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The Case of Istanbul

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The Case of Istanbul MAKALE / ARTICLE A Study on The Effect of Transportation Systems to The Evolution of The City Image – The Case of Istanbul Efsun EKENYAZICI GÜNEY Abstract systems in time that the people of Istanbul use in their daily lifes. In this manner, how the transformation systems effect, Transportation is one of the most significant dynamics that -ef feed and support each other in a city that enables an exten- fect the urban sprawl and the image of Istanbul. From a per- sive range of transportation alternatives will be investigated. spective that focuses on the transformation of transportation The transformation/transition of the city image will also be phenomenon in Istanbul, it is possible to interpret the formal discussed in the context of the evolution of the transportation change and sprawl of the city. In this regard, the urban sprawl systems. of the city which was parallel to the seashore first, expanded through the railway and highway axises. Later on, with the The methodology of the paper is visualising/mapping the rapid, illegal and unplanned urban sprawl process, the city transportation system network which is one of the most major started to grow disorderly and has lost its identity as a sea- triggers of the transformation of Istanbul. Using these maps, shore settlement and started to grew in fringes. So that the the paper also intends to make synchronous/asynchronous city had an organic character in the shape of an “oil stain” as readings about the economical and political breaking points Mübeccel Kıray stated.1 that effect the transportation decisions which transform the morphology of Istanbul. Having analyzed the thresholds/breaking points in terms of the transformation in Istanbul the first part of the inquiry will 1 Kıray, M. (2007), Toplu Eserleri 2 Kentleşme Yazıları, Bağlam aim at describing the variations of different transportation Yayıncılık, İstanbul. Bahçeşehir University, Faculty of Architecture and Design, İstanbul, Turkey MEGARON 2012;7(ek 1):91-107 Correspondence (İletişim): Dr. Efsun EKENYAZICI GÜNEY. e-mail (e-posta): [email protected], [email protected] © 2012 Yıldız Teknik Üniversitesi Mimarlık Fakültesi - © 2012 Yıldız Technical University, Faculty of Architecture m garonjournal.com m CiLT VOL. 7 - EK 1 91 Introduction the Republic and the reflections of Ankara’s becoming The phenomenon of transportation is a significant the capital on Istanbul are the second; passing on to dynamic that has an effect on the macro development, multi-party period after World War II and its effects on configuration, and urban image of Istanbul. Transfor- the city are the third threshold to be considered. As the mations within time have sometimes been in accor- fourth one, the changes within liberalization politics as- dance with the morphological structure; sometimes sociated with the Prime Minister Turgut Özal in 1980’s they have made it fit themselves. As indicated by Bil- are discussed; having been the mayor of Istanbul in gin and Karaören, when urban sprawl is examined, it is 1990’s and then becoming the prime minister in the fol- seen that in the beginning, it developed parallel to the lowing years, Recep Tayyip Erdoğan’s alterations made sea but in the following periods, it developed in strips in the city in 2000’s with neo-liberal politics are deter- with the improvement of railways and highways, cen- mined as the final threshold. Having five main axes, this tering on their axes (Bilgin, Karaören, 1993, 36). How- study focuses on certain urban politics, socio-cultural ever, after 1970’s, the city started to expand in every di- and economic relations, examines the developments rection together with the boom of fast and unplanned in transportation technology and criticizes the altera- urbanization, drifting apart from its identity as a city of tions/transformations in the urban image (Table 1). waterfronts that it preserved for years and taking the Threshold: The Effects of Imperial Edict of identity of a city inland (Yenen and etc., 1993). With the Gulhane and Modernism Under the Thumb of unplanned sprawl of urban macroform, there occurred Industrial Revolution on the City an organic character which Mübeccel Kıray likened to “oil stains” (Kıray, 1998). Thus, transportation infra- Being signed in 1839, the modernizing effect of the structure and new transportation vehicles which are Edict of Gulhane on the individual and the city is im- produced to facilitate the transportation of inhabitants portant for both Istanbul and its inhabitants. The years in these routes supported and empowered each other. between the Edict of Gulhane and the official disinte- As a result, an extremely chaotic and concurrent web gration of the Ottoman Empire in 1923 can be consid- of transportation and an urban morphology in connec- ered as a passing period with several socio-political tion with this emerged. Therefore, it can be said that transformations (Faroqhi, 2008, 296). Together with these systems (infrastructure and means of transporta- the edict, concepts of equality, liberty, and human tion) and urban form have mutually evolved. rights gained importance for the first time in the em- pire. Furthermore, until this time the Western science In this study, transformations experienced within had been benefited from only in technology, science, different transportation systems that inhabitants of education, and especially military forces. However, Istanbul use in their daily lives are examined through with the Tanzimat reforms, intellectual structure was socio-economic and political thresholds; how types imported and therefore, major changes started (Çe- of transportation affect and support one another is lik, 1998, p. 28). The idea of making Istanbul a mod- searched; and the alteration/transformation of urban ern capital and a universal city that suits itself to new image in terms of transportation is discussed. As the conditions is one of the most remarkable features of method of this study, webs of transportation which the Tanzimat Reform era (Batur, 2006, 57). Most of the are one of the most important enhancers of Istanbul’s reforms realized by the edict of Gulhane were effective transformation are mapped; moreover, data gathered on the pattern of the city and therefore the image of from these maps are studied synchronically/diachron- Ottoman/Islamic city was broken by European effects, ically on the changes/transformations of the morpho- coming to a more cosmopolitan state (Çelik, 1998, 41). logical structure of the city. From the 19th century on to the proclamation of the Within the scope of the study, first of all, a table Second Constitutionalist Period (1908), three major based on the momentous alterations about transpor- urban design projects had been improved for the pur- tation and urban macroform of Istanbul was formed. pose of modernizing the web of transportation built Then, the local and universal thresholds that caused by foreign architects and engineers and supporting the these alterations were searched. In this respect, after image of the city with the fundamentals of Western the Industrial Revolution, which transformed the world technology and culture. These are the projects which in the technological and urban sense, changes caused were suggested by Helmuth von Moltke, F.Arnodin and by the Edict of Gülhane (Tanzimat Fermanı), that can Joseph Antoine Bouvard. As Arnodin’s and Bouvard’s be regarded as a significant step in the modernization projects were not applied, Von Moltke’s some works of the Ottoman Empire, are the first; proclamation of were implemented. The significance of Von Moltke’s 92 CiLT VOL. 7 - EK 1 Ekenyazıcı Güney E, The Case of Istanbul Table 1. Table of the evolution process of transportation systems in Istanbul and affecting thresholds Evolution of the Transportation Systems Rail Transportation Highway System Sea Transportation Thresholds İndustrial Horseback Revolution Affects Boat Horse Cart (Only Sultans) French Revolution 1789 1800 Hayretiye Bridge Ship in Bosphorus 1839 Edict of Gülhane Horse Carts (Commonplace) Helmut Arnodin and 1850 Eski Bridge Şirket-i Hayriye Von Moltke Bouvard Applications Yahudi Bridge 1860 Dersaaet Tram Horsecar İdare-i Mahmsusa 1870 Railways Local Railways Taksim Tunnel 1880 1900 Car Electrification of the trams Haliç Vapur Şirketi 1914 World War 1 1918 Proclamation of Republic 1923 1929 Great Depression Bus 1930 Car Ownership Start ti increase 1936 Rapidly 1939 Prost’s Planning World War 2 1945 Merge of the Companies 1950 Public Ferry Motor Dolmuş (Col. Taxi) Shuttle Adnan Menderes (Prime Minister) Period 1960 Elimination of the railways Minibus Ferryboat Electrification of the local railways MinibBoğaziçi Bridgeus 1973 1983 Seabus Turgut Özal (Prime Minister) + B FSM Bridge İstanbul Ulaşım A.Ş. Railways in Dalan (Mayor) 1988 1989 the system again 1990 Light Metro Nostalgic Tram Taksim Cablecar Tram Moda Tram Funicular System 2000 Modern TRam Taksim-4 Levent 2003 Metro Kabataş Tram 7 Tunnels for 7 Hills 2005 Marmaray Project Metrobus System R. Tayyip Erdoğan (Prime Taksimi as a Pedestrain Zone Minister) + K. Topbaş (Mayor) Kadıköy Metro Project Period Project Canal Project Canal Project Eurasia Tunnel Project 2012 projects is the idea of thinking the city as a whole disjointed sections of the city with bridges and trans- which had been considered in partial sections before. portation projects and presenting a unitary and major He worked to solve urban problems, relieve transpor- urban image (Çelik, 1998, 99) (Fig. 1). tation and transform the image of the city to a Euro- pean one. Accordingly, he designed streets, docks, and When the forms of transportation before the Indus- coasts aiming to establish a modern image on the city trial Revolution are considered in Istanbul, which holds with solutions like forming new squares and remov- the character of the only unrivalled metropolis of the ing cul de sacs. Studies done by basically three plan- Ottoman Empire, it is observed that most of the ur- ners summarize the urban planning approach of the ban travel was on foot, with boats, or horse carts until Ottoman capital in the 19th century: connecting the the second half of the 19th century (Tekeli, 2010a, 22).
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