International Journal

on Marine Navigation

and Safety of Sea Transportation

Volume 4

Number 2

June 2010

243

1 INTRODUCTION

Activities concerning the Turkish shipping industry

and shipyard management in Black Sea, Mediterra-

nean and Marmara Sea coasts were first seen during

the Seljuk Empire. Earliest Turkish shipyards –

founded at Sinop in the Black Sea in 1214 and at

Alanya in the Mediterranean in 1227 – built the 80

or 100–ton boats which were important at that time.

Then the Izmir Shipyard belonged to the Aydin

Principality was founded in 1326 (Kadioglu, 1997).

At the beginning of the Ottoman Empire Izmit,

Karamursel, Gemlik, Aydincik and Gelibolu ship-

yards, and then Istanbul, Suveys, Sinop and ship-

yards were founded. The ships built in these ship-

yards were very important for the commerce in the

Mediterranean.

The public bodies concerning the Turkish mari-

time transportation were first founded when the

steamboats arrived in Turkey. For the reason that the

transportation previously were carried out by the

rowboats and sailboats, the history of the maritime

transportation starts earlier.

The maritime policies of the Modern Turkey are

as following: the period between 1923 and 1952, the

Maritime Bank period between 1952 and 1984, and

the period beginning from the Turkish Maritime Or-

ganizations and the other maritime attempts become

independent, and up to now.

The maritime policy of the Turks during the Ot-

toman Empire period has completely been changed

since the foundation of the Republic in 1923. Alt-

hough Atatürk – the founder of the Republic – want-

ed the maritime issue to be adopted as a “national

ideal”, it is seen that Turkey didn’t make almost any

investments on the maritime issue. The passenger

and load transportation were carried out by the clas-

sically-built passenger ships between 1923 and 1952

in Turkey damaged in the First World War too

much.

From 1923 – the year of the Turkish Republic

was founded – to 1950 mostly the railway and mari-

time line-oriented policies were adopted. As a result

of these policies the railway transportation ratio was

55% and the maritime transportation ratio was

27,8% in 1950. The road transportation ratio was on-

ly 17,1% in 1950. The maritime line share at pas-

senger transportation was about 7,5% between 1923

and 1952 in Turkey (SPO, 1962).

When the multi-party system has been started in

Turkey since 1952, the liberal policies were partially

adopted. A planned development plan has been

adopted and five-year development plans have been

arranged since 1962 in Turkey.

When Turkey arranged and carried out the devel-

opment plans, there have seen many improvements

in the maritime sector as the same in the other sec-

tors.

When the maritime bodies became independent

according to the law entered in force in 1984, the

Turkish Maritime Organizations (TDİ) to solve the

administrative issues concerning the maritime sector

and to control it under unique structure, the Turkish

Shipping Industry (TGS) to undertake the ship build-

ing, Denizbank especially to solve the financial

Turkish Maritime Transport Policy (1960-2008)

M. Kadioglu

Istanbul Technical University Maritime Faculty, Tuzla, Istanbul, Turkey

ABSTRACT: An inward-oriented strategy was adopted for the Turkish maritime sector from 1923 – the

foundation date of the Republic of Turkey – to 1952. A partially liberal policy was experienced beginning

from 1952, and a planned development period has started since 1962.

This study is aimed at investigating the principles and targets for the maritime sector beginning from the first

five-year development plan to the current plan including 2013, and evaluating whether the stated targets have

been achieved or not. Moreover it is also planned to investigate the maritime transportation and to state the

new opportunities and current issues about Turkey briefly.

244

problems of the maritime sector, and finally the

Maritime Transportation Company firstly to make

the transportations of the public sector were found-

ed. Soon the employment increased in these bodies,

the expectations about the autonomy and effective-

ness couldn’t be met. And then all these bodies were

privatized.

2 FIRST FIVE-YEARS DEVELOPMENT PLAN

(1963-1967)

For the reason that Turkish economical structure was

not strong enough, main principles and general tar-

gets of the First Five-Year Development Plan were

to benefit best from the current capacity without in-

vesting more, and thus to supply passenger and load

transportation, and to make services better by de-

creasing the cost.

Moreover the management targets such as “to

collect the harbors under one umbrella” and to build

free zones or harbors which will mostly work for

transit trade were determined (SPO, 1962).

The Turkish-flag ships to carry at least half of the

export goods of Turkey was included in the short-

term targets, and “to create a newer and modern

merchant marine which will compete with the for-

eign-flag ship in the international waters” was in-

cluded in the long-term targets.

3 SECOND FIVE-YEARS DEVELOPMENT

PLAN (1968-1972)

In the Second Five-Year Development Plan period

(1968-1972) it was aimed at “coordinating all the

transportation areas on one hand” and “displaying

the general policy of the transportation” (SPO,

1967).

It was the first time it was included to decide for

renewing the maritime sector and “competing under

the same conditions” with the competitors, and also

the “support” in the plan. However it is a conflict

that it was both included the “support” and adopting

“the ones using system in the transportation sector

should make contribution for building and mainte-

nance cost to meet the amortization, maintenance

and sustainment cost.

In the second plan it was stated that for the mari-

time sector to have a progressive, dynamic and keep-

ing abreast of the conditions, “the complete modern-

ization” including management, administration,

organization, planning and search subjects in addi-

tion to the technical features in the maritime sector

was necessary.

4 THIRD FIVE-YEARS DEVELOPMENT PLAN

(1973-1977)

For the reason that during the earlier two develop-

ment plan periods the main targets concerning the

administrative regulations about the maritime sector

couldn’t be carried out, mostly it was again focused

on making planning and project studies, and collect-

ing the services under one umbrella at the Third

Five-Year Development Plan period (1973-1977).

And so, the targets about balancing the distribu-

tion of the transportation between the subsystems,

detecting the correlations in issues such as site selec-

tion, industrialization and ground use, preparing a

project study in order to expand the capacity of at

least one harbor in each region in the Mediterranean,

the Black Sea and the West regions of Turkey for

the industrial transportations were determined.

During the plan period especially in parallel with

the increase in fuel prices, it was pointed out that the

taxation at transportation, tariff, cost and subvention

issues had to be handled and solved in accordance

with the new conditions of Turkey.

The Third Five-Year Development Plan period

(1973-1977) was the period at which the first con-

crete target concerning the Turkish maritime sector

was seen. In conformity with this target, it was

aimed at operating the totally 5.000-capacity 4 ships

and 2 trailers in 1975 (SPO, 1972).

5 FOURTH FIVE-YEARS DEVELOPMENT

PLAN (1979-1983)

As a result of the petrol prices increased rapidly in

the world, carrying out the transportation services

with less fuel consumption and the most suitable

transportation systems for Turkey, and thus mini-

mizing the foreign-source dependency at the sector

were the most important target in the Fourth Five-

Year Development Plan (1979-1983). In order to

achieve this target, the required measures would be

carried out to focus on the mass transportation by di-

recting load transports of the industry to railway and

maritime transportation, and the maritime transpor-

tation share with the 9,5% ratio in 1977 would be in-

creased to 10,7% in 1983 (SPO, 1978).

Strengthening the infrastructure of the maritime

transportation and pipeline transportation, and also

the integration was first expressed in the fourth plan

period.

In the plan it is emphasized that while preparing

the transportation policies, the real cost of the

transport in the transportation systems should be de-

tected in order to arrange the tariffs by taking into

account the real cost as well as the correlations and

effects of the transportation infrastructure systems.

245

During the Fourth Five-Year Development Plan

period (1979-1983) Turkey has understood that the

maritime sector would be effective on paying the ex-

ternal debts of Turkey. During the plan period it was

claimed that the facilities arisen from the Turkish

geographical position should be evaluated and the

maritime policies should be determined. Thus it was

aimed the importance of being the international

causeway to be evaluated for increasing the devel-

opment and making contribution in order to pay the

external debts (Guner & Kadioglu & Coban,

1997).

During the Fourth Five-Year Development Plan

(1979-1983) it was aimed the incentive laws, which

would encourage the high-capacity load and passen-

ger transport systems, to be entered into force, the

big and integrated project concept to be developed,

the training, control and engineering services re-

quired for the transportation security to be improved

firstly, and the zone complexes including the transit

circulation and ship maintenance shipyards if neces-

sary to be built while carrying out the new harbor

capacities.

The concrete targets about the Turkish merchant

marine have been determined also in the fourth plan

period. Since the targets of plan were initially to de-

crease the freight and external debts of Turkey, it

was aimed that the Turkish merchant marine to be

increased as 800.000 DWT more in the five-year pe-

riod during the Fourth Five-Year Development Plan

(1979-1983) and to be reached 2.600.000 DWT in

1983.

Also in the fourth plan period it was emphasized

that the importance of pipeline transportation should

be evaluated carefully.

6 FIFTH FIVE-YEARS DEVELOPMENT PLAN

(1985-1989)

The targets on the maritime sector to be strength-

ened, the effectiveness to be increased, the current

capacity to be used in the most effective way, the

service capacity to be improved, and to make safer

were included in the Fifth Five-Year Development

Plan (1985-1989).

The road transportation was mostly preferred for

the long distance load transport between 1952 and

1985 in Turkey. Since the fuel prices increased and

environmental conscious improved, the studies for

directing the domestic transports to the maritime

transportation – of the unit price was cheaper – was

also included in the fifth plan.

According to the concerned target the road trans-

portation share in the domestic transportations

would be decreased from 80,9% to 65,7% at the end

of the Fifth Five-Year Development Plan period

(1985-1989), on the contrary the maritime transpor-

tation share would reach 11,5% at the end of 1989

and pipeline transportation share would reach 4,4%

(SPO, 1984).

The projects making the traffic safer would be

prioritized and the companies working for the mari-

time transportation would have the lion’s share from

the international transportation.

Moreover the current harbor invests would be

completed during the period, it would be made in-

vestment for a new harbor in the Marmara Region of

Turkey and the projects would be prepared for build-

ing the container terminals at some of the most im-

portant Turkish harbors at the international transpor-

tation. Firstly important harbors at the international

transportation would be improved technically and

administratively, and modernized. Thus it was aimed

at increasing the harbor capacities and advancing the

service level.

It was aimed at making the Turkish Merchant

Marine suitable for the international maritime trans-

portation and modern management concept, and the

tonnage of Turkish Merchant Marine to be reached

6,2 million tons at the end of Fifth plan. In conform-

ity with those targets it was pointed out “improving”

the passenger ships which would make transporta-

tion for touristic purpose and local passenger

transport.

7 SIXTH FIVE-YEARS DEVELOPMENT PLAN

(1989-1994)

During the Sixth Five-Year Development Plan

(1989-1994) the maritime sector has also been con-

sidered as a transportation system supporting the de-

velopment of the country without causing any bot-

tleneck because of the growing external debt of

Turkey, making the international commerce easier

and making contribution for the payment balance of

Turkey most.

During the Fifth Five-Year Development Plan pe-

riod (1985-1989) 22% of the total public invest-

ments were shared for the transportation system, and

thus it was aimed at spending almost the total of the

investments for the current projects and so making

contribution for the economy rapidly (SPO, 1988).

During the Sixth plan period it was first ex-

pressed “integration with the EU” and aimed at con-

forming to the European Union on the transportation

policies.

It was adopted to prioritize the staff training at

“infrastructure” and “management” issues in order

to follow the international developments closely and

to make services concerning the maritime sector in

Turkey as required.

246

It was also pointed out at this plan period that in

order to benefit from the Turkish harbors more at

transit transportations carried out over Turkey, it

was necessary to make arrangements encouraging

this transit at harbor superstructures and tariff sys-

tems.

At the end of sixth plan period it was aimed the

Turkish Merchant Marine to be reached 6,5 million

DWT via construction and import of the ships ap-

propriate for the international technological devel-

opments.

During the plan period it was predicted the Turk-

ish Merchant Marine share to be increased 8,1% at

domestic load transportation and 4,8% at interna-

tional load transportation. Besides, it was expected

the inflow of foreign currency from the transporta-

tion between the third countries to be supplied and

the share of the Turkish-flag ships from the transit

transportation to be reached 3 million tons.

Sixth Five-Year Development Plan period (1989-

1994) has been a period especially emphasizing ship

building industry capacity of Turkey. It was ex-

pressed that the necessary financial facilities should

be supplied for evaluating the ship building industry

capacity of Turkey, renewing the merchant marine

and meeting the additional ship requirement.

During the sixth plan period it was expressed a

study would be prepared which would detect the so-

cial, economic and environmental features of the

Turkish coasts at industrial, commercial and touristic

points, the current harbor capacities, and the poten-

tial coasts of the sector suitable for developing.

The Sixth Five-Year Development Plan period

(1989-1994) was the period when the privatization

studies for harbors started. In this plan period it was

aimed at starting for the “autonomic harbor man-

agement” application in order to make some of the

important foreign trade harbors of Turkey more ef-

fective.

In this context it was aimed at making the admin-

istrative arrangements in order to privatize the ac-

tivities at public harbors according to their subject,

and applying with the “pilot projects”.

8 SEVENTH FIVE-YEARS DEVELOPMENT

PLAN (1996-2000)

During the Seventh Five-Year Development Plan

period (1996-2000) it was initially expressed “an

environment-friendly transportation infrastructure”

and also carrying out the transportation infrastruc-

ture required for the economic and international rela-

tions with the Independent Turkish States for the

state’s benefits in conformity with the current facili-

ties.

In the plan it was again aimed at – as in earlier

plans – increasing the effectiveness, using the cur-

rent capacities effectively, making the legal and cor-

porate arrangements and infrastructure to direct the

domestic transports generally carried out by the road

transportation to the maritime transportation.

For the reason that a “Transportation Policy”,

which was in conformity with the economic and so-

cial progress of the state in addition to the integrated

and stable structure for the transportation systems,

couldn’t be determined, it was decided to prepare a

“Master Transportation Plan” in the Seventh Five-

Year Development Plan (1996-2000).

The privatization at the maritime sector was

clearly expressed in the 6

plan period. In the plan it

was adopted the privatization programs and control

mechanisms suitable for the maritime sector to be

carried out. It was aimed at making investments for

the maritime sector to be with “Build-Operate-

Transfer” model as also in the other investments.

Moreover it was decided to improve the pro-

grammed investments in the harbors and to carry out

new capacities if required (SPO, 1995).

In order to comply with the global maritime trade

conditions totally it was pointed out conforming to

the maritime policies of the EU and making ar-

rangements for the national regulation about the ma-

rine insurance, environment, financial rent, shipping

agency regulation and constituting the maritime spe-

cialized court. And thus it was aimed at constituting

a “dynamic policy” which would follow the global

maritime sector closely and make arrangements

complying with the growing national and interna-

tional conditions.

The idea as “the harbor management, which has

not been totally completed, to be under the autonom-

ic structure or else to be prepared for the internation-

al competence by privatizing was included in the

Seventh Five-Year Development Plan (1996-2000)

9 EIGHTH FIVE-YEARS DEVELOPMENT

PLAN (2001-2005)

It was predicted that the combine transportation –

one of the most importation transportation in the 21

century – would affect also Turkey, which is a trans-

it country, for harbors and the other transportation

infrastructures during the Eighth Five-Year Devel-

opment Plan (2001-2005).

It was aimed at improving, modernizing and in-

creasing the capacities of Turkish harbors according

to the “National Harbors Master Plan” completed in

2000 in order to attribute Turkey as a transit lane of

the transit transportation (SPO, 2000).

247

During the Eighth Five-Year Development Plan

(2001-2005) it was especially emphasized that the

required policies should be followed in order to

make transportation services economic and safe, to

balance the transportation types in conformity with

the requirements of Turkey, to provide the security

of life and property during the transportation, to

minimize the damages to the environment, to benefit

best from the information and technologies.

For the reason that the coastal shipping monopoly

has to be expired if Turkey becomes a member of

the EU, it was decided that necessary measures

should be followed to support the load and passen-

ger ships – carrying out the coastal shipping – for

harbor services and fuel in order to direct the load

and passenger transportation in Turkey to the mari-

time transportation. In order to be ready for a possi-

ble the European Union competition it was aimed at

strengthening the coaster fleet.

It was aimed at making the necessary legal regu-

lation changes to arrange the maritime regulation in

accordance with the international regulation, to ena-

ble the entrepreneur to acquire and manage the ship

by the financial renting, to apply the indirect sup-

ports -in force in the international area- for building

a new ship.

It was again aimed the harbor management to be

under an autonomic structure and to be prepared for

the international competition.

It was aimed Turkey -a bridge between Europe

and Asia- to become a combine transportation ter-

minal for the transit transportation between these

two continents.

It was pointed out the international crude oil and

natural gas pipeline investments, which is very im-

portant for the maritime sector and will attribute

Turkey one of the most important energy distribu-

tion center, should be paid attention. And so, Baku-

Tbilisi-Ceyhan Pipeline projects, which will transfer

the crude oil manufactured in Kazakhstan, Turkmen-

istan and Azerbaijan in Caspian Basin, to the Medi-

terranean and than to the world markets by pipeline,

was completed in the 8

Plan period.

10 NINETH DEVELOPMENT PLAN (2007-2013)

It is seen that any concrete targets concerning specif-

ically the maritime sector have been determined for

the Nineth Development Plan (2007-2013).

The landlocked Turkish Republics including

Azerbaijan, Kazakhstan, Turkmenistan, Uzbekistan

and Kyrgzistan couldn’t reach the Persian Gulf or

the Mediterranean because Iran blocks. If Iran still

carries on the same policy, it is aimed at transporting

the products of the landlocked Turkish Republics

over Caspian Sea to Baku and then to the Mediterra-

nean or the Black Sea by the RO-RO.

In order to achieve this target, the mentioned

countries will be able to reach to Trabzon and Mer-

sin in Turkey following the Trans-Asia road and

railway projects are completed. So it is aimed at

completing the Trans-Asia road and railway projects

as soon as possible (SPO, 2006).

The transportation between the Turkish Republics

as well as the other Middle East countries and the

member states of the European Union is carried out

mostly over the Ren-Main-Danube Canal and the

Black Sea, the Marmara and the Turkish Straits.

Moreover, in order to meet the requirements con-

cerning the commercial transportations to be carried

out with the countries next to the Black Sea, it is

pointed out that;

− The equipment needs of the Turkish harbors in

the Black Sea should be supplied,

− Because of the probable circulation at Turkish

straits, a computer-aided radar control system

should be established to make the circulation

safe,

− It should be made investments for affecting the

salvage services.

In order to use the Danube-Rhine Canal -opened

for circulation in 1992- more effective, the naviga-

tion treaties between the Danube States should be

completed and the constructions carried out over the

river should be ended. In the future, it is expected

the Turkish harbors to have share from the great

transportation carried out over Danube-Rhine Canal.

11 CONCLUSION AND PROPOSALS

The dwt-based shares of the Turkish Merchant Ma-

rine with 7,2 million are as 46,92% for the Bulk Car-

riers, 20,30% for the Dry Cargo Vessels and 15,51%

the Petrol Tankers, respectively. The dwt-based

share of the other types of ships is 17,27%.

Figure 1: Change of Turkish Merchant Marine Fleet (1980-

2007)

248

The division of the tonnage and age groups of the

Turkish Merchant Marine as following;

In the fleet with totally 1473 ships and 7.244.062

Dwt; 374 ships with 2.700.763 Dwt are at age group

of 0 to 9 years, 275 ships with 601.925 Dwt are at

age group of 10 to 19 years, 412 ships with

2.858.223 Dwt are at age group of 20 to 29 years

and 412 ships with 1.083.151 Dwt are at age group

of 30 years and over.

There have been increases and decreases at dwt

share of the Turkish Merchant Marine at 5,7% in

1998 and 1999, at -8,1% in 1999 and 2000, at -1,9%

in 2000 and 2001, at -6,9% in 2001 and 2002, at -

12,0% in 2002 and 2003, at -7,5% in 2003 and 2004,

at 7,8% 2004 and 2005, at -4,3% 2005 and 2006 and

at -0,2% in 2006 and 2007 (Fig. 1).

37% of the Turkish Merchant Marine are at age

group of 0 to 9 years, 8% of are at age group of 10 to

19 years, 40% of are at age group of 20 to 29 years

and 15% of are at age group 30 years and over.

In 2007 the Turkish Merchant Marine was com-

posed of 1473 ships, 47% of (693 ships) were regis-

tered in the National Registration and 53% of (780

ships) were registered in the International Ship Reg-

istration of Turkey(TUGS).

The 10% of dwt share of the Turkish Merchant

Marine was registered in the National Registry and

the 90% of dwt share was registered in the TUGS;

the 14,7% of grt share was registered in the National

Registry and the 85,3% of grt share was registered in

the International Ship Registration of Tur-

key(TUGS).

Shares of the most important export items of mar-

itime lines – 67,5 million tons in 2007 – were 10,6%

for the Construction Iron, 5,7% for the Feldspar and

4,3% for the Fuel Oil. And shares of the most im-

portant import items of maritime lines – 152,3 mil-

lion tons in 2007 – were 15,6% for the Coal, 14,5%

for the Crude Oil and 10,9% for the Junk.

Table 1: Change of Turkish Port Activities (Million Ton)

_______________________________________

Year Shipment Emptying

_______________________________________

2000 16,480,210 20,847,595

2001 13,647,620 12,633,778

2002 13,044,511 12,213,078

2003 13,511,217 12,833,551

2004 14,539,714 14,678,638

2005 14,238,305 13,858,655

2006 13,595,664 14,682,817

2007 16,364,074 18,741,552

_______________________________________

The foreign trade transportation of Turkey in

2004 was totally 173,6 million tons. The 151,8-

million ton- part of those loads i.e. 87,4% was car-

ried out by maritime transportation (COS, 2006).

Although it was aimed at transporting at least

50% of the Turkish foreign trade goods in the First

5-Year Development Plan period, this aim has not

been achieved yet (COS, 2008).

On the The foreign trade transportation share with

the Turkish-Flag ships of Turkey in 2005 was 25,3%

for import and 18% for export(Table, 1). Contrary

foreign-flag ships’ share was 74,7% for import and

82% for export(Table, 2). The share of national ma-

rine was just 23% for the foreign trade transportation

in 2005, and the freight paid to the foreign-flag ships

went beyond 3 Billion Dollars per year.

For the reason Turkey is too late for acquiring the

Turkish-flag cruise, ferry and passenger ship, Tur-

key couldn’t benefit from the growing cruise tour-

isme sufficiently (Ucisik&Kadioglu, 2001).

Since the guideness and tug services are privat-

ized, the service quality increased and prices are bal-

anced in accordance with the competition.

The target about renewing the Turkish Merchant

Marine expressed in the Second, Third, Fifth and

Eighth Plan periods has not been achieved yet.

The studies about renewing and strengthening the

Turkish merchant marine still continue.

Although there are vast opportunities in Turkey,

the coastal shipping is not carried out enough. Old

and small coaster fleet is less important for the load

transportation.

It is aimed at renewing and strengthening the

ships carrying out the international transportation

and especially the coaster fleet.

The target about the harbor management to be

under the autonomic structure or to be prepared for

the international competition by privatization has not

been achieved completely.

The container transports in the Turkish harbors

were expressed mostly in the Fifth Plan period.

However the target about making investments for

the new container terminals was included just in the

Seventh Plan period.

Until the 2008 global crisis, it was the golden age

for Turkey and the World at ship building. There are

full of orders in the whole private-sector shipyards

in Turkey till 2010. Turkey started to build chemical

tanker, container ship, tug and similar ships at about

30000 DWT for Germany, Italy, Spain, France,

Denmark, Sweden, Norway, Holland, Russia and

England. Because of the global crisis in 2008 Turk-

ish shipyards were affected in a negative way.

In Turkey the number of the training institutes to

educate a seafarer and the graduated students of

those institutes has substantially increased. And also

first private maritime university of Turkey was

founded.

249

Table 2: Change of Turkish Merchant Marine Fleet for Turkish

Foreign Trade (Million Ton)

________________________________________

Year Turkish Flag Foreign Flag

________________________________________

1998 33,6 66,4

1999 31,2 68,8

2000 32,1 67,9

2001 34,6 65,4

2002 36,1 63,9

2003 30,3 69,6

2004 25,3 74,7

2005 25,1 74,9

2006 23,2 76,8

2007 17,7 82,3

________________________________________

The important part of the structural problems of

the maritime sector blocking the international com-

petition has been solved.

A safe and detailed database has been established

for the maritime sector.

In 1987 there were 21 harbors handling domestic

and foreign trade goods at the public administration.

Moreover totally 69 harbors -6 of them were operat-

ed by the industrial bodies and 32 small harbors and

seaports were operated by the municipalities and the

other bodies- were active

There are 160 harbors and seaports in Turkey in

2008 that 6 of them are operated by the TDİ (Turk-

ish Maritime Organizations) and 6 of them are oper-

ated by the TCDD/Turkish State Railways. If we ex-

amine in terms of operated bodies, there are 25

public harbors, 27 municipality harbors and 108 pri-

vate harbors (Kadioglu&Bas, 2008).

For the reason that the Turkish harbors couldn’t

follow the technologic developments, the infrastruc-

ture is not adequate and the railway connections

which will integrate into the harbors are not suffi-

cient, Turkey couldn’t benefit from the transit trans-

portation enough.

In 2007 it is observed that the transit transporta-

tion became more important when the Baku-Tbilisi-

Ceyhan (BTC) pipeline which has been entered into

service since July 2006 and has transferred the

Azerbaijani petrol first to Ceyhan by the pipeline

and then especially to Europe and the Middle East-

ern States by the maritime lines. 210.352.000 barrels

of petrol were transferred by the BTC pipeline in

2007.

288.083.916 ton loads were handled in harbors

and seaports of Turkey in 2007. Division as follow-

ing:

− 67.597.739 tons of export including 23,4%

− 152.313.601 tons of import including 52,9%

− 35.105.626 tons of freight including 12,2%

− 33.066.950 tons of transit including 11,5%.

The Turkish ship building industry is one of the

sectors improving quickly.

In Turkey the ship building capacities in 1987

were 25.000 DWT – the largest one – in one-piece

for military purpose, 75.000 DWT for Turkish Ship-

ping Industry of public and 30.000 DWT for the pri-

vate sector. The iron working capacities of those

shipyards were 117.380 tons per year and the ship

building capacities were 306.060 DWT per year.

The number of the shipyards was 27 in 1982 and

today there are 84 active shipyards from the Medi-

terranean to the Black Sea by detecting new building

areas and modernizing the facilities. In 2013 the

number of shipyards will be 140 together with the

current projects (SPO, 2006).

The Turkish ship building industry has the possi-

bility and capacity as 10 Million DWTs for mainte-

nance, 1 Million 800 thousand DWTs for new ship

building, 600 thousand tons for steel working and up

to 80 thousand DWTs for new ship building.

The Turkish shipyards having the capacity and

employment increase especially for the last 3 years

was ranked 23

in 2002, reached to the 8

rank in

2006 by the 1,8 million-DWT ship and yacht order

and reached to 6

rank by the 239 ship and yacht or-

der with 3.05 Million DWT. The sector breaking

records on the amount and tonnage of ships built in

export in 2008 was at top 5 at ship building order

market (COS, 2007).

Now Turkish shipyards are at number 1 at small-

tonnage chemical tanker building and at number 3 at

mega yacht building. Medium and small-sized ship

projects have been sent to Turkey especially since

2002.

The studies about conforming to the European

Union still continue (Kadioglu&Deniz 1997).

REFERENCES

COS (Chamber Of Shipping) (2008) Report on Shipping Sector

2007. Istanbul, Turkiye.

COS (Chamber Of Shipping) (2007) Report on Shipping Sector

2006. Istanbul, Turkiye.

COS (Chamber Of Shipping) (2006) Report on Shipping Sec-

tor-2005. Istanbul, Turkiye.

Guner, S., Kadioglu, M., Coban, S. (1997) “Turkey’s Maritime

Policy During The Planned Economy” Proceedings of the

Eighth Congress of the International Maritime Association

of Mediterranean Volume II., Page., 10.1-12., Istanbul,

Turkiye.

Kadioglu M., Bas M.(2008)., “Port management strategy of

Turkiye(Turkey)”, 11

International Conference on

Transport Science, 28

and 29

May 2008, Portorož, Slo-

venia.

Kadioglu, M., Deniz, C. (2006) “Turkish Maritime Policy And

Adaptation Issues To The European Union Maritime Poli-

cy”, Maritime Transport 2006, 16-19 May 2006, Barcelona,

Spain.

250

Kadioglu, M.(1997) Maritime Transportation and Management

in Turkiye. Marmara University, Institute of Social Scienc-

es, Unpublished Doctoral Thesis, Istanbul, Turkiye.

SPO(State Planning Organization) (2006) The Ninth Develop-

ment Plan (2007-2013)., Ankara, Turkiye.

SPO(State Planning Organization) (2000) The Eighth Five

Years Development Plan (2001-2005)., Ankara, Turkiye.

SPO(State Planning Organization) (1995) The Seventh Five

Years Development Plan (1996-2000)., Ankara, Turkiye.

SPO(State Planning Organization) (1988) The Sixth Five Years

Development Plan (1989-1994)., Ankara, Turkiye.

SPO(State Planning Organization) (1984) The Fifth Five Years

Development Plan (1985-1989)., Ankara, Turkiye.

SPO(State Planning Organization) (1978) The Fourth Five

Years Development Plan (1979-1983)., Ankara, Turkiye.

SPO(State Planning Organization) (1972) The Third Five

Years Development Plan (1973-1977)., Ankara, Turkiye.

SPO(State Planning Organization) (1967) The Second Five

Years Development Plan (1968-1972)., Ankara, Turkiye.

SPO(State Planning Organization) (1962) The First Five Years

Development Plan (1963-1967)., Ankara, Turkiye.

Ucisik, S., Kadioglu, M. (2001) “Turkish Cruise Tourism”

Studies of Turkish World Magazine, Jan 2001, Number

129, Page 35-38, Istanbul, Turkiye.