The building and construction works of the line, which was designed as a 15.360 meter line and 11 stations between Batıkent-Sincan/Törekent, started on 19.02.2001. The building and construction works were carried out by our Agency until April 2011 and they were transferred to the Ministry of Transport on 25.04.2011 with the protocol signed for the completion of the remaining works. The line was completed and put into operation by our Corporation on 12.02.2014.
The total length of the line is 15.360 meters, and the number of stations is 11.
Three months after it was put into operation, the line between Istanbul Yolu and Botanik began to deteriorate, and horizontal and vertical displacements occurred on the rails.
It has been determined that the deformation in the rails is in the ET-5 and ET-6 reinforced concrete structure, which is filled in.
Since the rain falling into the ET-5 and ET-6 reinforced concrete structure cannot be drained from the barns and seeps into the lower region, it causes deformation in the filling material. Since it was thought that there was a problem with the quality of this material, our Agency was determined by drilling, using the Service Procurement method.
It has also been determined by the Drilling reports that the material used here is a material (clay) that should not be used in the railway infrastructure.
ISSUES DETECTED IN THE RECENT FIELD EXAMINATIONS
In the ET-6 Fill Area
In the area where the walking path settles and cracks; The rails on which trains pass continuously are also exposed to the same stress.
In the ET-5 Fill Area
In the area where the walking path settles and cracks; The rails on which trains pass continuously are also exposed to the same stress.
In the Et-5 Filling Area
Due to collapse on the approach plate near the viaduct two times Formwork was made, concrete was poured and filling was made under the rail. However, there was still a deterioration in the rail geometry. The distortion is also visible in the photo.
As a result:
- Field studies were conducted with many companies and the method was discussed.
- Finally, Prof. from METU Civil Engineering Department. Dr. After the studies with Bahadır Sadık BAKIR three methods determined. Among these methods, a consensus was reached on the method that is economical and at the same time will not cause problems again in practice.
- Action to be taken: The filling of the entire problem area will be replaced with rock and concrete filling and its drainage will be provided. The superstructure will be re-established and changed according to the project, and finally, with the establishment of the line works (rail, ballast, welding, etc.), the operation will be opened.
Work Schedule:
Between 10-17 August 2022, before signaling cables will be dismantled.
Infrastructure renovation work will be carried out between 17 August and 03 September 2022. 60-69 meters high in two separate zones of 04 and 10 meters TÜM by emptying the filling, refilling and drainage work It will be made.
Between 03 September and 10 September Dismantled signaling cables will be laid again and test work will be carried out.
QUESTIONS AND ANSWERS REGARDED BY OUR CITIZENS REGARDING THE GROUND RECONSTRUCTION WORK
Is it mandatory to do the work?
It is obligatory as a rail breakage can occur at any time in the deteriorated superstructure and may cause an accident.
Is it a routine maintenance?
The operation to be performed is not a routine maintenance. Routine maintenance is already done regularly. In two separate areas of 60 and 69 meters, at a depth of 04-10 meters, all unsuitable clay material will be replaced.
Why wasn't it done before?
The line was built and operated by the Ministry of Transport and Infrastructure and transferred to our Corporation. The problem here started in 2014, 3 months after the line was put into operation.
Necessary correspondence and reports have been made so far on this issue, which we consider the contractor company of the Ministry responsible for. The Ministry tried solutions by applying different methods in the field, but the problem could not be solved.
In 2020, drilling was carried out by our organization and in the drilling report "not using suitable materials” is indicated. The report was also submitted to the Ministry. However, in the letter sent to our Ministry Institution; He stated that the final acceptances were made and that the improvement should be made by our Institution (The defect is included in the Final Acceptance Missing List.).
What will the production-process be like?
The insurance file on the subject has been opened. Insurance will cover about 40% of the damage. The remaining cost will be covered by our Institution, and legal compensation will be requested from the contractor firm and the consultant firm that carries out the control of the work through the Ministry of Transport and Infrastructure.
The railway and signaling line will be dismantled in two separate areas, 60 and 69 meters, and all the filling, which varies between 04-10 meters at the bottom, will be emptied, a rock-concrete mixture will be filled in its place, and the railway (rails) will be put back in place after the necessary drainages are provided.
When will the work end?
The study, which started on August 10, 2022, was planned to continue for 24 hours. It is foreseen that the study will be completed on September 10, 2022, before the schools open.
What will be the profit after all?
The most important gain possible accident risk will be eliminated and security will be ensured. The metro speed, which causes constant complaints in this region, will increase to the project speed (40 km/h) for the first time since the year it was opened.
(After the scissor hub broke in February 2022, the train speed was reduced to 5 km/h.)
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