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Deniz yolu taşımacılığı yük ve yolcu gemileriyle taşıtan ile taşıyan arasında yapılan taşıma sözleşmesine dayalı uluslararası deniz ticaret kanunu ve sözleşmeleri çerçevesinde yürütülen, belirli bir bedel karşılığında, limandan limana yapılan taşıma türüdür.Dünyanın ve aynı zamanda ülkemizin 3/4 'ünün suyla çevrili olması denizyolu taşımacılığını yaygınlaşmasında doğal olarak önemli bir faktördür.Bu taşıma yöntemine konu olan yükler, ekipmanlar ve gemi tipleri, operasyon sürecine katılım gösteren firmalar/taraflar çeşitlilik göstermektedir.Sağlıklı ve verimli bir operasyon süreci için konu ile alakalı literatür bilgilerine iyi derecede hakimiyet, konu operasyon alanlarında edinilmiş tecrübeler etkili olan baş unsurlar arasında olmaktadır. Yapılan çalışmada mal sahiplerinin taleplerine istinaden konteynerler ile taşınamayacak tonajlarda olan kuru yüklerin alıcı firmaya teslimine kadar geçen süreç içerisinde lojistik operasyonlara ihtiyaç duyulmuştur. Operasyonlar da navlun ödemesi ve Mersin Uluslararası Limanı'nda bir takım problemlerle karşı karşıya kalınmış ve birtakım çözüm önerileri ihtiyacı doğmuştur. Bu doğrultuda uygulanan yöntemler, sürece katılım gösteren firmalar, navlun ödemesi, Mersin Uluslararası Limanı'nda karşı karşıya kalınmış problem ve çözüm önerileri ile birlikte gerekli olan diğer bilgiler detaylıca ile içerikte sunulmuştur. Maritime transport is a type of transport carried out from port to port for a certain price, carried out within the framework of the international maritime trade law and contracts based on the contract of carriage between the carrier and the carrier with freight and passenger ships.The fact that 3/4 of the world and also our country is surrounded by water is an important factor in spreading maritime transportation.The cargoes, equipment and ship types that are the subject of this transportation method vary depending on the companies / parties participating in the operation process.Good knowledge of the relevant literature knowledge, experiences gained in the subject operation areas are among the main factors that are effective for a healthy and efficient operation process. In the study conducted, logistics operations were needed in the process from the delivery of dry cargoes that are in tonnage that cannot be transported to containers to the buyers based on the demands of the owners.Operations were also faced with freight payment and a number of problems at Mersin International Port, and a need for some solution suggestions arose. The methods applied in this direction, the companies participating in the process, the freight payment, the problems faced in Mersin International Port and other information required along with the solution suggestions are presented in detail. 294

The article is devoted to the study of the interaction of the Komi Oblast Executive Committee of the Autonomous Region and the Northern River State Shipping Company in the 1920s. The key issues were navigation, bread supply, an increase in the number of routes. The most acute problem was the supply of bread to Komi AO. The river industry also faced a shortage of skilled personnel and ships. The successful development of the shipping company on the Komi rivers directly depended on the inter-action of the regional executive committee of the Komi AO and the Northern River State Shipping Company. Статья посвящена изучению взаимодействия облисполкома Коми автономной области и Северного речного государственного пароходства в 1920-е годы. Ключевыми моментами были вопросы навигации, поставки хлеба, увеличение количества маршрутов. Наиболее остро стояла проблема поставок хлеба в Коми АО. Речная отрасль также сталкивалась с нехваткой квалифицированных кадров и кораблей. Успешное развитие пароходства по рекам Коми напрямую зависело от взаимодействия облисполкома Коми АО и Северного речного государственного пароходства.

The LPI has provided valuable information for policy makers, traders, and other stakeholders, including researchers and academics, on the role of logistics for growth and the policies needed to support logistics in areas such as infrastructure planning, service provision, and crossborder trade and transport facilitation. The results of Connecting to Compete 2016 point to Germany as the best performing country, with an LPI score of 4.23, and Syria as the lowest, with a score of 1.60 (equivalent to 19 percent of Germany’s score on a scale from 1 to 5). The converging trend between the top and worst performers that appeared in the previous LPI surveys (2007, 2010, 2012, and 2014) seems to have slightly reversed. The average scores in each quintile reveal that the gap between the top 2 quintiles and the countries at the bottom in performance is widening again.

Economic activity in many African countries remains highly concentrated and exports are often dominated by mineral resources or a few primary products. The World Bank’s 2011 report on light manufacturing in Africa identified poor trade logistics performance as a constraint that especially penalized African exporters that relied on imported inputs, very often making them uncompetitive. The report highlighted research that demonstrated how poor logistics added roughly a 10 percent production cost penalty in Ethiopia, Tanzania, and Zambia across the five subsectors of light manufacturing where opportunities were identified as greatest in Africa. The report outlined how in Africa poor trade logistics increase production costs (often wiping out the labor cost advantage) and lead to long and unreliable delivery times, making local firm’s unattractive suppliers to lead firms in global value chains (GVCs), particularly for light manufacturing. This note seeks to contribute to a review of progress in achieving export diversification through greater exports of light manufacturing products. It looks at recent trends in the exports of the five categories of light manufacturing identified as having strong potential in Africa. The note reviews progress in improving trade logistics in Sub-Saharan Africa, with a focus on the three countries highlighted in the light manufacturing study: Ethiopia, Tanzania, and Zambia, and additionally Kenya and Uganda.

Landlocked developing countries (LLDCs) are completely dependent on their transit neighbors infrastructure and administrative procedures to transport their goods to port. This publication provides a comprehensive ten-year review in order to assess the progress made in improving access of LLDCs to global markets, identify the remaining challenges faced by LLDCs, and present improved and innovative ways to overcome them. This publication is based on the practical knowledge from implementing the Almaty Program policies, shared by both of our institutions. It provides a snapshot of the economic trends in LLDCs, with regard to trade costs, connectivity constraints and trade diversification. It reviews the key access policies in the Almaty Program of Action framework that include infrastructure, transport and logistics services, regional integration, trade and transit facilitation. It combines data and substantial feedback from implemented projects and policy changes. The focus of the document is general in scope and does not include detailed economic or policy analysis of all the potential components of reforms. The publication is organized as follows: Chapter1: Economics of Landlockedness; Chapter 2: Connectivity Constraints; Chapter 3: Hinterland Connections; Chapter 4: Transit and Trade Facilitation, Regional Integration; Chapter 5: Physical Connectivity, Corridors. This document is based primarily on the experience of project implementation by the World Bank, and on analytical work on trade corridors and LLDCs, including reports and presentations on progress in implementing the Almaty Program of Action.

For the economy to attain its full potential, the Philippines requires an efficient water transport system. However, this is presently not the case. The domestic shipping industry is characterized by high costs, low quality of service, and a poor safety record. Logistics cost accounts for 24-53 percent of wholesale price, while shipping and port handling cost around 8 percent of wholesale price and 5 percent of retail price. Philippine domestic shipping is generally more expensive than in Malaysia or Indonesia, 2 other archipelagos. Moreover, it is more expensive to transport goods between 2 Philippine ports than between 2 Philippine ports via an international port. In the East Asia region, the Philippines trails behind its neighbors in various logistics performance and connectivity indices. For instance, in liner shipping connectivity, the Philippines ranked 66th out of 157 countries in 2013, and performs the worst among a group of East Asian comparators. Delays in shipment, slow cargo handling, and frequent accidents are the top complaints of businesses. In the East Asia Region, the Philippines has the highest absolute casualty rate and this is 40 percent higher than the second ranked country, Indonesia. On average, there are 228 ships involved in accidents and 303 casualties per year in the Philippines. In seeking to enhance competition in the delivery of domestic shipping services, this assessment has therefore focused particularly on measures that would increase the opportunities and incentives for new players to enter the market, and for existing operators to expand or vary the services they offer.

Bu çalışmada taşımacılık modları içinde önemli bir yere sahip olan denizyolu taşımacılığı sektörü; riskler ve yatırımlar boyutlarında incelenmiştir. Diğer taşımacılık modları denizyolu taşımacılığına bir ikame oluşturamamakta, çünkü dünya ticaretinin yaklaşık %80'i bu taşımacılık şekliyle gerçekleştirilmektedir. Ton-mil bazında düşünüldüğünde bu değer %90'ları geçmektedir. Dünya ticareti için bu kadar hayati öneme sahip olan sektörün birçok katılımcısı olup, sektörde ciddi fonlar dönmektedir. Sermaye yoğun ve ciddi fonların döndüğü denizyolu taşımacılığında her yıl büyük kazançların yanında büyük kayıplar da yaşanmaktadır. Çünkü bu taşımacılık şekli son derece dalgalı ve döngüsel bir yapı sergilemektedir. Risklerin yoğun olduğu sektörde doğru yatırımların doğru zamanda yapılması denizyolu taşımacılığı piyasalarında başarılı olmanın en önemli anahtarıdır. Bu nedenle karşı karşıya kalınan riskler iyi analiz edilip, yatırımları etkileyen faktörler dikkate alınarak yatırım yapılmalıdır. Sektörün karşı karşıya kaldığı en önemli piyasa riski navlun riski olup, en önemli yatırım kararı gemi alımlarıyla ilgilidir. Denizyolu taşımacılığıyla ilgili bu gerçekler doğrultusunda bu çalışmada gemi yatırım kararlarını nelerin etkilediği araştırılmıştır. Gemi yatırım kararları üzerinde etkisi aştırılan değişkenlerden özellikle navlun riskine ayrı bir önem verilmiştir. Çünkü sektörün en önemli piyasa riski olan navlun riskinin sektörün en önemli yatırım kararı olan ikinci el gemi alımı ile yeni gemi inşa ettirme konuları analiz edilerek sektörle ilgili iki kritik noktada bilgi sahibi olunması hedeflenmiştir. Navlun riskinden başka gemi yatırım kararlarını etkileyen diğer faktörler de araştırılarak piyasada gerek gemi sahiplerine, gerekse brokerlara, hedge fonlara ve gemi kredisi verecek kuruluşlara bilgi sunulması amaçlanmaktadır. Bu ana ve alt amaçlara ulaşmak adına çalışmada birçok ekonometrik yöntem kullanılmıştır. In this study I analyze the risks associated with and investments related to the maritime transport, which is one of the major modes of transportation. Other modes of transportation does not seem to substitute for the maritime transportation as 80% of the world trade of commercial products and cargo is carried by some sort of vessels. Maritime tranportation, when measured in terms of tonnage-mile, accounts for almost 90% of commercial shipments worldwide. Many participants compete in this quite sizable ship transport industry and large sums of funds and capital is being invested each year. It is quite interesting to see some companies making, as a result, very big profits each year, yet some others suffering significant losses too. This can be explained partly by the fluctuating nature and cyclic tendencies of the overall industry. Developing timely investment strategies is the key for success in the risk-intensive shipping business. Risks facing each company should be measured carefully with some acceptable level of precision and factors affecting investments should be given due diligence. The single most important item of market risk exposure for a company operating in the shipping industry is freight rate risks; likewise the most fundamental investment decision is related to cargo ship purchases. Accordingly, I investigate the factors affecting investment decisions of ship transport companies in this study. I specifically focus on the effects of freight rate risks on the investment decisions of used secondhand ship purchases and new ship building. Other risks that affect cargo ship investment decisions are also studied in the rest of the study. As such this study provides a valuable source of information for ship owners, brokers, hedge funds and other institutions that extend investment credits in this industry. To achieve these aforementioned goals of this study, we estimate the freight rate risk and measure this and other factors impact on investment decisions using various econometric tools and methods. 299

The estimate of the United Nations Conference on Trade and Development is that more than 80 percent or close to 8 million tons in 2007, of world freight is transported by sea. Most, if not all, freight transport moves from the producer to the consumer through logistic processes thereby passing a number of nodal points. As for waterborne transport, sea and river ports and terminals form these nodal points where freight is transferred from one mode to another. Chapter one provides data on world maritime transport and explains the different types of cargo that pass which are carried by the world merchant fleet and the cargoes they carry. It also is explained that the former general cargo type of vessels have evolved into vessel designs that have specifically been designed for different types of cargoes. Chapter two provides an extensive overview of the development of the container in terms of what containers are, how dedicated container vessels have developed as well as the impact of containers on logistic processes, including hinterland connections. Chapter three provides an overview of the world port in terms of numbers and classifies the largest ports in the world in terms of total cargoes, containers and dry bulk. Chapter four presents an overview of the indicators used in ports. Chapter five describes how ports around the world are owned and managed. First the major characteristics and functions of ports are described and possible ownership structures are explained. The chapter six not only describes the aspect of emissions, but also describes other forms of pollution sources of the sector, as these are noise, light, dust and soil and water pollution. As is explained in chapter seven, port work has gradually changed from pure physical work to processing control using dedicated and complicated equipment and automated systems. Similarly, the work of seafarers has changed. Chapter eight provides tools as to how cities can cope with this issue; in particular how former port areas can be and have been re-integrated in the city. Chapter nine presents a number of examples comparing rates that were charged in 2008 with those in the same period in 2009. Finally, chapter ten provides a comparison between the World Bank's transport business strategy paper 2008-2012 and the issues presented in this overview of ports and waterborne transport.

Maritime transport costs significantly impede international trade. This article examines why these costs are so high in some countries and quantifies the importance of two explanations: restrictive trade policies and private anticompetitive practices. It finds that both matter, but the latter have a greater impact. Trade liberalization and the breakup of private carrier agreements would lead to an average of one-third lower liner transport prices and to cost savings of up to US dollar 3 billion on goods carried to the United States alone. The policy implications are clear: there is a need not only for further liberalization of government policy but also for strengthened international disciplines on restrictive business practices. The authors propose an approach to developing such disciplines in the current round of services negotiations at the World Trade Organization (WTO).