From Humanity to Urbanity : Istanbul

ISTANBUL h u m a n i t y

t o

u r b a n i t y

Architecture of proliferating urbanities m

must produce and sustain [momentum].

k.c. + h.o

As [urbanity] continues to intensify in complexity and at scales beyond the means of current infrastructures a city’s ability to function at the levels it previously sustained is greatly reduced. The byproducts of such rapid densification create incidents of urban congestion at all scales. Architecture can alleviate these [urban inertia]s by designing infrastructures that generate [momentum]. [Momentum] can be stimulated through sectional, planar and facade design. Elements of the new infrastructures can promote fluidity by restoring the void and providing spaces for BLANK to be relieved.

k.c. + h.o

ISTANBUL hum ani t y

to

ur bani ty

CHAPTER 1 - PROPOSAL

U R B A N CONGESTION

the factors

In early years the city was devised to handle the planning of the first metropolitan population of 5 million, as of today Istanbul is set over 15 million inhabitants as projections grow as the city continues to establishes itself as an important global city. With each new construction the population and city center grows and expands northward.

0

0

MI

2

FIGURE 1

current population of city

Istanbul

15, 850,000

17.8

7,770

12,700,000

12

New York

8,337,000

2.8

5,900

8,090,000

9

Berlin

3,502,000

4.2

2,580

4,300,000

0

FIGURE 2

city as percentage of central area density national population (people per mi 2)

concentrations of population over time:

1920 - 1940

1980 - 2000

1940 - 1960

2000 - 2010

1960 - 1980

current population percentage growth in the metropolitan 2010-2025 region (people per hour)

2 MI 5 KM

the factors FIGURE 3

Turkey’s economy has experienced many crises, spawning from the establishment of the Turkish Republic. The government took loans during the time of the Ottoman Empire which began the threats responsible for the economical growth and development of the country. Many inner wars, army recessions and world wars has strangled and put suffering on the country’s economy. Due to these factors Turkey’s capital has fluctuated heavily and they were forced to acquire more loans from the US and EU.

fund import liberalization

unplanned investments; global recession

ww reflections

21.6

resulting high inflations

16.4 9.4

9.5

GDP

4.5

Gross Domestic Product

1st Term

Debts from Ottoman Empire were paid until 1944.

58

M C

19

54

50 19

48 19

38 19

29 19

19

23

-3.0

19

U R B A N CONGESTION

2nd Term

Marshall grant was spent along with the money.

Loans from IMF were spent during this period.

first oil crisis

financial fluctuation

second oil crisis

post concussion

global recession (credit crunch)

7.8 0.3 -1.9

08 20

03 20

20

02

-9.5

01

-6.1

20

94 19

91 19

89 19

86

83 19

80

78 19

74 4th Term

Short term loans were requested from different foundations with government bonds.

-5.5

99

1.7

-1.1 Military Concussion

19

70

69 19

65 3rd Term

Payback period Golden years for the economy due to tourism for the loans. income and money brought by foreign Turkish workers coming back to Turkey.

asian-russian crisis

19

2.9

Military Concussion

19

60

Military Concussion

persian gulf war

financial meltdown

8.1 3.3

19

3.1

7.4

19

3.4

european financial crisis

13.5

10.2 5.4

19

mid crisis

19

95

8

5

unorganized use of foreign credits

5thTerm

An endless loop of loans and unsuccessful pay backs begin. Wages drop down successively and the economy gets worse and worse.

U R B A N CONGESTION

the location

The new real estate investments planned by the government are proposed on specific zones, expanding the city towards the Black sea from Marmara sea. This expansion will not only increase the density but also spawn more informal settlements around these clusters of development.

FIGURE 4

zones of settlements:

zones in process of development formal settlements informal settlements city border public transport

2 MI 5 KM

weekly congestion pattern:

FIGURE 5

Cong

the location

Istanbul

estio

ay

n%

M

150

Frid

M

sd ay

104

ur

OR

on

130

NI

da

y

NG

Th

70 s Tue

26

Wednesd ay

day

26 72

s Tue

57 %

day

Wednesd ay

72

sd ay

ur

Th

70 104

Berlin

on

M

150

28 %

ay

y

da

130 Frid

n%

estio

Cong

NG

EN I

EV

U R B A N CONGESTION

Best Week Day Worst Week Day Congestion % Congestion Worst Avg. Morning Peak

New York

Worst Avg. Evening Peak Delay per hour

Ranking Ranking of city compared to continent Congestion level on highways Congestion level on non-highways Delay per hour driven in period

1/58 61% 54% 64 mins

26 %

0 Min

Comparison Per Quarter 200 150

15

in %

45

100 50 0

30

Q2-2011

Q3-2011

Q4-2011

Q1-2012

Q2-2012

Q3-2012

Q4-2012

Q1-2013

Q2-2013

0 Min

80

15

45

in %

60 40 20 0 30

Q2-2011

Q3-2011

Q4-2011

Q1-2012

Q2-2012

Q3-2012

Q4-2012

Q1-2013

Q2-2013

Q2-2011

Q3-2011

Q4-2011

Q1-2012

Q2-2012

Q3-2012

Q4-2012

Q1-2013

Q2-2013

0 Min

80 60

15

in %

45

40 20

30

0

U R B A N CONGESTION

the issue

Istanbul’s public transportation systems are not efficient, the multitude of types do not make commuting faster, they only cause more congestion in the arteries of the urban fabric.

FIGURE 6

location of: airport future lines frequent nodes rare nodes

Istanbul original metropolitan plan was to designed to hold five million people, the mega city now is pushing close to fifteen million inhabitants.

daily use of: bicycle

715

teleferic

9,039

funicular

64,000

trains

144,801

ferry

241,604

subway

300,606

tramway

587,448

metrobus

715,000

taxi

1,100,000

bus

1,324,837

minibus

1,850,000

cars

3,182,534

2 MI 5 KM

U R B A N CONGESTION

the issue

Not only the bridge but the proposed canal will be providing an axis that crosses the water basins, by creating this access across istanbul the city will face a surge in international movement.

“Supporters of Istanbuls introduction of the third bridge argue that it is for transit traffic and trucks, and that it will take the load off of the second bridge. However, a 2006 scientific report by the Turkish Highways Authority states that the ratio of transit traffic crossing the two current bridges is 2.85%, not even 3%.�

FIGURE 7

location of:

airport new airport zone future bridge and highway present bridges and highways new planned settlement

2 MI 5 KM

U R B A N CONGESTION

the issue

Istanbul is sandwiched between the Black Sea and the Sea of Marmara in a 30 mile band. Istanbul first developed the lower one third of this band, the remaining two thirds were natural foliated zones.

With the opening of the first Bosphorus bridge in 73, the business center of the city took a leap northward, and in 88, the second bridge dragged the focal life of the city along with it, more north.

Now, the two bridges and their highways, have shrunk these green zones.

FIGURE 8

location of urban center prior to bridge

2 MI 5 KM

and road systems.

25 MI

For the remaining one third it is not the introduction of the third bridge that matters, but the highway connected to the bridge. This axis will bring in exponentially more traffic, development, business, and industrial pollution. This includes the development of the new canal project as well as the third airport in the northern band of the city. Istanbul will face an ecological catastrophe as the remaining green will disappear as it is engulfed by these new megastructures.

populated zones:

1920 1990 2015

FIGURE 9

concentration of urban life at end of

2 MI 5 KM

FIGURE 10

expected projection of urban city

the first, Bogazici Kpr., and second, Fatih Sultan

center and concentration after the construction

Mehmet Kpr., bridge construction.

of the third bridge.

2 MI 5 KM

I S TA N B U L BUSINESS DISTRICTS

traffic study

6

5 7 8

4 3 2

1

9

1 2 3 4 5 6 7 8 9

Aksaray Eminonu Karakoy Istiklal Street

Car

Osmanbey Mecidiyekoy Besiktas Uskudar Kadikoy

3

1 Public Transportation

2

4

“The characteristics which make Istanbul distinctive among the world cities are; it’s rich heritage of two Empires, a city bridging two continents, nodal point of international transportation, center of international connections, center of historical, cultural and commercial activities, primary center of industry and economic core with an urban population of 10 million.”

The CBD study aims to prove the congestion between the specific nodes.

vs FIGURE 11

5

1

Aksaray

2

Eminonu

40 mins

vs

30 mins

2

Eminonu

3

Karakoy

30 mins

vs

20 mins

3

Karakoy

4

Istiklal Street

25 mins

vs

40 mins

4

Istiklal Street

5

Osmanbey

30 mins

vs

50 mins

5

Osmanbey

6

Mecidiyekoy

40 mins

vs

60 mins

6

Mecidiyekoy

7

Besiktas

30 mins

vs

20 mins

7

Besiktas

8

Uskudar

vs

8

25 mins

50 mins

Uskudar

9

Kadikoy

40 mins

vs

50 mins

6

7

8

9

3 S I T E S I S TA N B U L

zones of interest

Garipce District of Sariyer

Poyrazkoy District of Beykoz

Levent

2000 ft

District of Besiktas

500 m

Yenikapi District of Fatih

FIGURE 12

istnabul’s districts of interest:

FIGURE 13

garipce + poyrazkoy:

The north outskirts of Istanbul is inhabited by fisherman villages and a few gated

District Border

communities, currently the

Site Zone

rest are natural foliated zones.

2000 ft

1000 ft

500 m

200 m

FIGURE 14

levent:

FIGURE 15

yenikapi:

Buyukdere Cd splits Levent in half,

Rail Lines

this major roadway discets program

Marmaray Rail Tube Transition

as well, seperating the multi-use

Yenikapi Station

commercial industry from the residential.

3 S I T E S I S TA N B U L

FIGURE 16

movement of districts

immegration density within city movements:

0 - 100 Density > 100 Density 0 - 100 Density within Interest Zones > 100 Density within Interest Zones Maximum Movement within Interest Zones Maximum Movement outside Interest Zones Areas outside Interest Zones Interest Zones

Sariyer

Beykoz

Eminonu

YENIKAPI F A T I H

FIGURE 17

AD 400 byzantine empire:

site morphology

FIGURE 18

AD 1000 byzantine empire:

Zone of Interest

Zone of Interest

Modern Shoreline

Modern Shoreline

Theodosius Port

Theodosius Port

AD 400 Shoreline

AD 1000 Shoreline

Main Roads

Barrier Wall

FIGURE 19

AD 1500 byzantine empire:

FIGURE 9

AD 1800 ottoman empire:

Zone of Interest

Zone of Interest

Modern Shoreline

Modern Shoreline

Food Plantation

Orchard

AD 1500 Shoreline

AD 1800 Shoreline

Barrier Wall

Main Roads

YENIKAPI F A T I H FIGURE 20

urban voids:

comparing conditions FIGURE 21

Zone of Interest Voids Main Arteries

2012 Republic of Turkey:

YENIKAPI F A T I H FIGURE 22

marmaray

tunnel diagrams: 100 cm

60 cm

100 cm

80 cm

860 cm

90 cm

15.30 m

18,00 tons of submerged tube

Total length 76.3 kilometers

1,200,000 passengers a day

1

42 Stations between

Cost 3.3 billion

Gebize- Halkali

2

3

11 segments, each 135 m long

4

5

6

7

8

9

10

11

Aksaray - Havaalani Mevcut Metro

Eminono - Zeytinburnu Mevcut Tramvay Aksaray - Yenikapi Insaa Halindeki Haffif Metro

Taksim - Yenikapi

Marmaray

Insaa Halindeki Metro

Insaa Halindeki Tup Rayli Gecis

Yenikapi - Bakirkoy Uygulama Projesi Devam Eden Metro

Banliyo Hatti

FIGURE 23

yenikapi transit stations: Zone of Interest Marmaray Metro

Tramway

YENIKAPI F A T I H

consolidate + restore

Yenikapi Proposal Restore

Disordered Clusters Buildings and Roads Minimize infrastructure and reshape the coastline

Disordered Clusters

History Restoring the void

FIGURE 24:

FIGURE 25:

of program; minimize the infrastructure andmain Roads onlyBuildings keeping the aerteries that will Minimize infrastructure and reshape the coastline consequently reshape the coastline.

that can be removed and programs thatHistory can be consolidated. Restoring Conserve the void the past by excavating and reveiling the ruins.

Buildings and Roads Identify the disorganized clusters Clusters MinimizeDisordered infrastructure and reshape the coastline

Disordered Clusters

History Identify buildings Restoring the void

History shapeRestoring the coastline the void

Green Regrouping Relocate and compact

History Restoring the void

Green Regrouping Relocate and compact

Green Green Regrouping Regrouping Restrore thecompact void throughand regrouping Relocate and Relocate compact

FIGURE 26:

and relocating buildings and inserting green space along the coast and integrate it within the new building sites and transportation hub.

L E V E N T B E S I K TA S

FIGURE 27

1947

1947:

1947

site morphology

FIGURE 28

1990

1990

1990:

FIGURE 29

2013:

2013

2013

L E V E N T B E S I K TA S

site analysis

Programmed Land 35% Residential 25% Mix-Use

Levent has changed and developped many layers since the 60’s with the first housing project.

Today, there is multiple uses of building along a main arterary, which is the commercial street. The buildings closest to the streets are mostly service and commercial buildings, the second strip is occupied by the residential private or commun houses.

20% Commercial

10% Vacant 10% Service

Exposure To The Main Street 35% Commercial 25% Mix-Use 20% Vacant

FIGURE 30

10% Service

program:

10% Residential

Mix-Use/Residential

Max

Comercial Residential

Exposure

Access To Public Transportation

Vacant

35% Commercial

Industrial/Service Sectors

25% Mix-Use

Municpal

20% Service

Religious

Min

Institutional

Exposure 10% Vacant

10% Residential

25% Mix-Use 25% Mix-Use 20% Commercial 20% Commercial Programmed Land

Programmed Programmed Land Land

35% Residential 35% Residential 25% Mix-Use 25% Mix-Use Programmed Land

10% Vacant 20% Commercial 20% Commercial 10% Vacant 10% Service 10% Service Programmed Land

10% Vacant 10% Vacant

35% Residential

Density Density

25% Mix-Use 20% Commercial 35% Residential 25% Mix-Use

Density

Density Density

20% Vacant Commercial 10% Density

10% 35% Service Residential 25% Mix-Use

osure To The Main Street10% Service 10% Service 10% Vacant osure To The Main Street 20% Commercial 35% Commercial Exposure To The Main Street 35% Commercial 10% 35% Service Commercial 25% Mix-Use 25% Mix-Use

Density

25% Mix-Use

Exposure Exposure To TheTo Main TheStreet Main Street 20%Vacant Vacant 20% 35% Vacant Commercial 35% Commercial Exposure To The Main 10% Street 20% Vacant 25% Mix-Use 25% Mix-Use

35% Commercial 10% Service 25% Mix-Use

Green Green

Green

20% Vacant 20% Vacant

20% Service Vacant 10% Exposure To The Main Street 10% Service 35% Residential Commercial

10% 10% Service

10% Residential 10% Residential 10% Service 10% Service

Green

Green

Green

25% Mix-Use

10% Service 20% Vacant Access To Public Transportation 10% Residential 35% Commercial

Green

10% Residential 10% Residential

25% Mix-Use

10% ess To Public Transportation 20% Service Service ess To Public Transportation Access To Public Transportation 35% Commercial 35% Residential Commercial 10% Commercial AccessAccess To Public To35% Public Transportation Transportation

35% Commercial 35% Commercial 25% Mix-Use 25% Mix-Use 25% Mix-Use 25% Mix-Use

25% Mix-Use 20% Vacant Service 10%

Access To Public Transportation 20% Service 20% Service 10% 35% Residential Commercial

20% Service 20% Service

25% Mix-Use 10% Vacant 20% Service 10% Residential

10% Vacant 10% Vacant 10% Vacant 10% Vacant 10% Residential 10% Residential 10% Residential 10% Residential

Height

10% Vacant 10% Residential

Height

Height Height

Height

Height

Height

ISTIKLAL CD BEYOGLU In the 50’s Isktiklal avenue was a residential area, with mostly non muslims, the avenue consited of two vehicle lanes, a tram line located in the center and very informal sidewalks for pedestrains.

1950

FIGURE 31

1947:

ISTIKLAL CD BEYOGLU

1995

In the begining of 90’s, with the original residents leaving the area, the avenue became a more commercial and entertainment district, though it did manage to maintain some residential units. In this transformation the vehicle lanes were removed and trees were introduced as a barrier between the tram and the pedestrain zone, which in result gained more ground.

FIGURE 32

1947:

ISTIKLAL CD BEYOGLU

2013

Today Istiklal Avenue is dominated by commercial businesses, the tree barriers were removed for space and visibility purposes so that the shops at the street level are not obstructed. The tram runs less frequently and is a staple to the avenues historical past.

FIGURE 33

1947:

ISTIKLAL CD BEYOGLU

FIGURE 34

program

Istiklal Avenue is a landmark strip in the aspect that it still maintains its multi cultural quality, with mutliple foreign schools and consulate buildings, while being the hot stop for entertainment, commerce and political events.

program diagram:

civil/state area

educational complex

consulate buildings

higher learning facilities

religious facilities

dormitories

religious building

underground station

park

finance/bank/insurance

tourism/service/trade sectors

cultural area

residential/office mix use

fair/bazaar

ISTIKLAL CD BEYOGLU

accessibility

ISTIKLAL CD BEYOGLU

1950

FIGURE 35

Istiklal Cd is one of the densest and liveliest streets in Istanbul, over 400,000 people pass through daily: Subway

Car

Dead-Ends Direction of Car Traffic Tram Line

Nostalgic Tramway

People

DImensions

41’ 34’ 15’ 12’ 3’ 33’

42’ 48’

78’ 13’ 4’

85’

7’

61’ 46’ 26’

33’

15’

FIGURE 1

FIGURE 1

Cars that pass through intersection

4/10 mins

0/10 mins

People that pass through zone

60/10 mins

120/10 mins

FIGURE 1

12/10 mins

200/10 mins

FIGURE 1

6/10 mins

600/10 mins

ISTIKLAL CD BEYOGLU

cultural diversity

The street life on Istiklal Avenue is directly related to the buildings that border the pedestrain road. The design of the buildings facades and storefronts activate the interactions and social conditions.

FIGURE 36

FIGURE 37

FIGURE 38

2pm-12am

2pm-12am

11am-8pm

Vacant Building Fronts

Vacant, grafittied Building Fronts

Narrow Building

FIGURE 42

FIGURE 43

FIGURE 44

12pm-10pm

11am-11pm

9am-6pm

Open-exposed to street

Welcoming-open to street

On Street corne

entry

ers

FIGURE 39

FIGURE 40

FIGURE 41

4pm-1am

11am-8pm

10am-9pm

Vacant Building Fronts, front of construction sites

Narrow, hidden corridor streets, with deadends

Travelling, along the street

FIGURE 45

FIGURE 46

FIGURE 47

9am-8pm

4pm-3am

9am-7pm

In the main Istiklal Avenue, on street

On main street, un active building fronts

Building entries, open to street

U R B A N CONGESTION

FIGURE 49

density study

Weekday Congestion on Istiklal Avenue:

Istiklal Avenue is consited of many dead-end narrow streets and passage streets which are habited by small shops,bazaars and coffee shops.

220

FIGURE 48 FIGURE 50

Pedestrain Traffic within specified zone: Ages 18-25 Ages 25-35 Ages 35-50 Foreign Turkish

60 people 50 people 30 people 80 people 140 people

Total Number of People

220 people

Section of Istiklal Ave, buildings activating street activity:

U R B A N CONGESTION

FIGURE 53

density study

Evening Congestion on Istiklal Avenue:

During weekend nights are one of the most active times of Istiklal Avenue, specifically the larger open area in front of Galatasaray High School in the center, with it closeness to entertainment,such as bars, restaurants.

FIGURE 51

Pedestrain Traffic within specified zone: Ages 18-25 Ages 25-35 Ages 35-50 Foreign Turkish

200 people 120 people 60 people 80 people 400 people

Total Number of People

500 people

Section of Istiklal Ave, buildings activating street activity:

FIGURE 52

U R B A N CONGESTION

FIGURE 55

density study

During the occupy gezi events, majority of public was gathered in the begining point of Istiklal Avenue, in Taksim Square, the numbers reached up to 500 thousand people.

Section of Istiklal Ave, buildings activating street activity:

FIGURE 54

Pedestrain Traffic within specified zone: Ages 18-25 Ages 25-35 Ages 35-50 Foreign Turkish

340,000 people 150,000 people 50,000 people 500 people 499500 people

Total Number of People

500,000 people

FIGURE 60

Congestion during Strikes/Public Walks on Istiklal Avenue:

U R B A N CONGESTION

the proposal

U R B A N CONGESTION

the proposal

U R B A N CONGESTION

the proposal

only bus

Streets Are Public Spaces

Great Streets Are Great For Businesses

Design Intersections To Be As Compact As Possible

Analyse Intersections as Part of a Network, Not in Isolation

Streets Can Be Changed

Integrate Time And Space

Streets Should Be Designed For Safety

Streets Are Shared Spaces

Streets Are Ecosystems

Utilize Excess Spaces As Public Space

Streets Have Potential for Extended Building Program

Design For The Future