marine&commerce 0314 by marine&commerce

YILPORT: TOP 10 IN A DECADE

ISSN: 1305-2918

YEAR // YIL: 10 ISSUE // SAYI : 111 MARCH // MART 2014 PRICE: EURO 20 // F‹YATI: 20 YTL

YILPORT: 10’DA 10

CANAL INVESTMENTS SPEED UP KANAL YATIRIMLARI HIZLANDI

STEEL: A KEY DRIVER OF THE WORLD’S ECONOMY

ÇEL‹K: DÜNYA EKONOM‹S‹N‹N D‹NAMOSU

HELLO // MERHABA

Looking for a “Scape Goat”... I love this quote by William Arthur Ward; “The pessimist complains about the wind; the optimist expects it to change; the realist adjusts the sails.” I belong to the realist group. But, I must admit that constantly facing the reality is extremely tiring, and mostly boring. Because, being realist means that you have no ‘scape goats’; you have an invisible packing needle in your hand, ready to thrust it into yourself, and take the risk of getting riddled... It means knowing the masks worn by people well... Bridling your dreams, holding yourself down to be well-controlled... And, most importantly, it means that you always analyze and think about things in all aspects... Tiring, but unfortunately, it is a necessary... “A man feared his wife wasn’t hearing as well as she used to and he thought she might need a hearing aid. Not quite sure how to approach her, he called the family Doctor to discuss the problem. The Doctor told him there is a simple informal test the husband could perform to give the Doctor a better idea about her hearing loss. “Here’s what you do,” said the Doctor, “stand about 40 feet away from her, and in a normal conversational speaking tone see if she hears you. If not, go to 30 feet, then 20 feet, and so on until you get a response.” That evening, the wife is in the kitchen cooking dinner, and he is in the den. He says to himself, “I’m about 40 feet away, let’s see what happens.” Then in a normal tone he asks, “Honey, dildar@dildarpr.com what’s for dinner?” No response. So the husband moves to closer to the kitchen, about 30 feet from his wife and repeats, “Honey, what’s for dinner?” Still no response. Next he moves into the dining room where he is about 20 feet from his wife and then about 10 feet away, asks again, he gets no response. So he walks right up behind her, “Honey, what’s for dinner?”. “Dear, for the fifth time I’ve said, chickeeeen!” she replies.” Dildar Ünde¤er

This is a very ordinary example which can never be experienced by those who carry a packing needle in hand. If everyone looks for the problem in others, how can we find the solution? Isn’t that so? May the sea and the “marine&commerce” always fill your life...

“Günah Keçisi” Ar›yorum… Güzel bir tan›mlamad›r, der ki; “Karamsar rüzgardan flikayet eder, iyimser de¤iflmesini bekler, gerçekçi ise yelkenlerini ayarlar”. Ben ayarlayan gruptan›m. Ama itiraf edeyim ki sürekli gerçeklerle yüzleflmek müthifl yorucu ve ço¤u zaman da s›k›c›. Çünkü gerçekçi demek; hiç ‘günah keçinizin’ olmamas›, elinizde sürekli kendinize bat›rmaya haz›r, görünmez bir çuvald›zla dolaflmak, delik deflik olmay› göze almak demek... ‹nsanlar›n kulland›¤› maskeleri iyi tan›mak demek... Hayallerinize gem vurmak, hep kontrollu olmak için kendinizi bask›lamak demek... Ve en önemlisi, sürekli analiz edip her aç›dan düflünmek demek… Yorucu, ama maalesef gerekli… “Adam›n biri art›k kar›s›n›n eskisi kadar iyi duymad›¤›n› ve iflitme cihaz›na ihtiyac› oldu¤unu düflünüyormufl. Durumu aile doktoruna dan›flm›fl. Doktor da adam›n kar›s›n›n ne kadar duydu¤unu anlayabilmesi için basit bir yöntem önermifl: ‘Yapaca¤›n fley flu: kar›ndan 40 ad›m ileride dur, normal bir konuflma tonuyla bir fleyler söyle; e¤er duymazsa 30 ad›m ilerisinde ayn› fleyi tekrarla, sonra 20 ad›m, 10 ad›m. Cevap alana kadar tekrarla.’ demifl. O akflam kar›s› mutfakta yeme¤i haz›rlarken adam ifllemi uygulamaya koymufl. 40 ad›m uzakl›ktan kar›s›na normal bir konuflma tonuyla seslenmifl ‘Hayat›m bu akflam yemekte ne var?’, cevap yok. Mutfa¤a biraz yaklaflm›fl, mesafeyi 30 ad›ma indirmifl ve soruyu tekrarlam›fl: ‘Hayat›m bu akflam yemekte ne var?’, yine cevap yok. 20 ad›m, 10 ad›m… Yan›ts›z kal›nca bu sefer kar›s›na iyice yaklaflm›fl ve ayn› soruyu tekrar sormufl. Kar›s›n›n yan›t›: ‘Beflinci kez söylüyorum tatl›m, tavuuuuuuk’ olmufl.” ‹flte elinde çuvald›z› ile dolaflanlar›n kesinlikle yaflayamayaca¤› çok s›radan bir örnek. Herkes sorunu baflkalar›nda ararsa, çözümü nas›l bulaca¤›z, de¤il mi ya… 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 MARCH 2014

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

MARCH // MART 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

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SHORT WAVE // KISA DALGA

CANALS // KANALLAR

Latest developments, events,

Canal Investments Speed Up //

new products in the world... // Dünya

Kanal Yat›r›mlar› H›zland›

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denizcili¤indeki son geliflmeler, olaylar, yeni ürünler

Centuries’ Dream: Nicaragua Canal // CEO INTERVIEW // SÖYLEfi‹

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Yüzy›llar›n Hayali: Nikaragua Kanal›

Y›lport: Top 10 In A Decade // 016

Y›lport: 10’da 10

MARKET // P‹YASA 060

Gerilim ‹çindeki Ukrayna

Do You Have a 3D Printer MARKET // P‹YASA

in Your Equipment List? // Malzeme Listenizde 3D Yaz›c› Var m›?

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Subscription // Abonelik Orhan K›vrak Translation // Çeviri Özcan Y›lmaz

Ukraine in The Membrane // TECHNOLOGY // TEKNOLOJ‹

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

CANALS // KANALLAR

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

Cover Photo // Kapak Foto¤raf› Shutterstock/Tridland

Correspondence // Yaz›flma Adresi

Do You Need to Clean up Your Act? // Performans›n›z› Artt›rman›z m› Gerekiyor? 061

SHIP OWNER // GEM‹ DONATANI MARINA

DHT Holdings Ordered 6 VLCCs // DHT Holdings 6 VLCC Siparifli Verdi

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Tuzla Viaport Marina Makes Debut // Havaray’›ndan Yüzen Oteline Tuzla

INDUSTRY // SANAY‹

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Viaport Marina Görücüye Ç›kt›

Steel: A Key Driver of BRIEF NEWS // KISA HABERLER

The World’s Economy // Çelik: Dünya Ekonomisinin Dinamosu

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Voice of the Turkish maritime industry... Source of up-to-date information...

CONVERSATION // SOHBET

News, developments, projects... //

U.N. Ro-Ro Invests Euro 12 Million

Türkiye denizcilik sektörünün sesi,

In Trieste // U.N. Ro-Ro Trieste’ye

güncel bilgi kayna¤›... Haberler

12 Milyon Euro’luk Yat›r›m Yap›yor

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geliflmeler, projeler...

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

Demolotion sales // Hurda sat›fllar›

004 MARINE&COMMERCE MARCH 2014

www.marineandcommerce.com Print House // Bask›

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076 & &

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

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.

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BC Ferries Awards Contract to Build Cable Ferry BC Ferries Halatl› Feribot ‹nflas› ‹çin Anlaflma ‹mzalad› çeklefltirilen feribot tafl›mac›l›¤› ücretlerinde art›fla yönelik bask›lar›n azalt›lmas›na yard›mc› olacak.”

C Ferries, Vancouver, Canada, announced that Seaspan’s North Vancouver Shipyards has been awarded the $15 million contract for the construction of a new cable ferry to service its route between Buckley Bay - Denman Island.

The 78.5 metre cable ferry will accommodate 50 vehicles and 150 passengers. After undergoing extensive crew training and familiarization, the cable ferry system is expected to be in operation on the Buckley Bay - Denman Island route in the summer of 2015. Contracts for the new terminal infrastructure to accommodate the cable ferry system will be awarded by BC Ferries shortly.

said Brian Carter, President, Seaspan Shipyards. “This Cable Ferry will allow us to fine-tune our skilled workforce as we prepare for efficient construction of the Offshore Fisheries Science Vessel (OFSV) for the Canadian Coast Guard this fall at our new, state-of-the-art facility.”

After a rigorous, world-wide competitive tendering process for the new cable ferry to ensure a high quality vessel at a competitive price, Mark Wilson, BC Ferries’ Vice President of Engineering, said, “The cable ferry provides substantial cost savings of over $80 million over the 40-year life of the project compared to the current service, and these significant cost savings of $2 million per year will help reduce pressure on future fare increases across the coastal ferry system.”

“Seaspan is committed to returning BC’s shipbuilding industry to its once thriving roots,” said Brian. “Seaspan has a multi-year, multi-billion dollar opportunity to build up to 17 vessels for the men and women of the Royal Canadian Navy and Canadian Coast Guard under the National Shipbuilding Procurement Strategy (NSPS). Our capacity in the coming years will be consumed by this work and we look forward to opening up efficient commercial shipbuilding at Seaspan’s Vancouver Shipyards.”

“We are proud to partner with BC Ferries to build its firstever Cable Ferry, and this announcement is a further demonstration of our commitment to establishing Seaspan Shipyards as a worldclass shipbuilding and ship repair centre of excellence,”

Seaspan Shipyards is currently in its second year of a two-year, $200 million Modernization Project, scheduled for completion by early Fall 2014. Following this, construction of the first NSPS Non-Combat Vessel will take place in October, 2014.

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MARINE&COMMERCE MARCH 2014

erkezi Kanada’n›n Vancouver flehrinde bulunan BC Ferries, Buckley Körfezi ile Denman Adas› aras›ndaki seferlerinde kullanaca¤› yeni bir halatl› feribotun inflas› için Seaspan’in North Vancouver Tersanesiyle anlaflma imzalad›¤›n› duyurdu.

78.5 metre boyundaki halatl› feribot 50 araç ve 150 yolcu tafl›ma kapasitesine sahip olacak. Kapsaml› bir personel e¤itim ve tan›t›m çal›flmas›n›n ard›ndan halatl› feribot sisteminin Buckley Körfezi ile Denman Adas› aras›ndan 2015 y›l›n›n yaz aylar›nda hizmete girmesi bekleniyor. Halatl› feribot sisteminin kullan›laca¤› yeni terminal altyap›s›n›n inflas› için anlaflma da k›sa bir zaman içerisinde imzalanacak. Yüksek kaliteye sahip bir geminin rekabetçi fiyata sat›n al›nmas›n›n temini için, yeni halatl› feribotun tüm dünyay› kapsayan son derece titiz ihale sürecinin ard›ndan, BC Ferries Mühendislik Baflkan Yard›mc›s› Mark Wilson konuyla ilgili olarak flunlar› söyledi: “Halatl› feribot, mevcut seferlere k›yasla projenin 40 y›ll›k ömrü boyunca 80 milyon dolar›n üzerinde önemli maliyet tasarrufu sa¤l›yor. Y›lda 2 milyon dolara ulaflan bu kayda de¤er maliyet tasarruflar›, k›y› sular›nda ger-

Seaspan Tersanesi Baflkan› Brian Carter ise, “BC Ferries için ilk halatl› feribotun inflas›nda ortakl›k yapmaktan gurur duyuyoruz. Bu, Seaspan Tersanesini mükemmel bir dünya s›n›f› gemi infla ve gemi onar›m merkezi haline getirme çabam›z›n ilave göstergesi mahiyetinde. ‹nfla edilecek bu halatl› feribot, yeni ve son teknolojiyle donat›lm›fl tesisimizde sonbaharda Kanada Sahil Koruma için Offshore Bal›kç›l›k Bilimsel Araflt›rma Gemisi (OFSV) inflas› için haz›rland›¤›m›z bir zamanda, yetenekli ifl gücümüzde ince ayar gerçeklefltirmemize imkan sa¤layacak.” “Seaspan kendini, BC’nin gemi infla sanayinin bir zamanlar son derece sa¤lam olan köklerine geri döndürmeye adam›fl bulunuyor. Ulusal Gemi ‹nfla Sat›n Alma Stratejisi (NSPS) alt›nda Kraliyet Kanada Donanmas› ve Kanada Sahil Koruma organizasyonu için 17 adede kadar gemi infla edilmesi konusunda birçok y›l› kapsayan milyar dolarl›k f›rsatlara sahip. Önümüzdeki y›llarda gemi infla kapasitemizi bu projeye ay›raca¤›z ve Seaspan’in Vancouver Tersanelerinde verimli ticari gemi infla projelerimize bafllayaca¤›z.” Seaspan Tersaneleri, 2014 y›l›n›n Sonbahar aylar›n›n bafllar›nda tamamlanacak iki y›ll›k ve 200 milyon dolarl›k bir Modernizasyon Projesinin ikinci y›l›nda bulunuyor. Bu projenin ard›ndan 2014 y›l› Ekim ay›nda NSPS program› kapsam›ndaki ilk geri hizmet donanma gemisinin inflas›na bafllanacak.

Dramatic Images of Captain Standing Beneath Soaring Hull of Queen Mary 2 Queen Mary 2’nin Dev Gövdesi Alt›ndaki Kaptan›n Dramatik Foto¤raflar› It took months of planning and five hours of patient waiting on the day of the photo shoot until conditions allowed the Captain to get onto the bulbous bow. “When we first got there we couldn’t have gone near the ship,” Morgan said, “we were waiting for the current and the swell to be perfect for us, then we rode alongside and the Captain just gently stepped out onto the bow.”

unard recently captured dramatic photographs of Captain Kevin Oprey, Master of Queen Mary 2, standing beneath the flagship’s soaring hull a mile off the coast of Bali during the ship’s World Cruise.

The amazing images by photographer James Morgan show Captain Oprey surveying the scene from the top of Queen Mary 2’s bulbous bow. Two safety craft were standing by during the photo shoot, but Captain Oprey remained sure-footed throughout. The photographs were taken for the ship’s upcoming 10-year anniversary celebration in May. “It’s the incredible majesty of that ship, it’s a towering, beautiful ocean liner. What I wanted to achieve was to create the difference between the man that controls it and the actual structure,” said Morgan. “I’ve always tried to take pictures that capture the public imagination.”

As she continues on her 2014 World Cruise, Queen Mary 2 will make her 10th port of call at Sydney on Friday 14 March after circumnavigating Australia. She will then head north towards Shanghai, Hong Kong, Ho Chi Minh City, Bangkok and Singapore before turning west for Sri Lanka and Dubai. Next, she will enter the Mediterranean through the Suez Canal and return to Southampton, England, on 9 May to mark her 10th anniversary of becoming Cunard’s magnificent flagship. Sister ships Queen Elizabeth and Queen Victoria will join in the exuberant celebrations. At 151,200 tons, Queen Mary 2 is the largest and most expensive ocean liner ever built, accommodating 2,620 passengers and 1,253 crew. In her first 10 years of service, the vessel has undertaken more than 420 voyages, including over 200 Transatlantic Crossings, and has called at 182 ports in 60 countries. She remains the longest, tallest, widest ocean liner ever built, as well as being the most famous and fastest passenger ship in operation today.

unard yak›n zamanlarda, Queen Mary 2 gemisinin Kaptan› Kevin Oprey’in, geminin Dünya gezisi esnas›nda Bali’nin bir mil kadar aç›¤›nda bu amiral gemisinin dev gövdesialt›nda son derece dramatik foto¤raflar›n› çekti.

Foto¤rafç› James Morgan taraf›ndan çekilen ola¤anüstü foto¤raflar, Kaptan Oprey’i Queen Mary 2’nin pruvas›n›n en alt›nda dururken gösteriyor. Foto¤raf çekimleri esnas›nda iki güvenlik botu haz›r bekledi. Ancak Kaptan Oprey çekimler s›ras›nda sa¤lam duruflunu bozmad›. Foto¤raflar geminin May›s ay›nda gerçeklefltirece¤i 10. y›ldönümü kutlamalar› için çekildi. Morgan, “Bu inan›lmaz derecede görkemli, bir kule gibi yükselen güzel bir transatlantik. Yapmak istedi¤im, onu kontrol eden insano¤luyla gerçek yap› aras›ndaki fark› yaratmakt›. Her zaman insanlar›n ilgisini çeken foto¤raflar çekmeye çal›flt›m,” diyor. ‹ki ay süren planlama çal›flmalar›n›n ard›ndan çekim günü, deniz koflullar› kaptan›n geminin pruvas›n›n alt k›sm›na ç›kmas›na izin verene kadar 5 saat boyunca sab›rla beklenmesini gerektirdi. Morgan sözlerine flöyle devam etti: “Oraya ilk gitti¤imizde gemiye yaklaflamad›k. Uygun ak›nt›y› ve dalga koflullar›n› beklemek zorunda kald›k. Yanaflmay› baflard›ktan sonra kaptan pruvan›n en alt›ndaki k›sma güvenle ç›kabildi.” 2014 y›l› Dünya Gezisine devam eden Queen Mary 2, 14 Mart Cuma günü Avustralya’ya ulaflt›ktan sonra 10. liman olan Sydney’e geçecek. Gemi ard›ndan kuzeye yönelerek Shanghai, Hong Kong, Ho Chi Minh fiehri, Bangkok ve Singapur’a u¤rayacak ve buradan bat›ya dönerek Sri Lanka ve Dubai’ye gidecek. Daha sonra Süveyfl Kanal›’ndan Akdeniz’e girecek ve 9 May›s günü Southampton, ‹ngiltere’ye geri döndükten sonra, Cunard’›n muhteflem amiral gemisi oluflunun 10. y›ldönümünü kutlayacak. Kardefl gemileri olan Queen Elizabeth ile Queen Victoria da coflkulu kutlama törenlerine kat›lacak. 151,200 tonluk, 2,620 yolcu ve 1,253 personel tafl›ma kapasitesine sahip Queen Mary 2, flimdiye kadar infla edilmifl en büyük ve en pahal› transatlantik olma özelli¤ine sahip. ‹lk 10 y›ll›k hizmeti süresince gemi, 420’den fazla sefer gerçeklefltirdi. 200 kereden fazla Transatlantik geçifli yapan kruvaziyer gemisi bu süre boyunca 60 ülkede 182 limana u¤rad›. Gemi hala flimdiye kadar infla edilmifl en uzun, en yüksek ve en genifl transatlantik olma özelli¤inin yan› s›ra, günümüzde faaliyet gösteren en ünlü ve en h›zl› yolcu gemisi konumunda. MARINE&COMMERCE MART 2014

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Promar Orders Two Damen Platform Supply Vessels Promar, Damen’e ‹ki Platform Destek Gemisi Siparifli Verdi romar has ordered two Platform Supply Vessels from Damen Shipyards Group and this ambitious Swiss company is looking to further expand the offshore fleet under its management in the next five years. The first Damen PSV 3300, to be built in line with North Sea standards, will be delivered in February 2015 and the second, in August of the same year.

gemilerin dizayn› ve sundu¤u konfor düzeyi de kesinlikle önemli bir avantaj.”

Promar expects to employ the two vessels in the West African market. Olivier Meynis de Paulin, Chartering Supervisor says: “West Africa is well-known to us. We have been chartering in this region since 2002 when we were established. “Bringing the standards of the PSV 3300 to African countries will certainly be a valuable competitive edge. In addition, the design and the level of comfort proposed by these vessels are definitely an important advantage.” Promar established its headquarters in Switzerland in 2002 and currently has a fleet of Multi-Purpose Supply Vessels and Fast Crew Boats under management, which serve the global offshore marine industry. Andrea Trevisan, Damen Sales Manager Sales Area North, West and South Europe, says: “In addition to several innovative, technical features the PSV 3300 design ensures reliability and good seakeeping behaviour, which reduces downtime - crucial in the offshore market. Crews and engineers from the oil majors want to work on such a vessel,

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Merkezini 2002 y›l›nda ‹sviçre’de kuran Promar bugün yönetimi alt›ndaki Çok Amaçl› Destek Gemileri ve H›zl› Personel Botlar›ndan oluflan bir filoya sahip. Bu filo tüm dünyadaki offshore deniz sektörüne hizmet veriyor.

they know it is safe, with a high level of comfort,” he emphasises.

Second Twin Axe FCS 2610 British company Sure Wind Marine Ltd. has taken delivery of its second Damen Twin Axe Fast Crew Supplier, the Sure Swift. Sure Star and Sure Swift will be based in Eemshaven before being deployed in the German offshore wind market. Established in 2009, Sure Wind is a specialist in the German offshore wind market and now has 10 dedicated wind farm service and crew transfer vessels. The company also owns the first FCS 2610 ever built, the pioneering ‘Shamal’ (renamed Sure Shamal), which it acquired in July 2013.

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romar, Damen Shipyards Group’a iki adet Platform Destek Gemisi siparifli verdi. ‹sviçreli flirket önümüzdeki 5 y›l boyunca yönetiminde olan offshore gemi filosunu daha da büyütmeyi planl›yor. Kuzey Denizi standartlar›na uygun olarak infla edilecek ilk gemi olan Damen PSV 3300, 2015 y›l› fiubat ay›nda, ikinci gemi ise ayn› y›l›n A¤ustos ay›nda teslim edilecek.

Promar her iki gemiyi de Bat› Afrika piyasas›nda kullanmay› planl›yor. Kiralama Yöneticisi Olivier Meynis proje ile ilgili olarak flunlar› söyledi: “Bat› Afrika’y› çok iyi tan›yoruz. Kuruldu¤umuz 2002 y›l›ndan bu yana bu bölgeye gemi kiral›yoruz. PSV 3000’inin standartlar›n› Afrika ülkelerine götürmek kesinlikle rekabet anlam›nda büyük de¤er katacak. Ayr›ca, bu

Damen Tersanesi’nin Kuzey, Bat› ve Güney Avrupa Sat›fl Bölgeleri Sat›fl Müdürü Andrea Trevisan ise flunlar› söyledi: “Çeflitli yenilikçi teknik özelliklere ilave olarak, PSV 3000; dizayn›, güvenilirli¤i, zorlu hava ve deniz flartlar›na dayan›kl›l›¤› temin ediyor. Tüm bu özellikler offshore piyasas›nda son derece önemli olan aksama sürelerini azalt›yor. Büyük petrol flirketlerinin personeli ve mühendisleri, güvenli ve yüksek bir konfor düzeyine sahip oldu¤undan bu gemilerde çal›flmak istiyor”.

‹kinci Twin Axe FCS 2610 ‹ngiliz flirket Sure Wind Marine Ltd., ikinci Damen Twin Axe H›zl› Personel gemisi Sure Swift’i teslim ald›. Sure Star ile Sure Swift, Alman offshore rüzgar enerjisi piyasas›nda kullan›lmaya bafllamadan önce Eemshaven’de konuflland›r›lacak. 2009 y›l›nda kurulan Sure Wind flirketi, Alman offshore rüzgar enerjisi piyasas›nda bir uzman ve 10 adet rüzgar çiftli¤i destek ile personel transfer gemisine sahip. fiirket ayr›ca 2013 y›l› Temmuz ay›nda sat›n ald›¤› öncü bir gemi olan ve ad› Shamal’dan Sure Shamal’a de¤ifltirilen, flimdiye kadar infla edilmifl ilk FCS 2610’un da sahibi.

Atlantis Resources Secures EUR 7.7 Million From European Commission Atlantis Resources Avrupa Komisyonundan 7.7 Milyon Euro Finansman Ald› tlantis Resources Limited, listed in Alternative Investment Market of the London Stock Exchange (AIM), announced that it has successfully secured EUR 7.7 million in grant funding from the European Commission’s Seventh Framework Programme for Research and Technological Development.

kabulü ve baflar›l› bir flekilde gerçeklefltirilen halka arz ve bunun sonucu olarak 12 milyon Sterlin (GBP) kazan›lmas›n›n ard›ndan geldi.

The EC funding will support deployment of multi tidalturbine arrays at the business’ MeyGen tidal energy site and will be supported by DHI, Royal HaskoningDHV and the University of Edinburgh. Scheduled to run from 2014, the programme will facilitate the design, installation and operation of the company’s 1.5MW AR1500 tidal energy turbines in the Inner Sound of the Pentland Firth, off the north coast of Scotland. Tim Cornelius, Atlantis Chief Executive Officer, said: “The award of this grant is a major endorsement of Atlantis. It will help to catalyse the industry’s development, providing a credible and robust transition pathway from single turbine demonstration units, to the deployment of multi-hundred turbine arrays in Europe and across the wider international market.” The announcement follows Atlantis’ admission to the AIM and its successful initial public offering and associated GBP 12 million placing. Cornelius explained: “Today’s EC funding announcement caps an exciting, and extremely busy, few months for Atlantis Resources. Taken with the GBP 12 million that we

have raised through IPO, this grant means that the business is in a strong financial position to deliver its projects. The capital raised through IPO will go towards the delivery of the first stage of MeyGen, but will also fund the detailed design of the AR1500 turbine with Lockheed Martin and our AR1000 demonstrator project in China.” Atlantis Resources Limited is a vertically integrated turbine supplier and project developer in the tidal power industry. The Group holds equity positions in a diverse portfolio of tidal stream development projects, which includes 100 per cent ownership of MeyGen Limited, the company developing the MeyGen Project in Scotland. The Directors believe that the MeyGen Project is the largest consented tidal stream power project in Europe, and is scheduled to commence power production in 2015. It is estimated that in the United Kingdom, there is a technical resource of 29TWh per year from tidal currents, of which 11TWh is found in the Pentland Firth in the far north of Scotland.

ondra Borsas›’n›n Alternatif Yat›r›m Piyasas›nda (AIM) kote olan Atlantis Resources Limited, Avrupa Komisyonunun Yedinci Araflt›rma ve Teknolojik Gelifltirme Çerçeve Program› kapsam›nda 7.7 milyon Euro’luk bir hibe finansman ald›¤›n› duyurdu.

EC finansman›, flirketin MeyGen gelgit enerjisi üretim alan›nda gelgit türbini dizilerinin yerlefltirilmesine destek vermek amac›yla kullan›lacak ve proje DHI, Royal Haskoning DHV ve Edinburgh Üniversitesi taraf›ndan desteklenecek. 2014 y›l›ndan itibaren uygulamaya konacak olan program, flirketin 1.5 MW AR1500 gelgit enerjisi türbinlerinin dizayn› ve ‹skoçya’n›n kuzey k›y›lar›n›n aç›klar›nda Pentland Firth bölgesinin Inner Sound taraf›na monte edilmelerini öngörüyor. Atlantis flirketinin CEO’su Tim Cornelius, “Bu hibenin verilmesi, Atlantis’in faaliyetlerinin onayland›¤›n›n önemli bir göstergesi. Bu kaynak, tek türbinle oluflturulan demo sisteminden, Avrupa ve daha genifl uluslararas› piyasada yüzlerce türbinden oluflan büyük bir enerji üretim sistemine geçifli sa¤layarak sektörün gelifliminin h›zland›r›lmas›na yard›mc› olacak,” dedi. Bu duyuru, Atlantis’in AIM’e

Cornelius konu hakk›nda ayr›ca flunlar› söyledi: “Bugün yapt›¤›m›z EC finansman› duyurusu, Atlantis Resources için heyecan verici ve oldukça yo¤un birkaç ay›n bafllang›c›n› temsil ediyor. Halka arzdan elde etti¤imiz 12 milyon Sterlinle birlikte bu hibe, flirketimizin planlad›¤› projeleri yerine getirmek için güçlü bir mali konuma sahip oldu¤u anlam›na geliyor. Halka arz ile tedarik edilen sermaye, MeyGen projesinin ilk aflamas›n›n teslimat›na gidecek. Ancak bu sermaye ayn› zamanda Lockheed Martin’in AR1500 türbinleri ile bizim Çin’deki AR1000 demo projemizin detayl› dizayn›n›n finansman›nda da kullan›lacak.” Atlantis Resourcs Limited dikey olarak entegre bir türbin tedarikçisi ve gelgit enerjisi sektöründe proje gelifltiricisi konumunda olan bir flirket. Grup, çeflitli gelgit ak›nt›s› gelifltirme projeleri portföyünde özsermaye konumlar›na sahip. Bunlar aras›nda ‹skoçya’daki MeyGen Projesini gelifltiren flirket olan ve %100’üne sahip oldu¤u MeyGen Limited de bulunuyor. Yöneticiler, MeyGen Projesinin Avrupa’daki en büyük onayl› gelgit ak›nt›s› enerji üretim projesi oldu¤una inan›yor. Proje kapsam›nda enerji üretimine 2015 y›l›nda bafllanmas› öngörülüyor. ‹ngiltere’de gelgit ak›nt›lar›ndan y›lda 29 TWh elektrik enerjisi üretim kapasitesi oldu¤u tahmin ediliyor. Bunun 11TWh’lik k›sm› ‹skoçya’n›n kuzeyindeki Pentland Firth bölgesinde bulunuyor.

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Siem Offshore Orders Additional Four PSVs Siem Offshore Dört PSV Daha Siparifl Etti iem Offshore, a leading provider of marine services to the oil and gas industry, based in Norway, has again contracted Wartsila to supply the design and integrated solutions for four new platform supply vessels (PSVs). The ships will be built at the Remontowa Shipbuilding yard in Poland. As reported, the contract was signed in January 2014 and the vessels are scheduled for delivery between third quarter 2015 and second quarter 2016. Siem Offshore placed similar orders in November 2012 and August 2013.

kullanan gemilere k›yasla daha düflük yak›t tüketimine ve dolay›s›yla düflük yak›t maliyetleri ile egzoz emisyonlar›na sahip olacak.

The four new vessels, like the two currently under construction, will utilise the Wartsila VS 4411 DF ship design and will have dual-fuel propulsion allowing them to operate primarily on liquefied natural gas (LNG). With the various Wartsila systems having been integrated into a total solution, and with an optimised hull design, the vessels will feature lower fuel consumption, reduced fuel costs, and fewer exhaust emissions compared to vessels running on conventional marine fuel. Wartsila will also supply the complete diesel electric system, the LNGPac gas storage and handling system, and the complete electrical and automation system, including a four-split LLC (Low Loss Concept) solution. The Wartsila LLC will enable the vessels to fulfill the highest possible Environmental Regularity Number (ERN) of

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99.99.99. The ERN rating represents the capability of a vessel to maintain its position and normal operations under certain weather conditions. “This repeat order emphasises again the efficiency and customer benefits of Wartsila’s position as a total solutions provider. These PSVs will often be working in challenging sea conditions, and in areas where strict emissions regulations are in place. Our integrated systems solution and dual-fuel technology that allows the ships to run on clean LNG fuel, enable such challenges to be met and overcome,” says Magnus Miemois, Vice President, Wartsila Solutions. The four new PSVs will be built to the highest requirements for operations on the Norwegian Continental Shelf. They will have an overall length of 89 metres, a beam of 19 metres, a deck area of 970 m2, and a capacity of 5,500 dwt.

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etrol ve gaz sektörüne denizcilik hizmetleri veren lider bir kurulufl olan Norveç merkezli Siem Offshore, dört yeni platform destek gemisi (PSV) dizayn ve entegre çözüm temini için yine Wartsila ile anlaflt›. Gemiler Polonya’daki Remontowa tersanesinde infla edilecek. 2014 y›l› Ocak ay›nda imzalanan anlaflmaya göre gemiler 2015 y›l›n›n üçüncü çeyre¤i ile 2016 y›l›n›n ikinci çeyre¤i aras›nda teslim edilecek. Siem Offshore Kas›m 2012 ve A¤ustos 2013 aras›nda benzer siparifller vermiflti.

Halen infla halinde bulunan iki gemi gibi bu dört yeni gemide de Wartsila VS 4411 DF dizayn› kullan›lacak ve ana yak›t olarak s›v›laflt›r›lm›fl do¤algaz›n (LNG) kullan›laca¤› çift yak›tl› tahrik sistemi olacak. Tam bir çözüm haline gelecek flekilde çeflitli Wartsila sistemlerinin entegre edildi¤i ve optimize edilmifl tekne dizayn›na sahip gemiler, konvansiyonel yak›t

Wartsila ayn› zamanda komple dizel elektrik sistemi, LNGPac gaz depolama ve elleçleme sistemi, komple elektrik ve otomasyon sistemini de temin edecek. Wartsila LLC gemilerin mümkün olan en yüksek Çevre Düzenleme Numaras› 99.99.99’un flartlar›n› karfl›lamas›n› da sa¤layacak. ERN numaras›, bir geminin belirli hava koflullar›nda konumunu ve normal çal›flmalar›n› muhafaza etme kabiliyetini temsil ediyor. Wartsila Solution Baflkan Yard›mc›s› Magnus Miemois konu hakk›nda flunlar› söyledi: “Bu devam siparifli Wartsila’n›n tam çözüm sa¤lay›c› olarak konumunun yaratt›¤› verimlilik ve faydalar› bir kez daha vurguluyor. Siparifl edilen PSV’ler ço¤unlukla zorlu deniz koflullar›nda ve kat› emisyon yönetmeliklerinin geçerli oldu¤u alanlarda faaliyet gösteriyor. Entegre sistem çözümümüz ve gemilerin temiz LNG yak›t kullanmas›na imkan sa¤layan çift yak›t teknolojimiz bu zorlu flartlar›n karfl›lanmas›n› ve hatta afl›lmas›n› mümkün k›l›yor”. Dört yeni PSV, Norveç K›ta Sahanl›¤›’n›n en yüksek flartlar›n› karfl›layacak flekilde infla edilecek. 89 metre boya, 19 metre ene ve 970 m2 güverte alan›na sahip olacak bu gemilerin kapasitesi de 5,500 dwt olacak.

Largest LNG Ship Conversion in North America Kuzey Amerika’daki En Büyük LNG Gemi Dönüfltürme Projesi otem Ocean Trailer Express (Totem Ocean) has announced that Wartsila will supply main dual-fuel engines, generators and integrated LNG storage (two 1100 m3) and fuel gas handling systems for the largest LNG conversions ever undertaken in North America. The contract was signed in the fourth quarter of 2013, and executives from both companies met in Tacoma, Washington to announce the project.

“Today marks the beginning of a long relationship between our two companies,” said John Parrott, President of Totem Ocean. “Our relationship will outlast this project to extend over the 35-plus year life of our vessels.” Totem Ocean’s fleet of two Orca Class roll-on/roll-off cargo ships M.V. Midnight Sun and M.V. North Star transport about onethird of all the goods required by the inhabitants of Alaska.

otem Ocean Trailer Express (Totem Ocean), Kuzey Amerika’da bugüne kadar gerçeklefltirilen en büyük LNG dönüfltürme projeleri için Wartsila’n›n ana çift yak›tl› makine, jeneratör ve entegre LNG depolama (iki adet 1100 m3) ve yak›t gaz iflleme sistemleri temin edece¤ini duyurdu. Anlaflma 2013 y›l›n›n son çeyre¤inde imzaland› ve flirket yetkilileri projeyi duyurmak için Tacoma’da (Washington) bir araya geldi.

Totem Ocean flirketinin baflkan›

John Parrott proje ile ilgili olarak flunlar› söyledi: “Bugün, iki flirket aras›ndaki uzun süreli bir iliflkinin bafllang›c›n› temsil ediyor. ‹liflkimiz bu proje sonras›nda da gemilerimizin en az 35 y›ll›k ömrü boyunca devam edecek.” Totem Ocean’›n filosunda iki adet Orca S›n›f› Ro-Ro yük gemileri bulunuyor. M.V. Midnight Sun ve M.V. North Star isimli bu gemiler, Alaska’da yerleflik halk›n ihtiyaç duydu¤u mallar›n yaklafl›k üçte birini tafl›yor.

Free Mobile Checklist Apps Available Ücretsiz Mobil Kontrol Listesi Uygulamas› loyd’s Register and the UK P&I Club have updated the hugely popular ILO MLC smartphone app and launched a new ISM & ISPS pocket checklist app. Both apps are free and are available for iPhone, iPad, and Android devices.

In a fully paperless operation, the apps enable ships’ crews and their managers to view necessary legislative and regulatory requirements, save multiple checklists, check off completed activities, add essential notes and send the completed checklists via email. Lloyd’s Register and the UK P&I Club have analysed ISM, ISPS and ILO MLC reported deficiencies found by Port State Control. Accordingly, the apps have been designed to help counter the risk of Port State Control detentions and help companies comply with the legislative and regulatory requirements. The effective implementation of ISM, ISPS

and ILO MLC will protect the fleet’s reputation. Captain Jim Barclay, LR’s Port State Control specialist said: “ We have taken on comments from the marine industry and this new edition of the ILO MLC app is enhanced by the improvements requested by the marine industry. Now, launching another app for ISM/ISPS we can provide further support to benefit both ship and shore based personnel in the course of their duties.” UK Club Loss Prevention Director Karl Lumbers explained: “It would be frustrating for our owners to face detention due to simple teething problems with documentation or other proofs of compliance. Both these smartphone apps should empower the master and senior officers to make their ships compliant.”

loyd’s Register ve UK P&I Kulübü, son derece popüler ILO MLC ak›ll› telefon uygulamas›n› güncelledi ve yeni bir ISM & ISPS cep kontrol listesi uygulamas› gelifltirdi. Her iki uygulama da iPhone, iPad ve Android cihazlar için ücretsiz olarak sunuluyor.

Tamamen ka¤›t gerektirmeyen uygulamalar gemi personeli ile yöneticilerinin gerekli kanun ve yönetmelik flartlar›n› görüntülemelerine, birden fazla kontrol listesini kaydetmelerine, tamamlanan faaliyetleri kontrol etmelerine, önemli notlar eklemelerine ve doldurulmufl kontrol listelerini e-mail ile göndermelerine imkan sa¤l›yor. Lloyd’s Register ve UK P&I Kulübü, Liman Devleti Kontrollerinde tespit edilen ve raporlanan ISM, ISPS ve ILO MLC eksikliklerini analiz ederek, uygulamalar› Liman Devleti Kontrolleri sonucunda gemi tutulmalar›n› önleyecek ve flirketlerin yasal ve yönetmelik flartlar›na uymalar›na yard›mc› olacak

flekilde dizayn etti. ISM, ISPS ve ILO MLC’nin etkin bir flekilde uygulanmas›, filonun itibar›n› koruyacak. LR’nin Liman Devleti Kontrol uzman› Kaptan Jim Barclay flunlar› söyledi: “ILO MLC uygulamas›n›n bu yeni versiyonu, denizcilik sektöründen gelen geri bildirimler kullan›larak, sektörün ihtiyaçlar› baz›nda gelifltirildi. ISM/ISPS’e yönelik yeni bir uygulama ile hem gemi hem de kara personeline görevlerini yerine getirirken faydalar sa¤layacak ilave destek sunabilece¤iz.” UK P&I Kulübü Hasar Önleme Direktörü Karl Lumbers ise, “Dokümantasyon veya uygunlu¤u kan›tlay›c› di¤er belgelerde bulunabilecek daha bafllang›ç safhas›ndaki basit sorunlar nedeniyle tutulma riskiyle karfl›laflmak armatörler için s›k›nt› yaratabiliyor. Ak›ll› telefonlara yönelik bu iki uygulama, kaptan ve üst düzey zabitlere gemilerinin uygunlu¤unu temin etme imkan› verecek” dedi.

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Financial Supervisory Authority in Norway Granted A New Banking License Norveç’te Mali Denetim Kurumu Yeni Bir Bankac›l›k Lisans› Verdi

Halvor Sveen

aritime & Merchant AS (M&M) (to be renamed as Maritime & Merchant Bank ASA) has received regulatory approval to operate a private bank in Oslo, Norway in early February 2014, underpinning the firm’s strategy to become a niche financial institution dedicated to meeting the funding needs of owners active in the shipping and offshore industries, worldwide.

“M&M filed a banking license application on the 13 November 2013 and we are very pleased with the rapid handling of the application, which now allows us to fully concentrate on the forthcoming capital issue, completion of the core bank system and putting the organisation together.’’ says Halvor Sveen, Managing Director. “We are currently preparing for a capital issue with a target of USD 300-350 million in equity to fund operations. We have selected Pareto Securities AS and DNB Markets as Joint Lead Managers and Bookrunners, with Cleaves Securities to act as Financial Advisor. We aim to start operations during April 2014.’’ Over the past years, the introduction of stricter capital requirements, in combination with the severe impact the

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financial crisis had on the banking community in general, has forced many banks to either discontinue lending to owners, or scale back on activities in ship finance. This tight credit market has left many small- to medium-sized owners facing difficulties when seeking financing. “There are interesting opportunities out there,” Sveen states, “with a market emerging from a down cycle, favourable asset prices and, currently, increasing rates in some sectors. But smaller and medium-sized players, even those with an excellent reputation, can’t take advantage of that without accessing finance.” M&M will be a small operation conducting business on a personal level, keeping overheads as low as possible while focusing on quality assurance during the entire decision process. The company thinks this is possible based on a business concept that concentrates on mortgage based lending to an industry that the management team comes from and understands. Initially the team is targeting the tanker, dry bulk, LPG/LNG, chemical tanker, container vessel, car carrier, ro/ro and MPP asset classes. Within the offshore sector, M&M sees AHTS and PSV projects as key areas.

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aritime & Merchant AS (M&M) (unvan› Maritime & Merchant Bank ASA olarak de¤iflecek), 2014 fiubat ay› bafllar›nda Norveç’in Oslo flehrinde faaliyet gösterecek özel bir banka için yasal onay ald›. Onay, flirketin tüm dünyada deniz tafl›mac›l›¤› ve offshore sektörlerinde faaliyet gösteren armatörlerin finansman ihtiyaçlar›n› karfl›lamaya yönelik nifl bir finans kuruluflu haline gelme stratejisini destekliyor.

Genel Müdür Halvor Sveen “M&M, 13 Kas›m 2013 tarihine bankac›l›k lisans› almak için baflvuruda bulunmufltu. Baflvurumuzun h›zl› bir flekilde ele al›nmas›ndan memnuniyet duyuyoruz. Bu onay bize sermaye, temel banka sisteminin tamamlanmas› ve organizasyonun bir araya getirilmesi çal›flmalar›na tam olarak yo¤unlaflmam›za imkan sa¤layacak.” diyor. “Halen, faaliyetlerin finansman› için 300-350 milyon dolarl›k özsermaye hedefiyle sermaye konusuna odaklan›yoruz. Pareto Securities AS ile DNB Markets’› Lider Yönetici ve Hisse Senedi ‹hrac›ndan Birinci Derecede Sorumlu Kurum olarak seçtik. Cleaves Securities ise Mali Müflavir olarak hareket edecek. Faaliyetlerimize 2014 y›l› Nisan ay›nda bafllamay› hedefliyoruz.” Geçti¤imiz y›llarda mali krizin genel olarak bankac›l›k cami-

as›na vurdu¤u darbeyle birlikte daha kat› sermaye flartlar›n›n uygulanmaya bafllamas›, birçok bankan›n armatörlere ya hiç kredi vermemesine ya da gemi finansman ölçe¤ini daraltmalar›na yol açt›. Bu dar kredi piyasas› birçok küçük ve orta ölçekli armatörün finansman bulmalar›nda güçlüklerle karfl›laflmas›na neden oldu. Sveen ekliyor; “Dibe vurduktan sonra yükselmeye bafllayan bir piyasa, uygun varl›k fiyatlar› ve baz› sektörlerde artmaya bafllayan ücretlerle birlikte piyasada oldukça ilginç f›rsatlar var. Ancak mükemmel itibara sahip küçük ve orta ölçekli oyuncular, finansman eriflimi olmadan bunlardan yararlanam›yor.” M&M, kiflisel seviyede ticari faaliyet gösteren küçük bir iflletme olacak ve karar sürecinin tamam›nda kalite güvencesine yo¤unlaflarak genel masraflar› mümkün oldu¤unca düflük tutacak. fiirket, yönetim ekibinin geldi¤i ve anlad›¤› bir sektöre ipotek bazl› kredi temin etmeye yo¤unlaflan bir ifl konsepti baz›nda bunun mümkün oldu¤unu düflünüyor. Ekip ilk etapta tanker, kuru dökme yük, LPG/LNG, kimyasal tankeri, konteyner gemileri, otomobil gemileri, ro/ro ve MPP varl›k s›n›flar›n› hedefliyor. M&M, offshore sektöründe AHTS ve PSV projelerini önemli alanlar olarak görüyor.

KEXIM Offers USD 600m for DSME KEXIM, DSME’ye 600 Milyon Dolar Teklif Etti he Export-Import Bank of Korea (KEXIM) announced that the financial institution had decided to provide a total of USD 353 million ship financing including USD 203m of direct loan, USD 150m of external debt guarantee and etc. for Greek shipowner Oceanus which awarded four LNG carrier newbuildings at Daewoo Shipbuilding & Marine Engineering (DSME).

Do¤a dostu dizayna sahip LNG tankeri (Üç Yak›tl› Dizel Elektrik Tahrikli Gemi) gelifltirilmifl yak›t verimlili¤ine sahip makineleri sayesinde, konvansiyonel LNG gemilerine (Buhar Türbini Tahrikli Gemi) k›yasla yaklafl›k %30 yak›t tasarrufu sa¤l›yor.

Of the financing, USD 150m offered as external debt guarantee is intended for having domestic commercial bank Korea Exchange Bank and international commercial banks participate in global ship financing market. Previously, through the external debt guarantee of KEXIM, Korea Exchange Bank provided USD 70m ship financing facility to CSAV of Chile in August, followed by USD 130m offered to Teekay of Canada in November and USD 100m to Stena of Sweden in December. The Greek shipowner Oceanus signed an export contract for four high-efficient and ecofriendly LNG carriers worth USD 880m with DSME in July 2011. The eco-design LNG carrier (Tri-Fuel Diesel Electric Propulsion Ship) is capable of saving fuels by around 30% compared to an existing LNG carrier (Steam Turbine Propulsion Ship) with an engine which features upgraded fuel efficiency. A KEXIM official said,

“KEXIM could reduce risks of withdraw by suggesting running a bank account for deposit to secure a loan on security of ship and additional cash flow in order to cut risks in projects as providing around 60% of total loan for Oceanus,” and added, “As an Export Credit Agency (ECA), we will take a lead in supporting exports of domestic shipyards through preemptive provision of financing.” Earlier on January 24, KEXIM offered USD 264m financing for ship export to Norwegian offshore drilling operator Songa which had awarded two drilling rigs at Daewoo. A KEXIM officer commented, “The financing for drilling rig contract is considered to be a splendid achievement made from loan cooperation between senior financial institutions such as GIEK and etc. including KEXIM and junior institutions, or domestic corporate investors,” and continued, “By offering ranked package loans towards ships awarded in Korean yards, we will put our utmost efforts in ship financing support.”

ore ‹thalat-‹hracat Bankas› (KEXIM), Daewoo Shipbuilding & Marine Engineering’e (DSME) dört LNG tankeri inflas› için siparifl veren Yunanl› armatör Oceanus’a 203 milyon dolarl›k direkt kredi, 150 milyon dolarl›k harici borç teminat›, vb. dahil toplam 353 milyon dolarl›k gemi finansman› vermeye karar verdi¤ini aç›klad›.

Bu finansman›n harici borç teminat› olarak sunulan 150 milyon dolarl›k k›sm›, yerel bir ticaret bankas› olan Korea Exchange Bank ile uluslararas› ticari bankalar›n küresel gemi finansman› piyasas›na kat›lmalar›n› sa¤lama amac›n› güdüyor. Korea Exchange Bank daha önce KEXIM’in harici borç teminat› vas›tas›yla fiilili CSAV flirketine A¤ustos ay›nda 70 milyon dolarl›k gemi finansman kredisi, ard›ndan Kas›m ay›nda Kanadal› Teekay flirketine 130 milyon dolarl›k bir kredi ve Aral›k ay›nda da ‹sveçli Stena flirketine 100 milyon dolarl›k baflka bir kredi vermiflti. Yunanl› armatör Oceanus 2011 y›l›nda DSME’ye 880 milyon dolar de¤erinde dört adet yüksek verimlili¤e sahip ve do¤a dostu LNG tankeri için bir ihracat anlaflmas› imzalam›flt›.

Bir KEXIM yetkilisi konu hakk›nda flunlar› söyledi; “KEXIM, geminin teminat gösterilmesi yoluyla al›nan bir kredi düflünelim. Bunun güvence alt›nda olmas› amac›na yönelik olarak bir mevduat hesab›n›n iflletilmesiyle, iptal risklerinin ve projelerdeki risklerin azalt›lmas› amac›yla, Oceanus’a verilen toplam kredinin yaklafl›k %60’› verilerek nakit ak›fl›n›n sa¤lanmas› yoluyla rizikolar› azaltabilirdi. Bir ‹hracat Kredisi Ajans› (ECA) olarak bizler, yerli tersanelerin ihracatlar›n›n önleyici finansman sa¤lanmas› yoluyla desteklenmesinde öncü olaca¤›z.” KEXIM 24 Ocakta, Daewoo’ya iki adet petrol arama platformu siparifli veren Norveçli offshore petrol platformu iflletmecisine 264 milyon dolarl›k finansman teklif etmiflti. KEXIM yetkilisinin konuyla ilgili aç›klamas› ise flöyle; “Petrol arama platformu sözleflmesine yönelik finansman, KEXIM ve küçük kurulufllar veya kurumsal yat›r›mc›lar da dahil, GIEK vb. gibi üst düzey finans kurulufllar› aras›ndaki kredi iflbirli¤inden elde edilen büyük bir baflar› olarak görülüyor. Kore tersanelerine verilen gemi siparifllerine yönelik paket krediler sunarak, gemi finansman›n›n desteklenmesine verebilece¤imi tüm deste¤i vermeye çal›flaca¤›z.”

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Nakilat Joint Venture Signs USD 669m Refinancing with QNB Nakilat Ortak Giriflimi QNB ‹le 669 milyon dolarl›k Refinansman Anlaflmas› ‹mzalad› akilat, Qatar’s premier gas transporter, has secured a USD 669 million facility with Qatar National Bank (QNB Group) for the refinancing of two existing LNG vessels and the purchase of two additional LNG vessels by its Maran Nakilat Co. Ltd. joint venture.

This is the second refinancing that Nakilat has secured for its Maran Nakilat Co. Ltd. joint venture in recent months. Through the two transactions Nakilat has arranged a combined total of USD 1.33 billion in refinancing for Maran. Together the two transactions have allowed Nakilat to double the size of Maran’s fleet, from four vessels to eight vessels, and to increase its ownership in the joint venture by 10 percent. The two vessels are currently under construction in Korea and will carry LNG cargos from across the world. Once delivered from the shipyards, Nakilat’s total LNG vessel count will increase from 56 to 58. Upon the agreement, Eng. Abdullah Fadhalah Al Sulaiti, Managing Director of Nakilat said: “Today’s signing is further confirmation of Nakilat’s financial strength and of our company’s ability and ongoing intention to build upon our position as a leading global transporter of LNG. This second refinancing agreement further reinforces Nakilat’s solid relationship with our partner Maran Ventures Inc. Nakilat is proud

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of the firm relationships we have established with Qatari banks and we consider the selection of strong partners to have played a key role in our company’s success. I would also like to offer our sincerest thanks to HE Dr. Mohammed Bin Saleh Al Sada, Minister of Energy & Industry and Chairman of Qatar Petroleum and of Nakilat, for his invaluable support of our company and for the wise oversight he provides Qatar’s marine industry.” Commenting on the financing agreement, Mr. Abdulla Mubarak Al Khalifa, the Executive General Manager and Chief Business Officer at QNB Group said: “With our proven expertise in arranging project finance, QNB was mandated by Nakilat to lead this deal. We are pleased to be partners in this important project. This milestone project will both boost economic growth and further enhance QNB’s reputation for delivering on large scale transportation projects.”

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atar’›n önde gelen gaz nakliyecilerinden Nakilat, iki mevcut LNG gemisinin yeniden finansman› ve Maran Nakilat Co. Ltd. ortak giriflimi taraf›ndan sat›n al›nacak iki ilave LNG gemisi al›m› için Katar Ulusal Bankas›ndan (QNB Group) 669 milyon dolarl›k bir kredi ald›.

Bu, Nakilat’›n Maran Nakilat Co. Ltd. ortak giriflimi için son aylarda ald›¤› ikinci refinansman olma özelli¤ini tafl›yor. Bu iki ifllemle Nakilat flirketi Maran için toplam 1.33 milyar dolarl›k refinansman sa¤lam›fl oldu. Her iki ifllem birlikte Nakilat’›n Maran’›n filosunun dört gemiden sekiz gemiye ç›karmas›n› ve ortak giriflimdeki mülkiyetini yüzde 10 oran›nda artt›rmas›n› sa¤lad›. Kore’de infla halinde olan iki gemi tüm dünyadan LNG yüklerini tafl›yacak. Tersanelerden teslimat›n ard›ndan Nakilat’›n sahip oldu¤u toplam LNG gemi say›s› 56’dan 58’e ç›kacak.

Anlaflma sonras›nda Nakilat Genel Müdürü Mühendis Abdulla Fadhalah Al Sulaiti flunlar› söyledi: “Bugün imzalanan anlaflma, Nakilat’›n mali gücünü, flirketimizin gücünü ve dünyan›n önde gelen LNG tafl›y›c›s› olarak konumumuzu gelifltirme hedeflerimizi bir kere daha onayl›yor. Bu ikinci refinansman anlaflmas› Nakilat’›n, orta¤›m›z Maran Ventures Inc. ile olan sa¤lam iliflkisini daha da pekifltiriyor. Nakilat, Katar’daki bankalarla kurdu¤u sa¤lam iliflkilerden gurur duyuyor. Ayr›ca, Enerji ve Endüstri Bakan›m›z ve Qatar Petroleum ve Nakilat’›n Baflkan› HE Dr. Mohamed Bin Saleh Al Sada’ya da flirketimize verdi¤i de¤erli destek ve Katar’›n denizcilik sektörüne yapt›¤› katk›lar için de en samimi flükranlar›m›z› sunmak istiyorum.” Finansman anlaflmas› hakk›nda görüfllerini paylaflan QNB Grubu Genel Müdürü ve CEO’su Abdulla Mubarak Al Khalifa ise flunlar› söyledi: “Proje finansman› sa¤lama konusundaki kan›tlanm›fl uzmanl›¤›m›zla QNB, Nakilat taraf›ndan bu anlaflmada rehberlik yapmam›z› istedi. Bu önemli projede ortakl›k yapmaktan memnuniyet duyuyoruz. Bir kilometre tafl› teflkil eden bu proje ekonomik büyümeyi h›zland›racak ve QNB’nin büyük çapl› tafl›mac›l›k projelerine destek verilmesiyle ilgili flöhretini pekifltirecek.”

Evergreen Line Charters Ten 14,000 TEU Vessels Evergreen Line On Adet 14,000 TEU Gemi Kiralad› vergreen Line is continuing its fleet renewal program and has signed charter agreements with both Costamare and Shoei Kisen Kaisha to each provide, on charter, five 14,000 teu containerships to be delivered during 2016 and 2017 respectively.

The ten new vessels, which include the seven announced last month, will further optimize the competitiveness of Evergreen’s operating fleet and reduce the carrier’s unit costs. As this is a fleet renewal program, the newbuildings will be replacements for existing

vessels and balanced by the redelivery of currently chartered ships when charter periods expire. Evergreen’s operating tonnage therefore will not be increased. The ten ships will be fully equipped with fuel saving technology. Their fuel consumption will be substantially lower than ships of the same size built prior to 2010. These ships will not only enhance the line’s operating performance but will also meet the stringent requirements for environmental protection that the carrier has set itself.

ilo yenileme program›n› sürdüren Evergreen Line, Costamare ve Shoei Kisen Kaisha ile gemi kiralama sözleflmeleri imzalad›. Her iki flirket de befler adet 14,000 TEU konteyner gemisi kiralayacak. Gemiler 2016 ve 2017 y›llar›nda teslim edilecek.

Geçen ay duyurulan 7 adet geminin de içinde bulundu¤u bu 10 gemi, Evergreen’in filosunun rekabet gücünü optimize edecek ve flirketin iflletmenin birim maliyetlerini düflürecek. Bu bir filo yenileme program› oldu¤undan, mevcut gemilerin

yerini yeni inflalar alacak ve halen kirada bulunan gemilerin kira sonunda geri dönmeleriyle birlikte denge sa¤lanacak. Bu sayede Evergreen’in iflletme tonaj› artacak. 10 geminin tamam› yak›t tasarruf teknolojileriyle donat›lacak. Yak›t tüketimi 2010 y›l›ndan önce infla edilmifl ayn› boyuttaki gemilere k›yasla büyük oranda düflük olacak. Bu gemiler yaln›zca flirketin iflletme performans›n› gelifltirmeyecek, ayn› zamanda flirketin kendi koydu¤u kat› çevre koruma kurallar›n› da karfl›layacak.

You can enter this Museum only with Wet Suit Bu Müzeye Sadece Dalg›ç K›yafetleri ‹le Girebilirsiniz ason deCaires Taylor founded and created the world’s first underwater sculpture park. It is situated off the coast of Grenada in the West Indies, called MUSA (Museo Subacuatico de Arte), a monumental museum with a collection of over 500 of his sculptural works. The works are constructed to be assimilated by the ocean and transformed from inert objects into living breathing coral reefs, portraying human intervention as both positive and life-encouraging. Taylor’s art seeks to encourage environmental awareness, instigate social change and lead us to appreciate the natural beauty of the underwater world.

ason deCaires Taylor, dünyan›n ilk denizalt› heykel müzesini kurdu. Bat› Hint Adalar›’nda Grenada k›y›s›nda bulunan ve MUSA (Museo Subacuatico de Arte) ad› verilen muazzam müze, Taylor’›n kendi yapt›¤› 500’den fazla heykelden oluflan bir koleksiyona sahip. Okyanus taraf›ndan asimile edilecek flekilde yap›lm›fl eserler, eylemsiz nesnelerden yaflayan ve nefes alan resiflere dönüflüyor ve insan müdahalesini hem pozitif hem de yaflam› teflvik edecek flekilde betimliyor. Taylor’›n sanat› çevre bilincini artt›rmay› ve sosyal de¤iflimi teflvik etmeyi amaçl›yor ve denizalt› dünyas›n›n do¤al güzelli¤ini takdir etmemizi sa¤l›yor.

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CEO INTERVIEW // SÖYLEfi‹

TOP 10 IN A DECADE 10’DA 10 HAL‹S ÖZTÜRK

Yildirim Group drew global attention especially after investing 500 million USD in a major container line operator in this challenging shipping environment. The attention increased even more while the Group kept expanding in many directions, including port operations. Recently Yilport Holding was established and 500 million to 1 billion USD investment figures for ports each year was reported. The target is set to rank among the top ten global ports in 10 years. Y›ld›r›m Grup, özellikle yaflanan zorlu denizcilik ortam›nda büyük bir konteyner hatt› iflletmecisine 500 milyon dolarl›k yat›r›m yapt›ktan sonra tüm dünyan›n dikkatini çekti. Liman iflletmecili¤i dahil birçok yönde büyümeye devam ederken, bir süre önce de Y›lport Holding kuruldu ve ard›ndan, limanlara her y›l 500 milyon ile 1 milyar dolar aras›nda yat›r›m rakamlar› aç›kland›. Grubun hedefi, 10 y›l içinde ilk on küresel liman iflletmecisi aras›nda olmak.

“

n terms of expansion, the port business receives the most focus and so much time from the owners and investment at Yildirim Group. The other major focuses are energy and mining,” says Sean Pierce, CEO of Yilport Holding, who has been transferred to Turkey from the USA. The Group’s activities also include shipbuilding at the Marmara Shipyard and shipping via Yilmar.

›lport Holding’in ABD’den Türkiye’ye transfer edilen CEO’su Sean Pierce: “Liman iflletmecili¤i büyüme aç›s›ndan Y›ld›r›m Grup’ta en çok üzerinde durulan, zaman harcanan ve yat›r›m yap›lan konu. Grubun di¤er a¤›rl›k verdi¤i alanlar ise enerji ve madencilik” diyor. Ayr›ca grubun faaliyetleri aras›nda Marmara Tersanesi’nde gemi infla ve Y›lmar arac›l›¤›yla deniz tafl›mac›l›¤› da dikkat çekiyor.

In the wake of the news that the Group acquired a power plant in Russia for a few hundred million USD, we had a nice conversation with Sean Pierce on one of those days when New York was freezing and witnessing minus 65 degrees Celsius. Our talk with Mr. Pierce, who has hobbies from technology to skiing and from golf to fishing, started with applying technology and went on about the investments.

Grubun birkaç yüz milyon dolar karfl›l›¤›nda Rusya’da bir elektrik santrali sat›n ald›¤› ile ilgili haberlerin ard›ndan, New York’un so¤uktan dondu¤u ve eksi 65 dereceyi gördü¤ü günlerden birinde Sean Pierce ile hofl bir sohbet gerçeklefltirdik. Teknolojiden kaya¤a, golften bal›k tutmaya kadar birçok hobiye sahip olan Pierce ile sohbetimiz teknolojinin uygulanmas›yla bafllay›p yat›r›mlarla devam etti.

Let’s start talking on how you were involved in the port business and how you got started at Yilport.

Liman ifline nas›l girdi¤iniz ve Y›lport’a geçifl sürecinizle bafllayal›m sohbetimize.

As a schoolboy, I started with Mitsui OSK Lines in Seattle, USA, in order to make some money during college in the summer time. I actually drove a forklift and loaded containers. I became a union member student to get paid more. Then, I was eventually transferred to port operations and spent 12 years at the Japanese company, basically performed every kind of job in low-level management. After the port operations were closed down due to consolidation, I commenced to work for port authority and found out that I was more in line with the private industry. So I went to work for a terminal operating company on

Daha ö¤renciyken harçl›¤›m› ç›karmak için yaz›n Seattle’da (ABD) Mitsui OSK Lines’da çal›flmaya bafllad›m. Mitsui’de forklift kulland›m, konteyner yükleme iflinde çal›flt›m. Daha fazla kazanmak için sendikal› ö¤renci oldum. Ard›ndan en sonunda liman iflletmecili¤ine transfer oldum ve bu Japon flirketinde 12 y›l boyunca alt düzey yönetimde hemen her türlü ifli yapt›m. Konsolidasyon nedeniyle liman faaliyetlerinin sona ermesinin ard›ndan Liman Baflkanl›¤›’nda çal›flmaya bafllad›m. Orada özel sektörün bana daha uygun oldu¤unu gördüm. Bu nedenle bir terminal iflletme flirketinde iflin teknoloji taraf›nda çal›flmaya bafllad›m ve flirketin

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the technology side of the business, serving in-house developed software and hardware solutions for the industry to third parties. Then the activities became global and competed worldwide. It was originally for port operations and went into logistics that included general cargo, ro-ro and container. Afterwards, the software for rail business as well as intermodal was one of the best in the world. For me, that was a big transition going from logistics into the technology side heavily. That also provided me with the most benefit; I was very lucky because, if you are selling solutions internationally, you get to see the world and to know everybody’s operations. You need to understand what is going on in order to apply the solutions to the problems. That allowed me to travel overseas, to expand my perspective and to see how people think differently. In that process, I worked in a variety of roles. One of them was business development and global sales, which brought me to Turkey. Several years ago, when this terminal was privatized, it needed automation software solutions that I was competing for. Ultimately, I did not supply our products but kept in contact over a period of time. A couple of years ago, I saw Yildirim Group had purchased a large portion of shares of CMA CGM and they were willing to expand in the port business. Then I got in touch with Mr. Robert Yuksel Yildirim and he asked me whether I would like to come to Turkey to run the port. It was very interesting since his intention was to expand the portfolio in Turkey first and eventually globally. We talked for a while and found out the situation where we could work together both professionally and personally. So I moved here.

sektör için gelifltirdi¤i donan›m-yaz›l›m çözümlerini üçüncü taraflara pazarlad›m. Daha sonra flirketin faaliyetleri küresel bir hale geldi ve tüm dünyada rekabet etmeye bafllad›. Çözümler bafllang›çta liman iflletmecili¤ine yönelikti, ancak daha sonra genel kargo, ro-ro ve konteyneri de

What were your priorities when you arrived? My first mission was to focus on the Gebze terminal, the homeport of Yilport Holding today. It was basically to create the template and the core which we would use in future expansion. The first part of the mission was to start with just basic processes, to create a young team, to review stevedoring and terminal operating practices, to integrate the general cargo with the container business and liquid cargo within the port, and to pre-structure the scales that could be expanded upon request. Then, we also needed to establish training, education and internship programs. Because, if you are going to expand globally, it is much better if we can use the people from here in many other roles that we will need when we open up terminals. If we are going to build upon their experience, everything from language to understanding the technology, I have to show them how things are done, so that they can be successful when they go out.

Sean Pierce

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Overall, just as a side note, I am very lucky to come here because, in Turkey, for the most part, everybody knows how to work hard and likes to work hard. That is a big benefit in my pocket. It is a growing economy, so a lot of people are very accepting of change, which is very important for international businesses. How was your progress while expanding? Within the first year, which was called phase I, we focused on the core, the people and the process, and applied the technology and integrated the solutions. Then we purchased 50 percent of the Malta Freeport Terminal in 2011, before the end of the year. We have board positions there. That is a really good asset for the portfolio, because it is a very big transshipment hub, well established, and has high volume. So we can have this expertise

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kapsayacak flekilde lojistik alan›na geniflledi. Ard›ndan demiryolu ve kombine tafl›mac›l›¤a yönelik yaz›l›m, dünyan›n bu alandaki en iyi yaz›l›m› haline geldi. Bu benim için lojistikten yo¤un bir flekilde teknoloji taraf›na geçifl anlam›na geliyordu. Ayr›ca bana çok büyük bir fayda sa¤lad›; flansl›yd›m, çünkü çözümleri uluslararas› alanda sunuyorsan›z, dünyan›n hemen her taraf›n› görebiliyor ve insanlar›n nas›l çal›flt›klar›n› ö¤renebiliyorsunuz. Sorunlara çözümleri uygulayabilmek için neler oldu¤unu anlaman›z gerekiyor. Bu durum benim yurtd›fl›nda seyahat etmeme, bak›fl aç›m› gelifltirmeme ve insanlar›n nas›l farkl› düflündüklerini görmeme imkan sa¤lad›. Süreç içerisinde çeflitli görevler yürüttüm. Bunlardan biri de ifl gelifltirme ve küresel sat›fllard› ve bu da Türkiye’ye gelmeme vesile oldu. Birkaç y›l önce bu terminal özellefltirildi¤inde benim daha önce rekabetinde yer ald›¤›m otomasyon yaz›l›mlar› çözümüne ih-

CEO INTERVIEW // SÖYLEfi‹

tiyac› vard›. En nihayetinde bizim ürünlerimiz tercih edilmedi, ancak uzun bir süre boyunca irtibat›m› sürdürdüm. Birkaç y›l önce Y›ld›r›m Grubu’nun CMA CGM’nin hisselerinin büyük bir k›sm›n› sat›n ald›¤›n› gördüm. Grup liman iflletmecili¤i faaliyetlerini gelifltirmek istiyordu. Ard›ndan Robert Yüksel Y›ld›r›m ile irtibata geçtim. Bana liman›n iflletmesi için Türkiye’ye gelmek isteyip istemeyece¤imi sordu. Niyeti önce Türkiye, ard›ndan da tüm dünyadaki portföyünü gelifltirmek oldu¤undan bu bana çok ilginç geldi. Bir süre görüfltük, hem profesyonel, hem de kiflisel olarak birlikte çal›flabilece¤imiz durumu tespit ettik. Bu nedenle buraya tafl›nd›m. Öncelikleriniz nelerdi? ‹lk görevim bugün Y›lport Holding’in ana liman› olan Gebze terminaline yo¤unlaflmakt›. Temel olarak ileride gerçeklefltirilecek büyümede kullan›labilecek bir flablon ve çekirde¤i oluflturmaya çal›flt›k. Görevin ilk k›sm› limanda yaln›zca temel prosesle bafllamay›, genç bir ekip kurmay›, yükleme-boflaltma ve terminal iflletme uygulamalar›n› gözden geçirmeyi, genel kargoyu konteyner ve s›v› kargo ifline entegre etmeyi, ayr›ca talep üzerine geniflletilebilecek ölçekleri yap›land›rmay› kaps›yordu. Ard›ndan e¤itim, ö¤retim ve stajyerlik programlar›n› oluflturmam›z gerekti. Çünkü e¤er küresel olarak büyüyecekseniz, terminaller aç›ld›ktan sonra ihtiyaç duyulacak di¤er birçok ifl pozisyonunda buran›n insanlar›n› kullanmam›z çok daha iyi olacakt›r. Deneyimlerini gelifltireceksek, onlara lisandan teknolojinin anlafl›lmas›na kadar ifllerin nas›l yap›ld›¤›n› göstermem gerekiyor; ancak bu flekilde baflar›l› olabilirler. Büyüme sürecinde nas›l yol ald›n›z?

Y›lport Gebze

and knowledge within the group. Plus, it is just a good long-term investment for us and we are very happy with this acquisition. At the close of 2012, we added Rotaport and Gemport to our portfolio. Gemport happens to be next to Yilport Gemlik, which is currently being developed. We are going to combine these two facilities into one large facility this year. The portfolio has grown, but at the same time, Yilport Holding, which we created in January 2013 has expanded and continues to expand our internal structure to support that. There are some things we are doing uniquely. We are centralizing the planning. From the technology side, we are hosting the outside facilities as much as possible. So when we have a new port, we host most of the key systems centrally, and then also do vessel planning and berth management centrally.

1. faz ad›n› verdi¤imiz ilk y›l içerisinde iflin çekirde¤ine, insan kaynaklar› ve prosese odakland›k. Ayr›ca teknolojiyi uygulad›k ve çözümleri entegre ettik. Ard›ndan 2011 y›l› sonlar›na do¤ru Malta Freeport Terminalinin %50’sini sat›n ald›k. Orada yönetim pozisyonlar›m›z var. Portföyümüz için gerçekten iyi bir kazanç konumunda, çünkü çok büyük, köklü ve yüksek hacme sahip bir aktarma merkezi. Bu nedenle uzmanl›k ve bilgi birikimini gruba kazand›rabiliyoruz. Ayr›ca bizim için yaln›zca iyi bir uzun vadeli yat›r›m; bu al›mdan çok memnunuz. 2012 y›l›n›n sonunda portföyümüze Rotaport ve Gemport’u katt›k. Gemport, halen gelifltirmekte oldu¤umuz Y›lport Gemlik’in hemen yan›nda. ‹ki tesisi bu y›l birlefltirip büyük bir tesis haline getirece¤iz. Portföyümüz büyüdü, ancak ayn› zamanda 2013 y›l› Ocak ay›nda kurdu¤umuz Y›lport Holding de bunu desteklemek için dahili yap›m›z› gelifltirdi ve gelifltirmeye devam ediyor. Benzersiz bir flekilde yapt›¤›m›z baz› fleyler var. Planlamay› merkezilefltiriyoruz. Teknoloji aç›s›ndan mümkün oldu¤unca d›fl tesislere ev sahipli¤i yap›yoruz. Bu sayede yeni bir liman›m›z oldu¤unda kilit sistemlerin büyük bir ço¤unlu¤unu merkezi olarak yönetebiliyoruz ve ayr›ca gemi planlamas› ile r›ht›m yönetimini de merkezi olarak gerçeklefltiriyoruz. Rotaport, Gemport veya herhangi bir di¤er Türk liman›n› bir merkezden planlayabiliyoruz. Uluslararas› limanlar›m›z da oldu¤undan, tüm önemli prosesleri buradan planlayabilecek durumday›z. MARINE&COMMERCE MART 2014

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Y›lport Gebze

We can plan Rotaport, Gemport or any Turkish port from one central location, and since we have international ports as well, we can plan any key process from here. So this will increase the speed and lower the cost... Yes, it will do that, and it also allows us to expand more easily. Now we have centralized a group of professionals that have the expertise. The technology with the advances, the communication, and the back-up system allow us to do the back office work here and let the remote port site focus on operation. We have put in top quality equipment, systems, and all levels of automation. The systems here can handle any facility, even with 5 million-TEU volume or more. What are the near-future and long-term expansion plans of Yilport Holding? Our base is in Turkey and we want to become the first Turkish global port operator and aim to rank among the top ten global port operators in 10 years. We continue to expand domestically and more globally. There are privatizations here in Turkey we are looking at. Outside of Turkey, there are a lot of opportunities for us. Because, one of the things in which we are unique is that we can have great process, have great people and a lot of energy. The team has just come together and grows with multi-national new members. We also have Yildirim Group and all the sister, affiliated companies. That is a big advantage for us. We are an industrial company and a port operator. Yes, we can handle all aspects of multi-purpose port operations; dry bulk, liquid, general cargo, container, ro-ro. But above that, we, also being an industrial company, deal with coal, mineral, and fertilizer trade. For some of our key targets, we are not just looking at the ports.

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Öyleyse bu h›z› artt›racak ve maliyetleri azaltacak... Evet, kesinlikle. Ayr›ca daha kolay büyümemize de imkan sa¤layacak. Uzmanl›¤a sahip bir profesyoneller grubunu merkezilefltirdik. ‹lerleyen teknoloji, iletiflim ve yedek sistemler, arka ofis ifllerini burada yapmam›za ve uzak liman›n yaln›zca operasyonlara odaklanmas›na imkan sa¤l›yor. Son derece kaliteli ekipmanlar, sistemler ve her seviyede otomasyon temin ettik. Buradaki sistemler 5 milyon TEU veya daha fazla hacme sahip olanlar da dahil, hemen her tesisi idare edebilecek kapasitede. Y›lport Holding’in yak›n gelece¤e yönelik büyüme planlar› ile uzun vadeli büyüme planlar› nedir? Merkezimiz Türkiye’de ve biz ilk küresel Türk liman iflletmecisi olmay› istiyoruz. Ayr›ca 10 y›l içerisinde de dünyan›n ilk 10 küresel liman iflletmecisi aras›nda yer almay› hedefliyoruz. Yerel olarak bü-

CEO INTERVIEW // SÖYLEfi‹

We are looking at what the needs of the country, the region, and the city are. For us, it is contributing more than just our experience in port operations. There are plenty of port operators globally we compete with. There are giants with huge networks. But we are small, like a start up with a lot of energy and a lot of drive. When we get into these new opportunities, we will be able to differentiate ourselves from the competition, because we can contribute more than just as a port. For example; a country may need a power plant, and with the affiliated companies of Yildirim Group, we can build it. So we are able to look at it in an entrepreneurial way, and we are flexible. We may start with a project involving cargo or bulk; it may not necessarily be container at the beginning. Hopefully we will acquire one or two more ports this year. There are ports we are interested in Ecuador and in the west and east of Africa. One of your advantages should be the short decision period, shouldn’t it? That is a very good point. We are a flat organization and the decision making process can be very quick. We are private, 3 brothers own the company. They are heavily involved in all aspects of the company. This allows us to make quick decisions and take advantage of new opportunities.

yümeye, küresel olarak daha da fazla büyümeye devam ediyoruz. Türkiye’de ilgilendi¤imiz baz› özellefltirmeler söz konusu. Yurtd›fl›nda da bizim için birçok f›rsat var. Çünkü benzersiz oldu¤umuz noktalardan biri de; mükemmel bir prosese, harika insanlara ve muhteflem bir enerjiye sahip olabilmemiz. Ekip yak›n bir zamanda kuruldu ve çok uluslu yeni üyelerle birlikte h›zla büyüyor. Ayr›ca Y›ld›r›m Grubu ile birlikte tüm kardefl flirketlerimiz ve ifltiraklerimiz mevcut. Bu bizim için büyük bir avantaj. Biz bir liman iflletmecisi ve ayn› zamanda endüstriyel bir flirketiz. Evet, kuru dökme yükten s›v› kargoya, genel kargodan konteyner ve ro-ro’ya kadar çok amaçl› liman operasyonlar›n›n tüm alanlar›n› idare edebilecek bir konumday›z. Ancak bunlar›n ötesinde, ayn› zamanda bir endüstriyel flirket olarak kömür, maden ve gübre ticaretiyle de u¤rafl›yoruz. Önemli baz› hedeflerimiz için yaln›zca limanlarla ilgilenmiyoruz. Ülkenin, bölgenin ve flehrin ihtiyaçlar›n› da göz önünde bulunduruyoruz. Bizim için bu, salt liman iflletmelerindeki deneyimimize k›yasla daha fazla katk›da bulunuyor. Dünyada rekabet içinde oldu¤umuz birçok liman iflletmecisi var. Son derece büyük a¤lara sahip devler söz konusu. Ancak biz henüz daha küçü¤üz; t›pk› büyük bir enerjiye ve itici güce sahip yeni bir flirket gibiyiz. Yeni f›rsatlar› kullanmaya bafllad›¤›m›zda kendimizi rakiplerimizden farkl›laflt›rabilece¤iz. Çünkü biz salt bir liman olarak yapaca¤›m›zdan daha fazla katk›da bulunabiliriz. Örne¤in, bir ülkenin elektrik santraline ihtiyac› olabilir. Bu durumda Y›ld›r›m Grubu’nun ba¤l› flirketleriyle bunu yapabiliriz. Bu nedenle biz ifle bir giriflimci gözüyle bak›yoruz, oldukça esne¤iz. Kargo veya dökme yükün söz konusu oldu¤u bir projeyle bafllayabiliriz; ilk etapta konteyner olmak zorunda olmayabilir. Bu y›l bir veya iki liman daha sat›n almay› ümit ediyoruz. Ekvator ve Afrika’n›n bat› ve do¤usunda ilgilendi¤imiz limanlar var. Avantajlar›n›zdan biri de k›sa karar süreleri olmal›, de¤il mi? Çok iyi bir noktaya de¤indiniz. Yatay bir organizasyona sahibiz ve bu sayede karar verme süreci son derece h›zl› olabiliyor. 3 kardeflin sahibi oldu¤u özel bir flirketiz. Kardefllerin tümü flirketin tüm Gemport

Gemport, Gemlik

MARINE&COMMERCE MART 2014

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Marmara Shipyard, Rotaport

The other big advantage is that we are a Turkish company and Turkey is reaching out. It is amazing to see how many locations Turkish Airlines flies to in Africa. For us, it is a great time to go global, because there are a lot of opportunities over there and we are unique to do that. Are you also interested in the neighboring countries besides Turkey?

Malta Freeport

alanlar›yla yo¤un bir flekilde ilgileniyor. Bu da bizim h›zl› kararlar alarak yeni f›rsatlardan yararlanmam›za imkan sa¤l›yor. Di¤er büyük bir avantaj ise, bizim bir Türk flirketi olmam›z ve Türkiye’nin d›fla aç›l›yor olmas›. Türk Havayollar›’n›n Afrika’da kaç flehre uçtu¤unu görmek son derece flafl›rt›c›. Bize göre küreselleflme için çok uygun bir zaman, çünkü dünyada birçok f›rsat var ve biz bunu yapmak için benzersiz bir konumday›z.

We are in the business to make money. We prefer the gateway facilities for transshipment and are looking for the growing economies.

Türkiye d›fl›nda komflu ülkelerle de ilgileniyor musunuz?

Within Turkey, we are expanding our services and continuing to develop our existing ports. Yilport Gebze is in one of the best locations for the future since the industry and the logistics around it are developing. That is why a major expansion in the port for a 450-meter berth is underway. We have 4 more cranes to be delivered in November. So we focus on increasing the capacity and efficiency.

Türkiye içinde hizmetlerimizi artt›r›yor ve mevcut limanlar› gelifltirmeye devam ediyoruz. Y›lport Gebze ilerisi için en iyi konumlardan birinde, çünkü etraf›ndaki sanayi ve lojistik alanlar› gelifliyor. ‹flte bu nedenle limanda 450 metrelik bir r›ht›m inflaat›na yönelik büyük bir geniflleme yat›r›m›m›z var. Kas›m ay›nda teslim edilecek 4 vincimiz daha var. Bu nedenle kapasite ve verimlili¤i artt›rmaya yo¤unlafl›yoruz.

Do you prefer to acquire an existing port and then develop it or build from scratch anywhere?

Mevcut bir liman al›p gelifltirmeyi mi, yoksa s›f›rdan bir liman infla etmeyi mi tercih ediyorsunuz?

That is a good question. We have made a yard preference. Our focus is on brown field or better. If there is an existing port, we prefer it and then we get in and start operating. At that point, we begin to understand the local government and business, and then start investment.

Güzel bir soru. Bir alan tercihi yapt›k. Genelde daha önce k›smen inflas› yap›larak kullan›lan veya daha iyi durumdaki yerlere yo¤unlafl›yoruz. Mevcut bir liman varsa bunu tercih ediyoruz. Zira hemen ifle giriflip çal›flmaya bafll›yoruz. Bu noktada yerel yönetim ve ifl faaliyetlerini ö¤rendikten sonra yat›r›mlara bafll›yoruz.

This year we are also looking for an outside investor to take into Yilport Holding. It is in our plans. Since we go more global, we are interested in getting in an international investor with the minority shares. It is also in the long-term plan to go public.

Bu y›l ayr›ca planlar›m›z dahilinde Y›lport Holding’e d›flar›dan bir yat›r›mc› katmak var. Daha da fazla küresel olmaya çal›flt›¤›m›zdan, az›nl›k hisseye sahip uluslararas› bir yat›r›mc› bulmak istiyoruz. Ayr›ca halka aç›lmak da uzun vadeli planlar›m›z aras›nda.

How much investment has been made for acquisitions and port developments so far?

‹ktisaplar ve liman gelifltirme çal›flmalar› için bugün itibariyle ne kadar yat›r›m yapt›n›z?

Every year, 500 million to 1 billion USD was spent to acquire or develop the ports in Turkey and then in Malta since I came here in 2011. Determining the right opportunity for the expansion plan will change the amount of investment for the future. &

2011 y›l›nda buraya geldikten sonra, önce Türkiye’de ard›ndan Malta’da liman almak veya gelifltirmek için her y›l 500 milyon ile 1 milyar dolar aras›nda harcama yapt›k. Büyüme plan› için do¤ru f›rsat› belirlemek, ileride yat›r›m miktar›n› de¤ifltirecektir. &

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Para kazanmak için ifl yap›yoruz. Aktarmalar için geçit niteli¤inde tesisleri tercih ediyoruz ve büyümekte olan ekonomiler ar›yoruz.

TECHNOLOGY // TEKNOLOJ‹

DO YOU HAVE A 3D PRINTER IN YOUR EQUIPMENT LIST? MALZEME L‹STEN‹ZDE 3D YAZICI VAR MI? HAL‹S ÖZTÜRK

Some believe that the 3D printing technology represents the third industrial revolution, and it is expected to cause all manufacturing techniques to be reviewed. It is considered to be technology that will enable more environment-friendly production of high quality products using less raw materials and energy. Thus, drawings in computer environment turn into concrete objects. Üç boyutlu yaz›c› teknolojisi baz›lar›nca üçüncü sanayi devrimi diye adland›r›l›yor ve önümüzdeki y›llarda tüm üretim tekniklerinin gözden geçirilmesine neden olmas› bekleniyor. Daha az hammadde ve enerji kullan›m› ile daha kaliteli ve çevreye duyarl› üretimin yap›lmas›n› sa¤layacak bir teknoloji olarak de¤erlendiriliyor. Bu sayede bilgisayar ortam›ndaki çizimler elle dokunulabilir, gerçe¤e dönüflüyor. rom cruise ships carrying thousands of passengers to commercial ships carrying hundreds of thousands of tons of valuable commercial commodities, the biggest concern at

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inlerce yolcu tafl›yan kruvaziyer gemilerden yüz binlerce ton de¤erli ticari mal tafl›yan yük gemilerine, denizcilerin en büyük endiflesi ana karadan uzak, okyanuslar› aflarken

TECHNOLOGY // TEKNOLOJ‹

sea is problems that may be encountered while crossing the oceans. No captain or shipowner wants to think about the likelihood that propellers would come to a halt while struggling with the violent weather conditions in the middle of the high seas. But the good news is it seems that these nightmares will decrease thanks to the 3D printers that is in the top items of technology agenda recently. When a ship equipped with all the state-of-the-art instruments loses its propulsion power, she turns into a huge buoy swaying back and forth uncontrollably in waves. The nature that has the highest power sometimes shows its adverse face, and quite the contrary to its beauty in peaceful times, its wildness causes considerable hazards. Experienced sailors and seamen know these situations that are too contrasting like black and white very well. Reliable marine engines designed and developed to operate under highly challenging conditions sometimes overstep the mark at such times. Ship’s company gets concerned and alarmed. Engineer officers roll up their sleeves to diagnose and solve the problem immediately. If the source of the failure is a broken part, it must be replaced as soon as possible. If there is no replacement, they contact the company’s headquarters to ensure the replacement to be delivered in the shortest possible time. Well, what if a helicopter is unable to deliver the part due to adverse weather conditions? Imagine that it is possible to manufacture the required parts on board the ship herself. Yes, it sounds like a dream for most of us. But, thanks to the rapidly advancing technology, those days are not so far.

karfl›laflabilecekleri sorunlard›r. Hiçbir kaptan ya da gemi sahibi engin denizlerin ortas›nda, h›rç›n hava koflullar›yla mücadele ederken pervanenin duraca¤›n› akl›na getirmek istemez. Ama iyi haber… Son zamanlar›n teknoloji gündeminde bafl s›ralara yerleflen 3D yaz›c›larla, korkulu rüyalar azalacak gibi gözüküyor. Her türlü teknolojik cihazlarla donat›lm›fl bir gemi, makina gücünden yoksun kald›¤›nda, dalgalar içinde kontrolsuzca sal›nan dev bir dubaya dönüflür. En büyük güce sahip do¤a, zaman zaman ters yüzünü gösterir ve durgunlu¤undaki güzelli¤inin tam aksine, h›rç›nl›¤›n›n getirdi¤i tehlikelerle karfl› karfl›ya b›rak›r. Denizi çok iyi tan›yan ve ömrünü veren denizciler ak ile kara kadar iki uç aras›ndaki bu durumu çok iyi bilir. Zorlu koflullarda çal›flmak için tasarlanan ve gelifltirilen güvenilir gemi makinalar› ile di¤er donan›mlar bazen böyle anlarda su koyuverir. Gemi mürettabat›n› endifleli bir telafl sarar. Makina zabitleri hemen sorunu anlay›p, çözüm bularak ar›zay› gidermek için kollar› s›varlar. Sorun k›r›lan bir aksam ise, en k›sa sürede yede¤iyle de¤ifltirmek gerekir. Yedek parça yoksa; flirket merkezini aray›p her tür ulafl›m yollar›n› kullanarak acilen parçan›n gemide olmas› için çaba harcan›r. Peki ya hava muhalefeti dolay›s›yla helikopter gelemiyorsa... Bir an hayal edin; gereksinim duyulan parça gemi üzerinde üretilebilsin... Evet bu hala bir hayal gibi geliyor ço¤umuza. Ancak h›zla geliflen teknoloji sayesinde, asl›nda o günler hiç de uzak de¤il.

DO⁄RUDAN B‹LG‹SAYARDAN ÜRET‹M Üç boyutlu yaz›c› teknolojisi baz›lar›nca üçüncü sanayi devrimi diye adland›r›l›yor ve önümüzdeki y›llarda tüm üretim MARINE&COMMERCE MART 2014

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TECHNOLOGY // TEKNOLOJ‹

MANUFACTURING DIRECTLY FROM THE COMPUTER Some believe that the 3D printing technology represents the third industrial revolution, and it is expected to cause all manufacturing techniques to be reviewed. It is considered to be technology that will enable more environment-friendly production of high quality products using less raw materials and energy. Thus, drawings in computer environment turn into concrete objects. Products designed on computers using computer-aided design (CAD) software are subjected to a conversion process by means of an intermediary software program for use on the 3-dimensional (3D) printers, and these drawings are divided into thin layers. The 3-D printer firstly lays the material to be used on one layer (on the x and y axes), similar to the known printers, and then moving ahead a preset distance (the z axis), processes another layer. These layers then create the product.

DREAMS TO CHANGE THE WORLD Using their imagination, human beings have started to force the limits of what they can do with the 3D printers. Creative ideas and designs turn into real prototypes, intermediary parts and end products rapidly. Developed over the last three decades, the 3D printing technology has become diversified in recent years and it seems it is inevitable that its use will become widespread in the near future. This new-generation technology that produces very special and interesting products in addition to all kinds of known objects seems to shape the future seriously. And it provides opportunity to anyone, not only the engineers, to create distinctive products.

FROM SHIP PARTS TO ORGANS… It is possible to manufacture parts for ships, boats, airplanes, cars and machines using 3D printers that bring innovations and changes to the manufacturing technology. Furthermore, any types of products from robots, shoes, toys, statues to jewelleries, accessories, tools, chairs, glasses, forks, medical stuff, medicines, dental plates, prostheses, etc. can be easily created. Researches conducted for production of artificial organs designed for transplantation into human body have started to produce

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tekniklerinin gözden geçirilmesine neden olmas› bekleniyor. Daha az hammadde ve enerji kullan›m› ile daha kaliteli ve çevreye duyarl› üretimin yap›lmas›n› sa¤layacak bir teknoloji olarak de¤erlendiriliyor. Bu sayede bilgisayar ortam›ndaki çizimler elle dokunulabilir, gerçe¤e dönüflüyor. Bilgisayar destekli tasar›m (CAD) programlar› kullanarak çizimleri gerçeklefltirilen ürünler, 3-boyutlu yaz›c› (3D printer) taraf›ndan ifllenebilmesi amac›yla bir ara program taraf›ndan dönüfltürülüyor ve ince ince katmanlardan oluflan parçalara ayr›l›yor. 3-boyutlu yaz›c›, önce bilenen yaz›c›lara benzer olarak bir katmanda kullan›lan malzemeyi yay›yor (x, y ekseni) ve sonra tan›mlanan ara kadar uzaklaflarak (z ekseni) di¤er bir katman› iflliyor ve üst üste eklenen katmanlar ürünü ortaya ç›kar›yor.

HAYALLER DÜNYAYI DE⁄‹fiT‹RECEK ‹nsano¤lu hayal gücüyle üç boyutlu yaz›c›larla yapabileceklerini zorlamaya bafllad›. Yarat›c› fikirler ve tasar›mlar gerçek prototiplere, ara parçalara ve son ürünlere h›zl› bir biçimde dönüflüveriyor. Gelifltirilmesi 30 y›ll›k geçmifle dayanan ve son zamanlarda üretimi çeflitlenerek artan 3D yaz›c› teknolojisinin, gelecek y›llarda oldukça yayg›nlaflmas› ise kaç›n›lmaz. ‹lk günden itibaren akla gelebilecek her türlü, aflina olunanlar›n yan› s›ra, çok özel ve ilginç ürünler de ortaya ç›karan bu yeni nesil teknoloji, gelece¤i ciddi biçimde flekillendirece¤e benziyor. Ve sadece tasar›mc›larla mühendislere de¤il, isteyen herkese farkl› ürünler yapma f›rsat› sunuyor.

GEM‹ PARÇASINDAN ORGANA… Üretim teknolojisine devrim diye nitelenebilecek de¤ifliklikler ve yenilikler getiren 3 boyutlu yaz›c›larla gemi, yat, uçak, otomobil ve makina parçalar› üretilebiliyor. Ayr›ca robot, ayakkab›, oyuncak, heykel, tak›, aksesuar, el aletleri, sandalye, bardak, çatal, t›bbi malzeme, ilaç, takma difl, t›bbi protez hatta silah gibi akla gelebilecek her türden, çeflit çeflit ürün de gerçe¤e dönüfltürülebiliyor. ‹nsan vücuduna nakledilmek üzere tasarlanan yapay organlar›n üç boyutlu yaz›c›larla üretim çal›flmalar› da sonuçlar›n› vermeye bafllad›. Ço¤u kifli için en e¤lenceli taraf› ise arzu edilen biçimde çikolata veya flekerleme üretilerek, tatl› sürprizler haz›rlanabiliyor olmas›.

TECHNOLOGY // TEKNOLOJ‹

positive results. The most enjoyable aspect of the 3D printers for many people is that, they allow preparation of sweet surprises by producing chocolates or confectionary in any form.

EVEN MICROSCOPIC PRINTING IS POSSIBLE The 3D printing technology is also defined as 3D-aided manufacturing or rapid prototyping. It divides the 3D model into layers using many different types of materials and technology, and creates the designed model as a concrete product by piling up these layers from bottom to top. In other words, it is possible to create a solid model of an object designed on a computer in a short time. The 3D printers can create products in very different geometries, which cannot be manufactured using conventional manufacturing methods yet. Even nano-scaled objects, which can be seen only by using a microscope, can be printed in all their details. Over 100 different materials (including metal, plastic, polymer, resin, ceramic, gypsum, and even human tissue) can be used in solid, liquid or dust forms. The specially prepared material, for example liquid resin, is formed by hardening using laser beam focused on desired points. The 550 nano-meter focal point of the laser beam is controlled by means of mirrors, and the resin only in the centre of the focal point transforms into hardened polymer. Owing to precise control of the focal point of the laser beam, very small objects can be easily created. The technique used in three-dimensional printers is very quite different from the processing and forming techniques used in conventional manufacturing. Contrary to the conventional machining method based on drilling or cutting metal parts, consequently removing some portion of the material, the 3D printing method is based on adding the material. Conventional manufacturing technology requires a CAD drawing of the product to be manufactured, supporting manufacturing equipment (mould, tooling, etc.), as well as raw material. On the other the extremely practical and efficient 3D printing technology does not require any additional equipment other than the 3D printer itself to convert any CAD drawing into concrete objects by melting and adding the raw material in dust form. Furthermore, thanks to low wastage rate, raw material requirement is quite low compared to the classical manufacturing methods. Generally thermoplastic materials are used on 3D printers offered to end users at quite affordable prices. Because these materials can be melted for multiple times and liquefy within specific temperature ranges, they are highly suitable for this technology. The material is required to be sprayed through a nozzle heated up to the required melting temperature, so that it can be piled up appropriately. This nozzle is controlled by the computer to move in accordance with the designed geometry of the part being manufactured. The object is piled on a tray in the form of 2D layers at specific heights to create the final 3D object.

M‹KROSKOP‹K BASKI B‹LE MÜMKÜN Üç boyutlu yaz›c› teknolojisi; üç boyutlu katk›l› üretim ya da h›zl› prototipleme olarak da tan›mlan›yor. Birçok farkl› malzemeyi ve teknolojiyi kullanarak üç boyutlu modeli katmanlara ay›r›yor ve bu katmanlar› ad›m ad›m afla¤›dan yukar›ya do¤ru üst üste y›¤arak tasarlanan modeli somut, elle tutulabilen bir ürün olarak ortaya ç›kar›yor. Yani bilgisayar ortam›nda tasarlanan bir nesnenin örne¤i 3D yaz›c› sayesinde k›sa süre içinde somut olarak ele al›nabiliyor. Henüz hiç bir üretim yöntemi ile üretilmesi mümkün olmayan parça geometrileri, yani farkl› flekillerde ürünler elde edilebiliyor. Nano ölçekli, yani bir milimetrenin milyonda biri gibi sadece mikroskopla görülebilecek nesneler bile en ince ayr›nt›s›na kadar üç boyutlu olarak bas›labiliyor. Bask› için 100’den fazla malzeme (metal, plastik, polimer, reçine, seramik, alç› ve hatta deney aflamas›ndaki çal›flmalara göre insan dokusu) kat›, s›v› veya toz halinde kullan›labiliyor. Özel olarak haz›rlanm›fl malzeme, örne¤in s›v› reçine, istenilen noktalara odaklanm›fl lazer ›fl›n›yla sertlefltirilerek flekillendiriliyor. Lazerin 500 nanometre büyüklü¤ündeki odak noktas› hareketli aynalarla kontrol ediliyor ve sadece oda¤›n merkezindeki reçine kat›laflm›fl polimere dönüflüyor. Lazer oda¤›n›n hassas kontrolü sayesinde çok çok küçük cisimler yap›labiliyor. Üç boyutlu yaz›c›larda kullan›lan teknik, geleneksel üretimde kullan›lan iflleme ya da biçimlendirme tekniklerinden oldukça farkl›. Metal parçalarda malzemenin delme ya da kesme gibi ifllemler sonucunda ç›kar›l›p uzaklaflt›r›lmas› esas›na dayanan geleneksel talafl kald›rma tekni¤inin tersine, üç boyutlu yaz›c› ile gerçeklefltirilen üretim, malzeme eklemeye yönelik bir teknoloji. Geleneksel üretim teknolojisiyle bir ürün elde edebilmek için ürünün bilgisayarda haz›rlanm›fl çizimine, destekleyici üretim ekipmanlar›na (kal›p, tak›m vb.), çeflitli imalat makinelerine ve ham maddeye ihtiyaç var. Oldukça pratik ve verimli olan 3D yaz›c› teknolojisinde ise bilgisayar çizimi, toz halindeki ham madde ve malzemeyi eriterek ekleme özelli¤ine sahip üç boyutlu yaz›c› d›fl›nda baflka donan›ma ihtiyaç duyulmuyor. Ayr›ca fire miktar› daha düflük oldu¤u için ham madde gereksiniminin di¤er klasik yöntemlere göre hayli az oldu¤u biliniyor. Çok ekonomik olarak son kullan›c›lara sunulan 3D yaz›c›larda genellikle termoplastik malzemeler kullan›l›yor. Bunlar defalarca eritilebildikleri, belirli bir s›cakl›k aral›¤›nda s›v›laflabildikleri için bu teknolojiye hayli uygun malzemeler. Malzemenin düzgün bir flekilde y›¤›labilmesi için, erime s›cakl›¤›na ›s›t›lm›fl bir püskürtme memesinden d›flar›ya b›rak›lmas› gerekiyor. Bu meme bilgisayar taraf›ndan kontrol edilerek tasar›mdaki parçan›n geometrisi ile uyumlu flekilde hareket ettiriliyor. Belirli yüksekliklerde parça 2 boyutlu katmanlar halinde tablaya y›¤›l›yor ve sonuçta üç boyutlu ürün ortaya ç›k›yor. MARINE&COMMERCE MART 2014

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FASTER PRODUCTION

ÜRET‹M HIZLANACAK

The bodies and large parts of products like cars and aeroplanes will be manufactured far faster using large 3D printers at factories. Today, Boeing manufactures some aeroplane parts and Ford some car parts using 3D printing technology. NASA announced its plans to include a 3D printer on the international space station to manufacture spare parts as required. Recently, there was news that nose prosthesis manufactured using a 3D printer was used in an aesthetics surgery.

Otomobil, uçak gibi ürünlerin d›fl gövdeleri ve büyük parçalar›, fabrikalardaki büyük yaz›c›larla bugünkünden çok daha h›zl› üretilebilecek. fiimdiden Boeing baz› uçak ve Ford ise baz› otomobil parçalar›n› bu flekilde seri olarak üretiyor. NASA gerekli durumlarda yedek parça üretiminin sa¤lanabilmesi için uluslararas› uzay istasyonuna 3D yaz›c› koymay› planlad›¤›n› aç›klad›. K›sa süre önce 3D yaz›c› ile gerçeklefltirilen bir burun protezinin estetik cerrahi ameyatta kullan›ld›¤› haberleri yay›ld›.

Furthermore, interestingly, because the classical Aston Martin DB5 model car used in the last James Bond movie by the end of 2012 was a unique and valuable car that could not be sacrificed, a model which was 1/3 of the real car was created using huge 3D printers by a company in Germany.

Ayr›ca ilgi çekici biçimde; 2012 sonlar›nda vizyona giren son James Bond filminde kullan›lan klasik Aston Martin DB5 otomobili film çekimlerinde feda edilemeyecek kadar nadide ve k›ymetli bir parça oldu¤u için, Almanya’daki bir flirket taraf›ndan dev boyutlarda üretim yapabilen 3 boyutlu yaz›c›larla gerçek arac›n üçte biri büyüklü¤ünde modeli yap›ld›.

COMMERCIAL AND SOCIAL DIMENSIONS 3D printers have different types depending on the application and kinds of materials used. A number of manufacturers have models intended for industrial, office, and home use. Their prices range between a few hundred dollars to a few million dollars depending on the materials and technology used. There are many projections as to the market size of the 3D printers in the future in the world. However, it is rather difficult to make a consistent projection, for the point that could be achieved in use of this technology in industry in the professional sense, as well as in the private consumption market, cannot be forecast. Because development of the 3D printers is still underway all around the world, we may witness very different types of 3D printers in the future. Consequently, we may see many news about use of 3D printers in, for example, human tissue treatments, and in repair of parts in the industry. What would you say? Will 3D printers and scanners secure a position in the equipment list of ships in the near future? &

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T‹CAR‹ VE SOSYAL BOYUTU Üç boyutlu yaz›c›lar›n kullan›m yerlerine ve malzeme cinslerine ba¤l› olarak farkl› tipleri bulunuyor. Farkl› üretici firmalar›n sanayi, ofis ya da ev olmak üzere modelleri var. Kulland›klar› malzemelere ve teknolojilerine göre fiyatlar› birkaç yüz dolarla, birkaç milyon dolar aras›nda de¤ifliyor. Gelecek y›llar içinde dünya genelinde üç boyutlu yaz›c›lar›n ulaflaca¤› pazar büyüklü¤ü hakk›nda çok çeflitli tahminler yap›l›yor, ancak tutarl› bir tahminde bulunmak oldukça zor. Zira farkl› teknolojik ürünlerde daha önce yafland›¤› gibi, gerek sanayide profesyonel anlamda ve gerekse kiflisel tüketim pazar›nda kullan›m yayg›nl›¤›nda var›lacak nokta öngörülemiyor. Küresel anlamda gelifltirme çal›flmalar› h›zla yürütüldü¤ü için önümüzdeki günler çok de¤iflik üç boyutlu yaz›c› uygulamalar›na gebe. Dolay›s›yla, t›pta doku iyilefltirmesinden, sanayide parça tamirine kadar her geçen gün yeni haberleri görebiliriz. Siz ne dersiniz? K›sa süre içinde 3D yaz›c›lar ve taray›c›lar gemilerin malzeme listesi içinde yerini alacak m›? &

SHIP OWNER // GEM‹ DONATANI

DHT FLEET // DHT F‹LOSU

VLCC Built Yard DWT Class Employment DHT Hawk 2007 NACKS* 298,923 LR Spot DHT Falcon 2006 NACKS* 298,971 LR Spot DHT Eagle 2002 Samsung 309,064 ABS Spot DHT Ann 2001 Hyundai 309,327 LR TC DHT Chris 2001 Hyundai 309,285 LR TC DHT Phoenix 1999 Daewoo 307,151 LR Pool Suezmax DHT Target 2001 Hyundai 164,626 ABS TC DHT Trader 2000 Hyundai 152,923 ABS TC Aframax DHT Cathy 2004 Hyundai 115,000 ABS TC DHT Sophie 2003 Hyundai 115,000 ABS TC Total 2,380,270 Newbuildings VLCC x 6 2016 Hyundai 300,000 ABS Total 4,180,270 Technical Manager: Goodwood *Nantong Cosco KHI Engineering Co, Ltd.

DHT HOLDINGS ORDERED 6 VLCCs DHT HOLDINGS 6 VLCC S‹PAR‹fi‹ VERD‹

DHT Holdings, Inc. announced that the closing of its previously announced registered direct offering of 30,300,000 shares of its common stock at a price of USD 7.50 per share. The company received net proceeds of approximately USD 217.0 million after the payment of placement agent fees. DHT intends to use the net proceeds to fund the expansion of its fleet, its pending vessel acquisitions and shipbuilding contracts and for other general corporate purposes. DHT Holdings, Inc. daha önceden ilan edilen 30,300,000 hisse senedinin do¤rudan halka arz›n›n hisse senedi bafl›na 7.50 USD’den kapand›¤›n› duyurdu. Halka arz acentesinin pay› ç›kt›ktan sonra yaklafl›k 217.0 milyon dolar gelir elde eden DHT bu geliri; filonun geniflletilmesi, gemi al›mlar› ve gemi infla sözleflmelerini finanse etmek için kullanacak ve di¤er genel kurumsal amaçlar› için harcayacak.

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SHIP OWNER // GEM‹ DONATANI

HT Holdings, Inc., an independent crude oil tanker company listed in New York Stock Exchange (NYSE: DHT), announced that it has entered into firm contracts to construct three VLCCs (very large crude carriers) at Hyundai Heavy Industries Co., Ltd. (HHI) in South Korea with a contract price of USD 97.3 million each, including USD 2.3 million in additions and upgrades to the standard specification. Subsequently, the company's orderbook consist of six VLCCs ordered at HHI that are scheduled for delivery in April, July, two in September, October and November 2016. DHT’s fleet trades internationally and consists of crude oil tankers in the VLCC, Aframax and Suezmax segments.

During the fourth quarter the Company entered into agreements with HHI for the construction of two VLCCs with a contract price of USD 92.7 million each, including certain additions and upgrades to the standard specification. In January 2014 the Company entered into an other agreement for a third VLCC at HHI at identical contractual terms. In December the Company paid 20% pre-delivery installments on two of vessels totaling USD 37.1 million and in January 2014 the Company paid USD 18.6 million on the third vessel. In line with the communicated strategy, the company reached the agreements to acquire two VLCCs for USD 98 million (Gulf Eyadah built in 2006 for USD 47.5 million and Gulf Sheba built in 2007 for USD 50.5 million) from Gulf Navigation Holding, the only maritime and shipping company listed on the Dubai Financial Market. Both vessels were delivered in February 2014. DHT considers this an attractive addition to its fleet and will continue to pursue investment opportunities and grow. The Company funds the acquisition through a combination of conventional mortgage financing and an acquisition facility. DHT, entered into an agreement to fund the acquisition of the VLCCs pursuant to the Ship Purchase Agreements through a secured credit agreement totaling USD 49.0 million between DNB, as lender, DHT Falcon Limited and DHT Hawk Limited (each a direct wholly owned subsidiary of DHT and collectively, the “Borrowers”), and DHT, as guarantor. Borrowings bear interest at a rate equal to a margin of 325 basis points plus LIBOR and are repayable in 20 quarterly installments of USD 1.0 million each from May 2014 to February 2019 with a final payment of USD 29.0 million in February 2019. The VLCC Gulf Sheba was arrested at the Port of Rotterdam under instruction from the creditor Norwegian bank DNB in September 2013. The bank issued the arrest notice after Gulf Navigation subsidiary company defaulted on a loan instalment of USD 1.8 million due in July 2013. The vessel was delivered to Gulf Navigation in 2007 for USD 110 million. The second VLCC Gulf Eyadah was arrested in the Bahamas, under orders from the two lenders, DNB and DVB, in October 2013.

CLOSING OF USD 227,250,000 OFFERING DHT Holdings, Inc. announced that the closing of its previously announced registered direct offering of 30,300,000 shares of its

ew York Borsas›nda (NYSE: DHT) ifllem gören ba¤›ms›z bir ham petrol tanker flirketi olan DHT Holdings, Inc., Güney Koreli Hyundai Tersanesi (HHI) ile her biri 97.3 milyon dolar de¤erinde 3 VLCC inflas› için kesin anlaflma imzalad›¤›n› duyurdu. Anlaflmaya 2.3 milyon dolarl›k ilaveler ve standart spesifikasyona yükseltmeler de dahil. fiirketin Hyundai’ye verdi¤i siparifller böylece 6 adede ç›km›fl oldu. Gemiler 2016 y›l›nda s›ras›yla Nisan, Temmuz, Eylül (iki adet), Ekim ve Kas›m aylar›nda teslim edilecek. DHT’nin filosu uluslararas› ticaret alan›nda faaliyet gösteriyor ve genel olarak VLCC, Aframax ve Suezmax gemi segmentlerinden olufluyor.

fiirket geçti¤imiz y›l›n son çeyre¤inde HHI ile her biri 92.7 milyon dolarl›k (belirli ilaveler ve standart spesifikasyonlara yükseltmeler dahil) 2 adet VLCC inflas› için anlaflma imzalam›fl, ard›ndan 2014 y›l› Ocak ay›nda ayn› flartlarla üçüncü bir VLCC siparifli daha vermiflti. fiirket Aral›k ay›nda ilk iki geminin %20 teslimat öncesi taksiti olarak 37.1 milyon dolar, üçüncü gemi içinse 2014 Ocak ay›nda 18.6 milyon dolar ödeme gerçeklefltirdi. DHT daha önce bildirdi¤i stratejisine uygun olarak, Dubai Finans Piyasas›nda kote olan tek denizcilik ve deniz tafl›mac›l›¤› flirketi Gulf Navigation Holding’ten 98 milyon dolar karfl›l›¤›nda iki adet VLCC al›m› konusunda anlaflmaya vard› (2006 y›l›nda infla edilen Gulf Ayadah 47.5 milyon dolar, 2007 y›l›nda infla edilen Gulf Sheba ise 50.5 milyon dolar). Her iki tanker de 2014 fiubat ay›nda teslim edildi. DHT, bu gemilerin filosu için çekici bir ilave oldu¤unu ve yat›r›m f›rsatlar›ndan yararlanarak büyümeye devam edece¤ini söylüyor. fiirket bu al›mlar› geleneksel ipotek finansman› ve iktisap kredisi kullanarak finanse ediyor. DHT, son VLCC’lerin al›m›n› finanse etmek için Gemi Sat›n Alma Sözleflmeleri baz›nda bir anlaflma imzalad›. Bu anlaflma, kredi veren olarak DNB ile DHT Falcon Limited ve DHT Hawk Limited (her biri DHT’nin tamam›na sahip oldu¤u ifltiraki) aras›nda yap›lan ve DHT’nin kefil olarak yer ald›¤› 49.0 milyon dolarl›k bir teminatl› kredi sözleflmesi baz›nda imzaland›. Kredilere 325 baz puan marj› art› LIBOR’a eflit bir faiz uygulanacak ve geri ödeme 2014 y›l› May›s ay›ndan bafllay›p 2019 y›l› fiubat ay›nda tamamlanmak üzere her biri 1.0 milyon dolarl›k 20 adet çeyrek dönem MARINE&COMMERCE MART 2014

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taksitle ve 2019 fiubat ay›nda yap›lacak 29.0 milyon dolarl›k bir son ödeme ile gerçeklefltirilecek. VLCC Gulf Sheba, Norveçli DNB bankas›n›n 2013 y›l› Eylül ay›nda verdi¤i talimat üzerine Rotterdam Liman›’nda al›konmufltu. Banka al›koyma ihbar›n›, Gulf Navigation ifltiraki bir flirketin 2013 y›l› Temmuz ay›nda ödenmesi gereken 1.8 milyon dolarl›k kredi taksidini ödememesi üzerine yapt›. Gemi 2007 y›l›nda Gulf Navigation’a 110 milyon dolara teslim edilmiflti. ‹kinci VLCC Gulf Eyadah ise kredi veren DNB ile DVB’nin talimat› üzerine 2013 y›l› Ekim ay›nda Bahama Adalar›nda al›konmufltu.

227,250,000 DOLARLIK HALKA ARZ KAPANDI Trygve P. Munthe, Svein Moxnes Harfjeld

common stock at a price of USD 7.50 per share. The company received net proceeds of approximately USD 217.0 million after the payment of placement agent fees. DHT intends to use the net proceeds to fund the expansion of its fleet, its pending vessel acquisitions and shipbuilding contracts and for other general corporate purposes. RS Platou Markets, Inc. and DNB Markets, Inc. acted as joint lead managers and placement agents, and RS Platou Markets AS acted as placement agent. This offering was made only by means of a prospectus supplement and accompanying base prospectus. A prospectus supplement related to the offering was filed with the U.S. Securities and Exchange Commission (the "SEC") and is available on the SEC's website located at www.sec.gov. Copies of the prospectus supplement and the accompanying prospectus relating to this offering may be obtained from RS Platou Markets, Inc. The Company completed a private placement of shares generating net proceeds of USD 106.7 million on November 29, 2013.

STRATEGIC CHANGE

DHT Holdings, Inc. daha önceden ilan edilen 30,300,000 hisse senedinin do¤rudan halka arz›n›n hisse senedi bafl›na 7.50 USD’den kapand›¤›n› duyurdu. fiirket halka arz acentesinin pay› ç›kt›ktan sonra yaklafl›k 217.0 milyon dolar gelir elde etti. DHT bu geliri filonun geniflletilmesi, gemi al›mlar› ve gemi infla sözleflmelerini finanse etmek için kullanacak ve di¤er genel kurumsal amaçlar› için harcayacak. RS Platou Markets, Inc. ile DNB Markets, Inc. ifllemde müflterek lider yöneticiler ve arz acenteleri olarak hareket ederken, RS Platou Markets AS arz acentesi olarak yer ald›. Halka arz ifllemi yaln›zca bir prospektüs eki ile birlikte buna efllik eden temel bir prospektüsle gerçeklefltirildi. Arz ile iliflkili olarak bir prospektüs eki ABD Menkul K›ymetler ve Borsalar Komisyonu’na (SEC) sunuldu. Prospektüs ekine SEC’in www.sec.gov adresinden ulafl›labiliyor. Ayr›ca prospektüs eki ile buna efllik eden halka arzla iliflkili prospektüsün kopyalar› RS Platou Markets, Inc.’den temin edilebiliyor. fiirket 29 Kas›m 2013 tarihinde de 106.7 milyon dolar net gelir getiren özel bir hisse senedi arz› gerçeklefltirmiflti.

STRATEJ‹K DE⁄‹fi‹M

DHT was formed and listed on the New York Stock Exchange in 2005. At its inception, the Company acquired 7 crude oil tankers, being 3 VLCCs and 4 Aframaxes, with long-term time charters attached. At year end 2007 and in early 2008, the company acquired two Suezmax tankers that entered into long-term bareboat charters.

2005 y›l›nda kurulan DHT, ayn› y›l New York Borsas›’nda ifllem görmeye bafllad›. fiirket bafllang›çta uzun süreli zaman gemi kiralama sözleflmesine sahip 3 VLCC ve 4 Aframax olmak üzere, 7 ham petrol tankeri sat›n ald›. fiirket 2007 y›l› sonu ile 2008 bafllar›nda uzun süreli ç›plak gemi kiralama sözleflmelerine sahip 2 adet Suezmax tankeri daha filosuna dahil etti.

In March, 2010, the original company DHT Maritime, Inc. completed a series of transactions that resulted in DHT Holdings, Inc., a newly formed corporation organized in the Marshall Islands, becoming the publicly held parent company of DHT Maritime, Inc.

2010 y›l› Mart ay›nda ilk flirket olan DHT Maritime, Inc. bir dizi çal›flma sonucunda Marshall Adalar›’nda DHT Holdings, Inc. ad› alt›nda DHT Maritime, Inc.’nin ba¤l› oldu¤u ana flirket konumunda halka aç›k bir flirket kurdu.

In September 2010, DHT changed senior management with the Norwegian shipping partners Svein Moxnes Harfjeld, CEO, and Trygve P. Munthe, President, joining the company. The company subsequently set out on a strategic change from having been more of a “leasing type” business to become an operational ship owning company. The strategic change included building an efficient and competent organization in DHT’s wholly owned management company out of Oslo in Norway. &

DHT, 2010 y›l› Eylül ay›nda üst yönetimini flirkete kat›lan Norveçli denizcilik kökenli ortaklar› Svein Moxnes Harfjeld (CEO) ve Trygve P. Munthe (Baflkan) ile de¤ifltirdi. fiirket daha sonra “kiralayan” bir flirket olmaktan ziyade iflletmeci armatörlük flirketi haline dönüflmeye yönelik stratejik bir de¤iflim içine girdi. Bu stratejik de¤iflim, DHT’nin Norveç’te Oslo d›fl›nda tamam›na sahip oldu¤u flirketinde etkin ve yetenekli bir organizasyon kurulmas›n› da kaps›yor. &

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INDUSTRY // SANAY‹

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INDUSTRY // SANAY‹

STEEL: A KEY DRIVER OF THE WORLD’S ECONOMY ÇEL‹K: DÜNYA EKONOM‹S‹N‹N D‹NAMOSU

Turkey exported 18.4 million tons of steel on quantity basis and 13.9 billion dollars on value basis in 2013. Most of the steelmakers, who deserved the “Stars of Export” award with their high shares in the total, are also remarkable players in the shipping industry. Türkiye’nin çelik mamulleri ihracat› 2013 y›l›nda miktar baz›nda 18.4 milyon ton ve de¤er baz›nda ise 13.9 milyar dolar olarak gerçekleflti. Bu toplam içinde yüksek miktardaki rakamlar›yla “‹hracat›n Y›ld›zlar›” ödüllerini almaya hak kazanan çelik üreticisi firmalar›n ço¤unlu¤u ayn› zamanda denizcilikte de dikkat çekici birer oyuncu.

teel is an alloy of iron and carbon containing less than 2% carbon and 1% manganese and small amounts of silicon, phosphorus, sulphur and oxygen. Steel is the world’s most important engineering and construction material. It is used in every aspect of our lives; in cars and construction products, refrigerators and washing machines, cargo ships and surgical scalpels.

elik, %2’den az karbon, %1 manganez ile çok az miktarda silikon, fosfor, kükürt ve oksijen içeren bir demir ve karbon alafl›m›. Dünyan›n en önemli mühendislik ve inflaat malzemesi olan çelik, otomobillerden inflaat ürünlerine, buzdolaplar›ndan çamafl›r makinelerine, yük gemilerinden neflterlere kadar hayat›m›z›n hemen her alan›nda kullan›l›yor.

Most steel is made via one of two basic routes: integrated (blast furnace and basic oxygen furnace) and electric arc furnace (EAF). The integrated route uses raw materials (that is, iron ore, limestone and coke) and scrap to create steel. The EAF method uses scrap as its principal input. The EAF method is much easier and faster since it only requires scrap steel. Recycled steel is introduced into a furnace and re-melted along with some other additions to produce the end product. Steel can be produced by other methods such as open hearth. However, the amount of steel produced by these methods decreases every year.

Birçok çelik türü bir veya iki temel yolla üretiliyor. Bunlardan biri entegre f›r›n (yüksek f›r›n ve temel oksijen f›r›n›), di¤eri ise elektrik ark f›r›n› (EAF). Entegre f›r›n üretim sisteminde çelik üretmek için hammadde (di¤er bir deyiflle demir cevheri, kireçtafl› ve kok) ve hurda kullan›l›yor. Elektrik ark f›r›n› sisteminde ise ana girdi olarak hurda kullan›l›yor. Yaln›zca hurda çelik gerektirdi¤inden, elektrik ark f›r›n› sistemi çok daha kolay ve h›zl› üretim imkan› sa¤l›yor. Geri dönüfltürülen çelik son ürünü elde etmek için bir f›r›nda di¤er baz› katk› maddeleriyle birlikte eritiliyor. Çelik aç›k ocak (Siemens-Martin yöntemi) gibi baflka yöntemlerle de üretilebiliyor. Bununla birlikte bu yöntemlerle üretilen çelik miktar› her geçen y›l azal›yor.

The industry directly employs more than two million people worldwide, with a further two million contractors and four million people in supporting industries.

Sektör tüm dünyada iki milyondan fazla insana do¤rudan istihdam sa¤l›yor. Ayr›ca yükleniciler taraf›ndan ilave 2 milyon, yan sanayi taraf›ndan da 4 milyon insan daha istihdam ediliyor.

Considering steel’s position as the key product supplier to industries such as automotive, construction, transport, power and machine goods, and using a multiplier of 25:1, the steel industry is at the source of employment for more than 50 million people.

Çeli¤in otomotiv, inflaat, ulaflt›rma, elektrik ve makine gibi sektörlere ana ürün tedarikçisi olarak konumu göz önünde bulunduruldu¤unda ve 25:1 çarpan› kullan›ld›¤›nda, çelik sektörünün 50 milyondan fazla insana istihdam kayna¤› yaratt›¤› görülebiliyor.

World crude steel production has increased from 851 million tonnes in 2001 to 1,607 million tonnes for the year 2013. (It was 28.3 million tonnes in 1900).

Dünya ham çelik üretimi 2001 y›l›ndaki 851 milyon tona k›yasla büyük bir art›fl göstererek 2013 y›l›nda 1,607 milyon tona ulaflt› (1900 y›l›nda yaln›zca 28.3 milyon tondu). MARINE&COMMERCE MART 2014

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World average steel use per capita has steadily increased from 150 kg in 2001 to 217 kg in 2012.

Dünyada kifli bafl›na düflen çelik kullan›m› 2001 y›l›ndaki 150 kg seviyesinden 2012 y›l›nda 217 kg seviyesine ç›kt›.

India, Brazil, South Korea and Turkey have all entered the top ten steel producers list in the past 40 years. The other top steel producers are India, China, USA, EU and Japan.

Hindistan, Brezilya, Güney Kore ve Türkiye son 40 y›l içerisinde dünyan›n ilk 10 çelik üreticileri aras›na girdi. Di¤er büyük çelik üreticileri aras›nda Hindistan, Çin, ABD, AB ve Japonya bulunuyor.

SUSTAINABLE STEEL: AT THE CORE OF THE GREEN ECONOMY

SÜRDÜRÜLEB‹L‹R ÇEL‹K: ÇEVREC‹ EKONOM‹N‹N MERKEZ‹NDE

Steel is at the core of the green economy, in which economic growth and environmental responsibility work hand in hand. In additon steel is the main material used in delivering renewable energy - solar, tidal and wind.

Çelik, ekonomik büyüme ve çevre sorumlulu¤unun birbirinden ayr›lmaz bir hale geldi¤i çevreci ekonominin merkezinde bulunuyor. Ayr›ca günefl enerjisi, gel-git enerjisi ve rüzgar enerjisi gibi yenilenebilir enerji kaynaklar›n›n üretiminde kullan›lan ana malzeme olma özelli¤ine sahip.

All steel created as long ago as 150 years can be recycled and used in new products and applications. 97% of steel by-products can be reused.

150 y›l önce üretilmifl tüm çelik malzemeler geri kazan›l›p yeni ürün ve uygulamalarda kullan›labilir. Ayr›ca çelik yan ürünlerinin de %97’si yeniden kullan›labiliyor.

By sector, global steel recovery rates for recycling are estimated at 85% for construction, 85% for automotive, 90% for machinery and 50% for electrical and domestic appliances. This leads to a global weighted average of more than 83%.

Sektörlere göre, küresel çelik geri kazan›m oran›n›n inflaat sektöründe %85, otomotiv sektöründe %85, makine sektöründe %90 ve elektrikli cihazlar ile ev aletleri sektöründe %50 oldu¤u tahmin ediliyor. Buna göre küresel a¤›rl›kl› ortalama %83’e tekabül ediyor.

The amount of energy required to produce a tonne of steel has been reduced by 50% in the past 30 years.

Bir ton çelik üretimi için gerekli enerji miktar›n›nsa son 30 y›l içerisinde %50 oran›nda düflüfl gösterdi¤i görülüyor.

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STEEL: EVERYWHERE IN OUR LIVES

ÇEL‹K: HAYATIMIZIN HER ALANINDA

Steel touches every aspect of our lives. No other material has the same unique combination of strength, formability and versatility.

Çelik, hayat›m›z›n hemen her alan›nda kendine yer buluyor. Baflka hiçbir malzeme çelikle ayn› benzersiz güç, flekil verilebilme ve çok yönlülük kombinasyonuna sahip de¤il.

Almost 200 billion cans of food are produced each year. Steel cans mean saving energy as refrigeration is not needed. Cans mean tamper-free and safe food, nutritional value and beneficial environmental impact from recycling. Steel used for double-hulled capesize vessels delivering raw materials, finished goods and energy must have the highest impact toughness (to withstand constant wave motion), corrosion resistance (from sea water) and weldability (for manufacturing reasons). Skyscrapers are made possible by steel. The housing and construction sector is the largest consumer of steel today, using around 50% of world steel production. Approximately 25% of an average computer is made of steel. More than 305 million PCs were sold in 2012. Steel looks after our health. Steel surfaces are hygienic and easy to clean. Surgical and safety equipment and commercial kitchens are all made with steel. New lightweight steel is dramatically changing the market. In 1937, 83,000 tonnes of steel were needed to build the Golden Gate Bridge in San Francisco. Today, only half of that amount would be required.

Her y›l yaklafl›k 200 milyar konserve yiyecek üretiliyor. G›da sektöründe çelik kutu kullan›m›, so¤utman›n gerekli olmamas› nedeniyle enerji tasarrufu anlam›na geliyor. Çelik teneke kutular içerdikleri g›da maddelerine d›flar›dan müdahale edilmemesini, dolay›s›yla güvenli, besleyici de¤ere sahip yiyecekler temin edilmesini sa¤l›yor ve geri dönüflüm sayesinde çevre üzerindeki olumsuz etkileri azalt›yor. Hammadde, bitmifl ürün ve enerji tafl›yan çift cidarl› capesize gemilerde kullan›lan çelik en yüksek darbe mukavemetine (kesintisiz dalga hareketlerine dayan›m için), korozyona karfl› dirence (deniz suyunun pasland›r›c› ektisi) ve kaynak yap›labilirlik (geminin inflas› için) özelliklerine sahip olmak zorunda. Gökdelen inflas› ancak çelikle mümkün oluyor. Konut ve inflaat sektörleri günümüzde en büyük çelik tüketicileri konumunda ve dünya çelik üretiminin yaklafl›k %50’si bu sektörlerce kullan›l›yor. Ortalama bir bilgisayar›n %25’i çelikten imal ediliyor. 2012 y›l›nda tüm dünyada 305 milyondan fazla bilgisayar sat›lm›flt›. Çelik ayr›ca sa¤l›¤›m›z› da koruyor. Çelik hijyenik ve temizlemesi kolay yüzeyler sunuyor. Cerrahi aletler, güvenlik teçhizatlar› ve ticari mutfaklar›n tümü çelikten imal ediliyor. MARINE&COMMERCE MART 2014

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Vehicles structures using Advanced High Strength Steel (AHSS) weigh up to 35% less than those made with former conventional steel, substantially reducing greenhouse-gas emissions.

TURKEY’S STEEL EXPORTS REACHED 18.4 MILLION TONS IN 2013 The Turkish steel industry that suffered poor political and economic conditions and struggled with unfair anti-damping probes and protection measures managed to achieve its updated year-end target in spite of all unfavorable conditions. According to data published by the Turkish Steel Exporters’ Association (CIB), Turkey exported 18.4 million tons of steel on quantity basis and 13.9 billion dollars on value basis in 2013. The industry primarily exported “long products”. During this one-year period, the countries to which steel exports significantly increased are Iraq, Portugal, Italy, Yemen, and Thailand. According to the 2013 data announced by the Turkish Steel Exporters’ Association, Turkey’s exports declined by 10.6 per cent on value basis compared to the same period last year and reached 13.9 billion dollars. Steel exports also dropped by 7.3 per cent to 18.4 million tons on quantity basis. When the iron and steel products falling within the sphere of activity of other associations are included in the direct exports of the steel industry, total steel exports of Turkey reached 19.2 million tons on quantity basis, and 15.9 billion dollars on value basis in 2013. According to 2013 figures, the Middle East ranked number one with 7.4 million tons of exports on region basis. This region is followed by African countries with 3.3 million tons, the USA with 2.8 million tons, and the European Union with 2.8 million tons.

Nam›k Ekinci

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According to the comparison made among the top five countries, to which the Turkish steel industry exported steel products the most, Turkey’s steel exports to Iraq, Portugal, Italy, Yemen, and Thailand increased significantly, while exports to Saudi Arabia, Egypt, Lebanon, Canada, and Singapore dropped to a large extent. The products that were exported the most during the twelve-month period are steel bars with 8.5 million tons, pipes with 1.8 million tons, steel shapes with 1.6 million tons, ingot steel with 1.5

MARINE&COMMERCE MARCH 2014

Yeni hafif çelik piyasay› büyük oranda de¤ifltiriyor. 1937 y›l›nda San Fransisco’daki Golden Gate Köprüsü’nün inflas› için 83,000 ton çelik gerekmiflti. Bugün ise ayn› köprünün inflas› için bunun yar›s› kadar çelik yeterli. Geliflmifl Yüksek Dayan›ml› Çelik (AHSS) kullanan araç yap›lar›, eski konvansiyonel çelikten imal edilmifl araçlara k›yasla %35 daha hafif. Bu da sera gaz› emisyonlar›n› büyük oranda azaltan bir faktör.

2013 TÜRK‹YE ÇEL‹K ‹HRACATI 18.4 M‹LYON TON Geçti¤imiz y›l siyasi ve ekonomik olumsuz koflullar›n yan› s›ra haks›z yere aç›lan anti-damping ve koruma önlemi davalar› ile mücadele eden Türk çelik sektörü, tüm olumsuzluklara ra¤men güncellefltirdi¤i y›lsonu hedefine ulaflt›. Çelik ‹hracatç›lar› Birli¤i verilerine göre, çelik mamulleri ihracat› 2013 y›l›nda miktar baz›nda 18.4 milyon ton, de¤er baz›nda ise 13.9 milyar dolar olarak gerçekleflti. Sektör en çok “uzun ürün” ihracat› gerçeklefltirdi. Bir y›ll›k süreçte ihracat›n en çok artt›¤› ülkeler ise Irak, Portekiz, ‹talya, Yemen ve Tayland olarak s›raland›. Çelik ‹hracatç›lar› Birli¤i taraf›ndan aç›klanan 2013 y›l› verilerine göre; Türkiye’nin çelik ihracat› de¤er baz›nda geçen y›l›n ayn› dönemine göre yüzde 10.6 gerileme ile 13.9 milyar dolar, miktar baz›nda ise yüzde 7.3 oran›nda düflüfl ile 18.4 milyon ton oldu. Çelik sektörünün direkt ihracat›na di¤er birliklerin faaliyet alan›na giren demir çelik ürünleri de eklendi¤inde Türkiye’nin 2013 y›l›ndaki toplam çelik ihracat›; miktar baz›nda 19.2 milyon tona; de¤er baz›nda ise 15.9 milyar dolara ulaflt›. 2013 rakamlar›na göre; bölgeler baz›nda 7.4 milyon tonluk ihracat ile Ortado¤u ilk s›rada yer ald›. Bu bölgeyi 3.3 milyon ton ile Afrika ülkeleri, 2.8 milyon ton ile Amerika ve 2.8 milyon ton ile Avrupa Birli¤i izledi. Çelik sektörünün en çok ihracat yapt›¤› ilk befl ülke aras›nda yap›lan de¤erlendirmeye göre; 2013 y›l› sonunda ihracat›n, miktar baz›nda en çok artt›¤› ülkeler Irak, Portekiz, ‹talya, Yemen ve Tayland; en büyük düflüfl yaflanan ülkelerin s›ras› ise Suudi Arabistan, M›s›r, Lübnan, Kanada ve Singapur oldu. On iki ayl›k dönem içerisinde en çok ihraç edilen ürünler; 8.5 milyon tonla çubuk, 1.8 milyon tonla boru, 1.6 milyon tonla profil, 1.5 milyon tonla kütük ve 1.4 milyon tonla s›cak yass› olarak s›raland›. Y›lsonu ihracat rakamlar›n› de¤erlendiren Çelik ‹hracatç›lar› Birli¤i Yönetim Kurulu Baflkan› Nam›k Ekinci; “Sektör olarak toplam ihracat›m›z ile dünya s›ralamas›nda yedinci ve inflaat demiri ihracat›yla da dünya liderli¤i konumumuzu y›lsonu itibariyle koruduk. Ancak 2013 y›l› sektörümüz aç›s›ndan oldukça zorlu geçti. Özellikle küresel pazarlardaki finansal dalgalanmalar, AB’de yaflanan ekonomik krizin uzun süre çözümlenememesi, önemli pazarlar›m›zda yaflanan Arap Bahar›, Avrupa Birli¤i ve ABD’nin ‹ran’a uygulad›¤› ambargo, son dönemlerde ülkemi-

INDUSTRY // SANAY‹

Iron ore and coal waiting to be processed at Tata Steel in, Ijmuiden, The Netherlands Hollanda’n›n Ijmuiden flehrinde bulunan Tata Steel’de ifllenmeyi bekleyen demir cevheri ve kömür

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million tons, and hot slab with 1.4 million tons. Talking about the year-end export figures, Namik Ekinci, Chairman of the Board of Directors of the Turkish Steel Exporters’ Association, said, “As the industry, we have maintained our position by ranking the seventh in the world in terms of total exports, and our leading position in the structural iron exports as of end of the year. However, 2013 was particularly challenging for our industry. Financial fluctuations in the global markets, failure to recover from the economic crisis in the EU for a long time, the Arab Spring that swept across our important markets, the embargo imposed by the European Union and the USA on Iran, the recent unfair anti-damping investigations and protection measures against Turkey have all had unfavorable impacts on our industry. In spite of all these unfavorable conditions, we have managed to achieve our year-end target in 2013.” Also talking about the future expectations, Ekinci said that, unless the conditions change, total exports in 2014 would not be higher than the target set for 2013, and consequently, their target for 2014 was 18.5 million tons.

20 PER CENT OF SCRAP STEEL IMPORTED IN THE WORLD IS REPROCESSED IN TURKEY Scrap steel is one of the most important production inputs for the Turkish steel industry. The industry uses scrap steel as raw material at a rate of 70 per cent in production plants. However, because the domestic source of scrap steel is insufficient to meet the demand, it is mostly imported. Turkey ranks the first by far among scrap steel importing countries with 20% in the world. Scrap steel imports increase along with the rise in steel production. This amount is expected to increase gradually in the future. Among other top scrap importers in the world are South Korea, India, China, Taiwan, the USA, and the European Union.

STARS OF THE 2013 EXPORTS AWARDED Istanbul Minerals and Metals Exporters’ Association (IMMIB) consisting of six associations accounting for approximately 30 per cent of total exports of Turkey recognized the star companies that scored this achievement. The companies that had the most share in Turkey’s 2013 exports were recognized at the award ceremony held traditionally by IMMIB for the seventh time this year. Accounting for the highest rate of exports with over 40 billion dollars on General Secretariat basis across Turkey, IMMIB aims to encourage the companies to increase their exports with the “Stars of Export” awards. IMMIB is composed of Electrical, Electronics and Service Exporters’ Association, Steel Exporters’ Association, Istanbul Chemicals and Chemical Products Exporters’ Association, Istanbul Ferrous and

ze yönelik haks›z yere aç›lan anti-damping davalar› ve korunma önlemi soruflturmalar›n›n sektörümüze yans›malar› olumsuzdu. Tüm bu geliflmelere ra¤men 2013 y›l› sonu için belirledi¤imiz hedeflere ulaflt›k” dedi. Gelece¤e iliflkin beklentileri de dile getiren Ekinci; koflullar de¤iflmedi¤i takdirde 2014 y›l› toplam ihracat›n›n 2013 y›l› hedefinden daha yüksek olmayaca¤›n›, dolay›s›yla 2014 y›l› için ihracat hedefinin 18.5 milyon ton oldu¤unu belirtti.

DÜNYADA ‹THAL ED‹LEN HURDA ÇEL‹⁄‹N YÜZDE 20’S‹ TÜRK‹YE’DE YEN‹DEN ‹fiLEN‹YOR Hurda, çelik sektörü için en önemli üretim girdilerinden biri. Sektör üretim tesislerinde hammadde olarak yüzde 70 oran›nda hurda kullan›yor. Ancak, yurtiçinden ihtiyaç duyulan miktarda karfl›lanamayan hurda a¤›rl›kl› olarak ithal ediliyor. Türkiye dünyadaki hurda ithalat›n›n yüzde 20’sini yaparak aç›k ara baflrol oyuncusu konumunda yer al›yor. Çelik üretiminin artmas› ile birlikte hurda ithalinde de art›fl yaflan›rken gelecek dönemlerde bu miktarlar›n daha da artmas› bekleniyor. Dünyada en çok hurda ithalat› yapan di¤er ülkeler aras›nda Güney Kore, Hindistan, Çin, Tayvan, ABD ve Avrupa Birli¤i bulunuyor.

2013 ‹HRACATININ YILDIZLARI ÖDÜLLEND‹R‹LD‹ Türkiye’nin toplam ihracat›n›n yaklafl›k yüzde 30’unu gerçeklefltiren alt› birli¤i bünyesinde bar›nd›ran ‹stanbul Maden ve Metaller ‹hracatç› Birlikleri (‹MM‹B) bu baflar›ya imza atan y›ld›z flirketlerini ödüllendirdi. ‹MM‹B’in geleneksel hale getirdi¤i ve bu y›l yedincisi düzenlenen ödül gecesinde; Türkiye’nin 2013 y›l›nda gerçeklefltirdi¤i ihracatta en çok paya sahip flirketlere ödül verildi. Türkiye çap›nda Genel Sekreterlikler baz›nda 40 milyar dolar› aflk›n rakam ile en yüksek ihracat› gerçeklefltiren ‹MM‹B, “‹hracat›n Y›ld›zlar›” ödülleri ile firmalar› ihracatlar›n› artt›rmalar› için teflvik etmeyi amaçl›yor. ‹MM‹B çat›s› alt›nda; Elektrik Elektronik ve Hizmet ‹hracatç›lar› Birli¤i, Çelik ‹hracatç›lar› Birli¤i, ‹stanbul Kimyevi Maddeler ve Mamulleri ‹hracatç›lar› Birli¤i, ‹stanbul Demir ve De-

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STEEL EXPORTERS’ ASSOCIATION 2013 STARS OF EXPORT AWARDS ÇEL‹K ‹HRACATÇILARI B‹RL‹⁄‹ 2013 YILI ‹HRACATIN YILDIZLARI Long Products // Uzun Mamüller 1. HABAfi S›nai ve T›bbi Gazlar ‹stihsal Endüstrisi A.fi. 2. ‹çdafl Çelik Enerji Tersane ve Ulafl›m San. A.fi. 3. Diler D›fl Ticaret A.fi.

Iron & Steel Construction Parts // Demir Çelik ‹nflaat Aksam› 1. Çimtafl Çelik ‹malat Mon. ve Tes. A.fi. 2. Alka San. ‹nflaat ve Tic. A.fi. 3. Kibar D›fl Ticaret A.fi.

Iron & Steel Slabs // Demir Çelik Kütük 1. Çolako¤lu D›fl Ticaret A.fi. 2. ‹çdafl Çelik Enerji Tersane ve Ulafl›m San. A.fi. 3. Diler D›fl Ticaret A.fi.

Connection Components // Ba¤lant› Elemanlar› 1. Teknik Ba¤lant› Elemanlar› San. ve Tic. A.fi. 2. Çetin C›vata 3. Ak-Ar Kal›p Metal ve PL. Ürünleri San. ve Tic. A.fi.

Iron & Steel Pipes // Demir Çelik Boru 1. Borusan Mannesmann Boru San. ve Tic. A.fi. 2. Yücel Boru ‹hr. ‹th. ve Paz. A.fi. 3. Erciyas Çelik Boru San. A.fi.

Medium Size Exporters Achieving Most Export // Orta Ölçekte En Fazla ‹hracat Art›fl› Yapan ‹hracatç›lar 1. Demirsan Haddecilik San. ve Tic. A.fi. 2. Tata Steel ‹stanbul Metal San. ve Tic. A.fi. 3. Sar›tafl Çelik San. ve Tic. A.fi.

Iron & Steel Shapes // Demir Çelik Profil 1. Mesciler D›fl Tic. Ltd. fiti. 2. Ça¤ Çelik Demir ve Çelik Endüstri A.fi. 3. Kibar D›fl Ticaret A.fi. Rolled Flat Products // Yass› Mamuller 1. Çolako¤lu D›fl Tic. A.fi. 2. Erdemir Grubu 3. Borusan Grubu

Medium Size Exporters Achieving Export to Most Countries // En Fazla Ülkeye ‹hracat Yapan Orta Ölçekli ‹hracatç›lar 1. Gedik Kaynak Sanayi ve Tic. A.fi. 2. A¤›r Haddecilik A.fi. 3. Has Çelik Sanayi ve Tic. A.fi.

Non-Ferrous Metals Exporters’ Association, Istanbul Minerals Exporters’ Association, and Jewelry Exporters’ Association. The top three companies active in the subsectors of these six associations and accounting for the highest rate of exports are recognized with the Stars of Export award.

mir D›fl› Metaller ‹hracatç›lar› Birli¤i, ‹stanbul Maden ‹hracatç›lar› Birli¤i ve Mücevher ‹hracatç›lar› Birli¤i yer al›yor. Bu alt› birli¤in alt sektörlerinde faaliyet gösteren ve en yüksek ihracat› yapan ilk üç flirket ise ihracat›n y›ld›z› olarak ödül almaya hak kazan›yor.

Stating that IMMIB has some 22 thousand members, Tahsin Oztiryaki, Coordinator Chairman of IMMIB, said, “456 out of 1.000 companies accounting for the most of the exports in Turkey are members of IMMIB. What is more important, 8 out of the top 10 exporters of Turkey are among our members.”

‹MM‹B’in 22 bin üyesi oldu¤unu belirten Koordinatör Baflkan Tahsin Öztiryaki, “Türkiye’de en çok ihraç gerçeklefltiren bin flirketin 456’s› ‹MM‹B üyesi. Daha da önemlisi ülkemizin en büyük 10 ihracatç›s›n›n 8’i üyelerimiz aras›nda yer al›yor.” dedi.

Mehmet Buyukeksi, Chairman of Turkish Exporters Assembly (TIM), said Turkey’s internal growth would remain limited in 2014, emphasizing requirement of export-focused growth in 2014 and onwards.

T‹M (Türkiye ‹hracatç›lar Meclisi) Baflkan› Mehmet Büyükekfli ise Türkiye’nin 2014 y›l›ndaki iç büyümesinin s›n›rl› kalaca¤›n› ifade ederek, 2014 ve önümüzdeki süreçte ihracat odakl› büyümenin gereklili¤ini vurgulad›.

STEEL EXPORTERS’ ASSOCIATION 2013 STARS OF EXPORT AWARDS

ÇEL‹K ‹HRACATÇILARI B‹RL‹⁄‹ 2013 YILI ‹HRACATIN YILDIZLARI ÖDÜLLER‹

Most of the companies recognized with the “2013 Stars of Export” award on account of their high export inputs in different product groups also hold significant positions in the shipping industry using the advantage of having cargoes to ship, for raw materials and high-volume inputs are imported by sea, and 18.4 million tons of steel products were shipped by sea during 2013. This makes both ship management and port management an inevitable line of business for the companies in this industry. &

Farkl› ürün gruplar›nda gerçeklefltirdikleri yüksek ihracat girdileri nedeniyle “2013 ‹hracat›n Y›ld›zlar›” ödüllerini alan firmalar›n ço¤unlu¤u yük sahibi olman›n avantaj›n› kullanarak denizcilikte de önemli yer tutuyor. Ham madde olarak çok yüksek hacimli girdi denizyoluyla ithal ediliyor. 2013 için 18.4 milyon ton ürün de yine gemilerle ihraç edildi. Bu da hem gemi iflletmecili¤ini hem de liman iflletmecili¤ini firmalar için kaç›n›lmaz bir ifl kolu haline getiriyor. &

Source // Kaynak: Worldsteel, IMMIB, Steel Exporters’ Association // Çelik ‹hracatç›lar› Birli¤i

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CONVERSATION // SOHBET

U.N. RO-RO INVESTS EURO 12 MILLION IN TRIESTE TR‹ESTE’YE 12 M‹LYON EURO’LUK YATIRIM YAPIYOR D‹LDAR ÜNDE⁄ER

Trieste is a city in northeastern Italy, situated on the coast of the Adriatic Sea, and still bears the traces of the Medieval architecture. The reason why this city is featured on our pages is the ambitious investments made and planned to be made at the port of this adorable city by U.N. Ro-Ro. ‹talya’n›n kuzeydo¤usunda, Adriyatik Denizine k›y›s› olan ve ortaça¤ mimarisinin izlerini tafl›yan bir kent Trieste. Sayfalar›m›za konu olmas›n›n nedeniyse, son y›llarda özellikle Do¤u Akdeniz ro-ro sektöründe pazar lideri ve Türk k›sa mesafe deniz tafl›mac›l›¤› operatörlerinin de en büyü¤ü olarak an›lan U.N. Ro-Ro’nun bu flirin kentin liman›na yapt›¤› ve yapaca¤› iddial› yat›r›mlar. .N Ro-Ro is the market leader particularly in the ro-ro sector in the Eastern Mediterranean region in recent years and the biggest operator in the field of short-sea shipping in Turkey. The company made its first overseas port investment by the end of 2013, and announced acquisition of 60% majority interest in the Samer Seaport Terminal at the Port of Trieste. Samer Seaport is a long-established company with a history of approximately 100 years in the maritime industry. Following the acquisition, U.N. Ro-Ro announced its plans to make total of Euro 10-12 million investments in the port. We discussed all

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.N. Ro-Ro 2013’ün son günlerinde, ilk yurt d›fl› liman yat›r›m›n› gerçeklefltirmifl ve Trieste Liman›’ndaki Samer Seaport Terminali’nin %60 ço¤unluk hissesini sat›n ald›¤›n› duyurmufltu. Samer Seaport, yaklafl›k 100 y›ld›r denizcilik sektöründe faaliyet gösteren köklü bir flirket. U.N. Ro-Ro hisse devri duyurusunun ard›ndan limana yap›lacak olan toplam 10-12 milyon euro aral›¤›ndaki yat›r›mlarla gündemde yerini ald›. ‹lk etapta 2014 y›l›nda gerçeklefltirmeyi taahhüt ettikleri 8.5 milyon euro’luk yat›r›ma öncelik vereceklerini, ard›ndan da kalan yat›r›m›n 2017 y›l›na kadar peyderpey yap›laca¤›n› söyleyen U.N.Ro-Ro CEO’su Sedat Gümüflo¤lu ile tüm bu geliflmeleri paylaflt›k.

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these developments with Mr. Sedat Gumusoglu, CEO of U.N. Ro-Ro, who says they will give priority to the Euro 8.5 million investment committed to be made at the first stage during 2014, and then continue their investments gradually until 2017.

Uzun y›llard›r çal›flt›¤›n›z bir liman Trieste. Türkiye ç›k›fll› roro hatlar›n›n da Avrupa’ya ana girifl merkezi. Ço¤unluk hissesini alman›zla paralel neler de¤iflecek? Planlar ve yat›r›mlar nas›l seyredecek?

Trieste is a port with which you worked for many years. It is the main entry-hub to Europe for ro-ro lines from Turkey. What will change in parallel to your acquisition of the majority interest? How will the plans and investments proceed?

Trieste her yönden farkl› bir liman. Neredeyse bizim bo¤az statüsüne sahip. Hiçbir k›s›tlamaya, belgeye, kotaya tabi de¤il. O yüzden çok iyi bir yat›r›m yapt›¤›m›z› düflünüyoruz. Liman›n belirli terminalleri var. Ro-ro’ya yönelikse 2 terminal mevcut. Biri tek r›ht›ml›, çok küçük park alan›na sahip olan, di¤eri ise bizim yat›r›m yapt›¤›m›z ve 3 ro-ro gemisinin ayn› anda yanaflabildi¤i Samer Seaport Terminali. 150 dönüme kadar geri arazisi, park sahas› var. Yapt›¤›m›z anlaflma kapsam›nda, arka tarafta demiryollar›n›n oldu¤u bölümün limanla birlefltirilmesine yönelik ek bir yat›r›m taahhütdümüz de söz konusu. Böylece limanda gemiden inen araçlar›n direk demiryolu ba¤lant›s› ile tüm Avrupa’ya da¤›labilece¤i, günde minimum 6 tren operasyonu yap›lan bir intermodal tafl›mac›l›k modeli oluflturaca¤›z. Yat›r›m›n büyük k›sm›n› 2014 y›l› içinde tamamlamay› planl›yoruz. Bununla birlikte de terminalin kullan›m süresini 20 y›l uzat›yoruz, yani 20 y›l için bize kiralanm›fl oluyor.

Trieste is a distinctive port in every aspect. It almost has the same status as the Istanbul Strait (the Bosphorus) in Turkey. It is not subject to any limitations, document requirements, or quotas. Therefore, we believe that we have made a very wise investment. The port has specific terminals. It has two terminals dedicated to ro-ro. One of them has one pier, with rather small parking area, and the other is the Samer Seaport Terminal, which is capable of accommodating three ro-ro vessels simultaneously, and in which we have invested. It has a backland and parking area of around 150 thousand square meters. Within the scope of the contract concluded, we have also undertaken to make additional investments aimed at combining the back railway area with the port. Thus, we will create an intermodal shipping model with a capacity to arrange minimum 6 train operations for direct distribution of the cargoes all around Europe by means of the railway network. We plan to complete a majority portion of the investments within 2014. All these investments will extend the lifer of the terminal for some 20 years; in other words, the terminal has been hired by us for 20 years. What is your method with respect to management? We held our first Board of Directors meeting in January 2014. We aim to manage the terminal with full control by the end of the first half of the year, just as we did at the Pendik Port. First of all, we appointed a new Italian manager reporting

Yönetimle ilgili nas›l bir yöntem izliyorsunuz? Ocak 2014’de ilk yönetim kurulunu yapt›k. Hedefimiz ilk yar› bitti¤inde ayn› Pendik liman›nda oldu¤u gibi, tam hakimiyetle oray› yönetmek. ‹lk olarak buradaki operasyon birimimize do¤rudan ba¤l› olan yeni ‹talyan bir yönetici atad›k. Zaten otomasyon anlam›nda da entegrasyonumuz var. Avrupa’da hangi demiryolu a¤lar›yla iflbirli¤i içerisindesiniz? Birinci noktam›z Avusturya. Avrupa’ya giderken birinci engel Bulgaristan’sa, ikinci engel de Avusturya’d›r. Ama Avusturya demiryollar› ile özel bir anlaflmam›z var. fiu anda tren Welz’e gidiyor. Ama Salzburg’ta da bir terminal yap›yorlar, 2015 y›l› itibariyle oraya geçecek. Avusturya, bu treni kullanan araçlara Salzburg’da trenden indikten sonra, Avusturya’dan ç›kana kadar hiçbir belge istemeden ç›k›fl izni veriyor. Amaçlar› karayolundaki araç trafi¤ini tamamen azalt›p, maliyet ve zaman avantaj› sa¤lamak. MARINE&COMMERCE MART 2014

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directly to our operation unit here. Actually, we already have integration in terms of automation. Which railway networks do you cooperate with in Europe? Our first point is Austria. If the first obstacle on the route to Europe is Bulgaria, the second is Austria. But, we have a special agreement with the Austrian railways. Currently, the train goes to Welz. But, they are also building a new terminal in Salzburg, which will become operational by 2015. Austria issues exit permits to vehicles using this train without requiring any documents when they get off the train in Salzburg until they leave Austria. The purpose is to decrease the road traffic to achieve cost and time advantages. Our second point is the Luxembourg terminal, which is again very strategic. Luxembourg is situated in a very favorable location. It is very close to Germany and Benelux countries, and the north of Paris in France. The country is located just in the middle of these regions, out of coastal routes. Thirdly, we plan to arrange block trains to Duisburg and Ludwigshafen stations separately in Germany. If we can do these, we will already have covered main export points of Turkey. What is the approach of land transporters? Very good, for they are very well aware of the fact that we will never involve in the processes of marketing and securing cargo contracts in land transportation. There is no such a thing in our 20 years of history. We just want to be a solution partner of transporters. Let them involve in the sales and marketing aspects of the business, and we will undertake the operation, and the task to solve infrastructure problems at low costs. We aim to enable transporters to collect the cargoes from factories, bring them to the port, and then re-collect them from the destination port to take them to the final destination. In short, we provide efficiency in terms of time and costs. What are your short-term targets, what are your projections? Our target is to arrange 6 trains per day at that terminal by the end of 2014. After completion of this investment, assuming that we carry 240 trailers per day and that one train carries approximately 30 vehicles, we can anticipate that, including the vehicles outbound to Italy, any cargoes from Turkey can be transported to many points in Europe, using virtually no means of land transport. By the way, we also started double-stack container and liquid container transport businesses in the last quarter of 2013. There were considerable problems related to capacity and timing in the sector. The main drive of these businesses was the fact that the main decks of our vessels are high, consequently, they are suitable for double stacking the containers. We are now capable of moving double-stack liquid containers from Turkey to Trieste. Double-stack containers are slightly different from conventional 20’ and 40’ containers. Our containers are called 45’ High Cube containers, and they accommodate almost the same volume of cargo as the trailers. For the time being, we reserved 1/8 of the total capacity of our vessel for this business for 3 days a week.

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‹kinci noktam›z yine çok stratejik olan Lüksemburg terminali. Lüksemburg çok güzel bir lokasyonda. Hem Almanya ve Benelüks ülkelerinin, hem Fransa’n›n, Paris’in kuzey bölgesine çok yak›n. Bunlar›n ortas›nda ve kabotaj›n da d›fl›nda kal›yor. Üçüncü olarak da Almanya’n›n içinde iki noktaya, Duisburg ve Ludwigshafen istasyonlar›na ayr› ayr› blok trenler planl›yoruz. Bunlar› yaparsak zaten Türkiye’nin ana ihracat noktalar›n›n tamam›n› kapsam›fl olaca¤›z. Karac›lar›n yaklafl›m› nas›l? Çok iyi, çünkü bizim hiçbir zaman için karayolu nakliyesinin pazarlama ve yük ba¤lama k›sm›na dahil olmayaca¤›m›z› biliyorlar. 20 y›ll›k hikayemizde böyle bir fley yok. Biz nakliyecilerin çözüm orta¤› olmak istiyoruz. Onlar sat›fl-pazarlama ile u¤rafls›nlar, biz de operasyonu ve altyap› sorunlar›n› daha düflük maliyetle üstlenelim, çözelim. Nakliyeci mal› fabrikadan al›p limana gelsin, sonra gidece¤i ülkenin terminalinden al›p son noktaya götürsün. Özetle maliyet ve zaman aç›s›ndan verimlilik sa¤l›yoruz. K›sa vadede ne hedefliyorsunuz, öngörüleriniz neler? 2014 sonu itibariyle o terminalde günde 6 tren yapmay› hedefliyoruz. Bu yat›r›m› tamamlamam›z›n ard›ndan da, ortalama gün bafl›na 240 dorse tafl›d›¤›m›z› ve bir trenin yaklafl›k 30 araç ald›¤›n› düflünürsek, ‹talya içine giden araçlarla beraber neredeyse Türk nakliyesinin hiç karayolu görmeden Avrupa’da bir çok yere gidebilece¤ini öngörebiliriz. Sedat Gümüflo¤lu We should manage the supply. The services we provide have a quality. We cannot compromise on it. Regardless of whether we carry containers, busses, or trucks, existence of U.N. Ro-Ro in a line and the quality of services offered are highly important. Arz› yönetmemiz laz›m. Yapt›¤›m›z iflin bir kalitesi var. Bunu asla afla¤› çekemeyiz. Konteyner de tafl›sak, otobüs de tafl›sak, kamyon da tafl›sak U.N. Ro-Ro’nun açt›¤› bir hatta varl›¤›, verdi¤i servis kalitesi çok önemli.

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We will further plan it depending on the demand. We develop projects that are not competing with the truck transport market. Of course, meanwhile we invest in cranes for handling of containers. We will purchase two train stackers capable of handling 4 trains simultaneously and also having one unloading unit on a fifth rail line. Additionally, we also invest in container handling vehicles called reach stacker. Do you also have plans to invest in container ro-ro vessels, if the demand increases? We do not have any such investment plans in the short term. Vessels called Con-Ro are capable of handling approximately 500 containers and 200 trailers. These are vessels that serve at very specific points in the worlds, and they require longer port dwell times. Consequently, it is not in our plans. Another investment you were planning to make was to extend the lengths of your vessels to increase the capacity. What is the current progress of this plan? Considering the projected growths in the Turkish and European markets by the end of 2019 and their reflections on the foreign trade, we can see that we will have additional capacity requirements at a certain point. The most efficient and prompt solution for this is to extend the length of the vessels. We have already carried out required engineering studies and we will initiate negotiations with a shipyard within the first quarter of this year. We will begin extending the length of our vessels as from 2015. How do you evaluate 2013 shortly? Even though the final 2013 data have not been published yet, we think that the total market has grown approximately by 2-3% in 2012. However, there is around 3-4% contraction in our transport volume. The main reason of this situation is that our biggest customer, accounting for around 9-10% of our total volume in 2012, has started carrying their own cargoes on board vessels they chartered. There has been a decrease in our volume as a result. But, we have managed to cover the deficit to a specific extent with new land and sea lines, and as a result of increase volumes of our existing customers. Have you achieved the expected improvements in terms of operations, when you compare your 5th generation vessel named UN Istanbul with your other vessels? As a matter of fact, we have achieved significant benefits. This is also the reason why we included the idea to extend the lengths of vessels in our short-term plans. UN Istanbul has a capacity for 40 more vehicles compared to others. We use her for our services arranged on Saturdays, the busiest day of the week, and the vessel is always full. Thus, we have increased customer satisfaction by offering higher capacity at high times. Furthermore, UN Istanbul is equipped with a different type of engine offering flexible vessel speeds. Other types of engines need to operate under a specific load. Otherwise, vessels consume high amounts of bunker. &

Bu arada 2013’ün son çeyre¤inde çift kat konteyner, likit konteyner ifllerine de bafllad›k. Sektörde kapasite ve zamanlamayla ilgili büyük sorunlar yaflan›yordu. Gemilerimizin ana güvertesinin yüksek olmas›, dolay›s›yla çift kat konteyner yüklemesine uygunlu¤u bizi bu konuya yöneltti. Art›k likit konteynerleri, hem de çift katl› olarak Türkiye’den gemilerimizin ana güvertesine yükleyip buradan Trieste’ye götürüyoruz. Çift katl› konteynerler, bildi¤imiz 20’lik, 40’l›k konvansiyonel konteynerlerden biraz farkl›. Bizimkine 45’lik hight cube diyorlar ki bunlar neredeyse kamyon dorsesiyle ayn› ölçekte yük al›yor. fiimdilik sadece geminin 1/8 kapasitesini, haftada 3 gün için bu ifle ay›rd›k. Talebe göre flekillendirece¤iz. Kamyon pazar› ile rekabet etmeyen ürünlere iliflkin projeler gelifltiriyoruz. Tabii bu arada, konteyner elleçlemesi için vinç yat›r›m› da yap›yoruz. Train stacker denen ve tren raylar› üzerine oturan, ayn› anda 4 treni elleçleyip, bir tane de yan tarafa boflaltabilme özelli¤inde olan 5 hatl› vinçlerden 2 adet alaca¤›z. Ayr›ca reach stacker denilen, tekerlekli konteyner tafl›ma arac›na da yat›r›m yap›yoruz. Talebin artmas› durumunda konteyner ro-ro gemilerine yat›r›m yapmak da planlar›n›z dahilinde mi? K›sa vadede böyle bir yat›r›m gündemde de¤il. Con-ro denilen gemiler yaklafl›k 500 konteyner ve 200 dorse elleçleyebiliyor. Dünyada çok spesifik noktalarda hizmet veren ve daha uzun liman kal›fl süresi gerektiren gemiler bunlar. Dolay›s›yla planlar›m›z dahilinde de¤il. Kapasite art›fl› ile paralel yapaca¤›n›z bir di¤er yat›r›m da gemilerde boy uzatma planlar›n›zd›. Bu konuda ne durumdas›n›z? 2019 y›l› sonunda Türkiye ve Avrupa pazar›ndaki büyümelerle bunun d›fl ticarete yans›malar›n› dikkate ald›¤›m›zda, belirli noktada kapasite ihtiyac›m›z›n olaca¤›n› öngörüyoruz. Bunu en verimli ve h›zl› flekilde halletmenin yöntemi de gemilerin boyunu uzatmak. Konuyla ilgili mühendislik çal›flmalar› yap›ld›, bu y›l›n ilk çeyre¤i içerisinde de tersane ile görüflmelerimizi yap›yoruz. 2015’den itibaren gemilerimizi uzatmaya bafllayaca¤›z. 2013 y›l›n› k›saca nas›l de¤erlendiriyorsunuz? 2013’ün son verileri yay›nlanmamas›na ra¤men, toplam pazar›n 2012 y›l›na göre yaklafl›k %2-3 oran›nda büyüdü¤ünü öngörüyoruz. Bizim tafl›ma adetlerimizde ise %3-4 civar›nda daralma var. Bunun temel sebebi, 2012 y›l›n›n bafl›nda flirketin %9-10 civar›nda hacmini sa¤layan en büyük müflterimizin kendi kiralad›¤› gemilerle operasyonlar›n› yapmaya bafllamas›. Dolay›s›yla orada bir hacim azalmas› oldu, ama bu aç›¤› hem karadan, hem yeni açt›¤›m›z hatlarla, hem de mevcut müflterilerimizin ifllerini artt›rmas›yla belli ölçüde kapatt›k. 5. nesil geminiz UN ‹stanbul’la di¤er gemilerinizi karfl›laflt›rd›¤›n›zda operasyonda bekledi¤iniz farkl›l›klar› sa¤lad›n›z m›? Asl›na bakarsan›z çok büyük fayda sa¤lad›k. Zaten o yüzden gemileri uzatma fikrimizi k›sa vadeli planlar›m›z aras›na ald›k. Bir kere 40 araç daha fazla kapasiteli. Onu cumartesi günü gibi yo¤un bir güne koyduk ve gemi her zaman dolu. Böylece en yüksek zamanda, daha iyi bir kapasite sunarak müflteri memnuniyetini artt›rd›k. Ayr›ca UN ‹stanbul’da esnek h›z yapabilece¤imiz, de¤iflik bir makine kullan›yoruz. Di¤er makinelerimizin belirli bir makine yüküyle çal›flt›r›lmas› gerekiyor, aksi takdirde çok yüksek yak›t harcamak zorunda kal›n›yor. & MARINE&COMMERCE MART 2014

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CANALS // KANALLAR

CANAL INVESTMENTS SPEED UP KANAL YATIRIMLARI HIZLANDI MICHAEL RADOMS

The Panama Canal serves the world for 100 years as 14,000 ships transit each year. The Canal’s centennial celebration is on the agenda, while the Canal Expansion Program to double the capacity is on the track, although delayed some two years. On the other hand an agreement has been signed between Nicaragua and a Hong Kong based company to establish a rival Nicaraguan Canal. Her y›l 14,000 geminin transit geçifl yapt›¤› Panama Kanal›, 100 y›ldan bu yana dünyaya hizmet veriyor. Kanal›n yüzüncü y›ldönümü kutlamalar› gündemdeyken, iki y›l gecikecek olmas›na ra¤men kapasitenin ikiye katlanmas›na yönelik Kanal Geniflletme Program› devam ediyor. Di¤er yandan, Nikaragua ile Hong Kong merkezli bir flirket aras›nda rakip Nikaragua Kanal›’n›n infla edilmesine yönelik bir anlaflma imzaland›. he Panama Canal has connected the world since August 15, 1914, for 100 years. Proof of this is the 14,000 ships that transit each year, reaching 1,700 ports in 160 countries. This year the Panama Canal celebrates its Centennial to highlight the present operations of the waterway honoring its past, while emphasizing how it prepares to face the challenges of the next couple of years through the Expansion Program.

The expansion is moving ahead as planned and will build a new lane of traffic along the Canal through the construction of a new set of locks. It was anticipated to be complete by 2014 but delayed, the project will double the waterway’s capacity and allow more traffic and larger ships to transit. The Panama Canal Authority (ACP) states that the expansion program is 72% complete in overall as of January 2014. GUPC, the contractor international consortium, has previously indicated that instead of completing construction on October 2014, as originally established in the contract, the new locks will be finished in 2015. The new locks project which is the costliest part of the expansion, is at the stage of 65% completion. GUPC claimed additional cost of $ 1.6 billion and halted the work for a month in January 2014. After a preliminary agreement between the Canal Authority and the contractor the work on the new locks project was resumed on February 20, 2014. The parties continue to negotiations to come to an agreement that ensures the successful completion of the project. Over the past eight years, the ACP has been a major contributor to Panama, providing directly more than $3 billion to the country’s National Treasury.

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anama Kanal› 25 A¤ustos 1914 y›l›ndan bu yana tam 100 y›ld›r dünyay› birbirine ba¤lad›. Her y›l 160 ülkede 1,700 limana giden 14,000 geminin kanaldan geçifl yapmas› bunun kan›t›. Panama Kanal› bir yandan geçmiflini flereflendirirken di¤er yandan bugünkü faaliyetlerini vurgulamak için bu y›l yüzüncü yafl›n› kutlamaya haz›rlan›yor. Böylece ayn› zamanda Geniflletme Program› ile önümüzdeki birkaç y›l içerisinde karfl›lafl›lacak zorluklarla nas›l bafla ç›kmaya haz›rland›¤›n› da gösterecek.

Geniflletme program› planland›¤› flekilde devam ediyor ve program kapsam›nda yeni bir havuz grubuyla, mevcut Kanal boyunca yeni bir trafik fleridi infla edilecek. Proje suyolunun kapasitesini ikiye katlayarak daha fazla ve daha büyük gemilerin geçifline imkan sa¤layacak. Program›n 2014 y›l›nda tamamlanmas› öngörülürken gecikmeler yafland›. Panama Kanal ‹daresi (ACP) geniflletme program›n›n 2014 y›l› Ocak ay›nda genel olarak %72 oran›nda tamamland›¤›n› duyurdu. Uluslararas› bir konsorsiyum olan yüklenici GUPC, yeni havuzlar›n daha önce sözleflmede öngörüldü¤ü gibi 2014 y›l› Ekim ay›nda de¤il, 2015 y›l›nda tamamlanaca¤›n› bildirdi. Geniflletme program›n›n en maliyetli k›sm›n› teflkil eden yeni havuz projesi henüz %65’lik tamamlanma oran›nda. GUPC 1.6 milyar dolarl›k ilave maliyet talebinde bulunarak 2014 y›l› Ocak ay›nda çal›flmalar› durdurdu. Kanal ‹daresi ile yüklenici aras›nda bir ön anlaflma imzalanmas›n›n ard›ndan yeni havuz projesi çal›flmalar› 20 fiubat 2014 tarihinde yeniden bafllad›. Taraflar, projenin baflar›l› bir flekilde tamamlanmas›n› temin edecek bir mutabakata varmak için görüflmelere devam ediyor. ACP geçti¤imiz 8 y›l boyunca ülkenin Ulusal Hazinesine do¤rudan

FINANCING INSTITUTIONS // F‹NANS KURULUfiLARI European Investment Bank (EIB) Japan Bank for International Cooperation (JBIC) Inter-American Development Bank (IDB) International Financial Corporation (IFC) Andean Development Corporation (CAF) Total

$500 million $800 million

CANALS // KANALLAR

$400 million $300 million $300 million $2,300 million

Photo: Chris Janner

The Panama Canal is approximately 80 kilometers long between the Atlantic and Pacific Oceans. This waterway was cut through the isthmus that joins North and South America. The Canal uses a system of locks -compartments with entrance and exit gates. The locks function as water lifts: they raise ships from the Atlantic to the level of Gatun Lake (26 meters above sea level); ships then sail the channel through the Continental Divide. The narrowest portion of the Canal is Culebra Cut, which extends from the north end of Pedro Miguel Locks to the south edge of Gatun segment, approximately 13.7 kilometers long, is carved through the rock and shale of the Continental Divide.

CANAL EXPANSION PROGRAM The proposal for the construction of the Panama Canal third set of locks was approved on July 17, 2006. Subsequently, on October 22, 2006, the people of Panama voted by more than 75 percent to approve the Canal Expansion Program through a national referendum in accordance with the constitutional requirement. The program had an estimated cost of $5.25 billion. The expansion was planned to be finished by 2014, but now expected to be completed in 2015. The objectives of the expansion are: 1. to achieve long-term sustainability and growth for the Canal’s contributions to Panamanian society, through the payments ACP makes to the National Treasury,

3 milyar dolardan fazla para temin ederek Panama için son derece önemli bir katk›da bulundu. Panama Kanal›, Atlantik Okyanusu ile Pasifik Okyanusu aras›nda yaklafl›k 80 kilometre uzunlu¤unda bir geçit olma özelli¤ine sahip. Bu suyolu, Kuzey ve Güney Amerika’y› birbirine ba¤layan k›stakta aç›ld›. Kanal havuzlardan (girifl ve ç›k›fl kapaklar›na sahip bölmeler) oluflan bir sistem kullan›yor. Havuzlar bir kald›raç olarak kullan›l›yor. Di¤er bir deyiflle, Atlantik Okyanusu’ndan gelen gemileri Gatun Gölünün (su seviyesinden 26 metre yukar›da) yüksekli¤ine ç›kar›yor. Ard›ndan gemiler k›talar› bölen kanaldan geçifl yap›yor. Kanal›n en dar yeri Culebra Kesi¤i ad› verilen k›s›mda. Yaklafl›k 13.7 kilometre uzunlu¤unda kaya ve flist oyularak infla edilmifl bu k›s›m, Pedro Miguel Havuzlar›n›n kuzey ucundan Gatun segmentinin güney kenar›na uzan›yor.

KANAL GEN‹fiLETME PROGRAMI Panama Kanal›n›n üçüncü havuz grubunun inflas› ile ilgili teklif 17 Temmuz 2006 tarihinde onaylanm›flt›. Daha sonra 22 Ekim 2006 tarihinde, anayasaya uygun olarak düzenlenen ulusal bir referandumda Panama halk›n›n %75’ten fazlas› Kanal Geniflletme Program›n› onaylad›. Program›n tahmini maliyeti 5.25 milyar dolar. Geniflletme çal›flmalar›n›n 2015 y›l›nda tamamlanmas› bekleniyor. Geniflleme projesinin amaçlar›: 1. ACP’nin Ulusal Hazineye gerçeklefltirdi¤i ödemelerle Kanal›n Panama toplumuna yapt›¤› katk›lar›n sürdürülebilirli¤inin ve artt›r›lmas›n›n sa¤lanmas›, MARINE&COMMERCE MART 2014

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Gate

2.to maintain the Canal’s international competitiveness as well as the value added by Panama’s maritime route to the national economy, 3.to increase the Canal’s capacity to capture the growing tonnage demand with the appropriate levels of service for each market segment, 4.to make the Canal more productive, safe and efficient.

2. Kanal›n uluslararas› rekabet gücünün yan› s›ra Panama deniz yolunun ulusal ekonomiye yapt›¤› de¤er katk›s›n›n muhafaza edilmesi, 3. Her bir piyasa segmenti için uygun hizmet seviyelerini kullanarak artan tonaj talebini çekmek üzere Kanal›n kapasitesinin artt›r›lmas›, 4. Kanal›n daha verimli, daha güvenli ve daha etkin bir hale getirilmesi.

EXPANSION PROGRAM COMPONENTS

GEN‹fiLETME PROGRAMININ B‹LEfiENLER‹

Post-Panamax Locks: Construction of new Post-Panamax locks on the Pacific and Atlantic sides. The new locks complexes will have three chambers each with water-saving basins, a lateral filling and emptying system and rolling gates.

Post-Panamax Havuzlar›: Pasifik ve Atlantik Okyanuslar› taraf›nda yeni Post-Panamax havuzlar›n›n infla edilmesini kaps›yor. Yeni havuz kompleksleri toplam üç bölmeden meydana gelecek ve her biri su toplama havzalar›n›n yan› s›ra bir yanal doldurma ve boflaltma sistemi ve kayar kapaklarla donat›lacak.

Pacific Access Channel: Excavation of the new Pacific Post-Panamax locks north access channel. The project requires the dry excavation of approximately 49 million cubic meters of material along 6.1 kilometers. Improvements to Navigational Channels: Involves dredging of the existing navigation channels and widening of Atlantic and Pacific entrance as well as Gatun Lake and Culebra Cut navigational channels to enable the safe navigation of Post-Panamax vessels through the expanded Canal. Improvements to Water Supply: Calls for an increase of Gatun Lake’s maximum operating level by 45 centimeters to improve the Canal water supply and draft dependability.

CONSTRUCTION OF THE THIRD SET OF LOCKS This is the largest and most complex project under the Expansion Program. At a cost of USD 3.63 billion, the contract was awarded on July 15, 2009 to Grupo Unidos por el Canal (GUPC), a consortium formed by companies Sacyr Vallehermoso, S.A. of Spain; Impregilo SpA of Italy; Jan de Nul n.v.

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Pasifik Eriflim Kanal›: Yeni Pasifik Post-Panamax havuzlar›n›n kuzey eriflim kanal› hafriyat çal›flmalar›n› kaps›yor. Proje, 6.1 kilometrelik bir mesafe boyunca yaklafl›k 49 milyon metreküp kuru hafriyat ifli gerçeklefltirilmesini gerektiriyor. Seyir Kanallar›n›n ‹yilefltirilmesi: Post-Panamax gemilerin geniflletilmifl Kanalda daha güvenli bir seyir gerçeklefltirmesini sa¤lamak için mevcut seyir kanallar› ile Atlantik ve Pasifik girifllerinin yan› s›ra Gatun Gölü ve Culebra Kesi¤i seyir kanallar›n›n taraklanmas›n› kaps›yor. Su Besleme Sisteminin ‹yilefltirilmesi: Kanal›n su beslemesi ve draft güvenilirli¤inin sa¤lanmas› için Gatun Gölünün maksimum çal›flma seviyesinin 45 santimetre kadar artt›r›lmas›n› gerektiriyor.

ÜÇÜNCÜ HAVUZ GRUBUNUN D‹ZAYN VE ‹NfiAATI Geniflletme Program›n›n en büyük ve en karmafl›k projesini teflkil ediyor. 3.63 milyar dolarl›k sözleflme, 15 Temmuz 2009 tarihinde, ‹spanyol Sacyr Vallehermoso, S.A.; ‹talyan Impregilo SpA; Belçikal› Jan de Nul n.v.; ve Panamal› Constructora Urbana, S.A. flirketlerinin kurdu¤u bir konsorsiyum olan Grupo Unidos por el Canal (GUPC) ile im-

CANALS // KANALLAR

PANAMA CANAL EXPANSION COSTS OF INVESTMENTS IN PROGRESS (million USD) DEVAM EDEN PANAMA KANALI GEN‹fiLETME YATIRIM MAL‹YETLER‹ (milyon USD)

ESTIMATED CANAL EXPANSION COSTS (USD) TAHM‹N‹ KANAL GEN‹fiLETME MAL‹YET‹ (USD)

2013 2012 Program management 139.6 117.2 Interests, commissions and other financing exp. 176.2 120.8 Construction of the new locks 2,027.5 1,165.6 Construction of channels 364.4 329.6 Navigational channel improvements 652.5 602.1 Water supply improvements 9.4 2.8 Total costs of investment in progress 3,369.5 2,338.2 2.9 2.9 Additions to properties, plant and equipments Total costs of investment 3,372.4 2,341.1 According to the Independent Auditors’ Report issued on September 30, 2013

of Belgium; and Constructora Urbana, S.A. of Panama. The contractor formally commenced the works on August 25 of the same year. The project involves the construction of two mirror sets of locks, one on the Pacific and the other on the Atlantic, each with a total of nine water-saving basins and a redundant system of eight rolling gates per lock. The designs for the Third Set of Locks, as well as the fabrication of its different components, are being done in different parts of the world. To build the new locks, the contractor installed its own industrial parks where the concrete that will shape the massive structures will be mixed. The rock dug out from the excavation area on the Pacific side, known as basalt, are crushed and used as aggregate and sand for the mix.

After the completion of the design, identification of the different implementation stages and definition of the different types of contracts that apply, the Canal Expansion Program components and estimates were adjusted as follows: Dizayn, farkl› uygulama aflamalar›n›n belirlenmesi ve farkl› tipte sözleflmelerin tespit edilmesi süreçlerinin tamamlanmas›n›n ard›ndan, Kanal Geniflletme Program›n›n bileflenleri ve ilgili tahminler afla¤›daki flekilde güncellendi: Description // Aç›klama Estimated amount // Tahmini Tutar Construction of the new locks // Yeni havuz inflaat› 3,626 million Construction of channels // Kanal inflaat› 511 million Navigational channel improvements // Seyir kanal› iyilefltirmeleri 747 million Water supply improvements // Su besleme sistem iyilefltirmeleri 48 million Program management // Program yönetimi Program contingency // Beklenmedik durumlar Operating expenses // ‹flletme giderleri Total // Toplam

193 million 113 million 12 million USD 5,250 million

zaland›. Yüklenici ifle resmi olarak ayn› y›l 25 A¤ustos’ta bafllad›. Proje biri Pasifik Okyanusu di¤eri de Atlantik Okyanusu’nda olmak üzere, her biri toplam dokuz su toplama havzas› ile birlikte her havuzda sekiz kayar kapakl› yedek bir sistemden oluflan birbirinin benzeri iki havuz grubunun inflas›n› kaps›yor. Üçüncü Havuz Grubunun dizayn› ve farkl› bileflenlerinin üretimi dünyan›n farkl› bölgelerinde gerçeklefltiriliyor. Yeni havuzlar›n infla edilebilmesi için yüklenici devasa yap›lar›n üretiminde kullan›lacak betonun üretimi amac›na yönelik olarak

PANAMA CANAL TRAFFIC FISCAL YEARS 2013 - 2012 BY MARKET SEGMENT P‹YASA SEGMENTLER‹NE GÖRE 2013-2012 PANAMA KANAL TRAF‹⁄‹ Market Segment

Number of Transits

Tolls

Pazar Segmenti

Geçifl Say›s›

Ücret (x1,000 $)

Panama Canal/UMS Net Long Tons of Cargo Tonnage(1) (x1,000)

(x1,000)

Change // De¤iflim %

2013

2012

2013

2012

2013

2012

2013

2012

Transits

Tolls

CP/SUAB

Container // Konteyner

3,103

3,331

951,392

960,083

117,629

119,882

47,144

50,755

-6.8%

-0.9%

-1.9%

-7.1%

Dry Bulk // Kuru yük

2,903

3,339

321,012

337,690

72,708

83,399

93,664

98,620

-13.1%

-4.9%

-12.8%

-5.0%

Tankers // Tankerler

2,468

2,475

233,033

212,195

53,013

51,658

49,604

47,979

-0.3%

+9.8%

+2.6%

+3.4%

666

669

156,433

153,861

37,591

37,663

3,463

3,501

-0.4%

+1.7%

-0.2%

-1.1%

1,110

1,116

51,355

50,535

10,274

10,188

3,796

3,543

-0.5%

+1.6%

+0.8%

+7.1% +3.7%

Vehicle Carriers // Araba Tafl. Refrigerated // So¤uk Hava

Cargo

General Cargo // Kar›fl›k Yük

899

917

45,046

42,659

9,182

9,188

6,733

6,494

-2.0%

+5.6%

-0.1%

Passengers // Yolcu

205

211

39,424

39,785

8,941

9,079

-2.8%

-0.9%

-1.5%

Others // Di¤er

691

804

49,058

53,973

10,208

11,538

5,474

7,161

-14.1%

-9.1%

-11.5%

-23.6%

12,045

12,862

1,846,752

1,850,781

319,545

332,595

209,878

218,053

-6.4%

-0.2%

-3.9%

-3.7%

Total // Toplam

Figures only include large vessels, those paying tolls greater than the minimum tariffs implemented on June 1, 1998. (1) The tonnage measurement system for Panama Canal tolls assessment, the Panama Canal Universal Measurement System (PC/UMS). This amount also includes the PC/UMS tonnage for full containership and passenger vessels. Rakamlar yaln›zca, 1 Haziran 1998 y›l›nda uygulanmaya bafllayan minimum tarifeden daha fazla geçifl ücreti ödeyen büyük gemileri kaps›yor. (1) Panama Kanal› geçifl ücreti de¤erlendirmesine yönelik tonaj ölçüm sistemi, Panama Kanal› Evrensel Ölçme Sistemi (PC/UMS). Bu tutara ayn› zamanda dolu konteyner gemileri ile yolcu gemileri için PC/UMS tonaj› da dahil.

MARINE&COMMERCE MART 2014

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PROGRESS IN POST-PANAMAX LOCKS As of December 31, 2013, the cumulative combined excavation and dredging volume for the Pacific site reached 20.1 million cubic meters. On the other hand, the cumulative overburden volume increased to 13.4 million cubic meters. Approximately 4 million cubic meters of basalt was removed and the cumulative dredging volume is 2.7 million cubic meters. A cumulative volume of 1,793,304 cubic meters of structural concrete, which represents a 74% progress rate, has been placed on the Pacific site. Additionally on this site, a cumulative total of 104,152 tons of steel has been received so far.

Valf // Vana

The cumulative excavation volumes removed on the Atlantic site from the area for the locks footprint added up to 15.97 million cubic meters, representing a 95% progress rate, while the total for the Atlantic entrance was 3.2 million. The total cumulative volume of structural concrete placed on this site was 1,684,710 cubic meters, with an 81% progress rate. Also, a cumulative total of 96,157 tons of steel has been received so far on the Atlantic site. First-stage embedments have been installed in 81% of the valves and bulkheads. And the grounding works for underground electrical equipment and infrastructure on the Atlantic site reports a 70% progress rate.

Fabrication of the last 25 valves (of a total of 158) was completed in December. All valves (for conduits, culverts and equalization), bulkheads, trash racks, cylinders and their supporting elements, and the hydraulic power units, have been completed; and almost all have already been received in Panama. All of this material is being stored for now, up until when the locks are sufficiently complete to start installation and testing activities.

PROGRESS IN NAVIGATIONAL CHANNELS IMPROVEMENTS For the Pacific access channel, the contract progress is at 73 percent. The Atlanticentrance dredging project concluded. The cumulative dredging volume for the freshwater dredging project for Gatun Lake and the Culebra Cut went up some 22.6 million cubic meters. Around 14.8 million cubic meters of this volume were removed by the ACP and the other 7.8 million by the contractors. The contractor responsible for building 25 ranging

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MARINE&COMMERCE MARCH 2014

kendi endüstriyel parklar›n› kurdu. Pasifik Okyanusu taraf›ndaki hafriyat alan›ndan ç›kar›lan ve bazalt olarak bilinen kayalar parçalanarak beton üretiminde agrega ve kum olarak kullan›l›yor.

POST PANAMAX HAVUZLARINDA ‹LERLEME 31 Aral›k 2013 itibariyle Pasifik taraf›nda gerçeklefltirilen kümülatif hafriyat ve deniz tarama çal›flmalar›n›n hacmi 20.1 milyon metreküpe ulaflt›. Di¤er yandan kümülatif jeolojik yük hacmi 13.4 milyon metreküpe ulaflt›. Yaklafl›k 4 milyon metreküp bazalt ç›kar›l›rken denizde gerçeklefltirilen tarama faaliyetlerinin hacmi ise 2.7 milyon metreküp oldu. Pasifik taraf›nda 1,793,304 metreküp yap›sal beton kullan›l›rken bu rakam ilerleme oran›n›n %74’ünü temsil ediyor. Bundan baflka Pasifik taraf›nda ayr›ca flimdiye kadar toplam 104,152 ton çelik kullan›ld›. Atlantik okyanusu taraf›nda havuzlar›n kaplama alan›nda gerçeklefltirilen hafriyat ifllerinin kümülatif hacmi bu rakamlara 15.97 milyon metreküp (ilerleme oran›n›n %95’i) ilave ederken, Atlantik girifli için toplam hacim 3.2 milyon metreküp oldu. Bu k›s›mda kullan›lan toplam kümülatif yap›sal beton hacmi 1,684,710 metreküpe ulaflt› ve bu rakam ilerleme oran›n›n %82’sini temsil ediyor. Bunlardan baflka Atlantik taraf›nda flimdiye kadar kümülatif toplamda 96,157 ton çelik kullan›ld›. Vana ve ara bölmelerin %81’lik k›sm›na ilk aflama ankrajlar monte edildi. Atlantik taraf›nda yeralt›ndaki elektrikli ekipmanlar ve altyap›ya yönelik temel çal›flmalar›nda %70 oran›nda ilerleme kaydedildi¤i bildiriliyor. Son 25 vanan›n (toplamda 158 vana) üretimi Aral›k ay›nda tamamland›. Tüm vanalar (borular, kanallar ve dengeleme sistemi için), ara bölmeler, ›zgaralar, silindirler ve bunlar›n destek elemanlar› ile hidrolik güç üniteleri tamamland› ve hemen hepsi Panama’ya ulaflt›r›ld›. Bu malzemelerin tümü flimdilik montaj ve test ifllemlerinin bafllamas› öncesinde havuzlar yeterli bir tamamlanma oran›na ulaflana kadar depolanacak.

CANALS // KANALLAR

EXISTING LOCKS VAROLAN HAVUZLAR

NEW LOCKS YEN‹ HAVUZLAR

POST-PANAMAX LOCKS // POST-PANAMAX HAVUZLARI The new locks complexes will have three chambers each, water-saving basins on each level, a lateral filling and emptying system and rolling gates. Yeni havuz komplekslerinin her biri üç bölme, her seviyede su toplama havzalar›, bir yanal doldurma ve boflaltma sistemi ve kayar kapaklara sahip olacak. WATER-SAVING SYSTEM // SU TOPLAMA S‹STEM‹ Water-saving basin (WSB) technology is the most efficient system to reduce the volume of water to be used by the new locks. The WSBs work as water-damming structures located adjacent to the locks and connected to them by culverts regulated by flow valves. The new locks, with three water-saving basins on each chamber, will use 7% less water per transit than the existing locks. Su Toplama Havzas› (Water-Saving Basin - WSB) teknolojisi, yeni havuzlarda kullan›lan su hacminin azalt›lmas›na yönelik en etkin sistem. Su toplama havzalar›, havuzlar›n hemen yan›nda bulunan ve bu havuzlara suyollar› ve ak›fl vanalar› üzerinden ba¤lanan bir baraj görevi görüyor. Her bir bölmesinde üç adet su toplama havzas›na sahip yeni havuzlar her bir transit geçiflte mevcut havuzlara k›yasla %7 daha az su kullanacak.

1, 2 and 3: Water is transferred by gravity to WSBs for the following lockage. 4 and 5: Once equalized, it moves to the next level and eventually to sea. 1, 2 ve 3: Su, bir sonraki geçifl için yerçekimiyle toplama havzalar›na aktar›l›yor. 4 ve 5: Dengelenince bir sonraki seviyeye ve en nihayetinde denize ulafl›yor.

towers for the Gatun Lake started the concrete pouring activity for the foundations of four towers and continues to prepare the site and excavating to build the remaining 21 towers. The contractor in charge of fabricating 22 buoys continued to fabricate and assemble them in Colombia. ACP completed the dredging to deepen and widen the navigational channels along Culebra Cut in March 2013. The dredging works started in March 2008. Culebra Cut is an area of difficult access due to the type of material and being the narrowest portion of the Canal’s navigational channel. A total of 3.2 million cubic meters were removed during the deepening of Culebra Cut.

PANAMA CANAL ON LIST OF 11 PLACES TO VISIT IN 2014 Coinciding with its centennial countdown, the Panama Canal is highlighted as one of the best tourist destinations for 2014. CNN International has included the Panama Canal on its list of 11 places

SEY‹R KANALLARI GEL‹fiT‹RME ÇALIfiMALARINDA KAYDED‹LEN ‹LERLEME Pasifik Okyanusu taraf›ndaki eriflim kanal› için sözleflmeye göre kaydedilen ilerleme %73 oran›nda. Atlantik girifli deniz tarama projesi tamamland›. Gatun Gölü ve Culebra Kesi¤ine yönelik tatl› su tarama projesinin kümülatif tarama hacmi 22.6 milyon metreküpe ulaflt›. Bu hacmin 14.8 milyon metreküplük k›sm› ACP taraf›ndan, di¤er 7.8 milyon metreküplük k›sm› ise yükleniciler taraf›ndan gerçeklefltirildi. Gatun Gölü için 25 kulenin infla edilmesinden sorumlu yüklenici, toplam 4 kulenin temeli için beton döküm çal›flmalar›na bafllarken, kalan 21 kulenin inflas› için saha haz›rl›k ve hafriyat çal›flmalar›na devam ediyor. 22 flamand›ran›n üretiminden sorumlu olan yüklenici ise, bunlar›n üretim ve montaj ifllemlerini Kolombiya’da sürdürüyor. ACP, Culebra Kesi¤i boyunca uzanan seyir kanallar›n›n derinlefltirilmesi ve geniflletilmesine yönelik 2008 Mart ay›nda bafllad›¤› tarama çal›flmalar›n› 2013 y›l› Mart’›nda tamamlad›. Culebra Kesi¤i, malzemenin tipi ve seyir kanal›n›n en dar k›sm› olmas› nedeniyle eriflimi son derece güç olan bir bölge. Culebra Kesi¤i derinlefltirme çal›flmalar› esnas›nda toplam 3.2 milyon metreküplük bir hacme ulafl›ld›.

PANAMA KANALI, 2014 YILINDA MUTLAKA Z‹YARET ED‹LMES‹ GEREKEN 11 YER L‹STES‹NDE Yüzüncü y›l kutlamalar›yla eflzamanl› olarak, Panama Kanal› 2014 y›l› için en iyi turizm destinasyonlar›ndan biri olarak gösteriliyor. CNN International 2014 y›l›nda mutlaka ziyaret edilmesi gereken yerler listesine Panama Kanal›’n› da dahil etti. Bu liste 2014 y›l›nda kaç›r›lmamas› gereken toplam 11 destinasyonu kaps›yor ve Panama bu listede 2014 Dünya Kupas› vesilesiyle Brezilya’n›n hemen ard›ndan ikinci s›rada yer al›yor. 2014 y›l›nda 100. MARINE&COMMERCE MART 2014

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to go in 2014. The list highlights a series of destinations not to miss in 2014 and Panama is second on the list right after Brazil for the 2014 World Cup. Celebrating its 100 years in 2014, the Panama Canal offers visitors several options to discover this engineering marvel and live the Panama Canal experience during its centennial. From Miraflores Visitor Center (Pacific), visitors are able to learn about the past, present and future of this marvel of modern engineering that besides connecting the Atlantic and the Pacific Ocean, has been uniting the world since 1914. Visitors are able to enjoy ship transits from the roofed terrace with panoramic view and see in detail Panama Canal operations. The center features a theater, showing a 3D movie and four exhibition halls.

y›l›n› kutlayacak olan Panama Kanal› ziyaretçilere bu mühendislik harikas›n› keflfetmek ve kutlamalara kat›lmak için çeflitli seçenekler sunuyor. Pasifik Okyanusu taraf›nda bulunan Miraflores Ziyaretçi Merkezinde ziyaretçiler 1914 y›l›ndan bu yana Atlantik Okyanusu’nu Pasifik Okyanusu’na ba¤laman›n d›fl›nda dünyay› da birbirine ba¤layan bu modern mühendislik harikas›n›n geçmifli, bugünü ve gelece¤i hakk›nda bilgiler edinebiliyor. Ziyaretçiler panoramik manzaral› çat›l› bir terastan kanaldan geçifl yapan gemileri ve Panama Kanal› operasyonlar›n›n detaylar›n› görebiliyor. Merkezde 3 boyutlu film gösterimi yap›lan bir sinema salonu ve 4 sergi salonu bulunuyor.

From the Expansion Observation Center (Atlantic) visitors are able to witness the next 100 years of the Panama Canal in the making by observing the construction of the new locks of the waterway, one of the largest infrastructure projects of the early 21st century. Immersed in a tropical forest and from an unrivaled viewpoint (50 meters above the Panama Canal), visitors may enjoy two views of the waterway: Gatun Lake and a first-hand look of the Expansion construction site. In the center, visitors are able to discover Panama’s wildlife in the ecological trail and see a movie explaining the Expansion Program.

Atlantik Okyanusu taraf›ndaki Geniflletme Program› Gözlem Merkezinden ise ziyaretçiler, 21. yüzy›l bafllar›n›n en büyük altyap› projelerinden biri olan yeni havuzlar›n inflaat çal›flmalar›n› izleyerek Panama Kanal›’n›n gelecek 100 y›l›na tan›kl›k edebiliyor. Tropik bir orman içine gömülü emsalsiz bir noktada (Panama Kanal›’ndan 50 metre yukar›da) bulunan merkezden ziyaretçiler, Gatun Gölü ve Geniflletme Program› ‹nflaat Alan› olmak üzere su yolunun iki farkl› manzaras›n› izleyebiliyor. Merkezde ziyaretçiler ayr›ca Panama’n›n yaban hayat›n› keflfedip, Geniflletme Program›n› anlatan bir film izleyebiliyor.

Just a few kilometers away from the Expansion Visitor Center, Gatun Visitor Center (Atlantic), offers the opportunity to discover the longest locks complex of the waterway. With an observation deck right in the middle of the action, visitors are able to see the all types of vessels, ranging from cruise ships to container vessels, as well as picturesque sailboats with adventurers navigating around the world. &

Bu merkezden yaln›zca birkaç kilometre ileride bulunan Gatun Ziyaretçi Merkezi (Atlantik Okyanusu taraf›nda), suyolunun en uzun havuz kompleksini keflfetme imkan› sunuyor. Faaliyetlerin tam ortas›nda yer alan bir gözlem güvertesi, ziyaretçilerin kruvaziyer gemilerinden konteyner gemilerine kadar hemen her türlü geminin yan› s›ra dünyay› gezen macerac›larla dolu tablo misali yelkenliler görmelerine olanak sa¤l›yor. &

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ANOTHER EXPANSION PROJECT B‹R GEN‹fiLEME PROJES‹ DE KORINT’DEN he Corinth Canal that recently became a current issue with another expansion project has a history of 120 years, and is one of the most well-known canals in the world. Situated in a junction point of the international shipping, the Corinth Canal provides the shortest and most reliable route for vessels from ports located in the Ionian Sea, Adriatic and Southern Italy and heading for the direction opposite the Eastern Mediterranean and Black Sea after transiting the Straits or the Strait of Messina. The maximum width of the canal at sea level and at average low water level is 24.6 meters. With a depth of 8 meters the canal is only 21 meter wide at its base. The height of the vessels transiting the canal is limited to 52 meters due to the railway and road bridges. The length of the canal between Greece and Peloponnese Peninsula is 6,343 meters, and only vessels with a width up to 21,9 meters and a draft up to 6.5 meters can pass through it.

According to the information provided by Periandros S.A., the operator of the Corinth Canal, the company evaluated the possibilities for increasing the width and depth of the canal to allow passage of larger vessels. Such an expansion project will provide Greece with considerable economic contributions, and is expected to reshape the container-feeder routes in the Southern and Eastern Europe. Cost of such an expansion project is way too high. Expansion of the canal up to 25 meters and deepening up to three times the current depth is estimated to cost around Euro 360 million; and expansion up to 50 meters and deepening up to 12 meters is Euro 570 million.

CANAL OF ADVENTURERS Also known as the ‘Canal of Adventurers’ and hosting high-adrenaline shows including bungee jumping, motorcycle stunt riding, stand up paddle surfing competitions, and scooter championships, the Corinth Canal serves as a meeting point for thousands of adventurers. &

ir baflka geniflleme projesi ile gündeme gelen kanal da 120 y›ll›k geçmifle sahip ve dünyan›n en bilindiklerinden biri olan Korint. Uluslararas› deniz ulafl›m›n›n kavflak noktas›nda bulunan; Ion denizi, Adriyatik, Güney ‹talya limanlar›ndan gelen ve Bo¤azlardan veya Messina Bo¤az›’ndan geçerek Do¤u Akdeniz, Karadeniz ile ters yönde seyreden gemiler için en k›sa ve güvenli rotay› sa¤layan Korint Kanal›’n›n seyir için güvenli olan deniz seviyesi ve ortalama düflük su seviyesindeki maksimum geniflli¤i 24.6 metre. 8 metre derinli¤indeki taban geniflli¤i ise 21 metre olan kanaldan geçen gemilerin maksimum yüksekli¤i, tren ve karayolu köprülerinden ötürü 52 metre ile s›n›rl›. Yunanistan ve Mora Yar›madas› aras›ndaki uzunlu¤u 6,343 metre olan kanaldan flu anda sadece en fazla 21.9 metre geniflli¤e ve 6.5 metre drafta sahip olan gemiler geçebiliyor.

Korint Kanal›’n›n iflleticisi Periandros S.A. flirketinden gelen bilgilere göre, kanal›n daha büyük gemilerin geçmesine imkan verecek flekilde geniflletme ve derinlefltirme ihtimalleri incelendi. Bu tür bir genifllemenin Yunanistan’a ciddi ekonomik katk› sa¤laman›n yan› s›ra, Güney ve Do¤u Avrupa’daki konteyner-fider rotalar›n› da yeniden flekilendirmesi bekleniyor. Böylesi bir geniflletme çal›flmas›n›n maliyeti ise oldukça yüksek. Kanal›n 25 metre genifllik, 3 kat› kadar derinlefltirilmesi için 360 milyon euro; 50 metre genifllik ve 12 metre derinlefltirilmesi içinse 570 milyon euro maliyet öngörülüyor.

MACERACILAR KANALI Konumu dolay›s›yla ‘Macerac›lar Kanal›’ olarak da an›lan ve bungee jumping, akrobatik motorsiklet, ayakta kürek yar›fllar› ve scooter flampiyonas› gibi yüksek adrenalinli gösterilere de ev sahipli¤i yapan Korint Kanal›, her y›l binlerce maceraseverin buluflma noktas› oluyor. & MARINE&COMMERCE MART 2014

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CENTURIES’ DREAM: NICARAGUA CANAL YÜZYILLARIN HAYAL‹: N‹KARAGUA KANALI Is Nicaragua destined to reach an extraordinary level of prosperity and greatness? In the New World, will this country be as superbly situated as Constantinople? Will the dream realise this time? Nikaragua’n›n kaderinde ola¤anüstü bir refah ve azamete ulaflmak yaz›l› m›? Yeni Dünyada bu ülke Bizans dönemindeki ‹stanbul gibi ola¤anüstü bir konuma m› gelecek? Hayal bu sefer gerçekleflecek mi? ast June, Nicaragua signed a bill that granted approval for a Chinese company called the Hong Kong Nicaragua Canal Development Investment Company (HKND) to construct a massive $40 billion canal. As revealed, the group plans construction to start in December 2014 and vessels will be crossing the canal by December 2019.

On June 13, 2013, the Nicaragua National Assembly gave final ratification to the Government’s exclusive commercial agreement with the HKND Group to develop the Nicaragua Canal and Development Project. The agreement grants HKND Group exclusive rights for the planning, design, construction, operation, and management of the Nicaragua Canal and other potential projects, including port projects, free trade zones, an international airport, and other infrastructure development projects for 50 years plus 50 years. HKND outlines that the preliminary commercial and economic analysis indicates there is a substantial need for a new canal that has the potential to transform global trade. The rapid growth in east-west trade and ship sizes provide a compelling argument for the construction of a second, substantially larger canal across Central America. Trends in ship size alone indicate a significant potential market that can only be served by the Nicaragua Canal. Global trade continues to increase, with maritime trade routes changing and competition increasing. Shippers and shipping lines need faster delivery routes and

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eçti¤imiz Haziran ay›nda Nikaragua, Hong Kong Nikaragua Kanal Gelifltirme Yat›r›m fiirketi (HKND) isimli Çinli bir flirketin 40 milyar dolara devasa bir kanal infla etmesine izin veren bir yasa tasar›s› imzalad›. Yap›lan aç›klamaya göre grup inflaata 2014 y›l› Aral›k ay›nda bafllamay› planl›yor. Kanal 2019 y›l› Aral›k ay›nda gemi geçifline aç›lacak.

Guardabarranco National Bird of Nicaragua Nikaragua Ulusal Kuflu

13 Haziran 2013 tarihinde Nikaragua Millet Meclisi, Hükümetin HKND grubu ile Nikaragua Kanal› ve Gelifltirme Projesini gerçeklefltirmesi için özel bir ticari anlaflma imzalamas›na nihai onay verdi. Anlaflma HKND Grubuna 50 y›l art› 50 y›l için Nikaragua Kanal›’n›n yan› s›ra liman projeleri, serbest ticaret bölgeleri, uluslararas› bir havaalan› ve di¤er altyap› gelifltirme projeleri dahil di¤er potansiyel projelerin planlanmas›, dizayn›, inflas›, iflletmesi ve yönetimi için münhas›r haklar veriyor. HKND gerçeklefltirilen bir ön ticari ve iktisadi analizin, küresel ticaretin fleklini de¤ifltirme potansiyeline sahip yeni bir kanala büyük bir ihtiyaç oldu¤unu ortaya koydu¤unu bildiriyor. Do¤u-bat› yönündeki ticarette görülen h›zl› art›fl ile birlikte gemi boyutlar›nda meydana gelen büyüme, Orta Amerika’da oldukça genifl ve büyük ikinci bir kanal›n infla edilmesine yönelik ikna edici bir argüman ortaya ç›kar›yor. Tek bafl›na gemi boyutla-

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continually increasing cost efficiencies that come from much larger ships.

r›nda görülen e¤ilim, yaln›zca Nikaragua Kanal›’n›n hizmet verebilece¤i önemli bir potansiyel piyasa bulundu¤unu gösteriyor.

As highlighted at the HKND web site; by accommodating the next generation of the world’s largest ships and by providing an alternative for Atlantic-Pacific trade, the Nicaragua Canal and Development Project holds the potential for faster travel times, lower costs, and added dependability.

Küresel ticaret artmaya devam ederken, deniz ticaret yollar› da de¤ifliyor ve rekabet gittikçe art›yor. Nakliyeciler ve deniz tafl›mac›l›k flirketleri daha h›zl› teslimat yollar›na ihtiyaç duyuyor ve çok daha büyük boyutlu gemiler kullanarak sürekli bir flekilde maliyet verimliliklerini artt›rmaya çal›fl›yor.

The Panama Canal is congested, and the largest ships can’t navigate it at all. The expansion project, however, is already USD 1.6 billion over budget and delayed. If the project in Panama is further delayed, the Nicaragua Canal proposal will be even more attractive. HKND is owned by Chinese businessman Wang Jing who holds 40% of Xinwei Telecom Enterprise Group’s shares. The mega project has aroused suspicions in Nicaragua for lack of transparency and a regulation mechanism. The company, formed only recently in Hong Kong in August 2012, immediately signed a memorandum of understanding with the Nicaraguan Interoceanic Grand Canal Authority. HKND has already gained a telecom contract with Nicaragua to build a $700m national wireless network, despise a dearth of further information about any progress. Wang says that the canal project is purely commercial and has no geopolitical motivation, but China would benefit strategically from having a canal in Central America that was free from U.S. influence. Some believe that the Chinese government is quietly supporting the efforts. Others point out that the company behind the canal itself may not be all that it seems, the chairman, Wang Jing, has so far failed to progress some committed large-scale projects in many countries.

DREAM OF A NICARAGUAN CANAL The history of Nicaragua, being an ideal location due to its low-lying topography and its natural waterways, including navigable rivers and Lake Nicaragua, has been marked by the old dream of an interoceanic canal. Several historians point to 1567, when King Felipe II of Spain ordered the study of a canal through Nicaragua. In 1850, when “gold fever” was all the rage in the United States, efforts to transport cargo from one coast of the USA to the other became focused on the San Juan River and Lake Nicaragua, encouraging the US military to construct a channel through that route. Nonetheless, the dream of such a canal evaporated, at least temporarily, when in 1902 the US Senate decided to construct the Panama Canal.

HKND’nin web sitesinde de vurguland›¤› gibi, Nikaragua Kanal ve Geliflim Projesi, yeni nesil büyük boyutlu gemilerin geçifline imkan tan›yarak ve Atlantik-Pasifik ticareti için bir alternatif sunarak daha h›zl› sefer süreleri, daha düflük maliyetler ve ilave güvenilirlik sunma potansiyeline sahip. Panama Kanal›n›n gemi trafi¤i son derece yüksek ve çok büyük gemiler bu kanaldan geçifl yapam›yor. Bununla birlikte Panama Kanal›’nda gerçeklefltirilen geniflletme projesi halen ayr›lan bütçeyi 1.6 milyar dolar aflm›fl ve gecikmifl durumda. Panama’daki projenin biraz daha gecikmesi halinde, Nikaragua Kanal› önerisi daha da çekici bir hale gelecek. HKND grubunun sahibi, Xinwei Telecom Enterprise Group hisselerinin %40’›n› da elinde bulunduran Çinli ifladam› Wang Jing. Mega proje, fleffafl›¤›n ve bir düzenleme mekanizmas›n›n eksikli¤i nedeniyle flüphelerin ortaya ç›kmas›na yol açt›. Henüz 2012 y›l› A¤ustos ay›nda Hong Kong’da kurulan flirket, Nikaragua Okyanuslar Aras› Büyük Kanal ‹daresi ile hemen bir mutabakat anlaflmas› imzalad›. HKND ayr›ca yak›n zamanlarda 700 milyon dolarl›k ulusal kablosuz iletiflim a¤› inflas› için Nikaragua ile bir Telekom sözleflmesi imzalad›, ancak ilerleme konusunda flu ana kadar hiçbir bilgi ulaflmad›. Wang, kanal projesinin tamamen ticari oldu¤unu ve hiçbir jeopolitik motivasyonun söz konusu olmad›¤›n› söylüyor. Bununla birlikte Çin, Orta Amerika’da ABD etkisi alt›nda olmayan bir kanaldan stratejik olarak fayda sa¤layabilecek. Baz›lar› Çin hükümetinin bu giriflimleri sessiz bir flekilde destekledi¤ine inan›yor. Di¤erleri ise kanal›n arkas›ndaki flirketin göründü¤ü gibi olmayabilece¤ine inaDaniel Ortega, President of Nicaragua // Nikaragua Cumhurbaflkan› Wang Jing, HKND Group Chairman // HKND Grup Baflkan›

Several interesting and not well-known anecdotes about the canal are mentioned, including: As early as 1797, several of the fathers of Latin American independence - Francisco de Miranda among them - tried to obtain British support to change the special transit rights for the proposed canal; In 1830 a Nicaraguan canal concession was granted to a group of businessmen from the Netherlands, headed by the King of Holland; MARINE&COMMERCE MART 2014

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n›yor, zira baflkan Wang Jing birçok ülkede baz› büyük ölçekli projelerde herhangi bir ilerleme kaydetmifl de¤il.

N‹KARAGUA KANALI HAYAL‹ Deniz seviyesinin alt›ndaki co¤rafi yap›s› ve seyre elveriflli nehirleri ile Nikaragua Gölü de dahil do¤al suyollar› sayesinde ideal bir konumda olan Nikaragua’n›n tarihinde, hep okyanuslar aras›nda bir kanal infla edilmesi hayali söz konusu oldu. Baz› tarihçilere göre ilk olarak ‹spanyol Kral II. Felipe 1567 y›l›nda Nikaragua’da bir kanal yap›lmas› konusunun araflt›r›lmas›n› emretti. 1850 y›l›nda Amerika Birleflik Devletleri’nde yaflanan “alt›na hücum” döneminde ABD’nin bir k›y›s›ndan di¤erine mal tafl›mac›l›¤› faaliyetlerinde San Juan Nehri ile Nikaragua Gölü’ne yo¤unlafl›ld›. Bu durum ABD ordusunun bu bölgede bir kanal infla etmesini teflvik etti. Bununla birlikte, 1902 y›l›nda ABD Senatosunun Panama Kanal›’n› infla etmeye karar vermesiyle birlikte böyle bir kanal hayali en az›ndan geçici olarak uçup gitti. Kanal ile ilgili baz› ilginç ve yayg›n anekdotlar flöyle: 1797 y›l›nda Latin Amerika’n›n ba¤›ms›zl›¤›n› ilan edenlerin baz›lar› (bunlar aras›nda Francisco de Miranda da bulunuyor) önerilen kanal için özel geçifl haklar› karfl›l›¤›nda ‹ngilizlerin deste¤ini almaya çal›flt›; 1830 y›l›nda, Hollanda Kral› baflkanl›¤›nda Hollandal› bir ifladamlar› grubuna Nikaragua kanal imtiyaz› verildi;

In 1848, Prince Louis Napoleon accepted a concession to construct the “Napoleon Canal of Nicaragua” and said, “In the New World there exists a country as superbly situated as Constantinople … We refer to the State of Nicaragua … which is destined to reach an extraordinary level of prosperity and greatness.” All through the second half of the 19th century there were many developments and false starts for a Nicaraguan canal, but in 1902 everything appeared to end with the decision to build the canal in Panama upon buying rights from the French, the US abandoned its Nicaraguan project. In 2006, Nicaragua's ambitious plans to build a new interoceanic waterway with the cost of $18 billion to rival the Panama Canal were making waves within the isthmus. The proposal was publicised ahead of Panama's referendum on the $5.25 billion project to expand its own canal. Opinion was divided on whether Nicaragua's canal project represented an unrealisable dream - or a grand design from which one of the world's poorest countries will reap huge rewards.

DRY CANAL Much has been said and written about various proposals to build and operate interoceanic canals through Nicaragua - both socalled “wet” canals, and “dry” canals. This information is at

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1848 y›l›nda Prens Louis Nepoleon “Nikaragua Napoleon Kanal›”n›n inflas› için bir imtiyaz› kabul ettikten sonra, “Yeni Dünyada, Konstantinople kadar mükemmel konuma sahip bir ülke var... Kaderinde ola¤anüstü bir refah ve azamet yaz›l› bu ülke Nikaragua Devletidir...”dedi. 19. yüzy›l›n ikinci yar›s› boyunca Nikaragua Kanal› ile ilgili birçok geliflme ve yanl›fl bafllang›çlar söz konusu oldu. Ancak 1902 y›l›nda Fransa’dan ilgili haklar›n›n sat›n al›nmas› sonras›nda Panama’da kanal infla edilmesi karar›yla birlikte tüm hayaller suya düfltü ve ABD Nikaragua projesinden vazgeçti. 2006 y›l›nda Nikaragua’n›n Panama Kanal›’na karfl› iki okyanus aras›nda 18 milyar dolara yeni bir suyolu infla etme planlar› yeniden ortaya ç›kmaya bafllad›. Bu teklif, Panama’n›n 5.25 milyar dolarl›k kanal geniflletme projesi ile ilgili referandum öncesinde duyuruldu. Görüfller, Nikaragua’n›n kanal projesinin gerçeklefltirilemez bir hayal mi yoksa dünyan›n en fakir ülkelerinden birinin hak etti¤i refah› kazanmas›n› sa¤layacak dev bir proje mi oldu¤u konusunda ikiye bölünüyor.

KURU KANAL Nikaragua’da hem “›slak”, hem de “kuru” kanal olarak adland›r›lan okyanuslar aras› ulafl›m kanallar›n›n infla edilmesi ve iflletilmesine yönelik çeflitli teklifler hakk›nda çok fleyler yaz›l›p söylendi. Bu bilgi, bazen mant›kl› araflt›rmalarla desteklenen ve bazen de desteklenmeyen fikrin lehinde ve aleyhinde tart›flmalarla birlikte zaman zaman kafalar› kar›flt›r›yor.

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times confusing, with arguments both for and against the idea being advanced - sometimes backed by legitimate research, sometimes not. Among these proposals, the Canal Interoceanico De Nicaragua, S.A., (CINN) has developed a plan, officially named the Nicaragua International Railroad and Ports Project, but known popularly as the “Dry Canal”. CINN has pursued this proposal quietly but determinedly during the past two decades, working with Nicaraguans to advance the proposal and create the legal foundation for such a large foreign investment in Nicaragua, amid a swirl of disinformation and efforts to undermine or stop the project from within and outside of Nicaragua. The fundamental objective of the Dry Canal project is to provide a new route for the transshipment of commercial container cargo between a deep water port on the Caribbean coast, Atlantic, and a second deep water port on the Pacific coast, connected by high-speed rail along the approximately 377 km-long route. The Dry Canal will initially support the movement of 730,000 containers per annum, which will increase incrementally over time. The estimated cost of the project as conceived in the Viability Study is $2.64 billion.

PROPOSED NICARAGUA CHANNEL TO LINK OCEANS There are four alternative routes being considered, all of which enter Lake Nicaragua and require a canal through Rivas. The Grand Interoceanic Canal Authority of Nicaragua has been formed to consider all possibilities. Many professionals from different countries: geologists, engineers, environment and trade specialists and technicians, are involved in feasibility studies carried out prior to construction of the passage linking the Atlantic and Pacific oceans.

Bu teklifler aras›nda Canal Interoceanico De Nicaragua, S.A., (CINN) taraf›ndan gelifltirilen ve resmi olarak Nikaragua Uluslararas› Demiryolu ve Liman Projesi olarak adland›r›lan ancak yayg›n olarak “Kuru Kanal” olarak bilinen bir plan bulunuyor. Nikaragua içinden ve d›fl›ndan projenin baltalanmas› veya durdurulmas›na yönelik dezenformasyon ve çabalar›n ortas›nda CINN, teklifi gelifltirmek ve Nikaragua’da böylesine büyük bir yabanc› yat›r›m için yasal temeli oluflturmak amac›yla Nikaragual›larla birlikte çal›flarak son 20 y›ld›r bu plan› sessiz ama kararl› bir flekilde yürütüyor. Kuru Kanal projesinin temel amac›, Atlantik’te Karayipler k›y›lar›nda bir derin su liman› ile Pasifik k›y›lar›nda ikinci bir derin su liman› aras›nda ticari konteyner yüklerinin aktar›lmas›na yönelik, yaklafl›k 377 km uzunlu¤unda yüksek h›zl› demiryolu tafl›mac›l›¤›n›n kullan›laca¤› yeni bir yol sa¤lamak. Kuru Kanal ilk etapta y›lda 730,000 konteyner hareketini destekleyecek ve bu rakam zaman içerisinde kademeli olarak artacak. Projenin tahmini maliyeti, fizibilite incelemesinde öngörüldü¤ü flekilde 2.74 milyar dolar› buluyor.

‹K‹ OKYANUSU B‹RLEfiT‹RMEYE YÖNEL‹K TEKL‹F ED‹LEN N‹KARAGUA KANALI De¤erlendirilen toplam dört alternatif rota bulunuyor ve bunlar›n tümü Nikaragua Gölü’nden geçiyor ve Rivas üzerinden bir kanal aç›lmas›n› gerektiriyor. Tüm olas›l›klar›n de¤erlendirilmesi amac›na yönelik olarak Nikaragua Büyük Okyanuslar Aras› Kanal ‹daresi kuruldu. Farkl› ülkelerden çok say›da jeolog, mühendis, çevre ve ticaret uzmanlar› ile teknisyen, Atlantik Okyanusu ile Pasifik Okyanusunu birbirine ba¤layacak geçidin inflas› öncesinde gerçeklefltirilen fizibilite çal›flmalar›na kat›l›yor.

While the economic powerhouses of the world, particularly Russia and China, are keen to benefit from a Nicaraguan canal, the project’s success will surely benefit Nicaragua economically. There are also a number of ecological concerns to consider. With the project still in the planning stages, it remains to be seen where it will go from here.

Özellikle Rusya ve Çin olmak üzere dünyan›n ekonomik dinamolar› Nikaragua kanal›ndan fayda sa¤lama konusunda istekli davran›rken, projenin baflar›l› olmas› kesinlikle Nikaragua’n›n ekonomisine büyük katk› sa¤layacak. Ayr›ca de¤erlendirilmesi gereken baz› ekolojik kayg›lar da söz konusu. Proje hala planlama aflamas›ndayken, bu noktadan nereye kadar gidilebilece¤ini zaman içerisinde görece¤iz.

It all comes down to commercial viability, whether it succeeds depends on whether it can be expected to pay its own way. &

Tüm bunlar ticari kapasiteye dayan›yor, baflar›l› olup olmayaca¤› ise kendini amorti etmesinin beklenip beklenmedi¤ine ba¤l›. & MARINE&COMMERCE MART 2014

059

MARKET // P‹YASA

UKRAINE IN THE MEMBRANE GER‹L‹M ‹Ç‹NDEK‹ UKRAYNA The recent developments in Ukraine serve as a stark reminder that crude oil and natural gas supply security for captive consumers are only as sure as their provider’s next false move. Russia and Saudi Arabia regularly interchange positions as the world’s largest oil producer, depending on OPEC production quotas, heightening market sensitivity to sabre-rattling of any sort. Ukrayna’daki son geliflmeler, tutsak konumundaki tüketiciler için ham petrol ve do¤algaz arz› güvencesinin yaln›zca tedarikçilerinin bir sonraki yanl›fl hareketine ba¤l› oldu¤u gerçe¤ini yal›n bir biçimde hat›rlat›yor. Rusya ve Suudi Arabistan OPEC’in üretim kotalar›na ve piyasan›n her türlü savafl tehditlerine yönelik hassasiyetinin artmas›na ba¤l› olarak düzenli bir flekilde dünyan›n en büyük petrol üreticisi olma konumlar›n› karfl›l›kl› de¤ifltiriyor. s tensions in Ukraine, Crimea and Russia mount, it is not yet clear the full extent to which the conflict will impact natural gas and oil supplies. To be sure, however, if trade barriers solidify, the ramifications for the oil and tanker markets will likely be significant.

krayna, K›r›m ve Rusya’daki gerilim artarken, ihtilaf›n do¤algaz ve petrol arz›n› ne ölçekte etkileyece¤i belirsizli¤ini koruyor. Bununla birlikte emin olmak için, ticaret engellerinin pekiflmesi halinde, petrol ve tanker piyasalar›ndaki dallanmalar›n dikkat çekici bir hale gelmesi olas› görünüyor.

Over the past decade, the tanker market has become more exposed to Russian production and exports. Total exports from Russia are 6.39 million barrels per day, an increase of 20% from 2004 volumes. The majority of Russian seaborne export volumes move from the Black Sea via the Turkish Straits. Over 1 million barrels per day are exported from the port of Novorossiysk alone. Half of these quantities end up in Europe. Should any of these export quantities be compromised, an equal draw on other Atlantic Basin sources would likely be required. Some have even posited the potential for US crude oil exports as a means of squeezing Russia’s oil belt.

Geçti¤imiz 10 y›ll›k süreçte tanker piyasas› Rusya’n›n petrol üretim ve ihracat›na daha aç›k bir hale geldi. Rusya taraf›ndan yap›lan petrol ihracat›, 2004 y›l›na göre %20 art›flla günde 6.39 milyon varile ç›kt›. Rusya’n›n deniz yoluyla gerçeklefltirdi¤i ihracat›n büyük bir k›sm› Karadeniz’den, ‹stanbul ve Çanakkale Bo¤azlar› üzerinden gerçeklefltiriliyor. Tek bafl›na Novorossiysk liman›ndan günde 1 milyon varil petrol ihraç ediliyor. Bu miktarlar›n yar›s› Avrupa’ya gidiyor. Bu ihracat miktarlar›ndan ödün verilmesi halinde, di¤er Atlantik havzas› kaynaklar›ndan eflit miktarda petrolün tafl›nmas› gerekebilir. Baz›lar›, Rusya’n›n petrol kemerinin s›k›lmas›n›n yolu olarak ABD ham petrol ihracat potansiyelini dahi öne sürüyor.

RUSSIAN CRUDE OIL EXPORTS

MEDITERRANEAN AFRAMAX SPOT RATES

RUSYA’NIN HAM PETROL ‹HRACATLARI

AKDEN‹Z AFRAMAX SPOT ÜCRETLER‹

8 7

Total Seaborne Volumes

6 mbd

5 4 3 2 1 0

060

1994 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 Black Sea Baltic Arctic/Far East Baku-Tblisi-Ceyhan Pipeline Druzhba Pipeline Other Routes

MARINE&COMMERCE MARCH 2014

$70,000 $60,000 $50,000 $40,000 $30,000 $20,000 $10,000 $0 -$10,000

Source: Poten&Partners

01.2009 04.2009 07.2009 10.2009 01.2010 04.2010 07.2010 10.2010 01.2011 04.2011 07.2011 10.2011 01.2012 04.2012 07.2012 10.2012 01.2013 04.2013 07.2013 10.2013 01.2014

Source: IEA, Poten

Black Sea - Mediterranean

Cross - Mediterranean

MARKET // P‹YASA

Oil trade in the Mediterranean and the Black Sea is dominated by Aframax tankers and historically characterized by volatile charter rates. Transit through the Turkish Straits can be restricted by weather or shortened daylight hours in the winter, creating delays that trigger rate spikes. The chart shows historical spot Aframax rates. As recently as February, daily earnings averaged upwards of $60,000 per day on the intra-Mediterranean trades. Current spot rates rates are significantly less, yielding time charter equivalents in the $10,000 to $15,000 per day range, demonstrating the volatility that persists in these regions. Since Russian Urals crude oil flows from disparate export locations, anticipating price trends can be difficult for refiners purchasing the crude oil. Historically, Urals has traded at a discount to Brent due to differences in API and sulfur content, however the spread has collapsed to less than $0.85 per barrel during the last week, perhaps due to perceived future supply shortfalls. Further upward pressure on Urals prices would suggest that other crude oil grades may become competitive in the European refining system. Replacement barrels from the Caribbean or West Africa would effectively lengthen ton-mile demand. &

Akdeniz ve Karadeniz’deki petrol ticaretine Aframax tankerler ve tarihi olarak sürekli dalgal› çart›r ücretleri hakim. Türk Bo¤azlar›ndan geçifl k›fl mevsiminde kötü hava koflullar› ve k›sa gün ›fl›¤› saatleri nedeniyle s›n›rl› olabiliyor ve bu durum navlunlarda ani yükselmelere yol aç›yor. Grafik spot Aframax ücretlerinin seyrini gösteriyor. Daha fiubat ay›nda günlük kazançlar›n ortalamas› Akdeniz içi tafl›malarda günlük 60,000 dolara ulaflt›. Bununla birlikte bugün spot ücretleri kayda de¤er bir flekilde düflük, di¤er bir deyiflle, süreli kiralama eflde¤erleri günlük 10,000 ile 15,000 dolar aral›¤›nda de¤ifliyor. Bu durum bu bölgelerdeki dalgalanman›n devam etti¤ini gösteriyor. Rusya’n›n Ural bölgesinden ç›kar›lan ham petrolün farkl› ihracat bölgelerinden akmas› nedeniyle, bu ham petrolü sat›n alan rafineriler için fiyat e¤ilimlerinin tahmini zor olabiliyor. Tarihsel olarak, Ural petrolü API ve kükürt içeri¤indeki farkl›l›klar nedeniyle Brent’e göre belirli bir ›skonto ile al›n›p sat›ld›. Bununla birlikte, al›fl ve sat›fl aras›ndaki fiyat fark›, belki ileride olaca¤› öngörülen arz aç›¤› nedeniyle geçti¤imiz hafta boyunca varil bafl›na 0.85 dolar›n alt›na düfltü. Ural bölgesinden ç›kar›lan petrolün fiyatlar› üzerindeki ilave art›fl bask›s›, di¤er ham petrol s›n›flar›n›n Avrupa rafineri sisteminde rekabetçi bir hale gelebilece¤ini gösterebilir. Bunlar yerine Karayipler ve Bat› Afrika’dan gelen variller, ton-mil talebini etkin bir flekilde artt›rabilir. &

DO YOU NEED TO CLEAN UP YOUR ACT? PERFORMANSINIZI ARTTIRMANIZ MI GEREK‹YOR? One critical decision a shipowner faces when ordering an Aframax is whether or not to coat the vessel’s tanks to allow for clean refined product carriage. In the few years leading up to the market peak in 2008, anticipation and excitement for long-haul refined products trades gained momentum. Armatörlerin bir Aframax tanker siparifl ederken karfl› karfl›ya kald›¤› kritik kararlardan biri de, geminin tanklar›n›n temiz rafine edilmifl ürünlerin tafl›nmas› için boyan›p boyanmamas›. Piyasan›n zirve yapt›¤› 2008 y›l›na kadarki birkaç y›l boyunca, uzun mesafeli rafine ürün tafl›malar› ivme kazanm›flt›. ew refineries to be built in the Middle East would

rtado¤u’da infla edilecek yeni rafineriler, tanker piyasas›-

detriment of the crude oil trade. The onset of the financial crisis

hinde olacak flekilde artacakt›. Mali krizin bafllamas›, rafinerilere

forced companies looking at investment in, or expansion of,

yat›r›m yapmak veya var olan rafinerileri büyütmek isteyen flirket-

refineries to pump the brakes on such ideas. With worldwide

lerin bu planlar›n› frenlemesine yol açt›. Tüm dünyadaki petrol

forever change the commercial landscape of the tanker market. Refined product ton-miles would grow to the

n›n ticari tablosunu ebediyen de¤ifltirecekti. Rafine ürün tafl›malar›n›n ton-mil talebi, ham petrol ticaretinin aley-

MARINE&COMMERCE MART 2014

061

MARKET // P‹YASA

petroleum demand in question, the sense of urgency for refining

ultimately turn on their boilers.

talebi söz konusu oldu¤unda, rafineri projelerinin acilli¤i h›zla ortadan kalkt›. En nihayetinde, dünya yak›t talebindeki büyüme eski haline gelirken, önerilen rafineri projelerinin birço¤u geri dönmedi. Bu nedenle sürekli de¤iflen görünüflle birlikte uzun mesafe ürün piyasas›ndaki belirsizlik devam ediyor. Soru, büyük ölçekli ihracat rafinerilerinin kazanlar›n› yeniden çal›flt›rmaya ne zaman bafllayaca¤› de¤il, bafllay›p bafllamayaca¤›.

The chart shows the change in the rolling five-year outlook for incremental refining capacity in 2006, 2011 and 2013 on a regional basis.

Afla¤›daki grafik, 2006, 2011 ve 2013 y›llar›nda bölgesel bazda artan rafineri kapasitesine yönelik iniflli ç›k›fll› 5 y›ll›k görünüflte meydana gelen de¤iflimi gösteriyor.

In 2006, planned capacity additions were projected to total 7.6 million barrels by 2012; 25% of additions would take their form in large export refineries to be built in the Middle East. In actuality, global additions over that period only amounted to 5.3 million barrels per day. The Middle East added 900,000 barrels per day of capacity instead of the originally intended 1.9 million barrels per day.

2006 y›l›nda kapasiteye yap›lmas› planlanan ilavelerin 2012 y›l› itibariyle toplam 7.6 milyon varil olaca¤› tahmin ediliyor. Bu ilavelerin %25’i, Ortado¤u’da infla edilecek olan büyük ihracat rafinerilerinde flekilleniyor. Gerçekte, bu dönem boyunca küresel olarak gerçekleflen ilaveler, sadece günde 5.3 milyon varile ulaflt›. Ortado¤u, ilk planlanan günlük 1.9 milyon varil yerine, günlük 900,000 varil kapasite ilavesi gerçeklefltirdi.

Economic, political and investment conditions make refining capacity and utilization rates a moving target. By 2011, the total capacity to be added worldwide grew to over 10 million barrels per day and now, additions are in the range of 8.9 million barrels per day.

Ekonomik ve siyasi koflullar ile yat›r›m koflullar›, rafineri kapasiteleri ve kullan›m oranlar›n› hareketli bir hedef haline getiriyor. 2011 y›l› itibariyle tüm dünyada ilave olacak toplam kapasite günlük 10 milyon varilin üzerine ç›km›flt›. Bugün ise bu ilavelerin boyutu günlük 8.9 milyon varil aral›¤›nda.

Languishing refining margins in the United States and Caribbean in the mid-2000’s sparked a seemingly logical conclusion that East of Suez refiners would supply gasoline and diesel to Atlantic basin mega-consumers. These trades, it was widely believed, would buck long-standing, milk-run LR2 demand for naphtha exports to the Far East. The upstart of Reliance’s expanded Jamnagar, India facility in 2009 was key in underpinning the outlook for long-haul product trade growth. The sophistication and export-oriented nature of the Jamnagar refinery would support trade for

Amerika Birleflik Devletleri ve Karayipler’de 2000’li y›llar›n ortalar›nda gevfleyen rafineri marjlar›, Atlantik havzas›ndaki büyük tüketicilere benzin ve dizel yak›t› Süveyfl Kanal›’n›n Do¤usundaki rafinerilerin temin edece¤i gibi mant›kl› görünen bir sonucun ortaya ç›kmas›na yol açt›. Yayg›n inan›fla göre bu ticaretler, Uzakdo¤u’ya yönelik neftya¤› ihracatlar› için köklü, hep ayn› rotada kullan›lan LR2 talebini canland›rd›. Reliance’›n Hindistan’›n Jamnagar bölgesindeki büyütülmüfl tesisinin 2009 y›l›nda ortaya ç›kmas›, uzun mesafe ürün ticaretinde art›fl olaca¤› ile ilgili öngörüyü destekledi. Jamnagar rafinerisinin kapsaml›l›¤› ve ihracata

projects quickly dissipated. Eventually, worldwide fuel demand growth was restored, but many of the proposed refining projects were not. With an ever-changing outlook, the long-haul product market continues to be shrouded with uncertainty. The question

062

SOUTH ASIA

MARINE&COMMERCE MARCH 2014

SOUTH ASIA

2014

2013

2012

2011

2010

2009

2008

450 400 350 300 250 200 150 100 50 0

2007

2014

2013

2012

2011

2010

2009

2008

2007

2006

2005

450 400 350 300 250 200 150 100 50 0

2006

LR1 SPOT K‹RALAMALARI – TEM‹Z KARGO

2005

LR2 SPOT K‹RALAMALARI – TEM‹Z KARGO

2004

LR1 SPOT FIXTURES - CLEAN CARGO

No. Fixtures // Kiralama say›s›

LR2 SPOT FIXTURES - CLEAN CARGO

2004

No. Fixtures // Kiralama say›s›

remains not when, but if, large scale export refineries will

MARKET // P‹YASA

RELATIVE SPOT MARKET EARNINGS

RAF‹NER‹ KAPAS‹TES‹NE ‹LAVELER – ‹N‹fiL‹ ÇIKIfiLI GÖRÜNÜM

N‹SP‹ SPOT P‹YASA KAZANÇLARI

kbd

REFINING CAPACITY ADDITIONS - ROLLING OUTLOOK 4,000 3,500 3,000 2,500 2,000 1,500 1,000 500 0 -500

Trade/Vessel

AUS

CAR

ECC

ECSA

2006 - 2012 Outlook

MED

RED SEA

SEA

SOUTH ASIA

2011 - 2017 Outlook

UKC

USA

WAF

WCSA

2013 - 2018 Outlook

2014 YTD

FY 2013

2009 - 2013 2004 - 2013

CAR-USA (70kt)

DTY

$36,793

$15,052

$11,024

MED-MED (80kt)

DTY

$28,121

$8,404

$11,206

$23,516 $24,730

AG-FE (75kt)

CLN

$7,802

$11,667

$11,698

$22,281

Aframax

1-Yr TC

$14,863

$12,206

$15,616

$24,506

Aframax

3-Yr TC

$15,719

$14,289

$17,054

$22,834

Aframax

5-Yr TC

$17,000

$15,558

$17,999

$19,201

LR2

1-Yr TC

$15,969

$15,594

$16,740

$25,263

LR2

3-Yr TC

$17,000

$16,590

$17,838

$23,375

LR2

5-Yr TC

$17,625

$17,121

$16,850

diesel cargoes moving to Northwest Europe and the Mediterranean and gasoline to the United States.

yönelik özelli¤i, Kuzeybat› Avrupa ve Akdeniz’e yönelik dizel yüklerini ve ABD’ye yönelik benzin yüklerini destekleyecekti.

The chart shows reported spot fixtures for Long-Range 2 (LR2) and Long-Range 1 (LR1) loadings from the Arabian Gulf and India. Port limitations in the US prevented the widespread adoption of LR2s for import, whereas Europe was able to accommodate larger stem sizes.

Grafikler, Basra Körfezi ile Hindistan’dan gerçeklefltirilen LR2 ve LR1 yüklemeleri için bildirilen spot kiralamalar›n› gösteriyor. ABD’deki liman k›s›tlamalar›, ithalatlar için yayg›n LR2 kullan›m›n› engellerken, Avrupa daha büyük boyutlu kargolar› kabul edebiliyor.

Reported spot LR2 fixtures from the Arabian Gulf increased a noteworthy 26% between 2012 and 2013, however not due to the service of Atlantic Basin customers. Naphtha, to supply far eastern demand, has continued to be the cargo of importance.

Basra Körfezi’nden yap›ld›¤› bildirilen spot LR2 kiralamalar›, 2012 ile 2013 y›llar› aras›nda %26 gibi kayda de¤er bir oranda artt›. Ancak bunun sebebi Atlantik Havzas›’ndaki müflteriler de¤ildi. Uzakdo¤u talebinin karfl›lanmas›na yönelik neftya¤›, önemli bir yük olma özelli¤ini sürdürdü.

Refinery closures in Europe point to increased imports of finished product, however suppliers in the Arabian Gulf and India now find fierce competition from nearby US-based refiners with access to cheap crude oil. The outlook for LR2 clean trade growth from the East to the West is in question today largely due to the significant evolution of competitve US Gulf exports. While there is more clean product demand for LR2s today as compared to a decade ago, the return on coating costs is still up for debate. It can certainly be concluded that coating the asset affords increased flexibility from a trade perspective. However, on a practical basis, the disparity in earnings remain underwhelming. The table below shows the relative spot market earnings on a round-trip basis for benchmark clean and dirty Aframax and LR2 trades compared to time charter rates. Most of the Aframaxes and LR2s plying the oceans today are involved in the dirty trade of crude oil and heavier products, and for the forseeable future, that is where they are likely to stay.

Avrupa’da kapanan rafineriler ifllenmifl ürün ithalatlar›n›n artaca¤›n› iflaret ediyor. Bununla birlikte Basra Körfezi ve Hindistan’daki tedarikçiler ucuz ham petrole eriflim imkan› olan yak›n ABD merkezli rafinerilerden kaynaklanan fliddetli bir rekabetle karfl› karfl›ya. Do¤udan Bat›ya yönelik LR2 temiz ticaretinin büyümesi ile ilgili gelece¤e yönelik görünüm, büyük oranda ABD Körfez kaynakl› ihracatlar›n rekabetçi bir flekilde artmas› nedeniyle nispeten karanl›k. Bugün LR2’ler için 10 y›l öncesine k›yasla daha fazla temiz ürün talebi söz konusu olsa da, tank kaplama maliyetlerinin geri dönüflü hala tart›flmal›. Kaplama iflleminin ticaret aç›s›ndan daha büyük esneklik getirece¤i sonucuna tabii ki ulafl›labilir. Ancak uygulamada, kazançlardaki eflitsizlik hiç de iç aç›c› de¤il. Tablo, süreli kiralama ücretlerine k›yasla, referans temiz ve kirli Aframax ve LR2 ticaretleri için gidifl-dönüfl baz›ndaki nispi spot piyasa kazançlar›n› gösteriyor. Okyanuslarda iflletilen Aframax ve LR2’lerin büyük bir ço¤unlu¤u günümüzde ham petrol ve a¤›r ürünlerin tafl›nmas›nda kullan›l›yor. Yak›n gelecekte de bu bölgelerde kalmalar› olas›.

Source // Kaynak: POTEN & PARTNERS

MARINE&COMMERCE MART 2014

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TUZLA VIAPORT MARINA MAKES DEBUT HAVARAY’INDAN YÜZEN OTEL‹NE TUZLA V‹APORT MAR‹NA GÖRÜCÜYE ÇIKTI The Viaport Marine project being built by Via Properties with contributions from the Istanbul Metropolitan Municipality and Tuzla Municipality will cost around 570 million Turkish Liras. Via Properties taraf›ndan ‹stanbul Büyükflehir Belediyesi ve Tuzla Belediyesi’nin katk›lar›yla infla edilen Viaport Marin projesi, 570 milyon TL’lik yat›r›mla hayata geçiriliyor. ishing ports fading into oblivion will be reconstructed within the scope of the project that will use 5-anchor marina concept. Consisting of social facilities also open to the public, the project will cover 150 square meters of green space, a marina with a capacity to accommodate 750 yachts, a hotel to be built on small islands, as well as commercial units to serve the boat owners and the people of Tuzla. Viaport Marin that will appeal to young and old alike with a huge park and playgrounds is preparing for creating distinction with the marine hotel to be built for the first time in Turkey. It is projected that Tuzla will get rid of the industrial facilities to become a new life center in Istanbul where distances become shorter with the development of the transportation network. An aerial monorail transport system will be connected to the marina that will host 25 million tourists on annual basis. The project is scheduled to be completed 1 year later. Tuzla that was once a summer resort and a model for low-rise condominiums will present the Viaport Marin projects to its population that is expected to reach some 400 thousand.

10 THOUSAND SQUARE METERS OF SEAWATER POOL The project’s launching ceremony that was held at the Ciragan Palace was participated in by Istanbul Metropolitan Mayor Kadir Topbas, Tuzla Mayor Sadi Yazici, as well as Coskun Bayraktar, Chairman of the Board of Directors of Via Properties, a company well known for its concept projects, and other guests. In his speech he delivered at the ceremony, Mr Bayraktar said, “We are very pleased to put the project into practice for the first time in Turkey. This project will be a gift for our both domestic and foreign guests. Tuzla will become the most favorable summer resort in Istanbul. Guests will be able to shop over the sea, stay at the hotel, and swim in a seawater pool covering an area of 10 thousand square meters.” Adding that they have signed their name in a new project that will make an overwhelming impression in Turkey, Bayraktar continued, “We will make significant contributions to tourism. Tourists will not leave Istanbul without

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ç›pal› marina kavram›n›n uyarland›¤› projede, unutulmaya yüz tutan bal›kç› bar›naklar› yeniden infla ediliyor. Tuzla halk›n›n yararlanabilece¤i sosyal alanlardan oluflan projede, 150 bin metrekare yeflil alan, 750 yat kapasiteli marina, adac›klar›n üzerine yerlefltirilmifl otel ve Tuzla halk› ile yat sahiplerinin ihtiyaçlar›n› karfl›layabilecekleri ticari üniteler yer alacak. Yeflil alanlar, dev bir park ve oyun alanlar›yla 7’den 70’e herkese hitap edecek Viaport Marin, Türkiye’de ilk defa hayata geçirilen deniz oteliyle de fark yaratmaya haz›rlan›yor. Ulafl›m a¤›n›n gelifltirilmesi ile mesafelerin k›sald›¤› ‹stanbul’da, Tuzla’n›n sanayi bölgesinden de ar›narak yeni bir yaflam merkezi haline gelece¤i öngörülüyor. Y›lda 25 milyon turisti a¤›rlayacak marinaya havaray ile ulafl›m sa¤lanacak. Projenin 1 y›l sonra bitmesi planlan›yor. Y›llar öncesinin yazl›k mekan›, az katl› yaflam›n model bölgesi Tuzla, 400 bine ç›kmas› beklenen nüfusuna Viaport Marin projesini hediye ediyor.

10 B‹N METREKAREL‹K DEN‹Z SUYU HAVUZU Ç›ra¤an Saray›’nda düzenlenen projenin lansman›na ‹stanbul Büyükflehir Belediye Baflkan› Kadir Topbafl, Tuzla Belediye Baflkan› Dr. fiadi Yaz›c›, hayata geçirdikleri konsept projelerle ad›n› duyuran Via Properties Yönetim Kurulu Baflkan› Coflkun Bayraktar ile davetliler kat›ld›. Lansmanda Bayraktar; “Tuzla’da dünya standartlar›nda ve yine Türkiye’de ilk olan bu projeyi hayata geçirmekten memnuniyet duyuyoruz. Bu proje hem yerli hem yabanc› misafirlerimize hediye olacak. ‹stanbul’da deniz keyfi art›k Tuzla’da yaflanacak. Denizin üzerinde al›flverifl yapacak ziyaretçiler, isterlerse otelde konaklayacak, isterlerse de 10 bin metrekarelik deniz suyundan oluflturulacak yüzme havuzunda yüzecekler” dedi. Türkiye’de yine çok ses getirecek bir projeye imza att›klar›n› belirten Bayraktar, “ Turizme çok büyük katk› sa¤layaca¤›z. Turistler Tuzla Marin’i görmeden ‹stanbul’dan

seeing Tuzla Marin. Having served as the center of fishing until the end of the 1980s, Tuzla will regain its old magnificence. This project will be our gift to Istanbul and the people living in Istanbul.”

LIGHT, SOUND AND WATER SHOW AREA

ayr›lmayacak. 1980’lerin sonuna kadar bal›kç›l›¤›n merkezi olan Tuzla, eski ihtiflam›n› geri kazanacak. Bu proje bizim ‹stanbul’a ve ‹stanbullulara hediyemiz olacak” diye konufltu.

IfiIK, SES VE SU OYUNLARI ALANI MÜJDES‹

In his speech, Tuzla Mayor Sadi Yazici said, “We wanted Tuzla to become the most popular sea resort. In the past, Tuzla had a Naval Academy and a Maritime Faculty. We protect the historical Tuzla and we put forth efforts to establish a new area on the sea in this region that grows with new living areas. The project will provide minimum 2,500 people with new employment opportunities in Tuzla. We have also included a special area where light, sound and water shows will be presented.”

Programda konuflan Tuzla Belediye Baflkan› Dr. fiadi Yaz›c›, “Deniz deyince akla Tuzla gelsin dedik. Deniz Harp Okulu ve Denizcilik Fakültesi bar›nd›ran bir Tuzla vard›. Tarihi Tuzla’y› koruyoruz ve yeni yaflam alanlar› ile büyüyen bölgede deniz üstünde bir alan kurma çabas›nday›z. En az 2,500 insan çal›flacak ve Tuzla’ya yeni bir istihdam kazand›racak. Ayr›ca ›fl›k, ses ve su oyunlar›n›n olaca¤› bir alan› da projeye ekledik” dedi.

AERIAL MONORAIL CONNECTION

PROJEYE HAVARAY ‹LE ULAfiIM

Stating that one of the projects aimed at renewing Tuzla is transportation, Istanbul Metropolitan Mayor Kadir Topbas said, “We will bring two separate metro lines and an aerial monorail system to the region. Viaport Marin will be a very important activity center in Istanbul. 25 million people will come here every year.” Also stating that the project will be a point of attraction in Istanbul with beaches, exhibition areas, promenade areas and a marina, Topbas continued, “People will come here to see the project from Asian and Anatolian sides of Istanbul using metro system. Tourists will want to stay at hotels here. This place will not be the summer resort of the past anymore, but a four-season tourism center. We will also construct an aerial monorail system from the metro line.”

Tuzla’y› yenileme projelerinden birinin ulafl›m oldu¤unu söyleyen ‹stanbul Büyükflehir Belediye Baflkan› Kadir Topbafl, “Bölgeye iki ayr› metro hatt› ve havaray getirece¤iz. Viaport Marin, ‹stanbul’un çok önemli bir aktivite merkezi olacak. Y›lda 25 milyon insan buraya gelecek” dedi. Projenin plajlar, sergi alanlar›, gezi alanlar› ve marinas›yla ‹stanbul’un cazibe merkezi haline gelece¤ini kaydeden Topbafl, “Projeyi Asya ve Avrupa yakas›ndan görmeye, yaflamaya metrolarla gelecekler. Turistler burada konaklamak isteyecek. Buras› art›k eskilerin yazl›k mekan› de¤il, dört mevsim yaflayan bir turizm merkezi olacak. Metro hatt›ndan buraya bir havaray sistemi yapaca¤›z” diye devam etti.

Stating that new projects could be supplemented to the main project, Topbas said, “Think about a train, a subsea train. It will dive into the sea to provide the opportunity to see the sunken ships. Build an aquarium under the sea for the first time to create dynamism. These are the projects to be implemented by investors who are open to new ideas. It will make significant contributions to Istanbul’s competitive power in the world. Tuzla that seems to be the far end point of the city will become a center of attraction once again. There is also a street tram project. Once it has been completed, Istanbul’s heart will beat there. This project will impress all people in the world and it will serve as a model project. We want all people to look up to this city. Istanbul will have a new point of attraction after the Vialand. I want Istanbul to be a city, about which the world speaks.” &

Projeye yeni projelerin eklenebilece¤ini de belirten Topbafl, “Burada bir tren düflünün. Deniz alt› treni, denize dals›n alttaki bat›klar› görsün. Deniz dibine ilk defa bir akvaryum yap›n ve orada bir hareketlilik olsun. Bunlar yeni fikirlere aç›k olan yat›r›mc›lar›n ortaya koyaca¤› projeler. ‹stanbul’un dünyadaki rekabet gücüne büyük katk› koyacak. Kentin en uç noktas› gibi görünen Tuzla yeniden devreye giriyor. Cadde tramvay› var orada. O da katk› koydu¤u zaman ‹stanbul’un nabz› orada atacak. Bu proje bütün dünya insanlar›n› etkileyecek ve model al›nan bir proje olacak. Arzumuz bu flehirde yaflayanlar bu flehre hayranl›k duysunlar ve di¤er flehirlere imrenmesinler. ‹stanbul Vialand’dan sonra yeni bir alan daha kazan›yor. ‹stanbul dünyan›n konufltu¤u bir kent olsun diyorum” dedi. & MARINE&COMMERCE MART 2014

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Uzmar Launches Second Smart Tugboat Uzmar Ak›ll› Römorkörlerin ‹kincisini de Denize ‹ndirdi he ‘KOC MUSANED-2’, the second of six line handling tugs being built for Kuwait Oil Company (KOC) has been launched at Uzmar Shipyard in Kocaeli, Turkey.

römorköre son derece karmafl›k bir donan›m listesini entegre etme baflar›s› gösterdi, ancak bu donan›mlar öngörülen görevler için gerekliydi.”

‹ki pervaneli konfigürasyona sahip römorkör 20.4 metre boya, 8.5 metre ene ve 2.5 metre drafta sahip.

These 20 m compact tugboats are considered to be the smartest tug of its class designed by Robert Allan Ltd. Capt. Kaan Altug, Board Chairman of Uzmar said: “We call them Smart Tugs because these 20 m compact boats are equipped with various machinery and systems that have never designed or build before. Thanks to the designer Robert Allan Ltd. who was able to integrate a very complex list of equipment to such size of a compact boat but those were necessary for the required duties.” The tug has twin screw configuration, and is 20.4 m in length, 8.5m in breadth and 2.5 m in draft. All the required machinery and equipment installation in such a small boat was a challenge

for the Uzmar’s engineering team. Nevertheless, the fully equipped vessel is modelled at a 3D platform to optimise the tight spaces available for future maintenance and repair works. The tug is powered by twin CAT C32 engines each with 1200 BHP at 2000 rpm and coupled through ZF reversing gear box to propellers in nozzles. The superior manoeuvrability is ensured by the triple hiefficiency rudder system. This arrangement gives the tug a maximum bollard power of 19 tons ahead and speed of 10.5knots.

uwait Oil Company (KOC) için infla edilen 6 halat elleçleme römorkörlerinden ikincisi olan ‘KOC MUSANED-2’, Kocaeli’de bulunan Uzmar Tersanesi’nde denize indirildi.

Robert Allan Ltd. taraf›ndan dizayn edilen 20 metrelik kompakt römorkörler, s›n›f›nda en ak›ll› römorkör olma özelli¤i tafl›yor. Uzmar Yönetim Kurulu Baflkan› Kaptan Kaan Altu¤ konu hakk›nda flunlar› söyledi: “Bu 20 metrelik kompakt yap›ya sahip römorkörler flimdiye kadar hiç dizayn edilmemifl veya üretilmemifl çeflitli makine ve sistemlerle donat›ld›¤›ndan, bunlara Ak›ll› Römorkörler diyoruz. Robert Allan Ltd. flirketi bu boyutta bir

Böylesine küçük bir tekneye gerekli tüm makine ve ekipmanlar›n montaj› Uzmar’›n teknik ekibi için oldukça zorlu bir görev oldu. Bununla birlikte, tam donan›ml› römorkörün dar alanlar› ilerideki bak›m ve onar›m iflleri için yeterli alan b›rakmak amac›yla optimize edilmek üzere 3 boyutlu bir platform üzerinde modellendi. Römorkör, her biri 2000 devir dakikada 1200 BHP güç üreten iki adet CAT C32 makine ile donat›l›rken bu makineler ZF geri hareket düzenli transmisyon üzerinden nozullu pervanelere ba¤l›. Üçlü yüksek verimlili¤e sahip dümen sistemi römorköre üstün bir manevra kabiliyeti kazand›r›yor. Bu düzen römorköre 19 tonluk bir azami çekme gücü ve 10.5 deniz mili sürat kazand›r›yor.

Huge Oil Rig Passes through the Istanbul Strait Dev Arama Platformu ‹stanbul Bo¤az›’ndan Geçti he Istanbul Strait witnessed passage of one more oil and natural gas drilling rig on March 25. The tugboats of the Coastal Safety, and security boats of the Marine Police accompanies passage of the vessel named “XIANG YUN KOU” flying the Chinese flag that set sail from Italy’s Port of Palermo one week ago carrying the huge platform.

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The huge drilling rig named “OCEAN ENDEAVOR” that was being transported to Romania on the deck of 216-meter long vessel. The 21,815 gross ton platform has a length of 107.1 meters, breadth of 108.6 meters, 57.8 meters height, and it will be used for drilling operations in the Black Sea for Romania and then for Russia for minimum three years in the name of Exxon Mobil.

MARINE&COMMERCE MARCH 2014

stanbul Bo¤az›, 25 Mart’ta dev bir petrol ve do¤algaz arama platformunun geçifline daha ev sahipli¤i yapt›. Bir hafta önce tafl›d›¤› dev platformla birlikte ‹talya’n›n Palermo Liman›’ndan hareket eden Çin band›ral› “XIANG YUN KOU” adl› geminin ‹stanbul Bo¤az›’ndan geçifline, K›y› Emniyeti römorkörleri ve Deniz Polisi’ne ait güvenlik botlar› efllik etti.

‹

Romanya’ya gidecek olan ve 216 metre uzunlu¤undaki geminin güvertesinde bulunan “OCEAN ENDEAVOR” adl› dev arama platformu Marshall Adalar› band›ras› tafl›yor. 21,815 grostonluk platform; 107.1 metre uzunlu¤a, 108.6 metre geniflli¤e, 57.8 metre yüksekli¤e sahip ve minimum 3 y›l süre ile önce Romanya sonra Rusya için Karadeniz’de Exxon Mobile ad›na sondaj çal›flmalar› yapacak.

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D-Marin Didim Selected the Best 2nd International Marina D-Marin Didim 2. En ‹yi Uluslararas› Marina Seçildi ba¤›ms›z bir marina olan Plymouth’s Mayflower Marina ald›. “En ‹yi Uluslararas› Marina” ödülü ise Meksika’ya, Cortez denizi giriflinde bulunan son derece güzel bir manzaraya sahip Cabo San Lucas marinas›na gitti.

-Marin Didim affiliated to the D-Marin Group of Marinas of the Dogus Group won the runner-up award in the “Best International Marina” category of the Marina of the Year Awards organized by the International Yacht Harbor Association (TYHA).

The Yacht Harbour Association (TYHA), one of the leading trade association for marinas, held its first marina awards at the London Boat Show in January. Caen Hill marina which is located on the Kennet and Avon canal in UK and hosts up to 250 narrow boats, scooped the “Inland Marina of the Year” award. A popular winner of the “British marina of the Year” was Plymouth’s Mayflower Marina which is an independent marina at the entrance to the River Tamar in Devon. The “International Marina of the Year” award went to Cabo San Lucas in Mexico, a picturesque marina at the entrance to the sea of Cortez. The winners are determined by the votes of the marina customers from among 22 marinas, and the result reveals D-Marin Didim’s success in customer satisfaction, enabling the marina to add one more award to its collection of international awards. The capacities and occupancy rates of the marinas were also considered. Winners of the awards were announced at London Boat Show. Having received 5-Anchor Marina Operation Certificate from the Turkish Ministry of Culture and Tourism and 5

Golden-Anchor Awards by the International Yacht Harbor Association (TYHA) in previous years, D-Marin Didim serves as a most comprehensive yacht maintenance, repair and wintering center in the Mediterranean with a capacity for 580 berths for yachts up to 70 meters in length, a parking area for 600 yachts on land, qualified team and high service quality.

104 Year-Old M/S Eye of the Wind in Didim M/S Eye of the Wind, one of the world’s most valuable boats that has navigated across all seas of the world for more than a century, preferred D-Marin Didim to spend the winter. Built in 1911, the boat that crossed the oceans for many times will receive services at this marina during the winter season.

o¤ufl Grubu bünyesinde, DMarin Marinalar Grubu’na ba¤l› olarak faaliyet gösteren D-Marin Didim, Uluslararas› Yat Limanlar› Birli¤i (TYHA) taraf›ndan düzenlenen ‘Y›l›n Marinas› Yar›flmas›’nda (The Marina of The Year Award) ‘En ‹yi Uluslararas› Marina’ kategorisinde ikincilik ödülünün sahibi oldu.

Marina iflletmecili¤ine yönelik önde gelen birliklerden biri olan Uluslararas› Yat Limanlar› Birli¤i (TYHA), marina ödüllerini ilk kez Ocak ay›nda düzenlenen Londra Boat Show’da düzenledi. ‹ngiltere’nin Kennet and Avon kanal›nda bulunan ve 250 adede kadar dar yat kapasitesine sahip Caen Hill marina, “En ‹yi ‹ç Marina” ödülünü ald›. “En ‹yi ‹ngiliz Marinas›” ödülünü ise Devon’da Tamar Nehrinin giriflinde bulunan

22 marina aras›ndan marina müflterilerinin oylar›yla belirlenen sonuçlar D-Marin Didim’in müflteri memnuniyetindeki baflar›s›n› ortaya koyarken; marinan›n faaliyete geçti¤i günden bu yana kazand›¤› uluslararas› ödüllere de bir yenisini daha ekledi. Marinalar›n ba¤lama kapasiteleri ve doluluk oranlar›n›n da dikkate al›nd›¤› ödüller Londra Boat Show’da aç›kland›. Önceki y›llarda da, T.C. Kültür ve Turizm Bakanl›¤› taraf›ndan 5 Ç›pal› Yat Liman› ‹flletme Belgesi ve Uluslararas› Yat Limanlar› Birli¤i (TYHA) taraf›ndan 5 Alt›n Ç›pa ile ödüllendirilen D-Marin Didim; 70 m’ye kadar 580 yat ba¤lama ve 600 yatl›k kara park kapasitesi, ekibi ve sundu¤u hizmet kalitesiyle Akdeniz’in kapsaml› yat bak›m, onar›m ve k›fllama merkezlerinden biri olarak hizmet veriyor.

104 Yafl›ndaki M/S Eye Of The Wind Didim’de Bir asr› aflk›n süredir dünya denizlerinde yol alan ve 104 y›ll›k geçmifliyle dünyan›n en de¤erli teknelerinden biri olarak öne ç›kan M/S Eye of the Wind k›flmala için D-Marin Didim’i tercih etti. Yap›m› 1911 y›l›nda tamamlanan ve pek çok kez okyanus geçmifl görkemli tekne, k›fl sezonu boyunca burada hizmet alacak.

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“Internship Data Bank” for Maritime Students Denizcilik Ö¤rencileri ‹çin “Stajyer Bilgi Bankas›” Kuruldu he IMEAK Chamber of Shipping’s Izmir Branch created an “Internship Data Bank” in an attempt to systematize the internship opportunities for students receiving maritime education. Stating that required announcements had already been made to the members, Yusuf Ozturk, Chairman of the Board of Directors, said the Internship Data Bank was created to establish a link between students studying at maritime schools and the members. Stating that students have considerable difficulties in finding a place for internship, Ozturk said, “We created this system in an attempt to identify the places for internship and their intern capacities for students receiving education at departments relating to the maritime industry. Our members planning to employ interns will fill out an Intern

Yusuf Öztürk

Employment Form and submit them to us. Vocational school and university students receiving maritime education have difficulties in finding a place for internship. We wanted to provide assistance to elimination of this problem.” Forms to be collected at Izmir Branch of the Chamber of Shipping will be sent to schools giving maritime education. Thus, schools will share these internship opportunities with their students.

enizcilik e¤itimi alan ö¤rencilerin staj imkanlar›n› sistematize etmek için ‹MEAK Deniz Ticaret Odas› ‹zmir fiubesi, “Stajyer Bilgi Bankas›” kurdu. Üyelere gerekli duyurular›n yap›ld›¤›n› ifade eden Yönetim Kurulu Baflkan› Yusuf Öztürk, Stajyer Bilgi Bankas›’n›n denizcilik okullar›nda e¤itim gören ö¤renciler ile üyeler aras›nda ba¤ kurulmas› amac›yla oluflturuldu¤unu söyledi. Ö¤rencilerin staj yeri bulma konusunda çok büyük s›k›nt›lar yaflad›¤›n› söyleyen Öz-

Salipazari Gets Into Motion urkish Maritime Organization (TDI) transferred the right to operate the Karakoy Salipazari Port, which was operated by the organization for many years, to Istanbul Salipazari Liman Isletmeciligi ve Yat›r›m A.S. The High Board of Privatization had approved transfer of the “right to operate” to Dogus Holding A.S. that had offered the highest price of 702 million dollars for a period of 30

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years as a result of a tender held in October 2013. The port that has served since the end of the 1800s, and known as the only cruise port in Istanbul has hosted leading cruise brands of the world, including Carnival Corporation, Royal Carabbean Lines, Costa Crociere, P&O Cruises and MSC Cruises. TDI will continue its port activities in Tekirdag as well as the Istanbul Sarayburnu and Kurucesme piers.

MARINE&COMMERCE MARCH 2014

Sal›pazar› Hareketleniyor

ürkiye Denizcilik ‹flletmeleri (TD‹) uzun y›llard›r kulland›¤› Karaköy Sal›pazar› Liman›’n›n iflletme hakk›n›, ‹stanbul Sal›pazar› Liman ‹flletmecili¤i ve Yat›r›m A.fi.’ye devretti. Hat›rlanaca¤› gibi, Özellefltirme Yüksek Kurulu Ekim 2013’de Sal›pazar› Liman Sahas›’n›n 702 milyon dolar bedelle en yüksek teklifi veren Do¤ufl Holding A.fi.’ye 30 y›l süreyle “iflletme hakk›n›n verilmesi” yöntemiyle devrini onaylam›flt›.

türk, “Odam›z üyesi firmalarda staj yapacak denizcilik sektörü ile ilgili bölümlerde e¤itim alan ö¤rencilerin, staj yerlerini ve stajyer kapasitelerini belirlemek amac›yla bu sistemi oluflturduk. Firmalar›nda bu y›l stajyer ö¤renci istihdam etmek isteyen üyelerimiz, oluflturdu¤umuz Stajyer Al›m Tablosu’nu doldurarak bize baflvuruda bulunacak. Denizcilik e¤itimi alan meslek lisesi ve üniversite ö¤rencileri staj yeri bulma konusunda zorlan›yorlar. Bu sorunun giderilmesine yard›mc› olmak istedik. Çal›flma ile ayn› zamanda e¤itim ve sektör iflbirli¤ini de sa¤lamay› amaçl›yoruz” dedi. Deniz Ticaret Odas› ‹zmir fiubesi’nde toplanan formlar, çal›flman›n tamamlanmas›n›n ard›ndan denizcilik e¤itimi veren okullara gönderilecek. Okullar da staj yapmak isteyen ö¤rencilerle bilgi paylafl›m› yapabilecek.

1800’lü y›llar›n sonlar›ndan beri hizmet veren ve ‹stanbul’un tek kruvaziyer liman› olarak an›lan liman bugüne kadar; Carnival Corporation, Royal Carabbean Lines, Costa Crociere, P&O Cruises ve MSC Cruises gibi dünyan›n en önemli markalar›n› a¤›rl›yor. TD‹ limanc›l›k faaliyetlerine bundan böyle, Tekirda¤ limanı ile ‹stanbul Sarayburnu ve Kuruçeflme r›ht›mlar›nda devam edecek.

Turkey Receives 5 Awards Oyahat acenteleri ve tur operatörleri, 24-27 fiubat 2014 taaras›nda MSC Splendida from “All-Stars of the Sea” rihleri gemisiyle “Denizin Tüm Y›ld›zla-

tuz befl farkl› milletten se-

“Denizin Tüm Y›ld›zlar›”ndan Türkiye’ye 5 Ödül

ravel agencies and tour operators from some 35 countries participated in a special cruise event named “All-Stars of the Sea” on board MSC Splendida to Geneva, Italy and Marseilles, France, between February 24 and 27, 2014. It was announced that 200 direct sales team members of over 500 travel agencies and companies had participated in the event. “Many MSC Cruises travelers book their cruise through a travel agent” said MSC Cruises CEO Gianni Onorato announcing the event. “We rely on them hugely, there’s no doubt about it, and our success depends on their knowledge of who we are and the extraordinary product we’ve created and why guests should choose us over the vast array of holiday choices available. They understand, as we do, that travel planning

r›” (All-Stars of the Sea) etkinli¤i kapsam›nda, Cenova, ‹talya ve Fransa Marsilya aras›nda bir seyahat gerçeklefltirdi. Etkinli¤e bin 500’den fazla seyahat acentesinin ve flirketin do¤rudan sat›fl ekibinden 200 kiflinin kat›ld›¤› aç›kland›. MSC Cruises CEO’su Gianni Onorato etkinlik ile ilgili görüfllerini flöyle ifade etti: “Çok say›da MSC Cruises yolcusu seyahatlerini seyahat acenteleri vas›tas›yla programl›yor. Çok net bir flekilde acentelere güvenimizin sonsuz oldu¤unu dile getirmeliyim. Baflar›m›z›n, bu acentelerin bizim kim oldu¤umuz, ortaya koydu¤umuz ola¤anüstü ürünün ne oldu¤u ve misafirlerin neden di¤er tatil seçenekleri aras›ndan

bizi tercih etmesi gerekti¤i hakk›ndaki bilgisine ba¤l› oldu¤unun fark›nday›z. Onlar da t›pk› bizim gibi, seyahat planlamas›n›n sadece destinasyonlarla ilgili olmad›¤›n›, insanlar, deneyimler ve an›larla ilgili oldu¤unu düflünüyorlar. Seyahat acentelerinin gemide MSC Cruises’›n gerçek Akdenizli kimli¤ini yak›ndan deneyimleyerek, flirketimizin vizyonunun kapsam›n› daha iyi tan›mas›n› arzu ediyoruz. Ve bu etkinlik de bu aç›dan mükemmel bir f›rsat”. Üç gün süren gemi seyahatinde ödül törenleri de gerçekleflti. 130’dan fazla kifli ve acenteye MSC Cruises’a yapt›klar› katk›lardan dolay› ödüller verildi. Türkiye’de ödül alan acenteler ise flöyle: En Münferit Sat›fl, ETS Tur; En ‹yi Grup Sat›fl, Prontotour; En ‹yi Network, Setur; En ‹yi Giriflim, Aktuel Travel; En ‹yi Online Sat›fl, Estamos Tur

isn’t just about places it’s about people, experiences and memories. We want travel agents on board to experience hands-on MSC Cruises’ authentic Mediterranean identity and to get to know the details of our company’s original vision. This event is the perfect opportunity to do so,” the company said. The event also included award ceremonies where awards were presented to over 130 individuals or agencies that have made exceptional contributions to MSC Cruises. The agencies received an award from Turkey are as follows: Best Independent Sale, ETS Tur Best Group Sale, Prontotour Best Network, Setur Best Enterprise, Aktuel Travel Best Online Sales, Estamos Tur MARINE&COMMERCE MART 2014

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MIP’s 450 Million Dollar Eurobond Issue Selected the “Europe’s Best Port Transaction of the Year” MIP’in 450 Milyon Dolarl›k Tahvil Arz› “Avrupa’da Y›l›n Liman ‹fllemi” Seçildi kdeniz Bölgesi’ndeki ana konteyner limanlar›ndan biri olan Mersin Uluslararas› Liman›’n›n (MIP) 450 milyon dolar de¤erindeki tahvil arz›, Project Finance Dergisi taraf›ndan gerçeklefltirilen 2013 Proje Finans› Ödülleri’nde Avrupa altyap› yat›r›m flirketlerinin de¤erlendirildi¤i kategoride “Avrupa’da Y›l›n Liman ‹fllemi” seçildi. Bir altyap› flirketi olarak ilk kez tahvil arz› gerçeklefltirme baflar›s›na imza atan MIP, geçti¤imiz günlerde Project Finance International (PFI) Dergisi taraf›ndan da “Y›l›n ‹fllemi” ödülü ile onurland›r›lm›flt›.

he Mersin International Port (MIP), one of the main container ports in the Mediterranean Region, launched US$ 450 million Eurobond, and the transaction was selected the “Europe’s Best Port Transaction of the Year” in the category in which the European infrastructure investment companies are evaluated, as part of the 2013 Project Finance Awards organized by Project Finance Magazine. Having succeeded in realizing the first Eurobond issue in Turkey as an infrastructure company, MIP was also honored with the “Best Transaction of the Year” award by the Project Finance International (PFI) Magazine recently.

Mr. Kadri Samsunlu, CFO, Akfen Holding, received the award in the name of MIP at the Award Dinner held in London. The ceremony was also participated in by MIP’s

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Finance Group Manager Nuri Peker, and Vice Finance Group Manager Can Yilmazbayhan, as well as the representatives of Citibank and Unicredit. In his speech he delivered at the award ceremony, Samsunlu said, “We have been the first Turkish company to have succeeded in a Eurobond launch with this US$ 450 million transaction. This has created a new instrument for the infrastructure investments in Turkey. This new instrument will play an important role in our capabilities to provide services to ships carrying up to 18,000 TEU cargoes, which is our target as the Mersin International Port. The ‘Best Transaction of the Year” award received from PFI recently, as well as this ‘Europe’s Best Port Transaction of the Year” award, which is one of the most important awards in the industry, will provide us with speed on our way to our goal.”

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Londra’da gerçeklefltirilen Ödül Yeme¤i’nde MIP ad›na Akfen Holding CFO’su Kadri Samsunlu ödülü teslim ald›. Törene MIP Finans Grup Müdürü Nuri

Peker ve MIP Finans Grup Müdür Yard›mc›s› Can Y›lmazbayhan ve Citibank ile Unicredit temsilcileri kat›ld›. Ödül yeme¤inde konuflan Samsunlu; “450 milyon dolarl›k bu ifllem ile altyap› yat›r›mlar› aras›nda ilk kez tahvil arz› gerçeklefltirme baflar›s›na imza att›k. ‹lk kez MIP taraf›ndan gerçeklefltirdi¤imiz tahvil arz›yla Türkiye altyap› yat›r›mlar› için yeni bir enstruman oluflturduk. Bu yeni enstruman, Mersin Uluslararas› Liman› olarak hedefimiz olan 18,000 teu’ya kadar yük tafl›yabilen gemilere hizmet verebilmemizde büyük rol oynayacak. Geçti¤imiz günlerde PFI’dan ald›¤›m›z ‘Y›l›n ‹fllemi’ ödülünün ard›ndan yine sektörde en önemli ödüllerden biri olan ‘Avrupa’da Y›l›n Liman ‹fllemi’ ödülü hedefimize ilerlerken bize h›z katacak” dedi.

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World’s Most Superiorly Designed Marina: This Time from Turkey Dünyan›n En Üstün Tasar›ml› Marinas› Bu Kez Türkiye’den Ç›kt›

he Recreational Navigation Commission affiliated to the World Association for Waterborne Transport Infrastructure (PIANC) recognized Cesme Marina with the PIANC Marina Excellence Design Jack Nichol Award in 2014. The selection committee unanimously determined that Cesme Marina best meets the functionality, aesthetics, and environmental sustainability criteria. Cesme Marina left behind strong competitors including Jachthaven Bruinisse (the Netherlands), Marstrand (Sweden) and world-renown superyacht marina Porto Montenegro (Montenegro). Operation, services provided and importance given to details were distinctive features of the marina that set it apart from its competitors. Thus, a Turkish marina received an award from the World Association for Waterborne Transport Infrastructure for the first time.

rinden ay›ran belirleyici özellikler oldu. Böylelikle Türkiye’den ilk defa bir marina, Dünya Denizyolu Tafl›mac›l›¤› Altyap›s› Birli¤i’nden ödül alm›fl oldu.

The report of the selection committee stated that, in

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addition to the functional and aesthetic factors in the planning and design stages, the architecture of the settlement area around the marina was also taken into consideration. Reflecting the historical and cultural heritages, the marina also stood out as a modern and well-operated facility. The award will be presented by Dr. Elio Ciralli (2014 PIANC AGA Recreational Navigation Commission President) at the 33rd PIANC World Congress to be held in San Fransisco, USA, on May 31, 2014. Another award ceremony will be held within the scope of the ICOMIA World Marinas Conference to be held in Istanbul on June 2-4, 2014.

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ünya Denizyolu Tafl›mac›l›¤› Altyap›s› Birli¤i’ne (PIANC) ba¤l› Rekreasyonal Denizcilik Komisyonu, Çeflme Marina’y› 2014 PIANC Marina Üstün Tasar›m Jack Nichol Ödülü ile ödüllendirdi. Seçim komitesinin oybirli¤iyle; fonksiyonel, estetik ve çevresel de¤erlendirme kriterleri bak›m›ndan en iyi marina seçti¤i Çeflme Marina, Jachthaven Bruinisse (Hollanda), Marstrand (‹sveç) ve dünyaca ünlü süperyat marinas› Porto Montenegro (Karada¤) gibi güçlü rakipleri geride b›rakarak bu ödüle lay›k görüldü. Operasyon, sunulan hizmetler ve detaylara verilen önem, marinay› di¤er baflvuru sahiple-

Seçim komitesinin raporunda, marinan›n planlama ve tasar›m aflamas›nda fonksiyon ve estetik unsurlar›n›n yan› s›ra çevresindeki yerleflim alan›n›n mimarisinin de göz önüne al›nd›¤› belirtildi. Tarihi ve kültürel miras›n özelliklerini bar›nd›ran marina ayn› zamanda, modern ve iyi iflletilen bir tesis olarak öne ç›kt›. Ödül, 31 May›s 2014’te San Francisco’da düzenlenecek olan 33. PIANC Kongresi’nde Dr. Elio Ciralli (2014 PIANC AGA Rekreasyonal Denizcilik Komisyonu Baflkan›) taraf›ndan sunulacak. 2-4 Haziran 2014 tarihinde ‹stanbul’da düzenlenecek ICOMIA Dünya Marinalar Konferans› kapsam›nda da ayr›ca bir ödül töreni düzenlenecek.

Shipbrokers’ Association of Turkey Prepares for 2nd International Shipbrokers’ Dinner Gemi Brokerleri Derne¤i 2. Uluslararas› Brokerler Yeme¤ine Haz›rlan›yor he 2nd International Shipbrokers’ Dinner, Bosphorus 2014, will be held at the Halic Congress Centre in Istanbul on June 27. The event is expected to be attended by around 1,500 participants. In his speech he delivered at a press dinner held for sharing the details about developments in the association and about the International Shipbrokers’ Dinner, Fikret Kosoglu, Chairman of the Board of Directors of the Association, said, “Delegates from around 40 countries from Mexico to Africa had participated in the first dinner we held. We expect participants from even more countries this year.”

The Shipbrokers’ Association of Turkey, which has recently become a member of BIMCO with a special status, gives priority to activities aimed at education and students. The Association cooperates with

Piri Reis University Continuing Education Center in the field of education, and organizes minimum two free-of-charge seminars on a monthly basis and participates in the career days at universities. Stating that aimed to promote ship brokerage as a respectable profession, and to set specific standards in the field, “Our profession is vulnerable to misconduct. We closely follow it. Professional ethics is an issue that must be paid required attention. Although they are low in number, there are some bad apples in our profession as in all other professions,” Kosoglu added. “We have achieved 400 members now. We ask our members what they want to do, and we devise our activities accordingly. There are total of 1,000-1,200 people engaged in this profession, including operation, in Turkey.”

. Uluslararas› Gemi Brokerleri Yeme¤i, Bosphorus 2014, 27 Haziran’da ‹stanbul Haliç Kongre Merkezi’nde yap›lacak. Gemi Brokerleri Derne¤i’nin organize etti¤i buluflmaya, geçen sefere oranla daha fazla, 1,500 kifli civar›nda kat›l›m bekleniyor. Dernekteki geliflmeleri ve Uluslararas› Brokerler Yeme¤i ile ilgili detaylar› paylaflmak üzere düzenlenen bas›n yeme¤inde, Dernek Yönetim Kurulu Baflkan› Fikret Koso¤lu; “‹lk düzenledi¤imiz yemekte Meksika’dan Afrika’ya kadar 40’a yak›n ülkeden kat›l›mc› yer alm›flt›. Bu sene düzenleyece¤imiz yeme¤e daha da fazla ülkeden kat›l›mc› bekliyoruz.” dedi.

Geçti¤imiz günlerde özel bir statü ile BIMCO üyesi de olan Gemi Brokerleri Derne¤i, e¤itim ve ö¤rencilere yönelik faaliyetlere öncelik veriyor. Piri Reis Üniversitesi Sürekli

E¤itim Merkezi (PÜSEM) ile e¤itim konusunda iflbirli¤i içerisinde olan dernek ayda en az iki kez ücretsiz seminer düzenliyor ve üniversitelerin kariyer günlerine kat›l›yor. Brokerli¤in sayg›de¤er bir meslek oldu¤unu anlatmay› ve belli bir standart getirmeyi hedeflediklerini söyleyen Koso¤lu; “Mesle¤imiz suistimale çok aç›k ve kötü amaçl› kullan›m oldukça fazla. Bu iflin takipçisiyiz. Meslek ahlak› önem vermemiz gereken bir konu. Az say›da olsa da, her iflte oldu¤u gibi bizimkinde de çürük elmalar var.” diye devam etti. 400 üyeye ulaflt›klar›n› ifade eden baflkan konuflmas›n›n devam›nda; “Biz üyelerimize ne yapmak istediklerini soruyoruz ve ona göre çal›flmalar haz›rl›yoruz. Türkiye’de operasyon da dahil bu ifli toplam 1,0001,200 kifli yap›yor. Herkese ulaflmaya çal›fl›yoruz.” dedi.

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ABS Seminar on Use of LNG as Fuel on Vessels ABS Gemilerde LNG Yak›t Kullan›m›n› Anlatt› BS Turkey organized a seminar on recent use of Liquefied Natural Gas (LNG) as fuel for the propulsion systems on board vessels built in recent years. Sean Bond, Raffaele Piciocchi, and Stavros Nioti, experts in the field, from ABS Houston, London and Athens respectively made presentations at the seminar. Among the topics dealt with during the seminar were reasons of use of LNG as fuel on vessels, advantages and pending problems related to use of LNG, projections relating to use of LNG in the future, relevant latest developments, new relevant class rules, notations and IMO regulations, as well as other topics relating to “Use of LNG in propulsion systems”. The seminar was attended by over 160 concerned people from public organisations, shipyards, design offices, ship operators and universities.

Seyfetting Tatli, Country Manager of ABS Turkey, said one of the most important reasons of use of LNG in vessel propulsion systems is rapid and more widespread application of new rules relating to SOx, NOx, PM and CO2 emissions that cause air pollution. Among other factors he listed are difficulties in supply of liquid fuel with lowsulphur content (FO), which is obligatory to prevent air pollution; increase in fuel-oil prices in the course of time;

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the fact that sulphur content of the fuel oil will be decreased down to 0.1% pursuant to the MARPOL rules in ECA region as of January 01, 2015; obligation imposed by the European Union to use fuel-oil with low sulphur content; entry into force of the MARPOL Tier III NOx emission values as of January 01, 2020; and the fact that FO sulphur content will be decreased down to 0.5% as per MARPOL Convention as of January 1, 2020. Taking into consideration the reasons, the main engine manufacturers naturally develop different solutions as an alternative for low-sulphur fuel oil, which gradually becomes more expensive and difficult to supply, including Distillate fuel; Heavy Fuel Oil (HFO) improved using SOx scrubber process (heavy fuel oil systems); advanced main engine technologies (NOx); After-treatment systems (NOx

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BS Türkiye, LNG/S›v›laflt›r›lm›fl do¤al gaz›n son y›llarda infla edilen gemilerde ana makina yak›t› olarak h›zla kullan›lmaya bafllanmas› ile ilgili olarak bir seminer düzenledi. ABS Houston, Londra ve Atina’dan konunun uzman› olan Sean Bond, Raffaele Piciocchi ve Stavros Nioti sunum yapt›. LNG’nin yak›t olarak kullan›m sebepleri, LNG kullan›m›n›n avantaj ve halihaz›rda çözüm bekleyen sorunlar›, gelecekteki kullan›m oran›, bu konudaki son teknolojik geliflmeler ve gelifltirilen yeni klas kurallar›, notasyonlar ve IMO regulasyonlar›yla ilgili bütünün yer ald›¤› “Ana makina sevk sistemlerinde LNG kullan›lmas›”na yönelik konular anlat›ld›. Seminere kamu kurumlar›, tersaneler, dizayn bürolar›, gemi iflletmecileri ve üniversitelerden 160’›n üzerinde ilgili kat›ld›.

Konuyla ilgili aç›klama yapan ABS Türkiye Ülke Müdürü Seyfettin Tatl›, LNG’nin gemi sevk sistemlerinde yak›t olarak kullan›lmas›n›n sebeplerinin bafl›nda, hava kirilili¤ine sebe-

biyet veren SOx, NOx, PM ve CO2 sal›n›myla ilgili yeni kurallar›n h›zl›ca ve yayg›nlaflarak devreye girmesini gösterdi. Di¤er etkenleri de; yine hava kirili¤ini önlemek ad›na kullan›lmas› mecburi olan düflük Sulfur oranl› s›v› yak›t (FO) temininin zorluklar›; fuel oil fiyatlar›n›n zaman içinde artmas›; ECA Bölgelerinde 1 Ocak 2015 itibariyle MARPOL kurallar› gere¤i, fuel oil sulfur oran›n›n % 0.1’e kadar düflürülecek olmas›; Avrupa Birli¤i’nin getirdi¤i düflük sulfur oranl› fuel oil kullan›m zorunluluklar›; 1 ocak 2020 itibariyle MARPOL Tier III NOx emisyon de¤erlerinin kullan›lma zorunlulu¤unun getirilmesi ve yine 1 Ocak 2020 itibariyle MARPOL gere¤i dünyada FO sulfur de¤erlerinin %0.5’e kadar düflürülecek olmas› olarak s›ralad›. Gerekçeler göz önünde bulunduruldu¤unda, ana makina imalatc›lar› da do¤al olarak sürekli pahalanan ve temini zorlaflan düflük sülfürlü fuel oil kullan›m›na alternatif olarak; dam›t›lm›fl yak›t kullan›m› (Dis-

& PM); and LNG fueled propulsion and auxiliary systems. Within the last few years, particularly after selection of medium speed dual M/E for LNG carriers, the application proved that it increased the operational efficiency and decreased the required engine room space. Consequently, dual- or single-type main engines initially started to be used in propulsion systems of Offshore Supply Vessels (OSV) and ferries. However, considering the benefits of the application, LNG propulsion systems have started to be used on board other types of vessels as well. Currently, types of ships using LNG as a

tillate fuel); SOx scrubber gelifltirilmifl HFO (A¤›r yak›t sistemleri); ileri ana makina teknolojileri (NOx); iyilefltirilmifl sistemler (Aftertreatment systems, NOx & PM) ve LNG yak›t sistemli ana makina ve yard›mc› makinalar (LNG fueled propulsion and auxiliary systems) gibi farkl› çözüm yollar› gelifltiriyorlar.

fuel in the world are as follows: 2 barges, 12 dry bulk carriers, 35 ferries, 20 offshore supply vessels (OSV), 2 tankers and 6 tugboats. Vessels currently under construction with LNG fuelled propulsion systems in the world are 3 barges, 11 dry bulk carriers, 13 ferries, 12 offshore supply vessels, 15 tankers and 2 tugboats. It is projected that nearly half of the world tonnage will use LNG within the next two decades. One of the most important challenges in use of LNG as fuel on board vessels is that LNG requires storage at very low temperatures (-160OC) and that it is difficult to transfer.

Son birkaç y›ld›r özellikle LNG tafl›yan gemilerde orta devirli çift yak›tl› ana makinalar›n (medium speed dual M/E) seçilmesiyle birlikte, bu uygulaman›n operasyon verimini art›r›rken makina dairesi alan›n› azaltt›¤›n›n ortaya ç›kmas›yla birlikte LNG yakan dual ve single tip ana makinalar öncelikli olarak baz› Offshore destek (OSV) s›n›f› gemilere ve feribotlara uygulanmaya baflland›.

Bununla birlikte, uygulaman›n faydalar› gözönünde bulundurularak di¤er tip gemilerde de uygulamaya geçildi. Halihaz›rda dünyada LNG yak›tl› mevcut gemiler flöyle: 2 barge, 12 kuru yük, 35 feribot, 20 offshore destek (OSV), 2 tanker ve 6 römorkör. Dünyada yeni infla çal›flmalar› ve projeleri devam eden LNG yak›tl› gemiler ise; 3 barge, 11 kuru yük, 13 feribot, 12 offshore destek, 15 tanker ve 2 römorkör fleklinde. Önümüzdeki 20 y›l içerisinde dünya tonaj›n›n hemen hemen yar›s›na yak›n›n›n LNG yak›t› ile çal›flaca¤› tahmin ediliyor. LNG kullan›m›n›n en önemli sorunlar›n›n bafl›nda ise yak›t›n çok düflük s›cakl›klarda (-160 0C) depolanmas› ve transferinin zorluklar› geliyor.

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

Dildar Public Relations Co. Ltd. // Dildar Tan›t›m Halkla ‹liflkiler ve Turizm Ltd. fiti. Sinanpafla Mah. Akmaz Çeflme Sokak No:15/14 Befliktafl 34353 ‹STANBUL-TÜRK‹YE Tel: +90 212 259 70 10 (pbx) E-mail: info@marineandcommerce.com MARINE&COMMERCE MART 2014

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SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad› Alabama Belle Aquarosa Aspendos B Handy Babitonga Barito Bavarian Trader Bulk Avenir Cathrin Oldendorff Century Queen Cheshire Kavo Platanos Crystal Ocean Evian Global Arrow Golden Hope Grand Ocean Jiangsu New Yzj Resale Jiangsu New Yzj Resale Jin Yang Jin Ze Jinhai J0047 Jinhai J0048 Lan Hai Jin Xiu Lily Oldendorff Livanita Lucas Oldendorff Maple Amethyst Maple Crystal Million Trader II Mystic Treasure Orient Iris Os Rize Pacific Elfin Perle Pos Dignity Top Courage Sea Challenger Seacon 9 Shinchi Maru Sky Mariner V Sun Grace Thorco Diamond Tinsdal Top Eternity Top Freedom Top Harmony Top Island Top Glory Transtime Unicorn Triton Stork Tropical Queen West Fortune White Halo Christa Rickmers E. R. Luebeck Hispania Iga OOCL Long Beach OOCL Shenzen

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 cont cont cont cont cont cont

076 MARINE&COMMERCE MARCH 2014

DWT 41,808 57,000 73,975 36,866 72,257 73,008 23,483 50,399 31,350 16,302 56,598 56,750 48,913 51,215 24,804 38,888 81,622 82,000 82,000 57,982 57,982 79,600 79,600 79,600 31,646 45,426 31,635 32,300 32,300 76,466 35,800 54,958 9,389 35,062 4,270 76,801 76,801 7,049 75,200 91,443 53,459 10,090 12,840 4,310 76,295 55,700 55,700 55,700 76,508 56,726 56,739 56,024 52,498 28,147 55,830 22,900 33,694 20,976 24,376 99,500 99,500

Built // ‹nfla 1986 2010 2003 2011 2001 1996 1995 2002 2003 2004 2012 2011 1999 2002 1997 1986 2012 2016 2016 2010 2012 2014 2014 2013 2003 1997 2002 2012 2012 2004 2014 2014 1999 2001 1998 2004 2004 1998 2012 1995 2005 2002 2004 1998 2005 2005 2005 2006 2005 2012 2012 2004 2005 2009 2012 1995 2000 1998 1996 2003 2003

Korea China Korea Korea Korea China Japan Japan Japan Japan China China Japan China Japan Japan China China China Philippines Philippines China China China Japan Japan Japan China China Japan China Japan Turkey Japan Bulgaria Japan Japan Malta China Japan Japan Japan China Bulgaria Japan Japan Japan Japan Japan China China Japan Philippines Japan Japan Poland Germany Germany Japan Korea Korea

USD 4,500,000 20,500,000 21,750,000 22,500,000 17,000,000 7,200,000 6,200,000 17,600,000 15,000,000 7,000,000 30,500,000 30,500,000 14,000,000 12,500,000 5,800,000 3,500,000 27,000,000 29,500,000 29,500,000 27,000,000 29,000,000 24,000,000 24,000,000 25,000,000 15,400,000 12,000,000 14,800,000 18,500,000 18,500,000 21,500,000 23,500,000 31,000,000 2,600,000 14,000,000 1,400,000 21,000,000 21,000,000 2,300,000 22,000,000 9,500,000 22,000,000 3,800,000 9,500,000 1,100,000 23,000,000 22,600,000 22,600,000 23,700,000 22,800,000 30,500,000 30,500,000 21,600,000 21,500,000 17,500,000 30,000,000 3,950,000 11,000,000 3,200,000 4,500,000 53,000,000 53,000,000

Buyer // Al›c› Greece Greece Greece Undisclosed Undisclosed Korea Undisclosed Greece Korea Greece Undisclosed @ Undisclosed @ Undisclosed Greece Greece Undisclosed Undisclosed Undisclosed @ Undisclosed @ Norway @ Norway @ Greece @ Greece @ Undisclosed Undisclosed Greece Undisclosed Greece @ Greece @ Greece Greece Undisclosed Undisclosed Undisclosed Undisclosed Greece @ Greece @ Russia Undisclosed China Far East Vietnam Chile Undisclosed Greece Thailand @ Thailand @ Thailand @ Greece Undisclosed @ Undisclosed @ Greece Undisclosed Undisclosed Greece Singapore UK Germany UK USA @ - tc attached USA @ - tc attached

SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad› Santa Victoria Santa Virginia Sea Breeze Westerbrook Camberley Flanders Harmony Andre Jacob Belaia Bomar Eris Bow Americas Brovig Viento Eastern Knight Fulmar Garden City River Garden City River Genmar Hope Genmar Horn Guadalupe Neches Hippo Ice Explorer Ice Transporter Ice Traveller Maemi II Maersk Prime Mare Italicum MCT Arcturus Montigny Nichihiko Orange Star Pink Star Pacific Bravery Pacific Harmony Pacific Leo Phoenix Ambition Prisco Mizar Stolt Ami Trans Arctic Ulysses Younara Glory

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

DWT 67,800 67,800 8,965 66,583 26,247 64,220 71,345 48,673 7,985 19,707 4,570 8,924 39,521 106,448 106,448 106,468 159,539 159,539 105,276 105,276 46,092 146,427 146,270 146,356 19,871 109,579 110,295 19,995 115,418 281,705 115,756 115,592 68,967 69,999 107,127 107,529 166,468 19,962 6,810 310,100 320,051

Built // ‹nfla 2001 2001 1999 2005 2006 1992 1999 2007 2008 2004 2004 2003 1989 2005 2005 2005 1999 1999 2012 2012 1997 2006 2006 2007 2008 1999 2007 2000 2003 1999 2011 2010 1999 1999 2003 2009 2007 2006 1991 1999 2004

USD

Korea Korea China Korea Korea Belgium Croatia Japan China Japan Turkey Japan Japan Japan Japan Japan Korea Korea Korea Korea Japan Japan Japan Japan Japan China Japan Croatia Japan Japan Korea Korea Japan Japan Japan Japan Korea Japan Germany Korea Korea

Buyer // Al›c›

14,000,000 14,000,000 1,650,000 14,500,000 38,000,000 37,000,000 8,000,000 12,000,000 9,600,000 21,500,000 6,000,000 9,000,000 4,500,000 25,000,000 25,000,000 25,200,000 15,000,000 15,000,000 47,500,000 47,500,000 8,750,000 41,200,000 44,200,000 44,200,000 26,750,000 23,000,000 34,000,000 90,000,000 22,000,000 25,200,000 50,000,000 50,000,000 8,800,000 25,000,000 21,850,000 35,000,000 40,000,000 23,000,000 4,200,000 25,000,000 46,000,000

Switzerland Switzerland UAE Undisclosed Singapore M. East Croatia Greece USA Undisclosed Norway Far East W. Africa Greece @ Greece @ Greece Greece @ Greece @ Undisclosed Undisclosed Greece US US US USA Indonesia Greece Undisclosed Greece China Greece @ Greece @ Undisclosed Greece Norway Canada US Undisclosed Undisclosed Malaysia Korea

@ @

- St. Steel

@ @

- St. Steel - St. Steel

NEWBUILDING CONTRACTS - YEN‹ ‹NfiA SÖZLEfiMELER‹ Yard - Tersane Daehan Dalian Dalian Cosco Hantong HHI Imabari Jiangsu Jinling Namura Nantong Nantong Cosco Qingshan Sainty Marine

Type - Tipi bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk

Size (units) - Boyut (adet) 206,000 dwt 61,000 dwt (x2) 64,000 dwt 64,000 dwt (x4) 275,000 dwt (x3) 180,000 dwt (x5) 81,800 dwt (x3) 64,000 dwt (x2) 81,700 dwt (x2) 61,000 dwt 64,000 dwt 43,000 dwt (x2) 64,000 dwt (x10)

Delivery // Teslimat 2016 2016 2016 2015 2017 2015 205 2016 2016 2016 2016 2017 2015

/ 2016 / 2016

/ 2017

/ 2016

USD 56,500,000 28,000,000 28,000,000 26,000,000 80,000,000 60,000,000 30,500,000 26,000,000 35,000,000 28,000,000 28,000,000 24,500,000 27,900,000

Buyer - Al›c› Polaris Shipping Portline Portline Spar Shipping Polaris Shipping K-Line Paragon Swiss Marine Wisdom Marine Portline Portline Blue Wall Precious Shipping

MARINE&COMMERCE MART 2014

077

SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI NEWBUILDING CONTRACTS - YEN‹ ‹NfiA SÖZLEfiMELER‹ Yard - Tersane SWS Taizhou Weihai Yangfan Yangfan Yangzijiang HHI Daewoo Mangalia HHI SCSBC SWS

Type - Tipi bulk bulk bulk bulk bulk bulk cont tanker tanker tanker tanker

Size (units) - Boyut (adet) 208,000 dwt (x2) 64,000 dwt (x2) 64,000 dwt (x2) 64,000 dwt (x2) 39,000 dwt (x2) 82,000 dwt (x3) 18,000 TEU 112,700 dwt (x4) 160,000 dwt (x4) 40,000 dwt (x2) 320,000 dwt

Delivery // Teslimat 2015 / 2016 2016 2016 2016 2016 2015 2015 2016 / 2016 2016 2016 2016

Buyer - Al›c›

USD 55,000,000 27,000,000 25,000,000 25,500,000 22,500,000 30,600,000 140,000,000 51,200,000 66,000,000 43,000,000 101,000,000

CSSC Precious Shipping Ceylon Shipping D’Amico D’Amico Paragon UAE Undisclosed Nereus CPC Corp. Navig8

DEMOLITION SALES - HURDA SATIfiLARI Vessel Name - Gemi Ad› Achilleas Alabama Belle Ariadne Delphis Don Max Inca Maiden Karia King Hero M. Faruk Mimar Sinan Ming Jie Mistral Mytilini Naxos Warrior Orange Breeze Solid Bay Southerpec 8 Win Ever Asia Star Hanjin Beijing Hanjin Berlin Hanjin Irene Hanjin London Hanjin Paris Hanjin Valencia Hong Kong Pearl Jolly Maersk Dauphin Maersk Delano Maersk Delmont Marathonas Nedlloyd Europa Ocean Breeze Lng Aries PP 5 Cabot Eurocargo Africa Itaituba Kima Ocean Apex Overseas Beryl @: enbloc

Type - Tipi bulk bulk bulk bulk bulk 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 lpg lpg roro roro tanker tanker tanker tanker

DWT 35,458 41,808 28,791 68,158 8,865 22,133 29,212 23,382 63,494 29,640 6,503 28,503 60,350 149,989 23,242 5,101 275,993 6,882 20,194 67,115 67,298 52,742 67,298 67,266 62,799 42,647 25,904 59,283 59,283 59,283 60,350 50,620 23,240 72,511 1,123 10,926 20,731 44,139 95,822 87,241 94,797

Built // ‹nfla 1985 1986 1984 1987 1997 1986 1978 1983 1984 1984 1984 1984 1991 1990 1984 1980 1990 1983 1994 1996 1997 1994 1996 1997 1998 1985 1992 1994 1994 1995 1991 1991 1984 1977 1987 1979 1981 1996 1993 1989 1994

USD/LDT 360 482 475 450 472 472 466 455 452 450 300 470 495 460 482 415 450 430 505 470 470 486 470 470 470 450 500 470 470 470 495 470 482 585 435 316 484 350 486 473 453

LDT 7,500 8,039 7,201 10,600 3,740 7,663 6,599 7,116 11,123 6,840 2,027 7,231 23,740 17,472 8,126 1,845 33,182 2,304 7,076 25,000 25,000 18,591 25,000 25,000 25,000 7,320 11,197 19,094 19,268 19,278 23,326 19,783 8,120 29,832 1,000 4,500 13,221 9,920 16,426 13,810 17,094

Buyer - Al›c› Turkey Bangladesh - inc bunkers Bangladesh Bangladesh India Bangladesh India India India Bangladesh China India India Pakistan India Bangladesh Pakistan Bangladesh India India India India India India India Bangladesh India India India India India India India India Bangladesh As is Halifax India As is Brazil Bangladesh Bangladesh As is Singapore

All information is given in good faith but without guarantee. // Bilgilerin do¤rulu¤u için maksimum çaba harcanm›flt›r, ancak garanti edilemez. Source // Kaynak: Alpina Denizcilik 03.2014

078 MARINE&COMMERCE MARCH 2014

MARITIME EVENTS DEN‹ZC‹L‹K ETK‹NL‹KLER‹ Date 03.03.2014 06.03.2014 06-06.03.2014 10-13.03.2014 10-13.03.2014 11.03.2014 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 02-03.04.2014 06-11.04.2014 07.04.2014 09-10.04.2014 30.04.2014 30.04-04.05.2014

08-09.04.2014 09-10.04.2014 09-11.04.2014 09-11.04.2014 23-24.04.2014 29-30.04.2014 15.05.2014 15-16.05.2014 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 26.06.2014 27.06.2014 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 14-15.10.2014 14-16.10.2014 15.10.2014 15.10.2014 23-24.10.2014 04-06.11.2014 04-06.11.2014 10-13.11.2014 18-20.11.2014 19.11.2014 25-27.11.2014 27-28.11.2014 18-21.03.2015

Name 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 2nd Cayman Islands Shipping Submit 2014 Offshore Shipping Investment Conference Green ShipTechnology Conference 2014 Hong Kong Ship Finance Forum Asia Pacific Maritime China International Marine Technology & Equipment Exhibition OTC Asia 12th Intermodal Africa 2014 Gas to Power Forum Singapore Maritime Week 1st Mare Forum Oil Gas Europe 2014 4th Scandinavian Shipping & Ship Finance Conference 2014 6th Mare Forum Indonesia 2014 st 33 International Istanbul Boat Show TOC Container Supply Chain: Asia 16th Global Liner Shipping Conference Sea Japan 2014 Offshore Mariculture Conference 2014 2nd Med Ports 2014 Subsea Vessels Europe 10th Mare Forum Italy 2014 th 8 Black Sea Freight Markets & Ports Conference Port Finance International Istanbul 2014 MAST (Maritime Systems and Technology) EurAsia 2014 th 11 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 Marine Money Geneva Forum nd 2 International Shipbrokers’ Dinner, Bosphorus 2014 11th Navalshore 2014 rd 3 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 Dynamic Positioning Conference 2014 TOC Container Supply Chain: Americas Brazil Offshore Finance Forum Greek Ship Finance Forum 12th Intermodal Africa South 2014 Deepwater Operations 2014 IBIA Annual Convention 2014 ADIPEC 2014 International Petroleum Exhibition & Conference METS 2014 Marine Equipment Trade Show 2nd Iron Ore & Coal Shipping Summit Hong Kong 2014 Gas Fuelled Ships Conference 2014 9th Southern Asia Ports, Logistics and Shipping 2014 Exposhipping Europort Istanbul

080 MARINE&COMMERCE MARCH 2014

Place Washington DC, USA Dubai, UAE Miami, USA Miami, USA Barcelona, Spain Cayman Islands, Caribbean Oslo, Norway Oslo, Norway Hong Kong, China Singapore Beijing, China Kuala Lumpur, Malaysia Lagos, Nigeria Mexico City, Mexico Singapore Athens, Greece Copenhagen, Denmark Jakarta, Indonesia Istanbul, Turkey Singapore Hamburg, Germany Tokyo, Japan Naples, Italy Marrakech, Morocco Oslo, Norway Rome, Italy Istanbul, Turkey 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 Geneva, Sweden Istanbul, Turkey Rio de Janeiro, Brazil Istanbul, Turkey Hamburg, Germany London, UK Monaco St Petersburg, Russia New Orleans, USA Houston, USA Cartagena, Colombia Rio de Janeiro, Brazil Athens, Greece Durban, South Africa Galveston, Texas, USA Hamburg, Germany Abu Dhabi, UAE Amsterdam, The Netherlands Hong Kong, China Stavanger, Norvey Chennai, India Istanbul, Turkey

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