Quick Facts

Fees are calculated based on the vessel's Net Tonnage (NT) using the 'Gold Franc' unit as per the Montreux Convention. As of July 1, 2025, the coefficient was updated to 5.83 USD/NT. This coefficient is revised every July.

The Ministry of Transport and Infrastructure decided to update the coefficient annually starting from 2022 based on current economic conditions and gold prices. This is a new regulation following a 39-year fixed price period ($0.80).

SP1 (Sailing Plan-1) is a report required from vessels carrying dangerous cargo or large vessels at least 24-48 hours before entering the Straits. SP2 is a confirmation report submitted 20 miles before the entrance. Missing reports can cause delays and penalties.

Transit status is broken if a vessel stays at anchor for more than 48 hours, calls at a Turkish port, or performs a commercial operation (loading/discharging). In such cases, dues are calculated at higher rates under the 'free call' tariff.

SDR is an international reserve asset created by the IMF. The Gold Franc unit in Strait fees is revised in USD terms based on the SDR basket to adapt to current market conditions.

Tugboat requirements are determined based on the vessel's Length Overall (LOA) and tonnage (GRT). Especially in the Istanbul Strait, tugboat escort is a legal requirement in certain areas for vessels over 200 meters and those carrying dangerous cargo.

It is the minimum legal fee an agent must charge, determined by the Shipowners and Agents Association based on vessel tonnage and port call purpose. Charging below this tariff is restricted per competition laws.

This heading includes legal taxes paid to the state, such as Light dues, Sanitary dues, Rescue fees, and Harbor Master fees. These are generally fixed, and QuickPDA calculates them precisely based on the official tariff books.

Calculated by multiplying the cent value (based on transit or free call status) by the Gold Franc coefficient over the vessel's net tonnage (NT). Current cent values for 2026 are defined in the QuickPDA system.

Shifting is the movement of a vessel from one berth to another or from a berth to an anchorage area within the port. The pilotage fee for this operation is generally 50% lower than the full entrance-exit fee.

LOA: Length Overall, Beam: Maximum width, Draft: Vertical distance between the waterline and the bottom of the hull. These are critical for berth suitability and docking maneuvers.

It is a service participation fee that vessels performing port operations are obliged to pay to the Chamber of Shipping, based on their tonnage or cargo quantity. It appears as a fixed expense item in PDAs.

Port, pilotage, and tugboat services operate on a cash-advance basis. The agent requests the proforma (PDA) amount as an advance from the shipowner to pay these expenses to the relevant authorities before the vessel arrives.

Vessels under 30 NT, warships, and vessels seeking refuge due to force majeure (storms, breakdowns) are generally exempt from light dues. However, every vessel performing commercial operations is obliged to pay.

It is submitted to the charterer/cargo owner via the agent when the vessel reaches port limits, finishes all preparations, and is ready for loading/discharging. The laytime process begins from this moment (depending on the contract).

If the SP1 report is not submitted on time, Vessel Traffic Services (VTS) may not grant a transit turn. This leads to long waiting times at anchorage and high operational costs.

It is an additional cost breakdown prepared by the agent when unforeseen extra expenses (extra cranes, unexpected repairs, overtime) occur during the call. It is presented to the shipowner in addition to the main PDA.

It is a security fee charged to vessels to cover investments made to ensure the security standards of port facilities. It is usually a fixed fee per call or based on vessel tonnage.

These are fees collected from vessels staying in anchorage areas managed by harbor master authorities, based on tonnage and duration of stay. In many ports, the first 24 hours or a specific period may be free, with daily rates applying thereafter.

The SOF is the official document recording the vessel's entire timeline at the port (docking, start/finish of loading, departure). It is the main source for Laytime and Demurrage calculations and must be kept meticulously by the agent.

Yes, open-loop scrubber discharge is strictly prohibited in all Turkish territorial waters. Vessels must deliver this waste to port waste collection facilities in accordance with the MARPOL convention.

These fees are accrued for each operation (separately for mooring and unmooring) based on tariffs determined by the vessel's tonnage (GRT). Boat service is generally included in this cost.

These are the sector channels of the Turkish Straits Vessel Traffic Services (VTS). Vessels must continuously monitor the relevant sector channel and follow instructions during transit. Crucial for safe passage.

It is the period during which containers or cargo can stay in the port area free of charge. After this period expires, the port begins to collect 'Demurrage' or 'Storage' fees.

It does not appear directly, but the cargo type and quantity specified in the Bill of Lading are the fundamental source data for the PDA calculation as they directly affect port dues and terminal costs.

Crew changes are conducted under the supervision of the Directorate General of Health for Borders and Coasts, Maritime Police, and Customs. Shore passes or visa procedures for joining crew must be pre-organized via the agent.

Spare parts for transit vessels are delivered via customs warehouses under the 'Transit Regime'. This requires customs brokerage and agent approval; parts are delivered directly to the vessel by boat or crane.

Check the Bunker Delivery Note (BDN) and take MARPOL samples before delivery. Vessels taking transit bunker in Turkey can benefit from VAT and SCT exemptions.

If the vessel is carrying cargo abroad from Turkish waters or is a transit vessel, the bunker and provisions supplied are exempt from VAT under 'Sales and Deliveries Categorized as Exports'.

Yes, every vessel is obliged to deliver bilge, slop, garbage, and waste oils to licensed waste reception facilities or barges to prevent pollution. A 'Waste Delivery Certificate' must be obtained after the process.

A digital system for tracking waste, specifically for yachts and small craft. Large commercial vessels also report waste via the Ministry's systems (E-ÇYBS) through their agent.

A temporary permit issued by the Maritime Police for crew members to go ashore while the vessel is in port. The agent applies with the passport list to obtain these passes.

An official departure permit issued by the Harbour Master certifying that the vessel has fulfilled all legal obligations (taxes, fees, dues) and is seaworthy. A vessel cannot leave port without this certificate.

Provided via hydrants on the quay in ports or by water barges for vessels at anchorage. Charged per ton and shown under 'Technical Supplies' in the PDA.

Required in case of suspected hull damage, during intermediate class surveys, or for due diligence before a vessel sale. Licensed divers perform imaging and cleaning (Hull Cleaning).

ETA: Estimated Time of Arrival, ETB: Estimated Time of Berthing, ETC: Estimated Time of Completion. These are reported daily by the agent to the shipowner in Daily Reports.

Usually closed within 30-60 days after vessel departure, following the receipt of all official invoices by the agent. Any remaining advance is refunded or additional payment is requested.

Masters of vessels below a certain tonnage or Turkish-flagged vessels making frequent calls to the same port can obtain an exemption certificate if they meet the necessary examination and experience criteria.

Yes, for these dangerous cargo vessels, Vessel Traffic Services (VTS) applies 'One-Way Traffic', tugboat escort is mandatory, and night transits are generally not permitted.

Per the international BWM convention, vessels must treat ballast water or perform exchange in open seas before entering ports. Harbor masters in Turkey may conduct inspections by taking samples.

They conduct inspections to check vessel seals, count provisions, declare crew effects, and prevent smuggling. It is important for the captain to coordinate with the agent during these visits.

The agent or ship chandler provides a quote based on the list from the vessel. After approval, a customs declaration is made, and materials are delivered to the vessel (at the berth or by boat).

In bulk carriers, it is conducted to calculate the quantity of cargo loaded or discharged based on the vessel's draft. Usually carried out jointly by independent surveyors and crew.

Demurrage is compensation paid when a vessel stays in port beyond the agreed time (Laytime). Detention is usually the fee for late return of equipment (containers, etc.) outside the port.

A reward paid by the shipowner to the charterer/cargo owner if vessel operations are completed earlier than the agreed time (Laytime). It is usually half of the demurrage rate.