Çarter sözleşmelerinin yeni TTK açısından değerlendirilmesi
Assessment of Charter contracts in terms of new TCC
Yazar: ENDER YALÇIN
Danışman: PROF. DR. SEZER ILGIN
İstanbul Teknik Üniversitesi / Fen Bilimleri Enstitüsü / Deniz Ulaştırma Mühendisliği Ana Bilim Dalı / Deniz Ulaştırma Mühendisliği Bilim Dalı
Derece: Yüksek Lisans, 2013
Konu: Denizcilik = Marine
Dizin: Türk denizciliği = Türkiye's maritime

Özet:
Çarter sözleşmelerinin hukuken değerlendirilmesi hususunda, farklı sistemler mevcuttur. Bu hukuk sistemleri içerisinde en önemlileri, Anglo Sakson, Alman ve Fransız ve Hollanda sistemleridir. Bahsi geçen hukuk sistemlerini çarter sözleşmelerinin muhteviyatı açısından birbirinden ayıran en önemli özellik, çarter sözleşmelerini kendine has düzenleme/yorumlamalarla navlun, taşıma veya gemi kira sözleşmeleri vb. alt başlıklara ayırarak, uygulamada kullanılmakta olan çıplak gemi kirası (bareboat çarter), zaman esaslı çarter (time çarter), sefer esaslı çarter (voyage çarter) vb. çarter sözleşmelerinin her birinin hangi kapsamda değerlendirileceğine yönelik hükümler sunmasıdır.
Çarter sözleşmelerinin değerlendirilmesi hususunda, ifade edilen ulusal hukuk sistemlerinin yanı sıra konuya ilişkin uluslararası sözleşmeler de ayrıca önem arz etmektedir. Burada ise, karşımıza 1924 tarihli Lahey Kuralları, 1968 tarihli Lahey-Visby Kuralları,  1978 tarihli Hamburg Kuralları ve 2008 tarihli Roterdam Kuralları (11 Kasım 2008 tarihli kabul edilmiş, 23 Eylül 2009 tarihli imzaya açılmış) çıkmaktadır. Bunlardan bir kısmı Türkiye'nin taraf olması dolayısıyla doğrudan başvurulan kaynak, geriye kalanları ise dolaylı yoldan etkileyen veya ilerleyen aşamalarda etkileyebilecek kaynaklardır.
Türkiye'nin kendi iç hukuk sisteminde çarter sözleşmelerinin değerlendirilmesi, 6762 sayılı önceki Türk Ticaret Kanunu'nda deniz ticareti mukaveleleri başlığı ile yapılmaktaydı. Bununla birlikte bazı hususlarda Borçlar Kanunu kira sözleşmesi ve istisna akdine de başvurulmaktaydı. Önceki 6762 sayılı Türk Ticaret Kanunu'nda bazı konular açık ve net değildi. Bunun üzerine farklı hukuk sistemleri, uluslararası sözleşmeler gibi çarter sözleşmelerini etkileyen düzenlemelerde yapılan güncellemeler ve yeniliklerde eklenilince kendi iç hukuk sistemimizinde bu yönde gözden geçirilmesi gerekmiştir. Bu amaçla, 01.07.2012 tarihinde yürürlüğe giren Yeni Türk Ticaret Kanunu'nda deniz ticareti sözleşmelerine ilişkin yeni hükümler sevkedilmiştir. Yeni Türk Ticaret Kanunu'nda deniz ticaret sözleşmeleri; gemi kira sözleşmeleri, zaman çarteri sözleşmesi ve navlun sözleşmesi olarak isimlendirilmek üzere üç başlık altında incelenmiştir. Özellikle zaman çarteri sözleşmesi olarak yeni bir başlık açılması bir takım problemlere çözüm olurken, beraberinde bazı soru işaretlerini de getirmiştir.
Bu çalışmanın amacı, çarter sözleşmeleri açısından Yeni Türk Ticaret Kanunu'yla getirilen değişiklikleri ifade etmek ve çarter sözleşmeleriyle ilgili önceki Türk Ticaret Kanunu'nda yer alan düzenlemeler nezdinde karşılaştırmalı bir değerlendirme yapmak olacaktır.

Abstract:
In the legal assessment of charter contracts, there are different judicial systems. The most importants within these judicial systems are Anglo-Saxon, German, French and Dutch. It is the most important characteristic to differentiate between mentioned judicial systems in terms of content of charter contracts that they divide into subtitles such as contract of affreightments, ship hire contracts, carriage contracts and are to directed towards to assess in which scope of each charter contracts used in the practice such as bareboat charter, time charter, voyage charter etc. 
In respect of assessment of charter contract, related international conventions also have importance as well as mentioned national judicial systems. In this point, we can refer to 1924 Hague (Lahey) Rules, 1968 Hague-Visby (Lahey-Visby) Protocol, 1978 Hamburg Rules and 2008 Rotterdam Rules. While some of these rules and protocols have directly affect assessment of charter contract,  the rest of them have indirectly affect or could be affected it later on. Especially, when we examined effecting of these national judicial systems to Turkish Commercial Code and assessment of charter contract in Turkish Law, checking justification of rules in Turkish Commercial Code systematic will be enough for clearify everything. On that occasion, we can see generally Hague Rules (Turkey is to accede to this treaty), Hague Visby Protocol and Hamburg Rules. However, new Turkish Commercial Code is not to apply to Rotterdam Rules for assessment of charter contract because The Rotterdam Rules is new rule and while draft of new Turkish Commercial Code is prepared, The Rotterdam Rules have not been assigned by enough number of country. But, the Rotterdam Rules will be affected Turkish Law system caused by including some special clause (s)  in later terms with coming into force, even if Turkey is not to accede to this treaty.
Assessment of charter contract in Turkish law had been adressing to chapter four- maritime trade contracts based on previous Turkish Commercial Code (Law no. 6762 of July 2, 1956). In addition to this, had been appealed to the code of obligations - contracts of hire or aggrement for work in previous Turkish judicial system. However, some topics were not clear in previous Turkish Commercial Code (Law No. 6762 of July 2, 1956). When updating and innovations in affecting charter contracts rules/regulations such as different law systems, international conventions etc. added to former factors, updating own national law system is to needed. For this aim, new rules relating to maritime trade contracts have been addressed to new Turkish Commercial Code (Law No. 6102) comes into force in 01.07.2012. Therefore, in the new Turkish Commercial Code has been worked to meet the necessity by maritime trade contracts has been divided into three categories as ship hire contracts, time charter contracts and contract of affreightment. 
Ship hire contracts are examined generally in contrast to English Law without distinction as bareboat, charter by demise and charter not by demise in the new title in the new Turkish Commercial Code. Therefore, adjudication and result of ship hire contracts address to new Turkish Commercial Code while it refers to code of obligations before. However, if disagreement among parties does not be solved with new Turkish Commercial Code, can be appealed to new Turkish Code of Obligations as well.
Time charter contract is the handing over of commercial management of a vessel to assigned for a specific period of time and in exchange for fee. Assignor is the possessor of vessel because of having technical management of vessel, but assigned selects the ports and directs the vessel where to go. If time charter contract is considered generally, it is not hire contract because transferring of possession is out and it is not contract of affreightment because it does not include carriage commitment. However, before new Turkish Commercial Code, there were different opinions about assessment of charter contracts. These are; time charter contract is subject to hire precepts, to contracts of affreightment and type of general cargo (mixed cargo) contract. Especially, while creating a new title as time charter contracts in the new Turkish Commercial Code remove some problems, mentioned different opinion about what it is scope such as hire, contract of affreighment and mixed contract, but in addition to former, it brings about some dilemma as well. 
Contract of affreighment is contract between carrier and shipper in which the carrier agrees to carry goods for the shipper or to give the shipper the use of the whole or part of the ship's cargo carrying space for carriage of goods on a specified voyage or voyages or for a specified time. For the carriage of the goods or the use of the ship is paid freight by shipper or third party is nominated by his/her. Contract of affreighment includes a vessel with its crew and the routes on which it will be plied. As result, any contract can be called only as contract of affreighment, when it has five basic components such as carriage by sea, commitment of carriage goods, carriage by ship, paid freight, transferring of possession of goods to carrier. While all contract of affreighments have these components, it can be differ with the other specifications. For example in the new Turkish Commercial Code, contract of affreightment also has been divided into two sub-title as voyage charter and general cargo (mixed cargo) contract while it can be divided to voyage charter, general cargo (mixed Cargo), time charter or in fact hire contracts etc. in the literature. In addition to this differentiation, some resources express it as full charter and partial charter as well.
Full charter is used full of vessel for transportation exception ship's cabin and the other engine room etc. places. Partial charter is to allocate a part of a ship or a particular place in the ship to shipper. Full of vessel, a part of ship or a particular place in the ship refer to holds/tanks, which is carried goods, or if parties accept by contract, it can include deck as open-top carriage in the both of these charter type. But in this situation, as is said former, it depend on permission of parties. If any parties do not allow this carriage, we can not carry it as deck goods. Otherwise, related party responsible for damage or loss according to new Turkish Commercial Code decrees.
The new Turkish Commercial Code also is to consider the word of actual carrier and take place responsibilities and duty of actual carrier with the new rules. It is explained that actual carrier will be responsible for loss, damage or his/her contract facilities in which situation and what is the limitation of his/her responsibilities and duties. The word of actual carrier is stated in the contracts of affreightment section in the new Turkish Commercial Code. So, it refers to voyage charter contract, take place in contract of affreightment title. However, some authors can be claim that the word of actual carrier refer to all contract types. In the result of these submission, it is clear that there will be dilemma in this topic in the recent times. If we go into particulars of actual carrier, we can see that Turkish Commercial Code is originated from Hamburg Rules for actual carrier topic.  
Finally, the objective of this study is to express innovations coming with new Turkish Commercial Code in terms of charter contracts and is to benchmark in the eye of legislation taking place in previous Turkish Commercial Code related with charter contracts and give general information about mentioned all factors.