marine&commerce

www.marineandcommerce.com

MOVING ON IN THE NICHE MARKET

ISSN: 1305-2918

YEAR // YIL: 10 ISSUE // SAYI : 109 JANUARY // OCAK 2014 PRICE: EURO 20 // F‹YATI: 20 YTL

N‹fi MARKETTE YOLA DEVAM

WHAT WILL THE ALTERNATIVE FUEL MIX BE?

ALTERNAT‹F YAKIT KARIfiIMI NE OLACAK?

ONCE-IN-A-LIFETIME EXPERIENCE

B‹R KEZ B‹LE OLSA YAfiANMALI

HELLO // MERHABA

I prefer to be “abnormal”!..

Yes, I am decided... I will not write during 2014, as is the case for many years... I will not talk about shipping, dwt, grt, etc. on this page, for I just want to say “hello”. I love to share many things with few words, to make people think, and the likelihood of your continuing to chat with your inner voice after reading; plainly, without a false face, only by “yourself”... I read it somewhere recently, and I liked it very much: “Don’t turn a deaf ear to what the life whispers.

Suddenly, it may shout so loudly that you would prefer the silence.” With stories and anecdotes, my words are like those pre-shout whispers...

Dildar Ünde¤er

Virtually all subjects we discuss, even our chats, in our business lives are related to shipping.

Unfortunately, even political approaches have some expectations touching the businesses, the maritime industry. Most of us have started to look at the life through a porthole. Those who know me well should know that I am a person who endeavors to get rid of such patterns.

I am striving not to become ordinary, but to be extraordinary. And “respect” is the cornerstone for me. The rest is easy... Most importantly, I proceed on my path in this world being aware of the fact that the ground on which I stand is not larger than the area covered by my two feet.

dildar@dildarpr.com

I am also determined to keep the description of normality made by award winning journalist Ellen Goodman in one of her speeches away from my life. Goodman said: “Normal is getting dressed in clothes that you buy for work and driving through traffic in a car that you are still paying for - in order to get to the job you need to pay for the clothes and the car, and the house you leave vacant all day so you can afford to live in it.”.

That’s correct. That is what many people do to be normal; leaving control of themselves to the flow of water.

Me? I prefer to be “abnormal”...

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

“Anormal” Olmay› Tercih Ediyorum!..

Evet kararl›y›m… Y›llard›r oldu¤u gibi 2014’te de yazmayaca¤›m… Bu sayfaya deniz ticaretini, dwt’leri, grt’leri yazmayaca¤›m. Çünkü sadece “merhaba” demek istiyorum ve az kelimeyle çok fley paylaflmay›, düflündürmeyi, okuduktan sonra da kendi iç sesinizle sohbete devam etmeniz ihtimalini seviyorum; maskesiz, yal›n, sadece “siz”…

Geçenlerde okudum, çok hofluma gitti: “Hayat›n f›s›ldad›klar›n› duymazdan gelme. Bir an öyle ba¤›r›r ki, sessizli¤i tercih edersin.” yaz›yordu. Benimkiler de hikayeleriyle, anekdotlar›yla 盤l›k öncesi o f›s›lt›lardan iflte… ‹fl hayat›nda zaten elimizi att›¤›m›z her konu, sohbetlerimiz, bafl›m›z› çevirdi¤imiz her yön deniz ticareti merkezli. Siyasi yaklafl›mlar›n bile alt›nda ucu denize, ifle dokunan beklentiler var maalesef. Ço¤umuz hayata lumbuzdan bakar hale geldik. Yak›ndan tan›yanlar›n›z bilir, ben bu kal›plara s›k›flmamak için çabalayanlardan›m. S›radanlaflmamak için, yeniliklere imza atabilmek için u¤rafl›yorum. “Sayg›”y› da bafl köfleme oturtuyorum, gerisi kolay… En önemlisi, flu dünyada bast›¤›m yerin iki aya¤›m›n kaplad›¤›ndan daha büyük olmad›¤›n›n bilinciyle yol al›yorum. Ödüllü gazeteci Ellen Goodman’›n bir konuflmas›nda bahsetti¤i “normal”lik tan›m›n› da hayat›mdan uzak tutmaya kararl›y›m. Goodman: “ ‘Normal’ diye tan›mlanan fley; ifle gitmek için sat›n ald›¤›n k›yafetleri giyip, ifle gitmek için ödemesini hala yapt›¤›n arabanla trafi¤e girip, gitti¤in iflte ise giydi¤in k›yafetin, bindi¤in araban›n ve bütün gün sen iflteyken boflta duran evin paras›n› ödeyebilmek için çal›flmakt›r.” diyordu. Do¤ru ço¤unlu¤un normallik ad›na, kendini suyun ak›fl›na b›rak›p yapt›¤› bu. Ben mi? “Anormal” olmay› tercih ediyorum…

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

Dildar Ünde¤er (dildar@dildarpr.com) Editor in Chief // Genel Yay›n Yönetmeni

002 MARINE&COMMERCE JANUARY 2014

®

CONTENTS // ‹Ç‹NDEK‹LER www.marineandcommerce.com ISSN: 1305-2918

JANUARY // OCAK 2014

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

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

016

026

042

SHORT WAVE // KISA DALGA

FESTIVAL

Latest developments, events,

Movies At The Zenith Of Adrenaline //

new products in the world... // Dünya denizcili¤indeki son geliflmeler, olaylar, yeni ürünler

006

Investigating MOL COMFORT Split //

Once-In-A-Lifetime Experience //

MOL COMFORT’›n ‹kiye Bölünmesi 016

052

MARKET // P‹YASA

Moving On In The Niche Market // Nifl Markette Yola Devam

Subscription // Abonelik Orhan K›vrak

Olay› Araflt›r›l›yor

INTERVIEW // SÖYLEfi‹

056

VLCC’lere Yat›r›mda Yükselen Grafik STUDY // ARAfiTIRMA What Will The Alternative Fuel Mix

World’s First LNG-Powered Tugboat

Küresel Denizcilikte Alternatif

Sails Into Service // Dünyan›n ‹lk

026

060

LNG Yak›tl› Römorkörü Hizmete Girdi

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

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

TRAVEL // GEZ‹ The Greatest Show On Earth

BRIEF NEWS // KISA HABERLER

Greenland’s Iceberg Parade //

Voice of the Turkish maritime industry...

Dünyan›n En Muhteflem Gösterisi Grönland Buzda¤› Geçit Töreni

Source of up-to-date information...

036

News, developments, projects... //

SHIPYARD // TERSANE

Türkiye denizcilik sektörünün sesi,

Tersan Pinpoints //

güncel bilgi kayna¤›... Haberler

Tersan Nokta At›fl› Yap›yor

042

geliflmeler, projeler...

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

&

Correspondence // Yaz›flma Adresi

DEVELOPMENT // GEL‹fiME

For Global Shipping Be? // Yak›t Kar›fl›m› Ne Olacak?

Translation // Çeviri Özcan Y›lmaz Cover Photo // Kapak Foto¤raf› Between Places Film

Rising Wave Of Investment In VLCCs //

020

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

ACCIDENT // KAZA

CRUISER // KRUVAZ‹YER Bir Kez Bile Olsa Yaflanmal›

048

Adrenalinin Doru¤undaki Filmler

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

Demolotion sales // Hurda sat›fllar›

004 MARINE&COMMERCE JANUARY 2014

www.marineandcommerce.com Print House // Bask›

062

068 & &

Newbuilding contracts // Yeni infla Maritime events // Denizcilik etkinlikleri

Teknik Bas›m Tan›t›m Matbaac›l›k San. A. fi.

Keyap Tic. Mrk. Bostanc› Yolu Cad. F1 Blok No: 93 Y. Dudullu Ümraniye - ‹stanbul Tel: +90 216 508 20 20 Fax: +90 216 508 20 45 www.teknikbasim.com Sertifika No: 24871 © “marine&commerce” magazine is published in accordance with the laws of the Republic of Turkey. The name and publication rights of “marine&commerce” are owned by our company. All rights relating to all articles, photographs, illustrations, maps and subjects published in the magazine are reserved.

The subjects can be used by reference to our magazine only. © “marine&commerce” (Uluslararas› Deniz ve Ticaret) dergisi T.C. yasalar›na uygun olarak yay›nlanmaktad›r. “marine&commerce” dergisi’nin isim ve yay›n hakk› flirketimize aittir. Dergide yay›nlanan yaz›, foto¤raf, illüstrasyon, harita ve konular›n her hakk› flirketimizde sakl›d›r. Sadece dergi ad› belirtilerek al›nt› yap›labilir.

KS IH SO AR

T

D AW LA GV AE

Fincantieri To Build An Ultra-Luxury Ship For Seabourn Fincantieri, Seabourn için Ultra Lüks Gemi ‹nfla Ediyor toplam 302 ferah süit kamarada 604 misafir tafl›yacak.

incantieri, a world leader in cruise ship construction, and Seabourn, the ultra-luxury brand of Carnival Corporation, the world’s leading cruise operator, announced the signing of a contract for the construction of an ultra-luxury ship. The order follows last October’s letter of intent between the two companies.

F

The ship, due to join the Seabourn fleet in the second half of 2016, will be built according to the standards and technical solutions that make Seabourn one of the most prestigious brands in the ultra-luxury segment and will continue the fleet modernization that began in 2009.

The all-suite ship will be the biggest in the fleet and approximately 40,350 gross tons, 210 metres long and 28 metres wide and will be able to reach a cruising speed of 18.6 knots.

The design will maintain Seabourn’s high ratio of space per guest and enable highly personalized service by nearly one staff member per guest on board.

It will carry up to 604 guests, accommodated in 302 spacious suites, all with a private veranda.

Safety will be one of this ship’s major strong points. It will be built using the very latest technologies, whose standards will exceed the requirements of the relevant legislation. Fuel consumption will be significantly reduced by optimizing the ship’s hydrodynamics.

Richard D. Meadows, Seabourn’s President, said: “The new ship will continue the evolution that began with Seabourn’s fleet expansion, adding modern design

006

Güvenlik, geminin en güçlü noktalar›ndan biri olacak. Gemi, standartlar› ilgili mevzuatlarda öngörülenleri aflan en son teknolojiler kullan›larak infla edilecek. Yak›t tüketimi geminin hidrodinamikleri optimize edilerek büyük oranda azalt›lacak.

elements and innovations consistent with Seabourn’s reputation for understated elegance. With its delivery, the most highly rated cruise line in the world will also offer travelers the newest fleet of ships in the luxury segment”.

Giuseppe Bono, Fincantieri’s Chief executive officer, said: “An order from a new brand is always a source of great satisfaction. Today we can also add a note of pride, because the addition to our customer base of Seabourn, the Carnival Group’s top-end cruise line, means that we are now building ships for all the operators in the ultra-luxury segment, a niche market that has seen strong investments in the past year”.

The vessel will replace capacity that will be reduced when the company’s Seabourn Pride, Seabourn Spirit, and Seabourn Legend are transferred to new owners in April 2014, April 2015, and May 2015. Seabourn currently offer six intimate ships with just 104 or 229 suites and along with unique itineraries and gourmet dining experiences.

MARINE&COMMERCE JANUARY 2014

ruvaziyer gemi inflas›nda bir dünya lideri olan Fincantieri ile dünyan›n önde gelen kruvaziyer gemi iflletmecilerinden Carnival Corporaton’›n ultra lüks markas› Seabourn, ultra lüks bir gemi inflas› için anlaflma imzalad›klar›n› duyurdu. Siparifl, iki flirket aras›nda geçti¤imiz Ekim ay›nda imzalanan niyet mektubuna dayan›yor.

K

Seabourn’un filosuna 2016 y›l›n›n ikinci yar›s›nda kat›lacak olan gemi, flirketin ultra lüks segmentinde en prestijli markalardan biri haline getiren standartlar ve teknik çözümlere uygun olarak infla edilecek ve 2009 y›l›nda bafllayan filo modernizasyon çal›flmalar›n› devam ettirecek.

Tamam› süit kamaralardan oluflan, 210 metre boy ve 28 metre ene sahip 40,350 grostonluk gemi, filonun en büyük gemisi olma özelli¤ine sahip olacak ve 18.6 deniz mili sürate ulaflabilecek.

Geminin dizayn›, Seabourn’un misafir bafl›na en yüksek alan anlay›fl›n› muhafaza edecek ve gemide her misafir için neredeyse bir personel ile son derece özellefltirilmifl hizmetlerin sunulmas›na imkan verecek. Gemi, her biri özel verandaya sahip

Seabourn’un Baflkan› Richard D. Meadows gemi hakk›nda flunlar› söyledi: “Yeni gemi, Seabourn’un filosunu büyütme stratejisiyle bafllayan evrimi, markan›n abart›s›z zariflikle tan›nan flöhretiyle uyumlu, modern dizayn unsurlar› ve yenilikleri katarak devam ettirecek.

Geminin tesliminin ard›ndan dünyan›n önde gelen kruvaziyer flirketi yolculara ayn› zamanda lüks segmentindeki en yeni gemi filosunu da sunacak.”.

Fincantieri’nin CEO’su Giuseppe Bono ise: “Yeni bir markadan siparifl almak her zaman büyük bir memnuniyet kayna¤›d›r. Bugün Carnival Grubu’nun en üst düzey kruvaziyer markalar›ndan biri olan Seabourn’un müflteri portföyümüze eklenmesi bizim için büyük bir gurur kayna¤› ve geçti¤imiz y›l boyunca güçlü yat›r›mlara sahne olan nifl bir piyasada ultra lüks segmentindeki tüm gemileri bizim infla etti¤imiz anlam›na geliyor.” dedi.

Gemi, flirketin Seabourn Pride, Seabourn Spirit ve Seabourn Legend isimli gemilerinin s›ras›yla 2014 Nisan, 2015 Nisan ve 2015 May›s aylar›nda yeni sahiplerine devrinden sonra kaybedilecek kapasitenin yerini alacak. Seabourn halen benzersiz rotalarda gurme yemek deneyimleri eflli¤inde toplam 6 gemide 104 veya 229 süit kamara sunabiliyor.

World’s First Harmonized CSR Compliant Ship Design Support Software Released Dünyan›n ‹lk Uyumlaflt›r›lm›fl CSR Uyumlu Gemi Dizayn Destek Yaz›l›m› Piyasaya Sunuldu he classification society ClassNK announced the release of a new version of its PrimeShipHULL (HCSR) ship design support software that is fully compliant with the new IACS Common Structural Rules (harmonized CSR) for oil tankers and bulk carriers. The new ship design support software is the first in the world to fully support the new Common Strucutural Rules, which were adopted by IACS in December 2013. As part of its work to support the development of safer ships, ClassNK is providing the software free of charge to its customers such as shipyards and designers around the world.

T

The new IACS CSR not only unify and harmonize the technical requirements of the existing Common Structural Rules (CSR)

for tankers and bulk carriers, but also incorporate new requirements for more comprehensive structural analysis at the design stage, including FEM analyses covering the entire range of cargo hold structures, as well as new formulae for buckling, fatigue, and residual strength criteria to enhance safety and reliability. The new rules will be applied to all bulk carriers over 90 m and all oil tankers over 150 m contracted on and after 1 July 2015.

Although the harmonized CSR represents a major step forward for ship safety, they also present a number of new challenges for shipyards and designers. It was the reason to develope new design support software in order to address those challenges and reduce the manpower and cost burdens on yards and designers.

las Kuruluflu ClassNK, petrol tankerleri ve dökme yük gemilerine yönelik yeni IACS Ortak Yap›sal Kurallar›yla (uyumlaflt›r›lm›fl CSR) tam uyumlu PrimeShipHULL (HCSR) gemi dizayn destek yaz›l›m›n›n yeni versiyonunun piyasaya sürüldü¤ünü duyurdu. Yeni gemi dizayn destek yaz›l›m›, dünyada Ortak Yap›sal Kurallar› tam destekleyen ilk yaz›l›m olma özelli¤ine sahip. Ortak Yap›sal Kurallar IACS taraf›ndan 2013 y›l› Aral›k ay›nda yay›nlanm›flt›. Daha güvenli gemilerin gelifltirilmesine yönelik destek sa¤lama çal›flmalar›n›n bir parças› olarak, ClassNK yaz›l›m› tüm dünyadaki tersane ve dizayn›rlar gibi müflterilerine ücretsiz olarak sunuyor.

K

Yeni IACS Ortak Yap›sal Kurallar›, tanker ve dökme yük gemilerine yönelik mevcut Ortak Yap›sal Kurallar›n (CSR) teknik flartlar›n›n uyumlaflt›r›lmas›n› sa¤lamakla kalm›yor, ayn› zamanda her tür

ACS’ New Chairman Appointed lassNK Chairman and President Noboru Ueda assumed the role of Chairman of the Association of Asian Classification Societies (ACS) on 1 January 2014.

C

Speaking on his appointment to the position, Mr. Ueda stated that under his chairmanship ACS will work to more proactively contribute to the development of balanced global regulations at the IMO and other regulatory bodies by consolidating the opinions of ACS members and providing greater technical support to regional Administrations.

ACS is an organization of six Asia-based classification societies established to share

technical knowledge and insights in order to improve safety at sea and better protect the marine environment. With the members comprised of Biro Klasifikasi Indonesia (BKI), China Classification Society (CCS), Indian Register of Shipping (IRS), Korean Register of Shipping (KR), Vietnam Register (VR) and ClassNK, ACS began operating as a formal organization in 2010, based on a history of nearly two decades of informal meetings and cooperation between its members.

yük ambar yap›lar›n› kapsayan FEM analizlerinin yan› s›ra güvenlik ve güvenilirli¤i gelifltirmeye yönelik olarak bel verme, yorulma ve kal›nt› güç kriterlerine yönelik yeni formüller de dahil, dizayn aflamas›nda daha kapsaml› yap›sal analizlerin gerçeklefltirilmesi aç›s›ndan yeni flartlar› da kaps›yor. Yeni kurallar 1 Temmuz 2015 ve sonras›nda siparifl edilecek 90 metre üzerinde boya sahip tüm dökme yük gemileri ile 150 metre üzerinde boya sahip tüm petrol tankerleri için geçerli olacak.

Uyumlaflt›r›lm›fl Ortak Yap›sal Kurallar gemi güvenli¤i alan›nda at›lm›fl önemli bir ad›m› temsil etse de, ayn› zamanda tersane ve dizayn›rlar için de yeni zorluklar getiriyor. Yeni dizayn destek yaz›l›m›n›n gelifltirilmesi de bu zorluklar›n ortadan kald›r›lmas› ve tersaneler ile dizayn›rlar üzerindeki iflgücü ve maliyet yüklerinin azalt›lmas› amac›n› tafl›yor.

ACS’nin Yeni Baflkan› Görevine Bafllad› lassNK Baflkan ve Yönetim Kurulu Baflkan› Noboru Ueda, Asya Klas Kurulufllar› (ACS) Birli¤i’nin Baflkanl›k koltu¤una 1 Ocak 2014 tarihinde geçti.

C

Noboru Ueda

Bu göreve getirilmesi ile ilgili olarak yapt›¤› konuflmada Ueda, yönetimi alt›nda iken ACS’in, üyelerinin görüfllerini toplayarak ve bölge ‹darelerine daha fazla teknik destek sa¤layarak, IMO ve di¤er düzenleyici kurumlar nezdinde daha dengeli küresel yönetmeliklerin gelifltirilmesine son derece aktif katk›da bulunmaya

çal›flaca¤›n› söyledi.

ACS, denizde güvenli¤i gelifltirmek ve deniz çevresini daha iyi korumak için teknik bilgi ve anlay›fllar›n paylafl›lmas›na yönelik olarak 6 Asya merkezli klas kuruluflu taraf›ndan oluflturulan bir kurulufl. Üyeleri aras›nda Biro Klasifikasi Indonesia (BKI), China Classification Society (CCS), Indian Register of Shipping (IRS), Korean Register of Shipping (KR), Vietnam Register (VR) ve ClassNK’n›n bulundu¤u ACS faaliyetlerine, üyeleri aras›nda yaklafl›k 20 y›l boyunca gerçeklefltirilen gayri resmi toplant›lar ve iflbirli¤inin ard›ndan 2010 y›l›nda resmi bir kurulufl olarak bafllad›.

MARINE&COMMERCE OCAK 2014

007

KS IH SO AR

T

D AW LA GV AE

Topaz Acquires Two Modern Anchor Handling Vessels Topaz ‹ki Modern Demir Elleçleme Gemisi Ald› opaz Energy and Marine, a leading offshore support vessel company with primary operations in the Middle East and Caspian, announced the acquisition of two large and modern Anchor Handling Towage and Supply Vessels (AHTSV) at a purchase price of in excess of USD 100 million.

T

The vessels, CASPIAN CHALLENGER and CASPIAN ENDEAVOUR, are sister vessels built by Kleven Maritime in Norway in 2008 and 2009, respectively. The vessels are equipped with dynamic positioning DP2, automated safe anchor handling capabilities and are currently the most powerful vessels operating in the Caspian basin at 17,200 BHP and 190 tonnes bollard pull.

The vessels have been operating as part of Topaz’s Caspian fleet on a bareboat agreement and are

enel olarak Ortado¤u ve Hazar bölgesinde faaliyet gösteren, dünyan›n önde gelen offshore destek gemileri flirketlerinden biri olan Topaz Energy and Marine, yaklafl›k 100 milyon dolar karfl›l›¤›nda iki büyük ve modern Demir Elleçleme Römorkaj ve Destek Gemisi (AHTSV) sat›n ald›¤›n› duyurdu.

G

currently serving a long-term contract with BP in Azerbaijan.

The vessels are supporting operations in the Azerbaijan offshore fields of ACG and Shah Deniz performing specialty project work, major rig moves, anchor repositioning. Topaz’s fleet size in the Azerbaijani waters of the Caspian is currently 25 vessels.

This will rise to 26 when the 4,000 dwt Platform Supply Vessel ‘CASPIAN VOYAGER’ joins the fleet in 2014.

CASPIAN CHALLENGER ve CASPIAN ENDEAVOR isimli kardefl gemiler s›ras›yla 2008 ve 2009 y›llar›nda Norveç’te Kleven Maritime taraf›ndan infla edilmiflti. DP2 dinamik konumland›rma sistemi, otomatik güvenli demir elleçleme kabiliyetleri ile donat›lm›fl ve

17,200 BHP ve 190 ton çekme gücüne sahip gemiler halen Hazar havzas›nda çal›flan en güçlü gemi olma özelli¤ine sahip.

Gemiler bugüne kadar bir mürettebats›z kiralama sözleflmesi alt›nda Topaz’›n Hazar filosunun bir parças› olarak iflletilirken bugün BP Azerbaycan ile imzalanan uzun süreli bir sözleflme alt›nda hizmet veriyor. Filoya yeni kat›lan AHTSV’ler ACG ve Shah Deniz’in offsore petrol alanlar›nda özel proje iflleri, büyük platform tafl›ma çal›flmalar›, demir konumland›rma ve lojistik destek sa¤lama faaliyetlerine destek veriyor. Topaz’›n Hazar Denizi’nde Azerbaycan’a ait sularda faaliyet gösteren filosunda halen 25 gemi bulunuyor. Bu rakam, 2014 y›l›n›n ikinci çeyre¤inde filoya kat›lacak olan ‘CASPIAN VOYAGER’ isimli 4,000 dwt Platform Destek Gemisiyle birlikte 26’ya ulaflacak.

Brittany Ferries Orders Gas-Powered Cruise Ferry Brittany Ferries LNG Yak›tl› Kruvaziyer Feribotu Siparifli Verdi rittany Ferries ordered a new LNG-powered cruise ferry to be built by STX France in St Nazaire. The ferry will enter into service in 2017 and will ply the route between Great Britain and Spain. The 210 m long and 32 m wide 52,500 gt ferry has a draught of 7 m and will offer space for 2,474 passengers in 675 cabins.

Additionally, it will have capacity for 800 cars or 325 cars and 80 freight units, respectively.

toplam 2,474 yolcu kapasitesine sahip. Gemi ayr›ca 800 otomobil veya 325 otomobil ve 80 kargo ünitesi alabiliyor.

B

The ship will be equipped with dual-fuel engine technology, which can also use marine gas oil. Its maximum speed is quoted as 24.5 knots. Building costs amount to approximately EUR 270 million. Brittany

008

Ferries and STX France had been cooperating for two years on a study regarding the feasibility of powering a cruise ferry by LNG. Upon its delivery in late spring 2017, the new ship will replace Brittany Ferries’ current flagship, PONTAVEN, which will move to the Portsmouth-St Malo route.

MARINE&COMMERCE JANUARY 2014

rittany Ferries, St. Nazaire’de yerleflik STX France taraf›ndan infla edilecek yeni bir LNG yak›tl› kruvaziyer feribotu siparifli verdi.

Feribot 2017 y›l›nda hizmete girecek ‹ngiltere ile ‹spanya aras›ndaki seferlerde kullan›lacak.

B

210 metre boyunda, 32 metre eninde ve 7 metre drafta sahip 52,500 gt feribot 675 kamarada

Gemi ayn› zamanda MGO da kullanabilen çift yak›tl› motor teknolojisi ile donat›lacak. Azami h›z›n›n 24.5 deniz mili olaca¤› öngörülen geminin inflas› yaklafl›k 270 milyon euro tutacak. Brittany Ferries ile STX France kruvaziyer feribotunda yak›t olarak LNG kullan›lmas›n›n uygulanabilirli¤i konusunda yürütülen bir araflt›rmada iki y›ldan bu yana iflbirli¤i yap›yordu. Gemi 2017 y›l›n›n bahar aylar›nda teslim edilmesinin ard›ndan, Brittany Ferries’in mevcut bayrak gemisi konumunda olan ve teslim sonras› Portsmouth-St Malo hatt›na kayd›r›lacak olan PONT-AVEN isimli feribotun yerini alacak.

ABS Publishes Advisory for Navigating Northern Sea Route ABS Kuzey Deniz Rotalar›nda Seyir Tavsiyeleri Yay›nlad› ya ile Kuzey Avrupa aras›ndaki transit sürelerini büyük oranda k›saltma kapasitesine sahip.”

he global maritime classification services provider ABS released its Navigating the Northern Sea Route Advisory to support shipowners and operators intending to transit the increasingly popular commercial shipping routes through the Arctic seas.

T

The comprehensive advisory, which was developed with assistance from Russia’s Central Marine Research and Design Institute, provides owners with the information they need to apply for permits and to identify the possible technical and operational risks that could arise when trading in some of the world’s most challenging commercial shipping environments.

“The Northern Sea Route was virtually unnavigable by all but powerful icebreakers just a few short years ago,” says Todd Grove, Chief Technology Officer for ABS, noting that the Russian Federation’s recent moves to encourage international shipping through the Northern Sea Route (NSR) and the melting ice floes there have opened commercial shipping opportunities. “The NSR’s growing popularity has positive implications for transit times between Asia and Northern Europe,” Grove explains.

The Advisory includes the Northern Sea Route, the Arctic environment, NSR regulations, winterization strategies, the practice of navigating in ice-covered waters and ports of the NSR. Trading through the NSR has the potential to reduce the

Yay›n ayr›ca Kuzey Deniz Rotas›, Kutup ortam›, NSR yönetmelikleri, k›fl koflullar›na haz›rl›k stratejileri, buzla kapl› sularda seyir ile rota üzerindeki limanlar hakk›nda da bilgiler içeriyor. typical transit times between Japan and Rotterdam by as much as 3,400 miles - or 10 days - compared to the traditional route via the Suez Canal. This reduction brings with it commensurate gains in overall vessel utilization and reductions in bunker costs.

The NSR also will provide access to the growing energy and industrial activity in northern Russia, projects that already have led to greater tanker traffic in the area and provided the impetus for several recent orders of ice-class LNG carriers for future export trades.

While the Advisory captures the latest regulatory information available at the time of publication and an overview of typical shipping conditions, it is intended strictly for informational purposes. Owners and operators interested in using the NSR should visit the Northern Sea Route Administration website (www.nsra.ru) for the most current information, and refer to the ABS Guide for Vessels Operating in Low Temperature Environments, available for free download at www.eagle.org.

üm dünyada denizcilik alan›nda klaslama hizmetleri sunan ABS, Kuzey Kutbu denizlerindeki ticari deniz tafl›mac›l›¤› rotalar›n› kullanmak isteyen armatör ve iflletmecilere destek sa¤lamak için Kuzey Deniz Rotalar›nda Seyir Tavsiyeleri yay›nlad›.

T

Rus Merkezi Deniz Araflt›rmalar› ve Dizayn Enstitüsü’nün yard›mlar›yla gelifltirilen kapsaml› yay›n, armatörlere izin almak için yap›lmas› gereken baflvurular ile, dünyan›n en zorlu ticari gemi ortamlar›ndan birinde faaliyet gösterirken ortaya ç›kabilecek olas› teknik ve operasyonel risklerin tespitine yönelik bilgiler içeriyor.

Rus Federasyonunun son zamanlarda Kuzey Deniz Rotalar›n›n (NSR) deniz tafl›mac›l›¤›nda kullan›lmas›na yönelik teflviklerde bulundu¤una ve genifl yüzer buz tabakalar›n›n erimesi sonucu ticari deniz tafl›mac›l›¤›na yönelik imkanlar›n ortaya ç›kt›¤›na dikkat çeken ABS Bafl Teknik Müdürü Todd Grove konu hakk›nda flunlar› söyledi: “Kuzey Deniz Rotas› sadece birkaç y›l önce kuvvetli buzk›ranlar hariç neredeyse hiç seyir gerçeklefltirilemeyecek bir bölgeydi. Bugün ise bu rotan›n giderek artan popülaritesi, As-

Kuzey Deniz Rotas›nda seyir Japonya ile Rotterdam aras›ndaki tipik seyir süresini Süveyfl Kanal› üzerinden geçen geleneksel rotaya k›yasla 3,400 mil veya 10 gün k›saltma potansiyeline sahip. Sonuç olarak gemi kullan›m› ve yak›t maliyetlerinde genel bir tasarruf ile kazanç sa¤l›yor. Rota ayn› zamanda Rusya’n›n kuzeyinde artan enerji ve endüstriyel faaliyetlere eriflim de sa¤layacak. Kuzey Rusya’da gerçeklefltirilen projeler zaten bölgedeki tanker trafi¤ini yo¤unlaflt›rm›fl ve ileride ihracat tafl›malar›nda kullan›ma yönelik buz s›n›f› LNG gemileri için siparifller verilmesine yol açm›flt›.

Yay›n ayr›ca yay›n esnas›nda yürürlükte bulunan son yasal düzenlemeleri ve tipik deniz tafl›mac›l›¤› koflullar› konusunda bilgiler içerse de, tamamen bilgi verme amac›na yönelik olarak haz›rlanm›fl. Kuzey Deniz Rotas›n› kullanmak isteyen armatör ve iflletmeciler en son bilgilere ulaflmak için Kuzey Deniz Rotas› ‹daresi’nin web sitesini (www.nsra.ru) ziyaret edebilecekleri gibi, www.eagle.org sitesinden ücretsiz olarak indirilebilecek Düflük S›cakl›ktaki Ortamlarda Faaliyet Gösteren Gemilere Yönelik ABS K›lavuzu’na da baflvurabilirler.

MARINE&COMMERCE OCAK 2014

009

KS IH SO AR

T

D AW LA GV AE

Green Shore Power Connection Facilities for Hanjin Ships Hanjin Gemileri ‹çin Çevreci K›y› Elektrik Ba¤lant› Tesisleri

1

and auxiliary engines are disconnected.

SAMCon will enable the vessels to meet California’s upcoming strict clean air regulations, when berthed at terminals, without generating harmful noise and air pollutants caused by active diesel engines. Scheduled to come into effect early in 2014, the regulations require alternate provision of shoreside emission-free electrical power for vessels while their main

Installed at the stern of each vessel, the SAMCon facility comprises a 40-foot container housing a complete range of electrical components designed for seamless acceptance of up to 7.2-MVA transferrable power at 6,600 volts together with a medium-voltage switchboard, control and monitoring facilities, and a customized interface between ship and shore. Components also include an extendable cable reel drum for direct connection to shore-based power sources. The modular system can be easily adapted for different types of vessels and container configurations.

1 Hanjin Shipping container vessels calling at the U.S. West Coast ports of Long Beach and Oakland, California, will be fitted with SAMCon high-voltage onshore power connection facilities from L-3 SAM Electronics.

Sanil Electric Co., Ltd. is the prime contractor.

010

MARINE&COMMERCE JANUARY 2014

BD’nin bat› k›y›lar›nda bulunan Long Beach ve Oakland (California) limanlar›na u¤rayan 11 Hanjin Shipping konteyner gemisi, L-3 SAM Electronics flirketi taraf›ndan temin edilen SAMCon yüksek gerilimli kara elektrik ba¤lant›s›yla donat›lacak. Ana yüklenicinin Sanil Electric Co., Ltd. oldu¤u bildirildi.

A

SAMCon sistemi, gemilerin terminalde ba¤l›yken aktif dizel makinelerce gürültü ç›kar›lmaks›z›n ve havaya kirli emisyonlar sal›nmaks›z›n, önümüzdeki dönemde California’da yürürlü¤e girecek son derece kat› yasal temiz hava düzenlemelerinin flartlar›n› karfl›lamas›n› sa¤layacak. 2014 y›l›n›n bafllar›nda yürürlü¤e girecek olan yasal düzenlemeler gemilerin ana ve yard›mc› makinelerinin çal›flt›r›lmamas›n› ve gerekli

emisyonsuz elektrik enerjisi gereksinimini k›y› tesislerinden almas›n› öngörüyor.

Gemilerin k›ç taraf›na monte edilen SAMCon sistemi 6,600 volt gerilimde 7.2-MVA iletilebilir elektri¤in kesintisiz bir flekilde kabul edilmesini temin etmeye yönelik gerekli tüm elektrik bileflenleri, bir orta gerilim elektrik da¤›t›m panosu, kontrol ve izleme sistemleri ile gemi ile k›y› aras›ndaki ba¤lant›ya yönelik özel bir arabirimi içeren 40’ boyutlar›nda bir konteynerden olufluyor. Sistemin di¤er bileflenleri aras›nda k›y› bazl› elektrik kaynaklar›na do¤rudan ba¤lant› için uzat›labilir bir kablo makaras› da bulunuyor. Modüler sistem farkl› gemi tipleri ve konteyner konfigürasyonlar› için kolayl›kla adapte edilebiliyor.

Somali Pirate Clampdown Caused Drop In Global Piracy Somalili Korsanlara Karfl› Operasyonlar Küresel Korsanl›k Faaliyetlerini Azaltt› iracy at sea has reached its lowest levels in six years, with 264 attacks recorded worldwide in 2013, a 40% drop since Somali piracy peaked in 2011, as revealed by the International Chamber of Commerce (ICC) International Maritime Bureau (IMB). 15 incidents were reported off Somalia in 2013, down from 75 in 2012, and 237 in 2011.

P

IMB’s annual global piracy report shows more than 300 people were taken hostage at sea last year and 21 were injured, nearly all with guns or knives. A total of 12 vessels were hijacked, 202 were boarded, 22 were fired upon and a further 28 reported attempted attacks. Nigerian pirates were particularly violent, killing one crewmember, and kidnapping 36 people to hold onshore for ransom.

“The single biggest reason for

the drop in worldwide piracy is the decrease in Somali piracy off the coast of East Africa,” said Pottengal Mukundan, Director of IMB. Somali pirates have been deterred by a combination of factors, including the key role of international navies, the hardening of vessels, the use of private armed security teams, and the stabilizing influence of Somalia’s central government.

Meanwhile, West African piracy made up 19% of attacks worldwide last year. Nigerian pirates and armed robbers accounted for 31 of the region’s 51 attacks, more than in any year since 2008.

In Indonesian anchorages and waters, IMB reports a high number of “low-level opportunistic thefts, not to be compared with the more serious incidents off Africa”.

enizde korsanl›k faaliyetleri son alt› y›l›n en düflük seviyelerine indi. Uluslararas› Ticaret Odas› (ICC) Uluslararas› Denizcilik Bürosu (OMB) taraf›ndan yap›lan bir aç›klamada, Somali kaynakl› korsanl›k faaliyetlerinin zirveye ulaflt›¤› 2011 y›l›na k›yasla, 2013 y›l›nda tüm dünyada kaydedilen sald›r›lar›n say›s› %40 düflüflle 264 olarak gerçekleflti. 2013 y›l›nda Somali aç›klar›nda 15 olay rapor edilirken, 2012 y›l›nda 75, 2011 y›l›nda ise 237 olay bildirilmiflti.

D

UMB’nin y›ll›k küresel korsanl›k raporu geçti¤imiz y›l denizde 300’den fazla kiflinin rehin al›nd›¤›n›, 21 kiflinin de genel olarak silah veya b›çakla yaraland›¤›n› gösteriyor. Toplam 12 gemi kaç›r›l›rken, korsanlar 202 gemiye ç›k›fl yapt›, 22 gemiyi atefle verdi.

Ayr›ca 28 sald›r› teflebbüsü söz konusu oldu. Özellikle afl›r› güç kullanan Nijeryal› korsanlar bir denizciyi öldürürken 36 denizciyi

de fidye almak için kaç›rd›.

IMB Direktörü Pottengal Mukundan “Tüm dünyada korsanl›k olaylar›nda meydana gelen düflüflün en büyük sebebi, Do¤u Afrika k›y›lar› aç›klar›ndaki Somali kaynakl› korsanl›k faaliyetlerindeki azalma,” fleklinde konufltu. Somalili korsanlar özellikle uluslararas› deniz kuvvetlerinin oynad›¤› rolün yan› s›ra gemilerin sert tepkiler vermesi, özel silahl› güvenlik ekiplerinin kullan›lmas› ve Somali merkezi hükümetinin istikrara kavuflan etkisi gibi çeflitli faktörlerin müflterek bir sonucu olarak cayd›r›ld›.

Bu arada, tüm dünyada geçen y›l meydana gelen sald›r›lar›n %19’unu Bat› Afrika’daki korsanl›k faaliyetleri teflkil ediyor.

Bölgede meydana gelen 51 sald›r›n›n 31’inden Nijeryal› korsanlar ve silahl› soyguncular sorumlu. Bu rakam 2008 y›l›ndan bu yana en yüksek düzeyine ulaflt›.

New Class Offshore Construction Vessel Yeni Bir Klas: Offshore ‹nflaat Gemisi

ojo Maritime, UK, has signed a Memorandum of Understanding with Hammonia Reederei GmbH & Co. KG, a major German ship owner and manager, to finance and build the Hi Flo 4, the first ship in a completely new class of offshore construction vessels. As a result, Mojo and Hammonia, along with other Technology Strategy Board project partners, are now working together to appoint a shipyard and secure the first charter for this innovative and exciting new ship.

Designed to operate in extreme tidal races, the Hi Flo 4 has extraordinary operational potential across a wide range of offshore construction roles.

In particular, the vessel has the

M

potential to revolutionise the tidal energy sector. Specifically, it is designed to massively reduce the weather delays and risks in operating in tide races, and as a consequence has the potential to reduce current installation costs by up to 80%. Hammonia Reederei is a ship management company and a competent project developer in international shipping. A joint venture between three Companies, all being leading entities in their respective business portfolio, enables the Hammonia Reederei to profit from the resources and know-how of its parent companies; The Peter Döhle Schiffahrts-KG, one of the most prestigious shipping companies in Germany, The HCI Capital AG and GE (General Electric Corp. US) with the subsidiaries GE Transportation Finance and GECAS.

ngiltere merkezli Mojo Maritime, Almanya’n›n önde gelen armatör ve iflletmecilerinden biri olan Hammonia Reederei GmbH & Co. KG ile, tamamen yeni bir klas olan offshore inflaat gemisi Hi Flo 4’ün finansman› ve inflas›na yönelik bir Mutabakat Anlaflmas› imzalad›.

Anlaflma kapsam›nda Mojo ile Hammonia di¤er Teknoloji Strateji Kurulu proje ortaklar›yla birlikte bu yenilikçi ve heyecan verici geminin infla edilece¤i tersanenin belirlenmesi ve ilk kira sözleflmesinin yap›lmas›na yönelik olarak birlikte çal›flmaya bafllad›. Afl›r› gelgit koflullar›nda çal›flacak flekilde dizayn edilen Hi Flo 4, birçok offshore inflaat projelerinde ola¤anüstü bir operasyonel potansiyele sahip.

‹

Gemi özellikle gelgit enerjisi sektöründe devrim yaratabilecek bir kapasiteye sahip. Hava koflullar› nedeniyle ortaya ç›kabilecek gecikmeleri ve afl›r› gelgit koflullar›nda

ortaya ç›kabilecek tehlikeleri büyük oranda azaltmaya yönelik özel bir dizayna sahip gemi, montaj maliyetlerini %80 oran›nda azaltma imkan› sunuyor.

Bir gemi iflletme flirketi olan Hammonia Reederei, uluslararas› deniz tafl›mac›l›¤› alan›nda yetkin bir proje gelifltirici konumunda. Her biri kendi alan›nda lider olan üç flirket aras›nda kurulan ortak giriflim, Hammonia Reederei’nin ana flirketlerinin kaynak ve teknik bilgi birikiminden faydalanmas›na imkan sa¤l›yor. Ortak giriflimi oluflturan bu flirketler Almanya’n›n en prestijli deniz tafl›mac›l›k flirketlerinden biri olan Peter Döhle Schiffahrts-KG flirketi, HCI Capital AG flirketi ile GE Transportation Finance ve GECAS gibi yan kurulufllar›yla birlikte GE (General Electric Corp. US) olarak s›ralan›yor.

MARINE&COMMERCE OCAK 2014

011

KS IH SO AR

T

D AW LA GV AE

New-generation LNG Carrier Receives Best Innovation Award Yeni Nesil LNG Gemisi En ‹yi Yenilik Ödülü Ald› itsubishi Heavy Industries, Ltd. (MHI) has selected 14 of the company’s most notable technological advances or achievements of the past year and designated them to receive its “Best Innovation 2013” awards. The list of recipients includes the “Sayaendo,” a new-generation LNG (liquefied natural gas) carrier realizing significant improvements in fuel efficiency and ease of maintenance.

daki geliflim ve yap›sal analiz de dahil, MHI’in ileri teknolojilerini bir araya getiren yüksek performansl› bir yeni nesil gemi olma özelli¤ine sahip.

M

“Sayaendo” features a continuous cover integrated with the ship’s hull, and is a lightweight, compact and high-performance nextgeneration ship that combines MHI’s cutting-edge technology, including hull form development and structural analysis.

The LNG carrier measures 288.0m in length overall (LOA), 48.94m in width, and 11.55m in draft. The 138,000 gross tonnage (75,000 deadweight tonnage) ship is capable of

carrying up to 153,000 m3 of LNG (cargo tank total volume: 155,000m3) in four Moss-type tanks at a service speed of 19.5 knots per hour.

The construction of first ship in this series was commenced in December 2012. The ship was one of two ships ordered jointly

by Osaka Gas Co. and Mitsui O.S.K. Lines (MOL).

MHI launched its “Best Innovation” program in 2003, which has taken place every year, to recognize outstandingly creative new products, technologies and business operations of the preceding year.

itsubishi Heavy Industries, Ltd. (MHI), flirketin geçti¤imiz y›l gerçeklefltirdi¤i en önemli teknolojik geliflme veya baflar›s›ndan 14’ünü seçerek, bunlara “En ‹yi Yenilik 2013” ödülü verdi. Ödülü kazanlar›n listesinde yak›t verimlili¤inde önemli geliflmeler ve bak›m kolayl›¤› sunan yeni nesil bir LNG (s›v›laflt›r›lm›fl do¤algaz) gemisi olan “Sayaendo” da bulunuyor.

M

“Sayaendo”, teknesine entegre kesintisiz kapa¤a sahip bir gemi. Hafif ve kompakt bir yap›ya sahip olan gemi, tekne formun-

288 metre boya, 48.94 metre ene, 11.55 metre drafta sahip 138,000 grostonluk (75,000 dedveyt) LNG gemisi, saatte 19.5 deniz mili h›zda Moss tipi dört tank›nda 153,000 m3 LNG (kargo tank›n›n toplam hacmi 155,000 m3) tafl›yabiliyor.

Serinin ilk gemisinin inflas›na 2012 y›l›n›n Aral›k ay›nda baflland›. Gemi Osaka Gas Co. ‹le Mitsui O.S.K. Lines (MOL) taraf›nda birlikte siparifl edilen iki gemiden biri.

MHI “En ‹yi Yenilik” ödül program›na 2003 y›l›nda bafllad›. Program kapsam›nda her y›l bir önceki y›l gerçeklefltirilen yarat›c› yeni ürünler, teknolojiler ve ticari faaliyetler ödüllendiriliyor.

Reaching Milestone of 100 Million Gross Tons 100 Milyon Grostonluk Dönüm Noktas› ne of the fastest growing shipowning companies in Marshall Islands Registry is the Scorpio Group and it is anticipated that the registration of the sister ships STI DUCHESSA and STI OPERA will bring the Registry over the 100 million gross tons mark.

O

In 1990, when International Registries, Inc. and its affiliates began providing administrative and technical support to the Republic of the Marshall Islands (RMI) Maritime and Corporate Registries only 39 vessels and a little over two million gross tons existed in the Registry. Ten years later the RMI Registry was ranked, by what was then, Lloyd’s Register’s World Fleet Stats, as

012

the fourteenth largest in the world with just over 300 vessels and nearly 9.8 million gross tons. By January of 2010, the RMI Registry moved into the position of the world’s third largest registry with more than 52.3 million gross tons and over 2,100 vessels as reported by The World Fleet Monitor, published by Clarkson Research Services.

After the year 2000 the Registry began diversifying with owners and operators outside of the United States (US). Today, the composition of the fleet ranks owners from Greece as the largest in terms of tonnage followed by the US, Germany, South Korea, Norway, Japan, Qatar, Turkey, Oman and Brazil in that order.

MARINE&COMMERCE JANUARY 2014

M

arshall Islands Gemi Sicili’ne kay›tl› en h›zl› büyüyen flirketlerden biri Scorpio Group.

Grubun STI DUCHESSA ve STI OPERA isimli iki kardefl gemisinin sicile kat›lmas›yla birlikte, Marshall Island Gemi Sicili 100 milyon grostonluk bir dönüm noktas›na ulaflacak.

luk 300 gemi ile tüm dünyada en büyük 18. s›rada yer al›yordu.

2010 y›l› Ocak ay›nda RMI Sicili, Clarkson Araflt›rma Hizmetleri taraf›ndan yay›nlanan World Fleet Monitor isimli yay›n›nda bildirildi¤i flekilde, 252.3 milyon grostonluk 2,100 civar›nda gemi ile dünyan›n 3. en büyük sicili haline geldi.

International Registries, Inc. flirketi ile ba¤l› kurulufllar›n›n Marshall Adalar› Cumhuriyeti (RMI) Denizcilik ve Kurumsal Sicillerine idari ve teknik destek sunmaya bafllad›¤› 1990 y›l›nda Sicilde yaln›zca iki milyon grostonluk 39 gemi bulunuyordu. 10 y›l sonra RMI Sicili Lloyd’s Register’›n Dünya Filo ‹statistiklerinde 9.8 milyon groston-

Sicil 2000 y›l›ndan sonra ABD d›fl›ndaki armatör ve iflletmecilerle de çal›flmaya bafllayarak portföyünü çeflitlendirdi. Bugün filonun bilefliminde birinci s›rada Yunanl› armatörler yer al›rken, onu s›ras›yla ABD, Almanya, Güney Kore, Norveç, Japonya, Katar, Türkiye, Umman ve Brezilya armatörleri takip ediyor.

Iron Ore Liquefaction Could Be Fatal Demir Cevherinin S›v›laflmas› Ölümcül Olabilir bir rapor halinde yay›nlayacak.

Hindistan’›n bu bölgesinden sevk edilen demir cevheri miktar›nda bir art›fl olmas› muhtemel.

he London P&I Club says the lifting of an iron ore ban in India, together with the recent total loss of two ships, has put the spotlight once again on the very real danger of cargo liquefaction, as stated in StopLoss, the publication of the Club.

T

The ban on the mining, storage and export of iron ore was imposed in the Indian state of Goa during October 2012 following reports of “irregularities”. There are specific challenges involved in the export of iron ore fines from Indian ports during the monsoon season which can increase the moisture content of the cargo to levels where liquefaction can occur, resulting in a severe loss of a ship’s stability and sometimes sinkings. Other cargoes such as nickel ore are also prone to liquefaction.

Recently, the Supreme Court lifted the ban in Goa to allow the e-auctioning of 11.5m tonnes of excavated iron ore which has been lying unused since the ban was introduced. The process will be supervised by a committee set up by the court. A separate committee was also appointed to advise on how much iron ore can be extracted each year, and it is due to report its recommendations in less than two months, by 15 February 2014. It is likely that there will be an increase in iron ore loadings from that region.

There have also been total losses in recent months of a ship carrying Indian iron ore fines and a second carrying nickel ore.

Investigations in both cases are at their early stages to establish precisely the cause of the sinkings. There are currently no

links between these incidents and the cargoes onboard.

StopLoss has reported several times on the dangers of cargo liquefaction particularly concerning iron ore fines and nickel ore in locations including India, Sierra Leone, Guatemala, Indonesia and the Philippines.

Incidents have included the loss of 44 lives when three bulk carriers sank in October and November 2010 while carrying nickel ore from Indonesia to China.

It has also been explained that the great care must be taken when handling these cargoes and the rules governing them under the IMSBC Code. Ships can be offered cargo which is unsafe due to the moisture content being above the Transportable Moisture Limit. This can lead to the liquefaction of the materials, and is a particular problem in certain locations, such as parts of India when the cargoes are exposed to monsoon rain.

Operators considering carrying iron ore fines or nickel ore are strongly advised to contact their Club early on, before concluding a fixture, to ensure that the risks and associated precautions are fully explored.

ondon P&I Club, son zamanlarda kaybedilen iki gemiyle birlikte, Kulübün yay›n› olan StopLoss’ta belirtildi¤i flekilde, Hindistan’daki demir cevheri yasa¤›n›n kald›r›lmas›n›n, dikkatleri bir kez daha kargo s›v›laflt›rma tehlikesine çevirdi¤ini belirtiyor.

L

“Usulsüzlük” ihbarlar›n›n al›nmas›n›n ard›ndan 2012 y›l› Ekim ay› boyunca Hindistan’›n Goa eyaletinde demir cevherinin ç›kart›lmas›, depolanmas› ve ihrac› yasaklanm›flt›. Muson mevsimi boyunca Hindistan limanlar›ndan demir cevheri tozu ihracat›nda belirli baz› tehlikeler söz konusu. Bu mevsimde demir cevheri tozunun nem içeri¤i, yüküm s›v›laflmas›na yol açabilecek seviyelere ç›kabiliyor.

Bu durumun sonucu olarak geminin dengesi ciddi bir flekilde kaybedilebiliyor ve gemiler zaman zaman batabiliyor. Nikel cevheri gibi di¤er yükler de s›v›laflma e¤ilimi gösteriyor.

Yak›n zamanlarda Yarg›tay, yasa¤›n uygulanmaya bafllad›¤› zamandan bu yana ç›kar›lan 11.5 milyon ton demir cevherinin elektronik ortamda aç›k artt›rmayla sat›fla ç›kar›lmas›na izin vermek için bu yasa¤› kald›rd›. Süreç, mahkeme taraf›ndan kurulan bir komisyon taraf›ndan denetlenecek. Ayr›ca her y›l ç›kar›labilecek demir cevheri miktar›n›n belirlenmesine yönelik olarak da ayr› bir komisyon kuruldu.

Komisyon tavsiyelerini iki ay gibi bir süre içerisinde (15 fiubat 2014)

Biri Hindistan’da ç›kar›lan demir cevheri, di¤eri de yine ayn› ülkede ç›kar›lan nikel cevheri yükü tafl›yan iki gemi yak›n zamanlarda batarak tam kay›p olarak kay›tlara geçti.

Her iki olayla ilgili olarak gerçeklefltirilen incelemeler, batma olaylar›n›n nedeninin tam olarak tespit edilmesi için henüz çok erken bir aflamada. Bu olaylarla tafl›nan yükler aras›nda henüz hiçbir ba¤lant› söz konusu de¤il.

StopLoss birçok kez Hindistan, Sierra Leone, Guatemala, Endonezya ve Filipinler dahil belirli bölgelerden yüklenen özellikle demir cevheri tozu ile nikel cevheri gibi yüklerin s›v›laflmas› sonucu ortaya ç›kan tehlikeleri sayfalar›na tafl›m›flt›.

Meydana gelen olaylar aras›nda, Ekim ve Kas›m aylar›nda Endonezya’dan Çin’e nikel cevheri tafl›yan üç dökme yük gemisinin batarak 44 kiflinin yaflam›na mal olmas› da bulunuyor.

Yay›n ayr›ca bu yüklerin elleçlenmesi esnas›nda ve IMSBS Kodunda bunlar› düzenleyen kurallar›n belirlenmesinde büyük dikkat ve özen gösterilmesi gerekti¤i konusunda uyar›larda bulunuyor. Gemiler zaman zaman Tafl›nmas›na ‹zin Verilebilir Nem Limitinin üzerinde nem içeri¤ine sahip olmalar› nedeniyle güvenli olmayan yüklerin tafl›nmas› durumlar›yla karfl› karfl›ya olabiliyor. Bu durumlar yükün s›v›laflmas›na yol açabildi¤inden, yüklerin muson ya¤murlar›na maruz kalmalar› halinde Hindistan’›n baz› bölgeleri gibi belirli yerlerde özellikle problem teflkil edebiliyor.

Demir cevheri tozu veya nikel cevheri tafl›may› planlayan iflletmecilere, ilgili risklerin ve olas› önlemlerin tam olarak tespit edilebilmesine yönelik olarak bu yüklerin tafl›nmas›na yönelik anlaflmalar yapmadan önce Kulüple irtibata geçmeleri kuvvetle tavsiye ediliyor.

MARINE&COMMERCE OCAK 2014

013

KS IH SO AR

T

D AW LA GV AE

Island Channel Could Power About Half of Scotland ‹skoçya’n›n Yaklafl›k Yar›s›na Elektrik Sa¤layabilecek Gelgit Enerjisi idal energy, sufficient to power about half of Scotland, could be harnessed from a single stretch of water off the north coast of the country.

larken, gelgit türbinlerinin %100 verimli olmamas› nedeniyle 1.9 GW gibi bir rakam›n daha gerçekçi bir hedef olabilece¤ini söylüyor.

T

Researchers have completed the most detailed study yet of how much tidal power could be generated by turbines placed in the Pentland Firth, between mainland Scotland and Orkney, and estimate 1.9 gigawatts (GW) could be available.

The in-depth assessment by engineers at the Universities of Oxford and Edinburgh offers valuable insights into how to develop and regulate this clean energy resource effectively.

The Pentland Firth is a prime candidate to house marine power projects because of its tidal currents, which are among the fastest in the British Isles.

Engineers say that their study improves on previous estimates of the generating capacity of turbines embedded in the Firth - ranging from 1 to 18 GW which were too simplistic or based on inappropriate models.

Researchers calculated that as much as 4.2 GW could be captured, but because tidal turbines are not 100 per cent efficient, they say that 1.9 GW is a more realistic target.

To exploit the Firth’s full potential, turbines would need to be located across the entire width of the channel. In order to minimise the impacts on sea life and shipping trade, a number of individual sites have been identified for development

014

by the UK Crown Estate, which will lease these sites to tidal energy firms.

Researchers have pinpointed locations where turbines would need to be positioned for the Firth to meet its full energy production potential.

The research was commissioned and funded as part of the Energy Technologies Institute’s Performance Assessment of Wave and Tidal Array Systems project (PerAWAT).

Professor Alistair Borthwick, of the School of Engineering at the University of Edinburgh, who worked on the research, said: “Our research builds on earlier studies by analysing the interactions between turbines and the tides more closely.”

Professor Guy Houlsby of the Department of Engineering Science, University of Oxford, said: “The UK enjoys potentially some of the best tidal resources worldwide, and if we exploit them wisely they could make an important contribution to our energy supply. These studies should move us closer towards the successful exploitation of the tides.”

MARINE&COMMERCE JANUARY 2014

skoçya’n›n yaklafl›k yar›s›na elektrik sa¤layabilecek gelgit enerjisi, ülkenin kuzey k›y›lar›n›n aç›klar›nda tek bir deniz fleridinden elde edilebilecek.

‹

Araflt›rmac›lar, ‹skoçya ile Orkney aras›ndaki Pentland Halici’ne yerlefltirilecek türbinlerden ne kadar gelgit enerjisinin elde edilebilece¤i konusunda flimdiye kadar gerçeklefltirilmifl en detayl› araflt›rmay› tamamlad›. Sonuçlara göre sistemin 1.9 cigavat (GW) elektrik üretilebilece¤i tahmin ediliyor.

Oxford ve Edinburg Üniversitelerinden mühendislerce gerçeklefltirilen kapsaml› inceleme, bu temiz enerji kayna¤›n›n nas›l etkin bir flekilde gelifltirilebilece¤i ve düzenlenebilece¤i ile ilgili de¤erli sonuçlar sunuyor.

Britanya Adalar› aras›nda en yüksek debili gelgit ak›nt›lar›na sahip Pentland Halici, denizden elektrik üretme projeleri için birinci aday konumunda.

Mühendisler araflt›rmalar›n›n Haliç’e gömülecek türbinlerin (1 ile 18 GW aras›) elektrik üretme kapasiteleri ile ilgili olarak yap›lan ve çok basit veya uygun olmayan modeller üzerine kurulu önceki tahminleri gelifltirdi¤ini söylüyor.

Araflt›rmac›lar 4.2 GW gibi çok yüksek miktarlarda elektrik enerjisinin elde edilebilece¤ini hesap-

Haliç’in potansiyelinden tam olarak yararlan›labilmesi için, türbinlerin kanal boyunca yerlefltirilmesi gerekiyor. Deniz yaflam› ve deniz tafl›mac›l›¤› üzerinde olabilecek olumsuz etkilerin en aza indirilmesi amac›na yönelik olarak, ‹ngiltere’de kraliyet mülklerini yöneten bir kurulufl olan Crown Estate taraf›ndan birkaç yer tespit edildi. Kurulufl bu yerleri gelgit enerjisi firmalar›na kiralayacak.

Haliç’in enerji üretim potansiyelinden tam olarak faydalan›labilmesi için türbinlerin nerelere yerlefltirilmesi gerekti¤i araflt›rmac›lar taraf›ndan tam olarak belirlendi.

Araflt›rma Enerji Teknolojileri Enstitüsü’nün Dalga ve Gelgit Dizisi Sistemlerinin Performans De¤erlendirmesi projesi (PerAWAT) kapsam›nda gerçeklefltirildi ve finanse edildi.

Araflt›rmada çal›flan Edinburgh Üniversitesi Mühendislik Fakültesi ö¤retim üyesi Profesör Alistair Borthwick “Araflt›rmam›z, türbinler ile gelgitler aras›ndaki etkileflimleri daha yak›ndan inceleyerek daha önce gerçeklefltirilmifl araflt›rmalar› gelifltiriyor.” dedi.

Oxford Üniversitesi Mühendislik Bilimleri Bölümü’nden Profesör Guy Houlsby ise konu ile ilgili olarak flunlar› söyledi: “‹ngiltere potansiyel olarak tüm dünyadaki en iyi gelgit kaynaklar›na sahip. E¤er bunlar› ak›ll› bir flekilde kullanabilirsek, enerji tedarik imkanlar›m›za önemli katk›larda bulunabilirler. Bu araflt›rmalar bizleri gelgitlerden baflar›l› bir flekilde faydalan›lmas› hedefine biraz daha yaklaflt›r›yor.”

CRUISER // KRUVAZ‹YER

ONCE-IN-A-LIFETIME EXPERIENCE B‹R KEZ B‹LE OLSA YAfiANMALI Celebrated its 140th anniversary in 2013, Holland America Line has carried more than 11 million passengers from Europe to the New World and to vacation destinations across the globe since its founding.

Today, it carries more than 800,000 cruise passengers a year.

2013 y›l›nda 140. y›ldönümünü kutlayan HAL, kuruldu¤u günden bu yana Avrupa’dan Yeni Dünya’ya ve dünyan›n dört bir taraf›ndaki seyahat destinasyonlar›na 11 milyondan fazla yolcu tafl›d›. Bugünse y›lda 800,000 kruvaziyer yolcusu tafl›yor. or more than 140 years, Holland America Line has been recognized as one of the leaders in cruising, taking guests to exotic destinations around the world. The company offers

F 016

MARINE&COMMERCE JANUARY 2014

olland America Line 140 y›ldan uzun bir süredir tüm dünyada misafirlerini dünyan›n dört bir yan›ndaki egzotik destinasyonlara götüren dünyan›n önde gelen kruvaziyer

H

CRUISER // KRUVAZ‹YER

HOLLAND AMERICA LINE’S FIVE-STAR FLEET HOLLAND AMERICA LINE’IN F‹LOSU Ship Name Gemi Ad› ms Nieuw Amsterdam ms Eurodam ms Noordam ms Westerdam ms Oosterdam ms Zuiderdam ms Prinsendam ms Amsterdam

Delivery Teslim 2010 2008 2006 2004 2003 2002 2002 2000

Passenger Capacity Yolcu Kapasitesi 2,106 2,104 1,972 1,916 1,916 1,916 835 1,380

Ship Name Gemi Ad› ms Zaandam ms Volendam ms Rotterdam ms Veendam ms Ryndam ms Maasdam ms Statendam TBD

Delivery Teslim 2000 1999 1997 1996 1994 1993 1993 2016

Passenger Capacity Yolcu Kapasitesi 1,432 1,432 1,404 1,350 1,260 1,258 1,260 2,648

spacious and comfortable ships at sea, award-winning service, five star dining, extensive activities and enrichment programs and compelling worldwide itineraries. The line is committed to create once-in-a-lifetime experiences, through excellence, every time.

flirketlerinden biri. fiirket ferah ve konforlu gemiler, ödüllü hizmetler, befl y›ld›zl› restoranlar, kapsaml› etkinlikler ve zengin programlar ile tüm dünyay› içeren ve son derece ilgi çeken seyahat rotalar› sunuyor.

The company’s fleet of 15 elegant, mid-size ships offers more than 500 sailings a year visiting all seven continents. Cruises include both popular and less-traveled ports in the Caribbean, Alaska, Europe, Mexico, South America, the Panama Canal, Australia, New Zealand and Asia - as well as unique voyages to the Amazon, Antarctica and extended Grand Voyages. Along with enticing destinations, the line offers specially chosen shore excursions to further enhance guests’ appreciation and understanding of the places they visit.

Kendini her seferinde mükemmellik yoluyla hayatta bir kez yaflanacak deneyimler sunmaya adam›fl flirketin kruvaziyer filosundaki; 15 adet zarif, orta boyutlu gemi her y›l 7 k›tan›n tümünde 500’den fazla sefer imkan› sunuyor. Destinasyonlar aras›nda Karayipler, Alaska, Avrupa, Meksika, Güney Amerika, Panama Kanal›, Avustralya, Yeni Zelanda ve Asya’da hem popüler limanlar, hem de daha az say›da seyahatlerin düzenlendi¤i limanlar›n yan› s›ra Amazon, Antarktika seyahatleri ve geniflletilmifl Grand Voyages (Büyük Seyahatler) gibi benzersiz gezi imkanlar› da bulunuyor. fiirket cazip destinasyonlarla birlikte, misafirlerin ziyaret ettikleri yerleri daha fazla tan›malar›n› ve anlamas›n› sa¤lamak için özel olarak seçilmifl k›y› gezileri de sunuyor.

“Holland America Line has a long and proud history of delivering extraordinary vacation experiences, and with our ongoing $566-million Signature of Excellence® commitment, that experience is now better than ever. Signature of Excellence enhancements encompass virtually every area of our ships and range from new facilities and public spaces to added services and amenities.” says Stein Kruse, President and Chief Executive Officer, Holland America Line.

Holland America Line Baflkan ve CEO’su Stein Kruse hizmetlerini özetlerken: “Ola¤anüstü seyahat deneyimleri sunmada uzun ve gurur verici bir geçmifle sahibiz. Devam eden 566 milyon dolarl›k “Signature of Excellence®” (Mükemmeliyet ‹mzas›) taahhüdümüzle bu deneyim flimdi her zamankinden daha iyi durumda.

MARINE&COMMERCE OCAK 2014

017

CRUISER // KRUVAZ‹YER

“Innovative programs and superior amenities have consistently placed us among the highest-rated premium cruise lines, earned us the prestigious Five Star Diamond Award from The American Academy of Hospitality Sciences and one of the highest rates of repeat guests in the industry. We are very proud of these achievements and look forward to exceeding guests’ expectations in every aspect of our operation.” adds Mr Kruse.

Signature of Excellence kapsam›nda gerçeklefltirilen gelifltirmeler gemilerin hemen hemen tüm alanlar›n› kaps›yor ve yeni imkanlardan, ortak kullan›m alanlar›yla ilave hizmet ve konfora kadar genifl bir yelpazeye yay›l›yor. Yenilikçi programlar ve sundu¤umuz üstün imkanlar bizi birinci s›n›f kruvaziyer flirketleri aras›na sokman›n yan› s›ra, Amerikan Konaklama Bilimleri Akademisi’nin (The American Academy of Hospitality Sciences) prestijli Befl Y›ld›zl› Elmas Ödülünü de getirdi ve sektördeki en yüksek tekrar misafir oran›n› kazand›rd›. Bu baflar›lardan büyük gurur duyuyoruz ve faaliyetlerimizin her alan›nda misafirlerimizin beklentilerini aflmay› ümit ediyoruz.” dedi.

SOCIAL RESPONSIBILITY PROJECTS ARE IMPORTANT

SOSYAL SORUMLULUK PROJELER‹ ÖNEML‹

Through the Ship to Shelter program, the line collects valuable and reusable goods from ships for donation to charities serving people in need. And on February 4, 2013 Holland America Line announced an exciting new onboard philanthropic program called “On Deck for a Cause™”.

This noncompetitive 5K fundraising walk is held on every sailing and benefits six international cancer organizations located in the United States, Canada, Australia, Netherlands, Germany and United Kingdom - the primary countries where guests are from as well as the line’s international homeports. Whether it’s donating shipboard items to an orphanage, cleaning up a neighborhood park, or donating money to disaster relief, the company and its employees share time and resources to make a difference.

018

Holland America Line, yürüttü¤ü Bar›nmak ‹çin Gemi program› ile gemilerden de¤erli ve yeniden kullan›labilir eflyalar› toplayarak, ihtiyac› olan insanlara yard›m eden hay›r kurumlar›na ba¤›fll›yor. 2013 fiubat’›nda “On Deck for a Cause™” (Bir Amaç ‹çin Güvertede) ad›n› verdi¤i yeni heyecan verici bir hay›r faaliyetini duyurdu. Yar›flma amac› tafl›mayan bu yard›m toplama yürüyüflü her seyahatte gerçeklefltiriliyor ve hem flirketin en fazla müflteri ald›¤›, hem de ana limanlar›n›n oldu¤u Amerika Birleflik Devletleri, Kanada, Avustralya, Hollanda, Almanya ve ‹ngiltere’de bulunan toplam 6 uluslararas› kanser kurulufluna aktar›l›yor. ‹ster gemideki eflyalar›n yetimhanelere ba¤›fllanmas› veya mahalledeki bir park›n temizlenmesi fleklinde, isterse afet yard›m çal›flmalar›na para ba¤›fllanmas› fleklinde olsun, flirket ve çal›flanlar› fark yaratmak için zaman ve kaynaklar›n› paylafl›yor.

YEN‹ DÜNYAYA GEÇ‹fi ‹MKANI Holland America 1873 y›l›nda Netherlands-American Steamship Company (NASM) ad›yla bir yük ve yolcu tafl›mac›l›¤› flirketi olarak kuruldu. Merkez ofisi Rotterdam’da oldu¤undan ve Kuzey-Güney Amerika’ya yönelik seferler düzenledi¤inden, Holland America Line (HAL) olarak an›lmaya baflland›.

PROVIDING PASSAGE TO THE NEW WORLD

25 y›l içinde 6 yük ve yolcu gemisinden oluflan filoya sahip olan HAL, Hollanda ile Hollanda Do¤u Hint Adalar› aras›nda seferler düzenliyordu. Esasen Avrupa’dan Amerika Birleflik Devletleri’ne göçmen tafl›yan flirket, yüzy›l›n dönümünden sonra Yeni Dünya’ya 850,000’den fazla yeni hayatlar tafl›d›.

Holland America was founded in 1873 as the Netherlands-American Steamship Company (NASM), a shipping and Passenger line. Because it was headquartered in Rotterdam and provided service to the Americas, it became known as Holland America Line (HAL).

Yük ve yolcu tafl›mac›l›¤› ana gelir kaynaklar› olsa da, flirket 1895 y›l›nda ilk kruvaziyer seferini düzenledi. 1973 y›l›nda flirketin yük tafl›mac›l›k bölümünü elden ç›karan HAL, 1989 y›l›nda ise dünyan›n en büyük kruvaziyer flirketi olan Carnival Corp’a ba¤l› bir flirket haline geldi. fiirket bugün 15 gemi ile 7 k›tan›n tümünde faaliyet gösteriyor ve y›lda yaklafl›k 800,000 kruvaziyer yolcusu tafl›yor.

Within 25 years, HAL owned a fleet of six cargo and passenger ships, and operated between Holland and the Dutch East Indies. The line was primarily a carrier of immigrants from Europe to the United

98 ÜLKEDE 415 L‹MAN

MARINE&COMMERCE JANUARY 2014

Merkezi bugün Seattle, Washington’da olan Holland America Line, kruvaziyer sektöründe Premium segmentte lider bir flirket olarak tan›n›yor. fiirketin 15 gemilik filosu her y›l 98 ülkede 415

CRUISER // KRUVAZ‹YER

States until well after the turn of the century, carrying 850,000 to new lives in the New World.

Though transportation and shipping were the primary sources of revenue, in 1895 the company offered its first vacation cruise.

In 1973, the company sold its cargo shipping division. In 1989, HAL became a wholly owned subsidiary of Carnival Corp., the largest cruise company in the world. Today, the cruise line operates 15 ships to seven continents and carries nearly 800,000 cruise passengers a year.

415 PORTS OF CALL IN 98 COUNTRIES Holland America Line, headquartered in Seattle, Washington, is widely recognized as a leader in the premium segment of the cruise industry. The company’s fleet of 15 ships annually offers more than 500 cruises to 415 ports of call in 98 countries, territories or dependencies. From one-day mini-vacations to once-in-a-lifetime Grand World Voyages of more than 100 days, the line visits all seven continents to call at a variety of exotic, tropical, historical, cultural and adventure-filled destinations.

The line currently has a new ship on order from Fincantieri shipyard for delivery in February 2016.

Celebrated its 140th anniversary in 2013, Holland America Line has carried more than 11 million passengers from Europe to the New World and to vacation destinations across the globe since its founding. Today, it carries more than 800,000 cruise passengers a year.

Route of 78-night Grand Pacific & Far East Voyage 78-gece Büyük Pasifik - Uzak Do¤u Gezisi Rotas›

limana en az 500 sefer düzenliyor. Bir günlük mini gezilerden 100 günün üzerinde, hayatta bir kez yaflanacak deneyimler sunan Büyük Dünya Seyahatlerine kadar seferlerle, flirket 7 k›tada birçok egzotik, tropik, tarihi, kültürel ve macera dolu destinasyonlar› ziyaret imkan› sunuyor. HAL halen Fincantieri tersanesinde infla halinde olan ve 2016 y›l› fiubat ay›nda teslim edilecek bir yeni gemi siparifline sahip.

2013 y›l›nda 140. y›ldönümünü kutlayan HAL, kuruldu¤u günden bu yana Avrupa’dan Yeni Dünya’ya ve dünyan›n dört bir taraf›ndaki seyahat destinasyonlar›na 11 milyondan fazla yolcu tafl›d›. Bugünse y›lda 800,000 kruvaziyer yolcusu tafl›yor.

Beginning in 2014, the line has rebranded its popular Alaska Cruise Tour program with the new name Land+Sea Journeys to highlight more time in the marquee destinations of Denali National Park and the Yukon. The company has also reached an agreement to acquire the McKinley Chalets Hotel in Denali National Park with a goal to further develop the property and deliver the finest destination resort and experience in Alaska.

HAL 2014 y›l›ndan itibaren popüler Alaska Kruvaziyer Gezisi program›n›n ad›n›, Denali Ulusal Park ve Yukon gibi belirli destinasyonlarda daha fazla zaman geçirilece¤ini vurgulamak için Land+Sea Journeys (Kara+Deniz Seyahatleri) olarak de¤ifltirdi.

Ayr›ca varl›klar›n› daha da artt›rmak ve Alaska’daki en iyi destinasyonlar ile deneyimi sunmak ad›na, Denali Ulusal Park›’nda McKinley Chalet Hotel’i sat›n almak için de anlaflmaya vard›.

FROM A FEW HUNDRED TO A FEW HUNDRED THOUSAND USD

B‹RKAÇ YÜZ DOLARDAN B‹RKAÇ YÜZ B‹N DOLARA

The price of a cruise may range from a few hundred to a few hundred thousand usd, depending on selection of destinations and durations. For example; the price of a interior cabin for double occupancy for 1-night Pacific coastal cruise onboard ms Amsterdam, including taxes, fees & port expenses, starts from usd 320. The embarkation port is Vancouver, Canada and the disembarkation port is Seattle, Washington, USA.

Bir kruvaziyer seyahatinin fiyat› destinasyon seçenekleri ve seyahat sürelerine ba¤l› olarak birkaç yüz dolardan birkaç yüz bin dolara kadar de¤ifliklik gösterebiliyor. Örne¤in, MS Amsterdam gemisinde 2 kiflilik bir iç kamaran›n fiyat› 1-gece Pasifik k›y› gezisi için vergiler, harçlar ve liman masraflar› dahil 320 dolardan bafll›yor. Kalk›fl liman› Kanada’n›n Vancouver flehri ve var›fl liman› ise Seattle, Washington, ABD.

The price of 78-night Grand Pacific & Far East Voyage for a couple at the Neptune Suites (Deluxe Verandah Suites) onboard ms Amsterdam is usd 210,000. The cruise commences on September 21st, 2014 from Seattle and includes the countries Japan, South Korea, China, Vietnam, Singapore, Indonesia, Australia, New Caledonia and Fiji. The disembarkation port is San Diego, California, USA. &

78 gecelik Büyük Pasifik ve Uzakdo¤u Seyahatinde MS Amsterdam gemisinde bulunan iki kiflilik Neptün Süit Kamaras›n›n (Deluxe Veranda Süitleri) fiyat› ise 210,000 dolar. Seyahat 21 Eylül 2014 tarihinde Seattle’da bafll›yor ve Japonya, Güney Kore, Çin, Vietnam, Singapur, Endonezya, Avustralya, Yeni Kaledonya ve Fiji gibi ülkeleri kaps›yor. Seyahatin son dura¤› San Diego, Kaliforniya, ABD. & MARINE&COMMERCE OCAK 2014

019

INTERVIEW // SÖYLEfi‹

MOVING ON IN THE NICHE MARKET N‹fi MARKETTE YOLA DEVAM HAL‹S ÖZTÜRK

“Our shipbuilding industry is, in a sense, changing shell. After conventional ships, we are adapting ourselves to a new requirement, and we focus on the niche market. Besides, we are doing it with our own subcontractors, supplier industry companies, design offices, and project offices. If we manage the process well, we can achieve a giant leap forward in a short time.”

“Gemi infla endüstrisimiz bir anlamda kabuk de¤ifltiriyor. Konvansiyonel gemilerden sonra, yeni bir ihtiyaca kendimizi adapte ediyor ve nifl markete a¤›rl›k veriyoruz. Üstelik bunu tafleron ve yan sanayi firmalar›m›z, dizayn ofislerimiz, proje ofislerimizle birlikte yap›yoruz. Süreci iyi yönetirsek k›sa sürede patlama yaflayabiliriz.” ureau Veritas (BV) is a classification society based in France, with a history dating back to 1828. The society’s market share in Turkey has never dropped below 65-70% in newbuilding classification services in Turkey. Our interview with Mr. Kerem Kiper, CEO, Turkey and Caspian Countries, Bureau Veritas Marine, with whom we discussed

B

Kerem Kiper

020

MARINE&COMMERCE JANUARY 2014

ürkiye’de yeni gemi infla belgelendirme hizmetlerindeki pazar pay›n› %65-70’in alt›na düflürmeyen, kökleri 1828’e dayanan Fransa merkezli bir klas kuruluflu Bureau Veritas (BV). Oldukça sert izler b›rakan 2008 krizinden sonra, denizcilik piyasa-

T

INTERVIEW // SÖYLEfi‹

the positive signals from the shipping markets following the 2008 crisis that led to extremely severe implications, draws attention to promising developments.

What can you say about the 2014-2015 period? Can you be optimistic about it?

Actually, I don’t like talking big about the market expectations, for there are many unknowns. I can only observe them. Within this framework, I believe that the dynamism still continues around the world in general and that developments should just be left to their own natural course, so the process can be survived well. As a matter of fact, indicators are not so pessimistic in terms of Turkey. Turkey is a country that has the production potentials, has positioned herself close to Europe, provides easier transportation and communication facilities, and has high reliability and credibility, as well as a young population. What we should do is to bring out our advantages again, and ensure that they are used effectively, taking into consideration all governmental and political connections.

One of the most promising subjects for the forthcoming period is education. The timing of the crisis in 2008 and that of the forward leap in the field of maritime education in Turkey coincided with an interesting period. Number of schools that educate naval architects, unlimited engineer officers, deck officers, or intermediate staff was very low. In recent years, there are significant efforts underway in these fields in Turkey.

Both number of schools and number of students studying at these schools have considerably increased. As a matter of fact, I can say that the maritime education in Turkey is capable of meeting the requirements not only in our country, but also in other major countries, and that we have raised the bar significantly in education. We had felt the lack of it for two decades.

Perhaps it cannot be seen easily as things are unclear and rushing around, but the efforts aimed at educating intermediate and upper tier personnel will have significant positive impacts at times when things go well.

It seems that we have succeeded in this in terms of numbers, but do you think the same way about the quality of education given?

Not yet. In my opinion, the path to success in that sense requires involving the industry in education, and having both of them operate closely. Thus, we can ensure that graduates begin working in a well-prepared way and promptly. Only in that way we can meet the requirements of the world standards and actual needs of the market with the quality created. Our industry is not so young, but we can be regarded as young in the field of education. We need to transfer the industrial experience to the education system, combining the theory and the practice.

I consider this matter very important. Therefore we have systematically employed around 10 to 15 students from the Technical University as long-term trainees in our own organization since 1999. And then, we employ 1-2 successful students as our permanent staff.

lar›ndan gelen pozitif sinyalleri de¤erlendirdi¤imiz Bureau Veritas Denizcilik Türkiye ve Hazar Ülkeleri Genel Müdürü (CEO) Kerem Kiper’le sohbetimiz ümit verici konulara parmak bas›yor.

2014-2015 dönemi için neler söylersiniz? ‹yimser bakabiliyor musunuz?

Piyasa beklentileri üzerine büyük konuflmay› sevmiyorum asl›nda, çünkü çok bilinmeyen var. Ancak olanlar› gözlemleyebiliyorum. Bu çerçevede, dünya genelinde dinamizmin sürdü¤ünü ve sürecin daha iyi atlat›labilmesi için, sadece geliflmelerin kendi do¤as›na b›rak›lmas› gerekti¤ini düflünüyorum. Türkiye aç›s›ndan da göstergeler fazla karamsar de¤il asl›nda. Üretim potansiyeline sahip, kendini Avrupa’ya yak›n konumland›rm›fl, ulafl›m› ve iletiflimi daha kolay, güvenilirli¤i, kredibilitesi daha fazla olan ve genç nüfusa sahip bir ülkeyiz. Üstümüze düflen; her türlü devlet ve siyasi ba¤lant›y› da gözeterek, avantajlar›m›z› tekrar ortaya ç›kartmak ve kullan›lmas›n› sa¤lamak. Önümüzdeki süreç için en ümit verici konulardan biri e¤itim.

2008’deki krizin zamanlamas›yla, Türkiye’de denizcilik e¤itimindeki ata¤›n zamanlamas› enteresan bir döneme denk geldi. Gemi infla mühendisi, uzakyol vardiya mühendisi, güverte zabiti ya da ara eleman yetifltiren okul say›m›z çok azd›. Son y›llarda ülkemizde bu konuda ciddi bir gayret var. Hem okul, hem yetiflen ö¤renci say›s› artt›. Asl›nda sadece Türkiye’nin de¤il, de¤iflik önemli ülkelerin de ihtiyac›n› karfl›layacak bir denizcilik e¤itimi verildi¤ini ve e¤itimde birkaç ç›ta atlad›¤›m›z› söyleyebilirim. Geçti¤imiz 20 y›l bunun ciddi eksikli¤i yaflanm›flt›. Herfley bu kadar havadayken ve h›zl› akarken fazla görülemiyor belki ama, ara ve üst kademe personelin yetifltirilip piyasaya ç›kart›lmas› konusundaki gayret, ifllerin daha iyi gitti¤i dönemlere çok pozitif yans›yacak.

Rakamsal olarak bunu baflarm›fl görünüyoruz, peki nitelik olarak da verilen e¤itimlerle ilgili ayn› fleyi düflünüyor musunuz?

Henüz de¤il. Bence buradaki baflar› e¤itimin içine sanayiyi, endüstriyi sokmak ve ikisini yak›n çal›flt›rmaktan geçiyor. Böylece diplomas›n› al›p ç›kan arkadafllar›n da daha haz›r ve h›zl› bafllamas›n›, kolay verim al›nabilir hale gelmelerini sa¤layabiliriz. Ancak o zaman yarat›lan kaliteyle dünya standartlar›na ve piyasan›n gerçek ihtiyaçlar›na karfl›l›k verilebilir. Endüstrimiz çok genç bir endüstri de¤il ama, e¤itim anlam›nda genç say›l›r›z. Endüstrideki tecrübeyi de e¤itim sistemimize aktarmak ve teoriyle prati¤i iç içe götürmek laz›m. Ben bu konuyu çok önemsiyorum, dolay›s›yla kendi kurumumuz içerisinde 1999 y›l›ndan beri, her y›l sistemli bir flekilde Teknik Üniversite’den 10-15 ö¤renciyi uzun süreli stajyer olarak çal›flt›r›yoruz. Sonras›nda da baflar›l› olan 1-2 ö¤renciyi kadroya al›yoruz.

Gemi inflada geliflimin anahtar› yeni pazarlar m›?

Malum gemi infla sanayi krizden çok etkilendi. Bizler klas kurulufllar› olarak tersaneler, siparifl edenler ve armatörlerin aras›ndaMARINE&COMMERCE OCAK 2014

021

INTERVIEW // SÖYLEfi‹

Are the new markets the key to development in shipbuilding?

As is generally known, the shipbuilding industry has been severely affected by the crisis. As classification societies, we provide support to shipyards, buyers, and owners. The crisis broke out at a very challenging time when there were many speculative shipbuilding orders and contracts. We had troublesome times for 3-4 years. But, there has been a revival particularly at yards located in Yalova for the last 1-1.5 years, and this revival has slightly been reflected upon those in Tuzla.

The driving force behind this revival is the niche markets. Now almost everyone knows that, as we always said even before the crisis, Turkey needs to turn towards niche markets. In recent years, Turkish yards have started receiving more and more orders for special-purpose vessels. Surely, these orders are not enough to fill the orderbooks yet, but we have started to create the references gradually in this respect. In my opinion, as Turkey continues building on these references, Turkish yards will be in a position to fill their capacities considerably in the years to come.

I know that there are groups waiting for the success of these projects, and that there are some other projects. If we follow a smart strategy in terms of the special-purpose vessels, it is clear that 2014 and 2015 will be better than 2013.

Do you think that we will witness a process parallel to that seen in small-scale chemical tankers in the past?

It was also a niche market in which we were successful. A wave in the world matched up with the general situation in financial terms, and we derived considerable benefits during the following years. It is not easy to tell whether the same would happen again. I cannot say that a good financial position would be attained in the world in 2014-2015, no one can say that.

However, I can say that there are many projects waiting for us, if we can make the best of present process. Currently, only BV has around 100 newbuilding projects in Turkey. Yes, these are not conventional vessels; chemical tankers, containerships, or cargo vessels are no more built like before 2008. This time, the Turkish shipbuilding industry has started to revive with projects involving construction of special-class tugboats, special service vessels (offshore supply vessels, etc.), in other words projects which are not speculative, have specific contracts, and where money returns quickly.

The reason of the troubles suffered by the Turkish shipbuilding industry during the 2008 crisis was that almost 80% of the vessels built consisted of speculative vessels for resale purposes.

Once the crisis broke out, the system collapsed in a single night, and frankly speaking, we didn’t know what to do. Now, the situation is different, but, unfortunately, all financiers still consider entering the maritime industry risky. I believe that this situation can be overcome with this type of projects that will create positive perceptions in them and that can provide them with considerable returns. Consequently, perhaps, the next 4 to 5 years will not witness construction of considerable number of newbuildings like before 2008, but now Turkey is in a position to

022

MARINE&COMMERCE JANUARY 2014

y›z. Çok say›da spekülatif gemi infla ve kontrat›n›n oldu¤u zorlay›c› bir dönemde krize yakalan›ld›. 3-4 y›l› oldukça s›k›nt›l› geçirdik.

Fakat son 1-1.5 y›ld›r özellikle Yalova tersanelerinde hareketlilik var ve bu k›smen Tuzla’ya da yans›d›. Hareketlili¤in nedeni ise nifl marketler. Art›k dillere pelesenk oldu, herkes ö¤rendi ama biz krizin öncesinde de Türkiye’nin nifl marketlere yönelme gereksimini söylüyorduk. Son dönemlerde Türkiye’ye özel amaçl› gemi sipariflleri daha fazla geliyor. Tabii ki tüm kapasiteyi doldurur yeterlilikte de¤il, ama yavafl yavafl bu konuda referanslar›m›z oluflmaya bafllad›. Bence Türkiye bu referanslar›n›n üzerine koymaya devam ettikçe, önümüzdeki y›llarda kapasitesini önemli ölçüde dolduracak konuma gelecektir. Bu projelerin baflar›l› olmas›n› bekleyen gruplar ve baflka projeler oldu¤unu biliyorum. E¤er özel s›n›f gemilerde ak›ll› bir strateji izlersek, 2014-2015 y›llar›n›n 2013’den daha iyi olaca¤› ortada.

Geçmiflte küçük boyutlu kimyasal tankerlerde yaflanan paralel bir süreç mi geliflecek sizce?

O da baflar›l› oldu¤umuz bir nifl pazard›. Dünyadaki bir dalga, finansal olarak genel durumla örtüfltü ve daha sonraki y›llarda ciddi bir fayda elde ettik. fiimdi ayn› fley olur mu, bunu söylemek çok kolay de¤il. 2014-2015 için dünyada finansal olarak çok iyi bir pozisyon yakalanaca¤›n› söyleyemem, bunu kimse söyleyemez. Fakat içinde bulundu¤umuz süreci iyi de¤erlendirirsek, önümüzde bir çok proje oldu¤unu söyleyebilirim. fiu anda sadece BV’de 100 civar›nda infla alt›nda proje var. Evet bunlar konvansiyonel gemiler de¤il; 2008 öncesindeki gibi kimyasal tankerler, konteyner ya da kargo gemileri infla edilmiyor. Bu kez özel s›n›f römorkörler, özel hizmet gemileri (offshore supply gemileri vs.) yani spekülatif olmayan, arkas›ndaki projeyle sözleflmesi belli olan, paran›n çabuk döndü¤ü gemilerin inflas›yla endüstrimiz hareketlenmeye bafllad›.

Türkiye’nin 2008 krizindeki s›k›nt›s›n›n nedeni, yapt›¤› gemilerin %80’inin resale (sipariflten sat›fl) maksatl› ve spekülatif gemiler olmas›yd›. Krize yakaland›¤›m›zda bir gecede sistem çöktü ve ne yapaca¤›m›z› bilemedik aç›kças›. fiimdi durum farkl› ama maalesef finansörler hala denizcilik piyasas›na girme konusuna riskli bak›yorlar. Bu sürecin afl›lmas›n› sa¤layacak en önemli konunun, onlar›n pozitif alg›s›n› yaratabilecek ve geri dönüflleri olabilecek bu tür projeler oldu¤unu düflünüyorum. Dolay›s›yla gemi infla alan›nda konvansiyonel tip gemilerin 2008 öncesindeki gibi yo¤un inflas› belki 4-5 y›l daha olmayacakt›r. Ama özel s›n›f gemilerde Türkiye, içinde bulundu¤u durumu son 1.5 y›lda ald›¤› projelerin üstüne koyup, ilerletebilecek konuma geldi.

Aç›k deniz rüzgar çiftlikleri hizmet gemileri de geliflen bir pazar, bundan pay al›nabilir mi?

Aç›k deniz rüzgar çiftlikleri hizmet tekneleri ve benzerlerini henüz infla etmedi¤imiz ama infla etmeye çok yak›n oldu¤umuz özel s›n›f gemiler için de teklif isteyenler var. RoRo yolcu, RoRo yük gemileri ve LPG bunkerleri gibi çeflitli tipler üzerinde görüflmeler yap›l›yor. Bunlar›n aras›ndaki baz› s›n›f gemiler boyut (tonaj) olarak küçük olsalar da son derece maliyetli gemiler. Yani al›flageldi¤imiz bir ticari gemide 15-20 milyon dolar maliyet ç›karken, hacimsel olarak 1/3’ü olup, rakam olarak 3 kat› olan projeler gündemde.

INTERVIEW // SÖYLEfi‹

build on the special-class vessel construction projects secured for the last 1.5 years, and to make considerable progress.

The offshore wind farm service vessels are a developing market; can we gain a share in this field?

The offshore wind farm service vessels and similar vessels have not been built in Turkey yet, but we are close to building such vessels and some other special-class vessels, for there are many requesting offers for them. Negotiations are underway for various types of vessels, including Ro-Ro passenger ships, Ro-Ro cargo vessels, and LPG bunkers. Even though some of them have rather small tonnages, they are very costly vessels. In other words, while the cost of a conventional commercial vessel is around 15 to 20 million US dollars, their volume is around one third of them but the value is 3 times higher. We can be hopeful about the coming years. We are now developing ourselves in a new field, which is also new for the shipbuilding industry; we have already started gaining references.

In a sense, we are changing shell. We are adapting ourselves to a new need. Besides, we are doing it with our own subcontractors, supplier industry companies, design offices, and project offices. If we continue delivering the orders with the required quality, we can achieve a giant leap forward in a short time.

Do you think that Turkey would involve in serious projects for the international market in terms of naval ships in the coming years?

I know that Turkey receives demand for naval ships and auxiliary ships from some developing countries, and that there are negotiations underway. They are costly projects compared to their volume. The biggest challenge in this type of projects is that negotiations take considerable time compared to commercial vessels, for some specific special factors, such as the negotiations between the countries and their Armed Forces, political situations, etc., involve. For example, there is a project for construction of a tanker for Pakistan. The Pakistani Naval Forces will build a military tanker. Design and construction of the project are undertaken by Turkish shipbuilders. For example, it can be said that this is a Turkey-centred project for the Pakistani Naval Forces. We have the know-how, and ultimately, the ship will be built in Pakistan with our support. There are

Önümüzdeki y›llara ümitle bakabiliriz. Art›k gemi infla endüstrisi içinde yeni bir alanda kendimizi gelifltiriyoruz, referanslar elde etmeye bafllad›k.

Bir anlamda kabuk de¤ifltiriyoruz. Yeni bir ihtiyaca kendimizi adapte ediyoruz. Üstelik bunu tafleron ve yan sanayi firmalar›m›z, dizayn ofislerimiz, proje ofislerimizle birlikte yap›yoruz. Sipariflleri zaman›nda ve do¤ru kalitede teslim etmeyi sürdürürsek k›sa zamanda patlama yaflayabiliriz.

Peki sizce Türkiye önümüzdeki y›llarda askeri gemilerde yurt d›fl›na yönelik olarak ciddi bir çal›flma gerçeklefltirir mi?

Baz› geliflmekte olan ülkelerden, askeri ve yard›mc› askeri gemi s›n›flar›nda talepler oldu¤unu, görüflmeler yap›ld›¤›n› biliyorum.

Bunlar hacimlerine göre maliyetli projeler. En büyük s›k›nt› bu görüflmelerin ticari gemilere göre daha uzun zaman almas›. Çünkü ülkelerin Silahl› Kuvvetleri, ülkeler aras› görüflmeler, siyasi durumlar gibi etkenler de devreye giriyor. Örne¤in Pakistan için yap›lan bir tanker projesi var. Pakistan Donanmas› askeri bir tanker MARINE&COMMERCE OCAK 2014

023

INTERVIEW // SÖYLEfi‹

In recent years, Turkish yards have started receiving more and more orders for special-purpose vessels. Surely, these orders are not enough to fill the orderbooks yet, but if we follow a smart strategy in terms of the specialpurpose vessels, it is clear that 2014 and 2015 will be better than 2013.

Son dönemlerde Türkiye’ye özel amaçl› gemi sipariflleri daha fazla geliyor.

Tabii ki tüm kapasiteyi doldurur yeterlilikte de¤il, ama ak›ll› bir strateji izlersek, 2014-2015 y›llar›n›n 2013’den daha iyi olaca¤› ortada.

many projects like this one. Naval ships are an important market, and I believe that it will gain importance in the next period. But, the downside of these projects is that the process progress is rather slow. It would be better if the process were made easier and accelerated. The only obstacle is the time.

For example, there is another extremely important, complicated, costly, and big project like LPD (Landing Platform Dock).

We know that a Turkish shipyard was found qualified, and negotiations have started. It is clear that this LPD to be built for the Turkish Navy is a very important opportunity for Turkey to demonstrate the country’s capabilities and capacity, for this type of ships that constitute a strong support class of naval forces is also needed by naval forces of other countries including Russia, France, and Spain. Now, think about it, Turkey has a shipbuilding industry, and emerges as a candidate to build some very complicated ships.

This process should not be solely seen as a technical work; it has many players. We should be able to achieve this with the synergy of all players from investors to governmental, political, and financial organizations through good planning.

In a general point of view, how has the perspective towards the Turkish maritime industry changed in the course of time?

I can comfortably say that Turkish yards have become well known in the international arena, Turkish owners have ranked among global players, and some important Turkish figures have become active on important platforms with an accelerated development after 2000.

Today, BV has over 65,000 employees around the world, and while its Turkey branch was an ordinary office 20 years ago, it has become a high-tier office now. This is not solely our success, but a reflection of our joint efforts with the industry here. For example, as Kerem Kiper, I am not only the CEO of BV Turkey’s marine division, but I also hold a management position at the head office within the BV network. This function is actually a value given to this country. It is a development made possible with the attention created by the country and the potentials brought or to be brought in. I hope this situation will growingly continue. &

024

MARINE&COMMERCE JANUARY 2014

infla edecek. Projenin tasar›m› da, yüklenicili¤i de Türk firmalar taraf›ndan yap›l›yor. Örne¤in bu, Pakistan Askeri Donanmas› için Türkiye merkezli diyebilece¤imiz bir proje. Bizim know-how’umuz var ve sonuçta bizim deste¤imizle Pakistan’da infla ediliyor olacak. Bunun gibi konuflulan bir çok proje var. Askeri gemiler önemli bir pazard›r ve önümüzdeki dönemde a¤›rl›k kazanacak diye düflünüyorum. Ama benim s›k›ld›¤›m konu bu konulardaki süreçlerin yavafl ilerlemesi. Biraz daha pratiklefltirilip, h›z kazand›r›labilirse iyi olacak. Tek engelimiz zaman. Önümüzde LPD (Havuzlu Ç›karma Gemisi) gibi son derece önemli, komplike, maliyetli ve büyük bir proje daha var mesela. Yine bir Türk tersanesinin yeterli görüldü¤ünü, görüflmelere de baflland›¤›n› biliyoruz. Türk Donanmas›’n›n ihtiyac› için yap›lacak LPD’nin Türkiye’nin kabiliyetlerini ve kapasitesini göstermesi için de son derece önemli bir f›rsat oldu¤u ortada. Çünkü donanmalar›n kuvvetli bir destek s›n›f›n› oluflturan bu gemi tipine Rusya, Fransa, ‹spanya gibi, di¤er dünya donanmalar›nda da ihtiyaç duyuluyor. fiimdi düflünün, Türkiye’nin bir gemi infla endüstrisi var ve baz› çok komplike gemileri de yapmaya aday oluyor. Bu süreci sadece teknik bir çal›flma gibi görmemek laz›m, çok oyuncusu var. ‹yi bir planlamayla yat›r›mc›lardan devlet deste¤ine, siyasi ve finansal deste¤e kadar tüm oyuncular›n birlikteli¤i ile kotarabilmemiz laz›m.

Genel bir çerçeveden bakarsak sizce Türk denizcisine bak›fl aç›s› y›llar itibariyle nas›l de¤iflti?

Büyük bir rahatl›kla 2000 y›l›ndan sonra Türk tersanelerinin isimlerinin uluslararas› alanda tan›nmaya bafllad›¤›n›, Türk armatörlerinin küresel oyuncular›n aras›na girdi¤ini ve Türkiye’den baz› önemli isimlerin önemli platformlara tafl›nd›¤›n›, ivmeli bir geliflim yafland›¤›n› söyleyebilirim.

Bugün dünya genelinde 65,000 çal›flan› olan BV’nin Türkiye kolu bundan 20 y›l kadar önce s›radan bir ofisken flimdi yüksek dereceli bir ofis. Bu sadece bizim baflar›m›z de¤il, buradaki endüstri ile beraber yapageldi¤imiz çal›flman›n d›flar›daki yans›mas›. Örne¤in benim Kerem Kiper olarak BV Türkiye denizcilik flirketinin yöneticisiyken ayn› zamanda BV a¤› içinde merkez ofiste de bir yöneticili¤im var. Bu görev asl›nda ülkeye verilen bir de¤er. Ülkenin yaratt›¤› ilgiyle ve getirdi¤i ya da getirece¤i potansiyel ile yer bulan bir geliflim. Umar›m bu durum geliflerek devam edecek. &

INTERVIEW // SÖYLEfi‹

SHIPS UNDER CONSTRUCTION CLASSED BY BV AT TURKISH SHIPYARDS TÜRK‹YE TERSANELER‹NDE BV KLASLI ‹NfiA HAL‹NDEK‹ GEM‹LER Shipyard Tersane

Zone Bölge

Shipowner Donatan

Ship Name Gemi Ad›

Type Tip

Adik Akdeniz Almar Altinova Ares Argem Ari Arya Besiktas Ceksan Celiktrans Celiktrans Celiktrans Cemre Cemre Cimtas Coban Dearsan Dearsan Dearsan Dentas Dentas Dentas Duzgit Yalova East Gelibolu Gelibolu Gelibolu Gelibolu Gelibolu Gelibolu Istanbul Tersanecilik Istanbul Tersanecilik Istanbul Tersanesi Kom. Kiran Kocatepe/Yalova Kocatepe/Yalova Kocatepe/Yalova Kocatepe/Yalova Kocatepe/Yalova Kocatepe/Yalova Kocatepe/Yalova Marmara Marmara Sahincelik Sanmar Sanmar Sedef Sedef Sefine Selay Selay Selay Sunrise Sunrise Sunrise Sunrise Sunrise Terme Terme Terme Terme Torgem Torgem Torgem Torgem UM Uzmar Uzmar Uzmar Uzmar Uzmar

Istanbul Adana Istanbul Yalova Antalya Istanbul Istanbul Istanbul Yalova Istanbul Istanbul Istanbul Istanbul Yalova Yalova Izmit Bartin Istanbul Istanbul Istanbul Istanbul Istanbul Istanbul Yalova Bodrum Canakkale Canakkale Canakkale Canakkale Canakkale Canakkale Istanbul Istanbul Istanbul Istanbul Yalova Yalova Yalova Yalova Yalova Yalova Yalova Istanbul Istanbul Istanbul Istanbul Istanbul Istanbul Istanbul Yalova Istanbul Istanbul Istanbul Antalya Antalya Antalya Antalya Antalya Samsun Samsun Samsun Samsun Istanbul Istanbul Istanbul Istanbul Izmit Izmit Izmit Izmit Izmit Izmit

D & K Denizcilik Akdeniz Gemi Almar Gulhan Denizcilik Ares Bursen Al Khorayef Arya Besiktas Ceksan Celiktrans Celiktrans Celiktrans Cemre Cemre Muhendislik Cimtas Coban Dearsan Dearsan Dearsan/Gulhan Bogazici Bogazici Bogazici Duzgit East Yachting Albros Gelibolu Gelibolu Gelibolu Gelibolu Gelibolu Istanbul Tersanecilik Istanbul Tersanecilik Mavi Deniz Ilk Insaat Alasonya Arena Arena Arena Satram Satram Wb Gemi Marmara Marmara Istanbul Grup Sanmar Sanmar El-Seif Eng. El-Seif Eng. Sefine Mavi Deniz Shipyard Denizcilik SS Erdek Sunrise Sunrise Sunrise Sunrise Sunrise Eurochart Eurochart Eurochart Kent Denizcilik Tor Denizcilik Torgem Torgem Torgem Volharding Uzmar Uzmar Uzmar Uzmar Uzmar

Adik Nb.221 Akdeniz Nb.01 Almar 06 Altinova Nb.01 Ares Nb. 301 & 302 Argem Nb.12 x2 Arya Nb.162 Besiktas Nb.51 Ceksan Nb. 58 & 59 Celiktrans Cs 44 Celiktrans Cs 45 Celiktrans Nb. 46 & 47 Cemre Nb. 35& 36 Cemre Nb.18 Cimtas Nb.17 Coban Nb.59 Dearsan Nb.2057 & 2058 Dearsan Nb.2059 Nb.2090, 2091, 2092 & 2093 Dentas Nb.06-19 Dentas Nb.06-20 Dentas Nb.06-21 & 06-22 Duzgit Nb.06 East Nb.01 Gelibolu Nb.51 Gelibolu Nb.54 Gelibolu Nb.56 Gelibolu Nb.58 Gelibolu Nb.57 Gelibolu Nb.55 Istanbul Tersanecilik Nb.15 Istanbul Ter. Nb.16 & 17 Pendik Nb.32

Oil/Chem.

Cargo Tug/Work Boat Oil/Chem.

Patrol Boat Oil Tanker Fast Boat Light Ship-Supply Vessel Tug Boat Tug Fishing Vessel Fishing Vessel Trawler Purseseiner Siesmic Vessels General Cargo Pontoon Charter Yacht Tug Tug Tug Tug Tug Tug Oil/Chem.

Yacht General Cargo Ro-Ro Passenger Ship Crew Boat Off-Shore / Accomm.

Offshore Car & Pass.Ferry Oil Tanker Oil Tanker Oil Recovery Pontoon Oil Tanker Supply Vessel Tug Agent Boat Tug Tug Tug General Cargo General Cargo Pontoon Tug Tug Boat Floating Dock Floating Dock Rescue Vessel Oil Recovery Oil Pollution Boat Ro-Ro Passenger Ship Yacht Yacht Charter Yacht Charter Yacht Yacht General Cargo General Cargo General Cargo General Cargo Hsc Patrol Vessel Tug Service Boat Oil Water Separation Barge Container Tug Tug Tug Pusher Boat Tug Boat

Beykoz-E & Kalamis-E Kocatepe Nb.33 Kocatepe Nb.47 Kocatepe Nb.18 Kocatepe Nb.44 & 45 Kocatepe Nb.46 Kocatepe Nb.62 Marmara Nb.90 Marmara Nb.91 Sahincelik Nb.50 Sanmar Nb.30 & 31 Sanmar Nb.49, 50 & 51 Sedef Nb.177h Sedef Nb.178h Sefine Nb.14 Basaran Selay Nb.Dpr-1004 Iraq Selay Nb.146 Estel Sunrise Nb.321 Sunrise Nb.632 & 633 Sunrise Nb.561 Sunrise Nb.453 Terme Nb.07 Terme Nb.09 Terme Nb.08 & 10 Terme Nb.04 & 05 Torgem Nb.104 Torgem Nb.97 Torgem Nb.115 Torgem Nb.102 Um Container Nb. 34 & 35 Uzmar Nb.64 Uzmar Nb.52 Uzmar Nb.53 & 54 Uzmar Nb.72-75 & 80-83 Uzmar Nb.65 & 66

Grt 3973 5051 180 4500 152 446 93 108 480 2979 804 2979 2091 2286 3035 438 564 477 450 463 460 463 4753 237 4446 873 63 1189 847 499 137 7420 1053 254 133 39 115 23 5850 8160 1058 804

4408 325 1399 828 140 828 753 499 3098 3040 2497 1958 352 305 36 490 9000 499 499 450 1251

Hull No Tekne No 221 1 6 1 301, 302 12 1, 2 162 51 58, 59 Cs 44 Cs 45 46, 47 35, 36 18 17 59 2057, 2058 2059 2090-2093 06-19 06-20 06-21, 06-22 6 1 51 54 56 58 57 55 15 16, 17 32 1006 25, 26 33 47 18 44, 45 46 62 90 91 50 30, 31 49- 51 177h 178h 14 143, 144 Dpr-1004 Iraq 145, 146 601 321 632, 633 561 453 7 9 8, 10 4, 5 104 97 115 102 34, 35 64 52 53, 54 72-75, 80-83 65, 66

Flag Bayrak Malta Turkey Turkey Malta Nigeria Libya Saudi Arabia Turkey Turkey Turkey Norway Norway Iceland Bahamas Turkey Turkey Belgium Turkey Turkey Turkey Turkey Turkey Turkey Malta Turkey Russian Federation Turkey Turkey Saint Vincent And The G. Saint Vincent And The G. Turkey Turkey Turkey Turkey Turkey Turkey

Turkey Malta Malta Turkey Australia Australia Saudi Arabia Saudi Arabia Turkey Turkey Iraq Turkey Isle Of Man Cayman Islands Isle Of Man Isle Of Man Malta Malta Malta Malta / Belize Turkey Turkey Turkey Turkey Netherlands Australia Turkey Turkey Paraguay Turkey

MARINE&COMMERCE OCAK 2014

025

STUDY // ARAfiTIRMA

WHAT WILL THE ALTERNATIVE FUEL MIX FOR GLOBAL SHIPPING BE? KÜRESEL DEN‹ZC‹L‹KTE ALTERNAT‹F YAKIT KARIfiIMI NE OLACAK?

DNV GL has released a position paper on the future alternative fuel mix for global shipping. While LNG is expected to be an early success, the picture becomes more diversified with time, as more than 20 per cent of shipping could adopt hybrid propulsion solutions, featuring batteries or other energy storage technologies.

DNV GL küresel deniz tafl›mac›l›¤›nda gelecekte kullan›ma yönelik alternatif yak›t kar›fl›m› hakk›nda bir makale yay›nlad›.

LNG’nin erken bir baflar› olarak görülmesi beklenirken, deniz tafl›mac›l›¤›n›n en az %20’si batarya veya di¤er enerji depolama teknolojilerine sahip hibrid tahrik çözümleri kullanabilece¤inden, tablo zaman içerisinde daha da çeflitleniyor. he global merchant fleet currently consumes approximately 330 million tonnes of fuel annually, 80-85% of which is residual fuel with high sulphur content, and the remaining

T

026

MARINE&COMMERCE JANUARY 2014

üresel ticaret filosu halen y›lda 330 milyon tondan fazla yak›t tüketiyor. Bunun %80-85’ini yüksek kükürt içeri¤ine sahip art›k yak›tlar teflkil ederken, kalan›n› ise daha s›k› yasal

K

STUDY // ARAfiTIRMA

düzenlemelere uygun dam›t›k yak›tlar oluflturuyor. Deniz tafl›mac›l›¤›nda kullan›lan yak›tlar›n kükürt içeri¤i ile ilgili olarak; hem emisyon kontrol alanlar›, hem de küresel olarak ileriki y›llarda yürürlü¤e girecek yasal düzenlemelerin, önümüzdeki 5 ila 10 y›ll›k süreçte kükürt içeri¤i düflük yak›tlara olan talepte art›fla yol açabilece¤ini söyleyebiliriz. Önümüzdeki on y›ll›k dönemde yeni yasal düzenlemelerin ortaya ç›kmas›yla birlikte dam›t›k yak›tlar›n fiyatlar› büyük oranda artabilir ve rafinerilerin dam›t›k yak›t üretim kapasiteleri büyük bir h›zla artacak talebi karfl›lamaya yeterli olmayabilir. Ayr›ca, iklim de¤iflimi konusundaki kayg›lar deniz tafl›mac›l›¤› sektörünü, sera gaz› (GHG) emisyonlar›n› azaltma konusunda gittikçe her zamankinden daha fazla bask› alt›na sokacak.

Hem düflük kükürt içeri¤ine sahip yak›tlara olan talep, hem de düflük sera gaz› emisyonlar›na yönelik gereksinim, düflük karbonlu alternatif yak›tlar›n sunulmas›yla karfl›lanabilir.

Alternatif yak›tlar tafl›mac›l›k sektöründe geçmiflte kullan›l›yordu.

20’li y›llarda Germans F. Fischer ile H. Tropsch taraf›ndan kömür, biyokütle veya do¤algaz›n s›v› yak›tlara dönüfltürülmesine yönelik icat edilen bir proses bugün Fischer- Tropsch prosesi olarak biliniyor. Bu proses kömürden s›v› yak›t elde etmek için 2. Dünya Savafl› s›ras›nda Almanya’da, ayr›ca 70 ve 80’li y›llarda petrol ambargosu alt›nda olan Güney Afrika’da yo¤un bir flekilde kullan›ld›. Alternatif yak›tlar 70’li y›llarda enerji arz›n›n emniyetine yönelik sebepler nedeniyle bir kez daha gündeme geldi. 80’li y›llar›n sonu ile 90’l› y›llarda, otomobiller ile genel olarak insan kökenli emisyonlar›n çevre üzerindeki olumsuz etkileriyle iliflkili artan kayg›lar, alternatif yak›tlara olan ilgiyi canland›rd›.

ETMENLER VE ZORLUKLAR

LNG Carrier Arctic Discoverer

are distillate fuels complying with stricter regulations. Upcoming regulations regarding the sulphur content of marine fuels, both in emission control areas (ECAs) and globally, are likely to create increased demand for low-sulphur fuels for shipping in the next five to ten years. The advent of new regulations in the next decade can lead to significantly increased fuel prices for distillate fuels, while refinery capacity for producing distillates can turn out to be insufficient for meeting the vastly increasing demand. In addition, climate change concerns will put increasingly more pressure on shipping for reducing its greenhouse gas (GHG) emissions. Both the demand for low sulphur fuels, as well as the need for reduced GHG emissions can be addressed by the introduction of alternative, low carbon fuels.

Dünya ticaret filosu 1870’ten 1940’a kadar kademeli olarak yelkenden tam makine tahrikli bir filoya geçifl yapt›. Kömür kullanan buharl› gemiler 1920’ye kadar hakimiyetini sürdürürken, o zamandan bu yana yak›t olarak kömürün yerini, dizel makineler ve petrol yak›tl› buhar kazanlar›na geçiflin sonucu olarak deniz yak›tlar› ald›. Rüzgardan kömüre geçiflin en büyük etmeni buhar makinelerinde meydana gelen geliflmelerdi. Bu geliflmeler hava koflullar›ndan ve rüzgarlar›n yönünden büyük oranda ba¤›ms›z olarak transit sürelerinin daha güvenilir olmas› imkan›n› sunuyordu.

Kömürden petrole geçiflin etmeni ise yüksek verimlilik, kullan›m kolayl›¤› ve daha temiz faaliyetlerdi. ‹leride alternatif yak›tlara yönelmenin en büyük etmenleri iki genifl kategoriye ayr›labilir: a. Yasal flartlar ve çevre ile ilgili kayg›lar b. Fosil yak›tlar›n bulunabilirli¤i, maliyet ve enerji güvencesi

YAKIT BULUNAB‹L‹RL‹⁄‹ VE MAL‹YET Gelecekteki petrol üretimi ile ilgili tahminler farkl›l›k gösteriyor ve oldukça tart›flmal›. Petrol fiyatlar›n›n son birkaç y›ld›r yüksek seyretmesi nedeniyle, geliflmifl petrol ç›karma yöntemleri ekonomik olarak makul hale gelmeye bafllad›. Kaya petrolü ve katran kumu gibi geleneksel olmayan kaynaklar›n kullan›m› ra¤bet görMARINE&COMMERCE OCAK 2014

027

STUDY // ARAfiTIRMA

Alternative fuels have been used in the transportation sector in the past. In the 1920s a process to convert coal, biomass or natural gas into liquid fuels was invented by the Germans F. Fischer and H. Tropsch, and became known as the FischerTropsch process. This process was heavily used in the 2nd World War in Germany to produce liquid fuels from coal, and also in South Africa during the oil embargo in the 1970s and 1980s.

Alternative fuels came into the picture again in the 1970s for reasons of security of energy supply. By the end of the 1980s and 1990s growing concern about the environmental impact of automobiles and of anthropogenic emissions in general stimulated the interest in alternative fuels.

DRIVERS AND CHALLENGES The merchant world fleet gradually shifted from sail to a full engine powered fleet from around 1870 to 1940. Steamships burning coal dominated up to 1920, and since then coal was gradually replaced by marine oils, due to shift to diesel engines and oil-fired steam boilers. The shift from wind to coal was driven by the developments in steam engines, and offered the opportunity for more reliable transit times, to a large extent independent of the weather conditions and prevailing wind directions. The following shift, from coal to oil, was driven by increased efficiency, ease of handling, and cleaner operations.

The main drivers leading to the advent of alternative fuels in the future can be classified in two broad categories: a. Regulatory requirements and environmental concerns b. Availability of fossil fuels, cost and energy security

FUEL AVAILABILITY AND COST Estimates of future oil production vary and are controversial.

Advanced methods of oil extraction start becoming economically feasible, due to high oil prices in the last few years. The use of unconventional resources, such as shale oil and tar sands is gaining ground, while in the future there may be enhanced pressure to expand oil and gas activities in the Arctic. In the USA, the shale oil production of recent years has reshaped the North American energy market. Despite the potential of the Arctic for future oil and gas production, it is not clear how much the global production could increase in the future. This is mainly due to high costs and difficult conditions even with reduced sea-ice. The potential consequences of an accident in the Arctic could also be very severe.

Precise information regarding the location and quantity of global oil reserves is difficult to obtain, because many oil producing nations often make public claims that cannot be easily verified.

In addition, the world largely depends on oil supplies from potentially politically unstable regions, which can have an adverse effect on fuel security. For some countries, this is a major driver for developing technology for exploitation of local unconventional resources, such as shale oil and gas in USA, and for investing in the development of biofuels, such as ethanol in Brazil and in USA, and biodiesel in Europe.

028

MARINE&COMMERCE JANUARY 2014

meye bafllad›. Di¤er yandan Petrol ve gaz faaliyetlerinin Kuzey Kutup bölgesine yay›lmas› konusunda gittikçe artan bir bask› söz konusu olabilir. Amerika Birleflik Devletleri’nde son y›llarda kaya petrolü üretimi, Kuzey Amerika’n›n enerji piyasas›n› yeniden flekillendirdi. Kuzey Kutbunun gelecekteki petrol ve gaz üretiminde bir potansiyele sahip olmas›na ra¤men, küresel üretimin ileride ne kadar artabilece¤i belirsiz. Bunun ana sebebi, deniz üzerindeki buz tabakas› çekilmifl olsa da, söz konusu olacak yüksek maliyetler ve zorlu koflullar. Kuzey Kutbunda olas› bir kazan›n sonuçlar› da son derece ciddi olabilir.

Küresel petrol rezervlerinin yerleri ve miktar› ile ilgili kesin bilgilere ulaflmak son derece zor. Çünkü petrol üreten ülkelerin birço¤u genelde kolay kolay do¤rulanamayacak aç›klamalarda bulunuyor.

Ayr›ca dünya büyük oranda siyasi olarak dengeli olmayan bölgelerde bulunan petrol kaynaklar›na ba¤›ml›. Bu da yak›t emniyeti aç›s›ndan olumsuz etkilere yol açabilir. Baz› ülkeler için bu durum, ABD’deki kaya petrolü ve gaz› gibi yerel geleneksel olmayan kaynaklar›n kullan›m›na yönelik teknolojinin gelifltirilmesi ve Brezilya ile ABD’de etanol ve Avrupa’da biyodizel gibi biyoyak›tlar›n gelifltirilmesine yat›r›m yap›lmas› için önemli bir itici güç konumunda.

ZORLUKLAR VE ENGELLER Deniz tafl›mac›l›¤› sektörü bugüne kadar, düflük karbonlu enerji kullan›m› yoluyla emisyonlar›n azalt›lmas› potansiyelini gerçeklefltirmek için kararl› bir tutum sergilemedi. Baz› armatörler, sadece birkaç y›l içerisinde kendisini amorti edebilecek teknolojiler için dahi kan›tlanm›fl yak›t tasarruf teknolojilerinin finansman›na yönelik sermayeyi bulmakta güçlük yaflayabilir. Yeni bir yak›t piyasaya sürülürken mevcut gemilerin makinelerinin uyumsuz olmas› nedeniyle bunlar›n yeni yak›t için uyarlanmalar› gerekebilir. Bu durum da uzun vadeli bir yat›r›m› zorunlu k›lar. Öncüler (yeni teknolojik çözümlere yat›r›m yapma riskini alanlar) için öngörülemeyen teknik sorunlar genelde ilave sermaye harcamalar› gerektiren ciddi gecikmelere yol aç›yor. Ayn› zamanda belirli deniz tafl›mac›l›¤› segmentleri için gemi yak›t maliyetleri, kiralayan tarafça karfl›lan›yor. Dolay›s›yla armatörlerin alternatif yak›tlar› keflfetmeleri, hatta yak›t tasarrufu sa¤layacak önlemleri almalar› yönündeki giriflimleri ortadan kald›r›yor. Farkl› devlet organlar› taraf›ndan uygulanan gelifligüzel düzenlemeler ve standartlar›n yetersizli¤i de koordine eylemleri yavafllat›yor.

Yak›t ikmal tesisleri ve tedarik zinciri gibi uygun altyap› eksikli¤i ve yak›tlar›n uzun vadeli bulunabilirli¤i ile ilgili belirsizlik, yeni yak›tlar›n piyasaya sunulmas›n›n önündeki di¤er engellerden.

Baflka bir deyiflle armatörler gerekli altyap›n›n olmamas› halinde yeni yak›tlar› kullanmaya yönelmeyecek, di¤er yandan enerji tedarikçileri de öncelikle müflterileri sa¤lama almadan pahal› altyap›y› finanse etmeyecek. Bu ç›kmazdan kurtulmak için sektör çap›nda koordineli bir çaba gösterilmesi ve yeni altyap›n›n gelifltirilmesine yönelik bir siyasi irade gerekiyor. Farkl› devlet organlar› taraf›ndan uygulanan gelifligüzel düzenlemeler ve standartlar›n yetersizli¤i ise koordine eylemleri yavafllat›yor.

STUDY // ARAfiTIRMA

LNG Ferry Bergensfjord

CHALLENGES AND BARRIERS

POTANS‹YEL ALTERNAT‹FLER

So far, the shipping industry has not acted decisively to realise its potential to reduce emissions via low carbon energy. For some owners, finding capital to fund proven fuel savings technologies can be a challenge - even for technologies that pay for themselves in a matter of years. When introducing a new fuel, existing ships may have to be retrofitted because of incompatible machinery. This makes changes a long term investment. For pioneers -owners who take the risk to invest in new technologies solutions- unforeseen technical issues often result in significant delays, requiring additional capital.

DNV GL gelecekte deniz tafl›mac›l›¤›nda halen kullan›lan veya ileride kullan›labilecek çeflitli alternatif yak›tlar› veya enerji kaynaklar›n› araflt›r›yor. Bu yak›tlar aras›nda flunlar bulunuyor: • S›v›laflt›r›lm›fl Do¤algaz (LNG) • S›v›laflt›r›lm›fl Petrol Gaz› (LPG) • Metanol ve Etanol • Di-Metil Eter (DME) • Sentetik Yak›tlar (Fischer-Tropsch) • Biyodizel • Biyogaz • Bataryalar›n flarj›na yönelik elektrik kullan›m› ve “so¤uk ütüleme” olarak bilinen alternatif güç kayna¤› • Hidrojen • Nükleer Yak›t

At the same time, bunker costs for certain shipping segments are paid for by the charterer, removing incentives for owners to explore alternative fuels or even fuel efficiency measures.

Patchwork regulations, enforced by different government bodies, and lack of standards, have also slowed coordinated actions.

Lack of appropriate infrastructure, such as bunkering facilities and supply chain, and uncertainty regarding long-term availability of fuel are additional barriers for the introduction of any new fuel. That is, owners will not start using new fuels if infrastructure is not available, and energy providers will not

Bu yak›tlarla ilgili sahip olunan bilgileri artt›rmak ve gelecekteki olas› etkilerini de¤erlendirmek için bu yak›tlar›n her biri ile ilgili bilgi toplan›yor: • Fiziksel ve kimyasal özellikler • Üretim, bulunabilirlik ve maliyet: üretim yöntemleri, güncel üretim miktarlar› ve fiyatlar, altyap› ile ilgili bilgiler ve varsa ileriye dönük tahminler.

MARINE&COMMERCE OCAK 2014

029

STUDY // ARAfiTIRMA

finance expensive infrastructure without first securing customers.

Breaking this deadlock will require a coordinated, industry-wide effort and the political will to invest in the development of new infrastructure. Patchwork regulations, enforced by different government bodies, and lack of standards, have also slowed coordinated action.

POTENTIAL ALTERNATIVES DNV GL is studying a number of alternative fuels or energy carriers that are already used or could be potentially used in shipping in the future. These fuels are: • Liquefied Natural Gas (LNG) • Liquefied Petroleum Gas (LPG) • Methanol and Ethanol • Di-Methyl Ether (DME) • Synthetic Fuels (Fischer-Tropsch) • Biodiesel • Biogas • Use of electricity for charging batteries and cold ironing • Hydrogen • Nuclear Fuel For each one of these fuels the following information is being collected in order to enhance our understanding of these fuels and their potential impact in the future: • Physical and chemical characteristics • Production, availability and cost: information on production methods, current production volumes and prices, infrastructure, and future forecast, where available • Applications and current status: applications in the maritime and in other sectors. Overview of technology including engines and storage tanks • Safety considerations • Emissions and environmental considerations While renewable energy (solar, wind) -may have some potential to mitigate carbon emissions, this is not seen as a viable alternative for commercial shipping. Certainly, vessels equipped with sails, wind kites or solar panels may be able to supplement existing power generating systems, but the relative unreliability of these energy sources make them ill-suited for deep sea transport or operations in some latitudes with seasonal weather conditions. Likewise, nuclear power also remains problematic.

While a proven solution that produces no GHGs, the perceived risks are considered too high for nuclear power to be considered as a viable alternative for ships.

FUELS MOST LIKELY BE PART OF THE FUTURE ENERGY MIX FOR SHIPPING Over the next four decades, it is likely that the energy mix will be characterised by a high degree of diversification. LNG has the potential to become the fuel of choice for all shipping segments,

030

MARINE&COMMERCE JANUARY 2014

• Uygulamalar ve mevcut durum: denizcilik sektörü ve di¤er sektörlerdeki uygulamalar. Makine ve depolama tanklar› dahil teknoloji ile ilgili genel bilgiler.

• Güvenlikle ilgili hususlar • Emisyonlar ve çevre ile ilgili kayg›lar Yenilenebilir enerji kaynaklar› (günefl, rüzgar) karbon emisyonlar›n›n azalt›lmas›na yönelik bir potansiyele sahip olsa da, ticari deniz tafl›mac›l›¤› için uygun bir alternatif olarak görülmüyor.

Tabii ki yelken, uçurtma veya günefl panelleriyle donat›lm›fl gemiler mevcut güç üreten sistemleri tamamlayabilecek bir konumda olsa da, bu enerji kaynaklar›n›n nispeten güvenilir olmamas›, mevsimsel hava koflullar›n›n çok farkl› oldu¤u baz› enlemlerde derin deniz tafl›mac›l›¤› için kullan›lamamas›na yol aç›yor. Benzer flekilde nükleer enerji de sorunlarla dolu.

Sera gaz› emisyonu olmayan kan›tlanm›fl bir çözüm olsa da nükleer enerji ile iliflkili alg›lanan riskler, bunun gemiler için kullan›labilir bir alternatif olarak de¤erlendirilmesine imkan vermeyecek derecede yüksek.

DEN‹Z TAfiIMACILI⁄I ‹Ç‹N GELECEKTE KULLANILACAK ENERJ‹ KARIfiIMININ B‹R PARÇASI OLAB‹LECEK YAKITLAR Önümüzdeki 40 y›l boyunca, enerji kar›fl›m›n›n yüksek düzeyde bir çeflitlilikle karakterize olmas› büyük olas›l›k. LNG gerekli altyap›n›n sa¤lanmas› halinde tüm deniz tafl›mac›l›¤› segmentlerinde kullan›labilecek bir yak›t olma potansiyeline sahipken, s›v› biyoyak›tlar da yavafl yavafl petrol bazl› yak›tlar›n yerini alabilir. Gemilerin liman içi faaliyetlerinin yan› s›ra, tahrik amac›na yönelik olarak kullan›lmak üzere bataryalar›n flebeke elektri¤inden flarj edilmesi de s›kl›kla görülen uygulamalardan olabilir. Yenilenebilir elektrik ayn› zamanda yard›mc› güç veya tahrik gücü sa¤layabilecek hidrojen üretiminde de kullan›labilir. Sera gaz› emisyonlar›n›n büyük oranda azalt›lmas› zorunluysa ve uygun alternatif yak›tlar kolay bulunabilir bir durumda de¤ilse, karbon yakalama sistemleri CO2 gaz›n›n büyük oranda azalt›lmas›nda radikal bir çözüm olabilir.

LNG: Bir yak›t olarak LNG’nin SOX emisyonlar›n› ortadan kald›rma, NOX ve partikül madde emisyonlar›n› büyük oranda azaltma ve sera gaz› emisyonlar›n› azaltma gibi çevre aç›s›ndan son derece aç›k faydalar› söz konusu. Yürürlükteki emisyon flartlar›n›n karfl›lanmas›nda çekici bir seçenek olmas›na ra¤men, CO2 emisyonlar›n›n iklim de¤iflikli¤inin önlenmesine yönelik çal›flmalar için gerekli düzeyde azalt›lmas›na katk›da bulunmuyor. Bugün tüm dünyada hizmet veren yaklafl›k 40 LNG yak›tl› gemi (LNG gemileri hariç) bulunuyor. Ayr›ca yak›t olarak LNG kullanacak 40 yeni infla geminin sipariflleri de onayland›. Gemiler için LNG yak›t ikmal merkezleri yaln›zca Avrupa’da birkaç limanda, Kore’nin Incheon ve Arjantin’in Buenos Aires limanlar›nda bulunuyor. Bununla birlikte dünyadaki yak›t ikmal merkezleri a¤› geliflim gösteriyor.

STUDY // ARAfiTIRMA

provided the infrastructure is in place, while liquid biofuels could gradually also replace oil-based fuels. Electricity from the grid will most likely be used more and more to charge batteries for ship operations in ports, but also for propulsion. Renewable electricity could also be used to produce hydrogen, which in turn can be used to power fuel cells, providing auxiliary or propulsion power. If drastic reduction of GHG emissions is required and appropriate alternative fuels are not readily available, carbon capture systems could provide a radical solution for substantial reduction of CO2.

LNG: Using LNG as fuel offers clear environmental benefits: elimination of SOX emissions, significant reduction of NOX and particulate matter, and a reduction of GHG emissions. It is an attractive option as to meeting current emission requirements, but it does not contribute to reducing CO2 emissions to the levels that would be required for addressing climate change. There are currently around 40 LNG fuelled ships (excluding LNG carriers) in operation worldwide, while another 40 new buildings are now confirmed. LNG bunkering for ships is currently only available in a number of places in Europe, Incheon (Korea) and Buenos Aires (Argentina) but the world’s bunkering grid is developing. The number of ships is increasing fast and infrastructure projects are planned or proposed along the main shipping lanes of the world.

One barrier for the introduction of LNG is the increased demand for fuel tanks, leading to a decrease in payload capacity. The relatively high capital cost of the system installation is another issue.

032

MARINE&COMMERCE JANUARY 2014

Gemi say›s› h›zl› bir flekilde art›yor ve dünyan›n tafl›mac›l›k rotalar› boyunca birçok altyap› projeleri planlan›p tasarlan›yor.

LNG’nin yayg›n bir flekilde kullan›lmas›n›n önündeki engellerden biri de, gemilerin tafl›ma kapasitesinde azalmaya yok açmas›.

Ayr›ca sistem montaj›n›n nispeten yüksek sermaye maliyeti de baflka bir sorun.

GEM‹LERDE ELEKTR‹KL‹ TAHR‹K S‹STEMLER‹N‹N KULLANILMASI VE YEN‹LENEB‹L‹R ENERJ‹LER: Gemilere yönelik elektrikli tahrik sistemlerinde son zamanlarda kaydedilen geliflmeler, enerjinin daha etkin bir flekilde kullan›lmas›n› vaat ediyor. Gemilerin limanda seyrine (so¤uk ütüleme olarak bilinen alternatif güç) ve tamamen elektrikli ve hibrid gemilerin bataryalar›n›n flarj edilmesine yönelik olarak yenilenebilir güç kaynaklar›ndan elektrik üretimi yap›labilir. Elektri¤in gemiler üzerindeki rolünün artt›r›lmas›, daha büyük boyutlu gemilerde daha geliflmifl enerji yönetimi ve yak›t verimlili¤ine katk›da bulunabilir. Örne¤in, AC gerilimden gemideki DC gerilim flebekesine geçifl, motorlar›n de¤iflken h›zlarda çal›flmas›na imkan verir ve enerji kay›plar›n›n önüne geçilmesine yard›mc› olur. ‹lave faydalar aras›nda güç yedeklili¤i ve titreflimde azalma bulunuyor.

Günefl ve rüzgardan elde edilen yenilenebilir enerji halen k›y› tesislerinde elektrik üretimine yönelik olarak kullan›lm›yor. Yerine geleneksel elektrik santralleri kullan›labilir. Ancak bu durumda sera gaz› ve çevreye zararl› di¤er madde emisyonlar› devam edecek demektir. S›k›nt›, egzoz gaz› temizleme sistemleri veya karbon yakalama ve depolama sistemleriyle azalt›labilir. Alternatif olarak

STUDY // ARAfiTIRMA

SHIP ELECTRIFICATION AND RENEWABLES: Recent developments in ship electrification hold significant promise for more efficient use of energy. Renewable power production can be exploited to produce electricity, in order to power ships at berth (cold ironing), and to charge batteries for fully electric and hybrid ships. Enhancing the role of electricity on ships will contribute towards improved energy management and fuel efficiency on larger vessels. For example, shifting from AC to on board DC grids would allow engines to operate at variable speeds, helping to reduce energy losses. Additional benefits include power redundancy and noise and vibration reduction.

If renewable energy from the sun or wind is not readily available for electricity production on shore, conventional power plants can be used. In this case GHG and other pollutants will still be emitted, but they can be reduced through exhaust gas cleaning systems or carbon capture and storage. Alternatively, nuclear power on shore could be used for emissionsfree electricity production, to be used for charging of batteries on board.

BIOFUELS: Biofuels can be derived from three primary sources: edible crops, non-edible crops (waste, or crops harvested on marginal land) and algae, which can grow on water and does not compete with food production. In addition to having the potential to contribute to a substantial reduction in overall GHG emissions, biofuels derived from plants or organisms also biodegrade rapidly, posing far less of a risk to the marine environment in the event of a spill. Biofuels are also flexible: they can be mixed with conventional fossil fuels to power conventional internal combustion engines, while biogas produced from waste can be used to replace LNG. HYDROGEN: Renewable electricity can be employed to produce hydrogen, which can be utilized to power fuel cells on board ships. This solution will also help to deal with the challenges associated with the intermittent nature of many renewable energy sources. Hydrogen is the smallest and lightest of all gas molecules, thus offering the best energy-to-weight storage ratio of all fuels. However, hydrogen as fuel can be difficult and costly to produce, transport, and store. Compressed hydrogen has a very low energy density by volume requiring six to seven times more space than HFO. Liquid hydrogen on the other hand, requires cryogenic storage at very low temperatures (-253 OC or 20K), associated with large energy losses, and very well insulated fuel tanks.

VISION FOR THE FUTURE The introduction of any alternative energy source will take place at a very slow pace initially as technologies mature and necessary infrastructure becomes available. In addition, introduction of any new fuel will most likely take place first in regions where the fuel supply will be secure in the long-term. Due to uncertainty related to the development of appropriate infrastructure, the new energy carriers will first be utilised in

gemi bataryalar›n›n flarj edilmesine yönelik emisyonsuz elektrik üretimi için k›y› tesislerinde nükleer santraller kullan›labilir.

B‹YOYAKITLAR: Biyoyak›tlar; yenebilir mahsuller, yenmeyen mahsuller (at›k veya uzak arazilerde yetiflen mahsuller) ve suda yetiflebilen ve g›da üretimiyle rekabet etmeyen yosunlar olmak üzere üç ana kaynaktan elde ediliyor. Genel sera gaz› emisyonlar›nda büyük oranda azalmaya katk›da bulunma potansiyeline sahip olman›n yan› s›ra, bitki veya organizmalardan elde edilen biyoyak›tlar biyolojik olarak h›zl› bir flekilde parçalanabiliyor, dolay›s›yla dökülme halinde deniz çevresi için daha düflük risk teflkil ediyor. Biyoyak›tlar ayn› zamanda oldukça esnek bir yak›t biçimi; geleneksel fosil yak›tlarla kar›flt›r›l›p konvansiyonel içten yanmal› motorlarda kullan›labiliyor. Di¤er yandan at›klardan elde edilen biyogaz da LNG yerine kullan›labiliyor.

H‹DROJEN: Yenilenebilir elektrik hidrojen üretiminde kullan›labilir; üretilen hidrojen de gemilerdeki yak›t hücrelerinin beslenmesi için kullan›labilir. Bu çözüm ayn› zamanda birçok yenilenebilir enerji kaynaklar›n›n kesintili kullan›labilirli¤i ile iliflkili zorluklar›n üstesinden gelinmesine de yard›mc› olacakt›r. Hidrojen tüm gaz molekülleri aras›nda en küçük ve en hafifi oldu¤undan, tüm yak›tlar aras›nda en iyi enerji/a¤›rl›k depolama oran›na sahiptir.

Bununla birlikte, hidrojenin bir yak›t olarak kullan›lmas›, üretim, nakliye ve depolama aç›klar›ndan zor ve maliyetli olabilir. S›k›flt›r›lm›fl hidrojen hacmen çok düflük bir enerji yo¤unlu¤una sahip ve HFO’ya göre 6-8 kat daha büyük alan gerektirir. Di¤er yandan s›v› hidrojen çok düflük s›cakl›klarda çok so¤uk depolama (kriyojenik) gerektirir(-253°C veya 20K), bu da çok büyük enerji kay›plar›na ve çok iyi yal›t›lm›fl yak›t tanklar›n›n kullan›lmas›n›n gerekmesine yol açar.

GELECE⁄‹N GÖRÜNÜMÜ Herhangi bir alternatif enerji kayna¤›n›n tam kullan›ma girmesi, teknolojinin olgunlaflmas› ve gerekli altyap›lar›n kurulmas›na paralel olarak çok düflük bir h›zda seyredecek. Ayr›ca, bunlar gibi yeni bir yak›t öncelikle yak›t arz›n›n uzun vadede güvence alt›nda olaca¤› bölgelerde kullan›lmaya bafllayacak. Uygun altyap›n›n geliflimi ile iliflkili belirsizlik nedeniyle, yeni enerji tafl›y›c›lar öncelikle k›sa mesafeli deniz tafl›mac›l›¤›nda kullan›lan küçük gemilerde kullan›lacak. Teknolojiler olgunlaflt›kça ve gerekli altyap› tesisleri gelifltikçe, her bir yeni yak›t daha büyük gemilerde ve en nihayetinde okyanus afl›r› seferler yapan gemilerde kullan›labilecek.

Ancak bu, küresel altyap›n›n mevcut olmas›na ba¤l› bir durum.

Bugün LNG, 2020 sonras›nda infla edilen gemiler için gerçek bir HFO muadili ilk ve en olas› yak›t olarak görülüyor.

LNG’nin benimsenmesinde en büyük etmenler aras›nda yak›t fiyatlar›n›n geliflimi, yönetmelikler, gaz bulunabilirli¤i ve uygun altyap›n›n geliflimi bulunuyor.

MARINE&COMMERCE OCAK 2014

033

STUDY // ARAfiTIRMA

smaller short sea vessels. As technologies mature and the infrastructure starts to develop, each new fuel can be used in larger vessels, and eventually on ocean going ships, provided that global infrastructure becomes available.

At present, LNG represents the first and most likely alternative fuel to be seen as a genuine replacement for HFO for ships built after 2020. The adoption of LNG will be driven by fuel price developments, technology, regulation, increased availability of gas and the development of the appropriate infrastructure. The introduction of batteries in ships for assisting propulsion and auxiliary power demands is also a promising low carbon energy source. Ship types involved in frequent transient operations (such as dynamic positioning, frequent manoeuvring, etc.) can benefit most from the introduction of batteries through a hybrid configuration. Moreover, energy storage devices can be used in combination with waste heat recovery systems to optimise the use of energy on board. Cold ironing could become a standard procedure in many ports around the world.

The pace of development for other alternative fuels, particularly biofuels produced from locally available waste biomass, will accelerate, and may soon compliment LNG and oil-based fuels.

Indeed, it is likely that a number of different biofuels could become available in different parts of the world after 2030.

However, acceptance of biofuels in deep-sea transportation can only take place if these fuels can be produced in large volumes and at a competitive price around the world.

Maritime applications for renewable energy (solar, wind) will certainly continue to be developed, but it is unclear if these would have a significant impact on carbon emissions. Nuclear power is not likely to be a preferred alternative fuel beyond a few niche segments, so is not expected to play a large role in reducing carbon emissions. However, in the event that the impact of climate change rises to a level where required reductions in GHG emissions become substantially larger, these technologies could play a role.

SIGNIFICANT TECHNOLOGY BARRIERS There are many possible solutions to improve sustainability for shipping in the future, but there are still significant technology barriers. It is very likely that in the future there will be a more diverse fuel mix where LNG, biofuels, renewable electricity and maybe hydrogen all play important roles. Electrification and energy storage enable a broader range of energy sources to be used. Renewable energy such as wind and solar can be produced and stored for use on ships either in batteries or as hydrogen.

Besides IMO rules and ISO standards, development of appropriate Rules and Recommended Practices is necessary for the safe implementation of any of these technologies in the future. To achieve this, the role of Class Societies will be crucial. Adopting new technologies is likely to be an uncomfortable position for ship-owners. To ensure confidence that technologies will work as intended, Technology Qualification from neutral third parties, such as classification societies, is also likely to be more widely used. &

034

MARINE&COMMERCE JANUARY 2014

Tahrik sistemlerine yard›mc› olmaya yönelik olarak gemilerde bataryalar kullan›lmas› ve yard›mc› güç talepleri de gelecek vaat eden düflük karbonlu bir enerji kayna¤›. Geçici olarak s›k s›k çal›flmas› gereken (örne¤in dinamik konumland›rma, s›kl›kla gerçeklefltirilen manevralar, vb.) gemi tipleri, hibrid bir konfigürasyonda batarya kullan›m›ndan büyük oranda faydalanabilir.

Ayr›ca enerji depolama sistemleri, gemilerde enerji kullan›m›n›n optimize edilmesine yönelik at›k ›s› geri kazan›m sistemleriyle birlikte kullan›labilir. So¤uk ütüleme (cold ironing) olarak bilinen alternatif enerji, dünyada birçok limanda standart bir prosedür haline gelebilir. Özellikle yerel olarak bulunabilen at›k biyokütlelerden elde edilebilen biyoyak›tlar olmak üzere, di¤er alternatif yak›tlar›n geliflim h›z› da h›zlanacak, k›sa bir süre içerisinde LNG ve petrol bazl› yak›tlar› tamamlay›c› bir unsur haline gelebilecek. Gerçekten de 2030’dan sonra dünyan›n farkl› bölgelerinde farkl› tiplerde biyoyak›tlar›n ortaya ç›kmas› muhtemel. Bununla birlikte, biyoyak›tlar derin deniz tafl›mac›l›¤›nda ancak bu yak›tlar›n tüm dünyada büyük miktarlarda ve rekabetçi fiyatlarda üretilebilmesi halinde kabul görebilir.

Yenilenebilir enerji (rüzgar, günefl) ile ilgili denizcilik uygulamalar› gelifltirilmeye devam edecek. Ancak bunlar›n karbon emisyonlar› üzerinde önemli bir etkisinin olup olmayaca¤› belirsiz. Nükleer santraller, birkaç nifl segmentin ötesinde tercih edilen bir alternatif yak›t olmayabilir. Bu nedenle, karbon emisyonlar›n›n azalt›lmas›nda büyük bir rol oynamas› beklenemez. Yine de, iklim de¤iflikli¤inin sera gaz› emisyonlar›n›n daha fazla azalt›lmas›n›n son derece gerekli olabilece¤i durumda bu teknolojiler bir rol oynayabilir.

TEKNOLOJ‹N‹N ÖNÜNDEK‹ ÖNEML‹ ENGELLER Deniz tafl›mac›l›¤›n›n sürdürülebilirli¤inin gelifltirilmesine yönelik birçok olas› çözüm söz konusu. Ancak teknolojinin önünde hala önemli birtak›m engeller bulunuyor. Gelecekte LNG, biyoyak›tlar, yenilenebilir enerji ve belki hidrojenin önemli roller oynayabilece¤i daha çeflitli yak›t kar›fl›mlar›n›n ortaya ç›kmas› son derece muhtemel. Elektrikli tahrik sistemleri ile enerji depolama sistemleri, daha genifl bir enerji kaynaklar› yelpazesinin kullan›lmas›na imkan tan›yor. Rüzgar ve günefl gibi yenilenebilir enerji kaynaklar›ndan elde edilen enerji, batarya veya hidrojen fleklinde gemilerde kullan›ma yönelik olarak üretilip depolanabilir.

Uluslararas› Denizcilik Örgütü’nün kurallar› ve ISO standartlar›na ilave olarak, bu teknolojilerin gelecekte güvenli bir flekilde uygulanmas› için uygun Kural ve Tavsiye Edilen Uygulamalar›n ortaya ç›kmas› gerekiyor. Bunun gerçeklefltirilebilmesinde Klas Kurulufllar›n›n rolü büyük. Yeni teknolojilerin benimsenmesi armatörler için rahats›zl›k verici bir durum olabilir. Teknolojilerin tasarland›klar› flekilde çal›flmas› konusunda güvenin temin edilmesi için, klas kurulufllar› gibi ba¤›ms›z üçüncü taraflarca verilecek Teknolojik Yeterliliklerin de daha yayg›n bir flekilde kullan›lmas› muhtemel. &

TRAVEL // GEZ‹

THE GREATEST SHOW ON EARTH GREENLAND’S ICEBERG PARADE DÜNYANIN EN MUHTEfiEM GÖSTER‹S‹ GRÖNLAND BUZDA⁄I GEÇ‹T TÖREN‹ MARK VOGLER

Who doesn’t love a parade - wonderful floats of all sizes and shapes in bright colors, gliding past while you stand mesmerized, eyes wide, in the wonder of childhood, staring in delight at the magic of the flowing scene before you?

Bir çocu¤un merak› ve büyülenmiflcesine kocaman aç›lan gözleriyle; parlak renklerde, her türlü boyut ve flekilde yavaflça süzülen buzda¤lar›n›n harika geçit törenine flahit olmay› kim sevmez? remember loving these annual small town parades of my youth, which always culminated with fireworks setting the night sky ablaze in crimson and gold. Somewhere along the path to adulthood, however, I found myself anxious and

I

036

MARINE&COMMERCE JANUARY 2014

aha çocukken yaflad›¤›m›z yerde her y›l düzenlenen, havai fifleklerin gece gökyüzünü k›rm›z› ve alt›n rengine bürümesiyle doru¤a ç›kan o çok sevdi¤im küçük geçit törenlerini hat›rl›yorum. Bununla birlikte, yetiflkinli¤e giden yolda bir

D

TRAVEL // GEZ‹

fidgety at parades. I don’t exactly remember when this transformation took place. Was it after college, with the grueling 18-hour days of trying to build a career in Hollywood for no money? Was it at 13, when my parents informed me I was now too old to dress up and go trick or treating? Did I develop ADHD (attention deficit hyperactivity disorder)? Maybe it’s not one event that snuffs out the sparkle of childlike wonder, but a culmination of little things that chips away at the wide-eyed joy of youth as we barrel towards Potterville. In all my years of living in Los Angeles I couldn’t bring myself to venture out early New Year’s morning for the Rose Parade, to stand all day long on the hard sidewalk, among the crowds, in the hot southern California sun, to just stare, mind-numbingly at the massive amounts of crate-paper and flowers drifting by.

I couldn’t stand the thought of spending countless hours, sitting still, locked in the tedium of a parade.

ALL THAT CHANGED OFF THE COAST OF GREENLAND We left Heimey, Iceland and sailed on Quark Expeditions’ SERGEY VAVILOV west across the Denmark Straight. After a relatively easy crossing - in comparison to the Drake Passage to Antarctica EVERYTHING is easy - we turned north and sailed up the east coast of the stunningly barren, continent sized island of Greenland. The weather was beautiful, the sun shined and I basked on deck in a t-shirt, soaking in the warm, arctic sun and getting to know my shipmates.

noktada kendimi bu geçit törenlerinde endifleli ve huzursuz bir kifli olarak buldum. Bu dönüflümün ne zaman gerçekleflti¤ini tam olarak hat›rlam›yorum. Hollywood’da befl para almaks›z›n bir kariyer yapmak için iflkence gibi günde 18 saat boyunca çal›flt›¤›m kolej sonras› zamanlar m›yd›? Yoksa annemle babam›n bana art›k bayramlarda cicilerimi giyip kap› kap› dolaflarak fleker toplamak için çok büyük oldu¤umu söyledikleri 13 yafl›nda m›yd›? Dikkat Eksikli¤i Hiperaktivite Bozuklu¤um (ADHD) oldu¤u mu ortaya ç›kt›? Bu çocuksu merak›n par›lt›s›n› söndüren fley tek bir olay de¤ildi san›r›m, daha ziyade Potterville’e giderken sahip oldu¤umuz o masum gençlik heyecan›n› yavafl yavafl söndüren belki de küçük fleylerin bir birikimiydi. Los Angeles’ta yaflad›¤›m y›llarda Yeni Y›l›n ilk gününün sabah›nda büyük bir kalabal›¤›n aras›nda, s›cak güney Kaliforniya güneflinin alt›nda, sert bir kald›r›m üstünde bütün gün dikilip geçen kraft ka¤›d› ve çiçek y›¤›nlar›na sabit bir flekilde bakmak için Güller Geçidini (Rose Parade) izlemeye gitmeye hiçbir zaman cesaret edemedim. Bir MARINE&COMMERCE OCAK 2014

037

TRAVEL // GEZ‹

As we approached Scoresbysund, the largest and longest fjord system in the world, the first iceberg appeared like a lone drum major marching down Main Street, signaling the coming parade.

I scanned the cobalt blue arctic waters for more bergs and to my surprise, amassed in a line on the horizon, like a marching band ready to parade past city hall, was a legion of giant icebergs spilling out of the fjord ahead and slowing drifting towards us.

The approaching parade of icebergs off the eastern coast of Greenland Grönland’›n do¤u k›y›lar›n›n aç›klar›nda yaklaflan buzda¤› geçit töreni

geçit töreninin s›k›c›l›¤›na kilitlenmifl bir flekilde sabit oturarak say›s›z saatler harcama düflüncesine dayanam›yordum.

GRÖNLAND AÇIKLARINDA YAfiANAN DE⁄‹fi‹M ‹zlanda’n›n Heimey flehrinden ayr›l›p, Quark Expeditions’a ait SERGEY VAVILOV gemisiyle rotam›z› bat›ya, Danimarka Bo¤az›’na çevirdik. Nispeten kolay bir geçiflten sonra (Antarktika’daki Drake Geçidi’ne k›yasla burada HER fiEY daha kolay) kuzeye dönerek, flafl›rt›c› bir flekilde bofl, k›ta büyüklü¤ünde bir ada olan Grönland’›n do¤u k›y›lar›na yöneldik. Hava güzeldi, günefl parl›yordu.

Güvertede bir tiflörtle s›cak, arktik güneflin tad›n› ç›kar›rken gemi arkadafllar›m› tan›maya çal›fl›yordum.

Dünyan›n en büyük ve en uzun fiyort sistemi olan Scoresbysund’a yaklafl›rken ilk buzda¤›, caddede uygun ad›mla yürüyen yaln›z bir m›z›ka flefi gibi birden ortaya ç›kt›. Kobalt mavisi arktik sular› gözlerimle tarayarak baflka buzda¤lar› olup olmad›¤›n› görmeye çal›fl›rken ufukta birden, önümüzdeki fiyorttan dökülüp bize do¤ru yavaflça süzülen, geçit törenine haz›r bir bando gibi s›ralanm›fl dev buzda¤lar› dizisi beni büyük flaflk›nl›¤a u¤ratt›.

Bunun bu kadar ani bafllayaca¤›n› beklemiyordum do¤rusu. Daha ziyade, büyük buz da¤lar› ortaya ç›kmadan önce buz kütlesinin Debris from the glacial moraine embedded into the glacier over thousands of years creates black marbling in the iceberg // Binlerce y›l önce buzula gömülen buzultafl› kal›nt›s›, buzda¤›nda siyah mozaikler yarat›yor

038

MARINE&COMMERCE JANUARY 2014

TRAVEL // GEZ‹

I had not expected this to begin so suddenly, but rather thought I’d see the ice field growing thicker and deeper before the big bergs showed up, like climbing higher into the mountains when going on a winter ski trip - first you see a few patches of dirty white snow on soggy ground, then a little more until the trees are adorned with icicles and the ground is blanketed in white. This wasn’t the case in Greenland. We went from open ocean on the stern and the mystical land mass coming into view on the port side, to suddenly being surrounded by hundreds of massive icebergs, appearing out of nowhere, in infinite shapes and sizes, slowly drifting by like glistening floats in a magical arctic parade - and I couldn’t tear myself away. Each iceberg was different some tall and majestic, others low and brooding.

Hundreds of glaciers up Scoresbysund’s many fjords are responsible for endlessly churning out bergs in thunderous cracks as skyscraper sized chunks of ice explode and careen into the ocean, sending mini tsunamis across the water that would capsize any zodiac daring to venture to close to the face of one of these ancient, living fountains of ice.

As the light changed throughout the day, the scene transitioned from bright and dramatic to quiet and sublime. Monoliths of heavenly white, electric blue, and black and white marbled

A single, massive mountain sized iceberg towers over a zodiac cruise in O fjord, Scoresbysund, Greenland // Scoresbysund’un O fiyordunda bir Zodyak botun üzerinde yükselen muazzam boyutlarda tek bir buzda¤›

daha da kal›nlafl›p derinleflece¤ini düflünüyordum; ayn› k›fl›n bir kayak tatilinde da¤lara ç›karken önce yer yer karla kapl› çamur bir araziden geçtikten sonra a¤açlar›n buz saçaklar›yla bezendi¤i ve yerin kal›n bir kar tabakas›yla örtüldü¤ü ana kadar yavafl yavafl artan bir beyazl›¤› görür gibi olacak san›yordum. Ama bu Grönland için geçerli de¤ildi. Arkada aç›k okyanustan iskele taraf›nda görüfl alan›m›za giren mistik topraklara giderken, sihirli bir arktik geçit töreninde nereden ç›kt›¤› belli olmayan, s›n›rs›z flekil ve boyutlarda p›r›l p›r›l parlayarak yavaflça süzülen yüzlerce MARINE&COMMERCE OCAK 2014

039

TRAVEL // GEZ‹

swirls, like of soft-serve ice-cream piled towards the sky, slowly paraded past in a constant tension between glistening beauty and a hidden danger, literally, lurking just below the surface. In the back of my mind I kept thinking of that famous, ship-that-must-not-be-named, lying two and a half miles below the North Atlantic, which sailor superstition forbids being mentioned. Would these foreboding mountainous, sentries of the arctic, be friendly, or sinister and deadly, as they slowly crept towards the ship, like Nosferatu creeping forward with a hungry glint in his eye, ready to gut his victim with long, sharp, icy fingers?

I WAS ENRAPTURED

Celebrating my rediscovered love of parades with gin & tonics made from 10,000 year old glacial ice pulled in from the water 10,000 yafl›ndaki buzuldan ald›¤›m›z buz parças›yla haz›rlad›¤›m cin-tonikle geçit törenlerine duydu¤um sevgiyi yeniden keflfetmemi kutluyorum

040

For two days this endless parade of ice floated by, and like those parades of my youth, culminated with the sky ablaze in crimson and gold.

To my surprise, I sat still on the bow of the Vavilov for countless hours, never once getting anxious or fidgety as I watched in rediscovered child-like wonder, staring in delight, at Greenland’s Iceberg Parade quite possibly, The Greatest Show On Earth. &

MARINE&COMMERCE JANUARY 2014

The dramatic beauty of polar light at sunset on one of the Bear Islands, with a massive iceberg floating in front of it // Ay› Adalar›n›n (Bear Islands) birinde günbat›m›nda, önünden muazzam bir buzda¤›n›n geçti¤i kutup ›fl›klar›n›n dramatik güzelli¤i

devasa buzda¤lar›yla çevrelendik - kendimi bu manzaradan alamad›m. Her bir buzda¤› di¤erinden farkl›yd› - baz›lar› yüksek ve görkemli, baz›lar› alçak ve genifl.

Gökdelen büyüklü¤ünde buz y›¤›nlar›n›n patlay›p, bu kadim, yaflayan buz p›narlar›na yaklaflmaya cesaret eden herhangi bir botu devirebilecek mini tsunamiler yaratarak okyanusa durmadan dökülürken oluflturdu¤u binlerce çatla¤a sahip bu buzda¤lar›ndan Scoresbysund’un birçok fiyordunda bulunan yüzlerce buzul sorumlu.

Gün boyunca ›fl›k de¤iflirken, manzara parlak ve dramatik bir halden, sessiz ve ulvi bir hale dönüfltü. Gökyüzüne do¤ru yükselen yumuflak bir dondurma y›¤›n›n› and›ran beyaz, menevifl mavisi ve siyah/beyaz ebrulu k›vr›mlar, p›r›l p›r›l bir güzellikle gizli bir tehlike aras›nda sürekli bir gerilim içerisinde, di¤er bir deyiflle deniz yüzeyinin hemen alt›nda pusuya yatm›fl bir flekilde, önümüzden yavaflça süzüldü. Akl›m›n bir köflesinde, denizci bat›l inanc›na göre isminin söylenmesinin yasak olmas› nedeniyle ad›n› anmak istemedi¤im gemiyi Kuzey Atlantik’in iki buçuk mil alt›nda yatarken düflünüp duruyordum. Gözlerinde bir açl›k p›r›lt›s› ve uzun, keskin ve buzlu parmaklar›yla av›n› mideye indirmeye haz›r bir flekilde sürünerek ilerleyen Nosferatu gibi gemiye do¤ru yavaflça süzülürken gördü¤ümüz Kuzey Kutbunun bu devasa nöbetçileri dost olabilir mi, yoksa u¤ursuz ve ölümcül mü?

KEND‹MDEN GEÇT‹M ‹ki gün boyunca bu sonsuz buz geçidi yak›nlar›m›zdan süzülerek geçti ve ayn› çocuklu¤umdaki geçit törenleri gibi gökyüzü k›rm›z› ve alt›n rengine buland›.

Hiç endiflelenmeden veya huzursuzluk duymadan, yeniden keflfedilmifl çocuksu merak›mla Grönland’›n Buzda¤› Geçit Törenini büyük bir zevkle izlerken kendimi Vavilov’un pruvas›nda saatlerce hareketsiz dururken buldum. Bu büyük bir ihtimalle Dünyan›n En Muhteflem Gösterisi. &

SHIPYARD // TERSANE

TERSAN PINPOINTS TERSAN NOKTA ATIfiI YAPIYOR D‹LDAR ÜNDE⁄ER

Tersan, the sister company of Pakoil Shipping and a strong player in the industry, is one of the companies that best managed the crisis. Company’s history that started as a repair yard in 1997 continues with important projects in the niche market today.

Krizi en iyi yöneten flirketlerden biri Tersan. Pakoil Denizcilik’in kardefl flirketi ve sektörün güçlü oyuncular›ndan… 1997’de tamir tersanesi olarak bafllayan hikayesi, bugün nifl markette at›lan önemli imzalarla devam ediyor. he yard that covers the largest area in the private sector in Turkey is located in Yalova. Tersan prefers to make new investments gradually, in such a way to meet the increases in the order book. All required infrastructure, permissions and projects are ready. In summary, a company with 5 partners with shipping background grows with firm steps in a planned manner, without fear of the crisis.

T

On a summer-like sunny winter day in Istanbul, we set our course to Yalova to have an interview with Mr. fiakir Erdo¤an, Business Development Manager, who started working for Tersan in 2001, when the yard turned to construction of newbuildings.

Let’s start with the most current subject: your successful projects in the niche market. Tersan was also one of the yards that involved in the tanker rush before the crisis.

But, we suddenly started to see Tersan’s name in boutique projects as from 2008, when the crisis hit. Was it a planned transition?

Yes, actually, entering the niche market was a planned process for which we were on alert. However, due to our busy orderbook during the tanker rush, we had to put it on the back burner. In parallel with the crisis that broke out in 2008, we moved to our shipyard area located in Yalova, and started building specialized vessels, which we had been unable to find an opportunity to build previously. Actually, Tersan had originally made the investment in Yalova back in 2004. The yard’s required infrastructure and reinforcement works, plans and construction details had been completed during the time until we moved there.

We will continue concentrating on the niche market and special projects in order to keep in step with the competitive market.

The most important problem in starting construction of specialized vessels is the reference problem in the market.

How have you solved this problem?

Frankly speaking, it was not easy in the beginning. When we first

042

MARINE&COMMERCE JANUARY 2014

ürkiye’nin özel sektörde en genifl alan›na sahip Yalova’daki tersanede, yeni yat›r›mlar›n ad›m ad›m, siparifl defterindeki art›fllara yan›t verecek flekilde yap›lmas› tercih ediliyor. Gerekli her türlü alt yap›, izin ve proje haz›r. Özetle denizci kökenli 5 ortakl› flirket; sa¤lam ad›mlarla, planl› ve krizden korkmadan büyüyor.

T

‹stanbul’un yaz› aratmayan güneflli bir k›fl gününde, Tersan’la yolculu¤u 2001 y›l›nda yeni inflaya geçilen dönemlerde bafllayan ‹fl Gelifltirme Müdürü fiakir Erdo¤an’la sohbet etmek üzere rotam›z› Yalova’ya çeviriyoruz.

En gündemde olan konudan bafllayal›m, nifl marketteki baflar›l› projelerinizden bahsedelim. Kriz öncesinde Tersan da, tanker furyas›na dahil olan tersanelerdendi. Ama krizin bafllad›¤› 2008 y›l›ndan itibaren bir anda ad›n›z› butik projelerle anmaya bafllad›k. Planl› bir geçifl miydi bu?

Evet asl›nda planlar dahilinde olan ve tetikte bekledi¤imiz bir süreçti nifl markete yönelmemiz. Ancak tanker furyas›nda yaflad›¤›m›z yo¤unluktan dolay›, bu konuyu hep ikinci plana atmak durufiakir Erdo¤an

SHIPYARD // TERSANE

went to Norway, they were even surprised to see that we were able to weld. It was just like a joke! There was a vessel that we were building for Brazil and that was very close to delivery; we showed that vessel to our Norwegian guests. They were really amazed at anything they saw. I can say that both parties travelled back and forth for many times between Norway and Yalova for the first order for a trawler ship. They requested us to present countless of details. Once completed, that ship was inspected by many owners. We convinced them with our knowhow and product. Moreover, with reference to our first turnkey project for Norway, they first came to us for construction of the hull only. We had accepted their hull order; but at that time, they were unable to return Norway due to the volcanic eruption in Iceland and had to stay in Turkey for one more week. During that time, they had the opportunity to observe our engineering knowledge, technical capabilities, and experiences well, and then the project was changed to a turnkey construction. I can say that the vessels built for Norway have been very good references for us. The latest 5 trawler series is also within this scope. Our competence in this respect has become widely known. We were in Denmark for a new contract yesterday. They didn’t even visit the yard. Things get on track in time. We do not have to prove our quality and price anymore. Professional owners never compare us with China. They are able to predict the result looking at the quality of our products. I remember a US customer, who wanted to have a PSV (Platform Supply Vessel) built. We had a PSV

munda kal›yorduk. 2008’de bafllayan krizle paralel Yalova’daki tersane alan›m›za transfer olduk ve daha önce f›rsat bulamad›¤›m›z özel gemilerin inflas›na bafllad›k. Tersan Yalova yat›r›m›n› 2004 y›l›nda gerçeklefltirdi asl›nda.

Buraya geçene kadar da tersanenin gerekli alt yap› ve güçlendirme çal›flmalar›yla, plan ve inflaat detaylar› tamamland›.

Rekabetçi piyasaya ayak uydurabilmek için bundan sonra da nifl markete, özel projelere a¤›rl›k vermeye devam edece¤iz. Özel gemilere bafllarken en büyük sorun bu piyasadaki referans meselesi. Bunu nas›l çözümlediniz?

Bafllang›ç çok da kolay olmad› aç›kças›. Norveç’e ilk gitti¤imizde kaynak yapabildi¤imize bile flafl›r›yorlard›. fiaka gibiydi. Teslime çok yak›n Brezilya’ya yapt›¤›m›z bir gemi vard›, Norveç’li misafirlerimize o gemiyi gezdirdik. Ne görseler flafl›r›yorlard›. ‹lk trawler (bal›kç›) gemisinin siparifli için defalarca karfl›l›kl› olarak NorveçYalova aras›nda gidilip gelindi¤ini söyleyebilirim. Bizden say›s›z detay istediler. Tamamland›¤›nda da o gemimiz çok say›da armatör taraf›ndan gezildi. Onlar› teknik bilgimiz ve ürünümüzle ikna ettik. Hatta ilk Norveç anahtar teslim projemizde bize kabuk için gelmifllerdi. ‘Tamam’ dedik, ama o arada ‹zlanda’daki volkan patlay›nca geri dönemediler ve bir hafta daha Türkiye’de kald›lar. Bu süre zarf›nda da mühendislik bilgimizden, teknik donan›m›m›za, tecrübemize kadar bizi daha iyi gözlemlediler ve proje anahtar teslime döndü. ‹lk gemimizin ard›ndan da di¤er nifl projeler peflpefle geldi. Norveç’e yapt›¤›m›z ifller bize çok iyi referans oldu diyebilirim. En son 5 gemilik trawler serimiz de bu kapsamda. Art›k konuya hakimiyetimiz ve yetkinli¤imiz biliniyor. Dün yeni bir kontrat için Danimarka’dayd›k, onlar tersaneyi ziyarete bile gelmediler. Zamanla oturuyor. Art›k kalitemizi de, fiyat›m›z› da ispat et-

MARINE&COMMERCE OCAK 2014

043

SHIPYARD // TERSANE

and a trawler under construction in our yard at that time. Even though they were planning to have a PSV built, they inspected the trawler instead of the PSV. They said, “If you can build a trawler, you can build anything!” and now we are negotiating on a contract with them. Trawlers are very complicated vessels indeed. They have accommodation facilities for 30-40 people, like a boutique hotel. Trawlers have a factory on board, complete with a plant room, cold storage, etc. just like a land facility.

What types of vessels are included in your newbuilding range?

We have built total of 51 vessels to date. But, this figure has risen to over 63 vessels in our orderbook. We have all the required facilities and know-how required for construction of tankers, cargo vessels, tugboats, passenger ships, support and supply vessels, as well as trawlers, LNG-powered fish feed vessels, longliner fishing vessels, wind farm service ships, personnel transfer ships for wind farms, research/survey vessels, offshore vessels, etc. We conduct our negotiations accordingly.

You started construction of newbuildings in 2001, and the yard was located in Tuzla then, wasn’t it?

Yes, when we decided to begin construction of newbuildings, we first hired one of the slipways in Selah. At that time, we had a contract with Palmali for construction of 10 vessels of 6,000 dwt. After building 3 of these vessels in Selah, we hired the Ada Shipyard and completed the project there.

What are your ongoing projects for which you signed a contract?

We have total of 12 contracts that have become finalized today, and physical construction of 7 of them are currently underway.

3 of them are 6,000 dwt stainless-steel chemical tankers that will be delivered to Germany this year. One of our workshops is dedicated for construction of stainless-steel tankers with all

044

MARINE&COMMERCE JANUARY 2014

mek zorunda de¤iliz. Hiçbir profesyonel armatör Çin’le karfl›laflt›rma yapm›yor. Onlar bizim geçmiflte yapt›¤›m›z ürünlerin kalitesinden, gelece¤i öngörebiliyor. Amerikal› bir müflterimizi hat›rl›yorum, PSV (platform destek gemisi) yapt›racakt›. Bizim de tersanede o dönem infla edilen bir PSV, bir de bal›kç› gemimiz vard›.

Müflteri, ayn› projeden yapt›raca¤› halde platform supply gemisini gezmek yerine, trawler’› (bal›kç› gemisini) gezdi. ‘Trawler’› yapabilen her fleyi yapar’ dedi ve flimdi kendileri ile kontrat görüflmeleri yapıyoruz. Çünkü trawler gerçekten çok komplike bir gemi. Butik otel gibi, 30-40 kiflilik konaklama tesisi var. Bildi¤imiz kara tesisi kapsam›nda içinde makine dairesi, buzhane gibi so¤uk hava deposu olan bir fabrika mevcut.

Yeni infla yelpazenizde hangi gemiler var?

Bugüne kadar toplam 51 gemi infla ettik. Ancak siparifl defterimizde bu rakam 63’ün üzerine ç›kt›. Tanker, kargo, römorkör, yolcu, destek ve ikmal destek gemilerinin yan› s›ra nifl markete yönelik; bal›kç›l›k, LNG’li bal›k yemi gemisi, olta bal›kç›s›, rüzgar çiftli¤i hizmet, rüzgar çiftlikleri personel de¤ifltirme, araflt›rma ve off-shore gemilerinin hepsini yapabilecek donan›mday›z. Görüflmelerimizi de bu yönde sürdürüyoruz.

Yeni inflaya 2001’de bafllad›n›z. Ve o dönemlerde Tuzla’dayd›n›z de¤il mi?

Evet, yeni inflaya bafllama karar› ald›¤›m›zda önce Selah’daki k›zaklardan birini kiralad›k. Bu arada Palmali’yle 6,000 dwt’luk 10 adet gemi kontrat› yapt›k. Gemilerin 3’ünü Selah’da infla ettikten sonra Ada Tersanesi’ni kiralay›p di¤erlerini de orada tamamlad›k.

Devam eden ve kotrat› yap›lan projeleriniz hangileri? fiu an için kesinleflen toplam 12 kontrat›m›z var, 7’sinin fiziksel imalat› devam ediyor. Bunlardan 3 tanesi 6,000 tonluk paslanmaz kimyasal tanker ve bu sene Almanya’ya teslim edece¤iz. Her

SHIPYARD // TERSANE

required infrastructure. It is a workshop that is equipped with card access control system and that requires even removal of shoes. One of the tankers is on the slipway, the second one has already been launched, and the third one has been included in the construction schedule. We also have orders for two 86-m trawlers for delivery within this year, and another two smaller 34-m trawlers under construction, one scheduled for delivery within this month and the other by next month.

We currently have 4 contracts for 2015. One of them is for a live fish carrier for the Faroe Islands. She will be a live fish carrier with an overall length of 75.80 meters and a breadth of 16 meters for the Faroe Islands, which is an autonomous country within Denmark and situated to the west of Norway and north of the UK. The distinctive feature of this vessel is that she will have the facilities to supply oxygen and to circulate fresh seawater to carry approximately 450 tons of live salmons grown at fish farms to the factory. Thus, salmons are kept alive until they have been processed as frozen food, ensuring high quality. Otherwise, if salmons were processed and frozen at the fish farm, they would have to be thawed for further processing and then refrozen, which would impair the quality. The vessel that will be classed by DNV is equipped with two 1,820 kW main engines, and scheduled for delivery by the middle of 2015.

The second project for 2015 is a 60-m trawler to be built for Russia. The third one is for an angler ship for Norway, and the fourth is for a 128-m offshore supply vessel to be built for the Norwegian Volstad company, for whom we built a trawler previously. Because Volstad has seen and approved the quality of our trawler, they placed this big order with us again. As a matter of fact, Norway is a country where seamen and owners establish a bond of love with their ships. Consequently, their references are very important.

türlü alt yap›s›yla atölyelerimizin biri paslanmaz tankere ayr›lm›fl durumda. fiifreli kartl› girifli olan, ayakkab›lar›n de¤ifltirildi¤i bir atölye. Tankerlerin biri k›zakta, di¤eri indi, üçüncüsü de program dahilinde. 2 tane yine bu sene teslim edece¤imiz 86 metrelik trawler bal›kç› gemimiz var. 2 tane de küçük 34 metre bal›kç› teknemiz infla ediliyor. Birini bu ay, di¤erini de gelecek ay teslim edece¤iz.

2015 y›l› için yap›lan kontratlar›m›zsa flu anda 4 adet. Bunlardan biri Faroe adalar›na yapaca¤›m›z canl› bal›k tafl›ma gemisi.

Norveç’in bat›s›nda ‹ngiltere’nin kuzeyinde bulunan ve Danimarka’ya ba¤l› ancak özerk yönetilen Faroe adalar› için 75.80 metre boyunda 16 metre geniflli¤inde bir canl› bal›k tafl›ma gemisi olacak bu. Geminin özelli¤i, çiftlikte üretilen yaklafl›k 450 ton somon bal›klar›n›n ölmeden canl› tafl›nmas› için oksijen beslemesi yapabilmesi ve taze deniz suyunun sirküle edilerek fabrikaya tafl›nabilmesi. Canl› olarak fabrikaya tafl›nan somonlar orada kesilip fleto haline getiriliyor ve donduruluyor. Böylece kalitesinden hiçbir fley kaybetmiyor. Aksi takdirde somonlar çiftlikte kesilip dondurulsa, ifllemek için bir kez daha çözdürülüp dondurulaca¤›ndan sa¤l›ks›zlaflacak. DNV klasl› gemi 2 adet 1,820 kW ana makinaya sahip ve 2015 ortas›nda teslim edilecek.

2015’in ikinci projesi, Rusya için infla edece¤imiz 60 metrelik bir bal›kç› gemisi. Üçüncü kontrat Norveç’e gidecek olta bal›kç› gemisiyle ilgili ve dördüncüsü de yine Norveç’e ve daha önce trawler infla etti¤imiz Volstad firmas›na yapaca¤›m›z 128 metre boyundaki offshore ikmal destek gemisi. Volstad, trawler’daki kaliteyi gördü¤ü için böyle büyük bir siparifli yine bize verdi. Zaten Norveç denizci ve armatörlerinin gemileriyle bir anlamda gönül ba¤› kurdu¤u bir ülke. Dolay›s›yla onlar›n referanslar› çok önemli.

2016 için kesinleflen kontrat›m›zsa flimdilik bir trawler gemisi.

MARINE&COMMERCE OCAK 2014

045

SHIPYARD // TERSANE

We have only one contract that has become finalized for 2016 for the time being.

Do you think you will continue orders for offshore supply vessels? What is your prediction?

I definitely believe they will continue. We have already achieved two milestones both for Tersan and Turkey to date. One of these milestones was the very flashy contract signature stage, for there were many who had not believed that it would not be possible to secure the project. The second was the fact that the project was confirmed and announced at the Norwegian stock exchange last week. In other words, we are now starting the project in the physical sense. But, I think that both Tersan and Turkey will have a clear future in terms of construction of offshore supply vessels after the third milestone, which involves successful delivery of the project. I strongly believe that Turkey will be preferred in construction of offshore vessels owing to attractive prices, making no compromises on quality.

What can you say about the financial aspects of the offshore project?

Peki offshore’un arkas› gelecek mi? Öngörünüz nedir?

Kesinlikle gelece¤ine inan›yorum. fiu ana kadar bu projede hem Tersan, hem de Türkiye için çok önemli iki aflama katettik. Birincisi oldukça sükseli geçen imza aflamas› idi ki projenin gerçekleflece¤ine inanmayan çoktu. ‹kincisi de, geçen hafta projenin efektif oldu¤unun teyid edilmesi ve Norveç borsas›nda da yay›nlanmas›yd›. Yani art›k fiziki olarak projeye bafll›yoruz. Ama ben as›l üçüncü aflama yani baflar›l› bir teslim sürecinden sonra, bizim için de Türkiye için de ilerisini çok aç›k görüyorum. Kaliteden ödün vermeden, fiyat cazibiyetiyle ba¤lant›l› olarak offshore gemilerin inflas›nda Türkiye’nin tercih edilece¤ini düflünüyorum.

Offshore projesinin mali portresi ne olacak?

Maliyet armatörün tercih edece¤i uzaktan kumanda deniz alt› cihazlar› gibi ekstra malzemelerle 80-100 milyon euro aras›nda de¤ifliyor.

Projelerde finans konusunu nas›l çözümlüyorsunuz?

Asl›nda finans aç›s›ndan da önemli bir s›nav veriyoruz. Kredibilitesi yüksek bir firma olmam›z, ayn› anda 7-8 bankayla çal›flmam›za imkan yarat›yor. Üstelik yerli ve daha önce denizcilik sektörüne hiç yönelmemifl bankalar da var. Offshore projemiz gibi her bir projemizin ihtiyac›n› da teminat karfl›l›¤› bankalarla çözüyoruz.

The cost of the project varies between Euros 80 million and 100 million depending on the extra equipment such as remotecontrolled underwater devices that may be required by the owner.

Krizi iyi yönetmenizdeki en büyük avantaj›n›z kendi ad›n›za gemi yapmaman›zd› san›r›m.

How do you handle the financial aspects of the projects?

Bugüne kadar Türkiye’nin d›fl›nda hangi ülkelere proje yapt›n›z?

As a matter of fact, we are passing an important test in terms of finances. The fact that our company has a high credibility enables us to work with 7 to 8 banks simultaneously. What is more, among them are domestic banks and banks that have never turned towards the maritime industry before. We finance all our projects, including the offshore supply vessel project, with credit facilities provided by banks against guarantee.

I guess your most important advantage in managing the crisis well was that you have not built vessels for yourself.

Of course, it was a very important factor in commercial terms.

046

MARINE&COMMERCE JANUARY 2014

Tabii bu ticari olarak bu çok önemli bir faktördü.

Azarbeycan, Almanya, Hollanda, Fransa, Malta, Brezilya, Lübnan, Norveç’e gemi yapt›k. Faroe adalar›n› da listemize yeni ekledik.

Peki kapasitenizin ne kadar› dolu? fiu anda kabaca %50 ile çal›fl›yoruz diyebilirim. Ancak alan›m›z büyük ve yeni siparifllerle çok k›sa bir süre içinde aktive olabilecek durumda.

Sizinle kaç kifli çal›fl›yor?

300’ü kendi bünyemizde olmak üzere 1,450 kifli çal›fl›yor. Hepimiz uzun soluklu, istikrarl›, güvene ve ifl bitirmeye odakl› bir yap›da çal›fl›yoruz.

SHIPYARD // TERSANE

For what countries have you built vessels to date?

We have built ships for Azerbaijan, Germany, the Netherlands, France, Malta, Brazil, Lebanon and Norway, and we have included the Faroe Islands to this list recently.

How much of your capacity is being used now?

I can say that we roughly use 50% of our total capacity currently. But, we have a large area, and unused areas can be readily activated within a short period of time, in case we receive further orders.

How many people work with you?

Total of 1,450 people work with us, and 300 of them are in our company. We all work in a long-running, steady way focused on reliance and swiftness.

Tersan is a shipyard capable of mass production. What operating techniques have you developed? What do you do for automation of production?

Main designs of vessels mainly come from foreign designers.

Choice is made by the client. We conclude the contract, and also act as a designer.

Like many other shipyards, we have also segmented the pre-production stage. We receive the main design primarily from Norway, but it is us who performs the design of details. This fact also provides us with a significant advantage. Otherwise, sending each revision back and forth would cause delays. We have design team of 30 professionals, even more than those of a design office. We do all detail drawings, shop drawings and modeling ourselves. Consequently, I can say that we start slightly in advance in terms of timing, before welding process begins.

Instead of notifying each and every problem to the main design company in Norway, we first try to solve it here.

Our pre-production activities are conducted by a completely independent team. Products delivered by this team are really of very high quality. Everyone knows what to do very well, just like a car factory. There are specific stations such as pre-production, panel and the final block station. Products come out very swiftly, and then assembly, coating, and scraping operations begin.

Following the launching, the vessel is delivered after completion of the rigging operations. Tersan also has a very successful team of 75 engineers, particularly for the rigging operations.

I particularly believe that efficiency in rigging activities is high important, for it is the most challenging part of the work.

Furthermore, we are establishing a new facility. We have purchased a robotic production machine that will be used for detail works such as welding profiles and cutting, etc. Surely, it will increase our productivity and efficiency. We have kept all our delivery promises without using such robotic equipment to date.

Who makes the material selections in your projects, you or the client?

The clients usually make the selection of materials in niche projects, for it would not be appropriate for us to make proposals to owners with respect to materials to be used in production of, for example, fish processing plant. But, of course, we are gradually moving to a point where we can make recommendations in terms of materials, as we gain more and more experience. &

Siz seri imalat yapabilen bir tersanesiniz. Gelifltirdi¤iniz çal›flma tekni¤i nedir? Üretim otomasyonuna yönelik neler yap›yorsunuz?

Gemilerin ana tasar›m› genelde yurt d›fl›ndan geliyor. Seçimi müflteri yap›yor. Kontrat› biz yap›yoruz ve dizaynerli¤ini de üstleniyoruz.

Bir çok tersanenin yapt›¤› gibi biz de ön imalat› böldük. Ana tasar›m› genelde Norveç’den al›yoruz ama detay tasar›m› kendimiz yap›yoruz. Bu da önemli bir avantaj sa¤l›yor. Aksi takdirde her bir revizyonun gidip dönmesi ifli aksat›rd›. 30 kiflilik bir tasar›m ekibimiz var, yani bir dizayn ofisden bile fazla. Tüm detay çizimleri, atölye çizimlerini ve modellemeleri kendimiz yap›yoruz. Dolay›s›yla zaman aç›s›ndan daha kaynak vurmadan biraz önde bafll›yoruz diyebilirim. Üretimde herhangi bir sorunu hemen Norveç’teki ana tasar›m firmas›na yans›tmak yerine, önce burada çözümleme yoluna gidiyoruz. Ön imalat›m›z tamamen ayr› bir ekip taraf›ndan yönetiliyor. Buradan ç›kan ürünler gerçekten son derece kaliteli.

Bir otomobil firmas› gibi herkes ne yapaca¤›n› biliyor. Belli istasyonlar var; ön imalat, panel ve en son da blok istasyonu gibi. Buradan ürün çok çabuk ç›k›yor, ard›ndan birlefltirme, boya, raspa operasyonlar›na geçiliyor. ‹niflten sonra donat›m› da yap›p gemiyi yolcu ediyoruz. Tersan’da ayr›ca donat›m baflta olmak üzere yaklafl›k 75 kiflilik çok baflar›l› bir mühendis ekibimiz var. Ben özellikle donat›mdaki verimin çok önemli oldu¤unu düflünüyorum. Çünkü iflin as›l zor k›sm› donat›m.

Bunun d›fl›nda yeni bir tesis daha kuruyoruz. Hollanda profillerini robotize kaynak, kesim gibi detaylar› yapacak, robotize bir imalat makinesi ald›k. Tabii bu verimlili¤imizi daha da artt›racak. Bugüne kadar olan teslim sözleri onsuz yap›lm›flt›.

Projelerde malzeme seçimini siz mi, müflteri mi yap›yor?

Nifl projelerde kullan›lacak malzeme seçimini genelde müflteri yap›yor. Çünkü bizim örne¤in bir bal›k fabrikas› için armatöre öneri götürmemiz pek do¤ru de¤il. Ama elbette tecrübeyle paralel, tavsiyelerde bulunabilecek noktaya yavafl yavafl geliyoruz. & MARINE&COMMERCE OCAK 2014

047

FESTIVAL

Let Go (Loslassen) Serbest B›rak

MOVIES AT THE ZENITH OF ADRENALINE ADRENAL‹N‹N DORU⁄UNDAK‹ F‹LMLER

Unusual journeys, challenging life stories accompanied by music that touch your heart... Nature with spiritual beauty...

Impressive and exciting scenery... Brilliant scenes... Emotional narrations on relations between human and nature... ‹nsan›n içine iflleyen müzikler... Ruhani güzelli¤e sahip do¤a... Etkileyici ve heyecan verici manzaralar... Nefis görüntüler eflli¤inde al›fl›lm›fl›n d›fl›nda geziler, zorlu yaflam hikayeleri... ‹nsan do¤a iliflkisi üzerine dokunakl› anlat›mlar... he 9th Mountain Movies Festival meets the nature, exploration, adventure, and documentary film lovers between February 25 and March 2, 2013. The theme of the festival this year is “Touch the Nature!”. The main sponsor of the festival that will be held in Beyoglu, Istanbul is North Face, and it will be hosted by the Institute Français in Taksim, Aynal›geçit in Galatasaray, and Pusula Art Gallery in Harbiye. Audiences will have the chance to see total of 47 movies, including award champion movies and movies filled with adventure and adrenaline. The three-leg festival will continue in Izmir between March 13 and 15, and in Ankara between April 2 and 6.

T

048

MARINE&COMMERCE JANUARY 2014

u y›l “Do¤aya Dokun!” temas›yla yola ç›kan 9. Da¤ Filmleri Festivali, 25 fiubat - 2 Mart 2013 tarihleri aras›nda; do¤a, keflif, macera ve belgesel sinema tutkunlar›yla bulufluyor. The North Face’in ana sponsorlu¤unda ‹stanbul Beyo¤lu’nda gerçekleflecek festivale Frans›z Kültür Merkezi, Galatasaray Aynal› Geçit ve Pusula Sanat Merkezi ev sahipli¤i yapacak. ‹zleyiciler festivalde ödül rekortmeni filmlerin yan› s›ra macera ile adrenalin dolu toplam 47 filmi seyretme flans› yakalayacak. Festival 13-15 Mart tarihleri aras›nda ‹zmir ve 2-6 Nisan tarihlerinde Ankara’da devam edecek.

B

FESTIVAL

The Festival consists of total of 47 movies selected from among more than 600 movies made in 2014 and shown at festivals all around the world. The movies are categorized under 6 main themes being “From the World”, “Exploration Spirit”, “NatureEnvironment-Human”, “Water World”, “Bicycle” and “Ski”. The selection also includes films on nature sports including rafting, diving, mountaineering, rock climbing, base jumping, skiing and mountain cycling, as well as documentaries on the environment and nature, and travel, exploration, and human stories.

BETWEEN PLACES Our cover subject “Between Places”, directed by Henrik Rostrup is a documentary film chronicling the adventure of European Alpinists Edurne Pasarban, Erwan Le Lann and Martial Dumas, as they set sail on 10-day expedition on board the sailboat LA LOUISE. The movie is about climbing and sailing in a natural wonder, and audiences witness the epic scenery of the Greenland during the journey of the skiers. The movie contains some archive footage, interviews, and life stories of climbers here and there, making it highly enjoyable to watch.

The movie titled “Beyond the Age”, included in the “From the World” theme, draws attention with its high quality and strong

Festival dünya festivallerinde gösterilen 600’den fazla film aras›ndan seçilen 2014 seçkisi toplam 47 filmden olufluyor. Filmler; “Dünyadan”, “Keflif Ruhu”, “Do¤a-ÇevreBetween Places ‹nsan”, “Su Dünyas›”, Mekanlar Aras›nda “Bisiklet” ve “Kayak” olmak üzere, 6 tema bafll›¤› alt›nda toplan›yor. Seçkide; rafting, dal›fl, da¤c›l›k, kaya t›rman›fl›, base jump, kayak, da¤ bisikleti gibi do¤a sporlar›n›n yan› s›ra, çevre ve do¤a belgeselleriyle gezi, keflif ve insan hikayeleri de yer al›yor.

MEKANLAR ARASINDA Bu ayki kapak konumuz “Mekanlar Ara-

FORGOTTEN ISLAND A group of professional paraglider pilots explore the remote and rarely-visited Island of Socotra off the coast of Yemen.

The movie including spectacular aerial footage of the island allow us to join them as they thermal up to 1,000 meters over the Indian Ocean, battle 40km winds.

ISSIZ ADA Bir grup profesyonel yamaç paraflütçüsü Yemen aç›klar›nda bulunan ›ss›z Socotra adas›n› keflfetmeye gider. Hint okyanusu üzerinde yer yer 1,000 metre yüksekli¤e kadar ç›kan paraflütçüler kimi zaman havadan adan›n nefes kesen manzaras›na kendilerini b›rak›rlar, kimi zaman da saatte 40 km h›za ç›kan rüzgarla mücadele ederler.

MARINE&COMMERCE OCAK 2014

049

FESTIVAL CASCADA “Cascada” is the story of a diving adventure undertaken to capture wondrous waterfall images in the wild forests in Mexico. Exploration of a world that is more beautiful than expected...

CASCADA Meksika vahfli ormanlar›na mükemmel bir flelale görüntüsü yakalamak için yap›lan dal›fl›n hikayesi. Umulan›n ötesinde güzellikteki bir dünyay› keflif...

Shackleton’s Captain Shackleton’un Kaptan›

narrative structure. The “From the World” theme also contains 3 more films on K2, the most dangerous mountain to climb in the world. The movie titled “Will of Steel” included in the “Ski” theme tells the story of Karina Hollekim, a female extreme sports athlete, who clung to life after a deadly accident, and is one of the most remarkable movies of this year. The movie titled “Happiness” is about a highly challenging cycling trip designed to draw attention to the people affected by leprosy and mentally challenged women, living under horrible conditions in India.

SHACKLETON IN ISTANBUL FOR SEA AND ADVENTURE LOVERS...

The most striking movie to be screened under the fresh theme of the Festival “Water World” is “Shackleton’s Captain”. The movie tells about the Antarctic Expedition launched in 1914 from the eyes of the

050

MARINE&COMMERCE JANUARY 2014

K2 The Mountain Of The Mountains K2 Da¤lar›n Da¤›

s›nda” filminde yönetmen Henrik Rostrup, Avrupal› Alpin stil kayakç›lar Edurne Pasarban, Erwan Le Lann ve Martial Dumas’›n LA LOUISE teknesindeki 10 günlük maceralar›n› perdeye yans›t›yor... Do¤a harikas› bölgedeki t›rman›fl ve yelken dolu seyahatleri konu alan film, kayakç›lar›n seyahatleri süresince Grönland’›n büyüleyici manzaralar›na tan›kl›k ediyor. Film; içerisine serpifltirilen arfliv görüntüleri, röportajlar ve t›rman›c›lar›n kendi hayatlar›ndan da al›nt›larla izlenmesi son derece keyifli bir hikayeye dönüflüyor.

“Dünyadan” temas› alt›nda yüksek kalitesi ve güçlü anlat›m› ile “Uçurumun K›y›s›nda” filmi de dikkat çekiyor. Tema kapsam›nda ayr›ca dünyan›n en tehlikeli da¤› olarak bilinen K2 üzerine 3 ayr› film bulunuyor. Çok ciddi bir kaza geçirmesine ra¤men

NOTES ON ICE A Norwegian percussionist has an unmatched approach to music: playing music on ice. A jazz festival performance held at a frozen waterfall 12 years ago introduced a new and radical approach to music created by Terje Isungset. The movie has a spiritual beauty that combines the spectacular frozen scenery of Norway and heart touching music of the performer.

BUZDAK‹ NOTALAR Norveçli bir perküsyoncunun müzi¤e benzersiz bir yaklafl›m› var: Buzda müzik yap›yor. On iki y›l once donmufl bir flelale üzerinde gerçeklefltirdi¤i caz festivali performans› Terje Isungset’nin müzi¤ine yeni ve radikal bir yaklafl›m getirmifl. Film, ”Norveç’in görülmeye de¤er donmufl peyzaj›n› ve sanatç›n›n insan›n içine iflleyen müzi¤ini birlefltiren ruhani bir güzelli¤e sahip.

yaflamdan kopmayan ekstrem sporcu Karina’n›n hikayesini anlatan “Kayak” temal› “Çelikten ‹rade”, bu y›l›n en özel filmlerinden biri. “Mutluluk” filminde ise Hindistan’da kötü koflullar alt›nda yaflayan cüzzam hastalar›na ve zihinsel engelli kad›nlara dikkat çekmek için yap›lan çok zorlu bir bisiklet yolculu¤u anlat›l›yor.

SHACKLETON DEN‹Z VE MACERASEVERLER ‹Ç‹N ‹STANBUL’DA…

Beyond The Edge Uçurumun K›y›s›nda

captain of the ship. The movie will draw attention of the sea and sailing lovers. Other interesting movies included in the “Water World” theme are mainly focused on “explorations”. The common theme of the documentaries titled “London to London”, “Tierra Del Fuego” and “And Then We Swam” is the earth. The heroes of these movies show that the exploration spirit in humans still survive even 500 years after the age of discoveries, with the expeditions in many parts of the world.

LET GO (LOSLASSEN) Another very impressive film. A professional Swiss alpinist loves making sense of his life by climbing high mountain routes full of adrenaline, with his passion to discover new places, and defiant boldness. His cameraman colleague slipped into a crevasse and lost his life in 2011. The alpinist returns to that point in 2012 with a friend to erect a monument in memory of his friend. &

Festivalin çiçe¤i burnunda temas› “Su Dünyas›” kapsam›nda gösterilecek en dikkat çekici filmi olan “Shackleton’un Kaptan›” 1914 y›l›nda Güney Kutbu’na yap›lan keflif ekspedisyonunu gemi kaptan›n›n gözünden anlat›yor. Film, deniz ve yelken severlerin çok ilgisini çekecek. Su dünyas›’n›n di¤er dikkat çekici filmleri ise “keflif” odakl›. “Londra’dan Londra’ya”, “Tierra Del Fuego” ve “Ve Sonra Yüzmeye Bafllad›k” belgesellerinde ortak nokta, dünya. Bu filmlerin kahramanlar› dünyan›n çeflitli bölgelerinde yapt›klar› gezilerle keflifler ça¤›ndan 500 y›l sonra dahi insan›n içerisindeki keflif ruhunun ölmedi¤ini gösteriyorlar.

SERBEST BIRAK Son derece etkileyici bir di¤er film. ‹sviçre’li profesyonel bir da¤c›, yaflam›n› yeni yerler keflfetme arzusuyla, meydan okuma cesaretiyle ve yüksek duvarlarda adrenalin dolu rotalar t›rmanmakla anlamland›rmay› sever. 2011 y›l›nda çekim yapan kameraman arkadafl› trajik bir kaza geçirir ve bir ma¤araya düflerek hayat›n› kaybeder. Da¤c› ölen arkadafl› için ayn› noktaya bir an›t dikmek üzere 2012 y›l›nda bir arkadafl›yla geri döner. & MARINE&COMMERCE OCAK 2014

051

ACCIDENT // KAZA

INVESTIGATING MOL COMFORT SPLIT MOL COMFORT’IN ‹K‹YE BÖLÜNMES‹ OLAYI ARAfiTIRILIYOR After the loss of the container vessel MOL COMFORT on 17 June 2013, ClassNK established a special Casualty Investigation Team in order to investigate and determine the cause of the casualty and Japan further formed a Committee on Large Container Ship Safety to develop measures to ensure the safety of large container vessels. The Committee issued an interim report.

MOL COMFORT isimli konteyner gemisinin 17 Haziran 2013 tarihinde batmas›n›n ard›ndan ClassNK klas kuruluflu olay›n araflt›r›lmas› ve nedeninin tespit edilmesi için özel bir Kaza Soruflturma Ekibi olufltururken, Japonya da büyük konteyner gemilerinin güvenli¤inin teminine yönelik önlemler gelifltirilmesi amac›yla bir Büyük Konteyner Gemileri Güvenlik Komitesi kurdu. Komite bir ara rapor yay›nlad›. he Bahamian flagged large container ship (8,000 TEU class) “MOL COMFORT” experienced a fracture amidships while transiting the Indian Ocean from Singapore to Jeddah (Saudi Arabia) on 17 June 2013. Following this, The Ship split into two halves, which were adrift before sinking. Thanks to the swift rescue efforts of ships navigating the area and Indian disaster relief authorities, no loss of life occurred in this accident.

T

B

As The Ship’s builder, operator, and classification society are all located in Japan and are able to closely share information and discuss safety measures, the Maritime Bureau of Japan’s Ministry of Land, Infrastructure, Transport and Tourism (MLIT) established the Committee on Large Container Ship Safety (the Committee) composed of members from the maritime industry, experts with relevant knowledge and experience, and the related research institution staffs, and issued the interim report.

Geminin inflac›s›, iflletmecisi ve klas kuruluflu Japonya’da bulundu¤u için bilgi paylafl›m› ile güvenlik önlemlerinin görüflülmesi yak›n bir flekilde gerçeklefltirilebiliyor. Japonya’n›n Kara, Altyap›, Ulafl›m ve Turizm Bakanl›¤›’n›n (MLIT) Denizcilik Dairesi; denizcilik sektörü temsilcileri, ilgili konularda bilgi ve deneyime sahip uzmanlar ve ilgili araflt›rma kurulufllar› personelinden oluflan bir Büyük Konteyner Gemileri Güvenlik Komitesi kurdu ve bu komite bir ara rapor yay›nlad›.

While the interim report is intended to inform the industry of the safety measures discussed by the Committee, through the preparation of English translation it is also meant to provide information to The Ship’s flag State, which is tasked with investigating the accident, as well as to the International Association of Classification Societies (IACS), which are responsible for international standards for hull construction, and the International Maritime Organization (IMO).

RESULTS OF INVESTIGATION The Ship experienced hogging (convex deformations in the longitudinal direction), causing the ship’s midship to fracture.

According to observation of the progression following the outbreak of the accident, the upper deck area was the last part to fracture. From this, it can be assumed that the crack which

052

MARINE&COMMERCE JANUARY 2014

ahama bayrakl› büyük konteyner gemisi (8,000 TEU s›n›f›) “MOL COMFORT”, Singapur’dan Suudi Arabistan’›n Cidde flehrine gitmek için Hint Okyanusu’ndan geçerken, 17 Haziran 2013 tarihinde orta k›sm›ndan k›r›ld›. Ard›ndan ikiye bölünen gemi bir süre sürüklendikten sonra batt›. Bölgede bulunan gemiler ile Hindistan afet yard›m makamlar›n›n h›zla gerçeklefltirdi¤i kurtarma çal›flmalar› sayesinde kazada can kayb› yaflanmad›.

Ara rapor sektörün Komite taraf›ndan ele al›nan güvenlik önlemleri konusunda bilgilendirilmesi amac›n› tafl›rken, ‹ngilizce çevirisinin gerçeklefltirilmesi aflamas›nda ayr›ca MOL COMFORT kazas›n›n araflt›r›lmas› görevini yürüten bayrak devletine, tekne yap›s›na yönelik uluslararas› standartlardan sorumlu Uluslararas› Klas Kurulufllar› Birli¤i’ne (IACS) ve Uluslararas› Denizcilik Örgütü’ne (IMO) bilgi verilmesi amac› da dahil edildi.

ARAfiTIRMANIN SONUÇLARI Gemide, orta kesimden k›r›lmaya yol açan bel verme (boylamsal yönde konveks deformasyonlar) sorunu yafland›. Kazan›n ortaya ç›kmas›n›n ard›ndan meydana gelen geliflim üzerinde gerçeklefltirilen gözlemler, k›r›lan en son noktan›n üst güverte bölümü oldu¤unu gösteriyor. Buna göre, k›r›lmay› tetikleyen çatla¤›n su hatt›n›n alt›nda, geminin karinas›nda meydana geldi¤i ve ard›ndan yan taraftan yukar›ya ilerledi¤i varsay›l›yor. K›r›¤›n 6 numaral› Yük

ACCIDENT // KAZA

triggered the fracture began below the waterline in the bottom part of the ship’s hull and then progressed upwards along the side of the ship. The fracture is believed to have originated in the bottom shell plates of No. 6 Cargo Hold.

Safety inspections of The Ship's sister ships (large container ships of the same design as MOL COMFORT) have found buckling deformations (for example, measuring approximately 20mm in height) on the bottom shell plates.

An investigation of The Ship's maintenance and inspections records also found buckling deformations on the bottom shell plates of the No. 5 Cargo Hold forward of the presumed fracture point.

Structural simulations were also conducted to simulate the buckling deformations (approx. 20mm) found on the bottom shell plates during the safety inspections of the sister ships, but such buckling deformations did not occur even when applying loads near the ultimate hull girder strength.

Uncertain factors, in the estimation of structural strength such as the possible presence of residual deformations approximately 20mm in height on the bottom shell plates along the butt joint of the ship bottom (the welded areas between the blocks in which the hull was built) were quantitatively assessed. Furthermore, the cargo loading effect on the simulations of acting loads were quantitatively assessed. However, the conditions for fracture were not able to be simulated.

RECOMMENDED SAFETY MEASURES As the cause of this accident has not yet fully been clarified quantitatively, measurements of acting loads on The Ship’s sister ships will be carried out in order to verify the investigation results as well as the acting load and strength simulations

Ambar›n›n karina gövde sac›ndan kaynakland›¤›na inan›l›yor.

MOL COMFORT’›n kardefl gemileri (MOL COMFORT ile ayn› dizayna sahip büyük konteyner gemileri) üzerinde gerçeklefltirilen güvenlik incelemeleri, bu gemilerin karina gövde saclar›nda da burulma deformasyonlar›n›n (örne¤in yaklafl›k 20mm yüksekli¤inde) bulundu¤unu gösteriyor.

Geminin bak›m ve kontrol kay›tlar›nda gerçeklefltirilen bir inceleme de, tahmin edilen k›r›lma noktas›n›n ön taraf›nda 5 numaral› Yük Ambar›n›n karina gövde sac›nda burulma deformasyonlar›n›n bulundu¤unu gösteriyor.

Kardefl gemilerin güvenlik incelemeleri esnas›nda karina gövde saclar› üzerinde tespit edilen burulma deformasyonlar›n› (yaklafl›k 20mm) simüle etmek için yap›sal simülasyonlar da gerçeklefltirildi. Ancak bu tür burulma deformasyonlar›n›n en son tekne kirifl mukavemetine yak›n yüklerin uyguland›¤› durumda dahi oluflmad›¤› görüldü.

Karinan›n al›n ba¤lant›s› (teknenin içinde infla edildi¤i bloklar aras›ndaki kaynakl› alanlar) boyunca alt gövde saclar› üzerinde yaklafl›k 20mm yüksekli¤inde kal›c› deformasyonlar›n olas› varl›¤› gibi yap›sal mukavemette söz konusu olabilecek belirsiz faktörler nicel olarak de¤erlendirildi. Ayr›ca, fiili yüklerin simülasyonu üzerinde kargo yükleme etkileri de nicel olarak de¤erlendirildi.

Bununla birlikte k›r›lmaya neden olan koflullar simüle edilemedi.

TAVS‹YE ED‹LEN GÜVENL‹K ÖNLEMLER‹ Bu kazan›n nedeni nicel olarak henüz tam aç›klanamazken, araflt›rma sonuçlar›n›n do¤rulanmas› ve ayr›ca belirsiz faktörler de dahil fiili yük ve mukavemet simülasyonlar›n›n gerçeklefltirilebilmesi (daha basit bir deyiflle kaza koflullar›n›n yeniden oluflturulmas›) ve benzer kazalar›n önlenmesi amac›na yönelik güvenlik önlemlerinin gelifltirilmesi için MOL COMFORT’›n kardefl gemileri üzerindeki fiili yükler ölçülecek.

MARINE&COMMERCE OCAK 2014

053

ACCIDENT // KAZA

including uncertain factors, more accurately reproduce the accident conditions, and develop safety measures to prevent the occurrence of similar accidents.

Furthermore, in order to determine the range of ship scale for which these safety measures should be applied, simulations of hull strength and acting loads, as well as full-scale stress measurements of actual ships will be carried out on large container ships with designs other than The Ship.

TEMPORARY SAFETY MEASURES FOR SHIPS IN SERVICE While the Committee is still in the process of extrapolating the accident scenario and developing upon safety measures, the Committee recommends that the following actions be carried out on ships with loading capacities similar to or greater than 8,000 TEU class as temporary safety measures.

• A visual safety inspections on the bottom shell plates to the

extent possible should be conducted on large container ships which do not require ballast water to maintain stability (primarily ships over 45m breadth, carrying 8000 TEU or greater) to confirm the presence of buckling deformations.

Where the deformations are found, consult with a classification society regarding the proper measures to be taken.

• With regards to the proper management of cargo weight on

the hull for large container ships in the 8,000 TEU class and over in particular, cargo loading planning for actual voyages could be frequently reached to the maximum permissible still water bending moment (hogging condition). In accordance with the deliberations at the IMO related to the enforcement of container weight verification prior to loading, verification of the actual weight of container cargoes provided by the shipper is recommended as a safety measure for large container ships.

• Other general items for caution include rough sea avoidance maneuvers such as speed reduction.

CLASSNK CASUALTY INVESTIGATION TEAM ClassNK established a special Casualty Investigation Team in order to investigate and determine the cause of the casualty. The Team is actively involved in its deliberative and investigative work.

In line with Interim Report, the ClassNK Casualty Investigation Team will continue to carry out numerical simulations of hull strength and acting loads, as well as conduct full-scale stress measurements of actual ships in order to develop comprehensive measures to ensure the safety of large container vessels, including potential amendments to existing classification rules related to hull structures.

The Team will also work closely with the International Association of Classification Societies’ (IACS) newly established large container ship safety project team to ensure that findings from the casualty investigation are reflected in IACS regulatory work. &

054

MARINE&COMMERCE JANUARY 2014

Ayr›ca, bu güvenlik önlemlerinin geçerli olaca¤› gemi boyutlar› aral›¤›n›n belirlenmesine yönelik olarak MOL COMFORT’tan farkl› dizaynlara sahip büyük konteyner gemileri üzerinde tekne mukavemeti ve fiili yük simülasyonlar› ile tam ölçekli gerilim ölçümleri de gerçeklefltirilecek.

H‹ZMETTEK‹ GEM‹LER ‹Ç‹N GEÇ‹C‹ EMN‹YET ÖNLEMLER‹ Komite halen kaza senaryosu ile iliflkili, eldeki verileri kullanarak bilinmeyenleri tahmin etme ve güvenlik önlemlerini gelifltirme sürecindeyken, geçici güvenlik önlemleri olarak 8,000 TEU s›n›f› veya üzeri benzer yük kapasitesine sahip gemiler üzerinde baz› önlemlerin al›nmas›n› tavsiye ediyor:

• Burulma deformasyonlar›n›n olup olmad›¤›n›n tespitine yönelik

olarak, dengenin muhafaza edilmesi için balast suyuna ihtiyaç duymayan büyük konteyner gemilerinin (özellikle 8,000 TEU veya üzeri yük kapasitesine sahip, eni 45 metrenin üzerindeki gemiler) karina gövde saclar›nda mümkün oldu¤u ölçüde görsel güvenlik incelemeleri gerçeklefltirilmesi gerekiyor. Deformasyonlar›n bulundu¤unun tespit edildi¤i hallerde ise, al›nmas› gereken uygun önlemler konusunda klas kurulufluna dan›fl›lmas› gerekiyor.

• Özellikle 8,000 TEU s›n›f› ve üzeri büyük konteyner gemilerin-

de kargo a¤›rl›¤›n›n tekne üzerindeki da¤›l›m›n›n do¤ru yönetimi ile ilgili olarak, gerçek seyirler için kargo yükleme plan› s›kl›kla sakin sular için geçerli azami izin verilebilir e¤ilme momentine (bel verme durumu) yak›n seviyelerde gerçekleflebiliyor. Uluslararas› Denizcilik Örgütü’nde (IMO) yükleme öncesinde konteyner a¤›rl›k kontrollerinin tatbiki ile ilgili gerçeklefltirilen müzakerelere uygun olarak, yükleten taraf›ndan temin edilen konteyner yüklerinin gerçek a¤›rl›¤›n›n kontrol edilmesi, büyük konteyner gemileri için bir güvenlik önlemi fleklinde tavsiye ediliyor.

• Dikkat edilmesi gereken di¤er genel noktalar aras›nda kaba dalgal› denizlerden kaç›nmaya yönelik olarak h›z›n azalt›lmas› gibi manevralar bulunuyor.

CLASSNK KAZA ‹NCELEME EK‹B‹ ClassNK, kazan›n nedeninin araflt›r›lmas› ve tespit edilmesine yönelik olarak özel bir Kaza ‹nceleme Ekibi kurdu. Ekip aktif bir flekilde istiflare ve araflt›rma çal›flmalar›na kat›l›yor.

Ara Rapora uygun olarak, tekne yap›lar› ile ilgili mevcut klaslama kurallar›n›n de¤ifltirilmesi de dahil, büyük konteyner gemilerinin güvenli¤inin teminine yönelik kapsaml› önlemlerin gelifltirilmesi amac›na yönelik olarak ClassNK Kaza ‹nceleme Ekibi, fiili yükler ve tekne mukavemeti ile iliflkili rakamsal simülasyonlar gerçeklefltirmeye ve gerçek gemiler üzerinde tam ölçekli stres ölçümleri yapmaya devam ediyor.

Ekip ayr›ca kaza incelemelerinden elde edilen bulgular›n Uluslararas› Klas Kurulufllar› Birli¤i (IACS) taraf›ndan gerçeklefltirilen yasal düzenleme çal›flmalar›na yans›t›lmas›n›n teminine yönelik olarak Birli¤in yeni kurdu¤u büyük konteyner gemileri güvenlik projesi ekibiyle de yak›n bir flekilde çal›fl›yor. &

MARKET // P‹YASA

RISING WAVE OF INVESTMENT IN VLCCS VLCC’LERE YATIRIMDA YÜKSELEN GRAF‹K

Capital from private equity firms has been markedly reshaping financing options for shipowners.

Recently, much has been said about the purchase of new build Medium Range (MR) tankers for service in the clean product trade. Özel sermaye flirketlerinden gelen sermaye, armatörler için finansman seçeneklerini önemli derecede yeniden flekillendirdi. Son zamanlarda temiz ürün ticaretinde kullan›lmak üzere yeni infla Orta Menzilli (MR) tanker al›m› konusunda çok konufluldu. ecently there was a high profile deal in the large crude tanker segment, the acquisition of the Maersk’s VLCC fleet by Euronav. The crude tanker sectors had been attracting less attention from investors in 2013, but this deal highlights the willingness of private equity firms to provide large crude tanker owners access to financing.

R

EURONAV INCREASES ITS VLCC MARKET EXPOSURE The sale was agreed to for a price of 980 million US Dollars and includes the transfer of 15 VLCCs with an average age of four years. Delivery of 14 of the tankers to Euronav will occur from January to June, with one scheduled for later delivery.

This purchase will more than double Euronav’s VLCC market share, as the company has a current VLCC trading fleet of 11 vessels.

EURONAV IS A STRONG BELIEVER IN SECOND HAND TONNAGE AS OPPOSED TO NEW BUILD ECO SHIPS The purchase of secondhand tonnage by Euronav is in line with the company’s core belief that new build eco tonnage is not necessary in the VLCC sector. Euronav has not been a strong believer in eco ships. They have repeatedly stated in quarterly reports that all existing modern VLCCs could be easily retrofitted for eco improvements. For example, it currently costs approximately usd 150,000 to retro fit a VLCC main engine for super-slow steaming, which results in the largest fuel savings for an eco-class ship.

Overall the VLCC fleet is forecast to remain fairly stable in

056

MARINE&COMMERCE JANUARY 2014

›sa süre önce, Maersk’in VLCC filosunun Euronav taraf›ndan al›nmas› ile ilgili olarak büyük ham petrol tankerleri segmentinde sansasyonel bir anlaflma söz konusuydu. Ham petrol tanker sektörü 2013 y›l›nda yat›r›mc›lar›n en az ilgisini çeken sektör konumundayken, bu anlaflma özel sermaye flirketlerinin, büyük ham petrol tankeri donatanlar›n›n finansman eriflimine olanak sa¤lama konusundaki isteklili¤ini vurguluyor.

K

EURONAV VLCC PAZARINDA GÜCÜNÜ ARTTIRIYOR 980 milyon ABD Dolar› karfl›l›¤›nda imzalanan sat›fl anlaflmas›, yafl ortalamas› 4 olan toplam 15 VLCC’nin devrini öngörüyor. 14 tankerin Euronav’a teslimatlar› Ocak ile Haziran aylar› aras›nda gerçekleflecekken, biri daha sonraki bir tarihte teslim edilecek. Bu al›m sonucunda halen 11 gemiden oluflan bir VLCC ticaret filosuna sahip olan Euronav VLCC piyasas›ndaki pay›n› ikiye katlayacak.

EURONAV YEN‹ ‹NfiA EKOLOJ‹K GEM‹LER‹N AKS‹NE ‹K‹NC‹ EL TONAJA YÖNEL‹YOR Euronav’›n ikinci el tanker al›m›, flirketin yeni infla ekolojik gemilerin VLCC sektörü için gerekli olmad›¤› yönündeki kuvvetli inanc›na uygun bir ad›m olarak nitelendiriliyor. Euronav, ekolojik gemilere yönelik güçlü bir inanca sahip de¤il. fiirket üç ayl›k raporlar›nda sürekli olarak mevcut tüm modern VLCC’lerin ekolojik aç›dan gelifltirme amac›na yönelik olarak kolayl›kla modernize edilebilece¤ini vurguluyor. Örne¤in, son derece yavafl seyir için VLCC’lerin ana makinelerinin yaklafl›k modernizasyon maliyeti 150,000 dolar civar›nda ve bu modernizasyonun sonucu olarak ekolojik gemiler aras›nda en büyük yak›t tasarrufu sa¤lanabiliyor.

MARKET // P‹YASA

VLCC FLEET WILL SEE SLOW TO FLAT GROWTH THROUGH 2016

EURONAV’IN ALIM ÖNCES‹ VE SONRASI VLCC F‹LOSU

VLCC F‹LOSU 2016 YILINA KADAR YAVAfi-DÜZ B‹R BÜYÜME GRAF‹⁄‹ GÖSTERECEK

% of Fleet Filonun Yüzdesi 1.8% 5.3%

Post Expansion % of Fleet Al›m Sonras› Filonun Yüzdesi 26 4.1% 23 5.3%

TOP VLCC OWNERS EN BÜYÜK VLCC ARMATÖRLER‹ Owner // Donatan Mitsui

# of VLCCs // VLCC say›s›

Market Share // Pazar Pay›

41

6.5%

NITC

37

5.9%

NYK

36

5.7%

Bahri

31

4.9%

Frontline

28

4.5%

size through 2016, given the relatively small orderbook compared to the number of ships over 15 years of age. The Chinese government has recently offered a subsidy to scrap existing tonnage, provided a new order is placed in a Chinese shipyard. This could result in temporary tight VLCC supply as ships may be scrapped before their replacements are delivered.

These two factors may contribute to rate volatility in the VLCC segment.

A significant wildcard in the VLCC sector, as well as the dirty tanker market overall, is the recent decision by OSG to effectively exit the commercial management of its vessels.

There is no indication of what will ultimately become of the tonnage, but for the time being the shipss will be operated as part of a third party vessel pool. OSG currently owns ten VLCCs, one Suezmax, and nine Aframaxes. It’s difficult to say if these tankers will be available for sale while the company is still in bankruptcy. If they are put up for sale it would appear that there would be interest from ship owners, most likely with private equity backing. As Genmar’s exit from bankruptcy has shown, OSG could be well positioned for private equity backing itself.

The acquisition of the Maersk fleet by Euronav is a considerably bold move by the publically traded company.

VLCC spot rates have staged a comeback in mid-January following softer rates immediately after the holiday season.

With a larger market share, Euronav will be better positioned to take advantage of rate volatility that seems to be returning to the markets. The flat vessel supply chart will leave the VLCC market sensitive to rising demand. One can be sure that market watchers will be eagerly tracking the quarterly results of Euronav to see the results of the high profile acquisition.

80

700

60

600

40

500

20

400

0

300

-20

200

-40

100

No. Vessels // Gemi Adedi

VLCCs Suezmax

Currenty Owned Al›m Öncesi 11 23

-60

2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 Deliveries Teslimatlar

Removals Filodan Ǜkanlar

Total Fleet // Filo Toplam›

EURONAV’S FLEET PRE-&POST EXPANSION

0

End of Year Fleet Y›l Sonunda Filo

15 yafl›ndaki gemilerin say›s›na k›yasla VLCC siparifl defterinin nispeten küçük oldu¤u göz önünde bulunduruldu¤unda genel olarak VLCC filosunun boyut aç›s›ndan 2016 y›l›na kadar düzeyini koruyaca¤› öngörülüyor. Çin hükümeti yak›n zamanlarda yeni gemi sipariflinin Çinli bir tersaneye verilmesi flart›yla mevcut tonaj›n hurdaya ayr›lmas› halinde sübvansiyon sa¤layaca¤›n› duyurdu.

Mevcut gemilerin yenilerinin teslimat›ndan önce hurdaya ayr›lmas› halinde, bu durum VLCC arz›nda geçici bir azalmaya yol açabilir. Bu iki faktör VLCC segmentinde afl›r› ücret dalgalanmalar›na katk›da bulunabilir.

VLCC sektörünün yan› s›ra genel olarak ham petrol tanker piyasas›n›n tamam› için önemli bir koz da OSG’nin yak›n zamanlarda gemilerinin ticari yönetiminden etkin bir flekilde çekilmesi yönündeki karar›. Gemilerin ak›betinin ne olaca¤› ile ilgili hiçbir ipucu verilmese de, flimdilik üçüncü taraf bir gemi havuzunun parças› olarak iflletilecek. OSG halen 10 adet VLCC, bir Suezmax ve 9 Aframax gemiye sahip. fiirket halen iflas aflamas›ndayken bu tankerlerin sat›l›p sat›lmayaca¤›n› söylemek zor. E¤er sat›fla ç›kar›l›rlarsa, özellikle özel sermaye deste¤ine sahip armatörlerden ilgi görebilir. Genmar’›n iflastan ç›kmas›nda görüldü¤ü gibi, OSG de özel sermaye deste¤inden faydalanabilir.

Maersk filosunun Euronav taraf›ndan al›nmas›, borsada kote olan flirket için oldukça cesur bir ad›m. VLCC spot ücretleri tatil sezonunun hemen ard›ndan görülen nispeten düflük seviyelerin ard›ndan Ocak ay›n›n ortalar›nda eski seviyelerine ç›kt›. Art›k daha da büyük bir pazar pay›na sahip olan Euronav, piyasalara geri dönüyor görünen ücret dalgalanmalar›ndan avantaj sa¤lama konusunda daha iyi bir konumda olacak. Düz bir seyir izleyen gemi arz grafi¤i VLCC piyasas›n› artan talebe karfl› daha hassas bir hale getiriyor. Piyasa takipçileri hiç kuflkusuz bu sansasyonel al›m›n sonuçlar›n› görmek için Euronav’›n elde edece¤i üç ayl›k dönem sonuçlar›n› merakla takip edecek.

Source // Kaynak: POTEN & PARTNERS

MARINE&COMMERCE OCAK 2014

057

MARKET // P‹YASA

AFRAMAXES: UP AND DOWN, BUT DON’T COUNT THEM OUT AFRAMAX P‹YASASI: B‹R AfiA⁄I B‹R YUKARI, ANCAK GÖZ ARDI ETMEY‹N

The past few weeks have proven to be a wild ride for the Aframax sector. Although freight rates are falling precipitously, recent volatility suggests that this market may still have a heartbeat yet.

For the majority of the past few years, spot Aframax time charter equivalents (TCEs) have bumbled along at lackluster levels save for the occasional rate spike here or there.

Geçti¤imiz birkaç hafta Aframax sektörü için son derece zor geçti. Navlun ücretleri dik bir biçimde düflüyor olsa da, son dalgalanma bu piyasan›n kalbinin hala att›¤›n› ortaya koyuyor. Son birkaç y›l›n büyük bir k›sm›nda spot Aframax zaman çarter karfl›l›klar› (TCE’ler), arada s›rada görülen yükselifller hariç, oldukça düflük seviyelerde seyretti. aning demand on stalwart trades, such as the Caribbean to US Gulf, have called into question broader undamentals for this tanker sector. While the recent run-up in spot market rates may ultimately prove to be short-lived, it brings to light a tanker asset class that has been largely overshadowed by its bigger sisters in recent years.

W

The Aframax sector has long-been a darling of the oil companies. Its prefix “AFRA” is derived from a historical convention from the 1970s by which oil company shipping groups could allocate transportation costs in a transparent (read: taxable) manner. The industry relied on Average Freight Rate Asessments (AFRA) issued by a panel of London tanker brokers in order to minimize internal distpute. The original deadweight (DWT) designations as prescribed by the AFRA system, shown in the following table, suggested the oil company shipping groups could “maximize” the rates charged to their affiliates if they were to use vessels with a 79,999 DWT load lines.

Over time, like all other tanker sectors, the deadweight

058

MARINE&COMMERCE JANUARY 2014

arayipler’den ABD Körfez Bölgesi’ne yönelik rotalar gibi güçlü rotalarda azalan talep, bu tanker sektörü için daha genifl temellerin sorgulanmas›na yol açt›.

Spot piyasa ücretlerinde son zamanlarda görülen h›zl› yükselme en nihayetinde k›sa süreli oldu¤u görülse bile, son y›llarda yo¤unluklu olarak daha büyük boyutlu gemilerin gölgesinde kalm›fl olan bir tanker varl›k s›n›f›n› gün ›fl›¤›na ç›kar›yor.

K

Aframax sektörü uzun zamand›r petrol flirketlerinin gözdesi konumunda yer ald›. Bafl›ndaki “AFRA” ön eki, petrol flirketi sevkiyat gruplar›n›n nakliye maliyetlerini fleffaf (daha ziyade vergilendirilebilir) bir flekilde tahsis etmelerini öngören 70’li y›llarda imzalanm›fl tarihi bir anlaflmadan geliyor. Sektör, dahili anlaflmazl›klar›n minimize edilmesi amac›na yönelik olarak Londra tanker brokerlerinden oluflan bir panel taraf›ndan yay›nlanan Ortalama Navlun Ücreti De¤erlendirmelerine (Average Freight Rate Assessments - AFRA) dayan›yordu.

AFRA sistemi taraf›ndan öngörüldü¤ü ve afla¤›daki tabloda gösterildi¤i flekilde orijinal dedveyt (DWT) s›n›flar›, petrol

MARKET // P‹YASA

ULCC

320,000 +

F‹LO TOPLAMINDAK‹ AFRAMAX YÜZDES‹ Company

Current

fiirket

2005

Bugün

BP

40%

37%

Chevron

24%

18%

ExxonMobil

16%

21%

Shell

17%

30%

Total (CSSA)

15%

23%

designation has evolved to its current range of 80,000 130,000 tons.

The chart shows the position that the major oil companies have with respect to Aframaxes. Although the role of Aframaxes within the fleet composition may have changed somewhat over the past decade, it remains a significant percentage of the overall make-up for these tanker market powerhouses. It can be certain that infrastructure and port limitations, as well as lingering legacy commercial considerations, have solidified the role of Aframaxes in these key trading programs.

The recent volatility in spot market rates suggests that the balance between supply and demand for Aframaxes could be more constrained. Most recently, delays in the US Gulf due to weather, restricted daylight hours in the Bosphorus, and trans-Atlantic efforts to satiate demand in Europe resulted in upward pressure on freight rates. While these catalysts can resolve over a period of several weeks, the striking impact on rates could highlight the need for incremental supply.

Looking forward, the discussion for new crude oil exports hinges largely on new projects in Canada and the uncertainty of exports from the United States. If and when infrastructure and political whims enable crude oil movements from these major producers, the vessel of choice could likely be Aframaxes.

usd/day

Jan-13

AFRAMAX PERCENTAGE OF TOTAL FLEET

Cayo Arcas-Houston (70kt)

Sidi Kerir-Lavera (80kt)

Jan-14

Ultra Large Crude Carrier

Dec-13

160,000 - 319,999

Dec-13

80,000 - 159,999

VLCC

Nov-13

LR-2

Very Large Crude Carrier

Oct-13

Large Range 2

Oct-13

45,000 - 79,999

Sep-13

LR-1

Aug-13

25,000 - 44,999

Large Range 1

16,500 - 24,999

Jul-13

MR

Aug-13

GP

Medium Range

Jun-13

General Purpose

160,000 140,000 120,000 100,000 80,000 60,000 40,000 20,000 0 -20,000

May-13

DWT Range DWT Aral›¤›

Apr-13

Name ‹sim

May-13

Type Tip

Mar-13

AFRAMAX ZAMAN ÇARTER KARfiILIKLARI (TCE’LER)

Mar-13

TANKER SEKTÖRLER‹

Jan-13

AFRAMAX TIME CHARTER EQUIVALENTS

Feb-13

TANKER SECTORS

Novorossisk-Augusta (80kt)

flirketi sevkiyat gruplar›n›n, 79,999 DWT yük hatt›na sahip gemileri kullanacak olmalar› halinde ba¤l› kurulufllar›n›n ücretlerini “yükseltebileceklerini” akla getiriyordu.

Zaman içerisinde di¤er tüm tanker sektörlerinde oldu¤u gibi, dedveyt s›n›flar› bugünkü 80,000-130,000 ton aral›¤›na dönüfltü.

Grafik, büyük petrol flirketlerinin Aframax’larla iliflkili olarak sahip olduklar› konumu gösteriyor. Aframax’lar›n filo bileflimindeki rolü geçti¤iniz on y›ll›k süreçte biraz de¤iflmifl olsa da, bu tanker piyasas› dinamolar›n›n genel içeri¤inin önemli bir yüzdesini teflkil etmeye devam ediyor.

Altyap› ve liman s›n›rlamalar›n›n yan› s›ra devam eden eski ticari görüfller, Aframax’lar›n bu önemli ticaret programlar›ndaki rolünü pekifltirdi.

Spot piyasa ücretlerindeki son dalgalanma, Aframax’lara yönelik arz ve talep dengesinin daha da s›k›nt›l› bir duruma düflebilece¤ini akla getiriyor. Çok daha yak›n zamanlarda ABD Körfez Bölgesi’ndeki hava koflullar›, ‹stanbul Bo¤az›’nda s›n›rl› gün ›fl›¤› saatleri ve Transatlantik’te Avrupa’daki talebi karfl›lamaya yönelik çabalar nedeniyle meydana gelen gecikmeler, navlun ücretlerinde yukar› yönlü bask›lara yol açt›. Bu katalizörlerin etkisi birkaç hafta içerisinde görülebilecekken, ücretlere vuracak darbe artan bir arza olan ihtiyac› vurgulayabilir. ‹leriye dönük olarak yeni ham petrol ihracatlar› ile ilgili tart›flmalar büyük oranda Kanada’daki yeni projeler ile Amerika Birleflik Devletleri kaynakl› ihracatlar›n belirsizli¤ine ba¤l›.

Altyap› ve siyasi kaprisler bu büyük üreticilerden ham petrol hareketlerinin bafllamas›na imkan sa¤larsa ve sa¤lad›¤›nda, tercih edilecek gemiler muhtemelen Aframax’lar olacak.

Source // Kaynak: POTEN & PARTNERS

MARINE&COMMERCE OCAK 2014

059

DEVELOPMENT // GEL‹fiME

WORLD’S FIRST LNG-POWERED TUGBOAT SAILS INTO SERVICE DÜNYANIN ‹LK LNG YAKITLI RÖMORKÖRÜ H‹ZMETE G‹RD‹ The world’s first tug to be fuelled by liquefied natural gas (LNG), M/Tug Borgoy, completed her sea trials successfully and started her maiden voyage from Istanbul, Turkey to Norway on 14th of January. The vessel was designed by Norwegian tug owner Bukser og Berging in-house team with the assistance of Marine Design AS in Norway and, further developed by Sanmar’s modern shipyard in Istanbul.

Dünyan›n ilk LNG yak›tl› römorkörü M/Tug Borgoy, seyir tecrübelerini baflar›l› bir flekilde tamamlayarak, ‹stanbul-Norveç aras›ndaki ilk seferine bafllad›. Römorkör, Norveçli Marine Design AS’in yard›mlar›yla Bukser og Berging’in kendi ekipleri taraf›ndan dizayn edildi ve ayr›ca ilave gelifltirme çal›flmalar› Sanmar’›n ‹stanbul’daki modern tersanesi taraf›ndan gerçeklefltirildi. he world’s first tug to be fuelled by liquefied natural gas (LNG) is one of two new vessels, Borgoy and Bokn, which are built by Sanmar for Bukser og Berging AS. The 2 tugs will operate at Statoils gas terminal at Kaarstoe in Norway. These are the first tugs to be powered by the much more environmentally friendly liquefied natural gas (LNG) to eliminate sulphur emissions, bring particulate matter emissions down close to zero and reduce the discharge of CO2 and NOx by 26 per cent and 80-90 per cent respectively.

T

Powering each of the new tugs is a pair of lean-burn gas engines from Rolls-Royce Bergen, with a combined output of 3,410 kW at 1,000 rpm. These powerful gas engines are particularly robust, with a high degree of reliability and long intervals between overhaul. The lean-burn principle delivers high efficiency coupled with reduced exhaust emissions and low specific energy consumption. The engines are directly coupled to Rolls-Royce azimuthing Z-drives mounted aft in ASD configuration. The propellers have diameters of 3,000 mm.

Gas engine technology is not new and has been proven in both land-based and large ship installations. But the two new 35m LNG fuelled terminal tugs are trailblazers in this sector of the marine market demanding a significant step-forward in technical know-how above the average tug building yard. Sanmar now has a distinct lead in search for more eco-friendly and economic tug operation by innovation and technological advance.

The tugs comply with the International Code of Safety for Gas Fuelled ships and the DNV Classification Society rules. These involve requirements such as independent engine room spaces with ventilation of 30 air changes per hour, gas detection, automatic shutdown of gas supply and disconnection of electrical

060

MARINE&COMMERCE JANUARY 2014

ünyan›n ilk LNG yak›tl› römorkörü, Sanmar taraf›ndan Bukser og Berging AS flirketi için infla edilen iki römorkörden (Borgoy ve Bokn) biri. Her iki römorkör de Norveç’in Kaarstoe bölgesindeki Statoils gaz terminalinde kullan›lacak. Bu römorkörler kükürt emisyonlar›n›n ortadan kald›r›lmas›, partikül madde emisyonlar›n›n s›f›ra yak›n bir düzeye indirilmesi ve CO2 ve NOx emisyonlar›n›n s›ras›yla yüzde 26 ve yüzde 80-90’a çekilmesi amac›na yönelik olarak çok daha çevre dostu olan s›v›laflt›r›lm›fl do¤algaz (LNG) kullanacak ilk römorkörler olma özelli¤ine sahip.

D

Yeni römorkörlerin her biri, birlikte 1,000 devir dakikada 3,410 kW güç üreten bir çift lean-burn (yal›n yanmal›) Rolls-Royce Bergen motorlarla donat›l›yor. Bu güçlü gaz motorlar› yüksek bir güvenilirlik düzeyi ve uzun overhol aral›klar› ile son derece dayan›kl› motorlar olarak biliniyor. Yal›n yanma (lean-burn) prensibi, düflük egzoz emisyonlar› ve düflük özgül enerji tüketimiyle birlikte yüksek verimlilik sa¤l›yor. Motorlar do¤rudan k›çta bulunan Rolls-Royce azimut Z pervanelerine ASD konfigürasyonunda ba¤lan›yor. Pervaneler 3,000 mm çapa sahip.

Yeni bir teknoloji olmayan gaz motoru teknolojisi, kendisini hem kara, hem de büyük gemi uygulamalar›nda kan›tlam›fl bir teknoloji.

Bununla birlikte bu iki yeni 35 metrelik LNG yak›tl› terminal römorkörü, denizcilik piyasas›n›n teknik uzmanl›k aç›s›ndan ortalama bir römorkör tersanesinin sahip oldu¤unun ötesinde, önemli bir uzmanl›k düzeyi gerektiren bu sektöründe öncü konumunda. Sanmar yenilik ve teknolojik ilerleme yoluyla çevre dostu ve ekonomik römorkör iflletme faaliyetleri aray›fl›nda aç›k farkla öne geçiyor.

Römorkörler, Gaz Yak›tl› Gemiler ‹çin Uluslararas› Güvenlik Esaslar›na ve DNV Klas Kuruluflu’nun kurallar›na uygun. Bu kural ve esaslar, saatte 30 kez hava de¤ifliminin sa¤land›¤› ba¤›ms›z makine

DEVELOPMENT // GEL‹fiME

equipment, excess flow shutdown, ventilated double (sheathed) piping. Other special knowledge has been incorporated into the installation of the Aga Cryro AB 80 m3 capacity double walled tank, cold boxes and gas heating systems.

daireleri, gaz alg›lama, otomatik gaz kesme ve elektrikli ekipmanlar›n ba¤lant›lar›n›n kesilmesi, afl›r› ak›fl halinde beslemenin kesilmesi, havaland›rmal› çift (k›l›fl›) boru tesisat› gibi flartlar içeriyor. Aga Cryro AB 80 m3 kapasiteli çift cidarl› yak›t deposu, so¤uk hava kasalar› ve gaz ›s›tma sistemlerinin montaj›nda baflka özel bilgi ve deneyimlerden de faydalan›ld›¤› bildiriliyor.

The tugs are built to DNV Class including Fi-fi and oil recovery as well as escort notation. M/Tug Borgoy has a length of 35 m, beam of 15 m and draft of 5.5 m with superior escort capabilities of 100 tonnes steering force at 10 knots whereas the service speed is 13.5 knots. Static Bollard pull is 70 tonnes.

For the ancillary tasks, where close quarter manoeuvrability is required, the vessels are fitted with a Schottel 333kW bow thruster whilst the main towing winch has a brake load capacity of 250 tons. A deck crane is also installed.

Römorkörler DNV Klas›n›n yan› s›ra yang›n söndürme ve deniz yüzeyine yay›lan petrolün toplanmas› ile eskort notasyonlar›na uygun olarak infla edilmifl. 35 metre boya, 15 metre ene, 5.5 metre drafta ve 13.5 deniz mili sürate sahip M/Tug Borgoy, 10 deniz mili süratte 100 ton dönüfl kuvveti ve üstün eskort kabiliyetiyle dikkat çekiyor. Statik çekme gücü ise 70 ton. Yak›n mesafe manevra kabiliyeti gerektiren tali görevler için bir Schottel 333kW bafl itici ile donat›lan römorkörler, 250 ton fren yükü kapasiteli ana çekme vincine sahip. Römorkörlerde ayr›ca birer güverte vinci de bulunuyor.

Onboard accommodation provides two single officer cabins and two twin berth crew cabins, galley, mess room - all to North European standard of comfort and quality including heated floors to all the sanitary spaces. Care has been taken to reduce sound levels throughout the accommodation areas and at 85 per cent engine load, just 65dB is recorded.

EXPANSION OF TUGBOAT FLEET IN PORT OF MERSIN The growing trade at the Port of Mersin on Turkey’s southern coast has caused to expand tugboat fleet. Sanmar was secured the harbour towage contract in 2007 and has delivered M/Tug Ulupinar XVII to join its own operation at the Port. Sister vessels M/Tug Ulupinar XI and M/Tug Ulupinar XII are operating at the same port as well.

Measuring 24.40 m in length overall with a beam of 9.15 m, the vessel is a compact and agile tugboat powered by a tried and tested propulsion system comprising a pair of Caterpillar 3512B diesel engines, each developing 1,650hp at 1,800 rpm. These turn Rolls-Royce type US 155FP Z-drives with 2,000 mm diameter propellers inside Kort nozzles. This configuration gives a bollard pull of 45 tonnes and a free-running speed of 13 knots.

Römorkörlerde yaflam mahalleri olarak, tüm s›hhi alanlarda yerden ›s›tma da dahil tümü Kuzey Avrupa konfor ve kalite standartlar›na uygun iki adet tek kiflilik zabit kamaras›, iki adet çift ranzal› personel kamaras›, mutfak ve yemekhane bulunuyor. Yüzde 85 makine yükünde tüm yaflam mahallerinde gürültü seviyelerinin azalt›lmas›na yönelik al›nan önlemler sayesinde gürültü seviyesi sadece 65 dB civar›nda.

MERS‹N L‹MANI RÖMORKÖR F‹LOSU BÜYÜYOR Türkiye’nin güney k›y›s›nda bulunan Mersin Liman›’nda artan ticari faaliyetler, römorkör filosunun büyütülmesine yol açt›. Römorkaj hizmetleri konusunda limanla 2007 y›l›nda bir sözleflme imzalayan Sanmar, limanda kendi kullan›m›na yönelik olarak infla etti¤i M/Tug Ulupinar XVII’in teslimat›n› gerçeklefltirdi.

Kardefl römorkörler olan M/Tug Ulup›nar XI ile M/Tug Ulup›nar XII de ayn› limanda hizmet veriyor.

24.40 metre boya ve 9.15m ene sahip kompakt römorkör, her biri 1,800 devir/dakikada 1,650 HP güç üreten bir çift Caterpillar 3512B dizel makineden oluflan denenmifl ve test edilmifl bir tahrik sistemi sayesinde son derece çevik. Bu makineler, Kort nozullar içinde 2,000mm çap›nda kanatlara sahip Rolls-Royce tipi US 155FP Z pervaneleri döndürüyor. Bu konfigürasyon 45 tonluk bir çekme gücünün yan› s›ra 13 deniz mili serbest çal›flma sürati sa¤l›yor.

The tug has one single drum aft and one split drum forward winches, both of 100-ton brake load, fitted to ensure operational versatility. A towing hook and a set of towing pins are also fitted, together with a deck crane and a 600m3/hr fire monitor.

Römorkör operasyonel bir çok yönlülü¤ün temini için k›ç tarafta bir tek tamburlu, bafl tarafta ise bölünmüfl tamburlu olmak üzere her ikisi de 100 ton fren yüküne sahip vinçlerle donat›lm›fl.

Römorkör ayn› zamanda bir çekme kancas› ve bir dizi çekme pimlerinin yan› s›ra, bir güverte vinci ve 600m3/saat yang›n söndürme monitörüne de sahip.

11 of the Ulupinar series built so far have been exported.

Bugüne kadar infla edilen Ulup›nar serisi 11 römorkör ihraç edildi.

&

MARINE&COMMERCE OCAK 2014

&

061

KB IR SI AE

F

H AN B E R L E R E W S

Arkas Line and Yang Ming Join Forces Arkas Line ile Yang Ming Güçlerini Birlefltirdi rkas Line and Taiwanese public corporation Yang Ming develop joint services to become more effective in the Eastern Mediterranean market.

The commercial relationship between the two companies goes back some 18 years, and it has continued as a partnership since 2009. Recently, Lucien Arkas, Bernard Arkas and Frank Lu, President, Yang Ming, met in Taipei, capital of Taiwan. Parties adopted decisions to develop services to enable both groups to have more effective presence in the Eastern Mediterranean market. Within this framework, both companies will cooperate in two regular weekly services with ships operated by both parties.

The companies started to arrange services to Port of Ashdod in Israel with the Turkey-Israel Express (TIX) service, and to Port Said in Egypt with the Egypt Levant Express (ELX) by the beginning of January 2014.

A

Turkey’s exports to Israel

increased by 7 % to reach 1.17 billion dollars in the first half of 2013 compared to the same period in 2012.

Furthermore, approximately 52,000 TEU cargoes were carried to Port of Ashdod from ports in Turkey in 2012.

The regular weekly TIX Service provided using two vessels, one by Arkas Line and one by Yang Ming, follows the Port Said East/West - Istanbul (Haydarpasa) - Istanbul (Marport) - Gebze (Evyap) - Gemlik - Izmir Ashdod - Port Said East/West route. The second regular weekly service, Egypt Levant Express (ELX), follows the Port Said East/West - Mersin - Beirut - Port Said route.

According to the statistics relating to the foreign trade from Turkey to Lebanon and Egypt, approximately 16 thousand TEU cargoes were carried from Mersin to Beirut and Port Said, and 7 thousand TEU import cargoes were carried to Mersin in 2013.

rkas Line ile Tayvan Devlet flirketi olan Yang Ming, Do¤u Akdeniz pazar›nda daha etkin olmak amac›yla, ortak servisler gelifltiriyor. fiirketlerin 18 y›l önce acentelik ile bafllayan ticari iflbirlikleri 2009 y›l›ndan bu yana ortakl›k olarak sürdürülüyor. Geçti¤imiz günlerde Lucien Arkas, Bernard Arkas ve Yang Ming Yönetim Kurulu Baflkan› Frank Lu, Tayvan’›n baflkenti Taipei’de biraraya geldi. Her iki grubun Do¤u Akdeniz pazar›nda daha etkin var olmas› amac›yla, servislerin gelifltirilmesi yönünde kararlar al›nd›. Bu çerçevede; her iki flirket taraf›ndan iflletilen gemilerle düzenli olarak haftal›k verilen iki serviste iflbirli¤ine gidiliyor. Ocak ay› bafl›ndan itibaren Turkey Israel Express (TIX) servisi ile ‹srail’in Ashdod liman›na ve Egypt Levant Express (ELX) servisi ile de M›s›r’da Port Said’e gidilmeye baflland›.

A

Türkiye’nin ‹srail’e ihracat› 2013 y›l›n›n ilk yar›s›nda, 2012’nin ayn› dönemine göre yüzde 7 artarak 1.17 milyar dolar olarak gerçekleflti. Ayr›ca 2012 y›l›nda Türkiye limanlar›ndan ‹srail’in Ashdod liman›na yaklafl›k 52,000 teu yük tafl›nd›.

Arkas Line ve Yang Ming’in ifllettikleri birer gemi ile haftal›k verdikleri TIX servisi; Port Said Do¤u/Bat› - ‹stanbul (Haydarpafla) - ‹stanbul (Marport) - Gebze (Evyap) - Gemlik - ‹zmir -Ashdod - Port Said Do¤u/Bat› rotas›n› izliyor. ikinci servis Egypt Levant Express (ELX) ise haftal›k olarak Port Said Do¤u ve Bat› Mersin - Beyrut - Port Said Do¤u ve Bat› rotas›n› takip ediyor.

Türkiye’den Lübnan ve M›s›r’a yap›lan d›fl ticaret rakamlar›na göre 2013 y›l›nda Mersin’den Beyrut ile Port Said’e yaklafl›k 16 bin teu yük tafl›mas› gerçekleflirken, 7 bin teu ithalat yükü de Mersin’e tafl›nd›.

IDO Receives Award for “Obstacle-Free Seas” Project “Engelsiz Denizler” ‹çin ‹DO’ya Ödül DO (Istanbul Fast Ferries Co., Inc.) was awarded by the Federation of Hearing Impaired (IEF) for the company’s project named “Obstacle-Free Seas”, which aims to enable its personnel with direct contact with passengers to learn sign language, and to make improvements at terminals to enable people with disabilities to access the terminals conveniently.

I

the timetables in Braille alphabet for the visually impaired citizens.

Recently, IDO installed special equipment at the Yenikapi Terminal to enable disabled people to access the terminals conveniently, within the scope of the “Disabled-Friendly Ports” project.

IDO received the award at the “Turkey’s Firsts for the Hearing Impaired People Award Ceremony” that has been held for the second time this year. IDO also prepares

062

MARINE&COMMERCE JANUARY 2014

flitme engelli yolcular›na daha iyi hizmet verebilmek amac›yla, özellikle yolcularla do¤rudan temas halinde olan personelinin iflaret dili e¤itimleri almas›n› sa¤layan, ayr›ca terminallerinde engelli yolcular›n rahatl›kla terminale ulaflabilecekleri yenilenmeler yapan ‹DO, “Engelsiz Denizler” slogan›yla

‹

yürüttü¤ü bu çal›flmalar çerçevesinde, ‹flitme Engelliler Federasyonu (‹EF) taraf›ndan ödüllendirildi.

Federasyon’un bu y›l ikincisini düzenledi¤i “‹flitme Engelliler ‹çin Türkiye’nin ‹lkleri Ödül Töreni”nde ödüle lay›k görülen ‹DO ayr›ca, görme engelli vatandafllar›m›z› düflünerek, tarifelerini Braille alfabesinde de haz›rlat›yor.

“Engelli Dostu Liman” projesi kapsam›nda Yenikap› Terminali’nde engelli yolcular›n rahatl›kla terminale ulaflabilecekleri mimari yönlendirmelerle ekipmanlar›n kurulumu ise geçti¤imiz günlerde sa¤lanm›flt›.

RMK Marine Launched Asphalt Tanker RMK Tersanesi Asfalt Tankeri Denize ‹ndirdi

ne of the two sister tankers built by RMK Marine, Koc Holding’s subsidiary active in the commercial and naval ships and superyacht building industry, was launched on Friday, January 24, 2014.

The tankers are considered to be the first “largest asphalt tankers with cargo tanks independent from hull structure”. The launching ceremony held at RMK Marine’s yard in Tuzla was participated in by senior managers of Koc Holding, RMK Marine, and Ditas.

O

Built for Ditas, the first of two 19,000 dwt asphalt tankers is named T. ESRA and the other T. AYLIN. Powered by two-stroke 5,600 kW engines, T. ESRA and T.

AYLIN have a length of 156,5 meters, and a singlescrew propulsion system.

The ship has the capability of navigating 27 days without interruption at service speed, and can carry 18,000 m3 petroleum products (with flash point above 60 OC) and 250 OC asphalt in total of 12 heat-insulated tanks independent from the hull structure. The cargo section of the ship consists of double bottoms and double walls used as ballast tank, uninterrupted main deck, cargo tanks independent from the hull, and two large cargo pump rooms. With an overall eco-friendly design, the ship offers costefficiency, reliability, and flexibility.

K

156.5 metre boyunda ve tek pervaneli sevk sistemine sahip.

Ditafl için üretilen 19,000 dwt’luk iki adet asfalt tankerinden ilki T. ESRA, di¤eri T. AYL‹N ad›n› tafl›yor. Güçlerini iki zamanl›, 5,600 kW makineden alan T.ESRA ile T.AYL‹N,

Servis h›z›nda kesintisiz 27 gün sefer yapabilecek donan›mda olan gemi, tekne yap›s›ndan ba¤›ms›z 150mm ›s› izolasyonu yap›lm›fl 12 tankta, 18,000 m3 petrol ürünleri (parlama s›cakl›¤› 60 OC üzeri) ve 250 OC asfalt yüklerini tafl›yabiliyor.

Geminin kargo bölgesi balast tank› olarak kullan›lan çift dip ve çift cidar, kesintisiz ana güverte, tekneden ba¤›ms›z kargo tanklar› ve iki adet yük pompa dairesinden olufluyor.

Geminin genel tasar›m› çevreci, maliyet aç›s›ndan verimli, güvenilir ve esnek bir ürün elde etmeyi mümkün k›l›yor.

oç Holding’in ticari ve askeri gemi ile süperyat sektöründe faaliyet gösteren flirketi RMK Marine’in infla etti¤i, “tekne yap›s›ndan ba¤›ms›z yük tanklar›na sahip dünyada üretilen en büyük asfalt tankeri” oldu¤u belirtilen iki tankerden ilki, 24 Ocak 2014 Cuma günü denize indirildi. RMK Marine’in Tuzla’daki tersanesinde düzenlenen törene Koç Holding, RMK Marine ve Ditafl’›n üst düzey yöneticileri kat›ld›.

MARINE&COMMERCE OCAK 2014

063

KB IR SI AE

F

H AN B E R L E R E W S

GISBIR and Lloyd’s Register Hold Offshore Workshop G‹SB‹R ve Lloyd’s Register Offshore Semineri Düzenledi he workshop titled “Offshore Supply Vessels” organized jointly by the Turkish Shipbuilders’ Association (GISBIR) and Lloyd’s Register was held at Pendik Green Park Hotel on Wednesday, January 08, 2014.

T

The workshop that lasted approximately 2 hours was held in English and attended by GISBIR Vice Chairman of the Board of Directors Orhan Torlak; Members of the Board of Directors Ufuk Aksoy, Yunus Sonay; Vice Secretary General Ercan Ozokutucu; Lloyd’s Register Chairman of the General Committee for Turkey Sadan Kaptanoglu, LR Country Manager Engin Yazicioglu, Offshore Supply and Platform Supply Vessel Segment Director Fredrik Tholen, EMEA Region Consultancy Services Director Tony Field, as well as shipbuilders and figures from

asaran Shipbuilding Industry launched a special diving ship at the company’s Camburnu Shipyard. Built for a Danish company, the ship has been equipped with the stateof-the-art technology, and her construction lasted 2.5 years.

the maritime industry.

The presentation delivered by Fredrik Tholen dealt with current orderbooks for offshore supply and platform supply vessels around the world, major countries building these types of vessels, world fleets and operators owning these types of vessels, types of future ships, types of ships that will constitute a potential for shipbuilders, new ship designs, and use of LNG in shipping.

064

G‹SB‹R Yönetim Kurulu Baflkan Yard›mc›s› Orhan Torlak, Yönetim Kurulu Üyeleri Ufuk Aksoy, Yunus Sonay, Genel Sekreter Yard›mc›s› Ercan Özokutucu, Lloyd’s Register

Fredrik Tholen taraf›ndan gerçeklefltirilen sunumda offshore supply ve platform gemilerinin dünya genelinde infla durumlar›, inflan›n yap›ld›¤› bafll›ca ülkeler, dünya genelinde hangi iflletmecilerin ve ülkelerin filolar›nda bulundu¤u, yak›n gelecekte hangi tip gemilerde olaca¤› ve özellikle hangi tip gemilerin gemi infla sanayicileri için potansiyel teflkil edece¤i, yeni dizaynlar ve yak›t olarak LNG kullan›lmas› konular› ele al›nd›.

5 Million Dollar Special Diving Ship

B

In his speech he delivered at the launching ceremony, Mr. Hakan Basaran, owner of Basaran Shipbuilding Industry, provided information about the ship named “HBC ACHIEVER”, stating that ship was built for the Danish HBC company active in laying and repairing underwater cables for offshore wind energy plants. “The ship that has a length of 36 meters and a breadth of 11.5 meters has been designed in such a way that 32 divers can simultaneously work. There is a

ürkiye Gemi ‹nfla Sanayicileri Birli¤i (G‹SB‹R) ve Lloyd’s Register Marine iflbirli¤iyle düzenlenen “Offshore Supply Vessels’’ konulu seminer 8 Ocak 2014 Çarflamba günü Pendik Green Park Otel’de gerçeklefltirildi.

T

Türkiye Genel Komitesi Baflkan› fiadan Kaptano¤lu, LR Ülke Müdürü Engin Yaz›c›o¤lu, Offshore Supply ve Platform Supply Vessel Segment Müdürü Fredrik Tholen, EMEA Bölgesi Dan›flmanl›k Hizmetleri Müdürü Tony Field, gemi infla sanayicileri ve denizcilik sektörü mensuplar›n›n kat›l›m›yla ‹ngilizce gerçeklefltirilen seminer yaklafl›k 2 saat sürdü.

Özel Dalg›ç Gemisinin Maliyeti 5 Milyon Dolar 12m3 recompression chamber for treatment of decompression sickness, as well as an on board healthcare center. The captain transfers control of the entire ship that is built to world standards to a computer after anchoring, even while all propellers and engines are operating, to allow the ship to maintain her position using anchoring coordinates obtained from a satellite. Furthermore, the ship that has been equipped with state-of-the-art azimuth propellers has no helm. Propellers are capable of rotating 360 degrees on their own axes to control direction of the ship,” Mr. Basaran added.

MARINE&COMMERCE JANUARY 2014

aflaran Gemi Sanayi taraf›ndan Çamburnu Tersanesi’nde Danimarkal› bir flirket için teknolojinin son imkanlar›yla donat›larak infla edilen ve yap›m› 2.5 y›l süren özel dalg›ç gemisi denize indirildi.

B

Törende “HBC ACHIEVER” adl› geminin özellikleri hakk›nda bilgi veren firma sahibi Hakan Baflaran, HBC ACHIEVER’in aç›k denizlerdeki rüzgar santrallerinin su alt› kablolar›n›n döflenmesi ve tamirini gerçeklefltiren Danimarkal› HBC flirketi için yap›ld›¤›n› belirterek, “36 metre boyunda, 11.5 metre geniflli¤indeki ge-

mimiz, 32 dalg›c›n ayn› anda çal›flabilece¤i flekilde dizayn edildi. Ayr›ca vurgun olaylar›n›n tedavisi için 12 metreküplük bas›nç tüpü ve sa¤l›k merkezi bulunuyor. Dünya standartlar›nda infla edilen gemi demirledi¤inde kaptan tüm yönetimi bilgisayara b›rak›yor, tüm pervaneler ve motorlar çal›flsa bile gemi uydudan ald›¤› demirleme koordinat›ndan ayr›lm›yor. Ayr›ca ileri teknoloji ürünü azimut pervanelerle donat›lan gemide dümen bulunmuyor. Pervaneler kendi ekseni etraf›nda 360 derece dönerek gemiye yön veriyor” dedi.

GLI Increases Shares In Ports of Barcelona & Bar GL‹ Barcelona ve Bar Limanlar›ndaki Hisselerini Artt›rd› lobal Ports Holding (GLI), a 100% subsidiary of Global Investment Holding, had acquired the Port of Barcelona, the biggest passenger port in Europe with 1.8 million passenger capacity, and 23% share in Creusers in November 2013 via Barcelona Port Investments, S.L. (BPI), in which the company is a partner with Royal Caribbean Cruises. In the last days of 2013, the company increased its total share in Creusers to 43% after acquiring 20% more shares in Creusers via BPI. Creusers also owns the majority interest in the company operating the Port of Malaga, and the minority interest in the company operating the Port of Singapore.

Barcelona

G

GLI also acquired 62% share in the tender, in which it was contracted the repair, financing, operating and maintenance rights for a period of 30 years for a cargo terminal located in the Bar city of Montenegro, as a result of the tender held by the Montenegro Ministry of Transport and Maritime Affairs and Montenegro Port Authority at the same time.

The share price was announced to be Euros 8,071,700.

Global Ports Holding’s CEO Mr. Saygin Narin pointed out that they entered a new era import operations after inclusion of Port of Barcelona in GLI’s portfolio, stating that GLI had focused on growth for the last three years. Also stating that the port

Liman›’n›n

GL‹

portföyüne kat›lmas›yla limanc›l›kta yeni bir döneme girdiklerine dikkat çeken Global Liman ‹flletmeleri CEO’su Sayg›n Narin, GL‹’nin son üç y›ld›r organik büyümeye odakland›¤›n› ifade etti. Türkiye’de 2010’dan beri iflletti¤i limanlar›n entegrasyonu sürecinin de tamamland›¤›n› söyleyen Narin böyleintegration process that had started back in 2010 in Turkey was completed, Narin said they started a new process to achieve the target to become one of top commercial port operators in the region, and the biggest cruise port in the world. Narin also said that that they acquired 62% of the Port of Bar in Montenegro within that framework, pointing out that the company’s total passenger traffic reached 3.5 million as of end of 2013, after inclusion of Port of Barcelona, Port of Malaga, and Singapore Passenger Port. “We are the only port operator to own three major ports, both commercial and passenger, in Turkey. We have renewed the efficiency, system and marketing processes in all ports we operate in Turkey.

Integration of three ports has been completed. Following these processes, we focused on inorganic growth. We want to add new ports within and out of country in our portfolio.

Within the framework of this strategy, we have acquired 62% share in the Port of Bar,” Mr. Narin added.

lobal Yat›r›m Holding’in %100 ifltiraki olan Global Liman ‹flletmeleri (GL‹), Royal Caribbean Cruises’la birlikte ortak olduklar› Barcelona Port Investments, S.L (BPI) vas›tas›yla, Avrupa’n›n en büyük yolcu liman› olan 1.8 milyon yolcu kapasiteli Barselona Liman›’n› ve Creuers’›n %23 hissesini 2013 Kas›m ay›nda devralm›flt›. 2013’ün son günlerinde ise, BPI vas›tas›yla Creuers’›n %20 hissesini daha devralarak, Creuers’indeki toplam pay›n› %43’e ç›kard›.

Creuers ayn› zamanda Malaga Liman›’n› iflleten flirketin ço¤unluk hissesi ile Singapur Liman›’n› iflleten flirketin de az›nl›k hisselerine sahip.

G

GL‹ ayn› tarihlerde ayr›ca, Karada¤ Ulaflt›rma ve Denizcilik ‹flletmeleri Bakanl›¤›yla Karada¤ Liman ‹daresi taraf›ndan düzenlenen ihale sonucunda da Karada¤’›n Bar flehrinde bulunan yük terminalinin 30 y›l boyunca onar›m, finansman, iflletim ve bak›m hakk›n› kazand›¤› ihalenin 62% oran›ndaki hissesini devrald›. Hisse bedeli 8,071,700 euro olarak aç›kland›.

likle, bölgenin say›l› ticari liman iflletmecilerinden biri ve dünyan›n en büyük kruvaziyer liman› olma yolundaki hedeflerinde dü¤meye bast›klar›n› belirtti. Bu çerçevede Montenegro Bar Liman›’n›n %62’sini de sat›n ald›klar›n› söyleyen Narin, Barcelona Liman›, Malaga Liman› ve Singapur Yolcu Liman›n›n da GL‹’nin portföyüne eklenmesiyle toplam yolcu trafi¤inin 2013 y›l› sonu itibariyle 3.5 milyona ulaflt›¤›n›n alt›n› çizdi ve; “Hem yolcu hem de ticaret alan›nda Türkiye’nin üç önemli büyük liman›na sahip tek liman operatörüyüz. Türkiye’de iflletti¤imiz limanlar›m›zda verimlilik, sistem ve pazarlama süreçlerini yeniledik. Üç liman›m›z›n birbiri aras›ndaki entegrasyonunu da tamamlad›k. Bu süreçlerin ard›ndan inorganik büyümeye odakland›k. Yurtiçi ve yurtd›fl›nda yeni limanlar› portföyümüze eklemek istiyoruz. Bu strateji çerçevesinde Bar Liman›’n›n %62 hissesinin al›m›n› tamamlad›k.” dedi.

MARINE&COMMERCE OCAK 2014

065

KB IR SI AE

F

H AN B E R L E R E W S

Turkey Also Has A P&I Now Art›k Türk P&I’› da Var urk P&I Sigorta A.S. (Turkish P&I Insurance, Inc.) secured its place among P&I insurers, the number of which is limited even all around the world. Having started its activities as a marine liability insurer, the company consists of a partnership among Gunes, Halk and Ziraat Insurance companies, as well as Omur Marine, Metropole and Vitsan companies as P&I correspondent. The P&I correspondents correspond to 50% of the capital. Turk P&I will provide assurance up to 500 million dollars per incident.

Furthermore, one member of the board of directors will be designated by the Turkish Ministry of Transport, Maritime Affairs and Communications.

Reassurance of the company will be undertaken by Standard Club.

T

Stating that the company was basically established to meet the requirement that arose after the authorities had made liability insurance obligatory for ships above 300 GRT, General Manager Ufuk Teker said pricing would be at levels close to those of the similar deductible insurances. Stating that their primary priority was to become a major insurance company by extending their portfolio within Turkey, Mr. Teker said they were planning to build the infrastructure required for opening to the international operations within 1.5 years. The company that will operate on the basis of fixed premium principle will provide services to vessels flying the Turkish flag, but in case of a risk, all affected parties will be secured under the insurance coverage.

ürk P&I Sigorta A.fi., dünya çap›nda bile k›s›tl› say›da bulunan P&I sigortac›lar› aras›ndaki yerini ald›. Deniz sorumluluk sigortac›s› olarak faaliyete geçen flirket; devlet destekli Günefl, Halk ve Ziraat Sigorta ile P&I muhabiri Ömür Marine, Metropole ve Vitsan flirketlerinin ortakl›¤›ndan oluflan bir yap›ya sahip. Muhabir firmalar›n sermayenin yüzde 50’sini karfl›lad›¤› Türk P&I olay bafl›na 500 milyon dolara kadar güvence sa¤layacak. Ayr›ca yönetim kuruluna bir üyenin de Ulaflt›rma, Denizcilik ve Haberleflme Bakanl›¤›’nca belirlenece¤i aç›klanan kurumun reasürans›n› Standart Club üstlenecek.

T

fiirketin temel olarak 300 grt’nin üzerindeki deniz tafl›t-

lar›nda sorumluluk sigortas›n›n zorunlu hale getirilmesiyle do¤an ihtiyac› karfl›lamak üzere kuruldu¤unu ifade eden Genel Müdür Ufuk Teker, ücretlendirmenin benzer tenzili muhalefet sigortalar› ile yak›n seviyelerde olaca¤›n› aç›klad›. Öncelikli hedeflerinin yurtiçinde portföyü geniflleterek söz sahibi bir sigorta flirketine dönüflmek oldu¤unu vurgulayan Teker, 1.5 y›l içinde uluslararas› operasyonlara aç›labilmek için gerekli altyap›ya sahip olmay› planlad›klar›n› bildirdi. Sabit prim esas›na göre çal›flacak flirket, Türk bayrakl› gemilere hizmet verecek ancak herhangi bir riziko durumunda ma¤dur olan tüm taraflar teminat kapsam›nda güvence alt›nda olacak.

A. Deniz Eraydin Restores Confidence Unanimously A. Deniz Erayd›n Oybirli¤i ‹le Güven Tazeledi he Turkish Bunker Association held an Extraordinary General Assembly on January 22, upon requests and attempts of Yesim Muhtaroglu, Cem Ozoral and Sibel Buyuk, members of the board of directors of the association in the previous period, demanding termination of the legal term of office of the Chairman one year earlier. “Vote of confidence” was given for the Chairman Ali Deniz Eraydin to enable him to continue to hold his office unanimously during the General Assembly that was

T

066

ve giriflimleri üzerine 22 Ocak’ta Ola¤anüstü Genel Kurul düzenlendi. Tüm üyelerin kat›ld›¤› Kurulda, oybirli¤i ile baflkan Ali Deniz Erayd›n’a göreve devam etmesi için “Güven oyu” verildi.

participated in by all members.

Having restored confidence, A. Deniz Eraydin, Chairman of the Board of Directors of the Turkish Bunker Association sent a thank-you message to the members of the Association after the Extraordinary General Assembly. The Conciliation Commission formed by the Chairman A. Deniz Eraydin for the purpose to protect the industrial solidarity and to prevent polarization in the industry consists of Mustafa Yilmaz, Bekir Yildiz, I. Cem Ozoral and Yesim Muhtaroglu.

MARINE&COMMERCE JANUARY 2014

A.Deniz Erayd›n

emi Yak›t ‹kmalcileri Derne¤i’nin geçen dönemki üç yönetim kurulu üyesi, Yeflim Muhtaro¤lu, Cem Özoral ve Sibel Büyük’ün dernek baflkan›n›n yasal görev süresini bir y›l erken sonland›rmak yönündeki talepleri

G

Güven tazeleyen Gemi Yak›t ‹kmalcileri Derne¤i Yönetim Kurulu Baflkan› A. Deniz Erayd›n Ola¤anüstü Genel Kurul sonras› dernek üyelerine bir teflekkür mesaj› gönderdi. Baflkan A. Deniz Erayd›n’›n, sektörel dayan›flman›n zedelenmemesi ve kutuplaflmalar›n önüne geçilmesi ad›na oluflturdu¤u yeni Gemi Yak›t ‹kmalcileri Derne¤i “Uzlaflma Yönetimi”nde; Mustafa Y›lmaz, Bekir Y›ld›z, ‹.Cem Özoral ve Yeflim Muhtaro¤lu yer al›yor.

Subscription form // Abone formu Name, Surname // Ad›, Soyad› : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Title // Ünvan› : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Company // Firma : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Address // Adres : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............................................................... ...............................................................

Post/Zip Code // Posta Kodu: . . . . . . . . . . . . . City // fiehir : . . . . . . . . . . . . . . . .

Country // Ülke : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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

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

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

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

Please transfer the annual subscription fee (EUR 250 for abroad or TRY 200 for Turkey to the account below) to the account TR74 0006 2000 4010 0009 0964 69 at Garanti Bank Levent Branch, the beneficiary name: Dildar Tanitim Halkla Iliskiler ve Turizm Ltd. Sti. and send this form as well as the transaction receipt.

Y›ll›k abonelik ücreti olan 200 TL’nin Garanti Bankas› Levent fiubesi IBAN TR83 0006 2000 4010 0006 2008 57 numaral› flirketimize ait hesaba yat›r›lmas›n› ve makbuz kopyas›n›n bu formla birlikte taraf›m›za ulaflt›r›lmas›n› rica ederiz.

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

Tel: +90 212 259 70 10 (pbx) / 280 41 41 E-mail: info@marineandcommerce.com Web: www.marineandcommerce.com MARINE&COMMERCE OCAK 2014

067

SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad› Acs Diamond Adam Aoyama Azure Sky Bao Yun Da Barbara Cape Don Carl Oldendorff Centrans Eternal Centrans Rhythm Qingdao Beihai BC180-26 Qingdao Beihai BC180-30 CS Solaris Cynthia Pioneer Daniela Bolten Dietrich Oldendorff Duncan Bay Dyna Crane Eilhard Schulte Eternal Fortune Far Eastern Venus Federal Agno Giannutri Montecristo Global Triumph Glory Advance Grand Clipper Grand Diva Hanji Istanbul HB Angel HB Phoenix Ikan Serong Jinhai J0021 Jinling 408 Jinling 409 Jinling 410 Jinling 411 Jolbos Ocala JS Bandol Kalypso Maja Marine Prosperity Maro L Maxima Medi Kobe Michele D’Amato Mineral Pearl Nikkei Phoenix Orient Rise Pacific Challenger Pacific Chikusa Pacific Crystal Pretty Master San Teodoro Sea Peace Selga Spiliani St. Andrew

Type bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk

068 MARINE&COMMERCE JANUARY 2014

DWT 53,299 1,377 56,013 45,712 5,769 5,910 30,537 31,642 180,000 180,000 180,000 180,000 28,492 23,641 23,641 63,500 28,414 55,705 48,913 27,776 53,487 29,645 55,660 55,675 72,870 171,039 168,146 76,596 27,369 81,728 81,728 56,023 176,000 64,000 64,000 64,000 64,000 29,106 28,960 57,970 74,000 56,733 73,326 40,048 11,104 75,924 76,440 81,545 45,635 56,700 149,210 16,870 264,158 82,000 29,462 46,786 3,185 43,245 41,455

Built // ‹nfla 2005 1988 2006 1995 1996 1997 2002 2002 2013 2013 2014 2014 2001 2009 2008 2013 2006 2006 1999 1999 2006 1985 2012 2011 1996 1996 1996 2007 1997 2013 2013 2006 2014 2014 2014 2014 2014 1994 1994 2010 1997 2011 2001 1985 2007 2001 2005 2013 2002 2010 1995 2000 1994 2013 1985 2000 1984 1994 1996

China UK Japan Japan Japan Turkey China Japan China China China China Japan Japan Japan China Japan Japan Japan Japan Japan Japan Korea Korea China Japan Korea Japan Korea China China Japan China China China China China China China China Japan China Japan Japan China Japan Japan China Japan China China Japan Japan China Japan Japan Germany Korea Bulgaria

USD 14,900,000 300,000 21,900,000 8,500,000 1,500,000 1,000,000 9,000,000 14,000,000 48,000,000 48,000,000 48,000,000 48,000,000 13,000,000 15,000,000 14,000,000 31,000,000 15,500,000 21,400,000 12,700,000 10,600,000 20,000,000 3,250,000 28,000,000 28,000,000 8,000,000 10,000,000 14,500,000 21,750,000 8,700,000 25,000,000 25,000,000 22,700,000 46,500,000 30,250,000 30,250,000 30,250,000 30,250,000 6,000,000 6,000,000 22,500,000 11,300,000 19,200,000 16,000,000 4,000,000 6,750,000 15,300,000 22,800,000 26,000,000 16,000,000 21,000,000 12,000,000 5,000,000 16,000,000 24,000,000 4,000,000 14,000,000 680,000 7,300,000 6,800,000

Buyer // Al›c› Undisclosed Undisclosed Far East Greece Undisclosed Russia Undisclosed Undisclosed Greece @ Greece @ Greece @ Greece @ Undisclosed Greece Undisclosed Greece Greece Greece Greece Undisclosed Undisclosed Undisclosed Undisclosed Undisclosed China China Undisclosed Italy Undisclosed Undisclosed Europe Undisclosed Greece Greece @ Greece @ Greece @ Greece @ Undisclosed Undisclosed Undisclosed Korea Greece Greece Egypt Germany Undisclosed Undisclosed Greece Greece Undisclosed China USA Singapore Undisclosed Undisclosed Greece Undisclosed Greece Undisclosed

@ @

@ @

SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad› Stella Becrux Super Adventure Tao Triumph Thunderbird Bulker Toucan Bulker Tiger Di Tiger Tian Tina A Trave Zella Oldendorff Buxhill Cap Salinas Carlotta Star Carolina Star Celina Star Cristina Star Merkur Star Arctic Gas Championship Devon Monsoon Abu Dhabi Star Algeciras Spirit Almi Sky Anna Victoria Bow Mate BW Nysa Clipper Karina Clipper Kate Eastern Jubilee Elegant Victoria Emirates Star Hero Kim Jacob Luxembourg Manon Mirabeau Mykines Neptune Glory Niker Noemi Nord Oriental Zinnia Rui Xiang Run Ze Saturn Glory Saturnus Seamaster Senatore Theresa Crystal Tordis Knutsen Turid Knutsen Valbrenta Valdarno Valfoglia Vallesina Valconca Valpiave Wilsky @: enbloc

Type bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk cont cont cont cont cont cont cont lpg lpg lpg lpg tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker tanker

DWT 80,328 28,630 23,604 57,991 57,991 58,000 58,000 42,700 75,320 50,326 23,465 57,500 40,017 40,125 40,059 39,978 39,626 23,256 6,618 53,010 3,814 51,069 160,250 157,787 74,999 6,001 299,543 11,300 11,300 6,135 74,999 51,099 156,532 159,211 299,150 17,500 17,500 17,500 299,127 5,850 72,700 105,336 14,045 9,046 9,046 298,982 8,490 109,266 72,700 46,842 123,848 22,000 109,000 109,000 109,000 109,000 109,060 109,060 164,787

Built // ‹nfla 2011 1996 1997 2011 2011 2013 2013 1997 2001 2001 1995 2013 2000 2000 2001 2001 1995 1993 2001 2010 1989 2008 2000 2012 2004 1999 2000 2006 2006 2003 2007 2008 2011 1998 1999 2008 2009 2008 1998 2005 2004 1998 2002 2011 2011 1998 1990 2006 2004 1993 1993 1993 2009 2009 2009 2009 2009 2010 2009

Korea Japan Japan Japan Japan China China Japan Korea Japan Germany China Korea Korea Korea Korea Germany Korea Japan Japan Japan Korea Korea Korea Korea Poland Korea Korea Korea Japan Japan Korea China Korea Korea Korea Korea Korea Korea Turkey Korea Korea Japan China China Korea Sweden China Korea Korea Spain Spain China China China China China China Korea

USD

Buyer // Al›c›

29,500,000 7,500,000 7,000,000 24,500,000 24,500,000 26,000,000 26,000,000 10,500,000 16,300,000 15,300,000 4,000,000 43,500,000 15,000,000 15,000,000 15,000,000 15,000,000 6,500,000 20,000,000 11,000,000 78,000,000 2,000,000 28,000,000 17,900,000 55,000,000 22,000,000 6,800,000 32,000,000 11,500,000 11,500,000 8,500,000 27,000,000 28,000,000 51,500,000 13,000,000 28,000,000 18,000,000 18,000,000 18,000,000 23,150,000 7,000,000 22,000,000 9,800,000 11,700,000 18,650,000 18,650,000 23,000,000 4,000,000 24,000,000 22,000,000 8,000,000 8,150,000 7,000,000 30,000,000 30,000,000 30,000,000 30,000,000 28,000,000 28,000,000 42,000,000

Undisclosed Greece Undisclosed Switzerland @ Switzerland @ Undisclosed @ Undisclosed @ Denmark Greece Undisclosed Undisclosed Germany Greece @ Greece @ Greece @ Greece @ Undisclosed India Singapore China Panama Undisclosed Greece Greece Greece Undisclosed - St. Steel Undisclosed Korea @ Korea @ Korea Greece Undisclosed Greece Undisclosed Undisclosed Undisclosed @ Undisclosed @ Undisclosed @ Undisclosed Italy - Auction Sale Greece Europe Europe - St. Steel China @ - St. Steel China @ - St. Steel Singapore Russia Greece Greece India Undisclosed Nigeria Canada @ Canada @ Canada @ Canada @ Undisclosed @ Undisclosed @ US

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 Shipping 01.2014

MARINE&COMMERCE OCAK 2014

069

SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI NEWBUILDING CONTRACTS - YEN‹ ‹NfiA SÖZLEfiMELER‹ Yard - Tersane Bohai SB Bohai SB Imabari Jinling Jinling Penglai Qingdao Beihai Yangfan Yangfan Yangfan Yanzhou Dayang CSBC DSME Hudong Samsung HHI HHI Hyundai Mipo Hyundai Mipo Hyundai Samho Minami Nippon New Times New Times

Type - Tipi

Size (units) - Boyut (adet)

bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk cont cont cont cont tanker tanker tanker tanker tanker tanker tanker tanker

250,000 dwt (x2) 210,000 dwt (x2) 63,000 dwt (x3) 64,000 dwt (x4) 64,000 dwt (x4) 82,000 dwt (x2+2) 180,000 dwt (1+1) 64,000 dwt (x2) 64,000 dwt (x2) 39,000 dwt (x4) 82,000 dwt 1,800 TEU (x2) 10,000 TEU (x6+4) 9,400 TEU (x4) 14,000 TEU (x5) 160,000 dwt (x2) 300,000 dwt 39,000 dwt 50,000 dwt (x3+3) 160,000 dwt (x2) 50,000 dwt (x3) 74,000 dwt (x2) 74,000 dwt (x2)

Delivery // Teslimat 2016 2017 2017 2015 2014 2016 2015/2016 2015 2016 2016 2016 2015 2016 2016 2016/2017 2016 2016 2015 2016 2016 2016 2016 2016

USD 63,000,000 53,500,000 28,700,000 26,000,000 30,200,000 27,000,000 55,000,000 28,000,000 28,600,000 22,500,000 29,000,000 25,000,000 90,000,000 90,000,000 116,000,000 67,000,000 92,700,000 35,000,000 44,000,000 67,000,000 44,000,000 42,000,000 42,000,000

Buyer - Al›c› Oak Hyundai Merchant Marine Wisdom Marine Sinotrans Shipping Thenamaris Laskaridis Bao Island Enterprises Baltic Trading D’ Amico Polstream Diana Shipping Hydra Shipping Zodiac COSCO Costamar Diamond S Shipping DHT Holdings Top Ships Westfal - Larsen Unknown MOL Larine Tankers Odfjell

DEMOLITION SALES - HURDA SATIfiLARI Vessel Name - Gemi Ad› Berge Phoenix Bin Hai No. 1 Carpio Cathay Morski DD Vigor Fortune Cloud Fujisan Maru Green Ocean 1 Hong Wang 1 Kai Star Sea Grace Sunny Sailor Yun Tong APL Kennedy APL Spinel Cashel Filippi C Kapitan Artyukh Leuc Maersk Dartford Maersk Miama Maersk Trapani MSC Tanzania Neddloyd Oceania Nedlloyd Africa Nedlloyd America Nedlloyd Honshu Spinel Xiang Kai Yang Pu Wan Zhuang He Filippa C Ocean Countess Vinni Guadalupe Victoria II Halifax Lazaro Cardenas Motilal Nehru Nuevo Pemex I Southern Juice Xiang Fu Men @: enbloc

Type - Tipi bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk cont cont cont cont cont cont cont cont cont cont cont cont cont cont cont cont cont cont mpp roro roro tanker tanker tanker tanker tanker tanker tanker

DWT 290,793 64,048 69,703 39,055 42,069 34,070 16,883 43,381 37,667 31,793 157,600 149,498 61,537 54,665 66,511 50,420 14,100 9,141 59,283 59,283 55,238 21,238 63,551 46,985 50,620 50,620 55,238 66,511 19,207 9,509 33,240 14,245 3,062 9,389 45,350 29,753 45,350 94,540 42,202 25,950 20,586

Built // ‹nfla 1986 1991 1989 1984 1985 1983 1976 1984 1984 1982 1994 1990 1992 1988 1996 1991 1991 1986 1992 1993 1994 1990 1997 1992 1992 1992 1995 1996 1985 1984 1985 1991 1976 1994 1983 1992 1982 1990 1987 1983 1988

USD/LDT 433 445 442 430 440 415 441 430 425 430 350 442 350 453 454 452 465 448 452 444 450 351 477 444 444 450 444 454 335 335 340 445 303 468 162 300 90 440 114 437 420

LDT 38,462 13,045 10,019 6,982 8,139 7,423 5,335 8,168 7,339 6,141 20,037 18,464 11,843 22,400 21,574 20,400 6,648 5,000 19,441 19,631 23,800 7,817 18,646 17,600 16,000 20,447 23,857 21,575 6,373 4,294 8,756 6,648 9,229 10,524 10,890 7,077 10,890 17,037 10,890 8,017 8,190

Buyer - Al›c› India Bangladesh Bangladesh India Bangladesh Bangladesh India Bangladesh Bangladesh Bangladesh China Bangladesh China Singapore India India India Bangladesh India India India Turkey India India India India India India - As is S’pore China China China India Turkey India As is WC Mexico Pakistan As is WC Mexico India As is WC Mexico Bangladesh India

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 Shipping 01.2014

070 MARINE&COMMERCE JANUARY 2014

MARITIME EVENTS DEN‹ZC‹L‹K ETK‹NL‹KLER‹ Date 23-24.01.2014 28-29.01.2014 05-06.02.2014 05-06.02.2014 05-07.02.2014 10-12.02.2014 11-12.02.2014 15-23.02.2014 18-19.02.2014 20-21.02.2014 25.02.2014 26-27.02.2014 27.02.2014 27-28.02.2014 03.03.2014 06.03.2014 06-06.03.2014 10-13.03.2014 10-13.03.2014 12.03.2014 18-20.03.2014 19.03.2014 19-21.03.2014 19-21.03.2014 25-28.03.2014 27-28.03.2014 06-11.04.2014 08-09.04.2014 08-09.04.2014 09-10.04.2014 09-10.04.2014 09-11.04.2014 09-11.04.2014 23-24.04.2014 29-30.04.2014 30.04.2014 30.04-04.05.2014 13-15.05.2014 15.05.2014 20-21.05.2014 20-22.05.2014 21.05.2014 21-22.05.2014 21-22.05.2014 21-22.05.2014 22.05.2014 28.05.2014 02-04.06.2014 02-06.06.2014 03-05.06.2014 10-12.06.2014 11-12.06.2014 17-19.06.2014 24-26.06.2014 12-14.08.2014 03-04.09.2014 09-12.09.2014 17-18.09.2014 23.09.2014 01-03.10.2014 03-05.10.2014 07-08.10.2014 14-15.10.2014 15.10.2014 15.10.2014 23-24.10.2014 28-29.10.2014 30.10-03.11.2014 04-06.11.2014 04-06.11.2014 10-13.11.2014 18-20.11.2014 25-27.11.2014

Name th

8 Indian Ocean Ports and Logistics 2014 Port Finance International’s African Ports Opportunities 2014 LNG Shipping Conference 2014 5th Annual Digital Ship Hamburg Conference and Exhibition Seatec 2014 Arctic Technology Conference Container Handling Technology Istanbul 2014 CNR Avrasya Boat Show China Maritime 2014 Ro-Ro Shipping Conference 2014 1st Mare Forum Dubai 2014 SMM Istanbul Marine Money German Ship Finance Forum 6th Intermodal Asia 2014 8th Mare Forum USA 2014 Marine Money Gulf Ship Finance Forum LNG Fuel Forum North America Seatrade Cruise Shipping Miami 2014 EWEA Wind Energy Conference and Exhibition Offshore Shipping Investment Conference Green ShipTechnology Conference 2014 Hong Kong Ship Finance Forum Asia Pacific Maritime 2014 China International Marine Technology & Equipment Exhibition OTC Asia 12th Intermodal Africa 2014 Singapore Maritime Week TOC Container Supply Chain: Asia European Offshore & Energy 2014 4th Scandinavian Shipping & Ship Finance Conference 2014 16th Clobal Liner Shipping Conference Sea Japan 2014 Offshore Mariculture Conference 2014 2nd Med Ports 2014 Subsea Vessels Europe 6th Mare Forum Indonesia 2014 33rd International Istanbul Boat Show Europort Romania 10th Mare Forum Italy 2014 Port Finance International Istanbul 2014 MAST (Maritime Systems and Technology) EurAsia 2014 11th Marine Money Istanbul Ship Finance Forum 10th Trans Middle East 2014 All-Energy 2014 36th Propulsion & Emissions Conference Norway Ship & Offshore Finance Forum 4th Blue Shipping Summit 2014 ICOMIA World Marinas Conference 2014 Posidonia 2014 Energy Ocean Sea Work 2014 Commercial Marine Exhibition & Forum 12th ASEAN Ports and Shipping 2014 Marine Money Week TOC Europe 2014 11th Navalshore 2014 3rd Black Sea Ports and Shipping 2014 SMM Hamburg 2014 IMPA London 2014 - Exhibition & Conference Superyacht Finance Forum TRANSTEC 2014 - The Big Ports and Shipping Event for Russia International Workboat Show 2014 AWEA Offshore Windpower 2014 Conference & Exhibition Dynamic Positioning Conference 2014 Brazil Offshore Finance Forum Greek Ship Finance Forum 12th Intermodal Africa South 2014 Offshore Energy 2014 55th Fort Lauderdale International Boat Show Deepwater Operations 2014 IBIA Annual Convention 2014 ADIPEC 2014 International Petroleum Exhibition & Conference METS 2014 Marine Equipment Trade Show Gas Fuelled Ships Conference 2014

072 MARINE&COMMERCE JANUARY 2014

Place Mauritius, Indian London, UK Piccadilly, London Hamburg, Germany Carrara, Italy Houston, Texas, USA Istanbul, Turkey Istanbul, Turkey Hong Kong, China Gothenburg, Germany Dubai, UAE Istanbul, Turkey Hamburg, Germany Melbourne, Australia Washington DC, USA Dubai, UAE Miami, USA Miami, USA Barcelona, Spain Oslo, Norway Oslo, Norway Hong Kong, China Singapore Beijing, China Kuala Lumpur, Malaysia Lagos, Nigeria Singapore Singapore Birmingham, UK Copenhagen, Denmark Hamburg, Germany Tokyo, Japan Naples, Italy Marrakech, Morocco Oslo, Norway Jakarta, Indonesia Istanbul, Turkey Constanta, Romania Rome, Italy Istanbul, Turkey Istanbul, Turkey Istanbul, Turkey Doha, Qatar Aberdeen, UK Hamburg, Germany Oslo, Norway Athens, Greece Istanbul, Turkey Athens, Greece New Jersey, USA Southampton, UK Jakarta, Indonesia New York, USA London, UK Rio de Janeiro, Brazil Istanbul, Turkey Hamburg, Germany London, UK Monaco St Petersburg, Russia New Orleans, USA New Jersey, USA Houston, USA Rio de Janeiro, Brazil Athens, Greece Durban, South Africa Amsterdam, The Netherlands Fort Lauderdale, USA Galveston, Texas, USA Hamburg, Germany Abu Dhabi, UAE Amsterdam, The Netherlands Stavanger, Norvey

Website www.transportevents.com www.portfinanceinternational.com www.informamaritimeevents.com www.thedigitalship.com www.sea-tec.it www.arctictechnologyconference.org www.portfinanceinternational.com www.cnravrasyaboatshow.com www.chinamaritime-expo.com www.informamaritimeevents.com www.mareforum.com www.smm-istanbul.com www.marinemoney.com www.transportevents.com www.marinemoney.com www.marinemoney.com www.informamaritimeevents.com www.cruiseshippingmiami.com www.ewea.org www.informamaritimeevents.com www.informamaritimeevents.com www.marinemoney.com www.apmaritime.com www.chinamaritime.com.cn www.otcasia.org/2014 www.transportevents.com www.smw.sg www.tocevents-asia.com www.europeanoffshoreenergy-expo.com

www.informamaritimeevents.com www.globallinershipping.com www.seajapan.ne.jp/en www.offshoremariculture.com www.transportevents.com www.informamaritimeevents.com www.mareforum.com www.boatshow.com.tr www.europort.nl/en www.mareforum.com www.portfinanceinternational.com www.mastconfex.com www.marinemoney.com www.transportevents.com www.all-energy.co.uk www.motorship.com/gfsconference www.marinemoney.com www.mareforum.com www.metstrade.com www.posidonia-events.com www.energyocean.com www.seawork.com www.transportevents.com www.marinemoney.com www.tocevents-europe.com www.navalshore.com.br www.transportevents.com www.hamburg-messe.de/smm www.impalondon.com www.marinemoney.com www.neva.transtec-neva.com www.workboatshow.com www.awea.org www.dynamic-positioning.com www.marinemoney.com www.marinemoney.com www.transportevents.com http://offshore-energy.biz www.showmanagement.com www.deepwateroperations.com www.ibia.net www.adipec.com www.metstrade.com www.motorship.com/gfsconference