www.marineandcommerce.com
// ULUSLARARASI DEN‹Z VE T‹CARET
SHIP INTELLIGENCE
ISSN: 1305-2918
YEAR // YIL: 10 ISSUE // SAYI : 120 DECEMBER // ARALIK 2014 PRICE: EURO 20 // F‹YATI: 20 YTL
GEM‹ ZEKASI
THE BIG SHIP RACE: IS BIGGER BETTER? BÜYÜK OLAN DAHA MI ‹Y‹?
GREAT DANGER... BO⁄AZLARDA BÜYÜK TEHL‹KE...
HELLO // MERHABA
One Listening Without Hearing, Looking Without Seeing... “Did you ever think how many people you smiled this morning? Listened to how many people but hearing them? Did you look right in the eyes of peoples? Did you feel the live today?” We took the road with these words 25 years ago.… This verse was one of the poems recorded on the hold message of telephone when we founded Dildar Public Relations. It was special, sincere, simple and warm… In a sense, it was telling my philosophy of life with its melody accompanying to the vocalization of bellowed late Nedret Selçuker. Nothing has changed, other than the ever fading hope…
Dildar Ünde¤er
During my whole life I tried to keep the people talking without glancing me, uncordially listening without hearing, as it were, shouting the storms of their hearths to the faces of everybody with their sullen faces, as soon as possible away from myself. Well, did I succeed? Questionable…
Since the day I desperately accepted to use the sentence of “You have authority only over yourself”, I used this verse rarely. Because, now I know; the ones who failed to make a habit of pricking the “bodkin” on themselves and the “needle” on others have even more important concerns!... dildar@dildarpr.com
However, since we say New Year, new hopes; I make my wish in favor of being “hope-rich” again for all of us. May the sea and the “marine&commerce” always fill your life...
Duymadan Dinleyen, Görmeden Bakan... “Hiç düflündünüz mü, bu sabah kaç kifliye gülümsediniz? Kaç kifliyi dinlediniz, duyarak? Gözlerine bakt›n›z m› insanlar›n? Yaflam› hissettiniz mi bugün?” Diyerek yola ç›km›flt›k 25 y›l önce… Bu dörtlük, Dildar Halkla ‹liflkiler’i kurdu¤umuzda flirketin telefonundaki bekletme fliirlerimizden biriydi. Özeldi, samimiydi, içtendi, sadeydi… Çok sevdi¤im rahmetli Nedret Selçuker’in seslendirmesine efllik eden o hofl melodisiyle, bir anlamda benim yaflam felsefemi anlat›yordu. Bir fley de¤iflmedi; gittikçe azalan umuttan baflka… Hayat›m boyunca; gözümün derinine bakmadan konuflan, samimiyetsizce duymadan dinleyen, içinde kopan f›rt›nalar› as›k suratlar›yla adeta herkese hayk›ran insanlar›, kendimden olabildi¤ince uzak tutmak için u¤raflt›m. Peki baflarabildim mi? Tart›fl›l›r… “Hükmün sadece kendine geçer” cümlesini kullanmay› umutsuzca kabullendi¤im gün, bu dörtlü¤ü de daha az paylaflmaya bafllad›m. Çünkü art›k biliyorum; kendine “çuvald›z”, etraf›na “i¤ne” bat›rmay› al›flkanl›k haline getiremeyenlerin çoook daha önemli meseleleri var!.. Ama yine de yeni y›l, yeni umutlar diyoruz ya; ben hepimiz için dile¤imi tekrar “umut zengini” olabilmemizden yana kullan›yorum. Yaflant›n›zdan deniz ve “marine&commerce” hiç eksik olmas›n... Dildar Ünde¤er (dildar@dildarpr.com) Editor in Chief // Genel Yay›n Yönetmeni
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®
CONTENTS // ‹Ç‹NDEK‹LER
ULUSLARARASI DEN‹Z VE T‹CARET www.marineandcommerce.com ISSN: 1305-2918
DECEMBER // ARALIK 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
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Editor in Chief Genel Yay›n Yönetmeni (Sorumlu) Dildar Ünde¤er
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dildar@dildarpr.com, mc.editor@dildarpr.com
SHORT WAVE // KISA DALGA
MARKET // P‹YASA
Latest developments, events,
Is Floating Storage On The Verge
new products in the world... // Dünya
Of A Comeback? // Yüzen Depolama
denizcili¤indeki son geliflmeler, olaylar, yeni ürünler
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Eski Gücüne Kavuflman›n Efli¤inde Mi?
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MEETING // TOPLANTI
FUTURE // GELECEK
Its 20th Year // ClassNK ‹stanbul Ofisi
Bir Sonraki Büyük Dönüflüm:
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20. Y›l›n› Kutlad›
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ORDER // S‹PAR‹fi
AGENDA // GÜNDEM
Seaspan Ferries Builds Two New
Izmir Agenda Discussed At Foça //
LNG Fuelled Vessels // Seaspan Ferries
‹zmir Gündemi Foça’da Masaya Yat›r›ld› 046 EVENT // ETK‹NL‹K
Büyük Olan Daha M› ‹yi?
SUB-INDUSTRY // YAN SANAY‹ Dikkan Sells Valves To 52 Countries //
Great Danger... //
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Dikkan 52 Ülkeye Vana Sat›yor
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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
BRIEF NEWS // KISA HABERLER
INTERVIEW // SÖYLEfi‹
Voice of the Turkish maritime industry...
A Quarter Century Old Story; Coaster… // Çeyrek As›rl›k Hikaye; Koster…
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Gemi Mühendisli¤i Haftas› Kutland› 020
SAFETY // EMN‹YET Uyar›yoruz, Tehlike Büyük...
Source of up-to-date information...
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News, developments, projects... // güncel bilgi kayna¤›... Haberler
Both Possible // 034
geliflmeler, projeler...
INDUSTRIAL DATA // SEKTÖREL VER‹LER Second-hand ship market // ‹kinci el gemi sat›fllar› sözleflmeleri
&
www.marineandcommerce.com
Türkiye denizcilik sektörünün sesi,
EDUCATION // E⁄‹T‹M ‹kisi De Mümkün
Cover Photo // Kapak Foto¤raf› CSCL Globe
Correspondence // Yaz›flma Adresi
Naval Architecture Week Celebrated //
The Big Ship Race: Is Bigger Better? //
Subscription // Abonelik Orhan K›vrak Translation // Çeviri Ayflen Tekflen
‹ki Yeni LNG Yak›tl› Gemi ‹nfla Ettiriyor 018 EVALUATION // DE⁄ERLEND‹RME
Graphic Editor // Görsel Yönetmen Bulut Onur Advertisement Department // Reklam advert@dildarpr.com
ClassNK Istanbul Office Celebrates
Next Major Transition: Ship Intelligence // Gemi Zekas›
Contributors // Katk›da Bulunanlar Dr. Noel Hacegaba, Aysha Ozturk, Michael Radoms, Yola Liz
Demolotion sales // Hurda sat›fllar›
004 MARINE&COMMERCE DECEMBER 2014
Print House // Bask›
054
060 &
Newbuilding contracts // Yeni infla
Stil Matbaac›l›k Sanayi ve Ticaret A.fi. ‹brahim Karao¤lano¤lu Cad. Yay›nc›lar Sok. Stil Binas› No: 5 Seyrantepe 4. Levent - ‹stanbul Tel: +90 212 281 92 81 Fax: +90 212 279 30 86 © “marine&commerce” magazine is published in accordance with the laws of the Republic of Turkey. The name and publication rights of “marine&commerce” are owned by our company. All rights relating to all articles, photographs, illustrations, maps and subjects published in the magazine are reserved. The subjects can be used by reference to our magazine only. © “marine&commerce” (Uluslararas› Deniz ve Ticaret) dergisi T.C. yasalar›na uygun olarak yay›nlanmaktad›r. “marine&commerce” dergisi’nin isim ve yay›n hakk› flirketimize aittir. Dergide yay›nlanan yaz›, foto¤raf, illüstrasyon, harita ve konular›n her hakk› flirketimizde sakl›d›r. Sadece dergi ad› belirtilerek al›nt› yap›labilir.
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New International Sail Endorsement Scheme Launched Yeni Uluslararas› Yelken Onay Tasar›s› Tan›t›ld›
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ri de içerecek yeni bir rotaya soktu¤unu da hissediyoruz.”
new international qualification aimed at raising the professional standards and supporting the professional development of tall ship sailors has been launched.
The International Sail Endorsement Scheme (ISES) is the result of two years work by experts from Sail Training International (STI) and The Nautical Institute (NI). “The aim of the scheme is to establish, promote and recognise a high standard of knowledge, understanding and proficiency among those who sail tall ships,” said Steven Gosling, Training and Quality Manager at the Institute. “The scheme marks the creation of the first international proficiency standard against which square rig and fore-andaft sailors can be independently assessed and endorsed.” Doug Prothero, Executive Chairman of Sail Training International, said: “Sail Training International is continually working with the global fleet of tall ship operators and their respective national sail training organisations to raise the bar on safety at sea in sail training vessels. This joint venture with The Nautical Institute marks not only an important new tool for the industry and those who regulate them but we feel it has also set STI on a new course that will include other projects with the NI.” A group of tall ship experts from all over the world, many of whom are serving Masters, has put together the scheme. “This group understands the unique challenges of managing and operating these vessels safely and efficiently,” said Mr
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Tasar›y›, ço¤u kaptan olarak görev yapan, dünyan›n her yerinden bir grup yelkenli tekne uzman› oluflturdu. Gosling; “Bu grup, tekneleri güvenli ve etkin biçimde yönetme ve çal›flt›rman›n benzersiz güçlüklerini biliyor. Tasar› yelkenli tekne denizcileri taraf›ndan gelifltirildi” dedi.
Uluslararas› Yelken Onay› Tasar›s› (ISES) Uluslararas› Yelken E¤itimi (STI) ve Denizcilik Enstitüsü (NI) uzmanlar›n›n iki y›ll›k çal›flmas›n›n ürünü.
Tasar›n›n yelkencili¤in bilim ve sanat›n› biçimlendiren uygulamalar, teknikler ve gelenekleri yans›tmas›n› ve onlarla ba¤lant›l› kalmas›n› sa¤lamak için yelkenli tekne toplulu¤una tasar› üzerine geri bildirimlerini iletmeleri ad›na bir ça¤r› da yap›ld›.
Steven Gosling
Gosling. “This is a scheme devised by the tall ship sailor for the tall ship sailor.” An appeal went out to members of the tall ship community to give their feedback on the scheme to ensure it remains relevant and reflects the practices, techniques and traditions that shape the science and art of tall ship sailing. “The Institute and STI have long recognised that people who sail tall ships require specialist skills and knowledge to do their job safely and proficiently,” added Mr Gosling. “What has always been missing, however, is an international framework setting out what the sailor should know and be able to do to become proficient in the operation of fore and aft and square rig vessels. “With ISES, tall ship sailors will understand what the industry deems they should be capable of when standing watch on ship. It will also enable them to meet a recognised industry standard and be awarded an industry developed endorsement.” The scheme also provides owners, operators and Flag States the opportunity to raise professional standards in this specialist sector by aligning national schemes with those prescribed by the industry.
MARINE&COMMERCE DECEMBER 2014
Doug Prothero
elkenli tekne mürettebat›n›n profesyonel geliflimini desteklemeyi ve profesyonel standartlar› yükseltmeyi amaçlayan yeni bir uluslararas› yeterlilik standard› tan›t›ld›.
Enstitünün E¤itim ve Kalite Müdürü Steven Gosling; “Tasar›n›n amac› yelkenli teknelerde yelken yapanlar›n bilgi, anlay›fl ve yeterlili¤i konusunda yüksek bir standard› kurmak, desteklemek ve tan›makt›r. Bu tasar› kabasorta ve pruva-pupa yelkencilerinin ba¤›ms›z olarak de¤erlendirilebilece¤i ve onaylanabilece¤i ilk uluslararas› yeterlilik standard›n›n oluflturulmas›na iflaret eder.” dedi. Uluslararas› Yelken E¤itimi ‹cra Kurulu Baflkan› Doug Prothero ise konuyla ilgili; “Uluslararas› Yelken E¤itimi, denizde yelken e¤itim teknelerindeki e¤itimlerde güvenli¤i artt›rmak için sürekli olarak dünya yelkenli tekne filo iflletmecileri ve onlar›n ulusal yelken e¤itim organizasyonlar›yla birlikte çal›flmaktad›r. Denizcilik Enstitüsüyle bu ortak giriflim yaln›zca sektör ve onu düzenleyenler için önemli olan yeni bir araca iflaret etmiyor. Ayn› zamanda bunun STI’y› NI ile baflka projele-
Gosling flunlar› ekledi; “Enstitü ve STI, yelkenli teknelerde yelken yapan insanlar›n, ifllerini güvenli ve verimli bir biçimde yapabilmeleri için uzman becerilerine ve bilgisine ihtiyac› oldu¤unu uzun zaman önce gördü. Ancak, kabasorta ve pruva-pupa gemilerini çal›flt›rma konusunda yetkin hale gelme konusunda denizcinin neyi bilmesi ve neyi yapabilmesi gerekti¤ini düzenleyen uluslararas› bir çerçeve hep eksikti. Yelkenli tekne denizcileri gemide nöbet tutarken sektörün yapabilmeleri gereken fleyle ilgili kabulünü ISES ile anlayacakt›r. Bu ayn› zamanda kabul edilmifl bir sektör standard›na uymalar›n› ve sektörün gelifltirdi¤i onayla ödüllendirilmelerini de sa¤layacakt›r.” Tasar›, tekne sahiplerine, iflletmecilerine ve bayrak devletlerine ulusal tasar›lar› sektörün önerdikleriyle uyumland›rarak bu uzman sektörde profesyonel standartlar› yükseltme olana¤› da sa¤l›yor.
Sovcomflot’s New LNG Carrier is named SCF Melampus Sovcomflot’un Yeni LNG Tafl›y›c›s›na SCF Melampus Ad› Verildi
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türden LNG tafl›y›c›lar› mevcut ihraç terminallerinin büyük bölümünden gaz nakledebiliyor.
ussia’s largest shipping company is continuing to develop its potential in the LNG transportation segment, by entering into a new longterm agreement with Royal Dutch Shell. On 16 December a naming ceremony was held for the LNG carrier SCF Melampus, the third tanker in a series of state-of-the-art vessels to be built under a partnership agreement between Sovcomflot and the shipyard STX Offshore & Shipbuilding. The first two tankers of the series, Velikiy Novgorod and Pskov, have already been put into operation on long-term contracts with Gazprom, with the design of SCF Melampus a continuation of this project. These ships have been constructed to adhere to all requirements of the charterer on ecological safety and energy effectiveness. Atlanticmax LNG carriers have a load capacity of 170,200 cubic metres and are equipped with triple-fuel diesel electric power generation systems. The ships have the enforced ice class ‘Ice2’ and are designed to operate at low temperatures and in harsh climatic conditions. LNG carriers of this type are able to transport gas from the majority of existing export terminals. Sovcomflot will receive the fourth LNG carrier in the series, SCF Mitre, in the second quarter of 2015. Sovcomflot’s Senior Executive Vice-President Evgeniy
Sovcomflot serinin dördüncü LNG tafl›y›c›s› SCF Mitre’yi 2015’in ikinci çeyre¤inde teslim alacak.
Ambrosov commented: “Gas transportation is a strategic priority for the development of Sovcomflot, whose specialists have the required experience and expertise in LNG shipping. SCF Group and Royal Dutch Shell have enjoyed many years of mutually beneficial cooperation, on the basis of bilateral relations as well as during large-scale international projects. We are grateful to our respected partners for the trust they have shown in operating these modern ships over the course of ten years. SCF Melampus is a high-tech LNG carrier, one of the best tankers in its class, with a unique design and technical specifications. I am sure that we will continue to provide reliable and safe LNG transportation for our charterer”. Sovcomflot Group (SCF) is Russia’s largest shipping company and its fleet (owned & chartered) specialises in hydrocarbon transportation from regions with challenging icy conditions and includes 152 vessels with a combined deadweight of over 12.6 million tonnes.
Sovcomflot ve STX Offshore & Shipbuilding tersanesi aras›nda imzalanan anlaflmaya göre infla edilecek bir dizi son model geminin üçüncüsü olan LNG tafl›y›c›s› SCF Melampus’un isim koyma töreni 16 Aral›kta gerçeklefltirildi. Bu projenin devam› olan SCF Melampus tasar›m›na sahip dizinin ilk iki gemisi Velikiy Novgorod ve Pskov, Gazprom’la uzun vadeli sözleflmelerle zaten faaliyete geçmiflti. Bu gemiler ekolojik güvenlik ve enerji verimlili¤i konular›nda gemi kirac›s›n›n tüm taleplerine uygun olarak infla edildi.
Konuyla ilgili olarak flirketin Baflkan Yard›mc›s› Evgeniy Ambrosov flunlar› söyledi: “Gaz nakliyesi, uzmanlar› LNG tafl›mac›l›¤› konusunda gerekli birikim ve deneyime sahip olan Sovcomflot’un geliflimi aç›s›ndan stratejik önceli¤e sahip. SCF Group ve Royal Dutch Shell büyük ölçekli uluslararas› projelerin yan› s›ra, ikili iliflkiler temelinde de karfl›l›kl› yarar sa¤layan iflbirli¤ini uzun y›llard›r sürdürüyor. On y›llard›r bu modern gemileri iflletmede gösterdikleri güven için sayg›de¤er ortaklar›m›za minnettar›z. SCF Melampus eflsiz tasar›m› ve teknik özellikleriyle kendi s›n›f›ndaki en iyi tankerlerden biri olan yüksek teknolojili bir LNG tafl›y›c›s›. Kirac›lar›m›z için güvenilir ve emniyetli LNG nakliyesi sunmaya devam edece¤imizden eminim.”
Atlanticmax LNG tafl›y›c›lar 170,200 metreküp yük kapasitelerinin yan›s›ra, üç yak›tl› dizel elektrik güç üretme sistemlerine sahipler. Gemilerin zorunlu ‘Ice2’ buz s›n›f› var ve düflük hava s›cakl›klar›nda, sert hava koflullar›nda çal›flmak üzere tasarlanm›fllar. Bu
Sovcomflot Group (SCF) Rusya’n›n en büyük gemicilik flirketi ve (sahip olunan ve kiralanan) filosu zorlu buzlu koflullara sahip bölgelerden hidrokarbon nakliyesinde uzman. Toplam 12.6 milyon dwt’nin üzerinde kapasiteye sahip filo 152 gemiden olufluyor.
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usya’n›n en büyük gemicilik flirketi, LNG nakliyesi sektöründeki potansiyelini Royal Dutch Shell’le yeni bir uzun vadeli anlaflma yaparak gelifltirmeye devam ediyor.
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Vital Updates to the World Magnetic Model Made to Ensure Accurate Navigation Do¤ru Navigasyonu Sa¤lamak ‹çin Dünya Manyetik Modelinde Çok Önemli Güncellemeler Yap›ld›
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OAA (National Oceanic and Atmospheric Administration, United States Department of Commerce) recently announced the World Magnetic Model (WMM), a representation of earths largescale magnetic field and an indispensable complement to GPS devices used by NATO, the United States and United Kingdom militaries, as well as civil applications ranging from mineral exploration to smartphone apps, has been updated. Changes in the earths outer core trigger unpredictable changes in its magnetic field, an invisible force that extends from earths interior to where it meets a stream of charged particles emanating from the sun. For example, over the past few decades the North magnetic pole has been drifting toward Siberia at an irregular speed. This migration can adversely affect the accuracy of navigation if not compensated for by an updated WMM.
“We know the Earth’s magnetic field is constantly changing,” said Stephen Volz, Ph.D., assistant NOAA administrator for NOAA’s Satellite and Information Service. “But thanks to the environmental intelligence gathered from a wide array of platforms, including satellite observations, we can make vital updates to the World Magnetic Model and ensure the most accurate navigation for commercial applications.”
observations of the Earth’s magnetic field, provides accurate magnetic field declination, the difference between true north and magnetic north critical for navigational safety. Scientists continuously survey the magnetic field and can precisely map the present field and its rate of change and then extrapolate changes into the future. WMM-corrected magnetic compass readings are not subject to ionospheric disturbances and work everywhere, including under the sea and in deep canyons.
NOAA (Ulusal Okyanus ve Atmosfer Yönetimi, Birleflik Devletler Ticaret Baflkanl›¤›) k›sa bir süre önce ‘Dünya Manyetik Modeli’nin (WMM) güncellendi¤ini duyurdu. Model, dünyan›n manyetik alan›n›n büyük ölçekli bir temsili ve NATO, Birleflik Devletler ile Birleflik Krall›k ordular›n›n yan› s›ra, maden aramadan ak›ll› telefon uygulamalar›na kadar pek çok sivil uygulama taraf›ndan da kullan›lan GPS cihazlar› için vazgeçilmez bir tamamlay›c› olarak tan›mlan›yor.
“Although GPS is a great tool for navigation, it is limited in that it only provides your position. Your orientation, the direction you are facing, comes from the magnetic field,” said James Friederich, a geodetic scientist at the U. S. National Geospatial-Intelligence Agency.
Dünyan›n d›fl çekirde¤indeki de¤ifliklikler, onun iç kesiminden, güneflten yay›lan yüklü parçac›klar nehriyle karfl›laflt›¤› noktaya dek uzanan, görünmez bir güç olan manyetik alan›nda, öngörülemez de¤ifliklikleri tetikliyor. Son birkaç on y›lda Manyetik Kuzey Kutbu’nun dü-
The WMM is a large-scale representation of Earth’s magnetic field. The blue and red lines indicate the positive and negative difference between where a compass points the compass direction and geographic North. Green lines indicate zero degrees of declination. WMM, Dünyan›n manyetik alan›n›n büyük ölçekli bir temsilidir. Mavi ve k›rm›z› çizgiler bir pusulan›n pusula yönünü gösterdi¤i yerle co¤rafi Kuzey aras›ndaki art› ve eksi fark› gösterir. Yeflil çizgiler s›f›r sapma derecelerini ifade eder.
Updated every five years, the WMM, created using satellite
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zensiz bir h›zla Sibirya’ya do¤ru kay›yor olmas› buna bir örnek. Güncellenmifl bir WMM’yle telafi edilmedi¤i taktirde, bu kayma navigasyonun do¤rulu¤unu olumsuz yönde etkileyebilir. NOAA’n›n Uydu ve Enformasyon Hizmeti Yard›mc› Müdürü Dr. Stephen Volz konuyla ilgili aç›klama yaparken; “Dünyan›n manyetik alan›n›n sürekli olarak de¤iflti¤ini biliyoruz. Ama uydu gözlemleri de dahil olmak üzere çeflitli platformlardan toplanan çevresel istihbarat sayesinde Dünya Manyetik Modelinde önemli güncellemeler yapabiliyor ve ticari uygulamalar için en do¤ru navigasyonu sa¤layabiliyoruz” dedi. Dünyan›n manyetik alanlar›n›n gözlenmesiyle oluflturulmufl ve her befl y›lda bir güncellenen WMM, navigasyon güvenli¤i için yaflamsal önemi olan gerçek kuzey ve manyetik kuzey aras›ndaki fark›, do¤ru manyetik alan sapmalar›n› gösteriyor. Bilim adamlar› sürekli manyetik alan› inceleyerek, mevcut alan ile onun de¤iflim oran›n› tam olarak haritalay›p, de¤ifliklikleri gelece¤e dönük öngörebiliyorlar. WMM düzeltilmifl manyetik pusula okumalar›, iyonosferik bozulmalara u¤ram›yor ve denizin alt› ile derin kanyonlar da dahil olmak üzere her yerde çal›fl›yor. ABD Ulusal Jeo-Uzamsal ‹stihbarat Ajans›nda Jeodezi Uzman› olan James Friederich WMM ile ilgili olarak; “GPS navigasyon için önemli bir araç olmas›na ra¤men, size yaln›zca kendi ko-
“Our war fighters use magnetics to orient their maps. Your smartphone camera and various apps can use the magnetic field to help determine the direction you are facing. All of these examples need the WMM to provide your proper orientation.” The WMM is the standard navigation model for the U.S. Department of Defense, North Atlantic Treaty Organization, International Hydrographic Organization and consumer electronics. For the last 10 years, NOAA’s National Geophysical Data Center (NGDC) in Boulder, Colorado, working with the British Geological Survey in Edinburgh, Scotland, has co-developed the WMM on behalf of the U.S. National Geospatial-Intelligence Agency and the United
WMM’ye ihtiyac› vard›r.” dedi.
Kingdom’s Defence Geographic Centre. NOAA’s partner, the Cooperative Institute for Research in Environmental Studies (CIRES), contributed key science to this project. NOAA’s mission is to understand and predict changes in the Earth’s environment, from the depths of the ocean to the surface of the sun.
numunuzu sa¤lamakla s›n›rl›d›r. Yöneliminiz, yüzünüzü döndü¤ünüz yön manyetik alandan gelir. Askerlerimiz haritalar›n› yönlendirmek için manyetikler kullan›r. Ak›ll› telefonunuzun kameras› ve çeflitli uygulamalar ne yöne yöneldi¤inizi belirlemenize yard›mc› olmak için manyetik alan› kullanabilir. Do¤ru yöneliminizi sa¤lamak için tüm bu örneklerin
ABD Savunma Bakanl›¤›, Kuzey Atlantik Anlaflmas› Örgütü, Uluslararas› Hidrografi Örgütü ve tüketici elektronikleri için, WMM standart bir navigasyon modeli. Son on y›lda, NOAA’n›n Colorado Boulder’deki Ulusal Jeofizik Veri Merkezi (NGDC), ‹skoçya Edinburg’da ‹ngiliz Jeoloji Araflt›rmas›yla birlikte çal›flarak, B.D. Ulusal Jeo-Uzamsal ‹stihbarat Ajans› ve Birleflik Krall›k Savunma Co¤rafi Merkezi ad›na WMM’yi gelifltirdi. NOAA’n›n orta¤›, Çevre Bilimleri Araflt›rmalar› ‹flbirli¤i Enstitüsü (CIRES), bu projeye önemli bilimsel katk›da bulundu. NOAA’n›n misyonu okyanusun derinliklerinden güneflin yüzeyine dek dünya çevresindeki de¤ifliklikleri anlamak ve öngörmek olarak ifade ediliyor.
Largest LNG-powered Ferry LNG’yle Çal›flan En Büyük Feribot
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acGregor, part of Cargotec, has received a contract from German shipbuilder FlensburgerSchiffbau-Gesellschaft (FSG), which has recently been taken over by Siem Industries Inc., for a comprehensive RoRo cargo access equipment package. It is destined for an LNG-powered RoRo ferry that will be constructed at the yard for the Australian owner, SeaRoad; an option remains for one more vessel package. The newbuilding will be 181 metres long, 26.6 metres wide and have more than 1960 lane metres available. Her speed will be 20.5 knots and she will be the largest RoRo ferry with LNG propulsion and the first vessel of this type built by FSG. It is planned to start construction in September 2015 and to deliver the ship in the third quarter of 2016.
The ferry will serve SeaRoad’s planned new regular liner service across the Bass Strait between Melbourne on the Australian mainland and Devonport on the Australian island of Tasmania. FSG says that the vessel will boast a particularly flexible cargo carrying capability and is able to accommodate containers, including reefer units, trailers, cars and hazardous cargo as well as livestock. She will be the first RoRo ferry in the world able to transport reefer containers and hazardous cargo side by side.
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argotec’in bir bölümü olan MacGregor, yak›nlarda Siem Industries Inc. taraf›ndan devir al›nan Alman gemi infla firmas› FlensburgerSchiffbau-Gesellschaft’den (FSG) kapsaml› bir RoRo kargo eriflim donan›m› paketi için sözleflme yapt›. Sözleflme, Avusturalyal› sahibi SeaRoad için tersanede infla edilecek olan LNG’yle çal›flan bir RoRo feribotuna yönelik. Bir di¤er gemi paketi seçene¤i de beklemede. Yeni infla edilecek olan gemi 81 metre uzunlukta, 26.6 metre genifllikte ve 1960’dan fazla liner-
metre kapasiteli olacak. 20.5 knot h›z›ndaki gemi ayn› zamanda LNG tahrik sistemiyle çal›flan en büyük RoRo ve FSG taraf›ndan infla edilmifl bu türden ilk gemi olacak. Geminin inflas›na Eylül 2015’de bafllanmas› ve 2016’n›n üçüncü çeyre¤inde teslim edilmesi bekleniyor. Feribot Searoad’›n Bass Bo¤az› boyunca Avusturalya k›tas›ndaki Melbourne ve Avusturalya’n›n Tasmanya adas›ndaki Devonport aras›nda planlam›fl oldu¤u yeni hat hizmetini verecek. FSG, geminin özellikle esnek yük tafl›ma kapasitesiyle öne ç›kaca¤›n› ve canl› hayvan›n yan› s›ra, so¤utuculu birimler dahil olmak üzere konteynerler, treylerler, arabalar ve tehlikeli yük de bar›nd›rabilece¤ini söylüyor. Gemi, so¤utuculu konteynerlerle tehlikeli kargoyu yan yana tafl›yabilecek dünyadaki ilk RoRo feribotu olacak.
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Hapag-Lloyd and CSAV Amalgamate and Become the Fourth Largest Hapag-Lloyd ile CSAV Birleflti Ve Dördüncü En Büyük Oldu
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fter approval from all the relevant global authorities, Hapag-Lloyd and the Chilean Compañía Sud Americana de Vapores (CSAV) join forces, by merging CSAV´s container business activities into HapagLloyd, becoming the fourth-largest liner shipping company in the world. The corresponding contracts for the merger of the two companies were signed back in April in Hamburg.
The merger of Hapag-Lloyd AG with the container business activities of the Chilean shipping company founded in Valparaíso, in 1872, is expected to result in many synergies. Annual savings of at least USD 300 million are anticipated simply as a result of network optimizations, improvements to productivity and reductions in costs. The merged company will have around 200 vessels with a total capacity of approximately one million TEU, transporting some 7.5 million TEU every year and will set up its fourth regional headquarter in Valparaiso, Chile. With revenue of around USD 12 billion, the combined entity joins the elite group of international shipping companies. Rolf Habben Jansen, Chief Executive Officer of Hapag-Lloyd: “This is a big day for both companies. With Hapag-Lloyd’s strength in Asian traffic and on the North Atlantic, combined with CSAV’s strong position in Latin America, we will become the leading shipping company in this region - and thereby be able to offer our global customers an even more attractive network and wider range of products. Our ability to compete will also be significantly enhanced by closing the gap to the
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top three of our industry”. He continues, “There will be no major changes to the way we work until the transition to the Hapag-Lloyd systems towards the end of the first quarter 2015”. Oscar Hasbún, CEO of CSAV, adds: “We are very proud of the fact that our two long-established companies will now become one of the most prominent players in the global container shipping industry and that this Company has a firm foothold in Latin America, including our home market of Chile”. In addition to integrating CSAV’s container business into HapagLloyd, there are also plans to strengthen the Company by raising capital of EUR 370 million, in which CSAV will take a share of EUR 259 million and Kühne Maritime EUR 111 million. The ownership structure of HapagLloyd AG will therefore change as follows: CSAV will become Hapag-Lloyd’s biggest shareholder with 34% after the cash capital increase. The other shareholders are HGV (23.2%), Kühne Maritime (20.8%), TUI (13.9%), Signal Iduna (3.3%), HSH Nordbank (1.8%), M.M. Warburg (1.8%) and Hanse Merkur (1.1%). The main processes of integrating CSAV’s container business into Hapag-Lloyd are expected to be completed by the end of the second quarter of 2015.
MARINE&COMMERCE DECEMBER 2014
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lgili tüm küresel yetkililerin onay›n›n ard›ndan HapagLloyd ve fiilili Compañía Sud Americana de Vapores (CSAV), CSAV’›n konteyner faaliyetlerini Hapag-Lloyd’a katarak güçlerini birlefltirdi ve dünyadaki dördüncü büyük hat tafl›mac›l›¤› firmas› haline geldi. ‹ki flirketin birleflmesiyle ilgili sözleflmeler Nisan ay›nda Hamburg’da imzaland›. Hapag-Lloyd AG’nin 1872’de Valparaíso’da kurulan fiilili gemicilik flirketinin konteyner faaliyetleriyle birleflmesinin önemli sinerjilerle sonuçlanmas› bekleniyor. Network optimizasyonlar›, verimlilikte iyileflmeler ve maliyetlerde düflüfllerin bir sonucu olarak y›ll›k en az 300 milyon dolarl›k tasarruf öngörülmekte. Birleflen flirketin yaklafl›k olarak toplam bir milyon TEU kapasiteli, her y›l 7.5 milyon TEU civar›nda nakliye yapan 200 civar›nda gemisi olacak ve dördüncü bölgesel genel merkezini fiili, Valparaiso’da kuracak. Birleflik kurum, yaklafl›k 12 milyar dolar geliriyle uluslararas› gemicilik flirketleri elit grubuna dahil oluyor. Hapag-Lloyd CEO’su Rolf Habben: “Bu, her iki flirket için de büyük bir gün. Hapag-Lloyd’un Kuzey Atlantik ve Asya trafi¤indeki gücüyle CSAV’›n Latin Amerika’daki güçlü konumu bir-
leflti¤inde bu bölgedeki lider gemicilik flirketi haline gelecek ve böylelikle dünya genelindeki müflterilerimize çok daha çekici bir a¤ ve daha genifl ürünler yelpazesi sunabilece¤iz. Sektörümüzün ilk üçüyle aram›zdaki fark kapanacak ve rekabet yetene¤imiz de önemli ölçüde geliflecek” dedi ve devam etti: “2015’in ilk çeyre¤inin sonlar›na do¤ru Hapag-Llyod sistemlerine geçene dek çal›flma biçimimizde bir de¤ifliklik olmayacak.” CSAV CEO’su Oscar Hasbún ekledi: “‹ki köklü flirketimizin art›k küresel konteyner tafl›ma sektöründeki en önemli oyunculardan biri haline gelecek olmas› ve bu flirketin, fiili’deki iç pazar›m›z da dahil olmak üzere, Latin Amerika’da sa¤lam bir zemini olmas› son derece gurur verici”. CSAV’›n konteyner iflinin Hapag-Llyod’a entegre edilmesine ilave olarak sermayeyi, CSAV’›n 259 milyon avro ve Kühne Maritime’nin 111 milyon avro pay alaca¤›, 370 milyon avro yükselterek flirketi güçlendirme planlar› da var. Bu durumda Hapag-Lloyd AG’nin mülkiyet yap›s› flu flekilde de¤iflecek: Nakit sermaye art›fl›ndan sonra CSAV %34’le, Hapag-Lloyd’un en büyük hissedar› haline gelecek. Di¤er hissedarlar HGV (%23.2), Kühne Maritime (%20.8), TUI (%13.9), Signal Iduna (%3.3), HSH Nordbank (%1.8), M.M. Warburg (%1.8) ve Hanse Merkur (%1.1). CSAV’›n konteyner iflinin Hapag-Lloyd’a entegre edilmesiyle ilgili ana ifllemlerinin 2015’in ikinci çeyre¤i sonunda tamamlanmas› bekleniyor.
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USMRC and ClassNK to Team up on LNG, Offshore and Cybersecurity R&D Projects USMRC ve ClassNK LNG, Aç›k Deniz ve Siber Güvenlik ARGE Projelerinde Birlikte Çal›flacak
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he United States Maritime Resource Center (USMRC) in Middletown, Rhode Island and ClassNK, a leading ship classification society based in Tokyo, Japan, have signed a Memorandum of Understanding (MOU) laying out a framework for future technical cooperation to carry out joint research and development activities for the maritime industry. This marks the first time a major ship classification society has teamed with a prominent marine operations simulation center engaged in specialized training and research in North America. “Our goal is to support the safety of ships not only from the technological point of view, but also the human factor perspective. The need for qualified seafarers who are familiar with the latest maritime technology is essential for the sustainable development of the shipping industry,” said ClassNK Executive Vice President Koichi Fujiwara. “USMRC not only has the specialized knowledge to address these issues, but also has rich experience in maritime training. I am sure that this collaboration will greatly contribute to the future maritime education and training in the world.” The initial joint project will focus on the development of practical LNG bunkering
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simulation tools to further enhance USMRC’s existing niche portfolio of LNG bunkering training programs. This type of training, augmented with high fidelity simulations, better prepares mariners and shore-based personnel to safely handle LNG as a marine fuel. “We were the first to offer LNG bunkering safety training in the United States,” said USMRC President Brian Holden. “The signing of this MOU will allow us to take another leap forward in this area by developing practical, hands-on LNG bunkering simulation tools to make this training even better.” As a recognized expert and industry leader in developing national and international training standards for LNG bunkering operations and employing simulation to improve the development of maritime human capital, USMRC’s role will be to oversee the execution of the project. The MOU also calls for USMRC and ClassNK to work together to offer Dynamic Positioning and other critical training capabilities to meet the needs of the offshore energy sector. ClassNK also has agreed to support USMRC’s technical research and other activities related to maritime cybersecurity - an emerging and significant risk to maritime safety.
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Koichi Fujiwara
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hode Island, Middletown’daki Birleflik Devletler Denizcilik Kayna¤› Merkezi (USMRC) ile Japonya, Tokyo merkezli önde gelen gemi klas kuruluflu ClassNK, denizcilik sektöründe ortak araflt›rma ve gelifltirme faaliyetleri sürdürmek için gelecekteki teknik iflbirli¤inin çerçevesini düzenleyen bir Mutabakat Bildirisi (MOU) imzalad›lar. Bu, büyük bir klas kurulufluyla Kuzey Amerika’da uzman e¤itim ve araflt›rma ifliyle ifltigal eden önde gelen bir deniz operasyonlar› simülasyon merkezinin birlikte çal›flmas›n›n ilk örne¤i. Class NK Baflkan vekili Koichi Fujiwara; “Amac›m›z yaln›zca teknolojik bak›fl aç›s›ndan de¤il, insan faktörü aç›s›ndan da gemilerin güvenli¤ini desteklemek. En son denizcilik teknolojisini bilen nitelikli denizci gereksinimi, gemicilik sektörünün sürdürülebilir geliflimi için çok önemlidir. USMRC yaln›zca bu konular› dile getirmek için yeterli uzman bilgisine sahip olmakla kalmay›p, denizcilik e¤itiminde zengin deneyime de sahip. Bu iflbirli¤inin dünyan›n gelecekteki denizcilik e¤itim ve ö¤retimine büyük katk›da bulunaca¤›ndan eminim” dedi. ‹lk ortak proje, USMRC’nin mevcut LNG yak›t ikmali e¤itim programlar› nifl dosyas›n› daha
Brian T. Holden
da gelifltirmek için, pratik LNG yak›t ikmali simülasyon araçlar›n›n gelifltirilmesine odaklanacak. Yüksek duyarl›l›kl› simülasyonlarla geniflletilmifl bu türden e¤itimler, denizcileri ve k›y›da konufllanm›fl personeli bir deniz yak›t› olarak LNG’yi güvenli bir biçimde ele almaya daha iyi haz›rlayacak. USMRC Baflkan› Brian Holden flunlar› söylüyor: “Birleflik Devletlerde LNG yak›t ikmali güvenlik e¤itimini ilk verenler bizlerdik. MOU’nun imzalanmas›, e¤itimimizi daha da iyi k›lmak için pratik, uygulamal› LNG yak›t ikmali simülasyonu gelifltirerek bu alanda bir s›çrama daha yapmam›za olanak sa¤layacak.” Yak›t ikmal operasyonlar› için ulusal ve uluslararas› e¤itim standartlar› gelifltiren ve denizcilikte insan yat›r›m›n› iyilefltirmek için simülasyon kullanan ünlü bir uzman ve piyasa lideri olarak USMRC’nin rolü projenin uygulanmas›n› gözetmek olacak. MOU, aç›k deniz enerji sektörünün gereksinimlerini karfl›lamak ve Dinamik Konumlama ile di¤er önemli e¤itim becerilerini sunmak için USMR ve ClassNK’n›n birlikte çal›flmas›n› da öngörüyor. ClassNK, USMRC’nin deniz güvenli¤inde yeni ortaya ç›kan ve önemli bir risk olan denizcilik
Technologically Advanced Exhaust Gas Cleaning System Nippon Yusen Kabushiki Kaisha (NYK Line), the Monohakobi Technology Institute (MTI), which is an NYK Group company, and ClassNK have teamed up with Singapore-based Nanyang Technological University and Sembcorp Marine Technology Pte. Ltd. for research on an exhaust gas cleaning system (EGCS) intended to be used to control SOx emissions outside emission control areas (ECAs). This joint research project between Singapore and Japan will be funded by a grant from the Singapore Maritime Institute and carried out with the support of the ClassNK Joint R&D for Industry Program. Unlike the development of EGCSs intended for use inside ECAs, this research will focus
bu ortak araflt›rma projesi Singapur Denizcilik Enstitüsü’nün bir ba¤›fl›yla finanse edilecek ve Endüstri Program› ClassNK Ortak ARGE’nin deste¤iyle yürütülecek.
siber güvenli¤iyle ilgili araflt›rma ve di¤er faaliyetlerini desteklemeyi de kabul etti.
on the future need to comply with SOx emissions regulations outside ECAs after 2020 or 2025. Working with a leading EGCS manufacturer, the project will utilize the most advanced technology available to simplify EGCS operations, as well as reduce costs and CO2 emissions compared with existing conventional EGCSs for ECAs. The project will also aim to promote the development of new technologies for system installation such as simplification and miniaturization, in order to ensure that the system can be installed on a variety of ship types, as well as newbuildings and existing vessels.
‹leri Teknoloji Egzoz Gaz› Temizleme Sistemi Nippon Yusen Kabushiki Kaisha (NYK Line), NYK Grubunun flirketi olan Monohakobi Teknoloji Enstitüsü (MTI) ve ClassNK emisyon kontrol alanlar› (ECA) d›fl›nda SOx yay›m›n› kontrol etmede kullan›lmas› amaçlanan egzoz gaz› temizleme sistemi (EGCS) üzerine bir araflt›rma için Singapur kökenli Nanyang Technological University and Sembcorp Marine Technology Pte. Ltd ile birlikte çal›flacak. Singapur ve Japonya aras›ndaki
ECA alanlar› içinde kullan›lmas› amaçlanan EGCSlerin aksine bu araflt›rma 2020 ya da 2025 sonras›nda ECAlar›n d›fl›ndaki SOx yay›m› yönetmeliklerine uymak için gelecekteki ihtiyaç üzerine odaklanacak. Proje, önde gelen bir EGCS üreticisiyle birlikte çal›flarak ECA’lar için varolan geleneksel EGCS’lerle k›yasland›¤›nda maliyetleri ve CO2 yay›m›n› azaltman›n yan› s›ra EGCS operasyonlar›n› basitlefltirmek için mevcut olan en ileri teknolojiden yararlanacak. Proje, sistemin infla edilen ve mevcut gemilerin yan› s›ra, genifl bir gemi türü yelpazesine de kurulabilmesini sa¤lamak için sistem kurulumunda basitlefltirme ve minyatürleflme gibi yeni teknolojilerin gelifltirilmesini de desteklemeyi amaçl›yor.
Hempel Dutch Coatings Manufacturer Schaepman Hempel, Hollandal› Boya Üreticisi Schaepman’› Sat›n Ald›
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empel announced that it has acquired Schaepman’s Lakfabrieken B.V, a leading Dutch supplier of specialised industrial, protective and decorative coatings. The acquisition is part of Hempel’s five-year growth strategy, One Hempel - One Ambition, and supports its goal of becoming one of the world’s top-10 largest coatings suppliers by the end of 2015. The acquisition will enable Hempel to benefit from Schaepman’s proven expertise in protective coatings. At the same time, existing Schaepman customers will gain access to Hempel’s broad range of products and expert global support. Hempel’s
Jesper Bodtkjer - Hempel, Berend ten Doeschate - Schaepman
global presence will also ensure Schaepman’s specialist products are available to a wider customer base. Hempel acquired the US-based protective coatings manufacturer Blome International Inc. in 2012. Hempel has seen significant growth in the Americas as a result and many Blome products are now available to Hempel’s global customers.
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empel, özel endüstriyel koruyucu ve dekoratif boyar›n önde gelen Hollandal› tedarikçisi Schaepman’s Lakfabrieken B.V flirketini sat›n ald›¤›n› bildirdi. Bu al›m Hempel’in befl y›ll›k büyüme stratejisi ‘Bir Hempel- Bir Tutku’nun parças› ve onun 2015 sonu itibar›yla dünyan›n en büyük 10 boya tedarikçisinden biri olma hedefini destekliyor.
Söz konusu sat›n alma Hempel’in Schaepman’›n koruyucu kaplamalar alan›ndaki kan›tlanm›fl uzmanl›¤›ndan yararlanmas›n› sa¤layacak. Ayn› zamanda, Schaepman’›n mevcut müflterileri Hempel’in genifl ürün yelpazesine ve uzman küresel deste¤ine eriflebilecekler. Hemple’in küresel mevcudiyeti Schaepman’›n uzman ürünlerinin daha genifl bir müflteri taban›na ulaflmas›n› da sa¤layacak. Hempel 2012’de BD kökenli koruyucu boy a üreticisi Blome International Inc’i sat›n ald›. Bunun sonucunda Amerika’da önemli bir büyüme gösterdi ve Blome ürünlerinin pek ço¤u art›k Hempel’in küresel müflterilerine ulafl›yor.
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Arctic Suit Triumphs Over Extreme Temperatures Arktik Giysi Uç S›cakl›klar Karfl›s›nda Zafer Kazand›
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long-time favorite of mariners facing arctic survival risks, Viking’s PS5002 immersion suit has been upgraded and independently tested at temperatures as low as -62.6 degrees Celsius.
survivors at dawn or dusk against the sea as a background. Both the extended survival time and higher visibility can be decisive factors in a part of the world that experiences around-the-clock darkness for much of the year.
One of the leading marine and fire safety equipment company Viking Life-Saving Equipment has released the latest model of its popular polar-conditions immersion suit, the Viking PS5002. The suit’s launch was preceded by one of the most rigorous sub-zero tests ever conducted on this type of personal protection equipment (PPE).
For Jens Peter Kruse, the suit’s on-going design brief is clear: “In polar conditions, when you need safety equipment, you need it to be fully functional and donned quickly and safely. It’s got to allow as much time as possible to be rescued, and it should make you really stand out. And having to don only one item instead of two, as is the case for standard immersion suits that must be worn with a lifejacket, may turn out to be crucial for raising your chances of survival.”
“The PS5002 is a very popular suit that has been proven in polar conditions during many years in the field,” says Jens Peter Kruse, Viking’s Vice President for PPE. “Now, with many of our customers expanding their operations into extremely cold regions, we’ve upgraded both the suit’s capabilities and the tests we subject it to.” Designed to be worn without a lifejacket, the latest PS5002 features a double layer of insulation - compared with standard immersion suits - that offers protection from extreme cold. The integrated inherent buoyancy keeps as much of the wearer’s body as possible clear of the icy water and the suit can therefore be worn without a lifejacket. The design extends the length of time the wearer can be expected to survive, providing valuable extra time for search and rescue teams to locate and assist survivors. Also new to the PS5002 is outstanding high visibility yellow, which is particularly useful for rescue teams attempting to spot
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Cold Donning Test According to SOLAS guidelines, an immersion suit of this type should be capable of being donned in 5 minutes or less at temperatures as low as -30 degrees Celsius (2 minutes in regular temperatures). Viking chose, however, to put its product to a far more demanding test, reflecting the realities of the toughest and most dangerous Polar regions. The packed PS5002 immersion suit was refrigerated at -60 degrees Celsius for 24 hours before being removed and donned by a test person wearing approved test clothing. In every case, the suit was able to be donned well within the allotted time.
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rktik hayatta kalma riskleriyle yüz yüze olan denizcilerin uzun zamand›r gözdesi Viking’in PS5002 batmaz giysisi yenilendi ve -62.6 OC kadar düflük ›s›larda ba¤›ms›z olarak test edildi. Denizcilik ve yang›n emniyet donan›m firmas› Viking LifeSaving Equipment, ra¤bet gören kutup flartlar› batmaz giysisinin son modeli olan Viking PS5002’yi ç›kard›. Giysinin tan›t›m›ndan önce bu türden kiflisel koruma donan›m› (PPE) üzerine gerçeklefltirilmifl en zorlu s›f›r-alt› testlerden biri gerçeklefltirildi. Viking PPE Baflkan Yard›mc›s› Peter Kruse; “PS5002 uzun y›llar boyunca kutup flartlar›nda kan›tlanm›fl, çok tutulan bir giysidir. fiimdi, operasyonlar›n› afl›r› so¤uk bölgelere yayan pek çok müflterimizle birlikte giysinin hem yeteneklerini, hem de onu tabi tuttu¤umuz testleri gelifltirdik” dedi. Can yele¤i olmadan giymek üzere tasarlanan bu son model, standart batmaz giysilerle k›yasland›¤›nda afl›r› so¤uktan korunmay› sa¤layan, çift kat yal›t›m özelli¤i tafl›yor. Kendinde varolan bütünleflik batmazl›k özelli¤i giyenin bedeninin olabildi¤ince genifl bölümünü buzlu sudan uzak tutuyor ve böylece giysi can yele¤i olmadan giyilebiliyor. Tasar›m, hayatta kalanlar›n yerini saptamak ve yard›m etmek
için arama kurtarma ekiplerine çok de¤erli ek zaman sa¤layarak, giyenin beklenen hayatta kalma süresini uzat›yor. PS2005’de yeni olan bir di¤er fley de, özellikle deniz arka plan› üstünde flafakta ya da alacakaranl›kta hayatta kalanlar› saptamaya çal›flan kurtarma ekipleri için faydal› olan yüksek görünürlükte sar› rengi. Dünyan›n y›l›n ço¤unda 24 saat karanl›kta olan bölümünde hem uzat›lm›fl hayatta kalma süresi, hem de daha yüksek görünürlük belirleyici etmenler olabilir. Jens Peter Kruse’a göre giysinin sürmekte olan tasar›m özeti aç›k: “Kutup flartlar›nda güvenlik donan›m›na ihtiyac›n›z oldu¤unda onun tümüyle ifllevsel ve h›zla, güvenli biçimde giyilir olmas›na da ihtiyac›n›z vard›r. Kurtar›lmak için olabildi¤ince uzun zaman vermesi ve gerçek anlamda dikkat çekmenizi sa¤lamas› laz›m. Can yele¤iyle birlikte giyilmesi gereken standart batmaz giysilerde oldu¤unun aksine iki yerine yaln›zca bir parça giyilmesi hayatta kalma flans›n›z› yükseltmek için yaflamsal önem tafl›yabilir.”
So¤ukta Giyinme Testi SOLAS k›lavuzuna göre bu türden bir batmaz giysi -30 OC kadar düflük ›s›larda 5 dakika ya da daha k›sa sürede (normal ›s›larda 2 dakikada) giyilebilir olmal›d›r. Ancak, Viking kendi ürününü en zorlu ve en tehlikeli Kutup bölgelerinin gerçeklerini yans›tan çok daha iddial› bir teste tabi tutmay› seçti. Bir deney kiflisi onaylanan test giysisini ç›kar›p giymeden önce, paketlenmifl PS5002 batmaz giysisi 34 saat boyunca -60 O C’de tutuldu. Her koflulda, giysi belirlenen süre içinde giyilebildi.
FUTURE // GELECEK
NEXT MAJOR TRANSITION: SHIP INTELLIGENCE B‹R SONRAK‹ BÜYÜK DÖNÜfiÜM: GEM‹ ZEKASI Rolls-Royce predicts that Ship Intelligence will be the next major transition for the shipping industry as ships are set to become more complex and will require high levels of data analysis to operate on-board systems to manage propulsion, navigation and potentially lead to autonomous vessels. Gemiler giderek daha karmafl›k hale gelmeye bafllad›¤›ndan ve güverte sistemlerini çal›flt›rmak, itifl gücünü, seyri ayarlamak için yüksek düzeyde veri analizine gerek olaca¤›ndan Rolls-Royce, gemicilik sektöründe bir sonraki önemli dönüflümün Gemi Zekas› olaca¤›n› ve olas›l›kla kendi kendini yöneten gemilere yol açaca¤›n› öngörüyor.
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The windows of the bridge serve as augmented reality displays of the vessel’s surroundings, including visualisation of potential hazards that would otherwise be invisible to the human eye. The system can, for example, pinpoint sea ice or tug boats and other craft that may not be visible to the crew, especially on large container ships.
Köprünün pencereleri, aksi durumda insan gözünün göremeyece¤i olas› tehlikelerin görsellefltirilmesi de dahil olmak üzere, gemi çevresinin geniflletilmifl gerçek görüntüleri olarak hizmet görüyor. Örne¤in, sistem özellikle büyük konteyner gemilerinde mürettebat›n görmeyebilece¤i deniz buzlar›n›n ya da römorkörlerin ve di¤er araçlar›n yerini kesin olarak belirleyebiliyor.
Mikael Makinen, Rolls-Royce, President - Marine, said: “We are entering a truly exciting period in the history of shipping, where technology, and in particular the smart use of Big Data is going to drive the next generation of ships. Over the next ten to 20 years we believe Ship Intelligence is going to be the driving force that will determine the future of our industry, the type of ships at sea,
Rolls-Royce, Deniz Baflkan› Mikael Makinen, flunlar› söyledi: “Denizcilik tarihinde, teknoloji ve özellikle de Büyük Verinin ak›ll› kullan›m›n›n yeni nesil gemileri yönetece¤i, gerçekten heyecan verici bir döneme giriyoruz. Önümüzdeki 10 ila 20 y›l içinde Gemi Zekas›n›n sektörümüzün gelece¤ini, denizdeki gemilerin türünü ve yar›n›n denizcilerinden beklenecek yetkinlik düzeylerini belirleyecek itici güç olaca¤›na inan›yoruz.
ogether with VTT Technical Research Centre of Finland, RollsRoyce unveiled its latest vision of Ship Intelligence - a futuristic ship’s bridge concept which could become reality by 2025.
Rolls-Royce has worked together with VTT’s researchers and Aalto University to develop the new bridge, known as the Future Operator Experience Concept or ‘oX’. It offers the crew smart workstations, which automatically recognise individuals when they walk into the bridge, and adjust to their own preferences.
Unified Bridge on Stril Luna
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olls-Royce, Finlandiya’n›n VTT Teknik Araflt›rma Merkeziyle birlikte son Gemi Zekas› vizyonunu aç›klad›: 2025’de gerçek olabilecek fütüristik gemi köprüsü kavram›.
Rolls-Royce Gelece¤in Operatör Deneyimi Kavram› ya da ‘oX’ olarak bilinen yeni köprüyü gelifltirmek için VTT’in araflt›rmac›lar› ve Aalto Üniversitesiyle birlikte çal›flt›. oX, mürettebata köprüye girdiklerinde bireyleri otomatik olarak tan›yan ve kendini onlar›n tercihlerine uyduran ak›ll› ifl istasyonlar› sunuyor.
Tug // Römorkör
FUTURE // GELECEK
Remote operated cargo vessel Uzaktan kumanda edilen yük gemisi
and the competence levels required from tomorrow’s seafarers. The new oX bridge concept, is one example of ship intelligence, and is a glimpse into the future where significant advances to navigation, efficiency of operations and safety at sea, can be achieved. With the demands of environmental legislation and rising operating costs, ships are going to become more complex. Add to that the fact that skilled crews are already in short supply, then we see a distinct gap opening up between the complexity of ships and the competency of the people who will crew them. That will cause real problems for the industry, and we believe it is ship intelligence, that will fill that gap.” The oX concept, has been developed by studying user experience on ships today, and will transform the operating environment for crews on board large cargo ships and platform supply vessels. Using advanced 3D animation to illustrate just what could be achieved in the next decade, the new concept will utilise the latest digital techniques to create safer and more energy efficient ship operations. Today, Rolls-Royce already has many of the technologies that will be part of the intelligent ships of the future. The Unified Bridge system has recently entered service on the vessel Stril Luna, representing a new ergonomic approach to all the activity required on the bridge of a ship, coordinating the operation of on-board equipment ranging from engines to propulsion and cargo handling. The remote monitoring of equipment on board ships is also advancing, and Rolls-Royce has control centres in Alesund, Norway, and Rauma, Finland, where many ships and thrusters are already monitored in real-time in operation around the world. Oskar Levander, Rolls-Royce, Vice President - Innovation Marine, also said: “Many of the technology building blocks that will control the ships of the future are already available today, but there is still work to be done to develop marine solutions from them. We are investing in ship intelligence, which will be a major driver of the next transition era of shipping. Much in the way that sail gave way to steam powered ships, and coal gave way to oil, we will see increasingly sophisticated ships, highly automated and perhaps even unmanned remote controlled, plying the seas within the next two decades.” &
Oskar Levander
Yeni oX köprü kavram›, gemi zekas›n›n bir örne¤i ve denizde seyir, operasyonlar›n verimlili¤i ve güvenlikte önemli geliflmelerin baflar›labilece¤i gelece¤in anl›k bir görüntüsüdür.
Çevre mevzuatlar›n›n gereklilikleri ve yükselen iflletme maliyetleriyle gemiler giderek daha karmafl›k hale gelecek. Yetenekli mürettebat›n daha flimdiden zor bulunur olmas› da buna eklendi¤inde gemilerin karmafl›kl›¤›yla onlar›n personeli olacak kiflilerin yeterlili¤i aras›nda belirgin bir boflluk aç›ld›¤›n› görüyoruz. Bu durum sektör için gerçek sorunlar yaratacak ve bu bofllu¤u gemi zekas›n›n dolduraca¤›na inan›yoruz.” oX konsepti günümüzde gemilerdeki kullan›c› deneyimini inceleyerek gelifltirildi ve büyük yük gemileri ile platform destek gemileri güverte personeli için çal›flma ortam›n› de¤ifltirecek. Önümüzdeki on y›lda baflar›labilecek olanlar› göstermek için geliflmifl 3 boyutlu animasyon kullanan yeni konsept, daha güvenli ve daha yüksek enerji tasarruflu gemi operasyonlar› oluflturma noktas›nda en son dijital teknolojilerden yararlanacak. Rolls-Royce gelece¤in ak›ll› gemilerinin bir parças› olacak olan teknolojilerden ço¤una bugünden sahip. Makinelerden itifl gücüne ve kargo yüklemesine kadar uzanan güverte donan›m›n›n çal›flt›r›lmas›n› koordine ederek, bir geminin köprüsünde gerekli olan tüm faaliyetlere yeni bir ergonomik yaklafl›m› temsil eden Birleflik Köprü sistemi, yak›n zamanda Stril Luna gemisinde hizmete girdi. Gemideki donan›m›n uzaktan izlenmesi de ilerleme aflamas›nda. Rolls-Royce’un Norveç Alesund ve Finlandiya Rauma’da gemiler ile iticilerin dünya genelinde gerçek zamanl› operasyonda izlendi¤i kontrol merkezleri mevcut. Rolls-Royce Deniz Yenilik Baflkan Yard›mc›s› Oskar Levander konuyla ilgili olarak; “Gelece¤in gemilerini kontrol edecek olan teknolojinin yap› tafllar›ndan ço¤u, bugün de mevcut ama onlardan denizcilik çözümleri üretmek için yap›lmas› gereken hala çok ifl var. Gemicili¤in bir sonraki dönüflüm ça¤›n›n ana itici gücü olacak olan gemi zekas›yla ilgileniyoruz. Yelkenin yerini buhar gücüyle çal›flan gemilere ve kömürün petrole b›rakt›¤› gibi önümüzdeki 20 y›lda giderek daha sofistik hale gelen, yüksek otomasyonlu ve belki de insans›z, uzaktan kumanda edilen gemilerin denizlerde seyir etti¤ini görece¤iz” diyor. & MARINE&COMMERCE ARALIK 2014
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SEASPAN FERRIES BUILDS TWO NEW LNG FUELLED VESSELS SEASPAN FERRIES ‹K‹ YEN‹ LNG YAKITLI GEM‹ ‹NfiA ETT‹R‹YOR Seaspan Ferries Corporation (SFC) of North Vancouver, BC, Canada, announced that Sedef Shipyard of Istanbul, Turkey has been awarded the contract for the construction of two new dual-fuelled (diesel and liquefied natural gas) ferries. SFC’s contract award comes on the heels of an extensive and competitive procurement process that included more than 40 shipyards around the world, as well as a thorough analysis of Seaspan Shipyard’s capacity to construct these vessels at its new facility at Vancouver Shipyards. Kanada Kuzey Vancouver’daki Seaspan Ferries Corporation (SFC), iki yeni çift-yak›tl› feribotun infla sözleflmesini ‹stanbul’daki Sedef Tersanesi’ne verdi¤ini aç›klad›. SFC’nin sözleflmesi, Seaspan Tersanesi’nin bu gemileri Vancouver’daki yeni tesislerinde infla etme kapasitesinin eksiksiz bir analizinin yan› s›ra, dünya genelinde 40’dan fazla tersaneyi içeren kapsaml› ve rekabetçi bir tedarik sürecinin ard›ndan geldi.
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he 148.9 metre ferries, both expected to be in operation by late 2016, will accommodate up to 59 trailers. Construction is scheduled to start in early 2015.
“Seaspan is pleased to partner with Sedef Shipyard to build two new state-of-the-art ferries. The announcement demonstrates a clear commitment to our drop-trailer customers through the modernization of an aging fleet. One of Seaspan’s Core Values is care for the environment and we are committed to ensuring the conservation of Canadian oceans and waterways,” said Steve. “These new, technologically advanced ferries will reduce our greenhouse gas emissions significantly compared to current alternatives while ensuring the highest level of efficiency, performance and reliability.” said Steve Roth, Vice President, Seaspan Ferries Corporation. SFC’s contract award comes on the heels of an extensive and competitive procurement process that included more than 40 shipyards around the world, as well as a thorough analysis of Seaspan Shipyard’s capacity to construct these vessels at its new facility at Vancouver Shipyards. “Our decision to have a non-Seaspan shipyard build our new ferries was not made lightly, but it was a simple decision based on capacity,” said Jonathan Whitworth, CEO, Seaspan.
“We are laser-focused on successfully delivering our multi-year, multi-billion dollar project to build vessels for the men and women of the Royal Canadian Navy and Canadian Coast Guard under the
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016 y›l› sonunda iflletmeye girece¤i bildirilen iki yeni çift yak›tl› (dizel ve s›v›laflt›r›lm›fl do¤al gaz) Seaspan feribotlar›, 148.9 metre boyunda ve 59 adede kadar treyler bar›nd›racak. Gemilerin inflas›n›n 2015 bafl›nda bafllamas› planlanıyor. Seaspan Ferries Corporation Baflkan Yard›mc›s› Steve Roth flunlar› söyledi: “Seaspan olarak, iki yeni son teknoloji feribotun yap›m›nda Sedef Tersanesiyle ortak olmaktan mutluyuz. Bu aç›klama, yafllanmakta olan bir filonun modernizasyonu sayesinde treyler müflterilerimize daha iyi hizmet kararl›l›¤›m›z› gösteriyor. Seaspan’›n Temel De¤erlerinden biri çevreye özendir ve Kanada Okyanuslar› ile su yollar›n›n korunmas›n› sa¤lamaya kararl›y›z. Bu yeni, teknolojik olarak ileri feribotlar mevcut alternatiflere k›yasla sera gaz› sal›m›m›z› önemli ölçüde azalt›rken en yüksek düzeyde verimlilik, performans ve güvenilirlik sa¤layacakt›r.” SFC’nin sözleflmesi, Seaspan Tersanesi’nin bu gemileri Vancouver’daki yeni tesislerinde infla etme kapasitesinin eksiksiz bir analizinin yan› s›ra, dünya genelinde 40’dan fazla tersaneyi içeren kapsaml› ve rekabetçi bir tedarik sürecinin ard›ndan geldi. fiirketin CEO’su Jonathan Whitworth ise; “Yeni feribotlar›m›z› Seaspan d›fl›nda bir tersanenin infla etmesi, kapasiteye dayal› basit bir karard› ama kolay verilmedi” dedi ve devam etti; “Biz, Ulusal Gemi ‹nflas› Tedarik Stratejisi (NSPS) uyar›nca, Kanada Kraliyet Donanmas› ve Kanada Sahil Güvenli¤i üyelerine gemi infla etmek için uzun süreli, oldukça yüksek maliyetli projemizi baflar›yla teslim etmeye odakland›k. Birinci s›n›f bir gemi infla ve
ORDER // S‹PAR‹fi
National Shipbuilding Procurement Strategy (NSPS). We have established a world-class shipbuilding and ship repair centre of excellence, and are working to returning B.C.’s shipbuilding industry to its once thriving roots, as evidenced by our recently completed state-of-the-art facility at Vancouver Shipyards. For the next five to seven years, our new vessel building capacity will be solely dedicated to the NSPS Non-Combat vessels.” Sedef Shipyard is world renowned for its shipbuilding capability and expertise, having built more than 175 vessels since it was first founded in 1975. Sedef is owned by Turkon Holdings, which provides marine transportation and shipbuilding services, along with marina, hotel and other tourism ventures. “We feel very honoured to be chosen as Seaspan’s shipbuilding partner and we will take great pride in building their new ferries,” said Orkun Kalkavan, Board Member of Sedef Shipyard. “The technical side of the project is also a matter of pride due to the dual fuel-LNG hybrid particulars of the vessels, which we feel demonstrate our shipyard’s commitment to building sophisticated and environmentally friendly vessels. The entire shipyard is excited about this project and dedicated to building Seaspan’s ships on-time and on-budget.” Seaspan is an association of Canadian companies primarily involved in coastal marine transportation, shipdocking/ship escort, ship repair and shipbuilding services in Western North America. In addition to the marine transportation services offered directly through Seaspan, commercial ferry, shipyard and bunkering services are provided via affiliate companies: Marine Petrobulk, Seaspan Ferries, Vancouver Drydock, Vancouver Shipyards and Victoria Shipyards.
ELKON AWARDED CONTRACT FOR ELECTRICAL INSTALLATION & PROPULSION SYSTEM Elkon (Istanbul), a subsidiary of Imtech Marine, has been awarded the delivery of the electrical equipment, propulsion system and services for these two Seaspan hybrid ferries. For these vessels Elkon will contribute substantially to reducing emissions, by being responsible for the design, specification, production and installation of the complete Electrical system, including the Hybrid Electrical Propulsion system, battery system and automation system. Ali Can Yurdakul, Elkon Manager Sales & Marketing, commented: “These vessels are complex and very innovative with the additional hybrid battery system. Elkon is proud to have been awarded this contract from Sedef to assist the yard in completing this innovative and sustainable project.” &
mükemmel bir gemi onar›m merkezi kurduk ve Vancouver Tersanelerindeki yeni tamamlanan son teknoloji tesisimizin de gösterdi¤i gibi British Colombia’n›n gemi infla sektörünü eski sa¤lam köklerine geri döndürmeye çal›fl›yoruz. Önümüzdeki 5-7 y›ll›k süreçte yeni gemi infla kapasitemiz yaln›zca NSPS destek gemilerine ayr›lm›fl olacak.” 1975 y›l›nda kurulan Sedef Tersanesi, gemi infla konusundaki uzmanl›¤› ve kapasitesiyle dünya genelinde bilinen bir tersane. Sedef; marina, otel ve di¤er turizm giriflimlerinin yan› s›ra deniz tafl›mac›l›¤› ve gemi inflas› hizmetleri de veren Turkon Holding’in bünyesinde yer al›yor. Tersane Yönetim Kurulu Üyesi Orkun Kalkavan konuyla ilgili olarak; “Seaspan’›n gemi infla orta¤› seçilmekten fleref duyuyoruz ve onlar›n yeni feribotlar›n› infla etmekten büyük gurur duyaca¤›z. Tersanemizin sofistike ve çevre dostu gemiler infla etme kararl›l›¤›n› yans›tan bu gemilerin, çift yak›t-LNG hibrit özellikleri nedeniyle, projenin teknik yönü de ayr› bir gurur kayna¤›. Tüm tersane bu projeden heyecan duyuyor ve Seaspan gemilerini zaman›nda, bütçesi içinde infla etmeye adanm›fl durumda.”
Seaspan, Bat› Kuzey Amerika’da esas olarak k›y› deniz tafl›mac›l›¤›, gemi havuzlama/römorkaj, gemi onar›m ve gemi infla hizmetleriyle ifltigal eden Kanada flirketlerinin oluflturdu¤u bir birlik. Do¤rudan Seaspan üzerinden sa¤lanan deniz tafl›mac›l›¤› hizmetlerine ek olarak ticari feribot, tersane ve yak›t ikmal hizmetleri ba¤l› flirketler olan Marine Petrobulk, Seaspan Feribotlar›, Vancouver Kuru Havuz, Vancouver Tersaneleri ve Victoria Tersaneleri taraf›ndan veriliyor.
ELKON, ELEKTR‹K TES‹SATI VE TAHR‹K S‹STEM‹ ‹Ç‹N SÖZLEfiME YAPTI Imtech Marine’in bir kuruluflu olan Elkon (‹stanbul), bu iki Seaspan hibrit feribotu için elektrik donan›m›, tahrik sistemi ve hizmetlerini vermek üzere sözleflme imzalad›. Hibrit Elektrikli Tahrik sistemi, batarya sistemi ve otomasyon sistemi dahil olmak üzere tüm elektrik sisteminin tasar›m›, belirtimi, üretimi ve kurulumundan sorumlu olarak Elkon bu gemilere sal›n›m azaltma konusunda da katk›da bulunacak. Elkon Sat›fl ve Pazarlama Müdürü Ali Can Yurdakul flunlar› söyledi: “‹lave hibrit batarya sistemiyle bu gemiler karmafl›k ve çok yenilikçi. Elkon bu yenilikçi ve sürdürülebilir projenin tamamlanmas›nda tersaneye yard›mc› olmak için Sedef’ten bu ihaleyi almaktan gurur duyuyor.” &
MARINE&COMMERCE ARALIK 2014
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According the American Association of Port Authorities, U.S. ports are expected to spend $46 billion in port improvements by 2017. The Port of Long Beach alone is investing $4.5 billion on a 10-year capital improvement program. But, while many port authorities have committed to spending billions of dollars to prepare for the bigger vessels (10,000-plus TEU’s), there is no guarantee that the mega ships will call their port. On top of the excess capacity seen at ports across the nation, liners are forming new shipping alliances to maximize the economies of scale made possible by the mega vessels. The combination of the growing vessel capacity and the formation of new alliances is
Amerikan Liman ‹dareleri Birli¤ine göre, 2017’ye kadar ABD limanlar›n›n liman iyilefltirmelerine 46 milyar dolar harcamas› bekleniyor. Tek bafl›na Long Beach Liman› 10 y›ll›k bir kamu iyilefltirme plan›na 4.5 milyar dolar yat›r›yor. Ama pek çok liman yönetimi daha büyük gemilere (10,000 TEU ve üstü) haz›rlanmak için milyarlarca dolar harcamaya kararl›yken, mega gemilerin onlar›n limanlar›na u¤rayaca¤›n›n bir garantisi yok. Tüm yurttaki limanlarda görülen afl›r› kapasiteye ilaveten hat iflletmecileri mega gemilerin mümkün k›ld›¤› ölçek ekonomilerini maksimize etmek için yeni nakliye ittifaklar› oluflturuyor. Artan gemi kapasitesi ve yeni ittifaklar oluflturulmas› birleflti¤inde bu, uzun vadeli
arger vessels provide many advantages to liners, shippers and beneficial cargo owners, not the least of which is the reduction in the per-container cost to transport cargo. However, it is thought that few or no advantages trickle down to the port authorities, which are pressured to deliver water (dredging) and landside (capital, infrastructure and productivity) improvements to accommodate the bigger ships, whose advantages may be diminished without such improvements.
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üyük gemiler hat iflletmecilerine, nakliyecilere ve yük sahiplerine baflta kargoyu nakletmek için konteyner bafl›na maliyette indirim olmak üzere pek çok avantaj sa¤l›yor. Ancak, belirli iyilefltirmeler olmadan avantajlar› ortadan kalkacak olan, daha büyük gemileri bar›nd›rmak için deniz (dip tarama) ve kara taraf›nda (sermaye, altyap› ve verimlilik) iyilefltirmeler yapmak zorunda kalan liman yönetimlerine avantaj›n zerresinin bile düflmedi¤i ya da çok az say›da fayda getirdi¤i düflünülüyor.
EVALUATION // DE⁄ERLEND‹RME
THE BIG SHIP RACE IS BIGGER BETTER? BÜYÜK OLAN DAHA MI ‹Y‹? DR. NOEL HACEGABA
The average size of container vessels calling ports has grown considerably over the past five years, and the trend towards even larger vessels is expected to continue in the years to come. According to industry analysts, almost half of current ship orders are for vessels exceeding 12,000 TEU’s. Limanlara u¤rayan konteyner gemilerinin ortalama boyutlar› son befl y›lda önemli ölçüde büyüdü ve daha da büyük gemilere e¤ilimin önümüzdeki y›llarda devam etmesi bekleniyor. Sektör analistlerine göre gemi siparifllerinin neredeyse yar›s› 12,000 TEU’yu aflan gemiler için. creating a new and daunting challenge for U.S. port authorities, which have to make important decisions with significant longterm ramifications. The rapid pace at which container vessels are growing is affecting the entire supply chain. While beneficial cargo owners have the ability to quickly adjust their business models to accommodate the mega vessels (10,000-plus TEU’s), ports fixed assets with limited resources - are not as nimble. The deployment of these mega ships presents physical, financial and operational challenges that must be met by port authorities across the country. Even for ports that will not see the mega vessels calling at their ports any time soon, the arrival of larger ships is creating a cascading effect in which the ships being replaced by the mega vessels on the major trade lanes are being deployed in the smaller trade routes. Thus, the strain of larger vessels has the potential to affect all ports, big and small. Shipping lines are investing in mega vessels to create economies
önemli dallanmalar›yla kararlar vermesi gereken liman yetkilileri için yeni ve ürkütücü bir zorlu¤u meydana getiriyor. Konteyner gemilerinin büyüme h›z› tüm tedarik zincirini etkiliyor. Yük sahipleri kendi ifl modellerini h›zla mega gemilere (10,000 TEU ve üstü) uyarlama yetene¤ine sahipken, limanlar (s›n›rl› kaynaklara sahip sabit de¤erler) o kadar çevik de¤il. Bu mega gemilerin kullan›lmas› ülke genelindeki liman yönetimlerinin bafla ç›kmas› gereken fiziksel, mali ve operasyonel güçlükler sunuyor. Yak›n bir gelecekte mega gemilerin kendilerine u¤rad›¤›n› görmeyecek olan limanlar için bile, daha büyük gemilerin gelmesi belli bafll› ticaret rotalar›nda yerlerini mega gemilere b›rakan gemilerin daha küçük ticari rotalarda kullan›ld›¤› zincirleme bir etki yarat›yor. Dolay›s›yla, daha büyük gemi zorlamas›n›n küçük ya da büyük tüm limanlar› etkilemesi olas›l›¤› mevcut. Denizcilik hat flirketleri ölçek ekonomisi yaratmak için mega gemilere yat›r›m yap›yorlar. Daha büyük gemiler flirketlerin slot maliyetini ya da konteyner bafl›na maliyeti düflürmelerine olanak sa¤l›yor. Ancak, bu ölçek ekonomileri yaln›zca gemiler tam kapaMARINE&COMMERCE ARALIK 2014
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16,020 TEU, l: 396 m, b: 54 m
of scale. Larger vessels allow the lines to reduce the slot cost, or the cost per container. However, these economies of scale can only be maximized when the vessels are at full capacity. This need to fill the extra capacity generated by the bigger ships has led carriers to enter into vessel sharing agreements with other carriers to improve the chances of filling the larger ships. While vessel sharing agreements are not new, the size, reach and market concentration of recent alliances are. The combination of bigger ships and vessel sharing agreements presents new challenge for ports. The concentration of the alliances is providing them with leverage and options that ports do not have. Carriers and their related alliances are capitalizing on the excess capacity by pitting ports against each other for favorable rates and other financial incentives. In addition to financial incentives, carriers are requesting that ports make capital improvements that require significant financial investments and time. Ports across the country are racing to obtain adequate water draft, berth size, crane height, terminal space and rail connections. Few ports across the country can meet all of these requirements today. And, even those that can cannot be guaranteed that the bigger ships will call their port. At the same time, the new alliances are creating financial uncertainty for port authorities. Carriers that currently call at a particular port may shift their cargo to neighboring ports in accordance with the vessel deployment strategy agreed upon by the alliance partners. Although this scenario may play out in only those regions where alliance partners call at neighboring ports, the potential consequences for those ports could be considerable.
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sitede oldu¤unda maksimize edilebilir. Daha büyük gemilerin yaratt›¤› ilave kapasiteyi doldurma do¤rultusundaki bu gereksinim tafl›y›c› firmalar›n daha büyük gemileri doldurma flanslar›n› artt›rmak için, baflka firmalarla gemi paylafl›m anlaflmalar›na girmesine yol aç›yor. Gemi paylafl›m› anlaflmalar› yeni bir fley de¤ilken son ittifaklar›n boyutu, alan› ve pazar yo¤unlu¤u yenidir. Daha büyük gemiler ve gemi paylafl›m anlaflmalar›n›n birleflimi limanlar için yeni bir sorun do¤uruyor. ‹ttifaklar›n bir araya gelmesi onlara limanlar›n sahip olmad›¤› avantaj ve seçenekler sunuyor. Tafl›y›c› firmalar ve onlar›n ilgili ittifaklar› avantajl› ücretler ve di¤er mali teflvikler için limanlar› birbirleriyle yar›flt›rarak afl›r› kapasiteden ç›kar sa¤l›yorlar. Mali teflviklere ek olarak, tafl›y›c› firmalar o limanlar›n önemli mali yat›r›m ve zaman gerektiren büyük iyilefltirmeler yapmas›n› istiyor. Ülke genelindeki limanlar uygun su derinli¤i, iskele ebad›, vinç yüksekli¤i, terminal alan› ve demiryolu ba¤lant›lar› sa¤lamak için yar›fl›yor. Günümüzde ülke genelinde çok az say›da liman tüm bu gereksinimleri karfl›layabilir ve onlar bile daha büyük gemilerin kendi limanlar›na u¤rayaca¤›n› garanti edemez. Ayn› zamanda, yeni ittifaklar liman yönetimleri için finansal belirsizlik oluflturuyor. Halihaz›rda belli bir limana u¤rayan tafl›y›c› firmalar ittifak ortaklar›n›n üzerinde anlaflt›klar› gemi konuflland›rma stratejisine uygun olarak yüklerini yak›nlardaki limanlara aktarabilir. Bu senaryo yaln›zca ittifak ortaklar›n›n komflu limanlara u¤rad›¤› bölgeler için geçerli olabilmesine ra¤men, olas› sonuçlar söz konusu limanlar için önemli olabilir. Sektördeki tüm bu de¤iflimler limanlar› savunmas›z b›rak›yor.
EVALUATION // DE⁄ERLEND‹RME
All of these changes in the industry are leaving ports in a vulnerable position. As a result, the role of the port authority is more important today. Port authorities must be able to evaluate how the changes in the industry could impact their port and identify ways in which some of these challenges can be mitigated.
THE EVOLUTION OF CONTAINER SHIP SIZE The average size of container vessels calling ports has grown considerably over the past five years, and the trend towards even larger vessels is expected to continue in the years to come. According to industry analysts, an estimated 42 percent of current ship orders are for vessels exceeding 12,000 TEU. A review of the average size of vessels since 1980 shows a steady upward trend up until 2010, when the growth in average vessel size outpaced the historical growth in vessel capacity. This sharp increase was driven primarily by the arrival of the 10,000 TEU vessels. A look at the largest vessel type by year reveals a sharper increase in vessel capacity. This analysis tracks the largest vessel type from each year instead of the average size. From 1970 to 2014, the largest vessel type grew from 1,800 TEU to over 19,000 TEU. This represents a growth in vessel capacity of 900% during this period. An 18,000 TEU vessel is three times the capacity of the biggest ships only two decades ago. According to figures, vessel size has increased significantly with a marked increase from 1996 to 2013. The growth in capacity, measured in TEU, has increased by 148.5% over this period, while the increase in length overall (LOA) over this period was 45.5% and the beam grew by 49.7%. As the aforementioned charts show, the trend towards even larger vessels is expected to continue in the years to come. In fact, the
Sonuç olarak, günümüzde liman idarelerinin rolü çok daha önemli. Liman yetkilileri sektördeki de¤iflikliklerin kendi limanlar›n› nas›l etkileyece¤ini de¤erlendirebilmeli ve bu zorluklardan baz›lar›n› hafifletmenin yollar›n› belirlemelidir.
KONTEYNER GEM‹S‹ EBADININ GEL‹fi‹M‹ Limanlara u¤rayan konteyner gemilerinin ortalama ebatlar› son befl y›lda önemli ölçüde büyüdü ve daha da büyük gemilere e¤ilimin önümüzdeki y›llarda da devam etmesi bekleniyor. Sektör analistlerine göre gemi siparifllerinin tahmini %42’si 12,000 TEU’yu aflan gemilerden olufluyor. 1980’den bu yana gemilerin ortalama büyüklü¤üne bak›ld›¤›nda, ortalama gemi ebad›n›n gemi kapasitesindeki tarihsel büyümeyi geride b›rakt›¤› 2010 y›l›na kadar, istikrarl› bir flekilde yukar›ya do¤ru e¤ilim görülüyor. Bu kesin art›fl esas olarak 10,000 TEU gemilerin gelifliyle tetiklendi. Y›l baz›nda en büyük gemi türlerine bak›ld›¤›nda, gemi kapasitesinde daha keskin bir art›fl görülür. Bu analiz en büyük gemi türlerini ortalama ebat yerine her y›la göre izler. 1974’den 2014’e en büyük gemi türü 1,800 TEU’dan 19,000 TEU’nun üstüne yükseldi. Bu, ayn› dönemde gemi kapasitesinde %900’lük bir büyümeyi temsil ediyor. Yaln›zca yirmi y›l önce 18,000 TEU’luk bir gemi, en büyük gemilerin kapasitesinin üç kat›yd›. Rakamlara göre, gemi ebad› 1996’dan 2013’e belirgin bir art›flla önemli ölçüde büyüdü. TEU ile ölçülen kapasitedeki büyüme bu dönemde %148.5 büyürken yine ayn› dönemde tam boydaki (LOA) art›fl %45.5 ve genifllikteki büyüme %49.7 oldu. Yukar›da sözü edilen çizelgelerden de görülece¤i gibi, daha da büyük gemilere yönelik e¤ilimin önümüzdeki y›llarda da devam etmesi bekleniyor. Asl›nda, flu anda sipariflte olan 22,000 ve 24,000 TEU gemilerin teslimi beklenenden daha k›sa sürede Triple E, 18,270 TEU, l: 398 m, b:58 m
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delivery of the 22,000 and 24,000 TEU ships currently on order may be delivered sooner than expected. Industry observers predict that 22,000 TEU ships could come into service by 2018. And, LR already has a design in place for a 24,415 TEU vessel. Although 19,100 TEU vessels are the largest in service currently, ships that carry more than 10,000 TEUs are still considered large and have limited options with regard to trade lanes and to ports that can accommodate them. These vessels, for example, are too large to transit the existing, pre-expansion Panama Canal. In 2000, 15 percent of the world’s container capacity moved on post-Panamax (vessels too large to transit the Panama Canal) vessels. That number increased to 44 percent by 2011. The largest container ships serving North America were in the 10,000 TEU range up until 2012 when vessels carrying 12,500 TEUs began calling at the San Pedro Bay ports. That year, the MSC Beatrice arrived at the Port of Long Beach. With a capacity of 13,800 TEUs (366 m long, 51 m wide), it became the largest vessel to call at a North American port. From a port authority’s perspective, it is important to understand the economic forces driving carriers to expand the capacity of their vessels. The global recession and a gradual recovery in cargo demand have contributed to billions of dollars in collective losses among carriers in four of the past five years. In the wake of the economic downturn, ocean carriers have responded to competitive pressures by reducing operational costs. Running larger, more efficient ships on major trade lanes is one way they have achieved that. Larger vessels allow for economies of scale, reducing the cost of shipping each container. In addition, new ship designs allow for more fuel efficient operations. For example, the Triple E class, which stands for energy, efficiency, and environmental improvements, can carry up to 18,270 TEUs. These ships reach up to 398 m long and 58 m wide. The Triple E’s also have a top speed that is less than
gerçekleflebilir. Sektör gözlemcileri 22,000 TEU gemilerin 2018’de hizmete girebilece¤ini tahmin ediyor ve LR’nin 24,415 TEU’luk bir gemi için mevcut plan› zaten var. fiu anda hizmetteki en büyük gemilerin 19,100 TEU olmas›na ra¤men 10,000 TEU’dan fazlas›n› tafl›yan gemiler hala büyük olarak kabul ediliyor ve kendilerini bar›nd›racak limanlar ile ticaret rotalar› aç›s›ndan s›n›rl› seçenekleri var. Örne¤in, bu gemiler mevcut, geniflletme-öncesi Panama Kanal›’ndan geçmek için çok büyükler. 2000 y›l›nda dünya konteyner kapasitesinin yüzde 15’i post-Panamax (Panama Kanal›n› geçmek için fazla büyük olan gemiler) gemilerle tafl›nd›. 2011’de bu say› yüzde 44’e yükseldi. 12,500 TEU tafl›yan gemilerin San Pedro Körfezi limanlar›na u¤ramaya bafllad›¤› 2012 y›l›na kadar Kuzey Amerika’da hizmet veren en büyük konteyner gemileri 10,000 TEU aral›¤›ndayd›. O y›l Long Beach Liman›na MSC Beatrice geldi. 13,800 TEU (366 m boy ve 51 m genifllikte) kapasitesiyle bir Kuzey Amerika liman›na u¤rayan en büyük gemi oldu. Bir liman yönetimi aç›s›ndan bak›ld›¤›nda, tafl›y›c› firmalar› gemilerinin kapasitesini büyültmeye yönelten ekonomik güçleri anlamak önemlidir. Küresel durgunluk ve kargo talebindeki yavafl canlanma son befl y›l›n dördünde tafl›y›c› firmalar›n ortak kay›plar›na milyarlarca dolar ekledi. Ekonomik s›k›nt› döneminden sonra okyanus tafl›y›c› firmalar› rekabetçi bask›lara, iflletme maliyetlerini düflürerek yan›t verdi. Bunu baflarma yollar›ndan biri de belli bafll› ticaret rotalar›nda daha büyük, daha verimli gemileri çal›flt›rmakt›. Daha büyük gemiler her bir konteyner nakliyesinin maliyetini düflürerek ölçek ekonomisine izin verir. Buna ek olarak, yeni gemi tasar›mlar› daha fazla yak›t verimli operasyonlara olanak sa¤lar. Örne¤in, enerji, verimlilik ve çevresel iyilefltirmeyi temsil eden Triple E s›n›f›, 18,270 TEU’ya kadar tafl›yabilir. Bu gemiler 398 m uzunluk ve 58 m geniflli¤e kadar ulafl›yor. Triple E, son zamanlarda sektördeki a¤›r yolla seyir e¤ilimini destekleyen, eski kuflak gemilerinkinden daha düflük bir azami h›za da sahip. 19,100 TEU, l: 400.0 m, b: 58.6 m
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EVALUATION // DE⁄ERLEND‹RME
19,224 TEU, l: 395.4 m, b: 59 m
earlier generations of ships, reinforcing a recent trend in the industry toward slow steaming. With slow steaming, carriers reduce vessel speed in order to burn less fuel, thereby reducing emissions as well as operating costs. Five years ago, the average speed of the largest vessels at that time was in the range of 20-25 knots. Today, the average speed has dropped to 15-17 knots. But, while slow steaming has cut fuel costs for shipping lines, the cost savings achieved by the larger vessels are not obvious for the entire supply chain. Due to the increase in transportation duration, the capital and insurance costs of the goods transported have gone up. Still, any reduction in fuel usage can lead to significant cost savings as some carriers spend up to $4 billion in fuel each year.
MSC OSCAR GRABS THE FLAG 197,362 dwt MSC OSCAR, the newest cargo vessel built for Mediterranean Shipping Company (MSC), will launch in January 2015, and with the capacity of 19,224 teu, the containership will take the record for world’s largest. Measuring 395.4 m long and 59 m wide with a 16 m draft, the vessel was built by Daewoo Shipbuilding & Marine Engineering and is classed by DNV GL. A similar vessel, MSC OLIVER, is due for launch in April 2015. China Shipping Container Lines’ 19,100 teu CSCL GLOBE has just recently taken the world’s largest container ship title from Maersk’s 18,270 teu Triple-E class. She is the first in a series of five same-sized ships ordered by CSCL. &
Tafl›y›c› firmalar daha az yak›t yakmak için a¤›r yolla seyirle gemi h›z›n› düflürüyor ve böylece iflletme maliyetlerinin yan› s›ra sal›mlar› da azalt›yorlar. Befl y›l önce o zaman›n en büyük gemilerinin ortalama h›z› 20-25 deniz mili aral›¤›ndayd›. Bugün ortalama h›z 15-17 deniz miline düfltü. Ama a¤›r yolla seyir gemicilik flirketleri için yak›t giderlerini düflürürken, tüm tedarik zinciri için daha büyük gemiler sayesinde sa¤lanan maliyet tasarruflar› kesin de¤il. Nakliye süresinin uzamas› nedeniyle tafl›nan mallar›n sermaye ve sigorta maliyetleri yükselmifltir. Yine de, baz› tafl›y›c› firmalar her y›l yak›ta 4 milyar dolara kadar ç›kan harcama yapt›¤›ndan, yak›t kullan›m›ndaki her düflüfl önemli maliyet tasarruflar›na yol açabilir.
MSC OSCAR BAYRA⁄I KAPIYOR Mediterranean Shipping Company (MSC) için infla edilen en yeni yük gemisi 197,362 dwt MSC OSCAR, Ocak 2015’de hizmete girecek ve 19,224 TEU kapasitesiyle dünyan›n en büyü¤ü olarak tescil edilecek. 395.4 m uzunluk, 59 m genifllik ve 16 m su çekimine sahip olan gemi Daewoo Shipbuilding & Marine Engineering taraf›ndan infla edildi ve DNV GL taraf›ndan s›n›fland›r›ld›. Benzeri olan MSC OLIVER ise Nisan 2015’de denize indirilecek. China Shipping Container Lines’›n 19,100 TEU kapasiteli CSCL GLOBE’u çok yak›n bir zamanda dünyan›n en büyük konteyner gemisi unvan›n› Maersk’in 18,270 TEU Triple-E s›n›f› gemisinden ald›. CSCL GLOBE, CLCS taraf›ndan siparifl edilmifl ayn› ebatta befl gemilik bir serinin ilki. &
Source: Big Ships, Big Challenges: The Impact of Mega Container Vessels on U.S. Port Authorities, by Dr. Noel Hacegaba of the Port of Long Beach, California, USA Kaynak: Büyük Gemiler, Büyük Sorunlar: Mega Konteyner Gemilerinin ABD Liman ‹dareleri Üzerindeki Etkisi, Dr. Noel Hacegaba, ABD California Long Beach Liman›
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GREAT DANGER... UYARIYORUZ, TEHL‹KE BÜYÜK... Annually average 50,000 ships are passing from Istanbul Strait that has traffic 4 times intense than the Panama Canal and 3 times than the Suez Canal and this figure means approximately 140 ships per day and 6 ships per hour. Annually average 141 million tons of dangerous cargo is carried through Istanbul Strait by approximately 9,000 tankers. When daily 2,000 local sea traffic in Istanbul Strait is added to this number, the extent of risks and density can be seen much better. Panama Kanal›’n›n 4, Süveyfl Kanal›’n›n 3 kat› trafi¤e sahip ‹stanbul Bo¤az›’ndan y›lda ortalama 50,000 gemi geçiyor ve bu rakam yaklafl›k olarak günde 140 gemi, saatte ise 6 gemi anlam›na geliyor. Ortalama 141 milyon ton tehlikeli yükse, yaklafl›k 9,000 adet tanker arac›l›¤›yla tafl›n›yor. Bu say›ya ‹stanbul Bo¤az›’ndaki günlük 2,000 yerel deniz trafi¤i hareketi de eklendi¤inde, yo¤unlu¤un ve risklerin boyutu daha da net görülebilir.
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ecently we received a bulletin signed by the Governing Body of Maritime Federation. Its title was; “Bosporus Passage of LNG ships is inadmissible”. As is known, Maritime Federation is a foundation representing the organizations operating in almost all the fields from agency to brokerage, port sector to logistic firms, tourism to marina sector, shipping line operation to ship master and engineers, shipyard to yachting, ship sub-industry to supplier, class societies to port authorities; and the managers and employees of these organizations, the nongovernmental organizations founded by these persons and the members of these organizations. The issue they try to call attention is; in addition to existing risks and density, the troubles and nonrecoverable results that may arise in consequence of strait passages of LNG ships, 67% of which is in the high and ultra-high risk group, loaded with millions cubic meter LNG for meeting the need of LNG terminal that Ukraine wants to build-up in Black Sea. The bulletin emphasizes that: “With its 7,000 years past and approximately 15 million population and its registration as cultural heritage of the world by UNESCO, Istanbul’s history and natural structure, its people and other creatures living in the center or periphery of it cannot be put at risk by no means. We are not trying to raise the strategic and geopolitical importance of the straits by hindering the additional traffic on straits. We are merely showing a precautionary approach based on safety, security and environmental considerations. Ukraine is trying to create alternatives for natural gas supply.
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eçti¤imiz günlerde Denizcilik Federasyonu Yönetim Kurulu imzal› bir bülten ulaflt› elimize. Bafll›¤›; “‹stanbul Bo¤az›’ndan LNG Gemilerinin Geçifli Kabul Edilemez” idi. Bilindi¤i gibi Denizcilik Federasyonu, baflkanl›¤›n› Bülend Temur’un yürüttü¤ü; acentelikten brokerli¤e, limanc›l›ktan lojistik firmalar›na, turizmden marinac›l›¤a, armatörlükten gemi kaptan ve mühendislerine, tersanecilikten yatç›l›¤a, gemi yan sanayicili¤inden tedarikçili¤e, klas kurulufllar›ndan liman baflkanl›klar›na, hemen hemen tüm alanlarda faaliyet gösteren kurulufllarla, bu kurulufllar›n yönetici ve çal›flanlar›n›, bu kiflilerin kurdu¤u sivil toplum örgütlerini ve bu örgütlerin üyelerini temsil eden bir oluflum. Dikkat çekmeye çal›flt›klar› konu; mevcut tüm yo¤unluk ve risklere ilave olarak, Ukrayna’n›n Karadeniz’de kurmak istedi¤i LNG terminalinin ihtiyac›n› karfl›lamak için, %66.7’si yüksek ve çok yüksek risk gurubunda olan LNG gemilerinin, senede milyonlarca metreküp LNG ile bo¤azlar›m›zdan geçmesinin yaratabilece¤i s›k›nt›lar ve telafisi mümkün olmayacak sonuçlar. Bültenin vurgusu flöyle… “7,000 y›ll›k tarihe ve yaklafl›k 15 milyon nüfusa sahip olan, UNESCO taraf›ndan dünyan›n kültür miras› ilan edilen ‹stanbul’un, tarihi ve do¤al yap›s›, insanlar›, içinde ve çevresinde yaflayan di¤er canl›lar› hiçbir flekilde riske at›lamaz. Bizler, Bo¤azlardaki ilave trafi¤i engelleyerek, Bo¤azlar›n stratejik ve jeopolitik önemini art›rmaya çal›flm›yoruz. Sadece emniyet, güvenlik ve çevre konular› nedeniyle ihtiyatl› bir yaklafl›m sergiliyoruz. Ukrayna do¤algaz tedari¤i konusunda alternatifler oluflturmaya
SAFETY // EMN‹YET
New York LNG Terminal proposal protested New York LNG Terminal önerisi protesto edildi
We perfectly understand the reasons of this approach. Within this context, a liquefied natural gas (LNG) processing terminal construction has started near the Yujniy city of Odessa which is an important port area of the Black Sea.
çal›fl›yor. Bu yaklafl›m›n›n gerekçelerini çok iyi anl›yoruz. Bu ba¤lamda Karadeniz’deki önemli liman bölgesi olan Odesa’n›n Yujn›y flehri yak›nlar›nda, s›v›laflt›r›lm›fl do¤al gaz (LNG) iflleme terminali inflaat›na bafllad›.
Construction of LNG terminal, with annual capacity of 10 billion cubic meters, will be completed at two stages. Following the construction of re-gasification plant (FSRU), a terminal will be built containing 3 liquefied gas storages with 180,000 square meters.
Y›ll›k kapasitesi 10 milyar metreküp olan LNG terminalinin yap›m› iki kademede gerçeklefltirilecek. Yeniden gazlaflt›rma (FSRU) santralinin infla edilmesinin ard›ndan, içinde 180,000 metrekarelik 3 tane s›v›laflt›r›lm›fl gaz kapasiteli depolar›n bulundu¤u bir terminal yap›lacak.
Egypt, Algeria, Nigeria, Qatar, Azerbaijan and Turkmenistan are among the potential LNG suppliers of Ukraine. For this reason, Ukraine demands the passage from Turkish straits of liquefied natural gas (LNG) carriers coming from the north and west Africa countries besides the Gulf Countries. Annually average 50,000 ships are passing from Istanbul Strait that has traffic 4 times intense than the Panama Canal and 3 times than the Suez Canal and this figure means approximately 140 ships per day and 6 ships per hour. When daily 2,000 local sea traffic in Istanbul Strait is added to this number, the extent of risks and density can be seen much better. Annually average 141 million tons of dangerous cargo (crude oil and products, LPG, explosive, inflammable and chemical substances, liquefied ammonia gas, nuclear cargo and wastes) is carried through
Ukrayna’n›n potansiyel LNG tedarikçileri aras›nda; M›s›r, Cezayir, Nijerya, Katar, Azerbaycan ve Türkmenistan gibi ülkeler bulunuyor. Bu nedenle Ukrayna, Körfez ülkelerinin yan› s›ra kuzey ve bat› Afrika ülkelerinden gelecek s›v›laflt›r›lm›fl do¤algaz (LNG) gemilerinin Türk bo¤azlar›ndan geçiflini talep ediyor. Panama Kanal›’n›n 4, Süveyfl Kanal›’n›n 3 kat› trafi¤e sahip ‹stanbul Bo¤az›’ndan y›lda ortalama 50,000 gemi geçiyor ve bu rakam yaklafl›k olarak günde 140 gemi, saatte ise 6 gemi anlam›na geliyor. Bu say›ya ‹stanbul Bo¤az›ndaki günlük 2,000 yerel deniz trafi¤i hareketi de eklendi¤inde, yo¤unlu¤un ve risklerin boyutu daha da net görülüyor. ‹stanbul Bo¤az›’ndan y›lda ortalama 141 milyon ton tehlikeli yük (ham petrol ve türevleri, LPG, patlay›c›, MARINE&COMMERCE ARALIK 2014
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Istanbul Strait by approximately 9,000 tankers. Today, strait passages are carried on under very hard circumstances because of the characteristic structure of Istanbul Strait. Accordingly, it is still open to a ship wreck or breakdown risk at any moment despite all technical equipment and improved substructure. In addition, current and potential dangerous cargo traffic also is a threat for Aegean and Mediterranean Seas located on the same route, besides posing an important risk in terms of security of navigation, life, property and environmental safety in Turkish Straits region. In the light of internationally accepted ship risk assessment criteria (used by international memorandums, Dr. Bar›fl Tozar and Esat Güzel built a model applying the 2007 passage statistics of Turkish Straits in a study they made when they were performing their duties in Ministry of Transport, Maritime Affairs and Communications. In consequence of the analyses it is seen that the 63% of ship passages and 59% of ships passing from Istanbul Strait are in the “high” and “ultrahigh” risk group. It is also observed that 66.7% of tanker, chemical tanker and LPG/LNG type ships are in the “high” and “ultrahigh” risk group. For all these reasons, in addition to current density and risks, the passage from our Straits of LNG ships, 67% of which is grouped as “high” and “ultrahigh” risky, with their millions of cubic meter LNG loads is inadmissible. It is stated that in case of an average size LNG tanker explosion, this may spread 55 times more energy than the atom bomb dropped on Hiroshima and create a great earthquake effect. Although some authorities claims that the probability of an incident that will trigger an explosion which will effect the whole of a LNG ship or facility is very low, who or which authority can guarantee that a fire outbreak in the ship because of a probable
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parlay›c› ve kimyasal maddeler, s›v›laflt›r›lm›fl amonyak gaz›, nükleer yükler ve at›klar› ile benzeri yüklerden oluflan) yaklafl›k 9,000 adet tanker arac›l›¤›yla tafl›n›yor. Bugün bo¤az geçiflleri ‹stanbul Bo¤az›’n›n karakteristik yap›s› nedeniyle çok zor koflullar alt›nda yap›l›yor. Dolay›s›yla tüm teknik donan›m ve gelifltirilmifl altyap›ya ra¤men yine de her an bir gemi ar›zas› ya da kazas› olas›l›¤›na aç›k. Ayr›ca mevcut ve potansiyel tehlikeli yük trafi¤i, Türk Bo¤azlar› bölgesinde seyir, can, mal ve çevre emniyeti ile güvenli¤i aç›s›ndan önemli bir tehdit oluflturman›n yan›s›ra, rota üzerinde olan Ege Denizi ve Karadeniz için de ciddi bir risk oluflturuyor. Yap›lan bir çal›flmada uluslararas› kabul görmüfl olan (Uluslararas› Memorandumlar taraf›ndan kullan›lan) gemi risk de¤erlendirme kriterleri ›fl›¤›nda; Ulaflt›rma, Denizcilik ve Haberleflme Bakanl›¤›nda görev yapt›klar› dönemde Dr. Bar›fl Tozar ve Esat Güzel taraf›ndan, Türk Bo¤azlar› 2007 y›l› geçifl istatistiklerinin uyguland›¤› bir model gelifltirildi. Yap›lan analiz sonucunda ‹stanbul Bo¤az›’ndan gemi geçifllerinin %63’ünün, geçen gemilerin ise %59’unun “yüksek” ve “çok yüksek” risk grubunda oldu¤u ortaya ç›kt›. Tanker, kimyasal tanker ve LPG/LNG tipi gemilerin de yine %66.7’sinin “yüksek” ve “çok yüksek” risk grubunda yer ald›¤› görüldü. Tüm bu nedenlerle, mevcut yo¤unluk ve risklere ilave olarak, %66.7’si “yüksek” ve “çok yüksek” risk gurubunda olan LNG gemilerinin, y›lda milyonlarca metreküp LNG ile Bo¤azlar›m›zdan geçmesi kabul edilemez bir durumdur. Ortalama büyüklükte bir LNG tankerinin patlamas› halinde, yaklafl›k Hiroflima’ya at›lan atom bombas›n›n 55 kat› kadar bir enerji yay›p, çok fliddetli bir deprem etkisi yaratabilece¤i belirtiliyor. Her ne kadar baz› otoriteler teorik olarak böyle bir patlamay› tetikleyecek
SAFETY // EMN‹YET
LNG AND GENERAL FEATURES LNG VE GENEL ÖZELL‹KLER‹ • When it is cooled down to -162°C under atmospheric pressure, natural gas densifies and passes to liquid phase and called as “Liquefied Natural Gas” (LNG) • The volume of the natural gas reduces approximately 600 times when passing from gas phase to liquid phase. • Thus, high quantity of natural gas can be stored in liquid phase by reducing its volume 600 times under low pressures. This condition enables the transport of natural gas with ship and truck tankers to places where transportation by pipe lines is not possible in terms of technical and economical considerations.
RISKS OF LNG • Danger of flashing and burning is in question. The gas phase of LNG is combustible and inflammable when mixing rate in air is between 5% and 15%. • High pressure danger might be in question when passing to gas phase. • A very low temperature like -162°C can cause various materials to become brittle just in a moment except some special metals. • It congeals the organs of human beings in case of contact. • Liquefied flammable gases carry the risk of an explosion as a result of expansion occurred very fast with the effect of burning in an enclosed volume.
conflict or grounding in the straits will not reach to LNG tanks or the worst of all, this would not happen as a result of a sabotage? Let’s remember the fire experienced in PEMEX LPG Terminal on 19 November 1984 in Mexico City and the high destructive explosions following that fire. 650 people died and 6,400 injured. 25,000 people became homeless, 200,000 evacuated and the terminal was completely ruined. The ones who did not see the fire perceived the explosions as “earthquake” and fireballs with 1,200 degree of temperature were scatter around during total 9 explosures. Because of the damage, it was not possible to determine the reason of the incident exactly. Experts think that the liquefied gas seeping from a tank or pipe has inflamed after being evaporated and that this flaming has started the chain of explosion by reaching and heating the tanks. It should be kept in mind that there were no settlements around this disaster. Whereas, nearly 4 million people is living within the 4 km lines on both sides of Istanbul strait. For all these reasons, it should be known that as Maritime Federation we are calling attention to the risks that the LNG ships demanded to pass through Istanbul Strait, which already works with maximum intensity under current circumstances, might create; reminding that our Straits are not merely a marine transport way but an indispensable life space for all the creatures and human beings and we are showing a precautionary approach based on safety, security and environmental considerations. &
• Do¤al gaz, atmosfer bas›nc›nda, -162°C’ye kadar so¤utuldu¤unda yo¤unlaflarak s›v› faza geçiyor ve “S›v›laflt›r›lm›fl Do¤al Gaz” (LNG) olarak adland›r›l›yor. • Do¤al gaz›n hacmi, gaz faz›ndan s›v› faza geçerken yaklafl›k 600 kat küçülüyor. • Bu sayede yüksek miktardaki do¤al gaz, düflük bas›nçlar alt›nda hacmi 600 kez küçültülerek s›v› halde saklanabiliyor. Bu durum, do¤al gaz›n boru hatlar› ile tafl›nmas›n›n teknik ve ekonomik anlamda mümkün olmad›¤› yerlere, gemi ve kamyon tankerler ile nakliyesini uygun hale getiriyor.
LNG’N‹N R‹SKLER‹ • Parlama ve yanma tehlikesi söz konusu. LNG’nin gaz halinin, hava içindeki kar›fl›m oran› %5 ile %15 aras›nda yan›c› ve parlay›c›d›r. • Gaz haline geçiflte yüksek bas›nç tehlikesi oluflabilir. • -162°C gibi çok düflük bir s›cakl›k baz› özel metaller d›fl›nda birçok malzemeyi an›nda k›r›lgan hale dönüfltürebilir. • Temas halinde insan organlar›n› an›nda dondurur. • S›v›laflt›r›lm›fl yan›c› gazlar›n kapal› bir hacim içerisinde alev alarak, yanman›n etkisiyle çok h›zl› gerçekleflen genleflme sonucu oluflan bir patlama riski bulunur.
olay›n bir LNG gemisi veya tesisinin tamam› için oluflma ihtimalinin çok az oldu¤unu iddia etseler bile, Bo¤azlar›m›zda meydana gelebilecek bir çat›flma, karaya oturma, gemide ç›kacak bir yang›n›n LNG tanklar›na ulaflmas› veya en kötüsü bir sabotaj durumunda bunun olamayaca¤› garantisini kim veya hangi otorite verebilir? 19 Kas›m 1984’de Mexico City’de PEMEX LPG Terminalinde yaflanan yang›n ve akabinde peflpefle tahrip gücü çok yüksek boyutta oluflan patlamalar› hat›rlayal›m. Olayda 650 kifli ölmüfl ve 6,400 kifli yaralanm›flt›. 25,000 kifli evsiz kalm›fl ve 200,000 kifli tahliye edilmifl, terminal ise tamamen tahrip olmufltu. Patlamalar yang›n› görmeyenler taraf›ndan “deprem” olarak alg›lanm›fl, toplam 9 patlama s›ras›nda, 1,200 derecedeki atefl toplar› çevreye yay›lm›flt›. Oluflan hasar nedeniyle olay›n nedeni kesinlikle tespit edilememiflti. Uzmanlar bir tanktan veya borudan s›zan s›v›laflt›r›lm›fl gaz›n buharlaflt›ktan sonra alev ald›¤›n› ve bu parlaman›n tanklara ulafl›p ›s›tarak patlatma zincirini bafllatt›¤›n› düflünüyorlar. Unutulmamal›d›r ki, bu facian›n yak›n›nda yerleflim alan› bulunmamaktayd›. Oysa ‹stanbul Bo¤az›’n›n her iki yan›ndaki 4 km’lik flerit içinde 4 milyona yak›n insan yafl›yor. Tüm bu nedenlerle, bilinmelidir ki; Denizcilik Federasyonu olarak bizler, zaten mevcut flartlarla maksimum yo¤unlukla çal›flan ‹stanbul Bo¤az›’ndan geçmesi talep edilen LNG gemilerinin yarataca¤› risklere dikkat çekiyor ve Bo¤azlar›m›z›n sadece deniz ulafl›m yolu olmad›¤›n›, tüm canl›lar ve insanlar için vazgeçilmez bir yaflam alan› oldu¤unu hat›rlat›yor, çevre, emniyet ve güvenlik konular› nedeni ile ihtiyatl› bir yaklafl›m sergiliyoruz.” & MARINE&COMMERCE ARALIK 2014
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A QUARTER CENTURY OLD STORY; COASTER… ÇEYREK ASIRLIK H‹KAYE; KOSTER… HAL‹S ÖZTÜRK
“The decrease in coaster tonnage results with an increase in freights and the increase in freights carries with it an increase in prices of our export and import cargoes. Increase in prices leads a decrease in competitive capacity in terms of alternative markets for our exports. In brief, our coaster fleet must be renewed urgently. As KOSDER, we developed a project named “Turkish Star” for this purpose.” “Koster tonaj›ndaki azalma, navlunlar›n yükselmesine neden oluyor ve bu da yap›lan ihraç ve ithal yüklerimizin fiyatlar›n›n artmas›na yol aç›yor. Fiyat art›fl› ise ihraç mallar›m›z için alternatif piyasalar bak›m›ndan rekabet gücümüzün düflmesi anlam›na geliyor. Özetle koster filomuzun acilen yenilenmesi gerekiyor. Bunun için KOSDER olarak “Türk Y›ld›z›” ad›nda bir proje gelifltirdik.”
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alih Zeki Çak›r is an entrepreneur figure from Black Sea. He is schooled… He is a graduate of Maritime Collage Deck Department and Norway Oslo Maritime Academy, Ship Management Department. His occupational road map that started with serving as officer and master in merchant ships, and continued as being the founding partner and executive of numerous companies with a worldwide business network. At present, 4 coasters are owned and ship agency and ship management activities go on. Again, Çak›r’s shipyard enterprise started at Yalova stands out. The biggest shipyard of Turkey, four-partnered Sefine, is one of the shipyards that put its signature under important successes and managed the crisis effectively in a way…
Later on, we heard the name of Çak›r as presidential candidate to Board of Directors during IMEAK Chamber of Shipping 2013 elections where the pulse of the sector is quickened. In addition, Salih Zeki Çak›r
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aradenizli giriflimci bir kimlik Salih Zeki Çak›r. Okullu… Yüksek Denizcilik Okulu Güverte Bölümü ve Norveç Oslo Denizcilik Akademisi Gemi ‹flletmecili¤i’nden mezun.
Ticaret gemilerinde zabit ve kaptan olarak bafllayan mesleki yol haritas›, dünya genelinde sahip oldu¤u genifl ifl a¤›yla çok say›da flirketin kurucu ortakl›¤› ve yöneticili¤i fleklinde sürmüfl. fiu anda 4 koster gemileri var ve gemi acentelik ile gemi iflletmecilik faaliyetleri sürüyor. Ayr›ca Yalova’da bafllayan tersanecilik giriflimi dikkat çekiyor Çak›r’›n. Türkiye’nin en büyük tersanesi konumundaki dört ortakl› Sefine, önemli ifllere imza atan ve krizi bir flekilde iyi idare eden tersanelerden… Ard›ndan en yo¤un olarak sektörün nabz›n› yükseltti¤i IMEAK Deniz Ticaret Odas› 2013 seçimleri s›ras›nda, Yönetim Kurulu Baflkan adayl›¤› ile duydu¤umuz Çak›r, ayn› zamanda Piri Reis Denizcilik Vakf›’n›n kurucu üyesi ve Koster Armatörleri ve ‹flletmecileri Derne¤i / KOSDER’in de baflkan›. Özetle, dolu bir geçmifl… Çokça yaflanm›fll›k… Hepsinden bahsetmeye kalksak saatlerimizin yetmeyece¤i sohbetimizin merkezine, son günlerin tekrar alevlendirilen konusu koster filosunun yenilenmesini oturttuk. Tabii biraz da Sefine Tersanesini ve son inen acil müdahale gemisini… Sefine’den bafllayal›m sohbetimize Salih Bey. 2006’da kuruldunuz ve güzel ifllere imza att›n›z. Krizden de güçlenerek ç›kt›n›z. ‹zledi¤iniz stratejiden bahsedelim biraz. Sefine’de ilk sipariflimiz krizin bafllad›¤› y›l yani 2008’de ald›¤›m›z 13,000 dwt’lik kuru dökme yük gemisi idi. 2010 y›l›nda teslim ettik. Ancak 2008 küresel finans krizi sonras› yeni gemi inflada ciddi talep azalmas› yafland›, hatta durma noktas›na gelin-
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INTERVIEW // SÖYLEfi‹
Çak›r is the founding member of Piri Reis Maritime Foundation and president of Association of Turkish Coaster Owners and Operators (KOSDER). In brief, a very active personal background… A rich life experience… Knowing that the time is insufficient to talk about all these, we put in the center of our talk a topic that is rekindled in recent days namely, the renewal of coaster fleet. In addition, of course we talked a little bit about Sefine Shipyard and the last emergency response ship that was launched… Mr. Çak›r lets start our interview with Sefine. Sefine founded in 2006 and put its signature under successful projects. Moreover, you come out of the crisis stronger too. Let us talk about the strategy you pursued. The first order of Sefine was a 13,000 dwt dry bulk carrier that we received in the commencement year of the crisis, 2008. We delivered the order in 2010. However, as you too know, after the 2008 global financial crisis we experienced a serious demand shrinking in new building and even came to a standstill. Thereupon, with a correct decision we designed the dry dock for ship maintenance and repair and put it into service at the end of 2010. Up until now, we have provided turn-key maintenance and repair services to 240 ships with various tonnages. Moreover, we completed 25 new building projects successfully. Although we are a young shipyard, we were able to make a trustworthy name for ourselves in both the maintenance and repair service and new building owing to our modern
di biliyorsunuz. Bunun üzerine ak›ll›ca bir kararla, gemi tamir bak›m ve onar›m› yapmak üzere kuru havuzu projelendirdik ve 2010 sonunda hizmete geçtik. Bugüne kadar de¤iflik tonajda 240 adet geminin havuz bak›m ve onar›m› anahtar teslim yap›ld›. Yeni inflada ise toplam 25 proje baflar›yla tamamland›. Genç bir tersane olmam›za ra¤men, modern alt yap›m›z ve profesyonel organizasyonumuzla, hem yeni gemi inflada, hem de bak›m onar›m ifllerinde ad›m›zdan güvenle söz ettirebiliyoruz. 50’si mühendis olmak üzere idari kadrolar›m›zda 250 personele ve de¤iflik projelerle 1,200 iflçiye istihdam sa¤l›yoruz. ‹ddial› oldu¤umuz gemi türleri aras›nda; kuru dökme yük, arama kurtarma botlar›, römorkör, bal›k yemleme, canl› bal›k tafl›ma ve feribot gemileri var. Özellikle Norveç’te yolcu ve araç tafl›mac›l›¤› yapan 2 ayr› firma için son derece baflar›l› 5 adet feribot infla ettik. Geçti¤imiz günlerde de Ulaflt›rma, Denizcilik ve Haberleflme Bakanl›¤› K›y› Emniyeti Genel Müdürlü¤ü için Türkiye’de ilk kez üretildi¤i bildirilen bir acil müdahele gemisini denize indirdiniz. Özellikleri ne geminin? 87 metre uzunlu¤unda ve 19 metre geniflli¤inde bir gemi ‘NENE HATUN’. Maliyeti 31,140,000 euro olan geminin Bakanl›k taraf›ndan infla ettirilme amac›ysa, deniz yoluyla yap›lan ticareti desteklemek kadar, artan trafikten do¤an risklere karfl› da önlem alma, acil müdahele edebilme gereklili¤i. MARINE&COMMERCE ARALIK 2014
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substructure and professional organization. We employ total 250 administrative staff, 50 of which is engineer and provide employment for 1,200 workers via various projects. I can count the dry bulk carriers, search and rescue boats, towing boats, fish feeding vessels, live fish carriers and ferryboats among the ship types that we are assertive about. We built 5 ferryboats for 2 separate companies that are engaged in passenger and ro-ro transportation in Norway. In the previous days, you launched an emergency response ship, reported as the first one produced in Turkey, for Ministry of Transportation, Maritime and Communication Directorate General of Coastal Safety. Can you tell us about the features of this ship? It is an 87 meters long and 19 meters wide ship named ‘NENE HATUN’. The purpose of Ministry for building this ship that cost 31,140,000 euro is to take measurements against risks arising from traffic, to respond emergencies as well as supporting the maritime commerce. Let us talk about coaster. You know that we are an international maritime publisher since 20 years. And we witness statements about the necessity of renewing the aged coaster fleet and we give frequent coverage to them for more than 20 years. A subject turned into a long-winded story. Only a fleet remained in Turkey’s hand that becomes smaller every day with the scrap ships. What is the latest situation? Indeed, the coaster sector, which means trading by ships that are used in short-sea transport and have the capacity of 1,000 - 12,000 dwt, constitute the backbone of commerce in the Black Sea and Mediterranean Sea basin. In Black Sea where the longest distance takes one or two days, the coaster tonnage that is the best choice for bulk because of the distance and draft problems, is very important for Mediterranean too. 25% of the total marine commerce is active in that small but busy inland sea system that covers 1% of the total acreage of world seas. And the share of coasters cannot be underestimated.
Peki gelelim koster konusuna. Biliyorsunuz biz 20 y›ld›r uluslararas› deniz yay›nc›s›y›z. Ve 20 y›l› aflk›n süredir yafllanan koster filosunun yenilenmesi gereklili¤i ile ilgili söylemlere tan›k oluyor, s›kça da dergilerimizde yer veriyoruz. Y›lan hikayesine dönen bir konu oldu bu. Her geçen gün hurdaya giden gemilerle küçülen bir filo kald› Türkiye’nin elinde. Nedir bugünkü durum? Literatürde 1,000 - 12,000 dwt kapasiteye sahip olan ve yak›nyol deniz tafl›mac›l›¤›nda kullan›lan gemilerle yap›lan ticaret anlam›na gelen kostercilik asl›nda, Karadeniz ve Akdeniz çana¤›nda ticaretin belkemi¤ini oluflturuyor. En uzak mesafenin birkaç gün oldu¤u Karadeniz’de, mesafe ve draft problemleri nedeniyle kuru yük bak›m›ndan en do¤ru seçim olan koster tonaj›, Akdeniz için de son derece önemli. Dünya denizlerinin yüzölçümünün yüzde birini kaplayan bu ufak ama meflgul iç deniz sisteminde deniz ticaretinin yüzde 25’i hareket ediyor. Kosterlerin pay› da küçümsenecek bir oran de¤il. Bu arada kosterlerin; hem kat›, hem de s›v› yüklerde, nice armatörü ve iflletmeyi denizcilikle tan›flt›rd›¤›n›, büyüttü¤ünü ve ard›ndan Özal döneminde de Türkiye’nin dünyaya aç›lmas› ile daha karl› tafl›mac›l›k yap›lan büyük gemilere tafl›d›¤›n› unutmamak laz›m. Mevcut analizlere göre, orta-uzun vadede, denizcili¤in dönemsel geliflim süreçleri, hep en yeni tonaj›n ayakta kalmas›na izin veriyor. Kötü piyasa koflullar›nda gemiler yo¤un olarak hurdaya ç›k›yor. Piyasa koflullar› ne kadar uzun süre kötü devam ederse hurdaya ç›k›fllar da o denli güçlü devam ediyor. Bu durum da, filoyu azaltarak iyi piyasa koflullar›na düflük filo tonaj›yla girilmesi anlam›na geliyor. Koster tonaj›ndaki azalma, navlunlar›n yükselmesine neden oluyor ve bu da yap›lan ihraç ve ithal yüklerimizin fiyatlar›n›n artmas›na yol aç›yor. Fiyat art›fl› ise ihraç mallar›m›z için alternatif piyasalar bak›m›ndan rekabet gücümüzün düflmesi anlam›na geliyor. Özetle koster filomuzun acilen yenilenmesi gerekiyor. Bunun için KOSDER olarak “Türk Y›ld›z›” ad›nda bir proje gelifltirdik. Kapsam› ne projenin?
Meanwhile it should be keep in mind that the coasters has crucial contributions in introducing many ship owners and firms with shipping, in their development and then, together with the globalization of Turkey during Özal period, carrying them to
Bölgede mevcut 2,000 adet kuru yük koster gemisinin %60’› 20 yafl›n üstünde yani oldukça yafll›. Bu da asl›nda 1,200 adet geminin olas› en k›sa sürede yenilenmesi anlam›na geliyor. Türk Y›ld›z› Projesi ile ilk etapta, 10 adet 5,200 dwt’luk genel kuru yük
With a young and renewed fleet; • Turning onto the foreign coaster fleets of short-sea maritime trade will be prevented • Market share of Turkish fleet will increase • Turkish fleet within the Black Sea and Mediterranean basin will be in a position having the power to determine the freight in 5 years • A critical business opportunity will be offered for Turkish shipyards and relevant sub-industry companies • New employment opportunity will be created • A sustainable model will pave the way for continuous competitiveness • Their reflection will be very sound for Turkey.
Genç ve yenilefltirilmifl bir filoyla; • Yak›nyol deniz ticaretinin yabanc› koster filolar›na yönelmesi engellenecek • Türk filosunun pazar pay› artt›r›lacak • 5 y›l içinde Karadeniz ve Akdeniz çana¤›ndaki Türk filosu, navlunu belirleyici güce sahip bir konuma gelebilecek • Türk tersanelerine ve ilgili yan sanayi kurulufllar›na ciddi ifl imkan› sa¤lanacak • Yeni istihdam imkan› yarat›lacak • Sürdürülebilir bir modelle sürekli rekabetçili¤in önü aç›lacak • Bunlar›n geri dönümü de Türkiye için çok ak›ll›ca olacak
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INTERVIEW // SÖYLEfi‹
larger ships that ensures higher profitable transportation in respect of both liquid and bulk cargo. Based on current analyses, we see that the periodical development processes of shipment always allow the survival of the newest tonnage in the medium-long term. Generally, the ships are scrapped under depressed market conditions. As this adverse situation lasts longer, scrapings become more frequent. And this means entering into better market conditions with lower fleet tonnage by minimizing the fleet. The decrease in coaster tonnage results with an increase in freights and the increase in freights carries with it an increase in prices of our export and import cargoes. Increase in prices leads a decrease in competitive capacity in terms of alternative markets for our exports. In brief, our coaster fleet must be renewed urgently. As KOSDER, we developed a project named “Turkish Star” for this purpose. Can you talk about the scope of the project? 60% of 2,000 dry bulk coaster ships available in the area older than 20 years, that is to say old. And it reflects the necessity of renewing 1,200 ships as soon as possible. As the first step of the Turkish Star Project, we aimed to build 10 of 5,200 dwt general bulk cargo carriers and to order them to Turkish shipyards meeting the requirements predetermined. Because, our ships belonging to 4,000-6,000 dwt segment are growing older quickly. In order to realize the project Koster Yat›r›m A.fi. (Koster Investment Inc.) has to reach an agreement over a fiscal package, on the given circumstances, with native and/or foreign financial institutions interested with the project, and to fund new buildings. Now they are working on several alternatives within the compass of export financing models but especially the financial crisis that the Europe suffers decelerates the formation of financial substructure of such investment. Based on demand situation and regional market conditions it is also possible to include in the schedule the 3,000 dwt ships belonging to one-down segment and the ones of upper segment, 7,500-8,000 dwt.
‹ÇDAfi launched and introduced the first coaster of the Turkish Star Project. Coaster named TÜRK YILDIZI-1, which is thoroughly a product of Turkish engineers and workers, was built at the ‹ÇDAfi Shipyard in Çanakkale, Biga within a short period of 250 days including the project drawing. 4 more ships, same as the coaster ship with the cost of 5.5 million dollars, will be built for Turkish Star Project. ‹ÇDAfi, Türk Y›ld›z› Projesi’ne ilk kosteri kazand›rarak suya indirdi. Tamamen Türk mühendis ve iflçilerinin eseri olan TÜRK YILDIZI-1 adl› koster, proje çizimi dahil 250 gün gibi rekor say›labilecek k›sa sürede, Çanakkale Biga’daki ‹ÇDAfi Tersanesi’nde infla edildi. 5.5 milyon dolara mal edilen koster gemisinden Türky›ld›z› Projesi için 4 adet daha yapacak.
gemisinin inflas›na odakl› ve bu gemilerin, önceden belirlenmifl koflullar› sa¤layan Türk tersanelerine siparifl edilmesini planlad›k. Zira, 4,000-6,000 dwt segmentindeki gemilerimiz h›zla yafllan›yor. Projenin gerçeklefltirilebilmesi içinse Koster Yat›r›m A.fi.’nin, projeyle ilgilenen yerli ve/veya yabanc› finans kurumlar›yla belirledikleri koflullardaki bir finansman paketi üzerinde anlaflmaya varmas› ve yeni inflalar› fonlamas› gerekiyor. Halihaz›rda ihracat finansman modelleri dahilinde çeflitli alternatifler üzerinde çal›fl›l›yor ancak özellikle Avrupa’n›n içinde bulundu¤u finansal kriz, bu tip bir yat›r›m›n finansal alt yap›s›n›n oluflturulmas›n› yavafllat›yor. Talep durumuna ve bölgesel piyasa koflullar›na göre süreç içinde bir alt segment olan 3,000 dwt ile bir üst segment olan 7,500-8,000 dwt kapasitesine haiz gemilerin de programa al›nmas› söz konusu.
What kind of a financial model is envisioned?
Peki nas›l bir finansal model düflünülüyor?
Since the coaster owners are still trying to overcome the crisis, a model with low equity capital is required. Then, a non-refundable bridge financing during the building period that is envisaged as approximately one year for each ship and after the delivery, a sustainable maturity structure with the longest term is needed. In addition, acceptance of the ships themselves as first-degree collateral and low finance charge that will remain constant year after year is our another expectation.
Bir kere koster armatörleri halen krizden toparlanmaya çal›flt›klar›ndan düflük öz sermayeli bir model gerekiyor. Sonra her gemi için ortalama 1 y›l sürmesi planlanan infla süresince geri ödemesiz köprü finansman› ve teslimden sonra da mümkün olan en uzun vadeye sahip sürdürülebilir bir vade yap›s› olmal›. Ayr›ca gemilerin kendisinin birinci dereceden teminat olarak kabul edilmesi ve y›ldan y›la sabit kalacak düflük kredi maliyeti de beklentilerimiz dahilinde.
What about the partnership structure of Koster Investment Inc.?
Peki Koster Yat›r›m A.fi.’nin ortakl›k yap›s› nas›l olacak?
We planned it as an open joint stock company special for shipping; it has to be a common owner of Turkish Star Project and start its actions with an ordinary partnership structure formed by Turkish ship owners. Besides, the participation to the company partnership of ship building industry, ship subordinate industry and public is believed to be an ideal structure. &
Bir kere halka aç›k, anonim ortakl›k yap›s›nda özel bir denizcilik flirketi, Türk Y›ld›z› Projesi’ninse ortak sahibi olmas› ve Türk armatörlerinin oluflturdu¤u kolektif bir ortakl›k yap›s›yla faaliyetlerine bafllamas› planlan›yor. Ayr›ca flirketin ortaklar› aras›nda; gemi infla sanayi, gemi yan sanayi ve kamunun bulunmas› da ideal bir yap›lanma olarak görülüyor. & MARINE&COMMERCE ARALIK 2014
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BOTH POSSIBLE ‹K‹S‹ DE MÜMKÜN
MICHAEL RADOMS
All students want to complete their studies as soon as possible, but they also deeply want to see different places around the world at the same time. It is possible with the floating education institutions which combine study and travel at sea, exploring the world simultaneously. Tüm ö¤renciler e¤itimlerini olabildi¤ince çabuk tamamlamak ama ayn› zamanda dünyan›n farkl› yerlerini de görmek isterler. Eflzamanl› olarak e¤itimi ve denizde yolculu¤u, dünyay› keflfetmeyi birlefltiren yüzen okullarla bu mümkün.
T
Y
he floating university Semester at Sea (SAS), tracing its roots to 1963, and serving more than 50 years, it is the only study abroad program of its kind in the world. Using a ship as a traveling campus, undergraduates, lifelong learners, faculty, and lecturers live and learn together while examining a major region of the globe.
üzen üniversite ‘Denizde Yar›y›l’ (SAS), 1963’e uzanan kökleri ve 50 y›ldan uzun süredir verdi¤i hizmetle dünyada bu türden tek yurtd›fl› e¤itim program›. Ö¤renciler, yaflam boyu ö¤renciler, ö¤retim üyeleri ve e¤itmenler gemiyi gezici kampüs olarak kullan›yor, dünyan›n önemli bir bölümünü keflfederken birlikte yafl›yor ve ö¤reniyorlar.
The M/V Explorer sets sail three times a year with up to 720 students on-board, and safe and reliable navigation is ensured with four diesel engines guaranteeing a high degree of redundancy. Fall and spring voyages sail around the entire globe. Summer voyages explore a world region in-depth.
M/V Explorer en fazla 720 ö¤renciyle y›lda üç kez yola ç›k›yor ve güvenli seyir yüksek yedekli çal›flma olana¤› veren dört dizel motorla sa¤lan›yor. ‹lkbahar ve sonbahar yolculuklar›nda tüm dünyan›n etraf› dolafl›l›yor. Yaz yolculuklar› ise dünyan›n bir bölümünü derinlemesine keflfediyor.
The next trip, planned for spring 2015, is a voyage around the world. Embarkation is in San Diego, California, USA. From there the ship goes to Hawaii, Japan, China, Southeast Asia, India, around the Cape of Good Hope and via Ghana to Morocco. 112 days, 16 cities and 12 countries later, the students disembark in Southampton, England.
2015 bahar› için planlanan bir sonraki yolculuk, dünya etraf›nda bir seyir. Gemiye binifl ABD, California, San Diego’dan olacak. Gemi daha sonra Havai, Japonya, Çin, Güneydo¤u Asya, Umut Burnu üzerinden Hindistan ve Gana’ya oradan da Fas’a gidecek. 112 gün, 16 flehir ve 12 ülkeden sonra ö¤renciler ‹ngiltere Southampton’da gemiden ayr›lacak.
IT’S AN EXCITING...
HEYECAN VER‹C‹...
Whether in the Swinging Sixties or Post-Millennium: some 60,000 alumni, including undergraduate students from more
Bu güne kadar ister altm›fll› Swing y›llar›nda, ister Yeni Biny›l’da olsun; 1,700’den fazla üniversiteden ö¤renciler, 60,000
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than 1,700 universities, have enjoyed the Semester at Sea experience in more than a half century, so far.
dolay›nda mezun, yar›m yüzy›ldan uzun bir süredir ‘Denizde
FINE-TUNED COURSES
UYUMLANDIRILMIfi DERSLER
Semester at Sea is a global study abroad program operated by the nonprofit Institute for Shipboard Education (ISE) in Charlottesville, Virginia. The University of Virginia is the program’s academic sponsor. Semester at Sea offers up to 75 courses across several disciplines of study. Learning aboard ship is exactly like studying on dry land. SAS courses are fully accredited and meet the generally accepted standards for transfer - i. e. students benefit from credits earned at their home institution. About two thirds of the courses are offered on every voyage, while the remaining third is unique to the voyage concerned.
‘Denizde Yar›y›l’; Virginia, Charlottesville’deki sivil toplum kuru-
The detailed route, the lecturers and the content of the courses are fine-tuned to each other for each itinerary planned. The stopover in Scotland brings science and engineering students and their lecturers to the University of Strathclyde in Glasgow. They visit the nearby Whitelee Wind Farm, the largest in the U.K. This academic field trip is used to discuss offshore and onshore wind energy issues. On summer voyages to the Mediterranean,
Ayr›nt›l› rota, ders verecek olanlar ve derslerin içerikleri planla-
Yar›y›l’ keyfi yaflad›.
luflu Gemide E¤itim Enstitüsü (ISE) taraf›ndan yürütülen küresel bir yurtd›fl› e¤itim program›. Virginia Üniversitesi de program›n akademik sponsoru. ‘Denizde Yar›y›l’ çeflitli bilim dallar›nda say›s› 75’e ulaflan ders veriyor. Gemide ö¤renmek, t›pk› karada e¤itim görmek gibi. SAS dersleri tamamen akredite edilmifl ve geçifl için genel kabul görmüfl standartlar› karfl›l›yor, yani ö¤renciler ev sahibi kurumlar›nda kazand›klar› kredileri kullanabiliyor. Derslerin yaklafl›k üçte ikisi her yolculukta verilirken, kalan üçte bir yap›lmakta olan yolculu¤a özel. nan her gemi seferi için birbirine gayet iyi uyumland›r›lm›fl. ‹skoçya’daki konaklama bilim ve mühendislik ö¤rencilerini ve onlar›n ö¤retmenlerini Glasgow’daki Strathclyde Üniversitesine götürüyor. Birleflik Krall›¤›n en büyü¤ü olan, yak›nlardaki Whitelee Rüzgar Çiftli¤ini ziyaret ediyorlar. Bu akademik alan gezisi k›y›da ve k›y› aç›klar›nda rüzgar enerjisi konular›n› tart›flmak için kulMARINE&COMMERCE ARALIK 2014
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the World Literature course focuses mostly on literature from the nations en route.
lan›l›yor. Yaz yolculuklar›nda dersler ço¤unlukla rota üzerindeki uluslar›n edebiyat›na odaklan›yor.
Each voyage includes “Lifelong Learners”, non-student adults who enjoy travel that includes educational content. Lifelong Learner participants attend classes, travel on faculty-directed field trips, and often help students understand the cultures of the various countries.
Her yolculukta, e¤itimsel içerikli seyahati seven ö¤renci olmayan yetiflkinler, “Yaflam Boyu Ö¤renciler” de bulunuyor. Yaflam Boyu Ö¤renciler derslere kat›l›yor, fakülte-yönelimli alan turlar› yap›yor ve s›kl›kla ö¤rencilerin çeflitli kültürleri anlamas›na yard›mc› oluyorlar.
Semester at Sea does not, of course, see itself as an enabler of country-hopping consumer tourism. Every stay ashore is part of the syllabus. As the organizer explains, first-hand observation should help to broaden horizons and promote an understanding of world issues. Comparisons between cultures aim to help develop a better awareness of one’s own culture.
Kuflkusuz, ‘Denizde Yar›y›l’ kendini ülkeyi z›platan bir tüketici turizmi sa¤lay›c›s› olarak görmüyor. Karada her duraklama, müfredat›n bir parças›. Organizatörün belirtti¤i gibi, ilk elden her gözlem ufuklar› geniflletmeye yard›mc› olmal› ve dünya meselelerini anlamay› teflvik etmeli. Kültürler aras› karfl›laflt›rmalar insan›n kendi kültürüne dair daha iyi bir fark›ndal›k gelifltirmesine yard›mc› olmay› amaçl›yor.
SHIP FEATURES ALL FACILITIES
GEM‹ HER TÜRLÜ OLANA⁄A SAH‹P
The 180 meter M/V Explorer was built in 2002 and functions as both a traveling university and residential home to more than 2,000 participants each year. She has nine classrooms, lecture theaters, a 9,000-volume library, a computer lab, medical clinic and a swimming pool. Two hundred crew members accompany every M/V Explorer voyage. They are more than service
180 metrelik M/V Explorer 2002’de infla edildi ve hem gezici üniversite, hem de her y›l 2,000’den fazla kat›l›mc›ya ev olarak hizmet ediyor. 9 dersli¤i, konferans salonlar›, 9,000 kapasiteli kütüphanesi, bilgisayar laboratuvar›, reviri ve yüzme havuzu var. Her M/V Explorer yolculu¤una 200 mürettebat üyesi efllik ediyor. Bunlar hizmet sa¤lay›c›s› olman›n ötesindeler. ‘Denizde Yar›y›l’
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EDUCATION // E⁄‹T‹M
providers. “Crew members,” Semester at Sea says, “typically
yetkilileri, ‘Mürettebat Üyeleri’nin genelde yirmiden fazla ülkeden
originate from more than twenty countries and are an important
geldi¤ini ve yolculuk s›ras›nda toplam ö¤renme deneyiminin önem-
component of the overall learning experience during the voyage.”
li birer üyeleri oldu¤unu belirtiyorlar.
Accommodation aboard is - according to the students’ (parents’)
Gemide konaklama -ö¤rencilerin (ebeveynlerinin) maddi durumu-
financial resources - in single or multi-berth cabins. But
na göre- tek ya da çok ranzal› kamaralarda oluyor. Fakat konfor
irrespective of the level of comfort, all students want to
düzeyine bakmaks›z›n tüm ö¤renciler güvenli bir biçimde yolculuk
experience something while traveling safely. The ship
ederken deneyim sahibi olmak istiyor. Geminin iflletmesini küresel
management is handled by V-Ships, a globally active provider
olarak hizmet veren ve belli bafll› limanlarda etkin tedarikçileri
with representatives at major ports.
bulunan V-Ships yap›yor.
MARINE&COMMERCE ARALIK 2014
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EDUCATION // E⁄‹T‹M
ACADEMIC PROGRAM
AKADEM‹K PROGRAM
Semester at Sea’s rigorous academic program integrates
‘Denizde Yar›y›l’›n zorlu akademik program›, bir düzine kadar
coursework from more than 20 disciplines with relevant field
ülkede ilgili alan çal›flmas›yla 20’den fazla disiplinden ödevleri
study in up to a dozen countries, providing a comparative study
birlefltirerek, gerçek anlamda küresel kapsaml› bir yurtd›fl› e¤itim
abroad experience that is truly global. Students from across the
sa¤l›yor. Dünyan›n her yerinden ö¤renciler bu e¤itim program›na
United States and around the world participate in Semester at
kat›l›yor ve Virginia Üniversitesi’nden ders kredileri kendi üniver-
Sea and course credit, from the University of Virginia, is
site ya da kolejlerine aktar›labiliyor.
transferable to their home college or university.
Ö¤retim görevlileri -ki her dönem 30-35 kiflilik bir ekip- küre-
The faculty -a team of 30 - 35 individuals each academic term-
sel bilgileri ve ö¤retme yetenekleri nedeniyle dünya üzerindeki
are selected by a University of Virginia dean from universities all
üniversitelerden Virginia Üniversitesi’nin bir dekan› taraf›ndan
over the world for their global scholarship and teaching ability.
seçiliyor. Bu ö¤retim görevlileri, doktordan biliflim koordinatö-
They are supported and complemented by a group of 30-35
rüne dek de¤iflik pozisyonlarda 30-35 kiflilik ilave personel
additional sta members, in roles ranging from physician to IT
grubunun yan› s›ra, 200 mürettebat taraf›ndan destekleniyor
coordinator, as well as 200 crew.
ve tamamlan›yor.
Financial aid is available directly from the Institute for
Tüm ‘Denizde Yar›y›l’ yolculuklar› için do¤rudan Gemide E¤itim
Shipboard Education (ISE) for all Semester at Sea voyages.
Enstitüsü’nden (ISE) mali yard›m mümkün. 13,000 dolara kadar
More than $4 million in financial aid is available from ISE every
de¤iflen bireysel burslarla, ISE’nin her y›l 4 milyon dolar›n üstün-
year, with individual awards ranging up to $13,000. More than
de bir maddi yard›m› olabiliyor. Tüm ö¤rencilerin %70’inden faz-
70 percent of all students receive financial aid from ISE or their
las› ISE’den, kendi okullar›ndan ya da her ikisinden birden maddi
home school or both.
destek al›yor.
038
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MARINE&COMMERCE DECEMBER 2014
&
MARKET // P‹YASA
LET IT FLOAT, LET IT FLOAT, LET IT FLOAT
IS FLOATING STORAGE ON THE VERGE OF A COMEBACK? BIRAK YÜZSÜN, BIRAK YÜZSÜN, BIRAK YÜZSÜN
YÜZEN DEPOLAMA ESK‹ GÜCÜNE KAVUfiMANIN Efi‹⁄‹NDE M‹? The world is currently awash in crude as supply exceeds demand due to rapid production growth in North America, the return of lost barrels from geopolitical hot spots such as Libya combined with a slowdown in demand growth. Kuzey Amerika’da h›zl› üretim art›fl›na, talep büyümesinde yavafllamayla birlikte Libya gibi jeopolitik s›cak noktalardan kay›p varillerin geri dönüflüne ba¤l› olarak arz miktar› talebi aflt›¤›ndan dünya flu anda bolluk içinde.
A
s a result, oil prices have fallen significantly and the oil markets have shifted to contango again and storage of crude oil appears to be increasing, leaving many to wonder what the likelihood of floating storage is and what it could mean for tanker rates in 2015. If global crude production exceeds global demand for oil, the only outlet is the storage of crude and/or refined products. There are indications that China and India are taking advantage of the current oil price environment to fill their Strategic Petroleum Reserves (SPR). Commercial storage, however, depends more on price expectations. The spot price of crude will continue to decline until supply and demand are in balance, or until the forward curve is in contango (prompt prices are lower than future prices) and storage makes financial sense. The last time the oil market experienced a significant and rapid price decline was during the global financial crisis when Brent fell 77% from $146/bbl in July 2008 to $34 in December 2008. The contango in Brent prices reached its peak at about the same time that the oil market bottomed out. In December 2008, the Spot price was more than $10 below the forward price 6-7 months into the future. This led to a floating storage bonanza, as an estimated 100 million barrels of oil was stored on tankers in early 2009 (equivalent to 50 VLCCs).
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MARINE&COMMERCE DECEMBER 2014
B
unun sonucunda, petrol fiyatlar› önemli oranda düfltü ve petrol piyasalar› yine contangoya geçti ve öyle görünüyor ki, yüzen depolama ihtimalinin ne oldu¤u ve 2015’de tanker navlunlar› için ne anlama gelebilece¤i konular›nda pek çok kifliyi merakta b›rakarak, ham petrol depolamas› giderek artacak. Küresel ham petrol üretimi küresel petrol talebini aflarsa, tek ç›k›fl yolu ham ve/veya rafine ürünlerin depolanmas›d›r. Çin ve Hindistan’›n kendi Stratejik Petrol Rezervlerini (SPR) doldurmak için mevcut petrol fiyat› ortam›ndan yararland›klar›na dair göstergeler bulunuyor. Ancak, ticari depolama daha ziyade fiyat beklentilerine ba¤l›. Arz ve talep dengelenene ya da ileriye dönük e¤ri contangoda olup (anl›k fiyatlar›n gelecekteki fiyatlardan düflük olmas›) depolaman›n finansal bir anlam› olana dek ham petrolün spot fiyat› düflmeye devam edecek. Petrol piyasas›n›n önemli ve h›zl› bir düflüfl yaflad›¤› son örnek, küresel kriz esnas›nda Brent’in Temmuz 2008’de 146 $/varilden Aral›k 2008’de 34 dolara %77 düflüfl göstermesiydi. Brent fiyatlar›nki contango, petrol piyasas›n›n dibe vurmas›yla yaklafl›k ayn› zamanda doruk noktas›na ç›kt›. Aral›k 2008’de spot petrol fiyat› gelecekteki 6-7 ayl›k vadeli fiyat›n 10 dolardan fazla alt›ndayd›. Bu durum yüzen depolama bollu¤una yol açt› ve 2009 bafl›nda tankerlerde tahmini 100 milyon varil (50 çok büyük ham petrol tankeri VLCC’ye eflit) depoland›.
BRENT CONTANGO OVER TIME
DEVELOPMENTS IN WORLD OIL STOCKS
BRENT CONTANGO OVER TIME
DÜNYA PETROL STOKLARINDA GEL‹fiMELER
Source // Kaynak: Bloomberg
Demand/Supply Balance until 2Q15 // 2015’in 2. çeyre¤ine kadar Arz/Talep Dengesi
20
94
10
93 mb/d
5 0 -5
90 88
-10 -15
Source // Kaynak: IEA
96
15
86
23.12.2014
20.10.2014
20.08.2014
20.06.2014
02.01.2009
At the moment, the spot price of Brent is only about $5 below the forward price for July 2015, even though spot prices have declined by about $55 from the recent peak reached in June 2014. Storing crude on a VLCC for 6 months would currently cost about $4 per barrel in charter hire. If we assume an additional $2-3/bbl for other expenses such as insurance, financing, fuel, etc., the contango would need to be $6-7/bbl for floating storage to be worthwhile. Land based storage is cheaper than floating storage, and will thus be used first before floating storage becomes a significant factor. According to the IEA, OECD stocks are at 97% of historical highs but additional storage capacity has been added since. Inventories in OECD countries have increased by 154 million barrels since the beginning of the year and, if this trend continues, capacity limits may be reached in 2015. There is also significant (and growing) storage capacity in Non-OECD countries like China, India and South Africa, but this is filling up as well. Unless demand increases or supply is cut, there appears to be no other alternative than floating storage.
84 1Q09 3Q10 1Q12 3Q13 1Q15 Implied Stock Ch.& Misc. to Bal (RHS) Oil Demand Stok Petrol Talebi
2.5 2.0 1.5 1.0 0.5 0.0 -0.5 -1.0 -1.5 -2.0 -2.5
mb/d
25
Spot Front Month Front +1 Front +2 Front +3 Front +4 Front +5 Front +6 Front +7 Front +8 Front +9 Front +10 Front +11 Front +12 Front +13 Front +14 Front +15 Front +16 Front +17 Front +18 Front +19 Front +20 Front +21 Front +22 Front +23 Front +24
Spread to Spot Price // Spot Fiyat›na Yay›lma
MARKET // P‹YASA
Oil Supply Petrol Arz›
Spot fiyatlar›n›n Haziran 2014’de ulaflt›¤› son zirvenin yaklafl›k 55$ alt›nda olmas›na ra¤men flu anda Brent’in spot fiyat› 2015 Temmuz vadeli fiyat›n›n yaln›zca 5$ alt›nda. Gemi kiralamada, bir VLCC’de ham petrolü 6 ay depolaman›n flu andaki maliyeti varil bafl›na yaklafl›k 4 dolar. Sigorta, finansman, yak›t gibi di¤er giderler için ilave 2-3 $/varil diye düflünsek yüzen depolaman›n verimli olmas› için contangonun 6-7 $/varil olmas› gerekir. Karada depolama yüzen depolamadan daha ucuz ve yüzen depolaman›n önemli bir etmen haline gelmesinden önce bu kullan›lacakt›r. IEA’ya göre, OECD stoklar› %97 tarihsel dolulukta ama o zamandan beri ilave depolama kapasiteleri eklendi. Y›l›n bafl›ndan bu yana OECD ülkelerinin envanterleri 154 milyon varil artt› ve e¤er bu e¤ilim devam ederse 2015’de kapasitenin s›n›rlar›na ulafl›labilir. Çin, Hindistan ve Güney Afrika gibi OECD d›fl› ülkelerde de önemli (ve giderek büyüyen) bir depolama kapasitesi mevcut ama bu da dolmay› sürdürüyor. Talep yükselmedi¤i ya da arz kesilmedi¤i sürece yüzen depolamadan baflka bir seçenek görünmüyor.
The IEA forecasts that inventories will grow by up to 1.75 million bbl/day if OPEC maintains production at their stated target of 30 million bbl/day through the first half of 2015. This could employ an additional 25 VLCCs in floating storage every month, once land based storage capacity is filled.
E¤er OPEC 2015’in ilk yar›s›nda 30 milyon varil/gün fleklinde aç›klanm›fl olan hedeflerine göre üretimi sürdürürse IEA, envanterlerin 1.75 milyon varil/güne kadar büyüyece¤ini öngörüyor. Karada depolama kapasitesi doldu¤unda bu durum, ilave 25 VLCC’nin yüzen depolamada kullan›lmas›na yol açabilir.
Large scale floating storage could provide a significant boost to the tanker market and cause the regular summer doldrums to be much less pronounced than we have seen over the past several years.
Büyük ölçekte yüzen depolama, tanker pazar›na önemli bir ivme sa¤layabilir ve normal yaz durgunlu¤unun geçmifl y›llarda gördü¤ümüzden çok daha az sertlikte olmas›na yol açabilir.
Source // Kaynak: POTEN & PARTNERS MARINE&COMMERCE ARALIK 2014
041
MARKET // P‹YASA
LR … 2 SIDES TO THE STORY DOES IT MAKE SENSE TO SWITCH FROM CLEAN TO DIRTY? LR … H‹KAYEN‹N 2 YÜZÜ TEM‹ZDEN K‹RL‹YE GEÇMEK ANLAMLI MI?
While comparing the current TCE earnings for an LR2 moving naphtha on an Arabian Gulf - Far East voyage with the earnings for an Aframax trading crude from the Arabian Gulf to South East Asia, you will notice that there is a significant differential: $33,400/day for a ‘dirty’ voyage versus $24,500/day for a ‘clean’ trip. Based on this discrepancy, one would expect every owner of LR2s to switch their vessels into the crude trade. However, this does not happen to the extend you expect. Why is that? Basra Körfezi - Uzak Do¤u yolculu¤unda neftya¤› tafl›yan bir LR2’nin flu andaki TCE gelirlerini Basra Körfezi’nden Güney Do¤u Asya’ya ham petrol seferi yapan bir Aframax’›n gelirleriyle k›yaslad›¤›n›zda arada önemli bir fark oldu¤unu göreceksiniz: ‘kirli’ bir yolculuk için 33,400 $/gün karfl›s›nda ‘temiz’ bir seyahat için 24,500 $/gün. Bu çeliflki temelinde her LR2 sahibinin gemisini ham petrol ticaretine çevirmesi beklenir. Ancak, bu bekledi¤iniz oranda gerçekleflmez. Neden?
F
irstly, a portion of the Aframax product carrier fleet will, in fact, switch to take advantage of market discrepancies. These tend to be modern vessels with new or well-maintained coatings. Most of these vessels are controlled by oil traders looking to take advantage of the arbitrage opportunities between markets and cherish the flexibility of these LR2 vessels. Most oil traders also have the advantage of having access to both clean and dirty cargoes and knowing how to optimize the use of such vessels. While large integrated oil companies also move both clean and dirty products, the segregation between the upstream and downstream operations of these large organizations makes it much more difficult to switch these vessels back and forth. For shipowners that operate their LR2s in the spot market, several factors will impact their decision on how, and where, to trade the vessel. First of all, moving back and forth between clean and dirty cargoes is not as easy as it sounds, in particular, switching from dirty to clean. After a vessel has
042
MARINE&COMMERCE DECEMBER 2014
Ö
ncelikle, Aframax ürün tafl›ma filosunun bir bölümü pazar çeliflkilerinden yararlanmak için geçifl yapacakt›r. Bunlar yeni ya da iyi-korunmufl kaplamalar› olan modern gemiler olacakt›r. Bu gemilerin ço¤u pazarlar aras›nda arbitraj avantaj›ndan yararlanmaya çal›flan ve bu LR2 gemilerinin esnekli¤ini seven petrol tüccarlar› taraf›ndan kontrol edilir. Petrol tüccarlar›n›n önemli bölümü hem kirli hem de temiz kargolara eriflme ve bu gemileri en iyi biçimde kullanmay› bilme avantaj›na sahiptir. Entegre petrol flirketleri de hem temiz hem de kirli ürünler tafl›rken, bu büyük organizasyonlar›n üretim ve da¤›t›m taraf› operasyonlar›ndaki ay›r›m bu gemileri ileri geri de¤ifltirmeyi çok güçlefltirir. LR2’lerini spot piyasada çal›flt›ran armatörler söz konusu oldu¤unda, gemilerini nas›l ve nerede de¤ifltireceklerine dair kararlar›n› etkileyen pek çok etmen olacakt›r. Öncelikle, temiz ve kirli yükler aras›nda gidip gelmek göründü¤ü kadar kolay de¤ildir. Bir gemi ham petrol ya da akaryak›t gibi kirli petrol ürünleri tafl›d›ktan sonra ayn› geminin temiz petrol ürünleri
PACIFIC AFRAMAX / LR2 RATES
AFRAMAX REPORTED SPOT FIXTURES
PACIFIC AFRAMAX / LR2 F‹YATLARI
AFRAMAX B‹LD‹R‹LEN SPOT BA⁄LANTILARI 7,000
CLEAN VERSUS DIRTY CARGOES
07.2014
01.2014
07.2013
01.2013
07.2012
01.2012
Fixtures // Ba¤lant›lar
6,000
07.2011
40,000 35,000 30,000 25,000 20,000 15,000 10,000 5,000 0
01.2011
USD/day
MARKET // P‹YASA
Aframax 80,000, Ras Tanura - Singapore Dirty Cargo Aframax 75,000, Ras Tanura - Yokohama Clean Cargo
carried dirty petroleum products like crude or fuel oil, a charterer will typically require several “clean-up” cargoes, before it will accept the same vessel to carry clean petroleum products. Since this clean-up process complicates and delays the switching between markets, there are only a handful of owners that do this on a regular basis. Economic drivers are also a critical factor in an owners’ decision. As figure clearly shows, one market does not consistently outperform the other and, for a switch to make sense, the owner needs to have a view that one market will provide consistently higher returns than the other for a period of at least 6 months. This means that if an owner is evaluating whether to move a vessel into the dirty market, he will probably only choose to do this when (1) the market is markedly higher, (2) he expects that the rate discrepancy will last for a while (at least 6 months or so) and (3) he has the commercial experience and contacts to trade in the crude markets.
21% 18%
5,000
15%
4,000
12%
3,000
9%
2,000
6%
1,000
3% 0%
0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 Dirty
Clean
Clean%
tafl›mas›n› kabul etmesinden önce gemiyi kiralayan›n çok say›da “temizleme” yükleri tafl›mas› gerekecektir. Bu temizleme süreci pazarlar aras›nda geçifli karmafl›klaflt›rd›¤›ndan ve geciktirdi¤inden bunu düzenli olarak yapan armatör say›s› bir elin parmaklar›n› geçmez. Ekonomik güdüler de armatörlerin karar›nda önemli bir etmendir. fiekilde aç›kça görüldü¤ü gibi bir piyasa her zaman di¤erine üstün gelmez ve de¤iflimin anlaml› olabilmesi için gemi sahibinin en az 6 ay boyunca bir pazar›n tutarl› bir biçimde di¤erinden daha fazla kar getirece¤ine dair bir görüflü olmas› gerekir. Bunun anlam› fludur; e¤er bir gemi sahibi gemiyi kirli pazara geçirip geçirmemeyi de¤erlendiriyorsa bunu yapmay› ancak (1) pazar belirgin biçimde daha yüksekse, (2) fiyat çeliflkisinin bir süre (en az›ndan alt› ay ya da daha fazla) devam etmesini bekliyorsa ve (3) ham petrol piyasalar›nda ticaret yapmak için ticari deneyimi ve ba¤lant›lar› varsa seçecektir.
A significant group of clean trading Aframaxes are currently owned/operated by companies, including commercial pools that are committed to the growing clean product market. Tanker pools which tend to be highly structured commercial vehicles with specific pool point systems and long-term cargo contracts are less likely to switch in and out of markets than independent shipowners, who can be more opportunistic.
Temiz ticaret Aframax’lar›n›n önemli bir grubu halihaz›rda, büyümekte olan temiz ürün pazar›na ba¤l› olan ticari havuzlar da dahil olmak üzere, flirketler taraf›ndan iflletilmekte ya da sahiplenilmektedir. Özel havuz noktas› sistemleri ve uzun vadeli kargo anlaflmalar›yla sa¤lam yap›l› ticari araçlar olma e¤ilimindeki tanker havuzlar›n›n pazarlara girip ç›kmas› daha f›rsatç› olabilen ba¤›ms›z armatörlerin girip ç›kmas›ndan daha zordur.
As of now, only a relatively small group of LR2 operators have both the ability, and inclination, to switch their vessels between markets and even they may think twice given the ever changing rate differentials.
fiu an itibar›yla, yaln›zca göreceli olarak az say›da LR2 iflletmecisinin araçlar›n› pazarlar aras›nda de¤ifltirmek konusunda hem yetene¤i hem de niyeti vard›r ve sürekli olarak de¤iflen fiyat farl›l›klar› nedeniyle onlar bile iki kez düflünebilir.
Source // Kaynak: POTEN & PARTNERS
MARINE&COMMERCE ARALIK 2014
043
MEETING // TOPLANTI
CLASSNK ISTANBUL OFFICE th CELEBRATES ITS 20 YEAR CLASSNK ‹STANBUL OF‹S‹ 20. YILINI KUTLADI
ClassNK holds 20% share of global merchant maritime fleet with approximately 9,000 ships and 230 million GT registered to its name and they have an important customer portfolio in Turkey as a reflection of that. Unlike its other competitors, ClassNK is a foundation giving service only to maritime sector. Kayd› alt›nda bulunan 230 milyon GT ve 9,000’e yak›n gemi say›s› ile dünya ticari deniz filosunun %20’sini elinde bulunduran ClassNK, bunun yans›mas› olarak Türkiye’de de önemli bir müflteri portföyüne sahip. NK ayr›ca rakiplerinden farkl› olarak, sadece denizcilik sektörüne hizmet veriyor.
N
ippon Kaiji Kyokai (ClassNK) held its 6th Turkish Technical Committee and 20th Establishment anniversary meeting in recent days. Technical Committee meeting that was held with the participation of 47 members consisting of a leading body of Turkish maritime sector, started with the opening speeches of ClassNK Vice President Tetsushi Agata and Istanbul Office General Manager Hasan Tahsin Acar. Detailed presentations were given in the meeting about global and local activities of ClassNK, ClassNK-NAPA Green energy efficiency software developed in cooperation with NAPA, updates of the latest IMO sessions, updates related with the Ballast Water Management Convention, updates of NOx and SOx regulations,
N
ippon Kaiji Kyokai (ClassNK) geçti¤imiz günlerde, ‹stanbul Ofisinin 20. kurulufl y›ldönümünü ve 6. Türk Teknik Komite toplant›s›n› gerçeklefltirdi. Türk Denizcilik sektörünün önde gelen simalar›ndan oluflan toplam 47 üye ve gözlemcinin kat›l›m› ile yap›lan teknik komite toplant›s›, ClassNK Baflkan Yard›mc›s› Tetsushi Agata ve ‹stanbul Ofis Genel Müdürü Hasan Tahsin Acar’›n aç›l›fl konuflmalar›yla bafllad›. Toplant›da; ClassNK’in global ve lokal faaliyetleri, NAPA ile ortaklafla gelifltirilen ClassNK-NAPA Green enerji verimlili¤i yaz›l›m›, en son IMO oturumlar›ndaki güncellemeler, Balast Suyu Yönetimi Konvansiyonu hakk›ndaki güncellemeler, NOx ve SOx kurallar›ndaki güncellemeler, MLC 2006 ve Liman Devleti Uygulama ‹statistikleri ile LSA Kod’un revize edilen bir maddesi olan can filikalar› donan›mlar› hakk›nda detayl› sunumlar yap›ld›. Toplant›n›n akabinde, Türk ve Japon Denizcilik sektöründen 200’den fazla konu¤un kat›l›m›yla ClassNK ‹stanbul Ofisi’nin 20. kurulufl y›ldönümü kutlamas›na geçildi. Program çerçevesinde ClassNK Baflkan Yard›mc›s› T. Agata, ‹stanbul Ofis Genel Müdürü H.T. Acar, Türk Teknik Komitesi Baflkan› E. Özkaya ve Japonya ‹stanbul Baflkonsolosu K. Fukuda yapt›klar› konuflmalarla, bir taraftan geçmifli hat›rlat›rken, di¤er taraftan da gelecek planlar› ile ilgili tüm konuklara bilgi aktard›lar.
Hasan Tahsin Acar
044
MARINE&COMMERCE DECEMBER 2014
Mart 2014’ten itibaren ClassNK ‹stanbul Ofis’te Genel Müdürlük görevini yürüten Hasan Tahsin Acar konuflmas›nda, ClassNK’in, kayd› alt›nda bulunan 230 milyon GT ve 9,000’e yak›n gemi say›s› ile dünya ticari deniz filosunun %20’sini elinde bulundurdu¤unu, bunun bir yans›mas› olarak Türkiye’de de önemli bir müflteri
MEETING // TOPLANTI
MLC 2006 and Port State Application Statistics and life boat equipment which is a revised item of LSA Code. Right after the meeting, 20th establishment anniversary celebration of Class NK Istanbul Office started with the participation of more than 200 guests from Turkish and Japanese Maritime sector. Within the framework of the program, ClassNK Vice President T. Agata, Istanbul Office General Manager H.T. Acar, Turkish Technical Committee President E. Özkaya and Istanbul Consul General of Japan relay information to the guests about future plans while reminding the past in their addresses. Hasan Tahsin Acar who carries out his duty as the General Manager of ClassNK Istanbul Office since March 2014 said that the ClassNK holds 20% share of global commercial maritime fleet with approximately 9,000 ships and 230 million GT registered to its name and they have an important customer portfolio in Turkey as a reflection of that. He pointed out that, unlike its other competitors, ClassNK is a foundation giving service only to maritime sector. Mr. Acar said that as an entity operating in Japan, one of the main bases of shipbuilding, ClassNK has put its signature under numerous R&D projects together with the leaders of the sector, and emphasized that positive results are obtained and presented to the sector related with the investments on one of the most important topics of recent years, namely energy efficiency.
portföyüne sahip olduklar›n› belirtti. ClassNK’in di¤er rakiplerinden farkl› olarak %100 denizcilik sektörüne hizmet veren bir kurulufl oldu¤u hususuna da dikkat çekti. Halen gemi inflan›n ana üslerinden biri konumundaki Japonya’da faaliyet gösteren bir kurulufl olarak ClassNK’in, sektör liderleri ile birlikte say›s›z Ar-Ge projesine imza att›¤›n› belirten Acar, özellikle son y›llar›n en önemli bafll›klar›ndan biri olan enerji verimlili¤i konusunda yap›lan yat›r›mlar›n pozitif sonuçlar›n›n toplanmaya bafllanarak sektöre sunuldu¤unu da vurgulad›.
Mr. Acar said that as Istanbul Office they keep on growing every year in terms of survey number and added that their staff number which was 2 in 1994 has reached to 20 by the end of 2014 and they will be in need of more personnel in forthcoming periods. Mr. Acar highlighted that they also give service to new building sector and sub-industry with Istanbul Plan Approval Center founded in 2008 and remarked that as Istanbul Office their service concept for 20 years is to give quickest and top-quality service to their customers and that they will make no concession on this concept. &
‹stanbul Ofis olarak, sörvey say›s› yönünden her y›l daha da yo¤unlaflt›klar›n› söyleyen Acar, 1994 y›l›nda 2 kifli olan personel say›s›n›n 2014 sonu itibar›yla 20’ye ulaflt›¤›n› ve önümüzdeki dönemlerde daha da fazla elemana ihtiyaç duyacaklar›n› belirtti. 2008 y›l›nda kurulan ‹stanbul Plan Onay Merkezi ile yeni infla sektörü ve yan sanayiye de hizmet verdiklerinin alt›n› çizen Acar, ‹stanbul Ofis olarak 20 y›ld›r müflterilerine en h›zl› ve kaliteli flekilde hizmet veren bir anlay›fl içerisinde olduklar›n› ve önümüzdeki y›llarda da bu anlay›fltan ödün vermeyeceklerini bildirdi. & MARINE&COMMERCE ARALIK 2014
045
AGENDA // GÜNDEM
IZMIR AGENDA DISCUSSED AT FOÇA ‹ZM‹R GÜNDEM‹ FOÇA’DA MASAYA YATIRILDI
Joint Meeting of boards of chambers and exchange commodities of Izmir, which serves under Turkish Union of Chambers and Exchange Commodities, was held in Foça and the problems of chambers in Izmir was discussed in detail. Türkiye Odalar ve Borsalar Birli¤i’ne ba¤l› ‹zmir’deki oda ve borsalar›n Yönetim Kurullar› Ortak Toplant›s›, Foça’da yap›ld› ve ‹zmir’deki odalar›n sorunlar› masaya yat›r›ld›.
A
egean Region Chamber of Industry (EBSO) Chairman Ender Yorganc›lar, Izmir Chamber of Commerce (IZTO) Chairman Ekrem Demirtafl, Chamber of Shipping Izmir Branch Chairman Yusuf Öztürk, Menemen Chamber of Commerce Chairman Y›lmaz Güral, Foça Mayor Gökhan Demira¤ and chamber presidents of nearby districts attended to the meeting and its agenda was considerably busy.
YORGANCILAR: PAVE THE WAY FOR INVESTORS Aegean Region Chamber of Industry (EBSO) Chairman Ender Yorganc›lar talked about the difficulties of making investment in Turkey and explained that Turkey is ranked as 132 among 189 countries in doing business index. He said that the period of initiating the investment has been reached to two years for a foreigner and showed the table containing investment procedure. Yorganc›lar pointed out the troubles in inducement of Izmir and evaluated the results of 100 Great poll that EBSO conducted according to the criteria of sales from production; “While the sales from production of Izmir-based firms increased 5 % compared to previous year it increased 8 % throughout Turkey. Export decreased 18.7 percent in Izmir firms. We are observing that the profit rate of industrialist is fixed on 4.5-5 rate. These are the certain results incentive system. We talked with the Minister of Economy, Nihat Zeybekçi. We will conduct a meeting related with inducement in Izmir by the end of July. Also the business world and nongovernmental organizations will participate to this meeting.”
E
ge Bölgesi Sanayi Odas› (EBSO) Baflkan› Ender Yorganc›lar, ‹zmir Ticaret Odas› (‹ZTO) Baflkan› Ekrem Demirtafl, Deniz Ticaret Odas› ‹zmir fiube Baflkan› Yusuf Öztürk, Menemen Ticaret Odas› Baflkan› Y›lmaz Güral, Foça Belediye Baflkan› Gökhan Demira¤ ve çevre ilçelerin oda baflkanlar›n›n kat›ld›¤› toplant›n›n gündemi oldukça yo¤undu.
YORGANCILAR: YATIRIMCININ ÖNÜ AÇILSIN Ege Bölgesi Sanayi Odas› Yönetim Kurulu Baflkan› Ender Yorganc›lar, Türkiye’de yat›r›m yapman›n zorluklar›ndan bahsederek, ifl yapma endeksinde Türkiye’nin 189 ülke aras›nda 132. s›rada yer ald›¤›n› aç›klad›. Yorganc›lar, bir yabanc› giriflimcinin yat›r›ma bafllama süresinin 2 y›la ulaflt›¤›n› belirterek, yat›r›m prosedürünü içeren tabloyu gösterdi. ‹zmir’in teflvikteki s›k›nt›lar›na iflaret ederek, EBSO’nun üretimden sat›fllar kriterine göre gerçeklefltirdi¤i 100 büyük anketinin sonuçlar›n› de¤erlendiren Yorganc›lar; “Bir önceki y›la göre ‹zmir’deki firmalar›n üretimdeki sat›fllar› yüzde 5.5 artarken, Türkiye geneli yüzde 8.2 artm›fl. ‹hracat ‹zmir firmalar›nda yüzde 18.7 düfltü. Sanayicinin kar›n›n yüzde 4.5-5 oran›na oturdu¤unu görüyoruz. Bunlar tamamen teflvik sisteminden kaynaklan›yor. Ekonomi Bakan› Nihat Zeybekci ile konufltuk, Temmuz ay› sonuna do¤ru ‹zmir’de teflvikle ilgili bir toplant› yapaca¤›z. ‹fl dünyas› ve sivil toplum kurulufllar› da kat›lacak” dedi.
Yorganc›lar ended up by saying that Turkey should become a party to the customs treaty that USA will conclude with UN and otherwise the loss in export will reach to 35 billion dollars.
ABD’nin Avrupa Birli¤i ile yapaca¤› gümrük anlaflmas›nda Türkiye’nin de taraf olmas› gerekti¤ini belirten Yorganc›lar, aksi takdirde ihracatta yaflanacak kayb›n 35 milyar dolar› bulaca¤›n› aç›klayarak sözlerine son verdi.
DEMIRTAfi: “BOTH THERE IS A PROFITABLENESS AND THE INFLATION IS HIGH TOO”
DEM‹RTAfi: “HEM KARSIZLIK VAR, HEM ENFLASYON YÜKSEK”
Izmir Chamber of Commerce Chairman Ekrem Demirtafl called attention to risks in economy and proposed a new stabilization
‹zmir Ticaret Odas› Yönetim Kurulu Baflkan› Ekrem Demirtafl da, ekonomideki risklere dikkat çekerek, yeni bir istikrar program›
046
MARINE&COMMERCE DECEMBER 2014
AGENDA // GÜNDEM
Ender Yorganc›lar
program. When emphasizing the problem in foreign policy he said: “There is no critical setback in our export but it can happen. We are concerned about which side to take about disagreement on interest between the Prime Minister and National Bank. If it is intervened to National Bank policies, this might pose a risk and therefore would cause a problem for us. But high interest would cause a problem for us as well. The important thing is to solve the problems together. We are number one in inflation in the world. Can you say that 4 % is a profit for industrialist? Both there is a profitableness and the inflation is high. Our way is not open in economy. Absolutely there must be a new stabilization program. Although our country is not risky it is clear that we should be careful.” Demirtafl criticized also the Izmir Development Agency (IZKA) with these words: “I am a board member of IZKA. In every meeting I am opposing to the supports granted to projects that does not contribute to the development our city. We cannot develop this city by trading with each other. Did IZKA visit anywhere? To which investor it introduced the city? Nothing!”
ÖZTÜRK: “HOW THE ÇANDARLI WILL BE FILLED?” Chamber of Shipping Izmir Branch Chairman Yusuf Öztürk said that this is not a good period for maritime industry: “Unfortunately, maritime is going downhill in Turkey and in the world. I don’t want to be pessimistic. I believe that we can catch the figures of 2013 also in 2014. Especially, 10 % increase is expected in Alia¤a ports. There is an improvement in ship and yacht export. But our shipyards cannot receive new orders. With a clever policy, out shipyards headed to maintenance and repairment. The jetty of North Aegean Port in Çandarl› is completed. A new specification is waited. I hope it will be completed as soon as possible and we can rank among the largest ports of the world. However, we do not know where to find the demand sufficient to fill that port.” Related with Alsancak Port, he said; “Izmir Alsancak Port should maintain its position. Izmir also should be a homeport after Istanbul”.
Ekrem Demirtafl
önerdi. D›fl politikadaki sorunlara vurgu yapan Demirtafl, “‹hracat›m›zda çok önemli bir aksama yok ancak olabilir. Faiz konusunda Baflbakan ve Merkez Bankas› aras›nda biz de kimin taraf›nda olaca¤›z diye endiflemiz var. Merkez Bankas› politikalar›na çok kar›fl›l›rsa risk yaflanabilir ve bu bizi zora sokar. Ama yüksek faiz de bizi zora sokar. Üzerinde durulmas› gereken, sorunlar›n birlikte çözülmesi. Enflasyonda dünyada bir numaray›z. Sanayici için yüzde 4 kar m›d›r? Hem kars›zl›k var, hem enflasyon yüksek. Ekonomide önümüz aç›k de¤il. Yeni bir istikrar program› mutlaka olmal›. Ülkemizde risk tafl›mamakla beraber dikkatli olmak gerekti¤i ortada” diye ekledi. ‹zmir Kalk›nma Ajans›’n› (‹ZKA) da elefltiren Demirtafl; “‹ZKA’n›n yönetim kurulu üyesiyim. Her toplant›da, kenti kalk›nd›rmayan projelere verilen desteklere karfl› duruyorum. Birbirimizden al›flverifl yaparak bu kenti kalk›nd›ramay›z. ‹ZKA nereye gitti? Hangi yat›r›mc›ya flehri tan›tt›? Hiçbir fley yok” dedi.
ÖZTÜRK: “ÇANDARLI NASIL DOLACAK?” Deniz Ticaret Odas› ‹zmir fiubesi Baflkan› Yusuf Öztürk, denizcilik sektöründe iyi bir dönem yaflanmad›¤›n› söyledi. Öztürk, “Maalesef Türkiye’de ve dünyada denizcilik kötü gidiyor. Çok kötümser olmak istemiyorum. 2013’teki rakamlar› 2014’te de yakalayabilece¤imize inan›yorum. Özellikle Alia¤a limanlar›nda yüzde 10’luk art›fl bekleniyor. Gemi ve yat ihracat›nda geliflme var. Ama tersanelerimiz yeni siparifl alam›yor. Ak›ll› bir politika ile tersanelerimiz bak›m ve onar›ma yöneldi. Çandarl›’daki Kuzey Ege Liman›’n›n mendire¤i bitti. Yeni flartname bekleniyor. Umar›m bir an önce tamamlan›p dünyan›n en büyük limanlar› s›ralamas›na girebiliriz. Ancak o liman› dolduracak bu kadar talebi nereden bulaca¤›m›z› da bilemiyoruz” dedi. Alsancak Liman› ile ilgili olarak da; “‹zmir Alsancak Liman› pozisyonunu korumal›, ‹stanbul’dan sonra ‹zmir de homeport olmal›” diye belirtti. MARINE&COMMERCE ARALIK 2014
047
AGENDA // GÜNDEM
Gökhan Debira¤
Yusuf Öztürk
DEMIRA⁄: “WE ARE LOOKING FOR INVESTORS TO REGAIN THE CLUBMED IN TOURISM”
DEM‹RA⁄: “CLUBMED’‹N TEKRAR TUR‹ZME KAZANDIRILMASI ‹Ç‹N YATIRIMCI ARIYORUZ”
Mayor of Foça Gökhan Demira¤ gave place to titles important for the development of the region. He emphasized that ClupMed, the first holiday village of Turkey should be opened again and continued; “The identity of Foça is already created. It is true that the first holiday village of Turkey, ClupMed is closed at present because of different opinions related with it. We carried out a study about the existing site and received the permission to make plan. We will submit the plans we prepared to the Culture and Tourism Ministry within 6 or 7 months. We want Foça to regain the first holiday village of Turkey that is closed now.” Demira¤ pointed out that it is possible to engage in tourism during 12 months in Foça and said; “We want an urgent solution for the road problem. We asking the Ministry of Transport to make the 26 km long line between Foça-Çanakkale as threelane-road if not divided road. We believe that a study should be made for this end as soon as possible. The problem of licensing the boarding houses is resolved. We are trying to increase our quality bed number.” And he defended that the idle Çi¤li Kakl›ç Airport that is located in an area comprising Çi¤li, Menemen, Foça, Alia¤a, Bergama, Dikili, and K›n›k together with Manisa should be used in civil aviation. Mayor Demira¤ remarked; “There is a significant difference between the time spent to go from Manisa to Adnan Menderes Airport and Kakl›ç airport. It is easier to come to Kakl›ç Airport through new built roads. Beside, that would be an great contribution to the area that might encompass Bak›rçay Basin and Manisa”.
Foça Belediye Baflkan› Gökhan Demira¤’›n, konuflmas›nda bölgenin geliflimi için önemli bafll›klar yer ald›. Türkiye’nin ilk tatil köyü olan ClubMed’in tekrar aç›lmas› gerekti¤ini vurgulayan Demira¤; “Foça kimli¤ini art›k kazanm›fl durumda. Türkiye’nin ilk tatil köyü olan ClubMed’in hakk›nda farkl› görüfller olmas›ndan dolay› halen kapal› oldu¤u bir gerçek. Biz flu andaki mevcut yerle ilgili bir çal›flma yürüttük ve plan yapma izni ald›k. Yapt›¤›m›z planlar› 6, 7 ay içinde Kültür ve Turizm Bakanl›¤›’na sunaca¤›z. Kapal› olan Türkiye’nin ilk tatil köyünü tekrar Foça’ya kazand›rmak istiyoruz” dedi. Demira¤, Foça’da art›k 12 ay turizm yap›ld›¤›na dikkat çekerek; “Yol sorununun bir an önce çözülmesini istiyoruz. Ulaflt›rma Bakanl›¤›’n›n Foça-Çanakkale yolu aras›ndaki 26 km’lik hatt›, bölünmüfl yol olmasa bile en az 3 fleritli hale getirmesini istiyoruz. Bu konuda bir an önce çal›flma yap›lmas›n› gerekti¤ine inan›yoruz. Ev pansiyoncu¤u ile ilgili art›k ruhsat verme sorunu da ortadan kalkt›. Biz de hali haz›rda kaliteli yatak say›m›z› art›rmaya çal›fl›yoruz” dedi. Çi¤li, Menemen, Foça, Alia¤a, Bergama, Dikili, K›n›k ile birlikte Manisa’n›n da içine bulundu¤u bir alanda at›l durumda bulunan Çi¤li Kakl›ç Hava Liman›n›n tekrar sivil havac›l›¤a kazand›r›lmas› gerekti¤ini de savundu. Baflkan Demira¤, “Manisa’dan Adnan Menderes Hava Liman›’na gitme zaman› ile Kakl›ç Hava Liman›na gitme zaman› aras›nda ciddi fark var. Yap›lan yeni yollarla Kakl›ç Hava Liman›na gelmek art›k daha kolay. Ayr›ca bu sayede Bak›rçay Havzas› ve Manisa’y› da içine alabilecek flekilde çok büyük bir katk› sa¤lanacakt›r” dedi.
GÜRAL: FOÇA-LESBOS NAVIGATION SHOULD START AGAIN In the meeting where the agenda of Izmir is discussed, the main titles of Menemen Chamber of Commerce Chairman Y›lmaz Güral’s speech was restarting the navigation between Foça and the Lesbos Island of Greece, regaining the French Holiday Village in tourism and founding a college in Menemen. &
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MARINE&COMMERCE DECEMBER 2014
GÜRAL: FOÇA-M‹D‹LL‹ GEM‹ SEFERLER‹ YEN‹DEN BAfiLAMALI ‹zmir gündeminin masaya yat›r›ld›¤› toplant›da Menemen Ticaret Odas› Baflkan› Y›lmaz Güral’›n de¤indi¤i konularsa, Foça ile Yunanistan’›n Midilli adas› aras›nda yap›lan gemi seferlerinin yeniden bafllat›lmas›, 10 y›ld›r at›l durumda olan Frans›z Tatil Köyü’nün tekrar turizme kazand›r›lmas› ve Menemen’e Yüksek Okul kurulmas› ana bafll›klar›ndayd›. &
EVENT // ETK‹NL‹K
NAVAL ARCHITECTURE WEEK CELEBRATED GEM‹ MÜHEND‹SL‹⁄‹ HAFTASI KUTLANDI Since 2009, TMMOB Chamber of Naval Architects celebrates the week that includes its foundation date, 11 December as “Naval Architecture Week” with various activities like congresses, conferences, seminars on occupational subjects. TMMOB Gemi Mühendisleri Odas› 2009 y›l›ndan beri kurulufl günü olan 11 Aral›k tarihini içine alan haftay›, mesleki konularda düzenledikleri çeflitli kongre, konferans, seminer gibi etkinliklerle “Gemi Mühendisli¤i Haftas›” olarak kutluyor.
W
B
ithin the scope of the 6th activity organized this year, “Symposium of Naval Architects Chamber and Turkish Ship Building Industry on its 60th Year” and “2. Meeting of National Ship Building Industry Strategy Workshop” was held and 60th Foundation Anniversary of the Chamber was celebrated.
u y›l alt›nc›s› yap›lan etkinlik kapsam›nda; “60. Y›l›nda Gemi Mühendisleri Odas› ve Türkiye Gemi ‹nfla Sanayi Sempozyumu” ile “Ulusal Gemi ‹nfla Sanayi Stratejisi Çal›fltay› 2. Toplant›s›” yap›ld› ve Odan›n 60. Kurulufl Y›ldönümünü kutland›.
Opening speeches of the symposium were delivered by Ministry of Transportation, Maritime Affairs and Communication Deputy Undersecretary Dr. Master Özkan Poyraz and Naval Architects Chamber Board Chairperson Sinem Dedetafl. The panelists were the former Rector of ITÜ Prof. Dr. Reflat Baykal, Naval Architect Tansel Timur and Turkey Manager of ABS Seyfettin Tatl›. Tatl› talked about the deficiencies related with internship of naval architects and said: “Just as one cannot be a repairman without knowing how to drive, there cannot be a naval architect who is not acquainted with the sea and ship. Naval architects do not perform sea and ship internship and this an important deficiency. We are trying to build ships without knowing the seas and ships”.
Sempozyumun aç›fl konuflmas›n› Gemi Mühendisleri Odas› Yönetim Kurulu Baflkan› Sinem Dedetafl ve Ulaflt›rma, Denizcilik ve Haberleflme Bakanl›¤› Müsteflar Yard›mc›s› Dr. Kapt. Özkan Poyraz yapt›. Sempozyumun panalistleri; ‹TÜ eski Rektörü Prof. Dr. Reflat Baykal, Yüksek Mühendis Tansel Timur ve ABS Türkiye Ülke Müdürü Seyfettin Tatl› idi. Tatl›, gemi mühendislerinin staj konusundaki eksikliklerinden bahsetti¤i konuflmas›nda; “Nas›l ki otomobil kullanmay› bilmeyen bir tamirci olmazsa, gemi ve denizi tan›mayan bir gemi mühendisi de olmaz. Ancak gemi mühendisleri deniz ve gemi staj› yapm›yor bu önemli bir eksiklik. Gemileri, denizleri tan›madan gemi infla etmeye çal›fl›yoruz” dedi.
“20 TL IS DEMANDED FOR A SQUARE METER” One of the main sponsors of the symposium was Turkish Ship Builders’ Association (GISBIR). Board Chairman of the association, Murat K›ran commenced his speech by reminding the rapid growth experienced in ship building industry after 2005 and added that the industry became a good investment tool. K›ran said that the recession resulting from the crises in 2008 has driven the industry to new market search and the sector reached to a fine position especially in terms of ship repair, maintenance and fixing. K›ran stated that one of the most important problems of ship building industry is the difficulty of expressing themselves to the Ministry of Finance and continued; “A law has passed which states that the new contracts should return to one per thousand shares over the turnover. When the regulation issued in July came into effect we all became hopeful. But today I see that we
050
MARINE&COMMERCE DECEMBER 2014
“METREKARES‹NE 20 TL ‹STEN‹YOR” Sempozyumun ana sponsorlar›ndan biri Türkiye Gemi ‹nfla Sanayicileri Birli¤i (G‹SB‹R) idi. Birlik Yönetim Kurulu Baflkan› Murat K›ran, 2005 y›l›ndan sonra gemi infla sanayisinde yaflanan h›zl› geliflimi ve sektörün iyi bir yat›r›m arac› haline geldi¤ini hat›rlatarak bafllad›¤› konuflmas›nda, 2008’deki krizle birlikte yaflanan duraklaman›n, sektörü yeni pazar aray›fllar›na itti¤ini ve özellikle gemi tamir, bak›m, onar›m› konusunda iyi derecelere geldiklerini söyledi. Gemi infla sanayisinin yaflad›¤› en önemli sorunlardan birinin, Maliye Bakanl›¤›’na kendilerine ifade etmekte zorlanmalar› oldu¤unu ifade eden K›ran flöyle devam etti; “Yeni yap›lan kira sözleflmelerinin ciro üzerinden binde 1 pay›na dönmesini gerektiren bir kanun yay›nland›. Temmuz ay›nda ç›kan yönetmelik de devreye girince, hepimiz ümitlendik. Ama bugün görüyorum ki yeni bir olayla karfl› karfl›yay›z, özellikle Tuzla’da yapt›klar› dol-
EVENT // ETK‹NL‹K
Baflaran Bayrak
Murat K›ran
are facing a new situation; they demand high prices especially for the fillings, berths, piers, floating docks in Tuzla… While the courts decided 7 lira per square meter in adjustment cases against rents increases in the past, today they demand 20 lira per square meters to use the sea in front.”
gular, iskeleler, r›ht›mlar, yüzer havuzlar için öyle rakamlar›n ödemesini istediler ki… Geçmiflte kira art›fllar›na aç›lan uyarlama davalar›nda, mahkeme karar›yla metrekaresi 7 liraya de¤er biçilirken, buralar›n önündeki denizin kullan›lmas› için metrekaresine 20 lira istiyorlar.”
STATUTE, STATUTE, STATUTE…
MEVZUAT, MEVZUAT, MEVZUAT…
Istanbul Exporters’ Associations (IIB) Ship and Yacht Exporters Association Board Chairman Baflaran Bayrak explained the position and targets in export of ship and yacht sector with figures and said that they realized nearly 1 billion 117 million dollars export between January-November 2014 and they predict an export amounting to 100 million dollar in December; therefore there is an increase compared to previous year.
Rakamsal verilerle gemi ve yat ihracat›nda sektörün geldi¤i konumu ve hedefleri anlatan ‹‹B Gemi ve Yat ‹hracatç›lar Birli¤i Yönetim Kurulu Baflkan› Baflaran Bayrak, 2014 y›l›nda Ocak-Kas›m aylar› aras›nda yaklafl›k 1 milyar 117 milyon dolarl›k ihracat yapt›klar›n› ve Aral›k ay›nda da 100 milyon dolar ihracat öngördüklerini, dolay›s›yla bir önceki y›la göre art›fl oldu¤unu söyledi.
Then he mentioned the problems in yacht and ship export and explained especially the difficulty of creating a brand in yacht sector and the unnecessary energy expended for statutes during yacht and ship export processes and said; “Governmental agencies takes so much time that 80 % of our energy is expended to complete these proceedings. And in remaining time we have to conduct market research, work for asserting ourselves and make innovations; how can it be?”
“HOW CAN WE BUILD THESE SHIPS?” Murat Erzaim from Akel Gemi talked about the problems related with shipyards and emphasized that the working of shipyards under a ministry related with production, for example the Industrial Ministry instead of an operational ministry is a much better solution. Erzaim said that the oil rig support vessels are very popular in ship building industry and added: “Currently we are building the steel part, namely the body of these ships except one or two projects. But the real value added activity is their turnkey building. How can we build these ships? Firstly, we should be able to make its design as the shipyard. And to achieve this end we should know how to navigate the ships and their operations. But how? The solution is to operate the ships and employ Turkish personnel in them namely, train humans. We should improve the safety culture, labor discipline and knowledge of rules of Turkish personnel. We should improve their knowledge of foreign language. But the market is very restricted. To begin with, employing our personnel in oil ships at the Caspian Sea should be encouraged.” &
Konuflmas›n›n devam›nda yat ve gemi ihracat›ndaki sorunlara de¤inen Bayrak, özellikle yat konusunda marka yaratma s›k›nt›s› ile gemi ve yat ihracat› yaparken mevzuatlara harcanan gereksiz efordan bahsetti; “Resmi dairelerde o kadar çok vakit kaybediyoruz ki, eforumuzun yüzde 80’i bunlarla u¤raflarak gidiyor. Geri kalan zamanda da pazar araflt›rmas› yapmak, kendimizi göstermek için çal›flmalar yapmak, yenilikler yapmak gerekiyor, o da ne kadar olursa...” dedi.
“B‹Z BU GEM‹LER‹ NASIL YAPAB‹L‹R‹Z?” Akel Gemi’den Murat Erzaim konuflmas›nda, tersanelerle ilgili sorunlardan bahsetti ve tersanelerin operasyonel bir bakanl›k yerine üretimle alakal› bir bakanl›kla, örne¤in Sanayi Bakanl›¤›yla çal›flmas›n›n daha do¤ru oldu¤unu vurgulad›. Konuflmas›nda, gemi infla sanayisinde özellikle petrol platformu destek gemilerinin son derece revaçta oldu¤unu belirten Erzaim; “Bu gemilerin biz flu anda bir iki proje haricinde çelik k›sm›n›, yani gövdesini yap›yoruz. Ama esas katma de¤eri olan bunlar›n anahtar teslim olarak yap›lmas›. Biz bu gemileri nas›l yapabiliriz? Bir kere tersane olarak dizayn›n› yapabilmeliyiz. Bunu yapabilmek için de gemileri kullanmay› ve operasyonunu yapmay› bilmeliyiz. Bunu nas›l yapaca¤›z? Gemileri iflleterek ve gemilerin içinde Türk personelinin çal›flmas›yla yani insan yetifltirerek yapar›z. Türk personelinin emniyet kültürünü, ifl disiplinini, kural bilgisini art›rmal›y›z. Lisan bilgisini art›rmal›y›z. Ancak pazar çok k›s›tl›. Öncelikle Hazar Denizi’ndeki petrol gemilerinde personelimizin çal›flmas› teflvik edilmeli.” & MARINE&COMMERCE ARALIK 2014
051
SUB-INDUSTRY // YAN SANAY‹
D‹KKAN SELLS VALVES TO 52 COUNTRIES D‹KKAN 52 ÜLKEYE VANA SATIYOR
Dikkan A.fi., founded in 1978, manufactures special design valves besides industrial ship valves. The company continues to increase its market share both at home and abroad through its R&D and quality oriented studies. Temelleri 1978 y›l›nda at›lan Dikkan A.fi. endüstriyel gemi vanalar›n›n yan› s›ra, özel tasar›m vanalar da üretiyor. fiirket, Ar-Ge ve kalite odakl› çal›flmalar›yla hem yurtiçi, hem de yurtd›fl›ndaki pazar pay›n› artt›rmaya devam ediyor.
D
ikkan that employs approximately 450 personnel in its integrated plants located in ‹zmir, Kemalpafla and 90,000 square meters of which is open and 35,000 is indoor space, offers solution partnership to construction, machinery, automotive, agriculture and irrigation industries too. The company works in accordance with international quality standards like DIN, ANSI, JIS, VG and manufactures iron, sphero, steel, stainless steel, bronze, tinned bronze, aluminum bronze and other copper alloy castings required for valve production by induction furnaces in foundries within its body.
Marketing Executive of Dikkan A.fi., Ms. Baflak T›rnakl› said that their export activities started by 1990s, that they export approximately 95% of their production and sell to a total of 52 countries. She remarked that as Dikkan they have a significant share in Turkey’s total export in 2013 and they experienced the pride of being listed in the first thousand companies with the greatest export figures among 60 thousand exporting companies. After stating that in 2013 they manufactured approximately 150 thousand high quality industrial and ship valves in their factory with 35 thousand square meters indoor space, Ms. T›rnakl› added: “Taking place in the same facility of our modelshop, foundry, machining, montage, dyehouse and test units, and the entire analyses being made by our own staff in our laboratory which is also located in the same facility, forms the basis of our capability to offer extensive service to our customers. Dikkan, holder of ISO 9001:2008 System Certificate approved by Lloyd’s Register, owns various system certificates, casting approvals and product certifications from independent audit and superintendence institutions TL, LR, DNV GL, BV, NK, GOST, RINA and TUV.”
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MARINE&COMMERCE DECEMBER 2014
‹
zmir Kemalpafla’da 90 bin metrekare aç›k, 35 bin metrekare kapal› alandaki entegre tesislerinde yaklafl›k 450 kifliyi istihdam eden Dikkan; inflaat, makine, otomotiv, tar›m ve sulama sektörlerine de çözüm ortakl›¤› sunuyor. DIN, ANSI, JIS, VG gibi uluslararas› kalite standartlar›nda üretim yapan flirket, vana üretimi için gerekli olan pik, sfero, çelik, paslanmaz çelik, bronz, kalayl› bronz, alüminyum bronz ve di¤er bak›r alafl›ml› dökümleri, indüksiyon ocaklar›yla bünyesindeki dökümhanelerde üretiyor. ‹hracata 90’l› y›llarda bafllad›klar›n› ifade eden Dikkan A.fi. Pazarlama Sorumlusu Baflak T›rnakl›, bugün üretimlerinin yaklafl›k % 95’ini ihraç ettiklerini ve toplamda 52 ülkeye sat›fl gerçeklefltirdiklerini söyledi. T›rnakl›, Dikkan A.fi olarak Türkiye’nin 2013 y›l›nda gerçeklefltirdi¤i ihracatta büyük pay sahibi olduklar›n› ve 60 bin ihracatç› firma aras›ndan en fazla ihracat yapan ilk bin flirket aras›nda yer alman›n gurunu yaflad›klar›n› kaydetti. 35 bin metrekare kapal› alana sahip fabrikalar›nda, 2013 y›l›nda yaklafl›k 150 bin adet yüksek kalite endüstriyel ve gemi vanas› üretimi gerçeklefltirdiklerini belirten Baflak T›rnakl› flu bilgileri verdi: “Modelhane, dökümhane, talafll› üretim, montaj, boyahane ve test birimlerinin ayn› tesiste bulunmas› ve analizlerin tamam›n›n kendi kadromuz ile yine ayn› tesislerde bulunan laboratuvarlar›m›zda karfl›lan›yor olmas›, müflterilerimize kapsaml› hizmet sunabilmemizin temelini oluflturuyor. Lloyd’s Register taraf›ndan onaylanm›fl ISO 9001:2008 Sistem Belgesi’ne sahip olan Dikkan; TL, LR, DNV GL, BV, NK, GOST, RINA ve TUV ba¤›ms›z denetim ve gözetim kurulufllar›ndan çeflitli sistem sertifikalar›, döküm onaylar› ve ürün sertifikasyonlar›na da sahip.”
SUB-INDUSTRY // YAN SANAY‹
REGARDS THE HUMAN BEING AS INVESTMENT...
‹NSANI YATIRIM OLARAK GÖRÜYOR...
Ms. T›rnakl› said that the most important source of Dikkan A.fi. is human being; that they work as a body with a team of 450 employees who loves their job and country and attributed the secret of their success to this team spirit.
Dikkan A.fi.’nin en önemli kayna¤›n›n insan oldu¤unu, iflini ve ülkesini seven 450 kiflilik bir ekiple bir bütün olarak çal›flt›klar›n› dile getiren Baflak T›rnakl›, baflar›lar›n›n s›rr›n› da bu ekip ruhuna ba¤lad›.
Stating “Dikkan A.fi. regards the human being as investment”, she added “We are organizing personal and organizational improvement programs and trainings. We involve our employees in decision making process by information sharing. We respect not only the labor of our employees but also their ideas and suggestions.”
“Dikkan A.fi. insan› yat›r›m olarak görür” diyen T›rnakl›, “Kiflisel ve organizasyonel geliflim program ve e¤itimleri düzenliyoruz. Bilgi paylafl›mlar›yla karar alma sürecine çal›flanlar›m›z› da dahil ediyoruz. Çal›flanlar›n sadece emeklerine de¤il, fikir ve önerilerine de sayg› duyuyoruz” ifadesini kulland›.
OUR TARGET IS TO BECOME THE BEST OF SECTOR... After remarking that the quality product is the result of a combination of accurate labor and technological machines; that the company is targeting to become the best of the sector; that they need the effective use of the sources, open communication and team work for this end, Ms. T›rnakl› added: “Our company is targeting to increase not only its market share but also the market it is a part of and to create new areas of usage. Our large engineer staff and R&D team continues its innovative studies in order to meet unvoiced needs of the customers besides the current ones.”
NO WIND CAN HELP TO AN AIMLESS SHIP Ms. T›rnakl› reminded that loving and internalizing the job is the golden rule of the success in every sector and highlighted that the workers should start everyday with the same profound desire and consider every new project as an opportunity that will be accomplished together with the team. She ended with these words: “We determine the demands of our customers and the market and ensure continuous development by covering the expectations quickly. ‘No wind can help to an aimless ship’ is our company motto and renewing in the direction of targets, being in constant change creates the difference”. &
HEDEF‹M‹Z SEKTÖRDE EN ‹Y‹ OLMAK... Kaliteli ürünün; kaliteli hammadde, do¤ru iflçilik ve teknolojik makinelerin birleflimiyle ortaya ç›kt›¤›n› belirten Baflak T›rnakl›, flirketin sektörün en iyisi olmay› hedefledi¤ini; bunun için kaynaklar›n en verimli flekilde kullan›lmas›na, aç›k iletiflime ve ekip çal›flmas›na ihtiyaç duyuldu¤unu söyledi ve devam etti: “fiirketimiz, sadece pazar pay›n› de¤il, içinde bulundu¤u pazar› da büyütmeyi, yeni kullan›m alanlar› oluflturmay› hedefliyor. Tüketicilerin mevcut ihtiyaçlar›n›n yan› s›ra; henüz ifade edilmemifl ihtiyaçlar›n› da karfl›lamak için genifl mühendis kadromuz ve Ar-Ge ekibimiz yenilikçi çal›flmalar›na sürekli devam ediyor.”
HEDEFS‹Z GEM‹YE H‹ÇB‹R RÜZGAR YARDIM ETMEZ Her sektörde oldu¤u gibi ifli benimsemenin ve sevmenin baflar›n›n alt›n kural› oldu¤unu hat›rlatan T›rnakl›, kiflilerin her güne ayn› yo¤un istekle bafllamas› ve her yeni projeyi, ekipçe baflar›lacak bir f›rsat olarak görmesi gerekti¤inin alt›n› çizdi. “Müflterilerimizin ve pazar›n taleplerini belirler ve beklentilere h›zl›ca yan›t vererek sürekli geliflimi sa¤lar›z” diyen T›rnakl› flirket sloganlar›n›n; ‘Hedefsiz gemiye hiçbir rüzgar yard›m etmez’ oldu¤unu ve hedefler do¤rultusunda yenilenmenin, sürekli de¤iflim içinde bulunman›n da fark yaratt›¤›n› vurgulad›. & MARINE&COMMERCE ARALIK 2014
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Turkey Produces Sophisticated Ship Designs Of Future Türkiye Gelece¤in Sofistike Gemi Tasar›mlar›n› Üreten Ülkeler Aras›na Kat›ld›
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olls-Royce has signed a 12 million sterling agreement to supply design, integrated power, propulsion systems and material for multi-purpose high-technology service vessel that will be built for Norwegian shipping company, Myklebusthaug Management in Befliktafl Shipyard. There are nearly 800 UT designed ships worldwide that Rolls-Royce put into service since the first UT (Unified Bridge) ship it built 40 years ago. With this agreement, an UT ship will be built for the first time in a Turkish shipyard. The ship that will be built in Turkey will be the first example of a brand new design. UT 7521 WP will be built with features suitable to be used in various offshore services and will have a wave piercing head. The total length of the ship will be 98.9 meters, width 21 meters and its tonnage between 5,800-6,000 dwt. Rolls-Royce Commercial Marine Department President John Knudsen said the following when commenting the agreement: “It is always a pride to see the transformation from drawing phase to production phase of a new ship design, to witness the building processes. Agreeing with a company for UT design and starting to work with a new shipyard to build the first UT ship in Turkey is another source of happiness for us. Turkey’s shipyards’ being able to start building complex ships is a very important step.” Rolls-Royce Turkey Regional Director Patrick Regis said; “Rolls-Royce has developed a strong bond with Turkish Shipbuilding Industry in recent years. We took place in many commercial and navy projects. Our
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nede çal›flmaya bafllamak da ayr› bir mutluluk kayna¤› oldu bizim için. Türkiye tersanelerinin kompleks gemiler üretebilmeye bafllamas› çok önemli bir ad›m” dedi.
UT design is worldwide known with its features; it is perfect as to stand against the most challenging conditions of offshore oil and natural gas operations. Now, we are pleased to see the participation of Turkey among the countries producing these sophisticated designs.” Rolls-Royce Turkey Commercial Marine General Sales Director Erkut Aslano¤lu’s remarks were as follows: “I think that this order, which is an indicator of the thrust on Turkish shipbuilding sector, is very important for both Rolls-Royce and Befliktafl Shipyard. It will be the first of the many future orders for similar ship types.” This brand new and most developed offshore vessel will have Rolls-Royce patented Unified Bridge. The latest automation and control system will be together with main engines in propulsion systems and integrated power, Azipull props and stern thruster, deck machineries, dry bulk cargo system, DP2 dynamic positioning. UT 7521 WP that is planned to be delivered in the second half of 2016 will also be the first ship having recently developed electro control system (SAVe CUBE). With SAVe CUBE feature, the revolution speed of main engines could be coordinated to ensure maximum fuel efficiency.
MARINE&COMMERCE DECEMBER 2014
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olls-Royce, Befliktafl Tersanesi’nde Norveçli armatörlük flirketi Myklebusthaug Management için infla edilecek ileri teknolojiye sahip çok amaçl› servis gemisi yap›m›na; tasar›m, entegre güç, tahrik sistemleri ve malzeme sa¤lamak üzere 12 milyon Sterlinlik bir anlaflma imzalad›. Rolls-Royce’un dünya genelinde, 40 y›l önce ilk kez infla etti¤i UT (Unified Bridge: Birleflik Köprü) gemiden bu yana hizmete soktu¤u yaklafl›k 800 adet UT tasar›ml› gemi bulunuyor. Bu anlaflma ile ise Türkiye’deki bir tersanede ilk kez UT tasar›ml› bir gemi infla edilecek. Türkiye’de üretilecek olan gemi, yepyeni bir tasar›m›n ilk örne¤i olacak. UT 7521 WP, çeflitli aç›k deniz görevlerinde kullan›lmak üzere, uygun özelliklerde infla edilecek ve dalga yar›c› bafl yap›s›na sahip olacak. Geminin toplam uzunlu¤u 98.9 metre, eni 21 metre ve tonaj› ise 5,800-6,000 dwt aras›nda olacak. Anlaflmay› de¤erlendiren RollsRoyce Ticari Denizcilik Birimi Baflkan› John Knudsen, “Yeniliklerle donat›lm›fl yeni bir gemi tasar›m›n›n, çizim aflamas›ndan ç›k›p üretime dönüflmesini görmek, tüm üretim aflamalar›na tan›kl›k etmek her zaman bir onurdur. Bir firma ile UT tasar›m›m›z için anlaflmak ve Türkiye’deki ilk UT gemiyi üretmek için yeni bir tersa-
Rolls-Royce Türkiye Bölge Direktörü Patrick Regis ise “RollsRoyce son y›llarda Türk gemi infla sanayisi ile kuvvetli bir ba¤ gelifltirdi. Pek çok ticari ve donanma projesinde yer ald›. UT tasar›m›m›z, tasar›m özellikleri ile dünyaca ünlü; aç›k deniz petrol ve do¤al gaz operasyonlar›n›n en zorlu flartlar›na bile dayanacak mükemmellikte. fiimdi Türkiye’nin, gelece¤in bu sofistike tasar›mlar›n› üreten ülkeler aras›na kat›lmas›ndan memnuniyet duyuyoruz” aç›klamas›nda bulundu. Rolls-Royce Türkiye Ticari Denizcilik Genel Sat›fl Müdürü Erkut Aslano¤lu: “Türk gemi infla sektörüne duyulan güvenin bir göstergesi olan bu sipariflin hem Rolls-Royce, hem de Befliktafl Tersanesi için çok önemli oldu¤unu düflünüyorum. Benzer gemi tipleri için al›nacak birçok sipariflin de ilki olacak” dedi. Bu yepyeni ve en geliflmifl aç›k deniz gemisi, Rolls-Royce patentli Birleflik Köprü’ye (Unified Bridge) sahip olacak. Entegre güç ve tahrik sisteminde ana makinalar, Azipull pervaneleri ve k›ç pervane, güverte makineleri, kuru dökme yük sistemi, DP2 dinamik konumland›rmas› ile en yeni otomasyon ve kontrol sistemi bir arada bulunacak. Bu özellikleriyle 2016 y›l›n›n ikinci yar›s›nda teslim edilmesi planlanan UT 7521 WP, ayn› zamanda son gelifltirilen elektro kontrol sistemine (SAVe CUBE) sahip ilk gemi olacak. SAVe CUBE özelli¤i ile ana makinelerinin çevirme h›z›, maksimum yak›t verimlili¤i sa¤layacak flekilde koordine edilebilecek.
Counter In Oil Import and Chip Container Practices At The Door Petrol ‹thalat›nda Sayaç ve Çip’li Konteyner Uygulamalar› Kap›da
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inister of Customs and Trade, Nurettin Canikli remarked that for oil import, they will make taxation by placing counter at zero point where the product first enters in Turkey and this practice means near to zero smuggled oil. While telling the effective measures they will take for fuel-oil import Mr. Canikli said that they have changed the system used in the measurement and taxation of the oil carried by ships, transferred to Turkey through 5-6 kilometers offshore pipe lines, pumped and then imported and added: “According to current system, these are transferred to entrepot, tanks in site; a guarantee is taken there but the taxation is made later on, when transferring it to the tanker. In Mersin Port, I observed in site all the procedures starting from the transportation of the oil in this way from a ship to the final stage. We spend nearly 6-7 hours. Of course there are some mechanisms but it is very likely to lose that track or it is necessary to take serious precautions and pay a price for tracing it. We take Council of Ministers’ decision. After the ship arrives the oil is pumped
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ümrük ve Ticaret Bakan› Nurettin Canikli, petrol ithalat›nda ürünün Türkiye’ye ilk girifl yapt›¤› s›f›r noktas›na sayaç koyarak, vergilendirme yapacaklar›n› belirterek, bunun s›f›ra yak›n kaçak anlam›na geldi¤ini belirtti. Canikli, akaryak›t ithalat›na getirecekleri etkin tedbirleri anlat›rken, gemiyle gelerek denizden 5-6 kilometre aç›kta boru hatlar›yla Türkiye’ye aktar›lan, pompalanan ve daha sonra ithal edilen petrolün ölçülmesi ile vergilendirilmesindeki sistemi de¤ifltirdiklerinden bahsetti ve flunlar› söyledi: “fiimdiki sisteme göre; bunlar boru hatlar›yla içeride antrepoya, tanka aktar›l›yor, orada bir teminat al›n›yor ama vergilendirilmesi daha sonra tankere verirken gerçeklefltiriliyor. Mersin Liman›’nda, bir gemiden petrolün bu flekilde nakliyesinden son aflamas›na kadar olan bütün ifllemleri yerinde gördüm. 6-7 saate yak›n bir zaman harcad›k. Elbette birtak›m mekanizmalar var
ama o izi kaybetme ihtimali çok kuvvetle muhtemel ya da onu takip etmek için ciddi anlamda tedbirler almak ve bedel ödemek gerekiyor. Bakanlar Kurulu karar› ald›k. Gemi geldikten sonra petrol boruyla pompalan›yor, tam karaya ç›kt›¤› yerde sayaçlar koyuyoruz. Sayaçtan geçen rakam üzerinden vergilendirmeyi yap›yoruz. Firmalara sayac› temin etmeleri için 15 fiubat’a kadar süre verdik. Edemeyenlere ithal izni vermeyece¤iz. Tam karaya ç›kt›¤› yerde ölçümü yapaca¤›z, vergiyi kesinlefltirece¤iz. Ondan sonra ne yaparsa yaps›n. Ayr›ca TÜPRAfi’a gelen, Ankara’ya gelen boru hatt›, ham petrol boru hatt›n›n da Ceyhan’dan ç›kt›¤› yere sayac› koyuyoruz. S›f›r noktas›na koyuyoruz, orada vergilendiriyoruz. Bu art›k s›f›ra yak›n kaçak anlam›na gelir.” Bakan Canikli, konteyner ve gemi takip sistemine geçeceklerini de belirterek, konteynerlerin tak›lacak çip ile takibinin sa¤lanaca¤›n› söyledi.
by pipes and we are placing counters on the point where the oil disembarks. We are taxing over the figure of the counter. We give time to the companies to supply the counter until February 2015. We will not give import license to the ones who didn’t supply the counter. We will make measurement just at the point where the oil disembarks and finalize the taxation. No matter what happens then. Besides, we are placing a counter on the exit point in Ceyhan of the crude oil pipe line reaching to TÜPRAfi, Ankara. We are placing on zero point and tax it there. That means near to zero smuggled oil.” Minister Canikli said that they will also change over to container and ship tracking system and the containers will be followed with the chip fixed on them. MARINE&COMMERCE ARALIK 2014
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Two New Logistic Support Ships For Naval Forces Deniz Kuvvetlerine ‹ki Yeni Lojistik Destek Gemisi Geliyor
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ollowing the “Helicopter Carrier”, Undersecretariat for Defense Industries is getting ready to built “Logistic Support Ships” (LDG) that is also known as “Floating Logistic Army” with national resources. LDGs are used for completely meeting the logistic needs of the troops in bases located on oversea regions. Apart from this, during potential landings all kinds of required materials and personnel can be transported with these ships. Countries like USA, England, France and Russia possesses a great number of logistic support ships.
Winner of the Tender is Selah Although the LDGs will be operated and used by Naval Forces Command, it is not considered as a critical military ship. Therefore, the tender related with 2 logistic ships, which was started in April 2013 and ended previous month, is made open also to the shipyards other than private sector military shipyards determined by the Undersecretariat for Defense Industries with Strategy Paper. Total of 6 shipyards, ADIK, Desan, ‹stanbul, Selah, Tuzla Gemi, Türkter, joined the tender and the winner was Selah Shipyard.
The most important feature of the ships is their ability to land even in shallow waters. Carrying tones of weight, LDGs can land military force and material on most shallow shorelines at any place. Thus, the ship makes it easier to transport the elements like tank, destroyer, howitzer, missile battery to any point during oversea army operations.
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avunma Sanayi Müsteflarl›¤›, “Helikopter Gemisi”nin ard›ndan, “Yüzer Lojistik Ordusu” olarak da bilinen “Lojistik Destek Gemi”lerini (LDG), milli kaynaklarla infla ettirmeye haz›rlan›yor. LDG’ler, deniz afl›r› bölgelerde bulunan askeri üslerde, birliklerin lojistik gereksinimini tam olarak karfl›lamak amac›yla kullan›l›yor. Bunun yan›s›ra olas› ç›karmalar s›ras›nda, ihtiyaç olunan tüm malzeme ve personel bu gemiler ile yerine ulaflt›r›labiliyor. ABD, ‹ngiltere, Fransa, Rusya gibi ülkelerin elinde çok say›da lojistik destek gemisi bulunuyor. Gemilerin en önemli özelli¤i, çok
s›¤ sulara dahi yanaflabilmesi. Tonlarca a¤›rl›k tafl›yan LDG’ler, dünyan›n herhangi bir yerinde, en s›¤ sahil fleritlerine askeri kuvvet ve malzemeyi indirebiliyor. Bu sayede gemiler, deniz afl›r› kara operasyonlar›nda tank, destroyer, obüs, füze bataryas› gibi unsurlar› baflka bir yere nakletmeyi çok daha kolay hale getiriyor.
‹haleyi Selah Kazand› LDG’ler, Deniz Kuvvetleri Komutanl›¤› taraf›ndan iflletilecek ve kullan›lacak olmas›na karfl›n, kritik önemde bir askeri gemi olarak görülmüyor. Dolay›s›yla Nisan 2013’de bafllat›lan ve geçen ay sonland›r›lan 2 lojistik destek gemisine iliflkin ihale, Savunma Sanayi Müsteflarl›¤› taraf›ndan Strateji Belgesi ile belirlenen özel sektör askeri tersaneleri d›fl›ndaki tersanelere de aç›k yap›ld›. AD‹K, Desan, ‹stanbul, Selah, Tuzla Gemi, Türkter olmak üzere toplam 6 tersanenin kat›ld›¤› ihaleyi kazanansa Selah Tersanesi oldu.
WISTA Turkey Management Restored Trust WISTA Türkiye Yönetimi Güven Tazeledi
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elebrating 5th anniversary of its foundation, WISTA Turkey - Women’s International Shipping and Trading Association Turkish held its 2014 Ordinary General Assembly. Board of Directors election that was one of the main agenda items of the meeting completed and the assembly unanimously decided to recommission the board of directors of the previous year until the next election in December 2015. Yet another issue discussed at the general assembly was the 35th WISTA International Conference with the title of “Veins of Shipping” which will be held in Istanbul in October 2015 and organized by WISTA Turkey.
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uruluflunun 5. y›l›n› kutlayan WISTA Türkiye - Türk Denizci Kad›nlar Derne¤i’nin 2014 y›l› Ola¤an Genel Kurul toplant›s› yap›ld›. Toplant›n›n ana gündem maddelerinden olan yönetim kurulu seçimleri yap›larak bir önceki y›l›n yönetim kurulu oy birli¤iyle Aral›k 2015’teki seçimlere kadar tekrar görevlendirildi.
Board of Directors // Yönetim Kurulu Chair // Baflkan: Halime Can Yorulmaz, Bora Chartering Vice Chair // Baflkan Yard›mc›s›: Nazl› Selek, NSN Law General Secretary // Genel Sekreter: Suzan Atasoy, Atasoy Denizcilik Accountant // Sayman: Defne Cizre Artar, Vega Bulk&Projects Meeting Coordinator // Toplant› Koordinatörü: ‹ren Ar›can, Bora Shipping&Insurance
MARINE&COMMERCE DECEMBER 2014
Genel Kurulda konuflulan bir di¤er konu da, 2015 Ekim ay›nda ‹stanbul’da düzenlenecek ve organizasyonu WISTA Türkiye taraf›ndan yap›lacak olan “Denizcili¤in Damarlar›” bafll›kl› 35. WISTA Uluslararas› Konferans› idi.
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130th Traditional Fish Day of ITUMF Organized ‹TÜDF’nin 130. Geleneksel Bal›k Günü Yap›ld›
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rganized on the occasion of 130th Foundation anniversary of Turkish Maritime education and 22nd of ITU Maritime Faculty (ITUMF) with the cooperation of Alumni Association (DEFAMED), “Traditional Fish Day” received a great interest this year too. The representative of youth, Student Officer Ömer Turgun’s speech received a strong applause in the activity where also the 40th, 50th and 60th year graduates attended. Turgun said: “School is, so to say, the home of leadership and hierarchy where the foundation of brotherhood is laid; custom traditions are started in commercial navy. In the name of maritime, we too stick hearth and soul to this ‘Spirit’ remained from our elders. Successes in sailing and rowing races, fests organized every year, our relations with companies and our graduates, projects like first motion air system in two-stroke and fourstroke main engines are concrete examples of this claim. Of course I don’t want to talk about the problems like the absence of a training ship having today’s technology, internship problems that remained unsolved, inadequacy of classrooms in school, falling behind the developments in commercial maritime of our education and academic staff, our uniform being cared only by the students. With our responsibility that makes the occupation honorable, we perceive marine not only as a profession but also a duty.
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For this reason, even if the names are changed surnames will remain unchanged.” Ministry of Transportation, Maritime Affairs and Communication Deputy Undersecretary Dr. Master Özkan Poyraz opened his speech by saying that the graduates of ‹TÜ Maritime Faculty are in a team that does not only follow the rules but makes the rules in IMO and added: “‹TÜ Maritime Faculty, one of the most fundamental universities of Turkey, has even more critical role. The main reason for this is: everybody that will graduate from any department of this faculty will be graduated as an individual who is able to fulfill the expectations of Turkish transportation and maritime sector and most important of all, who can secure our rights and benefits in our seas. Today, I came to this activity from London and I was proud to see that minimum 10 members of international maritime organization at the council meeting are the graduates of this faculty”.
MARINE&COMMERCE DECEMBER 2014
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ürk denizcilik e¤itiminin 130. ve ‹TÜ Denizcilik Fakültesi’nin (‹TÜDF) 22. kurulufl y›l› dolay›s›yla, ‹TÜ Denizcilik Fakültesi ve Fakültenin Mezunlar Derne¤i (DEFAMED) iflbirli¤i ile düzenlenen “Geleneksel Bal›k Günü”ne ilgi bu y›l da büyüktü. 40, 50 ve 60. y›l mezunlar›n›n da kat›ld›¤› etkinlikte gençleri temsilen Ö¤renci Zabiti Ömer Turgun konuflmas› ile büyük alk›fl ald›. Turgun, “Okul adeta, ticari bahriyede a¤abey-kardefl ba¤lar›n›n temellerinin at›ld›¤›, örf adet ananelerinin bafllad›¤›, hiyerarfli ve liderli¤in oca¤›d›r. Bizler de büyüklerimizin b›rakt›¤› bu ‘Ruh’a Türk denizcili¤i için dört elle sahip ç›k›yoruz. Yelken ve kürek yar›fllar›nda sa¤lanan baflar›lar, her sene düzenlenen festivaller, flirketlerle ve mezunlar›m›zla olan iliflkilerimiz, 2 ve 4 zamanl› ana makinelerde ilk hareket hava sistemi gibi projeler de bu sahiplenmenin somut örnekleri. Bunlar›n yan›nda, halen üniformaya okul ö¤rencisinden baflka kimsenin sahip ç›kmad›¤›, gü-
nümüz teknolojisine sahip bir e¤itim gemimizin olmad›¤›, staj problemlerimize çözüm bulunamad›¤›, okuldaki dersliklerin yetersizli¤i, e¤itimin ve akademik kadronun ticari bahriyedeki geliflmelere yetiflemedi¤i gibi olumsuzluklardan tabii ki bahsetmek istemiyorum. Mesle¤i onurlu k›lan sorumlulu¤umuzla, denizcili¤i sadece bir meslek olarak de¤il, bir vazife olarak alg›l›yoruz. Bu yüzden isimler de¤iflse de, soyad hep ayn› kalacak.” dedi. Ulaflt›rma Denizcilik ve Haberleflme Bakanl›¤› Müsteflar Yard›mc›s› Dr. Kapt. Özkan Poyraz ise, ‹TÜ Denizcilik Fakültesi mezunlar›n›n IMO’da kural takip eden de¤il, kural yazan bir ekibin içerisinde olduklar›n› ifade ederek bafllad›¤› konuflmas›nda; “Türkiye’nin en köklü üniversitelerinden biri olan ‹TÜ Denizcilik Fakültesi’nin çok daha önemli bir yeri var. Bunun temel sebebi, bu fakültenin herhangi bir bölümünden mezun olacak olan herkesin, Türk ulaflt›rma ve denizcilik sektörünün beklentilerini karfl›layacak ve hepsinden önemlisi denizlerimizde hak ve menfaatlerimizin savunmas›n› oluflturabilecek bireyler olarak mezun olmalar›d›r. Bugün buraya Londra’dan geldim ve konsey toplant›s›nda uluslararas› denizcilik örgütünün en az 10 üyesinin bu fakültenin mezunlar› olduklar›n› gördü¤ümde büyük gurur duydum” dedi. Ulaflt›rma Denizcilik ve Haberleflme Bakanl›¤›’n›n denizcilik
Poyraz gave information about the mid- and long-term projects in maritime education of The Ministry of Transportation, Maritime Affairs and Communication and continued his speech as follows: “The studies of our Ministry in maritime training can be summarized as to make maritime education and certification processes suitable to STWC 2010 Manila Convention, to accommodate MLV Convention in terms of ship ergonomics and the rights of seafarers, to improve our assessment and evaluation system by deepening the question banks of online seafarers test system, to be successful on EMSA and IMO audits, to relieve the internship problem, to rearrange the
education test rubric without sacrificing STCW and taking into consideration the circumstances of Turkey.” After the speeches, 40th, 50th and 60th year graduates were awarded with a plaque and attendants went to mess hall where special fish menu was presented.
e¤itimi alan›nda orta ve uzun vadeli projelerinden de bahseden Poyraz konuflmas›n›n devam›nda, “Bakanl›¤›m›z›n denizcilik e¤itimindeki çal›flmalar›; denizcilik e¤itimini ve belgelendirme süreçlerini STCW 2010 Manila Konvansiyonu’na uygun hale getirmek, MLV Konvasiyo-
nu’na gemi ergonomisi ve gemi adamlar›n›n haklar› yönünden tam uyum sa¤lamak, online gemi adamlar› s›nav sistemlerinin soru bankalar›n› derinlefltirerek ölçme ve de¤erlendirme sistemimizi gelifltirmek, EMSA ve IMO denetimlerinden baflar›yla geçmek, staj sorunun getirdi¤i problemleri hafifletmek, e¤itim s›nav yönergesini STCW’den ödün vermeden, Türkiye’nin flartlar›n› da göz önüne alarak yeniden düzenlemek fleklinde özetlenebilir” dedi. Konuflmalar›n ard›ndan, ‹TÜ Denizcilik Fakültesi’nden 40, 50 ve 60. Y›l mezunlar›na plaket verilerek, yemekhanede özel bal›k menüsünün sunuldu¤u yeme¤e geçildi.
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 ARALIK 2014
059
SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad›
Type
DWT
Built // ‹nfla
USD
Buyer // Al›c›
Anangel Omonia
bulk
73,519
1996 Korea
6,400,000
Undisclosed
Annoula
bulk
70,281
1997 Japan
6,000,000
Singapore
Blackbird
bulk
43,189
1994 Korea
6,000,000
China
Brilliand Moira
bulk
28,384
2014 Japan
18,100,000
Cape
bulk
73,049
1997 Korea
6,750,000
Cape Merlin
bulk
150,966
1994 Japan
10,500,000
Coal Age
bulk
72,861
1997 Korea
7,000,000
Durban Bulker
bulk
32,545
2005 Japan
13,400,000
Undisclosed
Emily Manx
bulk
46,769
2001 Japan
10,500,000
Europe
First Eagle
bulk
180,199
2010 Japan
40,600,000
Greece
Genyo
bulk
77,509
2001 Japan
11,500,000
Far East
Global Winner
bulk
161,121
1997 Korea
11,400,000
Undisclosed
Gwendolen
bulk
50,248
2004 Japan
13,700,000
Far East
HR Facility
bulk
12,607
2009 China
12,100,000
Chile @
HR Frequency
bulk
12,628
2009 China
12,100,000
Chile @
Hudson Bay
bulk
29,671
2011 Japan
18,000,000
Greece
Klenoden
bulk
4,452
Lady Maria Luisa
bulk
76,596
2007 Japan
16,000,000
Undisclosed
Lowlands Maine
bulk
76,784
2005 Japan
14,500,000
Greece
Lucky Sunday
bulk
80,372
2009 China
22,500,000
Undisclosed
Mokara Colossus
bulk
55,781
2006 Japan
14,600,000
Greece
Ocean Pioneer
bulk
53,489
2006 Japan
14,300,000
Undisclosed
Opal Stream
bulk
76,845
2003 Japan
13,500,000
Undisclosed
Pacific Triangle
bulk
184,744
2000 Korea
17,500,000
Turkey
Paul Oldendorff
bulk
180,000
2015 China
50,000,000
Greece
Pole
bulk
73,409
1997 Korea
6,500,000
China
Princess I
bulk
38,858
1994 Japan
5,900,000
Undisclosed
Ruby Halo
bulk
58,086
2011 Philippines
27,100,000
Undisclosed
Sansho
bulk
55,848
2012 Japan
25,000,000
Greece
SBI Merengue
bulk
81,600
2015 China
30,000,000
Greece @
SBI Salsa
bulk
81,600
2015 China
30,000,000
Greece @
Taipan
cont
12,611
2007 Spain
4,300,000
Greece @
Tangon
cont
12,612
2007 Spain
4,300,000
Greece @
Tropical Pegasus
bulk
22,332
2001 Japan
3,300,000
Asia
Wah Shan
bulk
175,980
2003 Taiwan
21,000,000
Greece
Zhejiang ZJB-401
bulk
63,500
2015 China
27,000,000
Russia @
Zhejiang ZJB-402
bulk
63,500
2015 China
27,000,000
Russia @
Adrian
cont
22,994
1997 Poland
2,000,000
Hammonia Pacificum
cont
34,241
2007 China
13,000,000
Undisclosed @
Independent Pursuit
cont
34,281
2007 China
13,000,000
Undisclosed @
Helvetia
cont
33,977
1998 Germany
1991 Germany
1,100,000
6,000,000
Undisclosed China China Undisclsoed - Auction Sale
Syria
M. East
Greece
Marine Sanaga
cont
21,436
2007 Japan
12,000,000
Oel Gujarat
cont
24,365
1997 Japan
4,800,000
India
Veersdijk
cont
8,441
2001 Germany
2,000,000
China
060 MARINE&COMMERCE DECEMBER 2014
UK
SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI Vessel Name // Gemi Ad›
Type
DWT
Built // ‹nfla
USD
Buyer // Al›c›
Gas Aries
lpg
50,375
1991 Japan
30,000,000
Far East
Gas Premiership
lpg
6,634
2001 Japan
14,200,000
Undisclosed - inc. 4 years BB Back
Asilah
tanker
7,018
1984 Japan
2,200,000
Undisclosed China
Bro Anton
tanker
16,376
1999 Spain
8,800,000
Cape Endeavour
tanker
109,001
2010 China
46,250,000
Canada @
Cape Endless
tanker
109,554
2011 China
49,000,000
Canada @
Cape Endurance
tanker
109,676
2011 China
49,000,000
Canada @
Cape Enterprise
tanker
109,581
2011 China
49,000,000
Canada @
Diamond Aspire
tanker
107,617
2008 Japan
36,750,000
Canada @
Challenge Plus
tanker
45,822
2006 Japan
17,100,000
Greece
DL Bellflower
tanker
109,390
2003 China
18,500,000
China
Emerald Stars
tanker
37,270
2005 Korea
16,000,000
Undisclosed @
Scarlet Star
tanker
37,257
2005 Korea
16,000,000
Undisclosed @
Eships Falcon
tanker
51,156
2010 Korea
26,500,000
UAE @
Eships Maya
tanker
51,150
2010 Korea
26,500,000
UAE @
Feng Xiang
tanker
3,453
2012 China
6,000,000
Gas Cathar
tanker
7,124
2001 Japan
14,200,000
Undisclosed - inc. 4 yrs TC
Horizon Diana
tanker
73,580
2007 Korea
29,800,000
Greece @
Horizon Dimitra
tanker
73,672
2007 Korea
29,800,000
Greece @
UAE
Ocean Force
tanker
40,081
2003 Korea
16,000,000
Greece @
Ocean Spirit
tanker
40,081
2003 Korea
16,000,000
Greece @
Irene
tanker
4,686
2,150,000
Undisclosed
Kamari
tanker
159,853
2009 China
51,200,000
Canada @
Karekare
tanker
156,831
2010 China
55,000,000
Canada @
1991 Netherlands
Matala
tanker
156,827
2010 China
55,000,000
Canada @
Taipan
tanker
157,048
2009 China
51,300,000
Canada @
Toska
tanker
156,929
2009 China
51,200,000
Canada @
Vadela
tanker
157,048
2009 China
51,300,000
Canada @
Keoje Tiger
tanker
6,502
1995 Japan
4,300,000
Taiwan
Laurel Galaxy
tanker
19,805
2004 Japan
19,000,000
Liquid Silver
tanker
13,864
1999 China
4,500,000
Undisclosed - Auction Sale
Korea
Maersk Clarissa
tanker
44,970
1997 Korea
8,500,000
Far East
Naida
tanker
8,831
2003 Japan
9,200,000
Undisclosed - St. Steel
Profit
tanker
156,643
2009 China
51,000,000
Norway @
Reef
tanker
156,597
2010 China
51,000,000
Norway @
Skamandros
tanker
158,491
2012 Korea
65,000,000
Norway - inc. 3 yrs BB back
SP Belgrade
tanker
7,695
2006 China
3,500,000
Undisclosed
Sungdong 3075
tanker
50,000
2015 Korea
34,750,000
Denmark @
Sungdong 3076
tanker
50,000
2015 Korea
34,750,000
Denmark @
Sungdong 3077
tanker
50,000
2015 Korea
34,750,000
Denmark @
Sungdong 3086
tanker
50,000
2015 Korea
34,750,000
Denmark @
Venice
tanker
81,408
2001 Crotia
12,800,000
Undisclosed
Veroniki IV
tanker
4,240
1991 Japan
3,000,000
Greece
MARINE&COMMERCE ARALIK 2014
061
SECOND HAND SHIP SALES ‹K‹NC‹ EL GEM‹ SATIfiLARI NEWBUILDING CONTRACTS - YEN‹ ‹NfiA SÖZLEfiMELER‹ Yard - Tersane Avic Weihai Imabari JMU Shin Kurushima Yangzijiang HHI Daewoo Daewoo JMU STX Offshore Sungdong Sungdong Sungdong SWS
Type - Tipi bulk bulk bulk bulk bulk gas lng tanker tanker tanker tanker tanker tanker tanker
Size (units) - Boyut (adet) 38,000 dwt (x4+2) 38,000 dwt 80,000 dwt (x2) 60,000 dwt (x2) 208,000 dwt (x4+4) 84,000 cbm (x1+1) 174,000 cbm (x6) 156,000 dwt (x2) 320,000 dwt (x2+1) 74,000 dwt (x8) 158,000 dwt (x2) 115,000 dwt (x2) 50,000 dwt (x4) 158,000 dwt (x5)
Delivery // Teslimat 2017 2017 2016/2017 2017 2016 2016 2019 2017 2017 2016/2017 2016/2017 2016/2017 2015 2016/2017
Buyer - Al›c›
USD 22,000,000 25,000,000 35,500,000 30,000,000 56,500,000 79,000,000 207,000,000 70,000,000 97,000,000 46,000,000 65,000,000 56,500,000 34,750,000 63,000,000
Vogemann ID Shipping Wisdom (Taiwan) Asia Reederei Vogemann Unique Shipping BP Sonangol John Fredriksen Oman Shipping Nordic American Thenamaris Wisdom (Taiwan) CSSC Leasing
DEMOLITION SALES - HURDA SATIfiLARI Vessel Name - Gemi Ad› Argenmar Austral Asean Wisdom Banowati Beauty Bright Future Dewi Umayi Dinda Freedom Growing Hong Ocean Lily Regal Mercury Princess Natalie Sea Harvest Yu Qi Hai Zhong Chang 88 Eurus Lisbon Freedom Marinos MSC Clementina MSC Jenny MSC Nairobi Novorissiysk Star Odessa Star Eurus London Atlantic Impala Ina Jolly Nero Doris Kenconowungu @: enbloc
Type - Tipi bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk bulk cont cont cont cont cont cont cont cont reefer roro roro roro tanker tanker
DWT 23,899 41,526 62,633 6,264 6,025 61,190 3,588 9,618 41,545 95,808 8,350 41,540 70,242 68,192 65,083 42,637 15,646 9,618 23,571 43,576 43,537 41,624 26,656 25,638 15,844 18,731 9,019 29,914 19,960 91,647
Built // ‹nfla 1984 1985 1983 1981 1984 1981 1984 1997 1984 1990 1984 1986 1989 1986 1981 1987 1991 1997 1993 1986 1986 1995 1999 2000 1992 1993 1978 1976 1984 1985
USD/LDT 195 437 473 436 395 464 474 380 420 250 470 437 465 475 440 260 536 380 470 462 460 450 485 485 536 471 481 435 483 448
LDT 5,260 7,446 11,993 2,168 1,936 12,199 4,809 3,663 7,329 15,435 3,348 7,450 9,161 10,784 10,647 7,347 9,053 3,663 6,700 14,783 14,898 11,200 9,465 9,465 9,706 9,210 4,933 16,896 6,242 16,870
Buyer - Al›c› As is Montevideo India Bangladesh Bangladesh Bangladesh Bangladesh Bangladesh Delivery Shanghai As is Taiwan China Bangladesh India Pakistan Bangladesh Bangladesh China India Bangladesh - As is Shanghai Bangladesh India India Delivery Jebel Ali India India Bangladesh India Bangladesh As is Port Rashid Bangladesh Bangladesh
All information is given in good faith but without guarantee. // Bilgilerin do¤rulu¤u için maksimum çaba harcanm›flt›r, ancak garanti edilemez. Source // Kaynak: Alpina Denizcilik 12.2014
062 MARINE&COMMERCE DECEMBER 2014