DOCSLIB.ORG

Opet Petrolcülük A.Ş

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Opet Petrolcülük A.Ş AnnuAl RepoRt 2009 Seeing the future… Contents 04 Key indicators 10 HigHligHts 14 2009: a year in wHicH tHe future is being built on a strong foundation 20 cHairman’s message 24 board of directors 28 MESSAGE FROM tHe general MANAGER 32 senıor management 36 Production 54 distribution 58 marine transPort 60 r&d Policies and Practices 62 investment 70 Human, Public and environmental HealtH 78 Human resources Policy and tüPraş emPloyees 80 corPorate social resPonsibility 84 risK management 88 investor relations 92 statement of comPliance witH corPorate governance PrinciPles 103 agenda 104 statement on tHe Profit distribution for 2009 106 amendments of tHe articles of association 110 REPORT of AUDITORs Only a far-reaching vision will engender the right decisions. Tüpraş, Turkey’s only producer in the refining sector and its largest industrial corporation, joined the Koç Group of Companies in 2006. With its production facilities and partnerships, Tüpraş provides products and services in refining and distribution to meet approximately 70% of Turkey’s fuel demand. At Tüpraş, we are keenly aware of the fact that our growth is dependent on that of Turkey and we understand the responsibility of the vital role we play in meeting our nation’s energy demand. In line with our Investment Plans, we continually upgrade and improve our technologies in order to maintain our sustainable growth and enhance our competitive edge. Under the challenging and constantly changing market conditions, we capitalize on our experience and capacity to formulate efficient solutions to manage our risks with proactive strategies - always assured of the driving force of the Koç Group behind us. tüpraş At A glAnCe İzmİt RefıneRy Capacity 11.0 million tons/year Nelson Complexity 7.78 gİResun opet teRmınAl mARmara opet teRmınAl Storage Capacity 44,000 m3 Storage Capacity 723,000 m3 köRfez opet teRmınAl Storage Capacity kıRıkkAle 37,500 m3 RefıneRy Capacity 5.0 million tons/year Nelson Complexity 6.32 dİtAş Tüpraş’ Shares 79.98% Crude oil tanker 165 kDWT Product tanker 10.98 kDWT İzmİR RefıneRy Two New Product Tankers Capacity 11.0 million tons/year Nelson Complexity 7.66 bAtmAn RefıneRy Capacity 1.1 million tons/year Nelson Complexity 1.83 AlİAğA opet teRmınAl Storage Capacity 3 AntAlyA opet 64,000 m teRmınAl meRsİn opet teRmınAl Storage Capacity 20,000 m3 Storage Capacity 240,000 m3 tüpraş tüRkİye petRol RAfİneRİleRİ A.ş. CompAny pRofIle Date of Establishment Issued Capital Crude Oil Processing Capacity November 16, 1983 TRY 250.4 million 28.1 million ton/year Headquarters Profits in 2009 Crude Oil Storage Capacity Körfez/Kocaeli (After Taxes) 2.0 million m3 (Gross) TRY 811.3 million Registered Capital Product and Product Storage Capacity TRY 500 million Public share 2.7 million m3 (Gross) 49% İzmİt RefıneRy Capacity 11.0 million tons/year Nelson Complexity 7.78 gİResun opet teRmınAl mARmara opet teRmınAl Storage Capacity 44,000 m3 Storage Capacity 723,000 m3 köRfez opet teRmınAl Storage Capacity kıRıkkAle 37,500 m3 RefıneRy Capacity 5.0 million tons/year Nelson Complexity 6.32 dİtAş Tüpraş’ Shares 79.98% Crude oil tanker 165 kDWT Product tanker 10.98 kDWT İzmİR RefıneRy Two New Product Tankers Capacity 11.0 million tons/year Nelson Complexity 7.66 bAtmAn RefıneRy Capacity 1.1 million tons/year Nelson Complexity 1.83 AlİAğA opet teRmınAl Storage Capacity 3 AntAlyA opet 64,000 m teRmınAl meRsİn opet teRmınAl Storage Capacity 20,000 m3 Storage Capacity 240,000 m3 79.98% 40% opet dİtAş Tüpraş owns 40% of Opet Tüpraş owns 79.98% of Ditaş 1,324 Filling stations Crude Oil Tanker 165 kDWT 1,128.5 thousand m3 of storage Product Tanker 10.98 kDWT Operations in commerce, Two new product tankers mineral oil and bunker fuel The pieces come together… In a period of crisis, while world trade shrinks, market conditions toughen and risks increase, we proceed with a strategic foresight to focus on investments that will enhance our profitability and efficiency. In 2009, we invested a total of USD 188 million in our refineries, completed our environmental responsibility related projects and established an R&D Department that is rapidly engaging in collaborations with universities. ˜ INTRODUCTIon ˜ Key IndIcators Key IndIcators oPeratIonal IndIcators thousand tons 2005 2006 2007 2008 2009 ProceSSeD cruDe oil 25,495 26,192 25,590 24,208 16,975 refininG ProDuction 23,889 24,591 23,994 22,780 15,968 SaleS 24,965 26,137 26,328 25,957 21,521 ProDuct exPortS 4,609 6,242 6,391 6,112 3,308 ProDuct imPortS 1,052 1,823 2,279 2,931 5,828 ProfIt Per share TRY 2005 2006 2007 2008 2009 Profit Per Share 2.72 3.28 5.18 1.73 3.24 GroSS DiviDenD Per Share 1.94 2.63 4.19 2.31 2.50 net DiviDenD Per Share 1.75 2.24 3.56 1.97 2.14 net sales oPeratIonal ProfIt (uSD million) (uSD million) 05 05 20 20 06 06 20 20 11,080 615 14,056 585 07 17,324 07 988 20 23,353 20 984 13,118 654 08 08 20 20 09 09 20 20 In 2009, due to the drop in oil and product Despite the fall in refinery profit margins prices, net sales stood at USD 13,118 million. due to the global crisis, Tüpraş implemented apt strategies and has reached the highest profitability level in the sector in 2009. 4 tüpraş annual report 2009 Investment exPendIture (uSD million) 05 20 06 20 254 274 07 355 20 395 189 08 20 09 20 In the four-year period from 2006 to 2009, Tüpraş engaged investment expenditures of USD 1 billion 212 million. ProfIt after tax ProfIt Per share return on equIty (roe) (uSD million) (trY) (%) 05 05 05 20 20 20 06 06 06 20 20 20 508 2.72 22 575 3.28 25 07 998 07 5.18 07 34 20 331 20 1.73 20 11 522 3.24 22 08 08 08 20 20 20 09 09 09 20 20 20 In a period of floating exchange rates and Profits per share grew 87% over the previous Tüpraş’ return on equity has increased two-fold changing interest rates, Tüpraş’ profit after year, from TRY 1.73 to TRY 3.24. since 2008, reaching 22%. tax grew 38% over the previous year as its efficient cash management strategy allowed for the maintenance of the sound income - expenditure balance. 5 ˜ INTRODUCTIon ˜ Key IndIcators fInancIal IndIcators usd mIllIon 2005 2006 2007 2008 2009 net SaleS 11,080 14,056 17,324 23,353 13,118 oPerational Profit 615 585 988 984 654 Profit before taxeS 680 705 1,240 421 653 Profit after taxeS 508 575 998 331 522 ebitDa 769 712 1,081 1,099 779 net Debt (caSh) (421) 259 (207) 215 (653) return on equitY (%) 22 25 34 11 22 leveraGe rate (%) (18) 10 (6) 8 (36) net WorkinG caPital 997 750 1,105 202 283 inveStment exPenDiture 254 274 355 395 188 safety scores accIdent frequency rate severIty rate (number of inciDentS x 1,000,000 / (Days loSt x 1,000,000 / PerSon x hour) PerSon x hour) 05 05 20 20 06 06 20 20 4.8 116 5.0 111 07 3.4 07 193 20 3.6 20 104 2.5 73 08 08 20 20 09 09 20 20 The 2009 accident frequency rate target was In 2009, the severity rate stood at 73, lower originally set at 3.5; however, due to safety than the initial target of 80. policies in place and measures taken, Tüpraş was able to attain an even lower figure of 2.5. 6 tüpraş annual report 2009 TOTAL sales (thouSanD tonS) 3,308 exports other 1,996 107 petKİM asphalt 1,998 861 lpG coMpanIes MIlItary 691 dIstrIbutors 12,559 sales to the dIstrIbutIon comPanIes (thouSanD tonS) 1,648 opet poaş 4,309 1,307 bp 2,677 other shell 2,618 In 2009, Tüpraş sold a total of 21.52 million tons of produce, of which, 12.56 million tons were to petrol distribution companies and the total domestic sales stood at 18.21 million tons. 7 Enabling innovation by looking towards the future. In order to shape the future, we force the limits of linear thinking - just like a chess master, we take precautions to preempt possible moves and focus on revealing hidden opportunities. Our belief in our highly qualified workforce strengthens us and with our technological infrastructure and ambitious steps in expanding our distribution channels, we are moving towards becoming a prominent player in the global oil industry. ˜ INTRODUCTIon ˜ hIGhlIGhts hIghlIghts Tüpraş is the leader and pioneer corporation in its sector due to its strong operational and financial structure, efficient storage capacity, strong distribution infrastructure, cash structure exceeding the refining sector average and its product diversity. 1955 1982 1991 In Southeastern Anatolia, Turkey’s first The İzmit Refinery’s 2nd Expansion 2.5% of Tüpraş shares were offered to the modern oil refinery, the Batman Refinery, Project was completed, with the crude oil public and began transactions on the ISE. was commissioned. processing capacity rising to 11.5 million ton/year. 1993 1961 The Hydrocracker Complexes were In the İzmit Gulf, the İzmit Refinery, 1983 commissioned at the İzmir and Kırıkkale with a 1 million ton/year capacity, was Tüpraş was established with the aim of refineries. commissioned. uniting all public refineries. 1997 1971 1986 The Hydrocracker and CCR Complexes were İzmit Refinery’s 1st Expansion Project was In Central Anatolia, the 5 million ton/ commissioned at the İzmit Refinery.
Load more

Recommended publications
  • View Its System of Classification of European Rail Gauges in the Light of Such Developments
    ReportReport onon thethe CurrentCurrent StateState ofof CombinedCombined TransportTransport inin EuropeEurope EUROPEAN CONFERENCE OF MINISTERS TRANSPORT EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT REPORT ON THE CURRENT STATE OF COMBINED TRANSPORT IN EUROPE EUROPEAN CONFERENCE OF MINISTERS OF TRANSPORT (ECMT) The European Conference of Ministers of Transport (ECMT) is an inter-governmental organisation established by a Protocol signed in Brussels on 17 October 1953. It is a forum in which Ministers responsible for transport, and more speci®cally the inland transport sector, can co-operate on policy. Within this forum, Ministers can openly discuss current problems and agree upon joint approaches aimed at improving the utilisation and at ensuring the rational development of European transport systems of international importance. At present, the ECMT's role primarily consists of: ± helping to create an integrated transport system throughout the enlarged Europe that is economically and technically ef®cient, meets the highest possible safety and environmental standards and takes full account of the social dimension; ± helping also to build a bridge between the European Union and the rest of the continent at a political level. The Council of the Conference comprises the Ministers of Transport of 39 full Member countries: Albania, Austria, Azerbaijan, Belarus, Belgium, Bosnia-Herzegovina, Bulgaria, Croatia, the Czech Republic, Denmark, Estonia, Finland, France, the Former Yugoslav Republic of Macedonia (F.Y.R.O.M.), Georgia, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Moldova, Netherlands, Norway, Poland, Portugal, Romania, the Russian Federation, the Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine and the United Kingdom. There are ®ve Associate member countries (Australia, Canada, Japan, New Zealand and the United States) and three Observer countries (Armenia, Liechtenstein and Morocco).
    [Show full text]
  • Transport for Sustainable Development in the UNECE Region
    NITED ATIONS CONOMIC OMMISSION FOR UROPE U N E C E TRANSPORT FOR SUSTAINABLE DEVELOPMENT IN THE ECE REGION UNITED NATIONS Copyright © UNECE Transport Division 2011. All rights reserved. All photos in this publication © Fotolia, unless otherwise stated. UNITED NATIONS United Nations Economic Commission for Europe The United Nations Economic Commission for Europe (UNECE) is one of the five United Nations regional commissions administered by the Economic and Social Council (ECOSOC). It was established in 1947 with the mandate to help rebuild post‐war Europe, develop economic activity and strengthen economic relations among European countries, and between Europe and the rest of the world. During the Cold War, UNECE served as a unique forum for economic dialogue and cooperation between East and West. Despite the complexity of this period, significant achievements were made, with consensus reached on numerous harmonization and standardization agreements. In the post Cold War era, UNECE acquired not only many new Member States, but also new functions. Since the early 1990s the organization has focused on analyses of the transition process, using its harmonization experience to facilitate the integration of Central and Eastern European countries into the global markets. UNECE is the forum where the countries of Western, Central and Eastern Europe, Central Asia and North America, 56 countries in all, come together to forge the tools of their economic cooperation. That cooperation concerns economics, statistics, environment, transport, trade, sustainable energy, timber and habitat. The Commission offers a regional framework for the elaboration and harmonization of conventions, norms and standards. The Commission's experts provide technical assistance to the countries of South‐East Europe and the Commonwealth of Independent States.
    [Show full text]
  • 18 World Clean Air Congress 2019
    Proceedings of the 18th World Clean Air Congress 2019 23-27 September 2019 Hilton Istanbul Maslak Hotel - Istanbul, Turkey organized by Turkish National Committee for Air Pollution Research and Control (TUNCAP) and The International Union of Air Pollution Prevention and Environmental Protection Associations (IUAPPA) in collaboration with ITU – Istanbul Technical University DEU – Dokuz Eylul University EFCA - The European Federation of Clean Air and Environmental Protection Associations MyCAS - Clean Air Forum Society of Malaysia CAA - Clean Air Asia WB - The World Bank Editors: M. Kara, Y. Dumanoglu, G. Tuna Tuygun, A. Bayram, T. Elbir i 18th World Clean Air Congress, 23-27 September 2019, Istanbul organized by TUNCAP and IUAPPA Air pollution reduction with ıntelligent transportation systems: Dilovası scenario Zübeyde Oztürk1, Onur Alp Arslantaş1, Hande Emanet Beba1, Merve Yılmaz2 and Hüseyin Toros3 1Istanbul Technical University, Faculty of Civil Engineering, Department of Civil Engineering, Istanbul, Turkey 2İstanbul Technical University, Faculty of Aeronautics and Astronautics, Department of Meteorology Engineering, Istanbul, Turkey 3İstanbul Technical University, Faculty of Aeronautics and Astronautics, Department of Meteorology Engineering, Istanbul, Turkey [email protected] Abstract. Traffic management is one of the main application areas for ITS (Intelligent Transportation Systems). This management begins with the collection of movements and data affecting the route. Ultimately, the data will be used for information access systems. This study is one of the study areas of “Scenario for Reducing the Dilovasi Air Pollution with the ITS Application” which is supported by TUBITAK within the COST (European Cooperation in Scientific and Technology) Program. Within the scope of “Scenario for Reducing Air Pollution with the Intelligent Transport System Application” work package, an alternative route design was made to TEM (Trans European Motorway).
    [Show full text]
  • Republic of Turkey Ministry of Transport General Directorate of Highways
    MOTORWAY DEVELOPMENT PROGRAM of TURKEY HEEP AREA V ANNUAL MEETING Suceava, ROMANIA 13/18‐06‐2011 MOTORWAY DEVELOPMENT PROGRAM of TURKEY OUTLINE 1. Turkish Road Network 2. General Overview of Road Investments 3. Target PPP Motorway Projects‐Vision 2023 4. Decision Making Procedure of PPP Motorway Projects in Turkey 5. Financial Feasibility of PPP Motorway Projects 6. Gebze ‐İzmir Motorway Project 7. North Marmara Motorway Project 8. Conclusion MOTORWAY DEVELOPMENT PROGRAM of TURKEY 1. Turkish Road Network • The lands of Turkey are located at a point where the three continents; Asia, Africa and Europe are closest to each other, and straddle the point where Europe and Asia meet. • Being located on a passing channel of intercontinental links Turkey has always been an important channel of international trade links MOTORWAY DEVELOPMENT PROGRAM of TURKEY 1. Turkish Road Network • The public roads in Turkey classified in four-tier system: motorways (multi-lane access-controlled highways), state roads, provincial roads and rural roads. •General Directorate of Turkish Highways ( KGM) is responsible for the planning, maintenance, construction and operation of motorways, state and provincial roads. •Special Provincial Administration is in the charge of village and forest roads. • Urban roads are under the administration of municipal authorities. • The road network excluding urban roads is about 354000 km in length. MOTORWAY DEVELOPMENT PROGRAM of TURKEY 1. Turkish Road Network • Motorways are the divided state roads with full control of access and two or more lanes for the exclusive use of traffic in each direction to provide uninterrupted flow, on which opposing traffic is separated by a median and collection of tolls are performed at designated points.
    [Show full text]
  • Urban Transport Matters
    Mobile Metropolises: Urban Transport Matters An IEG Evaluation of the World Bank Group’s Support for Urban Transport © 2017 International Bank for Reconstruction This work is a product of the staff of The World RIGHTS AND PERMISSIONS and Development / The World Bank Bank with external contributions. The findings, The material in this work is subject to copyright. 1818 H Street NW interpretations, and conclusions expressed in Because The World Bank encourages Washington, DC 20433 this work do not necessarily reflect the views dissemination of its knowledge, this work Telephone: 202-473-1000 of The World Bank, its Board of Executive may be reproduced, in whole or in part, for Internet: www.worldbank.org Directors, or the governments they represent. noncommercial purposes as long as full attribution to this work is given. The World Bank does not guarantee the accuracy of the data included in this work. Any queries on rights and licenses, including The boundaries, colors, denominations, and subsidiary rights, should be addressed to other information shown on any map in this World Bank Publications, The World Bank work do not imply any judgment on the part Group, 1818 H Street NW, Washington, DC of The World Bank concerning the legal 20433, USA; fax: 202-522-2625; e-mail: status of any territory or the endorsement [email protected]. or acceptance of such boundaries. Mobile Metropolises: Urban Transport Matters An IEG Evaluation of the World Bank Group’s Support for Urban Transport Contents ABBREVIATIONS ................................................................................................................................
    [Show full text]
  • Railway Crossings: Encounters in Ottoman Lands
    RAILWAY CROSSINGS: ENCOUNTERS IN OTTOMAN LANDS A Dissertation Presented to the Faculty of the Graduate School of Cornell University In Partial Fulfillment of the Requirements for the Degree of Doctor of Philosophy by Elvan Cobb August 2018 © 2018 Elvan Cobb RAILWAY CROSSINGS: ENCOUNTERS IN OTTOMAN LANDS Elvan Cobb, Ph. D. Cornell University 2018 Railway Crossings: Encounters in Ottoman Lands focuses on the production of railway spaces in western Anatolia during the second half of the 19th century, with an emphasis on how spatial practices were altered with the advent of railways in the region. Understanding the railroads as a cultural as well as a material phenomenon, this work approaches the western Anatolian railways through a series of interdisciplinary vignettes that juxtapose the histories of the built environment with histories of technology, archaeology, travel, and the senses. In an effort to modernize its transportation infrastructure, the Ottoman government granted the first railway concessions in Anatolia to two British companies. The Izmir-Aydın and Izmir-Kasaba lines connected the port city of Izmir to the fertile river valleys of the Gediz, Küçük and Büyük Menderes rivers. The construction of railways was an intensely material act, requiring not only the laying of tracks and the construction of station buildings, but the alteration of a whole landscape. Beyond this physicality, the railroads were harbingers of new modes of interaction with space. They altered the commercial transportation networks of the region that had depended for centuries on camel caravans traveling along well-established but flexible pathways. People also found a new mobility in the train.
    [Show full text]
  • The Economic Geography of Underdevelopment
    Vol. 152, No. 2 · Research article China’s Belt and Road rail freight transport corridors – the economic DIE ERDE geography of underdevelopment Journal of the Geographical Society of Berlin Tristan Kenderdine1, Péter Bucsky2 1Future Risk, 20 Baisetova Street, Almaty 05000, Kazakhstan, [email protected] 2Institute of Geography and Earth Sciences, Doctoral School of Earth Sciences, University of Pécs, 6 Ifjúság Street, éP cs, 7624 Hungary, [email protected] Manuscript submitted: 06 August 2020 / Accepted for publication: 23 May 2021 / Published online: 07 July 2021 Abstract Traffic volumes between China, Europe and Central Asia through China’s ‘CR Express’ intercontinental rail freight sys- tem remain intransparent. We sought new methods of data collection to better understand the significance of this novel trans-Eurasian transport mode. Cumulative causation economic theory can explain how positive industrial develop- ment can occur in both linear transport corridors and industrial cluster development in node cities. However on current economic metrics, it is difficult to accept the China narrative of structurally transformative economic development resulting from the intercontinental rail system policy. This paper expresses doubt as to the underlying institutional fac- tors behind the intercontinental rail system being developed by China and its surrounding Eurasian transport policy. We detail the economic theory underpinning the development of the ‘CR Express’ policy through examination of China central level transport policy sources and their horizontal integration with other central-level spatial planning poli- cies, and we examine the deployment of China’s model of intercontinental rail development in the ‘Middle Corridor’ be- tween the Kazakhstan border and Eastern European ports.
    [Show full text]
  • Railways Role in Intermodality and the Digitalization of Transport Documents
    UNECE Railways role in intermodality and the digitalization of transport documents Railways role in intermodality and the digitalization of transport in intermodality and the digitalization role documents Railways digitalization of transportdigitalization documents Railways role in intermodality and the in intermodality role Railways Information Service United Nations Economic Commission for Europe UNITED NATIONS UNITED Palais des Nations CH - 1211 Geneva 10, Switzerland Telephone: +41(0)22 917 44 44 E-mail: [email protected] Website: http://www.unece.org Printed at United Nations, Geneva – 1805720 (E) – April 2018 – 57 – ECE/TRANS/262 RAILWAYS ROLE IN INTERMODALITY AND THE DIGITALIZATION OF TRANSPORT DOCUMENTS UNITED NATIONS NEW YORK AND GENEVA, 2018 Note The designations employed and the presentation of the material in this publication do not imply the expression of any opinion whatsoever on the part of the Secretariat of the United Nations concerning the legal status of any country, territory, city or area, or of its authorities, or concerning the delimitation of its frontiers or boundaries. ECE/TRANS/262 Copyright © United Nations, 2018 All rights reserved. No part of this publication may, for sales purposes, be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, electrostatic, magnetic tape, mechanical, photocopying or otherwise, without prior permission in writing from the United Nations. UNITED NATIONS PUBLICATION eISBN: 978‐92‐1‐363189‐8 ACKNOWLEDGMENTS The report was prepared by Dr. Andrea Rosa and Mr. Konstantinos Alexopoulos who would like to express their thanks to all members of the UNECE Working Party on Intermodal Transport and Logistics (WP.24) for their invaluable inputs in the cause of drafting this report, and to all those who participated as presenters at the workshop took place during the session of the working party on Railways, Intermodal Transport and the digitalization of transport documents.
    [Show full text]
  • Developing Urban Transport in Turkey with Greater Consideration For
    Preprints (www.preprints.org) | NOT PEER-REVIEWED | Posted: 17 April 2019 doi:10.20944/preprints201904.0198.v1 Developing urban transport in Turkey with greater consideration for sustainability Can Bıyık Department of Civil Engineering, Faculty of Engineering and Natural Sciences, Ankara Yıldırım Beyazıt University, Turkey; [email protected]; +90-312-906-22-53 Abstract: This paper sets out three visions for the year 2035 which bring about a radical change in the level of walking, cycling and public transport in Turkish urban areas. A participatory visioning technique was structured according to a three-stage technique: (i) Extensive online comprehensive survey. In which potential transport measures were researched for their relevance to promoting sustainable transport in future Turkish urban areas; (ii) Semi-structured interviews. Where transport strategy suggestions were developed in the context of the possible imaginary urban areas and their associated contextual description of the imaginary urban areas for each vision; (iii) Participatory workshops. Where an innovative method was developed to explore various creative future choices and alternatives. Overall, this paper indicates that the content of the visions was reasonable, but such visions need a considerable degree of consensus and radical approaches to tackling them. Keywords: sustainable development, active transport, visioning, policy 1. Introduction Sustainable transport modes (in most cases, identified as walking, cycling and public transport) are extensively endorsed as viable
    [Show full text]
  • Drivers of Logistics Performance: a Case Study of Turkey - © Oecd/Itf 2015 4 – Table of Contents
    CPB Corporate Partnership Board Drivers of Logistics Performance A Case Study of Turkey Corporate Partnership Board Report Drivers of Logistics Performance A Case Study of Turkey Corporate Partnership Board Report International Transport Forum The International Transport Forum at the OECD is an intergovernmental organisation with 54 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. ITF organises global dialogue for better transport. We act as a platform for discussion and pre-negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision makers and civil society. Our member countries are: Albania, Armenia, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, China (People’s Republic of), Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Italy, Japan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, United Kingdom and United States. Disclaimer This work is published under the responsibility of the Secretary-General of the International Transport Forum. Funding for this work has been provided by the ITF Corporate Partnership Board.
    [Show full text]
  • The Comparison of Basic Transportation Infrastructure and Freight Villages' Locations Between Germany and Turkey
    Journal of Traffic and Transportation Engineering 5 (2017) 77-92 doi: 10.17265/2328-2142/2017.02.003 D DAVID PUBLISHING The Comparison of Basic Transportation Infrastructure and Freight Villages’ Locations between Germany and Turkey Cenk Hamamcıoğlu and Senay Oğuztimur Yıldız Technical University, Faculty of Architecture, Department of Urban and Regional Planning , Istanbul 34349, Turkey Abstract: Transportation infrastructure and logistics facilities are partly different in both Turkey and Germany in terms of geographical location, industrial history and economy. The world witnesses the highest logistics performance index score in Germany. Meanwhile, Turkey experiences a promptly development. As Europe’s largest economy and second most populous nation, Germany leads in developing logistics strategies and services as a key member of the EU’s economic and political structure. On the other hand, Turkey possesses a strategic location between the continents but conventionally problems in transportation mode split and interconnectivity of systems that interfere with “hub” role for its region and achieve economic benefit. This paper aims to focus on transportation mode sprit and location decision of freight villages in Germany to understand the mind behind success. With this purpose, first section is substantially based on secondary data gathered from Turkish/German Statistical Institutes, Ministries of Transportation and NGO’s of the sector and academic studies. Finally, the lessons to be taken for Turkey’s future policies are presented. Results indicate that, the finest detail is hidden behind the railway investments and their connections with other modes for Turkey. Germany’s logistics workforce and infrastructure is geographically spread all over the country, but in Turkey, unbalanced regional development force country to polarised developed regions in the western part.
    [Show full text]
  • Transportation in Turkey
    Turkey and the EATL Project Zeynep KAPLAN Yıldız Technical University Istanbul/Turkey [email protected] EATL Phase III Second informal preparatory meeting for the 14th session 2-3 February 2016, Vienna EATL: Main Objectives Turkey and the EATL Project • Turkey is a key junction for the development of Euro-Asian transport linkages. • Making the overland transport between Asia and Europe • The EATL project places Turkey on the map as an important efficient, safe and fast by.. partner. • One of the key routes of the project runs through Turkey. • developing transportation infrastructure, • • facilitating economic development, Turkey’s EATL route covers a distance of 5,663 kilometers. Moreover, 208 kilometers to the Filyos and Çandarlı port will • reducing the number and duration of border controls, connect to the EATL. • harmonizing control procedures, • increasing the volume of trade. • ...thus, to establish trade corridors linking Central Asia, Europe, East Asia, and South Asia is crucial. Transport in Turkey: Major Trends and Issues • In 2013 the Turkish transportation sector; grew by 3.4% year on year accounted for 12.3% of national GDP. employ about 5% of the national workforce. about 30% of the total government budget is dedicated to transport infrastructure. • While in past the majority of investment was related to road and bridges, followed by railways, priorities are now reversed as it is the will of the government to increase rail market share. Freight Transport in Turkey • 75 % of freight transport are made through highways. • The need for a balanced distribution within transportation modes continues... Major Transportation Projects • Due to its unique geographical position, improving transport is a priority for Turkey’s economic and social development.
    [Show full text]