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