TECHNICAL ASSISTANCE FOR THE INSTALLATION OF THE SIGNALIZATION

The European Union’s National Pre-Accession Assistance Programme for Turkey 2006

CFCU is the contracting authority of this project

This project is funded by the European Union

TECHNICAL ASSISTANCE FOR THE INSTALLATION OF THE SIGNALIZATION AND ELECTRIFICATION SYSTEMS

OF THE RAILWAY LINE BETWEEN IRMAK- KARABÜK-ZONGULDAK

is the Beneficiary of this project

B E R A T E N D EI N G E N IE U RE

CONS ULT INGE N G I N E E R S

I N G E N IE U R SC O N S E I L S

Ahmet Rasim sk. No:22 / 7

Ankara, TÜRKİYE Phone: +90-312-441 37 00

Fax: +90-312-441 78 43

E-mail: [email protected]

[email protected]

ILG-REP-MAN-GEN-003-Rev-C

TECHNICAL ASSISTANCE FOR THE INSTALLATION OF THE SIGNALIZATION AND ELECTRIFICATION SYSTEMS OF THE RAILWAY LINE BETWEEN IRMAK-KARABÜK-ZONGULDAK

PROJECT SUMMARY

and ANALYSIS of ENVIRONMENTAL IMPACT

5/10/2009

T.C

DEVLET DEMİRYOLLARI

Technical Assistance for the Installation of the Signalization and Electrification Systems of the Railway Line Between Irmak-Karabuk-Zonguldak

ANALYSIS of ENVIRONMENTAL IMPACT 05 Oct 2009 .

ILF CONSULTING ENGINEERS Page 2 of 52

TABLE OF CONTENT 1 PROJECT SYNOPSIS.......................................................................................................................................................... 3 2 IDENTIFICATION AND ASSESSMENT OF The MODERNISATION SCENARIOS ........................................................... 6 2.1 ESTABLISHMENT OF A REFERENCE SCENARIO (DO-MINIMUM ALTERNATIVE) ........................................................ 6 2.2 SCENARIO ANALYSIS (DO-SOMETHING ALTERNATIVES) ............................................................................................. 8 2.3 OUTLINE OF ENVIRONMENTAL ISSUES ........................................................................................................................ 30




1 PROJECT SYNOPSIS

Programme Name The National Pre-Accession Financial Assistance Programme for Turkey 2006

Project Title Technical Assistance for the Installation of the Signalization and Electrification Systems of the Railway Line

between Irmak-Karabük – Zonguldak

Reference No Europeaid/126386/D/SER/TR

Contract Number TR0603.13.02/005

Project Duration 12 months

Project Start Date 29 November 2008

Project End Date 31 November 2009

Status End of Stage 1 (June 08, 2009)

Role Beneficiary Contracting Authority Consultant

Name TCDD CFCU ILF Beratende Ingenieure ZT GmbH

Address TCDD Genel Müdürlüğü Talatpaşa Bulvarı 06330 Gar-Ankara, Turkey

Eskişehir Yolu 4.Km 2.Cad. (Halkbank Kampüsü) No: 63 C-Blok 06580 Sögüitözü-Ankara TURKEY

Feldkreuzstrasse 3, A-6063 Rum, Innsbruck, Austria

Telephone +90 312 309 05 15 +90 312 295 49 00 +90 312 441 3700

Fax +90 312 286 70 72 +90 312 472 37 44 +90 312 441 7843

E-mail [email protected] [email protected]

Contact Person Mehmet Tursak Muhsin Altun Gerhard Schmitz




Overall Objectives To improve the railway infrastructure and the modal split in favour of railway sector, while increasing safety level and reducing travel time, by the modernisation of the existing railway line from Irmak to Zonguldak,

Purpose

• To facilitate the modernisation of the existing railway infrastructure between Irmak and Zonguldak via preparation of a Feasibility Study (FS), Cost Benefit Analysis (CBA), Environmental Impact Assessment (EIA), and Tender Dossier for the modernisation of the existing railway infrastructure between Irmak and Zonguldak..

Expected Results

• A feasibility study that is fully compliant with the relevant applicable ED guidelines,

• An Environmental Impact Assessment study (notably EC requirements/guidelines, EIA and Habitat and Birds directives)

• A completed Instrument for pre accession (IPA) Application form

• A Detailed Modernisation Programme

• A procurement strategy

A works tender dossier which encompasses all aspects of the procurement strategy and that is prepared in accordance with the FIDIC conditions of contract including the required design, while delivering the above mentioned outputs, the Consultant is expected to reach the following interim results:

Key Activities

• Demand forecasts and Traffic Analyses

• Perceived Regulatory and Economic constraints

• Identification and Assessment of Potential Modernisation Scenarios

• Selection of the Preferred Modernisation Scenario

• Detailed Analysis of the Preferred Solution

• Financial Analysis -Project financing Plan

• Guidelines on Operation and Maintenance Policies.

Key Stakeholders SPO, DLH, CFCU, ECD, TCDD,

Target Groups MoT, TCDD.




Identification of the Scenarios: The “Irmak-Karabük-Zonguldak” railway line can be characterized as a mountainous single track railway line with steep gradients and various special civil structures such as tunnels, viaducts and retaining walls. The railway line requires substantial rehabilitation and improvements in order to maintain its existing operations.

“Major Maintenance” is identified as the “Do Minimum Scenario”, which can be described as the reestablishment of the existing infrastructure components in order to assure safe operation considering the present traffic volume. “Do-minimum” means carrying out as little investment and maintenance as possible, in order to keep the system working without excessive deterioration of the provided services. From today's operational point of view, no major changes of the railway line layout would be necessary since the line yet would be able to allow a commercial speed of up to 50 km/h, provided that the rehabilitation works would be carried out. The “Do Minimum Scenario” includes essential improvement and maintenance that are necessary for the implementation of the all alternative modernisation scenarios, therefore considered as a “base scenario”. Further modernisation scenarios are defined as follows:

Scenario 1 – Optimization of the track layout - further improvement measures in order to optimize the railway operation via the changes of the track layout. This scenario includes re-opening of some stations which are temporarily closed currently, installation, extension, re-arrangement or dismantling of some sidings, tracks and turnouts.

Scenario 2 – Signalisation - installation of a new signalling system on the railway line. This scenario includes renewal of the old signalling facilities, installation of new level crossing equipment and telecommunication facilities, adaptation of the connection point to the existing signalling system in Irmak station, and installation of a new dispatching centre in Karabük.

Scenario 3 – Electrification - installation of an electrification system on the entire railway line. This scenario includes installation of the substations and neutral sections, the overhead contact line system and all adaptations/ adjustments necessary for electric train operation, installation of a remote control system, establishment of connection points to the national high voltage transmission system as well as arrangements for future connections in Çaycuma and Filyos.

According to the outcome of the feasibility analyses of each of the modernisation scenarios, the investment defined in Scenario 1 - "Optimization of the track layout" is evaluated to be sufficient to meet the forecasted future transportation demand and is also measured to be financially feasible. Scenario 2 - 'Signallisation" provides additional benefits and has a high potential to become feasible by streamlining. No substantial further benefits could be identified by the realisation of the investments defined in Scenario 3- "Electrification" and it has to be considered as “not viable”. Therefore, it is recommended to adopt Scenario 1 as preferred solution for further analysis in Stage 2 and to also analyse Scenario 2 in detail to check if it can be made feasible

Environment Impact: No major environmental impact associated with the modernisation scenarios is foreseen. Moreover 2 public information meetings are still planned in the month of October.

The impact exerted by the permanent modification of the existing railway line structures is not significant for the “Do Minimum” Scenario and Scenario 1 New Track.

The relevant impact caused by Scenario 2 Signalling mainly consists of a changed visual appearance of the landscape incurred by the need to install radio masts and signal posts.

With respect to Scenario 3 Electrification, a permanent land use and a changed visual landscape appearance will be caused by the transformer substations and by the corresponding access roads as well as by additional power transmission line sections. The catenary lines and corresponding poles will also contribute to a changed visual appearance of the landscape.

As it is stated in Stage 2 report ILG-REP-MAN-GEN-003 prepared by the consultant Scenario 2 is identified as the preferred scenario.




2 IDENTIFICATION AND ASSESSMENT OF THE MODERNISATION SCENARIOS

Within the framework of the “Feasibility study for the Installation of the Signalisation and Electrification Systems of the Railway Line between Irmak - Karabük - Zonguldak” different modernisation scenarios are to be developed and analysed.

For this purpose, necessary information for technical and operational management were collected and gathered from the relevant parties. Additional “in-situ” visits complemented the investigations where deemed necessary in order to ascertain the overall condition of the railway line.

2.1 ESTABLISHMENT OF A REFERENCE SCENARIO (DO-MINIMUM ALTERNATIVE)

The “Do minimum” scenario, which includes minimal interventions on the existing infrastructure, is defined and analyzed as a reference. From today's operational point of view, no major changes of the railway line layout is necessary since the line yet would be sufficient for the current daily train traffic. Demand for improvements is referring only to the rehabilitation work to be carried out on the track structure. The Do-Minimum-Alternative therefore comprises of the reestablishment of existing infrastructure. This means that every infrastructure component necessary to assure safe operation according to present traffic volume has to be considered.

In this manner apparently over-dimensioned legacy assets that can be abandoned like redundant tracks and turnouts as well as needless stations or train stops could be closed, the turnouts for these tracks could be replaced by normal track or kept permanently locked. That means no changes will be made for today's operation courses and no additional signalisation will be carried out at this stage.

2.1.1 Permanent Way

Independently from other actions to be taken for the modernization of the railway line, the permanent way should be rehabilitated in any case.

That means in general:

• installation of sub-structure layer with adequate carrying capacity

• establishment of proper drainage

• replacement of defect sleepers and rail fasteners

• replacement of down-worn or damaged rails

Problems of drainage and missing carrying capacity of foundation have to be investigated more in detail to enable implementation of specific solutions. For that reason, shallow boreholes and trial pits should be drilled, in-situ tests (Standard Penetration Test (SPT), Pressiometer, Vane Test) and laboratory tests (index tests, UU, consolidation, permeability, direct shear etc.) should be performed and samples to determine related rehabilitation methods, to be implemented in accordance with the geomechanical and engineering characteristics of the ground, should be taken.

Due to the heavy loads which had been shipped over the railway line for many years the majority of settlements on the open line - unlike in stations – have been rehabilitated. But some spot improvements still have to be carried out by strengthening the substructure. In general the installation of drainage and geotextile to reinforce the foundation sublayers might be considered as a very effective method.

Permanent way work scope starts at the last turnout (turnout no. 12) of Irmak and ends in Zonguldak. Predominately it comprises of end-of-life substitution. Tracks must be renewed in places where there is an excess of sand and gravel. Ballast has deteriorated then and consequently, load-carrying capacity of the track as well as its elasticity is reduced or lost causing further wear and tear of all track components. For the replacement of single sleepers due to either defects or for changing an entire section of a railway,




care should be taken to avoid changing the gradient and geometric alignment. Once a sleeper is removed and replaced, it should be placed away from the railway’s influence area (at least 2.20 m of the tracks) and then completely removed from the area.

Detailed list for the rehabilitation work on the permanent way is presented in Appendix 1.1

2.1.2 Structures

Tunnels: A proper drainage has to be established and the areas of the tunnel entrances have to be consolidated against landslides where required. The portals of all affected tunnels have to be rehabilitated to fix the existing problems.

After determining the location of the problematic soils, samples representing the soil and rock formations should be taken (UD for soils) and some simple in-situ tests for soils (Penetrometer, Vane) and rocks (Point-load, Schmidt hammer test) should be performed. Considering the joint set measurements, the type of the kinematic instability should be defined and related reinforcement methods (changing the orientation of the slope, shotcrete, rock anchorage, rock bolts, etc.) should be applied. For determining these rehabilitation methods, current topographical maps of the locations should be prepared; stability and kinematic analysis for the slope design should be performed.

Bridges: As bridges are basically in good structural conditions, maintenance works to be considered are:

• Replacement of sealings

• Replacement and painting of parapets

• Replacement of elastomeric bearings

• Equipment with ballast retaining metal sheets

Nevertheless, two problems have been observed during the site visit for foundations:

• Bridges are constructed on fine grained alluvium soils (CL-CH-ML-MH) causing sedimentation and displacement problems due to ground deformations. It has been noticed that fine-grained alluvium soils of seasonally drying small rivers occur due to the repetition of drying-wetting cycles and the saturation degree of soil. Soil rehabilitation and covering the river base along the bridge axis and downstream-upstream part of the river with an impermeable concrete material is suggested as an alternative solution.

• Another problem are the deformations on bridge abutment foundations due to exceeding water flow. No sedimentation and bearing capacity problems have been encountered on coarse grained alluviums accumulated by higher flow rate of stream (ex. Filyos River). These parts should be determined and supported by rock fill gabioned methods.

Retaining walls: Retaining walls with defects have to be repaired. Where necessary destructive vegetation has to be removed from the structures and open joints have to be closed and sealed. Loose stonework has to be fixed. Toppling walls have to be renewed, eliminating the reason for toppling which e.g. might be a high level of ground water.

2.1.3 Signaling

The Do-Minimum Alternative does not consider any change on the existing signalling facilities.

2.1.4 Telecommunication

Scheduled corrective maintenance to restore the required conditions should be carried out.




2.1.5 Power Supply

The power supply system of the existing stations and facilities in the railway line seem to be in conditions acceptable to TCDD.

2.2 SCENARIO ANALYSIS (DO-SOMETHING ALTERNATIVES)

2.2.1 Definition of Scenarios

The scenario analysis is divided into three following scenarios:

• S 1 Optimisation of track layout

• S 2 Signalisation

• S 3 Electrification

It is proposed to follow these scenarios. In this manner the modernisation of the railway line can be executed by several successive investment strategies and therefore would best benefit TCDD.

Scenario 1 can be defined as “Optimisation of the track layout”. This mainly includes:

• Re-opening of Dümbelek station with an additional siding to optimise operation

• Track and turnout changes in Tüney station to eliminate speed restrictions in the main track

• Dismantling and new arrangement of turnouts in Çankırı station to establish longer tracks IV and V

• Dismantling of two small sidings in Sumucak station to obtain a longer passing track

• Dismantling of a turnout connecting an unused siding in Kurşunlu station

• Re-opening of Kurtçimeni station, elimination of track I to get a large passing station

• Extension of track II and VI in Karabük station to accommodate longer freight trains

• Replacement of turnout and extension of track II in Balıkısık to accommodate longer trains

• Dismantling of turnouts and extension of track IV in Yeşilyenice to accommodate longer trains

Scenario 2 installation of a new appropriate signalling system on the railway line. This scenario includes renewal of the old signalling facilities, installation of new level crossing equipment and telecommunication facilities, adaptation of the connection point to the existing signalling system in Irmak station, and installation of a new dispatching centre in Karabük.

Scenario 3 installation of the electrification system on the entire railway line. This scenario includes installation of the substations and neutral sections, the overhead contact line system and all adaptations/ adjustments necessary for electric train operation, remote control system, establishment of connection points to the national high voltage transmission lines as well as arrangements for future connections in Çaycuma and Filyos. The analysis includes all costs for adaptation of earthing and bonding and tunnel adaptation that are compulsory for the electrification.

2.2.2 Configuration, Sizing and Preliminary Design of the Main Infrastructure Components

2.2.2.1 Modernization Scenario 1 - OPTIMIZATION OF TRACK LAYOUT

2.2.2.1.1 Permanent Way

Track structure should be strengthened to cope with the forecasted transport volume. Hence, not only the track has to be rehabilitated according to the measures foreseen in the Do-Minimum-Alternative but has also to be upgraded. Recommendations are compatible with technical specifications of interoperability




(namely TSI) and international guidelines for permanent way construction of railway lines with similar characteristics.

Considering the existing structural conditions and the expected forces and cargo volumes between 10,000 tons and 30,000 tons per day, the following measures are generally recommended in addition to the Do-Minimum-Alternative:

• replacement of sleepers with clamping plate type fasteners by new pre-stressed concrete sleepers type B 70 W 54 - 2.4 with tension clamp fastening system W14 including elastic and insulating rail pads. These sleepers are certified for up to 250 kN and enable by their length of 2.40 m to preserve the existing cross section of track bed. Sleeper spacing shall be at 60 - 63 cm.

• replacement of existing rail type S49 by new rails 54E3 to raise the stiffness of track. The heavier rail profile 54E3 is similar at the rail base to the existing S49-profile (125 mm) so that exchange of sleepers and - subsequently - expensive changes of the track's cross section will not be caused by it.

• replacement of turnouts featured by:

- rail type 54E3 with welded joints

- shallow depth switch construction with flexing point switch rails, fully made from the asymmetrical tongue rail profile 54E1A2 according to EN 13674-2 as per the UIC standards

- lubrication-free roller switching systems

- concrete sleepers to enable normal line speed in straight track.

• substitution or - where feasible - cleaning of ballast

• establishment of CWR-track

• correction of alignment failures including levelling and re-establishment of correct superelevation in curves limiting unbalanced superelevation to 130 mm

Furthermore, the following additional changes are proposed for track and track layout

Level crossings:

Panels at the majority of the level crossings have to be replaced because of defects and present construction type, which mostly do neither allow easy renewing of track superstructure nor providing track isolation between rails.

The track at these level crossings is at present permanently "poured" into the street, like an embedded track. Therefore these older panels should be replaced by modern types of removable and easy to maintain concrete or rubber panels.

Missing curbs and bituminous road surface together with new stop lines for road traffic have to be installed adjacent to the level crossings.

2.2.2.1.2 Structures

The investment items for structures are the same in all scenarios.

Platforms

Platforms for passengers are to be renewed in a way ensuring safe operation. It is recommended that all platforms in use will be reconstructed to provide:

• safe access for passenger to and from platforms

• easy access with sufficient height for all passengers, i.e. handicapped accessible

• even surface to prevent stumbling and enabling application of ground indicator




2.2.2.1.3 Signaling

No significant changes have been foreseen for the system in operation and the signaling components. Closed stations will be re-opened and changed into sidings.

2.2.2.1.4 Telecommunication

Only the existing telecommunication systems (except the radio communication system) at stations which will be reopened have to be recovered and telecommunication systems in operation have to be maintained.

Telecommunication systems have to be installed at the re-opened stations as follows:

• digital distribution frames

• communication and telephone system

• power supply

Tunnels have to be improved with radio communication, to ensure safety inside the tunnel. Therefore, at the tunnel entry and exit (tunnels with length > 500 m) a distribution station (with repeater, power supply) has to be installed. For detection and radiation of radio signals an antenna has to be installed at a mast next to the distribution station. Inside the tunnels, radiating coaxial cables (slotted coaxial cable) for detection and radiation of radio signals have to be installed. The modification of the existing radio system is to be realized in compliance with the document “RTSR - radio regulation” of TCDD.

2.2.2.1.5 Power Supply

The stations considered to be re-opened needs to be surveyed to analyse whether the existing condition of the operation buildings and distribution layer facilities meet safety requirements. Depending on the survey results, renewal of distributions has been foreseen with removal of distributions from inside the building to outside, depending on building conditions.

Tunnels longer than 500 m would need to be equipped with a radio shelter and open wire cable. For these purpose a 1000 V cable is required to be installed from the nearest station to the respective tunnel and to the radio shelter.

2.2.2.2 Modernization Scenario 2 - SIGNALIZATION


In addition to the measures described in modernisation scenario 1, the replacement of existing hand operated track locks by remote operated and controlled derailers and installation of additional track locks where necessary is required in this scenario. Switch rods have to be replaced by new ones applicable for remote controlled motor devices.

Proper track isolation is required for signaling to enable safe operation of the track circuits to be installed together with the signalling system. Ballast surplus has to be removed by re-profiling the track and elastic rail pads and sleeper pads have to be applied ensuring isolation between rails. Due to intended utilization of jointless radio-frequency track circuits the installation of double rail insulation joints will not be required.


The investment items for structures are the same in all scenarios. The details of structures are presented in the “Do minimum” scenario.




2.2.2.2.3 Signalling

The railway line will be completely equipped with signal technology once the permanent way is renewed (Scenario 1). The signalling system to be used complies with the Centralised Traffic Control (CTC) system used by TCDD.

IECC will be established in the individual stations. The operation and supervision of the individual stations is executed from the CTC dispatcher’s office in Karabük. Alternatively, dispatching duties for distinct stations can be transferred to a local railway official, the station manager. That would be appropriate for those train stations, where periodical shunting is also expected (stations Category A).

A maximum line speed of 120 km/h is assumed, while a braking distance of 1,500 m is expected for the line. More precise calculations will be only possible after the corresponding data about the trains and the braking behaviours become available. The route should be equipped with European Train Control System (ETSC) Level 1 in addition to equipping it with the signalling technology based upon electronic signal boxes.

Signals and signaling system

The type of signals, their designations, and the number of signals are presented in the track scheme drawings for Scenario 2/3.

The signal aspects of the planned signals comply with TCDD’S CTC signalling system and the designation of the signals to their guidelines and designation conventions. Mainly, three different signals are used.

• High, four-lamped Signal (yellow, green, red, yellow) as entrance signals of stations and sidings

• High, three-lamped Signal (yellow, green, red) as exit signals on the main tracks and as block signals

• midget, three-lamped Signal (yellow, green, red) as exit signals on the sheltering tracks

Entrance signals are placed approximately 250 m prior to the first point.

The exit signals (high configuration) on main tracks are generally placed 100 m prior to the shunting limit signal for the point as the decisive peril point. This arrangement does shorten the useable length of the track for the continuous main track, however, also enables higher accessing speed in case of simultaneous routes over the following point.

The midget exit signals on the other railway lines are set up 10 m prior to the shunting limits or directly before the switchover point of the following point. This arrangement makes the best possible usage of that stretch of track. With regard to the disposition of the signals, the TCDD structure gauge must be observed. With insufficient track clearance, exit signals (high configuration) should be mounted above the track on signal brackets.

A "YS-Board" (YS stands for "Yanar Söner" - Flashing) terminates the track or the area, and may be passed only if the appropriate midget main signal displays a flashing aspect. Protection signals will be placed nearly 1,500 m (the breaking distance) in front of the station’s entry signals where shunting activities are possible (that means all stations except sidings). These signals are called CBS – Comandable Block Signal. In case of shunting activity, the operator or the dispatcher in the CTC centre can lock this signal in red.

Due to geographical conditions of the railway line, sufficient signal visibility (1,000 m is required) is difficult to achieve through the deployment of multiple signal repeaters. Normally, the deployment of distant signals and signal repeaters can be avoided through the usage of ETCS Level 1. Information about the distance to the next signal and its status is conveyed to the driver by means of the ETCS system and displayed in the driver’s cab. The braking behaviour is monitored. Warning signals are set up prior to the CBS or the entrance signals of the sidings as a fall back measure against the failure of the ETCS or for




rolling stock, which is not equipped with ETCS. Distance signals will be placed at appropriate breaking distances to the CBS or to the entrance signals in the sidings as a fallback measure against ETCS failure or for trains without ETCS.

Points, track locks, key interlocking

All points for the individual stations are equipped with electronic point operating units. The points are normally set automatically by the electronic signal box with the adjustment for a line. An adjusting command causing a point switch can be made by either the dispatcher in the CTC centre or the local signaller.

Each electrically remote controlled point can be optionally switched locally with the help of a hand lever. The signal current is turned off by inserting the hand lever in its socket.

Points in shunting areas, which are no longer part of the Integrated Electronic Control Centre (IECC), continue to be locally, manually operated points. These shunting areas are restricted by electrically remote controlled track locks in comparison with the IECC sections. These track locks represent the interlock protection for train routes on the main lines. The movable track lock in İsmetpaşa on track 1 will be removed without replacement.

This track is equipped with midget signals and track circuits. In order to prevent interlock endangerment by rolling stock that might creep, operational directives should ensure that no rolling stock is stored on track 1. The Gökçebey Balast Ocağı siding continues to be a junction point. The point will continue to be manually operated. A hand-operated derailer will be installed as interlock protection, which will be made signal dependent by shunting key.

Clear track signaling system

The entire control area will be equipped with an automated clear track signalling system. In this respect, the deployment of track circuits was requested by TCDD. The procurement and maintenance expenses of such circuits are indeed considerably more expensive in comparison with axle counter techniques. The higher expenses in comparison with the deployment of axle counters are caused by the following factors:

• Provision of a superstructure, which can be insulated

• Limitations on the distance to the switch related to the cable path (ca. 6.5 km) means that parts of the internal equipment would have to be located in separate switch cabinets along the stretch. These require their own power supplies and data links to their associated IECC.

• Significant additional expenditures for the intermeshing of the line connecters for the earthed running rail of the electrification of the section.

• Higher life-cycle costs (annual inspection of the outdoor system is advisable in order to check the track leads and earthings)

Computer-based jointless radio frequency track circuits should be used on the railway line. In the present study, a maximum distance of 1500 m is assumed for the track circuit. Because of the electrical properties of the track circuits, maintenance vehicles like push-cars or motor draisines travelling along the railway line cannot be detected safely. This means that travelling with a small wagon does not safely lead to an occupied notification of the railway line. Operational directives should be determined for trips using small wagons. The affected railway lines should be blocked.

ETCS Level 1

In addition to equip the railway line with modern safety technology, the European Train Control System (ETCS) Level 1 will be installed. ETCS Level 1 is a cab signalling system that can be superimposed on the existing signalling system, i.e. leaving the fixed signal system (national signalling and track-release




system) in place. “Eurobalise” radio beacons pick up signal aspects from the trackside signals via signal adapters and telegram coders (Lineside Electronics Unit (LEU)) are transmitted to the vehicle as a movement authorisation together with route data at fixed points. The on-board computer continuously monitors and calculates the maximum speed and the braking curve from this data. In addition of providing better safety which is necessary for European interoperability, the usage of ETCS Level 1 will lead to an increase in the average speed (through precise monitoring of the braking curve).

Aside from this, the distant signals can be dispensed, since the information about the distance to the next signal and its status is displayed on the cab status display (on-board unit). Furthermore, ETCS makes the arrangement of the very long sections (up to 20 km) into block section possible without having to deploy block signals. The sections will in fact be marked by so-called “block sign”. The length of the block conforms to the length of the track circuits. The following ETCS components are installed at the block signs exactly in the same way as all signals:

• a Lineside Electronics Unit (LEU)

• a fixed data balise for transmission of fixed track data (speed limits, distance to the next signal or block token, slope and etc.)

• a switchable data balise for transmission of the proceed aspect

With the installation of an additional EuroLoop between the distant signal and the main signal, the new proceed aspect can be transmitted continuously.

ATS – Automatic Train Stopping System

As a fall back measure for ETCS Level 1, the signals should be equipped with an ATS Automatic Train Stop system. For this, the transponders for an inductive automatic train control system should be installed as follows:

• Transponder 1,000/2,000 Hz at entrance signals and CBS signals

• Transponder 2,000 Hz at exit signals

• Transponder 500 Hz 300 m prior to entrance signals and CBS signals

• Transponder 1,000 Hz at distant signal

The interaction with a 1,000 Hz transponder monitors the braking behaviour of the train, when the next signal shows a STOP aspect. An immediate automatic train stop is induced by the 2,000 Hz transponder, when the train drives past a signal showing a STOP aspect. The 500 Hz transponder controls the speed 300 m prior to a signal showing a STOP aspect. If the speed is greater than 40 km/h, an immediate automatic train stop is induced.

Routes, side protection and overlapping

In the Stations with IECC the operation will be arranged with main routes for train operation or with shunting routes for shunting movements. A main route could be set automatically by the automatic train control system or by a command of the centre manager in Karabük or by the local operator in stations with possibilities for operation (stations Cat. A).

When setting main routes, the equipment shall provide for or check the following interlocking conditions:

• The correct position and interlocking of the involved points

• The correct position and interlocking of the protection points or remote controlled track locks or side protection is provided by protection signals

• Closed and locked of level crossings in the range of train action

• Free state of the involved insulated sections and of insulated sections providing side protection




• Free state of insulated sections behind the target signal (slip distance) in a length according to the train speed

• Exclusion of forbidden simultaneous routes

• Checking that the target signal show a red light at least

• in exit routes the line block shall be checked

For shunting routes is it not necessary to check the free state of the target track section, the slip distance and the conditions for side protection. Routes shall be released automatically when the train arrives at the last track section of the route.

Side protection could be provided by points, track locks or signals. Track locks where used in tracks with strong slope and where parked vehicles could coast over the next point into bordering tracks.

It is considered that a train is not always successfully stopped before a “Stop” signal. That is why there is a certain distance to the danger point as a part of the entrance route. This slipping distance allows the train to stop before there is an accident.

This distance to the danger point is dimensioned in such a way that the exit signals on the main track will be positioned 100 m before the danger point of the following turnout. For this signals the following turnout is not part of the overlap. The signals of the other tracks are positioned 10 m before the danger point of the following turnout. The following turnout is therefore part of the overlap and the route.

Magazine train describer / automatic train control system

In order to enable the tracking, recognition and guidance of the trains, a train identification device should be implemented, along with a train guidance computer at the control level of the electronic signal box centre. The train identification system detects the location of the train and displays the train number on the dispatcher’s notification monitor at the corresponding position.

The automatic train control system is responsible for the automation of the route settings. It contains line usage tables for the individual operating points, as well as various guidance plans for the corresponding operational situations. The automatic train control system retrieves its information from these guidance plans and thereby travels the corresponding individual blocks in a manner appropriate to time and operations automatically. As needed, the train guidance system requests anticipated decisions from the dispatcher.

Level crossings

Due to the planned increase in speed, the number of trains, the usage of electronic interlocking technology and the loss of station staff, it will be necessary to increase the safety level of the existing level crossings. In the present study, it is assumed that all of the roughly 250 existing level crossings would be maintained. Which level crossings could potentially be closed should be determined by TCDD in further planning phases.

The currently existing level crossings without safeguards or mechanical barriers should be equipped with newer level crossing safety technology and should be integrated with the IECC. The existing automatic level crossings with flashing lights, or with flashing lights and electrical barrier actuators should be adapted to the new IECC, and its control and supervision should be integrated. Level crossing devices for the tracks operate as self-sufficient devices. Activation and deactivation is done automatically by the train. The proper operation of the devices should be monitored in the IECC.

Level crossings in train stations, even between the entrance signals or between CBS’s, should be made signal dependent. That means that the signal is only able to send an approach signal immediately prior to the level crossing, when the level crossing has been properly locked. The activation of these devices occur automatically upon the approach of a train after the adjustment of a line.




With devices secured by full-width barriers, the road traffic should be prevented from being caught between the barriers by monitoring them with an approaching danger notification device or by means of video cameras. A 1000 V feeder is planned for power supply to the level crossing devices along the tracks between the stations.

Cables

The currently existing aerial wire (3 twin wires) has been operating at full capacity for the existing system. Extensions to the overhead line are not possible. A new cable channel should be constructed along the tracks and in the train stations, which is able to carry the cables for telecommunications and electric utilities in addition to the cables for the signal technology. Flame-retardant, halogen-free cable should be used in tunnel areas.

All new external signalling device parts in the stations and along the tracks should be connected using the new cable. Rodent proofed cable should be used according to the specification of TCDD. The usage of RF cables is not necessary for signal connections presented in Scenario 2, thus without electrification.

Fallback

As fallback for ETCS distant signals are positioned in front of the entrance signals or the CBS and all signals are equipped with trackmagnets of the Automatic Train Stopping System – ATS. This allows keeping up the train traffic in case of a failure of the ETCS or for trains without ETCS. The speed has to be reduced for trains without ETCS. This allows reducing the minimum signal visibility in order to dispense the repeating signals.

A second fallback is the programming of a preferred position for the turnouts. Thereby it is possible to keep up the train traffic over predetermined ways in case of blackout of an IECC or a connection failure between the IECC and the Centre Manager in Karabük. Crossings or passing of trains in the concerned stations are not possible in this situation.

Dismantling

The existing signalling equipment at the stations has to be dismantled. The mechanical barriers on the existing level crossings shall also be dismantled.


The aim of the investigations of the telecommunication system is to implement technical systems which are based on the UIC-recommendations and comply with the international technical standards.

The telecommunication system includes several subsystems such as:

• Cable network

• Transmission system

• Telecontrol system Closed circuit television video (CCTV)

• Passenger information system (public address, clock)

• Alarm system

• Communication and telephone system

• Radio system

These systems are specified below.

Cable network

The backbone cable network covering the entire railway line will be used by fixed telecommunication subsystems (data, telephone, public address, CCTV) as well as signalling systems. Details regarding the




usage of the backbone cable network for interconnecting signalling system components are contained in the relevant chapter of this report.

The equipment shall consist of optical fiber cable (OFC, 48’) and copper cable (CC, 72”) laid in the multi-tubular duct network along the railway line, couplers, digital distribution frames (DDF) and optical distribution frames (ODF).

The optical fibre cable shall have the following general characteristics:

• 48 fibre strands (cores)

• Monomode fibres (standard-singlemode-fibre or enhanced-singlemode-fibre)

• Armoured and rodent-protected

• Meter markings on the outer insulation

• Attenuation ≤ 0.36 dB/km at 1310 nm wavelength

• Attenuation ≤ 0.23 dB/km at 1550 nm wavelength

The copper cable shall have the following general characteristics:

• telecommunications cable with 72 pairs,

• Branch cable with 20 pairs,

• Diameter 1.4 and 0.9 millimeters,

• Armoured and rodent-protected,

• Meter markings on the outer insulation.

The copper cable will only be fully terminated in the IECC and in the stations. The copper cable entering an IECC or a station has to be terminated on a DDF. For the connection of the stop stations along the railway line, a branch cable (copper cable with 20 pairs) between the couplers and the DDF in the telecommunications rooms has to be laid.

Transmission system

The transmission equipment applied on the railway line for the usage by the telecommunications subsystems shall be based on Synchronous Digital Hierarchy (SDH) technology for the transmission network and on the Plesiochronous Digital Hierarchy (PDH) for the access network.

The SDH transmission network shall consist of the central units (Add / drop multiplexers ADM), installed in the IECC´s on the railway line and shall be interconnected by using the optical cable. The equipment of the SDH transmission network caters for various type of traffic using specialized interfaces designed for bandwidth ranging between 155 Mbit/s and 2,5 Gbit/s.

Add / drop multiplexers (ADM) allow for the feeding of digital signals generated by different telecommunication subsystems into the SDH transmission structure (adding function) and branching off digital signals passing through the transmission system to the addressed subsystem without the need of demultiplexing and dismantling the respective container (dropping function).

Telecontrol system

All IECC shall be equipped with a Supervisory Control and Data Acquisition (SCADA) system. The SCADA system is a computer system with monitoring and controlling processes.

The system consists of the following subsystems:

• central unit to receive and control digital data, installed in the IECC

• sub-terminal to connect the subsystems, installed in the IECC, stations and stop stations




• workstation and data-server to monitor record and control the subsystems, installed in the IECC in Karabük

The following subsystems have to be included in the SCADA system:

• power supply status monitoring

• fire detection system

• access control / intrusion detection system

• air-condition system status monitoring

• lighting status monitoring

• point heating system

• safety lighting in tunnels (option)

• Hot Axle Box and locked brake detection

For wide area transmission, i.e. from an IECC to the operating centre in Karabük, the transmission system (SDH) designated for all remaining telecommunication subsystems has to be made available.

The subsystems have to be connected with the central units in the IECC by using telecommunications cable (copper cable). The digital data will be sent to the data server in Karabük. The data has to be displayed at the monitor in the telecommand centre.

Alarm system

In all rooms of the IECC buildings fire detectors must be installed. The detectors must be suitable for their usage in the respective rooms, e.g. in air-conditioned rooms. The types of fire alarm indicators are adjusted to the purpose of the room (technical room, manned control room etc.).

In case of fire detection, an appropriate alarm is raised and the location is displayed on a monitor at the SCADA workstation in the operating centre in Karabük and to civil authorities. At the entrances of all IECC buildings, a fire alarm box for manual release of alarms must be installed at the outside area. All doors and windows at the entrances to the IECC buildings are equipped with intrusion detection devices (door contacts). In addition, motion detectors are fixed in floors.

Closed Circuit Television (CCTV)

Because of the installation of IECC, the stations are not manned around the clock or even fully unmanned. For this reason a CCTV system has to be installed in order to improve safety and security of passengers, vehicles, and equipment at the stations.

The CCTV system shall allow the operators to receive information from the stations along the railway line, in order to assure the supervision of traffic, and to assist to control the safety and security of passengers, vehicles, and equipment. The CCTV system shall allow all the commands and surveillance of the system to be carried out with at least the following capabilities:

• selection of the cameras and display assignment on the monitors, according to the choice of the operator

• automatic cyclic sequences of the cameras

• programming groups of cameras

• all images on an alarm monitor shall be automatically recorded as soon as they appear

• recording of images shall be in accordance with TCDD standards and regulations

The equipment of the CCTV system at the stations shall consist of color cameras, control CCTV devices, installed in electrical cabinets in the stations along the railway line. At the stations, the CCTV system shall




provide full coverage of the platforms’ area. In addition to this area, it is necessary to install as many cameras as required for necessary coverage of the track way in the stations. The cameras shall be either, fixed equipped with a motorized lens (zoom), or totally motorized (also equipped with a motorized lens) in order to provide pan capability. The cameras shall be capable of transmitting satisfactory images under all lighting conditions. They shall also be provided with all the necessary protections against dust, direct heat and sunlight and against vandalism.

For the transmission of the video images to the CCTV central control unit in the operating centre in Karabük and in category A stations, the transmission system has to be used. The equipment of the CCTV system in the operating centre in Karabük and the workstations at the category A stations shall consist of colour monitors, a central control unit and video control cubicles. The images shall be received in the operating centre in Karabük and displayed on a sufficient number of colour video monitors to allow the most efficient operation possible (at least 10 monitors). Two monitors shall be designated as alarm monitors.

Passenger information

Because of the installation of IECC, the stations are not manned around the clock or even fully unmanned. For this reason a public address (PA) system has to be installed in order to improve safety and security of passengers, vehicles, and equipment at the stations

The public address (PA) system shall strengthen the security as well as the personal safety of passengers at the stations. It shall achieve this by broadcasting announcements and alarm messages from the operating centre in Karabük.

The equipment of the PA system at the stations shall consist of a public address control device with amplifier, installed in electrical cabinets in the stations along the railway line and speakers installed at lighting poles on the platforms or at the station buildings. The connection of the central control unit to the PA system at the stop stations has to be realised by using the transmission system, ISDN or the communication system.

Each station along the railway line and each IECC have to be equipped with new clocks. For platform areas double-sided radio clocks have to be installed. The radio clocks shall be mounted at the lighting poles or/and at the roof constructions of the platform.

Communication and telephone system

Because of the fact that there is no increasing capacity to use the existing telephone system, a new modern digital private automatic branch exchange system (PABX) has to be installed.

The PABX as a fixed telephone network is used for the internal communication as follows:

• the communication between inspector and the personal at the stations

• the communication of the personal at the stations among each other

• the communication for wagon and track maintenance

• the communication of selected workstations with the national telephone system

The PABX as a fixed telephone network shall consist of the following equipment:

• the PABX central units, installed in the IECC´s

• the PABX central units and central exchange, installed in the operating centre in Karabük

• telephones in the IECC´s, installed at the entrance and in technical rooms

• telephones at stop stations, installed in the distribution stations

• telephones at level crossings, installed in administration offices and duty rooms




• fax at selected workstations (inspector in the operating centre in Karabük, inspector at stations Category A and, in the maintenance centre and in the IECC)

All PABX central units in the IECC´s and the PABX central exchange in the operating centre in Karabük have to be linked via the transmission system (preferably SDH) which is used for all remaining telecommunication subsystems but not for the train radio system. The terminal equipment (telephones and faxes) has to be linked with the PABX central units by using telecommunication cables.

The capacity of each individual PABX depends on the number of local subscribers connected to it as well as on the number of trunk lines to the central exchange. The capacities of both, number of local subscribers and number of trunk lines should be expandable to a certain extent. Call routings between subscribers within the same station are handled exclusively by the PABX.

In addition to the PABX system a telecommunications system (TS) for operational communication has to be installed. The operational telecommunication system installed shall provide the operational communication between the inspector at stations and the operational personal at the railway line and at the level crossings.

The operational telecommunication system shall consist of the following equipment:

• the TS central units, installed in the IECC´s

• the communication stations at level crossings

• the communication terminals in inspector rooms and level crossings shelter

The TS central units have to be linked by the transmission system by using the PDH technology with a transmission rate of 4 x 2 Mbit/s. The communication stations at the level crossings and the communication terminals have to be linked with the TS central unit by using telecommunication cables. The communication between the operating centre in Karabük and the train is based on the installed analogue radio system (see chapter 4.3.4.9 Radio system).

Radio system

The entire railway line is equipped with an analogue radio system. It is used for communication among locomotive drivers and personnel at stations and traffic control points/centres. The problem of the entire existing radio communication system is the fact that there is currently no radio communication possible in tunnels.

Basically, the existing analogue radio system can be maintained. It has to be ensured, that the radio system provides the frequency bands for the following radio facilities:

• train radio communication (call types: emergency call, locomotive driver call, line emergency call)

• maintenance radio communication

• shunting radio communication

If the frequency bands are not available in the existing radio system, the radio system has to be expanded and developed to the needed frequency bands.

To guarantee for security in the tunnels along the railway line, the tunnels have to be supplied with radio signals. Therefore, at the entry and exit of the tunnel (length > 500 m) a radio shelter (with repeater, power supply) has to be installed. For detection and radiation of radio signals an antenna has to be installed at a mast next to the radio shelter. Inside the tunnels, radiating coaxial cables (slotted coaxial cable) for detection and radiation of radio signals have to be installed. The adjustment of the existing radio system has to be implemented observing the document “RTSR Radio Regulation” of TCDD.




Hot Axle Box and locked brake Detection

Because of the installation of IECC, the stations are not manned around the clock or fully unmanned. So there is no personal at the stations to detect overheated axles or locked brakes. Overheated axles and locked brakes are the main, immediate causes of potential failure in railway operation. As a result of this, the axle casting may break causing the train to derail. Furthermore, locked brakes represent potential problems; for example, overheating releases wheel rims or may cause wheel discs to break. For this reasons an automatic hot axle box and locked brake detection system along the railway line should be established.

Telecommunications rooms and distribution stations

Telecommunication installations along the railway line comprise mainly the hardware and the software of the core system elements for telecommunication equipment described above. A separate plant room for the installation of the telecommunication systems shall be designed in the IECC and the (manned) stations. At stop stations, a separate distribution station for installation of the telecommunication systems is required. In addition to the telecommunication systems described above, the telecommunication rooms and distribution stations are needed for the following components:

• distribution frame for telecommunication cables (OFC and CC)

• 19 inch racks

• power supply (220VAC, 48VDC and batteries)

• air-condition

• cable conduits

The main requirements for telecommunication rooms and distribution stations are:

• air-conditioned

• dust-free and waterless

• vibration-free

Power equipment

All elements of central systems (e.g. transmission systems, telecontrol systems) and other critical systems (e.g. alarm systems, CCTV systems, and public address systems) shall be connected to the central uninterruptible power supply (UPS) or to a local UPS, e.g. exclusively designed for the component. The local UPS may comprise of batteries which are continuously charged and which take over the power supply in case of power failures. The battery charger needs to be capable of utilizing 110 V AC and 220 V AC power input. The exchanges should be designed to operate impeccably with input power ranging from 43 V to 58 V. The capacity of the batteries shall ensure a defined operation time (min. 4 hours) in case of power failures.

For telecommunication systems without integrated power supply, such as the transmission system (preferable SDH), a 48 V DC power supply shall be installed. For telecommunication systems that use the 220 V AC power network, a separate fuse has to be installed for each telecommunication system.

Dismantling

Along the railway line new telecommunication cables will be laid. For this reason, the aerial line inclusive poles and branch cables to stations has to be dismantled.

The telecommunication equipment at the stations will also be retrieved (except the radio communication system). For this reason, the existing telecommunication equipment at the stations has to be dismantled.





The entire railway line will be equipped with new signalling equipment. For this reason an IECC will be installed in a distance from app. 5 to maximal 20 km along the railway line. The lineside signalling equipment will be controlled from this IECC. The power supply of IECC will be realised using the existing power supply of the respective stations. The existing system of power supply has to be enlarged or reinforced in case of insufficient reserves.

All remote controlled turnouts will be equipped with electrical point heaters. Therefore entire new electrical point heater equipment is to be installed in every station. This consists of the distribution network, the automatic or hand operated control unit and the heating rod. Normally, this system operates in automatic mode. In case of rain or snow the system then starts automatically, launched by detectors (temperature and snow). On request, it can be started by hand too.

Due to the absence of staff in stations (controlling occurs via operation centre in Karabük), devices and facilities for remote control and supervision have to be established. For this reason platforms will be equipped with loudspeaker systems and video supervision. With these components it will be possible to inform passengers about or warn against train movements.


2.2.2.3 Modernization Scenario 3 - ELECTRIFICATION


For the installation of overhead catenary line it is necessary to provide height clearance of at least 5.30 m. Since some structures presently are at this height, it will be required either to lower the track as much as possible or to enlarge the clearance up to this level.

Lowering of a track depends on existing ballast thickness in tunnel sections where a minimum of 30 cm ballast under each sleeper has to be established. At this stage, 36 tunnels with a total length of 12,067 m have been identified where such solution might be applicable. Further investigation will be required analysing ballast thicknesses to affirm feasibility for each single tunnel structure.


To establish sufficient clearance for line electrification, the old aqueduct out of service at km 224+200 has to be dismantled and the trestlework bridge at km 383+870 has to be modified or replaced by other suitable structures without limiting the height.

Most of the existing tunnel structures are not providing enough clearance for electrification. Thus 3 tunnels should be dismantled and replaced by retaining walls, since vertical cover is marginal and they are short in length:

• Tunnel no. 2 length: 63 m



Additionally, tunnel profiles of the following tunnels are to be widened up to heights above 5.30 m:


• Tunnel no. 11 length: 549 m (partly)





• Tunnel no. 35 length: 89 m (partly)


2.2.2.3.3 Signaling

All measures described in modernisation scenario 2 will also to be required in scenario 3. To avoid forbidden electrical interference by the catenary it is necessary to use cables with reduction factor in the open line area. The earthing of the signalling equipment is to be done on the specifications for electrified lines. The track circuits need additional interconnections and earthings to discharge the traction return current.


The telecommunication system includes several subsystems such as:

• Transmission system

• Telecontrol system

• Closed circuit television video (CCTV)

• Passenger information system (public address, clock)

• Alarm system

• Communication and telephone system

• Radio system

These systems are specified in scenario 2.

Because of the line electrification in scenario 3, the cable network is to be installed in a different way, as described in scenario 2. In addition, the related equipment has to be installed in the substations and at the neutral sections.

Cable network

Because of the line electrification in scenario 3, actions for personal and technical safety have to be taken. For this reason copper cable with reduction factor has to be used for telecommunication cables to avoid interference problems. In the cable termination room, the metal sheaths of these cables have to be earthed by connection to the metal cable termination frame. The metal frames have to be connected to the earthing bar. In addition, the connections have to be done by using transducers. The installation of the optical cable has to be done as described in scenario 2.

Substations

Because of the line electrification (scenario 3), substations for the line electrification will be erected along the railway line. Telecommunication subsystems shall be installed in the substations as follows:

• cable termination frame (DDF)

• fire detection system

• intrusion detection system

• telephones and fax for intern communication

• interfaces for SCADA system

Fire detectors must be installed in all rooms of the substations. All doors and windows at the entrances to the substations are equipped with intrusion detection devices (door contacts). In addition, motion detectors are fixed on the floors. For the intern communication, telephones and fax have to be installed in




the technical rooms of the substations. The telephones have to be connected to the nearest PABX central unit by using telecommunication cables.

Neutral sections

The operation of the neutral sections for line electrification has to be controlled by using the SCADA system. Therefore a SCADA interface and telecommunication cables have to be used for the connection to the nearest SCADA central unit. The transmission of status messages or failure messages shall be served by the SCADA system. The messages are transmitted to the operating centre in Karabük and optically (location area of failure initiation) as well as acoustically displayed on the SCADA terminal in the operating centre in Karabük.


Power supply for the electric traction on the railway line will be realised by connecting the proposed 8 substations to the 154 kV, 50 Hz High Voltage Network of the Turkish Electric Power Supply Company.

In general the following aspects will be observed:

• Application of acknowledged rules and technical standard

• Turkish norms and standards of electric power supply

• Criteria of interoperability

• Reliability

• Economic efficiency

• Clarity of arrangement

• Uniform design and arrangement

• Assembling and use of standardised, approved and certificated equipment and installation

• Guarantee for minimal maintenance amount

The energy will be transformed to 25 kV, 50 Hz in the substations and directly transferred into the OCL system by feeder connecting wires. The substations consist of the incoming 154 kV lines, switch gear including interrupter, load breaker and metering and measurement equipment, main transformers. The 25 kV side consist of 25 kV busbar and switchgear and all necessary metering, protection and interlocking installations. Accessibility as well as a save and simple standard design guaranties a continuous operation. Easy maintenance and trouble shouting regarding the norms and rules of TCDD and the energy provider will be established. Besides national Turkish standards and regulations the European standards of EN 50000 to 59999 should be applied to the power supply facilities and equipment.

Assuming normal and save energy supply, the locations of the substation according to a first and rough estimation of peak-load have been selected. The “Track scheme drawings” contains the position of substations, neutral sections and additional feeder lines.

A more precise description of location and configuration of the substations as well as detailed connection conditions will be prepared after a general decision on the line’s electrification is reached.

Asymmetrical conditions in the three-phase current network result in a monophase load of the electric railway systems. However, this load does not exceed abnormal levels in networks with high short-circuit power.

It is obvious that adjunct substations of the railway have to be connected to different phases of the power supply network to reach in general a continuous load distribution. Between the substations neutral sections will be established. Gaps in the catenary in front of these neutral sections and the electric




operation procedures prevent an accidental contact of the different phases at the 25 KV side of the substation via catenary.

The neutral zones also consist of switching installations to jump the catenary section in case of failure or defect of one substation. In this case the neighbouring substations maintain the energy supply for the absent substation through its feeding section. For signalisation it will be necessary that all works have been realised, as outlined in scenario 2 except works for primary power. The entire primary power will be provided from the catenary system of railway line.

2.2.2.3.6 Catenary

The catenary system in general consists of foundation, pole, cantilever, bracket, console, contact and messenger wire, insulator, dropper and stitch wire. Earthing and bonding system and the return current system maintains the energy transfer from the consumers (electric vehicles) back to the substations also belonging to the “catenary”.

The catenary guarantees the energy transmission from the substation to the railway line for locomotives and electric railcars. The proposed full-compensate tensed catenary consists of tensioning length up to 1400 m. The wire arrangements should allow a running speed (of the pantograph) of 120 km/h.

The feeder cables from the 25 kV busbar supplies the adjunct catenary sections in front of the substation via switches. The parallel feeder line along the electrified tracks allows for bypass feeding in case of failures or defects in the catenary sections. The earthing system protects against possible damages caused by short circuit and is part of the safety measures obligatory/necessary while operating electric railway systems.

In the stations and at certain positions, (e.g. at the “electrical border”) along the open line, switches and interrupters will be installed to supply different sections of the catenary which are divided by section isolators or insulating overlaps. The grouping of the tracks follows the operational requirements. Special tracks and depot tracks will be supplied on request by local hand-operated interrupters with earthing blades. The installation and operation of these interrupters in the Traction Post type II (neutral section) guarantees jumping to the adjunct catenary sections.

Under normal conditions all electric operated switches and interrupters will be operated by the remote control system at the electrical remote control centre in Karabük. If the system presents defects local operation is possible via the Traction Post type I in each station. The transmission of the data between the electrical remote control centre and the separate stations will be realised via the SCADA system and cable connections described in chapter 4.4.4. For this reason all switching installations will be equipped with an RCC (Telecomand and Control) device.

Because the railway line is a single line it requires a continuous feeder wire parallel to the contact wire. Only this will ensure permanent power supply if any interruption or technical failure occurs on the open line or in stations. The earth wire improves the return current flow and simplifies the earthing system.

Special pole arrangements will be designed on stone viaducts (some of them in curves) and on bridges. Touch protection devices at overpasses, near buildings and staircases, platform shelters and loading facilities prevent persons from touching or reaching the life parts of the high voltage system.

Level crossings should be equipped with a gauge gate (height limiter) to prevent lorries over a certain height from crossing the railway track and thus damaging the catenary and which results in electrical shock.

An overview of the planned design along the railway line is given in the “Track scheme drawings”.

Future electrical facilities such as switching posts and an additional feeder line will be necessary if electrification from Ankara area reaches Irmak or the new railway line approaches Çaycuma station.




Additional well-trained staff together with special platform railcars and lorries will allow for maintenance and trouble shouting procedures according to TCDD rules.

2.2.3 Establishment of blue prints

Track related rehabilitation work will be realised by large scale trackwork machinery operating within the borders of the right of way. Access points might be siding tracks at stations and level crossings (for Hy-rail trucks). The existing infrastructure at stations will be used for handling of trackwork material like ballast, sleepers and rails and for stabling.

In a first step, substructure and ballast are to be rehabilitated by an RPM (formation rehabilitation machine with integrated ballast recycling) that performs 30-50 m/h (overall average speed) and provides high cleaning quality by integrated ballast recycling plant saving for new ballast and handling entire transport logistics on rail.

Following the replacement of sleepers and rails by the track renewal train in a second step, performed at similar speed as the machinery in front, tamping, dynamic stabilisation and profiling of the track have to be done by the respective machinery.

In a third construction stage continuous welded rail might be executed by flash butt weldings. The rail welding system is mounted on a rail-road Hy-rail truck. Therefore it will be highly flexible as it is self propelled and can move from one job to the next easily and quickly without additional equipment. The truck can go in-track on any level crossing near the site and shortly afterwards it is ready for welding.

Identified repair work on structures, like replacing of handrails, rehabilitation of tunnel portals etc. might be done during the railway line is closed for track rehabilitation.

Facilities will be planned in the station areas within the railway's right-of-way borders to store the signalling, telecommunication and power supply indoor equipment. These structures could be of either container or modular type.

New flashing light signs on the level crossings for the road traffic and on several level crossing additional barriers will be installed to protect traffic at existing level crossings. Facilities to store the indoor equipment will be constructed next to the level crossings on the railway right-of-way borders.

All work to establish signalling, level crossings, telecommunication, electrification and power supply outside equipment can be carried out when the railway line is out of service or when the line is closed for operation due to trackwork rehabilitation.

The cable trays for the cables of signalling, telecommunication, level crossings and power supply as well as the laying of these cables will be done when the railway line is taken out of service for trackwork rehabilitation. Cable laying will be confined within right-of-way so that area outside will not be affected.

Radio communication shelters (app. 1,5 x 1,5 m) will be installed for tunnels longer than 500 m in the area close to it to support the open coax cable in these tunnels.

The new IECC, level crossings and telecommunication systems will be supplied with electricity. The remote controlled points are to be equipped with an electrical point heating system.

2.2.3.1 Implementation plan

For the implementation of this project it is important to focus on the logistic demands of factories supplied by the railway Irmak-Zonguldak, since the railway line is essential for freight transport. For all passenger transport rail replacement bus service can be arranged during reconstruction.

Most important freight customers to be handled by railway are:

• Kardemir iron steel industry in Ülkü next to Karabük

• Thermoelectric power plant and coal treatment plant of Çatalağzı




Due to freight flow, i.e. hard coal from Zonguldak for the power plant in Çatalagzi and ore to Kardemir industry, no longer track closures seem to be acceptable. To enable efficient reconstruction work a proposal for track rehabilitation has been elaborated, synchronising project work with other relevant activities carried out.

One project interface has been indentified at the new planned port at Filyos/Bartın located about 30 km northeast of Zonguldak. According to the present schedule it will be opened in 2015, with a connection to the railway line. Until then, the port of Zonguldak will be used for cargo handling, especially the coal to Çatalağzı. Interruption of the railway for reconstruction before opening of the new port will be unlikely between Zonguldak and Çatalağzı.

A second interface for realisation of this project might arise from the foreseen railway connection Ereğli – Çaycuma - Bartın – Tarlaağzı, since establishment provides better site logistics.

Derived construction phases:

a) Construction work on open line

before the new Filyos/Bartin port operates in 2015:

Phase 1 Reconstruction Irmak - Ülkü 30 months

Phase 2 Reconstruction Ülkü - Filyos 12 months

after 2015:

Phase 3 Reconstruction Filyos - Çatalağzı 4 months

Phase 4 Reconstruction Çatalağzı - Zonguldak 4 months

Trackwork on open line cannot be realised continuously. Closure of railway line sections must alternate with windows for operation to enable freight transport. Nevertheless, during Phase 1 some goods to Kardemir iron steel industry in Ülkü might be redirected and handled via the port of Zonguldak. On the other hand, the section Filyos - Zonguldak should not be reconstructed before the new Filyos/Bartın port inclusive its railway connection to the railway line is put into service.

b) Construction work in stations

Rehabilitation work in stations might be done parallel to the one at the open line. This can be realized track-wise with some short interruptions replacing turnouts (e.g. during night time and on the weekend). Scheduling the reconstruction technology for station work is important to obey interaction with large scale trackwork machinery operating at the open line to guarantee continuous logistic of track material (handling of ballast, sleepers and rails).

Trackside signalisation work like underground cable engineering and structure related activities caused by electrification like widening of tunnels might be done parallel to trackwork activities within the respective closed section of the railway line. Foundations and poles for overhead catenary line can be realized by trackside operating machinery lateral to the track where applicable.

2.2.3.2 Effecting relevant activities outside the project

Modification is necessary to adapt the new IECC on the railway line to the relay interlocking system in Irmak. Automatic line block is to be set up in direction to Kalecik and the track circuit for the open line between Irmak and Kalecik is to be integrated.

The other project that may affect the region is Adapazarı-Karasu-Bartın Railway line project. DLH has been working for a new railway line which would affect the railway line on the long run. The new railway line will start in Adapazari at the existing TCDD railway network, and connect to Karasu port, Ereğli, Ereğli port, Çaycuma, Bartin, Bartin port and Tarlaağzi (AKB railway). The future of the AKB railway line is not clear yet.




2.2.4 Outline of an Infrastructure/Systems Maintenance Policy

In general, personnel involved in maintenance and troubleshooting should be very familiar with the installed systems. Therefore training of adequate staff should be a vital part of the maintenance concept. In addition, vehicles, maintenance depots, spare parts and tools (e.g. measuring instruments) shall be also a part of the maintenance concept.

2.2.4.1 Permanent Way

A railway should be maintained in optimal operational conditions while preserving the structural features from the original design in order to achieve the service life span planned and defined in the initial project.

In order to guarantee appropriate operation of the superstructure of the track a periodic monitoring of the system has to be achieved, where review shall include:

a) Inspection of rail, sleeper and ballast condition, determining by random sampling of support status of the prevailing ballast material

b) Inspection of weldings and rail joints

c) Evaluation of the track-sleeper fastening system; including the status of the fastening system components. The evaluation of the appropriate scantling should be performed since it directly depends on the status of the fastening system.

d) Ballast status, checking for contamination of fine ballast and presence of organic material.

e) Drainage condition of the railway, marking the actual section of ditches, capacity of cross drainage and the presence of fine material in the support area of the track.

f) Alignment and levelness of the railway, indicating any deformations and deviations present to compare these with the applicable standards and regulations. For tight curve sections strict monitoring of position permanence and the superelevation is necessary in order to avoid altering the established alignment.

g) It is recommended to perform strength tests on the railway mechanical components that have been in operation for more than 5 years and taking measurements to determine the actual status and wear of used parts.

h) A railway diagnostics chart must be created to be used as reference and allow the supervision of the general conditions of the railway that directly affects sleeper structure and service life span. The schedule of the inspection stage must be in accordance with and in parallel to the general inspection of the tracks.

Maintenance cases:

• Preventive maintenance like grinding against corrugation

• Regular corrective maintenance (non-urgent fault) e.g. exchange of points, build-up welding etc.

• Corrective maintenance (urgent fault) as measurements due to a rail break




Table 1 - Facility depending maintenance Type of

maintenance Activity Estimated time interval for realisation

Preventive maintenance (non-urgent)

routine inspection point cleaning survey (track position, gauge, wear, etc.) survey of drainage/camera supported inspection cleaning of drainage system and grooves revision of turnouts grinding of rails (abrasive block equipped machinery) frog grinding in mainline

Weekly weekly annually (up to 5th year)/after 5 years 2 years quarterly, depending on climatic conditions monthly acc. to grinding schedule (1-3 years) depending on tonnage and turning of tires acc. to grinding schedule depending on tonnage

Regular corrective maintenance (non-urgent fault)

ballast cleaning replacement of expansion joints replacement of switch blades replacement of frogs replacement of rail in curves ballastless track constructions: tighten or replacement of rail fasteners build-up welding on rails in curves build-up welding in turnouts rail adjustments removal of weed

depending on local conditions depending on tonnage (<15 years) depending on tonnage (<15 years) depending on tonnage (<20-30 years) about 7-10 years, depending on radius and velocity sporadic depending on operational concept / hardness of rails about 4-7 years, depending on use and velocity as required; 1 times a year, depending on seasonal and local conditions

Rails have to be grinded according to a maintenance plan. A proper grinding schedule will be an appropriate instrument reducing overall maintenance. Valid tolerances for maintenance have to be determined taking into account detailed specifications of vehicle and final stipulations of the operational concept as well and should therefore be elaborated with subsequent detailed design.

2.2.4.2 Structures

Establishment of bridge and tunnel maintenance management system includes:

• Provision of up-to-date documentation for each engineering structure

• Regular inspection of each structure every 3 to 5 years with detailed inspection in intermediate years

• Regulation for immediate elimination of any defects occurred

Effective management systems provide owners with practical and economically sound choices for coatings maintenance. Up-to-date information about the kind of paint and sealing material, its application, and whether an overcoat is feasible is important to the owner in taking replacement and renewal decisions. It also plays an important role in a bridge and tunnel management system.

Table 2 - Maintenance for structures

Activity Estimated time interval for realisation

Replacement of sealings about 15 - 20 years Painting of parapets about 8 - 10 years Replacement of elastomeric bearings about 15 - 20 years Fire protection system yearly check, if necessary renewal of coating inside tunnels

2.2.4.3 Signaling

A maintenance centre for signalling in Karabük and additional 3 maintenance depots along the railway line should be established with the installation of new signalling equipment (new IECC and new outside facilities). A maintenance schedule to maintain and repair the new installed equipment is to be created. This schedule must consist of the intervals and sequences for the checking of equipment concerning service and repair. These provisions also depend on engaged products and equipment.




Maintenance for signalling includes the following activities:

• Interlockings - checking the electrical connections, revision of cable connections, revision of ground connections, cleaning of racks, checking the space available in hard disc, checking monitors and keyboards, checking batteries and power stand-by unit

• Signals - cleaning signal head and screen, checking lamps and LED working, checking ground connection

• Turnouts - checking of point machines

• Track circuits - checking short circuit detection, checking cables and ground connection, checking track circuit state

• ETCS - checking eurobalises and infill LUP’s, cleaning eurobalises, LEUS’s rack checking and cleaning, checking ground connection and LEU’s connection

2.2.4.4 Telecommunication

A central telecommunication maintenance workstation should be established in the operating centre in Karabük, which monitors the availability of the telecommunication systems and is responsible for maintenance and trouble shooting. In case of failures, the operating centre should prompt the nearest trouble shooting unit for repair.

For each subsystem of the telecommunication system a maintenance concept has to be drawn up to keep the telecommunication systems in a state to provide safe, reliable and punctual services, and targeted to serve the operational requirements and to fulfill the obligations of the performance targets. A preventive maintenance concept for the railway line shall consist of:

• servicing

• inspection

• corrective maintenance and repairs

Servicing shall include the essential preventive servicing measures as follows:

• testing of functions

• measurement and comparison against specified reference values

• adjustment and tuning

• systematic cleaning of components

The inspection comprises of all measures performed for determination, establishment and assessment of the actual conditions of the technical means of a system or its components. The inspection shall include assessment and evaluation on the following equipment:

• data collection sources and equipment

• recorded service information and recording devices

The inspection activities can be separated into the following subsystem functions:

• functional respectively availability – related system and components

• safety – related systems and components

• maintenance – related systems and components

Scheduled corrective maintenance to restore the required conditions is based on data and information gained during:




• the inspections carried out

• the servicing activities

• the detection of system weaknesses

During scheduled maintenance, visible defects are to be rectified by replacing the defective component and/or parts.

Even by performing the preventive maintenance with extreme care, it will not always be possible to prevent failures or defects of the equipment or system. Any such generated interruption to operation is part of the unscheduled corrective maintenance. Additional, unscheduled corrective maintenance covers all repairs of damages arising out of accidents, vandalism or unforeseen incidents which cannot be allocated to a malfunction of an item of the equipment.

Because of these unknown factors, contingency procedures and repair strategies are to be elaborated, listed and itemised in the maintenance concept.

2.2.4.5 Overhead contact line and power supply

The new installations and the improvement of existing equipment for the overhead contact line and power supply in stations and along the railway line call for new maintenance rules and procedures. The maintenance policy and procedures will include scheduled maintenance, repair and troubleshooting in case of failures.

The amount of the new installations resulting of the introduction of electric train operation includes:

• 3 maintenance centers in Çankırı, Karabük and Çatalağzı/Zonguldak

• diesel platform railcars, special lorries, minibuses

• trained staff for scheduled maintenance, repair and troubleshooting of catenary installations

The main work refer to the “work-along”/Inspection of catenary in the open line and the station and the inspection trips carried out by special maintenance diesel railcar and control pantograph (yearly). These works are scheduled maintenance regarding the maintenance policies and procedures of TCDD.

The substation buildings, the neutral zone buildings and switching posts type I and II will also be maintained periodically or on request.

Due to the single line characteristic every short circuit, connection to earth or failure in the catenary lead to stop of train operation. Immediate fault elimination is the main task of the stand-by service team of specialized staff.

2.3 OUTLINE OF ENVIRONMENTAL ISSUES

2.3.1 Baseline study for Environmental Issues

2.3.1.1 Socio-cultural characteristics

The railway passes through Kırıkkale-Yahşihan district, Ankara Kalecik district, Çankırı Central, Korgun, Kurşunlu, Çerkeş and Atkaracalar districts, Karabük- Central, Eskipazar and Yenice districts and Zonguldak- Gökçebey, Çaycuma and Central District.

The region railway passes is in the North-West Anatolian Region and West Black Sea region of the country. The cities that the railway passes are generally semi developed and developing cities of the country where Çankırı and Zonguldak is known to lose population because of unemployment in these cities. Whereas Karabük is getting immigration from neighbouring cities especially Çankırı.

ILF CONSULTING ENGINEERS Page 30 / 52




Economical situation; In Kırıkkale Yahşihan district the main economical activity is agriculture. There are medium and small scale industrial facilities including armory factories and workshops.

Ankara Kalecik district is famous in Turkey with its wines called Kalecik Karası. There are mine areas in this district for mainly bentonite. This results in medium scale mining facilities operating in the district.

In Çankırı area the main economical activity is again agriculture supported by mine industry and horticulture. The main type of industrial facilities is

• Mining • Food and animal food

• Forestry, furniture • Chemical

• Textile • Construction material and equipment

In Karabük Migration from neighboring cities especially Çankırı is an issue. Karabük is a small industrial town characterized by privatized Karabük Steel Mill and medium and small scale industrial facilities.

Main areas of industrial activities are:

• Iron and steel production • Food

• Textile • Machinery

• Chemistry • Casting

• Wood • Cement

Zonguldak is listed as second degree developed cities in Turkey. The socio-economic characteristics of the city are characterized by the coal mining and the steel mill in the borders of the city. Main industrial areas at Central district, Karadon, Üzülmez, Kozlu and Ereğli district since the coal mines and related facilities are settled at these areas. There is another organized industrial area in Çaycuma district.

Another industrial activity that has recently been important for the city is ship manufacturing.

The industrial facilities in the total Zonguldak area as follows:

• Mining • Forest

• Furniture • Soil, clay and marble

• Cement • Construction material

• Electric-electronical • Automobile side products

• Ship manufacturing • Steel mill

• Textile • Others

In the latest years since no other development has occurred in the city other than coal mining and steel mills the city is losing its population to other areas of the country such as Istanbul, Antalya, Bursa and İzmir.

Table 3 - Unemployment over the years in the region and overall Turkey

2004 2005 2006 Turkey 10.3 9.9 9.9 Ankara 14.8 14.2 12.1 Zonguldak-Karabük-Bartın 12.0 6.9 5.9 Kastamonu, Çankırı,Sinop 10.6 8.6 5.0 Kırıkkale, Aksaray, Niğde, Nevşehir, kırşehir 10.0 10.7 10.5

Source ; Turkish Statistics Institutes




The unemployment figures for the regions show equal or less unemployment than overall Turkey figures except Ankara region. The unemployment in the general project broader project region decreases over years except Kırıkkale region which shows more stagnant characteristics.

Settlement areas; The settlement areas and their corresponding population are given in the following table:

Table 4 - Population in the region, 2007

Urban (%) Rural (%) Density (population/km²)

Yahşihan 33 67 33 Kalecik 69 31 12 Central Çankırı 79 21 1,347 Korgun 68 32 557 Kurşunlu 44 56 477 Atkaracalar 55 45 363 Çerkeş 52 48 986 Eskipazar 60 40 740 Karabük Central 88 12 157 Yenice 42 58 620 Gökçebey 32 68 125 Çaycuma 22 78 247 Zonguldak Central 50 50 342

Source ; Turkish Statistics Institutes

The population distribution shows an expected greater urban population for the Central districts except Zonguldak where the distribution is equal. The urban population is also higher in Kalecik, Korgun and Eskipazar. For Yahşihan, Gökçebey and Çaycuma the population distribution is higher in rural areas. The population distribution is more or less equal in urban and rural areas for all other districts.

The general population change over the years 2000-2005 shows that the population increases over the years for Ankara, Kırıkkale and Çankırı as it increases in general in Turkey. In contrary to this the population decreases in Karabük and Zonguldak. One possible cause for such a decrease is the immigration to other cities for employment.

2.3.1.2 Soil and land-use

Geology; The starting Irmak station of the railway is in Kırıkkale city. This region of Kırıkkale is mainly Mesozoic cretaceous formation. In the following Kalecik area of the railway route the main geological formations are Mesozoic mainly cretaceous, eocenic age (where the railway passes along Kızılırmak) and oligo miocen (when the railway enters Çankırı). Kalecik region has coal and manganese as mineral types.

The land of Çankırı is formed in four geological times. The geological formation in this area of the project is mountainous and uneven resulting disadvantageous conditions for agriculture. Plains and lowlands are less and there are even areas in the form of valleys. The alluvial areas where the streams are passing have a slope of 2-5 %. The railway passes through Central District, Korgun, Kurşunlu, Atkaracalar and Çerkeş districts of Çankırı. The central district is formed in third geological times and is formed of oligocenic aged gypsum series. Tuva and lava of Galatia massive fills in between the miocenic layers in neogenic basin of Ilgaz and Kurşunlu. There is neogenic series with high layers of tuva and marn in the areas starting from Çerkeş in the west and continuing to Kurşunlu and Ilgaz. The top layers of this formation are with silt and clay. Çankırı and around is on the North Anatolian Fault Line.

The Tertier basin of Karabük - Safranbolu is an area from north of Bolu to Çelebiler and Kastamonu and is almost wholly formed of Eocenic (Eosen) aged sediment rocks. The northwest border of the basin is called Karabuk Line and has tectonic properties. The railway corridor in Karabük area is in first degree earthquake region. In Karabük area the calcerous lands formed in III Geologic Age cover large areas.




There are silt and clay areas between Calcerous layers. The geological units of different ages are spread over Karabük area. These units that formed at different mediums and of different lithological characteristics have broken after tectonic movements at various ages and formed high lands and collapsed areas.

The project area in Zonguldak is mountainous and rough. Zonguldak city as a whole has rough and mountainous land characteristics, 56 % of the city borders is covered with mountains, 31 % of the city area is covered with plateaus, and 13 % is covered with lowlands.

The rocks round Zonguldak area are not metamorphosed. There is one of the major coal mines of Turkey in Zonguldak.

The uneven area on the Black Sea cost of Zonguldak up to Ereğli is formed during Mesozoic age and at various locations the coal contained layers are observed on the top layers. Carboniferous line under cretaceous layer is 160 km long.

The area of river beds (especially around Filyos stream), alluvium soil bases, and the area around Çaycuma with landslide potentials are stated as dangerous areas for human settlement.

Project area in Zonguldak borders is affected by North Anatolian Fault Line and the fault systems at Bartın.

Soils; The main soil type in Kalecik region of project area is red-brown soils.

The main soil types in the area of Çankırı around the project area are:

a) Alluvial Soil: Found in bed of Tatlıçay stream, at the lowlands and plains around Devrez stream and in the Çerkeş plains

b) Chestnut Soil: Found in the city borders of Çankırı excluding the east and west of Çerkeş province and south of Kurşunlu

c) Brown Forest: Found in the north of Çerkeş

d) Noncalcic Brown Forest: Found in the south of Çerkeş province

Among these main soil groups in the project corridor in Çankırı city there are silty, gravelled stream beds and naked rocky areas in the project corridor.

There is alluvial, collegial, grey-brown, brown and non calcic brown forest soils spread along Karabük region of project area.

In Zonguldak region because of topography and differences in main materials various soil types are formed.

The railway passes through Central, Gökçebey and Çaycuma district of Zonguldak. In the central district of Zonguldak the soil is mainly Red-Yellow Podsolic, Gray-Brown Podsolic Soil and Brown Forest Soil. In Çaycuma region soils are mainly Alluvial and Brown Forest Soil. In Gökçebey area the soils are mainly Brown Forest type.

Land-use; The land use categories in the districts that the railway passes are as follows:




Table 5 - Land use

District Total Land

Agricultural Land Forest Meadow/

Pasture Non-agricultural

Area (ha)

Area (ha) % Area

(ha) % Area (ha) % Area

(ha) %

Yahşihan 27,900 11,895 42.6 941 3.4 9,000 32.3 6,064 21.7 Kalecik No information Central Çankırı 134,700 69,465 51.6 32,546 24.1 30,463 22.6 2,226 1.7 Korgun 55,700 12,420 22.3 1,656 3.0 38,798 69.7 2,826 5.0 Kurşunlu 47,700 10,322 21.6 2,200 4.6 32,838 68.9 2,340 4.9 Atkaracalar 36,300 7,866 21.7 13,401 36.9 12,270 33.8 2,763 7.6 Çerkeş 98,600 19,615 19.9 31,547 32.0 44,793 45.4 2,645 2.7 Eskipazar 65,700 18,871 28.7 38,872 59.2 4,984 7.6 2,973 4.5 Karabük Central 70,400 10,418 14.8 57,157 81.2 1,129 16.0 1,696 2.4 Yenice 83,200 10,199 12.3 71,932 86.5 391 0.5 678 0.8 Gökçebey 17,200 5,722 33.4 9,995 58.3* Not classified Not classified Çaycuma 49,200 23,297 47.3 18,287 37.2* Not classified Not classified Zonguldak Central 60,600 9,821 16.2 44,451 73.3* Not classified Not classified

* Official classification and mapping for forestry area is not final. The figures may include areas that are not officially declared as forest but still are woodlands.

Yahşihan is the only district of Kırıkkale that is in the project area. The soils in Kırıkkale are generally brown soil rich in minerals and thus productive and fit for field and wet agriculture. This explains the relatively higher percentages of agricultural area of 42,6 % in Yahşihan.

In Kalecik area there are vineyards and wine production. Central district of Çankırı is surrounded of hilly areas and there is in between the alluvial basin bordered by Tatlıçay stream and Acıçay stream which are feeding Kızılırmak stream passing through Kızılırmak district and is the main stream and valley in the region. This characteristic of Central district of Çankırı is the main reason for the higher agricultural area percentage than the other district on the railway route. However the agricultural areas in the other districts of Çankırı: Korgun, Kurşunlu, Atkaracalar and Çerkeş are lower. The percentages of the agricultural areas in this location are even lower than Turkey average of 35 %. The city of Çankırı is 60 % covered by mountains and plateaus and was covered with forests only 200-300 years ago but because of bad management of forestry, adverse climatic conditions and cattle feeding in these areas resulted in loss or weakening of forest cover. This explains the low figures for agricultural areas and high figures for meadow/pastures in Korgun, Kurşunlu, Atkaracalar and Çerkeş. The higher figures of meadows and pastures however support the cattle farming in this area.

Land/soil erosion is an issue in the area of Çankırı city including Çerkeş province and the City through where the railway is passing. The soil in Çankırı area of the project is poor in organic content especially because of water erosion. In the area of Çankırı the major products of wet and dry agriculture are grains (the major product), fodder plants vegetables, leguminosae and some industrial plants.

Topography of Karabük area covering Yenice, Eskipazar and Central Karabük on the project route limits the magnitude of agricultural areas. Karabük area is like a basin surrounded by mountains. From central areas towards the outskirts of the county, the ground slope increases from 0-10 % to >40 %. However the area is rich in forestry. The main tree types are beech 33 %, oak 16 %, abies 13 %, horn beech 12 %, black pine 11 %, plane tree 2 %, yellow pine 2 % and red pine 1 % and ash tree 1 %. The main forestry utilisation of trees is paper production, industry, wood, heavy log production and heating purposes.

Yenice forest area classified as potential Natura 2000 site and as natural preservation area: Kavaklı and Çitdere Natural Preservation Areas by the Ministry of Environment and Forestry. It is also classified as a “Must be Protected Area“ by World Forestry Organisation FAO. Yenice Forests contain high biodiversity of tree, bush, plant and wild animals which can be seen in very limited forest areas except tropical forests in the world.




Water erosion is an issue also in the Karabük area. In the area of Karabük the major products of wet and dry agriculture are grains (the major product), fodder plants, vegetables and leguminosae.

Çaycuma district of Zonguldak is located in the valley of Filyos stream which has the most suitable area for agriculture (47 %) in the city of Zonguldak. Gökçebey district of Zonguldak has relatively better quality of soil than the other areas in the project route and has higher percentage of agricultural areas with around 33 %.

In Zonguldak region of the project area including Gökçebey, Central District and Çaycuma the woodland areas are the majority followed by agricultural areas. The major type of agriculture is dry. In this area of the project the major factors preventing effective land use are erosion, shallow soil depth and insufficient soil.

The forests in Zonguldak area which are located on the extensions of the West Black Sea Mountains are to be found at an altitude of 0-1800 m. 60 % of the tress in the forests are beech, 23 % is pine, 3 % is abies and the rest 4 % is pinales type trees and 10 % is leaf trees. The main utilisation of trees is for paper production, industry, wood, heavy log production and for heating purposes.

The planned and under operation irrigation areas are shown in the overview maps. These areas and required infrastructure for irrigation are planned and constructed by State Hydraulic Works.

Existing pollution; Soil pollution in Çankırı area is mainly caused by pesticides and chemical fertilizers and result in negative impact on the flora and fauna. The nitrate concentration averaged on the 19 measurement stations (samples taken from lagoons and streams) in the city of Çankırı is 1.169 mg/lt. Turkish Drinking Water Standards TS 266 stated maximum nitrate concentration in drinking water as 50 mg/lt.

The soil pollution in Karabük area is from the utilisation of untreated industrial wastewaters as irrigation water, excessive and incorrect use of fertilizers and pesticides.

Soil pollution because of improper disposal of domestic and industrial wastes including medical wastes (water and or solid) is another potential soil pollution source for this area. The solid waste disposal plant for the central district of Zonguldak is under preparation.

2.3.1.3 Water

Surface water; The major stream in the project area is Kızılırmak; with an average flow of 2.500 hectam3/year (1 hectam3 equals to 1 million m3), it passes through Kalecik in the north and south direction. The railway is almost parallel to Kızılırmak from right after Irmak Station till Alibeyli village of Kalecik district.

After the railway enters the borders of Çankırı it runs parallel to Terme stream (average flow 2,9 m3/s) till Germece village. The railway continues to North in parallel to Acıçay stream (average flow 3,4 m3/s) still in borders of Çankırı.

The railway runs parallel to Çerkeş stream in Çerkeş district after Atkaracalar till it enters Karabük city.

The railway is parallel to Yenice stream starting from Cemaller village near Karabük to Gökçebey. After Gökçebey the Yenice stream combines with Devrez stream to form Filyos stream. The railway goes parallel to Filyos stream up to the coast of Black Sea.

The average flow of Yenice stream is 61,5 m3/s, the average flow of Filyos stream is 102,2 m3/s. The railway runs parallel to Black Sea from Türkali towards Zonguldak city centre.

The railway has several stream crossings and runs parallel also to smaller streams than the ones listed above.




In general the courses of the rivers are naturally not showing big impacts of river engineering. An exception is e.g. in Yenice, where flood control measures have been established: İncedere Flood Dam and Şimşirdere Flood Dam.

In some places hydro power plants do exist (as such the dams and hydroelectric power plants on Kızılırmak stream: Kesikköprü and Hirfanlı) or are about to be established (as such the one in Central Karabük Salmanlar area). But despite of this big sections of the rivers are naturally flowing. Basin of Filyos stream is at the most exposed area of Turkey to flooding. Therefore a flood control plan for the area is prepared to include flood control management and structures.

The lakes and lagoons except in the city of Çankırı are relatively far from the project area.

There are natural lakes of small and medium scale which are mainly dry during summer seasons in Çankırı area. There are artificial lagoons in Çankırı that are mainly for irrigation and drinking water provision purposes.

Groundwater; One of the groundwater basins of Ankara city is in Kalecik district with an operational capacity of 1,6 hectarm3/year.

In Çankırı area the main source for the groundwater is the alluvial formation which lies along Acıçay stream, Tatlıçay stream and Eldivan stream. The volcanic formation in the higher regions of the area has various small flow springs.

In Karabük area the total capacity of groundwater is 85 hectam3/year and till now 20 hectam3/year is under use. 90 % of the usage is by Karabük Steel Mill.

In Karabük area the groundwater level at the alluvial areas is very close to surface. Since the efficiency of the wells is less at the valley areas, there is no possibility of utilisation of groundwater for irrigation purposes.

The total reservoir capacity of groundwater in the whole city of Zonguldak is 90 hectam3/year. 10,5 hectam3/year of this capacity is under use. The wells that are under use and close to project are in Çaycuma district.

The major ground water resources in Zonguldak area are located in the central district with the following characteristics:

• Büyük Mağara Spring with average flow of 1.331 lt/s,

• Çayırlıköy Spring with average flow of 50 lt/s and

• Değirmenağzı Spring with average flow of 195 lt/s.

Water use; The main use of surface and groundwater in the project area is for irrigation and drinking water purposes. There are dams and artificial lagoons constructed and operated for these purposes. The most important facilities of such purpose are summarised below.

In Çankırı area the Tatlıçay and Eldivan basin groundwater sources are used for drinking and irrigation. As the basin approaches to Acıçay stream the ground water salt content increases and makes the basin groundwater not suitable for irrigation and drinking. The drinking water for the city of Çankırı (Central) is from the various springs and wells from Korgun area.

City of Karabük uses Soğanlı (Melan) stream for drinking water through wells with a flow of 320 lt/s.

The drinking water for the city of Zonguldak is from the below facilities:

• Zonguldak Kozlu project: 18,6 hectam3/year

• Zonguldak Gülüç project: 4,0 hectam3/year

• Ereğli Kızılcapınar project: 85,6 hectam3/year




• Dereköy Lagoon: 1,5 hectam3 /year

To enhance the drinking water supply capacity of Zonguldak city a new project is awarded to regulate water Dereköy stream to Kozlu Dam.

There are mineral water resources in Çankırı Ilgaz area though away from project route.

Existing pollution; In Zonguldak some of the domestic waste water from municipalities and industrial facilities at coastal lines flow into sea without any treatment either directly or through sewerage system.

Debris and dust as well as liquid wastes of mines of Kozlu are carried to sea by wagons. Kozlu Runnel is as an open collector carrying both wastewaters of mining and sewerage wastes to the sea.

A daily average of 500.000 m³ domestic and industrial wastewater flows into Zonguldak Port.

At Filyos stream there are measurements for the determination of current pollution load: Bicarbonate, sulphate, iron and manganese are above the limits. Source of this pollution is the wastewater discharge from Karabük Steel Mill to Yenice stream. There is domestic and other industrial wastewater discharges to Filyos stream and other streams feeding Filyos stream causing high values of zinc, sodium, nitrite-N.

2.3.1.4 Climate and air quality

Ankara; The climate in Ankara differentiates a lot from one region to other. Towards the north and Kızılırmak there are effects of Black sea. In this region the winter temperatures are low and summer temperatures are high. In overall region the average temperature is 10-13 degrees C and average precipitation is 370-565 mm.

Çankırı; the land climatic characteristics are dominant together with some effect of Black Sea climate.

The average precipitation in this area is 392–538 mm.

The fossil fuel used in the city is mainly exported coal, wood, fuel oil and diesel. The facilities causing industrial air pollution in the city are not too many. The gypsum factories, coating factories and bentonite factories are causing some air pollution.

Karabük; area is in a climate transition zone and in between semi dry and wet areas closer to semi dry region of Turkey. The amount of precipitation changes thought the region.

Temp Average over 16 years is 13.2 degrees C

Precipitation Average over 18 years is 479 mm.

City of Karabük has air pollution issues induced by traffic, emissions and emissions from industrial activities and domestic heating where poor quality fossil fuel is used.

Zonguldak; Black Sea climate is dominant in Zonguldak area and the weather is mild and with precipitation throughout the year. The climate gets rough towards the southern parts of the area. The precipitation is generally in the form of rain and gets higher towards the northern parts. The average temperature in the area is 13,5 degrees C and the average precipitation in year is 1.246 mm.

The main type of fuel for heating in this area is coal and the air pollution in the city centre is severe. The hydrocarbon emissions are in the form of methane and from coal mines. Another important type of air pollutant in the area is coal dust mainly from coal stock piles and during transportation.

Localised SO2, particulates, iron and coal dusts pollution in atmosphere are observed in Zonguldak. With high amount of rain observed in this area there is the potential of acid rain because of these pollutants. The main sources for such emissions that are the above limit are Paper and brick factories in Çaycuma.




2.3.1.5 Landscape

As already mentioned the railway line in most parts runs along rivers. Despite of this the landscape differs a lot.

From Irmak to Çerkeş the valleys of the rivers are rather wide and used for agriculture. An exception of this show the highlands in Kırıkkale district around km 55 and in Korgun district. The vegetation up to Çerkeş covers mainly meadows and bushes.

In the section between Çerkeş and Gökçebey the railway line runs very often through narrow valleys or even gorges. The vegetation is mainly forest.

From Gökçebey to Filyos the railway line follows the very impressive scene of the wide riverbeds of Filyos stream, showing big alluvial gravel banks. Main land use is agriculture. Forests can be seen on the hills in the background.

The coast along Black Sea is rather wild and rocky - falling in many parts steep into the Sea.

Visual impact does exist in form of roads, e.g. the new road which is about to be constructed between around Karabük and Gökçebey. In the rivers there is also floating a lot of waste. Also several high power voltage lines can be seen.

See photos in appendix 2.2 for visual landscape.

2.3.1.6 Flora and fauna

The following information about environmentally sensitive areas was collected and is shown in the overview maps in appendix 6:

• Natural Parks

• Nature Preservation Areas

• Potential Natura 2000 areas (as given by Nature Society Publication; Turkey’s Important Natural Area)

• Recreational Areas

• Wetlands Areas and Wetland Points

• Irrigation Areas

• Wild Life Development Areas

• Private Hunting Areas

The existing railway line touches four Potential Natura 2000 areas, which are the most sensible of the touched areas along the line. They are called “Çankırı Jipsli Tepeleri”, “Yenice Ormanları” and the two areas in the Black Sea region “Amasra Kıyıları” and “Sofular Tepeleri”.

Natura 2000 areas are internationally important protection areas according to directives of European Union for animals, plant species and habitats (EC Birds Directive (79/409/EEC) and Habitat Directive (92/43/EEC)).

The maps also show that the line passes several irrigation areas, which mostly are located along rivers.

In Eskipazar district the line crosses a hunting area. The name of the hunting area is Ören Acıöz. The area is covering 3.295 ha, is run by private entities and serves the hunting tourism. The area is dedicated for wild boars hunting.

The line does not touch other environmentally sensitive areas like e.g. wildlife development areas, natural preservation areas, natural parks, wetland areas, wetland points or recreation areas.




One of the most important protected areas in the project area is Yenice Forests. There are two Natural Preservation Areas declared by Ministry of Environment and Forestry:

ÇİTDERE Natural Preservation Areas

KAVAKLI Natural Preservation Areas

Yenice Forest is mentioned in Turkey’s Important Natural Areas book and is a potential Natura 2000 site. It is also classified as a “Must be Protected Area“ by World Forestry Organisation FAO. Yenice Forests contain high biodiversity of tree, bush, plant and wild animals which can be seen in very limited forest areas except tropical forests in the world.

There are natural monuments in the form of aged individual trees in Karabük area around the Yenice Karabük central road.

There is a forest recreational area type B Kenbağ in Çankırı between Çankırı Central and Korgun and about 2.5 km away from the railway itself.

There is a forest recreational area type B very close to railway at Central Karabük. The area is called Çamlık and about 400 m to the railway.

There is a forest recreational area type B very close to railway at Central Karabük. The area is called Ortaköy and about 90 m to the railway.

There is in forest recreational area type B very close to railway at Çaycuma District of Zonguldak. The area is called Milli Egemenlik and about 1.5 km to the railway.

A – Flora; In the above sections the main types of flora covering the project area in the form of forest and meadows have been briefly explained. In this section more details will be presented on the flora of the cities through which the project corridor passes.

The flora in the project area contains various kinds of species. Some of them are endemic and some of are classified by IUCN in accordance with Red Data Book index.

In appendix 5 Fauna the endemic Red Data Book species for the region are listed.

The flora and endemic listing for Denek and Karagüney mountains of Kırıkkale is available but not presented here since these regions are away from the project corridor in Kırıkkale.

Çankırı is in the area of transition from Black Sea Climatic Zone to Middle Anatolia Climatic Zone from north to south. The vegetation gets poorer from north to south. Because of adverse climatic conditions, forest fires and unplanned cutting of trees and cattle feeding the forest areas have disappeared or have become non-productive. In the northern parts there are forests and woodlands comprised of generally pinales type trees, in the southern parts laying towards high areas there are occasionally remainders of forest areas. There are wide spread large step in the southern and western southern of Çankırı. At these areas there are occasional woodlands of poplar and willow along the streams. The main types of trees are pine, fir tree, juniper, beech and oak. There are willow and poplar trees along the stream valleys besides the rich vegetable and fruit gardens.

Çankırı area especially Ilgaz mountains are known to haven several endemic plants (Turkish Plants Red Data Book, 2000).

60 % of the Karabük area is covered with forests. At areas with altitudes higher than the limit for tree growth there are highland bushes and meadows. The observed tree types are red pine, fir, oak, horn beech, ash tree, poplar and wild cherry. The world famous Yenice forests are in the borders of Yenice district of Karabük which has been described in the above sections.

Zonguldak flora is also rich for endemism but the percentage of the flora that is in danger is relatively lower.




B – Fauna;

Ankara; There is categorised listing of Fauna in Environmental Condition Report 2007. The main types of fauna in this region are mammals, birds and the fishes in the inland water bodies.

Kırıkkale; 42 types of butterflies identified in the Kırıkkale region is the first listing for Turkey. The categorised listing of fauna is given in Environmental Condition Report 2007, however is not listed in here since the exact location of these fauna is not given in the report and the project corridor in Kırıkkale is very limited. The fauna type in this region is amphibians, reptiles, mammals and birds as per the above mentioned lists.

Çankırı; The main types of hunted animals at Çankırı area are wolf, fox, rabbit and squirrel. There are bears at the mountainous areas of Central district. There are trout and codfish in the streams and creeks. The wild boars especially in the south eastern area of the county watered by Kızılırmak Stream have been increasing and causing disturbance to agricultural activities till recent years. The planned combat against these animals in the recent years have had a decreasing impact on its population. The environmental condition report 2007 for Çankırı has not listed any categorised fauna for this area.

Karabük; The forests and mountains in Karabük area (some of them in the railway corridor) are home to several types of animals. A type of deer called Elik by the public is under protection.

Zonguldak; The fauna type in this region is amphibians, reptiles, mammals and birds together with marine and sweet waters aquatic fauna. The categorized fauna list is given in the respective appendix 5.

2.3.1.7 Cultural heritage and material asset

In this section the officially classified cultural heritage information is presented for the districts that the project corridor passes.

Kırıkkale; Following are officially classified as archaeological sites that are in Yahşihan district:

• Yahşihan Tumulus

• Yahşihan Bridge on Kızılırmak

• Yahşihan Mahmutlar Village Arch. Site

Ankara;

• Kalecik Castle

Çankırı;

Below is listed the officially listed archaeological sites for the vicinity of project corridor in Çankırı:

• Güveytepesi Tumulus – Central Çankırı

• Ünür Tumulus and Necropolis – Central Çankırı

• Alacat Külîepe Tumulus and Necropolis – Central Çankırı

• Baisbağı Sarici Tumulus and Necropolis – Central Çankırı

• Çankırı Castle – Central Çankırı

• Korgun Aiavı Archeological Site – Korgun

• Çankırı Castle Necropolis – Central Çankırı

Karabük;

Officially protected sites in Karabük Central:

• Karabük Yenişehir Province Residentail and Natural Site 3rd degree




• Zopran Village Ürküt Vineyard Natural Site 1st degree

• Bulak Village Bulak (Mencilis) Cave

• Ödemiş Village German Cemetary

• Cemaller Village Archeolgocal Site

• Çukurca Village Kocaağsak Provinace Ademlik Site Necropolis

• Bulak Village Arch. Site

• Sipahiler Village Arch Site

• Bürnük Village Demirciler Pr. Ciğiltepe Site Necropolis

• Üçbaş Village Örentarla Arch Site

• Bulak Village Residential Site

• Akören Village Dikmen Archeological Site

• Üçbaş Village Güvenceağzı hill & Çakmak hill Arch Site

Officially protected sites in Eskipazar:

• Budaklar Village Hacamatlar Pr. Arch Site

• Karahasanlar Village Kocabağ Pr. Arch. Site

• Beytarla Village Adnan Erkeç Farm Arch Site

• Büyükyayalar VillageArch Site

• Budaklar Village 2 Arch sites

• Deresemail Village Asartepe Pr. Arch Site

• Kuzviran Village Mezarlıkaltı Pr. Arch. Site

• Büyükyayalar Village Arch. Site

Officially protected sites in Yenice:

• Yenice Gökbel Village Hamazkırı Arch Site

• Kale Village Alakilise and Çukurcak Bayırı Arch Site

• Tır Village Üçevler Arch Site

• Merkez Demirciler Pr

• Çengeller Village Fındıklıtepe Arch. Site

Zonguldak; There are various buildings in the Central Zonguldak, Çaycuma and other places that can be classified as cultural heritage. Some of them are administrative civil buildings and some of them are religious buildings as such mosques.

Following are officially classified as archaeological sites:

Zonguldak Central:

• Asartepe Necropolis -Karadere Village

• Castle Walls Kilimli Pr.

Zonguldak Çaycuma:

• Filyos Necropolis Antik Kent-Hisarönü Pr,




• Çömlekçi Necropolis-Saltukova Pr,

• Temenna Necropolis-Saltukova Pr,

• Çayköyü Necropolis-Saltukova Pr,

• Çomranlı Necropolis-Saltukova Pr,

• Ahmetler Necropolis-Saltukova Pr,

Zonguldak Gökçebey:

• Pazarlıoğlu Village

2.3.1.8 References

Reports

Ankara Environmental Condition Report 2007, Ankara Governorship, City Directorate for Environment and Forestry (CDEF)

Kırıkkale Environmental Condition Report-2007, Kırıkkale Governorship,CDEF

Çankırı Environmental Condition Report 2007, Çankırı Governorship, CDEF

Karabük Environmental Condition Report 2007, Karabük Governorship, CDEF

Zonguldak Environmental Condition Report 2007, Zonguldak Governorship, CDEF

WebPages

Ministry of Environment and Forestry Geographical Information System web pages:

http://gis2.cevreorman.gov.tr/ock/

http://www.cevreorman.gov.tr/cbs/

http://gis.cevreorman.gov.tr/gmap/index.html

Other web pages

National biodiversity: http://www.bcs.gov.tr/

Black Environmental Association: http://www.kaced.org/cevre/genel.html

Çankırı City Agricultural Directorate: http://www.ct.gov.tr/

Turkish Statistics Institution http://www.tuik.gov.tr

Books

Turkey’s Important Natural Areas, Turkish Nature Society, 2006




2.3.2 Environmental impact and mitigation measures

2.3.2.1 Analysis of impact factors

An impact factor analysis has been performed for three project stages

• Potential temporary impact exerted by rehabilitation works / construction

• Potential permanent impact exerted by modification of existing structures

• Potential permanent impact exerted by railway line operation

The aim of this chapter is:

(1) to determine the potential impact of the railway project - see column “potential impact factors” of the following table and

(2) to identify the relevant actual impact of this project - see column “description of actual impact” of the following table


Table 6 - Analysis of potential impact exerted by rehabilitation works / construction Potential impact factors Relevance Description of actual impact

Noise relevant impact caused by rehabilitation works (e.g. tamping) and by construction machinery; scenarios 2 and 3: additional impact caused by piling works for masts and posts – c.f. “vibration” in the following text block

Vibration relevant all scenarios: impact caused by rehabilitation / construction works (e.g. piling works for retaining walls) and by construction machinery scenario 2: impact caused by construction works (e.g. piling works for radio masts and signal posts) scenario 3: additional impact caused by construction works (e.g. piling works for catenary pole foundation and foundations for poles of high voltage transmission line), by enlargement of tunnel cross-section or by dismantling of certain tunnels - necessity of blasting can not be excluded

Electromag. radiation not relevant Gaseous emissions relevant impact caused by construction machinery and transport activities Dust relevant impact caused by rehabilitation works (e.g. replacement and storage of track bed

ballast, muck material generated during enlargement of tunnel cross-section or dismantling of certain tunnels)

Waste relevant impact caused by rehabilitation works (e.g. replacement of track bed ballast, wooden sleepers, panels of level crossings), construction material, cables, air wires, packaging, muck material generated during enlargement of tunnel cross-section or dismantling of certain tunnels, etc.

Liquid emissions relevant impact might be caused by oil loss or improper oil change and fuelling of construction machinery scenario 3: wastewater might be produced by construction works for enlargement of tunnel cross-section

Light relevant in certain lots work will be performed also at night Disturbances due to presence of workers

relevant impact caused by presence of construction workers; might be of relevance for sensitive animals

Land consumption relevant impact might be caused by the need to provide a temporary infrastructure like site installations and storage areas; according to the technical description in chapter 4.5.1 land for temporary consumption can be made available for all scenarios using the existing infrastructure; this strategy may be applied because a formation rehabilitation machine and track renewal trains will be used for rehabilitation works;




Potential impact factors Relevance Description of actual impact impact caused by material transport will be reduced by either transporting material directly on the railway line or - if an initial truck transport is necessary - by reloading material onto the railway line (at existing siding tracks, stations, level crossings, etc.) for further transport; impact will be further reduced by accommodating the site installations in stations and in existing right-of-way, and by handling and storing trackwork material in existing stations, etc.; by adopting these measures, no temporary land consumption will be necessary scenarios 2 and 3: Trackside works for signalling systems like underground cable laying and structure-related activities can be performed by workers and machinery right next to the track; the same is applicable to foundations for posts and masts of catenary lines (= no additional temporary land consumption)

Barrier effects / fragmentation

not relevant

Change of visual landscape relevant impact caused by rehabilitation / construction works and construction machinery, generation of dust along the line

Change of flow conditions (surface water)

not relevant

Change of groundwater level

not relevant impact on springs and water-bearing layers (slope water) due to tunnel enlargement is very unlikely

To sum up the facts, the impact exerted by the rehabilitation / construction of the railway line will mainly be caused by rehabilitation works, construction workers and construction machinery. The main sources of impact will be noise, vibration, waste, dust, light and disturbances.

Scenario 3: The material resulting from the dismantling of certain tunnels, will be less than 20,000 m³ and the muck material resulting from the enlargement of certain tunnel cross-sections will also be less than 20,000 m³.

Table 7 - Analysis of potential impacts by permanent modification of existing structures Potential impact factors Relevance Description of actual impact

Land consumption relevant At certain stations one track is to be prolonged within the existing railway territory: • Tüney (prolongation of about 30 m) • Balıkısık (prolongation of about 250 m) • Yeşilyenice (prolongation of less than 300 m) Some minor changes in track layout are planned also inside bigger stations (e.g. Çankırı and Karabük) within railway territory - not occupying additional land (no change in land use) scenario 3: access roads to the transformer substations will be used for maintenance services and will thus be of permanent nature; the land used for transformer substations and for poles of additional power transmission line sections will also be occupied permanently

Barrier effects / fragmentation

not relevant only relevant for scenario 3: barrier effects can be created especially for birds by catenary lines and additional power transmission lines

Change of visual landscape

relevant all scenarios: a local change of landscape is produced by landslide stabilization measures at the tunnel portals or by the removal of plants at retaining walls, etc. Scenario 2: impact caused by the need for radio masts and signal posts Scenario 3: impact caused by the need for additional structures like catenary lines and poles, transformer substations and corresponding access roads, additional power transmission line sections, dismantling of tunnels

Change of flow conditions (surface water)

not relevant

Change of groundwater level

not relevant




To sum up the facts, the impact exerted by the permanent modification of existing railway line structures is not significant for the Do Minimum Scenario and Scenario 1.

Scenario 2, signalisation: The relevant impact caused by this scenario mainly consists of a changed visual appearance of the landscape incurred by the need to install radio masts and signal posts.

Scenario 3, electrification: A permanent land use and a changed visual landscape appearance will be caused by the transformer substations and by the corresponding access roads and by additional power transmission line sections. The catenary lines and corresponding poles will also contribute to a changed visual appearance of the landscape.

The length of additional power line sections for the 8 transformer substations ranges between 300 m and 1,800 m for each section. The total length of additional sections is less than 5,000 m. The location of the 8 planned transformer stations is shown on the overview maps.

Table 8 -Analysis of potential impact exerted by railway line operation Potential impact factors Relevance Description of actual impact

Noise Relevant impact comparable to the existing situation, generating of noise by train operation - no significant change; it is to be assumed that noise levels will not change significantly (even when there is an increase of train velocity and some higher train frequencies than today) since conditions on the permanent way will be improved (e.g. CWR track replacing the recently used fishplate type rail joints) and operation of more modern locomotives

Vibration Relevant comparable to existing situation, generating of vibrations by train operation - no significant change

Electromagnetic radiation Relevant only of relevance if line is electrified (scenario 3); the electromagnetic radiation will be below the existing international limit values

Gaseous emissions Relevant comparable to existing situation; might improve not significantly by operation of more modern locomotives

Dust not relevant Waste relevant comparable to existing situation, i.e. waste generated in trains and in

operation infrastructure Liquid emissions relevant comparable wastewater situation, i.e. caused by toilets and operation

infrastructure - no change Land consumption not relevant Barrier effects / fragmentation not relevant Change of visual landscape not relevant Change of flow conditions (surface water)

not relevant

Change of groundwater level not relevant

To sum up the facts, the impact exerted by railway line operation is comparable to the existing situation. Despite of the operation of more and faster trains in the future, the generation of noise will be kept at a comparable level due to better maintained tracks and operation of more modern locomotives.

Scenario 3, electrification: The electromagnetic radiation will be below the existing international limit values.

2.3.2.2 Impact on population and mitigation measures

Impact caused by REHABILITATION / CONSTRUCTION:

• All scenarios: the impact exerted by rehabilitation / construction is predominantly caused by rehabilitation / construction works, construction workers and construction machinery. The main sources of impact will be noise, vibration, waste, dust and disturbances.




• All scenarios: delays in travel times or temporary closure of the railway line affecting the transport of passengers and goods will occur occasionally

• All scenarios: creation of jobs during rehabilitation / construction as construction workers will be needed




Impact caused by permanent modification of existing STRUCTURES:

• All scenarios: opportunity of improving the commercial potential in the region by providing access to the planned new port of Filyos

• Scenarios 2 and 3: reduction of accident risks due to secured level crossings by signalisation

Impact caused by OPERATION:

• All scenarios: better accessibility to the main settlement areas because of shorter travel times

• All scenarios: improvement of commuter situation because of higher train frequencies in the section Zonguldak - Karabük

• Scenarios 2 and 3: on the one hand loss of several jobs at TCDD as - in future - fewer people will be needed for train operation; on the other hand need for additional maintenance and troubleshooting staff for signalling and electrical installations and facilities

• All scenarios: strengthening of economic situation in the region and contribution to greater job security due to improved transport conditions serving both the people and the economy; this is especially true for Kardemir Steel Works

Planned mitigation measures:

• All scenarios: selection of construction works in settlement areas, which keep the impact caused by vibration and noise within the existing limit values

• All scenarios: adoption of measures to minimize the generation of dust by watering of ballast during rehabilitation / construction

• All scenarios: transport of construction material on trains to avoid transport on roads through villages (reduction of noise, dust, gaseous emissions); only a few transport activities e.g. delivery of signal posts and transformers for transformer substations should take place on roads

• All scenarios: Operation of rail service replacement bus service for passengers during construction works

• All scenarios: Provision / development of an implementation plan, which focuses on logistic demands of factories supplied by the railway line to ensure suitable freight transport even during rehabilitation / construction

2.3.2.3 Impact on soil and land-use and mitigation measures


• All scenarios: impact on soil by waste, dust and liquid emissions is very likely, if no suitable mitigation measures will be taken

• All scenarios: improvement of soil erosion by stabilisation of landslides in areas of tunnel portals


• All scenarios up to scenario 2: no impact / no relevant change with respect to land use compared to the existing situation

• Scenario 3: in some locations, land consumption of agricultural areas and forestry areas by transformer stations and corresponding access roads and by high voltage transmission line poles

• Scenarios 1 to 3: reduced potential impact on soil by installation of lubrication-free roller switching systems





• All scenarios: no impact / no relevant change in comparison to existing situation


• All scenarios: implementation of suitable mitigation measures during rehabilitation / construction (e.g. professional waste collection and disposal)

• All scenarios: provision of containment measures at all sites where potentially polluting liquids are being used, e.g. drip trays, spill kits, sealed storage areas etc.

• All scenarios: at tunnel portal areas, at which landslide stabilization measures are performed, greening and reforestation measures are also to be implemented to avoid further erosion

• Scenario 3: positioning of transformer substations close to existing roads to minimize permanent land use for access roads

• Scenario 3: further optimization of transformer substation, access road and high voltage transmission line pole locations during next design stage to eliminate or at least minimize the impact on forestry areas and on high quality agricultural land

2.3.2.4 Impact on water and mitigation measures


• All scenarios: impact on water courses and groundwater by waste and liquid emissions is very likely, if no suitable mitigation measures will be taken


• Scenarios 1 to 3: reduced potential impact on water by installation of lubrication-free roller switching systems





• All scenarios: provision of containment measures at all sites where potentially polluting liquids are being used, e.g. drip trays, spill kits, sealed storage areas etc.

2.3.2.5 Impact on climate and air quality and mitigation measures


• All scenarios: impact on air quality by construction machinery and material transport






• All scenarios: use of modern construction machinery

• All scenarios: as far as possible, transport of construction material on railway line




2.3.2.6 Impact on landscape and mitigation measures


• All scenarios: little impact on landscape by construction machinery and construction works


• All scenarios: change in comparison to existing situation by stabilization of landslides will be negligible

• Scenario 2: little impact on landscape by radio masts and signal posts

• Scenario 3: in some locations, impact on landscape by transformer substations and corresponding access roads, catenary lines and corresponding poles and by additional high voltage transmission line sections





• Scenario 3: positioning of transformer substations close to existing roads to minimize impact on visual appearance of landscape by access roads

• Scenario 3: further optimization of transformer substation, access road and high voltage transmission line pole locations during next design stage to minimize impact on visual appearance of landscape

2.3.2.7 Impact on flora and fauna and mitigation measures

As mentioned in chapter 2.3.1.6 the railway line passes some protected areas.


• All scenarios: impact on fauna and flora by noise, vibration, dust, waste, light and liquid emissions of construction machinery and construction works and disturbances due to construction workers

• All scenarios: impact on habitats is small and not relevant as temporary land consumption for construction sites, etc. is restricted to the existing right-of-way; impact by stabilization of landslides and removal of plants at retaining walls, etc. is small


• All scenarios up to scenario 2: permanent change in comparison to existing situation will be negligible

• Scenario 3: in some locations, impact on vegetation and habitats incurred by land use for transformer stations and corresponding access roads and by power transmission line towers

• Scenario 3: in some locations, impact on birds due to catenary wires and additional power transmission wires; these wires can be a barrier for birds (risk of collision and electric shock)

• Scenario 3: transformer substations no. 2 „Çankırı“ and no. 8 „Kazköy“ are located in potential Natura2000 areas

• All other transformer substations and the tunnels which will be removed are not located in potential Natura2000 areas or any other protection areas








• All scenarios: adoption of measures to minimise the generation of dust by watering of ballast during rehabilitation / construction


• Scenario 3: positioning of transformer substations close to existing roads to minimize impact on plants and habitats

• Scenario 3: further optimization of transformer substation, access road and high voltage transmission line pole locations during next design stage to avoid impact on sensitive and protected habitats

2.3.2.8 Impact on cultural heritage and material assets and mitigation measures


• All scenarios: potential impact by vibration and dust during construction, if cultural heritage sites or buildings are close to the line


• All scenarios up to scenario 2: no change in comparison to the existing situation

• Scenario 3: impact on cultural heritage sites by permanent land use is unlikely but can not absolutely be excluded at this stage of planning


• All scenarios: no impact / no relevant change in comparison to the existing situation


• All scenarios: selection of construction works in settlement areas or close to cultural heritage sites, which keep vibrations within existing limit values

• All scenarios: status-quo documentation for buildings and cultural heritage sites close to the line, which might be affected by vibrations during construction

• Scenario 3: further optimization of transformer substation, access road and high voltage transmission line pole locations during next design stage to avoid impact on cultural heritage

2.3.3 Proposed protection measures for Potential Natura 200 sites on the project route

2.3.3.1 Protection Measures

Within the Natura2000 sites, the following measures for the protection of the fauna, flora and habitats have to be adopted during construction works:

• No installation of camps of personnel within the Natura2000 areas.

• Construction personnel are not allowed to feed or injure wild animals.

• Hunting and fishing is only allowed in compliance with the existing regulatory framework.

• Open flames are not allowed.

• The clearing of flora / wood in the neighbouring habitats is not allowed.

• Domestic animals are not allowed on site.




• The site must be kept clean to avoid attracting wild animals to the site.

• Transport speed within the site must be low. Cases of transport collision with wild animals must be reported to the local wildlife management authorities.

• During the construction phase, the sites, trenches, storage areas, etc., must be fenced to prevent animals from accessing dangerous places.

• After the end of the construction works, all fences shall be removed.

2.3.3.2 Installation of an ecology-focused construction supervision

All construction works shall be inspected by an ecology-focused construction supervisor. This person shall be an acknowledged expert on ecological aspects; he/she will observe and inspect the construction works.

Before the beginning of the construction works, the name of the responsible expert shall be announced to the competent authorities. The competent authorities have the right to decline the appointed expert, if relevant reservations exist.

The expert shall have the following duties / shall be entitled to perform the following activities:

• Inspect if the projected works are in line with the nature protection requirements, which are defined by legislation and authorities.

• Perform inspections of the site with regard to the prevention of pollution and the degradation of neighbouring habitats.

• The expert shall advise the construction company on ecology-focused aspects (e.g.: usage of seeds for greening which are adapted to the site conditions; propose additional protection measures for flora, fauna and habitats, if required)

• Inspect if the rehabilitation measures are adopted carefully.

• Inspect if all the construction equipment and waste is removed after the finalisation of the construction works.

The expert shall also perform the following activities:

• Before the beginning of the construction works, all engineers and the construction personnel on site shall be informed about the specific importance und sensitivity of the relevant Natura2000 site.

• During the whole construction process, the competent authorities shall be informed about the construction progress. For this purpose, a report shall be prepared every 3 months, informing about the inspections performed on site, the problems faced during the inspections and the measures taken to avoid any harm to flora, fauna and habitats.

• One year and three years after the finalisation of the construction works, the construction site shall be inspected checking if the rehabilitation measures were adopted successfully (good growing of performed greening measures; avoidance of erosion). A report about the results shall be sent to the competent authorities.

The described activities can be performed either by one expert for the whole project or by several experts. For one Natura2000 area, there should only be one responsible expert.




APPENDIX APPENDIX 1 – Current status and improvements

1.1 - Rehabilitation work on Permanent way

1.2 – Scenario 1 track improvements

APPENDIX 2 – Pictures

2.1 - Infrastructure

2.2 – Visual Landscape

APPENDIX 3 - Potential Natura 2000 Sites

APPENDIX 4 - Flora

APPENDIX 5 - Fauna

APPENDIX 6 - Environmental overview maps

APPENDIX 1 – Current status and improvements

1.1 - Rehabilitation work on Permanent way

1.2 – Scenario 1 track improvements

Appendix 1.1 1/2

Rehabilitation work on permanent way


Line section Chainage [km] Scope of work

after Irmak cleaning of ballast, ballast re-profiling Kalecik 19+212 replacing of rails Track II, ballast re-profiling

open line adding of ballast, ballast re-profiling Alibey 38+358 cleaning of ballast, ballast re-profiling, tamping and levelling track I and II

open line ballast re-profiling, installation of missing drainage Dümbelek 50+965 cleaning of ballast track III, ballast re-profiling

open line ballast re-profiling Tüney 60+192 ballast cleaning

open line adding ballast, ballast re-profiling, tamping and levelling track Germece 81+008 ballast re-profiling

open line ballast cleaning; ballast re-profiling, tamping and levelling Çankırı 102+256 tamping and levelling

open line ballast cleaning tamping and levelling, correction of gauge Gümüşdüven 117+531 ballast re-profiling tamping and levelling

open line ballast re-profiling Ildızım 131+065 ballast cleaning, ballast re-profiling, tamping and levelling track I and II

open line cleaning of ballast,adding of ballast, ballast re-profiling Göllüce 148+735 tamping and levelling, installation of drainage

open line cleaning of ballast, adding of ballast, ballast re-profiling, tamping and levelling Sumucak 160+616 Replacement of ballast in track III

open line adding and cleaning of ballast, tamping and levelling Kurşunlu 169+678 tamping and levelling track III

open line tamping and levelling, adding of ballast, ballast re-profiling Atkaracalar 188+409 adding and cleaning of ballast track II, III and IV, tamping and levelling

open line adding of ballast, ballast re-profiling Çerkeş 205+849 cleaning of ballast track II and III, tamping and levelling, ballast re-profiling

open line tamping and levelling, adding of ballast, ballast re-profiling Kurtçimeni 217+736 adding of ballast, tamping and levelling, ballast re-profiling

open line tamping and levelling, ballast re-profiling İsmetpaşa 232+272 tamping and levelling, ballast re-profiling, rehabilitation of drainage

open line adding of ballast, ballast re-profiling, tamping and levelling Ortaköy 244+514 replacing of turnout no. 1 and 4 by track, cleaning of ballast, ballast re-profiling, tamping and

levelling open line adding of ballast, ballast re-profiling, tamping and levelling

Eskipazar 254+259 ballast cleaning track II and III, tamping and levelling open line adding of ballast, ballast re-profiling

Hanköy 266+305 cleaning of ballast; tamping and levelling; replacement of turnout 1 and 4 by track open line adding of ballast, ballast re-profiling, tamping and levelling

Cildikısık 275+483 have been already modernized open line adding of ballast, ballast re-profiling, tamping and levelling

Ülkü 290+875 replacement of ballast, tamping and levelling, rehabilitation of drainage open line tamping and levelling, rehabilitation of drainage

Karabük 293+687 dismantling of concrete covering, replacement of track I and II, replacing of rails and slepers rehabilitation of drainage, maintenance of turnouts

open line tamping and levelling, ballast re-profiling, rehabilitation of drainage Bolkuş 304+636 replacement of ballast track III, cleaning of ballast track I, tamping and levelling, rehabilitation

of drainage open line tamping and levelling, ballast re-profiling

Balıkısık 319+344 tamping and levelling, installation of buffer stop in track I

Appendix 1.1 2/2



open line cleaning and adding of ballast, ballast re-profiling, tamping and levelling Yeşilyenice 327+236 tamping and levelling, rehabilitation of drainage

open line tamping and levelling, rehabilitation of drainage, replacement of damaged concrete sleepers Kayadibi 339+783 MOW and renewing of ballast track III, replacement of track II, replacement of turnout 2 and

3 by track, tamping and levelling, rehabilitation of drainage open line cleaning of ballast, tamping and levelling, rehabilitation of drainage

Gökçebey Ballast Qarry siding

347+400 MOW, replacement of dead end track and installation of buffer stop, tamping and levelling, rehabilitation of drainage, rehabilitation of substructure in dead end track

open line tamping and levelling, ballast re-profiling, rehabilitation of drainage Gökçebey 353+480 rehabilitation of all tracks, replacement of turnout 3 by track, tamping and levelling, ballast re-

profiling open line cleaning of ballast until Bakacakkadı Stop, from Bakacakkadı Stop reprofiling of ballast;

tamping and levelling; Çaycuma 369+361 tamping and levelling

open line cleaning of ballast, tamping and levelling, rehabilitation of drainage Saltukova 380+100 tamping and levelling, rehabilitation of drainage

open line tamping and levelling Filyos 390+237 rehabilitation of track I and II, MOW tracks IIII, IV and V, replacement of turnout 5 by track,

tamping and levelling open line cleaning of ballast, tamping and levelling, ballast re-profiling

Çatalağzı 404+941 rehabilitation of all tracks and turnouts; rehabilitation of drainage, tamping and levelling; replacing turnout no. 16 by track, renewing of substructure

open line MOW and replacement of ballast, tamping and levelling, ballast re-profiling Zonguldak 415+191 Rehabilitation of all tracks and turnouts; rehabilitation of drainage, tamping and levelling,

renewing of substructure

Appendix 1.2 1/1

Scenario 1 Track Improvements

Scenario 1 Track Improvements


Dümbelek 50+965 track II: cleaning of ballast, ballast re-profiling, replacing turnout no. 2 and 3 by track Tüney 60+192 changing of turnout no. 3 from left hand to right hand and no. 4 from right hand to left hand; Installation

of new turnout no. 4 immediately adjacent to level crossing at km 60+523 by extension of track III Germece 81+008 Track renewal track I and II Çankırı 102+256 replacing of turnout no. 2, 12, 14 and 16 by track; installation of buffer stop in track VI, VII and VIII;

extension of track V by moving turnout no. 13 adjacent to no. 8, replacement of ballast Open line between Çankırı and Gümüşdüven

102+256 -

117+531

Replacement of ballast inside of Çankırı, adding of ballast

Göllüce 148+735 track renewal track I, replacement of ballast Sumucak 160+616 track II: cleaning of ballast and replacing of rail joints by CWR, replacing turnout no. 2, 3, 5 and 6 by

track Kurşunlu 169+678 replacing turnout no. 4 by track, rehabilitation of track I and II Atkaracalar 188+409 replacement of track I Çerkeş 205+736 replacement of track I and IV Kurtcimeni 217+736 track II: cleaning of ballast, tamping and levelling ballast re-profiling, replacing turnout no. 2 and 3 by

track Open line between Kurtçimeni and İsmetpaşa

217+736 -

232+272

Adding of ballast, installation of track bench

İsmetpaşa 232+272 replacement of turnouts, replacement of track I, replacement of ballast track II and III Ortaköy 244+514 see Do-Minimum-Scenario Eskipazar 254+259 MOW track I Hanköy 266+305 see Do-Minimum-Scenario Open line between Ülkü and Karabük

290+875 -

293+687

MOW

Karabük 293+687 dismantling of turnouts no. 1, 2, 3 and 9 (old) and closing gaps by track; installation of new cross over no. 1/3 at km 293+050 and turnout no. 5 between 1/3 and 7 to extend track II and III; installation of new turnout no. 9/13 to join track IV to VII, replacement of ballast track III and VII, tamping and levelling

Open line between Karabük and Bolkuş

293+687 -

304+636

MOW inside Karabük

Balıkısık 319+344 replacing turnout no. 2 by track; extension of track II by moving turnout no. 1 to km 318+720

Yeşilyenice 327+236 Rehabilitation of track I and IV, MOW tracks II and III replacing turnout no. 4 and 5 by track; extension of track IV by moving turnout no. 6 (old) to km 327+815

Open lien between Yeşilyenice and Kayadibi

327+236 -

339+783

MOW

Kayadibi 339+783 changes in track layout already considered in Do-Minimum-Scenario Open line between Gökçebey Ballast Qarry siding and Gökçebey

347+400 -

353+480

MOW inside Gökçebey

Gökçebey 353+480 changes in track layout already considered in Do-Minimum-Scenario Çaycuma 369+361 MOW tracks II, III and IV, replacement of track I Saltukova 380+100 MOW tracks II and III, replacement of track I Open line between Slatukova and Filyos

380+100 -

390+237

MOW

Filyos 390+237 changes in track layout already considered in Do-Minimum-Scenario

APPENDIX 2 – Pictures

2.1 - Infrastructure

2.2 – Visual Landscape


2009Page 1

APPENDIX 2 - Pictures

2.1 -

Infrastructure

Portal tunnel no. 2

Damage on portal of tunnel no. 2

Missing drainage at km 29+000; ballast surplus effecting isolation between rails

Typical situation for required slope rehabilitation


2009Page 2

Retaining wall damaged by vegetation; no handrail protection

Land slide directly beside track

Wooden sleeper in gap holding ballast

Typical metal sheet on structure to stabilize ballast


2.1 -

Infrastructure


2009Page 3

Sleepers with cracks

Pivot-type points of turnouts at Karabük Station

Track anchors to stabilize track between Karabük and Zonguldak

Track anchors to stabilize track between Karabük and Zonguldak


2.1 -

Infrastructure


2009Page 4

Platform at Karabük with concrete covered track in front

Concrete covered track at Karabük; track urgently needs alignment / levelling

New turnout

Modern lubrication-free roller switching systems at new turnout


2.1 -

Infrastructure


2009Page 5

Typical rail failures due to overstressing

Damaged handrail

Typical level crossing; ballast shoulder missing


2.1 -

Infrastructure

Mechanical operated level crossing with rail and gravel filled track panel


2009Page 6

Mud spot at Karabük

Track bed in bad condition

Mud zone at Zonguldak


2.1 -

Infrastructure

Fish-plate type rail joint


2009Page 7

Maintenance vehicle in parking position

Track bed with vegetation inside

Well maintained permanent way

Retaining wall to be strengthened at Black Sea region


2.1 -

Infrastructure


2009Page 8

Track between Irmak and Çankırı

Ballastless

track with guard rails on viaduct

Ballast has to be replaced between Çatalağzı

and Zonguldak

Metal sheet on top of retaining wall


2.1 -

Infrastructure


2009Page 9

Cut in mountainous region

Missing track bench

Typical side-cut situation

Challenging topography


2.1 -

Infrastructure


2009Page 10

Mountainous line characteristic without lateral access to the right-of-way

Viaduct and retaining wall

Benches and slide protection recommended

Well maintained viaduct structure


2.1 -

Infrastructure


2009Page 11

Gauge correction to be needed behind Çankırı

Soiled ballast; missing ballast shoulder

Typical

situation at level crossing


2.1 -

Infrastructure

Level crossing without curbs and stop lines for road traffic


2009Page 12


APPENDIX 2.2

–

Visual landscape

Wine yards in Yahşihan

district

Landscape Kirrikale district

Landscape close to Çankırı

Highlands in Korgun district


2009Page 13

Landscape around Cerkeş

Landscape around Eskipazar

Kardemir

Steel Plant

Narrow gorge of Yenice

stream


APPENDIX 2.2

–

Visual landscape


2009Page 14

Wide river bed af Filyos stream

Landscape around Çaycuma

Black Sea coast

Zonguldak city


APPENDIX 2.2

–

Visual landscape

APPENDIX 3 - Potential Natura 2000 Sites

Potential Natura 2000 Sites (Reference: Turkey’s Important Natural Areas, Turkish Nature Socity,

Doğa Derneği

�� (�

��

�

�� 0�0�� 0�0��"�� !"�� 1��&�� 0�� 1�� 2��(�$�� 3��% ��+��,��425��2� �� '��

�� 7�� ,��,��'

��

��%��&��,-��.

��!�%!"+��(��65��#��(� ��&�8�� (��'�� )��-��"3�(��)��$��-�� (��'�7�5�� (�� *.�� -�� (��65��8�� 5��(�� - �� -�� '�,��-��.��3��-�� 7��)��-�� $5 �'"#��!�,�� 8�� $�- � ��-��(��(��(�� '�"��*��(�� -�� '�$��!�"��+��- �� (��*��'��.�(�� $��65��8�� -��'�%!"�� -��- �� -�� 3��-�� +�� +�� +�� '

�.��*��#�� &��(��-�-��#!��&�*-�.�� '

��-��(��.�� %!"+�*�� #"�� &��"��*��3��# �� &��-��'��%&��!��(�� (��-.�� #%!")��*��& �� 8�� (�� '

��)��?1�� -��,��-��.�� -�� -�� '�@�� (�� -��$�*�� ( ��(�� 5�� 'A��7�� 8�� ?11B) ��-��.�� .�� 8�� '��'��!�,.�*��-�� *�� - �� (��-��3�� $� �'!�� #!��&+��*��*�� ( ��5�� '%��&��(��!�"��-��-�� (�� -�� '

0�!��1��+��"�-��2��

�� "�-��2��

��

�� !��

��

� �

�� .��'��'��1%��*��%��

%&��

��

�� (��(�� (�� )�� 6�� ) �� >�1�#��'��=��1�#��) �* �� !�'��-�%�

�� #$��#$��5�� #$��4��$ ,�� M�� *

��

��+�&�%��-��.��

�� !�&�'(�:19<��$��#�� $ �� -��#�� % � ��M�� $�� )�� *�'��'��)(�� #�� )�� *�<22"922��$��#�� $�� $�%�� (�)�! $� �� ,�� !��(�%�� (��$�#�� !�� #�6 4��M�� %�� #��$��)�! $� � � ��#�6 4$ �*"�#��!�M�� (�,�� ?��,��? ��4 # (�� #�� (��#��$ ��%�� !�� % $� �,��#�� $�� #�6 4� � ��4��*��%��)�� )��# �� !��.!��(!��0��!�"��/��)��.��/�� 4� � �*�0222"0;22��$��#�� .$�� /�� .�� /�%�#� ��)��*

0122��$�� (�� (�3�� .��##4*�� /��#�� )��.�� /�#�,�� ! ��!$��*��6��)��!��6��%�� )�� %��)��!$�� !��$�� ) ��!��$�� .!��(�!�4�"��!��/�� *�� )�. �� "��/�$�� $ � �*��)�� #��%��%�� ,��#��!$��%�#� �� 4�� )$ �*

�� )�� !�� # �� '�� )�� !��#$�� *�5�� -�� % ��!��$��#��!�# �.!�� /��$�4�-��.0811�/�# � �� % �� !��#�6 4$ �*

:222A::22��$��#��%�!��#��!�� (�� $��%�� #�� *��!�� % $� �$�4�� .�� (� ��##4*��(�� % �%��)�� !$��* $��!�&�'(�5�� -�� % $� �� % � ��&�'�� $�� #��;<�% $� �$��#��#�6 4� � ��4��*�� *��(�+��+�� #��%��*�'�� #��5�� O�� %�� $� �� $��# ��4�� #��$�.�� "� �/

4�4��#��#�6 4� � ��4��*�� $ � ��!�� !��% ��$�� ) �� % �� *

�� %�%��.&��/(��)��$��.+��/(��% � �� .�� /(��.�� /(�� %�%��.&��"� ��/(��# ��4��.�� %��/(��# �$� ��)��..�� /(��$��)��..��/�� $�� *

�� ) # �� )��# )�� % ��$�$��.��/��#�6 4� � ��4��*

'��(��#� ��#��)��$��$�6� �� 4��.�� /��%��#��)��$��$�6� �� )��+��#�� # �.�� /(�� %��.& �� /��& �� $��#�6 4� � ��4��*��%��!�� ) �� $�� (�6�� (�� $�� *&�� % �� !�#4�� $�� # ��$� # �#�� )��$ !$ �* ��!�M�� (�#�� !��$ ��$�# #�� (� �� 4��# � �� $��#�#��$�# #��$�� 6��# � �� ! �� $�� ! � ��4 ��!�%�#� # ��$ �� *��$��5�� $��, �� !��4�� 5�� M�� -��$�� 6��$ � ��$��4�# $�# � ��$ � ��# �� 4��6�� !$ �*

�� $ �� # �� 4�� 6��,�� !�# � ��!$ ��$�� *�� 4 ��!��$�� ! � ��$��$��%�#� # �� ! ��! ��%�� $�6� $��# �� *�&�%��'��(��!�08<D�� $ �� M�� # � � � ��? �%�$��#��!�� !��$ ��# ��)�� ! ��$�� *

&�'�# � �� )�� # ��M�� 7�%��C��$ �� !$ ��6�# ��5�#�� 7�%��C��$ �� !$ ��6�# � #��%�� %��6��$ � ��# � ) ��$�! �*

�!�� '��

��

%&�� !�"��#�� %&��

��

� �

��

��"��# ��

��

�� (��(�� )��"��!��!�� ) �� 0%��$%��)��"��%�%#��2��#��&�8�� !��%�%#��9� ��.%�1%�

�� %��7�� !��$��)'�� '��!$ ��+�#$ $�#��$ �� '��!$ ��+�#$ $�#��7�� 7�� # ��KKFA5�� *

��

��

�� !�7�� (�� -� ��%�$ # ��(�L ! ��(�� $��#��$�4��6�� ,��%�� )�# � ��%�$ # �� )�� *�&�'(��$��%�!��! ��:222��$��#��%�� % ��$�4��,��#�6 4$ �*��%�� $�4��,��(��! �� !��# ��7�� -� ��%�� % ��? ��)�! $� � ��) # �� % ��# � �#�� !$ �*'��7�� @�6� -� ��%�� )��# �� )�� % ��)�� ! ��! �� $��*

5�� -� ��%�� # �$ # �� % � ��7�� (�� $�� $�� )�� (��!� �� (�� (��#��# #$�� %�� %��6��$ )�! $� � � ��5�� -� �� !�&�'-�� % � � �*"�#��!�&�'��(�L ! �� $��#��$�4��6�� ) �� )�� !��4�� !(�� !�� 4�� ! ��!� �� %�� *�0222A0:22��$��#�� $�� .�� /�%�#� �� !��4�� 6�� *�� #�,�� ! ��!$��*�&�� $�� (�M#$��!�# �.!��2��/(�� #��4��#��.,��/��5��, �� .$�� /�� $��)�$�4�� !$��*

0:22��$��#�� $��#�� #��3�� .��##4*��3 ��/��#�� )��.�� /�� % � ��4�� )��%�#� ��6�� 0B22��$�� #�,��!$��*��$�4�� # ��(��) �� )$�!� ��%�� 4 ��!��% $� �� *� 7�� @�6� -� �� # �� #�� )�� $�� *��L ! ��-� �F ��#�� -�� !$ �� !�� # �� $� # ��#��.��/(�%��) )�� .$�� "� ��/(�,��.)��/(��$�� . ��/(��)��#��.�� "� �/�� )�.��/�� % �'�� % $� �� )�� * $��!�� $� ��) # �� &�'��#� �$�6� ��$ �� 8�% $� �$��#��#�6 4� � ��4��*��*�1��#��%��!��*

��$�� #�6 4��!� ��,�� !�$�� !�� #��*�'��(

��# �$� ��)��..�� /(��$��)��..��/(��# ��4��.�� %��/(��$�� .-� � ��/(��)��! ��)��.��/��) �� $��.�� /�� % � � ��!��% ��$�� %��4�4��#�� #�6 4� � ��4��*�'�� .�� /��$�� *

7�� %�$��%�� !�� !��4 # (�)�! $� ��!�� (��%�� 4 # �� (�� %��6��$ �� ) �� % �� *�=�!��.-�� /�%��!�� $�� % � � �*�&�� 7�� # �%��#��)��$��#� �$�6� ��$ ��%��#��.0�� /�$��J6 ��% �)��#��$��#�6 4� � ��4��*

��%��) # ��$�! ��(��#� ��#��$�6� ��$ �� 4��.�� /��%��#��)��$��$�6� ��$ �� )��+��#�� # �.�� /� ��#�� .)��/�� $��#�6 4� � ��4��*��%��!�� $��) �� (�� $ �*�� ) �� #�(�#��$�� !�� $$�� ,�� $�� *�� $�� 6�� ,�� $�� #��6�� 6$ �� #�� $ �*�'�� #��,�#�� $�� *�&$��(�#�� % �� $�� ,�� $�� $ !��$�� * ��!�7�� $�� 6��%�� $ �# ��# ��#��% � ��4 � !#��#��4 ��%��$�6� $��!��!$��*�7�%��6��$ �� $�6� $�� %�! �� !�� 4 ��)�� $�� *�&�%��'��(��!�&�'�# � �� )�� # �� 5�% �$ ��'�� $��5�% �$ ��'�� -� ��$�4��)��:2<0(1�6��$�� *�'�� %��A��'��!$ �� 7�� '��!$ �� %��*

�� #��% � ��$ � ) ��#�� ) ��-��5��A'�� ?�# ��FNM��.5�� -��'��?�� #$�� !$ � ��# /��?�# ��$��!$��*�:221�� $ %��KKFA5�� (��-��'��?�# ��4#� ��(�� !% �� )�� # �� !�% �� # � ) ��)�� !��$��$�� *

-�� /��

��

��"��# �� !�"��#�� "��# ��

��

� �

�� 0�

��!��

��

�� (�� (�� &�5�� ) �� 7��)�' ��& *%��

�� #�=�� #�� #��!��$�� #��5�� G�� G�� # ��!�6� �� !�6� �� # *

��

��

�� !�� #� � � ��#��#��&�� '�� (�G��)�# -� �6�� %�!�� $�=�� # -��# � �� *��%�$ ��$�#��#�� # �# ��# � ��%�$ �� # � ��!$��&�'-� ��#�� :90:��$�� %��*� � � ��- �� % � ��4 ��.��)�� /��# �� !$��*�� !�� %�� $�� %�$ �� # ��)�� %��*�'��#�� ! �% � �%��&�'(�4��?�� #� � � ��% �� $�� ,�� $�� ) ��$�! �*"�#��!�&�'��#�� )��)�� (��!�� (��%�6)�� (��#��%�� (�$�� 6 �� # �% $� ��$�#��$�4�� !��*�� %�$ �� )��# �� %��)�� #��# �� #�� )��% �� *�� )��(�L��, ��# -� �� ! �*�� # �� #��# ��%�� !��$�4�� !��*��%�6)�� $�� )�� # � �� *��4�� %�� # �� * $��!�&�'(�� !� �� % $� �$�� ) ��$�! ��%�!�% $� �$��%��% � ��$�� *��$��(��(�(�� " ��(�&�� 1(�� "� ��0��-� �*

'��(�&�'�� $�� #��%��%�� $ � ��!��) # ��$�! �*�'�� $�� %�! ��)��$��.+��/(��)��%�%��.'��/(�!�6 ��.��/(�� !�6 ��.��"��/��.�� /�� *�� (�� # �.��/� ) �� *��%��!�'�� #��,�� $�� %�! ��6�� *�� $��$�� 4 � �*�� %�$ �� # �� ,�� $�� 4 ��$�� *�7 ��%�� # �� #�� $��, ��% �� $�� ,�� $�� 4 � �* ��!��!�� $�6� $��! � ��$��$�� *��$��$��%�#� # ��#��

��# �� !�� # ��$�� *'�� % �� $�6� $� #��)��)��# � �*

�&�%��'��(��!�'��% � ��% ��)�� !�# ��$��*

,��

,��

�� .��'��'��1%��*��%��

� ��

��

�� (�� )�� !�� ) �� :��%��;%��#��+#��5�'��) � $�*��%��<��*�� '��=�%�� )"�%��&%'��%��)�� %�%#��+��&�8�� 9� ��28��+�� ' ��

��!��%�%#

�� #$��#$��$ ��KKFA5�� +��$�� 3��#A'!�� ) ��!$ �� #$��4��$ ,��

� ��

��*� ��

�� !�� &�'-# �%�$ ��$ �� -��%�!��#,�� % � ��# �� )�� *�+��#�� 0<BD��$��&�'-�� #�� 0122��$�� $ �� *�'��(��#$ ��(��(�� (�� ) $��) # ��5�� -� �� % � � �*�'�� ) ��% �)��#�%��*�� 4��# �� -� �� ,�� $ � �) � �$ � �� *�'�� # � �� % ��#��,��!$��*"�#��!�� #$ ��# #$�� )�� (�� # #$�� (�#��4�� (��#��# #$�� (��!� ��(�� (�� ) �)�� #��$�� $�� !��*

�� # �� !$ �)��-�� "� �-� ��%�#� �� )�� !��4��*�7��#��# ��#$��.$��/(�� .�� /(��.$�� /��#�4# ��!��.!��/�#�,�� ! ��!$��*

��6��#�� )$�!�� 4�� *�3�� .��##4*�� /�0;22A0<22��$��#�,�� !��4�� $�� ! ��!$��*�&�'-� ��)�� '��#�4# ��!�# �.!��#44*��/��)� ��%�#� �� *��$��6��#��3�� #�� )��.�� /��$ � �*�&�� '��$��%��# �� ) ��) �� %��* $��!�'��$�4��:<�% $� �$��#��&�'�� $�� #��*�� .�� 1��/�� #��%��*

�� $ � ��!�� !��% ��$�� ) �� % �� *�� %�%��.&��/(��$�� .�%� ��/(��.�� /(��# �$� ��)��..�� /(��$��)��..��/��# ��4��.�� %��/�� $�� *�&�'-� �#�6 �� # ��$�4�� %�$��.�� /��$�� *

�� ) # �� !��.-�� /��#�#��.-�� /��#�6 4� � ��4��*�&�'-� �� 0882-� �� $�� '�� ,��

.��/��!�� % � ��$�� *7�� 4��5�� -�� $�$�� "�� % �

�� $��#��*��%��!�0892-��#��%��%��$��)��$$ � � ) �� #��,�#�� $�� *�'�� %�!� �� ,�� $��(�� (�$�� (�� (��6!�4��#��$�� $ (�� (�% $� �$�4�� (��#$�� #�� $��$�� ,�� $�� * ��!�>#$�6��4 ��)��# (�#��% � ��$�4�� !��$�$�� (�$��)�(�$�4��# ��%�� #�� $��$�# ��#�%�4��$�� *

��#�� ! ��! � �� %��6��$ � �$�6� $�� $�� *�� 4��# � �� ! ��) �� )��)��# �� #�� $ � !$ �*�� $�� $�4��$�� *�&�� #��$�� ) ��$�!(�� # #$� �$�6� $��$��$�� *�&�%��'��(��!�:222�� %�� # � ) ��$ �� *�'��$�� 7�%��C��$ �� !$ ��6�# � #�� %��6��$ � ��# � ) �� *

� �� #��# ��$�4��!�� %�� $� �� $ !$ �*�KKFA5�� (�:222�� %�� %�� 5�#�� ! �� -�� # ��$ ,��#$��$�� *�� (KKFA5�� 4�� !% �� #��F��.�+F/��#$�� P�� -� ��7��$ ��% � �� Q��% ��4��?��%�!��$ ��$�� *

�� # ��$�4��!�� )�� !�� %�!��$ !$ �*�� +��$�� PG��$��+��$�� 3��?�# Q��#$��4��$ ,�� PC�� !��% � ��'6!�4�+��$�� ?�# Q��3��#A'!�� ) ��!$ �� #��P�� -� ��3��#��# -��'�$��$ ,��) ��+� $ ��?�# Q� ��$��$�� *

,��%� ��

��

� �� !�"��#��

� ��

��

��

� �

�� 0�

��

��

�� 7��1 �� ) �� 7��1 ��%�%#��6�'$ ��,-4%�%'

��G��=�� G��G��$��5�� )�%�� *

��

��1� ��

�� !��,��5�4�� &�� '�� (�G��A��#��$�4��!��*�&�'-� ��# � � � �7�� .F ��#/�@�6� ��)�# ��!$��*�7�� @�6� -� �� 7�� &�'� ) �� $�4��*�'�� # �� %�� ) ��% �)��%��*G��- �'�#��-��%�� ) ��)��*�'��% �)��%��# ��%�� *"�#��!�&�'��%�$ �� (�� # �� $�4�� $�� !��*�5�� &�'-� �� # ��! �*�� $�4�� #�� # � �$�� 4��%��*�5�� # �� !%�� #�� 4� � �*�5�4�� 6J� ��%�� # ��)��,�� %��* $��!��,��5�4�� %�� $�� &�'�#$�$�#��$�� *�&�' ) �� #�� ) �� %�� *��$��# ��#� ��)�� $�6� ��$ �� '�� %��#�# �.0�� /��%�� #��.��/��$�� *�� %��%��#�.0�� "��%��/��%��)��#��.0�� /��$�� *��%��!�'�� %��# ��7�! ��@�6� �� %�� $�� #��$ �%�� $�! �*��# �� # �(�#�%��$ � �*C�� (�� $ !$ � � � � ��%��# ��4 ��$� �� *�� %��%�� ) � �� ! !$ �* ��!�'��% � ��$��$�6� $(�� $�� ) ��# � �*�� ! �� # � ��!��#�� 6�$# ��$��!�� # �� *�&�%��'��(��!�'��% � ��% ��)�� !�# �%��$�� * $�#'��)� ��,��(

��'�� 2�'��"��

��

�� !�"��#��

��

� �

$�#'��&�!��,��(

��

� �!��

��

�� (� �� !��7��1 �� ) �� +��!��%�%#��6�'$ ��

��$ ��=�� G��=�� $ ��G��'�#�� *

��

��2� ��

�� !��$ �� -��'�#��)�# -��%�!�� 4��$ �� %�$ �# � � �� 7�� @�6� -� �� !�� *�'��(��$ �� -� �� # ��!$��)��$�� '�#��) �� ) �� *"�#��!�&�'��4��(�� $�4�� (�$�� !��*�� !�� !��)��#��#��4�� )��%��* $��!�@�#� ��#��)��$��$�6� ��$ �� &�'�� $�� #�� % ��% $� �$��*

5�4�� %�$��.�� /�� !�$��*�'�#�� %�� !�� )��.&��/� ) �� % �� *

��#��#�� .-�� /�� #�� !�� % � ��$�� *�&�'-��0882-� � �� $�� '�� ,��!��$�� *��%��!�5�� #��,�� $�� %�� ) � �(�� (�$�� 6�� $ �*�'�#��#�� $�� ) ��% ��)�� 6�� !$ �* ��!��% � ��% ��$�6� $�%��$�� *��% �� $�� !��$�� ,�� $�� %�� 6$ �� *�&�%��'��(��!�'��% � ��% ��)�� !�# �%��$�� *

&�!��

��

,��"��"��.��3��

��

� �!�� !�"��#�� !��

��

� �

APPENDIX 4 - Flora

Appendix 4 Flora 1/3

Flora

IUCN Categorised flora for the region

IUCN Categories (1994):

EXTINCT (EX) –

EXTINCT IN THE WILD (EW) -

CRITICALLY ENDANGERED (CR)

ENDANGERED (EN) -

VULNERABLE (VU) –

LOWER RISK (LR) –

Conservation Dependent (cd). Near Threatened (nt). Least Concern (lc).

DATA DEFICIENT (DD)

NOT EVALUATED (NE)

Name IUCN Classification

Zonguldak

Buplerum setaceum Fenzl LR (lc) Heracleum platytaenium Boiss. LR (Lc) Arum euxinum R.Mill LR (Lc) Campanula argea Boiss. LR (Ic) Campanula lyrata Lam. LR (Ic) Dianthus ancyrensis Hausskn. et Bornm. VU

Dianthus balansae Boiss. LR (Ic) Dianthus kastembeluensis Freyn LR (Ic) Minuartia gracilis Mc Neill VU Euonymus latifolius (L.) Miller subsp. cauconis Coode and Cullen

LR (nt)

Trigonella rhytidocarpa Boiss. et Bal. LR (nt) Epipactis pontica Taub. LR (Ic) Abies nordmanniana (Stev.) Spach subsp. bornmulleriana (Mattf.) Coode et Cull.

LR (lc)

Verbascum abieticolum Boiss. LR (Ic) Veronica pectinata L. var. Glandulosa Rıek ex M.A.Fıscher

LR (Ic)

Karabük Campanula ptericaula (endemic) (R), Lonicera causcasica subsp. orientalis (endemic)

(nt),

Astragalus sigmoideus (endemic) (nt) A. anhylloides (endemic) (nt) L. tukhtensis (endemic) (nt) T. pannonicum ssp. elongatum (en-demic)

(nt)

Ankara Helichrysum arenarium subsp.aucheri LR(Ic) Anthemis cretica subsp.tenuiloba LR(Ic)



Artemisia austriaca LR(Ic) Pinus nigra Karaçam LR(Ic) Globularia trichosantha LR(Ic) Plantago lanceolata Sinir otu LR(Ic) Thymelaea passerina LR(Ic) Euphorbia aleppica LR(Ic) Urtica dioica Isırgan otu LR(Ic) Asperula glomerata subsp.glomerata LR(Ic) Galium subuliferum LR(Ic) Arum elongatum subsp.detruncatum LR(Ic) Chenopodium foliosum LR(Ic) Chenopodium vulgaris LR(Ic) Hypericum hyssopifolium var. Microca-lycinum

LR(Ic)

Hypericum linarioides LR(Ic) Malva sylvestris Ebegümeci LR(Ic) Solanum nigrum subsp.nigrum LR(Ic) Solanum dulcamora LR(Ic) Linaria vulgaris Nevrozotu Avr.Sib.Ele LR(Ic) Veronica grisebachii LR(Ic) Veronica triphyllos LR(Ic) Pedicularis condensata LR(Ic) Ajuga salicifolia .LR(Ic) Teucrium orientale var.orientale LR(Ic) Teucrium parviflorum LR(Ic) Scutellaria galericulata LR(Ic) Scutellaria orientalis subsp.pinnatifida LR(Ic) Phlomis pungens var.pungens LR(Ic) Lamium purpureum var.pungens LR(Ic) Sideritis montana subsp.montana LR(Ic) Nepeta italica LR(Ic) Nepeta nuda subsp.albiflora LR(Ic) Mentha longifolia subsp.typhoides LR(Ic) Lycopus europaeus LR(Ic) Salvia bracteata LR(Ic) Salvia viridis Adaçayı LR(Ic) POLYGONACEAE LR(Ic) Polygonum cognatum LR(Ic) Polygonatum bellardii LR(Ic) Rumex acetosella LR(Ic) Cuscuta palaestina subsp.palaestina LR(Ic) Cuscuta brevistyla LR(Ic) Jasminum fruticans LR(Ic) Fraxinus angustifolia subsp.angustifolia LR(Ic) Ligustrum vulgare LR(Ic) Trachomitum venetum subsp.sarmatiense Vinca herbacea

LR(Ic)

Convolvulus cantabrica LR(Ic) Convolvulus lineatus LR(Ic) Convolvulus holosericeus subsp.holocericeus

LR(Ic)

Orobanche oxyloba LR(Ic) Epilobium hirsutum LR(Ic) Epilobium minutiflorum LR(Ic) Linum macronatum subsp.armenum LR(Ic)



Linum nodiflorum LR(Ic) Geranium macrostylum LR(Ic) Erodium hoefftianum LR(Ic) Paliurus spina-christi LR(Ic) Rhamnus rhodopeus LR(Ic) Pistacia lentiscus LR(Ic) Sedum sartorianum LR(Ic) Sedum album Kayakorugu LR(Ic) Heliotropium europaeum LR(Ic) Cynoglossum creticum LR(Ic) Onosma mirocarpum LR(Ic) Anchusa leptophylla subsp.leptophylla LR(Ic) Anchusa undulata subsp.hybrida LR(Ic) Alkanna orientalis var.orientalis LR(Ic) Alkanna tinctoria subsp.anatolica LR(Ic) Amygdalus communis LR(Ic) Crataegus szovitsii LR(Ic) Pyrus elaeagnifolia subsp.elaeagnifolia LR(Ic) Pyracantha coccinea LR(Ic) Juniperus communis subsp.nana LR(Ic) Cupressus sempervirens var.horizontalis

LR(Ic)

Endemic plants of Çankırı Area:

Artemisia spiccigera, Achillea biebersteini, Onopordum bracteatum, Anthemis tincto-ria var tinctoria, Carduus nutans, Centaurea urviüei, Trogopogon,longristis, Tarax-acum officinale, LEGUMINOSAE Astragalus microcephalus, Trigonella monspeliaca, CRUCIFERAE Conringia perfoliaîa, Erophiia verna ssp verna, Alyssum murale var murela, Isatistinctoria ssp tomentella, Sinapis arvensis, Thlaspi peffoliatum, SCRO-PHULLARIACEAE Verbascum glomeratum, BORAGİNACEAE Echium itaiicum, Anchusa lepthophylla ssp lepthopylla, CHENOP-DİACEAE Nonea mucronata ssp mucronota, Salsola stenoptera, UMBELLİFERAE Eryngium campstre, MALVACEAE Malva neglecta, LILACEAE Alium scordoprasum ssp rotundum, Muscari neglectum, LABİATAE Phlomis nissolii, Teucrium poium, Zizphora tenuicr, Lamium amplexicaule Ajuga chamaepitys ssp chia, Marrubium parvifiorum ssp parviflorum, GERANIACEAE Greanium rotundifolium, GRAMINAE Bromus tectorum, Avena fatua, Poa bulbosa, Eehinaria capitata, Triticum sativum, Hordeum vulgare, Cynadon dactylon, Secale cereale, Elymus elongatus, RANUNCULACEAE Adonis flammea, Deiphinium peregrinum, Ranunculus arvensis, RUBIACEAE Cruciata taurica, Gallium verurn, VALERlANACEAE Valerianella coronota, PLANTAGİNACEAE Plantago major, OROBANCHACEAE Orobanche alba, SALİCACEAE Salix alba, Populus alba

APPENDIX 5 - Fauna

Appendix 5 Fauna 1/6

Fauna

IUCN Category: Ex : Extinct E: Endangered V: Vulnerable R: Rare I : Unknown K: Insufficiently known O : Out of danger nt: Wide spread, out of danger

Hunting Category: (*): Hunting permitted during specific periods (**): Protected by Ministry of Environment and Forestry (***): Hunting permitted throughout the year

Danger Category for Bird (protected by international and national legislation-Red-Data)

A.1.: Extinct, endangered or potentially extinct in the future A.1.1.: Extinct A.1.2.: Individual numbers between 1-25 in all areas A.2.: Individual numbers between 26-60 and very few in certain areas A.3.: Individual numbers reach 500 couples but very few (51-500) at certain areas A.4.: High individual numbers but decreased at certain areas B.1.: Temporally in Turkey but under risk because biotopes are exterminated B.1.: Birds using Anatolia during winter but not reproduce B.2.3.: Transit birds using region for winter with less risk levels

BERN Directive Categories II-Strictly Protected III-Protected

Karabük Area:

Table 1: Fauna Karabük Area IUCN /Red Data Bern

Ophiops elegans Lacerta viridis var. meridionalis (nt) III Lacerta saxicola (nt) III Typhlops vermicularis (nt) III Anguis fragilis (nt) III Coluber caspius (nt) III Coronella austrica (nt) III Eirenis modestus (nt) III Hemidactylus turcicus (nt) III Testudo graeca (nt) II Ablepharus kitaibelli (nt) Bufo viridis (nt) II Bufo bufo (nt) III Rana dalmatina (nt) II Rana ridibunda (nt) III Triturus vittatus (nt) III Hyla arborea (nt) II Mus musculus (nt)


IUCN /Red Data Bern Rattus rattus (nt) Apodemus mystacerus (nt) Apodemus flavicollis (nt) Apodemus sylvaticus (nt) Sorex aroneus (nt) III Neomys schelkovnikovi (nt) III Crocidura leucodon (nt) III Spalax leucodon (nt) Clethrionomys glareolus (nt) Microtus majori (nt) Microtus subterraneus (nt) Rhinolophus hipposiderus (V) II Myotis blythi (V) II Pipistrellus pipistrellus (V) III Pipistrellus nathusii (V) II Lepus europaeus (nt) III Cricetulus migratorius (nt) Mustella nivalis (nt) III Mustella erminea (nt) III Vormela peregusna (V) III Martes martes (nt) III Meles meles (R) III Lutra lutra (V) II Sciurus anomalus (R/I) II Lepus europaeus (nt) III Erinaceus concolor (nt) III Ursus arctos (V) II Sus scrofa (nt) Vulpes vulpes (nt) Ciconia ciconia(**) (A3) II Columba oenas(*) (A2) III Columba palumbus(**) (A4) III Streptopelia turtur(*) (A2) III Corvus corax(***) III Alectoris chukar(**) (A3) III Coturnix coturnix(**) (A4) III Cuculus canorus(*) III Delichon urbica(**) (A4) Fringilla coelebs(**) III Carduleis spinus(*) (A4) II Galerida cristata(*) III Merops apister(**) (A4) Passer montanus(*) III Picus viridis(**) (A2) Picus canus(*) (A3) Dyrocopus martinus(*) (A3) III Scolopax rusticola(*) (A3) Caprimulgus europeaus (A2) Bubo bubo(*) (A1-2) II Accipinter gentilis(*) (A3) III Buteo buteo(*) (A3) III Hiereaetus pennatus(*) (A3) III Parus ater(*) (A4) II Certhia familiaris(*) III Luscina megahynchos(*) (A3)


Zonguldak Area

Table 2: Fauna Zonguldak Area Name IUCN Bern Red-

Data Urodela Salamandridae Triturus vittatus (Jenyns, 1835) nt

Triturus karelini(Strauch, 1870) nt Anura Bufonidae Bufo bufo (Linnaeus, 1758) nt Bufo viridis (Laurenti, 1768) nt II Hylidae Hyla arborea (Linnaeus, 1758) nt II Ranidae Rana ridibunda Pallas, 1771 nt Testudo graeca (Linnaeus, 1758) VU II Ophisops elegans Menetries, 1832 nt II Typhlops vermicularis nt Coluber najadum (Eichwald, 1831) nt II Eirenis modestus nt Natrix natrix nt Natrix tesellata nt II Acipenser gueldenstaedtii Brvet & Ratzeberg, 1833 EN Acipenser nudiventris Lovetzky, 1828 EN Acipenser stellatus Pallas, 1771 EN III II Acipenser sturio L., 1758 Critically EN Rhodeus sericeus Palas, 1776 III Rutilus frisii Nordmann, 1840 III Gobius ratan Nordmann, 1840 VU Silurus glanis L., 1758 III Squatina squatina (Linnaeus, 1758) VU Acipenser gueldenstaedtii Brvet & Ratzeberg, 1833 EN Acipenser nudiventris Lovetzky, 1828 EN Acipenser stellatus Pallas, 1771 EN III II Acipenser sturio Linnaeus, 1758 Critically EN HUSO Brvet, 1869 EN Hippocampus hippocampus (Linnaeus, 1758) VU Hippocampus guttulatus Cuvier, 1829 VU Anser anser (L.) III A2 Tadorna ferruginea (PALLAS) II Anas platyrhynchos L. III A4 Heliaeetus albicilla (L.) NT II A2 Milvus migrans (BODDAERT) II A4 Circaetus gallicus (GMELIN) III Accipiter nisus (L.) III Accipiter gentilis (L.) III Circus aeruginosus (L.) III Circus cyaneus (L.) II A3 Buteo rufinus (CRETZSCHMAR) III Buteo buteo (L.) III A3 Gypaetus barbatus (L.) II Aquila chrysaëtos (L.) III A3 Falco tinnunculus L. II A4 Falco naumanni FLEISHER VU II A3 Falco peregrinus TUNSTALL II Alectoris chukar L. III A2 Perdix perdix (L.) III A3 Coturnix coturnix (L.) III A4 Streptopelia decaocto (FRIVALDSKY) III Streptopelia turtur (L.) III Cuculus canorus L. II


Name IUCN Bern Red-Data

Bubo bubo (L.) II A1-2 Otus scops (L.) II A3 Athena noctua (SCOPOLI) II A3 Strix aluco L. II Caprimulgus europaeus II Apus apus (L.) III A4 Alcedo atthis L. II Merops apiaster L. II Coracias garrulus L. II Upupa epops (L.) II Jynx torquilla L. II Picus viridis L. II Dendrocopus major (L.) II Dendrocopus syriacus (HEMP. ve EHR.) II A3 Galeriada cristata (L.) III Lullula arborea (L.) III Eremophila alpestris (L.) III Hirunda rustica L. II Riparia riparia (L.) II Ptyonoprogne rupestris (SCOPOLI) II Delichon urbica (L.) II A4 Anthus campestris (L.) II Anthus trivialis (L.) II Anthus spinoletta (AUDOIN) II A4 Motacilla flava L. II Motacilla alba L. II A4 Motacilla cinerea TUNSTALL II A4 Troglodytes troglodytes (L.) II Prunella modularis (L.) II Erithacus rubecula (L.) II Luscinia megarhynchos CHR. L. BREHM II A4 Irania gutturalis (GUERIN) II Phoenicurus ochruros (GMELIN) II Phoenicurus phoenicurus (L.) II Saxicola rubetra (L.) II Saxicola torquata(L.) II Oenanthe oenanthe (L.) II A3 Oenanthe hispanica (L.) III Monticola saxatilis (L.) II Monticola solitarius (L.) II Turdus torquatus L. II Turdus merula L. III Turdus philomelos CHR.L.BREHM III Turdus viscivorus L. III Cetti cetti (TEMMINCK) II A4 Acrocephalus scirpaceus (HERMANN) II Sylvia hortensis (GMELIN) II Sylvia curruca (L.) II Sylvia borin (BODDAERT) II Sylvia atricapilla (L.) II Phylloscopus collybita (VIEILLOT) II Phylloscopus trochilus (L.) II Regulus regulus (L.) II Muscicapa striata (PALLAS) II Ficedula parva (BECHTEIN) II



Ficedula albicollis (TEMMINCK) II Ficedula semitorquata (HOMEYER) II Aegithalos caudatus (L.) III Parus ater L. II Parus caeruleus L. II Parus major L. II Parus lugubris TEMMINCK II A4 Sitta europaea L. II Sitta neumayer MICHAHELLIS II Sitta krüperi PELZELN II Certhia familiaris L. II Certhia brachydactyla CHR. L. BREHM II Remiz pendulinus (L.) II Oriolus oriolus (L.) II Lanius collurio L. III Lanius minor GMELIN III Garrulus glandarius (L.) III Pica pica L. III Pyrrhocorax graculus (L.) II Corvus monedula L. III Corvus corone L. III Corvus corax L. III Passer domesticus (L.) III Passer montanus (L.) III Passer hispaniolensis (TEMMINCK) III Petronia petronia (L.) II Fringilla coelebs L. III Fringilla montifringilla (L.) III Serinus serinus (L.) II Serinus pusillus (PALLAS) II Carduelis chloris (L.) II A4 Carduelis carduelis (L.) II A4 Carduelis spinus (L.) II Carduelis cannabina (L.) II A4 Loxia curvirostra L. II Coccothraustes coccothraustes (L.) II Pyrrhula pyrrhula (L.) III Emberiza cia L. II Emberiza hortulana L. III A3 Emberiza melanocephala SCOPOLI II A3 Emberiza calandra L. III Erinaceus concolor Martin, 1838 LR / nt III Crocidura leucodon (Hermann, 1780) LR / nt III Crocidura suaveolens (Pallas, 1811) LR / nt III Rhinolophus ferrumequinum Schreber 1774 LR (nt) Rhinolophus hipposideros Bechstein 1800 VU /A2c Rhinolophus euryale Blasius 1853 VU /A2c Rhinolophus blasii Peters 1866 LR / nt Rhinolophus mehelyi Matschie , 1901 VU / A2c Myotis (Myotis) myotis Borkhausen ,1797 LR / nt Myotis (Myotis) blythii Tomes ,1857 LR / lc Myotis(Myotis)emargin atus E.Geoffroy, 1806 VU / A2c Myotis (Leucone) capaccinii Bonaparte, 1837 VU / A2c Myotis (Selysius) mystacinus Kuhl , 1819 LR / lc Myotis (Leucone) daubentonii Kuhl , 1819 LR / lc



Nyctalus leisleri Kuhl, 1818 LR / nt Eptesicus serotinus Schreber, 1774 LR / lc Hypsugo savii Bonaparte, 1837 LR / nt Pipistrellus pipistrellus Schreber, 1774 LR / lc II-III Pipistrellus mediterraneus Cabrera, 1904 LR / lc Barbastella barbastellus Schreber, 1774 VU / A2c II A2 Miniopterus schreibersii Kuhl, 1817 LR / nt Lepus europaeus LR / nt III Sciurus anomalus Schreber 1785 LR / nt II Cricetulus migratorius Palas 17773 LR / nt Rattus rattus L. 1758 LR / nt Rattus norvegicus Berkenhout 1769 LR / nt Apodemus mystacinu Danfolt & Alston 1877 LR / nt Apodemus sylvaticus L 1758 LR / nt Mus musculus L. 1758 LR / nt Dryomys nitedula Palas, 1779 LR / nt III Tursiops truncatus Montagu, 1821 DD Phocaena phocaen L.,1758 VU / A1 cd Mustela nivalis L., 1766 LR / nt III Vormela peregusna Güldenstaedt, 1770 V II Martes martes L., 1758 LR / nt III Martes foina Erxleben, 1777 LR / nt III Meles meles L., 1758 R III Lutra lutra L., 1758 VU / A2 cd II Felis silvestris Schreber, 1777 LR / nt Lynx lynx L., 1758 LR / nt

Monachus monachus Hermann, 1779 Critically En-dangered

Sus scrofa L., 1758 LR / nt Cervus elaphus L., 1758 nt / R III

APPENDIX 6 - Environmental overview maps

Due to its large size the maps are excluded from this pdf version. However, they will be included in the hard copies and electronic copies (CDs) to be submitted

E r r o r ! N o t e x t o f s p e c i f i e d s t y l e i n d o c u m e n t . E r r o r ! N o t e x t o f s p e c i f i e d s t y l e i n d o c u m e n t .

E r r o r ! N o t e x t o f s p e c i f i e d s t y l e i n d o c u m e n t .

ILF CONSULTING ENGINEERS 2008

P a g e 49


CO NS ULT INGE N G I N E E R S


This project is implemented by a consortium led by ILF Beratende Ingenieure ZT GmbH

The contents of this publication is the sole responsibility of the ILF Beratende Ingenieure ZT GmbH, GRE -Gauff Rail Engineering GmbH & Co. KG & ILF Mühendislik Teknik Danışmanlık Taahhüt ve Ticaret Limited

Şirketi Consortium and can in no way be taken to reflect the views of the European Union.

The European Union’s National Pre-Accession Assistance Programme for Turkey 2006

CFCU is the contracting authority of this project

This project is funded by the European Union

TECHNICAL ASSISTANCE FOR THE INSTALLATION OF THE SIGNALIZATION AND ELECTRIFICATION SYSTEMS

OF THE RAILWAY LINE BETWEEN IRMAK- KARABÜK-ZONGULDAK

is the Beneficiary of this project

11' "1\

T.e. a<;EVRE ve ORMAN BAKA1'lLIGI

Doga Koruma ve Milli Parklar Genel Miidiirliigii

1~,O;J~/ Say! : B.l8.0.DMP. 0.01.02.121O~ '2 '5 bJ/i-b+SKonu : Natura 2000 Sahalan 53529

ILF MUHENDiSLiK TEKNiK DANISMANLIK TAAHHUT ve Tic.LTD.STi. (Ahmet Rasim Sk.No: 11 Kat:2 c;ankayaJANK)

ilgi: a) 20.08.2009 tarih ve C184-ILF-An-AS-00044 sayIl! yazmlz

ilgi (a) yazlmzda Merkezi Finans ve Ihale Birimi'nin agt!gl "Irmak-Karabiik Zonguldak Arasmdaki Demiryolu HaUl Sinyalizasyon ve Elektrifikasyon i~leri Yaplml igin Teknik Destek" ihalesinin taraflmzca almdlgl belirtilmekte olup, hizmet sozle~mesi kapsammda yerine getirmek iizere oldugunuz fizibilite <;alI~malan i<;ersinde c;ED Raporu ve Natura 2000 sahalar! iizerinde olaSI etkilerin degerlendirilmesinin de bulundugundan bahisle ilgili faaliyetin c;ED ve Planlama Genel Miidiirliigii tarafmdan degerlendirildigi ve projenin <;ED Ybnetmeligi kapsaml d!~mda oldugu belirtilmi~tir.

Ancak projenin hayata ge<;irilebilmesi ic;in Avrupa Birligi'nin belirledigi standartlara gore gerekli dokiimanlann hazlrlanmasl gerektigi ve bu kapsamda da proje alam ve yakm ~evresinin, iHkemizin potansiyel Natura 2000 alanlannm degerlendirilmesinin yapllarak Form A'mn doldurulmasl ve onaylanmas! talep edilmi~tir.

Soz konusu proje ozeti ve c;evresel etki analizi incelenmi~ olup, 2873 SayI1l MilE Parklar Kanununa gore koruma altma almml~ olan c;itdere'nin proje alamna yakla~lk 15 km uzakhkta, Kavakl! Tabiatl koruma alanlanmn 2.2 km uzakhkta oldugu dolaylsl ile proje alam iginde koruma altma aIInml~

herhangi bir alamn mevcut olmadlgl gbriilmii~tiir.

Aynca proje alam ic;inde kalan herhangi bir Yaban Hayatl Geli~tirme veya Yaban Hayatl Koruma SahaSI bulunmamaktadlf. Demiryolu hatt! Eskipazar Ore-Acloz Avlagmm yakmmdan ge<;mekle birlikte amlan proje mevcut tren yolunda uygulanacagmdan sakmca goriilmemektedir.

Bilindigi tizere, Habitat Direktifi AB mtiktesebatl ic;erisinde biyolojik <;e~itliligin korunmasma yonelik onemli bir arac; olup AB iiye iHkelerin arazileri kapsammdaki dogal habitatlann ve yabani fauna ile floranm korunmasl yoluyla biyolojik <;e~itliligin garanti altma allOmaSlm ama<;lamaktadrr. Direktifin merkezini ise Natura 2000 ekolojik aglmn kurulmasl olu~turmaktadlr.

Ancak AB adayl bir iHke olarak Natura 2000 alanlanm belirlemeye yonelik hazrrhklan ger<;ekle~tirmek durumunda olmakla birlikte halen AB Habitat Direktifi ve Ku~ Direktifi geregince Natura 2000 alanlarlOlO belirlenmesine ve mevzuata yonelik c;ah~malar tamamlanmaml~trr.

Bahse konu faaliyetle ilgili olarak yukanda belirtilen soz konusu hususlar ve iilkemizin taraf oldugu uluslararasl sozle~meler de dikkate allOarak, raporda yer alan potansiyel etki faktorlerinin, mevcut alanlara etkisinin ve almacak onlemlerin daha detayh olarak Etki Analizi Dosyasmda belirtilmesi uygun gortilmektedir.

Bu dogrultuda ilgi yazlO1z ekindeki formda doldurul geregini rica ederim.

r-;.•. '-"~_':.::'_::""_-';'~_-_

Ek:Form A (l sayfa)

Cevre ve Orman BakanlIg! SogutOzti Caddesi 14/EBe~tepe/ANKARA 06560 Tel: 03122075000

,"

Form A - Onemli risk arz etmeme

DOGA KORUMA ONEMiNE SAHip ALANL.ARIN ,_:,,'-:.. -,',_, _"~"_..•' .,',,_. '--. - - -:""'-. '-:'.:. ---:: .. - .-- - - - 0 '.. -::'c· ..-' --""-'.:.- - - ., -

OENEtiMiNDEN SORUMlUMERCiNiNBEYANI1

Sorumlu Merci. " " .

.. ~T,c.. •.uI2.""Let ~r..':\oUa.~\ ,I ~\G+MI:.~·l.. ~l. m~~r.l~ ~.~c.c:.

(proje konumu) ~. r.. r.w'\Qk \(or.Qb~.-2.oll9o.\d.o.k.. U~~u ~.C1~ .'da

yapllacak olan (proje adl).=nn..'jQl~..a.Q~i.\ ..."t::....~IF..t.~,t.,.~~tl )'.Q.pmJ~\~; .. ~,~ ''''''',,", \(. D~\ ..k. P('\~c.~

proje ba~vurusunu2 incelemi~ bulunarak;

(uygun kutuyu i§aretleyiniz):

o A§aglda belirtilen nedenlerden dolayl projenin doga koruma bnemine sahip bir alana1 bnemli etkide bulunmastntn muhtemel olmadlgtnl:

DolaYlslyla, 92/43/EEC y6nergesinin 6(3) flkraslnda §art ko§ulan uygun bir cevre etki degerlendirmesinin gerekli addedilmedigini;

)Jf 92143/EEC y6nergesinin 6(3) flkraslna gore uygun bir Cevre etki degerlendirmesinin neticesinde, projenin doga koruma 6nemine sahip bir alana1 6nemli etkileri olmayacaglnl;

beyan ederiz.

Proje konumunu ve ilgili (eger varsa) doga koruma onemine sahip alamn1 belirtildigi 1:100.000 (veya mumkun olan en yakln) 61gekli bir harita ili§ikte sunulmu~tur.

imza~ 1.'./ \ Tarih: H.•O.9.•.2.0.o~ (Doga korum, a 'ne ahip alanla\1n denetiminden sorurnlu merci)

\ II r~'-~'~\. ~ '<O"_'.,,,

Resmi MOhOr: ."~~t'" "-"-L'''-.,\." . "..V..... ~ ~/ o".";> -If- c.... \\\

: ~ ~ .~. ~ ~,, '" ·n t,</- -" ~> ~ .:', ".' ~ , .......... { i -,;..,.. \ ,... :' .,II . .: I \ \. .' ~ ..: ". '~ ,11 ~: '.f.:'.. \ '''':'':'''.'~ ~. :-: t.; :;

.. ~ .~ • '- 7 •..,'.' / "": <" It

~. :<~ ~;~:::",_:~,/ .;?'.¢ "111·.~ ~ ~

1 Bu tanlm, Natura 2000 network bunyesinde (Ozel Koruma Alanlan - SPA ve SAC - dahll olmak Ozere korunan alanlan, polansiyel NAtura 2000 alanlannl, Ramsar alanlannl, Uluslararasl Ku:;; Alanlarlnl, Emerald Network Alanlannl, veya ilgili diger alanlan igerir. 2 92/43/EEC ybnergesinin 6(3) flkraslnln dogal habitatlann, Yah:;;! hayvan lurleri ve bilki brtOsunun korunmaslna

ybnelik :;;artlarlnl dikkate alarak.

MINISTRY OF ENVIRONMENT AND FORESTRY

General Directorate for Nature Protection and National Parks Number: B.18.0.DMP.0.01.02./210-2363/7875

Project: Technical Assistance for the Installation of the Signalization and Electrification

Systems of the Railway Line between Irmak – Karabük-Zonguldak

Address: ILF Müh. Tek. Danış ve Taah. Tic. Ltd. Şirketi

Ahmet Rasim Sok. No:22/7

TR-06550 Çankaya-Ankara

Subject: your letter with reference no C184-ILF-An-AS-00044 on 20.08.2009

Concerning letter states that the tender called “Technical Assistance for the Installation of

the Signalization and Electrification Systems of the Railway Line between Irmak – Karabük –

Zonguldak” issued by Central Finance and Contracting Unit has been awarded to you and

within the scope of the Contract, your obligations regarding feasibility studies also include an

EIA report and an analysis of potential impacts on Natura 2000 sites. It also states that the

project had been assessed by General Directorate of Environmental Impact Assessment and

Planning and the project had been defined to be out of scope of Environmental Impact

Assessment Regulation of Turkey.

However, in order to execute the project the documentation according to EU set standards

has to be prepared and the filling and approval of Form A has been requested after a further

analysis of the project’s potential impacts on Natura 2000 sites located on or nearby the

project line.

In this respect the provided Project Summary and Environmental Impact Analysis have been

analyzed and it has been observed that Çitdere which is under protection according to No.

2873 Law of National Parks and Kavaklı Nature Preservation Areas are 15km and 2.2 km

away from the project line respectively. Therefore, there are no protected areas within the

borders of project line.

In addition, there is not any Wild Life Development or Wild Life Preservation Areas within the

project site. The railway line passes nearby Eskipazar- Öre- Acıöz Private Hunting Area

however, it is found convenient as the project will be realized on the existing railway line.

As known, EU Habitat Directive is an important tool for the protection of biological diversity

and aims for the preservation of natural habitats and wild fauna and flora on the territories of

EU member states. The main objective of this Directive is to establish a Natura 2000

ecological network.

However, as a candidate country to EU membership, the studies regarding relevant

legislation and identification of Natura 2000 areas according to EU Habitat Directive and

Birds directive have been continuing and not been finalized yet.

It will be appropriate to identify potential impacts of factors mentioned in the report and

measures against them in the Impact Analysis Dossier in details considering the points

mentioned above and the international agreements to which Turkey is a party.

In this respect, please find the enclosed Form A filled in as you requested.

Yours sincerely,

Mustafa K. YALINKILIÇ

Director General

ATTACHMENT: Form A

Form A- Not Posing Important Risks

DECLARATION BY AUTHORITY RESPONSIBLE FOR MONITORING

NATURE PROTECTION SITES1

Responsible Authority having examined2 the project application of “Technical Assistance for

the Installation of the Signalization and Electrification Systems of the Railway Line between

Irmak – Karabük – Zonguldak which is to be located on Irmak – Karabük – Zonguldak railway

line, declares that;

the project is not likely to have significant effects on important nature protection

sites on the following grounds:

Therefore an appropriate environmental impact assessment required by Article 6 (3) of

92/43/EEC was not deemed necessary.

as a result an appropriate environmental impact assessment conducted

according to Article 6(3) of Directive 92/43/EEC, the project is found to be not likely to have

significant effects on important nature protection sites.

A map at scale of 1:100.000 (or the nearest possible scale) is attached, indicating the location of the project as well as the important nature protection sites concerned, if any.

Date (dd/mm/yyyy): 11.09.2009

Signed: ____________________

Official Seal:

1 This definition includes potential Natura 2000 sites, Ramsar areas, International Birds Areas, Emerald

Netwrok areas and other relevant areas within the scope of Natura 2000 network. 2 Considering the conditions for preservation of natural habitats, fauna and flora according to 92/43/EEC,

Article 6(3).

X

MINISTRY OF ENVIRONMENT AND FORESTRY

General Directorate of Environmental Impact Assessment and Planning

Number: B.18.0.ÇED.0.01.02.227.01.171/ 5733 Project: Technical Assistance for the Installation of the Signalization and Electrification

Systems of the Railway Line between Irmak – Karabük- Zonguldak Address: ILF Müh. Tek. Danış ve Taah. Tic. Ltd. Şirketi Ahmet Rasim Sok. No:22/7 TR-06550 Çankaya-Ankara Subject: a) your letter with reference no C184-ILF-An-AS-00037 on 09.07.2009 b) our letter with reference no 5410-42747 on 21,07,2009 c) your letter with reference no C184-ILF-An-AS-00039 on 28,07,2009 Concerning letter stated in (a) is to request the evaluation of the Project for “Technical Assistance for the Installation of the Signalization and Electrification Systems of the Railway Line between Irmak – Karabük- Zonguldak “within the scope of Environmental Impact Assessment (EIA) Regulation and concerned letter stated in (b) is to request submission of necessary information to our Ministry in order to assess the subject project. Concerned responsive letter stated in (c) was submitted to our Ministry and hence concerned letters stated in (a) and (c ) and their attachments have been analyzed within the scope of EIA Regulation promulgated on 17.07.2008 with the number 26939 in official journal. It has been determined that the Project for “Technical Assistance for the Installation of the Signalization and Electrification Systems of the Railway Line passing through provinces of Kırıkkale, Ankara, Çankırı, Karabük and Zonguldak is out of scope of Environmental Impact Assessment Regulation. However, it is required to apply to Governships (Provincial Department of Environment and Forestry) of Kırıkkale, Ankara, Çankırı, Karabük and Zonguldak and to get the necessary permissions from relevant agency and institutions regarding the works and operations to be performed within the scope of Environmental Law with number 2872 and the Law related to making amendments on Environmental Law with number 5491 during construction and operation phases of the aforementioned project. For your kind information, Fevzi İşbilir Director General

T.e. c;:evre lJe a rma 11

Bakanllgl

T.e. CEVRE VE ORMAN BAKANLIGI

c;evresel Etki Degerlendirmesi ve Planlama Genel Mtidtirltigti

Sayl : B.18.0.(:ED.0.01.021227-01.171/5 753 Koou: Irmak-Karabiik-Zonguidak Demiryolu Hattl

Sinyalizasyon ve Elektrifikasyon i~leri

ILF MUH. TEK. DAN. TAAH. Tic. LTD. ~Ti.'NE (Ahmet Rasim Sok. No:2217 06550 <;aokaya/ANKARA)

ilgi: a) 1LF Mtih. Tek. Dan. Taah. Tic. Ltd. Sti.'nin 09.07.2009 tarih ve 37 saylil yazlSl. b) 21.07.2009 tarih ve 5410-42747 sayill yazlmlz. c) 1LF Miih. Tek. Dan. Taah. Tic. Ltd. Sti.'nin 28.07.2009 tarih ve 39 saylil yazISl.

ilgi (a)'da kaylth yaZlda, Irmak-Karabiik-Zonguidak Demiryolu HattI Sinyalizasyon ve Elektrifikasyon i~leri YapllllI i'Yin Teknik Destek Projesi'nin (:evresel Etki Degerlendirmesi (<;ED) Yonetmeligi kapsaml11da degerlendirilmesi talep edilmi~ olup, iIgi (b)' de kaylth yazlmlz ile ilgi (a) yazlya konu proje hakkl11da degerlendirme yapJlabiImesi i'Yin BakanlIgllllIza bilgi verilmesi istenmi~tir.

tigi (c)'de kayltlI cevabi yazl BakanhgllllIza sunuImu~ olup, ilgi (a) ve (c)'de kaYlth yazl ve ekleri 17.07.2008 tarih ve 26939 saydl Resmi Gazete'de yayimianarak yiiriirliige giren <;':evresel Etki Degerlendirmesi Yonetmeligi hiiktimieri kapsammda incelenmi~tir. Kmkkale, Ankara, (:ankm, Karabtik ve Zonguidak illeri sll1mndan geyen Demiryolu Hattl Sinyalizasyon ve Elektrifikasyon t~leri Yaplml kin Teknik Destek Projesi'nin (:evresel Etki Degerlendinnesi Yonetmeligi kapsaml dI~ll1da kaldIgI anIa~IlmI~tlr.

Ancak; soz konusu projenin in~aat ve i~letme a~amaIannda 2872 sayJlI (:evre Kanunu ile 5491 sayIlI (:evre Kanunu'nda Degi~iklik YapI1masma Dair Kanun ve bu Kanuna istinaden ylkanian yonetmelikier yen;evesinde yapilacak i~ ve i~lemler ile ilgil i olarak KmkkaJe, Ankara, <;.:ankm, Karabtik ve Zonguldak Valilikleri (il <;.:evre ve Orman Mlidiirltigli)'ne mliracaat ediImesi ve mer'i mevzuat c;eryevesinde ilgiIi kurum/kurulu~Iardan gerekli izinlerin ahnmasl gerekmektedir.

Bilgilerinizi ve geregini rica ederim.

Fevzi iSBiLiR Bakan a.

Genel Mlidtir

DAGITIM: - 1LF Mtih. Tek. Dan. Taah. Tic. Ltd. Sti. , .' ,; ~

- Kmkkale VaIiIigi (il (:evre ve Orman MiidtirlUgti)

- Ankara Valiligi (il <;.:evre ve Orman Mtidtirlilgti)

- <;ankm Valiligi :rx: (il (,:evre ve Orman MtidtirItigti)

...1 - Karabtik Valiligi t Sb.e~

~_._---~---_._.'''~~01 <:;:evre ve Orman Mtidlirliigli) ,- Zonguidak Valiligi : ......_--"'"._.,..., ....-_-.......

(iI <;.:evre ve Orman MUdiirliigti) i

., _. ~---- --. • ~.~~}_;:~ t..·,.A•.-~·-·.-, ,""'- '<-'

Yazl~ma Adresi:SogOtozo Cad. 14/E 06560 Sog0l6zU/ANKARA Tel: (0312) 207 50 00 Faks (0312) 207 61 51 Web sitesi: www.cevreorman.qovtr e-mail: [email protected]

Task Name Start End Duration

FIDIC Engineer 01.09.2009 26.04.2010 170 Tage

PQ Stage 01.09.2009 07.12.2009 70 Tage

Tendering 15.09.2009 26.04.2010 160 Tage

Prepare Draft TD for FIDIC Engineer 15.09.2009 12.10.2009 20 Tage

Submit Draft TD for FIDIC Engineer 12.10.2009 12.10.2009 0 Tage

Comments for Draft TD for FIDIC Engineer 26.10.2009 26.10.2009 0 Tage

Incorporation of comments and elaboration of Tender 27.10.2009 30.10.2009 4 Tage

Final TD for FIDIC Engineer 14.12.2009 14.12.2009 0 Tage

Tender period 15.12.2009 29.01.2010 34 Tage

Opening of Tenders 29.01.2010 29.01.2010 0 Tage

Evaluation of bids 01.02.2010 26.02.2010 20 Tage

Publishing of Results and envisaged FIDIC Engineer 26.02.2010 26.02.2010 0 Tage

Contracting 15.03.2010 15.03.2010 0 Tage

Launch of Services 26.04.2010 26.04.2010 0 Tage

Works Contract 01.09.2009 28.06.2010 215 Tage

PQ Stage 01.09.2009 21.12.2009 80 Tage

Tendering 15.09.2009 28.06.2010 205 Tage

Prepare Draft TD for Works Contract 15.09.2009 02.11.2009 35 Tage

Submit Draft TD for Works Contract 02.11.2009 02.11.2009 0 Tage

Comments for Draft TD for Works Contract 16.11.2009 16.11.2009 0 Tage

Incorporation of comments and elaboration of Tender 17.11.2009 30.11.2009 10 Tage

Final TD for Works Contract 18.12.2009 18.12.2009 0 Tage

Tender period 21.12.2009 31.03.2010 73 Tage

Opening of Tenders 01.04.2010 01.04.2010 0 Tage

Evaluation of bids 02.04.2010 30.04.2010 21 Tage

Publishing of Results and envisaged Contractor 30.04.2010 30.04.2010 0 Tage

Contracting 17.05.2010 17.05.2010 0 Tage

Launch of Services 28.06.2010 28.06.2010 0 Tage

Design & Construction 28.06.2010 27.06.2014 1045 Tage

Design phase 28.06.2010 29.06.2012 525 Tage

Surveying 28.06.2010 01.07.2011 265 Tage

Soil investigation 28.06.2010 01.07.2011 265 Tage

Engineering 28.06.2010 29.06.2012 525 Tage

Construction phase 27.09.2010 27.06.2014 980 Tage

Section 1 - Reconstruction Irmak - Ülkü 27.09.2010 28.02.2013 31,7 Monate

Section 2 - Reconstruction Ülkü - Filyos 24.09.2012 23.09.2013 261 Tage

Section 3 - Reconstruction Filyos - Çatalağzı 01.07.2013 01.11.2013 90 Tage

Section 4 - Reconstruction Çatalağzı - Zonguldak 28.10.2013 28.02.2014 90 Tage

Commissioning 03.03.2014 27.06.2014 85 Tage

Acceptance and Approval 27.06.2014 27.06.2014 0 Tage

2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4 1 2 32009 2010 2011 2012 2013 2014

Task

Split

Progress

Milestone

Summary

Project Summary

External Tasks

External Milestone

Deadline

MODERNISATION OF RAILWAY LINE IRMAK-KARABÜK-ZONGULDAK

App 10 Project Realisation Schedule v1.mpp Page 1 / 1 Appendix V.3

Date: 01.10.2009

E r r o r ! N o t e x t o f s p e c i f i e d s t y l e i n d o c u m e n t . E r r o r ! N o t e x t o f s p e c i f i e d s t y l e i n d o c u m e n t .

E r r o r ! N o t e x t o f s p e c i f i e d s t y l e i n d o c u m e n t .

ILF CONSULTING ENGINEERS 2008

P a g e 49


CO NS ULT INGE N G I N E E R S


This project is implemented by a consortium led by ILF Beratende Ingenieure ZT GmbH

The contents of this publication is the sole responsibility of the ILF Beratende Ingenieure ZT GmbH, GRE -Gauff Rail Engineering GmbH & Co. KG & ILF Mühendislik Teknik Danışmanlık Taahhüt ve Ticaret Limited

Şirketi Consortium and can in no way be taken to reflect the views of the European Union.

TECHNICAL ASSISTANCE FOR THE INSTALLATION OF THE SIGNALIZATION

Documents