Facts Behind Railway Accidents

facts behind railway accidents
facts behind railway accidents

Yunus Yener, Chairman of TMMOB Chamber of Mechanical Engineers, shared his report on the Reality of Railway in Transportation with the public in a press release.

Pamukova and other railway murders presented as “accidents lanıy stem from the abandonment of the requirements of public administration and engineering sciences

As it is known, the high-speed train (YHT) services, which were launched despite the warnings of the relevant professional organizations and experts, initially led to a very tragic result. On July 22, 2004, the Pamukova YHT "accident", which caused the death of 41 of our citizens and the injury of 81 of our citizens, took place and it was not the last accident. Many later kazanBesides, the train accident that caused the death of 25 people in Tekirdağ Çorlu last year, and the YHT "accident" that caused the death of 9 people in Ankara due to the lack of signaling, are remembered. In the same way, the case of stopping the train after the machinists saw that the bottom of the rails was empty due to rains in a culvert in Arifiye during the YHT expedition on the Istanbul-Ankara line last month shows that there are important problems both on the conventional lines and on the YHT lines and they are not taken seriously.

Our Railway Report on the Reality of Transportation, which is updated every two years and the full text of which is presented in the appendix, examines the railway policy in detail and identifies the practices for the restructuring of TCDD as an important cause of railway accidents in our country.

Railway management requires a central planning from investment to maintenance, renewal, personnel, training and construction of new lines. But Booz, Allen-Hamilton, Canac, Euromed etc. In accordance with the liberalization and restructuring policy of TCDD, which came to the agenda with the reports prepared by the institutions and the EU harmonization programs, the 163-year railway kazanare eliminated. In accordance with the liberalization (hence privatization) and restructuring of TCDD policies imposed by neoliberal policies and expressed in all official documents, the institution was disintegrated and incorporated, infrastructure and management were divided, a marketist approach was adopted instead of a public service approach, engineering services and criteria and technical excellence approach were abandoned, Infrastructure and maintenance, signaling, electrification investments were neglected, maintenance workshops were closed and reduced, TCDD's immovables and ports began to be sold, the institution's vocational high school, printing and sewing houses, laundries and pharmacies were closed, hospitals were sold, many stations and workshops were closed or rendered dysfunctional. Many public services have started to be taken from subcontractors, insecure working styles have become widespread, more work with reduced personnel has been adopted, there has been significant regression in the level of staff and qualifications in the institution, political and incompetent staffing has become widespread. it's gone. So much so that the number of employees of TCDD, which was 1959 thousand 66 in 595, increased to 2000 thousand 47 in 212 and 2017 at the end of 17.747; On the lines where thousands of road and crossing maintenance workers have to work, the number of maintenance workers has also decreased to 39.

In short, public service, the right of safe and cheap transportation based on the benefit of public-society; railways, highways, airlines, maritime operations and the weakening of railway operations.

In the most recent presidential 2019 Year Plan, Turkey is referred to the development of private sector train operations in the framework of the Law on Liberalization of Railway Transport and 2018 years in October as of a public, two private sector companies of railway operations organizer and a private company of which the freight receive agency authorization It indicated.

TCDD, which is the SEE which allocates the most resources to the Treasury due to the YHT lines, has used 2017 billion appropriation by exceeding the appropriation of 5,7 billion TL allocated under the 5,8 Year Investment Program, but according to the TCA report, 2017 closed the year with a loss of approximately 2 billion TL. Total balance sheet loss of the Agency with the previous years exceeded 18 billion TL. It is also stated in the TCA report that TCDD should focus on the modernization of conventional lines.

On the other hand, it should be noted that railways have been pushed to the secondary plan since the 1950s due to their road-weighted transportation policies. According to official data, the rate of road passenger transport in 1950 is 49,9, while today 88,8 is; road freight transportation has also increased to 17,1 percent while 89,2 percent. The ratio of rail passenger transport is 1950 in 42,2, whereas it is now 1; rail freight transport also declined from 55,1 percent to 4,3 percent.

Indicators for railway line lengths also point to important facts. The 4 thousand 112 km of railway lines were used in the 67 year before the declaration of the Republic; 3 thousand 746 km 1923 year between 1950-27; 945 km 1951 year between 2003-52; thousand 649 km were built in the 2003 year between the years 2018-15. At the end of the year 2017, there is a total length of 213 thousand 12 km with a thousand 608 km of YHT. So 1950 post 68 per year but 4 thousand 732 km railway was made.

On average, 62 km in the pre-Republic period, 1923 km in the 1950-139 period, 1951 km in the 2003-18 period, and 2003 km in the 2017-117 period.

1923-1950 period compared to the railroad facilities of today Turkey can be understood that the possibilities of how little importance is given today. Although YHT is a requirement, the exclusion of freight transport is applied with the emphasis on passenger transport and image / prestige, and since 2009, only 134 km lines can be built on average per year.

Of the existing railway lines, 4 thousand 660 km is electric and 5 thousand 534 km is signal. Their percentages in the total length of the road are respectively 37 (4 thousand 660 km) and percent 44 (5 thousand 534 km) respectively.

On the other hand, there are two different projections other than YHT. The first one is “High Speed ​​Railway Projects” and the other is “High Speed ​​Railway Lines.. Ministry of Transportation and Infrastructure "Us and Accessing Turkey 2018" While it is positive planning the construction of the line described in the document entitled, 2023 12 thousand km of high-speed and as targets for the year 915 speed rail line; 12 thousand 115 km 25 thousand 30 km line; The target of 2023-2035 is to reach 31 thousand km. However, it is possible to say that these goals are not realistic when 17 annual restructuring of power and line construction, maintenance, renovation, electrification, signaling practices are considered.

However, an accurate rail policy, public administration, public service perspective, integrated planning of transport with integrated elements such as cost, land, life, security, energy efficiency, environment must be based on such elements. At this point, it should be noted that the cost of railway construction is more economical than flat roads in 8 times, and in medium uneven terrain 5 times. While the ratio of railways in the total energy consumption is 2 percent, the energy consumption of the highways is above 80 percent.

For a return to a correct rail policy, transport policies should be determined on the axis of Combined Transport, which includes the combination of road, rail, maritime, airline transport in a single, economic, environmental, safe and fast way to form a single transport chain.

All modes of transport should be harmonized and the weight should be given to railway transportation and freight and passenger transportation should be developed in a planned manner.

All liberalization and privatization of infrastructure, vehicles, land, facilities, operations and immovables on railways as well as transfers to municipalities and third parties should be stopped. Out-of-service maintenance and repair facilities and all facilities must be re-used.

The disintegration of the TCDD, the appointment of political cadres and the massacre of experts at all levels should be ended. TCDD's personnel deficit caused by wrong policies should be solved within the scope of scientific professional technical criteria, not political, and the criteria of engineering sciences and competent staff should be given importance. TCDD should cooperate with universities and professional chambers in order to train qualified personnel and vocational training should be developed.

Operational improvements should be made to assess idle capacities in railway modes, all lines affecting transport safety must be repaired in a serious and complete manner, and electrification and signaling requirements must be met immediately.

Railway Truth in Transportation Room Report CLICK HERE

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