Türkiye Cumhuriyeti Devlet Demiryolları
Türkiye Cumhuriyeti Devlet Demiryolları
|
|
|---|---|
| legal form | Public commercial enterprise (Kamu İktisadi Kuruluşu) |
| founding | 1927 |
| Seat |
Ankara , Turkey
|
| management | http://www.tcdd.gov.tr/tcdd-genel-muduru-omer-yildiz+k39 |
| Number of employees | 35,593 |
| Branch | Railway company, railway infrastructure |
| Website | www.tcdd.gov.tr |
The Turkish State Railways ( TCDD ) is the national railway company of Turkey , based in Ankara .
history
founding
The first railway line in what is now Turkey was opened in 1860 from Izmir . In the decades that followed, a non-cohesive network emerged in what was then the Ottoman Empire , each of which was shaped by the interests of foreign donors. Most of the railway companies were under German, French or British control. Only the Hejaz Railway was primarily financed by donations from Muslims.
After the founding of the Republic of Turkey in 1923, it was a major goal of railway policy to transfer the foreign-owned railways to a Turkish state railway. Law No. 506 of April 22, 1924 consequently resolved the purchase of the Anatolian Railway (CFOA) by the Republic of Turkey. With another law of May 24, 1924, the CFOA was subordinated to a Turkish general directorate, the Anadolu-Bağdad Demiryolları , the predecessor organization of the TCDD. This was then created by a law of May 23, 1927.
Takeover of the private railways
In the following years the TCDD gradually took over other private railways. In 1934, the Chemin de fer de Smyrne-Cassaba et Prolongements (SCP), which had built lines from Izmir to Bandırma and Afyonkarahisar , which was founded with French capital , was transferred to the TCDD. A year later, the originally British Ottoman Railway Company (ORC) followed, operating several routes east of Izmir. On January 1, 1937, the TCDD took over the Compagnie des Chemins de fer Orientaux and thus the entire railway operation in the European part of Turkey.
The Baghdad Railway only gradually came into possession of the TCDD. As a result of the Ankara Treaty , the operating rights were transferred to the French Société d'Exploitation des Chemins de fer Bozanti - Alep - Nissibie et Prolongements (BANP) (initially known as Société du Chemin de fer Cilicie - Nord Syrie ). From this, the TCDD gradually took over the routes of the Baghdad Railway until 1933, with the exception of the section from Çöbanbey to Nusaybin, which was then only accessible via Syrian territory, all routes belonged to the TCDD. The island route along the Syrian-Turkish border was taken over by Cenup Demiryolları , which was only nationalized in 1948 and incorporated into the TCDD. The island operation only ended in 1960 with the construction of the line between Gaziantep and Karkamış . Previously, trains to Nusaybin had to be run via Aleppo , Syria .
Expansion of the network and the vehicle fleet
At the same time as taking over the private railways, the Turkish state launched an extensive new construction program. Between 1925 and 1939, connections were gradually established from Ankara via Sivas to Erzurum , from Ankara to Zonguldak , between Sivas and Samsun and from Fevzipaşa to Elazığ . In the western part of the country, the poorly linked network of private railways was connected by new routes, for example with the connection between Balıkesir on the SCP route from Izmir to Bandırma and Kütahya , which was previously the end of a CFOA branch line, which was gradually opened between 1929 and 1932 . At the same time, the TCDD acquired extensive new rolling stock, initially based on the fleet of the Prussian State Railways and later on the program of standardized steam locomotives at the Deutsche Reichsbahn-Gesellschaft .
The expansion of the route network continued during the Second World War . In 1944, the rail network reached Kurtalan in southeastern Anatolia . Neutral Turkey was courted by both sides, and it wasn't until February 1945 that it entered the war on the Allied side. A side effect was that the TCDD received large numbers of locomotives from the German Reich as well as from Great Britain and the USA. After the end of the war, war locomotives of the German DR class 52 as well as the American USATC classes S 160 and S 200 as well as the British LMS class 8F Stanier were part of the TCDD's inventory. After the war, various locomotive series were procured mainly in Czechoslovakia and the USA, the latter as TCDD 56 301–388, the largest and heaviest steam locomotives ever to have operated in Turkey. With the two locomotives of the series TCDD 56 201-202 manufactured in the company's own workshops in Sivas and Eskişehir in 1960 - the only steam locomotives ever built in Turkey - the procurement of steam locomotives ended.
Stagnation after World War II
Despite selective modernization, the TCDD's market share fell significantly after the Second World War with the onset of motorization . The expansion of the route, which was carried out intensively before the war, was only continued in a very reduced form. From 1949, the narrow-gauge railway from Erzurum to Sarıkamış, which was built during the First World War, was switched to standard gauge , as was the subsequent broad-gauge line built in the 19th century under Russian rule via Kars to the border with the Soviet Union , which was reached in 1961. In 1960 the island route of the Baghdad Railway along the border with Syria was connected to the rest of the network. In 1971 the TCDD opened a rail link to neighboring Iran . In the same year, a new line was built to Edirne and on to the Bulgarian border station in Svilengrad , with which the multiple changes to Greek territory and the Greek border controls could be omitted for through trains to Western Europe such as the Istanbul Express . However, compared to long-distance bus traffic and private cars, TCDD lost significant market shares. This was also due to the relatively small number of trains on offer, with only one or two pairs of trains per day running on most long-distance routes. Important cities such as Bursa and Antalya have not yet been connected to the TCDD network, despite decades of planning.
Before the war, the TCDD had already dealt with the procurement of diesel locomotives and combustion railcars. Škoda delivered six railcars as early as 1934. Further deliveries came from MAN , including the first railcars for long-distance traffic. Of the six sets ordered in 1944, however, only two were still delivered due to the war. In the early 1950s, the TCDD ordered its first diesel locomotives. Initially, it was based on German models and primarily procured locomotives with diesel-hydraulic drives , including a series of shunting locomotives comparable to the DB class V 65 . From 1957, however, larger series of diesel-electric locomotives from General Electric and General Motors were also used, and from the end of the 1960s French licensed models of the TCDD series DE 24000 , which were produced at Tülomsaş in Eskişehir. Since then, diesel-electric locomotives have provided the largest proportion of traction vehicles outside the electrified networks. However, steam operation continued to a large extent until the mid-1980s, with the last steam locomotives not being decommissioned until the end of this decade.
The electrification began in TCDD 1955. This year was the 28-kilometer Istanbul suburb distance from the railway station Istanbul Sirkeci to Halkalı electrified. TCDD opted for the AC system with the standard industrial frequency of 25 kV / 50 Hz . Locomotives and railcars were supplied by French manufacturers. Further electrification did not follow until 1969, initially in Istanbul suburban traffic on the Asian side. Longer distances only came under wire from the mid-1980s. It has been possible to drive electrically between Istanbul and Ankara since 1993, and between Istanbul and Edirne since 1997. Electrical operation was also started in 1994 on the route between Divriği and the Mediterranean port of İskenderun , which is important for the transport of iron ore . More extensive plans for route modernization and straightening, on the other hand, were only partially implemented.
Modernization since 2000
Since the 2000s, the TCDD has been trying to regain market share. The introduction of high-speed traffic is an essential instrument for this . In 2009 the first section of the Ankara – Istanbul high-speed line went into operation. The Ankara – Konya high-speed line followed in 2010 . In addition to the expansion of long-distance traffic, the TCDD mainly relies on suburban traffic, usually an S-Bahn, which runs mainly underground (like a metro), but goes to the surrounding cities. The existing networks in Istanbul and Ankara are to be expanded, the Izmir S-Bahn has been electrified and also expanded. One of the most important projects was the Marmaray tunnel under the Bosporus , which connected the previously separate networks in European and Asian Turkey.
Companies
Structure and structure
The TCDD reports to the Ministry of Transport and Infrastructure . The board members and the management are selected by the respective minister. Ali İhsan Uygun is currently CEO of TCDD. The company was divided into the areas of Haydarpaşa , Ankara, İzmir, Sivas, Malatya, Adana, Afyon and YHT Ankara (YHT is the Turkish abbreviation for high-speed train). Each area has the task of guaranteeing the operation there independently and has a management. Ultimately, the CEO's job is to link the areas with one another without any problems in order to obtain a uniform network. In addition, the CEO is supported by five deputies, each with a specific area of responsibility.
Subsidiaries
Factories
The TCDD has a number of subsidiaries. TÜLOMSAŞ was founded in Eskişehir in 1984 with the task of developing and building locomotives and train compositions. The company is currently focused on building its own high-speed train. TÜVASAŞ is primarily responsible for the maintenance of the trains and has its headquarters in Adapazarı. The subsidiary TÜDEMSAŞ in Sivas produces individual parts.
Lanes
Rail projects in various cities also belong to the TCDD or are operated on behalf of the Ministry of Transport and Infrastructure. The S-Bahn İzmir ( İzban ), the railway system of the metropolis İzmir, was built by the TCDD and is 100% owned by them. The Ankara S-Bahn ( Başkentray ) was launched on behalf of the state and is also wholly owned by the TCDD. While the Ankara Metro only serves Ankara itself, the Başkentray connects the suburbs and nearby cities with the capital and thus complements the Metro. The latest project is the Gaziray , a suburban train in the city of Gaziantep. 50% of the company is owned by Gaziantep City and 50% by TCDD.
Network structure
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The TCDD network was divided into three parts until 2018:
- the network in the European part of Turkey with routes to Greece and Bulgaria ;
- the central network in the Asian part of Turkey, which covers most of the routes;
- the route from Van to Iran, separated from the central network by Lake Van . Coming from Ankara, the track ends in Tatvan . A train ferry and buses run between Tatvan and Van.
This is why there are two main train stations in Istanbul: Sirkeci train station is in the European part of the city, and Haydarpaşa train station in the Asian part. Railway ferries run between the two stations, but they only carry freight wagons. With the Marmaray project , a railway tunnel was built under the Bosphorus, which was put into operation in 2013, but initially only for the Istanbul S-Bahn due to a lack of connections to the rest of the rail network . The tunnel has been connected to the rest of the TCDD network since December 2018 and can therefore also be used for high-speed trains and freight trains from Ankara. This also connects the network in the European part and the central network in Anatolia. Only the section east of Van can still only be reached by ferry from the rest of the TCDD network.
The length of the rail network is now 10,984 km. 45% of them are electrified (as of 2019). There is still no cohesive electrical network. The following power supplies are electrified:
- as the largest network, the connection from the Bulgarian border via Istanbul to Ankara including the suburban traffic around Istanbul and Ankara, the Marmaray tunnel and the two high-speed routes Istanbul – Ankara and Ankara – Konya
- the routes of the S-Bahn Izmir
- the İskenderun - Malatya - Divriği section, which is important due to the extensive ore traffic, including the section of the Baghdad Railway between Osmaniye and Fevzipaşa .
business
passenger traffic
Until the mid-1950s, the railroad was the most important land transport in Turkey. Since then it has been marginalized by road traffic. Long-distance passenger traffic on the TCDD is comparatively sparse. The average travel speed is below that which can be reached with the rather dense network of public bus transport. However, the comfort on the trains is much higher. There is usually one long-distance train per day on the routes served, usually as a night connection. Some routes are served even less frequently. The exception is the Istanbul – Ankara route, on which several day and night connections are offered. In this connection, the Ankara – Istanbul high-speed line was opened on July 25, 2014 between Ankara and Istanbul-Pendik with a maximum speed of up to 250 km / h. In 2010 the Ankara – Konya high-speed line went into operation.
In 2018, the second most important connection, the Doğu Ekspresi (East Express), from Istanbul via Ankara to Kars was abandoned, because on the one hand the train could hardly keep up with the airplane and on the other hand this route will be replaced by a parallel high-speed line by 2023. However, the Doğu Ekspresi tourism project was launched by the Ministry of Culture and Tourism . The train compositions were renovated. The train takes domestic and foreign tourists through eastern Turkey. You will stop at regular intervals and get to know the regional culture and nature. Guided hikes, boat tours, concerts, etc. take place. The tours begin in the morning and the train continues its journey in the evening. The trip takes three days with two overnight stays on the train.
In addition, there are “regional trains” on some sections of the route, usually only one per day. There is a S-Bahn service in Istanbul ( Banliyö Trenleri ), in Izmir, Ankara, between Adana and Mersin and Gaziantep.
The wagons used in long-distance transport are usually very modern. The traditional class system was abolished and replaced by a unit class called " Pullman ". Seated cars with the seat arrangement 1 + 2 offer the same level of comfort as first class open-plan cars on Central European railways - but at much lower prices. In addition, sleeping cars (two- bed compartments, WL A) and couchette cars (four-bed compartments, Ac) are offered in night connections . Older, high-comfort cars continue to be used in regional transport. However, they have not been renamed, so that trains are on the way that are made up purely of first-class cars or second-class couchette cars. But the “Pullman” price applies to everyone.
The TCDD is difficult to use for non-residents. There have been no printed timetables for ten years and only some of the connections are published on the Internet.
International passenger train connections exist with Bulgaria , Serbia , Romania , Iran and - according to the timetable - with Syria :
- from Istanbul to
- from Van to
In addition, trains between Tehran and Damascus stop in both directions in Van, Muş , Elazığ and other Southeast Anatolian cities. The train connection between Nusaybin and Baghdad was suspended indefinitely in 2003 in connection with the Iraq war . The Istanbul Express from Istanbul to Munich, which used to be popular with guest workers , has not run since the beginning of the Yugoslav wars. In 2011, Greece suspended all international rail connections for economic reasons, including the one to Turkey.
Freight transport
Since 2002, TCDD has operated the Eurasia Block Container Train together with the railway companies of Iran, Kazakhstan , Tajikistan , Turkmenistan , Kyrgyzstan and Uzbekistan . The train runs on the Istanbul – Ankara –Tehran – Tashkent – Almaty route and transports goods between the seven participating countries.
vehicles
The "Yüksek Hizli Tren" high - speed trains of the HT65000 and HT80000 series with speeds of up to 300 km / h are used on the high- speed lines . On the rest of the electrified route network, two series of electric locomotives predominate, these are the E 43000 for passenger and freight traffic and the E 52 500 for passenger traffic rented by the ŽFBH . In addition, locomotives of the E 40000 series and two types of electric multiple units ( E 8000 and E 14000 ) are used in regional traffic in the Istanbul area .
Various types of diesel multiple units and locomotives are used on the non-electrified routes and for shunting services , including the DM 15000 multiple units delivered in 2008 by the South Korean company Hyundai Rotem and the large numbers of the DE 24000 series locomotives .
Some vehicles from German manufacturers are and were used in Turkey, for example different types of MaK rod locomotives (series DH 3600, DH 33100 and DH 44100) or used vehicles acquired from DB such as the DB series V 60 as series DH 6500 and Uerdinger rail buses as RM 3000. Until the middle of the 20th century, German manufacturers also supplied steam locomotives of various types to Turkey, such as the TCDD 46 001-025 , TCDD 46 051-061 , TCDD 57 01-04 , TCDD 56 001-166 and TCDD 57 001-027 .
Projects
- Ankara – Sivas , Sivas-Erzincan, Erzincan-Kars and Erzincan-Trabzon high-speed lines
- New construction of (metro-like) S-Bahn or tram networks for numerous cities
- As part of the European transport concept ( Wider Europe for Transport ), the high-speed connection to the Bulgarian border was to be extended until 2010. The start of the project had been delayed for a long time, construction began on September 25, 2019
See also
literature
- Benno Bickel: Baghdad Railway Timeline . In: Jürgen Franzke (ed.): Bagdadbahn and Hedjazbahn - German railway history in the Middle East . Tümmel, Nürnberg 2003, ISBN 3-921590-05-1 , pp. 160–162.
Web links
- Official website (en, tr)
- Map of the Turkish railway network at bueker.net
- Trains of Turkey extensive collection of information about the railway system in Turkey
- High speed trains in Turkey
Individual evidence
- ↑ Archived copy ( memento of the original dated December 21, 2016 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ (as of 2005) http://www.tcdd.gov.tr/genel/istatistik2005.zip
- ↑ http://www.tcdd.gov.tr/content/30
- ^ Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey . Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4 , pp. 10-12
- ↑ www.trainsofturkey.com History / CO - Chemins de fer Orientaux (accessed April 8, 2012)
- ^ Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey . Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4 , pp. 10-12
- ^ Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey . Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4 , p. 16
- ^ Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey . Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4 , p. 97
- ↑ Trains of Turkey: Skoda DMU 1-6 , accessed on October 3, 2015
- ↑ Trains of Turkey: TCDD MT5200 , accessed October 3, 2015
- ^ Benno Bickel, Karl-Wilhelm Koch, Florian Schmidt: Steam under the half moon. The last few years of steam operation in Turkey . Verlag Röhr, Krefeld 1987, ISBN 3-88490-183-4 , p. 18
- ^ Trains of Turkey: Electrification , accessed October 3, 2015
- ^ TCDD Türkiye Cumhuriyeti Devlet Demiryolları. Retrieved October 1, 2019 .
- ↑ Website of the project ( Memento of the original from December 24, 2005 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice. (English, with map of the route)
- ↑ Türkiye'deki Demiryolu Altyapısının Yüzde 45'i Elektrikli ve Sinyalli - RayHaber . In: RayHaber . March 22, 2019 ( rayhaber.com [accessed July 3, 2019]).
- ↑ http://www.tcdd.gov.tr/tcdding/ortadogu_ing.html
- ↑ http://www.tcdd.gov.tr/tcdding/almati_ing.html
- ^ Halkalı-Kapıkule railway line project symbolizes Turkey's connection with EU. Retrieved October 1, 2019 .
