Konya Technical University

COMPARISON OF THE DEGREE OF SPATIAL ACCESSIBILITY

WITHIN DISTRICT PENDIK NEIGHBORHOODS
Jonatan Andres Gonzalez1

ABSTRACT
In the development of this document, using geographic information tools, carried out a com-
parative analysis of the degree of accessibility between District Pendik neighborhoods. For
this, local accessibility and accessibility at macro scale were estimated separately. The local
accessibility was defined as the one to which access is gained by displacement in non-mo-
torized modes, therefore the determining variable was the availability of services in the local
area. In accessibility at macro scale calculation, the determining variable was defined as the
sum cost-time of displacement that each neighborhood presents to access the different cen-
tralities found. Finally, in order to compare the efficiency of public transport routes in each
neighborhood, a cost-time comparison was made between public transport and private
transport.

INTRODUCTION
The definition of the concept of accessibil- optimal mobility conditions, facilitate ac-
ity has been made mainly from geography cess to different areas of a region, but if the
and transport engineering, considering availability of services in this region is low
mainly the locational dimension of the ma- or null, the accessibility obtained through
terial elements present in the geographical this network will be low or equally null.
space, Vaccaro (2011). Thus, accessibility
The costs of a travel are on function of the
has been commonly understood as the ease
means of mobility to which a person has
of access to/from several urban/rural ser-
access and the characteristics of each of
vices by considering several traveling
these means. In an urban environment the
costs (Halden D, y otros 2000), (Makri
most frequent modes are: walking, private
2002). Therefore, accessibility will be the
car and public transport. In the case of
product of the relationship between the
walking trips, assuming that the individual
cost of travel - economic, time or energy -
has no physical or spatial limitations for
and the availability of services. In other
mobility, the access area will be limited by
words, there could be a road network with
a walkable distance. In this way, would

1
Faculty of Architecture – Urban and Regional Planning, Konya Technical University/Turkey
Email: joagonzalez@unal.edu.co, Student No. 168231001011

1
 Urban and Regional Planning

have access to the services present in a lo- this research, the GIS Arcgis 10.4.1® soft-
cal area, that is, local accessibility. On the ware was employed, in its environment
other hand, to access a service outside the spatial tools were used to determine the de-
local area, will be necessary to use a mo- gree of accessibility according to the
torized medium: private vehicle or public variables interaction on space.
transport. In that case we will talk about
A REA OF STUDY
accessibility in macro level. In the case of
The analysis of accessibility in a given en-
the private vehicle, leaving aside the socio-
vironment must take into account both
economic variables, access to certain areas
internal and external variables of the study
will be defined by the characteristics of the
area. In this research, the study area is de-
network. Now, travel by public transport,
fined at the neighborhood scale, defining
access will depend on the frequency and
the external level as the next administra-
capacity of the services and its routes.
tive unit that contains the local area.
The second variable is the existence of in- Accordingly, was taken as object of study
frastructure that offers one or more the town of Pendik - Istanbul, which con-
services, this is a function of the quantity formed the external area, while each of its
and variability of the services presented neighborhoods being an individual unit of
within study area. That is, the degree of study on a local scale. Pendik District has
mixing of land uses. 36 neighborhoods, however, during the
study only the 30 neighborhoods with the
Based on these concepts, in the develop-
largest population were taken into account.
ment of this document a comparative
The Yeni Mahalle neighborhood and its
analysis of the degree of accessibility of
surroundings are identified as the commer-
different urban areas was carried out. For
cial and administrative center of the
this purpose, Pendik District was taken as
district. Even, all the minibus lines con-
a case study.
verge in this neighborhood.
METHODOLOGY
STAGE OF DATA
According to the above, accessibility is the
COLLECTION
result of the interaction of population, road
Based on the concept of accessibility as a
network and services. These variables are
property resulting from the relation of dis-
embedded in a spatial dimension and inter-
placement capacities and the availability
act according to the geographical
of goods and services, in order to deter-
characteristics of the space. Therefore, the
mine the degree of accessibility offered by
analysis of how they interact can be carried
each area, it was necessary to compile the
out through geographic information sys-
tems (GIS) tools. In the development of
 Konya Technical University

following information (grouped by varia- found in the database of the Department of

bles): 1) spatial location, occupation area, Urban Planning of Konya Technical Uni-
height and uses of vertical infrastructure, versity. Fig. 1 shows the spatial
2) location of the population, 3) distribu- distribution of the 30 neighborhoods
tion of the road network, 4) existence, within Pendik District along with the spa-
route and frequency of public transport tial sketch of the road network.
routes .
The information of the population was
Regarding the source of this information, consulted on Pendik District website
the characteristic data of the vertical infra- (2017), where information is presented ac-
structure and the road network were cording to the number of inhabitants for
obtained from a geographic database
23

±± Ertugrul Gazi
Yesil alan
Yenisehir
Harmandere

Suluntepe Kurtkoy

Sehily
Velibaba Yayalar Sanayi

Ramazanoglu
Cinardere Gullu Baglar
Yesil baglar
Orta Dulumpinar
Esenler
Yeni MahalleBahceli Evler
Sapan Baglari Yesil alanFevzi Cakmak
Kavakpinar
Dogu
Bati

Kaynarca Camcesme
Orhangazi Ahmet Yesevi
Fatih

Legend
Legend
Esenyali
Guzelyali
Road network
Road network
Neighborhood
Neighborhood

Fig. 1. Pendik neighborhoods and road network.

3
 Urban and Regional Planning

each neighborhood. Then, assuming a di- consulted on the IETT (İstanbul Elektrik
rect relationship between the supply of Tramvay ve Tünel İşletmeleri) website
housing infrastructure – building coverage (2019), according to the information
ratio – and the accumulation of the popu- found, each of the routes was drawn. Dur-
lation in the space, a geospatial ing this exercise were found: 50 bus
distribution of the inhabitants was made routes, 15 minibus routes and a metro
according to the capacity of each housing route, Fig. 2.
building within each neighborhood. Fi-
nally, the public transport routes were 23

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Fig. 2 Pendik District Public Transport Network

 Konya Technical University

DATA ANALYSIS AND services within the local area,

ASSESSMENT OF ‘neighborhood’. When talking about local
ACCESSIBILIT mobility, at neighborhood scale, the means
As mentioned above, the accessibility ca- of displacement used has been limited to
pacity of each neighborhood was analyzed which displacements made walking. Be-
on two different scales: local accessibility sides, during the development of this
and macro accessibility. study, it was accepted that the displace-
ment from a point A to a point B located in
Local Accessibility
Local accessibility is the product of the re- any space within the neighborhood can be
lationship between displacement done walking. In other words, for purposes
capacities and the existence of goods and of this study, any

± 4
7

0
28

19 11

32
18 18

66

20 24
14 11 70

15 13
26 15
33
0
24
14 Legend
25 22
18 Accessibility
m2/hab
7 9
13 5
46
17
Workplace
11
Industry
Commerce
Other

Fig. 3. Pendik District, Degree of Local Accessibility

5
 Urban and Regional Planning
inhabitant located at point A will have ac-
cess to any service located at a point B
within the neighborhood. According to
this, the accessibility degree of each neigh-
borhood will be a function of the
variability and quantity of services present
within the neighborhood. Additionally,
taking into account the capacity for imme-
diate interaction between neighborhoods,
the access area was extended a distance of
250m beyond the limit of each neighbor-
hood. It is necessary to point out 100
Avenue as a structural element that limits
the interaction between the neighbor-
hoods, therefore, the study area was not
expanded at these borders. Finally, by nor-
malizing according to the number of
inhabitants of each neighborhood, the de-
gree of local accessibility (DLA) was
obtained for each neighborhood. Results
are summarized in Fig. 3.
The variable ‘other’ groups services re-
lated to religion, education, culture, health,
social, tourism, transportation and recrea-
tion.
Accessibility at Macro Scale
For accessibility analysis at macro scale,
which one requires a displacement in pri-
vate or public transport, the mobility
displacement capacities will be a key fac-
tor in the estimation of the degree of
accessibility of each neighborhood. In or-
der to determine the displacement
capabilities offered by each neighborhood,
an OD cost matrix was generated on the
road network that allowed to know the
costs of travel in terms of time. To do this,
the points of origin were defined as the
centralities of the spatial distribution of the
population in each neighborhood, using
kernel density spatial analysis. These cen-
tralities obey the centers of population
accumulation according to the urban fabric
of each neighborhood. For those neighbor-
hoods in which the distribution is uniform,
that is, the same proportion of housing pro-
vision is maintained in space (according to
the methodology used for the distribution
of the population), a predominant centroid
is not denoted, therefore, the geometrical
centroid was taken as a representative
point of origin of the inhabitant displace-
ments in each neighborhood. In respect of
destination points, since the reason for
traveling is to access a good or service,
these will be localized in the areas with the
greatest amount of services available. The
location of these areas was determined by
means of a kernel density spatial analysis
of buildings with these functions. Four
travel attraction centers were identified in
the neighborhoods: Bati, Fevzi Cakmak,
Kavakpinar and Suluntepe. Fig. 4
 Konya Technical University

Table 1. Cost-time by Private Transport

±
Cost-time (minute)
Neighborhood Fevzi
Bati Kavakpinar Suluntepe Total
1
$ Cakmak
1
$ Fevzi Cakmak 6,2 0,0 3,4 8,5 18,2
Kavakpinar 9,8 4,4 0,0 7,0 21,2
1
$ Suluntepe Esenler 8,3 2,9 3,9 6,9 22,0
1
$ m
n 1
$ 1
$ Camcesme 7,5 1,6 3,6 9,5 22,2
Gullu Baglar 8,4 5,2 4,6 4,1 22,3
1
$ 1
$ 1
$ Kaynarca 4,5 3,8 5,9 10,0 24,1
1
$ Ramazanoglu 10,2 6,1 4,5 3,8 24,6
1
$ 1
$ Sehily 9,9 7,6 6,1 1,9 25,5
1
$ 1
$ Yayalar 8,2 6,5 6,8 4,6 26,0
1$
$ 1
Bahceli Evler 2,0 6,0 9,0 9,8 26,8
$ 1 $
1 $ 1
1
$ Orta 4,0 5,8 8,9 8,4 26,9
Bati
m
n
1$
$1 1
$ $Kavakpinar
1 Guzelyali 6,9 4,6 4,5 11,4 27,5
1
$ m$1
n m
n Dogu 0,4 6,4 9,4 11,2 27,5
Fevzi Cakmak 1
$ Bati 0,0 6,6 9,6 11,3 27,5
Legend
$ $
1 1 Dulumpinar 4,9 5,4 8,5 9,1 27,8
1
$ 1
$ m
n Destination Velibaba
Suluntepe
7,4
11,5
6,6
9,4
8,4
8,1
6,5
0,0
28,8
29,0
1
$ Origin
Average 6,5 5,2 6,2 7,3 25,2
Yeni Mahalle 1,9 7,1 10,1 11,1 30,2
Fig. 4. Destinations and Origins Cinardere 4,1 7,0 10,1 9,0 30,2
Orhangazi 9,0 5,5 5,2 12,0 31,7
Sapan Baglari 1,9 7,7 10,7 11,7 32,0
The analysis was initially divided into two Yesil baglar
Fatih
3,3
10,1
7,4
5,9
10,5
4,8
11,1
11,6
32,2
32,5
Esenyali 9,3 6,4 5,3 12,1 33,1
groups. The first one analyzed the travel Ertugrul Gazi 10,8 10,0 9,9 3,0 33,6
Kurtkoy 12,6 10,1 8,6 2,8 34,2
cost in terms of time for trips in private ve- Sanayi 13,0 9,2 7,6 5,4 35,2
Ahmet Yesevi 11,8 7,6 6,5 13,3 39,1
hicles. In this case, the road network is Yenisehir 16,5 13,6 12,1 6,7 48,8
Harmandere 17,1 14,1 12,6 8,4 52,2
made up of the vehicular traffic road of the
town. Within the parameters of the analy- The second analysis includes public
sis, a transit speed was defined for each transport modes. In this case, the road net-
segment and the turning capacity was ena- work is made up of travel route of each
bled at each intersection. This analysis was public transport found. Within the modes
taken as the ideal state of mobility see Fig. of public transport, two typologies are pre-
5 and Table 1.. sented: bus and minibus. Both present a
fundamental difference for the analysis.
The bus system operates with an integrated
fare that allows users to move from one
bus to another without generating new
costs. Therefore, in the development of the
OD matrix, the intersections between
routes were enabled to simulate this inte-
gration. The microbus system lacks an
operational model that allows the integra-
tion of routes, for this reason, its OD
matrix does not have points of intersection
between routes. In the development of OD
Fig. 5. Cost-Time Private Transport

7
 Urban and Regional Planning

matrices of public transport modes, an av-

erage speed of 20 km / h was assumed. The
maximum walking distance from origin
and destination points to the closest point
of a route equals 1km (distance traveled
walking to complement a trip)2. The final
cost of travel from each neighborhood to
the service centers was defined by joining
both bus system and the minibus system
matrices, giving preference to the mode
with the lowest cost per trip, Table 2.
Fig. 6. Cost-Time Public Transport
Table 2. Cost-time by Public Transport Table 3. Public Transport Mobility Efficiency Index
Cost-time (minute)
Public Transport Mobility Efficiency Index
Neighborhood Fevzi
Bati Kavakpinar Suluntepe Total Neighborhood
Cakmak Bati Fevzi Cakmak Kavakpinar Suluntepe Total
Fevzi Cakmak 13,4 0,0 8,5 17,5 39,3
Kurtkoy 0,3 0,2 0,2 0,2 0,8
Camcesme 13,1 2,7 5,5 19,0 40,2
Kavakpinar 0,5 0,3 0,0 0,4 1,3
Ramazanoglu 19,6 9,5 7,0 8,2 44,3
Fevzi Cakmak 0,5 0,0 0,4 0,5 1,4
Gullu Baglar 14,3 13,3 8,3 8,7 44,7
Suluntepe 0,5 0,4 0,5 0,0 1,4
Esenler 16,0 8,0 9,0 13,7 46,6
Guzelyali 0,5 0,3 0,3 0,4 1,5
Bahceli Evler 2,5 8,9 17,0 18,8 47,1
Bati 0,0 0,6 0,5 0,5 1,7
Kaynarca 7,3 9,6 9,3 21,1 47,4
Fatih 0,5 0,5 0,3 0,4 1,7
Kavakpinar 18,9 13,4 0,0 15,9 48,2
Esenyali 0,4 0,6 0,3 0,4 1,7
Dogu 0,5 9,3 16,5 22,7 49,0
Sehily 0,6 0,4 0,5 0,3 1,7
Orta 4,9 10,1 18,2 16,4 49,6
Sanayi 0,6 0,4 0,4 0,4 1,7
Bati 0,0 10,5 17,8 21,3 49,6
Ahmet Yesevi 0,5 0,5 0,3 0,4 1,7
Dumlupinar 6,0 11,2 17,3 15,3 49,8
Yenisehir 0,5 0,4 0,4 0,4 1,8
Yeni Mahalle 1,2 10,9 18,2 22,5 52,8
Ertugrul Gazi 0,6 0,4 0,5 0,3 1,8
Yayalar 13,2 15,2 14,0 11,3 53,6
Esenler 0,5 0,4 0,4 0,5 1,8
Sapan Baglari 1,2 11,7 19,0 22,5 54,3
Harmandere 0,5 0,4 0,4 0,4 1,8
Cinardere 6,5 11,7 19,1 17,1 54,5
Orhangazi 0,5 0,6 0,4 0,4 1,8
Sehily 17,5 18,2 13,3 6,9 55,9
Yayalar 0,6 0,4 0,5 0,4 1,9
Velibaba 10,3 16,7 16,4 13,3 56,7
Average 0,6 0,5 0,5 0,4 1,9
Suluntepe 21,2 22,0 17,0 0,0 60,1
Gullu Baglar 0,6 0,4 0,6 0,5 2,0
Yesil baglar 7,7 11,0 19,1 22,5 60,3
Velibaba 0,7 0,4 0,5 0,5 2,1
Average 15,0 15,0 16,4 18,0 64,4
Kaynarca 0,6 0,4 0,6 0,5 2,1
Guzelyali 15,1 13,2 15,1 27,3 70,7
Yesil baglar 0,4 0,7 0,5 0,5 2,1
Orhangazi 19,6 9,3 14,7 27,7 71,4
Ramazanoglu 0,5 0,6 0,6 0,5 2,3
Ertugrul Gazi 18,0 23,7 21,9 9,9 73,6
Cinardere 0,6 0,6 0,5 0,5 2,3
Fatih 21,3 11,0 16,4 29,4 78,0
Camcesme 0,6 0,6 0,7 0,5 2,3
Esenyali 21,7 11,4 16,8 29,8 79,7
Dulumpinar 0,8 0,5 0,5 0,6 2,4
Sanayi 21,6 25,8 20,8 13,7 81,9
Orta 0,8 0,6 0,5 0,5 2,4
Ahmet Yesevi 24,8 14,5 19,9 32,9 92,0
Bahceli Evler 0,8 0,7 0,5 0,5 2,5
Yenisehir 32,0 32,7 27,7 16,8 109,2
Dogu 0,8 0,7 0,6 0,5 2,6
Harmandere 32,5 33,2 28,3 19,9 113,9
Yeni Mahalle 1,0 0,6 0,6 0,5 2,7
Kurtkoy 48,9 50,4 40,4 18,7 158,3
Sapan Baglari 1,0 0,7 0,6 0,5 2,7

Finally, a Public Transport Mobility Effi-

ciency Index (PTMEI) was generated as
cost-time ratio in private transport and
public transport for each neighborhood.
The results are shown in the Table 3.

2
The average distance traveled walking to comple- insights, Data and statistics use of public transport
ment a trip in Istanbul is equal to 0.94km. Moovit in Istanbul, Turkey. Accessed in January 2019
 Konya Technical University
Fig. 7. Public Transport Mobility Efficiency Index
Conclusions
According to the methodology and theory
used in the determination of both types of
accessibility, each one has a determining
variable. For local accessibility the
determining variable is the building areas
destined to offer services, while for
accessibility at macro scale it is the sum of
the time of travel to the different trips
attraction areas. For this reason both have
different measurement units that do not
allow them to be combined in a single
parameter. However, it is possible to
analyze the results separately.
The average value of local accessibility is
22m2/hab, that is 22m2 of building
destined to offer services for each
inhabitant. The neighborhoods with the
highest degree of local accessibility are
Sanayi and Ramazanoglu. These are the
neighborhoods with the smallest
3
Turkish Statistical Institute (Türkiye İstatistik
Kurumu TÜİK), 2017.
population. The neighborhoods with the
lowest degree of local accessibility are:
Yenisehir, Harmandere, Ahmet Yesevi,
Fatih and Kaynarca; all are neighborhoods
located on the periphery of the district, see
Fig. 3. Approximately a quarter of the
district's population is located in them.
This is the result of a low degree of
mixture of uses, and means a high demand
and low supply of services, which reduces
the ability of local inhabitants to access
local services. The neighborhoods with the
greatest degree of local accessibility
surpass neighborhoods with a lower grade
by almost 10 times, this is an indication of
the segregated distribution of land uses,
neighborhoods with greater housing use
and others with residential uses, as a result
this disparity of the supply/demand of
services.
In terms of accessibility at macro level,
although the capacity of displacement
plays an important role in its estimation,
the spatial location of the attractor centers
is also important. For example, the
neighborhoods around the continuous
Fevzi Cakmak and Kavapinar centralities
have the lowest cost-time transportation by
private vehicle, see Fig. 5. However, given
that in Istanbul only 17.7% of the
population has a private vehicle 3 , the
displacement by private vehicle can not be
an indication of the accessibility at macro
9
 Urban and Regional Planning

level of the population in Pendik District.
When reviewing the displacement
capacity in public transport we find that
the neighborhoods located in the center of
the district have the lowest transport cost-
time, while the neighborhoods located
north of the district have an average cost
three times higher. In the same way, the
neighborhoods located to the south-east
present high cost-time values in public
transport, see Fig. 6 . The degree of local
accessibility is inversely proportional to
the cost-time.
So far, in sum, the the neighborhoods of
the periphery present limitations in
accessibility with respect to the other
districts of the district.
Finally, in order to isolate origins local
location parameter and evaluate the quality
of the public transport network versus
private transport, PTMEI was calculated.
As a result, it was found that the
neighborhoods around Yeni Mahalle
neighborhood present the greater values of
PTMEI, see Fig. 7. This means a high
efficiency of public transport routes offer
in these neighborhoods, which agrees with
the fact of the transportation logistics
center located in this area where most
public transport routes converge.
Therefore, it can be said that the
population located in these neighborhoods
has a high degree of accessibility. Again,
the neighborhoods of the periphery,
especially north and south-east of the
district present the lowest values, making
evident a deficiency of the supply of public
transport on these neighborhoods, limiting
the degree of accessibility of this
population.

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Halden D, D McGuigan, A Nisbet, y A McKinnin. Accessibility: Review of Measuring
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Istanbul Elektrik Tramvay ve Tunel Isletmeleri. 2019.

https://www.iett.istanbul/tr/main/hatlar (último acceso: 12 de 01 de 2019).

Makri, M. B. «Accessibility indices and planning theory.» 2002.

Turkiye Cumhuriyeti Pendik Kaymakamligi. 2017. http://www.pendik.gov.tr/nufus-durumu

(último acceso: 2019 de 01 de 12).