Smart Cities in Turkey: Approaches, Advances and Applications with Greater Consideration for Future Urban Transport Development
Abstract
:1. Introduction
2. Smart Transportation Approaches, Advances and Applications
3. Methodology
- (i)
- “Public,” including participants from different demographic and socio-economic groups and various mode choice transport users (pedestrians, cyclists, public transport users, drivers, and shop-owners). Recorded mailing lists from local associations were used to identify and select participants from this group in each case study city.
- (ii)
- “Experts” with different experiences in the smart transport field, including urban planners, transport engineers, architects, civil engineers, academics, and civil society organizations. Recorded mailing lists were used from several Turkish professional companies, associations, and institutions to recognize participants.
- (iii)
- “Policymakers,” national and local transportation experts across five selected Turkish local municipalities (Ankara, Eskişehir, İzmir, İstanbul and Konya) to construct a timeline for the implementation of measures for their city.
3.1. An Extensive Online Comprehensive Survey
3.2. Semi-Structured Interviews
3.3. Workshop
4. Vision Development
4.1. Scenario Narratives
4.1.1. Avoid Vision
4.1.2. Shift Vision
4.1.3. Improve Vision
4.2. Visualizations
4.2.1. Avoid Vision
4.2.2. Shift Vision
4.2.3. Improve Vision
5. The Justification for the Visions
As a public participant from İstanbul (Driver, male, aged 26–35) said “we need to adopt these alternative transportation visions anyway. It looks more and more like we cannot live. If we do not emphasize walking, cycling and public transport more, İstanbul will become a giant car park. Small cities are experiencing similar concerns as well.”
“A plan not having been made only for cyclists or only on the bus transport system. All transportation modes have been considered in a way to be balanced in different visions at the same time. One of the most neglected issues in our country is this. For example, if bicycle path is made, the place from where vehicles can go is not considered, or if one lane is removed, the places where cars will be parked are not taken into consideration”.(Expert, academy, female, aged 36–45, İstanbul)
5.1. Environmental Solutions
“In Shift Vision, instead of closing off the motor road and creating a social area, such areas could be formed in different areas where the road does not pass. There are adequate society areas at the university. Thus, I think if we narrow down the roads and close them to traffic this could then pose problems”.(Driver, male, aged 18–25, Konya)
“Even three minutes is necessary for the condition of students being late for class in the morning. Improve Vision can offer fast transportation, and everyone can drop off at his or her faculty”.(Public transport user, female, aged 18–25, İstanbul)
5.2. Technology
“You mentioned especially a scenario in which office works will be performed remotely. Is this an assumption? Is this an estimate? I wondered because of the subject in Turkey. It is likely for our cities, such as İstanbul and Ankara. Is it possible for the whole of Turkey?”.(Driver, male, aged 26–35, İstanbul)
“Life gets easier with increased information gathering opportunities by use of technology, online services cut down travels, but it would not be wrong to foresee a decrease in human and one-to-one interactions?”.(Transport planner, male, aged 36–45, Konya)
5.3. Urban Structure
“Taking measures for traffic safety particularly in the cities and settlements, which are dominated by motorized transportation, will make them more attractive and useful. The escape to suburban areas with dense traffic will be stopped”.(Expert, transportation planner, male, aged 26–35, Konya)
“The presence of dense areas is preferred. What we have is not compactness; it is an unplanned density. Bicycle transportation, to be improved has come down to such a compact area level that it is a problem in itself”.(Expert, urban planner, female, aged 26–35, İzmir)
“Creating a compact city is possible with these improvements only for a very extended period since the growth of Turkish cities is dependent on unearned income”.(Expert, academy, female, aged 36–45, Ankara)
“Economy policies of the central government should be changed significantly. The economic strategy of Turkey has driven urban development and construction for years”.(Expert, civil society organization, female, aged 26–35, Eskişehir)
“Sometimes there can be a situation of having to reach a place in the university; therefore, I may need the car. The bags I need to carry are heavy, and our campus is large, so carrying them can be tough for me. It would also not be possible for me to bring in from the university entrance; therefore, there should be lanes for the vehicles. If the drivers want to make an interim stop, a problem can arise. Still, it looks like having a two-lane road is essential. Otherwise, there would be transportation problems”.(Driver, female, aged 36–45, İstanbul)
“In a city like İstanbul, where 15 million people live, I think it is tough to apply simple solutions. I believe Shift Vision limits freedom of travel for motor vehicle users too much”.(Driver, male, aged 56–65, İstanbul)
“When coming to the university, I continuously must bring in and take away things. There could be a one-way road as in Improve Vision, and more attractive social areas could be created within the university. I believe Shift Vision limits freedom of travel for motor vehicle users too much”.(Public transport user, male, aged 26–35, İzmir)
5.4. Mode Share
“In Avoid Vision, automobile numbers do not decrease so much; this vision looks like a transition point. It can be a transition point for urban areas in Turkey as well”.(Expert, academy, female, aged 26–35, Eskişehir)
“Avoid Vision might be more realistic because it decreases automobile dependency less. There is a more consistent lane reduction in Avoid Vision, and there isn’t a far-reaching reduction in the decreasing of traffic. It seems more reasonable since there is not as much lane reduction as Shift Vision and Improve Vision”.(Expert, transportation engineer, male, aged 36–45, İstanbul)
“Some areas might be said that vehicles should get out, and just pedestrians and cyclists should be allowed. It could especially be historic urban centres. So, all three visions may have different application areas. For example, Shift Vision can be considered in some regions of the city where there are more bicycle and pedestrian transportation, and where some motor vehicles cannot enter some streets. It can be applied in city centres and university campuses, but it is not a vision that could be implemented to every location of Turkish urban areas”.(Expert, urban planner, female, aged 26–35, Ankara)
“All three visions are meaningful but the vision that prioritizes public transportation includes the other visions more, and that is why it seems more logical. Especially three types of smart transportation futures are brought together. It shows it includes public transportation”.(Expert, civil society organization, female, aged 36–45, Eskişehir)
“Improve Vision seems an ideal vision since you suggest more complex transportation in the city centre as well. Improve Vision can also promote people to mass transport and can decrease the problems they live in daily transport. Otherwise, if we do not give more importance to public and active transport systems, İstanbul will be transformed into a big car park area”.(Expert, academy, male, aged 36–45, İstanbul)
5.5. The Response of Different Groups
5.5.1. Pedestrians
“In Avoid Vision, with making car-parking on the roadside, a less comfortable area was created for pedestrians. Instead of that, by setting up a car park arrangement within each school, wider pavements for the pedestrians should be created. For example, people want to walk when going to the cafeteria and in Avoid Vision, instead of the place allocated for the car park, widening the pavement could be more reasonable”.(Id514, pedestrian, male, aged 36–45, İzmir)
“No need for vehicles inside the campus. One and two of every 100 people coming to the university provide for their transportation with their cars. In other areas, there should not be any need for a car. In the inner sections, the pavements need to be wide. University is especially a place where young people and studies are plenty; therefore, as well as walking will not pose a significant difficulty, it would also enable carrying out physical activities”.(Id229, pedestrian, male, aged 18–25, Ankara)
5.5.2. Cyclists
“In Avoid Vision, it is clearer on which side of the road bicycles and pedestrians can go across. In Shift Vision, it is not very clear, through where the bicycle path could go. For example, two different bicycle paths intersect at the midpoint of the road, and the bicycle path is provided over a single alternative track. It looks like at some points on the road; traffic confusion can arise between the bicycles and pedestrians. In Avoid Vision, providing a means for the bicycle and pedestrian ways to cross the road in a parallel way made it logical”.(Id723, cyclist, male, aged 26–35, İstanbul)
5.5.3. Public Transport Users
“Improve Vision has allocated single lanes and separate roads for public transportation; therefore, there also will be no chaos among the motor vehicles. For example, buses stopping at the bus stops to take in embarking passengers will not reduce the automobile’s speed. At the same time, there will be less vehicle traffic in this area”.(Id1011, public transport user, male, aged 26–35, Konya)
“In Shift Vision, not having any vehicles would create problems. It does not seem possible that this could be implemented. As there will not be too much traffic in the university, having the single-lane road of Improve Vision could be adequate. In the existing campus, there needs to be a road line surrounding the university on the outside”.(Id553, public transport user, male, aged 36–45, Konya)
5.5.4. Drivers
“Many people have cars, and even though they know about traffic congestion, they do not want to use public transportation systems. That’s because these systems cannot provide for comfortable transportation in the present situation. Instead of that, they prefer to travel with their cars even though they know of the traffic congestion. To the extent, public transportation systems are accessible, comfortable and cheap; people would quit using automobiles”.(Id193, driver, male, aged 36–45, Ankara)
“Sometimes there can be a situation of having to reach a place in the university; therefore, I may need the car. The bags I need to carry are heavy, and our campus is large, so carrying them can be tough for me’’.(Id612, driver, female, aged 26–35, Ankara)
“It would also not be possible for me to bring in from the university entrance; therefore, there should be lanes for the vehicles. If the drivers want to make an interim stop, a problem can arise. Still, it looks like having a two-lane road is essential. Otherwise, there would be transportation problems”.(Id452, driver, male, aged 36–45, İstanbul)
“In Shift Vision, passages for vehicles have been limited too much. When coming to the city centre, I continuously must bring in and take away things”.(Id062, driver, female, aged 36–45, Konya)
5.5.5. Shop Owners
“The cars not being able to park means our business also being impacted to a significant level. That’s because our customers are vehicle-using customers. Public transportation users use this road in transit. Our customers are car drivers, meaning not flowing customers”.(public transport users) (Id312, shop owner, male, aged 56–65, İstanbul)
“If the road becomes a single-lane, it would create significant problems for the tradesmen. I do not think it’s appropriate to reserve this much pavement for the pedestrians. That’s because if vehicle traffic is not adequate, the vehicles could not park and if they want something from the tradesmen, they cannot buy it. The city centre roads still need to be two lanes. I mean it must be two-way and two-lanes. For this system to be realized, car parks need to be made underground, or pockets will be done here. If it is single-lane, when the cars stop, the cars behind will wait”.(Id216, shop owner, male, aged 46–55, Ankara)
“If automobile drivers cannot stop where they want to stop, it is definite that the businesses of the tradesmen will be very seriously impacted. Because of the renovation on this side, I have a daily €150 loss. No vehicle driver can pull up by the retail area”.(Id823, shop owner, male, aged 56–65, Eskişehir)
6. Policy Implications for Improve Vision
6.1. Ankara
6.2. Eskişehir
6.3. İstanbul
6.4. İzmir
6.5. Konya
7. Discussion and Conclusions
Funding
Acknowledgments
Conflicts of Interest
Appendix A
Key Factor | Response Number |
---|---|
Reducing private car usage | 5 |
In the city centre | 2 |
Reducing vehicle speed | 53 |
A limited parking ban in the city centre | 3 |
Resolving parking problems | 4 |
Increasing petrol prices | 7 |
A reduction in the number of cars parked | 2 |
Complicating car purchase | 1 |
Making harder to get a car license | 1 |
Speed control | 5 |
In residential areas | 4 |
City centre | 1 |
Annual quota system for vehicle usage | 1 |
Decreasing vehicle reduction | 35 |
Restrictions for cars within the city centre | 43 |
Designing small cars | 3 |
Deceleration of private cars in the crosswalk | 1 |
Key Factor | Response Number |
---|---|
Public transport | 25 |
Better planned public transport system | 4 |
Modern public transport systems | 2 |
Increasing the number of public transport buses | 3 |
Improving the quality of public transport services | 3 |
Increasing public transport comfort | 1 |
Improving public transport facilities | 1 |
Intelligent public transport systems | 1 |
Renewal of public transport vehicles | 2 |
Upgrading public transport vehicles | 1 |
Safer transport systems | 2 |
More quiet transport systems | 2 |
More enjoyable transport systems | 1 |
Traffic management centre implements | 1 |
Alternative systems | 2 |
Intelligent road design | 3 |
Smart design | 4 |
Integrating cycling and public transportation | 9 |
Technology advancements in public transport | 2 |
Public transport users should respect each other | 1 |
Reduced fare program | 2 |
Minibuses | 1 |
Tramway | 3 |
Metro | 3 |
Accelerating tram | 1 |
Systematic road transportation systems | 1 |
Increasing the frequency of time | 1 |
Increasing the frequency of times during business hours | 2 |
Public transport management service | 1 |
Dissemination about public transport services | 2 |
More accessible public transport systems | 1 |
Increasing the share of renewable energy in public transport services | 1 |
Route improvement project | 1 |
Key Factor | Response Number |
---|---|
Lowering the price of bicycles | 2 |
Dissemination on cycling awareness | 13 |
Safe bike paths | 19 |
Aesthetic bike paths | 1 |
Bicycle lifts | 1 |
Electric bikes | 1 |
Bike hire | 2 |
Separate bike paths | 72 |
Expansion of bike paths | 2 |
Safety strips | 1 |
More bike paths | 44 |
Comfortable bike lanes | 3 |
Safe bicycle parks | 1 |
Security cameras near bike parking space | 3 |
Bicycle parking spaces | 30 |
Warning signs at the junction | 2 |
Do not allow pedestrians to walk on bike paths | 4 |
Bicycle police | 1 |
Signalized intersections | 2 |
Traffic light priority for cyclists | 1 |
Inserting helmet | 3 |
Shower facilities | 2 |
Improvement of bike paths | 4 |
Creating complete bicycling networks | 6 |
Better quality bike paths | 2 |
Key Factor | Response Number |
---|---|
Increasing pedestrian paths | 4 |
Safe pedestrian paths | 2 |
Expansion of pedestrian paths | 15 |
Giving priority to pedestrians | 2 |
Seat benches | 3 |
Reduction of the defect in the pedestrian path | 2 |
Comfortable pedestrian paths | 1 |
Better pedestrian paths | 3 |
More comprehensive pedestrian paths | 2 |
Regular pavement | 1 |
Better pedestrian infrastructures in suburban areas | 4 |
Less waiting times for pedestrians | 1 |
Tree-lined pathways | 1 |
Prevention of invasion of pedestrian paths | 23 |
By motor vehicles | 19 |
By electric poles | 1 |
By cyclists | 4 |
Improvement of crossroads | 25 |
Suburban areas | 3 |
More comfortable bike pathways for elderly | 3 |
More comfortable bike pathways for disabled | 2 |
Encouraging walking | 1 |
Pedestrian crossing | 31 |
Pedestrian signs | 2 |
Designing more direct routes | 6 |
Walking maps | 4 |
Facilitating pedestrian access in hilly areas | 2 |
Street lighting | 8 |
Running parks | 1 |
Editing underpasses and overpasses on the roads | 3 |
For pedestrians | 1 |
For cyclists | 2 |
Key Factor | Response Number |
---|---|
Increasing aesthetic | 16 |
Park areas | 4 |
Green areas | 5 |
New modern squares | 4 |
Visual beauty | 1 |
More social and business places in residential areas | 3 |
Urban design for family securities | 3 |
More compact cities | 1 |
Decreasing the population of major cities | 4 |
By shifting into another city | 3 |
Industries should be relocated outside of cities | 3 |
Fixing distorted urban land | 2 |
Improvement of urban environments | 2 |
For better air quality | 1 |
For decreasing noise pollution | 1 |
City and regional planning for public | 1 |
Ensuring security in the streets | 2 |
Reduction of the population densities in major cities | 2 |
Artistic places in major cities | 3 |
Key Factor | Response Number |
---|---|
Cyclists should have more rights | 3 |
Protecting all rights of pedestrians | 2 |
Preventing society from crazy young drivers | 1 |
Penalty sanctions | 4 |
Each transport mode users should comply with traffic rules | 3 |
Improving the conditions of cyclists | 2 |
Increasing the rules | 1 |
Arrangements about passenger cars | 3 |
Development of traffic laws | 2 |
Development of local sustainable transport policies | 4 |
Development of national sustainable transport policies | 6 |
Ensure the observance of traffic signs | 1 |
More comprehensive bicycle strategies | 2 |
Developing bicycle culture in urban areas | 1 |
Prevention of invasion of bike paths | 6 |
By pedestrian | 1 |
By motor vehicles | 5 |
Tax incentives for cyclists | 1 |
Cycling license law | 2 |
The application of deterrent sanctions | 1 |
Improvement of pedestrian rights | 1 |
Making mandatory the use of pedestrian crossings | 3 |
Penalizing car drivers who do not respect cyclists | 1 |
Penalizing car drivers who do not give way to pedestrians | 4 |
Campaigns and education | 6 |
Different cultural campaigns based on sustainable transport | 2 |
Giving bike education in kindergarten | 1 |
Improving municipal management for cities to succeed | 1 |
Shifting investments to small towns | 1 |
People should live in or near areas where jobs are concentrated | 1 |
Key Factor | Response Number |
---|---|
Economic | 4 |
For walking | 2 |
For public transport | 4 |
For decreasing passenger cars | 2 |
For cycling | 1 |
Key Factor | Response Number |
---|---|
Related to walking and cycling issues | 3 |
Increasing the awareness of bicycle use | 2 |
Awareness of pedestrians | 1 |
Awareness of motor vehicles | 4 |
Towards using walking and cycling for short trips | 3 |
Towards sharing roads with cyclists | 2 |
Towards respecting pedestrians in the pedestrian crossing | 1 |
Expert and public events towards dissemination of walking and cycling as transport modes | 3 |
Public spots for increasing the awareness of pedestrians | 2 |
Dissemination of cycling | 4 |
Organized cultural events for cycling | 6 |
Extraction of traffic laws that increase people’s consciousness | 1 |
Increasing respect for pedestrians | 2 |
Increasing respect for cyclists | 1 |
Cyclists should have more rights | 6 |
Protecting all rights of pedestrians | 1 |
Organized cultural events for cycling | 5 |
Cultural changes | 1 |
People respect each other | 2 |
Conscious and trained drivers | 1 |
Prevention of unnecessary horn-blowing | 1 |
Cultural innovation for a sustainable future | 3 |
Public awareness | 1 |
Training of public transport drivers | 4 |
Solving social dimension problems | 6 |
Giving importance to education | 2 |
Health campaign for people using private vehicles | 1 |
Training of people | 1 |
Regular training | 1 |
Granting of traffic education in schools | 1 |
The public spot that expresses walking is good for heart health | 1 |
Raise awareness about sustainable energy trends | 2 |
Public spotlight on carbon emissions | 1 |
Public spotlight on obesity | 1 |
Raise awareness about sustainable energy trends | 1 |
Public spotlight on carbon emissions | 1 |
Education | 1 |
Preventing society from crazy young drivers | 1 |
Improving people attitudes towards less polluting public vehicles | 1 |
Key Factor | Response Number |
---|---|
Convenience for families with babies | 2 |
Providing safety for child and young cyclists | 3 |
Encouraging low-income people to use cycle | 1 |
Electric bikes for adults | 1 |
Better systems for disabled people | 2 |
Build a shelter for stray dogs | 1 |
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Factor | Subgroups | Number of Participants | Percentage |
---|---|---|---|
Gender | Female | 328 | 28.9 |
Male | 807 | 71.1 | |
Age | 18–25 | 390 | 34.4 |
26–35 | 390 | 34.4 | |
36–45 | 194 | 17.1 | |
46–55 | 119 | 10.5 | |
56–65 | 42 | 3.7 | |
Income | No income | 203 | 17.9 |
Less than €300 | 160 | 14.1 | |
€300–€600 | 240 | 21.1 | |
€600–€900 | 260 | 22.9 | |
€900–€1200 | 143 | 12.6 | |
Over €1200 | 129 | 11.4 |
Ankara | Eskişehir | İstanbul | İzmir | Konya | |
---|---|---|---|---|---|
Public | Two pedestrians Two drivers Three public transport users | Three drivers One public transport user One cyclist | Seven drivers Five public transport users Four pedestrians Two cyclists | Three cyclists Two public transport users Two pedestrians | Four drivers Three pedestrians Two public transport users Two cyclists |
Experts | Three from university Two civil engineers Two urban planners | Three from civil society organizations Two from university One civil engineer | Four from civil society organization Three transportation engineers Two urban planners Two from university | Two urban planners Two traffic engineers Two from the private sector | Three transport planners One from university |
Policy-makers | Two from the national government Two from local government | Two from local government | Two from local government One from the regional government | Two from local government | One from local government One from district municipality |
Avoid Vision | Shift Vision | Improve Vision | |
---|---|---|---|
Environmental solutions | - Reducing the need for car travel in urban areas | - Closing central parts of urban areas to the car | - Extensively expanded public transport systems for all commuters |
Technological innovations | - Improvements to prevent possible traffic accidents among different users | - Implementing applications to promote walking and cycling | - Less traffic and emission-friendly public transport vehicles in traffic |
Change in land use and urban form | - House prices in the city centre going up would make it harder to form compact cities | - More compact, mixed-use urban form - The changes in urban form tend to happen slowly | - Rapid population growth is rapidly spreading to the outside of the urban area by forming new parks and forests. |
Mode-sharing arrangements | - 40% walking; 5% cycling; 35% public transport; 20% car | - 45% walking; 10% cycling; 35% public transport; 10% car | - 40% walking; 5% cycling; 50% public transport; 5% car |
Ankara | Eskişehir | İstanbul | İzmir | Konya | |
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2015–2020 |
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2020–2025 |
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2025–2030 |
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2030–2035 |
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Bıyık, C. Smart Cities in Turkey: Approaches, Advances and Applications with Greater Consideration for Future Urban Transport Development. Energies 2019, 12, 2308. https://doi.org/10.3390/en12122308
Bıyık C. Smart Cities in Turkey: Approaches, Advances and Applications with Greater Consideration for Future Urban Transport Development. Energies. 2019; 12(12):2308. https://doi.org/10.3390/en12122308
Chicago/Turabian StyleBıyık, Can. 2019. "Smart Cities in Turkey: Approaches, Advances and Applications with Greater Consideration for Future Urban Transport Development" Energies 12, no. 12: 2308. https://doi.org/10.3390/en12122308