Yapı Merkezi builds fertile roads in Ethiopia

Building Center Ethiopiaya bereketli yollar döşüyor :Yapı Merkezi, raylı sistemler alanında yurt içi ve yurt dışında hayata geçirdiği birbirinden önemli ve ödüllü projelerle, Ar-Ge bölümünün ortaya koyduğu yenilikler ve ilkeli yapısıyla sektörü yukarı taşımaya devam ediyor. Yapı Merkezi Ar-Ge Bölümü Koordinatörü Prof. Dr. Müh. Ergin Arıoğlu; ilklere imza attıkları metro projelerinden Ankara-Konya hızlı trenine, oradan Etiyopyathe implementation of railway projects to extend the road they prepared the world and Turkeyde raylı sistemlerin dünü ve bugününe de değinen özel bir söyleşi gerçekleştirdik.
Kurulduğu 1965 yılından bugüne Türkiye’nin ilk ve en önemli metro inşaatlarına anahtar teslim olarak imza atan, hızlı tren alanında gerek mühendislik gerek alt ve üst yapı olarak, en yüksek teknolojilerle katkı sağlayan Yapı Merkezi, sektörün lokomotifi olmayı sürdürüyor. Yapı Merkezi Ar-Ge Bölümü Koordinatörü Prof. Dr. Müh. Ergin Arıoğlu, hem raylı sistemlerin geçmişten günümüze tarihçesi hakkında bizleri bilgilendirdi hem de şu an üzerinde çalıştıkları Etiyopya Projesi ile ilgili detaylı bilgiler verdi. Arıoğlu, başında olduğu Ar-Ge bölümünün özverili ve yoğun çalışmalarıyla, dünya mühendislik literatürüne girecek veriler sunduğunu ve Yapı Merkezi olarak asli görevlerinin sektörü sürdürülebilir, modern ve ekonomik kılmak olduğunu söyledi.
Sektörün Türkiye’deki en önemli oyuncularından olan Yapı Merkezi, raylı sistemlere hizmet vermeye ne zaman başladı?
Yapı Merkezi, 1965 yılında Dr. Ersin Arıoğlu ve Yük. Mim. Köksal Anadol tarafından kuruldu. Şirketin ilk işlerinden biri 1975-76 yılında Ankara Belediyesi’ne anahtar teslim bir metro projesine hazırlanmasıdır. Bu projeyi o dönemin imkanları içinde değerlendirdiğimiz vakit; çok önemli bir mühendislik etkinliği olduğunu görüyoruz. Ankara Metrosu’nun çalışmalarının dayanak noktası; Sayın Dr. Ersin Arıoğlu ve Sayın Yük. Mim. Köksal Anadol’un 1976 yılında İngiltere’deki Uluslararası 2. Tünelcilik Kongre faaliyetlerine iştiraki ve bu toplantı sonucunda kara Avrupa ülkelerinde açılmakta olan metro inşaatlarıyla ilgili bir teknik gezide yer almış olmalarıdır. Bu ikili, bu toplantıdaki akademik çalışmalarda yer alarak ve muhtelif metro inşaatlarını ziyaret ederek kazandıkları teknik bilgiyi işleyerek, metro projelerinin bilimsel yapısını hazırladılar. Dolayısıyla, Ankara Metrosu’nun ön hazırlığı, o dönemin teknik verilerinin kavranması, içselleşmesi ve bunların paftalara geçirilmesini kapsar. Yapı Merkezi’nden Ankara metro çalışması istendiğinde bunların büyük bir kısmı hazırlanmıştı. Proje daha da geliştirildi, 1979 yılında Türkiye’de ilk kez anahtar teslim olarak Ankara Belediyesi’ne değerlendirme toplantıları yapılarak takdim edildi ve büyük bir beğeniyle karşılandı. Ancak projede tam inşaata geçilecekken, anlaşılamaz nedenlerden dolayı belediye tarafından askıya alındı. Bu proje, o günün mühendislik disiplininin en üst boyutundaki bilgi ve uygulamalarını içerecek şekilde hazırlanmıştı. Uygulamaya geçemeyen bu projenin, ulusal ölçekte mühendisler tarafından yıllarca teknik resimleri, hesap ilkeleri ve teknik şartnamelerinin kullanıldığını ve örnek gösterildiğini yakından biliyoruz. Bu kapsamlı çalışma Yapı Merkezi için çok büyük bir deneyim oldu ve ileriki çalışmalarda bizlere kılavuzluk etti. Bu çalışmadan sonra Yapı Merkezi A.Ş., muhtelif yıllarda İstanbul’da, İzmir’de, Kayseri’de ve Eskişehir’deki toplu taşıma projelerinde, projelerin büyük çoğunluğu anahtar teslim olmak üzere görevler üstlenmiştir. Tüm bu projelerin referans noktası Ankara Metrosu’nda ortaya konulan paha biçilmez emektir. 1986 yılında, İstanbul’un ilk toplu taşıma projesi özelliğini taşıyan hafif metro inşaatı başarıyla bitirildi. Daha sonra bu faaliyetlerimiz giderek arttı, Eskişehir tramvayı, Kayseri tramvayı, İzmir metrosu ve Yapı Merkezi ile Japon Ortakları Mitsubishi, Obayashi ve Kajima
The DURL Consortium formed by the DURL consortium in 2005 has a much more complex feature of the Dubai metro and we endeavored to continue our leadership in this field. A total of 75 stations were built on the 10 and 35 underground and 45 above ground. Within the scope of this project, 12 km of 10 km and 2 km of the tunnels with a total length of 477 km were opened by Open / Close method. Within the scope of Irmak-Karabük-Zonguldak Railway Line Rehabilitation and Signalization Project, 635 km line rehabilitation, 42.6 bin ballast, 224 thousand tons rail, 259 thousand pieces of concrete sleepers and XNUMX pieces includes level crossing. Another feature of this project is the railway project supported by the European Union and carries the title of the highest budgeted project ever signed. In addition, the fact that our Republic is one of the railroad projects is important for Yapı Merkezi.
Could you inform us about the organization chart of Yapı Merkezi in rail systems?
Yapı Merkezi is the company that undertakes projects in the field of rail systems within the structure of Yapı Merkezi. Our departments serving to direct rail systems can be counted as design, electromechanics and R & D. Within the design group, it is planned to design route studies, geotechnical studies and art structures (bridge, tunnel). The electromechanical division performs electrification and signaling projects. The R & D department examines the risks such as seismicity, climate changes and floods. In addition, advanced geotechnical studies in the construction of railways, such as soil improvement and strengthening, are also included in the activities of our R & D department. In Yapı Merkezi A.Ş., we have a division of business and we have YapıRay. YapıRay takes an active role in the construction of all superstructure and infrastructure works, rail welding, maintenance and supplies. In this structure, our factory, Rayton, produces prestressed B70 concrete sleepers. Our factory is located in Afyon, Turkey is a leading company in the case as the production capacity and quality. The quality line achieved in the prestressed B70 concrete sleeper is confirmed by very fine detailed studies. Our production in this factory is world class. As is known, speed factor is very important in high speed train projects. Since the operating speeds are 230 to 250 kilometers / hour, they are very different from the traditional railway operating speeds. Rail connections, welds and traverse production, which is the conveyor system of the superstructure, are extremely important. Because the dynamic principles here are maximum. In this respect, the absence of the smallest microcracks, the long service life of the materials and the service life are important. 25-50's annual material lifetime has been extended to 100 for today's contemporary engineering approach. 100 requires you to fulfill your production quality at the highest level in order to ensure an annual life. The B70 concrete sleeper produced by our factory has been approved by the Munich Railway Institute in Germany on many projects. This is a source of honor for Turkish engineers. We also have Yapı Merkezi Prefabrication Inc. It is also aimed to design and produce all elements related to prefabrication in the upper structure. In 2012, Yapı Merkezi İDİS (Monitoring and Communication Systems) Inc. It was established. This organization continues to work on the development of new generation, cost-effective railway signaling and control systems. When we look at a railway project, you see that it is a very complex and a collection of very closely related activities. Therefore, with its organizational chart, Yapı Merkezi is one of the only companies to deliver an engineering activity in the highest dimension, whatever it takes to deliver a key.
Yapı Merkezi is a company that has many awards, many important projects. What is prominent among your projects?
Naturally, all of our projects have been followed with interest in the world and national scale and have been awarded by international public transportation companies with their quality. The Eskişehir Metro System was awarded the U World's Best Light Rail System tarafından award in the 2004 by the UITP-International Collective Union for its services to both the construction and the city. Similarly, Kayseri Metro System is one of our award-winning projects. Kayseri Light Rail System was awarded the X Best Rail System Integration Project in the World, award by UITP-International Collective Union in 2010. In addition, the Kayseri Light Rail System project received the organ Best Foreign Tram System of the Year-2010 esi award of the UK Light Rail Transport System Association (LRTA) and its publication ”Tramways and Urban Transit“. Similarly, the construction of a tramway in Morocco was awarded the Tram Best Foreign Tram System of the Year-2012 olduğ award of the Tram Tramways and Urban Transit inin magazine. These awards mark the importance we attach to quality and finishing on time. In our age, technology is worth selling. When you participate in a project with not only construction but also electromechanical and signaling production, the project is more holistic. Therefore, as a whole, the management of the project as a whole is becoming more important in global conditions.
The Ankara-Konya high-speed train project is a valuable project with its important technical features as well as its advantages in terms of time and comfort. What can you tell us about this project?
Our Ankara-Konya high-speed train project is a world record in addition to the fact that the Ministry of Transport and State Railways are highly appreciated. The operating speed of the train is 250 km / h and this speed is between 1 and 15 hours between Ankara and Konya. Starting from Polatlı and ending in Konya, 212 is a two-speed high-speed train project. This project has been completed 17 miles with 470 workable days 212 monthly time. Completion of the 212 mileage in 17 months means that the daily speed reached is 451 meters, ie approximately 0,5 km / day. This is the world record in engineering history, in terms of high speed train.
You are at the head of the R & D department. What kind of activities did your department do for this project?
Within the framework of this project, a large number of ballasts, such as 212 kilometers or even 3,3 million tons, were used. Balas should be more qualified than those used on normal fast lines. We have developed a very quick and practical method to provide this and to demonstrate the availability of ballast materials. The standards required the 500 cycle, we developed an original method to use the 1000, 1500, 2000 and 3000 cycles, making abrasions wet and dry, in other words, taking into account the most unfavorable wear conditions. This method was also published as an article. If a rock can respond to abrasion, for example 3000, it should be used with ease. Because the country's ballast resources are limited, we may have to bring these ballasts out of the country tomorrow. There are some petrographic structures, these petrographic structures provide excellent response in extreme high abrasions such as 3000, so the administration must evaluate these rock types. Each petrographic material can be used as long as it responds to both sustainability and quality. With this study, R & D has presented a method that can be used in future projects to the national technical public.
If we look at our country and the world in particular; How do you evaluate the high speed train projects?
We care a lot. If we look at the history of high-speed trains; The first fastest train in Japan is being implemented on the Tokyo-Osoka line in 1964 and the operating speed is also 210 km / h. As of that period, it is a great speed for world railway. At a speed of 100 km / h, the 2,5 multiples are almost doubled. Then, in 1981, a high-speed train between Paris and London was designed, and the 260 was commissioned at a speed of km / h. 1983te 270 km/saat hıza, 1989also reached a speed of 300 km / h. The French are now holding the world speed record. In 2007, they reached the 575 speed / km. When we look at the current technical levels, it is seen that this speed limit is limited to 300-350 km / h. This development will continue in the positive direction in the coming years. Looking at the global scale as of 2010 year; 14 in the country is running a high speed train, the length of these lines is 15 thousand kilometers can say. If we evaluate the projection at 2025, the total length of the line will be folded 3 times to reach 42 thousand kilometers. From the world-wide evaluation, to the situation in our country; In my 45 yearly engineering and academic career, I must say that the governments have set high-speed train construction in their 5 annual planning with a great desire, but these plans have not been realized. In recent years this situation has changed very clearly. First Ankara-Eskişehir, then Ankara-Konya and Istanbul-Ankara high-speed train operation was completed successfully.
What can you say when you look at the underground structure in Turkey?
By Yapı Merkezi İstanbulda tamamlanan raylı sistemlere baktığımızda toplam uzunluğun 83,4 kilometre olduğunu görüyoruz. Milli gelir arttıkça, metro uzunluklarının değişimi artan bir özellik göstermektedir. İstanbul açısından bakarsak; İstanbul’daki milli gelir düzeyini 182 milyar dolar olarak kabul edersek, metro uzunluğunun, 125 kilometre olması gerektmektedir. Ancak, bugün bu rakam inşa edilen sistemleri hesaba kattığımızda bile 87 kilometrede kalmaktadır. 2023 yılı hedefine baktığımızda ise, hat uzunluğunun 225 kilometreye ulaşması gerekiyor. Elbette, bu milli gelir üzerinden yapılan bir ön kestirimdir. Bunun trafik ve yolculuk doğurma potansiyeli yüksek hatlarla birlikte hesaplanırsa 350-400 kilometrelik bir metro hattının yapılması gerekecektir. Sonuç itibariyle; İstanbul gibi bir mega şehirde bugünkü mevcut metro uzunluğunun fevkalede cılız olduğunu söylemek mümkün.
Yapı Merkezi şu an hangi proje üzerinde çalışıyor?
Etiyopya’da yürüttüğümüz Awash-Weldia arası demiryolu projemiz var. 2012 yılında aldığımız bu proje, 389 kilometrelik bir hattı kapsamaktadır. Bu hat, Etiyopya
It extends from the middle to the north of the country. In terms of Yapı Merkezi, the railroad project in Ethiopia has a special meaning. This project is the first project undertaken by a Turkish company on a turnkey basis. Nowadays, project work continues. Very recently, we will build our sites around June. The importance of labor and quality in the pre-engineering studies before the implementation of the project is of utmost importance. Geographical and climatic differences of Ethiopia have a direct impact on the project. The railway project is affected by natural events such as sudden rainfall, landslides occurring in the vicinity of the road. Therefore, we need to know this geography very well with its rivers, hills and mountains. Yapı Merkezi Inc. We are currently continuing our map and route studies. The administrative administration in Ethiopia attaches great importance to this project. As you know, the Chinese are active all over the world and they are also our competitors here. Some lines they are building. Due to the fact that the Chinese labor is very cheap, the competition conditions are not equal. There are serious handicaps such as the fact that the competition conditions are against us, the changing structure and difficulty of the geographical conditions and the extremely limited data on these issues. But the Yapı Merkezi administration makes the utmost effort. The people of Ethiopia love the Turks very much, and they have an extremely charming, easily understandable and warm sociological structure.
What are you doing as a R & D department in the project?
We have very important missions. We try to create the necessary information by making estimations with the latest methods in the international literature by acting on the limited information for the project. Within the scope of the project in Ethiopia, we make efforts to define the way in which tunnels are opened and difficult hydrogeological and geographical conditions.
Can you recognize your R & D team?
We have a strong team; Three of us together. We are working with Doctor Engineer Burak Gökçe and High Engineer Fatma Sevil Malcıoğlu. As a team, 2-3 is producing reports in short time, and we prepare reports to our project group, design electromechanical departments and our friends in Yaprakay. We put the written reports on the internal internet, so we create an archive base for us.
Spot: The intensity of rail systems is considered a development indicator. Marmaray is important to bring this philosophy to the country. Of course, each project is open to debate within itself, but it is significant that such a project has been realized. If we can easily connect this main artery with other subway lines, we can further increase the effectiveness of these projects if we can achieve their effectiveness in a cheap and comfortable manner.

 

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