Şehirlerde yaya alanları ve yayalaştırma

Abstract

ÖZET 19. yüzyılın ikinci yarısından sonra ve özellikle 20. yüz yılda şehirlerde giderek artan yaya sorunlarına çözümler aranmaktadır. Öncelikle yaya, yayalaştırma ve yaya trafiği kavramları ve özellikleri açıklanmış, yayalaştırmanın amaç ları, yayalaştırmaya neden gerek duyulduğu ve sağladığı ya rarlar belirtilmiştir. Yayalaştırmanın tarihi örneklerinden günümüze kadar nasıl geliştiği gösterilmiştir. Yayaların şehirlerde ve özellikle şehir merkezlerinde taşıtlarla birlikte olmalarından dolayı karşılaştıkları sorunlar, tarihsel merkezlerin durumu ve yaya-taşıt trafiği ayrımının gerekliliği üzerinde durulmuştur. Ayrıca yaya-ta şıt ayrımının sağlandığı çeşitli bağlantı sistemleri ve bunlara ilişkin örnekler incelenmiştir. Şehirlerde yayaların kullandıkları mekanlar ve bunların tasarım ilkeleri açıklanmıştır. Ayrıca yaya mekanlarında yer alan doğal ve yapay elemanlar açıklanmıştır. Ayrıca yaya mekanlarında yer alan doğal ve yapay elemanlar incelenmiş-tir. Yayalaştırmada plancıların karşılaştıkları sorunlar ve şimdiye kadar uygulanan yayalaştırma örneklerinde yaya alanlarının başarı ve başarısızlıkları incelenmiştir, yaya-laştırılmış alanlara ilişkin dünyadan örnekler ve ülkemiz-den bir örnek anlatılmıştır. vııı

URBAN PEDESTRIAN AREAS AND PEDESTRIANIZATION SUMMARY Until the end of the 19th century, cities were shaped in human pedestrian scale and pedestrians were in comfort and security. At the and of the 19th century new ways were constructed between cities and these ways were located through cities, by demoliting some parts of urban areas, that caused decay of urban texture and pedestrian areas. Industrial revolution provided new types of vehicles and transportation systems Increases in population and collecting high densities in cities created expended cities at wide areas. Serious prob lems started to occur by booming motorization index. Motorized vehicles began to invade pedestrian ways, pave ments, squares, parks and green areas to fullfil the re quirements of transportation and parking. Pedestrians and vehicles represent pecular differances be tween each other by their special conditions. Pedestrians are more slow, free and elastic. Vehicles are even ten times speedly, more sharp and more obeying strict rules. Great differences in their nature and structure causes serious couflict of sharing some areas by pedestri ans and vehicles. The most conspicuous sample is as the pedestrians are to move quicker than they have to be and vehicles by sharing the same medium together with pedestrians, are to move de creasing their speeds and loosing to use capacities of their technology. Historical metropols which depends pedestrian transporta tion system, started to have damages by the increase of density. High population density requirements provided enlarged streets and new commercial areas replacing old residen- tials, and this maltreated the historical texture indeed. IXVehicle ways spreading over existing walkways and pavements in old metropol s are appearing pedestrian problems and striking historical inheritances. Today in many cities, to clear these objections and to cre ate more secure media for pedestrians, studies and execu tions are done by separating pedestrians and vehicles as possible and providing pedestrianization. In urban areas some parts of streets wholy or partically reserved for pedestrians and vehicles are prevented to en ter. In period of urban development and evolution, pedestrian ization is a policy occured against the special decay in metropols, pollution, accumulation and physical, economical problems. It's target is a new style of life and liveli hood in the city centers. Indeveloped coutries, pedestrianization in many cities are done by the purpose of preverse historical centers. The Targets and Advantages of Pedestrianization: * Natural and Historical: To preserve the environment and to increase the urban quality. * To increase social well-being * To provide relations to residential environments * To provide economical revitalization * To create social and cultural benefits * To have traffic management * To create availability of appraise spare times 1) Preserving and improvement of natural and historical en vironment and increasing the urban quality: * To decrease impurity ratio. * To strengthen the physical image of the city center. * To preserve, to evaluate, enrichment, improvement and to expose the historical center. * To replace the elements or functions which are harmful to environment. 2) To provide social well-being: Pedestrianization acquires acceleration to the pedestrian actions in urban inhabitation and development systems.Provides the pedestrian actions to develope securely in atractive and alive media. Decrease vehicle accidents and damages. Gives vitalization to commercial and entertainmental urban functions. 3) To provide relations to residential environments: While arrenging residents and surroundings which are the part of pedestrian areas, requirements of individuals who are different from each other, are to be studied. Pedestrian areas arround residents are used whole day. Walkways bind surroundings of residents and provide func tional medium for human beings. 4) To provide economical revitalization in pedestrian ar eas: * Retail commerce developes *) New investors are encourage and attracted to the area. *) The maintenance and operation costs are law. 5) To create social and cultural benefits: In pedestrian areas, cultural relations take place, devel ope and involve. By creating pedestrian areas, relations and knowlege trans fers increase in the cities. Social life gains vital energy. People come together in pedesrtrian areas to negotiate. 6) Traffic Management: The pedestrian areas : *) Provide action, develope action, and relieve action. *) Facilitate accessibility to the city center. 7) To create availability of aprraise spare times: The pedestrian areas are: *) recreation areas, *) places where some sport activities took place, *) may serve as children play ground, *) positive due to health-wise, and *) they are encourages the creative forces. XIThere are lots of connection systems that separate pedes trians from vehicles. In this systems, the main goal is to provide access of pedestrians to center, school or shopping center without crossing the vehicle roads. In this study, the goals of pedestrianization and the ne cessity of separation of pedestrians and vehicles are ex plained. The proposes of how to separate pedestrians and vehicles which are effecting each other in negative ways are: * The hierarchy of roads, * Providing a ring road around the center, * To decrease the vehicle traffic in centers and to let this area for the pedestrians, * Solving the pedestrian-vehicle traffic problem at dif ferent levels, * Providing sufficient parking facilities, * Encouraging the mass transportation, * Creating shopping malls prohibitted to vehicles. Spaces that are used by pedestrians in the city are: - Pavements - Residential or service roads in neighbourhood (vehicles can use them if necessary) - Pedestrian passages - Pedestrian areas surrounded by shops - The galeries - The arcades - Town squares - Shopping malls prohibitted to vehicles in the city cen ters The design principles of this spaces are detailed in the study. To separate the pedestrians from vehicles and to create the city parts that service to pedestrians only are the sub jects which have been dealed the city planners for a long time. XIIBut the planners had not been supported and met with lots of problems. These are: * The deny of users, * The deny of merchants, * The arguments between planners and government, * Juricial problems of pedestrianization, * The opinions of the citizens and firms, * Buying ability of the people, * Problems during execution period, * The cost of pedestrianization, * The parking facility problems. As a result, pedestrianization is executed to improve the city life which is decaying and to protect the historical specifies. Providing the requirements of pedestrian areas with healty solutions will come up with the easier city life and more beautiful city life. XIII