# Length of rail system per person in three metropolitan cities

Rail System Length per Capita in Three Metropolitan Cities: It is municipalism that suggests that I have the right to express my impressions as someone who lived in Izmir for 17 years, 8 years in Ankara and 4 years in Istanbul.
3 km, serving the population of approximately 14 million in İzmir. long metro line, 80 km. 94 km in total, the izban line. There is a rail system in length.
Rail system length / population => 94 km / 3 mio = 31,33.
In Ankara, there is a total of 6 km of rail system, which serves the population of approximately 8,5 million, 14,5 km of Ankara and 23 km of metro.
Rail system length / population => 23 km / 6 mio = 3,83.
In Istanbul, a total of 15 km of rail system is available, serving a population of 141 million.
rail system length / population => 141 km / 15 mio = 9,40.
According to the results of the calculations, İzmir, the rail system per population seems to be a long way ahead of the line length. So is this a logical criterion? Partly yes, partly no. Let's see in terms of usability:
The rail system is definitely very common in Istanbul. It brings together the important points of the city, it is possible to reach a significant part of the city without getting into traffic. It is not possible to enter inside the train station with the rail system. On the other hand, the airport and bus terminal are accessible by rail system. the only downside may be the need to transfer too much, but in such a big city this is normal.
It can be said that the rail system in Ankara serves only important points of the city, the Çayyolu - Çankaya axis does not have access to the metro. On the other hand, although the rail system enters the train station and bus station of the city; Access to the airport by rail system in Ankara can only be a dream for many years. I do not know if one day is said to be a dream come true.
Let's come to Izmir… In İzmir, the two most important directions of the city, the north-south and east-west axes, appeal to a significant part of the population with the integration of the metro and izban. In addition, it is possible to reach the railway station of the city and the airport by the rail system. The lack of a rail system going to the bus terminal is a deficiency, yet at the project stage. On the other hand, being able to reach the airport in 1 hour from aliağa, which is at the farthest end of the city, is a serious opportunity. If you open the map of İzmir and put it in front of you, you will understand better what I mean.
In terms of qualitative usefulness, I put Istanbul in the first place, İzmir in the second place and Ankara in the third place.
Let's calculate the status of serving the population by looking at the ratio of the daily passenger transport / total population of the city in terms of quantity:
Istanbul:
Total of all rail system: 1.200.000 passenger / 15 million population = percent 8.
Ankara:
175 bin (Ankaray) + 135 bin (metro): 310.000 passenger / 6 million population = percent 5,16
Izmir:
200 bin (metro) + 140 bin (izban) = 340.000 passenger / 3 million population = percent 11,33.
When these rates are examined, İzmir 1. comes out, Istanbul follows him, Ankara is the last.