish cont 6,272 2000 Korea 2,500,000 UndisclosedAlexandra N cont 22,994 1997 Poland 4,000,000 SwitzerlandCap Trafalgar cont 51,101 2001 Korea 26,000,000 USChristopher cont 20,073 2008 Germany 14,250,000 GermanyGolden Gate Bridge cont 71,376 2001 Korea 19,300,000 Taiwan @James River Bridge cont 71,336 2001 Korea 19,300,000 Taiwan @Lions Gate Bridge cont 71,395 2001 Korea 19,300,000 Taiwan @Otterhound cont 13,760 2003 China 4,700,000 SwitzerlandRHL Felicitas cont 63,059 2010 China 19,000,000 Singapore @RHL Fidelitas cont 62,920 2010 China 19,000,000 Singapore @RHL Fiducia cont 63,069 2010 China 19,000,000 Singapore @Santa Regina cont 64,519 2005 Korea 18,500,000 Belgium @Santa Regula cont 64,513 2005 Korea 18,500,000 Belgium @Smaragd cont 5,095 1998 China 1,700,000 UndisclosedYong Fu cont 8,555 1998 Japan 1,700,000 China AuctionKatja mpp 4,766 1994 Portugal 1,150,000 UndisclosedBaltic Star reefer 12,570 1979 Denmark 2,800,000 UndisclosedBeijing tanker 157,406 1998 Korea 22,500,000 IndiaBLS Advance tanker 84,999 2002 Japan 19,850,000 GreeceChem Orion tanker 10,307 1998 Japan 6,500,000 UndisclosedDS Visonia tanker 306,500 2006 Korea 57,500,000 GreeceEnergy R tanker 319,000 2003 Korea 43,500,000 Undisclosed @Power D tanker 319,000 2003 Korea 43,500,000 Undisclosed @Ghetty Bottiglieri tanker 40,165 2002 Korea 14,000,000 Greece

Vessel Name // Gemi Ad› Type // Tipi DWT Built // ‹nfla USD Buyer // Al›c›

SECOND HAND SHIP SALES‹K‹NC‹ EL GEM‹ SATIfiLARI


Jurmo tanker 25,049 2004 China 14,000,000 Sweden @Purha tanker 25,000 2003 China 13,500,000 Sweden @Kalymnos tanker 299,089 2000 Korea 39,000,000 RussiaKara Sea tanker 47,343 1998 Croatia 9,500,000 IndiaPalenque II tanker 44,646 1992 Korea 3,400,000 NigeriaStar Quest tanker 5,618 2009 China 4,100,000 Singapore

Tempera tanker 106,034 2002 Japan 32,500,000 France

Vessel Name // Gemi Ad› Type // Tipi DWT Built // ‹nfla USD Buyer // Al›c›

NEWBUILDING CONTRACTS - YEN‹ ‹NfiA SÖZLEfiMELER‹Yard // Tersane Type // Tipi Size (units) // Boyut (adet) Delivery // Teslimat USD Buyer // Al›c›

Hanjin HI cont 1,900 TEU (x2) 2016 34,000,000 DelphisCIC Jiangsu tanker 150,000 dwt (x2+2) 2017 57,000,000 Trade and TransportCIC Jiangsu tanker 115,000 dwt (x2+2) 2017 50,000,000 Trade and TransportDaehan tanker 115,000 dwt (x4+4) 2017 55,000,000 Jellicoe TankersDalian Shipbuilding tanker 115,000 dwt (x4) 2017/2018 52,000,000 China Ship DevelopmentDalian Shipbuilding tanker 115,000 dwt (x2) 2017 52,000,000 Cara ShippingHyundai tanker 300,000 dwt (x2) 2017 95,500,000 ThenamarisHyundai Vinashin tanker 75,000 dwt (x2) 2017/2018 44,000,000 D’Amico InternationalNew Times tanker 111,000 dwt (x2) 2017 50,000,000 FrontlineSTX tanker 310,000 dwt (x2+2+2) 2017 90,000,000 FrontlineSungdong tanker 115,000 dwt (x2) 2017 55,500,000 Thenamaris

@: enbloc All information is given in good faith but without guarantee. // Bilgilerin do¤rulu¤u için maksimum çaba harcanm›flt›r, ancak garanti edilemez. Source // Kaynak: Alpina Denizcilik 06.2015

DEMOLITION SALES - HURDA SATIfiLARIVessel Name // Gemi Ad› Type // Tipi DWT Built // ‹nfla USD/LDT LDT Buyer // Al›c›

Advantage bulk 27,750 1977 380 9,200 IndiaAeolian Glory bulk 157,991 1995 383 19,431 BangladeshAman Trader bulk 48,320 1990 368 10,166 BangladeshAncona bulk 75,100 1995 377 11,750 BangladeshAndhika Sharmila bulk 64,975 1985 340 19,380 As is SingaporeBashundara1 bulk 46,874 1985 380 8,650 IndiaBoontrika Naree bulk 27,881 1990 370 6,054 IndiaElounda Bay bulk 182,675 1993 365 23,215 BangladeshEmpress bulk 151,628 1982 378 17,777 Bangladesh/Pakistan optionsGreat Peace bulk 45,259 1996 215 7,922 ChinaLong Yuan bulk 69,346 1989 380 9,980 IndiaMariner J bulk 26,605 1984 370 5,602 BangladeshMaster Ismail bulk 25,413 1982 379 5,463 PakistanMiden Max bulk 74,696 1993 390 10,323 India with optionsNatzutec bulk 27,922 1981 360 7,667 BangladeshProsper bulk 182,675 1993 365 22,494 BangladeshSaisaban bulk 26,648 1986 363 5,551 PakistanSeatiger bulk 6,156 1981 370 2,041 BangladeshSentosa bulk 36,205 1982 372 8,948 IndiaStar Mega bulk 170,631 1994 380 21,020 IndiaStarford bulk 23,360 1983 380 5,357 BangladeshTak Yang bulk 7,859 1981 330 2,300 BangladeshWan He bulk 30,750 1983 355 6,957 BangladeshZhen Yang bulk 22,551 1991 382 8,704 BangladeshAn Chun cont 15,106 1986 305 4,647 As is Hong KongAT 14 cont 12,230 1992 385 4,590 IndiaZim Asia cont 45,850 1996 400 16,900 BangladeshBaltic Sky reefer 12,299 1978 420 7,288 BangladeshCastillo de Plasencia tanker 12,219 1987 600 4,330 India inc st. steel material onboardTheresa Pelintung tanker 29,928 1990 385 9,331 India


Date Event Place Website

02-05.06.2015 Nor-Shipping 2015 Oslo, Norway www.nor-shipping.com

04.06.2015 Norway Ship & Offshore Finance Forum Oslo, Norway www.marinemoney.com

09-11.06.2015 TOC Europe Rotterdam, Netherlands www.tocevents-europe.com

10-13.06.2015 MTB Superyachts Algarve www.coplandevents.com

11-12.06.2015 Cruise Shipping Asia Busan, Korea www.cruiseshippingmiami.com

16-18.06.2015 Marine Money Week New York, USA www.marinemoney.com

23-26.06.2015 Brasil Offshore Rio de Janeiro, Brazil www.brasiloffshore.com

25.06.2015 China Offshore Finance Forum Dalian, China www.marinemoney.com

25.06.2015 13th ASEAN Ports and Shipping 2015 Jakarta, Indonesia www.transportevents.com

11-13.08.2015 Marintec South America Rio de Janeiro, Brazil www.navalshore.com.br

09-10.09.2015 The London Maritime Event for Purchasing & Supply London, UK www.impalondon.com

08-11.09.2015 Offshore Europe 2015 Oil & Gas Conference & Exhibition Aberdeen, UK www.offshore-europe.co.uk

09-11.09.2015 Seatrade Europe Cruise & River Cruise Convention Hamburg, Germany www.seatrade-europe.com

17-18.09.2015 10th Southern Asia Ports, Logistics & Shipping 2015 Mumbai, India www.transportevents.com

22-25.09.2015 NEVA 2015 St Petersburg, Russia www.neva.transtec-neva.com

23-25.09.2015 INMEX SMM India 2015 Mumbai, India www.inmex-smm-india.com

03-07.10.2015 Interferry 40th Annual Conference Copenhagen www.interferry.com

12.10.2015 5th Offshore Wind Installation and Maintenance Conference Amsterdam, The Netherlands http://offshore-energy.biz

12-15.10.2015 Dynamic Positioning Conference 2015 Houston, USA www.dynamic-positioning.com

13-14.10.2015 Offshore Energy 2015 Amsterdam, The Netherlands http://offshore-energy.biz

13-15.10.2015 TOC Container Supply Chain: Americas Panama City, Panama www.tocevents-americas.com

20-23.10.2015 Kormarine 2015 Busan, Korea www.kormarine.com

27-29.10.2015 OTC Brasil 2015 Rio de Janeiro, Brazil www.otcbrasil.org

29.10.2015 2nd Mare Forum Fort Lauderdale Yacht Summit 2015 Fort Lauderdale – USA www.mareforum.com

29-30.10.2015 13th Intermodal Africa 2015 Lusaka, Zambia www.transportevents.com

02-06.11.2015 IBIA Annual Convention 2015 Cancun, Mexico www.ibia.net

03-05.11.2015 Deepwater Operations 2015 Galveston, Texas, USA www.deepwateroperations.com

03-06.11.2015 Europort 2015 Rotterdam, The Netherlands www.europort.nl

05-09.11.2015 The Fort Lauderdale International Boat Show Fort Lauderdale, Florida www.showmanagement.com

09-12.11.2015 ADIPEC 2015 International Petroleum Exhibition & Conference Abu Dhabi, UAE www.adipec.com

10-12.11.2015 6th Gas Fuelled Ships Conference Hamburg, Germany www.motorship.com/gfsconference

17-19.11.2015 METS 2015 Marine Equipment Trade Show Amsterdam, The Netherlands www.metstrade.com

01-03.12.2015 International Workboat Show 2015 New Orleans, USA www.workboatshow.com

28-29.01.2016 10th Indian Ocean Ports and Logistics 2016 Reunion Island www.transportevents.com

24-25.02.2016 SMM Istanbul Istanbul, Turkey www.smm-istanbul.com

06-09.09.2016 27th SMM Hamburg Hamburg, Germany www.hamburg-messe.de/smm

01-03.11.2016 SMEM Seatrade Middle East Maritime 2016 Dubai, UAE www.seatrade-middleeast.com

MARITIME EVENTSDEN‹ZC‹L‹K ETK‹NL‹KLER‹

marinea&ommerce 06.2015

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