LEE- Şehir ve Bölge Planlama-Doktora
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ÖgeDesign and modelling of urban development areas with reference to historical settlements: case of Korça( 2020) Zeka, Egin ; Yüzer, Mehmet Ali ; 629122 ; Şehir ve Bölge PlanlamaThe city is a very complex phenomena, comprised of dynamic and non-linear relationships among various components. History shows the development of different concepts of urbanism in various contexts. Some of them reach successful compositions while some others fail in terms of providing a proper interrelationship between different environments. This depends mostly on two different approaches in the process of developing cities. The first one is a bottom-up approach, which provides ground for many actors in the process of generating settlements. On the other side, there is the top-down approach, which imposes the willpower of designers, technocrats or governors. The first one is based on a complex adaptive and flexible system that gives importance to the process, while the other considers the design as an end product, based on master planning. Especially after the industrial revolution, many cities around the world developed in a top-down approach based on the modern planning principles, producing very standard, static and monotonous urban typologies, far away from rich, dynamic and complex traditional patterns. In this context, there is a broad literature and discourse that suggests that historic cities are more successful in many aspects and there are many lessons we can learn from these settlements. The concept of this thesis is based on this approach, trying to identify the ways of learning from vernacular, self-organized settlements. It supports the idea that traditional cities are very successful on embracing a much more comprehensive and complex process, which includes many actors, is respectful to local values, and responds to the needs of the communities. This approach claims that vernacular urbanism was capable to establish a complex set of relationships, producing a coherent, good working system, and creating an 'organized complexity', a 'spontaneous order'. In this context, the main aim of this research is to emphasize the importance of bottom-up and inclusive approach in the process of building cities, by analyzing the complexity of non-planned settlements and extracting some features of their rich and dynamic patterns. Moreover, it tries to develop a method that proposes a guideline for interpreting these principles in the process of designing and building new settlements. The thesis raises the following hypothesis: Hypothesis 1: The spatial elements that determine the structure of historic settlements have a systematic relationship within themselves and among each-other. Hypothesis 2: The features of spatial composition in traditional settlements can be measured and used as design parameters for possible future urban developments. Hypothesis 3: Taking references from traditional settlements in the planning and design process of new urban areas is very significant to maintain (sustain) the urban memory of a place The study area is located in the city of Korça and consists of an historic neighborhood near the central zone. The neighborhood is used as a unit for the above-mentioned analyses. This settlement started to develop and consolidate during the Ottoman period. It is built in a spontaneous process, as a product of many individual actions that form a complex and coherent whole. Nowadays, although gone through some transformations and adaptations, it maintains many features of the traditional urban fabric. The neighborhood is organized in an organic pattern of streets and plots. It consists mainly of low-rise courtyard houses, forming a compact urban texture. The morphological elements provide a dynamic pattern and a rich spatial experience with narrow curvilinear streets, fragmented by small plazas and surrounded by small compact housing units. In order to elaborate further the hypotheses, the study uses a hybrid methodology which is implemented in the analyses of a historic neighborhood in the city of Korça, as the case study. This methodology includes three different types of analyses: pattern language analyses, fractal dimension analyses, and geometrical measurements of physical morphology in the study area. Firstly, the study uses some of the pattern language principles, developed by Christopher Alexander. These analyses are helpful to find out if study area possess 'the quality without a name', as defined by Alexander (1979). This quality is very fundamental to create a living, rich, dynamic, coherent, complex environment which responds to the user needs. The second analysis focuses on a procedure that implements the measurement of the fractal dimension of various morphological units in the study area. The fractal dimension concept is very useful to analyze the organic settlements and understand if there is an order and a coherence in their spatial organization. The final section of analysis deals with geometrical measurements in order to identify some physical features related with spatial organization in the neighborhood. These measurements are important not only to identify some spatial attributes of urban space but also, they are very useful to establish a set of rules that can be integrated in any possible future model for urban development. The main results and outputs of this research can be summarized in the following statements: The historic neighborhood in the city of Korça is a typical example of a settlement generated through a long process of self-regulation. Like many other vernacular settlements, it possesses many qualities that create a sustainable, working and efficient environment. Through pattern analyses the study shows that the neighborhood has 'the quality without a name', as defined by Alexander, which establishes an urban habitat that is generative, living, dynamic, rich, beautiful, authentic, systematic and is close to human and nature. Fractal analyses in the settlement show clearly that there is a systematic relationship within and among different morphological units. Similar values of fractal dimension extracted from analyses are evidence of this systematic relationship and the strong coherence in the urban fabric. Some physical features of the spatial composition in the study area can be measured, although it has an organic pattern. These measurements cane be used as parameters in the design process of new urban zones. These parameters can act just as a helping tool in the complex and long process of designing and building new settlements which should include many other actors such as: planners, architects, designers, engineers, other professionals, stakeholders, community etc. These parameters can be integrated in a computed model that can produce many alternatives with high complexity and systematic relationship among different parameters. The study proposes a guideline (framework) by explaining the steps that can be followed for building a possible computational model. The results of analyses and the parameters used in the guideline are contextual to the city of Korça, but the same methodology can be implemented also in other contexts that can produce different results. This research tries to identify firstly the way of understanding the features of vernacular settlements and then using these parameters as reference for generating new settlements. This is an important issue for being contextual and sustaining the urban memory in a city.
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ÖgeFinancing urban rail investments via urban development( 2020) Cengiz, Elif Can ; Çelik, Hüseyin Murat ; Alpkökin, Pelin ; 635585 ; Şehir ve Bölge Planlama Ana Bilim DalıThe impact of railway stations on the housing prices in the surrounding area has been investigated by numerous studies. Literature suggests that railway stations have significant impact on the surrounding land values. However, there is no agreement amongst these studies as to whether this impact is positive or negative. Some scholars claim that due to increase in accessibility railway stations have a positive impact on the surrounding property prices. On the contrary some claim that due to the nuisance effect rail stations have a negative impact on the properties in close vicinity of the station. The common part of these studies is that the impact varies depending on the type of the transit system. The nuisance effect is generally experienced in LRT corridors, since their stations and routes are mostly on the surface. The nuisance effect such as noise, vibration and visual pollution created by these systems can be seen in many cities. However, elements of heavy rail systems are generally located underground, so the nuisance effect is only experienced during the construction stage of the system which can be tolerated for the sake of the service it will provide after completion. The studies conducted on the impact of metro systems on the housing market of the surrounding area concluded that the impact is positive even at very close locations to stations. In this study the selected rail corridor is a metro project, therefore the impact of stations is accepted as a positive one. The case study area selected is Istanbul, because it has the largest rail network of all the cities in Turkey. Furthermore, Istanbul has not been studied in this context before. The city needs further rail investments and has projects lined up for future rail network extensions. However, it has no money to realize these projects. In the first part of the study the monetary impact of stations on the housing market is calculated. In the second part a methodology is developed how this increase in property value can be retrieved from property owners for the financing of rail projects. This study is designed as a comparative study with a 'before' and 'after' analysis of the same area. One survey should be collecting the selling prices of apartments in the surrounding area before the rail system is built and the other after the rail system is in place. However, with the data available it was not possible to carry out a before and after analysis. Thus two case study areas with similar characteristics were selected: the after case being a metro system in operation, the other a proposed metro project which is currently under construction. A similarity check was conducted in order to demonstrate that in terms of this analysis these two cases are identical. Lastly, the before and after analyses were conducted on the basis of the selected study areas. In this study the hedonic price model is used. There are many studies which investigate the impact of railway stations on the surrounding housing market, and different models are used to conduct these calculations. However, the hedonic price model is one of the prominent models amongst them. The data available made the use of the hedonic price model more suitable for this study. Other studies use difference-in-differences for the calculations, and the GWR model uses a public database. The public data on housing is unfortunately not reliable; therefore the necessary data for this study was obtained by conducting on-site questionnaire surveys. Due to budget and time constraints the questionnaires were conducted with real estate agents working in areas around the stations of the rail system instead of property owners who are selling their apartments. The case study was selected on the basis of certain criteria. Firstly, rail system projects in Istanbul were listed. Out of these only the metro projects were chosen, the rest was eliminated, and only metro projects of 10 to 20 km lengths were selected as potential case studies. Metro projects with a length of less than 10 km were eliminated from the study since they would not provide sufficient data for the analysis. Similarly, metro projects longer than 20 km were also eliminated, since it would be very hard to handle them. Out of the remaining projects a project was selected on the basis of potential ridership figures per km, namely the Ataköy-İkitelli metro project which has a 13 km route length and 11 stations. In order to perform the before and after analysis, another rail system corridor, the Esenler-Kirazlı corridor was selected. This case study area was demonstrated to be similar with the Ataköy-İkitelli metro corridor in terms of housing and population characteristics. The questionnaire contained questions on apartment selling prices and characteristics of the apartments. As the questionnaire was conducted with real-estate agents and not the owners themselves, the social data on the owners and their family structure, education level, socio-economic status and family characteristics was not collected. The data obtained was modeled using the hedonic price model, then the coefficient of distance was used to estimate the value increase around the Ataköy-İkitelli metro stations. After calculating the estimated value increase around the Ataköy-İkitelli metro corridor, as the second part a methodology was developed to collect some part of this increased value from property owners in the form of a tax. This is not a new form of tax; it has long been used in the world under different names such as special assessment, betterment tax, LVT and value increment tax. The names are different but the aim is the same. If after a public investment a property owner has a financial gain on his/her property, he is expected to share the profit with the community by contributing to the capital cost of other projects. One of the main reasons for collecting this tax from property owners is to create money for funding further rail investments in Turkey. Without such a tax, the property owners will profit from a public investment funded by all citizens' taxes. Taxation of such capital gains will also help limiting urban rent.
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ÖgeQuantitative evaluation of airport driven urban development model: Case of Istanbul airport(Fen Bilimleri Enstitüsü, 2020) Seifloo, Torkan Borna ; Yüzer, Mehmet Ali ; 652861 ; Şehir ve Bölge Planlama Ana Bilim DalıGlobally, urban dynamics and their impacts have led to changes in the structure and function of the urban area. Urban transformations are multidimensional developments. These changes can transform the immediate neighborhood where the change has happened and continuously lead to the whole metropolitan area. Thus, cities have turned into the nodal points of global change (Zhang, 2016). Many factors have driven the transformation of land-use changes in urban areas. The most significant spatial and economic factors are airports that are transformed from transportation nodes into urban centers. These include the airport operator's need to create additional revenue streams for profit-seeking and counter-cyclical business reasons. Industry's pursuit of affordable and accessible urban land lead to the globalization of supply chain management and growth of immediate manufacturing and distribution, the developing role of e-commerce and logistics, the growing part of airports as meeting places for social and commercial-aim interactions, and the emergence of airports as gateways (Kasarda, 2001). Airports shape and affect the whole system in regional and metropolitan scale. These effects speared out through the entire system and develop transportation links, and consequently, it makes up new nodes along with further development paths. Though, these developments differ depending on regional and metropolitan economic and spatial planning strategies. Istanbul, the biggest city of Turkey, has started growing both economically, demographically, and spatially after the new airport construction. In defining Istanbul's spatial development tendencies and forming future scenarios, the development model of the area should be taken into consideration. In planning, during either future land use or transportation centered land use estimation, several views on land use, functional relations, or organizations have suggested in different periods. Planning and the preplanning of settlements depend on certain principles. These features will be defined in detail in the literature review section. Three main principles have been accepted in land use models developed in several periods which affects individual's life cycle in an urban area. The first one is the organization of urban land use from city centers to the rings through outwards (the Concentric Model); In the second model, the land use expands radically, open from the center to the sides. The third one is the spread of land use by cores that promote accessibility in the settlement. Therefore, to support the relations between different features used in the cellular automata (CA) method, which aims land use estimations, three samples related to these models are examined. At the end of the 1980s, the development of computer programs (GIS) that can save and process data in a computer, from that time, land use estimations and evaluations have expanded enormously. In this study, factors affecting the land use developments, determined by literature studies, questionnaires, and expert opinions, are supported by using spatial data, existing land uses, and other active factors. The quantitative data and final models will define airport development tendencies and will demonstrate if it will follow any development concept model in regional and metropolitan scale. In this study, by including natural, physical, economic and human environment data and using the developed model (APELUM), it is aimed to make predictions and simulate the effect of "airport function" on regional and urban development. In this study the first chapter includes the methodology, aim of the study, and hypotheses. The second chapter evaluates urban growth theories, airport-driven urban development, and concept models. This section explains the quantitative evaluation of land use development, the aviation-driven estimation models relating to regional economic competition, spatial economic dynamics, and its development process. By evaluating the economic and spatial dimensions of three sample studies, the third chapter analyzes the spatial and economic development dimensions of each case based on the development's effective dynamics. The fourth chapter will be based on Istanbul's spatial structure, development process, and airport connection. General spatial dimensions of Istanbul and its urban development strategy process and transportation relations will be evaluated. Istanbul grand airport location selection and are other planning criteria will also be explained in this section. In the fifth chapter, the leading factors' effect on the land-use tendencies of this unique environment (areas within a 20 km radius from Istanbul Airport) will be simulated in the ARCGIS environment and by using a quantitative method based on the Sieve analysis method by considering two scenarios based on user preferences and Istanbul municipality planning strategy planning. Data collection will be supported by conducting questionnaires. •This quantitative model and similar ones are useful tools for measuring effective factors on land-use changes •It generates quantitative estimations based on spatial data in the planning process of cities. •It can be useful to develop simulation models that make correlations between different features of measured tendencies. •It generates a layout for defining the development model of the airport. In this chapter development model of Istanbul airport based on the quantitative evaluations and simulations will be evaluated. In the last chapter, the whole process will be summarized in detail, providing a discussion of hypotheses, conclusions, and recommendations. The contributions of the Research will be defined.