sebnem tuncel master's thesis

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Urban Boundaries in a Divided CityInvestigating the dilution of urban boundaries for a sustainable future

S. Şebnem TunçelUCL

The Bartlett School of ArchitectureMArch Urban Design 2010/2011

UD Unit 4Tutors: Anna Rose / Bernhard Rettig / Daniel Ringelstein

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UCL The Bartlett School of Architecture

MArch Urban Design 2010/2011 UD Unit 4

Thesis: Urban Boundaries in a Divided City

S. Şebnem Tunçel

E-mail: [email protected]

Course Director: Colin Fournier

Tutors: Anna Rose / Bernhard Rettig / Daniel Ringelstein

I, S. Şebnem Tunçel, confirm that the work presented in this report is my own.

Where information has been derived from other sources, I confirm that this has been indicated in the report.

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Acknowledgements

I would like to express my deepest gratitude to my tutors Anna Rose and Bernhard Rettig for their guidance and unwavering support, and to course director

Colin Fournier for his much needed encouragement at the right times.

I would also like to state my special thanks to my husband and coach, Bruce and my mother Hülya who have always been there for me. This dissertation would not

have been possible without their help and support throughout the year.

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Abstract

Throughout history people have tried to overcome boundaries created by nature as well as creating their own physical and psychological boundaries in the urban

fabric. Frequently these man-made boundaries and sharp divisions in cities jeopardise the possibility of both a physically and a socially sustainable future.

This report focuses on a regeneration project and presents the built environment as just a fraction of the whole city making experience. It shows how the distinctive

neighbourhood patterns may live side by side in harmony and how not only the textures of different regions but also the stitches that bind these areas together

can be important.

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Contents1. Introduction 9

2. Istanbul and its boundaries 11

2.1. Istanbul: One big division 11

2.2. Boundaries types in a rapidly growing city 12

2.2.1. Roads 13

2.2.2. Topography 14

2.2.3. Contagious spread of borders in an unplanned city 15

2.2.4. Psychological boundaries 16

3. Boundaries and consequences 19

3.1. The seduction and danger of separation 19

3.2. Unforeseen consequences of boundaries 21

3.2.1. Istanbulites’ adjustment (A typical family day out in Istanbul) 21

3.2.2. Clashing social groups 22

3.2.3. Istanbulites’ concerns 23

4. Levent: Room for improvement 25

4.1. Time brings no improvement 25

4.2. Strategic vision: What could be done? 26

4.3. Levent’s fascinating divisions 29

5. Project 33

5.1. Problems and points to be addressed 33

5.1.1. A close-up look at the main two boundaries 37

5.1.2. Initial thoughts 40

5.2. Project steps 41

5.2.1. Existing pedestrian movements and places of interest 41

5.2.2. Revisiting the aim – three design considerations and concepts 43

5.2.3. Inserting the spine and focal points 45

5.2.4. Stitching the two sides together 47

5.2.5. Choosing redevelopment areas 49

5.2.6. Heights and densities for new development 51

5.2.7. New mobility network and street typologies 51

5.2.8. Block typologies 58

5.2.9. Land use 62

5.2.10. Green network 67

5.2.11. Block typologies in the third dimension 68

5.2.12. Open space improvement on higher levels 73

5.2.13. Working with the new public realm level 73

5.3. A new environment for Levent and Istanbul 78

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6. Defining the tool kit 83

6.1. Boundary treatment types 83

6.1.1. Road boundaries 83

6.1.2. Urban fabric change boundaries 83

6.2. Area treatment types 83

6.2.1. Skyscrapers and people-unfriendly streets 83

6.2.2. Low quality residential areas 85

6.3. Rules to make it work 85

7. Conclusion 93

8. References 95

1Introduction

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Istanbul, the stage for the design component of this thesis, is a city which can be viewed by its inhabitants and visitors as both a connector and a divider at the same time.

This report investigates and challenges the current strict and sharp divisions in Istanbul, analysing the different boundary conditions and their consequences while bearing in mind the distinctive nature of this city. It focuses on a proposed sus-tainable regeneration project in the Levent area in northwest Istanbul to analyse and categorise various boundary conditions and defines flexible solutions where boundaries can be stretched and spaces can be merged from one another while integrating the advantages of different areas to each other.

The report lists the components of the thesis project in Levent with a step-by-step approach and concludes by providing a toolset derived from the design process. It is hoped that this toolset can be used to overcome similar boundary conditions and their negative consequences in many other developing and complex cities.

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2 Istanbul and its boundaries

Istanbul is the only major city in the world that sits on two different continents. For the many civilisations which it has hosted throughout history it has been recognised as a thriving metropolis in which many customs, languages, cultures and art have met. It has served as the capital of four empires and has been an incredibly rich meeting environment for people from all over the world. That is why perhaps it is ironic to define the same city by the major divisions within itself.

Istanbul is a city full of boundaries and barriers; boundaries that are created by the geography as well as by people.

‘The city is the edge between East and West, between modernity and medieval-ism, between secularism and Islamic fundamentalism, between one horrible earth-

quake and the next, between prosperity and economic collapse.’ (Gore, 2002)

2.1. Istanbul: One big division

As this fascinating city sits on both the Asian and European continents, it is the beautiful Bosphorus which defines this continental division, that makes her who she is.

Istanbul has what might be characterised as a split personality; East and West. In both halves it is possible to read the other’s influence but they are different none-theless. Joining these two distinct parts is the Bosphorus which carries Istanbulites from one world to another. It is not only the joyous and beautiful joiner but also the vicious and difficult divider. The Bosphorus is the largest and most significant geographic border in Istanbul.

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2.2. Boundary types in a rapidly growing city

Istanbul underwent a population ex-plosion in the 1950s and 1960s as the mechanisation of agriculture forced rural inhabitants to seek work in the cities. Its rapid growth continues even today mak-ing it Turkey’s major cultural and eco-nomic centre. The city’s population was only about one million in 1950 but more than doubled to 2.2 million in 1970, and reached 13 million in 2010.

In spite of all efforts at planning, the city has continued to develop in almost every direction, growing both horizontally and

vertically, in a largely haphazard manner (Yenen, 2001). Like in many other rapidly growing unplanned cities, Istanbul has a large number of urban boundaries. In an aerial view where the different urban patterns are tightly squeezed next to each other in this city of 13 million people these boundaries are readily apparent. How-ever, when we come down to street level and look deeper into the problem, it has much more to disclose.

This section investigates different types of urban boundaries; man-made as well as natural, psychological as well as physical.

2-1. Istanbul’s population growth 1650-2010

2-2. Three different urban patterns in IstanbulNenehatun, Esenler (68,602 pp/km2) Cukurcuma, Beyoglu(23,383 pp/km2) Acarkent, Beykoz (1,320 pp/km2)

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2.2.1. Roads

Since the late 1960s the city’s face has changed dramatically with huge investments in the transportation network. Fast roads have grasped and torn the city apart, cutting neighbourhoods into pieces and building an impermeable barrier between the people and the sea. Currently of the 70km of Istanbul’s waterfront, 55km are devoted to industry and transportation. The transportation network was further developed in the 70s and 80s with the construction of two enormous bridges spanning the Bosphorus, both more than 1km long. This huge development in Istanbul’s road infrastructure was the result of a change in government policy at that time to focus on roads and private cars as the solution to Turkey’s transport problems. This had a major impact on the way the city developed: Large roads became barriers for pedestrians. Problems with congested roads were ‘solved’ by wid-ening them, closing as many roads as possible to pedestrians, and re-directing them to various underpasses and footbridges.

Streets can be hostile for pedestrians in many developing cities. However, governments and local authorities have started to see the situation differently in the last twenty five years in many European countries, considering the importance of ‘liveable streets’. Prior to that, managing road space meant getting vehicle traffic from A to B as quickly as possible. Stewart (2001) notes that traffic calming, cycle lanes, and bus priority measures have all been introduced since then in the UK. However, in Turkey these measures are still overlooked and boundaries that are created by heavily trafficked roads remain a big problem for Istanbul.

2-4. Kucuk Armutlu & Etiler - Satellite photos taken in 1982 and 2010 showing the separation of neighbourhoods after the motorway and second Bosphorus bridge construction in 1986

2-3. The needs of Turkey’s pedestrians are frequently ignored

Maslak, Istanbul

Ankara

Ankara

Izmir

Maslak, Istanbul

Levent, Istanbul

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2.2.2. Topography

One of the most obvious of Istanbul’s unique features is its geography. Steep hills, valleys, and the graceful curves of the Bosporus dramatically shape the city’s ur-ban pattern, transport and the life style. In Istanbul, the terrain creates the notion of orientation. Feeling the slopes and being able sense if not see the Bosphorus almost creates a mental map of the city in the minds of its residents. One knows that the slopes of the valleys lead to the Bosphorus or the Golden Horn and it is this presence of water straits and the city’s rising topography which make the scene an ever-present feature in the everyday life of Istanbulites. (Kanıpak, 2010)

Often it is possible to see how this dynamic topography is creating boundaries in the urban setting.

2-5. Dynamic topography is a big part of Istanbul’s character

2-6. Kucuk Armutlu neighbourhood severed by the steep valley

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2.2.3. Contagious spread of borders in an unplanned city

Istanbul’s old city centre is a relatively small area compared to today’s urban sprawl of over 1200 km2 of city.

In the 1950s Turkey’s industrialisation brought unemployment to rural areas and new employment opportunities to the big cities. Massive flows of migrants looking for work changed both the outskirts and the centre of Istanbul. In this unregulated environment, unplanned industrial developments sprang up along the new motor-ways followed by equally unplanned residential developments on both the Euro-pean and Asian coasts of the Marmara. (Yenen, 2001)

With the construction of the first bridge across the Bosphorus and its freeway sys-tem in 1973, the city began to grow northwards following the commercial develop-ments which appeared along the routes that led to the bridge. As a result of this population pressure, a very high density and expensive development pattern was permitted in the ‘planned’ sections of the city (Yenen, 2001). A significant portion of this recent expansion can either be tied to the development of gated communities for the wealthiest of the city’s population or to mass housing for its middle classes. (Urban Age, 2010)

With the population explosion in the post 1950 period, Istanbul’s informal gecekon-du settlements started appearing on the city’s outskirts. Gecekondu translates as ‘landed at night’. The term’s meaning has evolved to encompass a variety of infor-mal settlements and building typologies. Its usage denotes a bottom-up, sponta-neous action, especially prevalent dur-ing the first wave of mass-migration, to provide mass housing under conditions in which conventional or government initiated models of housing supply failed. (Esen, 2010)

In Istanbul, this act of land-taking was by no means legal, but was nonetheless sanctioned as it allowed the government to pass the costs and political hurdles of urbanisation on to the migrants them-selves. (Esen, 2010)

2-7. Bottom-up gecekondu settlements next to top-down apartment blocks

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Inevitably many of these middle to high class planned developments found them-selves next to the low quality bottom-up unplanned and mostly illegal develop-ments, gecekondus, creating a different type of boundary between these different urban fabrics.

City growth carries on and touches and swallows these illegal developments. In the process the planned city fabric suddenly clashes with the unplanned organic fabric creating both physical and social boundaries.

2.2.4. Psychological boundaries

Massive rural migration brought mainly uneducated and desperate people who were not ready for a city life from all around Turkey into Istanbul.

They brought their lifestyle with them as well as much needed labour for the city. In many of the shanty towns they live in, one cannot help but feel that one is in a village. Here the organic winding roads have no pavements, and only the highway

2-8. Progression of a fast growing city, the unplanned developments around it and boundaries appearing in red

Stage 1 Stage 2 Stage 3 Stage 4

2.9. Rural migrants bringing their lifestyle into Istanbul

2.10. Karanfilkoy gecekondu settlement. The illusion of village life destroyed by high-rise buildings in the background.

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2.12. A rare Turkish element on a Levent street corner

bridges or multi-storey apartment buildings in the distance destroy the illusion of village life in the city. (Huneke, 2010)

Psychological boundaries can only be analysed on street level. However it is not surprising that a change in the urban fabric is paralleled by a change in user groups and demographics.

Even when there are no gates or tall walls between neighbourhoods, the bounda-ries between social groups are remarkably distinct, with people who live different life styles just next to each other staying out of each other’s territory. They choose to stay in their own environment and observe each other from a distance.

This type of boundary is classified as a social boundary.

The other psychological boundary is foreign and international influences on the Turkish lifestyle, which is classified as a cultural boundary. This can be seen in Istanbul with the application of the foreign central business district template. Com-pletely self-contained unrelated high-rise buildings dominate the silhouette of northwest Istanbul. The individual developers and designers, without any planning restrictions or consideration of the impact on the surrounding area, build in their own plot often with high division walls across their land borders. There is no sig-nificant public realm and the resulting environment between the massive skyscrap-ers is a disturbing one for pedestrians. In Istanbul’s central business districts the only planned public activity locations are several large and characterless shopping malls.

2.11. Metrocity shopping mall in Levent

2.13. Levent central business district looks like it has arrived from space

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In San Francisco, where emergency services personnel such as the fire-fighters, police and nurses are no longer able to afford to live in the city, the issue of different social strata be-ing geographically separated is seen as a major problem. In the event of an earthquake or other natural disaster they may be unable to reach the city to offer help - especially if the bridge that many of them would need to cross were destroyed. This issue is well rec-ognised by local government and vari-ous attempts have been made to solve the problem. However, so far the best solu-tion they have been able to offer is to warn city residents that, in the event of an emergency, they need to have a “72 hour plan” to fend for themselves. (Knight, 2011)

3.1. San Francisco’s official 72 hour plan web-site offers assistance to its citizens

3 Boundaries and consequences

In Istanbul, as with any other city, every boundary comes with its consequences. Sometimes civilisations try to overcome natural boundaries, creating various con-nection methods and infrastructure while at other times they use and enhance these boundaries to increase their sense of security. This section explores the mostly overlooked and deep consequences of the man-made boundaries.

3.1. The seduction and danger of separation

In many cities wealthy citizens tend to gather up in small sections of the town. They live in their own community, away from the poverty which they do not wish to know the existence of. As these exclusive areas become increasingly unaffordable to the majority of the community, it is possible that even those who provide the commu-nity’s essential services may be excluded. (Montagne, 2005)

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In Istanbul, crossing the great boundary of the Bosphorus may seem to be a beauti-ful ferry journey for a visitor. However the reality is different for those making the journey every day. In Istanbul, the middle and high income groups who created their own suburbs beyond the most densely populated sections of the city used to use ferries and suburban railroads as the major means of transportation in their daily commuting. However, soon after the first bridge was constructed and with the incentives given to car ownership, the major means of transportation of the commuters began to change. Indeed, five years after its being put into service, pri-vate cars constituted 80% of the total number of vehicles passing over the bridge. (Yenen, 2001)

In Istanbul, the danger of separation starts when inhabitants of one part of the city become dependent upon either the inhabitants or the facilities in another part of the city where it is necessary to cross geographical barriers such as the Bospho-rus. This macro level example can be used to analyse the smaller parts of the city where the boundaries are man-made rather than geographical.

3.2. Ferries are an enjoyable but uncommon mode of travel for commuting

3.3. Every day many people use one of Istanbul’s two bridges to cross the Bosphorus to get to work.

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3.2.1. Istanbulites’ adjustment (A typical family day out in Istanbul)

13 million people choose to live in this fascinating city. It has been a centre of at-traction for many people not only because of job opportunities but also its beauty, background, culture and charm. Although the beauty that Istanbul offers can be enticing for possible settlers, living in this city comes at a cost. In this section we use an anecdote to provide an inside view of a typical family weekend in Istanbul.

3.2. Unforeseen consequences of boundaries

Cities are such complex organisms that it can be rather difficult to grasp the full extent of a problem at first glance. In many cases we need to look deeper into the lives of the citizens to determine the extent of the issue.

This section reveals the unforeseen consequences of the urban boundaries.

Father suggests taking the family out for the day to show their guest this beautiful city and to enjoy the nice weather outdoors; perhaps going to a restaurant by the Bosphorus.

They live in the newly developed high-rise residential developments on the Asian side of the city and both father and mother drive to work every day. Mother completes the preparations (which will become very significant fairly soon) and the family starts their journey with their visitor.

The journey starts as it would start in any other big city: Driving across and between high-rise de-velopments, passing big shopping malls and newly built and nicely maintained large roundabouts.

Soon after though the journey slows down as the traffic gets denser. The family keeps convers-ing, trying to keep the guest occu-pied. Soon after the mother starts unpacking what she has prepared at home. There are many types of pastries, fruit, and thermos flasks and bottled soft drinks prepared. The car by now is about to reach one of the two bridges across Bosphorus and the traffic has almost stopped. In the car everybody is having a nice time, eating, drinking and having a nice conversation. Stories are told, eve-ryone laughs. This situation is found odd only by the guest who is not used to the “living in the car” culture that Istanbulites have adjusted to over the years. The family arrives at their destination after 4 hours in the car and spends 2 hours in the outdoor restaurant that was their goal.

While in many modern cities that work well, people can go from A to B to en-joy themselves; Istanbul people have virtually evolved to enjoy themselves in the hours that they have to spend in their cars, making travelling anywhere for a nice day out a rather pointless exercise.

3.4. A normal day in Istanbul’s traffic

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3.2.2. Clashing social groups

Another unforeseen consequence of the urban boundaries is the clash between the different socioeconomic groups in a city.

While the social groups in a city can be based on different religions or backgrounds, in today’s consumerist world the most obvious boundaries are those between dif-ferent income groups. In many cities these boundaries are rarely crossed, with inhabitants living an exclusively village lifestyle in a shanty town or a luxurious life-style in a gated development. The separation brings dislike, resentment, suspicion and even hatred.

Physical boundaries drawn between them are making the situation even worse. The rich shop in supermarkets instead of corner shops run by shanty town dwell-ers. The economic gap gets larger and the tension increases; disquiet among the poor increases, and resentment can turn into crime.

Creating new interactions between these socioeconomic groups would benefit both parties. It would ensure a healthy money flow between different groups, and reduce poverty and lessen the gap between the rich and poor; bringing jobs, greater diver-sity and a socially sustainable environment.

3.5. A well maintained gated development in Levent region 3.6. Sign warning non-residents they are not allowed to enter the site

3.7. An old lady living in a very run down shanty town building minutes away from the financial heart of the city

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3.2.3. Istanbulites’ concerns:

The city’s occupants are aware of their problem. According to a survey taken by Ipsos in 2009 while the biggest concern of Istanbulites is the traffic congestion, the second on the list is the crime rates. However, the severe traffic problem is peren-nial and possible solutions are not affordable for the city. For the governing bodies, it is much more convenient to benefit from the flexible Turkish culture which is open to adjustments in their life style.

3.8. Traffic congestion tops the list of concerns for Istanbul’s residents

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Critics of the project say a new bridge is going to do much more than just de-stroy the picturesque landscape on the Bosphorus banks; the metropolis is likely to sprawl beyond its existing borders to the north into the forest lands that provide the city’s fresh air and water supply. It will also encourage more people to use cars on the city’s already traffic-saturated streets, thus accentuating Istanbul’s chronic traffic problem.(Javno, 2010) (Dynan, 2010)

It takes many years and huge expenditure of public funds to build each massive motorway and bridge for the city, and each one proves to be a disappointment, failing to reduce traffic congestion. Until the municipal government recognises that its problem is not a lack of bridges but rather too many cars, it will not find a lasting solution. Given the government’s track record with regard to enlightened decision making, the future of Istanbul is dark.

4.1. The location of the proposed 3rd Bosphorus bridge

1st bridge

2nd bridge

proposed 3rd bridge

4Levent: Room for improvement

4.1. Time brings no improvement

Despite the advice of competent authorities, the mentality of both the national gov-ernment and the Istanbul municipality has remained unchanged over the years. Building more roads, more lanes, and more bridges has been Istanbul’s answer to the city’s severe traffic congestion since the 1980s. Local government has ignored all evidence that increased capacity is not the solution.

Today Istanbul is on the verge of yet another big decision which will again drasti-cally alter the city’s urban landscape, according to experts in urban development. (Dynan, 2010) In an effort to ease ever-growing traffic problems in Istanbul, the Turkish government has revealed plans to build a third giant bridge across the Bosphorus to the north of the existing two. (Seibert, 2009)

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4.2. Strategic vision: What could be done?

With an organism as complex as a city, problems are complicated, and one must beware of naive solutions to problems, such as building more roads and bridges to alleviate traffic congestion. We need to look for a more innovative and compre-hensive solution down in the roots of the city itself as a step forward towards a sus-tainable future. This thesis project focuses on the heart of the problem, the central business districts, which are the primary destination of the commuters crossing the Bosphorus.

In Istanbul the two central business districts, Levent and Maslak, are on the Eu-ropean side, while the majority of the people who work there prefer to live on the Asian side and work on the European side. The daily commute is mainly vehicle based transport; mostly with private cars. Istanbulites find living on European side mainly too expensive to maintain their living standards that they can get on the Asian side.

The Turkish economy is thriving and domestic and international businesses in Istanbul are multiplying and expand-ing rapidly. However, as the CBD’s expand, they are swallowing the exist-ing residential and mixed use areas around them. The dense back streets of Levent and Maslak already have low quality residential apartment build-ings. These do not offer the life quality that many CBD workers are looking for, but their destruction and replace-ment with more office buildings the dual effect of increasing the size of the CBD and reducing the number of local residents, both of which increase the number of people commuting from the Asian side. 4.2. Levent in evening rush hour

4.3. Workers in Levent and Maslak live predominantly on the east side of the Bosphorus.

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It is clear that improving the current lack of residential areas around the CBDs is the key to resolving a city scale transport problem.

The overall proposal vision for this thesis is to encourage the two CBDs to grow towards each other instead of into the residential areas and to create a dense and more desirable residential area around the business district, thus reducing the number of people commuting from east to west every day.

Instead of supplying more roads or more ways to cross Bosphorus, this project aims to reduce the demand for roads by creating a sustainable CBD where people can walk or cycle to work instead of drive; thus making a great change towards a sustainable future in city scale.

Levent and Maslak are the financial heart of Istanbul where many of the problems which were described above can be addressed. It is a challenging and complicated site for sure but it has a striking potential and resolving the boundary problems of Istanbul’s CBDs is almost the key to a city scale major improvement.

Between Levent and Maslak, Levent in particular is facing the main expansion of business areas and also has a striking potential for an improved residential area.

4.4. Northwest Istanbul’s present day zones and pressure points 4.5. Proposed plan: a residential & mixed use ring around CBDs

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4.3. Levent’s fascinating divisions

Levent has a striking number of different types of boundaries. Northwest Istanbul not only the business centre of the city but also it contains industrial developments, a large university campus, small and medium scale high income residential ar-eas, gated developments, current shanty towns and nowadays legalised ex-shanty towns. The occupiers of all these different areas are as interesting and as colourful as the urban fabric itself.

While gated developments define their boundaries in a sharp manner on one side, luxurious small scale residential areas give a different feeling with their private gardens and quiet streets. The same quiet streets are only minutes’ walk away from the main eight-lane highway which goes through the CBD. Strong and intact communities of shanty towns are keeping up amidst the pressure of the increased land values and the gated developments. In the middle of them all there remains a large piece of green military land.

The quality of the pedestrian routes is appalling all around the area perhaps with an exception of well-maintained streets of the small scale residential part. Main roads are wide with speedy vehicle traffic and a dangerously hostile environment for anyone travelling on foot. Sidewalks are mainly covered with either parked cars or have dangerous bumps and holes. Pavements are non-existent where needed and too high to climb where they exist.

People drive to, from and through Levent and Maslak; they do not walk. It is a part of the city that is designed for vehicle traffic, not for pedestrians or cyclists.

The existing dense residential and mixed use ex-shanty town parts of the area of-fer perhaps the most inspiring possibilities to the city. These areas appear when the shanty towns are legalised and the high land value demands more floor area. One or two storey buildings are demolished and new mostly low quality apartment blocks are built. However, these areas lack public spaces, open spaces and a pleasant environment; and they are the ones which are going to be swallowed by the businesses first.

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Step-by-step approach to binding the wound

5.1. West side of Levent CBD with its dense and tunnel-like streets

5.1. Problems and points to be addressed

Levent has many residents from different socio-economic backgrounds living and working very close to each other. However, there is little interaction between the high income residents of the east and the low income residents of the west.

On the west of the Levent high-rise business area, both the building quality and the public realm quality are very low with no open spaces. Although there is a busy life on the streets and a nice community which organises weekly street markets, the ur-ban fabric is very dense and thick. The experience that the users get on the streets is like walking in a tunnel. This part of Levent is an ex-shanty town area, although completely legalised nowadays, it is very easy to see the history behind it in the organic street network and solitary run down gecekondus between the mainly six or seven storey new apartment buildings.

5Project

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This low quality environment has led to the high-income people who work in the region choosing to live in better conditions on the Asian side of the Bosphorus. Typically they will drive across one of the bridges to get to work as analysed in the previous chapters.

In contrast to the west, the east side of the Levent CBD comprises very high in-come residents and their single or double storey private houses with individual private gardens. The public spaces are plenty and although positioned just next to the Levent’s skyscrapers the open spaces give the public the space to breathe in the dense city life. However, the life in this side of the road is not as lively as the other side. The people are separated by the large gardens and although there is plenty of open space, the area lacks public attractions and activity.

Between Levent’s skyscrapers there is no public realm. Most open spaces are car parks and the large corporate buildings enclose themselves with the tall walls around them, offering nothing to the public use.

Both physical and psychological boundaries exist along the site. Physical bound-aries sometimes appear as walls and sometimes as wide roads. Psychological boundaries are shown as both the people from different socio-economic classes keeping themselves in their own world and the implantation of foreign central busi-ness district model into Istanbul which has destroyed the traditional Turkish street culture in the area.

5.2. East side of Levent CBD with its empty and unused open spaces 5.3. Small scale houses next to the skyscrapers

5.4. Levent is not built for pedestrians.

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5.1.1. A close-up look at the main two boundaries:

There are two distinct boundaries on the site. To the east is the main road Buyuk-dere Street. While it is not a highway it does have 8 lanes and only has one street-level pedestrian crossing along the 2km Levent area.

To the west is the boundary between the Levent high-rise buildings and the low income residential area. This boundary manifests itself from time to time as four or five storey high walls directly adjacent to the residential fabric.

5.6. Astonishing physical boundaries, walls of Levent

5.5. 8-lane Buyukdere Street separating Levent into two

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5.7. Levent’s road texture map

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5.8. Levent’s urban grain map

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5.1.2. Initial thoughts

The goal of this project is to dissolve the boundaries between the low and high income residents of the area, thus supporting different scale commercial activities, bringing jobs, greater diversity and taxes which will all lead to a socially sustainable environment.

The proposal should aim to do this by uniting Levent low income residential neigh-bourhood with the central business district and securing a public realm connection which addresses current severance of the neighbourhood in the east.

The low quality public realm on the west side of the road should be im-proved with open spaces, new public activities and quality living standards for everyone. The upgrading of Levent residential areas would make it more attractive for the people working in the CBD creating a vibrant dense mixed used environment, thus reducing the number of commuters all of which will benefit both local and wider city devel-opment.

5.9. First thoughts for boundary dilution

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5.2. Project steps

5.2.1. Existing pedestrian movements and places of interest

The availability for change in the neighbourhood was analysed. The existing low income residential area on the site is already under pressure of the expanding Lev-ent business area. So as a start this area is considered as a possible improvement area.

Existing east-west major pedestrian movements were analysed which provided the base for the desire lines for locating the new major mobility axis.

There is one metro station at either end of the site, 1.2 kms apart, with the metro line going right under the main street.

5.10. Changeability map 5.12. Border and metro stations5.11. Pedestrian flow

5.13. Site analysis. Existing points of interest.

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Finally a more detailed site analysis was carried out, locating places of interest such as mosques, schools, parks, commercial axis and walking and cycling dis-tances from the metro stations.

5.14. Detailed site analysis

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5.15. Small interventions along the border

5.16. Total regeneration of Levent back streets

5.17. Hybrid option

The first considered improvement method for the site was the insertion of small interventions to strategic locations across the border to activate the interac-tion between the two sides and insertion of more interventions in the low income neighbourhood to activate improvements in the area.

This small intervention method was abandoned with the thought of not be-ing a powerful enough tool for the severe borders.

5.2.2. Revisiting the aim – three design considerations and concepts

At the other end of the spectrum was the total regeneration of Levent’s back streets to create a new high quality environment. This method also involved the new pro-posals across the Levent high-rise build-ings and across the road to address the connection problem on this border.

This method was also abandoned due to the very high level of financial investment required and the risk of losing the existing local identity by destroying all the existing fabric.

The third alternative is a hybrid between the first two trying to utilise the positive points from each solution and combining them. This method picks and chooses the redevelopment sites according to the ex-isting site conditions and locating the are-as that require most improvement. It also involves inserting interventions across the boundary to activate the connections.

The concept model of the scheme was built to develop the design and to help the evolution of the determined connec-tion points.

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5.2.3. Inserting the spine and focal points

An important point in the design process was the decision to turn the existing boundary between the low income residential area and the Levent high-rise busi-ness section into a main boulevard. This new public realm spine was designed to run north-south, connecting the east-west commercial corridors. Following detailed site analysis the active urban node locations were determined and placed at the intersection of these north-south and east-west routes.

5.18. Focal points were inserted at strategic locations

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Different characters were given to each focal point considering their different locations.

The first focal point was identified as a land mark in the shape of a viewing tower which can be an attraction point and can be used by the public to enjoy beautiful Istanbul views.

The second focal point was positioned adjacent to the existing weekly Monday street market and formed as a plaza to enable an extension on Mondays and to be used as a breathing space for the public with its fountain in the mid-dle and various cafes on its periphery.

The third focal point is using one of the exist-ing high walls along the boundary in a remem-brance of the past and offers weekly screenings on it while creating an outdoors performance area in front of it.

The fourth focal point was positioned next to an existing primary school and using its open space as a skate park. It also keeps a part of the existing boundary walls and uses it as a climbing wall, giving a nice lunch time activity to the business people as well as a new play area for the local children.

The fifth focal point which is located at the end of the proposed new boulevard is a large city park. It offers a quality open space where peo-ple can meet, relax and escape from the busy city life surrounded by large trees and tasting a piece of nature.

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5.2.4. Stitching the two sides together

Having addressed the boundary on the western side of the CBD the next step was to consider the road boundary to the east. For this the existing major east-west mobility axes and main commercial lines were extended to meet the major points of interest on the eastern side.

This then raised the essential question of how to let pedestrians cross the existing road. Three alternatives were considered:

1. Slow down the traffic on the 8-lane road and convert it into a more pedestrian friendly environment.

2. Bury the road totally and let pedestrians cross at existing ground level.

3. Put landscaped bridges across the road to ensure continuity of pedestrian ac-cess.

The first of these alternatives was considered to be inadequate; the road Buy-ukdere is a major arterial route in the city and the primary access route for both bridges. As such it will always be busy and pedestrians would always be forced to contend with huge amounts of traffic.

5.19. Buyukdere Street in the city’s main road infrastructure context

Buyukdere street

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Burying the road would be a possible solution. However with the subway line run-ning between the metro stations Levent and 4.Levent directly under the road along its entire length such an approach would be very expensive. Considering the pro-posed scale of the entire project and the investment involved, this solution might still be considered. However, this design proposition chooses to deal with the cur-rent situation, addressing the problem rather than burying it.

At this stage the locations of the two large landscaped bridges were chosen along the main east-west routes and on the points where a continuous connection is most needed. The purpose of these bridges was to carry a new continuous public realm level to either side of the road.

5.20. Locating the raised landscape across the road and the continuation of the public realm

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5.2.5. Choosing redevelopment areas

To determine the extent of the new proposal area, the existing building conditions on the site were analysed by looking at the current heights of the buildings. In summary where ever a one or two storey building is seen on the west side of the central business district, it indicates a residual shanty town building, always in a bad structural condition and mostly derelict. This analysis indi-cated the extent of the new proposal area.

5.21. Determining the proposal area by selecting the run down and derelict shanty gecekondus

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5.22. Focal points, mobility axis and proposal in its context

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5.2.6. Heights and densities for new development

As this project aims to create a dense mixed used environment for the residents of Levent, the determination of the possible high-rise development areas were an important step. The height of the new development was decided with the consid-eration of the existing and proposed open spaces, commercial axis and public transport nodes.

5.2.7. New mobility network and street typologies

Street culture is a very important part of daily life for Turkish people. They are used to carrying their lives on the street and spending their days outdoors, socialising and working.

This project has taken this fact into account and tried to approach the newly de-fined street typologies in a sensitive manner. The new street network on the west is integrated completely with the existing mobility lines and offers an intimate street typology. Most of the current streets in this part of Levent are not differentiated with pavements and vehicle roads. Instead they are shared spaces which work quite well in this environment. The proposal keeps the same attitude for the small side streets.

5.23. New building heights 5.24. Project diagram

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For the main two important streets, the proposal was inspired by a couple of well-known successful streets in the world, the Ramblas and Cours Mirabeau.

For the main north-south boulevard located along the current west boundary a street typology like the Ramblas in Barcelona was used. It is a street which is clear-ly designed for people to be on, to walk, to meet and to talk; and it succeeds. The character of the Ramblas is appropriate for the strolling tradition of Turkish people and can be filled with public activities along the way. It is a street for everyone. It runs approximately 1.1 kms and it starts and ends with major active nodes in the city just like the proposed Levent boulevard.

It has a central wide tree-lined promenade with vehicle routes pushed to both sides. The central pedestrianized area is filled with colourful flower shops, busy café tables, and life.

5.25. The Ramblas and its tree-lined promenade was chosen for the new main boulevard’s typology. (Images: Jacobs, 1995)

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5.26. The envisaged feeling of the proposed 1.1km boulevard

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The second inspirational street was Cours Mirabeau in Aix-en-Provence and its typology was applied to Ismet Inonu Street, the most significant east-west com-mercial axis in Levent. The existing Ismet Inonu Street is already a very busy com-mercial street with relatively wide pavements on either side. However it could be improved significantly with the extension of its commercial axis to the east and transforming its vehicle based character into a pedestrian based street with tree planting, narrowing the wide vehicle road and widening the pavements.

5.27. Cours Mirabeau’s street typology was taken as an example to define a new character for Ismet Inonu Street. (Images: Jacobs, 1995)

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5.28. A vision for the new Ismet Inonu Street

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5.30. Comparison of Levent’s proposed boulevard and Barcelona’s The Ramblas

Levent’s new boulevard for the Ramblas typology

Ismet inonu Street for Cours Mirabeau typology

5.29. Locations of the typology applied streets

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The character of the new roads between the high-rise buildings was taken from the organic street structure to the west in contrast to the existing sterile ruler-straight roads.

The project defines the mobility at the new public realm level on the landscaped bridges across the Buyukdere Street as mainly a pedestrian and bicycle based one. The paths are relatively narrow and the street surface is cobbled. These paths can still accommodate vehicles if needed, though they do not offer through access to a particular site. At this stage a quick investigation regarding the road structure at the entrance points was carried out.

5.31. Insertion of the new organic road structure between Levent’s high-rise buildings

5.32. A detail from the new road infrastructure junction

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5.2.8. Block typologies

Definition of the new block typologies was a key element for this project. It took the existing block typology on the west of the site as a starting point and aimed to keep the character while giving what the current urban fabric is lacking. The proposed three block typologies are located along the site from west to east, buildings in the blocks getting progressively taller and the open space which is allocated in each block becoming more public from private.

5.33. Proposed building typologies and their usage guide along the site

Exis

ting

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ace

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ivat

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ore

publ

ic

Bui

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zesm

alle

r & lo

wer

larg

er &

talle

r

Loca

tion

wes

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st

Bloc

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1Bl

ock

type

- 2

Bloc

k ty

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3

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This exercise was followed by another one where the building entrances and the possible commercial sections for the blocks were studied.

These different block typologies and open spaces were then inserted to the site according to the block’s unique qualities.

5.34. Proposed block typologies with building entrances

Exis

ting

fabr

icBl

ock

type

- 1

Bloc

k ty

pe -

2Bl

ock

type

- 3

commercial axis & shop entrances




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5.35. Inserting the defined block typologies along the site

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5.2.9. Land use

When deciding on new land uses, the existing fabric’s qualities and functions were taken into account to ensure successful integration.

Usage of the land as a commercial and residential mixed used sense is very com-mon in Turkey. With this in mind the proposal defines the mixed used sections of the site according to the commercial axis and connection possibilities.

5.36. Land uses and new road layout

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The proposal also invites the idea of transforming the existing separate and dis-connected business buildings. The project gives new functions for the public use into the lower floors of these buildings, keeping the individual businesses on upper floors. These new public functions attract more people into the site as well as giving much needed new activity options for the residents.

5.38. Diagrams showing detailed land uses, open spaces and active frontages

5.37. Section showing new functions applied to existing high-rise building & under the new public realm level

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5.39. Lower level floor plan

5.40. Upper level floor plan

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5.2.10. Green network

The green network is an important part of the project as the existing site condition could be improved significantly just by inserting open spaces and connecting these with green routes.

One of the major points was the continuity of this green network across the bound-aries and using this network as an ingredient for the boundary diluting scheme.

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5.2.11. Block typologies in the third dimension

The unification of the previously defined block typologies and the heights for the new buildings is a crucial step in this design proposal.

To help define the new building heights an abstract envelope idea was developed. This envelope shaped itself with consideration of the existing building heights, ex-isting and proposed open space and significant mobility axis locations as described in section 5.2.6. The proposal block typologies should fill this envelope and define their heights according to it.

5.41. Experiments with the envelope concept

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5.42. Envelope concept applied to the blocks on the model

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One of the main issues to arise was the difficulty of maintaining the existing stepped and dynamic character of the urban fabric while applying the envelope rule to the site. This balance was achieved throughout the site after several attempts at com-bining the curvy character of the envelope and the stepped character of the block typologies.

5.43. Merging the envelope concept with the stepped block typology characters

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Here are some images showing the evolution of the combination:

1

5

6

2

4 23

5

6

5.44. Envelope & block typology step by step evolution

1- First version envelope and its extent

2- First application of the envelope to the blocks

3- Existing stepped dense fabric

4- Trial for existing stepped typology application to the proposal blocks

5- Two unsuccessful attempts for merging stepped typology and the envelope concept; the envelope was not readable

6- Final result with the merging method where the desired balance was achieved

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5.2.12. Open space improvement on higher levels

As a part of the green network, platformed connections between the high-rise busi-ness buildings and the raised landscape were established and new roof gardens were introduced at appropriate locations on the existing roofs of these buildings.

The stepped character of the proposed buildings also offers roof gardens for the residents.

5.2.13. Working with the new public realm level

Adding a new public realm level is recognised to be a significant challenge and can cause separation between the existing and the proposed. After studying several successful multi-level projects, the key design compo-nents behind their success were identified and after sev-eral attempts the right degree of interaction between the proposed two levels was achieved.

The sharp edges of the platform were balanced with sloped corners for a seam-less interaction between the levels. The insertion of new public functions into the

5.46. Platform character evolution: 1- Sharp edge single surface, 2- Liquid form for maximum lower level connec-tion, 3- Final result hybrid platform integrated fully with the existing topography lines

5.45. Detail plan - platform connection with existing level

1 2

3

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1

2

4

6

8 10

9

7

5

3

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existing business buildings supports the people flow from one level to the other. Outdoors activities supported by gardens benefit both levels.

The space quality under the platform was also taken into account. Again case stud-ies of successful projects were used to inform the design elements in this project.

The most important element to consider was the natural light levels under the plat-form. This required that the character of the platform be not an opaque continuous surface but a porous one. The earlier studies explored the locations and the char-acter of these pores which were later defined as water features for upper levels that are experienced as skylights from below.

5.47. Early stages of platform penetration design

5.49. Setting up rules for the new multi-level environment

5.48. Case studies on page 74:

1- Footbridge by BDHP Archi-tecture, Italy, Lucca

2- Park of Levante by K/R Ar-chitects, Murcia, Spain

3- Perforated surface inspira-tion

4- Successful multi-level de-sign - Jian Wai Soho develop-ment, Beijing, China by Riken Yamamoto

5- Perforated surface inspira-tion

6- The Highline, New York, James Corner Field Opera-tions

7- Spiral ramp in Shiokaze-bashi, Tokyo

8- Namba Parks, Osaka, Ja-pan, The Jerde Partnership

9 & 10- Upper level fountain, lower level skylight - Britomart Train Station, Auckland, New Zealand

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5.50. Figure ground plan - Before

5.51. Figure ground plan - After

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5.3. A new environment for Levent and Istanbul

The project transforms the existing unfriendly Levent which is disturbed by strict boundaries into a lively, people friendly and liveable Levent. It creates a socially sustainable environment, dissolving the boundaries between the low and high in-come residents of the area, and supporting different scale commercial activities.

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The upgrading of the Levent residential areas makes it more attractive for the peo-ple working in the CBD, bringing jobs, greater diversity and taxes, and reducing the number of commuters all of which will benefit both local and wider city develop-ment.

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6Defining the tool kit

6.1. Boundary treatment types

6.1.1. Road boundaries

1- Landscaped pedestrian connections across the main road address current sev-erance of the neighbourhood in the east.

2- Positioning the new bus stops along the main road on the intersection with the new major mobility axis ensures continuity of movement.

3- Continuity of the urban fabric across the road provides a total extension of life from west to east.

4- Carrying the green network across the road together with the urban fabric dilutes this road boundary further.

6.1.2. Urban fabric change boundaries

1- Inserting an important boulevard along the former boundary provides the radical transformation of this spine.

2- Feeding the boulevard with active focal points along the way offers new attrac-tion spots and meeting grounds for the users.

3- Assigning healthy and engaging pass-time activities into the focal points creates a community bridge and new social meeting grounds.

6.2. Area treatment types

6.2.1. Skyscrapers and people-unfriendly streets

1- Insertion of the smaller urban fabric scale from the residential area on the west into this giant’s environment re-introduces the lost active and lively street culture and brings the buildings down to human scale.

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2- Bringing the organic road structure from the west, creating roof gardens on exist-ing buildings and creating connections between them provides a more interesting environment.

3- Using the new public realm level as an activity stimulating element in several levels provides sparkles of liveliness and strengthens connectivity.

4- Inserting new public functions into the lower storeys of the existing large scale office buildings increases the interaction between the levels and changes the street frontages into inviting surfaces, providing a more sociable and activity rich environ-ment.

6.2.2. Low quality residential areas

1- Identifying the derelict and left over areas for redevelopment ensures neighbour-hoods retain their existing positive characteristics.

2- Defining an envelope to determine the heights of the new buildings sets out guidelines for the individual proposals.

3- Creating the new block typologies including the new open spaces according to the existing block typologies in the site provides an outcome which is in harmony with the existing context.

6.3. Rules to make it work

In this project there were two boundary types and different treatments were used for each of them. The solutions for the problems that were initially seen as uniquely complex proved to be divisible into logical steps which could be turned into a toolset and applied to other instances in other fast growing cities facing similar problems.

While dealing with a social boundary situation, it is important to remember that more interaction is better to ensure a socially sustainable city.

In a cultural boundary treatment, it is important to investigate the lifestyle and urban fabric traditions of the city and to use these to create appropriate typologies for the area.

The biggest lesson of all is to remember that the first and the easiest answer to a large scale problem such as traffic congestion is unlikely to be the correct approach in a complex organism like a city. We need to dig deeper to find a more innova-tive and radical solution down in the roots of the city itself as a step forward for a sustainable future.

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7Conclusion

Throughout history people have tried to overcome the boundaries created by na-ture as well as creating their own physical and psychological boundaries in urban form. Frequently these man-made boundaries and sharp divisions in cities jeopard-ise the possibility of both a physically and a socially sustainable future.

This thesis investigated different boundary conditions and their consequences in the city of Istanbul as an example of ways to find answers to city scale transport and human scale social problems.

The design component of this report focused on a regeneration project in Levent area in northwest Istanbul and presented the built environment as just a fraction of the whole city making experience. The report analysed how the distinctive neigh-bourhood patterns may live side by side in harmony and how not only the textures of different regions but also the stitches that bind these areas together become important. The project argued that the tension between the shapes, patterns, shad-ings of the social, economic and architectural divisions should be turned into a binding force for multi-patterned cities. The dilution of these divisions and bounda-ries were the key element for the offered design solutions.

The proposal is then divided into its components and explained in a step-by-step approach, to extract a toolset derived from this process. It is hoped that this toolset can be used to overcome similar boundary conditions and their negative conse-quences in many other developing and complex cities.

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Page 16 (2)- Taptik, A. (2010), Urban Age Newspaper, The City Too Big to Fail [Photograph] [Online], pp.44. Available at: http://www.urban-age.net/publications/newspapers/istanbul/media/UrbanAgeIstanbulNewspaper_en.pdf


Page 16 (3)- Lallouet-Geffroy, J. (2010), Histoire d’un « bidonville » ou com-ment la ville grandit[Photograph] [Online], Available at: http://www.esjistanbul.com/2010/04/28/karanfilkoy-le-premier-%C2%AB-bidonville-%C2%BB-distanbul/


Page 16 (4)- Keskin, G. (2008), Karanfilköy’de Kentsel Dönüşüm mü Rantsal Dönüşüm mü? Available at: http://v3.arkitera.com/news.php?action=displayNewsItem&ID=26415

[Accessed 24 November 2010]

Page 19 - (2007), San Francisco Bay [Photograph] [Online], Available at: http://www.wallpapershdi.com/wallpaper/2604/san-francisco-bay-bridge-widescreen.html


Page 20 (1)- Soyupak, H. (2009), [Photograph] [Online], Available at: http://pica-saweb.google.com/lh/photo/8iACvE35WmOeC9VcZr_s1Q


Page 20 (2)- Bosporus Bridge, Turkey [Photograph] [Online], Available at: http://www.flintneill.com/bosporus-bridge/


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Page 21 - Emden, C. (2010), Urban Age Newspaper, Is There a Road Ahead [Photograph] [Online], pp.47. Available at: http://www.urban-age.net/publications/newspapers/istanbul/media/UrbanAgeIstanbulNewspaper_en.pdf


Page 22 (1 & 2)- Alkent, Etiler (2011) [Photograph] [Online], Available at: http://www.alkentetiler.com/sayfa_goster.asp?dil=tr&sayfa=102


Page 24 - Istanbul Bosphorus Bridge [Photograph] [Online], Available at: http://bosniak.deviantart.com/art/Istanbul-Bosphorus-Bridge-2889828


Page 74 (1)- BDHP Architecture, Italy, Lucca [Image] [Online], Available at: http://www.archdaily.com/119151/footbridge-to-ex-officinelenzi-bhdp-architecture/

[Accessed 15 June 2011]

Page 74 (2)- K/R Architects, Murcia, Spain [Image] [Online], Available at: http://www.archdaily.com/133512/park-of-levante-master-plan-kr-architects/


Page 74 (4)- Jian Wai Soho, Beijing, China [Photograph] [Online], Available at: http://www.flickr.com/photos/dysturb/3476167992/


Page 74 (6)- The Highline, New York, James Corner Field Operations [Photo-graph] [Online], Available at: http://www.archdaily.com/28158/first-hand-on-the-highline/


Page 74 (7)- Spiral ramp, Tokyo [Photograph] [Online], Available at: http://www.flickriver.com/photos/27889738@N07/3559809774/


Page 74 (8)- Namba Parks, Osaka, Japan, The Jerde Partnership [Photograph] [Online], Available at: http://www.archdaily.com/36987/namba-parks-the-jerde-partnership/


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