M armara Denizi nin dahili tafl mac l k konusunda potansiyelinin

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kullanabildi¤i aflikar. Tabii karayollar›nda yaflanan s›k›- fl›kl›klar›n, deniz yoluna yönelerek afl›labilece¤i de… fiu anda, Ban- d›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 LINE // HAT

MARINE&COMMERCE APRIL 2008

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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.”

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 150-200 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 90-100 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

Marmara’da 5 yeni hatta imza atacak olan flirketin Genel Müdürü ve Yönetim Kurulu Üyesi Mehmet Koç, Marmara’n›n gemi kapasi- tesinin 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 ekst- ra kazanc› y›lda 150-200 milyon dolar olur. Art›k ülkeler küçük küçük kalemlerden kazanç sa¤layarak kalk›nma modeli gelifltiri- yorlar, eskisi gibi büyük keflifler kalmad› maalesef. Biz günde 250 civar›nda kamyon tafl›yoruz. Ambarl› ve Band›rma aras›nda 2 ge- mimizle 4 sefer yap›yoruz. Daha önce Harem-Band›rma ve Ambar- l›-Band›rma hatlar›m›z vard› ancak müflterilerimizin iste¤i do¤rul- tusunda, ayn› yönde günde 2 sefer olacak flekilde, hatlar›m›za ulus- lararas› 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 ulafla- rak, sabah 05:00’da bitti¤ine dikkat çeken Koç, “Bizim sektöre katt›¤›m›z bulgu, Marmara Denizi’nde optimum gemi kapasitesi- nin 90-100 araç oldu¤udur.” fleklinde konufluyor.

Denizcilik Müsteflarl›¤›’n›n sektörün neye ihtiyac› oldu¤unu iyi bi- lip, 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 ram- pa 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›. Am- barl›’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 Deni- zi’nin kuzey-güney isti- kametinde, sadece Band›rma-Ambarl› de-

¤il, Mudanya-Ambarl›, Mudanya-Marmara Ere¤lisi, Mudanya-Bi- ga seferlerinin olmas›

gerekti¤ini vurgulayan Koç, “Kamu kendisi bu ifli yapaca¤›na rampa yap›p özel sektöre kira- ya vermeli. Örne¤in Zeyport’ta rampa var ama tarihi mekan oldu-

¤u için kamyonlar› sok- ^{Mehmet Koç}

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 çöz- müfller. 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 olmufl- tu 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›. Paha- l› gemilerle günde bir sefer yapmak hiç ekonomik de¤il.”

‹stanbul Lines’›n Gemlik-Ambarl› aras›ndaki hat için müracaatla- r› oldu¤u gibi, Band›rma ve Marmara Ere¤lisi’nin ‹stanbul taraf›

aras›ndaki hat için çal›flmalar› da devam ediyor. ‹ran’dan Avru- pa’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 za- manda yeni gemi al›p Gemlik-Ambarl› projesine a¤›rl›k vererek, Gemlik-Ambarl› aras›n› 300 km k›saltacaklar›n› söylüyor. Böyle- ce, 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 Karaca- bey’den Çerkezköy’e mal götürüyorsa, karayoluyla en az 9-10 sa- at yol sürüyor ve biz bunu deniz yoluyla 3-4 saate indirmifl oluyo- ruz. Böylece çift floför çal›flm›yor ve her bir t›r ayda %20 daha faz- la performansla çal›flm›fl oluyor. Kamu ve özellikle belediye bu du- rumun fark›nda ama gerçekten afl›lmas› zor bir bürokrasi söz ko- nusu. Gemiyi bulup getirince hat izinlerini almak kolay, ama li- manlarla 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 LINE // HAT

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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 10-15 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. Ör- ne¤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, kamu- nun tek yapmas› gerekense rampalar› yapmak. Ama devlet rampa- y› 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 ola- rak 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 ihraca- t›n› kamyonlarla ‹zmir Liman›’na gönderiyor. Oradan mallar kon- teynerlere yükleniyor ve gidiyor. Normalde Vestel, Manisa Orga- nize Sanayi Bölgesi’nin içinde mal›n› konteynerlere yüklemeli, trenle limana göndermeli ve mal direk gümrüklenmeli. Bu yöntem- le çal›flmalar› neticesinde her bir ürün için yaklafl›k 3 YTL tasar- ruf etmifl olurlar. Y›lda 10-15 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›ke- sir’den ç›kan bir yük, Avrupa’ya gidecekse yüklenmifl konteyner- ler, vagonlarla direk gemiye yüklenecek. TCDD’nin böyle bir pro- jesi var flu anda. Band›rma ve Tekirda¤ aras›nda tren feribot çal›- flacak. Bu, tren feribot karma olacak ve hem ro-ro, hem tren ala- cak. Türkiye’de kombine tafl›mac›l›k konusunda ciddi yat›r›mlar yapan firmalar var ve bu konu önümüzdeki 4-5 y›l içerisinde ol- dukça geliflecek. TCDD’nin projesi 10 aya kadar bafllar ama otur- mas› yine 2-3 y›l› al›r diye düflünüyorum.”

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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, kamu-

nun tek yapmas› gerekense rampalar› yapmak.