NEW URBAN WATERFRONT DEVELOPMENT IN MODA SHIFT
Authors Supervisor
Cihangun Kaan Hacimemisoglu Cihangir Demirel Pierre-Alain Croset
Master’s Degree Thesis in Architecture and Urban Design AC 2018-2019
ACKNOWLEDGEMENT This thesis owes its existence to the help, support and inspiration of many people. We would like to express our sincere and deep appreciation to our supervisor Prof. Croset Pierre-Alain who has given us a lot of support and valuable comments during the process of our thesis. Prof. Croset Pierre-Alain is patient in helping us deal with various difficulties through the whole process. Under his guidance, we are able to finish every part of the research and project. Finally, we want to thanks our family and friends who are always supporting us and giving us strength to do this work. Espacially we want to thank our friedns Yudum Kantarli, Yagiz Yenilmez, Ali Can Gul, Alice Tealdi, Ferit EyĂźboglu and Bercin Muhacir for their contribution during the process.
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ABSTRACT Istanbul is a city that most of the essential settlements are located along the seaside. Kadikoy, Moda is one of the most significant districts with its historical and urbanistic development through years. Nowadays, it became a very central location for Anatolian part of the Istanbul. As a project site waterfront of Moda district has significant potential to be a part of this developing area to be a role model of many districts has a connection with the sea in the city of Istanbul. At this point this project aims to contribute circularity, sustainability, tactility and connectivity of the area. Through the analysis and design process these principles were guides for the project. After the focused analysis of accessibility, continuity of bike and pedestrian roads, 3 prime axis and 6 intervention points are defined as main fragments of the project. Discontinuity caused by private spaces or topographical reasons has created an invisible barrier between the waterfront and inner parts of the district. The idea of “shift� is based on using this barrier as a potential for creating new junction spaces at transition points between inner city and waterfront and connecting these points with the system of terraces and platforms.
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TABLE OF CONTENTS ABSTRACT CHAPTER 1 Section 1
Topic of the Project Architecture on the Waterfront
Section 2
Design Questions Independent Problems on the Waterfront Interrelated Aspects through Inner City
Section 3
Project and Site New waterfront development in Moda: SHIFT Moda Neıghborhood
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009 010
011 012-013 CHAPTER 2
Regional Analysis Locational importance of Istanbul Geopolitical Position of Kadikoy in Bosphorus Moda District (Caferaga) as the Project Site
Section 2
Historical Analysis History of Kadikoy History of Moda History of Urban Development at Moda
Section 3
Site Analysis Accessibility - Transportation and Pedestrian zones Socio-cultural Status - of the region Potentials of the Area Urban Characteristics and Usage of Seashores Continuity - Relation with the sea Public and Green Spaces Organisations
022 023 024-025
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ANALYSIS AND RESEARCHES
Section 1 016-017 018-019 020-021
026-031 032-033 034-036 037 038-039 040-041
INTRODUCTION
CHAPTER 3 Section 1
Brooklyn Queens Park by BIG Location of Project Design Questions Design and Conclusion
Section 2
Shanghai Minsheng Wharf Waterfront Landscape and Reconnection / Atelier Liu Yuyang Architects Location of Project Design Questions Design and Conclusion
044-045
046-047
CHAPTER 4
050-053 054-055
CASE STUDIES
DESIGN PROCESS
Section 1
Manifesto
Section 2
Methodologies
Section 3
Design Approach and Principles
Section 4
Urban Masterplan
Section 5
Architectural Solutions-Intervention Points
Section 6
Physical Model
056-057 058-063 064-075
076-077
CONCLUSION
078
BIBLIOGRAPHY
079-080
LIST OF IMAGES
081-084
LIST OF BOARDS
085
BOARDS
005
CHAPTER 1
006
INTRODUCTION
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Section 1: Topic of the Project Architecture on the Waterfront History
Definition
1 The Architectural Review (2014).
From past to present, the civilizations, empires, countries and cities have been established on the earth and their common point was to settle close to water sources as river, lake, sea, ocean.[1] Until industrial civilization, waterfront areas were good-naturedly growing but industrial civilization caused the waterfront areas much worse, pollution showed up and nature systems was demolished. It was noise pollution, dust and dirt water pollution, since the development of the economy. The water became an architectural element in paralel of devoloping and growing civilizations. Also today, waterfronts have some potentials to rethink and design in the context of water and land.
Definition of waterfront in English is a part of a town that borders the sea or a lake or river[2]. Naturally, the architecture on the waterfront becomes the context of inner city and the water in respect of design principles, communities and sustainability. The Importance As a high quality green belt in the city, architecture on the city waterfront is the most visible and pleasent place. For citizens, it is also the most charming area to live in. Thus, we can not approach the urban waterfront area just to create an aesthetically good architecture and landscape, it should also be thought together with its neighborhood as a part of the system.
-Figure 1 The photo of waterfront-
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Architecture & Water documentary. Youtube Documenties
2 en.oxforddictionaries.com
3 Hou, Dyun(2009). Urban Waterfront Landscape Planning
Section 2: Design Questions Independent Problems on the Waterfront Framing
Defining the Problems
4 Breen, A., & Rigby, D. (1996). The
The main problem in the current process of globalization and urbanization is how to deal with the requirements of urban waterfront in 21th century. The reasons of the problems which are growing with booming area are independent within each other and each single problem makes them big and complex urban problem. Therefore, these problems should be framed with some principles of urbanism and architecture.4
Definition of the problems are crucial point in the beginning of work. The problems are studied on four conditions:
New Waterfront: A Worldwide Urban Success Story (1st ed.). McGraw-Hill Professional.
1. The deficiencies in requirements of citizens 2. The problems of architectural aspect 3. The problems of urbanism aspect 4. The problems of sustainable development
Independent Problems The architecture on the urban waterfront directly affects urban fabric, city structure, the urban ecology of city environment and the standards of living of residents so problems that is coming with these effects are various within their specific aspects.
-Figure 2 The photo of filled land on the seashore at anatolian coast of Istanbul-
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Interrelated Aspects through Inner City Interrelated Aspects
Design is Contagious
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The urban intervention to a specific area should deal with the existing fragilities by giving respect to the link between different parts of the site. Design Questions The approach is to focus the problems one by one in detail with these questions: 1. How to develop conditions of the urban waterfront? 2. How to prove the requirement of the functions in the new waterfront areas? 3. How to create new organization of urban space well?
A prosperous waterfront landscape project aims a lot of benefits to citizens. It can develop the environment of waterfront areas, reconstruct a charming appearance of the city, enhance the earnings, provide new job opportunities and take new investments. At that point waterfront design should be considered with its possible effects on crucial aspects of the urban life.5
Liaoning Technology Publish Company, Shenyang,
The waterfront areas are important parts of the city that can lead to indicate and improve the ecological diversity with providing new attraction points.
-Figure 3 Waterfront design example-
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Tang Jian (2007), Landscape Architecture of Waterfron
-Figure 4 Waterfront design example-
Section 3: Project and Site SHIFT Project The waterfront of Moda District is an half-island and the distance from one side to other is 3 km. There are some problems which are independent within each other through this path and its relationship with inner city.
the project according to specific problems of urban characteristic of the area will develop with architectural aspects.
The relation between Moda neighborhood and waterfront considered under sociological, economomical and physical conditions. Also the history of the neighborhood and its socio-cultural diversity were other elements while aproaching the site to find best possible solutions to have a bigger impact on not only for district but also for the city of Istanbul. The project will propose to solve these problems with single solutions through determinated design principles and key points of
-Figure 5 View of Moda Coast line from top-
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Moda Neighborhood Kadikoy Kadıköy, is a large, populous, and cosmopolitan district in the Asian side of Istanbul, Turkey on the northern shore of the Sea of Marmara, facing the historic city centre that is on the European side of the Bosporus. Kadıköy is also the name of the most prominent neighbourhood of the district, a residential and commercial area that, with its numerous bars, cinemas and bookshops, is the cultural centre of the Anatolian side of Istanbul. Kadıköy became a district in 1928 when it was separated from Üsküdar district. The population of Kadıköy district, according to the 2007 census, is 509,282. 6
-Figure 6 Moda Old Port-
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Kadıköy is an older settlement than most of those on the Anatolian side of the city of Istanbul.
6 T.C. Kadıköy. “Tarihçe.” T.C. Kadıköy Kaymakamlıgı. Accessed June 02, 2019. http://www.kadikoy.gov.tr/ tarihce.
Moda Moda is a neighboorhood where is located on asian side of Istanbul and opposite of historical half-island of Istanbul in Kadikoy District. It is named from All Saints Church which was built in 1878 after Crimea War. Its location is between center of Kadikoy and Kurbagalidere (Yogurtcu Park) and it is on the route of nostalgic tram in Kadikoy.
-Figure 7 Altiyol Square-
Moda Seashore Moda coastline is an east ending point of continues seashore of Anatolian part of the istanbul. Continues pedestrian and bike path coming through west part of to Istanbul and ending at Kadıkoy. It is composed with two main parks, public terraces, meeting points, small retail shops and some private properties. Yogurtcu Parkı and Moda Sahil Parkı are main green spaces at this part of the Kadıköy. Yogurtcu Parki is connecting seashore with marine and inner parts of Kadikoy.
-Figure 8 Kurbagalidere-
Moda Sea Club and Kayikhane Bar&Restaurant are private properties settled at the central connection point of the sea shore and locational effect of these private properties will be analized at the analysis part. -Figure 9 Moda Coastline-
-Figure 10 Moda Coastline-
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CHAPTER 2
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ANALYSIS AND RESEARCHES
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Section 1: Location Location of Istanbul Location
the UNESCO World Heritage.
Istanbul is a metropolitan city of Turkey located between Asia and Europe continents. The Asian and the European part of the city are connected by a natural strait so-called “Bosphorus”. This strait’s primary inlet is the Golden Horn. The Golden Horn delimits the historical center of Istanbul where the former Byzantium and Constantinople were settled in the history – from the rest of the city .7
The Three Seas
City Site
The seas flowing through the peninsula are called “the three seas”: the Golden Horn, the Bosphorus, and the Marmara Sea. The Golden Horn is an approximately 7 km long deep drowned valley. The Bosphrus is the channel linking
7 Ehrlich, Blake. “Istanbul.” Encyclopædia Britannica. June 19, 2019. Accessed July 13, 2019. https://www. britannica.com/place/Istanbul. 8 “Istanbul.” Wikipedia. June/July, 2019. Accessed March/April, 2019. https:// en.wikipedia.org/wiki/Istanbul.
the Black Sea to the Mediterranean (Akdeniz) via the Marmara Sea and the Dardanelles Straits. Whereas, the tight Golden Horn flows between the ancient Istanbul from the district of Beyoglu’s to the historical center.8
The old city settlements are located on seven hills. At present, it is possible to see the historical remains from different cultures. In fact, there are many mosques, churches and other landmarks built on these hills and most of them are now under protection of
-Figure 11 Map of Marmara Region and Location of Istanbul-
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-Figure 12 Map of Bosphorus-
Topography and Sevenhills The seven hills and landmarks form the old city of Istanbul. The dynamic structure of this distinctive topography guides the urbanization that has taken place in different forms and sizes; this has also been a determining factor in the process of city extensions. The hill of Topkapi is located on the most Eastern side of Istabul and on top of it is possible to admire the Topkapi Palace, while the hill of Beyglu is located on the opposite side of the Golden Horn. According to topography, houses were once built in Beyoglu with the help of terraced holding walls in the form of steps highways. The hill of Üsküdar, on the Asian side, exhibits similar characteristics. Although, the terrain gradually extends down to the Bosphorus coast, the landscape in Semsipasa
and Ayazma is more abrupt and akin to a promontory. Istanbul’s highest point is Çamlıca Hill; it is placed 288 meters above sea level. Istanbul’s Southern half has a greater mean elevation compared to the Southern shore. Some places are over 200 meters above sea level and some coasts with steep fjord-like cliffs; in particular around the Southern end of the Bosphorus, where it opens up to the Black Sea.10
-Figure 13 Topographical Map of Istanbul-
8 “Topography of Istanbul.” Turcom. net. Accessed June 01, 2019. http:// turcom.net/topography-of-istanbul/. 10 Yücesoy, Eda Ünlü. “Contested Public Spaces vs. Conquered Public Spaces. Gentrification and Its Reflections on Urban Public Space in Istanbul.” Public Istanbul.
-Figure 14 Istanbul Axonometric view from Historic Center-
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Geopolitical Position of Kadikoy in Bosphorus Scale
still one of the most cosmopolitan regions of Istanbul.
Kadıköy is one of the metropolitan regions of the Istanbul. Located on Southwest of the Anatolian side of the city, Marmara and Black Sea surround the region. Consisting of 21 neighbourhoods, Kadıköy has a 25 square-kilometer land area and its population is about 480.000, according to the latest data.11 Demography For its multi-cultural, -ethnic, -lingual and -religious composition, Kadıköy has always been renowned and acclaimed. Kadıköy, with its predominantly Turkish, Armenian, Greek and Jewish inhabitants, has a more cosmopolitan demographic structure since the beginning of the 20th century. Although the demographics gradually change, today Kadıköy is
Religion It has several mosques, churches and synagogues from different cultures and times. Kadıköy represents an intermixed network also according to its demographical structure: the residential areas are interlaced with the commercial ones. Plus, it has more than a thousand historical houses and monuments thanks to this multi-layered framework of culture and urban. Accesibility The district has always been an important junction for the link between the two sides of the city, Rumelia and Anatolia; and on a larger scale, it has also a vital importance for the connection between
-Figure 15 Map of Important districts around Bosphorus-
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11 T.C. Kadıköy. “Tarihçe.” T.C. Kadıköy Kaymakamlıgı. Accessed June 02, 2019. http://www.kadikoy.gov.tr/ tarihce.
the Balkans and Middle East. That is why one of two main terminals of Turkish State Railways -Haydarpasa Terminal- was built in this area in 1909. The rail service temporarily ceased to function in 2013, because of the ongoing Istanbul-Ankara high-speed railway as well as Marmaray undersea tunnel constructions. In addition to the national railway system, the terminuses on the Anatolian side of Istanbul metro and metrobus systems are located in Kadıköy. The district is also home of one of the largest intracity bus stations and garages in Istanbul. In addition to these land transportation facilities, Kadıköy has several historical ferry quays which connect the two sides of the city.12
Education Kadikoy is an valuable center for education. It hosts many important schools from all levels. Marmara University as a one of the biggest universities of Turkey, with several campuses around the district. Also, two more state universities are located at different parts of Kadikoy: Istanbul University State Conservatory and Istanbul Medeniyet University. Moreover, many private institutions and universities have several campuses in Kadikoy, which grants them a huge advantage compared to others. Last but not least, because of the historical demography of the district, many high schools from different countries are also located in Moda district in Kadikoy such as Saint Joseph French High School.
-Figure 16 Kadikoy Axonemetric view from Kurbagalidere-
12 T.C. Kadıköy. “Tarihçe.” T.C. Kadıköy Kaymakamlıgı. Accessed June 02, 2019. http://www.kadikoy.gov.tr/ tarihce. .
-Figure 17 View from Haydarpasa Train Station-
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Moda District (Caferaga) as the Project Site Moda, Caferaga district is one of the most intense district in Istanbul avvording to its high population and demographic and social diversity of the people living in the district. This opportunity drives the district one of the most popular place in Anatolian part of Istanbul. Water front of the district has a crucial role at this point. It has been determined that the coastal line of Moda district changes between years.The main cause of the change in the coastal line is filling on the sea to create usable lands. Kadikoy consist of several hills which are from east to west,Göztepe, Fikirtepe, Acıbadem, Altıyol, Küçük Moda and Kosuyolu hills. The project site is starting from the Kadıköy Rıhtım( main square which has all the transportation points) and going through all the
coast line until Yogurtcu Parkı and its connection to inside Moda neighboorhood. The land occupied by walking paths, bike roads, kindergardens and some small cafe and restaurants. On the east side Kurbagalıdere is a border of Moda to Coastal line coming from Caddebostan-Maltepe district. It is a first interruption point for the continues bike road. Kurbagalıdere is going through more than 5 km inside the Kadıkoy like a small river inside the district. Nowadays the condition of this water path is not good because of polution. But as an opportunity for the future we can say that this part also can become an extension of the our project which moves the relation the project wants to create between neighboorhood and water.
-Figure 18 Position of Moda Neighborhood in Istanbul-
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Section 2: Historical Analysis History of Kadikoy Chalcedon Kadıköy is an older settlement than most on the region of Istanbul’s Anatolian side. Relics dating from 5500-3500 BC (Chalcolithic period) were found at the Fikirtepe Mound, and stone, bone, ceramic, jewelry and bronze articles indicate a steady settlement since prehistoric times. A port settlement dating from the Phoenicians has also been discovered. Chalcedon was the first settlement that the Greeks from Megara established on the Bosphorus, in 685 BC, a few years before they established Byzantium on the other side of the strait in 667 BC. Chalcedon became known as the ‘city of the blind’, the story being that Byzantium was founded following a prophecy that a great capital would be built ‘opposite the city of the blind’ (meaning that the people of Chalcedon must have
-Figure 19 Fourth Ecumenical Council of Chalcedon-
been blind not to see the obvious value of the peninsula on the Golden Horn as a natural defensive harbour). The fourth ecumenical church council, Council of Chalcedon, was held there in 451 AD.13
13
“Kadıköy.” Kadıköy Chalcedon. Accessed April/May, 2019. http://www.istanbulvisions. com/kadikoy.htm.
Constantinople Chalcedon altered his hands over and over again as Persians, Bithynians, Romans, Byzantines, Arabs, Crusaders, and Turks passed through the region that was severely damaged during the Fourth Crusade and came into the hands of the Ottomans in 1353, a century before Constantinople. Kadıköy has Istanbul’s oldest mosque, constructed nearly a century before the Constantinople conquest in 1453.
-Figure 20 Ruins of Chalcedon Period-
-Figure 21 Greek-Orthodox metropolises-
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History of Kadikoy OTTOMANS At the time of the conquest, Chalcedon was a rural settlement outside the protection of the city. It was soon put under the jurisdiction of the Constantinople courts, hence the name Kadıköy, which means Village of the Judge. In the Ottoman period, Kadıköy became a popular market for agricultural goods and in time developed into a residential area for people who would commute to the city by boat. The population was the typical Ottoman Constantinople mix of Armenians, Greeks, Albanians, Jews and Turks. Kadıköy has several churches (Greek, Armenian, Serbian, Catholic, Protestant) and synagogues.
popular and important people of that time but at the same time it continues to be an important agricultural production area. Haydarpasa, Kusdili Creek (Kurbagalıdere), towards Çamlıca slopes Acıbadem and Kosuyolu and Fenerbahçe were recreation areas, and in the wide area extending to Bostancı, the mansion, coastal palace and gardens belonging to the sultans and senior managers were located and the villages in the inner parts. In 1869, Kadıköy was connected to the Uskudar Sancak, which was a larger and more important center at that time. Kadikoy, which was connected to Uskudar for a long time, until 1930.14
14 “Geçmiste Kadıköy.” Kadıköy Belediyesi. Accessed June 03, 2019. http:// www.kadikoy.bel.tr/kadikoy/gecmiste-kadikoy.
Kadikoy around the Ottoman period, as in the Roman and Byzantine periods, is a favorite summer resort and promenade place for
-Figure 22 Image from Ottoman Period-
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-Figure 23 Greek-Orthodox metropolises-
History of Moda Kadikoy, Istanbul, orhan Bey about a century before the conquest of the Turkspassed into the hands of the Ottoman property was11. Byzantine Emperor Kantakuzinos in 1346 In order to stop their raids, he married his daughter Theodora to Orhan Bey and as the Anatolian side. Thus, Chalcedon became the pasture of Orhan Bey’s horses. First Istanbul Kadı Hızır Bey was given as Chalcedian until he was given as a barley. It has been called. When Fatih Sultan Mehmet took Istanbul on May 29, 1453, He gave it to the Hızıe Bey.15 In his time, the number of households was about 800. Evliya Çelebi in her Travelogue Kadikoy 1 muslim, 7 Greek neighborhoods and 600 vineyards and windmills writes that occur. According to Zeki Teoman, in 1770 III. Sultan Mustafa’s commander Moldavani Ali Pasha’s seal Ahmet Efendi,
-Figure 24 Photo of Kurbagalidere 1930-
Fashion, Walnut and he bought the seal fields and made vineyards. For him between 1770-1839 their name was Seal vineyards. French, English and Italian after 1839 people living in Istanbul with the Greeks and Armenians close to them elementary School where Cevizlik and the region from the Cape they began to settle. Their clothing and other lives of the in-
15 Önce, G., Kendine Özgü Bir Semt Moda, Kadıköy Belediyesi Kültür ve Bilim Hizmetleri Dizisi:2, Istanbul, 1998. 16 Uykucu, K.E., Cumhuriyetin 50. Yılında Ilceleriyle Istanbul, Kahraman Yayınları, Istanbul, 1973
digenous people tradition. They did not speak Turkish either. Here is an innovation, a change He was born. According to a myth, the public began to call the newcomers “fashion” (French means Fashion is new). Thus, the name of the region was “fashion”.16
-Figure 25 Old Painting of Photo of Moda Sea Club-
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History of Urban Development of Moda Kadikoy in 19th Century
Westernization
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Kadikoy, which was a fisherman village surrounded by agricultural lands in the mid of 19th century, had rapidly gained an urban neighborhoods, settled around train stations, after being more accessible by new transportation systems in the city. Kadikoy Center, although not comparable with Pera, Galata and Eminonu, where various hans and passages were located, had been tranformed to a comparatively dense urban fabric. The grid-iron planning that we see in other fire areas and new developing areas in 19th century, road classification, creation of piazzas, which are mostly lost due to widening of the roads in 20th century European side examples, and parks are the urban characteristics that were introduced to Kadikoy in 19th century due to the effects of Westernization.17
-Figure 26 Pervititich map from 1815-
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The high rate of masonry buildings, as the regulations insisted on and the row house typology are also the results of the regulations under the effects of westernization. The use of backyard garden instead of a courtyard, the use of the firewalls between timber buildings, the mixed use of commercial and residential, single commercial buildings, the neo-classical, neo-baroque or art nouveau architectural detailing vocabulary, change of hierarchy of privacy both in streets and buildings are westernized architectural characteristics that should be reviewed in Kadikoy Center. 18
-Figure 27 Pervititich map from 1821-
Uluca Tümer, Ege & Mıhçıoglu Bilgi, Elif. (2012). Wester-
nization Effects on the Planning and Architectural Approaches in Historic Commercial Center of Kadikoy between Late 19th and Early 20th Centuries.
18 Döker, M.F. (2012). “Istanbul Ili Marmara Denizi Kıyı Çizgisinde Meydana Gelen Zamansal Degisimin Belirlenmesi”, International Journal of Human Scienses, Cilt 9, Sayı 2, s.1250-1369, Istanbul.
-Figure 28 Pervititich map from 1860-
History of Urban Development of Moda Kadikoy in 20th Century Kadikoy under the influence of new urban regulations, put into practice as a result of the fires and westernization efforts of Ottoman elites, and its multicultural community, comprised of Turks, Greeks, Armenians, Jews and Levantines, had gained a very much westernized character at the end of 19th century.19 On the other hand, as a result of being out of the central core of the city, it was not affected from the planning practices of 20th century as much of the neighborhoods in historic peninsula and Galata. Consequently, Kadikoy Center is one of the few districs in Istanbul that the effects of Westernization can still be observed.19 The explosion of the population in Istanbul starts in the 1950s. In 1950 the population was 1 million,
-Figure 29 Pervititich map from 1882-
population in 1970 was three million, four million in 1975, six in 1985, , in 1995 to nine million. For half a century following 1945 growth rate of 4-5% in the range of the majority of this growth, the village immigration to the city and higher birth rates for newcomers. The number of housing available responds to the needs of newcomers to the city private property with legal guarantee areas, foundations abandoned by non-Muslims, foundation lands, old agricultural land and public land entered a rapid slum process. Even in the richest neighborhoods where this kind of land is intertwined, next to villas and luxury apartments. As the slums rise, the center is geographically located, but isolated with the layout. Moda was under effect of this intense illegal construction movement. 20
-Figure 30 Pervititich map from 1918-
19 Aksoylu, Sevin. (2017). TRANSFORMATION OF THE URBAN PATTERNS OF I . STANBUL UNDER THE EFFECTS OF THE MODERNIZATION DURING THE OTTOMAN PERIOD. International Journal of Heritage Architecture. 1. 297-306. 10.2495/HAV1-N3-297-306.
20 Özbaran, E.N., 1900’den Bugüne Moda Semti ve Toplumsal Yapının Degisimi, YayınlanmamısBitirme Ödevi, M.S.Ü Fen-Edebiyat Fakültesi Sosyoloji Bölümü, Istanbul, 1994, sf. 8.
-Figure 31 Pervititich map from 1922-
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Section 3: Site Analysis Accessibility - Transportation and Pedestrian zones Kadikoy is one of the most easy-accesible district in Istanbul. The district is close to one of the two main road which is named E5(D100) and it is also accesible with seaways. There is a stadium where is close to metrobus of Fenerbahce football team in Kadikoy. Kurbagalidere is also defining to Moda Neighboorhood as a park and small river. Altiyol Square is intersection point of road of metrobus, port and Kurbagalidere and today there is a known Taurus scultpure in the square. (Figure34) Kadikoy Downtown has connection with Moda Street and this street goes to Modaburnu. There is a nostalgic tram in the Moda Neighboorhood and its route is a circle which is going around of Moda. (Figure30) The route is starting from Rihtim area and going through Moda and Mehmet
Ayvalitas main public squre then ending at the same point. (Figure 32) As a result, Kadikoy has several alternative transportations which are: 1. Ferries 2. Metrobus 3. Metro 4. Marmaray 5. Buses Ferries They are departing from Kadikoy Docks and going opposite shores at the Europen Side of Istanbul (Figure 35)
-Figure 32 Ferries to Europen side of the Istanbul-
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-Figure 33 Nostalgic Tramway-
-Figure 34. Main public ransportations and important points of Moda District-
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Accessibility - Transportation and Pedestrian zones Metrobus
D100, parallel to the Istanbul-Ankara railway. (Figure 37)
It is a normal bus which is going on same road but from a private line. (Figure 36) It is a most common transportation way fro people who want to go Europen side faster .The importance of metrobus is that it is starting from Sogutlucesme Station (Kadikoy) and going to Westest part of Istanbul. Sogutlucesme is very close to center of Kadikoy, Moda. Metro There are 6 metro lines in Istanbul. The M4, officially referred to as the M4 Kadıköy–Tavsantepe metro line is a 26.5-kilometre, 19-stationrapid transit line of the Istanbul Metro. Running between Kadıköy and Tavsantepe, it is currently the only rapid transit line operating on the Asian side of Istanbul. The M4 mostly runs under State road
-Figure 35 Metrobus-
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Marmaray Marmaray is a 76.6 km long commuter rail line in Istanbul, Turkey. It comprises a rail tunnel under the Bosphorus strait, and the modernization of existing suburban railway lines along the Sea of Marmara from Halkalı on the European side to Gebze on the Asian side. The station of Ayrilikcesmesi is close to Kadikoy and it is a transfer station with metro(M4) and metrobus. Buses There is a one of the biggest bus terminal in kadikoy at the Rihtim part which you can find busses that are going different places in Istanbul.
-Figure 36 Map of Metro Stops-
-Figure 37 Map of the Inner Nostalgic Tramway Route and Transportation Options-
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-Figure 38 Ferry / F1 Kadikoy-Karakoy-
-Figure 39 F2 Kadikoy-Bursa City, Kadikoy-Prince Islands, Kadikoy-Eminonu-
-Figure 40 Ferry / F3 Kadikoy-Besiktas-
-Figure 41 Ferry / F4 Kadikoy-Besiktas, Kadikoy-Kabatas-
-Figure 42 Metrobus / Sogutlucesme-Beylikduzu-
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-Figure 43- Main and secondary car roads-
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Socio-cultural Status of the region Living Together with Diversity In Istanbul, Kadıköy is known for its discernible urban sub-culture, which is decidedly generated by its residents and visitors; and deliberatively reinforced by its municipality – which institutionally advocates “living together with diversity” as part of its public administration perspective. Multi-Layered Social Structure For the first time visitors, one of the most striking points of life in Kadıköy could be its multi-layered social structure. In the district, one may come across people from all walks of life in the same neighbourhoods. The regulars of the middle-to-upper class shops and street vendors, operagoers and headbangers, sportsfans and street artists, flaneurs and bibliophiles, art connoisseurs and day
labourers live and work on the streets of Kadıköy. In that respect, one may argue that these people, who have different cultural, social and economic backgrounds generate several different urban identities with their spatial bound with each other and Kadıköy. Kadıköy’s openness to cross-cultural interaction makes it easy for people to accomodate in Kadıköy; that is the reason why Kadıköy is home to people who are coming from different cultural backgrounds; and particularly for the foreign residents of the city.21
-Figure 44 Picture Surp Takavor Church fromthe past-
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21 “Istanbul, Turkey.” Encyclopedia of Urban Studies. doi:10.4135/9781412971973.n151.
-Figure 45 Surp Takavor Church from nowadays-
Socio-cultural Status of the region Cultural Fabric The politically and economically vibrant daily life of Kadıköy, on the one hand, benefits from the advantages of this shared culture; on the other hand, it also contributes the very same cultural fabric. One of the most salient traces of this interaction can be found in the local bazaar of Kadıköy. The fellow feeling of being part of Kadıköy pervades all the alleys of the bazaar; it is initially engendered by the shopkeepers and regular customers but it is also enriched by Kadıköy’s daily visitors. Maritime Atmosphere
of the district may soak up the maritime atmosphere, right in the middle of an urban area. Thanks to the fact that Kadıköy has a long coastal line, it has become an important centre for water sports; the district is home to several sailing, yachting and diving clubs. Fenerbahce Soccer Club Kadıköy is also home for several amateur and professional football clubs, including one of the major sports clubs of the country, Fenerbahçe. The home venue of the sports club, Sükrü Saraçoglu Stadium, was inaugurated in one of the neighbourhoods of Kadıköy district, in 1908.
At the end, this shared culture In the public parks and recreation facilities, which are located at several different coastal areas of Kadıköy, the residents and visitors
-Figure 46 Sukru Saracoglu Stadium of Fenerbahce Football Club-
-Figure 47 Kalamis Marine-
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Potentials of the Area Public Spaces
Democratic Activities
There are numerous open public spaces in Kadıköy. According to their function, some of these spaces could be classified as pedestrian zones such as Bahariye Avenue, where with the by-streets it creates There are certain places, where especially the young people come together and socialise. Kadıköy is home to numerous authentic sidewalk cafés, bars, pubs and restaurants for this purpose.
Kadıköy Pier is one of the largest public gathering spots of the city of Istanbul; and it is frequently used for open air festivals, music concerts, political meetings and public demonstrations. In addition to these major hubs, there are several theatres, cinemas, convention centres, parks and libraries in each and every neighbourhood of the district.
Boulevards There are also boulevards such as Baghdad Avenue, where is home to numerous upper class boutiques, cafés, bars and restaurants; and also hosts annual parades, cycling and racing events.
-Figure 48 Rihtim Square Kadikoy-
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-Figure 49 Ferry / F4 Kadikoy-Besiktas, Kadikoy-Kabatas-
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Potentials of the Area Nowadays, Kadikoy is the one of the most popular district in Istanbul with its potentiality to bring people together. Inner parts of Kadikoy and Moda host thousands of retail shops, cafes and bars. People from all over the Istanbul coming to spend time at the streets of Kadikoy. At this point, It is very important factor that Kadikoy has many pedestrian friendly streets in the center of the district. But this popularity also brings some problems with it. If those existing stores that retain the picture and identity of the region are significantly displaced by’ outside’ distributors that can afford the enhanced rents, the present scenario could become a significant issue. However, this growth is not an instant result of pedestrianization, but a side effect of local physical environment changes and enhanced financial activity. Also the sea shore host
-Figure 50 Kadikoy downtown-
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many people coming from main public transportations. But relation between the sea shore and center of the district was always an issue for Kadikoy.
-Figure 51 Pedestrian and Bike Road coming through Bostanci-
Urban Characteristics and Usage of Seashores Characteristic of Center of Moda
Topography
Moda Street is a main axis in Moda Neighboorhood and it shaped the building orders. As it is mentioned in history section, urban development happened with westernization in 20th century and urban blocks constructed with backyards through Moda Street and they are generally mixed-use as commercial on ground level and residential on upper level.
The connection of Moda seahore and city inside is weak because of topography of region. This topography caused some gaps on the urban pattern.
Seashore There is a pedestrian paths and parks on the seashore but it is disconnected on the Moda Water Club which is private area and it is called “Moda Burnu�. Then, there are wider organic parks and public spaces through seashore until Kurbagalidere. There is Yogurtcu Park through Kurbagalidere which is on rigid masterplan.
-Figure 52 Kurbagalidere-
Seashore and Topography There are two layers on the seashore because of topography. One of them which is on the lower level is directly integrated with sea and the other which is on the upper level creating urban terrace through peninsula.
-Figure 53 Moda Sea Club-
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Continuity - Relation with the sea In the ever-growing and changing dynamic cities such as Istanbul, coasts are the most affected areas of this growth and change. In such cities, coastal areas have many use, often lack of control and during the periods of unplanned growth, the most affected areas are urban shores. Similar to the destruction of coastal areas by industrial facilities during the industrialization process, urban as part of the local government, or through various legal arrangements of the central government. coast. Coastal filling relationship with coastal functions these structures, occupying the city between the shore. Water-based coastal uses occupying a huge space at the connection point of the Moda coast and Kadikoy pier. -ISKI Buildings for fresh water distrubition for city-
-Figure 54 Moda Coastline-
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This issue is causing a discontinuity through waterfront. But not only govermental buildings but also some private places. Moda Sea Club and Kayikhane are the private places which are located central position of the seashore. These places are quite important and historical areas for the region. However, under the recent development of the area these places are not integrated with the sashore and they are blocking the continues pedestrian and bike path coming through all seacoast of Anatolian part. (Figure 55)
-Figure 55 Topography Map of Moda-
-Figure 56 Bike Path Map-
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Public and Green Spaces Organisations It is clear that Kadikoy located close to the crescent-shaped coastline which is providing huge green open spaces along the coast, serving people for daily usages.22 Nevertheless, the inner area particularly sub-districts of Caferaga, Osmanaga and Raasimpasa illustrate a high density urban settlements which are connected with walkable street networks. At some places there are many small public space but most of them are not defined well. Goztepe Milli Parki is the biggest green space for the area but location of the park is at more inner part of the Kadikoy towards to Goztepe region. Yogurtcu Parki and Moda Park draw considerable interest from the people because of their connection with the sea and waterfront. Moda Park has a great potential to become a main public space for the area however
-Figure 57 Altiyol Square-
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in current situation the connection of the park with the inner city is low because of topographical disadvantages. Relationship of the park with the surrounding neighborhoods depends on few stairs and a connection throuh Moda street which also doesn`t have a good coordination with the waterfront.
22 Yücesoy, Eda Ünlü. “Contested Public Spaces vs. Conquered Public Spaces. Gentrification and Its Reflections on Urban Public Space in Istanbul.” Public Istanbul. doi:10.14361/9783839408650-0
On the other hand, Yogurtcu Parki is a locational advantage that is directly connected to main car road going through inside the district and Park is ending nearby Fenerbahce Stadium which is hosting many events.
-Figure 58 Mehmet Ayvalitas Square-
-Figure 59 Green Areas Map-
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CHAPTER 3:
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CASE STUDIES
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Case Study 1 The Brooklyn Queens Park by Bjarke Ingels BIG`s waterfront renovation project for the Brooklyn Queens Park is a good example of urban approach to solve problem of disconnection between city and seashore. In this case, relation between the neighborhood and waterfront are blocked by highways passing through different levels. As for the 3-cantile structure, BIG has two ideas: to repair and to create a linear park linking the Brooklyn Heights Promenade the existing architecture would. If too degraded, the structure would supported a number of uses, including accommodation, retail and even more parkland and parking space, could be substituted by BIG.
be the construction of a graded road along Furman Street and Brooklyn Bridge Park, covered by a straightforward deck-structure. This deck offers a deck for adding a major new parkland along an underused corridor linking Brooklyn Heights to Brooklyn Bridge Park through a conserved or rebuilt cliff–filled with ramps, greenery and park facilities. There is local park access on a meandering park, while the BQX light railway line can space.
BIG has created an integrated proposition that we refer to as BQP-how the BQ Expressway can be transformed into a BQ-Park while still accommodating important flows along the path-inspired by a chance to work in our own back yard. The first phase of a conversion on the waterfront will
-Figure 60 General Axonometric view of new Brooklyn Queens Park-
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23 Cogley, Bridget, and Bridget Cogley. “BIG Unveils Park-covered Highway for Brooklyn’s Waterfront.” Dezeen. April 09, 2019. Accessed July 09, 2019. https://www.dezeen. com/2019/04/03/bqp-big-newsbqe-brooklyn-highway-park/.
BIG’s plan provides the capacity to repair or fully replace the current triple-cantilever structure of the BQE.
24 Walsh, Niall Patrick. “BIG Transformará Autopista De Brooklyn Con Proyecto De Paisajismo Urbano.”
The cars using the BQE would be shifted to an underground highway in both situations. In addition, underground parking spots will be incorporated.
Plataforma Arquitectura. April 10, 2019. Accessed July 09, 2019. https://www.plataformaarquitectura. cl/cl/914837/big-transformara-autopista-de-brooklyn-con-proyec-
This new highway would also include additional spaces such as parking for Brooklyn Bridge Park and neighboring sound-damping berms.
to-de-paisajismo-urbano..
This is reminiscent of the historical circumstances in Brooklyn Heights–in which the town and river were seamlessly intertwined before the road was built. With this proposition, we hope to build on the excellent job already done by many and look forward to working with the Brooklynship to discover the best possible alternatives for the future of BQE!
-Figure 61 New Scenario 1 by BIG-
-Figure 62 New Scenario 2 by BIG-
-Figure 63 New Scenario 3 by BIG-
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Case Study 2 Shanghai Minsheng Wharf Waterfront Landscape and Reconnection by Atelier Liu Yuyang Architects The Minsheng Wharf refurbishment offers an initial major urban recreation waterfront open space node in the direction of an eastern bank of the Huangpu River from the western Yangpu Bridge to Lujiazui, by means of the particular description of this view, under the condition for fulfilling the three-line link, connecting neighbourhood, social activities and ecological environment. The promenade is located at 5.2 meters at low altitude based on the integration and continuity of metropolitan areas ; the midline jogging path is 7 meters above the flood wall ; and the overflowing cycling path gradually rises to the highest point at 11 metres.
blocked the road. Our design begins in the area, together with a thorough topography and infrastructure assessment, redeveloping the site in various ways, such as green paths, paths, footsteps, and squares. The new and the old are combined to achieve the continuity of areas, landscapes and circulation, which will considerably enhance people’s experiences on the waterfront.
Industrial waterfront has its own solid visual impact, which requires neither over-disease nor decoration. But the initial wall blocking the waterfront and the separate metropolitan areas inevitately
-Figure 64 Photo of Shangai Minseng Waterfront after the design by Atelier Liu Yuhang-
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25 Chen, Collin. “Shanghai Minsheng Wharf Waterfront Landscape and Reconnection / Atelier Liu Yuyang Architects.” ArchDaily. January 20, 2019. Accessed June 10, 2019. https://www.archdaily.com/909359/ shanghai-minsheng-wharf-waterfront-landscape-and-reconnection-atelier-liu-yuyang-architects.
The ramp climbing from the 7 m floodplain elevation up to 11 m high the square at the top of the ferry station by bicycles and drive through the highway from Minsheng Art Square to the transfer station linked to the Minsheng Ferry Station region. The initial on-site concrete structure and the newly constructed steel structure crossing are incorporated mutually and backed by two highly spectacular spiral ramps, connecting them to the west side of the floor. It also offers a perspective of the road down to the bottom of the connecting overpass, fulfilling the requirements of evacuating circulation of both individuals and cars. By strengthening the initial structure.
and through a route from the Minsheng Art Square to the transfer station that links the Minsheng ferry station. The initial on-site concrete structure and the new steel structural passage are mutually incorporated and backed by two highly spectacular spiral ramps connecting to the floor of the western section. It also gives an overview of the promenade to the bottom of the connecting overpass to meet the requirements to evacuate movement of both individuals and cars. The initial structure is strengthened
26 Jones, Lucy, and Lucy Jones. “Renovation of 80,000-ton Silos on Minsheng Wharf by Atelier Deshaus: Dezeen Awards.� Dezeen. August 20, 2018. Accessed July 10, 2019. https://www.dezeen.com/ awards/2018/shortlists/renovation-of-80000-ton-silos-on-minsheng-wharf-atelier-deshaus/.
They can climb from the 7-meter flood wall elevation to the 11-meter height of the square at the top of the ferry resort on cycling
-Figure 65 Main Connection Ramp-
-Figure 66 Bike and Pedestrian Roads-
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CHAPTER 4
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DESIGN PROCESS
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Section 1: Manifesto Integration of a waterfront with its neighborhood Nowadays, Kadikoy is the one of the most popular district in Istanbul with its potentiality to bring people together. Inner parts of Kadikoy and Moda host thousands of retail shops, cafes and bars. People from all over the Istanbul coming to spend time at the streets of Kadikoy. At this point, It is very important factor that Kadikoy has many pedestrian friendly streets in the center of the district. But this popularity also brings some problems with it. Center of the Kadikoy is suffering from being over-crowded. Also the sea shore already hosting many people coming from main public transportations. From one side coast line starting from Kadikoy Ferry Ports and on the other side , it is close to main Metrobus and Marmaray stations. Nevertheless, relation between the sea shore and center of the district was always an issue for Kadikoy
today. At this point re-design of the waterfront area with respect to connection through the inner parts of the district would be a solution for the future of Kadikoy. According to Lynch (1982) “To heighten the imageability of the urban environment is to facilitate its visual identification and structuring. The elements isolated above—the paths, edges, landmarks, nodes, and regions— are the building blocks in the process of making firm, differentiated structures at the urban scale.“ (p.95) The intervention shaped with respect to these principles to use all possible interactions with the region.
-Figure 67 Sections of the District-
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27 Kevin Lynch, (1960) the Image of the City, China Architecture & Building Press, Beijing.
-Figure 68 Mapping of Possible Intervention Points-
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-Figure 69 Possible
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Intervention Points-
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Section 2: Design Methodologies Existing Situation and possible interventions Structure shaped around 3 main intervention points. The two sarting points are connecting the neighboorhood with the waterfront with integrated solutions to level difference. First point is coming through east side of Kadıköy which contains all the main transportations such as metro, train, main bus stop and ferry stations to pass European part of Istanbul. Secon point is the ending point of the continious pedestrian and bike road coming from Kartal to Kadıköy.
-Figure 70 Moda Park-
-Figure 71 Main Moda Street coming from Mehmet Ayvalitas Square-
-Figure 72 Axonometric view that showing Main Connections and public-private relations-
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Existing Situation and possible interventions
-Figure 73 Photo from Ferit Tek Street -
-Figure 74 Photo from the connection point of waterfront and Moda street-
-Figure 75 Photo from the private restaurant(Kayikhane)-
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Section 3: Design Approach and Principles SHIFT People from all over the Istanbul coming to spend time at the streets of inner parts of Moda and waterfront. It is very important factor that Kadikoy has many pedestrian friendly streets in the center of the district but connection of the streets with the waterfront is main starting point of the project. According to analysis made to find main reason for this problem we came to point that topographical discontinuity is one of the main factor. The project came up to and idea of using this intersection points to provide new facilities and connections for the area. At this point, the project developed with serial of sections to has better understanding.
-Figure 76 First idea of Shifting Levels-
6`
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-Figure 77 Sectional Intervention-
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SECTION 1-1`
SECTION 2-2`
SECTION 3-3`
SECTION 4-4`
SECTION 5-5`
SECTION 6-6`
-Figure 78 Sections-
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Section 4: Masterplan
Main axis surrounding the project are; - Axis coming from Main Kadikoy Pier area - Axis of Moda Street which hasmain attraction points of the area and connected with inner city - Axis coming from Mehmet Ayvalitas Square which is connected to the only public transportation
way going through Moda center. - Fourth axis is the continuation of the coastline of inner parts of Anatolian side. Three main intersection points and some conjuctions point nearby them formed the new designed structure.
-Figure 80 Axono
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-Figure 79 Masterplan Formation Diagram-
ometric Schema-
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-Figure 81 M
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Masterplan-
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-Figure 82 Func
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ctions Diagram-
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Section 5: Architectural Design and Intervention Points Intervention Point 1 First intervention point is located at the west coast of Moda seashore. It is main axis that coming from Kadikoy Pier Port and Rihtim Square. First starting point of the Anatolian coastline for Marmara Sea. At this point, our intervention is creating a new terrace systems with some closed service spaces to improve the connection between street level and while doing that creating a new parking lot for the cars under the platform at the bacside of Moda Sea Club to also keep that need for the private property. Finally a ramp system providing continuity without any intterruption to pedestrians and bicycles. Current status of the area is occupied by a private parking lot of the Moda Sea Club. Because of this private usagecontinuity of the pedestrian and
-Figure 83 Axonometric view from Point 1-
-Figure 84 Existing and Proposed Sections for Point 1-
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Intervention Point 1 bike roads are interrupted and in current status the waterfront just connected with a stair to upper street level for people who wants to continue. New design providing a system of vertical connections; ramp, stair systems and an eleva-
tor. But these connectors are also creating other facilities. Closed spaces for service areas under the series of terraces and an amazing view point to historical part of the Istanbul at the opposite side.
-Figure 85 Picture of the current status at Point 1-
-Figure 86 Proposed Scenario for Point 1-
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Intervention Point 2 The second intervention point is located at the back side of Moda Sea Club where the existing road gointg to private praking lot in the curren situation. Intervention at this point aims to create a new space for car parking with using the platform as a cover to transform existing car parking area at point 1 to a new public space. While designing the platform the shape of the hill and location of the main trees were main design criterias. The platform is working as an extension of existing narrow pedestrian way and creating new view and attraction point for the people.
-Figure 87 Axonometric view from Point 2-
-Figure 88 Existing and Proposed sections for Point 2-
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Intervention Point 2 The existing road passing at the back side of the Moda Sea Club is transformed to a new parking area itself with excavating the park between this road and the main road at the upper level. 11 meters width space gained with this solu-
tion and proposed as a going and coming back roads and parking space for cars. By this way, old parking lot transformed as a public space and starting point of the new waterfront system.
-Figure 89 Picture of the current status at Point 2-
-Figure 90 Proposed Scenario for Point 2-
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Intervention Point 3 The third point is mainly a new public terrace and view point for the area. It is placed at the roof of Moda Sea Club which is used as transaction point between the first part of the project at west and the east part. The public terrace facing towards to prince island at Blacksea. This area also providing a vertical connection between the platform and Moda Sea Club- Kayikhane Restaurants that located under the platform.
-Figure 91 Axonometric view from Point 3-
-Figure 92 Existing and Proposed sections for terrace systems-
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Intervention Point 3 The new terrace is also a viewpoint for the Old Moda Pier and silhoutte of inner part of the Anatolian side and also the Prince Islands which are located opposite side of the platform. It can create a new attraction point to gather
people to the waterfront. On the other hand, this intervention aims to increase attraction to Old Moda Pier which is abandoned now.
-Figure 93 Picture of the current status at Point 3-
-Figure 94 Proposed Scenario for Point 3-
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Intervention Point 4 Nowadays the Kayikhane Restaurant and Bar is one of the popular place to hangout in this region. It has a kind of balcony towards to sea. The aim of the intervention is using this attraction and make it a part of the new system. Vertical connection with the stair and an elevator are providing a direct connection between them. This area is also connected to main Moda street coming from the center and ending with the historical Moda Port. In this situation, a new public space at the connection point of these three axis will improve the quality of the waterfront.
-Figure 95 Axonometric view from Point 4-
-Figure 96 Existing and Proposed sections for Point 4-
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Intervention Point 4 New platform is working as a part of the system. It serves new seating areas connected the structures of the system and platform itself providing a cover for the area. The height of the platform is decided properly to not blocking
the view from the street level for the neighborhood.
-Figure 97 Picture of the current status at Point 4-
-Figure 98 Proposed Scenario for Point 4-
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Intervention Point 5 Point 5 is the starting point of the bike road upwards of the platform. Platform is splitted in two parts. One part is connecting the platform with the main axis coming from Mehmet Ayvalitas square (Point 6) and other part is connecting the platform directly with the street level to connect the platform with the continues bike path and as a starting point for the pedestrians coming from this direction. There is also an elevator and a stair as a shortcut. The ramp system shaped according to the topography and the enviroment around the system such as trees and surrounding buildings.
-Figure 99 Axonometric view from Point 5-
-Figure 100 Existing and Proposed sections for Point 5-
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Intervention Point 5 As it is visible from photos of the existing situation (Figure 101, Figure 102) current situation of this joint point of main moda street and the Moda Park is too narrow and occupied by unused but closed spaces. The interven-
tion aims to enlarge this area and creating a new big public space which has also direct vertical connection to the new platforms.
-Figure 101 Picture of the current status at Point 5-
-Figure 102 Picture of the current status at Point 5-
-Figure 103 Proposed Scenario for Point 5-
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Intervention Point 6 The sixth and last intervention point is located to a juction point of the Moda Park and at the upper level Sair Nefi Street coming from Mehmet Ayvalitas Public Square. This square is linking the waterfront with the tram stop as a main public transportation for the region. The project is using this level difference and creating new levels for different terrace systems and decks. Also under the terraces this infrastructure is provinding new spaces to serve waterfront. Main elevator is also providing a direct access from te park to street level.
-Figure 104 Axonometric view from Point 6-
-Figure 105 Existing and Proposed section for Point 6-
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Intervention Point 6 Moda Park is a very popular for its location but conditions of the park are not well-designed and it is not possible to reach directly from the street level. Needs for the service spaces is also one of the main problem for the area.
The design mainly implemented to solve this connection problem while also providing new spaces for the needs of the area. Terrace systems with covered areas underneath are offering around 50 squaremeters new service spaces.
-Figure 106 Picture of the current status at Point 6-
-Figure 108 Proposed Scenario for Point 6-
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Physical Model
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Physical Model
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CONCLUSION The design thinking about the new waterfront of Moda integrated with the neighborhood to aim to drive forward the importance of the coastline areas in a city like Istanbul came up a point to creating series of well-connected ‘shifted’ systems which are solving the significant problems and providing new facilities for the areas that the interventions take place. Around 3 main axis these 6 intervention points developed to create new attraction points at the waterfront to enhance the life of the society. Stairsystem like the intervention at point 1 used as a not a connector but also a public space and view point which people can interact. The new system adapts the existing public and private lands and it iscreating solutions at some points such as it is becoming a cover for the existing terrace of Kayikhane Bar and Restaurant or creating a new space for the parking lots for Moda Sea Club. On the other hand. making this new system a part of the continues bicycle path (around 6 kms) coming through inner parts of the anatolian region and ending at Kadikoy port will increase the attraction and potentialities of the areas shaping around the new waterfront system. To sum up the SHIFT appears as an adaptive, flexible and resilient design to cater the necessity of the city and society while coming up with a solution of the specific points.
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BIBLIOGRAPHY 1 The Architectural Review (2014). Architecture & Water documetary. Youtube Documenties 2 en.oxforddictionaries.com 3 “Topography of Istanbul.” Turcom.net. Accessed June 01, 2019. 4 Breen, A., & Rigby, D. (1996). The New Waterfront: A Worldwide Urban Success Story (1st ed.). McGraw-Hill Professional. 5 Tang Jian (2007), Landscape Architecture of Waterfront, Liaoning Technology Publish Com pany, Shenyang, 6 T.C. Kadıköy. “Tarihçe.” T.C. Kadıköy Kaymakamlıgı. Accessed June 02, 2019. http://www.kadikoy.gov.tr/tarihce7 7 Ehrlich, Blake. “Istanbul.” Encyclopædia Britannica. June 19, 2019. Accessed July 13, 2019. https://www.britannica.com/place/Istanbul. 8 “Istanbul.” Wikipedia. June/July, 2019. Accessed March/April, 2019. https://en.wikipedia.org/wiki/Istanbul 9 “Topography of Istanbul.” Turcom.net. Accessed June 01, 2019. http://turcom.net/topography-of-istanbul/. 10 Yücesoy, Eda Ünlü. “Contested Public Spaces vs. Conquered Public Spaces. Gentrification and Its Reflections on Urban Public Space in Istanbul.” Public Istanbul. 11 T.C. Kadıköy. “Tarihçe.” T.C. Kadıköy Kaymakamlıgı. Accessed June 02, 2019. http://www.kadikoy.gov.tr/tarihce 12 Erol, O. (1989). “Türkiye’de Kıyıların Dogal Niteligi, Kıyı ve Kıyı Varlıklarının Korunmasına Iliskin Kıyı Kanunu ve Uygulamaları Konu sunda Jeomorfolojik Yaklasım”, Istanbul Üniv. Deniz Bilimleri ve Cografya Enstitüsü Bülten, Sayı 6, s.15-46, Istanbul. 13 “Kadıköy.” Kadıköy - Chalcedon. Accessed April/May, 2019. http:// www.istanbulvisions.com/kadikoy.htm. 14 “Geçmiste Kadıköy.” Kadıköy Belediyesi. Accessed June 03, 2019. http://www.kadikoy.bel.tr/kadikoy/gecmiste-kadikoy. 15 Önce, G., Kendine Özgü Bir Semt Moda, Kadıköy Belediyesi Kültür ve Bilim Hizmetleri Dizisi:2, Istanbul, 1998. 16 Uykucu, K.E., Cumhuriyetin 50. Yılında Ilceleriyle Istanbul, Kahraman Yayınları, Istanbul, 1973 17 Uluca Tümer, Ege & Mıhçıoglu Bilgi, Elif. (2012). Westernization Effects on the Planning and Architectural Approaches in Historic Commercial Center of Kadikoy between Late 19th and Early 20th Centuries. 18 Döker, M.F. (2012). “Istanbul Ili Marmara Denizi Kıyı Çizgisinde Meydana Gelen Zamansal Degisimin Belirlenmesi”, International Journal of Human Scienses, Cilt 9, Sayı 2, s.1250-1369, Istanbul 19 Aksoylu, Sevin. (2017). TRANSFORMATION OF THE URBAN PAT TERNS OF I . STANBUL UNDER THE EFFECTS OF THE MODERNI ZATION DURING THE OTTOMAN PERIOD. International Journal of Heritage Architecture. 1. 297-306. 10.2495/HA-V1-N3-297-306.
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BIBLIOGRAPHY 20 Özbaran, E.N., 1900’den Bugüne Moda Semti ve Toplumsal Yapının Degisimi, YayınlanmamısBitirme Ödevi, M.S.Ü Fen-Edebiyat Fakültesi Sosyoloji Bölümü, Istanbul, 1994, sf. 8. 21 “Istanbul, Turkey.” Encyclopedia of Urban Studies. doi:10.4135/9781412971973.n151. 22 Yücesoy, Eda Ünlü. “Contested Public Spaces vs. Conquered Public Spaces. Gentrification and Its Reflections on Urban Public Space in Istanbul.” Public Istanbul. doi:10.14361/9783839408650-0 23 Cogley, Bridget, and Bridget Cogley. “BIG Unveils Park-covered Highway for Brooklyn’s Waterfront.” Dezeen. April 09, 2019. Accessed July 09, 2019. https://www.dezeen.com/2019/04/03/ bqp-big-news-bqe-brooklyn-highway-park/. 24 Walsh, Niall Patrick. “BIG Transformará Autopista De BrooklynCon Proyecto De Paisajismo Urbano.” Plataforma Arquitectura. April 10, 2019. Accessed July 09, 2019. https://www.plataformaarqute ctura.cl/cl/914837/big-transformara-autopista-de-brooklyn-con-pro yecto-de-paisajismo-urbano.. ernance on Torontos Waterfront.” Progress in Planning 110 (2016) 25 Chen, Collin. “Shanghai Minsheng Wharf Waterfront Landscape and Reconnection / Atelier Liu Yuyang Architects.” ArchDaily. January 20, 2019. Accessed June 10, 2019. https://www.archdaily com/909359/shanghai-minsheng-wharf-waterfront-landscape-and reconnection-atelier-liu-yuyang-architects. 26 Jones, Lucy, and Lucy Jones. “Renovation of 80,000-ton Silos on Minsheng Wharf by Atelier Deshaus: Dezeen Awards.” Dezeen. August 20, 2018. Accessed July 10, 2019. https://www.dezeen.com/ awards/2018/shortlists/renovation-of-80000-ton-silos-on-mins heng-wharf-atelier-deshaus/. 27 Kevin Lynch, (1960) the Image of the City, China Architecture & Building Press, Beijing. 28 Bruttomesso, R. (2001) “Complexity on the urban waterfront” in R. Marshall (eds.), Waterfronts in Post-industrial Cities, New York: Spon Press, 39-51 29 Millspaugh, M.L. (2001) “Waterfronts as catalysts for city renewal” in R. Marshall (eds.), Waterfronts in Post-industrial Cities, New York: Spon Press, 71-82
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LIST OF FIGURES CHAPTER 1 Figure 1 Figure 2 Figure 3 Figure 4 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10
- The photo of waterfront - The photo of filled land on the seashore at anato lian coast of Istanbul - Waterfront design example - Waterfront design example - Moda Old Port - Altiyol Square - Kurbagalidere - Moda Coastline - Moda Coastline
CHAPTER 2 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35
- Map of Marmara Region and Location of Istanbul - Map of Bosphorus - Topographical Map of Istanbul - Istanbul Axonometric view from Historic Center - Map of Important districts around Bosphorus - Kadikoy Axonemetric view from Kurbagalidere - View from Haydarpasa Train Station - Position of Moda Neighborhood in Istanbul - Fourth Ecumenical Council of Chalcedon - Ruins of Chalcedon Period - Greek-Orthodox metropolises - Image from Ottoman Period - Greek-Orthodox metropolises - Photo of Kurbagalidere 1930 - Old Painting of Photo of Moda Sea Club - Pervititich map from 1815 - Pervititich map from 1821 - Pervititich map from 1860 - Pervititich map from 1882 - Pervititich map from 1918 - Pervititich map from 1922 - Ferries to Europen side of the Istanbul - Nostalgic Tramway - Main public transportations and important points of Moda District - Metrobus
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LIST OF FIGURES Figure 37 - Map of the Inner Nostalgic Tramway Route and Transportation Options Figure 38 - Ferry / F1 Kadikoy-Karakoy Figure 39 - F2 Kadikoy-Bursa City, Kadikoy-Prince Islands, Kadikoy-Eminonu Figure 40 - Ferry / F3 Kadikoy-Besiktas Figure 41 - Ferry / F4 Kadikoy-Besiktas, Kadikoy-Kabatas Figure 42 - Metrobus / Sogutlucesme-Beylikduzu Figure 43 - Main and secondary car roads Figure 44 - Picture Surp Takavor Church from the past Figure 45 - Surp Takavor Church from nowadays Figure 46 - Sukru Saracoglu Stadium of Fenerbahce Football Club Figure 47 - Kalamis Marine Figure 48 - Rihtim Square Kadikoy Figure 49 - Ferry / F4 Kadikoy-Besiktas, Kadikoy-Kabatas Figure 50 - Kadikoy downtown Figure 51 - Pedestrian and Bike Road coming through Bostanci Figure 52 - Kurbagalidere Figure 53 - Moda Sea Club Figure 54 - Moda Coast line Figure 55 - Topography Map of Moda Figure 56 - Bike Path Map Figure 57 - Altiyol Square Figure 58 - Mehmet Ayvalitas Square Figure 59 - Green Areas Map
CHAPTER 3 Figure 60 - General Axonometric view of new Brooklyn Queens Park Figure 61 - New Scenario 1 by BIG Figure 62 - New Scenario 2 by BIG Figure 63 - New Scenario 3 by BIG Figure 64 - Photo of Shangai Minseng Waterfront after the project by Atelier Liu Yuhang Figure 65 - Main Connection Ramp Figure 66 -Bike and Pedestrian Roads
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LIST OF FIGURES CHAPTER 3 Figure 67 - Sections of the District Figure 68 - Mapping of Possible Intervention Points Figure 69 - Possible Intervention Points Figure 70 - Moda Park Figure 71 - Main Moda Street coming from Mehmet Ayvalitas Square Figure 72 - Axonometric view that showing Main Connetions and public-private relations Figure 73 - Photo from Ferit Tek Street Figure 74 - Photo from the connection point of waterfront and Moda street Figure 75 - Photo from the private restaurant (Kayikhane) Figure 76 - First idea of Shifting Levels Figure 77 - Section Points Map Figure 78 - Sections Figure 79 - Masterplan Formation Diagram Figure 80 - Axonometric Schema Figure 81 - Masterplan Figure 82 - Functions Diagram Figure 83 - Axonometric view Point 1 Figure 84 - Existing and Proposed Sections for Point 1 Figure 85 - Picture of the current status at Point 1 Figure 86 - Proposed Scenario for Point 1 Figure 87 - Axonometric view Point 2 Figure 88 - Existing and Proposed Sections for Point 1 Figure 89 - Picture of the current status at Point 2 Figure 90 - Proposed Scenario for Point 2 Figure 91 - Axonometric view Point 3 Figure 92 - Existing and Proposed section for terrace systems Figure 93 - Picture of the current status at Point 3 Figure 94 - Proposed Scenario for Point 3 Figure 95 - Axonometric view Point 4 Figure 96 - Existing and Proposed section for Point 4 Figure 97 - Picture of the current status at Point 4 Figure 98 - Proposed Scenario for Point 4
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LIST OF FIGURES Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure
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99 100 101 102 103 104 105 106 107 108
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Axonometric view Point 5 Existing and Proposed section for Point 5 Picture of the current status at Point 5 Picture of the current status at Point 5 Proposed Scenario for Point 5 Axonometric view Point 6 Existing and Proposed section for Point 6 Picture of the current status at Point 6 Picture of the current status at Point 6 Proposed Scenario for Point 6
LIST OF BOARDS Board 01 Board 02 Board Board Board Board Board Board Board Board Board Board Board Board Board Board Board Board Board
03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19
-Historical development of the urban context in Moda,Kadikoy -The Locational Informations and accesibility of Moda,Kadikoy -City Texture and Solid-Void Map -Main Public Transportation Map -Functional Status Map -Car Accesibiliy Map -Bicycle Path Map -Green Space Distribution Map -General overview of possible Intervention Points -General overview of possible Intervention Points -Masterplan scale : 1 / 1000 -Masterplan scale : 1 / 1000 -Diagram of the Project Program -Intervention Point 1 -Intervention Point 2 -Intervention Point 3 -Intervention Point 4 -Intervention Point 5 -Intervention Point 6
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