{"id":82,"date":"2020-04-28T15:50:10","date_gmt":"2020-04-28T15:50:10","guid":{"rendered":"http:\/\/kalkinmaguncesi.izka.org.tr\/?p=82"},"modified":"2020-04-29T09:59:14","modified_gmt":"2020-04-29T09:59:14","slug":"dunyada-deniz-tasimaciligi-ve-egilimler","status":"publish","type":"post","link":"https:\/\/kalkinmaguncesi.izka.org.tr\/index.php\/2020\/04\/28\/dunyada-deniz-tasimaciligi-ve-egilimler\/","title":{"rendered":"D\u00fcnyada Deniz Ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ve E\u011filimler"},"content":{"rendered":"\n

Dr. Sayg\u0131n Can O\u011eUZ<\/strong>
Uzman
Mavi B\u00fcy\u00fcme Politikalar\u0131 Birimi<\/em>
saygin.oguz@izka.org.tr<\/a><\/p>\n\n\n\n

Uluslararas\u0131 Denizcilik\n\u00d6rg\u00fct\u00fc\u2019ne (IMO)1<\/sup> g\u00f6re bug\u00fcn d\u00fcnya\nticaretinin %80\u2019inden fazlas\u0131 deniz yolu ile ger\u00e7ekle\u015ftirilmektedir. Hem\nt\u00fcketilen mallar\u0131n ula\u015ft\u0131r\u0131lmas\u0131 hem de \u00fcretim i\u00e7in gerekli hammaddelerin\ntemininin sa\u011flanmas\u0131 ile deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ve limanlar, d\u00fcnya ticareti ve\nekonomisinde \u00f6nemli bir yere sahiptir. Deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131\nile geli\u015fim g\u00f6steren limanlar bulunduklar\u0131 b\u00f6lge ve \u015fehirlerin\ntarihsel co\u011frafyas\u0131n\u0131 \u015fekillendirmekte, ekonomik geli\u015fimine katk\u0131lar\nsa\u011flamaktad\u0131r. Limanlar sa\u011flad\u0131klar\u0131 istihdam imkanlar\u0131 ile b\u00f6lge d\u00fczeyinde\ni\u015fsizli\u011fi azalt\u0131c\u0131 etki de sunmakta, bu alandaki \u00e7al\u0131\u015fmalara g\u00f6re b\u00f6lgesel\nrefah\u0131n artmas\u0131 s\u00f6z konusu olmaktad\u0131r (Seo ve Park, 2018).\nDolay\u0131s\u0131yla deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ve limanlar konusu hem ekonomik hem de sosyal\nkalk\u0131nma ile hayli ili\u015fkili boyutlara sahiptir.  <\/p>\n\n\n\n

Ege B\u00f6lgesinin hem n\u00fcfus hem\nde d\u0131\u015f ticaret a\u00e7\u0131s\u0131ndan en b\u00fcy\u00fck \u015fehri olan \u0130zmir ayn\u0131 zamanda 5000 y\u0131ll\u0131k bir\nliman \u015fehridir. Halihaz\u0131rda biri in\u015fa halinde 13 limana sahip olan \u0130zmir\u2019in\ngeli\u015fiminde d\u00fcnya deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131n durumu ve bu konudaki gelece\u011fe dair\ne\u011filimlerin dikkate al\u0131nmas\u0131 \u00f6nem ta\u015f\u0131maktad\u0131r. Bu yaz\u0131da d\u00fcnya ticareti ve deniz\nta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda gelece\u011fe dair \u00f6nemli e\u011filimlerin ortaya konulmas\u0131\nama\u00e7lanm\u0131\u015ft\u0131r. <\/p>\n\n\n\n

D\u00fcnyada denizyolu ile ticaret artarken konteynerle\u015fme a\u011f\u0131rl\u0131k\nkazan\u0131yor<\/em><\/strong> <\/p>\n\n\n\n

D\u00fcnya ticaretine ili\u015fkin\nrakamlar uluslararas\u0131 ticarette denizlerin giderek \u00f6nem kazand\u0131\u011f\u0131n\u0131, denizyolu\nile ta\u015f\u0131nan y\u00fcklerin s\u00fcrekli artt\u0131\u011f\u0131n\u0131 g\u00f6stermektedir. 1970 y\u0131l\u0131nda deniz yolu\nile toplam 2,6 milyar ton y\u00fck ta\u015f\u0131nm\u0131\u015f, toplam y\u00fck 2018\u2019de 11 milyar ton\nb\u00fcy\u00fckl\u00fc\u011fe ula\u015fm\u0131\u015ft\u0131r. Buna g\u00f6re denizyolu ile yap\u0131lan ticaret hacmi son yar\u0131m\ny\u00fczy\u0131l i\u00e7inde 4,2 kat\u0131na y\u00fckselmi\u015ftir (Tablo 1).  <\/p>\n\n\n\n

Tablo 1: D\u00fcnyada uluslararas\u0131 deniz\nticaretinin geli\u015fimi <\/p>\n\n\n\n
\n Y\u0131l<\/strong> \n <\/td>\n Toplam\n Y\u00fck (y\u00fcklenen,  milyon ton)<\/strong> \n <\/td><\/tr>
\n 1970 \n <\/td>\n 2.605 \n <\/td><\/tr>
\n 1980 \n <\/td>\n 3.704 \n <\/td><\/tr>
\n 1990 \n <\/td>\n 4.008 \n <\/td><\/tr>
\n 2000 \n <\/td>\n 5.984 \n <\/td><\/tr>
\n 2010 \n <\/td>\n 8.408 \n <\/td><\/tr>
\n 2018 \n <\/td>\n 11.005 \n <\/td><\/tr><\/tbody><\/table>\n\n\n\n

Kaynak: UNCTAD, 2019\u00a0<\/em><\/p>\n\n\n\n

D\u00fcnya ekonomisinin daha \u00e7ok\nk\u00fcreselle\u015fmesi, \u00fcretim ve t\u00fcketim ili\u015fkilerinin s\u0131n\u0131rlar\u0131 a\u015fmas\u0131 yan\u0131nda \ndenizyolu ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131n sundu\u011fu avantajlar s\u00f6z konusu art\u0131\u015fta rol oynam\u0131\u015ft\u0131r.\nBu avantajlar deniz yolunun hava, kara ve demiryoluna g\u00f6re daha ucuz\nolmas\u01312<\/sup>, \u00e7evreyi daha\naz kirletmesi, enerji t\u00fcketiminin daha d\u00fc\u015f\u00fck olmas\u0131, hammaddeler gibi\nb\u00fcy\u00fck miktardaki \u00fcr\u00fcnlerin tek seferde ve g\u00fcvenilir bi\u00e7imde ta\u015f\u0131nmas\u0131na olanak\nvermesi olarak say\u0131labilir. <\/p>\n\n\n\n

Deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda belli\ny\u00fck tipleri ve bunlara uygun geli\u015ftirilmi\u015f gemi tipleri bulunmaktad\u0131r. Demir\ncevheri, k\u00f6m\u00fcr, tah\u0131l gibi \u00fcr\u00fcnler kuru y\u00fckleri olu\u015fturmakta ve kuru d\u00f6kme y\u00fck\nta\u015f\u0131mac\u0131l\u0131\u011f\u0131na konu olmaktad\u0131r. S\u0131v\u0131 d\u00f6kme y\u00fck ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ham petrol, petrol\n\u00fcr\u00fcnleri ve gaz gibi \u00fcr\u00fcnleri kapsamaktad\u0131r. Farkl\u0131 t\u00fcrlerdeki \u00fcr\u00fcnleri bir\narada ta\u015f\u0131may\u0131 ve daha kolay transfer etmeyi sa\u011flayan konteyner ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda\ny\u00fckler uluslararas\u0131 standartlara g\u00f6re yap\u0131lm\u0131\u015f b\u00fcy\u00fck \u00f6l\u00e7\u00fclere sahip\nsand\u0131klarda ta\u015f\u0131nmaktad\u0131r. Gemiler de bu do\u011frultuda ta\u015f\u0131d\u0131klar\u0131 y\u00fck\u00fcn\ncinsine g\u00f6re kuru y\u00fck, s\u0131v\u0131 y\u00fck (tanker), konteyner, d\u00f6kme y\u00fck gemileri,\ntekerlekli ara\u00e7 ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131 sa\u011flayan Ro-Ro gemileri gibi s\u0131n\u0131fland\u0131rmalara\ntabidir.  <\/p>\n\n\n\n

Ticari gemilerin y\u00fck\ntiplerine g\u00f6re da\u011f\u0131l\u0131m\u0131n\u0131n de\u011fi\u015fimi, bunlar i\u00e7inde konteyner gemilerinin en\nh\u0131zl\u0131 artan grup oldu\u011funu g\u00f6stermektedir (Tablo 2). 1960\u2019lardan itibaren\nyayg\u0131nla\u015fmaya ba\u015flayan konteyner ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 y\u00fcklerin iyi korunabilmesi,\nfarkl\u0131 y\u00fcklere olanak tan\u0131mas\u0131, h\u0131zl\u0131 elle\u00e7leme, kara ve demir yolu ile\nentegrasyonun daha kolay olmas\u0131 gibi sebeplerle geli\u015fme kaydetmektedir. Bu\ndo\u011frultuda konteyner ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 d\u00fcnyada \u00e7ok h\u0131zl\u0131 bir geli\u015fme\nsergilemektedir.  <\/p>\n\n\n\n

Tablo 2: Y\u0131llara g\u00f6re ticari gemilerin y\u00fck\ntiplerine g\u00f6re da\u011f\u0131l\u0131m\u0131, (DWT y\u00fczde) <\/p>\n\n\n\n
\n Gemi Tipi<\/strong> \n <\/td>\n 1980<\/strong> \n <\/td>\n 2018<\/strong> \n <\/td><\/tr>
\n Tanker \n <\/td>\n 49,70% \n <\/td>\n 29,20% \n <\/td><\/tr>
\n Kuru D\u00f6kme \n <\/td>\n 27,20% \n <\/td>\n 42,50% \n <\/td><\/tr>
\n Genel Y\u00fck \n <\/td>\n 17,00% \n <\/td>\n 3,90% \n <\/td><\/tr>
\n Konteyner \n <\/td>\n 1,60% \n <\/td>\n 13,10% \n <\/td><\/tr>
\n Di\u011fer \n <\/td>\n 4,50% \n <\/td>\n 11,30% \n <\/td><\/tr><\/tbody><\/table>\n\n\n\n

Kaynak: UNCTAD, 2018<\/em>\u00a0<\/p>\n\n\n\n

1980 ve 2018 y\u0131llar\u0131\naras\u0131nda deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda gemi tiplerinin pay\u0131n\u0131n de\u011fi\u015fimi, tanker ve\ngenel y\u00fck gemilerinde d\u00fc\u015f\u00fc\u015f\u00fc, buna kar\u015f\u0131n kuru d\u00f6kme ve konteyner\nta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda art\u0131\u015f\u0131 g\u00f6stermektedir. S\u00f6z konusu e\u011filimlerde konteyner\nta\u015f\u0131mac\u0131l\u0131\u011f\u0131 %719 ile en belirgin art\u0131\u015f\u0131 sergilemi\u015ftir (\u015eekil 1). 1980\u2019de\nsadece %1,6 paya sahip konteyner gemileri 2018\u2019de pay\u0131n\u0131 %13,10\u2019a\ny\u00fckseltmi\u015ftir. Bu bize konteynerle\u015fme olarak ifade edilen e\u011filimi\ng\u00f6stermektedir. <\/p>\n\n\n\n

\u015eekil 1: D\u00fcnya Ticaretinde Gemi Tiplerine G\u00f6re\nTa\u015f\u0131mac\u0131l\u0131\u011f\u0131n Y\u00fczde De\u011fi\u015fimi, DWT, 1980-2018 <\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

Kaynak: UNCTAD 2018 verilerinden\u00a0yazar taraf\u0131ndan hesaplanm\u0131\u015ft\u0131r.\u00a0<\/em><\/p>\n\n\n\n

Yak\u0131n d\u00f6nemde azalan b\u00fcy\u00fcme ve kapasite arz\u0131\nfazlas\u0131<\/em><\/strong> <\/p>\n\n\n\n

Yak\u0131n d\u00f6nemi\ninceledi\u011fimizde, d\u00fcnya deniz ticaretinin 2018 y\u0131l\u0131nda %2,7 d\u00fczeyinde geli\u015fme\nile beklenenin gerisinde kald\u0131\u011f\u0131 g\u00f6r\u00fclmektedir. Bu oran 2017\u2019de son be\u015f y\u0131l\u0131n\nen h\u0131zl\u0131 geli\u015fmesi neticesinde %4,1 olarak ger\u00e7ekle\u015fmi\u015ftir. UNCTAD 2019-2024\nd\u00f6nemi i\u00e7in y\u0131ll\u0131k ortalama %3,4 b\u00fcy\u00fcme \u00f6ng\u00f6rmekte, genel olarak deniz\nticaretinin y\u0131ll\u0131k b\u00fcy\u00fcme ortalamas\u0131n\u0131n en az %3 seviyesinde olmas\u0131\nbeklenmektedir. Deniz ticareti k\u00fcresel d\u00fczeydeki siyasi ve ekonomik\ngeli\u015fmelerden olduk\u00e7a fazla etkilenmektedir. S\u00f6z konusu b\u00fcy\u00fcme ivmesinin\nazalmas\u0131nda \u00c7in ve Amerika aras\u0131nda ticaret sava\u015flar\u0131 yan\u0131 s\u0131ra ulusal\nticaret k\u0131s\u0131tlamalar\u0131n\u0131n yayg\u0131nla\u015fmas\u0131, jeopolitik ko\u015fullar ve yapt\u0131r\u0131mlar,\n\u00e7evresel d\u00fczenlemeler, bir stratejik denizcilik noktas\u0131 olarak H\u00fcrm\u00fcz Bo\u011faz\u0131\ngibi ya\u015fanan gerilimler ba\u015fl\u0131ca fakt\u00f6rler olarak say\u0131labilmektedir (UNCTAD,\n2019).  <\/p>\n\n\n\n

Belirtilen geli\u015fmeler\nneticesinde konteyner ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda arz ve talep aras\u0131nda dengesizlikler\ng\u00f6r\u00fclmekte ve piyasa dengesi bozulmaktad\u0131r. Ticaretin zay\u0131flayan geli\u015fimine\nkar\u015f\u0131n gemi kapasitelerinin artmas\u0131 ve ta\u015f\u0131mac\u0131l\u0131kta mega konteyner gemilerinin\nkullan\u0131m\u0131 arz taraf\u0131nda piyasa dengesini bozan etkenlerdir. 2018 y\u0131l\u0131nda\nkonteyner gemi kapasitesi %6, 2017\u2019de ise %4 artm\u0131\u015ft\u0131r. Bu kapasite, 1 Ocak\n2019 itibariyle %2,6 art\u0131\u015f g\u00f6steren ve toplamda 152 milyon TEU\u2019ya ula\u015fan\nk\u00fcresel konteyner ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 talebinin \u00fczerinde kalmaktad\u0131r (UNCTAD, 2019). <\/p>\n\n\n\n

\u015eekil 2: Konteyner deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda arz\nve talebin de\u011fi\u015fimi, 2017-2018 (%) <\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

Kaynak: UNCTAD, 2019\u00a0<\/em><\/p>\n\n\n\n

Limanlar aras\u0131 rekabet ve yat\u0131r\u0131m\nzorunluluklar\u0131<\/em><\/strong> <\/p>\n\n\n\n

Bu geli\u015fmelerin ku\u015fkusuz\ndeniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131n ana unsuru olan limanlar \u00f6zelinde pek \u00e7ok sonu\u00e7lar\u0131\nolmaktad\u0131r. Gemi boyutlar\u0131ndaki h\u0131zl\u0131 art\u0131\u015f limanlarda bask\u0131 olu\u015fturmakta,\nb\u00fcy\u00fck ve yeni gemilerin \u00e7ekilmesi ve elde tutulmas\u0131 rekabete sahne olmaktad\u0131r.\nBu rekabette yeni vin\u00e7ler, liman derinli\u011fini artt\u0131racak tarama ekipmanlar\u0131,\nr\u0131ht\u0131mlar\u0131 g\u00fc\u00e7lendirme \u00e7al\u0131\u015fmalar\u0131 ve geni\u015f sahalar\u0131n olu\u015fturulmas\u0131 gibi pek\n\u00e7ok alanda yat\u0131r\u0131mlar zorunlu hale gelmektedir. B\u00fcy\u00fck gemilerle konteyner\nyo\u011funlu\u011funun artmas\u0131 sonucunda pik zamanlarda r\u0131ht\u0131m ve vin\u00e7 yo\u011funluklar\u0131 artsa\nda limanlar\u0131n toplam r\u0131ht\u0131m verimlilikleri d\u00fc\u015fmeye ba\u015flam\u0131\u015ft\u0131r. Di\u011fer yandan\nstratejik alyanslar\u0131n olu\u015fturdu\u011fu kutupla\u015fma, liman rekabetini \u00e7ok daha ileri\nbir noktaya ta\u015f\u0131m\u0131\u015ft\u0131r (Esmer, 2018). <\/p>\n\n\n\n

Bu rekabet i\u00e7inde, d\u00fcnyada\ndeniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ve liman hizmetleri sekt\u00f6r\u00fcnde \u00c7in \u00f6ne \u00e7\u0131kan \u00fclkedir. \u00c7in\u2019in\n\u015eanghay kentinde bulunan Ningbozhoushan Liman\u0131 1 Milyar Ton y\u00fck elle\u00e7lemesi ile\nd\u00fcnyada en fazla y\u00fck elle\u00e7leyen limand\u0131r. \u0130kinci ve \u00fc\u00e7\u00fcnc\u00fc s\u0131rada da\n\u015eangay ve Singapur limanlar\u0131 yer almaktad\u0131r. D\u00fcnyada en fazla y\u00fck elle\u00e7leyen ilk\n10 liman\u0131n yedisi \u00c7in\u2019de olup, \u00fc\u00e7 b\u00fcy\u00fck Avrupa liman\u0131 olan Rotterdam, Antwerp\nve Hamburg limanlar\u0131 ilk 20 liman i\u00e7inde bulunmaktad\u0131r (\u0130ZKA, 2019). <\/p>\n\n\n\n

Gemicilikte \u00e7evre ve emisyon zorunluluklar\u0131 ve\ngelen ek maliyetler<\/em><\/strong> <\/p>\n\n\n\n

Konteyner ta\u015f\u0131mac\u0131l\u0131\u011f\u0131n\u0131\netkileyen bir di\u011fer geli\u015fme yeni emisyon zorunluluklar\u0131 ve beraberinde gelen\nmaliyet art\u0131\u015flar\u0131d\u0131r. IMO, gemilerin \u00e7evre \u00fczerinde olumsuz etkilerini azaltmak\ni\u00e7in 2016 y\u0131l\u0131nda ald\u0131\u011f\u0131 kararla 2020 y\u0131l\u0131ndan itibaren d\u00fc\u015f\u00fck s\u00fclf\u00fcrl\u00fc gemi\nyak\u0131tlar\u0131n\u0131n kullan\u0131m\u0131n\u0131 zorunlu k\u0131lm\u0131\u015ft\u0131r.  IMO 2020 reg\u00fclasyonu olarak\nadland\u0131r\u0131lan bu politika fuel-oil\u2019deki mevcut %3,5 s\u00fclf\u00fcr oran\u0131n\u0131\n%0,5\u2019e d\u00fc\u015f\u00fcrmeyi zorunlu k\u0131lmaktad\u0131r. Mckinsey (2018)\u2019e g\u00f6re d\u00fcnyada\ng\u00fcnde 3,5 milyon varil y\u00fcksek s\u00fclf\u00fcrl\u00fc gemi yak\u0131t\u0131 kullan\u0131lmakta ve bu miktar\ntoplam d\u00fcnya fuel-oil t\u00fcketiminin yar\u0131s\u0131na denk gelmektedir. Sekt\u00f6rel kaynaklar\nIMO 2020\u2019ye uyumun yeni d\u00f6nemde konteyner ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ba\u015fta olmak \u00fczere\ngemicilik end\u00fcstrisi i\u00e7in b\u00fcy\u00fck zorluklar getirdi\u011fini i\u015faret etmektedir.\nYak\u0131t maliyetinin artmas\u0131, temiz yak\u0131tlara ge\u00e7i\u015f i\u00e7in yap\u0131lacak yat\u0131r\u0131mlar,\ndaha \u00e7ok yak\u0131t depolama ihtiyac\u0131na ba\u011fl\u0131 kapasite d\u00fc\u015f\u00fc\u015fleri gibi \u00e7ok boyutlu\netkileri olacak bu d\u00fczenleme neticesinde sekt\u00f6r\u00fcn 5-10 milyar Dolar d\u00fczeyinde\nifade edilen ek maliyetler ile kar\u015f\u0131la\u015faca\u011f\u0131 \u00f6ng\u00f6r\u00fclmektedir (UNCTAD, 2019).\nDolay\u0131s\u0131 ile s\u00f6z konusu d\u00fczenleme hem ta\u015f\u0131mac\u0131l\u0131k ekonomisi, hem de denetleme,\nuygulama ve finansman boyutlar\u01313<\/sup> ile\n\u00e7ok \u00f6nemli etkilere sahiptir. <\/p>\n\n\n\n

S\u00fcrd\u00fcr\u00fclebilirlik alan\u0131nda\ngemi in\u015fas\u0131 end\u00fcstrisine de temiz yak\u0131tlara ge\u00e7i\u015f ve farkl\u0131 teknolojilerin\nkullan\u0131m\u0131 noktas\u0131nda roller d\u00fc\u015fmektedir. \u0130lgili \u00e7al\u0131\u015fmalar ye\u015fil gemi kavram\u0131\nile uyumlu bi\u00e7imde gemi yak\u0131t\u0131 olarak elektrik, hidrojen, LNG ve hatta r\u00fczgar\nenerjisi kullan\u0131m\u0131n\u0131 sa\u011flamay\u0131 ama\u00e7lamaktad\u0131r (UFM, Blue Economy in The Mediterranean Report). IMO\u2019nun a\u00e7\u0131klad\u0131\u011f\u0131\nhedeflere g\u00f6re 2050 y\u0131l\u0131na kadar sekt\u00f6r \u00e7ap\u0131nda emisyonlar\u0131 en az %50 oran\u0131nda\nazaltmak ve bunun i\u00e7in s\u0131f\u0131r karbonlu gemi ve s\u0131f\u0131r karbon yak\u0131tlar\u0131n kolayca\nuyarlanabildi\u011fi gemilerin 2030’larda filoya kat\u0131lmas\u0131 hedeflemektedir.  <\/p>\n\n\n\n

Artan konsolidasyon<\/em><\/strong> <\/p>\n\n\n\n

Global konteyner\nta\u015f\u0131mac\u0131l\u0131\u011f\u0131 sekt\u00f6r\u00fcnde konsolidasyon, yani hatlar aras\u0131ndaki birle\u015fme ve\ndevralmalar ile ittifaklar son y\u0131llarda h\u0131z kazanmakta ve 2016\u2019dan itibaren\nsekt\u00f6r gittik\u00e7e daha yo\u011funla\u015fm\u0131\u015f hale gelmektedir. \u00d6rnek vermek gerekirse, 2018\ny\u0131l\u0131 Ocak ay\u0131 itibar\u0131yla ilk 15 konteyner hatt\u0131, t\u00fcm konteyner gemisi\nkapasitesinin y\u00fczde 70’inden fazlas\u0131na sahipken, bundan alt\u0131 ay sonra yan\u0131\nHaziran ay\u0131nda ilk 10 \u015firket, yeni birle\u015fmelerin tamamlanm\u0131\u015f operasyonel entegrasyonunu\nyans\u0131tarak neredeyse y\u00fczde 70 kapasiteyi kontrol etmeye ba\u015flam\u0131\u015ft\u0131r4<\/sup>. UNCTAD (2019) verilerine g\u00f6re, \u015eubat 2019\nitibari ile d\u00fcnyada ilk 5 konteyner operat\u00f6r\u00fc (Maersk, MSC, COSCO, CMA\nCGM, Hapag Llyod) pazarda %70\u2019e yak\u0131n paya sahiptir. <\/p>\n\n\n\n

Bu birlikteliklerle\nkonteyner ta\u015f\u0131ma \u015firketleri kazan\u00e7lar\u0131n\u0131 ve karl\u0131l\u0131klar\u0131n\u0131 art\u0131rmakta, \u00f6l\u00e7ek\nekonomilerinden yararlanmakta, kaynak ve a\u011flar\u0131n\u0131 geli\u015ftirebilmektedir. Di\u011fer\ntaraftan ittifaklara \u00fcye olmayan konteyner hatlar\u0131n rekabeti git gide daha\nzorla\u015fmaktad\u0131r. Limanlar a\u00e7\u0131s\u0131ndan bak\u0131ld\u0131\u011f\u0131nda, bu artan g\u00fc\u00e7 kar\u015f\u0131s\u0131nda\nlimanlar\u0131n olumsuz etkilenebilece\u011fi, bask\u0131 ve pazarl\u0131k g\u00fcc\u00fcn\u00fc kaybedebilece\u011fi\ns\u00f6ylenmektedir. Piyasa \u015fartlar\u0131ndaki bu de\u011fi\u015fim konteyner hatlar\u0131 ve limanlar\naras\u0131ndaki ili\u015fkiyi pek \u00e7ok a\u00e7\u0131dan daha karma\u015f\u0131k hale getirmektedir. <\/p>\n\n\n\n

Liman hizmetlerinde artan s\u00fcrd\u00fcr\u00fclebilirlik\nbeklentisi<\/em><\/strong> <\/p>\n\n\n\n

Limanlar k\u00fcresel ticaret\ni\u00e7inde daha fazla gemi \u00e7ekmek ve cazibelerini art\u0131rmak i\u00e7in hem verimlili\u011fi\ny\u00fckseltmeyi hem de s\u00fcrd\u00fcr\u00fclebilirlik g\u00f6stergelerinde daha ileriye gitmeyi\nama\u00e7lamaktad\u0131r. Bunun i\u00e7in fiziksel ve dijital altyap\u0131n\u0131n geli\u015ftirilmesi,\nhizmetlerin daha h\u0131zl\u0131 ve verimli bi\u00e7imde sunulmas\u0131 yan\u0131s\u0131ra emniyet,\ng\u00fcvenlik, sosyal i\u00e7erme, kaynak verimlili\u011fi ve \u00e7evre koruma gibi\ns\u00fcrd\u00fcr\u00fclebilirlik parametrelerinin \u00f6nceliklendirilmesi s\u00f6z konusu\nolmaktad\u0131r. Deniz seviyesinde y\u00fckselmeler, a\u015f\u0131r\u0131 r\u00fczgar de\u011fi\u015fimleri, sel,\nf\u0131rt\u0131na gibi iklime ba\u011fl\u0131 olaylar a\u00e7\u0131s\u0131ndan limanlar olduk\u00e7a hassas konumdad\u0131r.\nHat\u0131r\u0131 say\u0131l\u0131r ekonomik kay\u0131plara da yol a\u00e7abilen bu olaylara kar\u015f\u0131 \u00f6nlemler\ns\u00fcrd\u00fcr\u00fclebilirli\u011fin \u00f6nemli bir par\u00e7as\u0131 haline gelmi\u015ftir (UNCTAD, 2019).\nDolay\u0131s\u0131yla limanlar\u0131n b\u00f6lge i\u00e7i ve b\u00f6lgeler aras\u0131 rekabetinde iklim\nde\u011fi\u015fikli\u011fine y\u00f6nelik yat\u0131r\u0131mlar \u00f6nemli bir belirleyicidir. Bu yat\u0131r\u0131mlar\u0131n\nyap\u0131lmas\u0131nda limanlar \u00f6zelinde terminal operat\u00f6r piyasas\u0131n\u0131n yap\u0131s\u0131, ilgili\nafet durumu, b\u00f6lgenin varl\u0131k d\u00fczeyi gibi de\u011fi\u015fkenler etkili durumdad\u0131r (Wang ve\ndi\u011ferleri, 2020). <\/p>\n\n\n\n

Buzullar\u0131n erimesiyle Kuzey Deniz Rotas\u0131\u2019n\u0131n a\u00e7\u0131lmas\u0131<\/em><\/strong> <\/p>\n\n\n\n

\u0130klim de\u011fi\u015fikli\u011finin\nta\u015f\u0131mac\u0131l\u0131k sekt\u00f6r\u00fcne bir etkisi, buzullar\u0131n erimeye ba\u015flamas\u0131 ile\nkonteyner gemileri i\u00e7in uygun olmayan Kuzey Deniz Rotas\u0131\u2019n\u0131n kullan\u0131labilir\nhale gelmeye ba\u015flamas\u0131d\u0131r. Rota \u00fczerinde \u0130lk defa 2014 y\u0131l\u0131nda, Quebec\u2019ten \u00c7in\u2019e\nArktik Okyanusu \u00fczerinden buzk\u0131ran olmaks\u0131z\u0131n sefer ger\u00e7ekle\u015ftirilmi\u015f,\nsonras\u0131nda Maersk ve COSCO gibi b\u00fcy\u00fck firmalar taraf\u0131ndan deneme\nseferleri d\u00fczenlenmi\u015ftir. G\u00fcn\u00fcm\u00fcze hala \u00e7ok fazla say\u0131da sefer\nyap\u0131lmamas\u0131na kar\u015f\u0131n COSCO, y\u0131l\u0131n 5-6 ay\u0131 o b\u00f6lgede d\u00fczenli olarak sefer\nyapmaya ba\u015flam\u0131\u015ft\u0131r. 2050\u2019li y\u0131llarda tamamen eriyece\u011fi\nd\u00fc\u015f\u00fcn\u00fclen Kuzey Buz Deniz\u2019inin, deniz ticaretinin t\u00fcm y\u00f6n\u00fcn\u00fc\nde\u011fi\u015ftirebilece\u011fi ve a\u00e7\u0131lan deniz yolunun \u00c7in, Rusya ve ABD ba\u015fta olmak\n\u00fczere \u00fclkeler aras\u0131ndaki rekabeti yeni boyuta ta\u015f\u0131yaca\u011f\u0131\nde\u011ferlendirilmektedir (Akbay\u0131rl\u0131 ve Ba\u015fer, 2019) <\/p>\n\n\n\n

Arktik\u2019in deniz\nticareti a\u00e7\u0131s\u0131ndan kullan\u0131m\u0131nda \u00fc\u00e7 rotan\u0131n \u00f6ne \u00e7\u0131kt\u0131\u011f\u0131\ng\u00f6r\u00fclmektedir. Bu rotalardan ilki Rus k\u0131y\u0131lar\u0131n\u0131 takip ederek Atlantik ile\nPasifik okyanuslar\u0131n\u0131 birle\u015ftiren Kuzey Deniz Rotas\u0131<\/strong>, ikincisi\ndo\u011frudan kutup noktas\u0131ndan ge\u00e7en ve Kuzey Amerika\u2019y\u0131 Gr\u00f6nland\u2019\u0131n\ng\u00fcneyinden Avrupa\u2019ya ba\u011flayan Arktik K\u00f6pr\u00fc<\/strong> ve tam kuzey\nkutbunun ortas\u0131ndan ge\u00e7en Bering Bo\u011faz\u0131 ile Avrupa\u2019y\u0131 ba\u011flayan Transpolar Deniz\nRotas\u0131<\/strong>, \u00fc\u00e7\u00fcnc\u00fcs\u00fc ise Kanada\u2019n\u0131n Arktik k\u0131y\u0131lar\u0131 \u00fczerinden Amerika k\u0131tas\u0131na\nula\u015fan Kuzeybat\u0131 Ge\u00e7i\u015fi<\/strong>\u2019dir. (\u015eekil 3). Arktik\nOkyanusu\u2019nun deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131nda kullan\u0131labilmesi sefer s\u00fcre\nve maliyetlerini de olumlu etkilemektedir. Yap\u0131lan\n\u00e7al\u0131\u015fmalarda Japonya\u2019n\u0131n Yokahama Liman\u0131\u2019ndan Hollanda\u2019n\u0131n\nRotterdam Liman\u0131\u2019na g\u00fcneyden Hint Okyanusu ve S\u00fcvey\u015f Kanal\u0131 yoluyla\nyap\u0131lan yolculu\u011fun, kuzeydo\u011fu ge\u00e7itleri yolu ile Rusya\u2019n\u0131n\nkuzeyinden (\u015eekil 4) yap\u0131lmas\u0131 halinde %40 civar\u0131nda  tasarruf\nsa\u011flanabilece\u011fi g\u00f6r\u00fclmektedir (\u0130ZKA,2019). Di\u011fer taraftan, kutup\nb\u00f6lgesinde artacak denizyolu trafi\u011finin \u00e7evre ve do\u011fal ya\u015fam \u00fczerine olumsuz\netkileri de bu geli\u015fmelerin bir par\u00e7as\u0131 olarak tart\u0131\u015f\u0131lmaktad\u0131r5<\/sup>. <\/p>\n\n\n\n
\n \u015eekil 3: Arktik Denizcilik Rotalar\u0131 \n <\/td>\n  \n <\/td>\n \u015eekil 4: D\u00fcnya \u00dczerinde\n Kuzey Denizi Rotas\u0131 \n <\/td><\/tr>
  \"\"<\/td>\n  \n <\/td>   \"\"<\/td><\/tr>
\n Kaynak: Akbay\u0131rl\u0131 ve Ba\u015fer,\n 2019 \n <\/td>\n  \n <\/td>\n Kaynak: Quora, 2018 \n <\/td><\/tr><\/tbody><\/table>\n\n\n\n

Arktik rotalar\u0131n a\u00e7\u0131lmas\u0131\nyasal, politik, altyap\u0131sal ve \u00e7evresel boyut ile ilgili pek \u00e7ok etkiyi\nb\u00fcnyesinde bar\u0131nd\u0131rmaktad\u0131r. Bu geli\u015fmelerin liman rekabetine, ayr\u0131ca\ntedarik ve \u00fcretim ili\u015fkilerine etkilerinin olmas\u0131 da ka\u00e7\u0131n\u0131lmazd\u0131r. Bu\nnedenle hayata ge\u00e7irilmesi planlanan proje ve\nyat\u0131r\u0131mlar\u0131n 2050 y\u0131l\u0131\nperspektifinde haz\u0131rlanmas\u0131 gerekmektedir. <\/p>\n\n\n\n

Son de\u011ferlendirme\u2026<\/em><\/strong> <\/p>\n\n\n\n

Yukar\u0131da \u00f6zetlenen bu\ngeli\u015fmeler \u00f6n\u00fcm\u00fczdeki d\u00f6nemde deniz ta\u015f\u0131mac\u0131l\u0131\u011f\u0131 ve limanc\u0131l\u0131kta ko\u015fullar\u0131\nve rekabet \u015fartlar\u0131n\u0131 belirleyen ba\u015fl\u0131ca fakt\u00f6rler olmaktad\u0131r. Bu fakt\u00f6rlerin\nanaliz edilmesi, \u00fclke ve b\u00f6lge \u00f6l\u00e7e\u011finde anla\u015f\u0131lmas\u0131 ve olu\u015fturulacak\nstratejiler ve politikalarda dikkate al\u0131nmas\u0131 gerekmektedir. Ba\u015fka bir deyi\u015fle,\ns\u00f6z konusu dinamikler \u00fclke ve b\u00f6lge d\u00fczeyde yeni bir tak\u0131m strateji ve\nuygulamalar\u0131 zorunlu k\u0131lmaktad\u0131r. Temel oda\u011f\u0131 rekabet, s\u00fcrd\u00fcr\u00fclebilirlik ve\nverimlilik olan bu e\u011filimlere y\u00f6nelik tedbirlerin yan\u0131s\u0131ra, ya\u015famakta\noldu\u011fumuz Covid-19 vir\u00fcs salg\u0131n\u0131n\u0131n da ekonomik ve sosyal etkilerinin\nde ku\u015fkusuz politika de\u011fi\u015fiminde dikkate al\u0131nmas\u0131 gerekmektedir. Bu \u015fartlar\nalt\u0131nda rekabetin s\u00fcrd\u00fcr\u00fclebilir k\u0131l\u0131nmas\u0131nda b\u00f6lgesel d\u00fczeydeki \u00e7al\u0131\u015fmalar ile\nb\u00f6lgesel d\u00fczeyde i\u015fbirli\u011finin geli\u015ftirilmesi daha da \u00f6nem kazanmaktad\u0131r. <\/p>\n\n\n\n

Kaynak\u00e7a<\/strong><\/p>\n\n\n\n