Turkish Maritime Sector: Luster on the Surface, Deep-Seated Problems B

The summer of 2025 will be remembered not only for its scorching heat but also for the record-high bid rates in the Turkish maritime sector. Bid rates, which started at 58% in Samsun, climbed as high as 95% in Ambarlı. Yes, 95%! These figures not only caused surprise in the sector but also ushered in a period of deep silence and nervous anticipation.

The one question on everyone's mind: How will this impact the sector?

While the sector is rightfully questioning what these rates mean, the underlying dynamics of the process remain unclear. What is the goal of these tenders? Is the aim to buy time? Or is it to hold on to the existing area, no matter the price, and await the outcome of the cancellation case before the Constitutional Court?

Although these questions are being voiced loudly in the sector, answers are nowhere to be found. Instead of focusing on the technical and economic details of the bidding process, the discussion is centered on the strategic calculations behind the scenes. It's rumored that this situation could trigger a new wave of complexity, not only economically but also managerially and legally. The reality is, what happens behind the curtain of this process is critical enough to directly affect the sector's future.

Concerns About Compromising Safety

Tenders that close at rates as high as 95% understandably raise questions about the sustainability of pilot captains' salaries. At these rates, covering personnel costs, fuel, and maintenance seems very difficult. The pressure of low costs could lead to a search for less experienced personnel, a development that not only threatens employment quality but also maritime safety. The fact that our General Manager has even initiated a study on pilot captains' salaries is seen as a concrete sign that technical problems exist.

Lack of Transparency, Limited Participation

The role of the Directorate General of Maritime Affairs in conducting pilotage tenders was decisive. However, sector representatives state that there was not enough transparency and participation in the decision-making process. The "I did it, so it's done" approach to management has led to the sector's demands being ignored.

Tender Participation Criteria and Sectoral Concerns

The current tender system, which does not require any sectoral background or corporate competence for participation, has led to serious criticism within the maritime community. The disregard for basic criteria like a company's date of establishment, field of activity, and technical competence creates an environment that could threaten sectoral quality and safety. The process, conducted via a show of hands, further supports the notion that professionalism is far removed from the equation.

While Sectoral Data Presents a Positive Picture, Structural Problems Are Worsening

The Ministry of Transport and Infrastructure's approach to the maritime sector, as we all know, doesn't go much beyond data sharing. Statistics on the number of ships passing through the straits and the number of ships calling at ports suggest that the sector is operating smoothly. But how much does this picture reflect the reality on the ground?

On the other side of the picture, which the Ministry of Transport and Infrastructure prefers to ignore, are areas that require solutions and the disadvantages they create in global competition. Topics such as arbitrary differences in implementation at port authorities, Port and PSC issues, the renewal of the aging fleet, and the draft regulation for ship agencies are creating serious inequality and uncertainty in the sector.

While the sector awaits concrete solutions to these problems, Turkish maritime affairs are being reduced to merely decorating a display window with statistical data. The will to produce solutions never turns into final and effective steps.

Yet the need is clear: The sector requires comprehensive structural reforms, long-term strategic planning, and strong public-private sector cooperation. Progress must be made not just with numbers, but with policies that truly address the field. Otherwise, the Turkish maritime sector will continue to discuss its potential in terms of losses, not successes.

Global Maritime Agenda

The year 2025 has stood out as a year of strategic development for the global maritime sector. Global players demonstrated their priority for the sector with the following steps: The U.S. provided an $8.75 million grant to 17 shipyards through MARAD. Russia is modernizing its shipbuilding technology with a $470 million investment. India is supporting the sector with a $2.9 billion "Maritime Development Fund." Europe signed a green maritime declaration with the goal of zero emissions by 2050. These developments show that maritime transport is positioned not just as logistics but as a fundamental element of production, environmental policy, and economic development.

Structural Changes Fail to Resonate with the Sector

In Turkey, the tonnage limit for scrap ship incentives, which were announced as great news last year, was increased from 25,000 GT to 50,000 GT. When there was no demand, the incentive period was extended for another year. However, the expected impact was not seen in practice. The fact that these incentives, announced during a period of peak freight rates, failed to resonate with the sector clearly indicates that the incentive mechanisms need to be reviewed.

Sector representatives frequently state that cooperation with the government is weak and that decisions are made without sufficient consultation with the sector. Constantly changing regulations and differing applications among ports create serious operational difficulties for shipowners.

In conclusion, the summer of 2025 shows the administrators of the Turkish maritime sector that tender processes, incentive mechanisms, and the corporate management approach are issues that must be re-evaluated for the sector's future. Adopting a more transparent, participatory, and technical-based approach is essential for the sustainability of the sector.