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URBAN VISION & MASTERPLAN ZAHA HADID ARCHITECTS Kartal-Pendik – ISTANBUL Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS PLAZA [MEYDANLAR] Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS BUILDING FOOTPRINTS [BINA ALANLARI] Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS PUBLIC BUILDINGS [KAMU BINALARI] Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS PEDESTRIAN ROADS [YAYA YOLLARI] Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS ZAHA HADID ARCHITECTS CMA CGM TOWER Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS Kartal-Pendik Masterplan; ISTANBUL ZAHA HADID ARCHITECTS LAND OWNERSHIP [MULKIYET] zaha hadid architects new euskotren station and headquarters, durango MASTERPLAN INFRASTRUCTURE ENGINEERING Kartal Pendik, Strategic Infrastructure Engineering Topics for Discussion Today : Rob Riddall • Transport updates • Marina • Ground Conditions • Sustainability • Utilities Kartal Pendik, Strategic Transportation Engineering OVERVIEW TRANSPORT Kartal Pendik, Strategic Transportation Engineering Residential Office Commercial 15.0% 5.7% Other 19.3% 40.0% 30.0% 59.0% 16.0% 15.0% OPTION A & C OPTION B PRIVATE LAND USE MIX OPTIONS Kartal Pendik, Strategic Transportation Engineering TRANSPORT CRITICAL ISSUES AM PEAK PM PEAK 25,000 25,000 20,000 20,000 15,000 15,000 OUT OUT IN IN People People 10,000 10,000 5,000 5,000 0 0 Option A Option B Option C Option A Option B Option C EXTERNAL TRAFFIC FLOWS Kartal Pendik, Strategic Transportation Engineering TRANSPORT CRITICAL ISSUES E5 - East 1,300 AM PEAK 1,840 [1,315] [1,480] 2,750 Option A [2,775] Option B 2,265 745 [1,860] [750] 5,605 2,750 [4,555] [2,775] E5 - East PM PEAK 2,185 2,500 [1,495] [1,950] 2,750 Option A [2,775] Option B • E5 reduced to two lanes in vicinity • Partial junctions affect capacity 2,805 1,645 • Circular ramps of capacity of approx [2,095] [1,525] 1500 vph 6,740 6,170 • Capacity further compromised by [4,840] [4,760] entering and exit conflicts Kartal Pendik, Strategic Transportation Engineering E5 INTERCHANGE AM PEAK PM PEAK 45,000 45,000 40,000 40,000 35,000 35,000 30,000 30,000 25,000 25,000 OUT OUT IN IN People 20,000 20,000 People 15,000 15,000 10,000 10,000 5,000 5,000 0 0 Option A Option B Option C Option A Option B Option C EXTERNAL PUBLIC TRANSPORT MOVEMENTS (PASSENGERS) Kartal Pendik, Strategic Transportation Engineering TRANSPORT CRITICAL ISSUES Metro station Recommended proposal Potential pedestrian destination Recommended proposal Potential pedestrian route Recommended proposal) Metro station (existing proposal) Potential pedestrian destination (existing proposal) Potential pedestrian route (existing proposal) N RELOCATION OF METRO STATION 500m Kartal Pendik, Strategic Transportation Engineering CONNECTIVITY COMPARISON Metro –Existing location Metro –Recommended Public transport interchange Suburban rail – major bus station - Public transport interchange Proposed bus routes Alternative bus routes – Proposed based on existing location of metro N 1Km POTENTIAL BUS ROUTES Kartal Pendik, Strategic Transportation Engineering PUBLIC TRANSPORT GENERALISED PARKING STANDARDS TO BE APPLIED 50000 45000 • Parking Control critical to controlling 40000 traffic flows 35000 • Option A land use not feasible eg office Weekday day car use 15% 30000 Weekday evening 25000 Weekend day • Option B more realistic People 20000 Weekend evening • Car sharing important Total Non sharing 15000 10000 5000 0 Option A Option B Option C • Parking Standards in some cases below prescribed ratios • Average of 1 space per residential unit • Average of 1 space per 45 sq m of retail • Average of 1 space per 100 sq m of office Kartal Pendik, Strategic Transportation Engineering PARKING ISSUES SUMMARY All European type major cities rely in their business and commercial centres on • Public transport • Strong limitation on parking To think that this project is different will lead to significant problems in the future. Kartal Pendik, Strategic Transportation Engineering MARINA Kartal Pendik, Strategic Maritime Engineering Marina Requirements • Vessels 25m to 8m • Landside facilities 0.5ha spread out • Marina dredged to -6m deep • Car parking 1.8ha • Shallow water reduces cost • Dredging and excavation cut/fill • Composite breakwater in 15m water • Phasing options Phase 1 – 162 berths (1.9ha) Phase 1 – 300 dry stacked berths (1.8ha stacked 3 high) Phase 2 – 538 berths (6.7ha) which could be sub-phased further Kartal Pendik, Strategic Maritime Engineering 1000 Berth Marina Criteria • Design vessel: IDO seabus 43m long 450 passengers • Berth lengths 100m long (future expansion) • Separate marina traffic prohibits collision/delay • Ferry terminal building Public Transport • 3no. 450 capacity ferries per berth per hour ~ 2,700 pph • 10% public transport • Terminal could increase capacity of required to 5,400 pph Kartal Pendik, Strategic Maritime Engineering Ferry Terminal GROUND CONDITIONS Kartal Pendik, Strategic Geotechnical Engineering Ground Conditions Seismic Zone • Liquefaction potential/landslide hazard • Tsunami risk Excavation • Sedimentary rock at or near surface • Tunnels cut and cover may be suitable Contamination and Obstructions • Likelihood of significant buried obstructions • High potential for contamination Building Foundations • Typically pad, strip, raft & piled options • Design to account for variability in soils Further Work • Desk studies, site investigation and interpretation Kartal Pendik, Strategic Geotechnical Engineering GEOTECHNICAL ISSUES SUSTAINABILITY Kartal Pendik, Strategic Environmental Engineering SUSTAINABILITY Sustainability Transport • Public transport prime means of getting to the site • Public transport and walking must be prime means of movement within the site • Parking control and management needed to ensure public transport use • Need for change in social attitudes Kartal Pendik, Strategic Environmental Engineering SUSTAINABILITY High efficiency thermal system (*) renewable power does not affect Electrical power supply peak installed demand (**) Solar panel recommended in Hot water absence of CHP if no CHP Warm water return (***) Rain water harvested if no grey water system is on place) Potable water Grey water SOLAR PANEL (**) Foul water PV MICRO 27MW (*) WIND Rain water (***) Irrigation water Heating Air conditioning (if absorption chillers provided) 3,000 m3/day 180MW 270MW HEAT PUMP + OPTIONAL ABSORPTION CHILLER 90MW CITY WIDE NETWORK CHP Warm water return HEAT SINK 4,000 m3/day (SEVERAL Excess grey water to OPTIONS) foul in winter Hot water pipe OFF SITE WASTE WATER TREATMENT PLANT 18,000 m3/day CITY WIDE NETWORK 14,000 m3/day Kartal Pendik, Strategic Environmental Engineering SUSTAINABILITY UTILITIES Kartal Pendik, Strategic Civil Engineering Existing 35KV cable Proposed 35KV ring Proposed 10KV rings for local x distribution x x Connection points to exiting grid x Substations (100mx20m) x x 1Km N ELECTRICITY NETWORK Kartal Pendik, Strategic Civil Engineering PROPOSED DISTRIBUTION OF OPTION 1 Existing 35KV cable Proposed 35KV ring x x Connection points to existing grid x Substations + CHP plant (120x30) x CHP plant (25mx50m) Areas served by each CHP Approx. 650,000m2GFA each 10KV rings for local distribution not shown for simplicity x x 1Km N ELECTRICITY NETWORK Kartal Pendik, Strategic Civil Engineering PROPOSED DISTRIBUTION OF OPTION 2.
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  • An Earthquake Gap South of Istanbul

    An Earthquake Gap South of Istanbul

    ARTICLE Received 23 Jan 2013 | Accepted 9 May 2013 | Published 18 Jun 2013 DOI: 10.1038/ncomms2999 An earthquake gap south of Istanbul Marco Bohnhoff1,2, Fatih Bulut1, Georg Dresen1, Peter E. Malin3, Tuna Eken1 & Mustafa Aktar4 Over the last century the North Anatolian Fault Zone in Turkey has produced a remarkable sequence of large earthquakes. These events have now left an earthquake gap south of Istanbul and beneath the Marmara Sea, a gap that has not been filled for 250 years. Here we investigate the nature of the eastern end of this gap using microearthquakes recorded by seismographs primarily on the Princes Islands offshore Istanbul. This segment lies at the western terminus of the 1999 Mw7.4 Izmit earthquake. Starting from there, we identify a 30-km-long fault patch that is entirely aseismic down to a depth of 10 km. Our evidence indicates that this patch is locked and is therefore a potential nucleation point for another Marmara segment earthquake—a potential that has significant natural hazards implications for the roughly 13 million Istanbul residents immediately to its north. 1 Helmholtz-Centre Potsdam German Centre for Geosciences GFZ, Telegrafenberg, 14473 Potsdam, Germany. 2 Department of Earth Sciences, Freie Universita¨t Berlin, Malteser Strasse 74-100, 12249 Berlin, Germany. 3 Institute of Earth Science and Engineering, University of Auckland, Auckland, New Zealand. 4 Kandilli Observatory and Earthquake Research Institute, Bogazici University, 34342 Bebek, Cengelko¨y, Istanbul, Turkey. Correspondence and requests for materials should be addressed to M.B. (email: [email protected]). NATURE COMMUNICATIONS | 4:1999 | DOI: 10.1038/ncomms2999 | www.nature.com/naturecommunications 1 & 2013 Macmillan Publishers Limited.
  • EB-13-V33-I2-P115.Pdf

    EB-13-V33-I2-P115.Pdf

    Economics Bulletin, 2013, Vol. 33 No. 2 pp. 1215-1228 1. Introduction According to 2012 population census figures, Turkey has a population of 75.6 million, just over three-quarters of which lives in urban locations, i.e. province and district centers, while the rest resides in villages and rural municipalities. With an official population of 13.8 million, the Istanbul province is not only Turkey’s most populated province, but it also stands out from the rest of the provinces with an urbanization rate of 99 percent and a population density of 2,666 people per square kilometers. During the past six decades, Istanbul – like many western provinces of Turkey – has received millions of internal migrants from the rest of the country, especially from the north and east where employment opportunities have been more limited. Although up-to-date figures on the share of those born outside the province are unavailable, the share of those whose population registry is in another province gives a rough idea of the predominance of the migrant population. According to 2012 figures, only 16 percent of Istanbul residents are listed in the Istanbul population registry. Due to its unique characteristics, the Istanbul province promises to be an appropriate setting to observe whether political outcomes are dependent on quantifiable socio-demographic characteristics of the different areas that make up the province. Migration from rural to urban areas in Turkey, particularly to Istanbul, has been the subject of a large body of research in many areas of social sciences. While economists have focused on socio- economic implications from a macro perspective, sociologists have mainly examined the life styles of internal migrants, their patterns of integration, as well as their influence on the cultural structure of the recipient localities.