Metropoliten alanlarda kentiçi ulaşım yönetimi İstanbul örneği
The Innercity transportation management in metropolitan areas İstanbul as a sample
- Tez No: 66574
- Danışmanlar: PROF. DR. YÜCEL ÜNAL
- Tez Türü: Yüksek Lisans
- Konular: Şehircilik ve Bölge Planlama, Urban and Regional Planning
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1997
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Şehir ve Bölge Planlama Ana Bilim Dalı
- Bilim Dalı: Bölge Planlama Bilim Dalı
- Sayfa Sayısı: 145
Özet
ÖZET Ulaşım tüm insanlar için, vazgeçilemeyecek bir işlevdir ve kendiliğinden oluşan bir olgu olmayıp, yerleşim alanlarındaki fonksiyonlardan dolayı ortaya çıkan, büyük küçük tüm insanları gün boyu etkileyen bir faktördür. Özellikle büyükşehirlerde ulaşım, çeşitli alternatiflerin birleşmesiyle meydana gelen karışık sistemleri ile insanların günlük yaşantısını etkileyen en önemli sorunlardan birisidir. Bu çalışmada 20. yüzyıl kentlerinin en önemli sorunu olan ulaşım konusu ele alınmıştır. İstanbul uzun tarihi geçmişi, dokusu ve coğrafyasıyla kendine has bir dünya şehridir. Şehrin diğer bir özelliği ise farklı kültür topluluklarının uzun yıllar birarada yaşamış ve kültürlerini şehrin sokaklarına yansıtmış olmalarıdır. İstanbul'da kentiçi ulaşım tüm bu faktörlerden yüzyıllar boyu etkilenmiş ve sonuçta mevcut kar maşık ulaşım sistemi ortaya çıkmıştır. Bu çalışma altı bölümden oluşmaktadır. Giriş bölümünde bu çalışmanın yapılış sebepleri üzerinde durulmuştur. Birinci bölümde ulaşımın tarifi yapılmış, tarih boyunca yol-plan ilişkisi ve dünyada diğer ülkelerdeki yerleşmelerde, ulaşım ve taşıma konusu çerçevesinde hangi evrelerden geçtiği, taşıma araçlarında ne şekilde bir gelişme olduğu anlatılmıştır. İstanbul'un tarihsel geçmişiyle birlikte, ulaşımının ne şekilde planlandığı ve sisteminin nasıl olduğu, işletilen türlerin neler olduğu hakkındaki bilgiler ikinci bölümde yer almaktadır. İstanbul'da 1990larda ulaşımla ilgili yapılan çalışmalar anla tılmakta ve son dönemdeki yeni düzenlemeler hakkındaki araştırmalar verilmektedir. İstanbul'un ulaşım, sisteminde yönetim, işletme ve denetleme konularında yetki sahibi kamu kurum ve kuruluşlarının incelendiği bölüm üçüncüsüdür. Ayrıca işletici durumunda bulunan kurumların yetki sınırlarını, araç kapasitelerini ve sistemin içinde etkin oldukları payları ortaya çıkartarak, İstanbul'un ulaşım konusundaki karmaşık yapısının ve düzeninin akıllarda canlandırılması bu bölümde amaçlanmıştır. Dördüncü bölümde daha önceki bölümlerde açıklanan tüm kamu kurum ve kuruluşlarının ve özel işletme sahiplerinin birbirleriyle olan ilişkileri irdelenmekte ve özellikle yönetim konusunda çok başlı bir yapının olduğu gözler önüne serilmeye ça lışılmaktadır. Onyedi ayrı işleticisi olan İstanbul kentinin ulaşım sistemindeki çeliş kileri ve tesadüfen işleyen yapısı da anlatılmakta ve ciddi bir düzenleme yapılması gerektiği vurgulanmaktadır. Bu bölümde kısa bir şekilde Fransa (Paris) ve ABD'deki ulaşım yönetim yapısıyla ilgili ek bilgiler de verilmektedir. Ülke bazındaki değerlendirmelere beşinci bölümde yer verilmiş ve özellikle 1960'lardan sonra planlı döneme giren ülkemizde, ulaşım sisteminin ele alınan sorunları ve çözümleri araştırılmış ve Beş Yıllık Kalkınma Planlan bazında incelemeler yapılmıştır. Yerel boyutta bazı hedeflerin saptandığı görülmüştür. Ülke düzeyinde bir ulaşım yönetim yapısı kurulmasımn yanısıra yerel boyutta da yeniden düzenleme lerle ulaşım yönetimi konusuna yenilikler getirilmesi gerektiği ele alınmıştır. Son bölümde İstanbul örneğinden yola çıkılarak, ulaşım planlaması ile idare ve ulaşım sistemleri arasındaki varolan koordinasyon konusunda bir sonuca varılmış ve başarılı bir ulaşım sisteminin temelinin yönetimde eşgüdüm olması esasına dayanılarak önerilerde bulunulmuştur.
Özet (Çeviri)
THE INNERCITY TRANSPORTATION MANAGEMENT IN METROPOLITAN AREAS ISTANBUL AS A SAMPLE Transportation is an important factor in everyone's life. It provides oppor tunity of enjoying a wide range of creational and leisure activities as well as opening up a large number of employment options. Today the transportation services have provided the life support systems to cities, enabling the expansion of city boundaries. In the latter half of this century, providing these services are getting difficult by the urban growth and the rapid expansion of city boundaries. By the turn of the twenty-first century, people who are living in the rapidly growing metropolises want to move between homes, schools, jobs, retail shopping centers, and other points within metropolitan area. They will make three times more daily trips than they made in 1990's. Urban mass transportation means hiring the transportation facilities, that is operated either by private companies or by public. In either case, the passengers demand regularly scheduled services for different purpo ses. In metropolises, an increasing number of these trips will be in private automobi les, and this will add more to road congestion, air pollution and trafic accidents. The reasons for these are; inadequate infrastructure and public transport facilities, lack of far-sighted city planning and land use, but the most important reason is a lack of go od management of the public transportation system. By the light of these reasons, this study is concerned with examining both the influence of the transportation in the big cities, especially which are called met ropolises, and the coordination of the public transportation systems where Istanbul has been chosen as a sample for the detailed issues. Istanbul, as a city, has a long historical background and it has been established on a very strategical land of the co untry. It has been the capital city of two of the most powerful empires, the Roman Empire and the Ottoman Empire and these empires had big influences on the formati on of ancient city streets. This study consist of six chapters. In the first chapter, it has been given a definition of transportation. In general terms“Transportation is changing the place of people and goods economically as well as properly.”Also there is a good definition by the authors of the book“Urban Traffic”R.B. Mitchell and C. Rapkin that is“The daily movement of the people, goods and vehicles.”The chapter concerns the econo mic, social and political functions of transportation. The transportation is a kind of organizing force underlying all of the city activities. Much of the well-being of the citizens are dependent on the good-operating transit system. The historical background has been set out in terms of the relationship bet ween planning and transportation. The urban transportation and the urban land use planning are related together very closely. The growth, development and shaping of cities in their modern form is clo sely related to the availability of transportation. The transportation is as old as hu man civilization. Civilizations has been flourished in four important valleys of the XIworld; Egypt, India, China and Mesopotamia. All these valleys gave life to the fields and provide a good oppurtunity to carry goods and people between settlements. At 4000 B.C. one of the great inventions of the human history has taken place; the wheel. In ancient times before mechanical means of transportation, land travel was very difficult and slow with the wood wheels. But the wheel has given great oppurtunity to the citizens for transporting their goods. This invention has an effect on the cities to get larger and more populated. For example Rome was known to inhabit population of 1 250 000 people and there has been a real traffic congestion in that time, and thus the laws enacted by the Roman Empire, to restrict the use of the chariots in the city streets. On the other hand, rivers, lakes, streams and the oceans provided natural means of transportation to move the goods and passengers. Urban places located on water ways because they had the potential to grow by reaching other lands using the water ways. İstanbul had the same experience as most of the other ancient cities that are located on the water ways or on large lakes. However, nonwaterside locations also became attractive for modern urban locations, since railroads, highways, airplanes can move freight and passengers. With the industrial revolution came both the rapid growth of cities and the separation of home and work place. In the beginning of nineteenth century, the omnibuses and the railway transportation facilities had an impact on growing up today's modern big metropoli ses. Mass transportation finally came to the British capital in 1829, when an enterp rising coach builder named George Shillibeer introduced the first modern omnibus. Soon this vehicles crowded the streets of the great cities of the world, beginning with London and gaining popularity in Paris, New York and elsewhere during the 1830s. The streetcar as a mode of mass transportation was introduced, in New York City in November 1832. After that the cable car invented by Andrew Hallidie in 1869. The importance of downtown Chicago as the great business district and ma jor place of employment was actually made possible by the cable car. The cable car helped drawing city development out, because of its relati vely high speed potential according to the other vehicles In 1888, Frank J. Sprague introduced the electric streetcar and it was a re volution in urban public transportation. Within a few years the electric streetcar pla yed an important role in shaping the city it served. In the early days of the development of the modern cities, the ferryboat played a leading role in organization. As can be seen in Istanbul, a number of cities faced with natural water barriers, the ferry provided a means of crossing water barri ers quickly. Commuter railroads must be included in any discussion of urban mass transportation. In some places, the commuter or suburban railroad operations beca me very large in scope as cities expanded. Like the ferry, the commuter railroad pro vided to the ordinary persons of ordinary means the opportunity to find good housing than were available in the major city center. In some places the growth of a city and its population was so great that it became evident more than a century ago that some means of fast transportation utili zing other than the street surface was necessary. The British response was the 1863 opening of the Metropolitan Railway's steam-powered underground line in London from Farringdon Street in the city to Bishop's Roads, Paddington. xnRapid transit was feasible only where the population was very large and dense and where street crowding was so overwhelming that there was no choice but to move to some high-capacity, rapid means of public transportation. With the constructions of subways in many parts of the world in the 1920s, the first great age of public transportation came to an end. The major transportation force of the next 50 years was the private automobile. The developmental evoluati- ons of public transportation vehicles and the effect that the internal transportation of a city can have, on shaping of a growing urban area, has been told in this chapter. In the second chapter, the historical background of Istanbul's transportation systems and planning have been told throughly. The development of the transportati on systems have been explained with the same approach. The history of the transpor tation system has been examined from the Roman times, through Ottoman times till today. While studying the history, it was seen that Istanbul has faced with a lot of fi res and these has helped the new formation of the streets of the city. The areas that were ruined by the fires, had been the experimental areas for the new city planning regulations. The importance of the water transportation has been implied for istanbul. The first Ottoman Vessel Transportation Company was called Şirket-i Hayriye, which has been founded in 1851. The company begun with six steam ships which were operating at the Bosphourus between Üsküdar and Eminönü. The ships of Şir ket-i Hayriye had carried eight million passengers in 1884. By the year 1912 the passenger carrying capacity of the company has risen to eighteen million passengers. Also, the regulations about trasportation policy of Ottoman Empire's has been studied in this section. There is not a complete definition of the metropolitan area in the world lite rature, but“the area that has the settlements which have an urban density and contini- ous relations between themselves in daily life”can be a description of a metropolitan area. According to Blumenfeld this area has 500 000 population at least and the radi us of the area should be maximum 45 minutes' time in reach by the public transporta tion vehicles. The Istanbul Metropolitan Area has been defined in the third chapter. Then the local institutions and the governmental foundings about the innercity transit system of Istanbul has been introduced. The public foundations and the private orga nizations as taxis, dolmuş and the minibuses, that affect the public transportation of Istanbul, and the effects in the innercity transportation of these have, also, been the subjects of the third chapter. The governmental administrators about the urban trans portation system are also explained. The transportation management was partly owned by private organisations in recent Ottoman times. After Republic, this has been changed and all the transpor tation systems have been owned by public. Today ther are many institutions that are highly effective in transportation system of Istanbul. This institutions can be divided basicly in two major groups; Central and local. TCDD, TDİ, TCK are the central institutions. TCDD is responsible from the administration of the commuter rail ro ads. TCDD has 1.88 % share in all the transit system of the city with 52 locomobi les. TDİ is responsible from the naval transportation between the Bosphorous coasts, and manages City Lines Ship Administration which has 66 passenger ships and 28 ferries. The percentage of passengers carried by TDİ is 2.39. These foundings are dependant on the Ministry of Transportation. The TCK İs responsible from construc- xmting of the state roads, bridges (like Bophorous and Fatih Sultan Mehmet Bridges), maintenance and repair. General Police Department is responsible from organisation of traffic and motor vehicles. This institution gives the permission to the paratransit vehicles as dolmuş, minibus and etc. This department is connected with The Ministry of Internal Affairs. The Provincial Traffic Commissions are responsible from the organisation of the routes of the private public transit systems like dolmuş, minibuses and permis sion of the school service vehicles. The Greater Municipality of Istanbul has a number of public companies and foundations as Sea Bus Management (IDO), İETT, Ulaşım A.Ş., Transportation Coordination Center (UKOME) and etc. APK is responsible from the infrastructure of all transit systems, and UKOME is a commission that is responsible from the coor dination of all the public transportation system in Istanbul. İETT is the major bus administrator in Istanbul's public transportation system which has a fleet of 2400 buses and carry 22.52 % of all the passengers in the city. Subway connects Karaköy and Beyoğlu, it has 20 000 passenger carrying capa city per a day, sharing 0.23 % of all the system. Nostalgic electric railvay carries passengers between Taksim and Tünel along İstiklal Street with a total number of 10 000. İDO was founded in 1987 and operates the catamaran seabuses which are quite fast comparing to City Lines of TDİ. It has 16 catamaran ships, carrying 20 000 passengers daily and presents a more comfortable transportation service. Ulaşım A.Ş. is a company bounded to the Greater Municipality and opera tes the light rapid transit at the European Side of Istanbul, taking a share of 1.91 % daily. Ulaşım A.Ş. also operates the Comtemporary Cable Car (Çağdaş Tramvay), which has been added to the public transportation system of İstanbul in 1992 and it takes 1.80 % share of all the system. Taxis carry 7.04 % of all the passengers with the number of 17 500 cars of ficially and 2 000 cars unofficially. One of the privately operated public transportati on modal is dolmuş. These cars have the carrying capacity of 7-8 passenger at a time and have a share of 0.56 % in all the system. The other privately operated modes of Istanbul's transportation system is called minibus which carries 14-15 people per a trip. But at peak hours they carry up to 23-25 people per one trip (although it is forbidden to carry passenger standing, at peak hours the drivers of these vehicles did not obey this restrictions.) The share of minibuses in the system is 11.26 %. There is an other private organization in the transportation system, that car ries the people either between home and school or home and work by using the bu ses, minibuses, midibuses and cars, called service vehicles. The service vehicles ha ve an important role in İstanbul's innercity transportation, and shares 19.15 % of all the system with operating 25 700 vehicles. The last public organisation operated by privately is ÖHO This one is a different bus management that operates the privately owned buses in the same routes with İETT. Its share is 5.88 %, indeed. Between the two sides of Bosphorous and Golden Horn, 236 privately ow ned boats are operated by an organisation. This organisation is called Dolmuş Mo tors and they carry 50 000 passengers daily. It is the only private naval innercity xivtransportation organisation in the system. They also operate between the coast and the Princess Islands and also between the Islands. The transportation system planning, management and operating, and the coordinations of the organizations between themselves in the metropolitan areas, ha ve been discussed in the fourth chapter. It can be easily seen that there are too many organisations operating inde- pendantly from each other. There are more than one commission to coordinate the system, thus makes the system inevitable to cooperate with each other. The organi sation and the coordination between the foundings and institutions is a major prob lem in Istanbul. More over some of these organisations carry passengers on the same lines and instead of completing each other in the system, they compete. Many conflictions occur between the commission called UKOME and the Provincial Traffic Commission, because they have charged with the same duties and authorities and the division of responsibilities is left unclear. It is clear that with se venteen different types of innercity transportation modals, no logical solution can be made without a good public transit management and coordination system. In develo ped countries, it can not be seen more than four or five types of transportation in the innercity mass transit. A tragicomic event is that even governmental foundings and organisations have conflictions between each other. The politics is one big obstacle in public trans portation decision making. The transit managers deal with the conflicting laws and legislations. In Paris, there are two transportation authorities called“Office Regional De Transports Parisiennes”and“Regie Autonome Des Transports Parisiennes.”The two of them have been established in 1948. The first one is the decision making authority of all the public transportation systems and made up of a general committee and a consultative technical committee. This authority is responsible for the coordination of the transportation system, selecting the routes and the operator of the public transit system etc. It is rather a governmental committee, connected with the Ministry of Transportation. The Urban Mass Transportation Assistance (UMTA) is the metropolitan transportation authority in USA. After the formation of Department of Transportati on, UMTA has been established to examine the long-range projects. The responsibi lity of selecting aid recipients was given to UMTA. In our country, it is shown that there is a need of a local and a national pub lic transportation authorities. This chapter is followed by the approaches about the transportation system, planning and organizing“The Transportation Authority”in the aspect of The Development Plans in Türkiye in the next section. The seven Five Ye ar Development Plans are examined carefully and it is tried to get the details about the innercity transportation. The reasons of why UKOME can not coordinate the public transportation system effectively, are explained. The final chapter is a concluding chapter that brings together the discussed topics. The problems of the public transportation are defined and the suggestions about management organizing in the transportation systems have been set out in two levels; local and national. The foundations of local and national“Transportation Authority”has been suggested and implied that new regulations should be made. The goals, the missions xvand the responsiblities for these Transportation Authorities must be described clearly by the new regulations. This authority must decide on what types of equipment to operate, how large the route system should be and which modal options can serve on which lines. The local transportation authority must be the only decision making, co ordination administrative center for Istanbul Metropolitan Area. xvi
Benzer Tezler
- Kent içi ulaşım sistemlerinin değerlendirilmesi ve geliştirilmesi: Güngören-İstanbul örneği
Evaluation and development of urban transportation systems: The case of Güngören-İstanbul
CUMAALİ AKÇA
Yüksek Lisans
Türkçe
2018
UlaşımBahçeşehir ÜniversitesiKentsel Sistemler ve Ulaştırma Yönetimi Ana Bilim Dalı
YRD. DOÇ. DR. İREM ŞANAL ÖZYURT
- Sürdürülebilir kentleşme endeks modeli önerisi: İstanbul örneği
Sustainable urbanization index model proposal: The Istanbul case
CEM AYIK
Doktora
Türkçe
2019
Şehircilik ve Bölge Planlamaİstanbul Teknik ÜniversitesiŞehir ve Bölge Planlama Ana Bilim Dalı
DOÇ. DR. HATİCE AYATAÇ
DOÇ. DR. BEGÜM SERTYEŞİLIŞIK
- Metropollerde otobüs terminali alan seçimi: İstanbul örneği
The selection of bus terminal locations in metropololises: A sample of Istanbul
NEVİN TEMİZ
Yüksek Lisans
Türkçe
2010
Şehircilik ve Bölge PlanlamaBahçeşehir ÜniversitesiKentsel Sistemler ve Ulaştırma Yönetimi Ana Bilim Dalı
DOÇ. DR. MURAT ERGÜN
- Kent içi lojistik İstanbul için bir uygulama
Urban logistics an application for Istanbul
GÜLŞEN TESLİME AYDIN
Yüksek Lisans
Türkçe
2017
Ulaşımİstanbul Teknik Üniversitesiİnşaat Mühendisliği Ana Bilim Dalı
PROF. DR. ZÜBEYDE ÖZTÜRK
- Bus priority system in public transportation the case study for Topkapı-Aksaray busway transit in İstanbul
Toplutaşımada otobüs öncelikli sistemler İstanbul Topkapı-Aksaray otobüs yolu örnek çalışması
KEVSER KANTAR-ÜSTÜNDAĞ
Yüksek Lisans
İngilizce
1994
Şehircilik ve Bölge PlanlamaOrta Doğu Teknik ÜniversitesiŞehir Planlama Ana Bilim Dalı
PROF. DR. ALİ TÜREL