Transportation criticism from İMO to Bursa Metropolitan Municipality

Transportation criticism from İMO to Bursa Metropolitan Municipality: Bursa Branch of the Chamber of Civil Engineers (İMO) held a press conference covering the subjects of 'Bursa Light Rail System Carbed-Kestel Line', 'New Tram Lines Considered' and 'Bursa Transportation Master Plan'.
Speaking at the press conference, İMO Bursa Branch President Necati Şahin said, “In Bursa, urban transportation practices are carried out manually without any scientific facts being studied. Although 70 percent of the municipal resources in Bursa are spent on investments in urban transportation, the problem of urban transportation still continues with the rate of 54 percent. The most important solution to be made in the new period is to return to the BHRS planning set out in 1992. This should be done if necessary even at the expense of demolishing it. "We will always keep telling the truth even if we are expelled from nine villages."
In the meeting held in the Conference Hall of İMO Bursa Branch, İMO Bursa Branch President Necati Şahin, in his speech about the Bursa Light Rail System (BHRS) (A) -Stage, He argued that the cost is not as high as stated on the billboards. Reminding that the cost of km was announced to the public as 33 million TL on the billboards, Mayor Şahin said, “The calculations made with scientific methods reveal that the costs are lower. Even if we do not take into account the manufacturing differences of 4 underground stations and vehicle spare parts, the construction kilometer cost is not 33 million TL, but 8,62 million TL ”.
Şahin also shared the data on the calculation of the cost with the press members. Stating that the line length of Phase A of BHRS, which includes Küçük Sanayi-1050 Houses- Şehreküstü route, is 17.5 km, President Şahin said, “Merinos-Santral Garaj-Haşim İşcan-Şehreküstü section and Mudanya road separation and İzmir road 17,5 km in Nilüfer station section. 5 km of the line was built as a cut and cover tunnel. Taking into account the 17.5 km line and the 5 km cut and cover tunnel, it corresponds to 32.5 km of aboveground production. Of the 17 stations, 13 were built as level-level stations, while the Acemler, Merinos, Osmangazi and Şehreküstü stations were built as underground stations. This was completed to 225 million Euros. Although phase A is built with a tunnel of 5 km and 4 stations are underground, the cost of construction is not 33 Million TL, but approximately 16 Million TL. When we interpolate the cut-and-cover tunnels built in phase A according to the above ground lines, even if we do not take into account the manufacturing differences of 4 underground stations and vehicle spare parts, the construction kilometer cost is 8,62 Million TL ”.
President Necati Sahin, during this period, the cost of the Kestel stage is more than the estimated argued. Necati Sahin, who pointed out that the length of the Carat-Kestel line is 7.95 Km and that there is a total level of ground at 7 units, emphasized that all routes are made as aboveground lines and there is no tunnel construction and underground station.
The total final cost will be approximately 180 million TL and the mileage cost will be; Underlining that it will reach 22,64 Million TL, Şahin said, “It is seen that the cost of 11 million TL kilometers envisaged by the Metropolitan Municipality is more than doubled. Whereas; It has been announced from the billboards that the Kilometer of Kestel Line will be 2 million TL and it will cost approximately 11 million TL. However, contrary to the announcement, the 88 km stage, which was committed to cost about 88 million TL, was costed approximately 7.95 million TL, resulting in an additional cost of 180 million TL ”.
At the press conference, Şahin drew attention to the fact that while the construction of the line in the Light Rail System was started, wagon orders were not given simultaneously. Stating that the wagon manufacturing should be planned at the same time while starting the line construction, Şahin said: “Due to the lack of vehicles in the existing lines and the transfer stations not built in the project, the frequency of vehicles that should be 2,5 minutes cannot exceed the 10-minute operating interval. In addition, the number of additional vehicles needed in the Kestel line is 30. Since the vehicle is not ordered, when this line is activated with the existing wagons, the operating interval, which is 10 minutes across the BHRS line today, will reach 15 minutes.
Necati Şahin noted that only one of the tram lines, which Metropolitan Mayor Recep Altepe announced in the 2009 election statement, could be completed.
"There were 2009 tram lines in the 8 Election Statement of our Metropolitan Mayor. "Only T1 Tram Line Has Been Made Of These Tram Lines".
Also, before 2009, Necati said that made the local tram production in Turkey, Sahin, "T1 with Line regarding 8 tram line in the total design of the number of cars cost is stated to be cost 400-500 thousand euros. BURULAŞ made the tender for 15.03.2013 million 6 thousand Euros for 10 tram wagons on 329. 1 tram car was purchased for 1 Million 721,5 Euros ”.
He emphasized that in the newly made Bursa Transportation Master Plan, 3 alternatives were offered for transportation to the Metropolitan Municipality, but among them, the most costly and most problematic tram lines were insisted.
Drawing attention to the characteristics of public transportation scenarios according to the Bursa Transportation Master Plan, Şahin said, “1. Public transport scenario; It consists of three BRT lines operating in areas with strong demand, including a BRT ring line running around the historic center and in combination with a conventional network of primary bus lines. 2. Public transport scenario, a tram line will replace metrobus lines on Yalova Yolu Caddesi. This line will end at the round island crossroads on Haşim Işcan Caddesi, it will turn around the Osmangazi monument and offer the opportunity to transfer to the Light Rail System, two other BRT lines and many conventional bus lines. 3. The public transport scenario includes a network of T1 tram ring line with one-way traffic and conventional primary bus lines. This scenario was included in the research at the forced request of Bursa Metropolitan Municipality. The tram line includes the important targets in the center of Osmangazi and the center of gravity of retail trade ”.
Stating that it can be noted that the 1st public transport scenario, which includes the implementation of three BRT lines, is generally considered to be the best, Şahin said, “The system has traffic-related advantages, it is flexible, cheap and can be realized in a short time. Based on the evaluation made, this alternative should be given priority. If a tram system is desired to be considered strategically in Bursa, priority should be given to the second public transport scenario. In the next working steps, it will be checked whether building a simple tramway network is meaningful and financially feasible in terms of traffic. The most unfavorable scenario is the 2rd public transport scenario. If it is desired to realize this scenario, complementary improvements should be considered ”.
According to the Bursa Transportation Master Plan (BUAP) report, Şahin pointed out that an attractive and interconnected tram line with economical transportation capability can only be carried out with high costs due to the topographic conditions and the conditions of the highway region, “According to the Bursa Transportation Master Plan Report, 10 percent of the route excess slopes require long tunnel sections to be made. Besides high construction and operating costs, there are low passenger potentials and additional bus service supplies are required. Individual military zones are an obstacle. The more straightforward alternative routes that could be considered are partly either parallel to the Light Rail System or are roundabout routes and are far from the passenger potential, the different road sections are narrow and there is still a high traffic load. Operating an additional tram in mixed traffic can be extremely problematic. Likewise, some junction points where overload is involved are critical. The Çekirge area constitutes a special bottleneck, and this area is of particular importance for connecting Nilüfer to the old city center and other parts of the city. Important physical and technical problems are expected to occur during the construction of tram line routes. For this reason, although the realization of these tram lines can be considered as an option, it is recommended to implement a BRT system with primary bus lines as a flexible, relatively inexpensive and fast-moving system, ”he said.
Necati Şahin, Head of İMO Bursa Branch, answered the questions posed to him at the end of the press conference and said, “We are everyone's companions, not anyone's rivals. Even if we are expelled from the ninth village, we will always keep telling the truth. Although 70 percent of the municipal resources in Bursa are spent on the investments of urban transportation, the problem of urban transportation still continues with the rate of 54 percent. The most important solution to be made in the new period is to return to the BHRS planning set out in 1992. This should be done if necessary even at the expense of demolishing it. Bursa cannot get what it deserves. There is a disconnection between Ankara and Bursa. Daily topics are discussed. Unfortunately, there is no coordination between the institutions in Bursa, ”he said.

Günceleme: 25/11/2018 19:12

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