Measuring Walkability in Istanbul Galata Region

ITU A|Z • Vol 12 No 1 • March 2015 • 15-29 Measuring walkability in Istanbul Galata Region

Özlem ÖZER1, Ayşe Sema KUBAT2 1 [email protected] • Department of Architecture, Faculty of Engineering and Architecture, Okan University, Istanbul, Turkey 2 [email protected] • Department of Urban and Regional Planning, Faculty of Ar- chitecture, Istanbul Technical University, Istanbul, Turkey

Received: December 2013 Final Acceptance: April 2014

Abstract Pedestrian movement is one of the critical issues in urban design, but yet a de- terminate method for evaluating the attractiveness of an area for walkability has not been established. This paper presents the findings of a comprehensive study on walkability, developed on a historical centre of Istanbul, named Galata that has become segregated in recent years. This study has researched the possible effects of the environmental variables on the levels of activity in urban spaces. The aim is to shed light on key variables that affect the attractiveness of an area for pedestrian movement, which in turn can help to develop an objective methodology to evaluate walkability. Within the context of the study, the existing pedestrian movement patterns in Galata have been observed and a range of variables have been determined to analyze the re- lationships. The data recorded in this study have been analyzed with a multiple regression analysis, in which pedestrian movement levels are considered as the dependent variable. The result of the regression analyses has generated a model that accounts for 0,60 of the variation in pedestrian movement. According to the findings of the model, pedestrian movement levels have been explained with three out of five variables: safety, accessibility (space syntax integration values) and land use pattern. The method and the findings of this study constitute an analytical model that could shed fresh light for future research on walkability as well as for evaluating proposals to regenerate historical city centers that have lost their vitality.

Keywords Walkability, Pedestrian movement, Physical environment, Spatial analysis. 16

1. Introduction considered 3 main data types: Most cities have been facing prob- • Pedestrian movement analyses lems as a result of rapid urbanization • Spatial accessibility - Space syntax and these problems cause social and integration values physical decay in city structures. If the • Physical environment projects developed to prevent this de- • Land Use cay focus on beautification, then the • Gradient positive effects they are expected to • Safety and security bring will be temporary. In order to • Visual quality, attraction and com- ensure the rehabilitation of decay ar- fort eas, land use patterns, spatial poten- The next step of the analyses was to tials and pedestrian preferences should apply multi-regression analyses for the be considered alongside the socio-eco- overall data, in which the pedestrian nomical analyses. movement levels would be taken as Many research are being developed the dependent variable. The multi-re- in order to explain the relation between gression analyses would help to under- pedestrian movement and space and to stand the accessibility, land use, gradi- define the factors affecting movement ent, safety and quality dependence of patterns. pedestrian movement patterns, indi- On the evidence of this research it vidually. is aimed to evolve policies on the design of pedestrian roads and on their 2. Analyses position in the whole transportation 2.1. Pedestrian movement analyses system. The first step of the analyses was to This paper presents a research on survey the pedestrian activity in Galata pedestrian activity in urban areas, in order to understand existing move- within the concept of “walkability”, in ment patterns. Pedestrian movement order to establish an analytical basis levels have been recorded at 55 loca- for future research and developments. tions that were designated to include Walkability is an expression of the all the entrances to the study area. The quality of the space (Bradshaw, 1993). observations were carried out on Sun- Factors that have been considered in day September 18, and Tuesday Sep- previous studies that have developed a tember 20, 2005. Each street segment “walkability index” can be listed under was observed for five minutes in two- four main headings those are human hour time periods, from 08:00 to 20:00, factor, physical environment factor, and pedestrians moving in both direc- natural environment factor and time tions were recorded separately. The factor (Bradshaw, 1993; Stonor et. al., weather was cold but not rainy on both 2001; Teknomo et. al., 2000; Chiaradia et. al., 2005). Istanbul’s historical Galata region that is located on the intersection of the Golden Horn and the Bosphorus is the case area of this study (Figure 1). Although Galata is located near central areas, it is disconnected from these centres and thus it cannot benefit from the liveliness of them. Many projects have been developed in order to bring vitality to Galata region. The aim is to develop a walkability study to evaluate the physical environment in terms of its effects on pedestrian movement. The outcomes of this study are supposed to serve to estimate the possible effects of design proposals on the activity patterns. The developed walkability study has Figure 1. The study area - Galata.

ITU A|Z • Vol 12 No 1 • March 2015 • Ö. Özer, A.S. Kubat 17 days. Pedestrian movement levels were central nodes, the movement levels are recorded separately for men, women, relatively higher then the inner parts elderly, teenagers and children. The re- of the study area. The recorded move- sults of the pedestrian movement anal- ment levels on Karaköy Square and in yses have been compared with several front of the piers nearby rank after the factors in evaluation (Figure 2). levels on İstiklal Street. On this area, the total number of pedestrians re- 2.1.1. Findings corded during the weekday is 25.000, During the weekday 540.000 and about a 1/20 of the movement levels on during the weekend 450.000 pedestri- İstiklal Street. ans were recorded within the study area. The different categories of people The densest pedestrian activity was re- observed in Galata (men, women, el- corded on the Tünel Square, which is derly, teenagers and children) have the border between İstiklal Street and a similar pattern in distribution of Galata. On the weekday 33.000, and on movement. However, there is a signif- the weekend 48.000 pedestrians were icant difference between their volumes recorded at the İstiklal Street entrance. of movement. On Galip Dede and Yüksek Kaldırım For weekday, the dominant user Street, which constitute the contin- group in the study area is men for all uance of İstiklal Street, the observed time periods. The movement rate of movement levels are considerably low- men is 223 people per hour (pph), er than the levels on Istiklal Street. Still, while the movement rate of teenagers, because these streets attract a “through which has the second highest move- movement” generated between İstik- ment rates, is 104 pph (Table 1). lal Street and Karaköy Square, the two The other three user groups have

Figure 2. Pedestrian movement rates (A= weekday, B= weekend).

Measuring walkability in Istanbul Galata Region 18

Table 1. Average movement rates.

Average Weekday (pph) Weekend (pph) Men 237 135 Women 57 50 Elderly 17 8

Direction 1 Teenagers 113 167 Children 9 21 Men 208 122 Women 51 39 Elderly 14 8

Direction 2 Teenagers 96 161 Children 13 22 very low values compared to men and ment levels of women and in order to teenagers. The order of movement lev- attract a balanced user profile, these els of these groups are women, elderly land uses should be removed. There is and children. The movement levels of another important fact that, since these weekday and weekend do not show a land uses require large spaces for stor- great difference. However, when the age, they are posing a threat to the his- levels are analyzed in categories, a sig- torical character of the buildings. nificant decrease in men’s movement levels on weekend is observed (Figure 2.2. Spatial accessibility 3, 4). The dominant category on the For the assessment of spatial acces- weekend is teenagers throughout the sibility, Space Syntax Method has been day, but the weekend movement rates used. Space Syntax, analyzes spaces of teenagers are less than the weekday by their configuration and calculates movement rates of men. “integration values” for all the acces- There is a general decrease in the to- sible space in an urban area or build- tal movement levels in weekend. This ing (Hillier and Hanson, 1984; Hillier can be explained with the quantity of et. al., 1996; Kubat et. al., 2003). Space the hardware sellers, electricians and Syntax is used as an “instrument” in lighting accessories stores, which serve urban design. on weekdays and mostly attract men. The spatial model of the study area This is one of the reasons of low move- has been prepared and axial map has

Figure 3. Average pedestrian movement rates in categories (weekday).

ITU A|Z • Vol 12 No 1 • March 2015 • Ö. Özer, A.S. Kubat 19 been analyzed for integration. In the tion points are located are accepted as walkability study, the integration val- the spatial accessibility values (Figure ues of the axial lines in which observa- 5).

Figure 4. Average pedestrian movement rates in categories (weekend).

Figure 5. Spatial integration analyses of Galata and Taksim.

Measuring walkability in Istanbul Galata Region 20

Both global and local spatial inte- 2.3.1. Land use gration analyses have been conducted It is a fact that land use pattern has a in order to understand the structure remarkable effect on pedestrian move- of the entire system and also to see if ment. In order to examine this relation, the relatively segregated parts have an a quantitative survey of land use has integrated form within closer environ- been carried out. ment. Galata has a variety of uses observed The software for Space Syntax anal- in specific regions, such as residents, yses calculates the spatial integration offices, electricians and music stores on values by first selecting a line from the and around Hendek Street; hardware axial map and then calculating how sellers on Tersane Street and lighting many other lines are required for ac- accessories sellers between Hendek cessing each line in the whole axial and Tersane streets. İstiklal Street has map. The lines with higher integration mostly music stores and music studios, values have higher accessibility than while there are banks and electricians the other lines. The integration cores on Bankalar (Banks) Street. In recent of the systems are suitable for central years, uses related to tourism industry activity by the reason of having an in- have started to run around Galata Tow- tegrated structure. er, certainly with the effect of the tower. The spatial integration analyses of The main function observed in the Galata have shown that, Bankalar and area is commerce, which has a men-ori- Kemeraltı streets have the highest inte- entated structure with the dominance gration values. The integration core is of hardware sellers, electricians and the intersection of Karaköy Square and lighting accessories sellers. Bankalar Street. However, since Tak- The land use pattern of the area sim was not included in the analyses, builds up a picture in which the south İstiklal Street is on the edge of the axial part captures attention as being the map and has relatively low integration commercial district. Moreover, the values. pedestrian movement analyses show The spatial model of a larger area, that, the movement observed on this including Taksim, has been prepared direction has relatively higher values and processed. Both local and glob- than the opposite direction, which can al spatial analyses of this area have also be because of the effect of gradient shown the dominant structure of İstik- ratio. lal Street. Taking the pedestrian move- In this study, for the calculation of ment patterns into account, it is seen land use values, the number of com- that the spatial integration analyses of mercial and service buildings has been this larger area display more consistent counted on the two faces of the axial results. Therefore, the spatial integra- line which the observation point is lo- tion analyses of Galata and Taksim area cated. have been used in the research. The linear integration core of the 2.3.2. Gradient area continues along İstiklal Street It is generally accepted that the pe- from Taksim Square to Tunnel Square destrians prefer roads with a gentle at the end of the street. The predom- slope or downgrade ways. The decliv- inance of İstiklal Street also increases itous structure of Galata has brought the integration values of the connected on the necessity of taking the gradient lines. The effect of the integration core factor into consideration. Gradient is is weakened through Galata and thus calculated through the actual elevation the analyses explain the deterioration values on the base map. of Galata in spatial context. The study area has a downgrade towards the south. There is 60m of eleva- 2.3. Data on physical environment tion between the north and the south In this section, the assessment sys- borders of the area covered in approxi- tem which is created to evaluate the mately 600m distance, which introduc- pedestrian activity pattern in compar- es an average slope ratio of 10% (Figure ison with the physical factors and the 6). gathered data are explained.

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Figure 6. Gradient values of the study area.

2.3.3. Safety and security trian movement patterns are affected Today, safety is one of the most sig- from proximity to road traffic. nificant factors in urban design. In the In order to determine the levels of present research, this factor is consid- traffic safety, the pedestrian-vehicle ered under two main headings; traffic segregation, traffic density, sidewalk safety and security. widths and pedestrian crossings have been examined within the context of 2.3.3.1. Traffic safety the study. In urban design projects, pedes- In most parts of the study area, trianizing is one of the most frequent density of the vehicle traffic is not so procedures to provide more comfort- high to restrain the pedestrian activity. able spaces for pedestrians and thus The Galip Dede and Yüksek Kaldırım increasing pedestrian movement lev- streets continuing along the study els. However, pedestrianizing may be area and the connected streets act like inessential in some cases or may not semi-pedestrianized ways with a vehi- be sufficient since the pedestrianized cle density less than 100 cars per hour way has to integrate with the existing (Kubat et al, 2003). Within the con- pedestrian network. text of the study, all the roads except Moreover, pedestrianizing a road Hendek, Bankalar, Tersane, Kemeraltı, means rearranging the existing traffic Necatibey streets and Karaköy Square flow, and thus it should be determined are considered as partially pedestrian before putting the decision into prac- ways. tice, to what degree the existing pedes- The wide platform it offers to us-

Measuring walkability in Istanbul Galata Region 22 ers and also having no vehicle traffic, change their ways instead of passing make İstiklal Street gain the highest through this kind of places, in order to traffic safety values. The Karaköy Pier avoid being exposed to crime (Hutch- and surrounding areas have high traf- ings, 1994). fic safety values because of similar rea- Urban design carries weight with sons. Karaköy Square has also been its ability to obviate the fear of crime. defined with high values even though Fear is, to some extent, a response to it has a dense traffic flow. This can be the physical elements of space. Usual- explained with the presence of the bar- ly, presence of other people around re- riers separating vehicles and pedes- duces this fear. Many people feel stress- trians, and the pedestrian underpass, ful, for example when walking through therefore, offering relatively safer facil- dense woodland, because there are lots ities. Galip Dede and Yüksek Kaldırım of hiding places for potential attackers. streets display average levels of traffic The patterns that “fear of crime” and safety. “statistical crime” rates generate, may display a key to find out their relation 2.3.3.2. Security with the pedestrian activity patterns. The perceived danger is not always as much as the rates of reported crime. Crime statistics In some “statistically dangerous” plac- The crime statistics per each street es, people feel safer than they do in for the year 2005 is obtained from Is- places that are reported as “safe”. Usu- tanbul Beyoglu District Police Depart- ally people feel safe if there are other ment (Table 2). The overall number of people, i.e. if there is a crowd. In fact, crime records of the street, on which some types of crime need to occur the observation point is located, is tak- within a crowd, such as pick-pocket- en as the crime values in the study. ting. However, these types of crimes do According to the Beyoglu Police De- not cause people to be afraid, yet the partment records, the highest crime fear of possible crime one could face in rates are observed on Karaköy Square. a deserted area could be much more, as Galip Dede and Bankalar streets are on it would possibly be more dangerous. the next rank in crime rates. However, Fear, can be reduced by spatial de- Galip Dede Street seems to be the most sign. Some environments are perceived dangerous area, since the most danger- as “safe” while some as “dangerous”. ous crime type “grab” is observed on Dark subways, long alleyways, desert- this street. ed areas, poorly-lit streets, empty parks Within the context of the study, the and dense woodland can be some ex- crime rates have been evaluated in to- amples for the places that create fear. tal value, without taking the types of People, especially when alone, usually crime into consideration. Table 2. Crime statistics for Galata, 2005.

2005 Tophane Tophane Tersane St. Tersane Bankalar St. Galata Tower Galip Dede St. Karakoy Square Yuksekkaldirim Buyukhendek St.

Snatching 0 3 0 0 0 2 0 6 Pocket Pick 1 1 0 3 0 8 2 3 Grab 0 0 0 0 0 0 0 3 Theft 0 2 0 1 0 10 6 2 Theft from car 1 0 2 0 2 0 2 0 Total 2 6 2 4 2 20 10 14

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Feeling of safety served and evaluated. There are two ways to measure the Street Lighting; is one of the key fac- feeling of safety: 1. Survey, 2. Evalua- tors in the feeling of safety. Especially tion of physical environment in means when it gets dark, poorly-lit areas be- of safety. come deserted, while activity goes on In this study, effects of the physical in well-lit areas. The lighting facilities environment on feeling of safety are on observation points are observed researched by analyzing several factors. and evaluated. Access control; is one of the factors Presence of patrolmen and patrol that make people think they are in cars; is another strong determinant in a safe place where not everyone can perception of safety. In Galata there is enter. This factor wasn’t included in no specific place that the policemen the study; since there isn’t any access usually watch, so this factor is not in- control at any point in Galata, every cluded in the analyses since every point observed location would get the same would get the same value. value. Activity and liveliness of the en- Long Sight Lines; with the presence vironment; would be affected by the of signs, would help in orientation and presence of active frontages and also thus make people feel safer. The pres- other people. Thus, these factors have ence of long sight lines (300-350m) separately been taken into consider- have been observed and evaluated. ation in the research. Hiding Places; would certainly make Maintained and owned places usu- a negative effect on feeling of safety. ally make people feel safe. In this study, Potential hiding places have been ob- maintenance and being owned have

Figure 7. Safety and security values.

Measuring walkability in Istanbul Galata Region 24 been analyzed through visual impres- have been recorded for each observa- sion observed with various factors like tion point. a chair in front of a store or a flower pot The similarity of building designs: in front of a window. The historical character of Galata dis- The determined values for traffic plays a consistent view, but there are safety, crime rates and feeling of safe- also some buildings that are out of har- ty analyses have been taken as a total mony. The similarity of the building count. According to these total values, types has been taken as a positive fac- the safest locations within the study tor enhancing visual quality. area are the Tunel Square (at the border Imagebility: Imagebility is the char- between İstiklal Street and Galata) and acter of a place that makes it distinct the front of the pier (Figure 7). and memorable. If a place has specific physical elements that draw attention, 2.3.4. Visual quality, attraction and then that place has high imagebility comfort (Reid et al, 2005). In order to understand the effects of Parks, squares and major landscape visual quality, attraction and comfort features and the ratio of historical on levels of activity, a range of factors buildings have been recorded and the have been observed and recorded. levels of active fronts have been count- Landmarks: According to Lynch, ed in calculating the imagebility values one of the five elements that define the for each observation point. legibility of cities is landmarks. Land- Enclosure: Enclosure is the measure marks are physical elements that dis- of how well streets and other spaces are play a unique character and are thus visually defined by buildings, walls or easily-remembered (Lynch, 1960). trees (Reid et al, 2005). The evaluation The Galata Tower, the Galata Bridge, of spatial enclosure has taken long lines Karaköy Pier and the Golden Horn are of sight, estimated proportion of street strong landmarks not only for Galata walls and estimated proportion of view but also for a wider area. Within the to sky. context of the study, for each observa- Human scale: Human scale can be tion point it is recorded if these land- measured by comparing the size of marks are present and perceivable. physical elements and the size of hu- Width of the sidewalk: The width mans. Building details, pavement tex- of the sidewalks is a significant factor ture, street trees, and street furniture both for traffic safety and for the com- are all physical elements that match the fort it offers to users. Especially on size of humans, thus contribute to hu- the roads that have a high movement man scale (Reid et al, 2005). Presence density, narrow sidewalks confine the of long sight lines, the estimated win- pedestrians and interrupt movement. dow/wall proportions and number of The sidewalk widths have been record- street furniture have been recorded in ed for each observation point. measuring human scale. Material of the sidewalk: The mate- Transparency: Transparency is relat- rials of the sidewalks have been deter- ed with the perception of the activity mined and evaluated by means of their beyond the borders such as walls, win- effects to levels of comfort. dows, trees or doors (Reid et al, 2005). Work quality of the sidewalk: The Transparency has been observed work quality of the sidewalks is a sig- through these indicators. nificant factor affecting the levels of Complexity: The complexity of a activity as well as the width. The users place which can also be defined as rich- may have trouble even while walking ness is the amount of diverse features on a path paved with qualified materi- of the physical environment (Reid et al, al if the work is cheap. Thus, the work 2005). quality of the sidewalks have been In addition to the above factors, marked and evaluated. maintenance, kerb height, street light- Permanent obstructions on the side- ing, noise level, inappropriate car park- walk: Presence of poles, guardrails, ing have also been observed and re- signs, and stairs would prevent the ef- corded. fective use of sidewalks. These factors According to the results, Tunel

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Figure 8. Visual quality, attraction and comfort values.

Square, Galata Tower, Karaköy Square, dependent variable, in order to under- pier and Galata Bridge get the highest stand to what degree pedestrian move- values for visual quality, attraction and ment levels are affected by what type of comfort (Figure 8). environmental factors. The multi-regression analyses have 3. Results of the analyses been carried out for all the different The dataset that includes all the categories of users (male, female, el- observations of pedestrian counts derly, teenagers and children) and for for weekday and weekend, land use both weekday and weekend activity analyses, integration values of Space levels separately. Syntax analyses, gradient ratio, safety The model that explains the pedes- and security values and visual quali- trian movement levels with the highest ty, attraction and comfort values has accuracy has been generated with the been analyzed with a multiple regres- total pedestrian levels of weekend. This sion analysis, in which the pedestrian model accounts for 60% of the varia- movement levels are considered as the tion in pedestrian movement (adjusted

Table 3. Model summary.

Model R R Square Adjusted R Square Std. Error

1 0,793 0,630 0,608 1669,545

Measuring walkability in Istanbul Galata Region 26 r2=0,60) (Table 3). factor affecting the activity levels is land Since the model has taken the week- use. The central location of the study day movement levels, the dominant area gains strength with the central levels of “men” which is caused by the uses such as retail and service. As ex- obligation of men to use the area for plained in the theory of the “movement professional purposes does not affect economy”, the axial lines those have a the results, thus the model enables us movement potential are supposed to to evaluate the activity levels for enter- attract movement which in return will tainment, leisure, catering and retail. attract movement-seeking land uses According to the model, the pedes- and thus the correlation between the trian movement levels are defined by movement levels and spatial configura- the safety and security, space syntax in- tion has a tendency to increase (Hill- tegration values and land use variables ier, 1996). The areas that do not have (Table 4). central uses, for instance residential ar- The “beta” value refers to the ratio eas, are not expected to attract a great that pedestrian movement levels will amount of movement, even if they are be affected by a change of “1 unit” in highly secure and accessible. any of the variables, while the other two The multi-regression analyses ex- variables are constant. For instance, plain the pedestrian movements with if safety value increases 1 unit, while these three out of five variables. The the land use and integration values are model does not include “visual quality, constant, the pedestrian movement attraction and comfort” and “gradient”. levels are estimated to increase 46%. A correlation analysis has been ap- The model shows that, the variable plied to the visual quality, attraction that affects the pedestrian activities the and comfort dependence of pedestrian most is “safety and security”. Accord- movement levels. The highest values ingly it can be said that, pedestrians have been achieved from the correla- pay attention to the potential threat tion of female and elderly people with that can be generated by vehicles or visual quality, attraction and comfort other people, while deciding which (female=0,61; elderly=0,58). Since the route to choose. activity of these two user groups are According to the model, one of mostly for visiting purposes, it can be the reasons of low levels of activity in concluded that people may care about Galata is the lack of accessibility that is the quality issue if they do not have to shaped by the spatial configuration. As use the area for an obligatory purpose mentioned before, Galata has a poten- or if they do not have a limited time. tial to attract “through movement” by Accordingly, the visual quality, attrac- the reason of its location near to active tion and comfort can be said to have an and alive centres. However, it cannot added attraction effect on pedestrian benefit from this potential because of activity. its spatial configuration. The results of Gradient has been found significant the multi-regression analyses support neither in the multi-regression analy- the idea that spatial integration values sis, nor in the correlation analysis. This are determinant on movement levels. insignificancy might be explained with According to the model, the third the presence of a subway, known as

Table 4. Coefficients.

Standardized Coefficients Model t Sig. Beta

(Constant) - 6,082 ,000 Safety ,462 4,971 ,000 1 Integration Val- ,316 3,382 ,001 ues ,278 2,958 ,005 Land Use

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“Tünel”, between the mentioned two Agenda for Local Heroes. Paper pre- central nodes, Karaköy Square and sented at the 14th International Pedes- İstiklal Street. Since many people use trian Conference, Boulder, Colorado. this subway, probably most of the peo- Chiaradia, A., Raford, N, & Taka- ple were recorded during a short-dis- matsu, S. (2005, June), The Walkability tance movement in the observations, Index: Through a Structured Frame- and they would have preferred to use work. Poster session presented at the the subway if they had aimed to cover 5th International Space Syntax Sympo- the whole distance. sium, TU Delft, Delft. Hillier, B., & Hanson, J. (1984). The 4. Conclusions Social Logic of Space. Cambridge: Cam- This research examines the existing bridge University Press. pedestrian movement patterns of the Hillier, B., Penn, A., & Dalton, N. historical Galata region with the aim (1992). Milton Keynes: Look Back to of establishing an analytical basis to es- London. The Architects’ Journal, 195, timate possible effects of development 42-46. proposals on the activity patterns. Hutchings, C. (1994). Creating Fear The results of the analyses have by Design. Geographical Magazine, 66, demonstrated that, central functions 8-32. such as retail and services should be İstanbul Beyoglu District Police De- supported in order to enhance the partment, (2005). Crime Statistics, İs- movement potential of Galata and viv- tanbul. ify the area, which in return will again Kubat, A. S., Eyüboğlu, E., Ertekin, attract such uses. The remarkable effect Ö., Özer, Ö. (2003). Application of of safety and security on pedestrian Space Syntax in Regeneration and activity levels is a result of the remote Transformation of Galata and Buyuk station of Galata. The multi-regression Hendek Street (final report). İstanbul: analyses have clearly shown the effect Urbanism Atelier of Greater Munici- of spatial configuration, which is quan- pality of İstanbul. tified with Space Syntax method, on Lynch, K. (1960). The Image of the pedestrian movement patterns, thus City. Cambridge: The MIT Press. emphasizing the use of Space Syntax as Özer, Ö. (2006). Yaya Hareketleri ve a tool in urban design. Mekan İlişkisi: İstanbul Galata Bölgesi It is recommended to make benefit Örneği, Yüksek Lisans Tezi, Disiplin- from these outcomes in future projects, lerarasi Kentsel Tasarım Programı, as considering accessibility, introduc- İTÜ Fen Bilimleri Enstitüsü. ing attractive functions to sustain the Reid, E., Clemente, O., Handy, S., central character of Galata and bearing Brownson, R., & Winston, E. (2005). in mind that the safety and security is- Identifying and Measuring Urban De- sue is the most important problem of sign Qualities Related to Walkability the area and the most significant factor (final report). Princeton, NJ: Robert affecting the pedestrian activity levels. Wood Johnson Foundation. The method and the findings of this Stonor, T., Arruda Campos, M. B., study are believed to contribute to fu- & Smith, A. (2002, May), Towards a ture research on walkability as well as Walkability Index. Walk 21, Third In- for evaluating proposals to regenerate ternational Conference, San Sabastian, historical city centers that have lost Spain. their vitality. Teknomo, K., Takeyama, Y., & In- amura, H. (2000). Data Collection References Method for Pedestrian Movement. Bradshaw, C. (1993, October). Cre- Dimensi Teknik Sipil – Journal of Civil ating and Using a Rating System for Engineering Science and Technology, 2, Neighborhood Walkability: Towards an 43-48.

Measuring walkability in Istanbul Galata Region 28

İstanbul Galata’da yürünebilirliğin bu tarafından 55 noktada hafta içi bir ölçülmesi gün ve hafta sonu bir gün olmak üzere Hızlı ve kontrolsüz şehirleşme, yö- yaya hareketinin düzeyi tespit edilmiş- netim birimlerini ve plancıları, yaşamı tir. Her sayım noktası sabah 08:00 ile insanlar için kolaylaştırma yollarını akşam 20:00 arasında iki saatlik zaman aramaya yöneltmiştir. Şehir yaşamı aralıklarında beş dakika süreyle göz- giderek hızlanmakta ve bu dinamizm lem-lenmiştir. Daha sonra sonuçlar içinde şehirsel yapı, sosyal ve fiziki gün boyunca iki saatlik zaman aralı- anlamda zarar görmektedir. Çöküş sa- ğında ortalama saatlik yaya hareketi dece fiziksel anlamda ele alınır ve gü- oranlarını elde etmek için istatistiksel zelleştirme projeleriyle bu durum dü- olarak incelenmiştir. zeltilmeye çalışılırsa yapılan müdahale Mekansal erişilebilirlik değişkeni- geçici bir etkiye sahip olacaktır. Alan- nin analizinde, mekanın biçimlenme- ların kullanımını istenen düzeye ge- sinden kaynaklanan farklılıkları ölçen tirmek için yapılacak düzenlemelerde, Mekan Dizim yönteminden faydala- sosyo-ekonomik analizlerin yanı sıra nılmıştır. Mekan Dizim yöntemi, me- arazi kullanımları ve yaya eğilimleri kanın erişilebilirliğini ölçerek mekana göz önünde bulundurulmalıdır. bütünleşme değerleri vermektedir. Bu Bu çalışmada, kentsel tasarım ve yöntem, şehirsel tasarımda yardımcı planlama uygulamalarında bu gerek- bir araç olarak kullanılmaktadır. Me- sinime cevap vermek amacıyla kent- kan Dizim analizleri için çalışma alanı- sel mekanda yaya hareketleri, “yü- nın mekansal modeli hazırlanmış ve iş- rünebilirlik” kavramı çerçevesinde lemden geçirilerek bir aks haritası elde incelenmektedir. Çalışmada, İstanbul edilmiştir. Yürünebilirlik araştırmasın- Boğazı’nın Haliç ile kesişiminde yer da erişilebilirlik, sayım yapılan her bir alan tarihi Galata bölgesi incelenmek nokta için, aks haritasında o noktanın üzere seçilmiştir. Galata oldukça mer- üzerinde bulunduğu “doğru”nun bü- kezi bir konuma sahip olmasına rağ- tünleşme değeri olarak alınmıştır. men şehrin diğer kısımlarından kopuk Fiziksel veriler olarak ilk etapta arazi kalmıştır. Galata’ya eski canlılığını tek- kullanımı verisi elde edilmiştir. Çalış- rar kazandırmak ve şehir ile bütün- mada, arazi kullanımı, sayım yapılan leşmesini sağlamak amacıyla projeler her nokta için, o noktanın üzerinde geliştirilmektedir. Bu çalışmada amaç, bulunduğu “sokak parçası”nın sahip tarihi Galata bölgesi için bir yürüne- olduğu ticaret ve hizmet kullanımları- bilirlik endeksi geliştirilerek alanın nın adedi olarak hesaplanmıştır. Sokak mevcut mekansal yapısının ve yaya parçalarının belirlenmesinde sokakla- hareketlilik dokusunun değerlendiril- rın kırılma noktaları sınır olarak alın- mesidir. mıştır. Yayaların, kullandıkları güzer- Geliştirilen yürünebilirlik çalışması, gahları seçerken bilinçli veya bilinçsiz yaya hareketleri dokuları, mekansal bir şekilde az eğimli veya iniş yönün- erişilebilirlik ve fiziksel çevre verileri de eğimli yolları tercih ettikleri kabul olmak üzere 3 temel veri türü kullan- edilmektedir. Galata’nın eğimli bir ara- mıştır. Mekansal erişilebilirlik olarak ziye sahip olması nedeniyle çalışmada Mekan Dizim yöntemiyle elde edilen eğim faktörünün de değerlendirilmesi bütünleşme değerleri alınmıştır. Fi- uygun görülmüştür. Eğim değerleri, ziksel veriler başlığı altında toplanan gözlem noktalarının arazi üzerindeki veriler, arazi kullanımı, eğim düzeyi, gerçek kotları ile hesaplanmış ve her güvenlik, görsel kalite, çekicilik ve kon- iki yöndeki hareket düzeyleri ayrı ayrı for olarak sıralanmaktadır. Çalışmanın değerlendirilmiştir. Kentsel güvenlik son adımında, tüm veritabanını içeren konusunun tasarımda en önemli un- ve yaya hareket düzeylerinin bağımlı surlardan biri olması nedeniyle, yaya değişken olarak ele alındığı bir çoklu hareketleriyle karşılaştırmak üzere regresyon analizi yapılmıştır. güvenlik verisi toplanmıştır. Güvenlik Çalışmanın ilk adımı olarak, çalış- unsuru bu çalışmada ulaşım güvenli- ma alanındaki yaya hareketi araştırı- ği ve asayiş olmak üzere iki ana başlık larak mevcut hareketlilik oranlarının altında ele alınmıştır. Ulaşım güvenliği ve mekansal kullanım dokularının bir kapsamında, yaya ve taşıt ayrımı, tra- şeması çıkarılmıştır. Bir gözlemci gru- fik yoğunluğu ve karşıdan karşıya geçiş

ITU A|Z • Vol 12 No 1 • March 2015 • Ö. Özer, A.S. Kubat 29 olanakları trafikte yaya güvenliği dü- ğerleri içermektedir. Çoklu regresyon zeyinin belirlenmesi için incelenmiş- modelleri arasında açıklama oranı en tir. Asayiş başlığı altında ise gerçek suç yüksek model hafta sonu sayımlarının oranları ve fiziksel çevrenin yarattığı toplam değerleri ile elde edilmiştir. Bu güvenlik hissi ayrı ayrı ele alınmıştır. modelin yaya hareketlerine etki eden Beyoğlu İlçe Emniyet Müdürlüğü’nden faktörleri açıklama oranı %60’tır. Mo- 2005 yılına ait suç oranları sokak ba- dele göre, yaya hareket oranlarını, gü- zında alınarak, sayım yapılan her nok- venlik, bütünleşme değerleri ve arazi tanın üzerinde bulunduğu sokak için kullanım değişkenleri belirlemektedir. kayıtlara geçen toplam suç adetleri veri Araştırmanın sonuçları, Galata’nın olarak girilmiştir. Bir yerdeki gerçek merkezi konumunun, ticaret ve hizmet suç oranları, o yerin insanlarda uyan- gibi merkez kullanımlarıyla güçlen- dırdığı korku hissi ile aynı olmaya- mekte olduğunu ve bu kullanımların bilmektedir. Korku, mekanın tasarım alanın yaya potansiyelini arttırdığını özellikleri ile azaltılabilmekte ve bazı göstermektedir. Güvenli ulaşım, suç tasarımlar insanlarda güvenlik hissi oranları ve güvenlik hissi unsurlarının yaratmaktadır. Bu çalışma kapsamında birlikte ele alındığı güvenlik değişke- fiziksel çevrenin güvenlik hissine etkisi nin yaya hareketleri üzerinde önemli araştırılmıştır. Bu doğrultuda, aydınlık bir etkisinin olması da yine Galata’nın düzeyi, fiziksel çevrenin canlılığı, bina merkezi bir konumu olmasına rağmen cephelerinde aktif kullanım, potansiyel yayalar tarafından az kullanılan tenha gizlenme yerlerinin varlığı, uzun gö- bir mekan olmasının sonucudur. Çok- rüş mesafesi, alanın sahipli ve bakımlı lu regresyon modelinin sonucunda, olması gibi göstergeler incelenmiştir. Mekan Dizim yöntemi ile matematik- Görsel kalite, çekicilik ve konfor değer- sel olarak ölçülebilir hale getirilen me- lendirmesinde, yaya yolunun genişliği, kansal biçimlenme özelliklerinin yaya yaya yolunun malzemesi, yaya yolunun hareketleri üzerinde doğrudan bir et- işçiliği, yolda devamlı engeller olması, kisi olduğu saptanmıştır. Sonuçlar, Me- yol üstü uygunsuz parklanma, bordür kan Dizim yönteminin kentsel tasarım tipi, sokak aydınlatması, temizlik ve çalışmalarında yardımcı bir araç olarak bakımlılık, bina tarzlarının benzerliği, kullanılmasının önemini bir kez daha yolun fiziksel olarak yürüme zorluğu kanıtlamaktadır. yaratması, yürümek için ne kadar çe- Önerilecek kentsel tasarım projele- kici olduğu, kimlik, kapalılık, insan öl- rinde bu bulgular ışığında bir düzenle- çeği, saydamlık, karmaşıklık ve gürültü me yapılması, “erişilebilirliğin” önemle düzeyi göstergeleri incelenmiştir. ele alınması ve önerilerde, tespit edilen Analizler sonucunda elde edilen ve- mevcut eğilimler ve potansiyeller doğ- riler CBS veritabanında bir araya geti- rultusunda alanın merkez konumuna rilmiştir. Oluşturulan veritabanı, tüm hitap edecek ticaret ve hizmet kulla- gözlem noktaları için, yaya hareketle- nımlarına ağırlık verilmesi önerilmek- rinin hafta içi ve hafta sonu, tüm kate- tedir. Bu çalışmanın, getirdiği yöntem goriler ve tüm saat dilimleri sonuçları- ve elde ettiği bulgular ile, özellikle nı, arazi kullanımlarını, Mekan Dizim canlılığını yitirmiş tarihi kent merkez- yöntemi ile hesaplanan bütünleşme lerinde yapılacak incelemelere analitik değerlerini, eğim yüzdesini, güvenlik bir temel oluşturacağına ve çalışmalara değerlerini ve görsel kalite, çekicilik ve ışık tutarak bilimsel katkı sağlayacağı- konfor başlığı altında hesaplanan de- na inanılmaktadır.

Measuring walkability in Istanbul Galata Region