M armara Denizi nin dahili tafl mac l k konusunda potansiyelinin

Transkript

1 MARMARA FAILS TO USE ITS POTENTIAL MARMARA POTANS YEL N KULLANAMIYOR Approximately 8,000 trucks come to Istanbul from the Aegean region everyday, and only 500 of them are carried by sea. It would be highly beneficial to relieve the traffic in Istanbul, if 5,000 more trucks were carried by sea. Ege den stanbul a günde 8,000 kamyon geliyor ve sadece 500 tanesi gemi ile tafl n yor. Geriye kalan kamyonlar n 5,000 tanesi gemiye yönlendirilse bile, bunun stanbul trafi ine yarar çok fazla olur. I t is clear that the Sea of Marmara has great potentials in terms of domestic transportation, but that it can only use a small portion of it. It is also clear that congestion on land routes could be overcome by shifting to sea transportation. Currently, Istanbul Lines Marmara N Denizcilik A.S. provides liner services with two ferries of 3,500 dwt and 5,500 dwt respectively built in M armara Denizi nin dahili tafl mac l k konusunda potansiyelinin oldukça fazla oldu u ancak bunun çok az bir k sm n kullanabildi i aflikar. Tabii karayollar nda yaflanan s k - fl kl klar n, deniz yoluna yönelerek afl labilece i de fiu anda, Band rma-ambarl aras nda 1981 yap m, biri 3,500 dwt di eri 5,500 dwt olan iki feribot ile hat hizmeti veren stanbul Lines Marmara 052 MARINE&COMMERCE APRIL 2008

2 1981, and they have new projects. The company will open 5 new lines in the Sea of Marmara soon. Mehmet Koc, the General Manager and the Member of the Board of Directors, says the actual vessel capacity of Marmara is around 30. Approximately 8,000 trucks come to Istanbul from the Aegean region everyday, and only 500 of them are carried by sea. It would be highly beneficial to relieve the traffic in Istanbul, if 5,000 more truck were carried by sea. The number of vessels can be increased. Thus, Turkey can save USD million per annum only on fuel. Today, countries develop their development models by gaining ground from smaller items. Unfortunately there are no more big discoveries as in the past. We carry around 250 trucks everyday. Our two vessels provide 4 services between Ambarli and Bandirma. We had Harem-Bandirma and Ambarli-Bandirma line in the past, but we adopted international standards in our lines in such a way to provide 2 daily services on the same route and cancelled the Harem line, Koc explains. Pointing out to the fact that the 8,000 truck traffic between Marmara and Aegean regions did not show a linear distribution during the day, and that the traffic density started by 19:00 hours, peaked at around 24:00 and ended by 05:00 in the morning, Koc said, The finding that we provided to the sector is that the optimum vessel capacity in the Sea of Marmara is around vehicles. Stating that the Undersecretariat for Maritime Affairs knew the needs of the sector and that they worked on the issue well, Mehmet Koc said, There is one issue that surmounts even the Undersecretariat; that is the multi-headed bureaucracy. For instance, we are in search of a ramp location, but we do not know where to apply. There is not ramp location other than Ambarli in this large city of Istanbul. As a matter of fact, there must be a ramp location every 10 kilometers on the European side. There is the problem of traffic congestion on the roads leading to Ambarli. Trucks arrive at the gate of the port at 17:00, but they are unable to get to the vessel in 1.5 hours! Koc stated that not only the Bandirma-Ambarli line, but also Mudanya-Ambarli, Mudanya-Marmara Ereglisi, Mudanya-Biga lines should be established in order to relieve Istanbul from heavy vehicle traffic. Instead of doing the business itself, the public sector should build ramps and rent them to the private sector. For example, there is a ramp in Zeyport, but they do not allow the trucks to use because it is a historical place! Then, the Port of Hamburg should not be located in the center of Hamburg! But, they solved this problem with trains very well. This is what should be done in Turkey as well, and I believe it will be possible within 10 years. We also experienced many difficulties in the beginning. There were times when we operated our vessels on the lines empty or for only two or three vehicles. But, we have achieved a specific regularity today, Koc added. Koc drew attention to IDO s Yenikapi-Guzelyali services. Many port investments have been made. But because of lack of interest, they provide only one service on daily basis. It should have been analyzed before making such huge investments. It is not N Denizcilik A.fi. nin bu konuda yeni projeleri var. Yak n zamanda Marmara da 5 yeni hatta imza atacak olan flirketin Genel Müdürü ve Yönetim Kurulu Üyesi Mehmet Koç, Marmara n n gemi kapasitesinin asl nda 30 oldu unu söylüyor ve bunu da flöyle aç kl yor: Ege den stanbul a günde 8,000 kamyon geliyor ve sadece 500 tanesi gemi ile tafl n yor. Geriye kalan kamyonlar n 5,000 tanesi gemiye yönlendirilse bile, bunun stanbul trafi ine yarar çok fazla olur. Gemi say s artt r labilir. Sadece yak t olarak ülkemizin ekstra kazanc y lda milyon dolar olur. Art k ülkeler küçük küçük kalemlerden kazanç sa layarak kalk nma modeli gelifltiriyorlar, eskisi gibi büyük keflifler kalmad maalesef. Biz günde 250 civar nda kamyon tafl yoruz. Ambarl ve Band rma aras nda 2 gemimizle 4 sefer yap yoruz. Daha önce Harem-Band rma ve Ambarl -Band rma hatlar m z vard ancak müflterilerimizin iste i do rultusunda, ayn yönde günde 2 sefer olacak flekilde, hatlar m za uluslararas standartlar getirdik ve Harem hatt n kald rd k. Marmara ve Ege aras ndaki 8,000 kamyonluk trafi in gün içinde düzenli bir da l m göstermedi ine ve trafik yo unlu unun akflam 19:00 dan sonra bafllay p gece 24:00 da en yo un seviyeye ulaflarak, sabah 05:00 da bitti ine dikkat çeken Koç, Bizim sektöre katt m z bulgu, Marmara Denizi nde optimum gemi kapasitesinin araç oldu udur. fleklinde konufluyor. Denizcilik Müsteflarl n n sektörün neye ihtiyac oldu unu iyi bilip, konuyla ilgili olarak çok iyi çal flt n ifade eden Mehmet Koç, Müsteflarl n da üzerine ç kamad bir konu var ki, o da çok bafll bürokrasi. diyor ve flöyle devam ediyor: Örne in, biz rampa yeri ar yoruz ama nereye müracaat edece imizi bilmiyoruz. Koskoca stanbul da Ambarl dan baflka rampa yeri yok. Asl nda Avrupa yakas nda her 10 kilometrede bir rampa yeri olmal. Ambarl n n yollar nda t - kanma sorunu var. Kamyoncular 17:00 da liman a z na geliyor ama 1.5 saatte gemiye ulaflam yorlar. stanbul un a r vas ta trafi inden kurtulmas için Marmara Denizi nin kuzey-güney istikametinde, sadece Band rma-ambarl de- il, Mudanya-Ambarl, Mudanya-Marmara Ere lisi, Mudanya-Biga seferlerinin olmas gerekti ini vurgulayan Koç, Kamu kendisi bu ifli yapaca na rampa yap p özel sektöre kiraya vermeli. Örne in Zeyport ta rampa var ama tarihi mekan oldu- u için kamyonlar sok- Mehmet Koç ULUSLARARASI DEN Z ve T CARET N SAN

3 economical to provide only one daily service with very expensive ferries, Koc said. Istanbul Lines have an application to open a line between Gemlik and Ambarli, and they have plans to open a line for the Istanbul side of Bandirma and Marmara Eregli. Koc said a truck from Iran heading for Europe crossed Istanbul from one end to the other, and drew attention to the necessity to build parallel lines to prevent this, so that Istanbul would get rid of the traffic created by 10,000 trucks. Stating that a single fully loaded truck damaged the asphalt and polluted the environment as much as 500 automobiles would do, Koc said they had 5 new projects and that their negotiations were underway for new lines. Mehmet Koc added that they were working on the first project but that they planned to purchase a new vessel for the Gemlik-Ambarli project to shorten the distance between the two points by 300 kilometers. Thus, a distance that takes around 6 hours through the traffic from 20:00 to 04:00 hours will decrease to 2,5 hours only. It takes 9-10 hours for a truck to carry cargo from Karacabey to Cerkezkoy by land, but we will shorten this distance down to 3-4 hours by sea transportation. Thus, it also eliminates the necessity to use two drivers and increases the performance of each truck by 20 per cent. The public sector and particularly the municipalities are aware of this fact, but there is a red-tape that is really very difficult to overcome. It is easy to obtain the necessary for permissions if you find the vessel, but it is a big problem to enter into agreement with ports and start the line, Koc adds. We asked Koc as to whether they had any possibilities to make use of the European funds with respect to short sea shipping. Koc answered, There is the Marco Polo fund intended for this kind of initiatives, but it required working with at least two European countries. Greece provides incentives for domestic transportation, but Turkey is not in a position to do this. As a matter of fact, if we can overcome the bureaucracy, the investors are willing to make investments in this field. For example, both Naples and Rome are coastal cities in Italy, and the land route between these two cities has almost the same distance as the sea route. And even though muyorlar. Öyle düflünürseniz, Hamburg Liman n n, Hamburg un göbe inde olmamas laz m ama bu konuyu trenlerle gayet iyi çözmüfller. Türkiye de de olmas gereken budur ve önümüzdeki 10 y l içinde de gerçekleflece ini düflünüyorum. Bafllang çta biz de çok s k nt lar çektik. 2 araçla; bofl gemiyle sefer yapt m z çok olmufltu ama flimdi belli bir düzene oturttuk. diyor. DO nun Yenikap -Güzelyal seferlerine dikkat çekiyor Mehmet Bey ve konuflmas n flöyle sürdürüyor: Birçok liman yat r m yap ld ama talep olmad için günde ancak bir sefer gerçeklefltiriliyor. Bu kadar yat r m yap lmadan önce, bunun analizi yap lmal yd. Pahal gemilerle günde bir sefer yapmak hiç ekonomik de il. stanbul Lines n Gemlik-Ambarl aras ndaki hat için müracaatlar oldu u gibi, Band rma ve Marmara Ere lisi nin stanbul taraf aras ndaki hat için çal flmalar da devam ediyor. ran dan Avrupa ya gidecek olan bir t r n, stanbul u bafltan sona kat etti ini ve bunun önlenmesi için paralel hatlar n yap lmas n n gereklili ini savunan Mehmet Bey, böylece stanbul trafi inin 10,000 t rdan kurtulaca na dikkat çekiyor. Yüklü bir kamyonun neredeyse 500 otomobilin toplam kadar asfaltlara zarar verdi ini ve çevreyi de kirletti ini söyleyen Koç, 5 yeni projenin gündemde oldu unu ve yeni hatlar için görüflmelerinin devam etti ini belirtiyor. Mehmet Koç, daha birinci proje üzerinde çal flt klar n, ancak en k sa zamanda yeni gemi al p Gemlik-Ambarl projesine a rl k vererek, Gemlik-Ambarl aras n 300 km k saltacaklar n söylüyor. Böylece, akflam 20:00 dan gece 04:00 a kadar trafik olan bu bölgede normalde 6 saat süren yol, 2,5 saate inecek. Bir t r Karacabey den Çerkezköy e mal götürüyorsa, karayoluyla en az 9-10 saat yol sürüyor ve biz bunu deniz yoluyla 3-4 saate indirmifl oluyoruz. Böylece çift floför çal flm yor ve her bir t r ayda %20 daha fazla performansla çal flm fl oluyor. Kamu ve özellikle belediye bu durumun fark nda ama gerçekten afl lmas zor bir bürokrasi söz konusu. Gemiyi bulup getirince hat izinlerini almak kolay, ama limanlarla anlaflmalar yap p gemiyi hatta koyup hatt oturur hale getirmek problem. diyor Mehmet Bey. Yak n yol tafl mac l konusunda Avrupa fonlar ndan yararlanma gibi bir imkanlar n n olup olmad n sordu umuzda Mehmet Bey 054 MARINE&COMMERCE APRIL 2008

4 dildar PR

5 The private sector has the power to engage in ro-ro transportation in the Sea of Marmara. And the only thing that needs to be done by the public sector is to build the ramps. Özel sektör Marmara daki ro-ro tafl mac l n yapacak güçte, kamunun tek yapmas gerekense rampalar yapmak. sea transportation is double more expensive than land transportation, they use the sea transportation. On the other hand, we allow heavy trucks to cross Istanbul from one end to the other. I do not believe that these problems can be overcome, but we need time and we have to be patient. The private sector has the power to engage in ro-ro transportation in the Sea of Marmara. And the only thing that needs to be done by the public sector is to build the ramps. But, once the public sector builds ramps, IDO will involve in this business and use them. I don t think it is fair. INTERMODAL TRANSPORTATION For instance, cargoes are loaded on trucks in bulk in Bandirma. Then we carry the trucks to Ambarli port, and the cargoes are loaded into containers there. Under normal conditions, these cargoes should be directly loaded into containers and sent to the customs zone. Transportation should be made in this way in time in Turkey. For example, Vestel send their products from their factory in Manisa to the Izmir Port by trucks. Then the products are placed in the containers there and shipped to their final destination. Normally, Vestel should put their products in containers within the Manisa Organized Industrial Zone, transport them to the port by train and the customs clearance procedures should be completed there. They could save approximately TRY 3 for each item of the products, if they do it this way. This is a very big figure for a company that exports around million pieces of products every year. Mehmet Koc also commented on Turkey s place in intermodal transportation in the future, saying, Ro-Ro vessels will transform into train ferries and they will carry mixed types of vehicles at the same time. Because, not all cargoes will necessarily be transported to places where trains go. If a cargo from Izmir is to be carried to its final destination in Cerkezkoy, then that cargo will not be carried by rail. But, if a cargo from Bal kesir is to be transported to Europe, then railway cars carrying containers will be directly carried by vessels. Currently, the Turkish State Railways has a project. They will operate a train ferry between Bandirma and Tekirdag. This vessel will carry mixed types of vehicles, including railway cars and trucks, etc. There are some companies that make considerable investments in intermodal transportation and this field will considerably develop within 4-5 years. The project of the Turkish State Railways will commence within 10 months, but I believe it would take 2-3 years to be completely established. & flöyle cevap veriyor: Bu konuda Marco Polo fonu var ama en az iki Avrupa ülkesi ile çal flmay gerektiriyor. Yunanistan n dahili tafl mac l a teflvi i var. Ancak Türkiye nin durumu buna müsait de il. Asl nda bürokrasiyi aflsak, yat r mc bu konuda hevesli. Örne in, talya da, Napoli de ve Roma da deniz kenar ile karayolu mesafesi ayn. Denizyoluyla ulafl m, karayoluna göre iki kat daha pahal olmas na ra men, tafl malar n denizyoluyla yap yorlar. Biz ise stanbul un içinden t rlar geçiriyoruz. Bu s k nt lar n çözülece- ini düflünüyorum ama biraz daha sab r ve zaman gerekli. Özel sektör Marmara daki ro-ro tafl mac l n yapacak güçte, kamunun tek yapmas gerekense rampalar yapmak. Ama devlet rampay yapacak, DO bu ifle girecek ve kullanacak. Böyle olmas n adil bulmuyorum. KOMB NE TAfiIMACILIK Örne in; Band rma Liman nda bir yük varsa, o yük dökme olarak kamyonun üzerine yükleniyor. Kamyonlar biz getiriyoruz ve Ambarl da konteynere yükleniyor. Normalde bunun ilk yerinde, kamyon olmadan, direk konteynere yüklenmesi ve gümrükleme alan na al nmas gerekir. Zamanla Türkiye de tafl mac l n böyle olmas laz m. Vestel mesela, Manisa daki fabrikalar ndan ihracat n kamyonlarla zmir Liman na gönderiyor. Oradan mallar konteynerlere yükleniyor ve gidiyor. Normalde Vestel, Manisa Organize Sanayi Bölgesi nin içinde mal n konteynerlere yüklemeli, trenle limana göndermeli ve mal direk gümrüklenmeli. Bu yöntemle çal flmalar neticesinde her bir ürün için yaklafl k 3 YTL tasarruf etmifl olurlar. Y lda milyon adet, tafl mac l k yapan bir firma için çok büyük bir rakam. Mehmet Koç, kombine tafl mac l kta gelecekteki yerimiz içinse flunlar söylüyor: Ro-ro gemileri tren feribota dönüflecek ve ayn zamanda karma olacak. Çünkü her yük, trenin gitti i yere gidecek diye bir kural yok. zmir den ç kan bir yük, Çerkezköy e gelecek ve nihai noktas oras olaca için trenle gelmeyecek. Ama Bal kesir den ç kan bir yük, Avrupa ya gidecekse yüklenmifl konteynerler, vagonlarla direk gemiye yüklenecek. TCDD nin böyle bir projesi var flu anda. Band rma ve Tekirda aras nda tren feribot çal - flacak. Bu, tren feribot karma olacak ve hem ro-ro, hem tren alacak. Türkiye de kombine tafl mac l k konusunda ciddi yat r mlar yapan firmalar var ve bu konu önümüzdeki 4-5 y l içerisinde oldukça geliflecek. TCDD nin projesi 10 aya kadar bafllar ama oturmas yine 2-3 y l al r diye düflünüyorum. & 056 MARINE&COMMERCE APRIL 2008

6