FBE- İnşaat Mühendisliği Lisansüstü Programı - Doktora
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Yazar "Alpkökin, Pelin" ile FBE- İnşaat Mühendisliği Lisansüstü Programı - Doktora'a göz atma
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ÖgePrivatization, liberalization and deregulation of Turkish state railways and frameworks for public-private partnerships(Fen Bilimleri Enstitüsü, 2020) Shakibaei, Shahin ; Alpkökin, Pelin ; 648187 ; İnşaat Mühendisliği Ana Bilim DalıIn modern societies and in the sense of a holistic view, political, social and economic sustainability deeply depends on the efficient transport systems. From the economic perspective, transport facilities extend markets, provide the capital and labor mobility, enhance the mass production, ensure price stability, create employment opportunities, challenge the monopolies, develop industries and agriculture, and increase national wealth. As for the social dimension, they facilitate the discovery of new lands and redound to the distribution of population, raise the living standards, encourage cultural and idea exchanges amongst the people from all corners of the world, enable people and authorities to manage the national disasters, and broaden the people's outlook. Politically, they maintain national unity, pave the way for integration, boost national independency, strengthen the national defense, and provide national wealth and income in the country. Transport facilities might be categorized in three major groups including: Land (rail, road and pipeline), air and water (shipping). Indubitably, during the last two centuries rail industry played the pioneering role in the freight and passenger transportation and it was unrivaled for almost a full century. It is no exaggeration to say that the industrialization and globalization process would hobble without rail networks. However, the Post-Second-World-War era was a turning point where highway overtook the rail and the gap began to experience an incessant expanse. However, emerging technologies in the rail sector such as high-speed rail services in some European and Far-Eastern countries triggered the revival of railways in later decades of 20th century. Eventually, due to some critical parameters such as environmental impacts, energy efficiency, safety issues, ability in the transportation of bulky and heavy goods, economic issues, larger capacity, etc. railways have to revive and the coming decades will provide a golden opportunity in realization of the mentioned goal. In Turkey, the history of railways dates back to the Ottoman age where most of the lines were constructed by the imperialist countries such as England, France and Germany. There is no doubt that all these countries were following their own goals in developing such facilities. However, after the proclamation of the republic in 1923, considerable steps were taken to nationalize the rail network in the country and develop new assets. Similar to the worldwide trend, rail sector experienced a serious retrogress after the Second World War in Turkey and it continued until the beginning of the new millennium. In early 2000s, Turkish government decided to prioritize the investments in transport facilities, particularly in the rail sector and in development of high-speed rail network. From a historical perspective, in Turkey and many other countries around the globe, all layers of the rail market including but not limited to the track construction, rolling stock provision, service operation and system maintenance were controlled by national monopolies. On one hand, the efficiency of such monopolistic power in the sector was questioned by authorities and researchers unanimously. On the other hand, economic crises and budget limitations acted as barriers in development of new rail lines. These obstacles persuaded the governments to be in search of effective alternatives to the traditional approaches. Within this context, a remarkable remedy was activation of private finance in provision of public infrastructures such as railways. Thus, the term "public-private partnership" (PPP) came into prominence in development of such facilities. In the Turkish rail sector, PPP approaches are mostly utilized in the framework of Greenfield and Brownfield projects. In the former one, private sector is responsible in the projection and construction phases, too. Build-Operate-Transfer (BOT) is the most common PPP tool in provision of transport facilities in Turkey. A remarkable number of transport facilities in the country has been actualized under BOT/PPP approaches. However, there is no such an application in the rail sector of Turkey to the date. As for the Brownfield approach, private sector is mostly responsible for the enhancement and better operation of the existing systems to make profit in return for the payment to the public entity. In provision of high-speed rail (HSR) network and new conventional lines in the country beside the improvement of the existing systems, both Greenfield and Brownfield approaches can be vastly used and a comprehensive evaluation and analysis of the process is required to reach successful outcomes. In Literature, there are numerous researches in favor and in opposition to the application of PPPs in infrastructure projects and in this thesis, it is targeted to make such a fair and comprehensive analysis. As is clear, railways are multi-disciplinary, multi-decision-making agents with conflicting interest groups. Rail PPPs involve three major interest groups including: public entity as the provider of the infrastructure, private firms as the rail service operators and passengers as the users. These groups follow some contradicting views. Passengers look for the services which are compatible with their budget and timing preferences. They naturally prefer to pay less for the service. On the other hand, private service operators tend to maximize their ticket prices to obtain highest possible level of revenues. Private firms also tend to pay less as Track Access Charge (TAC) to the public entity. However, public side tries to collect more TAC values from the private operators and it also urges the private firms to keep the prices in a limited level to make the passengers feel satisfied. Consequently, there are profound conflicts amongst the players of the system. Optimization methods and tools are very useful in evaluation of such environments. However, conventional optimization methods fail to satisfy the realism since they simplify the multi-agent and multi-objective environment to one in which all interest groups follow a unique system-wide objective. Indeed, in such settings in real world, each group pursue its own individualistic goals and tend to maximize its own benefit without regard to the thoughts of other players. At this point, a need for a more realistic optimization and simulation method is highly necessitated. "Game Theory" can provide such a philosophy and tool to evaluate the rail market liberalization in a realistic manner. Thus, in this thesis we have used game theory in two fields. In the first case, behavior modeling and conflict resolution is addressed by some simple 2×2 games entitled: "Prisoner Dilemma", "Chicken" and "Stag-Hunt" games. Afterwards, a liberalized rail line analysis is done using cooperative game with non-transferable utility approach. To actualize the simulation, "GoLang" programming language has been used in this thesis to evaluate the network inspired by the Istanbul-Ankara HSR. The data for passengers has been collected via conducting a stated preference (SP) survey at the Pendik station in Istanbul. Game theoretic behavioral analysis of the conflicting agents prove that the early understanding of the probable problems may avoid serious contradictions in the dynamic process of long-term rail PPPs. In addition, the results proposed by the model used in this thesis provide better resolutions for all interest groups by application of various time scheduling.