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Kadiköy-Kartal Rayli Taşima Sisteminin Yeraltina Alinmasinin Analizi

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Kadiköy-Kartal Rayli Taşima Sisteminin Yeraltina Alinmasinin Analizi İstanbul Üniv. Müh. Fak. Yerbilimleri Dergisi, C. 19, S. 1, SS. 77-89, Y. 2006 77 KADIKÖY-KARTAL RAYLI TA ŞIMA S İSTEM İNİN YERALTINA ALINMASININ ANAL İZİ ANALYSIS FOR TAKING KADIKOY-KARTAL RAIL SYSTEM TO UNDERGROUND İbrahim OCAK İBB, İETT Genel Müdürlü ğü, Raylı Ta şım Daire Ba şkanlı ğı, Karaköy- İSTANBUL İ.Ü. Müh. Fak. Maden Müh. Böl., Misafir Ö ğr. Üyesi, 34320 Avcılar- İSTANBUL ÖZ: Kadıköy-Kartal Raylı Toplu Ta şıma Sistemi, İstanbul’un Anadolu yakasının ana ula şım koridoru olan E5/D100 karayolundaki trafik tıkanıklı ğının çözülebilmesi için planlanmı ş bir projedir. Proje Kadıköy’de Be şikta ş İskelesinin önünden ba şlayıp Ayrılıkçe şme’de Marmaray Projesine ait istasyonla entegre olmakta, buradan Acıbadem köprüsünde D100 karayoluna ula şmaktadır. Acıbadem istasyonundan itibaren sistem tamamen D100 karayolunu takip ederek Kartal istasyonunda son bulmaktadır. Kadıköy-Kartal Raylı Ta şıma Sistemi Projesi 2 Temmuz 2003 tarihinde Kadıköy’den itibaren ilk 3,290 km’si delme tünel, 2,490 km’si aç-kapa ve kalanı hemzemin olmak üzere hafif raylı sistem (LRT) olarak İETT Genel Müdürlü ğünce ihale edilmi ştir. Ancak proje, 28 Ocak 2005 tarihinde sözle şme imzalandıktan ve 11 Şubat 2005’te i şyeri teslimi yapıldıktan sonra tamamen yer altına alınmı ş ve metro standartlarında yapılmasına karar verilmiştir. Bu çalı şmada sistemin yer altına alınması ve metro standartlarına yükseltilmesi analiz edilmi ştir. Anahtar Kelimeler : Kadıköy-Kartal Metrosu, LRT, Metro ABSTRACT: Kadıköy-Kartal Mass Transit Rail System, is a project which has been planned to solve traffic congestion on the main transportation corridor E5/D100 of Anatolian bank of Istanbul. The Project starts in front of Be şikta ş Ferry Terminal at Kadıköy, integrates to Marmaray Project at Ayrılıkçe şme district and arrives to D100 road under Acıbadem Bridge. After Acıbadem Station, the System follows D100 road and ends at Kartal Station. Kadıköy-Kartal Mass Transit Rail System Project tender has been finalized by General Directorate of İETT on 2 nd of July 2003 as an light rail transportation (LRT), starting from Kadıköy, being 3.290 km of bored tunnel, 2.490 km of cut & cover and the remaining part as level-line. However, after signing the contract on 28 th of January 2005 and site hand-over on 11 th of February 2005, it is decided to build the project completely underground and in metro standards. In this study, taking down the System to underground and upgrading it to metro standard has been analyzed. Key Words: Kadıköy-Kartal Metro, LRT, Metro GİRİŞ otomobillerin hareketini kolayla ştıracak yeni yollar in şa Günümüzde dünyanın pek çok büyük şehrinde edilmi ş olması, kullanılmakta olan raylı sistemlerin atıl oldu ğu gibi İstanbul için de en büyük problem şüphesiz kalmasına ve zamanla bunların ortadan kaldırılmasına ki ula şım sorunudur. Dünyada şehir içi ula şımı, 1950’li yol açmı ştır. Bunun bir kısır döngü oldu ğu, açılan yeni yıllardan sonra otomobilin ve motorlu ta şıtların yolların daha fazla otomobil talebine yol açtı ğı, sayılarının hızla artı şına ba ğlı olarak önem kazanmı ştır. dolayısıyla da geçici olarak görülen trafikteki Otomobil ve di ğer karayolu ula şım ve nakliye rahatlamanın artan otomobil arzından dolayı tekrar vasıtalarının arzının artması, buna kar şılık karayolu trafikte sıkı şıklı ğa yol açtı ğı bugün bilinen bir gerçektir. ağlarının uzunlu ğunun aynı hızla artmaması, şehir içi İstanbul’da, ülkemizdeki otomotiv sanayinin trafik sorunun do ğmasına neden olmu ştur. kurulması ile 1970’li yıllarda hızlanan otomobil Ba şlangıçta, trafik sorununun trafik sıkı şıklı ğına sahipli ği yanında 1959 yılında devreye giren minibüs endekslenmi ş olması ve çözüm yolu olarak da özel ta şımacılı ğının hızla yaygınla şması, bu arada özel 78 İBRAH İM OCAK otobüs ta şımacılı ğının disipline edilmesi ve trafi ğine eklenmektedir. Bu ise gün geçtikçe şehir ruhsatlandırılması ile karayolu a ğırlıklı bir şehir içi trafi ğini içinden çıkılmaz bir hale sokmaktadır. ula şım dönemi ba şlamı ştır. Kamu otobüs ta şımasını İstanbul'da 2,5 saate varan ki şi ba şına günlük seyahat üstlenmi ş olan İETT’nin güçlenmesi ile de, 1950 yılında süresi ve bunun tekabül etti ği asgari emek kaybının 130 km ye ula şan tramvay hatların sökülüp bu ta şıma yılda 300 milyon YTL civarında ( İBB, 2005a) oldu ğu türü devreden çıkarılmı ş ve 1960’lı yıllardan itibaren göz önüne alınırsa ula şım probleminin önemi daha kentte karayolu a ğırlıklı ta şıma dönemi ba şlamı ştır çarpıcı bir şekilde anla şılacaktır. (İBB, 2005). İstanbul için ula şım probleminin en kalıcı bir Raylı sistemler günümüzde şehir içi ula şımın şekilde çözümü şüphesiz ki raylı sistem uygulamaları ve çözümü için tek çıkı ş yolu niteli ğindedir. Dünyanın özelikle de metro ile mümkün olabilecektir. Ancak bütün geli şmi ş ülkelerinde, şehir içi ula şımın Londra ve Budape şte Metrosundan sonra, 1871 yılında omurgasını raylı ta şıma sistemleri ve ağırlıklı olarak ta yapımına ba şlanan ve 1874 yılında tamamlanan 626 metro olu şturmaktadır. Çünkü günümüzde dünya nüfusu m’lik dünyanın 3. metrosu olan tarihi Karaköy hızla artmı ş ve 1960’lı yıllara kadar özgürlü ğün ifadesi Tünelinden 1985 yılına kadar İstanbul’da her hangi bir olarak görülen otomobil ve lastik tekerlekli ula şım raylı ula şım vasıtası ciddi olarak dü şünülmemi ştir. vasıtaları artık şehirlerin ula şım ihtiyacına cevap Dü şünülenler ise maddi nedenler ve daha çok da verememektedirler. konunun öneminin yeterince kavranılamamasından İstanbul, yıllık % 4,8’lik nüfus artı şı, 13 milyonu hayata geçirilememi ştir. Yani İstanbul’da, ilk metro aşan nüfusu, kentsel alan geni şli ğine göre 4800 devreye girdikten tam 110 yıl sonra yeni metro projeleri ki şi/km 2’lik nüfus yo ğunlu ğu (bu oran Türkiye üzerinde çalı şmalara ba şlanabilmi ştir (Ocak, 2004). genelinde 78 ki şi/km 2) ile ülkemizin en büyük, 1000 ki şi ba şına dü şen raylı sistem a ğı uzunlu ğunun dünyanın ise 23. en büyük şehridir. Ülke endüstriyel İstanbul’da 3,6 m, New York’ta 31 m, Paris’te 25 m ve kurulu şlarının % 38'i, ticari i şletmelerinin % 55'ini Tokyo’da 22 m ( İETT, 2005) olması bu 110 yıl süren barındıran İstanbul, ülke vergi gelirlerinin % 40'ının ihmalden kaynaklanmı ştır. toplandı ğı, ülke nüfusunun yakla şık 1/5’ni barındıran Ancak, sevindirici olan şudur ki, son yıllarda bir şehirdir ( İBB, 2005a). İstanbul’un nüfusu son 40 İstanbul bütçesinin % 60’ı raylı ula şım sistemlerinin yılda 1 milyondan 13 milyona çıkmı ş ve her yıl da bu in şası için harcanmaktadır. İstanbul’da 1990’lı yıllardan nüfusa 500 bin ki şi eklenmektedir. sonra i şletmeye açılan raylı sistemlerin uzunlu ğu 48 km İstanbul’da trafi ğe tescilli araçların % 75’ini dir. Yapımı devam eden sistemlerin uzunlu ğu 134 km otomobiller olu şturmakta ve günde yakla şık 500 yeni ve planlama a şamasındaki sistemlerin uzunlu ğu 119,15 otomobil yolların hemen hemen aynı kaldı ğı şehir km’dir (Çizelge 1-2). Çizelge 1. İstanbul’da Yapımı Devam Eden Raylı Sistemler ( İBB, 2004, Yüksel, 2005, Bozdo ğan, 2004) Table 1. The Rail System Projects Under Construction in Istanbul ( İBB, 2004, Yüksel, 2005, Bozdo ğan, 2004) Ke şif Bedeli Kapasite Proje Güzergâh Uzunluk (km) (Milyon USD) (Yolcu/s/yön) Metro Levent-Ayaza ğa (2. a şama) 3,6 253 70.000 Metro Kadıköy- Kartal* 21,5 1000 65.000 Metro Taksim-Yenikapı 5,2 370 70.000 LRT Aksaray-Yenikapı 0,7 28 35.000 LRT Otogar-Ba ğcılar 4,5 173 35.000 Finüküler Taksim-Kabata ş 0,6 20 9.000 Cadde Tramvayı Vezneciler-Sultan Çiftli ği 15,8 175 15.000 Cadde Tramvayı Zeytinburnu-Güngören-Ba ğcılar 5,8 114 15.000 Bo ğaz Tüp Geçi şi Gebze-Halkalı (65,1 km banliyö iyile ştirme) 76,3 850 75.000 Toplam 134 2.983 389.000 *Revize in şaat ke şif bedeli 459,2 milyon USD olup, elektromekanik ve araçlarla birlikte tahmini miktardır. KADIKÖY-KARTAL RAYLI TA ŞIMA S İSTEM İNİN YERALTINA ALINMASININ ANAL İZİ 79 Çizelge 2: İhale Sürecindeki veya İhale Kararı Bekleyen Raylı Sistem Çalı şmaları ( İBB, 2004,Bozdo ğan, 2004). Table 2: The Rail System Projects at Tender Stage or Waiting Tender Decision (İBB, 2004; Bozdo ğan, 2004). Uzunluk Ke şif Bedeli Kapasite Proje Güzergah (km) (Milyon USD) (Yolcu/s/yön) Metro Yenikapı-Ba ğcılar 11,8 600 70.000 Metro İkitelli-Olimpiyat Köyü 2,9 73 15.000 Metro Mahmutbey-İkitelli-Ba şak şehir 14,2 700 70.000 Lineer Metro Be şikta ş-Şişli-Otogar 14 675 70.000 LRT Üsküdar-A.zade-Tepeüstü (1.Etap) 11,5 400 35.000 LRT Tepeüstü-Dudullu-Samandıra (2.Etap) 9,5 400 35.000 LRT Göztepe-Ümraniye 5 200 35.000 LRT Kartal-Kurtköy-Havaalanı 9,6 450 35.000 LRT Bakırköy-Sefaköy-Avcılar-Beylikdüzü 21 815 35.000 Cadde Tramvayı Zeytinburnu-Bakırköy 3,65 27 5.000 Cadde Tramvayı Haliç Kıyısı-GOP 16 185 15.000 Toplam 119,15 4.525 420.000 SİSTEM VE GÜZERGÂH B İLG İLER İ 2005’te i şyeri teslimi yapılmı ştır. Ancak, E5/D100 Kadıköy - Kartal Raylı Toplu Ta şıma Sistemi yolunun hem Anadolu yakasının en önemli şehir içi Projesi İstanbul'un Anadolu yakasında do ğu-batı ula şım arteri ve hem de şehirlerarası, hatta milletler eksenindeki yo ğun yolculuk talebini kar şılamak üzere arası ula şım yolu olması nedeniyle proje İETT Genel planlanmı ştır. Proje ile halen D100 devlet yolu üzerinde Müdürlü ğü tarafından tekrar gözden geçirilmi ştir. Bu ya şanmakta olan a şırı trafik tıkanıklı ğının rahatlatılması gözden geçirme sonucunda; planlanmaktadır. Proje ba şlangıçta Harem-Kartal olarak dü şünülmü ştür. Fakat daha sonra in şaatı ba şlayan • İnşaat sırasında ortaya çıkacak problemler, Marmaray projesi kapsamında Bo ğaz Demiryolu Tüp • E5/D100 karayoluna verilebilecek zararlar, Geçi şi ile entegre edilmesinin daha uygun olaca ğı • Artması muhtemel maliyetler, dü şünülerek sistemin ba şlangıç noktası Harem'den • Yöreye ya şatılacak toplumsal sıkıntılar Kadıköy'e kaydırılmı ştır.
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