ISTANBUL AIRPORT

ENVIRONMENTAL IMPACT ASSESSMENT REPORT

D A M L A K O LY İ Ğ İ T

20190307001

I N S T R U C T O R : A S S I S TA N T P R O F. D R . P I N A R K A R A K A Ş

SPRING 2023
Within the scope of the said project; The 3rd Airport Project of the Istanbul Region is planned to be built by
the Ministry of Transport, Maritime Affairs and Communications, General Directorate of Infrastructure
Investments, in Arnavutköy and Eyüp Districts on the European Side of Istanbul. Istanbul Region 3rd
Airport is included in the Airports with a runway length of 2,100 m and above.

The project area is located on a total area of 76,500,000 m2. According to the land uses of the project area,
6.172 hectares are forest, 1.180 hectares are mining and other uses, large and small temporary water bodies,
236 hectares of pastures, 60 hectares of dry farming, 2 hectares of heathland. Approximately 2.47% of the
project area is privately owned land.
 The dimensions of the runways planned to be built are as follows;

 1 unit of 4.100 m x 60 m

 4 units of 3.750 m x 60 m

 1 unit of 3.500 m x 60 m
Where and How the Filling Material is Procured, the Distance of the Quarries from which the
Filling Material will be Procured to the Project Area, the Ways Used While Transporting the
Filling Material to the Project Area

Within the scope of the Istanbul Region 3rd Airport project, which is planned to be built, it is not planned at
this stage to go to any construction and sea fill in the future from the coastline. However, level difference
arrangement, excavation, filling and concrete coating works will be carried out in the application construction
area of the Istanbul Region 3rd Airport project. There are large and small temporary puddles formed by the
filling of rain water in the pits formed as a result of the coal mine activities that have been going on for many
years in the project area. These puddles are not fed by any streams or permanent water sources. The highest
elevation in the topography is 160 m and the lowest is -37 m. Considering the filling construction for the PAT
fields of Istanbul 3rd Airport, which is planned to be built in 4 stages, according to the average elevation of
105 m, it is estimated that approximately 2.500.000.000 m3 of filling is needed according to the data obtained
from the General Directorate of Infrastructure Investments. All of the material to be used for filling purposes
within the scope of the project will be removed from the licensed mines with the decision of EIA Positive
and / or EIA Not Required, the excavation that will occur during the level difference adjustment works within
the project boundaries. The said filling materials will be used for closing the level difference caused by mining
activities and land arrangement works.
Evaluation of the Location and Technology Alternatives Selected for the Project and Indication
of the Reasons for the Selection of the Selected Location

When the Istanbul Region 3rd Airport project is considered in terms of capacity and ease of transportation,
the absence of another area in the Istanbul region to meet this capacity can be shown in the first place for
the selected location and technology. In addition, the fact that the expropriation cost for such a large land
within the scope of the planned project and the inability of Istanbul Atatürk Airport to meet the current
traffic can be shown as other reasons for the selection of the region.
Cost-Benefit Analysis for the Project

The infrastructure project cost of the planned Istanbul Region 3rd Airport project is 2.900.000.000 € =
6.757.000.000 TL (1 € = 2.33 TL) and expropriation costs are not included. Within the scope of the project
in question, a tender will be made with the build-operate-transfer model and financial resources will be
provided by the company that won the tender. Build-operate-transfer model; a public infrastructure
investment or service is financed by a private company and operated for a period determined by the public,
and the goods or services produced during this period are sold to public institutions in accordance with a
tariff mutually determined by the parties, and at the end of the period, the facilities that it operates have
been maintained, It can be defined as the transfer to the relevant public institution in full and functioning
condition. Therefore, the cost-benefit analysis of the project will be made by the investor company that won
the tender, and the time period in which the project will be transferred to the state will be determined
LOCATION OF THE PLACE SELECTED FOR THE PROJECT

This project to be built in Istanbul should not be considered as

a project that will only concern Arnavutköy and Eyüp districts
on the European side. The project in question is a project that
will not only concern Istanbul but also the whole of Turkey and
even the whole world. Therefore, the location chosen for the
project should be considered as Istanbul and the whole of
Türkiye. Being the locomotive of our country's economy,
Istanbul is Turkey's most populous, economically and culturally
most important city.

The city ranks 34th in the world in terms of economic size, and
ranks second in Europe, after Moscow, in terms of population,
according to the ranking made by considering the municipal
borders.
 Areas to be Protected According to Our Country's Legislation

 National Parks

 Wildlife Sanctuaries

 Cultural and Natural Assets

 Fisheries Law

 Water Pollution Control Regulation

 Sensitive Contamination Areas

 Special Environmental Protection Areas

 Bosphorus Law

 Forest Law

 Coastal Law

 Olive Breeding Law

 Pasture Law

 Wetland
Project Area and Its Neighborhood; Areas Required to be Protected in Accordance with
International Conventions To Which Our Country Is A Party
 Bern Convention

 Barcelona Convention

 Cultural Heritage and Natural Heritage

 Ramsar

 European Landscape Convention

CURRENT ENVIRONMENTAL CHARACTERISTICS OF THE PROJECT LOCATION AND IMPACT

Project Area and Its Surrounding Lakes, Streams and Aircraft

Approach Directions
12 km Diameter Project Area of Influence
SIGNIFICANT ENVIRONMENTAL IMPACTS OF THE PROJECT AND MEASURES TO BE TAKEN

Filling Techniques

Before the filling process is done, the filling process will be started after the surface cleaning, ground preparation and level
formation for the preparation of the filling area.

Surface cleaning: Trees, bushes, meadows, grass, vegetable wastes, garbage and other foreign materials will be completely
cleaned in all areas on which filling will be made, the vegetable soil on the surface will be scraped and filling will begin.
The vegetative soils that will emerge after the surface cleaning process can be used in the landscaping to be made within the
scope of the project. Vegetative soil will never be used as filling material.

Preparation of the Ground: Before starting the casting at the project site, the area where the casting will be made will be
loosened to a depth of 10-15 cm by processing the soil, excluding the rocky areas. Large pieces of stone or any undesirable
object that may prevent the foundation or screed from being compacted will be removed from the site.

Formation of Stages: Filling will be made in stages on a land with a natural slope steeper than 1.3. The soil that will come
out of the stages will be used in fillings if found suitable.
Construction Phase

Water use within the scope of the project

-Irrigation of transport routes in order to prevent dusting,

-As drinking and utility water for employees

The total transportation route within the scope of the project is 5 km. Irrigation will be done by spraying method in order to prevent dust
formation during transportation. Considering that 0.5 lt of water will be spent in order to prevent dust formation for 1 m2 area of irrigation
and it will be done 2 times a day; on average for irrigation purposes for the road route with a total length of 5 km and a width of 5 m;

5,000 x 5 = 25,000 m2

25.000 x 0.5 = 12.500 liters

12.500 x 2 = 25.000 liters

The amount of water to be spent is calculated as 25 tons/day for irrigation of the transportation road.
Operational Phase

Water use within the scope of the project

-Meeting the needs of the staff and passengers

- Routine cleaning of the airport

- Cleaning of aircraft and land vehicles

-Irrigation of green areas

The water needed during the operation phase will be supplied from the city network to be drawn to the area.
The daily water requirement for airport employees and passengers is 79,650 m3/day.

Since the amount of water required for airport cleaning and irrigation of green areas is variable, an estimated
amount is not given.
Impacts on Highways and Measures to
be Taken
The transportation of the personnel working during the
construction phase of the airport and the transportation of the
materials required for the project (filling, concrete, iron, etc.)
to the project area will have an impact on the current traffic
load. In this context, it is anticipated that 1.500 trucks (trucks
+ trailers + transmixers, etc.), 500 cars and 600 medium-
loaded commercial vehicles will enter and exit the project area
daily during the construction phase. It is planned that 1,500 of
the 2,000 trucks that will work within the scope of the project
will be used for material circulation, and the remaining 500
trucks will be used in land arrangement and filling works
without leaving the area. D010 Hasdal-Kemerburgaz Road and Project Area Traffic Load Map
Tayakadin-Ihsaniye highway will be used for transportation.
Impacts on Flora and Fauna during Construction and Operation and Measures to be Taken

Considering the vegetation period within the scope of the project, field work will be carried out in certain
periods. The flora species that are specific to the region and need to be protected will be determined in the
report, and their seeds will be collected and stored in the gene bank. The names and localities of the species
that should be kept in the gene bank will be specified, and they will be kept in the relevant Seed Gene
Banks.

As a result of the works to be carried out in the field by a team of experts before the construction, the
measures to be taken for the protection of the fauna species existing in the region will be determined and
implemented according to each species. Additional measures and recommendations to be taken as a result of
the work to be done will be followed.
Effects of Meteorological Conditions on Flight Safety and Ground Safety and Measures to be Taken

Aeronatic Meteorology Office, which will serve within the scope of the project; will perform the following
duties/functions to provide meteorological support of flights at airports;

1. Prepares necessary forecasts for flights at the airport, obtains observations and forecasts of other airports
(domestic-international).

2. Makes current weather observations and measurements,

3. Prepares, provides and briefs flight personnel and/or other flight-related personnel and units.

4. It satisfies other meteorological information needs of aviation users.

5. Keeps current meteorological information and products ready for display.

6. Continuously monitors the meteorological conditions at the airports where it is assigned to prepare its forecasts.
PUBLIC PARTICIPATION
CRITICISM

The facility has been put into practice, Istanbul Airport was opened on 29 October 2018.

Although there are good comments about the project in terms of its contribution to the country's economy,
there are also bad comments in terms of disrupting the ecological balance.

Istanbul Airport, which will serve 200 million passengers with the four phases to be completed, has a
position that can be pointed out in the world with its infrastructure and superstructure. When the condition
of the runways is examined in terms of aircraft size and characteristics, it is seen that they are designed to
serve 95 percent of the aircraft. The airport, which will be one of the largest in the world when completed,
will contribute to Turkey's transformation into an important center in aviation. It is understood that Istanbul
Airport will contribute to Turkey's geopolitics and foreign policy as well as its macroeconomic, social and
cultural effects. It is foreseen today that these effects and contributions will reach very important
dimensions.
CRITICISM

When we look at the negative reviews, the allegations about Istanbul Airport, which faced dozens of
problems from its construction to its opening and operation, come to the fore again from time to time. The
plane's slipping on the runway preparing to take off, the planes being diverted to other airports due to the
storm, the collapse of the taxiway, and finally the crash of the plane into a flock of birds brought up the
allegations about the airport again.

Ecologist Prof. Dr. Doğan Kantarcı said, “The land was an area with old coal pits. A solid construction base
could not be formed with the filling to be made. It was also necessary to wait for the filled filling to sit for a
long time. It takes many years for the filling to set. Slurry cannot be compressed with pressurized
compression. Retired pilot Bahadır Altan, who evaluated the airplanes to stay in taxi for a long time, said,
“The planes have to brake when going downhill in hot weather, especially when they are loaded. Because it
can't go above a certain speed. The wheels get hot as you brake. This could cause a fire in the landing gear.
The third airport will melt civil aviation like a black hole. An investment that will put you in a difficult
situation. It will go down in history as an evil done to Turkey.”
REFERENCES
REFERENCES

Istanbul Region 3rd Airport Final Eia Report,

https://cdn.teyit.org/wp-content/uploads/2019/08/nihai_ced_istanbul.pdf

https://kriterdergi.com/ekonomi/yuksekten-ucuran-proje-istanbul-havalimani

https://www.cumhuriyet.com.tr/haber/ulkeye-yapilan-buyuk-kotuluk-faciaya-ramak-var-1532513

https://taz.de/stanbul-Havaliman-Dosyas/!5586494/