Bakırköy bölgesinde ulaşım sistemlerinin incelenmesi

Abstract

Bu çalışmada son yıllarda büyük gelişme gösteren ve İstanbul'un en büyük ilçelerinden biri olan Bakırköy'ün ulaşım yapısı, ulaştırma sistemlerinin bugünkü durumu, gelecekte ortaya çıkabilecek arazi kullanımı, ulaşım talebi, ulaşım arzı ilişkileri sistemler yaklaşımı ile incelenmiştir. Çalışma dört bölüm ve bir ekten oluşmaktadır. Çalışmanın birinci bölümünde problemin tanımı yapılmış ve diğer ilçeler arasındaki yeri ortaya konmuştur. ikinci bölümü oluşturan mevcut durumun incelenmesinde; 1988 yılında Temel Mühendislik tarafından yapılmış olan bölgeleme Csoning) göz önüne alınarak, bölgenin arazi kullanım yapısı ve sosyo-ekonomi k parametreleri ortaya konmuştur. Ulaştırma türleri aşamasında bölgenin ulaşım altyapısı belirtilerek, çeşitli kuruluşlar ve /veya kişiler tarafından yapılmış olan çalışmalardan elde edilmiş türel dağılım oranları verilerek, bu bilgilerin ışığı altında mevcut durum için bir değerlendirme yapılmıştır. Üçüncü bölümde bölgenin gelecekteki ulaşım yapısı incelenmiştir. Burada, ulaştırma politikaları ve bölgenin gelecekteki sosyo-ekonomik yapısı ortaya konmuştur. Bölgenin gelecekteki ulaşım talebi için, 1985 yılında Temel Mühendislik tarafından hasırlanan yolculuk matrisi bas alınarak, Furness Algoritması 'nı kullanan, nüfus, istihdam, hareketlilik oranları ve 1985 yılı sektörler arası yolculuk matrisinden yararlanılarak elde edilen yeni yolculuk matrisleri ve bilgisayar programı listesi EK'te sunulmuştur. Bu bölümde, son olarak, bölgenin gelecekteki ulaşım yapısı için bir değerlendirme yapılmıştır. Çalışmadan elde edilen sunuşlar ve bölgenin ulaştırma sistemlerine ilişkin öneriler son bölümde verilmiştir.

Modern society needs freedom to travel wherever and whenever it is desired. This freedom has been provided primarily by a number of transport modes. In developing countries, the increase in private mobility and industrialisation generated more and more traffic on highways, which created such problems as over- congest i on and pollution. Istanbul, the country's largest city with a population of 7.5 million in 1990, has been experiencing transportation problems. The population of the Istanbul Metropolitan Area increased from 1 million in 1950 to 7.5 million in 1990. In 1987, the Greater Master Plan Bureu estimated that 7.1 million people would live in the Istanbul Metropolitan Area by 1995, but this estimation has already been exceeded by 1990. This rapid growth in population has caused severe social and economical problems. The transportation system in the city has been unable to keep pace with the rapid growth in population andchanges in the urban structure in the Istanbul Metropolitan Area. High level of congestion is a visible characteristic of the transportation network. As estimated in a feasibility study by IRTC 1985 daily per capita travel is 1.14 trips per person per day. Car registration increased from less than 50,000 in 1970 to 750,000 in 1990. Less than 10 percent of the households own an automobile, resulting in a car ownership rate of about 50 automobiles per 1,000 population in 1987. ?İİİ As for the public transport systems, 4-5 million daily trips are made in Istanbul with over 1 million transit vehicles. In this study, the transportation systems of Bakırköy district, which is the most populated municipality district with the second largest land area of metropolitan Istanbul, is examined. The work consists of four main chapters and one appendix. In the first chapter, the problem is defined and the scope of the study is explained. In Table 1.1. the population and density of Bakırköy district and Metropolitan Istanbul are given for 1975, 1980, 1985 and 1990. In the second chapter, the socio-economic and demographic characteristics (activity system)of the region are given and existing transportation systems in the region are described in detail. Among the main characteristics of the activity system and the transportation system are land-use pattern, population, employment, income distribution and traffic flows by modes on the transportation network, car ownership and trip rates. As can be seen in the land-use map of Metropolitan Istanbul in 1990, some industrial areas have been moved to Ferhatpaşa in Bakırköy district. Although an open area was planned in the north-east of Küçük Çekmece lake in 1985, it is known that this area has been used as a residental area today (Halkalı Toplu Konut Alanı, see Figure 2. 1. ). On the other hand, since the area between E5 Highway and Trans European North-South Motorway (TEM) was not adequate for the industrial sites, some industrial sites moved to the north along the TEM motorway. Traffic zones and sectors used in the Urban Master Transport Study for Metropolitan Istanbul carried out by Temel Mühendislik are used in this study (Figure 2.2. >. The growth rate of the population in the district is considerable. The percentage of the total population ix lived in the district increased from 3.9 % in 1950 to 24 % in 1990. The study area (Bakırköy district) covers four traffic sectors, sector 11, 12, 13 and 14. Employment ratio is defined as the number of employment per capita. In 1985, Bakırköy district captured 14.9 % of the total employment in Istanbul with an employment ratio of 25 %. In other words, one third of the Bakırköy's population have employment. The new industry and trade areas, which are planned mainly in Atışalanı, Mahmutbey and İkitelli, are likely to increase their economical importance in the district. According to the 1990 General Population Census, there are 417,861 employers in Bakırköy district. This accounts for 16.1 % of Istanbul's total employment. The income distribution of the population in Bakırköy is also taken into consideration (see, Table 2.5 and 2.6). Transportation systems are considered in two groups existing transportation network and existing public transit systems (municipality buses, blue buses, minibuses, regional railway system and LET). In the existing network, major highway routes in the district, commuter railway and LET system (Light Eail Transit System) are shown. Then, routes and operating characteristics of the minibuses are given. 0/D matrices for 1990 are calculated on the basis of the 0/D trips given in Urban Transport Master Study by Temel Mühendislik AŞ. for 1985. The algorithm developed by Furness is used to obtain 0/D trips in 1990 from trips in 1985. Trips by pirivate cars and public transport are calculated seperately and given in Tables 5, 6, 7 and 8 in Appendix. In the third chapter, first, future transportation systems of the district are examined for the period between 1990 and 2005. The land-use planning and transport policies by Istanbul Metropolitan Municipality are expressed and then the future socio-economic structure of the region is given as explained in Chapter 2. Then, future transport demand is estimated. The modal split and traffic assignment for Bakıröy district are made by considering the future traffic demand, and are shown in Table 3.8. In the fourth chapter, conclusions obtained from the study are given and some policy recommendations are made on the basis of the estimated transport demand. The conclusions obtained from the study can be summarized as follows : - The estimated population and employment shares of Bakırköy district in 200B show that future transportation demand of the district will be considerable. - The sector 11 will have the greatest population and employment shares of the district, therefore the sector 11 's transport demand should be given the highest priori ty. - Sector 12 has the extensive private car using according to other sectors in the district due to the fact that the south side of the ES -Highway has the highest level of income distribution of the district. - Most part of the trip generation to the outside of the district and the trip attraction to the inside of the district consist of the Eminönü district and Eyüp+Z. Burnu district. It is clear that, ES-Highway and Sahil road which supply the connections to the districts in the region will not meet the demands for 2005 and also the trip actions in the region (total 1,071,477 trips, see Appendix, Table 8) will cause a problem with the existing infrastructure system. Therefore, having a grid system in the region which covers the Bakı rköy-K. Çekmece districts cause that the travel demand will be high level in both inside and outside of the region. Today, in the district which supplies the connections to the centre and also other sectors through mostly the E5-Highway, it is obvious that internal axes which are parallel to the E5 -High way will share the traffic loading in the east-west direction. The actions in the north-south directions will have compensated with the Sef aköy-Halkalı-t k i tell i, Şi rinevler-Mahmutbey-t ki telli, Bakırköy-Haznedar-Bağcılar Xİ and Bakı rköy-Hasnedar-Atı şal anı axes. - It will be convinient to abondon the minibuses in the heavy loading directions» to use the minibuses as a feeder system and to have a big capacity buses in the interval corridors instead of minibuses. - Sea buses which are operated between Bakırköy-Bostancı should be only considered as an alternative for private car using. - LET route which is planned to be extented from the Otogar to the Çobançeşme in E5 -High way will not meet the travel demands of the region in the future. Some part of trips will be done on the LET route through the municipality buses and minibuses on the E5-Highway side in the north direction. In the modal split specified for district (see, Table 3.8), approximately %LB of the LET which has a share of 5Ö0 will be done by the LET system along the E5-Highway (740,000 trips per day). Therefore, light rail transit system will not be sufficient in ES-Highway corridor for the next century. Because of not having a rail transit system potantial of the districts nearest to E5-Highway in the north direction and not having a meaning to transport the passangers from north to south, it should given importance in the Bağcılar and Atı şal anı -Halkalı corridors where are the necessity for the LET demands.