It is of great importance for manufacturers and consumers that raw materials and products can be delivered on time without any disruption in the supply chain. The fact that production chains can be located in more than one country in the globalized world makes the smooth operation of the supply chain partially difficult. For this reason, especially suppliers may stop doing business with countries where geopolitical risk is high, and this may change the container traffic of countries. Therefore, this study empirically tests whether geopolitical risks change the container volumes of countries. Our sample includes 15 of the 19 countries in the world for which the geopolitical risk index is calculated because some values of the excluded countries are missing. The countries included are Argentina, Brazil, China, Colombia, India, Indonesia, Korea, Malaysia, Mexico, Philippines, Russia, Saudi Arabia, South Africa, Thailand, and Türkiye in alphabetical order. The period covered consists of 21 observations annually, covering the years between 2000 and 2020. The asymmetric causality test method was applied to consider the possible asymmetrical consequences of the geopolitical risk on the container trade in the countries. The panel causality test results obtained show that positive shocks in geopolitical risk cause negative shocks in container traffic. These results show that the security and stability of the countries around them are critical for the country's economy, as well as the security and stability of the countries themselves. Countries that want to grow commercially should develop their policies by considering regional security and stability.

The purpose of this study is to determine the relationship between the container freight rates and the volume of container handled at Turkish ports. To do this, causality in variance analysis is used which enables to determine the volatility spillover from global container freight indices, which are Shanghai Containerized Freight Index (SCFI) and China Containerized Freight Index (CCFI), to container volume handled in Turkish ports. The data set used in the study consists of 93 observations on a monthly basis covering the dates between November 2010 and July 2018. According to the results obtained, a significant volatility spillover has been only detected from the CCFI variable to the container volume. In addition, it has been found that the container volume in Turkish ports has reacted negatively to a positive shock in China container freight index. It is hoped that these results will help the port operators in the policy development stages by providing a leading indicator.

Gemi söküm pazarı, denizcilik pazarındaki arz fazlasını dengelemeye yardımcı olur. Bazı faktörler bu süreci hızlandırırken, bazı faktörler ise bu süreci yavaşlatır. Navlun gelirleri, bu süreci doğrudan etkileyen en önemli faktörlerden biridir. Çünkü yüksek navlunların olduğu hareketli piyasalarda eski ve köhne gemiler bile karlı bir şekilde operasyonlarını yürüterek piyasada kalmayı başarırlar. Bu doğrultuda bu çalışma, navlun gelirleri ile gemiyi söküme gönderme kararları arasındaki ilişkiyi ekonometrik olarak inceleyerek mevcut literatüre katkıda bulunmayı amaçlamaktadır. Söküme gönderilen toplam gemi tonajı ve Baltık Kuru Yük Endeksi değişkenleri seçilmiştir ve 1985 ile 2015 arasındaki yıllık veriler modelde kullanılmıştır. Veri kısıtı nedeniyle Baltık Kuru Yük Endeksi navlun gelirlerinin bir temsilcisi olarak seçilmiştir. Söküme gönderilen toplam gemi tonajı ise söküme gönderme kararlarının bir sonucu olarak ele alınmıştır. Korelasyon ve regresyon analizleri değişkenler arasındaki ekonomik ilişkiyi saptamak için kullanılmıştır. Sonuçlar navlun gelirleriyle söküme gönderme kararları arasındaki negatif ilişkiyi doğrulamaktadır. Ship demolition market helps to balance over supply in shipping market. Some factors accelerate and some factors slow down this process. Freight revenues are one of the most important factor that directly affect this process. Because even the old and obsolete ships can survive and carry out their operations profitably in buoyant market with high freight rates. In this context, this study aims to contribute existing literature by presenting an econometric analysis of the relationship between freight revenues and ship disposal decisions. Total tonnage sent to the demolition and Baltic Dry Index (BDI) variables are chosen, and annual data between 1985 and 2015 is used in the model. BDI is selected as a representative of freight revenues due to data constraint. Total tonnage sent to the scrapping is taken as a result of the decision to send ships to disposal. Correlation and regression analysis are conducted to determine the econometric relationship between variables. The results verifies the negative relationship between freight revenues and vessel disposal decisions.

Dry bulk freight market is one of the most important indicators of global economic activity as it is the market for the transportation of raw materials that make up final products. So, the world economy is one of the most important demand factors for maritime transport. But supply in the maritime market is inelastic and the market cannot immediately respond to sudden demand growth and rates declines in the short run. Therefore, the sudden increases and decreases in the economy result in extraordinary income changes in the freight market. In this framework, the influence of economic growth on freight rates is an important issue to be examined. This study aims to contribute to the current literature by empirically examining the effect of economic growth on the dry bulk market. World GDP (Gross Domestic Product) was selected as a measure of economic activities, and BDI (Baltic Dry Index) was chosen as a measure of dry bulk freight rates. The dataset covers the years between 1985 and 2016 on annual basis and consists of 32 observations. The relationship between variables was tried to be determined by correlation and regression analysis. According to the results of the study, the positive relationship between the variables was determine and the BDI's response to GDP changes was found to be greater. These results confirm how risky the maritime market is.