Izmir Metabolic Cycling Scan Biking Infrastructure for Sustainable Urban Development
In collaboration with
Supported by
In collaboration with
Supported by
Izmir Metabolic Cycling Scan Biking Infrastructure for Sustainable Urban Development
FABRICations info@fabrications.nl www.fabrications.nl WRI Turkey Sustainable Cities www.wrisehirler.org hande.donmez@wri.org cigdem.corek@wri.org
Introduction
This report has been produced as part of an investigation project realized by FABRICations and WRI Sustainable Cities Turkey, with the support of the Izmir Metropolitan Municipality and the Dokuz Eilul Universitesi. Izmir is the third most populous city in Turkey, and is considered by many the most liberal and progressive city of the country. The metropolitan area is experiencing a considerable increase in population and a consequential growth, which is resulting in quick, but often poorly planned developments. The city and its historical presence are today exposed to a series of seemingly unrelated threats: congestions and traffic, waste, social exclusiveness and heritage endangerment. Issues of migration and gentrification are enhancing secluded communities, weakening the social and cultural ties in the city. In addition, mobility and congestions generate serious risks for the local communities and public space, environmentally, economically and physically. Local governments and experts already showed openness and interest towards issues of sustainable development and a particular attention to sustainable mobility and cycling. The Izmir Metropolitan Municipality has been investing in cycling infrastructure along the coast and it is now developing a cycling masterplan to integrate the coastal system with the rest of the city, with the ambition of becoming part of the Eurovelo network. Unfortunately, those efforts only seem to be related to leisure activities, and they neglect a considerable underlying potential to turn cycling into a systematic medium of development. FABRICations, WRI Turkey Sustainable Cities and a series of Turkish experts propose to address those issues in this call through the investigation of sustainable mobility and cycling as a driving force for change. Despite their apparent independence, in fact, all these aspects can actually be addressed with a shared infrastructure. Basing on our experience on mobility and cycling in the Netherlands and Africa, flows of people and resources can be successfully designed to coexist and mutually affect each other in a systemic approach. To analyze and improve performances of urban systems by the design of their flows, we developed a urban metabolism framework. With the same metabolic framework, it was evaluated to turn sustainable mobility into a vehicle for drastic urban improvement in Izmir. The research was based on GIS databases, site visits, reports and papers, previous studies, plans and interviews. Materials were collected through desk research, workshops or shared by the involved partners. They were later evaluated in the roundtable session. This combination of soft and hard data came together in clear guidelines for the development of the project in Phase 2. By doing so, the project team was able to grasp a sense of both top-down and bottom-up ambitions. 4
Project Index
Project Index Core Team 1
Introduction
1.1 1.2 1.3 1.4
Funding and Scope Timeline Project and Coalition Project Proposal
2
A Metabolic Cycling Network
2.1 2.2 2.3 2.4 2.5 2.6
Urban Metabolism Metabolic Cycling Projects Metabolism Applied to Cycling Cycling Toolbox Benefits of a Metabolic Cycling Network Data Sources
3
Izmir’s Potential
3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9 3.10
Urban Analysis Commuting Leisure Waste Logistics General Strategies Konak District Street Profiles Karsiyaka District Street Profiles Bayrakli District Street Profiles Balcova District Street Profiles
4
Outcomes of the Field Trips
4.1 4.2 4.3 4.4
Trip 1 Network Assesment and Field Work Trip 2 Collective Workshop Remarks from the Collective Workshop Waste and Logistics Remarks from the Collective Workshop Commuting and Leisure
5
Process and Future Development
5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8 5.9
Process Overview Field Trip 2 and the Collective Workshop Project Proposal for Phase 2 Project Outcome Budgeting Options Impact of Phase 1 Option 1 Budget Overview Option 2 Budget Overview Option 3 Budget Overview
Project Index
5
Core Team
Eric Frijters Founding Partner / Director Dutch
Olv Klijn Founding Partner / Director Dutch
Luca De Stefano Designer / Researcher Italian
Bas Driessen Urban Designer / Cycling Specialist Dutch Siqi Wang Urban Design Trainee Canadian
Seyit Koyuncu Urban Design Trainee Turkish
6
Core Team
FABRICations is an award winning design practice involved in the design of resilient cities. We produced Architectural designs, Urban Plans and Regional strategies for Sustainable Urban Development in Amsterdam, Rotterdam, Hart Van Holland, South east Asia, Ghana, South Africa, and Albania. Founded in 2007 by Eric Frijters and Olv Klijn, the office’s work focuses on the spatial impact of a socially, economically and ecologically better environment. Over its ten year history, the office has become a leading reference for sustainable cities and cycling infrastructure research, carrying out projects and publications in multiple international contexts. Additionally, FABRICations has been awarded with prestigious prizes including the Prix de Rome for young architects (2010), the Green Architecture Competition (2014) and the ASLANY Merit Award (2015). Reknown projects include the Urban Metabolism of Rotterdam (for IABR, 2014), Ghana Urban labs (for UNHabitat 2016), Bijlmerbajes Bajes Kwartier (2017).
Dr. Güneş Cansız Director Turkish
Dr. Çiğdem Çörek Öztaş Urban Development and Accessibility Manager Turkish Hande Dönmez Strategic Communications Coordinator Turkish Celal Tolga Imamoglu Transport & Road Safety Manager Turkish
WRI Turkey Sustainable Cities helps create accessible, equitable, healthy and resilient urban areas for people, businesses and environment to thrive. Together with partners, it enables connected, compact and coordinated cities. It combines the research excellence of WRI with 13 years of on-the-ground impact through a network of 180 experts working to make cities in Brasil, China, India, Mexico and Turkey better places to live. Part of this international network, WRI Turkey Sustainable Cities has started its work in Turkey as EMBARQ Turkey and has collaborated with 16 cities in Turkey and 4 cities in Africa on BRT, pedestrianization, cycling, road safety, air quality, and building energy efficiency. WRI Turkey Sustainable Cities, whose legal name is Surdurulebilir Ulasim ve Sehirler Dernegi (Sustainable Transportation and Cities Association), is a non-governmental civil society organization that focuses on practical applications of sustainable urban transport and development, based on global research and on-the-ground experience. Cities designed with these principles in mind can provide safer, healthier, and more fulfilling lives for all their residents. In turn, these cities can reap the social, economic, and environmental benefits of sustainable urban development, transport and public spaces. WRI Turkey Sustainable Cities has already been active with projects of sustainable mobility in Izmir.
Core Team
7
1
8
A Metabolic Cycling Network
9
1.1
Urban Metabolism
Urban Metabolism is a framework developed for strategic interpretation of the flows of energy and materials within a metropolitan area. By optimizing the flows in the city and turning wastes into resources, we can design a better performing urban area. From linear processes, to circular strategies.
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A Metabolic Cycling Network
1.2
Metabolic Cycling Projects
Heated Cycling Path
Rotterdam E-Loop
Commissioner: Ministerie van Infrastructuur en Milieu, Gemeente Leiden Year: 2015 Location: Albania Partners: Posad, Evolv, Buck Consultants International
Commissioner: IABR, Municipality of Rotterdam Year: 2014 Location: Rotterdam (The Netherlands) Partners: Environmental Assesment Agency, Havenbedrijf Rotterdam
The heated Biking path is one of the strategies developed for the transition to sustainable energy of the Hart van Holland region. In this project biking paths and heat recovery network are combined together in one multipurpose infrastructure. The residual heat of the network is generally lost in the environment, but in this project it is reused to defrost the cycling path and the surrounding public space.
In order to reduce the motorized freight traffic that currently passes right through the city centre, we designed for the Urban Metabolism of Rotterdam a new inner ring road: The E-loop. The e-loop not only forms the backbone for goods, but also a sustainable mobility infrastructure. People hubs at the main railway station, Zuidlplein and the RDM campus ensure that people, too, will make intensive use of this ring for small scale electric transport, like e-bikes.
“I Bike Amsterdam� and Fietslab Amsterdam Commissioner: Amsterdam Academy of Architecture, ARCAM Year: 2016 Location: Amsterdam, The netherlands Partners: ARCAM Fietslab, Cycle Space In collaboration with University of Amsterdam (Phase 1) and ARCAM Fiets Lab and Cycle Space (Phase 2), FABRICations developed a series of workshops on future cycling infrastructure in the city of Amsterdam. The city, known for its high volume of cyclists, is now experiencing a very high pressure on the central area, due to the under-dimensioned cycling paths and the limited space in the city center. The projects focus on investigating possibilities of redesigning a new infrastructure that could host a high volume cycling traffic, negotiate a coexistence with cars, and still provide beneficial spaces for the city.
A Metabolic Cycling Network
11
1.3
Metabolism Applied to Cycling
How can Urban Metabolism be applied to cycling infrastructure?
Cycling infrastructures can be designed to added additional values and serve multiple purposes. Key factors in the definition of a metabolic cycling infrastructure are:
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A Metabolic Cycling Network
• Width and Dimensioning • Location and itinerary • Capacity to integrate multiple features in one infrastructure
CONVENTIONAL CYCLING NETWORK ACCOMODATES
MOBILITY AND TOURISM
METABOLIC CYCLING NETWORK ACCOMODATES
FOOD AND LOGISTICS
WASTE SOLAR CHARGING STATIONS
MAIL AND PARCELS
MOBILITY AND TOURISM
FREE WI-FI
URBAN INFRASTRUCTURE / OPTIC FIBRE
A Metabolic Cycling Network
13
Reference Projects
The practice of Urban metabolism relies on multipurpose infrastructure to minimize waste and increase added value. A studied in the project references for metabolism and cycling, this process can be applied to transform a cycling network into a vehicle for sustainable development on multiple levels.
Successful cases with similar projects are spread around the world. Find following a short selection.
Sustainable Mobility Copenhagen - Denmark 36% of mobilty by bike In Copenhagen approximately 36% (2017) of trips within the city were operated by bike.
Tourism Velib - Paris (France) Bike sharing for tourists In 2014, 8% of the tourists that visited Paris used the bike sharing service.
Logistics Albert Hein - Amsterdam (Netherlands) Groceries delivery by e-bike From 2016, ah.nl delivers groceries in the center of Amsterdam by bike. With the delivery bicycle Albert Heijn wants to contribute to cleaner and traffic-friendly transport in the city center.
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A Metabolic Cycling Network
Mail and Packages Post NL - Amsterdam (Netherlands) Delivering by bike In Amsterdam, Post NL will replace 100 car trips a day with diesel delivery vans by means of more sustainable delivery with the e-cargo bike. This ensures approximately 60,000 kg less CO2 emissions per year.
Waste Pedal Bins - London (UK) Collecting waste in central London A Plymouth-based company is bidding for money to help shift a million kilograms of city centre food waste per year by cargo bike, and turn it into energy.
Optic Fibre / Cooling Network / Other Installations Heated Cycling Path - Amsterdam (Netherlands) Minimized costs, minimized waste, additional value. Heated cycling network. The Netherlands is developing heat networks around the country. If merged with the biking infrastructure, the new network could be easily accessible, and mitigate temperature for cyclists.
Solar Charging Station with Free Wi-fi Solar Charing Station - TU Delft (Netherlands) Solar powered charging stations This project has developed a solar-powered e-Bike charging station on the TU Delft campus.Comprising a solar powered internal DC-grid, DC charging outlets and wireless chargers, this is a truly innovative project. by cargo bike, and turn it into energy.
A Metabolic Cycling Network
15
Bicycle PATH TYPE
1.4
20
3.0 mSMART SYSTEMS
E-Bicycle
PARKING km 6.0 mDigital Information
Cycling Toolbox
Tender Bike
BicycleInformal Route Bicycle
Motion Sensors
Bike R
Cargo E-Bike Cargo E-Bike
Tandem Bike Time/Speed Monitoring 3.0 m TRANSPORT TYPESDigital Informa Superhighway Digital Informa 3.0 m Superhighway
Tender Bike Tender Bike
Bike Taxi Wifi Access Motion Senso 6.0 mSMART Informal Route SYSTEMS Bicycle km Senso Motion 6.0 m Informal Route
This cycling toolbox provides a comprehensive and cross-scalar overview of SMART SYSTEMS TRANSPORT TYPES PATH TYPE the types of infrastructures, mobility devices, smart systems, amenities, and materials that are Cargo partE-Bike of the ecosystem toMotion helpSensors our stakeholders to DataIn-Groun Superhighway Real-Time 6.0 mcycling E-Bicycle Digital Information 3.0 m Bike Rack get a clear understanding and to see the big picture. PATH DYNAMIC E-BicyclePATH TYPE E-Bicycle
Tandem Bike TRANSPORT TYPES
Types of Mobility Equipment
TRANSPORT TYPES 3.0 m
Bicycle
Bike Taxi
20
E-Van PATH DYNAMIC Tandem Bike Superhighway Real-Time Da Adaptive Lighting PATH DYNAMIC Tandem Bike E-Bicycle k Information Real-Time Da Superhighway Digital Tandem Bike Electric Bicycle
Cargo E-BikeIntegrated CargoCargo E-Bike Electric Bike3.0 m
Bicycle Bicycle TRANSPORT TYPES
PATH TYPE E-Bicycle
Bicycle
Tandem Bike Informal Route Real-Time Data
Tender Bike Superhighway
Tender Bike
E-Bicycle PATH TYPE Bicycle Types of Cycling Path
Cargo E-Bike
20
6.0 m
3.0 m Motion Sensors
Tandem Bike Tandem Bike Shared Superhighway
IntegratedWifi Access Bike Rack Ring Adaptive Lighting
PATH DYNAMIC Bike Taxi
Path Dynamic
Tender Bike Cargo E-Bike 6.0 m E-Van
Integrated Integrated
E-Van
Integrated Wifi Access
Adaptive Lighting Separated
Tandem Bike
Tender Bike Superhighway
Bike Rack In-Groun Superhighway Time/Speed Bike Super Highway Monitoring
20
km
Bike Taxi Bike TaxiInformal Route
Integrated Tandem Bike Adaptive Light Bike Sharing Shared Time/Speed Monitoring Integrated Adaptive Light Bike Sharing Shared PATH DYNAMIC Tandem Bike Tender Bike Informal Real-Time DataIn-Ground Superhighway Motion Sensors Rack Route Wifi AccessBike Storag Bike SharingSeparated Adaptive Lighting Separated
Shared Shared
20 16
k
m PATH DYNAMIC Wifi Access PATH DYNAMIC E-Van Tender Bike Separated Wifi Access Real-Time Data B E-Van Separated
Motion Sensors 6.0Meters mDigital Information Cargo E-Bike Tender Bike 3.0 Informal Informal Route Route
m E-Bicycle 2.03.0 Meters
2 2
PATH DYNAMIC Time/Speed Monitoring Bike Rac Bike Storage Shelter Wifi Access
20
Bike Sharing Cargo E-Bike
PARK
km
PATH DYNAMIC Bike Taxi Time/Speed Monitoring
Tandem Bike Informal Route
m
SMART SYSTEMS 6.0 m
Time/Speed Moni Informal Route Bike BikeSharing Sharing BikeTaxi Taxi Bike Time/Speed Moni Cargo E-BikeIntegrated Bike TaxiInformal Route Motion Sensors Integrated SMART SYSTEMS PARKING Digital Information 3.0 m 6.0 m Real-Time Data Bike R E-BicycleSuperhighway
Tender Bike Bike Electric Tender Separated
E-VanVan Electric
PATH TYPE Digital Information
Time/Speed Monitoring Informal Route Real-Time DataIn-Ground Rack Bike Storag
Tender Bike Superhighway Motion Sensors
Cargo E-Bike 6.0 m
20
E-VanPATH DYNAMIC
E-Van A Metabolic Cycling Network
km
Separated Bike Taxi Separated Wifi Access
PATH DYNAMIC Tandem Bike Time/Speed Monitoring Bike Rack Bike TaxiInformal Route Real-Time Data Bike Storage Shelter Integrated Adaptive Lighting
20
km
SMART SYSTEMS PARKING Smart Systems Digital Information 3.0 m Bike Rack Time/Speed Monitoring Informal Route Bike Rack Ring m E-Bicycle Cargo E-Bike 6.0 Real-Time Data Bike StorageSuperhighway Shelter Motion Sensors
TYPE
20
SMART SYSTEMS 3.0 m
Digital Information
Real-Time DataIn-Ground Rack
PARKING
20
Bike Rack
km
PROTECTED/SAFE SPACE
km
MATERIALIZATION PROTECTED/SAFE SPACE
SPATIAL ATTRIBUTES ATTRIBUTES/INFRASTRUCTURE
PATH DYNAMIC Monitoring Tender Bike Informal Real-Time Superhighway rgo E-Bike 6.0 Bike Storage Shelter Motion Sensors m Time/Speed Monitoring Rack Ring Route Digital Bike Rack Wifi Access Digital Information Information Motion SensorsBike Real-time Data DataIn-Ground RackTime/Speed Time / Speed Monitoring
SMART SYSTEMS m
6.0 mDigital Information
PARKING Motion Sensors
20
Bike Rack
In-Ground Rack
km
SPACE SPATIAL ATTRIBUT ATTRIBUTES/INFRASTRUCTURE Assault Tree Lines Access to ecologicalPROTECTED/SAFE corridor Tree Lines Storage Lockers PATH DYNAMIC Tandem Bike nder Bike Informal Route Real-Time DataIn-Ground Rack Time/Speed Monitoring Superhighway Bike Storage Shelter Wifi Access Bike Rack Ring Wifi Access Motion Sensors Integrated Adaptive Wi-Fi Access AdaptiveLighting Lighting
Digital Information m
PARKING
20
Motion Sensors Bike Rack
Superhighway Parking Facilities
Real-Time DataIn-Ground Rack
Bike Storage Shelter
km
20
MATE PROTECTED/SAFE SPACE SPATIAL ATTRIBUTES BUTES/INFRASTRUCTURE Tiling Surface Treatment Resting Areas Access to ecological corr Storage Surface Treatment Waste Collection Tree Lines PATHLockers DYNAMIC ndem Bike kmWifi Access Bike Rack Ring Time/Speed Monitoring Informal Route Real-Time Data Bike Taxi Bike Storage Shelter Integrated Adaptive Lighting Adaptive Lighting Separated
ighway Motion Sensors
Real-Time Data Bike Informal Route In-Ground Bike Rack Rack BikeStorage StorageShelter Shelter In-Ground Rack RackTime/Speed Monitoring Bike
20
Bike BikeRack Ring Ring Rack
km
Protected and Safe Space
20
MATERIALIZATION PROTECTED/SAFE SPACE SPATIAL ATTRIBUTES Rubber Fencing Mobile Retail Access Tree Lines Access to ecological corridor Storage Lockers Fencing Point Treatment Resting Areas Waste Collection PATH DYNAMIC kmWifi Access Logistics SwitchSurface Bike Taxi Time/Speed Monitoring Bike Rack Ring E-Van Integrated Adaptive Lighting Separated Shared
PATH DYNAMIC Route Real-Time DataIn-Ground Rack Time/Speed Monitoring Bike Storage Shelter
Wifi Access Bike Rack Ring
20
Charging Stations Road Barriers Heated Bike Path Fencing Surface Waste Collection Tree Logistics Switch Point Treatment Lines Access to ecological corridor Surface Treatment Fencing km Tree Lines E-Van IntegratedWifi Access Bike SharingSeparated Adaptive Lighting Shared
YNAMIC me/Speed Monitoring Wifi Access Bike Rack Ring Bike Storage Shelter Integrated
A
Resting Areas
Earth Road Mobile Retail Access Assault Road Barriers Barriers
Adaptive Lighting
Shadow/Cover Rain Heated Bike Path FencingWireless Bike Shelters Road Barriers Charging Stations R Logistics Switch Point Rain and Shade Canopy Rain Bundling Heat/Waste Flows Mobile Retail AccessShadow/Cover Tiling Surface Treatment RestingofAreas ke Sharing Shared Separated Adaptive Lighting
atedWifi Access Bike Rack Ring Adaptive Lighting Separated
A Metabolic Cycling Network
17
ATTRIBUTES/INFRASTRUCTURE Logistics Switch Point
PROTECTED/SAFE SPACE SPATIAL ATTRIBUTES Mobile Retail Access Waste CollectionTree Lines Access to e Storage Lockers Fencing ATTRIBUTES/INFRASTRUCTURE Logistics SwitchSurface Point Treatment
Cycling Toolbox Heated Bike Path Storage Lockers
Charging Stations Road Barriers Logistics Switch Point Treatment Heated Bike Path Fencing PROTECTED/SAFE SP ATTRIBUTES/INFRASTRUCTURE Access to ecological corridor Surface Rest Waste Collection Tree Lines Storage Lockers
Shadow/Cover Rain Bundling of Heat/Waste Flows ATTRIBUTES/INFRASTRUCTURE Logistics Switch Point Treatment Surface Waste Collection
Electric Cargo Bike Operated by the supermarket chain Albert Heijn in the Netherlands, this twowheel delivery unit that can handle up to 30 crates of shopping.
RainwaterSwitch Collection Logistics Point ATTRIBUTES/INFRASTRUCTURE
Types of Mobility Equipment
Heated Bike Path Solar Path Storage Lockers Storage Lockers
Waste WasteProcessing Processing Rainwater Collection Logistics Switch Point
18
Digital and Responsive Cycling Path The road is lined with a material embedded with LED light technology. It could change the displayed information according to a series of parameters.
Heated Bike Path Fencing Bundling Shadow/Cover Chargi Rain Road Barriers of Heat/Waste Flows Recreational Paths Mobile Retail Access PROTECTED/SAFE SPACE SPATIAL ATTRIBUTES Rainwater Collection Access to e Storage Lockers Logistics SwitchSurface Point Treatment Waste CollectionTree Lines
Road Barriers Bundling of Heat/Waste Flows Waste Waste Collection Collection Tree Lines
Cooling System Flows Bundling Heat/Waste Heatof and Waste Flows Waste Collection
HeatedPROTECTED/SAFE Bike Path Barriers Bike Shelters Road SPACE FencingWireless Mobile R Bundling ofAreas Heat/Waste Flows SPATIAL Resting Storage Lockers Waste Collection Tree Lines
Charging Stations Wireless Shadow/Cover Rain Rainwater Collection Road-Side Parking/Storage Heated Bike Path Solar Path Rest Logistics Point Treatment Access to ecological corridor Logistics Switch SwitchSurface Point Heated Bike Path Fencing
Shadow/Cover Rain Rainwater Collection Rain Water Collection Logistics Switch Point Treatment Surface
Wireless Cooling Bike Shelters Recrea System Solar Path SolarBike Path Cooling System Heated Path Fencing Bundling Road Barriers Mobile R Heat/Waste Flows RestingofAreas
Waste Paths Processing Cooling System Heated Path Chargi Road BarriersRecreational SolarBike Path Road-Side Shadow/Cover Rain P Fencing Bundling of Heat/Waste Flows Mobile Retail Access Rainwater Collection
A Metabolic Cycling Network
SolarBike Path Heated Path
Cooling System Flows Bundling of Heat/Waste Road Barriers
Waste Processing Shadow/Cover Rain Road-Side Parking/Storage Charging Stations Rainwater Collection Solar Path
Wireless
MATERIALIZATION SPATIAL ATTRIBUTES Surface Treatment Resting ctionTree Lines SPACEAreas ATTRIBUTES/INFRASTRUCTURE Access to ecologicalPROTECTED/SAFE corridor
ch Point Access to ecologicalPROTECTED/SAFE SPACE RASTRUCTURE corridor Fencing Surface Treatment Resting Areas Storage Lockers
Assault
Mobile Retail Access SPATIAL ATTRIBUTES Assault Tiling Tree Lines
Tiling SPATIAL ATTRIBUTES
Rubber MATERIALIZATION Access to ecological corridor
Path Charging Stations Road Barriers MATERIALIZATION OTECTED/SAFE SPACEAreas SPATIAL ATTRIBUTES Resting Rubber Fencing Mobile Retail Access Tiling Tree Lines Access to ecological corridor ckers Surface Treatment Resting Areas Waste Collection PROTECTED/SAFE SPACE
RE
MATERIALIZATION
SPATIAL ATTRIBUTES
Storage Lockers Storage locker offers a safe place to hold items when you don’t want packages left unattended at your home or office after they’re delivered.
Mist-Cooled Bike Paths This system provides a better cycling experience by reducing the temperature on cycling paths in hot summer days, which encourages more people to cycle.
Wireless Bike SheltersEarth Rain Waste Flows Stations Road Barriers MATERIALIZATION SPATIAL ATTRIBUTES Rubber Mobile Retail AccessShadow/Cover Charging Access to ecological corridor Fencing Resting Areas Assault ctionTree Lines Logistics SwitchSurface Point Treatment
Spatial Attributes
AFE SPACE
SPATIAL ATTRIBUTES Tree Lines
MATERIALIZATION PATIAL ATTRIBUTES s Access to ecological corridor Surface Treatment Resting Areas
Mobile Retail Access Tiling Road Barriers Assault Tiling Asphalt
ssing Shadow/Cover Rain Charging Stations Road-Side Parking/Storage ection Solar Path
Charging Charging Stations Stations Rubber Tiling
Wireless Bike Shelters Earth
Mobile Retail Access Tiling
tem Recreational Paths Shadow/Cover Charging Stations Rubber Road Barriers Rain Parking/Storage Waste Flows Road-Side MobileRainwater Retail Access Collection Resting Areas
Assault
Assault
Shelters h Road-Side Parking/Storage Recreational Paths Shadow/Cover Wireless Bike Bike Shelters Recreational Paths Road-Side Parking/Storage Path FencingWireless Charging Stations Rubber Road Barriers Mobile Retail Access Rain Bundling Heat/Waste Flows Tiling RestingofAreas Assault
Mobile Retail Access Tiling
MATERIALIZATION Access to ecological corridor
Charging Stations Recreational Paths ection Wireless Bike Shelters Earth Shadow/Cover Rain Heated Bike Path Fencing Road Barriers Surface Resting Mobile Access Tiling ch Point Treatment Assault Access corridor Resting Areas Areas Mobile Retail Retail Access Accessto to ecological ecological corridor
MATERIALIZATION ess to ecological corridor ment Resting Areas Fencing Materialization
Earth Assault
Rubber
Wireless Bike SheltersEarth
Recreational Paths
Charging Stations Rubber Rubber
Earth Earth
A Metabolic Cycling Network
Wireless Bike SheltersEarth
Recreational Paths
Road-Side Parking/Storage
19
1.5
Benefits of a Metabolic Cycling Network If developed correctly, a metabolic cycling network can bring multiple benefits to an urban system, including:
1
Less traffic congestions
2
Reduced air pollution and emissions
3
Decreased sound pollution
4
Less commuting time
5
Increased tourism and leisure programs
6
Better public space quality
7
Increased land value
8
More waste collected and processed
20
A Metabolic Cycling Network
1.6
Data Sources
Our team developed a preliminary analysis of Izmir basing on desk research and open databases. Data has been mainly provided by the following documents and sources:
Data
With the help of our local partners, we will verify and improve the data collected to give an accurate research base for the project.
Source
Year
Documents and Reports Izmir Sustainable Mobility
WRI Turkey Sustainable Cities
Collection of Current Information and Evaluation Report
Izmir Metropolitan Municipality, Ministry of Infrastructure
2015
Transportation Masterplan
Izmir Metropolitan Municipality
2016
Strategic Planning 2015-2019
Izmir Metropolitan Municipality
2015
Cycling Network (Route, BISIM Stations, Parking Spots)
Ä°zmirlinin Sesi (www.izmirlininsesi.com)
2018
Izmir Situational Analysis 2013
IZKA (Izmir Development Agency)
2013
Data Collection Survey on Solid Waste Management in Turkey
Japan International Cooperation Agency (JICA)
2015
Cycling Logistics: the Future of Goods Delivery
ECF (European Cycling Federation)
2012
Quantifying Co2 Savings of Cycling
ECF (European Cycling Federation)
2011
A Market Scan of How New Mobility Trends are Evolving in Turkey
WRI Turkey Sustainable Cities
2018
Workshop on Design for Bike Mobility
WRI Turkey Sustainable Cities
2016
Reducing Food Waste in the OIC Countries
Standing Committee for Economic and Commercial Cooperation of the Organization of Islamic Cooperation (COMCEC)
2017
Food Wastage in Turkey: An Exploratory Survey on Household Food Journal of Food and Nutrition Research Waste
2016
The EU Cycling Economy
2016
ECF (European Cycling Federation)
Geographic Information Datasets Topography
United States Geological Services Shuttle Radar Topogra2000 phy Mission (SRTM) 1 Arc-Second Global (2000)
Traffic Analysis Districts
Izmir Metropolitan Municipality
Satelite Image
Google Earth
Road Network
OSM OpenStreetMaps
2018
Public Transit System
OSM OpenStreetMaps
2018
Leisure Destinations
OSM OpenStreetMaps, Tripadvisor Index
2018
Waste Transfer Stations
Japan International Cooperation Agency (JICA)
2015
Landuse
Copernicus Land Monitoring Service, European Environment Agency
2012
A Metabolic Cycling Network
21
2
22
Izmir’s Potential
23
2.1
Urban Analysis Figure 2—Terrain Slope. Proximity of terrain curves has been calculated to highlight in green areas suitable for biking.
Legend District Boundary Terrain Slope Analysis 0-2% 2-5% 5-10% 10-15% 15-25% Source: United States Geological Services Shuttle Radar Topography Mission (SRTM) 1 Arc-Second Global (2000) processed with Quantum GIS, İzmir Metropolitan Municipality
Figure 3—Existing cycling path and bike parkings. In red unsuitable areas for biking.
Legend District Boundary Steep Zone (> 10% Slope) Cycling Network Cycling Route BISIM Bike Sharing Stations Bike Parking Spots Source: İzmirlinin Sesi (2018); İzmir Metropolitan Municipality
The city of Izmir presents a considerable potential to host a multipurpose cycling network.
Morphologically, the topography presents prohibitive slopes in critical areas, but overall it consists of vast flat areas and gentle slopes. We identified and tracked the areas suitable for bikes, with a slope lower than 10%. The extension of the suitable area is promising. Politically and culturally, the city expressed
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Izmir’s Potential
Figure 4—Existing road system.
Legend District Boundary Steep Zone (> 10% Slope) Road Network Motorway (Otoyol) State Highway (Devlet Yolu) Primary Road Other Roads Source: OpenStreetMaps (OSM)
Figure 5—Existing Public transportation system.
Legend District Boundary Steep Zone (> 10% Slope) Public Transportation Metro Line Railway Tram Line Ferry Route Bus Line Rail / Metro Station Ferry Terminal Bus Station Source: The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA) OpenStreetMaps (OSM)
numerous ambitions that can be tackled with a bike network. The biking infrastructure could in fact provide help in reaching objectives set in the Strategic Plan 2015-2019 by the Izmir Metropolitan Municipality. Additionally, the city administration is already investing in sustainable strategies and cycling with promising results. Including upcoming city plans in the design of future cycling infrastruc-
ture is essential in this project. Logistically, the city presents optimal opportunities for bikeable distances, and the road structure could host cyclists with appropriate adjustments. In combination with public transport network, this would drastically reduce traffic, congestions, and increase quality of public space in proximity of the roads.
Izmir’s Potential
25
Legend District Boundary Steep Zone (> 10% Slope) 2.5km Radius Buffer Cycling Network Existing Cycling Route BISIM Bike Sharing Stations Source: İzmirlinin Sesi (2018); İzmir Metropolitan Municipality
Our aim is to intervene with 4 strategical purposes on:
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Izmir’s Potential
• • • •
Commuting routes for workers and students Travels related to leisure, culture and tourism Organic Waste collection and processing Distribution of logistics, cargo and mail
Figure 6—Potential for cycling. Suitable areas for cycling framed with bikeable 2.5km radius circles (proximity lines)
Each of these layers has been analyzed to evaluate and presented within its potential.
Izmir’s Potential
27
2.2
Commuting Figure 7—Population density and public transportation. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Public Transportation Metro Line Railway Tram Line Ferry Route Rail / Metro Station Ferry Terminal Population Distribution (2.5km radius buffer) 0 1-5000 5001-10001 10001-15000 15001-20000 20000+ Source: İzmir Büyükşehir Belediyesi and Boğaziçi Proje Mühendislik Planlama (2013), İzmir Metropolitan Municipality, OpenStreetMaps
Figure 8—Journeys ending in a workplace location combined with industrial and commercial areas. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Landuse Industrial-Commerical Frequency of Travel to Work (2.5 km radius buffer) 0-1000 1001-2500 2501-5000 5001-10000 10000+ Source: İzmir Büyükşehir Belediyesi and Boğaziçi Proje Mühendislik Planlama (2013); İzmir Metropolitan Municipality ; The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA)
As showed in our analysis maps, high density living areas and high density employment areas present a reachable distance with each other, especially if integrated with public transport. The same condition can be recognized for students’ population and educational facilities, as well as other journeys operated within working hours.
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Izmir’s Potential
Figure 9—Journeys ending in a location for education, combined with schools and university areas. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Landuse University Schools Frequency of Travel to School (2.5 km radius buffer) 0-1000 1001-2500 2501-5000 5001-10000 10000+ Source: İzmir Büyükşehir Belediyesi and Boğaziçi Proje Mühendislik Planlama (2013); İzmir Metropolitan Municipality ; The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA); OpenStreetMaps
Figure 10—Journeys ending in other locations, combined with public transport. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Public Transportation Metro Line Railway Tram Line Ferry Route Rail / Metro Station Ferry Terminal Frequency of Travel to Other Destinations (2.5 km radius buffer) 0-1000 1001-2500 2501-5000 5001-10000 10000+ Source: İzmir Büyükşehir Belediyesi and Boğaziçi Proje Mühendislik Planlama (2013), İzmir Metropolitan Municipality, OpenStreetMaps
Overlapping these layers information, we defined areas where a cycling network in relation to daily commuting could reach its maximum potential.
Izmir’s Potential
29
Legend District Boundary Steep Zone (> 10% Slope) Public Transportation All transit lines Population Distribution (2.5km radius buffer) 0 1-5000 5001-10001 10001-15000 15001-20000 20000+ Landuse Industrial-Commerical University Schools Source: İzmir Büyükşehir Belediyesi and Boğaziçi Proje Mühendislik Planlama (2013); OpenStreetMaps; The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA)
Regarding behavioral analysis, large segments of working population rely on cars for their daily commuting for working or educational purposes. That generates high pressure on main traffic arteries and high demand for par-
30
Izmir’s Potential
king. Additionally, this phenomenon reflects on air quality, noise levels. Alternatively, trips are covered by the public transport system, which, if overloaded, delivers a poor service and requires high running costs for the city.
Figure 11—Areas of interest for a cycling network in relation to daily commuting. In darker color, top priority areas. Hatched, non bikeable areas due to excessive steepness.
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31
Replacing at least a small phase of those daily trips by bike, the benefits could be considerable. Shared bikes could be used to replace short distances trips with public transport. Alternatively, a bike sharing system could provide flexible connection from remote car parking to final destinations.
COMMUTING
Home
Home
2018
2035
Workplace
Workplace
MMUTING
Home
2035
Workplace
Figure 12a—Typical commuting journey composition (top) and potential integration with the use of bikes (bottom). Route 1 (external circle) for private vehicles and route 2 (internal circle) for public transport.
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Figure 12b—Hypothetical scenarios of commuting journey composition (top) and potential integration with the use of bikes (bottom). Route 1 (external circle) for private vehicles and route 2 (internal circle) for public transport.
According to Turkstat, in 2017 there were 20.301.500 people employed in Izmir (47,5% of the population). We calculated that if only 2.5% of Izmir’s workers (507,537) would use bikes for a small portion of their daily trip to work, the following benefits could be generated:
Note: Calculations have been operated basing on data from Turkstat, Turkish ministry of Economy, Wrold Bank database, Cycling research university of Glasgow, 2016 report on Combined transport in Europe by BSL consultants, Izmir situational analysis 2013 by Izka, American journal of Public health, Economic Benefits of Increased Cycling by Thomas londiaua Bruno van Zeebroeck. Figures are indicative and accuracy is limited and based on data availability. More accurate calculations will be operated in the next phase of the project.
For the city Up to
Up to
Up to
300
5500
50
Less busses on the road every day during working hours
Less vehicles on the road every day during working hours
Road deaths avoided every year
Up to
New
Development of
60500kg Economy Parking In relation to biking (repairs, sale, etc.)
facilities in more favorable locations and bike connection to cover distances.
Up to
Up to
Up to
50%
52%
40%
Of overall journey duration for shorter commuting time
Lower risk of dying from cardiovascular diseases
Less risk of dying from cancer
Up to
Up to
Up to
6 Month
26%
15%
Longer life expectancy
Increased productivity on the workplace
Less days off due to illness
Less Co2 emissions per day
For the employer and employee
Izmir’s Potential
33
2.3
Leisure Figure 13—Restaurant as indicative parameter for leisure areas, combined with public transport. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Public Transportation Metro Line Railway Tram Line Ferry Route Rail / Metro Station Ferry Terminal Leisure Destinations Restaurants Source: OpenStreetMaps; Tripadvisor Restaurants Index (2018)
Figure 14—Locations for touristic accommodations as indicative parameter for leisure areas, combined with public transport. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Public Transportation Metro Line Railway Tram Line Ferry Route Rail / Metro Station Ferry Terminal Leisure Destinations Hotels Source: OpenStreetMaps; Tripadvisor Tourist Hotels Index (2018)
We identified areas with major cultural, commercial and social interest and we defined biking distances between them, with a basic radius of 2,5 km. With a similar process we tracked touristic accommodations and destinations. We identified in this way a suitable area for a biking network related to leisure, free time, culture and tourism.
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Figure 15—Locations for touristic attractions as indicative parameter for leisure areas, combined with public transport. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Public Transportation Metro Line Railway Tram Line Ferry Route Rail / Metro Station Ferry Terminal Leisure Destinations Tourist Attractions Source: OpenStreetMaps; Tripadvisor Tourist Attractions Index (2018)
Figure 16—Locations for commercial attractions as indicative parameter for leisure areas. Data has been translated to a 2,5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Leisure Destinations Shops Source: OpenStreetMaps (OSM)
Overlapping these layers information, we defined areas where a cycling network in relation to leisure time could reach its maximum potential.
Izmir’s Potential
35
Legend District Boundary Steep Zone (> 10% Slope) Leisure Destination Frequency of Travel (2.5km Radius Buffer) Low Frequency High Frequency Leisure Hotels Restaurants Tourist Attractions Shops Source: İzmir Büyükşehir Belediyesi and Boğaziçi Proje Mühendislik Planlama (2013); OpenStreetMaps; Tripadvisor.com
Traveling occurs in different modalities and timing when related to free time We identified two target groups: Locals and tourists. Relating to leisure, locals rely mainly on public transport and personal
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Izmir’s Potential
vehicles. Tourists instead tend to travel for shorter distances, mainly coming from nearer departure points. Both targets do multiple and flexible trips during leisure time. They can move from first
Figure 17—Areas of interest for a cycling network in relation to leisure activies. In darker color, top priority areas. Hatched, non bikeable areas due to excessive steepness.
destination to the second and third, in the same day. For example, a local family could go shopping, then move to a restaurant, and then continue with additional activities in the afternoon. Each destination
can be reached with different mediums according to specific conditions, but most of them occur in the same area.
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37
Since biking is already considered in Izmir as a leisure activity, it could be empowered as a mobility medium to travel flexibly during leisure time. It could replace short journeys, or be used as main medium of transport for the whole day.
Note: Calculations have been operated basing on data from Turkstat, Turkish ministry of Economy, Wrold Bank database, Cycling research university of Glasgow, 2016 report on Combined transport in Europe by BSL consultants, Izmir situational analysis 2013 by Izka, American journal of Public health, Economic Benefits of Increased Cycling by Thomas londiaua Bruno van Zeebroeck. Figures are indicative and accuracy is limited and based on data availability. More accurate calculations will be operated in the next phase of the project.
LEISURE
Home
Home
Attraction 1
Attraction 1
2018
2035
Attraction 2
Attraction 2
ISURE
Home
Attraction 1
2035
Attraction 2
Figure 18a—Typical leisure time journey composition (left) and potential integration with the use of bikes (right). Route 1 (external circle) for private vehicles, normally used by residents, and route 2 (internal circle) for public transport, often used by tourists.
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Izmir’s Potential
Figure 18b—Hypothetical scenarios of typical leisure time journey composition (left) and potential integration with the use of bikes (right). Route 1 (external circle) for private vehicles, normally used by residents, and route 2 (internal circle) for public transport, often used by tourists.
According to Turkstat, in 2015 1.792.552 tourists visited Izmir. Additionally Izmir’s population counted 4.274.000 inhabitants, with at least 65% actively participating in leisure activities (2.778.100 people). We calculated that if only 30% of the tourists (637.765 people) and 2,5% of the locals (507,537 people) would use bikes in combination with other means of transport during their leisure activities, the following benefits could be generated.
For the city Up to
Up to
Up to
400 8250
70
Up to
90750
Less busses on the road every day during working hours
Less private vehicles on the road every day during working hours
Road deaths avoided every year
Less Co2 emissions per day
New
Development of
Up to
Up to
Economy
Parking
In relation to biking for tourism, culture and recreation
facilities in more favorable locations and bike connection to cover distances
20% 10% Increase in sales in shops on cycling routes
Increase in tourism
For the individuals Up to
52%
Up to
Up to
40% 6 Month
Lower risk of dying from cardiovascular diseases
Less risk of dying from cancer
Longer life expectancy
Better mental
Increase in time for
Lower
Health
Recreation
Stress
levels
in the city due to increased accessibility by bike
levels
Izmir’s Potential
39
2.4
Waste Figure 19—Waste transfer stations and main roads system. Data has been translated to a 5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Waste Municipal Waste Transfer Station Road Network Motorway (Otoyol) State Highway (Devlet Yolu) Primary Road Source: OpenStreetMaps (OSM); Japan International Cooperation Agency (JICA)
Figure 20—Restaurant as indicative parameter for organic waste production, combined with waste transfer stations. Data has been translated to a 5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Waste Municipal Waste Transfer Station Leisure Destinations Restaurants Source: OpenStreetMaps (OSM); Japan International Cooperation Agency (JICA)
Organic waste today provides large opportunities economically and composes a wide segment of total waste production. Part of the organic waste can be in fact transformed into energy and compost, getting additional economical return and reducing amount of waste to
40
Izmir’s Potential
process. Main production of organic waste is produced in households and hospitality businesses. If connected by 5 km radius proximity line, they would show potential for a biking collection network. The network would rely on the support of existing and new waste transfer stations.
Figure 21—Waste transfer stations and Population density in households as main source for organic waste production. Data has been translated to a 5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Waste Municipal Waste Transfer Station Population Distribution (2.5km radius buffer) 0 1-5000 5001-10001 10001-15000 15001-20000 20000+ Source: OpenStreetMaps (OSM); Japan International Cooperation Agency (JICA); İzmir Büyükşehir Belediyesi and Boğaziçi Proje Mühendislik Planlama (2013)
Figure 22—Agricultural areas and main roads system, to show potential areas for compost consumption.
Legend District Boundary Steep Zone (> 10% Slope) Landuse Permenant Crops Arable Land Pastures Complex Cultivation Road Network Motorway (Otoyol) State Highway (Devlet Yolu) Primary Road Source: OpenStreetMaps (OSM); The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA); Japan International Cooperation Agency (JICA)
Overlapping these layers information, we defined areas where a cycling network in relation to organic waste management could have the most impact.
Izmir’s Potential
41
Legend District Boundary Steep Zone (> 10% Slope) Waste Municipal Waste Transfer Station Population Distribution (2.5km radius buffer) 0 1-5000 5001-10001 10001-15000 15001-20000 20000+ Organic Waste Restaurants Landuse Permenant Crops Arable Land Pastures Complex Cultivation Road Network Motorway (Otoyol) State Highway (Devlet Yolu) Primary Road Source: OpenStreetMaps (OSM); The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA); Japan International Cooperation Agency (JICA); Tripadvisor.com
Figure 23—Areas of interest for a cycling network in relation to organic waste. In darker color, top priority areas. Hatched, non bikeable areas due to excessive steepness
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Izmir’s Potential
43
Current waste management mainly occurs through heavy vehicles: trucks and vans. They deliver waste collected to waste transfer stations, where bigger trucks collect it and bring it to Waste treatment facilities. The first transfer could be done with electric cargo bikes and small electric vans, running on the
cycling network. That would allow for much lower costs and increased flexibility in the collection of organic waste. If organic waste could be separated, it could be transformed into energy and compost through waste transformers, in small sites around the city.
WASTE
Home
Home
Energy an Compost
Waste Treatment
2018
Municipal Waste Transfer Station
Waste Treatment
2035
WASTE
Home
Energy and Compost
Waste Treatment
2035
Figure 24a—Typical waste collection journey composition (left) and potential integration with the use of cargo bikes and small e-vehicles (right). In the right variant, organic waste is processed within the city and used to produce compost (fertilizer) and electricity.
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Izmir’s Potential
Municipal Waste Transfer Station
Figure 24b—Hypothetical scenarios of typical waste collection journey composition (left) and potential integration with the use of cargo bikes and small e-vehicles (right). In the right variant, organic waste is processed within the city and used to produce compost (fertilizer) and electricity.
Municipal Waste Transfer Station
According to a Japan International Cooperation Agency study, in 2015 57% of waste collected in Izmir was organic. Turkstat predicts that by 2023 the waste production in Izmir will reach 1.704.402 ton/year. If only 50% of organic waste predicted for 2023 would be collected and processed through cycling network (485.754 ton/year), the following benefits could be generated:
Note: Calculations have been operated basing on data from Turkstat, Turkish ministry of Economy, Wrold Bank database, Cycling research university of Glasgow, 2016 report on Combined transport in Europe by BSL consultants, Izmir situational analysis 2013 by Izka, American journal of Public health, Economic Benefits of Increased Cycling by Thomas londiaua Bruno van Zeebroeck, Waste transformers. Figures are indicative and accuracy is limited and based on data availability. More accurate calculations will be operated in the next phase of the project.
As a part of the metabolic cycling network, garbage collection could be done with cargo bikes or electric vans.
This image shows a waste bin and the cycling path at Konak Waterfront, depicting the potential of coupling waste transfer with the cycling network.
Benefits Up to
28.5%
Up to
100
Increased collection rate of
Waste
Less waste to transport and process in waste treatment facilities
Garbage trucks replaced by bikes
with better accessibility in narrow streets and congested areas
Up to
Up to
Up to
51070kwh Energy produced per year
10000kg 4000kg Compost produced per year
Co2 emissions cut daily
Izmir’s Potential
45
2.5
Logistics Figure 25—Seaports, airports, railway terminals and main roads system.
Legend District Boundary Steep Zone (> 10% Slope) Railway Railway Station Landuse Civil Airport Military Airport Cargo / Cruise Port Road Network Motorway (Otoyol) State Highway (Devlet Yolu) Primary Road Source: OpenStreetMaps (OSM); The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA)
Figure 26—Food network. Destinations for food consumption and retail. Data has been translated to a 5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Logistics Food Distribution Center Restaurants Supermarket Source: OpenStreetMaps (OSM), Tripadvisor Restaurants Index (2018)
Izmir provides also opportunities for cycling network in relation to transportation of food, parcels, mail and delivery of goods of all kind. To identify areas with potential for highest impact, we mapped locations where goods enter the city, and final destination of the delivery.
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Izmir’s Potential
Figure 27—Postal network. Postal offices and potential destinations for postal delivery. Data has been translated to a 5km radius circles to assess bikeability and proximity.
Legend District Boundary Steep Zone (> 10% Slope) Logistics Post Office Landuse Industrial-Commerical Source: OpenStreetMaps (OSM); The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA)
Figure 28— Commercial network of goods. Data has been translated to a 5km radius circles to assess bikeability and proximity..
Legend District Boundary Steep Zone (> 10% Slope) Logistics Food Distribution Center Landuse Industrial-Commercial Road Network Motorway (Otoyol) State Highway (Devlet Yolu) Primary Road Source: OpenStreetMaps (OSM); The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA); Japan International Cooperation Agency (JICA)
Overlapping these layers information, we defined areas where a cycling network in relation to logistics could have the most impact.
Izmir’s Potential
47
Legend District Boundary Steep Zone (> 10% Slope) Railway Railway Station Landuse Civil Airport Military Airport Cargo / Cruise Port Industrial-Commerical Road Network Motorway (Otoyol) State Highway (Devlet Yolu) Primary Road Logistics Food Distribution Center Post Offices Supermarket Source: OpenStreetMaps (OSM); The European Urban Atlas 2012, Land Monitoring Service, European Environment Agency (EEA)
Figure 29—Areas of interest for a cycling network in relation to logistics. In darker color, top priority areas. Hatched, non bikeable areas due to excessive steepness.
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Izmir’s Potential
49
Currently goods enter the city through railway terminals, cargo airports, and seaport and truck terminals. They are generally transferred by truck to storage and distribution centers, where they are sorted and transferred to smaller vehicles. Delivery vans generally cover the last step of the delivery process
and are responsible for increase in congestions and collateral negative effects. Since internet purchase and remote shopping are increasing, the final delivery, if optimized in its process and operated by cargo bike and e-vehicles, could be operated in smarter and more flexible way.
LOGISTICS
Domestic and International Goods
Domestic and International Goods
Warehouse
2018
Warehouse
Shops Market Places Distribution Centres
2035
Homes
Homes
Workplaces
Workplaces
Restaurants
Restaurants
CS
Domestic and International Goods
Warehouse
2035
Shops Market Places Distribution Centres
Homes Workplaces Restaurants
Figure 30a—Typical journey composition in relation to logistics (top) and potential integration with the use of cargo bikes and small e-vehicles (bottom).
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Izmir’s Potential
Figure 30b—Hypothetical scenarios of typical journey composition in relation to logistics (top) and potential integration with the use of cargo bikes and small e-vehicles (bottom).
Shops Market Places Distribution Ce
According to Izmir situational Analysis 2013 by Izka, in 2011, 4.016.000 tons of cargo were unloaded in Izmir’s seaports only. If we suppose that only 5% of the load was distributed within the city, we can estimate 200.800 ton/ year were moved within the city, which would correspond to approximately 500 delivery vans a day. If only 50% of this traffic (250 vans per day) would be processed through cycling network, the following benefits could be generated:
The prevailing mode of cargo transportation is done by cargo vans or trucks, which could cause traffic congestions in the narrow alleys.
Note: Calculations have been operated basing on data from Turkstat, Turkish ministry of Economy, Wrold Bank database, Cycling research university of Glasgow, 2016 report on Combined transport in Europe by BSL consultants, Izmir situational analysis 2013 by Izka, American journal of Public health, Economic Benefits of Increased Cycling by Thomas londiaua Bruno van Zeebroeck, Waste transformers. Figures are indicative and accuracy is limited and based on data availability. More accurate calculations will be operated in the next phase of the project.
Switching to cargo bikes for delievery could help to reduce traffic congestion and air pollution. This image shows a self-modified cargo bike in-use.
Benefits Traffic reduction by
Up to
15%
50%
In key areas during peak hours
Lower costs for delivery companies and increased efficiency
Up to
Increased
3750kg
Accessibility
Co2 emissions cut daily
In narrow streets and congested areas
Izmir’s Potential
51
2.6
General Strategy
Overlapping the areas of interest emerged in our research; we can identify priority areas for a metabolic cycling network in Izmir.
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Legend District Boundary Steep Zone (> 10% Slope) Priority Areas Cycling Network Existing Cycling Route Existing Bike Parking Spots BISIM Bike Sharing Stations Source: İzmirlinin Sesi (2018); İzmir Metropolitan Municipality
Izmir’s Potential
53
Three conceptual scenarios are available to develop an effective structure of cycling connections:
Figure 31—Current condition and areas of significance. Karsiyaka Cigli Bayrakli
İzmir Limanı
Bornova
Konak
Kemalpasa
Balcova
Buca
Figure 32—Option 2: Developing inland a parallel route to the coastal path and establish transversal connection between the two lines.
Karsiyaka Cigli Bayrakli
İzmir Limanı
Bornova
Konak
Kemalpasa
Balcova
Buca
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1. 2. 3.
Figure 33—Option 2: Using the coast as main biking connection and generating separated clusters in key areas.
Developing inland a parallel route to the coastal path and establish transversal connection between the two lines. Using the coast as main biking connection and generating separated clusters in key areas Developing an hybrid solution bringing together the previous two options according to specific site conditions.
Karsiyaka Cigli Bayrakli
İzmir Limanı
Bornova
Konak
Balcova
Buca
Figure 34—Option 3: Developing an hybrid solution bringing together the previous two options according to specific site conditions.
Karsiyaka Cigli Bayrakli
İzmir Limanı
Bornova
Konak
Balcova
Buca
Izmir’s Potential
55
2.7
Konak District Street Profiles
Tarihi Asansör
Kemeralti Area
Pasaport Ferry
This is a touristic area in Izmir, and the elevator is used daily by the people in this neighbourhood. This area is distinguished by its urban morphological features such as small blocks and narrow streets. In addition, this area does not have large stores, but rather small shops, cafes, and residential units for locals.
This district contains three significant places. Konak Ferry is the most frequently used ferry route in Izmir. In addition, this is the pilot zone for BISIM bike sharing service. More importantly, it has many reknowed tourist attractions such as the Clock Tower, where is also the most popular stop for BISIM users.
Cumhuriyet Square is a gathering place for the bikers and skateboarders because of the low foot traffic here. It is also a quiet place for the BISIM users to take pictures before entering the Kordon. There are many governmental buildings and headquarters of banks/firms. Also it leads to one of the Montrö Gate of Izmir Fair.
Historical Elevator Area
Konak District Map showing the district boundary of Konak and the points of interest for the sectional anaylsis of streets.
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Izmir’s Potential
Konak Ferry
Cumhuriyet Square
Asansor Historical Area
Bottom-Up Cycling Initiatives Self-initiated cycling initives were found on the streets in this area. Local vendors use a variety of self-modified or self-built cargo bicycles or tricycles to deliver and transport goods to the surrounding neighbourhood. This reveals that a metabolic cycling network could facilitate these exisiting initiatives and provide a more sustainable mode of transportation for the logistics sector.
Konak Waterfront
Cycling’s Growing Influence Konak Waterfront is a popular tourist destination and is the pilot zone for the BISIM bike sharing service. According to the General Directorate of ESHOT of the Metropolitan Municipality of Izmir, bicycle use in Izmir is getting widespread because of the implementation of the new cycling road and BISIM bike sharing system.
Kemeralti Area
Congestion in the Alleys Local economies flourish in the back alleys. For example, there are informal waste and recycling collection facilities, shops, storages, and restaurants. Due to the narrow width of the alleys, motorized vehcles could cause serious traffic congestions as seen in the pictures. This reveals the need to connect this area with a cycling network that could help reduce congestion and also reduce the level of CO2 emission.
Izmir’s Potential
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Street Profile and Analysis
Historical Elevator Entrance
Asansor Area Lower Alleys (305. Sk.) Residential Road
58
Tarihi Asansor
Asansor Neighbourhood Lower Level Alleys
Historical elevator is both a touristic attraction and a mode of transportation for the neighborhood who lives at higher elevations.
Many of the houses here are under protection so many of them are either being renewed or standing as wreckages.
• Entrance of this building has one shared travel lane (mainly for pedestrians) and commercial zones on two sides (cafes & restaurants) • Surrounding buildings are generally old and are used as local shops • Average foot traffic • Good street lghting • High accessibility
• • • • •
Izmir’s Potential
One parking lane, one shared traffic lane. Low foot traffic Normal street lighting Residential units with 3 to 5 floors High volume of car traffic (wrongly parked cars cause significant traffic jams)
Tarihi Asansor
Potential for Cycling Unmarked
Cafe & Restaurants
Old Buildings 2-3 Floors
Cafe & Restaurants
Sidewalk Cobbles 1200
Shared Lane Cobbles 30
Sidewalk Cobbles
2600
30
Old Buildings 2-3 Floors
1200
Asansor Neighbourhood Lower Level Alleys
Potential for Cycling Unmarked
Shops Cafe & Restaurants
Retaining Wall Concrete
Old Buildings 2-3 Floors
Parking Lane Cobblestone Pavement 1600
Stores
Street Granite Cobblestone Pavement 4500
Parking Asphalt
Shared Lane Cobblestone Pavement 30
3500
Road Asphalt 2000
Parking Lane Cobblestone Pavement 30
Residential Building
1600
1200
Road Asphalt 3000
Tram Line Grass and Vegetation 3000
850
Road Asphalt 7150
Izmir’s Potential
850
59
3000
Street Profile and Analysis
Anafartalar Cd. Living Street
Mithatpasa Cd. Secondary Road
Mithatpasa Cd.
Kemeralti Entrance (Anafartalar Cd.)
This street connects neighborhoods to main waterside road.
This street is one of the most used entrance to Kemeraltı area. Vehicles with permission could enter.
• • • •
Two vehicle lane, two parking lane, two sidewalks. Mid-rise (6-8 floors) apartment blocks. Ground level of the apartments are usually for commercial purposes. Many of the local shops use bikes or carriages to transport food and packages because local restaurants and cafes only serve short distances. • Great street lightning. • High vehicular traffic (wrongly parked cars cause traffic jams).
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• • • • •
Very high foot traffic. Closed to vehicular traffic. Buildings are generally old and non-residential (2-3 Floors). Not enough space to support the amount of pedestrian flow. Good street lighting. High vehicular traffic (wrongly parked cars causes a lot of traffic jams)
Mithatpasa Street
Potential for Cycling Mixed Traffic
Shops
Shops
Sidewalk Cobblestone Pavement
Sidewalk Garden 5000
1000
Parking Lane
500
Road
Parking Lane
2000
6000
2000
Sidewalk Garden 500
1000
Sidewalk Cobblestone Pavement 3000
Kemeralti Entrance (Anafartalar Cd.)
Potential for Cycling Unmarked
Shops
Sidewalk Garden 500
1000
Sidewalk Cobblestone Pavement 3000
Government Buildings
Street Granite Cobblestone Pavement
Shops
Shops
Cafe Asphalt
Shared Lane Asphalt
1500
5500
Izmir’s Potential Sea
2500
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Street Profile and Analysis
Kemeralti Area Alleys (885. Sk.) Residential Street
Kemeralti Area (892. Sk.) Kızlarağası Hanı Surrounding Streets Living Street
Kızlarağası Hanı Surrounding Streets
Kemeralti Area Alleys
Streets near the Kızlarağası Hanı generally serve the tourists. Many of the stores are used as cafes or restaurants. These restaurants are generally bicycle for food delivery inside of Kemeralti
All the stores need to load and unload goods. This is achived by using backdoors of their stores. Many of the stores prefer bicycles or hand carriages as the mode of transportation inside Kemeraltı but because the streets lack in accommodation for bikes, they instead use vans or cars.
• Very high foot traffic. Very low vehicular traffic (Only vehicles with permission could enter Kemeraltı.) • Buildings has 3-5 floors. • Good street lighting. • Not enough space for pedestrians (because of the cafes putting tables on the streets.)
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• • • •
Moderate foot and vehicular traffic. Buildings generally using as warehouses and they have 2-5 floors. Bad street lightning. The streets are not very safe after certain hours.
Kızlarağası Hanı Surrounding Streets
Shops
Pavement
Shops
Potential for Cycling Unmarked
Cafe Asphalt
Shared Lane Asphalt
1500
5500
Shared Lane Asphalt
2500
Warehouse
Cafes and Restaurants
500
2500
3200
Lighting Path Park Shared Lane Cycling Cafes and Restaurants Asphalt Grass and Vegetation Asphalt 700 1500
1700
Street Asphalt
2250
1500
Kemeralti Area Alleys
Tactile Shared LaneWalking Path Paving Concrete Asphalt
Parking Lane Pebble
Potential for Cycling Unmarked
Warehouse
Parking Lane Pebble 2250
Street Asphalt
Shops
2250
Izmir’s Potential
63
Street Profile and Analysis Kıbrıs Şehitleri Cd. Pedestrian Street
Gazi Bulvarı Primary Road
Kemeralti Area Cankaya Entrance (Gazi Bulvarı)
Alsankak Area Kıbrıs Şehitleri Cd.
This street is recently completed and is one of the main entrances to Çankaya area. Clothing stores, tailors and their warehouses generally own the buildings.
Shows, parades and performances happen here frequently. It is always crowded even midnight there will be a crowd of both locals and tourists.
• 2x2 car lanes, 1x1 parking lanes, 2 tram lanes and 2 sidewalks. • Very high car traffic on both sides. Average foot traffic. • 6-8 storeys high apartment blocks (generally 1 or 2 stores owns the whole buildings or they are used as office blocks). • Excellent street lighting and landscape design. • Significant stop for tram.
64
Izmir’s Potential
• Very high foot traffic. Almost no car traffic (only vehicles with permission could enter, but generally during in day time.) • 1 lane for pedestrian traffic with two commerical areas on the sides. • Buildings are generally used as stores in the lower floors and as offices in the upper floors. • 6-8 storeys high apartment buildings. • Restaurants uses motorbikes for food delivery.
Kemeralti Area Cankaya Entrance (Gazi Bulvarı)
Waterfront Concrete
Walking Path Concrete
2500
Stores
Street Granite Cobblestone Pavement
Parking Asphalt
4500
Road Asphalt 2000
Potential for Cycling Mixed Traffic
Parking
3200
Road Asphalt
Parking
2000
Parking
2000
Tram Line Grass and Vegetation
3000
7150
850
Parking
2000
Road Asphalt
850
3000
Parking
2000
Road Asphalt 3000
Parking
2000
Parking Asphalt 3000
2500
Stores
Walking Path Concrete
Walking Path Asphalt
2000
1700
Stores
4500
Potential for Cycling Unmarked
Parking
3200
Parking
2000
Street Granite Cobblestone Pavement 2000
Alsankak Area Kıbrıs Şehitleri Cd.
Waterfront Concrete
Parking
2000
2000
Trade Lane Concrete with Cobble 4500
Parking
2000
Parking
2000
Parking
Parking
2000
Walking Lane Concrete with Cobble
Parking
2000
Parking
2000
Parking
2000
2000
Walking Path Asphalt 1700
Lighting
1000
Cycling Path Asphalt 1700
Tram Line Grass 500
Road Asphalt 6100
500
Trade Lane Concrete with Cobble 4500
4500
Izmir’s Potential
65
3000
Street Profile and Analysis Cumhuriyet Bulvarı (Alsancak Area) Kordon and Kıbrıs Sehıtlerı Street Alley Primary Street
1456. Sk. Alsankak Area Alleys Pedestrian Street
Kordon and Kıbrıs Sehıtlerı Street Alley
Alsankak Area Alleys
This streets has entrances to hotels. There are stores on ground floors and the rest of floors are generally residential.
These streets are used for Bazar on Sundays. They remove all the cars and open up tables to sell products. The streets are very crowded during the event. Restaurants are generally local and they only deliever to other nearby local shops by bicycle.
• • • • •
66
Two lanes for pedestrian traffic, one vehicular lane and one bike lane. Moderate foot traffic Average vehicular traffic. Good street Lighting. 6-8 storyes high apartment blocks.
Izmir’s Potential
• • • •
One parking lane, one vehicular lane, two sidewalks. Street lighting of average quality. Avearge foot traffic, low vehicular traffic. 5-7 storeys high apartment blocks. Entrances of the buildings are used as stores. Upper floors are residential.
Kordon and Kıbrıs Sehıtlerı Street Alley
Road Asphalt
Road Asphalt 3000
Road Asphalt 3000
Lighting
3000
1150
Stores
Road Asphalt
Suitable for Cycling Protected Lane
Road Asphalt 3000
Road Asphalt 3000
Sidewalk Cobble Stone 4500
Road Asphalt 3000
Cycling Lane Asphalt
Road Cobble Stone
4500
Sidewalk Cobblestone 3000
1750
Sidewalk Cobble Stone 4500
Green Area Grass and Vegetation 700
Stores
Stores
Sidewa Cobble
4500
Alsankak Area Alleys
Stores
17850
Potential for Cycling Unmarked
Stores
Sidewalk Cobble Stone 4500
Parking Lane and Road Cobble Stone
Sidewalk Cobble Stone 4500
Shared Lane Asphalt
Stores
3
4500
Izmir’s Potential
67
Street Profile and Analysis Kıbrıs Şehitleri Cd. Pedestrian Street
Gazi Bulvarı Primary Road
Cumhuriyet Bulvarı Primary Road
Kemeralti Area (885. Sk.) Residential Street
Konak Ferry Waterfront
Kemeralti Area (892. Sk.) Living Street
Historical Elevator Entrance
Mithatpasa Cd. Secondary Road
68
Anafartalar Cd. Living Street
Asansor Area Lower Alleys (305. Sk.) Residential Road
Kadıfekale Area Alley 1
Kadıfekale Area Alley 2
TBC TBC
TBC TBC
• • • • •
• • • •
2 pedestrian, 1 motor and 1 bike lane. Low human traffic Medium vehicle traffic. Good street Lightning. 6-8 stories high apartment blocks.
Izmir’s Potential
1 parking, 1Vehicle, 2 Pedestrian Lanes. Medium quality street lightning Medium Pedestrian, Low vehicle traffic. 5-7 stories high apartment blocks. Entrances of the buildings using as stores. Upper floors are residential.
Kadıfekale Area Alley 1
Unsuitable for Cycling
Restaurant
Konak Pier Bridge Wood and Steel 400
Sidewalk Cobble Stone
Grass
5500
400
1050
Tree
300
1000
300
Shared Lane Asphalt
Stores
Parking Lane Asphalt 3000
4500
House
Shared Lan Asphalt
2250 450
Kadıfekale Area Alley 2
Unsuitable for Cycling
g Lane House
Shared Lane Asphalt
Shop
2250 450
4050
Izmir’s Potential
69
Shops
Street Profile and Analysis
rking Lane
2000
Sidewalk Garden 500
1000
Sidewalk Cobblestone Pavement
Government Buildings
Street Granite Cobblestone Pavement
3000
Shops
5500
Konak Ferry Waterfront
Konak Waterfront
Waterfront Concrete
Tactile Walking Path Paving Concrete 3500
Sea
70
Izmir’s Potential
500
3200
Lighting Cycling Path Asphalt 700
1700
Park Gras
Shops
Cafe Asphalt 1500
Shared Lane Asphalt 2500
Shared Lane Asphalt
Warehouse
Cafes and Restaurants
Parkin Pebble
1500
Konak Waterfront One of the most crowded places in Izmir. It has connection to tram, ferry, bus and metro systems. There are many street vendors who sells drinks and foods by bicycle to the people around this area. In addition, this place is the official BISIM card selling point.
• • • • •
Very high foot traffic. Wide sidewalk and one bike lane. Excellent street lightning Rarely any residential buildings. Large green areas with vegetation.
Suitable for Cycling Shared-use Lane
k ss and Vegetation
Izmir’s Potential
71
Street Profile and Analysis
Cafe & Restaurants
Old Buildings 2-3 Floors
Cafe & Restaurants
Sidewalk Cobbles 1200
Stores
Street Granite Cobblestone Pavement
Konak Waterfront Pier Bridge Waterfront
Shared Lane Cobbles 30
Sidewalk Cobbles
2600
Parking Asphalt
4500
30
Road Asphalt 2000
Shops
Retaining Wall Concrete
Old Buildings 2-3 Floors
1600
Road Asphalt
Tram Line Grass and Vegetation
3000
3000
Road Asphalt
850
7150
850
Road Asphalt 3000
Shared Lane Cobblestone Pavement
Parking Lane Cobblestone Pavement
1200
Parking Asphalt 3000
30
Parking Lane Cobblestone Pavement
3500
30
Street Granite Cobblestone Pavement 2000
Residential Building
1600
1200
Stores
4500
Konak Waterfront Pier Bridge
Waterfront Concrete 2500
72
Walking Path Concrete
Parking
3200
Parking
2000
Izmir’s Potential
2000
Parking
2000
Parking
2000
Parking
Parking
2000
Parking
2000
Parking
2000
2000
Walking Path Asphalt 1700
Lighting
1000
Cycling Path Asphalt 1700
Tram Line Grass 500
Road Asphalt 6100
500
Road Asphalt 3000
Road Asphalt 3000
Road Asphalt 3000
Shops
Sidewalk Cobblestone Pavement
Sidewalk Garden 5000
1000
Parking Lane
500
Road
Parking Lane
2000
6000
2000
Sidewalk Garden 500
1000
Government Buildings
Sidewalk Cobblestone Pavement
Street Granite Cobblestone Pavement
3000
Shops
Shops
Konak Waterfront Pier Bridge Konak Pier Bridge is a significant point of connection between Konak waterfront and Kemeraltı area. It is also very suitable for the usage of bicycle. Currently, the surroundings of the bridge is under construction. Bridge takes its name from the Konak Pier Shopping Mall.
• High foot traffic. Very high vehicular traffic. • Wide sidewalks. 4x4 vehicular lanes, two tram lanes, one cycling lane, and parking lots. • Large green areas with plenty of vegetation. • Excellent street lightning. • Only governmental buildings. • Heavy foot traffic.
Waterfront Concrete
Tactile Walking Path Paving Concrete 3500
500
3200
Lighting Cycling Path Asphalt 700
Park Grass and Vegetation
1700
Sea
Suitable for Cycling Shared-use Lane
Restaurant
Lighting
3000
1150
Road Asphalt
Road Asphalt 3000
Road Asphalt 3000
Road Asphalt 3000
Sidewalk Cobblestone 3000
1750
Green Area Grass and Vegetation 700
Konak Pier Bridge Wood and Steel 17850
400
Cafe Asphalt 1500
5500
Grass
5500
Izmir’s Potential
400
1050
Tree
300
1000
300
73
2.8
Karsıyaka District Street Profiles
Karsiyaka - Nergis Metro Line Under this street there is a IZBAN underground line. Top of the tunnel uses as public space (with small parks) and both sides of this strees are residential apartment blocks.
Girne Street Highly using street with a good vegatation and sidewalks. Both sides are residential with variable types of apartment blocks.
Izmir House of the Provinces After the construction of tram line this street closed to the car traffic. All the people who lives in Bostanlı district goes to the cafes and restaurants on this street at nights.
Karsiyaka Carsi Street Like the Kıbrıs Sehitleri Street in Alsancak Karşıyaka Çarşı is also very crowded and touristic place. Whole street has lots of shops and residential apartment blocks.
Bostanli Waterfront This area is highly using by the cyclists, Fishermans (All of them has bicycles.) and runners. It is also the entrance of Bostanlı Ferry and tram station. Karsiyaka District Map showing the district boundary of Karsiyaka and the points of interest for the sectional anaylsis of streets.
74
Izmir’s Potential
Notes from Field Research
Wi-Fi Hotspots There are some free wi-fi and usb charging stations on the Karıyaka waterfront area but the level of distribution density is low.
Informal Waste Economy The informal waste collection sector is an vital part of the local economy. Also on the right you can see one of the cloth collection points. In Karsiyaka and Bostanlı area there are lots of collection points like this because locals of this district are generally wealthy people and they donate a lot.
Logistical Potentials Like Kemeraltı area, Karsiyaka Carsi is closed to the car traffic in which cargo firms cannot use motor vehicles to deliver packages inside of the KSK Carsi. They are in cage because of security concerns.
Cycling and Leisure Activities Karsiyaka Waterfront attracts fishermans for leisure activities. These people use bike as the primary mode of transportation and to carry equipments.
Last Mile Commuting Because Karsiyaka Carsi is closed to car traffic. Karsiyaka Municipality provides private transportation service to elders. These vehicles travel between the ends of the Karsiyaka Carsi (Karsiyaka Ferry & Karsiyaka IZBAN).
Cycling and Leisure Activities Bostanlı waterfront has many areas for public gathering, picnic, exercise and sports. This area is the best location for family activities in Izmir. It is considered very safe, quiet and clean. It is also very beautiful place to for cycling and running. Unfortunately, there isn’t any sidewalks besides the cycling path, which forces people to walk on the bike lane and causing problems and conflicts between cyclists and pedestrians.
Izmir’s Potential
75
Street Profile and Analysis
Kemal Paşa Caddesi Karsiyaka Carsi Pedestrian Road
76
Kemal Paşa Caddesi (Karsiyaka Carsi)
Karsiyaka Carsi Alleys (Feeding Streets)
Karsıyaka Carsi is one of the most crowded and important locations in Izmir. There are lots of different shops, cafes and restaurants on this street. Different from the Alsancak Kıbrıs Sehitleri St., here all the feeding streets are also very crowded and contains lots of shops.
Feeding streets are also very important in Karsiyaka Carsi area because many of the stores has their ateliers and warehouses on these streets. That is because those streets are open to traffic and they are not crowded as Karsiyaka Carsi.
• • • • •
• • • • •
Very High foot traffic. No car traffic. Wide sidewalks with commercial areas on both sides. Shops at ground level. Residential and offices are located above. Very good street lightning. 7,8 storeys high apartment buildings.
Izmir’s Potential
Avearge foot traffic. Average vehicular traffic. Average width for sidewalks and roads. Shops at ground level. Residential are located above. Good street lightning. 4,6 storeys high apartment buildings.
Kemal PaĹ&#x;a Caddesi (Karsiyaka Carsi)
Stores
Trade Lane Stone Pavement
Potential for Cycling Unmarked
Sewer
3500
Walking Lane Stone Pavement
Sewer
500
7000
Trade Lane Stone Pavement
500
Stores
1500
Karsiyaka Carsi Alleys (Feeding Streets)
Sewer
500
Trade Lane Stone Pavement
Stores
3500
Stores
Sidewalk Cobblestone
Stores
3500
Potential for Cycling Unmarked
Sidewalk Cobblestone 1500
Parking Lane Cobblestone
Road Cobblestone 2000
Sidewalk Cobblestone 3000
Stores
Sidewa Cobbles
Apartment Blocks
1500
Izmir’s Potential
77
Street Profile and Analysis
Girne Bulvarı Primary Road
Cengiz Topel Caddesi Pedestrian Road
Girne Bulvarı
Cengiz Topel Caddesi
This is a main connection street containing mostly residential units with shops on the ground level. It is close to all modes of public transit including Ferry, Izban, Tram, Bus, Metro, and BISIM.
This street is closed to car traffic after the recent construction of tram line. Prior to the construction, this street had high volume of vehicular traffic as it is the home to popular cafes and restaurants. This street became very quiet and popular for pedestrians after being pedestrianized.
• • • • •
78
Medium foot traffic. High vehicular traffic. Wide sidewalks and roads. Generally residential apartment blocks. Very good street lighting and vegetation. 5,6 storyes high apartment buildings.
Izmir’s Potential
• • • • •
High foot traffic. No car traffic. Wide sidewalks and roads. Entrance levels are used as cafe or restaurants. Upper levels are residential apartment blocks. 5,6 storyes high apartment buildings and triplex private villas.
Girne BulvarÄą
Potential for Cycling Mixed Traffic
Sidewalk Cobblestone
Apartment Blocks
Parking Lane Asphalt 3000
Apartment Blocks
Sidewalk with Tactile Pavement
Vegetation
3500
3500
3500
Road Asphalt 2000
Parking Lane Asphalt
3500
Parking Lane Asphalt 3000
Road Asphalt 3500
Sidewalk Cobblestone 2000
1200
Road Asphalt 3500
Vegetation
Walking Path - Park Cobblestone 6000
Separation Stone Pavement 3500
Vegetation
1200
3500
Road Asphalt
Sidewalk Cobblestone
1200
Road Asphalt 3500
Parking Lane Asphalt
1500
Parking Lane Asphalt 3500
Road Asphalt
Parking Lane Asphalt
2000
3000
Vegetation
3500
3500
Sidewalk with Tactile Pavement 3500
3500
Cafes and Restaurants Varies
Apartment Blocks
Potential for Cycling Protected Lane
Walking Path Cobblestone Pavement 3500
Apartment Blocks
2500
3500
Cengiz Topel Caddesi
Cafes and Restaurants
Sidewalk Cobblestone 2000
Street Furnitures Vegetation, wood, and tactile pavement 3500
3500
Two-way Tram Line Cobblestone Pavement 3500
Walking Path Cobblestone Pavement 3500
Street Furniture Vegetation and Wood 3500
3500
Cafes and Restaurants Varies
3500
Izmir’s Potential
Cafes and Restaurants
3500
79
Street Profile and Analysis
1671. Sk. Residential Road
1671. Sk. (Bostanlı - Karsıyaka Connectıons)
Apartment Blocks
Sidewalk Cobblestone
Parking Lane Asphalt 3000
80
Izmir’s Potential
Road Asphalt 2000
Parking Lane Asphalt 3000
Sidewalk Cobblestone 2000
1200
Vegetation
1200
Walking Path - Park Cobblestone
1671. Sk. (Bostanlı - Karsıyaka Connectıons) In Bostanlı and Karsiyaka area, street level of the underground IZBAN line is used as public space as seen in the photo. There are many parks and workout platforms on this street. It is not crowded during day time because of the heat but locals use the parks frequently at nights. This street is very quiet and safe.
• • • • •
Average foot traffic. Average vehicular traffic. Wide sidewalks and roads. Generally residential apartment blocks. Very good street lighting and shading elements. 6,7 storeys high apartment buildings.
Potential for Cycling Protected Lane
Vegetation
6000
1200
Sidewalk Cobblestone 1500
Parking Lane Asphalt
Road Asphalt 2000
Parking Lane Asphalt 3000
Sidewalk Cobblestone 2000
Apartment Blocks
2500
Izmir’s Potential
81
2.9
Bayraklı District Street Profiles
Üniversite Caddesi (Yaşar University) This area is in between the Bornova and Bayraklı Districts. This street surves both as University entrance and Bölge Metro station entrance.
Bornova Küçük Park Very famous gathering point for the students in Bornova district. There are lots of cafes and restaurants. It is also very near the Ege University and Yasar University.
TBC TBC TBC Because of the sloppy ground and slums there isn’t many malls or public places around only the residential areas.
Bayraklı Residential Areas Because of the sloppy ground and slums there isn’t many shopping malls or public places around only the residential areas.
TBC TBC TBC Tallest skyscrapers in Izmir using as both residential and office spaces. Other parts of this area is generally slums.
Manas Bulvarı (Folkart Towers) Tallest skyscrapers in Izmir using as both residential and office spaces. Other parts of this area is generally slums.
Bayraklı District Map showing the district boundary of Bayraklı and the points of interest for the sectional anaylsis of streets.
82
Izmir’s Potential
Notes from Field Research
Inclined Topography Feeding streets in Bayraklı Carsı area are steep and has inclined topography. This district is inland and is not easily accessible from the coast.
Historical Ruins There are historical ruins close to Bayraklı Waterfront. Due to be prohibition of construction in those areas, owners left this buildings as wrecks and nobody touches them. (What is the relationship between this to cycling?)
Commuting Potentials Other side of the Bayraklı IZBAN station has many apartment blocks and highly using roads.This roads connects Karsiyaka to Alsancak. This photo demonstrates the significant topographic change in elevation this area has. In the centre is the mostly flat highway that could feature an additional cycling path, but the areas on the right is clearly unsuitable for cycling.
Izban Infrastructure Because of the topography in Bayraklı there are many narrow paths for the Izban stations.These overlooked spaces could be used for cycling infrastructure.
Yasar University Yasar University is connected to the Bolge district with this overpass. Under this overpass there is a highway with high volume of traffic. This area has inclined topography that makes cycling activities challenging.
Izmir’s Potential
83
Street Profile and Analysis
Üniversite Caddesi Secondary Road Yaşar University
Üniversite Caddesi (Yaşar University)
Bayraklı Area Alley 2
This is the main entrance to Yasar University. Whole area has lots of trees and vegetation. There are no residential buildings on this street. School entrance and the main road is devided with the metro line. Because of that there is low traffic and noise. Students generally uses Metro but there is also a bus stop in front of the entrance.
There are nearly no sidewalks and streets are always very inclined. Because of the bad street lighting and narrow width, security is a serious issue.There isn’t any public spaces or cafes nearby but only residential houses and markets.
• • • •
84
Low foot traffic. Low vehicular traffic. Wide sidewalks. Bad street lighting. Some offices and headquaters of firms.
Izmir’s Potential
• • • • •
Low foot traffic. Low vehicular traffic Very narrow and inclined sidewalks. Bad street lightning Only residential. 3,4 storeys high houses.
Üniversite Caddesi (Yaşar University)
Bolge Izban Station
Vegetation
1200
Potential for Cycling Mixed Traffic
Sidewalk Cobblestone
Road Asphalt
1700
600
Road Asphalt 3000
200
Sidewalk Cobblestone 3000
200
600
Yasar University Entrance
1700
Bayraklı Area Alley 2
Unsuitable for Cycling
700
3100
700
Izmir’s Potential
85
Street Profile and Analysis
Bayraklı Sevgi Yolu Pedestrian Road Bayraklı Carsı
86
Streets in Küçük Park Area Tertiary Road
Bayraklı Sevgi Yolu (Bayraklı Carsı)
Streets in Küçük Park Area
Bayraklı Carsi is at the entrance point of the Bayraklı IZBAN Station. It looks like Karsıyaka Carsı but the quality of the stores and the area is lower. Stores and cafes are generally local rather than corporate.This area is not a touristic attraction point it generally serves for the locals who lives nearby.
Kucukpark is a very high populated area. It contains many streets that connects into a square. This streets has many cafes and restaurants. Because it is located near the Ege University Campus and Yasar University, the population is young. It is also close to Bornova Metro station.
• • • • •
• • • • •
Very High human traffic. No car traffic. Wide pedestrian path. Entrance levels are stores, upper levels are residential and offices. Good street lighting. 6,7 storeys high apartment buildings.
Izmir’s Potential
High foot traffic. No vehicular traffic. Wide pedestrian path. Ground level is used as cafes, upper levels are used for residential purposes. Good street lighting. 7-9 storeys high apartment buildings.
Bayraklı Sevgi Yolu (Bayraklı Carsı)
Potential for Cycling Unmarked
Folkart Towers
Sidewalk Cobblestone
Parking Lane Asphalt 2400
700
Stores
3100
700
Trade Lane Concrete Pavement
Walking Lane Concrete Pavement 3500
Sewer
3000
1000
Walking Lane Concrete Pavement
Trade Lane Concrete Pavement 3000
Stores
3500
Streets in Küçük Park Area
Cafes & Restaurants
Cafes & Restaurants Varies
Potential for Cycling Unmarked
Walking Lane Concrete 6000
Cafes & Restaurants
Cafes & Restaurants Varies 5000
6000
Izmir’s Potential
R A 2000
87
Street Profile and Analysis
Manas Bulvarı Primary Road Folkart Towers
Bayraklı Alley (Up Hill)
Manas Bulvarı (Folkart Towers)
Bayraklı area has inclined topography which makes cycling difficult. This area consists of mostly residential buildings.
Folkart Towers are the highest skyscrapers in Izmir. It has residential homes, offices and stores inside. Both sides of the building has heavy vehicular traffic. There are lots of parking areas and car mechanics in this area. Back streets are generally residential.
• • • • •
88
Low foot traffic. Low vehicular traffic. Narrow sidewalks and very inclined. Medium street lighting. Only residential. 5-6 storeys high apartment blocks.
Izmir’s Potential
• • • • •
Low foot traffic. Heavy vehicular traffic. Average width for sidewalks and wide roads. Good street lighting Mostly office buildings. Height of the buildings varies greatly.
Bayraklı Alley (Up Hill)
Unsuitable for Cycling
Apartment Blocks
Sidewalk Concrete
Road Asphalt
Road Asphalt
1000
Apartment Blocks
Sidewalk Concrete
3000
2000
1300
Manas Bulvarı (Folkart Towers)
Folkart Towers
Sidewalk Cobblestone
Parking Lane Asphalt 2400
Road Asphalt 2000
Potential for Cycling Protected Lane
Road Asphalt 3000
Vegetation
3000
1200
Road Asphalt
Road Asphalt 3000
Parking Lane Asphalt 3000
Vegetation
2000
1200
Parking Lane Asphalt
Road Asphalt 2000
Sidewalk Cobblestone 3000
Izmir’s Potential
1200
89
2.10
Balcova District Street Profiles Sakarya Caddesi (Izmir University of Economics and Teleferik) This street is serves as main entrance for University and Teleferik.
Şimşek Sk. This street has many of the common characteristics of Balçovas residential areas. This area is commonly using by students.
Mithatpaşa Caddesi There are a lot of shopping malls on this street. Most of the busses and cars coming from the Narlıdere and Guzelbahce area uses this road.
Ata Street Most crowded street of Balçova area. There are lots of local shops on this street. Also it contains many of the cargo firms. Gürsel Aksel Blv. I(zmir Democracy University) Main entrance of Izmir Democracy University. This University has a very small campus in a narrow street surrounded by apartment blocks.
Dokuz Eylul Hospital and Medical School This hospital is one of the biggest hospitals in Izmir and one of the biggest medical schools in Izmir.
Balcova District Map showing the district boundary of Balcova and the points of interest for the sectional anaylsis of streets.
90
Izmir’s Potential
Mustafa Kemal Sahil Bulvarı (Göztepe Bridge and Ferry) It has similar characteristics of Konak waterfront but these area doesn’t contain many workplaces it is mostly residential and has lots of cafes.
Notes from Field Research
Mobile Food Stands Mobile food stands located near the ferry terminal that are currently being experimented. This demonstrates the need for distributed services.
Cycling Potential at the University Izmir University of Economics campus is located on one of the highest point of Izmir. Behind the university you can see the Teleferik (cable car) and at the top of the mountain there is a public picnic area which is a popular destination for tourists. (difficult to cycle near this area)
Existing Cycling Infrastructure Under the Goztepe Bridge there is a BISIM station which is also very popular like the one on Konak Ferry. This area is also has many fishermans and they all use bicycles for transportation. Izmir currently has some existing cycling infrastructures like this bridge and the cycling path shown in this picture, however, they are usually in segments rather than connected. They could be connected to a larger cycling network in order to be used to its full potential.
Inclined Topography Some streets has inclined topography making cycling difficult. This area also has narrow sidewalks. Special consideration is required in this area.
Leisure Destination Other side of the bridge has many cafes and restaurants. This area is also very popular by locals and after the tram line construction it became more popular and started getting customers all around the Balçova area.
Izmir’s Potential
91
Street Profile and Analysis
Şimşek Sk. Residential Road
Sakarya Caddesi Secondary Road
92
Sakarya Cd. (Izmir University of Economics)
Şimşek Sk.
This street has the main entrance to the university. It is frequently used by students during day time. In addition, the other side of the street has the entrance to Teleferik (Cable car), which is frequently used for both tourism and commuting purposes.
Because Balçova area is very inclined there are elevational differences between the neighbourhoods.This street represents main characteristics of Balcova Narlidere and Guzelyali area. This area is most frequently used by students.
• Heavy foot traffic, heavy vehicular traffic. • Very narrow pedestrian lanes. 2x2 vehicle lanes. • No residential buildings around, but there are some cafes and restaurants. • Bad street lighting.
• • • •
Izmir’s Potential
Heavy foot traffic, heavy vehicular traffic. Narrow pedestrian lanes. 2x2 vehicle lanes. No apartment buildings around just some cafes and restaruants Bad street lighting.
Sakarya Caddesi (Izmir University of Economics)
University Main Entrance
Sidewalk Concrete and Tactile Pavings 5700
Road Asphalt
Road Asphalt 5700
Barrier Concrete 5700
Potential for Cycling Protected Lane
Road Asphalt
Road Asphalt
5700
5700
Sidewalk Concrete 5700
Teleferik Cable Car Entrance 5700
Şimşek Sk.
Potential for Cycling Protected Lane
Apartment
Sidewalk Concrete 1800
Parking Lane Asphalt 2000
Road Asphalt
Parking Lane Asphalt 3000
2000
Sidewalk Concrete
Apartment
Hospital Area
Sidewalk with Tactile Pavement
1800
2250
Izmir’s Potential
93
P A
Street Profile and Analysis
Mithatpaşa Caddesi Primary Road
Gürsel Aksel Blv. Secondary Road
94
Mithatpaşa Caddesi
Gürsel Aksel Blv.
This street has the main entrances to the popular Dokuz Eylul Hospital and Medical School, thus having heavy traffic flow. The other side of the road features storefronts that are mostly pharmacies, and is covered with parking lots.
This street has the entrance to Izmir Democracy University. Due to the lack of transportation services provided by school, many of the students either using their own cars or bus. This area has significant elevation change, and is generally comprised of residential apartment blocks.
• • • •
• • • • •
Moderate foot and vehicular traffic. Normal pedestrian lanes. 2 vehicular lanes with 2 parking lanes. No office buildings just residential apartment blocks. Bad street lighting.
Izmir’s Potential
Moderate foot and vehicular traffic. Normal pedestrian lanes. Two vehicular lanes with two parking lanes. No office buildings just residential apartment blocks. Bad street lighting.
Mithatpaşa Caddesi
University Main Entrance
Sidewalk Concrete and Tactile Pavings
Road Asphalt
5700
Hospital Area
Potential for Cycling Protected Lane
Road Asphalt 5700
Sidewalk with Tactile Pavement
Parking Lane Asphalt
2250
Barrier Concrete 5700
Road Asphalt
2000
Road Asphalt
5700
Road Asphalt 5700
Road Asphalt
Barrier Concrete
3000
3000
Sidewalk Concrete
Teleferik Cable Car Entrance
5700
5700
Road Asphalt
Road Asphalt
2000
Parking Lane Asphalt
3000
3000
Sidewalk Asphalt
Shops and Hotels
2000
5000
Gürsel Aksel Blv.
Apartment
Sidewalk Concrete 1290
Road Asphalt
Road Asphalt 3000
Vegetation
Potential for Cycling Protected Lane
Sidewalk Concrete
1000
Road Asphalt 3000
Parking Lane Asphalt 5210
Lighting
3000
Road Asphalt 4500
1150
Road Asphalt
Road Asphalt 3000
Road Asphalt 2500
Road Asphalt 3000
Parking Lane Asphalt 2500
Tram Line Grass 3000
Vegetation Sidewalk Concrete 4500
500
Sidewalk with Tactile Paving 3500
1700
1000
1350
Parking Area Asphalt
Parking Area Circulation Asphalt 5000
Izmir’s Potential
Parking Area Asphalt
4500
95
Street Profile and Analysis
Sidewalk Concrete
Parking Lane Asphalt
1800
Road Asphalt
2000
Parking Lane Asphalt 3000
2000
Sidewalk Concrete
Apartment
Hospital Area
Sidewalk with Tactile Pavement
Parking Lane Asphalt
2250 Mustafa Kemal Sahil Bulvarı Primary Road Göztepe Waterfront
1800
Road Asphalt
2000
Road Asphalt 3000
3000
Mustafa Kemal Sahil Bulvarı (Göztepe Waterfront)
Sea
Waterfront Concrete Pavings
Vegetation Cycling Path Asphalt 5700
96
Izmir’s Potential
1000
1700
Vegetation Walking Path Stone Pavement 1000
1200
Tram Line Grass
Road Asphalt 3500
Road Asphalt 3000
Road Asphalt 3000
Lighting
3000
1150
Road Asphalt
Road Asphalt 3000
Barrier Concrete
Road Asphalt 2000
Road Asphalt
Parking Lane Asphalt
3000
3000
Sidewalk Asphalt
Shops and Hotels
2000
5000
Mustafa Kemal Sahil Bulvarı (Göztepe Waterfront) Göztepe waterfront area is one of the most important areas in Izmir. This area consists a large number of residential apartments, and not many offices or workplaces. In addition, it has many cafes and restaurants that are generally visited by the locals. The amount of people have increasd visibly after the construction of a new tram line. Ther are lots of fishermans in this area all day.
• Heavy foot traffic and heavy vehicular traffic. • Wide pedestrian lanes, 3x3 vehicle lane, 2 tram lane, cycling lane and parking lot. • Very good street lighting. • Only residential apartment buildings (8-9 floors). • Heavy cycling traffic.
Suitable for Cycling Shared-use Lane
Road Asphalt 3000
Tram Line Grass 3000
Sidewalk with Tactile Paving 3500
1700
Parking Area Asphalt
Parking Area Circulation Asphalt 5000
4500
Parking Area Asphalt
Vegetation
5000
1400
Izmir’s Potential
Walking Path
Cafes & Restaurants
1500
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3
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Outcome of the Field Trips
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3.1
Trip 1 Network Assesment and Field Work Prof Dr. Ebru Çubukçu
IZKA
Izmir Development Agency
İzmir Büyükşehir Belediyesi Izmir Metropolitan Municipality
TARKEM
Izmir Businesses and Companies
ONE-TO-ONE MEETINGS
Dokuz Eylul Universitesi
Konak Belediyesi
District Municipality of Konak
FIELD WORK
Currently, there are very few cycling lane in Izmir, but many roads has the potential to have cycling lanes and cycling infrastructures.
Image showing the variation of topographic elevation in Izmir. Main areas of intervention are located in areas with flat terrain.
Areas with significant elevation change is not suitable for the implementation of cycling infrastructure.
Traffic congestion is a serious issue in Izmir. Creating a cycling network could alleviate this problem and could also reduce the emission of CO2.
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Outcome of the Field Trips
Apart from the individual meetings with key stakeholders, field studies were conducted during the first trip from June 4th to 8th, 2018. Below are some of the images taken during the first trip demonstrating existing cycling
initiatives in the city including both bottom-up and top-down approaches. The goal of the field study is to gain an overall understanding of the urban morphology and to identify the opportunities to create a metabolic cycling system in Izmir.
A bike parked in front of a storefront, which demonstrates the lack of proper cycling infrastructure in the city.
An electric tricycle that is primarily used to transport goods. This shows the importance of accommodating logistical needs in a metabolic cycling network.
An cargo bike seen in a market. This shows the importance of accommodating logistical needs in a metabolic cycling network.
Motorcycles are simply parked along the curb. This space could be used more efficiently with the integration of properly designed cycling infrastructure.
A BISIM bike sharing station near Konak Waterfront. The system was launched by the municipality in 2014.
A street vendor selling goods using a customized three-wheel mobility device. Mobile Bicycle Vending is a great way for people to start their business.
Konak Waterfront is a popular leisure destination and is connected by a shared-use cycling path.
This image shows multiple electric bikes parked on the street. They are owned by a courier company that use electric bicycles to delivers goods.
Outcome of the Field Trips
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3.2
Trip 2 Collective Workshop
To formalize agreements with project coalition before the submission of the final proposal, a collective workshop was hosted on August 1st, 2018 in Izmir. Approximately 40 attendants participated in the workshop, including local authorities, international authorities, experts, stakeholders, and key actors and service providers.
Opening Signature Participants of the IMCN collective workshop were introduced.
Venue
Presentations
The event was hosted in a historical gas plant, and the venue is provided by the Izmir Metropolitan Municipality.
Dr. Sırrı Aydoğan, Acting Mayor of Izmir Metropolitan Municipality giving a speech about Izmir’s willingness to create a cycling system.
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Outcome of the Field Trips
Eric Frijiters, Director of FABRICations speaking about the potential of applying urban metabolism for cycling infrastructure in Izmir.
Digram
40x
Local Administrators, Experts, Stakeholders
COLLECTIVE WORKSHOP
A series of presentations were given by the participants to introduce key project partners, to understand the scope of the workshop, and to review the theme of the project.
FIELD WORK
Luca De Stefano, project designer of FABRICations explaining the structure and phases of the project, and providing an overview of the schedules.
Dr. Güneş Cansız of WRI Turkey Sustainable Cities giving a presentation to the participants about their current works and on-going activities.
Helene Rekkers, Chief Representative of the Netherlands Business Support Office speaking about cycling’s benefits using case studies.
Outcome of the Field Trips
103
Trip 2 Collective Workshop and Field Visit
Table 1: Waste and Logistics Discussions Participants discussing about the metabolic cycling system with relationship to the flow of waste and logistics.
Photos from Field Visit
A unmarked cycling lane along the tram line.
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Outcome of the Field Trips
Waste collection bins located in a residential neighbourhood.
The roundtable session follows the FABRICations 5x5 methodology for participatory process to elaborate on the research developed and to evaluate potential for future solutions.
This process included 5 themes to be assesed and discussed in two groups. Each group is provided with 5 analysis maps for each theme, showing the current situation and potential. 5 questions are asked per theme, and paticipants answered these questions using 5 colored markers for clarity. In addition, participants were given 5 minutes to answer the questions.
Table 2: Commuting and Leisure Discussions Participants discussing about the metabolic cycling system with relationship to the flow of commuting and leisure.
Waste collection bins located in a residential neighbourhood.
A local using bike as the mode of transportation for leisure activitiy.
Outcome of the Field Trips
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3.3
Remarks from the Collective Workshop Waste and Logistics Table 1: Waste and Logistics Moderators
Participants
Eric Frijters
Halil Ibrahim Alpaslan Mert Yaygel
Dr. Güneş Cansız
Banu Dayangac
Adil Tokay
Utku Cihan
Tanzer Kantik
Sinem Ozdermir
Buray Velibeyoglu
Fatmanur Koyuncu
Murat Kaya
During the collective workshop, map of the Izmir Metropolitan Area were used to facilitate the conversation and to help participants to communicate their knowledge and insights. In the picture is a map with drawings, notes, and sketches from the participants.
106
Outcome of the Field Trips
General Remarks Bicycle cargo is usable on the Metro and IZBAN lines. They can use the Metro and IZBAN with bicycle for long distances. The car traffic on the areas that indicated on map with numbers should be reduced.
IZBAN and Metro lanes can be accepted as spine for the cycling paths. Some streets can be closed down to car traffic for plot trials but new streets should be provided for cars for that period. Bostanli area is very suitable for that purpose.
Municipality planning on increasing the bicycle usage in the area which is indicated with “A” 3 times before the 2030. Walk score project by TUBITAK is finished and datas can be collected.
Izmir planning on decreasing the carbon emission 20% before 2020.
Waste There are lots of waste collection centers which are not registered to municipalities. There are lots of paper collectors on streets that uses hand made bicycles with container. They are generally immigrants or child workers.
Because unregistered waste collection is illegal it is hard to find information about them.
Waste Management is district municipality’s duty.
In Bornova area municipalities working for starting for bicycle cargo usage.
Bayrakli area is growing very fast and there are lots of constructions this area might be suitable for bicycle cargo.
Logistics MIGROS shopping mall has their own private cargo system. They have many analysis but they don’t share their documents. But there might be some firms that can share their analysis. There were many couriers with bicycle before in Izmir but after internet shopping become more popular they couldn’t find any jobs.
Cargo transportation with bike are working like the flag races. One package can be transferred one biker couriers to another.
There are lots of bicycles made by hand to move stuff around they can be worked on.
Trade Logistics should be added on map.
Outcome of the Field Trips
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3.4
Remarks from the Collective Workshop Commuting and Leisure Table 2: Commuting and Leisure Moderators
Participants
Luca De Stephano
Cemile Cakir
Zeki Cetin
Hande Dönmez
Demet Gezgin
Burak Tumer
Çiğdem Çörek Öztaş
Ozlem Taskin
Recep Tuna
Aslihan Tekin
Ebru Cubukcu
Yusuf Ozdemir
Alkin Korkmaz
During the collective workshop, map of the Izmir Metropolitan Area were used to facilitate the conversation and to help participants to communicate their knowledge and insights. In the picture is a series map of different themes containing drawings, notes, and sketches from the participants.
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Outcome of the Field Trips
General Remarks New cycling routes going north form the coast and on the border between Bayrakli and Konak towards Bornova. New Izban infrastructure left space that could accommodate additional biking path between trains and road.
Potential for a biking highway north south on yeĹ&#x;illik cd. Primary road. Central to connect both coast and inland. Already on flat topography.
There is currently a tunnel connecting Konak and Buca, but its not accessible to bikes.
Connections towards inland are demanded.
Commuting Data on public transport usage available from department of transport from Izmir Metropolitan Municipality. To be implemented in the analysis. General data on transportation modal usage available but scarce. The scale and density of the city provides opportunity for cycling. Districts of Gaziemir, Bornova and Buca disconnected by the existing cycling system. E-bikes are scarcely used.
Upcoming cycling masterplan and logistic masterplan. Results public in 8 months. Large traffic generation occurs in connection between Karsiyaka and Konak. Main arteries support vehicular traffic. The city is expanding following the coastline in the areas of Cigli and Narlidere. If we set our scenario for 2035, we have to consider new population in those areas. Opportunity to generate also an inland flow for bikes.
Data from Bizim is available on bike sharing. Access for bikes on metro and ferry. Condition of roads and topography considered a threat to cycling potential. Road safety as well poses a serious issue. The district of Buca misses Metro connection and leads to consequential traffic issues. Cycling could provide connection and reduce pressure on those arteries.
Leisure Cigli provides potential for biking and natural park integration (existing cycling path to the zoo, bird paradise). Existing map of tourist attractions and heritage to be incorporated in the analysis (Izmir Metropolitan municipality IMM, planning department). IMM applied for Eurovelo project to incorporate Izmir in a European system for cyclcing tourism.
Large segment of population spend free time in suburban area and coastal villages outside the boundaries of our area of analysis (Baku, Ingiralte, Foja, Mordogan). Morning ferry connecting with those destinations. Historical areas in Konak and other districts, with potential for integration in an heritage cycling route. Cecila (Levantine houses and Churches), Agora.
Ongoing initiative for bike friendly cafes: showers, bathroom and wifi for cyclists. Upcoming sharing system for bikes, with bike drop anywhere in the city. Potential for connectivity. Southern districts like Buca might be upcoming neighbourhood in coming years for recreational activities.
Outcome of the Field Trips
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3.5
Conclusions
Aside from what previously mentioned, key takeaways from phase 1 are the following: • Cycling as a transportation medium is often used by lower income social segments in Izmir. A cycling network could directly benefit those that need it the most, while at the same time generate integration through connectivity. • The topography of Izmir might be prohibitive in certain areas, but it leaves overall large margins for a cycling network to be effective. • The Izmir coastal cycling lane provides effective leisure route but it needs integration with a parallel line, with larger capacity, and inland connections. • Selected areas are already suitable to host small scale pilot projects. The phasing of the design should take it into account. This insight is the result of the analysis of street sections, topography, traffic conditions and workshops. • The ongoing cycling masterplan and logistics masterplan from IMM have to be integrated in the vision developed for this project. That will guarantee maximum impact. The research developed showed what could be the potential for a vision project for Izmir. An engaging design on all scales (Urban, District, Street) is fundamental to approach effectively a general public and give a concrete reference. To answer these questions, our project team proposes the Izmir Metabolic Cycling Network (IMCN). The IMCN is a research by design project, built on the framework of Urban Metabolism. It is a vision document presenting an explorative design for a low-tech, smart solution on multiple levels. The project aims to empower existing infrastructure in the city with new features, integrating various functions in one multipurpose system. Ultimately it develops in a cycling masterplan for the year 2040. As a result of the working itinerary of this report, it was established the IMCN will provide the following functions: Support daily commuting to work and education destinations by bike Provide cycling infrastructure to connect citizens to leisure and cultural destinations Give a backbone for collection of waste trough the adoption of e-vehicles and cargo bikes Develop a logistics network in relation to cycling and small e-vehicles.
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Such network will generate direct and indirect benefits on a large urban scale, relating to the themes of the call with the following features: • Accessibility and enhanced connectivity, to slow down process of gentrification by making less developed areas of the city more desirable. • Increase connectivity within the city, through a fast, cheap and affordable mean of transport: bike. This results in less social segregation and increased mobility. • Protection of historical routes in relation to heritage. • Free up and protect public space, driving motorized traffic in strategic locations and reducing sound and air pollution. Improve public space with social control and safety by its relation to cycling. • Increase waste collection and processing. • Small scale energy production to charge electric vehicles. • Traffic reduction and increased road safety by introduction of cycling and redesign key routes. Project PartnersofIMCN • Generation of a new economy in relation to cycling.
with Izmir Metropolitan Municipality Dokuz Eylül Üniversitesi
St a
ke h
rs de ol
inis t rators Adm
Exper t s
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In collaboration with
Supported by