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RECONFIGURING

PUBLIC SPACE

I S T A N B U L YASEMIN SILAHTAROGLU

2013-2014 Undergraduate Thesis Carnegie Mellon School of Architecture

RECONFIGURING PUBLIC SPACE IN ISTANBUL

PRINCIPAL, OVER,UNDER ASSISTANT TEACHING PROFESSOR OF ARCHITECTURE AT CARNEGIE MELLON UNIVERSITY

JONATHAN KLINE

PRINCIPAL, STUDIO FOR SPATIAL PRACTICE ADJUNCT ASSISTANT PROFESSOR OF ARCHITECTURE AT CARNEGIE MELLON UNIVERSITY

MATTHEW PLECITY

DESIGNER, GENSLER ADJUNCT ASSISTANT PROFESSOR OF ARCHITECTURE AT CARNEGIE MELLON UNIVERSITY

NAIARA VEGARA

Y S

DIRECTOR, FM DESIGN LAAB LONDON DIRECTOR, AA SEMESTER PROGRAMME DIRECTOR, AA VISITING SCHOOL PENANG

2013-2014 Undergraduate Thesis Carnegie Mellon School of Architecture

RECONFIGURING PUBLIC SPACE IN ISTANBUL

RAMI EL SAMAHY

OLD& NEW INFRASTRUCTURES ISTANBUL URBAN MAPPING ANALYSIS SITE OVERVIEW HISTORY OF SITE USERS PROJECT AIM PUBLIC SPACE IN ISTANBUL BUYUKDERE ANALYSIS PRECEDENTS

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ISTANBUL OVERVIEW

018

IDENTIFYING PROBLEMS

016

ECONOMY, EQUITY, ENVIRONMENT

RECONFIGURING PUBLIC SPACE IN ISTANBUL

WHY PUBLIC SPACE?

THESIS QUESTION

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FOREWORD

I N T R O D U C T I O N

C O N T E N T S

SITE ||| SITE || SITE |

122 126 130

CONCEPT

138

AERIAL

140

AXONOMETRIC

142

DIAGRAMS

148

PLANS SECTION

150 152

CATALOG

154

RENDERS

160

Y G E T A R T S

INTERVENTION MATRIX

L PROCESS

FORMAL STRATEGIES

SECTION ANALYSIS

110 114 115 118

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SITE SELECTION

108

NEW TYPOLOGY

DESIGN SCENARIOS

096 104

STRATEGY DIAGRAMS

FOREWORD THESIS QUESTION

RECONFIGURING PUBLIC SPACE IN ISTANBUL

WHY PUBLIC SPACE?

006 010 012

ECONOMY, EQUITY, ENVIRONMENT

016

IDENTIFYING PROBLEMS

018

ISTANBUL OVERVIEW OLD& NEW INFRASTRUCTURES

022 026

RECONFIGURING PUBLIC SPACE IN ISTANBUL

INTRODUCTION

FOREWORD

RECONFIGURING PUBLIC SPACE IN ISTANBUL

Istanbul has been going through major changes in the recent years. Throughout history, Istanbul’s strategical and geopolitical condition has led the city to be occupied by various different empires creating a melting pot of cultures. The rich historical culture and the exotic natural beauty of the city has always attracted many visitors around the world. The city went under 900 percent growth in the last 50 years and 27 percent growth in the last decade. Today, with the growing economy the city has become one of biggest metropolises around the world. It stretches over 5,100 square kilometers from which 95 percent is urbanized land. This rapid growing city is becoming a global hub that over 300,000 people settle in a year. However, the city is lacking the management of the transformation from local to global and private sector is filling the absence paying no concern to the public realm. Through this globalization process the middle class moved out to the suburbs thus the city grew exponentially outwards. The urban sprawl was rebuked by the government by public policies reclaiming the city. In the last 10 years major infrastructural transportation projects were generated, like the subway systems, the Marmarail project and the bus rapid transit system project that links major districts as well as continents of Europe to Asia. The aim of the government is to create a modern identity for Istanbul, a global city worthy of the European U.nion In this effort, the city has been going through major transformation turning vast industrial zones, empty zones and old residential zones to areas of commerce, leisure and consumption. Through this transformation Istanbul is struggling to keep its cultural identity which made the city attractive to foreigners in the first place. Public amenities are also suffering as everything is being turned into private sector from kindergartens to universities to health services. Residential spaces show this change as new complexes built for upper class are being erected; expensive and inaccessible to the outside population. Hence the rift gets deeper between the middle class and immigrants with the upper class globalizers without any connections. Thus public space becomes the perfect medium to find a middle ground. However public space in Istanbul that once identified the city has been vanishing. With non- existing urban public policies Istanbul’s transformation is led by private sector which are erecting large scale mixed use projects in either empty lots or industrial lots to generate more money and commerce. Today, public space in Istanbul is leftover space or space dedicated to vehicular transit. In fact even the leftover spaces are under the threat of new developments of more commerce and consumption. The recent Gezi Park protests are the perfect examples of how even the last few public spaces are being reclaimed. Public space is not just the answer for the sociological rifts but also to the ecological degeneration of the greenery and the natural landscape of the city. Another problem in the transformation of the city is the nature of the infrastructure projects. Cities all around the world are changing dynamicly, our interventions should be flexible and adaptable to allow for the growth and densification of the city and to create new nodes of concentration. The design should reflect the futuristic possibilities rather than using the conventional methods. The mono-functional infrastructure that the city has now, is deteriorating the public realm as it only addresses the vehicular transit The infrastructure could address the pedestrian movement, the vehicular transit and also create sustainable ecologies for the city. “The infrastructure now provides the minimum: but today infrastructures can provide complex effects”

Korhan Gumus and Elsa Mekki-Berrada defines private and public space traditionally as private space in Istanbul is open for all and public space is an extension of the interior. Previously regarding Istanbul locally, there was not a great need for public space in Istanbul like the large parks of that in the United States. The streets always served the need for public space like the Istiklal Avenue, the largest pedestrian avenue in Istanbul. However with the globalization of the city, the street have become dedicated to the vehicular transport and the pedestrians are being forced out of the streets. Now we do need much more public space to bridge the gap between classes, to generate more greenery for the inhabitants of the city and to connect the new developments to the city. The struggle for the cultural identity can only be solved by creating more public spaces that creates unavoidable interaction.

I believe that the public space in Istanbul should be reconfigured with new, complex infrastructure projects that integrate the landscape as well to create a continuous matrix of public realm that the new developments can attach to. The benefits of this kind of an infrastructure project would be generating more greenery, bring people together by enhancing public realm, connect the new developments to the historic city and create sustainable ecologies for the city. The integration of the infrastructure to landscape will adress the connectivity issue that the site is suffering from right now. “Lanscapes open up the possibilities of program” that will generate more public activity in the site. The issue of the public space is a very current and controversial issue in Istanbul. There has been a lot of protests regarding the Gezi Park that the government decided to demolish. Now people want to take a stand and claim their public space. Recently the Istanbul Municipality has announced a site for Istanbul’s Central Park project; a huge park project near Bakirkoy. I hope that my thesis can become a prototype for reconfiguring public spaces in Istanbul without trying to recreate Central Park but to offer the city alternative solutions that deliver the same results as the Central Park.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

As the private sector does not pay attention to the large urban scheme when erecting these large scale developments, the result becomes a disintegrated urban fabric without any connections and public space. For example, in the LeventZincirlikuyu zone on Buyukdere Avenue, my project site, which is mostly a business, commercial district. In the last 10 years 14 buildings were erected and 11 are under construction. These buildings are side by side developments that are all similar in typology and function; shopping mall, residence, office and hotel. Kanyon, Zorlu Center, Sapphire, Ciftci Towers, Metrocity, Ozdilek Plaza, Kristal Tower are some of the examples of the similar programmed buildings in this area. Their scale is drastically different than the residential zone surrounding the site both in Celiktepe and in Levent. These developments do not have any connection to each other besides, sidewalks and highways creating a disintegrated fabric and public realm. The buildings are all self sustaining systems, enclosed to the public realm. Jan Gehl calls these developments “controlled public space” You have to go through security to go in to the space and there are social implications of the spaces.

THESIS QUESTION

RECONFIGURING PUBLIC SPACE IN ISTANBUL

How can ARCHITECTURE alleviate the results of the URBAN LANDSCAPES composed of HIGHWAY AND SUPERBLOCK DEVELOPMENT found in the GROWING METROPOLIS and transform them into PUBLIC SPACE? Historically, architects always have been integral players in shaping and planning the city. Not only did they design buildings but they also designed infrastructures; bridges, highways. Architects played a key role in shaping the infrastructure of the city. Today infrastructures of cities are being designed by engineers and an array of technical consultants with limited input from architects. Contemporary urban infrastructure is primarily designed according to functional and economic needs, often disregarding the complex politics within the city and the overlooking the publics needs. While automobile oriented highway infrastructure has increased individual mobility and supported significant economic development, it has also disrupted the pedestrian oriented public realm of the urban districts in which it has been built. Parallel to the introduction of highways into the city has been the construction of mixed use super block developments which tend orient uses toward internal private spaces, further diminishing the public realm of the city. Today architects have a crucial rule in solving the problems of the city and reclaim their role in shaping the city. This thesis examines the two problems of highway and superblock in relation to one another exploring how architecture can create new public space by adding new pedestrian infrastructure to the highway and reorganizing the organization and relationship of the superblock to the city.

Figure 1: Superstudio, The Continuous Movement

Figure 2: Superstudio, The Continuous Movement

Figure 3: Superstudio, The Continuous Movement

“Growth in an open city is evolution rather then erasure.” Richard Sennett

“I think the most compelling projects in our profession today are urbanistic. The issues of economic and environmental sustainability are going to be at an urban level.” Thom Mayne 11

Figure 4: Archigram, Walking City

Figure 5: Superstudio, Continuous Monument

Figure 6: Thom Mayne

RECONFIGURING PUBLIC SPACE IN ISTANBUL

The highway infrastructure has its origins in the 20th century and today it is still the signature infrastructure of the global metropolis. This infrastructure creates barriers in cities that hinder pedestrian movement, divide neighborhoods and transform the built environment. On the other hand the mixed-use superblock developments are a response to the presence of the highway in the city and are organized around privately-controlled “public spaces”uaccessed by private vehicles. An amalgam of both these dysfunctions have created the conditions in my site, Buyukdere Avenue; a crucial infrastructure corridor in Istanbul between two major highways and a linkage between the old city and the new growing city. The design intervention of a multi-functional public space will evolve the existing infrastructure rather than erase it. The new design will create new pedestrian and bike connections to transit stops and to superblock developments; integrate existing landscape and hardscape to create a green corridor; establish an ecological reserve; and add sustainable water features for energy production. The project is intended to influence future growth of the city, modify the superblock typology and transform the relationship between it and the surrounding city, encouraging the superblocks to incorporate more walkable public spaces and diverse programs. Since similar corridors exist in other growing global cities, the new infrastructure will serve as a prototype of how existing infrastructures could be transformed to create more ecological and sustainable cities that prioritize public space and pedestrian activity.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

WHY PUBLIC SPACE?

Today, society is moving towards personalization and customization. More and more shared experiences are disregarded for more personalized experiences. However shared experiences lie at the center of a healthy democratic society. The urban translation of a personalized experience is urban segregation, privatized urban islands and private public spaces. Public space is important for the 21st century city because it creates shared experiences that binds the society, supports civic culture, healthy living, biodiversity and overall democracy. Recently, there has been a lot of political tension in Istanbul. This has proved once again that public space is essential for the inhabitants of the city as it provides a space for people to gather, discuss and share ideas. This political tension has resulted in protests that has also become the subject of the 13th Istanbul Biennale. The Biennale examined the rights of the citizen.

•POLITICAL • SOCIAL • ECONOMIC • PUBLIC HEALTH 13

• BIODIVERSITY RECONFIGURING PUBLIC SPACE IN ISTANBUL

Public spaces are essential to city life for political, social, economic, public health and biodiversity reasons. However, lately public spaces in cities are shrinking rather than expanding. One of the major reasons for this is processes of privatization that has started to take over cities in the last half century. Suburbanization and highways, "theme park development", technologies of surveillance, shopping malls, gated communities and condominiums, all testify to an ongoing enclosure of the urban world. As a result public space becomes an antidote for the problems of cities today.

13. ISTANBUL BIENNALE MOM, AM I A BARBARIAN?

RECONFIGURING PUBLIC SPACE IN ISTANBUL

“PUBLIC ALCHEMY”

“AM I A NOT A CITIZEN?” “CIVIC AWAKENING”

GEZI PARK PROTESTS “THE CITY IS OURS, GEZI IS OURS”

RECONFIGURING PUBLIC SPACE IN ISTANBUL

“RESIST GEZI PARK”

“NOT JUST AN ENVIRONMENTAL MOVEMENT, BUT A MOVEMENT DEDICATED TO CITY RIGHTS”

ECONOMY EQUITY ENVIRONMENT RECONFIGURING PUBLIC SPACE IN ISTANBUL

“A sustainable community uses its resources to meet current needs while ensuring that adequate resources are available for future generations. It involves all its citizens in an integrated, long-term planning process to protect the environment, expand economic opportunities, and meet social needs.” —CONCERN, Inc.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

• The project intends to add value to Buyukdere real estate and increase economic functionality of the surroundings • The project will create new public space with the intent of fostering a more equitable and democratic society • Project will mitigate the negative results of the automobile with the ecological improvements.

IDENTIFYING PROBLEMS H

RECONFIGURING PUBLIC SPACE IN ISTANBUL

Modern highway systems were developed in the 20th century when automobiles gained popularity. In the USA The Federal Aid Highway Act of 1921 enacted a fund to create an extensive highway system. The Federal Aid Highway Act of 1956 allocated $25 billion for the construction of the 41,000 miles long Interstate Highway System over a 20-year period.

The first highway was constructed in 1973 in Istanbul; forming one of the main arteries of the city, including the first Bosphorus Bridge Since that time many highways were built around the city and today traffic is one of the largest problems in the city. Not only does the highway create traffic congestion but it also inhibits pedestrian movements and disconnects neighborhoods.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

I-93 HIGHWAY BOSTON

BUYUKDERE AVENUE ISTANBUL

RECONFIGURING PUBLIC SPACE IN ISTANBUL

“Architecture is inserted into this context as a "field suffering transformation in all dimensions; the metropolis materialises itself in fragmented points of rupture and a LACK OF CITY CONSCIOUSNESS. The consequences of these rapid shifs in the post-industrial metropolis are varied and heterogeneous. Complex, redundant spaces emerge, residues of older productive areas: vacant lots and URBAN DYSFUNCTIONS. Forgotten spaces are the object of property development’s desire. Luxury residential areas emerge on old, devalued land at the edges of the city like islands, amidst a complete lack of city services” 1 Urban Age Cities and Social Equity

“Walled cities – “ANTI-CITIES”– appear in the middle of metropolitan territory. Environmentally protected lands are occupied and re-urbanised: the illegal city imposes itself on the legal city. Within this extremely complex situation, architecture continues to be the preferred mode to transform territory: an essential instrument of spatial intervention. The challenge contemporary architecture faces lies within its CONFRONTATION WITH THE EXISTING CITY, BEGINNING WITH INFRASTRUCTURE, AND HOW TO BUILD WITHOUT NEGATING WHAT EXISTS.”1

RECONFIGURING PUBLIC SPACE IN ISTANBUL

ZORLU CENTER CONSTRUCTION ISTANBUL

CIFTCI TOWERS CONSTRUCTION ISTANBUL

ISTANBUL 300 000 people settle in a year 900% growth in the 50 years 27% growth in the last decade

5100 km

RECONFIGURING PUBLIC SPACE IN ISTANBUL

Population: 14

000 000

“Not just an enviro ment, but a movem to city rights”

RECONFIGURING PUBLIC SPACE IN ISTANBUL

onmental movement dedicated

NEW YORK VS ISTANBUL

RECONFIGURING PUBLIC SPACE IN ISTANBUL

NEW YORK Area: 1213 km2 Population: 8,336,697

ISTANBUL Area: 5343 km2 Population: 13,854,740

COMPACT CITY VS ANTI-CITY â&#x20AC;&#x153;The challenge of the contemporary sustainable metropolis is of creating a compact territory within an integrated urban net: a dense and socially diverse metropolis where economic, cultural and social activities are overlaid and community is fostered at the neighbourhood and district levels.â&#x20AC;?1

1 Cities and Social Equity, Inequality, territory and urban form Detaileed Rwport, Urban Age

RECONFIGURING PUBLIC SPACE IN ISTANBUL

Manhattan is an example of the compact city model. Recently Istanbul has been experiencing vast urban sprawl, thus creating a very disconnected city. Moreover the island developments are creating dysfunctions and disconnections within the city. Istanbul needs a new urban vision to create more compact regions for the future growth of the city.

OLD & NEW INFRASTRUCTURES

RECONFIGURING PUBLIC SPACE IN ISTANBUL

Istanbul has a history of 3000 years. Throughout this history different empires have settled in the city leaving their architectural marks. The aqueducts constructed by Roman Empire are some of the earliest infrastructure remnants in the city. These aqueducts deposited water into the cityâ&#x20AC;&#x2122; cisterns. Today, the remainings of the aqueducts in the city hybridized with the new infrastructure of roads. This hybridization shows the various layers of Istanbul, old and new existing within each other. If renovated the aqueducts can be even more integrated by opening them up to pedestrian traffic.

VALENS AQUEDUCT, 364–378

RECONFIGURING PUBLIC SPACE IN ISTANBUL

ISTANBUL-BUYUKCEKMECE BRIDGE, 1568

RECONFIGURING PUBLIC SPACE IN ISTANBUL

The Buyukcekmece Bridge designed by Mimar Sinan; the chief architect of Ottoman Empire in 1563 is a great example of old infrastructure that still functions in the city. This bridge still stands against the flooding issues in the area whereas new bridges that was constructed collapsed recently. This bridge is used by pedestrians to cross over the Buyukcekmece lake.

EDİRNE UZUNKÖPRÜ-SULTAN II. MURAT, 1443 The Edirne-Uzunkopru bridge is also another great example of old infrastructures embedded into new infrastructures. This bridge was constructed by Haci Ishak Pasa in 1443 and today it is used for car transit.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

BASILICA CISTERN â&#x20AC;&#x153;SUNKEN CISTERN, 542

RECONFIGURING PUBLIC SPACE IN ISTANBUL

The Basilica Cistern was constructed in the reign of Emperor Justinian in the 6th century. This is the largest of the several cisterns in Istanbul. The cistern provided a water filtration system for the palace and it continued to do so in the Ottoman Empire period. It has an area of 9800 m2 and it contains 336 columns that are each 9 meters long. Today, it has been converted to a museum.

HOW WILL THESE INFRASTRUCTURES BE USED 500 YEARS FROM NOW?

RECONFIGURING PUBLIC SPACE IN ISTANBUL

ISTANBUL URBAN MAPPING ANALYSIS SITE OVERVIEW HISTORY OF SITE USERS PROJECT AIM PUBLIC SPACE IN ISTANBUL BUYUKDERE ANALYSIS PRECEDENTS

034 040 050 052 054 056 068 086

RECONFIGURING PUBLIC SPACE IN ISTANBUL

A N A L Y S I S

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URBAN MAPPING ANALYSIS

OPEN SPACE

FORMAL / INFORMAL SETTLEMENT

RECONFIGURING PUBLIC SPACE IN ISTANBUL

POPULATION DENSITY

GROWING CITY

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NEW SUPERBLOCK DEVELOPMENT CORRIDORS

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TRANSIT SYSTEM

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SITE

B A

U Y V U K D E N E R

U E E

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14 ongoing constructions on site: Nida Towe

Torun Center, Torun Tower, Promesa Seba Towe Soho, OzdilekPlaza, Ciftciler Tow

RECONFIGURING PUBLIC SPACE IN ISTANBUL

er, Fako Tower, Skymark Tower, er, Soyak Kristal Tower, Soyak wers, Istanbloom

RECONFIGURING PUBLIC SPACE IN ISTANBUL

1 000 000 000 $ MOST EXPENSIVE LAND VALUE

The investment price is past The

in Istanbul

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since

2004 m2 prices increased 11 times

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“a mixed-use extravaganza”

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CIFTCILER TOWERS CONSTRUCTION ISTANBUL

ZORLU CENTER ISTANBUL

MARKETING AN EXCLUSIVE WORLD...

ASSIMILATION VS INTEGRATION

“EMBRACE GREEN” 47

RECONFIGURING PUBLIC SPACE IN ISTANBUL

“Istanbul has become a place of urban segregation with both the upper and middle classes showing a delirium for gated communities”

“FORGET TIME”

Emre Arolat, architect of Zorlu Center

“CREATE YOUR STYLE”

“FEED YOUR SOUL”

“CAPTURE LIFE” ZORLU CENTER ADVERTISEMENT ISTANBUL

RECONFIGURING PUBLIC SPACE IN ISTANBUL

SITE PHOTOS

RECONFIGURING PUBLIC SPACE IN ISTANBUL

These photographs show the real condition on the ground for pedestrians. The highway is dominated with vehicular activity. Pedestrians have to circumvent the highway environment. The sidewalks are in extremely bad condition. The poor conditioned landscape elements do not serve any purpose as of now. The highway is fenced so pedestrian cannot walk across on the ground level. They have to use the subway tunnels which are not accessible from everywhere.

HISTORY OF SITE • The first modern housing development in 1950s for the middle class • The area started to transform in the 1980s with the growing automobile and finance industry.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

• The loose zoning and the cheap land prices made the area attractice to investors. • in 2000, the first subway line opened and there are three stops on Buyukdere Avenue.

OLD 1960

NEW 2013 • The investment price is past 1 billion dollars • The most expensive land value in Istanbul • There are 14 ongoing constructions on site: Nida Tower, Fako Tower, Skymark Tower, Torun Center, Torun Tower, Promesa Seba Tower, Soyak Kristal Tower, Soyak Soho, Ozdilek Plaza, Ciftciler Towers, Istanbloom, Ziraat Office Tower, Kayakule

RECONFIGURING PUBLIC SPACE IN ISTANBUL

USERS • BESIKTAS RESIDERS Besiktas is a neighborhood with a population of 184.393 people. This is formal settlement neighborhood and has a low density. The residential building are usually 1 to 2 stories high single family houses or 3-4 storey apartment buildings.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

• KAGITHANE RESIDERS Kagithane neighborhood is a high-density informal settlement area. The neighborhood has a population of 416.515. The morphology is usually apartment buildings of 4-5 storeys.

BRT USERS

• SISLI RESIDERS This neighborhood is where the usual superblock typology is seen. The residential buildings in this area are new high-rise buildings. • TRANSIT USERS The transit embedded in this corridor is one of the most frequently used. The combination of the Metrobus and the subway makes the corridor unique and convenient to use. The subway system is also the first line that was constructed in Istanbul.

SUBWAY USERS

SHOPPERS

CELIKTEPE/GULTEPE RESIDENTS

RECONFIGURING PUBLIC SPACE IN ISTANBUL

PLAZA RESIDENTS

PLAZA WORKERS

LEVENT RESIDENTS

PROJECT AIM

RECONFIGURING PUBLIC SPACE IN ISTANBUL

IN GROWING METROPOLI, EVERY PART OF THE CITY IS EXISTING TRANSPORTATION CORRIDORS INTO DYNAMIC PUBLI DEVELOPMENT PATTERNS TO R

RECONFIGURING PUBLIC SPACE IN ISTANBUL

VALUABLE. THIS PROJECT AIMS TO TRANSFORM THE IC SPACES FOR SOCIAL COHESION AND REURGANIZE DENSE RELATE TO THE PUBLIC REALM

PUBLIC SPACE IN ISTANBUL

RECONFIGURING PUBLIC SPACE IN ISTANBUL

ENCLOSED PUBLIC SPACES IN NEW COMPLEXES

TRADITIONAL FABRIC

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NEW DEVELOPMENT

PUBLIC SPACE TYPES

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ISTIKLAL AVENUE

STREET PLAZA

BOSPHORUS

LEVENT BAZAAR

ISTINYE PARK

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LEVENT SUBWAY STATION

TAKSIM SQUARE

EMIRGAN PARK

KANYON

TRANSIT FOYER

GRAND PUBLIC PLAZA

THE URBAN OASIS

THE CORPORATE FOYER

UNPLANNED PUBLIC SPACE Istanbul is a city of extremes like many other megalopolises. The lower income neighborhoods often do not have access to public space. Thus these people often intuitively create unplanned public spaces around their neighborhoods.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

KANYON SECTION

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RESIDENCE RETAIL RESTAURANT CINEMA PUBLIC SPACE PARKING

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KANYON ANALYSIS

KANYON VEHICLE CIRCULATION

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VEHICLE CIRCULATION

VALET PARKING

PUBLIC SPACE

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KANYON PUBLIC SPACE

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CONTROLLED PUBLIC SPACE

PEDESTRIAN CIRCULATION

BU YU

PUBLIC SPACE

YU K

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KANYON GREEN ROOF

GREEN ROOF

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BUYUKDERE ANALYSIS BUYUKDERE COMMERCIAL

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COMMERCIAL BUILDINGS

BUYUKDERE DEVELOPMENT HISTORY

69 LAST 30 YEARS

UNDER CONSRUCTION

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LAST 10 YEARS

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BUYUKDERE FIGURE GROUND

BUYUKDERE EDGE CONDITIONS

ZINCIRLIKUYU CEMETERY

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BUYUKDERE AVENUE

CELIKTEPE NEIGHBORHOO

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BUYUKDERE GREEN SPACE

72 OPEN SPACE

BUYUKDERE RESIDENTIAL

73 RESIDENTIAL BUILDINGS

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BUYUKDERE CIRCULATION

SUBWAY TRANSIT

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BRT TRANSIT BUS STOPS BRT STATIONS M2

SUBWAY STATION

BUYUKDERE PEDESTRIAN

PEDESTRIAN CROSSWALK

PEDESTRIAN UNDERGROUND WALKWAY

SUBWAY STATION

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PROPOSED PEDESTRIAN UNDERGROUND WALKWAY

BUYUKDERE AVENUE SECTIONS

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Sequential sections are taken throughout Buyukdere Avenue to chart the vehicular corridor .The vehicular corridors are shown with blue circles. The gradient shows pedestrian activity. The lightest gray refers to the densest pedestrian activity whereas the black refers to least pedestrian activity. The vehicular corridors are also charted again on an axis to demonstrate the discrepancy throughout Buyukdere Avenue.

RECONFIGURING PUBLIC SPACE IN ISTANBUL

BUYUKDERE CONNECTIONS

BUYUKDERE AVENUE

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ISTANBUL INNER BELTWAY

BUYUKDERE VEHICULAR CORRIDOR

BUYUKDERE AVENUE

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ISTANBUL INNER BELTWAY

BUYUKDERE VEHICULAR TRANSIT INTENSITY

BUYUKDERE AVENUE

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ISTANBUL INNER BELTWAY

BUYUKDERE TOPOGRAPHY INTEGRATION

BUYUKDERE AVENUE

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ISTANBUL INNER BELTWAY

BUYUKDERE PEDESTRIAN FLOW

BUYUKDERE AVENUE

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ISTANBUL INNER BELTWAY

BUYUKDERE INTERVENTION

BUYUKDERE AVENUE

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ISTANBUL INNER BELTWAY

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BUYUKDERE GROUND CONNECTION

URBAN MORPHOLOGY

HIGH-RISE PARCEL BLOCK

SUPER BLOCK

MID-RISE MIXED USE BLOCK

LOW-DENSITY RESIDENTIAL BLOCK

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INFORMAL RESIDENTIAL BLOCK

PRECEDENTS GROENE LOPER-A2 MAASTRICHT GROENE LOPERHAUS MAASTRICHT 2009, Maastricht, The Netherlands 2008.GROENE Maastricht/LOPER-A2 Netherlands MAASTRICHT WEST8 West2009, 8 Maastricht, The Netherlands WEST8 GROENE LOPER-A2 MAASTRICHT 2009, Maastricht, The Netherlands WEST8

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MADRID RIO 2006-2011,RIO Madrid, Spain MADRID MADRID RIO WEST 8 2006-2011, Madrid, Spain 2008-2011. Madrid/Spain MADRID RIO WEST 8 West 8 2006-2011, Madrid, Spain WEST 8

TAICHUNG GATEWAY CITY STAN ALLEN ARCHITECTS TAICHUNG GATEWAY CITY STAN ALLEN ARCHITECTS TAICHUNG GATEWAT CITY TAICHUNG GATEWAY CITY Stan STAN Allen Architects ALLEN ARCHITECTS

BARCELONA GRAN VIA BARCELONA GRAN VIA 2009, Maastricht, The Netherlands BARCELONA GRAN VIA 2009.Barcelona/Spain ARRIOLA&FIOL ARCHITECTS 2009, Maastricht, The Netherlands Arriola&Fiol ArchitectsARCHITECTS BARCELONA GRAN VIA ARRIOLA&FIOL 2009, Maastricht, The Netherlands ARRIOLA&FIOL ARCHITECTS

URBAN CREEK 2009, Beijing, China URBAN CREEK ATOL Architects 2009, Beijing, China URBAN CREEK ATOL Architects URBANBeijing, CREEKChina 2009, 2009.Architects Beijing/China ATOL ATOL Architects

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BOSTON CENTRAL ARTERY 2009,CENTRAL Maastricht, The Netherlands BOSTON CENTRAL ARTERY BOSTON ARTERY WEST8 2009, Maastricht, The Netherlands 2001. Boston/USA BOSTON CENTRAL ARTERY WEST8 Perkins+Will 2009, Maastricht, The Netherlands WEST8

1) THE HIGH LINE NEW YORK,US

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2) BARCELONA GRAN VIA BARCELONA, SPAIN

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3) BOSTON CENTRAL ARTERY BOSTON,US

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4) RONDA DEL LITERAL BARCELONA, SPAIN

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TAKSIM PEDESTRIAN PROJECT

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Taksim Pedestrian Project is a bad example of pedestrian projects. Even though its name suggests to prioritize pedestrian activity, it actually prioritizes vehicular transit. In many parts of the project sidewalks are overlooked. The new square is a blob of concrete. It is poorly designed.There are barriers between the roads causing people to question the safety of people in a protest. There are a lot of new problems that arised because of the project. The new project generates even more traffic then before. It also increases the traffic accident probability.

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096

DESIGN SCENARIOS

104

NEW TYPOLOGY

108

SECTION ANALYSIS FORMAL STRATEGIES INTERVENTION MATRIX

110 114 115 118

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SITE SELECTION

S T R A T E G Y

STRATEGY DIAGRAMS

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STRATEGY

FUTURE DEVELOPMENT

CONNECTIONS

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SATURATED AREAS OF CONNECTIONS

CONNECTIONS IN RELATION TO GREEN SPACE

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INTERCHANGES

100

INTERVENTION CONNECTION TO LANDSCAPE

101

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BUYUKDERE AVENUE SECTIONS

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102

As of now most of the pedestrian traffic circulates underneath the Buyukdere corridor through underground walkways , tunnels and subway station. The intervention should adress people coming up from the subway transit stations.

103

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DESIGN SCENARIOS

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104

Three design scenarios are generated to create public space ir the urban landscape of highway and superblock. These were the initial strategies generated. These strategies do not relate to the conditions found directly. They are speculative. The first one thread is surfaces generated by the desired destination points. The second patch is about capping the connection rifts between superblocks.The third one seed is a small intervevntion of creating pocket spaces along the highway to create more public space.

THREAD

105

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DESIGN SCENARIOS

106

S E E D

107

THREAD

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P A C

THE NEW TYPOLOGY

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108

The superblock typology should be modified to adapt to the highway in a way that serves the pedestrians as well as the vehicles. In the modified new typology the superblock should be planned around the public space. The buildings should be an extension of the public space outside. Formally the buildings should open out to the public space outside and be more accessible to the public. The public space could also be generated in the green roofs as well as on top of the highways as superblocks extend across the highway. They should also include public programs inside to generate more activity between the superblock and the highway. This new kind of relationship will influence the typology to evolve.

TYPOLOGY PRECEDENTS HUA QUIA BEI ROAD / WORK AC SHENZHEN

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• 1-kilometer section of Hua Qiang Bei Road in Shenzhen • The design responds to the area’s growing commercial character which has created traffic problems. • The road becomes a series of “strategic interventions” where “five iconic lanterns”, (twisting bands of required program) create unique, visible destinations through a process of “urban acupuncture”.

SITE SELECTION

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110

Three sites along the Buyukdere corridor were specifically chosen because of their conditions. Each site contains different elements that make it unique and in need of a different intervention. The first site sits on top of the largest highway exchange. It has access to the BRT and the subway. However it is also the site that is the most inaccessible to pedestrians. The large interchange makes it impossible for the pedestrians cross the streets on the highway level. Most of the pedestrian activity is underground through subway tunnels. This site also has three large superblock constructions going on. Because it sits on tops of a hill, it also has landscape elements as well. I am proposing a superblock development near the highway where currently there are smaller apartment buildings. The second site is near a subway station as well. This site is more developed and the corridor is much tighter. The site is sandwiched between large superblock developments and smaller more traditional retail spaces. Thus, there is a lot of pedestrain activity. However the highway has fences, so again pedestrian activity is underground again through subway tunnels. There is only one lot left in this corridor, which is where I am proposing a superblock development. The third site is the edge of the central superblock development area. From this site the development dissolves into smaller retail and apartment buildings. It is also where the informal settlements creates an edge with the superblock developments. In this site, the highway links to another major highway, thus it is a high traffic area. It has landscape elements created different highway conditions. The site has large superblock developments on both side and again the pedestrian activity is underground through the subway tunnels.

informal

landscape

superblock

111

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SITE III

SITE II

SITE I

NEW SUPERBLOCK DEVELOPMENT INFRASTRUCTURE

3 SPECIFIC POINTS ON SITE FOCUSING ON DIFFERENT DESIGN STRATEGIES SITE III-LARGE PARK SITE II-LINEAR PATHWAY SITE I-PROGRAMMED PATH RECONFIGURING PUBLIC SPACE IN ISTANBUL

112

113

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SECTIONAL ANALYSIS

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114

The site is categorized through sectional conditions of the highway. These categories are relating to the highway, edge, cross and topographical conditions. These categories are then further divided to their subcategories. Topography is divided into two: flat and variable. Cross street are divided into three: over, under or intersect. Edge conditions are divided into three: frontage road, highway on and off ramp and nothing. Highway conditions are divided into four: overpass, tunnel, trench and at grade. Through the analysis of these conditions four strategies are generated to alleviate the composed urban landscapes.

FORMAL STRATEGIES

115

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1-MATS

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116

• -EXTENDING LANDSCAPES • -CAN FLOAT OR BE AT GRADE

2-PATCH

• -CLOSES EXISTING RIFTS

3-RIBBON

117

4-)PROGRAM

• -MAT ACTIVATORS

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• -NARROW SURFACES • -CAN FLOAT OR BE AT GRADE

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INTERVENTION MATRIX

118

119

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O SITE |

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SITE ||

122 126 130 SITE |||

SITE III:

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122

NEW SUPERBLOCK DEVELOPMENT INFRASTRUCTURE POSSIBLE REDEVELOPMENT

The infrastructure intervention was first drawn rigidly. Then it was improved regarding the surrounding forms. The superblock developments was proposed to surround the new infrastructure to extend the public spaces into the new developments. Road adjustments were thought to improve pedestrian links.

The new intervention patches the informal settlements of Gultepe across the highway to Levent. The new infrastructure is a ground intervention except on top of the highway. New superblocks are created around the infrastructure to continuous public space and more real estate value.

123

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NEW SUPERBLOCK DEVELOPMENT INFRASTRUCTURE POSSIBLE REDEVELOPMENT

CIRCULATION

LANDSCAPE CHARACTER

PROGRAM

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OLD

124

NEW

125

s u p e r b l o c k

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SITE II:

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126

NEW SUPERBLOCK DEVELOPMENT INFRASTRUCTURE POSSIBLE REDEVELOPMENT

127

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NEW SUPERBLOCK DEVELOPMENT INFRASTRUCTURE POSSIBLE REDEVELOPMENT

CIRCULATION

LANDSCAPE CHARACTER

PROGRAM

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OLD

128

NEW

129

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p e d e s t r i a n c r o s s

s u p e r b l o c k

SITE I:

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130

NEW SUPERBLOCK DEVELOPMENT INFRASTRUCTURE POSSIBLE REDEVELOPMENT

131

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NEW SUPERBLOCK DEVELOPMENT INFRASTRUCTURE POSSIBLE REDEVELOPMENT

CIRCULATION

LANDSCAPE CHARACTER

PROGRAM

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OLD

132

NEW

133

s u p e r b l o c k

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B R T + s u b w a y

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L A N DIAGRAMS PLANS SECTION CATALOG RENDERS

148 150 152 154 160

AXONOMETRIC

AERIAL

138 140 142

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CONCEPT

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136

ISTANBUL

137

CONNECT. DENSIFY. SUSTAIN.

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TERRACE

CONCEPT

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138

REPURPOSE AIR RIGHTS OF HIGHWAY

The conceptual idea is to create an infrastructure on top of the highway as a park and also change the typology of superblock so that this podium level is floating rather than on ground. By doing this, the footprint of the superblock is decreased using the surrounding underutilized land of the highway. This podium level is then utilized to create a continuous public space. Multiple layers are generated to increase connections between BRT, subway, park and superblocks.

139

GENERATE MULTIPLE LAYERS TO INCREASE CONNECTIONS

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USE TYPOLOGY TO EXTEND PUBLIC SPACE

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AERIAL VIEW

140

141

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AXONOMETRIC

142

PARKING AND SUBWAY LEVEL

143

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BRT AND HIGHWAY LEVEL

BUYUKDERE AVENUE GROUND

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144

LEVEL 1: OFFICES

LEVEL 2 : PARK+RETAiL

145

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LEVEL 3 : ROOF TERRACE

LEVEL 4: RESIDENTIAL AND OFFICE TOWERS

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146

147

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DIAGRAMS

URBAN ISLANDS

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148

CIRCULATION

pedestrian bike vehicular

PROGRAM

149

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LANDSCAPE CHARACTER

meadow woodland open field

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PLANS

GROUND LEVEL PLAN

150

UPPER LEVEL PLAN

151

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SECTION

152

153

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CATALOG

154

PATH BIKE PATH

155

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STAIRS RAMP

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156

HOLE LAWN

157

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SEATING STEPS

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158

FOUNTAIN SKYLIGHTS

159

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RIBBON STAGE

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RENDERS

160

161

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EXTERIOR RENDER OVERLOOKING PARK AND TOWERS

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162

163

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EXTERIOR RENDER OVERLOOKING HIGHWAY

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