Record loss from TCDD in 5 years was 5,6 billion TL: The duty loss of the State Railways (TCDD), which came to the agenda with important projects such as high-speed trains, was 5,6 billion TL in five years. The decrease in revenues from passenger and freight transportation and the large increase in expenses played a role in the record loss. The decline in passenger and freight transport by rail drew attention.
In TCDD's 2014 'Railways Statistical Yearbook', the company's duty loss in recent years drew attention. State Railways made a loss of 2010 million 866 thousand TL in 336, 2011 million 733 thousand TL in 327, 2012 million 877 thousand TL in 508, and 2013 billion 1 million 280 thousand TL in 554. The loss of the organization in 2014 increased by 38 percent compared to the previous year and reached 1 billion 874 million 309 thousand liras. The opening in the income and expense split in passenger and freight transport played a role in the record losses.
The loss of the company in passenger transportation, which was 2009 million lira in 639, increased to 2014 million 933 thousand liras in 376. Likewise, the loss in freight transportation, which was 2009 million lira in 941, increased to 2014 billion 1 million lira in 545. On the other hand, the organization, which made a profit of 2010 million 44 thousand from port services in 325, made a profit of 120 million lira last year. The company lost 2014 million 30 thousand liras in 569 from the Van Lake ferry operation.
While 2010 million passengers were transported in the suburban lines of the company consisting of Sirkeci, Haydarpaşa and Ankara in 59, it was noteworthy that this number decreased to 2014 million in 29. While 2010 thousand people preferred TCDD for international travel in 260, this number decreased to 2014 thousand in 156. When looking at the general total, the number of railways passengers traveled by 2010 million 84 thousand people in 173 decreased by 7,6 percent last year to 78 million. Due to the decline in exports and imports in recent years, a decline has been observed in rail freight transport. In 2010, Turkey exported 1 million 266 thousand tons of goods, while using the railways to 1 million 407 thousand tons of goods imports, which declined 4 percent weight for 86 years. Petroleum and its derivatives constituted the most declining product group. While 2010 million 1 thousand tons of petroleum products were transported in 93, this figure was reduced to 2014 thousand tons in 776.
Turkey, in a lot behind the railroad
In a study of 34 countries compared with TCDD, Turkey railroad investments in the eye that's a lot of backward beating. It has 9 thousand 718 kilometer long railway in Turkey. This length is 41 thousand 328 km in Germany, 30 thousand km in France, 16 thousand 951 km in Spain, 16 thousand 700 km in Italy and 16 thousand 365 km in England. While only 1,7 percent preferred to travel by rail passengers in Turkey, 11,5 percent of passengers in Austria, 10 percent in Hungary, 9,7 percent in France, in Germany 9 percent prefer trains for transportation. load rate of 4,2 percent was transported via railway in Turkey. This rate is 46,7 percent in the Czech Republic, 45,5 percent in Austria, 39,7 percent in Hungary, 30,5 percent in Poland, 25,1 percent in Germany, 15,3 percent in France. 14,2 percent in Italy and 11,8 percent in England.
Have you ever thought about why? I have been following the railways for a long time. I can list the most important reasons of the damage that have been going on for years.
1. The most important cause of the damage is not the inadequacies in the line and infrastructure, but the errors in the business logic based on political reasons.
2. In particular, there is no efficient railway between the regions where there is heavy cargo and passenger traffic (Antalya, Samsun, Trabzon, Muğla, Şanlıurfa etc.) and the centers (İstanbul, Ankara, İzmir).
3. The long travel time of trains especially to Eastern Anatolia and Southeast Anatolia is very long.
4. In addition to the shortcomings mentioned in the second article, there is a railway to places such as Kahramanmaraş, Siirt and Mardin.
5. In particular, the length of travel time is very high due to the extreme overstay on passenger trains.
How are they solved? As a matter of fact, the solution is very simple, easily applicable and quite cost-effective.
Firstly, the concept of direct travel in railways is settled in Istanbul, ankara or Izmir and YHT in the normal line or even on the conventional line can go at certain speed limits and passengers without the need for both high-speed train and normal train comfort, and ultimately do not need to transfer the hybrid trains to service must be taken.
On the lines currently in service, trains should stop only in provincial centers and in more than 50000 districts. It should not stop at small stations. In this way, the average speed of the trains will increase and the travel time will be shortened by at least 2 hours on western lines such as ankara - izmir, 4-5 hours on eastern lines such as Ankara-adana, erzurum, van and diyarbakır. Small stations on these lines can be supported by operating regional trains between the two provinces on the line in synchronization with mainline trains. Ex. For a passenger going to Izmir from a village of Uşağ, firstly, a passenger is brought to the Salihli station by regional train, and from here the main line train can be reached to Izmir.
During the tourism season, practical transportation should be provided from places such as İstanbul, Ankara, İzmir to tourism regions such as Muğla, Antalya, Mersin, Adana, gaziantep, Şanlıurfa and Mardin. For example, Pamukkale Express departing from Eskişehir collects the YHT passengers from Ankara, Konya and Istanbul and, as I mentioned above, the number of stations should be reduced, not to Denizli, but to Nazilli, Aydın and Söke from Sadıklı and Denizli to Antalya, Aydın from Muğla Marmaris - Fethiye, Söke In Kuşadası, Didim and Bodrum transfers should be provided.
The blue itine from Izmir to Konya should be upgraded to the super express standard in accordance with the rules I mentioned above and should be operated between Izmir adana iskenderun. This train should transport the YHT passengers from Konya or Istanbul and Ankara to Adana and Iskenderun. In addition, this train should be able to provide passenger service from Ankara to Izmir and via Konya. The existing Ankara-Adana train should be operated as Samsun-Adana or Erzurum-Adana.
The railway from Yekrköy to Sivas should be completed quickly, until the whole line to YHT is ready, diesel until Yerköy and then Sivas with an electric locomotive without passenger transfer.After Sivas, it should be transported to Kars and diyarbakır direction again by diesel locomotive. Thus, the travel time will be shortened by at least 7-8 hours since the kayseri is bypassed.
Best regards