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Eurasia Subway Group Joint Venture

Kadıköy-Kartal Subway Completion Construction, Electro Mechanic Systems Supply, Montage and Operation Project

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TABLE OF CONTENT

1. Specifications of the Project ........................................................................................5 1 a) The flow chart, capacity, total area, used technology, the number of

personnel that will work at the planned facility, ................................................................6 Excavation ........................................................................................................8 Construction Works.........................................................................................12

b) Usage of natural sources (land, water, the type of energy to be used etc.) ...14 Land Use:........................................................................................................14 Water Use: ......................................................................................................14 Energy Use: ....................................................................................................14

c) Amounts of wastes that will be produced (solid, liquid, gas) and their chemical, physical and biological features. ....................................................................15

Solid Waste.....................................................................................................15 Liquid Waste: ..................................................................................................16 Gas Waste: .....................................................................................................16

d) The risk of accident that may be growth out of the technology and the materials used................................................................................................................19

e) The precautions that will be taken against the probable environmental impacts of the project ..................................................................................................................24

Construction Phase.........................................................................................24 Solid Waste.....................................................................................................24 Liquid Waste ...................................................................................................24 Gas Waste ......................................................................................................24 Noise and Vibration.........................................................................................24 Operation Phase .............................................................................................25 Solid Waste Generation and Disposal During Operation ................................25 Wastewater Generation During Operation......................................................25 Noise Pollution During Operation....................................................................26

2. Project Location ..........................................................................................................28 a) Existing land use and its quality (agricultural land, forest area, planned area,

water surface etc.)..........................................................................................................28 2.b) Evaluation of the project site considering the wetlands, sea sides,

mountainous districts and forest regions, agricultural areas, national parks, specially protected areas, dense areas in terms of population, historical, cultural, archaeological and similar important areas, erosion districts, landslide districts, forestation fields, potential erosion and forestation fields, with taking into consideration of the list of Sensitive Districts that takes place at Appendix V and aquifers that should be protected in accordance with the Law About Ground Water numbered 167..................................31 3. The alternatives of the Project and Its Place (the reasons of why that project

technology and that project place are chosen) ............................................................35 Results..............................................................................................................................36 Annexes: ..........................................................................................................................40 References: ......................................................................................................................41 The Group That prepared The Project Identification File ............................................42



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Figure 1: Location of the line....................................................................................7 Figure 2: TBM Picture ..............................................................................................9 Figure 3: Placed Segments......................................................................................9 Figure 4:Dispersion of the equivalent noise level...................................................19 Figure 5 :Noise Dispersion During Operation ........................................................27 Figure 6: Geological Specifications of Istanbul ......................................................29 Figure 7: Earthquake Map of Istanbul ....................................................................30

Table 1 Excavation Amount ...................................................................................15 Table 2: Mass Flow of the Dust..............................................................................16 Table 3 :List of equipments that will work above the ground .................................18 Table 4: Noise Dispersion During Operation..........................................................26



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ANNEX-IV SELECTION AND ELIMINATION CRITERIA

BASED FOR PREPARING THE PROJECT INTRODUCTION FILE

Heading Page:

Name, address, telephone and fax numbers of the project owner:

Istanbul Greater Metropolitan Municipality

Division of Transportation

Department of Railroad System

M. Nezih Özmen Mah. Kasım Sok

MERTER/ GÜNGÖREN/ İSTANBUL

Tel : +90 212 449 41 75-76

Fax :+90 212 449 41 80

Contractor Firm:

Avrasya Metro Grubu (Eurasia Subway Group Joint Venture )

(ASTALDİ S.p.A – MAKYOL – GÜLERMAK)

Tepecik Cad. Melodi Sk. İ.T.Ü Blokları E- Blok 34337

Etiler/İstanbul

Beşiktaş Tax Office

Tax Number: 1050562403

Project Name:

Kadıköy-Kartal Subway Completion Construction, Electro Mechanic Systems Supply,

Montage and Operation Project

Name of the Location of the site selected for the project:

The City of Istanbul, Kadıköy, Maltepe and Kartal Provinces



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Description and Objectives of the Project:

In Istanbul, after removal of the tram voyages in 1966, land transportation became

insufficient due to the rapid growth of the population, caused by the immigration.

In metropolitan cities all over the world, generally, efficiency of the railway systems are

measured and monitored considering the percentage of the railway transportation to total

transportation. According to the data of the last couple of years, these rates were; 60% for

Tokyo, 31% for New York, 22% for London, %25 for Paris while it was 3,6% in Istanbul

(Ref.:i). These numbers clearly shows that, in Istanbul, considering the opportunities that

are supplied to the public in utilization of railways in daily transportation, there is a sharp

work load.

Since railway transportation is fast, economic, safe, environmental-friendly and

contemporary systems, for Istanbul as well as the other metropolitan cities are the firstly

thought solutions for in-city transportation problems.

The subject of this Project description folder is construction and operation of the railway

public transportation including 43,447 km tunnel alignment respectively divided as right

alignment 21,694 km, left alignment 21,753 km as well as 16 subway station buildings

construction 3 layover place and 5 turnout structure, starting from Kadıköy and following

the D-100 motorway ending in Kartal in Anatolian side of İstanbul.

Name, Address, Telephone and Fax Numbers of the Working Group / Institution That Prepared the Report:

Report Coordinator Environmental Engineer Emir Salman

Engin Salman

Gülşah Kazanç

F.Çakmak Mh. C.Gürsel Cd. 115/16 Pendik İstanbul

Tel: 0-216-596-0618

Fax: 0-216-397-9052

i http://www.marmaray.com.tr/genel_yolculuk_talepleri.htm



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1. Specifications of the Project Istanbul Greater Metropolitan Municipality (IBB), decided to construct a railway

transportation system inline with the D-100 motorway, which is one of the most important

arterials. This direction is currently utilized for daily in-city traffic between Gebze - Kartal -

Maltepe - Göztepe – Harem instead of intercity transport.

For this purpose, IBB, Transportation Division, Railway System Directorate is tendered the

construction works to Eurasia Metro Group Joint Venture (ii) which proposed the most

appropriate proposal.

In the scope of construction tender, construction of all of the tunnels, direction structures,

basic construction works of the station buildings, rail placement works, construction of

storage area and workshops. The subject of this project is construction and operation of

the railway public transportation including 43,447 km tunnel alignment respectively divided

as right alignment 21,694 km, left alignment 21,753 km as well as 16 subway station

buildings construction 3 layover place and 5 turnout structure.

This project description folder which is prepared according to the Environmental Impact

Assessment (EIA) Regulation (OG Date: 16.12.2003 Nr: 25318) aimed to determine the

specifications and potential environmental impacts of the project.

ii This project, preliminary granted to Yapı Merkezi· Doğuş - Yüksel - Yenigün inşaat Joint Venture by

İETT (İstanbul Electric Trams and Tunnel Operations General Directorate that owns the project in those days. The Project Desvription Folder which is prepared by the mentioned group is approved by Istanbul Provincial Office of the Ministry of Environment and Forestry (MoEF) on 22 July 2005.

Although there is no differences on the described “Kadıköy-Kartal Subway Completion, Electro Mechanical Systems Supply, Montage and Operation”, the project description folder is revised considering the following justifications:

1. The project’s ownership is transferred from İETT to IBB Division of Transportation, Railway System Directorate.

2. The contractor group is decided to be Eurasia Subway Group Joint Venture by IBB. 3. Small amendments in the project: In first phase a total of 17 stations was planned. Yet, during this

process the station which was planned to be built on the ground, as a viaduct is excluded and the plan is revised to include 16 stations, all underground.

There is no difference in technical details of the project, direction, construction technology, materials and equipments to be used.



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1 a) The flow chart, capacity, total area, used technology, the number of

personnel that will work at the planned facility,

The work flow chart of the Kadıköy-Kartal Soft Railway Transportation system is

represented in Annex-1 of the report. As it is seen in the chart, the project is planned to be

operated in 30 months. This plan is prepared by the Eurasia Metro Group Joint Venture

which is the new contractor of the work.

Project, forms the most important part of the Istanbul Anatolian side Subway system.

The project covers construction and operation works of the Kadıköy-Kartal Subway Line. It

is planned to be a total of 16 station and 1 storage facility in this line which is

approximately 21.4 km length.

Technical Specifications of the alignment:

The alignment which is 43,447 km tunnel alignment respectively divided as right alignment

21,694 km, left alignment 21,753 km as well as 16 subway station buildings construction 3

layover place and 5 turnout structure.

The alignment between Kadıköy and Kartal will cross the following station structures:

Kadıköy, İbrahimağa, Acıbadem, Ünalan, Göztepe, Yenisahra, Kozyatağı, Bostancı,

Küçükyalı, Altayçeşme, Maltepe, Gülsuyu, Cevizli, Hastahane, Soğanlık, Kartal.

Layover over the alignment

• Göztepe (Between ch: 4+706 and 5+287),

• Bostancı (Between ch: 9+652 and 10+406) and

• Altayçeşme (between ch: 13+575 and 14040);

Turnout Tunnels;

• Kadıköy (Between Ch: 0+444 and 0+818),

• Acıbadem (Between Ch: 2+509 and 2+623),

• Kozyatağı (Between Ch: 8+040 and 8153),

• Maltepe (Between Ch: 15+679 and 15+799) and



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• Kartal (Between Ch: 20+574 and +20+833).

Location of the project in the city of Istanbul is given in the Figure 1, line cross section and plans are given in Annex-2.

Figure 1: Location of the line

The list of the stations is given below: 1. Kadıköy station

2. İbrahimağa station

3. Acıbadem station

4. Ünalan station

5. Göztepe station

6. Yenisahra station

7. Kozyatağı station

8. Bostancı station

9. Küçükyalı station

10. Altayçeşme station

11. Maltepe station

12. Gülsuyu station

13. Cevizli station

14. Hastane station

15. Soğanlık station

16. Kartal station

Maximum capacity of the system is 65,000 (passenger/direction/hour). This shows that,

this project will considerably contribute to the traffic and air pollution problems of Istanbul.



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Excavation

Excavations for all layover, turnouts and connection tunnel work related to the above

section will be carried out in conventional method prior to the arrival of the Tunnel Boring

Machine (TBM). Between Altayçeşme – Kartal stations, between km 14+004 - 20+530 in

right alignment and between km 14+076 - 20+607 in left alignment TBM will be used.

Between Kozyatağı – Altayçeşme, between km 14+004 - 8+887 in left alignment and

between km 14+076 - 8+955 in right alignment will be excavated in conventional method.

At the alignment ending point, between km 20+833 - 21+694 in right tube and km 20+872

- 21+753 in left tube planned extension towards Pendik direction will be made by TBMs.

Tunnel boring from the beginning (km 0+000) to km 8+887 (in right), and to km 8+955 (in

left) (Kadıköy-Kozyatağı) will be made by Anadoluray consortium. Yet, final concreting,

and electromechanically works will be left for our consortium. All layover, turnouts,

connection tunnels between some of the stations, elegators will be caried out by

ourselves. open excavation and cut&cover of 16 stations and ticketing halls are in our

scope.

Tunnel Excavations

Tunnel Boring Machines (TBM) will be used during tunneling. These machined are the

group of hydraulic machines which are produced suitable to the ground conditions. TBM

excavates the ground via the special equipments placed in its in front, and in meantime

pushes itself forward. In below figure, a sample picture of a TBM that is used in an other

project.



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Figure 2: TBM Picture

In TBM there is a control room and lifting and montage equipments that allow the place

the concrete elements (segments) to tunnel surface. In below figure, a view of the placed

concrete segments in an other project. Figure 3: Placed Segments

TBM pushes itself forward resisting on the placed concrete segments. After the placement

of the concrete segments cement solution is applied to ensure the stability of the tunnel.



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In tail section of the TBM necessary supporting equipments and other systems take place.

There is also a completion system which is called ‘Back up’ system. This system coveres

the removal of the excavation material, completion of necessary materials for cement

solution and arrival of the concrete segments to the montage area. As a necessity of the

system temporary rails are placed in the tunnel and excavation materials are removed by

wagons. Tail and middle sections of the TBM are designed to let the wagons in to remove

the excavation materials.

Thanking to the technology used, it will be possible to progress without any problem about

water layer. TBM machine is designed as a steel tube which is called ‘protective shield’.

The shield is water proof and It is not possible the water in. While the TBM progressing

underground, it covers the tunnel façade with a prefabricated material and injects cement

between the ground and the covering material. Water resistant gasket is placed between

the concrete tunnel covering materials. Thus, water flood risk during tunnel boring is

almost zero.

Cross sections of the excavation works for the Kadıköy-Kartal Subway Line is given in the

Annex-2.

Cut & Cover Excavations

Among the tunnel direction there will be 16 underground stations. Deeper excavation will

be operated for this purpose and excavation supporting system will be used. In this

system, preliminary stakes will be placed to the construction area. After that, excavation

work will be done step by step in conventional manner with anchorages in determined

altitudes.

Before starting excavations, it will be determined if there is point that the traffic has to be

interrupted. Plans for re-arrangement of the traffic flow will be developed. Following the

approval of the plans mitigating measures will be taken. Necessary permits from

Highways Regional Directorates and Provincial Traffic Commission will be obtained.

Apparently, existing infrastructures at project site will be identified consulting to relevant

administrations. When necessary, infrastructure replacements will be realized.



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In deeper stations, construction works will be managed in two segments. In this phase,

stakes will be placed and together with anchorages it will be ensured to progress into the

desired depth.

After completion of the station constructions, back-filling works will start. The ground will

be filled until it reaches its actual altitude. At this stage, if it is necessary, infrastructures

which are de-placed, will also be taken to their actual positions.

Excavation Equipments

Tunnel excavations will be done via TBM. As it is explained above, the excavation

materials will be removed via wagons and transferred to licensed excavation material

disposing areas via special trucks.

During Open/Close and surface excavations, conventional excavations materials

Backhoe, Loader and excavation transporting trucks will be used.

During transporting of excavation materials, existing traffic and environmental rules will be

obeyed. The trucks will not carry materials more than allowed, and the materials will be

covered.

Duration

Tunnel excavations planned to be completed in 30 months. Station excavations will be

completed in 6 month periods following the land delivery.

Direction Specification

Technical information of the subway line such as km, excavation depth and station depth

are represented in Annex-2. All of the stations are designed to be underground.

Eurasia Subway Group J.V. confirms that if any historical monument is encountered

during excavation, the operation will be immediately stopped and the Ministry of Culture

and Tourism will be informed. Excavations will go on if only necessary permits are

obtained.



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Construction Works

In tunnels construction and excavation works will be proceed simultaneously.

Explanations of construction of tunnels can be found excavation section. Thus, it is not re-

iterated here.

In stations, after the excavations, construction works will be proceed in conventional

manner in two stages: rough and delicate works. Electro-magnetic equipments will be

installed during delicate works.

All of the underground stations are designed to allow receiving the subway 185 m length.

In stations, all necessary safety measures as well as air conditioning and fire control

measures will be taken.

Total construction duration is planned to be 30 months. General framework of the project

contract is given below:

• All of the 16 stations will be underground. One of the stations is will be on the

ground as a viaduct because of the topographical conditions.

• The first station (placed in Kadıköy) together with the line between this station and

the starting point will be constructed with open/close method. 12 of the rest will be

constructed as tunnel. 3 of the rest will be constructed as tunnel, yet its

components such as ticket halls and entrance&exits will be built with open/close

method.

• Storage area and workshop are still under discussion and planned to be in the

same level with the ground.

According to the technical report which is prepared by Istanbul Technical University (ITU)

Transportation Main Field of Study on on 12.04.2005 the following articles are targeted

and expected:

• The top voyage requirement is 65.000 passenger / hour / one way for 2025. This

exceeds 60.000 passenger / hour / one way, which is the limit for subway system.

Apparently, the stations has to be designed responding to the value of 2025 which

is top hour / one way 11.000 passengers.

• All of the line will be operated with tunnel-boring-system. Thus, D100 motorway

will be effected in minimum level.



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• During operation TBM and EPB TBM machines will be used. Thus, time

requirement will be kept in optimum levels. Also, safety will be ensured for both

workers and general environment as well as for third parties.

In stations, air conditioning shafts are planned to be used for equipment transfer during

construction when possible.

The storage and maintenance area is planed to be located on 19+000 km between Cevizli

and Soğanlık stations.

One of the most important system which will be established in the scope of the project is

the communication system that allows voice and data conduction including mobilize trains.

The sub systems under the communication system are:

• Communication system

• Telephone system

• Wireless communication system

• Public announcement system

• Closed loop TV system

• Hour system

• Fire Alarm System

• Train Display Info System

The equipment which are planned to be used in this project are mentioned below:

• TBM / EPB TBM tunell boring machines and health kit, bentonite unit,

excavation wagons, locomotive, injection unit, pre-cast transporting

vehicles, rail vb. Other supporting equipments.

• Portable winches

• Forklifts

• Excavators

• Loader

• Roadheader

• Jumbo

• Trucks

• Concrete mixers

• Shof-crefe units



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• Water pumps and pressure tanks

• Emergency energy generators

• Compressors

Most of the above mentioned equipments will be used underground. Thus it is not

expected that they will effect the existing noise level.

b) Usage of natural sources (land, water, the type of energy to be used etc.)

Land Use:

This project will be constructed underground. Depths between 25 and 50m are belong to

the Treasury and thus there is no ownership document for that. Also, the stations will be

constructed to the points which are generally used by the public. In existing situation in-

city roads are publicized roads and they are belonging to the Treasury. During

construction phase, it is intending to design without nationalization. Yet, if necessary, IBB

will proceed with the necessary steps.

Water Use:

Drinking water of construction will be supplied with demijohns.

During tunnel construction 1 m3/day water will be used to prevent dust.

Energy Use:

Electricity need of the project will be supplied by the city works. Currently, transformer

allocation studies are in progress. A diesel generator will be used incase of any

interruption of the city works.

During operation subways will work with electricity.



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c) Amounts of wastes that will be produced (solid, liquid, gas) and their

chemical, physical and biological features.

Solid Waste

Solid waste from the staff

During different stages of the construction, different number of staff will be assigned.

During the peak period, there will be a total of 600 personnel. All of the calculations are

made considering the maximum value.

Water generation from one person 1,34 kg (iii). Total daily waste amount will be 804 kg.

All of these waste will be disposed in line with the Solid Waste Control Regulation (14

March 1991 / 20814). They will be collected in containers and delivered to the Municipal

waste disposal system.

Solid waste from constructional activities

Cross cuttings of the excavations which will be made in this project is given in the Annex-

2. Amount of the excavations are given in Table 1.

Table 1 Excavation Amount

Operation Excavation Amount (m3)

Tunnel excavation 950.000

Station excavation 550.000

Total Excavation 1.500.000

Disposal of these waste will be managed in line with the Excavation Soil and Construction

Waste Regulation (18 March 2004 / 25406) and will be disposed to the licensed disposal

area, given in the Annex-3. This is under the responsibility of the J.V.

iii State Statistical Institute, 2005 Environmental Statics



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Liquid Waste:

During different stages of the construction, different number of staff will be assigned.

During the peak period, there will be a total of 600 personnel. All of the calculations are

made considering the maximum value.

Daily water consumption per person is assumed to be 60 liters (iv)

600 person X 60 l/day = 36.000 l/day

It is assumed that 100 % of this water is disposed as wastewater. Thus, 36 m3 / day

wastewater is expected. This wastewater totally will be given to the sewage system.

During construction ready-mixed concrete will be used. Thus, no water will be used for

this purpose.

Gas Waste:

During excavations there will be four main dust source.

a) During excavations

b) During loading of the excavation material

c) During transportation

d) During unloading of the excavation material

There will be dust generation during tunnel excavation. Yet, these, will stay underground.

But, dust generation from transportation and unloading to the disposal area is calculated

below.

500.000 m3 of the total excavated materials which is 1.500.000 m3 will be used as filling

material. Thus, only 1.000.000 m3 excavation material will be transported and disposed.

Thus, mass flow of the generated dust is calculated considering the below parameters. Table 2: Mass Flow of the Dust

Monthly production (28 months) 35714 Ton

Daily Production (30 day/month) 1190 Ton

Hourly Production (24 hour /day) 50 Ton

iv Regulation on Preparation of the projects regarding to drinking water systems of cities and towns

(22 April 1985 / 19733)



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a) Dust generation during loading

Dust emission factor is assumed to be 0,01 kg/ton

50 ton/hour x 0,01kg/ton= 0,50 kg/hour. b) Dust generation during movement of the vehicles in the site:

In the tunnels transportation will be done via wagons. Thus, the dust will stay

underground. Below mentioned measures will be undertaken during transportation.

• During transportation all the trucks will be covered.

• The trucks will cross the water pools entering and exiting the project site and dust

transportation via the wheels will be prevented.

Transportation will be realized on asphalt ways. Trucks will be covered. Thus it is

assumed that a minimum amount of dust will be generated.

c) Dust generation during unloading

Dust emission factor is assumed to be 0,01 kg/ton.

47 ton/hour x 0,01kg/ton= 0,50 kg/hour.

Thus, mass flow of the dust generation is calculated to be 1 kg/hour which does not

exceeds the limit value given in the Table 40.1 of the Industrial Sourced Air Pollution

Control Regulation that is 1,5 kg/hour.

Eurasia Subway Group J.V. confirms and approves that it will act complying the

requirements of the Industrial Sources Air Pollution Control Regulation. For this purpose, it

confirms the followings during excavation and transportation of excavation material:

- loading and unloading without fling,

- Covering the trucks with calash or bulky materials which has over 10mm diameter.

Noise

During the excavations the noise will be underground and it is not expected it will effect

the environment.



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Yet, during the construction of the stations and open excavations noise can be occurred.

Thus, during noise calculation only equipments which will work above the ground are

taken into consideration.

Table 3 :List of equipments that will work above the ground

Unit Equipment Noise Level (dBA)

1 Excavator 105

2 Excavator + Cracker 105

1 Loader 110

2 Truck Dump 85

1 Driller 100

12 Vibrator 100

1 Mobil Winch 95

1 Fuel-oil tank 85

1 Truck 85

4 Pick-Up 85

2 Small lorry 85

It is not possible to say that all of the equipments mentioned in the

will work simultaneously. Yet, in order to calculate the maximum noise level it is assumed

that all of the equipments worked at the same time.

Using the below formula:

10110

110 LiinLogLeq=∑

=

Equivalent noise level is calculated to be 129,8 dBA. Dispersion of this noise level:

2410 rQLogLwLpt π+=

Here:

Lw= Noise level of the machine (Here, equivalent noise level is used)

Q= Reduction factor (assumed to be 1)

r= Distance



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Figure 4:Dispersion of the equivalent noise level

0

20

40

60

80

100

120

140

Mesafe (m)

Gür

ültü

Düz

eyi (

dBA

)

Gürültü Düzeyi 129,7 84,7 78,7 75,2 72,7 70,8 69,2 67,8 66,7 65,6 64,7

0 50 100 150 200 250 300 350 400 450 500

As it is seen in the Figure 4, even in case all the equipments works at the same time the

equivalent noise level reaches to the limit value which is determined to be 70 dBA

according to the Assessment and Management of environmental Noise Regulation

(01.07.2005/25862) in 300 m.

Beside this, Eurasia Subway Group J.V. confirms and approves that it will measure the

environmental noise which will occur during construction and operation phases and report

them within the “Environmental Status Monitoring” Reports comparing with the

Regulation’s requirements. These reports are planned to be prepared in 3 month periods.

d) The risk of accident that may be growth out of the technology and

the materials used

During excavation phase the main part of the direction is located in 20 m under the

surface or deeper. Thus, no significant affect above the ground is expected. Yet, in

vulnerable areas that the ground conditions change in close distance, a monitoring system

will be installed. In this monitoring system ground movements will be monitored via

sensors and stable points. Ground measurements will be realized in determined periods

and land slides will be monitored. Also, in critical points, works will be proceed carefully

and slowly. For this purpose, studies for “Ground consolidation Control System” are in



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progress. Main principle of the system is to determine the consolidation of the ground via

specific and sensitive sensors. For this purpose the following equipments

Surface Monitoring Points (SMP)

These points are used for controlling horizontal and vertical deformation and covers the

followings:

• Various types of SMPs to control deformation depending on the structures to be

monitored.

• Measurements on surface monitoring points via conventional vertical control

topographic equipments.

Convergence Measurement Equipments (CG)

These are used to control deformation in certain points during open excavation and

tunneling.

• There will be 2 convergence points at open excavation area. In tunneling areas

there would be more points, up to 7. These points will be installed where the

relevant engineer approved.

• These measurements will be realized via strip extensometer.

Probe - Extensometer (PEX)

• It is used to control ground consolidation

• Extensometer points are installed to the open well holes tied to soil or rock on the

monitoring area together with magnetic scanner.

• Controlling issues, are realized according to the values obtained from the reading

units in the central guide tubes -Inclinometer

• These are used to control the horizontal deformation from the surface to

excavation bottom.

• These equipments are installed in the vertical well holes.

• During control, the probe is taken down among the tube.



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Vibrating Strand Pressure Measuring Equipment (VSG)

This is used to measure the pressure on steel reinforcements and buttres.

• These equipments are installed to the steel tendinous.

Seismograph

This is used to measure the vibrations during construction works.

• Portable seismographs are used for vibration control. These record 3 octagonal

vibrations including peak particulate rate, half wave frequency, peak accelerate,

peak de-placement Vibrations will be monitored from the points which are

determined by the Engineer.

• Necessary vibration measurements will be monitored to control of the work.

Tilt meter

Tilt meters are used to measure the structural slope and they are tied to structures

(buildings) with a chassis.

Stressing Measurement Equipment With Electric Resistance

It is used to measure the deformation of anchorage and ancestry metal elements. These

equipments generally installed on a clear metallic surface via cement, fulfilling the

producers requirements.

Survey Triangulation Points

Survey triangulation points will be formed on the points that are determined by the

engineer for inspecting deep consolidation.

If any collapse / consolidation is determined in the data provided by above equipments,

excavation operation will be stopped immediately and necessary engineering measures

will be taken. These measures are generally the followings:

• Slowing down the excavation

• Using concrete nail

• Reinforcement the ground



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Eurasia Subway Group J.V. undertakes and confirms that it will set up above mentioned

equipments in order to avoid land slide, collapsing and consolidation etc. and it will take

engineering measures inline with the data received from these equipments.

Eurasia Subway Group J.V. undertakes and confirms that it will comply with the Labour

Law (4857) and other related Regulations during both the construction and operation.

Thus, occupational health and safety procedures have been prepared. These procedures

will cover below mentioned main headings:

These procedures describe the main framework for the actions to be taken during

emergencies about the environment and occupational health and safety.

Environment:

• Prohibit releases of hazardous substances

• Minimize the negative effects of these substances,

• Remove the effect totally where possible

OH&S

• Save the human life,

• Save people from dangerous areas,

• Save the working area, materials, the product and the equipments,

• Ensure the safety of the working place,

• Ensure the normal working conditions,

• Clean the waste materials in working area

Responsible people are determined in order to ensure fast action during emergency.

Emergency team shares these responsibilities. People in this team, carry responsibilities

in line with their background and education beside their main work.

• Communication team

• Fire fighting team

• Rescue team

• Protection team



23

• First aid team

Accoutrements and equipments that will be used during emergency cover the followings:

• Siren

• Emergency exits

• Fire fighting tubes

• Fire masks

• Fire hose and water tanks (construction site plan in line with the OH&S requirements)

• Signs

• First aid kit, ambulances

• First aid supplier

• Hazardous chemicals receptors (construction site plan in line with the OH&S

requirements)

• Fire pump (construction site plan in line with the OH&S requirements)

• Communication systems (walkie & talkie, telephone, etc.)

Emergency procedure and related documents such as:

• Emergency plan,

• Communication instruction,

• Action instruction for fire,

• First aid guide

Connection tunnels will be constructed between twin tunnels in every 300 meters in case

fire, flood, earthquake etc. These will be used for evacuation and intervention purposes.

In stations, more than one emergency exits are designed to ensure fast evacuation.

Scada system will be set up in order to minimize the hazard of the gases of fire case. In

stations fire warnings and fire fighting systems will exist. Fire fighting equipments will be

set up at intervals.

Drainage systems are in place in order to prevent flood. In case of flood, water will be

collected in pumping wells and removed from the tunnels via the pumps.



24

e) The precautions that will be taken against the probable environmental

impacts of the project

Construction Phase

Solid Waste

Amount of expected waste from the personnel during construction is calculated in Chapter

1.C (pg. 15). This waste is municipal waste and they will be collected in containers and

disposed by the Municipality in line with Solid Waste Management Regulation (14.03.

1991 / 20814).

In construction site no maintenance for the equipments will be done. These works totally

be realized out of the project area.

Liquid Waste

Waste water occurred at the project will be disposed via the sewage system.

Gas Waste

It is possible that dust will be occurred during construction. Since construction works will

be proceed underground the dust will not get out of the project site. In order to ensure that

the staff does not effected from the dust, protective equipment will be used.

Noise and Vibration

During the excavations the noise will be underground and it is not possible that the people

living around will be effected from the noise and vibration.

Yet, during open station excavations noise will be occurred. According to the calculations

expected level of noise will ensure the limit values of Assessment and Management of

Environmental Noise in 300 m. Below measures will be undertaken in order to mitigate

noise level.

• Maintenance of noise sources will be done periodically,

• These sources will be insulated where possible

• The construction area will be covered



25

Noise will be occurred only in construction phase. During construction the workers will use

protective equipment in line with the Labour Law (4857)

Operation Phase

The voyages starts everyday at 06:00 am and end at 00:20 am. At peak hours voyages

will be one in every 5 minutes. In rare hours the voyages will also be sparse, one in every

8 minutes. (v).

During the operation of the project 65000 passengers are expected to be transported. The

system will serve 12 hours / day. Considering the full capacity, the system will transport

780.000 in one way.

Solid Waste Generation and Disposal During Operation

Stations will serve to 780.000 in maximum. Daily wate generation per person is assumed

to be 1,34 kg. considering the waste generation per minute, total amount for 780.000

people will be 1046 ton / day.

Passengers will use the stations maximum 5 minutes.

daypassengerton

daypassengerutesX

uteshourX

hourdayX

dayton

−=−

63,3min5min60

124

11046

This amount is the total amount for all of the stations. For only one station is calculated to

be around 0,21 ton/day.

All of the solid waste from the operation will be collected by private cleansing companies

and will be delivered to IBB solid waste management system in line with the Solid Waste

Control Regulation (14.03.1991 / 20814)

Wastewater Generation During Operation

v http://www.istanbul-ulasim.com.tr/default.asp?menu_id=5&sayfa_id=1



26

The stations will serve to 780.000 people in a day maximum. Daily wastewater amount

per person is assumed to be 60 l. Thus, considering wastewater amount per person – per

minute total amount for 780.000 is calculated to be 46800 m3 /day.

Passengers will use the stations maximum 5 minutes.

daypassengerm

daypassengerutesX

uteshoursX

hoursdayX

daym

−=−

33

5,162min5min60

124

146800

This amount is the total amount for all of the stations. Mean amount for only one station is

around 9,6m3/day. These domestical wastewater will be discharged to the sewage

system.

Noise Pollution During Operation

The main noise source during operation is the operating subway. In subway stations the

maximum noise level is measured to be 85 dBA by IBB in similar lines. The noise level is

planned to be the same in this line. Thus the dispersion of the noise is calculated using

below formula:

2410 rQLogLwLpt π+=

Here:

Lw= Noise level of the machine (Here, equivalent noise level is used)

Q= Reduction factor (assumed to be 1)

r= Distance

Gathered results are given in Table 4.

Table 4: Noise Dispersion During Operation

Distance (m) Noise Level (dBA)

0 85

1 71

2 65

3 61

4 59

5 57

6 55

7 54



27

8 53

9 52

10 51

Figure 5 :Noise Dispersion During Operation

0

10

20

30

40

50

60

70

80

90

0 1 2 3 4 5 6 7 8 9 10

Mesafe (Metre)

Gür

ültü

Düz

eyi (

dBA

)

Gürültü DüzeyiSınır Değer

As it is seen from Figure-2, noise level stays under the limit value in 2 m. This model is

worked for open areas. Thus in closed areas such as stations the distance will be

shortened.

Apparently, in the scope of a study which is executed by IBB for customer satisfaction

noise measurement is realized at one of the buildings near the subway tunnel when the

subway is crossing and the noise level is determined to be 44 dBA. Comparing the limit

values given in the Assessment and Management of Environmental Noise Regulation it is

clear that this values comply with them.

Living rooms (in city) 55 dBA During Day-evening Residential

Areas Serving areas (kitchen) (in-inter

city)

60 dBA During the Activity



28

2. Project Location

a) Existing land use and its quality (agricultural land, forest area,

planned area, water surface etc.)

The area which is allocated for Kadıköy-Kartal Railed Public Transport System project

stays in the boundaries of Kadıköy, Maltepe and Kartal provinces of Istanbul.

City of Istanbul stays between, 280° 01 '-290° 55' east longitudes and 410° 33'.400° 28'

north latitudes. The Bosphorus connects the Marmara and Black Sea and divides the city

in two parts and apart Asia and the Europe. At north Black Sea, at east Kocaeli

Mountains, at south the Sea of Marmara and at west Ergene Basin surrounds the city. At

east and south east Karamürsel, Gebze, Merkez and Kandıra provinces of Kocaeli, at

south Gemlik and Orhangazi provşnces of Bursa, at west and northwest Çorlu Çerkezköy

and Saray provinces of Tekirdağ and Vize province of Kırklareli are the neighbors of

İstanbul. (www.ibb.gov.tr).

At project site, structuring is seen mostly. Üsküdar, Kadıköy, Maltepe regions are

generally residential, Kartal, Pendik, Tuzla regions are generally industrial area. Mainly

the buildings have with 6-7 floors. For the region many plans were prepared with various

scales. These studies are still in progress. City plans of the project site showing the public

works is represented in Annex-4.

In Istanbul generally Mediterranean climates are affective. As it is known, in this climate

the summers are hot and dry and winters are warmish and rainy. Istanbul climate, raises

specific characteristics, effected by Black Sea, Balkans and Anatolian continental

climates. According to the data kept at the Kandilli Observatory, the mean teprature of

Istanbul is 13oC, mean temperature for January is -5oC, for July is 22,7°C. Annual rain fall

is 789 mm. 38% of the total rain falls in winter, 18% in spring, 13% in summer and 31% in

autumn. Anatolian side is somehow warmer than European side. In Florya the hottest

temperature is 27°C, while it is 31°C in Göztepe. Annual temperature mean in Florya is

13,6°C, in Göztepe it is 13,9oC. General seasonal profile of the area is given in Annex-5.

Istanbul Group forms the bottom part of the regional sediment stacking. It generally covers

a passive continental sediments which are formed in between Ordovisiyen-Karbonifer



29

times. It is locally covered by Triyas, top Kretase- low Eosen, Middle Eosen-low Oligosen,

Oligosen – low Miyosen, top Miyosen and Kuvaterner sediments. Older parts generally

slide towards to eastern part of Bosphorus while younger parts generally slide towards to

west.

Istanbul Group is divided into many Iitostratigraphic in formation level.

Geological Cross Cutting of the project site is given in Annex-6 Figure 6: Geological Specifications of Istanbul



30

Earthquake Situation

According to the study that is executed by the General Directorate of Natural the project

site which is covered by Üsküdar – Kadıköy – Maltepe – Kartal – Pendik - Tuzla reagions

designated to cary earthquake risk 1st degree due to its close distance to North Anatolian

Zone. In this area requirement of earthquake regulation is applied.

Figure 7: Earthquake Map of Istanbul



31

2.b) Evaluation of the project site considering the wetlands, sea sides, mountainous districts and forest regions, agricultural areas, national parks, specially protected areas, dense areas in terms of population, historical, cultural, archaeological and similar important areas, erosion districts, landslide districts, forestation fields, potential erosion and forestation fields, with taking into consideration of the list of Sensitive Districts that takes place at Appendix V and aquifers that should be protected in accordance with the Law About Ground Water numbered 167.

The project site does not stay in any of the special areas identified below:

1. The areas that should be protected in accordance with legislation of Turkey

a) ‘National Parks’, ‘Natural Parks’, ‘Nature Monuments’ and ‘Nature Protection

Zones’ which are identified at the article numbered 2 of the Natural Parks Law

numbered 2873.

b) `The Wildlife Protection Areas’ and ‘The Wild Animals Naturalization Areas’

those are determined by Ministry of Forestry in accordance with the Land Hunting

Law numbered 3167,

c) The areas defined as ‘Cultural Heritages’, ‘Natural Heritages’ and ‘Protected

Areas’ at the sub-paragraphs numbered 1, 2, 3 and 5 of ‘a- Definitions’ paragraph

of 2. article of the Law on the Protection of Cultural and Natural Heritage

numbered 2863 and the areas whose ascertainment and registration are

performed in accordance with relevant articles of the same law and of the law

numbered 3386 (The Law on Change of Certain Articles of the Law on the

Protection of Cultural and Natural Heritage numbered 2863)

d) The Areas of Fishery Products Production and Reproduction those are

within the scope of the Fishery Products Law numbered 1380,

e) The areas which are defined at the article numbered 17 of the Regulation of

Check of Water Pollution that has been published at the Official Journal numbered



32

19919 and bear the date of 4/8/1988 and different articles numbered 18, 19 and

20 of the regulation that has been published at the Official Journal numbered

23742 and bear the date of 1/7/1999,

f) The ‘Sensitive Pollution Districts’ those are defined at the article numbered

49 of the Protection of Air Quality Regulation that has been published at the

Official Journal numbered 19269 and bear the date of 2/11/1986,

g) The areas those are ascertained and promulgated as ‘Specially Protected

Environment Areas’ in accordance with the article numbered 9 of the Environment

Law numbered 2872 by the Council of Ministers,

h) The areas those are protected in accordance with the Boğaziçi Law

numbered 2960,

i) The areas promulgated as forest areas in accordance with the Forest Law

numbered 6831,

j) The areas those are restricted districts in accordance with Coast Law

numbered 3621,

k) The areas those are indicated at the Law about Improvement of Growing of

Oils and Inoculation of Wilds numbered 3573,

l) The areas those are stated Pasture Law numbered 4342,

m) The areas those are stated at ‘Regulation of Protection of Wetlands’ which

came into force after published at the Official Journal numbered 24656 and bear

the date of 0/01/2002.

2. The areas that should be protected in accordance with international

agreements those we become a party to



33

a) The I. and II. Protection Areas, ‘The Habitats and Reproduction Areas of

The Mediterranean Seals’ those are stated at ‘Important Reproduction Areas of

Sea Turtles’ which are from the areas those are protected in accordance with ‘The

Agreement of Europe Wildlife and Habitat Protection’ (BERN Agreement) which


the date of 20/2/1984.

b) The areas those are protected in accordance with the ‘Agreement of

Protection of Mediterranean Sea Against Pollution’ (Barcelona Agreement) which


the date of 12/6/1981,

i) The areas those are determined as ‘Specially Protected Areas’ as required

by ‘Protocol Relating to Protection of Specially Protected Areas at Mediterranean’

which has been published at the Official Journal numbered 19968 and bear the

date of 23/10/1988,

ii) The areas those take place at the list of ‘100 Coastal Historical Protected

Area of Common Significance at Mediterranean’ that has been published by

United Nations Environment Program chosen as required by Genoa Declaration

bear the date of 13/9/1985,

iii) The coastal areas those are habitats and nutrition environment of the ‘Sea

Species, Endemic For Mediterranean, Whose Generation are Under the Risk of

Vanishing’ that takes place at the article numbered 17 of the Genoa Declaration,

c) The cultural, historical and natural areas those are protected as being given

the status of ‘Cultural Heritage’ and ‘Natural Heritage’ by the Ministry of Culture in

accordance with the articles numbered 1 and 2 of the ‘Protection of World Culture

and Natural Heritage Agreement’ which came into force after published at the

Official Journal numbered 17959 bear the date of 14/2/1983,



34

d) The areas those are protected in accordance with the ‘Agreement of

Protection of the Wetlands Those Especially Have International Importance As

Habitats of Waterfowls’ (RAMSAR Agreement) which came into force after

published at the Official Journal numbered 21937 bear the date of 17/05/1994.

3. The areas those should be protected

a) The areas those have been ascertained as restricted districts as the areas

whose present characteristics will be protected at the Environmental Condition

Plans those is approved ( the areas whose natural character will be protected,

biogenetic reserve areas, geothermal areas etc. )

b) Agricultural Areas: The areas of agricultural development, irrigation areas,

the areas that it is possible to irrigate and the areas whose land use ability classes

are I, II, III and IV, the whole areas of I. and II. class and the areas of special crop

plantation where are used in agriculture depends on rain,

c) Wetlands: All of the waters, swamps, rushy those are natural or artificial,

permanent or temporary, whose waters are quiet or streamy, fresh, briny or salt,

those contain depths not exceeding 6 meters during the reflux period of ebb and

flood, those are important as being habitats of living creatures in the first instance

waterfowls, and the areas of well-watered marshy from these areas to black and

dry land as from the trend of the coastline ecologically,

d) Lakes, rivers, the areas of operating underground waters,

e) The areas those are important for scientific researches and/or habitats for

the species that are vanishing or likely to vanish and are endemic for our country,

the areas of biosphere reserves, biotypes, biogenetics reserve areas, the areas of

the geological and geomorphologic formations those have unique characteristics.



35

3. The alternatives of the Project and Its Place (the reasons of why that project technology and that project place are chosen) In recent years, in Istanbul and its surroundings within the scope of the several projects

towards to be metropolitan, projects aiming mitigating effects to environment, reducing

pollutions, and protect the ecological balance carry high importance. Thus, it is targeted to

develop the transportation infrastructure of Istanbul.

Since the project direction forms a part of a whole system no alternatives assessed during

site selection.



36

Results

In metropolitan cities all over the world, generally, efficiency of the railway systems are

measured and monitored considering the percentage of the railway transportation to total

transportation. According to the data of the last couple of years, these rates were; 60% for

Tokyo, 31% for New York, 22% for London, %25 for Paris while it was 3,6% in Istanbul

(Ref.:vi). These numbers clearly shows that, in Istanbul, considering the opportunities that

are supplied to the public in utilization of railways in daily transportation, there is a sharp

work load.

The work flow chart of the Kadıköy-Kartal Soft Railway Transportation system is

represented in Annex-7 of the report. As it is seen in the chart, the project is planned to be

operated in 28 months. This plan is prepared by the Eurasia Metro Group Joint Venture

which is the new contractor of the work.

This project, preliminary granted to Yapı Merkezi· Doğuş - Yüksel - Yenigün inşaat Joint

Venture by İETT (İstanbul Electric Trams and Tunnel Operations General Directorate that

owns the project in those days. The Project Desvription Folder which is prepared by the

mentioned group is approved by Istanbul Provincial Office of the Ministry of Environment

and Forestry (MoEF) on 22 July 2005.

Although there is no differences on the described “Kadıköy-Kartal Subway Completion,

Electro Mechanical Systems Supply, Montage and Operation”, the project description

folder is revised considering the following justifications:

1. The project’s ownership is transferred from İETT to IBB Division of

Transportation, Railway System Directorate.

2. The contractor group is decided to be Eurasia Subway Group Joint Venture by

IBB.

3. Small amendments in the project: In first phase a total of 17 stations was

planned. Yet, during this process the station which was planned to be built on the

ground, as a viaduct is excluded and the plan is revised to include 16 stations, all

underground.

vi http://www.marmaray.com.tr/genel_yolculuk_talepleri.htm



37

There is no difference in technical details of the project, direction, construction

technology, materials and equipments to be used.

The project is tendered to be parallel subway construction totally 21573 length. The

alignment which is 43,447 km tunnel alignment respectively divided as right alignment

21,694 km, left alignment 21,753 km as well as 16 subway station buildings construction 3

layover place and 5 turnout structure.

Tunnel Boring Machines (TBM) will be used during tunneling. These machined are the

group of hydraulic machines which are produced suitable to the ground conditions. TBM

excavates the ground via the special equipments placed in its in front, and in meantime

pushes itself forward.

All of the 16 stations will be underground. One of the stations is will be on the ground as a

viaduct because of the topographical conditions. Deeper excavation will be operated for

this purpose and excavation supporting system will be used. In this system, preliminary

stakes will be placed to the construction area. After that, excavation work will be done

step by step in conventional manner with anchorages in determined altitudes.

The construction will be completed in 30 months

Excavation amount is 950.000 m3 for tunnels, 550.000 m3 for stations and in total it will be

1.500.000 m3. 500.000 m3 of the total excavated materials which is 1.500.000 m3 will be

used as filling material. Thus, only 1.000.000 m3 excavation material will be transported

and disposed.

This project will be constructed underground. Depths between 25 and 50m are belong to

the Treasury and thus there is no ownership document for that. Also, the stations will be

constructed to the points which are generally used by the public. In existing situation in-

city roads are publicized roads and they are belonging to the Treasury. During

construction phase, it is intending to design without nationalization. Yet, if necessary, IBB

will proceed with the necessary steps.

Drinking water of construction will be supplied with demijohns.

During tunnel construction 1 m3/day water will be used to prevent dust.



38

All of the waste will be disposed in line with the Solid Waste Control Regulation (14 March

1991 / 20814). They will be collected in containers and delivered to the Municipal waste

disposal system.

Waste water occurred at the project will be disposed via the sewage system.

During excavations there will be four main dust source.

e) During excavations

f) During loading of the excavation material

g) During transportation

h) During unloading of the excavation material

There will be dust generation during tunnel excavation. Yet, these, will stay underground.

But, dust generation from transportation and unloading to the disposal area is calculated

to be 1 kg/hours. This stays under the limit value determined by the Industrial Sourced Air

Pollution Control Regulation

During the excavations the noise will be underground and it is not possible that the people

living around will be effected from the noise and vibration.

Yet, during open station excavations noise will be occurred. According to the calculations

expected level of noise will ensure the limit values of Assessment and Management of

Environmental Noise in 300 m. Below measures will be undertaken in order to mitigate

noise level.

Eurasia Subway Group J.V. undertakes and confirms that it will comply with the Labour

Law (4857) and other related Regulations during both the construction and operation.

Thus, occupational health and safety procedures have been prepared.

The Project site and its surroundings does not stay in any of the special areas

identified in the Annex-5 of the Environmental Impact Assessment Regulation of 16 December 2003 / 25318.

Since the project direction forms a part of a whole system no alternatives assessed during

site selection.



39

Eurasia Subway Group J.V. undertakes that it will act in compliance with the

following regulations in both construction and operation phases for this project:

• Control of Solid Waste (OJ Date: 14.3.1991 ; nr: 20814)

• Control of Medical Waste (OJ Date: 20.5.1993 ; nr: 21586)

• Environmental Inspection (OJ Date: 5.1.2002 ; nr: 24631)

• Environmental Impact Assessment (OJ Date: 16.12.2003 ; nr: 25318)

• Excavation Soil and Construction Waste (OJ Date: 18.3.2004 ; nr: 25406)

• Control of Vegetable Waste Oil (OJ Date: 19.4.2005 ; nr: 25791)

• Controlling Packaging and Packaging Waste (OJ Date: 30.7.2004 ; nr: 25538)

• Control of Used Batteries and Accumulators (OJ Date: 31.8.2004 ; nr: 25569)

• Control of Water Pollution (OJ Date: 31.12.2004 ; nr: 25687)

• Control of Air Pollution Resulting From Heating Activities (OJ Date: 13.1.2005 ;nr:

25699)

• Control of Soil Pollution (OJ Date: 31.5.2005 ; nr: 25831)

• Management and Assessment of Environmental Noise (OJ Date: 1.7.2005 ; nr:

25862)

• Water Products (OJ Date: 10.03.1995 ; nr: 22223)

• Control of Waste Oil (OJ Date: 21.01.2004 ; nr: 25353)

Considering the facts represented in this report, it is decided that the environmental

impacts of the project will not be significant if only Eurasia Subway Group J.V. complies to

its undertakings mentioned in this report.



40

Annexes: Annex-1 Flow Chart

Annex-2 Direction and cross cuttings of the line

Annex-3 Areas which are allowed to receive excavation wastes

Annex-4 City Plans

Annex-5 Seasonal Specifications

Annex-6 General Geological Specifications



41

References: /1/ The Ministry of Environment and Forestry Official Web Site www.cevreorman.gov.tr

/2/ ISTANBUL SUBWAY AND LIGHT RAILWAY TRASNPORTATIN SYSTEM OTOGAR-

BAĞCILAR HRS CONSTRUCTION AND ELECTRO-MECHANIC PROJECT Economic

and financial feasibility report,

/3/ Dust Constant İ.T.Ü. Air Pollution and control Symposium 15-16 March 1993.

/4/ Doç. Dr. Nevzat ÖZGÜVEN, Industrial Noise Control, The Chamber of Mechanical Engineers Publication



42

The Group That prepared The Project Identification File

Name Surname Emir Salman

Occupation Environmental Engineer

Cv Attached

Signature

Name Surname Gülşah Kazanç

Occupation Chemist

Cv Attached

Signature

Name Surname Engin Salman

Occupation Civil Engineer

Cv Attached

Signature



43

1 İş Planı 2 Hattın Güzergâhı ve Kesiti 3 Döküm İzinli Sahalar 4 İmar Planları 5 Mevsimsel Özellikler 6 Geological Cross Cuttings 7 İş Planı

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