Publication Date: 31.03.2025 17:45 Update: 31.03.2025 17:55 Read: 1458 Captain Uluç Hanhan Columnist [email protected] The Status of the Naval Command and Gölcük Military Shipyard Located in İzmit Bay within the Scope of Pilotage and Towage Services Legislation The purpose of this article is to briefly glance at the history of the Naval Command and Gölcük Military Shipyard stationed in İzmit Bay, emphasize their importance, and evaluate the developments in pilotage and towage services, which are among the ongoing maritime activities in the bay today, and examine the interactions between them. The article will first highlight the significance of İzmit Bay in commercial shipping, provide brief historical information about the Gölcük Military Shipyard and Naval Command located in İzmit Bay, and finally discuss the interactions of developments in pilotage and towage with the Gölcük Military Shipyard and Naval Command. As is known, İzmit Bay is one of the most strategic points in Turkey from a maritime perspective. This can be expressed as follows: Industrial and Trade Center: The bay hosts one of Turkey's largest industrial regions. Particularly, the industrial facilities around Kocaeli and Gebze create significant maritime traffic in terms of imports and exports. Ports and Logistics Bases: Many of Turkey's busiest ports are located here. These ports are of great importance for international trade. Proximity to Istanbul and the Marmara Region: Due to its proximity to Istanbul, İzmit Bay is an important transit point in maritime transportation. Its location at the eastern end of the Sea of Marmara strengthens connections to the Black Sea, Aegean, and Mediterranean. Shipbuilding and Maintenance Facilities: Many shipyards in the region contribute significantly to the Turkish maritime sector through shipbuilding, maintenance, and repair activities. There are a total of 45 shipyards in the bay, including 37 in the Yalova shipyard area and 8 in Kosbaş (Kocaeli Free Zone). Given that there are 51 shipyards in Tuzla, the number of shipyards in the bay is nearly equal to that of Turkey's oldest shipyard region. Tüpraş İzmit Refinery: It is Turkey's largest and most advanced oil refinery, playing a critical role in reducing the country's dependence on foreign oil and meeting energy needs. It produces essential petroleum products such as gasoline, diesel, jet fuel, LPG, and asphalt. By meeting a significant portion of Turkey's fuel needs, it reduces foreign dependency and contributes significantly to the economy as one of Turkey's largest industrial enterprises. It supports industrial production by supplying raw materials to hundreds of domestic and foreign companies. Through export revenues, it generates foreign currency for the Turkish economy. Thanks to its location suitable for maritime transportation, imports and exports can be easily conducted. It occupies a critical position in ensuring Turkey's energy supply security. It provides direct and indirect job opportunities for thousands of people and creates employment in many sectors by supporting the sub-industry. It contributes to sustainable energy policies with more environmentally friendly production processes and R&D efforts. Recently, the Fuel Oil Conversion Facility has been put into operation to ensure more efficient fuel production. Osmangazi Bridge: Opened in 2016, the Osmangazi Bridge has significantly reduced transportation times and costs by connecting the northern and southern shores of the bay. While transportation costs for the logistics sector and industrial regions have decreased, tourism activity has increased, particularly bringing more visitors to the Yalova and Bursa regions. Fuel consumption and carbon emissions of vehicles while circling the bay have decreased, causing less environmental damage due to the shorter distance. The bridge has been constructed in accordance with earthquake regulations and is specially designed to withstand major earthquakes. The bridge also provides rapid evacuation opportunities in the event of a possible earthquake or emergency. However, the location of the bridge is one of the narrowest points of the bay, where there is intense ship traffic and current effects. Because the ports are located to the north in this area, ships heading east must pass to the northern shore if they are to dock at one of the Dil pier ports. In other words, both this northern passage, the existence of the bridge, and the westward ship traffic increase the risks in this area. Managing this will be difficult if three pilotage organizations are to provide services. Inland Sea Advantage: The natural structure of the bay offers relatively sheltered and safe harbor areas for ships. This situation provides advantages, especially in adverse weather conditions. In summary, İzmit Bay is one of the most critical regions for Turkey in terms of maritime transportation, logistics, and industry. In Kocaeli, one of Turkey's largest industrial and logistics centers, approximately 84 million tons of cargo were handled at 36 ports in 2024. In 2024, a total of 9,001 cargo ships, including 6,348 foreign-flagged vessels, visited the ports in İzmit Bay, with a total gross tonnage of 169 million. About 85% of the cargo handled in the ports of İzmit Bay during this period is related to foreign connections. In 2024, 15.8% of the total cargo handling in Turkish ports occurred in Kocaeli. When viewed as a single port, Kocaeli ranks 85th in the world in terms of the amount of cargo handled (Ambarlı 64th, Mersin 91st, and Tekirdağ 100th) and 6th in Europe. Gölcük Military Shipyard The Gölcük Military Shipyard is a historically significant point in İzmit Bay. Historically, after İzmit was conquered by Akçakoca in 1326, shipyards were established in İzmit and Karamürsel. The İzmit Shipyard continued its operations with limited resources until the Republic period. As is known, during the Ottoman era, shipbuilding activities were carried out in the Golden Horn (Tersane-i Amire). Technological advancements in ships; steam power, the use of plates, and arms races increased the tonnage of ships, while the Golden Horn Bay was insufficient for ship construction. The establishment of the Gölcük Shipyard was planned during the Ottoman period. At that time, the shipyard in Istinye was in the hands of the French, and later it was nationalized during the nationalization efforts in the Republic period. The advantage of this shipyard was its location on an international waterway like the Bosphorus and the deep water of the shipyard docks. Unfortunately, due to privatizations in the 2000s, this shipyard was lost. There are many examples in foreign countries where such shipyards are integrated with the city. It was not possible to dock a large battleship like Yavuz in this shipyard. In 1910, work began to establish a shipyard in Gölcük with the British for the repair and docking of the 25,000-ton Sultan Osman-ı Evvel, Reşadiye, and Fatih dreadnoughts, which started construction in England in 1910. However, the Balkan War, World War I, and the War of Independence delayed shipyard activities. With the Lausanne Straits Agreement, Imbros, Bozcaada, the Dardanelles, the coasts of the Sea of Marmara, and the Bosphorus were demilitarized. The Straits Commission, which was first chaired by Admiral Vasıf Temel, who transitioned from the Ottoman Empire to the Republic, continued until 1936. It was not possible to benefit from the Golden Horn, where 6,000-ton ships were docked, nor from Istinye, which belonged to a French firm at that time and docked 10,000-ton ships. The young Republic inherited a maritime legacy from the Ottoman Empire that was at a loss. The country's 24,000-ton Yavuz had not undergone any docking or major repairs for about 9 years. The ship was barely afloat with minor repairs, and moreover, German sailors who left the ship had taken, hidden, and destroyed many documents related to the ship. The Great Leader Mustafa Kemal Atatürk did not want to send Yavuz abroad for repairs; he wanted it to be repaired domestically with the country's resources. The great leader, who did not want to experience the fate of the Sultan Osman-ı Evvel and Reşadiye dreadnoughts, which were seized by the British before World War I, aimed to make Yavuz the flagship of the Republic Navy, which was successfully achieved. First, a tender for a dry dock was opened for Yavuz, and a German firm won the tender. Along with the dry dock, many facilities were built in Gölcük. The floating dock construction was completed in 1926. After that date, the repair of Yavuz was entrusted to a French firm. The firm undertaking the repair also built many facilities in Gölcük. The swamp in the region was drained, and extensions were made to service buildings. In 1928, construction machinery from the factories in the Golden Horn shipyard and similar equipment from the İzmit shipyard were moved to Gölcük. The late Ord. Prof. Ata Nutku wrote that many machines and equipment were damaged and lost on the roads during these transfers. The case known in history as the Yavuz-Dry Dock case is related to some corruption during the dry docking process of Yavuz. The events were reflected in the judiciary, and as a result, the "Ministry of the Navy" was abolished. The first construction at Gölcük Shipyard began in 1931 with a 60 m long and 1,250-ton Gölcük oil tanker (fuel tanker). The difficulties faced by Ata Nutku, who undertook the construction of this ship, are narrated in Aydın Eken's book. Ata Nutku transformed the shipyard masters who riveted and repaired into shipbuilding masters. He also shattered the entrenched mentality among the staff that "we cannot build ships." The ship, completed in 1938, served in the Navy until 1963. The second tender at Gölcük Shipyard was awarded to a Dutch firm in 1934. When the tender was fulfilled, torpedo, battery, machinery, boat factories, and main offices were built. In terms of the development of the shipyard, experts from England came in 1941, 1943, and 1945 to prepare plans. The Yıldıray submarine, which was initiated by German firms but could not be completed, was finished in Gölcük in 1946 with the support of England. The actual development of the shipyard occurred after World War II with American aid. As a result of agreements made with America in 1947, the shipyard was equipped with modern facilities. The foundry and workshop 03 were completed in 1947, while the Machinery A and boat factories were completed in 1948. Over time, Gölcük has become a "shipyard city." Within the planning of the Naval Forces, while Taşkızak Shipyard carries out the repair and construction of motor vessels, Gölcük Shipyard has generally repaired and constructed stimmed ships (destroyers) and submarines. Referring to the year 1924, as of today, Gölcük Shipyard is 101 years old. As seen above, it has taken a century for the shipyard to reach this point. During this process, the elements of the Republic regime were implemented in the country, revolutions were made, educational opportunities were increased, and efforts were made day and night to increase the overall capabilities of the country, Ottoman debts were paid, the Republic Navy was established, and many steps were taken in our commercial shipping. The Gölcük Military Shipyard, which has been attempted to be summarized in one breath and which has emerged in a century, must be preserved at the highest level, asymmetric threats must be detected, dynamic assessments of elements threatening the security of the shipyard environment must be made, and environmental impact assessments must be conducted. The centralized management of ship traffic around the shipyard gains importance in this regard. Naval Command The establishment and functional duties of the Naval Command within the military naval power of the Republic of Turkey have not changed at all. In other words, the Naval Command was established immediately after the signing of the Mudanya Armistice following the Great Victory and served as the "fundamental element of the Turkish Military Naval Power" until 1949, when the Naval Forces were established. The main reason for this is undoubtedly the demilitarization of the Straits and the coasts of the Sea of Marmara as stipulated by the Lausanne Treaty. The Republic of Turkey planned to prevent a threat that could come from the Aegean and the Black Sea with the Naval Command stationed in Gölcük. Especially after 1930, it became common for Naval Commanders to be senior to the Undersecretary of the Navy and/or the Naval Aides of the General Staff serving in Ankara. Therefore, the Naval Command has generally been subordinate to the General Staff. Following the Mudanya Armistice signed on October 12, 1922, Lieutenant Colonel Ahmet Hamdi Denizmen was appointed as the Naval Commander by the Grand National Assembly of Turkey on December 23, 1922. The Naval Command, which is part of the Naval Forces Command, is responsible for ensuring Turkey's security at sea, protecting Turkey's maritime areas and interests, providing military deterrence, conducting operations when necessary, and participating in international missions. The main elements of the Navy include frigates, corvettes, submarines, assault boats, mine vessels, support ships, and amphibious units. The duties of the Naval Command are as follows: Protecting Turkey's Maritime Rights and Interests: Maintaining a combat-ready naval and naval air force and ensuring the effective use of this force. NATO and International Missions: Since the Turkish Navy is a NATO member, it actively participates in the alliance's operations. International missions such as combating piracy off the coast of Somalia are carried out. Naval Defense and Strategic Deterrence: The Turkish Navy provides strategic deterrence with submarines and warships. It remains ready against elements that could threaten Turkey's security. Amphibious and Special Forces Operations: It takes critical roles in special forces operations such as SAT (Underwater Assault) and SAS (Underwater Defense) units. Search and Rescue and Humanitarian Aid: It organizes aid operations for elements in danger during natural disasters and at sea. In conclusion, the Turkish Naval Command plays a critical role in ensuring Turkey's sovereignty at sea and protecting national security. Especially in recent years, it has increased its effectiveness within the framework of the Blue Homeland concept and has been equipped with modern warships, submarines, and unmanned maritime vehicles. The Importance of İzmit Bay: İzmit Bay plays a critical role in Turkey's defense. The presence of strategic elements such as the Naval Command and Gölcük Military Shipyard increases the military significance of the region. Importance from a Defense Perspective The Naval Command is one of the most important command centers of the Turkish Navy. The warships, submarines, and other military elements stationed here play a critical role in ensuring Turkey's security in its territorial waters, continental shelf, and exclusive economic zones. İzmit Bay has a significant strategic advantage as it is located at a point opening to the Black Sea, Aegean, and Mediterranean. Gölcük Military Shipyard – A Base for Domestic and National Defense Industry The Gölcük Shipyard, Turkey's military shipbuilding and maintenance base, is particularly an important center for submarine production and modernization. MİLGEM, national submarine projects, and the maintenance-repair of warships are carried out here. Hundreds of Turkish companies involved in these national projects are each progressing towards becoming global firms. Critical Logistics and Strategic Location İzmit Bay, due to its geographical location, has the characteristics of a natural harbor, providing a safe shelter for military vessels. The bay is also significant for the security of the Bosphorus and the Dardanelles. During World War I, due to impossibilities, and during World War II, due to the doctrine of neutrality, our navy was held to defend our Straits in the Marmara. Naval Defense and Security Operations Military units stationed in the bay are tasked with ensuring security in the Sea of Marmara and its surroundings. Especially considering the geopolitical developments occurring in the Black Sea and Aegean, the military presence in this region enhances Turkey's deterrent power. İzmit Bay is of great importance not only in terms of trade and industry but also as the heart of Turkey's maritime defense strategy. Thanks to the Naval Command and Gölcük Military Shipyard, Turkey's naval power is shaped and protected here. Therefore, İzmit Bay is an indispensable region for Turkey's security at sea. Conclusions: The division of pilotage services into three separate regions in İzmit Bay may have some negative consequences. The potential drawbacks this situation could create for both the Turkish Navy and industrial and commercial facilities can be listed as follows: 1. Drawbacks for the Naval Forces Coordination Challenges: The integrity, order, and coordination provided by a single pilotage organization may be disrupted if three separate organizations provide services. There may be inconsistencies among pilot captains during the navigation and maneuvers of military vessels and submarines. Security Vulnerability: There may be a disruption in information sharing among different organizations, which could jeopardize the safe movement of warships. Disclosure of Confidential and Strategic Information: As information regarding the movements of military vessels becomes accessible to more people and organizations, security risks may increase. 2. Drawbacks for Industry and Commerce Operational Inefficiency: If the currently unified pilotage service is divided among different organizations, the service standards in each region may vary. This could lead to disruptions in port operations and economic losses. Increased Costs: Managing three different organizations will require more personnel, pilot boats, tugs, pilot stations, vehicles, etc., leading to additional costs for both the public and private sectors. Increased Complexity in Ship Traffic: Over 80 million tons of cargo are handled annually in İzmit Bay, and disputes that may arise between different pilotage organizations in this dense traffic could cause delays in ship maneuvers. Problem of Compatibility Instead of Competition: Competition that may arise between different organizations could reduce service quality and jeopardize the safety of port operations. Competition in pilotage is not accepted or recommended worldwide; these services are conducted safely. The safety of life and property and the protection of the seas are fundamental components of pilotage. Competition undermines these components. In pilotage services, the protection of life, property, and the seas cannot be sacrificed solely for the purpose of increasing revenue. As a result, the primary reason for the lack of competition in pilotage services is that these services require a high degree of expertise and regulation, are mostly provided by a single provider, and necessitate security and coordination. 3. Drawbacks for Ship Traffic Services More Complex Traffic Management: Ship Traffic Services (VTS) will have to communicate with three different organizations instead of working with a single pilotage organization while regulating ship traffic in the bay. If three separate towage companies are added to this, the number rises to six. Adding an existing facility in the bay would bring the total to seven. Consequently, while the Kocaeli Port Authority, which has the largest port area in Turkey,
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