Kentlileşmede etkin bir politika yayalaştırma ve araçları
An Efficient politics in urbanisation process-pedestrianisation and its tools
- Tez No: 39249
- Danışmanlar: PROF.DR. HANDE SUHER
- 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: 187
Özet
ÖZET Gelişmekte olan ülkelerden farklı olarak ülkemiz; kırsal alanlardan, kentsel alanlara yoğun bir göç ile ivme kazanan, kentleşme süreci ve beraberinde belli amaç ve umutlarını gerçekleştirmek, daha iyi yaşam koşullarına sahip olmak için kente gelen insanların, kente uyumları, kentin sunduğu olanaklardan yararlanmaları şeklinde yarşadıkları kentlileşme sürecinin etkisi altındadır, özellikle büyük kentlerimizde, tüm kent bireylerinin bir- arada ilişkiye girmeleri ve bu sürecin gelişiminde katkı sı olacak ortak kullanım alanlarının oluşturulması için yayalaştırma, kentiçi ulaşım sorunlarına çözüm getirmesi dışında, kentsel eğitime katkısı olacak bir politika ola rak giderek artan bir öneme sahip olmaktadır. Kentlileşme* de etkin bir politika, yayalaştırma ve araç ları ad ve konusunda geliştirilen tez çalışmasının, 1.bö lümüm kapsamında giriş, tezin amacı ve beraberinde tez çalışmasının kısaca yönteminden bahsedilmiştir. 2. Bölüm1 de ilgili konuda geliştirilecek çalışmaya, temel oluşturması amacıyla,“kavramsal tanımlamalar ve açıkla - malar”genel başlığında kent bütünü ile başlayan ve yaya yollarının kent içindeki tanımlamaları ile süregelen, ge lişme bölümünü destekleyici bilgiler verilmiştir. 3. Bölüm kapsamında yayalaştırma çeşitli yönleriyle ele alınmıştır. Kent içinde yayaların kullanımına ayrılacak, bir cadde veya sokağın, yayalaştırma kararının alınmasın dan başlayarak, planlama ilkelerinin belirlenmesi, bu il kelerin tasarıma yansıtılması ve yapılacak uygulamanın kente ve kentliye sunulmasına kadar geçen süreç,“kentsel planlama”,“kentsel tasarım”ve“kentleşme-kentlileşme”ana başlıklarında ele alınmıştır. 4. Bölüm' e gelenek dek belirlenen amaç doğrultusunda, li teratür bilgilerle geliştirilen çalışma; İstanbul'da iki cadde de (Nuruosmaniye Caddesi ve İstiklâl Caddesi) yapı lan uygulamaların, yerinde yapılan anket soruşturmaları ve elde edilen sonuçların değerlendirmeleri ile tamamlan mıştır. 5. ve son bölümde, yayalaştırmanın kentsel planlamada sa dece“yaya ve taşıt ayırımı”kadar basit bir tanımlamaya sığdırılmasının yeterli görülmemesi sebebiyle bu bölüme kadar yapılmış olan literatür araştırmalarıyla birlikte yayalaştırmanın ne yalnızca kentsel planlama, ne de yal nızca kentsel tasarım ilkeleri çerçevesinde alınacak ka rarlara dayanan bir uygulama amacı değil, bir süreç içe risinde kentsel planlama, kentsel tasarım ve uygulama bü tünlüğünde ele alınması gereken kentin bütününe hizmet eden bir araç olması sonucuna varılarak, bir yaya yolunun tanımı yapılmıştır. vi
Özet (Çeviri)
AN EFFICIENT POLITICS IN URBANISATION PROCESS- PEDESTRIAN I SAT I ON AND ITS TOOLS SUMMARY The urbanisation process in our country, is effected by immigration from rural areas to urban. Urbanisation process is reflected in physical, social and economic aspects of urban life. The migrant population from rural areas to urban in order to realise certain aims and wishes and obtain better conditions of life, begans to adapt to urban conduct and benefits from opportunities offered by the cities, in urbanisation process. Especially in big cities, it is important for these people from a different culture and a different way of life to benefit from the opportunities of city life by taking part in city life and p'blic participation. The areas where as the members of a city establish relationships are pedestrian areas. In busy cities with a historical texture, pedestrian areas are organised by closing a street or an avenue to vehicle traffic. Pedestrian areas which are an important role in urban transportation have at the same time an educating role as well. Pedestrian areas in the city should not only aim at separating pedestrians and vehicles in in-city traffic but should also play progressive role on individuals who are going through an urbanisation and being urbanized process. It must be considered as an entity in the process of urban planning and design. The aim and the method of this thesis titled“An Efficient Politics in Urbanisation Process - Pedestrianisation and Its Tools”has been cited in the chapter introduction. In the second chapter of this study, under the title of“Conceptual Definitions and Explanations”necessary in formation about the relationships between the walkway and urban units has been given. Referring to these ideas, 'a city* may be defined as a center for gathering and dispersing, a center where industrial and service sectors are condensed, and where agricultural and an agricultural activities are controlled, and in this context as a preferable settlement area of authentic urban life modified by organisation and specialisation. viiAccording to the decisions reached at the Modern Architecture Congress in Athens in 1933, urban functions have been defined as housing, working recreation and transportation. Transportation which establishes relationships between the other three functions can be defined as the replacement of people and objects, and consequently of goods and services for specific purposes. In order for transportation to be carried out at the expected level, first of all, the dominant activities of pedestrians and vehicles using a road to travel from one place to another should be defined according to the degree of a relationship between these two users, pedestrians and vehicles. Urban (transportation) has been classified into three groups. Roads used densely by vehicles, roads used by pedestrians and vehicles, roads used densely by pedestrians. This chapter has been concluded after listing the reasons for the need to create areas without vehicle traffic and defining pedestrianised areas in various ways under the title of“Traffic free areas are the symbols of modern cities”. The practices of pedestrianisation in Turkey, in Europe and in the United States have been emphisised in relation to cause and result. Pedestrianisation has been considered in its diverse aspects in the third chapter of this paper. The process which takes place, starting with the decision taken to pedestrianise a city street or an avenue, and contunuing with the determining of planning principals, the applica tion of these principals to design, and finally reaching an end, with the presentation of these practices to the city and its people, has been studied under these titles urban planning, urban design and in the process of urbanisation. As pedestrianisation has been defined in relation to urban planning process, its aims and purposes have been determined, referring to Brombilla-longo principal which states that pedestrianisation serves three purposes. Urban Economy, Urban Quality, and Social Welfare, and which intends to organise urban space for people to be able to live comfortably and which doesn' t set pedestrianisation as a goal in its general sense. The main goals of these specific purposes may be listed as su^chii: o Traffic Management Goals. To develop city-center activities. To make it easier to reach the center o Environmental Improvement Goals. To reduce pollution in pedestrianised streets or avenues or in the whole of the city Vlll. To create a stronger city-center image. To protect and enrich historical environment o Economic Activity Goals. To support the development of wholesale trade.. To encourage new investors and to draw them to the area. o Social Environment Goals. To establish a convenient space for pedestrian activities. To contribute to the social structure of cities. To provide safe usage for pedestrians. It has also been pointed that a walkway which is planned in accordance with the general purposes and goals that where set, an which contains one or more of its basic functions like recreation, trade, protection and tourism, will determine the character of a pedestrianised area. In the following stage of this paper, determining the social and economic aspects of a pedestrianised area and setting the rules for planning have been studied. Solutions for urban planning process have been put into practice in urban design after handing in studies of analysis made on the spot which enables us to test the validity and efficiency of the decision reached in the light of previously set rules. Pedestrianisation in relation to Urban Design Process has been considered under three sections which are thought to effect the principals of design itself and its development either negatively or positively: o Elements of Urban Space Efficient Elements of Physical and Social Environment. limitting factors. nodes. direction of space in a given space. landmars-the imaginative elements of space. time of usage o Elements contributing to using and developping space (Instruments of Pedestrianisation). paving. lighting. street furniture. symbolical expressions. graphics. signs. symbols. flags and banners o Unexpected conditions and situations which effect the usage of space. IXThe contribution of specified elements, like 'symbolical expressions' which are qualified as crucial instruments of pedestrianisation, to the city and urban education in relation to urban design, has been reflected in the conclusion as developed in additional sections. In the explanation chapter of this study, pedestrianisa tion has finally been studied in relation to urbanisation process and the need to define pedestrian areas not only in themselves but in the whole of a city as well, has been emphasized. R. Keleş has defined 'urbanisation1 as a process of accumulation of population which brigns about changes in human relationships peculiar to cities and an increasing rate of organisation and specialisation and which causes the number of cities to increase and makes cities get larger. He defines 'becoming urbanised1 as a process that creates changes in the spiritual and material way of life, in people's behaviour, relationships and values. According to Keleş, this process reflects a certain social change following urbanisation process. He has also defined 'the new city inhabitants' as likely to go under the influence of these processes, peculiar to our country and especially to Istanbul which is a primarily metropolitan city. It was concluded in the explanation section, based on the efficiency of free and common use of available areas, that an emphasis should be put on the need to develop pedestrianisation as an effective politics to provide for people to participate in certain activities and for the previously defined new city inhabitant to become urbanised, This study which has been developed by information from literature on the subject in accordance with the aim determined in the first three sections, has been supported by surveys held on the spot in two avenues (Nuruosmaniye and İstiklal) in Istanbul. In accordance with Istanbul Greater City Municipality slogan 'Humans before all1, the practice of 'cleansing inner city from cars' and 'emphasis on public railway transportation1 as part of the 21st century view of urbanisation, have been chosen as an area of survey because these have important places (axis) in the Central Business District of Istanbul with historical backgrounds, and they are prominent shopping, recreation, trade and cultural centers with a potential of pedestrians peculiar to wholesale trade. After the place of these two avenues in historical development process has been explained, the results taken from reports written by architects who prepared projects on these avenues before the practices carried out by the municipality, and the results taken from surveys which were made after these practices were put into use.The group which would be subject to the survey has been chosen from among business owners on these avenues and those using the avenues for diverse reasons. 16 questions have been asked to both groups about the subjects identity and about pedestrianisation and its uses. The data received for both avenues have been separately evaluated by tables and explanations and listed under the general titles of business owner subjects' identity, pedestrian subjects' identity, ways of using pedestrian areas, evaluation of functions, evaluation of functions in relation to working hours, safe usage, changes in rents and real estate prices, accessibility, services, urban tools, physical conditions, (owning) claiming pedestrian areas, the public particapation and some usages damaging pedestrian areas. Besides the fact that all data will contribute to the development of pedestrianisation, it has been determined that compared to the time when users travelled through the avenue by vehicles, walking the avenue reflects a pleasing improvement. It has also been determined as a very important fact that people have come to realise what they couldnot realise before, because this reflects participation in and awareness of urban life. In the 5 and last section of the paper, it has been concluded that pedestrianisation, supported by the research of literature on the subject should be considered in a broader sense as indicated in the paragraphs below, and that it cannot be limited with a simple definition as 'the separation of pedestrian and transportation areas in urban planning'. Pedestrianisation is not only a practice in urban design rules or urban planning. It should be a means to serve the city as a whole and it should be considered as part of urban planning, urban design and unity of practices during the process. A walkway is a public area where individuals living in cities get together and establish relationships either directly and indirectly. The conditions that it should contain in relation to conditions of our country are included in the description below: This is the way a walkway should be* o It should be relevant to its aim, o It should be in accordance with the principals of urban planning and design, o It should be accessible, o It should take advantage of the existing, o It should have the quality of being a dynamic space effective in defining urban identity, a space that lives and a space where people live in, XIo It sholud be so safe as to allow a free and easy use, o It should be equipped according to the needs and wishes of its users, o It should contain some audio visiual information, o It should not be standard, o It should support public participation in city life, o It should be arranged so as to respect the values and culture of the society where it is put into practice and to serve all city inhabitants whether disabled or not. Besides putting walkways which possess physical, social and economic qualities, under the headings of pedestrianised streets and areas, according to the necessities of our century when classifying in urban transportation we should consider them as part of the concept of 'Democratic Roads' that was developed by Mark Francis, and has become more and more important in the last 25 years. Wakways should appreciate its users better and accept pedestrians, drivers and individuals with different identities like cyclists as humans and members of society. If we can accomplish this, it will be step taken forward for our country which is struggling in the way of urbanisation and modernisation. xn
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