marine&commerce 08.2015 by marine&commerce

www.marineandcommerce.com

BUSIEST

ISSN: 1305-2918

YEAR // YIL: 11 ISSUE // SAYI : 128 AUGUST // A⁄USTOS 2015

EN YO⁄UN

// ULUSLARARASI DEN‹Z VE T‹CARET

CHANGING GLOBAL ENERGY DEMAND

DE⁄‹fiEN KÜRESEL ENERJ‹ TALEB‹

BUILDING FOR THE FUTURE

GELECEK ‹Ç‹N YEN‹ ‹NfiA

HELLO // MERHABA

I Am Having Difficulty… I begin to feel myself like living in a world where most things are seamed to each other with stitch. At any moment, a feeling of insecurity, uneasiness and being detached!... Fighting, war and mercilessness… It drags on… Whereas, I was assertive that there is a language which everybody understands until quite recently. I was trying to find out that language, understand people and narrate something to them; only with my eye of the heart, using my time roughly and believing. Ultimately, when we think independent of political and economical discrepancies, are our essential requirements not the same? However, I am having great difficulty now.

Dildar Ünde¤er, dildar@dildarpr.com

Benjamin Franklin has a saying: “Desire at the age of twenty, intelligence at thirty and wisdom after the age of forty is important’’. How true it is… Intelligence is the ability to think and it is innate. It should come into play especially at thirties. Nevertheless, wisdom is the sum of all existing capabilities; the power of thinking, understanding and comprehending. It is the ability to accept the realities of the day, blended with experiences… Whether I like it or not, I think my “difficulties” are normal since I survive the period where wisdom is important …

Now I accept the fact that, unless they want it in person, people cannot pull the dollars they stuff in their ears, cannot think that both the king and the pawn will enter into the same box at the end and nearly nobody will be able to persuade the other one to give up his/her the idee fixe except it is for his/her benefit. There takes place an important assessment related with the honor and shame perceptions of many people in the Essays of Montaigne; “To destroy a man we use a large field in open daylight. But to make a man we sneak into as dark and secluded a corner as we can.” Here we go; which one is shame, which one is honor? Power of the mind… Well, how will we maintain our mental health in this world where wars, rage, nonsensical deaths, irrationality and characters fed with pain becomes normal? May the sea and the “marine&commerce” always fill your life...

Zorlan›yorum... Kendimi ço¤u fleyin teyel ipli¤i ile tutturuldu¤u bir dünyada yafl›yor gibi hissetmeye bafllad›m. Her an bir güvensizlik, her an bir tedirginlik ve sökülme duygusu!… Kavga, savafl, ac›mas›zl›k… Uzar gider… Oysa yak›n zamana kadar herkesin anlad›¤› bir dil oldu¤u konusunda iddial›yd›m. O dili bulup ç›karmaya, insanlar› anlamaya ve onlara bir fleyler anlatmaya çal›fl›rd›m; tamamen gönül gözümle, zaman›m› hoyratça kullanarak ve inanarak. Sonuçta insanl›¤› esir alan siyasi ve ekonomik farkl›l›klardan ba¤›ms›z olarak düflündü¤ümüzde, hepimizin temel gereksinimleri ayn› de¤il mi? Ama art›k çok zorlan›yorum. Benjamin Franklin’in bir sözü var: “Yirmi yafl›nda istek, otuz yafl›nda zeka, k›rktan sonraysa ak›l önemlidir.’’ der. Nas›l do¤ru… Zeka, düflünebilme kuvveti ve do¤ufltan. En çok da 30’lu yafllarda devreye girmeli. Ama ak›l, var olan tüm kabiliyetlerin toplam›, düflünme, anlama ve kavrama gücü. Yaflanm›fll›klarla harmanlanan, günün gerçeklerini kabullenme yetisi… Ben de akl›n önemli oldu¤u süreci yaflad›¤›ma göre, san›r›m “zorlanmalar›m’’ normal, hofluma gitse de gitmese de.. Art›k kendileri istemedikçe insanlar›n; kulaklar›na t›kad›klar› dolarlar› ç›kartmayacaklar›n›, oyun bitti¤inde flah›n da piyonun da ayn› kutuya girece¤ini düflünmeyeceklerini ve neredeyse hiç kimsenin bir di¤erini menfaati d›fl›nda fikri sabitinden vazgeçiremeyece¤i gerçe¤ini kabulleniyorum. Montaigne’nin Denemeler kitab›nda ço¤u insan›n ay›p ve fleref alg›lar›yla ilgili önemli bir saptamas› var; “‹nsan› öldürmek için gün ›fl›¤›nda, genifl meydanlar arar›z; ama onu yaratmak için karanl›k köflelere gizleniriz.’’ diyor. Haydi bakal›m hangisi ay›p, hangisi fleref? Akl›n gücü… ‹yi de, savafllar›n, öfkenin, anlams›z ölümlerin, bunca mant›ks›zl›¤›n ve ac›yla beslenen karakterlerin normalleflmeye bafllad›¤› bu dünyada ak›l sa¤l›¤›m›z› nas›l koruyaca¤›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

AUGUST // A⁄USTOS 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 Elk.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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SHORT WAVE // KISA DALGA

TECHNOLOGY // TEKNOLOJ‹

Latest developments, events,

Simulating Marine Collisions

new products in the world... //

for A Safer Future //

Graphic Editor // Görsel Yönetmen Bulut Onur Advertisement Department // Reklam advert@dildarpr.com

Daha Güvenli Bir Gelecek ‹çin

Dünya denizcili¤indeki son geliflmeler, olaylar, yeni ürünler

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

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Deniz Kazalar›n› Simüle Etmek

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Translation // Çeviri Ayflen Tekflen

EXHIBITION // SERG‹ DISCUSSION // TARTIfiMA

Neva 2015 Opens The Doors of

COSCO CSCL Merger Bad

Russian Maritime // Neva 2015 Rus

For Competition? // COSCO ve CSCL

Denizcili¤inin Kap›lar›n› Aç›yor

Birleflmesi Rekabet ‹çin Kötü mü?

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Cover Photo // Kapak Foto¤raf› Christian Lagereek @ Dreamstime.com

Correspondence // Yaz›flma Adresi

CONVERSATION // SÖYLEfi‹ 80% Energy Saving //

OUTLOOK // GÖRÜNÜM

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Enerjide %80 Tasarruf

Changing Global Energy Demand // De¤iflen Küresel Enerji Talebi

Subscription // Abonelik Orhan K›vrak

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MARKET // P‹YASA To Beach or Not To Beach // 046

Sahile Çekmek Ya Da Çekmemek

STUDY // ‹NCELEME 30 Busiest Container Ports of

BRIEF NEWS // KISA HABERLER

The World // Dünyan›n En Yo¤un 30 Konteyner Liman›

Voice of the Turkish maritime industry...

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Source of up-to-date information... News, developments, projects... //

SHIPBUILDING // GEM‹ ‹NfiA

Second-hand ship market // ‹kinci el gemi sat›fllar› sözleflmeleri

Demolotion sales // Hurda sat›fllar›

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Print House // Bask›

güncel bilgi kayna¤›... Haberler 032

geliflmeler, projeler...

INDUSTRIAL DATA // SEKTÖREL VER‹LER

www.marineandcommerce.com

Türkiye denizcilik sektörünün sesi,

Tersan: A North Europe Expert // Tersan: Bir Kuzey Avrupa Uzman›

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060 &

Newbuilding contracts // Yeni infla

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

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 © “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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“Significant Investment” in Port Capacity Liman Kapasitesine “Önemli Yat›r›m” konteyner gemileri kullan›lmas›n›n bir sonucu olarak küresel konteyner terminali sektörü benzersiz güçlüklerle karfl› karfl›ya. Birbiriyle iliflkili bu iki etmen liman ve terminallere önemli ölçüde daha büyük talepler yüklüyor ve iflletme maliyetleri ile sermaye harcamas› gereksinimlerini yukar› çeken genifl kapsaml› sonuçlar do¤uruyor” dedi.

surge in global demand for container shipments will drive ‘significant investments’ in additional capacity by terminal and port operators, according to research agency Drewry Maritime Research. The figures, published as part of the firm’s yearly Global Container Terminal Operators Annual Report, predict average global container port demand growth of 4.5% per annum through to 2019.

“The global container terminal industry is facing unprecedented challenges as a result of the deployment of ever larger container ships, combined with the creation of larger shipping line alliances. These two interrelated factors are placing significantly greater demands on ports and terminals and having far reaching consequences, driving up operating costs and capital expenditure requirements,” Neil Davidson, Drewry’s Senior Analyst for Ports and Terminals said. Asia remains the primary source of growth, accounting for 60% of global demand growth. In total global traffic is expected to reach 850 million TEU by 2019, an increase of 168 million TEU. Drewry identifies 23 companies as ‘global/international terminal operators’ and suggests that between them investments by these firms will drive the sector forward. “APM Terminals and DP World are the most active in

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Asya küresel talep art›fl›n›n %60’›n› karfl›layarak birincil büyüme kayna¤› olmay› sürdürüyor. Toplam küresel trafi¤in 168 milyon TEU art›flla 2019’da 850 milyon TEU’ya ulaflmas› bekleniyor. Drewry 23 flirketi “küresel/uluslararas› terminal iflletmecisi” olarak tan›ml›yor ve bu firmalar›n yat›r›mlar›n›n sektörü ileriye tafl›yaca¤›n› düflünüyor. terms of the number of new projects in the pipeline but PSA International is adding the most capacity in absolute terms, particularly in its home port of Singapore. Hutchison, CMA CGM, TIL and ICTSI also have significant plans, with the latter’s expansion representing a 40% increase over the current capacity of its portfolio,” Davidson explained. Emerging markets were identified as a source of growth potential and in particular greenfield developments. This contrasted with the past few years where difficult economic climates have driven acquisition and divestment activity.

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rewry Maritime Research’e göre konteyner tafl›mac›l›¤›na yönelik küresel talepteki yükselifl terminal ve liman iflletmecilerinin ek kapasiteye “önemli yat›r›mlar›n›” beraberinde getirecek. Firman›n “Küresel Konteyner Terminal ‹flletmecileri Y›ll›k Raporu”nun bir parças› olarak yay›nlanan rakamlar, küresel konteyner liman› talebinde 2019’a kadar y›ll›k ortalama %4.5 art›fl öngörüyor.

Drewry Liman ve Terminaller Üst Düzey Analisti Neil Davidson “Daha büyük denizcilik flirketi ittifaklar›n›n oluflturulmas›n›n yan› s›ra daha büyük

Davidson “APM Terminals ve DP World boru hatt›nda yeni projelerin say›s› anlam›nda en etkin olanlar ama PSA International, baflta ana liman› Singapur olmak üzere mutlak anlamda en fazla kapasiteyi ekleyen firma. Hutchison, CMA CGM, TIL ve ICTSI’nin de önemli planlar› var; ICTSI’nin büyümesi kendi portföyünün mevcut kapasitesinden %40 art›fl› temsil ediyor” dedi. Yükselmekte olan piyasalar ise büyüme kayna¤› potansiyeli ve özellikle de s›f›rdan geliflmeler olarak tan›mlan›yor. Bu, güç ekonomik flartlar›n sat›n alma ve tasfiye faaliyetlerini zorlad›¤› geçmifl birkaç y›l›n aksine bir geliflmeye iflaret ediyor.

Newbuilding Prices Keep Declining Yeni ‹nfla Fiyatları Düflmeye Devam Ediyor he shipbuilding industry has reasons for concern regarding the continuously declining prices of newbuildings. According to forecasts made by Morgan Stanley, prices are to continue their down trend until 2016.

The price index regarding newbuildings demonstrated an increase from 126 to 140 between the months of November, 2012 and June, 2014. It has, however, steadily declined since then, and on June 19th of this year reached the 132 mark. Additionally, analysis shows that the downward movement has actually accelerated during the course of this year for now. The index went down to 132.9 in May, from 137.5 in January. The trend can be linked to supply-side factors such as the Japanese shipbuilders’ aggressive bidding strategy. The shipbuilding capacity of China has demonstrated a continuous decline since back in 2013, with the smaller

companies having to quit the business. Korea’s shipbuilders have been forced to refrain from cutthroat competition since 2014 given that they experienced a fair share of losses. Japan on the other hand has increased its level of capacity and made an announcement last year that it was expanding its facilities on the back of the declining yen. Luckily, though, the prices of the types of ships that Korea’s companies excel at are holding up - container carrier vessels, oil tankers etc. According to data provided via the Clarkson Index, the price of a cape-size bulk carrier vessel declined from USD million 58 to USD 50 million between the time period of May 2014 - May 2015, all the while container carriers in the 13,000 TEU and 8,800 TEU range went down only from USD 117 million do USD 116 million, and edged up from USD 88 million to USD 89 million during the said period.

emi infla sektörü sürekli olarak düflen yeni infla fiyatlar›ndan kayg›lanmakta haks›z de¤il. Zaten ünlü finans firmas› Morgan Stanley’in tahminlerine göre de fiyatlar 2016 y›l›na kadar afla¤›ya do¤ru e¤ilimini sürdürecek.

Yeni inflalarla ilgili fiyat endeksi Kas›m 2012 ve Haziran 2014 aras›nda 126’dan 140’a bir art›fl göstermesine karfl›n o zamandan beri istikrarl› bir biçimde düfltü ve bu y›l›n 19 Haziran›nda 132 seviyesine kadar indi. Ayr›ca analizler, afla¤›ya do¤ru hareketin 2015 boyunca h›zland›¤›n› gösteriyor. Endeks Ocak 2015’te 137.5’den May›s 2015’te 132.9’a düfltü. Yeni infla fiyatlar›ndaki düflüfl e¤ilimi, Japon gemi inflac›lar›n fazlas›yla atak ve fazlas›yla rekabetçi teklif verme stratejilerini tercih etmeleri gibi arz kaynakl› etmenlere ba¤lanabilir. Öte yandan ifli b›rakmak zorunda kalan daha küçük flirketlerin

yan› s›ra Çin’in gemi infla kapasitesi de 2013 y›l›ndan beri sürekli düflüfl içerisinde. Oldukça önemli kay›plar yaflam›fl olmalar› nedeniyle Güney Koreli gemi inflac›lar da 2014’ten bu yana piyasada süregiden k›yas›ya rekabetten uzak durmak zorunda kald›. Öte yandan Japonya kapasite seviyesini art›rd› ve geçen y›l da yendeki düflüflün ard›ndan tesislerini geniflletti¤ini duyurdu. Neyse ki Güney Kore flirketlerinin baflar›l› oldu¤u gemi türlerinin fiyatlar› direniyor: Konteyner gemileri, yak›t tankerleri vb. Clarkson Endeksinden sa¤lanan veriye göre cape-size dökme yük gemisinin fiyat› May›s 2014 - May›s 2015 aras›nda 58 milyon dolardan 50 milyon dolara düflerken 8,000-13,000 TEU aral›¤›ndaki konteyner gemileri yaln›zca 117 milyon dolardan 116 milyona geriledi ve sözü edilen dönemde 88 milyondan 89 milyon dolara yaklaflt›.

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A New Energy-saving Windshield Yeni Bir Enerji Tasarruflu Rüzgar Kalkan› itsui O.S.K. Lines, Ltd. today announced that it has started demonstration tests of a new windshield for containerships, which has the potential to reduce wind resistance, save fuel, and reduce CO2 emissions. MOL jointly developed the device with MOL Techno-Trade, Ltd., Ouchi Ocean Consultant, Inc., Akishima Laboratory Inc., and the University of Tokyo. The project was backed by the "Joint R&D for Industry Program", in which ClassNK promotes wide-ranging R&D activities in cooperation with industry, government and academia. The new windshield was installed on the bow of the MOL-operated containership MOL MARVEL, and a demonstration test of its effectiveness in reducing CO2 emissions is under way.

VEL’›n pruvas›na monte edildi. Karbondioksit sal›mlar›n› azaltmadaki verimlili¤ine iliflkin bir uygulama testi ise bafllamak üzere.

With today's larger containerships, the height of the containers loaded on their decks has increased, subjecting the vessels to greater wind resistance. MOL recognized the need to address this issue in a cost-effective way. Development of the new device began with an examination of the bow's aerodynamic form through wind tunnel testing. This led to the adoption of a horseshoe-shaped design, which encloses the front line of the stacked containers to maximize the wind resistancereducing effect while minimizing the weight of the main unit.

ClassNK rules concerning wave impact pressure. In addition, by obliquely setting the containers placed along the sides of the vessel behind the windshield, the sides of the vessel will be more streamlined, further reducing wind resistance. With those measures, MOL expects an annual average reduction of 2% in CO2 emissions, assuming the device is mounted on a 6,700 TEU containership plying the North Pacific Ocean route at speed of 17 knots. The new windshield is also expected to protect ships from green water on the bow deck when sailing in bad weather.

The new windshield has enough design strength to meet the

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itsui O.S.K. Lines (MOL) konteyner gemileri için rüzgar direncini kesme, yak›ttan tasarruf sa¤lama ve karbondioksit sal›mlar›n› azaltma potansiyeline sahip yeni bir rüzgar kalkan› uygulama testlerini bafllatt›¤›n› duyurdu. MOL bu donan›m› MOL Techno-Trade, Ouchi Ocean Consultant, Akishima Laboratory ve Tokyo Üniversitesi ile ortaklafla gelifltirdi. Proje, ClassNK’n›n sektör, hükümet ve akademik çevrelerle iflbirli¤i içinde genifl kapsaml› ARGE faaliyetlerini teflvik etti¤i “Sektör Program› için Ortak ARGE” taraf›ndan desteklendi.

Yeni rüzgar kalkan› MOL taraf›ndan iflletilen MOL MAR-

Günümüzün daha büyük konteyner gemileri, güvertelere yüklenen konteyner yüksekli¤ini de art›rd›¤› için daha fazla rüzgar direncine maruz kal›yor. MOL bu sorunu uygun maliyetli bir biçimde ele alma ihtiyac› duydu. Yeni donan›m›n gelifltirilmesine rüzgar tüneli testi yoluyla pruvan›n aerodinamik biçiminin incelenmesiyle baflland›. ‹nceleme, ana ünitenin a¤›rl›¤›n› en aza indirgerken rüzgar direncini azaltma etkisini en yüksek düzeye ç›karmak amac›yla, istiflenmifl olan konteynerlerin ön s›ras›n› kuflatan nal fleklinde bir tasar›m›n benimsenmesine yol açt›. Yeni rüzgar kalkan› ClassNK’n›n dalga çarpmas› bas›nc›yla ilgili kurallar›n› yerine getirmek için yeterli bir tasar›m. Ayr›ca geminin yan taraflar›ndaki konteynerlerin rüzgar kalkan›n›n arkas›na yerlefltirilmesiyle iskele ve sancak taraf› daha aerodinamik hale gelerek rüzgar direncini daha da azaltacak. Donan›m›n Kuzey Pasifik Okyanusu rotas›nda 17 knot h›zla seyreden 6,700 TEU’luk bir MOL konteyner gemisine kuruldu¤u varsay›larak yap›lan ölçümler, karbondioksit sal›m›nda y›ll›k ortalama %2 azalma öngörüyor. Yeni rüzgar kalkan›n›n gemileri kötü havada seyrederken pruva güvertesinde biriken sudan korumas› da bekleniyor.

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Iranian Crude: Is The Potential About To Be Unlocked? ‹ran Ham Petrolü: Potansiyel Ortaya Çıkmak Üzere mi? n the 14th July, Iran and the ‘P5+1’ group of nations signed a historic deal, which would facilitate the removal of sanctions, including those limiting Iranian crude exports, in exchange for the curtailing of Iran’s nuclear activity. Whilst some details of the ‘Joint Comprehensive Plan Of Action’ are not yet clear, what is plain is that an increase of Iranian crude exports could well shake up crude trade even more.

yapt›r›mlar›n kald›r›lmas› beklenirken, önemli bir muhalefetin oldu¤u ABD Kongresi taraf›ndan onaylanma flart› da dahil olmak üzere bir dizi engel varl›¤›n› sürdürüyor. Ayr›ca yapt›r›mlar›n hangi h›zda ve ne ölçüde kald›r›laca¤› da net de¤il. Öyle görünüyor ki ilk ad›m, ham petrol üretimi s›n›rlanm›fl olsa da ‹ran’daki birikmenin rahatlat›lmas›, yani NITC tankerlerinde tutulan 30- 40 milyon varilin nakledilmesi olacak.

Before sanctions on Iran came into force in 2012, the country was a major crude exporter, accounting for 15% of exports from the Middle East Gulf between 2000-10. However, in the wake of US, EU and UN sanctions brought about due to concerns over Tehran’s nuclear activities, Iranian crude exports were severely limited, averaging 1.2m bpd in 201214, compared to 2.5m bpd in 2011. Since 2012, the main importers of Iranian crude have been China, India, Japan and Korea, with exports to Europe curtailed. Whilst it is generally expected that sanctions on Iran will be lifted, a number of hurdles remain, including the need for approval by the US Congress where there is significant opposition. Meanwhile, it is unclear how quickly and to what extent sanctions will be removed. A likely initial impact could be the shipment of 30-40m bbls of crude oil currently held on NITC tankers, relieving a backlog that has restricted Iranian crude production.

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Explosive Potential Although the timeframe of a recovery in exports is unclear, it will likely take some time for oil production to be ramped up. If shipments eventually return to 2011 levels, this implies an additional 1.3m bpd of exports from current levels, the hypothetical equivalent, in 2015 terms, of boosting crude trade growth from 3.5%, on current projections, to 7%. A mid-range estimate is that Iran could increase production by 0.6m bpd within twelve months; still a significant volume, and one which could equate to boosting crude trade growth to 5%. A more realistic scenario in the currently oversupplied oil market is that greater Iranian exports have a knock-on effect on shipments from other exporters. If Iranian exports displace shipments from elsewhere, there could be no net effect on global crude trade volumes. However, changing trade flows could still impact tanker demand. An extra 0.6m bpd of Iranian oil shipped to Asian and European

MARINE&COMMERCE AUGUST 2015

ran ve ‘P5+1’ uluslar grubu 14 Temmuz’da ‹ran’›n nükleer faaliyetinin k›s›tlanmas› karfl›l›¤›nda, bu ülkenin ham petrol ihracatlar› da dahil olmak üzere uygulanan yapt›r›mlar›n kald›r›lmas›n› h›zland›racak olan tarihsel bir anlaflma imzalad›. “Ortak Kapsaml› Eylem Plan›” n›n baz› ayr›nt›lar› henüz net de¤ilse de ‹ran ham petrol ihracat›nda yaflanacak bir art›fl›n ham petrol ticaretini daha da sarsabilece¤i anlafl›l›yor.

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‹ran’a yapt›r›mlar 2012 y›l›nda uygulamaya girmeden önce 2000-2010 y›llar› aras›nda ülke, Basra Körfezi’nden ihracat›n %15’ini karfl›layan büyük bir ham petrol ihracatç›s›yd›. Tahran’›n nükleer faaliyetleriyle ilgili iddialar nedeniyle uygulamaya sokulan AB, ABD ve BM yapt›r›mlar› sonras›nda ‹ran ham petrol ihracat› ciddi biçimde s›n›rland› ve 2011’deki 2.5 milyon gün/varile karfl›l›k 2012-14’de ortalama 1.3 milyon gün/varile düfltü. Avrupa’ya ihracat›n k›s›tlanmas›yla 2012’den bu yana ‹ran ham petrolünün ana ithalatç›lar› Çin, Hindistan, Japonya ve Kore idi. Genelde ‹ran üzerindeki

Patlama Potansiyeli ‹hracatta iyileflmenin zamanlamas› net olmasa da petrol üretiminin art›r›lmas› biraz zaman alacak gibi görünüyor. Sonunda nakliyeler 2011 düzeylerine gelecekse bu, ham petrol ticareti büyümesinin mevcut projeksiyonlarda %3.5’ten %7’ye art›fl›n›n varsay›msal karfl›l›¤› olan 2015 anlam›nda mevcut seviyelerden 1.3 m varil/gün ilave ihracat anlam›na geliyor. Orta seviye bir de¤erlendirme de ‹ran’›n 12 ay içinde üretimi 0.6 m varil/ gün art›rabilece¤ini öngörüyor; yine de önemli olan ve ham petrol ticaretini %5 art›rmaya denk gelebilecek bir hacim. Mevcut durumda afl›r› arzl› petrol piyasas›nda daha gerçekçi bir baflka senaryo ise daha fazla ‹ran ihracat›n›n di¤er ihracatç›lardan nakliyeler üzerinde zincirleme etki yaratmas›. ‹ran ihracat› baflka yerlerden nakliyenin yerini al›rsa, küresel ham petrol ticareti hacimlerinde net bir etkisi olamaz. Ancak de¤iflen ticaret hareketleri yine de tanker talebini etkileyebilir. 2011’le ayn› oranda, Asya ve

countries in the same proportions as in 2011, offsetting shipments from West Africa, could actually limit growth in global crude tonnemile trade to the equivalent of below 3% in 2015 from the current forecast of 3.5%. If Iranian volumes replaced shipments to these regions from the Caribbean, there could be an even more negative

Potansiyel etki konusunda aç›k bir uzlaflma olmamas›na ra¤men, yapt›r›mlar kald›r›ld›¤›nda ‹ran’›n ihracat› art›fla haz›r görünüyor. Daha genifl petrol piyasas›nda ve ham petrol ticareti hareketlerinde olas› de¤ifliklikler konusunda bir belirsizlik hakimken ‹ran’›n bir kez daha ham petrol tankeri talebindeki e¤ilimlerin önemli bir belirleyicisi olaca¤› aç›k.

Although there is no clear consensus over the potential impact, Iran’s exports do seem poised to rise once sanctions are removed. While there is uncertainty over the potential shifts in the wider oil market and in crude trade flows, clearly Iran will once again become an important driver of trends in crude tanker demand.

Avrupa ülkelerine sevkedilen ilave 0.6 m varil/gün ‹ran petrolü Bat› Afrika’dan nakliyeleri dengeleyerek küresel ham petrol ton-mil ticaretindeki büyümeyi mevcut %3.5 tahmininden 2015’te %3’ün alt›nda eflde¤ere s›n›rlayabilir. ‹ran hacimleri bu bölgelere Karayiplerden nakliyelerin yerini al›rsa bunun ton-mil ticareti üzerinde daha da olumsuz bir etkisi olabilir.

IMCO, the world’s largest international shipping association is now calling for nominations for its prestigious awards, to be presented in Hamburg in November 2015. Angus Frew, Secretary General at BIMCO, said: “We are looking forward to receiving nominations from across the industry for the BIMCO Awards this year. The awards are focused on the quality and innovation shown by the companies and individuals who have made significant contributions to the industry, and entry is not restricted to members of BIMCO.”

• has produced the best recent

BIMCO Awards

Education and Training Award - for a company which has: • invested in new facilities and/or courses • delivered growth in number of students/graduates • demonstrated innovative teaching methods/techniques

ünyan›n en büyük uluslararas› denizci birli¤i BIMCO, Kas›m 2015’te Hamburg’da da¤›t›lacak ödüller için adaylara ça¤r›da bulundu. BIMCO Genel Sekreteri Angus Frew “Bu y›l›n BIMCO Ödülleri için tüm sektörden adaylar› ö¤renmek için sab›rs›zlan›yoruz. Ödüller sektöre önemli katk›larda bulunmufl olan firma ve bireylerin sergiledi¤i kalite ve yenili¤e odakl› ve kat›l›mlar BIMCO üyeleriyle s›n›rl› de¤il” dedi.

The first BIMCO Awards were launched last year at the association’s annual conference in Dubai. This year, the awards will be presented during a celebratory dinner at BIMCO’s 2015 annual conference in Hamburg. Nominations for appropriate companies or individuals can be made online and the deadline is 25 September 2015. The award categories are:

Regional Shipping Personality of the Year - for an individual who has made an exceptional personal contribution to the shipping industry in Europe in the past 12 months: • contribution to outstanding commercial success for their company • contribution to the profile of their company or to the shipping industry in the region • innovative approach or dedication to the industry’s success.

Shipping Company of the Year - for a shipping company which has recently demonstrated: • innovative customer service • business profitability and • solid service reliability. Contracts and Clauses Award for a company or person which/who:

effect on tonne-mile trade.

publication on international maritime contractual issues • has been a prolific user of BIMCO forms in the past 12 months • has promoted harmonisation in the contractual area of shipping based on BIMCO’s contracts and clauses.

BIMCO’s President Philippe Louis-Dreyfus will also present a special award during the event. Full details on BIMCO’s awards and the Hamburg conference are available at hamburg2015.bimco.org

BIMCO Ödülleri

‹lk BIMCO Ödülleri geçen y›l Dubai’de kuruluflun y›ll›k konferans› s›ras›nda verildi. Bu y›l ise ödüller BIMCO’nun Hamburg’daki 2015 y›l› konferans›nda düzenlenecek bir kutlama yeme¤inde sahiplerine verilecek. Firma ya da bireyler online baflvuru yapabiliyor. Son kat›l›m tarihi 25 Eylül 2015. Ödül kategorileri flöyle: Y›l›n Denizcilik fiirketi: • Yenilikçi müflteri hizmeti • ‹fl karl›l›¤› ve • Hizmet güvenilirli¤i kriterlerini yerine getiren firmalar için. Sözleflmeler ve Hükümler: • Uluslararas› denizcilik sözleflmesi konular›nda en iyi yay›n› gerçeklefltiren, • Son 12 ayda BIMCO formla-

r›n›n verimli kullan›c›s› olan, • BIMCO’nun sözleflme ve hükümlerine dayal› olarak denizcili¤in sözleflme alan›nda uyumu destekleyen kifli ve firmalar için. E¤itim ve Ö¤retim Ödülü: • Yeni tesisler ve/veya kurslara yat›r›m yapm›fl, • Ö¤renci/mezun say›s›nda art›fl gerçeklefltirmifl, • Yenilikçi e¤itim yöntemleri/ teknikleri sergilemifl flirketler için. Y›l›n Bölgesel Denizcisi: Son 12 ayda, • Firmalar›n›n önemli ticari baflar›s›na, • Firmalar›n›n profiline ya da bölgedeki denizcilik sektörüne katk›da bulunmufl ve • Avrupa’da denizcilik sektörünün baflar›s›na ba¤l›l›¤›n›n ya da yenilikçi yaklafl›m›n›n göstergelerini sergilemifl, ola¤anüstü kiflisel katk›da bulunmufl bireyler için. BIMCO Baflkan› Philippe Louis- Dreyfus etkinlik s›ras›nda özel bir ödül de verecek. BIMCO Ödülleri ve Hamburg konferans›yla ilgili detaylara hamburg2015. bimco.org adresinden ulafl›labilir.

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Hapag-Lloyd Continues On Profitable Course Hapag-Lloyd’un Kazançl› Rotadaki Seyri Devam Ediyor milyar Euro’dan 4.7 milyara yükseldi. CSAV birleflmesinin ilk sinerjileri ve OCTAVE program›n›n ilave maliyet tasarruflar› sonucunda kazançlar da artt›.

erger with CSAV is expected to deliver USD 100 million higher synergies than targeted, strong operating results and significant increases in transport volume and revenue driven by the merger. Volume growth was driven by the merger with Compañía Sud Americana de Vapores (CSAV) that made Hapag-Lloyd the fourth largest carrier globally by capacity.

The transport volume increased to around 3.7 million TEU in the first six months of 2015, up 29.4% compared to the same period in 2014 and mainly due to the merger with CSAV. The average freight rate in the first half of 2015 came in at 1,296 USD/TEU, 9% below the same period of 2014. In the first half of 2015 revenue increased by EUR 1.5 billion to EUR 4.7 billion. Earnings increased as a result of initial synergies from the CSAV merger and additional cost savings from the OCTAVE program. In the first half of 2015, Hapag-Lloyd achieved an EBITDA of EUR 493.3 million (prior year period: EUR 67.2 million) and an operating result of EUR 267.7 million (prior year period: EUR -101.5 million). HapagLloyd recorded a profit of EUR 157.2 million (prior year period: EUR -173.3 million).

OCTAVE program. The transfer of CSAV’s services and ship systems into the various trades of Hapag-Lloyd was completed in the second quarter of 2015, slightly ahead of the original plan. Now that the integration is almost completed, HapagLloyd targets net annual synergies of around USD 400 million fully realised by 2017. This is USD 100 million higher than originally anticipated. The cost and efficiency program OCTAVE initiated in 2014 is expected to deliver annual improvements of approximately USD 200 million as of 2016. OCTAVE includes improvement initiatives in several areas such as procurement and further fleet modernisation.

In the first six months of 2015 transport expenses in USD, which is the operational currency in shipping, went up significantly less than the transport volume - as HapagLloyd realized initial synergies and cost savings from the

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apag-Lloyd CSAV birleflmesinin daha yüksek sinerji, daha güçlü operasyon sonuçlar› ve birleflmeyle güçlenen nakliye hacmiyle hedeflenenden 100 milyon dolar daha fazla ve gelir getirmesi bekleniyor. Bu muazzam büyüme, HapagLloyd’u kapasite temelinde dünyan›n en büyük dördüncü tafl›y›c›s› yapan Compañía Sud Americana de Vapores (CSAV) ile birleflmesinden kaynakland›. Nakliye hacmi 2014’ün ayn› dönemine k›yasla %29.4 artarak 2015’in ilk alt› ay›nda yaklafl›k 3.7 milyon TEU’ya yükseldi ve bu art›fl esas olarak CSAV’la birleflmeden kaynakland›. 2015’in ilk alt› ay›nda ortalama navlun 2014’ün ayn› döneminin %9 alt›nda 1,296 USD/TEU olarak gerçekleflti. 2015’in ilk yar›s›nda gelir 1.5

Hapag-Lloyd 2015’in ilk yar›s›nda 493.3 milyon Euro FVAÖK (önceki y›l ayn› dönemde 67.2 milyondu) ve 267.7 milyon Euro faaliyet sonucu (önceki y›l ayn› dönemde 101.5 milyondu) gerçeklefltirdi; 157.2 milyon Euro kar kaydetti (önceki y›l ayn› dönemde 173.3 milyondu). 2015 y›l›n›n ilk alt› ay›nda -Hapag-Lloyd OCTAVE program›ndan maliyet tasarruflar› ve ilk sinerjileri gerçeklefltirdi¤indennakliyede operasyonel para birimi olan dolar baz›nda giderler hacimden belirgin biçimde az yükseldi. CSAV’›n hizmet ve gemi sistemlerinin Hapag-Lloyd’un çeflitli ticaretlerine aktar›lmas› 2015’in ikinci çeyre¤inde tamamland›. Art›k birleflme neredeyse tamamlanm›fl oldu¤undan Hapag-Lloyd 2017’ye kadar tam olarak gerçekleflecek 400 milyon dolar civar›nda net y›ll›k sinerji hedefliyor. Bu, bafllang›çta öngörülenin 100 milyon dolar üstünde bir rakam. 2014 y›l›nda bafllat›lan maliyet ve verimlilik program› OCTAVE’›n 2016 itibar›yla y›ll›k yaklafl›k 200 milyon dolar iyileflme sa¤lamas› bekleniyor. OCTAVE, tedarik ve daha ileri filo modernizasyonu gibi çeflitli alanlarda iyilefltirme giriflimleri içeriyor.

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Last Situation of Panama Canal Expansion Panama Kanal›’nda Son Durum letme, kanal›n kapasitesini iki kat›na ç›kararak ölçek ekonomilerini ve uluslararas› deniz ticaretini do¤rudan etkileyecek.

ne hundred and one years ago this month, the first ship sailed through the Panama Canal which links the Atlantic and Pacific Oceans. The 77km-long (48 mile) waterway has been called one of the seven wonders of the modern world but a century after its inauguration it is now too small to take the world's largest container ships.

The Panama Canal Expansion is the largest project at the Canal since its original construction. The project will create a new lane of traffic along the Canal through the construction of a new set of locks, doubling the waterway’s capacity. The existing locks allow the passage of vessels that can carry up to 5,000 TEUs. After the expansion the Post-Panamax vessels will be able to transit through the Canal, with up to 13,000 TEUs. The Expansion will double the Canal’s capacity, having a direct impact on economies of scale and international maritime trade. The Program consists of several components: • New Locks (Third Set of Locks) • Pacific Access Channel • Improvement of Navigational Channels (Dredging) • Improvements to Water Supply The Panama Canal expansion is based on six years of research, which included more than 100 studies on the

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Geniflletme program› çeflitli ö¤elerden olufluyor: • Yeni Kanal Havuzlar› • Pasifik Eriflimi Kanal› • Seyir kanallar›n›n iyilefltirilmesi (dip tarama) • Su temininin iyilefltirilmesi economic feasibility, market demand, environmental impact and other technical engineering aspects. Works on the Panama Canal Expansion began on September 2007 at a total cost of US$5.2 billion. Work on the expansion began in September 2007 and was originally set to finish in 2014. Following delays caused by construction workers' strikes and disputes over cost overruns, the date for completion was pushed back to April 2016.

No more 'mules' There is another key difference in the way the new locks will operate. Currently tugboats help guide ships through the narrow waterway. In the existing locks, ships are also tethered to electric locomotives, called mules, which run along the dock walls and help align the ships correctly. A large vessel may have up to eight mules guiding it, with two on each side at the bow and stern. In the new locks, there will be no mules.

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üz bir y›l önce bu ay Atlantik ve Pasifik okyanuslar›n› birlefltiren Panama Kanal›’ndan ilk gemi geçmiflti. 77 km (48 mil) uzunlu¤undaki suyolu ça¤dafl dünyan›n yedi harikas›ndan biri olarak adland›r›lm›flt›. Aç›l›fl töreninden bir yüzy›l sonra ise art›k dünyan›n en büyük konteyner gemilerini kabul etmek için çok küçük.

Panama Kanal› geniflletmesi, ilk inflas›ndan bu yana kanaldaki en büyük proje. Proje suyolunun kapasitesini iki kat›na ç›karan yeni bir kanal havuzu setinin inflas›yla kanalda yeni bir trafik fleridi yarat›l›yor. Mevcut kanal havuzu 5,000 TEU’ya kadar gemilerin geçifline izin veriyor. Geniflletmeden sonra 13,000 TEU’ya kadar Post-Panamax’lar geçebilecek. Genifl-

Panama Kanal› geniflletmesi ekonomik fizibilite, piyasa talebi, çevresel etki ve di¤er teknik mühendislik aç›lar›ndan 100’den fazla çal›flmay› içeren alt› y›ll›k bir araflt›rmaya dayal›. Geniflletme çal›flmalar› toplam 5.2 milyar dolar maliyetle Eylül 2007’de bafllam›fl ve 2014 y›l›nda tamamlanmas› planlanm›flt›. Grevler ve bütçenin afl›lmas›yla ilgili tart›flmalar›n neden oldu¤u gecikmelerin ard›ndan tamamlanma tarihi 2016 Nisan›na ertelendi.

“Kara Traktörüne” Son Yeni kanal havuzlar›n›n iflleyifl biçiminde önemli bir fark var; römorkörler dar suyolundan geçiflte gemileri yönlendirmeye yard›mc› oluyor. Mevcut kanal havuzlar›nda gemiler havuz duvarlar›nda gidip gelen ve geminin do¤ru hizalanmas›na yard›mc› olan kanal traktörü olarak adland›r›lan elektrikli lokomotiflere de ba¤lan›yor. Büyük bir gemiye yanlarda, bafl ve k›çta ikifler tane olmak üzere sekize kadar kanal traktörü k›lavuzluk edebilir. Yeni kanal havuzlar›nda kanal traktörü olmayacak.

India & UAE Announce $75bn Port & Infrastructure Fund Hindistan ve BAE 75 Milyar Dolarl›k Liman ve Altyapı Fonu Açıkladı irleflik Arap Emirliklerinden (BAE) resmi yetkililerle birlikte Hindistan Baflbakanı Narendra Modi bir dizi liman projesinin yanı sıra daha genifl nakliye altyapısı ve savunma projesi gelifltirmek üzere 75 milyar dolarlık iddialı bir yatırım programını destekledi.

Modi, söz konusu yatırımı bu ayın bafllarında BAE’ne resmi bir ziyaret sırasında açıkladı ve bir dizi cephede iki ülkenin hem ekonomik hem de politik olarak yakın iflbirli¤i içinde çalıflaca¤ını belirtti.

Narendra Modi

ndia’s Prime Minister Narendra Modi along with officials from the United Arab Emirates (UAE) have backed an ambitious $75 billion programme of investment to develop a number of port projects as well as wider transport infrastructure and defense.

Modi announced the investment while on a state visit to the UAE earlier this month and indicated the two countries would work closely together on a range of fronts both economically and politically. No details on timeframe of project specific were released as yet but Indian officials were keen to highlight the synergies between the two countries. India has been active in soliciting investment and aims to build on existing financing from notable wealth funds such as the Abu Dhabi Investment Authority (ADIA). Under Modi’s

leadership India has outlined plans to attract $1 trillion in financing to develop large-scale port projects as well as rail infrastructure, roads, industrial corridors and smart cities. “Recognising that India is emerging as the new frontier of investment opportunities, especially with the new initiatives by the Government to facilitate trade and investment, (the agreement will) encourage the investment institutions of UAE to raise their investments in India, including through the establishment of UAE-India Infrastructure Investment Fund, with the aim of reaching a target of USD 75 billion to support investment in India's plans for rapid expansion of next generation infrastructure, especially in railways, ports, roads, airports and industrial corridors and parks,” Subrahmanyan Jaishankar, India’s Foreign Secretary commented.”

Projeye özel bir zaman çizelgesine iliflkin ayrıntılar henüz açıklanmadı ama Hintli devlet adamları iki ülke arasındaki sinerjileri vurgulamak için çok istekliydi.

kabul etti¤imizde, özellikle Hükümetin ticaret ve yatırımı kolaylafltırmaya yönelik yeni giriflimleriyle bu anlaflma, ülkenin baflta demiryolları, limanlar, yollar, havaalanları, sanayi koridorları ve parklarında olmak üzere gelecek kuflak altyapının hızla gelifltirilmesine yönelik planlarına yatırımı desteklemek için 75 milyar dolarlık hedefe ulaflmak amacıyla, BAEHindistan Altyapı Yatırımı Fonunun kurulması yoluyla dahil olmak üzere, BAE yatırım kurulufllarını Hindistan’daki yatırımlarını arttırma konusunda cesaretlendirecektir.”

Hindistan yatırım yapma konusunda faal olup Abu Dabi Yatırım Kurumu (ADIA) gibi önemli devlet fonlarından mevcut finansmanı gelifltirmeyi amaçlıyor. Hindistan, büyük ölçekli liman projelerinin yanı sıra demiryolu alt yapısı, yollar, sanayi koridorları ve akıllı flehirler gelifltirmek için finansmana 1 trilyon dolar çekmek üzere Modi’nin liderli¤inde planlar hazırladı. Hindistan Dıfliflleri Bakanı Subrahmanyan Jaishankar flunları söyledi: “Hindistan’ın yeni yatırım fırsatları sınırı olarak ortaya çıktı¤ını

Subrahmanyan Jaishankar

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ClassNK Accepts Furukawa Renewable Energy Batteries ClassNK Furukawa Yenilenebilir Enerji Bataryalar›n› Kabul Etti co Marine Power (EMP) announced that in co-operation with The Furukawa Battery Company of Japan, it is now able to offer a range of marine battery solutions for use on-board ships or for marine related applications such as offshore platforms & renewable energy projects. This range of high quality and long-life batteries from Furukawa Battery have also been accepted for use on classed vessels by ClassNK (Nippon Kaiji Kyokai) in addition to having been evaluated by EMP.

Three main battery types from Furukawa Battery will now be used by EMP as part of its Aquarius Marine Solar Power and Aquarius MAS + Solar solution packages. Details of these battery technologies are as follows: FC38-12: FC38-12 VRLA (Valve Regulated Lead Acid) batteries are ideal for small marine solar power applications (i.e. up to around 5kWp) and can be supplied either as a battery pack set or as individual 12V units. A major advantage of the FC3812 is that it’s relatively small size and light weight makes it ideal for installation into small (but ventilated) spaces onboard ships and other vessels.

installation and maintenance time. FCP series batteries are ideally suited for renewable energy applications and their long life (approximately 15 years) and low maintenance requirements make them ideal for use on ships. The Ultra Battery (UB) series are the ideal solution for smart grid, wind power and solar power applications both on land and on ships. UB-50-12 batteries can be supplied as individual units or as a pack for use with an EMP marine solar power solution. Some key features of the UB Series are their long cycle life (approximately 4500 cycles for the UB-1000) and suppression of cathode sulfation. The UB series batteries are ideal for retrofit projects in addition to being suitable for new shipbuilding projects.

Furukawa Cycle Power (FCP) series battery units are available in various configurations and are supplied complete with a modular design mounting rack for superior vibration resistance. The space saving design of the unit also reduces

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co Marine Power (EMP), Japon Furukawa Battery ile iflbirli¤i içinde gemilerde ya da aç›k deniz platformlar› ve yenilenebilir enerji projeleri gibi denizle ilgili uygulamalarda kullan›lacak bir dizi deniz bataryas› çözümü sunmaya haz›r oldu¤unu duyurdu. Furukawa’n›n yüksek kalitede ve uzun ömürlü bu batarya serisi ClassNK taraf›ndan s›n›fland›r›lm›fl gemilerde kullan›lmak üzere kabul edilmesine ek olarak EMP taraf›ndan da de¤erlendirildi.

Furukawa Battery’nin üç ana batarya türü EMP taraf›ndan Aquarius Marine Solar Power ve Aquarius MAS + Solar çözüm paketlerinin bir parças› olarak kullan›lacak. Bu üç bataryan›n ayr›nt›lar› flöyle: FC38-12: FC38-12 VRLA (Vanayla Ayarlanan Kurflun Asidi)

bataryalar küçük (yaklafl›k 5 kWp’ye kadar) deniz günefl enerjisi uygulamalar› için ideal; tak›m seti ya da tek 12V birimler halinde tedarik edilebiliyor. FC38-12’nin ana avantajlar›ndan biri göreceli olarak küçük boyutu ve hafifli¤i. Bunlar ürünü gemilerde ve di¤er araçlardaki küçük (ama havaland›rmal›) alanlara kurulum için uygun k›l›yor. Furukawa Cycle Power (FCP) serisi batarya birimleri çeflitli konfigürasyonlarda mevcut. Üstün vibrasyon direnci için modüler tasar›ml› montaj ask›s›yla komple sunuluyor. Birimin yerden tasarruf sa¤layan tasar›m› kurulum ve bak›m süresini de azalt›yor. FCP serisi bataryalar yenilenebilir enerji uygulamalar› için ideal uygunlukta. Yaklafl›k 15 y›l› bulan uzun ömrü ve düflük bak›m gereksinimi dikkat çekiyor. Ultra Batarya (UB) serisi hem gemilerde hem de karada ak›ll› flebeke, rüzgar enerjisi ve günefl enerjisi uygulamalar› için uygun diye niteleniyor. UB-50-12 bataryalar› tek birim ya da bir EMP deniz günefl enerjisi çözümüyle kullanmak üzere paket olarak sat›n al›nabiliyor. Uzun yaflam ömürleri (UB-1000 için 4500) ve katot sülfatlaflmas›n›n bast›r›lmas›, UB serisinin temel özelliklerinden baz›lar›. UB serisi bataryalar yeni gemi infla projeleri için uygun olman›n yan› s›ra güçlendirme projeleri için de uygun.

DISCUSSION // TARTIfiMA

COSCO CSCL MERGER BAD FOR COMPETITION?

COSCO VE CSCL B‹RLEfiMES‹ REKABET ‹Ç‹N KÖTÜ MÜ? A merger between Cosco and CSCL makes sense for China, but the ramifications for the container shipping industry could be far-reaching. Having blocked the P3 Alliance on competition grounds, China could now merge China Cosco and CSCL and, as a result, cause a domino effect on existing carrier alliances and further carrier mergers in Asia - damaging industry competition. Cosco ve CSCL'nin birleflmesinin Çin için bir anlam› var ama konteyner tafl›mac›l›¤› sektörü için sonuçlar› daha genifl kapsaml› olabilir. Rekabet temelinde P3 ittifak›n› engellemifl olan Çin art›k Cosco Çin ile CSCL’yi birlefltirebilir. Bunun sonucunda rekabete zarar vererek mevcut tafl›ma anlaflmalar› ve Asya’da di¤er tafl›y›c› birleflmeleri üzerinde bir domino etkisi yaratabilir. hares in China Cosco, China Shipping Development (CSD) and China Shipping Container Lines (CSCL) were suspended from trading on Monday 10 August following news reports that the Chinese government is preparing to merge these state-owned shipping entities.

in hükümetinin devlete ait bu gemicilik kurulufllar›n› birlefltirmeye haz›rland›¤› fleklindeki haber bültenlerinin ard›ndan Cosco Çin, China Shipping Development (CSD) ve China Shipping Container Lines (CSCL) hisseleri 10 A¤ustos Pazartesi günü geçici olarak ask›ya al›nd›.

Details remain patchy but it seems Cosco and CSCL are part of a much broader effort to consolidate China's state-owned enterprises that was announced earlier this year. Leading executives from the companies are understood to be working on a preliminary plan to be released before the year is out.

Haberler bölük pörçük ama öyle görünüyor ki Cosco ve CSCL, Çin’in bu y›l bafllar›nda aç›klanm›fl olan devlete ait kurulufllar› birlefltirme do¤rultusundaki çok daha genifl kapsaml› çabas›n›n bir bölümü. fiirketlerin önde gelen yöneticilerinin 2015 bitmeden yay›nlanacak olan bir haz›rl›k plan› üzerinde çal›flt›klar› anlafl›l›yor.

There is a hint of double standards about this story as it was Chinese competition regulators that blocked the proposed P3 alliance between the world's three largest carriers Maersk Line, MSC and CMA CGM in 2014. It seems now that China is happy for the number of major carriers to shrink by one.

2014 y›l›nda dünyan›n en büyük üç tafl›y›c›s› olan Maersk Line, MSC ve CMA CGM aras›nda önerilen P3 ittifak›n› Çin Halk Cumhuriyeti’nin rekabet yönetmelikleri engellemiflti; dolay›s›yla bu öyküde bir çifte standart imas› var. fiu anda Çin büyük tafl›y›c› say›s›n›n bire düflmesinden memnun gibi görünüyor.

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DISCUSSION // TARTIfiMA

In the container market, Cosco and CSCL currently sit in sixth and seventh place respectively in the rankings of carriers by operated TEU. Based on today's fleet the combined entity would comfortably move into fourth place with a total fleet in excess of 1.5 million TEU, giving a world share of around 8 percent.

Konteyner pazar›nda, ifllenen TEU baz›nda tafl›y›c›lar s›ralamas›nda Cosco alt›nc›, CSCL yedinci s›rada yer al›yor. Günümüzdeki filo durumuna bak›ld›¤›nda yaklafl›k %8 dünya pay›na sahip, 1.5 milyon TEU’yu aflan toplam filosuyla ortaya ç›kacak birleflik kurum rahatl›kla dördüncü s›raya yükselebilir.

Of the two carriers CSCL is the new guy on the block having only started operations in 1997. Through an aggressive organic expansion it has quickly risen through the ranks to become one of the leading Top 10 carriers although it has fallen short on its previous ambitious target to make it into the top three.

‹ki tafl›ma firmas›ndan CSCL, operasyonlar›na yaln›zca 1997’de bafllam›fl olan nispeten yeni bir kurulufl. ‹lk üçe girme fleklindeki h›rsl› hedefinin gerisinde kalm›fl olmas›na ra¤men sald›rgan bir organik büyümeyle ‹lk 10 tafl›y›c› flirketten biri olmak için basamaklar› h›zla t›rmand›.

The rationale for a merger is entirely sound from a financial viewpoint and calls into question why China has persisted with the two-carrier strategy for so long. It makes little sense to have two national (i.e. state-controlled) carriers competing fiercely against one another and against non-Chinese carriers in the same markets.

Birleflmenin gerekçesi finansal aç›dan tümüyle sa¤lam, buna karfl›n Çin’in bu kadar uzun bir süre neden iki tafl›y›c› flirkette ›srar etti¤i sorusu akla geliyor. Zira birbirleri ve ayn› pazarlardaki Çinli olmayan tafl›y›c›larla fliddetle rekabet eden iki ulusal (devlete ait) tafl›ma flirketine sahip olmak pek anlaml› de¤il.

Both China Cosco and CSCL have seen their financial performance deteriorate materially since the global financial crisis and have seen major value destruction for stakeholders. Overcapacity in the underlying markets didn't help either but their individual operating and financial performance has been far worse than their peers. Between them the two carriers have lost $911 million in operating losses (EBIT) from container operations in the previous five years. A merger would likely entail much better financial efficiencies and prudent use of the capital. The combined entity will be able to get access to better financing synergies from banks and capital markets.

Hem Cosco Çin hem de CSCL, küresel mali krizden bu yana mali performanslar›n›n somut biçimde bozuldu¤unu ve paydafllar için önemli bir de¤er y›k›m› gerçekleflti¤ini gördü. Altta yatan pazarlarda kapasite fazlas› da ifle yaramad› ama bireysel iflletme ve finansman performanslar› benzerlerininkinden çok daha kötüydü. ‹ki tafl›ma flirketi geçti¤imiz befl y›lda konteyner operasyonlar›ndan 911 milyon dolar faaliyet zarar› kaydettiler. Birleflme daha iyi finansal rand›man ve sermayenin ihtiyatl› kullan›m›n› gerektirecek. Birleflik kurum, banka ve sermaye

There of course remain many obstacles to the merger taking place, but assuming the will of the Chinese government is strong and does not waver, there seems every chance that it will happen at some point in the near future. The next question to ask therefore is: what will happen to the carrier alliances the two lines participate on the East-West trades? Cosco is a long-standing member of the CKYHE Alliance alongside K Line (Japan), Yang Ming (Taiwan), Hanjin (South Korea) and Evergreen (Taiwan); while CSCL is a part of the Ocean Three consortium alongside CMA CGM (France) and UASC (Qatar) that was set-up at the start of this year.

MARINE&COMMERCE A⁄USTOS 2015

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piyasalar›ndan daha iyi finansman sinerjilerine eriflebilecek. Kuflkusuz gerçekleflmekte olan birleflmenin önünde pek çok engel var ama Çin hükümetinin iradesinin güçlü oldu¤u ve tereddüte düflmedi¤i varsay›ld›¤›nda bunun yak›n gelecekte bir noktada olmas› için her f›rsat mevcut. Dolay›s›yla sorulacak ikinci soru flu: iki hat Do¤u-Bat› ticaret lerine kat›ld›¤›nda tafl›ma flirketi ittifaklar›na ne olacak? Cosco K Line (Japonya) flirketi, Yang Ming (Tayvan), Hanjin (Güney Kore) ve Evergreen’le (Tayvan) birlikte CKYHE ‹ttifak›’n›n uzun zamand›r üyesi CSCL, ayr›ca CMA CGM (Fransa) ve UASC (Katar) ile birlikte bu y›l›n bafl›nda kurulmufl olan Ocean Three konsorsiyumunun parças›. A merger of the Ocean Three and CKYHE alliances would mean a combined market share above 40 percent and unlikely to be approved by regulators. Instead, both the CKYHE and Ocean Three will be faced with a major void to fill were they to lose either Cosco or CSCL to the other carrier group. Based on the deployed vessels in the East-West container trades (Asia-Europe, Transpacific and Transatlantic) as of July 2015, both Chinese carriers contributed approximately one-quarter of each alliance's fleet in TEU. As the smallest of the existing alliances the remaining carriers in the Ocean Three grouping, CMA CGM and UASC, would find themselves even further down the pecking order were CSCL to abandon them. While both carriers between them have around 570,000 TEU of newbuilds on order (not all for Ocean Three services) they will most likely look to find a replacement carrier to bridge the shortfall. This maybe explains why UASC is now considered the front-runner in the speculated sale of APL, as purchasing the Singapore-based carrier would nearly cover CSCL's share. It would also reduce the share of the G6 Alliance that APL is currently a member of. Depending on which alliance wins or loses its Chinese member, the Ocean Three alliance and the CKYHE alliance will decline to a market share of just 13 percent or rise to a market share of 28 percent. If and when the merger occurs, will other countries be forced to consider similar consolidation of their shipping lines? Over the past five years only the Taiwanese carriers (Evergreen, Yang Ming and Wan Hai) have returned an operating profit (US$1.2 billion), whereas the Big 3 Japanese lines (MOL, NYK and K Line) have lost approximately US$550 million and the South Koreans (Hanjin and HMM) nearly US$400 million. None though match the US$900 million deficit of Cosco and CSCL. &

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Ocean Three ve CKYHE ittifaklar›n›n birleflmesi %40’›n üzerinde toplam pazar pay› anlam›na geliyor ki bu seçene¤in piyasa düzenleyicileri taraf›ndan onaylanmas› mümkün görünmüyor. Bunun yerine Cosco ya da CSCL’nin di¤er tafl›ma grubuna dahil olmalar› halinde CKYHE ve Ocean Three doldurulmas› gereken büyük bir bofllukla karfl›laflacak. Do¤u-Bat› konteyner ticaretlerinde (Asya-Avrupa, Trans-Pasifik ve Trans-Atlantik) kullan›lan gemiler temelinde, her iki Çinli tafl›y›c› da Temmuz 2015 itibar›yla TEU baz›nda her bir ittifak›n filosunun yaklafl›k dörtte biri oran›nda katk›da bulundu. E¤er CSCL onlar› terk edecek olursa, mevcut ittifaklar›n en küçü¤ü olarak CMA CGM ve UASC’dan oluflan Ocean Three gruplaflmas›nda kalan tafl›y›c› flirketler kendilerini hiyerarflinin daha da alt›nda bulacak. Bunlar›n aras›ndaki iki tafl›y›c› flirketin yaklafl›k 570,000 TEU kapasiteli yeni infla siparifli varken (hepsi de Ocean Three hizmetleri için de¤il) büyük olas›l›kla aç›¤› kapamak için bir yedek tafl›ma flirketi bulmaya çal›flacaklar. Singapur merkezli tafl›ma flirketini sat›n almak yaklafl›k olarak CSCL’nin hissesini karfl›layaca¤›ndan bu durum flimdi UASC’nin kurgulanan APL sat›fl›nda neden baflrol oyuncusu olarak kabul edildi¤ini aç›klayabilir. Bu, APL’nin flu anda üyesi oldu¤u G6 ‹ttifak›n›n pay›n› da düflürecek. Hangi ittifak›n Çinli üyesini kaybedece¤i ya da kazanaca¤›na ba¤l› olarak Ocean Three ittifak› ve CKYHE ‹ttifak› yaln›zca %13 pazar pay›na düflecek ya da %28 pazar pay›na yükselecek. Birleflme olursa bu ifllem gerçekleflti¤inde di¤er ülkeler kendi gemicilik flirketlerinin benzer bir birleflmesini düflünmek zorunda kalacak m›? Geçti¤imiz befl y›lda yaln›zca Tayvanl› tafl›y›c›lar Evergreen, Yang Ming ve Wan Hai faaliyet kar› (1.2 milyar dolar) sa¤larken üç büyük Japon MOL, NYK ve K Line yaklafl›k 550 milyon, Güney Koreli Hanjin ve HMM ise 400 milyon dolar kaybetti. Ancak hiçbiri Cosco ve CSCL’nin 900 milyon dolar zarar›na yaklaflmad›. &

OUTLOOK // GÖRÜNÜM

CHANGING GLOBAL ENERGY DEMAND DE⁄‹fiEN KÜRESEL ENERJ‹ TALEB‹

Global energy demand is projected to grow by approximately 1.4% per annum between 2015 and 2035, which means we will need to produce over 32% more energy on an absolute basis in 2035 than we will in 2015. The fuel source that is best positioned to supply this demand gap is natural gas. Küresel enerji talebinin 2015 ve 2035 aras›nda y›lda yaklafl›k % 1.4 büyümesi bekleniyor ki bu da mutlak bir biçimde 2035 y›l›nda 2015’de oldu¤undan %32 daha fazla enerji üretmemiz gerekece¤i anlam›na geliyor. Bu talep bofllu¤unu doldurmak için en iyi konumdaki yak›t kayna¤› do¤al gaz olarak görünüyor.

istorically, coal and oil have been the dominant fuel sources in the global energy mix. However, the resulting threats of global warming and the deteriorating health of citizens in heavily industrialised areas have forced a collective re-evaluation of attitudes towards pollution. Attention has necessarily turned to natural gas, as it is the cleanest burning of the fossil fuels. For example, comparing emissions on a per Btu basis, natural gas releases less carbon dioxide and significantly

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arihsel olarak bak›ld›¤›nda, kömür ve petrol küresel enerji kar›fl›m›nda bask›n yak›t kaynaklar› oldu. Ancak bundan kaynaklanan küresel ›s›nma ve a¤›r biçimde sanayileflmifl alanlar›n yurttafllar›n sa¤l›¤›na yönelik tehdidi, kirlenmeye karfl› yaklafl›mlar›n ortak biçimde yeniden de¤erlendirilmesini zorunlu k›ld›. Fosil yak›tlar› içinde en temiz yanan› oldu¤undan kaç›n›lmaz olarak dikkatler do¤al gaza çevrildi. Örne¤in bu temelde sal›mlar› k›yaslad›¤›m›zda do¤al gaz hem petrol hem de kömürden daha az

OUTLOOK // GÖRÜNÜM

less nitrogen dioxides, sulfur dioxide, particulates, and mercury than both oil and coal. While the cleanest sources of fuel are of course renewable, even with the impressive recent rates of growth, such energy sources will still fall far short of providing enough energy for base loads for many decades. This leaves natural gas as the logical leading fuel source for the future. The BP Energy Outlook 2035 is projecting that natural gas will overtake oil as the world’s dominant fuel source and will account for almost a third of primary energy by 2035. Coincidentally, the natural gas exploration and production industry has recently gone through a shale production revolution that has opened up existing unconventional gas reservoirs in the United States and around the world. By some measures, we are now capable of producing enough natural gas to power the world’s energy needs for 150 years. The newly accessed, prolific amount of supply to come out of the United States will be the focus of the second installment in this series on global LNG supply and demand.

HOW NATURAL GAS IS TRADED About two-thirds of the natural gas consumed globally is done

karbondioksit ve önemli ölçüde daha az nitrojendioksit, sülfürdioksit, partiküller ve c›va sal›yor. En temiz yak›t kaynaklar› kuflkusuz yenilenebilir özellikteyken son zamanlardaki etkileyici art›flla bile bu enerji kaynaklar› onlarca y›l boyunca asgari yük için yeterli enerjiyi sa¤laman›n çok gerisinde kalacak. Bu durum do¤al gaz› gelecek için mant›ksal olarak önde gelen yak›t kayna¤› olarak b›rak›yor. “BP Enerji Görünümü 2035” dünyan›n bask›n yak›t kayna¤› olarak do¤al gaz›n petrolün yerini alaca¤›n› ve 2035 itibar›yla birincil enerjinin neredeyse üçte birini karfl›layaca¤›n› öngörüyor. Bu arada do¤al gaz sondaj ve üretim sektörü son zamanlarda dünyada ve ABD’deki geleneksel olmayan mevcut gaz rezervlerini açm›fl olan bir flist üretim devrimi yaflad›. Baz› önlemlerle art›k 150 y›l boyunca dünyan›n enerji gereksinimini beslemeye yetecek miktarda do¤al gaz üretebiliyoruz. ABD’de ç›kacak yeni ulafl›lm›fl, verimli miktarda kayna¤›n varl›¤›, küresel LNG arz ve talebi üzerine bu dizideki ikinci bölümün odakland›¤› fley olacak.

DO⁄AL GAZ T‹CARET‹ NASIL GERÇEKLEfi‹YOR? Küresel olarak tüketilen do¤al gaz›n yaklafl›k üçte ikisi yerel olarak tüketiliyor. Geri kalan üçte bir ise yabanc› ülkelere ihraç ediliyor. Do¤al gaz ticaretinin mevcut jeopolitik dengesinde gazlar›n› Avrupa ve Asya Pasifik al›c›lar›na ihraç eden eski Sovyetler Birli¤i ve Ortado¤u var. Avrupa dünyan›n en büyük do¤al gaz ithalatç›s›; 2011 depremi ve Fukushima felaketi nedeniyle nükleer enerjiden uzaklaflan Japonya da do¤al gaz tüketimini h›zla art›rd›. Do¤al gaz ticareti iki flekilde yap›l›yor:

• Gaz olarak mevcut boru altyap›s›yla naklediliyor. • Bir s›v›laflt›rma tesisinde afl›r› so¤utularak (-160 santigrat) s›v› durumuna getiriliyor ve sonra bir LNG tankeriyle dünyaya naklediliyor.

so locally. The remaining third is exported to foreign countries. The current geopolitical balance of natural gas trading has the former Soviet Union countries and the Middle East exporting their gas to European and Asia Pacific buyers. Europe is the world’s largest importer of natural gas, and due to the 2011 earthquake and Fukushima disaster, Japan has rapidly increased its consumption of natural gas as it shifts away from nuclear power.

So¤utularak s›v›ya dönüflen gaz, s›v›laflt›r›lm›fl do¤al gaz (LNG) olarak adland›r›l›yor. LNG varaca¤› yere nakledildikten sonra uygun bir yeniden gaza dönüfltürme tesisinde gaz haline getiriliyor. Günümüzde al›p sat›lan do¤al gaz›n kabaca %70’i boru hatlar›, kalan %30 ise LNG olarak naklediliyor. Planlanan LNG alt yap›s› projeleri, iki ticaret yönteminin önümüzdeki on y›llarda eflit hacimlerde buluflaca¤›n› gösteriyor.Hatta baz›lar›, zamanla LNG ticaretinin boru hatt› ticaretinin yerini alaca¤›n› öngörüyor.

LNG PAZARI DE⁄ERLEND‹RMES‹ 2015’te küresel LNG ticaretinin y›ll›k 250 milyon tona (MTPA) ulaflarak 120 milyar dolardan daha de¤erli bir pazar haline gelmesi bekleniyor ki bu da Goldman Sachs’›n müflterilere son notunda belirtti¤i gibi LNG pazar›n› dünyadaki en de¤erli ürün pazar› olarak petrolden sonra ikinci s›raya yerlefltiriyor. MARINE&COMMERCE A⁄USTOS 2015

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Natural gas can be traded around the world in two ways:

• Transported through existing pipe infrastructure as a gas. • Super cooled (-160 degrees Celsius) in a liquefaction facility, changing its state to a liquid, and then transported around the world by an LNG carrier. Gas that has been cooled and gone through a phase change into a liquid is called liquefied natural gas (LNG). Once LNG has been transported to its destination, it must then be returned to a gaseous state at an appropriate regasification facility. Roughly 70% of traded natural gas is exported through pipelines today, with the remaining 30% shipped as LNG. Planned LNG infrastructure projects will likely cause the two trading methods to converge to equivalent volumes over the coming decades, with some even projecting LNG trade to overtake pipeline trade over that period.

LNG MARKET OVERVIEW In 2015, LNG global trade is projected to reach as high as 250 million tonnes per annum (MTPA), making it a market worth more than US$120 billion, which, as Goldman Sachs pointed out in a recent note to clients, places the LNG market second only to oil as the most valuable commodity market in the world.

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LNG pazar›n›n güçlü büyümesine bir referans olarak, küresel enerji talebi 2000’den 2015’e %2.3 Y›ll›k Bileflik Büyüme Oran›nda (YBBO) artt› ve do¤al gaz da y›ll›k %2.6 büyüdü. Ayn› dönemde LNG y›ll›k %6.3 gibi önemli bir büyüme gösterdi ve bu dönemde aç›k arayla en h›zl› büyüyen fosil yak›t kayna¤› oldu. Önümüzdeki 20 y›la bak›ld›¤›nda LNG’nin bütünde %1.4 olan enerji pazar›ndan önemli ölçüde daha h›zl› biçimde 2035’de %4.1 YBBO büyümesi bekleniyor. Mevcut LNG pazar› arz k›s›tlamalar›yla s›n›rlan›yor. Küresel olarak yaln›zca 300 MTPA s›v›laflt›rma kapasitesi var. Tahmin edilen 2035 y›ll›k ticaret hacmi 550 MTPA’ya kadar yükselebilir. Bu tahmini büyüme düzeyini karfl›lamak için s›v›laflt›rma tesisleri, LNG tafl›y›c›lar› ve yeniden gaza dönüfltürme tesisleri için planlanm›fl milyarlarca dolarl›k ara kademe LNG yat›r›m› bulunuyor. Yeni oluflmaya bafllayan yüzen s›v›laflt›rma araçlar› (FLNGV) inflas› özellikle ilgi çekici. FLNGV’ler s›v›laflt›rma tesisleri tafl›yan gemiler. Ara kademe de¤er zincirinin sermaye-yo¤un bir kesiminde eflsiz bir yat›r›m f›rsat› sa¤l›yor ve bu dizideki üçüncü bölümün oda¤› onlar olacak.

LNG TAfiIMACILI⁄I P‹YASASI ‹lk LNG ticareti anlaflmas› tedarikçi olarak Cezayir ile al›c› olarak ‹ngiltere aras›nda 1960’lar›n bafllar›nda gerçeklefltirildi. Bu nok-

OUTLOOK // GÖRÜNÜM

As a reference for the strong growth of the LNG market, global energy demand from 2000 to 2015 grew at a Compound Annual Growth Rate (CAGR) of 2.3% and natural gas grew at 2.6% annually. Over that same period, LNG has grown at a significant 6.3% annually. LNG was far and away the fastest growing fossil fuel source over that period. Looking ahead over the next 20 years, LNG is anticipated to grow at a 4.1% CAGR through 2035, significantly faster than the energy market as a whole at 1.4%. The current LNG market is being limited by supply constraints. There only exists about 300 MTPA of liquefaction capacity globally. The projected 2035 annual traded volume could be as high as 550 MTPA. To meet this projected level of growth, there are currently billions of dollars of planned LNG midstream investment in liquefaction facilities, LNG carriers, and regasification facilities. Of particular interest is the nascent construction of floating liquefaction vehicles (FLNGV). FLNGVs are ships that carry liquefaction facilities. They offer a unique investment opportunity in a capital-intensive part of the midstream value chain and will be the focus of the third installment in this series.

THE LNG SHIPPING MARKET The first LNG trade agreement was between Algeria as supplier and the United Kingdom as buyer in the mid-1960s. There was a steady build of LNG shipping capacity from that point until around 2001, but between 2001 and today there has been a relative explosion in LNG shipping capacity. At the end of 2013, the global LNG fleet stood at 357 vessels, with another 108 conventional carriers already in order books. Along with the conventional LNG carriers (LNGC), we have also seen the construction of several larger Q-Flex and Q-Max sized carriers to transport LNG from Qatar, the largest supplier of LNG, to its buyers.

tadan 2001’e kadar LNG gemicilik kapasitesinde istikrarl› bir geliflme vard› ama 2001 ve günümüz aras›nda LNG gemicili¤i kapasitesinde göreli bir patlama yafland›. 2013 sonunda küresel LNG filosu siparifli verilmifl olan di¤er 108 geleneksel tafl›y›c›yla 357 gemiydi. Geleneksel LNG tafl›y›c›lar›n›n (LNGC) yan› s›ra LNG’yi en büyük tedarikçisi Katar’dan al›c›lar›na tafl›mak için çok say›da daha büyük Q-Flex ve Q-Max tafl›y›c›lar›n›n yap›m›n› da gördük.

LNG shipping markets are not without growing pains; supply-demand imbalances can, and do, still occur with relative frequency. As a result, short-term charter rates of LNG ships have been very volatile in recent years. A typical charter rate in the mid-2000s was around US$50,000 per day, which fell to a low of almost US$22,000 per day in 2010 only to spike to a high of over US$150,000 per day in 2012. Rates have since fallen back down closer to historical norms.

LNG deniz tafl›mac›l›¤› pazarlar› sorunsuz say›lmaz; arz-talep dengesizlikleri göreceli bir s›kl›kla oluflabilir ve olufluyor. Sonuç olarak, son y›llarda LNG gemilerinin k›sa vadeli kiralama ücretleri son derece dengesizdi. 2000’li y›llar›n ortalar›nda tipik bir kiralama ücreti günlük 50,000 dolard› ve bu fiyat 2010 y›l›nda günlük 22,000 dolara kadar düflerken yaln›zca 2012’de günlük 150,000 dolar›n üstüne bir s›çrama gösterdi. O günden beri fiyatlar tarihsel normlara daha yak›n biçimde düflüyor.

In the coming decades, the anticipated growth in global LNG trade as a whole and the resulting scale of investment in midstream infrastructure are staggering. The deals will be between global conglomerates, commodity trading specialists, sovereign nations, and innovative start-ups. Billions will be spent to build land-based and floating liquefaction and regasification infrastructure, as well as billions more to build and update LNG carriers. &

Önümüzdeki on y›llarda bütün olarak küresel LNG ticaretinde beklenen büyüme ve bunun sonucunda ara kademe alt yap› yat›r›mlar› flafl›rt›c› geliflmelere gebe. ‹fllemler küresel holdingler, ürün emtia piyasas› uzmanlar›, egemen uluslar ve yenilikçi kurulufllar aras›nda gerçekleflecek. Karada ve yüzen s›v›laflt›rma ile yeniden gaza dönüfltürme altyap›s›na milyar dolarlar, LNG tafl›y›c›lar› infla etme ve güncellemeye ise daha da fazla milyarlar harcanacak. &

Source: The role of LNG in the global energy sector and shipping’s role in that market, August 2015, HFW (Hollman Fenwick Willan) Kaynak: LNG’nin küresel enerji sektöründeki rolü ve denizcili¤in bu pazardaki rolü, A¤ustos 2015, Hollman Fenwick Willan

MARINE&COMMERCE A⁄USTOS 2015

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STUDY // ‹NCELEME

Shangai

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MARINE&COMMERCE AUGUST 2015

STUDY // ‹NCELEME

DÜNYANIN EN YO⁄UN KONTEYNER L‹MANI

BUSIEST CONTAINER PORTS OF THE WORLD HAL‹S ÖZTÜRK

The Top 30 container ports in the world handled a combined volume of 371 million teu in 2014, corresponding to an annual increase of 5.3% over 2013 when the same ports reported total volumes was 352 million teu. The volume handled at these 30 ports account for over half of the total global container throughput which is estimated to have reached 700 million teu in 2015. Dünyan›n ilk 30 konteyner liman› %5.3’lük art›flla 2014 y›l›nda toplam 371 milyon teu elleçledi. Ayn› limanlar›n 2013 için kaydedilen hacimleri ise 352 milyon teu idi. Bu otuz liman›n toplam elleçleme rakam›, 2015 y›l›nda 700 milyon teu’ya ulaflmas› beklenen dünya toplam konteyner trafi¤inin yar›s›ndan fazlas›na karfl›l›k geliyor. he Top 30 container ports in the world were mainly composed of Asian ports. The exceptions were only 5 European, 2 American and 1 Middle Eastern ports. Chinese port Shangai led the list, followed by Singapore and then again Chinese ports Shenzhen, Hong Kong and Ningbo. The Top 10 list included 6 Chinese ports as well as Singapore, Busan, Dubai and Los Angeles/Long Beach, but no European port.

ünyan›n ilk 30 konteyner liman› genel olarak Asya limanlar›ndan olufluyor. ‹stisnalar sadece 5 Avrupa, 2 Amerika ve 1 Orta Do¤u liman›. Çin liman› Shangai liste bafl› iken onu Singapore ile yine Çin limanlar› Shenzhen, Hong Kong ve Ningbo izledi. ‹lk 10 listesinde ise hiç Avrupa liman› yokken 6 Çin liman›n›n yan› s›ra Singapore, Busan, Dubai and Los Angeles/Long Beach yer al›yordu.

According to the data of Alphaliner, Chinese ports (including Hong Kong), accounting for 11 of the Top 30 spots, handled nearly the half of combined volume of these ports and more than the quarter of total global container throughput, 178 million teu in 2014.

Alphaliner’›n verilerine göre; Çin limanlar› ilk 30 içinde Hong Kong dahil olmak üzere 11 ve 2014 y›l›nda birleflik elleçledikleri 178 milyon teu konteyner, bu 30 liman toplam›n›n yaklafl›k olarak yar›s› ve dünya toplam›n›n çeyre¤inden fazlas›.

European ports were included as 5 spots (Rotterdam, Hamburg, Antwerp, Bremerhaven and Algeciras) which handled 41.4 million teu in total and 11% of the Top 30.

Avrupa listede 5 limanla yer ald›; Rotterdam, Hamburg, Antwerp, Bremerhaven ile Algeciras ve bunlar ilk 30’un %11’ine karfl›l›k gelen toplam 41.4 milyon teu elleçlediler. 2 ABD liman› ise 2014 y›l›nda ilk 30’un %5.6’s› olan 20.9 milyon teu elleçledi. Listedeki MARINE&COMMERCE A⁄USTOS 2015

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STUDY // ‹NCELEME

30 BUSIEST CONTAINER PORT OF THE WORLD, THROUGHPUT MILLION TEU DÜNYANIN EN YO⁄UN 30 KONTEYNER L‹MANI ELLEÇLEME RAKAMLARI M‹LYON TEU Rank

Port

Country

2014

Share in 30

2013

Change rate

2013 Rank

S›ra

Liman

Ülke

2014

30’daki pay

2013

De¤iflim oran›

2013 S›ra

Shangai

China // Çin

35.29

9.52%

33.62

5.00%

Singapore // Singapur

33.87

9.13%

32.58

4.00%

Shenzhen

China // Çin

24.04

6.48%

23.28

3.30%

Hong Kong

China // Çin

22.23

6.00%

22.35

-0.60%

Ningbo

China // Çin

19.45

5.25%

17.35

12.10%

Busan

South Korea // Güney Kore

18.68

5.04%

17.69

5.60%

Qingdao

China // Çin

16.62

4.48%

15.52

7.10%

Guangzhou

China // Çin

16.62

4.48%

15.5

7.20%

Dubai

UAE // BAE

15.25

4.11%

13.64

11.80%

Los Angeles/Long Beach

USA // ABD

15.16

4.09%

14.6

3.80%

Tianjin

China // Çin

14.05

3.79%

13.01

8.00%

Rotterdam

Netherlands // Hollanda

12.3

3.32%

11.62

5.80%

Port Kelang

Malaysia // Malezya

10.95

2.95%

10.35

5.80%

Kaohsiung

Taiwan // Tayvan

10.56

2.85%

9.94

6.30%

Dalian

China // Çin

10.13

2.73%

10.02

1.10%

Hamburg

Germany // Almanya

9.78

2.64%

9.3

5.10%

Antwerp

Belgium // Belçika

8.98

2.42%

8.58

4.70%

Xiamen

China // Çin

8.57

2.31%

8.01

7.00%

Tanjung Pelepas

Malaysia // Malezya

8.52

2.30%

7.63

11.70%

Laem Chabang

Thailand // Tayland

6.58

1.77%

6.04

9.00%

Ho Chi Minh City/Cai Mep

Vietnam

6.29

1.70%

5.39

16.70%

Bremerhaven

Germany // Almanya

5.8

1.56%

5.83

-0.60%

New York/New Jersey

USA // ABD

5.77

1.56%

5.47

5.60%

Yingkou

China // Çin

5.77

1.56%

5.3

8.80%

Jakarta

Indonesia // Endonezya

5.69

1.53%

6.21

-8.40%

Lianyungang

China // Çin

5.01

1.35%

5.49

-8.80%

Colombo

Sri Lanka

4.91

1.32%

4.31

14.00%

Tokyo

Japan // Japonya

4.89

1.32%

4.86

0.60%

Algeciras

Spain // ‹spanya

4.55

1.23%

4.35

4.70%

Nhava Sheva

India // Hindistan

4.47

1.21%

4.12

8.50%

Total // Toplam

370.78

351.96 Source // Kaynak: Alphaliner

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MARINE&COMMERCE AUGUST 2015

STUDY // ‹NCELEME

Singapore

2 US ports handled 20.9 million teu in 2014 which was just 5.6% of the Top 30. The only port from the Middle East was Dubai at the 9th rank and its volume was 15.5 million teu which corresponded to a share of 4.1%.

VIETNAM PORTS MAKE BIG GAINS AS CHINA’S GROWTH SLOWS Amongst the main ports, the highest growth was chalked up by Vietnamese ports, with volumes at Ho Chi Minh City (HCMC) and its deep water gateway of Cai Mep growing by 16.7% to reach 6.39 million teu. The North Vietnamese port of Haiphong also recorded a 14.3% growth rate to reach 3.45 million teu.

tek Orta Do¤u liman› 9. s›radaki Dubai idi ve %4.1’e karfl›l›k gelen 15.5 milyon teu hacme sahipti.

V‹ETNAM L‹MANLARI BÜYÜK ‹VME KAZANIRKEN Ç‹N’‹N BÜYÜMÜSE YAVAfiLIYOR Ana limanlar içinde en çok büyümeyi Vietnam limanlar› kaydetti; Ho Chi Minh City (HCMC) ve onun derin suyolu Cai Mep %16.7 büyüdü ve 6.39 milyon teu’ya ulaflt›. Kuzey Vietnam liman› Haiphong da %14.3 büyüme oran› kaydetti ve 3.45 milyon teu elleçledi. HCMC terminallerinin ilk çeyrekte gözlenen %12.6 hacim art›fl›yla Vietnam’›n dikkat çekici büyümesinin 2015 y›l›nda da sürmesi bekleniyor. Di¤er en h›zl› büyüyen limanlar; %14.00 art›flla Sri Lanka Colombo, %12.10 ile Çin Ningbo, %11.80 ile BAE Dubai ve %11.70 ile Malezya Tanjung Pelepas idi. Çin limanlar› ilk 30 listesine a¤›rl›¤›n› koyarken %4.9’luk toplam büyüme oran› ile ana limanlar ortalamas›n›n gerisinde kald›lar. Bu Çin limanlar›ndaki büyüme 2013 y›l›ndaki %5.0’lik rakam›n çok az gerisinde kald›. 2014 büyüme oran› Çin limanlar› için kay›tlardaki ikinci en düflük y›ll›k büyüme oran› oldu.

Dubai

Busan

MARINE&COMMERCE A⁄USTOS 2015

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STUDY // ‹NCELEME

10 BUSIEST CONTAINER PORTS OF TURKEY IN 2014 THROUGHPUT MILLION TEU TÜRK‹YE’N‹N EN YO⁄UN 10 KONTEYNER L‹MANI 2014 ELLEÇLEME RAKAMLARI M‹LYON TEU Port Authority

Discharging

Cabotage

Total

Liman Baflkanl›¤›

Yükleme

Boflaltma

Kabotaj

Transit

Toplam

Ambarl›

1.72

1.73

0.21

0.75

3.45

Mersin

0.74

0.04

0.00

1.48

Kocaeli

0.45

0.46

0.04

0.00

0.90

Gemlik

0.35

0.36

0.10

0.00

0.71

‹zmir

0.32

0.37

0.04

0.00

0.68

Alia¤a

0.29

0.25

0.01

0.00

0.54

Antalya

0.09

0.10

0.01

0.00

0.19

‹skenderun

0.09

0.10

0.00

0.19

‹stanbul

0.06

0.07

0.02

0.00

0.13

Samsun

0.02

0.00

0.05

Total // Toplam

4.16

4.19

0.53

0.75

8.35

Source // Kaynak: Turkish Ministry of Transport, Maritime Affairs and Communication General Directorate of Merchant Marine // UDHB Deniz Ticareti Genel Müdürlü¤ü

Vietnam’s impressive growth is set to continue in 2015, with HCMC terminals recording a 12.6% increase in volumes handled in the first quarter of this year. The other fastest growing ports were Colombo, Sri Lanka with an increase of 14.00%, Ningbo, China 12.10%, Dubai, UAE 11.80%, and Tanjung Pelepas, Malaysia 11.70%. Although Chinese ports dominated the Top 30 list, their combined growth of 4.9% fell below the average of the main global ports. Growth at the key Chinese ports slowed slightly from the 5.0% recorded in 2013. The 2014 growth rate was the second lowest annual growth rate on record for Chinese ports. Four ports in the top 30 lost volume in 2014; Lianyungang, China with a decrease of 8.80%, Jakarta, Indonesia -8.40%, and Hong Kong, China as well as Bremerhaven, Germany at the same rate -0.60%.

AMBARLI IN TOP 50 Among the Turkish ports only Ambarli with a handling volume of 3.45 million teu was listed on the Top 50 container terminals of the world. According to the data of Turkish Ministry of Transport, Maritime Affairs and Communication (UDHB) General Directorate of Merchant Marine, Turkish ports’s throghput was 8.35 million teu in 2014 and Ambarli was the busiest. It was followed by Mersin and Kocaeli. When cities evaluated, the city of Istanbul was the busiest and top spot with a combined 3.58 million teu (Ambarl› plus Istanbul harbours), Mersin was the second and the third city was ‹zmir with a handling volume of 1.22 million teu (‹zmir plus Alia¤a harbours). &

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MARINE&COMMERCE AUGUST 2015

Hamburg

‹lk 30 listesindeki dört liman 2014 içinde hacim kayb› yaflad›; %8.80 düflüflle Çin Lianyungang, -%8.40 Endonezya Jakarta ve %0.60 ayn› oran›yla Çin Hong Kong ile Almanya Bremerhaven.

AMBARLI ‹LK 50 ‹Ç‹NDE 3.45 milyon teu elleçleme hacmiyle Türk limanlar› aras›nda sadece Ambarl› dünyan›n ilk 50 konteyner terminali listesine girdi. Ulaflt›rma, Denizcilik ve Haberleflme Bakanl›¤› (UDHB) Deniz Ticareti Genel Müdürlü¤ü verilerine göre; 2014 y›l›nda Türk limanlar›nda 8.35 milyon teu konteyner elleçlendi ve Ambarl› en yo¤unu idi. Onu Mersin ve Kocaeli izledi. fiehirler biçiminde de¤erlendirme yap›ld›¤›nda ise 3.58 milyon teu ile ‹stanbul flehri (Ambarl› art› ‹stanbul Liman Baflkanl›klar›) öncü idi. Mersin ikinci ve 1.22 milyon teu elleçleme hacmiyle ‹zmir üçüncü flehirdi (‹zmir art› Alia¤a Liman Baflkanl›klar›). &

SHIPBUILDING // GEM‹ ‹NfiA

TERSAN: A NORTH EUROPE EXPERT B‹R KUZEY AVRUPA UZMANI HAL‹S ÖZTÜRK

Tersan attracted the attention of the industry with the orders it received successively from North Europe known as the most difficult market to enter during the most challenging years of shipbuilding industry. Tersan was so successful that they both announced to the world the name of the Turkish shipyards in the field of offshore shipbuilding and they took place among the giant industrial enterprises dominating the Turkish economy. We talked about the present condition of the market and ongoing projects with Tersan Shipyard’s Business Development Manager fiakir Erdo¤an. Türkiye gemi infla sanayinin en zorlu y›llar›nda girilmesi en zor pazarlar aras›nda gösterilen Kuzey Avrupa’dan ard› ard›na ald›¤› ifllerle dikkatleri üzerine çekti Tersan. O denli baflar›l› oldular ki hem offshore gemileri yap›m›nda Türk tersanecili¤inin ad›n› dünyaya duyurdular hem de Türkiye ekonomisine yön veren dev sanayi kurulufllar› aras›nda yer ald›lar. Tersan Tersanesi ‹fl Gelifltirme Müdürü fiakir Erdo¤an ile piyasan›n durumu ve yap›m› süren projeler hakk›nda konufltuk. s Tersan shipyard, you are putting your signature under very important projects. You have made a good way especially related with the offshore projects. However, there is a serious shrinkage in offshore market in parallel with the decline of oil prices. We would like to learn your considerations related with this issue.

It may be seen a little exaggerated to say that we are carrying the flag of offshore market in Turkey as Tersan but we can say that we are in the leading position since we have accomplished the first turnkey projects and now building another large turnkey offshore vessel presently. The ship currently under construction and to be delivered in 2016 is a 130 meters long Subsea IMR & Construction Vessel with 300 tons crane capacity and it is one of the advanced level vessels of the industry. We thought that we would increase the share we receive from the market especially with the delivery of this large offshore vessel. However, the situation is a little ambiguous for now… Albeit there is no delay request in customer’s side related with this ship and our delivery target is the same, namely nothing is changed. After all, the ship is so well equipped that both our customer and we believe that it would easily find job even under these market conditions.

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MARINE&COMMERCE AUGUST 2015

ersan Tersanesi olarak çok güzel projelere imza at›yorsunuz, özellikle offshore projeleriyle ilgili güzel yol ald›n›z. Ne var ki petrol fiyatlar›ndaki düflüfle paralel offshore piyasas›nda da ciddi bir daralma söz konusu. Bu konudaki düflüncelerinizi ö¤renebilir miyiz?

Tersan olarak offshore piyasas›n›n Türkiye’deki bayra¤›n› tafl›yoruz desek belki biraz abart›l› bulunabilir ama ilk anahtar teslim projeleri baflar›yla tamamlam›fl ve flu anda da büyük bir offshore gemisini yine anahtar teslim infla ediyor oluflumuz bak›m›ndan önde gidiyoruz diyebiliriz. fiu anda inflas› devam eden ve 2016 bafl›nda teslim edece¤imiz 130 metrelik ikmal destek gemisi (Subsea IMR & Construction Vessel), 300 ton vinç kapasitesine sahip ve piyasan›n ileri seviye gemilerinden biri. Özellikle bu büyük offshore gemisinin teslimat›yla birlikte pazardan ald›¤›m›z pay› art›raca¤›m›z› düflünüyorduk. fiimdilik biraz belirsiz bir durum söz konusu... Gerçi bu gemiyle ilgili olarak müflteri taraf›nda bir erteleme söz konusu de¤il, bizim teslim hedefimiz de ayn›, yani de¤iflen bir durum yok. Zaten gemi o kadar donan›ml› ki müflterimiz de biz de bu piyasa koflullar›nda dahi çok rahat ifl bulabilece¤ine inan›yoruz.

SHIPBUILDING // GEM‹ ‹NfiA

What are the specifications that make this vessel exclusive?

Bu gemiyi ayr›cal›kl› k›lan özellikleri neler?

As I said, it is 130 meters long with 300 tons gear and living quarters for 120 people and its most important distinguishing feature is its high Ice-Class notation. Therefore, it can easily find job among the restricted number of vessels that can operate in the Arctic Ocean. The ship has three propellers at the stern and four at bow side; and two of the propellers both at bow and at stern can rotate 360 degrees. That is to say, even if any of the propellers at the stern and bow becomes inoperative for any reason, its cruise continues since it can still fulfill the DP (dynamic positioning) notation. In addition, it has de-icing feature; all the decks, rails are equipped with heat cables. It can operate approximately 90 days on ice in terms of fuel tanks.

Belirtti¤im gibi boyu 130 metre, 120 kiflilik yaflam mahalli, 300 tonluk vinci var ve onu di¤er gemilerden ay›ran en önemli özelli¤i yüksek Ice-Class notasyonu. Dolay›s›yla Kuzey Buz Denizi’nde çal›flabilecek k›s›tl› gemi adedi aras›nda kolayca ifl bulabilir. Geminin k›ç tarafta üç pervanesi var, bafl tarafta ise dört tane; hem k›çtaki hem bafltaki pervanelerin ikifler tanesi 360 derece dönebiliyor. Yani k›çta ya da baflta herhangi bir pervane herhangi bir nedenle çal›flmaz hale gelse bile gemi seferden düflmüyor, çünkü hala DP (dinamik konumland›rma) notasyonunu yerine getirebiliyor. Ayr›ca de-ice (buz çözme) özelli¤i var; bütün güverteler, vardavelalar ›s› kablolar›yla donat›lm›fl durumda. Yak›t tanklar› itibariyle de buzda yaklafl›k 90 gün çal›flabilir.

This means that such a ship will considerably enhance Tersan’s recognition in this sector…

Böyle bir gemi Tersan’›n bu piyasadaki tan›n›rl›¤›n› da önemli ölçüde art›racak yani...

Shipowner thinks that he can find job for this ship by giving appropriate charter rates since we are able to build it with a more economical price compared to prices in Norway; we share his opinion and looking forward for its delivery. Delivery of such a ship from Turkey would of course create an impact in the market. We anticipate an increase in orders placed for us even if the offshore support vessel market is shrinking and we believe that we will receive a greater share from the market. However, total six offshore vessel contracts have been signed in Norway

Ayn› geminin Norveç’teki infla fiyat›ndan daha ekonomik yapabildi¤imiz için, armatör daha uygun koflullarda kiralama ücreti sunarak bu gemiye ifl bulabilece¤ini düflünüyor, biz de buna kat›l›yoruz ve geminin teslimat›n› heyecanla bekliyoruz. Türkiye’den böyle bir geminin teslim edilmifl olmas› mutlaka piyasada yank› bulacakt›r. Offshore destek gemileri piyasas› daralm›fl olsa dahi bize olan siparifllerde art›fl bekliyoruz ve böylece de daralan markette daha fazla pay alaca¤›m›z› düflünü-yoruz. Ne var ki Temmuz ay›na kadar Norveç’te toplam alt› adet offshore gemisi kontrat›

Launching ceremony of factory trawler vessel Leinebris // Leinebris bal›k fabrika gemisinin inifl töreni Mehmet Gazio¤lu - Tersan Shipyard General Manager // Genel Müdürü, Age Uran - Leinebris AS Partner // Firma orta¤›, Paul Harald Leinebo - Leinebris AS Partner // Firma orta¤›, Osman Nurettin Paksu - Tersan Chairman // Yönetim Kurulu Baflkan›, fiakir Erdo¤an - Tersan Business Development Manager // ‹fl Gelifltirme Müdürü

MARINE&COMMERCE A⁄USTOS 2015

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until July; this number is very low compared to previous years. In any case, forecasted recovery will be in 2018. For this reason, the orders should begin to be given in 2017. We are not pessimistic especially for the next and following years. Can you introduce the Norwegian owner of the vessel? The ship owner is Volstad Shipping for whom we build a factory trawler vessel previously. They were pleased with the performance of that ship and they returned with this large order after six months. Majority of offshore vessel owners in Norway are with trawling origin. Generally, they enter into offshore industry after expanding their trawler fleets. Volstad also started with fishing two generations before and they are doing offshore business without quitting fishing. They have five offshore and one fishing vessels. What do you think about working with Norwegians, can you say that it is pleasing? Norwegians dote on their ships since they regard it as their car or a member of the family. Every country’s culture is different from each other but Norwegian culture complies with our culture because they have a slight amateur trait like us. They don’t stand on ceremony. Even the owners of the ships, board chairs of small medium businesses do not abstain from inspecting the tanks by entering into the vessels. And we like this behavior of them. We prefer them instead of the ones we will correspond through lawyers. For we too work with this spirit; agreements that you solve the petty problems by shaking hands with the owner of company are always more pleasant even if you are highly institutionalized, professionalized.

imzalanabildi; bu say› önceki senelere nazaran çok çok düflük. Zaten toparlanman›n 2018’de gerçekleflmesi bekleniyor. Bu yüzden de siparifllerin 2017’da verilmeye bafllanmas› laz›m. Özellikle seneye ve ondan sonraki seneler için çok da kötümser de¤iliz. Geminin Norveçli armatörünü tan›t›r m›s›n›z? Kendilerine daha önce bir tane bal›kç› fabrika gemisi infla etti¤imiz Volstad Shipping. O geminin performans›ndan memnun kald›lar ve alt› ay sonra bize bu büyük sipariflle geri döndüler. Zaten Norveç’teki offshore armatörlerinin büyük k›sm› bal›kç›l›ktan gelme. Bal›kç›l›k filolar›n› genifllettikten sonra offshore’a ad›m at›yorlar genel olarak. Volstad da iki nesil öncesinde bal›kç›l›ktan bafllam›fl ve bal›kç›l›ktan kopmadan offshore ifli de yap›yorlar. Befl offshore, bir tane de bal›kç› gemisi var.

Do your negotiations for newbuilding proceed despite the current situation of the market?

Norveçlilerle çal›flmay› nas›l de¤erlendiriyorsunuz, keyifli diyebilir misiniz?

We have customers requesting a large number of proposal for large factory trawler vessels and limited number for offshore support vessels. However, for example, two of the bids we placed this year for offshore support vessels preferred to buy nearly the same but 4-5 years old second-hand ships. Since there is more than 30% decrease in second-hand prices, it is more affordable for them.

Norveçliler gemilerine otomobilleri ya da ailenin bir ferdi gibi bakt›klar› için üzerlerine titrerler. Her ülkenin kültürü farkl› ama Norveç kültürü bizimle biraz uyufluyor, çünkü t›pk› bizim gibi hafif bir amatör yanlar› da var. Çok resmi davranm›yorlar. Geminin sahibi, küçük-orta ölçekli firmalar›n yönetim kurulu baflkanlar› dahi geminin içine girip tanklar› denetlemekten imtina etmiyor. Bizim de bu tav›rlar› hoflumuza gidiyor. Avukatlar kanal›yla yaz›flmalar yapaca¤›m›z bir firmadansa böylesini tercih ediyoruz. Çünkü biz de bu ruhla çal›fl›yoruz; ne kadar kurumsallaflsan›z, profesyonelleflseniz de ufak sorunlar› karfl›n›za firma sahibini al›p tokalaflarak halletti¤iniz anlaflmalar her zaman daha keyifli oluyor.

In the past years many ships were built for spot market also not only because there were charter party for five or ten years; charter parties were really appetizing the ship owners. All of them were able to find job for good prices. Of course, this is beside the point now! A few offshore companies passed into other hands already and I think a few more companies will meet the same fate and/or collapse before the beginning of upward trend in the market. How do you position yourself as a shipyard when you evaluate offshore vessels; and can you say that you can build all kinds of ships? We have a quite big slipway; 200 meters to 56 meters. Second alternative is our method of launching which is sliding to dock. Our dock is 29 meters wide and its lifting capacity is 9 thousand

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Piyasan›n bu durumuna karfl›n yeni infla için görüflmeleriniz sürüyor mu? Büyük boyutlu bal›k fabrikas› gemileri için çok, offshore destek gemileri içinse s›n›rl› say›da teklif istey-n müflterilerimiz oluyor. Ama örne¤in bu sene içinde verdi¤imiz offshore destek gemisi inflas› tekliflerden iki tanesi, hemen hemen ayn› özellikte fakat 4-5 yafl›ndaki gemileri ikinci el almay› tercih etti. Fiyatlar› daha uygun geliyor onlara çünkü ikinci elde yüzde 30’dan fazla düflüfl var.

SHIPBUILDING // GEM‹ ‹NfiA

Sadece befl on y›ll›k kira sözleflmesi var diye de¤il spot markete de çok gemi yap›lm›flt› zaman›nda çünkü kira sözleflmeleri gerçekten ifltah›n› aç›yordu armatörlerin. Hepsi de iyi rakamlarla ifl bulabiliyordu. Tabii art›k söz konusu de¤il! Birkaç offshore firmas› daha flimdiden el de¤ifltirdi. San›r›m piyasa yükselifle geçmeden önce birkaç firma daha el de¤ifltirecektir ve/veya birkaç› da çökecek. Offshore gemilerini de¤erlendirdi¤iniz zaman tersane olarak kendinizi nas›l konumland›r›yorsunuz ve her tür gemiyi yapar›z diyor musunuz?

tons. Our crane can lift 550 tons and I think it is still the largest crane of Turkey. Therefore, it seems like we don’t have limitation in terms of capacity. When it comes to structure; both specially Tersan and generally all the shipyards in Turkey are already very flexible. We can immediately transform ourselves according to the type of the ship. What we have to do is a very perfect planning in order to deliver in due time and within the determined budget. We believe that we can accomplish every project when we make this planning. Our most important ground in this rhetoric is the broad experience which our customers convey us generously as they see our sincerity. Of course, cruise vessels are more special but we don’t have any restrictions for other ship types. Please tell us about your ongoing projects and the projects you lay stress on for the future? We have the above-mentioned large offshore supply support vessel. A multi-purpose platform support vessel for an American company is under construction. We are building a stainless tanker for a German owner. We had delivered three ships to them and this is the forth one ordered subsequently. Last week we delivered a live fish carrier to Faroe Islands. We have four fabric fishing ships (trawler), one longliner fishing vessel whose construction is continuing. We are proceeding with these projects for now. Still there are many requests for proposal but not much move. But we believe that we shall easily overcome this as Turkey. Are there occasions where you descend into desperation? Look, we are doing a hard job. Everyday 2,000 people enter from this door and you descend into desperation unavoidably if you cannot employ even one of your friends on the next day. In fact, this sense of responsibility keeps us on our feet. For that reason, any fluctuation in our orderbook makes us a little hesitant. We are obliged to keep pace with the decline of prices in the market. We are receiving our jobs and making our deliveries in a way necessitated by existing conditions since we cannot control the market. We are trying to push the pessimism into the background. &

Oldukça büyük bir k›za¤›m›z var, 200 metreye 56 metre. ‹kinci alternatif denize inifl metodumuz, havuza kayd›rma. Havuzumuzun geniflli¤i 29 metre, kald›rma kapasitesi 9 bin ton. Vincimiz 550 ton kald›r›yor, hala Türkiye’deki en büyük vinç san›r›m. Dolay›s›yla kapasite olarak bir s›n›r›m›z yok gözüküyor. Yap› olarak da hem Tersan özelinde hem Türkiye genelindeki di¤er tersaneler zaten çok esnektir. Geminin tipine göre kendimizi hemen dönüfltürebiliriz. Yapman›z gereken fley, zaman›nda ve bütçenizin içinde teslim edebilmek için çok iyi bir planlamad›r. Bunu yapt›ktan sonra önümüzde yapamayaca¤›m›z herhangi bir proje yok diye düflünüyoruz. Tabii bu söylemde en büyük dayana¤›m›z müflterilerimizin samimiyetimizi gözlemledikçe bize cömertçe aktard›klar› engin tecrübeleri. Elbette kurivaziyer gemiler biraz daha özel gemiler ama di¤erleri için bir s›n›rlamam›z yok. Halen devam eden projeleriniz neler ve önümüzdeki günlere yönelik olarak özellikle hangi projelerin üzerinde duruyorsunuz? Biraz önce anlatt›¤›m büyük offshore ikmal destek gemimiz var. Amerikan bir firma için infla etti¤imiz çok amaçl› bir platform destek gemisi var. Bir Alman armatör için paslanmaz tanker infla ediyoruz. Onlara üç tane gemi teslim etmifltik, bu dördüncü ve sonradan gelen bir siparifl oldu. Geçen hafta Faroe Adalar›’na bir canl› bal›k tafl›ma gemisi teslim ettik. ‹nflas› süren dört tane fabrika bal›kç› gemisi (trawler) bir tane de longliner bal›kç› gemisi var. fiimdilik bu projelerle devam ediyoruz. Yine birçok teklif talebi geliyor ama pek hareket yok. Ancak Türkiye olarak bunu da rahatça atlataca¤›m›z› düflünüyoruz. Hiç karamsarl›¤a kap›ld›¤›n›z oluyor mu? Bak›n biz gerçekten zor bir ifl yap›yoruz. Burada her gün 2,000 kifli kap›dan giriyor, ertesi gün arkadafllar›n›zdan bir tanesine dahi ifl veremezseniz ister istemez karamsarl›¤a kap›l›yorsunuz. Bu sorumluluk bilinci bizi ayakta tutuyor asl›nda. Bu nedenle siparifl defterimizdeki herhangi bir dalgalanma bizi biraz tereddütte b›rak›yor. Piyasada fiyatlar›n biraz düflüyor olmas›na biz de ayak uydurmak durumunday›z. Piyasay› kontrol edemeyece¤imize göre en az›ndan ayak uydurup bu koflullar›n gerektirdi¤i flekilde ifllerimizi al›p teslimat›m›z› da yap›yoruz. Karamsarl›¤› geri plana itmeye çal›fl›yoruz. & MARINE&COMMERCE A⁄USTOS 2015

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Tersan Delivers F/V Leibnebris Tersan F/V Leibnebris’i Teslim Etti ersan Shipyard delivered the fishing vessel F/V Leibnebris it built for Norwegian company Leinebris AS on August 22, 2015. The contract of the vessel, which Tersan announced that it is completed on scheduled time and envisaged budget, was signed on August 29, 2013. 58 meters long, 13.40 meters wide ship is designed by Skipsteknik as a new generation ST-156L type with longliner/gillnetter features. 2,405 tons new design vessel was built under the supervision of DNV GL and Norwegian Flag Authority. F/V Leibnebris has two 1,370 kW Yanmar

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Diesel main engines and Siemens electrical propulsion system. Its fishing net equipment suitable for trawling in deep seas is installed on the bottom center.

MARINE&COMMERCE AUGUST 2015

ersan Tersanesi, Norveç firmas› Leinebris AS için infla etti¤i F/V Leibnebris isimli bal›kç› gemisini 22 A¤ustos 2015 tarihinde teslim etti. Tersan’›n planlanan zamanda ve

öngörülen bütçeyle tamamland›¤›n› aç›klad›¤› geminin sözleflmesi 29 A¤ustos 2013’te imzalanm›flt›. 58 metre uzunlu¤unda, 13.40 metre geniflli¤indeki gemi Skipsteknik taraf›ndan, yeni kuflak bir ST-156L tipi olarak longliner/gillnetter niteliklerine sahip tasarland›. 2,405 tonluk yeni tasar›m gemi DNV GL ile Norveç Bayrak Otoritesi’nin denetiminde infla edildi. F/V Leibnebris’in iki adet 1,370 kW Yanmar Dizel ana makinesi ve Siemens marka elektrikli sevk sistemi bulunuyor. Derin denizlerde avlanmaya uygun a¤ ekipman› ise karina merkezine yerlefltirildi.

TECHNOLOGY // TEKNOLOJ‹

SIMULATING MARINE COLLISIONS FOR A SAFER FUTURE DAHA GÜVENL‹ B‹R GELECEK ‹Ç‹N DEN‹Z KAZALARINI S‹MÜLE ETMEK PAUL MORTER

Collisions at sea have always been a major risk for seafarers and while the exact numbers of incidents that take place across the globe each year are hard to quantify, the number is significant. The Marine Accident Investigation Branch (MAIB) reports on average six collisions between merchant vessels in British waters every year and for every collision reported to the appropriate authorities there will be many more near-misses that go unreported. Denizdeki çat›flma olaylar› denizciler için her zaman büyük bir risk. Dünya genelinde her y›l gerçekleflen kazalar›n kesin say›s›n› bilmek zor olsa da bunun önemli bir say› oldu¤u tart›flmas›z. Deniz Kazas› Araflt›rma fiubesi (MAIB) her y›l ‹ngiltere sular›nda ticari gemiler aras›nda ortalama alt› çarp›flma bildiriyor; bildirilen her çarp›flmaya karfl›l›k çok say›da bildirilmeyen ucuz atlat›lm›fl kazalar da söz konusu. espite widespread adoption of the International Regulations for Preventing Collisions at Sea 1972 (Colregs), the implementation of vessel traffic services (VTS) and traffic separation schemes in busy seaways major collisions still take place. There is no excuse for this in an age of highly sophisticated electronic navigational aids. Whether the cause is poor lookout, poor decision making or poor manning levels, serious collisions have multiple effects. Too often crew or passengers are injured, or there is tragic loss of life. The cargo

Paul Morter

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enizde Çat›flmay› Önleme Uluslararas› Yönetmelik 1972’nin (Colregs) yayg›n biçimde benimsenmesine, yo¤un deniz trafi¤inde gemi trafik hizmetlerinin (VTS) ve trafik bölme planlar›n›n uygulanmas›na ra¤men hala büyük çarp›flmalar meydana geliyor. Fazlas›yla geliflmifl elektronik navigasyon yard›mlar›n›n oldu¤u bir ça¤da bunun özrü yok. Nedeni ister yetersiz bak›fl aç›s›, yetersiz karar verme ya da yetersiz mürettebat seviyesi olsun ciddi çarp›flmalar›n çoklu etkileri var. S›kl›kla mürettebat ya da yolcular yaralan›yor, hatta trajik ölümler yaflan›yor. Gemide tafl›nan kargo zarar görebiliyor ve maddi kay›ptan daha zarar verici biçimde s›kl›kla al›c› ile sat›c› aras›ndaki ticari iliflkilerin ciddi biçimde bozulmas›na yol açabiliyor. Petrol ya da di¤er zararl› maddeler denize döküldü¤ünde bu yaln›zca denizlerin fauna ve floras›na de¤il k›y› fleridine de zarar vererek yaflamlar›n› denizden ya da sahilden kazananlar› ve çevreyi ciddi bir biçimde etkileyebiliyor. Ard›ndan ma¤dur üçüncü taraflarla tart›flmalar›n yan› s›ra pahal› temizleme operasyonlar› gelebiliyor. Son olarak, çarp›flma armatör ya da kirac›y› ve ilgili tekne ile makine sigortac›lar›n› da ciddi biçimde etkileyebiliyor. Yaln›zca olas› kurtarma ve onar›m maliyetinden de¤il zaman kayb›ndan da büyük mali zararlar do¤abiliyor.

Eski bir söz, her öykünün iki yan› oldu¤unu söyler ki bir deniz kazas› soruflturmas›nda bu tümüyle do¤rudur. Karadan uzakta bir çarp›flma durumunda tek tan›k, kaza s›ras›nda nöbette olan mü-

TECHNOLOGY // TEKNOLOJ‹

carried on board may become damaged, often causing serious disruption to commercial relations between seller and buyer, which can be more damaging than the pure material loss. If oil or other harmful substances are accidentally spilled, the environment may become seriously affected, harming not only the aquatic fauna and flora, but too often also the coastline, affecting those who earn their living from the sea or the coast. Expensive clean-up operations may follow as well as disputes with aggrieved third-parties. Finally, the ship-owner or charterer and the relevant H&M insurers can be seriously affected by a collision. Huge financial losses may result not only from the cost of possible salvage and repairs, but also from the loss of time. The old saying goes that there are two sides to every story, and in marine casualty investigation that’s never truer. In a situation where there has been a collision far from land, the only witnesses will be the crew-members on watch at the time of the incident, and their accounts of the event will often be contradictory. While physical evidence such as the type and extent of damage sustained by either ship can help investigators form a conclusion, the final verdict is more likely to be formed from the balance of probabilities rather than specific hard evidence. In order to address this issue by utilising all the available data relating to the incident, BMT Argoss and BMT Surveys, subsidiaries of BMT Group Ltd, a leading international design, engineering and risk management consultancy, have partnered to use the Rembrandt ship manoeuvring simulator as part of the maritime casualty investigation process. Operating directly from S57 ENC chart data, Rembrandt is a highly accurate, capable and flexible alternative to Full Mission Bridge (FMB) marine simulators, allowing the user to load the parameters of any port. Rembrandt utilises high fidelity ship models that include over 750 parameters, ensuring that the user experiences identical ship to ship interaction, ship to bank interaction, squat and shallow water effects as the real ship would in the same conditions. Simulations can be replayed in video format with track plots and data information printed or saved electronically, providing an opportunity to analyse the trainees’ performance. Rembrandt has enhanced tidal current and wind settings to accommodate the unique features of a given port or shipping lane. It can also provide Client Server, a multi-user mode which enables multiple vessels to operate in a single operational scenario; each with independent human control, making it a powerful and effective training tool. BMT has deployed Rembrandt worldwide in over 125 projects working with an international client base of cruise, ferry, LNG, tanker, container and bulk carrier operators and port authorities. Utilising Rembrandt, the newly formed Collison Reconstruction and Simulation Team will be able to accurately reconstruct specific incidents involving collisions in order to identify the root cause and any lessons that can be learned. BMT’s team, which

rettebatt›r ve olaya iliflkin anlat›mlar› s›kl›kla çeliflkiler bar›nd›r›r. Gemilerden herhangi birinin u¤rad›¤› zarar›n türü ve boyutu gibi fiziksel kan›tlar araflt›rmac›lar›n bir sonuca varmas›na yard›mc› olurken son karar belli bir kesin delilden ziyade olas›l›klar dengesiyle oluflturulur. Kazayla ilgili mevcut tüm verilerden yararlanarak bu konuya çözüm getirmek amac›yla, önde gelen bir uluslararas› tasar›m, mühendislik ve risk yönetimi dan›flmanl›k flirketi olan BMT Group Ltd’nin yan kurulufllar› BMT Argoss ve BMT Surveys Rembrandt gemi manevra simülatörünü deniz kazas› araflt›rma sürecinin bir parças› olarak kullanmak için bir araya geldiler. Do¤rudan S57 ENC harita verisiyle çal›flan Rembrandt, kullan›c›n›n herhangi bir liman›n verilerini yüklemesine izin veren, Full Mission Bridge MARINE&COMMERCE A⁄USTOS 2015

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(FMB) deniz simülatörleri karfl›s›nda do¤rulu¤u yüksek, yetkin ve esnek bir alternatif. Rembrandt kullan›c›n›n gemiden gemiye etkileflimi, gemiden sahile etkileflimi, alçak ve s›¤ su etkilerini gerçek bir geminin ayn› flartlarda yaflayaca¤› gibi deneyimlemesini sa¤layan 750’den fazla parametre içeren yüksek duyarl›k gemi modellerinden yararlan›yor. Simülasyonlar›n bas›l› ya da elektronik formatta saklanm›fl veri bilgisi ve rota çizimiyle video format›nda yeniden oynat›labilmesi e¤itim görenlerin performanslar›n› analiz etme olana¤› sa¤l›yor.

includes experienced master mariners, chief engineers, navigation and hydrodynamic modellers and weather experts, has the essential skills, depth of maritime knowledge and crucial technology to reconstruct incidents using a visual format and readily understandable process. The simulation uses the actual shipboard Voyage Data Recorder (VDR) data, radar images and regional AIS information combined with high fidelity ship models, which can be remodelled to required parameters, to produce meaningful threedimensional simulations. Voice, radar and position data sets are automatically synchronised, together with environmental data and navigational circumstances, to present a complete and seamless reconstruction of events for in-depth analysis. Once an accurate simulation of events has been established, it can be viewed from multiple angles in order to consider the incident from each crews’ perspective. Control inputs to each vessel can also be calculated to assess at what point changes of course or speed took place. Combining the highly accurate simulation with the skilful analysis of marine experts, failings can be identified to create an unbiased appraisal of how and why an incident has occurred. The resulting incident reconstruction can be used to identify what happened not only for litigation purposes, but to help improve maritime safety. Once the root cause is determined the first steps towards future prevention can be implemented. This knowledge and also the liaison with the client can produce a range of “what if” scenarios that can be thoroughly investigated and evaluated to produce specific training needs, valuable lessons and operational policies and procedures. The technology can also be used as part of a ship operators QA procedures whereby random downloads of VDR data are input to Rembrandt for shore based review for compliance with company ISM navigation policy. The recreated visuals can then be used for deck officer training. These results can be implemented to create a cost effective and safe approach to assist in the prevention of marine collisions and casualties. This can help lead to the development of safety and promote pollution prevention which ultimately can support the industry from within. &

Simülatör belli bir liman ya da nakliye rotas›n›n kendine özgü özelliklerini uyarlamak için geliflmifl gelgit ak›nt›s› ve rüzgar ayarlar›na sahip. Ayr›ca çok say›da geminin tek bir operasyonel senaryoda çal›flmas›na olanak sa¤layan bir çoklu kullan›c› modu, ‹stemci Sunucusu da sa¤layabiliyor. Bunlar›n her birinin ba¤›ms›z biçimde kifliler taraf›ndan kontrol edilebilmesi onu etkin ve güçlü bir e¤itim arac› k›l›yor. BMT, Rembrandt’› kurvaziyer, feribot, LNG, tanker, konteyner ve dökme yük iflletmecileri ve liman yetkililerinden oluflan uluslararas› bir müflteri taban›nda çal›flan dünya genelinde 125’ten fazla projeye da¤›tt›. Simülasyon, anlaml› üç-boyutlu simülasyonlar oluflturmak için istenen parametrelere yeniden modellenebilen yüksek duyarl›kl› gemi modelleriyle birlikte gerçek gemi Seyir Veri Kayd› (VDR) verisi, radar imgeleri ve bölgesel AIS bilgisi kullan›yor. Derinlemesine analiz için olaylar›n eksiksiz ve kusursuz bir canland›rmas›n› sunmak üzere çevresel veri ve navigasyon flartlar›yla birlikte ses, radar ve konum veri setleri otomatik olarak senkronize ediliyor. Olaylar›n do¤ru simülasyonu bir kez oluflturuldu¤unda, kazay› her bir mürettebat›n aç›s›ndan de¤erlendirmek için çoklu aç›lardan izlenebiliyor. Yön ya da h›z de¤iflikliklerinin hangi noktada gerçekleflti¤ini belirlemek için her gemiye denetim girdileri de hesaplanabiliyor. Kazan›n neden ve nas›l olufltu¤unun tarafs›z bir de¤erlendirmesini oluflturmak için yüksek do¤rulukta simülasyon ve deniz uzmanlar›n›n ustaca analizleri birlefltirilerek hatalar tan›mlanabiliyor. Bunun sonucunda ortaya ç›kan kaza canland›rmas›, yaln›zca hukuki amaçlar için de¤il denizcilik güvenli¤ini gelifltirmeye yard›mc› olmak amac›yla da ne olup bitti¤ini belirlemede kullan›labiliyor. Temel neden belirlendi¤inde de bunu önlemeye yönelik ilk ad›mlar at›labiliyor. Bu bilginin ve müflteriyle iletiflimin sonucunda özel e¤itim gereksinimleri, dersler ve iflletme politika ve yordamlar› oluflturmak için etrafl›ca araflt›r›labilen ve de¤erlendirilebilen bir dizi “olursa ne olur” senaryolar› üretilebiliyor. Teknoloji, flirketin ISM navigasyon politikas›na uyumun k›y›dan de¤erlendirilmesi için rasgele indirilen VDR verisinin Rembrandt’a yüklendi¤i gemi operatörü Soru/Yan›t prosedürlerinin bir parças› olarak da kullan›labiliyor. Bu sayede yeniden oluflturulmufl görseller güverte subay› e¤itiminde ifle yar›yor. Bütün bu sonuçlar denizde çat›flmalar›n ve kazalar›n engellenmesine yard›mc› olacak uygun maliyetli ve güvenli bir yaklafl›m oluflturma hedefli. Bu da nihai olarak sektörü içeriden destekleyebilecek güvenlik geliflimine yard›mc› olabilir ve kirlili¤i önlemeyi teflvik edebilir. &

Business Line Manager at BMT Argoss

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EXHIBITION // SERG‹

NEVA 2015 OPENS THE DOORS OF RUSSIAN MARITIME RUS DEN‹ZC‹L‹⁄‹N‹N KAPILARINI AÇIYOR

Neva 2015 International Maritime Exhibition and Conferences is going to be held in the famous St. Petersburg city of Russia on 22-25 September 2015 for the 13th time and it is celebrating its 25th anniversary. Rusya’n›n ünlü St. Petersburg flehrinde 22-25 Eylül 2015 tarihlerinde yap›lacak olan Neva 2015 Uluslararas› Denizcilik Fuar› ve Konferans› 13. kez düzenleniyor ve bu y›l 25. yafl›n› kutluyor.

arine&commerce will also take it place in Neva 2015 where Turkish Ship and Yacht Exporters Association and 18 Turkish companies are attending. Visitors of the exhibition and maritime world will find the chance of meeting with 450 maritime companies majority of which is from Europe, besides the Russian, Chinese and Polish companies. Turkish Ship and Yacht Exporters Association will constitute a Turkey pavilion together with 10 Turkish companies at the pavilion 10 of the Hall 2. Declaration of the Association gives below information related with this issue: “Turkish national participation as a pavilion at the Neva 2015 which is known as one of the most important maritime exhibitions in the world, was carried into effect under the auspices of the Turkish Ship and Yacht Exporters Association, with the consept of “Turkey: Discover The Potential”. The history of ship building in Anatolia dates back to 1200s. During Ottoman period, the industry reached at a worldwide size. Following foundation of the Republic, shipyards were given special importance. At the beginning, they were mostly located around the Bosphorus and Haliç (the Golden Horn), later on they moved to Tuzla, Yalova and other coasts. Turkey, surrounded by seas on three sides, is a natural bridge between Asia and Europe. It has borders to the Black Sea, the Mediterranean, the Aegean and the Sea of Marmara. The growth of world trade, high freight rates and renewal of merchant fleets in accordance with international rules are effective in the development of the sea transport and shipbuilding industry. As a result of Turkey’s geographical location and global developments, Turkey’s shipbuilding industry has been boosted.

Traditional shipbuilding skills combined with modern techniques and education have enabled Turkish shipbuilding industry to

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MARINE&COMMERCE AUGUST 2015

arine&commerce, Türkiye Gemi ve Yat ‹hracatç›lar› Birli¤i ile 18 Türk firman›n da kat›ld›¤› Neva 2015 fuar›nda yerini al›yor. Fuarda Rus, Çin ve Polonyal› firmalar baflta olmak üzere ço¤unlu¤u Avrupa’dan yaklafl›k 450 denizcilik firmas›yla buluflma f›rsat› yarat›lacak. Türkiye Gemi ve Yat ‹hracatç›lar› Birli¤i 2. Salon 10 numaral› pavyonda 10 Türk firmas›yla bir arada Türkiye pavyonu oluflturacak. Birlikten yap›lan aç›klamada bu konuda flöyle denildi: “Dünyan›n en önemli denizcilik fuarlar›ndan biri olarak bilinen Neva 2015’e bir pavyon olarak Türkiye’nin ulusal kat›l›m›, “Türkiye: Potansiyeli Keflfedin” konseptiyle Türkiye Gemi ve Yat ‹hracatç›lar› Birli¤inin himayesinde hayata geçirildi. Anadolu’da gemi infla tarihi 1200’lü y›llara kadar uzan›yor. Sektör Osmanl› döneminde dünya çap›nda boyuta ulaflt›. Cumhuriyetin kurulmas›ndan sonra tersanelere özel önem verildi. Bafllang›çta ço¤unlukla Bo¤az ve Haliç civar›ndayd›lar, sonras›nda ise Tuzla, Yalova ve di¤er k›y›lara tafl›nd›lar. Üç taraf›ndan sularla çevrili olan Türkiye, Asya ve Avrupa aras›nda do¤al bir köprüdür. Karadeniz, Akdeniz, Ege ve Marmara denizine k›y›lar› vard›r. Dünya ticaretinin büyümesi, uluslararas› kurallara uygun olarak ticari filolar›n yenilenmesi ve yüksek navlun bedelleri denizcilik ve gemi infla sektörünün gelifliminde etkili olmufltur. Türkiye’nin co¤rafi konumunun ve küresel

EXHIBITION // SERG‹

develop into an internationally known trademark since early 1990s. Turkey is a growing force within the international maritime sector. Turkish shipbuilding industry has modern, technologically developed and certified shipyards, together with a well experienced work force. The industry has rapidly achieved significant development in a short period of time. In 2000s, Turkey improved its shipbuilding industry rapidly and became the fifth largest shipbuilding country in the world, as of number of vessels. The types and tonnage capacities of these Turkish and foreign flag ships built in Turkey vary: petrol tankers, chemical tankers, fishing boats, container ships, bulk carriers, sailing boats, general cargo ships, intervention crafts, coast guard and speed boats, multi and special purpose ships, military vessels, servicing tankers, bunker barges, tugboats, mega yachts and other types of sailing and motor boats as well as different size and types of special purpose ships such as offshore supply vessels and power ships up to 200MW. Ships and other floating vehicles produced in Turkey are manufactured at the highest quality and in accordance with international standards.

geliflmelerin bir sonucu olarak Türk gemi infla sektörü s›çrama yapm›flt›r. Ça¤dafl teknolojiler ve e¤itimle birleflen geleneksel gemi infla yetenekleri Türk gemi infla sektörünün 1990’lar›n bafl›ndan bu yana uluslararas› tan›n›rl›¤› olan bir marka olarak geliflmesini sa¤lad›. Türkiye, uluslararas› denizcilik sektöründe büyüyen bir güçtür. Türk gemi infla sanayisi ça¤dafl, teknolojik olarak geliflmifl ve lisansl› tersanelerle birlikte çok deneyimli ifl gücüne sahiptir. Sektör, k›sa bir zaman diliminde h›zla önemli bir geliflme sa¤lad›. 2000’li y›llarda Türkiye gemi infla sektörünü h›zla gelifltirdi ve gemi say›s› itibar›yla dünyan›n beflinci büyük gemi infla ülkesi haline geldi. Türkiye’de infla edilen Türk ve yabanc› bayrakl› gemilerin tip ve tonajlar› genifl bir yelpazede de¤ifliyor: Petrol tankerleri, kimyasal tankerleri, bal›kç› tekneleri, konteyner gemileri, dökme yük tafl›y›c›lar›, yelkenliler, genel yük gemileri, müdahale gemileri, sahil güvenlik ve sürat botlar›, çoklu ve özel amaçl› gemiler, askeri gemiler, hizmet tankerleri, yak›t tankerleri, römorkörler, mega yatlar ve di¤er türden yelkenli ve motorlu teknelerin yan› s›ra offshore destek gemileri ve 200MW’a kadar enerji gemileri gibi.

As a growing nation with strong economy and established rules and regulation adopted from European system, Turkish shipbuilding offers the best tailor made solutions for ship owners throughout the world.

Türkiye’de üretilen bu gemilerin ve di¤er yüzen araçlar›n tip ve tonajlar› en yüksek kalitede ve uluslararas› standartlara uygun olarak gerçeklefltiriliyor. Güçlü ekonomisi, Avrupa sisteminden uyarlanm›fl yerleflik kurallar› ve yönetmelikleriyle geliflmekte olan bir ulus olarak Türk gemi infla sanayi, dünyan›n her yerindeki gemi sahipleri için en iyi kifliye özel çözümleri sunuyor.

As being Turkish Ship and Yacht Exporters Association, we organize Turkish National Pavilions in world’s leading maritime exhibitions like SMM Hamburg, Posidonia Greece, Norshipping Oslo and now NEVA St. Petersburg.” &

Türk Gemi ve Yat ‹hracatç›lar› Birli¤i olarak SMM Hamburg, Posidonia Atina, Norshipping Oslo ve flimdi de NEVA St. Petersburg gibi dünyan›n önde gelen denizcilik fuarlar›nda Türk Ulusal Pavyonlar› organize ediyoruz.” & MARINE&COMMERCE A⁄USTOS 2015

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CONVERSATION // SÖYLEfi‹

80% ENERGY SAVING ENERJ‹DE %80 TASARRUF Taking measures to achieve cost savings is the leading factor for improving the productivity in companies. When the savings that can be achieved during the cargo handling processes at the ports is considered from this respect, the type of the energy used by cranes comes to the fore. According to the indicators, energy expenditure of electrical-powered cranes is far more economical compared to diesel-powered ones. Besides, their eco-friendly feature is an additional gain in our day where the “green port” concept comes into prominence. Maliyetlerde tasarruf sa¤lay›c› önlemler almak, tüm iflletmelerde verimlili¤i art›racak en önemli unsurlar›n bafl›nda geliyor. Bu kapsamda limanlardaki yük elleçleme ifllemleri s›ras›nda yap›labilecek tasarruflar de¤erlendirildi¤inde de, vinçlerin kulland›¤› enerjinin cinsi dikkat çekiyor. Göstergelere göre, elektrikle çal›flan vinçlerin enerji harcamas›, dizellere göre çok daha ekonomik. Ayr›ca çevre dostu olmalar› da, ‘yeflil liman’ kavram›n›n önem kazand›¤› günümüzde ek bir kazan›m. n recent years, the conversion process of the cranes that use diesel fuel to electrical powered cranes in some ports is performed by BM Makina Sanayi ve Ticaret A.fi. together with its German partner Vahle and we talked with BM’s General Manager Mehmet Bebek about the advantages provided by transition from diesel to electrical energy.

on y›llarda baz› limanlarda, dizel yak›t kullanan vinçlerin elektrikle çal›flt›r›lmas› için dönüfltürme ifllemini Alman ifl orta¤› Vahle ile birlikte yapan BM Makina Sanayi ve Ticaret A.fi. Genel Müdürü Mehmet Bebek ile dizelden elektrik enerjisine geçiflin sa¤lad›¤› avantajlar› konufltuk.

Mehmet bey temsilciliklerden üretime, yükselen bir ifl grafi¤iniz var. Sohbetimize BM Makina’n›n yol haritas›yla bafllayal›m. BM Makina olarak, 1999 y›l›nda iflbirlikteli¤imizin hala keyifle devam etti¤i ve konular›nda lider olan iki Alman üreticinin temsilcili¤ini üstlenerek yola ç›kt›k. Bu firmalar, elektrik iletim hatlar› konusunda uzman Vahle ve elektrikli zincirli vinçler üretimi yapan Liftket. Zaman içinde Liftket vinçlerinin altyap› çelik aksam›n› Türkiye’de üretmeye bafllad›k. Yük tafl›y›c› bu özel profil sistemlerinin yap›m›n› BKB Profil Sistemleri ad›yla sürdürüyoruz. Ard›ndan, Vahle’den al›p satt›¤›m›z motorlu kablo toplama tamburlar›n›n üretimine yöneldik. Bunu da Kato markas›yla hizmete sunuyoruz. Ayr›ca son y›llarda demiryolu sektörüne de girdik ve vagon kald›rma krikolar› üretiyoruz.

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CONVERSATION // SÖYLEfi‹

Mr. Bebek you have an ascending business graphic from being a representative to production. Let us start with the roadmap of BM Makina. As BM Makina we set off in 1999 by undertaking the representation of two German manufacturers that are leader in their field and our partnership with them is continuing with pleasure since that date. The companies in question are Vahle, expert in energy transmission lines and Liftket, producing electric chain hoists. In time, we begin to produce the infrastructure steel parts of Liftket cranes in Turkey. We carry on the production of those special load bearer profile systems successfully under the name of BKB Profile Systems. Then, we turn to produce the motor powered cable reels that we used to purchase from Vahle and sell. And we put this product into service under the brand of Kato. In addition, we entered into railway industry in recent years and manufacture coach lifting jacks. Presently we continue our activities at our 11 thousand square meters indoor space located in Kocaeli Gebze Güzeller Organized Industrial Zone. When did you start to offer service for ports and how it developed? Rubber tired container cranes called RTG were generally working with diesel fuel throughout the world. Since the fuel prices went upward and these vehicles pollute the environment, returning to electricity has started globally. We have our first meeting with Mardafl Port in 2008 but it interrupted because of the economical crisis. Later on, the project was on the agenda again in 2010 and we accomplish the conversion needed for the RTG cranes to work with electric power and put them into use that year. Seeing this development, the other ports followed the same road and we offered service for five ports until today. In Asyaport we are performing 19,500 meters bus and 2,600 meters steel construction works within the scope of ERTG project. What are the advantages provided by the transformation? Primarily it brings cost advantage. According to the information we received from the two companies we made transformation, they achieved approximately 80% saving. This is the gain obtained by using electrical energy instead of diesel. In addition, there is a significant saving in maintenance and repair costs. This investment pays for itself in one or two years together with the saving in energy costs. Besides, the environmental pollution and noise created by diesel fuel is a very important dimension and electric-powered cranes provide a comfortable environment for workers. Do you have any plan to offer these services outside of Turkey? We perform these conversions together with our German business partner Vahle. Transformation projects are prepared by our partner and we implement them. Our partners offer service throughout the world and according to the agreement between us, we produce and send the steel structures of all the ports and give mounting service when they need. &

Mehmet Bebek

fiu anda faaliyetlerimizi Kocaeli Gebze Güzeller Organize Sanayi Bölgesi’ndeki 11 bin metrekare kapal› alanda sürdürüyoruz. Limanlara hizmete ne zaman bafllad›n›z ve nas›l geliflti? Dünyada RTG denilen lastik tekerlekli konteyner vinçleri genelde dizel yak›tla çal›fl›yorlard›. Yak›t fiyatlar› çok yükseldi¤i ve çevreyi de kirlettikleri için dünyada art›k elektrikle çal›flt›r›lmaya dönüfl bafllam›flt›. Biz ilk olarak 2008 y›l›nda Mardafl Liman›’yla görüflmeler yapt›k, ancak krizden dolay› durdu. Sonra 2010 y›l›nda yeniden gündeme al›nd› ve o y›l RTG vinçlerin elektrikle çal›flt›r›lmas› için dönüflümünü gerçeklefltirerek devreye ald›k. Bu geliflmeyi gören di¤er limanlar da arkas› s›ra ayn› yolu izledi ve bugüne kadar befl limana hizmet verdik. Asyaport liman›nda ise ERTG projesi kapsam›nda 19,500 metre bara ve 2,600 metre çelik konstrüksiyon ifllerini yap›yoruz. Dönüflümün sa¤lad›¤› avantajlar neler? Öncelikle maliyet avantaj› sa¤l›yor. ‹lk yapt›¤›m›z dönüflümlerde iki firman›n bize verdi¤i bilgiler %80 dolay›nda tasarruf sa¤land›¤› biçimindeydi. Bu dizel yak›t yerine elektrik enerjisi kullan›lmas›n›n getirisi. Ayr›ca bak›m ve onar›m harcamalar›nda da ciddi oranda tasarruf söz konusu. Enerji maliyetlerindeki tasarruf ile bu yat›r›m birkaç y›l içinde kendisini amorti ediyor. Ek olarak dizel yak›t›n yaratt›¤› çevre kirlili¤i ve gürültü son derece önemli bir boyut. Bunun yan›s›ra, elektrikle çal›flan vinçler çal›flanlar için de rahat bir ortam sa¤l›yor. Türkiye d›fl›nda da bu hizmetleri vermeyi düflünüyor musunuz? Bu dönüflümleri Alman ifl orta¤›m›z Vahle firmas› ile birlikte yap›yoruz. Dönüfltürme projeleri orta¤›m›z taraf›ndan yap›l›yor ve biz uygulamay› gerçeklefltiriyoruz. Onlar dünyaya hizmet veriyorlar ve yapt›¤›m›z anlaflma gere¤i ise bütün limanlarda çelik yap›lar›n› biz yap›p gönderiyoruz, ihtiyaç hissettikleri durumlarda da montaj hizmeti veriyoruz. & MARINE&COMMERCE A⁄USTOS 2015

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MARKET // P‹YASA

TO BEACH OR NOT TO BEACH

THE UNCERTAIN FUTURE OF VESSEL RECYCLING GEM‹ GER‹ DÖNÜfiÜMÜNÜN BEL‹RS‹Z GELECE⁄‹

SAH‹LE ÇEKMEK YA DA ÇEKMEMEK

Merchant vessels do have a finite lifespan. Vessels trading in international commerce typically retire when they are between 15 and 25 years old. In exceptionally good markets a vessels’ life is extended by a few years and when charter rates are very low, it makes commercial sense for ship owners to retire their vessels early. Ticari gemilerin s›n›rl› bir ömrü vard›r. Uluslararas› ticarette çal›flan gemiler genelde 15 ve 25 yafllar› aras›nda emekliye ayr›l›rlar. Son derece iyi piyasalarda gemilerin ömrü birkaç y›l uzat›l›r ve kiralama ücretleri çok düflük oldu¤unda gemilerini erkenden emekliye ay›rmak gemi sahipleri için ticari aç›dan anlaml›d›r.

he method of scrapping, demolition or recycling has varied through history, but since the mid-1980s, the key locations for ship recycling are located in the Indian subcontinent and about 95% of these vessels are “beached”. A growing realization that working conditions at many ship recycling locations are hazardous has led to increasing pressure from environmental groups to change recycling methods. However, not much has changed in the industry in the last several decades. Will the future be different?

Recently, the Norwegian Shipowners Association announced via an op-ed piece in Norway’s largest daily business newspaper: “As an industry we can no longer defend that ships are broken in a way that puts health and the environment at risk. Therefore we say, as the first ship owners association in the world, no to the beaching of ships.” Environmental and human rights organizations welcomed this decision and hope that this will change current demolition practices.

di. Gelecek farkl› m› olacak?

The commercial reality (in particular for tankers and bulk carriers) may be different though. Decisions of shipowners are mainly driven by two factors: money and regulations. They will sell their ship to the highest bidder, unless rules and legislation force them to go elsewhere. Due to lower steel prices, scrap prices have come down considerably in recent years, but

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MARINE&COMMERCE AUGUST 2015

urdaya ay›rma, söküm ya da geri dönüfltürme yöntemi tarih boyunca de¤ifliklik gösterdi ama 1980’lerin ortalar›ndan beri gemi geri dönüflümü için ana merkezler Hindistan

anakaras›nda oldu ve bu gemilerin yaklafl›k %95’i “sahile çekildi”. Pek çok gemi geri dönüflüm yerindeki çal›flma koflullar›n›n tehlikeli oldu¤una iliflkin giderek artan fark›ndal›k, geri dönüflüm yöntemlerinin de¤ifltirilmesi için çevreci gruplardan artan bask›lara yol açt›. Ancak, son on y›llarda sektörde fazla bir fley de¤iflmeK›sa süre önce, Norveç Armatörler Birli¤i Norveç’in en büyük günlük ticari gazetesinin serbest kürsü sayfas›nda flu aç›klamay› yapt›: “Bir sektör olarak gemilerin sa¤l›k ve çevreyi tehlikeye atan biçimde parçalanmas›n› art›k savunamay›z. Bu nedenle, dünyadaki ilk armatörler birli¤i olarak gemilerin sahile çekilmesine hay›r diyoruz.” Çevre ve insan haklar› örgütleri bu karar› olumlu karfl›lad› ve bunun mevcut söküm uygulamalar›n› de¤ifltirmesini umdu. Bununla birlikte, ticari gerçek (özellikle tankerler ve dökme yük gemileri için) farkl› olabilir. Çünkü armatörlerin kararlar› esas olarak iki etmen taraf›ndan yönlendirilir: Para ve yönetmelikler. Kurallar ve yasalar onlar› baflka yerlere gitmeye zorlamad›kça gemilerini en yüksek teklif verene satacaklard›r. Daha düflük çelik

MARKET // P‹YASA

SOUTH ASIAN SCRAP PRICES VERSUS CHINESE STEEL PRICES

SCRAPPING ACTIVITY BY COUNTRY (2010 –2015 YTD)

GÜNEY ASYA HURDA F‹YATLARI KARfiISINDA

ÜLKE BAZINDA HURDAYA ÇIKARMA FAAL‹YET‹

Ç‹N ÇEL‹K F‹YATLARI

(2010 –2015 Y›lbafl›ndan Bugüne Kadar) 70

1000

800

600

M DWT

1,200

400

200 07.2015

07.2014

01.2015

07.2013

01.2014

07.2012

01.2013

07.2011

01.2012

07.2010

01.2011

07.2009

01.2010

07.2008

01.2009

01.2008

01.2007

10 07.2007

China Domestic Steel Plate 20mm (USD/ton) // Çin Yerel Çelik levha Scrap price (USD/LTD) // Hurda fiyat›

0 2010 India Hindistan

Source: Bloomberg / Poten & Partners

the facilities in India, Bangladesh and Pakistan are still offering the highest cash prices and attract the vast majority of ships. International regulations are slowly starting to address the issue, but as of yet there is no legally binding international convention. In 2009, the International Maritime Organization (IMO) adopted the Hong Kong Convention for the Safe and Environmentally Sound Recycling of Ships. However, like all IMO Conventions, it will only come into force when the requisite number of member states has ratified it. At the moment, this convention has only been endorsed by three countries (one of them Norway). The European Union is expected to publish a list of ship recycling facilities globally that meet certain environmental and occupational health and safety standards and it is unlikely that any of the South Asian beaching yards will make the list. An important factor that needs to be addressed as well is capacity. In 2014, more than 1,000 vessels were scrapped around the world, the majority (>60%) ended up in South Asia. The sheer number of vessels that are sold for scrap on an annual basis could present a major challenge for the current recycling yards in China, Turkey, Western Europe and the United States. Significant and rapid capacity expansion is required before these yards are a credible alternative. The announcement of the Norwegian Shipowners Association is symbolically significant, but their views are not universally shared. Real changes will take time and financial considerations will continue to determine where and how most shipowners recycle their vessels.

2011

2012

Bangladesh Bangladefl

2013 Pakistan Pakistan

2014 China Çin

2015YTD Other Di¤er

Source: Poten & Partners

fiyatlar› nedeniyle son y›llarda hurda fiyatlar› da önemli ölçüde düfltü ama Hindistan, Pakistan ve Bangladefl’teki tesisler hala en yüksek nakit fiyatlar› veriyor ve gemilerin büyük ço¤unlu¤unu buralara çekiyorlar. Uluslararas› kurallar yavafl yavafl sorunu ele almaya bafllad› ama flu ana dek yasal olarak ba¤lay›c› bir uluslararas› anlaflma yok. 2009 y›l›nda Uluslararas› Denizcilik Örgütü (IMO), Gemilerin Güvenli ve Çevre Aç›s›ndan Sa¤l›kl› Biçimde Geri Dönüflümü ‹çin Hong Kong Anlaflmas›n› kabul etti. Ancak bu da tüm IMO Anlaflmalar› gibi yalnızca yeterli say›da üye devlet onaylad›¤›nda yürürlü¤e girebilecek. fiu anda söz konusu anlaflma yaln›zca üç ülke taraf›ndan onayland› (biri Norveç). Avrupa Birli¤i’nin dünya genelinde belli çevresel ve mesleki sa¤l›k standartlar›n› karfl›layan gemi geri dönüflüm tesislerinin bir listesini yay›nlamas› bekleniyor ve Güney Asya sahil tersanelerinden herhangi birinin bu listede yer almas› pek mümkün görünmüyor. Dile getirilmesi gereken bir di¤er önemli etmen de kapasite. 2014 y›l›nda dünya genelinde 1,000’den fazla gemi hurdaya ayr›ld› ve bunlar›n ço¤u (>60%) Güney Asya’da gerçeklefltirildi. Y›ll›k bazda hurdaya sat›lan çok say›da gemi Çin, Türkiye, Bat› Avrupa ve ABD’deki mevcut geri dönüflüm tersaneleri için önemli bir güçlük sunabilir. Bu tersanelerin sayg›n bir seçenek haline gelmesinden önce anlaml› ve h›zl› bir kapasite art›fl› gerekiyor. Norveç Armatörler Birli¤i’nin duyurusu sembolik öneme sahip ama görüflleri evrensel olarak paylafl›lm›yor. Gerçek de¤ifliklikler zaman alacak ve ço¤u armatörün gemilerini nerede ve nas›l geri dönüfltürece¤ini mali kaygılar belirlemeye devam edecek.

Source // Kaynak: POTEN & PARTNERS MARINE&COMMERCE A⁄USTOS 2015

047

MARKET // P‹YASA

BUILDING FOR THE FUTURE

SHOULD TANKER OWNERS TAKE ADVANTAGE OF LOW YARD PRICES? GELECEK ‹Ç‹N YEN‹ ‹NfiA TANKER SAH‹PLER‹ DÜfiÜK TERSANE F‹YATLARINDAN YARARLANACAK MI? The tanker market has been doing very well so far this year, both for crude carriers and product tankers. Not surprisingly, contracting has picked up from previous years for most tanker segments. Owners are eager to take advantage of the strength in the market and the second-hand market is relatively tight, with more prospective buyers than sellers. This has created wide bid-ask spreads, especially for modern vessels. At this stage in the recovery, one may have expected shipyard prices to have increased materially as well, however this has not happened (yet) for various reasons. So, let’s take a look at newbuilding activity in the tanker space and put it in the context of overall ordering across all shipping markets. Tanker piyasası yılın bu tarihine kadar hem ham petrol taflıyıcıları hem de ürün tankerleri için son derece olumlu gitti. fiaflırtıcı olmayan bir biçimde, pek çok tanker dilimi için sözleflmeler geçen yıla göre artıfl sergiledi. Armatörler pazarın gücünden yararlanmaya hevesli ama olası al›c›lardan çok sat›c›lar nedeniyle ikinci el piyasası göreceli olarak dar. Bu durum özellikle modern gemiler için genifl marjlar oluflturdu. ‹yileflmenin bu evresinde tersane fiyatlarının da somut biçimde yükselmesi beklenebilirdi ama çeflitli nedenlerle bu (henüz) gerçekleflmedi. Öyleyse, tanker alanında yeni infla faaliyetine bir göz atalım ve bunu tüm gemicilik pazarlarında toplam siparifl ba¤lamına yerlefltirelim. anker orders since 2011 have shown an interesting pattern, influenced by both sentiment and momentum in addition to market circumstances. Orders for large crude carriers were very modest in 2011 and 2012 as owners suffered in the midst of a tanker recession. In 2013, VLCC orders started to pick up, but Suezmax contracting remained in the doldrums (owners were concerned about the outlook for this segment in the wake of the WAF - USAC trade disappearing amid the U.S. tight oil boom). The biggest boom in tanker ordering in recent years took place in the product tanker segment, mostly MRs but also LR2s. More than 300 MR contracts were recorded from 2011 to 2013, almost 180 of them in 2013 alone.

In 2014 and 2015, the ordering emphasis changed. MR ordering was scaled back significantly amid increasing concerns that the orderbook was growing too large too quickly. On the other hand, ordering for crude tankers picked up pace as the rate environment for these vessels improved dramatically. Based on year-to-date 2015 contracting, VLCC and Suezmax orders are

048

MARINE&COMMERCE AUGUST 2015

011’den bu yana tanker sipariflleri ilginç bir kalıp sergileyerek piyasa koflullarına ek olarak hem duyarlılık hem de ivmeden etkilendi. Büyük ham petrol taflıyıcısı sipariflleri 2011 yılında çok mütevazı idi; 2012 yılında armatörler bir tanker doygunlu¤unun ortasında sıkıntı yafladı. 2013’te VLCC sipariflleri toparlanmaya baflladı ama Suexmax daralması kasvetini sürdürdü (armatörler ABD sıkı petrol çıkıflının ortasında WAF-USAC ticaretinin ortadan kalkmasının ardından bu dilimin görünümü konusunda endifleliydi). Son yıllarda tanker sipariflindeki en büyük sıçrama ço¤unlukla MR’ler ama aynı zamanda LR2’lerle ürün tankeri diliminde oldu. 2011’den 2013 yılına dek, yaklaflık 180 tanesi yalnızca 2013’te olmak üzere, 300’den fazla MR sözleflmesi kaydedildi.

2014 ve 2015’de siparifl a¤ırlı¤ı de¤iflti. Siparifl defterinin çok büyük bir hızla afl›r› büyüdü¤üne dair giderek artan kaygılarla MR sipariflleri önemli ölçüde geriledi. Öte yandan, bu gemiler için fiyat ortamı ciddi biçimde iyileflti¤inden ham petrol tankeri sipariflleri

MARKET // P‹YASA

TANKER CONTRACTING BY SEGMENT (2011 – 2015 YTD)

CONTRACTING ACTIVITY BY MAJOR SHIPPING MARKETS (2011 – 2015 YTD)

D‹L‹M BAZINDA TANKER SÖZLEfiMELER‹ (2011 – 2015 YBK)

ANA GEM‹C‹L‹K P‹YASALARI BAZINDA SÖZLEfiME FAAL‹YET‹ (2011 – 2015 YBK)

200

1,400

180

1,200 07-12

140

Orders // Siparifller

160

01-06

120 100 80 60 40

800 600 400 200

20 0

1000

VLCC

Suezmax

Aframax

Panamax

Handy

Tankers Chemical

2011 2012 2013 2014 2015

2011

Source: Poten & Partners

on pace for their best year since 2006 when orders were placed for 100 VLCCs and 74 Suezmaxes. The last time tanker ordering reached these levels, ship owners were faced with rapidly rising prices, with VLCC contract prices ultimately exceeding $150 million in 2008. This is not happening at the moment. After they collapsed in 2009, VLCC prices have remained around $100 million over the last five years. Part of the explanation lies in reduced steel prices and lower labor costs as a result of the global economic slowdown, but we suspect that the reduction in newbuilding activity in other shipping markets has played a significant role as well. It is clear that any increase in tanker ordering is dwarfed by the collapse in bulk carrier and offshore vessel construction. As orders in these segments have virtually dried up (only 55 dry cargo vessels have been ordered so far in 2015, as compared to 756 in 2014 and an astounding 1,258 in 2013). As shipyards work their way through their existing orderbook, they are increasingly concerned about the declining forward cover. Yards face a reduced backlog and increasing competition and are in no position to increase prices. Recent financial results of the key Korean yards have shown the disastrous impact of the shipbuilding crisis on their bottom line. Tanker owners currently face the best of both worlds: a strong negotiating position versus the shipyards in the best freight market of the last 5 years. What they do next will determine their fortunes for years to come. While a certain level of new orders to accommodate trade growth and fleet replacement is warranted, owners should resist the temptation to splurge.

Gas 2012

Bulk 2013

Container Offshore

2014

Other

2015YTD Source: Poten & Partners

hızlandı. Yılbaflından bu güne 2015 sözleflmeleri temelinde, 100 VLCC ve 74 Suezmax sipariflinin verildi¤i 2006 yılından beri en iyi yılları için VLCC ve Suezmax sipariflleri yükseliyor. Tanker siparifllerinin bu seviyelere yükseldi¤i son seferinde gemi sahipleri hızla yükselen fiyatlarla 2008 yılı sonunda 150 milyon doları aflan VLCC sözleflme bedelleriyle karflı karflıya kaldı. fiu anda bunlar söz konusu de¤il. 2009 yılında dibe vurduktan sonra VLCC fiyatları son befl yılda 100 milyon dolar civarında kaldı. Açıklamanın bir bölümü küresel ekonomik krizin bir sonucu olarak daha düflük iflçilik maliyetleri ve düflen çelik fiyatlarıyla ilgili ama di¤er gemicilik piyasalarında yeni infla faaliyetindeki düflüflün de önemli bir rol oynadı¤ını sanıyoruz. Tanker sipariflindeki herhangi bir artıflın dökme yük ve offshore gemi inflasında çöküflle güdük kaldı¤ı açık. Bu dilimlerdeki siparifller fiilen kurudu: 2014’te 756 ve 2013’te flaflırtıcı 1,258 sayısına kıyasla 2015’te bu güne kadar yalnızca 55 kuru yük gemisi siparifl edildi. Tersaneler mevcut siparifl defterleriyle ayakta kalmaya çalıflırken düflüflün gelecekte de sürece¤ine iliflkin endifleleri artıyor. Tersaneler azalan rezerv ve artan rekabetle karflı karflıya ve fiyatları arttıracak durumda de¤iller. Belli bafllı Kore tersanelerinin son mali sonuçları gemi infla krizinin onların nihai kar zarar hanesindeki yıkıcı etkisini gösteriyor. fiu anda tanker armatörleri bir taflla iki kufl vurma flansına sahip: tersaneler karfl›s›nda güçlü bir pazarl›k ortam› ile son befl y›l›n en iyi navlun piyasas›. Geleceklerini flimdi ne yapacakları belirleyecek. Ticari büyüme ve filo yenilemeyi sa¤lamak için belli düzeyde siparifl garantiliyken armatörler para harcama dürtüsüne direnecektir.

Source // Kaynak: POTEN & PARTNERS

MARINE&COMMERCE A⁄USTOS 2015

049

KB IR SI AE

H AN B E R L E R E W S

Marport, The First “Green Port” ‹lk “Yeflil Liman” Marport arport Port Operator has received the first Green Port Certificate within the scope of “Green Port” project that was initiated by the Ministry of Transport, Maritime Affairs and Communication (UDHB) General Directorate of Merchant Marine in co-operation with Turkish Standards Institute. The certificate is delivered to Arkas Holding Port Services Group Head Hakan Genç by the deputy undersecretary of the Ministry, Hamdi Y›ld›r›m.

At the ceremony held at UDHB, Deputy Undersecretary Y›ld›r›m stated that the private and public sectors are performing important studies related with the Green Port project. After saying that the Green Port Certificate has been awarded for the first time, Y›ld›r›m continued his speech by stating that Turkey takes place among the leading countries of maritime industry and Green Port Certificate organization

050

corresponds to an important stage in respect of activities within this scope. Hamdi Y›ld›r›m emphasized that an environment policy and targets should be created for Green Port Certificate, environmental awareness should be improved, occupational accidents should be prevented by forming risk management and standards should be met in fields like energy efficiency, waste management, environmental conscience in vehicle usage, preventing the water and soil pollution, greenhouse gas management plan, emission measurements and noise reduction. In his speech at the ceremony, Arkas Holding Port Services Group Head Hakan Genç gave information about the activities of Marport and their studies related with Green Port. Genç said, “Our RTG (rubber tired gantry crane) number that was 35 on the commencement date of the project

MARINE&COMMERCE AUGUST 2015

laflt›rma, Denizcilik ve Haberleflme Bakanl›¤› (UDHB) Deniz Ticareti Genel Müdürlü¤ü taraf›ndan Türk Standardlar› Enstitüsü iflbirli¤iyle bafllat›lan “Yeflil Liman” projesi kapsam›ndaki ilk Yeflil Liman Sertifikas›’n› Marport Liman ‹flletmeleri ald›. Sertifika, Bakanl›k Müsteflar Vekili Hamdi Y›ld›r›m taraf›ndan Arkas Holding Liman Hizmetleri Grup Baflkan› Hakan Genç’e teslim edildi.

Müsteflar Vekili Y›ld›r›m, UDHB’de düzenlenen törende, Yeflil Liman projesiyle ilgili olarak kamu ve özel sektörün ciddi çal›flmalar yapt›¤›n› söyledi. ‹lk defa bir Yeflil Liman Sertifikas› verildi¤ini belirten Y›ld›r›m, Türkiye’nin denizcilik alan›nda önemli ülkeler aras›nda yer ald›¤›n›, Yeflil Liman sertifika organizasyonunun da bu kapsamdaki faaliyetler aç›-

s›ndan önemli bir aflamaya karfl›l›k geldi¤ini ifade etti. Hamdi Y›ld›r›m, Yeflil Liman Sertifikas› için bir çevre politikas› ve hedefleri oluflturulmas›, çevre duyarl›l›¤›n›n art›r›lmas›, risk yönetimi oluflturularak ifl kazalar›n›n önlenmesi, enerji verimlili¤i, at›k yönetimi, araç kullan›m›nda çevre duyarl›l›¤›, su ve toprak kirli¤inin önlenmesi, sera gaz› yönetim plan› ve emisyon ölçümleri yap›lmas›, gürültüyle mücadele gibi alanlarda belirli standartlar›n yakalanmas› gerekti¤ini vurgulad›. Arkas Holding Liman Hizmetleri Grup Baflkan› Hakan Genç de törendeki konuflmas›nda Marport’un faaliyetlerine ve Yeflil Liman konusunda yapt›klar› çal›flmalara iliflkin bilgi verdi. Genç flöyle dedi: “Projenin bafllad›¤› tarihte 35 olan RTG (lastik tekerlekli köprü vinç) say›m›z bugün 41’e ç›kt›.

is 41 today. Our total electrical RTG number will reach to 50 when we receive our new orders. We would be emitting approximately 3 million 750 kg. carbondioxide gas to the nature in 2013 if we didn’t realized this project and this is the equivalent of carbondioxide amount that will be kept by 6 thousand trees within one year.”

What Is a Green Port? “Green Port” project is designed based on the consideration of negative effects on city life and inhabitants of the pollution resulting from ship and port operations, since many of the port facilities are offering service at the city center or a constricted area near the city, as it is in Turkey. In general, the project is composed of entire practices

B r a k e s F re n l e r

based on developing and integrating the port facility to its operations in consequence of encouragement and appropriation of all workers and partners of the business for improving the sustainable environmental awareness and based on voluntariness. In order to receive a certificate, a port should have a valid/temporary operating permission license, have ISO 9001, ISO 14001 and OHSAS 18001 quality systems, should establish and make sustainable an integrated management system. Port management who fulfilled the conditions stated in certificate regulations submits the prepared file to UDHB General Directorate of Merchant Marine.

Yeni siparifllerimizi de teslim ald›¤›m›zda toplam elektrikli RTG say›m›z 50’ye ulaflm›fl olacak. E¤er bu projeyi gerçeklefltirmeseydik 2013 y›l›nda yaklafl›k 3 milyon 750 kg karbondioksit gaz›n› do¤aya b›rakacakt›k ki bu miktar 6 bin a¤ac›n bir y›lda tutaca¤› karbondioksit miktar›na eflde¤er.”

Yeflil Liman Nedir? “Yeflil Liman” projesi, Türkiye gibi birçok liman tesisinin kent merkezinde veya yak›n›nda dar bir sahada hizmet vermekte olmas› dolay›s›yla gemi ve liman operasyonlar›ndan kaynakl› kirlili¤in flehir yaflam›n› ve çevre sakinlerini olumsuz etkilemesinden yola ç›k›larak haz›rland›. Proje genel olarak gönüllülük esas›na ve sürdürülebilir

bir çevre duyarl›l›¤›n›n art›r›lmas›na yönelik olarak tüm iflletme çal›flanlar› ile paydafllar›n teflviki ve sahiplenmesi sonucunda liman tesisinin geliflimine ve operasyonlar›na entegre edilmesine dayanan bir uygulamalar bütününden olufluyor. Bir liman›n sertifika alabilmek için öncelikle geçerli/geçici iflletme izni belgesinin bulunmas›, ISO 9001, ISO 14001 ve OHSAS 18001 kalite sistemlerine sahip olmas›, entegre yönetim sistemini tesis etmifl ve entegre yönetim sistemini sürdürülebilir k›lm›fl olmas› gerekiyor. Sertifika yönetmeli¤inde belirtilen flartlar› yerine getirmifl liman yönetimi haz›rlad›¤› dosyay› UDHB Deniz Ticareti Genel Müdürlü¤ü’ne sunuyor.

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Enviro & cost saving solutions

Electrifying container cranes

Çevreci ve tasarruflu çözümler

Konteyner vinçlerinin elektrik ile çal›flfltt›r›lmas›

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MARINE&COMMERCE A⁄USTOS 2015

051

KB IR SI AE

H AN B E R L E R E W S

Fafnir Viking Is On The Sea Fafnir Viking denizde n August 15, 2015, Cemre Shipyard has launched the PSV (platform supply vessel) called Fafnir Viking which is the 39th vessel it build since its establishment and 35th it build for Havyard Group. Above water outfit of the vessel that is being build with number NB216 is started. PSV with Havyard 833 WE type design is 84.8 meters long, 16.9 meters wide and it is classed by DNV GL.

emre Tersanesi kuruluflundan bu yana infla etti¤i 39., Havyard Grubu için infla etti¤i 35. deniz arac› olan Fafnir Viking isimli PSV’yi (platform destek gemisi) 15 A¤ustos 2015’te denize indirdi. NB216 numaras›yla infla edilmekte olan geminin su üzerindeki donat›m›na baflland›. Havyard 833 WE tipi bir tasar›m olan PSV 84.8 metre uzunlu¤unda, 16.9 metre geniflli¤inde ve DNV GL taraf›ndan klaslanm›fl durumda.

Ocean Dolphin Is On The Way To Norway Ocean Dolphin, Norveç Yolunda emre Shipyard has delivered the turnkey project Ocean Dolphin to its Norwegian owner Vestland Offshore. It is stated that the first of the two seismic vessels ordered by Norwegian company, Ocean Dolphin was delivered on the date determined in the contract, namely on August 9, 2015. Ocean Dolphin with number NB 35 was built as a SALT 0046 design SSV (seismic support vessel) and with BV class. 69.8 meters long, 17 meters wide vessel has a cargo capacity of 2,000 cubic meters. Its working area on deck is 500 square meters and bollard pull is 55 tons. Ocean Dolphin that can accommodate a crew of 60 person has four 1,080 kW Yanmar diesel engine.

052

emre Tersanesi, anahtar teslim proje Ocean Dolphin’i, Norveçli sahibi Vestland Offshore’a teslim etti. Norveçli firma taraf›ndan siparifl edilen iki sismik gemiden ilki olan Ocean Dolphin’in sözleflmede belirtilen tarihte, yani 8 A¤ustos 2015 günü teslim edildi¤i bildirildi. NB 35 numaral› Ocean Dolphin, SALT 0046 tasar›m› bir SSV (sismik destek gemisi) olarak ve BV klas›yla infla edildi. 69.8 metre uzunlu¤unda, 17 metre geniflli¤indeki gemi, 2,000 metreküp yük kapasitesine sahip. Gü-

MARINE&COMMERCE AUGUST 2015

verte üstü çal›flma alan› 500 metrekare, çekme gücü ise 55 ton. 60 kiflilik mürettebat›n ko-

naklayabilece¤i Ocean Dolphin dört adet 1,080 kW Yanmar dizel motora sahip.

KB IR SI AE

H AN B E R L E R E W S

“Çandarl› Port Should Be A Supply Base” “Çandarl› Liman› Tedarik Üssü Olsun” MEAK Chamber of Shipping, ‹zmir Branch Board Chairman Yusuf Öztürk suggested that the North Aegean Çandarl› Port planned as the largest transshipping port of Turkey should be put out to tender with a new vision. Öztürk said that there is an oversupply in container handling capacity because of the new port investments at Marmara Region and that the Çandarl› should be planned as a fuel supply center and ship maintenancerepair base until a new balance is redressed.

yar›s› kadar. Petlim Liman› ile arz daha da artacak. Bu tabloda, k›talar aras› aktarma liman› olarak planlanan Kuzey Ege Çandarl› Liman›’na yak›n gelecekte çok ifl düflmeyecek gibi görünüyor.”

Yusuf Öztürk emphasized that Çandarl› Port, whose construction is completed and tender preparations are continuing for build operate and transfer model, is a correct investment and argued that the port should continue its way with a different goal. Öztürk said: “A significant aggregate has been formed in Marmara Region. Port giants like Dubai Port, MSC, CMA CMG has set up a base at the region. Chinese Cosco is operating the Piraeus Port. While there is nearly 2.5 million TEU handling capacity in our region, the amount of containers handled is only the half of that capacity. Supply will further increase with Petkim Port. In this circumstances, it seems like there is not much job in near future for North Aegean Çandarl› Port that was planned as a cross-continental transshipping port.” Öztürk said that Çandarl› project should be enriched with different functions until the existing situation is changed in the positive direction and added: “Global developments and changes in transport modes indicate the same. Previously a shipyard

054

investment was also planned in the project but it is removed from it. There is no ship maintenance and repair facility on our coasts from Çanakkale to ‹skenderun namely; maintenance and repair function can be added to the project. Besides, Çandarl› can be turned into an important supply center also. It is easy to reach Çandarl› from the facilities in Alia¤a, which is in the position of being the energy base of Turkey. For instance, submarine pipeline can be installed from Tüprafl to Çandarl›. Ships can supply their fuel from Çandarl› with a better price before sailing to Çanakkale and Istanbul Strait.” Yusuf Öztürk draws attention to the fact that Turkey receives a share of 1.35 billion dollars from approximately 300 billion dollars global bunker market according to the report of Turkish Bunker Association and emphasized that this figure should be 4 billion dollars and it is possible to reach that amount by rendering the Çandarl› Port a fuel supply base of the region. He remarked that they regard it useful to take such developments into consideration when drawing up the new tender specifications.

MARINE&COMMERCE AUGUST 2015

MEAK Deniz Ticaret Odas› ‹zmir fiubesi Yönetim Kurulu Baflkan› Yusuf Öztürk, Türkiye’nin en büyük aktarma liman› olarak planlanan Kuzey Ege Çandarl› Liman›’n›n yeni bir vizyon ile ihaleye ç›kar›lmas›n› önerdi. Marmara Bölgesi’nde yap›lan yeni liman yat›r›mlar› nedeniyle konteyner elleçleme kapasitesinde arz fazlas› olufltu¤unu dile getiren Öztürk, yeni bir denge sa¤lanana kadar Çandarl›’n›n akaryak›t ikmal merkezi ve gemi bak›m-onar›m üssü olarak planlanmas› gerekti¤ini söyledi.

‹

Mendirek inflaat› tamamlanan ve yap-ifllet-devret modeliyle iflletilmek üzere ihale haz›rl›klar› devam eden Çandarl› Liman›’n›n do¤ru bir yat›r›m oldu¤unu vurgulayan Yusuf Öztürk, liman›n farkl› bir amaçla yoluna devam etmesi gerekti¤ini savunarak flöyle dedi: “Marmara Bölgesi’nde ciddi bir kümeleflme olufltu. Dubai Port, MSC, CMA CMG gibi liman devleri bölgede üs kurmufl durumda. Çinli Cosco, Pire Liman›’n› iflletiyor. Bölgemizde 2.5 milyon TEU civar›nda konteyner elleçleme kapasitesi varken elleçlenen konteyner miktar› sadece

Mevcut durum olumlu yönde de¤iflene kadar Çandarl› projesinin farkl› ifllevlerle zenginlefltirilmesi gerekti¤ini ifade eden Öztürk sözlerini flöyle sürdürdü: “Global geliflmeler ve tafl›ma modlar›ndaki de¤iflim de buna iflaret ediyor. Projede daha önce tersane yat›r›m› da planlanm›flt›, ancak projeden ç›kar›ld›. Çanakkale’den ‹skenderun’a kadar k›y›lar›m›zda gemi bak›m ve onar›m tesisi yok, yani projeye gemi bak›m ve onar›m ifllevi eklenebilir. Ayr›ca Çandarl› önemli bir tedarik merkezine de dönüflebilir. Türkiye’nin enerji üssü konumundaki Alia¤a’daki tesislerden Çandarl›’ya ulafl›m kolay. Örne¤in Tüprafl’tan Çandarl›’ya denizalt›ndan boru çekilebilir. Gemiler Çanakkale ve ‹stanbul Bo¤az›’na girmeden önce yak›tlar›n› Çandarl›’dan daha uygun fiyatla tedarik edebilir.” Gemi Yak›t ‹kmalcileri Derne¤i’nin raporuna göre yaklafl›k 300 milyar dolarl›k dünya gemi ikmal pazar›ndan Türkiye’nin 1.35 milyar dolar pay ald›¤›na dikkat çeken Yusuf Öztürk bu rakam›n 4 milyar dolar olmas› gerekti¤inin hesapland›¤›n›, Çandarl› Liman›’n›n bölgenin yak›t ikmal merkezi haline getirilerek bu rakama ulaflabilece¤ini vurgulad›. Yusuf Öztürk yeni ihale flartnamesi oluflturulurken bu tür geliflmelerin dikkate al›nmas›nda fayda gördüklerini ifade etti.

Six Tugboats Order to Sanmar From Svitzer Alt› Römorkör Siparifli

animarka kökenli Ma-

‹mzalanan anlaflmaya göre in-

ersk Grubu’nun güven-

fla edecek 70 ton çekme gü-

lik, destek ve acil durum mü-

cündeki RAstar 2800-E s›n›f›

dahale hizmetleri veren firma-

ASD tipi römorkörler, yedek-

s› Svitzer, Sanmar ile alt› ye-

leme yetene¤ine sahip sekiz

ni römorkör inflas› için anlafl-

kiflilik mürettebat›n konakla-

ma imzalad›. Tuzla’daki Sanmar Tersanesi’ndeki imza törenine Sanmar’dan Yönetim Kurulu Baflkan› Orhan Gürün, Proje Müdürü Ali Gürün, Genel Müdür Cem Seven, Pazarlama Müdürü P›nar Gürün Korkmaz, Svitzer’den ise CEO

enmark based Maersk Group’s Svitzer company that offers security and emergency response services has signed a contract with Sanmar for six new tugboat building. Board Chairman Orhan Gürün, Project Director Ali Gürün, Managing Director Cem Seven, Marketing Manager P›nar Gürün Korkmaz from Sanmar and CEO Robert Uggla, Technical Officer Kristian Brauner, Purchasing Department Manager Otilija Buch, Newbuilding Manager Esben Grundtvig from Svitzer attended to the signature ceremony held at Sanmar Shipyard in Tuzla.

yabilece¤i terminal römorkörleri olarak hizmet verecek. Her römorkör çift makaral› DMT çekme vinci, 2,000 kW MTU 16V4000M63 makine, Schottel SRP 1515 pervane ve merkezi so¤utma sistemiyle donat›lacak. S›cak iklimlere özel römorkörler, su püskürt-

Robert Uggla, Teknik Baflkan

me sistemiyle FiFi1 notasyo-

Kristian Brauner, Sat›n Alma

nuna sahip özelli¤iyle de öne

Departman› Baflkan› Otilija

ç›k›yor. Yeni römorkörlerden

Buch, Yeni ‹nfla Müdürü Es-

ilki 2016 y›l›n›n 4. çeyre¤inde

ben Grundtvig kat›ld›.

teslim edilecek.

The RAstar 2800-E class ASD type tugboats with 70 tons bollard pull that will be built according to the signed contract will serve as terminal tugboats where a crew of eight people with escort ability can accommodate. Each tugboat shall be equipped with double pulley DMT tow winch, 2,000 kW MTU 16V4000M63 engine, Schottel SRP 1515 propeller and central cooling system. The tugboats specific to hot climates are outstanding with their sprinkler system and FiFi1 notation feature. The first of new tugboats will be delivered on the fourth quarter of 2016. MARINE&COMMERCE A⁄USTOS 2015

055

KB IR SI AE

H AN B E R L E R E W S

DEFAV At Its Own Building DEFAV Kendi Binas›nda pening ceremony of the building at Pendik Güzelyal› that was purchased by the ‹TÜ Maritime Faculty (YDO) Graduates Social Welfare Foundation (DEFAV) has been conducted. DEFAV that was founded in 1995 to award scholarship for ‹TÜ Maritime Faculty students, provide financial support for graduates desiring to build academic career and offer social aid for the children and wives of the needy ones has finally realized its goal of acquiring a property belonging to it. This development coming after the dormitory opened for the ‹TÜ Maritime Faculty students is realized by purchasing and restoring a

mik kariyer yapmak isteyenlere mali destek sa¤lamak ve muhtaç durumda olanlarla efl ve çocuklar›na sosyal yard›m sa¤lamak amac›yla kurulan DEFAV böylece kendisine ait mülk sahibi olma hedefini de gerçeklefltirmifl oldu. ‹TÜ Denizcilik Fakültesi ö¤rencilerinin hizmetine aç›lan yurt binas›n›n ard›ndan sa¤lanan bu geliflme, Pendik Güzelyal›’daki üç katl› bir bina sat›n al›n›p tadilat› yap›larak gerçekleflti.

building at Pendik Güzelyal›. DEFAV Board Chairman Tahir Sar›o¤lu made a brief statement at the opening ceremony and said that coming together at such occasions gives us further will to work and morale.

TÜ Denizcilik Fakültesi (YDO) Mezunlar› Sosyal Yard›m Vakf› (DEFAV) taraf›ndan, Pendik Güzelyal›’da sat›n al›nan binan›n aç›l›fl› gerçeklefltirildi. 1995 y›l›nda ‹TÜ Denizcilik Fakültesi ö¤rencilerine burs vermek, mezunlardan akade-

‹

Aç›l›flta k›sa bir konuflma yapan DEFAV Yönetim Kurulu Baflkan› Tahir Sar›o¤lu “Bu tip etkinliklerde bir araya gelmek, Vakf›m›z›n hedeflerini daha da ileriye götürmemiz hususunda bize daha çok çal›flma arzusu ve moral veriyor” dedi.

Sedef Will Build Multitalented Military Ships Sedef Çok Yetenekli Askeri Gemi ‹nfla Edecek n agreement has been signed between Aselsan-Havelsan partnership and Sedef Shipyard related with the construction of landing platform dock (LPD) to be built for Turkish Naval Forces Command and supply and integration of the electronic warfare systems that must be on the board. With the agreement worth EUR 127.3 million, Naval Forces Command will own a 231 meters long, 32 meters wide ship that is capable to be used at Aegean, Black Sea and Mediterranean theater of operations besides the Indian and Atlantic Oceans.

Due to the general hospital and

056

surgery room it contains, the ship with a high vehicle and personnel transportation capacity, superior command and control and day and night helicopter operation ability will be used also for medical support within the scope of refugee evacuation, humanitarian aid and natural disaster aid operations when needed. There will be a 70 meters long 17 meters wide pool to accomplish this operation on the ship which will ensure the transportation to the operation area through four mechanized landing boat or two air-cushion landing craft of the tanks, armored vehicles and others positioned on the ship board.

MARINE&COMMERCE AUGUST 2015

selsan-Havelsan ifl ortakl›¤› ile Sedef Gemi ‹nflaat› Afi aras›nda, Türk Deniz Kuvvetleri Komutanl›¤› için yap›lacak havuzlu ç›karma gemisinin (LPD) inflas›, gemide bulunacak savafl-elektronik sistemlerin sa¤lanmas› ve entegrasyonu konusunda sözleflme imzaland›. 127.3 milyon euro tutar›ndaki anlaflmayla Deniz Kuvvetleri Komutanl›¤› Ege, Karadeniz ve Akdeniz harekât alanlar› ile Hint ve Atlantik okyanuslar›nda da kullan›labilecek yetkinlikte, 231 metre uzunlu¤unda, 32 metre geniflli¤inde bir gemiye sahip olacak.

Yüksek araç ve personel tafl›ma kapasitesi, üstün komuta-

kontrol ve gece gündüz helikopter harekât› yeteneklerine sahip olan gemi gerekti¤inde bünyesinde bulunan tam teflekküllü hastane ve ameliyathane ile do¤al afet yard›m›, insani yard›m ve mülteci tahliye harekâtlar› kapsam›nda t›bbi destek için de kullan›labilecek. Dört adet mekanize ç›kartma gemisi veya iki adet hava yast›kl› ç›karma gemisi ile güverteye konumland›r›lan tanklar›n, z›rhl›lar›n ve di¤er tekerlekli araçlar›n harekât bölgesine tafl›nmas›na olanak sa¤layacak gemide bu harekât› yapabilmek için 70 metre uzunlu¤unda ve 17 metre geniflli¤inde bir havuz bulunacak.

KB IR SI AE

H AN B E R L E R E W S

Yilport to Open Stockholm Nord and Expand Gavle Container Terminal Y›lport Stockholm Nord’u Açacak ve Gavle Konteyner Terminalini Geniflletecek

Stockholm Nord

xpanding its network in Scandinavia, Yilport Holding has announced the opening date of Stockholm Nord Combi Terminal (SNCT) at Rosersberg, Sweden, which is designed to have the annual container handling capacity of 150,000 TEU with 2 RMG cranes and several reachstakers. This new, private, state-of-the-art facility is expected to serve a variety of logistics customers in Scandinavia and soon become the major rail hub of choice serving the region.

“This is by no means an ordinary logistics hub. It is due to come on line in September and it is very much anticipated by the market. This new facility is an integral part to the future growth of our

058

international container terminal in Gavle, Sweden” stated Mr. Sean Pierce, CEO of Yilport Holding, Turkey. Upon opening the terminal, Yilport will start a new rail service between its Stockholm Nord Facility and Gavle Container Terminal (GCT). As claimed, the rail service will be completely integrated with the GCT and will increase the velocity and predictability for cargo shipments while creating new efficiencies and decreasing the overall cost to the shipping lines and industry. The water and rail solution is environmentally and economically improved over the current logistics situation in the region. Mr. Pierce added that “we see that there is considerable traffic

MARINE&COMMERCE AUGUST 2015

skandinavya’daki a¤›n› geniflleten Y›lport Holding iki RMG vinç ve muhtelif konteyner istifleyiciyle y›ll›k 150,000 TEU konteyner elleçleme kapasitesine göre planlanm›fl olan ‹sveç Rosersberg’deki Stockholm Nord Combi Terminalinin (SNCT) aç›l›fl tarihini aç›klad›. Bu yeni, özel ve en modern tesisin ‹skandinavya’da çeflitli lojistik müflterilerine hizmet vermesi ve k›sa sürede bölgede hizmet veren ana demiryolu merkezi haline gelmesi bekleniyor.

‹

Y›lport Holding Türkiye CEO’su Sean Pierce “Bu hiçbir flekilde s›radan bir lojistik merkezi de¤il. Eylül ay›nda devreye girecek ve piyasada heyecanla bekleniyor. Bu yeni tesis ‹sveç, Gavle’deki uluslararas› konteyner terminalimizin gelecekteki büyümesinin ayr›lmaz bir par-

ças›d›r” dedi. Y›lport, terminali açt›ktan sonra Stockholm Nord tesisiyle Gavle Konteyner Terminali (GCT) aras›nda yeni bir demiryolu hizmeti bafllatacak. Demiryolu hizmetinin GCT’yle tamamen entegre olaca¤›, kargo sevkiyatlar›n›n h›z ve öngörülebilirli¤ini artt›r›rken denizcilik flirketleri ile sektöre yeni verimlilikler yarataca¤› ve toplam maliyetleri azaltaca¤› iddia ediliyor. Su ve demiryolu çözümü çevresel ve ekonomik olarak bölgedeki mevcut lojistik durumun üzerinde geliflti. Pierce “demiryolu merkeziyle yeni SNCT aç›ld›¤›nda, gemilerin Stockholm liman›na u¤ramas›yla önemli ölçüde trafik s›k›flmas› ve gereksiz gider oldu¤unu görüyoruz” diye ekledi. “Gemiler, demiryolu hizmetimizle Stockholm Nord tesisimize kusursuz ve maliyet-etkin biçimde aktar›lacak ve hatta istenirse müflterinin kap›s›na

Sean Pierce

congestion and unnecessary cost with vessels calling Stockholm harbor once the new SNCT with rail hub opens. The liners can simply call Yilport’s Gavle Container Terminal to discharge the imports that will be seamlessly and cost effectively transferred to our Stockholm Nord facility by our rail service and even delivered to the customer’s door if desired.” Yilport Holding has the longterm concession for the GCT which is the third largest container terminal in Sweden with existing annual capacity of 300,000 TEU. The GCT has the strategic location, situated on the Swedish East Coast about 170 Km north of

Stockholm. As stated, the company has completed its expansion studies for GCT and has finalized its growth plans. The total container handling capacity at GCT will be 500,000 TEU and delivered in two phases. The first phase will be completed in 2016 by launching the Stockholm Nord Terminal along with improvements to GCT that will increase the container handling capacity from 300,000 TEU to 400,000 TEU. Then, Phase 2 will be the major investment with new additional cranes, equipment and yard preparation and new CFS operations that will allow the annual capacity to go up to 500,000 TEU by 2018.

teslim edilecek olan ithalatlar›n› boflaltmak için Y›lport’un Gavle Konteyner Terminalin gelebilir.” Y›lport, y›ll›k 300,000 TEU mevcut kapasitesiyle ‹sveç’in üçüncü en büyük konteyner terminali olan GCT için uzun vadeli imtiyaz› elinde bulunduruyor. Stockholm’ün yaklafl›k 170 km kuzeyinde ‹sveç Do¤u Sahilinde yer alan GCT stratejik konuma sahip. Belirtilmifl oldu¤u gibi, flirket GCT için geniflleme çal›flmalar›n› tamamlad› ve büyüme planlar›na son fleklini verdi. GCT’de toplam konteyner elleçleme kapasitesi 500,000 TEU olacak ve iki aflamada teslim edilecek. GCT’de konteyner elleçleme kapasitesini 300,000 TEU’dan

Gavle

400,000 TEU’ya ç›kartacak olan iyilefltirmenin yan› s›ra Stockholm Nord Terminalinin aç›l›fl›yla, ilk aflama 2016’da tamamlanacak. Yeni ilave vinçler, donan›m ve arazi haz›rl›¤› ve 2018’de y›ll›k kapasitenin 500,000 TEU’ya ç›kmas›n› sa¤layacak yeni CFS operasyonlar›yla ikinci aflama ise esas yat›r›m olacak.

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 A⁄USTOS 2015

059

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

Type // Tipi

DWT

Built // ‹nfla

USD

Buyer // Al›c›

Aetos

bulk

48,893

2001 Japan

5,500,000

Bau Zhu Hai

bulk

180,300

2004 Japan

18,600,000

China

Breeze Island

bulk

28,000

2011 Japan

10,200,000

Greece

Eco Vanguard

bulk

28,000

2001 Japan

6,200,000

Vietnam

Fu May

bulk

76,009

2002 China

8,000,000

China

Grace Future

bulk

75,375

2006 Japan

13,300,000

Greece

Great Morning

bulk

28,710

2004 Japan

6,900,000

Jag Aakash

bulk

81,600

2016 China

27,750,000

Greece

Kanishka

bulk

76,286

2005 Japan

11,350,000

Greece Auction

Luyang Rising

bulk

76,243

2006 Japan

15,250,000

Greece

North Fortune III

bulk

91,400

2001 Japan

8,900,000

China

Olympias

bulk

52,817

2001 Japan

7,000,000

Greece

Pacific Wind

bulk

28,437

2007 Japan

8,600,000

Vietnam

Port Mouton

bulk

53,308

2005 China

6,700,000

Greece

Skomvaer

bulk

58,000

2010 China

12,750,000

Greece

Star Claudia

bulk

71,694

1997 Japan

3,700,000

China

Tennei Maru

bulk

58,470

2009 China

14,100,000

Undisclosed

Torm Anholt

bulk

74,195

2004 Japan

11,000,000

Greece @

Torm Bronholm

bulk

75,912

2004 Japan

11,000,000

Greece @

Xing Min Hai

bulk

81,600

2015 China

28,000,000

Undisclosed

Yangzhou Dayang DY216

bulk

63,500

2015 China

22,500,000

Blue Moon

cont

13,715

2008 China

7,500,000

Undisclosed @

Ibn Hazim

cont

13,951

2005 Romania

6,500,000

Undisclosed @

Mount Bokor

cont

13,823

2005 China

6,500,000

Undisclosed @

Yellow Moon

cont

13,777

2008 China

7,500,000

Undisclosed @

Cap Domingo

cont

51,807

2001 Korea

24,250,000

Undisclosed

Corsa

cont

5,356

1998 Germany

1,600,000

Undisclosed

El Toro

cont

13,633

2006 Japan

6,500,000

Germany

Guangzhou Wenchong GWS

cont

35,000

2015 China

36,500,000

Denmark

Heung A Bangkok

cont

10,354

1995 Korea

2,000,000

Malaysia @

Heung A Hongkong

cont

10,354

1995 Korea

2,000,000

Malaysia @

Leo Osaka

cont

43,093

2003 Japan

9,200,000

Undisclosed

Alpine Marie

tanker

48,005

2009 Japan

22,500,000

Undisclosed

Amber Ray

tanker

19,728

2005 Japan

21,000,000

Danish St. Steel

Aquamarine II

tanker

49,995

2014 Korea

37,100,000

Monaco

Azov Sea

tanker

47,363

1998 Croatia

8,100,000

Greece

Bering Sea

tanker

47,431

1998 Croatia

8,100,000

Greece

Cap Georges

tanker

146,652

1998 Korea

23,500,000

Far East

Fairchem Mustang

tanker

20,622

2003 Japan

16,000,000

Greece St. Steel

060 MARINE&COMMERCE AUGUST 2015

Greece Auction

Vietnam

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

Type // Tipi

DWT

Built // ‹nfla

USD

Buyer // Al›c›

Front Glory

tanker

149,834

1995 Japan

16,000,000

Far East

Harbour Star

tanker

51,068

2008 Korea

24,000,000

Greece @

Super Star

tanker

51,068

2008 Korea

24,000,000

Greece @

Kometik

tanker

126,646

1997 Korea

8,000,000

Monaco

SCF Valdai

tanker

159,300

2003 Korea

35,500,000

Greece

Sirius I

tanker

46,341

1996 Spain

7,500,000

Undisclosed

SPP Sacheaon S1179

tanker

50,300

2016 Korea

38,500,000

Croatia @

SPP Sacheaon S1180

tanker

50,300

2016 Korea

37,500,000

Croatia @

Tarazara

tanker

1,896

1988 Japan

300,000

Greece

NEWBUILDING CONTRACTS - YEN‹ ‹NfiA SÖZLEfiMELER‹ Yard // Tersane

Type // Tipi

Size (units) // Boyut (adet) Delivery // Teslimat

USD

Buyer // Al›c›

CSBC

cont

2,800 TEU (x10)

2017

40,000,000

Evergreen

Jiangnan Changxing

cont

13,500 TEU (x8)

2018

116,800,000

Yangzijiang

cont

3,800 TEU (x4+4)

2017

43,000,000

Hamburg

Dalian

tanker

319,000 dwt

2018

92,000,000

Dalian Ocean

Hyundai Mipo

tanker

37,000 dwt (x2+2+2+2)

2017

32,500,000

Scorpio

Samsung

tanker

113,000 dwt (x2)

2017

58,000,000

Unisea Shipping

Samsung Ningbo

tanker

50,000 dwt (x2+2)

2017

32,000,000

Capital Ship Management

Samsung Ningbo

tanker

50,000 dwt (x9)

2017/2018

32,000,000

Maersk Tankers

STX

tanker

73,500 dwt

2017

46,000,000

Pleiades

Sumitomo

tanker

112,000 dwt

2018

52,000,000

Lundqvist Rederierna

CSCL

DEMOLITION SALES - HURDA SATIfiLARI Vessel Name // Gemi Ad› Type // Tipi

DWT

Built // ‹nfla

USD/LDT

LDT

Buyer // Al›c›

C. Royal

bulk

151,044

1996

325

17,992

Glory Morning

bulk

22,202

1986

317

4,783

India

Kurotakisan

bulk

87,890

1995

330

12,880

India

LinaY

bulk

30,330

1982

290

6,448

Lotus Sun

bulk

73,556

1995

230

10,271

Delivery Hong Kong

Matsura Maru

bulk

148,884

1990

285

19,280

India

Ore Alegria

bulk

160,089

1997

330

20,963

Pakistan

Preventer

bulk

71,062

1990

331

9,236

Rebekka N

bulk

249,378

1990

325

36,615

Sea Adelaide

bulk

26,318

1984

290

5,550

Atlantic Companion

roro

51,448

1984

320

29,000

Viva

tanker

1,439

1982

305

772

@: enbloc

Pakistan

Pakistan/India options

India Pakistan Bangladesh India Bangladesh

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 08.2015

062 MARINE&COMMERCE AUGUST 2015

MARITIME EVENTS DEN‹ZC‹L‹K ETK‹NL‹KLER‹ Date 09-10.09.2015 08-11.09.2015 09-11.09.2015 16-19.09.2015 17-18.09.2015 22.09.2015 22-25.09.2015 23-23.09.2015 23-25.09.2015 24.09.2015 03-07.10.2015 12.10.2015 12-15.10.2015 13-14.10.2015 13-15.10.2015 14.10.2015 14-17.10.2015 20-23.10.2015 27-29.10.2015 29.10.2015 29-30.10.2015 02-06.11.2015 03-05.11.2015 03-06.11.2015 05-09.11.2015 09-12.11.2015 10-12.11.2015 17-19.11.2015 01-03.12.2015 08-10.12.2015 24-25.02.2016 25-26.02.2016 09-12.03.2016 14-17.03.2016 01.04.2016 07-08.04.2016 12-14.04.2016 13-16.04.2016 27-28.04.2016 10-13.05.2016 11-13.05.2016 23-26.05.2016 23-27.05.2016 26-27.05.2016 14-16.06.2016 15-18.06.2016 14-15.07.2016 06-09.09.2016 22-23.09.2016 26-27.10.2016 01-03.11.2016 24-25.11.2016 30.05-02.06.2017 29-31.03.2017 20-23.06.2017 06-07.07.2017

Event

Place

Website

IMPA London Offshore Europe 2015 Oil & Gas Conference & Exhibition Seatrade Europe Cruise & River Cruise Convention MTB Workboats 10th Southern Asia Ports, Logistics & Shipping 2015 8th Annual Superyacht Finance Forum NEVA 2015 14th Annaul Marine Money Singapore Ship Finance Forum INMEX SMM India 2015 2nd Mare Forum Monaco Yacht Summit 2015 Interferry 40th Annual Conference 5th Offshore Wind Installation and Maintenance Conference Dynamic Positioning Conference 2015 Offshore Energy 2015 TOC Container Supply Chain: Americas 17th Annual Marine Money Greek Ship Finance Forum MTB Marine Europe Kormarine 2015 OTC Brasil 2015 2nd Mare Forum Fort Lauderdale Yacht Summit 2015 13th Intermodal Africa 2015 IBIA Annual Convention 2015 Deepwater Operations 2015 Europort 2015 The Fort Lauderdale International Boat Show ADIPEC 2015 International Petroleum Exhibition & Conference 6th Gas Fuelled Ships Conference METS 2015 Marine Equipment Trade Show International Workboat Show 2015 Saudi Transtec

London, UK Aberdeen, UK Hamburg, Germany Dubrovnik, Croatia Mumbai, India Monaco St Petersburg, Russia Singapore Mumbai, India Monaco Copenhagen, Denmark Amsterdam, The Netherlands Houston, USA Amsterdam, The Netherlands Panama City, Panama Athens, Greece Tenerife, Spain Busan, Korea Rio de Janeiro, Brazil Fort Lauderdale, USA Lusaka, Zambia Cancun, Mexico Galveston, Texas, USA Rotterdam, The Netherlands Fort Lauderdale, Florida Abu Dhabi, UAE Hamburg, Germany Amsterdam, The Netherlands New Orleans, USA Dammam, Saudi Arabia

www.impalondon.com www.offshore-europe.co.uk www.seatrade-europe.com www.coplandevents.com www.transportevents.com www.marinemoney.com www.neva.transtec-neva.com www.marinemoney.com www.inmex-smm-india.com www.mareforum.com www.interferry.com http://offshore-energy.biz www.dynamic-positioning.com http://offshore-energy.biz www.tocevents-americas.com www.marinemoney.com www.coplandevents.com www.kormarine.com www.otcbrasil.org www.mareforum.com www.transportevents.com www.ibia.net www.deepwateroperations.com www.europort.nl www.showmanagement.com www.adipec.com www.motorship.com/gfsconference www.metstrade.com www.workboatshow.com www.sauditranstec.com/

SMM Istanbul 7th Intermodal Asia 2016 MTB Marine Americas The Cruise Industry’s Premier Global Event Ocean Business 2016 15th Intermodal Africa 2016 European Offshore Energy 2016 MTB Marine Asia 4th MED Ports 2016 MTB Shipyards China International Marina, Port & Shipbuilding Fair AWEA Offshore Windpower 2016 Conference & Exhibition Tugnology 2016 5th Black Sea Ports and Shipping 2016 TOC Europe MTB Superyachts 14th ASEAN Ports and Shipping 2016 27th SMM Hamburg 11th Southern Asia Ports, Logistics & Shipping 2016 12th Trans Middle East 2016 SMEM Seatrade Middle East Maritime 2016 16th Intermodal Africa 2016 Nor Shipping 2017 Maritime Vietnam Brasil Offshore 15th ASEAN Ports and Shipping 2017

Istanbul, Turkey Melbourne, Australia Mexico Fort Lauderdale, USA Southampton, UK Accra, Ghana Birmingham, UK Singapore Tanger, Morocco Abu Dhabi, UAE Nanjing, China New Orleans, USA Boston, USA Constanta, Romania Hamburg, Germany Tenerife, Spain Bangkok, Thailand Hamburg, Germany Colombo, Sri Lanka Jeddah, Saudi Arabia Dubai, UAE Mombasa, Kenya Oslo, Norway Ho Chi Minh, Vietnam Rio de Janeiro, Brazil Yangon, Myanmar

www.smm-istanbul.com www.transportevents.com www.coplandevents.com www.cruiseshippingevents.com www.oceanbusiness.com www.transportevents.com www.europeanoffshoreenergy-expo.com www.coplandevents.com www.transportevents.com www.coplandevents.com www.cimps-europort.com www.awea.org www.tugandsalvage.com www.shows.newmaker.com www.tocevents-europe.com www.coplandevents.com www.transportevents.com www.hamburg-messe.de/smm www.transportevents.com www.transportevents.com www.seatrade-middleeast.com www.transportevents.com www.nor-shipping.com www.maritimeshows.com/vietnam www.brasiloffshore.com www.transportevents.com

064 MARINE&COMMERCE AUGUST 2015