marine&commerce 03.2015 by marine&commerce

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// ULUSLARARASI DEN‹Z VE T‹CARET

A MILESTONE IN CRUISE TOURISM

ISSN: 1305-2918

YEAR // YIL: 11 ISSUE // SAYI : 123 MARCH // MART 2015 PRICE: EURO 20 // F‹YATI: 20 YTL

KRUVAZ‹YER TUR‹ZM‹NDE DÖNÜM NOKTASI THIS TIME THE ‘SILENT SHIP’ TAKES fiADAN KALKAVAN ABOARD… ‘SESS‹Z GEM‹’ L‹MANDAN BU KEZ fiADAN KALKAVAN’I ALDI…

HELLO // MERHABA

That Is Enough For This Sleep … Subconscious is defined as the hard disc of our brain. A hard disc that is increasingly becoming defenseless; open to viruses, crashes and getting tired quickly with heaps of redundant information as the technology advances. Moreover, one formatted by the others mostly before we knew it… How it happens? The problem is the subliminal messages sent to our brain… And the most dangerous and swiftly pervading one of these messages are the noises concealed in digital mp3 files and 25th frame technique. Under normal conditions, a visuality composed of 24 frame images appropriate to the screen size is reflected on television or in movie every one second. The problem starts when the 25th frame is added to the image that is perceived only by our subconscious and one that we don’t hear and see. 25th frame in question is ill-intentioned. Whatever we watch, the preparer, producer or director sends the messages, which he wants to deliver, to our subconscious through these insertions. When it comes to mp3s; our brain listen and stores the interlinear while our ear cannot perceive any different messages. Namely, we see, hear and accumulate through our subconscious the things we suppose that we don’t see, hear. Furthermore we are being formatted in a sense and put them into practice not even noticing. Dildar Ünde¤er

It is known that the feature of subconscious that records all images, noises and pictures and persuades through suggestion has been occasionally used since 1900s, but of course not with the same dosage and method of today. When we consider that the subconscious constitutes the 999 per thousand of the whole perception we cannot underestimate the enormity of the danger. I don’t know whether it will be possible to perceive the intentions behind our transformation into this strange sleepy, unresponsive, acquiescent nature by the help of remaining 1 per thousand conscious but we should wake up to ourselves. In a sense; we should put a stop to robotisation…

dildar@dildarpr.com

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

Bu Kadar Uyku Yeter… Beynimizin hard disk’i olarak tan›mlan›yor bilinçalt›. Teknoloji ilerledikçe daha savunmas›z; virüslere, kitlenmeye aç›k ve bir sürü gereksiz bilgiyle art›k daha çabuk yorulan bir hard disk. Hatta ço¤u zaman biz fark›na varmadan, baflkalar› taraf›ndan formatlanan… Bu nas›l m› oluyor? Mesele; bilinçalt›m›za gönderilen gizli mesajlar… Bu mesajlar›n en h›zl› yay›lan ve tehlikeli olanlar›ysa, 25. kare tekni¤i ve digital mp3 dosyalar›na gizlenen sesler. Televizyon ya da sinemada normal koflullar alt›nda, her bir saniyede ekran büyüklü¤üne uygun 24 kare görüntüden oluflan bir görsellik yans›t›l›yor. Görüntüye, sadece bilinçalt›m›z taraf›ndan alg›lanabilen, gözümüzün göremedi¤i, kula¤›m›z›n duyamad›¤› 25. karenin eklenmesiyle de olanlar oluyor. O, 25. karenin amac› kötü… ‹zledi¤imiz her ne ise, haz›rlayan kifli, yap›mc› ya da yönetmen kendi hedefi ve ideolojisine göre vermek istedi¤i mesajlar› bu eklentiyle bilinçalt›m›za gönderiyor. Gizli mesajlarla haz›rlanan mp3’lerde de kula¤›m›zla hiçbir farkl› mesaj alg›layamazken, beynimiz sat›r aralar›n› dinliyor ve depoluyor. Yani görmedi¤imizi, duymad›¤›m›z› sand›¤›m›z fleyleri asl›nda bilinçalt›m›zla görüyor, duyuyor ve biriktiriyoruz. Üstelik fark›na bile varmadan bir anlamda formatlan›yor ve uygulamaya geçiriyoruz. Bilinçalt›n›n tüm görüntü, ses ve resimleri kaydetme, telkin yoluyla da ikna etme özelli¤inin 1900’lü y›llardan beri zaman zaman kullan›ld›¤› biliniyor, ama elbette bugünkü dozaj ve flekilde de¤il. Bilinçalt›n›n, alg›n›n binde 999’unu oluflturdu¤unu düflündü¤ümüzde tehlikenin boyutlar›n› yabana atamay›z. Uyuyan, tepkisiz, kabullenen bu garip yap›ya dönüflmemizin ard›ndaki niyetleri, kalan binde 1’lik bilinçle alg›lamam›z ne kadar kolay olacak bilemiyorum ama silkelenmek zorunday›z. Bir anlamda robotlaflmay› durdurmal›y›z… Yaflant›n›zdan deniz ve “marine&commerce” hiç eksik olmas›n... Dildar Ünde¤er (dildar@dildarpr.com) Editor in Chief // Genel Yay›n Yönetmeni

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CONTENTS // ‹Ç‹NDEK‹LER

ULUSLARARASI DEN‹Z VE T‹CARET www.marineandcommerce.com ISSN: 1305-2918

MARCH // MART 2015

Published monthly // Yerel süreli yay›n // Her ay yay›nlan›r

Dildar Tan›t›m, Halkla ‹liflkiler ve Turizm Ltd. fiti. ad›na Publisher & Managing Editor // ‹mtiyaz Sahibi Elek.Y.Müh. Halis Öztürk Editor in Chief Genel Yay›n Yönetmeni (Sorumlu) Dildar Ünde¤er dildar@dildarpr.com, mc.editor@dildarpr.com

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Editor // Editör Y›lmaz Öztürk

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SHORT WAVE // KISA DALGA

MARKET // P‹YASA

Latest developments, events,

Crude Awakening for Aframaxes //

new products in the world... //

Aframaxlar ‹çin Ham Petrol Uyan›fl›

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

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Advertisement Department // Reklam advert@dildarpr.com

Dünya denizcili¤indeki son geliflmeler, olaylar, yeni ürünler

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MARKET // P‹YASA Spring Break for MRs? //

AGENDA // GÜNDEM

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MR’ler ‹çin Bahar Tatili mi?

A Milestone in Cruise Tourism // Kruvaziyer Turizminde Dönüm Noktas›

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This Time The ‘Silent Ship’ Takes fiadan Kalkavan Aboard… //

“This Year is Hard But

‘Sessiz Gemi’ Limandan Bu Kez

2017-18 will be Perfect” //

fiadan Kalkavan’› Ald›…

Subscription // Abonelik Orhan K›vrak Translation // Çeviri Ayflen Tekflen

SADNESS // ÜZÜNTÜ

CONVERSATION // SÖYLEfi‹

Graphic Editor // Görsel Yönetmen Bulut Onur

Cover Photo // Kapak Foto¤raf› Quantum of The Seas

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Correspondence // Yaz›flma Adresi

“Bu Y›l Zor Ama 2017-18 034

Çok ‹yi Olacak”

EVENT // ETK‹NL‹K The Fair of “We Are At This Game” //

ENVIRONMENT // ÇEVRE

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“Biz Var›z” Fuar›

IMO Has Ballast Water Eureka Moment // IMO’nun Balast Suyunda “Evreka” An›

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Dildar Tan›t›m, Halkla ‹liflkiler ve Turizm Ltd. fiti. Dildar Public Relations & Tourism Co Ltd Sinanpafla Mah. Akmaz Çeflme Sokak No:15/14 Befliktafl 34353 ‹stanbul TÜRK‹YE Tel: +90 212 259 70 10 pbx E-mail: info@dildarpr.com, info@marineandcommerce.com

BRIEF NEWS // KISA HABERLER Voice of the Turkish maritime industry...

PAINT // BOYA

Source of up-to-date information...

“Our Products are Both Beneficial and

News, developments, projects... //

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“Ürünlerimiz Hem Yararl›

güncel bilgi kayna¤›... Haberler

Hem de Çevreye Sayg›l›”

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geliflmeler, projeler...

www.marineandcommerce.com

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Print House // Bask› Stil Matbaac›l›k Sanayi ve Ticaret A.fi.

‹brahim Karao¤lano¤lu Cad. Yay›nc›lar Sok. Stil Binas› No: 5 Seyrantepe 4. Levent - ‹stanbul Tel: +90 212 281 92 81 Fax: +90 212 279 30 86

INDUSTRIAL DATA // SEKTÖREL VER‹LER Second-hand ship market // ‹kinci el gemi sat›fllar› sözleflmeleri

Demolotion sales // Hurda sat›fllar›

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Newbuilding contracts // Yeni infla

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

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Chemical Tanker Shipping Industry Faces A Challenging 2015 Kimyasal Tafl›mac›l›¤›n› Zor Bir Y›l Bekliyor

hemical tanker shipping faces another challenging year of falling freight rates in 2015 but the trade is expected to recover next year. Seaborne trade in chemicals and associated products fell by 1.2% in volume terms in 2014. This decrease can be attributed to the overall weakness in the Chinese and European economies in 2014; however, with China accounting for approximately one third of global organic chemical imports, particular emphasis is placed on the fall in Chinese demand for chemicals as a major factor impacting the global market. “Uncertainty over the economic outlook and the recent fall in oil prices and its impact on plans for new petrochemical plants in the short term are likely to restrain trade growth in 2015”, notes Nazneen Fatima, lead analyst for chemical shipping at Drewry. On the supply side, while the rate of new ordering in the chemical shipping sector has moderated, the total chemical capable fleet grew by 4.4% in 2014 and with a current orderbook of 10.2 million dwt, further increases in supply will take place in 2015. When allowances are made for vessel scrapping and the loss of IMO certificates of fitness, the net increase in the size of the chemical fleet in 2015 is likely to be in the order of 7%,

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bindeki düflüflün özellikle alt› çiziliyor. Drewry kimyasal deniz tafl›mac›l›¤› bafl analisti Nazneen Fatima “Ekonomik görünümün belirsizli¤i, petrol fiyatlar›ndaki son düflüfl ve bunun k›sa vadede yeni petrokimya tesislerine yönelik planlar üzerindeki etkisi, 2015’te ticari büyümeyi k›s›tlayacak gibi görünüyor” dedi.

according to Drewry estimates. Given that changes in vessel demand and supply are likely to be out of line for much of the year, pressure will remain on rates. ‘’Our chemical freight rate index dropped for much of 2014, before a brief rally at the year end. Our expectation is that average rates for 2015 will be lower than average rates in 2014. But in 2016 the market will begin to recover as supply growth moderates’’, adds Fatima.

MARINE&COMMERCE MARCH 2015

imyasal tanker tafl›mac›l›¤› navlun ücretlerinin düflece¤i bir 2015 ile karfl› karfl›ya ama durumun önümüzdeki y›l toparlanmas› bekleniyor. Kimyasallar ve kimyasal yan ürünler deniz tafl›mac›l›¤› 2014’te hacim olarak yüzde 1.2 oran›nda düflmüfltü. Bu düflüfl 2014 boyunca Çin ve Avrupa ekonomilerindeki toplam zay›flamaya ba¤lanabilir. Öte yandan küresel piyasay› etkileyen bafl etmen olarak, küresel çaptaki organik kimyasal ithalat›n›n yaklafl›k üçte birini elinde tutan Çin tale-

Arz taraf›na bakt›¤›m›zda, kimyasal deniz tafl›mac›l›¤› sektöründe yeni siparifl oran› ›l›ml› seyrederken kimyasal tafl›maya uygun filo toplam›n›n 2014’te yüzde 4.4 büyüdü¤ünü ve 10.2 milyon dwt’lik mevcut siparifllerle 2015’te daha fazla arz art›fl› gerçekleflece¤ini görüyoruz. Tahminlere göre, baz› gemilerin hurdaya ç›kar›lmas› ve IMO uygunluk sertifikalar›n›n geçerlili¤ini yitirece¤i dikkate al›nd›¤›nda 2015’te kimyasal tafl›mac›l›k filosu net yüzde 7 artaca¤a benziyor. Y›l›n önemli bölümünde çizgi d›fl› olacakm›fl gibi görünen gemi arz ve talebindeki de¤iflikliklere bak›ld›¤›nda fiyatlar üzerindeki bask› sürecek. Fatima “Kimyasal navlun fiyat› indeksimiz y›l sonundaki k›sa yükseliflinden önce 2014’ün önemli bölümünde düfltü. Beklentimiz, 2015 y›l›nda ortalama fiyatlar›n 2014’teki ortalama fiyatlardan düflük olaca¤› fleklinde. Ancak arz büyümesi hafifledikçe 2016’da piyasa toparlanmaya bafllayacak” dedi.

More Ships On-time, But Longer Delays Daha Fazla Gemi Dakik Ama Daha Uzun Gecikmeler

he on-time percentage of liner services reliability improved slightly in February but while a higher ratio of ships were hitting their schedules, for those that missed the berthing window the length of delay widened. Some 55% of ships in the three key East-West trades arrived within +/- 24 hours from the advertised ETA, up by 6.6 percentage points against January’s historical low of 49%. The average deviation from the ETA to actual arrival extended from 1.9 days in January to 2.1 days. The most reliable carrier in February was Maersk Line with an average on-time performance of 76%, the same as in January. Some 10 points adrift were Cosco on 66%, Evergreen on 65% and K Line with 63%. At the bottom of the rankings were Wan Hai (38%) and PIL (14%). “The monthly on-timer percentage improvement was the result of higher reliability in the Asia-Europe trade, which seems to have benefited from more settled services now that the new alliance structures are in full swing,” said Simon Heaney, senior manager of supply chain research at Drewry. “The Transpacific trade continued to suffer despite the mid-month resolution to the

US West Coast labour contract dispute and was largely responsible for the longer overall deviation,” Heaney added. To highlight the impact of the USWC labour dispute on reliability, out of the 743 Transpacific ships calling at either Los Angeles or Long Beach during February only 8% arrived as planned, with the average deviation a huge 10.7 days. In January the same figures were 17% and 4.2 days respectively. “The end of the USWC labour dispute and the bedding in of new alliance services should mean that reliability has hit the floor and will improve in the coming months, albeit slowly,” said Heaney.

eniz ticareti tafl›mac›l›¤›nda dakiklik yüzdesinin fiubat 2015’te bir miktar düzeldi¤i, ancak limana zaman›nda giremeyenlerin gecikme süresi uzad›¤› aç›kland›. Üç önemli Do¤u-Bat› ticaret hatt›ndaki gemilerin yaklafl›k %55’i, yani geleneksel ocak ay› gecikmelerinin yüzde 49 düzeyindeki ortalamas›n› flubatta 6.6 puan art›rarak tahmini var›fl süresini 1.9 günden 2.1 güne uzatt›. fiubat 2015’te en güvenilir tafl›ma flirketi, %76 ile ocak ay›ndakine benzer bir performans gösteren Maersk Line oldu. Onu %66 ile Cosco, %65 ile Evergreen ve %63 ile K Line izledi. S›ralaman›n en alt›nda ise Wan Hai (%38) ve PIL (%14) yer ald›. Drewry tedarik zinciri araflt›rmalar› direktörü Simon Heaney’nin yorumu flöyle: “Ayl›k dakiklik yüzdesindeki düzelme,

yeni iflbirliklerinin art›k tam kapasiteyle çal›flmas›yla daha düzenli hizmetlerden yararlanmaya bafllam›fl görünen AsyaAvrupa ticaretinde daha yüksek düzeyde güvenilirli¤in oluflmas›n›n sonucuydu. ABD’nin bat› k›y›s›nda (USCW) toplu ifl sözleflmesi anlaflmazl›¤›n›n ay ortas›nda çözülmesine ra¤men Pasifik deniz ticaretinde afl›r› s›k›nt› yaflamaya devam etti ve daha uzun süreli toplam sapmadan büyük ölçüde bu durum sorumluydu.” USWC’deki anlaflmazl›¤›n güvenilirlik üzerindeki etkisine dikkat çekmek aç›s›ndan, fiubat 2015’te Los Angeles ya da Long Beach’e u¤rayan 743 transpasifik gemiden, ortalama 10.7 gün gibi büyük bir sapmaya u¤rad›¤›n›, yaln›zca %8’inin tarifesine uyabildi¤ini söylemekte yarar var. Ocak ay›nda ayn› say›lar s›ras›yla 4.2 gün ve %17 idi.

MARINE&COMMERCE MART 2015

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Europe to Lose LNG Supply to Egypt Avrupa LNG Arz›n› M›s›r’a Kapt›r›yor

urope is likely to attract fewer liquefied natural gas (LNG) shipments than previously expected this summer as Egypt gears up to become the region’s top-paying importer, traders said, potentially increasing gas prices in northwest Europe. While analysts still expect more LNG to land in Europe this year than in 2014, forecasts will be tempered by increased competition with Egypt, signaling tighter supplies at a time when Dutch authorities move to limit production from Europe’s biggest gas field. That may force gas prices higher in northwest Europe as utilities look to refill depleted inventories, analysts said. A year-long demand slump in Asia, the world’s biggest LNG market, has triggered a rush of sea-borne deliveries to typically overlooked European ports over the past two months, raising expectations that more will come during the summer.

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“The start-up of new production plants in Australia and Papua New Guinea, with three more due to start in Australia this year, should mean that more flexible production from Qatar gets diverted into Europe,” an analyst at a European utility said. Qatar is the world’s biggest LNG exporter and a major supplier to Europe’s most highly traded gas markets in Britain, Belgium and less frequently the Netherlands. But with Egypt beginning LNG imports from April with roughly 31 cargoes due this summer at price premiums to Europe, some traders are working to re-route supplies. Trafigura, Vitol and Noble Group have arranged to supply about 49 cargoes to Egypt over the next two years, with a further six agreed with Algeria for this summer. That equates to about 1.5 billion cubic meters of summer gas, according to one analyst’s

MARINE&COMMERCE MARCH 2015

›s›r, Kuzeybat› Avrupa’da gaz fiyatlar›n› potansiyel olarak art›rarak h›zla bölgenin en çok ödeyen ithalatç›s› olmaya yükselirken, Avrupa bu yaz, daha önce beklendi¤inden daha az s›v›laflt›r›lm›fl LNG alabilecekmifl gibi görünüyor. Buna karfl›n analistler yine de bu y›l Avrupa’ya 2014’te oldu¤undan daha fazla LNG boflalt›lmas›n› bekliyor. Tahminler, Hollandal› yetkililerin Avrupa’n›n en büyük gaz alan›ndan üretimi s›n›rlamak için harekete geçmesi yüzünden arz›n daha da s›k›flaca¤›n› ve bunun M›s›r ile al›m yönünde artan rekabete göre ayarlanaca¤›na iflaret ediyor. Kamu daireleri tükenmifl stoklar› yeniden doldurmaya çal›flt›kça, bunun Kuzeybat› Avrupa’da gaz fiyatlar›n› yukar›ya do¤ru daha da zorlamas› mümkün. Dünyan›n en büyük LNG pazar› olan Asya’da bir y›ld›r süren talep düflüflü, genelde göz ard› edilen Avrupa limanlar›na deniz yoluyla sevkiyat ak›nlar›n› son iki ayda tetikleyerek yaz

boyunca daha fazlas›n›n gelece¤ine iliflkin beklentileri yükseltti. Avrupal› bir kamu analisti “Bu y›l Avusturalya’da bafllamas› gereken üç taneyle birlikte Avusturalya ve Papua Yeni Gine’de yeni üretim tesislerinin devreye girmesi Katar’dan daha esnek üretimin Avrupa’ya yöneltilmesi anlam›na gelecek” yorumunu yapt›. Katar dünyan›n en büyük LNG ihracatç›lar›ndan ve Avrupa’n›n Britanya, Belçika, daha ender olarak da Hollanda’daki en çok ifllem gören pazarlar›n›n ana tedarikçisi. Ancak M›s›r’›n Nisan 2015’ten yaza kadar 31 gemi yüküyle yüksek fiyattan Avrupa’dan LNG ithalat›na bafllamas›yla baz› tüccarlar arzlar› da yeniden yönlendirmeye çal›fl›yor. Trafigura, Vitol ve Noble Group önümüzdeki iki y›l boyunca M›s›r’a 49 gemi yükü tedarik etmeyi baflard› ve s›rada bu yaz için Cezayir’le üzerinde anlafl›lm›fl alt› gemi yükü daha var. Bir analistin hesaplamalar›na göre bu, BP taraf›ndan ta-

calculations, which exclude a 21-cargo deal being finalized by BP. Trafigura’s two-year, 33-cargo commitment to Egypt will be met largely by Qatari production, traders said, which may lead to lower than expected Qatari deliveries to Europe, Dubai and India in the summer months. Qatar is also due to supply Pakistan and Poland under new supply deals starting this summer, further tightening availability to key terminals in northwest Europe. The remaining Egyptian supply will need to be sourced from nearby Atlantic production plants, picking off cargoes otherwise earmarked for Europe. Any strong Asian spot LNG price recovery could

bleed away more Atlantic supply into eastern markets. “If Egypt starts imports this summer, which is probable, European LNG deliveries will be reduced as Egypt will be a premium market in that region,” a trading house source said. One Asia-Pacific trader said that companies are competing to buy spare Nigerian cargoes to supply Egypt. Another trader at a Spanish energy company, which holds several LNG import deals, was approached to resell LNG to traders or re-export imported cargoes from Spain’s domestic terminals. Gazprom is also working to conclude a separate multicargo supply deal with Egypt.

mamlanan 21 gemi yükü hariç, 1.5 milyar metreküp yaz dönemi gaz›na denk geliyor.

bir düzelme, daha fazla Atlantik arz›n› Do¤u pazarlar›na ak›tabilir.

Analistler Trafigura’n›n M›s›r’a 33 gemi yükü taahhüdünün büyük ölçüde Katar üretimiyle karfl›lanaca¤›n› söyledi ki bu da yaz aylar›nda Katar’›n Avrupa, Dubai ve Hindistan’a beklenenden daha az sevkiyat yapmas›na yol açabilir. Yeni tedarik anlaflmalar›na göre, bu yazdan bafllayarak Katar’›n Pakistan ve Polonya’ya da tedarikte bulunmas› gerekiyor ki bu da Kuzeybat› Avrupa’daki ana terminallere eriflimi daha da s›k›flt›racak.

Bir uzman “E¤er M›s›r ithalat› bu yaz bafllat›rsa ki bu mümkün, bölgede yüksek bir pazar haline gelece¤inden Avrupa LNG sevkiyatlar› azal›r” diyor.

Geri kalan M›s›r talebinin aksi durumda Avrupa için ayr›lm›fl olan civardaki Atlantik üretim tesislerinden tedarik edilmesi gerekecek. Asya spot LNG fiyat›nda meydana gelecek güçlü

Bir Asya-Pasifik tüccar›, flirketlerin, M›s›r’a satmak için yedek Nijerya yüklerini almak konusunda adeta birbirleriyle yar›flt›klar›n› belirtiyor. Çok say›da LNG ithalat› iflini elinde bulunduran bir ‹spanyol enerji flirketi, LNG’yi tüccarlara yeniden satma ya da ‹spanya’n›n iç hat terminallerinden ithal edilen yükleri yeniden ihraç etme yaklafl›m›na bile girmifl durumda. Gazprom da M›s›rla ayr› bir çoklu-kargo tedarik anlaflmas›n› tamamlamak üzerine yo¤unlaflt›.

New Hybrid Tug Joins Multraship Fleet Multraship Filosuna Yeni Hibrit Römorkör

leriyle gelen bu hibrit konfigü-

utch towage and salvage specialist Multraship has welcomed into its fleet Multratug 28, an energy efficient hybrid Damen ASD 2810-type tug with FiFi 1 firefighting capabilities. Damen’s ASD 2810 Hybrid is a new design, and this is the second of its class to be built. Featuring diesel-direct, dieselelectric and battery-powered propulsion systems, this hybrid configuration will enable Multraship to lower fuel costs by up to 30 percent and emissions by up to 60 percent, the company said.

According to Multraship managing director Leendert Muller, “This new tug will provide clean and energyefficient harbour towage in the Zeeland Seaports and Antwerp

rasyonu Multraship’in yak›t maliyetini yüzde 30’a ve sal›mlar›n› da yüzde 60’a kadar düflürmesini sa¤layacak.

areas. It will also be on standby for fire- or explosion-related emergencies in the western and central part of the River Scheldt and for offshore services. As a traditional family-owned towage and salvage company we are very proud to be one of the world leaders in the deployment of hybrid tugs which set new benchmarks for environmentally-friendly operation.”

ollandal› römorkaj ve kurtarma uzman› Multraship firmas›, FiFi 1 yang›n söndürme yetene¤ine sahip enerji tasarruflu hibrit Damen ASD 2810-tipi bir römorkör olan Multratug 28’i filosuna katt›. Damen’in ASD 2810 Hybrid’i yeni bir tasar›m ve s›n›f›n›n ikincisi! fiirketin aç›klamas›na göre, dizel-direkt, dizel-elektrik ve aküyle çal›flan tahrik sistem-

Multraship Direktörü Leendert Muller “Bu yeni römorkör Zeeland limanlar› ve Antwerp bölgelerinde temiz ve enerji verimli bir liman römorkaj hizmeti sa¤layacak. Ayr›ca Scheldt nehrinin bat› ve orta kesimlerinde yang›n ya da patlamayla ilgili acil durumlar ve aç›k deniz hizmetleri için de haz›rda olacak. Geleneksel bir römorkaj ve kurtarma aile flirketi olarak çevre dostu çal›flma için yeni k›staslar koyan hibrit römorkörlerin kullan›m›nda dünya liderlerinden biri olmaktan gurur duyuyoruz” dedi.

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Amazing and Pioneering, But Within Reach fiafl›rt›c› ve Öncü Ama Ulafl›labilir

echnology is now being developed for wireless transfer of land power to ships. This is a potential game changer. Soon it may be possible to charge batterypowered vessels wirelessly.

bir standart tasla¤› oluflturmak üzere birlikte çal›flt›. Bu, enerjinin kablosuz aktar›m› gelecek için bir çözüm olabilir mi?

The research project “Wireless high power battery charging for ships” has already developed a small prototype, built at SINTEF Energy. Many ports wants to offer shore power. The port of Oslo has already developed such a solution together with ferry operator Color Line. Several Norwegian ports are now working on finding similar solutions. The shipping lines are interested, because electricity is cheaper than other fuels in Norway. What is the real challenge? Is a connector plug in the port not sufficient? Unfortunately - not. Simple put, part of the problem is what kind of plug to use in the port. ISO, IEEE and IEC has worked to create a draft common standard for this contact point. Perhaps the wireless transmission of power may be the solution for the future ...? The principle is the same as in modern induction units in kitchen stoves, only on a larger scale. The difference is that the effect will be received with a coil, while the induction stove allows the current to create heat directly in the bottom of the saucepan. The wireless, inductive

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transmission of energy for ferries will have an effect of 1 megawatt, ie in the order of 300 times the power of today’s most common chargers for electrical vehicles. The wireless charging works with a magnetic field that runs between two coils, one that emits power and one that receives power. The technology is being developed in a research project led by Ingve Sorfonn, who is Technical Director of Wartsila Norway, a company that among other things supplies energy solutions to the maritime sector. He says that battery operation and hybrid solutions have a large potential for all ships engaged in coastal traffic with variable operation speeds. He considers that ferries are perhaps the most logical place to start. A prototype for wireless transfer of power in full size is under development. This will later be tested with full power in Wartsila’s test center in Stord in Norway. The company

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arasal enerjinin gemilere kablosuz olarak aktar›lmas› için yeni bir teknoloji gelifltiriliyor. Bu teknoloji ezberleri bozaca¤a benziyor, çünkü k›sa bir süre sonra aküyle çal›flan gemileri kablosuz olarak doldurmak mümkün olabilecek. “Gemiler için kablosuz yüksek güçte akü flarj›” projesi ba¤lam›nda, SINTEF Energy taraf›ndan üretilen küçük bir prototip gelifltirildi bile. SINTEF Energy bu çözümü, Oslo Liman› feribot iflletmecisi Color Line’la birlikte gelifltirdi. Çok say›da Norveç liman› benzer çözümler bulmak için çal›fl›yor. Denizcilik flirketleri konuyla yak›ndan ilgili çünkü Norveç’te elektrik, di¤er yak›tlardan daha ucuz. Gerçek sorun ne? Limanda bir ba¤lant› fifli yeterli de¤il mi? Ne yaz›k ki hay›r! Basitçe ifade edersek, sorunun bir parças› limanda hangi tür fifl kullan›laca¤›yla ilgili... ISO, IEEE ve IEC bu temas noktas› için ortak

Çal›flma prensibi mutfak f›r›nlar›ndaki modern indüksiyon birimleriyle ayn›, yaln›zca daha büyük ölçekte. Aradaki fark, indüksiyon f›r›n› ak›m›n do¤rudan tencerenin alt›nda ›s› oluflturmas›n› sa¤larken, burada sonucun bir bobinle al›nacak olmas›d›r. Feribotlar için enerjinin kablosuz indüktif aktar›m› 1 megavat, yani, elektrikli araçlar için günümüzün en bilinen flarjlar›n›n gücünden 300 kat fazla etki yaratacak. Kablosuz flarj, biri enerjiyi yayan ve di¤eri alan iki bobin aras›ndaki bir manyetik alanla çal›fl›yor. Bu teknoloji, di¤er konular›n yan› s›ra denizcilik sektörüne enerji çözümleri sunan Wartsila Norveç teknik direktörü Ingve Sorfonn’un yönetti¤i bir araflt›rma projesinde gelifltiriliyor. Sorfonn, akülü çal›flma ve hibrit çözümlerin çeflitli çal›flma h›zlar›nda k›y› trafi¤ine dahil olan tüm gemiler için büyük bir potansiyeli bar›nd›rd›¤›n› söylüyor. Feribotlar› da en mant›kl› bafllang›ç noktas› olarak kabul ediyor. Enerjinin kablosuz transferi için gerçek ebatl› bir prototip halen gelifltirilme aflamas›nda. Daha sonra Wartsila’n›n Norveç Stord’daki test merkezinde tam anlam›yla denenecek. fiir-

already produces solutions for power conversion to ship, and has developed an electronic power modules that will be used as part of prototype. “The prototype will be ready within a year, and will be implemented as a pilot sometime in 2016,” says Ingve Sorfonn. This is a truly impressive research project that in the future will make freight by sea more eco-friendly, also when the ship is docked in port.

Engines running is port is a major source of local pollution. An example: in the city of Bergen, which is sandwiched between high mountains, ship are a major contributor to the local low-quality air. A wireless charging point of the proposed type can be used as normal shore power with the engines of the ships turned off. The major potential is, however, in fast charging of batteries on board vessels with short stops in ports, such as ferries.

ket, gemilere enerji dönüflümü için çözümler üretiyor ve prototipin bir parças› olarak kullan›lacak bir elektronik güç modülü gelifltirmifl. Ingve Sorfonn “Prototip bir y›l içinde haz›r olacak ve 2016’da pilot olarak uygulanacak” diyor. Bu proje, gelecekte deniz ticaretini daha çevre dostu k›lacak gerçekten etkileyici bir araflt›rma projesi. Tabii gemi havuza çekildi¤inde de... Limanda çal›flan makineler temel bir kirlilik

kayna¤›d›r. Örne¤in, yüksek da¤lar aras›nda s›k›flm›fl olan Bergen flehrinin havas›n›n kalitesini düflüren en büyük katk› gemilerden geliyor. Önerilen türde kablosuz bir flarj noktas›, gemilerin makinelerinin durdurulmas›n› ve normal karasal enerjinin kullan›lmas›n› sa¤layabilir. Ancak as›l potansiyel, gemilerin, özellikle feribotlar›n akülerinin limanlarda k›sa molalarla h›zla flarj edilmesinde yat›yor.

First Zero Emission Vessel In Operation ‹lk S›f›r Sal›ml› Gemi Çal›flmaya Bafllad›

Aküler toplam 10 ton a¤›rl›kta ve 1,000 kWh kapasiteye sahip. Geçifl 20 dakika sürüyor ve gemi her iki taraftaki r›ht›mlarda durdu¤unda aküler 10 dakikada flarj oluyor.

he worlds first batterypowered large commercial ferry is now in full operation in Norway. This ferry is a revolution, but the passenger hardly notice it. The passage is made without a sound as the ferry crosses 2 nautical miles from one side of the Sognefjord, the largest fjord in Norway, to the other. The ferry is 81 meter long and 21 meter wide and can carry 120 cars and 360 passengers. The engine room and the bridge is totally different from other ships. The engine is just an electric engine and the main instrument is the charging indicator. The batteries weigh 10 tonnes in total and has a capacity of 1,000 kWh (kilo Watt hours). The passage takes 20 minutes and the batteries are charged during the 10 minutes the ferry stays docked on each side. The mooring is made by suction to minimize the energy consumption in port. Normally a ferry would use its engine to

push against the dock, but with the suction mooring this is no longer necessary. The ferry is charged by cable. An onshore battery is installed on each side for fast delivery of power to the ferry battery. The ferry is operated by Norled, a sister company of Nor Lines, the Norwegian shipping line. The employment of batterypowered ships is still in early stages. However, this technology will become increasingly attractive as the price of batteries continue to fall.

ünyan›n ilk aküyle çal›flan büyük ticari feribotu Norveç’te seferlere bafllad›. Bu feribot bir devrim ama yolcular bunun pek fark›nda de¤il. Feribot Norveç’in en büyük fiyordu Sognefjord’un bir taraf›ndan di¤erine 2 deniz milini geçerken geçifl hiçbir ses olmadan gerçeklefltirildi. Feribot 81 metre uzunluk, 21 metre genifllikte ve 120 araç ile 360 yolcu tafl›yabiliyor. Makine dairesi ve köprü di¤er gemilerden tamamen farkl›. Makine tam bir elektrik makinesi ve ana enstrüman bir flarj göstergesi!

Limanda enerji tüketimini en aza indirmek için yanaflma emme yöntemiyle yap›l›yor. Normalde bir feribot r›ht›ma yanaflmak için motorunu kullan›r ama emme demirlemeyle art›k bunu yapmak flart de¤il. Feribot aküleri kabloyla flarj ediliyor. Feribot aküsüne h›zla enerji ulaflt›rmak için her iki yanda da bir kara aküsü bulunuyor. Feribot Norveç denizcilik flirketi Nor Lines’›n kardefl kuruluflu olan Norled taraf›ndan iflletiliyor. Aküyle çal›flan gemilerin kullan›m› henüz daha ilk aflamalar›nda. Ancak, akülerin fiyatlar› düflmeye devam ettikçe bu teknoloji giderek daha çekici hale gelecek.

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DNV GL Launches Advanced Hull and Propeller Performance Analytics DNV GL Geliflmifl Gövde ve Uskur Performans Analizlerini Tan›t›yor

NV GL is launching an advanced hull and propeller performance analytics module as part of the new fleet performance management service ECO Insight. The module is based on computational fluid dynamics (CFD) methods to correct for changing operational conditions and produces much more accurate results than existing approximate or experimental methods. Fuel efficiency remains a key concern for shipping, but tracking hull and propeller degradation is a challenge that has not yet found an adequate solution. Experts suggest that, as a result of hull fouling, the world fleet could be sailing with approximately 30 per cent added resistance and consequently significantly higher levels of fuel consumption. Undertaking hull and propeller cleaning on a more regular basis is already recognized as improvement lever by many shipping companies. However, the

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question of when and how the procedure should be carried out has not yet been addressed systematically. Hull and propeller performance computations show how much resistance is added over time due to fouling, by analysing the gap between the theoretical and measured power demand of a vessel, after correcting for influences like speed, draft, trim, weather and other operating conditions. “We use data that shipping companies are already collecting,” Dr Torsten Büssow, DNV GL’s Head of Fleet Performance Management, explains. “Our CFD capabilities, which we also use in our lines optimisation, retrofit and trim assistant services, allow us to very accurately normalize vessel specific power demand under each reported condition.” The hull and propeller degradation computation is offered as part of DNV GL’s new fleet performance management service ECO Insight.

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NV GL, yeni filo performans› yönetim hizmeti ECO Insight’›n bir parças› olarak geliflmifl gövde ve uskur performans analizlerini tan›tt›. Modül, de¤iflen iflletim koflullar›n› düzeltmek için hesaplamal› ak›flkanlar dinami¤i (CFD) yöntemlerine dayal› ve mevcut yaklaflt›rma ya da deneysel yöntemlerden çok daha do¤ru sonuçlar veriyor. Enerji verimlili¤i denizcili¤in ana kayg›s› olmay› sürdürüyor ama gövde ve uskur bozunumu için henüz uygun bir çözüm bulunamad›. Uzmanlar gövde kirlili¤inin bir sonucu olarak dünya filosunun yaklafl›k yüzde 30 ek dirençle seyir yap›yor olabilece¤ini ve dolay›s›yla daha yüksek düzeyde yak›t tüketti¤ini ileri sürüyor. Gövde ve uskur temizli¤inin daha düzenli yap›lmas› pek çok denizcilik flirketi taraf›ndan daha flimdiden bir iyilefltirme vas›tas› olarak kabul edildi. Ancak ifllemin ne za-

man ve nas›l gerçeklefltirilece¤ine iliflkin bir soru henüz sistematik olarak yöneltilmedi. Gövde ve uskur performans ölçümleri h›z, su çekimi, trim, hava ve di¤er iflletim koflullar›n›n etkilerinin düzeltilmesinden sonra, bir geminin kuramsal ve ölçülen güç gereksinimi aras›ndaki fark› analiz ederek kirlenme nedeniyle zaman içinde ne kadar direnç eklendi¤ini gösterir. DNV GL Filo Performans› Yönetimi Baflkan Dr. Torsten Büssow flunlar› söyledi: “Denizcilik flirketlerinin zaten toplamakta oldu¤u veriyi kullan›yoruz. Hat/gemi optimizasyonu, güçlendirme ve trim deste¤i hizmetlerimizde de kulland›¤›m›z CFD kapasitelerimiz, rapor edilen her bir koflulda gemiye özel güç gereksinimini do¤ru olarak normallefltirmemize olanak sa¤l›yor”. Gövde ve uskur bozunum ölçümü DNV GL’nin yeni filo performans› yönetim hizmeti ECO Insight’›n bir parças› olarak sunuluyor.

ClassNK Retakes Top Position ClassNK Tekrar Birinci

deki armatörler ve iflletmeciler s›n›fland›rma kurulufllar›n› verilen servis temelinde seçerler. Bu rakamlar yaln›zca kuruluflumuzun büyümesini de¤il, sürekli kaliteli servis sa¤layarak denizcilik sektöründe kazand›¤›m›z güveni de temsil ediyor.”

lassNK announced its official registration figures in addition to Clarkson’s data which reveals that it is once again the world’s largest classification society. The latest figures show that over 366 million deadweight tons are now registered with the leading classification society, some 21% of the world’s entire classed fleet, more than any other classification society in the world according to Clarkson’s. Despite a global decline in new orders, the number of newbuildings joining ClassNK continues to grow, with the Society welcoming newbuildings totaling over 16 million gross tons to its register in 2014, or more than 25% of all newly built tonnage last year. Speaking on the occasion, ClassNK President, Mr. Noboru Ueda said: “At ClassNK, we believe that nationality is not relevant to our customers. Shipowners and operators around the world select their classification society on the basis of the services delivered. These figures represent not only the growth of our organization, but also the trust we have gained from the maritime industry through consistently providing quality services.” As ClassNK’s register grows increasingly international, so does its R&D activities. With significant contributions

towards maritime R&D, ClassNK is working with industry partners throughout Asia, Europe, and the Americas on a wide variety of joint R&D projects focusing on the safety of ships at sea, protecting the marine environment, and developing technologies that enhance efficiency for the benefit of the entire maritime community. “As an independent, non-profit organization we are able to invest all of our profits back into improving our services and providing the maritime industry with innovative solutions. We respond to our clients’ needs and when these needs change, our strategy is to adapt and invest to meet that change. We are always looking for ways to address new challenges, as well as enhance and expand our existing range of services and the maritime community has responded to this by continuing to choose ClassNK.”

lassNK bir kez daha dünyan›n en büyük s›n›fland›rma kuruluflu oldu¤unu ortaya koyan Clarkson’un verisine ek olarak kendi resmi tescil rakamlar›n› aç›klad›. Clarkson’a göre son rakamlar, dünyadaki herhangi bir s›n›fland›rma kuruluflundan fazla olarak, 366 milyon üzerinde dwt’nin, bir di¤er ifadeyle dünyan›n s›n›fland›r›lm›fl filosunun yaklafl›k %21’inin, ClassNK taraf›ndan tescil edildi¤ini gösteriyor. Yeni siparifllerdeki düflüfle ra¤men, kuruluflun 2014’te tescile ald›¤› toplam 16 milyon grostondan fazla yeni infla ya da geçen y›l›n tüm yeni infla tonaj›n›n %25’ten fazlas›yla, ClassNK’ya ba¤lanan yeni infla say›s› büyümeye devam ediyor. ClassNK Baflkan› Noboru Ueda konuyla ilgili olarak flunlar› söyledi: “ClassNK’da müflterilerin milliyetle ilgili olmad›¤›na inan›r›z. Dünya üzerin-

ClassNK’n›n tescilleri uluslararas› büyüme gösterdikçe kurumun ar-ge araflt›rmalar› da art›yor. ClassNK denizcilik ar-gesi’ne önemli katk›lar›yla, denizdeki gemilerin güvenli¤i, deniz çevresini koruma ve tüm denizcilik toplumunun yarar› için verimlili¤i art›rmak üzere teknolojiler gelifltirmeye yönelik genifl bir yelpazedeki bir dizi ortak projede, Asya, Avrupa ve Amerika’dan ifl ortaklar›yla birlikte çal›fl›yor. Ueda flöyle dedi: “Ba¤›ms›z, kâr amac› gütmeyen bir organizasyon olarak tüm kazanc›m›z› hizmetlerimizi gelifltirmek ve denizcilik sektörüne yenilikçi çözümler sunmak için yat›rabiliyoruz. Müflterilerimizin gereksinimlerine yan›t veriyoruz ve bu gereksinimler de¤iflti¤inde stratejimiz yeni durumu benimseyip ve ona yan›t verebilmek için yat›r›m yapmakt›r. Sürekli olarak yeni güçlüklerle bafla ç›kman›n yan› s›ra mevcut hizmet yelpazemizi geniflletme ve gelifltirmenin yollar›n› ar›yoruz ve denizcilik toplumu bu çabam›za ClassNK’y› seçmeye devam ederek yan›t verdi.”

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Shipping Industry Confident About Environmental Performance Denizcilik Sektörü Çevresel Performans Konusunda Kendinden Emin

t a high-level Arctic Summit, organised by The Economist magazine in Oslo on 12 March, the International Chamber of Shipping (ICS) highlighted important issues associated with the growth of Arctic shipping and expressed confidence in the industry’s environmental performance. ICS stressed the critical importance of a mandatory and uniform regulatory framework to ensure maritime safety and environmental protection, as the volume of Arctic shipping gradually increases in response to new interest in developing the region’s natural resources. ICS Secretary General, Peter Hinchliffe, explained: “The International Maritime Organization is the appropriate forum for developing standards for ships operating in the Arctic as it has the necessary legal and technical expertise to take full account of the interests of all maritime nations including those with an Arctic coastline.” He added that the shipping industry is fully committed to the implementation of the mandatory IMO Polar Code, following its recent adoption by IMO Member States and its expected entry into force in January 2017. “The Polar Code will deliver an even greater level of confidence in the environmental performance of shipping using a risk-based approach which addresses the hazards relevant to the type of ship operation, the ship’s

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location and the season of operation.” ICS asserts that the shipping industry’s environmental performance is very impressive. But the industry fully recognises the concern about the potential sensitivity of Arctic ecosystems and the need for a high degree of care when ships navigate Arctic waters, which is fully reflected in the new IMO Polar Code. With respect to society’s concern about the negative impact of CO2 emissions on climate and the delicate environmental balance that exists within the Arctic region, ICS emphasises that shipping is the only industrial sector already covered by a binding global agreement, at the IMO, to reduce CO2 through technical and operational measures. According to the latest IMO Green House Gas Study published in 2014, the

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conomist dergisi taraf›ndan 12 Mart 2015’te Oslo’da düzenlenen üst düzey Arktik Zirvesi’nde, Uluslararas› Deniz Ticaret Odas› (ICS) Arktik denizcili¤inin büyümesine iliflkin önemli konular›n alt›n› çizdi ve sektörün çevresel performans konusunda kendine güvenini ifade etti. ICS bölgenin do¤al kaynaklar›n› gelifltirmeye yönelik yeni ilgiye yan›t olarak, Arktik denizcilik hacminin giderek büyümesiyle denizcilik güvenli¤ini ve çevresel korumay› sa¤lamaya yönelik zorunlu ve bütünsel yönetmelik çerçevesinin yaflamsal önemini vurgulad›. ICS Genel Sekreteri Peter Hinchliffe flunlar› söyledi: “Arktik k›y›s›ndakiler de dâhil olmak üzere tüm denizci uluslar›n ç›karlar›n› eksiksiz dikkate almak için gerekli yasal ve teknik uzmanl›¤a sahip olan IMO, Arktik’te iflleyen gemilere standart oluflturmak için uygun bir forumdur”. Hinchliffe, IMO üyesi ülkeler taraf›ndan son kabulünün ard›ndan, gemicilik sektörünün zorun-

lu IMO Polar Kodu’nun uygulanmas›na tamamen sad›k davrand›¤›n› ve kodun Ocak 2017’de yürürlü¤e girmesinin beklendi¤ini söyleyerek flöyle dedi: “Polar Kodu, gemi operasyonu türü, geminin yeri ve operasyon mevsimiyle ilgili tehlikeleri dile getiren risk tabanl› bir yaklafl›mla gemilerin çevresel performans›nda daha da üst düzey güven sa¤layacakt›r.” ICS denizcilik sektörünün çevresel performans›n›n çok etkileyici oldu¤unu iddia ediyor. Ancak sektör, Arktik ekosistemlerin potansiyel hassasiyetine iliflkin kayg›lar› ve gemiler Arktik sular›nda seyrederken yeni IMO Polar Kodu’nda yans›ma bulan yüksek düzeyde özen ihtiyac›n› da tümüyle kabul ediyor. ICS, örgütün karbondioksit sal›mlar›n›n iklim üzerine etkisi ve Arktik bölgesinde var olan hassas çevresel dengeye iliflkin kayg›lar›yla ilgili olarak, deniz ticaretinin IMO’da teknik ve operasyonel önlemlerle karbondioksiti azaltmak için ba¤lay›c› bir küresel an-

global shipping industry has reduced its total emissions by more than 10% between 2007 and 2012. With regard to the future governance of Arctic waters, ICS believes that Arctic coastal states should avoid imposing discriminatory treatment that might prejudice the rights of ships registered with non-Arctic nations, and highlights the importance of appropriate fees for services. ICS suggests there is a need for greater clarity regarding

the legal status of Arctic waters as determined by the UN Law of the Sea. “As remote Arctic sea routes become accessible these once academic issues are becoming increasingly important,” Mr Hinchliffe explained, arguing that the UNCLOS regime of ‘transit passage’ for straits used in international navigation takes precedence over the rights of coastal states to enact unilateral measures against international shipping.

laflma kapsam›nda bulunan tek sektör oldu¤unu örnek gösteriyor. 2014’te yay›nlanan en son IMO Sera Gaz› ‹ncelemesi’ne göre, küresel denizcilik sektörü 2007 ile 2012 aras›nda toplam sal›mlar›n› %10’dan fazla azaltm›fl durumda. Arktik sular›n›n gelecekteki yönetimiyle ilgili olarak ICS, Arktik k›y› devletlerinin Arktik olmayan devletlere kay›tl› gemilerin haklar›na zarar verebilecek ayr›mc› uygulamalar dayatmaktan kaç›nmas› gerekti¤ine inan›yor ve hizmetler için uygun ücretlerin

önemini vurguluyor. ICS ayr›ca, BM Deniz Hukuku ile belirlenen Arktik sular›n›n yasal statüsüyle ilgili olarak daha fazla aç›kl›k gerekti¤ini de ileri sürüyor. Hinchliffe uluslararas› seyirde kullan›lan bo¤azlar için UNCLOS’un “transit geçifl” rejiminin, k›y› devletlerin uluslararas› denizcili¤e karfl› tek tarafl› önlemler alma haklar›n›n önüne geçti¤ini ileri sürerek “Uzak Arktik Denizi rotalar› eriflilebilir oldukça, bir zamanlar akademik kapsamdaki bu konular giderek daha önem kazan›yor” dedi.

New High Performance Range of Pure Epoxy PSPC Compliant Coatings

Yeni Üstün Performansl› Saf Epoksi PSPC Uyumlu Kaplamalar Serisi ri temelinde optimum performans sa¤layan saf epoksi teknolojisinde en son geliflmeyi temsil ediyor.

aintaining its position as an industry leader, the worldwide coatings manufacturer Hempel has launched Hempadur Quattro Xo - a high performance range of pure epoxy PSPC compliant coatings for marine new-buildings. Although specifically developed for ballast water tanks in new vessels, the new coating can also be used as a uni-primer for most vessel areas (above and below the waterline) providing high quality performance and peace of mind for customers. IMO requires the use of a PSPC certified coating for water ballast tanks and the launch, today, of a new range of pure epoxy coatings represents the latest state-of-theart in pure epoxy technology which delivers optimised performance based on customer requirements. Hempadur Quattro Xo offers: state of the art high quality pure epoxy technology, high efficiency for yards due to fast drying and year around applications from 10C to +40C, and option to

upgrade with aluminium pigmentation & proprietary fibre reinforcement technology to enhance anti-corrosion properties and long-term durability with reduced maintenance expectations. Developed specifically with customer requirements in mind, the product consists of a range of high quality pure epoxy coatings to suit the different yard working methods and requirements. Longer re-coat intervals are required in Korea and Europe whereas shorter intervals have been adopted in China and the Americas. Similarly, Korea and the US prefer 80% volume solids whilst China mainly works with 60-70%.

ünya çap›nda bir kaplama üreticisi olan Hempel, yeni deniz yap›s› inflalar› için yüksek performansl› saf epoksi PSPC uyumlu kaplamas› olan Hempadur Quattro Xo’yu tan›tt›. Gemilerdeki safra suyu tanklar› için özel gelifltirilmifl olmas›na ra¤men bu yeni kaplama geminin pek çok alan›nda (su seviyesi alt› ve üstü) tek-astar olarak da kullan›labiliyor ve kullan›c›lara yüksek kalite performans ve iç rahatl›¤› sa¤l›yor. IMO’nun balast tanklar›nda PSPC belgeli kaplama kullan›lmas›n› talep eden kural› düflünüldü¤ünde, Hempel’in yeni ürünü müflterinin gereksinimle-

Hempadur Quattro Xo flunlar› sa¤l›yor: En geliflmifl yüksek kalite saf epoksi teknolojisi; h›zl› kuruma ve y›l boyunca 1040 0C aras›nda uygulanabilmesi sayesinde tersaneler için yüksek verimlilik; korozyon önleyici özellikleri art›rmak için alüminyum pigmentasyon ve tescilli fiber güçlendirme teknolojisiyle bir üst seviye seçene¤i; azalan bak›m beklentisiyle uzun süreli dayan›kl›l›k. Müflteri gereksinimlerini dikkate alarak özel olarak gelifltirilen ürün, farkl› tersane çal›flma yöntemlerine ve gereksinimlerine uygun yüksek kalite saf epoksi kaplamalar serisinden olufluyor. Kore ve Avrupa’da uzun yeniden kaplama aral›klar› gerekirken Çin ve Amerika’da daha k›sa aral›klar benimseniyor. Benzer flekilde, Kore ve ABD %80 hacim kat› madde tercih ederken Çin esas olarak %60-70’le çal›fl›yor.

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New Containers Weight Control Regulation Yeni Konteyner A¤›rl›k Kontrolü Düzenlemeleri

y Frédéric Denefle, Insurance Director, CESAM & GAREX, and Chairman of the Legal & Liability Committee Overweight containers is one of the greatest dangers for the carriage of goods by sea. It is a worryingly frequent occurrence which affects the safety of vessels and their crew as it compromises the ships integral stability risking an accident. Furthermore, there is a risk of fatalities during the container carriage or transshipment operation. In the worst case, overweight containers can cause the total loss of the vessel, meaning losses for cargo interests and other exposed insurers such as H&M and P&I. Why is this happening? It is difficult to highlight one single reason for this occurrence, particularly as the marine insurance industry is often at the forefront of unprecedented challenges. One possible explanation is incorrect weight declarations purposely being made on the Bills of Lading, and/or other documentation, to allow for profitable savings on freight and tax. It may also be the result of the various intermediaries involved in the cargo selling and shipping process who do not follow up accurately on the net weight information. Additionally, different measurement systems and net or gross weight calculations may be to blame. As mentioned in the “Developments in container weighting” article by Matthew Gore and Max Thompson (Homan Fenwick Willan) in the December 2013 IUMI Eye edition, the IMO has implemented a new regulation

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which comes into force on 1 July 2016 to help manage this issue. Shippers and operators will be legally required to determine and verify cargo weight according to new criteria. There are two methods which the shipper may use to calculate the weight: 1. Weighing individually each packed container with certified equipment 2. Weighing all cargo (crates, pallets, individual items, etc.) of the container separately and then adding that to the net weight of the container. In collaboration with various shipper associations, freight forwarders, operators and others, IMO states are required to develop rules and guidelines to ensure the implementation of this new regulation. Once this methodology is in place, each container ready to be shipped will have the exact weight declared and verified determined by these new methods of calculation. As a result there will be better management of containers during the whole transport operation and hopefully a reduction of losses due to overweight containers.

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ESAM & GAREX Sigorta Direktörü ve Hukuk ve Sorumluluk Komitesi Baflkan› Frédéric Denefle, afl›r› yüklü konteynerlerin deniz ticareti için en büyük tehlikelerden birini oluflturdu¤unu söyledi. Denefle, afl›r› yükün geminin integral dengesini tehlikeye att›¤›ndan hem geminin ve mürettebat›n›n güvenli¤ini etkiledi¤i, üstelik bu durumun endifle verici s›kl›kla gerçekleflti¤ini belirtti. Denefle, konteyner tafl›mac›l›¤› ya da konteyner aktarma operasyonlar› s›ras›nda ölümcül olaylar yaflanma riskine dikkat çekerek, afl›r› yüklü konteynerlerin kargo gelirlerini kaybetmelerine ve bu yüzden H&M ile P&I gibi sigortac›lar›n büyük zarara u¤ramas›na yol açacak geminin toplam kayb›n›n da mevzubahis oldu¤unu vurgulad›. Özellikle deniz ticareti sigorta sektörünün bafl›n› belaya sokan bu olay›n sorumlusu olarak tek bir nedenin alt›n› çizmek güç. Navlun ve vergiden kâr etmek için konflimento ve/veya di¤er belgelerde kas›tl› olarak yanl›fl a¤›rl›k bildirilmesi önemli bir

etken gibi görünüyor. Ayr›ca kargo sat›fl ve nakliye süreçlerine kat›larak net a¤›rl›k bilgisini do¤ru olarak takip etmeyen çeflitli arac›lar›n yaratt›¤› bir sonuç olmas› da söz konusu. Tabii farkl› ölçüm sistemleri ve net ya da brüt a¤›rl›k hesaplamalar› da zan alt›nda. IMO bu konuyu düzenlemeye yard›mc› olmak için 1 Temmuz 2016’da yürürlü¤e girecek olan yeni bir yönetmelik haz›rlad›. O tarihten itibaren tafl›y›c›lar ve iflletmecilerin kargo a¤›rl›¤›n› yeni kriterlere göre belirlemeleri ve do¤rulamalar› yasal olarak istenecek. Tafl›y›c›lar›n a¤›rl›¤› hesaplamakta kullanabilece¤i iki yöntem var: Birincisi, onayl› bir teçhizatla paketlenmifl her konteyneri tek tek tartmak ve ikincisi, kasalar, paletler gibi tek tek kalemleri ayr› ayr› tartarak bunu konteynerin net a¤›rl›¤›na eklemek... IMO üyesi devletlerin çeflitli tafl›y›c› birlikleri, nakliye komisyoncular›, iflletmeciler ve di¤erleriyle iflbirli¤i içinde, bu yeni yönetmeli¤in uygulanmas›n› sa¤lamak için kurallar ve yönergeler gelifltirmesi gerekiyor. Bu yöntem bir kez yerleflti¤inde gönderilmeye haz›r her konteynerin yeni hesaplama yöntemleriyle belirlenmifl, do¤rulanm›fl ve beyan edilmifl kesin a¤›rl›¤› olacak. Sonuç olarak, tüm nakliye ifllemi s›ras›nda konteynerlerin daha iyi yönetimi ve afl›r› yüklü konteynerlerden kaynaklanan kay›plarda bir azalma mümkün olacak.

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First Wave Energy Farm Switches on ‹lk Dalga Enerjisi Santrali Devreye Giriyor

he world’s first gridconnected wave energy farm has just been switched on in Western Australia. It amazingly converts the power of ocean waves into electricity. There’s a huge amount of power in the ocean, it’s one of the most impressive parts of our world. These surges of energy that we call waves can even be a lot of fun. The energy in a wave actually comes from the wind. More than 70 percent of the Earth’s surface is covered in water, and when wind blows over the surface of all that water, it causes friction. That pushes some parts of the water down, and in turn other areas are pushed up - these areas of water then start spinning in a circle. Which is the beginning of a wave! And the more wind the bigger those waves can get. But it’s only when waves get closer to land that the spinning effect bobs up and down on the surface and eventually causes waves to crash on the sand. That up and down energy of waves is constantly happening all along Australia’s shores. But there are some places like Tasmania and Western Australia where the waves are

more powerful, and it’s places like that where these things could be installed. They might look a bit strange, but they’re wave energy generators from the world’s first wave energy farm connected to the electricity grid just outside Perth. The site has an on-shore plant connected to buoys out at sea. They sit below the surface of the water, and out there these giant floaties move up and down all day, every day because of the constant circular motion of waves. The buoys are connected to pipes that pump water at high pressure back to the power plant. That forces turbines to spin to make electricity, and that electricity is being used right now to power a nearby naval base.

ünyan›n ilk flebeke ba¤lant›l› dalga enerjisi santrali Bat› Avustralya’da devreye girdi. Bu santral hayret verici bir biçimde okyanus dalgalar›n›n enerjisini elektri¤e dönüfltürüyor.

Dünyam›z›n en etkileyici oluflumlar›ndan okyanuslar asl›nda devasa miktarda enerji bar›nd›r›yor. Dalga olarak adland›rd›¤›m›z bu enerji kabarmalar›, çok e¤lenceli bir kaynak olabilir. Asl›nda bir dalgan›n enerjisi rüzgârdan gelir. Dünya yüzeyinin %70’ten fazlas› suyla kapl›d›r ve rüzgâr suyun yüzeyinde esti¤inde sürtünme yarat›r. Bu sürtünme de suyun baz› bölümlerini afla¤›ya ve di¤er bölümlerini yukar›ya do¤ru iter; daha sonra da bu alanlar bir dairenin içinde dönmeye bafllar. ‹flte size dalga! Rüzgâr ne kadar fazlaysa dal-

galar da o kadar büyüyebilir. Öte yandan dönme etkisinin su yüzeyinde birdenbire ortaya ç›k›p kaybolmas› ve sonunda dalgalar›n kumsala çarpmas›na neden olmas›, ancak dalgalar k›y›ya yaklaflt›¤›nda gerçekleflir. Dalgan›n bu yukar› ve afla¤› enerjisi tüm Avustralya k›y›lar›nda sürekli olarak vuku buluyor. Tazmanya ve Bat› Avustralya gibi dalgalar›n daha güçlü oldu¤u yerler de var tabii ve buralar, sözünü etti¤imiz tesislerin kurulabilece¤i yerler. Biraz tuhaf görünen bu nesneler, Perth’in biraz d›fl›ndaki elektrik flebekesine ba¤l› dünyan›n ilk dalga enerjisi santraline ba¤l› dalga enerjisi üreticileri. Tesisin denizdeki dubalara ba¤l› bir k›y› santrali var. Su yüzeyinin alt›nda duran bu dubalar, dalgalar›n aral›ks›z dairesel hareketi nedeniyle gün boyunca afla¤› yukar› hareket ediyor. Bu dubalar, suyu yüksek bas›nçla elektrik santraline geri pompalayan borulara ba¤l›. Bu bas›nç, türbinleri elektrik üretmek için dönmeye zorluyor ki bu sayede üretilen elektrik flu anda bu santral yak›nlar›ndaki bir deniz üssüne enerji vermek için kullan›l›yor.

MOL & Samsung Heavy Industries Sign for World’s Largest Container Ships MOL & Samsung Tersanesi Dünyan›n En Büyük Konteyner Gemisi ‹çin ‹mza Att›

amsung Heavy Industries, Korea, announced that it had obtained a contract for four 20,100 TEU container ships from MOL at a contract price of USD 620

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million. The ships, which are 400 meters in length, 58.8 meters in width, and 32.8 meters in height, are scheduled to be delivered in the mid 2017.

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oreli Samsung Heavy In-

yapt›¤›n› bildirdi. 400 metre

dustries 620 milyon dolar

uzunluk, 58.80 metre genifllik

20,100

ve 32.80 metre yükseklikteki

TEU’luk dört adet konteyner

gemilerin 2017 ortas›nda tes-

gemisi için MOL’la anlaflma

lim edilmesi planland›.

ihale

bedeliyle

Former Cruise Line CEO Sues Virgin Group Eski Kruvaziyer CEO’su Virgin Group’a Dava Açt›

he former chief executive of Norwegian Cruise Line Holdings Ltd sued Richard Branson’s Virgin Group in federal court in Miami for $300 million over plans by the British billionaire to launch his own luxury cruise line. The lawsuit by Colin Veitch, who oversaw Norwegian from 2000 to 2008, claims that Virgin muscled him out of a joint venture to break into the industry with massive ships capable of carrying thousands of passengers and operating as floating resorts, according to court documents. Veitch alleges he presented to Virgin in 2011 a plan to launch a new cruise line focused on two “ultra ships” that would give it a foothold in the hard-to-enter but highly profitable luxury cruise industry, according to the complaint. Branson and the Virgin Group first looked at the cruise market in the late 1970s, “and our current team has been exploring the opportunity for more than a decade,” Virgin Group said in an emailed statement. “Over the years, we have been in discussions with a number of parties including the plaintiff, and those discussions ceased in 2012. We strongly believe the claim has no merits.” Virgin Group announced the Bain Capital-backed cruise line project last December. The company is in the midst of negotiating a deal worth more

flüyorduk ve bu görüflmelerimiz 2012’de son buldu. Davan›n hiçbir dayana¤› olmad›¤›na inanc›m›z tam” sözleriyle sürdürdü.

Richard Branson

than $1 billion for two ships, Branson told British newspaper The Daily Telegraph in an interview. As CEO of the new Virgin Cruises Branson hired Tom McAlpine, former president of the Disney Cruise Line, a unit of Walt Disney Co. In the complaint Veitch accuses Virgin of breach of contract after he said they agreed to a partnership deal that would net him about $315 million over 10 years. “Upon recognizing the potential for Virgin Cruises to be one of Virgin’s ‘biggest, sexiest businesses,’ however, the dark side of Virgin quickly emerged,” the filing says, citing language used by Branson in a video shot in 2012. Veitch claimed that Virgin later began altering the deal to diminish his earnings and leave him as “an indentured servant whose ownership and rewards depended completely upon Virgin’s whims.” Virgin went from “brand partner to bully,” the complaint alleges.

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ngiliz milyarderin kendi lüks kruvaziyer flirketini bafllatma planlar› üzerine, Norwegian Cruise Line Holdings Ltd eski CEO’su, Richard Branson’›n Virgin Grubu’na Miami’de 300 milyon dolarl›k dava açt›. 2000-2008 aras› Norwegian’› yöneten Colin Veitch, Virgin’i binlerce yolcu tafl›ma kapasitesine sahip ve yüzen tatil köyü olarak çal›flan büyük gemilerle sektöre girmek için ortak bir giriflimden zorla d›fllad›¤›n› iddia ediyor. Veitch’in iddias›na göre eski CEO 2011 y›l›nda, girilmesi zor ama fazlas›yla kârl› lüks kruvaziyer sektöründe Virgin’e bir zemin bulmas›n› sa¤layacak olan iki “ultra gemiye” odakl› yeni bir gemi turu bafllatmaya yönelik bir plan sunmufl. Virgin Grubu ise Branson ve Virgin’in 1970’lerin sonundan beri kruvaziyer sektörünü izledi¤ini belirterek “Mevcut ekibimiz 10 y›ldan uzun bir süredir f›rsat ar›yordu” aç›klamas›n› yapt›. Grup aç›klamas›n› “Davac› da dâhil olmak üzere baz› taraflarla y›llard›r görü-

Virgin Grubu, Bain Capital destekli kruvaziyer projesini 2014 Aral›k ay›nda duyurmufltu. Branson, ‹ngiliz The Daily Telegraph gazetesine verdi¤i demeçte, flirketin iki gemi için tutar› 1 milyar dolar› aflan bir anlaflman›n görüflmelerini sürdürdü¤ünü söyledi. Bu arada Branson, Virgin Cruises’in yeni CEO’su olarak, Walt Disney’in alt flirketi Disney Cruise Line’›n eski baflkan› Tom McAlpine’i atad›. Eski CEO Veitch dava dilekçesinde, Virgin’i 10 y›l içinde kendisine 315 milyon dolardan fazla kazanç getirecek olan bir ortakl›k anlaflmas›nda mutab›k kald›ktan sonra sözleflmenin ihlaliyle suçluyor. Dilekçede 2012’de çekilen bir videoda Branson’›n kulland›¤› dil al›nt›lan›yor ve “Virgin Cruises’in Virgin’in ‘en büyük, en seksi ifli’ olma potansiyelinin anlafl›lmas›ndan sonra Virgin’in karanl›k yüzü h›zla ortaya ç›kt›” diyor. Veitch, zaman içerisinde Virgin’in anlaflmay› kendi gelirlerini azaltacak flekilde de¤ifltirmeye bafllad›¤›n› ve onu “mülkiyet ve ödülleri tamamen Virgin’in kaprislerine ba¤l› olan sözleflmeli bir hizmetçi” olarak b›rakt›¤›n› iddia ediyor. Veitch’in iddias›na göre Virgin “marka orta¤›ndan kabaday›l›¤a” geçmifl.

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“Competition Between Countries Violates” “Ülkeler Aras› Rekabet Düzeni Bozuyor”

e had a mini interview with Peter Hinchliffe Obe, Secretary General of the International Chamber of Shipping (ICS) and its sister organisation, the International Shipping Federation (ISF).

¤›nda bir geliflme görmek do¤al. Müflterilerle yak›n iletiflim hatlar›n› korumak ve ifl gereksinimlerini tam olarak anlamak için hizmet hareketlerinin iflin ortas›nda yer almas› gerekiyor. Deniz sigortac›lar›n›n daha farkl› ya da daha iyi biçimde yapt›¤›n› görmek isteyece¤iniz bir fley var m›?

How do you view the marine insurance market? In short, the insurance market is generally responsive and aware of changing circumstances. The environment of the oceans and of tight regulation make the insurance market - liability and property - fundamental to the operation of ships and to the business of ship owning. There is a requirement for ever-more secure, reliable and responsive insurance to meet growing obligations and to ensure the continuation of business operations in times of adversity. It is interesting to see changes happening within the markets themselves. Insurance, of necessity, follows trade and with the centre of gravity of trade moving into Asia, it is natural to see growth in both insurance markets and expertise in the region. The movement of services to follow the front line of business is essential in maintaining the close lines of communication with customers and to understanding completely the business needs. Is there anything you would like to see marine underwriters do differently or better? Shipowners have traditionally been very close to their mutual P&I liability insurers and understandably so when the structure of the mutual insurance sector is borne in

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mind. It would be good if similar close and consistent relationships could be established also with property insurers - both hull and marine. This would foster a good understanding on the insurers’ part of the shipowners’ operations and, hopefully, help to deliver the appropriate products and service. We are beginning to see improvements but we have to be careful that the enormous capacity in the industry doesn’t result in new insurance providers entering the market but without the same degree of understanding of the business and promoting new products which are not always required. What is the biggest issue currently for ICS? The core of ICS work is on regulation; ideally, this would always be on an international basis but increasingly we are having to devote great energy to combatting national and regional regulators trying to go beyond the international consensus. This erosion of the

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luslararas› Deniz Ticaret Odas› (ICS) ve onun kardefl kuruluflu Uluslararas› Denizcilik Federasyonu (ISF) Genel Sekreteri Peter Hinchliffe Obe ile bir mini söylefli yapt›k. Deniz sigortas› piyasas›n› nas›l görüyorsunuz? Sigorta piyasas› genelde de¤iflen koflullar›n fark›nda ve bunlara cevap verebiliyor. Okyanus çevresinin korunmas›ndaki gibi s›k› kurallar sigorta pazar›n›, gemilerin çal›flmay› sürdürebilmesi ve armatörlük ifli için birinci derecede önemli k›ld›. Artan yükümlülükleri yerine getirmek ve s›k›nt›l› zamanlarda ifl operasyonlar›n›n devam›n› sa¤lamak için güvenli, sa¤lam ve duyarl› bir sigortaya her zamankinden daha çok ihtiyaç var. Bu arada pazar›n kendi içinde gerçekleflen de¤ifliklikleri görmek ilginç. Sigorta zorunlu olarak ticareti izliyor ve ticaretin a¤›rl›k merkezinin Asya’ya kaymas›yla birlikte hem sigorta pazarlar›nda hem de uzmanl›-

Geleneksel olarak gemi sahipleri P&I mesuliyet sigortac›lar›na çok yak›n olmufltur ve sigorta sektörünün yap›s› ak›lda tutuldu¤unda bu anlafl›labilir bir fleydir. Hem gemi hem de deniz anlam›nda gayrimenkul sigortac›lar›yla da benzer bir yak›n ve tutarl› iliflki kurulabilmesi iyi olurdu. Bu, gemi sahiplerinin operasyonlar› konusunda sigortac› taraf›nda bir hâkimiyeti besler ve umar›z ki do¤ru hizmet ve ürünler sunmaya yard›mc› olur. Baz› geliflmeler görmeye bafllad›k ama sektördeki devasa kapasitenin ifl hakk›nda ayn› miktarda bilgisizlikle ve her zaman gerekli olmayan yeni ürünler tan›tarak yeni sigorta sa¤lay›c›lar›n›n pazara girmesiyle sonuçlanmamas›na dikkat etmeliyiz. ICS için flu anda en büyük sorun nedir? Bizim iflimizin özü düzenlemedir. ‹deal olarak bunun her zaman uluslararas› temelde olmas› gerekir ama uluslararas› uzlaflman›n ötesine geçmeye çal›fl›rken giderek artan biçimde ulusal ve bölgesel düzenlemelerde savaflmaya da enerji harcamam›z gerekiyor. Bu “eflit flartlar oluflturma” erozyonu, gemicilik sektörü için iyi de¤il.

‘level playing field’ does the shipping industry no good. It will come as no surprise that on the environmental side we are heavily engaged in trying to smooth the implementation of the air emission regulations and the Ballast Water Convention. In the latter case, there is a huge amount of work to do to improve the original text. We need to deliver something that is workable for shipping and meets the original objective of the regulation. This work is undertaken under the shadow of yet more climate change related regulation that may emerge from the development of text for the global agreement that the Paris meeting of the UNFCCC aspires to deliver.

There is always safety related work - and rightly so - but, at present, the greatest effort is being expended in trying to limit the impact on shipping of migrants and refugees crossing the Mediterranean. Ships are at the very forefront of this humanitarian crisis and we lack joined-up political thinking to support the industry and to safeguard human life. Finally, and not often in the press these days, ships are still being targeted by piracy in various parts of the world and the pressure on seafarers to deal with piracy on the one hand and large-scale rescue on the other has to be faced up to. Source: IUMI

Çevresel aç›dan karbondioksit sal›m› yönetmelikleri ve Balast Suyu Konvansiyonu’nun uygulanmas›n› düzeltmeye çal›flmakla u¤raflmam›z sürpriz olmayacak. Bu konvansiyonun özgün metnini iyilefltirmek için yap›lacak çok ifl var. Denizcilik için ifle yarayan ve yönetmeli¤in özgün hedefine uyan bir fley sunmam›z gerekiyor. Bu ifli, UNFCCC Paris toplant›s›n›n bildirmek için sab›rs›zland›¤› küresel anlaflma metninin gelifltirilmesinden do¤abilecek fazla iklim de¤iflikli¤iyle ilgili daha da fazla yönetmeli¤in yükü alt›ndayken üstlendik. Her zaman güvenlikle ilgili iflimiz vard›r ve zaten böyle de ol-

mas› gerekir ama flimdilerde en büyük çaba, Akdeniz’i geçen göçmen ve s›¤›nmac›lar›n denizcilik üzerindeki etkisini s›n›rlamaya çal›flmak için harcan›yor. Gemiler bu insanl›k krizinin en ön saflar›nda yer al›yor; ama sektörü desteklemek ve insan yaflam›n› korumak için ortak politik düflünceden yoksunuz. Öte yandan bugünlerde bas›nda s›k yer almasa da dünyan›n çeflitli bölgelerinde gemiler hâlâ korsanl›¤›n hedefi. Gemicilerin üzerindeki bir yandan korsanl›kla bafla ç›kma ve di¤er yandan da büyük ölçekli kurtarma bask›s›n›n önlenmesi gerekiyor. Kaynak: IUMI

Wartsila Integrated Solution Selected for New Offshore Jack-up Barges Yeni Aç›k Deniz Kald›rma Mavnalar› için Wartsila Entegre Çözümü Seçildi

Her gemi için üç adet 8-silindir Wartsila 20 jeneratör seti, bir acil durum jeneratör seti ve ful E&A sistemi temin edilecek. Tek kaynaktan entegre çözüm, gemilerin iflletme verimlili¤ini optimize ederken tersane için de teslimat risklerini azalt›yor. Donan›m›n 2015 yaz›nda teslim edilmesi planland›.

wo new jack-up barges ordered by the National Petroleum Construction Company (NPCC), based in the United Arab Emirates, will feature fully integrated Wartsila power generation and electrical and automation (E&A) solutions. The SEP 650 and SEP 750 vessels are being built at the Shanghai Zhenhua Heavy Industries (ZPMC) shipyard in Chang Xing Island, China. For each vessel three 8cylinder Wartsila 20 generating sets, an emergency generating set and the full E&A system will be supplied. The integrated solution from a single source optimises the operating efficiency of the vessels while reducing delivery risks for the yard. The equipment is scheduled to be delivered in summer 2015. Wartsila has earlier supplied the complete electrical systems, including the

generating sets, transformers and full E&A requirements for NPCC's SEP 450 and SEP 550 jack-up barges. NPCC is a major provider of engineering, procurement, and construction solutions to both the offshore and onshore oil and gas industries. The new jack-up barges will supplement NPCC's fleet of offshore vessels supporting its shallow and deep water operations.

AE merkezli National Petroleum Construction Company (NPCC) taraf›ndan siparifl edilen iki yeni kald›rma mavnas›, tam entegre Wartsila güç üretimi ve elektrik ve otomasyon (E&A) çözümleri içerecek. SEP 650 ve SEP 750 gemileri Çin’in Chang Xing adas›nda Shanghai Zhenhua Heavy Industries (ZPMC) tersanesinde infla ediliyor.

Wartsila daha önce NPCC'nin SEP 450 ve SEP 550 kald›rma mavnalar› için jeneratör setleri, transformatörler ve ful E&A gereksinimleri dâhil olmak üzere tüm elektrik sistemlerini sa¤lam›flt›. NPCC hem aç›k deniz hem de karadaki petrol ve gaz sektörlerine mühendislik, tedarik ve yap›m çözümleri sa¤lamada önde gelen bir tedarikçidir.

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First Gas-powered Ferry in North America Kuzey Amerika’da ‹lk Gazla Çal›flan Feribot

n advanced Navis Nav DP 4000 dynamic positioning system was specified for F.A-Gauthier, the first ever gas-powered passenger ship to be built in Italy. The technology ensures that the recently-delivered ro-ro vessel achieves optimum performance in the difficult navigational conditions it faces in North America’s Gulf of St Lawrence. The 133m long, 800-passenger capacity vessel, delivered by the Fincantieri group’s Castellammare di Stabia shipyard to Canadian operator La Societe des traversiers du Quebec (STQ), is the first ferry of its type to operate in North America. It features a unique, integrated diesel electric propulsion system, with four power generators that can run on either LNG or marine diesel oil. Finland-based Navis

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Engineering supplied its dynamic position technology to the new ferry, which has been accorded DP (CM) notation by Lloyds Register. Navis also supplied DP technology to the world’s first LNG-powered ferry, Viking Grace, which was delivered to Viking Lines in 2012. The F.A.-Gauthier is capable of service speeds of up to 20 knots, and will provide yearround passenger and vehicle transportation on routes linking the communities of Matane, Baie, Comeau and Godbout. With an anticipated 1,600 sailings a year, the vessel is expected to transport over 200,000 passengers and close to 120,000 vehicles a year. The vessel has the ice class 1A, and is able to break sea ice, thanks to an innovative bow and stern, designed and patented by Fincantieri.

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talya’da infla edilecek ilk gazla çal›flan yolcu gemisi F.A-Gauthier için geliflmifl bir Navis Nav DP 4000 dinamik konum belirleme sistemi belirlendi. Bu teknoloji, yeni teslim edilen Ro-Ro gemisinin Kuzey Amerika’n›n St. Lawrence Körfezi’nde karfl›laflt›¤› zorlu seyir flartlar›nda maksimum performansa ulaflmas›n› sa¤l›yor. Fincantieri grubunun Castellammare di Stabia tersanesinde Kanadal› iflletmeci La Societe des traversiers du Quebec’e (STQ) teslim edilen 133 metre uzunlu¤unda 800 yolcu kapasiteli gemi, türünün ilk örne¤i olarak Kuzey Amerika’da çal›flacak. Gemi LNG ya da deniz dizel ya¤›yla çal›flabilen dört güç jeneratörlü entegre dizel elektrikli tahrik sistemine sahip.

Lloyds Register taraf›ndan DP (CM) notasyonuna uygun bulunan yeni feribotun dinamik konum belirleme sistemini Finlandiya merkezli Navis Engineering tedarik etti. Navis, 2012 y›l›nda Viking Lines’a teslim edilen dünyan›n ilk LNG’yle çal›flan feribotu Viking Grace’e de DP teknolojisi vermiflti. F.A.-Gauthier 20 knot h›za ç›kabiliyor. Geminin y›lda tahmini

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200,000’in üstünde yolcu ve 120,000’e yak›n araç tafl›mas› bekleniyor. Gemi Ice Class 1A’ya sahip ve Fincantieri taraf›ndan tasarlanan ve patenti al›nan yenilikçi pruva ve k›ç taraf› sayesinde deniz buzunu k›rabiliyor.

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A MILESTONE IN CRUISE TOURISM KRUVAZ‹YER TUR‹ZM‹NDE DÖNÜM NOKTASI YILMAZ ÖZTÜRK

Of the total 1.4 trillion dollars tourism capacity of the world, 39.6 billion dollars share belongs to cruise tourism. However, of the total 28 billion dollars Turkish tourism capacity only the 400 million dollars belongs to that sector… We investigated the reason why we can’t receive a larger share and what can we do for improving our national wealth. 1.4 trilyon dolarl›k dünya turizm pastas›n›n 39.6 milyar dolarl›k dilimi kruvaziyer turizmine ait. Yaklafl›k 28 milyar dolarl›k Türkiye turizm pastas›n›n ise sadece 400 milyon dolar›... Bu kocaman pastadan niye daha fazla pay alamad›¤›m›z› ve ulusal refah›m›z› art›rmak için neler yapabilece¤imizi araflt›rd›k.

&O (Peninsular & Oriental Steam Navigation Company) take the first step in cruise tourism in contemporary sense in 1884. The company that was established in 1822 had entered into partnership with another Britain company Royal Charter in 1840 and thus, started to improve itself to change its business from postal service between England and Iberia Peninsula with cruise tourism. Following this partnership, the mail delivery route of the P&O ships was extended to Malta via Gibraltar and from there to Alexandria. In fact, the P&O navigations that were considered as the pioneer of the cruise tourism were started in 1844 with a route departing from Southampton and stopping at Alexandria, Maltese, and Athens. A few years after Istanbul were added to the route.

&O (Peninsular & Oriental Steam Navigation Company), modern anlamdaki kruvaziyer turizme ilk ad›m› att›¤›nda y›l 1844’tü. 1822 y›l›nda kurulmufl olan firma bir di¤er Britanyal› firma Royal Charter ile 1840 y›l›nda ortakl›¤a gitmifl, böylece yapt›¤› ifli, ‹ngiltere ile ‹berya Yar›madas› aras›nda gerçeklefltirdi¤i posta tafl›mac›l›¤›ndan kruvaziyer turizmine dönüfltürmek üzere kendini gelifltirmeye koyulmufltu. Bu birleflme sonras› P&O gemilerinin posta da¤›t›m rotas› Cebelitar›k yoluyla Malta ve oradan da ‹skenderiye’ye kadar uzanm›flt›. Nitekim kruvaziyer turizminin öncüsü say›lan P&O seferleri, 1844 y›l›nda Southampton ç›k›fll›, ‹skenderiye, Malta, Atina duraklamal› bir rota üzerinde gerçekleflmeye bafllam›flt›. Aradan geçen birkaç y›l sonras›nda duraklar aras›na ‹stanbul da eklenmiflti.

Of course, the ships of the period were not bearing any resemblance with the cruises of our day. For example, the launching of SS RAVENNA namely, the year of 1880 should be waited for the first ship with steel hull. And 1889 should be waited for SS VALETTA, the first ship that uses electricity... That is to say, the first cruises were wood-hull and mostly steam operated. Western sources show Albert Ballin as the figure that introduce and popularize the cruise tourism to masses. Ballin, who was also the founder of world’s largest transport company of all times Hapag, had write out the Mediterranean voyage he set out on a German ship, AUGUSTA VICTORIA in 1891 and one of the first lithographs of the world, painter Christian W. Allers published this story with lithography.

Dönemin gemileri elbette bugünkü kruvaziyer gemilerine hiç benzemiyordu. Mesela ilk çelik gövdeli gemi için SS RAVENNA’n›n denize indirilmesini, yani 1880 y›l›n› beklemek gerekmiflti. Elektri¤i ilk kullanan gemi SS VALETTA için ise 1889’u... Yani ilk kruvaziyer gemiler ahflap gövdeliydi ve ço¤unlukla da buharl›yd›. Bat›l› kaynaklar kruvaziyer turizmini kitlelere tan›t›p yayg›nlaflt›ran kifli olarak Albert Ballin’i gösteriyor. Dünyan›n gelmifl geçmifl en büyük tafl›mac›l›k firmas› Hapag’›n da kurucusu olan Ballin, 1891 y›l›nda bir Alman gemisi olan AUGUSTA VICTORIA ile ç›kt›¤› Akdeniz seyahatini kaleme alm›fl, dünyan›n ilk litograflar›ndan ressam Christian W. Allers de bu hikâyeyi illüstrasyonlar eflli¤inde yay›mlam›flt›.

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Ballin, had redesigned the AUGUSTA VICTORIA, which is considered as the first luxurious cruise ship of the world and whose name has been changed to PRINZESSIN VICTORIA LUISE, in a way suitable for cruise tourism and innovative construction of the ship was completed in 1889. The ship that departed from Hamburg that year made a luxury voyage to New York by crossing the Atlantic Ocean. The same ship was to perform cruise tours at the Mediterranean Sea starting from 1900.

Ballin dünyan›n ilk lüks kruvaziyer gemisi kabul edilen ve ad› sonradan PRINZESSIN VICTORIA LUISE olarak de¤ifltirilen AUGUSTA VICTORIA’y› kruvaziyer turizmine uyacak flekilde yeniden tasarlam›fl, geminin yenileme inflas› 1889’da tamamlanm›flt›. O y›l Hamburg’dan yola ç›kan gemi Southampton’a u¤rad›ktan sonra Atlas Okyanusu’nu geçerek New York’a, döneme göre lüks bir seyahat gerçeklefltirmiflti. Ayn› gemi 1900’den itibaren kruvaziyer turlar›n› Akdeniz’de yapmaya bafllayacakt›.

The interest shown for Ballin’s design was so great that only 6 years after namely; in 1906 the number of transatlantic ships was reached to seven. After a little while, tens of ships including TITANIC were started make tours involving ocean passage, a large number of companies implemented suit application and set out to organize tours according to the seasons. Even the sank of Titanic after colliding with an iceberg during her splendid maiden voyage from Southampton to New York in 1912 and the death of 1,514 people could decelerated neither the transatlantic passages nor the cruise tourism.

Ballin’in tasar›s›na gösterilen ilgi o denli göz kamaflt›r›c›yd› ki sadece alt› y›l sonunda, yani 1906’da transatlantik gemilerin say›s› yediyi bulmufltu. Bundan k›sa bir süre sonra aralar›nda TITANIC’in de bulundu¤u onlarca gemi okyanus geçiflli turlara bafllam›fl, birçok firma süit uygulamas›n› gerçeklefltirmifl ve mevsimlere göre tur tarihleri düzenlemeye koyulmufltu. 1912 y›l›nda büyük bir debdebeyle ilk seferini yapmak üzere Southampton’dan New York’a do¤ru demir alan TITANIC’in yar› yolda bir buzda¤›na çarparak batmas› ve tam 1,514 kiflinin ölmesi bile transatlantik geçifllerine de kruvaziyer turizmine de h›z kestirememiflti.

GOING TO “NOWHERE”

“H‹ÇB‹R YERE” G‹TMEK

The motto of the cruise tourism is summarized as “Going to nowhere”. Although the most important share in this evaluation belongs to travelling between various stops rather than one stop, another indispensable feature of modern cruise tourism is the ship itself being emerged as an object that fulfills the vacation desire. Naturally, the expectations of the passengers that turns back to the

Kruvaziyer turizminin mottosu “Hiçbir yere gitmek” olarak özetleniyor. Bu tespitte en önemli pay, nihai bir durak yerine çeflitli duraklar aras›nda seyahat etmeye aitse de modern kruvaziyer turizmin bir di¤er vazgeçilmez özelli¤i, geminin kendisinin de tatil arzusunu tatmin edecek bir nesne olarak ortaya ç›km›fl olmas›. Ç›k›fl noktas›ndan belirlenmifl limanlara u¤ray›p o limanlarda en fazla birkaç gün geMARINE&COMMERCE MART 2015

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departure point after spending at most one or two days at the predetermined ports called at are focused on the ship they are abroad.

çirip yeniden bafllang›ç noktas›na dönen yolcular›n beklentileri, do¤al olarak içinde bulunduklar› gemiye de odaklan›yor.

Today the service quality and possibilities offered by the ships with the capacity to host thousands of people plays an important role in the preference of cruise tourism. Casinos, indoor and outdoor pools, fitness halls, spas, markets where even the most famous brands takes place, performances and game centers, movies, jacuzzis, clubs and bars and of course restaurants...

Bugün binlerce insan› a¤›rlayabilecek kapasitedeki gemilerin sundu¤u hizmet kalitesi ve olanaklar, kruvaziyer turizmin tercih edilmesinde büyük rol oynuyor. Casinolar, aç›k-kapal› yüzme havuzlar›, fitness salonlar›, spa’lar, çok ünlü markalar›n bile yer ald›¤› dükkânlarla donat›lm›fl çarfl›lar, gösteri ve oyun salonlar›, sinemalar, jakuziler, kulüpler ve barlar, tabii ki lokantalar...

If we zoom in to ALLURE OF THE SEAS which is the largest cruise ship of the world and awarded as the 2014 Best Cruise Ship in all categories, it will be easier to see how a ship can stretch the imagination. 360 meters long, 63.40 wide and 225,282 gross ton ALLURE OF THE SEAS has a speed of 22.6 knot and offers service to 5,400 passengers. The ship offers 20 different cabin alternatives and each cabin has a special balcony

Dünyan›n en büyük kruvaziyer gemisi olan ve 2010 y›l›nda bafllad›¤› seferlerle 2014 y›l›n›n bütün kategorilerde En ‹yi Kruvaziyer Gemisi seçilen ALLURE OF THE SEAS’e flöyle bir zum yaparsak, bir kruvaziyer geminin hayalleri nas›l zorlayabildi¤ini görmek daha kolay olacak. 360 metre boya, 63.40 metre geniflli¤e, 225,282 groston tonaja sahip olan ve en yüksek 22.6 knot h›zla seyredebilen ALLURE OF THE SEAS, tam 5,400 yolcuya hizmet veriyor.

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seeing various “scenes”. Smallest cabin area is 13.9 square meters and largest standard cabin is 18.5 square meters. The largest cabin is called Royal Loft; it is a duplex cabin with exactly 141.6 square meters area and a 78 square meters balcony! Meanwhile, the handicapped were not forgotten: 32 cabins with balcony, 2 with ocean view and eight inside cabin serves to handicapped besides the three full equipped suits one of which is Loft type with elevator. Total number of cabins is 2,706! ALLURE OF THE SEAS with 15 decks open to the passengers offers 20 different food & beverage alternatives. Pools, spas, fitness halls, a “garden” called Central Park, a 13 meters high rock climbing equipment, private walking-tracks, a full-scale basketball court, surf simulator, mini golf are only the few examples of the activity opportunities. Let’s mention to the Chicago musical with Tony award among the most remarkable activities organized at the ship. Boutiques of famous designers Kate Spade and Michael Kors take place in the market.

FAST AND LUXURIOUS DISCOVERIES Although this example represents high-level cruise voyage, the opportunities and services offered by less luxurious ships are approximately the same. The passengers who wants to see places before one dies but also wants to enjoy every moment of the vacation achieved maybe with difficulties rather than spending time at hotels and roads, prefers cruise tours where they can receive high quality service and travel under luxury conditions. Therefore, tour rotes involving the ports of call and the centers at immediate vicinity also create an attraction center as well as the ship itself. Thus, a cruise tourist gets the chance of seeing four or five of the interesting places, which he must spend at least four days for each if he wants to visit individually, all in one breath for example, during a seven days tour and sparing enough time for each of them.

Mürettebat say›s› ise 2,384. Yirmi farkl› kabin seçene¤i sunulurken her kabinin çeflitli “manzaralara” bakan özel balkonu bulunuyor. En küçük standart kabin alan› 13.9 metrekare, en büyük standart kabin 18.5 metrekare. En büyük kabin ise Royal Loft ad›n› tafl›yor; iki katl› bu kabin tam tam›na 141.6 metrekare alana, 78 metrekarelik de bir balkona sahip! Bu arada engelli yolcular da unutulmam›fl: Biri asansörlü Loft tipi olmak üzere üç tam donan›ml› süitin yan› s›ra 32 balkonlu, iki okyanus manzaral› ve sekiz iç kabin engellilere hizmet veriyor. Toplam kabin say›s› 2,706! Yolculara aç›k 15 güverteli ALLURE OF THE SEAS, yirmi farkl› yeme-içme seçene¤i sunuyor. Havuzlar, spa’lar, fitness salonlar›, Central Park isimli bir “bahçe”, 13 metre yüksekli¤inde bir kaya t›rman›fl donat›s›, özel yürüyüfl parkurlar›, tam ölçülerde bir basketbol sahas›, sörf simülatörü, mini golf di¤er etkinlik olanaklar›ndan sadece birkaç›. Gemide düzenlenen en ilgi çekici etkinlikler aras›nda Tony ödüllü Chicago müzikalini de sayal›m. Ünlü tasar›mc›lar Kate Spade ve Michael Kors’un butikleri ise çarfl›da yer al›yor.

HIZLI VE LÜKS KEfi‹FLER Bu örnek üst düzey kruvaziyer seyahatini tan›mlasa da daha az lüks gemilerin sundu¤u olanaklar ve verdi¤i hizmetler de yaklafl›k de¤erlerde seyrediyor. Genelde dünya gözüyle görmek istedi¤i ama zaman›n› otellerde ve yollarda yitirmek yerine, belki de güçlükle yaratabildi¤i tatilin her an›n› de¤erlendirmek isteyenler, lüks koflullarda yolculuk yapabilece¤i ve yüksek kalitede hizmet alabilece¤i kruvaziyer turlar›n› tercih ediyor. Dolay›s›yla gemilerin kendisi kadar, durak limanlar ile onlar›n yak›n çevresindeki merkezleri kapsayan tur rotalar› da müthifl bir cazibe merkezi oluflturuyor. Bir kruvaziyer turisti böylece, tekil olarak gezip tan›mak istese her birine en az dört gün ay›rmas› gereken ilgi çekici yerlerin dört befl tanesini birden, mesela yedi günlük bir tur boyunca ve her birine yeterince zaman ay›rarak dolaflma flans›n› yakal›yor.

To attract the cruise tourist with high income, who wants to access local culture and historical and touristic values and entertaining activities right away during the limited time in port settlements and environment the ship called at, means a very high income for the countries aiming at becoming a cruise tour stop. It is such a big and appetizing cake that the number of cruise tourist in 2013 has reached to 21.3 million and the financial magnitude of the industry 117 billion dollars. The share of Europe in this giant market is 35 billion dollars. Lets give an interesting note right here. Bahamas, one of the most preferred stops of Caribbean which is a favorite route of cruise tourism, entertained 4,709,236 cruise tourists in 2013. Even Saint Vincent and Grenadines, the weakest ports in terms of entertaining tourist of Caribbean, opened their doors for 82,974 people.

Geminin u¤rad›¤› liman yerleflimleri ve çevresinde geçirece¤i k›s›tl› zamanda yerel kültüre, tarihi ve turistik de¤erlere ve e¤lenceli etkinliklere bir an önce ulaflmak isteyen maddi gücü yüksek kruvaziyer turisti çekmek ise kruvaziyer tur dura¤› olmay› amaçlayan ülkeler için müthifl bir mali gelir olana¤› anlam›na geliyor. Bu öyle büyük ve ifltah aç›c› bir pasta ki 2013 y›l›nda kruvaziyer turistlerin say›s› 21.3 milyonu, sektörün mali büyüklü¤ü ise 117 milyar dolar› bulmufl durumda. Bu dev pazar içinde Avrupa’n›n pay› ise 35 milyar dolar. Hemen burada ilginç bir not aktaral›m. Kruvaziyer turizminin gözde rotalar›ndan Karayipler’in en çok tercih edilen duraklar›ndan Bahamalar, 2013 y›l›nda 4,709,236 kruvaziyer turist a¤›rlam›fl. 24 durakl›k Karayip rotas›n›n en az turist a¤›rlayan liman› Saint Vincent ve Grenadinler bile 82,974 kifliye kap›lar›n› açm›fl.

YEAR OF RECORDS

REKORLAR YILI

According to the research announced to the public opinion in February 9 by Cruise Line International Association (CLIA), it is expected that the cruise tourism will break a record this year with 23 million passengers. In 2014, the passenger number was 22.1 million. The CLIA certified agencies of North America declared that their reservation has increased by 61% compared

Cruise Line International Association’›n (CLIA) 9 fiubat’ta kamuoyuna sundu¤u araflt›rmaya göre, kruvaziyer turizmin 23 milyon yolcuyla bu y›l rekor k›rmas› bekleniyor. 2014 y›l›nda yolcu say›s› 22.1 milyondu. CLIA sertifikal› Kuzey Amerikal› acenteler, rezervasyonlar›n› 2014’e göre yüzde 61 oran›nda art›rd›klar›n› bildirdiler. 2013 y›l›nda 117 milyar dolarl›k bir hacim yaratan kruMARINE&COMMERCE MART 2015

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to 2014. When it is considered that the cruise industry that created a business volume amounting to 117 billion dollar in 2013 has also provided a total of 38 billion dollars work area for 900 thousand people, it is anticipated that these figures will further increase in 2015. CEO of Royal Caribbean Cruise and at the same time the Chairman of Board of Directors of CLIA, Adam M. Goldstein said that the CLIA-member cruise companies are making investments in innovative ships all over the world and added: “This development will open up exciting horizons for the cruise industry and cruise passengers”. Thus, it is calculated that an investment amounting to 4 billion dollars will be made in 22 new ocean, river and private type cruise ships in 2015. In 2014, this amount was 3.9 billion dollars with 6 ocean, 12 river type ships. In 2014 Caribbean received 37.6, Mediterranean 18.6, Europe 11, Australia-New Zealand-Pacific 5.2, Asia 4.6, Alaska 4.5, South America 3.3 and other countries 15.2 percent share from the dynamism of cruise tourism. Americans ranked first with 11 million 327 person while they are followed by Germans with 1 million 771 and English-Irish with 1 million 644 person over the total tourist number of 22.4 million. 1 million tourist from Australia-New Zealand, 842 thousand from Italy, 714 thousand from Canada, 697 thousand from China, 593 thousand from France, 483 thousand from Brazil and 454 thousand from Spain set out cruise voyage. 2015 forecasts indicates that the Caribbean that seems decided not to lose the title of being the most interesting spot among the tour routes will again be the leader and it will be followed by the Mediterranean. It is also estimated that Asia and Australia will strike a blow. In fact, the Asian companies will offer approximately 2.17 million tourist capacity with 1,065 cruising of 52 ships to 1,000 new and exotic ports this year.

WE ARE GROWING RAPIDLY Let’s see how such an exciting industry affects Turkey. Our country has no share in new building, maintenance-repair or operation of cruise ships. On the other side, we are very lucky as we are located at Mediterranean, the second favorite cruise region of the world; and the fact that the cultural, natural and historical wealth of our country has been united with the possibilities of

vaziyer sektörünün 900 bin kifliye, toplamda 38 milyar dolarl›k ifl alan› yaratm›fl oldu¤u göz önünde tutuldu¤u zaman, bu say›lar›n 2015’te daha da büyümesi öngörülüyor. Ayn› zamanda Royal Caribbean Cruise COO’su da olan CLIA Yönetim Kurulu Baflkan› Adam M. Goldstein, CLIA üyesi kruvaziyer firmalar›n›n dünyan›n her taraf›nda inovatif gemilere yat›r›m yapt›klar›n› belirterek “Bu geliflme kruvaziyer endüstrisi ve kruvaziyer yolcular› için heyecan verici ufuklar açacak” aç›klamas›n› yapt›. Nitekim 2015’te toplam tutar› 4 milyar dolar› bulan 22 adet yeni okyanus, nehir ve özel tipte kruvaziyer gemisi yat›r›m›n›n gerçekleflece¤i hesaplan›yor. 2014’te bu say› alt› okyanus, 12 nehir tipi gemiyle 3.9 milyar dolar olmufltu. 2014 y›l›nda kruvaziyer turizmi hareketlili¤inden Karayipler yüzde 37.6, Akdeniz yüzde 18.6, Avrupa yüzde 11, Avustralya-Yeni Zelanda-Pasifik yüzde 5.2, Asya yüzde 4.6, Alaska yüzde 4.5, Güney Amerika yüzde 3.3, di¤er ülkelerin ise yüzde 15.2 pay ald›. 11 milyon 327 bin kifliyle toplamda 22.4 milyon turistin yar›s›n› ABD’liler olufltururken, 1 milyon 771 bin ile Almanlar ikinci, 1 milyon 644 binle ‹ngilizler-‹rlandal›lar üçüncü s›rada yer ald›. Avustralyal›-Yeni Zelanda’dan 1 milyon, ‹talya’dan 842 bin, Kanada’dan 714 bin, Çin’den 697 bin, Fransa’dan 593 bin, Brezilya’dan 483 bin, ‹spanya’dan ise 454 bin turist kruvaziyer seyahatine ç›kt›. 2015 tahminleri ise tur rotalar› aras›nda en ilgi çekici olma unvan›n› kimseye b›rakmaya niyetli görünmeyen Karayipler’in yine lider olaca¤›, hemen ard›ndan da Akdeniz’in gelece¤ine iflaret ediyor. Asya ile Avustralya’n›n ise büyük bir atak yapaca¤› hesaplan›yor. Nitekim bu y›l Asyal› firmalar, 1,000 yeni ve egzotik limana 52 geminin gerçeklefltirece¤i 1,065 seyirle yaklafl›k 2.17 milyon kiflilik bir kapasite sunacak.

HIZLI BÜYÜYORUZ Bu denli heyecan verici bir endüstrinin Türkiye’yi nas›l etkiledi¤ine de bakal›m. Ülkemiz kruvaziyer gemilerin inflas›, bak›m-onar›m› veya iflletmecili¤inde herhangi bir paya sahip de¤il. Öte yandan dünyan›n en gözde ikinci kruvaziyer bölgesi Akdeniz’de yer al›yor olmam›z, ülkemizin sahip oldu¤u kültürel, do¤al, tarihsel zenginliklerin modern yaflam›n olanaklar›yla bulufluyor olmas›, tam da kruvaziyer turistlerin beklentilerine yüzde yüz hitap etti¤i için çok avantajl›y›z. CLIA’n›n 2011 y›l›nda aç›klad›¤› raporda, 1980’lerin bafl›ndan itibaren dünya kruvaziyer turizminin y›ll›k ortalama yüzde 7.6 büyüdü¤üne dikkat çekiliyor. Ülkemizde 2003-2009 döneminde y›ll›k ortalama büyüme ise bafl döndürüyor: Yüzde 23! Deniz Ticareti Genel Müdürlü¤ü’nün aç›klad›¤› rakamlara göre 2009 y›l›nda küresel kriz dolay›s›yla yaflanan yüzde 7’lik düflüflün ard›ndan yükselifl tekrar bafllad› ve 2010’da yüzde 15, 2011’de yüzde 27 art›fl kaydedildi. 2012’de yüzde 2’lik bir düflüfl söz konusuysa da 2013’te yüzde 5’lik yükseliflle kruvaziyer turist say›s› 2 milyon 240’e ulaflt› ve rekor k›rd›. Dünya ortalamalar›n›n üzerinde seyreden bu büyüme rakamlar›na ayr›nt›l› olarak bakt›¤›m›zda ülkemizde kruvaziyer gemileri a¤›rlayan 25 liman bulundu¤u göze çarp›yor. 2013 verilerine göre s›-

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modern life fully covers the expectations of cruise tourists. In the report announced by CLIA in 2011, it is remarked that the global cruise tourism grows with an annual average of 7.6 percent since the beginning of 1980s. The growth in our country within the period of 2003-2009 is dazzling: 23 percent! According to the numbers declared by Maritime Commerce General Directorate, the trend of rise has restarted after the 7% decrease resulting from the global crisis of 2009 and an increase of 15% in 2010 and 27% in 2011 has been realized. Although there is a 2% decrease in 2012, the total number of cruise tourist reached to 2 million 249 with a 5% raise and break a record in 2013. When we elaborate on these growth figures moving above the world averages, the existence of 25 ports in our country that welcomes cruise ships stands out. According to the data of 2013, respectively Istanbul, Kufladas› and ‹zmir are in the first three. Other ports are ranged as Antalya, Marmaris, Çeflme, Alanya, Bodrum, Trabzon, Dikili, Çanakkale, Sinop, Bart›n, Mersin, Samsun, Kafl, Fethiye, Güllük, Mudanya and Göcek. No ships has been called at Taflucu, Anamur, Datça, ‹skenderun and Kemer ports that are suited for cruise tourism and visited before. It is known that there is a decrease compared to 2013 although the national statistics of 2014 is not announced yet.

ras›yla ‹stanbul, Kufladas› ve ‹zmir, bu limanlar aras›nda ilk üçte yer al›yor. Di¤er limanlar ise Antalya, Marmaris, Çeflme, Alanya, Bodrum, Trabzon, Dikili, Çanakkale, Sinop, Bart›n, Mersin, Samsun, Kafl, Fethiye, Güllük, Mudanya, Göcek fleklinde s›ralan›yor. Kruvaziyer turizmine uygun olup daha önce ziyaret edilmifl Taflucu, Anamur, Datça, ‹skenderun ve Kemer limanlar›na ise 2013’te hiç gemi yanaflmam›fl. 2014 y›l›na dair ulusal istatistikler henüz yay›mlanmad›ysa da 2013’e göre düflüfl yafland›¤› biliniyor.

ORTAK AKIL DEVREDE Türkiye Kruvaziyer Platformu, ülkemizin avantajlar›n› öne ç›kar›p dezavantajlar›n› gidermek ve kruvaziyer turizmin geliflmesinin önündeki sorunlar› çözerek daha da yükseltmek için 2012 y›l›nda ‹zmir Ticaret Odas› (‹ZTO) öncülü¤ünde kurulmufl bir sivil toplum kuruluflu. Bugüne kadar aray›fllar›n› tek bafl›na sürdürmeye çal›flan sektör bileflenleri bu platform sayesinde bir araya geldi ve ülkemizin bu turizm türünden daha fazla pay almas› için bir güç birli¤i oluflturmufl oldu. Platform, 2. Genel Kurulu’nu geçti¤imiz flubat ay›nda Ankara’da yapt› ve bu buluflma resmi de¤ilse de fiili olarak adeta bir eylem plan›n› yürürlü¤e sokmufl oldu. Özel sektör, sivil toplum kurulufllar› ve devlet ayg›tlar›n› bir araya getiren toplant›ya Ulaflt›rma DeMARINE&COMMERCE MART 2015

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nizcilik ve Haberleflme Bakanl›¤›, Sa¤l›k Bakanl›¤›, Gümrük ve Ticaret Bakanl›¤›, Kültür ve Turizm Bakanl›¤›, Maliye Bakanl›¤›’n›n kruvaziyer turizmiyle ilgili birimlerinin yan› s›ra 16 farkl› liman ve kentin temsilcileri ile kruvaziyer turizm acenteleri kat›ld›.

COMMON SENSE COMES INTO PLAY Turkish Cruise Platform is a non-governmental organization established under the leadership of ‹zmir Chamber of Commerce (‹ZTO) in 2012 in order to highlight the advantages and remove the disadvantages of our country and to improve the cruise tourism by solving the problems hindering the development of it. The constituents of the industry that were trying to pursue their searches individually had convened due to this platform and created a union of forces with the aim of ensuring our country to receive a greater share from this kind of tourism. The Platform held its 2. General Assembly meeting in Ankara in February and this meeting carry into effect, so to say, an action plan actually even if not formally. The representatives of 16 different ports and cities and cruise tourism agencies participated to the meeting, which gathered the private sector, non-governmental organizations and government agencies, besides the units related with cruise tourism of Ministry of Transport, Maritime Affairs and Transport, Ministry of Health, Ministry of Customs and Trade, Ministry of Culture and Tourism and the Ministry of Finance. The opening speech of Mr. Ekrem Demirtafl, Chairman of Turkish Cruise Platform’s Board of Directors and also the President of ‹ZTO Board of Directors was summarizing the reasons of our country’s being attractive for the cruise tourism. Demirtafl said that the tourists are in search of new ports and cities to visit in a growing industry and added: “Our country has the capacity to receive far greater share from cruise tourism. Each one of our ports from Hopa to ‹skenderun offer unique and unexplored beauties for the tourists. Every Turkish port is a treasure for the cruise passenger for whom there is no place remained in Europe to see.” According to the information provided by Ekrem Demirtafl, also Turkey has received a share from the 160% increase in occupancy rate in Mediterranean region during 2014. Demirtafl remarked that we reached to 2.2 million passenger with 1,542 cruising in 2013 while we welcomed only 818 thousand passenger with 912 cruising in 2004 across Turkey and emphasized that we closed 2014 with 1.8 million passengers and 1,398 cruising namely, with a decrease and said “The ports in metropolis were the ones that lose greatest number of passengers.”

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Türkiye Kruvaziyer Platformu Yönetim Kurulu Baflkan› ve ‹ZTO Yönetim Kurulu Baflkan› Ekrem Demirtafl’›n toplant›daki bafllang›ç sözleri, ülkemizin kruvaziyer turizmi için neden çekici oldu¤unu özetliyordu. Demirtafl, büyüyen sektörde turistlerin de devaml› olarak yeni gidecekleri limanlar ve kentler arad›klar›n› belirterek, “Ülkemiz kruvaziyer turizmden çok daha büyük pay alabilecek kapasiteye sahip. Hopa’dan ‹skenderun’a kadar her liman›m›z turistlere eflsiz ve keflfedilmemifl güzellikler sunuyor. Avrupa’da görece¤i yer kalmayan kruvaziyer yolcusu için Türkiye limanlar›n›n her biri hazine” dedi. Ekrem Demirtafl’›n verdi¤i bilgilere göre 2014 y›l›nda Akdeniz bölgesinde doluluk oran›n›n yüzde 160 artmas›ndan Türkiye de pay ald›. 2004 y›l›nda Türkiye genelinde sadece 912 gemi seferi ile 818 bin yolcu a¤›rlan›rken 2013’te 1,542 seferle 2.2 milyon yolcuya ulafl›ld›¤›na dikkat çeken Demirtafl 2014’ü ise 1,398 sefer ve 1.8 milyon yolcuyla, yani düflüflle kapatt›¤›m›z› vurgulayarak “En çok yolcuyu kaybeden de büyükflehirlerdeki limanlar oldu” dedi.

KÖKLÜ VE GÜNCEL SORUNLAR Dünyada yükselen bir grafik çizen kruvaziyer sezonunun ülkemizde düflüflle kapanmas›nda yerel sorunlar elbette rol oynuyor ama sektör temsilcilerinin de dile getirdi¤i gibi Akdeniz’in güney k›y›lar›yla Do¤u Akdeniz bölümünün sürekli bir çat›flma ortam› içinde bulunmas› en bask›n faktör olarak öne ç›k›yor. Ekrem Demirtafl olay› flu cümlelerle ortaya koydu: “M›s›r’dan ‹srail’e Ortado¤u’nun Akdeniz’e bakan k›y›lar› alev alev. Karadeniz’e aç›lmak isteyen gemileri de Ukrayna ve Rusya’daki olaylar durdurdu. Kruvaziyer turizmin en önemli ülkelerinden Yunanistan’›n limanlar›nda grevler eksik olmuyor. En önemli ç›k›fl noktalar›ndan birisi olan Venedik art›k büyük gemileri istemiyor.” Tam bir dünya cennetine sahip olsan›z -ki zaten sahibiz- ve milyonlarca insan bu cenneti keflfetmek için yan›p tutuflsa bile, çevreniz güvenli de¤ilse flans›n›z› bir noktaya kadar zorlayabiliyorsunuz. Yeri gelmiflken bu sorunlara ek olarak bürokrasi kaynakl› olanlara da de¤inmek flart. Ekrem Demirtafl kruvaziyer flirketlerinin düzgün terminallerin yan› s›ra liman kentleri ile Avrupa ve Amerika k›tas›na güçlü havayolu ba¤lant›lar› ve tarifelerde kruvaziyer gemilerin teflviki gibi taleplerinin ortak oldu¤unu belirtti. Toplant›ya kat›lan acente temsilcileri de sahil s›hhiye, römorkaj, fener gibi çeflitli isimler ad› alt›nda al›nan ücretlerin yabanc› flirketler için çok yüksek oldu¤unu ve bunun da Türkiye’nin rekabet gücünü düflürdü¤ünü söylediler. Acente temsilcilerinin dikkat çekti¤i bir di¤er nokta ise bizim ülkemizde, belki de mümkün olmad›¤› için hesaba neredeyse hiç kat›lmayan bir sorunu iflaret ediyor: Bugünü ve gelece¤i birlikte planlama! Acenteler tarifelerde yap›lacak teflviklerin çok önemli oldu¤unu ve bu konuda ciddi bir politika belirleyip yabanc› flirketlerin iki, hatta üç y›l sonras›n› dahi net görmelerini sa¤lamak ge-

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DEEP-ROOTED AND CURRENT PROBLEMS Of course the local problems play a part in a cruise season, which shows an upward trend in the world, closed with decrease in our country but as stated by the representatives of the industry, the south shores of the Mediterranean and East Mediterranean region being constantly in a clash environment stands out as the most dominant factor. Ekrem Demirtafl said: “The shores of Egypt facing the Israel and of Middle East facing the Mediterranean are in flames. The events in Ukraine and Russia prevented the ships desiring to sail to the Black Sea. There is always a strike at the ports of Greece which is one of the most important countries of cruise tourism. One of the most important departure points, Venice does not welcome the large ships any longer.” Even if you have a world paradise –and actually we have- and if millions of people yearns for seeing that paradise you can press your luck to a certain extend when your environment is unsafe. At this juncture, we have to mention the problems originated from bureaucracy in addition to the above ones. Ekrem Demirtafl stated that the demands of cruise companies related with substantial airline connections between port cities and Europe and America continents and promotion of cruise ships in terms of tariffs as well as proper terminals for cruise companies are common. Agency representatives attended to the meeting stated that the fees collected under the name of coastal health, towage, lantern are too high for the foreign companies and causes a decrease in the competitive capacity of Turkey.

rekti¤inin alt›n› çiziyorlar. “Bugün tarifeleri s›f›rlasak gemiler yar›ndan itibaren kuyru¤a girmez” diyorlar, “Çünkü 2015-2016 programlar› flimdiden belli”. O sonraki ifl diyebilirsiniz, çünkü as›l tehlike 2015 Temmuz’undan itibaren ‹stanbul’a gelen gemilerin nereye yanaflaca¤›n›n hâlâ belli olmamas›! 16 farkl› kentten gelerek toplant›ya kat›lan limanlar›n temsilcileri de önemli konulara dikkat çektiler. Kruvaziyer gemileri a¤›rlayan limanlar›n temsilcileri gemi flirketlerinin kazançlar›n›n önemli k›sm›n›, “ekstra” pazarlad›klar› kara turlar›ndan sa¤lad›klar›n› belirtirken ulusal tan›t›m›n yerel tan›t›mla ba¤dafl›k yürütülmesinin önemini vurgulad›lar. Di¤er yandan ayn› temsilciler de yüksek römorkaj ücretlerinin kendilerini zorlad›¤›n› ifade ettiler. Bu sorunlara karfl›n elde edilen prestij ve ulusal ekonomiye oldu¤u kadar kent ekonomisine de yans›yacak katk›yla heyecanlanan ve kruvaziyer turizmine henüz kat›lmam›fl olan Hopa, Ayval›k, Fethiye, ‹skenderun gibi kentlerin temsilcileri, sektöre girmek için büyük istek duyduklar›n› belirttiler.

Another point that the agency representatives emphasized refer to a problem that is always ignored perhaps because of impossibility: planning the today and tomorrow together! Agencies underlines that the promotions to be made related with tariffs are very important and it is necessary to make the foreign companies see the next two or even three years clearly by defining a serious policy for this issue. They said: “If we restrict the tariffs today the ships would not queue as of tomorrow. For their 2015-2016 programs are already decided.” You can say that this is a secondary matter because the main risk is the uncertainty of the points where the ships arriving to Istanbul after July 2015 will approach! The representatives of the ports of 16 different cities attended to the meeting highlighted important issues also. The representatives of the ports harboring cruise ships said that the cruise lines obtain the major part of their earnings through land tours they marketed as “extra” and emphasized the importance of conducting the local and national advertise together. On the other hand, the same representatives stated that the high towage fees are troubling themselves. Despite these problems, the representatives of cities like Hopa, Ayval›k, Fethiye and ‹skenderun that were not a part of the cruise tourism before and excited against the contribution and prestige that will reflect on city’s economy as well as the national economy said that they are enthusiastic for entering the industry. Chairman Ekrem Demirtafl summarized the demands and requests of the industry representatives as such: “We can achieve an important success if we can clamp together as the ports. For MARINE&COMMERCE MART 2015

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example, we can create brand new routes and attraction centers by ensuring the integration of untouched Black Sea port cities with the ports in the Aegean and Mediterranean region. Union in advertise is also very important. We organized nine national and international activities under the umbrella of Turkish Cruise Platform since 2012. We will continue. If we maintain this union and if the State paves the way for us, our country becomes the star of Mediterranean in cruise tourism.”

AN ANSWER FROM THE STATE Mr. Özkan Poyraz, Deputy Undersecretary of Ministry of Transport, Maritime Affairs and Communication that presides the meeting said that they will evaluate nearly all important problems and demands voiced at the meeting and added: “Nearly all the problems communicated by the industry are generally based on tariff. It is remarked that there are problems related with lanterns, coastal health tariffs and especially towages in terms of both tariffs and capacity. We started the change procedures in the Regulation of Harbors related with tows. New implementation will be published in the Official Gazette within a short period of time. When it comes to the problem of tariffs, my opinion is that we should be able to apply flexible tariff primarily. For example, to apply flexible tariff for the regions to be promoted seems more plausible. Nevertheless, we should see and analyze the effects on general budget of prospective certain discounts.” Poyraz said that plenty of cities demand ports or berths for cruise but since the negative influence of the ports on each other is far more important the planning should be made perfectly. After stating that they will receive roadmap and demands from the industry about the problem experienced in Istanbul, Mr. Poyraz started to commend about ‹zmir and reminding their visit to ‹zmir with Minister Lütfi Elvan two months ago said: “Our Minister declared that the container port will remain as container port; he admitted the need for dredging, finger berth and terminal in current cruise area. The instruction given to us is in this direction. Our studies with Privatization Administration related with the new master plan of ‹zmir Port are continuing.”

Baflkan Ekrem Demirtafl sektör temsilcilerinin taleplerini ve dileklerini flöyle ba¤lad›: “Limanlar olarak kenetlenebilirsek çok fley yapabiliriz. Örne¤in, bakir Karadeniz liman kentlerimizin Akdeniz ve Ege’deki limanlarla entegrasyonunu sa¤layarak yepyeni rotalar ve cazibe merkezleri yaratabiliriz. Tan›t›mda birlik de çok önemli. Türkiye Kruvaziyer Platformu çat›s› alt›nda 2012 y›l›ndan bu yana ulusal ve uluslararas› olmak üzere dokuz etkinlik yapt›k. Devam edece¤iz. Bu birlikteli¤imizi korursak, devlet de önümüzü daha çok açarsa ülkemiz kruvaziyer turizmde Akdeniz’in y›ld›z› olur.”

DEVLETTEN YANIT VAR Genel Kurul’un baflkanl›¤›n› yürüten Ulaflt›rma Denizcilik ve Haberleflme Bakanl›¤› Müsteflar Yard›mc›s› Özkan Poyraz ise toplant›da dile getirilen hemen bütün sorun ve talepleri de¤erlendireceklerini belirterek flöyle dedi: “Sektörden gelen sorunlar temelde tarife üzerinde toplan›yor. Fenerlerle, sahil s›hhiye tarifeleriyle, özellikle hem tarife hem de say›s› ve gücü aç›s›ndan römorkörlerde s›k›nt› oldu¤u belirtildi. Römorkörler ile ilgili olarak Limanlar Yönetmeli¤i’nde de¤iflim ifllemlerine bafllad›k. Yeni uygulama çok k›sa bir zaman içerisinde Resmi Gazete’de yay›nlanacak. Tarifeler konusunda ise benim kanaatim öncelikle esnek tarife uygulayabilmek. Örne¤in teflvik edilecek bölgeye esnek tarife uygulamak daha gerçekçi olur. Yine de baz› indirimlere gidildi¤inde bu genel bütçeye nas›l etki edecek görmeliyiz, analiz yapmal›y›z.” Poyraz, pek çok kentin kruvaziyer için liman veya yanaflma yeri istedi¤ini ama buna karfl›l›k planlaman›n çok iyi yap›lmas› gerekti¤ini, çünkü limanlar›n birbirini olumsuz etkilememesinin daha önemli oldu¤unu da belirtti. ‹stanbul’da yaflanan sorun için sektörden bir yol haritas› ve talepleri alacaklar›n› belirten Poyraz, ‹zmir Liman› ile ilgili olarak ise iki ay önce Bakan Lütfi Elvan ile birlikte ‹zmir’e yapt›klar› ziyareti an›msatt›. Poyraz, “Bakan›m›z konteyner liman›n›n konteyner liman› olarak kalaca¤›n› belirtti; mevcut kruvaziyer alan›nda ise terminal ihtiyac›n›n varl›¤›n›, tarama ve parmak iskele ihtiyac›n› kabul etti. Ald›¤›m›z talimat bu yönde. ‹zmir Liman›’n›n yeni imar plan› konusunda Özellefltirme ‹daresi ile çal›flmalar›m›z devam ediyor” dedi.

IN ORDER TO INCREASE THE SHARE OF CRUISE TOURISM

KRUVAZ‹YER TUR‹ZM‹N‹N PAYINI ARTTIRMAK ‹Ç‹N...

Cruise tourism received a share of 39.6 billion dollar from the global tourism incomes that was realized as 1.4 trillion dollars in 2014. While our country’s international tourism income in 2013 is 27 million 997 thousand dollars its share is at the level of 5%. Although any exact figure about the income received from cruise tourism has not been declared it is estimated that the said income is some 400 million dollars. Therefore, the share of cruise tourism in our country’s overall tourism income is not even 1% while its share in world’s overall tourism income is 2.8%! It is certain that both the industry representatives and the State side have a grasp of the things to be done in order to improve this share. One point must be underlined insistently: If the country we live in and the region we are a part of lives in peace, it is possible for us to reach to an indispensable position among the touristic trends of the global humanity -and of course, the cruise tourismby putting the common sense into action. &

Kruvaziyer turizmi, 2014 y›l›nda 1.4 trilyon dolar olarak gerçekleflen dünya turizmi gelirlerinden 39.6 milyar dolar pay ald›. Ülkemizin 2013 y›l›nda uluslararas› turizm geliri 27 milyar 997 milyon dolar olarak gerçekleflirken pay› yüzde 5 seviyesinde. Kruvaziyer turizminden elde etti¤imiz gelir konusunda net bir rakam ortaya konmam›fl olmas›na karfl›n yaklafl›k 400 milyon dolar düzeyinde oldu¤u tahmin ediliyor. Dolay›s›yla kruvaziyer turizmi dünya genel turizm harcamalar›ndan yüzde 2.8 pay al›rken, ülkemiz genel turizm gelirleri içerisindeki pay› yüzde 1 bile de¤il! Bu pay› art›rmak için yap›lmas› gerekenlere, hem sektör temsilcilerinin hem de devlet kanad›n›n vak›f olduklar› belli. Bir tek noktan›n alt›n› ›srarla çizmek gerekiyor: Yaflad›¤›n›z ülke ve içinde bulundu¤unuz bölge bar›fl içinde yafl›yorsa, sektörler aras› ortak akl› devreye sokarak, dünya insanl›¤›n›n turistik e¤ilimleri içinde vazgeçilmez bir konuma gelmeniz mümkün; elbette kruvaziyer turizminde de. &

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AGENDA // GÜNDEM

CRUISE LANDINGS IN ANZAC CEREMONIES

ANZAK TÖRENLER‹’NE KRUVAZ‹YER ÇIKARTMASI

MSC Cruises announced that approximately 14 thousand passengers and 6 thousand crew on duty at the ships will come to Çanakkale by 14 cruise ships from Australia and New Zealand on the occasion of the hundredth anniversary of Gallipoli Battle. MSC ORCHESTRA will be the first ship to take part at the ceremony that will be conducted on 24 April morning with the participation of queen of England, Elisabeth II. The ship will weigh anchor on 26 March with 3,223 passengers from Australia and arrive at Çanakkale on 17 April after respectively calling at Albania, Cocos Islands, Colombo, Safaga, Sokhna ports. After staying in Kabatepe and Kepez ports for two days, the ship will visit Istanbul, Kufladas› and Greek Islands and turn back to Çanakkale and wait for the ceremonies anchored off-shore. Most of the ships will anchor off-shore across the port since only two ships can land at Çanakkale Port at the same time. Majority of the attendants of Anzac ceremonies prefer to watch the ceremony on cruise ships because of the inconveniency of accommodation in Çanakkale. &

MSC Cruises, Çanakkale Savafl›’n›n 100. y›ldönümü nedeniyle Avustralya ve Yeni Zelanda’dan 14 kruvaziyer gemisiyle Çanakkale’ye yaklafl›k 14 bin yolcu ile bu gemilerde görevli yaklafl›k 6 bin mürettebat›n gelece¤ini duyurdu. 24 Nisan sabah› gerçekleflecek olan ve ‹ngiltere Kraliçesi 2. Elizabeth’in de kat›laca¤› törene ilk kat›lacak olan gemi MSC ORCHESTRA olacak. Gemi, Avustralya’dan ald›¤› 3,223 yolcuyla 26 Mart’ta Fremantle Liman›’ndan demir al›p s›ras›yla Arnavutluk, Cocos Adalar›, Colombo, Safaga, Sokhna limanlar›na u¤rayarak 17 Nisan’da Çanakkale’ye varacak. ‹ki gün boyunca Kabatepe, Kepez Liman›’nda kalacak olan gemi ‹stanbul, Kufladas› ve Yunan Adalar›’n› gezerek 24 Nisan’da yeniden Çanakkale’ye gelecek ve bu defa aç›kta demir at›p, törenler için bekleyecek. Çanakkale Liman›’na ayn› anda sadece iki gemi yanaflabildi¤i için gelen gemilerin ço¤u liman›n karfl›s›ndaki aç›kta demirleyecek. Anzak törenlerine kat›lanlar›n ço¤u Çanakkale’de konaklama yetersizli¤i dolay›s›yla töreni kruvaziyer gemilerinde izlemeyi tercih ediyor. & MARINE&COMMERCE MART 2015

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“THIS YEAR IS HARD BUT 2017-18 WILL BE PERFECT” “BU YIL ZOR AMA 2017-18 ÇOK ‹Y‹ OLACAK” YILMAZ ÖZTÜRK

‹zmir Chamber Of Commerce’s Chairman of Board of Directors and Turkish Cruise Platform Chairman Ekrem Demirtafl is also known with his special interest in cruise tourism. We talked the national and international outlook with Mr. Demirtafl who stated that the cruise tourism has an indispensable place in tourism range offered by our country. ‹zmir Ticaret Odas› Yönetim Kurulu Baflkan› ve Türkiye Kruvaziyer Platformu Baflkan› Ekrem Demirtafl, kruvaziyer turizme gösterdi¤i özel ilgiyle de tan›n›r. Ülkemizin sundu¤u turizm yelpazesi içinde kruvaziyer turizmin vazgeçilmez bir yeri oldu¤unu vurgulayan Demirtafl ile ulusal ve uluslararas› manzaray› konufltuk.

t the meeting of Turkish Cruise Platform held on February 2015 in Ankara you said that the share we receive from cruise tourism in Mediterranean has been increased by approximately two and a half times compared to 2004. Can we learn the corresponding sum in figures of this great success in terms of its return for our country? Besides, to which Turkish ports the cruise ships called at most frequently in 2013?

Ekrem Demirtafl

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The industry has a volume of 34 billion Euro in Europe and 6 million passengers depart from Europe every year. 18 million passengers cruises across the Mediterranean. It is difficult to give the annual figures of material income since an integration cannot be achieved in the industry for this field. Tours, port incomes, tariffs received by the government and supply figures are kept in separate places. Despite this fact, we can

ürkiye Kruvaziyer Platformu’nun fiubat 2015’te Ankara’da yap›lan toplant›s›nda, 2013 y›l›nda Akdeniz’deki kruvaziyer turizminden ald›¤›m›z pay›n 2004’e göre yaklafl›k iki buçuk kat artt›¤›n› belirtmifltiniz. Bu büyük baflar›n›n ülkemize maddi getirisinin rakamsal karfl›l›¤›n› ö¤renebilir miyiz? Ayr›ca 2013 y›l›nda kruvaziyer gemilerinin en çok u¤rad›¤› Türk limanlar› hangileri oldu? Sektörün Avrupa’da 34 milyar euro’luk bir hacmi var ve her y›l 6 milyon yolcu Avrupa’dan yola ç›k›yor, 18 milyon yolcu Akdeniz’de geziyor. Maddi getirilerin y›ll›k olarak tam rakam›n› vermek zor, çünkü bu alanda sektörde entegrasyon sa¤lanamad›. Turlar, liman gelirleri, devlet taraf›ndan al›nan tarifeler, gemi gelirleri ve tedarik rakamlar› farkl› yerlerde tutuluyor. Buna ra¤men yine de y›ll›k ticaret hacminin 100 milyon dolar› aflt›¤›n› rahatl›kla söyleyebiliriz. 2013 y›l›nda en fazla yolcu a¤›rlayan limanlar›m›z ise s›ras› ile ‹stanbul, Kufladas›, ‹zmir, Antalya, Marmaris ve Çeflme oldu. Yukar›daki soruma ba¤l› olarak, yine ayn› toplant›da 2014 y›l›nda bir düflüfl yafland›¤›n› ve en çok yolcuyu da büyükflehirlerdeki limanlar›n kaybetti¤ini belirtmifltiniz. Bu limanlar hangileriydi ve kruvaziyer gemilerin bu limanlara u¤ramaktan vazgeçmelerinin nedeni neydi? 2014 y›l›ndaki düflüfllerin nedeni büyük oranda küresel nedenlerdi. Etkileri devam eden küresel kriz, bölgemizde yaflanan siyasi ve ekonomik istikrars›zl›klar, Avrupa’da yaflanan ekonomik durgun-

CONVERSATION // SÖYLEfi‹

confidently say that the annual trade volume exceeded 100 million dollars anyway. Our ports that hosted the greatest number of passengers in 2013 were respectively Istanbul, Kufladas›, Izmir, Antalya, Marmaris and Çeflme. In connection with my above question, you remarked at the same meeting that a decrease has been experienced in 2014 and the ports in metropolises lose the greatest number of passengers. Could you give the names of these ports and the reason for cruise ships’ renouncing to call at them? The reasons of the decrease in 2014 were mostly the global causes. When the still effective global crisis, politic and economic instabilities experienced in our region, the decrease in ticket sales resulting from the economic recession in Europe, Venice’s being unwilling to host large ships anymore, strikes in Pire, conflicts in the Black Sea and Mediterranean and sales coincided, decreases in cruise tourism has been experienced in the East Mediterranean region we take place in. I would like to draw special attention to the fact that our country and it ports are very reliable in terms of security. In many tours, a great number of ships altered their route to the ports in Turkey and Izmir because of the wars, conflicts of the past two-three years. However, the route constitutes a whole in here. Namely, the strike in Pireas, war in the Black Sea affects the other cities in

luk nedeniyle bilet sat›fllar›n›n düflmesi, Venedik’in art›k büyük gemileri kabul etmek istememesi, Pire’deki grevler, Karadeniz ve Do¤u Akdeniz’deki çat›flmalar ve sat›fllar üst üste gelince bulundu¤umuz Do¤u Akdeniz co¤rafyas›nda kruvaziyer turizmde düflüfller yafland›. Burada fluna özellikle dikkat çekmek istiyorum ki, ülkemiz ve limanlar› güvenlik aç›s›ndan son derece güvenlidir. Son ikiüç y›lda yaflanan savafllar, çat›flmalar nedeniyle pek çok gemi, pek çok seferde rotas›n› ‹zmir’e, ülkemizdeki limanlara çevirdi. Ancak burada tüm rota bir bütündür. Yani Pire’deki grev, Karadeniz’deki savafl, ayn› rotadaki di¤er kentleri de sorunsuz olsalar bile olumsuz etkiliyor. ‹çeride ise yüksek tarifeler, ‹stanbul Liman›’n›n özellefltirme program› gibi nedenler de eklenince ‹stanbul, Kufladas›, Marmaris, ‹zmir, Alanya gibi büyük limanlar yolcu kaybetti. Ayr›ca Akdeniz’deki durgunluk nedeniyle flirketler de gemilerini daha fazla gelir için hedef pazarlar olan Asya ve Latin Amerika’ya yönlendirdi. Tabii bunlar do¤al süreçler, yeni gemiler infla edilince, bölgemizdeki gemi say›s› mutlaka artacakt›r. 2015 y›l› için kruvaziyer turizmin dünyada ve Türkiye’de nas›l bir geliflme gösterece¤ini öngörüyorsunuz? 2015 y›l› birçok aç›dan dikkat edilmesi gereken bir y›l. Hem MARINE&COMMERCE MART 2015

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the same route negatively even if they are free of trouble. In respect of inland, major ports like Istanbul, Kufladas›, Marmaris, Izmir, Alanya lose passengers when the factors like high tariffs, the privatization program of Istanbul port is added. Besides, because of the recession, liners directed their ships to target markets like Asia and Latin America for further income. Of course these are natural processes and when the new ships are built, the number of ships in our region will certainly increase. What do you think about the development of cruise tourism in the world and Turkey in 2015? 2015 is a year that must be paid attention in many respects. I believe that we will be in a better position towards the end of the year in terms of both tourism and economy. But our ascend afresh in cruise tourism would start in 2017-2018. One of the issues you insistently highlighted as the board of directors’ manager at Ankara meeting was the necessity of acting together of the industry to receive greater share from cruise tourism. Which concrete steps should be taken by the industry to that end? Cruise industry is a multi-actor structure. There are public institutions, state ports, private ports, suppliers, liners, agencies. In order to determine a correct policy, coming together of all these actors and acting together is necessary. We can establish a policy that we can agree on only by creating a synergy in that way; tariffs can be determined that makes everybody gain. Acting together of the industry is important also for the advertising. Plenty of ports are advertising on their own. We established the Turkish Cruise Platform for ensuring coordination in advertising and other issues. At the same meeting, you also relayed information about the demands of foreign cruise operators concerning the issues dependent on the government. Could you please light the way related with the things that Turkey should make by giving an example of the approach to the cruise tourism of any country that receives the greatest share from cruise tourism ? For example Spain, for example Italy… They significantly support the industry with their tariffs and advertisement policies. They have destinations that sell themselves in the world.

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turizm, hem ekonomi aç›s›ndan y›l sonuna do¤ru daha iyi bir seviyeye gelece¤imize inan›yorum. Ancak kruvaziyer turizmde tekrar yükselmemiz 2017-2018 y›llar›nda bafllayacak. Ankara toplant›s›nda Yönetim Kurulu Baflkan› olarak alt›n› önemle çizdi¤iniz konulardan biri de, ülkemizin kruvaziyer turizmden daha çok pay almas› için sektörün birlikte hareket etmesi gereklili¤iydi. Bu konuda sektörün hangi bileflenleri, hangi somut ad›mlar› atmal›? Kruvaziyer sektörünün çok aktörlü bir yap›s› var. Kamu kurulufllar› var, devlet limanlar› var, özel sektör limanlar› var, tedarikçiler var, gemi flirketleri var, acenteler var. Do¤ru denizcilik politikalar›n›n belirlenmesi için tüm bu aktörlerin bir araya gelmesi, birlikte hareket etmesi gerekiyor. Ancak böyle sinerji yarat›p, uzlaflabilece¤imiz bir politika oluflturabiliriz, herkesin kazanabilece¤i tarifeler belirlenebilir. Ayr›ca tan›t›m için de sektörün birlikte hareket etmesi çok önemli. Pek çok liman kendi bafl›na tan›t›m yap›yor. Biz tan›t›m ve di¤er konularda eflgüdüm sa¤lanmas› için Türkiye Kruvaziyer Platformu’nu kurduk. Ayn› toplant›da yabanc› kruvaziyer operatörlerinin devlete ba¤l› konulardaki taleplerini de aktarm›flt›n›z. Kruvaziyer turizminden en büyük pay› olan ülkelerden herhangi bir tanesinin kruvaziyer turizmine yaklafl›m›n› örnek vererek Türkiye’nin yapmas› gerekenler konusundaki yolu ayd›nlat›r m›s›n›z? Örne¤in ‹spanya, örne¤in ‹talya... Tarifeleri ve tan›t›m politikalar› ile sektörü çok destekliyorlar. Dünyada kendini satan destinasyonlar› var. Tabii her fley tarife de de¤il! Örne¤in H›rvatistan tan›t›m ve kendini adeta gizli bir cevher gibi pazarlamas›yla kazan›yor. Toplant›da gündeme gelen bir di¤er konu da Türkiye limanlar› aras›ndaki entegrasyondu. Entegrasyon verimlili¤i ve kârl›l›¤› nas›l art›rabilir? Biraz önce Akdeniz’deki düflüflten bahsederken, Akdeniz’de bir limanda yaflanan olumsuzlu¤un baflka bir ülkeyi de olumsuz etkileyebildi¤ini söylemifltim. Ayn› durum bir ülkedeki limanlar için de geçerli. Limanlar birlikte çal›fl›p, tan›t›mlar›n› birlikte yap›p, flirketlere avantajl› paket program ve tekliflerle gidebilirler. Bir destinasyon kruvaziyerde asla tek bafl›na var olamaz. Yan›n›zdaki liman›n eksikli¤ini de tamamlayarak birlikte hareket etmelisiniz.

CONVERSATION // SÖYLEfi‹

Of course tariff is not everything! For example, Croatia achieves by advertisement and marketing itself like a hidden jewelry. Another point come to the fore at the meeting was the integration between the ports of Turkey. What kind of an integration can increase the efficiency and profitability? When I was talking about the decrease in Mediterranean above, I said that any negativity experienced in a port at Mediterranean might affect another country as well. Same thing is valid for the ports in a country. Ports can work together, advertise together and go to the companies with advantageous package programs and offers. A destination can never exist alone in a cruise. You should act together also by making up the deficiencies of the port next to you. Can we receive a special review related with the future outlook of Izmir Port in cruise tourism from a lover and native of Izmir like you? Privatization process of Izmir port has not been completed yet but even if the case is that, still there are many things that should be done. Presently we have a very small terminal; when three or four ship lands simultaneously, some of them berth in the container section and this is not right. What we ask for is a modern terminal and a finger berth for cruise ships. These demands does not require sizable investments. When these demands are fulfilled Izmir is a city capable of reaching to million passengers by itself. Istanbul is a global brand city independently of Turkey. Do you think that Istanbul receives enough share from cruise tourism? Before anything else, Istanbul has a problem related with the port and berths. Privatization process is slowed down. Galataport project brings some problems with it. On the other hand, like our other ports, also Istanbul is being negatively affected from the instability in our region. Else, Istanbul is one of the most beautiful cities of the world. Resolving the port problem of Istanbul is very important since the majority of the ships and companies visiting our country wants to call at Istanbul together with other ports. When we overcome these problems, Istanbul will be able to receive far more share.

Sizin gibi bir ‹zmirli ve ‹zmir afl›¤›ndan ‹zmir Liman›’n›n kruvaziyer turizmindeki gelece¤iyle ile ilgili özel bir de¤erlendirme alabilir miyiz? ‹zmir Liman›’nda özellefltirme süreci henüz tamamlanmad›, ancak bu olmasa bile yap›lmas› gereken fleyler var. fiu anda çok küçük bir terminalimiz var, üç dört gemi ayn› anda geldi¤i zaman baz›lar› konteyner bölümüne yanafl›yor ki, bunlar olmamas› gereken fleyler. Bizim iste¤imiz modern bir terminal ile kruvaziyer gemiler için bir de parmak iskele olmas›. Bunlar için çok büyük yat›r›mlar da gerekmiyor. Bunlar oldu¤u zaman ‹zmir rahatl›kla milyon yolcu say›s›na tek bafl›na ulaflabilecek bir kent. ‹stanbul, Türkiye’nin yan› s›ra ve tek bafl›na da dünya çap›nda bir marka flehir. Sizce ‹stanbul kruvaziyer turizminden yeterince pay alabiliyor mu? ‹stanbul’un her fleyden önce liman ve yanaflma yerleri ile ilgili sorunu var. Özellefltirme süreci yavafllad›. Galataport Projesi ile birlikte baz› s›k›nt›lar yaflan›yor. Di¤er yandan ‹stanbul da di¤er limanlar›m›z gibi bölgemizdeki istikrars›zl›ktan olumsuz etkileniyor. Yoksa ‹stanbul, dünyan›n en güzel kentlerinden birisi. ‹stanbul’un liman sorununun çözülmesi çok önemli, çünkü ülkemize gelen gemiler ve flirketlerin pek ço¤u di¤er limanlar›m›z ile birlikte ‹stanbul’a u¤ramak istiyor. Bu sorunlar afl›l›nca, ‹stanbul çok daha fazla pay alabilecektir. Türkiye Kruvaziyer Platformu olarak kuruldu¤unuz 2012 y›l›ndan beri kat›l›m gerçeklefltirdi¤iniz tam dokuz etkinlik söz konusu. Türkiye’de yap›lacak Cruise Shipping Miami benzeri bir etkinlik planlar›n›z aras›nda yer al›yor mu? 2012 y›l›nda ‹zmir’de ilk kez Seatrade ile Türk kruvaziyer forumu yapm›flt›k. Kruvaziyer platformunu da ayn› tarihte kurduk. Cruise Shipping Miami kadar olmasa da, ‹zmir’in pilot bölge olarak seçilip mutlaka Avrupa ya da Akdeniz fuarlar›ndan birini yapmas› için bu konudaki en önemli flirketler olan UBM ve Seatrade Communications ile irtibat halindeyiz. &

There are 9 activities you organized since your establishment as Turkish Cruise Platform in 2012. Do you have a plan for an activity like Cruise Shipping Miami that will be conducted in Turkey? In 2012, we had organized a Turkish Cruise Forum first time in Izmir in company with Seatrade. We established the Cruise Platform at the same date. We are in contact with the two major companies in this field, UBM and Seatrade Communications for Izmir’s being elected as a pilot region and organize one of the Europe or Mediterranean fairs. & MARINE&COMMERCE MART 2015

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GREAT REUNION IN MIAMI

MIAMI’DE BÜYÜK BULUfiMA

Turkey was represented by Izmir Chamber of Commerce, ‹zmir Branch of ‹MEAK Chamber of Shipping and Turkish Cruise Platform at the Miami Cruise Shipping Fair organized in Miami city of USA on 16-19 March 2015. Deputation has both visited the fair and interviewed with high-level authorities by entertaining their guests at ‹zmir stand constructed by ‹zmir Economy University. In his statement related with the fair Ekrem Demirtafl said the following: “We observed the effects of global economic crisis at the fair. There was a observable decrease in dynamism compared to previous year. Nevertheless, we meet with our old friends, the representatives of world’s biggest groups and small operators at the special designed stand of ‹zmir. Also the managers of Sinop, Mersin, Trabzon, Ayval›k ports conducted important negotiations on their behalf. The works performed by Turkish Cruise Platform enabled some of the small-scale ports in Aegean and Black Sea to host ships and some of them to take action for increasing the number of ships.” Demirtafl continued his words as below: “Despite the economic crisis experienced in Europe, the companies have a strong interest in ‹zmir. For example, Celestyal company wants to use ‹zmir as an entrance and departure port for Celestyal Odysey. We can achieve this if we can change the hangars into terminals with a successful operation this year. This will be a very positive development in the direction of ‹zmir’s becoming a home-port. For it means that 850 passengers will get-off and 850 passengers will get on board from ‹zmir in every cruise of the ship.” &

Ülkemiz 16-19 Mart 2015 tarihlerinde ABD’nin Miami kentinde düzenlenen Miami Kruvaziyer Fuar›’nda (Miami Cruise Shipping) ‹zmir Ticaret Odas›, ‹MEAK Deniz Ticaret Odas› ‹zmir fiubesi ve Türkiye Kruvaziyer Platformu taraf›ndan temsil edildi. Heyet hem fuar› gezerek, hem de konuklar›n›, tasar›m›n› ‹zmir Ekonomi Üniversitesi taraf›ndan yap›lan ‹zmir stand›nda a¤›rlayarak üst düzey yetkililerle görüflmeler gerçeklefltirdi. Ekrem Demirtafl fuar dolay›s›yla yapt›¤› aç›klamada flöyle dedi: “Küresel ekonomik krizin etkilerini fuarda net olarak gördük. Geçti¤imiz y›llara göre canl›l›kta gözle görülen bir eksilme vard›. Yine de eski dostlar›m›z olan dünyan›n en büyük gruplar›n›n temsilcileri ve küçük operatörleri ile de ‹zmir’in özel dizayn stand›nda bulufltuk. Sinop, Mersin, Trabzon, Ayval›k limanlar›ndan gelen limanlar›m›z›n yöneticileri de kendileri ad›na önemli görüflmeler yapt›. Türkiye Kruvaziyer Platformu’nun yapm›fl oldu¤u çal›flmalar, Ege ve Karadeniz’de bulunan küçük ölçekli limanlar›n baz›lar›na gemi gelmesini, baz›lar›n›n da az olan gemi say›lar›n› art›rmak için harekete geçmesini sa¤lad›.” Demirtafl, “Özellikle Avrupa’da yaflanan ekonomik krize karfl›n flirketlerin ‹zmir’e çok büyük ilgisi var. Örne¤in Celestyal flirketi, Celestyal Odysey için ‹zmir’i girifl ve ç›k›fl liman› olarak kullanmak istiyor. E¤er bu sene hangarlar› baflar›l› bir operasyon ile terminal binas›na çevirirsek bunu sa¤layabiliriz. Bu durum ‹zmir’in home-port olmas› ad›na çok olumlu bir geliflme olacak. Çünkü bu, geminin her seferinde ‹zmir’den 850 yolcu inifl, 850 yolcu da binifl yapacak demektir” dedi. &

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ENVIRONMENT // ÇEVRE

IMO HAS BALLAST WATER EUREKA MOMENT IMO’NUN BALAST SUYUNDA “EVREKA” ANI

Archimedes isn’t the only person to have had a Eureka moment in the bathtub. According to the ballast water invasive species documentary made by IMO and BBC Wildvision, one of the bosses of BP Shipping had a Eureka moment in his hot tub too. Küvette “Evreka!” an› yaflayan tek kifli Arflimet de¤il. IMO ve BBC Wildvision kanal› taraf›ndan haz›rlanan balast istilac›s› türler belgeseline göre BP Denizcilik patronlar›ndan biri de düpedüz bir küvette “Evreka!” hissini tatt›.

erhaps seeing the need to convince more people about the importance of the 2004 IMO Ballast Water Management Convention, the IMO documentary looks at how marine invasive species are “affecting our coasts and millions of lives around the world and the measures taken by the global community to fight against these alien stowaways.” With MEPC68 looming in May, flag states and shipowners remain concerned about the details of the convention, and its imminent entry into force remains doubtful. The documentary’s Eureka moment is indicative of their concerns. It shows an executive from BP Shipping describing how, in a hot tub with his boss, his boss says that he doesn’t like the smell of chlorine and is looking at fitting an ozone system to his hot tub at home. They had just had a long, rather fruitless discussion on how to reduce the risk of invasive species in ballast tanks without needing to perform ballast water exchange at sea. Suddenly the boss made the connection between the hot tub and a ballast tank and embarked on a program to build a ballast water treatment system using ozone as a disinfecting agent. The documentary states that Mark II of the system is being

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u belgesel belki de 2004 y›l›nda duyurulan IMO Balast Suyu Yönetimi Konvansiyonu’nun tafl›d›¤› önem konusunda daha fazla kifliyi ikna etme ihtiyac›ndan yola ç›k›yor. IMO belgeseli, denizdeki istilac› türlerin “k›y›lar›m›z› ve dünya üzerindeki milyonlarca yaflam› nas›l etkiledi¤ine ve küresel toplumun bu kaçak yolcularla savaflmak için ald›¤› önlemlere” göz at›yor. May›s ay›nda yap›lacak olan MEPC68’le birlikte, bayrak ülkeleri ve gemi sahiplerinin bu konvansiyonun ayr›nt›lar›yla ilgili kayg›lar› sürüyor ve yürürlü¤e girifl tarihinin fazla yak›n oldu¤u iddia ediliyor. Belgeselin “Evreka!” ân›, onlar›n bu kuflkular›na vurgu yap›yor. O sahnede BP Denizcilik’ten bir yöneticiye, küvetteki patronu klorun kokusunu sevmedi¤ini ve evdeki küvetine bir ozon sistemi yerlefltirmeye çal›flt›¤›n› söylüyor. Bunun öncesinde patronla yönetici denizde balast suyunu de¤ifltirmeye gerek kalmadan, balast tanklar›nda istilac› türler riskinin nas›l azalt›laca¤›na iliflkin uzun ve oldukça verimsiz bir tart›flma yap›yorlar. Patron aniden, jakuzi ve balast tank› aras›nda bir ba¤lant› kuruyor ve dezenfektan olarak ozon kullanan bir balast suyu ar›tma sistemi kurmak için bir projeye bafll›yor. Belgesel, sistemin ikinci versiyonunun test edilmekte oldu¤unu ve eksiksiz iflleyen sistemin bir y›l içinde haz›r olmas›n›n beklendi¤ini belirtiyor. Zaten sorun da bu! Sektör bugün bile hem ar›tma sistemi hem de gelifltirilmekte olan düzenlemeler konusunda henüz olgunlaflmam›fl durumda. Gemi sahipleri, uygulama s›ras›nda konvansiyonun gerektirdi¤i tahliye standartlar›na ulaflamazlarsa yarg›lanarak cezaland›r›lacaklar› gerçe¤ine bakarak erken davranacak ve gemilerine ar›tma sistemi kuracaklar m›? Konvansiyonun haz›rlanmas›n›n üzerinden 10 y›l geçtikten sonra yan›t hâlâ bir tart›flma konusu ve bu tart›flma MEPC68’de de devam edecek. ICS, BIMCO, Intertanko, Intercargo, InterManager, CLIA, IUMI, IMCA, Interferry, ITF gibi bir grup armatör kurulufllar› ve Nautical Institute, MEPC67’de kabul edilen söylemin flöyle netlefltirilmesini istedi: “Gözden geçirilmifl k›lavuzun (G8) uygulanmas›ndan önce, onaylanm›fl tipte balast suyu yönetimi sistemini kurmufl olan gemi sahiplerinin cezaland›r›lmamas›...”

ENVIRONMENT // ÇEVRE

tested and a fully functioning system is expected to be ready in about a year’s time. That’s the catch. Even today, the industry is still immature, with both the treatment systems and the required regulations evolving. Will shipowners that act early and install treatment systems on their ships in good faith be penalized by being prosecuted if they don’t achieve, in practice, the discharge standards required by the convention? The answer is still a topic of discussion, over 10 years after the convention was drafted, and the discussion will continue at MEPC68. A group of shipowner associations - ICS, BIMCO, Intertanko, Intercargo, InterManager, CLIA, IUMI, IMCA, Interferry, ITF and the Nautical Institute - have asked for clarification of the wording agreed at MEPC67: “That shipowners that have installed type approved ballast water management systems prior to the application of the revised Guidelines (G8) should not be penalized.” The G8 guidelines outline the testing required for a ballast water treatment system’s type approval. They are under review, because they are not actually mandatory and also because they do not explicitly address issues such as whether a system will work in fresh water or cold water. Many of the systems that have already gained type approval were only documented to have met the required discharge standards in saline and brackish water, for example. The organizations are not being hesitant about their commitment to environmental protection, but they note that over 30 issues have been raised about the G8 Guidelines, so it is a genuine concern that first generation systems may not reliably and consistently meet the requirements of a revised G8. The organizations state that even if there are occasions when a first generation system does not fully meet D2 standards, they are still likely to reduce the risk of invasive species - a situation preferable to not using a treatment system at all. They therefore seek clarification that shipowners who have installed, maintained and correctly operated first generation systems will not have to replace them for the life of the ship. If the system is found not to have meet discharge standards, a port state should not detain the ship, fine or take criminal action against the shipowner or crew. Rather they should work with the shipowner to agree an appropriate discharge solution. The video is an expression of hope: “Progress is being made, but its momentum must be maintained so that shipping can work in harmony with the environment.” MEPC68 is scheduled to start on May 11, and IMO will have the chance to further its progress by addressing the concerns of those who will actually have to pay to install treatment systems. &

G8 k›lavuzu, bir balast suyu ar›tma sisteminin tip onay› için gerekli olan test sürecini özetliyor. Gerçekten zorunlu olmad›klar›ndan ve ayn› zamanda bir sistemin tatl› suda m› yoksa so¤uk suda m› çal›flaca¤› gibi konular› aç›kça belirtmedi¤inden bu konular yeniden de¤erlendirilmeye muhtaç. Örne¤in, tip onay›n› flimdiden edinmifl olan sistemlerin ço¤u, yaln›zca istenen tahliye standartlar›n› tuzlu ve ac› suda karfl›lam›fl olarak belgelendirilmifl. Bu kurulufllar çevre korumas›na ba¤l›l›klar› konusunda kuflkuya yer olmad›¤›n› söylüyor ama G8 K›lavuzlar›yla ilgili olarak 30’dan fazla sorun ileri sürüldü¤ünü ve bu nedenle ilk kuflak sistemlerin gözden geçirilmifl G8’in gereksinimlerini güvenilir ve tutarl› bir biçimde karfl›lamayabilece¤i kayg›s›n› ortaya koyuyorlar. Bu birlikler, bir ilk kuflak sistemin D2 standartlar›n› tam olarak karfl›lamad›¤› durumlar olsa bile, bunlar›n yine de istilac› türler riskini azaltaca¤›n› belirtiyor; hiç ar›tma sistemi kullanmamaktan daha iyi bir durum! Bu nedenle ilk kuflak sistemleri kuran, kullanan ve do¤ru olarak iflleten gemi sahiplerinin, geminin ömrü süresince onlar› de¤ifltirmek zorunda kalmayaca¤›n›n netlefltirilmesini istiyorlar. E¤er sistemin tahliye standartlar›n› karfl›lamad›¤› anlafl›l›rsa bir liman devleti gemiyi al›koymamal›, gemi sahibi ya da mürettebata para cezas› kesmemeli ya da cezai ifllem uygulamamal›. Bunun yerine uygun bir tahliye çözümünde anlaflmak için gemi sahibiyle birlikte çal›flmal›. Video bir umudun ifadesi: “‹lerleme kaydediliyor ama gemicili¤in çevreyle uyum içinde çal›flabilmesi için de ivmesi korunmal›.” MEPC68’in 11 May›s 2015’te yap›lmas› planland› ve IMO belgeseli, ar›tma sistemlerini kurmak için fiilen ödeme yapmas› gerekenlerin kayg›lar›n› dile getirme flans› sunacak. &

Note: The documentary is not actually new. It won the gold award in the category of “Best United Nations Feature” at 2007’s “Stories from the Field”, the third annual United Nations Documentary Film Festival. // Not: Asl›nda belgesel yeni de¤il. 2007 Birleflmifl Milletler “Alandan Öyküler” Belgesel Film Festivali’nde “En ‹yi Birleflmifl Devletler Filmi” kategorisinde alt›n madalya kazand›.

MARINE&COMMERCE MART 2015

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PAINT // BOYA

DAN COMAN: “OUR PRODUCTS ARE BOTH BENEFICIAL AND RESPECTFULL TO THE ENVIRONMENT” “ÜRÜNLER‹M‹Z HEM YARARLI HEM DE ÇEVREYE SAYGILI”

International Paint Marine’s Turkey, Romania, Bulgaria and Central Asia Region Manager Dan Coman have been assigned to this position recently. We talked about Turkish market and the products for this market with Coman who works for International Paint for 22 years beginning from his graduation from Bucharest Polytechnic University. International Paint Marine’in Türkiye, Romanya, Bulgaristan ve Orta Asya Bölgesi Müdürü Dan Coman bu göreve yeni atand›. Bükrefl Politeknik Üniversitesi’nden mezun olduktan hemen sonra bafllad›¤› International Paint’te 22 y›ld›r çal›flan Coman ile Türkiye pazar› ve bu pazara yönelik ürünler hakk›nda konufltuk.

hat do you think about the relationship between Turkish maritime industry and International Paint?

ürkiye denizcilik sektörü ile International Paint aras›ndaki iliflkiyi nas›l de¤erlendiriyorsunuz?

International Paint bir AkzoNobel kuruluflu. Dünyan›n en büyük deniz boyalar› üreticisi olan firmam›z, 100 y›l› aflk›n bir süredir global denizcilik endüstrisinin sürekli geliflme gösteren ihtiyaçlar›na baflar›l› çözümler üretti, güven ve kalite anlam›nda itibar kazand›. Türkiye denizcilik sektörüne de 20 seneden daha uzun bir süredir hizmet veriyoruz.

International Paint is an AkzoNobel company. Our company, which is the greatest marine paints manufacturer of the world, produces successful solutions for the ever developing needs of global maritime industry for more than 100 years and gains a reputation in terms of quality and trust. We are offering service also to the Turkish maritime industry for more than 20 years.

Türkiye pazar›nda en çok tercih edilen ürününüz hangisi?

Could you tell us your product that is the most preferred one in Turkish Market? In Turkey, as in global market, the highest expectation in terms of paint

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Dan Coman

Dünya marketi gibi Türkiye’de de boya performans› anlam›nda en fazla beklenti, geminin sualt› alanlar›na uygulanan anti-fouling (kekamoz önleyi-

PAINT // BOYA

performance is for anti-fouling (shipworm preventer) paints applied on under-water parts of the ship. Anti-fouling paints are expected to deliver performance against pollution originating from the sea as well as to provide high-level protection against corrosion for coasters and fishing, dry bulk, dredging vessels, tugboats and passenger ships during both the new building and service processes. International Marine Paints responds to the requirements of the shipyards and operators with its wide product range during the stage of supplying to the end-user both the anti-fouling paints and qualified undercoat necessary for fighting against corrosion.

ci) boyalara yönelik. Deniz kaynakl› kirlili¤e karfl› performans sa¤lanmas› beklenen anti-fouling boyalar›n bunun yan› s›ra koster, bal›kç›, kuru yük, tarama gemileri, römorkörler ve yolcu gemilerini gerek yeni infla aflamas›nda ve gerekse servis esnas›nda korozyona karfl› yüksek seviyede korumalar› da bekleniyor. Hem anti-fouling boyalar›n hem de korozyonla mücadelede gerekli olan kaliteli astar boyalar›n son kullan›c›ya tedarik edilmesi aflamas›nda International Deniz Boyalar› genifl ve kaliteli ürün yelpazesi ile tersanelerin ve gemi iflletmecilerinin gereksinimlerine cevap veriyor.

What is your position in Turkey’s market compared to your rivals? What are you doing to enhance your market share?

Rakiplerinize karfl› Türkiye pazar›ndaki konumuz nedir? Pazar pay›n›z› yükseltmek için neler yap›yorsunuz?

International Paint provides protective paint systems involving high technology for all kinds of ships exiting or new building during their docking and maintenance-repair process. We are in the leading position in Turkish maritime industry. Customer satisfaction is the primary basic principle of AkzoNobel. We aim at a healthy growth by ensuring the full satisfaction of our customers which we regard as solution partners rather than increasing our market share with an unhealthy aggressive approach.

International Paint var olan ve yeni infla edilmekte olan her tipteki gemiye, bak›m-tutum ve havuzlama esnas›nda yüksek teknoloji içeren koruyucu boya sistemleri sa¤l›yor. Türkiye denizcilik sektöründe öncü konumday›z. Müflteri memnuniyeti AkzoNobel’in temel ilkelerinin bafl›nda gelir. Market pay›m›z› agresif anlamda sa¤l›ks›z olarak art›rmaktansa, çözüm orta¤› olarak gördü¤ümüz müflterilerimizin memnuniyetini tam anlam›yla sa¤layarak sa¤l›kl› bir flekilde art›rmay› hedefliyoruz. MARINE&COMMERCE MART 2015

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PAINT // BOYA

Environmental protection is one of the most important issues of our day. What is your approach to this issue as a company producing paint and chemicals aim at protection? AkzoNobel established a health, security and environment policy in 2008. This policy aims at fulfilling our responsibilities towards the society and environment as well as the expectations of the beneficiaries from a profitable and sustainable company. Our entire product management determined in this direction ensures us to act positively in the protection of both the humans and environment. We are proud of being a part of the worldwide coating industry, “Coating Care” that devotes itself to ensure the sustenance of the developments in health, security and environmental issues. I would like to remind that there are plenty of environmentconscious products in the product range of the International Paint Marine. International Marine Paints is the only company in marine industry that offers to its customers the chance of receiving “Carbon Credits” through the advantages of its products in terms of energy saving and reducing the carbondioxide emissions.

INTERSLEEK 1100SR DO NOT HARM THE SEA Intersleek 1100SR that International Paint Marine Paints introduced emphatically at the Europort ‹stanbul 2015 fair is a fourth generation product of silicon based fluoropolymer application, which is being continuously developed since 2007, of Intersleek brand. Intersleek, the patent article of the company works with a principle different than the typical shipworm prevention products (anti-fouling) used on the underwater parts of the ship. The product unites with the shipworm emission groups in a special way and prevents the adhesion of these materials on the hull. The application of this product, which improves the efficiency of the ship by reducing the friction, directly affects the docking period besides providing an important protection against animal and plant pollution that might occur in cases of low and ultra-low speeds and long unloading periods. We have to emphasize that Intersleek 1100SR is biocide-free and high volume solids, resulting in less waste and lower Volatile Organic Compound (VOC), enhancing environmental profile. &

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MARINE&COMMERCE MARCH 2015

Günümüzün en önemli konular›n›n bafl›nda çevrenin korunmas› geliyor. Boya ve koruma amaçl› kimyasallar üreten bir firma olarak bu konudaki yaklafl›m›n›z nedir? 2008 y›l›nda AkzoNobel yeni bir sa¤l›k, güvenlik ve çevre politikas› oluflturdu. Bu politika, menfaat sahiplerinin kârl› ve sürdürülebilir bir iflletmeden beklentileri kadar topluma ve çevreye olan sorumluluklar›m›z› da karfl›lamaya yönelik. Bu do¤rultuda belirlenen ürün yönetimimiz, ürünlerimizin hem insanlar›n hem de çevrenin korumas›nda çok emin bir flekilde hareket etmemizi sa¤l›yor. Sa¤l›k, güvenlik ve çevresel konulardaki geliflmelerin süreklili¤ini sa¤lamaya adayan dünya çap›ndaki kaplamalar endüstrisi “Coating Care”in bir parças› olmaktan gurur duyuyoruz. International Paint Marine ürün yelpazesinde çevreye duyarl› olan birçok ürün bulundu¤unu hat›rlatmak isterim. Ürünlerinin yak›t tasarrufu ve karbondioksit emisyonunun düflürülmesine yönelik faydalar›yla müflterilerine “Carbon Credits” elde etme imkân› sunan, denizcilik sektöründeki tek firma da International Paint Deniz Boyalar›’d›r.

INTERSLEEK 1100SR DEN‹ZE ZARAR VERM‹YOR International Paint Deniz Boyalar›’n›n Europort ‹stanbul 2015 fuar›nda, özellikle üzerinde durarak tan›tt›¤› Intersleek 1100SR, Intersleek markas›n›n 2007 y›l›ndan bu yana sürekli gelifltirilen silikon bazl› floropolimer uygulamas›n›n dördüncü nesil ürünü. Firman›n patentli ürünü Intersleek, geminin sualt› alanlar›nda kullan›lan tipik kekamoz önleyici (anti-fouling) ürünlerden farkl› bir prensipte çal›fl›yor. Ürün, kekamoz sal›nma gruplar›yla özel bir biçimde birlefliyor ve bu maddelerin karinaya yap›flmas›n› engelliyor. Yüzey sürtünmesini azaltarak geminin verimlili¤ini art›ran ürünün uygulanmas›, havuzlama periyodunu do¤rudan etkiledi¤i gibi uzun yük tahliye süresi ve düflük ve ultra düflük yol kesme durumlar›nda oluflabilecek hayvan ve bitki kirlili¤ine karfl› da büyük bir koruma sa¤l›yor. Intersleek 1100SR’›n, biyosit içermeyen ve yüksek kat› madde özelli¤i ile at›k ve VOC (uçucu organik bileflikler) emisyonunun azalt›ld›¤›n›, yani daha çevreci oldu¤unu belirtelim. &

MARKET // P‹YASA

CRUDE AWAKENING FOR AFRAMAXES AFRAMAXLAR ‹Ç‹N HAM PETROL UYANIfiI

For many years, the Aframax crude oil tanker was the workhorse of the crude oil tanker industry. This vessel size was very versatile, could enter almost any crude oil load and discharge port worldwide and was an ideal match for the rapidly growing short-haul crude trades in regional basins such as the North Sea, the Baltic Sea, the Caribbean Basin and the Mediterranean and Black Sea, as well as the regional trades in South East Asia. Aframax ham petrol tankeri y›llard›r ham petrol tankeri sektörünün yükünü çekti. Bu gemi çok yönlüydü; dünyan›n her yerindeki limanlarda neredeyse her ham petrol yük liman›na girebiliyor ve boflaltabiliyordu. Kuzey Denizi, Balt›k Denizi, Karayip Havzas›, Akdeniz, Karadeniz gibi bölgesel havzalarda h›zla büyüyen k›sa mesafeli ham petrol ticaretinin yan› s›ra Güneydo¤u Asya’daki bölgesel ticaret için de idealdi.

rom 1990 to 2010, the Aframax fleet more than doubled from 407 to 837 vessels, a compound annual growth rate of 3.7%, making it the fastest growing crude tanker segment over that time period. In recent years, however, the popularity of the Aframax tanker seems to have diminished somewhat, while the growth of the Suezmax and VLCC fleet has continued. Has the age of the Aframax come to an end or does this segment have further upside?

DIRTY AFRAMAX TANKERS CONTINUE TO HAVE POTENTIAL Since 2010, reported dirty spot fixture activity on the main Atlantic Aframax routes has been fairly stable. North Sea Aframax activity remains solid at around 800 reported spot fixtures per annum. Reported spot fixture activity in the Caribbean also continues at healthy levels (around 450 - 500 fixtures p.a.). A small but promising Aframax trade that has developed in recent years is the transportation of Eagle Ford shale oil to the East Coast of Canada. While this trade was virtually non-existent a few years ago, it now provides for 3-4 fixtures per month. The one area that has shown significant volatility in recent years is the Mediterranean. As a result of the Arab Spring, which started at the end of 2010, and the continued civil unrest and

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990-2010 aras›nda Aframax filosu iki kat›ndan fazla büyüyerek y›ll›k %3.7 birleflik oranla 407 gemiden 837 gemiye ç›kt› ve söz konusu dönemde en h›zl› büyüyen ham petrol tankeri tipi oldu. Ancak son y›llarda Suezmax ve VLCC filosunun büyümesi devam ederken Aframax tankerlerinin popülaritesi bir ölçüde azalm›fl göründü: Aframax ça¤›n›n sonu mu gelmiflti, yoksa bu tanker tipi daha da yükselecek miydi?

K‹RL‹ AFRAMAX TANKERLER‹ ‹Ç‹N POTANS‹YEL SÜRÜYOR 2010’dan bu yana Atlantik’teki ana Aframax rotalar›nda kirli spot ba¤lant› hareketi oldukça sabit. Kuzey Denizi Aframax faaliyeti bildirilmifl y›ll›k 800 civar›nda spot ba¤lant›yla sa¤l›kl› olarak devam ediyor. Karayip’te bildirilmifl spot ba¤lant› faaliyeti de sa¤lam seviyelerde sürüyor (y›ll›k 450-500 ba¤lant›). Son y›llarda geliflen, küçük ama umut vaat eden Aframax ticareti, Eagle Ford flist ya¤›n›n Kanada’n›n do¤u k›y›s›na sevkiyat›yd›. Bu ticaret birkaç y›l önce neredeyse s›f›r düzeyindeyken flimdi ayda 3-4 ba¤lant› sa¤l›yor. Son y›llarda önemli dalgalanma gösteren bir bölge de Akdeniz. 2010 y›l›n›n sonunda bafllayan Arap Bahar› ve o zamandan beri bölgeye hiç rahat vermeyen sivil kargafla ve jeopolitik belirsizli¤in bir sonucu olarak ham petrol hareketleri s›k s›k de¤iflti ve/veya

MARKET // P‹YASA

REPORTED DIRTY SPOT AFRAMAX FIXTURES (MAIN TRADE ROUTES)

HAM PETROL F‹LOSU GEL‹fi‹M‹

B‹LD‹R‹LM‹fi K‹RL‹ SPOT AFRAMAX BA⁄LANTILARI (ANA T‹CARET ROTALARI)

Number of vessels // Gemi say›s›

1000 900 800 700 600 500 400 300 200 100

VLCC

Suezmax

Aframax

01.1990 01.1991 01.1992 01.1993 01.1994 01.1995 01.1996 01.1997 01.1998 01.1999 01.2000 01.2001 01.2002 01.2003 01.2004 01.2005 01.2006 01.2007 01.2008 01.2009 01.2010 01.2011 01.2012 01.2013 01.2014 01.2015

geopolitical uncertainty that has plagued the area since then, crude oil movements have frequently changed and/or been disrupted. Since 2010/2011, reported spot fixtures from Egypt have decreased by 50% (from 170 down to 80 p.a.), Libyan volumes have fluctuated between 80 and 300 p.a., while no spot fixtures from Syria have been reported since 2011. While the area is expected to remain unstable in the short-term, the future prospects for this area are promising with significant long-term growth potential for exports out of Libya and the Black Sea and Turkey/Ceyhan. Increased geopolitical stability in the Eastern Mediterranean and North Africa could, therefore, boost Aframax employment in the region. In Asia, developments have shown less volatility. The key driver for dirty Aframax employment in the region has traditionally been Indonesia and, judging by the volume of reported spot fixture activity in recent years their exports are holding up reasonably well. Smaller exporters, like Malaysia and Brunei have also been relatively stable. Growth in Aframax employment in the Pacific has primarily come from two areas: firstly, there has been a marked increase in fuel oil movements from two key refining areas, India and Singapore. In 2014, some 275 dirty Aframax fixtures (mostly fuel oil and VGO) were reported; almost double the number of 2010. The other growth area in the Far East has been the East Siberian port of Kozmino. Crude oil exports started in 2009 and have seen a steady increase over the years and Aframax fixtures currently average about 20 per month. Combining the positive employment outlook above with a shrinking fleet, a modest orderbook and the potential that a significant portion of the modern coated vessels in the Aframax fleet will be employed in the growing clean petroleum trades, makes us conclude that Aframax crude tankers have a bright future.

Number of Fixtures // Ba¤lant› say›s›

CRUDE TANKER FLEET DEVELOPMENT

1200

80%

1000

75% 70%

800

65%

600

60%

400

55%

200 0

50% 2010

2011

2012

2013

2014

45%

Intra Med

Asia

Intra UK

Car-USA

Russia FE

Percent of WW Total

kesintiye u¤rad›. 2010-2011 döneminden bu yana M›s›r’dan bildirilen spot ba¤lant›lar› %50 azald› (y›ll›k 170’ten 80’e), Libya hacimleri y›ll›k 80-300 aras›nda dalgalan›rken 2011’den beri Suriye’den bildirilmifl hiçbir spot ba¤lant›s› yok. K›sa vadede bölgenin istikras›zl›¤›n›n sürmesi beklenirken Libya, Karadeniz ve Türkiye-Ceyhan’dan ihracatlar için uzun vadede önemli büyüme potansiyeliyle bu bölgeye iliflkin gelecek beklentileri umut vaat ediyor. Dolay›s›yla, Do¤u Akdeniz ve Kuzey Afrika’da jeopolitik istikrar›n artmas›, bölgede Aframax kullan›m›n› canland›rabilir. Asya’da ise geliflmeler daha az dalgalanma gösterdi. Bölgede kirli Aframax kullan›m› için bafl aktörlerden biri geleneksel olarak Endonezya oldu. Son y›llarda bildirilen spot ba¤lant›lar› hacmiyle de¤erlendirildi¤inde bu ülkenin ihracat› oldukça iyi direniyor. Malezya ve Brunei gibi daha küçük ihracatç›lar da göreceli olarak istikrarl›yd›. Pasifik’te Aframax kullan›m›ndaki büyüme esas olarak iki bölgeden geliyor: ‹lki, iki önemli rafine bölgesi olan Hindistan ve Singapur. Bu ülkelerin petrol hareketlerinde belirgin bir art›fl vard›. 2014’te yaklafl›k 275 kirli Aframax ba¤lant›s› (ço¤unlukla petrol ve VGO) bildirildi. 2010 rakam›n›n neredeyse iki kat›! Uzakdo¤u’daki di¤er büyüme alan› Do¤u Sibirya liman› Kozmino’ydu. Ham petrol ihracatlar› 2009’dan bafllayarak y›llar boyunca sa¤lam bir art›fl gördü ve flu anda Aframax ba¤lant›lar› ayda ortalama 20 civar›nda. Yukar›daki olumlu kullan›m görünümünü küçülen bir filo, mütevaz› bir siparifl defteri ve Aframax filosundaki modern kaplamal› gemilerin önemli bir bölümünün giderek büyüyen temiz petrol ticaretinde kullan›lmas› potansiyeliyle birlefltirdi¤imizde, Aframax ham petrol tankerlerinin parlak bir gelece¤i oldu¤u sonucuna var›yoruz.

Source // Kaynak: POTEN & PARTNERS MARINE&COMMERCE MART 2015

047

MARKET // P‹YASA

SPRING BREAK FOR MRS? MR’LER ‹Ç‹N BAHAR TAT‹L‹ M‹?

Several years ago, the general thought seemed to be that product tankers were the future, while crude tankers were expected to have a hard time for the foreseeable future. The idea was that refinery expansions in India and the Middle East were going to lead to growing product tanker demand while the growing oil production in the US was going to curtail crude tanker demand. Y›llar önce ham petrol tankerlerinin öngörülebilir gelecekte zor zamanlar geçirece¤i tahmin edilirken genel görüfl gelece¤in ürün tankerlerinde oldu¤u fleklindeydi. Hindistan ve Ortado¤u’daki rafineri büyümesi, artan ürün tankeri talebine yol açarken ABD’deki büyüyen petrol üretiminin ham petrol talebini k›saca¤› düflünülüyordu.

s MR rates have improved significantly in the last six months, the question arises if this is due to fundamental changes that are finally falling into place or whether it is the result of a seasonal upturn that could fizzle out over the next months.

on alt› ayda MR navlunlar› önemli ölçüde iyileflti¤inden, bunun sonunda anlam›n› bulmaya bafllayan temel de¤iflikliklere mi ba¤l› oldu¤u yoksa önümüzdeki aylarda tersine dönecek bir mevsimsel yukar› t›rman›fl›n sonucu mu oldu¤u sorusu ortaya ç›k›yor.

In order to analyse this we looked at the trading patterns of MR tankers in the period of Oct 2014 to Feb 2015 and compared them to the same period in the prior year. As a proxy for the trading patterns we used the reported clean spot market fixtures for MR tankers. In this five month period, we saw a significant increase in clean MR fixtures: 2,259 in the last 5 months vs 1,869 in the same period in 2013/14.

Bunu analiz etmek için MR tankerlerinin Ekim 2014 ve fiubat 2015 dönemindeki ticaret kal›plar›na bakt›k ve bunlar› bir önceki y›l›n ayn› dönemiyle karfl›laflt›rd›k. Ticaret kal›plar›n›n bir faktörü olarak MR tankerleri için bildirilmifl temiz spot piyasa ba¤lant›lar›n› kulland›k. Bu befl ayl›k dönemde temiz MR ba¤lant›lar›nda önemli bir art›fl görülüyor: Son befl ayda 2,259 karfl›l›¤›nda 2013/14’ün ayn› döneminde 1,869.

IS THE STRENGTH IN THE MR MARKET SUSTAINABLE? Looking at the details, there were three load areas with significant growth: The Middle East, North America and Europe/Med. Indian exports also increased significantly in percentage terms, but this trade is smaller in scale. MR trade growth in the Middle East was mainly driven by intra-regional growth, rather than by long haul exports. The product trade from the Middle East to UKC declined marginally for MRs but increased for larger vessel classes, especially LR2s for an overall increase in trade.

048

MARINE&COMMERCE MARCH 2015

MR PAZARINDAK‹ SA⁄LAMLIK SÜRDÜRÜLEB‹L‹R M‹? Ayr›nt›lara bak›ld›¤›nda önemli büyüme gösteren üç yükleme bölgesi göze çarp›yor: Ortado¤u, Kuzey Amerika ve Avrupa/Akdeniz. Hindistan ihracatlar› da yüzde olarak önemli ölçüde yükseldi ama ölçek olarak daha küçük bir ticaret. Ortado¤u’daki MR ticaretinin büyümesi, uzun mesafeli ihracattan ziyade esas olarak bölge içi büyümeden kaynaklan›yor. Ortado¤u’dan KBK’ye ürün ticareti MR’ler için çok az düfltü ama daha büyük gemi s›n›flar›, özellikle de LR2’ler için artt›.

MARKET // P‹YASA

MR SPOT MARKET RATES

REPORTED MR CLEAN FIXTURE VOLUMES FOR SELECTED LOAD AREAS

MR SPOT P‹YASA F‹YATLARI

SEÇ‹L‹ YÜKLEME ALANLARI ‹Ç‹N B‹LD‹R‹LM‹fi MR TEM‹Z BA⁄LANTI HAC‹MLER‹ Number of Fixtures // Ba¤lant› say›s›

US$/day // ABD Dolar›/gün

40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0 -5,000 01.2010

11.2010 09.2011 07.2012 05.2013 03.2014 01.2015 MR 38KT: Rotterdam - New York Clean Cargo MR 35KT: Shuaiba - Karachi Clean Cargo

1000 800 600 400 200 0 Middle East

North America

10.2013-02.2014

UKC/Med

S.Asia

10.2014-02.2015

U.S. exports to Latin America accounted for an important share of the MR trade growth. Reported MR fixtures from the U.S. to the Caribbean and to EC Mexico almost doubled during the analysis period, compared to the prior year, from 108 to 192 cargoes. Fixtures to the other Latin American countries all increased, especially the relatively long haul trade to Chile, which more than doubled from 9 to 21 fixtures.

Latin Amerika’ya ABD ihracatlar› MR ticaret büyümesinin önemli bir bölümünü oluflturuyor. ABD’den Karayip ve Meksika’ya (do¤u yakas›) bildirilmifl MR ba¤lant›lar› analiz döneminde bir önceki y›la göre neredeyse iki kat›na ç›karak 108’den 192 kargoya ulaflt›. Baflta, 9’dan iki kat›ndan fazla artarak 21 ba¤lant›ya ç›kan, fiili’ye göreceli olarak uzun mesafeli ticaret olmak üzere di¤er Latin Amerika ülkelerine ba¤lant›lar›n tamam› yükseldi.

The most significant growth area for MRs during this period was the intra-regional trade around Europe, both in the UK/Continent (UKC) and in the Mediterranean (Med). Total spot MR fixtures originating in UKC and Med increased by 207 (+30%), of which 145 were regional fixtures, predominantly in the Med.

Bu dönemde MR’ler için en önemli büyüme alan› hem K›ta/Birleflik Krall›k (KBK) hem de Akdeniz’de (Med) olmak üzere Avrupa çevresinde bölge içi ticaretti. KBK ve Akdeniz kaynakl› toplam spot MR ba¤lant›lar› baflta Akdeniz’de olmak üzere, 145’i bölgesel ba¤lant› olan, 207’ye (+ %30) yükseldi.

Indian exports also contributed to MR demand growth, although LR1s play a more significant role in this market. Trade from India to the Middle East contributed to MR demand growth as reported fixtures in the analysis period increased from 43 to 74.

Bu pazarda LR1’lerin daha önemli bir rol oynamas›na ra¤men Hindistan ihracatlar› da MR talep büyümesine katk›da bulundu. Analiz döneminde bildirilmifl ba¤lant›lar 43’ten 74’e ç›kt›¤›ndan Hindistan’dan Ortado¤u’ya ticaret de MR talep art›fl›na katk›da bulundu.

Additionally, there were seasonal and temporary factors that increased trade flows. The cold winter in North America led to a heating oil price spike which opened up arbitrage opportunities. Additionally, product price declines generally lagged behind crude oil price declines, which boosted refining margins and supported high refinery runs. Higher refinery throughput likely buoyed product trades. In summary, the healthy product rates of the last six months were caused by both short-term and long-term factors. While some of the seasonal factors may be fleeting, it seems that the strong underlying fundamental factors will continue to boost the MR market in the coming years.

Ayr›ca ticaret hareketlerini art›ran mevsimsel ve geçici etmenler de vard›. Kuzey Amerika’da so¤uk geçen k›fl arbitraj f›rsatlar› açan bir ›s›tma yak›t› fiyat› f›rlamas›na yol açt›. ‹laveten, ürün fiyat› düflüflleri genellikle ham petrol fiyat› düflüfllerinin gerisinde kalarak rafine marjlar›n› yükseltti ve yüksek rafineri taleplerini destekledi. Daha fazla rafineri girdi-ç›kt›s› ürün ticaretini canland›rm›fl görünüyor. K›sacas›, son alt› ay›n sa¤l›kl› ürün fiyatlar›na uzun ve k›sa vadeli etmenler yol açt›. Öyle görünüyor ki mevsimsel etmenlerin baz›lar› k›sa süreli olabilirken altta yatan temel etmenler önümüzdeki y›llarda MR pazar›n› yükseltmeye devam edecek.

Source // Kaynak: POTEN & PARTNERS

MARINE&COMMERCE MART 2015

049

SADNESS // ÜZÜNTÜ

THIS TIME THE ‘SILENT SHIP’ TAKES fiADAN KALKAVAN ABOARD…

‘SESS‹Z GEM‹’ L‹MANDAN BU KEZ fiADAN KALKAVAN’I ALDI… As you know, the famous Silent Ship of Yahya Kemal Beyatl› runs as; ‘From time when the day has come to weigh anchor Destined for the unknown a cruise departs of this harbor’. To our regret, that ship takes aboard our dear fiadan Kalkavan when weighing anchor from the harbor. Suddenly, unexpectedly… “Art›k demir almak günü gelmiflse zamandan Meçhule giden bir gemi kalkar bu limandan” diye bafllar ya Yahya Kemal Beyatl›’n›n meflhur Sessiz Gemi’si. ‹flte o gemi bu kez demir al›rken maalesef sevgili fiadan Kalkavan’› da yan›na ald›. Aniden, habersizce...

ne of the doyens of Turkish maritime industry, Mr. Kalkavan passed away at the hospital where he was receiving treatment for his sudden illness and launched into eternity with a funeral ceremony attended by thousands of people from maritime and sports community on 11 March 2015. fiadan Kalkavan is buried in Karacaahmet Cemetery.

Türkiye denizcilik sektörünün duayenlerinden olan Kalkavan, ani geliflen rahats›zl›¤› nedeniyle tedavi görmekte oldu¤u hastanede hayata gözlerini yumdu ve 11 Mart 2015 günü, özellikle denizcilik ve spor camias›ndan önemli isimlerin bulundu¤u binlerce kiflilik bir kalabal›k taraf›ndan sonsuzlu¤a u¤urland›. fiadan Kalkavan’›n cenazesi Karacaahmet Mezarl›¤›’na defnedildi.

Born in 1939 in Rize, fiadan Kalkavan settled in Istanbul together with his family in this childhood. He launched to sea with his father almost on every holiday during his education life. fiadan Kalkavan learned both the maritime and ship operation by experiencing in person by dint of the Mediterranean and Black Sea cruises he attended especially on their ship named AKBEL.

1939 y›l›nda Rize’de do¤an fiadan Kalkavan, çok küçük yafltayken ailesiyle birlikte ‹stanbul’a yerleflti. Ö¤renim hayat› süresince neredeyse bütün tatillerde babas›yla birlikte denize ç›kt›. Özellikle AKBEL isimli gemileriyle Akdeniz ve Karadeniz seferlerine kat›lan fiadan Kalkavan, hem denizcili¤i hem de armatörlü¤ü o seferler sayesinde, içinde yaflay›p piflerek ö¤rendi.

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MARINE&COMMERCE MARCH 2015

SADNESS // ÜZÜNTÜ

fiadan Kalkavan

He ranked amongst the most successful ship owners of the maritime world after completing his higher education in Journalism and Trade Academy. He became partner with his cousin ‹hsan Kalkavan in Befliktafl Shipping and Deniz Nakliyat; with Fuat Miras, Gündüz Kaptano¤lu and Eflref Cerraho¤lu and Metin Kalkavan in DATI Investment Holding and besides, he was the board chairman of fiadan Kalkavan Group of Companies. Serving as the chairman of Turkish Shipowners Association for many years, fiadan Kalkavan worked very hard in unity and in every medium for the purpose of ensuring the development of Turkish maritime industry. Another passion of the young Kalkavan was football. He started to play in an amateur club in 1956 and ended his active football life in 1966. But this ending did not drift him away from football and Fenerbahçe that he set his heart on as much as the maritime. He took part in Ali fien’s team elected for the administration of Fenerbahçe and played an important role in club’s being the Champion of Turkish 1. Football League in the season of 1995-1996. fiadan Kalkavan continued his service for Fenerbahçe as deputy chairman, vice president, football branch supervisor and member of board of directors until 2000. As “marine&commerce” magazine, we wish mercy from God for fiadan Kalkavan who is mentioned as “big brother” within the maritime and football family and condolence for his family and lovers. &

Yüksekö¤renimini Yüksek Gazetecilik ve Ticaret Okulu’ndan mezun olarak tamamlayan Kalkavan, denizcilik dünyas›n›n en baflar›l› armatörleri aras›nda yer ald›. Kuzeni ‹hsan Kalkavan ile Befliktafl Denizcilik’te, Deniz Nakliyat’ta, Fuat Miras, Gündüz Kaptano¤lu, Eflref Cerraho¤lu ve Metin Kalkavan ile DAT‹ Yat›r›m Holding’de ortak olan fiadan Kalkavan, fiadan Kalkavan fiirketler Grubu’nun da yönetim kurulu baflkan›yd›. Uzun y›llar Armatörler Birli¤i baflkanl›¤›n› yürüten fiadan Kalkavan Türk denizcilik sektörünün geliflimi amac›yla birlik ve beraberlik içinde her ortamda büyük çaba harcad›. Genç Kalkavan’›n bir di¤er sevdas› da futboldu. 1956 y›l›nda amatör bir kulüpte futbol oynamaya bafllayan fiadan Kalkavan, 1966 y›l›nda faal futbolculuk hayat›na nokta koydu. Ancak bu nokta onu, denizcilik kadar gönül vermifl oldu¤u futboldan ve Fenerbahçe’den koparmad›. 1994 senesinde Fenerbahçe yönetimine seçilen Ali fien ekibinde yer alan fiadan Kalkavan, 1995-1996 sezonunda kulübün Türkiye 1. Futbol Ligi fiampiyonu olmas›nda büyük rol oynad›. Kalkavan 2000 y›l›na kadar Fenerbahçe’de asbaflkan, baflkan vekilli¤i, futbol flube sorumlulu¤u ve yönetim kurulu üyeli¤i gibi görevlerde bulunmay› sürdürdü. “marine&commerce” dergisi olarak denizcilik ve futbol ailesinde “a¤abey” diye an›lan fiadan Kalkavan’a Allah’tan rahmet, ailesine ve sevenlerine de bafl sa¤l›¤› diliyoruz. & MARINE&COMMERCE MART 2015

051

EVENT // ETK‹NL‹K

THE FAIR OF “WE ARE AT THIS GAME” “B‹Z VARIZ” FUARI

Europort Istanbul 2015 International Maritime Exhibition, organized at the Istanbul Exhibition Center in Yeflilköy, was held on 11-14 March 2015. Uluslararas› Denizcilik Fuar› Europort ‹stanbul 2015, 11-14 Mart 205 tarihleri aras›nda Yeflilköy’deki ‹stanbul Fuar Merkezi’nde yap›ld›. Merkezin 9 ve 10. salonlar›nda 205 firman›n temsil edildi¤i fuar Ahoy Rotterdam ile UBM taraf›ndan düzenlendi.

he opening of the fair is conducted on Wednesday, 11 March 2015 after the speeches of Transport, Maritime Affairs and Communication Ministry Undersecretary Özkan Poyraz, ‹MEAK Chamber of Shipping Board Chairman Metin Kalkavan and G‹SB‹R (Turkish Shipbuilders’ Association) Board Chairman Murat K›ran. Representations of several foreign companies besides the components of Turkish shipping industry appeared in the fair that gives place to stands also in foyer area in addition to the two halls. Educational institutions, associations, unions, institutions and organizations and the industry media as well as the national and international companies met in this fair for the 13th time. The support given to Europort 2015 by Romania Ship Building Industrialists Association (ANCONAV), Holland Maritime Technology Group, French Maritime Industry Group (GICAN), English Ship Builders Association (SSA) and Norwegian Maritime Exporters (NME) besides the national agencies was remarkable.

052

MARINE&COMMERCE MARCH 2015

uar, 11 Mart 2015 Çarflamba günü Ulaflt›rma Denizcilik ve Haberleflme Bakanl›¤› Müsteflar› Özkan Poyraz, ‹MEAK Deniz Ticaret Odas› Yönetim Kurulu Baflkan› Metin

Kalkavan, G‹SB‹R Yönetim Kurulu Baflkan› Murat K›ran ve UBM EMEA ‹stanbul Yönetim Kurulu Baflkan› Serkan T›¤l›o¤lu’nun konuflmalar›n›n ard›ndan aç›ld›. ‹ki salona ek olarak fuaye alan›nda da stantlara yer verilen fuarda Türk deniz ticaret sektörü bileflenlerinin yan› s›ra birçok yabanc› firman›n temsilci¤i boy gösterdi. Ulusal ve uluslararas› firmalar›n yan› s›ra e¤itim kurumlar›, dernek, birlik, kurum ve kurulufllarla sektör medyas› 13. kez bu fuarda bulufltu. Ulusal kurulufllar›n yan› s›ra Romanya Gemi ‹nfla Sanayicileri Birli¤i (ANCONAV), Hollanda Denizcilik Teknolojileri Birli¤i, Frans›z Deniz Endüstri Grubu (GICAN), ‹ngiltere Gemi Yap›mc›lar› Derne¤i (SSA) ve Norveç Denizcilik ‹hracatç›lar›’n›n (NME) da Europort 2015’e destek veriyor olmas› dikkat çekti.

EVENT // ETK‹NL‹K

The activity had the feature of being one of the significant indicators for the future of maritime commerce industry that tries to advance by crashing through the still hard incident waves of the global crisis blow up in 2008. More precisely, it was hoped to be so. However, passing away of fiadan Kalkavan, one of the doyens of Turkish maritime, at the opening night of the fair and his funeral ceremony on Friday, 13 March had both demoralized the industry and affect the participation in a visibly adverse way. In spite of this, particularly the stands of the companies engaged in ship equipment, material and technologies, life safety and equipment, ship propulsion and control systems and shipbuilding were almost always busy.

Etkinlik 2008’de patlak veren küresel krizin hâlâ sert gelen dalgalar›n› k›rarak ilerlemeye çal›flan deniz ticareti sektörünün gelece¤i için önemli göstergelerden biri olma özelli¤ini tafl›yordu. Daha do¤rusu öyle olmas› umuluyordu. Ne var ki fuar›n aç›ld›¤› akflam Türk denizcili¤inin duayenlerinden fiadan Kalkavan’›n hayat›n› kaybetmesi ve 13 Mart Cuma günü de cenazesinin kald›r›lmas› hem moralleri bozdu hem de kat›l›m› gözle görülür biçimde olumsuz etkiledi. Buna karfl›n özellikle gemi donat›m, malzeme ve teknolojileri, can güvenli¤i ve ekipmanlar›, gemi sevk ve idare sistemleri ile gemi inflac› firmalar›n stantlar› neredeyse hiç bofl kalmad›.

On the other side, some friends of us that opened stand to evaluate maritime commerce industry although they supply material for yacht industry, shared their observation with us that they found interesting. This observation was saying that in maritime commerce industry there dominates a professionalism advanced unpredictably. Almost for all the materials they offered, the visit to their stand of an official or officials expert in the field of that material had both amazed and pleased them.

Öte yandan yat sektörüne malzeme sa¤larken deniz ticaret sektörünü de¤erlendirmek için stant açm›fl olan baz› dostlar›m›z, kendilerine ilginç gelen bir tespiti de bizimle paylaflt›lar. Bu tespit, deniz ticareti sektöründe tahmin etmedikleri derecede geliflmifl bir profesyonelli¤in hâkim oldu¤u yönündeydi. Neredeyse be¤eniye sunduklar› her malzeme için o malzemeyle ilgili uzmanl›k alan›ndan görevli ya da görevlilerin ziyarete gelmeleri onlar› hem flafl›rtm›fl, hem de mutlu etmiflti.

The representatives of maritime commerce and ship building industry generally seemed satisfied with the interest shown. They emphasized their awareness related with the fact that the reflections to our country of the crisis still effective worldwide and the problems experienced around the East Mediterranean and Black Sea will not moderate due to this fair but the Europort Istanbul 2015 is important in terms of showing that the Turkey’s maritime is still on its feet and will continue to improve with ambition. The Europort Istanbul 2015, which in a sense is the cry of “we are at this game” of our national maritime industry, closed on Saturday, 14 March 2015 to meet again after two years. &

Deniz ticareti ve gemi infla sanayinin temsilcileri genel olarak gösterilen ilgiden memnun görünüyorlard›. Dünya çap›nda etkilerini sürdüren krizin ülkemize yans›malar›n›n yan› s›ra Do¤u Akdeniz, Ege ve Karadeniz çerçevesinde de yaflanan sorunlar›n bu fuar sayesinde hafiflemeyece¤inin fark›nda olduklar›n›, ancak Europort ‹stanbul 2015’in özellikle Türkiye deniz ticaretinin hâlâ ayakta durdu¤unu ve geliflmeye h›rsla devam edece¤ini göstermesi aç›s›ndan önemli oldu¤unu vurgulad›lar. Nitekim ulusal denizcilik sektörümüzün bir aç›dan “biz var›z” diye hayk›rmas› anlam›na gelen Europort ‹stanbul 2015, 14 Mart Cumartesi 2015 günü iki y›l sonra buluflmak üzere sona erdi. & MARINE&COMMERCE MART 2015

053

KB IR SI AE

H AN B E R L E R E W S

Damen Shipyards Continues Its Growth In Antalya Damen Tersaneleri Antalya’da Büyümeyi Sürdürüyor

olland-based international Damen Group added a second shipyard to its facility in Antalya, Damen Shipyards Antalya. It is remarked that the new shipyard with 12 thousand square meters area and called “Antalya II” is specially arranged to built Damen’s best selling 50 meters long FCS 5009 model. Mounting of the ships, whose hull and superstructure is built by a subcontractor with steel and aluminum, will be performed in Antalya II. The statement of the shipyard informs that four 5009 is in the stage of construction and when the facility begins to work with full capacity, it will be in a position to built 6-8 ships every year. Auke van de Zee, Antalya Manager of Damen Shipyards said that: “Damen Shipyards Turkey is the only facility of our group in the Mediterranean. Our decision of choosing this shipyard for the construction of FCS 2009 is an indicator of our effectivity and the quality of our employees.”

rak ifller hale geldi¤inde y›lda 6-8 adet gemi üretir duruma gelece¤i bildirildi. Damen Tersaneleri Antalya Müdürü Auke van de Zee “Damen Tersaneleri Türkiye, grubumuzun Akdeniz’de yer alan tek tesisidir. FCS 2009’un üretimini üstlenmek üzere bu tersaneyi seçmemiz, verimlili¤imizin ve çal›flanlar›m›z›n kalitesinin bir göstergesidir” dedi. Following the opening of Antalya II, it is aimed to improve Antalya I within this year and to transfer 90 percent of the composite works into vacuumed infusion process. The remaining 10 percent part that represents highly complicated structures will continue to be built by using manual lamination techniques. 125 employee works continuously in Damen Antalya while 60 people out of the facility take charge in 5009’s hull and superstructure.

The facility operating under the name of Vitters, which was acquired by Damen Group in 2013 and its name changed into Damen Shipyards Antalya, was focused on composite ship building and turned towards high speed workboats up to 40 meters from private yacht building. Presently, FCS 1605, Stan Patrol 2205 and interceptor 1102 models and Damen Sea Bus are being built in Damen Antalya.

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MARINE&COMMERCE MARCH 2015

ollanda menfleli uluslararas› firma Damen Grubu, Antalya’daki tesisi Damen Tersaneleri Antalya’ya ikinci bir tersane daha ekledi. “Antalya II” olarak an›lan 12 bin metrekarelik bu tersanenin, Damen’in en çok satan 50 metrelik FCS 5009 modelinin inflas› için özel olarak düzenlendi¤i aç›kland›. Gövdesi ve üst yap›lar› bir tafleron taraf›ndan çelik ve alüminyumdan üretilen gemilerin montaj›, Antalya II’de gerçeklefltirilecek. Tersaneden yap›lan aç›klamada dört adet 5009’un flu anda yap›m aflamas›nda oldu¤u ve tesis tam ola-

Vitters ismiyle faaliyet gösterirken 2013 y›l›nda Damen Grubu taraf›ndan devral›nan ve ismi Damens Tersaneleri Antalya olarak de¤ifltirilen tesis, kompozit gemi yap›m›na a¤›rl›k vermifl, özel yat yap›m›ndan 40 metreye kadar uzunluklarda yüksek h›zl› ifl teknelerinin seri inflas›na yönelmiflti. Damen Antalya’da halen FCS 1605, Stan Patrol 2205 ve Interceptor 1102 modelleri ile Damen Deniz Otobüsü infla ediliyor. Antalya II’nin hizmete girmesinin ard›ndan Antalya I’in içinde bulundu¤umuz y›l iyilefltirilmeden geçirilmesi ve kompozit çal›flmalar›n yüzde 90’›n›n vakumlu infüzyon ifllemine aktar›lmas› hedefleniyor. Son derece karmafl›k yap›lar› temsil eden yüzde 10’luk kesim ise elle laminasyon teknikleri kullan›larak infla edilmeye devam edilecek. Damen Antalya’da sürekli olarak 125 kifli çal›fl›rken, tesis d›fl›ndaki 60 kifli de 5009 gövde ve üstyap›s›nda görev al›yor.

TCG Büyükada Made a Strong Impression On Kuwait TCG Büyükada Kuveyt’te de Göz Doldurdu

CG Büyükada that was built within the scope of M‹LGEM project under the leadership of Turkish Navy continues to wave the Turkish flag at the ports of the Gulf countries. The corvette which calls at Kuwait within the scope of the Gulf of Aden, Arabian Sea and Persian Gulf tour it started out on 18 January 2015 aroused great interest. The corvette accompanied by an expert team from STM (Defense Technologies and Engineering and Trade Inc.), which is also the export authority of the M‹LGEM project, is introduced to the senior officials of Kuwait Naval Forces. The STM team gave introductory information to the Kuwaiti authorities about M‹LGEM project and TCG Büyükada while the combat effectiveness of the ship is

eniz Kuvvetleri Komutanl›¤› önderli¤indeki M‹LGEM projesi kapsam›nda infla edilen TCG Büyükada, Körfez ülkeleri limanlar›nda Türk bayra¤›n› dalgaland›rmay› sürdürüyor. 18 Ocak 2015’te bafllad›¤› Aden Körfezi, Arap Denizi ve Basra Körfezi turu kapsam›nda Kuveyt’e de u¤rayan korvet büyük ilgi toplad›. M‹LGEM projesinin ayn› zamanda ihracat yetkilisi de olan STM’den (Savunma Teknolojileri ve Mühendislik ve Ticaret A.fi.) uzman bir ekibin efllik etti¤i korvetimiz, Kuveyt Deniz Kuvvetleri’nden üst düzey yetkililere tan›t›ld›. STM ekibi, Kuveytli yetkililere M‹LGEM Projesi ve TCG Büyükada hakk›nda tan›t›c› bilgiler verirken, Kuveyt Deniz Kuvvetleri perso-

neli ile günlük seyir faaliyetlerine de ç›k›larak geminin savafl kabiliyetleri tan›t›ld›. Büyük be¤eni kazanan korvetin Körfez turu 19 Nisan 2015 tarihinde tamamlanacak. Bu arada, Savunma Sanayi ‹cra Komitesi (SS‹K) karar› ile 1991 y›l›nda kurulmufl olan STM, M‹LGEM Projesi kapsam›nda infla edilecek olan üçüncü ve dördüncü gemiler için de sözleflme imzalad›. TCG Büyükada ile TCG Heybeliada’n›n platform infla ve donat›m malzemelerinin tedariki, tasar›m hizmetleri, entegre lojistik destek hizmetleri sorumluluklar›n› yerine getiren STM yeni gemilerde bunlara ek olarak ana tahrik sistemi tedarik ve entegrasyonu sorumluluklar›n› da üstlendi.

presented through daily cruises taken together with Kuwait Navy personnel. The Gulf tour of the corvette that aroused great interest will end up on 19 April 2015. Meanwhile, the STM that was established in 1991 upon the decision of Defense Industry Executive Committee (SS‹K) has signed a contract for the second and third ships that will be built within the scope of M‹LGEM project. STM that fulfilled its responsibilities related with the platform construction, equipment material supply, design services and integrated logistic support services of TCG Büyükada and TCG Heybeliada has undertaken also the responsibilities of supplying and integrating the main propulsion system of the new ships in addition to the said ones. MARINE&COMMERCE MART 2015

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KB IR SI AE

H AN B E R L E R E W S

MTA TURKUAZ Launched

MTA TURKUAZ Denize ‹ndirildi

TA TURKUAZ, whose building process at Istanbul Shipyard located in Tuzla Shipyards Region was started two years ago, launched with a great ceremony held on 28 Mart 2015. The seismic exploration vessel designed by a team consisting of only Turkish engineers and approximately thousand works take charge in its building, cost 100 million Euros. The newest seismic exploration ship of our country, MTA TURKUAZ will prospect natural resource in all seas and particularly in Turkey, determine the continuity in seas of the terrestrial geological structures, create earthquake, climate change, substructure services and explore the characteristics of water column, seabed and under-bottom for this purpose. Meanwhile, the ship will not be used only by the government.

Also the private sector institutions and universities shall be able to benefit from the opportunities provided by MTA TURKUAZ for performing scientific and commercial researches. 50 crew will serve in the 86 meters long, 23 meters wide, 4,580 grt MTA TURKUAZ that can reach to a maximum 18 knot speed with its four 2,250 kW engines.

uzla Tersaneler Bölgesi’nde yer alan ‹stanbul Tersanesi’ndeki inflas›na iki y›l önce bafllanan MTA TURKUAZ, 28 Mart 2015 günü düzenlenen büyük bir törenle denize indirildi. ‹nflas›nda yaklafl›k bin iflçinin görev ald›¤›, tasar›m› tamamen Türk mühendislerinden oluflan bir ekip taraf›ndan gerçeklefltirilen sismik araflt›rma gemisi 100 milyon Euro’ya mal oldu.

Ülkemizin sahip oldu¤u en yeni sismik araflt›rma gemisi olan MTA TURKUAZ modern bilimsel ekipmanlar›yla Türkiye baflta olmak üzere bütün denizlerde do¤al kaynak arayacak, karasal jeolojik yap›lar›n denizlerdeki devaml›l›¤›n›n tespit edecek, deprem, iklim de¤iflikli¤i, altyap› hizmetleri üretecek ve bu amaçla su kolonu, deniz dibi ve dip alt›n›n özelliklerini araflt›racak. Bu arada gemi sadece devlet taraf›ndan kullan›lmayacak. Özel sektör kurulufllar› ile üniversiteler de bilimsel ve ticari araflt›rmalar yapmak için MTA TURKUAZ’›n sundu¤u olanaklardan yararlanabilecek. 50 mürettebat›n görev yapaca¤› geminin boyu 86 metre, geniflli¤i ise 23 metre. 4,580 grt’lik MTA TURKUAZ dört adet 2,250 kW motoruyla en yüksek 18 knot h›z yapabiliyor.

The Limit is 1 Billion Dollar at Türk P&I! Türk P&I’da Limit 1 Milyar Dolar!

ürk P&I Insurance, which made major contributions to Turkish maritime industry with tailor-made products although it was established only one year ago, announced that it raised the guarantee limit to 1 billion dollar from 500 million dollar. Türk P&I Insurance break new ground in Turkey by ranking among the limited number of P&I Clubs throughout the world, in terms of liability limits. The company that offers service in a wide range from ship-owners to ship

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operators, touristic boats to yachts, fishers to diving boat owners during a one year period, invited the insurant that have higher passenger number and ask for different quality protection to its coverage area by this 1 billion dollar guarantee. As a Turkeybased company, Türk P&I offers services to its customers pursuant to Turkish Laws and Provisions and thus provides the opportunity for direct claim and appeal to all the aggrieved third parties.

MARINE&COMMERCE MARCH 2015

enüz bir y›l önce kurulmas›na karfl›n ihtiyaca özel ürünlerle Türk denizcilik sektörüne önemli katk›lar sa¤layan Türk P&I Sigorta, teminat limitini 500 milyon dolardan 1 milyar dolara yükseltti¤ini duyurdu. Sorumluluk limitinde dünyadaki say›l› P&I Kulüpleri aras›na kat›lan Türk P&I Sigorta, Türkiye’de de bir ilki baflarm›fl oldu. Bir y›ll›k sürede armatörlerden gemi iflletenlere, turistik teknelerden yatlar, bal›kç›lardan dal›fl botu sahipleri-

ne uzanan genifl bir yelpazede hizmet sunan firma, 1 milyar dolarl›k teminatla daha fazla yolcu say›s› olan ve farkl› nitelikte koruma isteyen sigortal›lar› da kapsama alan›na davet etmifl oldu. Türkiye’de yerleflik bir flirket olarak, müflterilerine Türk yasa ve hükümlerine uygun hizmet veren Türk P&I, bu sayede ma¤dur s›fat›ndaki tüm üçüncü flah›slara do¤rudan dava açma ve baflvuru hakk› f›rsat› da tan›m›fl oluyor.

KB IR SI AE

H AN B E R L E R E W S

Tersan Delivers Fishing Boat KIRKELLA H7 Tersan Bal›kç› Gemisi KIRKELLA H7’yi Teslim Etti

he fishing boat KIRKELLA H7 built by Tersan Shipyard in Yalova for UK Fisheries is delivered to its owner with a ceremony hold on 17 February 2015. The contract for the 86.10 meters long, 16 meters wide and 4,290 grt ship was signed at the end of 2012. The load capacity of the ship that is able to process daily 100 tons of fish with a crew of 34 is 2,500 cubic meters. The ship’s 4,000 kW 600 rpm HFO engine has a propulsion system consisting of a fourbladed CAT airscrew with 4,100 mm diameter. English flagged KIRKELLA H7 is awarded with the certificate of “+100 A5 AUT CM-PS, Fishing Vessel “Stern Trawler”, E2” by Germanischer Lloyd.

KIRKELLA H7 is the sixth trawler type fishing boat that were started to build by Tersan in the past two years. Norwegian-designed ship’s sister-ship, MARK is being built for the German company Warnemünder that UK Fisheries is a partner of. Tersan is planning to deliver MARK at the beginning of May 2015.

alova’daki Tersan Tersanesi’nin UK Fisheries için infla etti¤i KIRKELLA H7 isimli bal›kç› gemisi 17 fiubat 2015 tarihinde düzenlenen törenle sahibine teslim edildi. 86.10 metre boya, 16 metre geniflli¤e sahip, 4,290 grt’lik gemi için sözleflme 2012 y›l› sonunda imzalanm›flt›. 34 kiflilik mürettebatla günde 100 ton bal›k iflleme kapasitesine sahip geminin

yük kapasitesi ise 2,500 metreküp. Bir adet 4,000 kW 600 rpm’lik HFO motorlu geminin sevk sistemi ise bir adet dört kanatl› 4,100 mm çap›nda CAT pervaneden olufluyor. ‹ngiliz bayrakl› KIRKELLA H7’ye Germanischer Lloyd taraf›ndan “+100 A5 AUT CM-PS, Fishing Vessel “Stern Trawler”, E2” sertifikas› verildi. KIRKELLA H7, Tersan’›n son iki y›lda inflas›na giriflti¤i alt›nc› trawler tipi bal›kç› gemisi. Bir Norveç tasar›m› olan geminin k›z kardefli MARK ise UK Fisheries’in orta¤› oldu¤u Alman flirketi Warnemünder için infla ediliyor. Tersan MARK’› May›s 2015 bafl›nda teslim etmeyi planl›yor.

New Chairman of Turkish Shipowners Armatörlerin Yeni Baflkan› A.Bedri ‹nce

fter the unexpected demise of fiadan Kalkavan doyen of Turkish Maritime, A.Bedri ‹nce has been elected unanimously as the new chairman at the Turkish Shipowners Association meeting held on 25 March 2015. In his commend after being elected Mr. ‹nce said the following: “I would like to announce to the public opinion both on behalf of myself and our Board of Directors that we will work determinedly and enthusiastically in this respectful responsibility and duty entrusted to us, by

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following in the wake of our well-beloved seniors late Ziya Kalkavan and late Hac› ‹smail Kaptano¤lu and observing the reconstruction works planned for the development of Shipowners Association and whole our maritime sector during the presidential term of late fiadan Kalkavan who grieved us deeply with his unexpected demise and ideally embracing all these values also today”. Mr. Erol Yücel is charged with the task of Vice Chairman of the Board Of Directors in the same meeting.

MARINE&COMMERCE MARCH 2015

ürk denizcili¤inin duayeni fiadan Kalkavan’›n ani vefat›n›n ard›ndan, 25 Mart 2015 günü yap›lan Türk Armatörler Birli¤i toplant›s›nda yeni yönetim kurulu baflkanl›¤›na oybirli¤iyle A.Bedri ‹nce seçildi. ‹nce baflkan seçilmesinin ard›ndan yapt›¤› aç›klamada flöyle dedi: “Bize verilen bu sayg›n sorumluluk ve görevlerimizde, çok de¤erli büyüklerimiz merhum Ziya Kalkavan ve merhum Hac› ‹smail Kaptano¤lu’nun izinden ayr›lmadan ve yine ani vefat›yla bizi derinden üzen merhum fiadan Kalkavan’›n döneminde de Armatörler Birli¤i ve tüm denizcilik sektörümüzün geliflimi için al›nm›fl yeniden yap›lan-

A.Bedri ‹nce

d›rma çal›flmalar›n› gözeterek, bugün de en iyi flekilde tüm bu de¤erleri kucaklay›p azimle ve flevkle çal›flaca¤›m›z› flahs›m ve yönetim kurulu ad›na tüm kamuoyuna duyurmak isterim.” Ayn› toplant›da Erol Yücel ise Yönetim Kurulu Baflkan Vekili olarak görev ald›.

OCEAN DOLPHIN Meets Blue OCEAN DOLPHIN Maviyle Bulufltu

he seismic support vessel number NB 35 built for one of giant companies of the international energy industry, Norwegian Norfield by Cemre Shipyard in Yalova launched on 7 March 2015. The ship called OCEAN DOLPHIN is the first of the two ships ordered by Norfield to Cemre as turnkey. Bureau Veritas class ship with SALT 0047 design is 69.8 meters long, 12 meters wide and has a capacity of 60 personnel. It has a load capacity of 2 thousand cubic meters and a 500 square meters working

deck. The ship whose contract was signed in October 2013 will be delivered in mid-2015.

alova’daki Cemre Tersanesi’nin uluslararas› enerji sektörü devlerinden Norveçli

Norfield için infla etti¤i NB 35 numaral› sismik destek gemisi 7 Mart 2015 günü suya indirildi. OCEAN DOLPHIN isimli gemi, Norfield’›n Cemre’ye anahtar teslim kofluluyla siparifl etti¤i iki gemiden ilki. SALT 0047 dizayn›na sahip Bureau Veritas klasl› gemi, 69.8 metre boyunda, 17 metre geniflli¤indeki gemi 60 mürettebat kapasiteli. Çal›flma güvertesi alan› 500 metrekarelik geminin 2 bin metreküplük yük kapasitesi bulunuyor. Sözleflmesi Ekim 2013’te imzalanan geminin teslimi ise 2015 ortas›nda gerçekleflecek.

Subscription form // Abone formu Name, Surname // Ad›, Soyad› : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Title // Ünvan› : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Company // Firma : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Address // Adres : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................................................... ............................................................... Post/Zip Code // Posta Kodu: . . . . . . . . . . . . . City // fiehir : . . . . . . . . . . . . . . . . Country // Ülke : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vergi Dairesi ve No. : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Phone // Tel : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fax // Faks : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E-mail // E-posta : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Please transfer the annual subscription fee (EURO 250 for abroad or TL 200 for Turkey to the account below) to the account TR74 0006 2000 4010 0009 0964 69 at Garanti Bank Levent Branch, the beneficiary name: Dildar Tanitim Halkla Iliskiler ve Turizm Ltd. Sti. and send this form as well as the transaction receipt. Y›ll›k abonelik ücreti olan 200 TL’nin Garanti Bankas› Levent fiubesi IBAN TR83 0006 2000 4010 0006 2008 57 numaral› flirketimize ait hesaba yat›r›lmas›n› ve makbuz kopyas›n›n bu formla birlikte taraf›m›za ulaflt›r›lmas›n› rica ederiz.

Dildar Public Relations Co. Ltd. // Dildar Tan›t›m Halkla ‹liflkiler ve Turizm Ltd. fiti. Sinanpafla Mah. Akmaz Çeflme Sokak No:15/14 Befliktafl 34353 ‹STANBUL-TÜRK‹YE Tel: +90 212 259 70 10 (pbx) E-mail: info@marineandcommerce.com MARINE&COMMERCE MART 2015

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SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad› Abyo Four Aec Faith African Sun Agia Ekaterini Arion SB Atlantic Breeze Moon Breeze Ocean Breeze Pacific Breeze Sea Breeze Star Breeze Baltic Lion Baltic Tiger Camilla T Selma B Bay Ranger Berden C.S. Rainbow Chengxi NB Resale Cherokee Princess Cindia Crescent Star Moon Star Delta Ranger Storm Ranger Eastern Star Global Wind Hellenic Horizon Hidra Jasmine Ace Lilian Z Lopi Z Million Trader Navision Alliance Oinoussian Lady Onyx I Ramada Queen Rega Rochester Castle Roubini K Sat Bellatrix Sat Nunki Sbi Kratos Sbi Merengue Sekiyo Sunny Ace Torm Trader Tsuneishi NB Resale Ultra Initiator Valopoula Asian Trader Frisian Pioneer Cape Maas Cape Madrid E.R. Bremerhaven Flex Box

Type bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk cont cont cont cont cont cont

060 MARINE&COMMERCE MARCH 2015

DWT 172,639 37,700 45,208 18,920 45,916 76,267 91,807 91,800 76,343 91,913 91,827 179,185 179,185 319,869 319,869 43,125 3,095 55,725 63,500 22,918 7,593 40,600 40,600 43,108 45,744 28,437 53,026 44,809 18,920 32,946 74,461 71,982 76,284 28,460 76,704 37,000 46,412 4,816 45,269 16,600 28,467 28,449 63,500 81,560 91,400 55,888 82,181 81,560 56,017 45,578 13,732 13,742 41,636 41,636 34,589 29,370

Built // ‹nfla 1999 2015 1994 2009 1997 2004 2011 2009 2004 2009 2010 2012 2011 2011 2010 1995 1982 2006 2015 1990 2005 2015 2015 1995 1995 1997 2003 1995 2009 2006 1999 1998 2004 1995 2004 2015 2005 1985 1997 2006 2009 2008 2016 2016 1998 2005 2010 2016 2007 2000 2003 2003 2011 2011 2002 1997

Romania Japan Japan Japan Korea Japan Korea Korea Japan Korea Korea Korea Korea Korea Korea Japan Netherlands Japan China Japan China China China Japan Japan Japan Japan Korea Japan Japan Japan Japan Japan Japan Japan Japan Japan Netherlands China China Japan Japan China China Japan Japan Japan China Japan China China China China China Germany Korea

USD 11,500,000 22,000,000 4,000,000 9,000,000 4,850,000 10,500,000 13,500,000 13,000,000 10,500,000 13,000,000 13,500,000 32,000,000 32,000,000 80,000,000 80,000,000 4,600,000 700,000 11,300,000 24,000,000 3,300,000 3,300,000 17,500,000 17,500,000 4,700,000 4,700,000 4,500,000 8,800,000 3,700,000 9,000,000 4,500,000 5,900,000 5,700,000 10,500,000 3,700,000 11,300,000 22,000,000 8,750,000 900,000 3,350,000 4,000,000 10,000,000 10,000,000 24,500,000 27,150,000 8,700,000 10,500,000 16,250,000 27,300,000 12,500,000 6,250,000 3,500,000 3,500,000 16,000,000 16,000,000 8,000,000 5,800,000

Buyer // Al›c› Turkish Greece Undisclosed Undisclosed Lebanon Undisclosed Undisclosed Undisclosed Undisclosed Undisclosed Undisclosed Greece @ Greece @ Greece @ Greece @ Undisclosed Undisclosed Greece Greece China Sweden France @ France @ Undisclosed Undisclosed Undisclosed Greece Greece Undisclosed Undisclosed Europe @ Europe @ Greece Syria Greece Taiwan Undisclosed Undisclosed China Undisclosed Europe @ Europe @ Greece Undisclosed China Undisclosed Greece Greece Greece Greece Undisclosed Undisclosed Undisclosed Undisclosed Greece Far East

Bank Sale

@ @ @ @ @ @

@ @

@ @ @ @

Bank Bank Bank Bank Bank Bank

Sale Sale Sale Sale Sale Sale

SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad›

Type

DWT

Maersk Jurong Marie Schulte Mizar William Shakespeare YM Los Angeles YM New Jersey Zim Beijing Petro Millenium Vermillion First Chemtrans Petri Eships Sama Future Prosperity Giacinta Gold Express HC Dalia HC Elida Hyundai Mipo Resale 2455 Hyundai Mipo Resale 2456 James Cook Nord Stability Nord Steady Nord Strong Kei Sapphire Express Sea Glory Seaglory Sichem Onomichi Silver Express Simoa Takasuzu Trans Trader Universal Prime

cont cont cont cont cont cont cont lpg lpg tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker

39,426 22,968 17,350 44,022 65,123 65,123 66,939 3,753 49,999 47,228 45,800 47,990 50,308 47,000 37,420 37,345 50,000 50,000 49,995 49,998 49,994 49,996 16,900 47,402 47,149 47,149 13,105 47,000 40,354 279,989 8,801 299,985

Built // ‹nfla 2002 2001 2005 2007 2006 2006 2005 2000 2010 2000 2005 2010 2010 2009 2001 2001 2015 2015 2013 2013 2013 2013 2011 2009 2003 2003 2008 2009 2004 2000 2005 1997

Korea Poland China Korea Japan Japan Korea Japan Japan Japan Japan Japan China Japan Korea Korea Korea Korea Korea Korea Korea Korea China Japan Japan Japan Korea Japan Korea Japan Japan Korea

USD

Buyer // Al›c›

17,000,000 5,100,000 7,250,000 14,000,000 21,500,000 21,500,000 15,800,000 4,300,000 73,000,000 12,500,000 14,500,000 22,500,000 21,500,000 23,000,000 12,000,000 12,000,000 36,500,000 36,500,000 36,500,000 36,500,000 36,500,000 36,500,000 12,800,000 21,000,000 15,000,000 15,000,000 12,000,000 23,000,000 15,250,000 27,500,000 10,300,000 31,250,000

Turkey inc TC Greece Greece Greece Greece @ TC attached Greece @ TC attached Singapore Vietnam Singapore Indonesia Undisclosed Undisclosed M. East F. East Undisclosed @ Undisclosed @ Croatia @ Croatia @ Chile @ Chile @ Chile @ Chile @ Undisclosed Greece Denmark M. East Korea F. East Undisclosed Greece Europe St. Steel China

NEWBUILDING CONTRACTS - YEN‹ ‹NfiA SÖZLEfiMELER‹ Yard - Tersane Onomichi Cosco Hanjin Subic Bay Hyundai HI Samsung Yangzijiang Hyundai HI Hyundai Mipo Hyundai HI Hyundai HI Hyundai HI Hyundai Samho Hyundai Vinashin Nantong Mingde HI New Times Samsung Sungdong

Type - Tipi bulk cont cont cont cont lng lpg lpg tanker tanker tanker tanker tanker tanker tanker tanker tanker

Size (units) - Boyut (adet) 37,000 dwt 3,600 teu (x7+2) 11,000 teu (x4) 20,500 teu (x3) 20,100 teu 27,500 cbm (x2) 60,000 cbm (x2+1) 38,000 cbm 320,000 dwt 160,000 dwt (x2) 159,000 dwt 115,000 dwt (x2) 50,000 dwt (x1+1) 24,600 dwt (x4) 160,000 dwt (x4) 160,000 dwt (x2) 115,000 dwt (x2)

Delivery // Teslimat 2017 2017/2018 2017 2017 2017 2017 2016 2017 2016/2017 2016 2016 2016 2017 2016/2018 2017 2016 2017

USD 22,000,000 39,000,000 80,000,000 145,000,000 155,000,000 67,500,000 70,000,000 52,000,000 97,000,000 67,000,000 67,000,000 55,000,000 32,000,000 40,000,000 60,000,000 66,000,000 56,000,000

Buyer - Al›c› Wisdom Marine Maersk MSC CMA CGM Mitsui OSK Lines JHW Engineering Latsis Group KSS Line Alpha Tankers Arcadia Shipmanagement Thenamaris Transpetrol Top Ships Celsius Shipping Dynacom Delta Tankers Thenamaris

MARINE&COMMERCE MART 2015

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SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI DEMOLITION SALES - HURDA SATIfiLARI Vessel Name - Gemi Ad› Anangel Price

Type - Tipi

DWT

bulk

161,643

Anangel Solidarity

bulk

161,643

Angara

bulk

37,155

Built // ‹nfla 1993

USD/LDT

LDT

380

19,406

1993

380

19,406

1985

366

8,080

Buyer - Al›c› As is Singapore @ As is Singapore @ Bangladesh

Aqua Challenger

bulk

169,381

1992

396

22,432

Pakistan

Aquahope

bulk

167,105

1997

400

22,093

Pakistan

Cape Flora

bulk

164,361

2000

370

21,100

India

Ekram M

bulk

37,216

1984

360

9,700

Golden Trader

bulk

48,170

1994

400

10,283

India

Grand Horizon

bulk

150,476

1992

377

24,996

Option Pakistan Bangladesg

Green Sea

bulk

77,106

1983

360

12,598

Bangladesh

He Yan

bulk

48,280

1985

365

8,679

Bangladesh

He Yuan

bulk

48,280

1985

365

8,679

Bangladesh

Hyundai Prosperity

bulk

151,257

1990

367

18,673

Hyundai Universal

bulk

200,052

1990

373

25,788

Kai He

bulk

38,888

1986

381

7,149

Mona Liberty

bulk

151,533

1992

375

17,216

Bangladesh

As is Singapore As is Singapore Bangladesh India

Ocean Dawning

bulk

28,360

1986

402

5,494

Bangladesh

Ocean Galaxy

bulk

25,525

1985

390

6,250

Bangladesh

Rubin Phoenix

bulk

171,080

1997

390

19,951

Rui Fu Fa

bulk

68,634

1987

360

9,711

India Bangladesh

Shebab Almunieddine

bulk

26,253

1985

380

5,612

Silver Merchant

bulk

151,066

1995

413

17,970

Bangladesh

India

Skaubryn

bulk

41,668

1982

410

16,845

Bangladesh

Star Yandi

bulk

169,963

1996

397

22,535

Pakistan

Sunrise

bulk

6,081

1985

360

2,143

Bangladesh

Tarik 3

bulk

34,142

1986

381

6,515

India

The Watchful

bulk

69,451

1992

400

9,646

Pakistan

Tobol

bulk

7,850

1990

345

4,108

India

Umang

bulk

39,443

1984

390

8,690

India

Yong Jia Man

bulk

29,499

1983

365

7,312

India inc bunkers

Zaharanos

bulk

40,478

1985

380

7,912

India

Dimitris Y

cont

38,650

1996

358

11,950

Manuela

cont

21,540

1993

380

8,018

India

UniChart

cont

17,446

1992

332

5,823

As is Kaoshiung @

UniCorona

cont

17,446

1992

332

5,823

As is Kaoshiung @

UniCrown

cont

17,446

1992

332

5,823

As is Kaoshiung @

Kota Berjaya

mpp

17,519

1993

408

7,148

Byar Ali

tanker

1,165

1981

310

548

Dawn Meerut

tanker

29,990

1995

360

6,994

As is Colombo

Green Line

tanker

3,389

1985

325

2,171

Pakistan

As is Singapore

India Pakistan

Jawaharlal Nehru

tanker

94,512

1992

380

17,065

Pacific Sun

tanker

18,657

1982

680

6,262

India St. Steel content

Zaizoom

tanker

4,350

1979

328

2,171

Pakistan

@: enbloc

As is Colombo

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 03.2015

062 MARINE&COMMERCE MARCH 2015

MARITIME EVENTS DEN‹ZC‹L‹K ETK‹NL‹KLER‹ Date

Event

Place

Website

11-14.03.2015

Exposhipping Europort Istanbul

Istanbul, Turkey

18-20.03.2015

Maritime Vietnam

Ho Chi Minh, Vietnam

www.maritimeshows.com/vietnam

02-04.04.2015

SMM India 2015

Mumbai, India

www.smm-india.com

14-16.04.2015

Ocean Business 2015

Southampton, UK

www.oceanbusiness.com www.smw.sg

www.europort-istanbul.com

19-24.04.2015

The 10 Singapore Maritime Week

Singapore

21-23.04.2015

Sinaval-Eurofishing Expo, Conferences & Networking

Bilbao, Spain

www.sinaval.eu

21-23.04.2015

Sea Asia 2015

Singapore

www.sea-asia.com

29-30.04.2015

Port Finance International Istanbul

Istanbul, Turkey

www.portfinanceinternational.com

11th Trans Middle East 2015

Doha, Qatar

www.transportevents.com

11-13.05.2016

China International Marina, Port & Shipbuilding Fair

Nanjing, China

www.cimps-europort.com

18-21.05.2015

AWEA Offshore Windpower 2015 Conference & Exhibition

Orlando, USA

www.awea.org

Tugnology 2015

London, UK

www.tugandsalvage.com

Istanbul Ship Finance Forum

Istanbul, Turkey

www.marinemoney.com

07.05.2015

19-20.05.2015 21.05.2015

28-29.05.2015

4 Black Sea Ports & Shipping 2015

Istanbul, Turkey

www.transportevents.com

02-05.06.2015

Nor-Shipping 2015

Oslo, Norway

www.nor-shipping.com

04.06.2015 09-11.06.2015

Norway Ship & Offshore Finance Forum

Oslo, Norway

www.marinemoney.com

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

China Offshore Finance Forum

Dalian, China

www.marinemoney.com www.transportevents.com

25.06.2015 25.06.2015

13 ASEAN Ports and Shipping 2015

Jakarta, Indonesia

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

www.interferry.com

Interferry 40 Annual Conference

Copenhagen

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

12.10.2015

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

OTC Brasil 2015

Rio de Janeiro, Brazil

www.otcbrasil.org

2nd Mare Forum Fort Lauderdale Yacht Summit 2015

Fort Lauderdale – USA

www.mareforum.com

27-29.10.2015 29.10.2015

29-30.10.2015

13 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

27 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

064 MARINE&COMMERCE MARCH 2015