Evaluating the impacts of an urban design project · Gezi Park when the construction of the Taksim...

SSS10 Proceedings of the 10th International Space Syntax Symposium

073

Evaluating the impacts of an urban design project: Multi-phase Analyses of Taksim Square and Gezi Park, Istanbul

Ayse Sema Kubat Istanbul Technical University [email protected] Ozlem Ozer Okan University [email protected] F. Belgin Gumru Istanbul Technical University [email protected] Gorsev Argin

stanbul Technical University [email protected]

Abstract

Taksim, which is known as the heart of Istanbul, is not only the main centre of entertainment, retail and cultural activities, but it also functions as a connection node between the old and new central business districts of the city. Throughout history, Taksim has played an important role for both the city and the country as it was the ‘host’ of several major social events, while it sometimes was the direct ‘subject’ of these events.

Taksim has long been the subject of debates on account of its unresolved pedestrian and vehicular traffic. In September 2011, Istanbul Metropolitan Municipality approved a pedestrianisation project for Taksim. Despite the objections raised by professional organizations and civil protests, the area went under construction in order to build a tunnel system for vehicles, which would leave the surface above as a pedestrian-only platform, and to reconstruct a military barrack, which was once located in the place of Gezi Park but was demolished in the 1940s. The construction phase of the pedestrianisation project for Taksim Square was completed in 2013. However, the reconstruction of the replica barrack was cancelled upon the judgement of the court which was declared as the wave of demonstrations continued throughout the country. Currently, the underground tunnel system is open to traffic, Gezi Park remains as is with slight improvements, and Taksim Square, which is a vast concrete space, awaits for an urban design project.

Considering that there would be a major change in the pedestrian activity in Taksim during the construction and after the implementation of such a significant pedestrianisation project, this three-phase research was designed in order to bring an insight on the relation between the spatial organization, and the volume and movement flow of pedestrians in the area before the municipality’s pedestrianisation project was implemented (phase I), during the construction (phase II), and after the implementation of the pedestrianisation project (phase III). In order to quantify and analyse the volume and the flow of pedestrian movement in the area, gate counts were conducted for all three phases. After the launch of the construction, many of the roads (both pedestrian and vehicular) were blocked, and alternative routes were introduced to users. The changing spatial layouts of these three situations were represented in syntactic maps and were analysed to compare with the movement patterns.

A S Kubat, O Ozer, F Belgin Gumru & G Argin Evaluating the impacts of an urban design project: Multi-phase analyses of Taksim Square and Gezi Park, Istanbul

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mailto:[email protected]





This paper explores the opportunities and challenges in taking a syntactic approach to the spatial analyses of different phases of the pedestrianisation project in the rapidly transforming political centre of Istanbul. The results of this paper, which were derived by using the tools offered by Space Syntax, demonstrate the effects of the changing spatial layout on pedestrian movement levels, and provide insight towards understanding the preferences of pedestrians when their usual choice of route is blocked and they are forced to use alternative paths. The paper also provides input for the urban design project which will be implemented in Taksim Square by the Istanbul Metropolitan Municipality.

Keywords

Pedestrianisation, space syntax, Istanbul, urban design.

1. Introduction

1.1. Subject and Aim

Taksim is the social and political centre of Istanbul, and it is currently subject to a rapid change with the effect of a controversial ‘pedestrianisation’ project. Taksim Pedestrianisation Project was completed in 2013 and had significant implications on the pedestrian movement in the area. This research was designed upon the observation that a higher number of pedestrians began using the Gezi Park when the construction of the Taksim Pedestrianisation Project was commenced. The researchers also anticipated that the pedestrianisation project would favourably affect the pedestrian volume in Taksim Square and Gezi Park. In order to test these observations and intuitions, the Space Syntax method was utilized. The aim of the research is to evaluate the impacts of the pedestrianisation project on the spatial configuration and pedestrian volume in Taksim along with addressing the social and political importance of the area. The research comparatively analyses the spatial configuration and pedestrian movement in Taksim by means of a three-phased analysis.

The research is remarkable for it provides a comparative evaluation of a controversial urban design intervention based on quantitative data collected in three different phases of such an important project. It also provides guidance for the discussions on the benefits and adverse impacts of the project and offers useful insight to relevant authorities and designers as they work on an urban design and landscaping project for the area. Furthermore, the methodology presented in this study enables working between various scales, thus, the implications of Taksim Pedestrianisation Project can be examined at different scales.

1.2. Methodology

The research is based on comparing the levels of movement with spatial configuration in Taksim Square and its vicinity in three different time periods. It makes use of the Space Syntax method, which was developed by Hillier and Hanson (Hillier & Hanson, 1984).

The method of the research consists of four different stages. In the first stage, the spatial history of Taksim area was addressed with the purpose to understand the effects of political and social trends and to evaluate the significance of the area.

In the second stage of the research, the changing spatial configuration in the area over a period of four years was analysed. For the purposes of this research, three axial models were prepared and analysed by using the Space Syntax method. The axial models represented the spatial configuration of the area before the construction of the Taksim Pedestrianisation Project, during the construction when certain pathways were blocked, and after the construction when the new underpass for vehicles were built and a completely pedestrian surface was formed.


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In the third stage of the research, levels of pedestrian movement were observed for the three phases mentioned above. Pedestrian observations were conducted at 64 gates identified in Taksim Square and its vicinity for all three phases (before the pedestrianisation project, during the implementation of the project, and after the project was implemented). In each phase, the observations were conducted on a weekday and a weekend day in three time periods (morning rush hour between 08:00-10:00, noon between 12:00-14:00 and evening rush hour between 18:00-20:00). Pedestrians moving in both directions were recorded separately and were categorized under five groups: male, female, elderly, teenagers and children. The pedestrian observations proved that the major users of Taksim are working-age males and females, and the rate of other age cohorts were negligible. Thus, the analyses/comparisons were based on the total number of pedestrians and the working-age male and female users.

The final stage involved the comparison of the spatial analyses and pedestrian movement data in order to reveal the dynamic relation between the two. The relation is dynamic due to the fact that the changing spatial layout directly affects the pedestrian movement. Thus, the research is distinct as it provides the opportunity to observe how this relation changes in a single area, and consequently, how the essence of the area is affected by such a project.

2. Spatial history of Taksim Square and its vicinity

Taksim is located in Beyoglu district in Istanbul at the intersection of major vehicular axis (namely Tarlabasi Boulevard, Cumhuriyet Avenue, and Siraselviler Street). In addition to these, Istiklal Street -the most important and crowded pedestrian street of Istanbul- is also located in the area. Taksim also lies at the intersection of major public transit modes: Many bus lines, Taksim-Haciosman subway line and Taksim-Kabatas funicular line intersect in the area. This study focuses on Taksim Square, Gezi Park and Talimhane district (Figure 1).

Figure 1: Taksim Square and its vicinity For the purposes of this research, the spatial history of Taksim is addressed in six periods: before 1920, between 1920-1940, between 1940-1960, between 1960-1980, between 1980-2000, and 2000 to date (Figure 2).


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Figure 2: Spatial evolution of Taksim Square and its vicinity

2.1. Before 1920

Construction work around Taksim Square first commenced in 1732 with the erection of Taksim Maksemi (a structure for the provision of water to the settlements along the Bosporus) (Kilincaslan, 2005). In the late 19th century, Taksim was the preferred location for the construction of military structures; by the end of the century, several barracks and a soldier hospital were constructed in the area (Gulersoy, 1986). Taksim Barrack, which was completed in 1780, was one of these structures.

In the early 19th century, Cumhuriyet Avenue was constructed between Taksim and Harbiye (1869), an underground funicular between Karakoy and Sishane was constructed, a horsecar along Istiklal Street was introduced (1873), and an electric tramway between Taksim and Harbiye was installed (1913). These improvements led to increased building and population density in the area (Ozsavasci, 1999).

2.2. Between 1920 - 1940

This period is identified with the foundation of the republic in 1923. During this period, it was desired to construct a square that would become the symbol of the republic. Back then, Taksim was a partially built-up area located in the periphery of the city and provided an appropriate location for the new square (Gulersoy, 1986).

After the erection of the Republic Monument in 1928, Taksim Square was arranged as a ring to form a space to host ceremonies and to allow the flow of vehicular traffic (Karaman & Icozen, 1987). In the 1930s, Taksim Barrack was vacated and its courtyard was utilized as a football field. Also, Henri Prost designed two city parks for Istanbul in order to provide sufficient amount of public open space for the ‘modern Turkish society’ (Bilsel, 2010). Park No 2 extended from Taksim to Dolmabahce.


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2.3. Between 1940 - 1960

In 1940, Taksim Barrack was demolished upon the suggestion of Henri Prost, and Gezi Park was designed in its place (Cezar, 1965).

Another significant development activity during this period was the ‘Menderes Operations’, which involved the construction of Hilton Hotel. Similarly, Divan Hotel was constructed between 1955-1958 within the Park No 2 (Gumus, 2007). These two hotels were the first to jeopardize the continuity of the park and form private islands within the public green space.

2.4. Between 1960 - 1980

During this period, privatization in Taksim Square and its vicinity continued at full speed (Figure 3). Between 1972-1976 The Marmara Hotel was constructed, and between 1968-1975, two more major hotels were constructed. In addition, Atatürk Cultural Centre was inaugurated in 1969 (Gulersoy, 1986). These new structures increased the average building height in the area; thus, the monument lost its grandeur (Kilincaslan, 2005).

2.5. Between 1980 - 2000

The most important intervention in Taksim between 1980-2000 was the development activities carried by the then mayor Bedrettin Dalan, which involved the demolition of many buildings in Tarlabasi and the construction of Tarlabasi Boulevard in 1986 (Keyder, 1996). In 1990, Istiklal Street was pedestrianised (Anonymous, 1990). Between 1990-2000, three more large hotels were constructed in Taksim leading the area become a hotels region (Gumus, 2007).

2.6. 2000 to date

The transformation of Taksim into a ‘hotels region’ continued with the renewal of Talimhane in 2004 (IMM, 2004). The most recent project implemented in Taksim Square and its vicinity is the ‘Taksim Pedestrianisation Project’ (Figure 4). The project was approved unanimously by the Istanbul Metropolitan Municipality (IMM) Council in 2011. It involved the construction of an underground tunnel system between Harbiye and Tarlabasi with the purpose to organize the vehicular traffic below the ground. It also entailed the relocation of the bus stops in the square in the underground level. At the same time, the IMM Council approved another project, which involved the reconstruction of the Taksim Barrack by majority of the votes.

Although several professional chambers appealed to court and demanded for the suspension of execution and cancellation of the project, IMM commenced construction work in November 2012. The chambers also filed a lawsuit against the reconstruction of Taksim Barrack in place of Gezi Park; however, the case was rejected by the administrative court.

In the evening of May 27, 2013; construction machines began removing trees in Gezi Park without any permit for construction. This sparked protests not only in Istanbul but also throughout the country. On May 31, 2013; while the protests continued, the 6th Administrative Court in Istanbul ordered for the suspension of the execution Taksim Barrack Project. On June 6, 2013; the 1st Administrative Court in Istanbul cancelled the Taksim Pedestrianisation Project.

Protests throughout the country continued until mid-July 2013. As a consequence, the reconstruction of the replica barrack was postponed; however, the construction of the underground tunnels continued at full speed. The underground tunnels were opened to traffic in September 2013, and vehicular roads and bus stops in Taksim Square began functioning under the ground. Although the project was completed, the Council of State approved the judgement towards the cancellation of the Taksim Pedestrianisation Project in May 2014. Currently, the underground tunnel system is open to traffic, and Taksim Square sits as a large concrete space awaiting for an urban design project.


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Figure 3: Privatization within the Park No 2


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Figure 4: Taksim Pedestrianisation Project


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3. Analysis

This section focuses on the spatial analyses, presents the findings of the pedestrian observations, and provides a comparison between the two.

3.1. Application of space syntax

The changing spatial configurations in Taksim Square and its vicinity (Figure 5) were analysed for the three phases of the project by axial analyses with depthmapX (Varoudis, 2012). Integration and choice values were calculated both globally and locally.

The following points stand out when the spatial structure of the area is evaluated: Gezi Park is surrounded by three major streets (Cumhuriyet Avenue, Asker Ocagi Street and Mete Street), and Gumussuyu area has a curvilinear form created by another major street. Gezi Park presents a grid form in itself, has limited connections with its surroundings and displays a disconnected pattern. Cumhuriyet Avenue is one of the strongest connections, reaches directly to Taksim Square and bounds Talimhane district. Talimhane is strongly connected with its surroundings owing to its gridiron pattern formed by the built environment in contrary to that in Gezi Park. Tarlabasi Boulevard constitutes a border not only as a major road but also due to the elevation difference between its two sides. Lastly, Istiklal Street, which is a commercial strip and the pedestrian spine of Beyoglu district, is another attractive connection in the area. Istiklal Street, Siraselviler Street, and the connections mentioned above altogether define Taksim Square.

Figure 5: The changing spatial configuration in Taksim

3.1.1. Integration

The global integration analysis of Taksim Square and its vicinity before the pedestrianisation project reveals that Talimhane displays high values, while Gumussuyu district remains segregated as a consequence of topography which causes dead ends (Figure 6). Istiklal Street, Siraselviler Street, Cumhuriyet Avenue and Talimhane District form an integration core. Despite being the most crowded square in Istanbul, Taksim Square is defined with lower spatial integration values compared to the aforementioned areas and does not present an integrated organization.

Although it is surrounded by highly integrated roads, Gezi Park is not a part of the integration hub. When analysed locally (r3), two local centres can be identified: Istiklal Street forming a linear integration hub and Talimhane area. Similar to the results of the global analysis, Cumhuriyet Street stands out as one of the most integrated axis in the area. When analysed for different radius values (r5, r9), the integration core shifts towards Talimhane district and includes Taksim Square and Gezi Park.


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During the construction, many of the roads were blocked for almost a year, and alternative routes were introduced to users. Correspondingly, Taksim Square does not present high integration values in contrary to its surroundings and becomes more segregated. Gezi Park is enclosed with an integrated ring; however, its relation with Cumhuriyet Avenue is interrupted because of the panels that surrounded the construction site. In the local integration analysis (r3), Istiklal Street, its surroundings and Gezi Park present the highest spatial integration values. With different radius values (r5, r9), the northern section of Tarlabasi Boulevard and Talimhane district are defined with higher integration values.

After the construction of the pedestrianisation project, it is possible to define Taksim Square as a huge vacant space due to the fact that an urban design project is yet to be implemented. In this phase, strong spatial references that direct the axial map are not available. Therefore, the new spatial configuration of the square was produced by using the existing lines as a reference. Accordingly, the square was defined by the axial lines extended from Cumhuriyet Avenue, Tarlabasi Boulevard, Istiklal Street and Talimhane district by drawing the longest possible and straight lines up to a barrier. Since there are no barriers except for the Republic Monument and metro exits, the axial lines drawn to define the square occurred to be longer than the previous phases. Due to the linear connections established, southern part of the square becomes more integrated with Talimhane. The segregated character of Gezi Park is maintained because of the lacking connections between the park and its vicinity. When analysed locally, an uninterrupted connection between Cumhuriyet Avenue and Siraselviler Street is observed. Istiklal Street, Tarlabasi Boulevard and Talimhane district are also integrated with this structure, thus creating an integration core including Taksim Square.

Figure 6: Global integration analysis (a) before the construction (December 2011), (b) during the construction (January 2012), (c) after the construction (January 2013)

3.1.2. Choice

Before the pedestrianisation project, Gezi Park is surrounded by axial lines with high global choice values (Figure 7). The global choice values for Tarlabasi Boulevard and Istiklal Street are also high. Although Taksim Square is enclosed by axial lines with high values, the square itself is defined with low choice values. When the local choice values are analysed, Siraselviler Street and Cumhuriyet Avenue display high choice values, and the values for the square are once more low.

During the construction of the underground tunnels, the disconnection in the spatial configuration can be clearly observed. The north-south connection in the area is weakened. It is not possible to observe a continuous route in Taksim Square and its vicinity. In the local choice analysis, Istiklal Street is identified with the highest choice values owing to its linear geometry.

As mentioned previously, the spatial configuration in Taksim Square after the construction is that of a vast concrete space lacking urban design and landscaping. Within this representation, global choice values follow a route from Cumhuriyet Avenue to Talimhane. In this phase, the orientation of the

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axes that would direct the pedestrian movement towards the square is impaired; thus, they fail to constitute a continuous route that extends to the square. In the local choice analysis, Istiklal Street stands out and is identified with the highest local choice values. It is also remarkable that both sides of Cumhuriyet Avenue and Siraselviler Street carry the potential to establish a route that extends to Taksim Square. If connected with Istiklal Street, such potential would reinforce the spatial configuration of Taksim Square and its vicinity.

Figure 7: Global choice analysis (a) before the construction (December 2011), (b) during the construction (January 2012), (c) after the construction (January 2013)

3.2. Observation of Pedestrian Movement

The total amount of pedestrians on weekdays in each of the three observation periods presents slight differences (Table 1). According to the observations conducted on the weekday, a very slight decrease in the total number of pedestrians is observed during the construction phase. This indicates that the pedestrians who use the area on weekdays continue using the area regardless of the physical conditions. However, in the post-construction phase, the total number of pedestrians on weekdays slumps significantly.

Table 1: Change in the total pedestrian volume

Before During After

Weekday 13,939 13,082 11,771

Weekend 14,712 10,014 13,164

Observations conducted on the weekend show that the total amount of pedestrians drops down during the construction, and it increases again after the construction is completed. Physical conditions in the area during construction may have caused pedestrians avoid using the area for entertainment, recreation and shopping purposes.

In addition to the total amount of pedestrians in the area, the change in the pedestrian volumes in Taksim Square and Gezi Park was taken into consideration separately. On weekdays, the highest amount of pedestrians in these two areas is recorded before the pedestrianisation project. The pedestrian volumes in both Taksim Square and Gezi Park slightly decrease during the construction phase, and they dip to the lowest values in the aftermath of the construction.

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The observations conducted on weekend days demonstrate that the pedestrian volume in Taksim Square decreases during the construction and increases after the completion of the project, but it does not reach the level that was recorded before the construction. The amount of pedestrians in Gezi Park, on the other hand, is the highest before the project; it then decreases during the construction. The decrease then continues after the completion of the construction.

According to the observations, Taksim Square, the Republic Monument and around, and Cumhuriyet Avenue are the busiest pedestrian axis in all of the observations conducted on various time periods on different days in different phases. The lowest amount of pedestrian movement, on the other hand is observed in Gezi Park.

3.3. Relation between the Spatial Structure and Movement Patterns in Taksim Square

Under the scope of this study, the spatial analyses and pedestrian observations were statistically compared using Pearson’s correlation and were visualized together for each three phases; before, during and after the construction of the pedestrianisation project (Figure 8). According to these comparisons, the analyses conducted in the post-construction phase yield the highest correlation coefficient values (R) between the results of the spatial analyses and pedestrian observations. In addition, several significant relations are observed prior to and during the construction work.

According to the results obtained for the entire study area, there exists a strong and significant correlation between the spatial configuration of the area and pedestrian volume particularly after the construction. Such strong and significant correlation is observed for both the total pedestrian volume and the amount of male and female users. The analyses were separately conducted for the integration and choice values, and the highest correlation is observed between local choice values and total pedestrian volume (Table 2-3).

During the construction phase, the priority for the stakeholders involved was to complete the construction work within the shortest period of time. Therefore, during construction, the spatial organisation was considerably modified to facilitate the construction work, and many paths were blocked for about a year. Although the spatial organization was quickly modified, pedestrians could not adapt themselves as quickly; and therefore, the statistical relations observed are weak. It is possible to speculate that the rapid and unfavourable modification of the spatial configuration led some of the users to prefer the shortest paths available and caused others to prefer alternative paths which are relatively secure in this system where spatial configuration is the main factor for the orientation of pedestrians.

The highest correlation value is observed between the spatial configuration and pedestrian flow in the post-construction phase. In addition, the total pedestrian volume and the amount of male and female pedestrians are significantly correlated with both the integration and choice values. At this point, it should be noted that the spatial configuration in Taksim Square is not yet designed, and the existing axial lines were taken as reference and were extended to represent the spatial configuration in the aftermath of the construction. This may provide an explanation to the strong correlation observed between the pedestrian volumes and choice values. The axes that are inherited from the pre-pedestrianisation phase constitute the most significant elements that orient pedestrians.

When the data for Gezi Park is analysed separately (Table 4-5), it is observed that the isolated spatial configuration of the park leads to low rates of pedestrian use. In the phases before and after the construction of the underground tunnels, the spatial configuration and pedestrian volume are strongly and significantly correlated. The fact that the park is disconnected from its surroundings before, during and after construction is not appealing to the pedestrians. The distribution of pedestrian volume changes during the construction work due to the paths which are blocked, and during this phase no strong correlation between spatial values and pedestrian volumes can be observed.


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Table 2: Correlations between pedestrian movement and integration values

Global

Integration

Local Integration

(r3)

Local Integration

(r5)

Local Integration

(r9) Be

fore

WD Total 0,040 0,041 0,179 0,463**

WE Total 0,018 0,059 0,204 0,451**

Durin

g WD Total -0,133 0,063 0,253 0,477**

WE Total -0,166 0,076 0,249 0,415**

Afte

r

WD Total 0,042 0,326** 0,431** 0,467**

WE Total -0,024 0,358** 0,465** 0,475**

*. Correlation is significant at the 0.05 level (2-tailed).

**. Correlation is significant at the 0.01 level (2-tailed).

Correlation values are measured with R

Table 3: Correlations between pedestrian movement and choice values

Global

Choice

Local Choice

(r3)

Local Choice

(r5)

Local Choice

(r9)

Befo

re WD Total 0,12 0,125 0,196 0,254*

WE Total 0,081 0,069 0,146 0,206

Durin

g WD Total -0,05 0,019 0,128 0,133

WE Total -0,083 0,006 0,094 0,075

Afte

r

WD Total 0,086 0,632** 0,584** 0,399**

WE Total 0,068 0,625** 0,594** 0,397**





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Table 4: Correlations between pedestrian movement and integration values – Gezi Park

Global

Integration

Local Integration

(r3)

Local Integration

(r5)

Local Integration

(r9) Be

fore

Gezi

WD Total 0,567** 0,417 0,587** 0,693**

WE Total 0,517* 0,407 0,548** 0,650**

Durin

g

Gezi

WD Total 0,271 -0,135 0,141 0,364

WE Total 0,116 -0,248 -0,021 0,173

Afte

r

Gezi

WD Total 0,587** 0,047 0,350* 0,527**

WE Total 0,563** 0,126 0,434* 0,562**




Table 5: Correlations between pedestrian movement and choice values – Gezi Park

Global

Choice

Local Choice

(r3)

Local Choice

(r5)

Local Choice

(r9)

Befo

re

Gezi

WD Total 0,760** 0,737** 0,776** 0,801**

WE Total 0,754** 0,761** 0,790** 0,809**

Durin

g

Gezi

WD Total 0,248 0,178 0,249 0,277

WE Total -0,023 0,060 0,074 0,027

Afte

r

Gezi

WD Total 0,590** 0,465* 0,634** 0,652**

WE Total 0,671** 0,506* 0,671** 0,701**




The analysis conducted for Taksim Square separately (Table 6), reveals that the pedestrian volume and integration values before the construction of the underground tunnels are correlated at local


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levels. According to the analyses conducted during the construction work when the spatial organization of the square was quite chaotic, the correlations become weaker. In the aftermath of the construction, no correlation can be observed between pedestrian volumes and integration values. However, it is remarkable that the analyses reveal a strong correlation between the pedestrian volumes and both the global and local choice values after the construction, but only on the weekend. Choice values appear to be the main reference for orientation of the weekend users. As mentioned before, after the construction of the tunnel system was completed, the square lies as a vast undefined concrete space awaiting for the implementation of a design project. Therefore, the existing axes were taken as reference for the spatial analyses conducted after the construction of the underground tunnels. This may be the reason behind why the spatial values are observed quite high and why Taksim is identified as the core of the system.

Table 6: Correlations between pedestrian movement and choice values – Taksim Square

Global

Choice

Local Choice

(r3)

Local Choice

(r5)

Local Choice

(r9)

Befo

re

Squa

re WD Total 0,318 0,221 0,303 0,393

WE Total 0,351 0,166 0,273 0,389

Durin

g

Squa

re WD Total 0,358 0,287 0,386 0,467*

WE Total 0,279 0,229 0,309 0,418

Afte

r

Squa

re WD Total 0,306 0,083 0,120 0,149

WE Total 0,619** 0,351 0,436* 0,426*




a b c


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Figure 8: Local integration (r9) and pedestrian volume (a) before the construction (December 2011), (b) during the construction (January 2012), (c) after the construction (January 2013).

4. Results, evaluations and recommendations

As mentioned before, Taksim Square and its vicinity have been transforming over history; however, the recent Taksim Pedestrianisation Project led to a drastic change in the spatial configuration of the area. As its name implies, the project was implemented to improve the physical quality in Taksim, and consequently, improve the pedestrians’ experience and volume. This study provides a comparative analysis of the changing spatial configuration and observes the implications of this change on the pedestrian volume and flow.

The results of this study can be encapsulated in three points:

1. Gezi Park remains isolated in all phases observed, and it can only be integrated to the remainder of the area by establishing stronger connections with its surroundings.

Despite its central location, the underuse of Gezi Park has long been the topic of debates. During the construction of the underground tunnels between May 2011 and September 2013, many of the major pedestrian axes in Taksim were blocked, and many did not offer appealing physical conditions due to the construction proceeding around. On the other hand, construction work did not heavily affect Gezi Park, and compared to the rest of the area Gezi Park offered pedestrians a more convenient and direct option to get around. One of the objectives of this research was to observe how the pedestrian volume in Gezi Park changed throughout different phases and particularly during the construction phase.

The findings of the research prove that Gezi Park is indeed very isolated from its surroundings. According to the analyses and observations conducted in this study, both the pedestrian volumes and spatial values in Gezi Park are quite low in all three phases; and therefore, the highest correlation values are obtained at the specific scale of Gezi Park. The pedestrian volume in the park does not increase even if the conditions in the park are improved or other axes are blocked.

The historic significance of the park would not allow the authorities to alter the spatial configuration within the park. Under these circumstances, Gezi Park can only be integrated with the rest of the area by making interventions in its immediate vicinity and establishing better connections with its surroundings.

2. After the project was implemented, the spatial values in Taksim increased. As mentioned previously, Taksim Square is currently an open and vast concrete space. Therefore, for the purposes of this study, the axial lines available in the square were taken as reference to represent the spatial configuration in the post-construction phase. The analyses conducted by using these axes provided improved spatial values.

The methodology of this study involved three pedestrian observations conducted in three different phases of the pedestrianisation project. While the data obtained in these observations enabled reaching important conclusions, the researchers deemed it necessary to conduct another round of observations in order to verify and confirm these conclusions. Therefore, a fourth round of observations was conducted in November 2014, and in addition to gate count, followings at the ground level were also included in this round of observations.

The followings also provide insight on the routes that pedestrians currently prefer in Taksim (Figure 9), and it is evident that the followings confirm the accuracy of the axial representation of the post-construction phase set forth by the researchers. Accordingly, the entrances to the subway line are still a dominant factor that shape the pedestrian flow in the square.


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Figure 9: Aggregated map of followings (weekday & weekend) (November 2014)

In summary, axial representation of the post-construction phase set forth by the researchers may be taken into consideration by relevant authorities and designers as they work on an urban design proposal for Taksim Square.

3. Although the spatial values in Taksim Square increased after the project was implemented, the pedestrian volume declined. All four of the observations demonstrate that pedestrians use Taksim for two purposes: They either pass through the square to reach Istiklal Street for commercial, cultural and entertainment purposes, or use the square as a transit station during their journeys throughout the city. The observations conducted before and during the implementation of the project reveal that the highest volume of pedestrian movement occurs between the transit stations in the square (i.e. between the bus stops which were above the ground back then, and the entrances to the subway line) and towards Istiklal Street. This fact implies that although Taksim Square hosted many significant social events, it has never been a ‘city square’ as we understand it, and the main function it undertook has always been to function as a major transit node in Istanbul. Such character of the area did not change with the implementation of the Taksim Pedestrianisation Project. In contrary, the implementation of the project enforced this situation.

Furthermore, the latest round of observations confirm that the pedestrianisation project channelled the pedestrians who use the area for transit purposes down to the underground level. As of now, a user can transfer between the bus stops, Taksim-Haciosman subway line, and Taksim-Kabatas funicular line without coming out to the surface. As a consequence of these facts, although the spatial values in the square improved, the pedestrian volume declined. This predicament rises questions on the success of the pedestrianisation project and about the future significance of Taksim Square.

In summary, decisions taken at the top level are required in order to improve the pedestrian volume and the quality of the pedestrian experience in Taksim Square. Therefore, relevant authorities and designers should consider proposing functional as well as spatial modifications in upper-scaled plans to change the fate of the square.


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5. Conclusion

The construction of underground infrastructures in Taksim drastically changed the spatial meaning of the square and the nature of the pedestrian flow in the area. It is evident that Taksim Pedestrianisation Project divided the users in Taksim in two and relocated those who use the square for transportation purposes in the ‘brand-new Taksim’ below the ground level. It also did not offer any solutions to help Gezi Park become more connected. It is now impossible to revert the ‘underground Taksim’; however, further planning decisions, and design and landscaping implementations can help to improve the pedestrian experience in Taksim, make Gezi Park more integrated and transform ‘the Taksim above the ground’ to become a decent city square.

Acknowledgements

This research was supported by the Istanbul Technical University Scientific Research Projects Department (BAP, Project Number: BAP-37615). The pedestrian observations were performed under the guidance of A. S. Kubat & O. Ozer in the ‘Social Logic of Space’ graduate course. The authors would like to thank the students who took the course for their dedicated work.

References

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