Figure 2 - uploaded by Vilma Hastaoglou-MARTINIDIS
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The plan for the docks of the Golden Horn by M.Michel, 1879 (source: Prime-ministerial archives, Istanbul)
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The building of modern docks in the Golden Horn was a major modernisation project undertaken in Istanbul at the end of the 19 th century. The account of this venture has already been the object of extensive studies, namely the book by W. Müller-Wiener. The present paper attempts the cartography of harbour works carried out between 1870 and 1910, br...
Citations
... Dergide kârgir, ahşap ve çelik malzemenin yangın karşısındaki sorunları anlatılırken Hennebique sisteminin yangın karşısındaki dayanıklılığına biraz abartılı bir şekilde vurgular yapılmıştır (La Beton Arme, 1913a;1913b). Çoğunlukla Fransa ve İngiltere merkezli Avrupalı şirketlerin İstanbul'da Eminönü ve Karaköy (Uzun, 2008;Hastaouglu-Martinidis, 2011;Say, 2014; Yergün ve Çelebioğlu, 2020) gibi liman bölgelerinde inşa edilecek yeni binalarda betonarme teknolojisini kullanmak istemeleri bu yeni tekniğin yaygınlaşması için önemli bir itici güç oluşturmuştur. Hatta 1911 yılında tamamlandığı bilinen Karaköy Rüsumat (Gümrük) binasının kârgir olarak hazırlanan projelerini değiştirerek "ciment arme" teknolojisiyle inşa etmek isteyen şirket ile hükümet arasında yaşanan anlaşmazlıklar şirketin vermek zorunda kaldığı kapsamlı güvenceler ile aşılmıştır (Yergün ve Çelebioğlu, 2020). ...
... Crossing the Bosporus by ferry boat, seen at a distance, the railway embankment, rail terminal and buildings at the foot of Gülhane park all combine to offset the beautiful wooded promontory above which rises to the Old Sultans' Palace, its outline merging with those of Agia Sofia and the Blue Mosque. In Istanbul, as in most Levantine cities, railway sidings formed part of the ancient urban structure, all rail terminals being situated at points of access by land in the vicinity of the port, in direct contact with the market area (Hastaoglou-Martinidis, 2010). Describing the series of projects (by Louis Barret, Marius Michel and Alphonse Cingria) that led to implementation of the railway and port works at Sirkeci between 1870 and 1910, Vilma Hastaoglou- Martinidis explains that most of the technical problems encountered were due to the underwater presence of the old Byzantine port. ...
The idea of “technical lansdcape” as a key for approching architecture and urban design in railway and industrial areas no longer in use was first brought into focus when working on the towns of the Lombardy region at the Department of Architectural Design (Politecnico di Milano). Later it was adopted to study how urban change and modern transport facilities can be related to architectural heritage in Eastern Mediterranean ports: Thessaloniki, Istanbul, Alexandria. At Istanbul implementation of the Marmaray railway tunnel to link the European and Asian shores is currently under way. Apart from its technical aspects, this project poses problems of great significance for planners and architects. Reorganizing accessibility at national, regional and urban level, the Marmaray scheme has given rise to differing viewpoints about what is needed for the city’s
future development and the conservation of areas rich in memories of the past, whether archaeological findings or more recent monuments. While the Marmaray is nearing completion, debate is also going on redevelopment of large port areas at Galata and Haydarpasa, since major port infrastructures have been
planned at Ambarli, on the North shores of the sea of Marmara off the Aegean Sea. In this scenario, the Maramay Project provides an opportunity for a fresh approach to the structure and topography of the legendary city within its wider “geographical theatre.” The complex nature of these changes - much too often reduced to “redesigning the waterfront” or “remaking an urban image” - and the fact that others of the
same kind are being experienced in many European cities engaged in redesigning railway junctions and in redeveloping areas till now occupied by railway sidings or port infrastructures, makes Istanbul a case-study of outstanding interest.
Betonarme, yapım teknolojilerinde yenilikçi bir malzeme olarak 1900’lü yıllardan itibaren Tür- kiye mimarlığına dahil olan, özellikle yangın ve deprem dayanıklılığı iddiası ile çabuk benim- senmiş bir malzeme olarak öne çıkmaktadır. Türkiye’nin, betonarme ile tanışıklığı, Fransız firması Hennebique Betonarme Sistemleri’nin artan pazar payı ile ilerlemiştir. Geleneksel ya- pım yöntemlerini betonarme ile değiştirmeyi adeta görev bilmiş Hennebique Sistemi’nin Türkiye temsilcisi Marcos G. Langas ise, bu se- rüvende rol almış; fakat betonarme tarihinde az bilinen bir aktör olarak karşımıza çıkmak- tadır. Marcos G. Langas hakkında bir araştır- manın bulunmayışı, hatta kariyerinde, Sent Antuan Katolik Kilisesi, Darıca Arslan Çimen- to Fabrikası gibi Türkiye’nin betonarme tarihi açısından önemli yapılar bulunduğu halde, is- minin çoğu zaman literatürde yer bulmaması, oldukça şaşırtıcıdır.
In the 1850s, the modernism movement and the consequent changes in architecture that influenced the whole world had an impact on the Ottoman Empire. In this period, not only the external trade deficit of the Ottoman Empire increased, but also the control of European capital over the Ottoman economy kept growing. In addition, western companies and entrepreneurs had contributed to the public works in Istanbul. In this context, the first quay in Istanbul was constructed in 1895 by a French entrepreneur, Marius Mitchel, on the shore between Karaköy and Tophane in Galata region. Galata Customs Building (1907-1911) was constructed for the customs of Istanbul port followed by Çinili Quay Khan (1910-1911) and Central Quay Khan (1912-1914), which were constructed in accordance with the office functions of this period. However, within the Galataport project started in 2016, the buildings on the dock began to be transformed into hotel buildings. The plan schemes of the Khan buildings were changed according to the new design and the facades of the Custom building changed their functions by leaving them in a dictation of decor. In this context, the production technologies that reflect the authenticity of the period have also been erased from the memory of the city and history of architecture. Port buildings have lost their original values significantly due to reasons such as misuse, unqualified additions, improper repairs, function change and finally the preference of reconstruction in terms of intervention. The purpose of this study is to reveal these deteriorations and changes and to document and examine the original values of the structures. On-site observations and detailed measurements of the port buildings, examination of their surveys, and analytical analyzes were conducted through scanning archive documents (e.g., maps, photographs, documents), journals, books and articles related to the subject in question. The transformation of the traditional Ottoman commercial life starting with the westernization period has led to the construction of modern western commercial buildings in Istanbul since the mid-19th century. Port buildings formed the silhouette of the Istanbul port in the early years of the 20th century were built using Western design schemes for sea transport and commercial activities, as well as modern construction technologies of the period. The construction of the buildings built with early reinforced concrete production technologies adds a distinct value to these structures in terms of being a few examples documenting the structural history and development process of Ottoman architecture. Today, within the scope of the Galataport project, the construction history, functions, plan schemes and construction systems of the original buildings in the port area, which will be used as hotel, office, port, food and beverage service and shopping areas, which are described as 'tourism complex', have been evaluated and examined in terms of contemporary conservation methods. The commercial buildings of the Port were the modern and pioneer buildings of their period because of their architectural features, building materials and 'Hennebique' construction technology, which is different from the traditional construction systems of Ottoman architecture. François Hennebique was a French engineer who patented his pioneering reinforced-concrete construction system in 1892. Between 1902 and 1913, around 70 structures, including also the port buildings, were built using the Hennebique system in Turkey. With the Galataport project aiming to renovate Istanbul Port, the buildings are facing the threat of losing their original construction technologies with so-called 'restoration' interventions that will only preserve their mass, height and façade design. Buildings such as Central Quay Khan and Galata Customs Building should be preserved and rehabilitated with their original construction material and technique, not only because of their architectural value, but also for their characteristics reflecting the industrial and technological level of their period. Otherwise, it will unfortunately be an inevitable result that the vivid examples of the early period of the 'Hennebique' reinforced concrete structural system in Istanbul may become a story of the past that can only be found in the written literature. In this study the formation process of the Galata Port was examined and the original construction systems of the port buildings, which are one of the first Hennebique reinforced concrete structures built in Istanbul were defined.
This article posits the territorial claim and control of the Ottoman government in the city centre by analyzing confrontations and conflicts of the state with the other agents via critical examination of a provincial case in the late nineteenth century. I examine the critical moments in making of public space to understand how the state authority claimed and enlarged its territorial influence during foundation and development of Dedeağaç (Alexandroupolis) port in Edirne province through many agency confrontations. The conflicts between the state and other agents extend from the choice of location for a new port and taxation of the new port neighbourhood to the provision of public works and constitution of an administrative centre. In this context, foundation and growth of Dedeağaç case demonstrate presence of many civic agents in clash with the state and they had to agree on an interim resolution for spatial construction of the town centre. This article aims to provide an alternative ground to examine the agency of the state in the late nineteenth century urban setting. It aims to be more inclusive by revealing the dynamic and substantial role of the other underrepresented agents in making of the cityscape in the late Ottoman Empire.
Since its establishment as a capital city, the historical topography of Istanbul has witnessed significant changes, created not only by devastating earthquakes and fires, but also by the implementation of large-scale imperial projects. In the existing literature, the transformation of Istanbul’s urban area in the nineteenth century has largely explored the topics of new urban regulations, institutions and their implication after the Tanzimat (reform) decree of 1839. This article aims to explore a lesser-known dimension of nineteenth-century developments of the city: the extension of the railway into the heart of Istanbul’s historical peninsula, and the spatial change around the Sirkeci district due to the physical expansion of the terminus area. The construction of a larger terminus (inaugurated in 1890) is relatively well documented in architectural history, yet developments prior to this monumental construction have been less explored so far. Thus, this article also aims to investigate the project’s development and implementation phases in the second half of the nineteenth century, when the city witnessed continuous urban reformation processes by focusing on the intertwined relations of different agents in the urban space.
