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REQUEST FOR PROPOSALS FOR THE FUTURE DEVELOPMENT OF HAYDARPASA

ISTANBUL, TURKEY

SO520: City Making Final Assessment Candidate No. 75532

28 April 2009

Request For Proposals I Istanbul Metropolitan Planning and Urban Design Centre (IMP) I 2009

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CONTEXT I ISTANBUL, TURKEY The Istanbul Metropolitan Planning and Urban Design Centre (IMP), under the supervision of the Office of the Istanbul Metropolitan Municipality Mayor Kadir Topbaş, seeks design proposals by architectural and urban design firms who are committed to giving a clearer spatial vision to the broad strategic objectives outlined herein. The IMP invites you to respond to this request with a pioneering proposal for the preservation and revitalisation of the area surrounding the historical Haydarpasa Terminal in the Üsküdar district. The consultant will provide:

Light-rail, tram and sea transit analyses and strategies aimed at expanding existing network coverage and integrating existing linkages and routes, coupled with a regulatory structure for minimising car usage in Üsküdar (e.g. through tolling, congestion charges, etc.);

Detailed site-level analysis of local micro-economies and patterns and intensities of commuter flows as well as strategies for streamlining commuter flows based on current and projected workplace and residential densities;

A plan for a youth-focused development containing small-scale workspaces, job training units and a cultural venue, near the Haydarpasa Terminal and key transport hubs (feasibility and strategies to be assessed by consultant);

A plan for showcasing the historic Haydarpasa Terminal as a celebration of Istanbul's new commitment to an urban 'culture of public transport'; and

A commitment to delivering high-quality, structurally sound design and to ensuring long-term, periodic public review and input into project progress.

Unlike other global cities, Istanbul has always been a world city: an imperial capital for more than fifteen hundred years, its splendors were the stuff of legends, attracting the jealous gaze first of Europe then of the Balkans and the Middle East…

Caglar Keyder (1999) İ İ Keyder, C. (ed.) (1999) Istanbul: Between the Global and Local, Rowman & Littlefield.

A poll by the BBC in February 2008 suggested that about two-third of the population in [Turkey]… thought that 'the economic developments of the last few years' have not been shared fairly…ii OECD Staff (2009) ii ii Growing Unequal: Income Distribution and Poverty in OECD Countries, OECD Publishing.


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TURKEY EUROPE ASIA/ANATOLIA

BACKGROUND & INDICATORS I TURKEY The Republic of Turkey sits on the Anatolian Peninsula, straddling two continents—Europe to the west and Asia to the East—in a region that gave birth to some of the oldest human settlements in the world. It is flanked by the Mediterranean, Aegean and Black Seas, as well as the Sea of Marmara to the northwest. In 2007, the population of Turkey was 71 million, with 70.48% of the nation's residents located in cities.1 Istanbul Province—home to 12 million people—is the most populous of Turkey's 81 provinces. With a GDP of U.S. $399.67 million, Turkey has been termed a middle-income country by the World Bank.2 Among the highest performing sectors of its economy are agriculture and tourism. In 2008, the nation ranked 76 in the world per the Human Development Index (HDI).3 27% of Turkey's people live in poverty.4 Turkey is a member of the European Council, NATO, OECD, G-20, and OSCE. Turkey's application for membership to the

1 Çarkoğlu et al. (2008) Youth in Turkey: Human Development Report, Turkey. United Nations Development Programme. 2 World Bank (2004) Executive Summary: Turkey Joint Poverty Assessment Report (Vol. I & II). Report No. 29619-TU. 3 HDI accounts for life expectancy, literacy, and school enrollment in measuring developmental progress. Çarkoğlu et al. (2008). 4 Çarkoğlu et al. (2008)

ISTANBUL


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European Union (EU) has been pending since 1987. The country's EU bid has been under considerable international scrutiny and debate since accession negotiations commenced in 2005. If admitted, Turkey will become the second largest EU state.5 Istanbul, the former capital of Turkey, is the country's engine for commerce and trade and a cultural focal point of global significance. Over the past decade, Istanbul has become a magnet for increased foreign investment and tourists; has witnessed an expansion of its service and financial sectors and stabilisation of its markets; and has greatly expanded its bridge and road infrastructure. Yet, obstacles persist, including stagnant unemployment rates, clogged roadways, and strained relations between municipal government agencies and the public. ISTANBUL I INDICATORS POPULATION 12.5 million6 AREA 57,120 ha DENSITY 1,700 people/per sq. km. CLIMATE Slightly cooler than Mediterranean, with four seasons.7 ECONOMY $133 billion GDP I 46% national exports I 40% of nation's tax revenues8 DEMOGRAPHICS Majority ethnic Turk I 2 million of Kurdish origin9 I Minorities include Albanians, Roma & others RELIGION Majority Muslim I Mix of secular and orthodox populations TOURISM 24 million tourists per year (2006 data) ISTANBUL'S PORTS I FUNCTION AS DOCKS GALATA PORT HAYDARPASA PORT Located on project site AMBARLI ZEYTINBURNU

5 Verney, S. (2008) Turkey’s Road to EU Membership, Routledge. 6 Urban Age (2009) Istanbul Briefing. 7 Governorship of Istanbul; see http://english.istanbul.gov.tr/Default.aspx?pid=295 (accessed 20 April 2009). 8 Urban Age (2009) Istanbul Briefing; Notes from presentation at Bilgi University, Istanbul, Turkey (20 Feb. 2009). 9 Feffer, J. (13 Dec. 2007), A Return to Diversity in the Balkans? Institute for Policy Studies.


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DEVELOPMENT CHALLENGES A consultant must consider the challenges facing the project site in light of its wider urban context and strive to preserve Haydarpasa's historical significance while maximising its social utility for all. This will be accomplished by transforming the site into a youth-centered employment and job training hub that is well-linked to rail and sea transport services. Its value as a cultural site should not be undermined; where possible, it should be enhanced. LACK OF SOCIAL INTERGRATION & UNEQUAL DEVELOPMENTAL PROGRESS Istanbul’s distinctive Eurasian character—echoed in its architecture and inscribed on the faces of its residents—is its most defining, and perhaps most well-loved, feature. Yet, many feel that the increased presence of Western-leaning leisure, fashion and consumption-oriented sites around the city; the proliferation of gated housing communities; and a tourist bias for the

PROJECT SITE: HAYDARPASA (Üsküdar District) Major historical features Haydarpasa Train Station Major waterways Bosphorous Strait Sea of Marmara Port of Haydarpasa Owned and operated by Turkish State Railways (TCDD). Largest container port in the region (currently underperforming). Character of Üsküdar District Residential and Light Commercial (Recent shopping mall development at the rear of terminal site)

BOSPHOROUS STRAIT

SEA OF MARMARA


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European side of the city,10 have been eroding this character and sharpening socio-economic and ethnic cleavages in the city fabric.11 Today, Istanbul stands at a developmental cross-road, where global and regional influences compete with the needs and demands of diverse local groups. A successful design proposal will reflect a mindfulness of the socially integrative or exclusionary effects that its design might bear on the area of Haydarpasa and surrounding areas. UNEMPLOYMENT As of April 16, 2009, the unemployment rate in Turkey is 15.5% (affecting 3.65 million people), the highest since the founding of the Republic in 1923.12 There has been a jump in unemployment in urban areas within the past year, from 4.2 to 17.2%.13 It is worth noting that Turkey's inability to spur job creation (despite overall economic and productivity growth in recent years) preceded the current global recession; between 2003 and 2006, the unemployment rate remained level despite the increase in the working age population. According to the United Nations Development Programme (UNDP), the employment 'bottleneck' in Turkey is the result of a shift 'from labour-intensive modes of production to more capital-intensive ones.'14 Turkey has an exceptionally large youth population; 50% of the country is under the age of 40.15 Turkish youth (ages 15-24) suffer from a higher rate of unemployment than the rest of the nation—roughly 19%.16 In urban areas, the unemployment rate is actually higher for those with higher levels of educational attainment.17 The implications of this pattern for the well-being of Istanbulli families and the long-term economic health of the city should not be underestimated. A successful design proposal will prioritise the needs of Istanbulli youth, local commuters, and job-seekers.

10 Presentation at IMP, Istanbul, Turkey (Feb. 2009). 11 Urban Age (2009) Istanbul Briefing. 12 Neylan, D. (16 April 2009) Turkish unemployment rate reaches all-time high of 15.5 percent, Today's Zaman. 13 Id. 14 Çarkoğlu et al. (2008) 15 Sabanci University, Istanbul, Turkey (2009). 16 Çarkoğlu et al. (2008) 17 Id.


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TRANSPORT PRESSURES Traffic congestion and choked transport infrastructure have become ubiquitous in modern Istanbul. Between 1980and 2005, car-ownership in Istanbul increased 8 times, although 65% of Istanbulli households are without cars.18 There exist heavy transport flows on the Anatolian (Eastern) side of the city and across Bosphorous bridges, but rail network coverage and ferry options across the Bosphorous Strait are currently inadequate to absorb the transport needs of locals; rail and sea commutes comprise only 6% of all daily commuting in Istanbul.19 The pending Marmaray Project seeks to respond to the public transport needs of an exploding population, but must be integrated (spatially and administratively) with existing trams, bus and ferry networks. Careful attention should be given to appropriately coordinating local agencies and systems of maintenance to regulate public usage of these networks. Also, creative regulatory schemes should be considered to minimise car usage in Üsküdar District, and around the site in particular. Congestion-charge or toll schemes are examples of possible options. Such a scheme will serve a revenue-generating purpose while also increasing public reliance on the Marmaray rail, tram, light-rail, and ferry links. A successful design proposal will strategically enhance, expand and better integrate tram, light-rail and sea transport linkages and hubs rather than encouraging further reliance on roadways. Car usage should be penalised, while tactics for minimising bus usage should be explored (e.g. if feasible, beginning to substitute heavily-used bus routes with alternative light-rail and tram options). A new emphasis on rail and sea transport must compliment the forthcoming Marmaray Project while showcasing the historical and cultural value of Haydarpasa Terminal. Our aim is to promote Haydarpasa as a centre for a traffic-averse cultural/historical hub. We also hope to push innovations in sea commuting in particular. Preservation of Haydarpasa Terminal is at the heart of this vision.

18 Gerçek, H. (19 Feb. 2009) Urban Mobility, Land Use, Transport. Presented at Istanbul Technical University, Istanbul, Turkey. 19 Urban Age (2009) Istanbul Briefing.


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Source: Candidate No. 75532

THE BOSPHOROUS STRAIT The pending Marmaray project is expected to alleviate a great deal of transport strain on the city. A successful proposal will consider the potential expansion and maintenance of existing tram and ferry networks in light of the expected gaps in service to be left by the Marmaray project.

EXCESSIVE, MISMANAGED TRAFFIC CONGESTION

Total road network: 25,000 km2 Severely restricted road access for pedestrians and cyclists.


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PLANNING OBJECTIVES

ISTANBUL MASTERPLAN A spatial plan for Istanbul was formalised by the IMP in July 2006. The Plan declares that 'by the year of 2023, Istanbul must be developed as a city that maintain [sic] the balance between the conservation of sources and developments, while integrating itself to the economy of the world and its regions…'20 The Plan underscores the importance of a decentralised/ polycentric growth framework, which has been the dominant planning approach in Istanbul since the 1980s. The latest (2008) Istanbul Masterplan similiarly champions polycentrism, through the project-focused creation of metropolitan 'sub-centres.'21 It recommends the formation of 'central business districts' (CBDs).22 While CBD-centered growth should not be entirely dismissed, we are seeking to make a shift away from this model, but pursuing frameworks that encourage density and diversity of uses and users—within the agenda of polycentrism. Thus, a CBD-oriented proposal will not be considered for the Haydarpasa site. Even so, the vision set forth in this document for Haydarpasa does satisfy many other goals in the city's masterplan, including the promotion of Istanbul as a site of global historical and cultural significance.

GOVERNANCE STRUCTURES Turkey was established as a secular, parliamentary republic in 1923. There exist three tiers of government in Turkey—the Central (National) Government, Metropolitan Government and District-Level Government. NATIONAL President Ceremonial head of state (presently Abdullah Gül) Prime Minister Chief executive of the Republic (presently Recep Tayyip Erdoğan) Relevant National Agencies Treasury of Turkey (under Ministry of Finance) Ministry of Culture and Tourism Ministry of Transportation Turkish State Railways (state corporation which owns the site) 20 Karaman & Ozgur (handout). 21 Id. 22 Yuzer, M.A. (Aug. 2007) Industrial Structure of Istanbul Metropolitan Area: Testing Future Expectations and Tendencies With Lucam Simulation Model. Presented at APSA Conference, Colombo, Sri Lanka.


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MUNICIPAL Istanbul Metropolitan Council (IMC)

Led by Mayor (presently Mayor Topbas). Includes representatives from 39 municipal districts.

Istanbul Metropolitan Planning & Urban Design Centre (IMP)

Initiated by current Mayor. Privately funded, publicly owned corporation, acting in a consultancy capacity on planning and design matters. Serves as an 'interface' between planning professionals, government officials, management structures, and financial sectors.23

DISTRICT Exercise limited power. District leadership is represented on the IMC. The project site is located

in the Üsküdar district. Mehmet Çakir is the present Mayor of Üsküdar. NEIGHBOURHOOD Smallest unit of governance in Istanbul. Headed by a local leader (muhtar ) who exercises

limited power but acts as an administrative intermediary between local people and municipal and district governments.

JUDICIARY Has discretion to review IMP's suprascale plans and strike down a given iteration of such plans upon proffering recommended changes. A successful proposal will take recent judicial findings into consideration so as to ensure compliance with all recommendations.

RELEVANT REGULATIONS CONSTITUTIONAL PROVISIONS Turkish Constitution of 1961 includes provisions that promote Government-led planning initiatives A'positive role' for young people in Turkish society24 CITY COAST LINE Reforms to 2004 Coastal Code (Law 3621) 23 Presentation at IMP, Istanbul, Turkey (Feb. 2009). 24 Çarkoğlu et al. (2008)


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TRANSFER OF PROPERTY Law of Municipalities 5234 (2005) PRIVATISATION New regulations affect transfers of land for private development within Istanbul. Highly

relevant and must be consulted in preparation of planning proposals, as the site at hand is government-owned.

NEGOTATION PROCESS Law of Municipalities 5366 Gives considerable powers to authorities to build new developments in large, historical areas, such as Haydarpasa. HISTORIC PRESERVATION Law of Municipalities

'Municipalities are responsible for protecting natural, historical and cultural assets in their functions of plan preparation.'25

Law of Municipalities 5793 (2008) Code pertaining to historical preservation. SEISMIC VULNERABILITY Building Inspection and Retrofitting Laws

Turkey is ranked 4 in the world for loss of life due to natural disasters. The region is particularly vulnerable to seismic activity, and all new construction in Istanbul must be managed to account for this per applicable regulations.26

25 Balamir, M. et al. (2004) Aspects of Urban Regeneration in Turkey: The Zeytinburnu Project. 26 Elgin, K.G. (16 Aug. 2006) Istanbul Seismic Risk Mitigation and Emergency Preparedness Project, Istanbul Project Coordination Unit.


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STRATEGIC FRAMEWORK I HAYDARPASA SITE

Source: www.skyscrapercity.com OPPORTUNITIES ENHANCEMENT AND INTEGRATION OF RAIL AND SEA TRANSPORT LINKS It is projected that Istanbul's population will reach 15 million within the next year. The Bosphorous River is central to the cultural and economic life of Istanbul and integral to its identity and development. In addition to promoting strategies to de-clog roads, an effective proposal will take into account workplace density (i.e. density of formal and informal labour sites) in relation to residential density, with careful consideration given to strategies that can alleviate road congestion and encouraged increase use of ferries and rail options.)


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HISTORIC PRESERVATION

Source: Unknown. Negotiations between community members, government authorities and planning professionals in the summer of 2008 generated considerable debate about the fate of the historic Haydarpasa Terminal. The outcome was decidedly in favor of preserving the station, a result that was also supported by the courts. In order to honor this decision, and to further the preservation of valuable skyline views (per UNESCO standards), only small-to-medium scale structures should accompany the historical preservation agenda for the site.


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ENVIRONMENTAL PROTECTION Haydarpasa is surrounded by rail lines that suffer from soil contamination. This project provides us with a chance to clean up and safeguard an environmentally unsound area. Yet, the project site sits within the IMP's 'Ecological Sustainability' Special Project Area, and this designation cannot be overlooked. It is our hope that the enforcement of stringent environmental protections at Haydarpasa will communicate our government's appreciation and respect for the splendours—and social, historic and economic significance—of the Bosphorous Strait. JOB CREATION FOR YOUTH In light of the exceptionally large population of unemployed youth in Istanbul and surrounding areas, a complex should be proposed. This is a chance to remedy imbalance between commercialised service sector and small-scale, 'cultural' uses of urban space. Existing social networks should be accounted for. The IMP is deeply committed to the idea of a youth-focused complex that provides cultural and recreational activities in addition to job training and flexible workspaces of mixed tenures and floorplates/layouts. CHALLENGES LACK OF COORDINATION BETWEEN AUTHORITIES AND STAKEHOLDERS RECONCEPTUALISING A VISION FOR HAYDARPASA'S UNDERPERFOMING CONTAINER PORT LACK OF PLATFORM FOR MEANINGFUL PUBLIC INVOLVEMENT & DEBATE IN PROCESSES KEY STAKEHOLDERS TURKISH STATE RAILWAYS (SITE OWNER) PRIVATE AND PUBLIC FERRY OPERATORS COMMUTERS FROM ALL ECONOMIC SECTORS TOURISM SECTOR YOUTH (AGES 15-24) LABOUR UNIONS, INCLUDING PORT WORKERS UNION27 27 The Port Workers' Union of Istanbul challenged a previous site proposal in June 2005, in a legal action before the court.


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CHAMBER OF ARCHITECTS CHAMBER OF PLANNERS METROPOLITAN LEADERSHIP DISTRICT LEADERSHIP (OF ÜSKÜDAR AND KADIKOY) NEIGHBOURHOOD MUHTARS SHIPPING SECTOR LOCAL & REGIONAL PRESERVATIONIST TURKISH MILITARY (OWNS MILITARISED ZONE) AND CULTURAL HERITAGE ORGANISATIONS TREASURY OF TURKEY (UNDER MINISTRY OF FINANCE) DELIVERING THE VISION I AN OVERVIEW FINANCIAL STRATEGY The national Ministry of Finance oversees the Treasury of Turkey, which is responsible for coordinating financing for the Marmaray Project. Given that this project is of a similar scale and significance—and would benefit from being administratively coordinated with that project—we would like the Treasury of Turkey to play a central role in arranging financing options. Although some financing will undoubtedly derive from foreign agencies and other transnational lenders, we at the IMP are not confident in the city's ability to secure adequate funding streams at low interest rates (and on equitable borrowing terms) at this time. Thus, our financial strategy for this project will consist of these four broad components: Transport revenues (note: The Turkish Parliament sets transport fares, and thus this is a matter of regulatory reform.) Charges for traffic congestion; bridge tolls; car parks; park-and-ride facilities; higher taxes on emissions, and so on. Strategic exaction of concessions. Strategic utilisation of land leasing and tenure options. Cross-subsidisation by certain project components of other components. Cost-cutting design strategies across multiple time-scales, e.g. reuse of surplus/discarded shipping containers.


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CONTRACTUAL STRATEGY The Law of Municipalities No. 5366 guides the negotiation process for the development of large, historical sites such as Haydarpasa: from the bidding stage, through project development, contract formalisation, and the formation of capacity-building partnerships. We view the Haydarpasa project as a new opportunity to pursue higher standards of design and process. In order to ensure that these standards are upheld, they should be enshrined in binding, contractual obligations as follows:

Must agree to subject the project to public review through periodic open consultation sessions, whereby locals are allowed to submit testimony/feedback commenting on project progress.

Must agree to pursuing high-quality, low-cost design standards, as feasible within the final operating budget. Spaces in

the youth complex should be adaptive and conducive to self-maintenance and self-governance.

Must conduct removal of contamination and other pollutants and debris around the site in compliance with all relevant international, regional, national, and metropolitan regulatory standards.

Must agree to meet all relevant earthquake-resistance standards, as codified by international bodies and in national

and metropolitan building and retrofitting codes. Certain public entities—such as the Istanbul Chamber of Architects and Chamber of Planners—shall be cited in the contract, jointly, as third-party beneficiaries to the contract, with standing to challenge a breach of the above-mentioned provisions in a court of law.


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SPATIAL/DESIGN STRATEGY SMALL-SCALE DEVELOPMENT. The Turkish courts struck down the 2006 iteration of the Istanbul Masterplan on several grounds, including that the proposed development was beyond the scale of the surrounding areas. In order to uphold the court’s recommendations, as well as to honor the cultural and historical integrity of this great site. There already exist nine cultural and training centres in Uskudar District.28 The selected proposal will create a youth-focused complex that might include such beneficial features as a job training centre, work recruitment facility, small-scale workspaces, and a youth-centered cultural venue. The complex should deliberately fill in 'voids' that may be left by the other cultural/training centres in the District. BETTER ACCESS FOR ANTATOLIAN RESIDENTS. Better links are needed from Antatolian residential areas. Commuters traveling westward deserve more options and greater accessibility to rail links and ferry networks. The transport needs of residents and workers in the city centre/European side of the city should not be privileged over those on the Anatolian (Eastern) side of the city. INTEGRATION. A comprehensive spatial analysis must be completed in order to develop sensible strategies to better integrate transport options in relation to areas of highest workplace and residential density. Again, the transport and social needs of workers who live in the eastern portions of the city should not be compromised.

INNOVATIVE, ADAPTIVE MATERIALS AND DESIGN. A winning proposal will promote designs which support the use of

adaptive, low-cost structures. Many architectural and design advances have been made in this regard in recent years. It is our vision that such a strategy will compliment the goal of improving earthquake- resistance standards, while delivering low-cost, small-scale space and retaining the ‘industrial/coastal’ character of the Haydarpasa area, as well as its significance as a valued cultural crossroads between East and West.

28 Uskudar Municipality; see http://www.uskudar-bld.gov.tr (accessed 20 April 2009.)


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Source: http://www.ido.com.tr/uimages/istanbul_bogaz_harita_eng.jpg. OVERVIEW OF COSTS AND BENEFITS

COSTS I Supporting street infrastructure and enhancement of transport links will require an intensive infusion of capital. It may also result in displacement of certain residents, which could impose considerable social and economic costs on the individuals or families involved; if resettlement is necessary, a comprehensive, enforceable relocation plan must be included in the selected submission.

BENEFITS I The land at issue is state-owned, which has considerable developmental benefits; its development potential

can be shaped by, and included in, a broader, state-led developmental agenda. This project also offers the government a

ISTANBUL FERRY NETWORK


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chance to endorse and experiment with low-cost, high-quality design solutions in parts of its redevelopment project, e.g. by promoting the use of surplus shipping containers for short- and medium-term design plans, where feasible.29 This is a chance to re-evaluate the role and function of an underperforming—but extremely large—container port; a proposal might consider the benefits of moving the port all together. Human-development benefits, e.g. reducing distances between work and home, or creating educational or skill-building spaces on the premises, should be considered integral to the final project. LOOKING AHEAD We are seeking design proposals which aim to balance the considerations of historical/cultural preservation, youth job creation and training, and public transport integration. A proposal which does not prescribe ‘one-size-fits-all’ planning solutions—but which accounts for existing cultural vitality and ethnic and socioeconomic diversity and needs—will be selected.

29 Examples of urban structures that utilise shipping and other industrial containers are available at www.containercity.com.

'The need to avoid one-size-fits-all strategies and to develop context-specific policies is fast becoming a new conventional wisdom… ' Dani Rodrik (2004) iii Professor of International Political Economy, John F. Kennedy School of Government, Harvard University iii Rodrik, D. (Oct. 2004) Rethinking Growth Policies in the Developing World. Luca d’Agliano Lecture in Development Economics, presented in Torino, Italy.


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REFERENCES Balamir, M. et al. (2004) Aspects of Urban Regeneration in Turkey: The Zeytinburnu Project. Çarkoğlu et al. (2008) Youth in Turkey: Human Development Report, Turkey. United Nations Development Programme. Elgin, K.G. (16 Aug. 2006) Istanbul Seismic Risk Mitigation and Emergency Preparedness Project, Istanbul Project Coordination Unit. Feffer, J. (13 Dec. 2007), A Return to Diversity in the Balkans? Institute for Policy Studies. Gerçek, H. (19 Feb. 2009) Urban Mobility, Land Use, Transport. Presented at Istanbul Technical University, Istanbul, Turkey. Governorship of Istanbul, Turkey; see http://english.istanbul.gov.tr/Default.aspx?pid=295 (accessed 20 April 2009). Keyder, C. (ed.) (1999) Istanbul: Between the Global and Local, Rowman & Littlefield. Neylan, D. (16 April 2009) Turkish unemployment rate reaches all-time high of 15.5 percent, Today's Zaman. OECD (2009) Growing Unequal: Income Distribution and Poverty in OECD Countries, OECD Publishing. Rodrik, D. (Oct. 2004) Rethinking Growth Policies in the Developing World. Presented in Torino, Italy. Urban Age (2009) Istanbul Briefing. Uskudar Municipality; see http://www.uskudar-bld.gov.tr (accessed 20 April 2009.) Verney, S. (2008) Turkey’s Road to EU Membership, Routledge. World Bank (2004) Executive Summary: Turkey Joint Poverty Assessment Report (Vol. I & II). Report No. 29619-TU. Yuzer, M.A. (Aug. 2007) Industrial Structure of Istanbul Metropolitan Area: Testing Future Expectations and Tendencies With Lucam Simulation Model. Presented at APSA Conference, Colombo, Sri Lanka.

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