Kentsel dokuda sokak kavramı ve değişim süreci İstanbul'dan seçilen örnek alanlar üzerinde bir değerlendirme
Changes in the development of the street concept in urban structure an evaulation of case studies from İstanbul
- Tez No: 39246
- Danışmanlar: PROF.DR. FULİN BÖLEN
- Tez Türü: Yüksek Lisans
- Konular: Şehircilik ve Bölge Planlama, Urban and Regional Planning
- Anahtar Kelimeler: Belirtilmemiş.
- Yıl: 1993
- Dil: Türkçe
- Üniversite: İstanbul Teknik Üniversitesi
- Enstitü: Fen Bilimleri Enstitüsü
- Ana Bilim Dalı: Belirtilmemiş.
- Bilim Dalı: Belirtilmemiş.
- Sayfa Sayısı: 72
Özet
ÖZET Sakağı binalarla sınırlanmış, sadece yaay ve taşıt ulaşımı ak- tivitelerine imkân veren bir kanal olarak düşünmek ve algılamak oldukça yanlıştır. Sokak mekanının fiziksel görünümü yanında kültürel ve sosyolojik bir görünümü de vardır. Yirminci yüzyılda ortaya çıkan bazı modern mimari akımların etkisinde kalınarak yapılan bazı uygulamalarda sokak mekanı ortadan kalkarak yerini, yüksek katlı büyük bloklar arasında kalan geniş yeşil alanlara ve yaya yollarına bırakmıştır. Bu çalışmada öne sürülen hipotez, sokak düzeninde yaşayan insanların bu düzende yaşamanın beraberinde getirdiği bazı fiziksel problemlere rağmen, özellikle sokak mekanında yaşamanın getirmiş olduğu sosyal yakınlaşma, iletişim zenginliği ve samimi hava dolayısiyle mutlu oldukları, bununla beraber serbest yapı düzeninde yaşayan insanların, yaşadıkları çevreler yüksek fiziksel standartlarda da olsa, büyük bloklarda birbirlerinden habersiz, sosyal iletişimlerin en alt düzeyde gerçekleştiği, çevrelerine yabancı ve mutsuz bir hayat sürdükleri şeklindedir. Çalışmanın birinci bölümünde konuya bir giriş yapılarak öne sürülen hipotez belirtilmiştir. Çalışmanın ikinci bölümünde, sokak mekanını tarihsel gelişme süreci içinde geçirdiği değişim incelenmiştir. Özellikle sanayi devriminden sonra yeni uygulamalarda sokağın ve yerleşim düzenlerinin farklılaşması, yirminci yüzyılda bazı modern mimari akımların etkisinde kalınarak yapılan uygulamalarda sokak mekanının yok alması ortaya konulmuştur. Ayrıca cumhuriyet sonrası dönemde ülkemiz için de bir durum değerlendirmesi yapılmıştır. Çalışmanın üçüncü bölümünde, sokak mekanının bugünkü şehir hayatında geçerliliğini anlamaya ve irdelemeye yönelik olarak yapılmış olan, alan araştırması anlatılmış ve elde edilen sonuçlar yorumlanmıştır. Son bölümde çalışmanın bir değerlendirmesi yapılarak, sonuçlandırılmıştır. -XI-
Özet (Çeviri)
SUMMARY CHANGES İN THE DEVELOPMENT DF THE STREET CGNCEPT İN URBAN STRUCTURE,AN EUAULATIGN DF CASE STUDIES FRDM İSTANBUL Steets, are the main elements, uhich ke^p the cities alive, thrnugh the other fixsd elements of the urban tissue. Strent can be defined as a Linaer space, limited by the buildings, in differing dimensions used far transpartatian and other activities in human settlements. in other uords, strests are the busy spacss where the daily activities take place in urban structure. Pedestrians have to move, tu face their needs, and the space uhere the movament take place is the streat. Strests are the extensions ör the beginnings of the squares. Activities of the square continue in the strerut in a stronger but leş? crouıded manner. The most important difference betusnn the streat and the square is that, people in the streat are more close and familier to each other, this has a crucial importance far social relations. Some of the modern architects, uhen criticizing the strest, put foruard that this space mas the corridor, tünere the smoke, darkness and dust uıhere ali collected throughout the functions. But the architects ürere missing the cultural, and social aspects of the conceptual structure of the strest. Beginning in 1970's, in our country human settlements at certain standarts uere tried to be formed in the fringes, since the present situation of oıunership did not allau the central areas, parking places, and other öpen comman spaces uere built and the neu structure mas on the scene. in this nem structure street concept had disapneared and uas replaced by the öpen spaces and pedestrian paths. -XII-The hypothesis put forward in this study is that; those people living in the traditional street structure, despite all physical problems are happy with the situation because of socio-cultural and psychological aspects, while those people living in suburban residential blocks are not familiar with the plysical and social enviroment and are quite unhappy, although they live in high standarts. In the second section of this study, evolution of streat space throughout the history is studied. The work is concentrated on the period, after the industrial revolution, when the urban planning concept was deeply effected. Especially, in the 2D th. century, street space, in accordance with the new urban formation concept, was replaced by the wide open spaces and pedestrian pathways. Türkiye's situation, concentrating on the last 7f! vears is also studied in the section. In the third section, original case studies take place. The aim of this study is to investigate the present situation of the“life in streets”. Selected traditional samples were two streets from Moda and, Arnavutköy. Ataköy and Bahçelievler, Istanbul evleri were selected for representing.the modern planning concept. In Egypt, Babilon, Indian and Chinise civilizations we observe that all street were planned according to certain design concepts. In some of. the ancient Greek and Roman cities Gridi on system was used. In some others organic texture was preferred as Athens and Roman. Milet, Ephesus, Timgad and Carthage had Gridiron systems. While Un Gre»k cities, planning unit was the single house itself, in Roman cities it was the street. -Xlll-In the middle age cities, human scale is the main point streets of this age are still very interesting examplescf visual aesthetics. Since the current transportation mean was walking, spritual ambiance of the age is easily recognizable within the texture. Street was accepted as the naturel extension of the house in an organized manner. Renaisance brought new perspectives to the city“. In..these age streets weren't only the transportation corridors, together with the buildings limiting them they brought new design concepts for space. After the industrial revolution, crowded worker settlements around the industry were emerging as the problem areas. Some new planning concepts were put forword to solve the problems of areas in U.S.A. and Europa. Gridiron system was used in those industrilized cities. Monotonous facades of worker residences along narrow and dark street, all formed spaces away from sunlight with miserable physical condition. This system had a negative effect on city's social life, because of its characteristiques, not permitting to form open recreational spaces for common use. As a result of this situation new street models were formed to desgn settlements with more sunlight, more clean air. One of the first ”Garden City“ designers, Raymond Unvin tried to use street in a more effective way, in outdoor design of residential areas. Hampstead (U.S. A) is example of his work. In 1928, Henry UJright and Clarence Stein, two architects, designed Radburn Settlement in New Jersey (U.S.A.). Serial super blocks were designed in green areas. Pedestrian path ways throughout these green areas were forming the access for the school, shopping center, etc. A motorway was surrounding the settlement, parkings were in blind alleys called Cu de sac. THis was the first step to separate pedestrian and motor traffic. -xiv-Functianalism, emerging in 20. th. century, paid no attention to psychologic and social dimensions in designing the settlements. Street and squares were replaced by, motor ways, pedestrian pathways and areas cowered with grass. Le Corbusier, in ”line Ville Contemporaire" used the third dimension, to solve the problem of density with the help of technology. He, also believed in seperating the pedestrian and motor traffic, to form large green areas with sunlight. In Türkiye during the first years of new Republic ideological aspects of city emerged with monumental squares for the public. By the begining of 1950's, new city image formed by the coupitalist relations and migration to the cities, car ownership, squatters were on the scene. When we examine the planned and unplanned settlements of the last 20 years period due to their use of street space we observe that in unplanned squatter areas streets are formed without any intense. In planned areas two different approaches are present. In the first one there are high rise blocks in large green areas, where the pedestrian cir cutation 'is located, there is no street concept. In the second one there is transportation system where both motor and pedestrian traffic use the same artery, surrounded by the blocks, this is the street. The original servey done in this study aims at determining the validity of the street space concept in Istanbul. 2D families are subjected to the inquiry in each area. By comparising results of each area, their outdoor relations with investigated. the environment is tried to be The inquiry form is consist of four parts. The first part is about the members of the families. The second parts contains questions on the social relations of the members with the enviroment. The third part contains questions on the physical enviroment and problems. The questitioners were asked, whether they would like to change their enviroment in the last part. -xv-hour different parts of Istanbul were subjected to the inquiry. Arnavutkoy was selected, structure and social unity. because of its historical Moda was selected because of it was an example for the new doum town apartment structure formed between 1950 and 197G and preserving its social values to a certain point. Ataköy, section 9 an ID were selected because they present free design high rise block residents in large green areas without any street space concept. Bahçelievler, Istanbul Evleri Sitesi was an example for the use of street as a common artery for both motor and pedestrian traffic in a freely designed settlement. Residents of Arnavutkoy (%B5) and Moda (%75) are happy with the enviroment they live in and don't want to change it. İn Ataköy, although the cantrolled physical canditions are better this rate IS % 55. The most significant reason should be Is lack of social relation and communication. The rate at Istanbul evleri IS %65 which has common street system but no street space in a real manner. Street space, despite the physical problems brought together, has an important pasifive effect an social relations and enviromental communication. üJhieh isa fact should be regarded in the future planning process. -xvi-
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