İstanbul servis araçları atıl kapasite araştırması
Idle capacity research of service vehicles in Istanbul
Yazar: AHMET YILDIRIM
Danışman: PROF. DR. HÜSEYİN MURAT ÇELİK
İstanbul Teknik Üniversitesi / Fen Bilimleri Enstitüsü / Şehir ve Bölge Planlama Ana Bilim Dalı / Şehir Planlama Bilim Dalı
Derece: Yüksek Lisans, 2018
Konu: Ulaşım = Transportation ; Şehircilik ve Bölge Planlama = Urban and Regional Planning

Özet:
İnsan yaşamının bir gereği ve sonucu olan ulaşım, büyüyen kentler ve nüfus artışı sonucu daha uzun mesafeli seyahat talebi ve yeni ulaşım türleri gerektirmiştir. Özellikle 18. yüzyıldan sonra yayılmaya ve sur dışındaki yerleşim yerleriyle daha güçlü bağlar kurmaya başlayan İstanbul'da kent içi ulaşım sistemine ihtiyaç duymuştur. 19. Yüzyıla gelindiğinde artan ticari aktiviteler ve yeni merkezlerin oluşması, kent içi ulaşımda karayolu yatırımlarını ve toplu taşımacılığı ortaya çıkarmıştır. Bu dönemden 20. Yüzyılın ortasına kadar kent içi ulaşımda tramvaylar ile ulaşım talebi karşılanmaya çalışılmıştır.
1950'lerde İstanbul ulaşımını etkileyecek radikal kararlar alınarak tramvaylar kaldırılmış, büyük bulvarlar açılarak daha ekonomik görünen troleybüsler ulaşım talebini karşılamaya çalışmıştır. Yapılan karayolları yatırımları sonucu otomobil kullanımı hızla artmıştır. Troleybüs deneyiminde başarısızlık, otobüs sisteminin yaygın kent içi ulaşım türü olarak ortaya çıkmasını sağlamıştır. 1970'lere gelindiğinde aldığı göçler nedeniyle ulaşım talebinin toplu taşıma araçları ile karşılanamaması ülkemize özgü taksi-dolmuş, dolmuş, minibüs ve servis aracı gibi alternatif toplu taşıma türlerini ortaya çıkarmıştır.
Ulaşım talebinin karşılanması için yapılan karayolu yatırımları kapasiteyi arttırmış fakat aynı zamanda karayoluna olan talebi, çevresel, ekonomik ve sosyal sorunları arttırmıştır. Özellikle petrol krizi sonrası artan petrol fiyatları İstanbul'da raylı sistem ağlarının geliştirilmesi ve toplu taşıma odaklı bir ulaşım ağının oluşturulması niyetini ortaya çıkarmıştır. Fakat amaçlanan toplu taşıma odaklı ulaşım çalışmaları başarısız kalmış ve dolmuş, minibüs ve servis gibi alternatif ulaşım yöntemleri kendiliğinden gelişmiştir. Ulaşım Planlama Müdürlüğü'nden temin edilen ve kalibrasyonu yapılmış güncel yolculuk matrislerine göre İstanbul'daki tüm yolculukların %10'unun, motorlu araçlarla yapılan yolculukların %18'inin yapıldığı servis araçları, önemli bir alternatif olarak kent içi ulaşım talebinin karşılanmasını sağlamaktadır. 
Bu araştırma ampirik ve teorik bir çalışma olup, İstanbul'daki servis seferlerinde kapasite kullanım durumunu tespit etmeyi ve toplam atıl kapasitenin büyüklüğünü bulmayı hedeflemiştir. Öncelikle araştırmanın kuramsal altyapısı oluşturularak kent içi ulaşım, ulaşım talebi, ulaşım türleri (modlar), toplu taşıma ve ulaşım talebinin yönetilmesi kavramları araştırılmıştır. İstanbul Büyükşehir Belediyesi Ulaşım Planlama Müdürlüğü'nden temin edilen "İstanbul Ulaşım Ana Planı Hanehalkı Araştırması Analitik Etüt Çalışması" (2012) kapsamında yapılan hanehalkı anket sonuçları açıklanmış ve bu hanehalkı anketlerinden Ulaşım Planlama Müdürlüğü tarafından oluşturulan yolculuk matrisleri incelenmiştir.  İlk etapta hanehalkı anketine katılanların yolcu profili, ulaşım tercihleri ve yolculuk özellikleri incelenirken, ikinci etabında matrisler amaçlarına ve ulaşım modlarına (türel dağılım) göre detaylı olarak incelenmiştir. 
Çalışmanın daha iyi yorumlanabilmesi için İstanbul'un geçirdiği tarihsel süreçler ve mekânsal yansımaları incelenmiş, bu değişikliklerin ortaya çıkardığı ulaşım talebi ve ulaştırma ihtiyaçları ele alınmış, kalkınma planları ve o dönem Türkiye'nin içinde bulunduğu ekonomik ve politik süreçler irdelenmiştir.
2012 yılında "İstanbul Ulaşım Ana Planı Hanehalkı Araştırması Analitik Etüt Çalışması" kapsamında anket yapılan 49.176 kişinin yolculukları incelenerek servis yolculuğu yaptığı tespit edilen ve iletişim bilgileri eksiksiz olan 3068 kişi Aralık 2016-Ekim 2017 tarihler arasında aranarak kapasite kullanım oranlarının tespitine yönelik telefon anket çalışması yapılmıştır. Yapılan telefon anket sonuçları, gidiş, dönüş ve tüm yolculuklar olarak başlangıç-varış noktalarına göre verilmiş ve yolcu profilleri ortaya konmuştur.
"İstanbul Ulaşım Ana Planı Hanehalkı Araştırması Analitik Etüt Çalışması" sonucunda İstanbul Büyükşehir Belediyesi Ulaşım Planlama Müdürlüğü oluşturulan matrisler, telefon anket çalışmalarıyla birleştirilerek servis seferi ortalama araç kapasitesi ve ortalama yolcu sayısı verileriyle hesaplamalar yapılarak gereken ve mevcut servis seferi sayısı hesaplanmıştır. Bu hesaplarda, ilçeden ilçeye, ilçe üretim değerine, ilçe çekim değerine ve İstanbul geneline göre olmak üzere dört yaklaşımda ele alınmıştır. Her bir yaklaşım genel ortalama ve amaçlarına göre ortalamalarla iki farklı şekilde ele alınarak toplamda sekiz farklı değer bulunmuştur. Elde edilen değerler, anketler sonucu keşfedilen ilişkisellikler tezin sonuç kısmını oluşturmaktadır.

Abstract:
Urban transportation has become a part of one's life, allowing people to move from one place to another and to take various distances safely and comfortably. As a neccesity and result of human life,  transportation require to new forms because the cities has been growing and the population has been increasing.
The relationship between city and transportation is defined as symbiotic. In the past, the first travel demand was formed between production areas and habitats, and this demand was met on foot. The expansion of the cities, the increase of the distances between agricultural areas and habitats, the development of the sub-centers and the production scale resulting in specialization and the start of the production centers where many workers are working result in urban transportation demand. 
In particular, it is not possible for transportation to be functional by itself. Istanbul's transportation system, one of the world's metropolises, which has national-international trade and tourism functions, has been shaped by changes in land use and political decisions taken in the historical process.
Especially after 18th century, Istanbul started to establish stronger ties with the settlements outside the city walls and needed an urban transportation system. When the 19th century came, the rise of commercial activities and new centers revealed highway investments in urban transport and public transport. At the beginning of the 20th century, due to wars and the relocation of the capital, the city lost its appeal and the population of the city was reduced. From this period until the middle of the 20th century, trams were tried to be met for travel demand in urban transportation.
During periods when the resources of the newly established Republic were limited, investments supporting the national industry were directed to western regions like Istanbul, where transportation opportunities and resources were abundant. As a result, regional imbalances have increased in the country. In this period, due to the increasing population, many problems have arisen, especially in the area of sheltering and urban transportation.
In the 1950s, trams were abolished by making radical decisions that would affect the transportation of Istanbul and large boulevards were opened to try to meet the travel demand for trolleys which seem more economical. As a result of investments in roads, the use of cars has increased rapidly. Failure in the trolleybus experience has allowed the bus system to emerge as a form of widespread urban transportation.
When it comes to the 1970s, transportation services and housing needs have become unacceptable in the face of growing population due to migrations. Unable to meet the transportation demand with public transportation vehicles, the country's alternative taxi-minibus, minibus, and service vehicles such as alternative types of public transportation has revealed. During this period, the bridge of the Bosphorus opened and the number of automobiles increased rapidly and the development direction of the city changed. Peripheral roads became the backbone of the urban transportation system due to the spreading city and accordingly the population of the Anatolian side increased rapidly.
Road investments made to meet travel demand have increased capacity but at the same time have increased demand for highways, environmental, economic and social problems. Increasing oil prices, especially after the oil crisis, have revealed the intention of establishing a transportation network focused on public transport and the development of railway network systems in Istanbul. However, the public transportation focused transportation activities have failed and alternative transportation methods such as minibuses and service vehicles have developed spontaneously. Service vehicles where 10% of all journeys in Istanbul and 18% of motor vehicle journeys are made as an important alternative, provides the urban travel demand. 
Housing, trade, office and other land uses coexist in Istanbul. Intensive and varied use of land in the central areas is widespread while off-center areas are dominated by residential land use. Access to the fragmented and mixed land-use public transportation system in Istanbul has resulted in a number of deficiencies, especially in terms of travel frequency and quality. In addition, due to some advantages offered to its passengers such as flexibility, comfort and travel time, intermediate types of public transportation such as taxi-minibus, minibus and service vehicles continue to be used today.
Service vehicles have a country-specific structure with their origins and usage patterns and have a common network of service vehicles serving many areas such as schools, dormitories, workplaces, shopping centers, hospitals. Today, service tools are being used intensively to ensure access to businesses and schools. The business service vehicle ensures that people who work in the same business and who are on the nearest route can get to work with a single vehicle. School service vehicle, provides service to the students who are in the same route and who are studying in the same school.
According to the updated travel matrices obtained from the Transportation Planning Department and calibrated, 27,848,851 daily trips are made in Istanbul. 26% of these journeys are home based work trips (HBW), 18% are home-based school trips (HBS), 38% are home-based other trips (HBO) and 18% non-home-based trips (NHB). It was found that 10% of all journeys were made with motor vehicles and 18% of them were made with service.
This research is an empirical and theoretical study aiming to determine the capacity utilization in Istanbul service vehicles and to find the size of the total idle capacity. Within the scope of this thesis, the hypothesis "Service tools are not used efficiently and have a large idle capacity" has been tried to be confirmed. First of all, the theoretical infrastructure of the research was established and the concepts of urban transportation, travel demand, mode of transportation, management of public transportation and travel demand were investigated. Then, 65,167 journeys which were recorded with the results of household surveys conducted by interviewing 49,176 people in 16,491 households within the scope of "Istanbul Transportation Master Plan Household Survey Analytical Survey Study" (2012) obtained from Istanbul Metropolitan Municipality Transportation Planning Directorate were examined.
In the first stage, the passenger profile, transportation preferences and travel characteristics of the household surveys were examined while these travel matrices were constructed according to the results of household surveys and calibrated by the Transportation Planning Directorate according to their purposes and modes of transportation (type distribution). Household outcomes were explained with graphs and tables, maps were given by means of matrices, and trips were examined according to their purpose and modes of transport.
Historical processes and spatial reflections of Istanbul have been examined in order to make interpretation of the work better. Later on, the travel demands and travel needs that these changes caused were examined. Also, development plans and the period in which economic and political processes in Turkey were discussed.
In 2012, the journeys of 49,176 people surveyed within the scope of "Istanbul Transportation Master Plan Household Survey Analytical Study" were examined. 3068 people who were found to have made a service journey and whose communication information was complete were searched between December 2016 and October 2017 and a telephone survey study was conducted to determine capacity utilization rates. The telephone survey results are based on departure, return and all journeys, from start to finish points and passenger profiles are shown.
As a result of the "Istanbul Transportation Master Plan Household Survey Analytical Study", the matrices in which the Transportation Planning Directorate of Istanbul Metropolitan Municipality was established were combined with the telephone survey studies and the number of service vehicles used in the required and the existing service vehicles were calculated by calculating the average capacity of the service vehicles and the average number of passengers. In these calculations, four approaches were taken, namely county to county, county to production value, county to attraction value, according to Istanbul general. Each approach was divided into two different averages according to the general mean and purpose, and eight different values were found in total. In the final part of the thesis, the results of the telephone surveys are summarized in terms of the travel data, the relationship of the trips, and the description of the data obtained from the Transportation Planning Department.