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

LARGESTS OF THE TANKER WORLDTANKER DÜNYASININ EN BÜYÜKLER‹LARGESTS OF THE TANKER WORLDTANKER DÜNYASININ EN BÜYÜKLER‹

MASAMICHI MOROOKA: WORTH PAYING IN ORDER TO SURVIVEAYAKTA KALMAK ‹Ç‹N BEDEL ÖDEMEYE DE⁄ER

COMPLEX SENTIMENTS IN TRANSPORT TAfiIMACILIKTA KARMAfiIK DUYGULAR

MASAMICHI MOROOKA: WORTH PAYING IN ORDER TO SURVIVEAYAKTA KALMAK ‹Ç‹N BEDEL ÖDEMEYE DE⁄ER

COMPLEX SENTIMENTS IN TRANSPORT TAfiIMACILIKTA KARMAfiIK DUYGULAR

At The Moment I Am Living What I Will Remember Tomorrow “I find a stage for myself and played my role while the others are watching at the front seats. They cast me such a role that I couldn’t understand though I read many times.”

I love those two sentences on which everybody enquiring deeply can ascribe a mean-ing in his/her own way. I suppose that they are from a song of fiebnem Ferah. I amnot sure because we are experiencing a terrible infollution in parallel with technolo-gy. According to certain claims they may belong to Friedrich Nietzsche too… Thanks for the one whoever felt and verbalized them.

I have never been one of those people who watch the life at the front seat. I alwayshad a small stage of my own. But I should profess that I can’t understand exactly myrole in this play although I tried so hard. Of course I don’t want to underplay but can’t find any answer to the questions like why I did that in that way, why thereis a need for such a lexiphanicism and why it is so hard to break the routine. Naturally I don’t know whether or not I am pleased with my role. At least

if it were possible for me to let the things flow just like the others do and say to myself “Forget it, just play”… No, this isnot possible. The amusing thing is my failure to take a seat among the audience in spite of such confusion. In short, it is a difficult situation. I know that there are a lot of people experiencing the same but they don’t want to question it.

I think I am trying hard to understand my role better since it is true that at the moment we are living what we will remember tomorrow. Namely, my problem is with myself. Every “moment” has to and will pass, but the traces, memoriesit will leave behind… They will be with me till the end. There is no escape, so let’s keep on reading…

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

Yar›n Hat›rlayacaklar›m› fiu An Yafl›yorum“Baz›lar› hayat› en önden seyrederken, kendime bir sahne buldum ve oynad›m. Öyle bir rol vermifller ki, okudum okudum anlamad›m.”

Derin, sorgulayan, herkesin kendine göre anlam yükleyebilece¤i bu iki cümleye bay›l›yorum. San›r›m fiebnem Ferah’a aitbir flark›n›n sözlerinden. Emin olam›yorum çünkü teknolojiyle paralel müthifl bir bilgi kirlili¤i yafl›yoruz. Baz› iddialaragöre Friedrich Nietzsche’in de olabilir… Her kim hissedip kelimelere tafl›d›ysa teflekkürler.

Hiçbir zaman hayat› o en önden seyredenlerden olmad›m. Hep küçücük bir sahnem oldu ama itiraf edeyim, çoku¤raflmama ra¤men oyundaki rolümü ben de tam olarak anlayam›yorum. Elbette rolümün hakk›n› vermek istiyorumancak, neyi neden yapt›¤›m›, bu kadar a¤dal› bir anlat›ma neden ihtiyaç duyuldu¤unu ve ezberleri bozman›n zorlu¤unuçözemiyorum. Eee haliyle rolümden mutlu olup olmad›¤›m› da kestiremiyorum. Bari ço¤unlu¤un yapt›¤› gibi ak›fl›nab›rak›versem ve kendime “Bofl ver, oyna gitsin” diyebilsem… Yok olmuyor. ‹flin tuhaf› bunca çetrefile ra¤men, seyredenlerin aras›na da kayam›yorum. K›sacas› zor bir durum. Benim durumumda çok insan var asl›nda biliyorum amasorgulamak istemiyorlar.

Yar›n hat›rlayacaklar›m›z› flu an yafl›yoruz ya, ben de san›r›m onun için rolümü çok iyi anlamaya u¤rafl›yorum. Yanihesab›m kendimle. Her “an” bitecek, bitmek zorunda ama b›rakaca¤› izler, an›lar… ‹flte onlar hep benimle olacak.Kaç›fl yok, okumaya devam…

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

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

HELLO // MERHABA

Dildar Ünde¤er, [email protected]

MARINE&COMMERCE JULY 2015002


®

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

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

Editor in ChiefGenel Yay›n Yönetmeni (Sorumlu)

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

Editor // EditörY›lmaz Öztürk

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

Graphic Editor // Görsel YönetmenBulut Onur

Advertisement Department // Reklam [email protected]

Subscription // AbonelikOrhan K›vrak

Translation // ÇeviriAyflen Tekflen

Cover Photo // Kapak Foto¤raf›AET Tankers

Correspondence // Yaz›flma Adresi

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

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

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

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

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

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

ISSN: 1305-2918 JULY // TEMMUZ 2015Published monthly // Yerel süreli yay›n // Her ay yay›nlan›r

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

CONTENTS // ‹Ç‹NDEK‹LER

028 018 044

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

sözleflmeleri Demolotion sales // Hurda sat›fllar›

INDUSTRIAL DATA // SEKTÖREL VER‹LER 060

&

&

SHORT WAVE // KISA DALGA

Latest developments, events,

new products in the world... //

Dünya denizcili¤indeki son geliflmeler,

olaylar, yeni ürünler 006

CONVERSATION // SÖYLEfi‹

Worth Paying In Order To Survive //

Ayakta Kalmak ‹çin

Bedel Ödemeye De¤er 018

RISK // TEHL‹KE

When Seas Bite Back //

Denizler Karfl›l›k Verdi¤inde 024

STUDY // ‹NCELEME

Largests Of The Tanker World //

Tanker Dünyas›n›n En Büyükleri 028

INTERNATIONAL // ULUSLARARASI

Countdown To $8.5 Billion New Suez Canal //

8.5 Milyar Dolarl›k Yeni

Süveyfl Kanal›’n›n Aç›l›fl›na Geri Say›m 036

SURVEY // ARAfiTIRMA

Complex Sentiments In Transport //

Tafl›mac›l›kta Karmafl›k Duygular 040

DEVELOPMENT // GEL‹fiME

Russia Bolsters Arctic Expansion //

Rusya’dan Arktik Büyümede

Dikkat Çekici Ad›mlar 044

MARKET // P‹YASA

Sanctions Deal, Tanker Appeal? //

Yapt›r›mlarda Anlaflma, Tankerde

Cazibe mi? 048

MARKET // P‹YASA

Name Your Price //

Akl›n›zdaki Fiyat› Söyleyin 050

BRIEF NEWS // KISA HABERLER

Voice of the Turkish maritime industry...

Source of up-to-date information...

News, developments, projects... //

Türkiye denizcilik sektörünün sesi,

güncel bilgi kayna¤›... Haberler

geliflmeler, projeler... 054

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

The monthly average for thefirst six months in 2015 is 3.3million DWT. In 2014 the firsthalf year averaged at 1.33million DWT per month.

According to BIMCO andClarkson’s data, April 2015

saw 5.36 million DWT beingretired from active service,which was the highest on recordever for a single month. Therecord came on the back ofcontinued poor earnings anddeteriorating market conditionsin dry bulk shipping, evidencedby the Baltic Dry Index (BDI)staying below 600 from 2February to 13 May.

In 2012, which is the largestdemolition year on record with33.4 million DWT leaving thefleet, the monthly average was2.79 million DWT. So could webe heading for an even higherlevel in 2015? The preliminaryamount of dry bulk tonnagebeing demolished during the firsthalf of 2015 is 20 million DWT.During the first half of 2012 wesaw 18 million DWT leaving thefleet.

Chief Shipping Analyst atBIMCO, Peter Sand, says: “Asthe year progresses, BIMCOexpects the demand side to getstronger in connecting withrising volumes. This shouldpositively impact the marketconditions but at the same timealso limit the demolition activity.

In line with our recentadjustment of expectations fordemolition activity in 2015, wedo not see a new record year inspite of the strong start of theyear.”

Handysize was the Busiest In the BIMCO news pieceBusiest Capesize DemolitionMarket Ever from 7 May a totalof 52 Capesizes had beendemolished. The number has

increased to 68. The record from2012 where 70 Capesizes weredemolished during the full yearwill soon fall.

The Handysize segment was thebusiest sub-segment in all of thesix months when you measureactivity by number of ships beingrecycled. A total 104 Handysizeshave left the fleet for good so farin 2015. The total number of drybulkers being demolished nowstand at 262 ships for the year.

It remains to be seen ifHandymax demolition activitywill remain subdued. The fleetgrowth is the largest amongstthe dry bulk-segments asnewbuilt Supramaxes keepcoming from the shipyards.However, earnings have out-performed all the other dry-bulksegments from mid-February toend of June, leaving little reasonfor engaging more often with theblow torch for Handymaxowners.

“The relatively low level ofHandymax scrapping is atestament to a versatile sub-segment which is able to deliverwhat the market wants evenwhen the overall demand side islosing ground. Fleet growth forHandymax/Supramax segmentsstand at 3.5% since the turn ofthe year”, adds Peter Sand.

2015’in ilk alt› ay›nda kuruyük gemisi sökümü ayl›k ortalama 3.3 milyon DWTolarak gerçekleflti. 2014’ünilk yar›y›l ayl›k ortalamas› ise1.33 milyon DWT idi.

BIMCO ve Clarkson verilerinegöre, 2015’in Nisan ay›nda,

tek bir ay için kaydedilmifl enyüksek de¤er olan toplam 5.36milyon DWT geminin aktif hiz-metten ayr›ld›¤› görüldü. Bu re-kor Balt›k Kuru Yük Endek-si’nin (BDI) 2 fiubat’tan 13 Ma-y›s’a dek 600’ün alt›nda kalma-s›n›n da gösterdi¤i gibi kuru yükgemicili¤inde piyasa koflullar›-n›n kötüleflmeye devam etmesive düflük seyreden kazançlar›nard›ndan geldi.

33.4 milyon DWT’nin filodanç›kmas›yla kaydedilmifl en bü-yük söküm y›l› olan 2012’deayl›k ortalama 2.79 milyonDWT idi. Bu durumda, 2015’tedaha da yüksek bir düzeye do¤-ru gidiyor olabilir miyiz? Önverilere göre 2015 y›l›n›n ilkyar›s›nda sökülen kuru yük to-naj› miktar› 20 milyon DWT.2012’nin ilk alt› ay›nda 18 mil-yon DWT’nin filodan ç›kt›¤›görülmüfltü.

BIMCO Denizcilik Bafl AnalistiPeter Sand konuyla ilgili flöylededi: “Y›l ilerledikçe BIMCOyükselen hacimlerle ba¤lant›l›olarak talep taraf›n›n güçlen-mesini bekliyor. Bu durum pi-

yasa flartlar›n› olumlu etkileye-cek ve ayn› zamanda söküm fa-aliyetini de s›n›rlayacak. 2015y›l› söküm faaliyeti beklentileri-mizde yapt›¤›m›z son düzenle-meye paralel olarak y›l›n güçlübafllang›c›na ra¤men yeni birrekor y›l› öngörmüyoruz.”

En Faal Söküm Handysize’daBIMCO’nun yay›mlad›¤› “Ta-rihteki En Faal Capesize Sö-küm Piyasas›” bafll›kl› haberegöre 7 May›s’tan bu yana top-lam 52 Capesize söküldü, böy-lece toplam say› 68’e ulaflt›.Tüm y›lda 70 Capesize’›n sö-küldü¤ü 2012 rekorunun k›sasürede tarihe gömülece¤i anla-fl›l›yor.

Söküm faaliyeti yeniden dönüflü-me giren gemilerin say›s›yla öl-çüldü¤ünde hepsinin içinde enfaal alt-dilimin Handysize oldu-¤u göze çarp›yor. 2015’te flim-diye dek toplam 104 Handysizefilodan ayr›ld›. Yine de sökülenkuru yük gemilerinin toplam sa-y›s› 2015 y›l› için 262’de kala-cakm›fl gibi görünüyor.

Handymax sökümlerinin düflükkal›p kalmayaca¤›n› zamangösterecek. Tersanelerden yeniinfla edilen Supramax’lar denizeindirilmeye devam ediyor ve ku-ru yük dilimleri aras›ndaki enbüyük filo büyümesi bu dilimdegerçeklefliyor. Yine de fiubat ortas›ndan Haziran sonuna ka-dar elde edilen kazançlar Han-dymax sahiplerini gemilerini sö-küme göndermekten cayd›racakkadar iyi gerçekleflti.

Peter Sand bu durumu “Han-dymax’lerin göreceli olarak dü-flük hurdaya ayr›lma düzeyi, top-lam talep geriledi¤inde bile pi-yasan›n istedi¤ini verebilen çokyönlü bir alt-dilim oldu¤unu gös-teriyor. Handymax/Supramaxdilimleri için filo büyümesi y›l›nbafl›ndan bu yana %3.5’te duru-yor” sözleriyle yorumlad›.

A New Record Year In Dry Bulk Demolition Under Way?Kuru Yük Gemisi Sökümünde Yeni Bir Rekor Y›l› M›?


BIMCO has announced thatit has taken ownership of

the unique Shipping KPISystem that allows shipownersand managers to comparetheir ships’ efficiency againstthe performance of theindustry and sector averages.

The Shipping KPI System isassumed to be unique becauseit is based on a standard of 64different performanceindicators (such as shipunavailability and number ofenvironmental relateddeficiencies) to allow the mostspecific and accuratecomparison of ships - withineach sector and more broadlyacross the industry - that iscurrently available. The datacollected is anonymised, so itdoes not compromisecommercially sensitiveinformation.

The KPI Standard covershealth and safety managementand performance, and HRmanagement, environmental,navigational safety,operational, security andtechnical performances.

The organization alsoannounced that the system’songoing development will takeinto account the broader needsof shipowners and operators,as well as managers.

BIMCO will provide theShipping KPI System free ofcharge to its members (asidefrom a nominal set-up fee fornew users), and will run thetool for the entire industry ona not-for-profit basis, focusingon the value of the tool for theindustry.

Angus Frew, SecretaryGeneral of BIMCO, said, “The

system is unique and valuableto our industry and we willensure it continues to be runby industry for industry. Wewill seek to ensure that itbecomes the indispensable andtrusted tool of all ship owners,operators and managers,allowing them to benchmarkand monitor their companyand ship performance to driveimprovements, withoutcompromising theircommercial data.”

Philippe Louis Dreyfus, thenew President of BIMCO saidof the system, “Accuratebenchmarking requires dataand the participation of manyshipping companies is crucial.BIMCO is uniquely placed tomake this a success, by havingthe largest membership of anyinternational shippingassociation.”

Initiated in 2003, the systemwas developed by a cross-industry group of experts, ledby InterManager (theinternational trade associationfor the ship managementindustry) and working with theNorwegian Research Council,consultants Marintek, andmaritime IT specialistsSOFTImpact and overseen byan independent KPIAssociation since 2011.

BIMCO, gemi donatanlar›ylaiflletmecilerinin kendi ge-

milerinin verimlili¤ini sektör vedilim ortalamalar›yla karfl›lafl-t›rmas›na olanak sa¤layan“Shipping KPI sistemi”nin sa-hipli¤ini devrald›¤›n› bildirdi.

Shipping KPI sistemi, KPI herbir segmentte ve genel olaraktüm sektörde özel ve do¤rukarfl›laflt›rmaya olanak tan›yan64 farkl› performans gösterge-sine dayal› çok yetkin bir sis-tem olarak kabul ediliyor. Sis-temin toplad›¤› veriler anonimbir içeri¤e dönüfltürülerek su-nuldu¤u için ticari anlamdahassas bilgi oluflturmuyor. KPISistemi sa¤l›k ve güvenlik yö-netim ve performans›n›, insankaynaklar› yönetimini, çevreselve seyir güvenli¤ini, iflletmegüvenli¤ini ve teknik perfor-manslar› kaps›yor.

Kar Amac› Güdülmeyecek

BIMCO sistemin gelifltirilme-sinde yöneticilerin yan› s›ra ar-matör ve iflletmecilerin gereksi-nimlerinin dikkate al›naca¤›n›da duyurdu. BIMCO yeni kulla-n›c›lar için küçük bir kurulumücreti d›fl›nda KPI Sistemi’niüyelerine bedelsiz sa¤layacak.Sistemin sektöre sa¤layaca¤›

yarar dikkate al›narak karamac› gütmeden çal›flt›r›laca¤›bildirildi.

BIMCO Genel Sekreteri AngusFrew bu geliflmeyle ilgili olarakflu aç›klamay› yapt›: “Sektörü-müz için de¤erli ve eflsiz bir sis-tem ve biz onun sektör taraf›n-dan sektör için çal›flmaya de-vam etmesini sa¤layaca¤›z.Tüm gemi donatanlar›, iflletme-cileri ve yöneticilerinin ticaribilgilerini tehlikeye atmadangeliflmeleri kullanmak için ken-di flirket ve gemi performansla-r›n› karfl›laflt›rmal› olarak de-¤erlendirme ve izlemelerineizin veren vazgeçilmez bir araçhaline gelmesini sa¤lamaya ça-l›flaca¤›z.”

12 Y›ll›k Bir Sistem

BIMCO’nun yeni baflkan› Phi-lippe Louis Dreyfus da sistem-le ilgili olarak “Do¤ru de¤er-lendirme olabildi¤ince do¤ruve çok veri gerektirir. Siste-min verimli çal›flmas› için de-nizcilik flirketlerinin kat›l›m›n›çok önemsiyoruz. Herhangibir uluslararas› denizcilik ör-gütünden daha fazla say›daüyeye sahip olan BIMCO’dabu baflar›y› elde edece¤imizeinan›yorum.”

2003 y›l›nda kurulan sistem,InterManager (gemi ifllet-mecili¤i sektörü için uluslara-ras› ticaret birli¤i) liderli¤inde;Norveç Araflt›rma Konseyi,Marintek dan›flmanlar› ve de-nizcilik IT uzman› SOFTImpactile çal›flan sektörler aras› birgrup uzman taraf›ndan geliflti-rilmiflti. Sistem ba¤›ms›z KPIBirli¤i taraf›ndan 2011 y›l›n-dan beri denetleniyor.

BIMCO Acquires Shipping KPI SystemBIMCO Shipping KPI Sistemi’ni Sat›n Ald›

MARINE&COMMERCE TEMMUZ 2015 007

Teekay Tankers Ltd., listed atNew York Stock Exchange

(NYSE) as TNK, announcedthat it has agreed to acquire afleet of 12 modern Suezmaxtankers currently owned byPrincipal Maritime Tankers(Principal), a portfolio companyof funds managed by affiliatesof Apollo Global Management,LLC, for an aggregate purchaseprice of $662 million. Theacquisition is expected to beimmediately accretive to TeekayTankers’ earnings, free cashflow and net asset value pershare and, when combined withthe company’s existing fleet of10 Suezmaxes, will makeTeekay Tankers one of thelargest owners of Suezmaxtankers in the world. With anaverage age of only 5.5 years,the 12 Suezmaxes to beacquired will reduce the averageage of Teekay Tankers’ fleet by1.2 years. The vessels includedin the transaction are scheduledfor delivery to Teekay Tankers

by the end of October 2015 andare expected to operate in thespot tanker market upon or soonafter delivery.

Financing for this acquisitionhas been pre-arranged. Thecompany has receivedcommitments from four of itskey lenders to provide a newdebt facility of approximately$400 million to be secured bythe acquired vessels. Inaddition, Teekay Tankers hasagreed to issue new Class Acommon shares in the amount of$50 million to Principal, $30million to Teekay Corporationand $60 million to a group ofinstitutional investors, at aweighted average price of $6.76per share. The remainingamount of the purchase pricewill be funded from TeekayTankers’ existing liquidity. As atJune 30, 2015, Teekay Tankershad liquidity of approximately$230 million, which included$37.3 million of net proceeds

New York Borsas›’na kay›tl›olan Teekay Tankers Ltd.,

Apollo Global ManagementLLC ifltirakleri taraf›ndan yö-netilen fonlar›n portföy flirketiPrincipal Maritime Tankers’insahip oldu¤u 12 modern Suez-max’l›k filosunu 662 milyondolar toplam fiyatla almak içinanlaflt›¤›n› duyurdu. Sat›n al-man›n Teekay Tankers’in ka-zanc›n›, serbest nakit ak›fl›n› vehisse bafl›na net varl›k de¤erinikatlanan oranda gelifltirmesi veflirketin 10 Suezmax’tan oluflanmevcut filosuyla birleflti¤indeTeekay Tankers’i dünyadaki enbüyük Suezmax filosu sahiple-rinden biri yapmas› bekleniyor.Yaln›zca 5.5 yafl ortalamas›nasahip olan 12 Suezmax, TeekayTankers filosunun ortalama ya-fl›n› 1.2 y›l azaltacak. ‹fllemekonu olan gemilerin 2015Ekim ay› sonunda Teekay’e tes-lim edilmesi planland›. Tesli-mat›ndan ard›ndan tankerlerin

spot piyasas›nda iflletilmesibekleniyor.

Bu sat›n alman›n finansman›önceden ayarlanm›flt›. fiirket,sat›n al›nacak gemilerle temi-nat alt›na al›nacak olan yakla-fl›k 400 milyon dolarl›k yeni birkredi imkan› sa¤layacaklar›nadair ana kreditörlerinin dör-dünden taahhüt ald›. Ayr›caTeekay Tankers hisse bafl›na6.76 dolar a¤›rl›kl› ortalama fi-yat›yla Principal’a 50 milyondolar, Teekay Corporation’a 30milyon dolar ve bir grup ku-rumsal yat›r›mc›ya 60 milyondolar tutar›nda yeni A S›n›f›adi hisse senedi ç›karmay› ka-rarlaflt›rd›. Sat›n alma bedeli-nin kalan k›sm› Teekay Tan-kers’in mevcut likiditesindenfonlanacak. 2015’in ikinci çey-re¤inde flirketin sürekli arzprogram› kapsam›nda ortak bi-rimlerin ihrac›ndan elde edilen37.3 milyon net gelirler de da-



Teekay Acquires 12 Modern Suezmaxes Teekay 12 Modern Suezmax Sat›n Al›yor


received during the secondquarter of 2015 from theissuance of common units underthe company’s continuousoffering program.

“The acquisition of this highquality, on-the-water fleet isstrategically important andprovides significant commercialand financial benefits,”commented Kevin Mackay,Teekay Tankers’ Chief ExecutiveOfficer. “Teekay Tankers willbecome one of the largestowners of modern Suezmaxtankers at the right point in thetanker market cycle whenpositive market fundamentalssupport continued strength inspot tanker rates. Including thefive Aframax tankers weacquired earlier this year, thisacquisition will increase theowned fleet by over 60 percentand solidifies our position as thelargest owner and operator of

mid-size crude oil tankers. Thissignificant increase in our scalewill allow us to further optimizeour fleet efficiencies, enhanceour service offering to bothexisting and new customersacross more regions, andexpand our presence in theevolving global Suezmax trade-routes. With a larger fleet, weare better positioned takeadvantage of the growingdemand for Suezmaxes resultingfrom greater long-haul Suezmaxmovements from the Atlantic toPacific basins as well as theniche intra-regional voyagesthat are increasingly stretchingSuezmax tonnage supply.”

This acquisition transaction hasbeen approved by the Board ofDirectors of both TeekayTankers and Principal and issubject to customary closingconditions.

hil olmak üzere, 30 Haziran iti-bar›yla Teekay Tankers’in yak-lafl›k 230 milyon dolar likidite-si vard›.

Teekay Tankers CEO’su KevinMackay konuyla ilgili flu aç›k-lamay› yapt›: “Yüksek kalitelive faal durumdaki filonun sat›nal›nmas› stratejik öneme sahip,önemli ticari ve mali faydalarsa¤l›yor. Tanker piyasas› dön-güsünün, olumlu piyasa esasla-r›n›n spot tanker navlunlar›n›destekledi¤i noktada TeekayTankers dünyan›n en büyükmodern Suezmax tanker filosusahiplerinden biri haline gele-cek. Bu y›l›n bafl›nda sat›n al-d›¤›m›z befl Aframax tankerlebirlikte bu sat›n alma, sahipoldu¤umuz filoyu yüzde 60 bü-yütecek ve en büyük orta-bü-yüklükte ham petrol tankerlerisahibi ve iflletmecisi olarak ko-

numumuzu sa¤lamlaflt›racak.Ölçe¤imizdeki bu önemli yük-selifl filo verimlili¤imizi dahada optimize etmeye, hem mev-cut hem de daha çok say›dabölgedeki yeni müflterilere hiz-met sunumumuzu gelifltirmeyeve küresel Suezmax ticari rotalar›nda mevcudiyetimiziart›rmaya olanak sa¤layacak.Daha büyük bir filoyla, Atlan-tik’ten Pasifik havzalar›na daha fazla uzun mesafeli Suez-max hareketlerinin yan› s›raSuezmax tonaj arz›n› giderekartan biçimde zorlayan nifl böl-ge-içi yolculuklardan kaynak-lanan Suezmax’lara artan ta-lepten yararlanmak için de da-ha iyi bir konumday›z.”

Bu sat›n alma ifllemi hem Tee-kay Tankers hem de Princi-pal’in yönetim kurullar› tara-f›ndan onayland›.

Norsafe, the producer ofmarine life-saving

systems, announced to set anew world record when the 70passenger GES50 MKIII wasdropped from 40 meters with10 persons on board. Therehas never before been a staffedlifeboat dropped from thisheight.

“The feeling of diving into thewater was amazing. It waseven more exciting to knowthat no one else has done thisbefore”, said MichaelRossland, Vice PresidentNorsafe Academy Rosendal.

The drop was completedsuccessfully, and thetriumphant crew emerged toan applause from thesupporting crew and technicalstaff. The feeling of beingweightless for more than 3seconds of time felt likeforever, although the wait upuntil the actual drop felt much

longer. The crew was alsosurprised of the low G-forces/impact realized duringthe drop, and were thereforevery pleased with thesuccessful endeavor.

The free fall model used was aGES50 MKIII with a capacityof 70 passengers. This is oneof the largest and mostadvanced lifeboats in theworld. The company also holdsthe world record for highestdrop without passengers onboard, 66.8 meters.

Deniz can kurtarma sistem-leri üreticisi Norsafe, 70

yolcu kapasiteli GES50 MKIIIcankurtaran botunu içindeki 10kifliyle 40 metreden indirerekyeni bir dünya rekoru k›rd›¤›n›bildirdi. Daha önce bu yüksek-likten personelle birlikte indiri-len bir cankurtaran botu olma-m›flt›. Norsafe Academy Rosen-dal Baflkan Yard›mc›s› MichaelRossland “Denize dalma duy-gusu hayranl›k vericiydi. Bunudaha önce kimsenin yapmad›¤›-

n› bilmek ise daha da heyecan-l›yd›” dedi.

‹ndirme rekor k›r›larak ta-mamland›¤›nda cankurtaranbotu mürettebat› kendilerinidestekleyen mürettebat ve tek-nik personelin alk›fllar›yla kar-fl›land›. Rekortmen mürettebat,gerçek düflüfle kadar olan süre-nin çok daha uzun hissedilmesi-ne ra¤men 3 saniyeden uzun birsüre a¤›rl›ks›z oldu¤unu hisset-menin sonsuzluk gibi geldi¤inibelirtti. Ayr›ca düflüfl s›ras›ndagerçekleflen düflük g kuvveti et-kisi de herkesi mutlu etti.

Kullan›lan serbest düflüfl modeli70 yolcu kapasiteli bir GES50MKIII modeli, dünyan›n en bü-yük ve en geliflmifl cankurtaranbotlar›ndan biri. fiirket yolcu-suz olarak 66.8 metreden enyüksek inifl rekorunu da elindetutuyor.

New World Record Set For Manned Lifeboat Drop‹nsanl› Cankurtaran Sandal› ‹ndirmede Yeni Dünya Rekoru

The specialised reefer fleet isshrinking and shows no

signs of reversing in the future.However, the reefercontainership fleet hasincreased by 6% year-on-yearand is set to grow 20% by2018, according to Drewry’slatest Reefer Shipping MarketAnnual Review & Forecast.

Consequently, with a capacity-restricted specialised fleet,there is no alternative but forcargo to be shipped by reefercontainership - a trend that isaccelerating with continuedcargo growth. Seaborne reefercargo grew 4.9% in 2014, allof which, and more, wascarried by the reefercontainership mode oftransport.

Despite the significant increasein reefer containershipcapacity, cargo growth is alsoforecast to be strong. This willleave utilisation levels on thereefer containership fleetvirtually unchanged over thenext few years at 20.4 to 20.6cargo tonnes per ‘000 cubicfeet equivalent of reefercontainer capacity.

To ensure that containershipoperators remain competitivewhere super-slow and ultra-slow steaming has becomecommon-place (as well aslengthy voyage times andtrans-shipment services), manycontainer carriers are focusingon reefer-intensive services tocompete with the specialisedmode.

“The specialised reefer fleethas an average age of 25years,” said report editorKevin Harding. “With littlelikelihood of new buildings, inthe large size range at least,ongoing recycling is inevitable,as is a shrinking fleet.However, the containershiporder book is substantial andis expected to remain so.”

Notwithstanding thesedevelopments, specialisedreefer operator Seatrade isinvesting in a new buildingprogramme of fullycontainerised reefer vessels,seeking to differentiate itselffrom the liner containercarriers with shorter transittimes, direct routings andreefer-dedicated box shippingservices. In doing so, it hasrebranded itself an FDDoperator: Fast, Direct andDedicated. The Company hasfirm orders for six vessels ofbetween 500 and 700 feu ofreefer capacity, and optionsfor a further six. Whetherother specialised reeferoperators follow suit remainsto be seen.

Özel amaçl› so¤uk hava ge-misi filosu küçülüyor ve

gelecekte tersine dönüfl de gö-rünmüyor. Ancak Drewry’ninson “So¤utuculu Gemicilik Pi-yasas› Y›ll›k De¤erlendirme veÖngörü” raporuna göre so¤utu-culu konteyner gemisi filosu birönceki y›l›n ayn› dönemine göreyüzde 6 artt›, 2018’de de yüzde20 büyüyecek.

Bu durumda kapasite s›n›rla-mal› bir özel amaçl› filo karfl›-s›nda yüklerin so¤uk havaslotlu konteyner gemileriyle ta-fl›nmas›ndan baflka bir seçenekyok; bu durum süregelen yükart›fl›yla h›zlanan bir e¤ilim.2014 y›l›nda so¤uk hava yüküyüzde 4.9 büyüme gösterdi vebu art›fl›n hepsi konteyner ge-mileriyle tafl›nd›.

Konteyner gemileri so¤ukhava slot kapasitesindekiönemli art›fl›n yan› s›ra yükart›fl›n›n da güçlü olaca¤› tah-min ediliyor. Bu, so¤utuculukonteyner kapasitesine eflde-¤er olan ‘000 kübik feet bafl›-na 20.4 ila 20.6 ton kargoylaso¤utuculu konteyner gemisin-den yararlanma seviyelerinin,önümüzdeki birkaç y›l boyun-

ca görünürde ayn› kalmas›nayol açacak.

Süper a¤›r yol ve ultra a¤›r yolh›z›nda seyrin (yan› s›ra uzunyolculuk süreleri ve aktarma-n›n) ola¤an hale geldi¤i birnoktada konteyner gemisi ifllet-mecilerinin rekabet edebilirli¤i-ni korumak için pek çok kontey-ner tafl›y›c›s› özel amaçl› gemi-lerle rekabet etmek üzere so-¤utucu-yo¤un hizmetlere odak-lan›yor.

Raporun editörü Kevin Harding“Özel so¤uk hava gemi filosuortalama 25 yafl›nda. Yeni inflagemiler için küçük bir olas›l›klabirlikte büyük boyutlu gemiler-de geri dönüflüm ve filo kü-çülmesi kaç›n›lmaz bir durum.Ancak konteyner gemisi siparifldefteri oldukça dolu ve böylekalmas› bekleniyor” dedi.

Bu geliflmelerden farkl› olarak;özel amaçl› so¤uk hava gemisiiflletmecisi Seatrade daha k›satransit süreleri, do¤rudan rota-lar ve s›rf so¤uk hava kontey-ner tafl›mac›l›¤› hizmetleriylekendisini hatl› konteyner gemisiiflletmecilerinden ayr›flt›rmayaçal›flarak tamamen konteyne-rize so¤uk hava gemileri inflaetme program›na yat›r›m yap›-yor. Bunu yaparken kendisiniFDD (Fast, Direct and Dedica-ted: H›zl›, Do¤rudan ve Özel)iflletmeci olarak yeniden mar-kaland›rd›. fiirketin 500 ve 700FEU so¤utucu kapasiteleri ara-s›nda alt› gemi için kesin sipa-rifli ve bir di¤er alt› gemi içinopsiyonu var. Di¤er özel so¤ukhava gemisi iflletmecilerinin deayn› fleyi yap›p yapmayaca¤›n›zaman gösterecek.

Reefer Containership Capacity to Increase 20% by 2018So¤utuculu Konteyner Gemisi Kapasitesi 2018’de %20 Artacak




In what is claimed to be afirst for the cruise industry,

an American woman will takethe helm of the ‘CelebritySummit’ this summer. At 37years of age, San Franciscoresident Kate McCue will takeover as Master in August.

Celebrity said it has promotedMcCue to Master based on her15 years of successfulexperience and leadership inthe maritime industry.

During her employment, shehas managed ship logisticswhile sailing worldwideitineraries, including Europe,Asia, Australia, the Caribbean,the Pacific Northwest andAlaska, and along the PanamaCanal. Capt McCue has alsoserved as a maritime leaderwhile sailing severaltransatlantic and repositioningcruises, and played a notablerole in the refurbishment ofcruise ships in Singapore.

McCue’s appointment followsthat of Lisa Lutoff-Perlo, whowas named president and CEOof Celebrity Cruises inDecember, 2014.

“From the first time I metKate, I looked forward to thismoment, when I could extendmy congratulations to her forbeing such a dynamic andhighly respected leader whowill continue to pave the wayfor women in the maritimeindustry,” said Lutoff-Perlo.“Of all the great momentsthroughout my career, this isat the top of my list. I am bothhonoured that Kate acceptedthis position, and proud of theway our team continues totransform the way people think

about Celebrity, and aboutcruising in general.”

A graduate of California StateUniversity’s CaliforniaMaritime Academy, CaptMcCue has held a variety ofroles in the maritime industry,beginning as a cadet and deckofficer, then working through aseries of successively moreresponsible positions to hermost recent role as MasterMariner with RCI (RoyalCaribbean International).

“Becoming the first femaleAmerican captain of a cruiseship has been a goal of minefor as long as I canremember,” said McCue. “Thehonour is amplified by beingthe first at a company likeCelebrity Cruises. The cruiseindustry is ever-evolving, fromthe ships and the itineraries, toour guests’ expectations forvacation experiences. Celebrityhas a history of delivering oneach of these, and I amthrilled to be a part of it. Ilook forward to working withan amazing team and theexceptional leadership whobring the Celebrity Cruisesvision to life every day.”

Kruvaziyer sektörü için birilk oldu¤u belirtilen uygu-

lamayla ABD’li bir kad›n kap-tan bu yaz “Celebrity Sum-mit”in dümenine geçecek. 37yafl›ndaki San Franciscolu Ka-te McCue A¤ustos ay›nda kap-tanl›¤› devralacak. CelebrityCruises, 15 y›ll›k baflar›l› dene-yimine ve denizcilik sektörün-deki liderli¤ine dayanarakMcCue’yu kaptanl›¤a terfi ettirdi¤ini duyurdu.

McCue Avrupa, Asya, Avustu-ralya, Karayipler, Kuzeybat›Pasifik, Alaska ve Panama Ka-nal› dahil olmak üzere dünyaçap›ndaki seferleri s›ras›ndagemi lojisti¤ini yönetti. Kad›nkaptan çok say›da transatlantikve gemi yeniden konumland›r-ma seferinde denizcilik lideriolarak da hizmet etti ve Singa-pur’da kruvaziyer gemilerininyenilenmesinde önemli bir roloynad›.

2014 Aral›k ay›nda CelebrityCruises’in baflkanl›k ve CEO’lu-¤unu üstlenen Lisa Lutoff-Per-lo, McCue’nun kaptanl›¤a atan-mas›n› sevinçle karfl›lad›¤›n›bildirdi. Lutoff-Perlo “Kate’leilk karfl›laflt›¤›m andan beri de-nizcilik sektöründe kad›nlar›nyolunu açacak bu kadar dina-

mik ve fazlas›yla sayg›n bir lider oldu¤u için tebriklerimisunabilece¤im bu an› sab›rs›z-l›kla bekledim. Tüm kariyerimboyunca en önemli anlar lis-temde bu an listemde birinci s›-ray› al›yor. Hem Kate’in bu gö-revi kabul etmesinden hem deekibimizin Celebrity ve genelolarak kruvaziyer seyahati hak-k›nda insanlar›n düflüncelerinide¤ifltirmeyi sürdürmesindengurur duyuyorum” dedi.

California State ÜniversitesiCalifornia Denizcilik Akademi-si mezunu olan Kaptan McCuegüverte stajyerli¤inden bafllay›pen son Royal Caribbean Inter-national’da (RCI) gemi kaptan-l›¤› görevine dek uzanan kari-yerinde peflpefle bir dizi dahasorumlu görevleri baflar›yla üst-lendi.

McCue “Bir kruvaziyer gemisi-nin ilk kad›n Amerikal› kaptan›olmak kendimi bildi¤imden berihedefimdi. Celebrity Cruises gi-bi bir flirkette ilk olmak bu onu-ru daha da artt›rd›. Gemiler veyolculuk programlar›ndan ko-nuklar›m›z›n tatil deneyimibeklentilerine dek kruvaziyersektörü sürekli gelifliyor. Celeb-rity bunlar›n her birini sunanbir tarihe sahip ve bunun birparças› olmak beni heyecanlan-d›r›yor. Harika bir ekip ve Ce-lebrity Cruises vizyonunu hergün yaflama geçiren ola¤anüstüliderlikle birlikte çal›flmak içinsab›rs›zlan›yorum” dedi.

Celebrity Cruises Names First US Female Captain‹lk ABD’li Kad›n Kaptan Dümen Bafl›nda


Kate McCue

Aconsortium comprised ofMarubeni (project

integrator), the University ofTokyo (technical advisor),Mitsubishi, Mitsubishi HeavyIndustries, Japan MarineUnited, Mitsui Engineering &Shipbuilding, Nippon Steel &Sumitomo Metal, Hitachi,Furukawa Electric, Shimizu,and Mizuho Information &Research, has beenparticipating in anexperimental offshore floatingwind farm project sponsoredby the Ministry of Economy,Trade and Industry sinceMarch 2012. Assembly worksof the 7MW oil pressure drive-type wind turbine, whichis the world’s largest scaleone, on the three-column semi-sub floater at Onahamaport has been successfullycompleted and delivery of thefloater to testing area is goingto start shortly as part of thesecond term.

The construction works in thesecond term include the

assembly and setting of 7MWoil pressure drive-type and5MW downwind-type floatingwind turbines, delivery of thefacilities to the testing area,and connection to the underseacable; then operation andmaintenance of the facilities;data acquisition and analysis.

The preceding works i.e.installation of chains, anchorsand undersea cables at thetesting area, the delivery of thethree-column semi-sub floaterfrom Nagasaki to Onahamaport, and the installation of7MW oil pressure drive-typefloating wind turbine havebeen successfully completed.In additon, the laying andburying of dynamic cables for5MW downwind-type floatingwind turbine at the testingarea has also been finished.

The 7MW oil pressure drive-type floating wind turbine isexpected to start ofdemonstration operation inmid-December.

Marubeni (proje derleyici-si), Tokyo Üniversitesi

(teknik dan›flman), Mitsubishi,Mitsubishi A¤›r Sanayi, JapanMarine United, Mitsui Engi-neering & Shipbuilding, NipponSteel & Sumitomo Metal, Hi-tachi, Furukawa Electric, Shi-mizu ve Mizuho Information &Research’den oluflan konsorsi-yum, yüzer rüzgar santrali pro-jesinde ikinci aflamaya geçildi-¤ini duyurdu.

Japonya Ekonomi, Ticaret veSanayi Bakanl›¤› taraf›ndandesteklenen proje 2012 y›l›n-dan beri sürdürülüyor. Gelinenaflamada dünyan›n en büyü¤üolan 7 MW’l›k ya¤ bas›nçl› tah-rik tipi rüzgar türbininin, Ona-hama Liman›’nda üç sütunlu,yar›-bat›k tipi bir yüzdürücüyemontaj çal›flmalar› baflar›ylatamamland›. Yüzdürücününtest alan›na teslimi ise ikinciaflaman›n bir parças› olarak k›-

sa zamanda bafllayacak.

‹kinci aflamadaki yap›m çal›fl-malar› 7 MW’lik ya¤ bas›nçl›tahrik tipi ile 5 MW’lik rüzgaralt› tipi yüzen rüzgar türbinleri-nin montaj› ve kurulumunu, te-sislerin test alan›na teslimini vedenizalt› kablolar›na ba¤lant›-y›; ard›ndan da tesislerin iflletil-mesi ve sürdürülmesini, veriedinme ve analizini içeriyor.

Test alan›nda zincirlerin, de-mirlerin ve denizalt› kablolar›-n›n ba¤lanmas›, üç-sütunlu ya-r›-bat›k duban›n Nagasaki’denOnahama liman›na götürülmesive 7MW ya¤ bas›nc› tahrik tipirüzgar türbininin kurulumu da-ha önceden yap›lm›flt›. Ayr›ca5MW rüzgar alt› türü yüzenrüzgar türbini için dinamikkablolar›n döflenmesi ve gömül-mesi de tamamland›.

7 MW’lik türbininin 2015 Aral›kay› ortas›nda deneme çal›flmala-r›na bafllamas› hedefleniyor.

Fukushima Experimental Offshore Floating Wind FarmProject In Second Phase

Yüzer Rüzgar Santrali ‹kinci Aflamaya Geçti



Anew report from theInternational Chamber of

Commerce (ICC) InternationalMaritime Bureau (IMB)highlights a continuing trendin South East Asia in thehijacking of small coastaltankers by maritime pirates,averaging one attack every twoweeks.

According to the report, fivesmall tankers were hijacked inSouth East Asian waters in thesecond quarter of 2015 alone,bringing the total number ofvessels hijacked globally in2015 to 13.

IMB has stressed however thatenhanced cooperation betweenregional authorities is payingoff and that early detection ofapproaching skiffs has resultedin attacks being aborted.

IMB highlighted the trackingand arrest off Vietnam of aneight-man Indonesian gangresponsible for the hijacking ofa Malaysian tanker lastmonth. IMB also praised theMalaysian authorities for theJune conviction of nineIndonesian pirates,apprehended after the Januaryhijacking of an anchoredproduct tanker off Johor.

Global Incidents Increase

The latest global report revealsthat a total of 134 incidents ofpiracy and armed robberyagainst ships were reported tothe IMB Piracy ReportingCentre (PRC) in the first sixmonths of 2015; an increaseon the 116 reports for thecorresponding period in 2014.

Pirates managed to board 106vessels and were responsiblefor 13 hijackings and 15attempted attacks worldwide.So far in 2015, 250 crewmembers have been takenhostage, 14 assaulted, 10kidnapped, nine injured andone killed.

Indonesia, Bangladesh,Nigeria

According to the lateststatistics, while more than a

Uluslararas› Ticaret Odas›(ICC) Uluslararas› De-

nizcilik Bürosu’nun (IMB) ye-ni raporu, ortalama her ikihaftada bir sald›r›yla Güney-do¤u Asya’da küçük k›y› tan-kerlerinin deniz korsanlar› ta-raf›ndan kaç›r›lmas› e¤ilimi-nin sürdü¤ünün alt›n› çiziyor.Rapora göre yaln›zca 2015’inikinci çeyre¤inde söz konusubölgede befl küçük tankerinkaç›r›lmas›, 2015’te dünya

çap›nda kaç›r›lan tanker say›-s›n› 13’e ulaflt›rd›. AncakIMB, bölgesel otoritelerle ge-lifltirdikleri iflbirli¤inin bafla-r›l› oldu¤unu ve gemilere yak-laflan teknelerin erken tespitedilmesinin sald›r›lar›n dur-durulmas›n› sa¤lad›¤›n› davurgulad›.

IMB geçen ay bir Malezyatankerinin kaç›r›lmas›ndansorumlu sekiz kiflilik Endo-nezyal› çetenin Vietnam aç›k-lar›nda izlenip yakaland›¤›n›aktard›. Büro, Johor aç›kla-r›nda demirli bir ürün tanke-rinin Ocak 2015’te kaç›r›lma-s›n›n ard›ndan tutuklanan do-kuz Endonezyal› korsan›nHaziran 2015’te mahkumedilmesi nedeniyle Malezyayetkililerini de övdü.

Küresel Olaylar Art›yor

Son küresel rapor 2015 y›l›-n›n ilk alt› ay›nda IMB Kor-sanl›k Bildirim Merkezi’ne(PRC) gemilere karfl› toplam134 korsanl›k ve silahl› soy-gun olay›n›n bildirildi¤inigösteriyor. 2014 y›l›n›n ayn›döneminde 116 bildirime gö-re bir art›fl söz konusu.

Korsanlar 106 gemiye ç›kma-y› baflard›; dünya genelinde13 kaç›rma ve 15 sald›r› giri-flimi gerçeklefltirdiler.2015’in bu tarihine kadar250 mürettebat üyesi rehinal›nd›, 14’ü sald›r›ya u¤rad›,10’u kaç›r›ld›, dokuzu yara-land› ve biri öldürüldü.

SE Asian Attacks Against Small Tankers ContinueGüneydo¤u Asya’da Küçük Tankerlere Sald›r›lar Devam Ediyor


THE FOLLOWING FIVE LOCATIONS CONTRIBUTED TO 75% OF THE TOTAL OF 134 INCIDENTS

REPORTED IN THE PERIOD JANUARY - JUNE 2015

AfiA⁄IDAK‹ BEfi LOKASYONLARDAK‹ OLAYLAROCAK-HAZ‹RAN 2015 DÖNEM‹NDE B‹LD‹R‹LEN TOPLAM 134 OLAYIN %75’‹N‹ OLUfiTURUYOR

third of incidents reported tothe PRC took place off thecoast of Indonesia, themajority of these related tolow-level, opportunistic theftsfrom vessels.

The IMB report notes asignificant increase in thenumber of incidents offBangladesh and Chittagong inparticular, with 10 reportsmade in the second quarter of2015 compared with only onein the first quarter. Again,these attacks related to armedrobberies from vessels.

Off Nigeria, 11 incidents werereported in the first half of2015 though no incidents werereported in the month of June.

However, 10 crew kidnappingsin three separate events werereported in and aroundNigerian waters.

Caution Urged

Encouragingly, in the secondquarter of 2015, no reportswere received off the coast ofSomalia.

Although no attacks have beenreported off Somalia, IMBadvises that the securitysituation in the Horn of Africaremains uncertain. IMB urgesship masters to remain vigilantwhen transiting these watersand to adhere to the industry’sBest Management Practice.

The classification societyLloyd’s Register (LR) has

been approved as anindependent laboratory (IL)and will begin testing of BallastWater Treatment Systems(BWTS) to meet the UnitedStates Coast Guard (USCG)requirements.

The USCG regulations for theapproval of BWTS came intoeffect in 2012. The regulationsbegan to require theinstallation of improved BWTSonboard seagoing vessels from2014. All vessels that trade inUS waters will be required tohave an approved BWTS fromthe first dry-docking after2016.

LR has signed a Memorandumof Understanding (MoU) withthe Ballast Water test facilityin Denmark and theelectro/technical testingcompany Delta. These leadingtest facilities, supported by

LR’s surveyors and statutoryexperts will conduct testing aspart of the collectivelyrecognised IL.

Flans Kemp, LR’s GlobalBusiness Development Leaderfor Type Approval, commented:“For Ballast Water TreatmentSystems equipmentmanufacturers, the challenge isin understanding the differencesbetween the type approvalregimes, and ensuring thattheir equipment has undergoneall the necessary testing toobtain approval to meet therelevant regulations.”

Endonezya, Bangladefl,Nijerya

Son istatistiklere görePRC’ye bildirilen olaylar›nüçte birinden fazlas› Endo-nezya aç›klar›nda gerçekle-flirken bunlar›n ço¤u, gemi-lerden düflük düzeyde h›rs›z-l›kla ilgiliydi.

IMB raporu, ilk çeyrekte yal-n›zca bir olayla k›yasland›-¤›nda 2015’in ikinci çeyre-¤inde 10 bildirimle Bangla-defl ve özellikle Chittagongaç›klar›ndaki olay say›s›ndakiönemli art›fla dikkat çekiyor.Bu sald›r›lar da gemilerdensilahl› soygunla ilgiliydi.

Haziran ay›nda hiçbir olay

bildirilmemesine ra¤men2015’in ilk yar›s›nda Nijeryaaç›klar›nda 11 olay bildirildi.Nijerya sular› ve çevresindeüç ayr› olayda 10 müretteba-t›n kaç›r›ld›¤› rapor edildi.

Önlem ‹çin Bast›r›l›yor

2015’in ikinci yar›s›nda So-mali k›y›s› aç›klar›ndan hiçbirolay rapor edilmemesi umutverici. Somali aç›klar›ndahiçbir sald›r› bildirilmemesi-ne ra¤men IMB Afrika Bur-nu’ndaki güvenlik belirsizli¤i-nin sürdü¤ünü belirtiyor. Bü-ro ›srarla gemi kaptanlar›n›bu sulardan geçerken tetikteolmaya ve sektörün “En ‹yiYönetim Uygulamalar›”naba¤l› kalmaya davet ediyor.

Ba¤›ms›z laboratuvar olarakonaylanan Lloyd’s Register

(LR), Balast Suyu Ar›tma Sis-temleri’nin (BWTS) ABD SahilGüvenlik (USCG) kurallar›nauyumunu test etmeye bafll›yor.

BWTS’nin onay› için USCG dü-zenlemeleri 2012 y›l›nda yürür-lü¤e girdi. Düzenlemeler2014’ten itibaren aç›k denizgemilerine geliflmifl BWTS ku-rulmas›n› talep etmeye bafllad›.ABD karasular›nda ticaret ya-pan tüm gemilerin 2016 y›l›n-dan sonra ilk kuru havuzlama-

da onaylanm›fl bir BWTS’ye sa-

hip olmalar› gerekecek.

LR ba¤›ms›z laboratuvar onay›-

n›n ard›ndan, Danimarkal› bir

balast suyu testi tesisi ve elek-

tronik/teknik test flirketi olan

Delta ile sözleflme imzalad›.

Delta’n›n test tesisleri, LR’›n

sörveyörleri ve hukuk uzmanla-

r›n›n deste¤iyle, ba¤›ms›z labo-

ratuvar›n bir parças› olarak

test ifllemleri yapacak.

LR Tip Onay› ‹çin Küresel ‹fl

Gelifltirme Baflkan› Flans

Kemp “Balast suyu ar›tma sis-

temi üreticilerini bekleyen güç-

lükler, tip onay› rejimleri ara-

s›ndaki farklar› anlamak ve

kendi donan›mlar›n›n ilgili yö-

netmeliklere uygunlu¤unun

onay›n› almak için gerekli olan

tüm testlerden geçmesini sa¤-

lamakt›r” dedi.

LR Ballast Water Treatment Systems ApprovalsLR Balast Suyu Ar›tma Sistemleri Onaylad›



The classification societyDNV GL and the

Norwegian paintmanufacturer Jotun signed acooperation agreement towork on improving hullperformance. The project willbring together twoperformance managementservices, Jotun’s HullPerformance Solution andDNV GL’s ECO Insightsolution, to collect andanalyse data on hulldegradation. This is expectedto enable customers to cuttheir fuel bills and reduceemissions.

Experts suggest that hull andpropeller degradationaccounts for up to 17 per centof the world fleet’s fuel costsand greenhouse gas emissions.Advanced hull coatingssolutions or more regular hulland propeller cleaning arealready widely accepted aseffective preventive measures.However, there is noconclusive evidence showingwhich coating solution is themost effective or when andhow often propellers need tobe cleaned.

“Our Hull PerformanceSolution (HPS) combinesstate-of-the-art hull coatingsand application technologieswith ISO-CD-19030-2compliant performancemeasurements and highperformance guarantees,helping customers reduce fuelcosts and emissions by up to16 per cent,” says SteinKjolberg, Global Sales

Director, Hull PerformanceSolutions at Jotun.

DNV GL will provide Jotunwith hull and propellerperformance computationsbased on computational fluiddynamics (CFD) models thatinclude the completeoperational range of thevessel. “This approachgenerates a much greateramount of baseline data thana conventional model tank testcould deliver and providescustomers with theinformation they need to provethat they reduced both fuelconsumption and emissions,”explains Dr. Torsten Büssow,DNV GL’s Head of FleetPerformance Management.

ECO Insight computationsalso show how muchresistance is added over timedue to hull fouling. The portalfurther provides customerswith the opportunity tobenchmark measured hull andpropeller degradation withother ships in their fleet aswell as relevant peer groupaverages.

Klas kuruluflu DNV GL ileNorveçli boya üreticisi

Jotun, gövde performans›n› iyi-lefltirme konusunda çal›flmaküzere iflbirli¤i anlaflmas› imza-lad›. Proje, gövde bozulmas›y-la ilgili veriyi toplamak ve ana-liz etmek için iki performansyönetim hizmetini, yani Jo-tun’un “Gövde Performans Çö-zümü” (HPS) ile DNV GL’nin“ECO Insight” çözümünü biraraya getirecek. Projenin yak›tmaliyetlerinin düflürülmesineve egzoz gaz› sal›mlar›n›nazalt›lmas›na olanak sa¤lama-s› hedefleniyor.

Uzmanlar dünya filosununyak›t giderleri ve sera gaz›sal›n›m›n›n yüzde 17’sindengövde ve uskur bozulumununsorumlu oldu¤unu düflünüyor.Geliflmifl gövde kaplama çö-zümleri ya da daha düzenlibir gövde ve uskur temizli¤i,etkin koruma önlemleri ola-rak flimdiden genifl kabul gö-rüyor. Ancak hangi kaplamaçözümünün daha verimli ol-du¤u ya da uskurlar›n ne za-

man ve ne s›kl›kta temizlen-mesi gerekti¤ini gösteren ke-sin bir kan›t yok.

Jotun’un Gövde Performans›Çözümleri Küresel Sat›fl Müdürü Stein Kjolberg “HPSen son gövde kaplamalar› veuygulama teknolojilerini ISO-CD-19030-2 uyumlu perfor-mans ölçümleri ve yüksekperformans garantileriyle bir-lefltirerek armatörlerin yak›tmaliyeti ve sal›m sorununuyüzde 16’ya kadar düflürme-lerine yard›mc› oluyor” dedi.

DNV GL Jotun’a geminin tamçal›flma aral›¤›n› içeren he-saplamal› ak›flkanlar dinami-¤ine (CFD) dayal› gövde veuskur performans hesaplama-lar› sa¤layacak. DNV GL FiloPerformans› Yönetimi Baflka-n› Dr. Torsten Büssow fluaç›klamay› yapt›: “Bu yakla-fl›m, geleneksel model tanktestinin sa¤layabilece¤indençok daha fazla miktarda te-mel veri oluflturuyor ve arma-törlere hem yak›t tüketimihem de sal›mlar› azaltt›klar›-n› kan›tlamak için ihtiyaçduyduklar› bilgiyi veriyor.”

ECO Insight hesaplamalar›gövde kirlili¤i nedeniyle za-manla ne kadar direnç eklendi-¤ini de gösteriyor. Portal ayr›-ca müflterilere ölçülmüfl olangövde ve uskur bozulmas›n›kendi filolar›ndaki di¤er gemi-lerin yan› s›ra ilgili akran kü-mesi ortalamalar›yla karfl›lafl-t›rma f›rsat› da sunuyor.


DNV GL and Jotun Cooperate on Hull PerformanceDNV GL ile Jotun’dan Gövde Performans›nda ‹flbirli¤i

What do you thinkabout servingconcurrently both

as the Chairman of ICS andthe President & CEO ofNYK Bulk & ProjectCarriers Ltd., one of thelargest shipping companiesof the world?

Actually, I have enjoyedserving as the ICS Chairman,

ICS Baflkanl›¤› ile dünyan›nen büyük deniz ticareti fir-malar›ndan biri olan NYK

Bulk & Projects CarriersLtd’nin Baflkanl›¤›n› bir ara-da götürmek konusunda nedüflünüyorsunuz?

Asl›na bakarsan›z, ICS Baflka-n› olman›n yan› s›ra NYK Bulk& Projects Carriers Ltd’in CE-O’su olarak görev yapmaktan



MASAMICHI MOROOKA:

WORTH PAYING INORDER TO SURVIVEAYAKTA KALMAK ‹Ç‹NBEDEL ÖDEMEYE DE⁄ER

YILMAZ ÖZTÜRK

The Chairmanship of International Chamber of Shippingand the Presidency of NYK Bulk & Project Carriers Ltd arethe two hats worn by Masamichi Morooka. We couldn’tfind a better name for getting information about ICSwhich plays a more active role in international maritimeindustry as well as about the market which witnesses acutthroat competition. Our exclusive conversation withMasamichi Morooka contains very special informationrelated with actual issues and challenges.

Uluslararas› Deniz Ticaret Odas› Baflkanl›¤› ve NYKBulk & Project Carriers Ltd flirketinin Baflkanl›¤›,Masamichi Morooka’n›n bir koltu¤una s›¤d›rd›¤› ikikocaman karpuz. Uluslararas› deniz ticaretinde dahaaktif bir rol üstlenen ICS ile k›yas›ya bir rekabetesahne olan piyasa hakk›nda bilgi almak için ondandaha iyi bir isim bulamazd›k. Masamichi Morooka ileözel söyleflimiz, güncel konu ve sorunlara iliflkin çokönemli bilgiler içeriyor.

Masamichi Morooka

as well as the Chief Executive of NYK Bulk & Projects CarriersLtd. Although the company is a wholly owned subsidiary ofNippon Yusen Kaisha (NYK), it is one of most importantcompanies within the group since it operates about 200 vesselsand produces an annual turnover of 1.3 billion US dollars. It istrue that I have to spend a great deal of my time for the ICS,but the ICS Chairmanship brings me a lot of knowledge andexperiences in shipping which are quite useful for me to manage a commercial enterprise.

As the Chairman of ICS, you have outlined a very importantissue at the Annual General Meeting of ICS held inRotterdam in June, 2015. To begin with, could you pleaseexplain in more detail your views on commercial ships being,so to speak, forced to help the migrants distressed at searather than fulfilling a human duty? Do you have an actionplan for this as ICS?

It is both a long standing tradition and a requirement ofinternational law that merchant ships should rescue anybody indistress at sea. This is a requirement that the shipping industry isproud to confirm and the statistics on rescues of migrants inMediterranean are a testament to the commitment of merchantshipping to play a role in this crisis. The very same internationallaws also place obligations on coastal states to provide resourcesfor Search and Rescue that are ‘adequate’ for the prevailingcircumstances. ICS argues that coastal States, despite somerecent increases in resources, are still placing a requirement onshipping that goes beyond a ‘first responder’ role. Merchantships, with a crew of perhaps 20 people, that rescue 4 or 5hundred people need urgent support in the form of medical aidand other resources as well as guaranteed places to disembarkthe rescued persons. In addition to producing updated guidance

keyif al›yorum. fiirket Nippon Yusen Kaisha’n›n (NYK) yüzde yüzifltiraki yan kuruluflu olmas›na ra¤men yaklafl›k 200 gemi iflletipy›ll›k 1.3 milyar dolar ciro yaratt›¤›ndan grup içindeki en önem-lilerinden biri. Zaman›m›n büyük bölümünü ICS için harcad›¤›mdo¤ru ama ICS Baflkanl›¤› ticari bir kuruluflu yönetmek için banaoldukça faydal› olan önemli miktarda denizcilik bilgi birikimi vedeneyimi sa¤l›yor.

Haziran 2015’te Rotterdam’da yap›lan ICS Y›ll›k Genel Top-lant›s›’nda ICS Baflkan› olarak çok önemli iki konunun alt›n›çizdiniz. Öncelikle ticaret gemilerinin, denizde zor durumdakalan göçmenlere yard›m konusunda insani bir görev yapmak-tan öte adeta yard›ma zorlan›yor olmalar›yla ilgili görüfllerini-zi biraz daha ayr›nt›l› anlatabilir misiniz? Bu konuda ICS ola-rak bir eylem plan›n›z var m›?

Ticaret gemilerinin denizde zor durumda kalan herhangi birinikurtarmas› hem köklü bir gelenek hem de uluslararas› yasan›n gere¤idir. Bu, denizcilik sektörünün uymaktan gurur duydu¤u birgerekliliktir. Akdeniz’de göçmelerin kurtar›lmas›yla ilgili istatis-tikler, ticari gemicili¤in bu krizde bir rol oynama taahhüdünün ka-n›t› niteli¤indedir. Ayn› uluslararas› yasalar, hâkim olan koflullara“uygun” arama ve kurtarma kaynaklar› sa¤lama konusunda k›y›devletlerine yükümlülükler getirir. ICS, kaynaklarda son zaman-larda baz› art›fllara ra¤men k›y› devletlerinin hala ticari gemilerebir “ilk müdahale eden” rolünün ötesinde bir zorunluluk getirdi¤i-ni ileri sürüyor. Belki de sadece 20 kiflilik mürettebat›yla 400-500insan› kurtaran ticari gemilerin t›bbi yard›m ve di¤er kaynaklar›nyan› s›ra kurtar›lanlar› indirecek garantili yerler konusunda acildeste¤e ihtiyac› var. ICS, büyük ölçekli kurtarma ifllemleri için ticari gemilere güncellenmifl yönlendirmeler oluflturman›n yan›s›ra k›y› devletlerince artan biçimde gerekli kaynaklar›n sa¤lan-mas› konusunu vurgulamaya devam ediyor.



for merchant ships on large scale rescues, ICS continues to make the case for increased coastal State provision of therequired resources.

My other question related with Rotterdam meeting isconnected with the problem caused by USA on the IMO“Ballast Water Convention”. I request a wider comment onthis issue and as ICS, what kind of a method you will followfor the solution of the problem?

IMO has taken significant action to address the shortcomings inthe Ballast Water Management Convention; for example, work isstill going on to upgrade the type approval guidelines in order toincrease confidence in the equipment that ships will be requiredto fit when the convention enters into force. ICS makes the casethat this situation could have been avoided if the development ofregulation took a broader view of the impacts of proposedregulation on the industry, on society and on the environmentalbenefit, but that is for the future.

The USA is unlikely ever to ratify the international conventionand instead has put in place its own domestic law to regulateships in US coastal waters. ICS is very concerned that the UShas decided to take a unilateral line despite playing aninfluential role in the work at IMO. The most troublesome partof the detail of the US regulation is the very different typeapproval process and the requirement that the US will typeapproval equipment for use in US waters as opposed to followingthe IMO procedure. The US regulation is already in place andyet so far no equipment has been type approved by the USauthorities. If the IMO Convention came into force, then it wouldcreate a situation where owners are obliged to fit IMO approvedequipment and then this equipment should be replaced with USapproved equipment if the ship is to trade in that region. This isa very serious commercial and practical problem since anequipment costing up to $5 million is in question. ICS takes theview that the US position is effectively preventing other Statesfrom ratifying the convention as their fleet may be disadvantagedby having to replace equipment in a very short period of time.ICS is trying to engage with US authorities to reach agreementon a process that can avoid this outcome.

It seems like the countries advanced in world maritimecommerce are quenching the competition chances ofdeveloping or underdeveloped countries both by using theirinfluences in international organizations and being portstates. What do you think about this situation as being bothan executive of a company and the ICS Chairman?

IMO is a highly democratic UN Agency where each country nomatter how big or small its fleet has one vote. There is no chanceof the situation you describe occurring at the regulatory level.States have an obligation to police the compliance withinternational regulations by exercising Port State Control

Rotterdam toplant›s›yla ilgili di¤er sorum ise IMO’nun “BalastSuyu Sözleflmesi” konusunda ABD’nin yaratt›¤› sorunla ba¤-lant›l›. Bu konuda da genifl yorumunuzu rica ediyorum. ICS ola-rak bu sorunun çözümünde nas›l bir yöntem izleyeceksiniz?

IMO, Balast Suyu Yönetimi Sözleflmesi’ndeki eksiklikleri gider-mek için önemli ad›mlar att›. Örne¤in, sözleflme devreye girdi¤in-de gemilerden kurulmas› istenecek olan donan›ma güveni art›rmakiçin tip onay› yönergelerinin güncellenmesi çal›flmas› hala sürüyor.ICS, e¤er önerilen kurallar›n gelifltirilmesi s›ras›nda sektör, top-lum ve çevresel fayda üzerindeki etkileri daha genifl biçimdede¤erlendirilseydi bu durumdan kaç›n›labilece¤ini savunuyor amabu ifl gelece¤e kald›.

Öyle görünüyor ki ABD uluslararas› sözleflmeyi hiçbir zamanonaylamayacak. Üstelik ABD karasular›nda seyir yapan gemileridüzenlemek için kendi yerel yasas›n› da devreye sokmad›. ABD’ninIMO’daki çal›flmada etkili bir rol oynamak yerine tek tarafl› biryol izlemesi konusunda çok kayg›l›y›z. ABD kurallar› detay›n›n ensorunlu k›sm› bu ülkenin IMO prosedürünü izlemenin aksine ken-di karasular›nda kullanaca¤› çok farkl› tip onay› süreci ve dona-n›m için tip onay gereksinimleridir. ABD yönetmeli¤i yürürlü¤egirdi ve flimdiye dek hiçbir ürün ABD yetkilileri taraf›ndan tip ona-y› almad›. IMO Sözleflmesi yürürlü¤e girdi¤inde armatör gemisineIMO onayl› donan›m› yerlefltirecek, gemi ABD karasular›nda iflyapacak olursa onu ABD onayl› donan›mla de¤ifltirmek zorundakalacak. 5 milyon dolara kadar mal olan donan›m söz konusu oldu¤u için bu çok önemli bir ticari ve pratik sorundur. ICS, çokk›sa bir zaman diliminde donan›m› de¤ifltirmenin filolara zararverici niteli¤i yüzünden ABD’nin ald›¤› konumun di¤er devletlerinsözleflmeyi onaylamas›n› etkin biçimde engelledi¤i görüflünde. ICSbu sonucu önleyebilecek bir süreç üzerinde anlaflma sa¤lamak içinABD yetkilileriyle iliflki kurmaya çal›fl›yor.

Dünya deniz ticaretinde geliflmifl ülkeler, hem liman devletle-ri olarak hem de uluslararas› örgütlerdeki etkinliklerini kulla-narak, geliflmekte olan veya az geliflmifl ülkelerin rekabet etme flans›n› yok ediyor gibi görünüyor. Hem üst düzey birflirket yetkilisi hem de ICS Baflkan› olarak bu konudaki yoru-munuz nedir?

IMO, filosu ne kadar büyük ya da küçük olursa olsun her ülkenintek oya sahip oldu¤u oldukça demokratik bir BM kuruluflu. Sözü-nü etti¤iniz türden bir durumun düzenleme çal›flmas› düzeyindegerçekleflme flans› yok. Ülkelerin, Liman Devleti Denetimleri uygu-layarak uluslararas› düzenlemelere uyumu teftifl etme fleklinde biryükümlülü¤ü var. Liman Devleti Kontrol Mutabakat Anlaflmalar›,denetimlerin nas›l yönlendirilece¤i ve denetim için gemi seçimindekeyfi bir yaklafl›m uygulamama konusunda performansa dayal›kriterler kullan›yor. ICS eflit koflullarda bir küresel ticari oyunalan›n› destekliyor ve ek olarak devletlerin, örne¤in ulusal filolarlehine, korumac› yaklafl›mlar›na karfl› duruyor.



inspections; the Port State Control MoUs use performance basedcriteria to decide on how to target inspections and do not havean arbitrary approach to the selection of ships for inspection. In addition ICS stands for a global commercial playing field thatis level, it stands against protectionist approaches by States thatmight for example favor national fleets.

As the ICS Chairman, are there occasions where youapprove the decisions that may be a detriment to your owncompany, being an executive at a globally very influentialgroup like NYK? And what do you feel in those situations?

I am not in the top management of NYK, which is the parentcompany of NYK Bulk & Projects Carriers Ltd. Until I retiredfrom the board of directors of NYK in 2012, I had been withinthe general board for seven years, and I was Chief Executive ofTechnical Headquarters and Senior Managing Corporate Officerof NYK as my last duty as a board member of NYK. Now I amnow representing just one of NYK Group companies, but I wouldsay that my company position is quite consistent with the parentcompany’s policy. To answer to your question, there are a fewcases that bring me into conflict with the ICS position on variousregulatory issues. Most of the issues international shippingindustry is faced with are common and can be shared amongshipping companies in the world. ICS, quite rightly in my view,fights for regulatory solutions that can be applied across allsectors of the industry. In order to achieve, this some

NYK gibi küresel ba¤lamda çok güçlü bir grupta üst düzeyyönetici olmak, ICS Baflkan› olarak bazen kendi flirketinizaleyhine olabilecek kararlara onay vermenize yol aç›yor mu?Böyle oldu¤unda neler hissediyorsunuz?

NYK Bulk & Projects Carriers Ltd’nin ana flirketi olan NYK’ninüst yönetiminde de¤ilim. 2012 y›l›nda NYK Yönetim Kurulu’ndanayr›lana dek yedi y›l boyunca genel yönetim kurulu üyesiydim veNYK Yönetim Kurulu Üyesi olarak son görevimde NYK TeknikGenel Müdürlü¤ü’nde CEO’luk ve K›demli Kurum Genel Müdürlü-¤ünü yapt›m. fiimdiyse NYK Grup flirketlerinin yaln›zca birinitemsil ediyorum ama flirketteki konumumun ana flirketin politika-s›yla oldukça uyumlu oldu¤unu söyleyebilirim. Sizin sorunuzu ya-n›tlamaya gelince... Çeflitli düzenleme konular›nda beni ICS konu-muyla çeliflkiye düflüren bir kaç örnek var. Uluslararas› denizciliksektörünün karfl›laflt›¤› konular›n ço¤u ortakt›r ve dünyadakidenizcilik flirketleri aras›nda paylafl›labilir. Bana göre oldukçahakl› olarak ICS, sektörün tüm dilimlerinde uygulanabilen düzen-leme çözümleri için mücadele ediyor. Bunu baflarmak için gemininya da ticaretin türüne göre de¤iflen etkiler b›rakabilen baz› ödün-ler vermek gerekli. Bu, denizcili¤in ayakta kalmak için ihtiyac›olan küresel düzenleyici yaklafl›m› sürdürme karfl›l›¤›nda ödemeyede¤en bir bedel.

NYK Bulk & Projects Carriers Ltd baflkan› olarak Çin ve Hindistan’daki geliflmeler orta ve uzun vadede flirketinizin vizyonunu nas›l etkileyecek?

Çin de Hindistan da hem ç›k›fl hem de var›fl limanlar› olarak zaten



compromises are necessary that may have an impact that variesaccording to type of ship or trade. That is a price that is worthpaying to maintain the global regulatory approach that shippingneeds in order to survive.

As the President of NYK Bulk & Projects Carriers Ltd, howwill your company’s long- and mid-term vision be affectedby the developments in China and India?

Both China and India are already our great sources of businessesboth as port of departure and port of entry. We have a numberof good rival companies based in the two countries. As NYK we also have joint ventures with Chinese and Indian shippingcompanies. In terms of future business opportunities andcompetitions we see no much difference between traditionalmaritime nations and emerging countries. However, one thingthat I am concerned about is that the leading Chinese companiesin many industry segments are government controlled ones, andhence the issues on over-investment and over-inventory cast ashadow over the desirable growth rate of economy. This maycause shipyards’ overcapacity and vessels’ oversupply.

There is a great competition in global container shipping.Dry bulk carriage is not promising. Oil and petroleumproducts transportation is on a very slippery ground. How areyou affected by this situation of the markets when decidingthe future projects of NYK Bulk & Projects Carriers Ltd?

Shipping is the servant of world trade, it does not produce anymaterial and merchandises. We transport cargoes and deliverthem to customers: It is a very simple business. On the otherhand the most difficult part to make a profit from this businessis how fast we can analyze transportation needs and respondwith competitive a service and price. In order to meet this goalwe need good human resources, assets such as ships and otherhardware, capital, plus internal capability and the skillsets toassemble a project by fully utilizing these tools. We cannotcontrol the shipping market, but we can back what we believe in.

Finally, can we receive your comment on the NYK Group’sposition in Turkey and also Turkey? Besides, we would bepleased to learn your views about Turkish shipyards andTurkish merchant marine fleet.

Indeed, Turkey is a quite important market for NYK Group, andall divisions of NYK have their own plans to cultivate the currentbook of business and to look for new opportunities in the region.Shipyards in Turkey are expanding, and we occasionally usethem for maintenance and repair of our ships deployed in theregion. In future there might be chances for us to build new shipsin Turkey. Turkish Shipowners’ Association is a member of theICS, and hence we are sharing common issues on internationalshipping, though there are a number of national issues such as ascrapping scheme to support coastal fleet renewal.

bizim büyük ifl kaynaklar›m›z. ‹ki ülke merkezli pek çok iyi rakipflirketimlerimiz var. NYK olarak bizim Çinli ve Hindistanl› deniz-cilik flirketleriyle ortak giriflimlerimiz de var. Gelecekteki ifl f›rsat-lar› ve rekabet ortam› anlam›nda geleneksel denizcilik uluslar›ylayükselmekte olan ülkeler aras›nda çok fark görmüyoruz. Ancakendifle duydu¤um nokta ço¤u sektör diliminde önde gelen Çinli flirketlerin devlet kontrollü flirketler olmas› ve bu nedenle afl›r›-ya-t›r›m ile afl›r›-envanter durumunun ekonominin arzulanan büyümeh›z›na gölge düflürmesidir. Bu, tersanelerde kapasite fazlas›na vegemilerde arz fazlas›na neden olabilir.

Küresel deniz ticaretinde konteyner tafl›mac›l›¤›nda büyük birrekabet yaflan›yor. Kuru yük tafl›mac›l›¤› ise pek umut vaat etmiyor. Petrol ve petrol türevleri tafl›mac›l›¤› da çok oynakbir zeminde bulunuyor. NYK Bulk & Projects Carriers Ltd’ningelece¤e dönük projelerine karar verirken piyasalar›n bu durumu sizi nas›l etkiliyor?

Denizcilik dünya ticaretine hizmet ediyor, herhangi bir malzemeya da ticari mamul üretmiyor. Yük tafl›yor ve müflterilerimize tes-lim ediyoruz: Çok basit bir ifl! Öte yandan bu iflten kar elde etme-nin en zor k›sm›, tafl›mac›l›k gereksinimlerini ne h›zla analiz ede-bildi¤imiz ve bu gereksinimlere rekabetçi hizmet ve fiyatla yan›tverebildi¤imizdir. Bu amaca ulaflmak için iyi insan kaynaklar›na,gemiler ve di¤er donan›mlar gibi varl›klara, sermayeye ve bu araç-lardan tümüyle yararlanarak bir proje oluflturmak için iç yetenekve becerilere ihtiyac›m›z var. Denizcilik piyasas›n› kontrol edeme-yiz ama inand›¤›m›z fleyin arkas›nda durabiliriz.

Son olarak NYK Grubu’nun Türkiye’deki durumunu ve Türki-ye hakk›ndaki yorumunuzu rica ediyorum. Ayr›ca Türkiye ter-sanelerini ve Türk deniz ticaret filosu hakk›ndaki düflünceleri-nizi de ö¤renmek isterim.

Asl›nda Türkiye NYK Grubu için oldukça önemli bir pazar veNYK’n›n tüm bölümlerinin ticari faaliyetlerini gelifltirmek ve böl-gede yeni f›rsatlar aramak için kendi planlar› var. Türkiye’dekitersaneler giderek büyüyor ve bölgede kullan›lan gemilerimizin ba-k›m ve onar›m› için zaman zaman onlar› kullan›yoruz. GelecekteTürkiye'de yeni gemiler infla etme flans›m›z olabilir. Türk Armatör-ler Birli¤i bir ICS üyesi ve dolay›s›yla k›y› filosunun yenilenmesinidesteklemek için söküm plan› gibi bir dizi ulusal konunun yan› s›rauluslararas› denizcilikle ilgili ortak konular› paylafl›yoruz.



&&

How can we calculate risks in the absence of long-termexperience, historian Edward Tenner wondered wheninterviewed for the edition of Project M - Unintended

Consequences. He had in mind the floating behemoths now transporting much of the world’s seaborne cargo, including manufactured goods and farm products.

Of the ten largest container ships currently at sea, all have beenbuilt since 2013 as shipping lines fight to gain an economic edgeover rivals. Yet, there is no data on how these mega ships willbehave in the long term.

Tenner, who has written extensively on the “revenge effects” oftechnological progress, including in Why Things Bite Back:Technology and the Revenge of Unintended Consequences(1997), says innovation often makes short-term economic sense.“But the complexity of the world is such that they can oftenresult in unforeseen problems.”

He touched upon a topic of concern for marine insurers. “Wehave not previously seen container ships of this size currentlycrossing the seas,” says Captain Andrew Kinsey, senior marinerisk consultant at Allianz Global Corporate & Specialty (AGCS).

FLOATING BEHEMOTHS

In 1956, the Ideal X, the first commercially successful containership, travelled from Port Newark to Houston in the US with 58containers on board. As recounted in The Box (1997) by MarcLevinson, the container revolutionized bulk shipping. By the endof the 1970s, the majority of consumer goods coming to the USwere shipped by container and the global economic growthsparked by their development is still being realized today.

Project M isimli yay›n›n “‹stenmeyen Sonuçlar” say›s›na ver-di¤i röportajda tarihçi Edward Tenner uzun süreli deneyimyoklu¤unda riskleri nas›l hesaplayabilece¤imizi sorguluyor.

Tenner, sanayi ve tar›m ürünleri de dahil olmak üzere dünyan›n deniz yoluyla tafl›nan yükünün ço¤unu nakleden yüzendevleri mercek alt›na al›yor.

Denizcilik flirketleri, rakipleri karfl›s›nda ekonomik bir avantaj kazanmak için savaflt›¤›ndan flu anda denizde olan en büyük onkonteyner gemisinin hepsi de 2013’ten sonra infla edildi. Dolay›-s›yla bu mega gemilerin uzun vadede nas›l “davranacaklar›na”iliflkin hiçbir veri yok.

“fieyler Neden Karfl›l›k Verirler: Teknoloji ve ‹stenmedik Sonuç-lar›n ‹ntikam›” (1997) dahil olmak üzere teknolojik ilerlemelerin“intikam etkileri” üzerine kapsaml› araflt›rmalar› bulunan Tenneryenili¤in k›sa vadede ekonomik getirileri oldu¤unu belirtiyor,“Ama,” diye ekliyor “Dünya öylesine karmafl›k ki s›kl›kla öngörü-lemeyen sorunlara da yol açabilirler”.

Edward Tenner bu sözleriyle deniz sigortac›lar› için endifle konusuolan bir noktaya de¤inmifl oluyor. Nitekim Allianz Global Corpo-rate & Specialty’de (AGCS) deniz riski uzman dan›flman› KaptanAndrew Kinsey “fiu anda denizlerde dolaflan boyutlardaki kontey-ner gemilerini daha önce görmemifltik” diyor.

YÜZEN DEVLER

Ticari aç›dan baflar›l› ilk konteyner gemisi olan Ideal X, 1956 y›-l›nda 58 konteynerle yüklü olarak ABD’de Port Newark’tan Hous-ton’a seyir yapt›. “The Box”da (1997) Marc Levinson’›n yazd›¤›gibi konteynerler dökme yük tafl›mac›l›¤›nda bir devrimdi.1970’lerin sonunda ABD’ye gelen tüketici ürünlerinin ço¤u kon-teynerle nakledilmiflti. Konteynercili¤in geliflimiyle tetiklenenküresel ekonomik büyüme bugün hala devam ediyor.

RISK // TEHL‹KE


WHEN SEAS BITE BACKDEN‹ZLER KARfiILIK VERD‹⁄‹NDE

Ships the size of skyscrapers now ply the world’s trade routes holding down the costs of global trade,

but the risks of these mega ships are unknown.

Gökdelen boyutunda gemiler küresel ticaretin maliyetlerini afla¤›da tutarak dünya ticaret rotalar›nda

seyrediyor ama bu mega gemilerin riskleri henüz bilinmiyor.

Some 90% of global trade now goes via the sea and an armsrace is underway between shippers. In an industry of thinmargins, larger, more fuel-efficient container ships reduce thecost per container. The Ideal X would be a dinghy compared totoday’s super cargo ships. Container carrying capacity hasalready increased by approximately 1,200% since 1968,according to the AGCS Safety and Shipping Review 2015, but anew, even larger fleet is on its way.

In January 2015, the MSC Oscar was launched. The largestcontainer ship in the world, it can carry 19,224 standard 20ft-long (TEU) containers. Longer than the Empire State Building ishigh, it has the capacity to carry up to 39,000 cars or more than120 million pairs of sneakers.

Recently an order was placed for three 20,600 TEU containerships to be built by South Korean shipbuilder Hanjin HeavyIndustries for delivery in 2017. Ships with 22,000 TEU areexpected in 2018 and plans for 24,000-TEU vessels are ondrawing boards.

Bugün küresel ticaretin yaklafl›k yüzde 90’› denizyoluyla gerçekle-fliyor ki bu da denizcilik flirketleri aras›nda bir “silahlanma sava-fl›”n› tetikliyor. Dar marjlar›n söz konusu oldu¤u deniz ticareti sek-töründe daha büyük, yak›t verimlili¤i daha yüksek konteyner gemi-leri konteyner bafl›na maliyeti düflürüyor. Günümüzün süper yük ge-milerinin yan›nda Ideal X ancak küçük bir sandal gibi kal›rd›.AGCS’nin “Güvenlik ve Deniz Ticareti De¤erlendirmesi 2015” ra-poruna göre, konteyner tafl›ma kapasitesi 1968’den bu yana yakla-fl›k yüzde 1,200 artt›; üstelik yeni ve daha da büyük bir filo yolda!

Ocak 2015’te MSC Oscar denize indirildi. Dünyan›n en büyük kon-teyner gemisi olarak 19,224 adet standart 20’lik konteyner tafl›-yabiliyor. Empire State binas›ndan uzun olan gemi 39,000 adetotomobil ya da 120 milyon çiftten fazla ayakkab› tafl›ma kapasi-tesine sahip!

Yak›n zamanda, 2017’de teslim edilmek üzere Güney Koreli gemiinflac›s› Hanjin Heavy Industries’e üç adet 20,600 TEU konteynergemisi için siparifl verildi. 2018’de 22,000 TEU gemiler bekleni-yor, 24,000 TEU gemiler için planlar çizim masalar›n›n üstünde...

RISK // TEHL‹KE


NOT ANY PORT IN A STORM

Modern container ships boast advanced GPS and satellitenavigation technologies, including AIS, the automaticidentification system for identifying and locating vessels byelectronically exchanging data with other nearby ships. Otherinnovations include Electronic Chart Display and InformationSystem (ECDIS), high frequency radio, depth finders and radar.Yet, an overreliance on such safety devices has led to severalcollisions.

On January 11, 2014 the cargo ship Rickmers Dubai collidedwith an unmanned crane barge being towed in Dover Strait. A report from the Marine Accident Investigation Branch (MAIB)concluded that the watch officer relied solely on AIS informationfor collision avoidance, which neither the barge nor its tug weretransmitting. He also failed to note safety broadcasts issued byDover Coast Guard regarding the position and movement ofKingston and its tow.

“We are dealing with a new generation of seafarers who havegrown up trusting everything they see on the video screen, be itGPS position, or collision avoidance information,” says Kinsey,who spent 23 years in the US Merchant Marine and US NavalReserve.

“They won’t even pick up binoculars and look out the window,which proves no matter how advanced the technology is, thehuman error factor is always underlying. Technology can’tsubstitute for proper training, manning, precautions orexperience, but it (technology) can lead to greater complacency,which increases the potential for accidents.”

Cost cutting measures by shipping lines, such as reducing crewnumbers, along with overwork, have exacerbated shipping risks,but the size of the mega ships is causing concerns. “There iscurrently a worldwide shortage of qualified seaman and crews tocommand and work such ships,” says Kinsey.

In addition, few harbors can handle the mega ships and portsneed to be rebuilt, with vast yards to store the containers, alongwith the cranes to load and unload them. Docking at Americanports is currently not possible so such vessels are used mostly forshipping between the Far East and Northern Europe.

The limited number of ports raises questions as to where theships can quickly turn if problems arise such as with fires,collisions or engine failure? Other concerns are about thescarcity of salvage tugs to tow a vessel to safety.

VOYAGE INTO THE UNKNOWN

What is also uncertain is how the new generation will behavebecause the ocean affects bigger ships differently than smaller

FIRTINADA B‹R L‹MAN YOK

Ça¤dafl konteyner gemileri, elektronik veri al›flverifli yoluyla yak›n-lardaki di¤er gemileri tan›mlamak ve konumlar›n› belirlemek içinkullan›lan Otomatik Tan›mlama Sistemi (AIS) de dahil olmak üze-re geliflmifl uydu navigasyon ve GPS teknolojileriyle donat›l›yor.Di¤er yenilikler Elektronik Harita Gösterim ve Bilgi Sistemi (ECDIS), yüksek frekansl› telsiz, derinlik ölçerler ve radarlar› içeriyor. Ancak bu tür güvenlik cihazlar›na afl›r› güvenin çeflitli çat›flmalara yol açt›¤› da biliniyor.

11 Ocak 2014’te yük gemisi Rickmers Dubai, Dover Bo¤az›’ndaçekilmekte olan bir insans›z yüzer vince çarpt›. Deniz Kazas› Arafl-t›rma fiubesi (MAIB) raporu devriye zabitinin çarp›flmay› önlemekiçin, yüzer vincin de römorkörünün de aktarmad›¤› AIS bilgisinegüvendi¤i sonucuna vard›. Yüzer vinç Kingston ile römorkörününkonum ve hareketiyle ilgili olarak Dover Sahil Güvenlik taraf›ndanyay›nlanan emniyet duyurular› da dikkate al›nmam›flt›.

ABD Deniz Ticaret Filosu ve ABD Deniz ‹htiyat Teflkilat›nda 23 y›lgeçirmifl olan Kinsey “‹ster GPS konumu ister çat›flmay› önleyicibilgi olsun, video ekran›nda gördükleri her fleye güvenerek büyü-müfl yeni kuflak denizcilerle karfl› karfl›yay›z” diyor: “Teknoloji nekadar ileri olursa olsun insan hatas› etkeninin her zaman esas oldu¤unu kan›tlar flekilde dürbünü al›p pencereden bile bakm›yor-lar. Teknoloji do¤ru e¤itim, mürettebat, önlemler ve deneyimin yerine geçemez, üstelik kaza olas›l›¤›n› art›ran daha fazla kay›t-s›zl›¤a yol açabilir.”

Denizcilik hat flirketlerinin fazla mesaiyle birlikte mürettebat say›s›n› azaltma gibi maliyet düflürücü önlemleri gemicilik risklerinidaha da art›r›yor ama esas olarak mega gemilerin boyutlar› endifle-lere yol aç›yor. Kinsey “Bu tür gemileri çal›flt›rmak ve yönetmek içindünya genelinde nitelikli denizci ve gemiadam› eksikli¤i var” diyor.

Buna ek olarak mega gemiler çok az say›da limana yanaflabiliyor.Bu nedenle yükleme-boflaltma ifllemleri için gereken vinçlerin yan›s›ra konteynerleri depolamak için de genifl alanlara sahip limanla-r›n infla edilmesi gerekiyor. fiimdiki durumda ABD limanlar›na yanaflmak mümkün olmad›¤›ndan bu tür gemiler ço¤unlukla Uzak-do¤u-Kuzey Avrupa aras›nda kullan›l›yor.

Liman say›s›n›n s›n›rl› olmas› yang›n, çarp›flma ya da makine ar›-zas› gibi sorunlar›n do¤mas› halinde gemilerin h›zla nereye yönele-ce¤i sorusunu akla getiriyor. Di¤er endifle ise bir mega gemiyi emniyetli alana çekecek kurtarma römorkörlerinin yetersizli¤i.

B‹L‹NMEYENE YOLCULUK

Yine belirsiz bir nokta da okyanus büyük gemileri küçüklerden daha farkl› biçimde etkileyece¤i için yeni kuflak gemilerin nas›ldavranaca¤›n›n bilinmemesi. Kinsey zamanla geminin yap›s›na za-rar verebilen titreflimle ilgili olgu türleri olan “yaylanma” (sprin-ging) ve k›rbaçlaman›n (whipping) yeni mega gemilerde iki belir-siz risk alan› oldu¤unu söylüyor.

RISK // TEHL‹KE


ones. Kinsey notes that“springing” and“whipping” types ofvibration-relatedphenomena that candamage the structure of thevessel over time, are twoareas of unknown risks withthe new mega ships.

Springing is vibration of the hull caused by waves that can causemetal fatigue. It becomes more serious with larger ships.Whipping is when waves act on the hull much like a fingerplucking a guitar string. They are believed to be responsible forthe 2013 sinking of the five-year-old, 8,000 TEU MOL Comfortoff the coast of Yemen.

“Springing and whipping did not impact vessels as heavily untilthey became larger. Are these larger vessels going to be able toabsorb the rigors of a 20-year service life? Will there beadequate salvage services available to assist an 18,000 TEU shipin an emergency?,” asks Kinsey.

If general average, the maritime law apportioning financialliability for the loss arising from the jettisoning of cargo, wasinitiated on a ship like the MSC Oscar, it would be anenormously costly and complex process involving thousands ofshippers with cargo on board. A direct loss from a sinking orrunning a ground could total $2 billion or more estimatesKinsey. Yet, even this could be dwarfed by the economic impactof a disabled mega ship blocking a major port or channel.

In the rush to gain a short term economic advantage on the seas,it could well be that shipping lines are setting the conditions forfuture failure. As Tenner asserts: “Technology is a mixedblessing. Our best laid plans to improve our earthly plightthrough technological means often go awry.”

Yaylanma, metal yorulmas› oluflturabilen dalgalar›n neden oldu¤ugövde titreflimi demek ve daha büyük gemilerde daha ciddi tehlikeyarat›yor. K›rbaçlama, dalgalar›n tekne üzerinde, bir gitar telinib›rakan parma¤›n yaratt›¤› etkiye benzer bir etki yarat›yor. Beflyafl›ndaki 8,000 TEU MOL Comfort’un 2013 y›l›nda Yemen aç›k-lar›nda batmas›ndan bu iki etkenin sorumlu oldu¤una inan›l›yor.

Kinsey “Yaylanma ve k›rbaçlama, boyutlar› daha da büyüyene kadar gemileri bu kadar a¤›r biçimde etkilememiflti. Acaba dahabüyük gemiler 20 y›ll›k hizmet ömürleri boyunca karfl›laflabilecek-leri böylesi güçlüklerle bafl edebilecek mi? Acil bir durumda18,000 TEU’luk bir gemiye yard›m edebilecek uygun kurtarmahizmetleri olacak m›?” diye soruyor.

Yük atmadan do¤an zarar için mali yükümlülü¤ü bölüfltüren denizhukuku kural› “müflterek avarya” MSC Oscar gibi bir gemi içinbafllat›lsayd›, gemideki yükle binlerce nakliyeciyi içeren korkunçmaliyetli ve karmafl›k bir ifllem ortaya ç›kard›. Kinsey batmaktan yada karaya oturmaktan do¤acak böyle do¤rudan bir kayb›n toplam 2 milyar dolar ya da daha fazla olabilece¤ini hesapl›yor. Oysa bu bile önemli bir liman ya da kanal› engelleyen hizmet d›fl› bir megageminin yol açaca¤› ekonomik olumsuzluklar›n gölgesinde kalabilir.

K›sa vadede ekonomik avantaj elde etme telafl› içindeki denizcilikflirketleri pekala gelecekteki baflar›s›zl›klar›n temelini at›yor ola-bilirler. Tenner flöyle diyor: “Teknoloji kar›fl›k bir nimettir. Tekno-lojik yollardan dünyevi güçlüklerimizi iyilefltirmeye yönelik en iyihesaplanm›fl planlar›m›z s›kl›kla tersine ifller.”

RISK // TEHL‹KE


Source // Kaynak: ProjectM-online, the publication of Allianz SE // Allianz SE yay›n› Project-M’in çevrimiçi bask›s›

“They won’t even pick

up binoculars and look

out the window.”

Captain Andrew Kinsey

“Dürbünleri al›p

pencereden bile

bakmayacaklar.”

&&

If we attempt to prepare a fileabout tanker shipping, probably wecannot finish it even if we devote a

whole issue of “marine&commerce”only for this purpose. For we have tostart the story back from theIndustrial Revolution where the commercial shipping began to utilizesteam. Indeed, the first commercialtanker was built in 1863 as a sailingvessel and the steam-powered oiltanker Vaderland was built byPalmers Shipyard and Iron Companyin England and delivered to itsBelgian owners in 1873. Namely, ahistory of 150 years.

Of course those 150 years is not theonly reason for a file about yesterdayand today of tanker shipping beinghighly sizable. What makes itimportant is the role played on thefate of the world by its cargo,namely oil rather than the history ofships. The fact that oil pipeline,

Tanker tafl›mac›l›¤› hakk›nda bir dosyahaz›rlamaya kalksak, herhaldemarine&commerce’›n bir say›s›n›

ay›rsak bile bitiremeyiz. Çünkü hikayeyianlatmaya ticari tafl›mac›l›¤›n istim tut-maya bafllad›¤› Sanayi Devrimi sürecindenbafllamam›z gerekir. Nitekim ilk ticaritanker yelkenli bir gemi olarak 1863’teinfla edildi, 1873’te ise buhar gücüyleçal›flan petrol tankeri Vaderland,‹ngiltere’de Palmers Tersanecilik veDemir fiirketi taraf›ndan infla edilerekBelçikal› sahiplerine teslim edildi. Yani150 y›ll›k bir tarihten söz ediyoruz.

Kuflkusuz tanker tafl›mac›l›¤›n›n dünü vebugünü hakk›ndaki bir dosyan›n fazlahacimli olmas›n›n tek nedeni 150 y›lde¤il. Onu gemilerin tarihinden çok,tafl›d›¤› yükün yani petrolün dünyan›nkaderi üzerinde oynad›¤› rol önemlik›l›yor. Ham petrol ve petrol ürünleritafl›mac›l›¤›n›n tankerler kadar önemli biraktörü olan ve kaderin garip bir cilvesiyle1863 y›l›nda do¤an petrol boru hatlar›n›n

STUDY // ‹NCELEME


LARGESTS OF THE TANKER WORLDTANKER DÜNYASININ EN BÜYÜKLER‹

YILMAZ ÖZTÜRK

Oil seals the fate of the World for a hundred and fifty years and the tankers that take the oil from production spots

and carry it to every single port of the earth draws the road map of that fate. Importance of tankers in maritime

transport will never end as long as the modern life’s need for oil and oil products continues. Namely, we will go on

preparing the “Top 10” of the World tanker shipping. Here comes the 2015 World Tanker Shipping Top 10!

Yüz elli y›ld›r dünyan›n kaderine petrol yön veriyor, onu üretim noktalar›ndan al›p yeryüzünün her liman›na

ulaflt›ran tankerler de bu kaderin yol haritas›n› çiziyor. Modern yaflam petrole ve petrol ürünlerine ihtiyaç

duydukça deniz tafl›mac›l›¤›nda da tankerler önemini sürdürecek. Yani dünya tanker tafl›mac›l›¤›n›n “Top

10”unu yapmaya devam edece¤iz. ‹flte karfl›n›zda Dünya Tanker Tafl›mac›l›¤› 2015 Top 10!

which with a twist of fate was born also in 1863 and is an actorof crude oil and oil product transportation as important astankers, being considered such valuable is the business of same“precious mud”! As we said, if we enter into economy-politics of this matter, it would be necessary to prepare special journals.For that reason, we keep it short and turn back to our reportabout the top tanker shipping companies of the world and we putthem under the scope in this issue.

SEAS ARE FULL OF GIANTS

Transporting the oil and oil products by tankers has always beenvery important in the world trade. On the other side, the worldtrade that became increasingly globalized after 1980s paved theway for the increase in size, tank volume and therefore transportcapacity of the ships in tanker industry as well as in all otherfields of maritime transportation. When considered withoutdiscriminating between types, the largest cargo carrying ships ofour day, ULCCs (Ultra Large Crude Carriers) and VLCCs (VeryLarge Crude Carriers) are the works of oil trade which hasshapened the fate of 20th century, and appears like will intervenealso in twenty-first century.

When some vessels start to be identified by words like giant,gigantic, very large, and ultra large, a part of the industry

da bu denli de¤erli görülmesi ayn› “k›ymetli çamur”un ifli! Dedikya, e¤er bu iflin ekonomi-politi¤ine girersek özel dergiler yap-mam›z gerekir. O yüzden k›sa kesiyoruz ve bu say›m›zda mercekalt›na ald›¤›m›z dünyan›n en büyük tanker tafl›mac›lar› hakk›ndaraporumuza dönüyoruz.

DEN‹ZLER DEV DOLU

Ham petrol ve petrol ürünlerinin tankerlerle tafl›nmas› dünyaticaretinde her zaman çok önemli oldu. Öte yandan 1980’lerdensonra h›zla küreselleflen dünya ticareti, deniz tafl›mac›l›¤›n›nbütün di¤er alanlar›nda oldu¤u gibi tanker sektöründe de gemi-lerin boyutlar›n›n, tank hacimlerinin ve dolay›s›yla da tafl›ma kapasitelerinin artmas›na yol açt›. S›n›f ay›rt etmedenbak›ld›¤›nda bugün dünyan›n en büyük yük tafl›yan gemileri ULCC(Ultra Large Crude Carriers) ve VLCC’ler (Very Large CrudeCarriers), 20. Yüzy›l›n kaderini flekillendiren ve 21. Yüzy›la damüdahale edece¤i belli olan petrol ticaretinin eserleri.

Birtak›m araçlar dev, devasa, çok büyük, ultra büyük gibi sözcük-lerle tan›mlanmaya bafllad›¤›nda, o araçlar›n kullan›ld›¤› sektörkurulufllar›n›n bir bölümü de ayn› sözcüklerle tan›mlanabilir halegeliyor. Okurlar›m›zla bu sayfalar›m›zda paylaflt›¤›m›z liste, iflte odevlerin dünyas›n› resmediyor. Kuflkusuz dünya tanker filosununtümünü listelememiz mümkün de¤il. Yine de bu liste kimlerinpiyasan›n en güçlüleri oldu¤unu ve ülkelerin yerini yavafl yavafl


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institutions where those vehicles are used also becomesidentifiable with the same words. The list we share with ourreader in these pages illustrates the world of those giants. Of course, it is not possible to list whole of the world tankerfleet. Nevertheless, this list is enlightening enough to unroll the most powerful ones of the industry and to display that thecountries are gradually being replaced by international operating companies.

THE WINNER FROM JAPAN, SECOND FROM PERSIA

The largest oil shipping company of the world is based in Japan,an oil poor country like Turkey. The transport capacity oftankers owned by Mitsui-OSK (MOL) which was established in1884 is 15.8 million DWT; another 74,000 DWT tanker of thecompany is under construction. The fleet involves 40 VLCC, sixLR2, five Aframax, 12 LR1, 26 MR and 13 Handysize tankers.

NITC (National Iranian Tanker Company) takes place in thesecond rank. NITC, which was a corporate of Iranian NationalOil Company and became independent in 2009, moved up byadding 12 VLCCs to its fleet during the period between May2012-July 2013. There is no clear data about newbuildingtankers of the company who currently owns a 13.6 million DWTfleet. It is said that a number of Panamaxes are underconstruction in China instead of large tankers. Six aged VLCCs

uluslararas› iflletmeci flirketlerin almaya bafllad›¤›n› gözler önüneserecek kadar ayd›nlat›c›.

B‹R‹NC‹ JAPONYA’DAN, ‹K‹NC‹ ‹RAN’DAN

Dünyan›n en büyük petrol tafl›mac›l›¤› flirketi, Türkiye gibi petrolfakiri bir ülke olan Japonya’da bulunuyor. 1884 y›l›nda kurulmuflolan Mitsui-OSK’n›n (MOL) sahip oldu¤u tankerlerin tafl›ma ka-pasitesi 15.8 milyon DWT; halen 74,000 DWT’lik tanker de inflaaflamas›nda. Filoyu 40 VLCC, alt› LR2, befl Aframax, 12 LR1, 26 MR ve 13 Handysize tanker oluflturuyor.

‹ki numarada NITC (National Iranian Tanker Company) yeral›yor. ‹ran Ulusal Petrol fiirketi’nin bir kurulufluyken 2009

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are deployed for oil storage in the Persian Gulf presently. On theother side, there are 37 VLCC, nine Suezmax, five Aframax andthree product tankers in the Iranian tanker fleet. In anannouncement made by the head office inrecent days it is reported that the NITC isplanning to add 6 million DWT capacity to itsfleet by way of purchasing and building 25more tankers in conformity with IMO rules.

JAPAN, AMERICAN, BELGIAN

Another Japanese, NYK Group is in the thirdrank with 12.6 million DWT. The fleet iscomposed of 33 VLCC, four Aframax, fiveLR2, 24 MR and five chemical tankers. Thecompanies like Knutsen NYK OffshoreTankers and Stolt Nielsen are performingjoint-venture tanker shipping while NYKGroup operates 28 LNG tanker as well.

Teekay Group founded by Denmark origin USAcitizen J. Torben Karlshoej achieved a rapidgrowth with its Teekay Tankers put intopractice in May 2007 and placed in the forthrank. On the other side, the company owns thelargest shuttle tanker fleet of the world. It hasa double hull tanker fleet composed of 22Suezmax, 12 Aframax, seven LR2 and threeMR besides 11 time-chartered tankers. TeekayTankers also holds shares of various jointventure companies. Teekay’s total fleetcapacity is 12.5 million DWT and the company

y›l›nda özerkleflen NITC, May›s 2012-Temmuz 2013 aras›ndafiloya 12 VLCC’nin eklenmesiyle s›n›f atlad›. Halen 13.6 milyonDWT’lik bir filoya sahip olan flirketin yeni infla tankerleri

hakk›nda net bir veri yok. Büyük tankerleryerine birkaç Panamax’›n Çin’de inflahalinde oldu¤u konufluluyor. Alt› yafll› VLCChalen Basra Körfezi’nde ham petroldepolanmas›nda kullan›l›yor. ‹ran tankerfilosunda 37 VLCC, dokuz Suezmax, beflAframax ve üç ürün tankeri bulunuyor.Geçti¤imiz günlerde flirket merkezindenyap›lan aç›klamada, NITC’nin infla etme vesat›n alma yoluyla IMO kurallar›na uygun25 tankere daha sahip olarak filosuna 6milyon DWT kapasite eklemeyi planlad›¤›duyuruldu.

JAPON, AMER‹KAN, BELÇ‹KALI

Bir di¤er Japon firmas› NYK Grubu, 12.6milyon DWT ile üçüncü s›rada. Filoyu 33VLCC, dört Aframax, befl LR2, 24 MR vebefl kimyasal tanker oluflturuyor. NYKGrubu ayr›ca 28 LNG tankerini iflletirken,Knutsen NYK Offshore Tankers ve StoltNielsen gibi flirketlerle de ortak giriflimtanker tafl›mac›l›¤› ifli yap›yor.

Danimarka kökenli ABD vatandafl› J.Torben Karlshoej’in kurdu¤u Teekay Grubu,2007 Aral›k ay›nda hayata geçirdi¤i TeekayTanker ile h›zl› bir büyüme kaydetti vedördüncü s›raya yerleflti. Öte yandan flirketdünyan›n en büyük shuttle tanker filosuna

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FIRST 20 FLAG OWNINGMAXIMUM NUMBER OF

TANKERSEN FAZLA TANKERE SAH‹P

‹LK 20 BAYRAKPanama // Panama 8,164

Indonesia // Endonezya 7,738

Japan // Japonya 5,260

China // Çin 3,984

USA // ABD 3,533

Singapore // Singapur 3,529

Liberia // Liberya 3,164

Marshall Islands // Marshall Adalar› 2,829

Russia // Rusya 2,505

Hong Kong // Hong Kong 2,482

Malta // Malta 2,001

South Korea // Güney Kore 1,892

Vietnam // Vietnam 1,764

Malesia // Malezya 1,657

India // Hindistan 1,609

Philippines // Filipinler 1,428

Greece // Yunanistan 1,417

Bahamas // Bahamalar 1,413

Italy // ‹talya 1,384

Turkey // Türkiye 1,258

Source // Kaynak: Clarksons, as of 19.06.2015

made a contract for newbuilding of 12 Suezmax tanker in recentdays. Thus, 606 thousand DWT will be added to the fleet.

Belgian tanker company Euronav ranked as five with its total12.5 million DWT tanker fleet. Indeed, Euronav was not such alarge company until the current year. However, the companymade a big leap when it purchased 15 VLCCs belonging toMaersk for 980 million dollars. Besides, the companyannounced that it is watching opportunity for other tankerpurchases in a period where surges are experienced in oilmarkets and distresses related with global economy neverrelieve. It is reported that Euronav has agreed with theinvestment institution OSG and will purchase three more VLCCand two Aframax tankers from Maersk.

BERMUDIAN, RUSSIAN, SAUDI

We see an international tanker operating company, FrontlineGroup in the sixth rank. There is 67 tankers in its 11.9 millionDWT fleet 24 of which are VLCC, 17 Suezmax, 10 LR2 and 16MR. Delivery of the Group’s order for two LR2 and five oilproduct tankers has started as of September of the last year andthose deliveries contributes to the growth of the fleet. Besides, it

sahip. Halen 22’si Suezmax, 12’si Aframax, yedisi LR2 ve üçüMR olmak üzere 44 çift cidarl› tankerden oluflan bir filosu ve 11tane de süreli kiralad›¤› tankeri bulunuyor. Teekay Tanker’inçeflitli ortak giriflim flirketlerde de pay› var. Toplam filo büyüklü¤ü12.5 milyon DWT olan Teekay, 12 Suezmax tanker inflas› için degeçti¤imiz günlerde bir anlaflma yapt›. Böylece filoya 606 binDWT daha eklenecek.

Belçikal› tanker flirketi Euronav toplam 12.5 milyon DWT tankerfilosuyla beflinci s›rada. Asl›nda içinde bulundu¤umuz y›la kadarEuronav bu denli büyük bir firma de¤ildi. Ancak Maersk’e ait 15 VLCC’yi 980 milyon dolara sat›n al›nca büyük bir s›çramagerçeklefltirmifl oldu. Üstelik firma, petrol piyasalar›nda büyükdalgalanmalar yafland›¤› ve küresel ekonomiye dair endiflelerin birtürlü azalmad›¤› bir dönemde yeni tanker sat›n al›mlar› için f›rsatkollad›¤›n› da duyurdu. Euronav’›n yat›r›m flirketi OSG ileanlaflt›¤› ve Maersk’ten üç tane daha VLCC ve iki de Aframaxtanker alaca¤› biliniyor.

BERMUDALI, RUS, SUUD‹

Alt›nc› s›rada bir uluslararas› tanker iflletme flirketi olan FrontlineGrubu bulunuyor. 11.9 milyon DWT’lik filosunda 24 VLCC, 17 Suezmax, 10 LR2, 16 MR olmak üzere 67 tanker var. Grubun

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iki LR2 ve befl petrol ürünleri tankeri siparifli 2014 Eylül ay›ndanitibaren teslim edilmeye baflland›, bunlar da filoyu büyütmeyedevam ediyor. Ayr›ca dünyan›n en büyük Suezmax filosuna sahipolan grubun iki Suezmax tanker daha sat›n almak üzere oldu¤ugelen haberler aras›nda.

Sovcomflot Grubu (SCF) 11.9 milyon DWT filoyla yedincis›rada. Eski petrol ürün tankerlerini satmaya yönelen SCF filosunu VLCC ve LR2’ler ile besleyecek bir yat›r›m stratejisiizliyor. SCF filosu 42 Aframax, 18 Suezmax, 28 MR, beflPanamax’tan olufluyor. Grup iki yeni infla VLCC’sinden birtanesini henüz teslim ald›.

‹ki Suudi flirketi, Bahri ile Vela’n›n birleflmesiyle ortaya ç›kan11.4 milyon DWT’lik tanker filosu, sekizinci s›raya yerleflti. Filodabiri depolama için kullan›lan 32 VLCC, bir Aframax, 24 kimyasaltafl›y›c›, biri LR1 dördü MR olmak üzere befl yeni teslim tankerbulunuyor. Filonun teknik ve ticari tüm yönetimini Bahri Grubuyap›yor. Grubun LPG ve kimyasal ürün tankerleri için piyasadaaraflt›rma yapt›¤› da duyuruldu.

S‹NGAPUR, BERMUDA

Singapur merkezli AET, 11.2 milyon DWT filosuyla dokuzuncus›rada. fiirket geçti¤imiz y›l dört eko-tasar›ml› VLCC alarakVLCC filosundaki gemi say›s›n› 13’e ç›karm›flt›. Asl›nda AET’nindaha fazla tankeri vard› fakat filo yaflland›¤› için birçok tankerinisatt›. Halen flirket Aframax ve VLCC’ler için bir yenileme pro-gram› haz›rl›¤›nda. 50 Aframax, dört Suezmax, iki DP shuttletanker (iki tane de yeni siparifl verdi), bir Panamax ve befl MRAET tanker filosunu oluflturuyor.

Bir di¤er uluslararas› iflletme flirketi olan Dynacom TankersManagement (DMT) 8.9 milyon DWT ile onuncu s›rada. 14VLCC, 23 Suezmax, alt› LR1 ve alt› da Panamax tankeri var.fiirket dört yeni infla Suezmax tankerin de yak›n zamanda filoyakat›laca¤›n› duyurdu.

is reported that the group, which owns the largest Suezmax fleetof the world, is about to purchase two more Suezmax tankers.

Sovcomflot Group (SCF) is at the seventh rank with its 11.9million DWT fleet. SCF is following an investment strategy forhaving a fleet composed entirely of VLCCs and LRs by sellingaged oil product tankers. SCF fleet is composed of 42 Aframax,18 Suezmax, 28 MR, five Panamaxes. Group has just receivedone of the two newbuilding VLCCs.

11.4 million DWT tanker fleet that come to light with themerger of two Saudi companies Bahri and Vela, is placed in theeighth rank. There are 32 VLLCs one of which used for storage,one Aframax, 24 chemical carriers, five newly delivered tankersone of which is LR1 and four MR in the fleet. Entire technicaland commercial administration of the fleet is carried out byBahri Group. It is reported that the group is conducting marketresearch for LPG and chemical product tankers.

SINGAPORE, BERMUDA

Singapore based AET is in the ninth rank with its 11.2 millionDWT fleet. The company increased the number of VLCCs in itsfleet to 13 by purchasing four eco-design VLCCs last year.Indeed, AET had more number of tankers but the company soldmany of them since the fleet was aged. Presently, the company ispreparing a renewal program for Aframax and VLCCs. AET fleetis composed of 50 Aframax, four Suezmax, two DP shuttletanker (besides, two newbuilding order is placed), one Panamaxand five MR tankers.

Another international operating company, Dynacom TankersManagement (DMT) ranked as tenth with its 8.9 million DWT.The company owns 14 VLCC, 23 Suezmax, six LR1 and sixPanamax tankers. The company announced that four newbuildingSuezmax tankers will join to the fleet soon.

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&&

The Suez Canal Authority (SCA) has announced the start ofthe celebrations that will culminate in the opening of theNew Suez Canal on 6th August 2015 by Egyptian President

Abdel Fattah El-Sisi. SCA, in partnership with a WWP consortium, has launched its campaign to tell the world aboutthe ‘symbol of the new Egypt’.

The celebrations and global communications campaign will beoverseen by the SCA and implemented by a consortiumcomprising WPP, one of the world’s largest marketingcommunications companies, and a number of local, Egyptianbusinesses. Team WPP is led by Memac Ogilvy Public Relationswith support from Memac Ogilvy & Mather, Media Waves,Emeco Travel, JWT, Richard Attias and Mindshare.

“The New Suez Canal is more than just a new waterway and anastonishing feat of engineering. It is a catalyst for the Egyptianpeople which will unleash a renewed sense of pride and a moreprosperous future,” said Admiral Mohab Mameesh, Chairmanand Managing Director of the Suez Canal Authority.

He added: “The project is more than 80% complete, andclimbing as we speak, with more than 210 million tons of sandexcavated, so our attention is now turning to the celebration ofthis achievement with the Egyptian people, as well as sharingnews of Egypt’s ‘gift to the world’ far and wide.”

Süveyfl Kanal› Yönetimi (SCA - The Suez Canal Authority),M›s›r Devlet Baflkan› Abdel Fattah El-Sisi taraf›ndan 6 A¤ustos 2015’te yap›lacak aç›l›flta zirveye ç›kacak olan

Yeni Süveyfl Kanal› kutlamalar›n›n bafllad›¤›n› aç›klad›. SCA,WPP konsorsiyumu iflbirli¤iyle “Yeni M›s›r’›n Sembolü” olacakkanal›n iletiflim kampanyas›n› bafllatt›.

Yeni Süveyfl Kanal›’n›n küresel iletiflim kampanyas› ve aç›l›fl kut-lamalar›, dünyan›n en büyük pazarlama iletiflimi gruplar›ndanWPP ve M›s›rl› flirketler taraf›ndan yönetilecek. Projede görevalan WPP ekibi, Memac Ogilvy Public Relations liderli¤inde Me-mac Ogilvy & Mather, Media Waves, Emeco Travel, JWT, Mind-share ve Richard Attias & Associates flirketlerinden olufluyor.

SCA Baflkan› Amiral Mohab Mameesh küresel iletiflim kampanya-s› hakk›nda “Yeni Süveyfl Kanal›, sadece aç›lan yeni bir suyolu veola¤anüstü bir mühendislik baflar›s› de¤il. Yeni kanal ayn› zaman-da M›s›rl›lar› bir araya getirip, ülkemiz için yenilenmifl bir gururkayna¤› ve daha müreffeh bir gelece¤in anahtar›d›r” dedi.

Sözlerine “Projenin yüzde 80’i tamamland› ve halen inflaat h›zladevam ediyor” fleklinde devam eden Amiral Mameesh, bugüne ka-dar inflaat sahas›ndan 210 milyon tonluk kumun ç›kart›ld›¤›n› ilet-ti. Amiral Mamesh, “fiimdi dikkatimizi bu baflar›n›n M›s›r halk›y-la birlikte kutlanmas›na ve M›s›r’›n dünyaya bu yeni hediyesinipaylaflmaya çeviriyoruz” dedi.



COUNTDOWN TO $8.5 BILLION NEW SUEZ CANAL

8.5 M‹LYAR DOLARLIK YEN‹ SÜVEYfi KANALI’NIN AÇILIfiINA GER‹ SAYIM

The capacity expansion project of the Suez Canal is nearing completion and so called the New Suez Canal

enabling to double the passage capacity will be inaugurated in August. The global communications campaign

of the ‘symbol of the new Egypt’ has already been started.

Süveyfl Kanal›’n›n kapasite büyütme projesinde sona geliniyor. Geçifl kapasitesini iki kat›na ç›karan Yeni

Süveyfl Kanal›’n›n resmi aç›l›fl› A¤ustos 2015’te gerçeklefltirilecek. “Yeni M›s›r’›n Simgesi” slogan›yla

küresel iletiflim kampanyas› bafllat›ld› bile.

The communications campaign will consist of a comprehensive,integrated marketing campaign designed not only to embraceand involve the Egyptian people but also tell the story of thecanal to a global audience. The campaign will highlight thedetermination of the Egyptian people in building the new, 72-kilometer canal in just 12 months as well as the impact thecanal will have on the country, region and the world.

The campaign will culminate in a gala event on the banks of theNew Suez Canal on 6th August. On this historic day, EgyptianPresident Abdel Fattah El-Sisi will be joined by world leaders towitness the first time traffic has flowed simultaneously north andsouth through the Red Sea - Mediterranean crossing.

“The New Suez Canal is a symbol of the new Egypt, representingthe energy, resourcefulness and determination of the Egyptianpeople, and is one of the most significant projects to come out ofEgypt in modern times. It will enrich our economy and societyfor decades to come,” said Admiral Mameesh.

The huge engineering project began with a national subscriptionto raise the necessary funds. In just six days, the Egyptian peopleraised around US$8.5 billion and work began on 6thAugust2014. Despite initial estimates indicating the project would takethree years, the project is well on course to be completed in lessthan 12 months.

The Suez Canal has been at the heart of Egypt’s economy formore than 150 years. The project to build a new 72km waterwaywill enable two-way traffic and double the current daily shipcapacity. As a result, the canal authority is set to increase its

WPP’nin yürütece¤i genifl kapsaml› pazarlama kampanyas› sadece M›s›r halk›na yönelik olmayacak, ayn› zamanda yeni kana-l›n hikayesini tüm dünyaya anlatacak. Kampanya, 72 kilometreuzunlu¤undaki kanal› sadece 12 ay içerisinde tamamlayan M›s›rhalk›n›n kararl›l›¤›n› ve yeni kanal›n ülke, bölge ve dünyaya etki-sini anlatmaya odaklanacak.

Kampanya, 6 A¤ustos’ta Yeni Süveyfl Kanal›’n›n k›y›s›nda düzen-lenecek gala etkinli¤iyle sona erecek. Etkinlikte M›s›r Devlet Bafl-kan› Abdel Fattah El-Sisi, dünya liderleri, fikir önderleri ve med-ya, K›z›ldeniz ve Akdeniz aras›nda ilk defa kuzey ve güney yönle-rinde çift tarafl› gemi trafi¤ine de tan›kl›k edecekler.

“Yeni Süveyfl Kanal›, M›s›r’›n yeni sembolü olarak M›s›r halk›n›nenerjisi, becerisi ve kararl›¤›n› ifade edecek, modern zamanlardaM›s›r’da yap›lm›fl en önemli proje olarak öne ç›kacak” diyen Ami-ral Mameesh projenin on y›llar boyunca M›s›r ekonomisi ve toplu-munu zenginlefltirece¤ini ifade etti.

Devasa mühendislik projesi M›s›r halk›n›n alt› gün içerisinde ken-di aras›nda toplad›¤› 8.5 milyar dolarl›k sermaye ile 6 A¤ustos2014’te bafllad›. ‹lk tahminlere göre üç y›lda bitmesi beklenenproje, büyük bir çabayla 12 aydan k›sa sürede tamamlanmaya haz›r hale geldi.

Süveyfl Kanal› 150 y›ldan uzun bir süredir M›s›r ekonomisinin kal-bini oluflturuyor. 72 kilometre uzunlu¤undaki yeni hat, kanalda bu-güne kadar mümkün olmayan çift yönlü trafi¤i gerçeklefltirecek vegünlük gemi geçifl kapasitesini ikiye katlayacak. SCA, 2015 y›l›ndakanaldan elde etmeyi hedefledi¤i 5.3 milyar dolarl›k geliri, 2023



annual revenue from $5.3 billion in 2015 to $13.2 billion in2023, as well as underscore the canal’s position as a majormaritime trade route against a backdrop of growing competition.

The New Suez Canal is at the heart of a vision to construct afully developed industrial area along the canal known as theSuez Canal Zone. The zone will see the creation of a hugeindustrial area catering to a broad range of sectors includingmanufacturing, logistics, ship repair, and more. With the SuezCanal positioned as a vital component of world trade, the Suez Canal Zone will provide access to 1.6 billion customersworldwide. The project will provide Egypt with investment andemployment opportunities for years to come.

SUEZ CANAL EXPANSION NEARING COMPLETION

In recent months and years, there has been quite some discussionabout the expansion of the Panama Canal and its implicationsfor tradeflows. However, a similar capacity expansion of theSuez Canal that will be inaugurated in August of this year hasreceived much less attention.

The Suez Canal expansion or the New Suez Canal will allowmore two way traffic by adding a 35 km canal next to theexisting one and by widening the Great Bitter Lakes by-passesand the Ballah by-pass with a total length of 37 km (the totallength of the project is 72 km). This will double the capacity of

itibar›yla 13.2 milyar dolar›na ç›kartacak ve Süveyfl Kanal›’n›ndünyan›n en büyük denizcilik rotas› olma rolünü kuvvetlendirecek.

Yeni Süveyfl Kanal› ayn› zamanda Süveyfl Kanal› Bölgesi olarakbilinen ve s›f›rdan kurulacak yeni bir endüstriyel bölgenin de kal-bi olacak. Üretimden lojisti¤e, gemi tamirat›ndan bak›m›na ve pekçok yeni ifl koluna ev sahipli¤i de yapacak bölge, dünya ticaretininönemli merkezlerinden biri olacak ve dünya çap›nda 1.6 milyarmüflteriye hitap edecek. Proje M›s›r’a y›llar boyunca yeni yat›r›mve istihdam imkanlar› tan›yacak.

SÜVEYfi KANAL GEN‹fiLETMES‹ SONA YAKLAfiIYOR

Son dönemde Panama Kanal›’n›n geniflletilmesi ve bunun ticaretak›fllar›na etkisi çokça gündeme geldi. Ancak 2015 A¤ustos’undaresmi aç›l›fl› yap›lacak olan Süveyfl Kanal›’n›n benzer kapasite ge-niflletmesi çok daha az dikkat çekti. Mevcut olana 35 kilometrelikbir kanal eklenmesi ve Büyük Ac› Göller geçifl kanallar› ve Ballahgeçifl kanal›n›n toplam 37 kilometre geniflletilmesiyle daha fazlaiki yönlü trafi¤e izin verecek. Bu, kanal›n günde 49 gemi olan ka-pasitesini 97 gemiye ç›karacak ve geçifl ile bekleme sürelerini azal-tacak. Ayr›ca azami suçekimi derinli¤inin tüm kanal için 24 met-reye ç›kar›lmas› hedefleniyor.

Süveyfl Kanal›’nda yükseltme havuzlar› olmad›¤›ndan geniflletmekdaha kolay, dolay›s›yla Panama Kanal› geniflletmesinden önemliölçüde daha h›zl› biçimde yap›labiliyor.



the canal from about 49ships per day to 97 ships andreduce transit and waitingtime. Additionally, theobjective is to increase thepermissible draft to 66 ft (24m) for the entire canal.

As the Suez Canal does nothave locks, the expansion issimpler and can be donesignificantly faster than thePanama canal expansion.

Currently, the canal is almostexclusively used for one waytraffic that moves in convoy,either North-South or viceversa with two small areaswhere the convoys meet andsouth bound vessels need towait for north bound vesselsto pass. The new section will allow for two-way traffic over abouthalf of the total length of the canal, reducing the transit timefrom 18 hours to 11 hours and reducing the maximum waitingtime to enter the canal from 8-11 hours to three hours.

In 2014, a total of 15,302 laden vessels passed through thecanal, 7,986 South bound and 7,316 North bound. This is anaverage of almost 42 vessels per day. 3,389 of these vesselswhere tankers (1,552 South bound and 1,837 North bound).Additionally, 1,846 vessels passed through in ballast condition(of which 664 were tankers).

If more tankers can pass through the Suez Canal, tonnage canbe used more efficiently. A trip from Ras Tanura to LOOP is12,300 miles (39 days at 13 knots) around the cape and 9,600through the canal (31 days + 1 day for canal passage),representing savings of about 20%. The savings for voyages toNW Europe are even more significant: about 40%.

The actual usage of the Suez Canal will be determined by thetransit tolls, and the Egyptian authorities have not yet disclosedhow they will manage the scheduling and pricing going forward.In any case, the expanded capacity allows the Canal Authoritiesto increase revenue by encouraging more tanker owners andcharterers to use the canal rather than sail around the Cape.

Tankers have the flexibility to immediately take advantage of theexpanded canal capacity. While crude oil flows from the ArabianGulf to Europe and the United States have been under pressure,there is significant potential for additional product tankertransits through the Suez Canal as a result of the expandedexport capacity of refiners in the Middle East.

fiu anda kanal, konvoylar›n karfl›laflt›¤› ve güney yönlü gemilerinkuzey yönlü gemilerin geçifli için beklemesinin gerekti¤i iki küçükalanla, neredeyse sadece ya kuzey-güney ya da aksi yönde konvoyhalinde hareket eden tek yönlü trafik için kullan›l›yor. Yeni bölümkanal›n toplam uzunlu¤unun yaklafl›k yar›s›nda iki yönlü trafi¤eizin vererek geçifl süresini 18 saatten 11 saate ve kanala girmekiçin maksimum bekleme süresini 8-11 saatten üç saate indirecek.

2014 y›l›nda 7,986’s› güney, 7,316’s› da kuzey yönlü olmak üzeretoplam 15,302 yüklü gemi kanaldan geçti; yani ortalama 42 gemi.Bu gemilerin 3,389’u tankerdi (1,552 güney yönlü ve 1,837 kuzeyyönlü). Ayr›ca bofl durumda 1,846 gemi (664’ü tanker) geçti.

Süveyfl Kanal›’ndan daha fazla say›da tanker geçebildi¤inde tonajçok daha verimli kullan›labiliyor. Ras Tanura’dan LOOP’a seyirburun çevresinde 12,300 (13 knot h›zla 39 gün) ve kanal yoluylada 9,600 mil (31 gün + 1 gün kanal geçifli için) ki bu da yaklafl›kyüzde 20 tasarruf anlam›na geliyor. Kuzeybat› Avrupa’ya yolcu-luklar için tasarruflar ise yaklafl›k yüzde 40!

Süveyfl Kanal›’n›n fiili kullan›m› transit gecifl ücretleriyle belirle-necek. M›s›rl› yetkililer ileriye dönük düzenleme ve fiyatland›rma-y› nas›l yapacaklar›n› henüz aç›klamad›lar. Art›r›lm›fl olan kapa-site her koflulda daha fazla say›da gemi donatan› ve kiralayan›n›burun etraf›ndan dolaflmak yerine kanal› kullanmaya teflvik ederekgelirin artmas›na olanak tan›yor.

Tankerler geniflletilmifl kanal kapasitesinden hemen yararlanmaesnekli¤ine sahip. Ham petrol Arap Körfezi’nden Avrupa’ya akar-ken ve ABD bask› alt›ndayken Ortado¤u’daki rafinerilerin geniflle-tilmifl ihracat kapasitesinin bir sonucu olarak Süveyfl Kanal›’ndanilave ürün tankeri geçiflleri için önemli bir potansiyel mevcut.



&&

Areal divide in sentiment is emerging between the shippingindustry and the aviation and rail industries, accordingto the sixth The Way Ahead transport survey report

released by global legal practice Norton Rose Fulbright. The survey details over 157 responses from a range of companiesinvolved in aviation, rail and shipping globally includingfinanciers, owner/operators, manufacturers, government entitiesand professional services firms.

Confidence among respondents from the shipping industry hasdeteriorated sharply over the past year. Just one third ofshipping respondents believe current market conditions arepositive for their industry, down from 69% in 2014.Overcapacity is cited as the key reason for this, by 64% of thoserespondents who rate current market conditions as negative.

In contrast, 88% of aviation respondents and 91% of railrespondents report that current market conditions are positivefor their industries, up from 75% and 81% last year. Increasedoptimism is attributed to more readily available funding forinvestment and growth, an anticipated return to economicstability in key markets, and the emergence of new opportunities.A reduction in the price of oil and an associated fall in fuel costsare also assisting aviation.

EXPECTATION FOR THE NEXT FIVE YEARS

Around half of respondents from aviation and rail and a third ofrespondents from shipping expect additional funds to beallocated to investment rather than operating costs over the nextfive years. The survey indicates that funding is likely to comefrom a wide range of sources, with the proportion of respondentswho anticipate that traditional bank debt will become the main

Uluslararas› hukuk firmas› Norton Rose Fulbright’›n yay›n-lad›¤› alt›nc› küresel tafl›mac›l›k araflt›rmas› “The WayAhead”, deniz tafl›mac›l›¤› sektörü ile havac›l›k ve demir-

yolu sektör çal›flanlar›n›n kendi sektörlerinin gelece¤ine bak›flla-r›nda derin farklar oldu¤unu ortaya koydu. Araflt›rma yat›r›mc›-lar, armatörler/iflletmeciler, üreticiler, devlet kurulufllar› ve pro-fesyonel hizmet flirketleri dahil olmak üzere küresel çapta havayo-lu, demiryolu ve denizyolu tafl›mac›l›¤›yla ilgili bir dizi flirkettengelen 157’den fazla ayr›nt›l› yan›t› kaps›yor.

Araflt›rmaya deniz tafl›mac›l›¤› sektöründen kat›lanlar›n sektöreduyduklar› güven, geçen y›la göre keskin biçimde kötüleflmifl durum-da. 2014 y›l›ndaki yüzde 69’a k›yasla bu y›l kat›l›mc›lar›n yaln›zcaüçte biri mevcut piyasa koflullar›n›n sektör için olumlu seyretti¤ineinan›yor. Mevcut piyasa koflullar›n› olumsuz bulanlar›n yüzde 64’übu olumsuzlu¤un nedenini kapasite fazlas› olarak gösteriyor.

Deniz tafl›mac›l›¤›n›n tersine, geçen y›l hava tafl›mac›l›¤›nda yüz-de 75 ve demiryolu tafl›mac›l›¤›nda yüzde 81 düzeyindeki “piyasakoflullar› sektörümüz için olumlu” fleklindeki de¤erlendirmeler, buy›l s›ras›yla yüzde 88’e ve yüzde 91’e ç›kt›. ‹yimserli¤in art›fl›naneden olarak, yat›r›m ve büyüme için daha kolay ulafl›labilir fon-lama, kilit piyasalarda ekonomik istikrara geri dönüfl beklentisi veyeni f›rsatlar›n ortaya ç›k›fl› gösteriliyor. Petrol fiyatlar›ndaki düflüflle beraber yak›t maliyetlerindeki azalman›n da hava tafl›ma-c›l›¤›na destek oldu¤u belirtiliyor.

GELECEK BEfi YIL TAHM‹N‹

Hava ve demiryolu sektörü kat›l›mc›lar›n›n yaklafl›k yar›s›, deniztafl›mac›l›¤›n›n ise üçte biri, önümüzdeki befl y›l içinde iflletme ma-liyetlerinden daha çok yat›r›ma ek fon ayr›lmas›n› bekliyor. Arafl-t›rma, fonlaman›n genifl bir kaynaklar yelpazesinden gelece¤iniama The Way Ahead çal›flmas›n›n bafllad›¤› 2009 y›l›ndan bu ya-



COMPLEX SENTIMENTSIN TRANSPORT

TAfiIMACILIKTA KARMAfiIKDUYGULAR

The transport survey report of the world’s famous legal firm Norton Rose Fulbright on the global shipping,

aviation and rail industries highlights interesting results. Financiers, owner/operators, manufacturers, government

entities and professional services firms indicate the key concern for the shipping industry is overcapacity.

Dünyaca ünlü uluslararas› hukuk firmas› Norton Rose Fulbright’›n denizyolu, demiryolu ve havayolu tafl›mac›l›¤›na

iliflkin küresel araflt›rmas› çarp›c› sonuçlar ortaya koydu. Yat›r›mc›lar, armatörler/iflletmeciler, üreticiler, devlet

kurulufllar› ve profesyonel hizmet flirketleri, deniz tafl›mac›l›¤›ndaki en önemli sorun olarak kapasite fazlas›n› gösteriyor.

source of funding for transport at its highest level since The WayAhead survey began in 2009.

81% of all respondents expect passenger numbers and freightvolumes to increase over the next five years, and around halfexpect fares and freights to rise over the same period.

Aviation and shipping expect the increased dominance of largerparticipants to be the greatest change to their industries over thenext five years, while rail respondents believe the availability ofnew funding sources will reshape their industry.

THE ROLE OF CHINA

China is the market expected to offer the best investmentopportunity for the transport sector over the next five years.However an emerging markets slowdown is viewed as thegreatest threat to the transport sector over the same period. The impact of continued political and economic uncertainty andgeopolitical events worldwide are also concerns for respondents.

“While the outlook for aviation and rail is increasinglyencouraging, many sub-sectors of the shipping industry continueto suffer real pain, primarily as a result of a surplus in supply”said Harry Theochari, global head of Transport at Norton RoseFulbright and added “China in particular will be a key marketfor transport over the next two to five years. Over the course ofthis year China may well become the world’s top exporter andimporter, is increasingly focused on rail through its “One Belt,One Road” strategy, and longer term there is the view that itwill overtake the US as the world’s largest aviation market.China provides real opportunities for businesses operatingthroughout the transport sector.”

In view of challenging market conditions, the shipping industry islooking to China. 37% of respondents believe that China offersthe best investment opportunity for the shipping industry over thenext two to five years, a considerable increase on the 18% whocited China in 2014. Interest in India has also risen

na tafl›mac›l›k için ana fon kayna¤›n›n geleneksel banka borçlan-mas› olaca¤›n› belirtenlerin oran›n› en yüksek seviyede gösteriyor.

Üç sektörden de araflt›rmaya kat›lanlar›n yüzde 81’i, önümüzdeki befly›l içinde yolcu say›s› ve navlun hacimlerinde art›fl, yaklafl›k yüzde50’si de ayn› dönemde tarife ve navlun ücretlerinde yükselifl bekliyor.

Hava ve deniz tafl›mac›l›¤› sektörleri kat›l›mc›lar›, sektöre girenbüyük oyuncular›n artan a¤›rl›¤›n›n önümüzdeki befl y›l içinde sek-törel bazda en büyük flans olaca¤›n› düflünürken, demiryolu kat›-l›mc›lar› yeni fonlama kaynaklar›n›n mevcudiyetinin kendi sektör-lerini yeniden biçimlendirece¤ine inan›yor.

Ç‹N’‹N ROLÜ

Önümüzdeki befl y›l içinde üç tafl›mac›l›k sektörü için de en iyi yat›-r›m f›rsat›n› sunmas› beklenen piyasa Çin. Ancak yükselen piyasalar-da olas› bir yavafllaman›n, tafl›mac›l›¤a en büyük tehdit oldu¤u davurgulan›yor. Sürekli politik ve ekonomik belirsizli¤in etkisi ve dün-ya genelindeki jeopolitik geliflmeler de bir baflka endifle kayna¤›.

Norton Rose Fulbright Tafl›mac›l›k Bölümü Baflkan› Harry Theoc-hari flöyle diyor: “Havayolu ve demiryolunda görünüm giderek ar-tan biçimde umut vericiyken deniz tafl›mac›l›¤› sektörünün çok sa-y›da alt-sektörü öncelikle arzdaki fazlal›¤›n bir sonucu olarak s›-k›nt› yaflamaya devam ediyor. Özellikle Çin önümüzdeki iki ila befly›l içinde tafl›mac›l›k sektörleri için kilit pazar olacak. Bu y›l için-de dünyan›n bafl ithalatç›s› ve ihracatç›s› haline gelebilecek olanÇin “Tek Kemer Tek Yol” stratejisiyle giderek artan biçimde de-miryoluna odaklan›yor. Çin’in uzun vadede dünyan›n en büyük ha-vayolu tafl›mac›l›¤› pazar› olan ABD’nin yerini alaca¤› fleklindegörüfller de var. Çin, tafl›mac›l›k sektörünün tamam›nda faal olanifller için gerçek f›rsatlar sa¤lamaya devam ediyor.”

Zorlay›c› piyasa koflullar› dikkate al›nd›¤›nda, deniz tafl›mac›l›¤›sektörünün gözünün Çin’de olmas› do¤al. Araflt›rmaya kat›lanla-r›n yüzde 37’si önümüzdeki iki ila befl y›l içinde deniz tafl›mac›l›¤›için en iyi yat›r›m f›rsat›n› Çin’in sundu¤una inan›yor ki bu da2014 y›l›nda “F›rsat Çin’de” diyen yüzde 18’lik orana k›yasla



dramatically, to 31% up from 5% in 2014, and South East Asia,to 21%, up from 11% in 2014.

OPPORTUNITIES FOR INVESTMENT

Mergers and acquisitions are also cited as an avenue to growth.29% of respondents believe that a merger or acquisition is theoptimal investment opportunity currently for the shippingindustry. This was followed by a joint venture, alliance or pool(28%). Despite significant fears of overcapacity, 9% believe thatthe acquisition of additional vessels would be an optimalinvestment opportunity for the industry.

The larger participants in the shipping industry are expected tobecome more dominant over the next five years (by 37% ofrespondents) and increased joint venture, alliance and poolingactivity is expected to increase (26%). New sources of fundingare considered more likely to enter the shipping industry thaneither start-up businesses new to shipping or start-up businessesas subsidiaries of existing participants.

20% believe that strategic alliances, joint ventures and pools willform the most important part of shipping businesses’ strategyover the next 12 months, followed by the strategic disposal ofnon-core assets (15%) and raising equity and debt (also 15%).Despite significant concerns about overcapacity, 7% believeordering new vessels will be the most important part of shippingbusinesses’ strategy.

THE WEIGHT OF REGULATION

When asked which regulations have had the greatest impact onthe shipping industry, 49% cited the introduction of increasedenvironmental regulation. This is followed by 25% who citeuncertainty as to the application and enforcement of new andexisting regulations as having the greatest impact. Shipping ismore concerned about the introduction of new and extendedeconomic sanctions (14%) than aviation (13%) and rail (0%).Indeed, 49% believe that greater transparency in the applicationand enforcement of existing and proposed regulations would bethe most helpful form of support the government could offer theshipping industry.

önemli bir art›fl. Hindistan’a ilgi de dramatik bir biçimde artt› ve2014’teki yüzde 5’ten yüzde 31’e ç›kt›. Güneydo¤u Asya için2014’teki yüzde 11, bu y›l yüzde 21’e yükseldi.

YATIRIM FIRSATLARI

Birleflmeler ve sat›n almalar da büyümeye giden bir yol olarak de-¤erlendiriliyor. Kat›l›mc›lar›n yüzde 29’u mevcut durumda birleflmeya da sat›n almalar›n denizyolu tafl›mac›l›¤› için optimum yat›r›mf›rsat› oldu¤una inan›yor. Bunu ortak giriflim, ittifak ya da sermayehavuzu izliyor (yüzde 28). Kapasite fazlas›yla ilgili ciddi endiflelerera¤men araflt›rmaya kat›lanlar›n yüzde 9’u ilave gemiler sat›n al-man›n sektör için optimum bir yat›r›m f›rsat› olaca¤›na inan›yor.

Di¤er yandan kat›l›mc›lar›n yüzde 37’si deniz ticareti sektöründe bü-yük oyuncular›n a¤›rl›¤›n›n önümüzdeki befl y›l içinde daha da artma-s›n› bekliyor. Yüzde 26 oran›ndaki ortak giriflim, ittifak ve sermayehavuzu yoluyla yat›r›mlar›n artaca¤› beklentisi de yabana at›l›r gibide¤il. Deniz tafl›mac›l›¤› için yeni olan bafllang›ç-ifli ya da mevcut flir-ketlerin yan kurulufllar› olarak bafllang›ç-iflinden ziyade yeni fon kay-naklar›n›n sektöre girmesinin daha olas› oldu¤u düflünülüyor.

Kat›l›mc›lar›n yüzde 20’si stratejik ittifaklar, ortak giriflimler ve ser-maye havuzlar›n›n önümüzdeki 12 ay içinde denizcilik ifl stratejisininen önemli bölümünü oluflturaca¤›na ve bunu, öz kaynaklar d›fl›ndakalan varl›klar›n stratejik sat›fl› (% 15) ve sermaye ile borç art›fl›n›n(% 15) izleyece¤ine inan›yor. Kapasite fazlas›na iliflkin önemli kay-g›lara ra¤men yüzde 7’lik kesim, yeni gemi siparifllerinin denizyolutafl›mac›l›¤›n›n stratejisinin en önemli bölümü olaca¤›n› düflünüyor.

KURALLARIN A⁄IRLI⁄I

Denizyolu tafl›mac›l›¤› üzerinde en büyük etkiyi hangi düzenleme-lerin yaratt›¤› sorusuna, artan çevresel düzenlemelerin devreyegirmesi yan›t›n› verenlerin oran› yüzde 49. Bunu, yeni ve mevcutdüzenlemelerin uygulanmas› ve yürürlü¤e girmesine iliflkin belir-sizli¤i en büyük etki olarak belirten yüzde 25 izliyor. Denizciliksektörü yeni ve geniflletilmifl ekonomik yapt›r›mlar›n devreye gir-mesi konusunda yüzde 14 ile havayolundan (yüzde 13) daha kay-g›l›; demiryolu sektörünün ise böyle bir kayg›s› hiç yok. Asl›ndayüzde 49’luk bir kesim, devletlerin denizcili¤e en yararl› deste¤i-nin, mevcut ve önerilen düzenlemelerin uygulanmas› ve yürürlü¤egirmesinden ziyade fleffafl›k olaca¤›na inan›yor.



&&

Russia’s shipping and shipbuilding sectors are vibrant in2015, nowhere more so than in the Arctic sector. Indeed there has been a constant stream of new

developments and initiatives. The most significant announcement came in June, when Prime Minister DmitryMedvedev signed off plans to raise traffic through the NorthernSea Route (NSR), by 20 times to a staggering 80 million tonsof freight annually by 2030. The move signals that Russia plansto develop an Arctic passage rivaling the Suez Canal are finallycoming closer to realisation.

“This is the shortest route connecting Europe with the Far East,with the Asia-Pacific region, with the western part of NorthAmerica,” Medvedev commented. With shipping distancesreduced by around a third between Europe and Asia, theopportunities for commercial advantage potentially on offer fromthe NSR are clear.

The implementation of the comprehensive project is expected toimprove the safety of navigation, develop civilian and navalactivity, facilitate the Northern Delivery Operation forconstituent entities in Russia’s Far North and promote protectionof the marine environment against pollution. The project is alsointended to enhance the reliability of transport, including that ofhydrocarbons from deposits on the Arctic coast and thecontinental shelf of the Russian Federation.

INTENSIFIED EFFORT TO STRENGTHEN COAST GUARD

A crucial component to the successful development of the NSRas a shipping lane rivalling Suez, is the provision of acompetent Coast Guard. The area is a hazardous one and thesafety of vessels traversing needs to be guaranteed. Adequate search and rescue provision in the area is alsoimperative to the actualisation of the cost-saving benefits itpromises, without insurance premiums make it a less cost-effective option.

Rusya’n›n denizcilik ve gemi infla sektörleri 2015 y›l›ndaher yerde oldu¤undan daha fazla Arktik sektöründe canl›.Asl›nda sürekli yeni geliflmeler ve giriflimler iliflkin ak›fl

vard›. En önemli duyuru, Baflbakan Dmitry Medvedev’in Haziranay›nda Kuzey Deniz Rotas›’nda (NSR) trafi¤i yirmi kat art›rarak2030 y›l›nda y›ll›k 80 milyon ton yüke ulaflma planlar›n› imzala-d›¤› zaman geldi. Bu ad›m, Rusya’n›n Süveyfl Kanal›’na rakip birArktik geçifl hatt› gelifltirme plan›n›n gerçekleflme arifesindeoldu¤unun iflareti.

Medvedev “Bu rota, Avrupa’y› Uzakdo¤u, Asya-Pasifik bölgesi veKuzey Amerika’n›n bat› kesimiyle birlefltiren en k›sa yol” dedi. Avrupa ve Asya aras›nda üçte bir oran›nda k›salm›fl deniz tafl›mamesafesiyle NSR’nin sunabilece¤i ticari avantajlar tart›flmaya yerb›rakm›yor.

Kapsaml› projenin uygulamaya geçmesinin seyir güvenli¤ini iyi-lefltirmesi, sivil ve askeri faaliyetleri gelifltirmesi, Rusya’n›n enkuzeyindeki ilgili kurulufllar için “Kuzey Teslimat Operasyonu-nu” kolaylaflt›rmas› ve deniz çevresinin kirlilikten korunmas›n›desteklemesi bekleniyor. Projenin ayr›ca Arktik k›y›s› ve RusyaFederasyonu’nun k›ta sahanl›¤›ndaki maden yataklar›ndan hidro-karbonlar da dahil olmak üzere, nakliye güvenilirli¤ini art›rmas›da amaçlan›yor.

SAH‹L GÜVENL‹⁄‹ GÜÇLEND‹RMEK ‹Ç‹N YO⁄UN ÇABA

Süveyfl’le rekabet eden bir tafl›mac›l›k rotas› olarak NSR’nin ba-flar›l› geliflimi için can al›c› öneme sahip bir unsur da yetkin sahilgüvenlik kuruluflunun sa¤lanmas›. Buras› tehlikeli bir bölge ve ge-çifl yapan gemilerin güvenli¤inin garanti edilmesi flart. Öngörülenmaliyet tasarrufunun gerçekleflmesi için zorunlu olan bir di¤erunsur da sigorta primleri onu daha az cazip maliyetli bir seçene¤edönüflmesine neden olmadan bölgede yeterli arama kurtarmaaltyap›s›n›n sa¤lanmas›d›r.



RUSSIA BOLSTERS ARCTIC EXPANSIONRUSYA’DAN ARKT‹K BÜYÜMEDE D‹KKAT ÇEK‹C‹ ADIMLAR

Russia is in progress to develop the Arctic passage, the Northern Sea Route, rivaling the Suez Canal.

The NEVA 2015 exhibition to be held on 22-25 September will be a showcase for all these developments and

also provide a collaborative global platform for new opportunities.

Rusya, Süveyfl Kanal›’na en ciddi rakip olarak gösterdi¤i Kuzey Denizi Rotas› ile büyük bir geliflme trendine

girdi. 22-25 Eylül’deki NEVA 2015 Fuar› bütün bu geliflmeleri gözler önüne serdi¤i gibi, ortak çal›flma

f›rsatlar›n› da ortaya koyacak.

Plans to build up the Arctic Coast Guard have been ongoingsince 2011, when the Federal Security Service (FSB) orderedthe first of a planned six “Ocean” patrol ships. The lead vessel inthe “Project 22100” series, known as Polyarnaya Zvezda (orNorth Star), has been completed and is undergoing finalpreparations for regular service in Kronstadt, near St.Petersburg. Two further vessels are currently under construction,and should be ready by 2019.

Development of the new Arctic Coast Guard force will not endwith the completion of the Project 22100 class, according toMikhail Barabanov, a naval expert at the Moscow-based Centerfor the Analysis of Strategies and Technologies (CAST).“Construction is planned for several larger Coast Guard patrolships with a displacement of 6,000 to 7,000 tons,” Barabanovsaid, adding that the ships will double acting (run ahead in openwater and thin ice, but turn around and proceed astern in heavyice conditions) as icebreakers. Several design bureaus are nowcompeting for tenders to design the ships, he said.

ICE-BREAKING INNOVATION

Recent weeks have seen a series of developments in the Russianshipping industry, with continued investment to upgrade theArctic fleet especially prominent. The country is currentlyreported to have at least 14 icebreakers under construction andseveral more at the planning stage.

Arktik Sahil Güvenlik birimini gelifltirme projeleri Federal Güven-lik Hizmeti’nin (FSB) planlanm›fl alt› “Okyanus” devriye gemisi-nin ilkini siparifl etti¤i 2011 y›l›ndan beri devam ediyor. Polyarna-ya Zvezda (Kuzey Y›ld›z›) olarak bilinen “Proje 22100” serisininöncü gemisi tamamland›. St. Petersburg yak›nlar›ndaki Krons-tadt’da düzenli hizmet vermeye bafllanmas› için son haz›rl›klar ya-p›l›yor. Di¤er iki gemi de flu anda infla aflamas›nda ve 2019 y›l›ndahaz›r olacak.

Moskova merkezli Strateji ve Teknoloji Araflt›rma Merkezi(CAST) gemi infla uzman› Mikhail Barabanov’a göre yeni ArktikSahil Güvenlik gücünün gelifltirilmesi, Proje 22100 s›n›f›n›n ta-mamlanmas›yla bitmeyecek. Barabanov “6,000 ila 7,000 tonlukçok say›da daha büyük Sahil Güvenlik devriye gemisinin inflas›planland›” diyor ve gemilerin buzk›ranlar gibi çift ifllevli (ince buztabakas› ve normal sularda ileri do¤ru, kal›n buz tabakas›nda isek›rarak geriye do¤ru hareket yetenekli) olaca¤›n› da sözlerine ekliyor. Barabanov flu anda pek çok tasar›m ofisinin gemi tasar›-m› ihaleleri için birbiriyle yar›flt›¤›n› da söylüyor.

BUZKIRANDA YEN‹L‹K

Son haftalarda Rus denizcilik sektöründe bir dizi geliflme izlendiki bunlar›n içinden özellikle öne ç›kan› Arktik filonun güncellen-mesine yönelik sürekli yat›r›md›. fiu anda ülkenin yap›m aflama-



Aker Arctic and Vyborg Shipyard have recently confirmed acontract for two new icebreakers based on the Aker ARC 130 Adesign. The icebreakers will be used in the oil terminal operatedby LLC Gazprom Neft Novy Port in the Gulf of Ob and will bedesigned to break 2m level ice with 30 cm snow cover in bothahead and astern directions.

Vyborg Shipyard confirmed that they will be conducting thedelivery ceremony for the lead vessel in the project 21900Mseries, Vladivostok, within the framework of the NEVA 2015exhibition to be held in St-Petersburg, 22-25 September.Vladivstok is one of three diesel-electric icebreakers built forFSUE Rosmorport, with the ability to break through 1.5-meterthick ice and intended for operation in the Baltic. Delivery of thesecond vessel in the series, Murmansk, is expected aroundOctober-November 2015.

Another important initiative is the so-called Project 22220 seriesof nuclear-powered icebreakers which are being built to RussianMaritime Register of Shipping (RS) class. The keel laying of thefirst ship in the series took place at the Baltic Shipyard in Maythis year. New structural solutions have enabled the ships’draught to be modified, so that the vessels can operate effectivelyboth in the deeper waters of the western Arctic as well as theshallower waters in the mouth of the Yenisei and the Gulf of Ob.The highest Arctic Icebreaker9 class and 60MW power of thevessels will enable these icebreakers to move through up to 2.8mthick ice level.

A significant milestone for the Russian Arctic shipping businessis the recent entry into service, following successful sea trials inthe harsh Kara Sea, of the Baltika, which was built by Arctech

s›nda olan en az 14 buzk›rana sahip oldu¤u ve çok say›da gemininde planlama aflamas›nda bulundu¤u bildirildi.

Aker Arctic ve Vyborg Tersanesi yak›n zamanda Aker ARC 130 Atasar›m›na dayal› iki yeni buzk›ran için bir sözleflme imzalad›.Buzk›ranlar Ob Körfezi’nde LLC Gazprom Neft Novy Port taraf›n-dan iflletilen petrol terminalinde kullan›lacak ve hem ileri hem detornistan yönünde 30 santim kar örtüsüyle 2 metre buz k›rmaküzere tasarlanacak.

Vyborg Tersanesi, 21900M serisinin öncü gemisi Vladivostok’unteslim törenini 22-25 Eylül tarihlerinde St. Petersburg’da düzen-lenecek olan NEVA 2015 Fuar› kapsam›nda gerçeklefltirecekleri-ni do¤rulad›. Vladivstok, FSUE Rosmoport için infla edilen, 1.5metre kal›nl›¤›nda buz k›rma yetene¤ine sahip ve Balt›k’ta kulla-n›lmas› planlanan üç dizel-elektrikli buzk›randan biri. Seridekiikinci gemi Murmansk’›n tesliminin Ekim-Kas›m 2015 dolaylar›n-da gerçekleflmesi bekleniyor.

Bir di¤er önemli giriflim Rus klas kuruluflu RS (RussianMaritime Register of Shipping) gözetiminde infla edilmekte olanProje 22220 adl› nükleer buzk›ranlar serisi. Serinin ilk gemisi-nin omurgas›n›n k›za¤a konmas› bu y›l›n may›s ay›nda Balt›kTersanesi’nde gerçekleflti. Yeni yap›sal çözümler gemilerin suçe-kiminin, gemilerin hem bat› Arktik’in en derin sular›nda hem deYenisey nehrinin a¤z› ve Ob Körfezi gibi daha s›¤ sularda etkinbiçimde çal›flabilece¤i flekilde de¤ifltirilmesine olanak sa¤lad›. Enyüksek Arktic Icebreaker9 s›n›f› olmalar› ve 60 MW’l›k güçleribu buzk›ranlar›n 2.8 metreye kadar kal›nl›kta buz seviyesindeilerlemesini sa¤layacak.



Helsinki Shipyard in co-operation with Russia’s ShipyardYantar. Baltika is owned by the Federal Agency for Maritimeand River Transport of Russia (Rosmorrechflot) and operated bythe Russian Marine Emergency Rescue Service (FGIGosmorspassluzhba).

The sea trials concluded in April and demonstrated that Baltikacould perform beyond its design capabilities in difficult iceconditions. The Baltika is the first vessel designed to break iceobliquely; the oblique mode allows the vessel to create a 50mwide channel in 0.6m thick ice, which is over two times widerthan her breadth.

ARCTIC ACTIVITY TAKES CENTRE STAGE AT NEVA

The NEVA 2015 exhibition to be held in St-Petersburg inSeptember provides a collaborative, global platform to promoteRussia's commercial shipbuilding, ship equipment and relatedmaritime industries.

This premier commercial maritime business-to-business event inRussia has a strong focus on Arctic developments for its 2015programme, highlighting innovation in technology andopportunities in the market. International cooperation as well asupdates on Russian and foreign companies developing activitiesin the region will be explored during the Artic Session of theNEVA 2015 conference programme. The session will run inconjunction with the annual meeting of the International ExpertCouncil for Cooperation in the Arctic and will be concentratedaround the theme of “Economic, Technological and MaritimeCooperation in the Arctic”.

Rus tersanesi Yantar’la iflbirli¤i içinde Arctech Helsinki Tersanesitaraf›ndan infla edilen Baltika’n›n sert Kara Denizi sular›nda ba-flar›l› seyir testlerinin ard›ndan yak›n zamanda hizmete girmesi,Rus Arktik deniz ticareti için önemli bir kilometre tafl› oldu. Bal-tika’n›n sahibi Rusya Denizcilik ve Nehir Tafl›mac›l›¤› FederalAjans› (Rosmorrechflot), iflletmecisi ise Rus Deniz Acil KurtarmaHizmeti (FGI Gosmorspassluzhba).

Denizde seyir testleri Nisan 2015’te tamamland› ve Baltika’n›nzorlu buz koflullar›nda tasar›m yeteneklerinin ötesinde performansgösterebildi¤i kan›tland›. Baltika buzu yandan k›rmak üzere ta-sarlanm›fl ilk gemi; aç›sal modu onun 0.6 metre kal›nl›ktaki buz-da, kendi geniflli¤inin iki kat›n daha büyük olan 50 metrelik birkanal oluflturmas›na olanak sa¤l›yor.

NEVA’DA ‹LG‹ ODA⁄I ARKT‹K FAAL‹YET

Eylül ay›nda St. Petersburg’da düzenlenecek olan NEVA 2015Fuar›, Rusya’n›n ticari gemi inflas›, gemi donan›m› ve ilgili deniz-cilik sektörlerini tan›tmak için küresel bir platform sa¤l›yor.

Rusya’daki ticari denizcilik iflletmelerini kapsayan bu önemli etkin-li¤in 2015 program›nda, teknolojideki yeniliklerin ve piyasadakif›rsatlar›n öne ç›kar›lmas›yla birlikte Arktik geliflmelere güçlü birodaklanma söz konusu. NEVA 2015 konferans program›n›n Arktikkonulu oturumunda, Rus ve bölgede faaliyet içindeki yabanc› flir-ketlerin uluslararas› iflbirlikleri ve geliflmeleri de incelenecek. Otu-rum Arktik Uluslararas› ‹flbirli¤i Uzman Konseyi’nin y›ll›k toplan-t›s›yla birlikte gerçekleflecek ve “Arktik’te Ekonomik, Teknolojikve Denizcilik ‹flbirli¤i” temas› etraf›nda yo¤unlaflacak.



&&

Before the sanctions took effect in 2012, Iran exportedabout 2.5 million barrels of oil per day (Mb/d) comparedto about 1.3 Mb/d in 2014. What will the likely impact on

the tanker market be?

There are several steps that need to be taken before sanctionsare lifted. There is a legal approval process in the UN, Europeancountries and in the U.S. Especially in the U.S., the agreementhas to go through a lengthy review by Congress and the Senate,that could take up to 60 days and although approval is likely, it is not assured.

Iran needs to implement its part of the agreement, whichincludes dismantling most of its nuclear capabilities andremoving a significant part of its enriched nuclear material. The International Atomic Energy Agency is scheduled to reporton the progress of Iranian implementation on December 15.After this, sanctions may be lifted, although the exactrequirements and schedule for sanctions relief is not spelled outin the agreement.

AIS data shows that 17 VLCCs and 2 Suezmaxes owned byNITC (National Iranian Tanker Company) are currently used forstorage. This equates to about 35 million barrels of oil. It depends on Iran’s marketing strategy how quickly they willsell the cargoes. Especially once Iran has access to their foreign

Yapt›r›mlar›n 2012 y›l›nda uygulamaya geçmesinden önce‹ran, 2014’teki yaklafl›k günde 1.3 milyon varile k›yaslagünde 2.5 milyon varil petrol ihraç ediyordu. Bu geliflmenin

tanker piyasas›na olas› etkisi ne olacak?

Yapt›r›mlar›n kald›r›lmas›ndan önce at›lmas› gereken ad›mlarvar. Öncelikle BM, Avrupa ülkeleri ve ABD’de yasal onay süreç-leri söz konusu. Özellikle ABD’de anlaflman›n Kongre ve Sena-to taraf›ndan 60 güne dek uzayabilecek sürede de¤erlendirilme-si gerekiyor ve büyük ihtimalle onaylanacaksa da kesin oldu¤usöylenemez.

‹ran’›n anlaflman›n kendi üstüne düflen ve nükleer kapasitesininço¤unun sökülmesini ve zenginlefltirilmifl nükleer malzemesininönemli bölümünün yok edilmesini içeren k›sm›n› uygulamaya sokmas› laz›m. Uluslararas› Atom Enerjisi Ajans› 15 Aral›k2015’te ‹ran uygulamas›n›n ilerlemesi hakk›nda rapor verecek.Anlaflmada yapt›r›mlar›n gevfletilmesi için kesin flartlar ve takvimbelirtilmemifl olmas›na ra¤men yapt›r›mlar ancak bundan sonrakald›r›labilir.

AIS verileri NITC’in (‹ran Ulusal Tanker fiirketi) sahip oldu¤u 17VLCC ile iki Suezmax tankerin flu anda depolama için kullan›ld›-¤›n› gösteriyor. Yaklafl›k 35 milyon varillik bu yükün ne kadar h›zl› sat›laca¤› ‹ran’›n pazarlama stratejisine ba¤l›. Özellikle de‹ran kendi döviz rezervlerine eriflti¤i zaman, de¤eri maksimize etmek için daha aflamal› bir süreci ye¤leyebilir.

MARKET // P‹YASA

SANCTIONS DEAL, TANKER APPEAL?WHAT IS THE IMPACT OF THE IRAN DEAL

ON THE TANKER MARKET?

YAPTIRIMLARDA ANLAfiMA, TANKERDE CAZ‹BE M‹?‹RAN ANLAfiMASININ TANKER P‹YASASINA ETK‹S‹ NED‹R?

On July 14, the P5+1 (5 permanent members of the UN Security Council plus Germany) announced that

they reached an agreement with the Iranian government on sanctions relief in exchange for compliance of

Iran with a series of requirements which reduce their ability to create nuclear weapons for at least a decade.

14 Temmuz’da Birleflmifl Milletler Güvenlik Konseyi’nin befl daimi üyesi ile Almanya, ‹ran’›n en az›ndan on y›l

için nükleer silah gelifltirme kapasitelerini azaltan bir dizi flarta uymas› karfl›l›¤›nda yapt›r›mlar›n gevfletilmesi

konusunda ‹ran hükümetiyle anlaflmaya vard›klar›n› bildirdi.


currency reserves, it may opt for a more gradual process tomaximize value.

Once these vessels discharge their cargoes, they become availablefor regular trading and add capacity to the market. However, itwill take some time for these vessels to obtain their approvalsbefore they can compete effectively. Additionally, the Iranianfleet that is currently trading, could possibly be used moreefficiently. In the past, the Iranian tanker fleet aggressivelypursued cargoes, and might do so again.

Iran produces a heavy crude and a lighter crude; both of themmedium sour. The closest comparable crudes are other MiddleEastern grades and if Iranian crudes would displace these, theton-miles impact would be minimal. On the other hand, if WestAfrican or South American crudes are displaced, the impact willbe more significant.

The International Energy Agency (IEA) estimated in their lastreport that global oil stocks increased by 3.3 Mb/d in the secondquarter, up from 1.9 Mb/d in the first quarter, as oil productionexceeded demand.

Additional Iranian crude will only make this situation worse.Many analysts discount Iran’s claim of being able to add 1 Mb/din production within a couple of months and forecast about halfthis volume by the end of 2016 but this would still addadditional storage requirement. Land based storage is more costeffective, but at some point, tankers are the only remainingoption.

Overall, the net impact of the lifting of Iranian sanctions on thetanker market is likely muted as the positive effect of more oilproduction and exports will be diluted to some extent by thenegative impact of the release of the Iranian tanker fleet in themarket and the possibility of lower ton-mile demand.

Bu gemiler yüklerini boflaltt›klar›nda düzenli ticaret için uygun

hale gelecek ve piyasaya kapasite katacaklar. Ancak etkin

biçimde rekabet edebilmelerinden önce gemilerin onaylar›n›n

al›nmas› biraz zamana gereksinim duyacak. Ek olarak flu anda

ticaret yapan ‹ran filosu daha verimli bir biçimde kullan›labilir.

Geçmiflte ‹ran tanker filosu atak biçimde yük kovalard› ki bunu

yine yapabilir.

‹ran her ikisi de orta kükürtlü olan a¤›r ve daha hafif ham petrol

üretiyor. Karfl›laflt›r›labilir en yak›n ham petroller di¤er Orta

Asya dereceleri (grades) ve e¤er ‹ran ham petrolleri bunlar›n yeri-

ni alacaksa ton-mil etkisi minimum olacak. Öte yandan Bat› Afri-

ka ya da Güney Amerika ham petrollerinin yerini alacaksa etkisi

daha önemli olacak.

Uluslararas› Enerji Ajans› (IEA) son raporunda petrol üretimi ta-

lebi aflt›¤›ndan küresel petrol stok art›fl›n›n birinci çeyrekte günde

1.9 milyon varilden ikinci çeyrekte günde 3.3 milyon varile yüksel-

di¤ini hesaplad›.

Ek olarak ‹ran petrolü bu durumu daha da olumsuz k›lacak. Pek

çok analist ‹ran’›n birkaç ay içinde üretime günde 1 milyon varil

ekleme iddias›n› önemsemiyor ve 2016 sonunda bu hacmin yakla-

fl›k yar›s›na ulaflaca¤›n› tahmin ediyorlar. Bu bile ilave depolama

gereksinimi yaratacak. Karada depolama en uygun maliyetlisi

olsa da baz› noktalarda tankerleri depo olarak kullanmak geriye

kalan tek seçenek.

Genel olarak bak›ld›¤›nda daha fazla petrol üretimi ve ihracat›n

olumlu etkisi, ‹ran tanker filosunun pazara ç›kmas› ve daha düflük

ton-mil talebinin olumsuz etkisiyle bir ölçüde hafifletilece¤inden

‹ran yapt›r›mlar›n›n kald›r›lmas›n›n, tanker piyasas› üzerindeki

etkisi yumuflak olacak gibi görünüyor.

MARKET // P‹YASA


IRANIAN OIL PRODUCTION FORECAST‹RAN PETROL ÜRET‹M TAHM‹N‹

GLOBAL OIL PRODUCTION AND DEMANDKÜRESEL PETROL ÜRET‹M VE TALEB‹

1Q09 2Q10 3Q11 4Q12 1Q14 2Q15 3Q16 4Q17 1Q19 2Q20Base case relief Sanctions removal delayed ConsumptionTemel durum rahatlamas› Yapt›r›mlar›n kald›r›lmas›n›n gecikmesi Tüketim Production // Üretim Demand // Talep Stock change // Stok de¤iflimi

*Assumes 2Q2015 OPEC production // 2Q2015 OPEC üretimi varsayarSource: IEA, WoodMackenzie, Barclays Research

Net oil exportNet petrol ihracat›

mill

ion

barr

elpe

rday

//gü

nde

mily

onva

ril

mill

ion

barr

elpe

rday

//gü

nde

mily

onva

ril

mill

ion

barr

elpe

rday

//gü

nde

mily

onva

ril5.04.54.03.53.02.52.01.51.00.50.0

96

95

94

93

92

91

90

4.5

3.5

2.5

1.5

0.5

-0.5

-1.5

Source // Kaynak: POTEN & PARTNERS

Source: IEA

1Q13

2Q13

3Q13

4Q13

1Q14

2Q14

3Q14

4Q14

1Q15

2Q15

3Q15

4Q15

Developments for Suezmaxes are even more extreme withnewbuilding contract price assessments are $2 millionlower than levels seen at the end of 2014, while 5 year

old values increased by $6 million over the same period.

Similar price changes have occurred in the clean tankersegments as well. For example, MR newbuilding contract pricesdeclined by $0.5 million while 5 year old MRs increased by $3 million since the end of 2014.

Given the strength of the spot market during the first 6 monthsof the year, it is not surprising that tanker prices are on the rise.The average TCE rates on the VLCC benchmark route from theAG to the Far East have been $62,400/day in 2015 year-to-dateversus $28,400/day over the same period in 2014, according toPoten’s calculation. Rates in other tanker segments acrossvarious routes also outperformed, as the year-to-date averagerates are twice as high as they were in the first half of 2014. It is somewhat surprising that second hand prices have not beenstronger in recent months, which could be a sign of theuncertainty surrounding the longer-term impact of the decline inoil prices over the last 12 months; although they have recoveredsomewhat in recent weeks.

Suezmax tankerler için geliflmeler daha da uç noktada; ayn› dönemde befl yafl›ndaki ikinci el gemilerin de¤eri 6 milyon dolar artarken yeni infla sözleflme fiyat› 2014

sonunda görülen seviyelerden 2 milyon dolar daha düflük olaraktahmin ediliyor.

Benzer fiyat de¤ifliklikleri temiz petrol diliminde de meydana geldi. Örne¤in 2014 y›l›ndan bu yana befl yafl›ndaki MR’lerin fiyat› 3 milyon dolar artarken MR yeni infla sözleflme fiyatlar› 0.5milyon dolar düfltü.

Y›l›n ilk alt› ay›nda spot piyasalar›n›n gücüne bak›ld›¤›nda, tankerfiyatlar›n›n yükseliflte olmas› sürpriz de¤il. Poten’in hesaplamas›-na göre, Basra Körfezi’nden Uzakdo¤u’ya VLCC referans rotas›n-da ortalama TCE (Time Charter Eflde¤eri) navlunlar› 2014’ün ayn› döneminde 28,400 gün/dolar iken 2015’te y›lbafl›ndan bu güne dek 62,400 gün/dolar. Çeflitli rotalarda di¤er tanker dilimle-rindeki navlunlar da iyi bir performans gösterdi ve y›lbafl›ndan bugüne kadar ortalama navlunlar 2014’ün ilk yar›s›ndaki fiyatla-r›n iki kat› oldu. Son 12 ayda petrol fiyatlar›ndaki düflüflü kuflatanbelirsizli¤in iflareti olabilecek olan ikinci el fiyatlar›n›n son aylar-da daha güçlü olmamas› bir ölçüde flafl›rt›c›. Bununla birlikte sonhaftalarda biraz düzelme gösterdi.

MARKET // P‹YASA


NAME YOUR PRICEWHAT IS HAPPENING WITH TANKER PRICES?

AKLINIZDAK‹ F‹YATI SÖYLEY‹NTANKER F‹YATLARINA NELER OLUYOR?

Crude oil tanker prices have moved somewhat out of sync as of late. In the most recent Marine Project

Report, Poten’s assessment of a VLCC newbuilding contract is approximately $95.5 million, down $2 million

from the end of 2014, while prices for 5 year old VLCCs are currently assessed at $80 million, $5 million

higher than in December 2014.

Ham petrol tanker fiyatlar› son zamanlarda bir ölçüde uyumsuz olarak hareketlendi. En son Marine Project

raporunda Poten’in bir yeni VLCC inflas› sözleflmesine iliflkin de¤erlendirmesi 2014 y›l› sonundaki rakamdan

2 milyon dolar daha az olan 95.5 milyon dolarken befl yafl›ndaki VLCC’lerin flu andaki fiyat› 2014 Aral›k

sonundan 5 milyon daha yukar›da, yani 80 milyon dolar olarak de¤erlendirildi.

During strong freight markets it is not unusual that second handprices increase faster than newbuilding prices, as owners arewilling to pay a premium for immediate availability to takeadvantage of the high market at that particular moment. Duringthe tanker market peak in 2007-2008, owners paid a premiumover newbuilding contracts for resale vessels, significantlybeyond interest accrued during construction and the value ofinitial stores and spares. During the boom period, even 5 yearold vessel values occasionally exceeded newbuilding contractvalues. Prices were supported by the availability of profitablelong-term contracts, which are much harder to find in thecurrent market.

The current market shows a (temporary) decoupling of secondhand values from the newbuilding market. Newbuilding pricesare driven by a combination of freight market expectations andship-yard supply and demand dynamics, while second hand pricesare purely a reflection of the freight market outlook. The drybulk market, the main competitor for shipyard space, is in aprolonged slump, while the tanker market is doing well,therefore, the shipyards don’t have the bargaining power to pressfor increased prices for tankers orders. Contracting hasdecreased in almost all vessels sectors, except for oil tankers.According to external sources, in 2014 close to 2,000 vesselswere ordered across all sectors, while in the first six months ofthis year the total orders amounted to less than a quarter of thisfigure. The oil tanker segment was the only major categorywhere 2015 year-to-date orders significantly exceeded 50% ofthe 2014 orders.

At the moment, newbuilding prices are relatively affordablecompared to second hand values, due to competitive forces in theship building markets, without being out of range like they werein the 2007-2008 market peak. The spot market strength is notyet fully reflected in vessel prices, which means there could stillbe opportunities for investors.

Armatörler “o belli anda” yüksek piyasadan yararlanmak üzereacil kullan›labilirli¤e prim ödemeye istekli olaca¤›ndan, güçlü nav-lun piyasalar›nda ikinci el fiyatlar›n›n yeni infla fiyatlar›ndan dahah›zl› yükselmesi al›fl›lmad›k bir fley de¤il. 2007-2008 tanker piyasas› tepe döneminde armatörler sipariflten gemi sat›fllar›na,infla s›ras›nda iflleyen faizin ve ilk malzeme ve yedek de¤erlerininönemli ölçüde ötesinde, yeni infla sözleflme fiyatlar›n›n üstünde birbedel ödediler. Ani yükselifl döneminde befl yafl›ndaki gemi de¤er-leri bile zaman zaman yeni infla sözleflme de¤erlerinin üstüne ç›kt›. Fiyatlar, mevcut piyasada bulman›n daha zor oldu¤ukazançl› uzun süreli sözleflmelerin varl›¤›yla desteklendi.

fiu andaki piyasa, ikinci el de¤erlerinin yeni infla piyasalar›ndan(geçici) ayr›flmas›n› gösteriyor. Yeni infla fiyatlar› navlun piyasas›beklentileri ve tersane arz-talep dinamiklerinin kombinasyonuylayönlendirilirken ikinci el fiyatlar› yaln›zca navlun piyasas› görünü-münün bir yans›mas›. Tanker piyasas› iyi giderken tersane k›zak-lar› aç›s›ndan tankere ana rakip olan kuru yük piyasas› uzun süre-dir düflüflte ve dolay›s›yla tersanelerin tanker infla siparifllerinde fiyat art›fllar› için bast›racak pazarl›k güçleri yok. Petrol tanker-leri hariç olmak üzere neredeyse tüm gemi tiplerinde yeni infla söz-leflmeleri azald›. D›fl kaynaklara göre 2014’te tüm sektörlerde2,000’e yak›n gemi siparifl edilirken bu y›l›n ilk alt› ay›nda toplamsiparifller bu rakam›n dörtte birinden az oldu. 2015 y›lbafl›ndanbugüne kadar olan siparifllerin 2014’ün yüzde 50’sini geçti¤i tekkategori petrol tankeri dilimiydi.

Gemi infla piyasalar›ndaki rekabet güçleri nedeniyle flu andaki yeni infla fiyatlar› 2007-2008 piyasa zirvesinde oldu¤u gibi ödemes›n›rlar›n›n üzerine ç›kmaks›z›n, ikinci el de¤erlerine k›yasla göre-celi olarak uygun. Spot piyasas›n›n gücü henüz gemi fiyatlar›natam olarak yans›mad› ve bu da yat›r›mc›lar için hala f›rsatlar ola-bilece¤i anlam›na geliyor.

MARKET // P‹YASA


Source // Kaynak: POTEN & PARTNERS

VLCC NEWBUILDING AND SECOND HAND PRICESVLCC YEN‹ ‹NfiA VE ‹K‹NC‹ EL F‹YATLARI

Newbuilding NB Resale 5 year old 10 year old TCE AG-FE

Mill

ion

USD

USD/

day

200180160140120100806040200

300,000

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150,000

100,000

50,000

-

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000

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VLCC SECOND HAND PRICES VS NEWBUILDING CONTRACT PRICESVLCC ‹K‹NC‹ EL F‹YATLARI KARfiISINDA YEN‹ ‹NfiA SÖZLEfiME F‹YATLARI

140%

120%

100%

80%

60%

40%

20%

0

%of

NBPr

ice

01.2

006

07.2

006

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NB Resale % 5 year old % 10 year old %

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


One of the Turkey’slargest container

terminals with its 300thousand square meters areain Tekirda¤, Asyaport hasentered into service and thefirst ship approached to it.

The first ship approached toAsyaport Port with a handlingcapacity of yearly 2.5 millionTEU was 275 meters long“MSC Tokyo” belonging toMediterranean ShippingCompany (MSC). A ceremonyis held on the occasion of MSCTokyo’s docking at the portlocated in Süleymanpafladistrict, Barbarosneighborhood of Tekirda¤.Transportation Maritime andCommunication DeputyUndersecretary Özkan Poyraz,Tekirda¤ Governor Enver

Saliho¤lu, Tekirda¤Metropolitan Mayor KadirAlbayrak, Asyaport PortBoard Chairman AhmetSoyuer, Asyaport PortManaging Director Kadir Uzunand Tekirda¤ Chamber ofCommerce Chairman CengizGünay attended to theceremony besides a number ofguests.

Özkan Poyraz stated thatAsyaport is a very importanttransit port for Turkey andcontinued “Turkey has a 9million TEU handling capacity.After the large container shipscoming from Far East arrivesspecially at our ports inMarmara and Aegean, thecargo transshipped is carriedto Mediterranean and Europewith smaller ships and to

Tekirda¤’da 300 bin metreka-relik alan›yla Türkiye’nin en

büyük konteyner terminallerin-den biri olan Asyaport hizmetegirdi ve ilk gemi yanaflt›.

Y›lda 2.5 milyon TEU elleçle-me kapasitesine sahip AsyaportLiman›’na yanaflan ilk gemi,Mediterranean Shipping Com-pany’ye (MSC) ait 275 metre

boyundaki konteyner gemisi“MSC Tokyo” oldu. MSC Tok-yo’nun Tekirda¤’›n Süleyman-pafla ilçesi Barbaros Mahalle-si’nde bulunan limana ba¤lan-mas› dolay›s›yla bir de törendüzenlendi. Törene, Ulaflt›rmaDenizcilik ve Haberleflme Ba-kanl›¤› Müsteflar Yard›mc›s›Özkan Poyraz, Tekirda¤ ValisiEnver Saliho¤lu, Tekirda¤ Bü-yükflehir Belediye Baflkan› Ka-dir Albayrak, Asyaport Liman›Yönetim Kurulu Baflkan› Ah-met Soyuer, Asyaport Liman‹flletmeleri Müdürü Kadir Uzunve Tekirda¤ Ticaret Odas› Bafl-kan› Cengiz Günay’›n yan› s›raçok say›da davetli kat›ld›.

Özkan Poyraz Asyaport’un Tür-kiye için önemli bir transit li-man oldu¤unu ifade ederek,“Türkiye 9 milyon TEU’lukkonteyner elleçleme kapasitesi-ne sahip. Uzakdo¤u’dan gelenbüyük konteyner gemileri, özel-likle Marmara ve Ege limanla-r›m›za geldikten sonra aktar›-lan yükler daha küçük gemiler-le Akdeniz ve Avrupa’ya, ‹zmirüzerinden demir yoluyla da Ka-zakistan’a kadar gönderiliyor”

First Ship Berthed At AsyaportAsyaport’a ‹lk Gemi Yanaflt›


Kazakhstan by railway via‹zmir.” Poyraz concluded hisspeech by saying that “One ofthe largest containertransporters of the world,MSC’s choice in favor ofAsyaport in Turkey has a veryimportant function especiallywithin the ‘container network’.The ship approached todaytakes the first step by berthingto this port with more than 10thousand containers”.

The port is constructed inTekirda¤ Barbaros by GlobalTerminal Limited (GTL), MSCGroup’s company for makingport investments and AsyaportLiman A.fi. that was foundedwith the aim of container portoperation by Soyuer family.

Asyaport that reaches to 20meters depth on its total 2,000meters long berths will be ableto handle both currentcontainer ships and the verylarge ones expected to be builtin the next decade. There is 11ship-to-shore Granty cranethat can serve up to 24 siderow and 33 rubber tyre Grantycrane in the Asyaport Port.

Solar panels, LED lightening,carriers with LNG engine andelectric cranes are used inorder to reduce the carbonemission in Asyaport designedsuch as to be environmentfriendly. All the ships andshore cranes are operatingwith electricity and transportvehicles with LNG in the port.

dedi. Poyraz sözlerini “Dünya-n›n en büyük konteyner tafl›ma-c›lar›ndan MSC’nin Türkiye’deAsyaport’u seçmifl olmas› özel-likle ‘konteyner a¤›’ içerisindeçok önemli bir fonksiyona sa-hip. Bugün yanaflan gemi de 10binin üstünde konteyner getiripbu limana yanaflarak ilk ad›m›att›” diyerek tamamlad›.

Liman, MSC grubunun limanyat›r›mlar› yapan flirketi GlobalTerminal Limited (GTL) ile So-yuer ailesinin konteyner liman›iflletmesi amac› ile kurmufl ol-duklar› Asyaport Liman A.fi.taraf›ndan Tekirda¤ Barba-ros’ta infla edildi.

Toplam 2,000 metre uzunlu-¤undaki r›ht›mlar›nda 20 metrederinli¤e ulaflan Asyaport, hem

mevcut olan hem de önümüzde-ki 10 y›lda infla edilmesi bekle-nen çok büyük konteyner gemi-lerini elleçleyebilecek. AsyaportLiman›’nda 11 adet 24 yan s›-raya kadar hizmet verebilecekkapasitede r›ht›m vinci (Ship-to-shore Granty Crane) ile 33adet lastik tekerlekli saha vinci(Rubber Tyre Granty Crane)bulunuyor.

Çevreyle dost olmas›na özengösterilen Asyaport’ta karbonsal›m›n› azaltmak için güneflpanelleri, LED ayd›nlatmalar,LNG motorlu tafl›y›c›lar veelektrikli vinçler kullan›l›yor.Limanda tüm gemi ve sahilvinçleri elektrikle, liman içeri-sindeki tafl›ma araçlar› ise LNGile çal›fl›yor.

EEnnvviirroo && ccoosstt ssaavviinngg ssoolluuttiioonnssEElleeccttrriiffyyiinngg

ccoonnttaaiinneerr ccrraanneess

ÇÇeevvrreeccii vvee ttaassaarrrruufflluu ççöözzüümmlleerrKKoonntteeyynneerr vviinnççlleerriinniinn

eelleekkttrriikk iillee ççaall››flfltt››rr››llmmaass››

BM MAK‹NA SAN. VE T‹C. A.fi. Inönü Mah. Gebze Güzeller Organize Sanayi Bölgesi Ebulfez Elçibey Sok. No: 20 Gebze 41400 Kocaeli TÜRK‹YE Tel: +90 262 751 02 08 / +90 262 751 08 22 E-mail: [email protected] Web: www.bmmakina.com.tr

CCaabbllee RReeeellss KKaabblloo TTaammbbuurrllaarr››BBrraakkeess FFrreennlleerr



Oil company SOCARbelonging to Azerbaijan

State started the portconstruction in the area knownas “Petkim Peninsula” inAlia¤a. The berths that willserve Star Refinery which isunder construction will becompleted in May 2017 andputted into service. SOCARTurkey Chairman Kenan Yavuzsaid that they spent 2 billiondollars from the start of theStar Refinery constructionuntil today and that 30 monthsremained for the production.

Ground breaking ceremony ofStar Refinery covering 2,700decares area was carried outin 2011. The refinery which itis estimated to cost 5.5 billiondollars and targeted to becompleted in 2018 is the firstinvestment of Turkey with“Strategical InvestmentIncentive Certificate”. Theannual capacity of the refinerywith the flexibility of refiningvarious crude oils like Ural,Azeri Light and Kirkuk will be

10 million tons. The refinerywill produce yearly 1.3 milliontons naphtha, 460 thousandtons mixed xylene, 4.95million tons ultra lowsulphurous diesel oil as petro-chemistry raw material, 1.7million tons jet fuel, 261thousand tons LPG as fuelbesides the production ofyearly 525 ton reformat, 698thousand tons petroleum cokeand 158 thousand tonssulphur. Total storage capacityof Star Refinery isapproximately 1.64 millioncubic meters.

Refinery will use the port withthree berths as the distributionchannel of its products besidesthe on land filling and pipelineto neighboring oil companies.Maximum effort is beingshown for ensuring theconformity of natural gasoperated Star Refinery’senvironmental standards withthe actual AB normsframework.

Azerbaycan Devletine ait

petrol flirketi SOCAR,

Alia¤a’da “Petkim Yar›mada-

s›” olarak isimlendirilen alan-

daki liman inflaat›na bafllad›.

‹nfla süreci devam eden Star

Rafineri’ye hizmet verecek is-

keleler 2017 May›s ay›nda ta-

mamlanarak devreye al›nacak.

SOCAR Türkiye Baflkan› Kenan

Yavuz, Star Rafineri’nin infla-

at›na bafllad›klar› günden bugü-

ne kadar 2 milyar dolar har-

cand›¤›n› ve üretime 30 ay kal-

d›¤›n› söyledi.

2,700 dönümlük alanda infla

edilen Star Rafineri’nin temeli

2011 y›l›nda at›ld›. 5.5 milyar

dolara mal olaca¤› hesaplanan

ve 2018 y›l›nda bitirilmesi he-

deflenen rafineri Türkiye’nin ilk

“Stratejik Yat›r›m Teflvik Bel-

gesi”ne sahip yat›r›m› olma

özelli¤ini tafl›yor. Ural, Azeri

Light ve Kerkük gibi çeflitli

ham petrolleri iflleyebilme es-

nekli¤ine sahip rafinerinin y›l-

l›k kapasitesi 10 milyon ton

olacak. Petrokimya hammad-

desi olarak y›lda 1.3 milyon ton

nafta, 460 bin ton kar›fl›k ksi-

len, 4.95 milyon ton ultra dü-

flük kükürtlü motorin, akarya-

k›t olarak 1.7 milyon ton jet ya-

k›t›, 261 bin ton LPG üretebile-

cek olan rafineri ayr›ca y›lda

525 bin ton reformat, 698 bin

ton petrokok ve 158 bin ton da

kükürt imal edecek. Star Rafi-

neri’nin toplam depolama ka-

pasitesi ise yaklafl›k 1.64 mil-

yon metreküp.

Rafineri ürünlerinin da¤›t›m

kanal› olarak üç iskeleli liman›-

n›n yan› s›ra kara dolum ve ci-

vardaki petrol flirketlerine boru

hatt› metotlar› da kullan›lacak.

Do¤algaz ile çal›flacak Star Ra-

fineri’nin çevresel standartlar›-

n›n güncel AB normlar› çerçe-

vesine uyumu için büyük çaba

gösteriliyor.

SOCAR, Started The Port Construction For Star Refinery SOCAR, Star Rafineri ‹çin Liman ‹nflaat›na Bafllad›



Scrap ship dismantlers inAlia¤a who meet theenvironmental standards ofEuropean Union aretargeting to createadditional business volumeamounting to 1.5 milliontons per year.

Dismantling work of theEU Scrap ships

amounting to 1.5 million tonsper year is in the agenda ofTurkey’s and Europe’s onlyorganized ship dismantlingcenter, Alia¤a. “EU ShipRecycling Regulation” issuedin 2013 had ensured thedismantling of ships scrappedin member states only inregions fulfilling theenvironmental obligations.Alia¤a Ship Recycle IndustryAssociation Waste CenterSupervisor Ersin Çevikerremarked that they raised thechance of EU ships to be

recycled coming to Alia¤athrough achieving to meetthose standards.

When it is calculated that 1.5million tons ship scrap wouldbring approximately 500million dollars, it seemspossible for them tocompensate their losses in2014 and even to triple theirincome. It is expected that inrecent time nearly 300 shipswill start to come Alia¤adismantling region sincecurrently the only countryfulfilling the environmentalobligations of EU is Turkey.Dismantlers already increasedtheir capacity in order to meetthe demand.

No Permission For By-Passing

It is known that someEuropean companies are goingto countries like India andPakistan which is not allowed

Avrupa Birli¤i’nin çevrestandartlar›n› karfl›layanAlia¤a’daki hurda gemi geridönüflümcüleri, y›ll›k 1.5milyon tonluk ek ifl hacmi ya-ratmay› hedefliyor.

Türkiye’nin ve Avrupa’n›n tekorganize gemi söküm merke-

zi Alia¤a’n›n gündemindeAB’nin y›ll›k 1.5 milyon tonubulan hurda gemilerinin sökümifli var. 2013’te yürürlü¤e giren“AB Gemi Geri Dönüflüm Yö-netmeli¤i” üye ülkelerde hurda-ya ayr›lan gemilerin sadeceçevresel yükümlülüklerini yeri-ne getiren bölgelerde sökülme-sini zorunlu k›lm›flt›. Alia¤aGemi Geri Dönüflüm SanayiDerne¤i At›k Yönetim MerkeziSorumlusu Ersin Çeviker, bustandartlar› karfl›lamay› bafla-rarak AB'ye ait geri dönüfltürü-lecek gemilerin Alia¤a’ya gel-mesi flans›n› alabildi¤ine yük-selttiklerini bildirdi.

1.5 milyon ton gemi hurdas›n›nyaklafl›k 500 milyon dolar ka-zand›raca¤› hesapland›¤›nda,Alia¤a sökümcülerinin 2014 y›-l›ndaki kay›plar›n› telafi etmele-ri, hatta kazançlar›n› üç katakadar art›rmalar› mümkün gö-rünüyor. Halen AB’nin çevreselyükümlülüklerini karfl›layan tekülke Türkiye oldu¤u için Alia¤asöküm bölgesine yaklafl›k 300geminin yak›n zamanda gelmeyebafllamas› bekleniyor. Sökümcü-ler, talebi karfl›layabilmek içinkapasite art›r›m›na bile gitti.

Arkadan Dolaflmaya ‹zin Yok

Baz› Avrupal› firmalar›n ba¤la-y›c› hükümlerden kurtulmakiçin hurda gemilerinin bayra¤›-n› de¤ifltirerek, AB yasalar›n›nizin vermedi¤i Hindistan ve Pa-kistan gibi ülkelere gitti¤i bili-niyor. Türkiye bu konudaAB’nin çevre konusundaki enetkin sivil toplum örgütleri veBirleflmifl Milletler Kalk›nmaProgram› (UNDP) ile birlikteçal›flarak kaç›fllar›n önünü kes-meye çal›fl›yor. Nitekim bu ifl-birli¤i, 2014 y›l›nda Liberyabayra¤› çekilerek söküm içinHindistan’a gönderilmek üze-reyken Nissan’›n çok katl› Ro-Ro gemisi Global Sprit’in Alia-¤a Gemi Geri Dönüflüm Bölge-si’ne getirilmesini sa¤lam›flt›.

AB ülkelerinde hurdaya ayr›la-cak savafl gemilerini almak içinsavunma bakanl›klar›yla tema-sa geçtiklerini belirten ErsinÇeviker Almanya, Hollanda ve‹ngiltere’nin hurda savafl gemi-lerini de Alia¤a’da geri dönüfl-türdüklerini belirterek flöyle de-di: “UNDP ve AB sivil toplumörgütleriyle en yo¤un iflbirli¤iniyapt›¤›m›z ve normlara uydu-¤umuz için, AB bayrakl› hurda

Alia¤a to Recycle 1.5 Million Tons of EU ShipsAB’nin 1.5 Milyon Tonluk Geri Dönüfltürülecek Gemisi Alia¤a’ya


by EU laws by changing theflag of their ships in order toevade the binding provisions.Turkey is trying to preventthose evasions by cooperatingwith the most effective civilsociety organizations of EU inenvironmental issues andUnited Nations DevelopmentProgramme. In fact, thiscooperation had providedcoming to Alia¤a of Nissan’smulti-decker Ro-Ro shipGlobal Sprit that was about tosent India for dismantling byraising Liberia flag in 2014.

After saying that they have getin touch with the Ministries ofDefense of EU countries inorder to receive their ships tobe scrapped and that they haverecycled the scrap ships ofGermany, Holland andEngland in Alia¤a ErsinÇeviker added: “Everybodyknows that we are the onlycountry that can dismantle theEU flagged scrap ships incompliance with theregulations since we complywith the norms and intensivelycooperate with UNDP and EUcivil society organizations.Besides, we are the firstcountry signing the Hong KongAgreement prepared forsecured and environment-friendly dismantling of theships. In her visit to ourregion, UNDP Turkeyambassador Katalin Zaim saidthat they will pursue the issueof by-passing”.

High Quality Raw Material

Ersin Çeviker reminded thatthere are 22 facilities inAlia¤a Ship Dismantling Areaand the highest volume ofdismantling was in 2012 with927 thousand tones. Çevikergive the information that thedismantling volume regressedto 802 thousand tones in 2013and 587 thousand tones in2014 and in the first half of2015 dismantling volume was305 thousand tones.

Çeviker emphasized that theship scrap is used especially asa raw material for improvingthe quality in flat steelproduction and added that theship scrap is sold forapproximately 300 dollars pertone and the value of annual1.5 million tones scrap isnearly 500 million dollars. Hesaid “We send the ship scrapdismantled in Alia¤a to sixiron and steel plants located inAlia¤a processing 7.5 milliontones scrap yearly. Thoseplants are manufacturingproducts with higher qualitythrough the scraps theypurchased from us.”

Based on the informationprovided by Çeviker, iron andsteel industry in Turkey isimporting annually 18 milliontons scrap as raw material.The plants in Alia¤a aregaining price advantage,amounting to at least 10dollars per tone, through thescraps obtained from shipdismantling.

gemileri mevzuata uygun söke-cek tek ülke oldu¤umuzu herkesbiliyor. Ayr›ca gemilerin güven-li ve çevreye duyarl› geri dönü-flümü için haz›rlanan HongKong Sözleflmesi’ne ilk imzaatan ülke de biziz. UNDP Tür-kiye Elçisi Katalin Zaim bölge-mizi ziyaretinde arkadan dolafl-ma konusunun takipçisi olacak-lar›n› söyledi.”

Kaliteli Hammadde

Alia¤a Gemi Geri DönüflümBölgesi’nde 22 tesis oldu¤unuifade eden Ersin Çeviker, enyüksek söküm iflinin 927 bintonla 2012’de gerçekleflti¤inian›msatt›. Söküm hacminin2013’te 802 bin, 2014’te 587bin tona geriledi¤ini anlatanÇeviker, 2015 y›l›n›n ilk alt›ay›nda ise 305 bin tonluk sö-küm yap›ld›¤›n› söyledi.

Gemi hurdas›n›n tonunun orta-lama 300 dolardan sat›ld›¤›n›,y›ll›k 1.5 milyon ton hurda de-¤erinin yaklafl›k 500 milyon do-lar oldu¤unu belirten Ersin Çe-viker, gemi hurdas›n›n özellikleyass› çelik üretiminde kalite ar-t›r›c› hammadde olarak kulla-n›ld›¤›n› vurgulad›. Çeviker,“Alia¤a’da sökülen gemi hur-das›n›, y›ll›k 7.5 milyon tonhurda iflleyen Alia¤a’daki alt›demir-çelik fabrikas›na gönde-riyoruz. Bu fabrikalar bizdenald›klar› hurdayla daha kaliteliürün imal ediyor” dedi.

Çeviker’in verdi¤i bilgilere göreTürkiye’deki demir-çelik endüs-trisi y›lda 18 milyon ton hurda-y› hammadde olarak ithal edi-yor. Alia¤a’daki fabrikalar, ge-mi sökümünden sa¤lanan hur-dalardan ton baz›nda en az 10dolar fiyat avantaj› sa¤l›yor.



Tersan Tersanesi, Faroe Ada-lar›’n›n lider somon üretici-

lerinden Bakkafrost için inflaetti¤i canl› bal›k tafl›ma gemisi“Hans a Bakka”y› sahibine tes-lim etti. Rolls-Royce tasar›m›NVC 386 tipi 75 metrelik ge-mi, en geliflmifl teknolojiyle do-

nat›ld›. Hans a Bakka 3,000metreküplük üç yük tank›nda450 ton canl› bal›k tafl›yabili-yor. Geminin tanklar› sahip ol-duklar› donan›mla hem kapal›hem de aç›k tipte devridaim ya-pabiliyor. Deniz suyunun sürek-li yenilenebilmesi canl› bal›k ta-fl›yan gemiye büyük avantaj ka-zand›r›yor. Rolls-Royce’un“wave piercing bow” ad› veri-len dalgalar› yaracak flekle sa-hip pruva tasar›m›, gemininsert denizlerde bile h›z›n› koru-yarak seyretmesini sa¤l›yor.Geminin Tersan’daki inflas›, s›-n›fland›rma kuruluflu DNV GLve Faroe Adalar› Bayrak Yöne-timi’nin gözetimi alt›nda ger-çekleflti.

Tersan Shipyard deliveredthe live fish carrier “Hans a

Bakka” it built for Bakkafrost,the leading salmon producer ofFaroe Islands. 75 meters longRolls-Royce design NVC 386type ship is equipped with stateof the art technology. Hans aBakka is able to carry 450tons live fish with its 3,000square meters three cargotanks. Due to their equipment,tanks of the ship can makeboth close and opencirculation. Continuousrenewability of sea waterbrings advantage to the shipcarrying live fish. Rolls-Royce’s bow design called“wave piercing bow” that canbreak the waves provides the

ship to sail by maintaining itsspeed even in harsh seaconditions. Construction of theship in Tersan is conductedunder the supervision ofclassification society DNV GLand Faroe Islands FlagAdministration.

“Hans A Bakka” From TersanTersan’dan “Hans A Bakka”

On 27 June, CemreShipyard launched the

live fish carrying ship calledNamsos it built for NorskFisketransport. The ship with84.80 meters full length,16.90 width is a Havyard 857type designed by HavyardGroup and its draft is 8meters. The participants oflaunching ceremony held atYalova, Norsk FisketransportChairman Borge Lorentzenand his wife Heidi Vold andCemre Shipyard BoardChairman Orhan Gülcek andhis daughter Zeynep Su cut theribbon of the ship together.Namsos is the 34th ship builtfor Havyard Group and 37th

ship built by Cemre Shipyard.

Cemre Tersanesi, NorskFisketransport için infla

etti¤i Namsos isimli canl› bal›ktafl›ma gemisini 27 Haziran’dadenize indirdi. Bir HavyardGrubu tasar›m› olan Havyard857 tipi gemi 84.80 metre tamboya sahip, 16.90 metre genifl-li¤inde ve su çekimi ise 8 met-re. Yalova’daki denize indirmetörenine kat›lan Norsk Fisket-ransport Baflkan› Borge Lo-rentzen ile efli Heidi Vold veCemre Tersanesi Yönetim Ku-rulu Baflkan› Orhan Gülcek ilek›z› Zeynep Su, geminin kurde-lesini birlikte kestiler. Toplam-da Cemre Tersanesi’nin inflaetti¤i 37. gemi olan Namsos,Havyard Grubu için yap›lan 34.gemi oldu.

Cemre Launched the 34th ShipCemre 34. Gemiyi Denize ‹ndirdi


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The second of ferries built byÇeksan shipyard for ‹zmir

Metropolitan Municipality islaunched. 71 meters long, 18meters wide M/F AhmetPirifltina has a capacity ofcarrying 70 vehicles. The ferrywith separate propellers andmachines both on bow andstern has two bridges also. Itis reported that the ferry havea very higher speed comparedto old ferryboats sailing in‹zmir Gulf and in addition, itprovides 30 percentage fuelsaving. Apart from M/F AhmetPirifltina, the other two ferriesare also equipped with solarpanels for energy saving. Also

the disabled lift is notneglected in the ferry. ÇeksanShipyard Board ChairmanBaflaran Bayrak stated thatthe previously launched M/FHasan Tahsin will be deliveredto ‹zmir MetropolitanMunicipality on 20 August.

Çeksan Tersanesi’nin ‹zmirBüyükflehir Belediyesi

için infla etti¤i feribottan ikinci-si de denize indirildi. 71 metreuzunlu¤unda, 18 metre geniflli-¤indeki M/F Ahmet Pirifltina,70 araç tafl›ma kapasiteli. Ba-fl›nda ve k›ç›nda ayr› ayr› maki-

ne ve pervanesi bulunan feribo-tun kaptan köflkü de iki tane.‹zmir Körfezi’nde sefer yapaneski tip araba vapurlar›na göreçok daha h›zl› oldu¤u aç›klanangemi üstelik yüzde 30 yak›t ta-sarrufu sa¤l›yor. M/F AhmetPirifltina’n›n yan› s›ra di¤er ikiferibot da enerji tasarrufu içingünefl panelleriyle donat›ld›.Feribotta engelli asansörü deihmal edilmedi. Çeksan Tersa-nesi Yönetim Kurulu Baflkan›Baflaran Bayrak, daha önce de-nize indirilen M/F Hasan Tah-sin’in 20 A¤ustos’ta ‹zmir Bü-yükflehir Belediyesi’ne teslimedilece¤ini bildirdi.

M/F Ahmet Pirifltina Is On The ‹zmir GulfM/F Ahmet Pirifltina ‹zmir Körfezi’nde


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

Asian Prosperity bulk 29,033 2011 China 8,100,000 Greece

Asita Sun bulk 81,966 2012 Korea 20,000,000 Greece Bank Sale

Aston Trader II bulk 55,496 2008 Japan 13,400,000 Undisclosed

Bergen Trader bulk 81,582 2011 China 19,200,000 Greece

Billion Trader bulk 82,922 2005 China 12,650,000 Undisclosed

Corona Bulker bulk 179,362 2011 Korea 34,000,000 Greece

Daebo Yeosu bulk 46,601 1995 Japan 3,000,000 China

Daxia bulk 56,811 2011 China 11,000,000 Undisclosed As is where is

Eleanor D bulk 53,299 2005 China 6,500,000 Bangladesh

EvitaK bulk 18,315 1995 Japan 2,500,000 Undisclosed

Global Dawn bulk 28,200 2012 Japan 12,300,000 Greece

Hanjin Albany bulk 55,648 2011 Korea 13,000,000 Greece @

Hanjin Rostock bulk 55,625 2011 Korea 13,000,000 Greece @

Hub Gallardo bulk 11,506 1998 Japan 2,900,000 India

Kohju bulk 172,498 2001 Japan 10,300,000 Singapore

Kohyosan bulk 172,564 2001 Japan 9,800,000 Undisclosed

KT Condor bulk 58,470 2011 Japan 14,700,000 Greece

Kwela bulk 32,474 2002 Japan 7,000,000 Greece

Mahitis bulk 76,058 2001 Korea 8,000,000 Korea

Mahitis bulk 76,058 2001 Korea 8,000,000 Korea

Medi Osaka bulk 53,098 2003 Japan 7,750,000 Greece

North Princess bulk 71,290 1996 Japan 4,100,000 Undisclosed

Ocean Honey bulk 27,209 1995 Korea 3,400,000 China

Orion Pride bulk 81,323 2011 Korea 19,750,000 Greece

Pacific Acadian bulk 49,052 1995 Japan 4,350,000 Undisclosed

Pacific Mercury bulk 49,016 1996 Japan 4,700,000 China

Proteus bulk 73,018 1999 Korea 4,800,000 Greece

Qi Shan bulk 79,791 2011 China 11,500,000 Undisclosed @

Shou Shan bulk 79,775 2010 China 11,000,000 Undisclosed @

Raiju bulk 172,492 2000 Japan 9,250,000 Undisclosed

Rainbow Ace bulk 81,755 2012 China 16,000,000 Norway

Royal Flush bulk 56,726 2010 China 11,500,000 Germany

Spartia bulk 75,115 2000 Japan 12,000,000 Undisclosed

Speedwell bulk 50,329 2003 Japan 7,000,000 Greece

Symi bulk 45,916 1997 Korea 3,750,000 Greece

Trellis 1 bulk 79,501 2012 China 11,900,000 Greece

Tupi Maiden bulk 38,852 1992 Japan 2,750,000 Undisclosed

United Challenger bulk 82,254 2008 China 15,900,000 Undisclosed

Washington Trader bulk 74,228 2000 Japan 5,000,000 China

Welhero bulk 93,300 2010 China 15,000,000 Europe @

Welsuccess bulk 93,300 2010 China 15,000,000 Europe @

Dolphin Strait cont 13,858 2003 China 4,200,000 Germany

Ital Fortuna cont 42,969 2007 Korea 18,100,000 Hong Kong

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



Mol Encore cont 61,441 2003 Japan 14,500,000 Undisclosed @

Mol Endeavor cont 61,441 2003 Japan 14,500,000 Undisclosed @

Mol Endurance cont 61,441 2003 Japan 14,500,000 Undisclosed @

Mol Enterprise cont 61,441 2003 Japan 14,500,000 Undisclosed @

Nedlloyd Drake cont 67,712 2000 Germany 14,700,000 Greece

Norwave cont 7,761 1996 China 2,600,000 Indonesia Bank Sale

Paola cont 13,879 2005 China 4,500,000 Germany

Pioneer Lake cont 11,188 2003 Germany 5,000,000 Germany

SC Mara cont 68,165 2006 Korea 8,900,000 Greece @

SCT Santiago cont 68,126 2006 Korea 8,900,000 Greece @

SSL Gujarat cont 24,365 1997 Japan 7,000,000 Hong Kong

Thira cont 28,370 1997 Korea 6,900,000 Undisclosed

Acadia tanker 113,005 2008 China 38,000,000 Greece

Asia Glory tanker 16,705 2012 China 14,000,000 Undisclosed

Barents Sea tanker 47,431 1998 Croatia 8,250,000 Undisclosed

Barnes tanker 298,306 1996 Korea 20,500,000 F. East

Bls Amity tanker 84,999 2002 Japan 20,000,000 Greece

BW Ulan tanker 299,325 2000 Korea 39,000,000 Undisclosed

Camilla Maersk tanker 44,999 1999 Korea 10,200,000 Nigeria - Zinc Coated

Cape Bata tanker 160,000 2003 Korea 31,000,000 UK @

Cape Bowen tanker 160,000 2003 Korea 31,000,000 UK @

Cape Bille tanker 40,188 2003 Korea 15,000,000 Monaco @

Cape Bruny tanker 40,246 2004 Korea 15,000,000 Monaco @

Elka Glory tanker 44,900 2003 Croatia 14,500,000 Undisclosed

Flagship Juniper tanker 114,900 2015 Korea 58,500,000 US

Harbour Muran tanker 8,500 2010 China 17,200,000 Norway St. Steel Ice 1A

Hyundai Mipo 2473 tanker 50,000 2015 Korea 37,000,000 Monaco

Iver Exporter tanker 45,683 2000 Korea 9,600,000 Greece

John Augustus Essberger tanker 3,742 1992 Germany 2,800,000 Russia

Kandilousa tanker 46,700 1995 Korea 8,500,000 M. East @

Serifos tanker 46,700 1995 Korea 8,500,000 M. East @

Lion Spirit tanker 105,203 1997 Japan 8,500,000 M. East

Memozine tanker 27,892 1995 Spain 3,400,000 M. East

Moscow Stars tanker 106,450 1999 Japan 15,700,000 Dubai

Overseas Luxmar tanker 45,999 1998 Korea 9,100,000 Undisclosed

Princess Naomi tanker 30,949 1996 Japan 6,500,000 Undisclosed

Revel tanker 35,186 2004 China 14,200,000 Undisclosed

Sasa tanker 298,628 2001 Japan 40,500,000 Russia

SC Stealth tanker 19,959 2007 Japan 24,500,000 Undisclosed

YMH IV tanker 52,000 2015 Korea 37,500,000 S. Africa @

YMH V tanker 52,000 2015 Korea 37,500,000 S. Africa @

Zallaq tanker 153,019 2001 Korea 23,000,000 Greece

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

@: enbloc All information is given in good faith but without guarantee. // Bilgilerin do¤rulu¤u için maksimum çaba harcanm›flt›r, ancak garanti edilemez. Source // Kaynak: Alpina Denizcilik 07.2015



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

ABM Navigator bulk 42,183 1987 361 8,665 Pakistan

Bulk Discovery bulk 69,346 1989 365 9,977 Bangladesh

Cape Pioneer bulk 149,396 1994 350 18,274 As is Singapore

Great Bright bulk 72,000 1998 202 11,380 China

Great Glory bulk 73,000 1997 202 10,716 China

Ingenious bulk 38,888 1985 347 7,140 Bangladesh

K. Pride bulk 149,394 1993 362 18,572 Bangladesh

Kai Hong bulk 42,129 1985 360 8,366 Bangladesh

Merry Ocean bulk 21,341 1983 358 5,129 India

Ocean Famous bulk 31,605 1985 345 6,505 Bangladesh

Orinoco Pearl bulk 38,800 1984 370 10,540 India

Solidarnosc bulk 73,470 1991 358 13,610 On options

Xin Yang 9 bulk 1,600 1984 230 650 Bangladesh

Xing An Da bulk 33,024 1984 370 6,720 India

Zim Pacific cont 45,850 1996 395 16,904 India

Syn Markab lpg 3,373 1975 310 2,578 Bangladesh

Vitamin Gas lpg 1,135 1979 322 950 Bangladesh

Baltic Stream reefer 12,570 1980 400 7,116 Bangladesh

Varg Star tanker 68,000 1992 400 16,033 Bangladesh

Viva tanker 1,439 1982 305 772 Bangladesh

@: enbloc All information is given in good faith but without guarantee. // Bilgilerin do¤rulu¤u için maksimum çaba harcanm›flt›r, ancak garanti edilemez. Source // Kaynak: Alpina Denizcilik 07.2015

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

CSBC cont 1,800 TEU (x2+2) 2017 25,000,000 TS Line (Hong Kong)

CSBC cont 2,800 TEU (x5) 2017 37,000,000 Evergreen Marine Corp

Imabari cont 3,000 TEU (x5) 2017 39,000,000 Evergreen Marine Corp

Dalian tanker 300,000 dwt (x3) 2017 92,000,000 COSCO Group

Dalian tanker 76,000 dwt (x5) 2017 42,500,000 COSCO Group

Guangzhou tanker 114,000 dwt (x4) 2017 49,800,000 China Shipping Dev.

Hatong tanker 115,000 dwt (x4+2) 2017 47,000,000 Cardiff Marine

Hyundai Mipo tanker 50,000 dwt (x2+6) 35,000,000 Scorpio Tankers

STX tanker 73,000 dwt 2017 46,000,000 Pleiades Shipping

Sumitomo tanker 112,000 dwt 2018 52,000,000 Lundqvist Rederierna


Date Event Place Website

11-13.08.2015 Marintec South America Rio de Janeiro, Brazil www.navalshore.com.br09-10.09.2015 IMPA London London, UK www.impalondon.com08-11.09.2015 Offshore Europe 2015 Oil & Gas Conference & Exhibition Aberdeen, UK www.offshore-europe.co.uk09-11.09.2015 Seatrade Europe Cruise & River Cruise Convention Hamburg, Germany www.seatrade-europe.com16-19.09.2015 MTB Workboats Dubrovnik, Croatia www.coplandevents.com 17-18.09.2015 10th Southern Asia Ports, Logistics & Shipping 2015 Mumbai, India www.transportevents.com

22.09.2015 8th Annual Superyacht Finance Forum Monaco www.marinemoney.com22-25.09.2015 NEVA 2015 St Petersburg, Russia www.neva.transtec-neva.com23-23.09.2015 14th Annaul Marine Money Singapore Ship Finance Forum Singapore www.marinemoney.com23-25.09.2015 INMEX SMM India 2015 Mumbai, India www.inmex-smm-india.com

24.09.2015 2nd Mare Forum Monaco Yacht Summit 2015 Monaco www.mareforum.com03-07.10.2015 Interferry 40th Annual Conference Copenhagen, Denmark www.interferry.com

12.10.2015 5th Offshore Wind Installation and Maintenance Conference Amsterdam, The Netherlands http://offshore-energy.biz12-15.10.2015 Dynamic Positioning Conference 2015 Houston, USA www.dynamic-positioning.com13-14.10.2015 Offshore Energy 2015 Amsterdam, The Netherlands http://offshore-energy.biz13-15.10.2015 TOC Container Supply Chain: Americas Panama City, Panama www.tocevents-americas.com

14.10.2015 17th Annual Marine Money Greek Ship Finance Forum Athens, Greece www.marinemoney.com14-17.10.2015 MTB Marine Europe Tenerife, Spain www.coplandevents.com 20-23.10.2015 Kormarine 2015 Busan, Korea www.kormarine.com27-29.10.2015 OTC Brasil 2015 Rio de Janeiro, Brazil www.otcbrasil.org

29.10.2015 2nd Mare Forum Fort Lauderdale Yacht Summit 2015 Fort Lauderdale, USA www.mareforum.com29-30.10.2015 13th Intermodal Africa 2015 Lusaka, Zambia www.transportevents.com02-06.11.2015 IBIA Annual Convention 2015 Cancun, Mexico www.ibia.net03-05.11.2015 Deepwater Operations 2015 Galveston, Texas, USA www.deepwateroperations.com03-06.11.2015 Europort 2015 Rotterdam, The Netherlands www.europort.nl05-09.11.2015 The Fort Lauderdale International Boat Show Fort Lauderdale, Florida www.showmanagement.com09-12.11.2015 ADIPEC 2015 International Petroleum Exhibition & Conference Abu Dhabi, UAE www.adipec.com10-12.11.2015 6th Gas Fuelled Ships Conference Hamburg, Germany www.motorship.com/gfsconference17-19.11.2015 METS 2015 Marine Equipment Trade Show Amsterdam, The Netherlands www.metstrade.com01-03.12.2015 International Workboat Show 2015 New Orleans, USA www.workboatshow.com08-10.12.2015 Saudi Transtec Dammam, Saudi Arabia www.sauditranstec.com/

24-25.02.2016 SMM Istanbul Istanbul, Turkey www.smm-istanbul.com25-26.02.2016 7th Intermodal Asia 2016 Melbourne, Australia www.transportevents.com09-12.03.2016 MTB Marine Americas Mexico www.coplandevents.com 14-17.03.2016 The Cruise Industry’s Premier Global Event Fort Lauderdale, USA www.cruiseshippingevents.com

01.04.2016 Ocean Business 2016 Southampton, UK www.oceanbusiness.com07-08.04.2016 15th Intermodal Africa 2016 Accra, Ghana www.transportevents.com12-14.04.2016 European Offshore Energy 2016 Birmingham, UK www.europeanoffshoreenergy-expo.com13-16.04.2016 MTB Marine Asia Singapore www.coplandevents.com 27-28.04.2016 4th MED Ports 2016 Tanger, Morocco www.transportevents.com10-13.05.2016 MTB Shipyards Abu Dhabi, UAE www.coplandevents.com 11-13.05.2016 China International Marina, Port & Shipbuilding Fair Nanjing, China www.cimps-europort.com23-26.05.2016 AWEA Offshore Windpower 2016 Conference & Exhibition New Orleans, USA www.awea.org23-27.05.2016 Tugnology 2016 Boston, USA www.tugandsalvage.com26-27.05.2016 5th Black Sea Ports and Shipping 2016 Constanta, Romania www.shows.newmaker.com14-16.06.2016 TOC Europe Hamburg, Germany www.tocevents-europe.com15-18.06.2016 MTB Superyachts Tenerife, Spain www.coplandevents.com 14-15.07.2016 14th ASEAN Ports and Shipping 2016 Bangkok, Thailand www.transportevents.com06-09.09.2016 27th SMM Hamburg Hamburg, Germany www.hamburg-messe.de/smm22-23.09.2016 11th Southern Asia Ports, Logistics & Shipping 2016 Colombo, Sri Lanka www.transportevents.com26-27.10.2016 12th Trans Middle East 2016 Jeddah, Saudi Arabia www.transportevents.com01-03.11.2016 SMEM Seatrade Middle East Maritime 2016 Dubai, UAE www.seatrade-middleeast.com24-25.11.2016 16th Intermodal Africa 2016 Mombasa, Kenya www.transportevents.com

30.05-02.06.2017 Nor Shipping 2017 Oslo, Norway www.nor-shipping.com29-31.03.2017 Maritime Vietnam Ho Chi Minh, Vietnam www.maritimeshows.com/vietnam 20-23.06.2017 Brasil Offshore Rio de Janeiro, Brazil www.brasiloffshore.com06-07.07.2017 15th ASEAN Ports and Shipping 2017 Yangon, Myanmar www.transportevents.com

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

marine&commerce 07.2015

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