Boğaz Köprüsü gişelerinde kuyruklanmanın incelenmesi
The Examination of the toll booths of Bosphours Bridge and the hazardous communications system of freeways
- Tez No: 21791
- Danışmanlar: PROF. DR. ERGUN GEDİZLİOĞLU
- Tez Türü: Yüksek Lisans
- Konular: Ulaşım, Transportation
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1992
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 55
Özet
ÖZET Çalışma kapsamında İstanbul Boğaziçi Köprüsü gişelerinde hizmet süreleri ve kuyruklanma ayrıntılı olarak araştırılmıştır. İstanbul Boğaziçi köprüsünde araç gelişleri hafta içi günlerde araç gelişleri en yüksek değere ulaşmaktadır. Pik saatler olarak adlandırılan 17.00-19.00 saatleri arasında köprü oluşmaktadır. Gişe önlerinde oluşan kuyruklar araçların zaman kaybetmesine ve usun süre beklemelere neden olmaktadır. Bu nedenle kuyruk kavramına model olarak İstanbul Boğaziçi Köprüsü örnek alınmıştı r. Boğaziçi Köprüsünde yapılan gözlemlerde amaç, gişelerde çeşitli sınıflara ayrılan araçlara verilen hizmet sürelerini ölçme ve araç tiplerinin (hafif araçlar, ağır araçlar) kuyruklanmaya etkisi gözlenmiştir. Çalışmalar üç farklı günde pik saatlerde 25'er dakikalık zaman aralıklarında tüm gişelerde yapılmıştır. Çalışmalar sonucu elde edilen bilgiler tablolar halinde hazırlanıp irdelenmiştir. Ayrıca aynı saatlerde geçen tüm taşıt ve sınıflarını belirlemek için Köprü Başmühendisliği 'nden elde edilen bilgisayar çıktılarından faydalanılmıştır. Bilgisayar çıktılarına bağlı olarak hesaplanan 1 er saatlik araç geçişleri, gözlemler sonucu elde edilen araç geçişleri ile hizmet süreleri açısından karşılaştırılmış ve sonuçlar tablolar ve grafikler halinde verilmiştir. Sonuç olarak, arazi çalışmaları, literatürden elde edilen bilgiler ve bilgisayar çıktılarının değerlendirilmesi ile elde edilen bilgiler Boğaziçi Köprüsü'ndeki kuyruklanmanın kesin çözümünü değil, her durumda seçilebilecek çözüm alternatiflerini vermek amacıyla hazırlanmıştır.
Özet (Çeviri)
SUMMARY THE EXAMINATION OF THE TOLL BOOTHS OF BOSPHOURS BRIDGE AND THE HAZARDOUS COMMUNICATIONS SYSTEM OF FREEWAYS The Bosphorus Bridge is a uninterrupted transporta tion link between Europe and Asia on the wayto Anatolia and Middle East. The Bosphorus Bridge has been operating since 1973 There are three lanes in each di Taction. A twenty kilometers long peripherial road has a freeway characteristics, connets the international E-5 expressway parts on Europe and Asian sides through the bridge. The transit traffic can pass through this peripherial road and the bridge without Joining daily city traffic. But today since traffic jam during most of a day, vehicles are seriously being delayed. However the maxi mum traffic flow rates that are being noted on the toll- booths are not as high as the expected capacity of the same quality of highway. Acording to the feasibility studies of Istanbul Bosphorus Bridge, the traffic flow would be cangested on approaches of bridge during early nineties. But the first traffic congestion had been noted late seventies. Since early eighties a heavily congested traffic flows are usual during peak periods. The peak periods which were shorter than two hours in each direction at the begining are extended to three or four hours long or sometimes longer. Besides these, very long congested periods, at an unpredictible time can be faced in any direction on the peripherial road. The common belief was that the toll booths of Bosphorus Bridge were the reasan for congestion on the bridge and approaches.As an instance of this bridge autharity added four more booths to eleven tollbooths in 19S5. But the lenght of queues would be the same as before. Because of the congested flows on approaches to ramps this was an expected result. The two sections of peripherial road where the vehicles are queued up regularly, are Beşiktaş and Beylerbeyi on ramps. Beşiktaş on ramp into east bound is only five hunder- ed meters away from Bosphorus Bridge where is one of the narrowest part of peripherial road. Beylerbeyi on ramp into west bound is less than a hundered meters away from east leg of the Bosphorus Bridge and only four hundered meters ahead from two Altunisade on ramps. So these on ramps creat queues Just in front of the bridqe. It has been thought that the reason of the bunging is the vehicle accumulation aiming to pay which occures in front of the tall gates toward the (bridge) deck. As a matter of fact this thought has become prepon derated so that the toll gate which sattled down on the far fight side conselled. Instead of it, Using the same lane, other additional tall gates have been built a bit further at the end of the lane. Before those additional toll gates have been installed, the effect of the vehicle accumulation in front of the toll gates have been in quired by a thesis whether it causes to be lining up on the briedge or not. This sircular has been comprising the datas and informations which are provided by this investigation which are used to compare the queue theory to the estimation of queue specification and to confront them with the observation result. The traffic accumulation which occures in front of the toll gates in the Istanbul Bosphorus Bridge has been extanding towards the bridge deck during the peak hours in the evening. This situation is going to hinder the (Reti oanali sation ) effiency of the bridge and the toll gates. Thus segarding this possibility, more toll gates were added to the existing ones. ViIn this sircular the datas related to the lining up which occures in front of the toll gates and toll gate capacities. Which are provided by the computer autprints and personal observations have been evaluated by using gueue theory. The conclusions that are provided from diffirent the oretical relations and observed lining up have been confronted. During the fieldwork vehicles are chiefly classified according to their tonnage and the way of their taking service. In this way; 1- Cars 2- Motorbikes, 3- Pick-up, Minibus, 4- Small Buses, B- Big Buses, 6- Trailers with 3-7 axles, 7- Public Buses, 8- Trucks, At the Bosphorus Bridge, the work of time-keeping of lining-up and services are being done and controlled, especially by the computers and chosing of the ticket- windows is optional, depending on the traffic flow. The work of time-keeping of lining-up is by the collection of computer measurements and the observation made at the ti cket-wi ndows. The statistics taken from the computers re wholly approximate figures. During the measurement works done at the field the below peculiarities were respectively tried to be determi ned; - The period of staying of cars at the ticket-offices (service-ti me ) - The line caused by vehicles taking service - The effect of the weather to the traffic flow In order to minimize the possibility of making mistakes in the measurement of service time, service time of one of the two consecutive cars in the queue was measured and the one in the back wasn't. viiThe works were done at ten IB t i cket-wi ndows of the Bosphorus Bridge, spending 26 minutes at each of them. The working days are; a) 8 'of April 1991 - cloudy and rainy b> 22n of April 1991 - cloudy and unrainy c) 24 of April 1991 - uncloudy By the datas taken from the computers of Bosphorus Bridge, the rush-hours were determined as the periods 17.00-19.00 and the works were done during this time of the day. The results of field-work were put into the diagrams and the service time was calculated. In the first chapter,“Theory of Queue”is explained with details and the service-time is examined. The observations on the queues of toll booths Just before adding the new four booths. Service time on the booths, traffic volumes and the length of queues were observed. At the same time computer prints auts of those booths were analysed. During evening peak hours that is in between 5.00-7.00 PM. observation carried out April 1991. The average observed volumes was 6622 vehiclesper hour from bridge to booths on east bound. The average traffic volume which is obtained from the computer print auts for evening peak periods of July 1991 was 6600 v. p. h. If it is considered that one of the three lanes of west bound flow is used the fourth lane of east bound flow as a contra-flow lane, an average traffic volume of a lane will be 1500-1800 vph per lane. It is apperent that the average volume of lane is less than the capacity of this quality of freeway. During peak periods as usual the queues are formed both on the freeway and on the ramp approach Just behind the on ramp. Because of the dense stream is also less than capacity. So the demand or the volume of freeway down stream is also less than capacity. xxFinally, the datas taken from the computers and satistics of the field-work were compared. In conclusion, the way of traffic flow and the avarage comings have not dramatically changed since the begining of 1980 s which is the time congestion started on the bridge and the passing of the same service-time are obtai ned. x
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