UTA Logistics Magazine Laying Railroad

UTA Logistics Magazine Laying Railroad

"What future is waiting for the railway sector?"

The subject of the meeting of the month organized by UTA Logistics Magazine was the Railways.

"Railway Transport in Turkey: Opportunities, Challenges and Solutions" was tabled. Veysi Kurt, Deputy General Manager, İbrahim Çelik, Head of the Movement Department, Mete Tırman, President of the Railway Transport Association, Kosta Sandalcı, UTİKAD President attended the meeting.

During the meeting directed by Cem Kaçmaz from UTA Logistics Magazine, the following was expressed.

Cem Kaçmaz: Turkey in rail transport compared to other modes have stayed at very low levels and could not come to the desired level. However, we all know that there has been a change in the railway sector for the last 5 years. First of all, I would like to give the word to TCDD Deputy General Manager Mr. Veysi Kurt. Can we get information about the current status of Mr. Kurt railways?

Veysi Kurt, Deputy General Manager of TCDD: If we say in terms of the size of the sector, the railways were at the level of 2-2,5 in passenger and 3-3,5 in load a few years ago. This rate increased to 7 percent in cargo and to 3 percent in passenger. In the process ahead, we aim to reach 20 percent levels in passenger and cargo. These rates are already targeted in the transportation strategic plan. If we take the photo of the railway today; railways mainly today, constitutes Turkey's main backbone of the Ankara-Istanbul, Ankara-Sivas, Ankara-Konya, the Ankara-Izmir and Ankara-Bursa main hallway is a situation which aims to make high-speed trains and its first leg constituting the Ankara-Eskisehir line we have completed. The tenders of the İnönü-Köseköy line have been completed and the works are ongoing. Credit negotiations will conclude in a short time. The infrastructure of the Ankara-Konya line has been completed. Its superstructure has been tendered and the construction is planned to be completed in 18 months. 288 kilometers of Yerköy-Sivas will be tendering soon. We have created our plans in the next five years, and we continue our work in our country, in the form of high-speed train management in this main spine. This issue is seriously supported by our government and our Minister. When it is opened to business in the upcoming period, I believe that the share of the railway in the passenger will easily reach 20 percent.

If we come to the load; When we look at our fleet and the size of our network, we see that we are a little different from Europe. In our country, the distance between east and west is 2 thousand kilometers. We do freight transport here, and the average transport distance is far from Europe. While this distance is 250 kilometers in Germany, it is around 550 kilometers. I think that we have done a good job at the block train application, in terms of efficient use of resources and providing better quality service to customers. We want to continue this by increasing it.

Logistics Village Projects

Likewise, some of the services to our customers to provide better quality services and our logistics park project in Turkey with a new service customers to perform point-handed taking place. We developed these projects at seven points. Especially, Köseköy, HalkalıOur logistics villages in Yenice, Eskişehir, Samsun, Kayseri, Adana and Yenice are now continuing. 80 percent of Samsun logistics village is over. We plan to complete Kayseri logistics village this year and Eskişehir maybe next year. We are developing logistics villages in areas where industrial areas and sea, air, road and railway have access. Halkalı The logistics center cannot provide that combination in the sense we want. In the upcoming period, we chose such an area in Ispartakule and completed its plans. We will start operating in a short time.

We will increase the number of logistics to seven, from seven in East-West and Central Anatolia. Our aim here is to provide our customers with higher capacity operation opportunities by providing road, rail, seaway and airline combinations, if any, in these centers. We do some of the handling here, but we want to provide our customers with more handling opportunities, that is to say that we can allow our 10 customers to load-unload, arrange their trains, if any, to their warehouse. First of all, we are trying to develop a complex where the combination of modes is provided, higher capacity handling, more convenient transfer opportunities are provided, and all the services we will define in logistics terms such as warehouse and customs services will be effective and simultaneous. We will improve these services in these villages.

450 is the kilometer line signal

Logistics does not end with this. Especially, the traffic between Toprakkale, Adana, Yenice, Mersin and Boğazköprü is managed by TMİ system. We make these places signaled. When the corridor of about 450 kilometers here is signaled, a 30 percent increase in capacity will be achieved. Adana, İskenderun, Mersin, Kayseri, Antep means higher capacity and higher railway capacity in the corridor. Tenders of these investments have been completed, to be concluded. In the coming period, we want to enrich with Ulukışla, Afyon, Eskişehir and Balıkesir, İzmir, Bandırma line. Therefore, by increasing our line capacity in the main corridor in this way, we plan to carry out more railway transportation between our logistics villages. Similarly, we have stations that are closed on these lines. Until these stations start signaling, we plan to increase our carrying capacity here by activating 30 or maybe 40 stations and we plan to complete them in the next year. These short-term projects. Especially between Ankara and Eskişehir, we also have a double line high speed train service. When the double decker train is activated, we will mainly use it in freight transport. Thus, capacity will be increased in this corridor. At the same time, there will be a significant increase in capacity here, as the existing train line will be allocated to the load on the Sivas-Ankara line as well. Likewise, when our Ankara-Konya high speed train line is completed, if there are wagons and locomotives suitable for the high speed train line, freight train management can also be done there.

Pulling and pulling our fleet is getting younger

We are planning to export the Habis and container wagons that we produce in such a way that they can speed up to 120 km / h. Our aim is to provide our customers with higher quality wagons by working in Europe. Of course, we have to carry loads at a higher speed than today's speed. Signaling on the one hand and high-speed train lines and 33 thousand locomotives will reach 80 at the end of this year. Therefore, it will be both increased and rejuvenated in our pulling fleet. Likewise, a tender will be held this year for the supply of 80 electric locomotives. Our towing fleet has 525 locomotives. While we plan to increase this number to 650 on the one hand, we aim to increase our capacity to 17 thousand freight wagons by the end of this year. There are close to 18 thousand 2 private sector wagons in the sector. At the end of this year, we will continue our journey with a railway fleet of about 100 thousand cars. While we provide such capacity increase, TCDD does not have any wagons that carry vehicles. I think the private sector has 20 wagons. We also care about vehicle transportation with our own fleet. Abroad, this is mainly done by road. This can be considered abroad, but we think mainly domestically. We will also add our fleet from these wagons. Oil transportation had been carried very little by rail until 18-5 months ago. We rejuvenated our fleet. Nearly 6 new wagons were purchased for the fleet and modernization was carried out. The private sector also has wagons on that subject. We are planning to offer different alternatives to our sector and our customers by increasing the wagon types by developing new wagon concepts for both oil, white product transportation, vehicle transportation and the transportation of industrial goods, by having a fleet with a wagon variety that can carry out all these transportations of all kinds of goods.

opened another door between Turkey and Syria

Cem Kaçmaz: Within the scope of these plans, what is your aim to increase the capacity?

Veysi Kurt: This cannot be compared because it has no prior. The situation is the same in oil transportation. Today, especially in the direction of Kırıkkale-Derince, Kırıkkale-Mersin, Kırıkkale-Batman, transportation of petroleum products is in question. We also achieved a great increase in these. Likewise, we achieved an increase of 30-40 percent in our imports-exports, for example in our exports to Europe, compared to previous years. An increase of up to 100 percent has been achieved in our transportation to the Middle East, namely Iraq, Syria and Iran. At this point, also we had serious work between Turkey and Syria. The capacity has increased to 160 cars per day. Perhaps the opening of Çobanbey gate is expected in the short term. Syria improved the line, so we improved our line up to that point. maybe opened another door between Turkey and Syria in the coming days. We will both increase the capacity and offer shorter transportation opportunities from Antep and GAP regions to Syria. Maybe we are planning to start passenger transportation between Aleppo and Antep.

We also invest in the modernization of our existing lines. This year we received about 100 thousand tons of rails, which corresponds to about 1000 km. Our lines serve especially Europe Halkalı-We aim to renew most of the cable line. Likewise, Ankara, Kayseri, Eskisehir, Balikesir, Afyon, Konya, while strengthening our fleet on the one hand on the other hand, our network with signalization, high-speed train lines, modernization of existing ones are enlarging and we have serious work on this issue. The 65 mobile railway vehicle, which can be used both on the highway and on the railway, is used for the transportation of personnel when required. Approximately 50 of mobile railway vehicles was taken to the fleet, which took our workers to their jobs in less time. We will maintain our existing network. On the one hand, we take a rail, give weight to the purchase of traverse, speed up the ballast purchases. Even after the renewal, the capacity is even higher due to the normalization of speed. The fact that the load comes in a short time means that both our locomotive and our staff perform more cycles.

Cem KAÇMAZ: I would now like to give the floor to Mr. Mete Tırman, the President of the Railway Transport Association. You say in your earlier remarks, Mr. Climb the next 20 years will be the era of railway in Turkey. What would you like to say in this context?

Railway Transportation Association President Mete Tırman: 20 years is not a very long time. The railway has entered a period of change in the past five years. In this regard, today's management staff has an important share. On the other hand, this is an inevitable result of convergence with the European Union (EU). We know that the main problem in Turkey in rail movement of goods. The problems of distortion on the highway maybe look like cancer. These are the problems caused by uncontrolled growth. In the modes of transport, our two areas could not support the road or take the load. These are rail and sea. Our three sides are surrounded by sea, but we cannot benefit from sea freight transportation. We knitted the country with iron nets but we can get very little share in freight transportation. The last five years have been a time when TCDD's improvements have intensified on the one hand and public attention on the railway on the other. Those at the management level are less comfortable than yesterday. Because the railway is no longer comfortable. You will be less comfortable because the pressure will increase more on you. The first lights of the next 20 years will come in the first five years. The more persistent five years the planning on the railway becomes, the remaining 15 years will become much easier.

The logistics village is very accurate, this is what our country needs, but in Istanbul UND is establishing a logistics village and is establishing a logistics village in TCD D'd. These seem to develop outside of each other. We can also get information from İbrahim Bey on this matter.

Cem Kaçmaz: I would like to return to the President of UTİKAD, Mr. Kosta Sandalcı. Based on the words of Kosta Bey Veysi bey, what would you like to say in this context?

UTİKAD President Kosta Sandalcı: Railway has been neglected for many years and it has been a sector that has been undertaken recently. This situation is followed and supported with interest by the industry and UTİKAD. Still, when I analyze the numbers to give Bey Veys, growing foreign trade volume of Turkey has an excess of about 200 billion dollars now. I believe that the speed should be increased even more because TCDD is left behind for many years. Veysi Bey stated that 17 thousand wagons will increase to 18 thousand wagons. I am unlikely to be able to meet the growing economy, an increasing volume of exports and imports, with an increase of 10 percent, that is, an increase from 17 thousand to 18 thousand. Gentlemen, Veys, TCDD Turkey talked about the investments made in Turkey on the surface. I want to emphasize one point. What will be the situation in Van Lake? Internally, all kinds of transport in which we do, we can mobilize the best facilities, but a transit country for our Turkey, our open space some improvements if we want to gain the characteristic of being a logistic base center such as Lake Van, we need to fix the transportation.

It is very important for me, especially for UTIKAD Halkalı I can not touch the subject. We should never cool the customer off the railroad. Railroad interest is increasing day by day. The passenger is also rising and the load is increasing. HalkalıThe tonnage loss of TCDD, which I have calculated due to the famous warehouse subject in Turkey, is at least 200 thousand tons. Kapıkule onlyHalkalı I'm talking about. It is a very large number and this figure is based on a single commodity. This is a newspaper. I am very sad to say that I have a letter from a customer and we are now returning to the sea. This is a bit of pain to me. The second issue is that Marmaray will be severed a lot from there in the very near future. This is already narrower than the maneuverability HalkalıIt will make work more difficult until Ispartakule is realized. We have to keep the existing potential customer. Because the new customers will also participate as they see the satisfaction of the old customers. Investments are very nice. It is worth explaining these investments in more press.

Cem Kaçmaz: Veysi Bey is the restructuring of TCDD in another issue on the agenda lately. Can you answer the questions posed to you with this subject?

Veysi Kurt: First of all, let me answer the question of Mete Bey. We are the first to express Logistics Village in Turkey. The management that we are in has been expressed in this subject. We attach great importance to the concept of logistics and logistics village. Now, a lack of coordination was mentioned here. However, what do we mean as TCDD from the logistics village? As I said at the beginning, we are talking mainly about coordination. Here all modes should be coordinated. If all modes are coordinated, logistics will be the sense we understand. In other words, we cannot use a place where only rail access, only road service cannot be provided, or a place where there is no equipment required for transfer between modes. As we started the logistics village, we put the coordination at the top and the quality at the bottom. Quality means capacity, means better service. As we talked about this, nothing came to us from UND. Although we have been telling this subject for years, I saw the statement of UND President Tamer Dinçşahin in the press 2-3 months ago. But while we are developing a project whose basis is coordination, the basis is road, rail and sea, our main goal here was to provide more services to our customers. We say that, if there is a project in the desired sense, the modes offer better service to each other. Wherever the mod is used, we can use it in this service. If one of your customers wants to come from the land and go from the sea, it should be given here.

Especially for the Istanbul basin, the road and railroad need to be integrated. HalkalıThere is no industrial zone, no market where the load is consumed. Loads here come from the road at a distance of 20, maybe 80 kilometers, by going by road and serving the main railway integration. Therefore, we see this as a basic need. We never see the highway as a competitor. We say that we should definitely do this in cooperation with the road. Road trucks should have enough parking space here, they should be handled and stored. The service we offer there is mainly for the highway. We know that some of the service offered here will also return to the railway. Or he will go to the highway from the railway. Therefore, we receive the requests from UND with respect, but they did not say that let's do these projects together and we will contribute.

We made serious efforts about the warehouse that Kosta Bey said. By hiring our own warehouse to the private sector, they can act faster at some points. Although we have 10 warehouses, we rented more than half of this to the private sector so that we can both contribute to logistics and increase our capacity as TCDD. I think that we can be more successful if the private sector is involved in these works. In fact, we don't want to go anywhere alone. At one point, I think that the existence of the private sector will reach a better point in terms of both cooperation and coordination, growth of the sector and understanding of each other better.

TCDD Movement Department Head İbrahim Çelik: Mete Bey can communicate with the private sector and associations regarding logistics villages? she asked. We did not receive a request on that matter. We received support from universities on logistics villages. We have examined the applications in Europe and made their feasibility. We brought foreign experts here and gave us information. They stated that the points we have chosen are very strategic, very correct and very important. In Istanbul Halkalı We started as Logistics Village. It was a problematic area in the city. We first modernized this place. We made suitable ways for container. When we could not find the area to expand, we started to search for other places. At the end of our research, TCDD had a place in Ispartakule. We realized the feasibility study of the ratio and prepared a plan and started work. Meanwhile, Tamer Dinçşahin's message appeared in the press. After this news, we talked to UND and came to a conclusion: We decided to integrate and execute the two projects together. We have been constantly exchanging ideas since then. Ours is a highway that will be predominantly railway, but they will make the main road and port connection themselves.

Cem Kaçmaz: The restructuring of TCDD ..

Veysi Kurt: The draft law is planned to be completed at the point of completion and in the future. The peak may be the same, but the infrastructure and management on the basis of management and accounting will differentiate. Different organs will be formed in our Ministry. They will make the license and certification new units connected to our care. Through this infrastructure, both the private sector and the railway will have the same opportunities under the same conditions and will operate with their own resources and own opportunities. Therefore, if we can carry cargo with our own wagons in the forthcoming period, we will be able to certify their own vehicles in the private sector who wish to certify their own personnel and use the infrastructure by paying a certain infrastructure fee. This will not only be possible in terms of domestic operations, but also in terms of foreign operations. On the one hand, we are heading for a period when state-owned operators on the one hand can use the railway network with equal opportunities.

Cem Kaçmaz: A period of liberalization begins.

Veysi Kurt: You cannot create quality when you cannot release. In a monopoly structure, we cannot offer that opportunity to the customer unless there is someone to compete with you. Having more than one operator will at least satisfy the customer. So where there are multiple operators, the quality will change at that rate. Because there will be competition. As TCDD managers, we do this on purpose. Perhaps some of our units will end up in the future. We say that even if so, we will be determined in this point. Our dedication is to create more quality from the private sector. Normally, the private sector compresses state institutions to compete, but I believe that if we have a good understanding of 150 for years, we should push the private sector to compete on quality and competitiveness.

Cem Kaçmaz: It is also important who determines the conditions of competition.

Veysi Kurt: Quality will determine the conditions of competition as long as the opportunities are equal. If the quality is better, the customer will go there.

Cem Kaçmaz: Will there be other striking changes in the new era?

Veysi Kurt: As of today, we draw the concept like this. I think that railroad management will be very colorful in the future. It will be a good competition. How there will be competition in the airline will be more on the railway. The airline started almost from scratch. There is a partial private sector on the railways. Currently there are wagon fleets of up to 15 percent in terms of freight wagon fleet in railways. I expect a colorful and pleasant sector in the near future. I believe that there will be very good developments in terms of our country and our country being a logistics base.

Cem Kaçmaz: Mete Bey criticizes the lack of dialogue in the process of preparing this law from non-governmental organizations. What would you say about that?

Mete Tırman: TCDD is preparing this law for the benefit of this country, I have no worries about it. The public, too, must understand clearly that the demands from the private sector, whether TCDD or the ministry as a political platform, are for the same purpose. We are currently discussing the most valuable asset of this country. The subject we are talking about is rail and railway, this country's most strategic transportation network. Railway will be much more effective in daily life in the future. Therefore, my citizenship mission advises me to be as audience, as possible, participant, and developer during this formation. For this reason, the Railway Transport Association (DTD) was established. DTD is ultimately the railway lobby. With a very general overview, I can make an inference when I look at the German, Austrian or Hungarian rail network. The issue should not be made with assumptions, but directly in the process of its formation. In a sense, I try to understand that TCDD handles this in a closed mechanism within itself. I also meet with understanding. Maybe it is a decision to be made on the political platform. TCDD may not see this task in itself until it reaches the political platform. The works at TCDD will be concluded, and this issue will be opened to evaluation on the ministry floor. I would like to touch on a very nice subject mentioned by Veysi Bey. Since today's monopolistic structure is not in the race naturally, it cannot measure how fast, slow and how good it is. In a sense, the dynamo of competition for liberalization will be TCDD. Because he has the accumulation, financial strength and technical experience. Therefore, there is a lot to learn technically outside of the commercial dimension of the sector.

A feeling began to settle in the owners of the wagon. Especially with these new wagon purchases, TCDD is preparing the infrastructure of the future competition by turning to private wagons in vehicle and oil transportation. Is there a discriminatory approach here with small tariffs? Do you have it right now? If there is such an understanding today, wouldn't it be more dangerous in the future? Finally, in the container tariff, the tariff applied to the wagons belonging to TCDD and the tariff applied to private wagons also seems to be a driving approach. There may be mathematical truths behind this, but the way to correct it is to make arrangements in different meanings. The message given is not one of us, we are equal. This anxiety developed in our environment. There are those who stop the wagon investment. They expect some degree of liberalization. Confidence began to be heard. I am here to represent them, I am in charge of transferring them.

Kosta Sandalcı: I agree with what Mete said in the brain. It was not possible to speak in such an environment before 1980. We couldn't speak even in the 1990s. What a beautiful thing. Change cannot happen from today to tomorrow. It is not possible to expect TCDD's 150-year-old institution to change suddenly from today to tomorrow. I say that you need to add more to your different agenda and be expansive. This should not be perceived as criticism.

Veysi Kurt: We are studying these issues with our friends. We even changed items that cannot be discussed. We are working on such a voluntary project that will be privatized in the future. We say that some things are difficult by the state, especially if this economy is difficult. The private sector takes the job better, invests faster, takes the job coordinated, strives more. Uses people and resources more efficiently. Therefore, more efficient service comes out. Our private sector is trying to do business on our black holes, our tariff deficiencies, rather than these instruments. Today there is unfair competition against TCDD. Our main tariff is 45 percent discount if the customer has their own wagon. The wagon is full and empty and we have found a figure accordingly, which is 45 percent. In fact, we give a very high number. When you go with today's tariffs, minimum 65 percent of the tariff is diesel money. 3 million dollars you call a locomotive. You will see and I look forward to those days. Will you be able to continue with this tariff? When you do a mathematical operation, it is discounted. It shouldn't even exceed 25 percent. In logistics, if you give 25 percent more than you buy to the wagon, you cannot live there. Its energy, locomotive and coordination are a serious cost. If the business is also containerized, we provide another discount. A container I carry is less worn out than a container without my wagon. It is less in terms of wagons and maintenance costs. If a freight comes from the conventional wagon to the container, there is an improvement in my wagon costs.

We always focus on combined transportation. How will we promote combined transportation? But with the vehicle called container. Then just to provide these incentives, if there is a container, we make an improvement, but how? I said with my own wagon. When we say let's open the way for the private sector, we put this article here. This item should never be here. Even 45 percent is not a sustainable rate, believe us, we said yes to 45 percent so that the industry is not afraid. The customer is looking at quality here. Trying to transport through my black holes, this does not happen.

Mete Tırman: I said there are mathematical methods. Ensure equality when you return to the public. You reduce 45 percent to 20 percent. Nobody can open their mouth and say anything to you.

Veysi Kurt: If the customer is requesting more wagons, we will change our container tariff in the future if you will carry a container with this wagon.

Mete Tırman: Do not misunderstand. I know that wagons and containers are not used properly.

Veysi Kurt: Can you use that container at sea? You can not use. So we lost combined transport.

Mete Tırman: It is unfair competition to me. That's not the point. I want to say something very different. However, you and our future is the future of good intentions. Not your bad intentions. Therefore, there should be no wrong intention to damage the private sector's investment needs in this area.

Veysi Kurt: I am not one hundred percent satisfied with the wagons brought by the customer.

Mete Tırman: He is separate, they can also be discussed.

Veysi Kurt: While we were developing this project, we said let's open this way. Let the wagons that are not in the hands of TCDD come. So we wanted the industry to grow spontaneously. I take a look, the wagon coming is worse than mine. Although we say they bring old wagons. No matter what sector it is in, there is no regulator that provides fair conditions in full - which is usually the state - that sector cannot grow. You cannot compete in that sector. Tomorrow, a stronger enters the sector, and other weak ones cannot do anything. When liberalizing a sector, it is necessary to properly put in place instruments that increase unfair competition quality. Today we put them. If we cannot put them healthy, our expectations from these projects cannot be realized and we go back. We definitely cannot enlarge the railway, we shrink it.

Mete bey: Please understand the criticism from us as being friendly criticism. We have no intention of being destructive.

İbrahim Çelik: There have been many changes in terms of vision and application in the railways. Railways and private sector could not meet such issues. We are all welcome. I'il come to the discount. In order to meet our costs within the framework of a number of mathematical calculations, a number of arrangements need to be made. From the private sector, I want the wagons from outside to be high-quality, standard-fit wagons. There will be some standards when the restructuring takes place. These wagons will not be available when these standards arrive. You already agree with that.

Mete climb: this is why in Turkey, mainly railway transport system of Bulgaria, all seniors in places like Romania, non-system wagons coming to Turkey, but was no longer.

İbrahim Çelik: We now meet and warn those who want to bring a wagon. If you want to exist in the industry, you should buy a new wagon. As Mete Bey said, they can no longer find old wagons. I guess that this issue will be fixed and new wagons will be purchased.

Kosta Sandalcı: What do you want to say about Van Lake?

İbrahim Çelik: Ferries operating in Van Lake are old technology ferries. Iranian transportation here has increased many times over four years ago. We increased this by innovating both in business and in the working order of the ferry. We broke a record in Iranian transports last year. This year, we have increased those transports by 30 percent. We need to renew the ferries there. Studies on this are continuing. We will take two new ferries here. Their projects were prepared. We can do this with our own manufacture or we have a case to give to the private sector. We will increase the ferry capacity here. Thus, the capacity to Iran and east will be increased.

Cem Kaçmaz: What is the stage of the Baku-Tbilisi-Kars project?

İbrahim Çelik: We have Kars-Tbilisi in the east and CREAM in the west. There is no line in the Kars-Tbilisi project in the east, the railway work has just begun. When it ends, our transportation in the eastern corridor will be relieved. We will open our way from Georgia to Azerbaijan, to Russia and the Turkic Republics and China.

Cem Kaçmaz: There is a document problem in Russia and CIS countries.

İbrahim Çelik: Both us and UIC have work on it. We have this document, which we call the CIM transport document implemented in Europe and in Europe. There is a system they implement as SMCS transport document. A study is being done on their integration. We eliminate these problems by bilateral or multiple agreements with them. We have a train that goes from Haydarpaşa to Almaty and even to Turkmenistan. Here, rather than document, the lines need to be integrated. As ours is a narrow line, it is a wide line, so it needs to be integrated in one place. We are doing that integration in Iran Salad station in terms of business.

CREAM project was launched in 2006. As TCDD, we participated for the first time. This project coming up in the corridor from the Netherlands to Turkey. Railroad administrations of the member states and the private sector also participated in this corridor. Everyone has their share here. As the projects are realized, we get a share from here. The allocation for us is 1 million Euros. We also manufactured wagons with this. 250 wagons HalkalıI allocated to. He constantly goes to Europe. It is mainly engaged in pipe transportation and for the first time, our wagons started to travel to Europe.

Cem Kaçmaz: Mete Bey, you say that the railway law should be its own character. From this point of view, I would like to receive your last words?

Mete Tırman: German railways, together with TCDD, prepared the preliminary draft of the law. Germans will not offer a separate model that rejects their own model. There is an opinion I want to emphasize there. What makes rail transport better than the Germans in Europe, then its true logic is a very average and general approach. Each country creates its own laws with its own characteristics. The thought of the German people and the thought of the Turkish people, the German geography and the Turkish geography, the accumulation of German capital and the accumulation of Turkish capital are not the same. Therefore, this kind of assumption is not correct. A draft comes as Turkish labor, this law is formed with the support of the circles that will contribute to it. We had the exit process of the highway law. The law was passed, five years have passed, and the pains are still increasing. Because in the preparation process, the needs could not be taken clearly. Needs could not be clearly melted in a crucible. We are talking about a law that plans my future. A law that plans the rights of those who use not only us, but also passengers. We all know how inefficient time is used in our country. The remaining time is nine months from today to the end of the year. During this time, my concerns about getting a healthy filter started to grow. What can I discuss because we don't know the law yet? Frankly, I feel for my part that I have taken my right away.

Cem Kaçmaz: Do you want to get your last words?

Kosta Sandalcı: We take the German principles but it is not clear what we are getting. I want to tell you that nothing imported will fit us. The Turkish Commercial Code is prepared. The door of our association was stolen twice and we were asked about our suggestions. We expect to be asked here.

İbrahim Çelik: Our work continues. Your opinion can also be taken in the future. The law is being prepared by lawyers and our colleagues who are experts in European harmonization laws.

Cem Kaçmaz: When will the draft end?

İbrahim Çelik: The draft is about to end. The calendar is not yet clear, but this year the law is expected to be released.
Cem Kaçmaz: I would like to thank all the participants.

Source : www.tcdd.gov.tr ​​By



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