ACKNOWLEDGMENTS

The Urban Design Competition Comitee would like to take this opportunity to express their gratitude to following authorities for their guidance and support for the preparation of this brief;

Greater İstanbul Municipality -

Directorate of Settlement & Transformation

Directorate of City Planning

Directorate of Transport Planning;

Mayor of Kartal Municipality;

Planning Department of Kartal Municipality;

Mayor of Pendik Municipality;

Planning Department of Pendik Municipality;

Association of Independent Architects

İstanbul Sewage and Water Board (İSKİ);

İstanbul Natural Gas Co.(İGDAŞ);

GREATER İSTANBUL MUNICIPALITY

DESIGN BRIEF TEAM

Administrative Coordinators

Hüseyin KAPTAN (Prof., YTU) Necati İNCEOĞLU (Prof. Dr., ITU)

Murat VEFKİOĞLU (Arch., M.Sc. Urb. Ds. MSGSU)

Technical Coordinator

Meksude GENÇ (Urb. and Regional Pl., YTU)

Technical Advisors

Municipality of KARTAL Municipality of PENDİK

Technical Assistant

M. Efe GÖNENÇ (Arch., METU)

Translated by

H.Gülderen İŞANLAR (M.Arch.,MCP, PhD-Regional

Planning&Economics,Invest.Finc.)

URBAN REGENERATION PROJECT FOR KARTAL SUB-CENTER

& KARTAL-PENDİK WATERFRONT

* PREFACE

A. INTRODUCTION……………………………………………………………….1 THE SCOPE……………………………………………………………………..2

B. PROJECT AREA………………………………………………………………..3 B.1. LOCATION OF THE PROJECT AREA WITHIN İSTANBUL METROPOLITAN B.2. SUBJECT AND THE PROJECT AREA B.3. ANALYSIS OF THE PROJECT AREA

• FOCUS AREAS • EXISTING PLANNING CONDITIONS • ECONOMIC STRUCTURE • HISTORICAL DEVELOPMENT • NATURAL STRUCTURE ANALYSIS OF THE AREA • PHYSICAL SITUATION ANALYSIS • TRANSPORTATION • DEMOGRAPHIC STRUCTURE

C.RECOMMENDATIONS AND GUIDES………………………………………20 D. PROGRAMME OF REQUIREMENTS………………………………………..22 E. PROVIDED DOCUMENTS…………………………………………………..24 F. SUBMISSIONS………………………………………………………………..25 G. APPENDICES………………………………………………………………...26

• PHOTOS FROM THE PROJECT AREA • MAP OF THE ANALYSES

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II

PREFACE

İstanbul is situated at the focal point of economic and cultural relations among Mediterranean, Middle Eastern and Northern countries, and at the cross roads of north-south sea routes and east-west international land routes. Her relation with the sea has been very strong throughout the history. This relationship has not been limited to the ports only. İstanbul has been living almost “within” the sea confirming the expression of “a city where sea passes through”. As the capital of Eastern Roman Empire, Byzantine Empire and for five centuries Ottoman Empire, İstanbul has always been a culture and commerce centre throughout her history. As the result of In-migration that has started from the end of the Second World War due to the developments in industry, transportation and communication making İstanbul a powerful population gravity area; major changes took place in the physical structure of the city. Greater İstanbul Municipality has planned transformation projects for important focal points. The common characteristic of these areas is abandonment by the users, and the possibility of becoming urban slump areas unless a planned transformation is realized. The regeneration and transformation projects for these areas aim to improve the quality of urban life and create innovative, unique urban centres which are sensible for the environment. Istanbul had been a multi cultural city as the capital of Eastern Roman, Byzantine and Ottoman Empires. Today, beyond being economic centre of the, continues to be the cultural centre of the country. These cultural characteristics shall remain the basic elements of her cultural identity in the future.

Kadir Topbaş (Ph.D., Architect)

Mayor of Greater İstanbul Municipality

A. INTRODUCTION The city is located on two major peninsulas separated by the Bosphorus, and has grown in east-west direction along the roads parallel to the Sea of Marmara. In the north, forest and water catchment areas, which are under protection, are the natural boundaries of İstanbul. The population, which was around 2 million in the 60’s, has rapidly increased since due to pull effect of industry and cultural amenities, reaching to almost 12 million currently. The city has become one of the fastest growing metropolitan areas in the world. Rapid city growth parallel to the growth in industry has strongly affected the cultural identity of the city, and has been constrained in protecting her cultural and historic identity. Currently İstanbul is the centre of industry, commerce, finance and banking. In addition, 16 universities with hundreds of thousands of students, international art festivals, biennales, fairs and other cultural activities make her one of Europe’s promising culture centres. Despite rapid urbanization the city silhouette of the Historic Peninsula could be kept away from the damage, which is caused by intensive new structuring. On the other hand, the illegal structuring at the outskirts of the city could not be avoided. Solutions for the physical infrastructure and intra city transportation stayed behind the city’s growth rate, and İstanbul is faced with housing, traffic congestion, land speculation and other problems like other developing world metropolitan regions.

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THE SCOPE İstanbul takes her place as a commerce, science, service, culture and art centre among the world metropolitan regions, and to increase the quality of urban life, Greater İstanbul Municipality has planned transformation projects for important focal areas. The common characteristic of these areas is abandonment by the users and the possibility of becoming urban slump areas unless a planned regeneration is realized. One of these projects is the regeneration of the industrial areas in Kartal. Kartal and Pendik were small villages before the opening of railroad during 1860’s connecting İstanbul to Anatolia and Bagdat. Railroad, like all the other coastal villages along, had decreased the relationship of Kartal and Pendik with the sea. Untill the opening of E-5 (Europe-5) h ighway in the north in 1950’s, the inter-city highway connecting İstanbul to Anatolia had been passing through these villages. These two roads stretching parallel to the Sea of Marmara has brought liveliness to these villages and a new dimension to their relationship with the sea. Kartal cement plant was the first step into the industrial development in the region. This plant, in addition to speeding up the increase in population, has caused the enormous crater, created by the stone quarry in the north. Due to the growth of the settlement and increase in traffic, main coastal transport artery first moved to E-5 and later further north to TEM (Trans Europe Motorway). Today the cement plant is closed and stone quarry is abandoned. However, the area connecting the quarry to the plant along the road to the sea somehow continues to exist with abandoned smaller industrial plants, and businesses. This road is expected to exist as a strong link connecting coastal road and E-5. One of the objectives of the project is to create an alternative new centre with business centres, theatres, concert halls, congress halls, and marinas against the mono centric structure of İstanbul that made the east (Anatolian) side of İstanbul a bedroom city. By this way the abandoned area will be prevented from evolving into an urban decay region, and the urban life quality will be increased. The designers are expected to develop a vision for these areas. With the regeneration project it is aimed to increase the urban life quality, and create an international centre with a distinct identity and sensitive to the ecological values. Designers are expected to develop a necessity programme that will enable them to achieve innovative ideas.

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İstanbul is a city where twelve million people live, songs in at least twelve languages wander arm in arm in the streets. She is a lively metropolitan at the point where Paris-Beijing and Moscow-Cairo routes cross. A culture centre formed by two peninsulas of two continents embracing each other like two lovers. Land of architectural masterpieces of minarets, synagogues and churches stretching up into her horizon. A geography where civilizations were born and spread out in waves. A city through which the waters of Danube, Volga and Kızılırmak embrace each other and run gracefully via Bosphorus to reach the Mediterranean Sea. Shining star of Europe, the Sultan of cities. That is İstanbul.

Aykut Toros B. PROJECT AREA

B.1. LOCATION OF THE PROJECT AREA WITHIN İSTANBUL METROPOLITAN AREA İstanbul Metropolitan Region is about 5,512 sq. km. The region is surrounded by Black Sea in the north, by high peaks of Kocaeli mountain range in the east, by Sea of Marmara in the south, and by Ergene water basin boundary in the east. The Bosphorus connects the Black Sea to the Sea of Marmara there by separating Europe from Asia, and dividing the city of İstanbul into two banks. Figure-1 Location of the İstanbul Metropolitan Area The most important transportation links of the project area are E-5 (D-100), east-west bound intercity motorway in the north, Minibus Road (Bağdat Avenue) and Coast Avenue in the south, and the road connecting the region to TEM (Trans European Motorway) in the north. Other transportation links are side roads and inner city roads along E-5 providing the inner city traffic circulation, and East Suburb rail system, an important public transportation means. Kartal Sea-bus Terminal and Pendik Ferry Port are also situated within the project area. Sea-bus Terminal in Kartal is for passenger and ferry boat in Pendik is for passenger and vehicle transportation. Figure-2 Targeted Area The project area is located within the boundaries of İstanbul Metropolitan Area and in the east bank of the city. The area is surrounded by housing area and business centre in the east, by the Sea of Marmara in the south, by housing areas in the west, and by heavily residential neighbouring towns as the hinterland of Kartal and Pendik centres. Figure-3 Project Area at Local Level

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B.2. SUBJECT AND THE PROJECT AREA İstanbul Metropolitan Area is separated into two banks as east and west by Bosphorus as the result of its natural formation. Commercial, industry, cultural centres, administration, housing and recreational areas have shown a non-homogeneous development pattern on two sides of the city. Especially, central business districts and related labour force have concentrated on the west bank of the İstanbul Metropolitan Area. Figure-4 Regional Context Activity ratio of service sector is 0.40 in the west bank and about 0.15 in the east bank. This concentration is creating pressure on historical areas and Bosphorus coast there by causing deterioration of the traditional Bosphorus silhouette as the result of recently built sky-scrapers. Due to higher number of day-time working population in the west, high level of daily east-west commuting is also causing high traffic movement. All of these concentrations and pressures are the source of unbalance between the east bank and the west bank. There is only one primary centre in the east bank. In order to be able to eradicate this unbalanced situation in service and commerce sectors of the two banks of İstanbul Metropolitan Area, development of an alternative centre has been inevitable. This project aims, from decentralization point of view, to develop an alternative for service sector and employment which show persistance in the Historic Peninsula, Beyoğlu – Pera and Bosphorus slopes in the west bank. Kartal is an industrial region that had developed in 1970’s. Due to its out-dated industrial technology and devolving as a central location of the area during the course of metropolitan development, the necessity of transformation from industry to service occurred. The industrial firms, which are still in the project area, are inclined towards moving to outskirts or completely outside of metropolitan area. The quarry operation, which has been owned by the public for long years, has been shut down and the cement plant has been demolished. To utilize this empty area shall be important for urban transformation project. The publicly owned lands, large empty lands, and 2 million people living in the hinterland of Kartal Town are the supporting factors to develop this area as a strong centre. Kartal sub-centre together with Pendik coastal area shall be transformed into an important centre consisting of commerce, tourism, residential, culture, administration and recreational functions. At the coastal area, where the abandoned industrial area meets the sea, a marina and sea transportation system can be suggested. This marina can be integrated with the suggested touristic facilities and coastal recreational areas. The production at the stone quarry under public ownership has been shut off and the cement factory is demolished. These vacant lands shall be important land use tools for the transformation project. The abundance of publicly owned and vacant lands and 2 million population residing in the hinterland of Kartal are considered supporting ideas for developing a strong centre in the area.

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Figure-5 Growth of Industrial and Residential Districts (1950-1980) Figure-6 Estimations on Decentralization of Manpower (1980+) The landfills for the construction of coastal roads has cut off Kartal and Pendik traditional town and centres from the sea and caused an identity change, which were once coastal settlements. The coastal recreational and touristic areas that shall be developed, shall also integrate the traditional centres with the sea coast. These recreational and touristic areas, like the other new functional areas, will serve not only Kartal residents but all living in the east bank of the city. The project area is located within the administrative boundaries of Kartal and Pendik Towns of İstanbul City. It covers the industrial areas located in the east and west of the road connecting the coastal road and Kartal Junction on E-5 (D-100), which is an important transportation link connecting İstanbul to Anatolia, Kartal traditional centre in the south west, and Pendik coastal section in the south east. Total project area is 555 Ha. 420.4 Ha. of this area is within the administrative boundaries of Kartal Town, and the rest is 134.6 Ha. is within the boundaries of Pendik Town. The biggest obstacle in the implementation of such projects in Turkey is the ownership problems. Publicly owned land parcels, roads, green areas and other amenities constitute 53 % of the project area. Parallel to the existing situation, the designers are expected to consider and make appropriate suggestions on the principles and processes by which the institutional relations between the public and private sector should develop, on minimizing the conflicts, and on identifying the stages of project and its implementation. B.3. ANALYSIS OF THE PROJECT AREA Figure-7 Targeted Area

• Focal Areas

Figure-8 Focal Areas

o Industry Area On both sides along the “Industrial Street” stretching from Kartal Junction on E-5 intercity highway to the coast, industrial plants whose establishment date goes back to 1950’s are situated. Due to lack of expansion land, transportation problems, rising land prices and area becoming city centre as the result of urban growth the industry is leaving the area.

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Photo-1 View from Industrial Area There also exists a stone quarry which lost its economic value. The ownership belongs to the treasury. The land surface is 47.2 Ha. , at -65 meters altitude and has a crater pond formed later. Photo-2 View from Stone Quarry

o Coast During the early 1990’s the coast stretching from Bostancı to Tuzla had been filled, and the reclaimed area since has been used for recreational purposes and sea-bus terminals. Sea-bus passenger transportation serves is offered to other metropolitan centres as well as to other ports outside the metropolitan boundaries. These lands remain within the project area, and are being used for recreational purposes by the nearby residents as well as the inhabitants of Tuzla, Maltepe and Sultanbeyli towns. Photo-3 View from waterfront / Kartal Photo-4 View from waterfront / Pendik Photo-5 View from waterfront / Pendik

• Existing Planning Conditions

The section of the project area remained within the administrative boundaries of Kartal Town has been defined as “Kartal Urban Transformation Project Area” in Kartal E-5 South Master Plan enactment of 2005. The project area is left blank with no planning decision. The section remained within the administrative boundaries of Pendik Town is part of the “Pendik Coastal Fill Master Plan” enactment of 2005. The project to be produced by the designer shall be transformed into 1/5000 Master Plan and 1/1000 Implementation Master Plan technique and shall be enacted.

• Economic Structure İstanbul is the biggest city of Turkey with 12 million inhabitants. Industrial and commercial activities that shape the economic structure of the country have concentrated within the boundaries of İstanbul Metropolitan Area. 21.5 per cent of Gross Domestic Product of Turkey is being generated in the area. İstanbul, where the largest firms of Turkey and many prominent enterprises of the world are located, has been the gravity centre of in-migration due to high employment potential.

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Following the relocation of industry to the neighbouring cities and the decrease in the number of industrial businesses, the number of service sector business began to increase. According to the research conducted by State Statistics Institute (DİE) in 2004, the share of employees in the service sector in the total number of employees in İstanbul is 62 %. Where as in Kartal Town service sector employees constitute 68 % and industrial sector employees constitute 32 % of the total employees. In recent years following the closings of industrial businesses in Kartal the number of people working in the service sector has increased. This trend clearly indicates an economic shift from industry to service in the area.

• Historical Development Information about the Kartal Town centre begins with the Byzantine Period. The Byzantines named the small fishing village as Kartalimen (Cartalimin) with its small harbour. The residents of this small village facing the Prince Islands also used to plant vegetables. Kartal kept its fishing and vegetable planting identity also during the Ottoman Period. Kartal, covered by vineyards, fruit and vegetable gardens, supplied a certain portion of İstanbul’s grocery demand for a very long time. Wheat brought by ships had been grinded in the flour-mills and been sent to İstanbul. Kartal Village surrounding the wharf at the coast forms the historic nucleus of today’s neighbourhood and town carrying the same name. Designating Kartal and it’s environ for industry in 1947 had been a turning point for the Town. Due to convenient transportation conditions and low cost land, both sides of E-5 intercity motorway completely covered by industrial facilities in a very short period of time. The surrounding lands immediately became squatter housing neighbourhoods. Single or two storey garden houses along the coast and railway are replaced by high-rise apartment buildings. A dense high-rise apartment building construction had been witnessed on the lands between the railway and E-5 intercity motorway during the 1970’s. As the result of continuous rise in population during the 1980’s the current population of Kartal Town is above 400 000 inhabitans. Kartal lost its summer resort identity. Increase in housing, commerce and industry areas extending to the whole town, and increase in transportation facilities made Kartal a central location. Figure-9 Historical Development Stages

• Natural Structure Analyses Of The Area

o Geomorphology and Topography Coastal plains are replaced by hills towards north. There are vast plains in the middle of and behind these hills. Important heights of the town are Yakacık Above Hill (420 Mt.), Yakacık Middle Foothill (400 Mt.), Yakacık Behind Foothill (370 Mt.), Aydos Mountain (570 Mt.), and Dragos Hill (170 Mt.). The highest point of the project area is the E-5 intercity motorway premises with 120 Mt. height.

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There are no slopes that will create an obstacle for settlement or construction within the boundaries of the project area. The quarry in the north of the area is 65 Meter deep and covers 47.2 Hectares of surface area. With regards to elevation criteria, areas with 0-10 % elevation scale are free of any limitations in terms of transportation, technical infrastructure and cost. Areas below 0-10 % elevation scale consist 85 % of the total project area.

o Ecology and Vegetation At the end of a very thorough, sensitive and detailed research in the project area, no endemic, under the protection of national and international laws, rare and near extinction fauna variety; and no endemic, under the protection of national and international laws, rare and near extinction flora variety were found.

o Geology and Land Structure According to the earthquake studies carried out for the entire country, İstanbul Metropolitan Area is in first degree earthquake zone. Underground water is at a very deep level in the project area. However, there are leakage waters due to the geological and morphological structures of the project area. As the result of geological, geophysical and morphological researches and laboratory test the units within the boundaries of the project area have been evaluated for their appropriateness for human settlement. Kurtköy and Aydos Formation with tectonic affective limestone, Dolayoba Formation (DF) tenuous siltstone, Kartal Formation (KF) consisted by slates with interim layer sandstone, and slope debris spread with various thickness over these units form the area structure. Alluvion spread exists in the area at a limited level.

Areas Suitable for Settlement (YU) In Kurtköy, Aydos, Gözdağı, Dolayoba, Kartal, Tuzla, Baltalimanı, and Thracean Formation the intact or very little decomposed and having less than 30 % elevation scale areas are evaluated as suitable for settlement. In these areas which are suitable for all kinds of construction, the foundations of the buildings should go at least one basement deep into the soil in order to be able to resist the horizontal movements originated by earthquakes. Fine decomposition zones with negligible continuity on the areas suitable for settlement should be removed during the constructions. Building foundations should not be placed on heterogeneous grounds with partially rock and partially soil formations, in stead grounds with homogeneous strength should be chosen. The area is also suitable for high-rise buildings and for high density settlement. Geological problems should be solved on the basis of 1:1000 scale implementation Master Plan and of land parcel studies. These areas are shown with “YU” symbol on the Maps of Areas Suitable for settlement.

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Alluvions (Aj1)

In the research area, alluvion has been formed in the stream beds flowing to Bosphorus and Marmara Sea. These alluvions show different characteristics due to their thickness, material characteristics and ages. The edge sections of alluvions are relatively safer. However, in the middle sections which is the flow bed of streams, has very weak characteristics. These grounds are not suitable for settlement, if needed ground improvements are necessary. Alluvions are suitable for low-rise buildings and low density settlement. Implementation should be specified and explained by 1:1 000 scale Implementation Master Plan and by land parcel studies.

Grounds With More Than 30 % Surface Elevation and With Detached Granule Formation (Aj2)

Sultanbeyli formation and sloping sections of hillside debris are included in this category. Stability on the parcel and region basis should be researched. Special importance should be given to the drainage of surface and underground waters. Low density and detached construction suitable for the ground characteristics is possible.

Refill Areas (Sa) These are improved sea refill areas. These areas should be used for recreational purposes.

o Climatic Factors and Meteorological Data

Kartal Town generally has Mediterranean climate. Summers are hot and dry. Winters are rainy and cool. Springs are also cool and rainy, where as autumns mild and rainy. In summers temperature rises up to 39°C due to lack of rain. In winters the temperature can drop to -10°C. Annual average temperature is 14°C. Annual average humidity is 72 %. Cloudiness is low, evaporation is high. Annual rainfall height is 680 mm. according to the data collected by Kartal Meteorological Station. This record is 585mm according to the Göztepe Meteorological Station. In general total rainfall is higher than evaporation rate.

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Table-1 Climate Data of Kartal Town Parameters Values

Average temperature 14.8 °C

Average high temperature 18.8 °C

Average low temperature 11.6 °C

Highest temperature 40 °C(August)

Lowest temperature 9 °C(February)

Average relative humidity % 71.2

Average cloudiness (0-10) 5.2

Average number of bright days 82.8

Average number of cloudy days 188.0

Average number of dark days 93.9

Average evaporation 584.8 mm

Average rainfall 651.1 mm

Maximum daily rainfall 136.1mm(September)

Average number pf snowy days 7.4

Highest snowfall height 41 cm

Average number of foggy days 5

Average wind speed 2.3 m/s

Highest wind speed and direction W, 26.5 m/s

Average soil temperature 17.1 °C

The air circulation is considerably strong in the region, and the dominant wind is from northeast (NE) and east (E). Relatively high air circulation is a positive effect on preventing the region from air pollution. According to the Kartal Meteorological Station data, the dominant win is from northeast in summers, from southwest in winters. It turns to storm when blows from southwest.

• Physical Situation Analyses

o Land Use Industrial areas consist the largest portion with 91.5 Ha. surface area covering 16.5 % of land. Abandoned or vacant industrial areas consist of 45.6 Ha. Commercial+housing consist of 27.7 Ha. The buildings in these areas that are in the traditional centre of Kartal Town are completely used for commerce and service or for commercial+housing. Empty areas consisted by the demolished industrial areas or never utilized areas. With 100.4 Ha surface area, these empty areas offer great potential for urban transformation project. There are also housing areas stuck among industrial areas. The housing area consists of 42 Ha.

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and is 7.5 % of the total land use. Currently the coastal sea fill land of Kartal and Pendik is being used for recreational purposes. These lands consist of 75.3 Ha surface area and is 13.5 % of total land use. Within the project area there are 4 religious facilities, 2 elementary schools, 2 training schools, 5 social and cultural facilities, 4 official administrative institutions and 1 health facility.

Table-2 Land Use of Project Area Function AREA (Ha.) %

Occupied Industrial Area 91.5 16.5

Vacant Industrial Area 45.6 8.2

Commercial+Housing Area 27.7 5

Quarry 47.2 8.5

Residential Area 42 7.5

Vacant Area 100.4 18

Storage Area 7.1 1.2

Mosque 1.2 0.2

Primary Education 0.7 0.1

Social and Cultural Facilities Area 1 0.2

Training School 1.2 0.2

Official Administrative Facilities Area 1.6 0.3

Health Facilities Area 1.2 0.2

Port 1.3 0.2

Active Green Area (Parks and playgrounds) 75.3 13.5

Passive Green Area 17.2 3

Sports Area 3.7 0.6

Cemetery 0.5 0.1

Streets&Roads 86.9 16.2

Parking Area 1.7 0.3

Total Project Area 555 100

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LAND USE

16.5

8.2

5

8.57.518

1.2

0.2

0.1

0.2

0.2

0.2

13.5

3

0.6

0.1

16.2

0.3

0.2

0.3

Occupied Industrial Area

Vacant Industrial Area

Commercial+Housing Area

Quarry

Residential Area

Vacant Area

Storage Area

Mosque

Primary Education

Social and Cultural Facilities Area

Training School

Off icial Administrative Facilities Area

Health Facilities Area

Port

Active Green Area (Parks and ChildrenPlay Parks)Passive Green Area

Sports Area

Cemetery

Streets&Roads

Parking Area

Figure-10 Land Use

o Ownership Situation There are land parcels owned by The Ministry of Finance and Treasury, Greater İstanbul Municipality, Kartal Municipality and Pendik Municipality within the project area. These areas have been calculated at the basis of land parcel. Other public lands include roads, schools, green areas, official institutions, health facilities and religious facilities. Table-3 Ownership Situation of the Project Area Area (Ha.) %

Treasury 71.5 13

Greater İstanbul Municipality 3.1 0.5

Kartal Municipality 1.2 0.2

Pendik Municipality 0.5 0.1

Other Public Lands 211.3 38.8

State Railways 2.3 0.4

Private Property 265.1 47

Total 555 100

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13

0.5 0.2 0.1

38.8

0.4

47

0

10

20

30

40

50

OWNERSHIPFinance Treasury

Greater İstanbulMunicipalityKartalMunicipalityPendikMunicipalityOther PublicLandsState Railways

Private Property

Figure-11 Land Ownership

• Transportation

o Roads The most important land transportation link in the project area is E-5 (D-100) highway, which connects the east and west banks of the metropolitan area and passes parallel to the Sea of Marmara. E-5 highway is the busiest motorway between İstanbul and Europe with four lanes both ways that increases up to ten lanes with the side collector roads. Also the road connecting E-5 at the Kartal junction to the other important highway (TEM) in the north carries great importance for the project.

o Railroad East Suburb rail system is crosses the project area in the south. MARMARAY project aiming at improving the east and west suburb lines, connecting these lines with Bosphorus underwater tube passage and establishing a strong rail system for the whole metropolitan area has been started. In addition, Light Rail Transport (LRT) system project between Kadıköy and Kartal along the E-5 motorway has also been started. Designers should consider a rail system connecting the settlements in the north and along TEM motorway to the marina within the project area.

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o Sea Transportation Kartal and Pendik wharfs operated by İDO (İstanbul Sea Buses) providing sea transportation are located within the project area. Vehicles originating from these wharfs are destined to the European side, Yalova and The Prince Islands. Sea bus terminal in Kartal serves for passenger transportation where as ferry boat terminal in Pendik serves for vehicle and passenger transportation. The accessibility of the area is increased by sea bus terminals. Currently there are two marina projects prepared by Kartal Municipality for 1000 yachts capacity and by Pendik Municipality for 700 yachts capacity.

o Air Way Transportation The project area is approximately 13 Km. away from Sabiha Gökçen International Airport. The close proximity of the project area to the airport should play an important role for future touristic and recreative functions to be develop in the project area.

• Demographic Structure İstanbul is the most populous city of the country. According to the 2000 census the population is 10.018.735, and constitutes 15 % of the country’s total population. The populations rates of the east and west bank of the city have differed over the years. But in all censuses the west bank population is more than the east bank. According to the State Statistics Institute data Kartal’s population is 407.865 and Pendik’s population is 387.657. The development and the trends of population are parallel to that of Anatolian side of the city. Following the industrial development the population of the towns began to increase. Especially after the establishment of Kartal Organized Industry Area in the 1960’s the population of Kartal increased sharply. After the first Bosphorus Bridge was opened in 1973 the commuting became very easy leading to sharp increase in housing in Kartal and Pendik where the land prices have been relatively cheaper.

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C. RECOMMENDATIONS AND GUIDES Kartal sub-centre building codes do not impose a special limitation with regards to the building heights. Designers are suggested to try gross 2.0 – 3.0 coefficient. There is a building restriction in the coastal fill areas except the marina and tourism services related to marina facilities. These areas are to be used for open space recreational purposes. Excluding these coastal recreation areas, the total surface area of the sections defined as industry area, where the project shall be implemented is about 335 Ha. Excluding the minimum 40 % of the area that shall be utilized for roads, green areas, sport areas, cultural facilities and similar amenities, still the remaining area has a total surface of about 2.000.000 sq. m. mix-use land for business, commerce, housing and tourism functions. If 2.0 coefficient is used about 4.000.000 sq. m., and if 3.0 coefficient is used 6.000.000 sq. m. construction space is suggested. The transformation process is valid not for only industry areas but also for housing areas. To achieve a better living environment housing areas shall also be redesigned. There are educational and social amenities on the site (2 elementary schools, 2 vocational high schools, 3 religious facilities, 7 social and cultural facilities, 6 official administrative facilities and 1 health facility). Designers are free to preserve these amenity areas if they choose to.

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Figure-12 Sub-Regions The land parcels have different sizes and belong to different owners. In order to solve the ownership problems that may occur following the urban design, the project area is divided into 15 sub-regions. This division does not carry any meaning in terms of physical or functional grouping, but is only an instrument to facilitate the property owners to settle possible disputes with the new design. For this reason the sub-areas should not be a factor in disrupting the totality of the design. This grouping does not bind the design, but should rather be utilized as

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informative documents. If necessitates, certain changes can be made in the boundaries of the site. Designers have the flexibility in changing, increasing or decreasing the functions given. In addition, the multi-purpose functions attributed to the buildings shall be considered as a positive flexibility. Choosing the land parcels under public ownership for cultural facilities and administrative centres shall be helpful in solving the ownership problems. However, the final decision is totally left to the designer.

D. PROGRAMME OF REQUIREMENTS • Commerce and Service Areas

The new Kartal commercial and service sub-centre to be designed shall serve not only to the neighbouring towns, but also to the whole east bank of İstanbul Metropolitan Area. Thus, it is desired that the centre shall include offices, banks, business centres, culture industries, high-tech utilizing centres, shopping centres, restaurants, coffee houses, business firm head quarters, malls and show-rooms. These different mix-uses can be solved in multi-purpose buildings. There is no height limit for the buildings. There is no monumental structure or symbol in the close vicinity that shall determine the height of the buildings. Therefore designers should develop their reference according to their vision and to the east bank of the metropolitan area.

• Touristic Accommodations and Hotels These functions should also be interpreted according to the vision developed by designer. In addition to the hotels serving to the local needs, there is also great necessity for the high standard hotels and touristic facilities to serve international clients since the Formula 1 track and Sabiha Gökçen Airport is in the close vicinity. The project area’s location facing the Sea of Marmara and the Prince Islands are important factors to be considered for the designs of the hotels. The competitors are suggested to plan high standard hotels with 800 – 1000 beds in addition to the hotels that will serve the domestic guests. The touristic facilities should have functional relations with Formula1 on one side and with the marinas to be designed on the other side. These hotels will serve to the business centres rather than being vacation resorts.

• Housing Existing residential buildings are low rise and medium quality. New plan is expected to raise the living quality with richer amenities (for example swimming pool, private sports centres, club buildings, etc.). Locations and functions of these housing areas can be changed. Up to 40 per cent of the total construction area can be utilized for the new housing areas or housing areas can be interpreted within the context of multi purpose buildings.

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• Cultural Facilities Cultural facilities in the İstanbul Metropolitan Area have been built up along Taksim-Harbiye line. Two major concert halls, opera house, military museum, exhibition galleries, painting galleries of the city have all been built up along 1 Km. long route between Taksim square and Harbiye. Like wise, the only choice for international congresses is the Congress Valley on the same route. In a city where the population has exceeded 12 million, establishment of new cultural facilities is inevitable. For this reason, cultural centres in the programme should be kept rich to the maximum extend. Here the functions such as concert hall, theatres, cinema halls, fine arts galleries, congress halls with different sizes should take place. Above mentioned various activities can be resolved in multi purpose buildings. As a part of Mediterranean coastal city characteristic, out-door street and piazza commercial, cultural, social and recreational activities should be an important consideration.

• Administrative Buildings Town Hall, Justice Hall and Municipal Hall that shall meet the administrative needs of Kartal Town should be designed. Total surface area of these buildings is about 20 000 sq. m. These buildings too can be considered within the context of multi- purpose buildings. Note: Because of its topography and relation with the E-5 highway, the quarry has a specific position on the site. In addition to a transportation transfer centre, designers may also locate some other multi functional – mix use facilities on this land, which is in public ownership.

• Transportation

a- The most important transportation line is E-5 (D-100) highway, which connects east and west banks of the metropolitan area. In addition, the road connecting E-5 to TEM, the other important highway of the metropolitan area remains within the project area.

b- The railway that connects İstanbul to Anatolia and that is also used for local

transportation is within the project area. c- The implementation of the Light Railway Transit project that connects

Kadıköy to Kartal has started. d- An additional light railway system to connect the large housing areas in the

north of Kartal to the coast and marina in the south is planned. The stations were this Light Railway meets the railway and reaches the marine, shall be designed. The designers can locate them over ground or underground.

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e- A transfer centre that will serve to the whole metropolitan area is being

considered by Greater İstanbul Municipality on the old stone quarry where different transportation types will intersect as can be seen on transportation network maps.

f- Sea transportation carries great importance in İstanbul master plan.

Therefore along the east bank coast passenger wharfs are planned to achieve a strong sea transportation links.

g- The project area has been extended along the coast to include Kartal and

Pendik towns’ traditional centres. Therefore solutions to connect the traditional centres, which had been cut off from the sea due to sea fills, to the coast via pedestrian lanes should be developed. Relationships among all the transportation systems have to be considered.

o Marina Two separate marinas in Kartal and Pendik are being considered. The capacity of marina in Kartal is for 1000 and in Pendik is for 700 yachts. The marinas and the new centres should be linked through pedestrian lanes. Marinas and wharfs shall be designed by the designers.

E. PROVIDED DOCUMENTS

Location of the project Area within İstanbul Metropolitan Area…………...1: 100 000 Environment of the Project Area…………………………………………………..1: 25 000 Photographic Sheets of the Project Area………………………………………..1: 5 000 Base Map……………………………………………………………………………….1: 5 000 Ownership Map…..……………………………………………………………………1: 5 000 Land Use Map..……………………………………………………………………......1: 5 000 Geological Situation………………………………………………………………….1: 5 000 Gradient Analysis Map.………………………………………………………………1: 5 000 Transportation Network..……………………………………………………………. 1: 5 000

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F. SUBMISSIONS

a-1:10 000 scale map showing the environmental relations and the vision of designer

b-1:5 000 scale map of the proposed urban design, showing the land use and the

spatial organizations c-1:2 000 scale urban design project d-1:1 000 scale urban design project excluding the coastal section of the project

area e-1:500 scale details of spatial designs of the focal areas (for the areas

considered as necessary by the designer) f-3D presentations of spatial designs (for the areas considered as necessary by

the designer) g-Urban design guide including the model for implementing the design explained

by landscape, transportation, coastal use diagrams and sketches The projects are expected to be presented in İstanbul by the designers. The presentations can be made by digital means and also a hard copy is required for the exhibition.