Actors: The Ministry of Transport - Istanbul Metropolitan Municipality 1950-1980: Historical facts: The bus fleet grew up from

16 in 1955 to 525 buses in 1960 and then became the backbone of the citys transport system in an ever-enlarging city. On May 27, 1961 trolleybuses were put in service first between Topkap and Eminn following the elimination of trams. In 1973, was built the first bridge that connects the European and Asian sides over the Bosporus

Policies: In the 1950s, Istanbul had a monocentric urban structure that followed until the mid-sixties where the majority of jobs were concentrated in the core of the city. The transportation policy developed an infrastructure that provided its services to this area (a transport system provided initially by boast by boats, street cars and metro, then buses) which boosted the business and the trade. These infrastructure is mostly depended on road systems instead of public transportation because in this period was the beginning of auto mobilizing. In the 1970s, a new spatial structure emerged in Istanbul: one in which population and employment was increasingly decentralized in relation to the CBD (CENTRAL BUSINESS DISTRICT), as a result was created new subcentres of employment and commerce forming primarily in the first ring (multi-nucleation). These subcentres were mercantilistic settlements, in that residents brought their incomes from the central city while concomitantly reducing their contribution to that city centre. Commercial activity in suburban or squatter settlements expanded, accounting for a greater share of the metropolitan total, but the range of economic opportunities remained limited; retailing was dominated by low-order convenience-goods establishments and district shopping centres, and the CBD maintained its near-monopoly on high-order retailing. Thus, local residents no longer needed to travel to the central city for business reasons but continued to for high-order retail needs. To help this mobilization was created the First Bridge and new roads to connect the center with the subcentres. The policies in the city was to promote the expansion of the city. 1980: Historical facts: The rapid increase in motor vehicles, more than eight-fold has coincided with a dramatic population and economic growth. Subcentre economic life began to increase in vitality in Istanbul. Retail trade increased, initially as retailers overcame their reluctance to decentralize their stores and began to serve the booming subcentres directly. These new subcentres in wealthy districts encountered immediate acceptance by the affluent suburban shopping customers Especially in Kadikoy, these shopping areas were offering such amenities as large pedestrian areas, restaurants and coffee shops. In the 1980s, enclosed mall shopping centres started to develop in the subcentres, such as in Bakirkoy, influenced by the big covered bazaars in the old city centre. Private car ownership 52 per 1000 inhabitants (1985, Master plan) Average trip time 53 minutes Modal split: 70% public transportation

Policies: The traffic problems started occurring in the city center, this lead the city Municipality to initiate working on getting the public transportation system in a better shape (IETT). Thus it demanded a First transportation master plan study in the city to a group of scientist from Turkey universities. It was conducted in 1985. Also, the second bridge commenced operations in 1988 on the north side of the first bridge

connecting to the Trans European Motorway (TEM), and in 1989 was installed an urban railway system (Trams returned to the streets of Istanbul again) 1990: Historical facts: The urban rail transit network expanded and emissions from road traffic decreased due to an increasing number of vehicles equipped with catalytic converters using unleaded petrol, and taxis using petroleum gas. Istanbuls Metrobus, a bus rapid transit, has decreased the emissions from road. Private car ownership 98 per 1000 inhabitants (Master plan) Average trip time 41 minutes Modal split: 60% public transportation Highway dependency: automobiles 28.6 %; company and school buses 11.5 %; buses and minibuses 53.7 %; railways 3.6 %; and inland water 2.6 %. (1997, Master plan)

Policies: Second transportation master plan (1997) promoted the development of sub-centers to achieve population decentralization away from the highly populated areas and generating wing-attraction centers. Retail traders began to leapfrog ahead of the peripheral frontier and to locate strategically in the pace-setting new mega-malls at highly accessible sites in new highway corridors near the metropolitan fringes. In some cases, the new centres of die periphery took the form of suburban highway corridors, dominated by linear belts of high-rise office structures and residential buildings, as in Kadikoy and Bakirkoy. Elsewhere, activities expanded along retail-strip corridors that now lined major suburban arterial roads (Bagdat Avenue) and attracted a wide array of retail activities, ranging from fast-food and sit-down restaurants to automobile sales and service dealers to large-scale furniture outlets. This proposal expected the generation of new employment clusters (This is closely related to the principle of a balanced distribution of development and growth over the metropolitan region-Polycentre model)
Also, it is introduce the policy of Motor Technical Regulations of the European Union with the objective to

reduce the emissions caused by the transport 2000-2012: Situation: Istanbul has an inadequate road network and a public transport system that has been slow to develop. This city faces serious challenges in trying to accommodate an additional 84,000 cars every year. Nowadays, Istanbul is overwhelmed by a flood of people and vehicles, although there are only 139 cars per 1,000 inhabitants (2010). The city faces problems of Air pollution, destruction of its natural and cultural heritage and congestion. Cycle of rent-seeking land speculation, lobbying by construction firms, political patronage and a renewed search for transportation solutions. Public transport in Istanbul comprises a bus network, various rail systems, funiculars and maritime services. Buses and minibuses together form the main body of public transport network with 591 bus routes and 123 minibus routes that provide service approximately 6 million passengers on a network of 6100 kilometers. The rail system is quite poor with a total length of 97, 5 km. The average travel time for motorized trips has increased from 41 minutes in 1996 to 49 minutes in 2006. Istanbuls citizens make an average number of 1.74 trips each day (Urban Age, 2010) Modal split (number of trips or percentage of travelers using a particular type of transportation): Public Transport 41% - Walking 45% - Cycling n/a Private motorized 14% (Urban Age, 2010) Use of Metrobus 440,000 passengers a day over 40,4 kilometers of bus lane separated from the motorway at a speed of 40 km/h (Urban Age, 2010)

Private car ownership 139 per 10

00 inhabitants

Policies: In 2003, the Ministry of Transport in Turkey demanded a transportation master plan study for Turkey where it was proposed the investment growth in the transportation sector, and as a result to improve the road infrastructure and the public transportation. In Istanbul, the Municipality attempts to accommodate the increasing number of automobiles through a road network. Between 2001 and 2007, the Istanbul Metropolitan Municipality has spent USD 9, 9 billions on transport projects. The road infrastructure favors only to cars, whereas there has been forgotten cycle lanes and pedestrian pathways. Part of the reason cycle trips represent only 0.05 per cent of the total trips in Istanbul is because of traffic and air pollution, but cyclists in Istanbul also confront flooded and obstructed cycle paths and a lack of adequate bicycle parking. infrastructure that favor the private car Bosporus Highway tunnel (5,4 kilometer-long tunnel) that expect to bring almost 80,000 cars to the historical heart of the city New overpasses: approximately 420,000 vehicles cross the Bosporus each day on the citys two existing bridges which are clogged. The logic of the Government is the construction of the third, even a fourth and fifth bridge if it is necessary

Future plans: 2023: Tunnels through the city, 3 bridge, 3 ring highway References: Vedia Dkmeci & Lale Berkz. Transformation of Istanbul from a monocentric to a polycentric city. Mimarlik Fakultesi, Istanbul Teknik Universitesi, Takim, Istanbul, 80191, Turkey Alpkokin P, Black J, Hayashi Y, Gercek H. Polycentric employment growth and impacts on urban communiting patterns: case study of Istanbul. Journal of the Eastern Asia Society for transportation studies, Vol 6, pp 3835-3850, 2005

Maps: http://stephan.lucas.over-blog.com/article-28084251.html Rail network 2012: http://en.wikipedia.org/wiki/File:Istanbul_Rapid_Transit_Map.png

2 bridges:

High way in the Metropolitan Area of Istanbul