Kadiköy-Kartal-Kaynarca Rail Public Transportation System Environmental Impact Assessment Report

T.C. øSTANBUL METROPOLITAN MUNICIPALITY DEPARTMENT OF TRANSPORTATION DEPARTMENT OF RAILROAD SYSTEM

RAIL SYSTEM SERVICES OF ISTANBUL CITY AREA

KADIKÖY-KARTAL-KAYNARCA RAIL PUBLIC TRANSPORTATION SYSTEM ENVIRONMENTAL IMPACT ASSESSMENT REPORT

øSTANBUL PROVINCE PENDIK-KARTAL-MALTEPE-KADIKÖY DISTRICTS, D-100 HIGHWAY ROUTE

CONTRACTOR:

REPORT PREPARED BY: 0øMKO MÜHENDøSLøK, øMALAT, MÜùAVøRLøK, KOORDøNASYON ve TøC. A.ù. ENGINEERING CONSTRUCTION MANUFACTURING CONSULTING & TRADE

KISIKLI – Büyük ÇamlÕca Cad. Tel. : (0 216) 422 67 34 – 422 67 36 Baúçay Sok. No : 16 ÇamlÕca – øSTANBUL Fax : (0 216) 422 67 32 E-mail: [email protected] Web: www.mimkoas.com.tr

øSTANBUL – JUNE 2010 T.C. øSTANBUL METROPOLITAN MUNICIPALITY DEPARTMENT OF TRANSPORTATION Department Of Railroad System

RAIL SYSTEM SERVICES OF ISTANBUL CITY AREA

KADIKÖY-KARTAL-KAYNARCA RAIL PUBLIC TRANSPORTATION SYSTEM

ENVIRONMENTAL IMPACT ASSESSMENT REPORT

ISTANBUL PROVINCE PENDIK-KARTAL-MALTEPE-KADIKÖY DISTRICTS D-100 HIGHWAY ROUTE (The Report is prepared according to Format at the Annex IV of Environmental Impact Assessment Regulation of Official Gazette No. 26939 dated 17.07.2008)

CONTRACTOR

AVRASYA METRO GROUP JOINT VENTURE

REPORT PREPARED BY

0øMKO ENGINEERING CONSTRUCTION MANUFACTURING CONSULTING & TRADE

Report Prepared by

B.Suat TÜYLÜOöLU (Environmental Eng.) (Report Coordinator) M. Nevzat KOR ((Civil Eng) Hüseyin KARIùAN (Environmental Eng.) M. Semih. ERKAN (Environmental Eng) Onur KUSKUS (Economist) S.Canberk TUSKAN ((Environmental Eng)

øSTANBUL – JUNE – 2010 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

HEADER: Istanbul Metropolitan Municipality Department of Transportation Administration Department of Railroad System

østanbul Büyükúehir Hizmet BinasÕ Address Merter / øSTANBUL

0 212– 449 40 80 (Phone) Phone and Fax Numbers 0 216– 449 40 83 (Fax)

Kadiköy-Kartal-Kaynarca Rail Public Name of the Project Transportation System

Project Cost 1.8 Billion TL

Full Address of the selected østanbul Province, Pendik-Kartal-Maltepe- place for the Project (Province, KadÕköy District, D-100 Highway Route District, Site)

Coordinates, Zone of Selected Page is attached. Place for the Project

ANNEX-II- List of Selection, Qualification Criteria for Applicable Projects Scope of Project within EIA Regulations (Sector, Sub Sector) Aricle 27-h: Trolley, elevated and underground railway lines, similar lines used for passenger transportation (subway, light rail transit systems,etc.) Name of The Mimko Engineering Construction Manufacturing Institution/Workgroup that Consulting & Trade prepared EIA report

Address of The Institution that .ÕVÕklÕ-BüyükçamlÕca Cad. Baúçay Sok. No:16 prepared EIA report Üsküdar- øSTANBUL

0216 – 422 67 34/36 (Phone) Phone and Fax Numbers of The 0216 – 422 67 32 (Fax) Institution that prepared EIA [email protected] report www.mimkoas.com.tr

Delivery Time of EIA Report June 2010

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Coordinate (UTM ED50 6)

DATUM TYPE DOM ZON SCALE SEQUENCE OF UNIT ED-50 UTM 27 35T 6 DEGREE RIGHT-UP KadÕköy Station Huzurevi Station 670218.80:4539890.52 680826.75:4533404.91 670134.76:4539801.12 680697.16:4533355.87 670107.55:4539773.37 680782.69:4533387.88 AyrÕOÕkçeúme Station Gülsuyu Station 670823.59:4540970.64 681563.21:4532693.72 670756.49:4540964.58 681619.11:4532746.85 670773.99:4540786.01 674242.20:4540320.39 AcÕbadem Station Esenkent Station 672099.41:4541196.65 682558.55:4532401.33 672046.44:4541139.31 682429.04:4532359.54 672096.11:4541183.74 682550.80:4532380.25 Ünalan Station Hastane Station 673383.96:4540762.87 683328.13:4532024.82 673323.43:4540765.95 683282.37:4532043.69 673212.74:4540786.43 683309.39:4531977.58 Göztepe Station So÷anlÕk Station 674256.40:4540345.24 684755.98:4531581.18 674204.33:4540337.59 684714.02:4531605.62 674242.20:4540320.39 684726.17:4531593.13 Yenisahra Station Kartal Station 675989.81:4539278.87 686368.86:4530869.88 675883.50:4539370.75 686217.90:4530871.24 675978.25:4539264.77 686377.56:4530883.83 Kozyata÷Õ Station YakacÕk Station 676716.71:4538217.33 687749.25:4529810.61 676677.13:4538366.76 687698.71:4529687.33 676706.51:4538265.66 687745.44:4529794.84 BostancÕ Station Pendik Station 677316.18:4537136.71 688696.25:4528914.21 677163.87:4537145.20 688618.14:4528942.42 677242.48:4537120.58 688671.03:4528936.16 KüçükyalÕ Station Kaynarca Station 678747.44:4535356.45 689601.24:4528219.59 678722.20:4535509.46 689424.31:4528363.69 678737.33:4535347.17 689475.48:4528290.10 Maltepe Station 680284.47:4534009.30 680151.98:4534128.55 680257.86:4534036.21

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Geographic Coordinate DATUM TYPE METHOD OF ELEMAN SIRASI EXPRESSION WGS-84 GEOGRAPHIC DEGREE.FRACTION LATITUDE-LONGITUDE KadÕköy Station Huzurevi Station 29.02311916:40.99076459 29.14725388:40.93010020 29.02209606:40.98997729 29.14570142:40.92968685 29.02176513:40.98973269 29.14672593:40.92995601 AyrÕOÕkçeúme Station Gülsuyu Station 29.03060326:41.00036184 29.15578704:40.92353486 29.02980424:41.00032098 29.15646602:40.92400045 29.02996286:40.99871036 29.07104224:40.99378462 AcÕbadem Station Esenkent Station 29.04582655:41.00212823 29.16751382:40.92068118 29.04518115:41.00162357 29.16596456:40.92033379 29.04578374:41.00201280 29.16741564:40.92049297 Ünalan Station Hastane Station 29.06096920:40.99795099 29.17653561:40.91711990 29.06025083:40.99799175 29.17599814:40.91729938 29.05894133:40.99819981 29.17629926:40.91669831 Göztepe Station So÷anlÕk Station 29.07121798:40.99400574 29.19334752:40.91280465 29.07059714:40.99394754 29.19285691:40.91303466 29.07104224:40.99378462 29.19299737:40.91291940 Yenisahra Station Kartal Station 29.09150973:40.98403377 29.21227222:40.90603605 29.09027296:40.98488399 29.21048155:40.90608301 29.09136840:40.98390933 29.21237964:40.90616009 Kozyata÷Õ Station YakacÕk Station 29.09984172:40.97432092 29.22832971:40.89618616 29.09941426:40.97567441 29.22769292:40.89508786 29.09973436:40.97475794 29.22827974:40.89604481 BostancÕ Station Pendik Station 29.10665248:40.96446325 29.23929144:40.88789954 29.10484609:40.96457282 29.23837353:40.88817138 29.10577259:40.96433341 29.23899895:40.88810249 KüçükyalÕ Station Kaynarca Station 29.12313608:40.94812492 29.24981373:40.88143725 29.12288054:40.94950776 29.24775925:40.88277529 29.12301336:40.94804341 29.24834374:40.88210185 Maltepe Station 29.14099303:40.93566074 29.13945494:40.93676298 29.14068497:40.93590876

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DEFINITION AND AIM OF THE PROJECT: Istanbul is a metropolitan city with a population of more than 10 million, nestling more than the population of many countries. Population of Istanbul constantly grows because of regional immigrations, employment opportunities, means of living and other reasons. Parallel to this population growth, local passenger traffic also shows significant increases.1.2 million people on average travel daily in Istanbul. Important part of this activity is in the Anatolian territory of the city. Together with the launch of the bridges in the Bosporus, an upsurge is observed in the number of passengers in the last thirty years. According to the latest population census, there is 4,5 Million population and 1.200.000 employed in the Anatolian territory. 2,5 Million people live in the counties of Tuzla, Pendik, Kartal, Maltepe, KadÕköy and Ataúehir which are on the route of this line. As business sites shift towards Dudullu and KayÕsdagÕ, number of business sites located here are expected to raise by 155% until 2015. Meanwhile, population growth until 2025 is estimated approximately at 100%.

Local passenger transportation is provided via private cars, service vehicles of companies, minibuses operated by private persons and Public transportation vehicles of IETT. Local travels, together with the effect of population growth and economical growth, cause significant traffic jam. This is mainly because the roads have limited width, and widening the roads is not possible as development areas have been settled right beneath the roads. As no cure for these cases have been considered at earlier times, and lack of preparations for public transportation through railway, new solutions have been pursued.

The location of the project zone in the center counties of Anatolian Territory, the existance of Kocaeli Province on Istanbul connetion route and also the extention of the route along the D-100 intercity Highway lead to decreasing the application of the elevated and faster transportation systems. The spreading of Anatolian Territory along the Marmara coast and the settlements in these narrow areas, the increasing population and uncontrolled settlements in regions such as Pendik and Kaynarca, the heavy establishments of industry in industrial zones areas such as Gebze and Tuzla and the parallel construction of roads to coast are the main reasons. Substantially, main roads and secondary roads have been constructed in this area, and the buildings are contrcuted around the roads.Furthermore Istanbul, which is saturated with respect to population in the center of European side, currently grows towards Ümraniye Ataúehir and Kartal location as settlement is under control through sites and mass housing, and the construction field are available. Serious

iv KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT traffic problems should arise as a result of this population growth.Serious traffic problems should arise as a result of this population growth.

While demand for transportation and public transportation vehicles in parallel gradually increase, private car usage becomes also widespread with regard to convenience and comfort. Although number of vehicles gradually increases, amount and quality of roads stay nearly constant. Consequently, it is not possible for the public transportation system in the European Territory of Istanbul to meet the demand arising out of the growing population and developing economical activities. Transportation needs innovation through longer term solutions.

KadÕköy-Kartal-Kaynarca Rail Public Transportation System with 25.9 km length which is a study aiming to encourage the public to travel by public transportation vehicles and to ease the traffic.

This projected metro line is a transit line towards business sites and trade centers in the counties like KadÕköy, Kartal, Maltepe and Pendik. Integration of this point with planned lines (Marmaray and Ümraniye-Üsküdar Metro Line), proximity of KadÕköy coast and convenience the using seaway,and proximity with important housing and shopping centers like Kozayata÷Õ, and its being on the connection roads with E-5, has a vital importance for rapid transportation.

On the other hand, considering that traffic flow is not eased despite the fact that there are sufficient highways in the area, it is nearly impossible to open new roads in sufficient amounts and width because of extremely high expropriation expenses. In this regard, widening the METRO transportation network is the single alternative for the City of Istanbul and the region, in order to carry huge amounts of passengers and decrease the number of vehicles in the traffic.

Project area subject to the preparation of Project Introduction File is located in Õstanbul within the Marmara region, city of Istanbul, Anatolian Territory, KadÕköy, Maltepe Kartal and Pendik counties. The length of the “KadÕköy-Kartal-Kaynarca Rail Public Transportation System” is 25.9 Km and consist of two parts. The first part of the line is 21.7 km and between KadÕköy and Kartal. The construction of this part is ongiong an made by Avrasya Metro Group joint venture. The Project Introduction File of this line was examined by the østanbul Provincial Directorate of Environment and Forestry and then

v KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

"EIA is not required" certificate was given. In this report, environmental impact assetments of the changes occured during the implemtation on the line and the additional line between Kartal-Kaynarca with length of 4.26 km , and also the maintanence-repair facility that will be built at the end of line is made. As well as the necessary works were determined to decrease these impacts.

Clutter, dust, etc. to be created during the moving process of excavation and construction material of the tunnel digging of “KadÕköy-Kartal-Kaynarca Rail Public Transportation System” shall probably have adverse affect on the live texture in the environment. In this respect, measures shall be taken to prevent harming the live texture around during the construction work. Sprinkling, which is one of the widespread methods to prevent dust formation, shall be continuously used.

The Project Introduction File of "KadÕköy-Kartal-Kaynarca Rail Public Transportation System" was prepared by Istanbul Metropolitan Municipality in accordance with Environmental Assessment Regulations dated 16/11/2003 with no 25 318 and ANNEX II Selection, Qualification Criteria for Applicable Projects List and article 21.k of Energy Tourism Housing section (Trolley and, elevated and underground railway lines, similar lines used for passenger transportation (subway, light rail transit systems, and etc.))

Species that naturally grow in the area shall be definitely considered in the landscaping practice. In accordance with the international RAMSAR agreement, there is no wetland under protection in the project area. Also there is no plant biotobe formed as narrow spaces or wildlife members that must be protected.

vi KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

CONTENT

HEADER:...... i DEFINITION AND AIM OF THE PROJECT: ...... iv CONTENT ...... vi LIST OF THE TABLES ...... viii LIST OF THE FIGURES ...... ix APPENDICES: ...... x CHAPTER I. CHARACTERISTICS OF THE PROJECT ...... 1 I.1. Project's Workflow Diagram, Capacity, Coverage Area, Technology, Number Of Employees To Work ...... 1 I.1.1. Work-Flow Diagram ...... 1 I.1.2. Capacity of the Project ...... 2 I.1.3. Area of Coverage ...... 3 I.1.4. Technology, Number of Employees to Work ...... 5 I.1.4.1. Used Technology and Method of Excavation...... 5 I.1.4.2. Number of Employees to Work...... 11 I.2) Usage of Natural Resources (Land Usage, Water Usage, Type Of Energy Used Etc.) ...... 12 I.3) Amount of waste production (solid, liquid, gas, etc.) And chemical, physical and biological properties of wastes ...... 14 I.4) Accident Risk that May Arise from the Technology and Materials Used ...... 20 I.5. Precautions to be Taken Against Probable Environmental Effects of the Project ...... 21 I.5.1. Influence zone of the construction ...... 21 I.5.1.1. Effects occured during Excavation...... 22 Works, and Precautions to be Taken ...... 25 I.5.1.3. Effect on The Ecological System ...... 28 I.5.1.4. Transportation Infrastructure ...... 29 I.5.1.5. Flora and fauna species to be harmed: ...... 29 I.5.2. Influence area of operations ...... 32 I.5.2.1. Waste Effects ...... 32 I.5.2.2. Noise and vibration effects: ...... 33 I.5.2.3. Flora and fauna species that may be endangered: ...... 37 CHAPTER II- LOCATION OF THE PROJECT ...... 41 II.1 - Current Land Usage and Quality (Agricultural Area,Forest Land, Planned Land, Water Level etc.) ...... 41 II.1.2 - Geological and Hydro-geological Properties and Natural Hazard Situation ...... 42 II.1.3 - Situation, Quality and Renewability of Natural Resources in the Region ...... 44 II.2. Considering the sensitive zones list in the APPENDIX-V; wetlands, coastal sections, mounts and forests, agricultural areas, national parks, areas of special protection, populated areas, areas with historical, cultural, archaeological and of similar significance, erosion areas, landslide areas, forested areas, potential erosion and foresting areas and actifier’s that must be protected pursuant to the law on ground water with no. 167...... 48 II.2.1. Areas that must be protected pursuant to laws of our country...... 48 vi KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

II.2.2 Zones to be protected in accordance with international conventions adhered by Turkey49 II.2.3. Areas that must be protected ...... 50 CHAPTER III: LOCATION AND ALTERNATIVES OF THE PROJECT ...... 54 CHAPTER IV: RESULTS...... 56

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LIST OF THE TABLES

Table 1: Technical parameters of the project ...... 3 Table 2: The UTM Coordinates of Stations (UTM 6 Degree, ED50 DOM: 27 ZON:35T) ...... 7 Table 3: Employee number in the operation phase ...... 12 Table 4: Necessary amount of irrigation water for the tunnel and station constructions of “KadÕköy-Kartal-Kaynarca Rail Public Transportation System (total concrete volume= 1.500.000 m³) ...... 13 Table 5: Data of Tunnel excavation ...... 15 Table 6: Station Locations and Amount of Excavation (Station Construction Area 4340 m²) ...... 16 Table 7: total amount of excavation in KadÕköy-Kartal-Kaynarca Rail Public Transportation System ...... 17 Table 8: Approximate daily working hours and Number of Vehicles and Equipment to be used in excavation ...... 18 Table 9: Dust values used in calculation of the Emission Standards V ...... 23 Table 10: vehicles to be used in excavation and construction and corresponding noise levels ...... 25 Table 11:Ses Seviyesinin Mesafe øle De÷Lúimi ...... 27 Table 12: Samples for Interior Noise Levels from Evaluation and Management of Environmental Noise Regulation (ÇGDY, Article 28, Table 8) ...... 28 Table 13: Current Flora Species In And Around The Project Area ...... 30 Table 14: Current Fauna Species In And Around The Project Area ...... 31 Table 15: Environmental Noise Limit Values for subways ...... 34 Table 16: Design criteria of the route...... 46

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LIST OF THE FIGURES

Figure 1: Work-flow Diagram ...... 1 Figure 2: The route plan of KadÕköy-Kartal-Kaynarca Rail Public Transportation System ...... 5 Figure 3: The cross section of single line tunnnel ...... 6 Figure 4: The cross section of double line tunnel ...... 6 Figure 5:The view of TBM Suppression and Torque systems ...... 9 Figure 6: The classification of TBMs according to the ground properties ...... 9 Figure 7: ...... 10 Figure 8: Proposed Organization Shema...... 11 Figure 9: ...... 26 Figure 10: østanbul Orman Bölge Müdürlü÷ü Orman AlanlarÕ HaritasÕ ...... 42 Figure 11: Geological map of Istanbul ...... 43 Figure 12: Seismicity map of Istanbul ...... 44

ix KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

APPENDICES:

APPENDIX-1 The route plan and section of metro APPENDIX-2 Institituon Correspondence APPENDIX-3 EIA proficiency certificate APPENDIX-4 Presentation of the file framers

x KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

CHAPTER I. CHARACTERISTICS OF THE PROJECT I.1. Project's Workflow Diagram, Capacity, Coverage Area, Technology, Number Of Employees To Work I.1.1. Work-Flow Diagram

Work-flow of ³østanbul Metrosu KadÕköy-Kartal-Kaynarca Rail Public Transportation System” consists of two stages as project and construction. Following the completion of project and construction, the facility shall commence operations and be presented to public usage. Project and construction period is 42 months in total. In the first stage the line with length of 21.7 km was tunneled between KadÕköy-Kartal. In the second stage the construction phase will be started when the project phase is completed for the line between Kartal and Kaynarca. Work-flow is given diagrammatically in Figure 1. As can be seen on the figure, ground studies on the alternative routes have been carried out in the beginning of the work and most available route plan and profile has been prepared. Method of digging tunnels has been specified and tunnel, segment and station architecture, static, electricity and mechanical projects have been prepared accordingly. Electricity and illumination works shall be done following tunnel and station construction. After supplying the vehicles and completing test drives process, facility shall step in if no adverse situation occurs.

Ground Studies

Preparition of Route Plan and Profile

Preparation of Tunnel and Preparation of Station Segment Projects (Architectural, Statical, Mechanical and Electrical) Projects)

Tunnel Construction Construction of Station, Fine Work and Electricity Works

Route Electricity Works (Communication, signalling, central control, route and illuminati of stations etc.)

Supply of Vehicles and Test Drive

Commencement of the Facility

Figure 1: Work-flow Diagram

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I.1.2. Capacity of the Project

This project, covering Pendik, Kartal, Maltepe and KadÕköy counties, has been projected with consideration to local traffic in the region, social and economical activities. Besides social and economical activities, the criteria below have been taken into account, in designing østanbul Metro KadÕköy-Kartal-Kaynarca Rail Public Transportation System: Travel safety, security, reliability; travel time, comfort, cleanliness and transportation fee.

The "KadÕköy-Kartal-Kaynarca Rail Public Transportation System" which is 26.7 km long proposed to encourage the people to travel by public transport vehicles and also to relieve traffic. As a result of this application, it is greatly expected to relieve traffic density on the main link road and the connection roads of Gebze, Tuzla, Pendik, Kartal, Maltepe and Harem counties and also the Bosphorus-E5 connection.

The calculation of the "KadÕköy-Kartal-Kaynarca Rail Public Transportation System" capacity is made by assumptions which are the peak-hour capacity in 2025, six series, 6 people/km ² and 2.75 minutes intervals in moving. As a result, this capacity estimated as 65 000 passengers / hour in-direction. There will be 8 vehicles along the route.

The maximum speed of vehicles was designed as 80 km/h and the commercial speed of vehicles was designed as 40 km/h. The technical parameters of the line given in Table 1.

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Table 1: Technical parameters of the project Parameters Unit Main Line Length 25.920 m (Line-1) 25,960 m (Line-2) Station Number 19 nos Passenger Platform Height 88 cm Platform Length 180 m Distance Between Stations 705 ~1.675 m Vehicle storage area 80.000 m² Peak Hour Capacity (2025 year) 65.000 passenger/h-direction Number of vehicles in series 8 nos Capacity vehicle park 222 nos Transformer Building 9 nos Energy Supply 750 V DA Type of Feed 3 Rail Maximum speed of vehicles 80 km/h Commercial speed of vehicles 40 km/h

I.1.3. Area of Coverage

KadÕköy-Kartal-Kaynarca Rail Public Transportation System is proposed to serve the Kaynarca-Kartal corridor in Istanbul's Anatolian territory. The starting point of the line is the Albay Faik Sözdener Street near the KadÕköy øSKø Branch Office. The KadÕköy-Kartal-Kaynarca Rail Public Transportation System continues along the route of E-5 highway and ends at an empty field which is located in front of Pendik Tavúantepe cemetery over the Cemal Gürsel Street in Kaynarca.As well, this area is proposed to use as a parking area for vehicles.

Various alternatives have been assessed as the route of this line; and it has been decided that the most suitable alternative is the route explained below. Within this route, there shall be 19 stations. Line is starting from the infront of the Kadikoy øSKø Branch Office and arrives the park site where the KadÕköy Station proposed to construct between the Albay Faik Sözdener Street and Haydarpasa Street.

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The line passing under the settlements with alignment and curve a reaches 1,600 m depth at AyrÕOÕkçeúeme Station which is in front of the Tepe Nautilus Shopping Center and in the intersection of Dr. Eyup Aksoy Street and Dinlenç Street.

The route pass to the left side of the D-100 Highways,continues under Kozyata÷Õ Bridge and arrives the Kozyata÷Õ Station at the instresection of the øçerenköy Carrefour Road and Üsküdar øçerenköy Street. After this point the line again continues parallel under the D-100 Highways and reaches the BostancÕ Station located at BostancÕ Bridge; KüçükyalÕ Station located in front of the Highways District Office at KüçükyalÕ Intersection; Maltepe Station located at the right side of the Maltepe Intersection; Huzurevi Station located near the Nursing home and the left side of the Maltepe-Karacabey Köprülü Intersection;Gülsuyu Station located in the empty area between Filkuyu Street and D-100 Highways and after Gülsuyu Intersection. The Esenkent Station is constructed before the Cevizli Köprülü Intersection and across the Maltepe Carrefour Shopping Center, left side of D-100 Highway and between the Özmen Streer and D-100 Highway.

The line coming from Esenket Station arrives the Hastane Station that is in front of the Marmara University-Kartal Campus. Following the north side of the D-100, the line reaches the So÷anlÕk Station located near øSKø Kartal Branch Office. As well, the line reaches the end of the first stage at Kartal Station which is located in 21.7km of the line in Kartal Bridge. The second part of the line starts from this point and reaches the stations respectively: YakacÕk Station located in the intersection of the Pendik Street and D-100 Highways; Pendik Station located at Pendik Bridge; finally Kaynarca Station which is located in 25.96 km of the line in the empty area across the Pendik Tavúantepe Cemetery over the Cemal Gürsel Street in Kaynarca.

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“KadÕköy-Kartal-Kaynarca Rail Public Transportation System” route plan and locations of stations are presented in Figure 2. This project was commissioned by Istanbul Metropolitan Municipality, railway system is composed of two tunnels as forward and backward directions. There are passages between these two tunnels with certain intervals. Thus, in order not to be influenced by unexpected cases such as fire, accident, collapse, inter-tunnel transition shall be attained via these passages.

Both tunnels cross the stations as one. This route and single transitions are shown in detail in Figure 3. Cross-section of double line tunnel is shown in Figure 5-4. The UTM coordinates (UTM 6 Degree, ED50 DOM: 27 ZON:35T) are given Table 2. Cross- section area of one tunnel is approximately 32 m². Amount of excavation to be formed within this report have been given to waste production unit.

Figure 2: The route plan of KadÕköy-Kartal-Kaynarca Rail Public Transportation System

I.1.4. Technology, Number of Employees to Work I.1.4.1. Used Technology and Method of Excavation When it is looked at the project area, according to the geological formations encountered, the layer of clay, silt, sand and gravel can be found through the tunnel in the field. In addition, the less weathered limestone in the some parts of the tunnel is likely to be cut. Underground water table is situated along the entire route of the tunnel. These issues will play an important role in the selection of tunnel boring technique.

Particularly, the complete surface protected excavation method (Shield) should be used to provide both ensuring the stability of the front side of excavation and minimizin the surface settlements thoughout the tunnel route.

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Figure 3: The cross section of single line tunnnel

Figure 4: The cross section of double line tunnel

6 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

Table 2: The UTM Coordinates of Stations (UTM 6 Degree, ED50 DOM: 27 ZON:35T) Location of Coordinates Location of Coordinates Station X Y Station X Y 670218.80 4539890.52 680826.75 4533404.91 KadÕköy 670134.76 4539801.12 Huzurevi 680697.16 4533355.87 670107.55 4539773.37 680782.69 4533387.88 670823.59 4540970.64 681563.21 4532693.72 AyrÕOÕkçeúme 670756.49 4540964.58 Gülsuyu 681619.11 4532746.85 670773.99 4540786.01 674242.20 4540320.39 672099.41 4541196.65 682558.55 4532401.33 AcÕbadem 672046.44 4541139.31 Esenkent 682429.04 4532359.54 672096.11 4541183.74 682550.80 4532380.25 673383.96 4540762.87 683328.13 4532024.82 Ünalan 673323.43 4540765.95 Hastane 683282.37 4532043.69 673212.74 4540786.43 683309.39 4531977.58 674256.40 4540345.24 684755.98 4531581.18 Göztepe 674204.33 4540337.59 So÷anlÕk 684714.02 4531605.62 674242.20 4540320.39 684726.17 4531593.13 675989.81 4539278.87 686368.86 4530869.88 Yenisahra 675883.50 4539370.75 Kartal 686217.90 4530871.24 675978.25 4539264.77 686377.56 4530883.83 676716.71 4538217.33 687749.25 4529810.61 Kozyata÷Õ 676677.13 4538366.76 YakacÕk 687698.71 4529687.33 676706.51 4538265.66 687745.44 4529794.84 677316.18 4537136.71 688696.25 4528914.21 BostancÕ 677163.87 4537145.20 Pendik 688618.14 4528942.42 677242.48 4537120.58 688671.03 4528936.16 678747.44 4535356.45 689601.24 4528219.59 KüçükyalÕ 678722.20 4535509.46 Kaynarca 689424.31 4528363.69 678737.33 4535347.17 689475.48 4528290.10 680284.47 4534009.30 Maltepe 680151.98 4534128.55 680257.86 4534036.21

Usage of TBM method in the construction of the“KadÕköy-Kartal-Kaynarca Rail Public Transportation System” has been approved. As a general approach, the TBM method seems to give better economic results for the lines more than 4 km long. Although the initial investment cost of TBM method is high, this method called as TBM (full side Tunnel Boring Machines) has become the most preferred excavation machine nowadays because of the capability of in preventing the unwanted underground such as settling and working quieter and being vibration-free and fast. Particularly during the transition under the houses, schools, hospital and nursing home, these constructions will not be adversely affected as as result of the lower amount of vibration and thickness of soil layer.

7 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

The head design used in hard, medium hard, soft and fluid formations, types of blades, the machine balancing systems, the intrenchment systems, the conveyors transport spoils from the TBM show diffrences in these aspects. To pre-determine the formations along the opened underground space is one of the most important factor in the selection of the machine. The structural features of TBM are cutting head, pushing cylinders, steering cylinders, locking shoes (gripper), the motors that turn the cutter head and erector that put intrenchment units.There are hydraulic power units at rear of TBM called as the back-up systems that consist of power stations, roof bolts for drill, ventilation fans, belt conveyors to transport spoil and also wagons. The suppression and torque systems of TBM are shown in Figure 5 schematically. TBM methods also vary among themselves. These method can be structured as a main topics as follows: x Slurry Shield TBM x Earth Pressure Balanced (EPB) x Open TBM The machines in the first two methods are designed specifically to use in ground which have a closed surface systems.The ensuring surface stability and resistance to water pressure are provided with keeping excavated material or bentonite slurry in the front. The open-faced TBM is used particularly in rock environment and in the zones that does not have the mirror stability problems.The choice between EPB or Slurry methods is made according to the ground properties. The EPM method is preferred in ground which has permeability coefficient lower than 10-7 m/s (fine sand and silty clay-silt-clay)on the other the slurry method is preffred when the ground has higher permeability (medium and coarse sand-fine and coarse gravel, stones).As a result of the development in additives nowadays, the limits of the both methods are gradually pass into each other.Especially, the additives such as soil conditioning foam and polymer used in the EPB method allow highly successful practices. In this respect the properties of the ground and formations as given above is taken into consideration, and the EPB type machine will preferred as an appropriate type. The TBM classification related to the worked formations are given in Figure 6. In the TBM operating system, the tunnel boring machines comprehend the mirror with blades fully and do the excavation.There are two important forces to carry out the digging operations.The excavation event starts when the cutting head is pushed into the mirror and start to turn during this pushing movement. The material excavated from the mirror is transferred to the reservoir at back side of the cutting head by the blade on the cutting head.

8 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

Figure 5:The view of TBM Suppression and Torque systems

Figure 6: The classification of TBMs according to the ground properties

9 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

The conveyor in container makes the transportation of the spoils. If the mirror at the cutting head is completely closed, this situation causes the obstacles to approach the mirror. As well as changing of blades become difficult. Blades in cutting head can be changed so that there is no need to pass through the mirror. As result the work safety is not jeopardized. The way of working and moving of excavation in TBM are given In Figure 7.

Figure 7: The way of working and moving of excavation in TBM

Progress rate is a necessary issue that should be taken into consideration. The progress shall be 10-15 m on average per day during the tunnel boring. The tunnel platform of the stations have been completed to get advantage in terms of cost and time before the TBM passed to station area. The issues to be considered in tunnel boring are 1.soil should not be worked without proper progress 2.Front of the tunnel should stay stabile or the stability should be provided. 3.The reasonable cement mortar should be injected to both front and back of the segments If these issues are taken into consideration, the safety requirements are fulfilled and the secure progress is made with the mesures against to setbacks in terms of cost and time.

In case, the surface overloading is occured, a measurement system should check the ground motions from beginning to throughout the tunnel.

The length of the segments which is used for tunnel coating should be compatible with narrowing points of TBM and segments and also diameters of each one. The segments are generally 1.4 m long and 300 mm thick. Segment thickness should not be too small to avoid serious damage against the thrust.

The segments will be reinforced with steel fiber. Application of steel fiber depends on the regional construction and the experience that is obtained from the the

10 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

production of steel fiber reinforced concrete and precast segments. The works will progress in accordance with these measures thereof negative effects will not compose such as leakage and collapse.

I.1.4.2. Number of Employees to Work

The possible number of employee who is going to work in the project is determined for the construction and operation phases. In the construction of the first and second phase of the work 500 people is being employed within 10 worksite that each of them has 50 employees. The worksite of the first stage is opened with relevant authorizations. But for the second stage, the worksites and the responsible places will be determined. This subjects will be handled in detail in the specifications which will be prepared in the construction phase of the work. In order to determine the personel number correctly in the operation phase, the leading organization structure of the project work is designated. The organization schema is given in figure 8. According to the schema, there is four main department in the control of head office. Transportation Department: It is responsible from the operation of the system, and providing all of the services related with travelling. Equipment Department : It is responsible from the security, compatibility and hygene of the vehicles which will go to service. Constant Works Department : It is responsible from the maintenance of the constant infrastructure (rails, railway passings, workshops and buildings) Management Department: It is responsible for the management work (financial, personal, juristic works, fee collection) Safety and Security Department: It is responsible from the security of the facilities. The personel number which is going to work in the departments is given in Table 3 for each section. According to this approach, 336 employee will be in service throughout the operation

Figure 8: Proposed Organization Shema

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Table 3: Employee number in the operation phase

Departments Employee (person) Head Office 6 Transportation Department 71 Equipment Department 135 Constant Works Department 62 Management Department 40 Safety and Security Department 22 Total 336

I.2) Usage of Natural Resources (Land Usage, Water Usage, Type Of Energy Used Etc.) The length of “KadÕköy-Kartal-Kaynarca Rail Public Transportation System” is 25,960 m. All of the line will be built as a tunnel boring. The entrance and exit of passenger will be open in the station. The total area of the stations is 82 460 m². Natural resources will inevitably be affected because of the studies that wil be held here. The station project which was tendered as a basis has been revised and new locations were determined to minimize this effect. This study is conducted primarily to stay far away from under record trees and historical structures. Consequently these impacts will be seen temproraliy during construction and then these regions will turn into their natural appearance once again during the operation phase. In addition, there are no water sources such as drinking water dam or lake in the region of metro route. For this reason, Metro Facility planned to be constructed will not cause temproray or permenant impacts on the natural resources. For the first part of the project, worksites was established within the relevant permissions in the construction phase . The station sites were used as a worksite. The worksites in the second stage will become certain according to the investment program of øBB. Amount of water to be consumed during the construction phase and the corresponding supply method of water demand: Water need during tunnel station construction have been estimated and given in Table 4. While estimating the amount of water to be consumed during tunnel and station

12 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

construction, sprinkling for watering the concrete, and for absorbing dust have been taken into account.For this purpose, it is assumed that 200 lt's of water shall be used for 1 m³ of concrete, and 100 lt's of water shall be used for sprinkling against dust for 1 m³ of volume. The concrete area is assumed as a dust area. However, determening a standart value for watering the excavation waste and construction site is impossible because this value changes depending on the size of the construction site. However, considering normal practice, it is observed that water demand is 20 m³ / day for one worksite. In the project, this approach is assumed for 5 worksites and the amount of irrigation water is estimated as 100 m³/day.

Table 4: Necessary amount of irrigation water for the tunnel and station constructions of “KadÕköy- Kartal-Kaynarca Rail Public Transportation System (total concrete volume= 1.500.000 m³) Unit water Place of water usage consumpion Water Demand (m³) (lt/m³) Drenching concrete 200 300.000 Sprinkling against dust 100 150.000 TOTAL - 450.000

Amount of water necessary for the construction works will be used during the 5 years' time as the construction goes on. Thus; Yearly amount : 450.000 / 5 = 90.000 m3/yr Daily amount of water :90.000 / 285 # 316 m3/day Potable water need during the construction stage shall be met from the feeder water or by carrying by tankers. 90 lt/population.day has been taken as basis for daily drinking and usage water need of workers and other technical employees. It is estimated that 90 liters of water will be consumed as 10 lt/person.day for drinking purposes and 80 lt/person.day as potable water. Considering that 50 people work in construction sites and construction works will be carried out in 10 sites: Water need of employees : 10x50 person x 90 lt/person.day # 45 m3/day Potable water need of employees is few, compared to the amount of water consumed for drenching concrete and absorbing dust. This amount should be gained from available points in the city feeder. Water to be used during operations and the meeting resources:

Water consumption in operating the metro system to be built in the anatolian territory consists of potable water of employees and the water used in cleaning the vehicles and the stations. This water consumption shall be met through the city feeders. Water consumption per individual (workers and other employees) is 80 lt/day.

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As the wastewater to be formed here shall be connected to the city waste water network, it will have no adverse effect. Fuel type to be used: During the construction, vehicles will use diesel oil which will be supplied via barrels. Electricity connection will be supplied through the city network. Vehicles to be used in the “KadÕköy-Kartal-Kaynarca Rail Public Transportation System”’ will run on electricity. During this operation the waste will not be occurred. Electricity will be supplied through a special transformer that will be built especially for this system.

I.3) Amount of waste production (solid, liquid, gas, etc.) And chemical, physical and biological properties of wastes

Waste production in the system may occur in two ways as temporary and permanent. Wastes to appear temporarily will only be created during the construction. On the other hand, permanent waste production will appear during the operation stage of metro. Produced wastes would be separated into divisions as waste water, solid wastes, chemical wastes etc.

Excavation wastes of tunnels and stations and the relevant amounts : “KadÕköy-Kartal-Kaynarca Rail Public Transportation System” is 27.960 m long. The Line will be built as a tunnel. The part that will be built as dig tunnel will be constructed in depths changing between 10~35 m below the ground. Comparing advantages and disadvantages of all methods of tunnel digging, TBM method is deemed convenient. In the system, digging diameter of the tunnel is approximately 5.7 m and cross-section area of digging width is 32.00 m². Width cross- section of the tunnel according to the TBM method which will be used in digging tunnels is presented in Figure 3.

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Excavation amount has been estimated using these data follows and shown in Table 5: Excavation of Tunnel Digging is :2 x26,960 (m) x 32.00 (m²) = 1,725,440 m³ Considering that unit weight of the excavated chunk is 1,6 tonnesnes/ m³, 1,725,440 m³ x 1.6 tonnes/ m3 =2.760.704 tonnes Necessary amount of expeditions when trucks with capacity of 10 tonnesnes are used in transferring the excavation; (2.760.704 tonnes) / (10 tonnes/ truck expedition) = 276.000 truck expedition.

Table 5: Data of Tunnel excavation Length of Tunnel 26.960 m Tunnel Digging Mirror Area 32,00 m² Tunnel Excavation* 1. 725.440 m³ Volume of chunk out of the excavation 2.070.528 m³ (1.725.440 x 1,20) Stored Excavation 1.666.560 m³ Excavation to be occurred in the second 403.968 m³ stage

* There will be 2 Tunnels within the system

Construction area size of each 19 (nineteen) stations (KadÕköy, AyrÕOÕkçeúme, AcÕbadem, Ünalan, Göztepe, Yenisahra, Kozyata÷Õ, BostancÕ, KüçükyalÕ, Maltepe, Huzurevi, Gülsuyu, Esenkent, Hastane, So÷anlÕk, Kartal, YakacÕk, Pendik ve Kaynarca) in the “KadÕköy-Kartal-Kaynarca Rail Public Transportation System” project is 28x155,00 m. Thus, each station will be built on a land of approximately 4340 m². Depth and digging styles of the stations are variant.

Average depth and digging style of each station is given in Table 6. Amount of excavation is expressed also in volume for terms of moving soil. Estimated volume of soil to be moved considering these values is 1.157.737 m³. While calculating amount of excavation, volume of condensed soil is increased by 20%. According to the progress of construction and system, the places to accumulate exvacation waste will be determined. The collection points of excavation in tunnel should be a place that gives the least damage to the settlements. The transporting route of waste will be determined with considering these details during Implemetation Project phase . The certain waste places have not been determined in the phase of Final Project.

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Station layout plan showing the distance (km), size and average height of each station on the route from the starting point are given in the Appendix 1. Table 6: Station Locations and Amount of Excavation (Station Construction Area 4340 m²) Depth of Amount of Volume of Location of Type of Digging Excavation Chunk Station Digging h ort (m³) (m³) (depth) KadÕköy Station Tunnel 10.00 43.400 52.080 AyrÕOÕkçeúme 10.00 43.400 52.080 Tunnel Station AcÕbadem Station Tunnel 10.00 43.400 52.080 Ünalan Station Tunnel 10.00 43.400 52.080 Göztepe Station Tunnel 10.00 43.400 52.080 Yenisahra Station Tunnel 10.00 43.400 52.080 Kozyata÷Õ Station Tunnel 10.00 43.400 52.080 BostancÕ Station Tunnel 10.00 43.400 52.080 KüçükyalÕ Station Tunnel 10.00 43.400 52.080 Maltepe Station Tunnel 10.00 43.400 52.080 Huzurevi Station Tunnel 10.00 43.400 52.080 Gülsuyu Station Tunnel 10.00 43.400 52.080 Esenkent Station Tunnel 10.00 43.400 52.080 Hastane Station Tunnel 10.00 43.400 52.080 So÷anlÕk Station Tunnel 10.00 43.400 52.080 Kartal Station Tunnel 10.00 43.400 52.080 YakacÕk Station Tunnel 10.00 43.400 52.080 Pendik Station Tunnel 10.00 43.400 52.080 Kaynarca Station Tunnel 10.00 43.400 52.080

Total 824.600 989.520(*) (*)While calculating the volume of chunk, excavation amount has been increased (volume of condensed chunk) by 20 %.

Total amount of excavation of tunnels and stations is given in Table 7.

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Table 7: total amount of excavation in KadÕköy-Kartal-Kaynarca Rail Public Transportation System Location of Exvacation Amount of Excavation (m³) (Tonnes) (*) Tunnels 1. 725.440 2.760.704 Stations 824.600 1.319.360 Remaining amount of Excavation 336.640 Tunnels 538.624 Stations 130.200 208.320 Total 466.840 746.944

(*)Weight per unit volume of the excavated chunk to be moved is1,6 ton/ m³ The reuse of the excavation that is arised from the tunnels is not proposed in the project. The section with 21.7 km long of the line was opened and the excavation was dumped to the dumps sites within the permissions of the relevant authorities. In the second phase, tunnel excavation with 403.968 m³ volume will be stored in places of municipality or ISTAÇ Inc. with the obtained permissions and kept under control. However, the some part of the excavation can be reused as a filling material after the open-close section of the line and the stations are constructed. In the project, the usage of excavation as filling material may show changes according to type of excavation and sections of the proposed constructiont. In the construction phase, it will be complied with the issues which is stated in "Excavation Soil, Construction and Demolition Waste Controlling Regulation", article 14 with heading "Measures to be taken during excavation," and article 26 with heading "The Reuse and Recycling of Excavated Soil". In the construction activities of the project, the necessary measures will be taken to control the dust emission by water-soaking. Furthermore, the issues which is stated in "Excavation Soil, Construction and Demolition Waste Controlling Regulation" and under the article 25 "Measures to be taken for Transportation of Excavation Soil and Construction / Demolition Waste" was applied and will be applied in the new construction stage. The dumping area of the excavation will be determined after taking legal construction permissions and the meetings with the municipality. The excavation process will not start without transport permission to legal dumping area.

Number of vehicles and equipments to be used in preparing the land for the tunnels and stations to be constructed, and the excavation works, and the corresponding approximate daily working hours are given in Table 8.

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Working hours of vehicles, shift status, schedule of excavation transport will be prepared in accordance with the "Working Report" of the final project.

Table 8: Approximate daily working hours and Number of Vehicles and Equipment to be used in excavation

Vehicle and Equipment Quantity (nos) Working hours (h/day)

Loader 6 16

Excavator 4 16

Dozer 4 16

Truck 26 16

Amount of solid waste: During the construction phase of the “KadÕköy-Kartal-Kaynarca Rail Public Transportation System”, other than soil excavation, fragments of meals of the workers, and food wastes such as vegetables and fruits will also appear. The amount of domestic solid waste produced by workers during the construction phase is assumed as 0,5 kg solid waste /worker-day. (Patrick 1981, Chzm 1992),

Therefore, the amount of the domestic waste is estimated as follows; 500 worker/day x 0,5 kg domestic waste/worker-day = 250 kg domestic solid waste Considering the density of domestic solid waste is 0,8 tonnes/m³, the production of daily domestic waste is calculated as follows; 0.25 (tonnes/gün)/0,8 (tonnes/m³ ) = 0,31 m³/gün. If the number of worksite is assumed as 10, solid waste quantity for each site will be 0.03 m³ / day In the construction phase, the produced domestic waste will be collected in a container near the worksite and removed by Cleaning Works Department of the related Municipality which the worksite is connected. In the operation phase, domestic solid waste will be produced in the stations, main operation facility and maintanence-repair facilities. The produced solid wastes in the stations is directly proportional to passenger quantity and also depends on staying duration of the passenger. To determine this information is difficult especially for Istanbul. As a result, it is not possible to estimate the solid waste quantity at the stations. If the solid waste quantity is assumed as 0,8 kg/day per capita at the maintanence- repair station, total domestic solid waste is calculated as 160 kg/day for 200 number workers.

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These wastes are collected in the containers in the project area and removed by Cleaning Works Department of the related Municipality which the worksite is connected. Amount of Medical Waste In the construction phase, the medical waste will be produced as 1 g/day-worker in the clinics and patient examination unit which will be established for the workers. Considering the this value, the probable medical waste quantity is approximately; 500 worker-day x 1 gr/day-worker = 500 gr/day = 0,50 kg/day. The medical waste should be collected and transported with hydraulic system without compression. If the density of medical waste is assumed as 0.20 m³/tonnes; The daily production of medical waste is calculated as follows; 0,00050 tonnes / 0,2 m³/tonnes = 2,5 x 10-3 m³/day. There is no intervention in the worksites which are close to the hospital regions. These wastes are assumed as the waste load which will come to hospitals. The hospital waste is collected by medical waste collection vehicle and disposed at the Medical Waste Incinetarion Plants of Istanbul Metropolitan Municipalitiy or in a similar licensed facilities. In the operation phase, medical waste production is not a point of issue in the project site. Amount of Wastewater When the wastewater quantity is assumed as 80 lt/day per capita for each worksite during the contruction phase of the “KadÕköy-Kartal-Kaynarca Rail Public Transportation System”project, the total volume of wastewater is calculated as 40 m³/day. The wastewater is discharged to domestic sewerage system of ISKI. There are wastewater sewarege lines of ISKI throughout the project route. Dduring the operation phase, the wastewater produced from WC in the stations and maintenance-repair station will be discharged to ISKI sewerage system Other Wastes

In "KadÕköy-Kartal-Kaynarca Rail Public Transportation System" project, the packaging materials (paints, solvents, varnishes and solvents, boxes etc.) arising from the painting process during maintenance and repair of vehicle will be collected in a separate collection system. The construction residuals (broken tiles, bricks and heat insulation etc.) will not be used in construction works. These wastes which are likely to

19 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

be produced will be sent to licensed disposal facilities. Also this issue will be complied with Hazardous Waste Controlling Regulation, Packaging and Packaging Waste Regulation and Solid Waste Controlling Regulation. Waste oil during the periodical maintanence of vehicles in the construction phase of the project is produced as 15 litre-vehicle/6 month. The probable quantity of waste oil to be produced is estimated as; 40 vehicle x15 liter-vehicle/6 month = 600 liter/6 month x 2 = 1200 liter/yr. The oil will be changed in the nearest gas stations which is licensed and have oil chage unit. As a result, there are no impaction that comes from used waste oil in the construction site.

In the operation phase, the oil will be controlled in the maintanance and repair station during the periodical maintanance of the vehicles.

The natural gas will be used as a main fuel for heating in the construction and operation phase of the project. The central heating boiler or natural gas will be used in accordance with "Regulations on the Control of Air Pollution Arising from heating”.

I.4) Accident Risk that May Arise from the Technology and Materials Used

In order to protect employee health at the construction stage of “KadÕköy-Kartal- Kaynarca Rail Public Transportation System” project, employees will be equipped with necessary protective supplies (protective garments, gloves, masks, etc.) and will be trained for the prevention of job accidents that may occur. In this context, relevant provisions of the “Regulation of Employee Health and Security” published in the Official Gazette dated December 9, 2003 with no. 25311 will be applied. No explosives will e used during tunnel and station activities to be carried out at the construction stage. Necessary precautions shall be taken against fire risk, and people in charge and necessary infrastructure equipments will be located at the facility. Fire detectors will be used, and sufficient number of fire extinguishers will be kept present at the stations and in certain zones of the tunnel as a warning system and personnel will be trained against fire. Necessary measures will be taken in order to enable minimizing loss of human life and property, curing the injured, and protecting the rescued

20 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

equipments by taking necessary security cautions during fire. All personnel will be trained on preventing and extinguishing fire. Shelter opportunity will be supplied in the other tunnel in cases of subsidence and fire, by passages between the ahead- backward tunnels. A trained first aid personnel that is capable of doing the first intervention in a possible job accident will be constantly employed and necessary first aid devices will be provided on site. Besides, Istanbul Metropolitan Municipality will prepare “Facility Security Rules”, “Emergency Action Plan” and “list of contact information of employed personnel” and hang these up in certain places. Emergency Action Plan will be prepared and approved by Provincial Directorate of Civil Defense. Repair and maintenance of engines running on electricity in the vehicle repair - maintenance facilities and mechanical parts of vehicles, together with heating and ventilating installations will be conducted by licensed personnel in accordance with the principles of the “Bylaw of Electricity Internal Installation” (4.11.1984, OG18565).

I.5. Precautions to be Taken Against Probable Environmental Effects of the Project I.5.1. Influence zone of the construction

The boundaries of construction area of KadÕköy-Kartal-Kaynarca Rail Public Transportation System tendered by Istanbul Metropolitan Municipality – Department of Transportation / Administration of Railway System which is still under construction by Avrasya Metro Group Joint Venture are in the counties of KadÕköy, Kartal, Maltepe and Pendik.The railway starts from KadÕköy Square and continues throughout the D- 100 Highway and arrives Kaynarca Station. The length of railway is 26,960,000 m. System consists of two rails as forward and backward directions. Tunnel will be digged using tbm method. Mirror area in the tunnel is 32 m².

On the route, there are 19 stations which are KadÕköy, AyrÕOÕkçeúme, AcÕbadem, Ünalan, Göztepe, Yenisahra, Kozyata÷Õ, BostancÕ, KüçükyalÕ, Maltepe, Huzurevi, Gülsuyu, Esenkent, Hastane, So÷anlÕk, Kartal, YakacÕk, Pendik and Kaynarca. Locations of the stations are given in Table 6 along with the corresponding digging method and amounts.

In this section, probable effects on the bio-physical and socio-economical environment during the excavation works and preparation for construction and construction stages in the KadÕköy-

21 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

Kartal-Kaynarca Rail Public Transportation System construction works, have been expressed. Besides, environmental problems that may arise during the operation stage have been assessed within the context of this report, and protective measures for minimizing these effects have been presented. Therefore, the environment of the site should be turned around with a high barrier and the written warnings should be hanged for necessary places. A gatekeeper or security guard should be made available in outside of working hours. The entrance from outside to tunnel construction should be blocked.

The security is the most significant impact during the operation. Especially, the passengers should be warned by indicators and pointers when they are waiting in stations. Beside these main measures, the other environmental problems have been evaluated in detail within this report as well as the conservation measures in order to minimize these effects are presented.

I.5.1.1. Effects occured during Excavation The excavation arised from tunnel and stations in the fisrt stage is stored in accordance with the related permissions. The excavation of the second stage will be stored in dumping area. The some part of excavation which is arised from open-close station will be reused as a backfilling. Moreover the excavation occurred from tunnels will be removed by trucks. Long-term storage in the area is not possible. However, excavation will be kept in containers until the delivery time specified by Muncipality.

No flammable or toxic materials will be used in the second part of excavation. As the construction works will be done using tbm method, explosives will not be used even at works in grounds such as rocks, where excavation is difficult. Consequently, as the excavation to be generated during construction will be regularly stored, adverse effect is limited.

Most important effect during construction stage and moving the excavation is formation of dust.

Dust emission occurred during the excavation of tunnels and stations and also disposal-assessment of the excavation in construction phase is the most important effect. The dust emission is measured periodically during the construction phase by Avrasya Metro Group. As a result of these measurements, the points where the

22 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

precautions should be taken become clear. It is observed that this emission values changes according to the geological formation of route, soil structure (material type, moisture content and particle size distribution), digger type, height of loading and unloading, tonnage of vehicles, speed of vehicle, wheels number of vehicles, surfacing features of roads and distance.

In the calculation of dust emissions which may occur during the excavation;in the literature, for surface sitripping it is assumed that if the material diameter is lower than 30 P, this material leads to dust emission. Moreover, the maximum emission factor is given as 0.42 tonnes/4000 m2-month or 14 kg / m2-day for semi-arid climate and ground which consists of 30% of clay, sand and silt.

In the calculation of dust emissions during the excavation; The emission factor is given as 0,025 kg/tonnes for surface stripping in literature.

The standart values which are used in the calculation of dust emissions of KadÕköy- Kartal-Kaynarca Rail Public Transportation System construction project are given in Table 9 briefly (AP-42, 1996). The dust emission values of KadÕköy-Kartal-Kaynarca Rail Public Transportation System Construction, are calculated and given in Table 8 according to work items.

Table 9: Dust values used in calculation of the Emission Standards V Source of Dust Emission Emission Factor

Stripping of Excavation* 0.025 kg/tonnes

Loading 0.01 kg/tonnes

Unloading 0.01 kg/tonnes

Transporting 0.7 kg/Km-vehicle

Excavation can not be spread in tunnel which is taken into consideration in calculations.

Loading Works of Excavation: The scenario for loading the all excavation from 5 differrent points in the construction phase with weight of 746.944 tonnes is taken into consideration and the amount of dust emission during the loading of excavation is estimated as follows: Loading the excavation from 1 point is 746.944tonnes/5=150.000 tonnes (150.000 tonnes /yr) /(2 yr-285 day/yr) = 264 tonnes/day / (8 g/day ) = 33 tonnes/h 33 tonnes/h x 0,01 kg/tonnes = 0,33kg/h

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TransportingWorks of Excavation (Asphalt road):

The amount of transported excavation is estimated as 150.000 tonnes. (150.000 tonnes /yr) /(2 yr-285day/yr) = 264 tonnes/day Daily working hours is 10 h Daily travel time for 10 vehicles with 20 tonnes capacity =246 tonnes/day/(10 vehicle x 20 tonnes/travel-truck)=2 travel/day Emssion Factor=0.7 kg/Km-vehicle Transporting Distance =5 Km Total Emission Flow=0,70 kg/h

Loading Works of Excavation: The scenario for unloading the all excavation from 3 differrent points in the construction phase with weight of 746.944 tonnes is taken into consideration and the amount of dust emission during the unloading of excavation is estimated as follows: (150.000 tonnes /yr) /(2 yrl-285 day/yr) = 264 tonnes/day / (8 h/day ) = 33 tonnes/h 33 tonnes/h x 0,01 kg/tonnes = 0,33kg/h The emission values of the zones where the material is supplied and loaded and the emission vaules of transporting and unloading operations are calculated separately during the estimating the total dust amount of the -Kartal-Kaynarca Rail Public Transportation System Project. According to the these calculations, the dust emission is estimated for uncontrolled situation."Industrial Air Pollution Control Regulation"published in the Official Gazette dated 07.03.2009 with number 27 277, article 6, sub-clause (g) , stated that "When the mass flows exceeded the value given in Annex 2, Table 2.1, to estimate pollution effects of facility in the influence area with using diffusion model that should be implemented by operator. When there is a doubt that the pollution level has reached the significant level in the field where the facility will be installed, the air quality should be measured in accordance with the methods which are determined in this Regulation. In this context, the standard values for dust emissions are given in this Regulation,in ANNEX-2, Table 2.1 as "The mass flow rate(kg/h) is 1.0 kg/h for normal operating conditions and operating hours for weekly workdays". The modeling study for dust distribution has not been made because the calculated values are less than 1.0 kg/hour. The calculated amount of uncontrolled dust can increase in hot and dry months that can cause more effect in these months. That is why workers in the tunnel will use dust masks for their health. The water sprinkling operation will be performed periodically to prevent further damage from dust.

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The necessary measures will be taken to avoid a dangerous situation for the personnel working in the construction phase. The provisions of the Work and Worker Safety Regulation will be applied exactly. The staff will be informed in advance and the necessary safety and rescue measures will be taken against to possible risks of sliding and slump that may occur during the excavation. Effects will be limited with these actions and it will not be harmful to health.

I.5.1.2. Expected Levels of Noise and Vibration to come out because of Construction Works, and Precautions to be Taken During the metro construction, especially construction equipments and trucks are the main sources of noise. However, as the construction site is underground, noise arising from works here will not be at levels bothering the people living around. As the construction equipments in the tunnel digging process of the route will be working underground, noise of the machines will only effect the workers. Besides, as the ground masses the noise, frequency of sound falling n the ground will diffuse. Consequently, there will not be much noise bothering the workers underground. A noise modeling is a necessity as especially there are intense housing regions in certain points at the neighborhood of the project area, and trucks frequently move materials to the construction area and move excavation chunk outside. Thus, during tunnel construction, it will be determined whether or not noise level exceeds limits specified by regulations, and bothering the creatures around.

In the noise modeling study, construction equipment and trucks have been deemed as mobile point sources. Worst case scenario has been scripted considering that explosives will not be necessary during excavation and construction works. Tools causing noise during construction stage and corresponding maximum noise levels (d BA) as a result of all necessary assumptions, have been presented inTable 10.

Table 10: vehicles to be used in excavation and construction and corresponding noise levels Vehicle and Amount Working Level of Noise equipment (units) time(hr/day) (dBA) Loader 6 16 115 Mixer 4 16 115 Concrete 16 mixer 5 115 Excavator 4 16 105 Truck 26 16 85

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Provisions of “regulation on assessment and management of environmental noise” put in effect by publishing in the official gazette dated 02.07.2005 with no. 25862 will be complied during construction activities.

At the construction stage, construction equipment and trucks have been deemed as point sources. Sound energy created at the point source emanates equally in all directions. As distance from the source increases, energy of sound waves spreads on wide global surfaces. (Figure 9) Considering that energy does not disappear in the environment, all energy moves to the globe shell with a raius r. Thus, intensity of sound spreads into the area of globe shell in splits.

Figure 9: Spread of voice from point source

Leq = Equivalent noise level n = amount of noise Li = levels of noise dBA. : Leq = 10 Log 1 6 10 Li/10 n Leq = 10 Log 1 (15 x 10115/10 + 4*10105/10 +26 x 1085/10 ) 6 Leq = 128 dBA Noise levels occurred while construction equipments work at the same place concurrently, and changes have been given in Table 11.

SBS = Leq + 10 Log > 1/(4Sr2 )@

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Table 11:Ses Seviyesinin Mesafe øle De÷Lúimi Distanc Level of Noise Distance Level of Noise Pressure e Pressure GBS(dBA) r (m) GBS (dBA) r (m) 1 500 117,0 61,4 10 600 97,0 60,1 50 700 83,0 58,9 80 800 78,9 57,9 100 900 77,0 57,0 200 1000 70,9 53,4 300 1500 67,4 61,4 400 64,9

In the regulation on “Assessment and Management Of Environmental Noise Indoor Noise Levels table.8” of ministry of environment; there is the provision “when construction site noise levels exceed admissible levels given in table 4.5 at 1 m distance to buildings sensitive to noise, authorities specified in this regulation take measures such as decreasing site working hours, suspending the building”. Limit values given for construction of the building in Table 12 are respectively 60 and 65 d BA, which is below admissible values in regional effect zone during construction stage. The sound will cut through the barrier which are used in the critical points such as stations. Moreover, there is not any structures except the residantals in distance 35 m throughout the route. Hence the critical value for residentals are determined at night so it has been committed that the equipment causing niose will not be run in construction zone at night. Also, it has been committed that the employees will be equipped with earlaps during working with these noisy equipments and they will be informed by warning signs. Accordingly, the values of the construction phase in the regional influence zone will be lower than the acceptable values.

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Table 12: Samples for Interior Noise Levels from Evaluation and Management of Environmental Noise Regulation (ÇGDY, Article 28, Table 8)

USAGE AREA LEQ (DBA) TIME PERøOD (H) Cultural Theatre saloon 30 Permenant facilities Cinema saloon 30 Permenant Concert Saloon 25 Permenant Conference saloon 30 Permenant Health Inpatient treatment agencies and institutions, 35 Permenant Facility dispensaries, clinics, nursing and rest homes Areas and etc. Rest and treatment rooms 25 Permenant Training In school classrooms, preschool buildings 35 In lesson Facility Areas inside the labs, special education facilities, disabled facilities, etc. Gym, cafeteria 55 During operation Preschool bedrooms 30 During sleeping Turizm Hotels, motels, holiday villages, hostels 30 During settlemet and other bedrooms sleeping sYerleúm Accommodation facilities in the restaurant 35 During eating Protected Areas Archaeological, natural, urban, etc. 55 PermenantYemek resince

Commercial Main office 35 During Structures operation Meeting saloon 35 During Large typewriter or computer rooms 60 During Game rooms 60 Oyunoperation süresince Private offices (practice) 50 During General office (account, writing 60 During Businesscompartments) centers, shops etc. 60 Duringoperation Commercial storage 45 Faaliyetoperation Restaurants 45 Duringsüresince Spor Sites Gyms and swimming pools 55 Duringoperation Settlement Bedrooms (in the city) 40 Duringoperation night Areas Bedrooms (outside city) 35 During night Living room (in the city) 55 During day- Living room (outside the city) 40 Duringnight day- Living room (city side) 45 Duringnight day- Service departments (kitchen) (inside, outside 60 Duringnight or edge of the city) operation süresince I.5.1.3. Effect on The Ecological System Settlements throughout the route are developed places. However, though limited, there is some flora. Majority of this flora consists of mature trees and the rest is parks and other open spaces.

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As the route in the railway system passes through certain depths, it will not have impact on many trees and plants. However, at some locations where the ground level constructions or open-close constructions are inevitable, it will be necessary to rip out trees and plant elsewhere. Digging is minimized to prevent ripping out mature trees because of the location of stations. Some trees which will be less effected by constrcution digging, will be kept under protection by some special means. I.5.1.4. Transportation Infrastructure

Some roads and pathways will have to be restricted for tunnel and station building activities and site works (passage of construction vehicles, storage of materials and equipments). Temporary effects to be experienced by traveling local people are, increased local traffic intensity, changes in traffic flow because of voluntary drift of drivers that desire to pass through the construction area; strategically path changes on the whole traffic including buses for easing traffic flow and disabling passage through the construction area. These issues may cause delays in travels. Unrest to be felt in initial days are expected to be reduced in time by tuning with new layout and timing.

I.5.1.5. Flora and fauna species to be harmed: Flora Literature has been scanned for determining the flora – fauna species in the project area. Determined species are those observed in the region generally. No endemic species were not met in the observations within this study. As well, there are no green areas in the project area where passage birds stopover. Plant species mentioned in the “Flora Species Strictly Under Protection” in accordance with European Agreement on protecting wild animals and their habitat.

Flora species found in this study at the Project area and its neighborhood are generally grass-type plant. According to "The Rare and Threatened Endemic Plants in Turkey" (October-1989) source, the plant species identified by field observations are bushes which is 4th in the habitat numbering system

Same study indicates that these plants are not endemic and not under threat. Allocation and amplitudes of these plants are shown in Table 13.. Fauna: Animal (fauna) species determined by the literature study in the project area and the neighborhood are presented in Table 14.

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Animals observed in the project area and its neighborhood are those which don't need special habitats and are able to survive in various other places of our country, and their habitat will not be destroyed.

Table 13: Current Flora Species In And Around The Project Area Species Amoun Species Amount t* * Hypecoum procumbens 1 Sanguisorba minor 1 Papaverhoeas 2 Rubus sanctus 1 Fumaria parvaviflora 1 Rubus canescens 1 Sonchus oleraceaus L. 1 Ecbalium elatericum 2 Sonchus arvensis L. 2 Varbascum Sp 2 Taraxacum officinale L. 3 Lineria repens. (L) Miller 1 Xanthium strumarium L. 1 Antirrhinum oraontium 2 Xanthium spinosum L. 2 Bellardia trixago 1 Pallenis sipinosa 3 Scrophularia pregria 1 Silybum marianum L. 1 Linum usitatissimum 2 Tussilago farfarae 2 Tribilus tresriris L. 1 Galactites tomentosa 1 Ornitogalum sp. 1 Notabasis syriaca 2 Ashodelus mirocarpus Brot. 3 Carthamus lanatus 3 Poa bulbosa L. 2 Centraurea solstitialis 2 Avena sterilis Pott. ex Link 1 Diplotaxis tenifolia DC. 3 Hordeum leporinum L. 3 Rhaponus rapinasyrum L. 3 Aegilops ovata Roth. 2 Sisymbrium oriantale L: 2 Briza maxima L. 1 Echium italicum L. 2 Cynosurus echinatus L. 2 Coris monspeliensis 2 Bromus madritensis 1 Stachys cretica 2 Shorghum halepensis 2 Ajuga chamaepitys 2 Convalvulus elegantissimum 1 Teucrium polium 1 Convalvulus contabricus 2 Marribum paregrium 2 Convalvulus arvenensis 1 Sediritis montana 2 Convalvulus lanuginosus 2 Malva sylvestris 1 Knautia integrifolia (L) Bert. 4 Rosa canina L. 1 Scabiosa argentea L. 4 *Bolluk; ÇalÕúma alanÕndaki sayÕVÕ :0. Tek birey3. 10-19 birey :1. 2-4 birey4. 20-49 birey :2. 5-9 birey5. 50-99 birey

When viewed to project route from a perspective aspect, the richest region is coastal parts in terms of flora and fauna. There is no route in coastal region that is why there is no impact.

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Table 14: Current Fauna Species In And Around The Project Area

Turkish Name Latine Name Turkish Name Latine Name Hortumlu metalik Polydrusus mollis Kör YÕlan Typops vermicularis böcek Hortumlu yeúil Polydrusus ponticus Ev YÕlanÕ * Elephe situlus böcek Karafatma Carabus auratus Karga 2 Garrulus glandarius Hortumlu böcek * Brachyderes Sülün *3 Phasianus colchius pubescens KarÕnca Myrmica %ÕldÕrcÕn *3 Cotturnix coturnix scabnnodis øtalyan çekirgesi Calliptamus italicus Taú Kekli÷i *3 Alectoris greaca Kara çekirgesi * Melenogryllus Adi KÕr TavúanÕ 2 Lepus eurÕpaeus desertus Bitki biti * Myzus persicea Cüce Fare 2 Sorex minutus Bal arÕVÕ * Apis mellifica Tilki 2 Canis vulpes Üçgen böce÷i * Ceresa bubalus Sivri Burunlu Serex araneus Fare 2 Pis Kokulu yeúil Nevara viridula Su SÕçanÕ 2 Arvicola terrestris böcek Boynuzlu Böcek * Centrotus cornutus ArdÕç Kuúu *1 Turdus pilaris Toprak solucanÕ Lumbricus terrestris Serçe 1 Passer domesticus $÷aç Kurba÷asÕ * Hyla arborea Tarla Kuúu 1 Alauda arvensis Gece Kurba÷asÕ ** Bufo viridis øbibik **1 Upupa epops Ova Kurba÷a * Rana ridibunda Ekin KargasÕ 2 Corvus frugilegus Adi Tosba÷a ** Testudo graeca .ÕrlangÕç *1 Hydrobates pelagicus Yeúil Kertenkele * Lacerta vidiris Kara Tavuk *1 Turdus merula

*) :Koruma AltÕna AlÕnmÕú Türler1) :Koruma AltÕna AlÕnmÕú Türler **) :Kesin Koruma AltÕna AlÕnmÕú Türler2):Her vakit Avlanabilen Türler 3):Belirli Zamanlarda AvlanmasÕna øzin Verilen Türler

As the building site is underground in a certain part of the tunnel building stage, flora and fauna species on the ground will not be endangered. Dust to be formed during the construction especially in summer will be prevented by irrigation. Thus, current flora and fauna species in and around the project area will not be harmed.

Open digging will be done only in a very limited area in 19 station buildings. These constructions are very negligible compared to the current housing and commercial constructions with much greater scale in the neighbor regions. Therefore, fauna and flora species in the neighborhood will not be harmed in any manner.

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I.5.2. Influence area of operations

Line will commence operations after KadÕköy-Kartal-Kaynarca Rail Public Transportation System line construction is completed. even when problems faced during the construction are reduced, there will still be some implications on the environment. Passenger load capacity of the system is taken as 65.000 passengers/hour/direction.

Necessary protective measures should be taken to minimize bio-physical and socio- economical effects of travel of all these passengers and daily need of the employees working there and also of the movement of vehicles.

I.5.2.1. Waste Effects

Wastes to come out in operating this metro system to be built on the anatolian territory will be of domestic nature. These wastes may be grouped as wastewater, solid waste (garbage) and used fuel wastes. As these wastes will be of the same properties with urban wastes, it is convenient to collect with similar methods.

Wastewater: main sources of wastewater are wc and usage water of the people working in each of the stations. this wastewater will be estranged by connection to the urban wastewater network. so, wastewater will have no adverse effect. Solid wastes: Solid wastes to be formed at the stations will be totally domestic wastes. Amount of domestic solid wastes varies with the number of employees and passengers. Only small amounts of garbage such daily remains of food requirements, preserving pots etc. Will emanate here. These garbage will be collected into garbage buckets at the stations, then left into the garbage containers of the municipality, and collected by the related municipalities with garbage collecting vehicles to move far away. Waste Oil In the operation phase, the waste oil is the most impotant issiue of these section occurs during periodical maintenance or repair of defects of vehicles. The employees of this department should be worked after they are trained. Their health should be checked in

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certain periods. The waste oil should be prevented from contacting and it should be stored in the relevant section of operation unit.Later, the stored waste oil should be disposed by licensed contractors. To make contract with licensed waste collection firms is committed when the maintenance and repair facility is taken into operation.

Fuels to be used for heating: Fuel used by the personnel in winter time is natural gas. This natural gas to be used will be fully supplied through natural gas pipes of igdaú. Installation of natural gas will be fully under control of igdaú.

When natural gas is fully run, very few emission will occur. When approximately 1 ton equivalent of natural gas is run, 0.3 kg of particles and 4.3 kg nox comes out. Consequently, emission by running natural gas here will not exceed limits provided in air pollution control regulation.

I.5.2.2. Noise and vibration effects: Regions where KadÕköy-Kartal-Kaynarca Rail Public Transportation System line passes through develop as settlements with rising prosperity. When houses are open for settlement, generally private vehicles (car, jeep, etc.) Will join the traffic of the region. However, it is assumed that noise and vibration effect of metro vehicle traffic will not be enormous so it isn't deemed necessary to prepare noise modeling. But the sources, limit value of the noise and necessary measures to be taken are explained. The noise value of the vehicle's sourced from own movement is lower than the limit values.

The main noise sources are the rail fungi ondulations occurred on the surface of rails and the more or less periodical defections. In all railways, the ondulation may occur regardless of axle load of urban rail system in different speeds so it can rise to the noise level that can be felt at a 0.05 mm-wave depth. The maintanance cost of overground is high where the wave dept is more than 0.1 mm. The results of ondulation are given according to the observations and measurements obtained from the existing light subways of Istanbul.

-The short wave ondulations are formed with 2-8 cm wave length in both rails when the curb diameter is higher than R>600 m; the deep ondulations are formed with 8-15

33 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

cm wave length inside surface of the rail when the curb diameter is lower than R>600m.

-There are no ondulations in the tunnel. -The ondualtion occurs at the entrance and exit of stations that is relevant with break and demurrage sections.

The second source of noise is tingling which occurs in the narrow curb sections. According to 22nd article of Evaluation and Management of Environmental Noise Directive, the criterion for the prevention of environmental noise level arised from rail systems are given as follows:

x When the railways cross settlements where the strategic noise mapping should be prepared and the long distance railways cross natural life which are under protection and in relation to the time zones, the environmental noise levels can not exceed the limit values Lday 65 dBA and Lnight 55 dBA according to the evaluation results of this Regulation, article 1, sub-clause (a) x Environmental Noise Limit Values arised from stations throughout the metrolines; waiting, landing and boarding platforms and ventilation ducts can not exceed the values that are given in Table 15.

Table 15: Environmental Noise Limit Values for subways Underground stations Lday (dBA) Overground stations Lday(dB A)

Desks, stairways, corridors 55 Platforms (distance from 1.8 m) 70

Platforms (distance from 1.8 m) 80 Stopped and Departured train 75

Stopped and Departured train 85 Train which is waiting 65

Train which is passing 85

Train which is waiting 65

Air condition system in station 55

Ventilation duct in streets(9.0 m 55 depth) The emergency ventilation fan in a closed volume located in stations 80 (22.5 m.depth)

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The some precautions are given to limit the noise levels of rail systems as stated in the regulation and legislation. Accordingly: x The population density on railway route, features of the site (sensivity against to noise), noise arised from railways are taken in to consideration and the environmental noise level is provided to stay lower than L day 65 dBA level with the precautions as given below; ¾ Sound measurements of all the trains and locomotives ¾ Installation of noise silencer to train locomotive in order to control noise ¾ The use of composite materials instead of cast iron brake shoes, ¾ The usage of disc brakes by changing braking characteristics, ¾ Taking the precautions inside the machine, ¾ Taking measures related to structure such as correction the profile of locomotive and wagon wheel profiles, wheel lubrication and the usage of sound absorbing material, ¾ In Railways; frequent correction and polishing of rails, the usage of rubber wedges in certain parts of rails, welding the rail connections, formatting the railway rotation, banquet coating with a vibration retardant material a, adjusting the train path according to eleveation of the environment, increasing the sound absorbing of the inner surface of railways. ¾ The determining and application of structure elements will be done from insulation calculation results according to TSEN 12 354 -1 12 354 -2 TSEN, TSEN 12 354 12 354 -3 and -4 TSEN standard and sound insulation calculation results according to TSEN ISO 140-1, ISO 140-2 TSEN TS EN ISO 140-6, TSEN ISO 140-9, ISO 140-3 and TS and TS EN ISO 140-10, ISO 140-4, ISO 140-5, ISO 140-7, ISO 140-8 standard in the problematic houses ¾ To take effective and feasible measures such as noise screening techniques in the edges of way according to TSEN 1793-1, TSEN 1793-2 and TSEN 1793-3 standard, the measurement and performance tests must be ordered to control the activity of all measures.

x The organizations of metro operator take the necessary acoustic precautions on wall and ceiling to control the reflected sound in underground stations. When the station is empty, the maximum tingling level should be 1.4 seconds at 500 Hz in

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the project target and 1.6 seconds in assumptions. The noise curtains are applied when the metropassess through the noise-sensitive areas located inside and outside of the city. The fields which have fans and noisy equipments should be kept away from the other usage areas. If this application is can not be done, the structural elements are compatible with the results of insulation mesurements in accordance with TSEN 12354 -1, TSEN 12354 -2, TSEN 12354 -3 and, TSEN 12354 -4, TSEN ISO 140-1, TSEN ISO 140-2, TSEN ISO 140-6, TSEN ISO 140-9, TSEN ISO 140-10 ve TS ISO 140-3, TS ISO 140-4, TS ISO 140-5, TS ISO 140-7, TS ISO 140-8 standarts will be implemented by operator. In this direction, the measurements and performance tests which are applied to test effectiveness of the mesures by operator is necessary.

When it is viewed to current system in Istanbul, the measures to be taken and implemented for this line are: There is no possibility to prevent the ondulations completely that causes the noise Hence, the most widely used method is to grind the rails periodically. The grinding period is determined according to the situation of the rail and the amount of maintanence in the investment program. Typically, when the wave velocity is 0.1 mm grinding is necessary. The friction modifiers was applied on the rail fungi to reduce noise that was arised from wheel tingling in narrow curbs. The friction modifies are widely used method to reduce noise.The modifiers which is consist of water-based material become a thin film on rails after evaporating. This simple contact with the wheels ringing noise is reduced. Consequently, noise arised from wheel tingling is reduced. The slip-skid is reduced with these measures as well as ondulation movement is reduced. This process can be applied both inside and outside of the rails. The constant investigations, controlled trials and calibration studies were performed to get overall yield from this modifiers in Istanbul.

When the modifier is applied on rail fungi in high quantity, the friciton coefficient decreases and then the slip-skid problem for vehicle is occurred. On the other hand, when the modifier is applied in low quantity, noise level can not be reduced. Because of these disadvantages, the oil pumps is installed to poles which are on the rail to improve the efficieny of the system. Furthermore the oil is pumped according the

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passing time of the train. As a result, the fixed lubrication pumps should be installed in narrow curbs which are lower than 100 m. The good results from this application is defined. Moreover This application will be used in new lines with developing. It is known that vibration arised from movement of vehicles on rail will be reduced by method that given in noise section.In vibration control, the issues stated in"Vibration Regulations" drafted by Ministry of Labour and Social Security, dated 03.07.2008 with No. 26 809. will be complied.

I.5.2.3. Flora and fauna species that may be endangered: After commencement of operations, only pollution source will be daily wastewater, which will flow into the wastewater network of the municipality. Thus these wastes will not harm the flora and fauna species in any manner in and around the project area.

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CHAPTER II- LOCATION OF THE PROJECT

II.1 - Current Land Usage and Quality (Agricultural Area,Forest Land, Planned Land, Water Level etc.) KadÕköy-Kartal-Kaynarca Rail Public Transportation System line will serve in between KadÕköy, Maltepe and Pendik mass housing zones. Current land usage covering settlements saturated in buildings, cultural assets and protected areas have been considered in this project. Railway is 25,960 m long, in the first stage 21.7 km of the line will be constructed between KadÕköy and Kartal; in the second stage remaning part of 4.26 km will be constructed between Kartal and Kaynarca have no significant effect on land usage because of digging tunnel work. Railway will have no significant effect on land usage because of digging tunnel work. However, as stations in these fragments will be built with open-close method, land usage will have to be reorganized. Business and population intensity will not be adversely affected for construction areas with this system, employment opportunities will even be better. Building this system in the Anatolian territory, it is expected that current passenger intensity will spread equally in Istanbul in general. Besides, a certain part of population undertaking the work power of european territory will benefit from settling areas in the anatolian territory. Transfer of passengers to the anatolian territory through the sea will be easier and faster. A great ease in passenger traffic and on the bridges will be achieved.

There will be some temporary burdens in land usage during the construction. Routes of passenger vehicles will be modified and some roads will be temporarily closed to traffic for station constructions. Green fields at the station locations will be affected. However, protective measures are essential for keeping these effects in minimum. Trees and other plants directly affected during the construction will be transferred to elsewhere and new green fields will be established. Special attention will be paid on protecting natural flora, historical trees and tissues. On the other hand, in progress underground, tunnel works will be carried out after completing basement checks of current buildings.

When it is looked at the entire project route, it is understood that the line does not pass through the forest area as given in the map (Figure 10) of Istanbul Regional Directorate of Forestry Area.

41 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

PROJE ALANI

Figure 10: østanbul Orman Bölge Müdürlü÷ü Orman AlanlarÕ HaritasÕ

Attention should be paid on not effecting land usage and the buildings around with station building, architectural appearance should be in harmony with buildings around. Botanical soil taken out of tunnels or pats to be built with open digging method should be utilized in landscaping. Besides, trees and green areas probably under threat should be removed using convenient techniques and moved elsewhere.

Transfer stations from metro to bus - minibus or private cars will be built in locations close to stations, in order to decrease vehicle traffic and encourage usage of metro. These works will cause some modification in land.

Another factor effecting land usage is that private sector will endeavor to serve passengers around the station. These are places of natural requirement such as small scale shopping localities selling fresh fruit and vegetables, parking lot for cars, cafeterias, toilets. Increase in such places will cause a modification of land usage.

II.1.2 - Geological and Hydro-geological Properties and Natural Hazard Situation

There are Paleozoic old units on the route of KadÕköy-Kartal-Kaynarca Rail Public Transportation System Project. At the starting point of the line, there is the Kurtköy

42 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

formation (Arkoz) forming the base of sedimentary stack called Istanbul Group, and later formations in the Çekmeköy segment forming its extension towards the east. Referring to the inspection on the basement cavities within these formations and data of mechanical drilling on the line, paleozoic stack upwards from below is; x Kurtköy Formation (Archosic grit and conglomerate) – Poa

x Aydos Formation (Quartz arenite, quartzite) – Pok

x Gözda÷ Formation (ùeyl, grit and clayed limestone) – Pss

x Dolayoba Formation (limestone, úeyl) – Psdk x Kartal Formation (fosille úeyl, grit) – Pdkf.

Project field is located in 1st Degree Erosion Area; and the Map Showing the Erosion Values is presented in Figure 12.

As given in the erosion value maps (Figure13), this region is in the variable erosion region. There is no status in the line that will cause erosion. The hillside in the tunnel mirror section has greater risk for erosion. The retaining wall is proposed in these sections against the risk of erosion. These sections are reinforced with special fortifications in the project.

Proje Area

Figure 11: Geological map of Istanbul

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Figure 12: Seismicity map of Istanbul

II.1.3 - Situation, Quality and Renewability of Natural Resources in the Region Istanbul is one of the foremost settlements of Turkey with its historical and cultural wealthinesses. Sufficient sensitivity should be shown for protecting this historical heritage and to transfer to the upcoming generations.

At the construction phase of this project there may be temporary impacts on the nature. This effect will be minimized by measures to be taken. The intense settlement between KadÕköy and D-100 increases the possibility of the area to be affected. However, as the tunnel digging will always pass down under in these regions, natural resources and cultural structures will only be affected at stations. Besides, those places at stations where expropriation is imperative, are the places directly affected by these works.

When the system commences operations, adverse environmental effects related to operation and maintenance of the system will be compensated or minimized through some attenuator actions. In order to minimize effects on natural resources, effect reduction and aesthetic stiffening will be necessary.

This process will be applied mostly at stations because of their sizes and activity levels. Processes of reducing effects are;

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Proje Area

Figure 13: Erosion vaules map of the project area

x • Landscaping, x • Station/Viaduct/Entry Design, x • Screening.

Landscaping: Landscaping works will be carried out in available places. Tree and sapling plantation throughout the corridor will increase the aesthetics on the road, and shady spots shall be built in patches. In some cases, flora removed during the construction will be fully renewed as a result of this landscaping work.

Station/viaduct/entry design: architectural styles at the wings of the corridor where the metro will pass through, ranges from conventional styles to contemporary local themes at the newer locations at the side sectors of the city. Stations are designed in a way to be integrated with the architecture in the environment. This situation will be reflected in illumination, materials, surface texture, colorization, structural components and staircases of the facilities. Route design criteria considered in projecting are shown in Table 16.

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Table 16: Design criteria of the route

Design elements Uni Preference Absolute t Horizontal route Minimum radius in current path M 360 250 at stations M Düz 1500 Minimum passage curve length M 8 EV* 20 Minimum straight distance between M 20 V/5 passage curves Minimum straight distance after crosstie M 10 6 Vertical route Minimum slope in current path % 3.0 4.0 at stations % Düz 0.3 Minimum vertical curb radius M 3200 1600 Minimum length of fixed slope between M 65 200 curbs Minimum distance between vertical M 10 5 curbs and crosstie or frog Dever Maximum dever on the carrier path Mm 130 150 Minimum dever shortfalls in current path Mm 90 110 at stations Mm - 90 Maximum dever change ratio Mm 35 50 /s Maximum change ratio of dever shortfall Mm 35 55 in passage slopes /s

*:e: real dever m *:v project speed km/hour

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Screening: if transportation corridor activities affect other works, a convenient screening may be necessary. This screening will be planned as landscaping, wire fence, wall and/or other structures.

Protection and renewal of plant Construction of transportation line will necessitate ripping out some plants. Ripping out mature trees will mean inevitable loss of this natural resource. Relocation of plants will be compensated by these cautions at the utmost level.

Relocation of available current plant : Trees and galls available for relocation will be determined before starting the construction. this process will involve manually and mechanically ripping out the trees and galls and transporting elsewhere.

Protection of current trees to be rescued: In addition to protection of trees close to construction area, trees enabled by design issues and which can continue fulfilling their ecological roles and remain in the construction area..

Design of rapid transportation corridor environment: detailed design of rapid transportation corridor will determine available places where trees and galls may be replanted throughout the road. These zones will be designed available for healthy growing of plant.

Re-plantation : A landscaping plan shall be prepared for planting new trees and galls along the road. Plant species selected will be durable against rough urban conditions along the corridor. Intense plantation will be conducted as much as possible, in order to increase survival rate of new trees. For the purpose of sufficient material to be available when the time comes, trees and galls to be transferred from elsewhere and new sapling will be predetermined and planted.

Protection and after-care of plants newly implant: Precautions will be taken for protecting the health of newly plant trees and galls on the corridor. These cautions involve protective wire fence, growing materials and inspection and maintenance program.

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II.2. Considering the sensitive zones list in the APPENDIX-V; wetlands, coastal sections, mounts and forests, agricultural areas, national parks, areas of special protection, populated areas, areas with historical, cultural, archaeological and of similar significance, erosion areas, landslide areas, forested areas, potential erosion and foresting areas and actifier’s that must be protected pursuant to the law on ground water with no. 167.

Have been investigated considering the issues in the EIA (environmental effect assessment) regulation APPENDIX-V sensitive zones list, at the project phase of KadÕköy-Kartal- Kaynarca Rail Public Transportation System line and in proximities.

II.2.1. Areas that must be protected pursuant to laws of our country “National Parks”, “Natural Parks”, “Natural Monuments” and “Natural Protection Zones” defined in the article 2, and determined in accordance with the article 3 of national parks law with no. 2873. There is no zones as defined in this law. There are no zones defined as “Wildlife Protection And Wild Animal Placement Zones” determined by the ministry of forests pursuant to land hunting law with no. 3167.

There are no archaeological protection zones defined as “Cultural Heritage”, “Natural Assets”, “Protection Zones” and “Areas Under Protection” in sub- clauses 1, 2, 3, and 5 of subparagraph “a-definitions” of the article 2 of law on protection of cultural and natural assets with no. 2863, and pursuant to the relevant articles of the same law and law no. 3386 (law amending some articles of law on protection of cultural and natural assets with no. 2863 and adding some articles to this law).

There are no zones or activities defined as fishery Products Production And Breeding Grounds within the context of fishery products law with no. 1380

There are no zones defined in the article 17 of the regulation on controlling water pollution published in the official gazette dated 4/9/1988 with no. 19919, and articles 18, 19 and 20 amended by the regulation published in the official gazette dated 1/7/1999 with no 23742 and

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There are no “Sensitive Pollution Zones” defined in the regulation on protection of air quality published in the official gazette dated 2/11/1986 with no. 19269.

There are no zones determined and announced as “Special Environment Protection Zones” by the council of ministers pursuant to article 9 of the environment law tih no. 2872.

There are no zones kept determined in Bosporus Law with no. 2960.

There are no zones determined in Forest Law with no. 6831

There are no zones kept determined in law of coasts with no.3621

There are no zones specified by the law on improvement of Olive Planting And Inoculation Of Untamed with no. 3573.

There are no zones mentioned in Meadow Law with no. 4342.

There are no zones mentioned in “Regulation On Protection Of Wetlands” put in effect by publishing in the official gazette dated 30.01.2002 with no. 24656.

II.2.2 Zones to be protected in accordance with international conventions adhered by Turkey

There are no flora and fauna species under the protection as defined in European Convention for the Protection of Wildlife and habitats (Bern Convention) published in the official gazette dated 20/2/1984 with no. 18318.

There are no cultural, historical and natural zones which are protected by the Ministry of Culture and defined as “Cultural Heritage” and “Natural Assets” in sub- clauses 1 and 2 of the World Cultural and Natural Heritage Protection Agreement published in the official gazette dated 14/2/1983 with no 17959

: There are no zones as defined in The Convention on Wetlands of International Importance, especially as Waterfowl Habitat (RAMSAR Convention) published in the official gazette dated 17/05/1994 with no. 21937

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II.2.3. Areas that must be protected

There are no areas determined to be protected with present characteristics and forbidden for construction (Areas whose natural characteristics will be protected, biogenetic reserve areas, geothermal areas etc.) In the approved environmental layout plans.

Agricultural areas: “agricultural areas” defines as all of agricultural development areas, irrigated, areas available for irrigation and with usability classes of I, II, III and IV, precipitation-dependant class i and ii areas and special crop plantation areas have been relinquished as they are fully crowded with the city.

Wetlands: The region is not a wetland defined as all water, marshlands, rushy, and turbiye, either natural or artificial, constant or temporary, ditch water or flux, that contain fresh, raw or salty water, covering depths not more than 6 meters in drawback cycle of ebb and flow motions of seas, which are important as habitat of organic creatures especially waterfowls; and regions which are ecologically accepted as wetland towards the landside from the edge line of these areas.

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CHAPTER III: LOCATION AND ALTERNATIVES OF THE PROJECT

The alternatives have been designed for the route of KadÕköy-Kartal-Kaynarca Rail Public Transportation System line. Most convenient alternative is the route explained below that includes 19 station. Line is starting from the infront of the Kadikoy øSKø Branch Office and the park area between the Albay Faik Sözdener Street and Haydarpasa Street is proposed contruct the KadÕköy Station in the park. The line passing under the settlements with alignment and curve a reaches 1,600 m depth at AyrÕOÕkçeúeme Station in front of the Tepe Nautilus Shopping Center where is in the intersection of Dr. Eyup Aksoy Street and Dinlenç Street.

The line coming from AyrÕOÕkçeúme Station continues straight and arrives the curb with a radius of 360 m and 156 degree of slope, then the line reaches to D-100 Highway route at Koúuyolu turnout. The line continues under the D-100 Highways and arrives the stations as follows: the AcÕbadem Station located near AcÕbadem Bridge; Ünalan Station located near the UzunçayÕr Köprülü Interchange and in the park across the State Products Office Building; Göztepe Station located at Göztepe Bridge and finally line arrives the Yenisahra Station located at Yenisahra Köprülü Interchange. The route pass to the left side of the D-100 Highways,continues under Kozyata÷Õ Bridge and arrives the Kozyata÷Õ Station at the instresection of the øçerenköy Carrefour Road and Üsküdar øçerenköy Street. After this point the line again continues parallel under the D-100 Highways and reaches the BostancÕ Station located at BostancÕ Bridge; KüçükyalÕ Station located in front of the Highways District Office at KüçükyalÕ Intersection; Maltepe Station located at the right side of the Maltepe Intersection; Huzurevi Station located near the Nursing home and the left side of the Maltepe-Karacabey Köprülü Intersection;Gülsuyu Station located in the empty area between Filkuyu Street and D-100 Highways and after Gülsuyu Intersection.

The Esenkent Station is constructed before the Cevizli Köprülü Intersection and across the Maltepe Carrefour Shopping Center, left side of D-100 Highway and between the Özmen Streer and D-100 Highway. The line coming from Esenket Station arrives the Hastane Station that is in front of the Marmara University Kartal Campus. Following the north side of the D-100, line reaches the So÷anlÕk Station located near øSKø Kartal Brang Office. As well the line

54 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

reaches Kartal Station which is the end of the first part with 21.7 km length and located at Kartal Bridge. The second part of the line starts at this point and reaches the stations respectively: YakacÕk Station located in the intersection of the Pendik Street and D-100 Highways; Pendik Station located at Pendik Bridge and the line finally the reaches the Kaynarca Station where is 25.96 km of the line and located in the empty area across the Pendik Tavúantepe Cemetery over the Cemal Gürsel Street in Kaynarca.

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CHAPTER IV: RESULTS

As faced in all the major metropolitans, ground transportation can not meet demand in østanbul as a result of rapid increase of population. The reasons of this problem are dense settlement and the city's topography. The existing opened roads are not regulated with taking into account the future needs. Also, improvements can not perform own normal function because of the further bottlenecks.

As stated in the beginning of the report, carrying the significant part of the overground traffic towards underground has become a necessity as like as all major cities because of the physical requirements.

The mentioned metro project The KadÕköy-Kartal-Kaynarca Rail Public Transportation System continues along the route of E-5 highway and ends at an empty field where is located in front of Pendik Tavúantepe cemetery over the Cemal Gürsel Street in Kaynarca.

The heavy traffic flow which comes from Kadikoy-Pendik Pendik-Gebze direction via rail system and road reaches the peak level especially in the morning and evening. Moving to Gebze and Kaynarca direction by buses and other vehicles hinder the existing traffic and also disable the E-5 Highway. When this major traffic flow is carried to metro systems, the normal traffic and link roads which are stretching 1stbridge such as Altunizade will ease.

In order to benefit completely from KadÕköy-Kartal-Kaynarca Rail Public Transportation System project, no doubt, it will be required to support this project with other major transportation projects in time. Especially, integration of this line with BostancÕ-Dudullu line and Marmaray Line represents the most important part of the transportation network.

KadÕköy-Kartal-Kaynarca Rail Public Transportation System is 25.960,00 m long and composed of parallel tunnel with forward-backward directions.

Environmental effects: The first part of the tunnel which is 21.7 km is near completion. The second part between Kartal and Kaynarca with length of 4.26 km will be construted as a tunnel type that provides the minimal effects to environment.

However, on-the-ground works the contrcution site will be circulated with barriers and the negative impacts to environment will be lowered with this application

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Most important of these are the vehicle storage are and axle of tunnel entrance. The line should be digged as a tunnel and axle zones should be chosen in the most convenient areas where the traffic is not affected. In some zones the direction of traffic is changed to make disturbing lower.

During the project to open some side ways will become a current issue. In the project to keep cost of expropriation at a minimum level, the old projects was made changes by moving the station and bus stops to parks and other green areas.

Trucks and construction equipment will cause noise pollution that negatively affects the environment. According to the noise model made for the study it is seen that the noise reach to limit values after 35 m. Eventhough the noise in tunnels is not possible, it will be occurred in stations and during the loading of excavation.

Nosie and vibration are comprised because of the rail fungi ondulations on railway and tingaling at narrow curb sections during operation. It is seen that this noise and vibration can be reduced to limit values with grinding of the rails periodically and providing oil modifications regularly to prevent tingaling at curbs.

Another important issue is dust and other pollutions that will occured during scraping the surface, making excavation, filling and transporting the excavation. In the waste production section this issue is discussed and the dust especially that will ocurred in construction phase is calculated as lower than 1,0 kg/h. It seen that this amount will fall by half when the excavation is watered. It is not possible to create any dust because TBM method will be used in excavation of tunnel that enables softening by sprinkling againt dust in side the tunnel.

In the construction and operation phase of the project, wastewater will be discharged the øSKø sewer channel. Solid wastes will be collected in construction site, then diposed by the Cleannig Works Depatmant of municipality. During the operation, solid waste will be collected at the stations to be moved far away.

Medical waste will emerge in the infirmary services and medical examinations of workers during construction phase. This waste will be taken by the medical waste collection vehicles of øSTAÇ. During the operation, medical waste will emerge only in maintenance and repair facilities.

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Waste oils will not be generated during construction. During the operation waste occurred from periodical maintenance of vehicles will be accumulated at maintanence station for short time and then will be removed by licensed companies.

All these negative factors are the inevitable consequences for such an important project. However, as stated in the report, the measures will be taken to reduce negative effects at a minimum level. There is no the permenant effect in terms of environmental impacts of the project. Hence there is no any inconvenience for the construction of the project

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REFERENCES

1. T.C. Ministry of Environment, Environmental Impact Assessment Regulation (EIA) (2003)

2. Üsküdar–Ümraniye Rapid Public Transportation System Feasibility Study (SNC – LAVALøN CARAVAN – Jan 2000)

3. Istanbul Metropolitan Municipality, Istanbul Metro And Light Metro System Bagcilar Yenikapi-Metro Economic And Financial Feasibility Study (Tekfen Mühendislik A.ù)

4. Design Criteria of Metro Station, Istanbul metro and London Tottenham Court Road Station Samples (ÇETøNDAö B.-øTÜ)

5. Istanbul Metropolitan Municipality – General Directorate of IEET Operations / Istanbul Ulaúim San. ve Tic. A.ù Üsküdar Metro Phase i. (Between Üsküdar- Altunizade) Assessment of Environmental Effect (AEE) Pre-investigation Report (Mimko A.ù – March 2004)

6. The final project services of Istanbul city rail system in essential to the application with YenikapÕ-Bakirkoy and Bakirkoy-øDO-KirazlÕ between Metro line Project Introduciton files (MøMKO A.ù - 2009)

7. The final project services of Istanbul city rail system in essential to the application of BakÕrköy-Beylikdüzü between the Metro line Project Introduciton files (MøMKO A.ù - 2009)

8. The final project implementation services of Istanbul city rail system in primarily to Liverpool - Sisli - Bus Station Rail Line) (Kabatas-Mahmutbey ) between Metro line Project Introduciton files(MøMKO A.ù - 2009)

9. østanbul kent genelinde raylÕ sistem Uygulamaya esas kesin proje hizmetleri Beúiktaú – ùLúli – Otogar RaylÕ Sistem HattÕ) (KABATAù-MAHMUTBEY ARASI) arasÕ Metro hattÕ Proje tanÕWÕm dosyasÕ

10. Yenibosna-sefaköy-avcilar-beylikdüzü railway system line feasibility study and first draft services transportation and route studies summarized report (tekfen müh. A.ú.- february 2003)

11. Yenibosna-sefaköy-avcilar-beylikdüzü first draft report (tekfen müh. A.ú.-february 2003)

12. 2000 general population census (turkish statistical institute , 2000) 13. Water pollution controlling regulation” dated 31.12.2004 with no. 25687 14. “Regulation on assessment and management of environmental noise” dated 7.03.2008 with no 26809 KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAIL ENVøRONMENTAL IMPACT ASSESSMENT REPORT

15. “Regulation on control of solid wastes” dated 14.03.1991 with no. 20814 16. “Regulation of hazardous chemicals” dated 11.07.1993 with no. 21634

17. “Regulation on control of hazardous wastes” dated 27.08.1995 with no. 22387

18. “Regulation on control of medical wastes” dated 20.05.1993 with no. 21586 19. “Regulation on control of land pollution” dated 10.12.2001 with no. 24609 20. “Regulation on inspection of environment” dated 05.01.2002 with no. 24631 21. “Regulation on Environmental Impact Assessment (EIA) ” dated 17.07.2008 with 26939 sayÕOÕ 22. “Regulation on control of waste oils” dated 30.07.2008 with no 26952 23. “Regulation on control of excavation chunk, construction and wreckage wastes” dated 18.03.2004 with no. 25406 24. “Regulation on control of industrial air pollution” dated 03.07.2009 with no. 27277 25. “Regulation on vibration ” dated 23.12.2003 with 25325