İkinci boğaz köprüsü ve demiryolu tüp tünel geçişi

Abstract

Bu çalışmada Boğaziçi I. çevreyolu, Fatih Sultan Mehmet köprüsü ve ikinci çevreyolu ile BoQaz demiryolu tüp tünel geçişi incelenmiştir. Çalışma on bölümden oluşmaktadır. Birinci bölümde, üç alternatifin güzergahları ve istanbul'un ulaşım durumu incelenmiştir. ikinci bölümde alternatifler tanıtılmıştır. içüncü bölümde, her üç elternatif için T. i. G. ' ler hesaplanmşt ir. T. i. G. * ler hesaplanırken KGM' nin ekonomik etüd tabloları kullanılmıştır. Dördüncü bölümde, yolcu zaman deg"eri 1990 yılı için kişi başına milli gelir gözönüne alınarak hesaplanmıştır. Beşinci bölümde, Botjaz geçişinde yükün zaman degeri hesaplanmıştır. Altıncı bölümde, İstanbul için ortalama kaza maliyeti bulunduktan sonra üç alternatif için toplam kaza gideri hesaplanmıştır. Yedinci bölümde, otoyolların işletme ve bakım maliyetleri bulunmuştur. Sekizinci bölümde, TCDD'nin işletme ve bakım maliyetleri her alternatif için ayrı, ayrı incelenmiştir. Dokuzuncu bölümde, alternatiflerde şehir hatlarının işletme ve bakım maliyetleri bulunmuştur. Onuncu bölümde, elde edilen sonuçlar ekonomik açıklar incelenmiştir, incelemede net bugünkü deljer, iç verimlilik oranı ve fayda/maliyet yöntemleri kullanılmıştır.

Istanbul is a bridge between Asia and Europe. For over 130O years- the principal ' ;tPadr " between route Europe and Asia has passed from Istanbul. Istanbul is also important city for transport from Europe and Middle East. Because of this reason the infrastructure transportation of Istanbul is important for international trade. The municipal population of Istanbul was 1,116,477 in 1950. It was increased more than three times and it reached 6,900,000 in 1990. It will be projected 11,750,000 in 2010. The population of Istanbul will be 11.4 % of national population in 1900. Crossing the Bosporus of Istanbul is a big problem today. 67 rt of population is living in Tracian peninsulan and 33 % is in Anatolian peninsulan. Today, the Bosporus is passed by ferries and highway. The Bosporus Bridge was built in 1973 and it effected the ferry system. For example, before the openning of first bridge about 5 million vehicles were carried by vehicle ferries;but after thene 750 000 vehicle was carried. VII In this study, three alternatives are examined for crossing the Bosporus. The base alternative is the First Bridge and first peripheral motorway. The second alternative is Fatih Sultan Mehmet Bridge and 2th peripheral motorway. The third alternative is the Bosporus railway tupe tunnel crossing. The first alternative starts from London Road and it finishes on Ankara Road. The lenght of the Alternative is: 24 kmv ??'-'-? The second alternative starts from Mahmutbey and finishes Kozyatag*i. The lenght of alternative is nearly 52 km. This alternative includes Fatih Sultan Mehmet Bridge. The third alternative is the Bosporus railway tupe tunnel crossing and it will build under the Bosporus. It will connect Üsküdar to Yenikapi. It will be 11 km. These two alternatives will be built in 5 years. The costruction of the second alternative cost is 1,120,500,745,340 tl. The third alternative cost is 2, 171, 648, 610, 000 tl. This study has ten section. In the second section alternative projects are studied, and detailed explanation of these are given properly. VIII Vehicle operating cost are calculated in third section. For this calculation KGM's economic tables are used. Vehicle operating cost are calculated for car, bus, track and TIR. Vehicle operating cost composed of fuel oil, tires, raaintance and depreciation. In the first bridge situation, vehicle average speeds are different in peak hours and non-peak hours. These are respectively 24 km/h and 56 km/h in 1990. In 201 0, peak hours average speed decrease to 12: km~/h, and non-peak hours average speeds to 24 km/h. In 1990, 50,910,140 vehicles used the First bridge. Trafic volume will be 74,366,000 vehicles in 2010. In the two bridge situation, total trafic demand for the Bosporus crossing is 64 million in 1990 and it will be 104,300,000 vehicles annually in 2010. Passanger time value is shown in the fourth section. As time value, Gross National Income Per capita of Turkey in the year 1990 has been taken into account. Thus, financal value of one hour period tl 3730. Load time value is calculated in the fifth section. Financial value of load for one hour is TL 4, 970. Occident cost is examined in the sixth section. In 1990, average accident cost for Istanbul is 8,647,524 TL. Total accident cost is 623 * vehicle account in the First alternative at the second alternative this value is 1350 * vehicle account. Motorway operating cost is calculated in the seventh section. For all alternatives, motorway operating cost per vehicle - km is 0,90 TL in 1990. Railway operating cost is calculated in the eighth section. The train operating cost per passenger-km is 55 TL in 1990. 82,125,000 passangers travel by train in 1990. This value will be 177,710,000 passangers in 2010. Nearly 258 million passangers will travel by train in the Tunnel Crossing alternative. Ferry system is examined in nineth section. Operation cost per passanger is 906 TL in 1990. Totally 127,595,000 passangers traveled by ferry in the one bridge situation in 1990. It will be reach 188,494,000 passangers in 2010. fit the two bridge situation, totally 161,145,000 passangers use the ferry system. 2,160,000 passangers will use ferry system at third alternative in 1990. In 2010, it will reach 5,269,000 passangers. fill projects are analysed in tenth section. Three method are used for the analysis. These are net present value method, internal rate of return method and benefit/cost method. For 10 % discounted rate, rate of return for the two bridge situation is 9.05 %, for the tunnel crossing it being 20.23 %. fit the Benefit/cost analysis, at the two bridge situation benefit/cost is 3, SI and the tunnel crossing situation it is 8,38. fit the net present net value analysis, at the two bridge situation NPV is 5,270,276,241,919 TL and at the tunnel crossing it is 12,172,285,747,199 TL. Thus, according to the all three analysis methods Bosporus tupe tunnel crossing alternative is fully feasible, respectively to Fatih Sultan Mehmet Bridge and second peripheral motorway alternative.