TMMOB Chamber of Geological Engineers (JMO) President of Adana Branch Mehmet Tatar, Çorlu District, Sarılar District, 8 July 2018 and 24 338 XNUMX citizens who died in the date of the train accident that caused injury to the citizens of the XNUMX, by the technical team of the Chamber of Geological investigation and observation around the place where the incident occurred said that a report was prepared.
REPORT OF THE ROOM OF GEOLOGICAL ENGINEERS
TMMOB Chamber of Geological Engineers Istanbul Branch established by the Technical Committee on the site in the examination shows that; Corrections in the control, monitoring, maintenance and repair processes have been caused by ignoring the engineering parameters such as geological-geotechnical, hydrology and hydrogeology.
TMMOB Chamber of Geological Engineers in the history of 08.07.2018 on the date of 24 in Çorlu District, Çilerlu District of Tekirdag province and death of 338 citizen. In the light of the first findings, the geological-geotechnics of the building and the hydrogeological characteristics of the region and the fact that the ignoring the engineering parameters have caused a disaster.
Immediately after the accident, a report was prepared by the technical committee formed within the Istanbul Branch and a study was carried out by observing and observing the place where the incident occurred.
As a result of the review, the results presented below are reached.
The train accident occurred as a result of the overflowing of a side stream (Incirli Creek), which flows parallel to the railway track and flows into the Çorlu Creek and passes through an orifice under the railway.
The basin in which this stream is located, the clay-silt-bearing topsoil is loosely covered with geological formation, which is composed of bare lands except for agricultural crops and grassy communities, and therefore is extremely sensitive to abrasion in heavy rains.
On the day of the incident, the Incirli Creek was in the stream with the dense mud that it brought into the stream and it could not pass through the culvert due to the fine material it brought, and it increased by spreading behind the railway passageway which served as a barrier to slope drainage. With the pressure of the water at the back of the road, the road filling was eroded and the train rails were empty and caused the train rails to hang.
In addition to the necessity of building bridges and culverts in highway and rail routes in accordance with flood flow rates, it was also observed that the geological features and land cover and sediment load were also important to take into consideration. Furthermore, no matter how high the flow and sediment load is, it is seen that the construction of the road embankment, the accumulated water behind it, and even the fine-grained soft ground under the fill should not be eroded so that it is not obeyed.
Rail system infrastructure fills are produced; It should be ensured that the slip resistance of the filler is high, for this purpose, the natural ground where the filler is to be settled, the bearing capacity and the permissible settlements should be investigated and qualified fill should be used after the on-site testing. In the field, the necessary compression should be made, if the lateral and vertical stresses occur in the event of a loss of stability, the construction of the superstructure should be done after completing these applications.
However, due to the fact that the railway infrastructure fillings which caused the Çorlu train disaster were not manufactured in accordance with the above, it was determined that the water under the traverses was flowed or washed by the effect of the water formed as a result of the flooding. Due to the dynamic effect caused by the train passing over the hanging rail and sleepers after the wear of the fillers under the rail and the sleepers, it is thought that the wagons after the locomotive passing through the rails and cause the hand disaster.
In the 2013 Railway privatization of rail services came into force in Turkey with the Law on the Liberalization of Transportation to significant structural adjustments to the source of current problems, has led to a lack of specialist staff and maintenance. On the other hand, as a result of the separation of TCDD and TCDD Transport Departments in 14 June 2016; has revealed a situation in which construction and transport plans and targets are not evaluated together, the criteria of construction are left at the mercy of contractor firms under construction and continuous changes are made in favor of contractors. On the one hand, this led to the failure of the projects to comply with the scientific technical criteria and also to the misuse of a significant amount of public resources.
As TMMOB Chamber of Geological Engineers; we have a duty to emphasize what must be done in order to prevent similar disasters.
In railway route studies, geological-geotechnical and hydrogeological studies are continuously ignored; This negativity is also seen in the Ankara-Istanbul high-speed railway route as in the Çorlu railway accident and the line between Bozüyük and Arifiye does not operate at full capacity due to geological-geotechnical problems. The projects started without adequate geological-geotechnical investigations cause high costs due to geological-geotechnical and hydrogeological factors. For example, due to geological and geotechnical reasons, an increase of forty percent of the tender price has been made with the decision of the Council of Ministers in the Istanbul Ankara high-speed train project.
Research services in railway routes should not be ignored, and no plans and projects should be prepared which are not based on geological-geotechnical and hydrogeological surveys and engineering evaluation reports, especially in the areas where art structures such as culverts, tunnels, underpasses, overpasses and bridges are located. The findings of the research will be prepared by using the engineering parameters. The application must be checked in the field and the application should not be completed unless the specification limits are provided.
According to the results of geological, geotechnical, hydrological and hydrogeological surveys, openings (width, height) , height should be determined).
The Çorlu train wreck has shown that the road fills, especially along the inter-city highways and rail routes, create a sediment for natural drainage, increasing the risk of flooding. Therefore, it is not enough to determine the culvert and bridge openings according to the hydro meteorological parameters in the creek passageways, the geological structure in the precipitation basin and the wear potential due to the characteristics of the soil cover and consequently the sediment load of the rivers should be taken into consideration.
Rail system infrastructure fills are produced; The properties of the filling material should be investigated in terms of the shear strength of the filling, the natural ground where the filling is to be fitted, the bearing capacity and the permissible seating.
As in all engineering structures, a monitoring and control system must be installed for railway-like linear engineering structures. The fact that the am road guards ad who are in charge of monitoring and control in the railroads until 2013 is considered as a cost element, and the routine daily monitoring and control is not done, is seen as another important reason of our accident. It is seen that the removal of the old system without establishing an electronic or new monitoring and control system instead of the monitoring and control system of road guards has caused significant weaknesses in the monitoring and control system of the railways.
A railway policy based on the public administration and public service perspective should be followed, disbursement and disarming of TCDD and the privatization of services should be abandoned.
24 citizens who died, 338 injured our citizens in this case, who have neglected the accident should be immediately revealed, the subject; it should be discussed by a neutral commission and shared with the public.
As the Chamber of Geological Engineers of TMMOB, starting from the route selection of railway projects, starting from the geological science and applications in all engineering structures such as tunnels, bridges, culverts, etc., we are once again confident that fulfilling the requirements of science and engineering is of vital importance.
The event and the scene were examined morphologically, geologically, meteorologically and hydrologically; By analyzing the obtained data and analyzing the data obtained from the Çorlu train disaster, we present the report to the public and the decision-makers to develop a report about what should be done in order to prevent similar accidents and economic losses, and to ask the decision makers and we hope that there will be no more human and economic resource losses.
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