WAGON TRANSPORTATION BY FERRY FER BOTLA VAGON TAfiIMA S STEM. MEL KE ASLI fiah NSOY

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1 WAGON TRANSPORTATION BY FERRY FER BOTLA VAGON TAfiIMA S STEM MEL KE ASLI fiah NSOY stanbul u transit liman olarak kullanarak Orta Asya ya aç lma, yani sadece Türkiye den ald m z mal Biflkek, Almaata, Bakü gibi noktalara u rayarak götürme projemiz var. We have a project to use Istanbul as a transshipment port and then to open to the Central Asia, in other words, to transport cargoes from Turkey to the Central Asia, calling at some specific points such as Biskek, Almaty and Baku. Caner Ayd n A rl kl olarak Avrupa ve Orta Asya ülkeleri ile çal flan Bat Nakliyat ve Ticaret A.fi., 2003 y l nda Devlet Demiryollar ndan Derince içerisinde kiralad, yaklafl k 10,000m 2 lik alana, Rus standartlar nda ve 4 km uzunlu unda demiryolu döflenmesi projesini gerçeklefltirmiflti. fiirketin, bu demiryolunun devam ndaki köprüde, düzenli olarak Illichivsk ve Derince limanlar aras nda çal flan bir demiryolu feribotu bulunuyor. Feribot, Illichivsk ten dolu ya da bofl vagonlar yüklüyor, Derince ye getiriyor ve burada da vagonlar sahile boflalt yor. Türkiye de kullan lan buna benzer bir baflka sistem olmad n vurgulayan Bat Grup Yönetim Kurulu Baflkan Caner Ayd n ile, Türkiye de lojistik, limanc l k, grup flirketleri ve planlar üzerine konufltuk. P rimarily working with the European and Central Asian countries, Bati Nakliyat ve Ticaret A.S. implemented the project of laying 4-km long rails in Russian standards on an area of approximately 10,000 square meters hired from the Turkish State Railways in Derince district in At the point of the bridge located near this location, a train ferry regularly operates between the ports of Illichivsk and Derince. The ferry takes the empty or full wagons from Illichivsk and brings them to Derince. Caner Aydin, Chairman of the Board of Bati Group, pointed out to the fact that there are no other similar systems in Turkey. We had an interview with Aydin about logistics sector in Turkey, port operations, group companies and their future plans. Could you please tell us about the transportation system you established between Illichivsk and Derince? In this system, we load the wagons full of cargo on board the ferry in Derince and transport them to the Port of Illichivsk that takes approximately one day to get to, and then the same wagons go as far as the Central Asian countries, particularly to Turkmenistan, Kazakhstan, Uzbekistan, and Kyrgyzstan, without a stop. With this system, we have opened a new door especially for the Turkish contractors, for these wagons can carry cargoes up to 60 tons. Consequently, rail transportation is far cheaper compared to other means of transportation. Currently, the ferry offers weekly services. This system that has now been offered for 4 years was a new expansion. We wanted to operate in a different sector and we have succeeded in it. Ukraine and Turkey are transit countries in the east-west direction. Ukraine is able to transfer the natural gas from Russia to the west through pipelines. The country can also transfer cargoes from the West to Russia and the Central Asia through railways. Turkey also has similar possibilities. We wanted to connect these two countries, which are situated on the east-west 054

2 Illichivsk ve Derince aras nda kurmufl oldu unuz tafl ma sisteminden bahseder misiniz? Bu sistem ile, yüklemifl oldu umuz vagonlar Derince den feribota bindiriyoruz, yaklafl k 1 günlük mesafede olan Illichivsk Liman na boflalt yoruz ve ayn vagonlar Orta Asya ülkelerine, özellikle Türkmenistan, Kazakistan, Özbekistan ve K rg zistan a kadar durmadan gidiyorlar. Bu yöntemle, özellikle Türk inflaatç lar na yeni bir kap aralam fl olduk; çünkü bu vagonlarla 60 tona kadar yük tafl nabiliyor. Dolay s yla, demiryolu tafl mac l, di er tafl ma yöntemlerine göre çok daha ucuz. Feribot flu anda haftal k seferler halinde çal fl - yor. Bizim 4 y ld r gerçeklefltirdi imiz bu sistem çok yeni bir aç l md, farkl bir sektörde çal flmak istedik ve baflar l olduk. Ukrayna ve Türkiye lokasyonlar na bak ld nda, do u-bat yönünde transit ülkeler. Ukrayna, Rusya dan ald do algaz boru hatlar yla bat ya geçirebiliyor; di er yandan da, bat dan ald herhangi bir yükü, demiryollar vas tas yla Rusya ve Orta Asya ya aktarabiliyor. Ayn flekilde Türkiye de benzer standartlara sahip. Biz do u-bat transit koridorundaki bu iki ülkeyi kuzey-güney transit koridorunda birlefltirmek istedik ve k smen baflar l olduk. nan yorum ki, her iki ülke hükümetleri ileride, bu transit regülasyonlar n kolaylaflt racak uygulamalar getirecekler. Türkiye mevcut potansiyelini kullanabiliyor mu? Türkiye deki limanlar n geliflimi hakk nda neler düflünüyorsunuz? Türkiye co rafi konumunun avantajlar n yeterince kullanamayan bir ülke. Örne in Belçika n n Antwers Liman, Almanya n n Hamburg Liman ve Hollanda n n Rotterdam Liman bu ülkelerin en büyük gelir kaynaklar d r. Bu limanlar n ortak özellikleri de transit aktarma limanlar olmalar d r. Türkiye de stanbul, zmir, Mersin limanlar bu potansiyele sahip ancak yeterli de iller, ileriye dönük aç labilmeleri de bürokratik nedenlerden dolay sa lanam yor. Transit limanlar n gerçek anlamda transit liman özelli i kazanabilmesi için, o limandaki aktarma maliyetlerinin minimum olmas ve mümkün oldu u kadar seri olmas gerekiyor. Örne in, bizim stanbul u transit liman olarak kullanarak Orta Asya ya aç lma, yani sadece Türkiye den ald m z mal transit corridor, on the north-south transit corridor, and we have partly succeeded in that. I believe governments of both countries will introduce applications that would facilitate such transit regulations in the future. Can Turkey use its existing potentials? What are your opinions about the development of ports in Turkey? Turkey is unable to use the advantages of its geographic position adequately. For example, Port of Antwerp, Port of Hamburg, and Port of Rotterdam are the most important source of income of their respective countries. The common feature of these ports is that they are transshipment ports. The Ports of Istanbul, Izmir and Mersin in Turkey have this potential, but they are not sufficient, and their further development cannot be achieved due to bureaucratic reasons. In order for the transshipment ports to become transshipment ports in the real sense, the transshipment costs at these ports should be at minimum, and ports must be as swift as possible. We have a project to use Istanbul as a transshipment port and then to open to the Central Asia, in other words, to transport cargoes from Turkey to the Central Asia, calling at some specific points such as Biskek, Almaty and Baku. If Istanbul succeeds in becoming a point convenient for transshipment in the real sense, we will have the chance to consolidate the cargoes from France, Spain, Italy and North Africa in Istanbul and then to transport them to Eastern countries. But, transshipment costs are so high that we are unable to do it. If we could do it, these countries would send their cargoes directly to Turkey and we would be able to transfer them up to Central Asia. But currently we can only transport cargoes that we collect from Turkey. I would like to give one more example; cargoes are shipped from Istanbul to Singapore in containers. Then from Singapore, they are transshipped to Hong Kong, Vietnam, Malaysia and other locations in the Far East, or vice versa; cargoes from these different locations are consolidated in Singapore and then shipped to Turkey in containers. Turkey is a door to the Black MARINE & COMMERCE MAY

3 Biflkek, Almaata, Bakü gibi noktalara u rayarak götürme projemiz var. stanbul gerçekten aktarma aç s ndan uygun bir nokta olabilse Fransa dan, spanya dan, talya dan ve Kuzey Afrika ülkelerinden ald m z yükleri stanbul da konsolide ederek bu ülkelere götürebilme flans m z olacak. Ama aktarma maliyetleri o kadar yüksek ki bunu yapabilecek durumda de iliz. E er durumumuz müsait olsayd, bu ülkeler yüklerini do rudan Türkiye ye gönderecek ve biz de iç noktalara tafl yabilecektik. Ama bugün için sadece Türkiye de toplad m z yükleri tafl yabiliyoruz. Bir örnek daha vermek istiyorum, Orta Asya ya gidecek olan parsiyel diye tabir etti imiz, 1 ton ile 5 ton aras ndaki yükler konteynerle stanbul dan Singapur a gönderiliyor. Singapur dan bu yükler, Hong Kong a, Vietnam a, Malezya ya ve Uzak Do u daki di er lokasyonlara sevkedilebiliyorlar veya tam tersi; bu noktalardan al nan yükler Singapur da toplan yor, konteynerle Türkiye ye getiriliyor. Türkiye Karadeniz e aç lan bir kap, bu kap y çok rahat kullanabiliriz. Bu sayede Bulgaristan, Romanya, Ukrayna ve Gürcistan a çok rahat bir flekilde transitlerimizi yapabiliriz. Kuzey Irak ç k fllar ancak Türkiye üzerinden emniyetli olarak gerçeklefltirilebiliyor. Ermenistan ile flu anda çal fl lam yor, ama yak n gelecekte iliflkilerimizin düzelmesi durumunda, Ermenistan n dünyaya aç lan tek kap s biz olabiliriz. Ben bu olanaklar gerçek anlamda kullanabildi imize inanm yorum. Peki Türkiye de limanc l k nas l geliflmeli, önerileriniz neler? Limanc l m z n geliflimi çok yavafl. Limanc l n ve tafl mac l n önündeki bürokratik engellerin, gümrüklerin yaratt engellerin kald - r lmas gerekiyor ki tafl mac l k maliyetleri düflsün. Böylece Türkiye bu konudaki haketti i yeri bulabilir. Bundan 5 y l önce 3000 TEU ya kadar tafl yabilen gemiler flimdi 11,000 TEU ya kadar yükseldiler. Türkiye de bu tip gemilerin yanaflabilece i liman yok. fiu anda ana gemiler u rak yapmaya bafllad ama yeterli de il. Limanlar n yeterli duruma getirilebilmesi için özel sektörün yat r m yapmas gerekiyor. Limanlar n, gemi yap lar na göre kapasitelerini artt rmalar gerekiyor. Biraz da sizden bahsedelim, ne kadar süre kaptanl k yapt n z? Ben 1981 y l nda Yüksek Denizcilik Okulu ndan mezun oldum y l na kadar kaptanl k yapt m, daha sonra da çeflitli firmalarda çeflitli görevler üstlendim. O dönemde denizden ayr lmaya karar vermifltim ama denizden kopamayacak kadar da çok seviyordum, ilk aflk m gibiydi y l nda Bat Nakliyat kurdu umuz dönemde, Rusya da- lma sürecine girmiflti ve bir anda 5 firman n Türkiye acentas olduk. Dolay s yla çok h zl bir flekilde büyüdük. Bu anlamda flansl oldu u- Sea, and we can easily use this door. Thus, we can easily transship to Bulgaria, Romania, Ukraine and Georgia easily. Safe shipments to Northern Iraq are only through Turkey. We are unable to cooperate with Armenia currently. But, in case relations between Turkey and Armenia improve in the near future, we can be Armenia s only gateway to the world. I do not believe that we can use these possibilities in the real sense. Well, how should ports business develop in Turkey in your opinion, what are your suggestions? The development is too slow. Bureaucratic obstacles to port business and transportation, as well as the obstacles created by customs should be removed, so that the relevant costs would decrease. Only then will Turkey be able to attain the position it deserves. 5 years ago, ships were able to carry up to 3,000 TEUs. But today, they can carry up to 11,000 TEUs. There are no ports where this kind of vessels can berth in Turkey. Currently, ships have started to call, but it is not enough. The private sector should make investments in order for the ports to become adequate. Ports need to increase their capacities according to structure of ships. Let s talk about you now. How long did your serve as a master? I graduated from the Maritime Academy in I served as a master until 1987 and later I took on a variety of positions at a number of companies. I decided to leave the sea at the time, but on the other hand I loved the sea in such a way that I wouldn t be without it: something like my first love. At the time we established Bati Nakliyat in 1993, Russia was in the process of disintegration and we became the agent of 5 companies in a short period of time. Therefore, we grew rapidly. In that sense, I think we were lucky. In my opinion, if you do the thing you love, then you enjoy what you do, which is immediately followed by success. What services do you, as Bati Group, provide and what are their proportions in your activities? Currently there are 6 companies under the name Bati Group. The first company we established was Bati Nakliyat ve Ticaret A.S. completely provides forwarding services. We have our own offices in Istanbul and Izmir airports for air transportation. We are a member of the international Networks. We exhibit a general structure, being imports from Far Eastern and European countries and exports to the USA. 60% of our operations are exports and 40% imports. We primarily engage in container transportation, but we have started to stand out in air transport as well. Our other company Bati Logistics was one that was established to engage completely in land transportation, but due to the recent authorization and certification issues, we obtained the R2 certificate in the name of Bati Nakliyat. In other words, as the organizer in land transportation, Bati Nakliyat is in a position to involve in both domestic and overseas transports. Freightcon, which is jointly established by Confreight Group and Bati Nakliyat, is a company that has been engaged in partial 056

4 muzu düflünüyorum. Bence yapt n z ifl, sevdi iniz bir ifl ise; keyifle yap yorsunuz ve baflar da hemen arkas ndan geliyor. Bat Grup olarak vermekte oldu unuz hizmetler ve bunlar n faaliyetleriniz içindeki oranlar neler? Bat Grup ad alt nda flu anda 6 flirket var. lk kurdu umuz flirket Bat Nakliyat ve Ticaret A.fi. tamamen forwarding hizmeti veriyor. Hava tafl mac l konusunda stanbul ve zmir de havaalanlar nda kendi ofislerimiz var. Uluslararas Networklerin üyesiyiz, özellikle Uzak Do- u ve Avrupa ülkelerinden ithalat, Amerika ya ihracat olmak üzere genel bir yap sergiliyoruz. %60 ithalat, %40 ihracat yo unluklu çal fl - yoruz. A rl kl olarak konteyner tafl mac l yap yoruz ama hava tafl mac l nda da ön plana ç kmaya bafllad k. Di er flirketimiz Bat Lojistik, tamamen kara tafl mac l yapmak üzere kurulmufl bir firmayd. Fakat yeni yetkilendirme ve belgelendirme konular ndan dolay, R2 belgesini Bat Nakliyat a ald k. Yani Bat Nakliyat kara tafl mac l ifllerinde organizatör olarak hem yurt içi, hem de yurt d fl tafl ma yapabilecek durumda. Confreight Group ile Bat Nakliyat n ortak olarak kurmufl olduklar Freightcon, uluslararas parsiyal tafl mac l k yapan ve 2000 y l ndan beri faaliyet gösteren bir flirket. Var olan bir gerçekten bahsetmek istiyorum; yurt d fl ndaki acentalar Türkiye de yabanc ortakl flirketlere daha fazla güveniyorlar. Biz Türk flirketleri olarak yabanc acentelere istedikleri güveni bugüne kadar sa layamad k. Bu konuda zamana ihtiyac m z oldu una inan yorum. Kazakistan Globalink ile Bat Nakliyat aras ndaki ortakl k sonucu 2005 y l nda kurulan Globalink Türkiye isimli flirketimiz de Orta Asya merkezli. Bu flirketi kurarken as l amac m z, Kazakistan da giderek büyüyen inflaat pazar na ve Türk mamul madde ihraçlar na düzenli olarak sevkiyat yapabilmekti. Globalink hem konteyner, hem de kara ve hava tafl mac l yap yor. Ayr ca demiryolu tafl mac l konusunda da Bat Vagon sayesinde destek veriyoruz. Globalink sadece Kazakistan da de il, Türkmenistan, Özbekistan, Afganistan, Ukrayna, Gürcistan, Ermenistan ve Rusya da çok h zl büyümüfl bir flirket, ayn zamanda buralarda kendi ofisleri var. Firman n sahibi Pakistanl, dolay s yla yönetici pozisyonundaki kiflilerin ço u Pakistan ve Hindistan kökenli. Her anlamda güçlü bir firma oldu u için gümrüklemeden iç da t ma kadar her istenileni yapabiliyor. %50 Ukrayna, %50 Türkiye ortakl olmak üzere kurulmufl olan ditransportation since I would like to talk about a fact: agents abroad rely on the companies with a foreign partner more. As Turkish companies, we have not been able to achieve the reliance of foreign agents. I believe we need time for that. Established in 2005 as a result of a partnership between Kazakhstan Globalink and Bati Nakliyat, our company named Globalink Turkey is based in the Central Asia. When we were establishing the company, our essential goal was to provide regular shipments for the growing construction market in Kazakhstan and for the export of Turkish products. Globalink involves in both container, and land and air transportation. Furthermore, we provide railway transportation support through Bati Vagon. Globalink is a company that has rapidly grown not only in Kazakhstan, but also in Turkmenistan, Uzbekistan, Afghanistan, Ukraine, Georgia, Armenia and Russia as well. The company has its own offices in these countries. The owner of the company is a Pakistani, and therefore most of the senior management staff consists of the Pakistani and Indian. Because it is a strong company in all aspects, they are capable of everything from customs clearance to inland distribution. Another company that was established as a 50% Ukrainian and 50% Turkish partnership is Bati Vagon. The company engages in wagon transportation on the train ferry line we established. Field of activity of our company named Bati Shipping is project forwarding. Could you please tell us your opinions about the year 2005 in the name of your company? It was a year full of surprises. We had already completed our investments as of end of We were pleased with the fact that the environment did not change as a result of the elections held in Ukraine in early However, everything changed within one week and the bureaucratic structure stopped and consequently prices doubled. We were negatively affected by this to a large extent. Eventually they saw the reality and everything returned to their previous condition. We also operate regular passenger transportation between Istanbul and Odessa. The demand is so high that a second ship also started operating. There is a considerable transit potential between Ukraine and Turkey and we want to use this potential as much as possible. Can you say that you have attained your goals? What are your goals for the end of 2006? We attained our goals by the end of We now aim to provide total logistics solutions to more and more institutional customers. We will have obtained the ISO certificate by the end of April and thus, we will have obtained all certificates. What are Bati Nakliyat s ongoing projects? We would like to implement a project at Samsun Port, which is similar to that at Derince Port. We still work on this project. Plans have been drawn and submitted our applications to the Turkish State Railways. If we can do it, we will establish a 058

5 er bir flirketimiz Bat Vagon, kurmufl oldu umuz demiryolu feribot hatt yla Orta Asya ülkelerine vagon tafl mac l yap yor. Bat Gemi flletmecili i flirketimizin alan ise proje forwardingli i. fiirketiniz ad na 2005 y l n nas l de erlendirirsiniz? 2005 süprizlerle dolu bir y ld. Biz 2004 y l sonu itibariyle yat r m - m z gerçeklefltirmifltik y l n n bafl nda Ukrayna da yap lan seçimler sonucu farkl bir ortam oluflmamas ndan memnunduk. Ancak 1 hafta içinde herfley de iflti ve bürokratik yap durdu, dolay s yla fiyatlar 2 kat artt. Biz flirket olarak bu durumdan çok fazla etkilendik. Sonunda gerçekleri gördüler ve herfley eski haline döndü. Biz ayn zamanda stanbul ve Odesa aras nda düzenli yolcu tafl mac l da yap yoruz. Hatta ikinci gemi yeni devreye girdi. Dolay s yla Ukrayna ve Türkiye aras nda ciddi bir transit potansiyeli var ve biz bu potansiyeli sonuna kadar kullanmak istiyoruz. Hedeflerinize ulaflt n z söylenebilir mi? 2006 y l sonunda hedefleriniz nelerdir? Biz 2005 y l n n sonunda hedeflerimize ulaflm flt k. Daha fazla kurumsal yap daki müflteriye total lojistik çözümler sunabilme hedefimiz var. Nisan ay sonunda ISO belgemizi alm fl olaca z ve böylece almad m z belge kalmayacak. Bat Nakliyat n flu anda devam etmekte olan projeleri nelerdir? Samsun Liman nda, Derince Liman na benzer bir proje yapmak istiyoruz. Bu konu ile ilgili çal flmalar m z devam ediyor, planlar çizildi ve Devlet Demiryollar na baflvurular m z yapt k. E er gerçeklefltirebilirsek Samsun Liman nda hem demiryolu aktarma istasyonu kuraca z, hem de Derince de yapm fl oldu umuz gibi yaklafl k 4 kilometre Rus standard vagonlar n indirilip depolanabildi i bir alan yarataca z. Karayolu tafl mac l na k yasla ne gibi avantajlar sa l yorsunuz? Karayolu tafl mac l ndan farkl olarak, 1 sene boyunca ayn fiyat veriyoruz. Bizim geçifllerden dolay herhangi bir s k nt m z yok. Düzenli olarak vagon temin edebiliyoruz, en önemli avantaj m z ise 60 tona kadar yük ve 250 m 3 e kadar hacim tafl yabiliyor olmam z. Dolay s yla özellikle proje yüklerinde çok daha avantajl y z. Fiyat konusunda da %40 civar nda bir avantaj sa l yoruz. Ama bu tamamen karayolunun bir alternatifi de il, Türk ihracatç s n n önünde aç lan farkl bir kap. Bir mal n yurt d fl nda herhangi bir ülkede pazarlanabilmesinin en büyük avantaj lojistik maliyetlerdir. Ben, demiryolu tafl mac l n bafllatarak özellikle Orta Asya da, lojistik maliyetlerden dolay sat fl imkan olmayan birçok mala sat fl kap s aralad m za inan yorum. Türkiye de lojistik nedir, de erlendirmenizi alabilir miyiz? Lojistik, bir firman n ihtiyaçlar n n tamam n n temin edilmesidir. Örne in, bilgisayar üretimi yapan bir firmaya en ufak parças na kadar mal n üretim band nda teslim edebilmektir ki, o firma s f r stokla çal fls n; üretimde en ufak bir aksakl k yaflamas n ve kendi ifli olan üreticili inden baflka fleyle u raflmak durumunda kalmas n. Türkiye de lojistik bafllang ç aflamas nda bir kavram. Lojisti in iki ucu var, biri sat n alan yap, di eri de sa layan yap. Türkiye deki lojisti in gerçek anlamdaki yerine ulaflmas ancak büyük uluslararas firmalar n buraya gelmesi ve kendi lojistik sa lay c lar n getirmeleri ile iyi bir noktaya ulaflacakt r. Çünkü bizim bu konuda ö renecek çok fleyimiz var. & stanbul ve Odesa aras nda düzenli yolcu tafl mac l - da yap yoruz. Hatta ikinci gemi yeni devreye girdi. Dolay s yla Ukrayna ve Türkiye aras nda ciddi bir transit potansiyeli var ve biz bu potansiyeli sonuna kadar kullanmak istiyoruz. We also operate regular passenger transportation between Istanbul and Odessa. The demand is so high that a second ship also started operating. There is a considerable transit potential between Ukraine and Turkey and we want to use this potential as much as possible. railway transfer station in Port of Samsun and also lay a railway of a length of 4 kilometers to load and unload wagons of the Russian standard, just like we did in Derince. What advantages do you provide compared to land transportation? Unlike land transport, we quote a price that is fixed for a period of 1 year. We have no problems with respect to crossings; we are capable of finding wagons regularly. Our most important advantage is that we are capable of carrying cargoes up to 60 ton and 250 cubic meters. Consequently, we are much more advantageous particularly in project cargoes. As for the prices, we provide advantages up to 40%. But, this is not completely an alternative to land transport, it is rather a different door opened before the Turkish exporters. The most important advantage for a product to be marketed in any country is lower logistics costs. I believe that we have opened a new export door for many products, which would otherwise be impossible to be exported due to logistics costs in the Central Asia, by starting rail transportation. What is logistics in Turkey? Could you please tell us your opinions about this sector? Logistics means meeting all needs of a company. For example, all necessary components should be delivered to a, say, computer manufacturer in a timely manner, so that the manufacturer is capable of operating with zero stock, does not experience even the smallest problems in production, and is able to focus only on their main activity. Logistics is a concept that is in its early stage in Turkey. Logistics has two ends: one buying and the other supplying end. Logistics in Turkey will find its real meaning only after major international companies have come here and brought along their own logistics service providers, for we have lots of things to learn from them. & 060