Skip to Main Navigation
Work With Us
Work With Us
Owned by 186 member countries and consistently rated AAA/Aaa. IFC aims to achieve our mission of promoting development by providing debt and equity to the private sector, through a range of benchmark and bespoke products.
For Partners
For Investors
Environmental & Social Review Summary
Project Number
27309
Company Name
METROPOLITAN MUNICIPALITY OF ISTANBUL
Date ESRS Disclosed
Aug 5, 2008
Country
Turkiye
Region
Central Asia and Turkiye
Last Updated Date
Jun 3, 2021
Environmental Category
B - Limited
Status
Completed
Previous Events
Approved : Sep 11, 2008
Signed : Sep 25, 2008
Invested : Jul 3, 2009
Sector
Transit and Ground Passenger Transporation
Industry
Infrastructure
Department
Gbl Infrastructure & Natural Resources
Project Description
The proposed transaction is a EUR 50 million senior loan to Metropolitan Municipality of Istanbul (MMI) in Turkey to help finance a EUR 751 million investment for construction of Phase-2 (remaining civil works and electromechanical systems) of the 22 km long Kadikoy-Kartal metro rail line on the Anatolian (Asian) side of Istanbul, including 16 metro stations. The project will help reduce travel times and improve mobility along one of the most congested traffic corridors on the Anatolian side of Istanbul by providing a clean, safe and efficient mode of public transit. Daily ridership is projected to exceed 350,000.
Construction of Phase – 1 works (approximately 18 km of tunneling and concrete works) costing about $180 million is being implemented by IETT (Istanbul Electric Tramway and Tunnel Directorate) using its own resources. The construction contract for Phase-1 was awarded to a consortium of firms led by Yapi Merkezi in 2005 and is expected to be completed by April 2010.
Construction of Phase – 1 works (approximately 18 km of tunneling and concrete works) costing about $180 million is being implemented by IETT (Istanbul Electric Tramway and Tunnel Directorate) using its own resources. The construction contract for Phase-1 was awarded to a consortium of firms led by Yapi Merkezi in 2005 and is expected to be completed by April 2010.
Overview of IFC's Scope of Review
IFC’s review of the proposed investment consisted of a desk review of key documents related to environment, health, safety, labor, cultural property and social issues. The review was complemented by a field visit by IFC’s E&S specialists to the existing metro operations and the construction and maintenance sites of the Phase-1 of the Kadikoy-Kartal metro line, as well as visits to the proposed working sites and alignment for Phase-2.
IFC conducted interviews with managers and key technical specialists from the Metropolitan Municipality of Istanbul (MMI); Yuksel Proje (MMI’s engineering consulting firm); Istanbul Transportation Company (Istanbul Ulasim (IU)), and Astaldi S.p.A (Turkey Branch).
IFC conducted interviews with managers and key technical specialists from the Metropolitan Municipality of Istanbul (MMI); Yuksel Proje (MMI’s engineering consulting firm); Istanbul Transportation Company (Istanbul Ulasim (IU)), and Astaldi S.p.A (Turkey Branch).
E & S Project Categorization and Applicable Standard
IFC’s environmental and social due diligence indicates that the investment will have impacts which must be managed in a manner consistent with the following Performance Standards (PS):
- PS1: Social and Environmental Assessment and Management Systems
- PS2: Labor and Working Conditions
- PS3: Pollution Prevention and Abatement
- PS4: Community Health, Safety and Security
- PS5: Land Acquisition and Involuntary Resettlement
- PS8: Cultural Heritage
Since there are no protected natural habitats or recognized indigenous communities located in the direct area of influence of the project, PS6: Biodiversity Conservation & Sustainable Natural Resources Management and PS7: Indigenous Peoples do not apply for the purpose of IFC’s review of this project.
- PS1: Social and Environmental Assessment and Management Systems
- PS2: Labor and Working Conditions
- PS3: Pollution Prevention and Abatement
- PS4: Community Health, Safety and Security
- PS5: Land Acquisition and Involuntary Resettlement
- PS8: Cultural Heritage
Since there are no protected natural habitats or recognized indigenous communities located in the direct area of influence of the project, PS6: Biodiversity Conservation & Sustainable Natural Resources Management and PS7: Indigenous Peoples do not apply for the purpose of IFC’s review of this project.
This project is categorized as B. The project is expected to have largely positive environmental and social impacts as it will provide a clean mass transport alternative that will help alleviate road congestion and reduce the projected growth in fossil fuel-based mass transport. Since the new metro line will be located beneath an existing highway in an urban setting and a limited number of above-ground facilities will be constructed for its operation, impacts common in this type of projects such as resettlement have been minimized. The remaining limited number of additional environmental and social impacts that may result can be avoided or mitigated by adhering to generally recognized performance standards, guidelines, or design criteria.
Environmental and Social Mitigation Measures
The MMI has been involved in the successful construction of similar underground metro line projects in recent years and has developed proven technical requirements and supervision procedures to ensure that construction contractors abide by internationally recognized EHS standards. Additionally, the MMI has been developing procedures to comply with the World Bank’s safeguards for other type of urban infrastructure projects. The operator of the transport system -the Istanbul Transportation Company (Istanbul Ulasim (IU))- has in place adequate management systems to effectively mitigating potential impacts from on-going operations.
Key among the most relevant prevention and mitigation measures during construction and operation are: minimization of water and energy consumption and emissions, improved tunneling safety, appropriated waste management including disposal of excavation spoils, and adoption of life and fire safety measures. The IMM has presented procedures and plans to address these impacts and other requirements, and will, upon implementation of specific agreed measures, comply with the IFC Performance Standards on Social and Environmental Sustainability.
- PS1: Social and Environmental Assessment and Management Systems
Environmental and Social Assessment:
A Project Presentation File (PPF) was completed in May 2005 by Dokay Engineering and Consulting, Ltd, a reputable engineering consulting firm in Turkey, under contract by the Metropolitan Municipality of Istanbul (MMI) in order to comply with Turkish environmental permitting requirements. The PPF contains a limited evaluation of potential environmental impacts and descriptions of mitigation measures of the physical environment including issues such as land use, water and energy consumption, wastes, and emissions during the construction and operational phases. The PPF complemented previous on-going studies of traffic patterns and increased demand for efficient and environmentally friendly mass transport alternatives to help alleviate road congestion and reduce the projected growth in fossil-based mass transport as part of the preparation of the City of Istanbul’s Transport Master Plan.
The project’s technical feasibility studies further included extensive baseline geotechnical assessments to help define and select safe construction methods and to incorporate seismic and other operational safety issues into the project design. The feasibility assessments also included detailed land use surveys along the proposed project corridor, including structural surveys of existing building structures located above the tunnel and consideration of the potential need to purchase private land. During the planning phase of the proposed project, MMI’s Railway Systems Department reviewed potential operational phase risks and ensured that the project specifications considered such aspects as public safety (including seismic / structural and fire safety issues) and environment (energy consumption). These considerations were then included into the project’s technical specifications.
Management Program:
The Main Contract for Phase-2 (the “Kadiköy-Kartal Metro Completion Construction and Electromechanical Systems Supply, Assembling and Commissioning Works”) was signed between the Istanbul Metropolitan Municipality, Head of Transportation Department, Rail System Directorate and the Avrasya Metro Grubu, a joint venture consortium led made of three construction companies: Astaldi, Makyol, and Gülermak. During the construction phase, Astaldi S.p.A. (Turkey Branch), the joint venture’s leader, will apply its corporate integrated quality and environmental, health, and safety management program which is designed to meet the International Standards Organization (ISO) 9001, ISO 14001, and OHSAS 18001 requirements. The integrated framework contains clearly articulated objectives, strategies, assignment of responsibilities, supervision and audit programs, management plans (including specific plans on environmental, occupational health and safety, and human resource management), operational procedures, and a feedback mechanism for the review and modification of project specific plans. Astaldi’s Quality, Safety, and Environmental Manual (QSEM) will be reviewed and approved by the MMI’s engineering consulting firm, Yuksel Proje, for consistency with the project’s environmental and social requirements.
During the operational phase, the Kadikoy – Kartal line will be part of the Istanbul Transportation Company’s (Istanbul Ulasim (IU)) operated public transport system. IU will apply its established integrated quality, environmental, health and safety (EHS) management system which has received ISO 9001, ISO 14001 and OHSAS 18001 certification since 2006. IU has established an environmental and social management program that aims to incorporate a series of functional elements and tools into the implementation of its environmental and social policy during its operation and maintenance activities. IU’s program includes clearly articulated mission, vision, strategies, policies, and an integrated system manual further supported by a detailed set of strategic and operational environmental, health, and safety (EHS) programs and procedures.
Organization:
During the construction phase of the project, the MMI has assigned environmental and social program management responsibilities to the consulting engineering firm Yuksel Proje who also has overall construction management and quality assurance/control responsibilities. Yuksel Proje is operationally responsible for oversight and quality control aspects including general contractor and subcontractor performance in environmental, labor, health and safety areas. Construction contractors are required to have an occupational, health, and safety (OHS) Manager that will report directly to the contractors’ construction project manager. The OHS manager will be supported by an OHS engineer and a Traffic Management Engineer who will split primary responsibilities for the implementation of occupational and traffic safety plans and procedures for the project. Currently, Yuksel Proje has 14 full time construction site inspectors (and up to 30 expected during peak construction period), assigned responsibility of overseen contractors’ performance and reporting directly to the Yuksel Proje’s project manager.
During the operational phase, IU’s dedicated EHS management team will supervise the environmental and occupational health and safety aspects of the project. The team is currently staffed by five full time specialists who will have primary responsibilities for the implementation of IU’s EHS requirements including monitoring and reporting on the performance on its own operation and maintenance personnel against relevant policies and procedures included in IU’s integrated quality, environmental, health and safety (EHS) management system. IU will also continue to apply its corporate procedures and protocols related to working with contractors, assuring the compliance of employees and contractors with company standards. As part of the ISO 14000 certification process IU will evaluate the overall capacity of the EHS management team in light of increased demands due to current ongoing expansion of the metro system and ensure that these responsibilities will be met through additional hires and/or support from external consultants etc.
Training:
During the construction phase, contractors will implement an initial training plan during the project startup period in 2008 prepared by Astaldi. The project start-up training plan is intended to train key project management personnel, including project OHS Committee Members, Site Section Chiefs, and Site Engineers, among others, on key aspects of the company’s OHSAS 180001 management system as well as project orientation training applicable to all hired workers. Contractors will prepare a detailed on-going training program consistent with the training program approach outlined in Astaldi’s QSEM - Human Resources Management Plan. These training requirements will be applicable to the joint venture’s own employees and those of its subcontractors the latter being clearly addressed through the legal agreements. New direct employees and subcontractors will be required to understand the occupational hazards associated with their assigned responsibilities and other relevant aspects of the project’s QSEM. Induction and on-going training activities will include project kick-off meetings conducted by experienced professionals responsible for OHS matters and daily tool-box meetings conducted by OHS and construction team supervisors as described on the QSEM.
During the operational phase of the project, IU will continue to train its employees on its corporate EHS standards and procedures which include aspects relevant to the occupational hazards of project operations including occupational health and safety (including specific aspects such as electrical safety), environment (including specific aspects such as air quality monitoring programs in the tunnels and maintenance areas), and public safety (including specific aspects such as emergency preparedness and response), extending its application to the new line.
Monitoring:
During the construction phase, the project will be continually supervised and audited by the contractors’ OHS supervisors and engineers as well as by an independent OHS supervisor appointed by the MMI’s consulting engineer Yuksel Proje. On-going inspections and periodic audits will have the objective of evaluating contractor and subcontractor performance with respect to the contractors’ QSEM, specifically regarding the proper implementation of health and safety plans and procedures. The QSEM for the Project will also include monitoring of the working environment including noise and air quality in tunnels and work areas and monitoring of workers’ health (such as through entry and exit medical exams) as described in the QSEM. The monitoring program during the construction phase will further address relevant environmental aspects such as noise and vibration, excavated materials and construction site waste generation and management (including waste storage and disposal practices at the construction materials storage yards), water and wastewater management, and energy consumption. The consulting engineer, the contractors, and the MMI will meet on a weekly to monthly basis during the construction phase to discuss the results of the evaluation and to modify the implementation program if required to address identified problems.
The consulting engineer will review its current auditing procedures to ensure that such aspects as problems with the hazardous waste storage practices at the Phase-1 Kartal construction yard can be identified and corrected in a timely manner.
During the operational phase of the project, IU will continue to implement its corporate monitoring procedures which include aspects relevant to occupational hazards, environment, and public safety extending its application to the new metro line.
Reporting:
During the construction phase of the project, contractors will generate internal reports about the results of their environmental, health, and safety monitoring activities and present them to Yuksel Proje. Yuksel will prepare monthly reports for the MMI consolidating the information presented by the construction contractors and the results of its own independent audits and monitoring activities. The consolidated reports will include a summary of the EHS monitoring information and highlight any discrepancies encountered between the information provided by the contractors and the audits of the consulting engineer as well as whether the corrective actions applied are appropriate in the opinion of the consulting engineer and the MMI.
During the operational phase, UI will incorporate the results of monitoring activities associated with the project into the internal and external reporting requirements which include those activities addressed in its environmental, health and safety monitoring programs
- PS2: Labor and Working Conditions
Human Resource Policy and Management:
Currently the project employs approximately 600 workers and it is estimated that it will employ up to 1,500 workers during peak of construction. All workers are expected to be Turkish except for few technical positions that could be occupied by foreign specialists. The number of permanent local jobs expected during the operational phase of the new line is projected to be 600.
Turkey has ratified the core ILO Conventions on freedom of association, discrimination, child labor and forced labor. The contractor’s labor practices for its direct and contracted workforce are designed to be aligned with Turkish law, which is generally consistent with PS2 requirements. Normal working hours are 24 hours per day based on a 3-shift-working schedule. The contractor’s management has an “open door” policy and the relevant management personnel at the construction site level will be responsible of addressing concerns by employees.
Yuksel Proje, as part of its project supervision activities, will also supervises labor issues related to timely payment to workers, social security coverage, provision of protective equipment, and will also constitute an additional channel for grievance redress for employees. Turkish labor authorities provide supervision in the form of labor and OHS inspections based on claims and incidents.
Occupational Health and Safety:
During the construction phase, contractors will be required to follow Astaldi’s Occupational Health and Safety (OHS) Management procedure which address the continuous identification of dangerous conditions, evaluation of associated risks, and implementation of control measures. Contractors are required to train employees in understanding workplace risks and their prevention and control, including the use of personal protective equipment (PPE), hazardous materials handling, and emergency response. Contractor will have a first aid doctor, nurse, and ambulance available for use at all times during the construction phase as part of its emergency preparedness and response plans. Activities will be routinely monitored, inspected, and audited by the consulting engineer. Incidents and accidents will be investigated according to a documented procedure so that steps can be taken to prevent reoccurrence.
Tunneling and the associated potential for cave-ins is perhaps amongst the most significant occupational hazards associated with the project construction activities. Other significant hazards include the use of high capacity hoisting equipment and provisional electrical power installations. Astaldi’s construction OHS procedures will be updated to include specific sections on tunneling safety, including emergency rescue procedures for underground workings, use of explosives, as well as crane/lifting equipment safety. Tunneling safety has already been extensively considered through the geotechnical investigations conducted as part of the baseline assessments resulting in the selection and use of specialized tunneling equipment such as the Double Shield TBM for hard rock sections and EPBM for tunneling through unconsolidated materials, for the majority of the work. These selected tunneling methods allow for the safe, continuous, tunneling and installation of prefabricated tunnel lining sections, minimizing or eliminating the potential for tunnel cave-ins. Traditional tunneling methods such as the New Austrian Tunneling Method (NATM) (which include the use of explosive charges in rock sections) will be used in the construction of underground passenger stations and construction access shafts following internationally recognized underground excavation safety standards following a documented procedure.
Project construction activities will include the operation of a new construction worker camp that will house up to 600 migrant workers as well as the continued operation of existing construction camps housing approximately an additional 100 workers. Contractors will document that the camps’ housing quarters are designed and operated according to internationally accepted health and safety standards, including such aspects as the number of occupants per room, number of sanitary facilities per worker, ventilation and temperature requirements to provide the required comfort and prevent the transmission of respiratory diseases, and similar design criteria applicable to the eating and recreational installations of the camp.
During the operational phase, IU will extent the application of its established OHS management program, plans and procedures, including contractor management procedures, into the operational and maintenance activities of the new line and new railroad maintenance yard. IU’s OHS management program includes procedures for the management of relevant occupational hazards including electrical safety, machine safety, moving equipment safety, and industrial hygiene issues such as noise and air quality, among others.
- PS3: Pollution Prevention and Abatement
Pollution Prevention, Resource Conservation, Energy Efficiency:
During the construction phase, the project will utilize significant amounts of water for tunneling machine operation and workers consumption (hygiene, etc). Estimated consumption for the tunneling system operation in the remaining portion of the Kadikoy – Kartal is expected to be 3600 m3/day by TBMs and 3300 m3/day by NATM. For concrete production it is estimated to be will be of 2-300 m3/day. According to the PPF, water utilization from worker consumption will be approximately 90 m3 per day assuming an average of 600 workers during the project construction phase (although up to 1,500 workers are estimated during the peak construction phase). Water needs will be provided by the public water network served by Istanbul’s Water and Sewerage Authority without compromising the availability of water for the local population.
Wastewater discharges from sanitary facilities and from dewatering of tunneling operations will be discharged into the public sewerage network following applicable regulations and under conditions permitted by the Sewerage Authority.
Electric energy consumed by the tunneling systems and construction camps will be supplied by the electric grid and there are not expected to be any on-site sources of permanent power generation during the construction and operational phases.
Project technical specifications include new, state of the art, energy efficient electrical systems such as trains, electrical escalators, and lighting systems that will utilize the most energy efficient options available in the market. Additionally, IU will extent the implementation of its energy monitoring and management program into the operation of the new metro facilities.
IU will extend the application of its air quality monitoring program in stations to address the potential presence of particulate matter emanating from train operations (wear of wheels and brake linings), introduced by passengers, and introduced into tunnels and stations by maintenance and remodeling activities. The information being gathered through the on-going monitoring programs will be used to evaluate and implement dust emissions prevention and control strategies at new and existing facilities.
Waste:
The most significant non-hazardous solid waste to be generated during the construction phase is the tunneling excavation spoils consisting of crushed rock or unconsolidated materials mixed with drilling bentonite grout, drilling foams, and water. This material is brought to the surface and allowed to dry before it is distributed for road construction base material (if consisting of crushed rock) sent to approved landfills for use as daily cover. Construction and demolition materials will be segregated to recover potentially recyclable materials such as metals.
Other types of non-hazardous solid waste generated during the construction and operational phase of the project includes general food or cleaning wastes that are collected by the public waste management services for disposal at the municipal landfills.
Hazardous Materials:
During the construction phase of the project, some of the heavy earth moving and transport equipment will require the use of gasoline and diesel fuel which will be stored in portable, skid-mounted, fuel oil storage tanks with secondary spill containment basins. All construction sites and construction storage yards will be equipped with spill containment and clean up kits and will provide the training necessary for their effective deployment. Materials such as asbestos, PCBs and CFCs, will be avoided in the construction of new facilities as specified in the project technical specifications as, for example, with the selection of R410A refrigerant for the air conditioning systems of the new installations.
Construction and operational activities will generate potentially hazardous wastes, such as waste oil or used cleaning solvents from equipment maintenance and repair activities. These materials will be temporarily stored in closed containers made of materials compatible with the contents and placed in specially designated areas with secondary containment and protection from the weather (consistent with the Hazardous Materials Storage section of the World Bank Group’s General EHS Guidelines) until such time as they can be transported and managed by a specialized, licensed, contractor in an environmentally sound manner.
Greenhouse Gas Emissions:
Although the project construction phase will entail the consumption of fuel oil for the operation of heavy equipment, the project will have an overall significant positive contribution toward the avoidance or reduction of fossil-fuel derived GHGs during the operational phase. Current estimates project a substantial growth bus and minibus transit along the Kadikoy-Kartal corridor unless the new metro system is built. Currently there are about 22,000 buses and 30,000 minibuses operating in this region with projections to grow to a total of 80,000 buses and minibuses by 2030 unless the metro system extension is constructed.
- PS4: Community Health, Safety and Security
Infrastructure and Equipment Safety:
Contractual requirements for the construction phase include specifications to protect the safety of the public potential affected by the presence of construction sites in an urban area and by the increase in truck traffic for the delivery of construction labor and materials and removal of excavation and tunneling spoils. Specifications included in the construction contracts include requirements for site access controls such as temporary fences and gates, site access guards, and warning signs to protect pedestrians and traffic potentially affected by construction works or traffic rerouting.
Construction activities will follow site-specific traffic safety management plans designed to prevent traffic accidents. When necessary, the MMI, working in concert with contractors and the engineering consultants, will plan for traffic pattern changes and advertise them in local mass media and through the MMI’s website. Additionally, the majority of heavy equipment and materials transport activities to and from the construction sites will be conducted at nighttime or during times that avoid peak traffic hours in order to minimize the risk of accidents and exacerbation of traffic.
Project infrastructure, including underground tunnels and stations, has been designed to meet internationally recognized standards for underground structural integrity. Project construction specifications include a rigorous quality assurance program including on-going testing for concrete mix quality, steel materials quality, and on-going geotechnical monitoring during tunneling. Life and fire safety design specifications have been based on the US National Fire Prevention Association standard NFPA-13-2002. Life and fire safety design standards also include:
- special provisions for such aspects as use of fire proof and fire retardant materials for train equipment;
- escape routes and emergency exists;
- access for emergency services;
- fire resistance of structures and equipment;
- emergency lighting; emergency ventilation; and
- emergency communications systems, among others.
As the project area is classified as a high-risk earthquake zone (Earthquake Region Class 1), an earthquake analysis has been conducted by Bosphorus University and other technical institutes and the Most Probably Earthquake risk incorporated into the project structural design.
Safety specifications for electromechanical equipment include a collision avoidance system for trains, emergency alarms and communications systems in the trains and passengers stations and intruder protection alarms in access limited areas representing potential hazards (such as electrical installations in passenger stations). New stations will also provide safety communication information in the trains such as instructions for passengers on proper evacuation routes from tunnels.
Environmental and Natural Resource Issues:
Tunneling and underground excavation activities can potentially increase the risk of land subsidence or cave-ins, posing a hazard to the structural integrity of civil works such as roads and bridges and other types of building structures, including residential structures, located on the land surface. In order to prevent these types of hazards during the construction and operational phase, the project design has considered tunneling alternatives and selected the methods least likely to results in land subsidence due to changes in subsoil geotechnical stability or cave-ins. These methods consist of the Double Shield TBM for tunneling through hard rock sections and EPBM for tunneling through unconsolidated materials as described in the OHS section above.
The use of measured explosive charges for the construction of project sections using traditional excavation methods has also taken into account the geotechnical stability and the need to prevent damage to surface structures. Project feasibility studies have included detailed surveys of the structural integrity and condition of aboveground building structures, including identification of structures with underground levels. This information has been used to select the most appropriate tunneling methods to help prevent damage to building structures as described in previous sections.
Community Health (exposure to disease):
During the operational phase, IU will extend the ongoing implementation of its railway hygiene program consisting in the weekly disinfection of underground metro surfaces, escalators, elevators, and stations. This program is intended to minimize the transmission of microbial or viral diseases through the spraying of surfaces frequently touched by passengers (escalator handrails, metro holding bars, etc) with disinfectants.
Emergency Preparedness and Response:
During the construction phase, the project contractors will prepare and implement an Emergency Preparedness and Response plan that is primarily intended to address occupational hazards associated with tunneling and other construction activities but which also covers emergencies associated with traffic accidents or environmental matters. Emergency management procedures are identified in Astaldi’s QSEM. Project design standards also include considerations for the prevention and response to emergencies during the operational phase as described above in the Infrastructure and Equipment Safety section.
Security Personnel Requirements:
Unarmed contracted guards who monitor and control the entrance and egress of persons and equipment from the construction sites and construction yards primarily control construction site access. During the operational phase, IU will extend the implementation of its existing security program to the new installations. IU’s security program includes the use of lightly armed and unarmed guards and an integrated security system with access control to stations (including security checks of packages at the entrances of all stations), video surveillance and recording in the stations and trains, and intruder protection alarms in access limited areas.
- PS5: Land Acquisition and Involuntary Resettlement
The new line will be constructed under the existing D100 highway and its right-of-way. This alignment was selected in part to avoid impacts such as changes in present land use, land acquisition, relocation of population, or disrupt economic activities. The only above-ground facilities to be built for the project are the 16 passenger station access shafts, the maintenance depot (nine hectares) and the workshop area (one hectare). All facilities will be built on un-habited public lands.
The construction of the maintenance depot and the workshop may require the acquisition of small portions of surrounding properties. To manage this and other potential land acquisitions, the IMM will follow the guidelines described in the Land Acquisition and Resettlement Framework prepared based on Turkish law and procedures (which are generally aligned with IFC’s PS5 requirements) previously agreed for the Istanbul Municipal Infrastructure project financed by the World Bank. The Framework describes the principles and objectives governing land acquisition and resettlement, the consultation process to be conducted, and the entitlement and compensation criteria for various categories of affected people.
- PS8: Cultural Heritage
In order to address any potential risk associated to cultural heritage, the IMM conducted a baseline assessment of possible archeological resources for the construction sites of the access shafts and passenger station areas, particularly in Kurdakoy. The construction of the tunnels are expected to pose low risk of affecting cultural heritage since they will be build in bedrock zone or below depth of feasible archeological resource location.
Cultural heritage issues related to construction activities in Istanbul are reviewed by various authorities prior to initiating earthworks and are required to comply with Turkish laws and regulations relating to cultural heritage, which are generally consistent with PS8 requirements. In the event of a chance find of a cultural heritage object during earthworks, work stops and the Ministry of Culture and Tourism is informed, which sends an expert to provide direction on how to proceed with the activity to ensure dully protection and rescue of the object if necessary.
Key among the most relevant prevention and mitigation measures during construction and operation are: minimization of water and energy consumption and emissions, improved tunneling safety, appropriated waste management including disposal of excavation spoils, and adoption of life and fire safety measures. The IMM has presented procedures and plans to address these impacts and other requirements, and will, upon implementation of specific agreed measures, comply with the IFC Performance Standards on Social and Environmental Sustainability.
- PS1: Social and Environmental Assessment and Management Systems
Environmental and Social Assessment:
A Project Presentation File (PPF) was completed in May 2005 by Dokay Engineering and Consulting, Ltd, a reputable engineering consulting firm in Turkey, under contract by the Metropolitan Municipality of Istanbul (MMI) in order to comply with Turkish environmental permitting requirements. The PPF contains a limited evaluation of potential environmental impacts and descriptions of mitigation measures of the physical environment including issues such as land use, water and energy consumption, wastes, and emissions during the construction and operational phases. The PPF complemented previous on-going studies of traffic patterns and increased demand for efficient and environmentally friendly mass transport alternatives to help alleviate road congestion and reduce the projected growth in fossil-based mass transport as part of the preparation of the City of Istanbul’s Transport Master Plan.
The project’s technical feasibility studies further included extensive baseline geotechnical assessments to help define and select safe construction methods and to incorporate seismic and other operational safety issues into the project design. The feasibility assessments also included detailed land use surveys along the proposed project corridor, including structural surveys of existing building structures located above the tunnel and consideration of the potential need to purchase private land. During the planning phase of the proposed project, MMI’s Railway Systems Department reviewed potential operational phase risks and ensured that the project specifications considered such aspects as public safety (including seismic / structural and fire safety issues) and environment (energy consumption). These considerations were then included into the project’s technical specifications.
Management Program:
The Main Contract for Phase-2 (the “Kadiköy-Kartal Metro Completion Construction and Electromechanical Systems Supply, Assembling and Commissioning Works”) was signed between the Istanbul Metropolitan Municipality, Head of Transportation Department, Rail System Directorate and the Avrasya Metro Grubu, a joint venture consortium led made of three construction companies: Astaldi, Makyol, and Gülermak. During the construction phase, Astaldi S.p.A. (Turkey Branch), the joint venture’s leader, will apply its corporate integrated quality and environmental, health, and safety management program which is designed to meet the International Standards Organization (ISO) 9001, ISO 14001, and OHSAS 18001 requirements. The integrated framework contains clearly articulated objectives, strategies, assignment of responsibilities, supervision and audit programs, management plans (including specific plans on environmental, occupational health and safety, and human resource management), operational procedures, and a feedback mechanism for the review and modification of project specific plans. Astaldi’s Quality, Safety, and Environmental Manual (QSEM) will be reviewed and approved by the MMI’s engineering consulting firm, Yuksel Proje, for consistency with the project’s environmental and social requirements.
During the operational phase, the Kadikoy – Kartal line will be part of the Istanbul Transportation Company’s (Istanbul Ulasim (IU)) operated public transport system. IU will apply its established integrated quality, environmental, health and safety (EHS) management system which has received ISO 9001, ISO 14001 and OHSAS 18001 certification since 2006. IU has established an environmental and social management program that aims to incorporate a series of functional elements and tools into the implementation of its environmental and social policy during its operation and maintenance activities. IU’s program includes clearly articulated mission, vision, strategies, policies, and an integrated system manual further supported by a detailed set of strategic and operational environmental, health, and safety (EHS) programs and procedures.
Organization:
During the construction phase of the project, the MMI has assigned environmental and social program management responsibilities to the consulting engineering firm Yuksel Proje who also has overall construction management and quality assurance/control responsibilities. Yuksel Proje is operationally responsible for oversight and quality control aspects including general contractor and subcontractor performance in environmental, labor, health and safety areas. Construction contractors are required to have an occupational, health, and safety (OHS) Manager that will report directly to the contractors’ construction project manager. The OHS manager will be supported by an OHS engineer and a Traffic Management Engineer who will split primary responsibilities for the implementation of occupational and traffic safety plans and procedures for the project. Currently, Yuksel Proje has 14 full time construction site inspectors (and up to 30 expected during peak construction period), assigned responsibility of overseen contractors’ performance and reporting directly to the Yuksel Proje’s project manager.
During the operational phase, IU’s dedicated EHS management team will supervise the environmental and occupational health and safety aspects of the project. The team is currently staffed by five full time specialists who will have primary responsibilities for the implementation of IU’s EHS requirements including monitoring and reporting on the performance on its own operation and maintenance personnel against relevant policies and procedures included in IU’s integrated quality, environmental, health and safety (EHS) management system. IU will also continue to apply its corporate procedures and protocols related to working with contractors, assuring the compliance of employees and contractors with company standards. As part of the ISO 14000 certification process IU will evaluate the overall capacity of the EHS management team in light of increased demands due to current ongoing expansion of the metro system and ensure that these responsibilities will be met through additional hires and/or support from external consultants etc.
Training:
During the construction phase, contractors will implement an initial training plan during the project startup period in 2008 prepared by Astaldi. The project start-up training plan is intended to train key project management personnel, including project OHS Committee Members, Site Section Chiefs, and Site Engineers, among others, on key aspects of the company’s OHSAS 180001 management system as well as project orientation training applicable to all hired workers. Contractors will prepare a detailed on-going training program consistent with the training program approach outlined in Astaldi’s QSEM - Human Resources Management Plan. These training requirements will be applicable to the joint venture’s own employees and those of its subcontractors the latter being clearly addressed through the legal agreements. New direct employees and subcontractors will be required to understand the occupational hazards associated with their assigned responsibilities and other relevant aspects of the project’s QSEM. Induction and on-going training activities will include project kick-off meetings conducted by experienced professionals responsible for OHS matters and daily tool-box meetings conducted by OHS and construction team supervisors as described on the QSEM.
During the operational phase of the project, IU will continue to train its employees on its corporate EHS standards and procedures which include aspects relevant to the occupational hazards of project operations including occupational health and safety (including specific aspects such as electrical safety), environment (including specific aspects such as air quality monitoring programs in the tunnels and maintenance areas), and public safety (including specific aspects such as emergency preparedness and response), extending its application to the new line.
Monitoring:
During the construction phase, the project will be continually supervised and audited by the contractors’ OHS supervisors and engineers as well as by an independent OHS supervisor appointed by the MMI’s consulting engineer Yuksel Proje. On-going inspections and periodic audits will have the objective of evaluating contractor and subcontractor performance with respect to the contractors’ QSEM, specifically regarding the proper implementation of health and safety plans and procedures. The QSEM for the Project will also include monitoring of the working environment including noise and air quality in tunnels and work areas and monitoring of workers’ health (such as through entry and exit medical exams) as described in the QSEM. The monitoring program during the construction phase will further address relevant environmental aspects such as noise and vibration, excavated materials and construction site waste generation and management (including waste storage and disposal practices at the construction materials storage yards), water and wastewater management, and energy consumption. The consulting engineer, the contractors, and the MMI will meet on a weekly to monthly basis during the construction phase to discuss the results of the evaluation and to modify the implementation program if required to address identified problems.
The consulting engineer will review its current auditing procedures to ensure that such aspects as problems with the hazardous waste storage practices at the Phase-1 Kartal construction yard can be identified and corrected in a timely manner.
During the operational phase of the project, IU will continue to implement its corporate monitoring procedures which include aspects relevant to occupational hazards, environment, and public safety extending its application to the new metro line.
Reporting:
During the construction phase of the project, contractors will generate internal reports about the results of their environmental, health, and safety monitoring activities and present them to Yuksel Proje. Yuksel will prepare monthly reports for the MMI consolidating the information presented by the construction contractors and the results of its own independent audits and monitoring activities. The consolidated reports will include a summary of the EHS monitoring information and highlight any discrepancies encountered between the information provided by the contractors and the audits of the consulting engineer as well as whether the corrective actions applied are appropriate in the opinion of the consulting engineer and the MMI.
During the operational phase, UI will incorporate the results of monitoring activities associated with the project into the internal and external reporting requirements which include those activities addressed in its environmental, health and safety monitoring programs
- PS2: Labor and Working Conditions
Human Resource Policy and Management:
Currently the project employs approximately 600 workers and it is estimated that it will employ up to 1,500 workers during peak of construction. All workers are expected to be Turkish except for few technical positions that could be occupied by foreign specialists. The number of permanent local jobs expected during the operational phase of the new line is projected to be 600.
Turkey has ratified the core ILO Conventions on freedom of association, discrimination, child labor and forced labor. The contractor’s labor practices for its direct and contracted workforce are designed to be aligned with Turkish law, which is generally consistent with PS2 requirements. Normal working hours are 24 hours per day based on a 3-shift-working schedule. The contractor’s management has an “open door” policy and the relevant management personnel at the construction site level will be responsible of addressing concerns by employees.
Yuksel Proje, as part of its project supervision activities, will also supervises labor issues related to timely payment to workers, social security coverage, provision of protective equipment, and will also constitute an additional channel for grievance redress for employees. Turkish labor authorities provide supervision in the form of labor and OHS inspections based on claims and incidents.
Occupational Health and Safety:
During the construction phase, contractors will be required to follow Astaldi’s Occupational Health and Safety (OHS) Management procedure which address the continuous identification of dangerous conditions, evaluation of associated risks, and implementation of control measures. Contractors are required to train employees in understanding workplace risks and their prevention and control, including the use of personal protective equipment (PPE), hazardous materials handling, and emergency response. Contractor will have a first aid doctor, nurse, and ambulance available for use at all times during the construction phase as part of its emergency preparedness and response plans. Activities will be routinely monitored, inspected, and audited by the consulting engineer. Incidents and accidents will be investigated according to a documented procedure so that steps can be taken to prevent reoccurrence.
Tunneling and the associated potential for cave-ins is perhaps amongst the most significant occupational hazards associated with the project construction activities. Other significant hazards include the use of high capacity hoisting equipment and provisional electrical power installations. Astaldi’s construction OHS procedures will be updated to include specific sections on tunneling safety, including emergency rescue procedures for underground workings, use of explosives, as well as crane/lifting equipment safety. Tunneling safety has already been extensively considered through the geotechnical investigations conducted as part of the baseline assessments resulting in the selection and use of specialized tunneling equipment such as the Double Shield TBM for hard rock sections and EPBM for tunneling through unconsolidated materials, for the majority of the work. These selected tunneling methods allow for the safe, continuous, tunneling and installation of prefabricated tunnel lining sections, minimizing or eliminating the potential for tunnel cave-ins. Traditional tunneling methods such as the New Austrian Tunneling Method (NATM) (which include the use of explosive charges in rock sections) will be used in the construction of underground passenger stations and construction access shafts following internationally recognized underground excavation safety standards following a documented procedure.
Project construction activities will include the operation of a new construction worker camp that will house up to 600 migrant workers as well as the continued operation of existing construction camps housing approximately an additional 100 workers. Contractors will document that the camps’ housing quarters are designed and operated according to internationally accepted health and safety standards, including such aspects as the number of occupants per room, number of sanitary facilities per worker, ventilation and temperature requirements to provide the required comfort and prevent the transmission of respiratory diseases, and similar design criteria applicable to the eating and recreational installations of the camp.
During the operational phase, IU will extent the application of its established OHS management program, plans and procedures, including contractor management procedures, into the operational and maintenance activities of the new line and new railroad maintenance yard. IU’s OHS management program includes procedures for the management of relevant occupational hazards including electrical safety, machine safety, moving equipment safety, and industrial hygiene issues such as noise and air quality, among others.
- PS3: Pollution Prevention and Abatement
Pollution Prevention, Resource Conservation, Energy Efficiency:
During the construction phase, the project will utilize significant amounts of water for tunneling machine operation and workers consumption (hygiene, etc). Estimated consumption for the tunneling system operation in the remaining portion of the Kadikoy – Kartal is expected to be 3600 m3/day by TBMs and 3300 m3/day by NATM. For concrete production it is estimated to be will be of 2-300 m3/day. According to the PPF, water utilization from worker consumption will be approximately 90 m3 per day assuming an average of 600 workers during the project construction phase (although up to 1,500 workers are estimated during the peak construction phase). Water needs will be provided by the public water network served by Istanbul’s Water and Sewerage Authority without compromising the availability of water for the local population.
Wastewater discharges from sanitary facilities and from dewatering of tunneling operations will be discharged into the public sewerage network following applicable regulations and under conditions permitted by the Sewerage Authority.
Electric energy consumed by the tunneling systems and construction camps will be supplied by the electric grid and there are not expected to be any on-site sources of permanent power generation during the construction and operational phases.
Project technical specifications include new, state of the art, energy efficient electrical systems such as trains, electrical escalators, and lighting systems that will utilize the most energy efficient options available in the market. Additionally, IU will extent the implementation of its energy monitoring and management program into the operation of the new metro facilities.
IU will extend the application of its air quality monitoring program in stations to address the potential presence of particulate matter emanating from train operations (wear of wheels and brake linings), introduced by passengers, and introduced into tunnels and stations by maintenance and remodeling activities. The information being gathered through the on-going monitoring programs will be used to evaluate and implement dust emissions prevention and control strategies at new and existing facilities.
Waste:
The most significant non-hazardous solid waste to be generated during the construction phase is the tunneling excavation spoils consisting of crushed rock or unconsolidated materials mixed with drilling bentonite grout, drilling foams, and water. This material is brought to the surface and allowed to dry before it is distributed for road construction base material (if consisting of crushed rock) sent to approved landfills for use as daily cover. Construction and demolition materials will be segregated to recover potentially recyclable materials such as metals.
Other types of non-hazardous solid waste generated during the construction and operational phase of the project includes general food or cleaning wastes that are collected by the public waste management services for disposal at the municipal landfills.
Hazardous Materials:
During the construction phase of the project, some of the heavy earth moving and transport equipment will require the use of gasoline and diesel fuel which will be stored in portable, skid-mounted, fuel oil storage tanks with secondary spill containment basins. All construction sites and construction storage yards will be equipped with spill containment and clean up kits and will provide the training necessary for their effective deployment. Materials such as asbestos, PCBs and CFCs, will be avoided in the construction of new facilities as specified in the project technical specifications as, for example, with the selection of R410A refrigerant for the air conditioning systems of the new installations.
Construction and operational activities will generate potentially hazardous wastes, such as waste oil or used cleaning solvents from equipment maintenance and repair activities. These materials will be temporarily stored in closed containers made of materials compatible with the contents and placed in specially designated areas with secondary containment and protection from the weather (consistent with the Hazardous Materials Storage section of the World Bank Group’s General EHS Guidelines) until such time as they can be transported and managed by a specialized, licensed, contractor in an environmentally sound manner.
Greenhouse Gas Emissions:
Although the project construction phase will entail the consumption of fuel oil for the operation of heavy equipment, the project will have an overall significant positive contribution toward the avoidance or reduction of fossil-fuel derived GHGs during the operational phase. Current estimates project a substantial growth bus and minibus transit along the Kadikoy-Kartal corridor unless the new metro system is built. Currently there are about 22,000 buses and 30,000 minibuses operating in this region with projections to grow to a total of 80,000 buses and minibuses by 2030 unless the metro system extension is constructed.
- PS4: Community Health, Safety and Security
Infrastructure and Equipment Safety:
Contractual requirements for the construction phase include specifications to protect the safety of the public potential affected by the presence of construction sites in an urban area and by the increase in truck traffic for the delivery of construction labor and materials and removal of excavation and tunneling spoils. Specifications included in the construction contracts include requirements for site access controls such as temporary fences and gates, site access guards, and warning signs to protect pedestrians and traffic potentially affected by construction works or traffic rerouting.
Construction activities will follow site-specific traffic safety management plans designed to prevent traffic accidents. When necessary, the MMI, working in concert with contractors and the engineering consultants, will plan for traffic pattern changes and advertise them in local mass media and through the MMI’s website. Additionally, the majority of heavy equipment and materials transport activities to and from the construction sites will be conducted at nighttime or during times that avoid peak traffic hours in order to minimize the risk of accidents and exacerbation of traffic.
Project infrastructure, including underground tunnels and stations, has been designed to meet internationally recognized standards for underground structural integrity. Project construction specifications include a rigorous quality assurance program including on-going testing for concrete mix quality, steel materials quality, and on-going geotechnical monitoring during tunneling. Life and fire safety design specifications have been based on the US National Fire Prevention Association standard NFPA-13-2002. Life and fire safety design standards also include:
- special provisions for such aspects as use of fire proof and fire retardant materials for train equipment;
- escape routes and emergency exists;
- access for emergency services;
- fire resistance of structures and equipment;
- emergency lighting; emergency ventilation; and
- emergency communications systems, among others.
As the project area is classified as a high-risk earthquake zone (Earthquake Region Class 1), an earthquake analysis has been conducted by Bosphorus University and other technical institutes and the Most Probably Earthquake risk incorporated into the project structural design.
Safety specifications for electromechanical equipment include a collision avoidance system for trains, emergency alarms and communications systems in the trains and passengers stations and intruder protection alarms in access limited areas representing potential hazards (such as electrical installations in passenger stations). New stations will also provide safety communication information in the trains such as instructions for passengers on proper evacuation routes from tunnels.
Environmental and Natural Resource Issues:
Tunneling and underground excavation activities can potentially increase the risk of land subsidence or cave-ins, posing a hazard to the structural integrity of civil works such as roads and bridges and other types of building structures, including residential structures, located on the land surface. In order to prevent these types of hazards during the construction and operational phase, the project design has considered tunneling alternatives and selected the methods least likely to results in land subsidence due to changes in subsoil geotechnical stability or cave-ins. These methods consist of the Double Shield TBM for tunneling through hard rock sections and EPBM for tunneling through unconsolidated materials as described in the OHS section above.
The use of measured explosive charges for the construction of project sections using traditional excavation methods has also taken into account the geotechnical stability and the need to prevent damage to surface structures. Project feasibility studies have included detailed surveys of the structural integrity and condition of aboveground building structures, including identification of structures with underground levels. This information has been used to select the most appropriate tunneling methods to help prevent damage to building structures as described in previous sections.
Community Health (exposure to disease):
During the operational phase, IU will extend the ongoing implementation of its railway hygiene program consisting in the weekly disinfection of underground metro surfaces, escalators, elevators, and stations. This program is intended to minimize the transmission of microbial or viral diseases through the spraying of surfaces frequently touched by passengers (escalator handrails, metro holding bars, etc) with disinfectants.
Emergency Preparedness and Response:
During the construction phase, the project contractors will prepare and implement an Emergency Preparedness and Response plan that is primarily intended to address occupational hazards associated with tunneling and other construction activities but which also covers emergencies associated with traffic accidents or environmental matters. Emergency management procedures are identified in Astaldi’s QSEM. Project design standards also include considerations for the prevention and response to emergencies during the operational phase as described above in the Infrastructure and Equipment Safety section.
Security Personnel Requirements:
Unarmed contracted guards who monitor and control the entrance and egress of persons and equipment from the construction sites and construction yards primarily control construction site access. During the operational phase, IU will extend the implementation of its existing security program to the new installations. IU’s security program includes the use of lightly armed and unarmed guards and an integrated security system with access control to stations (including security checks of packages at the entrances of all stations), video surveillance and recording in the stations and trains, and intruder protection alarms in access limited areas.
- PS5: Land Acquisition and Involuntary Resettlement
The new line will be constructed under the existing D100 highway and its right-of-way. This alignment was selected in part to avoid impacts such as changes in present land use, land acquisition, relocation of population, or disrupt economic activities. The only above-ground facilities to be built for the project are the 16 passenger station access shafts, the maintenance depot (nine hectares) and the workshop area (one hectare). All facilities will be built on un-habited public lands.
The construction of the maintenance depot and the workshop may require the acquisition of small portions of surrounding properties. To manage this and other potential land acquisitions, the IMM will follow the guidelines described in the Land Acquisition and Resettlement Framework prepared based on Turkish law and procedures (which are generally aligned with IFC’s PS5 requirements) previously agreed for the Istanbul Municipal Infrastructure project financed by the World Bank. The Framework describes the principles and objectives governing land acquisition and resettlement, the consultation process to be conducted, and the entitlement and compensation criteria for various categories of affected people.
- PS8: Cultural Heritage
In order to address any potential risk associated to cultural heritage, the IMM conducted a baseline assessment of possible archeological resources for the construction sites of the access shafts and passenger station areas, particularly in Kurdakoy. The construction of the tunnels are expected to pose low risk of affecting cultural heritage since they will be build in bedrock zone or below depth of feasible archeological resource location.
Cultural heritage issues related to construction activities in Istanbul are reviewed by various authorities prior to initiating earthworks and are required to comply with Turkish laws and regulations relating to cultural heritage, which are generally consistent with PS8 requirements. In the event of a chance find of a cultural heritage object during earthworks, work stops and the Ministry of Culture and Tourism is informed, which sends an expert to provide direction on how to proceed with the activity to ensure dully protection and rescue of the object if necessary.
Stakeholder Engagement
Since before starting construction the MMI’s Media Affairs Department has been implementing a communications strategy to inform the public about the project’s technical aspects and location, temporary traffic disruptions, work schedules -including potential underground blastings-, etc. through the MMI’s web site (http://www.ibb.gov.tr), TV, newspapers, signage at construction sites, etc. Additionally, the MMI has plans to establish a public information office in the new line’s corridor to provide project information and receive comments and grievances.
As a public institution, the MMI has in place a set of channels to receive, register and process public grievances and comments regarding public services and urban interventions, including this project. These channels, that include a call center and email address, are coordinated by a special unit within the MMI known as the ''White Table'' (Beyaz Masa).
The new line operator, Istanbul Transportation Company’s (Istanbul Ulasim (IU)), is a public costumer-focused organization. As part of its quality management system it has in place various channels to inform the public about its operations and receive and process grievances. These channels include IU’s website (http://www.istanbul-ulasim.com.tr), email address, call center, magazines and brochures, customer satisfaction surveys, and suggestion boxes in every station.
IU is currently seeking certification for Service Quality Standard for Public Transportation (EN 13816) which includes specific provisions on public information and grievance redress mechanisms. Additionally, in 2005 IU pledged to the International Association of Public Transport’s (UITP) Sustainable Development Charter that includes provision related to social and environmental sustainability and requires its signatories to report on their own performance regarding these issues.
Stations for the new line have been designed taking into account feedback received from focus groups of persons with different types of physical, sensory, and cognitive impairments who have been consulted to ensure that the systems constitutes an obstacle-free environment and that it has adequate accessibility and safety features.
As a public institution, the MMI has in place a set of channels to receive, register and process public grievances and comments regarding public services and urban interventions, including this project. These channels, that include a call center and email address, are coordinated by a special unit within the MMI known as the ''White Table'' (Beyaz Masa).
The new line operator, Istanbul Transportation Company’s (Istanbul Ulasim (IU)), is a public costumer-focused organization. As part of its quality management system it has in place various channels to inform the public about its operations and receive and process grievances. These channels include IU’s website (http://www.istanbul-ulasim.com.tr), email address, call center, magazines and brochures, customer satisfaction surveys, and suggestion boxes in every station.
IU is currently seeking certification for Service Quality Standard for Public Transportation (EN 13816) which includes specific provisions on public information and grievance redress mechanisms. Additionally, in 2005 IU pledged to the International Association of Public Transport’s (UITP) Sustainable Development Charter that includes provision related to social and environmental sustainability and requires its signatories to report on their own performance regarding these issues.
Stations for the new line have been designed taking into account feedback received from focus groups of persons with different types of physical, sensory, and cognitive impairments who have been consulted to ensure that the systems constitutes an obstacle-free environment and that it has adequate accessibility and safety features.
For inquiries and comments about the project contact:
Mr. Salih Dogenci
Istanbul Metropolitan Municipality
Department of Financial Services
E-mail: salih.dogenci@ibb.gov.tr
Telephone: +90 212 449 43 97
Fax: +90 212 449 43 95
The Environmental and Social Review Summary (ESRS) and other relevant E&S documents are available to the public at the offices of local government authorities.
Mr. Salih Dogenci
Istanbul Metropolitan Municipality
Department of Financial Services
E-mail: salih.dogenci@ibb.gov.tr
Telephone: +90 212 449 43 97
Fax: +90 212 449 43 95
The Environmental and Social Review Summary (ESRS) and other relevant E&S documents are available to the public at the offices of local government authorities.
Press-Release
Related SII
Similar Projects
**Information on IFC's Policy and Performance Standards on Environmental and Social Sustainability can be found at www.ifc.org/sustainability
IFC supports its clients in addressing environmental and social issues arising from their business activities by requiring its real sector clients to set up and administer appropriate grievance mechanisms and/or procedures to address complaints from Affected Communities in relation to environmental and social issues arising from IFC's clients' business activities. Since 2012, IFC's Financial Intermediary clients applying the Performance Standards are required to develop External Communications Mechanisms to receive and review inquiries or complaints from any interested party regarding the E&S risks and impacts of their operations.
For IFC projects that are active or under consideration, individual(s), or their authorized representative(s), who allege they have been or will be adversely affected by E&S risks or impacts arising from IFC's clients' business activities, may submit a complaint to IFC directly for consideration. When receiving an E&S complaint, IFC engages with complainants and works with its clients to find solutions to E&S concerns as quickly and efficiently as possible.
Complaints can be submitted to IFC online at www.ifc.org/escomplaints or by email to EScomplaints@ifc.org.
IFC complaint response is separate from and complementary to IFC’s clients’ project level grievance mechanisms and IFC’s Independent Accountability Mechanism (CAO). Lodging a complaint directly with IFC does not, at any time, restrict access to CAO.
Affected communities have unrestricted access to the Compliance Advisor Ombudsman (CAO), the independent accountability mechanism for IFC and MIGA. CAO facilitates the resolution of complaints related to IFC and MIGA projects and sub-projects, undertakes reviews of IFC’s and MIGA’s environmental and social compliance, fosters public accountability for their commitments, and enhances the environmental and social performance of IFC and MIGA.
Independent of IFC and MIGA management and reporting directly to the IFC and MIGA Boards of Executive Directors, CAO helps resolve issues raised about the environmental and social impacts of projects through a neutral, collaborative, problem-solving approach via its Dispute Resolution function. It also reviews IFC’s and MIGA’s compliance with environmental and social policies, assesses related harm, and recommends remedial actions through its Compliance function. Additionally, CAO provides advice to IFC, MIGA, and their Boards to enhance environmental and social sustainability performance and minimize the risk of harm.
Complaints may relate to environmental and social harm regarding any aspect of the planning, implementation, or impact of a project or sub-project, and can be made by any individual, group, community, entity, or other party affected or likely to be affected by the environmental or social impacts of an IFC- or MIGA-financed business activity.
Complaints can be submitted by any of the following methods:
CAO receives and addresses complaints in accordance with the CAO Policy, which can be accessed at: https://www.cao-ombudsman.org/policies-guidelines.
IFC supports its clients in addressing environmental and social issues arising from their business activities by requiring its real sector clients to set up and administer appropriate grievance mechanisms and/or procedures to address complaints from Affected Communities in relation to environmental and social issues arising from IFC's clients' business activities. Since 2012, IFC's Financial Intermediary clients applying the Performance Standards are required to develop External Communications Mechanisms to receive and review inquiries or complaints from any interested party regarding the E&S risks and impacts of their operations.
For IFC projects that are active or under consideration, individual(s), or their authorized representative(s), who allege they have been or will be adversely affected by E&S risks or impacts arising from IFC's clients' business activities, may submit a complaint to IFC directly for consideration. When receiving an E&S complaint, IFC engages with complainants and works with its clients to find solutions to E&S concerns as quickly and efficiently as possible.
Complaints can be submitted to IFC online at www.ifc.org/escomplaints or by email to EScomplaints@ifc.org.
IFC complaint response is separate from and complementary to IFC’s clients’ project level grievance mechanisms and IFC’s Independent Accountability Mechanism (CAO). Lodging a complaint directly with IFC does not, at any time, restrict access to CAO.
Affected communities have unrestricted access to the Compliance Advisor Ombudsman (CAO), the independent accountability mechanism for IFC and MIGA. CAO facilitates the resolution of complaints related to IFC and MIGA projects and sub-projects, undertakes reviews of IFC’s and MIGA’s environmental and social compliance, fosters public accountability for their commitments, and enhances the environmental and social performance of IFC and MIGA.
Independent of IFC and MIGA management and reporting directly to the IFC and MIGA Boards of Executive Directors, CAO helps resolve issues raised about the environmental and social impacts of projects through a neutral, collaborative, problem-solving approach via its Dispute Resolution function. It also reviews IFC’s and MIGA’s compliance with environmental and social policies, assesses related harm, and recommends remedial actions through its Compliance function. Additionally, CAO provides advice to IFC, MIGA, and their Boards to enhance environmental and social sustainability performance and minimize the risk of harm.
Complaints may relate to environmental and social harm regarding any aspect of the planning, implementation, or impact of a project or sub-project, and can be made by any individual, group, community, entity, or other party affected or likely to be affected by the environmental or social impacts of an IFC- or MIGA-financed business activity.
Complaints can be submitted by any of the following methods:
- Online form: available at https://www.cao-ombudsman.org/
- Mail/Hand Delivery to: 2121 Pennsylvania Avenue, NW, Washington, DC 20433, USA
- Voice mail: +1 202 458 1973
- Email: cao@worldbankgroup.org
- SMS, WhatsApp, Telegram, and Signal: +1 202 650 2627
CAO receives and addresses complaints in accordance with the CAO Policy, which can be accessed at: https://www.cao-ombudsman.org/policies-guidelines.
This Environmental and Social Review Summary (ESRS) is prepared by IFC to disclose its findings and recommendations related to environmental and social considerations regarding potential investments. Its purpose is to enhance the transparency of IFC's activities. For any project documentation or data included or attached herein, whether prepared by the project sponsor or otherwise, authorization has been given for public release by the project sponsor. IFC considers that this ESRS is of adequate quality for release to the public, but has not necessarily independently verified all of the project information therein.
It is distributed in advance of IFC Board of Directors' consideration and may be periodically updated thereafter. Board dates are estimates only and this document should not be construed as presuming the outcome of the Board Directors’ decision. The following ESRS is disclosed in accordance with IFC's Access to Information Policy (AIP).
The map is for illustrative purposes and does not imply the expression of any opinion on the part of the World Bank, concerning the legal status of any country or territory or concerning the delimitation of frontiers or boundaries. Country borders or names do not necessarily reflect the World Bank Group's official position. In some cases, available project location information is limited to the country of the project's activities. Locations are approximate.
It is distributed in advance of IFC Board of Directors' consideration and may be periodically updated thereafter. Board dates are estimates only and this document should not be construed as presuming the outcome of the Board Directors’ decision. The following ESRS is disclosed in accordance with IFC's Access to Information Policy (AIP).
The map is for illustrative purposes and does not imply the expression of any opinion on the part of the World Bank, concerning the legal status of any country or territory or concerning the delimitation of frontiers or boundaries. Country borders or names do not necessarily reflect the World Bank Group's official position. In some cases, available project location information is limited to the country of the project's activities. Locations are approximate.