“I, Francisco Azagra, 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.”

UCL Bartlett School of Architecture

MArch Urban Design 10-11 / Unit 4

Francisco Azagra

email: fco.azagra@gmail.com

Tutors: Anna Rose / Bernhard Rettig/ Daniel Ringelstein

4

As many old Metropolis, Istanbul has grown through strong barriers: complex geography and defensive walls over the time. They have generated enormous difficulties to connect the city leaving urban voids, obsolete areas and a clear segregation of local communities. In the last decades, several projects have been created in infrastructure’s matter as enormous motorways and bridges in the middle of the city. However, they have increased the fragmentation over time. Recognizing this problem, “Plug-in Theodosian Wall” is an urban regeneration project developed over a key area of Istanbul (zone of restoration) which runs throughout the historical wall and Green Belt. The purpose of this project is the transformation of these barriers into connected pieces in benefit for the city and particularly for local communities.

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2

Contents Introduction _____________________________________________ 4 1. The Topic: Structural Barriers _____________________________ 6 1.1. Limits in the City Growth _______________________________________ 8 1.2. Large Urban Barriers ____________________________________________ 9 1.2.1. Along the Water 1.2.2. Along the Ancient Walls 1.2.3. From the Railway Infrastructure to the Motorways 1.3. Transformation of Structural Barriers ______________________________ 12 1.3.1. Rethinking Infrastructure as linear parks 1.4.DefinitionofSustainableCorridors_________________________________14 1.4.1.WhyIntroduceSustainableCorridorsintotheCentralCityAreas? 2. The Case: Inner Ring of Istanbul ________________________ 16 2.1. Inner Ring & Green Belt __________________________________________ 22 2.2. Connectivity ____________________________________________________ 24 2.3.DefinitionofaStrategicArea____________________________________24 2.4.TheTwoSidesoftheWall_______________________________________26 2.5.StudiesontheArea&ObjectivePlan___________________________28 2.6.FromtheThreattotheOpportunities____________________________28 2.7. Strategies of Intervention _____________________________________ 30

3. The Proposal: Plug-in Theodosian Wall _____________________ 38 3.1. Masterplan __________________________________________________ 38 3.2. Green Spine ___________________________________________________ 40 3.2.HowdaesGreenSpineoperate?________________________________50 3.3.HistoricalWallPark____________________________________________52 3.4.PreservationofUrbanAgriculture________________________________54 3.5.MarketsandLocalEconomy___________________________________56 3.6.RethinkingWaterSupply_______________________________________58 3.7.NewHousinginConsolidatedNeighbourhoods___________________60

Projecting Istanbul in the Future (Conclusions) _______________ 62

Reference List ____________________________________________ 64

3

INTRODUCTION

As a consequence of the city growth, several structures have become into barriers which, through timehavegeneratedfragmentedcitiesandintermediatezones.Thesezoneswhichoftenremaininactiveanddisconnectedtotherestofthecityrepresentagapwithintheurbanfabric.However,theyalsorepresentinterestingopportunitiesofnewdevelopmentsortheresponseinoppositiontothefasturbansprawlandtheneedofpreservingsomeareas.Theobjectiveofthisinvestigationisdetectingthosestructuralsituationsandtomakeaproposalabouthowtheycanbetransformedover time in a sustainable way.

Therefore, this report is structured into three parts according to the definition of the topic, thestudyofaparticularcaseand theproposal. Thefirstpart, isan investigationofdifferentkindofbarrierswhichhavelimitedthecitythroughthetime.Alongthewater,historicalwallsandobsoleteinfrastructures,citieshavebeenfragmentedinseveralpartsleavingintheiredgessomeareasunderuse,disconnectedanddangerousfortheirneighbours.However,therearealsosomeexperiencesaroundtheglobewhichhavechangedthesetrendtobetransformedintonewsustainableprojects:promenades,longitudinalparksandgreencorridors.

The secondpart isa strategicanalysis in thecityof Istanbul, Turkey.By recognizing its structuralbarriers clearly evidencedalong the historical citywalls, Istanbul represents an interesting caseofurbanfragmentation.Infact,HistoricalWallswerethelimitsofthecityforlong,leavingoutsideagriculturalareasandlatercemeteries,hospitalsandindustries;inotherwords,theknownGreenBelt. Across this Green Belt was built the beltway in 1973 as the unique line able to connect east andwest,EuropeandAsiaseparatedbytheBosphurusandtheGoldenHorn.Atpresent,beltwayOtoyol1 isoneof themost importantmotorways,whichhasallowedtheconnectionof severalareasalongthecircuit;however,ithasleftalsoredundantareaswithoutacleardefinitionoftheiruse.

The third part identifies a key area of Istanbul which presents a unique opportunity of urbanregeneration.AsaresultofconnectingthebeltwaywithanewmetrosystemandtheMarmaraSea,theproposalgeneratesacirclelineoftransportwhichcertainlycouldimprovetheconnectivityinthecityof Istanbul.At thesametime, thisprojectcalledTheodosianWallGreenCorridor,couldefficientlyreactiveseveralwastelandsandobsoleteindustriesbytheregenerationofconsolidatedneighbourhoodsandthecreationofnewareaswhereitwillputgreateremphasisonsustainabletransformation.

4

BoSphoRUS BRiDge AT piCk hoUR TRAFFiC (1)

5

THE TOPIC: Structural Barriers1.

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7

1. THE TOPIC: Structural Barriers

Limits in the City Growth

Thecontextofrapidurbanisationtodayaccountsfor50%ofthetotalglobalpopulationlivesincities(rural

areas50yearsagoaccountedaround70%).Thenumberofpeoplewhochoosetoliveinthecityhasrisen,that

meansnowadayscitizenspreferurbanlifestyleratherthanlivinginthecountryside,inspiteoftheperception

inthequalityoflivingincitiesisquitedebatable.Thisprocesshasbeenthesubjectofextensivediscussion

withvariousexperiencesindifferentcities.Atpresenturbangrowthcanbedescribedfromtwoperspectives:

ononehand in termsof theurban sprawl,buton theotherhandabout thecompactcity.Although for

manyurbanplanners,thelasttypologyisclosertothesustainableurbanmodel,mostsocietiesandplanning

systems has not yet been able to overcome the free urban sprawl in cities.

Throughouthistory,manytownshavelimitedtheirterritoriesfordefensivepurposesinordertoprovidesecurity

asthewalledcitiesofthemiddleages,otherwiseforplanningreasonsasinthecaseofpost-industrialcities.

Planningasadisciplineinwesternsocieties,generatedthedivisionoffunctionalareasinmanycityplans,for

thatreasondifferentzoneswereclearlyrecognized,suchasresidential,commercialorindustrialareaswhich

wereconnectedthroughmaintransportroutes.Theemphasisontheconnectivityofthecitywasoneofthe

mostsignificantissuesinthedesignedtheoriesforgrowingcities.Asaresult,certainconceptssuchasradial/

ringsororganicsystemswereproposedandarticulatedbytransportcorridors,originallywerepresentedby

therailwaysystemasaclearlimitwhichwasimposedonthecity.

Theneedtopasstheselimitstosatisfytheurbansprawl,producedtheconstructionofnewbridgesandel-

evatedmotorwaystoconnectthemwithresidentialneighbourhoods,shoppingcentresandnewsub-centres

thathaveguided theattention towardnewareasof interestanddevelopment.Meanwhile, theold sites

(transportand industrialcorridors)arenowshapingurbanvoidscharacterizedby insecurity, lowstandard

habitabilityanddeteriorating.ThisisaconceptwhichIgnasideSola-Moraleshasdefinedas“TerrainVagues”.

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(2)

Large Urban BarriersTounderstandtheconceptof“TerrainVague”inthecontemporarycityitisnecessarytolookintotypologies

oftheformerboundariesandperipherieswhichrepresentaseriesofclearlyrecognizablesituationsinvarious

partsoftheterritory.Thatsituationisdisplayedaslinesthathavedividedthecitycreatingasetofpieces,these

linesindisputablyhavefragmentedthecityundertopographicormanmadeinterventions.Inthatsense,we

observeindustriallandsassociatedtodisusedrailinfrastructure;oldportswhichlaterwereaccompaniedfor

alargeurbanhighway;orancientwallsthatoncewerethecityboundaries.Thereby,wecanidentifyagroup

ofsituationsalongthewater,ancientstructuresandthetransportdevelopment;allofthemhaveopenedup

interestingpossibilitiestobetransformedintonewurbanprojects.

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WeST SiDe YARD SToRAge, NeW YoRk (3)

ALONGTHEWATERFRONTS

Withaclearawarenessabouttheimportanceofwaterinhumansettlementsdevelopment,thelogicactionin townswas looking for strategic locationsalong rivers, canalsorcoastlineswhich,bynaturalcondition,determinateoneofthemostsignificant limitsofthecitygrowth.Atthesametimelivingaroundthewatermeant tohavenatural resourcesandagoodconnectivity. Later,with thecitygrowing theseboundariesbecameindustrialbarriersandportmachineryonmajorriverswhichhavekeptawayforlongpeoplefromtheiredges.Itmeantfirst;isolatedlocalcommunitiesandsecondlyoneofthemostpollutantepisodesoftheaquatic environmental history.

In recentdecades, themovingof the industry towardnewcentres,usingair transport,new technologiesinnovationandtheconsequentlyspacereductionintheports´workarea,resultedinthetransformationofmanyterritories.Themainreasonwasthenatureoftradehadchanged(BanksinsteadPorts),biggershipsmeant ports moving away from city centre areas, then sites became available for urban regeneration. These siteshavenowbeenredefinedasservicecorridors,recreationareasandcultureequipments,highlightingthepotentialfortouristattractionwhathasbeenamodelforrethinkingcitiesandimprovingpeople´squalityoflife.

ALONGSIDEANCIENTWALLS

Sinceoldageormaybepreviously,wallswherebuiltatdifferenttimesandlocationsasdefensiveandcontrolsystemsofsomespecificareasinordertoprotectthem.Theperiodrecognizedlikethepeakofthosekindsofconstructionswas theMiddleAge.Castles,villagesand feudalcitieswerebuilt inmanyplaces; todaythemajorityofthemhavebeenrestoredfortourismpurposes.Inthesamelineseveralbuildingsaroundtheworldhavebeenmaintained,rebuiltorrestoredinsomeoftheirpiecesforheritagepreservation.Withinthesestructuresthereisapossibilitytoincorporateoldbridgesandculvertswhichhavebeenembeddedinthecity.

However,therearealsosignificantnumberofoldstructureswhichhavebecomeinanobstacleratherthananopportunity.Duetothehighdamageandrecoveryprojects’costithasbeendifficulttomakesomethingforrescuethem.Themajorityofthemhavesurvivedwars,evennaturaldisasters,buttheyhavenotbeenableto respondtosocialandeconomicdynamicsof thecontemporarycity.This situationbecomesthemintobarrierswithoutclearuseordestination.

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BRookLYN BRiDge pARk (4)

FROMTHERAILWAYINFRASTRUCTURETOTHEMOTORWAYS

Through the history, and originally associatedwith the industrial sector, the use of the train has broughtconsiderablebenefits forproductiveactivities in thecity.Nevertheless,put it intopracticemeant thecityhadtoincorporateprobablyoneofthebiggestphysicalbarrierswhichhavecrossedorsurroundedthecity.Nowadays,functionalandtechnologicalchangesbasedonthespacereduction,newkindofstructuresandnewlines´introduction,bysubterraneansystems,haveleftobsoletemostoftheselines,whichnolongerwillplaytheroletheyplayedinthepast.

Otherwise,highwaysappearedslowlyinthefirsthalfofthetwentiethcenturybyreusingtraditionalstreetsinthecity,whichatthebeginningwereusedbypeople,horses,bicycles,carriagesandsoon.Thesamestreetslaterwereusedbymotorizedvehicles; theconditionof theformerpedestrianstreethadchanged. In thesecondhalfofthecentury,theexplosivegrowthinthecars’numberandtheurgentneedtoconnectcitiesproducedvaststretchesofconcreteonelevatedstructuresthroughthecityandthecountryside,flushwiththefloororunderground,leavinguninhabitablelargeareasintheirborders.

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WALLeD CiTY oF DUBRoVNik, FoRMeR YUgoSLAViA (5)

LiNe 5, RAiL SToRAge, SANTiAgo oF ChiLe

RETHINKINGINFRASTRUCTUREASLINEARPARKS

Oneofthemaintrendsthathavebeenoccurringincitieswithsignificantrailexperienceisthetransformationofold railway infrastructures thathad fallen indisuse.Someof themtodayhavebecome intonew linearparks.Thesesortsofinterventionshaverevitalizedandrestoredthedegradedcharacterofindustrialareasencouragingthecreationofnewresidentialareas.ThisnewconceptcanbeclearlyillustratedintwosuccessfulcasesinParisandNewYorkCity.

Transformation of Structural BarriersUnderdifferentperspectives, thecityhasbeenfragmentedbyplentyofnaturalandmanmadecorridors,which,followingthelogicofgrowthhavebeenembeddedinkeyareasofthecity.AccordingtoBenton&Rennie(2008):

“The decline of manufacturing especially in the older inner city areas is creating the brownfields of an industrial legacy with issues of soil contamination and pollution. The trajectory from factories to brownfields to Greenfield sites is not only a social process but also an ecological transformation”1

Inthepasttheneedtoconnectthecitywasoneofthemaintasks.Byintroducingfossilfuelsinthetransportsystem,citiesconcentratedlargeemissionsoftoxicgaseswhichhaveproducedenormousdamagetotheenvironment.Atpresent,thetaskistorepairthisdamage,notjustthroughthecreationofnewneighbourhoods,butalsorecoveryfromtheexistingstructurebyintroducingasuitableandsustainableenvironmentforthedesignofourcities.

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high LiNe pARk, NeW YoRk (6)

ThecaseofPromenadePlantéeinParisisanelevatedparkwhichwasdevelopedbetween1987and2000.TheProjectisa4.5km-longcorridorwhichwasbuiltonanabandonedrailwayviaductwhichceasedoperationson1969.TheparkwayrunsfromtheBastilleareaconnectingtheeasternsuburbsofParis.

Timeafterthat,anewprojectisdevelopinginNewYorkCity,theHighLinesParkisa2.3km-longcorridorwhichrunsalongthewestsideofManhattanoverthelongstandingHighLinerailwayatChelsea.Inthisparticularcase,peoplewho livednear totheobsolete railway linedecidedtodefendtheLine’spermanenceandtransformit intoapublicopenspace.Thisprojecttriestopreservewildgrasses,plants,shrubs,andruggedtreeswhichgrewalongthehugerouteafterthetrainstoppedworking.

Bothprojectshavethevirtueofbeing locatedatkeysitesof thecity, through revivingareaswhichwerepreviouslydegradedwitha low interest fromcitizens. Theconditionofelevatedparks hasgeneratedanhabitable second floorwhich is safeandeffective in order togeta space for recreation separate fromvehicularpollution.Withadequateurbanfurniture, lightingtocontrolandmaintenanceof itsfacilities,theproject consolidates a new space in the city. Also, andwithout diminish the importance of PromenadePlantéewhichwasthefirstexperienceofthiskind,HighLinesParkachievesgreaterinterestinthecommunitywithhighparticipationinthedesignprocessandtherescueofpre-existingvaluesfortheconstructionofanewcorridor(preservationofwildvegetation).

Suchprojectscanbecomparedtothelargeamountofwaterfronts’projectswhichhaverevitalizedancientportsandindustriestransformingthemintonewpublicareas.Thetourist interestandanewperspectiveofwaterfronts ´designhasencouraged thecreationofpedestrianwalkwaysconnected toculturalcentres,sport fields, service and recreation. In a different scenario, perhaps one of themost difficult tasks is theregenerationofhistoricalstructureslikecitywallsorsomeothersprotectedpieces.Strictprotectionpolicieswithoutaclearcriteriaaboutinterventionsinthisfield,haveslowedtheprocessoftransformationinbigareasmakinginfeasibilitymostoftheseinitiatives.However,theneedtorecoverhistoricstructureswhicharebeingdestroyeddayafterdayisurgent.Recoveringancientstructuresisataskthatcannotwaitanymore.

Figure 7. olympic Sculpture park, Seattle Waterfront, Seattle. US.

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pRoMeNADe pLANTee, pARiS oLYMpiC SCULpTURe pARk, SeATTLe (7) ANCieNT WALLS oF AViLA, SpAiN (8)

1.Benton-Short,L.;Rennie,J.2008.CitiesandNature.p.151

Sustainable Corridor Definition

FindingaclearwaytodefineSustainableCorridorisnotaneasytask.Frequently,itsdefinitionisassociatedtogreencorridors,whichhasbeenlimitedtotheintroductionofvegetationandwildlifeintheurbanenvironment,asdefinedbelow:

“A thin strip of land that provides sufficient habitat to support wildlife, often within an urban environment, thus allowing the movement of wildlife along it. Common green corridors include railway embankments, river banks and roadside grass verges.”2

However, the latest examplesofgreencorridors includehumanactivityasa fundamentalpart in linkingecological systems (not necessarily wildlife) within towns and city centres, workplaces and communities.Oftenfollowalongrivers,disusedrailwaysandroadways.Thesecorridorspromotepathsforrunning,cyclingor skating.

WHYINTRODUCESUSTAINABLECORRIDORSINCENTRALCITYAREAS?

Itisimportanttomentionthatvegetationandnaturepositivelyinfluencetheclimateofagivenareanotonlyinthephysicaloraestheticaspectbutalsoinsuchagoodpsychologicalenvironment.Thatisproducedbybeinginacleanambient,breathingfreshair,coexistingwithnature,everythingtogetherinamicroclimate.Forthereasonsoutlinedabove,whatthemodernfamilywantstodayistoliveontheoutskirtsofthecityduetothegoodlivingconditionsthattheedgesofthetownandcountrysideprovide.Anattractivelandscape,recreationalspaces,overflowinggreenareasandlowdensitygenerateagoodbalancebetweennature-place-habitabilitywhichmeansqualityoflife.However,peripheralareasareoftensegregatedfromtherestofthecitybecauseofthelackofconnectivityandtheautomobile´sdependence.

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NATURAL CoRRiDoR iN hAWAii (9)

Furthermore,thecentralcityareasarecharacterizedbya lowpercentageofgreenareas incomparisonwith its surroundings.Nevertheless, theyhaveusuallyplentyofactivities immersed inadenseurbanfabricandprovidedbyanefficientpublictransportsystem.Accordingtodifficultiesofintroducinggreenareasineverycornerornarrowstreets,wherevegetationdoesnotreceiveenoughlight,weshouldfocusourviewespeciallyinredundantareas.Theadvantageoftheselandsis,theyarelimitingthecitycentrewhichisapositivethingconsideringthelackofavailablelandinthoseareas.

Ontheotherhand,theneedtoconnectthecityhasbeenanaturalhumanurge,generatingconditionsformovingsuppliesforoursubsistenceandourowndisplacementthroughthecity.Themaindifficultyhasbeenthemeansusedtosolvethischallenge,fundamentallymotorizedtransportwhichhasinvadedoursettlements.Thecurrentmodelofurbandevelopmentfordecadeshaspromotedtheuseofprivatecarratherthanpublictransportwhichhasproducedacollapsedsysteminmosttownsandcitiesaroundtheworld.Certainly,thetrafficcongestiononthestreetscreatesanimbalanceintheestimatedtimeforaparticularjourney.Italsocreatesstressondriversandoftennoisewhenthehornisusedrepeatedlyinhightrafficjamsituationsandobviously,environmentalpollutionbytheemissioncarbondioxide.

Incontrastasasustainablesolution,walkingandcyclingapartfrombeinganotpollutantwayofmovement,isalsoaneconomicandhealthyexercise.Bicyclesdonotconsumefuelandtodaythereismoreavailabilitysincetherentalbikesystem(alsoknownasbicyclesharingsystems)isoperatinginseveralEuropeancities.Intermsofhealthy,theyfightobesity,oneofthemayorproblems inurbansocieties.Duringthelastyears,manycitieshavepromotedcyclingandwalkingmorethanarecreationalactivity.However,justafewhaveactuallycreatedthenecessaryinfrastructureforthis,i.e.well-designedroads,accompaniedwithvegetationtoallowtheseparationfrommotorizedroutes.

All these grounds have stopped the increase in the use of these systemswhich obviously are consistentwithotherpublic transport systems,as the subway, the tramandothermeansof transportof lowenergyconsumptionandnon-polluting,forlongdistancesjourneys.Unfortunately,theperceptionofcitizensregardingtheautomobileisstillsocialstatusandcomfort,withpriorityoveranyothermeanoftransport.Butawayofcopingmaybethroughwell-structuredgreencorridorsthatcanbeattractiveforusers.

Forthereasons justexplainedwemustnotunderstandtheredundant infrastructureasabarrierwithinthecity,becausetheyofferagoodopportunitytoincorporatethebestcharacteristicsofbothsectorsalreadymentioned at pericentral city zones. Otherwise, redundant areas have not been intervened; thereafterplannerscantakeadvantageofagoodlocationintegratingsustainabletransportsystems,thecommunityandlocalgovernmentparticipationandtheincorporationofnewusesforabandonedareasasithasbeenshowninmanycasesaroundworldwide.Thebiggestchallengethen,ishowtointroducethesesustainablecorridorsintheheartofthecity.

Facedwiththeinabilitytobuildgardencitieseverywhere,perhapsasthevisionaryEbenezerHowardhaddreamed,or inability tocontrol privateproperty to theentirepopulationassuringagreen space in theirhomesorplacesofwork,wemustactontheexistingnaturalcorridors,streetsandredundantinfrastructurecapableofmakingacity-widetransformation,consideringthatmanyoftheseactionscanbetakenbythehandofonehead:thestateortheadministrativesystemwhichisinchargeforpublicuse.

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gARDeN CiTY SCheMe, WARD AND CeNTRe BY eBeNeZeR hoWARD, AND A peRSoNAL pRopoSAL ReThiNkiNg gReeN STRUCTUReS (10)

2.DefinedbyPlanningPortal.UKGovernment’s.

2. THE CASE: Inner Ring of Istanbul

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2. THE CASE: Inner Ring of Istanbul

Asfewcitiesintheworld,Istanbulwasthecapitalofthreeempiresonitshistory.Thesecitiesgrewalongthe

Bosphorusstraitbydefiningthetriangularareaknownashistoricalpeninsula.Undereveryempire,defensive

wallswerebuiltorreinforcedpreventingtheoffensiveofanyadversary.Themostimportantandstillerected

doublelineofdungeonsaroundthehistoricalpeninsulaistheTheodosianwall,whichwasbuiltinthe5thcen-

turyduringtheearlyreignofEmperorTheodosiusII(r.408–450).

Fora longtime,thecitywas limitedbytheTheodosianWall leavingoutside,areassuitableforagricultural

purpose,cemeteries,hospitalsandlater,theincreasingindustry.Allofthem,definedtheconceptofGreen

Belt.Insidethewalls,thegrowthofthepopulationdutytofindnewlimitstraspassingthebarriersimposedfor

centuries.Thus,thecitywasexpandedalongthestraitsandrivers,valleysandhillscreatingmanybranches

thatremainedscatteredintheterritory.

Theneedtoconnectthisfragmentedcitygaveplacetothecreationofnewstructures:motorwaysorrail-

wayswhichchangedthefaceofIstanbulinthelastcentury.TheconstructionoftheBosphorusbridgeon1973

openedtheposibilitytocrosseast-west(Europe-Asia)byvehiclethroughthebeltwayotoyul1.Thismotorway

runalongtheGreenBeltconnectedwithpartofthehistoricalwallgeneratingtheconceptofInnerRing.In

thelastdecade,theurbansprawlinIstanbulhasdemandedtheconstructionofnewmotorwaysandbridges

togenerateanewconnectivity.Thus,theOuterBeltwayisoperatingasasecondringaroundtheOuterCity

andthereareplanstogenerateathirdbeltwayconsideringthefastgrowthoftheurbanpopulation.

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The Inner Ring & Green Belt

Along 25 kms., the Inner Ring defines several areas under the logic of Green Belt. It links city attractions for recreational, touristic, religious or business interest.

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MosquesandReligiousCentres

Cemeteries

Parklands

SportFields

OfficeAreas

Cultural Centres

Health&Education

IndustrialLands

Transport Terminals

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Connectivity

As the most important motorway in Instanbul, the Beltway Otoyol 1 Initially it served basically to private transport, but in the last decade, Metrobus transport system was introduced carries around 450.000 passengers a day. Therefore, Metrobus system is one of the most successful public transportation defined in around 22 kms. in semi-circle from Kadikoy to Topkapi.

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Definition of a Strategic Area

Oneof themostanticipatedprojects thatwillbe implemented in Istanbul isMarmarayproject. ItconsistsoftheconstructionofanundersearailtunnelconnectingeastandwestsideofthecityundertheBosphorusstrait.Thewholeprojectalsoconsiderstherenewaloftheexistinglinesandstationtobetransformedinamoderntransportsystem.TheimplementationofMarmaray ostensiblywillreducetraveltimesandtrafficcongestionintotheInnerRingareabyopeninganewandefficientroute.ThisroutecouldoperateinconjunctionwiththeBeltwayOtoyol1bygeneratingacircleline.

However, there is stillanareawhich isnotconnectedby structural transport system fromTopkapi to Kazlicesme. Topkapi isan intermodalpassenger transportareawhere several transport systemsconverge:Metro,Tram,Localbuses,MetrobusandDolmuts(sharetaxis).Ontheotherside,Kazlicesme willreceivetheimpactofthenewmetrostationcomingfromtheMarmarayprojectthatdefinelywilltransformanoldindustrialareainanewintermodalarea.

These two points can be efficiently connected by public transport system in 3.5 kms. long. At the same time, it opens a tremendous opportunity of regenerating those areas along the Historical Wall and Green Belt which have remain in very low standard for long time. 25

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The two sides of the wall

TheTheodosianwallisafundamentalpiecetounderstandtheevolutionofIstanbul.Itdescribestwoopposite situations fromeast towestdefiningan innerandoutercity. The Innercity ishistoricallyevolved,characterizedbydenseurban fabricwhere thecommercialand residencialusecoexistinmostlyof theareas.Ontheotherhand, theOutercity isapatchworkof industrial,educationalcampuses,hospitals,sportfields,cemeteriesandparklands.However,bothsideshaveincommonthesignificantnumberofemptylandsandinactiveareasalongthebordersoftheWallbecauseofthestoppageofmanyfactoriesorthemovingtonewindustrialareas.

Themostclearinterpretationofthissectoristhefact,thatuntilnowitneverhasbeenintegratedintothebuiltuparea.Inthe1950s,duringtheeraoftheredevelopment,thecitysprawlhardlyreachedtheTheodosianWallandtheGreenBeltrecentlyprojected.Later,thenewurbanfabricwasdrawnbehindtheGreenBelt,leavingthisareaasagreenlungwhichhasbeenquitecontrovertialuntilnow.However,itrepresentsthemostimportantpieceofenvironmentalsustainabilityconsideringthelowpercentageofgreenareasregisteredintotheInnerCityofIstanbul(around6.4sq.mt.perperson)

Atpresent,thegovernmentisencouraginginitiativestomeliorateinactiveareasalongtheTheodosianWall through the construction of local infrastructure. In that sense, some new recreational areas canbefoundindiferentsectors;however,thelackofresidentialareasconnectedwiththemhavereducedtheexpectationsandresultsofthesenewspaces.ThissituationisclearinthetwopolesoftheStrategicArea:TopkapiandKazlicesme.Thesetwohugeparksaresurroundedbywastelandsorformer industrialareaswhichbasicallyoperateaszonesofconnectionswithoutprogrammesofinterest to attract people.

AlongtheWall,oneofthemostdifficultissuesistheconnectivityeast-westbecausethereareonlyfourgateswhichallowthiscrossing.Thedistanceamonggatesfluctuatesbetween400to900mts.Thiszonehasbecomeinanisolatedanddangeroussectorintermsoftheperceptionofthepeople,but on the other hand it concentratesmostly of the services necessary for communities (health,education,etc).

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From the Threat to the OpportunitiesBasedontheglobalsituation,theInnerRingillustratesalowconnectivityintheStrategic Area area gener-atedby:

A. Nor structural transport system by land. Norcontinuityinmainstreet(paralelsandperpendiculartothewall)

B. No transport system connecting by Sea.

C. historical Wall is a clear limit in the city.

D. The gates generate obstacles to cross from the east to the west side.

E.Significantnumberofemptylands,brownfields,oldindustriesandinactiveareas.

F. No pedestrian facilities.

Studies on the Area & Objective Plan

Considering the new scenario that will be configurated with the with the Marmaray project, the strategic area can be transformed from new objectives and strategies of intervention

29

Strategies of Intervention, A. Inner Ring can be efficiently connected

between Topkapi and Kazlicesme.

Kazlicesme Station will be one of the 4 new stations of theMarmaray

1. By structural transport system along 10 Yil Road.

2. By sea connection between Kazlicesme and Kadikoy.

3. By the improvement of the Road network (north-south connection).

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B. Inner & Outer City connection can be improved along the Theodosian Wall.

4. By rethinking the old gates and its transversal roads.

5. By rethinking areas surrounding the old gates

6. By opening transversal roads.

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C. Recovery of the Theodosian Wall as a linear park-land.

7. By generating new uses for touristic attractions

8. By encouraging the existing agriculture

9. By reusing the old moat

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D. Regeneration of old industry, empty lands and deactivated areas to be transformed into new programmes.

10. By creating new residential areas

11. By opening markets and new commercial areas

12. By consolidating a new cultural area

13. By generating a new office centre

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3. The Proposal: Plug-in Theodosian Wall

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3.The Proposal: Plug-in Green CorridorsAshasbeenillustratedintheanalisis,theStrategic Area isadisconnectedpieceofthecity locatedinaninterestingsectoraroundthehistoricalcentreofIstanbulandimmersedintotheGreenBelt.Accordingtothissituation,theconceptofPlug-inrepresentsthenewconnectivityaswellastheactivacionofsomeobsoleteareas tobedeveloped ina longterm. It isclear thataprojectof thismagnitudeneedtobeplanned indifferentstagesaccordingtotheirfeasibility.Forthisreason,theentireproposalhasbeenstructuredinto3fases:

TheMasterplan represents the final objective on the Strategic Area. In 3.5 km. long the north andsouthpoleshavebeenconnectedbypublictransportsystem(tram)whichcombineswithmetroandmetrobusandMarmarayproject tocomplete thementionedcircle line. The tram systemconsiderssevenstopsfromTopkapiParktoKazlicesmeaccordingtothemainintersectionsandpointsofinterestalongthecorridor.ThelaststationiscombinedwiththepassengerportwhichopensnewalternativestoconnecteastandwestsidesofIstanbulthroughMarmaraSea.

TheTheodosianWallistransformedintoanewparkwhichpreservesthepre-existingvalues:grass,plants,shrubsandurbanagriculture.Theexistingpathsandpartoftheoldmoatarerecoveredtocreateanewtrailfortouristicpurposes.NewcyclingroutesarealsodesignedparalellytotheWall.CemeteriesandexistingparksinconjunctionwithTheodosianParkgeneratethenewnetworkofgreenspaces.

Onbothsidesofthecorridor,empty landsareredefinedasnewhousing,commerce,service,sport,cultureandofficeareas. Itworks inaredesignedstreetnetworkandlandusewhich incentivatethediversityofprogrammes,thepedestrianconnectivityandthepracticeofurbanagricultureasavaluein the local structure.

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MASTeRpLAN

Masterplan

38 DeFiNiTioN oF MACRo AReAS pUBLiC TRANSpoRT SYSTeM

39 STReeT NeTWoRk LAND USe

Green SpineAs the main piece in the strategic area, Green Spine concentrates several structures on its way which canproducethedevelopmentofsurroundingareasbyfollowingthestrategiesofintervention.Themain focus of this piece is the Green Belt activation throught the introductionofdifferentcorridorswhich create a new network of activities.

BOOK MARKET

MIX USE CORRIDOR

NEW HOUSING

AGRICULTURAL MARKET

ANTIQUE MARKET

ABDI STADIUM

SKATEPARK

PASSENGER PORT

SEVEN FORTRESS MUSEUM

LANDMARK PLAZA & ANFITHEATRE

CEMETERY PARKCULTURAL CENTRE

OFFICE PLAZA

TRAM TERMINAL

FISH MARKET

HISTORICAL WALL PARK40

D

C

B

A A

B

C

D

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SeCTioN A_DoCkLAND & FiSh MARkeT

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SeCTioN B_LANDMARk pLAZA & ANFiTheATRe

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SeCTioN C_SeVeN FoRTReSS MUSeUM

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SeCTioN D_AgRiCULTURAL STReeT MARkeT

How does the Green Spine operate?

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Historical Wall Park

TheTheodosianWallisaserieofdefensivestonewallaroundtheOldIstanbulpeninsulawhichdatebacktothe5thcenturyduringtheRomanera.ThebestconservedareaofthisstructureispreciselylocatedalongtheStrategic AreabetweenTopkapiandYedikule.Onthisarea,thewallsarecomposedofthreesections:theinternalramparts,theexternalrampartandthemoat.Atpresent,themoatsareusedasagriculturalgardenswhichgeneratea20mtswidthofgreencorridor.TheexternalrampartintheStrategic Areaiscomposedof49towerswithapprox.25mtshighandaprojectionof10metresfromtherampartwallswhichremainindifferentconditionsofpreservation.

Duringthe1980smanypartsoftheWallwererestoredwithfinancialsupportfromUNESCO;however,ithasbeencriticizedbecauseof thepoorqualityof theresorationwhichwaspartiallycollapsedafter the1999earthquakes. In the list of theWorldMonuments Fund, TheodosianWall appears as oneof the 100mostendangeredsites intheworld.This facthasmotivatedthesearchingofdifferentalternativestoguidethefutureoftheHistoricalWallinasustainableway.Theproposalinthiscase,consistsintheredefinitionoftheseoldstructuresimmersedinaparklandwhichwillberenamedasHistorical Wall Park.

Ashasbeenillustratedinsomeotherprojectswhichhavetransformedobsoletestructuresintoparkland-e.g.HighlinesNewYork-HistoricalWallParkgeneratesanewpedestriannetworkofpathandbridgesin3.5kmts.long.Byreusingtheexistingwall’swalkwaysandcompletingthosepartswhichhavebeendestroyedovertime,thenewparkcanbeconnectedbywalkingfromTopkapiparktotheMarmara’swaterfront.

hiSToRiCAL WALL SeCTioN_eXiSTiNg SiTUATioN

TheoDoSiAN WALL CoNDiTioN (11)

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The towers or bastions are structures adjacent to the ramparts whichrepresent the highest point in the Wall’s structure. Today, mostlyof them have lost slabs and roofterraces remaining just the walls.The proposal for these bastions dependontheconditionofeachunit.

Some alternatives only considerthe use of the interior space left by the walls -e.g. exhibitiontower. Others can be utilized asshopsbyusingacontainerinside,whichavoidthecontactwiththestructure of the Historical Wall. This formula can be repeatedby multiplying the number of containers which can require an specific programme inside thewalls. There are several possibilities of programmes which can be chosen by the communities connected with a tower that ispartoftheirneighbourhood.

ToWeR CoNNeCTioNS

WALkWAY pRopoSAL

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Preservation of Urban Agriculture

AspartofthehistoricaldevelopmentofIstanbul,anetworkofmarketgardensoutsidetheTheodosianWallhasbeeninheritedfromgenerationtogenerationuntilpresentdays.However,inthelastdecades,asignificantnumberofareasdestinatedtoagriculturehavebeenreducedtofragmentedpiecesbecauseofthemassiveurbandevelopmentandthehighpressureforlandoccupation.Today,thesefragmentsaremostlylocatedalongtheHistoricalWallwhichisimmersedintotheGreenBelt.Indifferentcoloursandtextures,itgeneratesan interesting corridorwhich not only acts as a beautiful piece of landscape but it also preserves localeconomies.

Theproposalinthiscase,consistsinthepreservationofthemaincorridorfromYedikuletoTopkapiPark.Thiscorridorisimprovedwithanewconnectivitytotransportproductsbycart.Theideaisfacilitatethemovementfromtheagriculturalfieldstothemarkets.Inthisway,urbanagriculturecouldincentivicethispracticeinnewareassuchasUniversitycampusesorintothenewresidentialareas.

Infact,someexamplesintheworldhaveeffectivelyintroducedurbanagricultureintoUniversities,asShenyangUniversityCampusinChinawithsuccessfulresults.ThisexamplecanbeaninterestingreferenceconsideringtheenormousfreeareasintothehospitalsandUniversitycampuseslocatedattheGreenBeltarea.

eXiSTiNg URBAN AgRiCULTURe ALoNg The TheoDoSiAN WALL (12)

55 AgRiCULTURAL pARk pRopoSAL

SheNgYANg UNiVeRSiTY ARChiTeCTURAL CAMpUS, ChiNA (13)

Markets and Local Economy

ConsideringthestrategiclocationoftheareaalongtheTheodosianWall,agroupofnewmarketscanbeproposedindifferentpointsoftheGreenSpine.TheseprogrammescouldincentivisenewjobstoreducethehighunemploymentidentifiedatsomeneighbourhoodsinFatih’sdistrict(EastsideoftheWall).Thelocationofthesemarketsdependsonactivitiesthatrepresentthedifferentareas.Therefore,FishmarketislinkedtoMarmaraSea,Agriculturalmarketissettledinthemiddlepointoftheagriculturalfields,Antiquesmarketisconnectedwiththeculturalarea,andsoon.

Ontheotherhand,marketsarelinkedtoMix-usebuildingswhichgeneratenewcommercialcorridorsalongandacrosstheHistoricalWall.Inadditiontotheseprogrammes,streetmarketscreateaflexiblenetworkofcommercewhichundoubtlywillopennewopportunitiesofemployment.

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AgRiCULTURAL MARkeT FRoM The WALL

CRoSS SeCTioN_MiX-USe STReeT

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STReeT MARkeT ALoNg The WALL

Rethinking Water Supply

As part of the former structure of the TheodosianWall, themoatwas an important element of defencebesidewalls.Nevertheless,whenthewallslefttheirdefensivecharacter,thecourseofwaterwasreplacedbyagriculturalfields.Today,thisagriculturalcorridorissuppliedbywaterfromtheinnercitywhichproducesaoverloadofwateruseonthedensestareaofthecity.

Asasustainablesolution, isprojectedanewplanofWaterSupply. Itconsists inthecreationof4reservoirsconnectedbyacanalwhichrunsfromTopkapiparktoMarmarasea.Thiscanalisdividedinto2sections:thefirstisusedintouristicpurposesbyboatsthatconnecttheMarmaraseaandtheYedikulemuseum(Reservoir4).Thesecondisusedforirrigationpurposesinagriculturefields(Reservoir1to4).Therefore,watercanbeobtainedfrom2ways:rainwatercollectedinreservoirsorseawatertreatedforirrigation.

Ontheotherhand,reservoirsbecomeinpartofthelandscape,soitbringsmanybenefitsbygeneratingnewemploymentsrelatedtotouristicattractionsandimprovingtheproductivityinurbanagriculture.

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oLD MoAT ReUSeD AS A NeW CANAL

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ReSeRVoiR 2

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New housing & consolidated neighbourhoods

Aspartofthegovernmentplans,mostlyoftheemptylandsordesusedindustrialareasalongtheeastsideofthewallwillbereusedforresidentialpurposes.Byknowingthisfact,theproposalgeneratesnewresidentialareas inadaptingtotheexistingcommunitiesandtheirservices.Someofthesenewareaswillbebuiltonformeragricultural lands.As a solution to face thecontinual reductionof farmer land, theproject offersthepossibilityofgenerateurbanagriculture inside thenewhousingblocks. Thisproposal iscoherentwiththecharacteroftheareaandthosegroupsoffamilieswhohaveanhistoricalconnectionwiththegardenmarkets.

AttheoldindustrialzoneinKazlicesmeareathesituationisdifferent.Thiszoneisalmostdisconnectedwithresidentialareasandlocalcommunities,sothenewhousinginthiscaseisfocusinnewfamiliesandstudentwhocanrenovatethearea,demandingdifferentprogrammesofuse.Inthiswayitispossibletogeneratebetterconditionsforsustainableneighbourhoods.

FRoM The eMpTY LAND To The NeW BLoCk

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NeW hoUSiNg oN FoRMeR AgRiCULTURAL LAND

Projecting Istanbul in the Future_Conclusions

Itisknownthatcitieswillcontinuethegrowthprocessinmanyplacesasanexponentialequation. This process will inevitably continue generating obsolescence on areas which remain statics in thedevelopmentofcities.As ithasbeen illustrated, theseareasareoften connectedwith old peripheries, industrial zones or infrastructurewhich felt intodisuse;theaboverepresentaslowdownfortheeconomyofthecity.Nonetheless,theseareasusuallyhavesomeadvantagessuchasstrategiclocationsandlargemagnitudeswhichseemtobeattractivereasonstodevelopnewprojects.

ThecaseofIstanbulisaclearexampleofthisparadox.AMetropolisincontinualsprawlwhichhasleftapieceuntouchableintothecitydefinedasGreenBelt.ThispiecewasnotplannedinthehistoryofIstanbul,asmanyothercases.Itwastheresultofthementionedbarriersandtheconsequentprocessofindustrializationwhichhavedrawnthisareawithparticularconditions.

Today,GreenBeltisperhapsauniquepieceintheinnercityabletoprovideaminimumpercentage of green areas according to recommendations related to sustainableenvironment. However, the real condition of this belt is not precisely an ecologicalcorridor,ithasstoredasignificantnumberofemptylands,brownfields,oldindustriesandsomeareasinbetterconditionslinkedtohealthandeducationservices.Thisscenariohasbeenindiscussionforlong,becauseitisclearthatIstanbulneedtoincreaseitsstandardofgreenareas,butitalsoneedtoconnectandreactivateseveralcommunitiesaround.

Inthenextyears,theimplementationofstructuralprojectsasMarmarayonspecificareasconnectedwiththeGreenBeltwillgenerateanimpactontheareassurrounding.Theinterestforlands,whichtimeagowerenotconsidered,itwillstarttochangetheprofileofthissector.Anticipatingthispanorama,theobjectiveistotrytofindabalancebetweenopportunitiesofdevelopmentandpreservationofthelocalvalues.

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Therefore, the proposal is offering a new way to operate on Green Belts.

Intermsofthemasterplan,itisintroducedanewtransportcorridorthatincludestramsystemwhichconnectitwithmetro,metrobusandferry.ThehistoricalTheodosianwallistransformedintoanewparkthatprotectsthepre-existingvalues:grass,plants,shrubsandurbanagriculturewhichisimprovedbyrecoveringtheoldmoatasacanal.Anewnetworkofwalkwaysandcyclingroutesisalsointroducedalongandperpendiculartothewall.Theimpactofthis,canencouragethedevelopmentonbothsidesofthenewcorridorbyintroducingdifferentprogrammesofuse.

Intermsofthelocalplan,itrecognizesdifferentneighbourhoodsasanewlayerwithitsownlocalroadnetwork,addingnewhousingandanewcommercialservicesstructurewhich could generates new employment opportunities. The new condition of thewall incorporates,at thesametime,newmarketswhichcould revitalizes theoldanddecadentwall.Atlast,theprojecttakespartinthebigquantityofeducationalcentresandUniversitycampusesencouraging theproductiveuseof their large land throughurban agriculture.

FinallyitisimportanttoclarifytheprojectwillnotbecomeGreenBeltintoahighdensityarea,northatitwillbecomeahugecentralpark,theproposaljustintroducessomelinesofbuildingswhichcanworkindirectrelationshipwiththenewprogrammes.

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INTERNET

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Image List

(1). BosphorusBridgeatPickHourTraffic.Availablein:http://www.flickr.com/photos/24852832@N05/2572081525/

(2). Radial/ringTrafficStrategiesforEuropeanCities.Availablein:http://vitruvius.com.br/revistas/read/arquitextos/07.082/259

(3).WestSideYardstorageofcommuterrailtrains,NewYorkCity,2004.Availablein:http://www.newpennstation.org/site/hudsonrailyards

(4). BrooklynBridgePark.Availablein:http://en.wikipedia.org/wiki/File:Bkln_Bridge_Park_day_finished_jeh.jpg

(5).WalledcityofDubrovnik,FormerYugoslavia.Availablein:http://www.travel-tidbits.com/tidbits/002636.shtml

(6).HighLine,NewYork.Availablein:http://www.plataformaurbana.cl/archive/2009/06/24/high-line-new-york-se-inaugura-un-proyecto-ciudadano/

(7).OlympicSculpturePark,SeattleWaterfront,Seattle.US.Availablein:http://www.gsd.harvard.edu/news/weiss_manfredi_green_prize_4_07.html

(8).WalledcityofAvila,Spain.Availablein:PeriodismoIndependiente,http://www.periodismoindependiente.es/sabias-que/las-murallas-de-avila/

(9).NaturalcorridorinHawaiiinRoute.VolcanoNationalPark,stretchofroadonthecoastofHawaii.Availablein:http://www.flickr.com/photos/lorenkahle/4214246123/in/set-72157607169864757/

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(13). ShengyangUniversityArchitecturalCampus,China.Availablein:http://www.turenscape.com/english/projects/project.php?id=324

All un-numbered images were produced by Francisc Azagra during the 2010 -2011 academic year

LondonSchoolofEconomist.2009.UrbanAge,IstanbulCityOfIntersectionsPublishedbytheUrbanAgeProgramme,LondonSchoolofEconomicsandPoliticalScience.Availablein:http://www.urban-age.net/publications/newspapers/istanbul/media/UrbanAgeIstanbulNewspaper_en.pdf

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