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

BUSIEST 30EN YO⁄UN BUSIEST 30EN YO⁄UN

CHANGING GLOBAL ENERGY DEMANDDE⁄‹fiEN KÜRESEL ENERJ‹ TALEB‹

CHANGING GLOBAL ENERGY DEMANDDE⁄‹fiEN KÜRESEL ENERJ‹ TALEB‹

BUILDING FOR THE FUTUREGELECEK ‹Ç‹N YEN‹ ‹NfiA

BUILDING FOR THE FUTUREGELECEK ‹Ç‹N YEN‹ ‹NfiA

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

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

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

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

Zorlan›yorum...Kendimi ço¤u fleyin teyel ipli¤i ile tutturuldu¤u bir dünyada yafl›yor gibi hissetmeye bafllad›m. Her an bir güvensizlik, her an bir tedirginlik ve sökülme duygusu!… Kavga, savafl, ac›mas›zl›k… Uzar gider… Oysa yak›n zamana kadarherkesin anlad›¤› bir dil oldu¤u konusunda iddial›yd›m. O dili bulup ç›karmaya, insanlar› anlamaya ve onlara bir fleyleranlatmaya çal›fl›rd›m; tamamen gönül gözümle, zaman›m› hoyratça kullanarak ve inanarak. Sonuçta insanl›¤› esir alansiyasi ve ekonomik farkl›l›klardan ba¤›ms›z olarak düflündü¤ümüzde, hepimizin temel gereksinimleri ayn› de¤il mi? Ama art›k çok zorlan›yorum.

Benjamin Franklin’in bir sözü var: “Yirmi yafl›nda istek, otuz yafl›nda zeka, k›rktan sonraysa ak›l önemlidir.’’ der. Nas›l do¤ru… Zeka, düflünebilme kuvveti ve do¤ufltan. En çok da 30’lu yafllarda devreye girmeli. Ama ak›l, var olan tümkabiliyetlerin toplam›, düflünme, anlama ve kavrama gücü. Yaflanm›fll›klarla harmanlanan, günün gerçeklerini kabullenme yetisi… Ben de akl›n önemli oldu¤u süreci yaflad›¤›ma göre, san›r›m “zorlanmalar›m’’ normal, hofluma gitse de gitmese de..

Art›k kendileri istemedikçe insanlar›n; kulaklar›na t›kad›klar› dolarlar› ç›kartmayacaklar›n›, oyun bitti¤inde flah›n da piyonun da ayn› kutuya girece¤ini düflünmeyeceklerini ve neredeyse hiç kimsenin bir di¤erini menfaati d›fl›nda fikrisabitinden vazgeçiremeyece¤i gerçe¤ini kabulleniyorum. Montaigne’nin Denemeler kitab›nda ço¤u insan›n ay›p ve fleref alg›lar›yla ilgili önemli bir saptamas› var; “‹nsan› öldürmek için gün ›fl›¤›nda, genifl meydanlar arar›z; ama onuyaratmak için karanl›k köflelere gizleniriz.’’ diyor. Haydi bakal›m hangisi ay›p, hangisi fleref? Akl›n gücü… ‹yi de,savafllar›n, öfkenin, anlams›z ölümlerin, bunca mant›ks›zl›¤›n ve ac›yla beslenen karakterlerin normalleflmeye bafllad›¤›bu dünyada ak›l sa¤l›¤›m›z› nas›l koruyaca¤›z?

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

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

HELLO // MERHABA

Dildar Ünde¤er, [email protected]

MARINE&COMMERCE AUGUST 2015002


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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]

Contributors // Katk›da Bulunanlar Paul Morter,

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›Christian Lagereek @ Dreamstime.com

Correspondence // Yaz›flma Adresi

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

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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 AUGUST // A⁄USTOS 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

026 022 032

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

DISCUSSION // TARTIfiMA

COSCO CSCL Merger Bad

For Competition? // COSCO ve CSCL

Birleflmesi Rekabet ‹çin Kötü mü? 018

OUTLOOK // GÖRÜNÜM

Changing Global Energy Demand //

De¤iflen Küresel Enerji Talebi 022

STUDY // ‹NCELEME

30 Busiest Container Ports of

The World // Dünyan›n En Yo¤un

30 Konteyner Liman› 026

SHIPBUILDING // GEM‹ ‹NfiA

Tersan: A North Europe Expert //

Tersan: Bir Kuzey Avrupa Uzman› 032

TECHNOLOGY // TEKNOLOJ‹Simulating Marine Collisions

for A Safer Future //

Daha Güvenli Bir Gelecek ‹çin

Deniz Kazalar›n› Simüle Etmek 038

EXHIBITION // SERG‹Neva 2015 Opens The Doors of

Russian Maritime // Neva 2015 Rus

Denizcili¤inin Kap›lar›n› Aç›yor 042

CONVERSATION // SÖYLEfi‹80% Energy Saving //

Enerjide %80 Tasarruf 044

MARKET // P‹YASATo Beach or Not To Beach //

Sahile Çekmek Ya Da Çekmemek 046

BRIEF NEWS // KISA HABERLERVoice of the Turkish maritime industry...

Source of up-to-date information...

News, developments, projects... //

Türkiye denizcilik sektörünün sesi,

güncel bilgi kayna¤›... Haberler

geliflmeler, projeler... 050

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

Asurge in global demandfor container shipments

will drive ‘significantinvestments’ in additionalcapacity by terminal and portoperators, according toresearch agency DrewryMaritime Research. Thefigures, published as part ofthe firm’s yearly GlobalContainer Terminal OperatorsAnnual Report, predictaverage global container portdemand growth of 4.5% perannum through to 2019.

“The global container terminalindustry is facingunprecedented challenges as aresult of the deployment ofever larger container ships,combined with the creation oflarger shipping line alliances.These two interrelated factorsare placing significantlygreater demands on ports andterminals and having farreaching consequences, drivingup operating costs and capitalexpenditure requirements,”Neil Davidson, Drewry’s SeniorAnalyst for Ports andTerminals said.

Asia remains the primarysource of growth, accountingfor 60% of global demandgrowth. In total global trafficis expected to reach 850million TEU by 2019, anincrease of 168 million TEU.

Drewry identifies 23companies as‘global/international terminaloperators’ and suggests thatbetween them investments bythese firms will drive thesector forward.

“APM Terminals and DPWorld are the most active in

terms of the number of newprojects in the pipeline butPSA International is addingthe most capacity in absoluteterms, particularly in its homeport of Singapore. Hutchison,CMA CGM, TIL and ICTSIalso have significant plans,with the latter’s expansionrepresenting a 40% increaseover the current capacity of itsportfolio,” Davidson explained.

Emerging markets wereidentified as a source ofgrowth potential and inparticular greenfielddevelopments. This contrastedwith the past few years wheredifficult economic climateshave driven acquisition anddivestment activity.

Drewry Maritime Rese-arch’e göre konteyner

tafl›mac›l›¤›na yönelik küreseltalepteki yükselifl terminal veliman iflletmecilerinin ek kapa-siteye “önemli yat›r›mlar›n›”beraberinde getirecek. Firma-n›n “Küresel Konteyner Termi-nal ‹flletmecileri Y›ll›k Rapo-ru”nun bir parças› olarak ya-y›nlanan rakamlar, küreselkonteyner liman› talebinde2019’a kadar y›ll›k ortalama%4.5 art›fl öngörüyor.

Drewry Liman ve TerminallerÜst Düzey Analisti Neil David-son “Daha büyük denizcilikflirketi ittifaklar›n›n oluflturul-mas›n›n yan› s›ra daha büyük

konteyner gemileri kullan›lma-s›n›n bir sonucu olarak küreselkonteyner terminali sektörübenzersiz güçlüklerle karfl›karfl›ya. Birbiriyle iliflkili buiki etmen liman ve terminalle-re önemli ölçüde daha büyüktalepler yüklüyor ve iflletmemaliyetleri ile sermaye harca-mas› gereksinimlerini yukar›çeken genifl kapsaml› sonuçlardo¤uruyor” dedi.

Asya küresel talep art›fl›n›n%60’›n› karfl›layarak birincilbüyüme kayna¤› olmay› sürdü-rüyor. Toplam küresel trafi¤in168 milyon TEU art›flla2019’da 850 milyon TEU’yaulaflmas› bekleniyor.

Drewry 23 flirketi “küre-sel/uluslararas› terminal ifllet-mecisi” olarak tan›ml›yor vebu firmalar›n yat›r›mlar›n›nsektörü ileriye tafl›yaca¤›n› dü-flünüyor.

Davidson “APM Terminals veDP World boru hatt›nda yeniprojelerin say›s› anlam›nda enetkin olanlar ama PSA Inter-national, baflta ana liman› Sin-gapur olmak üzere mutlak an-lamda en fazla kapasiteyi ekle-yen firma. Hutchison, CMACGM, TIL ve ICTSI’nin deönemli planlar› var; ICTSI’ninbüyümesi kendi portföyününmevcut kapasitesinden %40art›fl› temsil ediyor” dedi.

Yükselmekte olan piyasalar isebüyüme kayna¤› potansiyeli veözellikle de s›f›rdan geliflmelerolarak tan›mlan›yor. Bu, güçekonomik flartlar›n sat›n almave tasfiye faaliyetlerini zorla-d›¤› geçmifl birkaç y›l›n aksinebir geliflmeye iflaret ediyor.

“Significant Investment” in Port CapacityLiman Kapasitesine “Önemli Yat›r›m”


The shipbuilding industry hasreasons for concern regarding

the continuously declining pricesof newbuildings. According toforecasts made by MorganStanley, prices are to continuetheir down trend until 2016.

The price index regardingnewbuildings demonstrated anincrease from 126 to 140between the months ofNovember, 2012 and June,2014. It has, however, steadilydeclined since then, and on June19th of this year reached the132 mark. Additionally, analysisshows that the downwardmovement has actuallyaccelerated during the course ofthis year for now. The indexwent down to 132.9 in May,from 137.5 in January.

The trend can be linked tosupply-side factors such as theJapanese shipbuilders’aggressive bidding strategy. The shipbuilding capacity ofChina has demonstrated acontinuous decline since back in2013, with the smaller

companies having to quit thebusiness.

Korea’s shipbuilders have beenforced to refrain from cutthroatcompetition since 2014 giventhat they experienced a fairshare of losses. Japan on theother hand has increased itslevel of capacity and made anannouncement last year that itwas expanding its facilities onthe back of the declining yen.

Luckily, though, the prices ofthe types of ships that Korea’scompanies excel at are holdingup - container carrier vessels, oiltankers etc. According to dataprovided via the Clarkson Index,the price of a cape-size bulkcarrier vessel declined fromUSD million 58 to USD 50million between the time periodof May 2014 - May 2015, allthe while container carriers inthe 13,000 TEU and 8,800TEU range went down only fromUSD 117 million do USD 116million, and edged up from USD88 million to USD 89 millionduring the said period.

Gemi infla sektörü sürekliolarak düflen yeni infla fi-

yatlar›ndan kayg›lanmaktahaks›z de¤il. Zaten ünlü finansfirmas› Morgan Stanley’in tah-minlerine göre de fiyatlar 2016y›l›na kadar afla¤›ya do¤ru e¤i-limini sürdürecek.

Yeni inflalarla ilgili fiyat endek-si Kas›m 2012 ve Haziran2014 aras›nda 126’dan 140’abir art›fl göstermesine karfl›n ozamandan beri istikrarl› bir bi-çimde düfltü ve bu y›l›n 19 Ha-ziran›nda 132 seviyesine kadarindi. Ayr›ca analizler, afla¤›yado¤ru hareketin 2015 boyuncah›zland›¤›n› gösteriyor. EndeksOcak 2015’te 137.5’den May›s2015’te 132.9’a düfltü.

Yeni infla fiyatlar›ndaki düflüfle¤ilimi, Japon gemi inflac›lar›nfazlas›yla atak ve fazlas›yla re-kabetçi teklif verme stratejileri-ni tercih etmeleri gibi arz kay-nakl› etmenlere ba¤lanabilir.Öte yandan ifli b›rakmak zorun-da kalan daha küçük flirketlerin

yan› s›ra Çin’in gemi infla kapa-sitesi de 2013 y›l›ndan beri sü-rekli düflüfl içerisinde.

Oldukça önemli kay›plar yafla-m›fl olmalar› nedeniyle GüneyKoreli gemi inflac›lar da2014’ten bu yana piyasada sü-regiden k›yas›ya rekabettenuzak durmak zorunda kald›.Öte yandan Japonya kapasiteseviyesini art›rd› ve geçen y›l dayendeki düflüflün ard›ndan tesis-lerini geniflletti¤ini duyurdu.

Neyse ki Güney Kore flirketleri-nin baflar›l› oldu¤u gemi türleri-nin fiyatlar› direniyor: Kontey-ner gemileri, yak›t tankerlerivb. Clarkson Endeksinden sa¤-lanan veriye göre cape-size dök-me yük gemisinin fiyat› May›s2014 - May›s 2015 aras›nda 58milyon dolardan 50 milyon do-lara düflerken 8,000-13,000TEU aral›¤›ndaki konteyner ge-mileri yaln›zca 117 milyon do-lardan 116 milyona geriledi vesözü edilen dönemde 88 milyon-dan 89 milyon dolara yaklaflt›.

MARINE&COMMERCE A⁄USTOS 2015 007

Newbuilding Prices Keep DecliningYeni ‹nfla Fiyatları Düflmeye Devam Ediyor



Mitsui O.S.K. Lines, Ltd.today announced that it

has started demonstration testsof a new windshield forcontainerships, which has thepotential to reduce windresistance, save fuel, andreduce CO2 emissions. MOLjointly developed the devicewith MOL Techno-Trade, Ltd.,Ouchi Ocean Consultant, Inc.,Akishima Laboratory Inc., andthe University of Tokyo. Theproject was backed by the"Joint R&D for IndustryProgram", in which ClassNKpromotes wide-ranging R&Dactivities in cooperation withindustry, government andacademia. The new windshieldwas installed on the bow of theMOL-operated containershipMOL MARVEL, and ademonstration test of itseffectiveness in reducing CO2emissions is under way.

With today's largercontainerships, the height ofthe containers loaded on theirdecks has increased, subjectingthe vessels to greater windresistance. MOL recognizedthe need to address this issuein a cost-effective way.Development of the new devicebegan with an examination ofthe bow's aerodynamic formthrough wind tunnel testing.This led to the adoption of ahorseshoe-shaped design,which encloses the front line ofthe stacked containers tomaximize the wind resistance-reducing effect whileminimizing the weight of themain unit.

The new windshield has enoughdesign strength to meet the

ClassNK rules concerning waveimpact pressure. In addition,by obliquely setting thecontainers placed along thesides of the vessel behind thewindshield, the sides of thevessel will be morestreamlined, further reducingwind resistance. With thosemeasures, MOL expects anannual average reduction of2% in CO2 emissions,assuming the device ismounted on a 6,700 TEUcontainership plying the NorthPacific Ocean route at speed of17 knots. The new windshieldis also expected to protectships from green water on thebow deck when sailing in badweather.

Mitsui O.S.K. Lines (MOL)konteyner gemileri için

rüzgar direncini kesme, yak›t-tan tasarruf sa¤lama ve kar-bondioksit sal›mlar›n› azaltmapotansiyeline sahip yeni bir rüz-gar kalkan› uygulama testlerinibafllatt›¤›n› duyurdu. MOL budonan›m› MOL Techno-Trade,Ouchi Ocean Consultant, Akis-hima Laboratory ve Tokyo Üni-versitesi ile ortaklafla gelifltirdi.Proje, ClassNK’n›n sektör, hü-kümet ve akademik çevrelerleiflbirli¤i içinde genifl kapsaml›ARGE faaliyetlerini teflvik etti-¤i “Sektör Program› için OrtakARGE” taraf›ndan desteklendi.

Yeni rüzgar kalkan› MOL tara-f›ndan iflletilen MOL MAR-

VEL’›n pruvas›na monte edildi.Karbondioksit sal›mlar›n›azaltmadaki verimlili¤ine ilifl-kin bir uygulama testi ise baflla-mak üzere.

Günümüzün daha büyük kon-teyner gemileri, güvertelereyüklenen konteyner yüksekli¤inide art›rd›¤› için daha fazla rüz-gar direncine maruz kal›yor.MOL bu sorunu uygun maliyetlibir biçimde ele alma ihtiyac›duydu. Yeni donan›m›n geliflti-rilmesine rüzgar tüneli testi yo-luyla pruvan›n aerodinamik bi-çiminin incelenmesiyle bafllan-d›. ‹nceleme, ana ünitenin a¤›r-l›¤›n› en aza indirgerken rüzgardirencini azaltma etkisini enyüksek düzeye ç›karmak ama-c›yla, istiflenmifl olan kontey-nerlerin ön s›ras›n› kuflatan nalfleklinde bir tasar›m›n benim-senmesine yol açt›.

Yeni rüzgar kalkan›ClassNK’n›n dalga çarpmas›bas›nc›yla ilgili kurallar›n› yeri-ne getirmek için yeterli bir ta-sar›m. Ayr›ca geminin yan ta-raflar›ndaki konteynerlerin rüz-gar kalkan›n›n arkas›na yerlefl-tirilmesiyle iskele ve sancak ta-raf› daha aerodinamik hale ge-lerek rüzgar direncini daha daazaltacak.

Donan›m›n Kuzey Pasifik Ok-yanusu rotas›nda 17 knot h›zlaseyreden 6,700 TEU’luk birMOL konteyner gemisine ku-ruldu¤u varsay›larak yap›lanölçümler, karbondioksit sal›-m›nda y›ll›k ortalama %2azalma öngörüyor. Yeni rüz-gar kalkan›n›n gemileri kötühavada seyrederken pruva gü-vertesinde biriken sudan koru-mas› da bekleniyor.

A New Energy-saving WindshieldYeni Bir Enerji Tasarruflu Rüzgar Kalkan›

On the 14th July, Iran andthe ‘P5+1’ group of

nations signed a historic deal,which would facilitate theremoval of sanctions, includingthose limiting Iranian crudeexports, in exchange for thecurtailing of Iran’s nuclearactivity. Whilst some details ofthe ‘Joint Comprehensive PlanOf Action’ are not yet clear,what is plain is that anincrease of Iranian crudeexports could well shake upcrude trade even more.

Before sanctions on Iran cameinto force in 2012, the countrywas a major crude exporter,accounting for 15% of exportsfrom the Middle East Gulfbetween 2000-10. However, inthe wake of US, EU and UNsanctions brought about due toconcerns over Tehran’s nuclearactivities, Iranian crudeexports were severely limited,averaging 1.2m bpd in 2012-14, compared to 2.5m bpd in2011. Since 2012, the mainimporters of Iranian crudehave been China, India, Japanand Korea, with exports toEurope curtailed.

Whilst it is generally expectedthat sanctions on Iran will belifted, a number of hurdlesremain, including the need forapproval by the US Congresswhere there is significantopposition. Meanwhile, it isunclear how quickly and towhat extent sanctions will beremoved. A likely initialimpact could be the shipmentof 30-40m bbls of crude oilcurrently held on NITCtankers, relieving a backlogthat has restricted Iraniancrude production.

Explosive Potential

Although the timeframe of arecovery in exports is unclear,it will likely take some timefor oil production to beramped up. If shipmentseventually return to 2011levels, this implies anadditional 1.3m bpd of exportsfrom current levels, thehypothetical equivalent, in2015 terms, of boosting crudetrade growth from 3.5%, oncurrent projections, to 7%. Amid-range estimate is thatIran could increase productionby 0.6m bpd within twelvemonths; still a significantvolume, and one which couldequate to boosting crude tradegrowth to 5%.

A more realistic scenario inthe currently oversupplied oilmarket is that greater Iranianexports have a knock-on effecton shipments from otherexporters. If Iranian exportsdisplace shipments fromelsewhere, there could be nonet effect on global crudetrade volumes. However,changing trade flows could stillimpact tanker demand. Anextra 0.6m bpd of Iranian oilshipped to Asian and European

‹ran ve ‘P5+1’ uluslar grubu14 Temmuz’da ‹ran’›n nükle-

er faaliyetinin k›s›tlanmas› kar-fl›l›¤›nda, bu ülkenin ham petrolihracatlar› da dahil olmak üze-re uygulanan yapt›r›mlar›n kal-d›r›lmas›n› h›zland›racak olantarihsel bir anlaflma imzalad›.“Ortak Kapsaml› Eylem Plan›”n›n baz› ayr›nt›lar› henüz netde¤ilse de ‹ran ham petrol ihra-cat›nda yaflanacak bir art›fl›nham petrol ticaretini daha dasarsabilece¤i anlafl›l›yor.

‹ran’a yapt›r›mlar 2012 y›l›ndauygulamaya girmeden önce2000-2010 y›llar› aras›ndaülke, Basra Körfezi’nden ihra-cat›n %15’ini karfl›layan büyükbir ham petrol ihracatç›s›yd›.Tahran’›n nükleer faaliyetleriy-le ilgili iddialar nedeniyle uygu-lamaya sokulan AB, ABD veBM yapt›r›mlar› sonras›nda‹ran ham petrol ihracat› ciddibiçimde s›n›rland› ve 2011’deki2.5 milyon gün/varile karfl›l›k2012-14’de ortalama 1.3 mil-yon gün/varile düfltü. Avrupa’yaihracat›n k›s›tlanmas›yla2012’den bu yana ‹ran hampetrolünün ana ithalatç›lar›Çin, Hindistan, Japonya ve Ko-re idi. Genelde ‹ran üzerindeki

yapt›r›mlar›n kald›r›lmas› bek-lenirken, önemli bir muhalefe-tin oldu¤u ABD Kongresi tara-f›ndan onaylanma flart› da dahilolmak üzere bir dizi engel var-l›¤›n› sürdürüyor. Ayr›ca yapt›-r›mlar›n hangi h›zda ve ne ölçü-de kald›r›laca¤› da net de¤il.Öyle görünüyor ki ilk ad›m,ham petrol üretimi s›n›rlanm›flolsa da ‹ran’daki birikmeninrahatlat›lmas›, yani NITC tan-kerlerinde tutulan 30- 40 mil-yon varilin nakledilmesi olacak.

Patlama Potansiyeli

‹hracatta iyileflmenin zamanla-mas› net olmasa da petrol üre-timinin art›r›lmas› biraz zamanalacak gibi görünüyor. Sonun-da nakliyeler 2011 düzeylerinegelecekse bu, ham petrol tica-reti büyümesinin mevcut pro-jeksiyonlarda %3.5’ten %7’yeart›fl›n›n varsay›msal karfl›l›¤›olan 2015 anlam›nda mevcutseviyelerden 1.3 m varil/günilave ihracat anlam›na geliyor.Orta seviye bir de¤erlendirmede ‹ran’›n 12 ay içinde üretimi0.6 m varil/ gün art›rabilece¤i-ni öngörüyor; yine de önemliolan ve ham petrol ticaretini%5 art›rmaya denk gelebilecekbir hacim.

Mevcut durumda afl›r› arzl› pet-rol piyasas›nda daha gerçekçibir baflka senaryo ise daha faz-la ‹ran ihracat›n›n di¤er ihra-catç›lardan nakliyeler üzerindezincirleme etki yaratmas›. ‹ranihracat› baflka yerlerden nakli-yenin yerini al›rsa, küresel hampetrol ticareti hacimlerinde netbir etkisi olamaz. Ancak de¤i-flen ticaret hareketleri yine detanker talebini etkileyebilir.2011’le ayn› oranda, Asya ve


Iranian Crude: Is The Potential About To Be Unlocked?‹ran Ham Petrolü: Potansiyel Ortaya Çıkmak Üzere mi?



countries in the sameproportions as in 2011,offsetting shipments from WestAfrica, could actually limitgrowth in global crude tonne-mile trade to the equivalent ofbelow 3% in 2015 from thecurrent forecast of 3.5%. IfIranian volumes replacedshipments to these regionsfrom the Caribbean, therecould be an even more negative

effect on tonne-mile trade.

Although there is no clearconsensus over the potentialimpact, Iran’s exports do seempoised to rise once sanctionsare removed. While there isuncertainty over the potentialshifts in the wider oil marketand in crude trade flows,clearly Iran will once againbecome an important driver oftrends in crude tanker demand.

Avrupa ülkelerine sevkedilenilave 0.6 m varil/gün ‹ran pet-rolü Bat› Afrika’dan nakliyeleridengeleyerek küresel ham pet-rol ton-mil ticaretindeki büyü-meyi mevcut %3.5 tahmininden2015’te %3’ün alt›nda eflde¤e-re s›n›rlayabilir. ‹ran hacimleribu bölgelere Karayiplerdennakliyelerin yerini al›rsa bununton-mil ticareti üzerinde dahada olumsuz bir etkisi olabilir.

Potansiyel etki konusunda aç›kbir uzlaflma olmamas›na ra¤-men, yapt›r›mlar kald›r›ld›¤›n-da ‹ran’›n ihracat› art›fla haz›rgörünüyor. Daha genifl petrolpiyasas›nda ve ham petrol tica-reti hareketlerinde olas› de¤i-fliklikler konusunda bir belirsiz-lik hakimken ‹ran’›n bir kez da-ha ham petrol tankeri talebin-deki e¤ilimlerin önemli bir be-lirleyicisi olaca¤› aç›k.

BIMCO, the world’s largestinternational shipping

association is now calling fornominations for its prestigiousawards, to be presented inHamburg in November 2015.Angus Frew, Secretary Generalat BIMCO, said: “We are lookingforward to receiving nominationsfrom across the industry for theBIMCO Awards this year. Theawards are focused on the qualityand innovation shown by thecompanies and individuals whohave made significantcontributions to the industry, andentry is not restricted to membersof BIMCO.”

The first BIMCO Awards werelaunched last year at theassociation’s annual conferencein Dubai. This year, the awardswill be presented during acelebratory dinner at BIMCO’s2015 annual conference inHamburg. Nominations forappropriate companies orindividuals can be made onlineand the deadline is 25 September2015. The award categories are:

Shipping Company of the Year- for a shipping companywhich has recentlydemonstrated:• innovative customer service• business profitability and• solid service reliability.

Contracts and Clauses Award -for a company or personwhich/who:

• has produced the best recentpublication on internationalmaritime contractual issues

• has been a prolific user ofBIMCO forms in the past 12months

• has promoted harmonisationin the contractual area ofshipping based on BIMCO’scontracts and clauses.

Education and Training Award- for a company which has:• invested in new facilities

and/or courses• delivered growth in number

of students/graduates• demonstrated innovative

teaching methods/techniques

Regional Shipping Personalityof the Year - for an individualwho has made an exceptionalpersonal contribution to theshipping industry in Europe inthe past 12 months:• contribution to outstanding

commercial success for theircompany

• contribution to the profile oftheir company or to theshipping industry in the region

• innovative approach ordedication to the industry’ssuccess.

BIMCO’s President PhilippeLouis-Dreyfus will also presenta special award during theevent. Full details on BIMCO’sawards and the Hamburgconference are available athamburg2015.bimco.org

Dünyan›n en büyük uluslara-ras› denizci birli¤i BIMCO,

Kas›m 2015’te Hamburg’da da-¤›t›lacak ödüller için adaylaraça¤r›da bulundu. BIMCO GenelSekreteri Angus Frew “Bu y›l›nBIMCO Ödülleri için tüm sek-törden adaylar› ö¤renmek içinsab›rs›zlan›yoruz. Ödüller sektö-re önemli katk›larda bulunmuflolan firma ve bireylerin sergile-di¤i kalite ve yenili¤e odakl› vekat›l›mlar BIMCO üyeleriyle s›-n›rl› de¤il” dedi.

‹lk BIMCO Ödülleri geçen y›lDubai’de kuruluflun y›ll›k kon-ferans› s›ras›nda verildi. Bu y›lise ödüller BIMCO’nun Ham-burg’daki 2015 y›l› konferan-s›nda düzenlenecek bir kutlamayeme¤inde sahiplerine verile-cek. Firma ya da bireyler onlinebaflvuru yapabiliyor. Son kat›-l›m tarihi 25 Eylül 2015. Ödülkategorileri flöyle:

Y›l›n Denizcilik fiirketi:• Yenilikçi müflteri hizmeti• ‹fl karl›l›¤› ve• Hizmet güvenilirli¤i kriterleri-

ni yerine getiren firmalar için.

Sözleflmeler ve Hükümler:• Uluslararas› denizcilik söz-

leflmesi konular›nda en iyiyay›n› gerçeklefltiren,

• Son 12 ayda BIMCO formla-

r›n›n verimlikullan›c›s› olan,

• BIMCO’nun sözleflme ve hü-kümlerine dayal› olarak de-nizcili¤in sözleflme alan›ndauyumu destekleyen kifli vefirmalar için.

E¤itim ve Ö¤retim Ödülü:• Yeni tesisler ve/veya kursla-

ra yat›r›m yapm›fl,• Ö¤renci/mezun say›s›nda ar-

t›fl gerçeklefltirmifl,• Yenilikçi e¤itim yöntemleri/

teknikleri sergilemifl flirket-ler için.

Y›l›n Bölgesel Denizcisi: Son12 ayda,• Firmalar›n›n önemli ticari

baflar›s›na,• Firmalar›n›n profiline ya da

bölgedeki denizcilik sektörü-ne katk›da bulunmufl ve

• Avrupa’da denizcilik sektö-rünün baflar›s›na ba¤l›l›¤›n›nya da yenilikçi yaklafl›m›n›ngöstergelerini sergilemifl,ola¤anüstü kiflisel katk›dabulunmufl bireyler için.

BIMCO Baflkan› Philippe Lou-is- Dreyfus etkinlik s›ras›ndaözel bir ödül de verecek. BIM-CO Ödülleri ve Hamburg konfe-rans›yla ilgili detaylara ham-burg2015. bimco.org adresin-den ulafl›labilir.

BIMCO AwardsBIMCO Ödülleri


Merger with CSAV isexpected to deliver USD

100 million higher synergiesthan targeted, strong operatingresults and significantincreases in transport volumeand revenue driven by themerger. Volume growth wasdriven by the merger withCompañía Sud Americana deVapores (CSAV) that madeHapag-Lloyd the fourth largestcarrier globally by capacity.

The transport volumeincreased to around 3.7million TEU in the first sixmonths of 2015, up 29.4%compared to the same periodin 2014 and mainly due to themerger with CSAV. Theaverage freight rate in the firsthalf of 2015 came in at 1,296USD/TEU, 9% below the sameperiod of 2014. In the firsthalf of 2015 revenue increasedby EUR 1.5 billion to EUR4.7 billion. Earnings increasedas a result of initial synergiesfrom the CSAV merger andadditional cost savings fromthe OCTAVE program.

In the first half of 2015,Hapag-Lloyd achieved anEBITDA of EUR 493.3million (prior year period:EUR 67.2 million) and anoperating result of EUR 267.7million (prior year period:EUR -101.5 million). Hapag-Lloyd recorded a profit ofEUR 157.2 million (prior yearperiod: EUR -173.3 million).

In the first six months of 2015transport expenses in USD,which is the operationalcurrency in shipping, went upsignificantly less than thetransport volume - as Hapag-Lloyd realized initial synergiesand cost savings from the

OCTAVE program. Thetransfer of CSAV’s servicesand ship systems into thevarious trades of Hapag-Lloydwas completed in the secondquarter of 2015, slightlyahead of the original plan.Now that the integration isalmost completed, Hapag-Lloyd targets net annualsynergies of around USD 400million fully realised by 2017.This is USD 100 millionhigher than originallyanticipated.

The cost and efficiencyprogram OCTAVE initiated in2014 is expected to deliverannual improvements ofapproximately USD 200million as of 2016. OCTAVEincludes improvementinitiatives in several areas suchas procurement and furtherfleet modernisation.

Hapag-Lloyd CSAV birlefl-mesinin daha yüksek siner-

ji, daha güçlü operasyon sonuç-lar› ve birleflmeyle güçlenennakliye hacmiyle hedeflenenden100 milyon dolar daha fazla vegelir getirmesi bekleniyor. Bumuazzam büyüme, Hapag-Lloyd’u kapasite temelindedünyan›n en büyük dördüncütafl›y›c›s› yapan Compañía SudAmericana de Vapores (CSAV)ile birleflmesinden kaynakland›.Nakliye hacmi 2014’ün ayn›dönemine k›yasla %29.4 arta-rak 2015’in ilk alt› ay›nda yak-lafl›k 3.7 milyon TEU’ya yük-seldi ve bu art›fl esas olarakCSAV’la birleflmeden kaynak-land›. 2015’in ilk alt› ay›ndaortalama navlun 2014’ün ayn›döneminin %9 alt›nda 1,296USD/TEU olarak gerçekleflti.2015’in ilk yar›s›nda gelir 1.5

milyar Euro’dan 4.7 milyarayükseldi. CSAV birleflmesininilk sinerjileri ve OCTAVE prog-ram›n›n ilave maliyet tasarruf-lar› sonucunda kazançlar daartt›.

Hapag-Lloyd 2015’in ilk yar›-s›nda 493.3 milyon Euro FVA-ÖK (önceki y›l ayn› dönemde67.2 milyondu) ve 267.7 mil-yon Euro faaliyet sonucu (önce-ki y›l ayn› dönemde 101.5 mil-yondu) gerçeklefltirdi; 157.2milyon Euro kar kaydetti (önce-ki y›l ayn› dönemde 173.3 mil-yondu).

2015 y›l›n›n ilk alt› ay›nda -Ha-pag-Lloyd OCTAVE program›n-dan maliyet tasarruflar› ve ilksinerjileri gerçeklefltirdi¤inden-nakliyede operasyonel para bi-rimi olan dolar baz›nda gider-ler hacimden belirgin biçimdeaz yükseldi. CSAV’›n hizmet vegemi sistemlerinin Hapag-Lloy-d’un çeflitli ticaretlerine akta-r›lmas› 2015’in ikinci çeyre¤in-de tamamland›. Art›k birleflmeneredeyse tamamlanm›fl oldu-¤undan Hapag-Lloyd 2017’yekadar tam olarak gerçekleflecek400 milyon dolar civar›nda nety›ll›k sinerji hedefliyor. Bu,bafllang›çta öngörülenin 100milyon dolar üstünde bir ra-kam.

2014 y›l›nda bafllat›lan maliyetve verimlilik program› OCTA-VE’›n 2016 itibar›yla y›ll›kyaklafl›k 200 milyon dolar iyi-leflme sa¤lamas› bekleniyor.OCTAVE, tedarik ve daha ilerifilo modernizasyonu gibi çeflitlialanlarda iyilefltirme giriflimle-ri içeriyor.


Hapag-Lloyd Continues On Profitable Course Hapag-Lloyd’un Kazançl› Rotadaki Seyri Devam Ediyor



One hundred and oneyears ago this month,

the first ship sailed throughthe Panama Canal which linksthe Atlantic and PacificOceans. The 77km-long (48mile) waterway has been calledone of the seven wonders of themodern world but a centuryafter its inauguration it is nowtoo small to take the world'slargest container ships.

The Panama Canal Expansionis the largest project at theCanal since its originalconstruction. The project willcreate a new lane of trafficalong the Canal through theconstruction of a new set oflocks, doubling the waterway’scapacity. The existing locksallow the passage of vesselsthat can carry up to 5,000TEUs. After the expansion thePost-Panamax vessels will beable to transit through theCanal, with up to 13,000TEUs. The Expansion willdouble the Canal’s capacity,having a direct impact oneconomies of scale andinternational maritime trade.

The Program consists ofseveral components:• New Locks (Third Set of

Locks)• Pacific Access Channel• Improvement of

Navigational Channels(Dredging)

• Improvements to WaterSupply

The Panama Canal expansionis based on six years ofresearch, which included morethan 100 studies on the

economic feasibility, marketdemand, environmental impactand other technicalengineering aspects. Works onthe Panama Canal Expansionbegan on September 2007 at atotal cost of US$5.2 billion.

Work on the expansion beganin September 2007 and wasoriginally set to finish in 2014.Following delays caused byconstruction workers' strikesand disputes over costoverruns, the date forcompletion was pushed back toApril 2016.

No more 'mules'

There is another key differencein the way the new locks willoperate. Currently tugboatshelp guide ships through thenarrow waterway.

In the existing locks, ships arealso tethered to electriclocomotives, called mules,which run along the dock wallsand help align the shipscorrectly. A large vessel mayhave up to eight mules guidingit, with two on each side at thebow and stern. In the newlocks, there will be no mules.

Yüz bir y›l önce bu ay Atlan-tik ve Pasifik okyanuslar›n›

birlefltiren Panama Kana-l›’ndan ilk gemi geçmiflti. 77km (48 mil) uzunlu¤undaki su-yolu ça¤dafl dünyan›n yedi hari-kas›ndan biri olarak adland›r›l-m›flt›. Aç›l›fl töreninden bir yüz-y›l sonra ise art›k dünyan›n enbüyük konteyner gemilerini ka-bul etmek için çok küçük.

Panama Kanal› geniflletmesi,ilk inflas›ndan bu yana kanalda-ki en büyük proje. Proje suyolu-nun kapasitesini iki kat›na ç›-karan yeni bir kanal havuzu se-tinin inflas›yla kanalda yeni birtrafik fleridi yarat›l›yor. Mevcutkanal havuzu 5,000 TEU’yakadar gemilerin geçifline izinveriyor. Geniflletmeden sonra13,000 TEU’ya kadar Post-Pa-namax’lar geçebilecek. Genifl-

letme, kanal›n kapasitesini ikikat›na ç›kararak ölçek ekono-milerini ve uluslararas› denizticaretini do¤rudan etkileyecek.

Geniflletme program› çeflitliö¤elerden olufluyor:• Yeni Kanal Havuzlar›• Pasifik Eriflimi Kanal›• Seyir kanallar›n›n iyilefltiril-

mesi (dip tarama)• Su temininin iyilefltirilmesi

Panama Kanal› geniflletmesiekonomik fizibilite, piyasa tale-bi, çevresel etki ve di¤er teknikmühendislik aç›lar›ndan100’den fazla çal›flmay› içerenalt› y›ll›k bir araflt›rmaya da-yal›. Geniflletme çal›flmalar›toplam 5.2 milyar dolar mali-yetle Eylül 2007’de bafllam›fl ve2014 y›l›nda tamamlanmas›planlanm›flt›. Grevler ve bütçe-nin afl›lmas›yla ilgili tart›flma-lar›n neden oldu¤u gecikmele-rin ard›ndan tamamlanma tari-hi 2016 Nisan›na ertelendi.

“Kara Traktörüne” Son

Yeni kanal havuzlar›n›n iflleyiflbiçiminde önemli bir fark var;römorkörler dar suyolundan ge-çiflte gemileri yönlendirmeyeyard›mc› oluyor.

Mevcut kanal havuzlar›nda ge-miler havuz duvarlar›nda gidipgelen ve geminin do¤ru hizalan-mas›na yard›mc› olan kanaltraktörü olarak adland›r›lanelektrikli lokomotiflere de ba¤-lan›yor. Büyük bir gemiye yan-larda, bafl ve k›çta ikifler taneolmak üzere sekize kadar kanaltraktörü k›lavuzluk edebilir.Yeni kanal havuzlar›nda kanaltraktörü olmayacak.

Last Situation of Panama Canal ExpansionPanama Kanal›’nda Son Durum


India’s Prime Minister NarendraModi along with officials from

the United Arab Emirates (UAE)have backed an ambitious $75billion programme of investmentto develop a number of portprojects as well as widertransport infrastructure anddefense.

Modi announced the investmentwhile on a state visit to theUAE earlier this month andindicated the two countrieswould work closely together ona range of fronts botheconomically and politically.

No details on timeframe ofproject specific were released asyet but Indian officials werekeen to highlight the synergiesbetween the two countries.

India has been active insoliciting investment and aimsto build on existing financingfrom notable wealth funds suchas the Abu Dhabi InvestmentAuthority (ADIA). Under Modi’s

leadership India has outlinedplans to attract $1 trillion infinancing to develop large-scaleport projects as well as railinfrastructure, roads, industrialcorridors and smart cities.

“Recognising that India isemerging as the new frontier ofinvestment opportunities,especially with the newinitiatives by the Government tofacilitate trade and investment,(the agreement will) encouragethe investment institutions ofUAE to raise their investmentsin India, including through theestablishment of UAE-IndiaInfrastructure Investment Fund,with the aim of reaching atarget of USD 75 billion tosupport investment in India'splans for rapid expansion ofnext generation infrastructure,especially in railways, ports,roads, airports and industrialcorridors and parks,”Subrahmanyan Jaishankar,India’s Foreign Secretarycommented.”

Birleflik Arap Emirliklerin-den (BAE) resmi yetkililer-

le birlikte Hindistan BaflbakanıNarendra Modi bir dizi limanprojesinin yanı sıra daha geniflnakliye altyapısı ve savunmaprojesi gelifltirmek üzere 75milyar dolarlık iddialı biryatırım programını destekledi.

Modi, söz konusu yatırımı buayın bafllarında BAE’ne resmibir ziyaret sırasında açıkladı vebir dizi cephede iki ülkenin hemekonomik hem de politik olarakyakın iflbirli¤i içinde çalıfla-ca¤ını belirtti.

Projeye özel bir zaman çizelge-sine iliflkin ayrıntılar henüzaçıklanmadı ama Hintlidevlet adamları iki ülkearasındaki sinerjilerivurgulamak için çok is-tekliydi.

Hindistan yatırım yap-ma konusunda faal olupAbu Dabi Yatırım Ku-rumu (ADIA) gibiönemli devlet fon-larından mevcut finans-manı gelifltirmeyiamaçlıyor. Hindistan,büyük ölçekli limanprojelerinin yanı sırademiryolu alt yapısı,yollar, sanayi koridor-ları ve akıllı flehirler ge-lifltirmek için finansma-na 1 trilyon dolar çek-mek üzere Modi’nin li-derli¤inde planlarhazırladı.

Hindistan Dıfliflleri Ba-kanı SubrahmanyanJaishankar flunları söy-ledi: “Hindistan’ın yeniyatırım fırsatları sınırıolarak ortaya çıktı¤ını

kabul etti¤imizde, özellikle Hü-kümetin ticaret ve yatırımı ko-laylafltırmaya yönelik yeni giri-flimleriyle bu anlaflma, ülkeninbaflta demiryolları, limanlar,yollar, havaalanları, sanayi ko-ridorları ve parklarında olmaküzere gelecek kuflak altyapınınhızla gelifltirilmesine yönelikplanlarına yatırımı destekle-mek için 75 milyar dolarlık he-defe ulaflmak amacıyla, BAE-Hindistan Altyapı Yatırımı Fo-nunun kurulması yoluyla dahilolmak üzere, BAE yatırım ku-rulufllarını Hindistan’dakiyatırımlarını arttırma konu-sunda cesaretlendirecektir.”

India & UAE Announce $75bn Port & Infrastructure FundHindistan ve BAE 75 Milyar Dolarl›k Liman ve Altyapı Fonu Açıkladı

SubrahmanyanJaishankar

Narendra Modi

Eco Marine Power (EMP)announced that in

co-operation with TheFurukawa Battery Company ofJapan, it is now able to offer arange of marine batterysolutions for use on-boardships or for marine relatedapplications such as offshoreplatforms & renewable energyprojects. This range of highquality and long-life batteriesfrom Furukawa Battery havealso been accepted for use onclassed vessels by ClassNK(Nippon Kaiji Kyokai) inaddition to having beenevaluated by EMP.

Three main battery types fromFurukawa Battery will now beused by EMP as part of itsAquarius Marine Solar Powerand Aquarius MAS + Solarsolution packages. Details ofthese battery technologies areas follows:

FC38-12: FC38-12 VRLA(Valve Regulated Lead Acid)batteries are ideal for smallmarine solar powerapplications (i.e. up to around5kWp) and can be suppliedeither as a battery pack set oras individual 12V units. Amajor advantage of the FC38-12 is that it’s relatively smallsize and light weight makes itideal for installation into small(but ventilated) spaces on-board ships and other vessels.

Furukawa Cycle Power (FCP)series battery units areavailable in variousconfigurations and aresupplied complete with amodular design mounting rackfor superior vibrationresistance. The space savingdesign of the unit also reduces

installation and maintenancetime. FCP series batteries areideally suited for renewableenergy applications and theirlong life (approximately 15years) and low maintenancerequirements make them idealfor use on ships.

The Ultra Battery (UB) seriesare the ideal solution for smartgrid, wind power and solarpower applications both onland and on ships. UB-50-12batteries can be supplied asindividual units or as a packfor use with an EMP marinesolar power solution. Some keyfeatures of the UB Series aretheir long cycle life(approximately 4500 cyclesfor the UB-1000) andsuppression of cathodesulfation. The UB seriesbatteries are ideal for retrofitprojects in addition to beingsuitable for new shipbuildingprojects.

Eco Marine Power (EMP),Japon Furukawa Battery ile

iflbirli¤i içinde gemilerde ya daaç›k deniz platformlar› ve yeni-lenebilir enerji projeleri gibi de-nizle ilgili uygulamalarda kul-lan›lacak bir dizi deniz batar-yas› çözümü sunmaya haz›r ol-du¤unu duyurdu. Furukawa’n›nyüksek kalitede ve uzun ömürlübu batarya serisi ClassNK tara-f›ndan s›n›fland›r›lm›fl gemiler-de kullan›lmak üzere kabuledilmesine ek olarak EMP ta-raf›ndan da de¤erlendirildi.

Furukawa Battery’nin üç anabatarya türü EMP taraf›ndanAquarius Marine Solar Powerve Aquarius MAS + Solar çö-züm paketlerinin bir parças›olarak kullan›lacak. Bu üç ba-taryan›n ayr›nt›lar› flöyle:

FC38-12: FC38-12 VRLA (Va-nayla Ayarlanan Kurflun Asidi)

bataryalar küçük (yaklafl›k 5kWp’ye kadar) deniz güneflenerjisi uygulamalar› için ideal;tak›m seti ya da tek 12V birim-ler halinde tedarik edilebiliyor.FC38-12’nin ana avantajlar›n-dan biri göreceli olarak küçükboyutu ve hafifli¤i. Bunlar ürü-nü gemilerde ve di¤er araçlar-daki küçük (ama havaland›r-mal›) alanlara kurulum için uy-gun k›l›yor.

Furukawa Cycle Power (FCP)serisi batarya birimleri çeflitlikonfigürasyonlarda mevcut.Üstün vibrasyon direnci içinmodüler tasar›ml› montaj ask›-s›yla komple sunuluyor. Biriminyerden tasarruf sa¤layan tasa-r›m› kurulum ve bak›m süresinide azalt›yor. FCP serisi batar-yalar yenilenebilir enerji uygu-lamalar› için ideal uygunlukta.Yaklafl›k 15 y›l› bulan uzun öm-rü ve düflük bak›m gereksinimidikkat çekiyor.

Ultra Batarya (UB) serisi hemgemilerde hem de karada ak›ll›flebeke, rüzgar enerjisi ve güneflenerjisi uygulamalar› için uy-gun diye niteleniyor. UB-50-12bataryalar› tek birim ya da birEMP deniz günefl enerjisi çözü-müyle kullanmak üzere paketolarak sat›n al›nabiliyor. Uzunyaflam ömürleri (UB-1000 için4500) ve katot sülfatlaflmas›n›nbast›r›lmas›, UB serisinin temelözelliklerinden baz›lar›. UB se-risi bataryalar yeni gemi inflaprojeleri için uygun olman›n ya-n› s›ra güçlendirme projeleriiçin de uygun.

ClassNK Accepts Furukawa Renewable Energy Batteries ClassNK Furukawa Yenilenebilir Enerji Bataryalar›n› Kabul Etti



Shares in China Cosco, China Shipping Development (CSD)

and China Shipping Container Lines (CSCL) were

suspended from trading on Monday 10 August following

news reports that the Chinese government is preparing to merge

these state-owned shipping entities.

Details remain patchy but it seems Cosco and CSCL are part of

a much broader effort to consolidate China's state-owned

enterprises that was announced earlier this year. Leading

executives from the companies are understood to be working on

a preliminary plan to be released before the year is out.

There is a hint of double standards about this story as it was

Chinese competition regulators that blocked the proposed P3

alliance between the world's three largest carriers Maersk Line,

MSC and CMA CGM in 2014. It seems now that China is

happy for the number of major carriers to shrink by one.

Çin hükümetinin devlete ait bu gemicilik kurulufllar›n›birlefltirmeye haz›rland›¤› fleklindeki haber bül-tenlerinin ard›ndan Cosco Çin, China Shipping Develop-

ment (CSD) ve China Shipping Container Lines (CSCL) hisseleri10 A¤ustos Pazartesi günü geçici olarak ask›ya al›nd›.

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

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



COSCO CSCL MERGER BAD FOR COMPETITION?

COSCO VE CSCL B‹RLEfiMES‹ REKABET ‹Ç‹N KÖTÜ MÜ?

A merger between Cosco and CSCL makes sense for China, but the ramifications for the container shipping

industry could be far-reaching. Having blocked the P3 Alliance on competition grounds, China could now

merge China Cosco and CSCL and, as a result, cause a domino effect on existing carrier alliances and

further carrier mergers in Asia - damaging industry competition.

Cosco ve CSCL'nin birleflmesinin Çin için bir anlam› var ama konteyner tafl›mac›l›¤› sektörü için sonuçlar›

daha genifl kapsaml› olabilir. Rekabet temelinde P3 ittifak›n› engellemifl olan Çin art›k Cosco Çin ile CSCL’yi

birlefltirebilir. Bunun sonucunda rekabete zarar vererek mevcut tafl›ma anlaflmalar› ve Asya’da di¤er tafl›y›c›

birleflmeleri üzerinde bir domino etkisi yaratabilir.

COSCO CSCL MERGER BAD FOR COMPETITION?

COSCO VE CSCL B‹RLEfiMES‹ REKABET ‹Ç‹N KÖTÜ MÜ?

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

Of the two carriers CSCL is the new guy on the block havingonly started operations in 1997. Through an aggressive organicexpansion it has quickly risen through the ranks to become oneof the leading Top 10 carriers although it has fallen short on itsprevious ambitious target to make it into the top three.

The rationale for a merger is entirely sound from a financialviewpoint and calls into question why China has persisted withthe two-carrier strategy for so long. It makes little sense tohave two national (i.e. state-controlled) carriers competingfiercely against one another and against non-Chinese carriers inthe same markets.

Both China Cosco and CSCL have seen their financialperformance deteriorate materially since the global financialcrisis and have seen major value destruction for stakeholders.Overcapacity in the underlying markets didn't help either buttheir individual operating and financial performance has beenfar worse than their peers. Between them the two carriers havelost $911 million in operating losses (EBIT) from containeroperations in the previous five years.

A merger would likely entail much better financial efficienciesand prudent use of the capital. Thecombined entity will be able to get accessto better financing synergies from banksand capital markets.

There of course remain many obstacles tothe merger taking place, but assumingthe will of the Chinese government isstrong and does not waver, there seemsevery chance that it will happen at somepoint in the near future.

The next question to ask therefore is:what will happen to the carrier alliancesthe two lines participate on the East-West trades?

Cosco is a long-standing member of theCKYHE Alliance alongside K Line(Japan), Yang Ming (Taiwan), Hanjin(South Korea) and Evergreen (Taiwan);while CSCL is a part of the Ocean Threeconsortium alongside CMA CGM(France) and UASC (Qatar) that was set-up at the start of this year.

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

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

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

Hem Cosco Çin hem de CSCL, küresel mali krizden bu yanamali performanslar›n›n somut biçimde bozuldu¤unu vepaydafllar için önemli bir de¤er y›k›m› gerçekleflti¤ini gördü.Altta yatan pazarlarda kapasite fazlas› da ifle yaramad› amabireysel iflletme ve finansman performanslar› benzer-lerininkinden çok daha kötüydü. ‹ki tafl›ma flirketi geçti¤imizbefl y›lda konteyner operasyonlar›ndan 911 milyon dolarfaaliyet zarar› kaydettiler.

Birleflme daha iyi finansal rand›man ve sermayenin ihtiyatl› kul-lan›m›n› gerektirecek. Birleflik kurum, banka ve sermaye



A merger of the Ocean Three and CKYHE alliances would meana combined market share above 40 percent and unlikely to beapproved by regulators. Instead, both the CKYHE and OceanThree will be faced with a major void to fill were they to loseeither Cosco or CSCL to the other carrier group. Based on the deployed vessels in the East-West container trades (Asia-Europe, Transpacific and Transatlantic) as of July 2015,both Chinese carriers contributed approximately one-quarter ofeach alliance's fleet in TEU.

As the smallest of the existing alliances the remaining carriersin the Ocean Three grouping, CMA CGM and UASC, would findthemselves even further down the pecking order were CSCL toabandon them.

While both carriers between them have around 570,000 TEUof newbuilds on order (not all for Ocean Three services) theywill most likely look to find a replacement carrier to bridge theshortfall. This maybe explains why UASC is now considered thefront-runner in the speculated sale of APL, as purchasing theSingapore-based carrier would nearly cover CSCL's share. Itwould also reduce the share of the G6 Alliance that APL iscurrently a member of.

Depending on which alliance wins or loses its Chinese member,the Ocean Three alliance and the CKYHE alliance will declineto a market share of just 13 percent or rise to a market shareof 28 percent.

If and when the merger occurs, will other countries be forcedto consider similar consolidation of their shipping lines? Overthe past five years only the Taiwanese carriers (Evergreen,Yang Ming and Wan Hai) have returned an operating profit(US$1.2 billion), whereas the Big 3 Japanese lines (MOL,NYK and K Line) have lost approximately US$550 millionand the South Koreans (Hanjin and HMM) nearly US$400million. None though match the US$900 million deficit ofCosco and CSCL.

piyasalar›ndan daha iyi finansman sinerjilerine eriflebilecek.

Kuflkusuz gerçekleflmekte olan birleflmenin önünde pek çok engelvar ama Çin hükümetinin iradesinin güçlü oldu¤u ve tereddütedüflmedi¤i varsay›ld›¤›nda bunun yak›n gelecekte bir noktadaolmas› için her f›rsat mevcut.

Dolay›s›yla sorulacak ikinci soru flu: iki hat Do¤u-Bat› ticaretlerine kat›ld›¤›nda tafl›ma flirketi ittifaklar›na ne olacak?

Cosco K Line (Japonya) flirketi, Yang Ming (Tayvan), Hanjin(Güney Kore) ve Evergreen’le (Tayvan) birlikte CKYHE ‹tti-fak›’n›n uzun zamand›r üyesi CSCL, ayr›ca CMA CGM (Fransa)ve UASC (Katar) ile birlikte bu y›l›n bafl›nda kurulmufl olanOcean Three konsorsiyumunun parças›.

Ocean Three ve CKYHE ittifaklar›n›n birleflmesi %40’›n üzerindetoplam pazar pay› anlam›na geliyor ki bu seçene¤in piyasadüzenleyicileri taraf›ndan onaylanmas› mümkün görünmüyor.Bunun yerine Cosco ya da CSCL’nin di¤er tafl›ma grubuna dahilolmalar› halinde CKYHE ve Ocean Three doldurulmas› gerekenbüyük bir bofllukla karfl›laflacak. Do¤u-Bat› konteyner ticaret-lerinde (Asya-Avrupa, Trans-Pasifik ve Trans-Atlantik)kullan›lan gemiler temelinde, her iki Çinli tafl›y›c› da Temmuz2015 itibar›yla TEU baz›nda her bir ittifak›n filosunun yaklafl›kdörtte biri oran›nda katk›da bulundu.

E¤er CSCL onlar› terk edecek olursa, mevcut ittifaklar›n enküçü¤ü olarak CMA CGM ve UASC’dan oluflan Ocean Three gruplaflmas›nda kalan tafl›y›c› flirketler kendilerini hiyerarflinindaha da alt›nda bulacak. Bunlar›n aras›ndaki iki tafl›y›c› flirketinyaklafl›k 570,000 TEU kapasiteli yeni infla siparifli varken (hepside Ocean Three hizmetleri için de¤il) büyük olas›l›kla aç›¤› kapa-mak için bir yedek tafl›ma flirketi bulmaya çal›flacaklar. Singapurmerkezli tafl›ma flirketini sat›n almak yaklafl›k olarak CSCL’ninhissesini karfl›layaca¤›ndan bu durum flimdi UASC’nin kurgu-lanan APL sat›fl›nda neden baflrol oyuncusu olarak kabul edil-di¤ini aç›klayabilir. Bu, APL’nin flu anda üyesi oldu¤u G6 ‹tti-fak›n›n pay›n› da düflürecek.

Hangi ittifak›n Çinli üyesini kaybedece¤i ya da kazanaca¤›naba¤l› olarak Ocean Three ittifak› ve CKYHE ‹ttifak› yaln›zca%13 pazar pay›na düflecek ya da %28 pazar pay›na yükselecek.

Birleflme olursa bu ifllem gerçekleflti¤inde di¤er ülkeler kendigemicilik flirketlerinin benzer bir birleflmesini düflünmek zorundakalacak m›? Geçti¤imiz befl y›lda yaln›zca Tayvanl› tafl›y›c›larEvergreen, Yang Ming ve Wan Hai faaliyet kar› (1.2 milyardolar) sa¤larken üç büyük Japon MOL, NYK ve K Line yaklafl›k550 milyon, Güney Koreli Hanjin ve HMM ise 400 milyon dolarkaybetti. Ancak hiçbiri Cosco ve CSCL’nin 900 milyon dolarzarar›na yaklaflmad›.



&&

Historically, coal and oil have been the dominant fuelsources in the global energy mix. However, the resultingthreats of global warming and the deteriorating health of

citizens in heavily industrialised areas have forced a collectivere-evaluation of attitudes towards pollution. Attention has necessarily turned to natural gas, as it is the cleanest burning ofthe fossil fuels. For example, comparing emissions on a per Btubasis, natural gas releases less carbon dioxide and significantly

Tarihsel olarak bak›ld›¤›nda, kömür ve petrol küresel enerjikar›fl›m›nda bask›n yak›t kaynaklar› oldu. Ancak bundan kay-naklanan küresel ›s›nma ve a¤›r biçimde sanayileflmifl alan-

lar›n yurttafllar›n sa¤l›¤›na yönelik tehdidi, kirlenmeye karfl›yaklafl›mlar›n ortak biçimde yeniden de¤erlendirilmesini zorunluk›ld›. Fosil yak›tlar› içinde en temiz yanan› oldu¤undan kaç›n›lmazolarak dikkatler do¤al gaza çevrildi. Örne¤in bu temelde sal›mlar›k›yaslad›¤›m›zda do¤al gaz hem petrol hem de kömürden daha az



Global energy demand is projected to grow by approximately 1.4% per annum between 2015 and

2035, which means we will need to produce over 32% more energy on an absolute basis in 2035 than

we will in 2015. The fuel source that is best positioned to supply this demand gap is natural gas.

Küresel enerji talebinin 2015 ve 2035 aras›nda y›lda yaklafl›k % 1.4 büyümesi bekleniyor ki bu da mutlak

bir biçimde 2035 y›l›nda 2015’de oldu¤undan %32 daha fazla enerji üretmemiz gerekece¤i anlam›na

geliyor. Bu talep bofllu¤unu doldurmak için en iyi konumdaki yak›t kayna¤› do¤al gaz olarak görünüyor.

CHANGING

GLOBAL ENERGY DEMAND

DE⁄‹fiEN KÜRESEL ENERJ‹ TALEB‹

so locally. The remaining third is exported to foreign countries.The current geopolitical balance of natural gas trading has theformer Soviet Union countries and the Middle East exportingtheir gas to European and Asia Pacific buyers. Europe is theworld’s largest importer of natural gas, and due to the 2011earthquake and Fukushima disaster, Japan has rapidlyincreased its consumption of natural gas as it shifts away fromnuclear power.

less nitrogen dioxides, sulfur dioxide, particulates, and mercurythan both oil and coal. While the cleanest sources of fuel are ofcourse renewable, even with the impressive recent rates ofgrowth, such energy sources will still fall far short of providingenough energy for base loads for many decades. This leaves natural gas as the logical leading fuel source for the future.

The BP Energy Outlook 2035 is projecting that natural gas willovertake oil as the world’s dominant fuel source and willaccount for almost a third of primary energy by 2035.Coincidentally, the natural gas exploration and productionindustry has recently gone through a shale productionrevolution that has opened up existing unconventional gasreservoirs in the United States and around the world. By somemeasures, we are now capable of producing enough natural gasto power the world’s energy needs for 150 years. The newlyaccessed, prolific amount of supply to come out of the UnitedStates will be the focus of the second installment in this serieson global LNG supply and demand.

HOW NATURAL GAS IS TRADED

About two-thirds of the natural gas consumed globally is done

karbondioksit ve önemli ölçüde daha az nitrojendioksit, sülfür-dioksit, partiküller ve c›va sal›yor. En temiz yak›t kaynaklar›kuflkusuz yenilenebilir özellikteyken son zamanlardaki etkileyiciart›flla bile bu enerji kaynaklar› onlarca y›l boyunca asgari yük içinyeterli enerjiyi sa¤laman›n çok gerisinde kalacak. Bu durum do¤algaz› gelecek için mant›ksal olarak önde gelen yak›t kayna¤› olarakb›rak›yor.

“BP Enerji Görünümü 2035” dünyan›n bask›n yak›t kayna¤›olarak do¤al gaz›n petrolün yerini alaca¤›n› ve 2035 itibar›yla bi-rincil enerjinin neredeyse üçte birini karfl›layaca¤›n› öngörüyor.Bu arada do¤al gaz sondaj ve üretim sektörü son zamanlardadünyada ve ABD’deki geleneksel olmayan mevcut gaz rezervleriniaçm›fl olan bir flist üretim devrimi yaflad›. Baz› önlemlerle art›k150 y›l boyunca dünyan›n enerji gereksinimini beslemeye yetecekmiktarda do¤al gaz üretebiliyoruz. ABD’de ç›kacak yeni ulafl›lm›fl, verimli miktarda kayna¤›n varl›¤›, küresel LNG arz ve talebi üzerine bu dizideki ikinci bölümün odakland›¤› fley olacak.

DO⁄AL GAZ T‹CARET‹ NASIL GERÇEKLEfi‹YOR?

Küresel olarak tüketilen do¤al gaz›n yaklafl›k üçte ikisi yerelolarak tüketiliyor. Geri kalan üçte bir ise yabanc› ülkelere ihraçediliyor. Do¤al gaz ticaretinin mevcut jeopolitik dengesindegazlar›n› Avrupa ve Asya Pasifik al›c›lar›na ihraç eden eskiSovyetler Birli¤i ve Ortado¤u var. Avrupa dünyan›n en büyükdo¤al gaz ithalatç›s›; 2011 depremi ve Fukushima felaketinedeniyle nükleer enerjiden uzaklaflan Japonya da do¤al gaz tüke-timini h›zla art›rd›.

Do¤al gaz ticareti iki flekilde yap›l›yor:

• Gaz olarak mevcut boru altyap›s›yla naklediliyor.

• Bir s›v›laflt›rma tesisinde afl›r› so¤utularak (-160 santigrat) s›v›durumuna getiriliyor ve sonra bir LNG tankeriyle dünyayanaklediliyor.

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

LNG PAZARI DE⁄ERLEND‹RMES‹

2015’te küresel LNG ticaretinin y›ll›k 250 milyon tona (MTPA)ulaflarak 120 milyar dolardan daha de¤erli bir pazar halinegelmesi bekleniyor ki bu da Goldman Sachs’›n müflterilere sonnotunda belirtti¤i gibi LNG pazar›n› dünyadaki en de¤erli ürünpazar› olarak petrolden sonra ikinci s›raya yerlefltiriyor.



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

• Transported through existing pipe infrastructure as a gas.

• Super cooled (-160 degrees Celsius) in a liquefaction facility,changing its state to a liquid, and then transported around theworld by an LNG carrier.

Gas that has been cooled and gone through a phase change intoa liquid is called liquefied natural gas (LNG). Once LNG hasbeen transported to its destination, it must then be returned to agaseous state at an appropriate regasification facility. Roughly70% of traded natural gas is exported through pipelines today,with the remaining 30% shipped as LNG. Planned LNGinfrastructure projects will likely cause the two trading methodsto converge to equivalent volumes over the coming decades, withsome even projecting LNG trade to overtake pipeline trade overthat period.

LNG MARKET OVERVIEW

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

LNG pazar›n›n güçlü büyümesine bir referans olarak, küreselenerji talebi 2000’den 2015’e %2.3 Y›ll›k Bileflik BüyümeOran›nda (YBBO) artt› ve do¤al gaz da y›ll›k %2.6 büyüdü. Ayn›dönemde LNG y›ll›k %6.3 gibi önemli bir büyüme gösterdi ve budönemde aç›k arayla en h›zl› büyüyen fosil yak›t kayna¤› oldu.Önümüzdeki 20 y›la bak›ld›¤›nda LNG’nin bütünde %1.4 olanenerji pazar›ndan önemli ölçüde daha h›zl› biçimde 2035’de %4.1YBBO büyümesi bekleniyor.

Mevcut LNG pazar› arz k›s›tlamalar›yla s›n›rlan›yor. Küreselolarak yaln›zca 300 MTPA s›v›laflt›rma kapasitesi var. Tahminedilen 2035 y›ll›k ticaret hacmi 550 MTPA’ya kadar yükselebilir.Bu tahmini büyüme düzeyini karfl›lamak için s›v›laflt›rma tesisleri,LNG tafl›y›c›lar› ve yeniden gaza dönüfltürme tesisleri için plan-lanm›fl milyarlarca dolarl›k ara kademe LNG yat›r›m› bulunuyor.Yeni oluflmaya bafllayan yüzen s›v›laflt›rma araçlar› (FLNGV)inflas› özellikle ilgi çekici. FLNGV’ler s›v›laflt›rma tesisleri tafl›yangemiler. Ara kademe de¤er zincirinin sermaye-yo¤un bir kesi-minde eflsiz bir yat›r›m f›rsat› sa¤l›yor ve bu dizideki üçüncübölümün oda¤› onlar olacak.

LNG TAfiIMACILI⁄I P‹YASASI

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



As a reference for the strong growth of the LNG market, globalenergy demand from 2000 to 2015 grew at a Compound AnnualGrowth Rate (CAGR) of 2.3% and natural gas grew at 2.6%annually. Over that same period, LNG has grown at a significant6.3% annually. LNG was far and away the fastest growing fossilfuel source over that period. Looking ahead over the next 20 years,LNG is anticipated to grow at a 4.1% CAGR through 2035,significantly faster than the energy market as a whole at 1.4%.

The current LNG market is being limited by supply constraints.There only exists about 300 MTPA of liquefaction capacityglobally. The projected 2035 annual traded volume could be ashigh as 550 MTPA. To meet this projected level of growth, thereare currently billions of dollars of planned LNG midstreaminvestment in liquefaction facilities, LNG carriers, andregasification facilities. Of particular interest is the nascentconstruction of floating liquefaction vehicles (FLNGV). FLNGVsare ships that carry liquefaction facilities. They offer a uniqueinvestment opportunity in a capital-intensive part of themidstream value chain and will be the focus of the thirdinstallment in this series.

THE LNG SHIPPING MARKET

The first LNG trade agreement was between Algeria as supplierand the United Kingdom as buyer in the mid-1960s. There was asteady build of LNG shipping capacity from that point until around2001, but between 2001 and today there has been a relativeexplosion in LNG shipping capacity. At the end of 2013, the globalLNG fleet stood at 357 vessels, with another 108 conventionalcarriers already in order books. Along with the conventional LNGcarriers (LNGC), we have also seen the construction of severallarger Q-Flex and Q-Max sized carriers to transport LNG fromQatar, the largest supplier of LNG, to its buyers.

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

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

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

LNG deniz tafl›mac›l›¤› pazarlar› sorunsuz say›lmaz; arz-talepdengesizlikleri göreceli bir s›kl›kla oluflabilir ve olufluyor. Sonuçolarak, son y›llarda LNG gemilerinin k›sa vadeli kiralama ücret-leri son derece dengesizdi. 2000’li y›llar›n ortalar›nda tipik birkiralama ücreti günlük 50,000 dolard› ve bu fiyat 2010 y›l›ndagünlük 22,000 dolara kadar düflerken yaln›zca 2012’de günlük150,000 dolar›n üstüne bir s›çrama gösterdi. O günden beri fiyat-lar tarihsel normlara daha yak›n biçimde düflüyor.

Önümüzdeki on y›llarda bütün olarak küresel LNG ticaretinde bek-lenen büyüme ve bunun sonucunda ara kademe alt yap› yat›r›mlar›flafl›rt›c› geliflmelere gebe. ‹fllemler küresel holdingler, ürün emtiapiyasas› uzmanlar›, egemen uluslar ve yenilikçi kurulufllar aras›ndagerçekleflecek. Karada ve yüzen s›v›laflt›rma ile yeniden gazadönüfltürme altyap›s›na milyar dolarlar, LNG tafl›y›c›lar› infla etmeve güncellemeye ise daha da fazla milyarlar harcanacak.



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

& &

STUDY // ‹NCELEME


Shangai

STUDY // ‹NCELEME


The Top 30 container ports in the world were mainly composed of Asian ports. The exceptions were only 5 Euro-pean, 2 American and 1 Middle Eastern ports. Chinese port

Shangai led the list, followed by Singapore and then again Chi-nese ports Shenzhen, Hong Kong and Ningbo. The Top 10 listincluded 6 Chinese ports as well as Singapore, Busan, Dubai andLos Angeles/Long Beach, but no European port.

According to the data of Alphaliner, Chinese ports (includingHong Kong), accounting for 11 of the Top 30 spots, handlednearly the half of combined volume of these ports and more thanthe quarter of total global container throughput, 178 million teuin 2014.

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

Dünyan›n ilk 30 konteyner liman› genel olarak Asya liman-lar›ndan olufluyor. ‹stisnalar sadece 5 Avrupa, 2 Amerikave 1 Orta Do¤u liman›. Çin liman› Shangai liste bafl› iken

onu Singapore ile yine Çin limanlar› Shenzhen, Hong Kong veNingbo izledi. ‹lk 10 listesinde ise hiç Avrupa liman› yokken 6 Çinliman›n›n yan› s›ra Singapore, Busan, Dubai and LosAngeles/Long Beach yer al›yordu.

Alphaliner’›n verilerine göre; Çin limanlar› ilk 30 içinde HongKong dahil olmak üzere 11 ve 2014 y›l›nda birleflik elleçledikleri178 milyon teu konteyner, bu 30 liman toplam›n›n yaklafl›k olarakyar›s› ve dünya toplam›n›n çeyre¤inden fazlas›.

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

DÜNYANIN EN YO⁄UN

KONTEYNER L‹MANI30 BUSIEST CONTAINER PORTS OF THE WORLD

HAL‹S ÖZTÜRK

The Top 30 container ports in the world handled a combined volume of 371 million teu in 2014,

corresponding to an annual increase of 5.3% over 2013 when the same ports reported total volumes was 352

million teu. The volume handled at these 30 ports account for over half of the total global container

throughput which is estimated to have reached 700 million teu in 2015.

Dünyan›n ilk 30 konteyner liman› %5.3’lük art›flla 2014 y›l›nda toplam 371 milyon teu elleçledi. Ayn› limanlar›n

2013 için kaydedilen hacimleri ise 352 milyon teu idi. Bu otuz liman›n toplam elleçleme rakam›, 2015 y›l›nda

700 milyon teu’ya ulaflmas› beklenen dünya toplam konteyner trafi¤inin yar›s›ndan fazlas›na karfl›l›k geliyor.

STUDY // ‹NCELEME


30 BUSIEST CONTAINER PORT OF THE WORLD, THROUGHPUT MILLION TEU

DÜNYANIN EN YO⁄UN 30 KONTEYNER L‹MANI ELLEÇLEME RAKAMLARI M‹LYON TEU

Rank Port Country 2014 Share in 30 2013 Change rate 2013 Rank

S›ra Liman Ülke 2014 30’daki pay 2013 De¤iflim oran› 2013 S›ra

1 Shangai China // Çin 35.29 9.52% 33.62 5.00% 1

2 Singapore // Singapur Singapore // Singapur 33.87 9.13% 32.58 4.00% 2

3 Shenzhen China // Çin 24.04 6.48% 23.28 3.30% 3

4 Hong Kong China // Çin 22.23 6.00% 22.35 -0.60% 4

5 Ningbo China // Çin 19.45 5.25% 17.35 12.10% 6

6 Busan South Korea // Güney Kore 18.68 5.04% 17.69 5.60% 5

7 Qingdao China // Çin 16.62 4.48% 15.52 7.10% 7

8 Guangzhou China // Çin 16.62 4.48% 15.5 7.20% 8

9 Dubai UAE // BAE 15.25 4.11% 13.64 11.80% 10

10 Los Angeles/Long Beach USA // ABD 15.16 4.09% 14.6 3.80% 9

11 Tianjin China // Çin 14.05 3.79% 13.01 8.00% 11

12 Rotterdam Netherlands // Hollanda 12.3 3.32% 11.62 5.80% 12

13 Port Kelang Malaysia // Malezya 10.95 2.95% 10.35 5.80% 13

14 Kaohsiung Taiwan // Tayvan 10.56 2.85% 9.94 6.30% 14

15 Dalian China // Çin 10.13 2.73% 10.02 1.10% 15

16 Hamburg Germany // Almanya 9.78 2.64% 9.3 5.10% 16

17 Antwerp Belgium // Belçika 8.98 2.42% 8.58 4.70% 17

18 Xiamen China // Çin 8.57 2.31% 8.01 7.00% 18

19 Tanjung Pelepas Malaysia // Malezya 8.52 2.30% 7.63 11.70% 19

20 Laem Chabang Thailand // Tayland 6.58 1.77% 6.04 9.00% 21

21 Ho Chi Minh City/Cai Mep Vietnam 6.29 1.70% 5.39 16.70% 25

22 Bremerhaven Germany // Almanya 5.8 1.56% 5.83 -0.60% 22

23 New York/New Jersey USA // ABD 5.77 1.56% 5.47 5.60% 24

24 Yingkou China // Çin 5.77 1.56% 5.3 8.80% 26

25 Jakarta Indonesia // Endonezya 5.69 1.53% 6.21 -8.40% 20

26 Lianyungang China // Çin 5.01 1.35% 5.49 -8.80% 23

27 Colombo Sri Lanka 4.91 1.32% 4.31 14.00% 31

28 Tokyo Japan // Japonya 4.89 1.32% 4.86 0.60% 27

29 Algeciras Spain // ‹spanya 4.55 1.23% 4.35 4.70% 29

30 Nhava Sheva India // Hindistan 4.47 1.21% 4.12 8.50% 32

Total // Toplam 370.78 351.96

Source // Kaynak: Alphaliner

2 US ports handled 20.9 million teu in 2014 which was just5.6% of the Top 30. The only port from the Middle East wasDubai at the 9th rank and its volume was 15.5 million teu whichcorresponded to a share of 4.1%.

VIETNAM PORTS MAKE BIG GAINS AS CHINA’SGROWTH SLOWS

Amongst the main ports, the highest growth was chalked up byVietnamese ports, with volumes at Ho Chi Minh City (HCMC)and its deep water gateway of Cai Mep growing by 16.7% toreach 6.39 million teu. The North Vietnamese port of Haiphongalso recorded a 14.3% growth rate to reach 3.45 million teu.

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

V‹ETNAM L‹MANLARI BÜYÜK ‹VME KAZANIRKENÇ‹N’‹N BÜYÜMÜSE YAVAfiLIYOR

Ana limanlar içinde en çok büyümeyi Vietnam limanlar› kaydetti;Ho Chi Minh City (HCMC) ve onun derin suyolu Cai Mep %16.7büyüdü ve 6.39 milyon teu’ya ulaflt›. Kuzey Vietnam liman›Haiphong da %14.3 büyüme oran› kaydetti ve 3.45 milyon teuelleçledi. HCMC terminallerinin ilk çeyrekte gözlenen %12.6hacim art›fl›yla Vietnam’›n dikkat çekici büyümesinin 2015 y›l›ndada sürmesi bekleniyor.

Di¤er en h›zl› büyüyen limanlar; %14.00 art›flla Sri Lanka Colom-bo, %12.10 ile Çin Ningbo, %11.80 ile BAE Dubai ve %11.70 ileMalezya Tanjung Pelepas idi.

Çin limanlar› ilk 30 listesine a¤›rl›¤›n› koyarken %4.9’luk toplambüyüme oran› ile ana limanlar ortalamas›n›n gerisinde kald›lar.Bu Çin limanlar›ndaki büyüme 2013 y›l›ndaki %5.0’lik rakam›nçok az gerisinde kald›. 2014 büyüme oran› Çin limanlar› içinkay›tlardaki ikinci en düflük y›ll›k büyüme oran› oldu.


STUDY // ‹NCELEME

BusanDubai

Singapore

Vietnam’s impressive growth is set to continue in 2015, withHCMC terminals recording a 12.6% increase in volumes handledin the first quarter of this year.

The other fastest growing ports were Colombo, Sri Lanka withan increase of 14.00%, Ningbo, China 12.10%, Dubai, UAE11.80%, and Tanjung Pelepas, Malaysia 11.70%.

Although Chinese ports dominated the Top 30 list, theircombined growth of 4.9% fell below the average of the mainglobal ports. Growth at the key Chinese ports slowed slightlyfrom the 5.0% recorded in 2013. The 2014 growth rate was thesecond lowest annual growth rate on record for Chinese ports.

Four ports in the top 30 lost volume in 2014; Lianyungang,China with a decrease of 8.80%, Jakarta, Indonesia -8.40%, andHong Kong, China as well as Bremerhaven, Germany at thesame rate -0.60%.

AMBARLI IN TOP 50

Among the Turkish ports only Ambarli with a handling volume of 3.45 million teu was listed on the Top 50 containerterminals of the world. According to the data of TurkishMinistry of Transport, Maritime Affairs and Communication(UDHB) General Directorate of Merchant Marine, Turkishports’s throghput was 8.35 million teu in 2014 and Ambarliwas the busiest. It was followed by Mersin and Kocaeli. When cities evaluated, the city of Istanbul was the busiest andtop spot with a combined 3.58 million teu (Ambarl› plusIstanbul harbours), Mersin was the second and the third citywas ‹zmir with a handling volume of 1.22 million teu (‹zmirplus Alia¤a harbours).

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

AMBARLI ‹LK 50 ‹Ç‹NDE

3.45 milyon teu elleçleme hacmiyle Türk limanlar› aras›ndasadece Ambarl› dünyan›n ilk 50 konteyner terminali listesinegirdi. Ulaflt›rma, Denizcilik ve Haberleflme Bakanl›¤› (UDHB)Deniz Ticareti Genel Müdürlü¤ü verilerine göre; 2014 y›l›nda Türklimanlar›nda 8.35 milyon teu konteyner elleçlendi ve Ambarl› enyo¤unu idi. Onu Mersin ve Kocaeli izledi. fiehirler biçimindede¤erlendirme yap›ld›¤›nda ise 3.58 milyon teu ile ‹stanbul flehri(Ambarl› art› ‹stanbul Liman Baflkanl›klar›) öncü idi. Mersin ikin-ci ve 1.22 milyon teu elleçleme hacmiyle ‹zmir üçüncü flehirdi(‹zmir art› Alia¤a Liman Baflkanl›klar›).

STUDY // ‹NCELEME


10 BUSIEST CONTAINER PORTS OF TURKEY IN 2014 THROUGHPUT MILLION TEU

TÜRK‹YE’N‹N EN YO⁄UN 10 KONTEYNER L‹MANI 2014 ELLEÇLEME RAKAMLARI M‹LYON TEU

&&

Port Authority Loading Discharging Cabotage Total

Liman Baflkanl›¤› Yükleme Boflaltma Kabotaj Transit Toplam

Ambarl› 1.72 1.73 0.21 0.75 3.45

Mersin 0.74 0.74 0.04 0.00 1.48

Kocaeli 0.45 0.46 0.04 0.00 0.90

Gemlik 0.35 0.36 0.10 0.00 0.71

‹zmir 0.32 0.37 0.04 0.00 0.68

Alia¤a 0.29 0.25 0.01 0.00 0.54

Antalya 0.09 0.10 0.01 0.00 0.19

‹skenderun 0.09 0.10 0.00 0.00 0.19

‹stanbul 0.06 0.07 0.02 0.00 0.13

Samsun 0.02 0.02 0.02 0.00 0.05

Total // Toplam 4.16 4.19 0.53 0.75 8.35

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

Hamburg

As Tersan shipyard, you are putting your signatureunder very important projects. You have made agood way especially related with the offshore

projects. However, there is a serious shrinkage in offshoremarket in parallel with the decline of oil prices. We wouldlike to learn your considerations related with this issue.

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

Tersan Tersanesi olarak çok güzel projelere imza at›yorsu-nuz, özellikle offshore projeleriyle ilgili güzel yol ald›n›z.Ne var ki petrol fiyatlar›ndaki düflüfle paralel offshore

piyasas›nda da ciddi bir daralma söz konusu. Bu konudaki düflüncelerinizi ö¤renebilir miyiz?

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



TERSAN: A NORTH EUROPE EXPERT

B‹R KUZEY AVRUPA UZMANI

HAL‹S ÖZTÜRK

Tersan attracted the attention of the industry with the orders it received successively from North Europe

known as the most difficult market to enter during the most challenging years of shipbuilding industry.

Tersan was so successful that they both announced to the world the name of the Turkish shipyards in

the field of offshore shipbuilding and they took place among the giant industrial enterprises dominating the

Turkish economy. We talked about the present condition of the market and ongoing projects with Tersan

Shipyard’s Business Development Manager fiakir Erdo¤an.

Türkiye gemi infla sanayinin en zorlu y›llar›nda girilmesi en zor pazarlar aras›nda gösterilen Kuzey Avrupa’dan

ard› ard›na ald›¤› ifllerle dikkatleri üzerine çekti Tersan. O denli baflar›l› oldular ki hem offshore gemileri

yap›m›nda Türk tersanecili¤inin ad›n› dünyaya duyurdular hem de Türkiye ekonomisine yön veren dev sanayi

kurulufllar› aras›nda yer ald›lar. Tersan Tersanesi ‹fl Gelifltirme Müdürü fiakir Erdo¤an ile piyasan›n durumu

ve yap›m› süren projeler hakk›nda konufltuk.

What are the specifications that make this vessel exclusive?

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

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

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

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

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

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

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



Launching ceremony of factory trawler vessel Leinebris // Leinebris bal›k fabrika gemisinin inifl töreniMehmet Gazio¤lu - Tersan Shipyard General Manager // Genel Müdürü, Age Uran - Leinebris AS Partner // Firma orta¤›, Paul Harald Leinebo - Leinebris AS Partner //

Firma orta¤›, Osman Nurettin Paksu - Tersan Chairman // Yönetim Kurulu Baflkan›, fiakir Erdo¤an - Tersan Business Development Manager // ‹fl Gelifltirme Müdürü

until July; this number is very low compared to previous years.In any case, forecasted recovery will be in 2018. For this reason,the orders should begin to be given in 2017. We are notpessimistic especially for the next and following years.

Can you introduce the Norwegian owner of the vessel?

The ship owner is Volstad Shipping for whom we build a factorytrawler vessel previously. They were pleased with the performanceof that ship and they returned with this large order after sixmonths. Majority of offshore vessel owners in Norway are withtrawling origin. Generally, they enter into offshore industry afterexpanding their trawler fleets. Volstad also started with fishing twogenerations before and they are doing offshore business withoutquitting fishing. They have five offshore and one fishing vessels.

What do you think about working with Norwegians, can yousay that it is pleasing?

Norwegians dote on their ships since they regard it as their caror a member of the family. Every country’s culture is differentfrom each other but Norwegian culture complies with our culturebecause they have a slight amateur trait like us. They don’t standon ceremony. Even the owners of the ships, board chairs of smallmedium businesses do not abstain from inspecting the tanks byentering into the vessels. And we like this behavior of them. Weprefer them instead of the ones we will correspond throughlawyers. For we too work with this spirit; agreements that yousolve the petty problems by shaking hands with the owner ofcompany are always more pleasant even if you are highlyinstitutionalized, professionalized.

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

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

In the past years many ships were built for spot market also notonly because there were charter party for five or ten years; charterparties were really appetizing the ship owners. All of them wereable to find job for good prices. Of course, this is beside the pointnow! A few offshore companies passed into other hands alreadyand I think a few more companies will meet the same fate and/orcollapse before the beginning of upward trend in the market.

How do you position yourself as a shipyard when youevaluate offshore vessels; and can you say that you can buildall kinds of ships?

We have a quite big slipway; 200 meters to 56 meters. Secondalternative is our method of launching which is sliding to dock.Our dock is 29 meters wide and its lifting capacity is 9 thousand

imzalanabildi; bu say› önceki senelere nazaran çok çok düflük. Zaten toparlanman›n 2018’de gerçekleflmesi bekleniyor. Bu yüz-den de siparifllerin 2017’da verilmeye bafllanmas› laz›m. Özellikleseneye ve ondan sonraki seneler için çok da kötümser de¤iliz.

Geminin Norveçli armatörünü tan›t›r m›s›n›z?

Kendilerine daha önce bir tane bal›kç› fabrika gemisi infla etti¤i-miz Volstad Shipping. O geminin performans›ndan memnun kald›-lar ve alt› ay sonra bize bu büyük sipariflle geri döndüler. ZatenNorveç’teki offshore armatörlerinin büyük k›sm› bal›kç›l›ktan gel-me. Bal›kç›l›k filolar›n› genifllettikten sonra offshore’a ad›m at›-yorlar genel olarak. Volstad da iki nesil öncesinde bal›kç›l›ktanbafllam›fl ve bal›kç›l›ktan kopmadan offshore ifli de yap›yorlar. Befloffshore, bir tane de bal›kç› gemisi var.

Norveçlilerle çal›flmay› nas›l de¤erlendiriyorsunuz, keyifli di-yebilir misiniz?

Norveçliler gemilerine otomobilleri ya da ailenin bir ferdi gibi bak-t›klar› için üzerlerine titrerler. Her ülkenin kültürü farkl› ama Nor-veç kültürü bizimle biraz uyufluyor, çünkü t›pk› bizim gibi hafif biramatör yanlar› da var. Çok resmi davranm›yorlar. Geminin sahibi,küçük-orta ölçekli firmalar›n yönetim kurulu baflkanlar› dahi gemi-nin içine girip tanklar› denetlemekten imtina etmiyor. Bizim de butav›rlar› hoflumuza gidiyor. Avukatlar kanal›yla yaz›flmalar yapaca-¤›m›z bir firmadansa böylesini tercih ediyoruz. Çünkü biz de bu ruhla çal›fl›yoruz; ne kadar kurumsallaflsan›z, profesyonelleflseniz deufak sorunlar› karfl›n›za firma sahibini al›p tokalaflarak halletti¤inizanlaflmalar her zaman daha keyifli oluyor.

Piyasan›n bu durumuna karfl›n yeni infla için görüflmelerinizsürüyor mu?

Büyük boyutlu bal›k fabrikas› gemileri için çok, offshore destek ge-mileri içinse s›n›rl› say›da teklif istey-n müflterilerimiz oluyor. Amaörne¤in bu sene içinde verdi¤imiz offshore destek gemisi inflas› tek-liflerden iki tanesi, hemen hemen ayn› özellikte fakat 4-5 yafl›nda-ki gemileri ikinci el almay› tercih etti. Fiyatlar› daha uygun geliyoronlara çünkü ikinci elde yüzde 30’dan fazla düflüfl var.



tons. Our crane can lift 550 tons and I think it is still the largestcrane of Turkey. Therefore, it seems like we don’t have limitationin terms of capacity. When it comes to structure; both speciallyTersan and generally all the shipyards in Turkey are already veryflexible. We can immediately transform ourselves according tothe type of the ship. What we have to do is a very perfectplanning in order to deliver in due time and within the determinedbudget. We believe that we can accomplish every project when wemake this planning. Our most important ground in this rhetoric isthe broad experience which our customers convey us generouslyas they see our sincerity. Of course, cruise vessels are morespecial but we don’t have any restrictions for other ship types.

Please tell us about your ongoing projects and the projectsyou lay stress on for the future?

We have the above-mentioned large offshore supply supportvessel. A multi-purpose platform support vessel for an Americancompany is under construction. We are building a stainless tankerfor a German owner. We had delivered three ships to them andthis is the forth one ordered subsequently. Last week we delivereda live fish carrier to Faroe Islands. We have four fabric fishingships (trawler), one longliner fishing vessel whose construction iscontinuing. We are proceeding with these projects for now. Stillthere are many requests for proposal but not much move. But webelieve that we shall easily overcome this as Turkey.

Are there occasions where you descend into desperation?

Look, we are doing a hard job. Everyday 2,000 people enterfrom this door and you descend into desperation unavoidably ifyou cannot employ even one of your friends on the next day. Infact, this sense of responsibility keeps us on our feet. For thatreason, any fluctuation in our orderbook makes us a littlehesitant. We are obliged to keep pace with the decline of pricesin the market. We are receiving our jobs and making ourdeliveries in a way necessitated by existing conditions since wecannot control the market. We are trying to push the pessimisminto the background.

Sadece befl on y›ll›k kira sözleflmesi var diye de¤il spot markete deçok gemi yap›lm›flt› zaman›nda çünkü kira sözleflmeleri gerçektenifltah›n› aç›yordu armatörlerin. Hepsi de iyi rakamlarla ifl bulabili-yordu. Tabii art›k söz konusu de¤il! Birkaç offshore firmas› dahaflimdiden el de¤ifltirdi. San›r›m piyasa yükselifle geçmeden önce bir-kaç firma daha el de¤ifltirecektir ve/veya birkaç› da çökecek.

Offshore gemilerini de¤erlendirdi¤iniz zaman tersane olarakkendinizi nas›l konumland›r›yorsunuz ve her tür gemiyi yapa-r›z diyor musunuz?

Oldukça büyük bir k›za¤›m›z var, 200 metreye 56 metre. ‹kinci alternatif denize inifl metodumuz, havuza kayd›rma. Havuzumu-zun geniflli¤i 29 metre, kald›rma kapasitesi 9 bin ton. Vincimiz550 ton kald›r›yor, hala Türkiye’deki en büyük vinç san›r›m. Dola-y›s›yla kapasite olarak bir s›n›r›m›z yok gözüküyor. Yap› olarak dahem Tersan özelinde hem Türkiye genelindeki di¤er tersaneler zaten çok esnektir. Geminin tipine göre kendimizi hemen dönüfltü-rebiliriz. Yapman›z gereken fley, zaman›nda ve bütçenizin içindeteslim edebilmek için çok iyi bir planlamad›r. Bunu yapt›ktan son-ra önümüzde yapamayaca¤›m›z herhangi bir proje yok diye düflü-nüyoruz. Tabii bu söylemde en büyük dayana¤›m›z müflterilerimi-zin samimiyetimizi gözlemledikçe bize cömertçe aktard›klar› engin tecrübeleri. Elbette kurivaziyer gemiler biraz daha özel gemiler ama di¤erleri için bir s›n›rlamam›z yok.

Halen devam eden projeleriniz neler ve önümüzdeki günlere yö-nelik olarak özellikle hangi projelerin üzerinde duruyorsunuz?

Biraz önce anlatt›¤›m büyük offshore ikmal destek gemimiz var.Amerikan bir firma için infla etti¤imiz çok amaçl› bir platformdestek gemisi var. Bir Alman armatör için paslanmaz tanker inflaediyoruz. Onlara üç tane gemi teslim etmifltik, bu dördüncü ve son-radan gelen bir siparifl oldu. Geçen hafta Faroe Adalar›’na bir can-l› bal›k tafl›ma gemisi teslim ettik. ‹nflas› süren dört tane fabrikabal›kç› gemisi (trawler) bir tane de longliner bal›kç› gemisi var.fiimdilik bu projelerle devam ediyoruz. Yine birçok teklif talebi geliyor ama pek hareket yok. Ancak Türkiye olarak bunu da rahat-ça atlataca¤›m›z› düflünüyoruz.

Hiç karamsarl›¤a kap›ld›¤›n›z oluyor mu?

Bak›n biz gerçekten zor bir ifl yap›yoruz. Burada her gün 2,000 kifli kap›dan giriyor, ertesi gün arkadafllar›n›zdan bir tanesine dahi ifl veremezseniz ister istemez karamsarl›¤a kap›l›yorsunuz.Bu sorumluluk bilinci bizi ayakta tutuyor asl›nda. Bu nedenle siparifl defterimizdeki herhangi bir dalgalanma bizi biraz tered-dütte b›rak›yor. Piyasada fiyatlar›n biraz düflüyor olmas›na biz deayak uydurmak durumunday›z. Piyasay› kontrol edemeyece¤imizegöre en az›ndan ayak uydurup bu koflullar›n gerektirdi¤i flekilde ifllerimizi al›p teslimat›m›z› da yap›yoruz. Karamsarl›¤› geri planaitmeye çal›fl›yoruz.



&&



Tersan Tersanesi, Norveç fir-mas› Leinebris AS için infla

etti¤i F/V Leibnebris isimli bal›kç› gemisini 22 A¤ustos2015 tarihinde teslim etti. Ter-san’›n planlanan zamanda ve

öngörülen bütçeyle tamamlan-d›¤›n› aç›klad›¤› geminin söz-leflmesi 29 A¤ustos 2013’te im-zalanm›flt›. 58 metre uzunlu-¤unda, 13.40 metre geniflli¤in-deki gemi Skipsteknik taraf›n-dan, yeni kuflak bir ST-156L tipi olarak longliner/gillnetterniteliklerine sahip tasarland›.2,405 tonluk yeni tasar›m gemiDNV GL ile Norveç BayrakOtoritesi’nin denetiminde inflaedildi. F/V Leibnebris’in ikiadet 1,370 kW Yanmar Dizelana makinesi ve Siemens mar-ka elektrikli sevk sistemi bulu-nuyor. Derin denizlerde avlan-maya uygun a¤ ekipman› isekarina merkezine yerlefltirildi.

Tersan Shipyard deliveredthe fishing vessel

F/V Leibnebris it built forNorwegian company LeinebrisAS on August 22, 2015. The contract of the vessel,which Tersan announced thatit is completed on scheduledtime and envisaged budget,was signed on August 29,2013. 58 meters long, 13.40meters wide ship is designedby Skipsteknik as a newgeneration ST-156L type withlongliner/gillnetter features.2,405 tons new design vesselwas built under the supervisionof DNV GL and NorwegianFlag Authority. F/V Leibnebrishas two 1,370 kW Yanmar

Diesel main engines andSiemens electrical propulsionsystem. Its fishing netequipment suitable fortrawling in deep seas isinstalled on the bottom center.

Tersan Delivers F/V LeibnebrisTersan F/V Leibnebris’i Teslim Etti

Despite widespread adoption of the International Regula-tions for Preventing Collisions at Sea 1972 (Colregs),the implementation of vessel traffic services (VTS) and

traffic separation schemes in busy seaways major collisions still take place. There is no excuse for this in an age ofhighly sophisticated electronic navigational aids. Whether thecause is poor lookout, poor decision making or poor manning levels, serious collisions have multiple effects. Too often crew orpassengers are injured, or there is tragic loss of life. The cargo

Denizde Çat›flmay› Önleme Uluslararas› Yönetmelik1972’nin (Colregs) yayg›n biçimde benimsenmesine, yo¤undeniz trafi¤inde gemi trafik hizmetlerinin (VTS) ve trafik

bölme planlar›n›n uygulanmas›na ra¤men hala büyük çarp›flmalarmeydana geliyor. Fazlas›yla geliflmifl elektronik navigasyon yard›m-lar›n›n oldu¤u bir ça¤da bunun özrü yok. Nedeni ister yetersiz ba-k›fl aç›s›, yetersiz karar verme ya da yetersiz mürettebat seviyesi olsun ciddi çarp›flmalar›n çoklu etkileri var. S›kl›kla mürettebat yada yolcular yaralan›yor, hatta trajik ölümler yaflan›yor. Gemide ta-fl›nan kargo zarar görebiliyor ve maddi kay›ptan daha zarar vericibiçimde s›kl›kla al›c› ile sat›c› aras›ndaki ticari iliflkilerin ciddi biçimde bozulmas›na yol açabiliyor. Petrol ya da di¤er zararl› mad-deler denize döküldü¤ünde bu yaln›zca denizlerin fauna ve floras›-na de¤il k›y› fleridine de zarar vererek yaflamlar›n› denizden ya dasahilden kazananlar› ve çevreyi ciddi bir biçimde etkileyebiliyor.Ard›ndan ma¤dur üçüncü taraflarla tart›flmalar›n yan› s›ra pahal›temizleme operasyonlar› gelebiliyor. Son olarak, çarp›flma armatörya da kirac›y› ve ilgili tekne ile makine sigortac›lar›n› da ciddi biçimde etkileyebiliyor. Yaln›zca olas› kurtarma ve onar›m maliye-tinden de¤il zaman kayb›ndan da büyük mali zararlar do¤abiliyor.

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

TECHNOLOGY // TEKNOLOJ‹


SIMULATING MARINE COLLISIONSFOR A SAFER FUTURE

DAHA GÜVENL‹ B‹R GELECEK ‹Ç‹N DEN‹Z KAZALARINIS‹MÜLE ETMEK

PAUL MORTER

Collisions at sea have always been a major risk for seafarers and while the exact numbers of incidents that take

place across the globe each year are hard to quantify, the number is significant. The Marine Accident Investigation

Branch (MAIB) reports on average six collisions between merchant vessels in British waters every year and for

every collision reported to the appropriate authorities there will be many more near-misses that go unreported.

Denizdeki çat›flma olaylar› denizciler için her zaman büyük bir risk. Dünya genelinde her y›l gerçekleflen

kazalar›n kesin say›s›n› bilmek zor olsa da bunun önemli bir say› oldu¤u tart›flmas›z. Deniz Kazas› Araflt›rma

fiubesi (MAIB) her y›l ‹ngiltere sular›nda ticari gemiler aras›nda ortalama alt› çarp›flma bildiriyor; bildirilen

her çarp›flmaya karfl›l›k çok say›da bildirilmeyen ucuz atlat›lm›fl kazalar da söz konusu.

Paul Morter

carried on board may become damaged, often causing seriousdisruption to commercial relations between seller and buyer,which can be more damaging than the pure material loss. If oilor other harmful substances are accidentally spilled, the environment may become seriously affected, harming not onlythe aquatic fauna and flora, but too often also the coastline,affecting those who earn their living from the sea or the coast.Expensive clean-up operations may follow as well as disputeswith aggrieved third-parties. Finally, the ship-owner or chartererand the relevant H&M insurers can be seriously affected by acollision. Huge financial losses may result not only from the costof possible salvage and repairs, but also from the loss of time.

The old saying goes that there are two sides to every story, andin marine casualty investigation that’s never truer. In a situationwhere there has been a collision far from land, the only witnesseswill be the crew-members on watch at the time of the incident,and their accounts of the event will often be contradictory. Whilephysical evidence such as the type and extent of damagesustained by either ship can help investigators form a conclusion,the final verdict is more likely to be formed from the balance ofprobabilities rather than specific hard evidence.

In order to address this issue by utilising all the available datarelating to the incident, BMT Argoss and BMT Surveys,subsidiaries of BMT Group Ltd, a leading international design,engineering and risk management consultancy, have partnered touse the Rembrandt ship manoeuvring simulator as part of themaritime casualty investigation process. Operating directly fromS57 ENC chart data, Rembrandt is a highly accurate, capableand flexible alternative to Full Mission Bridge (FMB) marinesimulators, allowing the user to load the parameters of any port.Rembrandt utilises high fidelity ship models that include over750 parameters, ensuring that the user experiences identical shipto ship interaction, ship to bank interaction, squat and shallowwater effects as the real ship would in the same conditions.Simulations can be replayed in video format with track plots anddata information printed or saved electronically, providing anopportunity to analyse the trainees’ performance.

Rembrandt has enhanced tidal current and wind settings toaccommodate the unique features of a given port or shippinglane. It can also provide Client Server, a multi-user mode whichenables multiple vessels to operate in a single operationalscenario; each with independent human control, making it apowerful and effective training tool. BMT has deployedRembrandt worldwide in over 125 projects working with aninternational client base of cruise, ferry, LNG, tanker, containerand bulk carrier operators and port authorities.

Utilising Rembrandt, the newly formed Collison Reconstructionand Simulation Team will be able to accurately reconstructspecific incidents involving collisions in order to identify the rootcause and any lessons that can be learned. BMT’s team, which

rettebatt›r ve olaya iliflkin anlat›mlar› s›kl›kla çeliflkiler bar›nd›r›r.Gemilerden herhangi birinin u¤rad›¤› zarar›n türü ve boyutu gibifiziksel kan›tlar araflt›rmac›lar›n bir sonuca varmas›na yard›mc›olurken son karar belli bir kesin delilden ziyade olas›l›klar denge-siyle oluflturulur.

Kazayla ilgili mevcut tüm verilerden yararlanarak bu konuya çözüm getirmek amac›yla, önde gelen bir uluslararas› tasar›m,mühendislik ve risk yönetimi dan›flmanl›k flirketi olan BMT GroupLtd’nin yan kurulufllar› BMT Argoss ve BMT Surveys Rembrandtgemi manevra simülatörünü deniz kazas› araflt›rma sürecinin birparças› olarak kullanmak için bir araya geldiler. Do¤rudan S57ENC harita verisiyle çal›flan Rembrandt, kullan›c›n›n herhangi birliman›n verilerini yüklemesine izin veren, Full Mission Bridge



includes experienced master mariners, chief engineers,navigation and hydrodynamic modellers and weather experts, hasthe essential skills, depth of maritime knowledge and crucialtechnology to reconstruct incidents using a visual format andreadily understandable process.

The simulation uses the actual shipboard Voyage Data Recorder(VDR) data, radar images and regional AIS informationcombined with high fidelity ship models, which can be re-modelled to required parameters, to produce meaningful three-dimensional simulations. Voice, radar and position data sets areautomatically synchronised, together with environmental dataand navigational circumstances, to present a complete andseamless reconstruction of events for in-depth analysis. Once anaccurate simulation of events has been established, it can beviewed from multiple angles in order to consider the incidentfrom each crews’ perspective. Control inputs to each vessel canalso be calculated to assess at what point changes of course orspeed took place.

Combining the highly accurate simulation with the skilfulanalysis of marine experts, failings can be identified to create anunbiased appraisal of how and why an incident has occurred. Theresulting incident reconstruction can be used to identify whathappened not only for litigation purposes, but to help improvemaritime safety. Once the root cause is determined the first stepstowards future prevention can be implemented. This knowledgeand also the liaison with the client can produce a range of “whatif” scenarios that can be thoroughly investigated and evaluatedto produce specific training needs, valuable lessons andoperational policies and procedures.

The technology can also be used as part of a ship operators QAprocedures whereby random downloads of VDR data are input toRembrandt for shore based review for compliance with companyISM navigation policy. The recreated visuals can then be usedfor deck officer training.

These results can be implemented to create a cost effective andsafe approach to assist in the prevention of marine collisions andcasualties. This can help lead to the development of safety andpromote pollution prevention which ultimately can support theindustry from within.

(FMB) deniz simülatörleri karfl›s›nda do¤rulu¤u yüksek, yetkin veesnek bir alternatif. Rembrandt kullan›c›n›n gemiden gemiye etki-leflimi, gemiden sahile etkileflimi, alçak ve s›¤ su etkilerini gerçekbir geminin ayn› flartlarda yaflayaca¤› gibi deneyimlemesini sa¤la-yan 750’den fazla parametre içeren yüksek duyarl›k gemi model-lerinden yararlan›yor. Simülasyonlar›n bas›l› ya da elektronik formatta saklanm›fl veri bilgisi ve rota çizimiyle video format›ndayeniden oynat›labilmesi e¤itim görenlerin performanslar›n› analizetme olana¤› sa¤l›yor.

Simülatör belli bir liman ya da nakliye rotas›n›n kendine özgüözelliklerini uyarlamak için geliflmifl gelgit ak›nt›s› ve rüzgar ayar-lar›na sahip. Ayr›ca çok say›da geminin tek bir operasyonel senar-yoda çal›flmas›na olanak sa¤layan bir çoklu kullan›c› modu, ‹stem-ci Sunucusu da sa¤layabiliyor. Bunlar›n her birinin ba¤›ms›z bi-çimde kifliler taraf›ndan kontrol edilebilmesi onu etkin ve güçlü bire¤itim arac› k›l›yor. BMT, Rembrandt’› kurvaziyer, feribot, LNG,tanker, konteyner ve dökme yük iflletmecileri ve liman yetkililerin-den oluflan uluslararas› bir müflteri taban›nda çal›flan dünya gene-linde 125’ten fazla projeye da¤›tt›.

Simülasyon, anlaml› üç-boyutlu simülasyonlar oluflturmak için iste-nen parametrelere yeniden modellenebilen yüksek duyarl›kl› gemimodelleriyle birlikte gerçek gemi Seyir Veri Kayd› (VDR) verisi, ra-dar imgeleri ve bölgesel AIS bilgisi kullan›yor. Derinlemesine ana-liz için olaylar›n eksiksiz ve kusursuz bir canland›rmas›n› sunmaküzere çevresel veri ve navigasyon flartlar›yla birlikte ses, radar vekonum veri setleri otomatik olarak senkronize ediliyor. Olaylar›ndo¤ru simülasyonu bir kez oluflturuldu¤unda, kazay› her bir müret-tebat›n aç›s›ndan de¤erlendirmek için çoklu aç›lardan izlenebiliyor.Yön ya da h›z de¤iflikliklerinin hangi noktada gerçekleflti¤ini belir-lemek için her gemiye denetim girdileri de hesaplanabiliyor.

Kazan›n neden ve nas›l olufltu¤unun tarafs›z bir de¤erlendirmesinioluflturmak için yüksek do¤rulukta simülasyon ve deniz uzmanla-r›n›n ustaca analizleri birlefltirilerek hatalar tan›mlanabiliyor. Bunun sonucunda ortaya ç›kan kaza canland›rmas›, yaln›zca hu-kuki amaçlar için de¤il denizcilik güvenli¤ini gelifltirmeye yard›m-c› olmak amac›yla da ne olup bitti¤ini belirlemede kullan›labiliyor.Temel neden belirlendi¤inde de bunu önlemeye yönelik ilk ad›mlarat›labiliyor. Bu bilginin ve müflteriyle iletiflimin sonucunda özele¤itim gereksinimleri, dersler ve iflletme politika ve yordamlar›oluflturmak için etrafl›ca araflt›r›labilen ve de¤erlendirilebilen birdizi “olursa ne olur” senaryolar› üretilebiliyor.

Teknoloji, flirketin ISM navigasyon politikas›na uyumun k›y›dande¤erlendirilmesi için rasgele indirilen VDR verisinin Rem-brandt’a yüklendi¤i gemi operatörü Soru/Yan›t prosedürlerinin birparças› olarak da kullan›labiliyor. Bu sayede yeniden oluflturulmuflgörseller güverte subay› e¤itiminde ifle yar›yor.

Bütün bu sonuçlar denizde çat›flmalar›n ve kazalar›n engellenmesineyard›mc› olacak uygun maliyetli ve güvenli bir yaklafl›m oluflturma he-defli. Bu da nihai olarak sektörü içeriden destekleyebilecek güvenlikgeliflimine yard›mc› olabilir ve kirlili¤i önlemeyi teflvik edebilir.



Business Line Manager at BMT Argoss

& &

marine&commerce will also take it place in Neva2015 where Turkish Ship and Yacht Exporters Asso-ciation and 18 Turkish companies are attending.

Visitors of the exhibition and maritime world will find thechance of meeting with 450 maritime companies majority ofwhich is from Europe, besides the Russian, Chinese and Polishcompanies. Turkish Ship and Yacht Exporters Association willconstitute a Turkey pavilion together with 10 Turkish companiesat the pavilion 10 of the Hall 2. Declaration of the Associationgives below information related with this issue: “Turkish nationalparticipation as a pavilion at the Neva 2015 which is known asone of the most important maritime exhibitions in the world, wascarried into effect under the auspices of the Turkish Ship andYacht Exporters Association, with the consept of “Turkey: Dis-cover The Potential”. The history of ship building in Anatoliadates back to 1200s. During Ottoman period, the industryreached at a worldwide size. Following foundation of the Repub-lic, shipyards were given special importance. At the beginning, they were mostly located around the Bosphorus andHaliç (the Golden Horn), later on they moved to Tuzla, Yalovaand other coasts. Turkey, surrounded by seas on three sides, is anatural bridge between Asia and Europe. It has borders to theBlack Sea, the Mediterranean, the Aegean and the Sea of Mar-mara. The growth of world trade, high freight rates and renewalof merchant fleets in accordance with international rules areeffective in the development of the sea transport and shipbuilding industry. As a result of Turkey’s geographical location and global developments, Turkey’s shipbuilding industryhas been boosted.

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

marine&commerce, Türkiye Gemi ve Yat ‹hracatç›la-r› Birli¤i ile 18 Türk firman›n da kat›ld›¤› Neva2015 fuar›nda yerini al›yor. Fuarda Rus, Çin ve

Polonyal› firmalar baflta olmak üzere ço¤unlu¤u Avrupa’danyaklafl›k 450 denizcilik firmas›yla buluflma f›rsat› yarat›lacak.Türkiye Gemi ve Yat ‹hracatç›lar› Birli¤i 2. Salon 10 numaral›pavyonda 10 Türk firmas›yla bir arada Türkiye pavyonu olufltu-racak. Birlikten yap›lan aç›klamada bu konuda flöyle denildi:“Dünyan›n en önemli denizcilik fuarlar›ndan biri olarak bilinenNeva 2015’e bir pavyon olarak Türkiye’nin ulusal kat›l›m›, “Tür-kiye: Potansiyeli Keflfedin” konseptiyle Türkiye Gemi ve Yat ‹hra-catç›lar› Birli¤inin himayesinde hayata geçirildi. Anadolu’da gemiinfla tarihi 1200’lü y›llara kadar uzan›yor. Sektör Osmanl› döne-minde dünya çap›nda boyuta ulaflt›. Cumhuriyetin kurulmas›ndansonra tersanelere özel önem verildi. Bafllang›çta ço¤unlukla Bo¤azve Haliç civar›ndayd›lar, sonras›nda ise Tuzla, Yalova ve di¤er k›-y›lara tafl›nd›lar. Üç taraf›ndan sularla çevrili olan Türkiye, Asyave Avrupa aras›nda do¤al bir köprüdür. Karadeniz, Akdeniz, Egeve Marmara denizine k›y›lar› vard›r. Dünya ticaretinin büyümesi,uluslararas› kurallara uygun olarak ticari filolar›n yenilenmesi veyüksek navlun bedelleri denizcilik ve gemi infla sektörünün gelifli-minde etkili olmufltur. Türkiye’nin co¤rafi konumunun ve küresel

EXHIBITION // SERG‹


NEVA 2015 OPENS THE DOORS OF RUSSIAN MARITIME

RUS DEN‹ZC‹L‹⁄‹N‹N KAPILARINI AÇIYOR

Neva 2015 International Maritime Exhibition and Conferences is going to be held in the famous St. Petersburg

city of Russia on 22-25 September 2015 for the 13th time and it is celebrating its 25th anniversary.

Rusya’n›n ünlü St. Petersburg flehrinde 22-25 Eylül 2015 tarihlerinde yap›lacak olan Neva 2015 Uluslararas›

Denizcilik Fuar› ve Konferans› 13. kez düzenleniyor ve bu y›l 25. yafl›n› kutluyor.

develop into an internationally known trademark since early1990s. Turkey is a growing force within the international maritimesector. Turkish shipbuilding industry has modern, technologicallydeveloped and certified shipyards, together with a well experiencedwork force. The industry has rapidly achieved significantdevelopment in a short period of time. In 2000s, Turkey improvedits shipbuilding industry rapidly and became the fifth largestshipbuilding country in the world, as of number of vessels.

The types and tonnage capacities of these Turkish and foreignflag ships built in Turkey vary: petrol tankers, chemical tankers,fishing boats, container ships, bulk carriers, sailing boats,general cargo ships, intervention crafts, coast guard and speedboats, multi and special purpose ships, military vessels, servicingtankers, bunker barges, tugboats, mega yachts and other types ofsailing and motor boats as well as different size and types ofspecial purpose ships such as offshore supply vessels and powerships up to 200MW.

Ships and other floating vehicles produced in Turkey aremanufactured at the highest quality and in accordance withinternational standards.

As a growing nation with strong economy and established rulesand regulation adopted from European system, Turkishshipbuilding offers the best tailor made solutions for ship ownersthroughout the world.

As being Turkish Ship and Yacht Exporters Association, weorganize Turkish National Pavilions in world’s leading maritimeexhibitions like SMM Hamburg, Posidonia Greece, NorshippingOslo and now NEVA St. Petersburg.”

geliflmelerin bir sonucu olarak Türk gemi infla sektörü s›çramayapm›flt›r.

Ça¤dafl teknolojiler ve e¤itimle birleflen geleneksel gemi infla yete-nekleri Türk gemi infla sektörünün 1990’lar›n bafl›ndan bu yanauluslararas› tan›n›rl›¤› olan bir marka olarak geliflmesini sa¤lad›.Türkiye, uluslararas› denizcilik sektöründe büyüyen bir güçtür. Türkgemi infla sanayisi ça¤dafl, teknolojik olarak geliflmifl ve lisansl› ter-sanelerle birlikte çok deneyimli ifl gücüne sahiptir. Sektör, k›sa birzaman diliminde h›zla önemli bir geliflme sa¤lad›. 2000’li y›llardaTürkiye gemi infla sektörünü h›zla gelifltirdi ve gemi say›s› itibar›y-la dünyan›n beflinci büyük gemi infla ülkesi haline geldi.

Türkiye’de infla edilen Türk ve yabanc› bayrakl› gemilerin tip ve tonajlar› genifl bir yelpazede de¤ifliyor: Petrol tankerleri, kimyasaltankerleri, bal›kç› tekneleri, konteyner gemileri, dökme yük tafl›y›-c›lar›, yelkenliler, genel yük gemileri, müdahale gemileri, sahil gü-venlik ve sürat botlar›, çoklu ve özel amaçl› gemiler, askeri gemi-ler, hizmet tankerleri, yak›t tankerleri, römorkörler, mega yatlarve di¤er türden yelkenli ve motorlu teknelerin yan› s›ra offshoredestek gemileri ve 200MW’a kadar enerji gemileri gibi.

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

Türk Gemi ve Yat ‹hracatç›lar› Birli¤i olarak SMM Hamburg, Posidonia Atina, Norshipping Oslo ve flimdi de NEVA St. Peters-burg gibi dünyan›n önde gelen denizcilik fuarlar›nda Türk UlusalPavyonlar› organize ediyoruz.”

EXHIBITION // SERG‹


&&

In recent years, the conversion process of the cranes that usediesel fuel to electrical powered cranes in some ports is performed by BM Makina Sanayi ve Ticaret A.fi. together

with its German partner Vahle and we talked with BM’s GeneralManager Mehmet Bebek about the advantages provided by transition from diesel to electrical energy.

Son y›llarda baz› limanlarda, dizel yak›t kullanan vinçlerinelektrikle çal›flt›r›lmas› için dönüfltürme ifllemini Alman iflorta¤› Vahle ile birlikte yapan BM Makina Sanayi ve Tica-

ret A.fi. Genel Müdürü Mehmet Bebek ile dizelden elektrik ener-jisine geçiflin sa¤lad›¤› avantajlar› konufltuk.

Mehmet bey temsilciliklerden üretime, yükselen bir ifl grafi¤inizvar. Sohbetimize BM Makina’n›n yolharitas›yla bafllayal›m.

BM Makina olarak, 1999 y›l›nda iflbir-likteli¤imizin hala keyifle devam etti¤ive konular›nda lider olan iki Alman üre-ticinin temsilcili¤ini üstlenerek yola ç›k-t›k. Bu firmalar, elektrik iletim hatlar›konusunda uzman Vahle ve elektriklizincirli vinçler üretimi yapan Liftket.

Zaman içinde Liftket vinçlerinin altya-p› çelik aksam›n› Türkiye’de üretmeyebafllad›k. Yük tafl›y›c› bu özel profil sis-temlerinin yap›m›n› BKB Profil Sis-temleri ad›yla sürdürüyoruz. Ard›ndan,Vahle’den al›p satt›¤›m›z motorlu kab-lo toplama tamburlar›n›n üretimine yö-neldik. Bunu da Kato markas›yla hiz-mete sunuyoruz.

Ayr›ca son y›llarda demiryolu sektörü-ne de girdik ve vagon kald›rma krikola-r› üretiyoruz.

CONVERSATION // SÖYLEfi‹


80% ENERGY SAVING ENERJ‹DE %80 TASARRUF

Taking measures to achieve cost savings is the leading factor for improving the productivity in companies.

When the savings that can be achieved during the cargo handling processes at the ports is considered from this

respect, the type of the energy used by cranes comes to the fore. According to the indicators, energy

expenditure of electrical-powered cranes is far more economical compared to diesel-powered ones. Besides, their

eco-friendly feature is an additional gain in our day where the “green port” concept comes into prominence.

Maliyetlerde tasarruf sa¤lay›c› önlemler almak, tüm iflletmelerde verimlili¤i art›racak en önemli unsurlar›n

bafl›nda geliyor. Bu kapsamda limanlardaki yük elleçleme ifllemleri s›ras›nda yap›labilecek tasarruflar

de¤erlendirildi¤inde de, vinçlerin kulland›¤› enerjinin cinsi dikkat çekiyor. Göstergelere göre, elektrikle

çal›flan vinçlerin enerji harcamas›, dizellere göre çok daha ekonomik. Ayr›ca çevre dostu olmalar› da,

‘yeflil liman’ kavram›n›n önem kazand›¤› günümüzde ek bir kazan›m.

Mr. Bebek you have an ascending business graphic frombeing a representative to production. Let us start with theroadmap of BM Makina.

As BM Makina we set off in 1999 by undertaking therepresentation of two German manufacturers that are leader intheir field and our partnership with them is continuing withpleasure since that date. The companies in question are Vahle,expert in energy transmission lines and Liftket, producingelectric chain hoists.

In time, we begin to produce the infrastructure steel parts ofLiftket cranes in Turkey. We carry on the production of thosespecial load bearer profile systems successfully under the name ofBKB Profile Systems. Then, we turn to produce the motorpowered cable reels that we used to purchase from Vahle and sell.And we put this product into service under the brand of Kato.

In addition, we entered into railway industry in recent years andmanufacture coach lifting jacks.

Presently we continue our activities at our 11 thousand squaremeters indoor space located in Kocaeli Gebze Güzeller OrganizedIndustrial Zone.

When did you start to offer service for ports and how it developed?

Rubber tired container cranes called RTG were generally workingwith diesel fuel throughout the world. Since the fuel prices wentupward and these vehicles pollute the environment, returning toelectricity has started globally. We have our first meeting withMardafl Port in 2008 but it interrupted because of theeconomical crisis. Later on, the project was on the agenda againin 2010 and we accomplish the conversion needed for the RTGcranes to work with electric power and put them into use thatyear. Seeing this development, the other ports followed the sameroad and we offered service for five ports until today. In Asyaportwe are performing 19,500 meters bus and 2,600 meters steelconstruction works within the scope of ERTG project.

What are the advantages provided by the transformation?

Primarily it brings cost advantage. According to the informationwe received from the two companies we made transformation,they achieved approximately 80% saving. This is the gainobtained by using electrical energy instead of diesel. In addition,there is a significant saving in maintenance and repair costs.This investment pays for itself in one or two years together withthe saving in energy costs.

Besides, the environmental pollution and noise created by dieselfuel is a very important dimension and electric-powered cranesprovide a comfortable environment for workers.

Do you have any plan to offer these services outside of Turkey?

We perform these conversions together with our German businesspartner Vahle. Transformation projects are prepared by ourpartner and we implement them. Our partners offer servicethroughout the world and according to the agreement betweenus, we produce and send the steel structures of all the ports andgive mounting service when they need.

fiu anda faaliyetlerimizi Kocaeli Gebze Güzeller Organize SanayiBölgesi’ndeki 11 bin metrekare kapal› alanda sürdürüyoruz.

Limanlara hizmete ne zaman bafllad›n›z ve nas›l geliflti?

Dünyada RTG denilen lastik tekerlekli konteyner vinçleri geneldedizel yak›tla çal›fl›yorlard›. Yak›t fiyatlar› çok yükseldi¤i ve çevre-yi de kirlettikleri için dünyada art›k elektrikle çal›flt›r›lmaya dönüflbafllam›flt›. Biz ilk olarak 2008 y›l›nda Mardafl Liman›’yla görüfl-meler yapt›k, ancak krizden dolay› durdu. Sonra 2010 y›l›nda ye-niden gündeme al›nd› ve o y›l RTG vinçlerin elektrikle çal›flt›r›lma-s› için dönüflümünü gerçeklefltirerek devreye ald›k. Bu geliflmeyigören di¤er limanlar da arkas› s›ra ayn› yolu izledi ve bugüne ka-dar befl limana hizmet verdik. Asyaport liman›nda ise ERTG pro-jesi kapsam›nda 19,500 metre bara ve 2,600 metre çelik kons-trüksiyon ifllerini yap›yoruz.

Dönüflümün sa¤lad›¤› avantajlar neler?

Öncelikle maliyet avantaj› sa¤l›yor. ‹lk yapt›¤›m›z dönüflümlerdeiki firman›n bize verdi¤i bilgiler %80 dolay›nda tasarruf sa¤land›-¤› biçimindeydi. Bu dizel yak›t yerine elektrik enerjisi kullan›lma-s›n›n getirisi. Ayr›ca bak›m ve onar›m harcamalar›nda da ciddioranda tasarruf söz konusu. Enerji maliyetlerindeki tasarruf ile buyat›r›m birkaç y›l içinde kendisini amorti ediyor.

Ek olarak dizel yak›t›n yaratt›¤› çevre kirlili¤i ve gürültü son de-rece önemli bir boyut. Bunun yan›s›ra, elektrikle çal›flan vinçlerçal›flanlar için de rahat bir ortam sa¤l›yor.

Türkiye d›fl›nda da bu hizmetleri vermeyi düflünüyor musunuz?

Bu dönüflümleri Alman ifl orta¤›m›z Vahle firmas› ile birlikte ya-p›yoruz. Dönüfltürme projeleri orta¤›m›z taraf›ndan yap›l›yor vebiz uygulamay› gerçeklefltiriyoruz. Onlar dünyaya hizmet veriyor-lar ve yapt›¤›m›z anlaflma gere¤i ise bütün limanlarda çelik yap›-lar›n› biz yap›p gönderiyoruz, ihtiyaç hissettikleri durumlarda damontaj hizmeti veriyoruz.

CONVERSATION // SÖYLEfi‹


Mehmet Bebek

&&


The method of scrapping, demolition or recycling has variedthrough history, but since the mid-1980s, the key locations forship recycling are located in the Indian subcontinent and about

95% of these vessels are “beached”. A growing realization thatworking conditions at many ship recycling locations are hazardoushas led to increasing pressure from environmental groups to changerecycling methods. However, not much has changed in the industryin the last several decades. Will the future be different?

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

The commercial reality (in particular for tankers and bulkcarriers) may be different though. Decisions of shipowners aremainly driven by two factors: money and regulations.

They will sell their ship to the highest bidder, unless rules andlegislation force them to go elsewhere. Due to lower steel prices,scrap prices have come down considerably in recent years, but

Hurdaya ay›rma, söküm ya da geri dönüfltürme yöntemi

tarih boyunca de¤ifliklik gösterdi ama 1980’lerin ortalar›n-

dan beri gemi geri dönüflümü için ana merkezler Hindistan

anakaras›nda oldu ve bu gemilerin yaklafl›k %95’i “sahile çekil-

di”. Pek çok gemi geri dönüflüm yerindeki çal›flma koflullar›n›n

tehlikeli oldu¤una iliflkin giderek artan fark›ndal›k, geri dönüflüm

yöntemlerinin de¤ifltirilmesi için çevreci gruplardan artan bask›la-

ra yol açt›. Ancak, son on y›llarda sektörde fazla bir fley de¤iflme-

di. Gelecek farkl› m› olacak?

K›sa süre önce, Norveç Armatörler Birli¤i Norveç’in en büyükgünlük ticari gazetesinin serbest kürsü sayfas›nda flu aç›klamay›yapt›: “Bir sektör olarak gemilerin sa¤l›k ve çevreyi tehlikeye atanbiçimde parçalanmas›n› art›k savunamay›z. Bu nedenle, dünyada-ki ilk armatörler birli¤i olarak gemilerin sahile çekilmesine hay›rdiyoruz.” Çevre ve insan haklar› örgütleri bu karar› olumlu karfl›-lad› ve bunun mevcut söküm uygulamalar›n› de¤ifltirmesini umdu.

Bununla birlikte, ticari gerçek (özellikle tankerler ve dökme yükgemileri için) farkl› olabilir. Çünkü armatörlerin kararlar› esasolarak iki etmen taraf›ndan yönlendirilir: Para ve yönetmelikler.

Kurallar ve yasalar onlar› baflka yerlere gitmeye zorlamad›kça gemilerini en yüksek teklif verene satacaklard›r. Daha düflük çelik

MARKET // P‹YASA

TO BEACH OR NOT TO BEACH THE UNCERTAIN FUTURE OF VESSEL RECYCLING

GEM‹ GER‹ DÖNÜfiÜMÜNÜN BEL‹RS‹Z GELECE⁄‹

SAH‹LE ÇEKMEK YA DA ÇEKMEMEK

Merchant vessels do have a finite lifespan. Vessels trading in international commerce typically retire when they are

between 15 and 25 years old. In exceptionally good markets a vessels’ life is extended by a few years and when

charter rates are very low, it makes commercial sense for ship owners to retire their vessels early.

Ticari gemilerin s›n›rl› bir ömrü vard›r. Uluslararas› ticarette çal›flan gemiler genelde 15 ve 25 yafllar› aras›nda emekliye ay-

r›l›rlar. Son derece iyi piyasalarda gemilerin ömrü birkaç y›l uzat›l›r ve kiralama ücretleri çok düflük oldu¤unda gemilerini

erkenden emekliye ay›rmak gemi sahipleri için ticari aç›dan anlaml›d›r.


the facilities in India, Bangladesh and Pakistan are still offeringthe highest cash prices and attract the vast majority of ships.

International regulations are slowly starting to address the issue,but as of yet there is no legally binding international convention.In 2009, the International Maritime Organization (IMO)adopted the Hong Kong Convention for the Safe andEnvironmentally Sound Recycling of Ships. However, like allIMO Conventions, it will only come into force when the requisitenumber of member states has ratified it. At the moment, thisconvention has only been endorsed by three countries (one ofthem Norway). The European Union is expected to publish a listof ship recycling facilities globally that meet certainenvironmental and occupational health and safety standards andit is unlikely that any of the South Asian beaching yards willmake the list.

An important factor that needs to be addressed as well iscapacity. In 2014, more than 1,000 vessels were scrappedaround the world, the majority (>60%) ended up in South Asia.The sheer number of vessels that are sold for scrap on an annualbasis could present a major challenge for the current recyclingyards in China, Turkey, Western Europe and the United States.Significant and rapid capacity expansion is required before theseyards are a credible alternative.

The announcement of the Norwegian Shipowners Association issymbolically significant, but their views are not universallyshared. Real changes will take time and financial considerationswill continue to determine where and how most shipownersrecycle their vessels.

fiyatlar› nedeniyle son y›llarda hurda fiyatlar› da önemli ölçüdedüfltü ama Hindistan, Pakistan ve Bangladefl’teki tesisler hala enyüksek nakit fiyatlar› veriyor ve gemilerin büyük ço¤unlu¤unu buralara çekiyorlar.

Uluslararas› kurallar yavafl yavafl sorunu ele almaya bafllad› amaflu ana dek yasal olarak ba¤lay›c› bir uluslararas› anlaflma yok.2009 y›l›nda Uluslararas› Denizcilik Örgütü (IMO), Gemilerin Güvenli ve Çevre Aç›s›ndan Sa¤l›kl› Biçimde Geri Dönüflümü ‹çinHong Kong Anlaflmas›n› kabul etti. Ancak bu da tüm IMO Anlafl-malar› gibi yalnızca yeterli say›da üye devlet onaylad›¤›nda yürür-lü¤e girebilecek. fiu anda söz konusu anlaflma yaln›zca üç ülke taraf›ndan onayland› (biri Norveç). Avrupa Birli¤i’nin dünya gene-linde belli çevresel ve mesleki sa¤l›k standartlar›n› karfl›layan gemi geri dönüflüm tesislerinin bir listesini yay›nlamas› bekleniyorve Güney Asya sahil tersanelerinden herhangi birinin bu listede yeralmas› pek mümkün görünmüyor.

Dile getirilmesi gereken bir di¤er önemli etmen de kapasite. 2014y›l›nda dünya genelinde 1,000’den fazla gemi hurdaya ayr›ld› vebunlar›n ço¤u (>60%) Güney Asya’da gerçeklefltirildi. Y›ll›k bazdahurdaya sat›lan çok say›da gemi Çin, Türkiye, Bat› Avrupa veABD’deki mevcut geri dönüflüm tersaneleri için önemli bir güçlüksunabilir. Bu tersanelerin sayg›n bir seçenek haline gelmesinden önce anlaml› ve h›zl› bir kapasite art›fl› gerekiyor.

Norveç Armatörler Birli¤i’nin duyurusu sembolik öneme sahipama görüflleri evrensel olarak paylafl›lm›yor. Gerçek de¤iflikliklerzaman alacak ve ço¤u armatörün gemilerini nerede ve nas›l geridönüfltürece¤ini mali kaygılar belirlemeye devam edecek.

MARKET // P‹YASA

Source // Kaynak: POTEN & PARTNERS

SCRAPPING ACTIVITY BY COUNTRY (2010 –2015 YTD)

ÜLKE BAZINDA HURDAYA ÇIKARMA FAAL‹YET‹

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

India Bangladesh Pakistan China OtherHindistan Bangladefl Pakistan Çin Di¤er

2010 2011 2012 2013 2014 2015YTD

Source: Poten & PartnersM

DWT

70

60

50

40

30

20

10

0

SOUTH ASIAN SCRAP PRICES VERSUS CHINESE STEEL PRICES

GÜNEY ASYA HURDA F‹YATLARI KARfiISINDA

Ç‹N ÇEL‹K F‹YATLARI

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

Source: Bloomberg / Poten & Partners

1,200

1000

800

600

400

200

0

01.2

007

07.2

007

01.2

008

07.2

008

01.2

009

07.2

009

01.2

010

07.2

010

01.2

011

07.2

011

01.2

012

07.2

012

01.2

013

07.2

013

01.2

014

07.2

014

01.2

015

07.2

015


Tanker orders since 2011 have shown an interesting pattern,influenced by both sentiment and momentum in addition tomarket circumstances. Orders for large crude carriers were

very modest in 2011 and 2012 as owners suffered in the midstof a tanker recession. In 2013, VLCC orders started to pick up,but Suezmax contracting remained in the doldrums (owners wereconcerned about the outlook for this segment in the wake of theWAF - USAC trade disappearing amid the U.S. tight oil boom).The biggest boom in tanker ordering in recent years took place inthe product tanker segment, mostly MRs but also LR2s. Morethan 300 MR contracts were recorded from 2011 to 2013,almost 180 of them in 2013 alone.

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

2011’den bu yana tanker sipariflleri ilginç bir kalıp sergile-yerek piyasa koflullarına ek olarak hem duyarlılık hem deivmeden etkilendi. Büyük ham petrol taflıyıcısı sipariflleri

2011 yılında çok mütevazı idi; 2012 yılında armatörler bir tankerdoygunlu¤unun ortasında sıkıntı yafladı. 2013’te VLCC sipariflleritoparlanmaya baflladı ama Suexmax daralması kasvetini sürdürdü(armatörler ABD sıkı petrol çıkıflının ortasında WAF-USACticaretinin ortadan kalkmasının ardından bu dilimin görünümükonusunda endifleliydi). Son yıllarda tanker sipariflindeki en büyüksıçrama ço¤unlukla MR’ler ama aynı zamanda LR2’lerle ürüntankeri diliminde oldu. 2011’den 2013 yılına dek, yaklaflık 180tanesi yalnızca 2013’te olmak üzere, 300’den fazla MRsözleflmesi kaydedildi.

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

MARKET // P‹YASA

BUILDING FOR THE FUTURESHOULD TANKER OWNERS TAKE ADVANTAGE

OF LOW YARD PRICES?

GELECEK ‹Ç‹N YEN‹ ‹NfiATANKER SAH‹PLER‹ DÜfiÜK TERSANE F‹YATLARINDAN YARARLANACAK MI?

The tanker market has been doing very well so far this year, both for crude carriers and product tankers. Not surprisingly,

contracting has picked up from previous years for most tanker segments. Owners are eager to take advantage of the

strength in the market and the second-hand market is relatively tight, with more prospective buyers than sellers. This has

created wide bid-ask spreads, especially for modern vessels. At this stage in the recovery, one may have expected shipyard

prices to have increased materially as well, however this has not happened (yet) for various reasons. So, let’s take a look at

newbuilding activity in the tanker space and put it in the context of overall ordering across all shipping markets.

Tanker piyasası yılın bu tarihine kadar hem ham petrol taflıyıcıları hem de ürün tankerleri için son derece olumlu

gitti. fiaflırtıcı olmayan bir biçimde, pek çok tanker dilimi için sözleflmeler geçen yıla göre artıfl sergiledi. Armatörler

pazarın gücünden yararlanmaya hevesli ama olası al›c›lardan çok sat›c›lar nedeniyle ikinci el piyasası göreceli olarak

dar. Bu durum özellikle modern gemiler için genifl marjlar oluflturdu. ‹yileflmenin bu evresinde tersane fiyatlarının da

somut biçimde yükselmesi beklenebilirdi ama çeflitli nedenlerle bu (henüz) gerçekleflmedi. Öyleyse, tanker alanında

yeni infla faaliyetine bir göz atalım ve bunu tüm gemicilik pazarlarında toplam siparifl ba¤lamına yerlefltirelim.


on pace for their best year since 2006 when orders were placedfor 100 VLCCs and 74 Suezmaxes.

The last time tanker ordering reached these levels, ship ownerswere faced with rapidly rising prices, with VLCC contract pricesultimately exceeding $150 million in 2008. This is nothappening at the moment. After they collapsed in 2009, VLCCprices have remained around $100 million over the last fiveyears. Part of the explanation lies in reduced steel prices andlower labor costs as a result of the global economic slowdown,but we suspect that the reduction in newbuilding activity in othershipping markets has played a significant role as well.

It is clear that any increase in tanker ordering is dwarfed by thecollapse in bulk carrier and offshore vessel construction. Asorders in these segments have virtually dried up (only 55 drycargo vessels have been ordered so far in 2015, as compared to756 in 2014 and an astounding 1,258 in 2013). As shipyardswork their way through their existing orderbook, they areincreasingly concerned about the declining forward cover. Yardsface a reduced backlog and increasing competition and are in noposition to increase prices. Recent financial results of the keyKorean yards have shown the disastrous impact of theshipbuilding crisis on their bottom line.

Tanker owners currently face the best of both worlds: a strongnegotiating position versus the shipyards in the best freightmarket of the last 5 years. What they do next will determinetheir fortunes for years to come. While a certain level of neworders to accommodate trade growth and fleet replacement iswarranted, owners should resist the temptation to splurge.

hızlandı. Yılbaflından bu güne 2015 sözleflmeleri temelinde, 100VLCC ve 74 Suezmax sipariflinin verildi¤i 2006 yılından beri eniyi yılları için VLCC ve Suezmax sipariflleri yükseliyor.

Tanker siparifllerinin bu seviyelere yükseldi¤i son seferinde gemisahipleri hızla yükselen fiyatlarla 2008 yılı sonunda 150 milyondoları aflan VLCC sözleflme bedelleriyle karflı karflıya kaldı. fiuanda bunlar söz konusu de¤il. 2009 yılında dibe vurduktan sonraVLCC fiyatları son befl yılda 100 milyon dolar civarında kaldı.Açıklamanın bir bölümü küresel ekonomik krizin bir sonucuolarak daha düflük iflçilik maliyetleri ve düflen çelik fiyatlarıylailgili ama di¤er gemicilik piyasalarında yeni infla faaliyetindekidüflüflün de önemli bir rol oynadı¤ını sanıyoruz.

Tanker sipariflindeki herhangi bir artıflın dökme yük ve offshoregemi inflasında çöküflle güdük kaldı¤ı açık. Bu dilimlerdekisiparifller fiilen kurudu: 2014’te 756 ve 2013’te flaflırtıcı 1,258sayısına kıyasla 2015’te bu güne kadar yalnızca 55 kuru yükgemisi siparifl edildi. Tersaneler mevcut siparifl defterleriyle ayak-ta kalmaya çalıflırken düflüflün gelecekte de sürece¤ine iliflkinendifleleri artıyor. Tersaneler azalan rezerv ve artan rekabetlekarflı karflıya ve fiyatları arttıracak durumda de¤iller. Belli bafllıKore tersanelerinin son mali sonuçları gemi infla krizinin onlarınnihai kar zarar hanesindeki yıkıcı etkisini gösteriyor.

fiu anda tanker armatörleri bir taflla iki kufl vurma flansına sahip:tersaneler karfl›s›nda güçlü bir pazarl›k ortam› ile son befl y›l›n eniyi navlun piyasas›. Geleceklerini flimdi ne yapacakları belirleye-cek. Ticari büyüme ve filo yenilemeyi sa¤lamak için belli düzeydesiparifl garantiliyken armatörler para harcama dürtüsünedirenecektir.

MARKET // P‹YASA

Source // Kaynak: POTEN & PARTNERS

TANKER CONTRACTING BY SEGMENT (2011 – 2015 YTD)

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

2011 2012 2013 2014 2015

VLCC Suezmax Aframax Panamax MR Handy

Source: Poten & Partners

07-12

01-06

Orde

rs//

Sipa

rifller

200

180

160

140

120

100

80

60

40

20

0

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

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

Tankers Chemical Gas Bulk Container Offshore Other

Source: Poten & PartnersOr

ders

//Si

parifl

ler

1,400

1,200

1000

800

600

400

200

0

2011 2012 2013 2014 2015YTD


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

Marport Port Operator hasreceived the first Green Port

Certificate within the scope of“Green Port” project that wasinitiated by the Ministry ofTransport, Maritime Affairs andCommunication (UDHB) GeneralDirectorate of Merchant Marinein co-operation with TurkishStandards Institute. Thecertificate is delivered to ArkasHolding Port Services Group HeadHakan Genç by the deputyundersecretary of the Ministry,Hamdi Y›ld›r›m.

At the ceremony held at UDHB,Deputy Undersecretary Y›ld›r›mstated that the private and publicsectors are performing importantstudies related with the GreenPort project. After saying that theGreen Port Certificate has beenawarded for the first time,Y›ld›r›m continued his speech bystating that Turkey takes placeamong the leading countries ofmaritime industry and Green PortCertificate organization

corresponds to an important stagein respect of activities within thisscope. Hamdi Y›ld›r›m emphasizedthat an environment policy andtargets should be created forGreen Port Certificate,environmental awareness shouldbe improved, occupationalaccidents should be prevented byforming risk management andstandards should be met in fieldslike energy efficiency, wastemanagement, environmentalconscience in vehicle usage,preventing the water and soilpollution, greenhouse gasmanagement plan, emissionmeasurements and noisereduction.

In his speech at the ceremony,Arkas Holding Port ServicesGroup Head Hakan Genç gaveinformation about the activities ofMarport and their studies relatedwith Green Port. Genç said, “OurRTG (rubber tired gantry crane)number that was 35 on thecommencement date of the project

Ulaflt›rma, Denizcilik ve Ha-berleflme Bakanl›¤›

(UDHB) Deniz Ticareti GenelMüdürlü¤ü taraf›ndan TürkStandardlar› Enstitüsü iflbirli-¤iyle bafllat›lan “Yeflil Liman”projesi kapsam›ndaki ilk YeflilLiman Sertifikas›’n› MarportLiman ‹flletmeleri ald›. Sertifi-ka, Bakanl›k Müsteflar VekiliHamdi Y›ld›r›m taraf›ndan Ar-kas Holding Liman HizmetleriGrup Baflkan› Hakan Genç’eteslim edildi.

Müsteflar Vekili Y›ld›r›m,UDHB’de düzenlenen törende,Yeflil Liman projesiyle ilgiliolarak kamu ve özel sektörünciddi çal›flmalar yapt›¤›n› söy-ledi. ‹lk defa bir Yeflil LimanSertifikas› verildi¤ini belirtenY›ld›r›m, Türkiye’nin denizcilikalan›nda önemli ülkeler aras›n-da yer ald›¤›n›, Yeflil Limansertifika organizasyonunun dabu kapsamdaki faaliyetler aç›-

s›ndan önemli bir aflamaya kar-fl›l›k geldi¤ini ifade etti. HamdiY›ld›r›m, Yeflil Liman Sertifi-kas› için bir çevre politikas› vehedefleri oluflturulmas›, çevreduyarl›l›¤›n›n art›r›lmas›, riskyönetimi oluflturularak ifl kaza-lar›n›n önlenmesi, enerji verim-lili¤i, at›k yönetimi, araç kulla-n›m›nda çevre duyarl›l›¤›, su vetoprak kirli¤inin önlenmesi, se-ra gaz› yönetim plan› ve emis-yon ölçümleri yap›lmas›, gürül-tüyle mücadele gibi alanlardabelirli standartlar›n yakalan-mas› gerekti¤ini vurgulad›.

Arkas Holding Liman Hizmet-leri Grup Baflkan› Hakan Gençde törendeki konuflmas›ndaMarport’un faaliyetlerine veYeflil Liman konusunda yapt›k-lar› çal›flmalara iliflkin bilgiverdi. Genç flöyle dedi: “Proje-nin bafllad›¤› tarihte 35 olanRTG (lastik tekerlekli köprüvinç) say›m›z bugün 41’e ç›kt›.

Marport, The First “Green Port”‹lk “Yeflil Liman” Marport


is 41 today. Our total electricalRTG number will reach to 50when we receive our new orders.We would be emittingapproximately 3 million 750 kg.carbondioxide gas to the nature in2013 if we didn’t realized thisproject and this is the equivalentof carbondioxide amount that willbe kept by 6 thousand trees withinone year.”

What Is a Green Port?

“Green Port” project is designedbased on the consideration ofnegative effects on city life andinhabitants of the pollutionresulting from ship and portoperations, since many of the portfacilities are offering service atthe city center or a constrictedarea near the city, as it is inTurkey. In general, the project iscomposed of entire practices

based on developing andintegrating the port facility to itsoperations in consequence ofencouragement and appropriationof all workers and partners of thebusiness for improving thesustainable environmentalawareness and based onvoluntariness.

In order to receive a certificate, aport should have avalid/temporary operatingpermission license, have ISO9001, ISO 14001 and OHSAS18001 quality systems, shouldestablish and make sustainable anintegrated management system.Port management who fulfilled theconditions stated in certificateregulations submits the preparedfile to UDHB General Directorateof Merchant Marine.

Yeni siparifllerimizi de teslimald›¤›m›zda toplam elektrikliRTG say›m›z 50’ye ulaflm›fl ola-cak. E¤er bu projeyi gerçeklefl-tirmeseydik 2013 y›l›nda yak-lafl›k 3 milyon 750 kg karbon-dioksit gaz›n› do¤aya b›raka-cakt›k ki bu miktar 6 bin a¤a-c›n bir y›lda tutaca¤› karbondi-oksit miktar›na eflde¤er.”

Yeflil Liman Nedir?

“Yeflil Liman” projesi, Türkiyegibi birçok liman tesisinin kentmerkezinde veya yak›n›nda darbir sahada hizmet vermekte ol-mas› dolay›s›yla gemi ve limanoperasyonlar›ndan kaynakl›kirlili¤in flehir yaflam›n› ve çev-re sakinlerini olumsuz etkile-mesinden yola ç›k›larak haz›r-land›. Proje genel olarak gönül-lülük esas›na ve sürdürülebilir

bir çevre duyarl›l›¤›n›n art›r›l-mas›na yönelik olarak tüm ifl-letme çal›flanlar› ile paydaflla-r›n teflviki ve sahiplenmesi so-nucunda liman tesisinin gelifli-mine ve operasyonlar›na enteg-re edilmesine dayanan bir uygu-lamalar bütününden olufluyor.

Bir liman›n sertifika alabilmekiçin öncelikle geçerli/geçici ifl-letme izni belgesinin bulunma-s›, ISO 9001, ISO 14001 veOHSAS 18001 kalite sistemle-rine sahip olmas›, entegre yöne-tim sistemini tesis etmifl ve en-tegre yönetim sistemini sürdü-rülebilir k›lm›fl olmas› gereki-yor. Sertifika yönetmeli¤indebelirtilen flartlar› yerine getir-mifl liman yönetimi haz›rlad›¤›dosyay› UDHB Deniz TicaretiGenel Müdürlü¤ü’ne sunuyor.

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



Cemre Tersanesi kuru-luflundan bu yana in-

fla etti¤i 39., Havyard Gru-bu için infla etti¤i 35. denizarac› olan Fafnir Vikingisimli PSV’yi (platformdestek gemisi) 15 A¤ustos2015’te denize indirdi.NB216 numaras›yla inflaedilmekte olan geminin suüzerindeki donat›m›na bafl-land›. Havyard 833 WE ti-pi bir tasar›m olan PSV84.8 metre uzunlu¤unda,16.9 metre geniflli¤inde veDNV GL taraf›ndan klas-lanm›fl durumda.

On August 15, 2015,Cemre Shipyard has

launched the PSV(platform supply vessel)called Fafnir Viking whichis the 39th vessel it buildsince its establishmentand 35th it build forHavyard Group. Abovewater outfit of the vesselthat is being build withnumber NB216 is started.PSV with Havyard 833WE type design is 84.8meters long, 16.9 meterswide and it is classed byDNV GL.

Fafnir Viking Is On The SeaFafnir Viking denizde

Cemre Shipyard hasdelivered the turnkey

project Ocean Dolphin to itsNorwegian owner VestlandOffshore. It is stated that thefirst of the two seismic vesselsordered by Norwegian company,Ocean Dolphin was delivered onthe date determined in thecontract, namely on August 9,2015. Ocean Dolphin withnumber NB 35 was built as aSALT 0046 design SSV (seismicsupport vessel) and with BVclass. 69.8 meters long, 17meters wide vessel has a cargocapacity of 2,000 cubic meters.Its working area on deck is 500square meters and bollard pull is55 tons. Ocean Dolphin that canaccommodate a crew of 60person has four 1,080 kWYanmar diesel engine.

Cemre Tersanesi, anahtarteslim proje Ocean Dolp-

hin’i, Norveçli sahibi VestlandOffshore’a teslim etti.Norveçli firma taraf›n-dan siparifl edilen ikisismik gemiden ilkiolan Ocean Dolphin’insözleflmede belirtilentarihte, yani 8 A¤ustos2015 günü teslim edil-di¤i bildirildi. NB 35numaral› Ocean Dolp-hin, SALT 0046 tasar›-m› bir SSV (sismikdestek gemisi) olarakve BV klas›yla inflaedildi. 69.8 metreuzunlu¤unda, 17 metregeniflli¤indeki gemi,2,000 metreküp yükkapasitesine sahip. Gü-

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

naklayabilece¤i Ocean Dolphindört adet 1,080 kW Yanmar di-zel motora sahip.

Ocean Dolphin Is On The Way To NorwayOcean Dolphin, Norveç Yolunda



IMEAK Chamber of Shipping,‹zmir Branch Board Chairman

Yusuf Öztürk suggested that theNorth Aegean Çandarl› Portplanned as the largesttransshipping port of Turkeyshould be put out to tender with anew vision. Öztürk said that thereis an oversupply in containerhandling capacity because of thenew port investments at MarmaraRegion and that the Çandarl›should be planned as a fuel supplycenter and ship maintenance-repair base until a new balance isredressed.

Yusuf Öztürk emphasized thatÇandarl› Port, whose constructionis completed and tenderpreparations are continuing forbuild operate and transfer model,is a correct investment and arguedthat the port should continue itsway with a different goal. Öztürksaid: “A significant aggregate hasbeen formed in Marmara Region.Port giants like Dubai Port, MSC,CMA CMG has set up a base atthe region. Chinese Cosco isoperating the Piraeus Port. Whilethere is nearly 2.5 million TEUhandling capacity in our region,the amount of containers handledis only the half of that capacity.Supply will further increase withPetkim Port. In thiscircumstances, it seems like thereis not much job in near future forNorth Aegean Çandarl› Port thatwas planned as a cross-continentaltransshipping port.”

Öztürk said that Çandarl› projectshould be enriched with differentfunctions until the existingsituation is changed in the positivedirection and added: “Globaldevelopments and changes intransport modes indicate thesame. Previously a shipyard

investment was also planned in theproject but it is removed from it.There is no ship maintenance andrepair facility on our coasts fromÇanakkale to ‹skenderun namely;maintenance and repair functioncan be added to the project.Besides, Çandarl› can be turnedinto an important supply centeralso. It is easy to reach Çandarl›from the facilities in Alia¤a,which is in the position of beingthe energy base of Turkey. Forinstance, submarine pipeline canbe installed from Tüprafl toÇandarl›. Ships can supply theirfuel from Çandarl› with a betterprice before sailing to Çanakkaleand Istanbul Strait.”

Yusuf Öztürk draws attention tothe fact that Turkey receives ashare of 1.35 billion dollars fromapproximately 300 billion dollarsglobal bunker market according tothe report of Turkish BunkerAssociation and emphasized thatthis figure should be 4 billiondollars and it is possible to reachthat amount by rendering theÇandarl› Port a fuel supply baseof the region. He remarked thatthey regard it useful to take suchdevelopments into considerationwhen drawing up the new tenderspecifications.

‹MEAK Deniz Ticaret Odas›‹zmir fiubesi Yönetim Kurulu

Baflkan› Yusuf Öztürk, Türki-ye’nin en büyük aktarma liman›olarak planlanan Kuzey EgeÇandarl› Liman›’n›n yeni birvizyon ile ihaleye ç›kar›lmas›n›önerdi. Marmara Bölgesi’ndeyap›lan yeni liman yat›r›mlar›nedeniyle konteyner elleçlemekapasitesinde arz fazlas› olufl-tu¤unu dile getiren Öztürk, yenibir denge sa¤lanana kadar Çan-darl›’n›n akaryak›t ikmal mer-kezi ve gemi bak›m-onar›m üs-sü olarak planlanmas› gerekti-¤ini söyledi.

Mendirek inflaat› tamamlananve yap-ifllet-devret modeliyle ifl-letilmek üzere ihale haz›rl›klar›devam eden Çandarl› Lima-n›’n›n do¤ru bir yat›r›m oldu¤u-nu vurgulayan Yusuf Öztürk, li-man›n farkl› bir amaçla yolunadevam etmesi gerekti¤ini savu-narak flöyle dedi: “MarmaraBölgesi’nde ciddi bir kümelefl-me olufltu. Dubai Port, MSC,CMA CMG gibi liman devleribölgede üs kurmufl durumda.Çinli Cosco, Pire Liman›’n› iflle-tiyor. Bölgemizde 2.5 milyonTEU civar›nda konteyner elleç-leme kapasitesi varken elleçle-nen konteyner miktar› sadece

yar›s› kadar. Petlim Liman› ilearz daha da artacak. Bu tablo-da, k›talar aras› aktarma lima-n› olarak planlanan Kuzey EgeÇandarl› Liman›’na yak›n gele-cekte çok ifl düflmeyecek gibigörünüyor.”

Mevcut durum olumlu yöndede¤iflene kadar Çandarl› proje-sinin farkl› ifllevlerle zenginlefl-tirilmesi gerekti¤ini ifade edenÖztürk sözlerini flöyle sürdürdü:“Global geliflmeler ve tafl›mamodlar›ndaki de¤iflim de bunaiflaret ediyor. Projede daha ön-ce tersane yat›r›m› da planlan-m›flt›, ancak projeden ç›kar›ld›.Çanakkale’den ‹skenderun’akadar k›y›lar›m›zda gemi ba-k›m ve onar›m tesisi yok, yaniprojeye gemi bak›m ve onar›mifllevi eklenebilir. Ayr›ca Çan-darl› önemli bir tedarik merke-zine de dönüflebilir. Türkiye’ninenerji üssü konumundaki Alia-¤a’daki tesislerden Çandarl›’yaulafl›m kolay. Örne¤in Tüp-rafl’tan Çandarl›’ya denizalt›n-dan boru çekilebilir. GemilerÇanakkale ve ‹stanbul Bo¤a-z›’na girmeden önce yak›tlar›n›Çandarl›’dan daha uygun fiyat-la tedarik edebilir.”

Gemi Yak›t ‹kmalcileri Derne-¤i’nin raporuna göre yaklafl›k300 milyar dolarl›k dünya gemiikmal pazar›ndan Türkiye’nin1.35 milyar dolar pay ald›¤›nadikkat çeken Yusuf Öztürk burakam›n 4 milyar dolar olmas›gerekti¤inin hesapland›¤›n›,Çandarl› Liman›’n›n bölgeninyak›t ikmal merkezi haline geti-rilerek bu rakama ulaflabilece-¤ini vurgulad›. Yusuf Öztürkyeni ihale flartnamesi oluflturu-lurken bu tür geliflmelerin dik-kate al›nmas›nda fayda gördük-lerini ifade etti.

“Çandarl› Port Should Be A Supply Base”“Çandarl› Liman› Tedarik Üssü Olsun”


Denmark based MaerskGroup’s Svitzer company

that offers security andemergency response serviceshas signed a contract withSanmar for six new tugboatbuilding. Board ChairmanOrhan Gürün, Project DirectorAli Gürün, Managing DirectorCem Seven, MarketingManager P›nar GürünKorkmaz from Sanmar andCEO Robert Uggla, TechnicalOfficer Kristian Brauner,Purchasing DepartmentManager Otilija Buch,Newbuilding Manager EsbenGrundtvig from Svitzerattended to the signatureceremony held at SanmarShipyard in Tuzla.

The RAstar 2800-E classASD type tugboats with 70tons bollard pull that will bebuilt according to the signedcontract will serve as terminaltugboats where a crew ofeight people with escortability can accommodate.Each tugboat shall beequipped with double pulleyDMT tow winch, 2,000 kWMTU 16V4000M63 engine,Schottel SRP 1515 propellerand central cooling system.The tugboats specific to hotclimates are outstanding withtheir sprinkler system andFiFi1 notation feature. Thefirst of new tugboats will bedelivered on the fourthquarter of 2016.

Danimarka kökenli Ma-

ersk Grubu’nun güven-

lik, destek ve acil durum mü-

dahale hizmetleri veren firma-

s› Svitzer, Sanmar ile alt› ye-

ni römorkör inflas› için anlafl-

ma imzalad›. Tuzla’daki San-

mar Tersanesi’ndeki imza tö-

renine Sanmar’dan Yönetim

Kurulu Baflkan› Orhan Gürün,

Proje Müdürü Ali Gürün,

Genel Müdür Cem Seven, Pa-

zarlama Müdürü P›nar Gürün

Korkmaz, Svitzer’den ise CEO

Robert Uggla, Teknik Baflkan

Kristian Brauner, Sat›n Alma

Departman› Baflkan› Otilija

Buch, Yeni ‹nfla Müdürü Es-

ben Grundtvig kat›ld›.

‹mzalanan anlaflmaya göre in-

fla edecek 70 ton çekme gü-

cündeki RAstar 2800-E s›n›f›

ASD tipi römorkörler, yedek-

leme yetene¤ine sahip sekiz

kiflilik mürettebat›n konakla-

yabilece¤i terminal römorkör-

leri olarak hizmet verecek.

Her römorkör çift makaral›

DMT çekme vinci, 2,000 kW

MTU 16V4000M63 makine,

Schottel SRP 1515 pervane

ve merkezi so¤utma sistemiyle

donat›lacak. S›cak iklimlere

özel römorkörler, su püskürt-

me sistemiyle FiFi1 notasyo-

nuna sahip özelli¤iyle de öne

ç›k›yor. Yeni römorkörlerden

ilki 2016 y›l›n›n 4. çeyre¤inde

teslim edilecek.

Six Tugboats Order toSanmar From Svitzer

Alt› Römorkör Siparifli



An agreement has beensigned between

Aselsan-Havelsan partnershipand Sedef Shipyard related withthe construction of landingplatform dock (LPD) to be builtfor Turkish Naval ForcesCommand and supply andintegration of the electronicwarfare systems that must be onthe board. With the agreementworth EUR 127.3 million, NavalForces Command will own a 231meters long, 32 meters wide shipthat is capable to be used atAegean, Black Sea andMediterranean theater ofoperations besides the Indian andAtlantic Oceans.

Due to the general hospital and

surgery room it contains, the shipwith a high vehicle and personneltransportation capacity, superiorcommand and control and dayand night helicopter operationability will be used also formedical support within the scopeof refugee evacuation,humanitarian aid and naturaldisaster aid operations whenneeded. There will be a 70meters long 17 meters wide poolto accomplish this operation onthe ship which will ensure thetransportation to the operationarea through four mechanizedlanding boat or two air-cushionlanding craft of the tanks,armored vehicles and otherspositioned on the ship board.

Opening ceremony of thebuilding at Pendik

Güzelyal› that was purchasedby the ‹TÜ Maritime Faculty(YDO) Graduates SocialWelfare Foundation (DEFAV)has been conducted. DEFAVthat was founded in 1995 toaward scholarship for ‹TÜMaritime Faculty students,provide financial support forgraduates desiring to buildacademic career and offersocial aid for the children andwives of the needy ones hasfinally realized its goal ofacquiring a property belongingto it. This development comingafter the dormitory opened forthe ‹TÜ Maritime Facultystudents is realized bypurchasing and restoring a

building at Pendik Güzelyal›.DEFAV Board Chairman TahirSar›o¤lu made a briefstatement at the openingceremony and said that comingtogether at such occasionsgives us further will to workand morale.

Aselsan-Havelsan ifl ortakl›-¤› ile Sedef Gemi ‹nflaat›

Afi aras›nda, Türk Deniz Kuv-vetleri Komutanl›¤› için yap›la-cak havuzlu ç›karma gemisinin(LPD) inflas›, gemide bulunacaksavafl-elektronik sistemlerinsa¤lanmas› ve entegrasyonu ko-nusunda sözleflme imzaland›.127.3 milyon euro tutar›ndakianlaflmayla Deniz KuvvetleriKomutanl›¤› Ege, Karadeniz veAkdeniz harekât alanlar› ileHint ve Atlantik okyanuslar›n-da da kullan›labilecek yetkin-likte, 231 metre uzunlu¤unda,32 metre geniflli¤inde bir gemi-ye sahip olacak.

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

kontrol ve gece gündüz heli-kopter harekât› yeteneklerinesahip olan gemi gerekti¤indebünyesinde bulunan tam teflek-küllü hastane ve ameliyathaneile do¤al afet yard›m›, insaniyard›m ve mülteci tahliye hare-kâtlar› kapsam›nda t›bbi des-tek için de kullan›labilecek.Dört adet mekanize ç›kartmagemisi veya iki adet hava yas-t›kl› ç›karma gemisi ile güver-teye konumland›r›lan tankla-r›n, z›rhl›lar›n ve di¤er teker-lekli araçlar›n harekât bölgesi-ne tafl›nmas›na olanak sa¤la-yacak gemide bu harekât› ya-pabilmek için 70 metre uzun-lu¤unda ve 17 metre geniflli-¤inde bir havuz bulunacak.

‹TÜ Denizcilik Fakültesi(YDO) Mezunlar› Sosyal Yar-

d›m Vakf› (DEFAV) taraf›ndan,Pendik Güzelyal›’da sat›n al›-nan binan›n aç›l›fl› gerçekleflti-rildi. 1995 y›l›nda ‹TÜ Denizci-lik Fakültesi ö¤rencilerine bursvermek, mezunlardan akade-

mik kariyer yapmak isteyenleremali destek sa¤lamak ve muh-taç durumda olanlarla efl ve ço-cuklar›na sosyal yard›m sa¤la-mak amac›yla kurulan DEFAVböylece kendisine ait mülk sahi-bi olma hedefini de gerçeklefl-tirmifl oldu. ‹TÜ Denizcilik Fa-kültesi ö¤rencilerinin hizmetineaç›lan yurt binas›n›n ard›ndansa¤lanan bu geliflme, PendikGüzelyal›’daki üç katl› bir binasat›n al›n›p tadilat› yap›larakgerçekleflti.

Aç›l›flta k›sa bir konuflmayapan DEFAV Yönetim KuruluBaflkan› Tahir Sar›o¤lu “Bu tipetkinliklerde bir araya gelmek,Vakf›m›z›n hedeflerini daha daileriye götürmemiz hususundabize daha çok çal›flma arzusuve moral veriyor” dedi.

Sedef Will Build Multitalented Military Ships Sedef Çok Yetenekli Askeri Gemi ‹nfla Edecek

DEFAV At Its Own BuildingDEFAV Kendi Binas›nda



Expanding its network inScandinavia, Yilport

Holding has announced theopening date of StockholmNord Combi Terminal (SNCT)at Rosersberg, Sweden, whichis designed to have the annualcontainer handling capacity of150,000 TEU with 2 RMGcranes and severalreachstakers. This new,private, state-of-the-art facilityis expected to serve a varietyof logistics customers inScandinavia and soon becomethe major rail hub of choiceserving the region.

“This is by no means anordinary logistics hub. It is dueto come on line in Septemberand it is very much anticipatedby the market. This newfacility is an integral part tothe future growth of our

international containerterminal in Gavle, Sweden”stated Mr. Sean Pierce, CEOof Yilport Holding, Turkey.Upon opening the terminal,Yilport will start a new railservice between its StockholmNord Facility and GavleContainer Terminal (GCT). Asclaimed, the rail service willbe completely integrated withthe GCT and will increase thevelocity and predictability forcargo shipments while creatingnew efficiencies and decreasingthe overall cost to the shippinglines and industry. The waterand rail solution isenvironmentally andeconomically improved overthe current logistics situationin the region. Mr. Pierceadded that “we see that thereis considerable traffic

‹skandinavya’daki a¤›n› genifl-leten Y›lport Holding iki

RMG vinç ve muhtelif kontey-ner istifleyiciyle y›ll›k 150,000TEU konteyner elleçleme kapa-sitesine göre planlanm›fl olan‹sveç Rosersberg’deki Stock-holm Nord Combi Terminalinin(SNCT) aç›l›fl tarihini aç›klad›.Bu yeni, özel ve en modern tesi-sin ‹skandinavya’da çeflitli lo-jistik müflterilerine hizmet ver-mesi ve k›sa sürede bölgede hiz-met veren ana demiryolu mer-kezi haline gelmesi bekleniyor.

Y›lport Holding Türkiye CE-O’su Sean Pierce “Bu hiçbir fle-kilde s›radan bir lojistik merke-zi de¤il. Eylül ay›nda devreyegirecek ve piyasada heyecanlabekleniyor. Bu yeni tesis ‹sveç,Gavle’deki uluslararas› kontey-ner terminalimizin gelecektekibüyümesinin ayr›lmaz bir par-

ças›d›r” dedi. Y›lport, termina-li açt›ktan sonra StockholmNord tesisiyle Gavle KonteynerTerminali (GCT) aras›nda yenibir demiryolu hizmeti bafllata-cak. Demiryolu hizmetininGCT’yle tamamen entegre ola-ca¤›, kargo sevkiyatlar›n›n h›zve öngörülebilirli¤ini artt›r›r-ken denizcilik flirketleri ile sek-töre yeni verimlilikler yarataca-¤› ve toplam maliyetleri azalta-ca¤› iddia ediliyor. Su ve de-miryolu çözümü çevresel veekonomik olarak bölgedekimevcut lojistik durumun üzerin-de geliflti. Pierce “demiryolumerkeziyle yeni SNCT aç›ld›-¤›nda, gemilerin Stockholm li-man›na u¤ramas›yla önemli öl-çüde trafik s›k›flmas› ve gerek-siz gider oldu¤unu görüyoruz”diye ekledi.

“Gemiler, demiryolu hizmeti-mizle Stockholm Nord tesisi-mize kusursuz ve maliyet-etkinbiçimde aktar›lacak ve hattaistenirse müflterinin kap›s›na

Yilport to Open Stockholm Nord and Expand Gavle Container Terminal

Y›lport Stockholm Nord’u Açacak ve Gavle Konteyner Terminalini Geniflletecek

Sean Pierce

Stockholm Nord


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congestion and unnecessarycost with vessels callingStockholm harbor once thenew SNCT with rail hub opens.

The liners can simply callYilport’s Gavle ContainerTerminal to discharge theimports that will be seamlesslyand cost effectively transferredto our Stockholm Nord facilityby our rail service and evendelivered to the customer’sdoor if desired.”

Yilport Holding has the long-term concession for the GCTwhich is the third largestcontainer terminal in Swedenwith existing annual capacityof 300,000 TEU. The GCT hasthe strategic location, situatedon the Swedish East Coastabout 170 Km north of

Stockholm. As stated, thecompany has completed itsexpansion studies for GCT andhas finalized its growth plans.The total container handlingcapacity at GCT will be500,000 TEU and delivered intwo phases.

The first phase will becompleted in 2016 bylaunching the Stockholm NordTerminal along withimprovements to GCT that willincrease the container handlingcapacity from 300,000 TEU to400,000 TEU. Then, Phase 2will be the major investmentwith new additional cranes,equipment and yardpreparation and new CFSoperations that will allow theannual capacity to go up to500,000 TEU by 2018.

teslim edilecek olan ithalatla-r›n› boflaltmak için Y›lport’unGavle Konteyner Terminalingelebilir.”

Y›lport, y›ll›k 300,000 TEUmevcut kapasitesiyle ‹sveç’inüçüncü en büyük konteyner ter-minali olan GCT için uzun va-deli imtiyaz› elinde bulunduru-yor. Stockholm’ün yaklafl›k170 km kuzeyinde ‹sveç Do¤uSahilinde yer alan GCT strate-jik konuma sahip. Belirtilmifloldu¤u gibi, flirket GCT için ge-niflleme çal›flmalar›n› tamamla-d› ve büyüme planlar›na sonfleklini verdi. GCT’de toplamkonteyner elleçleme kapasitesi500,000 TEU olacak ve ikiaflamada teslim edilecek.

GCT’de konteyner elleçleme ka-pasitesini 300,000 TEU’dan

400,000 TEU’ya ç›kartacakolan iyilefltirmenin yan› s›raStockholm Nord Terminalininaç›l›fl›yla, ilk aflama 2016’datamamlanacak. Yeni ilave vinç-ler, donan›m ve arazi haz›rl›¤›ve 2018’de y›ll›k kapasitenin500,000 TEU’ya ç›kmas›n›sa¤layacak yeni CFS operas-yonlar›yla ikinci aflama ise esasyat›r›m olacak.

Gavle

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

Aetos bulk 48,893 2001 Japan 5,500,000 Greece Auction

Bau Zhu Hai bulk 180,300 2004 Japan 18,600,000 China

Breeze Island bulk 28,000 2011 Japan 10,200,000 Greece

Eco Vanguard bulk 28,000 2001 Japan 6,200,000 Vietnam

Fu May bulk 76,009 2002 China 8,000,000 China

Grace Future bulk 75,375 2006 Japan 13,300,000 Greece

Great Morning bulk 28,710 2004 Japan 6,900,000 Vietnam

Jag Aakash bulk 81,600 2016 China 27,750,000 Greece

Kanishka bulk 76,286 2005 Japan 11,350,000 Greece Auction

Luyang Rising bulk 76,243 2006 Japan 15,250,000 Greece

North Fortune III bulk 91,400 2001 Japan 8,900,000 China

Olympias bulk 52,817 2001 Japan 7,000,000 Greece

Pacific Wind bulk 28,437 2007 Japan 8,600,000 Vietnam

Port Mouton bulk 53,308 2005 China 6,700,000 Greece

Skomvaer bulk 58,000 2010 China 12,750,000 Greece

Star Claudia bulk 71,694 1997 Japan 3,700,000 China

Tennei Maru bulk 58,470 2009 China 14,100,000 Undisclosed

Torm Anholt bulk 74,195 2004 Japan 11,000,000 Greece @

Torm Bronholm bulk 75,912 2004 Japan 11,000,000 Greece @

Xing Min Hai bulk 81,600 2015 China 28,000,000 Undisclosed

Yangzhou Dayang DY216 bulk 63,500 2015 China 22,500,000 US

Blue Moon cont 13,715 2008 China 7,500,000 Undisclosed @

Ibn Hazim cont 13,951 2005 Romania 6,500,000 Undisclosed @

Mount Bokor cont 13,823 2005 China 6,500,000 Undisclosed @

Yellow Moon cont 13,777 2008 China 7,500,000 Undisclosed @

Cap Domingo cont 51,807 2001 Korea 24,250,000 Undisclosed

Corsa cont 5,356 1998 Germany 1,600,000 Undisclosed

El Toro cont 13,633 2006 Japan 6,500,000 Germany

Guangzhou Wenchong GWS cont 35,000 2015 China 36,500,000 Denmark

Heung A Bangkok cont 10,354 1995 Korea 2,000,000 Malaysia @

Heung A Hongkong cont 10,354 1995 Korea 2,000,000 Malaysia @

Leo Osaka cont 43,093 2003 Japan 9,200,000 Undisclosed

Alpine Marie tanker 48,005 2009 Japan 22,500,000 Undisclosed

Amber Ray tanker 19,728 2005 Japan 21,000,000 Danish St. Steel

Aquamarine II tanker 49,995 2014 Korea 37,100,000 Monaco

Azov Sea tanker 47,363 1998 Croatia 8,100,000 Greece

Bering Sea tanker 47,431 1998 Croatia 8,100,000 Greece

Cap Georges tanker 146,652 1998 Korea 23,500,000 Far East

Fairchem Mustang tanker 20,622 2003 Japan 16,000,000 Greece St. Steel

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


Front Glory tanker 149,834 1995 Japan 16,000,000 Far East

Harbour Star tanker 51,068 2008 Korea 24,000,000 Greece @

Super Star tanker 51,068 2008 Korea 24,000,000 Greece @

Kometik tanker 126,646 1997 Korea 8,000,000 Monaco

SCF Valdai tanker 159,300 2003 Korea 35,500,000 Greece

Sirius I tanker 46,341 1996 Spain 7,500,000 Undisclosed

SPP Sacheaon S1179 tanker 50,300 2016 Korea 38,500,000 Croatia @

SPP Sacheaon S1180 tanker 50,300 2016 Korea 37,500,000 Croatia @

Tarazara tanker 1,896 1988 Japan 300,000 Greece

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 08.2015

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

CSBC cont 2,800 TEU (x10) 2017 40,000,000 Evergreen

Jiangnan Changxing cont 13,500 TEU (x8) 2018 116,800,000 CSCL

Yangzijiang cont 3,800 TEU (x4+4) 2017 43,000,000 Hamburg

Dalian tanker 319,000 dwt 2018 92,000,000 Dalian Ocean

Hyundai Mipo tanker 37,000 dwt (x2+2+2+2) 2017 32,500,000 Scorpio

Samsung tanker 113,000 dwt (x2) 2017 58,000,000 Unisea Shipping

Samsung Ningbo tanker 50,000 dwt (x2+2) 2017 32,000,000 Capital Ship Management

Samsung Ningbo tanker 50,000 dwt (x9) 2017/2018 32,000,000 Maersk Tankers

STX tanker 73,500 dwt 2017 46,000,000 Pleiades

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

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

C. Royal bulk 151,044 1996 325 17,992 Pakistan

Glory Morning bulk 22,202 1986 317 4,783 India

Kurotakisan bulk 87,890 1995 330 12,880 India

LinaY bulk 30,330 1982 290 6,448 Pakistan/India options

Lotus Sun bulk 73,556 1995 230 10,271 Delivery Hong Kong

Matsura Maru bulk 148,884 1990 285 19,280 India

Ore Alegria bulk 160,089 1997 330 20,963 Pakistan

Preventer bulk 71,062 1990 331 9,236 India

Rebekka N bulk 249,378 1990 325 36,615 Pakistan

Sea Adelaide bulk 26,318 1984 290 5,550 Bangladesh

Atlantic Companion roro 51,448 1984 320 29,000 India

Viva tanker 1,439 1982 305 772 Bangladesh

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



Date Event Place Website

09-10.09.2015 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 08.2015

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