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Türkiye'de karayollarının gelişimi ve karayolu politikası

Başlık çevirisi mevcut değil.

  1. Tez No: 75528
  2. Yazar: BÜLENT KAYA
  3. Danışmanlar: DOÇ. DR. GÜVEN ÖZTAŞ
  4. Tez Türü: Yüksek Lisans
  5. Konular: İnşaat Mühendisliği, Civil Engineering
  6. Anahtar Kelimeler: Belirtilmemiş.
  7. Yıl: 1998
  8. Dil: Türkçe
  9. Üniversite: İstanbul Teknik Üniversitesi
  10. Enstitü: Fen Bilimleri Enstitüsü
  11. Ana Bilim Dalı: İnşaat Ana Bilim Dalı
  12. Bilim Dalı: Ulaştırma Bilim Dalı
  13. Sayfa Sayısı: 159

Özet

ÖZET 'Türkiye'de Karayollarının Gelişmesi ve Karayolu Politikası" adı altında, ciltler dolusu bilgiyi kapsayacak bir araştırmaya girmek mümkündür. Ancak bu çalışmada, karayollarımızın gelişmesinde önemli nirengi taşlarını teşkil eden gelişmeler verilerek, sözkonusu süreç özetlenmeye çalışılmıştır. Çalışmanın giriş bölümünde, Karayolları Genel Müdürlüğü'nün kuruluşuna kadar geçen sürede, Anadolu'da karayollarının gelişimi, Cumhuriyetin ilk yıllarında karayolları ile ilgili kanun ve örgütler kısaca ele alınmıştır. Karayolları Genel Müdürlüğü'nün kuruluş aşamaları ve örgütün görevleri de bu bölümde özetlenmiştir. Ülkemizde karayolu ağının gelişim süreci 10 yıllık periodlarla ele alınmıştır. Bu periodlar içinde karayolu ağının uzunluğu ve satıh durumundaki gelişmeler, ülkemizdeki yük ve yolcu trafiğindeki artışlar yanında, karayolu ulaştırmasının diğer ulaştırma türleri ile karşılaştırılması yapılmıştır. Bu arada izlenen karayolu politikasındaki değişikliklere ve özellikle 1980 ve 1990 lı yıllardaki otoyol politikalarına geniş olarak yer verilmiştir. Diğer taraftan ülkemizde karayollarının gelişmesi esnasında önemli görülen yapıların proje ve inşa aşamaları da, ait oldukları dönemlerde özetlenmiştir. Bu kapsamda 1. ve 2. Boğaz Köprüleri ve Çevre Yollan, TEM, TETEK gibi önemli projeler, ülkemizdeki önemli hatların başında gelen Ankara-İstanbul Yolunun gelişimi, GAP kapsamında yapılan çalışmalar, ülkemizi komşu ülkelere bağlayan uluslararası karayollarının gelişimi gibi konulara değinilmektedir. Yukarıda bahsedilen bilgilerin derlenmesinde, özellikle dönemin politikacıları ve Karayolları Genel Müdürlerinin konuşmalarından alıntılar yapılmış, ulaştırma konusundaki uzmanların görüşlerine yer verilmiştir. Ulaştırma politikaları hakkındaki yorumlar ve eleştiriler tamamen kaynaklara dayandırılmış, mesnetsiz iddialardan kaçınılmaya çalışılmıştır. Karayolu ulaşımındaki gelişmeleri özetlemesi açısından, hazırlanan çalışmanın her safhasında istatistiki bilgilerden ve tablolardan faydalanılmıştır. Ayrıca karayolları sektöründe ülkemizde meydana gelen gelişmeler, diğer ülkeler, özellikle de batı ülkeleri ile karşılaştırılmıştır. xı

Özet (Çeviri)

development of highways and highway politics in turkiye SUMMARY This study is about the development of the highways in Turkiye since the founding of The General Directorate of Highways. The political line of transportation is also included in the study. Definitely, it is possible to prepare fall of books about this subject. In the other hand, the developments of highways in Turkiye was summarized in this study. In the introduction part, the development of the highways in Anatolia, and the organizations and laws about the roads in the first years of the Republic are summarized until the founding of The General Directorate of Highways. The main duties of The General Directorate of Highways is also explained in this part. The development of the highway network is presented by 10 years period in the study. The development of length and surface types of state and provincial roads, circilulation and transportation on the roads, comparison of transportation modes are included in this periods. The highway politics, especially motorway politics between 1980 and 1990 are also mentioned. In the other hand, important subjects are summarized like the First and Second Bosphorus Bridges and Ring Ways, TEM, TETEK, development of the Ankara-İstanbul Highway, GAP, and international projects. It is benefited from speechs of politicians, statistics, and explanations of transportation experts to gather these informations. The developments in Turkiye are compared with other countries' s in the study. Anatolia where in many civilizations develepod has been a bridge between the trade centers. There are still ancient roads and caravansarays belong the Roman and Selçuk ages in many places of Anatolia. In the Ottoman conquest ages, many bridges and culverts have been consructed on the tracks of army. This roads have lost its importance, after the maritime trade was safer. In this period of time, roads around the cities and between the cities and rural areas have developed instead of the roads pass over all country. After the Independence War, the low density population had been living in closed areas because of natural roughness. So, there was a closed economic system. xnThe population had been consuming products that they have produced themselves. They could not have sold their products in other regions because of the lack of roads. The Republic of Türkiye has taken over total 18 335 km roads, as 13 885 km ruined roads and 4450 km earth road, from the Empire. Limited sources, personnel, and machinery have prevented the consruction of roads and caused a low development on highway transportation in this period of time. The defence and economic politics of the age required railroads that the most advanced transportation technology of the age. So, consruction of railroads has been considered more important. Until the end of 1947's, highway did not develop due to the lack of source, crises in the world'a economy, and The Second World War. The length of highways is 43 500 km at the beginning of the comtemporary highway tranportation. The construction of highways has become mechanized by the technique and economic help of US goverment at that time. So, The General Directorate of Highways was established in 1950. After the founding of a highway organization, the conruction and improvment of roads developed rapidly. The length and surface types of road network in Türkiye between 1950-1990 are shown in table 1. So, the development has provided to reach everywhere of the country. Easy tranportation between the regions has started social and economic activity. Transportation of products has caused growing in the trade. First purpose of the highway transportation politics is to provide health and education services all over the country. So, between 1950 and 1970, the main politics are to provide the transportation on roads in every seasons. Highway have also assisted in the agriculture, tourism, and stockbreeding. Table 1 Surface types of road network in Türkiye. XlllThe highways and traffic affect each other. When you construct the road, the traffic increases, so the economy develops. When the traffic increase, new roads needed. The development of roads has respected this rule in Türkiye. The highway politics was to develop the physical and geometrical level respect to traffic demand. So, the road network that is 60 000 km in length was developed step by step. In 1960's, the increasing of traffic has caused the lack of capacity on many roads. So, expressways were required especially around the big cities. They were also required to answer to high ratio of heavy traffic. Naturally,developments needed new financial sources. Table 2 Number of vehicles circulating on state and provincial roads (S: State roads, P: Provencial roads, T: Total) (thousand). When the automobile industry was established in Türkiye, the highway politics began to change respect to developments in 1970's. Motorways and expressways have become more economic around the big cities because of the traffic jam. This xivkind of roads have required new technologies and financial resources. Bosphorus Bridge and Istanbul Ring Road, İstanbul-Gebze Expressway are first examples of the new highway transportation politics. Number of vehicles circulating on state and provincial roads are shown in table 2 and development of circulation and transportation on state and provincial roads are shown in table 3. Table 3 Development of circulation and transportation on state and provincial roads (million). Motorways have control of access. They can pass big traffic volumes and provide comfortable travel by their high phiysical and geometrical standarts. Operation expenses and traffic accidents are low on the motorways. In 1980's, it was planned a motorway network in the long term. Gebze-İzmit and Tarsus-Pozanti motorways, Kapikule-Edirne motorway were put into operation in 1984 and 1987. The General Directorate of Highways has also put in action international projects like TEM. In 1990's, the construction of motorways has gone on. Nowadays, length of the motorways is aproximately 1514 km. It will be 1700 km in length and there are important projects like new bridges over the Straits and the İzmit Gulf. Definitely, the developing countries are in need to high standard highways; this type of roads is very expensive to construct. To construct such highways are to cut off a big percentage of public works butget. Therefore, before accepting a decision concerning high standart highways in the developing cauntries, the engineer should be very careful in trying to see whether or not it is worthwhile to undertake the proposed project. Also limited financial resources of the country has to be used carefully and invested on the best project which gives maximum benefit. The investment must have a shore and be effective on then development of the country. xvSo, motorway politics have been criticized because of the expensive investments. Many experts have claimed that limited resources are being used in the wrong. There is not a practiced main master plan about the highways. This causes out of balance among the transportation modes. Model structure of domestic transportation in Türkiye as in 1995 are shown in table 4. Table 4 Model structure of domestic transportation in Türkiye as in 1995. At the end of the study, it is presented comletely what the main principles of the transportation politics should be. So The Transportation Minister presents our transportation politics in 2000 's, as: -To increase the productivity in the sector, to use the present capacity productively, to shift the domestic transportation to railroads, maritime and pipelines from highways. -To make a main transportation master plan that harmonius with social and economical developmet of the country. -To develop new control mechanisms and programs to make state enterprises into the private enterprise, suitable with transportation systems. -To realize necessary transportation substructure to develop the relations with the European Countries and The Independent Turkish Countries. xvi

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