Multimodal integration of intracity sea transport the case of İstanbul

Abstract

Maritime transport has significant potential in cities with wide coastlines or divided by canals. This type of transportation is much better than wheeled transportation in terms of sustainable urbanism, because it produces low carbon emissions per passenger (it is environmentally friendly), has low operating costs, does not occupy space on the roads where traffic flows (hence low consumpton of land), and requires a minimum level of land in big cities where land is scarce and expensive. However, the biggest disadvantage of urban maritime transportation compared to wheeled vehicles is that it is made between two fixed points on the sea coast, and with this feature, it almost always needs other vehicles from start to the arrival location. Therefore, increasing the use of the maritime route is only possible by optimizing the "integrated multimodal transport including sea voyage" (IMTISV) routes from an integrated perspective. Currently, 54% of the world's total population live in the cities. The world population is expected to grow to 3 billion in the next 40 years, of which 75% is expected to live in cities (UN, 2015). A significant part of the increasing urbanization is concentrated in megacities, Istanbul represents 18.5% of Turkey's population and approximately 1/3 (31%) of Turkey's total economic activity. According to UN 2020 data, Istanbul is ranked 14th among the 34 global megacities which have a population exceeding 10 million. Concerns about growth and longevity are a priority at top of mind as a result of the ongoing population growth in Istanbul and other megacities brought on by immigration and new births. With the participation of private vehicles, the traffic density is constantly increasing. Tomtom traffic index, which publishes worldwide traffic data, ranked Istanbul 5th among world cities with a traffic density of 59% in 2017. The said index published an estimation in 2017, estimating 26 minutes of lost time in the morning and 36 minutes in the evening, over a normally 30 minutes journey. According to the calculation, a person traveling in heavy traffic every day would experience 243 hours of traffic-related time wasted per year. The transportation problem of megacities cannot be solved by building new infrastructure for rubber tyred vehicles (road, bridges, etc) and providing more opportunities for motorized vehicles. Focusing on public transportation investments, increasing the share of rail systems and maritime transportation, and reducing the use of private motorized vehicles by making vehicles such as bicycles and scooters widespread ,the components of the solution that are most crucial at close range stand out. With the investments made in recent years, a partial improvement is seen in the 2019 data of the tomtom index compared to 2017. Annual traffic-related time loss decreased to 225 hours in 2019, and Istanbul fell from 5 to 9th place in two years, with an average traffic density of 55%. However, while this decrease in traffic increased the share of rail systems, the share of maritime transportation did not increase. To complement the analysis of IMTISV routes, it seems to be a meaningful method to analyze the piers used in maritime transport and evaluate them in terms of accessibility and connectivity. In other terms, the larger the population reached from a pier in a reasonable time using other modes of transport, the stronger the "hinterland" of that pier. In this study, the integration level of maritime transport services in Istanbul with other modes of transport will be examined and strategies for increasing the use of maritime transport will be proposed. When it comes to redeveloping a city in a way that is both environmentally friendly and forward-looking, one of the most difficult subsystems to tackle is transportation. Many people living in big cities use more than one mode of transportation. To operate the metropolitan transportation network in an efficient and environmentally friendly way, it is necessary to use many forms of public transportation during a single journey. Much of the attention in the field of intermodality research has been given to long-distance and private transport. According to the research's findings, a significant number of people often combine several modes of transportation. Combinations of various modes of transport are essential for the effectiveness of urban transport. Driving and using public transport are two essential aspects of multimodal travel. The combination of walking, cycling, and public transport is most common in urban areas, but in more rural and distant areas, driving is the norm. For our purposes, we want to better know how people travel on the Asian and European sides of Istanbul, and one way to do this is by researching the features that cause customers to choose sea transportation over Metrobus and Marmaray. 2,343 people participated in the "Marine Transportation Satisfaction Survey". In this period, a model was created by using the "frequency of use" item (dependent variable) in the questionnaire. The success of this method was assessed using a variety of questionnaires and evaluation techniques. The study provides insight into the opinions of multimodal users about intersections, as well as the reasons why they choose to travel in intermodal modes. Urban planning must include both user expectations and the travel patterns of different forms of transportation in order to guarantee the viability of an urban transportation system. Existing improvements are being made in Istanbul's water transportation system. A conventional watercraft is inadequate in every respect from start to finish. An integrated strategy for route optimization is required to meet the need to increase the efficiency of sea routes. We predict that as marine transportation links become better, water usage will rise. A few of the datasets utilized for this study are as follows: A total of 2343 sea carriers were inspected on 8 March 2020 before the outbreak of the coronavirus pandemic (Different surveys were conducted with City Lines, Private Motors, Metrobus, and Marmaray customers to compare their preferences and reasons for using certain modes of transportation). It is based on Multivariate Statistical Analysis, Multiterm Logistic Regression, and Discriminant Analysis models. These models use both K-fold and an exclusion criterion to determine which features are valid in the regression model and which features are valid in the discriminant technique. Multivariate Statistical Analysis also relies on Multinomial Logistic Regression and Discriminatory Analysis models. In order to assess MLR characteristics, a p-value larger than 0.05 was recommended by the Hosmer-Lemeshow test criterion. After assessing the satisfaction of citizens as described, we will also use the intensity of connectivity options as a parameter to assess customer preference data. As per the illustration below, 3 sets of data will be used.