Indigenous people (or groups) have not been identified in the project area and therefore PS7 (Indigenous Peoples) is not triggered for this investment.                                                  

Update 2025: This is a Category A project as per IFC's Policy on Environmental and Social Sustainability, as the project activities have significant adverse E&S risks and/or impacts that are diverse, irreversible, or unprecedented.

The project’s E&S risks profile does not change as a result of the proposed LTF investment and it includes the following aspects: i) FTA’s and EPC contractor’s capacity to manage E&S risks; ii) labor and working conditions, including contractor management and occupational health and safety (OHS); iii) management of effluents, air emissions, wastes, hazardous materials and adequacy of noise and air quality control measures; iv) management of increased air and road traffic volume; and v) fire safety and emergency preparedness and response. Two additional critical ongoing issues relate to past government-led resettlement and constructing and operating a fuel farm adjacent to the airport and nearby residential buildings.                         

     PS1: Assessment and Management of Environmental and Social Risks and Impacts

Environmental and Social Assessment and Management System

As part of the E&S Impact Assessment (ESIA), a framework E&S Management System (ESMS) has been prepared for the project. This framework ESMS addresses both the construction and operation phases and includes integrated Company & EHS Policy, management and monitoring measures based on the risks identified, and a list of E&S management plans required for each phase. As outlined in ESAP #1, FTA will update the existing ESMS building upon the ESMS framework included in the ESIA to develop and implement a project specific ESMS appropriate for the scale and complexity of the project, per the requirements of IFC PS1, WBG EHS General and Airports Guidelines, and applicable national laws and regulations, addressing both construction and operation.

As a minimum, the ESMS will include the following Management Plans: contractor/subcontractor management plan, air quality management plan, revised emergency response plan for both construction and operation phases, water management plan, traffic management plan, spill response plan, waste management plan; workers accommodation plan, EHS  audit procedure and plan, annual EHS drill plan, revised community health and safety plan (CHSP), hazardous materials management plan, emergency plan for fuel farm, Stakeholder Engagement Plan (SEP), Supplemental Livelihood Implementation Plan,  and cultural heritage management plan. The ESMS will also include a Legal Compliance Register.

Contractor/sub-contractors, including the EPC contractor, will be contractually bound to follow applicable E&S requirements, including IFC PS and WBG EHS Guidelines, and implement those portions of the ESMS that fall within its scope of work as described in the framework ESMS in the ESIA. As outlined in ESAP #2, the EPC contractor will be required to develop and implement its own Construction ESMS, inclusive of policy statements, management and monitoring measures and aspect-specific management plans applicable to the EPC activities and tailored to the construction phase of the project all of which will be cleared by FTA. Roles and responsibilities for construction E&S staff will also be outlined in the EPC Contractor’s ESMS. 

FTA will liaise with DHMI and the third party responsible for building and operating of the existing and planned fuel farms (identified as an associated facility (AF) of the project) and will endeavor to ensure decommissioning of the existing fuel farm and construction and operation of the new fuel farm is consistent with the project ESMS.

FTA is certified against ISO 10002 (Quality Management, Customer Satisfaction, and Guidelines for handling the complaints in organizations), ISO 14001 (Environmental Management System), ISO 45001 (Occupational Health and Safety Management System) and ISO 50001 (Energy Management System Certificate.)

Update 2024: As agreed under the original ESAP #1 above, as of February 2024, FTA has in place an E&S Management System (ESMS) for construction and operation that includes an E&S Policy consistent with IFC PS, World Bank Group (WBG) Environmental, Health and Safety (EHS) General and Airports Guidelines, and applicable national laws and regulations.

The ESMS includes Management Plans covering the following aspects: contractor management, air quality, emergency response, water management, traffic safety, spill response, waste management, workers’ accommodation, EHS audits and drills, community health and safety, noise impacts, hazardous materials, fuel farm, stakeholder engagement, and cultural heritage. The development of Management Plans for the operational phase will be updated as agreed under the updated ESAP#1.

As per the original ESAP #2, the EPC contractor implemented its own Construction ESMS, which aligns with FTA’s ESMS.

Update 2025: as of February 2025, the Project is transitioning from construction to operation. FTA will finalize the development of Management Plans for the operational phase before the start of operations, as agreed under the updated ESAP#1.

Identification of Risks and Impacts

To meet lenders’ requirements, an E&S Impact Assessment (ESIA) for the project -disclosed along with this ESRS- has been prepared following international E&S standards, including IFC PS, and it addresses relevant E&S risks and impacts at an appropriate level of detail and outlines relevant mitigation measures.

The ESIA also evaluated the cumulative impacts due to construction and operation phase of the project together with the other identified projects in the vicinity. Based on the cumulative impact definition in PS1, the project’s cumulative impacts are determined as i) incremental noise due to increase in air traffic, ii) road traffic increase in and out of the airport and increased parking stress, iii) increased stress on the aquifer used both by the community and the project and iv) contribution to the elevated particulate matter baseline concentrations within the project area of influence during construction phase. These will be addressed in the relevant management plans in relation to identified cumulative impacts as identified in ESAP.

A climate risk assessment has also been carried out as part of the ESIA. Identified climate risks include increase of extreme heat; an increase in the intensity, frequency, and duration of wildfires; increased risk of drought hazard, and erratic extreme precipitation events which could lead to an increase of flooding risks. These could potentially result in increased thermal fatigue and deterioration of critical infrastructure; lower air pressure leading to difficulties in take-off; increased failure rate of mechanical and electric equipment, including safety critical equipment; risks to human health  from heat stress during extreme high temperature days, in combination with high humidity; increased flooding risk leading to reduced access to site for staff, passengers and emergency services; increased drought risk in combination with increased water demand and reduced groundwater availability for airport and increased risk of ground movements leading to damage to structures, foundations, utilities supplies and access issues.

Considering the mitigations embedded within the project design and additional mitigation measures to be incorporated in operations, these impacts are not expected to be significant. As per ESAP #3, FTA will revise the relevant management plans (emergency response plan to cover disaster risk preparedness and response from extreme heat and wildfires; water management plan to include climate change considerations to assess water availability both for operations and the community use and maximize water efficiency; and asset inspection plan to develop inspection regimes and revise contingency planning) incorporating the identified risks of climate change and mitigation measures. In addition, FTA will develop a heat management plan addressing first aid response to heat stress events from combined increased heat and humidity. FTA will also collaborate with DHMI working on taking extreme weather conditions into account within airport operations and future projections, including for flight scheduling and payload restrictions.

The project is exempted from undertaking a national Environmental Impact Assessment (“EIA”) as per the exemption letter received by the provincial Directorate of Environment, Urbanization and Climate Change. The solar farm with 4 MW installed capacity also does not require an EIA as per local regulation. For two concrete batching plants (CBPs) planned to be used during construction, ‘EIA not required’ decision was received from the aforementioned provincial Directorate. On the other hand, the new fuel farm planned to be financed and built by a third party is subject to national EIA requirement based on its capacity, 85,000m3. As per ESAP #4, FTA will coordinate with DHMI and, in a manner commensurate with the client’s control and influence over the third parties, ensure fulfillment of the requirements of the national EIA process before the construction and commissioning of the fuel farm.

Update 2024: Project-related climate change risks and impacts are not expected to be significant. The original ESAP #3 above has been updated under the new ESAP #2, by which FTA will revise the relevant E&S Management Plans including water management and OHS (to address first aid response to heat stress events from combined increased heat and humidity). To include climate change considerations. FTA will also collaborate with DHMI to consider extreme weather conditions within airport operations and future projections, including for flight scheduling and payload restrictions. As per the original ESAP #4 above for the fuel farm, which is considered an AF per IFC P1, an EIA per local requirements was completed in March 2023. Implementation of the measures identified in the EIA will continue to be monitored via the independent audit introduced with the new ESAP #8 under PS 3.    

Update 2025: As per the updated ESAP#2, FTA will update the relevant Management Plans incorporating climate change risk considerations. Additional E&S risks are related to the construction of two associated facilities, which were not included in the Project ESIA: i) Phase II CAPEX (including air control tower, technical building and transmitting antenna); and ii) a new access road (1.6km) within the boundaries of the airport. As per the new ESAP#3 and #4, FTA will conduct an E&S screening study of the new associated facilities before the start of construction and will apply its construction ESMS.

Organizational Capacity and Competency

FTA’s quality department is responsible from the implementation of ESMS for operation activities which is led by the Integrated Management System (IMS) Manager. Environmental management of operation activities is coordinated by the Environmental Chief who is directly reporting to IMS manager and also supported by an environmental officer from a contracted environmental consultancy firm. Currently, the IMS manager is appointed as the Community Liaison Officer (CLO) who is responsible from facilitating systematic community relations, and acts as the custodian of stakeholder engagement activities as well as the documentation requirements of the SEP. Based on ESAP #5, FTA will appoint a competent CLO/in-house social specialist preferably with local experience to replace the temporarily assigned CLO; in  addition,  if the current EHS team is found to be insufficient to adequately support construction and operational activities, an environmental specialist or subject matter expert is to be added to the FTA EHS team to enhance oversight of the EPC work and improve reporting to FTA IMS manager.

A Project Management Office (PMO) team is specifically built for managing the construction activities of the project and ensuring that the EPC contractor and its subcontractors are in compliance with E&S requirements. ATS has already appointed an EHS manager and three EHS Supervisors for construction who will have overall responsibility for implementation of the ESMS (including OHS aspects) and ensure oversight of sub-contractors.

Updated 2024: The project is currently adequately staffed for implementing construction and operations ESMS. The EPC contractor also has qualified EHS teams in place. As per the original ESAP #5 above, a Community Liaison Officer (CLO) has been hired to manage community relations, coordinate SLIP implementation, and manage grievance mechanism.

Update 2025: As the project is transitioning from construction to operations, the EHS and social team is being reorganized. The E&S aspects in the operations phase will be handled by the Quality Management (QM) department, supported by the PMO. As per the new ESAP #5, FTA will strengthen the FTA E&S team with additional specialists to fully implement the operational ESMS and to support, among others, noise management and Supplementary Livelihood Implementation Plan (SLIP).

Emergency Preparedness & Response

FTA has an Emergency Response Plan (ERP) prepared in collaboration with DHMI which covers response to accidents and emergencies associated with the airport. As per ESAP #6a), FTA will collaborate with DHMI to update the ERP to ensure alignment with local regulations and with PSs requirements. The ERP will also include in the EHS Drill Plan an additional emergency scenario besides the legal annual requirement to conduct a fire and evacuation drill.

For construction works, ATS has an Emergency Management Plan (EMP) developed in line with national regulations and focuses on risk identification and management, emergency response and recovery measures. Like FTA, ATS is to update the EMP to ensure alignment with local regulations and with PSs requirements (ESAP #6b).

Update 2024: The original ESAP #6a has been updated as ESAP #3, through which FTA will collaborate with DHMI to update the ERP to ensure alignment with local regulations and with PSs requirements. Regarding the original ESAP #6b above, for construction works, the EPC contractor has an Emergency Management Plan developed in line with national regulations and aligned with IFC PSs.

Update 2025: As per the updated ESAP#6, before the start of operations FTA will update the ERP for operation in collaboration with DHMI, including an EHS Drill Plan, and will make efforts commensurate with their control and influence to integrate the fuel farm emergency scenarios.

Monitoring and Review

FTA and the EPC contractor, ATS will undertake regular E&S monitoring to demonstrate compliance with lender E&S requirements as well as national environmental standards, including permit requirements. E&S Monitoring Plans will be developed as part of the construction ESMS (ESAP #2) and operations ESMPs (ESAP #1), which will include clear responsibilities on monitoring activities and parameters to be monitored; monitoring locations; methods and frequency of monitoring; and criteria against which compliance and performance will be assessed.

Updated 2024: As per the original ESAP #2, E&S Monitoring Plans are in place as part of the construction ESMS and will be incorporated into the operations ESMPs (see updated ESAP #1).

Update 2025: As per the updated ESAP#1, the E&S Monitoring Plans will be incorporated into the operations ESMPs.

Contractors and sub-contractors management

At this stage the EPC contractor has been selected. Contracting documentation includes provisions that EPC contractor and their subcontractors will be required to (i) comply with national legislation and IFC PSs, (ii) adhere to FTA environmental and health & safety management systems, (iii) implement relevant mitigation measures and actions set out in the ESMP; and (iv) report to FTA management. The construction ESMP will include procedures for FTA management and E&S representatives to oversee and supervise the E&S performance of EPC contractor and sub-contractors to ensure they are complying with the aforementioned. FTA’s EHS representatives will inspect contractors’ working areas; stop works at any time if unsafe condition is observed; and report on E&S performance and compliance by the contractors.

FTA will develop Contractor Management Plan (CMP) and will work with ATS to develop and implement subcontractors management system to ensure contractors comply with local as well as international requirements prescribed within project’s ESMS. The CMP will outline the process of incorporating project E&S requirements into the contractors’ work and legal terms the process to follow to adequately select, hire and manage contractors and subcontractors.  As operator of AYT, FTA will apply similar principles and approaches to all operations and maintenance (O&M) contractors and subcontractors. (ESAP #7).

Update 2024: As per the original ESAP #7 above, a project’s Contractor Management Plan is in place, and the EPC contractor and its subcontractors are contractually required to (i) comply with national legislation and IFC PSs, (ii) adhere to FTA’s ESMS, (iii) implement relevant mitigation measures and actions set out in the ESMPs; and (iv) report to FTA management.                                                  

Update 2025: FTA applies the project’s Contractor Management Plan to all O&M contractors and subcontractors.

PS2: Labor and Working Conditions

FTA and ATS have adopted Human Resources (HR) policies and procedures consistent with national and international standards. Furthermore, a Code of Conduct (CoC) is developed for all employees and business partners. CoC prohibits discrimination, harassment, child labor and forced labor, commits to respecting diversity, equal opportunities, freedom of association and collective bargaining, compliance with national and international labor standards. Currently there’s no worker union in FTA or its contractors.

FTA currently has approximately 600 direct employees (25% women) and 1,700 subcontractor employees for operations. During operations the terminal headcount will reach around 770 staff and an overall 20% increase in jobs is estimated according to the feasibility study.

At the time of IFC’s appraisal, 500 workers were employed at the construction site directly through the EPC Contractor ATS or through sub-contractors. The construction headcount is expected to reach around 3,000 employees during peak (by mid-2023).

FTA has a dedicated Quality, Occupational and Occupational Health and Safety (OHS) Unit in which Health and Safety Quality Chief assigned as the legal occupational safety specialist.

Update 2025: As of February 2025, FTA has approximately 752 direct employees (26.3% women) and 2,955 subcontractor employees for operations (including security, cleaning, catering, etc.). For the expansion project, there are a total of 2,208 workers are employed by the EPC Contractor ATS and its sub-contractors. The peak headcount for construction works reached approximately 3,700 workers in October 2023 and it has been decreasing since then. Is it anticipated that all construction workers will leave the site upon completion of the construction phase.

Working Conditions and Terms of Employment

Information on terms of employment and benefits is provided to all employees through written contracts, employee handbook and explained during induction sessions. As per ESAP #8, FTA is to review and update employment contracts of the contractors to a) align overtime arrangements with national regulations and international standards and avoid practice of continuous overtime among contractors and b) ensure consistency with PS2 and national labor code requirements.

Update 2024: Overtime is tracked through the time recording system to ensure compliance with national limits and compensated at premium rate. The EPC contractor‘s HR team is conducting random checks and audits of sub-contractors to identify and address any non-compliance. Management of workers engaged by the EPC Contractor, its subcontractors, and other third parties is conducted in line with FTA’s ESMS and HR policies and procedures, which are in line with IFC PS2. The ESAP #8 item listed in the previous paragraph has been updated under ESAP #4 per which the EPC contractor will, in addition to the actions listed above, develop a Labor Audit Plan for their subcontractors to monitor compliance with all labor-related requirements and that the construction demobilization process is conducted in line with national requirements and IFC PS2, in terms of required notification periods and timely closure of wage and severance payments. 

Update 2025: Key construction contractors have started demobilizing and construction activities are scheduled to be completed by April 2025. ESAP #4 listed in the previous paragraph (labor audit plan) has been completed and replaced with ESAP #7 per which includes that FTA will conduct an external labor and working conditions audit during demobilization and implement any identified corrective actions, in line with IFC PS2..

Workers’ Accommodation

At the time of appraisal, a workers camp with a capacity to host over 400 workers was in place, hosting 60 workers. ATS plans to build an additional worker camp of 300 capacity at the extension site given the projected workforce for construction. The present worker camp is in general aligned with IFC-EBRD Workers’ Accommodation Guidelines. FTA has developed a Temporary Labor Camp Procedure that outlines general requirements as per PS2, a site-specific Workers’ Accommodation Plan meeting PS2 requirements is to be developed as per ESAP #1 and #2.

Update 2024: Currently, the majority workers are provided with accommodation at the centralized worker camp near the construction site (overall capacity is 2,355 workers). While the remaining workers are either hired locally or transferred by buses from the city nearby.  The related aspects of the original ESAP #1 and #2 above are in place.

Update 2025: The worker camp will be largely decommissioned with the transition to operations in April 2025.

Workers’ Grievance Mechanism

FTA has in place a Workers Grievance Mechanism accessible to all direct and third-party workers who can log grievances through suggestion boxes, QR codes, whistleblowing system. Confidentiality is protected and the mechanism accepts anonymous grievances. Worker grievance mechanism is also posted at the worker camp for easier access of construction workers. Sensitive grievances can be posted to the whistleblower system and reviewed by ethics consultants and ethics committee. The employees also have possibility to escalate the issue to respective ombuds/whistleblower mechanisms of the shareholders Fraport AG and TAV.

Update 2024: FTA has developed a specific reporting line for receiving and responding to grievances related to gender-based violence and harassment (GBVH), which also has been complemented with awareness-raising activities.

Update 2025: As of February 2025, no GBVH related grievances were reported among employees in the operation and construction phases. FTA has held GBVH trainings during 2024.

Occupational Health and Safety

FTA’s IMS manager is ultimately responsible of the terminal and the project OHS management and performance, reporting directly to the General Manager. Both FTA and ATS has in place qualified team of OHS experts. ATS also has a senior EHS manager in charge of managing and monitoring OHS requirements and performance at the construction site in close coordination with the extension project management team and terminal QEHS manager. Terminal OHS management is ISO 45001 certified, follows strict regulations and periodic monitoring as outlined in the OHS manual. Lost-time accidents are minimal (average number of work accident recorded is 0,6 in 2021 and 0,2 in as of June 2022). Sub-contractors are also required to undergo OHS trainings based on risk assessment. ATS has a site OHS management plan and a sub-contractor management plan, which require all sub-contractors to develop site EHS plans in line with the overarching requirements and assign adequate and qualified OHS resources. These procedures are reviewed and agreed by FTA. The construction site is audited on a daily/weekly basis by ATS team and non-compliances are addressed accordingly. 

Update 2025: One fatality took place in September 2024 due to a fall from height, following which, safety measures on site were strengthened. Another on site employee fatality was also reported, caused by a heart attack. In line with the recommendations of the IESC, FTA and ATS implemented corrective actions including OHS supervisor empowerment, increase in toolbox trainings and trainings to white collar employees and weekly safety walks by the leadership team. As per ESAP #8 (new), FTA will develop incident/accident procedures, permit to work procedures and workplace monitoring plan to cover the major exposure risks for operation.

Workers engaged by Third Parties

Third-party contractors currently engaged by FTA include cleaning, security, catering providers. At the construction site, there are over 15 sub-contractors under ATS in charge of different site preparation, filling and civil works as well as transfer of excavation material, security, cleaning, catering. ATS developed mechanisms and appointed staff to monitor subcontracted companies prior to mobilization and during construction to follow OHS and labor compliance.

Subcontractors are obliged to comply with the policies and ethical code of conduct of FTA as described above. There’s also a simplified Code of Conduct developed for the construction contractors which the workers are expected to sign off. It’s observed that the contractors at terminal and construction site have low level of awareness of the CoC requirements and the grievance mechanism procedure. As per ESAP #9, FTA and ATS will conduct refresher trainings to operations and construction contractors on CoC requirements, OHS practices and grievance mechanism.  

Update 2024: The trainings have been completed as per original ESAP #9.                                             

PS3: Resource Efficiency and Pollution Prevention

  Resource efficiency

Resource consumption such as water and fuel consumption are monitored as per FTA’s E&S Management Plan (ESMP). FTA developed and is implementing a certified ISO 50001 energy management system. FTA follows a systematic approach in achieving continual improvement of energy performance and monitors energy efficiency with set key performance indicators (KPIs) focusing on electricity conversion efficiency for natural gas use (%) and electricity use (kWh per passenger). Examples of energy efficiency improvements include the use of LED lighting and continuous monitor of heating and cooling. For expansion works, the Terminal 2 building is designed as per LEED Gold certificate requirements.

FTA operates a trigeneration plant to partially meet the electricity, heat and cooling power needs of the airport and holds the necessary license for this operation from Republic of Türkiye Energy Market Regulatory Agency (EPDK). The plant has a total of 8 MW installed capacity and runs with natural gas and alternatively with liquefied natural gas (LNG). Nearly 50% of AYT’S energy demand has been met by the trigeneration unit, the share of which decreases to 45% during the summer period. According to the concession agreement, FTA is allowed to install a rooftop solar power plant with maximum 4 MW capacity for which feasibility studies are still ongoing.

Greenhouse Gases

Direct ground-based AYT airport GHG emissions are caused by fuel consumption from on-site combustion including diesel, natural gas and petrol use, self-generated electricity from trigeneration unit and purchased electricity. Indirect emissions are associated with fuel combustion in aviation (LTO), electricity supply to third parties from both purchased and generated electricity and fuel consumption for ground vehicles. Based on Antalya Airport 2021 Carbon Footprint report, in 2021 the total GHG emissions associated with the airport were 270,260 tCO2-eq out of which 14,230 tCO2-eq was reported under direct GHG emissions’ scope (Scope 1 and Scope 2). This total figure is 37% less than the pre-COVID 2019 emissions (433,570 tCO2-eq). The ESIA estimates that the GHG emissions associated with the airport’s operation will reach 591,760 tCO2-eq by 2027, out of which 30,560 tCO2-eq will be direct GHG emissions (Scope 1 and Scope 2).

FTA is undertaking carbon assessments annually as part of the ACI’s Airport Carbon Accreditation (ACA) scheme. The airport has a Carbon Management Plan (CMP) in place which is revised every three years including assessing GHG reduction opportunities. As per ESAP 10, FTA will continue to calculate and monitor GHG emissions annually in line with ACA and IFC guidance. In addition, FTA will achieve and maintain the certification to Airport Carbon Accreditation Level 4 and disclose long-term absolute GHG reduction target in line with ACA Level 4 requirements.

Update 2024: The ESIA estimated 7,410 tCO2-eq will be avoided due to reductions in purchased electricity, including the installation of a 4 MW solar PV.  This is a conservative estimate as there is a planned increase in PV installed capacity to 5.8 MW over the project implementation. ESAP #10 listed in the paragraph above has been updated under ESAP #5 by which FTA will adopt a GHG Calculation Procedure to ensure that it continues calculating, monitoring and publicly disclosing GHG emissions annually in line with the ACA scheme and IFC guidelines.

Update 2025: ESAP #5 is now ESAP #9 with no changes.

Pollution Prevention

Air Emissions and Noise

For current operations, FTA holds an air emission permit valid until August 2024. The latest emission monitoring report from 2020 confirms that utilities on site, i.e., trigeneration and heating system, comply with the local regulation.

For project operations, the air modelling study in the ESIA concludes that overall impacts of particulate, SO2, CO and NO2 emissions will not be significant. On the other hand, volatile organic carbon (VOC) national regulation limit values are predicted to be exceeded in terms of both hourly and long-term limit values.

As per ESAP #11, FTA will cooperate with DHMI and fuel operators, in a manner commensurate with the client’s control and influence over the third parties to initiate VOC monitoring and analysis both at the current and new fuel farm area to understand the likely contributions to VOC concentrations and if the new fuel farm has the potential to create VOC exceedances as predicted by the modelling. The scope of the analysis should also include monitoring impacts of the new fuel farm on the nearby receptors such DHMI state housing.

The project has a Dust Management Plan that includes regular water spraying during construction hours (and more frequently during dry days), speed limits for trucks, stabilization and wetting of soil piles. To address air quality impacts from the construction FTA will revise and develop, as necessary, (ESAP #1 and #2) and implement operation and construction Air Quality Management Plan covering additional mitigation measure related with dust and other emissions resources for construction phase

Noise monitoring and impact due to airport operations are discussed under PS 4 section.

Update 2024: As per the latest monitoring results from 2023, FTA remains compliant with the local regulation and WBG General EHS Guidelines. The original ESAP #11 above has been updated under ESAP #6, by which FTA will cooperate with DHMI and fuel farm operator, in a manner commensurate with the client’s control and influence over the third parties, to assess VOC-related impacts and corresponding mitigation measures. The project has a construction-phase Dust Management Plan and is in the process of completing the development of an Air Quality Management Plan (ESAP #1).

Update 2025: ESAP #6 is now ESAP #10 with no changes.

Soil and Groundwater

The existing associated fuel farm of the airport with 37,000 m3 capacity is operated by three different fuel suppliers. All suppliers comply with EI/JIG Standard 1530 Quality assurance requirements for the manufacture, storage, and distribution of aviation fuel to airports (A4), for which yearly audits are conducted. Within the expansion project, the existing fuel farm will be relocated to the northern side of the airport and the capacity of the new fuel farm will be 80,000 m3. Before the decommissioning starts, FTA will initiate the process and cooperate with DHMI and fuel farm operator to conduct leakage test, soil sampling and analytical testing in the farm locations (ESAP #12a).

After the design of the new fuel farm is completed and before construction arm starts the FTA is required (ESAP #12b) to conduct soil quality analysis and to undertake QRA (ESAP #12c) to demonstrate the planned siting and the safety measures incorporated into the design provide adequate protection for the population and structures in the surrounding environment.  The new fuel farm, to be operated by an independent private operator, will be designed to comply with the EI/JIG Standard 1540 for design, construction, commissioning, maintenance and testing of aviation fuelling facilities and the provisions of the Seveso Directive.

For current operations, potable water, irrigation water and cooling water for power facilities are fully sourced from 12 groundwater wells within the project site., FTA with cooperate with DHMI, as necessary, to obtain valid usage permits for all wells managed by FTA.

Water needs for the construction works, including sanitary use by workers, concrete batching and dust suppression is estimated to be 650,000 m3. Water will be supplied to the construction site with the existing water infrastructure with three new water tanks in total capacity of 2,600 m3 to be allocated.

Review of available documentation suggested that the annually extracted groundwater amount by FTA (722,501 m3 in 2021) is lower than the total permitted amount (814,009 m3) regardless of the purpose of the use.  Considering that the estimated annual increased water demand of the airport (952,648 m3 in 2022 and 1,091,434m3 in 2023) will be higher than the permitted annual water abstraction amount, new wells will be needed to supply the necessary water. DHMI will be responsible for applying to State Hydraulic Works (DSI) and obtaining the required additional groundwater use permits. However, since the wells in the project site are used by different entities including DHMI, possible impacts of increased groundwater withdrawal on the replenishment capacity of the aquifer and eventual negative impacts for the nearby community members using the same water wells will be established, permitting requirements will be identified and initiated accordingly and any mitigations required will be agreed with DHMI and relevant stakeholders (ESAP #13).

Withdrawn groundwater is treated preliminarily through softening procedures and water quality is monitored monthly as per the requirements of the local regulation, Regulation on Water Intended for Human Consumption. The same procedure will continue to be applied during the construction and operation phases of the project.

Update 2024: The original ESAP #12a above has been updated under the new ESAP #7, by which FTA will initiate the process and cooperate with DHMI and fuel farm operators to conduct leakage tests, soil sampling, and analytical testing in the farm locations to ensure that the decommissioning of the existing fuel farm is consistent with the FTA’s ESMS and local requirements.

As per the original ESAP #12b above, before the start of construction activities of the new fuel farm, the FTA conducted a soil quality analysis which confirmed that all parameters were within the limit of the local regulation on Control of Soil Pollution and Point Source Polluted Sites, concluding that there is no imminent hazard risk to any receptor. In addition, a water quality assessment from a well in the new fuel farm area was conducted, which confirmed that there is no groundwater pollution in the area. As per the FTA’s guidance, DHMI received a permit to earth-fill the area as an additional mitigation measure.

As per the original ESAP #12c above, FTA has undertaken a Quantitative Risk Assessment in coordination with the new fuel farm operator to demonstrate that the planned siting and the safety measures incorporated into the design provide adequate protection for the population and structures in the surrounding environment. The client has also commissioned an independent audit of the design and construction of the new fuel farm to ensure that the facility is built and operated in strict adherence with internationally recognized E&S and safety standards, including the EU Seveso Directive, which is focused on control of major-accident hazards involving dangerous substances, as well as the EI 1540, which is an international standard for the design, construction, commissioning, maintenance and testing of aviation fueling facilities. Under the new ESAP #8, depending on the results of the independent review, the client will implement mitigation measures, if any are identified by the audit, to address gaps in design and operational procedures.

The airport's annual water demand due to expansion will be higher than the permitted annual water abstraction amount (814,009 m3 in 2022). Hence, new wells will be needed to supply the necessary water. DHMI will be responsible for applying to the State Hydraulic Works (DSI) and obtaining the required additional groundwater use permits. However, since the wells in the project site are used by different entities, including DHMI, FTA will monitor groundwater abstraction rates and changes in water levels in the established monitoring network to ensure potential impacts on third party water users are identified, and any mitigations required will be agreed with DHMI and relevant stakeholders (updated ESAP #9).

Withdrawn groundwater is treated preliminarily through softening procedures, and water quality is monitored monthly as per the requirements of the local regulation, Regulation on Water Intended for Human Consumption. As per the updated ESAP #9, FTA will continue to conduct regular water quality analysis for all wells in line with the operational Water Management Plan, and any exceedance detected will be mitigated with corrective actions.

Update 2025: ESAP #7 is now ESAP #11 with a timeline change, as the construction of new apron on the land of the old fuel farm is postponed. ESAP #8 is now ESAP #12 with an updated timeline, as the independent audit is being finalized in Q1 2025. ESAP #9 is now ESAP #13 with no changes.

Wastewater Management

AYT has an operational wastewater treatment plant with a total capacity of 4,500 m3/day. The wastewater generated at the airport is treated on-site and discharged to deep soil. As per local water pollution regulation, effluent quality is controlled by measuring pH, Biochemical Oxygen Demand (BOD), Chemical Oxygen Demand (COD) and Total Suspended Solids. As per ESAP #14a, FTA will update Wastewater Management Plan for operation activities in line with the national requirements, World Bank Group EHS Standards and measures identified in the ESIA Report; the Wastewater Management Plan will include monitoring of total nitrogen (TN), total phosphorus (TP).

Within the project scope, the capacity of the current wastewater treatment plant will be increased, and two additional treatment plants will be built to treat the increased volume of wastewater. The exact location and design of the plants are still under consideration. 

During construction works, the EPC contractor is responsible for managing wastewater generated on site as per its Waste Management Procedure (2022), PS3 and WBG EHS Guidelines for Airport.

Update 2024: ESAP #14a is now ESAP #10 with no changes.

Update 2025: ESAP #10 is now ESAP #14, with no changes.

Hazardous Material and Waste Management

Hazardous materials, which are expected to primarily include oil and fuel from aircraft and ground service vehicle maintenance, will be stored in designated areas in accordance with the national requirements and standards, relevant WBG EHS Guidelines and good practices guidelines to prevent any spillage on the site. As there is no dedicated site-specific Hazardous Materials Management Plan for the construction phase FTA will ensure that ATS develop (ESAP #1 and #2) a site-specific Hazardous Materials Management Plan for both construction and operations phases defining specific storage, transport and conditions based on hazardous materials chemical-physical properties and amount of hazardous materials present.

The airport operation contributes to generation of both hazardous (e.g., sludge from the wastewater treatment plant, waste oil, waste batteries and waste electrical and electronic equipment (WEEE)) and non-hazardous waste (e.g., organic waste, packaging waste, and waste tires). The FTA managed terminal operations generate mainly non-hazardous waste, which is managed as per the existing waste management plan.  To strengthen the practice, as per ESAP #14a, FTA will update and implement a Waste Management Plan (to include temporary storage of the hazardous waste) for operation activities in line with WBG General EHS Guidelines to monitor and record estimated and actual waste volumes as well as to define waste treatment/disposal options and disposal routes, with preference given to waste recycling and reuse of material where possible.

Construction waste, both hazardous and non-hazardous, will be managed as per the EPC contractor’s Waste Management Procedure (2022). As per ESAP #14b, this construction Waste Management Procedure will be revised and implemented to be in line with the national and international standards including wastewater site-specific mitigation/control measures and monitoring. Hazardous construction waste including contaminated materials (e.g., asbestos) due to maintenance and repair will be managed by ATS and stored on the hazardous waste temporary storage area designated by FTA, and then disposed of by licensed subcontractors.

Update 2024: As per the original ESAP #1 and 2, the EPC contractor developed a site-specific Hazardous Materials Management Plan for construction to be implemented during the construction phase. Ahead of the start of the operations phase, FTA will finalize the operational Hazardous Materials Management Plan defining specific storage, transport, and conditions based on hazardous materials' chemical-physical properties and the amount of hazardous materials present (updated ESAP #1).

ESAP 14b above has been replaced by the updated ESAP #11, by which the FTA will update and implement a Waste Management Plan to include temporary storage of hazardous waste for operation activities in line with WBG General EHS Guidelines.                                              

Update 2025: ESAP #11 is now ESAP #15, with no changes.

PS4: Community Health, Safety and Security

The Airport and the expansion site are in close proximity to some residential neighborhoods (Altuntas, Guzelbag, Guzelyurt, Ermenek) with a considerable number of agricultural activities and some other commercial business such as tour operators, car rentals etc.

Community health and safety impacts associated with the construction and operations phase include impacts from increased road traffic such as dust, noise, equipment and building safety, worker influx, increased water use, life and fire safety for areas with public access.

The project will generate an influx of around 2,500-3,000 construction workers during its peak. Given the nature and size of the city as a major tourism hub, the impact to receiving community is not expected to be significant. Furthermore, the workers will be accommodated in worker camps at the construction site, minimizing potential interaction with locals and will abide by the Code of Conduct, as described under PS2. A Community Health and Safety Management Plan, both for constructions and operations, will be prepared as per ESAP #15 to ensure impacts to neighboring communities from construction and operations are assessed, and mitigations are identified accordingly.

As per ESAP #2 a ATS’s construction Traffic Management Plan will be updated to ensure workers and safety on the roads used by construction vehicles. As per ESAP 16, a Traffic Management Plan for operations phase will be developed by FTA, in coordination with DHMI, to ensure that traffic and transport procedures within the airport follow the applicable standards and guidelines. The emergency teams of the project will be furnished and trained to respond to traffic-related emergencies. The same Management Plan will envisage measures to address vehicle movements to and from the airport associated with increased airport road traffic volumes and mitigate impacts on mobility and road safety in the area surrounding the airport and for the local community, also including use of vehicle and pedestrian routes and use of parking facilities.

Increase in airport traffic will result in car parking stress as an indirect impact. Once the expansion works including a multi-story car park with 2,500 parking space availability are complete, available parking spaces will be tripled. Emergency preparedness and response in relation to accidents and emergencies associated with the airport operations including e.g., security and safety of passengers, dealing with natural disasters, life and fire emergencies is provided by DHMI and has informed the FTA that will be updated regularly.

Update 2024: As per the original ESAP #15, FTA has prepared a Community Health and Safety Management Plan, both for construction and operations, in line with IFC PS4 to ensure impacts to neighboring communities from construction and operations are managed.

A Construction Traffic Management Plan aligned with IFC PS4 requirements is in place, and no recent incidents have been recorded regarding traffic management. The preparation of the Traffic Management Plan, originally under ESAP #16 and now under ESAP #12, for the operations phase is currently being developed by FTA in coordination with DHMI.

Update 2025: ESAP #12 is now ESAP #16, with no changes.

Life and Fire Safety (L&FS)

While the overall responsibility for the emergency preparedness and response including on life and fire safety aspects at the AYT lies with the DHMI, FTA is responsible for terminal operation related to life and fire management aspects.

FTA will design the new airport terminal and other facilities with public access in accordance with the national life and fire safety code of Türkiye, local building codes and legal/insurance requirements, and in accordance with an internationally accepted life and fire safety (L&FS) standard.  A Life and Fire Safety Master Plan for the new terminals will be developed and independently certified (as per ESAP #17a). For the existing terminals and areas within the airport accessible by public FTA will commission a third-party Life and Fire Safety Audit (ESAP #17b).

As AYT expansion plan include construction of new fuel farm. As per relevant National Regulation, the location and design of the new farm must comply with regulatory safety requirements in terms of e.g.  distance between the tanks (for volume greater than 11,375 m3 ) to the neighboring land border, main traffic roads or railways must be at least 55 m. Responsibility for life and fire safety related aspects of the construction and operation of the new fuel farm is with DHMI.

Updated 2024: The Life and Fire Safety system (L&FS Master Plan) for the new terminals will be independently certified (originally under ESAP #17a above is now under ESAP #13). For the existing terminals and areas within the airport accessible by public FTA will commission a third-party L&FS audit (originally under ESAP #17b above is now under ESAP #14).

Update 2025: A L&FS Master Plan dated January 2025 was prepared by a third-party L&FS consultant. As per ESAP#17 (previously ESAP#13), the Master Plan will be certified by a third party. ESAP #14 is now ESAP #18, with a timeline change.

Operations Noise

The most significant source of noise from airport operations are aircraft landing and takeoff (LTO) cycles, followed by a variety of ground operations and equipment including aircraft taxiing, auxiliary power units (APU), engine testing and maintenance, and ground support vehicles, noise from which can collectively and broadly be classified as “airside noise impacts”. Other sources of noise include terminal operations, ground vehicle traffic from access roads leading to the airport / terminal building, operation of the heating plant, etc., noise from which can collectively and broadly be classified as “land side noise impacts”.

Air side noise impacts are managed as per the national noise regulation Turkish Regulation on Environmental Noise Control (RENC) setting the noise exposure standards at 68dBA during the day and 58dBA at night-time, while the land side noise, associated with construction and operational phase will be managed as per World Bank Group Environmental, Health and Safety General Guidelines (2007):

As per national regulations, the DHMI is the responsible party to carry out general airside aviation operations including air traffic management and thus responsible for management of the air side noise impacts, which are considered third party impacts. FTA as terminal operator is liable for the operation of the Leased Property, which is limited with the landside operations at the Antalya Airport, and thus responsible for management of the land side noise impacts, which are considered direct impacts from FTA’s construction and operational activities. 

Considering above, the key mitigation measures should address both (i) landside and (ii) air side impacts. To mitigate impacts from the “land-side generated noise”, as per ESAP #18a, FTA will develop and implement a construction Noise Management Plan and operational Noise Management Plan for the airport operations in line with the national requirements and IFC E&S requirements and implement noise monitoring program at sensitive receptors during construction.

To mitigate impacts from the “air side generated noise” FTA will as per ESAP #18b will commit to collaborate with DHMI and other stakeholders to make efforts to address the airside noise risks and impacts in a manner commensurate with the client’s control and influence over such  i.e. (i) work with the DHMI to adopt International Civil Aviation Organization (ICAO) Balanced Approach procedures, (ii) provide funds and implement, in close cooperation with DHMI, the insulation program for educational facilities and hospitals located and most households impacted by exceedance of national standards with a target noise level of at least 40 dBA indoors at nighttime; (iii) implement continuous noise monitoring to ensure the project mitigation and insulation programs will be evaluated and implemented correctly

A joint committee was established between DHMI, FTA, local police, and fire department, to coordinate and harmonize their respective plans and functions at the airport. To address concerns associated with the noise impacts from the airport operations raised by affected communities, FTA will develop, in coordination with DHMI, the operations air side noise management plan and communicate progress made via the project SEP (ESAP #18c). DHMI is ultimately responsible for the implementation of air side related mitigations actions of the Noise Management Plan. Through the joint committee, FTA will also solicit and monitor, to the extent possible, actions under DHMI responsibility.

Update 2024: To mitigate impacts from the “landside generated noise”, as per the original ESAP #18a above , FTA has developed and is implementing a Noise Management Plan for the airport operations in line with the national requirements and IFC PS requirements and implement noise monitoring program at sensitive receptors during construction. As per the updated ESAP #15, FTA and ATS are required to identify the reasons behind noise increases, implement measures to prevent them from reoccurring during the remaining construction time and communicate to the affected communities about the corrective actions undertaken.

In relation to “airside generated noise” the original ESAP #18b has been replaced by the updated ESAP #16. As part of the current project monitoring, FTA drafted a Noise Management Plan (NMP) for operations, which is being reviewed and updated with noise monitoring data collected by a specialized consultancy. Following completion of noise monitoring program, the NMP will be validated and updated. A noise Insulation Program (NIP) will be developed and updated accordingly.  FTA in coordination with DHMI will disclose (updated ESAP #16) the preliminary noise insulation program and preliminary results of the noise insulation program implementation, element of which may contain: (i) evidence of stakeholder engagement including with project-affected people (PAPs) and DHMI on the programs; (ii) disclosure and dissemination of the noise insulation program; and (iii) hiring of the NIP implementation team (including key wide-ranging of specialists).

To address concerns associated with the noise impacts from the airport operations raised by affected communities, FTA will, in coordination with DHMI, communicate progress made on developing the NMP via the project SEP (originally ESAP #18c and now ESAP #17) and disclose (updated ESAP #18) NMP including NIP to affected communities and undertake tailored, impact-based outreach activities to support implementation. DHMI is ultimately responsible for the implementation of airside-related mitigation actions of the NMP.

Update 2025: The noise monitoring program is to collect the data necessary for preparing and implementing the Voluntary Noise Insulation Program (VNIP) by FTA, with support of a noise consultant. The noise levels measured at the seven monitoring stations managed by FTA are enclosed in the monthly noise monitoring reports and are also disclosed as live data on the airport website (https://www.antalya-airport.aero/expansion-project/noise/noise-monitoring). As of February 2025, the revision of the Noise Management Plan (NMP) and of the VNIP is progressing with some delays. DHMI has not prepared a NMP nor designed / implemented any noise abatement measures specific to the expansion.  In addition, there is a lack of noise data sharing that can inform NMP update and monitoring program.

As per the new ESAP #19, which replaces ESAP# 15, 17 and 18, FTA will strengthen their cooperation with DHMI to clarify roles and responsibilities on noise management and will share with DHMI the draft NMP completed to the extent that can be done with the responsibility of FTA alone. It is then expected that DHMI will further develop the plan in line with the ICAO balanced approach. The NMP will be disclosed by FTA once approved by DHMI, or by the proposed timeline if no input from DHMI is provided.

The VNIP, being a voluntary initiative by FTA, is expected to be finalized and disclosed before the NMP itself. As per the new ESAP #20, which replaces ESAP# 16 and 18, FTA will design, disclose and implement a VNIP to mitigate the night-time noise disturbance at sensitive receptors and the day-time noise disturbance at hypersensitive receptors, such as schools and hospitals. FTA will inform the affected communities about the VNIP and will conduct tailored, impact-based outreach activities to support its implementation.

Security Personnel

Security of the main entrance to the airport and borders are provided by DHMI. Terminal security services are contracted to a reputable private security contractor under close supervision of FTA’s security manager. The terminal has a security risk assessment and management plan in place which is consistent with national and international requirements (European Civil Aviation Conference) that include background checks, code of conduct, trainings, procedures of engagement, and coordination with public authorities. This is consistent with PS4 requirements. FTA’s grievance mechanism is able to capture grievances related to security personnel and all relevant grievances are assessed and acted upon.

PS5: Land Acquisition and Involuntary Resettlement

  The expansion project required the acquisition of 105 parcels of land impacting an area of 116.1 hectares, which was implemented by DHMI, starting with an expropriation decision taken in 2010 and completed in 2017. The inclusion of the expansion project in the public investment program dates back to 2005 and since IFC financing was not anticipated at the time, the land acquisition process followed national requirements. FTA did not have any involvement in the land acquisition process.

Two settlements were affected by project land acquisition, namely Yesilkoy and Guzelbag, affecting a total of 604 people.  The valuations started in 2010 and 154 people from 64 parcels accepted the compensation offered. Acquisition of remaining shares and parcels took place through court process. 63 court cases affecting 26 private, 34 treasury parcels are ongoing related to the amount of compensation. The land acquisition resulted in physical displacement of 278 PAPs (using or owning shares in 359 homes) and economic displacement of 366 greenhouses, a prominent source of livelihood in the Antalya plain. Since the affected people received cash compensation, majority have been dispersed all around the city and some have moved away from Antalya. 

The project appraisal included a land audit by an independent consultant (report disclosed along with this ESRS) which included review of the past land acquisition process and surveys with key stakeholders and affected people (reaching approximately 25% of the PAPs). A gap analysis of this past process with international standards revealed some gaps against IFC PS5 notably with respect to application of depreciation cost to affected assets resulting in compensation below replacement cost, absence of socio-economic baseline survey and implementation of associated livelihood restoration measures.  The owners/users of land were able to use the expropriated land for about 5-6 years after expropriation and before actual land entry as an additional benefit. The Project did not resort to forced evictions and affected households (HH) have been informed of the expropriation process starting from the valuations in 2010.

Some ongoing risks were identified by the Land Audit notably, DHMI’s recent appeals to court for revision of compensation amounts for material miscalculations and miscalculation of depreciation percentages (19 cases) and PAPs having become vulnerable and homeless as a direct result of the land acquisition (3 HHs).

As described above, IFC’s E&S appraisal approach included gaining a detailed understanding of the past resettlement undertaken prior to IFC’s involvement including the gaps in the process and outcomes with respect to PS 5 and designing a way forward approach (to the extent possible and permissible) to achieve outcomes that are consistent with PS 5 requirements. This includes avoidance of any further/incremental impacts and designing and implementing supplemental measures with an objective to try and mitigate any residual impacts and support restoration/enhancement of livelihoods and living conditions of affected (and identified) PAPs.

In line with this approach and as per ESAP#19, FTA will prepare a Supplemental Livelihood Improvement Plan (SLIP) that will focus on avoidance of any incremental impacts and on mitigating ongoing adverse impacts as much as feasible and vulnerabilities from the past land acquisition process, starting from the most vulnerable and most impacted groups. The SLIP will reflect a tiered approach inclusive of all categories of PAPs, in providing access to supplemental livelihood restoration and household support measures which are broadly outlined in the Land Audit Report. The SLIP will a) establish a comprehensive database of all identified PAPs summarizing key information for further livelihood restoration, vulnerability assessment, support, and monitoring; b) define entitlements per households/PAPs, c) prepare a detailed budget based on the definition of activities, as well as recapitulate implementation arrangements for each component (including linkages and potential implementation partners), d) a detailed implementation schedule.

A stakeholder engagement process and grievance management mechanism will be put in place to consult with affected people and to be able to capture individual complaints related to the process. As per ESAP#5, FTA will appoint qualified in-house social specialist/CLO to lead the preparation of the SLIP, engaging with key stakeholders and PAPs, implement the SLIP activities and prepare progress reports for internal and external stakeholders.

FTA will demonstrate efforts to reach as many as affected PAPs and assess their needs and vulnerability to determine which SLIP measures would best respond to their situation. A contingency budget will be provided to be able to offer support to PAPs that could not be reached during SLIP preparation.

As per ESAP#20, FTA will commission an independent consultant to undertake a) quarterly monitoring of SLIP implementation and b) close-out report to ensure implementation is undertaken in accordance with the requirements outlined in SLIP and remain consistent with PS5 objectives.

Update 2024: In line with this approach and as agreed under the original ESAP #19 above, FTA prepared a Supplemental Livelihood Improvement Plan (SLIP), which focuses on mitigating ongoing vulnerabilities from the past land acquisition process. The SLIP entails a household level impact assessment and entitlement matrix based on socio-economic surveys completed between August – October 2023, covering 244 households. The SLIP includes the Vulnerable People’s Program, Housing Improvement Program, Greenhouse Support Program, and Non-agricultural Livelihood Improvement and Employability Enhancement Program. In addition, FTA has put in place a SLIP Implementation Committee (IC) composed of different fields of expertise (agriculture, legal, procurement, construction, etc.) to deliver SLIP programs. Implementation started in 2024, and most of the assistance programs will be completed by 2027. The sponsors mainly drive SLIP overall management and decision-making, whereas the FTA SLIP IC will deliver assistance to PAPs. A SLIP-related stakeholder engagement process and grievance management mechanism are being launched to inform and consult each household on the assistance programs and delivery mechanism.

As per the updated ESAP #19 and #20 (which replaces the original ESAP #20 above), FTA will provide evidence of implementation of the SLIP, prioritizing the most vulnerable households including those without security of tenure, commission a qualified independent consultant to undertake a completion audit to ensure that outcomes are consistent with the objectives of the SLIP and IFC PS5, and identify time-bound corrective actions if any significant gaps remain.

As per the updated ESAP #21 and #22, FTA will disclose the SLIP grievance mechanism to affected communities through culturally appropriate and accessible means and complete household-level engagement activities to agree on the assistance programs and delivery mechanism with each of the SLIP beneficiaries.

Update 2025:

FTA kicked-off and disclosed the SLIP and the grievance mechanism in May 2024. A summary of the programs is available on the website of the expansion project: https://www.antalya-airport.aero/expansion-project/reference-documents and also disclosed along with this ESRS. FTA engaged with the key stakeholders and contacted each of the households one by one to offer the entitlements identified by the independent assessment. Participation in the SLIP program remains voluntary and at the discretion of the PAPs. ESAP #21 and #22 indicated in the 2024 update above are completed. The most vulnerable households (without security of tenure) were contacted as a priority and majority of them indicated the need for more time to consider the offered assistance. As per new ESAP #21 and #22 (which replaces ESAP#19 and #20 in 2024), FTA will provide evidence of implementation of the SLIP, prioritizing the most vulnerable households including those without security of tenure (with an extension to enroll until 2027), commission a qualified independent consultant to undertake a completion audit to ensure that outcomes are consistent with the objectives of the SLIP and IFC PS5, and identify time-bound corrective actions if any significant gaps remain.

Housing Improvement and Greenhouse Improvement Programs also kicked-off mid-2024 and their implementation is on track. Certain SLIP programs (Employability and Vulnerability Support) attracted lower participation, which indicates that the preferences and needs of the PAPs changed over time. As per new ESAP#23, FTA will undertake an interim review of the SLIP, to reallocate budget and update the programs and deadlines based on first half year of implementation and needs assessment.

The SLIP Implementation Committee is still in place and will be strengthened with an additional social expert as per new ESAP #5 mentioned above. FTA continues to prepare and submit monthly implementation reports based on which the sponsors and IFC will continue to monitor progress and quarterly monitoring reports will be submitted to IESC and IFC.                                                  

PS6: Biodiversity Conservation and Sustainable Management of Living Natural Resources

The project is located in an industrialized zone of Antalya Plains Key Biodiversity Area (KBA) / Important Bird and Biodiversity Area (IBA), which was designated in 2006 while Antalya Airport had already been in operation for some decades. Project activities are confined to the existing airport concession with no greenfield expansion except for the construction of the new cargo facilities and apron area located to the south for which the land acquisition was completed in 2017 as explained under PS5 section.  Impacts on biodiversity values associated with Antalya Plains KBA/IBA are therefore not anticipated. Consultation with relevant KBA/IBA stakeholders flagged the nearby Duden Stream as a potential receptor of project-related impacts. Duden Stream is located to the west of the airport at about 2 km and is the nearest biodiversity value associated with the project. To address this, mitigation measures related to stormwater management, erosion / sediment control, pollution prevention, groundwater extraction have been established within the ESIA, to be reflected in project’s ESMS (ESAP #1 and #2) to avoid potential impacts on the stream and its riparian habitat. Existing deterrent measures to avoid bird strikes will continue to be implemented throughout the operations phase of the project by DHMI.

PS8: Cultural Heritage

  Four cultural heritage sites (three water canals and an ancient quarry) on the airport property are identified by the Antalya Regional Council (public entity in charge of Conservation of Cultural Property). All four sites are designated as “High” on the International Council on Monuments and Sites’ (ICOMOS) value scale.

Based on information available at appraisal, the water canals would not be considered ‘critical’ or ‘non-replicable’ cultural heritage. Other water canals are known in the area, and they are not archaeologically unique. This assessment could change if additional sections of canals are found and possible connection to a larger network indicate some larger significance.

The ESIA cultural heritage assessment found out that the ancient quarry has been filled in by prior construction activities. Pre-construction consultation of DHMI did not indicate presence of any cultural heritage at the planned construction footprint, based on which the construction activities started. Follow-up communication received from Antalya Regional Council indicated the location of the ancient quarry and the construction activities were immediately stopped. The area is currently fenced off and will be marked on all maps including project master plan and construction drawings as archaeological sensitive area. FTA through DHMI will consult Antalya Regional Council if any further mitigations would be needed.

As per ESAP#21, FTA will develop and adopt a Cultural Heritage Management Plan (CHMP) as outlined in the ESIA that will include a Chance Finds Procedure as well as the relevant legal framework; IFC’s PS 8; potential sources of impacts on cultural heritage from the project; site-specific mitigation measures and procedures based on outcome of consultations with the authority, roles, responsibilities, and training programs; monitoring and reporting procedures; and key indicators that will be included in project’s ESMS. The CHMP will be managed by a cultural heritage monitor to be on site during construction activities.

Update 2024: The area of the ancient quarry is currently fenced off and marked on all maps including project master plan and construction drawings as an archaeological sensitive area. Consultations with Antalya Regional Council did not require any further mitigation measures. As per the original ESAP #21, FTA is implementing a Cultural Heritage Management Plan (CHMP) as part of their ESMS, that is aligned with local requirements and IFC PS 8. The CHMP is managed by an independent cultural heritage monitoring expert visiting the site during construction activities and preparing monthly monitoring reports. FTA also conducts tailored consultations with Antalya Regional Council for the Protection of Cultural Property on mitigation measures and further instructions for registered cultural property at the expansion site.  

Update 2025: There are no further construction activities on the project site that may have any impacts on the ancient quarry site or have further chance finds impacts.  The E&S screening study for the associated facilities will consider any potential CH impacts and will apply the construction ESMS, as per the new ESAP#3 and #4 mentioned above.                                              

FTA has organized some broader information activities such as publishing the expansion project in national, local media and social media as well as presentations to enterprises and airlines companies at the airport. Since an EIA was not required for the project locally, a public consultation meeting and a stakeholder engagement process did not take place prior to the start of construction. This is planned to take place for the disclosed ESIA done in accordance with IFC PS and will follow the Stakeholder Engagement Plan prepared and adopted by FTA for the expansion project disclosed with this ESRS.  This includes focused meetings with the primarily affected communities, notably the adjacent neighborhoods that are disproportionately affected from construction related impacts (dust, traffic, etc.) as well as aircraft noise. FTA will also hold tailored consultations with Antalya Regional Council for the Protection
of Cultural Property on mitigation measures and further instructions for
registered cultural property at the expansion site.  Stakeholder consultations and review of grievances should assess adequacy of the planned mitigations to avoid additional stress and nuisance to nearby communities and include relevant updates in the project’s ESMS (ESAP #1 and #2). 

FTA currently has a community grievance mechanism that is able to capture project related grievances. The grievance mechanism will be disclosed during consultations of the ESIA and project related grievances will be monitored as part of the ESMS. Consultations with people affected from past resettlement will be organized separately as part of the preparation of PAP database and mitigation measures to be included in the SLIP. As stated above under ESAP#5, the CLO to be appointed will also be in charge of managing all types of project related grievances and stakeholder engagement activities including periodic visits to primarily affected neighborhoods. 

Update 2024: FTA publishes the progress related to the expansion project in national, local media, and social media. General project engagement and consultation by FTA was undertaken from July – December 2022 during the ESIA preparation and has been iterative, two-way, inclusive, and enabled wide dissemination of project-related information and mitigations. ESIA disclosure meeting was organized in December 2022, with the participation of a wide range of stakeholders and affected communities. The CLO organizes one-to-one engagement activities to address any issues related to construction activities.           

Update 2025: For SLIP implementation, FTA will consult with PAPs and key stakeholders and periodically review the grievance mechanism, with the aim to improve accessibility of the SLIP benefits offered and raise awareness on cut-off dates. For the VNIP implementation, FTA will inform the affected communities by disclosing the program in a culturally appropriate manner, organizing a kick-off meeting and will conduct tailored, impact-based outreach activities to support its implementation.

ompany             TAV Airports Holding

Mr. Doruk Karabulut

Title       Head of Project and Corporate Finance

Telephone Number        +90 212 463 30 00 / ext. 10657 

 Email     Doruk.Karabulut@tav.aero

Mailing Address               Vadistanbul Bulvar, Ayazaga Mahallesi, Azerbaycan Caddesi, 2C Blok No:3L/6 34485 Sariyer, Istanbul, Türkiye

Website              http://www.tavhavalimanlari.com.tr/ 

Local access of project documentation

Fraport AG Frankfurt Airport Services Worldwide

Mr. Michael Reusch

Head of Asset Management (BET-CA)

60547 Frankfurt am Main

Email: m.reusch@fraport.de