Railway sector restructuring within the framework of Maritime Transport and Communications Ministry on 08.01.2013 prepared by the Directorate General described the meeting informed the union by TCDD management "Turkey Rail Liberalization Law on the Draft of Transportation" When the general terms, we see that the attempt to create a structure similar to the liberalization of the German Railways. The reason, as some statistics point out, is that after the liberalization of the German Railways, it has made a great attack and the big land passes. How did the German Railways go? Is this mentioned in detail?
As a person who has seen earlier drafts and presentations, there is no mention of this. In short, although German railways are free, DB AG is more than a state-owned company. Even holding. German Railways, the long-standing rail transport concept and also, not only in its own country, especially in neighboring countries, including transportation to other countries, is the foundation of today's strong holding. Today, DB Schenker is the only company in the European Union, in the European Union, in the UK and in Europe (in the Russian Railways partnership). This is a great monopoly not only in his country, but also throughout the European Union. Since this situation has attracted the attention of the EU commission, it has been on trial since 75. The case for the year of 2010 is thought to result.
Without understanding the functioning of the railway, it is the result of different companies thinking that they will bring quality and price advantage by transporting the same points on the same line. More amyane, the railway remains in the hands of the trap. But it is important to underline an important issue here. Freight is the transportation that brings the highest income in railways. In the meantime, DB Schenker, in Turkey, will be a partner with a large logistics company with wagons. Thus, the German Railways, the railway poor, came to our country. So, why, as soon as we hear the cak S şirketi of more liberalization, not with the Turkish company to be established, but with the German company? The reason is actually certain, dominance in an important part of Europe. What will the Turkish Railway company, which will be formed by liberalization in Europe, in the west and west of Europe, predominantly French Railways (SNCF State Company), in the north and east of Germany where tens of companies are dominated by German Railways and railways of both countries? Did DB Schenker come to our country because there is no belief that he will do anything? Or will there be competition in our country, will be the price and service advantage? If this is the case, why is there not such a thing in the world, especially in Europe? We come back to the same question as the toy trains, which are constantly turning on their tracks and cannot go anywhere. Apparently, I will ask the same question a few times in the article.
The first draft in the draft law, the previous draft Türk Tren A.Ş. TCDD Transportation Co. Inc. to be replaced. It's better to take a look at the substances without getting stuck in here. At first, the first item in the dikkat purpose of the law ama was my attention.
a) To provide the most appropriate, effective and lowest possible price for passenger and freight transportation by rail.
If you can't do that with the public, how will it be done when it becomes a company? What has been done to correct the situation of the institution that has harmed this whole time? In fact, the first ones are clear. Under the name of contracted personnel, staff working at lower wages and longer working hours were formed. As if sufficient technology investments were made, many titles were canceled and merged, and the employees were put in an additional burden. For this reason, the fact that excessive fatigue and related accidents occurred in the personnel was ignored for some reason. In short, with the more public, the first step towards reducing costs was for the staff. So, when it becomes a company, will this situation be better for the staff? Or will the practices for personnel become harder for cheaper transportation? In fact, with the draft law, the high-paid staff approaching the pension, retired (30 extra bonus) as soon as possible, instead, lower salary and work longer hours, less staff to be taken as soon as possible yaklaş Besides, it will provide cheaper transport There are also those who think that competition will have a very important contribution within the factors. So, in the world, private companies operating on railways, two different companies, on the same line, from point A to point B, compete with each other by increasing the quality of service and is there a practice in the price fell? Let me give you the answer immediately; None. The reason arises from the internal functioning dynamics of railway transportation. This is difficult to understand by the logic of road or airline operation. At the head of the article titled lar Privatization and its Effects in Railways im which I wrote before, I talked about this operation. On the other hand, the airline said, uç there is competition in the airline, prices have fallen and everyone is getting on the plane açılmış. Ask one of the staff working on the private airline. More importantly, the airline employees who are on strike and who are also dismissed from their jobs rev In the case of airline transportation (domestic), no SCT is charged on the fuel. In February of the 2013 I wrote the article, we offer 4,95TL SCT for the price of gasoline with 2,17TL. You now have to rate the fuel advantage used in the airline. Does the state do this large subsidy for air transport when the railways are liberalized? In this way, can there be some decrease in transportation charges? Thus, including the sanctions of personnel, "freed, entered the business in private companies, competition and prices have fallen," the advertisement is not done? Of course, what is the competition on the railway demir
Other articles in the mad Purpose of the Law “;
d) the construction of railway infrastructure by public legal entities and joint stock companies registered in the trade registry and the use of this infrastructure,
e) Providing railway corporation and railway train operations for public corporations and joint stock companies registered in trade registry.
To turn these ingredients a little more, the draft 3. Section ve Authorization of Public Legal Entities and Entities in is required. Some of the substances here;
a) Building their own railway infrastructure,
b) To be a railway infrastructure operator on the railway infrastructure of themselves and / or other companies,
c) To be a railway train operator on national railway infrastructure network,
may be authorized by the Ministry.
In railways, the most critical business is infrastructure management. Because, in railway transportation, an important part of the costs are infrastructure, construction, maintenance and repair costs. In simple terms, the real boss is holding the infrastructure. In railway operations, all technical parameters from trains, tonnage to speed, length and types of vehicles are within the conditions determined by the infrastructure. Now let's make a theory. Let Marmaray come in. As you know, recently the Marmaray tube gate, the night trains were given the news of freight trains. Some companies even made an account of hab How many trains can we spend in a European-linked day Hatta. In this case, the Marmaray tube passage is the strategic gateway connecting the Anatolian and Kars-Tbilisi-Baku line and the Caspian region with uninterrupted railway. This is the gate operator A company. During the day, a good infrastructure usage fee will be taken from the Marmaray sets that make urban transport. What is a private company? Besides, there will be an income expectation from the freight trains passing through the night. Already the only alternative to uninterrupted railways to Europe. All technical and safety specifications related to freight trains will be prepared here, infrastructure operator A company will prepare. He has to. Train operators will prepare their trains according to these specifications. Otherwise, using train ferries from Tekirdag-Derince or Tekirdag-Bandirma, they will lose time and a little bit of money. Well, let's say that our company has a close or partial partnership with the B company that operates the train. Does B not provide a great advantage for tunneling? Doesn't it provide the trains from the tunnel outside the technical specifications? Or, is there a price advantage in tunnel crossings? Does this not affect the transport costs of companies C and D that will use the tunnel and have no connection with A and B? In this case, C and D companies, in Europe to open, price and time in terms of more appropriate A company? Doesn't it rivet the monopolization of the B company that makes the transportation, thanks to its partnership or closeness with the company A, which holds the infrastructure business? When you read these lines, many people might think I'm my overcomponent or dreamer. For this, I will not give the example of IDO. The price and transportation policy of IDO was criticized quite a bit, and finally the flame was dimmed. My example will be Europe, which is shown as the cradle of democracy, equality and law. I had previously given this example in “Privatization and its Effects in Railways Daha. I think it's worth giving it here again. I'm adding the complete paragraph here.
In international transportation, there are many strategic points that can be expected to be fair to other firms, which are close to a certain transportation company or firms at these points? How can factors such as the Competition Supervisory Board be effective for fair sharing? The answer to these questions is evident in a report published by Railway Gazette International at 30 September 2011. The news is about the use of the Channel Tunnel, the excessive unbalanced compensation of the companies and the intervention of the EU commission. The Channel Tunnel is the only and important passage linking England and France with the railroad. The UK - France co-production tunnel is managed by the company, Eurotunnel, co-founded by these two countries. Under the name of tunnel safety rules, restrictions on the variety of trains to pass through the tunnel have been put, only trains with the relevant safety certificate can use the tunnel. Otherwise, it is transferred to the trains carrying tunnel transportation. The policies of the administration until 2007 partially met the cost of tunnel construction. May 2007 has started a new era with management change and long-term loan. Of course, in order to be able to pay the loan and generate income, tunnel usage fees have been increased and this increase is mostly reflected in freight transportation. On the complaints of the EU commission for the high cost of freight transport, rather than passenger transport, the first warning to the tunnel management came in 2008. The company is the owner of the property and uses the advantages of this, thanks to the long technical and financial reports they prepared on this complaint, no result of the current complaints. But the years passed were the efforts of the EU Commission to give the weight to the railways and the agreements with the member countries for these efforts. When we look at the latest 1-2 news in the year, we have provided flexibility in the train / wagon types in the tunnel passage. Nevertheless, the excessive unbalanced price policies applied for freight transport, UK-based, mobilized the Association of Freight Transportation, made a petition to the EU commission to examine the issue. The transportation prices set out in the complaint petition explain the gravity of the incident. In the case of freight transport, Network Rail, the UK infrastructure company, receives 2 £ per km, 1 for the tunnel connection, and 1 for the tunnel connection. it significantly reduces the demand of railway operators. As the owner of the property, the logic of ters No shorter path than this tunnel, no one who wants to do transportation in a shorter time, pays 60 per km “is completely contradictory with the logic that the EU commission wants to mobilize more railway transportation. Therefore, the EU commission has begun criminal proceedings and, accordingly, criminal acts. On the one hand, it is an application that wants to benefit from the blessings of railway transportation, the countries that are trying to improve their economy and their demands, on the other hand, their own monopoly in a very strategic connection. . In the complaints filed for tunnel management and filed lawsuits, tunnel shareholders have always emphasized the law on private property and, in addition, the cost of tunnel construction and debt payments. The EU commission is also opposed by international transport agreements and competition laws. I would also like to state that I have not yet found any information about the criminal proceedings that constitute the subject of this latest news. This situation led to the privatization of the infrastructure completely, the redefinition of the standards for partial privatization, and the more active involvement of the competition supervisory bodies. A question to be asked for our country is the question of whether or not this kind of situation is experienced when the infrastructure of Marmaray, which provides uninterrupted railway connection to Europe and the Bosphorus tube passage, is completely privatized. The private company's interests may not coincide with the interests of the state or society.
Then I made an example for Marmaray. There seems to be a little bit of similarity between what happened in the Channel tunnel and my above az conspiracy theory tünel.
At the end of 2011, in Europe, the privatization of the Polish railway infrastructure came into question. Already doing maintenance work is a private company. This time the EU commission is more cautious. He doesn't want to see a tunnel tunnel case like this here. The reason is that Poland, western and central Europe, Russia, Asia and, of course, the gateway to China. The company holding the infrastructure of this place and the company is attracting the attention of those close to the company. These days when we came to 2013, there was no news about this. Already DB Schenker and the Russian Railways (RZD) in partnership with the European-Chinese link between the monopoly is going. Maybe they don't want to rivet this with the infrastructure.
Laws of the article of the article as it extends the article, the reader is forcing. Especially many of my friends who read on the computer on the internet complain about it. Therefore, I will give an example and try to gather the subject.
Britain received the largest wounds from the liberalization and subsequent privatization of the railways. After liberalization and privatization, many companies have started the passenger transportation business based on the UK's deep understanding of passenger transportation. Of course, these companies do not compete with each other on the same line between the same stations. Since passenger transport on the railway has a low income, these companies are subsidized by the state in order to reduce some of the expenses, such as the cost of infrastructure use and the regulation in our airline fuel taxes. The reason for the subsidy is to offer a more acceptable ticket price to the passenger, similar to the airline prices. However, the EU commission has given a warning to the British government that it found it too much to support. As a result of the gradual reduction of the state support through the necessary arrangements, ticket prices have increased gradually. Today, many British critics are seriously criticizing the ası economic ası situation. On the British railways, as an amyane, DB Schenker is the one of the German railroads that load the cargo and make cargo transport. So, can the cons of the passenger transport be supported by freight transportation? Why not? But there were no separate companies independent of each other. Or if they did not present the freight transporting income by liberalization with a gold tray. If the state could support passenger transport with some of its revenue from freight transportation ... Hani, there is a phrase, starting with the "Bolu market". Speaking of us, what do we think of companies that are waiting for liberalization? A passenger? Load? See the news, all of the companies waiting in line are waiting for freight transport. TCDD'nin pupil YHT is not yet a suitor. Will it be in the future? If you know, the ticket prices will not be very economical, or you will get a little cheaper than the space in advance with the ticket price system on the planes. In this case, the situation of those who have to work urgently or who have to travel at the last moment does not seem very pleasing.
What will be left to TCDD Taşımacılık A.Ş. TCDD Tasimacilik AS. will it be able to make efficient and return high transportation? Later, when the EU commission says to us, tanım reduce costs and reduce government support tas, will the public responsibility that is defined in the draft law be fulfilled? This item is below.
f) Public Service Obligation: Obligation of a railway passenger transport service to be provided on the basis of a contract by the Ministry in order to ensure that a rail train operator on a given line is not provided under normal commercial conditions,
There is a point in the article. Or Passenger Transportation iliy is called.
They have seen the problems in British railways, German and French railways, and have a strong state-owned company and they keep their cargo and passenger transportation within their body. In our case, while the draft law was being written, German railways came to our country.
Railways that are liberalized and subsequently privatized around the world have resulted in the monopolies and exploitation of the lines in which large companies come to work. The companies entering the space-grabbing competition in the area of revenue-bearing freight transport have also left the public transportation to the state or state. However, with a proper business, both the passenger and the freight can make the state. Take a look at the German and French railways. Why are these two giants of Europe, despite the opposition of the EU commission, why the state?
Let me finish writing a question.
Who will be the beneficiaries of the liberalization?
Final draft of the draft law on the liberalization of railways
Source : I kentvedemiryolu.co