KADIKÖY-KARTAL-KAYNARCA RAILPUBLIC TRANSPORTATION …€¦ · transportation (subway, light rail...

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REPORT PREPARED BY:

KISIKLI – Büyük Çaml ca Cad. Tel. : (0 216) 422 67 34 – 422 67 36Ba çay Sok. No : 16 Çaml ca – STANBUL Fax : (0 216) 422 67 32

E-mail: [email protected] Web: www.mimkoas.com.tr

M K OMÜHEND SL K, MALAT, MÜ AV RL K, KOORD NASYON ve T C. A. .ENGINEERING CONSTRUCTION MANUFACTURING CONSULTING & TRADE

T.C.STANBUL METROPOLITAN MUNICIPALITY

DEPARTMENT OF TRANSPORTATIONDEPARTMENT OF RAILROAD SYSTEM

RRAAIILL SSYYSSTTEEMM SSEERRVVIICCEESS OOFF IISSTTAANNBBUULL CCIITTYY AARREEAA

KKAADDIIKKÖÖYY--KKAARRTTAALL--KKAAYYNNAARRCCAARRAAIILL PPUUBBLLIICC TTRRAANNSSPPOORRTTAATTIIOONN SSYYSSTTEEMM

EENNVVIIRROONNMMEENNTTAALL IIMMPPAACCTT AASSSSEESSSSMMEENNTT RREEPPOORRTT

STANBUL – JUNE 2010

CONTRACTOR:

mailto:[email protected]

http://www.mimkoas.com.tr

T.C.STANBUL METROPOLITAN MUNICIPALITY

DEPARTMENT OF TRANSPORTATIONDepartment Of Railroad System

RRAAIILL SSYYSSTTEEMM SSEERRVVIICCEESS OOFF IISSTTAANNBBUULL CCIITTYY AARREEAA

KKAADDIIKKÖÖYY--KKAARRTTAALL--KKAAYYNNAARRCCAARRAAIILL PPUUBBLLIICC TTRRAANNSSPPOORRTTAATTIIOONN SSYYSSTTEEMM

ENVIRONMENTAL IMPACT ASSESSMENT REPORT

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(The Report is prepared according to Format at the Annex IV ofEnvironmental Impact Assessment Regulation of Official GazetteNo. 26939 dated 17.07.2008)

CONTRACTOR

AVRASYA METRO GROUP JOINT VENTURE

REPORT PREPARED BY

MKO ENGINEERING CONSTRUCTION MANUFACTURING CONSULTING & TRADE

Report Prepared by

B.Suat TÜYLÜO LU (Environmental Eng.) (Report Coordinator)M. Nevzat KOR ((Civil Eng)Hüseyin KARI AN (Environmental Eng.)M. Semih. ERKAN (Environmental Eng)Onur KUSKUS (Economist)S.Canberk TUSKAN ((Environmental Eng)

STANBUL – JUNE – 2010

KADIKÖY-KARTAL-KAYNARCA PUBLIC TRANSPORTATION SYSTEM ON RAILENV RONMENTAL IMPACT ASSESSMENT REPORT

i

HEADER:

AdministrationIstanbul Metropolitan MunicipalityDepartment of TransportationDepartment of Railroad System

Addressstanbul Büyük ehir Hizmet Binas

Merter / STANBUL

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

Name of the ProjectKadiköy-Kartal-Kaynarca Rail PublicTransportation System

Project Cost 1.8 Billion TL

Full Address of the selectedplace for the Project (Province,District, Site)

stanbul Province, Pendik-Kartal-Maltepe-Kad köy District, D-100 Highway Route

Coordinates, Zone of SelectedPlace for the Project Page is attached.

Scope of Project within EIARegulations (Sector, Sub Sector)

ANNEX-II- List of Selection, Qualification Criteriafor Applicable Projects

Aricle 27-h: Trolley, elevated and undergroundrailway lines, similar lines used for passengertransportation (subway, light rail transit systems,etc.)

Name of TheInstitution/Workgroup thatprepared EIA report

Mimko Engineering Construction ManufacturingConsulting & Trade

Address of The Institution thatprepared EIA report

kl -Büyükçaml ca Cad. Ba çay Sok. No:16Üsküdar- STANBUL

Phone and Fax Numbers of TheInstitution that prepared EIAreport

0216 – 422 67 34/36 (Phone)0216 – 422 67 32 (Fax)[email protected]

Delivery Time of EIA Report June 2010

mailto:[email protected]

http://www.mimkoas.com.tr


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Coordinate (UTM ED50 6)

DATUM TYPE DOM ZON SCALE SEQUENCE OFUNIT

ED-50 UTM 27 35T 6 DEGREE RIGHT-UPKad köy Station670218.80:4539890.52670134.76:4539801.12670107.55:4539773.37Ayr kçe me Station670823.59:4540970.64670756.49:4540964.58670773.99:4540786.01Ac badem Station672099.41:4541196.65672046.44:4541139.31672096.11:4541183.74Ünalan Station673383.96:4540762.87673323.43:4540765.95673212.74:4540786.43Göztepe Station674256.40:4540345.24674204.33:4540337.59674242.20:4540320.39Yenisahra Station675989.81:4539278.87675883.50:4539370.75675978.25:4539264.77Kozyata Station676716.71:4538217.33676677.13:4538366.76676706.51:4538265.66Bostanc Station677316.18:4537136.71677163.87:4537145.20677242.48:4537120.58Küçükyal Station678747.44:4535356.45678722.20:4535509.46678737.33:4535347.17Maltepe Station680284.47:4534009.30680151.98:4534128.55680257.86:4534036.21

Huzurevi Station680826.75:4533404.91680697.16:4533355.87680782.69:4533387.88Gülsuyu Station681563.21:4532693.72681619.11:4532746.85674242.20:4540320.39Esenkent Station682558.55:4532401.33682429.04:4532359.54682550.80:4532380.25Hastane Station683328.13:4532024.82683282.37:4532043.69683309.39:4531977.58So anl k Station684755.98:4531581.18684714.02:4531605.62684726.17:4531593.13Kartal Station686368.86:4530869.88686217.90:4530871.24686377.56:4530883.83Yakac k Station687749.25:4529810.61687698.71:4529687.33687745.44:4529794.84Pendik Station688696.25:4528914.21688618.14:4528942.42688671.03:4528936.16Kaynarca Station689601.24:4528219.59689424.31:4528363.69689475.48:4528290.10


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Geographic CoordinateDATUM TYPE METHOD OF

EXPRESSIONELEMAN SIRASI

WGS-84 GEOGRAPHIC DEGREE.FRACTION LATITUDE-LONGITUDE

Kad köy Station29.02311916:40.9907645929.02209606:40.9899772929.02176513:40.98973269Ayr kçe me Station29.03060326:41.0003618429.02980424:41.0003209829.02996286:40.99871036Ac badem Station29.04582655:41.0021282329.04518115:41.0016235729.04578374:41.00201280Ünalan Station29.06096920:40.9979509929.06025083:40.9979917529.05894133:40.99819981Göztepe Station29.07121798:40.9940057429.07059714:40.9939475429.07104224:40.99378462Yenisahra Station29.09150973:40.9840337729.09027296:40.9848839929.09136840:40.98390933Kozyata Station29.09984172:40.9743209229.09941426:40.9756744129.09973436:40.97475794Bostanc Station29.10665248:40.9644632529.10484609:40.9645728229.10577259:40.96433341Küçükyal Station29.12313608:40.9481249229.12288054:40.9495077629.12301336:40.94804341Maltepe Station29.14099303:40.9356607429.13945494:40.9367629829.14068497:40.93590876

Huzurevi Station29.14725388:40.9301002029.14570142:40.9296868529.14672593:40.92995601Gülsuyu Station29.15578704:40.9235348629.15646602:40.9240004529.07104224:40.99378462Esenkent Station29.16751382:40.9206811829.16596456:40.9203337929.16741564:40.92049297Hastane Station29.17653561:40.9171199029.17599814:40.9172993829.17629926:40.91669831So anl k Station29.19334752:40.9128046529.19285691:40.9130346629.19299737:40.91291940Kartal Station29.21227222:40.9060360529.21048155:40.9060830129.21237964:40.90616009Yakac k Station29.22832971:40.8961861629.22769292:40.8950878629.22827974:40.89604481Pendik Station29.23929144:40.8878995429.23837353:40.8881713829.23899895:40.88810249Kaynarca Station29.24981373:40.8814372529.24775925:40.8827752929.24834374:40.88210185


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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, Kad köy and Ata ehir which are on the route of this line. As

business sites shift towards Dudullu and Kay sdag , 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 Ata ehir and Kartal location as settlement is under

control through sites and mass housing, and the construction field are available. Serious


v

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.

Kad köy-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 Kad köy, Kartal, Maltepe and Pendik. Integration of this point with

planned lines (Marmaray and Ümraniye-Üsküdar Metro Line), proximity of Kad köy coast

and convenience the using seaway,and proximity with important housing and shopping

centers like Kozayata , 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 stanbul

within the Marmara region, city of Istanbul, Anatolian Territory, Kad köy, Maltepe Kartal

and Pendik counties. The length of the “Kad köy-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 Kad köy 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 stanbul Provincial Directorate of Environment and Forestry and then


vi

"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 “Kad köy-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 "Kad köy-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

CONTENT

HEADER:.......................................................................................................................... iDEFINITION AND AIM OF THE PROJECT: ............................................................. ivCONTENT ...................................................................................................................... viLIST OF THE TABLES ............................................................................................... viiiLIST OF THE FIGURES ............................................................................................... ixAPPENDICES: ................................................................................................................ xCHAPTER I. CHARACTERISTICS OF THE PROJECT ........................................... 1

I.1. Project's Workflow Diagram, Capacity, Coverage Area, Technology, NumberOf Employees To Work ............................................................................................... 1

I.1.1. Work-Flow Diagram ................................................................................................... 1I.1.2. Capacity of the Project ................................................................................................ 2I.1.3. Area of Coverage ........................................................................................................ 3I.1.4. Technology, Number of Employees to Work ............................................................... 5

I.1.4.1. Used Technology and Method of Excavation........................................................5I.1.4.2. Number of Employees to Work ........................................................................... 11

I.2) Usage of Natural Resources (Land Usage, Water Usage, Type Of Energy UsedEtc.) ............................................................................................................................ 12I.3) Amount of waste production (solid, liquid, gas, etc.) And chemical, physicaland biological properties of wastes ........................................................................... 14I.4) Accident Risk that May Arise from the Technology and Materials Used ....... 20I.5. Precautions to be Taken Against Probable Environmental Effects of theProject ........................................................................................................................ 21

I.5.1. Influence zone of the construction ............................................................................. 21I.5.1.1. Effects occured during Excavation ..................................................................... 22Works, and Precautions to be Taken .............................................................................. 25I.5.1.3. Effect on The Ecological System ........................................................................ 28I.5.1.4. Transportation Infrastructure ............................................................................ 29I.5.1.5. Flora and fauna species to be harmed: .............................................................. 29

I.5.2. Influence area of operations ...................................................................................... 32I.5.2.1. Waste Effects ..................................................................................................... 32I.5.2.2. Noise and vibration effects: ............................................................................... 33I.5.2.3. Flora and fauna species that may be endangered: ............................................. 37

CHAPTER II- LOCATION OF THE PROJECT ........................................................ 41II.1 - Current Land Usage and Quality (Agricultural Area,Forest Land, PlannedLand, Water Level etc.) ............................................................................................. 41

II.1.2 - Geological and Hydro-geological Properties and Natural Hazard Situation .............. 42II.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, coastalsections, mounts and forests, agricultural areas, national parks, areas of specialprotection, populated areas, areas with historical, cultural, archaeological and ofsimilar significance, erosion areas, landslide areas, forested areas, potential erosionand foresting areas and actifier’s that must be protected pursuant to the law onground water with no. 167......................................................................................... 48

II.2.1. Areas that must be protected pursuant to laws of our country.................................... 48


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II.2.2 Zones to be protected in accordance with international conventions adhered by Turkey49II.2.3. Areas that must be protected .................................................................................. 50

CHAPTER III: LOCATION AND ALTERNATIVES OF THE PROJECT ............. 54CHAPTER IV: RESULTS............................................................................................ 56


viii

LIST OF THE TABLES

Table 1: Technical parameters of the project ....................................................................... 3Table 2: The UTM Coordinates of Stations (UTM 6 Degree, ED50 DOM: 27ZON:35T) ............................................................................................................................ 7Table 3: Employee number in the operation phase ............................................................. 12Table 4: Necessary amount of irrigation water for the tunnel and stationconstructions of “Kad köy-Kartal-Kaynarca Rail Public Transportation System (totalconcrete volume= 1.500.000 m³) ........................................................................................ 13Table 5: Data of Tunnel excavation .................................................................................. 15Table 6: Station Locations and Amount of Excavation (Station Construction Area4340 m²) ............................................................................................................................ 16Table 7: total amount of excavation in Kad köy-Kartal-Kaynarca Rail PublicTransportation System ....................................................................................................... 17Table 8: Approximate daily working hours and Number of Vehicles and Equipmentto be used in excavation ..................................................................................................... 18Table 9: Dust values used in calculation of the Emission Standards V ............................... 23Table 10: vehicles to be used in excavation and construction and correspondingnoise levels ........................................................................................................................ 25Table 11:Ses Seviyesinin Mesafe le De imi .................................................................. 27Table 12: Samples for Interior Noise Levels from Evaluation and Management ofEnvironmental Noise Regulation (ÇGDY, Article 28, Table 8) .......................................... 28Table 13: Current Flora Species In And Around The Project Area ..................................... 30Table 14: Current Fauna Species In And Around The Project Area ................................... 31Table 15: Environmental Noise Limit Values for subways ............................................ 34Table 16: Design criteria of the route ................................................................................. 46


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LIST OF THE FIGURES

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


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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


1

CHAPTER I. CHARACTERISTICS OF THE PROJECTI.1. Project's Workflow Diagram, Capacity, Coverage Area, Technology,

Number Of Employees To WorkI.1.1. Work-Flow Diagram

Work-flow of stanbul Metrosu Kad köy-Kartal-Kaynarca Rail PublicTransportation System” consists of two stages as project and construction.Following the completion of project and construction, the facility shall commenceoperations and be presented to public usage. Project and construction period is 42months in total. In the first stage the line with length of 21.7 km was tunneledbetween Kad köy-Kartal. In the second stage the construction phase will be startedwhen 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 thework and most available route plan and profile has been prepared. Method ofdigging 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 stationconstruction. After supplying the vehicles and completing test drives process,facility shall step in if no adverse situation occurs.

Figure 1: Work-flow Diagram

Ground Studies

Preparition of Route Planand Profile

Preparation of Tunnel andSegment Projects

Tunnel Construction

Preparation of Station(Architectural, Statical, Mechanical and

Electrical) Projects)

Construction of Station, FineWork and Electricity Works

Route Electricity Works(Communication, signalling, central control, route and illuminati

of stations etc.)

Supply of Vehicles and TestDrive

Commencement of the Facility


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I.1.2. Capacity of the Project

This project, covering Pendik, Kartal, Maltepe and Kad köy counties, has beenprojected with consideration to local traffic in the region, social and economicalactivities. Besides social and economical activities, the criteria below have been takeninto account, in designing stanbul Metro Kad köy-Kartal-Kaynarca Rail PublicTransportation System:

Travel safety, security, reliability; travel time, comfort, cleanliness and transportationfee.

The "Kad köy-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.

This projected metro line is a transit line towards business sites and trade centers in the

counties like Kad köy, Kartal, Maltepe and Pendik. Integration of this point with planned

lines (Marmaray and Ümraniye-Üsküdar Metro Line), proximity of Kad köy coast and

convenience the using seaway,and proximity with important housing and shopping centers

like Kozayata , 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.

The calculation of the "Kad köy-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.


3

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

Kad köy-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 Kad köy SK Branch Office. The

Kad köy-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

Tav antepe 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 SK Branch Office and arrives the

park site where the Kad köy Station proposed to construct between the Albay Faik

Sözdener Street and Haydarpasa Street.


4

The line passing under the settlements with alignment and curve a reaches 1,600 m

depth at Ayr kçe eme Station which is in front of the Tepe Nautilus Shopping Center

and in the intersection of Dr. Eyup Aksoy Street and Dinlenç Street.

The line coming from Ayr kçe me Station continues straight and arrives the curb witha radius of 360 m and 156 degree of slope, then the line reaches to D-100 Highwayroute at Ko uyolu turnout. The line continues under the D-100 Highways and arrivesthe stations as follows: the Ac badem Station located near Ac badem Bridge; ÜnalanStation located near the Uzunçay r Köprülü Interchange and in the park across theState Products Office Building; Göztepe Station located at Göztepe Bridge ; finallyYenisahra Station located at Yenisahra Köprülü Interchange.

The route pass to the left side of the D-100 Highways,continues under KozyataBridge and arrives the Kozyata Station at the instresection of the çerenköy CarrefourRoad and Üsküdar çerenköy Street. After this point the line again continues parallelunder the D-100 Highways and reaches the Bostanc Station located at BostancBridge; Küçükyal Station located in front of the Highways District Office atKüçükyal Intersection; Maltepe Station located at the right side of the MaltepeIntersection; Huzurevi Station located near the Nursing home and the left side of theMaltepe-Karacabey Köprülü Intersection;Gülsuyu Station located in the empty areabetween Filkuyu Street and D-100 Highways and after Gülsuyu Intersection.

The Esenkent Station is constructed before the Cevizli Köprülü Intersection and acrossthe Maltepe Carrefour Shopping Center, left side of D-100 Highway and between theÖzmen Streer and D-100 Highway.

The line coming from Esenket Station arrives the Hastane Station that is in front of theMarmara University-Kartal Campus. Following the north side of the D-100, the linereaches the So anl k Station located near SK Kartal Branch Office. As well, the linereaches the end of the first stage at Kartal Station which is located in 21.7km of theline in Kartal Bridge.

The second part of the line starts from this point and reaches the stations respectively:Yakac k 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 in25.96 km of the line in the empty area across the Pendik Tav antepe Cemetery overthe Cemal Gürsel Street in Kaynarca.


5

“Kad köy-Kartal-Kaynarca Rail Public Transportation System” route plan andlocations of stations are presented in Figure 2.

This project was commissioned by Istanbul Metropolitan Municipality, railwaysystem is composed of two tunnels as forward and backward directions. There arepassages between these two tunnels with certain intervals. Thus, in order not to beinfluenced by unexpected cases such as fire, accident, collapse, inter-tunnel transitionshall be attained via these passages.

Both tunnels cross the stations as one. This route and single transitions are shown indetail in Figure 3. Cross-section of double line tunnel is shown in Figure 5-4. The UTMcoordinates (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 formedwithin this report have been given to waste production unit.

Figure 2: The route plan of Kad köy-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.


6

Figure 3: The cross section of single line tunnnel

Figure 4: The cross section of double line tunnel


7

Table 2: The UTM Coordinates of Stations (UTM 6 Degree, ED50 DOM: 27 ZON:35T)Location of

StationCoordinates Location of

StationCoordinates

X Y X Y

Kad köy670218.80 4539890.52

Huzurevi680826.75 4533404.91

670134.76 4539801.12 680697.16 4533355.87670107.55 4539773.37 680782.69 4533387.88

Ayr kçe me670823.59 4540970.64

Gülsuyu681563.21 4532693.72

670756.49 4540964.58 681619.11 4532746.85670773.99 4540786.01 674242.20 4540320.39

Ac badem672099.41 4541196.65

Esenkent682558.55 4532401.33

672046.44 4541139.31 682429.04 4532359.54672096.11 4541183.74 682550.80 4532380.25

Ünalan673383.96 4540762.87

Hastane683328.13 4532024.82

673323.43 4540765.95 683282.37 4532043.69673212.74 4540786.43 683309.39 4531977.58

Göztepe674256.40 4540345.24

So anl k684755.98 4531581.18

674204.33 4540337.59 684714.02 4531605.62674242.20 4540320.39 684726.17 4531593.13

Yenisahra675989.81 4539278.87

Kartal686368.86 4530869.88

675883.50 4539370.75 686217.90 4530871.24675978.25 4539264.77 686377.56 4530883.83

Kozyata676716.71 4538217.33

Yakac k687749.25 4529810.61

676677.13 4538366.76 687698.71 4529687.33676706.51 4538265.66 687745.44 4529794.84

Bostanc677316.18 4537136.71

Pendik688696.25 4528914.21

677163.87 4537145.20 688618.14 4528942.42677242.48 4537120.58 688671.03 4528936.16

Küçükyal678747.44 4535356.45

Kaynarca689601.24 4528219.59

678722.20 4535509.46 689424.31 4528363.69678737.33 4535347.17 689475.48 4528290.10

Maltepe680284.47 4534009.30680151.98 4534128.55680257.86 4534036.21

Usage of TBM method in the construction of the“Kad köy-Kartal-Kaynarca RailPublic Transportation System” has been approved. As a general approach, the TBMmethod 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 asTBM (full side Tunnel Boring Machines) has become the most preferred excavationmachine nowadays because of the capability of in preventing the unwantedunderground 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 ofvibration and thickness of soil layer.


8

The head design used in hard, medium hard, soft and fluid formations, types of blades, themachine balancing systems, the intrenchment systems, the conveyors transport spoils fromthe TBM show diffrences in these aspects. To pre-determine the formations along theopened underground space is one of the most important factor in the selection of themachine.

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 putintrenchment units.There are hydraulic power units at rear of TBM called as the back-upsystems that consist of power stations, roof bolts for drill, ventilation fans, belt conveyorsto transport spoil and also wagons. The suppression and torque systems of TBM are shownin Figure 5 schematically.

TBM methods also vary among themselves. These method can be structured as a maintopics as follows:

Slurry Shield TBM

Earth Pressure Balanced (EPB)

Open TBMThe machines in the first two methods are designed specifically to use in ground whichhave a closed surface systems.The ensuring surface stability and resistance to waterpressure are provided with keeping excavated material or bentonite slurry in the front. Theopen-faced TBM is used particularly in rock environment and in the zones that does nothave the mirror stability problems.The choice between EPB or Slurry methods is madeaccording to the ground properties. The EPM method is preferred in ground which haspermeability coefficient lower than 10-7 m/s (fine sand and silty clay-silt-clay)on the otherthe slurry method is preffred when the ground has higher permeability (medium and coarsesand-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 additivessuch as soil conditioning foam and polymer used in the EPB method allow highlysuccessful practices. In this respect the properties of the ground and formations as givenabove is taken into consideration, and the EPB type machine will preferred as anappropriate type. The TBM classification related to the worked formations are given inFigure 6.

In the TBM operating system, the tunnel boring machines comprehend the mirror withblades fully and do the excavation.There are two important forces to carry out the diggingoperations.The excavation event starts when the cutting head is pushed into the mirror andstart to turn during this pushing movement.

The material excavated from the mirror is transferred to the reservoir at back side ofthe cutting head by the blade on the cutting head.


9

Figure 5:The view of TBM Suppression and Torque systems

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


10

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 progressshall 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 ofcost 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 progress2.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 thesecure 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 theground motions from beginning to throughout the tunnel.

The length of the segments which is used for tunnel coating should be compatiblewith narrowing points of TBM and segments and also diameters of each one. Thesegments are generally 1.4 m long and 300 mm thick. Segment thickness should notbe 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


11

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 determinedfor the construction and operation phases.

In the construction of the first and second phase of the work 500 people is beingemployed within 10 worksite that each of them has 50 employees.

The worksite of the first stage is opened with relevant authorizations. But for thesecond stage, the worksites and the responsible places will be determined. Thissubjects will be handled in detail in the specifications which will be prepared in theconstruction phase of the work.

In order to determine the personel number correctly in the operation phase, theleading organization structure of the project work is designated. The organizationschema is given in figure 8. According to the schema, there is four main departmentin 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 andhygene 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 servicethroughout 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 UsedEtc.)

The length of “Kad köy-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 BB.

Amount of water to be consumed during the construction phase and the correspondingsupply method of water demand:Water need during tunnel station construction have been estimated and given in Table4. While estimating the amount of water to be consumed during tunnel and station


13

construction, sprinkling for watering the concrete, and for absorbing dust have beentaken into account.For this purpose, it is assumed that 200 lt's of water shall be used for1 m³ of concrete, and 100 lt's of water shall be used for sprinkling against dust for 1 m³of volume. The concrete area is assumed as a dust area. However, determening astandart value for watering the excavation waste and construction site is impossiblebecause 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 oneworksite. In the project, this approach is assumed for 5 worksites and the amount ofirrigation water is estimated as 100 m³/day.

Table 4: Necessary amount of irrigation water for the tunnel and station constructions of “Kad köy-Kartal-Kaynarca Rail Public Transportation System (total concrete volume= 1.500.000 m³)

Place of water usageUnit water

consumpion(lt/m³)

Water Demand (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 orby carrying by tankers. 90 lt/population.day has been taken as basis for daily drinkingand usage water need of workers and other technical employees. It is estimated that 90liters of water will be consumed as 10 lt/person.day for drinking purposes and 80lt/person.day as potable water.Considering that 50 people work in construction sites and construction works will be carriedout in 10 sites:

Water need of employees : 10x50 person x 90 lt/person.day 45 m3/dayPotable water need of employees is few, compared to the amount of water consumedfor drenching concrete and absorbing dust. This amount should be gained fromavailable 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 territoryconsists of potable water of employees and the water used in cleaning the vehicles andthe stations. This water consumption shall be met through the city feeders. Waterconsumption per individual (workers and other employees) is 80 lt/day.


14

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 “Kad köy-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 :

“Kad köy-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.


15

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

(1.725.440 x 1,20)

2.070.528 m³

Stored Excavation 1.666.560 m³

Excavation to be occurred in the second

stage

403.968 m³

* There will be 2 Tunnels within the system

Construction area size of each 19 (nineteen) stations (Kad köy, Ayr kçe me, Ac badem,

Ünalan, Göztepe, Yenisahra, Kozyata , Bostanc , Küçükyal , Maltepe, Huzurevi,

Gülsuyu, Esenkent, Hastane, So anl k, Kartal, Yakac k, Pendik ve Kaynarca) in the

“Kad köy-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.


16

Station layout plan showing the distance (km), size and average height of each stationon 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)

Location ofStation

Type ofDigging

Depth ofDigging

hort(depth)

Amount ofExcavation

(m³)

Volume ofChunk

(m³)

Kad köy Station Tunnel 10.00 43.400 52.080

Ayr kçe me

StationTunnel

10.00 43.400 52.080

Ac badem 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 Station Tunnel 10.00 43.400 52.080

Bostanc Station Tunnel 10.00 43.400 52.080

Küçükyal 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 anl k Station Tunnel 10.00 43.400 52.080

Kartal Station Tunnel 10.00 43.400 52.080

Yakac k 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.


17

Table 7: total amount of excavation in Kad köy-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

Tunnels 336.640 538.624

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 theproject. The section with 21.7 km long of the line was opened and the excavation wasdumped to the dumps sites within the permissions of the relevant authorities. In thesecond phase, tunnel excavation with 403.968 m³ volume will be stored in places ofmunicipality 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 theopen-close section of the line and the stations are constructed. In the project, the usageof excavation as filling material may show changes according to type of excavationand sections of the proposed constructiont. In the construction phase, it will becomplied with the issues which is stated in "Excavation Soil, Construction andDemolition Waste Controlling Regulation", article 14 with heading "Measures to betaken during excavation," and article 26 with heading "The Reuse and Recycling ofExcavated Soil".In the construction activities of the project, the necessary measures will be taken tocontrol the dust emission by water-soaking. Furthermore, the issues which is stated in"Excavation Soil, Construction and Demolition Waste Controlling Regulation" andunder the article 25 "Measures to be taken for Transportation of Excavation Soil andConstruction / Demolition Waste" was applied and will be applied in the newconstruction stage. The dumping area of the excavation will be determined after takinglegal construction permissions and the meetings with the municipality. Theexcavation 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.


18

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 “Kad köy-Kartal-Kaynarca Rail PublicTransportation System”, other than soil excavation, fragments of meals of theworkers, and food wastes such as vegetables and fruits will also appear. The amount ofdomestic solid waste produced by workers during the construction phase is assumed as0,5 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 ofdaily 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 be0.03 m³ / dayIn the construction phase, the produced domestic waste will be collected in a containernear the worksite and removed by Cleaning Works Department of the relatedMunicipality which the worksite is connected. In the operation phase, domestic solidwaste will be produced in the stations, main operation facility and maintanence-repairfacilities. The produced solid wastes in the stations is directly proportional to passengerquantity and also depends on staying duration of the passenger. To determine thisinformation is difficult especially for Istanbul. As a result, it is not possible to estimatethe 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.


19

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 “Kad köy-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 "Kad köy-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


20

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 “Kad köy-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


21

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 Kad köy-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 Kad köy, Kartal, Maltepe

and Pendik.The railway starts from Kad köy 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 Kad köy, Ayr kçe me, Ac badem,

Ünalan, Göztepe, Yenisahra, Kozyata , Bostanc , Küçükyal , Maltepe, Huzurevi,

Gülsuyu, Esenkent, Hastane, So anl k, Kartal, Yakac k, 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 Kad köy-


22

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 ExcavationThe 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


23

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 , 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 Kad köy-

Kartal-Kaynarca Rail Public Transportation System construction project are given

in Table 9 briefly (AP-42, 1996).

The dust emission values of Kad köy-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 VSource 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/h33 tonnes/h x 0,01 kg/tonnes = 0,33kg/h


24

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/dayDaily working hours is 10 hDaily travel time for 10 vehicles with 20 tonnes capacity =246 tonnes/day/(10 vehicle x 20tonnes/travel-truck)=2 travel/dayEmssion Factor=0.7 kg/Km-vehicleTransporting Distance =5 KmTotal Emission Flow=0,70 kg/h

Loading Works of Excavation:The scenario for unloading the all excavation from 3 differrent points in the constructionphase with weight of 746.944 tonnes is taken into consideration and the amount of dustemission 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/h33 tonnes/h x 0,01 kg/tonnes = 0,33kg/hThe emission values of the zones where the material is supplied and loaded and the

emission vaules of transporting and unloading operations are calculated separately duringthe estimating the total dust amount of the -Kartal-Kaynarca Rail PublicTransportation System Project. According to the these calculations, the dust emission isestimated for uncontrolled situation."Industrial Air Pollution ControlRegulation"published in the Official Gazette dated 07.03.2009 with number 27 277, article6, 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 usingdiffusion model that should be implemented by operator. When there is a doubt that thepollution level has reached the significant level in the field where the facility will beinstalled, the air quality should be measured in accordance with the methods which aredetermined in this Regulation. In this context, the standard values for dust emissions aregiven in this Regulation,in ANNEX-2, Table 2.1 as "The mass flow rate(kg/h) is 1.0 kg/hfor normal operating conditions and operating hours for weekly workdays". The modelingstudy for dust distribution has not been made because the calculated values are less than1.0 kg/hour.

The calculated amount of uncontrolled dust can increase in hot and dry months that cancause more effect in these months. That is why workers in the tunnel will use dust masksfor their health. The water sprinkling operation will be performed periodically to preventfurther damage from dust.


25

The necessary measures will be taken to avoid a dangerous situation for the personnelworking in the construction phase. The provisions of the Work and Worker SafetyRegulation will be applied exactly. The staff will be informed in advance and the necessarysafety and rescue measures will be taken against to possible risks of sliding and slump thatmay 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 ConstructionWorks, and Precautions to be Taken

During the metro construction, especially construction equipments and trucks are the mainsources of noise. However, as the construction site is underground, noise arising fromworks here will not be at levels bothering the people living around. As the constructionequipments in the tunnel digging process of the route will be working underground, noiseof 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 muchnoise bothering the workers underground.

A noise modeling is a necessity as especially there are intense housing regions incertain points at the neighborhood of the project area, and trucks frequently move materialsto the construction area and move excavation chunk outside. Thus, during tunnelconstruction, it will be determined whether or not noise level exceeds limits specified byregulations, and bothering the creatures around.

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

Table 10: vehicles to be used in excavation and construction and corresponding noise levelsVehicle andequipment

Amount(units)

Workingtime(hr/day)

Level of Noise(dBA)

Loader 6 16 115Mixer 4 16 115Concretemixer 5 16 115

Excavator 4 16 105Truck 26 16 85


26

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 10 Li/10

nLeq = 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/(4 r2 )


27

Table 11:Ses Seviyesinin Mesafe le De imiDistanc

er (m)

Level of NoisePressure GBS(dBA)

Distancer (m)

Level of Noise PressureGBS (dBA)

1 117,0 500 61,410 97,0 600 60,150 83,0 700 58,980 78,9 800 57,9100 77,0 900 57,0200 70,9 1000 53,4300 67,4 1500 61,4400 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.


28

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

USAGE AREA LEQ (DBA) TIMEPER OD (H)

Culturalfacilities

Theatre saloon 30 Permenant

Cinema saloon 30 PermenantConcert Saloon 25 PermenantConference saloon 30 Permenant

HealthFacilityAreas

Inpatient treatment agencies and institutions,dispensaries, clinics, nursing and rest homesand etc.

35 Permenant

Rest and treatment rooms 25 PermenantTrainingFacility Areas

In school classrooms, preschool buildingsinside the labs, special education facilities,disabled facilities, etc.

35 In lesson

Gym, cafeteria 55 Duringoperation

Preschool bedrooms 30 Duringsleeping

TurizmsettlemetsYerle m

Hotels, motels, holiday villages, hostelsand other bedrooms

30 Duringsleeping

Accommodation facilities in the restaurant 35 During eatingYemek resinceProtected Areas Archaeological, natural, urban, etc. 55 Permenant

CommercialStructures

Main office 35 Duringoperation

Meeting saloon 35 DuringLarge typewriter or computer rooms 60 During

operationGame rooms 60 Oyun süresincePrivate offices (practice) 50 DuringGeneral office (account, writingcompartments)

60 DuringoperationBusiness centers, shops etc. 60 DuringoperationCommercial storage 45 FaaliyetsüresinceRestaurants 45 DuringoperationSpor Sites Gyms and swimming pools 55 DuringoperationSettlement

AreasBedrooms (in the city) 40 During night

Bedrooms (outside city) 35 During nightLiving room (in the city) 55 During day-

nightLiving room (outside the city) 40 During day-nightLiving room (city side) 45 During day-nightService departments (kitchen) (inside, outside

or edge of the city)60 During

operationsüresince

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.


29

As the route in the railway system passes through certain depths, it will not haveimpact on many trees and plants. However, at some locations where the ground levelconstructions or open-close constructions are inevitable, it will be necessary to rip outtrees and plant elsewhere. Digging is minimized to prevent ripping out mature treesbecause of the location of stations. Some trees which will be less effected byconstrcution 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 buildingactivities and site works (passage of construction vehicles, storage of materials andequipments). Temporary effects to be experienced by traveling local people are,increased local traffic intensity, changes in traffic flow because of voluntary drift ofdrivers that desire to pass through the construction area; strategically path changes onthe whole traffic including buses for easing traffic flow and disabling passage throughthe construction area. These issues may cause delays in travels. Unrest to be felt ininitial 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:

FloraLiterature has been scanned for determining the flora – fauna species in the projectarea. Determined species are those observed in the region generally. No endemicspecies 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 accordancewith European Agreement on protecting wild animals and their habitat.

Flora species found in this study at the Project area and its neighborhood are generallygrass-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 thehabitat numbering system

Same study indicates that these plants are not endemic and not under threat. Allocationand 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.


30

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 AreaSpecies Amoun

t*Species Amount

*

Hypecoum procumbens 1 Sanguisorba minor 1Papaverhoeas 2 Rubus sanctus 1Fumaria parvaviflora 1 Rubus canescens 1Sonchus oleraceaus L. 1 Ecbalium elatericum 2Sonchus arvensis L. 2 Varbascum Sp 2Taraxacum officinale L. 3 Lineria repens. (L) Miller 1Xanthium strumarium L. 1 Antirrhinum oraontium 2Xanthium spinosum L. 2 Bellardia trixago 1Pallenis sipinosa 3 Scrophularia pregria 1Silybum marianum L. 1 Linum usitatissimum 2Tussilago farfarae 2 Tribilus tresriris L. 1Galactites tomentosa 1 Ornitogalum sp. 1Notabasis syriaca 2 Ashodelus mirocarpus Brot. 3Carthamus lanatus 3 Poa bulbosa L. 2Centraurea solstitialis 2 Avena sterilis Pott. ex Link 1Diplotaxis tenifolia DC. 3 Hordeum leporinum L. 3Rhaponus rapinasyrum L. 3 Aegilops ovata Roth. 2Sisymbrium oriantale L: 2 Briza maxima L. 1Echium italicum L. 2 Cynosurus echinatus L. 2Coris monspeliensis 2 Bromus madritensis 1Stachys cretica 2 Shorghum halepensis 2Ajuga chamaepitys 2 Convalvulus elegantissimum 1Teucrium polium 1 Convalvulus contabricus 2Marribum paregrium 2 Convalvulus arvenensis 1Sediritis montana 2 Convalvulus lanuginosus 2Malva sylvestris 1 Knautia integrifolia (L) Bert. 4Rosa canina L. 1 Scabiosa argentea L. 4

*Bolluk; Çal ma alan ndaki say: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.


31

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

Turkish Name Latine Name Turkish Name Latine Name

Hortumlu metalikböcek

Polydrusus mollis Kör Y lan Typops vermicularis

Hortumlu ye ilböcek

Polydrusus ponticus Ev Y lan * Elephe situlus

Karafatma Carabus auratus Karga 2 Garrulus glandarius

Hortumlu böcek * Brachyderespubescens

Sülün *3 Phasianus colchius

Kar nca Myrmicascabnnodis

ld rc n *3 Cotturnix coturnix

talyan çekirgesi Calliptamus italicus Ta Kekli i *3 Alectoris greaca

Kara çekirgesi * Melenogryllusdesertus

Adi K r Tav an 2 Lepus eur paeus

Bitki biti * Myzus persicea Cüce Fare 2 Sorex minutus

Bal ar * Apis mellifica Tilki 2 Canis vulpes

Üçgen böce i * Ceresa bubalus Sivri BurunluFare 2

Serex araneus

Pis Kokulu ye ilböcek

Nevara viridula Su S çan 2 Arvicola terrestris

Boynuzlu Böcek * Centrotus cornutus Ard ç Ku u *1 Turdus pilaris

Toprak solucan Lumbricus terrestris Serçe 1 Passer domesticus

aç Kurba as * Hyla arborea Tarla Ku u 1 Alauda arvensis

Gece Kurba as ** Bufo viridis bibik **1 Upupa epops

Ova Kurba a * Rana ridibunda Ekin Kargas 2 Corvus frugilegus

Adi Tosba a ** Testudo graeca rlang ç *1 Hydrobates pelagicus

Ye il Kertenkele * Lacerta vidiris Kara Tavuk *1 Turdus merula*) :Koruma Alt na Al nm Türler1) :Koruma Alt na Al nm Türler**) :Kesin Koruma Alt na Al nm Türler2):Her vakit Avlanabilen Türler3):Belirli Zamanlarda Avlanmas na zin Verilen Türler

As the building site is underground in a certain part of the tunnel building stage, floraand fauna species on the ground will not be endangered. Dust to be formed during theconstruction especially in summer will be prevented by irrigation. Thus, current floraand 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. Theseconstructions are very negligible compared to the current housing and commercialconstructions with much greater scale in the neighbor regions. Therefore, fauna andflora species in the neighborhood will not be harmed in any manner.


32

I.5.2. Influence area of operations

Line will commence operations after Kad köy-Kartal-Kaynarca Rail PublicTransportation System line construction is completed. even when problems facedduring the construction are reduced, there will still be some implications on theenvironment. Passenger load capacity of the system is taken as 65.000passengers/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 employeesworking 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


33

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 igda . Installation of natural gas will be

fully under control of igda .

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 Kad köy-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 whenthe curb diameter is higher than R>600 m; the deep ondulations are formed with 8-15


34

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

-There are no ondulations in the tunnel.-The ondualtion occurs at the entrance and exit of stations that is relevant with breakand 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 NoiseDirective, the criterion for the prevention of environmental noise level arised from railsystems are given as follows:

When the railways cross settlements where the strategic noise mapping shouldbe prepared and the long distance railways cross natural life which are underprotection and in relation to the time zones, the environmental noise levels cannot exceed the limit values Lday 65 dBA and Lnight 55 dBA according to theevaluation results of this Regulation, article 1, sub-clause (a)

Environmental Noise Limit Values arised from stations throughout themetrolines; waiting, landing and boarding platforms and ventilation ducts cannot exceed the values that are given in Table 15.

Table 15: Environmental Noise Limit Values for subwaysUnderground 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 mdepth) 55

The emergency ventilation fan in aclosed volume located in stations (22.5 m.depth)

80


35

The some precautions are given to limit the noise levels of rail systems as stated in

the regulation and legislation. Accordingly:

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;

Sound measurements of all the trains and locomotives

Installation of noise silencer to train locomotive in order to control noise

The use of composite materials instead of cast iron brake shoes,

The usage of disc brakes by changing braking characteristics,

Taking the precautions inside the machine,

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,

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.

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

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.

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


36

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


37

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.


41

CHAPTER II- LOCATION OF THE PROJECT

II.1 - Current Land Usage and Quality (Agricultural Area,Forest Land, PlannedLand, Water Level etc.)

Kad köy-Kartal-Kaynarca Rail Public Transportation System line will serve in

between Kad köy, 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 Kad köy 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.


42

Figure 10: stanbul Orman Bölge Müdürlü ü Orman Alanlar Haritas

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 Kad köy-Kartal-Kaynarca Rail Public

Transportation System Project. At the starting point of the line, there is the Kurtköy

PROJE ALANI


43

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;

Kurtköy Formation (Archosic grit and conglomerate) – Poa

Aydos Formation (Quartz arenite, quartzite) – Pok

Gözda Formation ( eyl, grit and clayed limestone) – Pss

Dolayoba Formation (limestone, eyl) – PsdkKartal Formation (fosille eyl, 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.

Figure 11: Geological map of Istanbul

Proje Area


44

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

Kad köy 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;


45

Figure 13: Erosion vaules map of the project area

• Landscaping,

• Station/Viaduct/Entry Design,

• 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.

Proje Area


46

Table 16: Design criteria of the route

Design elements Uni

t

Preference Absolute

Horizontal route

Minimum radius

in current path

at stations

M

M

360

Düz

250

1500

Minimum passage curve length M 8 EV* 20

Minimum straight distance between

passage curves

M 20 V/5

Minimum straight distance after crosstie M 10 6

Vertical route

Minimum slope

in current path

at stations

%

%

3.0

Düz

4.0

0.3

Minimum vertical curb radius M 3200 1600

Minimum length of fixed slope between

curbs

M 65 200

Minimum distance between vertical

curbs and crosstie or frog

M 10 5

Dever

Maximum dever on the carrier path Mm 130 150

Minimum dever shortfalls

in current path

at stations

Mm

Mm

90

-

110

90

Maximum dever change ratio Mm

/s

35 50

Maximum change ratio of dever shortfall

in passage slopes

Mm

/s

35 55

*: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 plantConstruction 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 gallsalong the road. Plant species selected will be durable against rough urban conditions alongthe corridor. Intense plantation will be conducted as much as possible, in order to increasesurvival rate of new trees. For the purpose of sufficient material to be available when thetime comes, trees and galls to be transferred from elsewhere and new sapling will bepredetermined 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.


48

II.2. Considering the sensitive zones list in the APPENDIX-V; wetlands, coastalsections, mounts and forests, agricultural areas, national parks, areas of specialprotection, populated areas, areas with historical, cultural, archaeological and ofsimilar significance, erosion areas, landslide areas, forested areas, potential erosionand foresting areas and actifier’s that must be protected pursuant to the law onground 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 Kad köy-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


49

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 EuropeanConvention for the Protection of Wildlife and habitats (Bern Convention) publishedin the official gazette dated 20/2/1984 with no. 18318.

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

:

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


50

II.2.3. Areas that must be protected

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

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

Wetlands: The region is not a wetland defined as all water, marshlands, rushy, andturbiye, either natural or artificial, constant or temporary, ditch water or flux, thatcontain fresh, raw or salty water, covering depths not more than 6 meters indrawback cycle of ebb and flow motions of seas, which are important as habitat oforganic creatures especially waterfowls; and regions which are ecologically acceptedas 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 Kad köy-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 SK Branch Office and the park

area between the Albay Faik Sözdener Street and Haydarpasa Street is proposed

contruct the Kad köy Station in the park.

The line passing under the settlements with alignment and curve a reaches 1,600 m

depth at Ayr kçe eme 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 Ayr kçe me Station continues straight and arrives the curb witha radius of 360 m and 156 degree of slope, then the line reaches to D-100 Highwayroute at Ko uyolu turnout. The line continues under the D-100 Highways and arrivesthe stations as follows: the Ac badem Station located near Ac badem Bridge; ÜnalanStation located near the Uzunçay r Köprülü Interchange and in the park across theState Products Office Building; Göztepe Station located at Göztepe Bridge and finallyline arrives the Yenisahra Station located at Yenisahra Köprülü Interchange.

The route pass to the left side of the D-100 Highways,continues under KozyataBridge and arrives the Kozyata Station at the instresection of the çerenköy CarrefourRoad and Üsküdar çerenköy Street. After this point the line again continues parallelunder the D-100 Highways and reaches the Bostanc Station located at BostancBridge; Küçükyal Station located in front of the Highways District Office atKüçükyal Intersection; Maltepe Station located at the right side of the MaltepeIntersection; Huzurevi Station located near the Nursing home and the left side of theMaltepe-Karacabey Köprülü Intersection;Gülsuyu Station located in the empty areabetween Filkuyu Street and D-100 Highways and after Gülsuyu Intersection.

The Esenkent Station is constructed before the Cevizli Köprülü Intersection andacross the Maltepe Carrefour Shopping Center, left side of D-100 Highway andbetween the Özmen Streer and D-100 Highway.

The line coming from Esenket Station arrives the Hastane Station that is in front of theMarmara University Kartal Campus. Following the north side of the D-100, linereaches the So anl k Station located near SK Kartal Brang Office. As well the line


55

reaches Kartal Station which is the end of the first part with 21.7 km length andlocated at Kartal Bridge.

The second part of the line starts at this point and reaches the stations respectively:Yakac k 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 KaynarcaStation where is 25.96 km of the line and located in the empty area across the PendikTav antepe 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

stanbul 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 Kad köy-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 Tav antepe 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 Kad köy-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

Bostanc -Dudullu line and Marmaray Line represents the most important part of the

transportation network.

Kad köy-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


57

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 SK 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 STAÇ. 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


REFERENCES

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

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

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

4. Design Criteria of Metro Station, Istanbul metro and London Tottenham Court RoadStation Samples (ÇET NDA B.- TÜ)

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

6. The final project services of Istanbul city rail system in essential to the applicationwith Yenikap -Bakirkoy and Bakirkoy- DO-Kirazl between Metro line ProjectIntroduciton files (M MKO A. - 2009)

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

8. The final project implementation services of Istanbul city rail system in primarily toLiverpool - Sisli - Bus Station Rail Line) (Kabatas-Mahmutbey ) between Metro lineProject Introduciton files(M MKO A. - 2009)

9. stanbul kent genelinde rayl sistem Uygulamaya esas kesin proje hizmetleri Be ikta– li – Otogar Rayl Sistem Hatt ) (KABATA -MAHMUTBEY ARASI) arasMetro hatt Proje tan m dosyas

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

11. Yenibosna-sefaköy-avcilar-beylikdüzü first draft report (tekfen müh. A. .-february2003)

12. 2000 general population census (turkish statistical institute , 2000)13. Water pollution controlling regulation” dated 31.12.2004 with no. 2568714. “Regulation on assessment and management of environmental noise” dated 7.03.2008

with no 26809


15. “Regulation on control of solid wastes” dated 14.03.1991 with no. 2081416. “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. 2158619. “Regulation on control of land pollution” dated 10.12.2001 with no. 2460920. “Regulation on inspection of environment” dated 05.01.2002 with no. 2463121. “Regulation on Environmental Impact Assessment (EIA) ” dated 17.07.2008 with

26939 say22. “Regulation on control of waste oils” dated 30.07.2008 with no 2695223. “Regulation on control of excavation chunk, construction and wreckage wastes” dated

18.03.2004 with no. 2540624. “Regulation on control of industrial air pollution” dated 03.07.2009 with no. 2727725. “Regulation on vibration ” dated 23.12.2003 with 25325

KADIKÖY-KARTAL-KAYNARCA RAILPUBLIC TRANSPORTATION …€¦ · transportation (subway, light rail...

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