İstanbul yakalar arası geçişlerde sosyo-ekonomik parametrelerin etkilerinin incelenmesi
Examining the impacts of the socio-economic parameters in the transition between two sides of istanbul
Yazar: MEHMET KOPUZ
Danışman: DOÇ. DR. MURAT ERGÜN
İstanbul Teknik Üniversitesi / Fen Bilimleri Enstitüsü / İnşaat Mühendisliği Ana Bilim Dalı / Ulaştırma Mühendisliği Bilim Dalı
Derece: Yüksek Lisans, 2019
Konu: Ekonomi = Economics ; Ulaşım = Transportation
Dizin: Sosyoekonomik etki = Socio-economic impact ; Şehiriçi ulaşım = Urban transport

Özet:
2010 Avrupa kültür başkenti olarak seçilen, dünyanın en önemli ve her zaman en sıcak
noktalarından birinin üzerinde kurulmuş olan İstanbul'un çok köklü ve bir o kadar da önemli
bir geçmişi vardır. Dünya üzerindeki birçok farklı kültürün birbiriyle etkileşim halinde
bulunduğu bir köprü üzerinde bulunan İstanbul şehri, bu kültürel köprü vazifesinin yanında
aynı zamanda boğaz geçişleri sayesinde fiili olarak da deniz ulaşımıyla köprü görevi
üstlenmiş, 1973 ve 1988 yıllarında faaliyete geçen dünyanın en büyük 20 köprüsü arasına
giren boğaz köprüleriyle de Asya ve Avrupa kıtalarını birbirine bağlamıştır.
2016 yılında Yavuz Sultan Selim Köprüsü ve 2017 yılında Avrasya Tüneli'nin hizmete
girmesiyle yakalar arası geçiş zenginleştirilmiş ve çeşitlendirilmiş olmuştur. Tüm bu geçişler, sosyo-ekonomik gelişmeyi etkilediği gibi, sosyo-ekonomik gelişmelerde yaşanan değişikliklerden de etkilenmiştir. Yakalar arası geçişler değerlendirilirken nüfus, araç geçişleri ve kişi başı milli gelir değerleri kullanılmıştır. Tüm bu veriler ışığında bahsi geçen parametrelerde meydana gelen dalgalanmalar ve bu dalgalanmaların neticesinde ortaya çıkan durumlar ele alınmıştır. Sosyo-ekomomik parametrelerde meydana gelen dalgalanmalar ya da değişikliklerin incelenmesinde çeşitli ekonomik modellerden faydalanılmıştır. Ekonomik modellerde ortaya çıkan davranış şekilleri ve yakalar arası geçişlere göstermiş olduğu reaksiyonlar parametreler çerçevesinde incelenmiştir. İstanbul sınırları içerisinde özellikle yakalar arası geçişlerde daha yoğun olarak kullanılan lastik tekerlekli sistem geçişleri uzunca bir süredir şehrin kısır döngü haline gelmiş bir problemidir. Zaman içerisinde yaşanan sosyoekonomik parametrelerdeki değişikler, özellikle nüfusun sürekli artması gibi, bunun yanısıra araç sahipliğindeki artış ve kişi başı düşen gelir, İstanbul yakalar arası geçişlerde darboğazlar oluşturmaktadır. Bu durum karşılıklı olarak hem etkilenen hem de etkileyen bir sistemin oluşmasına ve ulaştırma sistemlerindeki duyarlılık ve hassasiyetlerin oluşmasına sebebiyet vermektedir. Yakalar arası geçişlerin zaman içerisinde trafik yoğunluğu olarak doygunluğa ulaşması ve kapasitelerinin çok üzerinde çalışmak zorunda kalmaları sosyo-ekonomik
parametrelerden etkilenmektedir.
Bu tezin amacı, sosyoekonomik parametrelerin İstanbul yakalar arası araç geçişleri üzerindeki etkilerini incelemektir. Bu amacı gerçekleştirmek için, İstanbul Boğazı yakalar arası geçiş imkanı sağlayan köprülerden ve tünelden geçen araç sayıları, nüfus ve kişi başına düşen gelir gibi temel verilerle analiz yapılmıştır.

Abstract:
Istanbul, which was chosen as the 2010 European cultural capital and founded on one of the world's most important and hot spots, has a very long-standing history. Located on a bridge where many different cultures interact with each other in the world, the city of Istanbul, as well as the task of this cultural bridge at the same time thanks to the passage of the Bosphorus with the sea transportation as a de facto, 1973 and 1988 in the world's largest 20 bridges that entered the bridge between the throat bridges and Asia and Europe. With the Yavuz Sultan Selim Bridge in 2016 and the Eurasia Tunnel in 2017, the transition between the collars was enriched and diversified. All these transitions affected socio-economic development as well as changes in socio-economic developments. Population, vehicle transitions and national income per capita values were used to evaluate transitions between collars. In the light of all these data, the fluctuations in the said parameters and the situations resulting from these fluctuations are discussed. Various economic models have been used to investigate the fluctuations or changes in socio-economic parameters. Behavioral patterns and reactions to the transition between collars in economic models are examined within the framework of parameters. Rubber wheeled system transitions, which are used more intensively in the crossings between collars within the borders of Istanbul, have been a vicious circle problem of the city for a long time. Changes in socio-economic parameters over time, especially the continuous increase of the population, as well as the increase in vehicle ownership and per capita income, create bottlenecks in the crossings between the Istanbul collars. This situation leads to the formation of a system that is mutually affected susceptibility and sensitivity of transportation systems. It is affected by socio-economic parameters that transitions between collars reach saturation as traffic density over time and that they have to work much above their capacities.
Fluctuations in national economies are sometimes positive / developing, sometimes negative / deteriorating. The economic crisis is influenced by the impressive collection and leads to major deterioration in economic data, but it is not right to call its economic development economic crises.
In this context, it is possible to classify the economic movements as trends, seasonal waves, random waves and cyclical waves.
Economic growth in a given country is usually measured using gross domestic product (GDP), one of the most important, widely used and inclusive measures of national output. Regardless of who owns the resources, it receives the market value of all final goods and services produced in a given country, usually for a year. Economic growth can be measured by changes in gross domestic product; It measures the full economic output of a country last year. It also includes all goods and services produced in the country for sale, whether sold at home or abroad. It only measures the finished production, so the parts produced to make a product are not counted. Exports are counted because they are created in the country and imports fall from economic growth.
Economic growth can be defined as a result of the increase in real GDP in the economy on an annual basis, the total demand and the increase in the supply of goods and services in developed countries or the resulting efforts. The world's economies are divided into three advanced classes: underdeveloped, developing and developed countries. Therefore, economists question what brings about differences in various countries.
Economists stress that economic growth is affected by direct and indirect factors. Direct factors include innovation in technology, natural resources (such as land and minerals) and the latest human capital (reduction or increase in working population), indirect policies include financial policies, savings rates, investments, labor and capital.
Economic crises create an "antidote" effect for the challenges of combining production models with the experiences gained by the actors in the market, for new crises in the future and therefore for the measures to be taken. In this sense, defining the concept of crisis is very important for both current and future forecasts. In terms of defining economic crises, conjuncture theories having a defining nature of crises and repetition of crises come into force; Thus, it helps to determine the periodic movements of crises.
The concept that enters the economic literature as "conjuncture" can be defined as "consecutive and repetitive" and "waves". In the economic management process of countries, the determinant concepts such as income, employment and unemployment follow a fluctuating path and increase or decrease in this direction.
While the analysis of fluctuations emerges in different theoretical studies, they are based on the existence of static cyclic waves and long conjuncture waves of Kontradieff and Schumpeter's theory of development of creative destruction. There are also external models shaped by the contrasts of classical and Keynesian approaches and internal models proposed by Marxist theory.
While economic crises are classified according to periodic repetitions, the theoretical explanations brought to them are very important. Despite numerous crisis theories, the history of economic thought has been said to have two opposing perspectives.
The first is production by arguing that it has a stable structure with the capitalist system, which has the power to reach equilibrium with its internal dynamics, and that instability in the economic system is caused by external factors of the capitalist mode. Another approach is that the crises occurring in the capitalist model of production originate from the functioning of the system, that is, they have a "natural" quality. Therefore, theoretical explanations of economic crises are shaped by the external or internal characteristics of crises.
As a result, the pre-crisis time-widening and aggressively rising market system will again and again witness the crisis and the depreciation caused by the internal dynamics of capital.
The development of the Istanbul economy with the opening of the Bosphorus Bridge, the establishment of new industrial zones and the resulting population growth and urbanization have led to an increase in the working population in the city. The economically active population defines the working population over the age of 15. When we examine the period when the Bosphorus Bridge was put into service, it is noteworthy that in the 1970s, the inactive population was higher than the active ones. This may be due to the fact that only the men work and the women do not work in the families migrating from the countryside to the city.
When we compare the number of vehicles passing through the Bosphorus Bridge and Fatih Sultan Mehmet Bridge, the annual number of vehicles of the Bosphorus Bridge decreased to 2000-3000s in the first years of service of the two bridges, and the reason for this decrease was that some vehicles were directed towards Fatih Sultan Mehmet Bridge can be concluded. However, in the following years, it is seen that the two bridges serve at high capacity.
The traffic density starts from the roads that provide the connection of the bridge and the hours of the density increase day by day. The increase in transportation time has a negative impact on the lives of the people of Istanbul, which contributes greatly to the economy of the country, and causes a loss of time.
The aim of this thesis is to investigate the effects of socioeconomic parameters on vehicle crossings between Istanbul two sides. In order to realize this aim, analysis was made with basic data such as the number of vehicles passing through bridges and tunnels, population and income per capita.