Protected Ge Cso ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report January-2026 Final Protected BaÄŸlıca Mah. Çambayırı Cad. Çınar Plaza No:66/5 06790 Etimesgut/ ANKARA Tel: +90 312 472 38 39 Fax: +90 312 472 39 33 Web: cinarmuhendislik.com E-mail: cinar@cinarmuhendislik.com All rights of this report are reserved. All or part of this report cannot be reproduced, copied, electronically reproduced, traded, transmitted, sold, rented, used for any purpose, or used in any form and method in digital and/or electronic media without written permission from Çınar Engineering Consultancy Inc. as per Law No. 5846 on Intellectual and Artistic Works amended with Law No. 4110. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: i TABLE OF CONTENT TABLE OF CONTENT ................................................................................................................. i LIST OF TABLES ....................................................................................................................... iii LIST OF FIGURES .................................................................................................................... vi APPENDICES .......................................................................................................................... viii ABBREVATIONS ....................................................................................................................... x EXECUTIVE SUMMARY .......................................................................................................... xiii 1 INTRODUCTION ................................................................................................................. 1 1.1 Project Background ...................................................................................................... 1 1.2 Purpose of the Project .................................................................................................. 2 1.3 The Need for Environmental and Social Impact Assessment (Screening Process) ...... 2 1.4 Structure of the ESIA Report ........................................................................................ 3 1.5 Baseline Data Collection and Study Period .................................................................. 4 1.6 Approach and Impact Assessment Methodology .......................................................... 5 1.6.1 E&S Assessment Approach .................................................................................. 5 1.6.2 E&S Impact Rating ................................................................................................ 5 2 LEGAL AND INSTITUTIONAL FRAMEWORK .................................................................... 8 3 PROJECT DESCRIPTION ................................................................................................ 12 3.1 Project Characteristics ............................................................................................... 12 3.1.1 Scope of the Project ............................................................................................ 12 3.1.2 Technical Specifications of the Project ................................................................ 12 3.1.3 Auxiliary Facilities ................................................... 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Bookmark not defined. 3.1.4 Project Lifespan and Labor Demands ................................................................. 13 3.1.5 Project Alternatives ............................................................................................. 14 3.2 Project Location ......................................................................................................... 14 4 BASELINE DATA .............................................................................................................. 16 4.1 Determination of the Area of Influence (AoI)............................................................... 16 4.2 Baseline Environmental Conditions ............................................................................ 19 4.2.1 Meteorological and Climatic Conditions ............................................................... 19 4.2.2 Land Use and Soil ............................................................................................... 20 4.2.3 Landscape and Visuals ....................................................................................... 22 4.2.4 Geological and Hydrogeological Characteristics.................................................. 24 4.2.5 Nearest Sensitive Receptors ............................................................................... 46 4.2.6 Infrastructure Facilities ........................................................................................ 47 4.2.7 Biodiversity.......................................................................................................... 51 4.2.8 Baseline Environmental Measurements .............................................................. 80 4.3 Baseline Social Conditions ......................................................................................... 80 4.3.1 Methodology ....................................................................................................... 80 4.3.2 Administrative structure ....................................................................................... 96 4.3.3 Population structure ............................................................................................ 98 4.3.4 General Economic Conditions ........................................................................... 140 4.3.5 Livelihood sources ............................................................................................ 144 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: ii 4.3.6 Unemployment and local employment ............................................................... 154 4.3.7 Health ............................................................................................................... 157 4.3.8 Education .......................................................................................................... 159 4.3.9 Cultural identity & language............................................................................... 160 4.3.10 Membership in NGOs&CSOs ............................................................................ 162 4.3.11 Increasing public benefit / interest ..................................................................... 162 4.3.12 Stakeholder engagement .................................................................................. 163 4.3.13 Land use and land acquisition ........................................................................... 164 4.3.14 Current Transportation Features ....................................................................... 180 4.3.15 Evaluation of previous projects .......................................................................... 183 4.3.16 Cultural Heritage ............................................................................................... 185 5 ENVIRONMENTAL AND SOCIAL RISKS AND IMPACTS .............................................. 203 5.1 Environmental Risks and Impacts ............................................................................ 203 5.1.1 Impacts on Air Quality ....................................................................................... 203 5.1.2 Impacts on Climate Change .............................................................................. 207 5.1.3 Environmental Noise Risks and Impacts ........................................................... 210 5.1.4 Impacts on National Resources......................................................................... 211 5.1.5 Impacts on Biodiversity ..................................................................................... 212 5.1.6 Resource Efficiency and Pollution Prevention ................................................... 214 5.1.7 Cumulative Impacts ........................................................................................... 223 5.2 Social Risks and Impacts ......................................................................................... 226 5.2.1 Expected Population Change ............................................................................ 226 5.2.2 Economy and Employment................................................................................ 226 5.2.3 Occupational Health and Safety (OHS) Risks and Impact ................................. 227 5.2.4 Impacts on Communities Health and Safety ..................................................... 230 5.2.5 Land Acquisition Impacts and Risks .................................................................. 231 5.2.6 Impacts on Cultural Heritage ............................................................................. 231 5.2.7 Labor Management ........................................................................................... 233 5.2.8 Gender and Vulnerability Assessment ............................................................... 234 6 ANALYSIS OF ALTERNATIVES ..................................................................................... 237 6.1 No-Project Alternative .............................................................................................. 237 6.2 Route Alignment and Station Alternatives ................................................................ 237 6.3 Comparison of Alternatives and Preferred Option .................................................... 240 7 MITIGATION MEASURES .............................................................................................. 243 7.1 Mitigation Measures for Construction Phase ............................................................ 244 7.2 Mitigation Measures for Operation Phase................................................................. 264 8 DESIGN MEASURES .......................................................... 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Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: iii LIST OF TABLES Table 1-1 Magnitude Factors and Scales ................................................................................... 6 Table 1-2 General Criteria for Identification of Receptor Sensitivity and Impact Magnitude Levels ................................................................................................................................................... 6 Table 1-3 Significance Assessment Matrix ................................................................................. 7 Table 2-1 Comparison Between National Legislation and WB ESSs .......................................... 8 Table 2-2 Roles of Key Government Agencies in Permitting and Compliance .......................... 10 Table 3-1 Engineering Structures List....................................................................................... 12 Table 4-1 Long-Term Meteorological Data for Ä°stanbul (1950–2024) ........................................ 19 Table 4-2 Long-Term Meteorological Data for Kocaeli (1929–2024) ......................................... 20 Table 4-3 Summary of Stream Crossings by Section ............................................................... 45 Table 4-4 Information on the Dams Around Project Route ........................................................ 45 Table 4-5 Major Licensed Excavation Storage Areas in Istanbul (by Capacity) ........................ 49 Table 4-6 Water Supply and Drinking Water Treatment Infrastructure in Ä°stanbul and Kocaeli . 50 Table 4-7 Wastewater Management Structures for Ä°stanbul and Kocaeli .................................. 51 Table 4-8 Legally Protected Areas near the Project Route ....................................................... 56 Table 4-9 Habitats of the Biodiversity Study Area ..................................................................... 57 Table 4-10 Number of Environmental Measurements and Analyses......................................... 80 Table 4-11 Local CSOs located within the AoI-Intersecting Settlements................................... 84 Table 4-12 Additional Meetings with OIP .................................................................................. 85 Table 4-13 Summary of Social Research Methodology ............................................................ 85 Table 4-14 Population figures of AoI-Intersecting Settlements, TurkStat 2024 ......................... 88 Table 4-15 Sampling values of AoI-Intersecting Settlements- ................................................... 89 Table 4-16 Completed social studies -May 2025-June 2025 .................................................... 91 Table 4-17 Limitations within the social studies July, 2025 ....................................................... 94 Table 4-18 Settlements Intersecting with the AoI (Province, District, and Neighborhood), TurkStat, 2024 ......................................................................................................................................... 97 Table 4-19 Up to date Population Information, TurkStat, 2024 ................................................. 99 Table 4-20 Population Figures, Household Survey, July 2025 (N:2,901 / 802) ....................... 101 Table 4-21 Household size (Persons), Household Survey, July 2025 (N: 802) ....................... 102 Table 4-22 Household number, Mukhtar Survey, June 2025 (N:48) ....................................... 103 Table 4-23 Gender Distribution, TurkStat, 2024 ..................................................................... 107 Table 4-24 Gender Distribution, Household Survey, July 2025 (N:2,901) ............................... 108 Table 4-25 Household size of female-headed households, Household Survey, July 2025 (N:41) ............................................................................................................................................... 110 Table 4-26 Livelihood sources of female-headed households, Household Survey, July 2025 (N:41) ..................................................................................................................................... 111 Table 4-27 Gender Distribution of Mukhtars, Mukhtar Survey, July 2025 (N:53) ..................... 112 Table 4-28 Up to date Age Distribution Information, TurkStat, 2024 ....................................... 114 Table 4-29 Age Group Distribution, Household Survey, July 2025 (N:2,901) .......................... 116 Table 4-30 Age dependency ratio (% of working-age population), WDI, 2024 ........................ 118 Table 4-31 Elderlies, Household Survey, July 2025 (N:174/244) ............................................ 118 Table 4-32 Elderly individuals living alone, Household Survey, July 2025 (N:15).................... 119 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: iv Table 4-33 Elderly individuals living alone, Mukhtar Survey, July 2025 (N:48) ........................ 119 Table 4-34 Population changes figures for the last 25 years .................................................. 122 Table 4-35 Reasons related to population changes within last 5 years, Mukhtar Survey, July 2025 (N:48) ..................................................................................................................................... 125 Table 4-36 Population changes figures of last 10 years (‰) ................................................... 128 Table 4-37 Time Spent in the Settlement, Household Survey, July 2025 (N: 802 / 2,901) ...... 129 Table 4-38 Duration of household’s settlement in the current location802 / 2,901)2,901).... 130 Table 4-39 Migration reasons, Household Survey, July 2025 (N: 2,901) ................................ 133 Table 4-40 Relation between migration reason and migration time, Household Survey, July 2025 (N: 802) .................................................................................................................................. 137 Table 4-41 Rural and urban population indicators, WDI, 2024 ................................................ 138 Table 4-42 Rural and urban population indicators, TurkStat, 2022 ......................................... 138 Table 4-43 Population Figures of Former Village Neighbourhoods (2008-2012), TurkStat ..... 140 Table 4-44 Main labour force indicators by sex and sub region Level 2, 2023, 15+age .......... 142 Table 4-45 Gender-disaggregated relative poverty rate (2023)............................................... 142 Table 4-46 Main livelihood sources, Household Survey, July 2025 (N: 802 / 2,901) ............... 145 Table 4-47 Most common livelihood sources, Mukhtar Survey, July 2025, (N:48) .................. 151 Table 4-48 Employment figures of Türkiye, WDI, 2024 ........................................................... 155 Table 4-49 Economic hardship, Mukhtar survey, Mukhtar Survey, July 2025, (N:48) ............. 156 Table 4-50 Religious and culturally significant sites, Mukhtar Survey, July 2025 .................... 160 Table 4-51 Ethnic identities& Non-Turkish speakers, MukhtarSurvey, July 2025 (N: 48) ........ 161 Table 4-52 Opinions about future informative activities, Household Survey, July 2025 (N: 802) ............................................................................................................................................... 164 Table 4-53 Land use within AoI-Intersecting Settlements, Household Survey, July 2025, (N:802) ............................................................................................................................................... 164 Table 4-54 Land use within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:48) 165 Table 4-55 Residential areas within AoI-Intersecting Settlements, Household Survey, July 2025, (N:72/275) .............................................................................................................................. 166 Table 4-56 Residential areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:24) ..................................................................................................................................... 168 Table 4-57 Agricultural areas within AoI-Intersecting Settlements, Household Survey, July 2025, (N:12) ..................................................................................................................................... 170 Table 4-58 Agricultural areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:19) ..................................................................................................................................... 171 Table 4-59 Most common agricultural products & Ecosystem services, Mukhtar Survey, July 2025, (N:48) ..................................................................................................................................... 172 Table 4-60 Husbandry areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:21) ..................................................................................................................................... 174 Table 4-61 Grazing areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:18) ............................................................................................................................................... 175 Table 4-62 Animal Products, Mukhtar Survey, July 2025........................................................ 176 Table 4-63 Commercial areas within AoI-Intersecting Settlements, Household Survey, July 2025, (N:11) ..................................................................................................................................... 177 Table 4-64 Commercial areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:26) ..................................................................................................................................... 178 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: v Table 4-65 Recognised National Tangible Cultural Heritage Assets within the vicinity of the Project’s AoI ........................................................................................................................... 192 Table 4-66 Recognised International Tangible Cultural Heritage Assets Within and Around the Project Route ......................................................................................................................... 194 Table 4-67 Recognised International Intangible Cultural Heritage Elements Within and Around the Project .............................................................................................................................. 195 Table 4-68 Intangible Cultural Heritage Items Registered in the National Inventory of the Project’s AoI ......................................................................................................................................... 196 Table 4-69 Tangible Cultural Heritage Site Encountered within the Study Area ...................... 196 Table 4-70 Distribution of Tangible Cultural Heritage Sites ..................................................... 196 Table 4-71 Tangible Cultural Heritage Sites within the Cultural Heritage Impact Assessment (CHIA) Study Area.................................................................................................................. 197 Table 5-1 Project-Based Potential Impact Elements for the Land Preparation and Construction Phase ..................................................................................................................................... 232 Table 6-1 Multi-Criteria Analysis – Sabiha Gökçen Airport Station Alternatives ...................... 238 Table 7-1 Mitigation Measures for Construction Period .......................................................... 244 Table 7-2 Mitigation Measures for Operation Phase ............................................................... 264 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: vi LIST OF FIGURES Figure 1-1 Impact Assessment Steps ......................................................................................... 5 Figure 4-1 Project’s Area of Influence Map ............................................................................... 18 Figure 4-2 CORINE Land Cover Data within the Project’s AoI ................................................. 21 Figure 4-3 Major Soil Groups Data within the Project’s AoI ...................................................... 22 Figure 4-4 Erosion Levels Data within the Project’s AoI............................................................ 22 Figure 4-5 Summary of Visibility, Landscape Value and Visual Sensitivity of the Project Route 23 Figure 4-6 Earthquake Hazard Map of Türkiye with Project Area Marked ................................. 40 Figure 4-7 Project Route Peak Ground Acceleration (PGA 475)............................................... 41 Figure 4-8 Magnitude of M≥4.5 Earthquakes within a 100 km radius of the Project Area .......... 41 Figure 4-9 Geological Heritage Sites at and Around Project Route .......................................... 43 Figure 4-10 Daily Waste Disposal Capacity by Province (ton/day) ........................................... 48 Figure 4-11 Distribution of Ä°SKİ’s Drinking Water Treatment Plants .......................................... 49 Figure 4-12 Distribution of Ä°SKİ’s Wastewater Treatment Plants............................................... 51 Figure 4-13 Habitats of the Biodiversity Study Area .................................................................. 59 Figure 4-14 Endemic and Rare Plant Species .......................................................................... 61 Figure 4-15 World distribution of Cordulegaster insignis () ........................................................ 63 Figure 4-16 World distribution of Cordulegaster picta ()............................................................. 63 Figure 4-17 World distribution of Gomphus flavipes () ............................................................... 63 Figure 4-18 World distribution of Sympetrum depressiusculum () .............................................. 63 Figure 4-19 Some Odonata species from the Project site () ...................................................... 63 Figure 4-20 Some butterfly species from the Project site () ....................................................... 64 Figure 4-21 Some reptile species observed at project area ().................................................... 66 Figure 4-22 Some birds photographed at the Project site ()....................................................... 67 Figure 4-23 Some mammal signs photographed at the Project site () ....................................... 69 Figure 4-24 Xanthium strumarium (Invasive Alien Species) ...................................................... 70 Figure 4-25 Phytolacca americana (Invasive Alien Species) .................................................... 70 Figure 4-26 Ailanthus altissima (Invasive Alien Species) .......................................................... 70 Figure 4-27 Buddleja japonica (Invasive Alien Species) ........................................................... 70 Figure 4-28 Robinia pseudoacacia (Invasive Alien Species) .................................................... 71 Figure 4-29 Gender Distribution, TurkStat, 2024 .................................................................... 108 Figure 4-30 Gender distribution of the field, Household Survey, July 2025 (N:2,901) ............. 109 Figure 4-31 Female household heads, Household Survey July 2025 (N:802) ......................... 110 Figure 4-32 Gender distribution of the respondents, Household Survey, July 2025 (N:802) ... 111 Figure 4-33 Population pyramids, TurkStat, 2024 ................................................................... 114 Figure 4-34 Age Group Distribution, TurkStat, 2024 ............................................................... 115 Figure 4-35 Age Group Distribution, Household Survey, July 2025 (N:2,901) ......................... 117 Figure 4-36 Population changes figures for the last 25 years ................................................. 123 Figure 4-37 Population change, Mukhtar Survey, July 2025 (N:48) ........................................ 124 Figure 4-38 Provincial Breakdown of Syrian Refugees, UNHCR, September 2024 ................ 135 Figure 4-39 Rural and urban population indicators, TurkStat, 2022 ........................................ 139 Figure 4-40 Main livelihood sources, Household Survey, July 2025 ....................................... 145 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: vii Figure 4-41 Most common livelihood sources, Mukhtar Survey, July 2025, (N:144) ............... 150 Figure 4-42 Land use within AoI-Intersecting Settlements, Household Survey, July 2025, (N:802) ............................................................................................................................................... 165 Figure 4-43 Land use within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:48) ............................................................................................................................................... 166 Figure 4-44 Opinions regarding residential areas, Household Survey, July 2025 (N:72)......... 167 Figure 4-45 Recognized National Tangible Cultural Heritage Assets Within and Around the Project Route ......................................................................................................................... 193 Figure 4-46 Recognized International Tangible Cultural Heritage Assets Within and Around the Project Route ......................................................................................................................... 194 Figure 4-47 Locations of the Tangible Cultural Heritage Sites within the CHIA Study Area .... 200 Figure 4-48 Dursunköy, Tosunbaba Turbah and NakkaÅŸ, NakkaÅŸbaba Turbah ...................... 201 Figure 5-1 Soil Structure Layers ............................................................................................ 215 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: viii APPENDICES Appendix-1: Summary of Terms of Reference (ToR) Appendix-2: Geographic and Spatial Maps of Project Area and Area of Influence Appendix-2.1: Location Map Appendix-2.2: 1/50,000 scale Topographic Maps Showing the Project Area Appendix-2.3: 1/40,000 scale Satellite View Maps Showing the Project Area Appendix-2.4: 1/40,000 scale Corine Land Cover Maps Showing the Project Area Appendix-2.5: 1/40,000 scale Major Soil Groups Maps Showing the Project Area Appendix-2.6: 1/40,000 scale Erosion Maps Showing the Project Area Appendix-2.7: 1/40,000 scale Geology Maps Showing the Project Area Appendix-2.8: 1/40,000 scale Hydrology Maps Showing the Project Area Appendix-2.9: 1/40,000 scale Hydrogeology Maps Showing the Project Area Appendix-2.10: 1/843,984 scale Basin Location Map Appendix-2.11: 1/416,824 scale Landslide Map Appendix-2.12: 1/500,000 scale European Aquifer Map Appendix-2.13: The Map of Active Faults Around the Project Area Appendix-2.14: 1/100,000 scale Major Licensed Excavation Storage Areas Map Appendix-3: Baseline Environmental Measurement and Analysis Report Appendix-4: Landscape and Visual Assessment Appendix-5: Nearest Sensitive Receptors Appendix-6: Biodiversity Data’s Appendix-6.1: Biodiversity Study Area and Sampling Points Map Appendix-6.2: The List of Flora Species around the Project Area Appendix-6.3: The Map of the National Protected Areas Around the Project Area Appendix-6.4: Habitat Map Appendix-6.5: The list of probable Odonata species around the Project Site Appendix-6.6: Dragonflies which are either mentioned in the Bern Convention, or listed in Annexes II or IV of the Habitats Directive, or which are endemic to Europe or threatened in Europe or the EU27 Appendix-6.7: The list of Probable Lepidoptera species at the Project Site Appendix-6.8: The list of probable Amphibian species at the Project Site Appendix-6.9: The list of probable Reptile species at the Project site Appendix-6.10: The list of Probable Bird species around the Project site Appendix-6.11: The list of Probable Mammal species around the Project Site Appendix-6.12: The Map of Critical Habitats Around the Project Area Appendix-7: Socio Economic Environment Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: ix Appendix-7.1: Stakeholder List Appendix-7.2: The Map of Settlements Intersecting with AoI Appendix-7.3: The Map of Educational Institutions Appendix-7.4: The Map of Health Institutions Appendix-7.5: Maps of Stakeholders-1: Governmental Institutions Appendix-7.6: Maps of Stakeholders-2: NGOs and Local Media Appendix-7.7: Minutes of Meetings (MoM) Appendix-7.8: Photographs taken during the interviews Appendix-7.9: Informative Brochure Appendix-7.10: Social Services, Technical Infrastructure & Common Areas Appendix-8: Expected Amount of Excavation Material Appendix-9: Air Dispersion Modelling Report Appendix-10: Legal Framework Appendix-11: List of Licensed Excavation Material Storage Areas in Ä°stanbul Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: x ABBREVATIONS ABPRS Address Based Population Registration System AFAD Disaster and Emergency Management Presidency AIIB Asian Infrastructure Investment Bank AoI Area of Influence ATP Automatic Train Protection AYGM Directorate-General of Infrastructure Investments BMP Biodiversity Management Plan Bern Convention Convention on the Conservation of European Wildlife and Natural Habitats BSAP Biodiversity and National Biological Diversity Strategy and Action Plan C-ESMP Design and Build Contractor’s Environmental and Social Management Plan CBD Convention on Biological Diversity CEDAW Convention on the Elimination of All Forms of Discrimination against Women CEKUD Environmental Organizations Solidarity Association CHA Critical Habitat Assessment CHIA Cultural Heritage Impact Assessment CIA Cumulative Impact Assessment CITES Convention on International Trade in Endangered Species of Wild Flora and Fauna CoC Code of Conduct COPD Chronic obstructive pulmonary disease Coordination of Information on the Environment Programme led by the European CORINE Environment Agency COVID-19 coronavirus disease 2019 CSO Civil Society Organization cm centimeter D+B Contractor Design-Build Contractor DKMP General Directorate of Nature Conservation and National Parks DSÄ° General Directorate of State Hydraulic Works DVIG Disadvantaged/Vulnerable Individuals or Groups E&S Environmental and Social EBRD European Bank for Reconstruction and Development EHSG Environmental, Health, and Safety Guideline EIA Environmental Impact Assessment ERP Emergency Response Plan ERTMS European Rail Traffic Management System EPPO European and Mediterranean Plant Protection Organization ESCP Environmental and Social Commitment Plan ESF Environmental and Social Framework ESIA Environmental and Social Impact Assessment ESMP Environmental and Social Management Plan ESMS Environmental and Social Management System ESS Environmental and Social Standard ETCS European Train Control System ETL Energy Transmission Line EU European Union Eurostat European Statistics Office FGD Focus Group Discussion GBV Gender-Based Violence GDP Gross Domestic Product GIIP Good International Industry Practice GIS Geographic Information System GRM Grievance Redness Mechanism hr hour HEAÅž Sabiha Gökçen Airport Operator IBA Important Bird Area IEMA Institute of Environmental Management and Assessment IFC International Finance Corporation IFI International Financial Institutions Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: xi IsDB Islamic Development Bank ILO International Labor Organization INRAIL (or “Projectâ€?) Ä°stanbul North Rail Crossing Project ISTKA Ä°stanbul Development Agency IUCN International Union for Conservation of Nature and Natural Resources Ä°BB Ä°stanbul Metropolitan Municipality Ä°GA Ä°stanbul Airport Operator Ä°RAP Provincial Disaster Risk Reduction Plans (prepared by AFAD) Ä°stanbul Water and Sewerage Administration affiliated with the Istanbul Metropolitan Ä°SKÄ° Municipality Istanbul Environmental Protection and Waste Materials Recycling Industry and Trade Ä°STAÇ Inc., affiliated with the Istanbul Metropolitan Municipality Kocaeli Water and Sewerage Administration affiliated with the Kocaeli Metropolitan Ä°SU Municipality Izmit Waste and Residue Treatment, Incineration and Recovery Co., affiliated with the Ä°ZAYDAÅž Kocaeli Metropolitan Municipality Republic of Türkiye Ministry of Interior General Directorate of Security Women Support KADES Application KAGÄ°DER Women Entrepreneurs Association of Türkiye KEÄ°G Circular on Increasing Women's Employment and Promoting Equal Opportunities KEFEK Commission on Equal Opportunities for Women and Men km kilometer KBA Key Biodiversity Area KBB Kocaeli Metropolitan Municipality KMO Northern Marmara Motorway LAU Local Administrative Unit LMP Labor Management Procedure m meter MARKA Eastern Marmara Development Agency mg milligram ml milliliters mm milimeter MoEUCC Ministry of Environment, Urbanization, and Climate Change MoM Minutes of Meeting MoTI Ministry of Transport and Infrastructure MTA General Directorate of Mineral Research and Exploration N Population size n Required sample size NA Not available NAFZ North Anatolian Fault Zone NATM New Austrian Tunneling Method NGO Non-Governmental Organizations NPAA National Programmes for the Adoption of the European Union Acquis NUTS Nomenclature of Territorial Units for Statistics OECD Organisation for Economic Co-operation and Development OHS Occupational Health and Safety OIP Other Interested Parties p Estimated proportion PAP Project-Affected Parties PIU Project Implementation Unit PPE Personal Protective Equipment PPP Purchasing Power Parity RF Resettlement Framework RP Resettlement Plan SDS Safety Data Sheet SEA/SH Sexual exploitation, abuse, and harassment S-EMMP Soil & Excavated Material Management Plan SEP Stakeholder Engagement Plan SOPs Standard Operating Procedures ŞÖNÄ°M Violence Prevention and Monitoring Centers Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: xii TBM Tunnel Boring Machine TCDD Turkish State Railway TEÄ°AÅž Turkish Electricity Transmission Corporation Ministry of Environment, Urbanization and Climate Change and the Housing TOKÄ° Development Administration TKDF Federation of Women's Associations of Türkiye ToR Terms of Reference TR1 Ä°stanbul region TR10 Ä°stanbul sub region TR100 Ä°stanbul province TR4 Eastern Marmara region TR42 Kocaeli sub region TR421 Kocaeli province TR422 Sakarya province TR423 Düzce province TR424 Bolu province TR425 Yalova province TURMEPA Turkish Marine Environment Protection Association UK United Kingdom UN United Nations UNGP UN Guiding Principles on Business and Human Rights UNHCR United Nations High Commissioner for Refugees USD United States Dollar VEC Valued Environmental Component WB World Bank WBG World Bank Group WDI World Development Indicators WWTP Wastewater Treatment Plant YSS Yavuz Sultan Selim Z Z-score Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: xiii EXECUTIVE SUMMARY The Istanbul North Rail Crossing Project (INRAIL) is a flagship infrastructure investment that aims to reinforce Türkiye’s role as a key regional logistics hub along the Trans-Caspian Middle Corridor. The Project addresses one of the most critical transportation bottlenecks in the country: the lack of a high-capacity rail connection across the Bosphorus. At present, all freight trains are forced to use the Marmaray Tunnel during a limited nighttime window, leading to severe capacity restrictions. The INRAIL alignment extends approximately 127 kilometers between Çayırova in Kocaeli and Çatalca in Istanbul, creating a new electrified, dual-track railway that directly connects the Asian and European sides of the city. The route will also provide seamless access to both Ä°stanbul Airport and Sabiha Gökçen Airport, thereby integrating Türkiye’s two busiest airports into the national and international rail network. Technically, the Project comprises a large number of engineering structures designed to traverse the complex topography of Istanbul. The alignment incorporates 25 tunnels with a total length of 58.44 km—including 5 Tunnel Boring Machine (TBM) tunnels of 37.1 km and 20 New Austrian Tunneling Method (NATM) tunnels of 21.34 km—as well as 42 viaducts with a combined length of 22.1 km, 15 cut-and-cover tunnels totaling nearly 3 km, 21 underpasses and overpasses, and 37 culverts. Approximately 47% of the route will run underground, a choice aimed at reducing surface impacts on settlements, habitats, and landscapes. The Project also incorporates multimodal freight transfer facilities, transformer centers, emergency shafts, ventilation structures, and construction camps. The Environmental and Social Impact Assessment (ESIA) has been undertaken in order to identify, predict, and manage the environmental and social risks associated with this large-scale linear infrastructure. The ESIA concludes that, while the INRAIL Project will deliver substantial socio-economic benefits—including reduced road congestion, decreased greenhouse gas emissions, improved safety, and enhanced logistics efficiency—it will also create significant risks that must be carefully mitigated through robust management instruments and institutional arrangements. A central issue highlighted in the ESIA is the management of excavated material. Construction will generate approximately 30 million cubic meters of spoil, of which an estimated 3 million cubic meters can be reused for backfilling, embankments, and landscaping. The remainder will require careful transport and disposal. Istanbul Metropolitan Municipality and Kocaeli authorities maintain a combined licensed disposal capacity exceeding 49 million m³, distributed across sites such as Çiftalan, Atalaylar, and Ä°mrahor. Temporary storage areas will be selected outside sensitive zones such as water reservoirs and residential areas, with strict dust, erosion, and sediment controls applied. The ESIA identifies uncontrolled dumping in rivers, agricultural fields, or forested lands as a significant environmental risk, and the ESMP includes mitigation measures to prevent such practices. A dedicated Excavated Material Management Plan will be prepared by the Design- Build (D+B) Contractors to ensure full compliance with the Turkish Regulation on Control of Excavation Soil, Construction and Demolition Waste, as well as World Bank standards. This plan will also integrate land management and rehabilitation requirements, ensuring that temporary disposal sites are stabilized and restored post-construction. The ESIA provides an integrated framework for environmental and social management. The Environmental and Social Management Plan (ESMP) addresses identified risks with mitigation and monitoring actions, covering noise and vibration, air quality, water resources, waste management, occupational health and safety, community health and safety, biodiversity, and cultural heritage. The Stakeholder Engagement Plan (SEP) establishes transparent information sharing and communication channels with affected communities, municipalities, and civil society, and defines grievance redress mechanisms accessible to all stakeholders. The Labour Management Procedures (LMP) address risks associated with a large and diverse workforce, setting standards for recruitment, working conditions, grievance handling, prevention of child and Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: xiv forced labor, and occupational health and safety. The Resettlement Framework (RF) provides the guiding principles for addressing land acquisition impacts, livelihood restoration, and compensation, ensuring alignment with both Turkish legislation and World Bank ESS5. A comprehensive list of all permits, approvals, licenses, and other applicable legal requirements associated with the design and implementation of the Project is provided in Annex 10. Key Environmental and Social Risks and Impacts The ESIA identifies a range of environmental and social risks and impacts associated with the construction and operation of the INRAIL Project. The most significant environmental risks are primarily concentrated in the construction phase and include the large-scale generation and management of excavated material, temporary deterioration of air quality due to dust and emissions, construction noise and vibration, potential impacts on surface and groundwater resources, and localized disturbance to biodiversity and habitats along the linear corridor. Given the extensive tunneling works, improper handling or disposal of excavated material has been identified as a key environmental risk requiring strict management and regulatory compliance. Key social risks and impacts relate to community health and safety, labor influx, land acquisition and economic displacement, occupational health and safety, and potential impacts on cultural heritage. Increased traffic from construction activities may elevate risks for nearby communities, while the influx of a temporary workforce may create pressure on local services and social cohesion if not adequately managed. Land acquisition activities may result in physical and/or economic displacement, necessitating compensation and livelihood restoration measures in line with national legislation and World Bank ESS5. In addition, construction activities involving tunneling, viaducts, and heavy machinery pose occupational health and safety risks to workers, which require robust preventive and monitoring measures. Critical Mitigation Commitments The Project’s most critical mitigation commitments focus on managing construction -related risks and ensuring compliance with national legislation and World Bank Environmental and Social Standards. Key commitments include: (i) implementation of a dedicated Excavated Material Management Plan to ensure safe handling, transport, reuse, and disposal of spoil material; (ii) application of dust, noise, vibration, and traffic management measures to protect community health and safety; (iii) preparation and implementation of land acquisition and livelihood restoration measures in line with the Resettlement Framework; (iv) enforcement of robust occupational health and safety measures for workers, particularly for tunneling and viaduct construction; (v) protection of biodiversity and sensitive habitats through avoidance, minimization, and site-specific mitigation measures; and (vi) application of a Chance Find Procedure to safeguard cultural heritage. These commitments will be implemented through the ESMP and associated management plans throughout the Project lifecycle. The ESIA concludes that, while these risks and impacts are significant, they are considered manageable provided that the mitigation and management measures defined in the ESMP and associated plans (including the SEP, LMP, RF, and Chance Find Procedure) are effectively implemented throughout the Project lifecycle. Mitigation and Management Responsibilities Overall responsibility for environmental and social compliance rests with the Directorate-General of Infrastructure Investments (AYGM) as the Project Implementing Agency. AYGM will ensure that the requirements of the ESIA, ESMP, and associated environmental and social instruments are integrated into the Project design and contractual arrangements. The D+B Contractor(s) will be responsible for preparing, implementing, and monitoring site-specific mitigation measures and sub-management plans, including construction-phase environmental controls, occupational Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: xv health and safety measures, labor management, and community health and safety actions. Relevant public authorities will retain their regulatory oversight and permitting roles, while affected communities and stakeholders will be engaged through the SEP and Grievance Redress Mechanism. Implementation and performance will be monitored throughout the Project lifecycle. Design-and-Build Approach and ESIA Update Process The INRAIL Project will be implemented under a D+B contracting approach, whereby the detailed engineering design and construction activities will be undertaken by the appointed contractor(s). Accordingly, this ESIA has been prepared based on the currently available project design information and represents a preliminary assessment of environmental and social risks and impacts at this stage of project development. The ESIA and ESMP will be updated, as necessary, once the detailed design is finalized, to reflect site-specific conditions, final layouts, and construction methods, in line with national requirements and the World Bank Environmental and Social Framework (ESF). Stakeholder Consultation, ES Instruments, and Disclosure Stakeholder consultations were undertaken as part of the ESIA preparation process, including meetings with local authorities, mukhtars, affected communities, and other interested parties within the Project’s Area of Influence. These consultations informed the identification of key environmental and social risks, particularly in relation to land use, community health and safety, and construction-related disturbances, and highlighted the importance of early information sharing and accessible grievance mechanisms. In parallel with the ESIA, key environmental and social instruments have been prepared, including the SEP, LMP, and RF. These instruments provide the overarching framework for stakeholder engagement, labor and working conditions, and land acquisition and resettlement processes and will be further detailed and updated as required during project implementation. The ESIA, along with the SEP and other relevant environmental and social documents, will be disclosed in accordance with national regulations and World Bank disclosure requirements. Information disclosure and ongoing stakeholder engagement will be maintained throughout the Project lifecycle, supported by a project-level Grievance Redress Mechanism. Other significant risks addressed by the ESIA include community health and safety impacts — particularly traffic risks from heavy machinery, dust and noise emissions, and potential social tensions between workers and local residents—as well as biodiversity conservation, cultural heritage protection, and occupational safety in tunneling and viaduct construction. The Project will also implement a Chance Find Procedure (included in the ESMP) to safeguard cultural resources, including military bunkers and Ottoman-era heritage sites located along the alignment. In conclusion, the ESIA provides a comprehensive assessment of the baseline environmental and social conditions and identifies and evaluates the risks and impacts associated with project implementation, supported by corresponding mitigation and management measures defined in the ESMP and other subplans. It also underlines that the Project entails complex environmental and social risks, particularly regarding the unprecedented scale of excavated material management and the socio-economic impacts of labor influx and land acquisition. The coordinated implementation of the ESMP, SEP, LMP, and RF will be essential to ensuring that these risks are mitigated in accordance with national law and international best practice. With these safeguards in place, the INRAIL Project will strive for compliance with World Bank Environmental and Social Standards (ESSs) while maximizing its long-term developmental benefits for Türkiye and the wider region. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 1 1 INTRODUCTION 1.1 Project Background Türkiye achieved impressive economic growth (5.4% annually) and significant poverty reduction between 2003 and 2023, outperforming comparable upper-middle-income countries. Poverty rates dropped markedly—from over 20% in 2007 to under 10% by 2021. However, future growth is projected to slow to an average of 3.3% annually between 2023 and 2029, which is lower than Türkiye’s historical performance and the expected growth rates of its peers (excluding South Africa). To maintain progress, Türkiye must increase productivity, which has contributed less to growth in recent years than it did in the past. Boosting productivity can be achieved through trade-oriented investments in logistics. Turkish firms involved in exports or global value chains are more productive than their purely domestic counterparts. Türkiye's strategic location enhances its role in global logistics, with plans to become a logistics hub in the Trans-Caspian Middle Corridor and develop new rail routes. This will support low-carbon, multimodal logistics, aligning with Türkiye’s 2053 net-zero goal. As part of this vision, Türkiye is prioritizing rail infrastructure investments along the Middle Corridor to improve cross-border connectivity. Key upgrades are being made at outdated border crossings, such as the Halkalı–Kapıkule line to the European Union (EU), funded by the EU, Asian Infrastructure Investment Bank (AIIB), and the European Bank for Reconstruction and Development (EBRD). The DivriÄŸi–Kars–Georgia line, connecting to the South Caucasus, is being upgraded with financing from the World Bank (WB), Islamic Development Bank (IsDB), and AIIB. That section is the most capacity-constrained in the Middle Corridor, making its modernization a priority. With rail capacity improvements at both ends of the Middle Corridor, the Bosphorus crossing in Ä°stanbul is the next major bottleneck. Currently, rail traffic can only pass through the Marmaray tunnel, but freight trains are restricted to a limited nighttime window, severely limiting capacity and maintenance time. These limitations are affecting both operational capacity and long-term sustainability. The only alternative to the Marmaray tunnel for freight is an inefficient and costly rail-to-truck transfer across the Bosphorus, reducing Ä°stanbul's logistics efficiency and making the Türkiye route of the Middle Corridor less competitive than the Black Sea alternative. For passenger transport, an alternative crossing would improve operational resilience, enhance urban mobility, and expand high-speed rail access to underserved parts of Ä°stanbul, including both airports. A new high-capacity rail crossing of the Bosphorus has become Türkiye’s strategic priority. This project will complete the Middle Corridor’s uninterrupted rail connection across Türkiye, reinforcing its role as a global trade hub. It will benefit other major trade routes, including the Iraq Development Road and Türkiye’s exports to the EU. The project will also reduce congestion, cut emissions, lower road wear, and improve safety by shifting freight from trucks to rail. The Turkish government plans to build a 127-km greenfield railway bypass around Ä°stanbul, connecting Çayırova (Asian side) to Çatalca (European side) via the Yavuz Sultan Selim Bridge. This electrified, mixed-use line will serve both passenger (up to 160 km/h) and freight (80–120 km/h) trains, linking to the national high-speed rail network. It will offer direct connections to Sabiha Gökçen and Ä°stanbul airports, enhancing urban mobility and multimodal logistics, with air- to-rail freight transfers. The two airports will be the only stations on the bypass. The cost of this transformative rail link is estimated at US$ 6,2 billion (excluding taxes), with construction planned within the next 6–7 years, and operations expected to begin by mid-2032. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 2 1.2 Purpose of the Project The INRAIL Project aims to strengthen Türkiye’s role as a regional logistics hub by investing in strategic railway infrastructure along the Trans-Caspian Middle Corridor. One of the Project’s key priorities is to address growing freight and passenger bottlenecks by establishing a high-capacity rail connection across the Bosphorus via the Yavuz Sultan Selim Bridge, linking Ä°stanbul Airport and Sabiha Gökçen Airport — Türkiye’s busiest air transport hubs. The Project also aims to enhance urban mobility, reduce emissions from road transport, reinforce intercontinental connectivity, and support Türkiye’s long-term economic and climate goals. 1.3 The Need for Environmental and Social Impact Assessment (Screening Process) An ESIA is essential for the INRAIL Project, considering its multi-year implementation period, extensive construction activities, and the complex socio-environmental landscape across the project corridor. Given the scale of infrastructure investment and the potential impacts on both urban and peri-urban communities, the ESIA will serve as a critical tool in identifying and managing project-related risks.The primary objective of this ESIA is to ensure that all Environmental and Social (E&S) risks—particularly those associated with labor influx, land use, biodiversity, water pollution, community health and safety, and occupational health and safety— are systematically assessed and that effective, context-specific mitigation measures are developed. ÇINAR Mühendislik will be responsible for carrying out Phase I of the INRAIL, focusing on the preparation of baseline E&S assessments and instruments such as theESMP in alignment with the WB’s ESF. This phase aims to establish a strong foundation for the project's E&S management, ensuring compliance with both international standards and national regulations. During Phase I, ÇINAR Mühendislik undertook the following tasks: â—? Preparation of Inception Report â—? Preparation of ESIA and ESMP: ÇINAR prepared a ESIA and a ESMP in accordance with the WB’s ESF and its ESSs. Additionally, the following E&S instruments were prepared and delivered: o SEP o LMP o RF o Key inputs for AYGM’ Environmental and Social Commitment Plan (ESCP) â—? The ESIA and ESMP will serve as a strategic framework to guide the development of detailed mitigation, management, and action plans by the D+B Contractors, who will be selected during the project implementation phase. Following the completion of ESIA/ESMP finalization process, the D+B Contractor will prepare site-specific C-ESMPs and relevant sub-plans for each work front, which will be subject to AYGM and the World Bank approval prior to construction. â—? Stakeholder engagement will be an integral part of the preparation process, ensuring that key perspectives are incorporated across the ESIA, ESMP, and other E&S instruments. The INRAIL Project is currently classified as having a Substantial E&S risk; this classification has been confirmed by the World Bank and is therefore considered final. Accordingly, the ESIA and other associated E&S instruments have been prepared in line with this confirmed risk classification. In line with the World Bank ESF, the Project has been assigned a “Substantialâ€? environmental and social risk classification primarily due to: (i) the linear nature and geographic scale of the Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 3 railway corridor; (ii) potential land acquisition and economic displacement affecting multiple settlements; (iii) community health and safety risks associated with large-scale construction activities, including traffic and labor influx; (iv) construction-phase impacts such as noise, vibration, dust and biodiversity disturbance; and (v) the multi-contractor implementation structure, which increases coordination and oversight requirements. These risk drivers are consistent with ESF criteria for Substantial Risk Projects. While the Project is subject to ESIA requirements based on its scale and regulatory classification, the need for a comprehensive ESIA is further driven by the nature of high-impact activities involved, including extensive tunneling works, viaduct construction, large-scale excavated material generation, and construction in proximity to sensitive environmental and social receptors. Risks related to child and forced labor are not expected for the Project due to the highly specialized nature of the works, formal recruitment procedures, and the applicability of Turkish labor legislation, which strictly prohibits child and forced labor. Nevertheless, these risks will be continuously monitored during implementation through the LMP, including contractual obligations and worker grievance mechanisms. This ESIA Report will serve as a guidance document for creditors, offering evidence-based insights into key risk areas such as labor management, land acquisition, biodiversity, stakeholder engagement, and occupational and community health and safety. The findings and preliminary mitigation measures outlined in the report will support financing institutions in making informed decisions about the project’s compliance, due diligence needs, and monitoring requirements. By aligning with both national regulatory requirements and international standards, the ESIA will not only support sound risk classification but also demonstrate the Project’s commitment to sustainable and responsible infrastructure development. 1.4 Structure of the ESIA Report The ESIA Report to be prepared contains the following sections that will be included and/or used in other relevant E&S documents to be prepared: Executive Summary: This section provides a concise overview of the Scoping Report, summarizing the main objectives, key findings, and recommendations for the ESIA studies. It highlights the Project's goals, potential environmental, social, health and safety impacts, the methodology to be applied, and the next steps for the ESIA process. Section 1 - Introduction: The introduction outlines the Project background, Purpose of the Project, explaining its methodology in determining the E&S scope of the Project. It provides a brief introduction to the Project, highlights its significance and the necessity of an ESIA, and outlines the structure of the ESIA Report. Section 2 - Legal and Institutional Framework: This section sets out the legal obligations to which the Project will be subject including relevant national legislation as well as international conventions to which Türkiye is a party. It also identifies the gaps between the WB ESSs and national legislative requirements and the measures to be taken to fill these gaps. Section 3 - Project Description: This section will describe all units of development to be undertaken under the Project. Briefly describe the proposed project and its geographical, environmental, social and temporal context, including any off-site investments that may be required (e.g. private pipelines, access roads, power supply, water supply, housing and raw material and product storage facilities) and the primary suppliers of the project. The section will also cover all associated facilities that are essential for the project's construction and operation, including but not limited to borrow areas for sand and gravel, stone quarries, concrete batch plants, asphalt bases (if applicable), and soil disposal areas resulting from tunneling activities. Considering the details of the project, the need for any plan to meet the requirements of national laws, international obligations, and International Financial Institutions (IFI's) E&S requirements will be indicated. Include a map in sufficient detail showing the Project Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 4 area and the area that may be affected by direct, indirect and cumulative impacts of the Project. The description will also include auxiliary facilities required for the project, and whether the project involves any associated facilities. In such case, it will also outline how the application of the ESF requirements to these associated facilities will be managed. Section 4 - Baseline Data: The Baseline Data section outlines the current E&S conditions of the Project area. It includes an analysis of the natural environment (e.g., land use, water quality, biodiversity) and the social context (e.g., local demographics, types of settlements, economic activities, land ownership, cultural heritage, etc.). This section serves as the reference point for comparing the potential impacts of the Project and determining the significance of those impacts. Section 5 - Environmental and Social Risks and Impacts: In this section, an ESIA will be conducted for each discipline by identifying the anticipated E&S impacts during the pre- construction, construction, and operation phases of the project, as well as their contribution to the existing pollution load determined in the previous section. Section 6 - Analysis of Alternatives: The assessment systematically compares feasible alternatives to the proposed project site, technology, design, and operational arrangements— including the “without projectâ€? scenario—based on their potential E&S impacts. It evaluates the feasibility of mitigating these impacts for each alternative, taking into account the capital and recurrent costs of mitigation measures, their appropriateness and effectiveness under local conditions, and the institutional, training, and monitoring requirements they may entail. Where possible, the E&S impacts of each alternative are quantified, and economic values are assigned to these impacts when feasible. Section 7 - Mitigation Measures: The assessment identifies appropriate mitigation measures and highlights any significant residual negative impacts that cannot be fully mitigated, while also evaluating the acceptability of those residual impacts to the extent possible. It outlines differentiated measures to ensure that adverse effects do not disproportionately affect disadvantaged or vulnerable groups and provides the indication of the party/parties responsible for implementation of the measures and/or their monitoring. Additionally, the assessment specifies which issues require no further analysis, providing a clear rationale for this determination. It also offers guidance for the preparation of specific sub-management plans aimed at addressing impacts on various valued E&S components. Section 8 - Design Measures: The assessment outlines the rationale for selecting the proposed project design, detailing the considerations that led to its adoption over other options. It specifies the applicable Environmental, Health, and Safety Guidelines (EHSGs), or, where the EHSGs are deemed inapplicable, provides a justification for the recommended emission levels and pollution prevention and abatement measures. These recommendations are aligned with Good International Industry Practice (GIIP) to ensure E&S sustainability. Appendices: The appendices include a list of individuals and organizations that contributed to the preparation of the E&S assessment. It also provides a comprehensive list of references, data sources, and others, including both published and unpublished materials utilized throughout the assessment process. Additionally, the appendix contains a detailed record of meetings, consultations, and surveys conducted with stakeholders—particularly affected communities and other interested parties—along with the methods used to facilitate their engagement and gather their input. Relevant data referenced or summarized in the main text is presented in accompanying tables. Finally, the appendix includes a list of associated reports and plans developed as part of the assessment as well as a summary of the Terms of Reference (ToR) guiding the preparation of the ESIA and related instruments. 1.5 Baseline Data Collection and Study Period Baseline environmental and social data for the ESIA were collected to establish a comprehensive understanding of existing conditions within the Project Area of Influence prior to construction. The baseline studies were designed to support the identification and assessment of potential Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 5 environmental and social risks and impacts associated with the Project and to inform the development of appropriate mitigation and management measures. Data collection was undertaken using a combination of desk-based review of available reports and official datasets, field surveys, site observations, and stakeholder consultations. Environmental baseline studies covered key aspects such as air quality, noise, vibration, surface and groundwater resources, biodiversity, and physical cultural resources, while social baseline data focused on land use, population characteristics, livelihoods, community infrastructure, and stakeholder concerns. Field-based baseline surveys and data collection activities were conducted during 2023 and 2024, taking into account seasonal conditions where relevant. Secondary data were obtained from national and local authorities, previous studies, and publicly available sources. The baseline information presented in this ESIA reflects the best available data at the time of assessment and provides the basis for evaluating Project-related risks and impacts. 1.6 Approach and Impact Assessment Methodology 1.6.1 E&S Assessment Approach Within the scope of the ESIA Report, the following topics have been addressed and included in the ESMP: â–ª Key performance indicators and monitoring methodology to be evaluated within the scope of monitoring, â–ª Actions to enhance and strengthen E&S management capacity, along with training for personnel, â–ª Implementation schedule and cost estimates for impact mitigation, monitoring, and capacity development efforts. In the preparation of the ESMP and sub-management plans, an E&S assessment approach have been employed. In line with the WB-ESF, the ESIA identifies potential environmental and social risks and impacts at an early stage, while the ESMP sets out the measures to eliminate, minimize, or mitigate these identified risks and impacts. The E&S approach have been applied throughout all elements of the Project. Prediction is the first step in determining and evaluating impacts, followed by a formal impact assessment procedure. The main steps of impact assessment are provided in Figure 1-1. Mitigation and Impact Assessment Residual Impacts Impact Prediction Evaluation of the Recovery of Impacts Assessment of the significance of the Determining the significance of the identified potential necessary actions to Identification of identified mitigation prevent/mitigate the potential impacts impacts, taking into measures and residual account their magnitude, adverse impacts arising resulting from project impacts if the measures from project activities activities probability of occurrence are implemented and sensitivity. and increase the positive effectively impacts Figure 1-1 Impact Assessment Steps After the impacts are assessed through several steps as mentioned above, necessary mitigation measures to minimize the adverse impacts and risks, monitoring activities for the full compliance of the requirements, relevant responsible personnel who will continuously take actions and monitor the performance are defined within the ESIA report. 1.6.2 E&S Impact Rating Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 6 The methodology to be used for the characterization of E&S impacts arising from the implementation of the Project has been developed based on the methodologies described in the United Kingdom’s (UK) applicable government publications on EIA (Institute of Environmental Management and Assessment (IEMA), 2011: The State of EIA Practice in the UK, Scottish Natural Heritage’s Handbook on EIA (2013) and other available guidance documents on impact assessment (Canter, 1993, Standards Association of Australia, 1999, etc.). In accordance with good ESIA practice, the significance of impacts will be determined based on the sensitivity of the receptor and the overall magnitude of the Project’s impact on that specific receptor. The magnitude of the impact is determined using quantitative or, where this is not possible, qualitative methods based mainly on professional judgement. An environmental and/or social impact may be beneficial or adverse. The sensitivity of the receptor will be determined based on the baseline information, which takes into consideration the public interest, designations, legal requirements, acceptability, sustainability, etc., and also where relevant, in consultation with the affected communities. The overall magnitude of an impact or risk is determined by a comprehensive analysis of the criteria which may encompass the following: â–ª Geographical extent (wide, local or restricted) â–ª Reversibility (long term reversible/irreversible, medium-term or short-term reversible) â–ª Duration (long term, medium term or short term) â–ª Frequency (continuous, recurrent, intermittent or one-off) Criteria for magnitude factors are provided in Table 1-1. Table 1-1 Magnitude Factors and Scales Magnitude Scales Factors High Medium Low Geographical Wide Local Restricted extent Beyond the AoI Within the AoI Within the construction site Irreversible/ Long-term reversible Medium-term reversible Short-term reversible Reversibility Reversible during construction Reversible after the operation Reversible within the operation phase or after one year of period or irreversible period construction period Long-term Medium-term Short-term Duration After the operation period Within the operation period Within construction period Frequency Continuous/ Recurrent Intermittent One-off/rare Significant Moderate Minimal Severity Significant potential Moderate potential Minimal potential change/damage change/damage, limited or no change/damage and/or costly or effective and feasible mitigation mitigation measures ineffective mitigation measures measures * Calculation of overall magnitude: In the table, "High" will be assigned 3 points, "Medium" 2 points, and "Low" 1 point. In total; (5-6 Points: Negligible, 7-9 Points: Low, 10-12 Points: Medium, 13-15 Points: High) General criteria to be taken into consideration when determining sensitivity of the receptor and the overall magnitude are provided in Table 1-2, whereas specific assessments and methodological variations (if any) for each environmental and/or social component is presented in this ESIA Report. Table 1-2 General Criteria for Identification of Receptor Sensitivity and Impact Magnitude Levels Impact magnitude Level Receptor Sensitivity Adverse Beneficial Highly important (national and Loss of resource and/or quality and Large scale or major improvement of international scale of importance), integrity of resources; severe resource quality; extensive restoration High high rarity, potential for damage to key characteristics, or enhancement; major improvement of substitution very limited features or elements. attribute quality. Moderately important (regional Loss of resource, but not adversely Benefit to, or addition of, key scale of importance) and moderate affecting the integrity; partial loss Medium characteristics, features or elements; rarity, potential for substitution of/damage to key characteristics, improvement of attribute quality. limited features and elements Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 7 Impact magnitude Level Receptor Sensitivity Adverse Beneficial Some measurable change in Minor benefit to, or addition of, one attributes, quality or vulnerability; (maybe more) key characteristics, Minor importance (local scale of Low minor loss of, or alteration to, one features or elements; some beneficial importance), not rare (maybe more) key characteristics, impact on attribute or a reduced risk of features or elements negative impact occurring. No or very minor loss or detrimental No or very minor benefit to or positive No or very low importance and alteration to one or more Negligible addition of one or more characteristics, rarity characteristics, features or features or elements elements Following the identification of receptor sensitivity and overall magnitude of an impact on that specific receptor, the significance of the impact will be determined by using a standard matrix style approach, which consists of a 4x4 matrix. The matrix and general descriptions of each significance level identified in the matrix are provided in Table 1-3. Table 1-3 Significance Assessment Matrix Receptor Sensitivity High Medium Low Negligible Magnitude High Major Major Moderate Minor Overall Medium Major Moderate Minor Minor Low Moderate Minor Minor Negligible Negligible Minor Minor Negligible Negligible Source: Adapted from IEMA, 2011; UK HA 205/08 Volume 11, Section 2; Canter, L., 1993; and other impact assessment methodology guidance/handbooks. Impacts are considered to be very important and are likely to be material in decision-making, which would be associated with sites or features of international, national or regional importance as well as local importance if the Major site or feature is subject to a major change. Mitigation measures are imperative to reduce the significance to lower levels before proceeding with the Project. Impacts are not likely to be key decision-making factors. The cumulative impacts of such factors may influence the decision-making if they lead to an increase in the overall adverse impact on a particular receptor. If possible, impact Moderate significance is to be reduced to lower levels by taking mitigation measures; otherwise, acceptance of associated risks is required for proceeding with the Project. Impacts may be raised as local factors, which are unlikely to be critical in the decision-making process, but important Minor in enhancing the subsequent design of the Project. Assurance of compliance with standards and safety criteria is sufficient to proceed. No impact or impacts are beneath the level of perception so that they are acceptable with normal operating Negligible procedures. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 8 2 LEGAL AND INSTITUTIONAL FRAMEWORK The administrative structure in Türkiye encompasses both central and local administrations. The central administrative units are represented by ministries. which extend services to local regions through their respective local branches. These branches encompass provincial organizations under the governor's jurisdiction, as well as district organizations under the oversight of district governors. Furthermore, Türkiye is comprised of various provinces, each managed by smaller local administrations that include municipalities and villages/neighborhoods. The administrative leadership within these units is vested in mayors for municipalities and mukhtars for villages/neighborhoods. Detailed descriptions of the national legislation and international standards relevant to the Project are provided in Appendix-10; therefore, in this section, the GAP Analysis is presented. GAP Analysis Within the scope of this ESIA Report, a Gap Analysis has been conducted to identify the requirements of the WBG EHSG that are relevant to the project. The study also examines the extent to which national legislation covers these requirements and identifies the gaps, along with the measures proposed to bridge these gaps in the present project Table 2-1. Table 2-1 Comparison Between National Legislation and WB ESSs Gaps between the Turkish Legislation and WB Measures to bridge gaps/standards to be ESS* ESSs followed in this project According to national EIA Regulation projects are The main gaps between the national EIA and the ESS1 classified into two categories as Annex I and Annex II are as follows: projects, which is mainly based on magnitude or â–ª The process of integrating social impact capacity of planned investment, rather than assessment into the Turkish EIA has started in associated risks and impacts. Therefore, Projects are recent years. Especially with the EIA Regulation screened with respect to Annex I and Annex II of the published in the Official Gazette dated 29.07.2022 EIA Regulation. However, The WB classifies all and numbered 31907, social impact assessment projects into one of four classifications: High Risk, has started to be included in Turkish EIA. Turkish Substantial Risk, Moderate Risk or Low Risk by taking EIA process is currently open for improvement but into consideration the type, nature, location, requires a fully integrated process to reach ESS1. sensitivity and scale of the Project, proportional to the â–ª In addition, the requirement to address cumulative significance of the Project’s potential E&S risks and impacts of other concurrent other projects is impacts. Projects are screened on a case-by-case limited in Turkish EIA legislation. Under ESS1, basis. The INRAIL Project is being evaluated within cumulative impact assessment is in a more the scope of Annex I of the national EIA Regulation, important position. Additionally, where the project ESS1 and a detailed EIA study will be conducted within the involves specifically identified physical elements, Assessment scope of the project. In addition, the project has been aspects, and (associated) facilities that are likely and identified as a Substantial Risk under the WB ESF. to generate impacts, environmental and social Management of To address this gap, an ESMP has been prepared in risks and impacts have to be identified in the E&S Risks and line with the WB ESF as part of the Project, together context of the project’s area of influence (AoI) Impacts with this ESIA. The Final ESIA and Final ESMP will under ESS1. be updated by AYGM as required once the Project â–ª The preparation of ESMPs together with the design is finalized. In addition, the D+B Contractor(s) Stakeholder Engagement Plan (during the EIA will be responsible for preparing and implementing the application process) has been included in Turkish contractor’s ESMP and other necessary sub- legislation with the latest regulation. However, the management plans during Project implementation. management plans prepared are less Moreover, SEP including grievance redness comprehensive than the ones required under mechanism (GRM) has also been prepared to ESS1. develop a gender-sensitive GRM procedure that also â–ª In addition, ESS1 supports the use of an effective includes employee complaints, where anonymous grievance mechanism that can facilitate early complaints can be reported, and to eliminate/close indication and prompt remediation for those who this gap. believe that they have been harmed by a client’s Cumulative impacts have been assessed at a actions. strategic level based on available information and will â–ª Supply chain management is also highlighted in be further refined, where required, as part of ESS1. subsequent project stages in line with ESS1. Turkish national laws and regulations are generally Labor Management Procedures has been prepared close to the requirements of ESS2 in labor and working ESS2 for the Project. Moreover, the D+B Contractor will conditions. The GRM for workers is the most important Labor and prepare project level Labor Management Plan gap between the national legislative requirements and Working including gender equality and anti-discrimination, ESS2. There are no specific requirements for the Conditions Sexual Exploitation and Abuse/Sexual Harassment establishment and implementation of a GRM in Turkish (SEA/SH), child labor, forced labor, labor rights and national legislation. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 9 Gaps between the Turkish Legislation and WB Measures to bridge gaps/standards to be ESS* ESSs followed in this project Türkiye is party to a multitude of ILO conventions, freedom of association. Workers will receive written including but not limited to conventions on equal contracts and be provided access to Workers’ GRM. treatment of employees, gender equality, child labor, The Labor Management Procedures establish the forced labor, Occupational Health and Safety (OHS), overarching framework for the worker Grievance right of association and minimum wage. Accordingly, Redress Mechanism, which will be implemented and the current Turkish Labor Law (No.4857) is to large operationalized by the D+B Contractors. extent consistent with international requirements. Most Turkish national laws and regulations are in line with European Union (EU) directives. There is no major gap between ESS3 and Turkish national legislation. National EIA process is quite successful in identifying impacts but does not require provision of a detailed overview of mitigation methods and monitoring. The Final ESIA and Final ESMP will be updated by However, within the scope of ESS3, the client needs to AYGM as required once the Project design is consider alternatives and implement technically and finalized. In addition, the D+B Contractor(s) will be financially feasible and cost-effective options to reduce responsible for preparing and implementing the ESS3 project related GHG emissions during the design and contractor’s ESMP and other necessary sub- Resource operation of the project. management plans during Project implementation. Efficiency and Sub-management plans and monitoring programs The relevant requirements of the WBG EHSG have Pollution have started to be integrated into Turkish legislation been applied to the Project in accordance with the Prevention and with the recent EIA Regulation. Furthermore, there are ESS3. In cases where the Turkish requirements differ Management no major gaps between the impacts and mitigation from the levels and measures presented in the WBG methods in the national legislation and ESS3 on major EHSG, the more stringent one (such as the most environmental issues such as waste, air pollution, stringent discharge and emission standards) has water resources, wastewater, noise level. On the other been applied in the project specifications. hand, ESS3 requires application of pollution prevention and control technologies and practices under the Project consistent with international good practice, as reflected in internationally recognized standards, such as the WBG-EHSG. In Turkish national legislation, the general principles of community health, safety and security are fragmented The Community Health and Safety Management ESS4 under different regulations. The general principles are Plan, as part of the ESMP, will be prepared by the Community like ESS4. However, social issues such as labor influx, D+B Contractor, taking into account both national Health and gender impacts and violence-based risks are more legislation and international standards, ensuring the Safety prominent under the ESS4 along with cumulative effective implementation of the Public Grievance assessment and communication mechanism with Redress Mechanism. external stakeholders. Turkish legislation on land acquisition basically corresponds to the requirements envisaged by ESS5. However, some gaps include Resettlement Plan (RP) Within the scope of the ESS5, the Project includes a preparation, the implementation of the plan, impact Project-specific Resettlement Framework (RF) report assessment on vulnerable groups, restoration of land- with mitigation measures on eliminating the negative based livelihoods and the lack of recognition of informal impacts that may occur on the fixed assets, land users and squatters. agriculture and livestock livelihoods of the local There are the following GAPs between Turkish national people during the construction or transportation legislation and international standards on land process, and a risk assessment regarding the loss of acquisition: livelihood and economic displacement of the local â–ª Buildings and structures are compensated with people in accordance with the WB requirements. depreciations; therefore, full replacement cost is The RF has been developed in accordance with the not provided. ESS5 potential land and livelihood losses caused by the â–ª According to the Resettlement Law (Law No. Land Project impacts, based on the determination of 5543), compensation in kind cannot be made Acquisition, livelihoods of local people, socioeconomic status of except resettlement by the state. Restrictions on households and vulnerable groups in accordance with â–ª Disclosure and stakeholder engagement, Project Land Use and WB ESSs requirements. level grievance mechanism are not defined as a Involuntary In addition, Directorate-General of Infrastructure part of the land acquisition process, Resettlement Investments (AYGM) will prepare the required â–ª Entitlement defining are limited to the legal title Project-specific Resettlement Plan(s) (RP) and holders of the assets or lands for National Livelihood Restoration Plan. This instrument will be Legislation; informal, users, tenants, common land developed concurrently with the preparation of the users are not defined as beneficiary and the PAPs final ESIA and the finalization of the project design. without recognizable claims are not eligible for RP will provide detailed guidance on resettlement expropriation compensation. procedures, compensation measures, and livelihood â–ª In Turkish Resettlement Law, the cut-off date is restoration activities to ensure that affected persons defined a three-year residence time limit for non- are adequately compensated and supported, in line owners. with applicable national legislation and international â–ª Restoration of livelihoods of PAPs are not covered best practices, including the World Bank’s ESF. in national legislation and no requirements are defined for the displaced poor or other vulnerable groups to improve their socioeconomic situation. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 10 Gaps between the Turkish Legislation and WB Measures to bridge gaps/standards to be ESS* ESSs followed in this project Biodiversity assessments made within the scope of the ESIA cover internationally recognized areas of ESS6 There is no gap in terms of policy level but high biodiversity value and habitat assessment. In this Biodiversity internationally recognized areas of high biodiversity context, a Critical Habitat Assessment (CHA) has Conservation value including key biodiversity areas, important nature been carried out. The D+B Contractor will also and areas, important bird areas and important plant areas prepare a Biological Diversity Management Plan as a Sustainable are not fully assessed/considered under national component of the ESMP. Management of legislation. A Biodiversity Management Plan will be prepared by Living Natural There is no requirement for habitat assessment in the D+B Contractors, based on site-specific findings Resources national legislation as well. and the mitigation hierarchy (avoidance, minimization, restoration) defined in this ESIA. The national legislation covers most of the requirements of the ESS8. However, as ESS8 defines the cultural heritage covering both tangible and intangible heritage, Law No. 2863 covers mainly the movable and immovable tangible cultural and natural assets. In terms of cultural management, intangible cultural ESS8 Under ESS8, the preparation of the Chance Find heritage will be considered within the scope of the Cultural Procedure is primarily expected during construction ESIA and Chance Find Procedure will be given as an Heritage activities, especially for the protection of tangible Appendix in the ESMP document. cultural heritage. In contrast, for intangible forms such as socio-cultural aspects, the implementation of a code of conduct (CoC) and providing training to all employees become prominent compared to the national legislation. In the Turkish EIA legislation, EIA Report for the projects in the list of Annex-I will be made available to the public opinion at the headquarters of Ministry of ESS10 Environment, Urbanization, and Climate Change SEP including GRM has been prepared in Stakeholder (MoEUCC) or provincial directorates. Following accordance with the requirements of ESS10. As per Engagement MoEUCC's final assessment of the EIA report, the ESS5, special consultations are included for project and Governor's Office will disclose its reasoned decision persons who will be subject to land acquisition. Information publicly. For the projects in the list of Annex-II, the final SEP/GRM will also be disclosed to stakeholders Disclosure Project Introduction File (PIF) will be disclosed publicly within the scope of the WB requirements. at the Provincial Directorates. Similarly, public information and consultation meetings are held only the projects listed in Annex-I of the Turkish EIA Regulation. In the event of any differences between applicable national requirements and the World Bank ESF, including the ESSs, or international good practice, the more stringent requirement will apply. Roles and Responsibilities of Government Authorities in Permitting and Compliance The implementation of the INRAIL Project is subject to a range of permits, approvals and authorisations issued by different government authorities in accordance with national legislation. The roles and responsibilities of these authorities vary depending on the type of permit and the project phase, including planning, construction and operation. Table 2-2 summarises the key government agencies involved in permitting and regulatory compliance for the Project, together with their respective mandates and oversight responsibilities. This overview is intended to clarify institutional roles and ensure transparency regarding regulatory compliance and supervision throughout the Project lifecycle. Table 2-2 Roles of Key Government Agencies in Permitting and Compliance Permit / Approval Responsible Authority Role and Responsibility Review and approval of EIA Ministry of Environment, Environmental Impact Assessment documents; oversight of Urbanization and Climate Change (EIA) environmental compliance during (MoEUCC) project lifecycle Issuance of environmental permits under the Environmental Permits Environmental Permit MoEUCC (Provincial Directorates) and Licenses Regulation; compliance monitoring General Directorate of Forestry Approval of temporary or permanent Forest Land Use Permit (OGM) use of forest lands; definition of Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 11 Permit / Approval Responsible Authority Role and Responsibility mitigation and afforestation obligations Approval of pastureland conversion; Ministry of Agriculture and Forestry / Pasture Permit compensation and rehabilitation Provincial Pasture Commissions requirements Approval of zoning plans, Relevant Metropolitan / District Zoning / Development Plan Permit development rights and construction Municipalities permits Approval of road connections, Road Access and Connection General Directorate of Highways access points and construction Permits (KGM) / Relevant Municipality works affecting public roads Authorization of water abstraction, State Hydraulic Works (DSÄ°) / Water Use and Discharge Permits discharge and dewatering activities; MoEUCC protection of water resources Relevant Utility Authorities Approval and supervision of Utility Relocation Approvals (electricity, gas, telecom) relocation of existing infrastructure All required permits and approvals will be obtained prior to the commencement of the relevant project activities. Compliance with permit conditions and applicable legal requirements will be ensured by the Project Owner and, during the construction phase, by the D+B Contractors under the supervision of the competent authorities. Regulatory compliance will be monitored through routine inspections, reporting obligations and implementation of the ESMP and the C-ESMP, as applicable. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 12 3 PROJECT DESCRIPTION The INRAIL Project is a strategic infrastructure initiative aimed at establishing a high-capacity, heavy-duty overland railway connection between the European and Asian sides of Ä°stanbul. By addressing a critical gap in the national railway network, the project is expected to significantly enhance Türkiye’s intercontinental rail connectivity and overall logistics efficiency. The Project involves the construction of a 127-kilometer greenfield dual-track railway line, along with full electrification and advanced signalling systems. The alignment runs from Çayırova Station on the Asian side to Çatalca Station on the European side, crossing the Bosphorus via the Yavuz Sultan Selim Bridge, where space has been pre-designated for rail use. In addition, the project includes high-standard rail connections to Ä°stanbul Airport (on the European side) and Sabiha Gökçen Airport (on the Asian side). It is being implemented by AYGM under the Ministry of Transport and Infrastructure (MoTI) of the Republic of Türkiye. 3.1 Project Characteristics 3.1.1 Scope of the Project The Project is a strategic greenfield railway development designed to strengthen Türkiye’s intercontinental rail connectivity by establishing a high-capacity rail corridor between the Asian and European sides of Ä°stanbul. The Project aims to provide a dedicated alternative to the Marmaray Tunnel, particularly for freight transport, while also enhancing multimodal passenger connectivity. The proposed line will extend approximately 127 kilometers and include tunnels, viaducts, and bridges to traverse the complex topography of Ä°stanbul, utilizing the Yavuz Sultan Selim (YSS) Bridge for the Bosphorus crossing. The scope of the Project includes all civil works and infrastructure components necessary for the construction and operation of a fully electrified, double-track, signalized railway line suitable for both freight and passenger services. The Project will involve the development of passenger stations at Sabiha Gökçen Airport and Ä°stanbul Airport. In addition, multimodal freight transfer facilities will be established at these airports as well as at Çayırova and Çatalca. Auxiliary facilities required for the implementation of the INRAIL Project include, but are not limited to maintenance depots, emergency shafts, ventilation structures, construction camps, temporary access roads, logistics and laydown areas, material storage sites, batching plants, quarries, borrow pits, spoil disposal areas, pre-cast yards, worker accommodation facilities, and other temporary construction-support zones identified during detailed design. Associated facilities have now been explicitly listed in the Scope section, including quarries, borrow pits, batching plants, storage areas and other temporary construction support facilities. These facilities are considered part of the overall Project scope in line with World Bank ESF requirements. The Project will be implemented under a D+B contract modality. The ESIA and ESMP have been prepared based on the available design information and will be updated, in accordance with the WB-ESF, as the detailed design progresses and any site-specific changes arise. 3.1.2 Technical Specifications of the Project The railway line, with a total length of 127 kilometers, branches off the Marmaray Line at the Çayırova location, passes by Sabiha Gökçen Airport, turns north after the airport, crosses the Bosphorus via the Yavuz Sultan Selim Bridge, reaches Ä°stanbul Airport, and finally connects to the Halkalı-Kapıkule Line at Çatalca on the European side. To minimize E&S impacts along the alignment, various engineering structures are planned. List of engineering structures and their properties are summarized in Table 3-1. Table 3-1 Engineering Structures List Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 13 Name of Structure Number Length (km) Total Tunnel 25 58.44 Tunnel Boring Machine (TBM) Tunnel 5 37.1 New Austrian Tunneling Method (NATM) Tunnel 20 21.34 Viaduct 42 22,105 Cut-and-Cover Tunnel 15 2,995 Underpass / Overpass 21 - Culvert 37 - For electrification, three transformer centers with a capacity of 154/25 kV each will be constructed. In terms of signaling systems, ERTMS/ETCS/ATP Level 1-2 automatic train protection and control systems will be installed. 3.1.3 Auxiliary Facilities "Auxiliary Facilities" refers to the supporting infrastructure necessary for the effective implementation and operation of the Project. These facilities ensure that construction, maintenance, and energy transmission processes function efficiently. The auxiliary facilities of the Project include: • Construction Sites, • Energy Transmission Lines (ETLs), and • Disposal Areas for Excavated Material. Multiple construction sites can be established for the Project to host temporary facilities such as storage areas, concrete plants, staff accommodations, and disposal areas for excavated material. These sites will also support vehicle and equipment maintenance. Their exact number and locations are not yet determined and will be selected by the future contractor, subject to approval by AYGM, ensuring they are not placed in environmentally protected areas like agricultural lands, wetlands, or water reservoirs. These arrangements are addressed in the ESIA and ESMP. ETLs will be used to transmit electricity generated by the facility to the national grid. The projects and routes of the ETL lines have not yet been finalized as of the date of this report. Under the D+B approach, no auxiliary facility will be established without prior site-specific environmental and social screening in accordance with the ESIA and ESMP requirements. Where necessary, site-specific ESMPs and/or updates to the ESIA will be prepared by the Contractor to address potential environmental and social risks, subject to review and approval by AYGM and the Lenders. Associated Facilities: With respect to Associated Facilities as defined under the World Bank Environmental and Social Framework, the Project does not currently envisage any facilities beyond those described above. All facilities required for the construction, operation, and maintenance of the Project are considered part of the Project scope and are covered under this ESIA. Should any facility meet the definition of an Associated Facility at later stages, the same ESF requirements applicable to Project-financed facilities will apply, it will be assessed and managed in accordance with the requirements of the WB ESF/ESSs. 3.1.4 Project Lifespan and Labor Demands The INRAIL Project is planned to be implemented over an estimated period of 6 to 7 years, with construction activities expected to commence in the near term and operations targeted to begin by mid-2032. The Project's implementation will require a significant labor force across multiple phases, including planning, construction, and operations. Based on current construction planning, the INRAIL Project is expected to require a peak workforce of approximately 1,500–2,000 workers during the construction phase. This workforce will include unskilled and semi-skilled laborers, skilled workers, tunnel and railway technicians, machine operators, engineers, OHS staff, and management personnel. A portion of this Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 14 workforce—primarily specialized or managerial staff—is expected to originate from outside the region, resulting in a temporary labor influx into the Project’s Area of Influence (AoI). Preliminary assessments indicate that most of the construction workforce will be accommodated in designated labor camps, while a smaller number of specialized personnel may reside in nearby settlements. Final workforce distribution, labor influx levels, and accommodation arrangements will be confirmed during the detailed design and contractor mobilization stages. During the operation phase, the Project is expected to employ approximately 50–75 personnel for train operations, maintenance, control systems management, and safety monitoring. These operational staff requirements are long-term and will not create significant labor influx–related impacts. During both the construction and operation phases, the Project will employ a large number of workers including: • Direct workers, employed by the implementing agency and contractors; • Contracted workers, engaged through third-party construction and service providers; • Primary supply workers, involved in the provision of key materials and equipment for the Project. In line with national legislation and international standards, the Project will adhere to Türkiye’s labor laws and relevant International Labour Organization (ILO) conventions, to which Türkiye is a party. These include key provisions on: • Non-discrimination and equal opportunity in employment, • Freedom of association and the right to collective bargaining, • Prohibition of child labor and forced labor, • Minimum working age and wage regulations, • Occupational health and safety (OHS) standards and measures, • Grievance and dispute resolution mechanisms. Risks related to child or forced labor are not expected in this Project. This ESIA evaluates labor- related risks such as potential violations of equal opportunity, discriminations, gender-based violence (GBV), or harassment in the workplace, while the corresponding mitigation measures and monitoring systems are covered in the ESMP. A LMP is developed in accordance with both Turkish labor law and internationally recognized standards, including the WB’s ESF. The LMP provides a comprehensive framework to manage labor-related risks and obligations during the Project lifecycle and serves as the basis for the D+B Contractor(s) to develop their own Labour Management Plans. OHS considerations are integrated into the ESIA and ESMP. These concerns will be further addressed by the D+B Contractors through C-ESMP and sub-management plans, ensuring alignment with both national regulations and WB’s guidelines. The OHS risk assessment will cover both construction and operational phases of the Project. The operation phase will also require a smaller but stable workforce for rail operations, maintenance, and monitoring activities. Employment opportunities during this phase will contribute to local economic development, particularly in Ä°stanbul and surrounding regions. 3.1.5 Project Alternatives The alternatives evaluated for the Project are listed and discussed in Section 6 of this report. 3.2 Project Location INRAIL will be located on both the Asian and European sides of Ä°stanbul. The railway line will begin near Çayırova Station in Kocaeli Province (Asian side) and extend westward to Çatalca Station in Ä°stanbul Province (European side). The location map of the Project is given in Appendix Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 15 2.1, topographic maps are available in Appendix 2.2 and the satellite maps of the also shown in Appendix 2.3. The Project alignment traverses multiple districts within the provinces of Kocaeli and Ä°stanbul. Detailed information on the Project footprint, surrounding land use, sensitive receptors, and landscape and visual context is provided in the relevant annexes, including Appendix 4 (Lanscape and Visual), Appendix 5 (Nearest Sensitive Receptors), and Appendix 8 (Expected Amount of Excavation Material with Expected Usage Area). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 16 4 BASELINE DATA 4.1 Determination of the Area of Influence ( AoI) According to the “Regulation on Control of Air Pollution from Industrial Sourcesâ€?, which was published in the Official Gazette dated 03.07.2009 and numbered 27277, the impact area is defined as the area with a radius of 50 (fifty) times the height of the stack from the center of the emissions. For facilities with an effective height of emissions less than 30 m from the ground, the facility impact area is a square area with a side length of 2 km. If the surface distribution of off-stack emission sources (area source) is greater than 0.04 km2, the facility impact area is a square area with a side length of 2 km, with the area source in the center of the square. The facility impact area is taken as basis in determining the surface distribution of emission sources. The Investigation Area is a square area with a side length of 1 km within the facility impact area. In special cases where a decision on pollution cannot be made, the side lengths of the investigation area are taken as 500 meters. For the INRAIL Project, the general AoI has been determined as 500 meters from the project alignment in all directions. This decision considers not only emissions dispersion, but also additional environmental and social parameters: • Noise and Vibration impacts are expected during construction and are typically significant within a few hundred meters. • Ecological Effects such as habitat disturbance and vegetation clearance are concentrated close to the corridor. • Community Impacts (e.g., access limitations, temporary nuisances) generally occur within a short distance from the alignment. • Land Use and Visual Impacts are also most prominent within the 500-meter buffer. The INRAIL alignment largely falls within the Area of Influence of the Northern Marmara Motorway, with only limited sections outside this zone. While the motorway is already operational, INRAIL is still under planning and construction. Given the similar linear nature of both infrastructures, the methods used to determine the AoI in the Northern Marmara Motorway ESIA have been applied for INRAIL as a reference. In the NMM ESIA, a 500-meter AoI was considered sufficient to encompass environmental and social impacts. Applying the same distance for INRAIL ensures that the assessment covers potential cumulative and corridor-specific impacts, while maintaining consistency with prior regional infrastructure projects. At this stage, the 500-meter corridor has been considered sufficient to cover the expected construction and operation-related impacts based on the current design. Noise monitoring was conducted at the nearest settlements, all of which are located within this 500 m corridor (See Appendix-3). Similarly, preliminary traffic and haulage impacts, including dust, noise, and load effects on local roads, have been evaluated; however, a more detailed assessment will be conducted once the final alignment and logistics routes are confirmed. Area-based assessments for hydrogeological impacts are provided in Section 4.2.4. Based on the findings of these studies, groundwater impact areas will be redefined in subsequent phases if necessary. Area-based assessments for hydrogeological impacts are provided in Section 4.2.4. Based on the findings of these studies, groundwater impact areas will be redefined in subsequent phases if necessary. In addition to the main project corridor, the Area of Influence (AoI) also includes areas associated with potential excavated material disposal sites and any new borrow areas that may be identified for sourcing sand, gravel, rock, or soil during construction. These locations are considered part of the Project’s AoI due to their potential environmental and social interactions, including land use, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 17 transport, dust, noise, and community safety aspects. The specific locations and characteristics of such sites will be confirmed during detailed design and assessed in accordance with the same environmental and social management requirements applicable to the main project alignment. Furthermore, the 500-meter AoI allows for an integrated assessment of multiple impact pathways, including interactions with the existing motorway, and provides a basis for planning mitigation measures to protect both environmental and social receptors. This distance also aligns with international best practice for linear infrastructure projects of comparable scale and complexity. Considering all these factors, the AoI for the INRAIL Project is set at a general 500 meters in all directions from the alignment, supplemented by topic-specific refinements (e.g., for hydrogeology, traffic, and noise) as the Project design advances. All these considerations have been taken into account, and this section has been further detailed accordingly. This AoI is illustrated in Figure 4-1. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 18 Figure 4-1 Project’s Area of Influence Map Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 19 4.2 Baseline Environmental Conditions 4.2.1 Meteorological and Climatic Conditions This section evaluates the climatic profile of Ä°stanbul and Kocaeli based on long-term meteorological data from 1950 to 2024. Key indicators such as monthly average temperature, maximum and minimum temperatures, precipitation levels, number of rainy days, and sunshine duration are analyzed to establish the current climate conditions. These parameters form the basis for understanding INRAIL Project location overall climate regime and serve as a baseline for monitoring climate change impacts and supporting environmental assessments. This data- driven analysis provides insight into seasonal variations, vulnerability to extreme weather events, and overall climatic trends observed in the region. Ä°stanbul is located in a transitional climatic zone where both Mediterranean and Black Sea climate characteristics are observed. Due to its geographic location and topographical variations, the city exhibits significant microclimatic differences, particularly between coastal areas and inland regions. Long-term meteorological conditions are given with Table 4-1. Table 4-1 Long-Term Meteorological Data for Ä°stanbul (1950–2024)1 Avg. Avg. Max Avg. Min Avg. Precip. Rainy Days Sunshine Duration Month Temp (°C) Temp (°C) Temp (°C) (mm) (days) (hrs) January 5,5 9,0 2,2 99,0 13,2 2,4 February 6,0 9,7 2,7 78,6 11,4 3,3 March 7,8 12,0 4,2 68,2 10,8 4,4 April 12,0 16,4 8,0 44,9 9,3 6,4 May 16,8 21,7 12,6 41,7 8,4 8,5 June 21,5 26,7 17,5 36,3 5,5 10,5 July 24,4 29,4 20,6 34,7 3,2 11,0 August 24,5 29,6 20,7 48,0 3,8 10,5 September 21,1 26,2 17,2 61,0 6,4 8,3 October 16,5 21,2 12,7 97,1 9,5 5,8 November 12,0 15,8 8,7 95,0 11,2 3,5 December 8,2 11,5 5,1 109,4 13,0 2,2 Annual Avg. 15,0 19,7 11,1 813,9 115,0 6,1 The annual average temperature in Ä°stanbul is approximately 15 °C. The warmest months are July and August, with average temperatures reaching 24.4–24.5 °C. January is the coldest month, with an average temperature of around 5.5 °C. Average maximum temperatures peak at around 29–30 °C in the summer, while average minimums drop to 2–3 °C in the winter. Frost and occasional snowfall can occur, especially in elevated inland districts. The annual average precipitation is approximately 814 mm. The wettest months are December (109.4 mm) and January (99.0 mm), while the driest period is observed during the summer, particularly in July and August (around 35–48 mm). This distribution indicates seasonal irregularities in rainfall. Ä°stanbul experiences an average of 115 rainy days per year, with most occurring in the winter months. During the summer, the number of rainy days drops significantly, averaging fewer than four days per month. Sunshine duration reaches its peak in July (11.0 hr/day) and drops to as low as 2–3 hr/day in winter. As a result, according to the Köppen–Geiger climate classification, Ä°stanbul is generally classified as Csa (Mediterranean climate with hot, dry summers) in some inland and southern parts, and Cfa (humid subtropical climate) or Cfb (temperate oceanic climate) in coastal and northern districts. This reflects the city's climatic diversity, influenced by its complex topography, land –sea interactions, and urban microclimates. 1 https://www.mgm.gov.tr/veridegerlendirme/il-ve-ilceler-istatistik.aspx?k=A&m=ISTANBUL Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 20 Kocaeli, located in the northwestern part of Türkiye, is influenced by both the Black Sea and Mediterranean climates, and exhibits transitional climate characteristics due to its unique topography and coastal proximity. The province is characterized by warm summers, mild winters, and relatively high annual precipitation. Long-term meteorological conditions are given with Table 4-2. Table 4-2 Long-Term Meteorological Data for Kocaeli (1929–2024) Avg. Temp Avg. Max Avg. Min Avg. Precip. Rainy Days Sunshine Duration Month (°C) Temp (°C) Temp (°C) (mm) (days) (hrs) January 6.2 9.8 3.3 93.0 16.95 2.5 February 6.7 10.7 3.5 76.0 14.83 3.0 March 8.6 13.3 4.9 71.5 13.99 4.0 April 13.0 18.6 8.5 51.3 11.22 5.8 May 17.6 23.3 12.8 48.4 9.80 7.3 June 21.7 27.5 16.6 55.5 8.28 8.9 July 23.9 29.6 19.0 44.9 5.77 9.5 August 24.0 29.8 19.3 42.8 5.02 9.0 September 20.5 26.2 16.1 58.6 7.27 7.1 October 16.2 21.1 12.5 85.0 11.40 4.7 November 12.2 16.5 8.8 79.1 12.38 3.6 December 8.5 12.0 5.5 107.9 16.24 2.6 Annual 14.9 19.9 10.9 814.0 133.2 5.7 The annual average temperature in Kocaeli is 14.9 °C. July and August are the warmest months, with averages of around 24 °C. The coldest month is January with an average of 6.2 °C, indicating a relatively mild winter typical of a temperate climate zone. The highest recorded temperature was 44.1 °C in July, while the lowest was -18.0 °C in February. These values show that Kocaeli occasionally experiences extreme weather events, especially during continental air mass intrusions in winter and heatwaves in summer. Kocaeli receives an annual average of 814 mm of precipitation, closely aligned with national averages. The wettest months are December (107.9 mm) and January (93.0 mm), while the driest period occurs in summer—particularly in July and August with precipitation below 45 mm. This pattern reflects a clear seasonal rainfall regime, with winter peaks and summer minimums. The province records approximately 133 rainy days per year. The months with the highest number of rainy days are December and January, with over 16 days on average, while the driest periods are again in the summer months (fewer than 6 rainy days). Sunshine duration varies considerably throughout the year, from a low of 2.5 hr/day in January to nearly 9.5 hr/day in July. As a result, according to the Köppen–Geiger climate classification, Kocaeli generally falls within or near the Cfa (humid subtropical climate with hot summers) or Cfb (temperate oceanic climate) categories. This classification reflects the region’s relatively mild winters, warm and humid summers, and the absence of a distinct dry season. 4.2.2 Land Use and Soil 4.2.2.1 Land Cover Characteristics Land use and land cover characteristics within the project area have been assessed using the CORINE Land Cover 2020 dataset, developed under the Coordination of Information on the Environment (CORINE) Programme led by the European Environment Agency. This dataset provides standardized land cover and land use information across Europe, generated through satellite imagery and computer-assisted visual interpretation methods. The CORINE system enables consistent tracking of environmental changes, supports rational management of natural resources, and contributes to the development of data-driven environmental policies. CORINE land cover maps of Project’s AoI are provided in Appendix-2.4. The land use analysis indicates that forests and semi-natural areas represent the largest share of the surveyed area (37.66%), followed by artificial surfaces (31.27%) and agricultural areas Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 21 (29.54%), which occur in relatively comparable proportions. Water bodies constitute only 1.53% of the total area. This distribution reflects that the Project corridor traverses a mosaic of natural habitats and areas subject to significant human influence. Consequently, both natural ecosystems and modified land uses (settlements, infrastructure, and agricultural lands) will require careful consideration in the planning and implementation of mitigation measures. The relatively high proportion of artificial surfaces and agricultural areas also suggests that some sections of the alignment may offer opportunities to minimize impacts on high-value natural habitats by optimizing the alignment or construction methods. Detailed CORINE Land Cover data within the AoI is presented in Appendix 2.4 and summary of the results of the analyses according to construction sections are presented in Figure 4-2. Water Bodies, 1.53% Artificial surfaces, Forests and semi-natural 31.27% areas, 37.66% Agricultural areas, 29.54% Figure 4-2 CORINE Land Cover Data within the Project’s AoI 2 4.2.2.2 Major Soil Groups Major soil groups corresponding to the study corridor have been described based on the land asset data of the former Abolished Ministry of Food, Agriculture and Livestock for Ä°stanbul and Kocaeli provinces. Maps of the main soil groups, including their areas, are presented in Appendix 2.5, also the summary of the results of the analyses done in this scope are provided in Figure 4-3. 4.2.2.3 Erosion Erosion level assessment corresponding to the study corridor have been described based on the land asset data of the former Abolished Ministry of Food, Agriculture and Livestock for Ä°stanbul and Kocaeli provinces. Erosion level maps including their risks are presented in Appendix-2.6. The results of the analyses done in this scope are provided in Figure 4-4. 2 Artificial surfaces include continuous and discontinuous urban fabric, industrial or commercial units, road and rail networks, airports, mineral extraction sites, dump sites, construction sites, and sport and leisure facilities. Agricultural areas include non-irrigated arable land, permanently irrigated land, pastures, complex cultivation patterns, and land principally occupied by agriculture with significant areas of natural vegetation. Forests and semi-natural areas include broad-leaved forest, coniferous forest, mixed forest, natural grassland, and transitional woodland shrub. Water bodies include water courses, standing water bodies, and marine waters – sea and ocean. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 22 V, YR, Settlement BJ, Dam, BJ, Dam, S1, None or Very Vertosols, Area, 7.40% YR, 0.06% 0.06% Settlement Little - R1, Slight, 7.32% 16.30% Area, 7.40% R, Rendzinas, A, Alluvial 7.71% Soils, 5.64% S2, Moderate - R2, Moderate, S3, Severe- 18.85% R3, Severe, N, Non-Calcareous 57.40% Brown Forest Soils, 71.88% Figure 4-3 Major Soil Groups Data within the Figure 4-4 Erosion Levels Data within the Project’s AoI Project’s AoI 4.2.3 Landscape and Visuals This section presents the existing landscape character and visual quality of the areas along the proposed INRAIL Project alignment. The assessment considers topography, land use, vegetation cover, landscape features, and scenic value, as well as the visual sensitivity of nearby receptors such as residents, road users, and recreational areas. The baseline understanding of the landscape and visual context forms the basis for identifying and evaluating potential visual impacts during construction and operation phases of the Project. The Project corridor traverses a variety of landscape units, including agricultural lands, forested areas, semi-urban zones, and industrial areas. The visual impact potential of the Project varies depending on the elevation, line-of-sight availability, and the presence of sensitive visual receptors. Methodology for Landscape and Visual Sensitivity Assessment The assessment of landscape and visual characteristics along the INRAIL Project corridor is based on a combination of desktop analysis, site visits, and interpretation of topographical and land use data. The evaluation framework considers the following four key components: Landscape Type This refers to the predominant physical and visual characteristics of the area, including natural or human-modified features. The landscape is classified based on land use (e.g. agricultural, forested, industrial), terrain (e.g. flat, undulating, hilly), and vegetation cover. Visibility Visibility assesses the extent to which the Project components would be visible from a given location. This is influenced by line of sight, elevation differences, vegetation, buildings, and other obstructions. Visibility is categorized as: • High: The project area is clearly visible with little or no obstruction. • Medium: Partial visibility due to intermittent screening by vegetation or terrain. • Low: The project is largely screened and not easily visible. Landscape Value Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 23 This criterion reflects the aesthetic, cultural, and ecological importance of the landscape. It is determined based on visual quality, presence of protected or scenic areas, land use integrity, and the extent of human modification. Categories include: • High: Landscapes with natural beauty, cultural or ecological value (e.g. protected forests, heritage zones). • Medium: Ordinary rural or semi-natural areas with moderate visual interest. • Low: Visually degraded or heavily industrialized environments. Visual Sensitivity Visual sensitivity is derived by integrating the three criteria above and considering the nature of the visual receptors (e.g. residents, travelers, recreational users). Areas with higher visibility, higher landscape value, and receptors with greater susceptibility to visual change are assigned higher sensitivity levels: • High Sensitivity: Residential areas, recreational sites, or protected landscapes with high visibility. • Medium Sensitivity: Agricultural or mixed-use areas with moderate visibility and landscape value. • Low Sensitivity: Industrial zones or infrastructure corridors with limited visibility and low landscape value. This structured methodology ensures a consistent and transparent approach in identifying visual impact risks along the Project route. The resulting sensitivity ratings are used to inform the landscape impact assessment and guide the development of mitigation measures. A visual classification was conducted to evaluate visibility, landscape value, and overall visual sensitivity along the Project corridor. According to the analysis, approximately 45% of the alignment passes through tunnels, thereby having no visual exposure. Among surface areas, zones with medium visual sensitivity are most common (35%), followed by areas with low (8.7%) and high (6.7%) sensitivity. Notably, while 28% of the corridor has high landscape value, much of it overlaps with low visibility areas, suggesting that the actual perceived visual impact remains limited. The combined assessment indicates a generally low to moderate visual impact potential across the route (See Figure 4-5). 40.00% 34.02% 35.32% 28.27% 30.00% 20.00% 8.68% 6.68% 10.00% 0.00% Visibility Lanscape Value Visual Sensitivity Low Medium High Figure 4-5 Summary of Visibility, Landscape Value and Visual Sensitivity of the Project Route Among the remaining sections, medium sensitivity areas are the most prevalent, while areas with high sensitivity represent a small portion of the corridor. Notably, some high landscape value zones overlap with low visibility areas, further minimizing potential aesthetic impacts. Detailed analysis results and graphical representation are provided in “Appendix 4 – Landscape and Visual Assessmentâ€?. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 24 4.2.4 Geological and Hydrogeological Characteristics 4.2.4.1 Geology The information provided in this section is based on a detailed literature review of the Project route and its vicinity, reports compiled by related authorities such as General Directorate of Mineral Research and Exploration (MTA), Department of Geological Surveys, G22, F20, F21, F22 Geology Sheets and Meriç-Ergene and Northern Marmara Basins Master Plan Report. 4.2.4.1.1 Regional Geology In Ä°stanbul and its surrounding regions, two major rock assemblages are exposed. These two assemblages, juxtaposed by tectonic activity, are referred to as the Istranca Unit for the metamorphic sequence, and the Ä°stanbul Unit for the non-metamorphic sequence. The Istranca Unit, which occupies wide areas between TekirdaÄŸ and Edirne in the northern part of the Thrace Peninsula, includes schists, quartzites, and magmatic rocks, with a small portion extending into the Ä°stanbul provincial boundaries. In the western and northern parts of the Çatalca district, units belonging to this metamorphic sequence, such as the Tekedere Group, KızılaÄŸaç Metagranite, Åžermat Quartzite, and Mahya Schist, are exposed. The Ä°stanbul Unit contains non-metamorphic Paleozoic and Mesozoic rock units that cover wide areas on both sides of the Bosphorus and in the Kocaeli Peninsula. Terrestrial deposits representing fluvial and lagoon environments of Lower Ordovician age (Kocatöngel Formation and Kurtköy Formation) constitute the oldest surface exposures of the Ä°stanbul Unit within the metropolitan area and its vicinity. During the Early Ordovician, the region, which was above sea level, experienced a transgression represented by the quartzites of the Ordovician-aged Aydos Formation, followed by increasingly deeper and tectonically stable marine conditions during the Silurian–Devonian periods. During this period, from older to younger, the Yayalar Formation (Lower Ordovician) with siltstone- sandstone, the Pelitli Formation (Lower Ordovician–Silurian) reflecting shelf-type carbonate deposition, the Kartal Formation (Lower–Middle Devonian) representing a low-energy open shelf environment with fossiliferous micaceous shales and occasional limestone, and the Denizli Köyü Formation (Upper Devonian–Lower Carboniferous) with nodular limestones indicating an open shelf-slope environment, were deposited. Within the Denizli Köyü Formation, the silicified sediments of the Baltalimanı Member, observed as guide horizons at the uppermost parts, suggest volcanic activity near the marine basin, supplying intense silica during the Early Carboniferous. In the Early Carboniferous, turbiditic currents developed under unstable conditions, represented by the flysch-type sandstone-shale alternations of the Trakya Formation. Due to tectonic activities effective during the Carboniferous–Permian interval, magmatic intrusions developed, represented by the Sancaktepe Granite (Permian), and the area returned to continental conditions. Accordingly, terrestrial deposits of Permian(?)–Early Triassic age (Kapaklı Formation) were deposited. During the Middle–Late Triassic, the region was once again covered by a transgressive sea with intertidal deposits (Demirciler Formation), shelf carbonates (Ballıkaya Formation), and slope deposits (Tepeköy Formation and Bakırlıkıran Formation). No rock units formed during the Jurassic–Early Cretaceous interval have been encountered in the region. The Late Cretaceous is represented by the volcaniclastic-terrigenous sequences composed of andesitic volcanics and flysch-type clastics of the Sarıyer and YemiÅŸliçay Formations. The Upper Cretaceous-aged ÇavuÅŸbaşı Granodiorite is considered a plutonic rock related to island arc volcanism during the closure of the Tethys Ocean. During the Eocene, compressional movements that affected much of Anatolia also impacted the Marmara Basin, including the Ä°stanbul region, leading to intense folding and faulting. It is considered that the Sarıyer-Åžile Fault, which traverses the region in an approximately east-west Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 25 direction and caused the Paleozoic and Mesozoic rock units to overthrust the Upper Cretaceous– Early Eocene sequences, developed as a result of these movements. The olistostromes observed within the shales of the Lower–Middle Eocene Åžile Formation in the Åžile region are understood to have developed under unstable environmental conditions created by these tectonic activities. In the Middle Eocene (Lutetian), the region experienced a new transgression, and during the Middle Eocene–Early Oligocene, the coastal areas of Çatalca and Åžile were covered by a sea where beach and reef deposits accumulated. During the Middle–Late Oligocene, due to tectonic movements affecting the entire Thrace Basin, the region rose again, entering a continental phase that has continued to the present. During this period, fluvial deposits (Kıraç Formation and ÇukurçeÅŸme Formation) and lagoon-lake deposits (DaniÅŸmen Formation and Çekmece Formation), representing the Late Oligocene–Late Miocene interval, developed. The compressional movements oriented roughly north-south caused the development of northwest- southeast and northeast-southwest trending shear fault and joint systems. These shear fractures formed zones of weakness that controlled the morphological development of the Bosphorus and Dardanelles straits, the major river valleys in the region, and the Golden Horn, resulting in zigzag geometries consistent with these orientations. Although these shear faults, which have left clear morphological traces through their zones of weakness, may appear active today, no field evidence such as displacement or pressure ridges indicating current activity has been observed. On the contrary, these fault zones are at least partially covered by continental deposits of Upper Miocene–Pliocene age. Along the project route, Pliocene-aged unseparated terrestrial clastic units, Ordovician-aged terrestrial clastics, Upper Senonian-aged clastic and carbonate units, Upper Eocene–Lower Oligocene-aged volcanic and sedimentary sequences and Quaternary-aged alluvial units are exposed. The general geological map of the project route and impact area is given in Appendix- 2.7. 4.2.4.1.2 Geology of the Project Route and Impact Area The geology of the project route and AoI has been evaluated within the scope of the project in three different sections, each approximately 40 to 42 kilometers in length. Detailed stratigraphic evaluations for each section are presented below under separate headings. 4.2.4.1.2.1 Geology of Project Route - Section 1 Section 1 (starting from Gebze (Çayırova), passing through Sabiha Gökçen Airport Station, and continuing up to Km 38+330; including the Çayırova connection) contains units ranging in age from Emsian–Eifelian to Quaternary, indicating the presence of Paleozoic, Mesozoic, and Cenozoic rocks within the area. The geological units present include Dk, NplQk, OSg, OSga, Oa, Ob, Oku, Okua, PgNomk, PgNomm, Qal, SDyd, SDyig, SDyik, and SDyis. These units consist of sandstone-shale-limestone from the Emsian–Eifelian, conglomerate-sandstone-mudstone from the Upper Pliocene–Lower Quaternary, shale-sandstone and feldspathic quartz sandstone from the Middle Ordovician–Lower Silurian, quartz sandstone-conglomerate, sandstone-shale, feldspathic sandstone-mudstone-conglomerate, conglomerate-sandstone from the Lower Ordovician, sandstone-conglomerate and shale-marl-siltstone-claystone-conglomerate-coal from the Upper Oligocene–Lower Miocene, Quaternary alluvium, reefal limestone-shale from the Wenlock–Ludlow, limestone-shale from the Pridoli–Lochkovian, nodular limestone-shale-siltstone from the Lochkovian–Pragian, and laminated limestone-shale from the Upper Ludlow–Pridoli. The site features a complex lithological diversity characterized by Devonian and Silurian limestones (Kartal, Dolayoba, Gebze, Kaynarca, Sedefadası), Ordovician–Silurian sandstone-shale sequences (GözdaÄŸ, Aydınlı), Ordovician units (Kurtköy, Bakacak, Ayazma), Oligocene–Miocene deposits (Kayalıtepe, MeÅŸetepe), and extensive Quaternary alluvial deposits. This diversity indicates the influence of both primary sedimentary and tectonic processes in shafping the stratigraphy of the area. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 26 Stratigraphy Stratigraphic information regarding the geological formations present in Section 1 is provided below, while the geological map of Section 1 is presented in Appendix-2.7.1. Phanerozoic Cenozoic Quaternary Alluvium (Qal) Extensive alluvial deposits on the Ä°stanbul Peninsula extend along the valleys north of Büyükçekmece Lake and Küçükçekmece Lake. Additionally, broad alluvial plains are observed at the downstream sections of Ayamama Stream and ÇavuÅŸbaşı Stream, as well as in the Çırpıcı Meadow. Furthermore, alluvial deposits have developed in the valleys of Alibey Stream, Kağıthane Stream, Kemerburgaz, and BoÄŸluca. The alluvium, generally composed of interbedded and transitional layers of unconsolidated clay, silt, sand, and fine gravel, exhibits a thickness ranging from 5 m to 25 m. Borehole studies revealed 11 m of alluvium in Haramidere (Tozak, 1982), and 6 m and 11.5 m of alluvium in Baltalimanı. Between Ãœsküdar and Sarayburnu, Bosphorus deposits composed of silt, clay, sand, and gravel present thicknesses ranging from 5 m to 110 m (ÅžimÅŸek, 1987). In the Golden Horn, sediment thicknesses locally reach 20 m, 22 m, 35 m, and 50 m (Ãœnsal, 1987; Haliç, 1988; Ulusu, 1988). In boreholes drilled at the Yarımburgaz marshland, north of Küçükçekmece, an alluvial sequence with a total thickness of 43 m was identified, comprising modern alluvium with a thickness of 3 m at the top, underlain by brownish-yellow sandy and silty clays, followed by black to dark grey, gravelly, organic-rich swamp clays, and gravel layers at the base reaching up to 5 m. In the downstream section of Ayamama Stream, Meriç et al. (1991) examined a Holocene-aged sequence they named "KuÅŸdili", with maximum thicknesses of 23.80 m (including 20 m, 13 m, 6.2 m, and 1.3 m intervals) underlying modern alluvium. The basal parts of the unit consist of gravel, overlain by sands of varying thickness and lateral continuity, and grey to black clays and muds. Formed in a low-energy brackish lagoon-swamp environment, the sequence contains intensive gypsum formations at two distinct levels and includes foraminifera, ostracods, and mollusks. It has been suggested that the same sequence outcrops as a terrace at approximately 40 m elevation on the valley slopes and ridges of the Ayamama Stream, overlying the Bakırköy Formation (Fazlı S. Oktay, personal communication). Neogene Upper Pliocene-Lower Quaternary Karapürçek Formation (NpIQk) The Karapürçek Formation is dated to the Late Pliocene–Early Quaternary (Emre et al., 1998; Gedik et al., 2005b) and is represented by fluvial and alluvial fan deposits consisting of poorly consolidated conglomerate, sandstone, siltstone, claystone, and mudstone. It comprises yellow, yellowish-brown, and red sandstones, gravelly sandstones, and conglomerates, along with greenish-grey siltstones, claystones, and mudstones, generally lacking visible stratification. The conglomerates are poorly sorted, with rounded to sub-rounded clasts, occurring as lenses within sandstones and mudstones (Gedik et al., 2005b). The formation exhibits a maximum thickness of approximately 30 m. It lies conformably, or with possible conformity, over the underlying Darıca Formation and unconformably on older units, while the top surface is marked by an erosional boundary, locally overlain by alluvial deposits. Outcropping around Tuzla and Darıca, the unit was deposited in fluvial and alluvial fan environments. The discovery of large and small mammalian Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 27 fauna within exposures in the region has enabled its age determination as Late Pliocene–Early Pleistocene (Emre et al., 1998; Gedik et al., 2005b). Upper Oligocene-Lower Miocene Kayalıtepe Formation (PgNomk) The Kayalıtepe Formation is dated to the Late Oligocene–Early Miocene (Gedik et al., 2005a, b) and consists of white, light yellow, and locally reddish-pink colored, weathered zones displaying yellowish-red-brown hues, poorly consolidated, cross-bedded quartz sandstones, and conglomerates. The grains, composed of 80–90% quartz and quartzite, exhibit rounded, sub- rounded, and angular shapes with poor sorting characteristics. The unit locally contains claystone lenses and demonstrates good aquifer properties (Gedik et al., 2005a, b). The formation, with a maximum thickness of approximately 100 m, is transitional with the overlying and lateral MeÅŸetepe Formation, while it rests unconformably over older units below. Lacking fossil findings, the unit is represented by fluvial deposits. Named after Kayalı Tepe, the formation crops out in the areas of Samandıra, Battal Gazi, Harmandere, Orhanlı, Göçbeyli, Cumaköy, and Gebze (Gedik et al., 2005a, b). MeÅŸetepe Formation (PgNomm) The MeÅŸetepe Formation is dated to the Late Oligocene–Early Miocene (Gedik et al., 2005a, b) and is predominantly composed of coal-bearing shale, marl, siltstone, and claystone, with lesser amounts of quartz sandstone and conglomerate. The dominant lithology consists of finely laminated, thinly bedded alternations of green-grey, greenish-grey, and dirty white shale-marl- siltstone-claystone, while white, reddish-brown, and locally reddish-pink, cross-bedded, poorly consolidated quartz sandstone and conglomerate lenses are also present. Upsection, sandstones become more dominant, with gravelly sandstones and conglomerates displaying poor sorting and rounded to sub-rounded clasts (Gedik et al., 2005a, b). The formation exhibits a maximum thickness of approximately 100 m, with notable lateral and vertical lithological variations. It is transitional with the underlying and lateral Kayalıtepe Formation and locally lies unconformably on older units, while it is unconformably overlain by younger units. Representing lacustrine, fluvial, and alluvial fan deposits, the age of the formation has been determined based on palynological analyses conducted on the coal-bearing layers (Gedik et al., 2005a, b). Paleozoic Devonian Emsian-Eifelian Kartal Formation (Dk) The Kartal Formation is of Emsian–Eifelian age (Gedik et al., 2005a, b) and comprises, in its lower parts, greywackes and shales locally intercalated with limestone; in the middle, carbonate-rich greywackes and shales with interbedded limestone; and in the upper parts, shales with rare limestone interlayers. It is characterized by grey, greenish-grey, and dark grey-black, thin to medium-bedded sandstones (greywackes), laminated and fissile shales, and occasional clayey limestones. In the middle sections, laminated, bioclastic-turbiditic limestones and sandy limestone-shale alternations are observed. The formation has a thickness of approximately 750 m and transitions conformably from the underlying Ä°stinye Formation to the overlying Büyükada Formation. Lithologies exhibit lateral and vertical gradation without significant lateral facies changes (Gedik et al., 2005a, b). Rich in fossils, the depositional environment of the formation is interpreted as a deep ramp (ramp-type shelf) setting (Önalan, 1988). Named after the Kartal district, the unit crops out in Göztepe, Bostancı, Samandıra, Orhangazi, Aydınlı, and Gebze areas. Pridoli–Lochkovian Gebze Member (SDyig) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 28 The Gebze Member is of Pridoli (late Silurian)–early Lochkovian (early Gedinnian) age (Gedik et al., 2005a, b), comprising dark grey-black, thin to thick-bedded limestones with abundant sparite veins, alternating with dark grey-black limestones, calcareous and bituminous shales. It locally includes pink shale interlayers, with limestones representing carbonate mudstone and wackestone microfacies, displaying an upward increase in bed thickness. The upper levels contain lenticular contributions enriched with grainstones and reefal organisms (Gedik et al., 2005b). It has a thickness of approximately 150 m and transitions conformably from the underlying Sedefadası Member to the overlying Kaynarca Member. Named after Gebze, the member was deposited in lower ramp-type shelf depressions at the base, transitioning to the same ramp environment in the upper parts (Önalan, 1988; Gedik et al., 2005a, b). Upper Ludlow–Pridoli Sedefadası Member (SDyis) The Sedefadası Member is of late Ludlow–Pridoli age (Gedik et al., 2005b) and consists of thin- laminated micritic limestones alternating with grey-pink, calcareous shales. The limestones are grey to dark grey, generally thin-laminated, occasionally thin-bedded, with shale-rich sections exhibiting parallel and rare cross-laminations (Gedik et al., 2005a, b). It has a maximum thickness of approximately 75 m and transitions conformably from the underlying Dolayoba Formation to the overlying Gebze Member. Although no fossil findings have been reported, its age has been determined based on its stratigraphic position (Paeckelmann, 1938; Haas, 1968; Kaya, 1973; Önalan, 1982, 1988). Named after Sedef Island, the member was deposited within intra-shelf basins (shallow ramp-type shelf depressions) and developed in these environments (Önalan, 1982, 1988; Gedik et al., 2005b). Lochkovian–Pragian Kaynarca Member (SDyik) The Kaynarca Member is of Lochkovian–Pragian (Gedinnian–Siegenian) age (Gedik et al., 2005a, b) and comprises dark grey-black, nodular limestones, thin-bedded calcareous shales, siltstones, and shales. The lower parts display nodular limestone-calcareous shale alternations, while the upper parts show nodular limestone-siltstone-shale alternations, transitioning into siltstone and shale dominance towards the top, near the transition to the Kartal Formation. The limestones exhibit carbonate mudstone and wackestone microfacies (Gedik et al., 2005a, b). Its maximum thickness is approximately 75 m, transitioning conformably from the underlying Gebze Member to the overlying Kartal Formation. Rich in fossils, the member was deposited on the low- angle slopes of a ramp-type shelf and is named after Kaynarca, located east of Pendik (Önalan, 1988; Gedik et al., 2005a,b). Wenlock–Ludlow Dolayoba Formation (SDyd) The Dolayoba Formation is of Wenlock–Ludlow age (Gedik et al., 2005b) and consists of light grey, yellowish-grey, pink, and locally light brown, thin to thick-bedded reefal limestones. The limestones are locally recrystallized and dolomitized, with yellow-beige, thin-bedded siliceous shale interlayers near the base. The formation is rich in fossils, including corals (Halysites, Favosites, Heliolites, Syringopora), brachiopods, orthoceras, crinoid stems, and conodonts (Gedik et al., 2005a,b). Lithologically, it is characterized by dolomitic, sparitic, peloidal-sparitic, biosparitic, recrystallized, sandy, and clayey limestones, with upper sections containing large nodular structures, limonitic wackestone, secondarily dolomitized packstone, and grainstone microfacies (Önalan, 1981, 1982). It has a thickness of approximately 100 m, transitioning conformably from the underlying GözdaÄŸ Formation to the overlying Ä°stinye Formation. Name d after Dolayoba, located north of Pendik, the formation represents reef core, inter-reef, and fore- reef deposits (Önalan, 1981; Gedik et al., 2005b). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 29 Silurian Upper Llandovery Aydınlı Member (OSga) The Aydınlı Member is of late Llandovery age (Gedik et al., 2005a, b) and consists of beige-white and yellowish-brown, thin to medium-bedded feldspathic quartz sandstones. It contains a high proportion of plutonic rock fragments with minor shale and siderite contributions and locally includes lenticular conglomerate interlayers. The sandstones are fine to coarse-grained, angular to sub-angular, and are locally intruded by diorite dykes (Gedik et al., 2005a, b). The unit has a thickness of approximately 75 m and does not exhibit significant lateral variation. It transitions conformably from and laterally to the GözdaÄŸ Formation below, and to the Dolayoba Formation above. Rich in fossils, the member has been interpreted as sand bar deposits formed between lagoon-shelf sediments and reef carbonates (Önalan, 1981; Gedik et al., 2005a, b). Named after Aydınlı village north of Tuzla district, the unit can be correlated with the iron-bearing quartz sandstones and quartzites at the base of the Küreihadit Formation in the Kocaeli Peninsula in terms of rock type and stratigraphic position. Ordovician Middle Ordovician–Lower Silurian GözdaÄŸ Formation (OSg) The GözdaÄŸ Formation is of Middle Ordovician–early Lower Silurian (Llandovery) age (Sayar & Schallreuter, 1989) and consists of alternating sandstone (greywacke) and shale. Thin-bedded to laminated siltstone-shale in greenish-grey, grey, and yellowish-brown weathered sections, and dark green to greenish-grey thin to medium-bedded sandstones are distinctive features. The upper levels include purple, brown, and grey siltstone-shale alternations with lenticular feldspathic quartz sandstones (subarkoses), these levels being designated as the “Aydınlı Memberâ€? (Önalan, 1981, 1982). The formation locally includes well-laminated structures and micaceous sandstone- shale alternations. Its thickness ranges from 200–500 m, transitioning conformably from the Aydos Formation below to the Dolayoba Formation above. Fossil-rich, the unit contains cephalopods, brachiopods, trilobites, corals, ostracods, graptolites, and orthoceras fossils (Penck, 1919; Yalçınlar, 1956). Deposited in a lagoon-shelf environment, the formation developed under nearshore, open marine conditions (Önalan, 1981; Sayar, 1984). Lower Ordovician Aydos Formation (Oa) The Aydos Formation is of Early Ordovician age (Baykal, 1962/1963; Haas, 1968) and consists of quartz sandstones and quartz conglomerates. It comprises white, light grey, beige, and reddish- purple, thin to thick-bedded, silica-cemented quartz sandstones with interlayers of monomineralic quartz conglomerates. The lower parts include pinkish-purple quartz sandstones interbedded with siltstone-shale. Sedimentary structures such as large and small-scale cross-bedding, parallel lamination, ripple marks, desiccation cracks, and herringbone cross-bedding are distinctive. Paleocurrent analysis indicates sediment supply from granitic and metamorphic sources to the north-northeast (Önalan, 1981, 1982). Fossil content is limited, with only vertical vermes tubes (Monocraterion) and trilobite traces (Cruziana) present (Kaya, 1978; Önalan, 1981, 1982). The thickness varies between 10–100 m, transitioning conformably from the underlying Kurtköy Formation and passing upward into the GözdaÄŸ Formation. The sedimentological and lithological characteristics indicate deposition in a coastal-marine environment. Ayazma Member (Okua) The Ayazma Member, of Early Ordovician age, is a subarkosic unit located at the top of the Kurtköy Formation (Kaya, 1978). It consists of purple and locally cream-colored, trough cross- Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 30 bedded subarkoses, quartz-rich feldspathic sandstones, fine quartz-pebble-bearing feldspathic sandstones, quartz sandstones, quartz conglomerates, and parallel-laminated shales. The subarkoses are medium-grained, well to moderately sorted, and the conglomerates are well- graded and medium-bedded. It reaches a thickness of up to 75 m, transitioning conformably and laterally from the Kurtköy Formation below and conformably overlain by the Aydos Formation. The fossil-free member is interpreted to have been deposited in a fluvial–coastal (marine) transitional environment based on its stratigraphic position and lithological characteristics (Önalan, 1981). Kurtköy Formation (Oku) The Kurtköy Formation is of Early Ordovician age (Baykal & Kaya, 1965; Haas, 1968; Önalan, 1981) and consists of purple sandstones, mudstones-shales, and conglomerates. It includes pale purple, greyish-purple, red, and rarely greenish-grey, medium to thick-bedded feldspathic sandstones, gravelly sandstones, sandy conglomerates, and conglomerates, with dark purple- burgundy laminated shale layers. The unit is well-cemented, with multi-component grains sourced from metamorphic, magmatic, and volcanic (spilite, andesite) rocks, showing angular to sub- rounded shapes. The upper parts transition into the Aydos Formation with subarkosic characteristics, designated as the “Ayazma Memberâ€? (Önalan, 1981). The formation transitions conformably from the underlying Bakacak Formation and conformably passes into the overlying Aydos Formation. Its thickness locally reaches up to 1000 m, with lateral and vertical lithological variations. Fossil-free, the unit was deposited in a fluvial-coastal environment sourced from granitic and metamorphic terranes in the northeast based on sedimentological and paleocurrent analyses (Önalan, 1981). Bakacak Formation (Ob) The Bakacak Formation is of Early Ordovician (Tremadocian) age (Dean et al., 1997; Gedik et al., 2002) and consists of green to greenish-grey, thin to medium-bedded sandstones alternating with purple laminated shales. The sandstones are highly resistant, displaying chevron splitting, with upward increases in grain size, bed thickness, and sandstone frequency. The formation transitions conformably from the Kocatöngel Formation below to the Kurtköy Formation above, with a thickness reaching up to 750 m. Fossil-free, the unit, based on its stratigraphic position and lithological features, shows a transition from marine deposition at the base to fluvial deposition at the top, suggesting a possible deltaic depositional environment (Gedik et al., 2002). 4.2.4.1.2.2 Geology of Project Route - Section 2 Section 2 (starting at Km 38+330, passing over the YSS Bridge, and ending approximately 12 kilometers before Istanbul Airport) includes geological units ranging from the Lower Ordovician to the Middle–Upper Miocene, illustrating a complex stratigraphy where Paleozoic basement rocks are overlain by Mesozoic and Neogene deposits. The units present in Section 2 are Ct, Ctb, Ctg, Ctk, KTa, Ks, Kyi, Kyr, Oku, PgNomk, PgNomm, Qal, Qp, TRba, TRbk, TRe, TRk, and Tmpb. These consist of Lower Carboniferous sandstone-shale-siltstone, polygenic conglomerate, siltstone-claystone-siliceous shale/greywacke, sandstone with thin interbedded limestone and shale, Upper Campanian–Selandian bioclastic limestone-shale, Upper Cretaceous lava-tuff- agglomerate-conglomerate-sandstone, Upper Santonian–Campanian turbiditic sandstone-shale- tuff-limestone and andesite-basalt-agglomerate-tuff, Lower Ordovician feldspathic sandstone- mudstone-conglomerate, Upper Oligocene–Lower Miocene sandstone-conglomerate and shale- marl-siltstone-claystone-conglomerate-coal, Quaternary alluvium and beach sands, Upper Triassic sandstone-shale, Lower Triassic limestone-calcareous shale-dolomitic limestone, sandy shale-quartzite and basaltic lava, and Middle–Upper Miocene clayey sand and gravel. The wide lithological diversity indicates that Section 2 is characterized by multi-facies structures developed under both continental and shallow marine environmental conditions. Stratigraphy Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 31 Stratigraphic information regarding the geological formations present in Section 2 is provided below, while the geological map of Section 2 is presented in Appendix-2.7.2. Phanerozoic Cenozoic Quaternary Alluvium (Qal) Extensive alluvial deposits on the Ä°stanbul Peninsula extend along the valleys north of Büyükçekmece Lake and Küçükçekmece Lake. Additionally, broad alluvial plains are observed at the downstream sections of Ayamama Stream and ÇavuÅŸbaşı Stream, as well as in the Çırpıcı Meadow. Furthermore, alluvial deposits have developed in the valleys of Alibey Stream, Kağıthane Stream, Kemerburgaz, and BoÄŸluca. The alluvium, generally composed of interbedded and transitional layers of unconsolidated clay, silt, sand, and fine gravel, exhibits a thickness ranging from 5 m to 25 m. Borehole studies revealed 11 m of alluvium in Haramidere (Tozak, 1982), and 6 m and 11.5 m of alluvium in Baltalimanı. Between Ãœsküdar and Sarayburnu, Bosphorus deposits composed of silt, clay, sand, and gravel present thicknesses ranging from 5 m to 110 m (ÅžimÅŸek, 1987). In the Golden Horn, sediment thicknesses locally reach 20 m, 22 m, 35 m, and 50 m (Ãœnsal, 1987; Haliç, 1988; Ulusu, 1988). In boreholes drilled at the Yarımburgaz marshland, north of Küçükçekmece, an alluvial sequence with a total thickness of 43 m was identified, comprising modern alluvium with a thickness of 3 m at the top, underlain by brownish-yellow sandy and silty clays, followed by black to dark grey, gravelly, organic-rich swamp clays, and gravel layers at the base reaching up to 5 m. In the downstream section of Ayamama Stream, Meriç et al. (1991) examined a Holocene-aged sequence they named "KuÅŸdili", with maximum thicknesses of 23.80 m (including 20 m, 13 m, 6.2 m, and 1.3 m intervals) underlying modern alluvium. The basal parts of the unit consist of gravel, overlain by sands of varying thickness and lateral continuity, and grey to black clays and muds. Formed in a low-energy brackish lagoon-swamp environment, the sequence contains intensive gypsum formations at two distinct levels and includes foraminifera, ostracods, and mollusks. It has been suggested that the same sequence outcrops as a terrace at approximately 40 m elevation on the valley slopes and ridges of the Ayamama Stream, overlying the Bakırköy Formation (Fazlı S. Oktay, personal communication). Dune-Beach Sand (Qp) The sands observed along the Black Sea coast are differentiated as dune sands in the inland parts of the coastal zone and as beach sands within the wave action zone. Neogene Upper Oligocene-Lower Miocene Kayalıtepe Formation (PgNomk) The Kayalıtepe Formation is dated to the Late Oligocene–Early Miocene (Gedik et al., 2005a, b) and consists of white, light yellow, and locally reddish-pink colored, weathered zones displaying yellowish-red-brown hues, poorly consolidated, cross-bedded quartz sandstones, and conglomerates. The grains, composed of 80–90% quartz and quartzite, exhibit rounded, sub- rounded, and angular shapes with poor sorting characteristics. The unit locally contains claystone lenses and demonstrates good aquifer properties (Gedik et al., 2005a, b). The formation, with a maximum thickness of approximately 100 m, is transitional with the overlying and lateral MeÅŸetepe Formation, while it rests unconformably over older units below. Lacking fossil findings, the unit is represented by fluvial deposits. Named after Kayalı Tepe, the formation crops out in Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 32 the areas of Samandıra, Battal Gazi, Harmandere, Orhanlı, Göçbeyli, Cumaköy, and Gebze (Gedik et al., 2005a, b). MeÅŸetepe Formation (PgNomm) The MeÅŸetepe Formation is dated to the Late Oligocene–Early Miocene (Gedik et al., 2005a, b) and is predominantly composed of coal-bearing shale, marl, siltstone, and claystone, with lesser amounts of quartz sandstone and conglomerate. The dominant lithology consists of finely laminated, thinly bedded alternations of green-grey, greenish-grey, and dirty white shale-marl- siltstone-claystone, while white, reddish-brown, and locally reddish-pink, cross-bedded, poorly consolidated quartz sandstone and conglomerate lenses are also present. Upsection, sandstones become more dominant, with gravelly sandstones and conglomerates displaying poor sorting and rounded to sub-rounded clasts (Gedik et al., 2005a, b). The formation exhibits a maximum thickness of approximately 100 m, with notable lateral and vertical lithological variations. It is transitional with the underlying and lateral Kayalıtepe Formation and locally lies unconformably on older units, while it is unconformably overlain by younger units. Representing lacustrine, fluvial, and alluvial fan deposits, the age of the formation has been determined based on palynological analyses conducted on the coal-bearing layers (Gedik et al., 2005a, b). Middle-Upper Miocene Belgrat Formation (Tmpb) The Belgrad Formation is dated to the latest Upper Miocene–Pliocene (Umut et al., 1984) and is composed of unconsolidated, poorly sorted red, brown, and brownish-yellow gravels and sands with a red clay-silt matrix. Locally, it includes greenish-grey bentonitic clays, low-calorific thin lignite bands, and silicified wood fragments, displaying trough cross-bedded structures. The formation has a wide distribution in the northern part of the Ä°stanbul Peninsula between Karaburun–Kumköy–Kemerburgaz–BoÄŸluca, while in other parts of the peninsula, it appears as thin, scattered patches on hills and ridges. Its thickness generally ranges between 15–25 m, reaching 5–75 m in certain areas. Boreholes in Kemerburgaz measured thicknesses of 21.5 m and 25 m. The formation lies discordantly, either angularly or non-angularly, on older units. The deposits initially accumulated under arid climatic conditions, partially in swamp or floodplain environments, and later as meandering and braided river deposits. The name of the formation was first used by Eroskay (1978). Mesozoic Upper Cretaceous Sarıyer Formation (Ks) The Sarıyer Formation is of Upper Cretaceous age (AbdüsselamoÄŸlu, 1963; Kaya, 1971; Ternek, 1987) and consists of conglomerates and sandstones interbedded with andesitic lava, tuff, and agglomerate layers. It predominantly contains volcaniclastic turbiditic clastic sequences with lens- shaped channel-fill conglomerates. Locally within the formation, fossiliferous (Orbitoides-bearing) limestones, lavas, tuffs, and agglomerate lenses are observed, with the volcanic rocks within the unit being classified as the Åžile Volcanics Member. The formation has extensive outcrops in the northern part of the Bosphorus between Kısırkaya, Gümüşdere, Uskumruköy, Zekeriyaköy, Rumelifeneri, and Garipçe (Pehlivan, 1990). Its thickness, including volcanic rocks, exceeds 1000 m. The unit is tectonically in contact with underlying Triassic and Carboniferous units, and is unconformably overlain by the Belgrad or DaniÅŸmen Formations. It is interpreted that the unit developed in a nearshore shallow marine environment with associated volcanic activity in a turbiditic facies (Baykal, 1963; Kaya, 1971; Ternek, 1987). Upper Santonian-Campanian Riva Formation (Kyr) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 33 The Riva Formation is dated to the Late Santonian–Campanian (Ercan et al., 1998) and is a volcanic unit extensively distributed along the Black Sea coast, comprising basalt, andesite, dacite, rhyolite, trachyandesite, spilite, green-colored tuffs, and subordinate intercalations of sandstone and shale. The most common rocks within the formation are porphyritic, hyaloporphyritic, and partially pilotaxitic andesitic lavas, characterized by microcrystalline groundmass containing plagioclase, biotite, hornblende, augite, and minor opaque minerals (Yeniyol & Ercan, 1989/1990). Sanidine crystals are prominent in trachyandesites, while albite and augite are common in spilites, with serpentinization and carbonation observed. The formation is laterally and vertically transitional with the Ä°shaklı Formation, and locally with the Akveren Formation. Its thickness can exceed 400 m. The volcanics are calc-alkaline in character, high in potassium, of sialic origin, and belong to the group of orogenic volcanics developed under a compressional tectonic regime (Yeniyol & Ercan, 1989/1990). Ä°shaklı Formation (Kyi) The Ä°shaklı Formation is of Late Santonian–Campanian age (Gedik et al., 2005a) and is characterized by interbedded volcanogenic sandstone and shale. It consists of brownish-grey, thin to medium-bedded volcanogenic sandstones, and green to greenish-grey, locally red thin- bedded shales, with occasional contributions of agglomerate, tuff, tuffite, and andesite. The unit displays turbiditic features with lens-shaped, poorly sorted conglomerates and, rarely, thin to medium-bedded grey limestones, exhibiting slump and load structures. The formation is tectonically in contact with underlying Paleozoic–Triassic units, transitions conformably onto the Teksen Formation east of Åžile, and unconformably overlies Triassic units in other regions, while transitioning upward into the Akveren Formation. Its thickness exceeds 500 m. The formation, named after Ä°shaklı Village, is widely exposed in the Kocaeli Peninsula and northern Thrace (Baykal, 1943; AbdüsselamoÄŸlu, 1963a; Yurtsever, 1996). Upper Campanian-Selandian Akveren Formation (KTa) The Akveren Formation is of Late Campanian–Selandian age (Gedik et al., 2005a,b) and is composed of bioclastic limestones interbedded with marl and shale. The unit includes pink, thin to medium-bedded calcarenites, purple sandstones, dirty yellow platy limestones, and intercalated volcanics. Its clastic and volcanic composition partially differentiates it from equivalent outcrops in the Kocaeli Peninsula. The formation transitions conformably from the underlying Riva Formation and is unconformably overlain by younger units. Its thickness generally ranges between 50–70 m. The depositional environment of the formation is interpreted as a deep shelf–slope setting. The unit, named after Akviran Village south of Ayancık district, is used within map sheets for defining similar Late Cretaceous (Maastrichtian) rock types (Ketin & Gümüş, 1962; Baykal, 1962/1963). Upper Triassic Bakırlıkıran Formation (Trba) The Bakırlıkıran Formation is of Norian age (DaÄŸer, 1978; Yurtsever, 1982) and consists of grey and yellowish-grey, thin to medium-bedded quartz sandstones alternating with greenish-grey, thin-bedded to laminated shales. The sandstones display grading and local cross-bedding and contain plant fragments in some sections. The formation, positioned at the top of the Permo- Triassic succession, is tectonically related to the underlying Ballıkaya Formation and the overlying Riva Formation and has an approximate thickness of 35 m (Kaya & Lys, 1979/1980; Yurtsever, 1982). It crops out around Zekeriyaköy–Uskumruköy in the northern Bosphorus region. The formation was deposited in a progressively shallowing shelf environment, displaying a monotonous appearance with its resistant sandstone-shale alternation. Lower Triassic Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 34 Ballıkaya Limestone (TRbk) The Ballıkaya Limestone is dated to the late Scythian–Ladinian (DaÄŸer, 1978; Kaya, 1969, 1971) and is composed of grey, massive, dolomitic limestones. The unit is represented by limestone and calcareous shale-limestone alternations at the base and dolomites in the upper parts. The limestones are dark grey, aphanitic, thick-bedded, and massive, with oncolitic-oolitic levels in the lower sections. The shale-limestone alternation consists of olive greenish-grey and greyish-yellow weathered calcareous shales interbedded with dark grey aphanitic limestones. The upper dolomites are light grey, brittle, and locally display bedding traces, reaching a thickness of up to 150 m (Kaya, 1971; Kaya & Lys, 1980). The measured thickness in stratigraphic sections is around 235 m (Kaya, 1971; Kaya & Lys, 1980). The formation crops out with a NW-SE orientation east and west of the Bosphorus, south of Gümüşdere Village (Kaya, 1969, 1971). The abundant gastropods, oolitic structures, and the absence of terrestrial coarse material indicate deposition in a nearshore shallow marine environment. Erikli Formation (TRe) The Erikli Formation is Scythian in age (Kaya & Lys, 1980) and is composed of quartz-rich subgreywackes, locally conglomeratic subarkoses, feldspathic subgreywackes, and quartz- feldspathic greywackes (Yurtsever, 1982). The unit, with intercalated sandy shale layers, consists of white, well-sorted grains tightly cemented with silica and quartz overgrowth, displaying deformation and elongation within lithic grains. The lower contact is stratigraphically conformable, while the upper contact with the Ballıkaya Limestone is indistinct (Kaya, 1971; Kaya & Lys, 1980). The thickness is approximately 114–115 m (Kaya, 1971; Kaya & Lys, 1980). The formation was deposited within the epineritic zone, in a deep environment at the lower section and a shallow transgressive environment at the upper section (Kaya, 1971). It presents a typical section south of Çiftalan Village, west of the Bosphorus, with extensive outcrops south of Gümüşdere Village, and maintains continuity on both sides of the Bosphorus (Yurtsever, 1982). Kocatarla Formation (TRk) The Kocatarla Formation is Scythian in age (Kaya & Lys, 1980) and is composed predominantly of dark olive-grey, massive, occasionally vesicular, primarily weathered basaltic lavas and diabases (Kaya, 1971; Kaya & Lys, 1980). Petrographically, it exhibits an intersertal texture under the microscope, with zoned plagioclase with albite twinning and minor pyroxene within a very fine- grained matrix, with voids locally filled with calcite. The formation has been mapped only south of Gümüşdere Village and at Yumrukaya Hill south of Erikli Village (Kaya & Lys, 1980) . It unconformably overlies the siliceous shale-greywacke member of the Gümüşdere Formation and conformably underlies the Erikli Sandstone. Its thickness ranges between 85–125 m (Kaya, 1971; Kaya & Lys, 1980). The albite diabases within the Kapaklı Formation in the northern Kocaeli Peninsula and east of the Bosphorus are considered equivalents of the Kocatarla Formation (Altınlı, 1968; Yurtsever, 1982; Özdemir et al., 1973). Paleozoic Carboniferous Lower Carboniferous Trakya Formation (Ct) The Trakya Formation is of Lower Carboniferous age (Kaya, 1971; Okay, 1987) and comprises dirty yellow, yellowish-grey, and grey siliceous shales, micaceous sandstones, siltstones with limestone lenses, and shales with interbedded sandstones. Its lithology is characterized by thin- bedded, hard, plant-imprinted siliceous shales; medium to thick-bedded micaceous sandstones; and laminated, platy-splitting siltstone-shale alternations, occasionally containing calcareous levels (Yurtsever, 1992). The formation has widespread outcrops west of the Bosphorus, including Sarıyer, Zekeriyaköy, Arnavutköy, Ä°kitelli, and Yenikapı. Its thickness ranges from 600–1700 m Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 35 (MTA ISKI Project, 1992), exceeding 1000 m locally (Kaya, 1971; Okay, 1987), and in some interpretations surpassing 2000 m (Kaya & Lys, 1980). This turbiditic unit was deposited in a neritic to bathyal environment, transgressive at the base and regressive at the top (Kaya, 1971). It is overlain discordantly by Cenozoic rock units towards the top and is locally intruded by dykes. The Trakya Formation, within its primary succession of sandstone-claystone-siltstone-shale alternations, locally contains polygenic conglomerate levels with gradational lower and upper contacts. The use of the name "Trakya Formation" as a stratigraphic unit was first introduced by Kaya (1971). Küçükköy Sandstone Member (Ctk) The Küçükköy Sandstone Member, forming a significant part of the Trakya Formation, consists of a shale-greywacke alternation and is named after Küçükköy, where its type section was defined (Kaya, 1971). The member typically crops out in the Küçükköy and Alibeyköy areas, and is widely exposed west of the Bosphorus in regions such as Bebek, Levent, Etiler, Mecidiyeköy, ÅžiÅŸli, BeÅŸiktaÅŸ, BeyoÄŸlu, KasımpaÅŸa, Alibeyköy, north of AyazaÄŸa, Kemerburgaz, Bahçeköy, Eyüp, GaziosmanpaÅŸa, Habibler, Mahmutbey, and Arnavutköy. In areas where it cannot be distinctly identified, it is included within the Trakya Formation. Gümüşdere Siliceous Shale-Greywacke Member (Ctg) The Gümüşdere Siliceous Shale-Greywacke Member is part of the Trakya Formation and mainly comprises lydite, greywacke, and siliceous shale (Yurtsever, 1992). It presents bedded structures in dark grey, black, and greyish-yellow colors, with laminations, occasional plant remains, coal laminations, and thin radiolarian-bearing chert bands (Kaya, 1971). The polygenic conglomerate levels are composed of sand to very fine gravel-sized grains, while the greywackes are feldspathic and laminated. It shows a gradational contact with the underlying Cebeciköy Limestone Member and a sharp contact with the overlying Çamurluhan Shale Member, while being unconformably overlain by quartz sandstones of the Erikli Sandstone (Kaya & Lys, 1980). Its thickness is approximately 500 m (Kaya, 1971), with fossil plant remains from Cebeciköy indicating a Westphalian–Dinantian age, while plant fossils from the siliceous shales indicate an Upper Viséan age (Yalçınlar, 1954; Kaya, 1971). The member was deposited in a shallow marine environment in the south, transitioning to a deeper shelf environment in the north following erosion. Balıklıhavuz Conglomerate Member (Ctb) The Balıklıhavuz Conglomerate Member is a lens-shaped polygenic conglomerate unit within the Trakya Formation, composed of white, grey, yellow, and light brown gravels (Kaya, 1971; Pehlivan, 1990). The gravels range from 1.5–4 cm in size and consist of feldspar, quartz, and various rock fragments. Originating as a channel-fill deposit, it formed from the A division of a fluxoturbidite sequence (Pehlivan, 1990). The member crops out in locations such as Büyüktarla Dere southwest of Erikli Village, Karanlık Dere southwest of Gümüşdere Village, north of Mahmutbey, and the ridges of KasımpaÅŸa and Hasköy. Its thickness varies between 20–30 m and it is of Lower Carboniferous (mainly Viséan) age (Yurtsever, 1982; Özdemir et al., 1973). Ordovician Lower Ordovician Kurtköy Formation (Oku) The Kurtköy Formation is of Early Ordovician age (Baykal & Kaya, 1965; Haas, 1968; Önalan, 1981) and consists of purple sandstones, mudstones-shales, and conglomerates. It includes pale purple, greyish-purple, red, and rarely greenish-grey, medium to thick-bedded feldspathic sandstones, gravelly sandstones, sandy conglomerates, and conglomerates, with dark purple- burgundy laminated shale layers. The unit is well-cemented, with multi-component grains sourced from metamorphic, magmatic, and volcanic (spilite, andesite) rocks, showing angular to sub- rounded shapes. The upper parts transition into the Aydos Formation with subarkosic Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 36 characteristics, designated as the “Ayazma Memberâ€? (Önalan, 1981). The formation transitions conformably from the underlying Bakacak Formation and conformably passes into the overlying Aydos Formation. Its thickness locally reaches up to 1000 m, with lateral and vertical lithological variations. Fossil-free, the unit was deposited in a fluvial-coastal environment sourced from granitic and metamorphic terranes in the northeast based on sedimentological and paleocurrent analyses (Önalan, 1981). 4.2.4.1.2.3 Geology of Project Route - Section 3 Section 3 (starting at Km 19+540, entering Istanbul Airport Station at Km 31+420, and continuing to Km 28+242.92 at Çatalca Connection-1; including Çatalca Connection-2) comprises younger geological units ranging from the Quaternary to the Middle–Upper Eocene and Middle–Upper Miocene, reflecting the dominance of younger stratigraphic units within the project area. The units present include Qal, Teoi, and Tmpb. The Qal unit is Quaternary alluvium composed of gravel, sand, and clay; the Teoi unit is Middle–Upper Eocene and consists of tuff interbedded clayey and sandy limestone, marl, claystone, and sandstone; while the Tmpb unit is Middle–Upper Miocene and consists of clayey sand and gravel. The presence of these units indicates that Section 3 is predominantly characterized by Neogene and Quaternary-aged continental and transitional environment deposits. Stratigraphy Stratigraphic information regarding the geological formations present in Section 3 is provided below, while the geological map of Section 3 is presented in Appendix 2.7.3. Phanerozoic Cenozoic Quaternary Alluvium (Qal) Extensive alluvial deposits on the Ä°stanbul Peninsula extend along the valleys north of Büyükçekmece Lake and Küçükçekmece Lake. Additionally, broad alluvial plains are observed at the downstream sections of Ayamama Stream and ÇavuÅŸbaşı Stream, as well as in the Çırpıcı Meadow. Furthermore, alluvial deposits have developed in the valleys of Alibey Stream, Kağıthane Stream, Kemerburgaz, and BoÄŸluca. The alluvium, generally composed of interbedded and transitional layers of unconsolidated clay, silt, sand, and fine gravel, exhibits a thickness ranging from 5 m to 25 m. Borehole studies revealed 11 m of alluvium in Haramidere (Tozak, 1982), and 6 m and 11.5 m of alluvium in Baltalimanı. Between Ãœsküdar and Sarayburnu, Bosphorus deposits composed of silt, clay, sand, and gravel present thicknesses ranging from 5 m to 110 m (ÅžimÅŸek, 1987). In the Golden Horn, sediment thicknesses locally reach 20 m, 22 m, 35 m, and 50 m (Ãœnsal, 1987; Haliç, 1988; Ulusu, 1988). In boreholes drilled at the Yarımburgaz marshland, north of Küçükçekmece, an alluvial sequence with a total thickness of 43 m was identified, comprising modern alluvium with a thickness of 3 m at the top, underlain by brownish-yellow sandy and silty clays, followed by black to dark grey, gravelly, organic-rich swamp clays, and gravel layers at the base reaching up to 5 m. In the downstream section of Ayamama Stream, Meriç et al. (1991) examined a Holocene-aged sequence they named "KuÅŸdili", with maximum thicknesses of 23.80 m (including 20 m, 13 m, 6.2 m, and 1.3 m intervals) underlying modern alluvium. The basal parts of the unit consist of gravel, overlain by sands of varying thickness and lateral continuity, and grey to black clays and muds. Formed in a low-energy brackish lagoon-swamp environment, the sequence contains intensive gypsum formations at two distinct levels and includes foraminifera, ostracods, and mollusks. It has been suggested that the same sequence outcrops as a terrace at approximately 40 m Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 37 elevation on the valley slopes and ridges of the Ayamama Stream, overlying the Bakırköy Formation (Fazlı S. Oktay, personal communication). Middle-Upper Miocene Belgrat Formation (Tmpb) The Belgrad Formation is dated to the latest Upper Miocene–Pliocene (Umut et al., 1984) and is composed of unconsolidated, poorly sorted red, brown, and brownish-yellow gravels and sands with a red clay-silt matrix. Locally, it includes greenish-grey bentonitic clays, low-calorific thin lignite bands, and silicified wood fragments, displaying trough cross-bedded structures. The formation has a wide distribution in the northern part of the Ä°stanbul Peninsula between Karaburun–Kumköy–Kemerburgaz–BoÄŸluca, while in other parts of the peninsula, it appears as thin, scattered patches on hills and ridges. Its thickness generally ranges between 15–25 m, reaching 5–75 m in certain areas. Boreholes in Kemerburgaz measured thicknesses of 21.5 m and 25 m. The formation lies discordantly, either angularly or non-angularly, on older units. The deposits initially accumulated under arid climatic conditions, partially in swamp or floodplain environments, and later as meandering and braided river deposits. The name of the formation was first used by Eroskay (1978). Paleogene Middle-Upper Eocene Ä°hsaniye Formation (Teoi) The Ä°hsaniye Formation spans from the Upper Eocene to the Middle Oligocene (Dizer, 1985; Yurtsever et al., 1993; Yurtsever, 1996; ÇaÄŸlayan & Yurtsever, 1998). It exhibits lit hologies of clayey limestone, marl, sandy limestone, and calcareous siltstone, including intercalations of carbonate-cemented sandstone and conglomerate, as well as local tuff levels. The unit, which appears in dirty white, light grey, beige, and yellowish-white colors, and with thin, medium, and thick bedding, contains tuff, echinoids, and shells of lamellibranchs and gastropods (Yurtsever et al., 1993; Yurtsever, 1996). It has extensive outcrops across the Ä°stanbul Peninsula, around Lake Terkos, along the Karaburun coast, and between Lakes Büyükçekmece and Küçükçekmece. The measured thickness ranges between 100–200 m (Akartuna, 1953). The formation was deposited in a fore-reef depositional environment or in the deeper parts of a carbonate platform lacking reef development. Its upper levels are consistent with shallow and deep marine facies around Karaburun (Oktay et al., 1992) and correlate with fore-reef, basin, and channel facies within the Thrace Basin (Görür et al., 1981). 4.2.4.2 Tectonics Ä°stanbul and its surrounding region are located within a geologically complex tectonic setting. To the south, the northern branch of the North Anatolian Fault Zone (NAFZ) forms a 30–40 km wide deformation zone in the northern half of the Sea of Marmara, characterized by a series of basins opened by normal faults between NW–SE trending strike-slip faults. Some of these fault segments extend as far north as the southern parts of the Ä°stanbul metropolitan area. To the north, along the Black Sea slope, there is a possible normal fault system that may represent a continuation of the Srednogorie Zone extending from Bulgaria, while to the northwest, the NW–SE trending Thrace (Istranca) Fault runs parallel to the Black Sea coast along the Istranca Mountains, reaching near Lake Terkos. This fault likely bifurcates east of Lake Terkos. Additionally, smaller- scale faults are present between these main fault zones, the most notable of which is the Büyükdere Fault. An east-west trending fault is located north of Mount Aydos, and a NW–SE trending linearity in the same area is identifiable on aerial photographs. The Ä°stanbul region and its surroundings bear deep imprints of numerous and diverse tectonic movements that were active during the Carboniferous–Neogene period. The structural elements developed due to these movements, such as folds, faults, and joints, have further complicated Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 38 the geological structure of the region. This section addresses the main faults identified during field studies. Particularly in areas where Paleozoic-aged rock units are exposed, numerous faults of varying sizes trending E–W, N–S, NE–SW, and NW–SE are notable. In the study area, in addition to faults directly observed in excavations and natural slopes or identified through linear features such as contacts and marker horizons noticeable even at map scale, there are also regionally extensive faults extending for kilometers. The major rivers of Ä°stanbul, including Alibey Stream, Kağıthane Stream, Riva Creek, and Ömerli Dam Lake and its tributaries, as well as the Bosphorus and the Golden Horn, exhibit zigzag geometries aligned in NE–SW and NW–SE directions. In particular, the sharp zigzag coastal morphology of the Bosphorus, developed parallel to these directions, is prominent. The valleys where Büyükçekmece and Küçükçekmece lakes are located, and the large ridge composed of metamorphic rocks in the Çatalca district, extend in a NW–SE direction. In the area between Büyükçekmece Lake and Küçükçekmece Lake, where the Eocene–Lower Oligocene aged Ceylan Formation is widespread, an intersecting drainage network with NE–SW and NW–SE trends is clearly observed. Vertical faults following valleys developed parallel to these trends within the Ceylan Formation are also noticeable. On the northeastern shore of Büyükçekmece Lake, such a fault is observed to affect the Oligocene-aged DaniÅŸmen Formation. It is known that during the Early Eocene and Middle–Late Oligocene, strong compressional movements were active in the Thrace Basin and the Ä°stanbul region, including the Büyükçekmece Lake basin. The strike-slip fault that extends along the Black Sea coastal zone on both sides of Ä°stanbul, previously known as the Åžile Overthrust and later as the Åžile-Sarıyer Fault, is a clear example of Early Eocene movements. The N–S oriented Oligocene movements in the Ä°stanbul region led to the development of shear fractures aligned with the NE–SW and NW–SE directions. The weakness zones created by these fractures controlled the zigzag patterns of the Bosphorus, the Dardanelles, the Golden Horn, and the major river courses of Ä°stanbul. The North Anatolian Fault is located to the south of the project area, and the closest distances of Sections 1, 2, and 3 to this fault are 8.8 km, 39.7 km, and 28.5 km, respectively. The active fault map of the project area is presented in Appendix-2.13. 4.2.4.3 Natural Hazards 4.2.4.3.1 Landslide Risk Ä°stanbul Province exhibits a significant risk of mass movements, predominantly in the form of landslides, with limited occurrences of surface flow and rockfall events (AFAD, 2022). On the European side, landslide-prone areas are concentrated in the Çatalca plateau, the Büyükçekmece–Avcılar coastal belt, and the vicinities of Çantaköy–DeÄŸirmenköy and Silivri. Additionally, active movements are observed on the slopes of former mining pits and artificial fill slopes near the coast in Sarıyer and Eyüpsultan, necessitating caution in land use planning within these zones (AFAD, 2022). The total landslide-affected area in Ä°stanbul is approximately 45.3 km², with 36.7 km² located on the European side and 8.6 km² on the Asian side (AFAD, 2022). In the Asian districts of Tuzla, Pendik, Sultanbeyli, Sancaktepe, Çekmeköy, and Beykoz, localized landslide risk potentials are present due to lithological characteristics and slope conditions. On the European side, active and potential landslide zones are also present in Arnavutköy, Eyüpsultan, Sarıyer, and Çatalca districts along the railway alignment (AFAD, 2022). The Project route and impact area were examined using the landslide inventory data from the MTA General Directorate of MTA Geosciences Map Viewer Portal (3). As a result of the investigation, there is no mass movement such as areal flow, sliding, active or 3 Source: http://yerbilimleri.mta.gov.tr Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 39 old landslide on the project route, while an old landslide polygon developed from west to east on the hilly area approximately 55 m south of the project route within the project impact area of Section-2 (See Appendix 2.11). However, for the safety of the highway built in the past in the old landslide area passing through the skirts of the hilly area in question, the slopes in the area have been arranged and the slopes have been reinforced with wiremesh application against any rock fall, and in the current situation, when the topographical situation, slope and direction of movement of the old landslide polygon are examined, it does not pose a risk for the project route. 4.2.4.3.2 Flood and Inundation Risk Ä°stanbul is characterized by a high flood and inundation risk, exacerbated by rapid urbanization and deficiencies in drainage planning (AFAD, 2022). Flood incidents typically occur when the carrying capacities of drainage channels and stream beds are exceeded by sudden precipitation events, leading to uncontrolled surface runoff (AFAD, 2022). In the Asian districts of Tuzla and Pendik, the river basins draining into the Marmara Sea increase flood risk, particularly during extreme precipitation events. On the European side, Arnavutköy, Eyüpsultan, Sarıyer, and Çatalca districts contain river basins prone to overflow, posing a risk to critical infrastructure along the railway corridor (AFAD, 2022). Notably, the 2009 flood event along Ayamama Creek caused severe inundations affecting industrial zones and transportation corridors in Arnavutköy, Eyüpsultan, and surrounding districts. Similar severe rainfall events in 2017 and 2020 also resulted in widespread urban flooding in various districts of Ä°stanbul (AFAD, 2022). It is noted that no flood or inundation-prone zones are located within the boundaries of the project area along the railway alignment. 4.2.4.3.3 Avalanche Due to the topographical and climatic characteristics of Ä°stanbul, there is no avalanche risk within the province. The Provincial Disaster Risk Reduction Plans (Ä°RAP) confirms that avalanche hazards are not present, and therefore, no additional consideration is required for avalanche risk in the districts along the railway project alignment (AFAD, 2022). It is also confirmed that no avalanche risk is present within the boundaries of the project area along the railway alignment. 4.2.4.3.4 Seismicity Ä°stanbul is located along the NAFZ, which is the most significant active tectonic zone in Türkiye, and therefore is subject to a high seismic risk (AFAD, 2022). Historical records indicate that the province has experienced major destructive earthquakes, including those in 1509, 1766, and 1894. In particular, the northern branch of the North Anatolian Fault Line, passing through the Marmara Sea, constitutes the greatest earthquake threat for Ä°stanbul (AFAD, 2022). According to analyses conducted within the scope of Ä°RAP, a potential major earthquake in Ä°stanbul could result in loss of life, structural damage, disruption of infrastructure systems, and widespread socio-economic losses. For this reason, Ä°stanbul has been classified by AFAD as a first-degree seismic zone, and strict adherence to seismic codes in building and infrastructure projects is mandatory (AFAD, 2022). Due to its proximity to the NAFZ, earthquake risk varies across districts in Ä°stanbul. The districts traversed by the project alignment—Tuzla, Pendik, Sultanbeyli, Sancaktepe, Çekmeköy, Beykoz, Sarıyer, Eyüpsultan, Arnavutköy, and Çatalca—are among the sensitive areas in terms of seismic risk (AFAD, 2022). The closest distances to the North Anatolian Fault Line for Section 1, Section 2, and Section 3 of Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 40 the alignment are 8.8 km, 39.7 km, and 28.5 km, respectively. The renewed "Türkiye Earthquake Hazard Map", published in the Official Gazette dated 18.03.2018 and numbered 30364 (duplicate) and entered into force as of 01.01.2019, is given in Figure 18 and the Project area is marked on (Figure 4-6). The Project route was examined on the interactive earthquake hazard map published by Disaster and Emergency Management Authority (AFAD). In the investigation made, the maximum ground acceleration for the 475-Year Recurrence Period (PGA 475) was determined to be between 0.241 and 0.496 g along the route, and the maximum ground acceleration due to the earthquake decreases from south to north as it moves away from the Marmara Sea (Figure 4-7). Project Area Figure 4-6 Earthquake Hazard Map of Türkiye with Project Area Marked Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 41 Figure 4-7 Project Route Peak Ground Acceleration (PGA 475) Earthquakes with magnitudes M≥ 4.5 from 1900 to the present (2025) within a 100 km diameter, with the Project area being the center, are shown in Figure 4-8. The details of these earthquakes are provided in Figure 4-8. Figure 4-8 Magnitude of M≥4.5 Earthquakes within a 100 km radius of the Project Area Ä°stanbul is located along the NAFZ, which is the most significant active tectonic zone in Türkiye, and therefore is subject to a high seismic risk (AFAD, 2022). Seismic Context and Historical Earthquakes within 100 km of the Project Area The Project Area is situated along the NAFZ, Türkiye’s most significant active tectonic structure, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 42 which poses a high seismic risk (AFAD, 2022). Over the past 125 years, 52 earthquakes of magnitude M4.5 or greater have been recorded within a 100 km radius of the alignment, predominantly in the M4.5–5.9 range and at shallow depths (<20 km). While these earthquakes have been locally felt, destructive-scale events have been relatively infrequent. Two significant events stand out: • 17 August 1999 Ä°zmit Earthquake (Mw 7.6): Epicenter near Gölcük; 45 seconds duration; caused extensive casualties (17,480 fatalities, 23,781 injuries) and large-scale structural damage, with a tsunami of up to 2.5 m in the Sea of Marmara. • 23 April 2025 Marmara Sea Earthquake (Mw 6.2): Epicenter in the Sea of Marmara; depth 6.9 km; caused minor structural damage and widespread shaking, but no fatalities. Magnitude distribution of historical events is as follows: • M4.5–4.9: ~65% of events • M5.0–5.9: ~27% • M6.0–6.9: ~6% • M ≥ 7.0: 1 event (2%) The temporal distribution shows clustering during certain years (notably 1999, 1963, and 2025), indicating periods of heightened seismic activity. This seismic history confirms that the Project is in a seismically active zone, requiring structural design in compliance with Turkish Seismic Code and international best practice, with special attention to shallow crustal earthquake loading scenarios. The buildings to be built within the scope of the Project must be in accordance with the principles of the "Regulation on the Buildings to be Constructed in Disaster Areas" published in the Official Gazette dated 14/07/2007 and numbered 26582 of the Ministry of Public Works and Settlement, and the Disaster and Emergency Services published in the Official Gazette dated 18.03.2018 and numbered 30364 and entered into force on 01.01.2019. Also, the provisions of the "Turkish Building Earthquake Regulation" of the Situation Management Presidency must be strictly followed. 4.2.4.3.5 Geological Heritage Sites The geological heritage areas in the region along the project route and impact area were examined using the geological heritage inventory published by the Geological Heritage Protection Association of Türkiye (Jemirko). Accordingly, there are no geological heritage areas in the region along the project route (See Figure 4-9). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 43 Figure 4-9 Geological Heritage Sites at and Around Project Route 4.2.4.4 Hydrology 4.2.4.4.1 Regional Hydrology The project route is located within the boundaries of the Meriç-Ergene and Marmara Basins, which are among the 25 major basins in Türkiye. According to General Directorate of State Hydraulic Works (DSÄ°) 2023 Official Statistics, the Marmara Basin has a rainfall catchment area of 23,074.0 km². In the 2023 surface water potential assessments, the basin's average annual flow was recorded as 7.4 km³, contributing 4.1% to Türkiye's total surface water flow. Regarding groundwater potential in 2023, the basin’s usable groundwater reserve was determined as 210.7 hm³/year, while the basin’s groundwater recharge was 241.7 hm³/year. The Marmara Basin is located in the northwest of Türkiye and, with an area of approximately 23,074.0 km², encompasses the provinces of Balıkesir, Bursa, Kütahya, Bilecik, and Çanakkale. The most prominent rivers in the basin are the Susurluk, Gönen, and Biga streams. The Susurluk River merges with tributaries such as Simav, Adırnaz, Emet, and Orhaneli, discharging into the Sea of Marmara near Karacabey while irrigating large agricultural areas along its course. The basin also contains natural lakes such as Ulubat and KuÅŸ, as well as significant artificial reservoirs like Manyas and Ä°kizcetepeler. These surface water resources are vital for agricultural activities, drinking water supply, and ecosystem services. However, since the 2000s, increasing urban, industrial, and agricultural activities have disrupted the hydrological balance of the basin, leading to visible deterioration in both the quality and quantity of water bodies. Climatically, the Marmara Basin exhibits transitional climate characteristics under the influence of both the Mediterranean and Black Sea climates. The annual average precipitation ranges between 600 and 1,200 mm, with rainfall concentrated during the winter and autumn months, while drought conditions are observed during the summer months. This increases the need for agricultural irrigation and necessitates the use of groundwater, particularly in summer. The geological structure of the basin is highly complex, comprising batholithic granites, metamorphic rocks, and alluvial deposits, which influence both horizontal and vertical water movement. Groundwater quality varies regionally; however, nitrate, heavy metal, and pesticide pollution have Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 44 been detected in aquifers around Bursa, Balıkesir, and Bandırma. Additionally, excessive abstraction has led to significant drops in groundwater levels and permanent declines in some areas. The Project Area is located within the Black Sea, Northern Marmara, AÄŸva, and Gulf sub-basins, which are sub-basins of the Marmara Basin (See Appendix-2.10). Black Sea Sub-Basin (European Side) The Black Sea Sub-Basin on the European side of Ä°stanbul encompasses streams draining into the Black Sea and includes Lake Terkos. This basin, which contains forested and agricultural areas, ensures continuous surface water flow to the Black Sea with a seasonal runoff regime. Lake Terkos, which has potable water potential, is the most significant surface water source in the basin and plays a critical role in supplying drinking water to Ä°stanbul. Northern Marmara Sub-Basin (European Side) The Northern Marmara Sub-Basin extends from the Black Sea coast to the Marmara Sea on Ä°stanbul’s European side, covering stream networks and urban areas. The basin includes Alibey, Sazlıdere, and Büyükçekmece Reservoirs, which play a significant role in meeting Ä°stanbul's drinking water demand. Additionally, Lake Küçükçekmece is located within the basin boundaries; however, it is not used for drinking water supply. With its rich surface water resources, the basin holds a critical position in ensuring the continuity of Ä°stanbul’s water resources. AÄŸva Sub-Basin (Anatolian Side) The AÄŸva Sub-Basin is located on the Black Sea coast of Ä°stanbul’s Anatolian side and consists of forested areas, natural streams, and a seasonal runoff regime. The basin also includes the Ömerli Reservoir, which supplies drinking water to Ä°stanbul. With this characteristic, the basin plays a significant role in Ä°stanbul's water supply while maintaining ecosystem integrity. Gulf Sub-Basin (Anatolian Side) The Gulf Sub-Basin covers streams draining into the Marmara Sea and the coastal zone on Ä°stanbul’s Anatolian side. The basin also includes the Elmalı-2 Reservoir, one of Ä°stanbul’s important drinking water sources. Influenced by industrial, agricultural, and urban areas, the basin ensures water flow into the Marmara Sea while possessing a surface water potential that meets the water needs of residential areas. 4.2.4.4.2 Hydrology of the Study Area The hydrological characteristics of the project route have been evaluated under the headings of “Streamsâ€? and “Dams, Lakes, Ponds, and Irrigation Areasâ€?. Streams The project alignment intersects with numerous seasonal and perennial streams along its route. Depending on hydrological characteristics, these crossings will be bridged or culverted to ensure unimpeded flow and maintain ecological continuity. Within Section 1, notable streams include Ağıl, Büyük, Balıksu, Bezirgan, Çakal, Çaylan, ÇeÅŸme, Gelin, Gökçe, Göksu, KayadaÄŸ, Keçiağılı, Köprücük, Pınaryatak, and Yassıkaya Streams, which are primarily seasonal, alongside perennial streams such as Büyük, DomuzkestaneliÄŸi, Hamza, Kayalı, Suvat, and Umur. Gökçe Stream displays both seasonal and perennial flow characteristics. In Section 2, the alignment crosses a denser network of streams, including perennial ones such as Ayvalı, ÇayaÄŸzı, DomuzkestaneliÄŸi, Gümüş, Halayık, Ihlamur, Kalaycı, Kanlı, Karakütük, Karanlık, Kartal, Kavaklık, Kireçli, Kız, Kocacı, Küçükkavak, Meçit, Mihralem, Milko, Öksüz, Poyraz, SoÄŸuksu, Suvat, Tatlısu, Tütüncüler, and Ãœtük. Seasonal streams, including Adakoru, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 45 Artin, Büyükçakal, Çamaşır, DeÄŸirmen, Dervistarla, Dışbudak, Elma, Erikli, Garipçe, Gürgen, Kestane, KolaÄŸası, Marmaracık, MuÅŸmula, Sarmaşık, Sazlı, Åžaban, and Uzunye, form the remainder of the crossings. Gümüş Stream exhibits both seasonal and perennial flow. In Section 3, the route intersects perennial streams such as Baklalı, Boyalık, Çamaşır, DeÄŸirmenönü, Dursunköy, Fezlekay, Gürcüpınarı, Hamzalı, Hasanbey, Ä°driskuyu, Ä°ncirli, Kanlıgeçit, Kapıcı, Odayeri, Ortasofa, Sarmaşık, and TaÅŸlıgeçit. Seasonal streams dominate this section and include Avcıtepe, Balıklı, Buzakçıçardağı, Büyükkemer, Büyükkurtkaya, Çatal, Çırçır, Fındıklı, Ä°ÄŸrek, Işıkçayır, Karasu, Kayan, Koyalıkçayırı, KuloÄŸlu, Küçükkurtkaya, MemiÅŸ, Nergiz, OsmanboÄŸazı, PaylioÄŸlu, Sığırsuatı, Söğütlügöl, Teknetarla, Tokatmekan, Tokmak, Topçu, and Viran. TaÅŸlıgeçit and Tokmak Streams have mixed seasonal and perennial flow characteristics. This hydrological inventory confirms that the Project traverses a diverse network of watercourses, requiring site-specific design measures for each crossing to maintain hydraulic performance and ecological connectivity. Number of stream crossings within the impact area are detailed by section in Table 4-3. Table 4-3 Summary of Stream Crossings by Section Mixed Section Total Streams Perennial Seasonal (Seasonal/Perennial) Section 1 20 7 12 1 Section 2 48 27 20 1 Section 3 46 18 26 2 Total 114 52 58 4 Dams, Lakes, Ponds, and Irrigation Areas There are 4 important drinking water dams in the region where the Project route is located. The Project route intersects with the reservoir areas of Ömerli and Büyükçekmece Dams and passes through the absolute, short, medium and long-distance protection areas of these dams. The Project route does not intersect with the remaining Sazlıdere and Alibey dams but remains within the long-distance protection areas of these dams. Summary information on the dams located on and around the Project route is given in Table 4-4. Table 4-4 Information on the Dams Around Project Route Construction Distance and Crossed Dam Protection Name of Dam Purpose of Use Status Date Direction to Route Zone Reservoir Crossed by Absolute-Short-Medium-Long Ömerli Dam Drinking Water 1973 Operation Project Route Distance Protection Zones Drinking Water Long Distance Protection Alibey Dam 1983 Operation 6.5 km S Flood Control Zone Long Distance Protection Sazlıdere Dam Drinking Water 1996 Operation 3.0 km SE Zone Büyükçekmece Drinking Water Reservoir Crossed by Absolute-Short-Medium-Long 1988 Operation Dam Irrigation Project Route Distance Protection Zones Crossings over Ömerli and Büyükçekmece Dams will be made via project-designated bridges. Activities around Ömerli, Büyükçekmece, Alibey, and Sazlıdere Dams will comply with Articles 9– 12 of the Regulation on the Protection of Drinking and Utility Water Basins (Official Gazette No. 30224, dated 28.10.2017). Seven ponds lie within the forest area south of Section 2, with Ayvat Pond, the closest, located 1.7 km outside the impact area. Additionally, Balık Lake and Terkos Dam Lake are situated 4.2 km west of Section 1 and 6.0 km northwest of Section 3, respectively. No irrigation areas exist along or near the project route. Hydrology maps illustrating the hydrological components, including the dams and their protection zones within and around the project area, are presented in Appendix-2.8. 4.2.4.5 Hydrogeology 4.2.4.5.1 Regional Hydrogeology Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 46 According to the European International Hydrogeological Map, prepared by the International Association of Hydrogeologists and supported by the Commission for the Geological Map of the World, aquifers and water structures have been defined. In this classification, aquifers are divided into various categories as follows: Highly Productive (Porous Aquifers), Low to Moderate Productivity (Porous Aquifers), Highly Productive (Fractured Aquifers), Low to Moderate Productivity (Fractured Aquifers), Regionally Important Aquifer Rocks (Porous or Fractured), and Non-Aquifer Rocks (Porous or Fractured). The project area is located within the zones defined as Non-Aquifer Rocks (Porous or Fractured) and Locally Confined Productive Aquifer Rocks (Porous or Fractured). A map showing the status of the project area and its surroundings according to the standards of the European International Aquifer Map is presented in Appendix-2.12. 4.2.4.5.2 Hydrogeology of the Study Area Within the scope of the project, the hydrogeology of the study area has been evaluated across three different sections. Hydrogeological evaluations for each section, along with information related to the formations, are presented below under separate headings. 4.2.4.5.2.1 Hydrogeology of Project Route - Section 1 Most of the units in Section 1 are composed of low-permeability rocks, showing weak aquifer characteristics from a hydrogeological perspective. However, the Quaternary alluvial unit (Qal), the Ayazma Member (Okua), and the Kayalıtepe Formation (PgNomk) stand out as permeable units, enhancing groundwater flow and storage capacity in the area. Groundwater flow generally occurs within limited permeable zones, especially within sandstone and limestone layers, reflecting a complex hydrogeological structure where interbedded aquifer and aquitard systems coexist. The hydrogeological setting indicates that while the majority of the formations act as barriers or have low transmissivity, localized high-permeability zones contribute to groundwater movement within the region. The hydrogeological map of Section 1 is presented in Appendix- 2.9.1. 4.2.4.5.2.2 Hydrogeology of Project Route - Section 2 Most of the rocks in Section 2 have low permeability with limited aquifer characteristics, serving primarily as confining layers in the hydrogeological system. However, the Quaternary alluvium and beach sands (Qal, Qp) and the Kayalıtepe Formation (PgNomk) act as permeable units, enhancing the groundwater potential within the area. Groundwater flow primarily occurs within alluvial zones and locally within permeable sandstone layers, while the widespread presence of volcanic rocks and claystone-shale dominated sequences results in low general groundwater flow rates. The hydrogeological system reflects localized aquifer development with restricted flow paths influenced by the lithological variability across the section. The hydrogeological map of Section 2 is presented in Appendix-2.9.2. 4.2.4.5.2.3 Hydrogeology of Project Route - Section 3 The alluvial unit (Qal) in Section 3 is highly permeable and serves as the main aquifer within the area, supporting groundwater recharge and flow. In contrast, the Ä°hsaniye Formation (Teoi) and the Belgrad Formation (Tmpb) exhibit low permeability, limiting groundwater movement across the section. Consequently, the groundwater potential in Section 3 is primarily restricted to the alluvial zones, with slow and localized groundwater flow patterns observed due to the prevalence of low-permeability formations within the section. The hydrogeological map of Section 3 is presented in Appendix-2.9.3. 4.2.5 Nearest Sensitive Receptors An assessment was conducted to identify sensitive receptors located within the Project's AoI, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 47 including residential buildings, schools, mosques, healthcare facilities, and cemeteries. The purpose of this evaluation was to determine the proximity of such receptors to the planned railway alignment and assess potential exposure to construction and operational phase impacts (e.g., noise, vibration, dust, and access constraints). A total of 115 sensitive receptors were identified along the Project corridor. The spatial distribution of these receptors in relation to the Project alignment is summarized as follows: • 34 receptors (30%) are located within 250 meters of the railway alignment, • 48 receptors (42%) are located between 250–500 meters, • 22 receptors (19%) are located between 500–1,000 meters, • 11 receptors (9%) are located beyond 1,000 meters from the corridor. Notably, several schools and mosques fall within 250 meters, particularly near urban sections such as Çayırova, Sabiha Gökçen Airport surroundings, and Arnavutköy districts. These receptors may require site-specific mitigation measures (e.g., temporary noise barriers, access controls, and stakeholder communication protocols). A complete inventory including receptor type, coordinates, and distance from the alignment is presented in Appendix-5. 4.2.6 Infrastructure Facilities 4.2.6.1 Existing Waste Management in the Region Municipal solid waste in the project region is managed under the authority of Ä°stanbul Metropolitan Municipality (Ä°BB) and Kocaeli Metropolitan Municipality (KBB), in accordance with national waste legislation. Waste collection, transportation, and disposal services are generally well-organized, with the majority of urban areas being covered by regular waste collection systems. In Istanbul, solid waste is transferred through a network of intermediate stations and treated in landfills and composting facilities. Kocaeli has a similarly structured waste management system, featuring transfer stations and sanitary landfill sites. Industrial and hazardous waste is subject to stricter controls and is handled by licensed private operators under the supervision of the MoEUCC. Recycling efforts are growing but remain limited in scale, primarily supported through informal collection networks and municipal pilot projects. Medical, e-waste, and construction waste streams are managed via specific authorized channels. Overall, while the existing infrastructure provides adequate service coverage, challenges remain in expanding recycling capacity, improving segregation at source, and ensuring full compliance in rural and semi-urban areas In the project region, solid waste management infrastructure consists of both landfill sites and solid waste transfer stations distributed across Ä°stanbul and Kocaeli provinces. Ä°stanbul hosts three major landfill sites with a combined capacity exceeding 14,000 tons/day, while Kocaeli operates two sites, one of which (Dilovası) has reached full capacity. Transfer stations are more numerous in Ä°stanbul, particularly on the European side, with Yenibosna being the largest at 12,271 tons/day. Kocaeli has fewer transfer stations, primarily serving local municipalities. The distribution reflects higher waste generation and processing demand in Ä°stanbul, especially in urbanized European districts (4). Figure 4-10 presents the average daily waste capacity of landfill sites and waste transfer stations in Ä°stanbul and Kocaeli provinces. As shown, Ä°stanbul has a significantly higher capacity compared to Kocaeli, primarily due to the presence of large-scale facilities on the European side of the city. 4 https://istac.istanbul/faaliyet-alanlarimiz/atik-yonetimi, https://www.izaydas.com.tr/ Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 48 Average Waste Amount (ton/day) 18.00 15.80 16.00 14.00 14.07 14.00 12.27 12.00 10.00 8.00 6.00 4.00 1.80 1.80 2.00 0.00 Landfill Sites Solid Waste Transfer Stations Kocaeli Ä°stanbul Total Figure 4-10 Daily Waste Disposal Capacity by Province (ton/day) According to official statistics published by the Turkish Statistical Institute (TURKSTAT), a total of approximately 7,024,241 tonnes of waste was generated in Istanbul Province and 734,312 tonnes 5 in Kocaeli Province in 2024 ( ). These wastes are managed through licensed waste treatment and disposal facilities in accordance with the provisions of the Waste Management Regulation and the Environmental Permit and License Regulation. Existing waste management practices in the Project region are implemented in accordance with the relevant national legislation, in particular the Environmental Permit and License Regulation and the Waste Management Regulation, as detailed in Appendix 9. 4.2.6.2 Excavation Waste Storage Areas Excavation waste generated in the project area is managed by the Ä°stanbul and Kocaeli Metropolitan Municipalities under the Regulation on Control of Excavation Soil, Construction and Demolition Waste (OG No. 25406, 2004). In Ä°stanbul, Istanbul Environmental Protection and Waste Materials Recycling Industry and Trade Inc. (Ä°STAÇ) is responsible for collection, transport, and disposal, using a digitally monitored system. Licensed disposal areas—mainly rehabilitated quarries or degraded lands—are located throughout the city, including Odayeri, Çiftalan, Kömürcüoda, Seymen (European side), and PaÅŸaköy, Aydınlı (Asian side) (6). In Kocaeli, excavation waste is handled by the Department of Environmental Protection and Control, with designated sites distributed across districts. These include Ayhanlar (Gebze), Ä°ZAYDAÅž (Dilovası), Körfez Quarry, Alikahya (Ä°zmit), Arslanbey (Kartepe), Sepetçiler (BaÅŸiskele), and Ä°cadiye (Gölcük). All transport and disposal activities must be conducted by licensed haulers in full compliance with national regulations (7). Across Istanbul, there are numerous licensed disposal and storage areas distributed throughout both the European and Asian sides. While a wide range of sites are available for the regulated management of excavation waste, only a limited number of them have very large storage capacities and play a key role in meeting the city’s long-term demand. The largest licensed excavation waste storage areas in Ä°stanbul are presented in Table 4-5, while 5 Source: https://data.tuik.gov.tr/Bulten/Index?p=Atik-Istatistikleri-2024-54134 6 The complete list of authorized excavation waste disposal sites can be accessed via the following link: https://cevre.ibb.istanbul/wp-content/uploads/2023/04/AVRUPA-YAKASI-IZINLI-DEPOLAMA-ALANLARI.pdf. chrome-extension://efaidnbmnnnibpcajpcglclefindmkaj/https://cevre.ibb.istanbul/wp-content/uploads/2023/04/ANADOLU-YAKASI- IZINLI-DEPOLAMA-ALANLARI.pdf 7 https://www.kocaeli.bel.tr/hizmet/hafriyat-bertaraf-hizmeti-159.html Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 49 the complete detailed list is provided in Appendix-11. The spatial relationship of these areas with the project site is illustrated in the satellite image given in Appendix 2.14. These sites constitute the primary officially permitted facilities for excavation material management within the metropolitan area. Table 4-5 Major Licensed Excavation Storage Areas in Istanbul (by Capacity) District Storage Site Name Capacity (m³) Tuzla Istanbul Leather Organised Industrial Zone 2,500,000 Arnavutköy Ä°STAÇ – Ä°mrahor Excavation Material Storage Area 9,761,211 Arnavutköy Ä°STAÇ – Atalaylar Excavation Material Storage Area 11,770,483 Eyüpsultan Ä°STAÇ – Çiftalan Excavation Material Storage Area 20,799,657 Silivri Ä°STAÇ – Büyükkılıçlı Excavation Material Storage Area 2,916,925 According to information obtained from the Istanbul Metropolitan Municipality's website, the total capacity of storage areas for excess excavation material across Istanbul is approximately 49 million m3; however, there is no information available regarding the current utilisation and remaining capacity of these areas (see Appendix-11). 4.2.6.3 Water Usage Ä°stanbul’s domestic and drinking water supply is managed by the Ä°stanbul Water and Sewerage Administration (Ä°SKÄ°) under the Ä°BB. The Ä°stanbul province’s water is primarily sourced from surface water reservoirs, including major dams such as Ömerli, Terkos, Alibeyköy, Elmalı, Sazlıdere, and Büyükçekmece, along with regulated streams and groundwater wells. In 2022, approximately 60% of the province’s total water supply came from dams, while the remaining 40% was provided by regulators and wells (8). Water is treated at 14 drinking water treatment plants distributed across the province (See Figure 4-11). The largest facilities include the Ömerli, Ä°kitelli, Kağıthane, and Terkos plants. These plants apply multistage treatment processes, including sedimentation, filtration, and disinfection, to ensure compliance with national standards for human consumption (9). The treated water is distributed through an extensive pressurized pipe network, supplying both residential and industrial users. Water quality is regularly monitored by Ä°SKÄ° in accord ance with the Regulation on Water Intended for Human Consumption. Figure 4-11 Distribution of Ä°SKİ’s Drinking Water Treatment Plants Source: https://iski.istanbul/kurumsal/iski-tesisleri/ In Kocaeli, drinking and domestic water supply services are managed by the Kocaeli Water and 8 https://www.iski.gov.tr/kurumsal/faaliyet-raporlari 9 https://www.iski.gov.tr/su-kaynaklari Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 50 Sewerage Administration (Ä°SU), a subsidiary of the Kocaeli Metropolitan Municipality. The drinking water supply system in Kocaeli is primarily supported by the Yuvacık Dam, which serves as the province’s main water source. Water from the dam is processed at the Yuvacık Drinking Water Treatment Plant, the largest in the province with a capacity of 480,000 m³/day and distributed across most of the city. As of 2024, there are 13 active drinking water treatment plants operating in different districts of Kocaeli, ensuring adequate and safe water supply throughout the province in line with national drinking water standards (10). The treated water from these facilities is distributed to residential, commercial, and industrial areas through a pressurized pipeline network. Water quality is routinely monitored by the Kocaeli Water and Sewerage Administration (Ä°SU) to ensure consistent compliance with national health and safety standards throughout the entire supply system (11). The Project is expected to have limited water demand, primarily associated with construction activities, and will not rely on or affect drinking water supply systems serving surrounding communities; therefore, no significant impacts on the availability of potable water are anticipated. Water supply and drinking water treatment infrastructure in Ä°stanbul and Kocaeli provinces are summarized in Table 4-6. Table 4-6 Water Supply and Drinking Water Treatment Infrastructure in Ä°stanbul and Kocaeli Property Ä°stanbul Kocaeli Kocaeli Water and Sewerage Responsible Authority Ä°SKÄ° Administration (Ä°SU) Dams (Ömerli, Terkos, Elmalı, Sazlıdere, etc.), Yuvacık Dam, Sapanca Lake (backup), Main Water Sources regulators, groundwater springs, groundwater Number of Drinking Water 14 13 Treatment Plants (2024) Largest Treatment Facility Ömerli and Ä°kitelli (large-capacity urban coverage) Yuvacık DWTP (480,000 m³/day) Regular monitoring by Ä°SU per national Water Quality Monitoring Regular monitoring by Ä°SKÄ° per national standards standards Distribution System Extensive pressurized pipeline network Extensive pressurized pipeline network 4.2.6.4 Wastewater Management In Ä°stanbul, wastewater services are managed by the Ä°SKÄ°. The city operates a highly developed and widespread sewer network serving both the European and Asian sides. As of 2024, Ä°stanbul has 90 operational wastewater treatment plants of varying capacities and treatment levels. Key facilities include Ataköy, Ambarlı, Baltalimanı, Tuzla, and Büyükçekmece, which treat a significant share of the city's wastewater through advanced biological and tertiary processes (See Figure 4-12). Effluent from these plants is discharged in accordance with national regulations, and sludge is managed via stabilization, composting, or disposal at licensed sites. 10 https://www.kocaeli.bel.tr/hizmet/icme-suyu-aritma-47.html and https://www.isu.gov.tr/icerik/detay.aspx?Id=300 11 https://www.isu.gov.tr/faaliyet-raporlari Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 51 Figure 4-12 Distribution of Ä°SKİ’s Wastewater Treatment Plants Source: https://iski.istanbul/kurumsal/iski-tesisleri/ In Kocaeli, wastewater collection and treatment are the responsibility of Ä°SU (Kocaeli Water and Sewerage Administration). The province has a strong centralized system, particularly due to its dense industrial activity. Wastewater from residential, commercial, and industrial areas is collected through an integrated sewerage network and treated at 21 wastewater treatment plants as of 2024. Major facilities include the Ä°zmit Central WWTP, and district -level plants in Gebze, Derince, and Körfez. These plants are designed to comply with the discharge limits defined in the Urban Wastewater Treatment Regulation, and effluent is monitored regularly before discharge into natural receiving bodies. Sludge produced during treatment is stabilized and sent to licensed landfill sites or used as soil conditioner where permitted. Wastewater management structures for Ä°stanbul and Kocaeli provinces are summarized in Table 4-7. Table 4-7 Wastewater Management Structures for Ä°stanbul and Kocaeli Property Ä°stanbul Kocaeli Responsible Authority Ä°SKÄ° Ä°SU Number of WWTPs (2024) 90 21 Major WWTPs Ataköy, Ambarlı, Tuzla, Baltalimanı Ä°zmit Central, Gebze, Derince, Körfez Treatment Types Biological, Advanced Biological, Tertiary Biological, Secondary, Advanced Effluent Monitoring Regular, under national standards Regular, under national standards Sludge Management Stabilized, composted or landfilled Stabilized, landfilled or reused Sewerage System Coverage High (Urban + Industrial areas) High (Urban + Industrial areas) 4.2.7 Biodiversity Biodiversity studies undertaken within the scope of the Ä°stanbul North Rail Crossing Project have been carried out in accordance with the requirements of ESS6. The assessment draws upon a combination of existing scientific literature, habitat and species reports, targeted field surveys, and expert judgment. Field methodologies were designed by specialists with expertise in key taxonomic groups and were tailored to identify and evaluate priority habitats, species of high conservation value, and legally protected areas present within the Project’s AoI. These methodologies ensured a comprehensive understanding of potential biodiversity impacts, thereby informing appropriate mitigation and management strategies in line with ESS6 objectives. 4.2.7.1 Project Standards The legal framework for the conservation and assessment of biological diversity applicable to the project is provided in Section 2. In addition to the provisions of the relevant section, the following provisions shall also be complied with within the scope of the Project. National Guidelines Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 52 Protected Areas â–ª Important Bird Areas (IBA’s) of Türkiye (Magnin and Yarar, 1997) â–ª Key Biodiversity Areas (KBA’s) of Türkiye (Eken et al., 2006) â–ª 122 Important Plant Areas (IPA’s) of Türkiye (Ozhatay et al., 2008) Flora â–ª Flora of Türkiye and East Aegean Islands (Davis, 1965-1988) â–ª Turkish Plant Names (Baytop, 1994) â–ª Red Data Book of Turkish Plants (Ekim et al., 2000) Fauna â–ª Pocket Book of Birds of Türkiye â–ª General and Turkish Zoogeography (Demirsoy, 2002) International Standards and Guidelines â–ª ESS 6 (2017) Biodiversity Conservation & Sustainable Management of Living Natural Resource â–ª EU Habitats Directive (92/43/EEC) â–ª EU Birds Directive (2009/147/EC) 4.2.7.2 Methodology for Biodiversity Studies 4.2.7.2.1 Flora, Habitat and Ecosystems In order to characterize the flora and vegetation structure along the proposed route of the Ä°stanbul North Rail Crossing Project, and to identify any critical habitats or plant species of conservation concern, a systematic habitat-based sampling approach was applied. The primary objective of the study was to assess the ecological value of the route and inform biodiversity impact avoidance and minimization strategies in line with ESS6 (Biodiversity Conservation and Sustainable Management of Living Natural Resources). Using high-resolution satellite imagery via Google Earth, representative sampling points were selected across all major habitat types observed along the 127 km long high-speed railway (HSR) corridor. To account for potential edge effects, a 500-meter buffer zone on both sides of the corridor was included in the study area. A total of 21 sampling points were selected based on the presence of diverse or sensitive habitat types, with prioritization given to natural habitats and areas potentially supporting rare or endemic species. The distribution of sampling stations by habitat type is as follows: • 11 plots representing mesotrophic and eutrophic mixed deciduous forests, • 6 plots within coniferous plantation forests, • 2 plots along riverbanks representing gallery forests dominated by Salix, Alnus, Betula, and Populus species, • 1 plot in association with a permanent mesotrophic lake and shoreline vegetation, • 1 plot within moist and wet grasslands. Note: Four planned stations (FF14, FF15, FF6, FF1) could not be surveyed due to restricted access in military zones or the absence of roads. Field investigations were carried out between 27–28 June 2025 and 30 September – 01 October 2025 by Prof. Dr. Hayri Duman from the Department of Biology, Faculty of Science, Gazi University and M.Sc. Gamze Kaya. At each sampling location, detailed habitat descriptions were recorded and field notes were taken systematically. The floristic inventory was prepared based on species observed directly during field visits and supported by professional judgment. The standard quadrat method (Sutherland, 2006) was used to estimate plant abundance, density, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 53 frequency, and distribution. Species were categorized in accordance with major taxonomic groups (Pteridophyta, Gymnospermae, Angiospermae), and listed by family following the phylogenetic order described in the Flora of Türkiye. For each species, the following information was recorded: • Turkish and English names (if available), • Phytogeographical region, • Endemism status and threat category (for endemic and rare species), • Presence on Convention on the Conservation of European Wildlife and Natural Habitats (Bern Convention) and Convention on International Trade in Endangered Species of Wild Flora and Fauna (CITES) lists, • EUNIS habitat classification, • Abundance within the project area. Plant identification was primarily based on Flora of Türkiye and the East Aegean Islands (Davis, 1965–1988) and supported by additional taxonomic sources. The Red Data Book of Turkish Plants (Ekim et al., 2000) was used to identify endemic and/or threatened species. Since this reference uses International Union for Conservation of Nature and Natural Resources (IUCN) 1994 categories, all threat statuses were updated in line with the IUCN 2001 criteria. The assessment identified several local or regionally endemic, rare, or internationally protected species, as well as habitats with high conservation value. Locations with concentrations of these species or sensitive ecosystems were defined as “Ecologically Sensitive Areas (ESAs)â€?. These areas are particularly vulnerable to disturbance due to the presence of rare species or their ecological fragility. The in-situ and ex-situ conservation recommendations for these areas have been developed within the Project’s Critical Habitat Assessment (CHA) and should be integrated into the Biodiversity Management Plan (BMP) and implemented accordingly. 4.2.7.2.2 Terrestrial Fauna The main objective of this study was to identify and evaluate terrestrial fauna species (particularly vertebrates) along the proposed Çatalca–Gebze railway corridor. The survey aimed to characterize fauna diversity, identify conservation-priority species and habitats, and provide baseline information for avoiding or minimizing biodiversity-related impacts, in line with international standards such as WB - ESS6. The fauna assessment combined literature review with field surveys conducted during the biologically appropriate season for most vertebrate species. Species presence was recorded through both direct and indirect observations. All species were later assessed for conservation significance. Survey Planning: • The project corridor is approximately 127 km in length. • A total of 21 survey points were selected along the railway alignment using Google Earth imagery by Prof. Dr. Hayri Duman and Prof. Dr. Mustafa Sözen. • Site selection was based on habitat diversity, representativeness, and vehicle accessibility. Field surveys were conducted on June 28–29, 2025 by Prof. Dr. Mustafa Sözen from the Department of Biology at Zonguldak Bülent Ecevit University and M.Sc. Gamze Kaya. In addition, field studies were conducted between 1–30 June 2025 and 15 September – 15 October 2025 by M.Sc. Gamze Kaya and M.Sc. Edanur Bingöl. Survey methods included: • Direct visual observations of fauna individuals, • Indirect signs such as tracks, burrows, droppings, food remains, feathers, hair, vocalizations, and echolocation sound recordings etc., Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 54 • Species-specific calls, particularly useful for amphibians, • Photo-documentation and GPS recording of sightings. Each survey point was examined for at least 45 minutes, walking across different microhabitats within the site. The period chosen ensured high visibility and activity for key faunal groups such as amphibians, reptiles, and mammals. Since bird migration in Türkiye occurs mainly in March– May, only a few migratory bird species were detected during the survey. In addition to field observations, previous project experience and faunal records from the Marmara Region were considered to support species list development. Relevant reference projects include: • Nakkas–BaÅŸakÅŸehir Motorway Project • Halkalı–Kapıkule Railway Project • Canal Ä°stanbul Project • Northern Marmara Motorway and Connecting Roads • Barrier Effect Study of the Yavuz Sultan Selim Bridge and Additional Motorways These sources were used to validate the presence and distribution of fauna species and assess habitat importance. Each identified species was evaluated for its conservation status using the following references: • IUCN Red List (global and national assessments) • Bern Convention Appendices • Central Hunting Commission (MAK 2024–2025) Decisions • CITES Appendices • EU Habitats Directive Annexes Special attention was given to endemic, rare, or legally protected species. The terrestrial fauna inventory reflects a combination of direct field data and supporting literature. Species of conservation concern were identified, and recommendations were made for their protection or further monitoring. The survey results will inform mitigation planning and biodiversity management during the project lifecycle. 4.2.7.3 Biodiversity Study Area In order to identify impacts of the Project on biodiversity and to conduct critical habitat assessment, in line with the provisions of the WB - ESS6, the ESIA study area, which consists of a 500-m corridor extending on each side of the proposed route was considered as the Biodiversity Study Area. Some of the surveys carried out within the scope of Phase 1, were not carried out during the animals’ active period and flowering period of plant species. Biodiversity field surveys covered the entire Biodiversity Study Area, in addition to which reference areas outside the Project footprint, and habitats with similar ecological features and carrying capacities were also considered. Therefore, further surveys were proposed in this respect. For this reason, Phase 2 studies were conducted covering all biodiversity issues and appropriate seasons. In Phase 2 of the Project biodiversity field surveys covered the entire Biodiversity Study Area, in addition to which reference areas outside the Project footprint, and habitats with similar ecological features and carrying capacities were also considered. In Phase 2 of the Project detailed flora and fauna sampling surveys were conducted at 21 Locations for Invertebrates, 21 Locations for Herpetofauna, 21 Locations for birds, and 21 Locations for Mammals, sampling Locations within the Biodiversity Study Area. These sampling points were selected considering habitat characteristics, as well as habitat preferences of flora and fauna species. Natural habitats and species that are of high conservation concern (CR, EN, VU, NT and those that require special conservation measures) were prioritized during field surveys. Ornithological surveys were conducted at vantage points, representing different habitats, and also along transect lines. The map showing the sampling/observation points is provided in Appendix 6.1. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 55 Within the scope of the ESIA, sampling points were selected and field studies were conducted only within the impact area of the railway line corridor. No assessment was performed for the associated facilities at this stage. However, comprehensive studies covering both the railway line and all associated facilities will be conducted and included in the Final ESIA will be updated by AYGM as required once the Project design is finalized. The in-situ and ex-situ conservation recommendations for these areas have been developed within the Project’s CHA and should be integrated into the BMP and implemented accordingly. 4.2.7.4 Protected Areas â–ª The WB-ESS two different types of protected areas; Legally Protected and Internationally Recognized Areas of High Biodiversity Value. Legally Protected Areas as defined by ESS6 are those that meet the definition: “A clearly defined geographical space, recognized, dedicated and managed, through legal or other effective means, to achieve the long-term conservation of nature with associated ecosystem services and cultural values.â€?, while Internationally Recognized Areas of high biodiversity value include World Heritage Natural Sites, Biosphere Reserves, KBAs, IBAs, Alliance for Zero Extinction Sites and Ramsar Wetlands of International Importance, among others. When a project is located within a legally protected or internationally recognized area, ESS6 sets requirements in addition to those that are related to critical habitat. Accordingly, it is required to: demonstrate that the proposed development in such areas is legally permitted, â–ª act in a manner consistent with any government recognized management plans for areas â–ª consult protected area sponsors and managers, affected communities, indigenous peoples and other stakeholders on the proposed project, as appropriate; and â–ª implement additional programs to promote and enhance conservation aims and impactive management of the area. In line with this approach, areas that have been designated a status under the Turkish protected area system, as well as areas designated as KBAs, Important Bird and Biodiversity Areas (IBAs) and Important Plant Areas (IPAs) were screened for the purpose of this ESIA. Legally Protected Areas The IUCN proposes the following definition for a protected area (IUCN, 2017), which today is widely used around the globe, and recognized as the definition of legally protected areas by ESS6: “A protected area is a clearly defined geographical space, recognized, dedicated and managed, through legal or other impactive means, to achieve the long-term conservation of nature with associated ecosystem services and cultural values.â€? Legally protected areas constitute an integral part of biodiversity conservation efforts, as well as ecosystem services provided by ecological functions they convey. In Türkiye, Ministry of Agriculture and Forestry is the main official body responsible for development and implementation of national biodiversity conservation policies, action plans, designation of conservation areas, and many other related tasks conducted by its central and local directorates within the Ministry’s organizational structure. IUCN Categories (Dudley et al.,2013) were adopted to restructure the Turkish Protected Area System in 2006 through the Biodiversity and Natural Resource Management Project undertaken by the Ministry’s General Directorate of Nature Conservation and National Parks (DKMP) (Thomas, 2006). The IUCN Categories provide a global framework and is recognized by the Convention on Biological Diversity (CBD), with an initial objective of creating a common understanding of protected areas within and between countries. Categorization is done according to the primary management objectives for a protected area, based on the principles listed as following: i) assignment to a category is a not a commentary on management effectiveness, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 56 ii) the categories systems are international; national names for protected areas may vary, and iii) all categories are important; and gradation of human intervention is implied. Accordingly, legally protected areas in Türkiye, were re-classified under the 6 protected area management categories defined by the IUCN Guidelines, which identify the main reasons for management as the following: I Strict protection [Ia) Strict nature reserve and Ib) Wilderness area] II Ecosystem conservation and protection (i.e., National park) III Conservation of natural features (i.e., Natural monument) IV Conservation through active management (i.e., Habitat/species management area) V Landscape/seascape conservation and recreation (i.e., Protected landscape(seascape) VI Sustainable use of natural resources (i.e., Managed resource protected area) Legally protected areas around the Project route and their IUCN categories are given in Table 4-8, and a map showing the locations of the protected areas with respect to the Project route is presented in Appendix-6.3. Considering the distances between the railway route and the legally protected areas in the region, there will be no Project-related impacts on these areas. The route crosses the Marmara Sea and Islands Special Environmental Protection Areas only with a bridge, meaning there’s no land reclamation, dredging, piling, or other construction happening in the marine zone. Because the railway stays entirely above the sea, it doesn’t interfere with marine or coastal ecosystems, and it doesn’t block animal movements nor release substances that could harm water quality. With these measures, the project easily meets the mitigation requirements of ESS6. As a result, the assessment concluded that the project will not impact the biodiversity or conservation goals of the Special Environmental Protection Area. The railway project’s passage through the Feneryolu Wildlife Development Area has been evaluated with respect to potential impacts on biodiversity and habitat values. The alignment within this zone has been designed to run parallel to an existing road corridor, thereby avoiding new fragmentation of habitats or the introduction of additional disturbance beyond what is already present. Construction activities will remain confined to the modified and previously disturbed road corridor, with no encroachment into undisturbed habitats or sensitive ecological features of the Wildlife Development Area. By utilizing an existing linear infrastructure corridor, the project effectively avoids significant risks to species and ecosystems, in line with the ESS6 mitigation hierarchy. Accordingly, the assessment has concluded that the railway’s passage through the Feneryolu Wildlife Development Area will have no effect on its biodiversity functions or conservation objectives. Table 4-8 Legally Protected Areas near the Project Route Protected Area IUCN Protected Area Category Distance to the Project Route (km) Çilingöz Nature Park V 45.77 Danamandıra Nature Park V 25.97 Åžamlar Nature Park V 11.29 Göktürk Nature Park V 2.87 Ayvabendi Nature Park V 2.80 Fatih ÇeÅŸmesi Nature Park V 6.25 Marmarcık Nature Park V 2.15 Kömürcübent Nature Park V 2.46 Fatih Rıfkı Atay Nature Park V 3.85 Bentler Nature Park V 3.32 NeÅŸetsuyu Nature Park V 4.11 Irmak Nature Park V 5.91 Kirazlıbent Nature Park V 6.35 M. Akif Ersoy Nature Park V 5.31 Türkmenbaşı Nature Park V 9.03 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 57 Protected Area IUCN Protected Area Category Distance to the Project Route (km) Park Orman Nature Park V 9.82 Fatih Sultan Mehmet Nature Park V 8.43 Mihribat Nature Park V 11.98 Polonezköy Nature Park V 5.05 Elmas Buru Nature Park V 4.36 Avcıkoru Nature Park V 6.43 Hacetderesi Nature Park V 1.76 DeÄŸirmenburnu Nature Park V 15.49 Dilburnu Nature Park V 14.31 Büyükada Nature Park V 13.71 Göztepe Nature Park V 11.11 Beykoz Göknarlık Nature Reserve V 3.86 Çilingöz Wildlife Development Areas V 24.45 Feneryolu Wildlife Development Areas V Within the Area Marmara Sea and Islands Special V Within the Area Environmental Protection Areas 4.2.7.5 Baseline Conditions Baseline studies conducted in the Biodiversity Study Area as shown in Figure 8, rely on previously conducted studies, literature information on habitats and species, as well as direct observations and Project-specific data collected on site by field experts. Field methodologies developed by each of these experts and study results are presented in the previous sections. Some of the general methodologies for field surveys can be listed as the following: â–ª In determining sampling/vantage points, locations that represent different habitat types and those that had been identified to be significant to species were considered. â–ª Some of the flora and fauna species were recorded through direct observations. Habitat Classification The European Nature Information System (EUNIS) puts forward a system for identification and classification of European habitat types. Classification area is quite large including the entire European mainland and seas including islands that are close to the mainland (except for Cyprus, Iceland and Greenland), EU states’ archipelagos (Canary Islands, Madeira Islands and Azore Islands) and the European mainland to the west of Ural Mountains that cover Türkiye and the Caucasus. The main objective of the EUNIS habitat classification is to create a European reference set of habitat types including a description of all types and hierarchical classification. Habitats within the Biodiversity Study Area were evaluated in accordance with the EUNIS classification, which is useful in terms of not only relating the national classifications to international level, but in terms of corresponding EUNIS habitats to habitats listed in Annex I of Habitats Directive for “designation of special areas of conservationâ€? and the European Red List of Habitats (Janssen, 2016) for the critical habitat assessment. As part of the Ä°stanbul North Rail Crossing Project, a total of seven distinct habitat types were identified within the project area, based on the EUNIS Level 3 classification. Of these, five are natural habitat types and two are modified (anthropogenically altered) habitats. Each natural habitat type supports different vegetation communities. However, these natural habitats are not continuous along the project corridor; they are generally fragmented and distributed in a discontinuous pattern. Natural habitat types of the Biodiversity Study Area, characteristic plant species of these habitats, related EUNIS codes, are presented in Table 4-9. Table 4-9 Habitats of the Biodiversity Study Area EUNIS Habitat Name Habitat Characteristics Habitat Type (EUNIS-compliant) Moist or wet utrophic This habitat type is found in flat valley bottoms, riparian plains, and areas surrounding E3.4 and mesotrophic water sources where groundwater levels are high. Vegetation cover is nearly 100% but Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 58 EUNIS Habitat Name Habitat Characteristics Habitat Type (EUNIS-compliant) grassland with low species diversity. Characteristic species mainly belong to the families Cyperaceae, Juncaceae, and Gramineae, along with a significant presence of Fabaceae species. These areas are typically used for grazing by livestock. Dominant species include Juncus heldreichianus, Juncus inflexus, Ranunculus constantinopolitanus, Plantago lanceolata, Pulicaria dysenterica, Dipsacus laciniatus, Leucojum aestivum , and Conium maculatum. Found along high water table alluvial valley floors and stream corridors. Dominant tree species vary by stream; in some areas Salix alba dominates, while in others Alnus Riparian galleries of glutinosa prevails. Characteristic tree species include Ulmus minor, Alnus glutinosa, G1.1 Alnus, Betula, Fraxinus angustifolia, Populus alba, and Salix alba. The understorey includes shrubs Populus and Salix such as Rubus sanctus and Prunus spinosa, and water-dependent herbaceous species such as Juncus heldreichianus, Juncus inflexus, Carex pendula, Pulicaria dysenterica, Plantago lanceolata, and Dipsacus laciniatus. Represents the typical climax forests of the Northern Marmara region, provided there is no anthropogenic disturbance. Dominant deciduous trees include Quercus frainetto, Q. petraea, Q. robur, Q. cerris, Tilia argentea, Castanea sativa, Corylus avellana, and Mixed deciduous Carpinus betulus. The shrub layer features species like Arbutus unedo, Ruscus G1.A forests of meso- and aculeatus, Phillyrea latifolia, Ligustrum vulgare, and Jasminum fruticans. Common eutrophic sites herbaceous species include Dactylis glomerata, Galanthus nivalis, Cyclamen coum, Oenanthe pimpinelloides, Ranunculus ficaria, and Sanguisorba minor. Species dominance varies locally. Permanent C1.2 mesotrophic lakes, Represents natural and artificial ponds and lakes within the Project Area. ponds and pools Occurs along the margins of lakes and wetlands with tall, water-dependent vegetation. C3.2 Tall helophyte beds Dominant species include Phragmites australis, Typha latifolia, Carex pendula, and Cyperus longus. Conifer plantations are common in the Thrace region. Within the Project Area, plantation forests composed of Pinus pinaster and Pinus pinea are present. Although plantations were established on previously natural habitats, native species have been largely G3.F Conifer plantations removed. Natural vegetation is suppressed and tree growth is often stunted. In terms of floristic composition, plantations show some resemblance to nearby deciduous mixed forests. Mixed crops of Although limited in extent along the Project route, this modified habitat type is I1.2 market gardens and characterized by cultivated lands, predominantly wheat and sunflower fields. Some horticulture orchards are also present with fruit trees such as quince, plum, and hazelnut. Photographs of the natural and modified EUNIS habitat types of the Biodiversity Study Area are presented in Figure 4-13 and the Habitat Map of the study area is shown in Appendix 6.4. Within the scope of the ESIA, EUNIS habitat types of the Biodiversity Study Area were conducted only within the impact area of the railway line corridor. No assessment was performed for the associated facilities at this stage. However, comprehensive studies covering both the railway line and all associated facilities will be conducted and included in the ESIA to be updated byAYGM as required once the Project design is finalized. E3.4 Moist or wet utrophic and G1.1 Riparian galleries of Alnus, G1.A Mixed deciduous forests of mesotrophic grassland Betula, Populus and Salix meso- and eutrophic sites Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 59 C1.2 Permanent mesotrophic lakes, C3.2 Tall helophyte beds G3.F Conifer plantations ponds and pools I1.2 Mixed crops of market gardens and horticulture Figure 4-13 Habitats of the Biodiversity Study Area 4.2.7.6 Terrestrial Flora This section outlines the scope, objectives, and methodology of the flora and vegetation survey conducted along the route of the Ä°stanbul North Rail Crossing Project (“INRAILâ€?). The INRAIL Project aims to establish a missing high-capacity, heavy-duty rail connection between the European and Asian sides of Ä°stanbul. The project entails the construction of a 127 km long double-track electrified and signaled railway line, crossing the Bosphorus via the YSS Bridge, connecting Çayırova station (Asian side) to Çatalca station (European side). Additional railway links will provide high-standard rail access to Ä°stanbul Airport and a connection to Sabiha Gökçen Airport. The project is being implemented by AYGM under the MoTI of the Republic of Türkiye. The primary objectives of the flora and vegetation study are as follows: 1. To identify plant species occurring or likely to occur along the project corridor, including native and conservation priority species; 2. To classify the main habitat types based on EUNIS Level 3 categories and to produce a habitat map; 3. To assess the presence of rare, locally endemic, or threatened species (according to IUCN categories CR, EN, and VU) and to develop appropriate in-situ and/or ex-situ conservation measures; 4. To identify any potential critical habitats under the EU Habitats Directive and to develop mitigation and enhancement strategies aimed at avoiding or minimizing project-related impacts on these habitats; 5. To determine potential negative impacts of the project on flora and to propose appropriate mitigation measures in line with ESS6. The project corridor generally lies within the Mediterranean climate zone, although certain sections are influenced by Oceanic climatic conditions. As a result, vegetation types shaped by both Mediterranean and Oceanic climates are present across the project area. The route predominantly traverses natural mixed deciduous forests as well as plantation forests composed of Pinus pinaster and Pinus pinea. Natural habitats occupy approximately 30% of the total area along the project corridor. These natural vegetation zones are primarily characterized by mixed deciduous forest habitats. However, the natural habitats along the INRAIL project route are not continuous and appear in a fragmented pattern. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 60 A two-day field survey was conducted along the Gebze–Çatalca corridor of the Ä°stanbul North Rail Crossing Project in June 2025. As a result of this fieldwork, a total of 268 taxa at species and subspecies level, belonging to 68 different plant families, were recorded across the project area (see Table 2). Among these, two species — Centaurea hermannii and Cirsium polycephalum — are endemic to Türkiye, both with a regional distribution range. In addition, four non-endemic but rare species were identified within the project footprint: Ferulago confusa, Symphytum tuberosum subsp. nodosum, Lilium martagon, and Leucojum aestivum. Furthermore, two plant species listed under CITES, Cyclamen coum and Galanthus nivalis, were also observed in the area. As a result of the field surveys carried out within the project area, a total of six notable plant taxa were identified, including two regionally endemic species (Centaurea hermannii and Cirsium polycephalum) and four non-endemic but rare species (Ferulago confusa, Symphytum tuberosum subsp. nodosum, Lilium martagon, and Leucojum aestivum) (see Figure 4-14). In addition, Cyclamen coum, a species listed under CITES, was also recorded in the project area. One of the regionally endemic species, Cirsium polycephalum, is distributed predominantly in the Marmara Region, especially around the Ä°stanbul area. It typically inhabits forest clearings, shrublands (friganas), and steppe habitats. These habitat types are increasingly under pressure from land use changes, leading to significant habitat loss. As a result, Cirsium polycephalum is classified as “Critically Endangered (CR)â€? on the IUCN Red List at the global level. The second regionally endemic species, Centaurea hermannii, is primarily found in deciduous oak forests of the Marmara Region. Due to its restricted range and limited population size, it is classified as “Endangered (EN)â€? on the IUCN Red List. Ferulago confusa and Symphytum tuberosum subsp. nodosum, although not endemic, are considered rare due to their limited distribution, being confined to the Thrace region of Türkiye. Both species are assessed as “Vulnerable (VU)â€? at the national level. Lilium martagon and Leucojum aestivum, which are not endemic but are included in the CITES list due to the commercial export of their bulbs, are found in deciduous forest habitats and wetlands within the Marmara and Western Black Sea Regions. These two species are also categorized as “Vulnerable (VU)â€? nationally under IUCN criteria. The list of the flora species around the Project Are is submitted in Appendix 6.2. Detailed information on critical species, including risk assessments, conservation objectives, mitigation measures, monitoring protocols, assigned responsibilities, resources, training requirements, and a checklist for implementation have to be documented in the BMP in accordance with ESS6, with provisions for regular review and adaptive management. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 61 Figure 4-14 Endemic and Rare Plant Species 4.2.7.7 Terrestrial Fauna Fauna studies conducted as part of biodiversity assessments aim to identify the habitat types present within a project area, the animal species occupying these habitats, and key species of conservation concern, including those that are rare, endemic, or legally protected. These studies contribute to understanding the ecological sensitivity of the area and provide a scientific basis for planning and managing the area while conserving biodiversity. The objective of this study is to identify and assess terrestrial fauna species present within the proposed route of the Ä°stanbul North Rail Crossing Project. The project area is located in the Marmara Region, extending between Çatalca District (Ä°stanbul Province) and Gebze District (Kocaeli Province). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 62 Descriptions of the area’s vegetation and habitat types are provided in the flora section of this report. 4.2.7.7.1 Baseline Conditions and Terrestrial Fauna Studies The Ä°stanbul North Rail Crossing Project is located in the Marmara Region and involves the construction of a 127 km railway line extending between Çatalca District (Ä°stanbul Province) and Gebze District (Kocaeli Province). The railway alignment branches off from the Marmaray Line at Çayırova, passes near Sabiha Gökçen Airport, then turns north to cross the Bosphorus via the YSS Bridge, reaches Ä°stanbul Airport, and finally connects to the Halkalı–Kapıkule Line at Çatalca. To minimize E&S impacts, the project includes various engineering structures along its alignment: 3 single-track TBM tunnels (totaling 19,560 m), 19 double-track NATM tunnels (totaling 21,547 m), 11 cut-and-cover tunnels (totaling 5,329 m), and 29 viaducts (totaling 14,687 m). In total, approximately 56 km of the railway (about 41 km of tunnels and 15 km of viaducts) has been designed to traverse the landscape in a way that reduces potential impacts on biodiversity and natural habitats. The planned railway corridor mostly runs parallel to the Northern Marmara Motorway and serves as a strategic connection between Europe and Asia via the YSS Bridge. Some sections of the alignment pass through agricultural lands, residential areas, oak and pine forests, and a wetland area located to the north of Lake Büyükçekmece. The terrestrial fauna survey was conducted by Prof. Dr. Mustafa Sözen from the Department of Biology, Faculty of Science, Zonguldak Bülent Ecevit University, on June 28–29, 2025. During the survey period, the weather was partly cloudy to overcast, and temperatures ranged between 26°C and 32°C. 4.2.7.7.2 Invertebrates Odonata (Dragonflies and Damselflies) Although several Odonata (dragonflies and damselflies) species were observed during the field survey, it is acknowledged that different species have varying flight periods throughout the year. Therefore, in order to develop a comprehensive species list for the Project area, the Atlas of the European Dragonflies and Damselflies (Boudot and Kalkman, 2015) was consulted. Based on this source, a total of 51 Odonata species were identified as potentially occurring within the study area (See Appendix 6.5). According to Boudot and Kalkman (2015), four of these species are listed as endangered or protected under the Bern Convention and/or the EU Habitats Directive (See Appendix-6.6). Global distribution maps of these species are provided in Figure 4-15, Figure 4-16, Figure 4-17, ad Figure 4-18. • Cordulegaster picta: Historical records from the project area mostly date prior to 1990. However, it is still included in the list due to its documented presence in nearby locations with current distribution. • Gomphus flavipes: Likewise, records from the project area are from before 1990, and the species is considered very unlikely to be currently present, but has been retained in the list due to its past presence. • Sympetrum depressiusculum: Although no point records exist within the project boundary, its occurrence both to the east and west of the area suggests the possibility of its presence in the intermediate region and thus it has also been included. Detailed information on critical species, including risk assessments, conservation objectives, mitigation measures, monitoring protocols, assigned responsibilities, resources, training requirements, and a checklist for implementation have to be documented in the BMP in accordance with ESS6, with provisions for regular review and adaptive management. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 63 Photographs of selected Odonata species are presented in Figure 4-19. Figure 4-15 World distribution of Cordulegaster Figure 4-16 World distribution of Cordulegaster picta insignis (12) (13) Figure 4-17 World distribution of Gomphus flavipes Figure 4-18 World distribution of Sympetrum (14) depressiusculum (15) Figure 4-19 Some Odonata species from the Project site (16) 12 Red dots indicate records prior to 1990, while blue dots indicate records after 1990 13 Red dots indicate records prior to 1990, while blue dots indicate records after 1990 14 Red dots indicate records prior to 1990, while blue dots indicate records after 1990 15 Red dots indicate records prior to 1990, while blue dots indicate records after 1990 16 a. Calopteryx splendens, b. Libellula fulva, c. Pernis apivorus, d. Onychogomphus forcipatus, e. Libellula depressa, f. Lestes dryas, g. Platycnemis pennipes, h. Coenagrion scitulum. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 64 Lepidoptera (Butterflies) Due to the varied flight periods of many butterfly species, conducting a comprehensive butterfly inventory based solely on a two-day field survey in June is not feasible. Therefore, to compile as complete a list of butterfly species as possible for the Project area, the species list presented in Appendix-6.7 was developed by reviewing Ä°stanbul records available on platforms such as trakel.org and adamerkelebek.org. These platforms contain tens of thousands of photographic records contributed by hundreds of observers. Species were selected based on their likelihood of occurrence within the Project’s route and habitat structure. None of the butterfly species identified for the Project area are endemic or classified as endangered. According to the IUCN global Red List, four species are categorized as Near Threatened (NT), while one species is listed under the national conservation status. Detailed information on critical species, including risk assessments, conservation objectives, mitigation measures, monitoring protocols, assigned responsibilities, resources, training requirements, and a checklist for implementation have to be documented in the BMP in accordance with ESS6, with provisions for regular review and adaptive management. Figure 4-20 Some butterfly species from the Project site (17) 4.2.7.7.3 Amphibians Amphibians are species dependent on aquatic environments for reproduction, although some spend the majority of their lives on land. Along the railway corridor, several permanent water bodies are present, including water channels and creeks near Lake Büyükçekmece, small creeks crossed by the railway, and a lake located within Study Point 18. Due to the summer timing of the field survey, some amphibian specimens were directly observed during the assessment. A total of 11 probable amphibian species at the Project site are listed in Appendix-6.8. Two of 17 a. Limenitis reducta, b. Vanessa atalanta, c. Argynnis pandora, d. Hipparchia syriaca, e. Aporia crataegi, f. Melitaea didyma, g. Coenonympha arcania, h. Papilio machaon, i. Iphiclides podalirius, j. Ochlodes sylvanus, k. Melanargia galathea, l. Colias crocea, m. Polyommatus icarus. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 65 these species are endemic; however, none are currently classified under the threatened categories by the IUCN. The IUCN assessment for Ommatotriton nesterovi has not yet been completed (Not Evaluated - NE). Study Point 21, located north of Lake Büyükçekmece, contains swampy areas and creeks that appear to retain water throughout the amphibian breeding season. Similarly, at Study Point 18, the railway crosses a lake that provides suitable aquatic habitat for amphibians. Additionally, a swampy area and creeks near Study Point 21 also represent important habitats for amphibians. These three locations are considered particularly significant for amphibian conservation. According to the Bern Convention Appendices, five amphibian species at the Project site are listed in “Appendix II (Strictly Protected Fauna Species)â€?, while the remaining six species are included in “Appendix III (Protected Fauna Species)â€?. Furthermore, under the EU Habitats Directive, five species are listed in “Annex IVâ€?, one species in “Annex Vâ€?, and two species in Annex III. Detailed information on critical species, including risk assessments, conservation objectives, mitigation measures, monitoring protocols, assigned responsibilities, resources, training requirements, and a checklist for implementation have to be documented in the BMP in accordance with ESS6, with provisions for regular review and adaptive management. 4.2.7.7.4 Reptiles A total of 30 reptile species is considered likely to occur within the Project area and are presented in Appendix 6.9. None of these species are endemic. However, Testudo graeca (Spur-thighed tortoise) is listed as Vulnerable (VU) on the IUCN Red List and was directly observed at multiple locations within the study area. Based on the Bern Convention Appendices, 19 reptile species found within the Project site are listed under “Appendix II (Strictly Protected Fauna Species)â€?, and 10 species are listed under “Appendix III (Protected Fauna Species)â€?. According to the EU Habitats Directive, 19 species are included in Annex IV (Animal and plant species of Community interest in need of strict protection), and three species are listed in Annex II (Animal and plant species of Community interest whose taking in the wild and exploitation may be subject to management measures). Due to the high summer temperatures during the field survey, relatively few reptile species were directly observed. Only Testudo graeca, Ablepharus kitaibelii, Lacerta viridis, Ophisops elegans, and Natrix natrix were recorded through direct sightings (Figure 4-21). All other species were identified based on habitat suitability, previous records, and scientific literature. Detailed information on critical species, including risk assessments, conservation objectives, mitigation measures, monitoring protocols, assigned responsibilities, resources, training requirements, and a checklist for implementation have to be documented in the BMP in accordance with ESS6, with provisions for regular review and adaptive management. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 66 (18) Figure 4-21 Some reptile species observed at project area 4.2.7.7.5 Birds Field surveys were conducted on June 28–29, 2025, by Prof. Dr. Mustafa Sözen. Given the timing of the study fell outside the spring bird migration season, only a few migratory bird species were directly observed. However, data from a prior ornithological study conducted by Prof. Sözen on March 4–5, 2020, for the Halkalı–Kapıkule Railway Project, which coincides partially with the current project route, were integrated into the assessment. During the earlier study, 34 migratory bird species were directly recorded. In total, 255 bird species are considered potentially present in the project area, including resident and migratory species (See Appendix 6.10). The project area is located on the main bird migration corridor of Türkiye. Each year during spring, millions of birds migrate from Africa to Europe through the Bosphorus Strait, particularly over the area where the Yavuz Sultan Selim Bridge is located. Due to this, a high number of migratory species were included in the project bird list. However, this does not imply permanent residency; many are passage migrants only briefly present during seasonal movements. None of the recorded bird species within the project area are endemic. In terms of conservation status based on the IUCN Red List, 4 species are classified as Vulnerable (VU), 3 species as Endangered (EN), and 1 species as Critically Endangered (CR). An additional 12 species are assessed as Near Threatened (NT), while the remaining species fall under the Least Concern (LC) category. According to the Bern Convention, 171 of the recorded species are listed under Annex II (Strictly Protected Fauna Species), and 75 species are listed under Annex III (Protected Fauna Species). In accordance with the National Hunting Regulation (MAK) for the 2024–2025 period, 49 species are included in Annex I, which comprises protected game animals, and 26 species are included in Annex II, indicating species whose hunting is permitted for limited periods. Regarding international trade regulations, 3 species are listed in “Appendix Iâ€? and 3 species in “Appendix IIâ€? of the CITES. Under the EU Birds Directive, 87 species are listed in Annex I (requiring special conservation measures), 15 in Annex IIA, 38 in Annex IIB, 2 in Annex IIIA, and 13 in Annex IIIB. In addition to direct field observations conducted in June 2025, the assessment incorporated data from previous field surveys conducted in March 2020, wintering bird studies around Büyükçekmece and Küçükçekmece Lakes, online databases such as eBird, and relevant scientific literature. These multiple data sources were used to create a comprehensive and robust 18 a.Testudo graeca, b. Lacerta viridis, c. Ophisops elegans, d. Natrix natrix, e. Ablepharus kitaibelii. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 67 bird species list for the project area. Detailed information on critical species, including risk assessments, conservation objectives, mitigation measures, monitoring protocols, assigned responsibilities, resources, training requirements, and a checklist for implementation have to be documented in the BMP in accordance with ESS6, with provisions for regular review and adaptive management. Within the scope of the ESIA, field surveys for birds were conducted only within the impact area of the railway line corridor. No surveys were carried out of the associated facilities at this stage. Figure 4-22 Some birds photographed at the Project site (19) 4.2.7.7.6 Mammals Although no mammal individuals were directly observed during the field surveys conducted for the Project, various indirect signs, including burrows and footprints, were recorded, indicating the presence of mammalian fauna in the area. Based on the general habitat characteristics of the Project site and existing distribution data, 70 probable mammal species were identified as likely to occur within the Project area (See Appendix 6.11). 19 a. Motacilla alba, b. Ardeola ralloides, c. Pernis apivorus, d. Carduels carduelis, e. Pica pica, f. Circus cyaneus, g. Hieraaetus pennatus, h. Lullula arborea, i. Circus aeruginosus, j. Phylloscopus trochilus, k. Merops apiaster, l. Acrocephalus arundinaceus, m. Ciconia ciconia Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 68 Among these, Nannospalax turcicus and Microtus fingeri are endemic to Türkiye, and Talpa martinorum is considered regionally endemic, with a limited geographic range. Regarding their global conservation status, two species are classified as Vulnerable (VU) and two as Endangered (EN) on the IUCN Red List. The remaining species are either listed as Least Concern (LC) or have not yet been evaluated (NE). According to the Bern Convention, 31 of these species are included in Annex II, which lists strictly protected fauna species, while 15 are listed in Annex III, indicating species subject to protection. The remaining 30 species are not covered by the Bern Convention. Under the National Hunting Regulation (MAK 2024–2025), 2 mammal species are listed in Annex I, which includes game animals under protection, while 4 species are included in Annex II, which allows limited hunting during specified seasons. According to the CITES Appendices, 2 species are listed in “Appendix Iâ€?, covering species threatened with extinction and requiring the highest level of protection; 1 species is listed in “Appendix IIâ€?, which includes species not necessarily threatened but whose trade must be controlled; and 2 species are included in “Appendix IIIâ€?, which lists species protected in at least one country that has requested assistance from other Parties in regulating trade. Finally, in accordance with the EU Habitats Directive, 13 species are listed in Annex II, which comprises species requiring the designation of special conservation areas; 6 species are in Annex IV, which includes species in need of strict protection; and 2 species are included in Annex V, referring to species whose exploitation may be regulated. In summary, although direct sightings were not recorded during the limited field effort, the presence of signs and availability of suitable habitats strongly suggest that the Project area supports a relatively diverse mammal community, including species of conservation concern and endemics. Further monitoring is recommended to confirm actual species presence and, if necessary, to develop species-specific mitigation measures. Detailed information on critical species, including risk assessments, conservation objectives, mitigation measures, monitoring protocols, assigned responsibilities, resources, training requirements, and a checklist for implementation have to be documented in the BMP in accordance with ESS6, with provisions for regular review and adaptive management. Within the scope of the ESIA, field surveys for mammals were conducted only within the impact area of the railway line corridor. No surveys were carried out for the associated facilities at this stage. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 69 (20) Figure 4-23 Some mammal signs photographed at the Project site 4.2.7.8 Invasive Alien Species The CBD defines invasive alien species as species whose introduction and/or spread outside their natural past or present distribution threatens biological diversity. Invasive Alien Species occur across all taxonomic groups—including animals, plants, fungi, and microorganisms—and can impact all types of ecosystems. According to the IUCN, invasions by alien species have caused significant degradation with negative impacts on biodiversity and local livelihoods. Therefore, projects that may inadvertently introduce Invasive Alien Species must be screened for their potential risks, and appropriate preventive measures must be implemented. Under WB-ESS6, projects with potential for introducing alien species require a comprehensive risk assessment. Because eradication of Invasive Alien Species once established demands considerable effort and resources, prevention is recognized as the first and most critical step in management. At the global level, the Global Invasive Species Programme and the IUCN Species Survival Commission’s Global Invasive Species Database lead international cooperation to minimize the spread and impact of Invasive Alien Species and to conserve biodiversity. The Global Invasive Species Database is currently developing the Global Register of Introduced and Invasive Species, which provides validated and annotated country-level inventories of introduced and invasive species. In Türkiye, extensive marine Invasive Alien Species datasets exist, while studies on terrestrial Invasive Alien Species are relatively limited. A Global Environment Facility funded project led by the DKMP focuses on preventing, detecting, controlling, and managing Invasive Alien Species in key marine biodiversity areas. In line with recent European Union legislation on Invasive Alien Species (Regulation 1143/2014), which mandates a coordinated response by member states to threats posed by invasive species to biodiversity and ecosystem services, similar initiatives are planned for inland water and terrestrial ecosystems. Research indicates that approximately 1.5% of plant species in Türkiye are exotic (Arslan et al., 2015), although a comprehensive alien plant list is still lacking. Türkiye is a member of the European and Mediterranean Plant Protection Organization (EPPO), an intergovernmental organization that coordinates plant health protection by developing international strategies to 20 a. Nannospalax turcicus mounds, b. Talpa europaea/martinorum burrow, c. Canis aureus foot print, d. Microtus sp. burrow Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 70 regulate and prevent the introduction and spread of pests through its A1 and A2 pest lists. Species recorded in the EPPO list of invasive alien plants and present in Türkiye include Acroptilon repens, Ailanthus altissima, Ambrosia artemisiifolia, Carpobrotus edulis, Cortaderia selloana, Cyperus esculentus, Paspalum distichum, Opuntia ficus-indica, Oxalis pes-caprae, and Sicyos angulatus. Additionally, Azolla filiculoides and Rhododendron ponticum are listed in the EPPO Observation List of invasive alien plants, while Miscanthus sinensis, on the EPPO Alert List, is also recorded within Türkiye’s flora (Arslan et al., 2015). The Project area is located within the Marmara Region, which is known to be ecologically sensitive and particularly vulnerable to the spread of Invasive Alien Species. Field surveys conducted along the proposed route identified the presence of several Invasive Alien Species, including: • Ailanthus altissima (Tree of heaven) (See Figure 4-26), • Robinia pseudoacacia (Black locust) (See Figure 4-28), • Phytolacca americana (American pokeweed) (See Figure 4-25), • Buddleja japonica (See Figure 4-27), • Xanthium strumarium subsp. strumarium (Common cocklebur) (See Figure 4-24). Figure 4-24 Xanthium strumarium (Invasive Alien Figure 4-25 Phytolacca americana (Invasive Alien Species) Species) Figure 4-26 Ailanthus altissima (Invasive Alien Figure 4-27 Buddleja japonica (Invasive Alien Species) Species) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 71 Figure 4-28 Robinia pseudoacacia (Invasive Alien Species) These species have shown an increase in population density in the region and are actively threatening natural habitats through competitive displacement of native flora. If unmanaged, project activities may unintentionally contribute to the further spread and establishment of these species. To minimize the risk of facilitating Invasive Alien Species propagation during construction and operational phases, the following measures are recommended: • Prevention before fruiting: Individuals of fruit-bearing Invasive Alien Species species should be manually removed from the project footprint before reaching fruiting stages to prevent seed dispersal. Removed biomass should be safely incinerated at a designated site to avoid further spread. • Eradication of woody Invasive Alien Species: For perennial and woody Invasive Alien Species such as Ailanthus altissima, Robinia pseudoacacia, and Buddleja japonica, mechanical removal of individuals—preferably with the root system intact—should be performed using appropriate equipment (e.g., backhoe/JCB). Care should be taken to prevent regrowth or vegetative propagation from root fragments. • Follow-up and monitoring: Regular monitoring should be conducted to detect new occurrences or regrowth. Adaptive management strategies should be developed in accordance with findings. Several invasive alien fauna species are known to occur in the Marmara Region. In the context of the Project, four invasive alien vertebrate species were considered during the assessment. Among bird species, three invasive alien species have been recorded in the Ä°stanbul region: Psittacula krameri (Rose-ringed Parakeet), Psittacula eupatria (Alexandrine Parakeet), and Acridotheres tristis (Common Myna). However, these species are typically restricted to urban parks and green spaces and were not observed along the project corridor. Therefore, they are not considered relevant to the project’s direct impact zone and are not included in the species list for further action. Podarcis sicula (Italian Wall Lizard), an invasive reptile species, has not been directly observed during field surveys; however, Vantage Point 21 contains habitat characteristics suitable for the species. Considering the potential presence of this species within suitable microhabitats, it has been included in the invasive alien species list for the project. Trachemys scripta (Pond Slider), another invasive alien species frequently introduced through the pet trade, has become increasingly widespread in aquatic ecosystems across Türkiye. While not recorded during field surveys, Vantage Points 21 and 18 include aquatic habitats that may support this species. Therefore, the potential for its presence must be taken into consideration. Currently, no invasive alien amphibian or mammal species have been recorded or are expected to occur in the project area. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 72 An effective Invasive Alien Species Management Procedure has to be addressed within the framework of the BMP to be prepared in compliance with WB-ESS6. Training on Invasive Alien Species has to be provided to all relevant project personnel to raise awareness, enable early identification, and ensure effective management and prevention measures are implemented throughout the project lifecycle. Within the scope of the ESIA, field surveys for Invasive Alien Species were conducted only within the impact area of the railway line corridor. No surveys were carried out for the associated facilities at this stage. However, comprehensive surveys covering both the railway line and all associated facilities will be conducted and included in the Final ESIA. 4.2.7.9 Critical Habitat Assessment (CHA) 4.2.7.9.1 Introduction The purpose of this CHA is to evaluate the biodiversity values within and surrounding the proposed Project area in accordance with the requirements of ESS6: Biodiversity Conservation and Sustainable Management of Living Natural Resources. The CHA aims to determine whether the Project is located within or near areas considered as critical habitat, as defined by ESS6, and to ensure that potential impacts on biodiversity and ecosystem services are appropriately identified, assessed, and managed. ESS6 recognizes that protecting and conserving biodiversity is essential for sustainable development and underlines the importance of maintaining ecosystem services upon which affected communities and economies depend. This assessment therefore supports informed decision-making by identifying the presence of habitats with high biodiversity value, including those supporting: • Threatened or endangered species; • Endemic or restricted-range species; • Migratory or congregatory species; • Unique or threatened ecosystems; • Ecologically significant areas critical for the survival of species or the maintenance of ecosystem functions. In line with the mitigation hierarchy (avoidance, minimization, restoration, and offset), the CHA provides a scientific basis for developing project-specific biodiversity management and mitigation measures. These measures aim to avoid impacts on critical habitats wherever possible and, where avoidance is not feasible, to ensure that development is consistent with ESS6 objectives, including no net loss or net gain of biodiversity values, as appropriate. 4.2.7.9.2 Objectives of the CHA The primary objective of the CHA is to identify and assess the presence and extent of natural and critical habitats within the Project’s AoI, in line with the requirements of ESS6: Biodiversity Conservation and Sustainable Management of Living Natural Resources. This assessment supports biodiversity-informed project planning and ensures that project activities are consistent with the conservation objectives of ESS6. The specific objectives of the CHA are to: • Identify and classify terrestrial and aquatic habitats within the Project area according to ESS6 definitions of modified, natural, and critical habitats. • Determine the presence of critical habitat triggers, such as: o Critically endangered and endangered species; o Endemic and restricted-range species; o Migratory and congregatory species; o Threatened or unique ecosystems; Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 73 • Key biodiversity features essential for maintaining ecological processes and functions. • Evaluate the biodiversity sensitivity and conservation value of habitats potentially impacted by the Project. • Support application of the mitigation hierarchy by informing avoidance, minimization, restoration, and offset measures for biodiversity impacts. • Inform the development of the Project’s BMP and any necessary offset strategy, ensuring compliance with ESS6. • Guide stakeholder engagement by identifying species and habitats of conservation concern that may be important to local communities, conservation authorities, or scientific stakeholders. • Through these objectives, the CHA aims to ensure that the Project’s planning, design, and implementation align with best practices for biodiversity conservation and sustainable use of natural resources, while minimizing risk to critical ecosystems and species. 4.2.7.9.3 Scope and Methodology Scope of the Assessment This CHA covers the Project’s AoI, which includes the direct footprint of the proposed development, associated facilities (e.g., access roads, railway lines, pipelines), and surrounding areas potentially affected by direct, indirect , and cumulative impacts. The spatial extent of the assessment has been defined to capture ecologically relevant features, particularly those related to habitat connectivity, species movement, ecosystem services, and ecological boundaries beyond the project site. The CHA addresses: • Classification of habitats as modified, natural, or critical according to ESS6 definitions; • Identification of species and ecosystems of conservation concern; • Mapping of priority biodiversity features, including those potentially qualifying as critical habitat; • Assessment of baseline ecological conditions, biodiversity values, and ecosystem functions; • Evaluation of project-related risks to biodiversity, with a focus on critical habitat triggers. Methodology The CHA was developed through an integrated approach combining desktop analysis, field surveys, and expert consultation, consistent with ESS6 guidance and international best practices. The following steps were undertaken: 1. Literature Review and Secondary Data Collection • Compilation of existing biodiversity data from published scientific literature, EIA, government reports, IUCN Red List, GBIF, BirdLife International, and relevant national conservation databases. • Review of previous ecological studies conducted in or near the Project area. 2. Geospatial Analysis • Use of high-resolution satellite imagery, topographic and land use maps, and GIS tools to characterize habitat types, vegetation cover, and ecological connectivity. • Identification of legally protected areas, IBAs, KBAs, Ramsar Sites, Natura 2000 sites (if applicable), and other designated biodiversity areas. 3. Field Surveys • Targeted biodiversity fieldwork to confirm the presence of critical habitat features, including floral and faunal surveys, habitat condition assessments, and species- specific searches (e.g., for endangered or migratory species). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 74 • Seasonal considerations included where relevant to capture temporal ecological patterns (e.g., breeding, migration, dormancy). 4. Critical Habitat Screening and Assessment • Systematic application of ESS6 criteria to screen for critical habitat triggers. • Evaluation of the likelihood and significance of the Project affecting these triggers. • Classification of habitat types according to their ecological integrity and conservation importance. 5. Limitations and Uncertainties • Acknowledgment of data gaps, limitations in field access (if applicable), and ecological uncertainties, with recommendations for further studies where required. This methodology ensures that the CHA is transparent, evidence-based, and aligned with the precautionary principle, supporting robust biodiversity risk assessment and informed decision- making under ESS6. 4.2.7.9.4 Regulatory and Policy Framework The CHA has been developed in accordance with the applicable international standards, national legislation, and institutional policies related to biodiversity conservation and habitat protection. This section outlines the key regulatory and policy instruments guiding the assessment. International Frameworks World Bank Environmental and Social Standard 6 (ESS6): ESS6 of the ESF requires that projects avoid adverse impacts on biodiversity and habitats, particularly in critical habitats and legally protected or internationally recognized areas. Where avoidance is not feasible, the standard mandates implementation of measures to minimize and mitigate biodiversity risks and impacts, with an emphasis on achieving no net loss and, where possible, net gain of biodiversity in critical habitat areas. International Union for Conservation of Nature (IUCN) Red List of Threatened Species: The IUCN Red List provides global conservation status assessments for species, serving as a key reference for determining species of concern and critical habitat triggers under ESS6. Key Biodiversity Areas (KBAs) and Important Bird Areas (IBAs): The assessment considers overlap or proximity to KBAs and IBAs, which may contribute to the identification of critical habitats due to the presence of globally significant biodiversity values. Convention on Biological Diversity (CBD): The CBD promotes the conservation of biological diversity, sustainable use of its components, and fair and equitable sharing of the benefits arising out of the utilization of genetic resources. The CHA contributes to national and international commitments under the CBD. Convention on the Conservation of Migratory Species of Wild Animals (CMS): If the project intersects known migratory routes, the CHA accounts for the conservation needs of migratory species, especially those protected under the CMS and related agreements such as AEWA (Agreement on the Conservation of African-Eurasian Migratory Waterbirds). Ramsar Convention on Wetlands: If the project area includes or is near a Ramsar site or a wetland with equivalent value, additional protection standards are applied consistent with Ramsar guidance. National Legal and Institutional Framework (tailored per country — example below for Türkiye) National Nature Conservation Legislation: Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 75 The assessment is aligned with national laws concerning protected areas, species conservation, forestry, and EIA. These include Environmental Law No. 2872, Forest Law No. 6831, National Parks Law No. 2873. National Red List and Species Protection Directives: National threat classifications, species protection statuses, and habitat mapping are used to complement global references. Environmental Impact Assessment (EIA) Regulation: The CHA is integrated into the national EIA process, ensuring consistency with legal requirements for biodiversity baseline assessment, impact evaluation, and mitigation planning. 4.2.7.9.5 Project Lender or Institutional Policies This CHA has been prepared in alignment with the WB’s ESF, which governs the environmental and social risk management of projects financed by the Bank. In particular, the assessment responds to the requirements set out under ESS6: Biodiversity Conservation and Sustainable Management of Living Natural Resources. ESS6 recognizes the importance of maintaining biodiversity and ecosystem services, especially in areas considered natural or critical habitat. Under ESS6, projects situated in or near critical habitats are subject to strict conservation and management standards, and must demonstrate that: • No viable alternatives to project location exist; • Project activities will not lead to measurable adverse impacts on key biodiversity features or the ecological processes supporting them; • The project will not result in a net reduction in the population of any recognized endangered or critically endangered species; • Mitigation measures are designed to achieve no net loss or net gain of biodiversity, where feasible. As part of the WB’s ESF, the following standards and guidance are also relevant to this rail project: • ESS1: Assessment and Management of E&S Risks and Impacts: Requires integrated risk and impact assessments, including biodiversity considerations, to inform project design and decision-making. • WB EHSGs: Provides sector-specific and general guidance for minimizing environmental risks, including those related to habitat disturbance, construction-phase impacts, and pollution. • WB Good Practice Note on Critical Habitat and Biodiversity: Offers guidance on determining critical habitat, identifying priority biodiversity features, and applying the mitigation hierarchy in a manner consistent with ESS6. • ESCP: The findings of this CHA will inform the biodiversity-related commitments defined in the ESCP for the Project, including any requirements for BMPs, monitoring programs, or habitat offsets. • WB Guidance Note on Protected Areas: Provides guidance on the assessment and management of potential project impacts on legally protected and internationally recognized areas, including requirements related to avoidance, stakeholder engagement, and coordination with relevant authorities, in line with ESS6. As the WB is the financing institution for this rail project, compliance with the ESF and specifically with ESS6 critical habitat provisions is mandatory. This CHA plays a key role in identifying the presence of critical habitat, evaluating potential impacts, and guiding the development of mitigation strategies to ensure that the project adheres to international biodiversity conservation standards throughout its lifecycle. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 76 4.2.7.9.6 National Biodiversity and Environmental Legislation The CHA has been developed in compliance with relevant Turkish environmental and conservation legislation, including: • Environmental Law No. 2872: Establishes the framework for EIA, requiring biodiversity evaluations and protection measures. • National Parks Law No. 2873: Governs the designation and protection of national parks, nature parks, nature reserves, and wildlife development areas. • Forest Law No. 6831: Protects state forest lands and associated biodiversity features. • Regulation on the Protection of Wetlands (Official Gazette No. 25818): Protects natural wetlands and areas of ecological significance. • Biodiversity and National Biological Diversity Strategy and Action Plan (BSAP): Developed under the CBD, the BSAP outlines national priorities for the conservation and sustainable use of biodiversity. Protected areas and species listed in the Official Gazette on the Protection of Wild Fauna and Flora and national Red Lists have been considered in this assessment. Additionally, the CHA aligns with spatial planning policies and regional development plans where ecological conservation zones are defined. 4.2.7.9.7 Definitions of Critical Habitat Under the ESS6: Biodiversity Conservation and Sustainable Management of Living Natural Resources, critical habitat is defined as areas with high biodiversity value that meet one or more of the following internationally recognized criteria. These areas require heightened protection due to their ecological importance, species richness, or support for globally significant biodiversity features. ESS6 defines critical habitat as follows: Critical Habitat is a subset of both natural and modified habitats that deserves particular attention. It includes areas with high biodiversity value, including: • Habitat of significant importance to critically endangered and/or endangered species; • Habitat of significant importance to endemic and/or restricted-range species; • Habitat supporting globally significant concentrations of migratory species and/or congregatory species; • Highly threatened and/or unique ecosystems; and • Ecological functions or characteristics that are needed to maintain the viability of the biodiversity values described above. These criteria are interpreted using international and national data sources such as the IUCN Red List of Threatened Species, BirdLife International, KBAs, IBAs, and other globally recognized databases. Critical habitats may also include legally protected areas, Ramsar Sites, UNESCO World Heritage Sites, or other internationally or nationally designated areas, depending on their ecological attributes. According to ESS6, projects that may affect critical habitats must: • Avoid adverse impacts on critical habitat where possible; • Where avoidance is not feasible, implement measures to achieve no net loss of biodiversity; • Demonstrate that the proposed development is not expected to lead to a measurable reduction in the population or range of any species qualifying the area as critical habitat; • Maintain or enhance ecological processes supporting critical habitat features; Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 77 • Engage experts and relevant stakeholders to ensure that assessments and mitigation measures are robust and science-based. The identification of critical habitat is a central component of the CHA and serves as a basis for determining project design constraints, mitigation strategies, and conservation obligations. 4.2.7.9.8 Methodology This section outlines the methodology adopted to identify, assess, and determine the presence of critical habitat within the AoI of the proposed railway project, in line with the requirements of the ESS6: Biodiversity Conservation and Sustainable Management of Living Natural Resources. The approach integrates desktop studies, field surveys, geospatial analysis, and expert consultations, and is based on the precautionary principle and the mitigation hierarchy (avoidance, minimization, restoration, offsetting). 4.2.7.9.9 Overview of the Approach The CHA for the railway project was designed to: • Classify habitats as modified, natural, or critical, per ESS6 definitions; • Identify the presence of critical habitat triggers, including threatened species, migratory corridors, and unique ecosystems; • Evaluate biodiversity sensitivities along the proposed railway alignment and associated facilities; • Provide a robust ecological baseline to inform the design and routing of the railway infrastructure; • Support the application of the mitigation hierarchy in biodiversity management planning. The methodology follows guidance from: • WB ESS6 Guidance Note; • IFC PS6 and GN6 (where applicable); • IUCN Red List and KBAs methodologies. 4.2.7.9.10 Species of Conservation Concern and Protected Areas This section summarizes the presence of legally protected areas, internationally recognized areas, and the occurrence of species of conservation concern within the Project’s AoI, based on both secondary data sources and primary field observations conducted during the CHA. Protected Areas Several protected areas and ecologically significant sites are located within or adjacent to the AoI of the proposed railway project. These include: Nationally designated areas, such as: • Feneryolu Wildlife Development Area • Marmara Sea and Islands Special Environmental Protection Area Internationally recognized areas, such as: • BoÄŸaziçi Important Nature and Bird Area • Büyükçekmece Lake Important Nature and Bird Area • Kilyos Dunes Important Nature and Plant Area • Ömerli Basin Important Nature and Plant Area • Pendik Valley Important Nature Area • North BoÄŸaziçi Important Plant Area Key Biodiversity Areas (KBAs), such as: Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 78 • Bosphorus KBA • Pendik Valley KBA • Büyükcekmece Lake KBA These areas serve as habitats for endangered and endemic species and provide essential ecological services, such as wildlife corridors, breeding grounds, and feeding areas for migratory species. The proximity of the railway alignment to these areas has been evaluated to identify potential direct and indirect impacts, such as habitat fragmentation, disturbance from noise and vibration, and barrier effects. 4.2.7.9.11 Species of Conservation Concern Species of high conservation concern were identified based on a combination of: • IUCN Red List assessments (Critically Endangered [CR], Endangered [EN], and Vulnerable [VU] species); • National Red Lists and legally protected species; • Field survey results, which confirmed the presence or potential presence of threatened, endemic, migratory, or congregatory species; • Distribution data from databases such as GBIF, BirdLife International, and national inventories. Field observations confirmed the presence of several potential critical habitat trigger species along or near the proposed railway corridor. These include: ➢ Cirsium polycephalum (IUCN: CR; Observation) ➢ Ferulago confusa (IUCN: CR; Observation) ➢ Centautrea hermannii (IUCN: EN; Observation) ➢ Lilium martagon (IUCN: VU; Observation) ➢ Leucojum aestivum (IUCN: VU; Observation) ➢ Symphytum tuberosum subsp. nodosum (IUCN: VU; Observation) ➢ Cyclamen coum (CITES; Observation) ➢ Ornithogalum pascheanum (Regional endemic; Literature) ➢ Crocus pestalozzae (IUCN: VU; Literature) ➢ Galanthus plicatus subsp. byzantinus (Regional endemic; Literature) ➢ Aurinia uechtritziana (IUCN: VU; Bosphorus KBA) ➢ Centaurea hermannii (IUCN: EN; Bosphorus KBA) ➢ Isatis arenaria (IUCN: EN; Bosphorus KBA) ➢ Lathyrus undulatus (IUCN: VU; Bosphorus KBA) ➢ Trifolium pachycalyx (IUCN: DD; Bosphorus KBA) ➢ Colchicum micranthum (IUCN: EN; Pendik Valley KBA) ➢ Testudo graeca (IUCN: VU; Bosphorus KBA; Observation, Büyükcekmece Lake KBA) ➢ Testudo hermanni (IUCN: NT; Bosphorus KBA; Observation, Büyükcekmece Lake KBA) ➢ Emys orbicularis (IUCN: NT; Bosphorus KBA; Observation, Büyükcekmece Lake KBA) ➢ Pelecanus crispus (IUCN: NT; Observation) ➢ Branta ruficollis (IUCN: VU; Observation, Büyükcekmece Lake KBA) ➢ Aythya ferina (IUCN: VU; Observation, Büyükcekmece Lake KBA) ➢ Aythya nyroca (IUCN: NT; Observation, Büyükcekmece Lake KBA) ➢ Neophron percnopterus (IUCN: EN; Observation) ➢ Aegypius monachus (IUCN: NT; Observation) ➢ Circus macrourus (IUCN: NT; Observation) ➢ Clanga clanga (IUCN: VU; Observation) ➢ Aquila nipalensis (IUCN: EN; Observation) ➢ Aquila heliaca (IUCN: VU; Observation) ➢ Falco vespertinus (IUCN: NT; Observation) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 79 ➢ Haematopus ostralegus (IUCN: NT; Observation) ➢ Vanellus vanellus (IUCN: NT; Observation) ➢ Calidris ferruginea (IUCN: NT; Observation) ➢ Limosa limosa (IUCN: NT; Observation) ➢ Numenius arquata (IUCN: NT; Observation) ➢ Larus armenicus (IUCN: NT; Observation) ➢ Streptopelia turtur (IUCN: VU; Observation) ➢ Anthus pratensis (IUCN: NT; Observation) ➢ Turdus iliacus (IUCN: NT; Observation) ➢ Ciconia ciconia (IUCN: LC; Observation, Bosphorus KBA) ➢ Ciconia nigra (IUCN: LC; Observation, Bosphorus KBA) ➢ Larus cachinnans (IUCN: LC; Observation, Bosphorus KBA, Büyükcekmece Lake KBA) ➢ Larus melanocephalus (IUCN: LC; Observation, Bosphorus KBA, Büyükcekmece Lake KBA) ➢ Larus ridibundus (IUCN: LC; Observation, Bosphorus KBA) ➢ Phalacrocorax aristotelis (IUCN: LC; Observation, Bosphorus KBA) ➢ Phalacrocorax carbo (IUCN: LC; Observation, Bosphorus KBA) ➢ Puffinus yelkouan (IUCN: VU; Bosphorus KBA) ➢ Hydrocoloeus minutus (IUCN: LC; Obervation, Büyükcekmece Lake KBA) ➢ Miniopterus schreibersii (IUCN: NT; Observation) ➢ Rhinolophus euryale (IUCN: NT; Observation) ➢ Barbastella barbastellus (IUCN: NT; Observation) ➢ Myotis bechsteinii (IUCN: NT; Observation) ➢ Myotis capaccinii (IUCN: VU; Observation) ➢ Nyctalus lasiopterus (IUCN: VU; Observation) ➢ Spermophilus citellus (IUCN: EN; Observation) ➢ Lutra lutra (IUCN: NT; Observation) ➢ Vormela peregusna (IUCN: VU; Observation) 4.2.7.9.12 Critical Habitat Screening and Determination The CHA applied WB ESS6 criteria to evaluate whether any areas along the railway alignment qualify as critical habitat. Field surveys and desktop reviews identified several species of conservation concern within the AoI, recognized under national legislation and/or the IUCN Red List. While some may act as potential trigger species under ESS6, none meet the quantitative thresholds (e.g., ≥5% of the global population) to be designated as critical habitat. Identified species include: • Cirsium polycephalum (CR) • Ferulago confusa (CR) • Centautrea hermannii (EN) • Lilium martagon (VU) • Leucojum aestivum (VU) • Symphytum tuberosum subsp. nodosum (VU) Although thresholds are not met, critical habitats have been delineated for their conservation. Appendix-6.12 contains eight maps showing these areas. In line with the precautionary approach, the Project will: • Collect seeds for deposit at the TÃœBÄ°TAK National Seed Gene Bank prior to construction. • Implement biodiversity monitoring during construction and operation. • Apply adaptive management if new risks emerge. The railway alignment follows an existing road corridor, avoiding new habitat clearance or fragmentation. The corridor lies in a previously modified landscape with existing disturbance, so Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 80 additional significant impacts on fauna movement or habitat connectivity are not expected. No new wildlife corridors will be intersected. 4.2.7.9.13 Limitations The field surveys along the project corridor were conducted in June, which limited the detection of certain early spring geophyte species. As a result, some species that typically flower and are identifiable in late winter to early spring could not be recorded during the initial surveys. To address this limitation, an additional field survey may be conducted in February to assess the presence of regionally endemic geophytes, specifically Ornithogalum pascheanum Speta, Galanthus plicatus Bieb. subsp. byzantinus (Baker) Beck, and Crocus pestalozzae Boiss 4.2.8 Baseline Environmental Measurements Environmental measurements in the project area and/or its surroundings will be conducted by ÇINAR Laboratories Group, which holds a Competency Certificate issued by MoEUCC and is accredited by the Turkish Accreditation Agency (TÃœRKAK). These measurements will be carried out as specified in Table 4-10 and each environmental assessment will be interpreted considering national regulations and international standards. Table 4-10 Number of Environmental Measurements and Analyses Number of Parameter Sampling Relevant Regulation for Assessment Points Regulation on the Control of Industrial Source Air Pollution (Official Gazette Date: PM10 13 03.07.2009, Official Gazette Number: 27277) (24-hour) WBG General and Sectoral EHSG (WHO Air Quality Guideline Values) (2007) Regulation on the Control of Industrial Source Air Pollution (Official Gazette Date: PM2.5 13 03.07.2009, Official Gazette Number: 27277) (24-hour) WBG General and Sectoral EHSGs (WHO Air Quality Guideline Values) (2007) Environmental Noise Control Regulation (Official Gazette Date: 30.11.2022, Noise 13 Official Gazette Number: 32029) (48 hours) WBG General and Sectoral EHSGs (2007) Surface Water Surface Water Quality Regulation (Official Gazette Date: 30.11.2012, Official 4 Quality Gazette Number: 28483) Regulation on the Protection of Groundwater Against Pollution and Deterioration Groundwater (Official Gazette Date: 07.04.2012, Official Gazette Number: 28257) or; 5 Quality Regulation on Water for Human Consumption (Official Gazette Date: 17.02.2005, Official Gazette Number: 25730) Regulation on the Control of Soil Pollution and Contaminated Sites with Point Soil Quality 12 Sources (Official Gazette Date: 08.06.2010, Official Gazette Number: 27605) In addition to the environmental measurements and analyses conducted by ÇINAR Laboratory within the Project’s AoI, data obtained from the Northern Marmara Motorway Project have also been used as reference to characterize the baseline environmental conditions of the Project area. The methodologies employed, locations of sampling and measurement points, results obtained, and the corresponding assessment reports are comprehensively presented in the attached Baseline Environmental Measurement and Analysis Report (see Appendix-3). 4.3 Baseline Social Conditions 4.3.1 Methodology 4.3.1.1 Identification of Social Impact Area The socio-economic analysis covers the Ä°stanbul region (TR1) (is also the name of the sub region (TR10), and province (TR100)), as well as Kocaeli province (TR421). Kocaeli province (TR421) is part of Kocaeli sub region (TR42) with Sakarya (TR422), Düzce (TR423), Bolu (TR424), and Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 81 Yalova (TR425), which are located within Eastern Marmara region (TR4) (21). In this structure, Ä°stanbul and Kocaeli are provinces, and metropolitan municipalities; while Gebze, Çayırova, Tuzla, Pendik, Sultanbeyli, Sancaktepe, Çekmeköy, Beykoz, Sarıyer, Eyüp, Arnavutköy, and Çatalca are districts and metropolitan district municipalities. While defining the Project’s social impact area, the AoI corridor has been taken as a reference. The local population residing in the settlements within this corridor is considered as directly affected Project-Affected Parties (PAPs). A total of 53 settlements (see Table 4-14) that are in direct contact with the corridor have been identified. These PAPs may include landowners, formal and informal users of privately owned land, as well as formal and informal users of public land, who may be subject to physical and economic displacement due to land acquisition by the Project. However, in order to definitively identify these PAPs, the Project’s land requirements within the corridor must be clearly defined. Since the land requirements cannot be definitively defined at this stage, it is not possible to carry out a study directly targeting these PAPs. 4.3.1.2 Identification of Stakeholders Stakeholders are identified progressively based on the defined social impact area. The definition and categorization of stakeholders align with internationally recognized standards. Project-Affected Parties (PAP): Local communities that are subject to risks or adverse impacts on their environment, health, livelihoods, or socio-economic conditions as a result of project activities. Local communities and local administrators in the 53 settlements intersecting with the AoI are considered as PAP (see Appendix-7.1 Stakeholder List and Appendix-7.2 The Map of Settlements Intersecting with AoI). These PAPs are anticipated to be directly affected by the general impacts of the project. Land, housing, and business owners and/or partners/shareholders, as well as formal and informal users (especially for common areas such as pasturelands / grazing areas) of these areas who are likely to be subject to physical and economic displacement due to the project's land acquisition, will be included among the PAPs. Other Interested Parties (OIP): These can include local authorities, non-governmental organizations (NGOs), civil society organizations (CSO), and other groups that may have an interest in the project or could be impacted indirectly. All parties that may have an interest in the project, including local CSOs and media outlets, have been considered as OIP in the context of the SEP. However, they are not affected by the environmental and social impacts of the project, and are thus not subject to further discussion in the ESIA. Disadvantaged/Vulnerable Individuals or Groups (DVIG): As defined under the World Bank ESF, “disadvantaged or vulnerableâ€? project-affected individuals or groups are those who, by virtue of factors such as age, gender, race, ethnicity, religion, physical, mental or other disability, social, civic or health status, sexual orientation, gender identity, economic disadvantage, indigenous status, and/or dependence on unique natural resources, may be more likely to be adversely affected by the Project’s impacts and/or more limited than others in their ability to benefit from project opportunities. Such individuals or groups may also face barriers to fully participating in consultation processes and may therefore require specific or tailored engagement and support measures, taking into account age-related considerations, including elderly persons and minors, and circumstances where individuals may be separated from their family, community, or other support networks. In determining the DVIG category, two criteria have been applied: the first being “individuals who 21 Republic of Türkiye, Ministry of Industry and Technology, Development Agencies. https://ka.gov.tr/en/development-agencies. Access date: April 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 82 may be more likely to be adversely affected by the project impacts or more limited than others in their ability to take advantage of the project’s benefitsâ€? and the second being “Project-affected individuals or groups that may face particular challenges in accessing project information, participating in consultations, or benefiting from project opportunitiesâ€?. The first criterion is directly associated with the project impacts emphasized in the ESIA and ESMP documents, while the second criterion relates to communication challenges as defined in the SEP. Certain DVIG groups have been classified as DVIGs based on both first and second criteria. This ESIA focuses solely on whether certain individuals or groups are disproportionately exposed to the impacts of the project compared to others. According to this definition, the vulnerable DVIGs identified in this ESIA are as follows: • Female household heads • Elderlies (including living-alone individuals) • Households facing economic hardship • Persons with disabilities The other vulnerable groups considered in line with ESS10 are these; • Illiterates • Non-Turkish speaker • The groups considered as DVIGs both due to project impacts and ESS10 requirements are as follows: Female household heads • Elderlies (including living-alone individuals) • Persons with disabilities. 4.3.1.3 Scope In order to assess the socio-economic impacts of the Project, baseline information was collected. This information was included demographic characteristics at the household level within the project area, identification of vulnerable groups, concerns about the Project, and preferred communication methods. Similar data were also obtained through interviews with mukhtars and community meetings at the settlement level. Interviews will be held with both local and national NGOs&CSOs, local administrations, project-related institutions, development agencies, and local media representatives. During consultations with stakeholders classified under the other, particularly NGOs&CSOs, data were collected to identify vulnerable groups and assess the extent to which they may have been affected by the Project. Baseline assessment activities werecarried out in 53 settlements located within 12 districts of Ä°stanbul and Kocaeli provinces that intersect with the Project AoI. These settlements had been identified as areas with potential exposure to the social risks and impacts of the Project, although the specific land acquisition requirements had not yet been finalized. To ensure equitable and meaningful participation, the social research was designed with a strong emphasis on inclusivity. In addition to proportional sampling based on number of household, special adjustments were made to include settlements with low populations but high relevance to the Project, particularly those located near the intended alignment. 4.3.1.4 Research Methodology A social research methodology had been defined for the area designated as the social impact area. From the outset of the study, the methods used as data collection techniques for the social impact assessment were also considered as tools for information dissemination. During each interview, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 83 the interviewees were provided with information about the Project, the route was shown on a map, and an information brochure was distributed. Although these activities were not direct information disclosure efforts, they nevertheless played a role in introducing the Project to stakeholders. This methodology and the distribution of stakeholders to be engaged are as follows. A household survey was conducted in the settlements located within the corridor. The population of this survey consists of the total number of households in the 53 settlements intersecting by the corridor. According to the sampling method explained under section Sampling, a total of 837 household interviews were planned. Their distribution is provided in Table 4-14 and Table 4-15. • The areas highlighted in color (dark yellow) indicate settlements that intersect with key components such as structural works (see Table 4-14 and Table 4-15.). Some of these settlements also intersected with previous projects (e.g., Northern Marmara Motorway, Ä°stanbul New Airport, NakkaÅŸ Motorway, Halkalı–Ispartakule–Çerkezköy Railway Line, Sarıyer–Kilyos Tunnel Project) which were constructed in these areas. Since this distribution was created statistically based on number of households, it has some limitations. The relevant statistical data were obtained from Turkish Statistical Institute (TurkStat), the official statistical institute of Türkiye. The most important issue in sampling was settlements which are intersected by the project route either through the center or within their boundaries, i.e. heavily impacted, but which have comparatively small populations. For example, although the project route intersects the most densely populated area of a settlement, the population of that settlement is relatively small compared to the total population. As a result, its representation in the overall sample is limited. This makes it more difficult to fully understand the project impacts on settlements that may be more affected but are underrepresented in the sample due to their small population size. To address this gap, in-depth interviews will also be conducted in these settlements. These settlements are shown in the Table 415. • To ensure representation of settlements with low population, the sample size was increased from the minimum required 766 to 837 to avoid fractional allocation during distribution and to guarantee a minimum of 4 samples per settlement. • For each of these settlements, an interview was planned to be conducted with a local representative (mukhtar or council member) to carry out a settlement-level survey. • Interviews were planned to be conducted with NGOs&CSOs categorized under OIP. The table provided with Table 4-11 lists the NGOs&CSOs located within the corridor. The primary criterion applied in selecting NGOs&CSOs is their representation of parties that may have an interest in the Project. Among these, priority has been given to representing disadvantaged groups, local and culturally sensitive communities, local solidarity associations, and stakeholder groups related to environmental awareness and transportation/travel. • In addition to the OIP interviews conducted in May, institutional stakeholders related to project components (such as airports and Northern Marmara Highway), local governments, NGOs&CSOs working for public benefit, local media outlets, and development agencies will also participate in stakeholder consultations. • The household survey and local leader (mukhtar) survey were planned to provide quantitative data for the study. In-depth interviews and other face-to-face meetings was planned to serve as sources of qualitative data. • Public consultation meeting: Socially inclusive participation was sought through engagement with local authorities and community-based organizations during the planning and organization of consultation meetings. Venue selection prioritized places that can accommodate larger groups, such as coffeehouses, community centers, and wedding halls. Each meeting had at least 10 participants. Additional measures were implemented to ensure the participation of women. Qualitative data obtained from face-to-face Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 84 interviews with stakeholders classified under the OIP category served as key data sources for the preparation of the ESIA and ESMP documents. • Focus group discussion (FGD): More intensive consultation sessions were conducted with key subgroups among the PAPs. These included women, youth, farmers, traders, and others, depending on the specific characteristics of each settlement. Care was taken to select venues where the target group (men and women alike) can easily access and feel comfortable. Each meeting included a minimum of 8 and a maximum of 14 participants. • In depth interviews: Meetings with NGO&CSO representatives and/or members wereconducted using a semi-structured interview form. • A map was planned to also be provided to show the types of settlements along the project corridor, along with the locations where primary social data will be collected. The full list of local CSOs is provided below (see Table 4-11). From among these, selections were planned to be made to represent each disadvantaged or interest group, and in-depth interviews or FGDs will be organized accordingly. Table 4-11 Local CSOs located within the AoI-Intersecting Settlements Name of the CSO Turkish Location Gebze Hearing-Impaired Education, Gebze Ä°ÅŸitme Engelliler EÄŸitim Kültür Culture, Youth and Sports Club Gebze / Kocaeli Gençlik ve Spor Kulübü DerneÄŸi Association / Gebze Hacı BektaÅŸ Veli Culture and Gebze Hacı BektaÅŸi Veli Kültür ve Cumhuriyet / Gebze / Kocaeli Solidarity Association Dayanışma DerneÄŸi Association for Services to Çayırova Çayırova Ä°lçesine Hizmet DerneÄŸi Cumhuriyet / Gebze / Kocaeli District Gebze Cumhuriyet and Adem Yavuz Gebze Cumhuriyet ve Adem Yavuz Neighborhoods Beautification and Mahalleleri GüzelleÅŸtirme ve YaÅŸatma Cumhuriyet / Gebze / Kocaeli Sustainability Association DerneÄŸi Çayırova Mukhtars Association Çayırova Muhtarlar DerneÄŸi Åžekerpınar / Çayırova / Kocaeli Çayırova Åžekerpınar Development and Çayırova Åžekerpınar GeliÅŸim ve Åžekerpınar / Çayırova / Kocaeli Guidance Association Rehberlik DerneÄŸi Tuzla Social Solidarity and Education Tuzla Sosyal Dayanışma ve EÄŸitim Aydınlı / Tuzla / Ä°stanbul Association DerneÄŸi Association for the Educational Activities Ä°ÅŸitme Engelliler EÄŸitim Faaliyetleri Aydınlı / Tuzla / Ä°stanbul of the Hearing Impaired DerneÄŸi Pendik Mukhtars Association Pendik Muhtarlar DerneÄŸi Kurna / Pendik / Ä°stanbul Çekmeköy Mukhtars Association Çekmeköy Muhtarlar DerneÄŸi NiÅŸantepe / Çekmeköy / Ä°stanbul Ömerli Cultural Heritage Protection and Ömerli Kültür DeÄŸerleri Koruma ve Ömerli / Çekmeköy / Ä°stanbul Development Association GeliÅŸtirme DerneÄŸi Çekmeköy Nature Conservation and Çekmeköy DoÄŸayı Koruma ve YaÅŸatma ReÅŸadiye / Çekmeköy / Ä°stanbul Sustainability Association DerneÄŸi Beykoz Öğümce Village Culture, Beykoz Öğümce Köyü Kültür Dayanışma Öğümce / Beykoz / Ä°stanbul Solidarity and Assistance Association ve YardımlaÅŸma DerneÄŸi Gümüşdere Village Beautification and Gümüşdere Köyü GüzelleÅŸtirme ve Gümüşdere / Sarıyer / Ä°stanbul Solidarity Association Dayanışma DerneÄŸi Uskumruköy Nature Protectors and Uskumruköy DoÄŸayı Koruyanlar ve Uskumruköy / Sarıyer / Ä°stanbul Animal Lovers Association Patileri Sevenler DerneÄŸi Arnavutköy Association for Persons with Arnavutköy Engelliler DerneÄŸi Arnavutköy / Ä°stanbul Disabilities Bolluca Solidarity and Assistance Bolluca YardımlaÅŸma ve Dayanışma Bolluca / Arnavutköy / Ä°stanbul Association DerneÄŸi Arnavutköy Ä°mrahor Neighborhood Arnavutköy Ä°mrahor Mahallesi Ä°mrahor / Arnavutköy / Ä°stanbul Solidarity Association Dayanışma DerneÄŸi Ä°stanbul Havalimanları Muhabirleri Ä°stanbul Airport Reporters Association Tayakadın / Arnavutköy / Ä°stanbul DerneÄŸi Tourism, Transport and Travel Agencies Turizm UlaÅŸtırma ve Seyahat Acenteleri Tayakadın / Arnavutköy / Ä°stanbul Association DerneÄŸi Tourism, Transport and Travel Agencies Turizm UlaÅŸtırma ve Seyahat Acenteleri Tayakadın / Arnavutköy / Ä°stanbul Association DerneÄŸi Çatalca Ä°zzettin Village Education and Çatalca Ä°zzettin Köyü EÄŸitim ve Kültür Ä°zzettin / Çatalca / Ä°stanbul Culture Association DerneÄŸi Çatalca Thrace-Rumelia Culture and Çatalca Trakya Rumeli Kültür ve FerhatpaÅŸa / Çatalca / Ä°stanbul Solidarity Association Dayanışma DerneÄŸi Association for Combating Disability Engelle Mücadele DerneÄŸi FerhatpaÅŸa / Çatalca / Ä°stanbul Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 85 Name of the CSO Turkish Location Çatalca Mukhtars Association Çatalca Muhtarlar DerneÄŸi Kaleiçi / Çatalca / Ä°stanbul “Bir Nefesâ€? Nature and Green Bir Nefes DoÄŸayı ve YeÅŸili Koruma Kaleiçi / Çatalca / Ä°stanbul Conservation Association DerneÄŸi In addition to these local CSOs, the following NGOs&CSOs that operate nationwide but have their headquarters in Ä°stanbul have also been included in the stakeholder list. This stakeholder group will also be important due to their capacity to represent disadvantaged groups and parties that may have an interest in the Project. • Association for Solidarity for Equality / EÅŸitlik İçin Dayanışma DerneÄŸi • Ä°stanbul Association for Solidarity with Families of Persons with Disabilities / Ä°stanbul Engelli Aileleri ile Dayanışma DerneÄŸi • Mor Çatı Women's Shelter Foundation / Mor Çatı Kadın Sığınağı Vakfı • Turkish Marine Environment Protection Association / Deniz Temiz DerneÄŸi (TURMEPA) • Ä°stanbul Violence Prevention and Monitoring Center / Ä°stanbul Åžiddet Önleme ve Ä°zleme Merkezi (Ä°stanbul ŞÖNÄ°M) • Foundation for the Protection and Promotion of the Environment and Cultural Heritage / Çevre ve Kültür DeÄŸerlerini Koruma ve Tanıtma Vakfı (ÇEKÃœL) • World Wide Fund for Nature / Ä°stanbul Branch Office In addition to the interviews conducted within the scope of the draft studies, the following institutions listed as stakeholders but not reached for interviews due to various reasons will also be included in the study (see Table 4-12). Table 4-12 Additional Meetings with OIP Location Category Stakeholder Ä°stanbul / Tuzla OIP / Local administrative unit Tuzla Municipality Ä°stanbul / Pendik OIP / Local administrative unit Pendik District Governorate Ä°stanbul / BeyoÄŸlu OIP / Local administrative unit Ä°BB Ä°stanbul / Fatih OIP / Local administrative unit Ä°stanbul Governorship Ä°stanbul / Beykoz OIP / Local administrative unit Beykoz District Governorship Ä°stanbul / Beykoz OIP / Local administrative unit Beykoz Municipality OIP / Institutions Related to Project Yavuz Sultan Selim Bridge and Northern Ä°stanbul / Çekmeköy Components Peripheral Highway Operation OIP / Institutions Related to Project Ä°stanbul / Arnavutköy Ä°stanbul Airport Operator Ä°GA Components OIP / Institutions Related to Project Ä°stanbul / Kurtköy Sabiha Gökçen Airport Operator HEAÅž Components Ä°stanbul / BeyoÄŸlu OIP / Development agencies Ä°stanbul Development Agency Republic of Türkiye Ministry of Interior Ankara OIP / State organization Disaster and Emergency Management Authority (AFAD) Local media outlets are among the parties that may have an interest in the Project. The full list of local newspapers in the region is provided within Appendices of SEP documents. The methodology, techniques, tools to be applied during the social research, their relation to stakeholder groups, and the designed objectives have been summarized in Table 4-13. Table 4-13 Summary of Social Research Methodology Will disadvantaged / Planned Stakeholder Stakeholder Research Research Research sensitive groups Location Number of Group Name Methodology Type Tool be included / Participants prioritized? Which ones? Local Yes. Priority will be residents / Household Household 53 settlements within given to women who PAP Quantitative 837 Household survey questionnaire the AoI are household heads heads living alone. Local Settlement Mukhtar 53 settlements within No PAP Quantitative 53 representative survey questionnaire the AoI Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 86 Will disadvantaged / Planned Stakeholder Stakeholder Research Research Research sensitive groups Location Number of Group Name Methodology Type Tool be included / Participants prioritized? Which ones? A total of 9 meetings, Yes. Priority will be with at least one in given to individuals each settlement With at least 10 affected by previous Beykoz/Cumhuriyet participants per projects. Semi Beykoz/PaÅŸamandıra meeting, the Local Community structured Beykoz/Ali Bahadır total PAP Qualitative residents survey interview Sarıyer/Uskumruköy participation will form Sarıyer/Gümüşdere be Eyüpsultan/Odayeri approximately Eyüpsultan/Işıklar 100. Arnavutköy/Tayakadın Çatalca/NakkaÅŸ 7 or 8 number of Yes. meetings will be held, - Disabled each including at least individuals one CSO representing - Ethnic With at least 10 each interest group identities participants, and/or disadvantaged - Women Unstructured total OIP Local CSO Qualitative FGD group (Culture & Arts, questionnaire attendance will Occupational Groups, be between 70 Urban & Development, and 80 people. Environment, Disabled, Ethnic Groups, Women, Local Communities ). For each in- Yes. depth interview, - Disabled there will be at individuals least one - Ethnic Semi representative identities Nationwide In-depth structured Various places in from an - Women OIP Qualitative NGO interview interview Ä°stanbul institution, with form a total participation of between 12 and 15 individuals. For each in- No depth interview, there will be at least one Semi Local representative In-depth structured Tuzla, Pendik, Fatih, OIP administrative Qualitative from an interview interview Beykoz unit institution, with form a total participation of between 6 and 8 individuals. For each in- No depth interview, there will be at least one Institutions Semi representative Related to In-depth structured Kurtköy, Çekmeköy, OIP Qualitative from an Project interview interview Arnavutköy institution, with Components form a total participation of between 3 and 5 individuals. For each in- No depth interview, Development Semi there will be at agencies In-depth structured OIP Qualitative BeyoÄŸlu / Ankara least one State interview interview representative organization form from an institution, with Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 87 Will disadvantaged / Planned Stakeholder Stakeholder Research Research Research sensitive groups Location Number of Group Name Methodology Type Tool be included / Participants prioritized? Which ones? a total participation of between 4 and 6 individuals. For each in- No depth interview, there will be at least one Semi European side of representative In-depth structured OIP Local media Qualitative Ä°stanbul / Anatolian side from an interview interview of Ä°stanbul / Kocaeli institution, with form a total participation of between 6 and 8 individuals. 4.3.1.5 Sampling As the primary research tool in the social impact assessment was designed as a household survey, the total number of households was used as the population (N) for sampling purposes instead of the total population. For these purposes; Cochran’s sample size formula was preferred for large populations, as it provides a statistically reliable estimate of the required sample size based on desired confidence level and margin of error, regardless of the total population size. It is particularly effective when the population exceeds 10,000. Cochran’s formula for sample size calculation for a finite population í µí±?. í µí±? 2 . í µí±?. (1 − í µí±?) 𝑛 = (í µí±? − 1). 𝑒 2 + í µí±? 2 . í µí±?. (1 − í µí±?) • n: Required sample size • N: Population size (169,862 households) • Z: Z-score 1.96 for 95% confidence level • p: Estimated proportion (0.5 is often used if the proportion is unknown) • e: Margin of error (0.05 for 5%) So; 169,862. (1.96)2 . 0.5. (1 − 0.5) 𝑛 = = 𝟑𝟖𝟑 (169,862 − 1). (0.05)2 + (1.96)2 . 0.5. (1 − 0.5) This number can be used as 169,862 households for a 95% confidence level and a 5% margin of error. Given that the sample is distributed across settlements, a design effect has been incorporated to account for the potential increase in variance resulting from a sampling design that deviates from simple random sampling. Assuming a design effect of 2, the minimum required sample size is calculated as 766. The sample size was increased to 837 to avoid fractional allocation during distribution and to ensure a minimum of 4 samples per settlement. In the distribution of the sample (n) to be implemented during the fieldwork across the settlements, a distribution based on number of household was used (See Table 4-14). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 88 Table 4-14 Population figures of AoI-Intersecting Settlements22, TurkStat 202423 District Average Number of Households in the Province District Settlement Population Household Size Settlement 1 Kocaeli Gebze Cumhuriyet 10,038 3.33 3,014 2 Kocaeli Çayırova Yeni Mahalle 21,192 3.4 6,233 3 Kocaeli Çayırova Åžekerpınar 2,847 3.4 837 4 Ä°stanbul Tuzla Aydıntepe 27,173 3.12 8,709 5 Ä°stanbul Tuzla Ä°stasyon 26,338 3.12 8,442 6 Ä°stanbul Tuzla Aydınlı 72,942 3.12 23,379 7 Ä°stanbul Pendik Sanayi 2,999 3.17 946 8 Ä°stanbul Pendik Kavakpınar 65,879 3.17 20,782 9 Ä°stanbul Pendik GüllübaÄŸlar 19,001 3.17 5,994 10 Ä°stanbul Pendik Åžeyhli 19,684 3.17 6,209 11 Ä°stanbul Pendik Harmandere 9,947 3.17 3,138 12 Ä°stanbul Pendik RamazanoÄŸlu 2,427 3.17 766 13 Ä°stanbul Pendik Kurtköy 38,756 3.17 12,226 14 Ä°stanbul Pendik YeniÅŸehir 65,637 3.17 20,706 15 Ä°stanbul Pendik Emirli 252 3.17 79 16 Ä°stanbul Pendik Kurna 1,154 3.17 364 17 Ä°stanbul Pendik KurtdoÄŸmuÅŸ 614 3.17 194 18 Ä°stanbul Sultanbeyli Mecidiye 21,859 3.85 5,678 19 Ä°stanbul Sultanbeyli AkÅŸemsettin 13,886 3.85 3,607 20 Ä°stanbul Sancaktepe PaÅŸaköy 1,758 3.49 504 21 Ä°stanbul Çekmeköy NiÅŸantepe 12,546 3.18 3,945 22 Ä°stanbul Çekmeköy Ömerli 5,702 3.18 1,793 23 Ä°stanbul Çekmeköy ReÅŸadiye 2,887 3.18 908 24 Ä°stanbul Çekmeköy Hüseyinli 849 3.18 267 25 Ä°stanbul Beykoz Cumhuriyet 1,966 3.09 636 26 Ä°stanbul Beykoz Bozhane 464 3.09 150 27 Ä°stanbul Beykoz Öğümce 493 3.09 160 28 Ä°stanbul Beykoz PaÅŸamandıra 1,374 3.09 445 29 Ä°stanbul Beykoz Ali Bahadır 781 3.09 253 30 Ä°stanbul Beykoz Anadolu Feneri 687 3.09 222 31 Ä°stanbul Beykoz Poyrazköy 881 3.09 285 32 Ä°stanbul Sarıyer Garipçe 370 2.87 129 33 Ä°stanbul Sarıyer Rumeli Feneri 4,074 2.87 1,420 34 Ä°stanbul Sarıyer Demirciköy 1,698 2.87 592 35 Ä°stanbul Sarıyer Uskumruköy 10,197 2.87 3,553 36 Ä°stanbul Sarıyer Gümüşdere 2,519 2.87 878 37 Ä°stanbul Sarıyer Kısırkaya 378 2.87 132 38 Ä°stanbul Eyüpsultan Çiftalan 187 3.05 61 39 Ä°stanbul Eyüpsultan AÄŸaçlı 731 3.05 240 40 Ä°stanbul Eyüpsultan Odayeri 229 3.05 75 41 Ä°stanbul Eyüpsultan Işıklar 549 3.05 180 42 Ä°stanbul Eyüpsultan Ä°hsaniye 185 3.05 61 43 Ä°stanbul Arnavutköy Bolluca 8,446 3.76 2,246 44 Ä°stanbul Arnavutköy Ä°mrahor 12,088 3.76 3,215 45 Ä°stanbul Arnavutköy Tayakadın 3,716 3.76 988 46 Ä°stanbul Arnavutköy Baklalı 866 3.76 230 22 The list has been prepared based on the east-to-west alignment of the settlements intersecting with the AoI. 23 Population information: Population of municipalities, villages, and quarters. Address Based Population Registration System Results (ABPRS) of TurkStat. https://biruni.tuik.gov.tr/medas/?kn=95&locale=en. District Average Household Size: Average size of households. ABPRS of TurkStat. https://biruni.tuik.gov.tr/medas/?kn=95&locale=en. Number of Households in the Settlement: Total number of households. ABPRS of TurkStat. https://biruni.tuik.gov.tr/medas/?kn=95&locale=en. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 89 District Average Number of Households in the Province District Settlement Population Household Size Settlement 47 Ä°stanbul Arnavutköy Dursunköy 433 3.76 115 48 Ä°stanbul Arnavutköy Boyalık 758 3.76 202 49 Ä°stanbul Arnavutköy Yassıören 675 3.76 180 50 Ä°stanbul Çatalca NakkaÅŸ 803 2.63 305 51 Ä°stanbul Çatalca Ä°zzettin 1,304 2.63 496 52 Ä°stanbul Çatalca FerhatpaÅŸa 28,400 2.63 10,798 53 Ä°stanbul Çatalca Kaleiçi 7,617 2.63 2,896 539,236 169,862 Based on the data provided in Table 4-14, the distribution of the total sample size by settlement is presented in Table 4-15. Due to population size, settlements represented by 0 and 1 were subject to adjustments in the sample distribution while preserving the overall proportionality. These modifications are also presented in Table 4-15. Table 4-15 Sampling values of AoI-Intersecting Settlements- Proportion in Value to be taken in the Province District Settlement Adjusted value the sample sample 1 Kocaeli Gebze Cumhuriyet 1.86 14 14 2 Kocaeli Çayırova Yeni Mahalle 3.93 30 30 3 Kocaeli Çayırova Åžekerpınar 0.53 4 4 4 Ä°stanbul Tuzla Aydıntepe 5.04 39 39 5 Ä°stanbul Tuzla Ä°stasyon 4.88 37 37 6 Ä°stanbul Tuzla Aydınlı 13.53 104 104 7 Ä°stanbul Pendik Sanayi 0.56 4 4 8 Ä°stanbul Pendik Kavakpınar 12.22 94 94 9 Ä°stanbul Pendik GüllübaÄŸlar 3.52 27 27 10 Ä°stanbul Pendik Åžeyhli 3.65 28 28 11 Ä°stanbul Pendik Harmandere 1.84 14 14 12 Ä°stanbul Pendik RamazanoÄŸlu 0.45 3 4 13 Ä°stanbul Pendik Kurtköy 7.19 55 55 14 Ä°stanbul Pendik YeniÅŸehir 12.17 93 93 15 Ä°stanbul Pendik Emirli 0.05 0 4 16 Ä°stanbul Pendik Kurna 0.21 2 4 17 Ä°stanbul Pendik KurtdoÄŸmuÅŸ 0.11 1 4 18 Ä°stanbul Sultanbeyli Mecidiye 4.05 31 31 19 Ä°stanbul Sultanbeyli AkÅŸemsettin 2.58 20 20 20 Ä°stanbul Sancaktepe PaÅŸaköy 0.33 2 4 21 Ä°stanbul Çekmeköy NiÅŸantepe 2.33 18 18 22 Ä°stanbul Çekmeköy Ömerli 1.06 8 4 23 Ä°stanbul Çekmeköy ReÅŸadiye 0.54 4 4 24 Ä°stanbul Çekmeköy Hüseyinli 0.16 1 4 25 Ä°stanbul Beykoz Cumhuriyet 0.36 3 4 26 Ä°stanbul Beykoz Bozhane 0.09 1 4 27 Ä°stanbul Beykoz Öğümce 0.09 1 4 28 Ä°stanbul Beykoz PaÅŸamandıra 0.25 2 4 29 Ä°stanbul Beykoz Ali Bahadır 0.14 1 4 30 Ä°stanbul Beykoz Anadolu Feneri 0.13 1 4 31 Ä°stanbul Beykoz Poyrazköy 0.16 1 4 32 Ä°stanbul Sarıyer Garipçe 0.07 1 4 33 Ä°stanbul Sarıyer Rumeli Feneri 0.76 6 6 34 Ä°stanbul Sarıyer Demirciköy 0.31 2 4 35 Ä°stanbul Sarıyer Uskumruköy 1.89 14 14 36 Ä°stanbul Sarıyer Gümüşdere 0.47 4 4 37 Ä°stanbul Sarıyer Kısırkaya 0.07 1 4 38 Ä°stanbul Eyüpsultan Çiftalan 0.03 0 4 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 90 Proportion in Value to be taken in the Province District Settlement Adjusted value the sample sample 39 Ä°stanbul Eyüpsultan AÄŸaçlı 0.14 1 4 40 Ä°stanbul Eyüpsultan Odayeri 0.04 0 4 41 Ä°stanbul Eyüpsultan Işıklar 0.10 1 4 42 Ä°stanbul Eyüpsultan Ä°hsaniye 0.03 0 4 43 Ä°stanbul Arnavutköy Bolluca 1.57 12 12 44 Ä°stanbul Arnavutköy Ä°mrahor 2.24 17 17 45 Ä°stanbul Arnavutköy Tayakadın 0.69 5 5 46 Ä°stanbul Arnavutköy Baklalı 0.16 1 4 47 Ä°stanbul Arnavutköy Dursunköy 0.08 1 4 48 Ä°stanbul Arnavutköy Boyalık 0.14 1 4 49 Ä°stanbul Arnavutköy Yassıören 0.13 1 4 50 Ä°stanbul Çatalca NakkaÅŸ 0.15 1 4 51 Ä°stanbul Çatalca Ä°zzettin 0.24 2 4 52 Ä°stanbul Çatalca FerhatpaÅŸa 5.27 40 40 53 Ä°stanbul Çatalca Kaleiçi 1.41 11 11 766 837 4.3.1.6 Implementations As part of the social impact assessment studies carried out specifically for the project, activities were conducted in three phases. The details of the completed interviews are presented under this section Table 4-16, while the details of the interviews that could not be conducted are provided in Section Limitations (see Table 4-17). • The first of these involved stakeholder consultations conducted in 12-13-14 and 15 May 2025, which were limited to OIPs. These activities also served as a preparation for the studies to be conducted at the level of local communities and local leaders (mukhtars). During this study, the project components and route were presented to participants in digital format in all interviews. Photographs were taken during the interviews with the consent of the participants (see Appendix-7.8 Photographs taken during the interviews). • The second phase of the social study was conducted between July 11 and July 20, 2025, through face-to-face interviews in 53 settlements intersecting with AoI. With an emphasis on the participation of local people and local authorities, local CSOs were also included in the scope. Structured questionnaire forms were used during household and mukhtar surveys, while separate semi-structured question forms were applied for community-level meetings and NGOs&CSO. During the interviews, the project information brochure (see Appendix-7.9 Informative Brochure) was distributed to participants, and a preliminary information session about the project was conducted. In addition, an A0-sized map showing the project and its route (along with a digital version when appropriate) was presented to the participants. In this way, the project route was intended to be visually communicated to the participants. Photographs were taken during the interviews with the consent of the participants (see Appendix-7.8 Photographs taken during the interviews). At the local level, household interviews, as specified in the Methodology section, not only provided data for the ESIA, but also helped to ensure local community participation. Additionally, mukhtar interviews, also planned to support community engagement, were carried out. The sample initially set to include 837 households for the household interviews was limited to 802 households. Of the 53 mukhtar interviews planned to be conducted by face to face - one in each settlement- a total of 48 were completed. Among these, 10 interviews were conducted remotely, while the remaining 38 were held face-to-face. Additionally, 5 mukhtars declined to participate due to the several reasons such as timing. Most of the interviews with CSOs could not be carried out (please refer to Limitations section through Table 4-17). As for the public consultation meetings, the meetings planned in 9 settlements were conducted; however, the number of participants in these meetings remained limited. To strengthen representativeness, 2 additional settlements were Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 91 included. Given the relatively small size of the groups, these meetings were classified as focus group discussions rather than large-scale public consultation meetings. In total, 11 FGDs were carried out across the settlements. • The third phase of the social study was conducted through face-to-face interviews between July 21 and 23 in the districts intersecting with AoI. Within the scope of this study, the following objectives were targeted: 1) ensuring the participation of stakeholders who could not be interviewed during the first phase, 2) securing the involvement of local media organizations, and 3) facilitating the participation of NGOs&CSOs at both local and national levels. Nevertheless, some of the planned interviews/meetings could not be completed at this stage due to various reasons. The details are provided in the Limitations section. • Remedial measures; Following the completion of all face-to-face interviews in the field, some interviews were conducted remotely at the special request of the participants. For example, interviews with 10 mukhtars) and one NGO were carried out via phone or online meetings. Prior to these interviews, project information materials and maps were sent to their email addresses or mobile phones to provide preliminary information. The final date for the completion of these activities was August 4, 2025 (see also Appendix-7.7 Minutes of Meetings (MoM)). Completed interviews since May 2025 are presented via Table 4-16. All the items are listed in time-line order. Details of the works including participants’ details based on duty, tenure, gender and age are given via Appendix-7.7: Minutes of Meetings (MoM). Table 4-16 Completed social studies -May 2025-June 2025 Stakeholder Date Number of Stakeholder Type of interview identification (dd.mm.yyyy) participant(s) OIP Local Field visit Çayırova Municipality 12.05.2025 1 participant government Face to face interview body OIP Local Field visit Çayırova Municipality 12.05.2025 1 participant government Face to face interview body OIP Local Field visit Çayırova District Governorate 12.05.2025 1 participant government Face to face interview body OIP Local Çayırova District Directorate of Field visit 12.05.2025 1 participant government Agriculture and Forestry Face to face interview body OIP Project Turkish State Railway (TCDD) Field visit component- 12.05.2025 1 participant Ä°zmit Maintenance Directorate Face to face interview related institution OIP Local Kocaeli Metropolitan Municipality Field visit 12.05.2025 1 participant government - Department of Transportation Face to face interview body OIP Local Field visit Kocaeli Governorship 12.05.2025 1 participant government Face to face interview body OIP East Marmara Development Field visit Development 12.05.2025 1 participant Agency Face to face interview Agency OIP Field visit AFAD Akfırat Service Building 13.05.2025 1 participant State institution Face to face interview OIP Local Field visit Tuzla District Governorate 13.05.2025 1 participant government Face to face interview body Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 92 OIP Local Field visit Pendik Municipality 13.05.2025 1 participant government Face to face interview body OIP Local Field visit Çekmeköy Municipality 13.05.2025 1 participant government Face to face interview body OIP Local Field visit Çekmeköy District Governorate 13.05.2025 1 participant government Face to face interview body OIP Local Field visit Sancaktepe Municipality 13.05.2025 1 participant government Face to face interview body OIP Local Field visit Sancaktepe District Governorate 13.05.2025 1 participant government Face to face interview body OIP Sultanbeyli Municipality & Local Sultanbeyli District Governorate Field visit 13.05.2025 2 participants government Face to face interview body OIP Project Field visit component- TCDD 1st Regional Directorate 14.05.2025 1 participant Face to face interview related institution OIP Field visit DSÄ° 14th Regional Directorate 14.05.2025 1 participant State institution Face to face interview OIP Local Field visit Arnavutköy Municipality 15.05.2025 1 participant government Face to face interview body OIP Local Field visit Çatalca Municipality 15.05.2025 1 participant government Face to face interview body OIP Local Field visit Eyüpsultan District Governorate 15.05.2025 1 participant government Face to face interview body OIP Project Field visit component- Istanbul Airport 15.05.2025 1 participant Face to face interview related institution OIP Local Field visit Sarıyer District Governorate 15.05.2025 1 participant government Face to face interview body OIP CSO / Pendik Culture, Arts, and Sports Field Visit 12.07.2025 1 participant Cooperatives / Club Face to Face Interview Associations OIP Ömerli Cultural Heritage CSO / Field Visit Preservation and Promotion 17.07.2025 2 participants Cooperatives / Face to Face Interview Association Associations Sancaktepe / PaÅŸaköy Field Visit PAP 17.07.2025 7 participants Neighborhood Local Residents FGD24 24 Aimed Public Consultation Meetings could not be conducted. Instead, they were implemented as FGDs with a limited number of participants. These FGDs were carried out in place of the Public Consultation Meetings. From a methodological perspective, FGDs are not considered an alternative to Public Consultation Meetings. However, participants who had been informed in advance about the meetings were not turned away on the grounds that 'the number of participants is insufficient for a Public Consultation Meetings. Rather, FGDs were organized with those present, as turning them away could have been perceived as an inappropriate and discourteous approach from the stakeholders’ perspective. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 93 Beykoz / Cumhuriyet Field Visit PAP 18.07.2025 3 participants Neighborhood Local Residents FGD Beykoz / PaÅŸamandıra Field Visit PAP 18.07.2025 4 participants Neighborhood Local Residents FGD Beykoz / Ali Bahadır Field Visit PAP 18.07.2025 2 participants Neighborhood Local Residents FGD Sarıyer / Uskumruköy Field Visit PAP 19.07.2025 4 participants Neighborhood Local Residents FGD Sarıyer / Gümüşdere Field Visit PAP 19.07.2025 3 participants Neighborhood Local Residents FGD Eyüpsultan / AÄŸaçlı Field Visit PAP 19.07.2025 7 participants Neighborhood Local Residents FGD Eyüpsultan / Odayeri Field Visit PAP 19.07.2025 2 participants Neighborhood Local Residents FGD Eyüpsultan / Işıklar Field Visit PAP 19.07.2025 5 participants Neighborhood Local Residents FGD Arnavutköy / Tayakadın Field Visit PAP 19.07.2025 6 participants Neighborhood Local Residents FGD Çatalca / NakkaÅŸ Neighborhood Field Visit PAP 20.07.2025 3 participants Local Residents FGD Between 53 settlements intersecting with 11.07.2025 Field Visit PAP 802 household Project route and Household Questionnaire 20.07.2025 Between 53 settlements intersecting with 11.07.2025 Field Visit PAP 48 mukhtar Project route and Mukhtar Questionnaire 04.08.2025 OIP Field Visit Gebze Gazetesi 21.07.2025 1 participant Local media Face to Face Interview OIP Local Field Visit Tuzla Municipality 21.07.2025 1 participant government Face to Face Interview bodies OIP Local Field Visit Pendik District Governorate 21.07.2025 1 participant government Face to Face Interview bodies OIP Field Visit Tünaydın Gazetesi 21.07.2025 1 participant Local media Face to Face Interview OIP Project Sabiha Gökçen Airport Field Visit component- 21.07.2025 3 participants Operations (HEAÅž) Face to Face Interview related institution OIP Local Field Visit Beykoz Municipality 22.07.2025 3 participants government Face to Face Interview bodies OIP Local Field Visit Beykoz District Governor's Office 22.07.2025 1 participant government Face to Face Interview bodies OIP NGO / Environmental Organizations Field Visit 22.07.2025 1 participant Cooperatives / Solidarity Association-CEKUD Face to Face Interview Associations OIP Local Field Visit Ä°BB 22.07.2025 3 participants government Face to Face Interview bodies OIP NGO / Mor Çatı Women’s Shelter 22.07.2025 Online Meeting 1 participant Cooperatives / Foundation Associations Ä°stanbul Provincial Directorate of OIP Field Visit Disaster and Emergency 23.07.2025 2 participants State institution Face to Face Interview Management OIP Field Visit Development Ä°stanbul Development Agency 23.07.2025 1 participant Face to Face Interview agency Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 94 OIP Ä°stanbul Violence Prevention and Field Visit State 23.07.2025 1 participant Monitoring Center ŞÖNÄ°M) Face to Face Interview organization OIP Field Visit State Ä°BB Women’s Center 23.07.2025 1 participant Face to Face Interview organization OIP CSO / Field Visit Çatalca Women’s Cooperative 23.07.2025 2 participants Cooperatives / Face to Face Interview Associations OIP CSO / Arnavutköy Association for Field Visit 23.07.2025 1 participant Cooperatives / Persons with Disabilities Face to Face Interview Associations OIP CSO / Giresun Province and Districts Field Visit 23.07.2025 1 participant Cooperatives / Solidarity Association Face to Face Interview Associations 4.3.1.7 Limitations During the fieldwork, some planned meetings could not be held due to the reasons indicated with Table 4-17 below. The most significant disruptions occurred during the NGO process. Many associations that appeared to be open and active through official channels were, in fact, no longer operating. This became apparent only during the fieldwork. In this sense, the planning conducted through desk-based studies did not align with actual field conditions. Table 4-17 Limitations within the social studies July, 2025 Alternative Stakeholder Planned meeting stakeholder Limitations / Current conditions identification meeting, if any Gebze Association for the OIP / CSO / DVIG Education, Culture, Youth Arnavutköy Disabled The association has been closed due to fraudulent / People with and Sports of the Hearing People Association activities. handicapped Impaired OIP / CSO / DVIG/ Becerikli Eller Association Becerikli Eller Association did not want to help. Female Çatalca Kadın The association did not provide assistance as they OIP / CSO / DVIG Yerini Bil Association for Kooperatifi do not operate locally and have no activities along / Female Empowering Girls the route. OIP / CSO / Çekmeköy NiÅŸantepe Culturally sensitive Roma Association for None The association could not be reached. groups Solidarity and Mutual Aid OIP / CSO / Çatalca Balkan and Roma Culturally sensitive Culture, Arts, and Solidarity None The association could not be reached. groups Association Ä°stanbul Public OIP / CSO / The association stated that they were not involved Transportation Workers' Logistic related None in any work related to rail systems and declined to Mutual Aid and Solidarity activities meet. Association OIP / CSO / Ä°mrahor Neighborhood The contact information provided during fieldwork Commerce related Tradesmen Solidarity None for the association was invalid and could not be activities Association reached. OIP / CSO / Association for the Support The address and contact number of the NGO could Environment & of the Environment and None not be accessed. Ecology Ecological Life OIP / CSO / Uskumruköy Nature The address and contact number of the NGO could Environment & Conservationists and None not be accessed. Ecology Animal Lovers Association OIP / NGO / DVIG Marmara Association for Gebze Newspaper reported that the association is / People with None People with Disabilities not active. handicapped OIP / CSO / DVIG / Istanbul Association for the The association’s address was visited, but it was People with Solidarity of Families with None determined to be inactive. Attempts to reach them handicapped Disabilities by phone were also unsuccessful. The Atlas Women Producers Association has OIP / CSO / DVIG / Atlas Women Producers None changed its name to Atlas Solidarity Association. Female Association The association's address was visited, but it was Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 95 Alternative Stakeholder Planned meeting stakeholder Limitations / Current conditions identification meeting, if any found to be inactive. It was also not reachable by phone. The association was visited, and the board of OIP / NGO / Turkey Marine Environment directors was in a meeting. An informational email Environment & Protection Association None about the project along with the questionnaire used Ecology (TURMEPA) during the meetings was sent. A response via email is awaited. They could not be reached. Instead of the OIP / NGO / DVIG association, an insurance company appears at the / People with Bize Engel Yok Association None address. Contact was attempted via email, but no handicapped response was received. Foundation for the OIP / NGO / Protection and Promotion of They stated that the timing was not convenient and Environment & None Environment and Cultural declined to participate in an online meeting. Ecology Values (ÇEKÃœL) OIP / NGO / An informational email about the project along with Environment & World Wide Fund for Nature None the questionnaire used during the meetings was Ecology sent. A response via email is awaited. Turkish Women's Union OIP / NGO / DVIG Ä°BB Women’s There was no data regarding whether the Association Bakırköy / Female Services association exists. They could not be reached. Branch Environmental OIP / NGO / They have changed their address. There is no new Organizations Environment & Environmental Foundation address available. The old address still shows Solidarity Association Ecology ÇEKUD. (CEKUD) They were called by phone, but an appointment could not be made. The Provincial Planning Unit OIP / Local Istanbul Governorship None stated they could not assist and advised contacting government body the deputy governor. However, contact could not be established. They were called by phone, but an appointment OIP / Local media Bizim Anadolu Gazetesi None could not be made. The interview was declined from the very beginning OIP / Local media YeniçaÄŸ Gazetesi None of the appointment request. The interview was declined from the very beginning OIP / Local media Hürses Gazetesi None of the appointment request. Bakırköy Newspaper office was visited, but it was OIP / Local media Bakırköy Gazetesi None closed. OIP / Project Information was requested via email to IGA to components provide assistance. An informational email about the Ä°GA Ä°stanbul Airport None related project along with the questionnaire used during the organization meetings was sent. A response via email is awaited. OIP / Project Information was requested via email from the components YSS-Northern Marmara operator. An informational email about the project None related Highway Operations along with the questionnaire used during the organization meetings was sent. A response via email is awaited. Due to his opposition to the projects carried out in PAP / Local Ä°stanbul Pendik None the region, they declined the interview request both representative RamazanoÄŸlu mukhtarship during and after the fieldwork. He declined the interview without providing any PAP / Local Ä°stanbul Sarıyer Rumeli None reason. The project information document was sent representative Feneri mukhtarship via WhatsApp, but no response was received. She declined the interview stating she busy. A follow-up call was made later for a phone interview, PAP / Local Ä°stanbul Sarıyer None but there was no answer. The project information representative Uskumruköy mukhtarship document was sent via WhatsApp, but no response was received. He did not wish to participate in the interview during the fieldwork. Later, when called again for a phone PAP / Local Ä°stanbul Arnavutköy Bolluca interview, he expressed distrust towards studies None representative mukhtarship conducted over the phone. The project information document was sent via WhatsApp, but no response was received. He declined the interview without providing any reason. A follow-up call was made later for a phone PAP / Local Ä°stanbul Arnavutköy Baklalı None interview, but there was no answer. The project representative mukhtarship information document was sent via WhatsApp, but no response was received. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 96 4.3.2 Administrative structure The locations of the project route and its components are situated from east to west across Kocaeli Province, the Asian side of Ä°stanbul, and the European side of Ä°stanbul. At the beginning of the 1970s, European Statistics Office (Eurostat) set up the Nomenclature of territorial units for statistics (NUTS) classification as a single, coherent system for dividing up the European Union (EU) territory to produce regional statistics (25). • NUTS 1: major socio-economic regions • NUTS 2: basic regions for the application of regional policies • NUTS 3: small regions for specific diagnoses To meet the demand for statistics at a local level, Eurostat maintains a system of Local Administrative Units (LAUs) compatible with NUTS. These LAUs are the building blocks of the NUTS and comprise the municipalities and communes of the EU (26). The use of NUTS in Türkiye has started within the scope of the National Programmes for the Adoption of the European Union Acquis (NPAA) (27), adopted by the decision of the Council of Ministers dated March 19, 2001, and the Accession Partnership Document adopted at the Environmental Council dated March 8, 2001, prepared by the European Commission. Within this framework, Statistical Regional Units were defined in Türkiye with the study started in 2001 under the coordination of the under secretariat of State Planning Organization (DPT) and the Turkish Statistical Institute (TurkStat), and this classification entered into force by the Decision of the Council of Ministers dated August 28, 2002 (28). Türkiye has constituted seven geographical regions, 12 NUTS region, 26 sub-region 81 provinces, 922 districts, 32,282 quarters, 18,240 villages, 23,787 affiliated settlements, 51 provincial municipalities, 30 metropolitan municipalities, 403 district municipalities, and 519 metropolitan district municipalities in accordance with administrative structure under local authority units (29). It should be noted that these data are updated concurrently with changes in administrative structures. In this structure, Ä°stanbul and Kocaeli are both province, and metropolitan municipalities; while Gebze, Çayırova, Tuzla, Pendik, Sultanbeyli, Sancaktepe, Çekmeköy, Beykoz, Sarıyer, Eyüp, Arnavutköy, and Çatalca are both districts and metropolitan district municipalities. • TR, State: Türkiye • TR1, NUTS 1, Region, Ä°stanbul: Ä°stanbul province • TR4, NUTS 1, Region, Eastern Marmara: Bursa, EskiÅŸehir, Bilecik, Kocaeli, Sakarya, Düzce, Bolu, and Yalova provinces • TR10, NUTS 2 Sub region, Ä°stanbul sub region: Ä°stanbul province • TR42, NUTS 2 Sub region, Kocaeli sub region: Kocaeli, Sakarya, Düzce, Bolu, and Yalova provinces • TR100, NUTS 3 Province: Ä°stanbul • TR421, NUTS 3 Province: Kocaeli • Sub-province Level, Districts 25 European Commission, Eurostat. NUTS. https://ec.europa.eu/eurostat/web/nuts. Access date: July 2025. 26 European Commission, Eurostat. LAU, https://ec.europa.eu/eurostat/web/nuts/local-administrative-units. Access date: July 2025. 27 Republic of Türkiye, Ministry of Foreign Affairs Directorate for EU Affairs, NPAA, https://www.ab.gov.tr/58_en.html. Access date: July 2025. 28 Republic of Türkiye Ministry of Industry and Technology General Directorate of Development Agencies. Classification of Statistical Regional Units in Development Planning. https://ka.gov.tr/sayfalar/kalkinma-planlamasinda-istatistiki-bolge-birimleri- siniflandirmasi--24. Access date: July 2025. 29 Republic of Türkiye Ministry of Interior Inventory of Local Authority Units, https://www.e- icisleri.gov.tr/Anasayfa/MulkiIdariBolumleri.aspx. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 97 o Ä°stanbul, the Asian side (east to west): Tuzla, Pendik, Sultanbeyli, Sancaktepe, Çekmeköy, and Beykoz o Ä°stanbul, the European side (east to west): Sarıyer, Eyüp, Arnavutköy, and Çatalca o Kocaeli: Gebze and Çayırova • LAU, Municipalities o Metropolitan Municipalities: Ä°stanbul, and Kocaeli o Metropolitan District Municipalities: â–ª Ä°stanbul, the Asian side (east to west): Tuzla, Pendik, Sultanbeyli, Sancaktepe, Çekmeköy, and Beykoz â–ª Ä°stanbul, the European side (east to west): Sarıyer, Eyüp, Arnavutköy, and Çatalca â–ª Kocaeli: Gebze and Çayırova There are no villages or towns in the districts. With the ‘Law on the Establishment of Metropolitan Municipalities in Thirteen Provinces and Twenty-Six Districts and the Amendment of Certain Laws and Decree Laws’, which entered into force in the Official Gazette dated 6 December 2012 and numbered 2848930, the villages and towns in Ä°stanbul and Kocaeli provinces were registered as “neighborhoods“ to the districts’ municipality to which they were attached. Detailed explanations for rural and urban settlement types are also provided separately under the relevant section. Table 4-18 provides all settlements intersecting with the AoI, including 2 provinces, 12 districts, and 53 neighborhoods in total. The settlements are categorized based on their administrative affiliation (province and district) and listed in alphabetical order. It should also be noted that there are two neighborhoods with the same name “Cumhuriyetâ€?: one is Cumhuriyet neighborhood in Beykoz district of Ä°stanbul Province, and the other is located in Gebze district of Kocaeli Province. Table 4-18 Settlements Intersecting with the AoI (Province, District, and Neighborhood), TurkStat, 2024 Province District Neigborhood Total population Ä°stanbul - - 15,701,602 Ä°stanbul Province Arnavutköy District - 344,868 Ä°stanbul Arnavutköy Baklalı 866 Ä°stanbul Arnavutköy Bolluca 8,446 Ä°stanbul Arnavutköy Boyalık 758 Ä°stanbul Arnavutköy Dursunköy 433 Ä°stanbul Arnavutköy Ä°mrahor 12,088 Ä°stanbul Arnavutköy Tayakadın 3,716 Ä°stanbul Arnavutköy Yassıören 675 Ä°stanbul Province Beykoz District - 245,440 Ä°stanbul Beykoz Ali Bahadır 781 Ä°stanbul Beykoz Anadolu Feneri 687 Ä°stanbul Beykoz Bozhane 464 Ä°stanbul Beykoz Cumhuriyet 1,966 Ä°stanbul Beykoz Öğümce 493 Ä°stanbul Beykoz PaÅŸamandıra 1,374 Ä°stanbul Beykoz Poyrazköy 881 Ä°stanbul Province Çatalca District - 80,399 Ä°stanbul Çatalca FerhatpaÅŸa 28,400 Ä°stanbul Çatalca Ä°zzettin 1,304 Ä°stanbul Çatalca Kaleiçi 7,617 Ä°stanbul Çatalca NakkaÅŸ 803 Ä°stanbul Province Çekmeköy District - 306,739 Ä°stanbul Çekmeköy Hüseyinli 849 30 Arslan, R. K. (2025). Metropolitan Municipality Elections After Law No. 6360. SSD Journal, 10(49), 277–291. https://doi.org/10.5281/zenodo.15206247. https://www.ssdjournal.org/index.php/pub/article/view/757. Access date: June 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 98 Province District Neigborhood Total population Ä°stanbul Çekmeköy NiÅŸantepe 12,546 Ä°stanbul Çekmeköy Ömerli 5,702 Ä°stanbul Çekmeköy ReÅŸadiye 2,887 Ä°stanbul Province Eyüpsultan District - 420,706 Ä°stanbul Eyüpsultan AÄŸaçlı 731 Ä°stanbul Eyüpsultan Çiftalan 187 Ä°stanbul Eyüpsultan Işıklar 549 Ä°stanbul Eyüpsultan Ä°hsaniye 185 Ä°stanbul Eyüpsultan Odayeri 229 Ä°stanbul Province Pendik District - 749,356 Ä°stanbul Pendik Emirli 252 Ä°stanbul Pendik GüllübaÄŸlar 19,001 Ä°stanbul Pendik Harmandere 9,947 Ä°stanbul Pendik Kavakpınar 65,879 Ä°stanbul Pendik Kurna 1,154 Ä°stanbul Pendik KurtdoÄŸmuÅŸ 614 Ä°stanbul Pendik Kurtköy 38,756 Ä°stanbul Pendik RamazanoÄŸlu 2,427 Ä°stanbul Pendik Sanayi 2,999 Ä°stanbul Pendik Åžeyhli 19,684 Ä°stanbul Pendik YeniÅŸehir 65,637 Ä°stanbul Province Sancaktepe District - 502,077 Ä°stanbul Sancaktepe PaÅŸaköy 1,758 Ä°stanbul Province Sarıyer District - 342,582 Ä°stanbul Sarıyer Demirciköy 1,698 Ä°stanbul Sarıyer Garipçe 370 Ä°stanbul Sarıyer Gümüşdere 2,519 Ä°stanbul Sarıyer Kısırkaya 378 Ä°stanbul Sarıyer Rumeli Feneri 4,074 Ä°stanbul Sarıyer Uskumruköy 10,197 Ä°stanbul Province Sultanbeyli District - 369,193 Ä°stanbul Sultanbeyli AkÅŸemsettin 13,886 Ä°stanbul Sultanbeyli Mecidiye 21,859 Ä°stanbul Province Tuzla District - 301,400 Ä°stanbul Tuzla Aydınlı 72,942 Ä°stanbul Tuzla Aydıntepe 27,173 Ä°stanbul Tuzla Ä°stasyon 26,338 Kocaeli - - 2,130,006 Kocaeli Çayırova District - 157,503 Kocaeli Çayırova Åžekerpınar 2,847 Kocaeli Çayırova Yeni Mahalle 21,192 Kocaeli Gebze District - 411,800 Kocaeli Gebze Cumhuriyet 10,038 4.3.3 Population structure 4.3.3.1 General population figures 31 Development agencies of these regions are Ä°stanbul Development Agency ( ) (Ä°STKA) (for 32 Ä°stanbul), and Eastern Marmara Development Agency (MARKA) ( ) (for Kocaeli sub region, 31 Ä°stanbul Development Agency, https://www.istka.org.tr/, Access date: June 2025. 32 Eastern Marmara Development Agency, http://www.marka.org.tr/, Access date: June 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 99 including Kocaeli province), respectively. When population density (33) data is examined, the population density in Türkiye is 111, in Ä°stanbul it is 2,934, and in Kocaeli it is 623 (34). (35) 36 The up-to-date demographic data , including the settlements intersecting with the AoI, has been provided by Table 4-19. Table 4-19 Up to date Population Information, TurkStat, 2024 Population Annual Total Average Total density population Code NUTS Level Name number of household population (persons growth households size per km²) rate (‰) TR State Türkiye 85,664,944 111 26,599,261 3.11 3.42 TR1 NUTS-1 Level / Region Ä°stanbul Province 15,701,602 2,934 4,855,719 3.13 2.91 Ä°stanbul Sub-province Level / Arnavutköy District 344,868 NA 89,784 3.76 25.87 Province District Ä°stanbul Arnavutköy37 District Baklalı Neigborhood 866 NA 230 3.77 NA Ä°stanbul Arnavutköy District Bolluca Neigborhood 8,446 NA 2,246 3.76 NA Ä°stanbul Arnavutköy District Boyalık Neigborhood 758 NA 202 3.75 NA Ä°stanbul Dursunköy Arnavutköy District 433 NA 115 3.77 NA Neigborhood Ä°stanbul Arnavutköy District Ä°mrahor Neigborhood 12,088 NA 3,215 3.76 NA Ä°stanbul Tayakadın Arnavutköy District 3,716 NA 988 3.76 NA Neigborhood Ä°stanbul Yassıören Arnavutköy District 675 NA 180 3.75 NA Neigborhood Ä°stanbul Sub-province Level / Beykoz District 245,440 NA 77,382 3.09 -0.84 Province District Ä°stanbul Ali Bahadır Beykoz District 781 NA 253 3.09 NA Neigborhood Ä°stanbul Anadolu Feneri Beykoz District 687 NA 222 3.09 NA Neigborhood Ä°stanbul Bozhane Beykoz District 464 NA 150 3.09 NA Neigborhood Ä°stanbul Cumhuriyet Beykoz District 1,966 NA 636 3.09 NA Neigborhood Ä°stanbul Öğümce Beykoz District 493 NA 160 3.08 NA Neigborhood Ä°stanbul PaÅŸamandıra Beykoz District 1,374 NA 445 3.09 NA Neigborhood Ä°stanbul Poyrazköy Beykoz District 881 NA 285 3.09 NA Neigborhood Ä°stanbul Sub-province Level / Çatalca District 80,399 NA 30,212 2.63 4.89 Province District Ä°stanbul FerhatpaÅŸa Çatalca District 28,400 NA 10,798 2.63 NA Neigborhood Ä°stanbul Çatalca District Ä°zzettin Neigborhood 1,304 NA 496 2.63 NA Ä°stanbul Çatalca District Kaleiçi Neigborhood 7,617 NA 2,896 2.63 NA Ä°stanbul Çatalca District NakkaÅŸ Neigborhood 803 NA 305 2.63 NA Ä°stanbul Sub-province Level / Çekmeköy District 306,739 NA 93,994 3.18 22.86 Province District Ä°stanbul Çekmeköy District Hüseyinli 849 NA 267 3.18 NA 33 Population density: Population per one square kilometer. In the calculation of population density indicator, the land surface area excluding “inland water bodies (natural and dam lakes, rivers and continental shelves, etc.)â€? is used according to internatio nal definitions. TurkStat Metadata of Address Based Population Registration System (ABPRS). https://data.tuik.gov.tr/Kategori/GetKategori?p=nufus-ve-demografi-109&dil=1#data0. Access date: June 2025. 34 TurkStat, The Results of Address Based Population Registration System, 2024. Population of province/district centers and towns/villages by province and sex, and population density, 2024. https://data.tuik.gov.tr/Bulten/Index?p=Adrese-Dayali-Nufus-Kayit- Sistemi-Sonuclari-2024-53783. Access date: June 2025. 35 TurkStat, The Results of Address Based Population Registration System, 2024. 36 TurkStat, The Results of Address Based Population Registration System, 2024.Access date: July 2025 37 The settlements within the table are listed alphabetically according to their affiliated provinces and/or districts. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 100 Population Annual Total Average Total density population Code NUTS Level Name number of household population (persons growth households size per km²) rate (‰) Neigborhood Ä°stanbul NiÅŸantepe Çekmeköy District 12,546 NA 3,945 3.18 NA Neigborhood Ä°stanbul Çekmeköy District Ömerli Neigborhood 5,702 NA 1,793 3.18 NA Ä°stanbul ReÅŸadiye Çekmeköy District 2,887 NA 908 3.18 NA Neigborhood Ä°stanbul Sub-province Level / Eyüpsultan District 420,706 NA 134,627 3.05 1.22 Province District Ä°stanbul Eyüpsultan District AÄŸaçlı Neigborhood 731 NA 240 3.05 NA Ä°stanbul Eyüpsultan District Çiftalan Neigborhood 187 NA 61 3.07 NA Ä°stanbul Eyüpsultan District Işıklar Neigborhood 549 NA 180 3.05 NA Ä°stanbul Eyüpsultan District Ä°hsaniye Neigborhood 185 NA 61 3.03 NA Ä°stanbul Eyüpsultan District Odayeri Neigborhood 229 NA 75 3.05 NA Ä°stanbul Sub-province Level / Pendik District 749,356 NA 231,897 3.17 7.48 Province District Ä°stanbul Pendik District Emirli Neigborhood 252 NA 79 3.19 NA Ä°stanbul GüllübaÄŸlar Pendik District 19,001 NA 5,994 3.17 NA Neigborhood Ä°stanbul Harmandere Pendik District 9,947 NA 3,138 3.17 NA Neigborhood Ä°stanbul Kavakpınar Pendik District 65,879 NA 20,782 3.17 NA Neigborhood Ä°stanbul Pendik District Kurna Neigborhood 1,154 NA 364 3.17 NA Ä°stanbul KurtdoÄŸmuÅŸ Pendik District 614 NA 194 3.16 NA Neigborhood Ä°stanbul Pendik District Kurtköy Neigborhood 38,756 NA 12,226 3.17 NA Ä°stanbul RamazanoÄŸlu Pendik District 2,427 NA 766 3.17 NA Neigborhood Ä°stanbul Pendik District Sanayi Neigborhood 2,999 NA 946 3.17 NA Ä°stanbul Pendik District Åžeyhli Neigborhood 19,684 NA 6,209 3.17 NA Ä°stanbul YeniÅŸehir Pendik District 65,637 NA 20,706 3.17 NA Neigborhood Ä°stanbul Sub-province Level / Sancaktepe District 502,077 NA 140,638 3.49 18.64 Province District PaÅŸaköy Ä°stanbul Sancaktepe District 1,758 NA 504 3.49 NA Neigborhood Ä°stanbul Sub-province Level / Sarıyer District 342,582 NA 112,435 2.87 -4.86 Province District Ä°stanbul Demirciköy Sarıyer District 1,698 NA 592 2.87 NA Neigborhood Ä°stanbul Sarıyer District Garipçe Neigborhood 370 NA 129 2.87 NA Ä°stanbul Gümüşdere Sarıyer District 2,519 NA 878 2.87 NA Neigborhood Ä°stanbul Kısırkaya Sarıyer District 378 NA 132 2.86 NA Neigborhood Ä°stanbul Rumeli Feneri Sarıyer District 4,074 NA 1,420 2.87 NA Neigborhood Ä°stanbul Uskumruköy Sarıyer District 10,197 NA 3,553 2.87 NA Neigborhood Ä°stanbul Sub-province Level / Sultanbeyli District 369,193 NA 94,360 3.85 23.27 Province District Ä°stanbul AkÅŸemsettin Sultanbeyli District 13,886 NA 3,607 3.85 NA Neigborhood Ä°stanbul Mecidiye Sultanbeyli District 21,859 NA 5,678 3.85 NA Neigborhood Ä°stanbul Sub-province Level / Tuzla District 301,400 NA 92,390 3.12 26.21 Province District Ä°stanbul Tuzla District Aydınlı Neigborhood 72,942 NA 23,379 3.12 NA Ä°stanbul Aydıntepe Tuzla District 27,173 NA 8,709 3.12 NA Neigborhood Ä°stanbul Tuzla District Ä°stasyon Neigborhood 26,338 NA 8,442 3.12 NA NUTS-2 Level / Sub TR42 Kocaeli sub region 4,287,376 217 1,326,947 3.12 11 region Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 101 Population Annual Total Average Total density population Code NUTS Level Name number of household population (persons growth households size per km²) rate (‰) TR421 NUTS-3 Level / Province Kocaeli 2,130,006 623 650,469 3.2 12.8 Kocaeli Sub-province Level / Çayırova District 157,503 NA 45,765 3.4 27.04 Province District Åžekerpınar Kocaeli Çayırova District 2,847 NA 837 3.4 NA Neigborhood Yeni Mahalle Kocaeli Çayırova District 21,192 NA 6,233 3.4 NA Neigborhood Kocaeli Sub-province Level / Gebze District 411,800 NA 121,443 3.33 10.65 Province District Cumhuriyet Kocaeli Gebze District 10,038 NA 3,014 3.33 NA Neigborhood As part of the social field study, a total of 802 face-to-face interviews were conducted in a household survey carried out in 53 settlements intersecting with the AoI. The total population of the surveyed households was 2,901 individuals. The distribution of the population by settlement is provided in Table 4-20.  As shown in Table 4-20, based on the population data obtained from household surveys conducted in 53 settlements, the five most populous settlements are Aydınlı, Kavakpınar, YeniÅŸehir, Kurtköy, and Aydıntepe. This situation is almost parallel to the official population data provided by TurkStat. Among the 53 settlements intersecting with the AoI, are the five most populous settlements are Aydınlı, Kavakpınar, YeniÅŸehir, Kurtköy, and FerhatpaÅŸa (see Table 4-20). In line with Table 4-20, the 12 settlements represented by a low population (between 3 and 10 people) are listed in ascending order of population as follows: Odayeri, Boyalık, Ä°hsaniye, Yassıören, Ä°zzettin, Çiftalan, Garipçe, Kısırkaya, Ali Bahadır, Anadolu Feneri, PaÅŸaköy, and Demirciköy. Referring to official population data provided by TurkStat (see Table 4-20), there are nine settlements with a current population below 500. These are in ascending order of population: Ä°hsaniye, Çiftalan, Odayeri, Emirli, Garipçe, Kısırkaya, Dursunköy, Bozhane, and Öğümce. Due to field limitations caused by low-density population areas, it was not possible to reach the planned number of households. In other words, in areas that are already sparsely populated, it was also challenging to reach the targeted sample size. The average household size, calculated based on the total population of the households that participated in the household interviews, is 3.62. Out of the 53 settlements, 26 have an average household size below (between 1.50 and 3.55) this overall average (3.62). The average household sizes of the remaining settlements are above (between 3.75 and 6.00) the AoI average (3.62). The settlements closest to the average value are KurtdoÄŸmuÅŸ (3.60) and Aydınlı (3.61) (see Table 4-20). Table 4-20 Population Figures, Household Survey, July 2025 (N:2,901 / 802) Number of Household Questionnaire Average # Settlement Total Population Completed household size 1 Ä°stanbul/Tuzla Aydınlı 383 106 3.61 2 Ä°stanbul/Pendik Kavakpınar 378 95 3.98 3 Ä°stanbul/Pendik YeniÅŸehir 270 94 2.87 4 Ä°stanbul/Pendik Kurtköy 199 56 3.55 5 Ä°stanbul/Tuzla Aydıntepe 153 43 3.56 6 Ä°stanbul/Sultanbeyli Mecidiye 129 31 4.16 7 Ä°stanbul/Sultanbeyli AkÅŸemsettin 125 29 4.31 8 Kocaeli/Çayırova Yeni Mahalle 121 31 3.9 9 Ä°stanbul/Tuzla Ä°stasyon 114 37 3.08 10 Ä°stanbul/Pendik GüllübaÄŸlar 109 27 4.04 11 Ä°stanbul/Pendik Åžeyhli 105 28 3.75 12 Ä°stanbul/Çekmeköy NiÅŸantepe 74 19 3.89 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 102 Number of Household Questionnaire Average # Settlement Total Population Completed household size 13 Ä°stanbul/Pendik Harmandere 67 16 4.19 14 Ä°stanbul/Sarıyer Uskumruköy 55 13 4.23 15 Ä°stanbul/Arnavutköy Ä°mrahor 51 9 5.67 16 Kocaeli/Gebze Cumhuriyet 47 14 3.36 17 Ä°stanbul/Çatalca FerhatpaÅŸa 42 17 2.47 18 Ä°stanbul/Arnavutköy Tayakadın 28 7 4 19 Ä°stanbul/Çekmeköy ReÅŸadiye 24 4 6 20 Ä°stanbul/Pendik RamazanoÄŸlu 23 5 4.6 21 Ä°stanbul/Sarıyer Gümüşdere 20 4 5 22 Ä°stanbul/Arnavutköy Bolluca 19 5 3.8 23 Ä°stanbul/Pendik Kurna 18 4 4.5 24 Ä°stanbul/Pendik KurtdoÄŸmuÅŸ 18 5 3.6 25 Ä°stanbul/Çatalca Kaleiçi 16 6 2.67 26 Ä°stanbul/Beykoz PaÅŸamandıra 15 4 3.75 27 Ä°stanbul/Çatalca NakkaÅŸ 15 4 3.75 28 Ä°stanbul/Çekmeköy Hüseyinli 15 4 3.75 29 Ä°stanbul/Pendik Sanayi 15 4 3.75 30 Kocaeli/Çayırova Åžekerpınar 15 5 3 31 Ä°stanbul/Arnavutköy Baklalı 14 4 3.5 32 Ä°stanbul/Beykoz Bozhane 14 4 3.5 33 Ä°stanbul/Çekmeköy Ömerli 14 4 3.5 34 Ä°stanbul/Eyüpsultan AÄŸaçlı 13 4 3.25 35 Ä°stanbul/Sarıyer Rumeli Feneri 13 3 4.33 36 Ä°stanbul/Arnavutköy Dursunköy 12 3 4 37 Ä°stanbul/Beykoz Cumhuriyet 12 4 3 38 Ä°stanbul/Beykoz Öğümce 12 4 3 39 Ä°stanbul/Beykoz Poyrazköy 12 4 3 40 Ä°stanbul/Eyüpsultan Işıklar 12 4 3 41 Ä°stanbul/Pendik Emirli 12 3 4 42 Ä°stanbul/Beykoz Ali Bahadır 10 4 2.5 43 Ä°stanbul/Beykoz Anadolu Feneri 10 4 2.5 44 Ä°stanbul/Sancaktepe PaÅŸaköy 10 4 2.5 45 Ä°stanbul/Sarıyer Demirciköy 10 2 5 46 Ä°stanbul/Sarıyer Kısırkaya 9 3 3 47 Ä°stanbul/Arnavutköy Yassıören 8 2 4 48 Ä°stanbul/Çatalca Ä°zzettin 8 3 2.67 49 Ä°stanbul/Eyüpsultan Çiftalan 8 3 2.67 50 Ä°stanbul/Sarıyer Garipçe 8 3 2.67 51 Ä°stanbul/Arnavutköy Boyalık 7 2 3.5 52 Ä°stanbul/Eyüpsultan Ä°hsaniye 7 3 2.33 53 Ä°stanbul/Eyüpsultan Odayeri 3 2 1.5 Total 2,901 802 3.62 Based on the information provided by household representatives who participated in the interviews (July, 2025), household sizes were examined. According to these data, the most common household size is 4 (see Table 4-21). In this distribution, single-person households account for approximately 8%. The smallest household size is 1, while households with 11 members also exist, albeit rarely. Households with 3 (21.95%) and 4 members (25.31%) together account for nearly 47% of the total number of households (802). This distribution shows similar characteristics to the household patterns observed in the districts and provinces to which the settlements are affiliated. Table 4-21 Household size (Persons), Household Survey, July 2025 (N: 802) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 103 Household size (persons) Number of households % of households 1 64 7.98 2 151 18.83 3 176 21.95 4 203 25.31 5 125 15.59 6 48 5.99 7 17 2.12 8 8 1.00 9 2 0.25 10 7 0.87 11 1 0.12 Total 802 100.00 In the interviews conducted with mukhtars representing 48 out of the 53 settlements, the total number of households reported for these settlements was 182,869. The population data reported by the mukhtars differ from the officially published figures (TurkStat). This discrepancy was negligible in some settlements (e.g Eyüpsultan Çiftalan, Beykoz Öğümce, Eyüpsultan Işıklar, Çekmeköy Hüseyinli, and Sarıyer Kısırkaya). In other settlements (e.g Arnavutköy Boyalık, Pendik YeniÅŸehir, Sultanbeyli AkÅŸemsettin, Pendik KurtdoÄŸmuÅŸ, and Pendik Emirli), there are discrepancies between the official figures and the data provided by the mukhtars, ranging from 1.5 to 2 times. This discrepancy may be related to the absence of household-level data at the neighborhood level in official records. The official population of the neighborhood was divided by the average household size of the district to which the neighborhood belongs, in order to estimate the number of households at the neighborhood level(see Table 4-22). Table 4-22 Household number, Mukhtar Survey, June 2025 (N:48) Mukhtar Settlements Calculated Number of Households based on TurkStat 2024 data survey Arnavutköy Baklalı 230 Rejected Arnavutköy Bolluca 2,246 Rejected Arnavutköy Boyalık 202 400 Arnavutköy Dursunköy 115 164 Arnavutköy Ä°mrahor 3,215 3,000 Arnavutköy Tayakadın 988 1,500 Arnavutköy Yassıören 180 160 Beykoz Ali Bahadır 253 300 Beykoz Anadolu Feneri 222 317 Beykoz Bozhane 150 175 Beykoz Cumhuriyet 636 550 Beykoz Öğümce 160 150 Beykoz PaÅŸamandıra 445 650 Beykoz Poyrazköy 285 350 Çatalca FerhatpaÅŸa 10,798 12,000 Çatalca Ä°zzettin 496 300 Çatalca Kaleiçi 2,896 3,250 Çatalca NakkaÅŸ 305 280 Çekmeköy Hüseyinli 267 250 Çekmeköy NiÅŸantepe 3,945 2,000 Çekmeköy Ömerli 1,793 2,500 Çekmeköy ReÅŸadiye 908 1,200 Eyüpsultan AÄŸaçlı 240 200 Eyüpsultan Çiftalan 61 65 Eyüpsultan Işıklar 180 168 Eyüpsultan Ä°hsaniye 61 40 Eyüpsultan Odayeri 75 100 Pendik Emirli 79 120 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 104 Mukhtar Settlements Calculated Number of Households based on TurkStat 2024 data survey Pendik GüllübaÄŸlar 5,994 5,670 Pendik Harmandere 3,138 2,600 Pendik Kavakpınar 20,782 23,000 Pendik Kurna 364 150 Pendik KurtdoÄŸmuÅŸ 194 300 Pendik Kurtköy 12,226 18,000 Pendik RamazanoÄŸlu 766 Rejected Pendik Sanayi 946 800 Pendik Åžeyhli 6,209 6,000 Pendik YeniÅŸehir 20,706 40,000 Sancaktepe PaÅŸaköy 504 450 Sarıyer Demirciköy 592 500 Sarıyer Garipçe 129 110 Sarıyer Gümüşdere 878 450 Sarıyer Kısırkaya 132 150 Sarıyer Rumeli Feneri 1,420 Rejected Sarıyer Uskumruköy 3,553 Rejected Sultanbeyli AkÅŸemsettin 3,607 6,500 Sultanbeyli Mecidiye 5,678 5,300 Tuzla Aydınlı 23,379 20,000 Tuzla Aydıntepe 8,709 7,000 Tuzla Ä°stasyon 8,442 5,500 Çayırova Åžekerpınar 837 700 Çayırova Yeni Mahalle 6,233 5,500 Gebze Cumhuriyet 3,014 4,000 Total 169,863 182,869 4.3.3.2 Gender distribution 4.3.3.2.1 Legal framework Women in Türkiye were granted the right to vote and stand for election in 1934. The Constitution of the Republic of Türkiye38 guarantees equality between women and men and obliges the State to take the necessary measures to ensure that this equality is realized in practice. The Turkish Civil Code39 further regulates equal rights within the family, including women’s rights to acquire, own, and manage property. Türkiye is a party to key international agreements aimed at eliminating discrimination against women. The country ratified the Convention on the Elimination of All Forms of Discrimination against Women (CEDAW) in 198640 and withdrew its reservations to Articles 15 and 16 of the Convention in 1999. Türkiye also endorsed the Beijing Declaration and Platform41 for Action in 38 Constitution of the Republic of Turkey (1982). https://www.mevzuat.gov.tr/mevzuat?MevzuatNo=2709&MevzuatTur=1&MevzuatTertip=5. Access date: December 2025 39 Turkish Civil Code (No. 4721). https://www.mevzuat.gov.tr/mevzuat?MevzuatNo=4721&MevzuatTur=1&MevzuatTertip=5. Access date: December 2025 40 Convention on the Elimination of All Forms of Discrimination Against Women (CEDAW), UN Treaty Series https://treaties.un.org/pages/ViewDetails.aspx?src=TREATY&mtdsg_no=IV-8&chapter=4&clang=_en. Access date: December 2025 41 UN Women. (2015). Beijing Declaration and Platform for Action. https://www.unwomen.org/en/digital- library/publications/2015/01/beijing-declaration. Access date: December 2025 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 105 1995 and acceded to the Optional Protocol42 to CEDAW in 2002. The establishment of institutional mechanisms for gender equality began in the late 1980s. In 1987, the Advisory Board on Policies for Women was established within the State Planning Organization43 to promote gender awareness in public policies. In 1990, the General Directorate on the Status of Women44 was established as the main governmental body responsible for coordinating policies and activities related to gender equality. Various policy documents and action plans have been developed to promote gender equality. The National Action Plan on Gender Equality (2009–2013)45 aimed to reduce gender-based inequalities in areas such as education, health, poverty, and participation in decision-making processes. In addition, the 12th Development Plan46 identifies women’s empowerment, the prevention of discrimination, and equal access to rights and opportunities as key policy objectives. Violence Prevention and Monitoring Centers (ŞÖNÄ°M)47 have been operating since 2012 under Law No. 6284, with the aim of delivering protective and preventive services in a holistic manner in the fight against violence against women and domestic violence. ŞÖNÄ°Ms provide psychosocial and legal support to survivors of violence and strengthen coordination among relevant institutions. Calls related to services for families, women, children, persons with disabilities, the elderly, families of martyrs, veterans, and relatives of veterans are received through the ALO 183 Combatting Violence Hotline of the call centers48 of the Ministry of Family and Social Services, and guidance and counseling services are provided accordingly. In addition, reports of neglect, abuse, and violence, as well as precautionary notifications aimed at preventing so-called honor and custom-related killings, are also received. Taking into account the urgency of the situation, such cases are reported to the Emergency Response Team Supervisor in the province where the incident has occurred and/or to law enforcement authorities. The Emergency Response Team assesses the case and, where necessary, coordinates with police or gendarmerie units to ensure that intervention is carried out as quickly as possible. Other policy frameworks adopted in Türkiye include the National Strategy and Action Plan on Women’s Empowerment (2018–2023)49, the National Action Plan on Combating Violence against Women (2016–2020), and the National Action Plan on Women’s Employment (2016–2018). These frameworks focus on increasing women’s participation in economic and social life and addressing gender-based violence. 42 Optional Protocol to the Convention on the Elimination of All Forms of Discrimination Against Women, UN Treaty Series. https://treaties.un.org/pages/ViewDetails.aspx?src=TREATY&mtdsg_no=IV-8-b&chapter=4&clang=_en. Access date: December 2025 43 Sixth Five-Year Development Plan (1990–1994), Presidency of Strategy and Budget, Turkey. https://www.sbb.gov.tr/wp- content/uploads/2022/07/Altinci_Bes_Yillik_Kalkinma_Plani-1990-1994.pdf. Access date: December 2025 44 Ministry of Family and Social Services – Legislation. https://www.aile.gov.tr/ksgm/mevzuat/. Access date: December 2025 45 Ministry of Family and Social Services – Women’s Empowerment Strategy Document and Action Plans. https://www.aile.gov.tr/ksgm/ulusal-eylem-planlari/kadinin-guclenmesi-strateji-belgesi-ve-eylem-planlari/. Access date: December 2025 46 Twelfth Development Plan (2024–2028), Presidency of Strategy and Budget, Turkey. https://www.sbb.gov.tr/wp- content/uploads/2023/12/On-Ikinci-Kalkinma-Plani_2024-2028_11122023.pdf. Access date: December 2025 47 Ministry of Family and Social Services – ŞÖNÄ°M (Violence Prevention and Monitoring Centers) Contact Information. https://www.aile.gov.tr/iletisim/bakanlik-iletisim-bilgileri/sonim/. Access date: December 2025. 48 ALO 183 Hotline Service Areas.https://alo183.aile.gov.tr/alo183pages/hizmet-alani/. Access date: December 2025 49 National Action Plans for Combating Violence Against Women, Ministry of Family and Social Services. https://www.aile.gov.tr/ksgm/ulusal-eylem-planlari/kadina-yonelik-siddetle-mucadele-ulusal-eylem-planlari/. Access date: December 2025 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 106 Türkiye signed the Council of Europe Convention on Preventing and Combating Violence against Women and Domestic Violence (the Istanbul Convention) on 11 May 201150, becoming the first country to do so. The Convention aimed to prevent violence against women and domestic violence, protect victims, and prosecute perpetrators. However, Türkiye withdrew from the Istanbul Convention by a Presidential decision in March 202151. The National Action Plan on Combating Violence against Women (2021–2025)52, announced in the same period, does not explicitly refer to the concept of gender equality or the Istanbul Convention. The protection of human rights in Türkiye is ensured under Article 90 of the 1982 Constitution, which gives international human rights treaties duly put into force precedence over domestic laws53. Fundamental rights and freedoms are guaranteed under the Constitution, and national institutions such as the Human Rights and Equality Institution of Türkiye54 and the Ombudsman Institution55 are responsible for monitoring and promoting the protection of human rights. The key documents, national legislative provisions, and related practices forming the basis for gender equality are summarized below: • Constitution of the Republic of Türkiye • Turkish Civil Code • Labor Law (Principle of equal treatment (Article 5)) • Human Rights and Equality Law, Articles 3 and 6 • Article 105(2) of the Turkish Penal Code • Republic of Türkiye Prime Ministry Circular No. 2010/14 on Increasing Women's Employment and Promoting Equal Opportunities (KEÄ°G) • Grand National Assembly of Türkiye Commission on Equal Opportunities for Women and Men (KEFEK) • Republic of Türkiye Ministry of Family and Social Services General Directorate on the Status of Women National Action Plan on Combating Violence against Women (2021- 2025) • Republic of Türkiye Ministry of Family and Social Services General Directorate on the Status of Women Women's Shelters Guide • Republic of Türkiye Ministry of Interior General Command of Gendarmerie Prevention of Domestic Violence against Women Project • Republic of Türkiye Ministry of Interior General Directorate of Security Women Support Application (KADES) • Republic of Türkiye Ministry of Family and Social Services Violence Prevention and Monitoring Centers (ŞÖNÄ°M) 50 Council of Europe – Istanbul Convention: Key Facts. https://www.coe.int/en/web/istanbul-convention/key-facts. Access date: December 2025 51 Statement Regarding Turkey’s Withdrawal from the Istanbul Convention. Presidency of Communications, Turkey https://www.iletisim.gov.tr/turkce/haberler/detay/statement-regarding-turkeys-withdrawal-from-the-istanbul-convention. Access date: December 2025 52 National Action Plans for Combating Violence Against Women, Ministry of Family and Social Services https://www.aile.gov.tr/ksgm/ulusal-eylem-planlari/kadina-yonelik-siddetle-mucadele-ulusal-eylem-planlari/.. Access date: December 2025 53 The Status of International Law in the Turkish Constitution, Office of the President of Turkey. https://www.anayasa.gov.tr/en/president/former-presidents-speeches/zuhtu-arslan/speeches/the-status-of-the-international-law-in- the-turkish-constitution. Access date: December 2025 54 Turkish Human Rights and Equality Institution – Protection and Promotion of Human Rights. https://www.tihek.gov.tr/kategori/pages/insan-haklarinin-korunmasi-ve-gelistirilmesi. Access date: December 2025 55 Office of the Ombudsman of Turkey – About the Institution. https://english.ombudsman.gov.tr/about-the-institution. Access date: December 2025 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 107 • Republic of Türkiye Ministry of Family and Social Services Family, Women, Children and Disabled Social Service Hotline (ALO 183) • Republic of Türkiye Ministry of Interior Gendarmerie General Command Child and Women Section Chiefs • Federation of Women's Associations of Türkiye (TKDF) Domestic Violence Emergency Hotline (02126569696 -05496569696) • Women Entrepreneurs Association of Türkiye (KAGÄ°DER) 4.3.3.2.2 Benefits for gender The INRAIL Project is expected to provide employment opportunities during both the construction and operational phases, which may benefit women and men differently due to existing gender norms. Men are likely to take on more roles in heavy construction, tunneling, and technical operations, while women may have greater access to administrative, service, or support roles. Improved mobility provided by the new railway line may also benefit women and men differently. Women could gain better access to employment and public services if public transport integration and safety measures are ensured. However, insufficient attention to safety, accessibility, or affordability could limit women’s ability to fully benefit from the enhanced mobility. The Project also has the potential to improve local services and infrastructure, particularly community health, safety, and public transport facilities. It is important to actively include women’s perspectives in stakeholder engagement activities and to design specific measures that reduce barriers to participation. These measures could include childcare support near construction sites and women-only, gender-sensitive spaces. Targeted actions will be necessary to ensure women have equal access to employment, skills development, and mobility opportunities. These measures can be implemented in alignment with the Project’s SEP and LMP. 4.3.3.2.3 Findings The current population data (TurkStat) for the relevant locations are presented in Table 4-19 Across Türkiye, the distribution of male and female population within the total population is nearly equal. In all units except for Ä°stanbul, the male population exceeds the female population (56) (see Table 4-23, and Figure 4-29). It should be noted that there is no official data on population distribution by gender at sub settlement level (neigborhooods). Table 4-23 Gender Distribution, TurkStat, 2024 Unit Male % Female % Total Türkiye 42,853,110 50.02 42,811,834 49.98 85,664,944 Ä°stanbul 7,820,462 49.81 7,881,140 50.19 15,701,602 Kocaeli sub region 2,152,218 50.20 2,135,158 49.80 4,287,376 Kocaeli 1,072,955 50.37 1,057,051 49.63 2,130,006 Arnavutköy 177,241 51.39 167,627 48.61 344,868 Beykoz 121,372 49.45 124,068 50.55 245,440 Çatalca 41,082 51.10 39,317 48.90 80,399 Çekmeköy 152,305 49.65 154,434 50.35 306,739 Eyüpsultan 209,239 49.74 211,467 50.26 420,706 Pendik 376,425 50.23 372,931 49.77 749,356 Sancaktepe 253,615 50.51 248,462 49.49 502,077 Sarıyer 168,018 49.04 174,564 50.96 342,582 Sultanbeyli 187,923 50.90 181,270 49.10 369,193 Tuzla 151,271 50.19 150,129 49.81 301,400 Çayırova 79,988 50.79 77,515 49.21 157,503 56 TurkStat, ABPRS Results, 2024, https://biruni.tuik.gov.tr/medas/?kn=95&locale=en, Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 108 Unit Male % Female % Total Gebze 208,417 50.61 203,383 49.39 411,800 Figure 4-29 Gender Distribution, TurkStat, 2024 As a result of the 802 household interviews conducted, data was collected on 2,901 individuals. Approximately 49% of this population were identified as male and 51% as female (see Table 4-24, and Figure 4-30. While these figures are consistent with the data of the districts and provinces to which the settlements are affiliated, as well as national-level statistics for Türkiye, the proportion of women is slightly higher than the general distribution (see Table 4-23, and Figure 4-29). Table 4-24 Gender Distribution, Household Survey, July 2025 (N:2,901) Settlements % of Male % of Female Total Population Arnavutköy Baklalı 42.86 57.14 14 Arnavutköy Bolluca 42.11 57.89 19 Arnavutköy Boyalık 57.14 42.86 7 Arnavutköy Dursunköy 41.67 58.33 12 Arnavutköy Ä°mrahor 35.29 64.71 51 Arnavutköy Tayakadın 42.86 57.14 28 Arnavutköy Yassıören 62.50 37.50 8 Beykoz Ali Bahadır 50.00 50.00 10 Beykoz Anadolu Feneri 60.00 40.00 10 Beykoz Bozhane 50.00 50.00 14 Beykoz Cumhuriyet 33.33 66.67 12 Beykoz Öğümce 58.33 41.67 12 Beykoz PaÅŸamandıra 40.00 60.00 15 Beykoz Poyrazköy 75.00 25.00 12 Çatalca FerhatpaÅŸa 45.24 54.76 42 Çatalca Ä°zzettin 62.50 37.50 8 Çatalca Kaleiçi 56.25 43.75 16 Çatalca NakkaÅŸ 46.67 53.33 15 Çekmeköy Hüseyinli 46.67 53.33 15 Çekmeköy NiÅŸantepe 47.30 52.70 74 Çekmeköy Ömerli 71.43 28.57 14 Çekmeköy ReÅŸadiye 50.00 50.00 24 Eyüpsultan AÄŸaçlı 30.77 69.23 13 Eyüpsultan Çiftalan 50.00 50.00 8 Eyüpsultan Işıklar 41.67 58.33 12 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 109 Settlements % of Male % of Female Total Population Eyüpsultan Ä°hsaniye 57.14 42.86 7 Eyüpsultan Odayeri 33.33 66.67 3 Pendik Emirli 58.33 41.67 12 Pendik GüllübaÄŸlar 46.79 53.21 109 Pendik Harmandere 52.24 47.76 67 Pendik Kavakpınar 46.03 53.97 378 Pendik Kurna 50.00 50.00 18 Pendik KurtdoÄŸmuÅŸ 55.56 44.44 18 Pendik Kurtköy 49.75 50.25 199 Pendik RamazanoÄŸlu 43.48 56.52 23 Pendik Sanayi 53.33 46.67 15 Pendik Åžeyhli 46.67 53.33 105 Pendik YeniÅŸehir 49.26 50.74 270 Sancaktepe PaÅŸaköy 50.00 50.00 10 Sarıyer Demirciköy 50.00 50.00 10 Sarıyer Garipçe 37.50 62.50 8 Sarıyer Gümüşdere 55.00 45.00 20 Sarıyer Kısırkaya 44.44 55.56 9 Sarıyer Rumeli Feneri 38.46 61.54 13 Sarıyer Uskumruköy 45.45 54.55 55 Sultanbeyli AkÅŸemsettin 50.40 49.60 125 Sultanbeyli Mecidiye 48.84 51.16 129 Tuzla Aydınlı 45.69 54.31 383 Tuzla Aydıntepe 58.17 41.83 153 Tuzla Ä°stasyon 52.63 47.37 114 Çayırova Åžekerpınar 40.00 60.00 15 Çayırova Yeni Mahalle 47.93 52.07 121 Gebze Cumhuriyet 57.45 42.55 47 Total 1,408 1,493 2,901 % 48.53 51.47 Figure 4-30 Gender distribution of the field, Household Survey, July 2025 (N:2,901) 4.3.3.2.4 Vulnerable Groups –Female household heads Women who are the sole heads of household are considered part of the vulnerable groups. An analysis of employment rates by marital status shows that widowed women have the lowest rate. This results in a disadvantage for women who are sole household heads in terms of labor force participation (2022). According to Presidency of the Republic of Türkiye Strategy and Budget Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 110 Office data57, the women's labor force participation rate in January 2025 remained below the values of the previous year. Similar results gathered by Household Labour Force Survey. The labor force participation rate for those aged 15 years and over was 53.3% in 2023. This rate was 35.8% for females and 71.2% for males (58). In Türkiye, women's labor force participation rates have consistently fallen behind the averages of the Organisation for Economic Co-operation and Development (OECD) (59). Besides, women who are separated from their spouses (divorced) have been found to have the highest rates of being subject to physical, sexual, and emotional violence. Therefore, women who are sole household heads will be in a vulnerable situation due to their higher likelihood of experiencing violence (2014) (60). Of the 802 household representatives who participated in the survey, 326 were women (41%); 41 of these women identified themselves as the sole head of their household (12.57%). Figure 4-31 Female household heads, Household Survey July 2025 (N:802) A total of 77 people live in the 41 households represented by women who are the sole heads of their households. The average household size in these households is 1.87. The most common household type is single-person Households (see Table 4-25). Among the 41 households represented by women who are the sole heads of their households, blue-collar workers and retirees stand out as the main sources of livelihood (see Table 4-25). Table 4-25 Household size of female-headed households, Household Survey, July 2025 (N:41) Settlements 1 2 3 4 6 Total Pendik YeniÅŸehir 9 6 3 0 0 18 Pendik Kavakpınar 3 2 6 0 6 17 Tuzla Aydınlı 0 2 6 4 0 12 Tuzla Aydıntepe 1 2 0 4 0 7 Gebze Cumhuriyet 0 2 0 4 0 6 Çatalca FerhatpaÅŸa 1 0 3 0 0 4 Pendik Kurtköy 2 2 0 0 0 4 Pendik Åžeyhli 1 2 0 0 0 3 Beykoz Ali Bahadır 0 2 0 0 0 2 57 Presidency of the Republic of Türkiye Strategy and Budget Office. Total and Female Labor Force Participation Rate, January 2017 – January 2025.https://www.sbb.gov.tr/istihdam/. Access Date: July 2025 58 TurkStat Press Release dated 06.03.2025. Women in Statistics, 2024. https://data.tuik.gov.tr/Bulten/Index?p=Women-in- Statistics-2024-54076. Access Date: July 2025 59 One Year After: Living and Working Conditions in Adıyaman, Hatay, KahramanmaraÅŸ and Malatya after the February 2023 Earthquakes in Türkiye, 9789220413081 (web PDF). https://www.ilo.org/sites/default/files/2024- 10/Household%20Survey%20Report.pdf. Access Date: July 2025 60 TurkStat, Gender Statistics, 2022, Vital and Gender Statistics Group, Publication Number 4681, Release Date March 2023., https://www.tuik.gov.tr/media/announcements/toplumsal_cinsiyet_istatistikleri.pdf, Access Date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 111 Settlements 1 2 3 4 6 Total Arnavutköy Tayakadın 1 0 0 0 0 1 Eyüpsultan Işıklar 1 0 0 0 0 1 Eyüpsultan Odayeri 1 0 0 0 0 1 Sarıyer Uskumruköy 1 0 0 0 0 1 Total 21 20 18 12 6 77 Table 4-26 Livelihood sources of female-headed households, Household Survey, July 2025 (N:41) Tuzla Aydınlı Uskumruköy Total Cumhuriyet Arnavutköy Kavakpınar Eyüpsultan Eyüpsultan FerhatpaÅŸa Ali Bahadır Tayakadın Aydıntepe YeniÅŸehir Kurtköy Odayeri Çatalca Beykoz Sarıyer Pendik Pendik Pendik Pendik Gebze Åžeyhli Işıklar Tuzla Working as a blue-collar worker in permanent 6 3 1 1 1 1 0 0 0 1 0 0 0 14 jobs Retirement (domestic or 3 2 0 1 0 0 0 0 1 0 1 1 1 10 abroad) Commercial activities (shop, kiosk, workshop, 1 1 1 0 2 0 1 1 0 0 0 0 0 7 other businesses, etc.) Regular jobs in commercial enterprises 1 1 1 1 0 1 0 0 0 0 0 0 0 5 (cashier, waiter, courier) Income from daily jobs (cleaning, child/elder 0 0 0 0 0 0 0 1 0 0 0 0 0 1 care, etc.) Unemployed 0 0 1 0 0 0 0 0 0 0 0 0 0 1 Rental income 0 0 0 0 0 0 1 0 0 0 0 0 0 1 Working as a white- collar employee in 1 0 0 0 0 0 0 0 0 0 0 0 0 1 permanent jobs Working as a civil servant in permanent 1 0 0 0 0 0 0 0 0 0 0 0 0 1 jobs Total 13 7 4 3 3 2 2 2 1 1 1 1 1 41 Although efforts were made to ensure a high proportion of female participants in the household surveys, the share of women remained limited to 41%. This may be related to the fact that public spaces are more frequently used by men (see Figure 4-32). Figure 4-32 Gender distribution of the respondents, Household Survey, July 2025 (N:802) The proportion of women in the settlements intersecting with the AoI is higher than the general distribution observed in the affiliated districts, provinces, and at the national level (see Table 4-23, and Figure 4-29). When compared with the gender distribution of respondents, these figures once again highlight the low level of female representation in public spaces (see Figure 4-32). This situation is related to the overall representation of women in local governance in Türkiye. In rural Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 112 areas, the proportion of women serving as mukhtar is 0.6%, while that of men is 99.4%61. When looking at the gender distribution of local representatives in the 53 settlements intersecting with the AoI, there is a disproportionate representation in favor of men. Out of the 53 settlements, 7 are represented by female mukhtars (Arnavutköy Tayakadın, Pendik Harmandere, Pendik Åžeyhli, Sarıyer Demirciköy, Sarıyer Garipçe, Sarıyer Uskumruköy, and Tuzla Aydınlı) accounting for 13.21%. Excluding Gebze and Sancaktepe districts, each represented by only one neighborhood, the highest proportion of female representatives is observed in Sarıyer, where women make up 33.33% of local leadership. In contrast, all local representatives in the districts of Beykoz, Çatalca, Çayırova, Çekmeköy, Eyüpsultan, Sultanbeyli, and Tuzla are male (see Table 4-27). Table 4-27 Gender Distribution of Mukhtars, Mukhtar Survey, July 2025 (N:53) District Female % Male % Arnavutköy 1 14.29 6 85.71 Beykoz 0 0.00 7 100.00 Çatalca 0 0.00 4 100.00 Çayırova 0 0.00 2 100.00 Çekmeköy 0 0.00 4 100.00 Eyüpsultan 0 0.00 5 100.00 Gebze 1 100.00 0 0.00 Pendik 3 27.27 8 72.73 Sancaktepe 0 0.00 1 100.00 Sarıyer 2 33.33 4 66.67 Sultanbeyli 0 0.00 2 100.00 Tuzla 0 0.00 3 100.00 Total 7 13.21 46 86.79 During the interviews with mukhtars, the following question was asked: "In your opinion, are there any risks for women/girls living in the area (e.g., harassment, assault)? In your previous project experiences (if any), have you encountered sensitive situations in this regard?" None of the local representatives identified any direct risks related to harassment for women. Among the open-ended responses, 33 responded "no", 6 said "no comment", 4 answered "there haven’t been any and won’t be any," and 1 stated "it would have no effect." Responses that may indicate potential risks, in contrast to the previous, are listed below: • Ä°stanbul Sarıyer Demirciköy; There are risks for women as well — they even stole our animals during Kuzey Marmara Otoyolu (KMO) (Northern Marmara Motorway)62 construction period (Female, 15-year tenure) • Ä°stanbul Arnavutköy Dursunköy; There were no incidents involving women, but the workers caused harm to the local community (Male, 1.5 -year tenure) • Ä°stanbul Pendik GüllübaÄŸ; Nothing happened and nothing will; however, migrants affect us a little (Male, 1.5 -year tenure) • Ä°stanbul Eyüpsultan Çiftalan; No, there won’t be any — there have been other projects before (Male, 15-year tenure) No specific risks related to women were highlighted in response to the question that could provide parallel insights to the previous one: "In your opinion, who is most likely to be affected or harmed by the Project activities?" Although issues such as harassment and abuse were not explicitly raised, some responses to the 61 TurkStat, Gender Statistics, 2022, Vital and Gender Statistics Group, Publication Number 4681, Release Date March 2023., https://www.tuik.gov.tr/media/announcements/toplumsal_cinsiyet_istatistikleri.pdf, Access Date: July 2025. 62 Final ESIA Report of the North Marmara Motorway Project, ENCON Environmental Consultancy Co., March 2018, https://www.kuzeymarmaraotoyolu.com/en/environmental-management Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 113 open-ended question "Could you please state the three most important problems in your settlement?" included references focused on women and girls. These are presented below as direct translations of the original statements. • Ä°stanbul Beykoz Cumhuriyet; We would like recreational spaces and social gathering spaces to be built for women (Male, 1.5 -year tenure) • Ä°stanbul Sarıyer Gümüşdere; There are no spaces where women can socialize or engage in productive activities (Male, 7 -year tenure) • Ä°stanbul Arnavutköy Tayakadın; There are no areas where women and young girls can socialize or be productive (Female, 7 -year tenure) • Ä°stanbul Çatalca NakkaÅŸ; There are limited spaces where women and youth can socialize (Male, 1.5 -year tenure) In the focus group meeting held with the local residents of Eyüpsultan AÄŸaçlı neighborhood, it was emphasized that women in the area sustain their livelihoods by selling milk, and that such small-scale income activities should be taken into consideration. The Mor Çatı Women’s Shelter Foundation highlighted the need to ensure gender balance among those to be employed during the construction and operation phases of the project. Thus, planning the project with attention to gender balance is important for supporting women’s social and economic participation. Accordingly, the importance of ensuring women's representation becomes even more pronounced during Project activities. In this context, stakeholder engagement efforts should place greater emphasis on promoting women's participation. In this regard, additional measures should be implemented to ensure that women, particularly those who are the sole heads of household, women who are landowners of private lands, and all other women, have equal opportunities in stakeholder participation processes. For detailed information, please refer to Project specific SEP. Overall, the assessment did not identify project impacts that are expected to disproportionately and adversely affect women or female-headed households compared to the wider project- affected population. The focus of this subsection on female-headed households reflects the availability of data and consultation findings indicating that this group represents a relevant vulnerability profile within the Project Area of Influence. Other vulnerable or disadvantaged groups, as defined under the World Bank ESF, were screened during the assessment; however, no project-specific risks uniquely or disproportionately affecting such groups were identified at this stage. Nevertheless, women—particularly female-headed households—may be more sensitive to temporary livelihood disruptions, access-related impacts, or changes in local employment dynamics during construction due to existing structural vulnerabilities related to labor force participation and income generation. These considerations were informed by consultation findings and have been taken into account in the impact assessment. Relevant mitigation and monitoring measures are reflected in the ESIA/ESMP, incorporated into the Project’s risk assessment and management tables, and addressed through stakeholder engagement measures outlined in the SEP. 4.3.3.3 Age distribution In the age group distribution of the population, the highest proportion in all units is in the 40–44 age range, whereas the highest proportion across Türkiye as a whole is in the 25–29 age range (63) (see Figure 4-33). The median age (64) in Türkiye is 34.4. This value is 34.5 for Ä°stanbul and 34.0 for Kocaeli. The median age for males is younger compared to the median age for females 63 TurkStat, ABPRS Results, 2024, https://biruni.tuik.gov.tr/medas/?kn=95&locale=en, Access date: July 2025. 64 Median age: The age of the person in the middle when all the persons in the population are sorted in ascending order. TurkStat Metadata of ABPRS. https://data.tuik.gov.tr/Kategori/GetKategori?p=nufus-ve-demografi-109&dil=1#data0. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 114 (65). Figure 4-33 Population pyramids, TurkStat, 2024 In addition to the five-year age group distribution of the population, there is also a breakdown into the working-age population (15–64 age group) and the economically dependent population, which includes children (0–14 age group) and the elderly (65 years and over). The measure typically defines the age group 15–64 as “productiveâ€? and adds together persons aged 0–14 and 65 or older as “non-productiveâ€? ages (66) (67) (see Table 4-28, and Figure 4-34). Table 4-28 Up to date Age Distribution Information, TurkStat, 2024 65 TurkStat, The Results of Address Based Population Registration System, 2024. Median age by province and sex, 2023, 2024. https://data.tuik.gov.tr/Bulten/Index?p=Adrese-Dayali-Nufus-Kayit-Sistemi-Sonuclari-2024-53783. Access date: July 2025. 66 ILO, Global Employment Trends for Youth 2017: Paths to a better working future International Labour Office – Geneva: ILO, 2017. https://www.ilo.org/sites/default/files/wcmsp5/groups/public/%40dgreports/%40dcomm/%40publ/documents/publication/wcms_5986 69.pdf. Access date: July 2025. 67 ILO Employment and social protection in the new demographic context International Labour Office, Geneva, 2010. https://www.ilo.org/sites/default/files/wcmsp5/groups/public/%40ed_emp/%40emp_policy/documents/publication/wcms_125308.pdf. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 115 0-14 Age 15-64 ages 65 and over % % % Total (Children) (Youth) ages (Elderly) Türkiye 17,926,565 20.93 58,626,081 68.44 9,112,298 10.64 85,664,944 Ä°stanbul 3,046,388 19.40 11,352,421 72.30 1,302,793 8.30 15,701,602 Kocaeli sub 865,036 20.18 2,972,730 69.34 449,610 10.49 4,287,376 region Kocaeli 457,507 21.48 1,488,921 69.90 183,578 8.62 2,130,006 Arnavutköy 92,865 26.93 235,786 68.37 16,217 4.70 344,868 Beykoz 39,969 16.28 177,692 72.40 27,779 11.32 245,440 Çatalca 6,935 16.88 28,577 69.56 5,570 13.56 41,082 Çekmeköy 66,167 21.57 222,371 72.50 18,201 5.93 306,739 Eyüpsultan 78,755 18.72 308,573 73.35 33,378 7.93 420,706 Pendik 155,080 20.70 542,743 72.43 51,533 6.88 749,356 Sancaktepe 121,169 24.13 358,763 71.46 22,145 4.41 502,077 Sarıyer 50,804 14.83 254,335 74.24 37,443 10.93 342,582 Sultanbeyli 96,438 26.12 256,752 69.54 16,003 4.33 369,193 Tuzla 62,971 20.89 220,220 73.07 18,209 6.04 301,400 Çayırova 38,783 24.62 111,204 70.60 7,516 4.77 157,503 Gebze 93,532 22.71 291,424 70.77 26,844 6.52 411,800 Figure 4-34 Age Group Distribution, TurkStat, 2024 The age-based dependency ratio can be defined as the total population in those outside the labor force (typically under 15 and over 65) divided by the total working-age population. The actual dependency ratio depends also on the labor force participation rate of the working age population and can be calculated as (total population – the labor force) / the labor force (68). Within the framework of this definition, the proportion of children in the total population across Türkiye is higher than the proportion of the elderly. According to 2024 data, for Türkiye, the child 68 Decent Work Country Diagnostics. Technical Guidelines to Draft the Diagnostic Report. Prepared by: Country Diagnosis Tool Team July, 2015. https://www.ilo.org/sites/default/files/wcmsp5/groups/public/%40ed_mas/%40program/documents/genericdocument/wcms_561044. pdf. Access date: April 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 116 dependency ratio is 30.6% (69), while the elderly dependency ratio is 15.5% (70) (71). Based on the information provided by 802 household heads who participated in the household survey, the total population of the settlements intersecting with AoI is 2,901. Approximately 74% of this population consists of young individuals of working age. The proportion of children is around 18%, while the elderly population accounts for approximately 8.5%. The age group distribution in these AoI-intersecting settlements is largely consistent with the national averages for Türkiye (see Table 4-29, Figure 4-34, and Figure 4-35). Table 4-29 Age Group Distribution, Household Survey, July 2025 (N:2,901) Children % Youth % Elderly % Total Arnavutköy Baklalı 1 7.14 9 64.29 4 28.57 14 Arnavutköy Bolluca 3 15.79 14 73.68 2 10.53 19 Arnavutköy Boyalık 0 0.00 5 71.43 2 28.57 7 Arnavutköy Dursunköy 2 16.67 10 83.33 0 0.00 12 Arnavutköy Ä°mrahor 15 29.41 30 58.82 6 11.76 51 Arnavutköy Tayakadın 6 21.43 20 71.43 2 7.14 28 Arnavutköy Yassıören 3 37.50 5 62.50 0 0.00 8 Beykoz Ali Bahadır 1 10.00 7 70.00 2 20.00 10 Beykoz Anadolu Feneri 0 0.00 5 50.00 5 50.00 10 Beykoz Bozhane 1 7.14 11 78.57 2 14.29 14 Beykoz Cumhuriyet 0 0.00 7 58.33 5 41.67 12 Beykoz Öğümce 4 33.33 7 58.33 1 8.33 12 Beykoz PaÅŸamandıra 1 6.67 11 73.33 3 20.00 15 Beykoz Poyrazköy 0 0.00 10 83.33 2 16.67 12 Çatalca FerhatpaÅŸa 2 4.76 33 78.57 7 16.67 42 Çatalca Ä°zzettin 0 0.00 7 87.50 1 12.50 8 Çatalca Kaleiçi 2 12.50 14 87.50 0 0.00 16 Çatalca NakkaÅŸ 2 13.33 11 73.33 2 13.33 15 Çekmeköy Hüseyinli 2 13.33 13 86.67 0 0.00 15 Çekmeköy NiÅŸantepe 11 14.86 60 81.08 3 4.05 74 Çekmeköy Ömerli 1 7.14 13 92.86 0 0.00 14 Çekmeköy ReÅŸadiye 10 41.67 14 58.33 0 0.00 24 Eyüpsultan AÄŸaçlı 0 0.00 6 46.15 7 53.85 13 Eyüpsultan Çiftalan 0 0.00 4 50.00 4 50.00 8 Eyüpsultan Işıklar 0 0.00 10 83.33 2 16.67 12 Eyüpsultan Ä°hsaniye 3 42.86 4 57.14 0 0.00 7 Eyüpsultan Odayeri 0 0.00 2 66.67 1 33.33 3 Pendik Emirli 2 16.67 10 83.33 0 0.00 12 Pendik GüllübaÄŸ 20 18.35 82 75.23 7 6.42 109 Pendik Harmandere 13 19.40 49 73.13 5 7.46 67 Pendik Kavakpınar 77 20.37 274 72.49 27 7.14 378 Pendik Kurna 1 5.56 16 88.89 1 5.56 18 Pendik KurtdoÄŸmuÅŸ 2 11.11 13 72.22 3 16.67 18 Pendik Kurtköy 35 17.59 157 78.89 7 3.52 199 Pendik RamazanoÄŸlu 8 34.78 14 60.87 1 4.35 23 Pendik Sanayi 2 13.33 11 73.33 2 13.33 15 Pendik Åžeyhli 13 12.38 79 75.24 13 12.38 105 Pendik YeniÅŸehir 44 16.30 202 74.81 24 8.89 270 69 Child dependency ratio: The number of persons at “0-14â€? age group per 100 persons at “15-64â€? age group. TurkStat Metadata of ABPRS. https://data.tuik.gov.tr/Kategori/GetKategori?p=nufus-ve-demografi-109&dil=1#data0. Access date: July 2025. 70 Elderly dependency ratio: The number of persons at “65 and overâ€? age group per 100 persons at “15 -64â€? age group. TurkStat Metadata of ABPRS. https://data.tuik.gov.tr/Kategori/GetKategori?p=nufus-ve-demografi-109&dil=1#data0. Access date: July 2025. 71 TurkStat, The Results of Address Based Population Registration System, 2024, Population and age dependency ratio by age group, 2007-2024. https://data.tuik.gov.tr/Bulten/Index?p=Adrese-Dayali-Nufus-Kayit-Sistemi-Sonuclari-2024-53783. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 117 Children % Youth % Elderly % Total Sancaktepe PaÅŸaköy 0 0.00 7 70.00 3 30.00 10 Sarıyer Demirciköy 2 20.00 5 50.00 3 30.00 10 Sarıyer Garipçe 1 12.50 6 75.00 1 12.50 8 Sarıyer Gümüşdere 2 10.00 16 80.00 2 10.00 20 Sarıyer Kısırkaya 1 11.11 4 44.44 4 44.44 9 Sarıyer Rumeli Feneri 4 30.77 8 61.54 1 7.69 13 Sarıyer Uskumruköy 11 20.00 43 78.18 1 1.82 55 Sultanbeyli AkÅŸemsettin 26 20.80 91 72.80 8 6.40 125 Sultanbeyli Mecidiye 30 23.26 89 68.99 10 7.75 129 Tuzla Aydınlı 65 16.97 295 77.02 23 6.01 383 Tuzla Aydıntepe 31 20.26 114 74.51 8 5.23 153 Tuzla Ä°stasyon 17 14.91 87 76.32 10 8.77 114 Çayırova Åžekerpınar 0 0.00 14 93.33 1 6.67 15 Çayırova Yeni Mahalle 21 17.36 88 72.73 12 9.92 121 Gebze Cumhuriyet 10 21.28 33 70.21 4 8.51 47 Total 508 17.51 2,149 74.08 244 8.41 2,901 Figure 4-35 Age Group Distribution, Household Survey, July 2025 (N:2,901) In some participating households, there were no individuals within certain age groups. For instance, in 11 settlements, there were no individuals in the child age group, while in 8 settlements, no elderly individuals were recorded. Excluding these two cases, the lowest proportion of children was observed in Çatalca FerhatpaÅŸa, whereas the highest was in Eyüpsultan Ä°hsaniye. For the elderly age group, the lowest proportion was recorded in Sarıyer Uskumruköy, while highest proportion was again in Eyüpsultan AÄŸaçlı. In summary, elderly dependency ratios are highest in Eyüpsultan AÄŸaçlı, while child dependency ratios are highest in Çatalca FerhatpaÅŸa (see Table 4-29 and Figure 4-35). 4.3.3.3.1 Vulnerable Groups / Elderlies (including living-alone individuals) The elderly dependency ratio has been increasing globally since 1990 with the aging of the population. While on average there were 16 elderly people for every 100 people of working age in the world in 2019, it is estimated that this number will reach 28 in 2050. Although the world population continues to increase, the population growth rate is slowing down due to decreasing fertility, life expectancy at birth is increasing globally, and the share of the elderly population is increasing (72). 72 Presidency of the Republic of Türkiye. Presidency of Strategy and Budget. Twelfth Development Plan (2024-2028). https://www.sbb.gov.tr/wp-content/uploads/2025/03/Twelfth-Development-Plan_2024-2028.pdf. Access date: July 2025 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 118 In accordance with WBG, World Development Indicators (WDI) database73, age dependency ratio is the ratio of dependents-people younger than 15 or older than 64-to the working-age population- those ages 15-64. Data are shown as the proportion of dependents per 100 working-age population. According to this definition, the 2024 data for Türkiye are as follows (see Table 4-30). Table 4-30 Age dependency ratio (% of working-age population), WDI, 2024 % Age dependency ratio 46.48 Age dependency ratio, old 15.06 Age dependency ratio, young 31.42 The elderly population accounts for approximately 8.5% of 2,901 total population covered by 802 households. The age group distribution in these AoI-intersecting settlements is largely consistent with the national averages for Türkiye. There are 174 households that reported having elderly individuals in their households. Their distribution by settlement is provided in Table 4-31. According to the data provided, approximately 22% of households include elderly individuals, whereas these individuals represent around 8.4% of the total population. Three of the top five settlements with the highest number of households that include elderly individuals are located in Pendik, while the remaining two are in Tuzla and Çayırova. With regard to potential barriers to participation for elderly individuals, special attention should be paid to these settlements, especially Pendik Kavakpınar, Pendik YeniÅŸehir and Tuzla Aydınlı. Table 4-31 Elderlies, Household Survey, July 2025 (N:174/244) % in total Number of % in total Settlements Yes % household elderly % population (802) individuals (2,901) Pendik Kavakpınar 19 10.92 2.37 27 11.07 0.93 Pendik YeniÅŸehir 16 9.20 2.00 24 9.84 0.83 Tuzla Aydınlı 16 9.20 2.00 23 9.43 0.79 Pendik Åžeyhli 9 5.17 1.12 13 5.33 0.45 Çayırova Yeni Mahalle 8 4.60 1.00 12 4.92 0.41 Tuzla Ä°stasyon 8 4.60 1.00 10 4.10 0.34 Pendik Kurtköy 6 3.45 0.75 7 2.87 0.24 Sultanbeyli AkÅŸemsettin 6 3.45 0.75 8 3.28 0.28 Sultanbeyli Mecidiye 6 3.45 0.75 10 4.10 0.34 Tuzla Aydıntepe 6 3.45 0.75 8 3.28 0.28 Çatalca FerhatpaÅŸa 5 2.87 0.62 7 2.87 0.24 Pendik GüllübaÄŸ 5 2.87 0.62 7 2.87 0.24 Arnavutköy Ä°mrahor 4 2.30 0.50 6 2.46 0.21 Beykoz Anadolu Feneri 4 2.30 0.50 5 2.05 0.17 Eyüpsultan AÄŸaçlı 4 2.30 0.50 7 2.87 0.24 Arnavutköy Baklalı 3 1.72 0.37 4 1.64 0.14 Beykoz Cumhuriyet 3 1.72 0.37 5 2.05 0.17 Çekmeköy NiÅŸantepe 3 1.72 0.37 3 1.23 0.10 Gebze Cumhuriyet 3 1.72 0.37 4 1.64 0.14 Pendik Harmandere 3 1.72 0.37 5 2.05 0.17 Arnavutköy Tayakadın 2 1.15 0.25 2 0.82 0.07 Beykoz Bozhane 2 1.15 0.25 2 0.82 0.07 Beykoz PaÅŸamandıra 2 1.15 0.25 3 1.23 0.10 Beykoz Poyrazköy 2 1.15 0.25 2 0.82 0.07 Çatalca NakkaÅŸ 2 1.15 0.25 2 0.82 0.07 73 WBG: World Development Indicators. Last Updated: 07/01/2025. https://databank.worldbank.org/source/world-development- indicators/Type/TABLE/preview/on#. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 119 % in total Number of % in total Settlements Yes % household elderly % population (802) individuals (2,901) Eyüpsultan Çiftalan 2 1.15 0.25 4 1.64 0.14 Eyüpsultan Işıklar 2 1.15 0.25 2 0.82 0.07 Pendik KurtdoÄŸmuÅŸ 2 1.15 0.25 3 1.23 0.10 Pendik Sanayi 2 1.15 0.25 2 0.82 0.07 Sancaktepe PaÅŸaköy 2 1.15 0.25 3 1.23 0.10 Sarıyer Demirciköy 2 1.15 0.25 3 1.23 0.10 Sarıyer Kısırkaya 2 1.15 0.25 4 1.64 0.14 Arnavutköy Bolluca 1 0.57 0.12 2 0.82 0.07 Arnavutköy Boyalık 1 0.57 0.12 2 0.82 0.07 Beykoz Ali Bahadır 1 0.57 0.12 2 0.82 0.07 Beykoz Öğümce 1 0.57 0.12 1 0.41 0.03 Çatalca Ä°zzettin 1 0.57 0.12 1 0.41 0.03 Çayırova Åžekerpınar 1 0.57 0.12 1 0.41 0.03 Eyüpsultan Odayeri 1 0.57 0.12 1 0.41 0.03 Pendik Kurna 1 0.57 0.12 1 0.41 0.03 Pendik RamazanoÄŸlu 1 0.57 0.12 1 0.41 0.03 Sarıyer Garipçe 1 0.57 0.12 1 0.41 0.03 Sarıyer Gümüşdere 1 0.57 0.12 2 0.82 0.07 Sarıyer Rumeli Feneri 1 0.57 0.12 1 0.41 0.03 Sarıyer Uskumruköy 1 0.57 0.12 1 0.41 0.03 Total 174 100.00 21.70 244 100.00 8.41 It was identified that 15 out of the 802 household heads were elderly individuals living alone. Seven of these individuals are elderly women who also serve as the heads of their households. Apart from being elderly individuals living alone, some of these persons also face other disadvantages, such as chronic illnesses (see Table 4-32). Table 4-32 Elderly individuals living alone, Household Survey, July 2025 (N:15) Chronic Female Settlement Gender Age Livelihood source Disability Illiteracy illness household-head Eyüpsultan Işıklar Female 82 Retirement No Yes No Yes Pendik Kurtköy Female 73 Retirement No Yes No Yes Çatalca FerhatpaÅŸa Female 72 Retirement No No No Yes Sarıyer Uskumruköy Female 72 Retirement No Yes No Yes Pendik Kavakpınar Female 71 Retirement No Yes No Yes Pendik Kavakpınar Female 67 Retirement No Yes No Yes Pendik YeniÅŸehir Female 66 Retirement No Yes No Yes Tuzla Aydınlı Male 80 Retirement No No No No Tuzla Aydıntepe Male 76 Retirement No Yes No No Pendik YeniÅŸehir Male 75 Retirement No Yes No No Pendik GüllübaÄŸ Male 74 Rental income No Yes No No Pendik Kavakpınar Male 72 Retirement No Yes No No Beykoz Poyrazköy Male 70 Retirement No No No No Tuzla Aydınlı Male 70 Retirement No Yes No No Sultanbeyli AkÅŸemsettin Male 67 Retirement No Yes No No During the mukhtar interviews, representatives of 48 settlements who agreed to participate were asked, “How many elderly individuals living alone / female heads of households are there in the settlement?â€? Five of them responded negatively to this question. Two mukhtars were unable to provide an estimate, while six mukhtars expressed the numbers in ranges (e.g 3-5, 4-5 etc) rather than providing an exact figure. According to these data, the total number in the region exceeds 10,000 (see Table 4-33). Table 4-33 Elderly individuals living alone, Mukhtar Survey, July 2025 (N:48) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 120 Settlement Number Pendik YeniÅŸehir 10,000 Sultanbeyli Mecidiye 200 Beykoz Bozhane 75 Çekmeköy Ömerli 60 Pendik Kurtköy 60 Eyüpsultan Işıklar 30 Sancaktepe PaÅŸaköy 30 Tuzla Aydıntepe 25 Arnavutköy Tayakadın 20 Beykoz Cumhuriyet 20 Çatalca NakkaÅŸ 20 Pendik Sanayi 20 Arnavutköy Boyalık 15 Beykoz Ali Bahadır 15 Eyüpsultan AÄŸaçlı 15 Pendik Kavakpınar 14 Çatalca Kaleiçi 12 Beykoz Anadolu Feneri 10 Beykoz Öğümce 10 Beykoz Poyrazköy 10 Çekmeköy Hüseyinli 10 Sarıyer Kısırkaya 10 Tuzla Ä°stasyon 10 Çayırova Yeni Mahalle 10 Beykoz PaÅŸamandıra 8 Pendik Kurna 7 Pendik KurtdoÄŸmuÅŸ 7 Sarıyer Garipçe 7 Arnavutköy Dursunköy 6 Gebze Cumhuriyet 6 Çatalca Ä°zzettin 5 Çekmeköy NiÅŸantepe 5 Sultanbeyli AkÅŸemsettin 3 Arnavutköy Yassıören 2 Çekmeköy ReÅŸadiye 1 Pendik Åžeyhli 7-8 (7.5) Eyüpsultan Odayeri 6-7 (6.5) Pendik GüllübaÄŸlar 4-5 (4.5) Sarıyer Demirciköy 4-5 (4.5) Arnavutköy Ä°mrahor 3-5 (4.0) Eyüpsultan Çiftalan 3-4 (3.5) Pendik Emirli Not available Pendik Harmandere Not available Sarıyer Gümüşdere Not available Çayırova Åžekerpınar Not available Eyüpsultan Ä°hsaniye Not available Çatalca FerhatpaÅŸa No idea Tuzla Aydınlı No idea Approximately total ≈10,758 4.3.3.4 Population movements 4.3.3.4.1 Population changes The global population, which reached 8 billion by the end of 2022, is expected to increase to approximately 8.5 billion in 2030, 9.7 billion in 2050 and 10.4 billion in 2100, according to the Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 121 latest estimates made by the United Nations (UN) (74). As part of the study (Ä°stanbul Housing Demand Study Report) (75), conducted to identify the 10- year needs and expectations of the Ä°stanbul housing market, it is projected that the total population of Ä°stanbul will exceed 16.2 million and the number of households will reach 5.95 million by 2034. According to the study of the Ä°stanbul Planning Agency Population Projections study, Ä°stanbul is expected to receive a net migration of 109,270 people between 2025 and 2034. Between 2015 and 2024, the city’s population density increased by an average of 0.44% annually. However, the coronavirus disease 2019 (COVID-19) pandemic that began in 2020, along with declining birth rates and shifts in migration patterns, has caused population growth in the city to follow a more stagnant trend. According to the TurkStat Population Projections study for the period 2023–2100, Ä°stanbul is expected to have a population of 16,129 million in 2030, followed by Ankara with 6.062 million, Izmir with 4,618 million, Bursa with 3,429 million, and Antalya with 2,966 million (76). In the 2023-2024 period, the annual population growth rate (77) in Türkiye is 3.4%, in Ä°stanbul it is 2.9%, and in Kocaeli it is 12.8%. In the previous period, that is, in 2022-2023, these rates were 1.1% for Türkiye, -16.0% for Ä°stanbul, and 11.4‰ for Kocaeli (78). Detailed information on population changes over the past 25 years (2000–2024) is available in Table 4-34, and Figure 4-36. 74 Presidency of the Republic of Türkiye. Presidency of Strategy and Budget. Twelfth Development Plan (2024-2028). https://www.sbb.gov.tr/wp-content/uploads/2025/03/Twelfth-Development-Plan_2024-2028.pdf. Access date: July 2025. 75 Association of Housing Developers and Investors (Konutder) Istanbul Housing Demand Study Report, with the support of PwC Türkiye, 17012024. https://konutder.org.tr/files/PwC_Konutder_I%CC%87stanbul%20Konut%20I%CC%87htiyac%C4%B1%20C%CC%A7al%C4%B1s %CC%A7mas%C4%B1%20Rapor_17012024.pdf. / https://konutder.org.tr/files/konutderpwcistanbul-konut-ihtiyaci- calismasi2202504vf3-1744989716961.pdf. Access date: July 2025. 76 Istanbul Planning Agency Population Projections. https://ipa.istanbul/yayinlarimiz/50/nufus-projeksiyonlari. Access date: July 2025. 77 Annual growth rate of population: In the period between two census dates, population increase per 1000 population per year. It was calculated by natural growth correlation. TurkStat Metadata of ABPRS. https://data.tuik.gov.tr/Kategori/GetKategori?p=nufus-ve-demografi-109&dil=1#data0. Access date: July 2025. 78 TurkStat, The Results of Address Based Population Registration System, 2024. Annual growth rate of population and population density of provinces by years, 2007-2024. https://data.tuik.gov.tr/Bulten/Index?p=Adrese-Dayali-Nufus-Kayit-Sistemi-Sonuclari- 2024-53783. Access date: July 2025. ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Protected Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 122 Table 4-34 Population changes figures for the last 25 years Türkiye ‰ Ä°stanbul ‰ Kocaeli sub region ‰ Kocaeli ‰ Years Annual population Annual Annual Annual population Total population Total population population Total population population Total population growth rate(79) growth rate growth rate growth rate 2024-2023 85,664,944 3.42 15,701,602 2.91 4,287,376 11.00 2,130,006 12.80 2023-2022 85,372,377 1.09 15,655,924 -15.97 4,240,456 14.02 2,102,907 11.40 2022-2021 85,279,553 7.05 15,907,951 4.22 4,181,440 18.13 2,079,072 22.19 2021-2020 84,680,273 12.67 15,840,900 24.18 4,106,308 19.64 2,033,441 17.95 2020-2019 83,614,362 5.51 15,462,452 -3.67 4,026,438 16.15 1,997,258 22.39 2019-2018 83,154,997 13.94 15,519,267 29.53 3,961,953 21.17 1,953,035 24.17 2018-2017 82,003,882 14.66 15,067,724 2.56 3,878,979 19.13 1,906,391 12.20 2017-2016 80,810,525 12.40 15,029,231 15.09 3,805,481 22.81 1,883,270 28.27 2016-2015 79,814,871 13.55 14,804,116 9.96 3,719,652 27.78 1,830,772 28.09 2015-2014 78,741,053 13.36 14,657,434 19.32 3,617,728 26.72 1,780,055 32.70 2014-2013 77,695,904 13.32 14,377,018 15.18 3,522,353 21.13 1,722,795 27.42 2013-2012 76,667,864 13.66 14,160,467 21.83 3,448,702 21.21 1,676,202 25.08 2012-2011 75,627,384 12.01 13,854,740 16.78 3,376,330 18.19 1,634,691 20.38 2011-2010 74,724,269 13.49 13,624,240 27.42 3,315,463 21.13 1,601,720 26.30 2010-2009 73,722,988 15.88 13,255,685 26.02 3,246,147 16.44 1,560,138 24.48 2009-2008 72,561,312 14.50 12,915,158 17.02 3,193,210 17.90 1,522,408 21.28 2008-2007 71,517,100 13.10 12,697,164 9.76 3,136,555 28.43 1,490,358 35.81 2007-2006 70,586,256 12.21 12,573,836 17.84 3,048,651 20.20 1,437,926 26.01 2006-2005 69,729,967 12.55 12,351,506 18.21 2,987,678 20.61 1,401,013 26.54 2005-2004 68,860,539 12.43 12,128,577 18.12 2,926,735 20.55 1,364,317 26.62 2004-2003 68,010,215 12.17 11,910,733 17.92 2,867,197 20.39 1,328,481 26.61 2003-2002 67,187,251 11.76 11,699,172 17.52 2,809,324 20.02 1,293,594 26.37 2002-2001 66,401,851 12.10 11,495,948 17.90 2,753,639 20.43 1,259,932 26.93 2001-2000 65,603,160 13.41 11,292,009 19.24 2,697,947 21.81 1,226,460 28.45 2000 64,729,501 - 11,076,840 - 2,639,749 - 1,192,053 - 79 Annual population growth rate calculated by using the following Formula in Microsoft Excel.=(LN(The next census/previous census)/( The time period between the censuses))*1000. TurkStat Metadata of ABPRS. https://data.tuik.gov.tr/Kategori/GetKategori?p=nufus-ve-demografi-109&dil=1#data0. Access date: Access date: July 2025. ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Protected Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 123 Figure 4-36 Population changes figures for the last 25 years Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 124 In the mukhtar survey, which 48 out of 53 settlement representatives agreed to participate in, participants were asked the question: “How has the population in your settlement changed over the past five years?â€? 26 mukhtars (54%) stated that the population had increased in response to this question, while the remaining responses are presented in Figure 4-37. There is no significant difference in population change at the district level. However, in all settlements within Çekmeköy and Sultanbeyli, only population growth has been observed. In the settlements within Eyüpsultan, the population has largely remained stable, with no increase recorded. The population of Arnavutköy is mostly on an upward trend, with no data indicating a decline. Figure 4-37 Population change, Mukhtar Survey, July 2025 (N:48) As for the reasons behind these changes, the following responses were given in Table 4-35. When examining the responses grouped under the relevant change, the reasons causing population decrease and those leading to population stability (no change) appear to be partially parallel. In this context, it has been observed that zoning and construction bans applied in settlements significantly affect population decline. Similarly, the opening of areas for zoning has led to the construction of new housing and the movement of population into these areas. Based on this, it can be said that zoning planning in the settlements within the AoI over the past five years has been one of the important factors affecting population mobility. While different reasons for population increase are observed at the neighborhood level, large-scale transportation projects (such as the Northern Marmara and Åžile Motorways), earthquake Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 125 concerns, the impact of the pandemic, and foreign population movements are other significant factors influencing population dynamics. Table 4-35 Reasons related to population changes within last 5 years, Mukhtar Survey, July 2025 (N:48) INCREASED Reasons provided by mukhtars Arnavutköy Boyalık Gaining neighbourhood status Arnavutköy Tayakadın Construction of hotels and new settlements following the opening of the airport Arnavutköy Yassıören Establishment of Darülaceze80 (public care home), with patients registered here Beykoz Cumhuriyet Due to workers Beykoz Öğümce Migration to rural areas after marriage and the pandemic Çatalca FerhatpaÅŸa Population increase after the opening of the airport Çatalca Ä°zzettin Increase due to earthquake concerns Çatalca Kaleiçi Migration caused by earthquakes; increase in the number of people building single-storey houses Çekmeköy Hüseyinli Increase due to marriage Çekmeköy NiÅŸantepe Increase caused by the Åžile Motorway Çekmeköy Ömerli Construction of housing estates and villas in rural areas due to the pandemic Çekmeköy ReÅŸadiye Population increase due to villas Pendik GüllübaÄŸ Earthquake-related reasons Pendik Harmandere Shift in population towards the area as it developed Pendik Kavakpınar Settlement starting in newly zoned areas Pendik Kurtköy Increase due to urban transformation Pendik Åžeyhli Being a rocky area considered safe; increase due to earthquake concerns Pendik YeniÅŸehir Construction of new housing estates Sarıyer Gümüşdere Rural area with natural beauty and easy access to the city Sultanbeyli AkÅŸemsettin Influx of foreign migration Sultanbeyli Mecidiye Affordable rents and strong kinship ties Tuzla Aydınlı Urban transformation Tuzla Aydıntepe Increase due to land speculation Tuzla Ä°stasyon Urban transformation Çayırova Yeni Mahalle Migration from other areas due to being more economically affordable Gebze Cumhuriyet Migration due to employment opportunities DECREASED Reasons provided by mukhtars Beykoz Ali Bahadır Lack of zoning Beykoz Anadolu Feneri Absence of construction and zoning permits Beykoz Bozhane No zoning permits Beykoz Poyrazköy Closed to zoning / Young population leaving Çatalca NakkaÅŸ Zoning issues Eyüpsultan Çiftalan Seasonal movements / Summer–winter use Pendik KurtdoÄŸmuÅŸ No zoning / Younger generation leaving Pendik Sanayi Lack of zoning Sancaktepe PaÅŸaköy Population decrease after the Northern Marmara Motorway due to expropriation Sarıyer Garipçe No zoning permits due to being a 1st-degree protected area Çayırova Åžekerpınar Zoning problems / No construction NO CHANGE Reasons provided by mukhtars Arnavutköy Dursunköy Either 10 people have been added or not Arnavutköy Ä°mrahor No migration Beykoz PaÅŸamandıra No zoning Eyüpsultan AÄŸaçlı No reason Eyüpsultan Işıklar No zoning / no construction / no population change Eyüpsultan Ä°hsaniye Stable Eyüpsultan Odayeri No migration Pendik Emirli Number of households did not increase Pendik Kurna Zoning ban 80 Darülaceze Directorate. https://www.darulaceze.gov.tr/kurumsal. Access date: August 2025 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 126 INCREASED Reasons provided by mukhtars Sarıyer Demirciköy No change Sarıyer Kısırkaya Zoning ban Çayırova Municipality stated that due to the high population density in the region, new construction should not be permitted. In the focus group discussion with the local community in AÄŸaçlı Neighborhood of Eyüpsultan, it was mentioned that the young population migrates to Istanbul for work, while the village has generally become a retirement community with an aging population. 4.3.3.4.2 Migration characteristics In 2022, the top three regions from which Ä°stanbul received the highest number of migrants were East Marmara (13.6%), Western Black Sea (12%), and Southeastern Anatolia (11.9%). While the proportion of female migrants to Ä°stanbul was higher than that of males from Central Anatolia, Northeastern Anatolia, Western Anatolia, Eastern Black Sea, and Western Marmara, the proportion of male migrants was higher from East Marmara, Southeastern Anatolia, Western Black Sea, the Mediterranean, Central Eastern Anatolia, and the Aegean regions (81). In the study focusing on population change in Ä°stanbul between 2013 and 2040 (82), it was shown that urban expansion would have a significant impact on forested areas. The data indicated a rapid settlement pressure and risk of ecosystem loss in the northern forest regions. This situation has further intensified, particularly after the construction of the Third Bosphorus Bridge and the TEM highway connection projects. Another study identifying a 2.5-fold population increase in Ä°stanbul between 1990 and 2018 states that the city’s urban centers have shifted. In this context, it is noted that urban sprawl accelerated as the population migrating from rural areas turned to informal housing to meet their shelter needs, and these buildings were later granted zoning permits. According to the study, “Population growth and urban sprawl, which developed in parallel with the increase in industrial facilities, led to the construction of new roads and bridges. Thus, the settlement area spread along the coasts of Tekirdag in the west, Izmit in the east, the Black Sea in the north, and the Sea of Marmara in the south. This has been identified as the main cause of habitat degradation in natural areas, especially in agricultural and forested areasâ€?. A separate article (83) focusing on population changes in Ä°stanbul districts during the 2012–2017 period, Sancaktepe and Arnavutköy, both located within the AoI, were among the districts where the population increased by more than 25%. It was stated that this growth was influenced by transportation and housing projects. When evaluating populations based on their place of registration (place of origin), it was observed that in Sultanbeyli, which is also within the AoI, there is almost no population registered directly in Ä°stanbul. Similarly, Arnavutköy and Sancaktepe are among the districts with the lowest share of Ä°stanbul-registered residents. Regarding the origins of the populations residing in these districts, Tuzla and Beykoz stand out with a high proportion of residents from the Black Sea region, while Kartal and its surroundings are predominantly inhabited by people of Sivas and Eastern–Southeastern Anatolia origin. Although Kartal is located outside the AoI, it shares similar demographic characteristics with the AoI-intersecting districts Pendik and Tuzla. On the other hand, Çatalca is one of the few districts where more than 50% of the population is registered in Ä°stanbul. While the population is decreasing in central districts and those adjacent to the center of Ä°stanbul, 81 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: July 2025. 82 Akin, Anil & Sunar, Filiz & Berberoglu, Suha. (2015). Urban change analysis and future growth of Istanbul. Environmental monitoring and assessment. 187.4721.10.1007/s10661-015-4721-1.https://link.springer.com/article/10.1007/s10661-015-4721-1 83 Sunata, U., & Ergül, D. (2019). Ä°stanbul Ä°lçelerinin Nüfus DeÄŸiÅŸimi ve Kütük Bilgilerinin Analizi. Göç Dergisi, 6(1), 37-72. https://doi.org/10.33182/gd.v6i1.635. https://dergi.tplondon.com/goc/article/view/635.https://dergi.tplondon.com/goc/article/view/635/606. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 127 the population of peripheral districts is increasing. Over the past decade, the population has grown by more than 50% in Beylikdüzü, Sancaktepe, Esenyurt, Arnavutköy, BaÅŸakÅŸehir, and Åžile. Fatih has experienced the highest population decline at 16.4%, while central districts such as BeÅŸiktaÅŸ, BeyoÄŸlu, and Kadıköy have also seen a decrease of around 10%. Urbanization and population levels in many districts of Ä°stanbul have reached a saturation point. In 2013, population growth was recorded in only 8 districts. As long as the current trend continues, population growth in Ä°stanbul is expected to occur predominantly in districts such as Åžile, Silivri, Çatalca, and Arnavutköy (84). Taking these findings into account, please analyze Ä°stanbul’s population change over the last ten years in light of Table 4-36. 84 Istanbul 39: Socioeconomic Profile of the Districts. ILKE PUBLICATIONS: 249.RESEARCH REPORTS: 20. https://ilke.org.tr/files/netstk/50/web/115/4873/dosyalar/istanbul39.pdf ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Protected Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 128 Table 4-36 Population changes figures of last 10 years (‰) # Province District Settlement 2024 2024-2023 2023 2023-2022 2022 2022-2021 2021 2021-2020 2020 2020-2019 2019 2019-2018 2018 2018-2017 2017 2017-2016 2016 2016-2015 2015 2024-2015 1 Ä°stanbul Arnavutköy Baklalı 866 -31 893 43 855 37 824 -38 856 -29 881 33 852 32 825 12 815 -7 821 5 2 Ä°stanbul Arnavutköy Bolluca 8,446 16 8,308 4 8,274 33 8,005 53 7,588 36 7,322 47 6,986 0 6,984 23 6,827 16 6,719 23 3 Ä°stanbul Arnavutköy Boyalık 758 -8 764 55 723 -12 732 28 712 21 697 -17 709 51 674 -48 707 58 667 13 4 Ä°stanbul Arnavutköy Dursunköy 433 -9 437 -20 446 51 424 5 422 -21 431 -32 445 -42 464 17 456 -32 471 -8 5 Ä°stanbul Arnavutköy Ä°mrahor 12,088 9 11,976 23 11,706 38 11,275 31 10,930 43 10,465 23 10,231 18 10,052 38 9,678 22 9,463 24 6 Ä°stanbul Arnavutköy Tayakadın 3,716 51 3,533 180 2,951 29 2,867 -8 2,889 -158 3,385 -495 5,555 58 5,242 432 3,402 80 3,140 17 7 Ä°stanbul Arnavutköy Yassıören 675 -7 680 13 671 58 633 50 602 89 551 -14 559 -4 561 34 542 136 473 36 8 Ä°stanbul Beykoz Ali Bahadır 781 -1 782 5 778 23 760 25 741 -20 756 0 756 -11 764 17 751 -17 764 2 9 Ä°stanbul Beykoz Anadolu Feneri 687 -1 688 -10 695 -4 698 -58 740 26 721 -53 760 13 750 55 710 -80 769 -11 10 Ä°stanbul Beykoz Bozhane 464 -6 467 -9 471 21 461 -17 469 35 453 -43 473 -4 475 6 472 4 470 -1 11 Ä°stanbul Beykoz Cumhuriyet 1,966 -15 1,996 -12 2,021 12 1,996 -4 2,004 -11 2,026 -5 2,037 35 1,966 9 1,949 12 1,925 2 12 Ä°stanbul Beykoz Öğümce 493 25 481 6 478 17 470 4 468 30 454 0 454 -49 477 -4 479 15 472 4 13 Ä°stanbul Beykoz PaÅŸamandıra 1,374 15 1,353 63 1,271 28 1,236 12 1,221 5 1,215 46 1,160 95 1,055 22 1,032 -13 1,045 27 14 Ä°stanbul Beykoz Poyrazköy 881 -10 890 1 889 16 875 -11 885 -22 905 -10 914 -10 923 15 909 -16 924 -5 15 Ä°stanbul Çatalca FerhatpaÅŸa 28,400 10 28,128 15 27,713 19 27,199 39 26,147 41 25,096 37 24,183 114 21,572 37 20,796 51 19,764 36 16 Ä°stanbul Çatalca Ä°zzettin 1,304 -22 1,333 105 1,200 30 1,165 38 1,121 31 1,087 59 1,025 8 1,017 9 1,008 -111 1,126 15 17 Ä°stanbul Çatalca Kaleiçi 7,617 16 7,495 -16 7,616 2 7,603 -7 7,660 -16 7,780 -4 7,814 41 7,503 -59 7,956 158 6,793 11 18 Ä°stanbul Çatalca NakkaÅŸ 803 -34 831 68 776 -29 799 -9 806 -47 845 -15 858 48 818 -18 833 16 820 -2 19 Ä°stanbul Çatalca Hüseyinli 849 -49 892 9 884 36 853 -20 870 26 848 75 787 21 771 -22 788 -3 790 7 20 Ä°stanbul Çekmeköy NiÅŸantepe 12,546 6 12,476 42 11,958 33 11,573 313 8,459 -222 10,561 20 10,351 11 10,236 49 9,749 49 9,283 30 21 Ä°stanbul Çekmeköy Ömerli 5,702 16 5,614 55 5,313 83 4,892 91 4,468 39 4,298 15 4,235 39 4,073 17 4,003 -5 4,024 35 22 Ä°stanbul Çekmeköy ReÅŸadiye 2,887 37 2,783 104 2,508 33 2,426 69 2,265 35 2,187 -21 2,233 46 2,132 -11 2,155 13 2,127 31 23 Ä°stanbul Eyüpsultan AÄŸaçlı 731 52 694 -104 770 116 686 -96 755 -20 770 129 677 9 671 69 626 -240 796 -9 24 Ä°stanbul Eyüpsultan Çiftalan 187 11 185 -5 186 61 175 -66 187 -26 192 65 180 189 149 -13 151 -7 152 21 25 Ä°stanbul Eyüpsultan Işıklar 549 -45 574 48 547 41 525 4 523 -10 528 -35 547 -39 569 -7 573 41 550 0 26 Ä°stanbul Eyüpsultan Ä°hsaniye 185 -5 186 157 159 -73 171 12 169 -52 178 -60 189 167 160 13 158 0 158 16 27 Ä°stanbul Eyüpsultan Odayeri 229 58 216 28 210 -65 224 -65 239 -12 242 196 199 20 195 -130 222 -31 229 0 28 Ä°stanbul Pendik Emirli 252 28 245 25 239 83 220 14 217 -88 237 -33 245 -44 256 -75 276 11 273 -8 29 Ä°stanbul Pendik GüllübaÄŸlar 19,001 20 18,633 18 18,308 39 17,607 75 16,335 63 15,339 60 14,450 42 13,852 23 13,535 34 13,087 37 30 Ä°stanbul Pendik Harmandere 9,947 38 9,579 35 9,249 37 8,913 47 8,507 37 8,202 40 7,882 -5 7,925 10 7,844 39 7,546 28 31 Ä°stanbul Pendik Kavakpınar 65,879 7 65,394 -9 66,008 16 64,932 26 63,274 31 61,365 34 59,336 -15 60,252 12 59,548 9 59,033 11 32 Ä°stanbul Pendik Kurna 1,154 3 1,151 -14 1,167 18 1,146 -40 1,193 29 1,159 -3 1,163 -67 1,244 24 1,215 -15 1,233 -7 33 Ä°stanbul Pendik KurtdoÄŸmuÅŸ 614 -98 677 454 430 -50 452 -52 476 -79 515 -10 520 165 441 2 440 -25 451 31 34 Ä°stanbul Pendik Kurtköy 38,756 23 37,886 2 37,801 17 37,149 38 35,779 51 34,001 71 31,665 29 30,775 23 30,073 56 28,427 31 35 Ä°stanbul Pendik RamazanoÄŸlu 2,427 -18 2,470 -47 2,589 -40 2,696 23 2,634 -32 2,720 -15 2,760 -60 2,930 -50 3,081 -31 3,178 -27 36 Ä°stanbul Pendik Sanayi 2,999 -1 3,003 -37 3,117 7 3,095 -15 3,143 -36 3,257 -17 3,314 -30 3,414 -22 3,491 6 3,471 -15 37 Ä°stanbul Pendik Åžeyhli 19,684 20 19,298 1 19,283 14 19,023 25 18,552 33 17,944 41 17,219 29 16,720 39 16,088 35 15,537 24 38 Ä°stanbul Pendik YeniÅŸehir 65,637 1 65,548 -6 65,929 15 64,941 39 62,447 31 60,539 32 58,657 14 57,841 33 55,948 32 54,172 19 39 Ä°stanbul Sancaktepe PaÅŸaköy 1,758 -2 1,761 39 1,693 -23 1,733 15 1,708 -5 1,717 -10 1,734 6 1,723 14 1,699 -27 1,746 1 40 Ä°stanbul Sarıyer Demirciköy 1,698 9 1,683 10 1,666 5 1,657 74 1,539 70 1,435 93 1,308 2 1,306 2 1,304 13 1,287 28 41 Ä°stanbul Sarıyer Garipçe 370 -27 380 -29 391 -10 395 -5 397 18 390 8 387 -15 393 -194 477 -297 642 -55 42 Ä°stanbul Sarıyer Gümüşdere 2,519 -59 2,673 -320 3,680 -22 3,762 165 3,190 -345 4,506 141 3,914 -69 4,193 13 4,137 33 4,003 -46 43 Ä°stanbul Sarıyer Kısırkaya 378 30 367 39 353 23 345 -23 353 -3 354 11 350 50 333 -27 342 -49 359 5 44 Ä°stanbul Sarıyer Rumeli Feneri 4,074 -103 4,516 40 4,337 38 4,175 580 2,338 -742 4,908 -59 5,208 135 4,550 -5 4,574 19 4,490 -10 45 Ä°stanbul Sarıyer Uskumruköy 10,197 28 9,920 6 9,864 12 9,745 39 9,369 50 8,910 49 8,482 36 8,178 61 7,694 109 6,897 39 46 Ä°stanbul Sultanbeyli AkÅŸemsettin 13,886 24 13,561 3 13,523 28 13,154 24 12,845 21 12,572 6 12,501 -6 12,581 3 12,549 -16 12,750 9 47 Ä°stanbul Sultanbeyli Mecidiye 21,859 3 21,799 -12 22,055 12 21,784 -5 21,891 -12 22,148 -1 22,176 -35 22,972 1 22,949 0 22,958 -5 48 Ä°stanbul Tuzla Aydınlı 72,942 44 69,836 15 68,777 42 65,954 46 62,965 53 59,736 49 56,882 25 55,493 49 52,847 61 49,712 38 49 Ä°stanbul Tuzla Aydıntepe 27,173 9 26,917 -6 27,075 24 26,445 10 26,181 20 25,657 52 24,353 15 23,998 57 22,667 107 20,357 29 50 Ä°stanbul Tuzla Ä°stasyon 26,338 66 24,653 71 22,966 -12 23,252 23 22,725 24 22,189 93 20,223 14 19,935 31 19,333 7 19,200 32 51 Kocaeli Çayırova Åžekerpınar 2,847 5 2,834 32 2,744 34 2,653 -4 2,664 41 2,558 -8 2,578 -15 2,618 96 2,378 -62 2,531 12 52 Kocaeli Çayırova Yeni Mahalle 21,192 4 21,101 -5 21,213 24 20,714 15 20,404 15 20,095 4 20,005 -8 20,166 30 19,571 13 19,317 9 53 Kocaeli Gebze Cumhuriyet 10,038 24 9,803 28 9,533 61 8,967 90 8,194 37 7,897 94 7,190 87 6,589 102 5,951 67 5,565 59 Total 539,236 17 530,343 8 526,059 22 514,456 42 493,516 17 485,224 33 469,671 17 461,756 31 447,758 34 432,957 22 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 129 In the household survey conducted with 802 participants, the time spent in the settlements throughout the year was assessed. As a result, the settlements intersecting the AoI are not temporary residential areas, but rather "permanent" settlements used for at least six months. So that, out of 802 participants, 791 (95%) stated that they reside in their settlement throughout the entire year. The top five settlements with the highest number of households residing year-round are located in Pendik and Tuzla. Compared to other areas with a high concentration of permanent residents, the districts of Eyüpsultan, Tuzla, Sultanbeyli, and Pendik have a relatively higher share of temporary residents. In light of these findings, the settlements with the highest concentration of permanent residents—those who stay for all or nearly all of the year—are located in the districts of Pendik, Tuzla, and Gebze. The settlements in these districts will be exposed to the project's long-term impacts throughout the year. Table 4-37 Time Spent in the Settlement, Household Survey, July 2025 (N: 802 / 2,901) Duration Settlement Number of Households Total Population in the Households Tuzla Aydınlı 105 381 Pendik Kavakpınar 92 368 Pendik YeniÅŸehir 92 267 Pendik Kurtköy 56 199 Tuzla Aydıntepe 42 151 Tuzla Ä°stasyon 37 114 Sultanbeyli AkÅŸemsettin 29 125 Sultanbeyli Mecidiye 31 129 Pendik Åžeyhli 28 105 Çayırova Yeni Mahalle 31 121 Pendik GüllübaÄŸ 27 109 Çekmeköy NiÅŸantepe 19 74 Çatalca FerhatpaÅŸa 16 41 Pendik Harmandere 16 67 Sarıyer Uskumruköy 13 55 Gebze Cumhuriyet 13 45 Arnavutköy Ä°mrahor 9 51 Arnavutköy Tayakadın 7 28 Çatalca Kaleiçi 6 16 Entire Year Arnavutköy Bolluca 5 19 Pendik RamazanoÄŸlu 5 23 Arnavutköy Baklalı 4 14 Beykoz Ali Bahadır 4 10 Beykoz Anadolu Feneri 4 10 Beykoz Bozhane 4 14 Beykoz Cumhuriyet 4 12 Beykoz Öğümce 4 12 Beykoz PaÅŸamandıra 4 15 Beykoz Poyrazköy 4 12 Çatalca NakkaÅŸ 4 15 Çekmeköy Hüseyinli 4 15 Çekmeköy Ömerli 4 14 Çekmeköy ReÅŸadiye 4 24 Eyüpsultan Işıklar 4 12 Pendik Kurna 4 18 Pendik KurtdoÄŸmuÅŸ 5 18 Pendik Sanayi 4 15 Sancaktepe PaÅŸaköy 4 10 Sarıyer Gümüşdere 4 20 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 130 Duration Settlement Number of Households Total Population in the Households Çayırova Åžekerpınar 5 15 Arnavutköy Dursunköy 3 12 Çatalca Ä°zzettin 3 8 Eyüpsultan Çiftalan 3 8 Eyüpsultan Ä°hsaniye 3 7 Pendik Emirli 3 12 Sarıyer Garipçe 3 8 Sarıyer Kısırkaya 3 9 Sarıyer Rumeli Feneri 3 13 Arnavutköy Boyalık 2 7 Arnavutköy Yassıören 2 8 Eyüpsultan AÄŸaçlı 2 4 Eyüpsultan Odayeri 2 3 Sarıyer Demirciköy 2 10 Sub Total 791 2872 Eyüpsultan AÄŸaçlı 2 9 Pendik Kavakpınar 2 7 Pendik YeniÅŸehir 2 3 Approximately 6 Çatalca FerhatpaÅŸa 1 1 Months Tuzla Aydınlı 1 2 Tuzla Aydıntepe 1 2 Gebze Cumhuriyet 1 2 Sub Total 10 26 Unknown/ No Pendik Kavakpınar 1 3 Response Total 802 2,901 460 out of 802 households (57%) have lived in the settlement for more than 20 years. Overall, the data show that 668 out of 802 households in the AoI have lived in the area for at least 5 years. Households that have been living in the area for more than 20 years are predominantly located in the districts of Pendik, Tuzla, and Sultanbeyli. On the other hand, among the households that settled in the region relatively recently—within the last 10 years—there is also a settlement located in Gebze district of Kocaeli. When considered together with the results provided by the previous paragraphs, it can be said that the majority of the permanent population in the area has been settled there for at least 5 years. Therefore, this population is likely to have interacted with other projects that have been active in the region over the last 5 years. This situation may increase the potential impacts of the planned new project. Considering that the population permanently residing in the area over the past five years may have experienced greater impacts from other projects, this may increase the risk of cumulative impacts of the new Project. Table 4-38 Duration of household’s settlement in the current location 802 / 2,901)2,901) Duration of settlement Total Population in the Settlements Number of Households in this location Households Pendik Kavakpınar 47 173 Tuzla Aydınlı 45 160 Pendik Kurtköy 37 130 Pendik YeniÅŸehir 38 119 Sultanbeyli Mecidiye 22 91 Over 20 years Çayırova Yeni Mahalle 23 88 Tuzla Aydıntepe 24 83 Pendik Åžeyhli 18 65 Tuzla Ä°stasyon 22 61 Sultanbeyli AkÅŸemsettin 12 48 Sarıyer Uskumruköy 11 47 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 131 Duration of settlement Total Population in the Settlements Number of Households in this location Households Pendik GüllübaÄŸ 13 46 Çekmeköy NiÅŸantepe 10 36 Arnavutköy Ä°mrahor 6 33 Pendik Harmandere 6 32 Çatalca FerhatpaÅŸa 12 31 Arnavutköy Tayakadın 6 23 Sarıyer Gümüşdere 4 20 Gebze Cumhuriyet 4 16 Beykoz PaÅŸamandıra 4 15 Çatalca NakkaÅŸ 4 15 Pendik Sanayi 4 15 Arnavutköy Baklalı 4 14 Çekmeköy Ömerli 4 14 Eyüpsultan AÄŸaçlı 4 13 Pendik KurtdoÄŸmuÅŸ 4 13 Pendik RamazanoÄŸlu 3 13 Sarıyer Rumeli Feneri 3 13 Arnavutköy Dursunköy 3 12 Beykoz Cumhuriyet 4 12 Beykoz Öğümce 4 12 Beykoz Poyrazköy 4 12 Çekmeköy Hüseyinli 3 12 Eyüpsultan Işıklar 4 12 Beykoz Bozhane 3 11 Arnavutköy Bolluca 2 10 Beykoz Ali Bahadır 4 10 Sancaktepe PaÅŸaköy 4 10 Sarıyer Demirciköy 2 10 Çayırova Åžekerpınar 2 10 Çatalca Kaleiçi 3 9 Sarıyer Kısırkaya 3 9 Arnavutköy Yassıören 2 8 Beykoz Anadolu Feneri 3 8 Çatalca Ä°zzettin 3 8 Eyüpsultan Çiftalan 3 8 Pendik Emirli 2 8 Eyüpsultan Ä°hsaniye 3 7 Arnavutköy Boyalık 1 4 Çekmeköy ReÅŸadiye 1 4 Pendik Kurna 1 3 Sarıyer Garipçe 1 2 Eyüpsultan Odayeri 1 1 Sub total 460 1,639 Pendik Kavakpınar 24 118 Pendik YeniÅŸehir 26 78 Tuzla Aydınlı 15 60 Tuzla Aydıntepe 10 37 Sultanbeyli AkÅŸemsettin 7 28 11–20 years Pendik Kurtköy 7 27 Sultanbeyli Mecidiye 6 23 Çayırova Yeni Mahalle 4 19 Çekmeköy NiÅŸantepe 3 16 Tuzla Ä°stasyon 5 15 Arnavutköy Ä°mrahor 2 14 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 132 Duration of settlement Total Population in the Settlements Number of Households in this location Households Pendik GüllübaÄŸ 3 13 Pendik Åžeyhli 4 13 Pendik Kurna 2 11 Çatalca FerhatpaÅŸa 3 9 Çekmeköy ReÅŸadiye 2 9 Çatalca Kaleiçi 2 6 Arnavutköy Tayakadın 1 5 Pendik Harmandere 1 5 Pendik RamazanoÄŸlu 1 5 Sarıyer Garipçe 1 5 Arnavutköy Bolluca 1 4 Pendik Emirli 1 4 Arnavutköy Boyalık 1 3 Sarıyer Uskumruköy 1 2 Çayırova Åžekerpınar 1 2 Gebze Cumhuriyet 1 2 Sub total 135 533 Tuzla Aydınlı 20 71 Pendik Kavakpınar 8 24 Gebze Cumhuriyet 5 22 Pendik Kurtköy 6 21 Pendik YeniÅŸehir 6 20 Tuzla Aydıntepe 5 18 Sultanbeyli AkÅŸemsettin 3 15 Çekmeköy ReÅŸadiye 1 11 Tuzla Ä°stasyon 3 11 Pendik Åžeyhli 2 8 Pendik Harmandere 1 7 6–10 years Çekmeköy NiÅŸantepe 2 6 Pendik GüllübaÄŸ 1 6 Sarıyer Uskumruköy 1 6 Çayırova Yeni Mahalle 2 6 Pendik Kurna 1 4 Arnavutköy Bolluca 1 3 Beykoz Anadolu Feneri 1 2 Eyüpsultan Odayeri 1 2 Çatalca FerhatpaÅŸa 1 1 Çatalca Kaleiçi 1 1 Sarıyer Garipçe 1 1 Sub total 73 266 Tuzla Aydınlı 24 86 Pendik Kavakpınar 12 49 Pendik YeniÅŸehir 21 47 Pendik GüllübaÄŸ 8 31 Sultanbeyli AkÅŸemsettin 6 28 Pendik Harmandere 8 23 Tuzla Ä°stasyon 5 17 1–5 years Çekmeköy NiÅŸantepe 4 16 Tuzla Aydıntepe 4 15 Pendik Kurtköy 3 14 Pendik Åžeyhli 2 9 Gebze Cumhuriyet 4 7 Pendik KurtdoÄŸmuÅŸ 1 5 Pendik RamazanoÄŸlu 1 5 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 133 Duration of settlement Total Population in the Settlements Number of Households in this location Households Arnavutköy Ä°mrahor 1 4 Beykoz Bozhane 1 3 Çekmeköy Hüseyinli 1 3 Sultanbeyli Mecidiye 1 3 Arnavutköy Bolluca 1 2 Çayırova Åžekerpınar 1 2 Çayırova Yeni Mahalle 1 2 Çatalca FerhatpaÅŸa 1 1 Sub total 111 372 Pendik GüllübaÄŸ 2 13 Sultanbeyli Mecidiye 2 12 Tuzla Ä°stasyon 2 10 Pendik Kavakpınar 3 9 Pendik Åžeyhli 1 6 Pendik YeniÅŸehir 3 6 Less than 1 year Sultanbeyli AkÅŸemsettin 1 6 Tuzla Aydınlı 2 6 Çayırova Yeni Mahalle 1 6 Pendik Kurtköy 1 2 Çayırova Åžekerpınar 1 1 Sub total 19 77 Pendik Kavakpınar 1 5 Pendik Kurtköy 2 5 Just arrived Pendik Åžeyhli 1 4 Sub total 4 14 Total 802 2,901 260 out of 802 households (32.42%) stated that they had not migrated from anywhere (see Table 4-39). This information aligns with the data from households that reported having lived in the area for more than 20 years. The number of household members who reported migrating for work is higher than those who stated they have lived in the same place since birth. Considering the internal migration dynamics in Türkiye, employment-seeking is a leading reason for migration to major cities. This trend is also valid for the AoI. Similarly, relatives or fellow townspeople who have previously migrated play an influential role in attracting those left behind to urban areas. Within the settlements in the AoI, this reason ranked fourth among the most frequently stated drivers of migration. One of the key findings of the household survey is that more affordable house and land prices rank among the top five reasons for migration. This becomes even more striking when considering the high cost of living in areas such as Ä°stanbul and Kocaeli. To assess whether there is a relationship between reasons for migration and places of residence, an additional dataset was created. Table 4-39 Migration reasons, Household Survey, July 2025 (N: 2,901) Migration reason % I was born and raised here / I did not migrate from another 34.09 place Work / Employment 33.09 Family-related reasons (marriage, divorce, etc.) 11.17 Previously migrated relatives and fellow townspeople 6.51 Affordable housing / rent / land prices 5.58 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 134 Migration reason % Socioeconomic reasons such as inadequate education, health, 2.79 or infrastructure services in the previous location Owning a summer or winter house 2.17 Reasons related to urban transformation 1.90 Desire to escape the problems of the metropolis 0.83 Education 0.79 Natural disasters 0.45 War / civil war or similar conditions in the country of origin 0.31 Other 0.31 Total 2,901 In cases of migration for employment, Tuzla and Pendik again stand out among the residential areas. In this context, it is noteworthy that neighborhoods in Sultanbeyli rank higher than locations like Gebze and Çayırova, which are known for their dense labor markets. At this point, it can be stated that industrial areas such as Gebze and Çayırova fall outside the current migration patterns driven by employment. In summary, while Gebze and Çayırova are characterized by long- established populations who migrated over 20 years ago in search of employment, Sultanbeyli appears to continue to attract population today due to its employment opportunities. In summary, while Gebze and Çayırova are characterized by long-established populations who migrated over 20 years ago in search of employment, Sultanbeyli appears to be a that continues to attract population today due to its employment opportunities. The number of households who stated that they migrated to their current location due to more affordable rental, housing, and land prices is highest in these of Pendik, Çayırova, Çekmeköy, and Tuzla. The low housing prices may be related to the impact of mass housing investments in the regions. For instance, the 1,130 social housing units initiated by the Ministry of Environment, Urbanization and Climate Change and the Housing Development Administration (TOKÄ°) in Aydınlı Neighborhood, Tuzla, Ä°stanbul, have been completed. The completed units will be handed over to the rightful owners between June 16 and July 25, 2025 (85). This finding, which stands out for 50 of the 802 surveyed households, should be taken into account due to the project's potential impacts on land, housing, and rental prices. This situation will be particularly significant for the settlements to which the land acquisition areas are connected, as well as for the surrounding communities. In this context, land and property owners, along with users and tenants, will be in direct interaction with the Project. The relevant impacts should be subject to more detailed assessments once the Project route is finalized. Households that have migrated due to challenging socio-economic conditions in their original regions may be considered more sensitive to the potential social impacts of the project. Their migration, initially undertaken to address existing deficiencies, may turn into a negative experience if project-induced social tensions increase in their current area of residence. In this context, such as Pendik, Tuzla, Çekmeköy, Sarıyer, and Sultanbeyli should be given particular consideration. Earthquakes and other natural disasters, which are regularly on the public agenda in Türkiye, have also emerged as reasons for migration. In a different context, ongoing internal conflicts in neighboring countries—such as the civil war in Syria—have contributed to the region's role as a destination for migrants. The city hosting the largest number of Syrians is Ä°stanbul, with 481,011 individuals. In terms of 85 TOKÄ° https://www.toki.gov.tr/haber/istanbul-tuzlada-1130-sosyal-konut-teslim-ediliyor. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 135 the number of Syrians by city, Kocaeli ranks 14th with 47,849 individuals 86. According to the Provincial Breakdown of Syrian Refugees in Türkiye - September 2024 data, the number of Syrian refugees located in Ä°stanbul ranges over 300,000 similar to Gaziantep. These figures illustrated for Hatay between 50,001 and 100,00 people (see Figure 4-38). However, there is no data available regarding their distribution at the district and neighborhood levels87. Nevertheless, the refugee and migrant population in the region may show sensitivity to the impacts of the project. Conditions such as inadequate housing, unemployment, and language barriers may be among these circumstances. Figure 4-38 Provincial Breakdown of Syrian Refugees, UNHCR, September 2024 Research shows that around 9% of Ä°stanbul’s land and nearly 20% of its road network are in zones of high earthquake vulnerability, with southeastern European and eastern Asian sides being the most critical (88). Despite the long-standing debates surrounding this risk, following the February 6 earthquakes(89), it has been observed that earthquake survivors — particularly refugees from the Hatay region — migrated to Ä°stanbul to join their relatives residing in the city. According to the study conducted by the Association for Migration Research, Ä°stanbul has become a significant destination city for migrants coming from the disaster-affected region (90). 86 Mülteciler DerneÄŸi, 2025. Türkiye’deki Suriyeli Sayısı Mayıs 2025. https://multeciler.org.tr/turkiyedeki-suriyeli-sayisi/. Access date: July 2025. 87 UNHCR Türkiye: Provincial Breakdown Syrian Refugees in Turkiye - September 2024. https://data.unhcr.org/en/documents/download/111466. Access date: July 2025. 88 Alemdar, K.D. Seismic risk assessment of transportation networks for the impending Istanbul earthquake with GIS-based MCDM approach. Nat Hazards 121, 10085–10123 (2025). https://doi.org/10.1007/s11069-025-07199-y. https://link.springer.com/article/10.1007/s11069-025-07199-y. Access date: July 2025 89 https://www.tmmob.org.tr/icerik/tmmob-6-subat-depremleri-8-ay-degerlendirme-raporu-yayimlandi 90 Danış, D., Biehl Öztuzcu, K., & Kablan, E. (2023). Göç ve deprem III – Ä°stanbul’a gelen depremzede mültecilere yönelik kabul ve dışlama mekanizmaları. Göç AraÅŸtırmaları DerneÄŸi. Retrieved from https://gocarastirmalaridernegi.org/tr/calismalar/arastirmalar/goc- ve-deprem-durum-tespit-raporu/322-goc-ve-deprem-durum-tespit-raporu-iii. Access date: July 2025 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 136 The earthquakes have profoundly affected the labor market and created various impacts on employment across different demographic groups. Women have experienced a disproportionate impact, suffering greater job losses compared to men 91. In relation to this issue, it would be beneficial to highlight the employment of women in earthquake-affected households in local employment processes. These trends are reflected in field data. Although the numbers are relatively low, Pendik and Çatalca stand out as sensitive areas for households that migrated due to natural disasters, while Tuzla appears to be particularly relevant for households displaced by war. An additional analysis was conducted to explore whether there is a relationship between the reasons for migration and the specific settlements. It was examined whether there is a meaningful relationship between the reasons for migration to the settlement and the length of residence of household representatives. Among the 802 households, 272 reported “workâ€? as their reason for migration. Of those who migrated due to work, 102 individuals stated that they have been living in their current settlement for more than 20 years. Although reported at a low level, conditions such as natural disasters and war were also mentioned among the reasons for migration. Most of the individuals who migrated due to natural disasters have been living in the area for more than 20 years, while those who relocated due to war migrated to the area at least 10 years ago. 91 One Year After: Living and Working Conditions in Adıyaman, Hatay, KahramanmaraÅŸ and Malatya after the February 2023 Earthquakes in Türkiye, 9789220413081 (web PDF). https://www.ilo.org/sites/default/files/2024- 10/Household%20Survey%20Report.pdf. Access Date: July 2025 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 137 Table 4-40 Relation between migration reason and migration time, Household Survey, July 2025 (N: 802) Less than 1 year % in Migration % in Migration % in Migration % in Migration % in Migration % in Migration % in Migration Over 20 years Over 20 years % in Duration % in Duration % in Duration % in Duration % in Duration % in Duration Just arrived 11–20 years 6–10 years 1–5 years reason reason reason reason reason reason reason Migration reason Work / Employment 102 37.50 22.17 40 14.71 29.63 36 13.24 49.32 78 28.68 70.27 14 5.15 73.68 2 0.74 50.00 272 33.92 I was born and raised here / I did not 222 85.38 48.26 37 13.60 27.41 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 1 0.38 25.00 260 32.42 migrate from another place Family-related reasons (marriage, 44 51.76 9.57 20 7.35 14.81 13 15.29 17.81 7 8.24 6.31 1 1.18 5.26 0 0.00 0.00 85 10.60 divorce, etc.) Affordable housing / rent / land prices 25 48.08 5.43 7 2.57 5.19 9 17.31 12.33 10 19.23 9.01 1 1.92 5.26 0 0.00 0.00 52 6.48 Previously migrated relatives and 40 81.63 8.70 5 1.84 3.70 0 0.00 0.00 2 4.08 1.80 1 2.04 5.26 1 2.04 25.00 49 6.11 fellow townspeople Socioeconomic reasons such as inadequate education, health, or 11 50.00 2.39 5 1.84 3.70 0 0.00 0.00 6 27.27 5.41 0 0.00 0.00 0 0.00 0.00 22 2.74 infrastructure services in the previous location Owning a summer or winter house 8 47.06 1.74 7 2.57 5.19 2 11.76 2.74 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 17 2.12 Reasons related to urban 3 17.65 0.65 7 2.57 5.19 3 17.65 4.11 4 23.53 3.60 0 0.00 0.00 0 0.00 0.00 17 2.12 transformation Education 0 0.00 0.00 1 0.37 0.74 4 44.44 5.48 2 22.22 1.80 2 22.22 10.53 0 0.00 0.00 9 1.12 Desire to escape the problems of the 1 11.11 0.22 3 1.10 2.22 5 55.56 6.85 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 9 1.12 metropolis Other 0 0.00 0.00 1 0.37 0.74 1 25.00 1.37 2 50.00 1.80 0 0.00 0.00 0 0.00 0.00 4 0.50 100.0 Natural disasters 4 0.87 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 4 0.50 0 War / civil war or similar conditions in 0 0.00 0.00 2 0.74 1.48 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 0 0.00 0.00 2 0.25 the country of origin 100.0 100.0 100.0 100.0 100.0 100.0 100.0 Total 460 57.36 135 49.63 73 9.10 111 13.84 19 2.37 4 0.50 802 0 0 0 0 0 0 0 Illustration Explanation 0 No data 100.00 Most highest value among “% in migration reasonsâ€? 48.26 Most highest value among “% in durationâ€? 102 Value 17.65 Percentage Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 138 4.3.3.4.3 Rural and urban areas The urban and rural data for the year 202492, provided under the World Development Indicators by the WB, are as follows. According to these data, the already low rural population (22.11%) is exhibiting annual negative growth trends (-1,70%). Approximately 38% of the total population lives in urban areas with more than 1 million inhabitants. The population of the largest cities is around 16 million, with Ä°stanbul alone accounting for about 15 million of this total (see Table 4-41). Table 4-41 Rural and urban population indicators, WDI, 2024 Indicator Values Indicator Values Population in largest city (93) 16,047,350.00 Population in the largest city (% of urban population) 24.09 Population in urban agglomerations of Population in urban agglomerations of more than 1 33,252,269.00 38.88 more than 1 million (94) million (% of total population) Urban population 66,613,051.00 Urban population (% of total population) 77.89 Rural population 18,905,610.00 Rural population (% of total population) 22.11 Rural population growth (annual %) -1.70 As of 31 December 2022, 57, 934,583 people resided in the localities classified as densely populated, which constituted only 1.6% of the total surface area of Türkiye. In other words, 67.9% of Türkiye's population resided in densely populated areas. In the localities classified as thinly populated and constituted 93.5% of Türkiye's surface area, 17.3% of the total population resided. On the other hand, 14.8% of the population resided in the intermediate-density areas that constituted 4.9% of the country's total surface area. It was seen that 96.4% of the residents of Ä°stanbul, the province with the largest population, resided in the localities classified as densely populated, 2.7% of them resided in the intermediate-density and 0.9% of them resided in the thinly populated (see Table 4-42 and Figure 4-39)95. Table 4-42 Rural and urban population indicators, TurkStat, 2022 Densely Intermediate- Thinly Total 202296 populated % density areas % populated % population areas / Urban / Urban areas / Rural Türkiye 57,934,583 67.93 12,629,180 14.81 14,715,790 17.26 85,279,553 Ä°stanbul 15,332,888 96.39 429,869 2.70 145,194 0.91 15,907,951 Kocaeli 1,705,098 82.01 275,810 13.27 98,164 4.72 2,079,072 92 WBG World Development Indicators. Last Updated: 07/01/2025. https://databank.worldbank.org/source/world-development- indicators/Type/TABLE/preview/on#. Access date: July 2025. 93 Population in largest city is the urban population living in the country's largest metropolitan area. World Urbanization Prospects 2018, UN, uri: https://population.un.org/wup/, publisher: UN Population Division, date published: 2018. Access date: July 2025. 94 Population in urban agglomerations of more than one million is the country's population living in metropolitan areas that in 2018 had a population of more than one million people. World Urbanization Prospects 2018, UN, uri: https://population.un.org/wup/, publisher: UN Population Division, date published: 2018. Access date: July 2025. 95 Urban-Rural Population Statistics, 2022, Press Release No. 49755, dated May 11, 2023. https://data.tuik.gov.tr/Bulten/Index?p=Urban-Rural-Population-Statistics-2022-49755. Access date: July 2025. 96 TurkStat, Urban-Rural Population Statistics, 2022. Table-2 Population by urban-rural classification, sex and provinces, 2022. https://data.tuik.gov.tr/Bulten/Index?p=Urban-Rural-Population-Statistics-2022-49755. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 139 Figure 4-39 Rural and urban population indicators, TurkStat, 2022 With the enactment of the relevant Law 97 dated 2012, settlements classified as villages within metropolitan municipalities were reclassified as neighborhoods. It was aimed to identify the rural or urban characteristics of the settlements surrounding the AoI. For this reason, settlements that held village status prior to the implementation of the Law (Law on the Establishment of Metropolitan Municipalities in Thirteen Provinces and Twenty-Six Districts and the Amendment of Certain Laws and Decree Laws) were examined. As a result, it was determined that 28 out of the 53 settlements intersecting with the AoI had village status. The list of identified settlements is provided in Table 4-43. A review of Table 4-43 shows that the same settlement was affiliated with different administrative units in different years. This situation is related to changes in administrative structures necessitated by factors such as rapid urbanization and population growth in Ä°stanbul. The official procedures implemented during these administrative changes may include the following: • A settlement may be transferred from the administrative boundary of the district to which it is registered to the boundary of another district (refer to Baklalı, Boyalık, Tayakadın, Yassıören, Hüseyinli, ReÅŸadiye, PaÅŸaköy), • A settlement may be reassigned from the administrative boundary of one subdistrict (bucak) to another (refer to Bozhane, Cumhuriyet, Öğümce, PaÅŸamandıra, AÄŸaçlı, Çiftalan, Işıklar, Ä°hsaniye, Odayeri), and • The name of the settlement may be changed (refer to the district Eyüp and/or Eyüpsultan). 97 Kazan, A. (2017). The Effects of the Law No 6360 on the Financial Structures of Metropolitan Municipalities. Sayıştay Dergisi(104), 87-106. https://www.sayistay.gov.tr/files/4465_der104m5.pdf. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 140 Table 4-43 Population Figures of Former Village Neighbourhoods (2008-2012), TurkStat Province District Sub-District # Settlement 2012 2011 2010 2009 2008 Ä°stanbul Arnavutköy Central 834 800 821 826 761 1 Baklalı Ä°stanbul Çatalca Hadımköy NA NA NA NA NA Ä°stanbul Arnavutköy Central 695 652 645 627 585 2 Boyalık Ä°stanbul Çatalca Hadımköy NA NA NA NA NA Ä°stanbul Arnavutköy Central 2,457 2,377 2,274 2,212 2,028 3 Tayakadın Ä°stanbul GaziosmanpaÅŸa Central NA NA NA NA NA Ä°stanbul Arnavutköy Central 500 498 516 534 540 4 Yassıören Ä°stanbul Çatalca Hadımköy NA NA NA NA NA Ä°stanbul Beykoz Central 5 Ali Bahadır 783 809 808 796 787 Ä°stanbul Beykoz Central 6 Anadolu Feneri 1,157 635 637 640 633 Ä°stanbul Beykoz MahmutÅŸevketpaÅŸa NA NA NA NA 424 7 Bozhane Ä°stanbul Beykoz Central 452 454 440 442 NA Ä°stanbul Beykoz MahmutÅŸevketpaÅŸa NA NA NA NA 1,681 8 Cumhuriyet Ä°stanbul Beykoz Central 1,841 1,820 1,764 1,700 NA Ä°stanbul Beykoz MahmutÅŸevketpaÅŸa NA NA NA NA 417 Ä°stanbul Beykoz MahmutÅŸevketpaÅŸa 9 Öğümce NA NA NA NA NA Ä°stanbul Beykoz Central 448 449 458 442 NA Ä°stanbul Beykoz MahmutÅŸevketpaÅŸa NA NA NA NA 826 10 PaÅŸamandıra Ä°stanbul Beykoz Central 925 910 891 876 NA Ä°stanbul Beykoz Central 11 Poyrazköy 888 915 904 875 861 Ä°stanbul Çekmeköy Central 747 746 748 772 830 12 Hüseyinli Ä°stanbul Ãœmraniye Central NA NA NA NA NA Ä°stanbul Çekmeköy Central 2,004 2,011 1,969 1,947 1,759 13 ReÅŸadiye Ä°stanbul Ãœmraniye Central NA NA NA NA NA Ä°stanbul Eyüp Kemerburgaz NA NA NA NA NA 14 AÄŸaçlı Ä°stanbul Eyüp Central 979 599 632 472 491 Ä°stanbul Eyüp Kemerburgaz NA NA NA NA NA 15 Çiftalan Ä°stanbul Eyüp Central 126 120 128 138 160 Ä°stanbul Eyüp Kemerburgaz NA NA NA NA NA 16 Işıklar Ä°stanbul Eyüp Central 550 553 567 606 609 Ä°stanbul Eyüp Kemerburgaz NA NA NA NA NA 17 Ä°hsaniye Ä°stanbul Eyüp Central 174 183 188 209 202 Ä°stanbul Eyüp Kemerburgaz NA NA NA NA NA 18 Odayeri Ä°stanbul Eyüp Central 228 252 259 278 278 Ä°stanbul Pendik Central 19 Emirli 296 297 306 261 271 Ä°stanbul Pendik Central 20 Kurna 1,297 1,332 1,303 1,389 1,387 Ä°stanbul Pendik Central 21 KurtdoÄŸmuÅŸ 470 489 501 524 519 Ä°stanbul Kartal Samandıra NA NA NA NA NA 22 PaÅŸaköy Ä°stanbul Sancaktepe Central 1,686 1,660 1,658 1,627 1,491 Ä°stanbul Sarıyer Central 23 Demirciköy 1,162 1,104 1,083 1,054 948 Ä°stanbul Sarıyer Central 24 Garipçe 448 456 340 337 445 Ä°stanbul Sarıyer Central 25 Gümüşdere 2,751 2,020 2,140 2,656 3,242 Ä°stanbul Sarıyer Central 26 Kısırkaya 417 413 424 423 434 Ä°stanbul Sarıyer Central 27 Rumeli Feneri 3,571 4,729 2,337 2,486 2,508 Ä°stanbul Sarıyer Central 28 Uskumruköy 5,077 4,778 4,524 4,064 3,443 4.3.4 General Economic Conditions Türkiye’s national income per capita in terms of purchasing power parity (PPP), which is generally on the rise, reached 69 percent of the EU average in 2022. National income per capita in Organisation for Economic Co-operation and Development (OECD)-defined PPP terms also increased from 28,299 United States Dollar (USD) in 2018 to 37,445 USD in 2022. While the share of the industrial sector in Gross Domestic Product (GDP) increased over the years in the 2019- 2022 period, the share of the services sector decreased. As of 2022, the shares of Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 141 agriculture, industry and services sectors in nominal GDP were 6.5 percent, 26.4 percent and 98 56.6 percent, respectively ( ). As a result of the transformation of the economic structure, those leaving the agricultural sector across the country have started working in the industry and services sectors. While Ä°stanbul hosts a high concentration of employment in the industry and services sectors, it ranks last among all regions in terms of the proportion of agricultural employment (99). When the number of employees in the main sectors is examined across Türkiye, it is observed that the highest employment occurs in the services sector, followed by the industry and agriculture sectors, respectively. Compared to the national average, the services and industry sectors stand out particularly in Ä°stanbul (100). As of 2022, the labor force participation rate in Türkiye was 53.1 percent, with 35.1 percent for women and 71.4 percent for men (101). Ä°stanbul, with a population of 15.9 million, accounts for 18.6% of the country’s total population. With an employment figure reaching 6.3 million, the city represents 20% of Türkiye’s total employment of 30.7 million. Between 2013 and 2022, while Ä°stanbul’s population increased by 1.7 million, the number of employed persons rose by 1.6 million, demonstrating the city’s strong capacity for job creation. The employment rate in Ä°stanbul stood at 50.4%, which is above the national average of 45.7%. Similarly, the female employment rate in Ä°stanbul was 33.2%, higher than the national average of 30.4% (102). In the TR42 NUTS-2 Region, industrial enterprises owned by Ä°stanbul-based companies or operating as subcontractors for these companies are concentrated along the Gebze–Düzce corridor. Similarly, in the TR21 NUTS-2 Region (TekirdaÄŸ sub region), such enterprises are located along the Çerkezköy–Çorlu–Lüleburgaz corridor (103). Ä°stanbul, together with its hinterland extending into TekirdaÄŸ and Kocaeli, forms a city-region centered around Ä°stanbul. This region is characterized by dense flows of goods, services, labor, and logistics. The Tekirdağ–İstanbul–Kocaeli corridor constitutes Türkiye’s largest city-region and serves as a driving force of the national economy, with its high number of enterprises, scale of production, and the quality of its workforce (104). According to the results of the 2023 Household Labour Force Survey, the employment rate of the population was 48.3%, with 31.3% for women and 65.7% for men. The highest employment rate was recorded in the TekirdaÄŸ, Edirne, Kırklareli region at 54.5%, while the lowest employment rate was observed in the Mardin, Batman, Şırnak, Siirt region at 37.5%. The highest female employment rate was 38.9% in the Antalya, Isparta, Burdur region, whereas the lowest female employment rate was 19.8% in the Mardin, Batman, Şırnak, Siirt region. However, it was observed 98 Presidency of the Republic of Türkiye. Presidency of Strategy and Budget. Twelfth Development Plan (2024-2028). https://www.sbb.gov.tr/wp-content/uploads/2025/03/Twelfth-Development-Plan_2024-2028.pdf. Access date: July 2025 99 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: July 2025 100 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: July 2025 101 Presidency of the Republic of Türkiye. Presidency of Strategy and Budget. Twelfth Development Plan (2024-2028). https://www.sbb.gov.tr/wp-content/uploads/2025/03/Twelfth-Development-Plan_2024-2028.pdf. Access date: July 2025. 102 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: April 2025. 103 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: April 2025. 104 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: April 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 142 that women’s employment rate is less than half of that of men. The share of part-time workers in total employment was 10.2%; this share was 16.1% for women and 7.3% for men. The employment rate of women with at least one child under the age of three living in the household was 27.1%, compared to an employment rate of 90.1% for men in the same category. The gender pay (or earnings) gap is defined as the percentage difference between men’s and women’s wages or earnings relative to men’s wages or earnings. According to the Structure of Earnings Statistics, for the indicator calculated using annual average gross wages and salaries, the highest gap was observed among higher education graduates at 17.4%, while the lowest gap (13.2%) was recorded among those with primary education or below. For the indicator calculated using annual average gross earnings, the highest gap was 20.0% among upper secondary (high school) graduates, and the lowest gap was 14.9% among those with primary education or below 105106. Regional results of these figures are illustrated in Table 4-46. Table 4-44 Main labour force indicators by sex and sub region Level 2, 2023, 15+age107 Labour force participation rate Employment rate Unemployment rate Level 2 Total Male Female Total Male Female Total Male Female TR 53.3 71.2 35.8 48.3 65.7 31.3 9.4 7.7 12.6 Türkiye TR10 57.0 74.9 39.5 51.9 69.3 34.9 8.9 7.4 11.7 (Ä°stanbul) TR42 (Kocaeli, Sakarya, 58.2 75.6 40.6 53.0 70.7 35.1 9.0 6.5 13.6 Düzce, Bolu, Yalova) Bahçe and MemiÅŸ (2025) calculated the relationship between poverty and gender using the 2023 dataset of the TurkStat Income and Living Conditions Survey; the resulting findings are presented below in Table 4-45. When the female and male populations are separated, it is seen that the poverty rate of women is higher than that of men. One of the main reasons for this is that women have a higher rate of low income or no income at all. Table 4-45 Gender-disaggregated relative poverty rate (2023)108 Relative Poverty Rate - Income Based - below 60% median equivalent household income Level 2 Total Femele Male TR10 (Ä°stanbul) 7.4 7.8 7.1 105 Turkish Statistical Institute (TurkStat). (2025, March 6). Statistics on women, 2024 (Press Release No. 54076). https://data.tuik.gov.tr/Bulten/Index?p=Istatistiklerle-Kadin-2024-54076. Access date: Decenber 2025. 106 Turkish Statistical Institute & UN Women Turkey. (2025). Women in Türkiye: A statistical overview, 2024 (TurkStat report). https://data.tuik.gov.tr/Bulten/Index?p=Istatistiklerle-Kadin-2024-54076. Access date: December 2025. 107TurkStat, Women in Statistics, 2024, Access date: December 2025. 107TurkStat, Household Labour Force Survey, 2023, Access date: December 2025. 108TurkStat, Women in Statistics, 2024, Access date: December 2025. 108 Cinsiyet EÅŸitliÄŸi Ä°zleme DerneÄŸi (CEÄ°D). (2025). Gender Equality Monitoring Report of Türkiye 2023–2024 (Annual report). CEÄ°D. https://ceidizler.ceid.org.tr/dosya/yillik-rapor-2023-24mart6pdf.pdf. Access date: December 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 143 Relative Poverty Rate - Income Based - below 60% median equivalent household income Level 2 Total Femele Male TR42 (Kocaeli, Sakarya, Düzce, Bolu, Yalova) 9.1 9.5 8.7 A recent and growing body of empirical studies document that gender gaps in the labour market are to a great extent attributable to cultural norms regarding gender roles in society (Giuliano 2020)109. Gatti and Dollar (1999) investigate in their paper the relationships among gender inequality, income and growth, using data for over 100 countries over the past three decades. Their primary focus is on gender inequality in educational attainment. They find that gender inequality in secondary schooling is bad for growth, but only for countries at lower middle income status and above, and increases in per capita income lead to reductions in gender inequality110. According to prepared article to investigate the gender wage gap for full-time formal sector employees111, disaggregated by education level, the gender gap is higher in the private sector. However, women with tertiary education in the public sector are significantly better qualified compared to men, and consequently the adjusted gender wage gap is higher for women with tertiary education in the public sector. Childcare, elderly care, and care for the sick are globally regarded as responsibilities primarily borne by women. In Türkiye, the leading reason why women remain outside the labor force is their engagement in household and care work (42.9%). By contrast, there are no men who are outside the labor force for this reason. On the other hand, while only 6.2% of women are outside the labor force due to retirement, the corresponding proportion for men is 40.7%. The limited availability of income-generating formal employment opportunities prevents women from acquiring pension entitlements. When other reasons for remaining outside the labor force are examined, it is noteworthy that the number of women who are discouraged workers—those who have sought employment but stopped looking because they could not find a job—as well as women who are not seeking work for various reasons but are available to work, is higher than that of men. Although the number of women in this situation exceeds that of men by 720,000, the relatively low proportion is attributable to the fact that nearly half of women are engaged in household work112. The OECD report emphasized 113 that female labour force participation improved, but still remains significantly lower than in other OECD countries, with women also facing higher unemployment rates than men. The underutilisation of women’s talents limits Türkiye’s economic potential. Closing the gap between men and women could increase long-term GDP per capita growth. Doing 109 Gevrek, Z. E., & Gevrek, D. (2023). Social norms and the gender gap in labor force participation: Evidence from Turkey. Applied Economics Letters, 30(15), 2102–2107. https://doi.org/10.1080/13504851.2022.2094315. Access date: December 2025. 110 Canbak, BaÅŸak (2012) Female labor force participation in Turkey: the role of skill premium and gender wage gap. [Thesis ]. http://192.168.1.20/record=b1505253 (Table of Contents). Access date: December 2025. 111 Tekgüç, H., Eryar, D. & CindoÄŸlu, D. Women’s Tertiary Education Masks the Gender Wage Gap in Turkey. J Labor Res 38, 360–386 (2017). https://doi.org/10.1007/s12122-017-9243-x. Access date: December 2025. 112 Toksöz, G. (2025). Ä°ÅŸgücü piyasasının cinsiyetçi yapısı, geleceÄŸin iÅŸleri ve kadınların önündeki engeller [Report]. TESEV – Türkiye Ekonomi Politikaları AraÅŸtırma Vakfı. https://www.tesev.org.tr/wp- content/uploads/rapor_isgucu_piyasasinin_cinsiyetci_yapisi_gelecegin_isleri_ve_kadinlarin_onundeki_engeller.pdf. Access date: 2025. 113 OECD (2025), OECD Economic Surveys: Türkiye 2025, OECD Publishing, Paris, https://doi.org/10.1787/d01c660f-en. Access date: 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 144 so requires a combination of tax policies, expanding pre-school education facilities and promoting more equitable family policies. Women are likely to reduce engagement in the workforce after childbirth. Motherhood significantly affects women’s workforce participation in Türkiye. The child penalty – defined as the Average reduction in women’s employment over the 10 years following the birth of their first child – is around 29% in Türkiye. While slightly lower than the OECD average, it tends to persist over time. In urban areas like Ä°stanbul, the child penalty is even higher, reaching 61%, reflecting regional differences in job flexibility. 4.3.5 Livelihood sources The following Figure 4-40, compiled from the responses given by household representatives participating in the household interviews, shows the distribution of livelihood sources among the households and the total population. Out of 802 households, 279 have regular employment as blue-collar workers as their main source of livelihood. The total population dependent on this income source amounts to 1,108 individuals. Commercial activities rank second among livelihood sources with 194 households, followed by pension income in third place. These top three livelihood sources correspond to 613 out of 802 households (76%) and account for 2,203 out of the total population of 2,901 individuals (75%). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 145 Figure 4-40 Main livelihood sources, Household Survey, July 2025 The distribution of the relevant income sources by settlements is presented in Table 4-46. Tuzla and Pendik rank first among the settlements for each of the top three income sources. For blue- collar workers, Sultanbeyli follows Tuzla and Pendik; for commercial activities, Çayırova is next; and for pension income, the Sultanbeyli area comes after Tuzla and Pendik. Agriculture and livestock are included among the income sources but are limited to 15 households (2%). Similarly, beekeeping and fishing have also emerged as sources of livelihood in related areas, yet remain limited to 2 households (i.e. below 1%). The number of individuals dependent on agriculture and livestock income is 71 (2.4%), while those associated with beekeeping and fishing amount to 8 people, representing less than 1% of the population. Households engaged in agricultural activities are primarily located in Sarıyer, Çatalca, and Arnavutköy. The settlements of Gümüşdere in Sarıyer, and Baklalı and Yassıören in Arnavutköy, and Emirli in Pendik were classified as villages prior to the relevant legal changes (see Table 4-43). The settlements of Arnavutköy Baklalı, Eyüpsultan Çiftalan, and Beykoz Öğümce, where livestock activities are carried out, were also classified as villages in the past due to their rural characteristics. Accordingly, the settlements formerly designated as “villagesâ€? represent areas within the AoI where agricultural and livestock activities, which are now rarely observed, still take place. Table 4-46 Main livelihood sources, Household Survey, July 2025 (N: 802 / 2,901) Total Population in the Main livelihood source Settlement Number of Households Households Pendik Kavakpınar 40 161 Tuzla Aydınlı 32 134 Pendik YeniÅŸehir 39 133 Sultanbeyli AkÅŸemsettin 18 95 Pendik Kurtköy 25 84 Blue-collar employment in Pendik GüllübaÄŸ 15 70 ongoing/permanent jobs Pendik Åžeyhli 13 55 Sultanbeyli Mecidiye 10 46 Tuzla Aydıntepe 8 34 Çayırova Yeni Mahalle 8 33 Çekmeköy NiÅŸantepe 8 30 Pendik Harmandere 7 25 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 146 Total Population in the Main livelihood source Settlement Number of Households Households Sarıyer Uskumruköy 4 25 Tuzla Ä°stasyon 5 19 Arnavutköy Tayakadın 4 18 Gebze Cumhuriyet 3 18 Çatalca FerhatpaÅŸa 7 16 Çekmeköy ReÅŸadiye 1 11 Çatalca Kaleiçi 4 10 Pendik Kurna 2 9 Sarıyer Rumeli Feneri 2 9 Beykoz Ali Bahadır 3 8 Çekmeköy Hüseyinli 2 8 Pendik RamazanoÄŸlu 2 8 Arnavutköy Boyalık 2 7 Sarıyer Garipçe 2 6 Arnavutköy Yassıören 1 5 Çekmeköy Ömerli 1 5 Sarıyer Kısırkaya 1 5 Arnavutköy Bolluca 1 3 Arnavutköy Dursunköy 1 3 Beykoz Öğümce 1 3 Eyüpsultan Işıklar 1 3 Sarıyer Gümüşdere 1 3 Çayırova Åžekerpınar 1 2 Arnavutköy Ä°mrahor 1 1 Çatalca Ä°zzettin 1 1 Eyüpsultan Ä°hsaniye 1 1 Pendik KurtdoÄŸmuÅŸ 1 1 Sub Total 279 1,108 Pendik Kavakpınar 27 115 Tuzla Aydınlı 31 111 Pendik Kurtköy 12 56 Tuzla Aydıntepe 14 54 Çayırova Yeni Mahalle 12 46 Pendik YeniÅŸehir 14 42 Pendik Harmandere 8 35 Tuzla Ä°stasyon 9 27 Sarıyer Uskumruköy 7 25 Arnavutköy Ä°mrahor 5 22 Pendik Åžeyhli 6 21 Sultanbeyli Mecidiye 6 21 Engagement in commercial Pendik GüllübaÄŸ 6 20 activities such as shops, Pendik KurtdoÄŸmuÅŸ 3 15 kiosks, workshops, and other enterprises Gebze Cumhuriyet 6 14 Çekmeköy NiÅŸantepe 3 12 Sultanbeyli AkÅŸemsettin 3 11 Beykoz PaÅŸamandıra 2 9 Pendik Kurna 2 9 Pendik Emirli 2 8 Beykoz Öğümce 2 7 Arnavutköy Tayakadın 1 6 Çayırova Åžekerpınar 1 6 Çekmeköy ReÅŸadiye 1 5 Pendik Sanayi 1 5 Beykoz Anadolu Feneri 1 4 Beykoz Poyrazköy 1 4 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 147 Total Population in the Main livelihood source Settlement Number of Households Households Çatalca FerhatpaÅŸa 1 4 Çekmeköy Ömerli 1 4 Pendik RamazanoÄŸlu 1 4 Beykoz Bozhane 1 3 Çekmeköy Hüseyinli 1 3 Beykoz Cumhuriyet 1 2 Eyüpsultan Odayeri 1 2 Sarıyer Garipçe 1 2 Sub Total 194 734 Tuzla Aydınlı 16 36 Pendik YeniÅŸehir 15 30 Tuzla Ä°stasyon 12 30 Pendik Kavakpınar 11 29 Pendik Åžeyhli 8 27 Pendik Kurtköy 8 26 Sultanbeyli Mecidiye 7 24 Tuzla Aydıntepe 9 20 Çekmeköy NiÅŸantepe 4 17 Çatalca FerhatpaÅŸa 5 11 Çayırova Yeni Mahalle 5 11 Beykoz Poyrazköy 3 8 Arnavutköy Bolluca 2 7 Eyüpsultan AÄŸaçlı 3 7 Pendik GüllübaÄŸ 2 7 Beykoz Cumhuriyet 2 6 Pension income from Beykoz PaÅŸamandıra 2 6 domestic or overseas Çayırova Åžekerpınar 2 6 sources Arnavutköy Baklalı 2 5 Eyüpsultan Işıklar 2 5 Sultanbeyli AkÅŸemsettin 3 5 Arnavutköy Tayakadın 2 4 Beykoz Anadolu Feneri 2 4 Çatalca Ä°zzettin 1 4 Çekmeköy Hüseyinli 1 4 Pendik Sanayi 1 4 Sarıyer Kısırkaya 2 4 Çatalca Kaleiçi 1 3 Eyüpsultan Çiftalan 2 3 Beykoz Ali Bahadır 1 2 Sancaktepe PaÅŸaköy 1 2 Gebze Cumhuriyet 1 2 Eyüpsultan Odayeri 1 1 Sarıyer Uskumruköy 1 1 Sub Total 140 361 Tuzla Aydınlı 7 30 Pendik YeniÅŸehir 10 22 Pendik Kavakpınar 4 16 Çekmeköy NiÅŸantepe 3 13 Regular jobs in commercial Pendik Kurtköy 5 13 businesses (such as Çatalca FerhatpaÅŸa 2 7 cashier, waiter, courier) Eyüpsultan AÄŸaçlı 1 6 Sultanbeyli AkÅŸemsettin 2 5 Çekmeköy ReÅŸadiye 1 4 Çatalca Ä°zzettin 1 3 Çatalca Kaleiçi 1 3 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 148 Total Population in the Main livelihood source Settlement Number of Households Households Tuzla Ä°stasyon 1 3 Tuzla Aydıntepe 1 2 Sub Total 39 127 Pendik YeniÅŸehir 9 27 Tuzla Ä°stasyon 6 20 Tuzla Aydınlı 5 17 Pendik Kavakpınar 2 11 White-collar employment in Pendik Kurtköy 3 11 permanent positions Tuzla Aydıntepe 2 8 Pendik RamazanoÄŸlu 1 5 Arnavutköy Bolluca 1 4 Pendik GüllübaÄŸ 1 4 Sub Total 30 107 Tuzla Aydınlı 4 14 Pendik Kavakpınar 3 12 Çayırova Yeni Mahalle 2 10 Beykoz Bozhane 2 8 Sultanbeyli Mecidiye 2 8 Tuzla Ä°stasyon 2 8 Eyüpsultan Ä°hsaniye 2 6 Çekmeköy Ömerli 1 4 Permanent employment as Çekmeköy ReÅŸadiye 1 4 a civil servant Eyüpsultan Işıklar 1 4 Pendik GüllübaÄŸ 1 4 Pendik YeniÅŸehir 2 4 Beykoz Anadolu Feneri 1 2 Çatalca FerhatpaÅŸa 1 2 Sultanbeyli AkÅŸemsettin 1 2 Tuzla Aydıntepe 1 2 Gebze Cumhuriyet 1 2 Sub Total 28 96 Tuzla Aydıntepe 4 21 Pendik Kavakpınar 3 18 Tuzla Aydınlı 3 11 Employment in Gebze Cumhuriyet 2 7 seasonal/temporary sectors like construction Sultanbeyli Mecidiye 1 4 Çatalca FerhatpaÅŸa 1 2 Çayırova Åžekerpınar 1 1 Sub Total 15 64 Sarıyer Gümüşdere 2 16 Çatalca NakkaÅŸ 3 11 Arnavutköy Dursunköy 2 9 Arnavutköy Baklalı 1 4 Agriculture Pendik Emirli 1 4 Arnavutköy Yassıören 1 3 Sancaktepe PaÅŸaköy 1 2 Sub Total 11 49 Arnavutköy Ä°mrahor 1 10 Sultanbeyli Mecidiye 2 10 Temporary commercial Sarıyer Demirciköy 1 7 activities (such as street Tuzla Aydınlı 1 7 vending, market trading, Çayırova Yeni Mahalle 1 6 etc.) Sarıyer Uskumruköy 1 4 Pendik Sanayi 1 3 Çekmeköy Ömerli 1 1 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 149 Total Population in the Main livelihood source Settlement Number of Households Households Sub Total 9 48 Tuzla Aydınlı 3 12 Arnavutköy Ä°mrahor 1 8 Pendik Harmandere 1 7 Transportation / delivery Pendik Kurtköy 1 5 work Pendik Kavakpınar 1 4 Sultanbeyli AkÅŸemsettin 1 4 Sultanbeyli Mecidiye 1 4 Sub Total 9 44 Sultanbeyli Mecidiye 2 12 Tuzla Aydıntepe 2 7 Pendik Kavakpınar 2 6 Unemployed Pendik RamazanoÄŸlu 1 6 Beykoz Bozhane 1 3 Tuzla Aydınlı 1 2 Sub Total 9 36 Tuzla Aydınlı 3 9 Pendik Kavakpınar 2 6 Driver occupations (such Pendik YeniÅŸehir 2 5 as taxi, minibus, and Çayırova Yeni Mahalle 1 5 shuttle drivers) Pendik Kurtköy 1 3 Sultanbeyli AkÅŸemsettin 1 3 Sub Total 10 31 Arnavutköy Ä°mrahor 1 10 Arnavutköy Baklalı 1 5 Livestock Eyüpsultan Çiftalan 1 5 Beykoz Öğümce 1 2 Sub Total 4 22 Sancaktepe PaÅŸaköy 2 6 Sarıyer Gümüşdere 1 1 Daily wage earnings from Tuzla Aydıntepe 1 3 agriculture and other jobs Çayırova Yeni Mahalle 1 4 Sub Total 5 14 Arnavutköy Bolluca 1 5 Daily wage earnings from Gebze Cumhuriyet 1 4 services like cleaning and Sarıyer Demirciköy 1 3 caregiving Tuzla Ä°stasyon 1 3 Sub Total 4 15 Pendik GüllübaÄŸ 1 3 Çekmeköy NiÅŸantepe 1 2 Pendik KurtdoÄŸmuÅŸ 1 2 Family / relative assistance Pendik YeniÅŸehir 1 2 Pendik Kurtköy 1 1 Sub Total 5 10 Pendik YeniÅŸehir 2 5 Pendik Åžeyhli 1 2 Rental income Pendik GüllübaÄŸ 1 1 Sub Total 4 8 Beekeeping Beykoz Cumhuriyet 1 4 Fishing Sarıyer Rumeli Feneri 1 4 Tourism and related Tuzla Ä°stasyon 1 4 activities Pension for age 65 Pendik Sanayi 1 3 Other (Import) Çatalca NakkaÅŸ 1 4 Livelihood source not Tuzla Aydıntepe 1 2 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 150 Total Population in the Main livelihood source Settlement Number of Households Households specified No information / Unknown Çayırova Yeni Mahalle 1 6 Total 802 2,901 In the mukhtar survey conducted across 48 settlements, the three main sources of livelihood in each settlement were inquired about. Regardless of the order in which they were ranked (1st, 2nd, or 3rd), the five most frequently mentioned sources of livelihood (144 responses) are as follows: • Blue-collar employment in ongoing/permanent jobs (31/144) • Pension income from domestic or overseas sources (26/144) • Agriculture (18/144) • Livestock (18/144) • Engagement in commercial activities such as shops, kiosks, workshops, and other enterprises (17/144) The total of these five responses (110) accounts for more than 75% of the overall 144 responses (48 settlements × 3 answers each) (see Figure 4-41). Figure 4-41 Most common livelihood sources, Mukhtar Survey, July 2025, (N:144) Although "begging" was mentioned only once among the sources of livelihood, it was identified as one of the most common sources (as third in Çekmeköy NiÅŸantepe) (see Table 4-47). When “blue-collar employment in ongoing/permanent jobsâ€? is in the first position, it is most frequently reported as “agricultureâ€? in the second position and “livestockâ€? in the third position. The livelihood source that most frequently accompanies the Agriculture-Livestock pair is “Pension income from domestic or overseas sourcesâ€?. In reviewing all results are examined to gether, agriculture was mentioned only once as the primary source of livelihood, while livestock never appeared in the first position. Considering the geographical location of the settlements, fishing and related occupations (such as captaincy) were reflected in very few responses, particularly in the coastal districts of Beykoz and Sarıyer, while there were no responses in this sector in Eyüp. In the household findings, the presence of commercial activities among the top three sources of livelihood showed a similar pattern here, with this activity having the second-highest (following- Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 151 agriculture) proportion among the second most important sources of livelihood. This is particularly noteworthy for industrial areas such as Gebze and Çayırova. Table 4-47 Most common livelihood sources, Mukhtar Survey, July 2025, (N:48) Settlement First Second Third Blue-collar employment in Arnavutköy Boyalık Agriculture Livestock ongoing/permanent jobs Pension income from domestic or Arnavutköy Dursunköy Agriculture Livestock overseas sources Driver occupations (such as Blue-collar employment in Arnavutköy Ä°mrahor taxi, minibus, and shuttle Agriculture ongoing/permanent jobs drivers) Blue-collar employment in Arnavutköy Tayakadın Agriculture Livestock ongoing/permanent jobs Blue-collar employment in Arnavutköy Yassıören Agriculture Livestock ongoing/permanent jobs Blue-collar employment in Permanent employment as a Pension income from domestic Beykoz Ali Bahadır ongoing/permanent jobs civil servant or overseas sources Engagement in commercial Pension income from domestic Beykoz Anadolu Feneri activities such as shops, kiosks, Fishery or overseas sources workshops, and other enterprises Beykoz Bozhane Agriculture Livestock Forestry Blue-collar employment in Pension income from domestic Beykoz Cumhuriyet Tourism and related activities ongoing/permanent jobs or overseas sources Engagement in commercial Blue-collar employment in activities such as shops, Pension income from domestic Beykoz Öğümce ongoing/permanent jobs kiosks, workshops, and other or overseas sources enterprises Pension income from domestic or Beykoz PaÅŸamandıra Agriculture Livestock overseas sources Engagement in commercial Beykoz Poyrazköy activities such as shops, kiosks, Fishery Ship captaincy workshops, and other enterprises Pension income from domestic or Çatalca FerhatpaÅŸa Agriculture Livestock overseas sources Blue-collar employment in Çatalca Ä°zzettin Agriculture Livestock ongoing/permanent jobs Blue-collar employment in Pension income from domestic Çatalca Kaleiçi Agriculture ongoing/permanent jobs or overseas sources Blue-collar employment in Çatalca NakkaÅŸ Agriculture Livestock ongoing/permanent jobs Blue-collar employment in Çekmeköy Hüseyinli Transportation / delivery work Livestock ongoing/permanent jobs Employment in Daily wage earnings from Çekmeköy NiÅŸantepe seasonal/temporary sectors like services like cleaning and Begging construction caregiving Daily wage earnings from Blue-collar employment in Pension income from domestic Çekmeköy Ömerli services like cleaning and ongoing/permanent jobs or overseas sources caregiving Engagement in commercial White-collar employment in activities such as shops, Çekmeköy ReÅŸadiye Rental income permanent positions kiosks, workshops, and other enterprises Pension income from domestic or Eyüpsultan AÄŸaçlı Agriculture Livestock overseas sources Engagement in commercial Blue-collar employment in activities such as shops, Eyüpsultan Çiftalan Unspecified ongoing/permanent jobs kiosks, workshops, and other enterprises Pension income from domestic or Eyüpsultan Işıklar Agriculture Livestock overseas sources Pension income from domestic or Eyüpsultan Ä°hsaniye Livestock Rental income overseas sources Blue-collar employment in White-collar employment in Pension income from domestic Eyüpsultan Odayeri ongoing/permanent jobs permanent positions or overseas sources Pension income from domestic or Pendik Emirli Agriculture Livestock overseas sources Driver occupations (such as taxi, Engagement in commercial Pension income from domestic Pendik GüllübaÄŸ minibus, and shuttle drivers) activities such as shops, or overseas sources Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 152 Settlement First Second Third kiosks, workshops, and other enterprises Blue-collar employment in White-collar employment in Pension income from domestic Pendik Harmandere ongoing/permanent jobs permanent positions or overseas sources Engagement in commercial Blue-collar employment in White-collar employment in activities such as shops, kiosks, Pendik Kavakpınar ongoing/permanent jobs permanent positions workshops, and other enterprises Engagement in commercial Pendik Kurna activities such as shops, kiosks, Agriculture Livestock workshops, and other enterprises Pension income from domestic or Pendik KurtdoÄŸmuÅŸ Agriculture Livestock overseas sources Engagement in commercial Blue-collar employment in activities such as shops, Pension income from domestic Pendik Kurtköy ongoing/permanent jobs kiosks, workshops, and other or overseas sources enterprises Engagement in commercial Blue-collar employment in activities such as shops, Pension income from domestic Pendik Sanayi ongoing/permanent jobs kiosks, workshops, and other or overseas sources enterprises Engagement in commercial Blue-collar employment in White-collar employment in activities such as shops, kiosks, Pendik Åžeyhli ongoing/permanent jobs permanent positions workshops, and other enterprises Blue-collar employment in White-collar employment in Pension income from domestic Pendik YeniÅŸehir ongoing/permanent jobs permanent positions or overseas sources Engagement in commercial Blue-collar employment in activities such as shops, Sancaktepe PaÅŸaköy Unspecified ongoing/permanent jobs kiosks, workshops, and other enterprises Engagement in commercial Blue-collar employment in activities such as shops, Sarıyer Demirciköy Livestock ongoing/permanent jobs kiosks, workshops, and other enterprises Blue-collar employment in White-collar employment in Sarıyer Garipçe Fishery ongoing/permanent jobs permanent positions Driver occupations (such as taxi, Pension income from domestic Sarıyer Gümüşdere Agriculture minibus, and shuttle drivers) or overseas sources Blue-collar employment in White-collar employment in Permanent employment as a Sarıyer Kısırkaya ongoing/permanent jobs permanent positions civil servant Engagement in commercial Employment in Blue-collar employment in activities such as shops, kiosks, Sultanbeyli AkÅŸemsettin seasonal/temporary sectors ongoing/permanent jobs workshops, and other like construction enterprises Employment in Blue-collar employment in Pension income from domestic Sultanbeyli Mecidiye seasonal/temporary sectors ongoing/permanent jobs or overseas sources like construction Blue-collar employment in White-collar employment in Pension income from domestic Tuzla Aydınlı ongoing/permanent jobs permanent positions or overseas sources Engagement in commercial Blue-collar employment in activities such as shops, Tuzla Aydıntepe Shipyard worker ongoing/permanent jobs kiosks, workshops, and other enterprises Engagement in commercial White-collar employment in activities such as shops, Pension income from domestic Tuzla Ä°stasyon permanent positions kiosks, workshops, and other or overseas sources enterprises Blue-collar employment in Çayırova Åžekerpınar Agriculture Livestock ongoing/permanent jobs Engagement in commercial Blue-collar employment in activities such as shops, Pension income from domestic Çayırova Yeni Mahalle ongoing/permanent jobs kiosks, workshops, and other or overseas sources enterprises Employment in Blue-collar employment in Pension income from domestic Gebze Cumhuriyet seasonal/temporary sectors ongoing/permanent jobs or overseas sources like construction Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 153 4.3.5.1 Agriculture In the meetings held with institutions in Çayırova (114), it was stated that the region is primarily an industrial area, and therefore, no significant impact on agriculture is expected. In the meeting with the AFAD, it was mentioned that greenhouse farming is carried out in some villages in the north of Istanbul, but overall, the region is industrially oriented. The Tuzla District Governorate also stated that agricultural activities are limited in the district. In the meeting with Gebze Newspaper, it was noted that there are many greenhouse areas in the region. Pendik Municipality emphasized that agriculture is carried out in the Göçbeyli region, which is near the route, and therefore, more sensitive care should be taken. Beykoz District Governorate stated that agricultural activities, such as vegetable growing and cereal production, are intensively carried out in rural areas within the Beykoz, Åžile, and Çekmeköy triangle. A significant portion of the 45 neighborhoods in Beykoz are designated as forest villages, and it was reported that the majority of the population in these neighborhoods earns its livelihood through agriculture and livestock. Çekmeköy Municipality and Çekmeköy District Governorate emphasized that the project area is agricultural land, although these areas are not as actively used as before. Sancaktepe Municipality stressed that measures must be taken to continue agriculture and livestock, and supporting small-scale agricultural activities in the northern part of Sancaktepe and preserving the region's ecological balance is crucial. Arnavutköy Municipality stated that villagers use the land in the region, but most of it is informal and there is no private ownership. In the meeting with Eyüpsultan District Governorate, it was mentioned that agriculture and livestock are still carried out in a few villages, but due to the decrease in the number of people engaged in these activities, no significant impact is expected within the scope of the project. In the meeting with Istanbul Airport, it was reported that agriculture and livestock activities are still ongoing in Çatalca. Similarly, the Sarıyer District Governorate mentioned that these activities continue in the rural areas of the region. Specifically, livestock farming is conducted in Demirciköy and Kısırkaya, and greenhouse production is carried out in Gümüşdere and Uskumru neighborhoods. In the focus group meeting with the local community of PaÅŸaköy Neighborhood in Sancaktepe, the potential impact of project activities on agricultural lands and pastures was raised as a common concern. In the focus group meeting with the local community of Ali Bahadır Neighborhood in Beykoz, it was emphasized that special efforts should be made for farmers and those engaged in livestock in the region. In the focus group meeting with the local community of Gümüşdere in Sarıyer, it was stated that the project should be carried out in areas where agricultural activities are conducted, with detailed planning beforehand, to prevent any loss of income. In the focus group meeting with the local community of Odayeri Neighborhood in Eyüpsultan, it was highlighted that the population dependent on agriculture and livestock has lost their sources of livelihood. In NakkaÅŸ Neighborhood in Çatalca, it was mentioned that agricultural activities have become more difficult due to the fragmentation of fields and the reduction of agricultural lands, which has also increased economic costs. To ensure the sustainability of agriculture, it was suggested that grievances should be addressed and, if necessary, land allocation from state-owned lands should be made. Additionally, it was emphasized that adequate planning for passageways is necessary for the continuity of agricultural activities. The Istanbul Development Agency stated that the share of agriculture in Istanbul's economy is low, but it is important to preserve agricultural production, especially in the regions of Çatalca and Silivri. The Istanbul Metropolitan Municipality Women's Center emphasized that agriculture and livestock activities are continuing in Arnavutköy district, and these activities, particularly in rural areas, should be taken into account. The Çatalca Women's Cooperative also noted that there are intense agricultural activities in the region and that more care should be taken during the 114 Çayırova Municipality, Çayırova District Governate, Çayırova District Directorate of Agriculture and Forestry, TCDD Ä°zmit Maintenance Directorate, Kocaeli Metropolitan Municipality - Department of Transportation, Kocaeli Governorship, East Marmara Development Agency Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 154 construction and operational phases in this area. In the meeting with the Arnavutköy Disabled Association, it was stated that, after the construction of Istanbul Airport, the drainage of wetland areas near the village has made agriculture and livestock increasingly difficult, and that the process should be handled more sensitively in such projects. Although agricultural activities are limited in some areas along the project route, agriculture and livestock remain the primary source of livelihood for the rural population in districts such as Beykoz, Çekmeköy, Sancaktepe, Arnavutköy, Çatalca, and Sarıyer. The local community is concerned about the decrease in pasture and agricultural lands and the risk posed to their sources of livelihood. This issue must be carefully addressed to preserve the social and economic integrity of rural communities. To ensure the sustainability of agriculture, measures must be taken to protect the livelihoods of the local population. 4.3.5.2 Animal husbandry & grazing activities In the institutional meetings held in Çayırova, it was mentioned that the region is an industrial area and that livestock farming is not practiced. In the meeting with Gebze Newspaper, it was stated that livestock farming is particularly carried out in the Darıca region. In the meeting with the AFAD, it was mentioned that livestock activities exist in the Silivri-Çatalca region, but the area is generally industrially oriented. Tuzla Municipality stated that there are no agricultural or livestock activities in the Tuzla region. Beykoz District Governorate reported that a significant portion of the population in approximately 25 forest villages in the district is engaged in livestock farming, and that livestock farming and beekeeping activities are intensively carried out in rural areas. Pendik Municipality stated that livestock farming is conducted in the northern villages, but since the proportion is low, these activities are not expected to be affected by the project. In the meeting with the Çatalca Municipality, it was stated that there are pasture areas in the project area. In the focus group meeting with the local community in Işıklar Neighborhood of Eyüpsultan, it was emphasized that preserving these areas is important for the sustainability of livestock farming. In the focus group meeting with the local community in AÄŸaçlı Neighborhood of Eyüpsultan, it was stated that livestock farming has almost completely ceased due to previous projects. Similarly, in the meeting held in Odayeri Neighborhood, concerns were raised that villages engaged in livestock farming would be negatively affected by the project, and that these activities might cease. In the meeting in Işıklar Neighborhood, it was emphasized that preserving the pond in the area is crucial to prevent negative impacts on agricultural and livestock activities. The acceleration of industrialization has significant impacts, particularly on agriculture-based activities such as livestock farming in rural areas. As industrial areas expand, the decline of traditional livelihoods such as agriculture and livestock farming has become a major concern for the local people. To ensure the sustainability of these activities, projects must be planned with greater sensitivity, taking into account their environmental effects. Protecting water resources and natural areas is crucial for the continuation of these activities. 4.3.6 Unemployment and local employment According to the ILO, persons in unemployment are defined as all those of working age who were not in employment, carried out activities to seek employment during a specified recent period and were currently available to take up employment given a job opportunity (115). 115 Productivity Ecosystems for Decent Work. Glossary of frequently used terminology. March 2023. https://www.ilo.org/sites/default/files/wcmsp5/groups/public/%40ed_emp/%40emp_ent/documents/publication/wcms_873800.pdf. Access date: August 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 155 In light of the analyses presented by the WB in Türkiye, as of April 2024 (116), wage income - supported by minimum wage increases (30 percent in 2025) and strong labor market performance- is expected to remain the main driving force in poverty reduction. However, due to the high broad unemployment rate and informality, individuals who are unable to access labor markets may not benefit from growth. The youth unemployment data, based on information from WDI, are illustrated in Table 4-48. Table 4-48 Employment figures of Türkiye, WDI, 2024 Indicators Male Female Total Employment to population ratio, 15+ (%) 66.43 32.17 49.17 Employment to population ratio, ages 15-24, (%) 50.76 26.54 38.90 Share of youth not in education, employment or training, (% of youth 15.51 29.74 22.48 population) Unemployment, (% of total labor force) 6.93 11.39 8.45 Unemployment, (% of total labor force ages 15-24) 12.44 21.18 15.57 The Covid-19 pandemic has had a lasting impact on youth unemployment in Türkiye, where rates remain higher than overall unemployment significant disruption in this area as well. Within-country spatial inequalities limit workers’ -especially women’s- ability to transition into better-paying jobs. The number of unemployed persons aged 15 years old and over increased by 52 thousand to 3 million 47 thousand persons in June 2025 compared to the previous month. As the unemployment rate estimated 8.6% with increased by 0.2 percentage point compared to the previous month; it was estimated 7.1% for men and 11.4% for women (117). During the meeting with the Sancaktepe District Governorship, the provision of employment opportunities was identified as one of the positive impacts of the project. Similarly, the local residents of Beykoz Cumhuriyet neighborhood expressed that local employment would have a beneficial effect. Discussions held in Beykoz PaÅŸamandıra neighborhood also anticipate positive impacts of the project particularly in the field of employment, based on past experiences. However, in Eyüpsultan Işıklar neighborhood, it was noted that residents have not sufficiently benefited from promised employment opportunities in previous projects and that commitments were not fulfilled. In this context, the importance of establishing contractual quotas for local employment in projects was emphasized. Additionally, during the meeting with the Mor Çatı Women’s Shelter Foundation, the need to ensure gender balance among those employed during the construction and operation phases of the project was highlighted. While employment opportunities remain an important expectation for the local community, past failures to deliver on promises have increased distrust. This underscores the necessity of planning local employment in a concrete and binding manner within projects. Furthermore, considering gender balance and other social equity dimensions is critical for ensuring social justice and inclusivity. 4.3.6.1 Vulnerable Groups / Households Facing Economic Hardship On the assumption that unemployment and dependence on state-provided social assistance indicate economic hardship, individuals in this group have been considered disadvantaged. This is a pre-existing DVIG situation, independent of the engagement activities, and these individuals are more likely to be adversely affected by the potential economic impacts of the project. In household interviews, the question 'Are there any unemployed individuals in the household?' was asked in order to obtain an approximate picture of unemployment within AoI. 11.72% of the 116 The WB in Türkiye. Country Overview. Economy. https://www.worldbank.org/en/country/turkey/overview. Last update: April 2024. Access date: August 2025. 117 TurkStat. Labour Force Statistics, June 2025. 30.07.2025. Number 54074. https://data.tuik.gov.tr/Bulten/Index?p=Labour-Force- Statistics-June-2025-54074. Access date: August 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 156 802 household heads mentioned that there are unemployed individuals in their households. It has been observed that these figures are consistent with the results for Türkiye. Another finding is that 180 out of 802 households are facing economic difficulties. This indicates that, even when a household has a source of income, it is still insufficient. Of these 180 households, 146 reported that there are no unemployed individuals in the household, yet they are still facing significant economic difficulties. Although no direct findings related to household income were identified during the interviews, 180 out of 802 household heads stated that their households were experiencing significant economic difficulties. In interviews with mukhtars, it was reported that 33 out of 48 settlements have young people facing unemployment. According to the mukhtars118, the number of individuals of working age who are actively seeking employment is 19,272. The settlement with the highest reported number of unemployed individuals (6,000), Tuzla Aydınlı, is also the settlement with the highest number of households dependent on social assistance (10,000). Including the top three settlements standing out under the heading of these DVIG category are as follows (see Table 4-49): Table 4-49 Economic hardship, Mukhtar survey, Mukhtar Survey, July 2025, (N:48) Number of individuals dependent on Settlements Number of unemployed individuals social assistance Tuzla Aydınlı 6,000 10,000 Sultanbeyli Mecidiye 5,000 3,000 Pendik Kavakpınar 3,000 1,000 Tuzla Aydıntepe 500 1,000 Çekmeköy NiÅŸantepe - 800 Pendik Kurtköy 400 450 Gebze Cumhuriyet 1,500 343 Pendik YeniÅŸehir 1,000 200 Çayırova Yeni Mahalle 200 200 Çatalca Kaleiçi 155 200 Sancaktepe PaÅŸaköy 20 100 Pendik GüllübaÄŸ - 100 Beykoz Anadolu Feneri 40 78 Sultanbeyli AkÅŸemsettin 30 60 Pendik Kurna - 60 Arnavutköy Tayakadın 150 50 Çayırova Åžekerpınar 50 50 Çekmeköy Ömerli - 50 Pendik Sanayi - 50 Tuzla Ä°stasyon 100 30 Sarıyer Demirciköy - 25 Beykoz Poyrazköy 50 20 Çekmeköy Hüseyinli 50 20 Eyüpsultan Işıklar 30 20 Arnavutköy Boyalık 23 20 Beykoz Cumhuriyet - 20 118 In Türkiye, social assistance also includes unemployment assistances. These data are monitored by the Social Assistance and Solidarity Foundations, a subsidiary of the Ministry of Family and Social Services operating under the district governorates. Individuals in sensitive situations, such as the unemployed, apply to mukhtars to be registered with these units at the district governorate and to have their circumstances assessed. After the mukhtars forward these applications to the relevant unit at the district governorate, the institution evaluates whether the applicant is eligible to receive social assistance. Based on this evaluation, the applicant either receives the assistance or does not. In summary, like other social assistance requests (e.g., for food, heating, disability, or old-age support), unemployment assistance applications are also communicated to these units via data collected by mukhtars. Therefore, it is assumed that the unemployment data provided by the mukhtars are largely realistic. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 157 Number of individuals dependent on Settlements Number of unemployed individuals social assistance Çatalca NakkaÅŸ 50 15 Pendik Åžeyhli 19 12 Pendik Harmandere 100 10 Eyüpsultan AÄŸaçlı 50 10 Arnavutköy Dursunköy 40 10 Eyüpsultan Odayeri 18 10 Beykoz PaÅŸamandıra 15 10 Sarıyer Kısırkaya 5 10 Beykoz Öğümce - 10 Çatalca Ä°zzettin - 10 Beykoz Bozhane - 6 Pendik KurtdoÄŸmuÅŸ 40 5 Arnavutköy Yassıören - 5 Sarıyer Gümüşdere - 5 Eyüpsultan Çiftalan 8 3 Sarıyer Garipçe 15 2 Beykoz Ali Bahadır 150 1 Çekmeköy ReÅŸadiye - - Eyüpsultan Ä°hsaniye - - Pendik Emirli - - Çatalca FerhatpaÅŸa 400 No information Arnavutköy Ä°mrahor 65 No information 4.3.7 Health As of 2021, 15.1% of the total hospitals in Türkiye are located within the boundaries of Ä°stanbul. According to the 2021 Health Statistics Yearbook, the number of specialist doctors, dentists, and pharmacists per 100,000 people in Ä°stanbul is above the national average, while the number of nurses and midwives is below the national average. The population per Family Medicine Unit in Ä°stanbul is higher than the national average. Additionally, the number of cases per emergency ambulance in Ä°stanbul exceeds the national average number of cases (119). Due to the aging of the population, financial burden on the health system and the proportion of non-communicable diseases in the disease burden are increasing (120). All healthcare institutions intersecting with the AoI refers to the health facilities located in settlements intersecting with the AoI. On the other hand, “other stakeholder health institutionsâ€? refers to the district- and province-level health directorates and units affiliated with the Ministry of Health. Special attention has been given to the health facilities in settlements intersecting with the AoI due to emergencies and other critical considerations. Please refer to Appendix-7.4: The Map of Health Institutions to see all healthcare institutions intersecting with the AoI.with the AoI. It can be assumed that individuals with chronic illnesses may be more severely affected by the potential environmental impacts of the project compared to healthy individuals. Considering diseases such as cancer that require regular treatment and medical check-ups, it will be essential during the construction phase to ensure that these individuals’ access to healthcare facilities is not disrupted by project activities. The healthcare institutions intersecting with the AoI have already been presented within Appendices (see Appendix-7.1: Stakeholder List and Appendix- 7.4:The Map of Health Institutions). 119 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: July 2025. 120 Presidency of the Republic of Türkiye. Presidency of Strategy and Budget. Twelfth Development Plan (2024-2028). https://www.sbb.gov.tr/wp-content/uploads/2025/03/Twelfth-Development-Plan_2024-2028.pdf. Access date: July 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 158 At the household level, the number of households with individuals suffering from chronic illnesses is 264, which represents approximately 32% of the total households which were included in the sampling. The representatives of the 48 settlements that agreed to participate were asked, “What are the most common illnesses (including cancer) in the settlement?â€? Responses showed that representatives from 7 settlements did not mention the presence of any illness. In the remaining settlements, the most frequently reported illnesses were asthma, Chronic obstructive pulmonary disease (COPD), diabetes, heart disease, hypertension, digestive system disorders, rheumatic and other musculoskeletal diseases, as well as respiratory diseases. The neighborhood head of Tuzla Aydıntepe highlighted cases of cancer, asthma, and COPD due to their location near the shipyard area. Among the types of cancer mentioned were breast cancer, thyroid cancer, and lung cancer. Within the scope of the Turkey Chronic Diseases and Risk Factors Prevalence Study, the prevalence of chronic diseases and risk factors was analyzed for 12 NUTS-1 regions. 18% of the participants live in Istanbul, followed by the most developed regions of the country with 14% in the Aegean region, 13% in the Mediterranean region, 10% in Eastern Marmara region. In the data from 2011, no specific or notable chronic disease prevalence was reported for Ä°stanbul121. 4.3.7.1 Vulnerable Groups / Persons with handicaps There are two reasons why persons with disabilities are considered a vulnerable group in relation to the project. The first is that their access to participation activities may be hindered due to physical barriers. Especially in cases where the participation of all rights holders and/or users is highly desirable during land acquisition processes, additional measures will be required to ensure the inclusion of persons with disabilities. The second concern relates to potential traffic impacts during the project’s construction phase, which may further restrict the already limited access opportunities for these individuals. During land acquisition processes, additional measures will be required to ensure the inclusion of persons with disabilities. The second concern relates to potential traffic impacts during the project’s construction phase. Temporary traffic and access arrangements that may be implemented during the construction period have been assessed in terms of their potential to affect users’ mobility and access conditions in a limited and temporary manner, and are not expected to result in significant or permanent impacts at the Project level. The design of stations and other publicly accessible Project facilities has been assessed within the framework of general considerations related to user access and circulation.Out of 802 participants in the household interviews, 66 household representatives responded “yesâ€? to the question, “Are there persons with disabilities in the household?â€? These households constitute approximately 8% of the total households within the AoI. During interviews with mukhtars, 46 out of 48 were able to provide approximate numbers of persons with disabilities residing in their settlements, while 2 stated that they did not have this information. One neighborhood head stated that there are no persons with disabilities in their settlement. Based on the figures provided by the 46 neighborhood heads, the total number of persons with disabilities in settlements intersecting with the AoI is estimated at 4,204. The highest number is in Tuzla Aydınlı with 2,000 persons, followed by Pendik Kavakpınar with 600 persons, and Pendik YeniÅŸehir and Sultanbeyli Mecidiye, each with approximately 500 persons. 121 Türkiye HalkSaÄŸlığı Kurumu, Kronik Hastalıklar, YaÅŸlı SaÄŸlığı ve Özürlüler Daire BaÅŸkanlığı. (2013). Türkiye Kronik Hastalıklar ve Risk Faktörlerinin Sıklığı Çalışması: Temel Bulgular. Ankara: T.C. SaÄŸlık Bakanlığı Yayın No. 909. https://hsgm.saglik.gov.tr/depo/birimler/kronik-hastaliklar-ve-yasli-sagligi- db/Dokumanlar/Raporlar/KRONIK_ARASTIRMA_TEMEL_BULGULAR.pdf. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 159 In accordance with the findings gathered by mukhtar interviews, the total number of persons with disabilities in these four settlements, 3,600, accounts for 86% of the total number of persons with disabilities (4,204) in the settlements intersecting with the AoI. 4.3.8 Education Educational conditions across different geographical levels (NUTS), segmented by gender and age groups, have been established using the 2024 National Education Statistics provided by TurkStat. TurkStat has also offered a set of indicators to define educational levels, categorizing the educational attainment level for individuals aged 6 and above according to the International Standard Classification of Education (2011) Among the population in Türkiye, more females tend to have primary school education only, while males tend to have high school education (122). The average duration of education by province, this rate is 9.3 years in Türkiye. As of 2022, the literacy rate in Ä°stanbul is higher than the national average. From 2012 to 2022, the illiteracy rate in Ä°stanbul has shown a declining trend, regardless of gender, and both for women and men, it is below the national average in Türkiye (123). All educational institutions intersecting with the AoI, along with other stakeholder educational institutions, have been presented in the report (see Appendix-7.1: Stakeholder List and Appendix- 7.3:The Map of Educational Institutions) According to the National Education Statistics, the average years of schooling of the population have increased over time. In 2023, the average years of schooling in Türkiye were 9.3 years overall, 8.6 years for women and 10.1 years for men. In 2023, the proportion of women in the population who had completed at least one level of education was 87.8%, compared to 96.8% for men. In the same year, the proportion of women with a higher education degree (including associate degree, bachelor’s, master’s, and doctoral degrees) was 22.7%, while the corresponding proportion for men was 26.2%124. In the same study, the labor force participation rate was 53.3% overall, 35.8% for women and 71.2% for men. The labor force participation rate of women with higher education degrees was 68.9%. When labor force participation rates are analyzed by educational attainment, it is observed that women’s participation in the labor force increases as their level of education rises. While the labor force participation rate of illiterate women was 13.8%, this rate increased to 68.9% among women with higher education degrees125. In accordance with the Education at a Glance 2025 report prepared by OECD126 in all countries, women starting bachelor’s programmes are more likely than their male peers to successfully complete their tertiary studies within the three years after the theoretical end of their programme. In Türkiye, the gender gap is 11 percentage points (91% for women compared to 80% for men), which is similar to the OECD average of 12 percentage points. 122 TurkStat, National Education Statistics Database, 2022-2023, https://data.tuik.gov.tr/Bulten/Index?p=Ulusal-Egitim-Istatistikleri- 2023-53444, Access date: March 2025. 123 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf. Access date: July 2025. 124 Turkish Statistical Institute (TurkStat). (2025, March 6). Statistics on women, 2024 (Press Release No. 54076). https://data.tuik.gov.tr/Bulten/Index?p=Istatistiklerle-Kadin-2024-54076. Access date: Decenber 2025. 125 Turkish Statistical Institute & UN Women Turkey. (2025). Women in Türkiye: A statistical overview, 2024 (TurkStat report). https://data.tuik.gov.tr/Bulten/Index?p=Istatistiklerle-Kadin-2024-54076. Access date: December 2025. 126 Education at a Glance: Türkiye. OECD Country Report. https://www.oecd.org/en/publications/education-at-a-glance- 2025_1a3543e2-en/turkiye_9648f416-en.html. December 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 160 4.3.8.1 Vulnerable Groups / Illiterates Literacy levels may pose a barrier in stakeholder engagement processes. It is assumed that illiterate individuals may be at a disadvantage when it comes to reading and understanding the documents produced and published related to the project. Therefore, additional measures need to be implemented within the project’s participation activities specifically for illiterate adults. This is especially important in land acquisition-related processes, where the participation of all rights holders and/or users is mandatory, making the inclusion and consideration of illiterate adults particularly critical. Out of 802 household representatives who provided information about their households during the interviews, 41 mentioned the presence of illiterate adults in their households. The proportion of illiterate adults in settlements intersecting with the AoI is approximately 5%. 4.3.9 Cultural identity & language Both in the mukhtar interviews and the household survey, emphasis was placed on cultural identities and the presence of mother tongues other than Turkish. Within the scope of the project, individuals whose mother tongue is other than Turkish are considered disadvantaged. Further details will be provided in the next section. Under the topic of cultural differences, it was learned that in 8 out of 48 settlements, there are places of worship other than mosques. In addition to the more detailed list provided in Appendix- 7.10 Social Services, Technical Infrastructure & Common Areas, it should be noted that among these places of worship are cemevis (Çatalca Kaleiçi, Pendik GüllübaÄŸ, Pendik Kavakpınar, Sultanbeyli AkÅŸemsettin, Tuzla Aydınlı, Tuzla Aydıntepe and Gebze Cumhuriyet) and church (Arnavutköy Yassıören). Although their existence and values can be directly identified through the work of cultural heritage experts, the structures reported by local administrators and their distribution by settlements are presented in Table 4-50. Table 4-50 Religious and culturally significant sites, Mukhtar Survey, July 2025 Settlement Religious and culturally significant sites Arnavutköy Dursunköy Tosun Baba Shrine, Behind the Houses the Tomb of Telli Baba’s Nephews, Stone Bridge, Fountain Arnavutköy Yassıören There is a tomb inside the mosque, there is a tomb within the village Martyr Baba Tomb, Lighthouse dating back to the 1500s, Hamidii First Mosque built by Sultan Mahmud Beykoz Anadolu Feneri II in the 1870s, Mahmud II Fountain Beykoz Bozhane Horasanlı Ä°smail Dede Tomb Beykoz Poyrazköy Poyrazköy Castle, Watchtower, Poyrazköy Central Village Mosque Çatalca Kaleiçi There are many historical buildings Çatalca NakkaÅŸ Historical mosque, NakkaÅŸ Baba Shrine, Historical graves Çekmeköy Hüseyinli Seymenler Cemetery Çekmeköy ReÅŸadiye Tomb of Hünkar Yaveri Mustafa Efendi Eyüpsultan Çiftalan There is Hasan Dede Tomb Eyüpsultan Işıklar Hocapınarı Fountain, Historical cemeteries (graves dating back to the village’s founding) Eyüpsultan Ä°hsaniye Healing water known as "kidney water" was closed by the security forces here Pendik Emirli Shrine, Erendede Tomb Pendik Harmandere Cemetery Pendik Kavakpınar Cemetery Pendik KurtdoÄŸmuÅŸ Kızlar Shrine, Dede Tree, Heating Fountain Sancaktepe PaÅŸaköy Ayazma (baptismal cistern) left by Greeks Sarıyer Demirciköy Historical graves Sarıyer Garipçe Garipçe Castle, Watchtower, Possible historical ruins nearby Our village itself is historical. Our village is an old Greek (Rum) village; there is a church, and it is a Sarıyer Gümüşdere village from the population exchange Sarıyer Kısırkaya Dede’s Grave Tuzla Aydınlı Old mosque, old fountain, Necip Fazıl’s school Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 161 4.3.9.1 Vulnerable Groups / Non-Turkish speakers Both in mukhtar interviews and household surveys, the presence of mother tongues other than Turkish was investigated. At the household level, it was stated that in 71 out of 802 households, members spoke mother tongues other than Turkish. The total household population with different mother tongues is 324, which corresponds to approximately 11% of the total population in the AoI. Among the mentioned foreign languages are local languages such as Kurdish, Zazaki, Arabic, Persian, Bosnian, Pomak, and Turkmen, as well as languages like English, German, French, Spanish, Portuguese, and Russian. The study, conducted in 10 districts of Istanbul and 2 different districts of Kocaeli, has considerable linguistic and cultural diversity. It has been observed that participants occasionally confuse the concepts of “mother tongueâ€? and “language proficiency.â€? Nevertheless, during the course of the project activities, special measures will be necessary when there is a need for foreign language support, especially for local languages. The following table, compiled from data directly provided by representatives of 48 settlements who participated in the mukhtar interviews, highlights the cultural and linguistic diversity in the region. International migration, which is explained in more detail in the population movements section, also plays a significant role. Settlements where no non-Turkish ethnic group or language is mentioned are listed toward the end of this list (see Table 4-49). Table 4-51 Ethnic identities& Non-Turkish speakers, MukhtarSurvey, July 2025 (N: 48) Settlement Ethnic identities Languages other than Turkish Pendik Emirli Afghan Pashto Pendik Kurna Afghan Pashto Eyüpsultan Işıklar Afghan due to commercial enterprises Pashto Çekmeköy Hüseyinli Afghans Pashto (Afghan language) Arnavutköy Ä°mrahor Afghans and Syrians Arabic Çatalca NakkaÅŸ Afghans, Syrians Pashto, Arabic Çekmeköy Ömerli Afghans, Syrians Arabic Balkan migrants, Afghan, Turkmens, Uzbeks Sarıyer Gümüşdere (working in livestock, agriculture, and domestic Macedonian services) Sarıyer Demirciköy Highly ethnically diverse structure None Pendik Kavakpınar Kurds, Syrians, Tajiks, Gypsies Kurdish, Arabic Çekmeköy ReÅŸadiye Laz, French, English Laz, French, English Pendik YeniÅŸehir Migrants (Bulgarian migrants), Arabs Arabic Pendik GüllübaÄŸ Migrants are Syrians Arabic migrants Arnavutköy Boyalık Migrants: a small number of Syrians Syrians speak Arabic Çatalca Kaleiçi Only Turks but migrated from different provinces None Eyüpsultan Odayeri Predominantly Kurds and migrants None Çekmeköy NiÅŸantepe Romans None Arnavutköy Dursunköy Romans, Kurds, Laz Kurdish Tuzla Ä°stasyon Russian (10 people) present None Beykoz Poyrazköy Russian (2 people), Moldovan Russian Çayırova Åžekerpınar Syrian None Çayırova Yeni Mahalle Syrian present None Arnavutköy Tayakadın Syrians, Afghans Arabic, Pashto Pendik Sanayi Syrians, Afghans, Indian, Pakistani Kurdish, Arabic Sultanbeyli Mecidiye Syrians, Afghans, Tajiks, Iranians, Iraqis, Kurds Arabic, Pashto, Farsi, Kurdish Arabic, Pashto (Afghan language), Sultanbeyli AkÅŸemsettin Syrians, Afghans, Uzbeks, Russians Russian Syrians, Palestinians, Iraqis, Afghans, Tuzla Aydıntepe Arabic, Pashto, Russian Moldovans, Azerbaijanis Gebze Cumhuriyet Syrians, Uzbeks, Russians, Koreans (2 families) Kurdish, Arabic There are Afghans and Syrians (they are not Beykoz Cumhuriyet None settled, come for seasonal work) Sarıyer Garipçe Turkmen Turkish (Turkmen) Pendik KurtdoÄŸmuÅŸ Uzbek, Afghan, Iranian Farsi, Pashto Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 162 Settlement Ethnic identities Languages other than Turkish Pendik Harmandere None Kurdish Arnavutköy Yassıören None None Beykoz Ali Bahadır None None Beykoz Anadolu Feneri None None Beykoz Bozhane None None Beykoz Öğümce None None Beykoz PaÅŸamandıra None None Çatalca FerhatpaÅŸa None None Çatalca Ä°zzettin None None Eyüpsultan AÄŸaçlı None None Eyüpsultan Çiftalan None None Eyüpsultan Ä°hsaniye None None Pendik Kurtköy None None Pendik Åžeyhli None None Sancaktepe PaÅŸaköy None None Sarıyer Kısırkaya None None Tuzla Aydınlı None None 4.3.10 Membership in NGOs&CSOs NGOs are primarily professional organizations, such as associations, foundations, or international entities, operating at national or international levels and possessing formal legal status. CSOs, on the other hand, refer to a broader category that includes NGOs. Local associations, cooperatives, professional chambers, and other community initiatives can be categorized under CSOs. Unlike NGOs, CSOs are not required to be professional; in fact, some volunteer-based groups can also be considered CSOs. In Türkiye, the most common CSOs are hometown associations and neighborhood development or community development associations. Both at the household and settlement levels, individuals’ membership in and participation with NGOs&CSOs have been surveyed. Out of 48 neighborhood heads, 25 reported the presence of NGOs in their settlements. The information obtained is also presented in Appendix-7.1: Stakeholder List and Appendix-7.6: The Map of Stakeholders-2: NGOs and Local Media. These NGOs&CSOs generally operate as hometown aid associations and mosque committees. During the desk review, it was found that most of the CSOs identified in official databases (127) have ceased their activities, changed, or been deregistered. As a result, many of the planned meetings with CSOs in the area could not be conducted due to the CSOs no longer existing, having closed down, or relocated. Therefore, contacting NGOs&CSOs and involving them in stakeholder engagement activities during the project implementation phase may prove to be a challenging process. Out of 802 household representatives, only 13 (1.6%) mentioned having NGO&CSO members in their households. These NGOs&CSOs are also presented separately in Appendix 7.1 and 7.6. The activities of these NGOs&CSOs include mosque associations, hometown associations, sports, health, and public benefit organizations such as the Turkish Red Crescent (Kızılay) and the Green Crescent (YeÅŸilay). 4.3.11 Increasing public benefit / interest The responses to the question “What can be done to increase the public benefit of the project?â€? conveyed during the interviews with the mukhtars have been evaluated in this section. The mukhtars have most frequently expressed their views regarding the public benefit as increasing the number of stops and stations. The next most common opinions, also related to the 127 Republic of Türkiye Ministry of Interior Directorate General of Civil Society Relations. Civil Society Information System (DERBÄ°S). https://www.siviltoplum.gov.tr/dernekler-bilgi-sistemi-derbis. Access date: August 2025. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 163 number of stops and stations, concern what is desired to be constructed along the route. At this point, it is expected that the project will be designed more like a passenger transportation project rather than just a freight transportation investment, and accordingly, the locations and number of stops and stations will be increased. Another related issue concerning these matters is the solutions regarding roads and access routes. This has been considered essential for agricultural and livestock activities. To reduce the environmental impacts around the project, the installation of noise barriers and underpasses/overpasses has been proposed, while to mitigate social impacts, increasing employment and the use of public lands have been suggested. According to the village heads, the group expected to benefit the most from the Project consists of the working population. During the household interviews, it was also expressed that the segment engaged in industry, transportation, and commercial activities is expected to benefit significantly from the project. It is also believed that industrialists and logistics company owners will benefit in this regard. The anticipated benefit for the local people has been associated with employment opportunities. It has been emphasized that in order for the local community to truly benefit from the project, stops and stations must be appropriately and adequately located. During the household interviews, when discussing the problems in the settlements, the lack of infrastructure (roads and sewage), deficiencies in municipal services (garbage collection), shortages in social activity areas (for women and youth), problems caused by nearby industrial investments (odor and noise), and security concerns (substance abuse, robbery, theft, etc.) were frequently mentioned. However, the most frequently repeated issue is related to zoning and housing permits. This was strongly emphasized during the mukhtar interviews. Restrictions related to zoning and housing make it difficult to construct buildings and facilities in settlements according to needs. As a result, spaces required by women and youth have not been developed. This highlights an existing issue in the baseline conditions. There are concerns that these problems may be exacerbated by the project. To address this concern, the construction of spaces lacking for women and youth has been considered an activity in the public interest. Zoning and housing issues may become significant enough to amplify the project's impact, especially in residential areas likely to be heavily affected during the land acquisition process. In this context, involuntary physical resettlement effects should be avoided. 4.3.12 Stakeholder engagement In the household-level survey, participants were asked the question, “What is the topic you are most curious about regarding the project?â€? Although responses varied, the main topics of interest were concentrated in the following areas: 1. The number and locations of stops 2. Exact and definitive route information (start and end points) 3. Project start and end dates 4. Noise impacts (during construction and operation) 5. Effects on current technical infrastructure 6. Impact on residences (displacement/relocation) 7. Necessity (feasibility) 8. Whether the project will actually be carried out 9. Impact on port and road transportation 10. The real contribution of the project At the household level, participants were also asked, “Which communication channels do you prefer to be used for project information dissemination?â€? The preferred methods of information dissemination are presented in Table 4-52. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 164 Table 4-52 Opinions about future informative activities, Household Survey, July 2025 (N: 802) Preferred informative action Number % Notification through the mukhtarship / district governorate / governorate 252 31.42 Social media announcements 155 19.33 Information meetings held in the settlement 148 18.45 Face-to-face meetings 58 7.23 SMS 44 5.49 TV, newspaper, and similar communication channels 44 5.49 Large-scale meetings and presentations 38 4.74 Phone calls 20 2.49 No information requested 12 1.50 E-mail 8 1.00 Billboards / posters / banners 8 1.00 No preference 6 0.75 All of the above 4 0.50 None of the above 2 0.25 Researchers 1 0.12 E-Government portal 1 0.12 No information 1 0.12 Total 802 100.00 4.3.13 Land use and land acquisition During the household interviews, representatives were asked various questions under different topics to gain a general understanding of the nature of the lands intersecting with the AoI, their ownership status, usage patterns, and how these areas might be affected by the project. In parallel, similar questions were used during the mukhtar interviews with the aim of establishing a framework for future studies to be carried out in relation to land acquisition processes. However, it should be noted that the individuals participating in these interviews were randomly selected from the local population. In the studies to be carried out after the project is finalized, a full census method will be implemented for each RP separately, covering PAPs whose land is directly affected. The issues related to land acquisition were also examined during 11 focus group meetings held in settlements assumed to have been heavily affected by previous projects. The results of these discussions are largely presented under Section 4.3.12.4. 4.3.13.1 Land use and ownership status by land type To assess the potential impacts that may arise from the project’s land acquisition requirements, certain categories of land types were addressed. These are: (1) Residential areas, (2) Agricultural land, (3) Livestock areas, (4) Grazing areas, and (5) Commercial activity areas. The results obtained from the household interviews are indicated by Table 4-54 and Figure 4-42. According to these figures, the highest proportion of land use within the areas intersecting with the project corridor is in residential and commercial areas. The intersection with agricultural and livestock-related areas is uncertain. Table 4-53 Land use within AoI-Intersecting Settlements, Household Survey, July 2025, (N:802) Residential % Agriculture % Livestock % Grazing % Commercial % Yes 72 8.98 12 1.50 1 0.12 1 0.12 11 1.37 No 730 91.02 790 98.50 801 99.88 801 99.88 791 98.63 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 165 The same questions were also posed during the mukhtar interviews. The results of the mukhtar interviews are presented with Table 4-54 and Figure 4-43. In 48 settlements, the highest land uses are, respectively, commercial areas, residential areas, livestock areas, agricultural lands, and grazing areas. Table 4-54 Land use within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:48) Residential % Agriculture % Livestock % Grazing % Commercial % Yes 24 50.00 19 39.58 21 43.75 18 37.50 26 54.17 No 24 50.00 29 60.42 27 56.25 30 62.50 22 45.83 Figure 4-42 Land use within AoI-Intersecting Settlements, Household Survey, July 2025, (N:802) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 166 Figure 4-43 Land use within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:48) 4.3.13.1.1 Residential areas The total population of the 72 households who stated that they have residences in the areas intersecting with the AoI is 275 people. As can be seen, the districts where residential areas are located are Beykoz, Pendik, Sancaktepe, Sarıyer, Sultanbeyli, and Tuzla. The number of households reporting an intersection with residential areas constitutes 8.98% of the total number of households in the AoI and 9.48% of the total population. The three settlements with the highest level of intersection with residential areas are Pendik Kavakpınar, Tuzla Aydınlı, and Pendik Harmandere (see Table 4-55). Table 4-55 Residential areas within AoI-Intersecting Settlements, Household Survey, July 2025, (N:72/275) Number of % in total % in total population of Settlement % Population % household Household (802) AoI (2,901) Pendik Kavakpınar 23 31.94 2.87 95 34.55 3.27 Tuzla Aydınlı 18 25.00 2.24 55 20.00 1.90 Pendik Harmandere 10 13.89 1.25 45 16.36 1.55 Sultanbeyli Mecidiye 3 4.17 0.37 14 5.09 0.48 Sarıyer Uskumruköy 2 2.78 0.25 12 4.36 0.41 Pendik GüllübaÄŸ 2 2.78 0.25 9 3.27 0.31 Pendik Kurtköy 2 2.78 0.25 9 3.27 0.31 Pendik Emirli 2 2.78 0.25 8 2.91 0.28 Beykoz Poyrazköy 2 2.78 0.25 5 1.82 0.17 Sultanbeyli AkÅŸemsettin 1 1.39 0.12 5 1.82 0.17 Beykoz Ali Bahadır 1 1.39 0.12 4 1.45 0.14 Pendik YeniÅŸehir 1 1.39 0.12 4 1.45 0.14 Sancaktepe PaÅŸaköy 2 2.78 0.25 4 1.45 0.14 Beykoz Öğümce 1 1.39 0.12 2 0.73 0.07 Tuzla Aydıntepe 1 1.39 0.12 2 0.73 0.07 Tuzla Ä°stasyon 1 1.39 0.12 2 0.73 0.07 Total 72 100.00 8.98 275 100.00 9.48 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 167 Household representatives who were interviewed and stated that they own residential areas were asked the question: "In your opinion, how will the project activities affect these structures?" According to the responses received, the general overview of opinions is as follows (see Figure 4-44). Figure 4-44 Opinions regarding residential areas, Household Survey, July 2025 (N:72) During the consultations conducted under household survey and mukhtar survey, it was observed that neither the mukhtars nor the household representatives could provide consistent responses regarding land use and ownership. This situation is related to the uncertainty of the project route. The gaps in this process will be addressed through the census that need to be completed before construction begins. For this reason, the RP preparation process will be important due to the scope of the research. These RP preparatory studies will be critical for the identification of eligible persons and their entitlements. The details of these general responses shaping Figure 4-44 have been compiled especially around the positive and negative opinions. The tendency leading to positive responses in the collected opinions is related to the potential increase in the value of the residences. In the negative opinions, concerns such as the loss of residences stand out, while worries about noise, dust, and pollution have also significantly influenced the negative views. Positive opinions: • I can establish a new residence, but this is a major project that will ease traffic. • Everyone will be positively affected. • The value of our properties will increase. • There may be an increase in property values there. Services will come. • Transportation will become easier. • It passes via a side road. • The project will not be a problem. • There is no problem Negative opinions: • I would have to change my living area in the region. • Many people live here, and it is a quiet place; we will be negatively affected. • It has been difficult to establish life here. • This place is very noisy, and it will be affected as well. • Its demographic and urban structure will change. The transition process will negatively affect the neighborhood. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 168 • Depending on the situation, our house may be affected; the neighborhood’s structure is changing due to urban transformation. If there is more demolition, we will face problems like noise, sound, and dust. • The house is being demolished. • I don’t want the house to be damaged. • My house may be affected; the neighborhood is already chaotic and unorganized, this will completely ruin it. • My house may be lost; we have just settled here, it is newly built. • Demolition of my house is possible. • Our house will be affected; we have nowhere else to go, and there is no zoning permission in the village. • Our house may be lost; we are tenants and finding another place won’t be possible. • A road may pass over our house. • There will be very negative impacts during the construction phase; maybe we will lose our house. • There will be traffic, noise, and dust problems during construction. • Roads will be blocked during construction; maybe it will pass through our house, and we will become homeless. • We do not want to endure construction noise. • We are tenants and it will cause damage. • My property may be affected; during construction we will face many problems. The streets in the neighborhood are narrow, and there will be traffic and parking issues. • There are negative impacts; I am a tradesperson here and our business is already slow. • It will pass near the houses where we live; because of the works, traffic will increase throughout that period, and we will experience noise and dust effects. • I think it will be affected by noise and sound. • Passing through the city center is negative. • There is a possibility of demolition, and it will end the tranquility here, which is negative. • There is already a lot of noise; it negatively affects us at night. All findings related to residential areas obtained from the mukhtar interviews are presented with Table 4-56. The order in the table has been arranged based on the highest number of residences. Table 4-56 Residential areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:24) Households Number relying on Ownership Usage Settlement Expected impact Reason residence these status status residences Pendik There will be no other Individual 2,000 10,000 Negative Private lands Kavakpınar place for people to go. use There will be no new housing sites or other Individual Pendik YeniÅŸehir 150 10,000 Negative Private lands places for people to use move to. Many settlements will be Individual Tuzla Aydıntepe 3,000 5,000 Negative expropriated, dividing Private lands use the neighborhood in two. Sultanbeyli They will be disturbed by Individual 500 2,000 Negative Private lands Mecidiye construction works. use If the project proceeds as Pendik planned, the entire Individual 300 2,000 Negative Private lands Harmandere neighborhood will be use negatively affected. There may be dust and Individual Pendik Åžeyhli 650 650 Negative noise; it is also close to Private lands use Sabiha Gökçen. They will be affected Individual Pendik Sanayi 450 500 Negative throughout the entire Private lands use construction process. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 169 Households Number relying on Ownership Usage Settlement Expected impact Reason residence these status status residences They will be disturbed by Individual Sultanbeyli noise and sound during 60 250 Negative Private lands use AkÅŸemsettin construction and (Tenants) operation phases. They will be affected by Beykoz Individual 100 200 Negative noise during Private lands PaÅŸamandıra use construction. Houses are not being Individual Çatalca NakkaÅŸ 70 150 No impact Private lands expropriated. use They will be disturbed by Çekmeköy construction works, Individual 100 80 Negative Private lands Hüseyinli noise, and use environmental pollution. They may feel discomfort Individual Pendik Kurtköy 5 60 Negative Private lands from construction works. use From the activities during Individual Beykoz Öğümce 50 50 Negative Private lands the construction process. use Çatalca It negatively affects the Individual 40 50 Negative Private lands FerhatpaÅŸa areas to be expropriated. use If expropriation occurs, people will be forced to migrate; there will be negative effects such as Sancaktepe Individual 45 45 Negative noise during Private lands PaÅŸaköy use construction, and harm to the environment and neighborhood during operation. Arnavutköy Individual 40 40 No impact No effect. Private lands Yassıören use Beykoz Anadolu There will be dust and Individual 30 30 Negative Private lands Feneri noise impacts. use Houses are not being Individual Çatalca Ä°zzettin 25 30 No impact Private lands expropriated; no effect. use Beykoz Individual 20 30 Negative Demolition may occur. Private lands Cumhuriyet use People have no other Individual Pendik Emirli 20 30 Negative Private lands place to go. use Beykoz Ali Noise will completely Individual 10 20 Negative Private lands Bahadır affect the residences. use Arnavutköy Because access will be Individual 15 15 Negative Private lands Dursunköy blocked. use A tunnel should be Arnavutköy provided for crossing Individual 10 10 Negative Private lands Tayakadın from one side to the use other. They may be affected Beykoz Individual 5 5 Positive during construction Private lands Poyrazköy use works. 83.33% Negative; 100% 100% Private Total 7,695 31,245 12.50% No impact; Individual lands 4.7% Positive use 4.3.13.1.2 Agricultural areas During household interviews, when asked about the characteristics of the land in areas intersecting with the AoI, a total of 12 household representatives stated that there are agricultural activity areas along the project route. The total population in the 12 households where agricultural activity areas intersect with the project route is 45 people. The ownership and use status of the relevant lands were also inquired, and all household representatives stated that the areas belong to them and are used by them. In response to the question on how the project activities would affect agricultural land, 9 out of 12 households stated that they expected negative impacts. Two households anticipated positive impacts, while one household foresaw no impact. Statements underlying the positive and negative views are presented as direct quotations, indicated by Table Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 170 4-57. The order used in Table 4-57 is arranged in descending order based on the affected population. Negative evaluations of the project in relation to agricultural lands intersecting with the route have also been influenced by experiences from previous projects carried out in the area. More detailed assessments on this matter are provided under Table 4-57 and Table 4-58, area also offers an insight into land acquisition processes. The referenced sections largely contain findings from previous project experiences, drawn from focus group discussions held separately in 11 settlements and from in-depth interviews conducted with other stakeholders. In addition to the impacts of previous projects, concerns about losing a source of livelihood, as well as worries over potential environmental effects of the project—such as dust and pollution— have contributed to the negative views. Although a positive opinion was expressed, adverse impacts from a viaduct construction were also mentioned. As an additional note, among the neighborhoods where households reported that the areas in which they engage in agricultural activities intersect with the project route, only two have had neighborhood status historically (Arnavutköy Dursunköy and Çatalca NakkaÅŸ). Sancaktepe PaÅŸaköy, which had high participation, as well as Beykoz Poyrazköy, Arnavutköy Yassıören, Pendik Emirli, and Sarıyer Gümüşdere, were rural settlements (villages) prior to 2012. In section 4.3.5, where livelihoods in all settlements are examined in detail, 11 households were recorded as identifying agriculture as their main income source. While not all of these households have agricultural activity areas intersecting with the project route. Similarly, not all households reporting an intersection between their agricultural lands and the project route rely primarily on agriculture as their main source of livelihood. However, approximately 60% of the households whose agricultural lands intersect with the project route identify agriculture as their main source of income, while 9% engage in daily agricultural labor specifically (see Table 4-57). All findings related to agricultural areas obtained from the mukhtar interviews are also presented with Table 4-58. The order in the table has been arranged based on the highest number of households who use the intersecting agricultural areas. Table 4-57 Agricultural areas within AoI-Intersecting Settlements, Household Survey, July 2025, (N:12) Number of Main income Settlement Ownership Usage Expected impact Reason Household source Sarıyer Own Self- Construction pollution has 10 Agriculture Negative Gümüşdere property occupied negative impacts In the motorway project, Çatalca Own Self- part of my field was taken; 5 Agriculture Negative NakkaÅŸ property occupied I don’t want it to be taken again. It’s my only source of Own Self- livelihood; it will be Pendik Emirli 4 Agriculture Negative property occupied affected. I can’t make a living from anything else. Engagement in commercial A viaduct passed through; Beykoz activities such as Own Self- it didn’t have a negative 4 Positive PaÅŸamandıra shops, kiosks, property occupied impact, only the noise has workshops, and negative effects. other enterprises Pension income Beykoz Own Self- 4 from domestic or No impact Will not be affected. Poyrazköy property occupied overseas sources Arnavutköy Own Self- It will pass through my 4 Agriculture Negative Dursunköy property occupied land and affect farming. Pension income Beykoz Own Self- 3 from domestic or Positive Its value will increase. Poyrazköy property occupied overseas sources There were problems with Arnavutköy Own Self- 3 Agriculture Negative the land expropriated in Yassıören property occupied 2018. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 171 Number of Main income Settlement Ownership Usage Expected impact Reason Household source Sancaktepe Own Self- Farming is being carried 2 Agriculture Negative PaÅŸaköy property occupied out. Even if my field isn’t taken, Daily wage earnings Sancaktepe Own Self- the construction noise and 2 from agriculture and Negative PaÅŸaköy property occupied dirt will still have an other jobs impact. Pension income Sancaktepe Own Self- 2 from domestic or Negative Pollution. PaÅŸaköy property occupied overseas sources Çatalca Own Self- Agricultural land will be 2 Agriculture Negative NakkaÅŸ property occupied affected. 58.33% Agriculture 25.00% Pension 75.00% Negative 100% own 100% self Total 45 8.33% Daily-wage 16.67% Positive property occupied (agriculture) 8.33% No impact 8.33% Trade Table 4-58 Agricultural areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:19) Households Ownership Settlement relying on Expected impact Reason Usage status status these lands Arnavutköy Their lands will be expropriated, and 200 Negative Private lands Individual use Dursunköy they will lose their livelihoods. Arnavutköy They will be negatively impacted 200 Negative Private lands Individual use Yassıören due to expropriation. Their agricultural production may be Arnavutköy negatively affected during 100 Negative Private lands Individual use Tayakadın construction works; the activities may damage crops. They may be negatively affected Çatalca 100 Negative because their lands will be Private lands Individual use FerhatpaÅŸa expropriated. Their livelihoods will be negatively Çatalca NakkaÅŸ 100 Negative affected, and they will lose land due Private lands Individual use to expropriation. They may be negatively affected Çatalca Ä°zzettin 50 Negative because their lands will be Private lands Individual use expropriated. Beykoz 40 No impact No impact Private lands Individual use PaÅŸamandıra I make a living by farming. Our most Pendik Emirli 40 Negative important source of income will be Private lands Individual use affected. Livelihoods will be negatively Sancaktepe 30 Negative affected; there are no opportunities Private lands Individual use PaÅŸaköy to farm or raise livestock elsewhere. Beykoz Ali There will be dust and noise 20 Negative Private lands Individual use Bahadır impacts. Pendik 20 Negative Livelihoods will be affected. Private lands Individual use KurtdoÄŸmuÅŸ Machine operation, dust effects, and Beykoz 12 Negative access problems to agricultural Private lands Individual use Anadolu Feneri lands may occur. Çekmeköy 10 No impact No impact Private lands Individual use Hüseyinli If this area is designated as a Eyüpsultan protection zone, construction will not 10 Negative Private lands Individual use Işıklar be allowed, thus they will be negatively affected. Arnavutköy 9 Negative Agriculture is actively practiced. Private lands Individual use Boyalık Sarıyer There was a security issue during 9 Negative Private lands Individual use Demirciköy the KMO works. They graze their animals freely; Beykoz 5 Negative animals may be harmed during Private lands Individual use Poyrazköy construction. Beykoz 1 Negative They will be affected by the works. Private lands Individual use Öğümce Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 172 Households Ownership Settlement relying on Expected impact Reason Usage status status these lands Arnavutköy No exact No impact No impact Private lands Individual use Ä°mrahor information 84.21% Negative; 100% Private 100% Total ≈956 15.79% No impact lands Individual use During interviews with the mukhtars, information was sought about the most commonly produced agricultural products in their areas. In addition, agriculture-centered ecosystem services in the settlements have also been taken into consideration. Findings recorded based on the mukhtar responses are presented with Table 4-59. A total of 20 different products are mentioned. In terms of product diversity, both dry farming crops and vegetable production are prominent. Findings related to fruit production are limited. Most settlements stated that they have no connection to agriculture due to being industrial areas. The top five most frequently mentioned products are wheat, vegetables, barley, corn, and sunflower. The prominent ecosystem service activities include the collection of forest products such as mushrooms, chestnuts, bay leaves, linden, and thyme. These are mostly used for household consumption, with limited commercial use. Activities in forest areas have decreased due to restrictions on the use of forest lands. Table 4-59 Most common agricultural products & Ecosystem services, Mukhtar Survey, July 2025, (N:48) Settlement Main agricultural products, if any Ecosystem services, if any Wheat, sunflower, barley, oat, canola, Arnavutköy Boyalık We don’t make a living from it, but we collect them corn Arnavutköy Dursunköy Wheat, sunflower, corn, barley, oat None Arnavutköy Ä°mrahor Wheat Don’t know Mushrooms are generally collected for household Arnavutköy Tayakadın Wheat, barley, corn livelihood Arnavutköy Yassıören Wheat, corn, barley, sunflower, canola None Beykoz Ali Bahadır Vegetables 10 households collect mushrooms; no commercial use Hazelnut, beans, pepper, tomato, Bay leaves are collected and sold; about 2 households Beykoz Anadolu Feneri cabbage do this Wheat, corn, barley, vegetable 30 households collect mushrooms, chestnuts, and Beykoz Bozhane (greenhouse) plants for their own consumption Corn, wheat, vegetable growing Mushrooms are collected for households; part of the Beykoz Cumhuriyet (greenhouse) village has about 50 households 100 households collect mushrooms, firewood, thyme, Beykoz Öğümce Vegetables and other plants for use; not commercial 8 households collect and sell mushrooms, linden, and Beykoz PaÅŸamandıra Tomato, pepper, eggplant rosehip plants Beykoz Poyrazköy Vegetables, kale Chestnuts for household use Çatalca FerhatpaÅŸa Sunflower, wheat None Çatalca Ä°zzettin Wheat, barley, oat, sunflower, corn None Çatalca Kaleiçi Sunflower, wheat, beans, melon We collect firewood and linden Çatalca NakkaÅŸ Wheat, barley, corn, sunflower None Mushrooms, thyme, and linden are collected and Çekmeköy Hüseyinli Vegetables, corn, wheat, oat consumed by households; about 15-20 households collect Mushrooms are collected very rarely, for eating; 1-2 Çekmeköy NiÅŸantepe None families Lettuce, eggplant, tomato, pepper, There are mushroom collectors; some sell them, 1 Çekmeköy Ömerli watermelon household collects Mushrooms, chestnuts, rosehip, cornelian cherry are Çekmeköy ReÅŸadiye None collected for household consumption Mushrooms, linden, rosehip, and thyme are collected; Eyüpsultan AÄŸaçlı Vegetables, fruit, beans most of the village collects for households, but very few (1-2) sell commercially We collect linden and chestnuts; mushrooms are Eyüpsultan Çiftalan No agriculture collected; some sell; outsiders come, village people do not collect Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 173 Settlement Main agricultural products, if any Ecosystem services, if any Mushrooms, bayberries, cornelian cherries, medlar Eyüpsultan Işıklar Vegetables are collected for household consumption We collect mushrooms, but the business does not Eyüpsultan Ä°hsaniye No agriculture allow wood collection; for personal use only Eyüpsultan Odayeri Vegetables Forests are protected; not on our side They sell vegetables; there are greenhouse growers. Mushrooms are collected and used. Yes, we utilize Pendik Emirli Vegetables, barley, wheat them. Some in the neighborhood collect mushrooms and sell them Pendik GüllübaÄŸ None Don’t know Pendik Harmandere No agriculture None Pendik Kavakpınar None None Pendik Kurna Wheat, barley, vegetables None Oat, wheat, vegetables (cucumber, Pendik KurtdoÄŸmuÅŸ The village only sells eggs tomato) Pendik Kurtköy None None Pendik Sanayi None None Pendik Åžeyhli No agriculture, industrial zone None Pendik YeniÅŸehir None None Mushrooms, lavender, bay leaves, and similar plants Sancaktepe PaÅŸaköy Oat, corn, barley, wheat are collected and used for household consumption Sarıyer Demirciköy Vegetables Don’t know Mushrooms, chestnuts, rosehip, and blackberries are Sarıyer Garipçe Vegetables (tomato, beans) collected and consumed at home Vegetables (tomato, cucumber), melon, Sarıyer Gümüşdere We don’t go anymore watermelon Most of the neighborhood collects mushrooms, Sarıyer Kısırkaya None chestnuts, and linden; not for sale but for household use Sultanbeyli AkÅŸemsettin None None Sultanbeyli Mecidiye None None Tuzla Aydınlı None None Tuzla Aydıntepe None None Tuzla Ä°stasyon None None Çayırova Åžekerpınar None None Çayırova Yeni Mahalle None None Gebze Cumhuriyet None None 4.3.13.1.3 Husbandry and grazing areas In household interviews, only one household stated that their livestock areas and grazing lands intersect with the project route. Apart from this household, no intersections were reported in livestock or grazing areas. The household in question (two people) is located in Beykoz Anadolu Feneri, and its main source of livelihood is retirement. The household representative stated that the mentioned areas belong to and are used by them. When asked about the impact of the Project’s activities, they responded, “The train will have a negative impact on me. I will be adversely affected during the construction period,â€? and “We do not want it to pass through there.â€? Of the 48 mukhtars who participated in the interviews, 21 stated that the livestock areas in their settlements, and 18 stated that the grazing areas, overlap with the project route (see Table 4-60 and Table 4-61). Some household representatives commenting on residential and agricultural areas mentioned a few positive impacts, albeit at a low rate. However, no positive opinions were recorded regarding the impacts on either livestock areas or grazing lands. The majority of opinions that assessed the relationship between livestock-related areas and the project negatively focused on issues such as land loss, loss of livelihood, and expropriation. Although some stated that their land intersects with the railway line, there were also people who Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 174 noted that the route remains far from their own land, and therefore they do not expect any impact. Çatalca Ä°zzettin stands out from other settlements both because it has the highest number of users and because its livestock areas are public common property. Although the exact number is unknown, it has been observed that residents of the settlement conduct livestock activities informally in these public common areas. Similar concerns have been raised regarding grazing areas, in parallel with livestock activities. Unlike livestock areas, grazing lands also include public common property lands and treasury lands. Past rural settlements that came up during the discussion of agricultural lands have become more prominent for this activity. Out of 18 settlements, 11 were previously classified as villages. These settlements are; • Arnavutköy Boyalık • Arnavutköy Dursunköy • Beykoz Ali Bahadır • Beykoz Anadolu Feneri • Beykoz Öğümce • Beykoz PaÅŸamandıra • Beykoz Poyrazköy • Eyüpsultan Işıklar • Pendik Emirli • Pendik KurtdoÄŸmuÅŸ • Pendik YeniÅŸehir • Sancaktepe PaÅŸaköy • Sarıyer Demirciköy Table 4-60 Husbandry areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:21) Households Ownership Settlement relying on Expected impact Reason Usage status status these lands Pasture areas will be Çatalca Public common Informal user in the 200 Negative affected; therefore, there Ä°zzettin area settlement will be problems. Çatalca Grazing lands may be 40 Negative Private land Individual use FerhatpaÅŸa expropriated. The railway route passes Çatalca through areas where animal 40 Negative Private land Individual use NakkaÅŸ husbandry is practiced; all will be negatively affected. Livelihoods will be negatively affected; they Sancaktepe have no opportunity to 30 Negative Private land Individual use PaÅŸaköy engage in agriculture and animal husbandry elsewhere. Fences should be built to Arnavutköy 20 Negative prevent animals from being Private land Individual use Tayakadın affected. An important source of Pendik Emirli 20 Negative Private land Individual use livelihood is being affected. They will lose their land, Arnavutköy 15 Negative therefore they will be Private land Individual use Dursunköy negatively affected. Eyüpsultan 14 No impact Not very close. Private land Individual use Çiftalan Beykoz Ali Noise and dust will cause 10 Negative Private land Individual use Bahadır problems for reproduction. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 175 Households Ownership Settlement relying on Expected impact Reason Usage status status these lands Tuzla Their land will be 10 Negative Private land Individual use Aydıntepe expropriated. Sarıyer Noise and security issues; 9 Negative Private land Individual use Demirciköy their animals were stolen. There are 2 households Beykoz engaged in beekeeping; Anadolu 7 Negative Private land Individual use they will be negatively Feneri affected. Pendik 7 Negative Livelihoods will be affected. Private land Individual use KurtdoÄŸmuÅŸ It used to be pastureland but has already lost its status; Arnavutköy 5 Negative now, if expropriation Private land Individual use Boyalık happens, it will be a problem. Arnavutköy They need to provide 5 Negative Private land Individual use Yassıören passage. They may be adversely Beykoz 5 Negative affected by the works— Private land Individual use Öğümce noise, dust, etc. Beykoz 5 No impact None. Private land Individual use PaÅŸamandıra Animals are grazed freely; Beykoz 5 Negative they could be harmed Private land Individual use Poyrazköy during this process. Çekmeköy 5 No impact No impact Private land Individual use Hüseyinli Pendik They will lose their grazing 4 Negative Private land Individual use YeniÅŸehir lands and pastures. Sultanbeyli Livelihood will be negatively 2 Negative Private land Individual use Mecidiye affected. 95.23% Private 85.71% Negative; lands 95.23% Individual use Total ≈458 14.29% No impact 4.77% Public 4.77% informal user common area Table 4-61 Grazing areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:18) Households Ownership Settlement relying on Expected impact Reason Usage status status these lands Çatalca Our entire village grazes Public common Informal user in the 200 Negative Ä°zzettin their animals in that area. area settlement Lands will be expropriated; Çatalca therefore, the railway must 40 Negative Private land Individual use NakkaÅŸ allow passage for both tractors and animals. Çatalca Grazing lands may be 40 Negative Private land Individual use FerhatpaÅŸa expropriated. Livelihoods will be negatively impacted; there Sancaktepe 30 Negative are no opportunities for Private land Individual use PaÅŸaköy agriculture and animal husbandry elsewhere. Beykoz Ali 30 Negative Noise impact, dust impact. Private land Individual use Bahadır Pendik Livelihoods will be 20 Negative Private land Individual use KurtdoÄŸmuÅŸ affected. Arnavutköy 15 Negative They will lose their lands. Private land Individual use Dursunköy Pastures and grazing Pendik Emirli 10 Negative Private land Individual use areas will be impacted. Sarıyer 9 Negative None. Treasury area Individual use Demirciköy Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 176 Households Ownership Settlement relying on Expected impact Reason Usage status status these lands Beykoz Works may block access to Anadolu 7 Negative Private land Individual use grazing areas. Feneri Beykoz 5 No impact No impact. Private land Individual use Öğümce Beykoz 5 No impact None. Private land Individual use PaÅŸamandıra They graze animals freely; Beykoz 5 Negative therefore, animals may be Private land Individual use Poyrazköy harmed. Arnavutköy 5 No impact None. Private land Individual use Boyalık Pendik Grazing lands and 4 Negative Private land Individual use YeniÅŸehir pastures will be affected. With the arrival of the Eyüpsultan railway, they will no longer Public common 3 Negative Individual use Işıklar be able to practice animal area husbandry. Sultanbeyli Alternative grazing areas 2 Negative Private land Individual use Mecidiye will also be affected. Tuzla No No information No information Private land Individual use Aydıntepe information 83.33% Private 83.33% Negative; lands 16.66% No impact 11.11% Public 94.44% Individual use Total ≈430 5.55% No common area 5.56% Informal user information 5.55% Treasury land As an output of livestock activities, the animal products produced by settlement are presented in Table 4-62. Table 4-62 Animal Products, Mukhtar Survey, July 2025 Settlement Animal products Arnavutköy Boyalık Meat and dairy Arnavutköy Dursunköy Milk and dairy products, meat Arnavutköy Ä°mrahor Milk and meat Arnavutköy Tayakadın Milk and sacrificial meat Arnavutköy Yassıören Milk and dairy products, meat, beekeeping Beykoz Ali Bahadır Meat and dairy Beykoz Anadolu Feneri Meat and dairy, fish Beykoz Bozhane Dairy products and meat Beykoz Cumhuriyet Milk and for sacrificial animals Beykoz Öğümce Meat and dairy Beykoz PaÅŸamandıra Meat and dairy Beykoz Poyrazköy Milk and meat, fishing (the largest fleets are here) Çatalca FerhatpaÅŸa Milk and meat livestock Çatalca Ä°zzettin Milk and meat, beekeeping Çatalca Kaleiçi Cattle, sheep, buffalo meat and dairy products Çatalca NakkaÅŸ Milk and dairy products, meat livestock, beekeeping (hobby) Çekmeköy Hüseyinli For milk, for sacrificial meat Çekmeköy Ömerli For sacrificial meat Eyüpsultan AÄŸaçlı Meat and dairy production, beekeeping present, very little fishing Eyüpsultan Çiftalan From milk and meat Eyüpsultan Işıklar Meat and dairy (buffalo and cow), beekeeping present Eyüpsultan Odayeri Buffalo breeding Pendik Kurna Sacrificial livestock Pendik KurtdoÄŸmuÅŸ Livestock for milk production and sacrificial purposes Sancaktepe PaÅŸaköy Livestock for sacrificial feast (meat), milk and dairy products Sarıyer Demirciköy Milk and meat Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 177 Settlement Animal products Sarıyer Garipçe Fishing present, fresh fish Sarıyer Gümüşdere Milk and meat Sarıyer Kısırkaya Milk and meat livestock, beekeeping Sultanbeyli Mecidiye Milk and sacrificial meat Tuzla Aydıntepe Meat livestock 4.3.13.1.4 Commercial areas In settlements intersected by the project route, local representatives were asked whether they own a commercial area crossed by the project corridor. Out of 802 households, 11 responded “yesâ€? to this question. The total number of people in these 11 households is 49. Among other land use types, the highest positive sentiment came from the owners of commercial areas. Similar to the source of positive views received for residential areas, the owners of these commercial areas also see the project as an opportunity for economic revitalization in the region (see Table 4-63). On the other hand, since the project is primarily a freight transportation project rather than passenger transport, there are concerns that it may reduce the local settled population in the area. In this regard, a visibly increased public benefit could help enhance the project's acceptance. Interviews conducted with 48 mukhtars revealed that 26 of them stated the commercial areas in their settlements intersect with the project route. It is estimated that these areas host approximately 1,662 businesses and 17,177 employees. The anticipated impacts on these commercial areas are largely associated with negative consequences such as restricted access routes. The risk of job losses among employees working in these businesses also emerged as a prominent concern. In particular, the fact that a business center located in Tuzla Ä°stasyon Neighborhood directly intersects with the project route was found to be noteworthy and concerning by the participants. The limited positive opinions expressed were driven by the possibility of commercial revitalization. The districts of Pendik and Tuzla may be vulnerable to the impacts of the project in terms of commercial activities. Access restrictions that may arise during the project’s construction works could further increase this vulnerability (see Table 4-64). Table 4-63 Commercial areas within AoI-Intersecting Settlements, Household Survey, July 2025, (N:11) Number of Settlement Expected impact Reason Ownership status Usage status Households It may affect the Pendik Kavakpınar 9 Negative Own property Self occupied workplace Transportation and Tuzla Aydınlı 6 Positive trade of goods will Own property Self occupied become easier Thinks it will not Occupying as Pendik Kavakpınar 6 No impact Self occupied have an impact tenant The area will be Tuzla Aydınlı 4 Positive opened up for more Own property Self occupied use It wouldn’t be a Pendik Kavakpınar 4 Positive problem if the shop Own property Self occupied goes away If there were a metro carrying people, it would be Pendik Harmandere 4 Negative beneficial, but the Own property Self occupied train will greatly reduce the settled population My commercial Pendik Emirli 4 Negative activity may be Own property Self occupied affected Because I don’t Tuzla Aydınlı 3 Positive think the buildings Own property Self occupied will be demolished Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 178 Number of Settlement Expected impact Reason Ownership status Usage status Households The neighborhood Tuzla Aydınlı 3 Positive may become more Own property Self occupied lively Occupying as Pendik Kavakpınar 3 No idea No idea Self occupied tenant The neighborhood Occupying as Pendik Harmandere 3 Positive will become more Self occupied tenant active 54.55% Positive 72.73% Own 27.27%Negative 100% Self Total 49 property 9.09% No impact occupied 27.27% Tenant 9.09% No idea Table 4-64 Commercial areas within AoI-Intersecting Settlements, Mukhtar Survey, July 2025, (N:26) Number of Number Ownership Settlement commercial Expected impact Reason Usage status of worker status structure No No Many places will Tuzla Aydıntepe informatio Negative Private land Individual use information be affected. n People's Pendik 1,000 5,000 Negative livelihoods will be Private land Individual use Kavakpınar affected. Pendik Sanayi 250 4,000 No impact . Private land Individual use All sources of Pendik 150 750 Negative livelihood will be Private land Occupying as tenant Harmandere impacted. Certain businesses will need to be Gebze relocated, 70 2,800 Negative Private land Individual use Cumhuriyet therefore workers will also be negatively affected. Those whose places are Çatalca NakkaÅŸ 30 300 Negative affected will be Private land Individual use negatively impacted. There will be no No impact; Pendik Åžeyhli 23 informatio No impact Private land Individual use everyone's work is n settled. Transportation Sultanbeyli 20 250 Negative routes may be Private land Occupying as tenant AkÅŸemsettin affected. Due to construction Pendik Kurtköy 15 60 Positive works, their Private land Individual use productivity may increase. Because people Sultanbeyli 15 200 Negative earn their living Private land Individual use Mecidiye here. People's livestock Sancaktepe 15 150 Negative farms will be Private land Individual use PaÅŸaköy affected. Beykoz Öğümce 15 100 No impact No impact Private land Individual use Their income will Çekmeköy increase during 10 75 Positive Private land Individual use Ömerli the construction phase. Access roads may be closed; they Çatalca Ä°zzettin 10 30 Negative Private land Individual use may be negatively affected. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 179 Number of Number Ownership Settlement commercial Expected impact Reason Usage status of worker status structure Their passage Çatalca 10 25 Negative may become Private land Individual use FerhatpaÅŸa difficult. During the construction Beykoz period, logistics 5 100 Negative Private land Individual use Cumhuriyet and transportation may be negatively affected. Access barriers Beykoz Ali 5 30 Negative will be Private land Individual use Bahadır experienced. Sarıyer Garipçe 4 35 No impact No impact Private land Occupying as tenant Beykoz 3 20 No impact None. Private land Individual use PaÅŸamandıra There will be No Eyüpsultan liveliness; 3 informatio Positive Private land Individual use Çiftalan employment will n increase. Çekmeköy 2 100 No impact No impact Private land Individual use Hüseyinli They may be Beykoz Anadolu negatively 2 12 Negative Private land Individual use Feneri affected by the works. Sarıyer Livelihoods will be 2 100 Negative Private land Individual use Gümüşdere affected. Their access may Arnavutköy be blocked; 2 30 Negative Private land Individual use Dursunköy livelihoods may be affected. It is a business center where many enterprises are gathered; it Tuzla Ä°stasyon 1 3,000 Negative Private land Individual use may be affected because it is within the coverage area. Beykoz 1 10 No impact No impact Private land Individual use Poyrazköy 88.46% Individual 61.54% Negative 100% use Total 1,662 17,177 26.92% No impact Private 11.54% Occupying 11.54% Positive lands as tenant 4.3.13.2 General evaluation of previous & future expropriation processes In the meeting with the Çayırova District Governorate, it was emphasized that security should be prioritized and that expropriation should not cause any grievances. Similarly, Çekmeköy Municipality, Çekmeköy District Governorate, and Arnavutköy Municipality expressed concerns that expropriations could lead to grievances. The 14th Regional Directorate of the State Hydraulic Works stressed that grievances arising from expropriation should be avoided. In the meeting with Istanbul Airport authorities, it was noted that expropriation along the route could result in negative impacts. In the meeting with the residents of Sancaktepe PaÅŸaköy neighborhood, it was stated that problems were experienced regarding expropriation and expropriation compensation in previous projects in the area, and that similar grievances could occur if this process happens again. Similarly, in the meetings held in Beykoz PaÅŸamandıra neighborhood, concerns were expressed that delays in the expropriation process and problems experienced in previous projects resulted in locals being unable to regain property, raising fears of similar negative impacts in this project as well. In the focus group meeting in Beykoz Ali Bahadır neighborhood, similar concerns were Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 180 voiced. It was mentioned that locals faced economic difficulties due to insufficient expropriation fees and collections. In the meetings in Eyüpsultan Işıklar neighborhood, it was emphasized that there had been grievances related to expropriation fees before, and therefore these processes need to be managed more carefully. In the meetings in Arnavutköy Tayakadın and Çatalca NakkaÅŸ neighborhoods, it was also stated that insufficient fees were paid during the expropriation processes and rights losses occurred. It was noted that in previous projects, these processes resulted in grievances, with fees set too low and ongoing court cases.in previous projects in the area, and that similar grievances could occur if this process happens again. Similarly, in the meetings held in Beykoz PaÅŸamandıra neighborhood, concerns were expressed that delays in the expropriation process and problems experienced in previous projects resulted in locals being unable to regain property, raising fears of similar negative impacts in this project as well. In the focus group meeting in Beykoz Ali Bahadır neighborhood, similar concerns were voiced. It was mentioned that locals faced economic difficulties due to insufficient expropriation fees and collections. In the meetings in Eyüpsultan Işıklar neighborhood, it was emphasized that there had been grievances related to expropriation fees before, and therefore these processes need to be managed more carefully. In the meetings in Arnavutköy Tayakadın and Çatalca NakkaÅŸ neighborhoods, it was also stated that insufficient fees were paid during the expropriation processes and rights losses occurred. It was noted that in previous projects, these processes resulted in grievances, with fees set too low and ongoing court cases. In meetings with the Mor Çatı Women’s Shelter Foundation and the Istanbul Metropolitan Municipality Women’s Center, it was stated that r previous similar projects had encountered problems particularly regarding expropriation and compensation. It was emphasized that transparency should be ensured in expropriation processes and that social benefits must be prioritized. Additionally, it was noted that injustice or insufficient information could lead to social unrest. Ä°stanbul Violence Prevention and Monitoring Center highlighted that expropriation should be kept to a minimum and stressed the importance of protecting green spaces. In summary, recurring grievances in expropriation processes, lack of transparency, and inadequate compensation increase the risk of social distrust and unrest. This situation highlights the importance of protecting the economic and social rights of the local community. 4.3.14 Current Transportation Features HaydarpaÅŸa and Ambarlı Ports, which are among Türkiye’s most important import and export hubs, as well as Ä°stanbul Airport and Sabiha Gökçen Airport, the country’s primary national and international air transport centers, are all located in Ä°stanbul. At the NUTS-2 regional level, Ä°stanbul shares land borders with two regions. To the east lies the TR42 Region, which includes the provinces of Kocaeli, Sakarya, Düzce, Bolu, and Yalova; to the west is the TR21 Region, covering the provinces of TekirdaÄŸ, Edirne, and Kırklareli. Additionally, to the south, the TR41 Region (comprising Bursa, Eskisehir, and Bilecik) and the TR22 Region (including Balıkesir and Çanakkale) are other regions with coastlines along the Sea of Marmara. According to data from the General Directorate of Highways, as of October 2023, 427 km of Türkiye’s total 3,633 km motorway network—accounting for 11.75%—are located within the boundaries of Ä°stanbul. Additionally, 440 km of the total 65,012 km provincial and state road network (0.68%), and 402 km of the total 13,022 km railway network are also within Ä°stanbul. According to TurkStat data, as of 2022, Ä°stanbul is home to 4,940,010 motor vehicles, making up 18.7% of the total 26,482,487 motor vehicles in Türkiye. Furthermore, while the total number of registered automobiles in Türkiye is 14,269,352, 3,328,008 of these—accounting for 23.3%—are registered in Ä°stanbul. As of 2021, the average number of automobiles per 1,000 people was 162 across Türkiye, whereas it was 200 in Ä°stanbul. According to TurkStat data, more than 95 million passengers were transported by air in Ä°stanbul in 2022, accounting for 52% of the total number of passengers carried nationwide. When only Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 181 international flights are considered, this ratio rises to 62%. Ä°stanbul also holds significant potential in maritime passenger transportation. According to data from the MoTI, Ä°stanbul Port served 414 cruise ships and 582,190 cruise passengers in 2011, whereas these figures declined to 180 cruise ships and 252,026 passengers in 2022. To reverse this downward trend in maritime transportation, integrated interventions and the promotion of Galataport on the international stage are necessary. According to the Ä°stanbul Sustainable Urban Mobility Plan, of the 30.3 million daily trips in 2020, 40.5% were made on foot, 27.9% by public transport, 15.7% by work and school shuttles, and 15.9% by private car. The majority of public transport is provided by rubber-wheeled vehicles (minibuses, buses, and metrobus), while only 24.6% of the modal share is made up of rail systems and 1.6% by maritime transport (Ä°BB, 2022). The reduction of greenhouse gas emissions from transportation is prioritized under the Green Deal framework, with a particular focus on sustainable and smart mobility. In this context, a 90% reduction in transport-related emissions by 2050 is targeted (MoTI, EU Sustainable and Smart Mobility Strategy, 2020). According to data from MoEUCC, 93% of COâ‚‚ emissions from transportation originate from road transport, while 4.5% come from air transport, 1.1% from maritime transport, 0.5% from railways, and 0.9% from other modes of transport. The Green Deal Action Plan, under the heading of Sustainable Smart Mobility, and the Ä°stanbul Sustainable Urban Mobility Plan prepared by Ä°MM, envision environmentally sustainable transportation systems. These systems focus on rail and public transport, promote the widespread use of micro-mobility vehicles, and aim to reduce the negative impacts of logistics systems (128). When the strategic plan of the General Directorate of State Railways for the periods 2019-2023 is examined, many goals and targets have been determined for the development of railways. These; • Developing and expanding the national railway network • To ensure that infrastructure operations are maintained in a safe, uninterrupted and • comfortable manner • To ensure safe traffic and station management with effective capacity in the national • railway network • To ensure the integration of railway infrastructure with other transportation systems. In line with 11th Development Plan of the Presidential Strategy and Budget Presidency Ä°stanbul region will be aimed to become an international air cargo, maintenance and transfer center. Ä°stanbul and Sabiha Gökçen Airports will be aimed to become an international air cargo, maintenance & repair and transfer center, the rail connection will be provided between these airports and their integration to the national rail route129. In accordance with 12th Development Plan, as of September 2023, with the commissioning of remaining sections of the Northern Marmara Motorway and motorway projects such as the Ä°stanbul-Izmir Motorway, the total length of motorways has reached 3,633 km, and the total length of divided roads including motorways has reached 29,139 km130. Railways are considered one of the most important links of development in the field of transportation within the scope of sustainable development strategies. In recent years, 128 TR10 Düzey-2 Bölgesi Bölge Planı 2024-2028. Ä°stanbul Development Agency. https://www.istka.org.tr/media/pdf/h4fuFPWyKYFCZ0RkYV9CJVbbtcZwcSKjfWZ4nBUyJuKM7M4EiDTR.pdf 129 Presidency of the Republic of Türkiye. Presidency of Strategy and Budget. Eleventh Development Plan (2019-2023). https://www.sbb.gov.tr/wp-content/uploads/2022/07/Eleventh_Development_Plan_2019-2023.pdf 130 Presidency of the Republic of Türkiye. Presidency of Strategy and Budget. Twelfth Development Plan (2024-2028). https://www.sbb.gov.tr/wp-content/uploads/2025/03/Twelfth-Development-Plan_2024-2028.pdf. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 182 accessibility of railway investments has been considered important among transportation investments in Türkiye. 4.3.14.1 General evaluation of current &future transportation condition Çayırova Municipality has stated that the use of rail transportation will provide benefits in terms of cost reduction, traffic alleviation, and air pollution control. Similarly, in discussions with the Çayırova District Governorship, it was emphasized that the Gebze region, especially with its 9 Organized Industrial Zones in Çayırova, is an important hub for manufacturing and logistics in Turkey. Increasing traffic and heavy vehicle density are identified as the region's main issues. It was highlighted that rail transportation would reduce costs and traffic, while strengthening connectivity between the two airports. The inclusion of passenger transportation and the integration of stations with OIZs are expected to enhance the project's benefits. The Çayırova District Directorate of Agriculture and Forestry pointed out that establishing a station in Çayırova would improve local access to Istanbul and the airports, making the area more attractive. Direct connections to the airport are expected to reduce transportation difficulties. The project's dual focus on both passenger and freight transport is expected to reduce traffic congestion, improve accessibility, and provide both economic and social benefits to the region. The Ä°zmit Maintenance Directorate of Turkish State Railway (TCDD) emphasized the project’s importance for intercontinental transit and freight transport, as well as its potential to reduce traffic and air pollution. Similarly, the Kocaeli Metropolitan Municipality discussed how the project would ease traffic by reducing heavy vehicle congestion. The meeting with the East Marmara Development Agency underscored that the project will improve logistics efficiency by providing fast, secure, and low-cost connections between OIZs and ports. In meetings with AFAD, it was mentioned that the project will ease the entry and exit to Istanbul, thus reducing traffic congestion. It was also stated that Sabiha Gökçen Airport could be integrated with Istanbul Airport, as it will serve as a base during disaster situations. The Istanbul Provincial Directorate of Disaster and Emergency Management highlighted the transportation advantages of the rail connection. The need to review the train passage over the bridge in terms of earthquake safety was emphasized. During talks with the Sabiha Gökçen Airport Authority, it was noted that the project, passing through the north, will contribute to logistics and cargo transport, solve traffic issues by providing a crossing to the Gulf, and reduce costs. However, it was stressed that underground construction should not be allowed in strategically sensitive areas beneath the runways, and tunnel excavation should be avoided due to concerns regarding soil liquefaction and vibrations. The Istanbul Metropolitan Municipality stated that the project could provide benefits in terms of energy and transportation, with the potential for integration of rail systems for logistics purposes. Furthermore, it was evaluated that integrating rail system projects with Hızray and other public transportation systems would enhance transportation efficiency. In discussions with other institutions in Istanbul131, it was emphasized that the project would reduce heavy vehicle traffic, strengthen transportation infrastructure, improve logistics capabilities, stimulate the regional economy, and consequently increase employment. In a meeting with the TCDD 1st Regional Directorate, it was highlighted that the project’s integration with Sabiha Gökçen and Istanbul Airports, linking them to Trakya, would be crucial. Similarly, the DSÄ° 14th Regional Directorate expressed support for the project and stressed the importance of further integrating passenger transportation. Pendik Cultural Arts and Sports Club stated that the project would contribute to improving the current transportation conditions, especially by reducing transportation issues through passenger transport. In FGDs with the local communities132, it was highlighted that previous projects had caused negative impacts, and transportation problems arising from these 131 Tuzla District Governorship, Tuzla Municipality, Pendik Municipality, Çekmeköy Municipality, Çekmeköy District Governorship, Sancaktepe Municipality, Sancaktepe District Governorship, Arnavutköy Municipality, Çatalca Municipality, Eyüpsultan District Governorship, Sarıyer District Governorship, Beykoz District Governorship, Beykoz Municipality 132 Sarıyer Uskumruköy Neighborhood, Sarıyer Gümüşdere Neighborhood, Eyüpsultan AÄŸaçlı Neighborhood, Eyüpsultan Oday eri Neighborhood, Eyüpsultan Işıklar Neighborhood, Arnavutköy Tayakadın Neighborhood Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 183 projects persist. There were calls for the construction of underpasses and fences for safety reasons. Tünaydın Newspaper noted that the project would positively impact traffic in the region and suggested increasing the number of passenger stations to enhance its benefits. The Istanbul Development Agency emphasized the importance of green transformation in logistics and disaster logistics planning, stating that traffic load could be reduced through integration with sea, air, and other transport lines. Similarly, the Istanbul Metropolitan Municipality Women’s Center, Çatalca Women’s Cooperative, and the Arnavutköy Disabled Association all indicated that the project would have positive effects on transportation and logistics. This project has the potential to improve the quality of life for the local residents by enhancing transportation and reducing traffic congestion. Additionally, increased logistical efficiency and support for employment will contribute to regional economic development. However, the negative impacts and transportation issues stemming from previous projects have raised the public's expectations regarding safety and infrastructure. Therefore, the project should be planned with consideration of both its environmental and social impacts. 4.3.15 Evaluation of previous projects Beykoz Municipality has stated that similar projects in the past have caused issues with noise and vibrations, emphasizing the necessity of taking appropriate measures to address these problems. In a meeting with the local people of Eyüpsultan AÄŸaçlı, it was shared that previous projects had led to the near extinction of livestock farming, deforestation, dumping of debris into the sea, and environmental pollution. Additionally, the passage of excavation trucks through the village has been reported to have made transportation difficult and caused damage to the roads. It has been reported that emergency service vehicles, such as ambulances, have had difficulty reaching the village. Additionally, restricted sea access and the inability for the local population to access the sea were highlighted. In FGDs with the local people of Eyüpsultan Odayeri, it was emphasized that previous projects did not benefit neighboring villages; these projects primarily served large infrastructure initiatives and brought no positive outcomes to rural settlements, only causing harm. However, it was noted that such projects did create employment opportunities. The residents of Eyüpsultan Işıklar village expressed their concerns about past negative impacts, including unfulfilled employment promises, and stated that they do not want to experience similar hardships again. Moreover, they pointed out an 80% decline in livestock farming and grazing land due to the restrictions. In Arnavutköy Tayakadın village, while some negative impacts were acknowledged from previous projects, it was noted that they brought partial value to the neighborhood, especially in terms of service sectors. Furthermore, issues in the land expropriation and rights loss processes were raised. In Çatalca NakkaÅŸ village, discussions highlighted that explosions during projects caused tremors and noise pollution, and similar issues with land expropriation were mentioned. Finally, in Beykoz Ali Bahadır village, problems with compensation amounts during the expropriation process were also reported. Previous projects have had significant environmental, economic, and social impacts on the local people. Issues such as noise, vibration, and environmental pollution have negatively affected the quality of life. Expropriation processes and loss of rights have undermined the sense of social justice and security, leading to public grievances. Overall, these projects have restricted the living spaces of the local people and caused problems such as environmental degradation and transportation difficulties. 4.3.15.1 Concerns and suggestions about environmental impacts In the meeting with the Çayırova District Governorate, it was projected that considering the intense industrial and logistics activities in the Gebze region, including Çayırova, the project would contribute to the industry by reducing transportation costs and truck traffic, while also decreasing traffic congestion and air pollution. In the meeting with the Kocaeli Metropolitan Municipality, it was pointed out that issues such as air pollution and traffic caused by industrialization in Kocaeli already exist, and the project might not be beneficial to the public, potentially leading to negative Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 184 effects by increasing heavy vehicle traffic. The Pendik District Governorate noted that negative impacts such as noise and environmental pollution might occur during the construction process. During the meeting with the East Marmara Development Agency, concerns were raised about the impacts on forest destruction and water basins, as the route passes through northern areas with forests and water resources. It was emphasized that the projects should be planned in a way that avoids damage to these areas, coordination with the Forestry Directorate should be ensured, and watershed protection plans should be taken into account. Sancaktepe Municipality emphasized that, since the project passes through the northeastern districts with dense green areas, environmental degradation must be avoided, and care should be taken not to harm the environment. Similarly, in the meeting with the Sancaktepe District Governorate, it was reported that negative impacts such as noise, dust, environmental pollution, damage to agricultural and natural habitats, effects on existing infrastructure, and social unrest due to expropriation might occur during the project process. Additionally, it was highlighted that since the project route passes through environmentally and socially sensitive areas such as forests, water basins, natural conservation areas, and densely populated regions, these values must be taken into account during the planning process. In the meeting with the Beykoz District Governorate, it was emphasized that the project might cause various problems related to noise and natural habitats, and that the local community in the villages is resistant to interventions in their natural living areas, thus requiring careful communication. Furthermore, it was stated that agricultural directorates, municipalities, and other public institutions should actively participate in the process. In the meeting with the DSÄ° 14th Regional Directorate, it was emphasized that the project route could affect many existing, under-construction, and planned dams, particularly the Ömerli, Alibey, Büyükçekmece, Sungurlu, Osmangazi, Kabakoz, and Hamzalı Dams, and that the protection of water basins is crucial. Therefore, it was stated that compliance with the Water Basin Protection Regulation and DSÄ° criteria is essential, and decisions regarding stream crossings, floodplains, and agricultural lands should be made in coordination with the relevant institutions. In the meeting with the Eyüpsultan District Governorate, it was noted that some areas in the district have environmentally sensitive features such as forest areas, water basins, and natural conservation areas. In the meeting with the Sarıyer District Governorate, it was emphasized that no tree cutting should occur in the northern forests. In the meeting with the Tünaydın Newspaper, it was stressed that particular attention should be paid to the forest areas in Çatalca and Beykoz, as well as to the Ömerli Dam. In the meeting with the Ömerli Cultural Heritage Protection and Preservation Association, it was stated that if no precautions are taken in the context of previously completed projects, ecological life could be adversely affected. In this regard, it was emphasized that the installation of fences and wires along the railway tracks is necessary to mitigate negative impacts and potential risks. The Environmental Organizations Solidarity Association highlighted that if sensitivity towards ecological balance and nature is not maintained, irreversible consequences could arise. In the meeting with Istanbul Metropolitan Municipality, the possibility of expanding the residential area towards the north was emphasized, with the warning that any route passing through the natural areas in the north could lead to irreversible consequences. Therefore, it was suggested that the route should pass through areas that are particularly non-forested, not used for agriculture, and ecologically less sensitive. Additionally, it was pointed out that agriculture and livestock activities are ongoing in the regions of Eyüp, Çatalca, Silivri, and Åžile, and that urbanization pressure in these areas should not increase. The route should not overlap with critical ecological assets of Istanbul, such as the northern forests and water basins, as the protection of these areas is considered a strategic priority for the city. During the meeting with the Istanbul Provincial Disaster and Emergency Management Directorate, it was mentioned that blasting and noise problems could create disadvantages. The Istanbul Development Agency stressed that it is essential to ensure agricultural and natural living areas are not harmed. Çatalca Women's Cooperative, Arnavutköy Disabled Association, and Giresun Provincial and Districts Solidarity Association all expressed concerns that project activities could threaten nature and ecological life. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 185 In the focus group meeting with the local community of Sancaktepe PaÅŸaköy, concerns were raised that impacts such as noise, ground vibrations, and environmental pollution would affect daily life. Another major concern was the direct exposure of the northern forests to construction activities. In the meeting with the local community of Beykoz Ali Bahadır, concerns were also voiced regarding the negative impact on ecological life and nature. According to the information shared, due to the destruction of much of the region’s forests by previous projects, unfamiliar wild animals have been spotted, which poses a threat to both natural life and daily activities. In Sarıyer Uskumruköy, the local community stated that the project could have negative impacts on nature and livelihood, and during the construction process, noise pollution could become a significant issue. Additionally, they emphasized the importance of choosing regionally suitable tree species (such as oak and chestnut) for reforestation and highlighted the need for sensitivity to environmental impacts. In discussions with the local community of Sarıyer Gümüşdere, it was stated that no significant environmental impact was expected from the project. However, they emphasized the need for animal crossing bridges to protect the migratory paths of wild animals living in the forest. The local community of Eyüpsultan AÄŸaçlı expressed concerns about the potential impact of excavation on lakes and natural areas, particularly regarding the effects on water bodies. The local community of Eyüpsultan Odayeri pointed out the necessity of constructing noise barriers to prevent noise pollution during construction. They also noted that the intensity of excavation truck traffic should be considered, as it could increase traffic and environmental pollution risks. The local community of Eyüpsultan Işıklar highlighted the importance of protecting the only pond used for fire-fighting purposes and requested the construction of animal crossing bridges to preserve natural life. Similarly, the local community of Arnavutköy Tayakadın expressed concerns about the potential negative environmental and forest-related impacts of the project. Concerns about environmental impacts and potential threats to ecological balance have been raised during the consultations regarding the project. Specifically, the effects on forests, water basins, agricultural lands, and wildlife have been highlighted. Local communities have expressed worries about noise, dust, air pollution, and the destruction of natural habitats during the construction phase. Additionally, it has been emphasized that the destruction of forests in some areas has led to the displacement of wildlife, threatening daily life. It has been repeatedly stressed that the project route should be carefully chosen, avoiding ecologically sensitive areas and ensuring the protection of natural resources. In this process, a more careful planning approach and continuous communication with local communities are crucial to maintaining ecological balance. Based on the findings obtained from the consultations conducted to date, a Frequently Asked Questions (FAQ) list will be prepared, and the responses will be shared with stakeholders as part of the planned stakeholder engagement activities. Where timing permits, the D&B contractor will also be invited to participate in the meetings. The findings emerging from these meetings will additionally be shared with the D&B contractor to ensure that the concerns raised are duly reviewed and considered. Relevant revisions will be primarily reflected under Section 4.13.12, without being limited to this section. 4.3.16 Cultural Heritage The ESIA studies for the identification, assessment and management of the potential Project impacts on the cultural heritage assets have been performed by REGIO Cultural Heritage Management Consultancy (“REGIOâ€?) within the cultural heritage study area. The cultural heritage study area was defined as the Project route and a 400-meter impact corridor, based on the potential direct physical impacts of construction activities. The study area does not include auxiliary or ancillary facilities such as worker camps, soil disposal sites, or other temporary construction-related areas. These areas will be addressed separately, where applicable, through site-specific assessments and management measures. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 186 Impact mitigation for potential cultural heritage sites and elements within the defined project impact area is addressed through the Cultural Heritage Management Plan included in the ESMP. The Project area is located in a geographical setting that has historically been suitable for human settlement due to the presence of natural resources, such as water resources and proximity to agricultural areas. Therefore, there is a possibility that tangible cultural heritage assets, including chance finds that are currently buried or undocumented, may exist within the Project area or its close vicinity and may be identified through advanced investigation methods or uncovered during construction. Accordingly, all construction activities will be carried out in compliance with the Cultural Heritage Management Plan and the Chance Finds Procedure. Within this scope, a walkover survey was conducted along the Project route between 22 and 25 May 2025 to identify visible cultural heritage features. As a result of desktop studies and field surveys, a total of 51 registered and unregistered cultural heritage sites/assets were identified within the Project route and the 400-meter impact corridor. The cultural heritage impact assessment studies were conducted by a team of qualified experts (Senior Archaeologist Serkan Akdemir, MA., Senior Archaeologist H. UÄŸur DaÄŸ, PhD.). A walkover survey along the project route and its’ impact areas was conducted between 22 and 25 May 2025 in order to gather field data on the location and features of the tangible and intangible cultural heritage elements. The field studies for the “intangible cultural heritageâ€? were carried out using the "qualitative interview technique" with individuals who are knowledgeable about the history and geography of the region, who value those areas, and who know, live, sustain and transfer the intangible cultural elements in those areas. In this research method, face-to-face interviews were conducted with representatives of the local people and the data on intangible cultural heritage elements were collected. 4.3.16.1 Desktop Studies Findings 4.3.16.1.1 Tangible Cultural Heritage The route of the “İstanbul North Railway Crossing Projectâ€?, including its connection roads, traverses a region that has witnessed nearly every historical period of Anatolia. Due to intense migration, rapid and unplanned urban development, and the presence of large-scale industrial zones, combined with the limited number of cultural inventory studies conducted in the area, the exact locations, quantity, and current condition of archaeological and immovable cultural assets remain largely unknown. As part of the archaeological and cultural impact assessment efforts, a comprehensive study of the historical geography of the project route and its surroundings was carried out through literature reviews and archival research. According to ancient sources, the project route lies within a geographical area that encompasses two distinct historical regions. The eastern side of the Bosporus was known as "Bithynia," while the western side was referred to as "Thrace." The Bosporus itself served as the boundary between these regions. Accordingly, the historical context of the project route has been evaluated based on these ancient geographical distinctions. Accordingly, the historical background of the project route and impact areas was analysed within the framework of ancient regional definitions. Bithynia Region: The ancient Bithynia region covered Anatolian side of Ä°stanbul, the provinces of Kocaeli, Yalova, Sakarya, Düzce and Bolu and greater parts of the provinces of Bartın, Zonguldak and Bursa. Kocaeli is located in the centre of the Bithynia region. In the ancient sources, the borders of Bithynia are defined as the Bosporus and the Marmara Sea (Propontis) in the west, Black Sea (Pontus Euxinus) in the north, Bartın Stream (Parthenius) in the east and Orhaneli River Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 187 (Rhyndacus) in the south (133). The region was named after “Bithyni Tribeâ€? of Thracian origin, which left the Thrace in order to escape from the Scythians and took shelter in Anatolia (134). The Asia side (Project Section 1 and Part of Project Section 2 (135) of the INRAIL Project are located within the borders of Bithynia Region. Evidence of the Palaeolithic and subsequently the Mesolithic (or Epi-Palaeolithic) periods in the region has been identified at several sites, including Parganlı-Kerpe and Kefken-Cebeci in Kandıra (Kocaeli), Ä°bonun Rampası in Akköy (Yalova), Çallıca in Çınarcık (Yalova), İçerenköy in Kadıköy (Ä°stanbul), Göksu in Dudullu (Ãœmraniye, Ä°stanbul), Hacet Creek in Pendik (Ä°stanbul), Fikirtepe in Kadıköy (Ä°stanbul), Domalı-Alaçalı in Åžile (Ä°stanbul), AÄŸadere and DaÄŸazlı 1st and 2nd localities in Kaynarca (Sakarya), as well as the Ayıyatağı site in the same district. These settlements have yielded findings such as stone hand axes and flaked tools (136). Currently, evidence of the Neolithic Period is primarily concentrated along the coastline bordering the Marmara Sea and in the vicinity of Lake Ä°znik (137). The settlements of Fikirtepe, Pendik- Temenye, and Tuzla, recently linked to the European side of Ä°stanbul through Neolithic discoveries unearthed during the Marmaray construction, represent distinctive, marine-oriented local cultures with unique characteristics. Conversely, although there are indications of interaction, the Neolithic communities around Lake Ä°znik appear to have developed a distinct cultural identity, separate from other contemporary civilizations. Traces of Neolithic occupation in the broader region have been documented at several sites, including Dudullu (Ãœmraniye, Ä°stanbul), İçerenköy and Fikirtepe (Kadıköy, Ä°stanbul), Tuzla and Temenye (Ä°stanbul), Göztepe (Yalova), Ilıpınar (Orhangazi, Bursa), Yüğücek (Ä°znik), Barcın Höyük and Marmarcık (YeniÅŸehir, Bursa), MenteÅŸe (YeniÅŸehir, Bursa), and Tepetarla (Kartepe, Kocaeli). Although limited, artifacts from the Chalcolithic Period and the Early Bronze Age have also been discovered in the region, with the majority of these finds concentrated around Lake Ä°znik. Additional material evidence from these periods has been unearthed in excavations near Karamürsel (Kocaeli) and Geyve (Sakarya). Specifically, Ilıpınar (Orhangazi, Bursa) has yielded significant Chalcolithic remains, while traces of the Early Bronze Age have been identified at the Elmabahçesi site in Taraklı District, Sakarya. Although limited in number, artifacts dated to the Chalcolithic Period and the Early Bronze Age have been identified within the region. The majority of these findings have been concentrated in the vicinity of Lake Ä°znik. In addition to the settlements surrounding the lake, material remains from these periods have also been unearthed during excavations conducted near Karamürsel (Kocaeli) and Geyve (Sakarya). Notably, Chalcolithic traces have been identified at the Ilıpınar site in Orhangazi (Bursa), while Early Bronze Age evidence has been discovered in the Elmabahçesi locality of Taraklı District (Sakarya) (138). Between 1200 and 700 BCE, the region was inhabited by Thracian tribes. Up until the 7th century BCE, it was annexed by the Lydian Kingdom, before coming under Persian rule around 513 BCE. Following the defeat of the Persian army by Alexander the Great near the Granicus River (modern-day Biga River) in 334 BCE, the region gained its independence by 326 BCE. Several ancient cities of considerable importance were located within the region, including: Chalcedon (Kadıköy), Chrysopolis (Ãœsküdar), Lybissa (Diliskelesi), Dacibyza (Gebze), Nicomedia (Ä°zmit), Kalpe (Kerpe), Olbia (BaÅŸiskele), Astacos (Gölcük), Prainetos (Karamürsel), Pylai- 133 Beksaç 2015: 41-45 134 Güçlü 2007:3 135 Starts from Km.38+330, passes YSS Bridge, and ends about 12 km before Istanbul Airport. The length is 40.802 km. 136 TAY I 137 Beksaç 2015:43 138 TAY II Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 188 Strobilos (Çiftlikköy/Karakilise), Drepanon (Hersek), Chios–Prusias ad Mare (Gemlik), Apameia/Myrleia (Mudanya), Prusa ad Olympium (Bursa), Helicore–Nicaea (Ä°znik), Prusias ad Hypium (Konuralp), Bithynion–Claudiopolis (Bolu), Dia–Diospolis (Akçakoca), Teion–Tieion–Tion (Filyos/Hisarönü), Heraclea Pontica (EreÄŸli), Otroia (YeniÅŸehir), Modrene (Mudurnu), Malagina (Mekece), Agrilion (Bilecik), and Kabaia (Geyve). Due to its strategic location near major trade routes, its fertile agricultural lands, abundant freshwater resources, and harbours that facilitated maritime commerce, the region has been continuously and densely inhabited since antiquity. Among the most significant freshwater sources in the area are the Sangarios (Sakarya River), Aisepos (Gönen Stream), Hypios (Melen Stream), Makestos (Susurluk–Simav Stream), Parthenios (Bartın Stream), Siberis (AladaÄŸ Stream), Psillis (AÄŸva), Kalpas (possibly the Anadere Stream near Kefken), Lykos–Rhyndakos (Orhaneli Stream), Rhebas (Riva), Kaleks (Gülünç Stream), Billaios (Filyos Stream), Artanos (Hiciz Creek), Askania (Lake Ä°znik), Sophon/Sunensis (Lake Sapanca), and Apolyont (Lake Ulubat). Prominent elevations in the region include Olympos of Mysia (UludaÄŸ), Astacus (Samanlı Mountains), and Sophon (Kartepe). Beyond settlements, the region also contains remains of Roman infrastructure such as road networks, bridges, defensive outposts, fortifications, and harbors, dating to the period following its annexation into the Roman Empire in 74 BCE. A notable example is the “Roman Roadâ€? located near YaÄŸcılar Village in Kandıra District (Kocaeli). In the 6th century CE, during the reign of Byzantine Emperor Justinian I (527–565), substantial development took place in Sakarya and its surroundings. One of the most remarkable architectural works from this period is the Justinian Bridge, located in Karaaptiler Village (Sakarya), constructed across the Sangarios (Sakarya River). Additionally, fortified structures were built in strategically important locations during this time, including Çobankale (Geyve, Sakarya), PaÅŸalar (Pamukova, Adapazarı), and Mekece (Pamukova, Adapazarı), reflecting the 139 military and administrative significance of the region during the Byzantine period ( ). Located approximately 1 km from the project's starting point, DeÄŸirmenaltı Church is a significant archaeological site dating back to the Byzantine period. As a result of recent archaeological 140 excavations, important findings belonging to this period have been obtained ( ). The region, under Byzantine rule from the 5th to the 11th centuries, was conquered by the Anatolian Seljuk State in 1078. By 1354, the entire area, except for Constantinople (Ä°stanbul), had come under Ottoman control. One of the most significant settlements in the historical Bithynia region has been Ä°zmit (Kocaeli). Thanks to its strategic geographic position, natural harbour (Ä°zmit Bay), surrounding forests, and accessible transportation routes, Ä°zmit remained an important centre throughout various historical periods. Among the key Ottoman structures in the city is the Orhan Mosque, constructed in the 14th century by Süleyman PaÅŸa, the son of Orhan Gazi. Also notable is the Akçakoca Mosque, located in Akçakoca Neighbourhood, Yukarı Pazar, and built between 1327 and 1328 by Akçakoca, the commander who conquered the Ä°zmit region. Another significant structure is the Ä°maret Mosque, erected in the city centre in the 16th century. Following the Ottoman conquest of Ä°zmit in the 14th century, a number of military, administrative, and civil buildings, primarily religious, civic, and water-related structures, were constructed in and around the city. In antiquity and the medieval period, this region saw limited habitation due to the frequently changing course of the Sakarya River and the presence of extensive marshlands. However, beginning in the 16th century, the number of settlements increased significantly as forested and scrubland areas were cleared. The renowned 17th-century Ottoman scholar Katip Çelebi, in his Cihannüma, refers to Sakarya as a notable location. A major flood of the Sakarya River in 1640 139 Çetin, 1999:6 140 Asal, R., Curku, Y., Tokgöz, Y. & KöroÄŸlu, T. (2025). Evaluations of the Byzantine Period Data Obtained from the Archaeological Excavations of the Tuzla DeÄŸirmenaltı Monastery in Istanbul. Anatolian Archaeology, 5, 35-59. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 189 resulted in significant devastation, including the loss of many historic structures (141). “The Hünkar Fountain, Bridge, open-air prayer platform (namazgah), and Sultan's OtaÄŸ Alanıâ€?, located in the Gebze district of Kocaeli province approximately 400 metres from the starting point of the INRAIL Project, date back to the Ottoman Period (1659). These registered structures and area comprising a fountain, a bridge, and an open-air prayer platform (namazgah) were constructed in the 17th century to commemorate Sultan Mehmed II (Mehmed the Conqueror) after his death. Today, the site also serves as the venue for traditional oil wrestling events held in his honour, reflecting the region’s intangible cultural heritage (142). In his celebrated Seyahatname (Book of Travels), Evliya Çelebi provides descriptions of settlements such as Sapanca and Hendek, and details prominent Ottoman monuments in the region, including the Sarı Rüstem PaÅŸa Mosque, the Pertev PaÅŸa Caravanserai, and various significant structures in Geyve. The region was occupied by Greek forces in March 1921 during the Turkish War of Independence and was liberated in June 1921. Thrace Region: In general scholarship, Thrace is defined as the region located between Macedonia and Bosporus. The Europe side (Part of Project Section 2 and Project Section 3) of INRAIL Project are located within the borders of the Thrace region. Thrace consists largely of expansive plains and fertile agricultural lands. Beyond these flat areas, the region’s main elevations include Mons Aticus (modern-day Istranca Mountains) in the north, Hieron Oros, meaning "Holy Mountain", known today as Ganos Mountain in the south, and the 143 Koru Mountains in the southwest, whose ancient name remains unknown ( ). While the highlands are densely forested, the interior and coastal plains are characterized by steppe vegetation. These plains are highly suitable for agriculture and therefore have long been favourable for human 144 settlement. Timber from the forested areas is also a significant trade commodity ( ). The eastern part of Thrace experiences a Black Sea climate with high rainfall, whereas the areas closer to the Sea of Marmara exhibit the so-called Marmara transitional climate, which resembles that of the Mediterranean. In the inland zones between these two climatic regions, which are isolated from direct maritime influence, a continental climate prevails. The major rivers of the region flowing from north to south include the Tonzos (modern Tunca), Ardeskos (Arda), and Hebros (Meriç). The Agrianes (Ergene) flows from east to west. In addition to these main rivers, there are several smaller streams: Arzos (Çorlu Stream), Tearos (Kaynarca), Apsinthos (Derbent Creek), Melas (Kavak Stream), Athyra (Çekmece Creek), Kydaris (Alibey Creek), and Barbyses (Kağıthane Creek). The primary lakes of the region include Delkos (modern Terkos Lake) and Stentaris (Gala Lake) (145). Thrace is also rich in mineral resources. Since antiquity, the region has been known for its copper and zinc mines in Mons Asticus (modern Istranca Mountains), copper deposits in Dereköy, ŞükrüpaÅŸa, and Armutveren, iron mines in Demirköy, and gold deposits near the Rezve Creek. Agriculture plays a vital role in the regional economy. Ancient authors such as Herodotus and Xenophon mention the cultivation of barley, wheat, and hemp in the area (146). Thrace was also 141 Çetin 1999:7-8 142 https://kulturportali.gov.tr/turkiye/kocaeli/gezilecekyer/hunkar-cesmesi-ve-cayiri 143 Sevin, 2000:18 144 Sevin, 2000: 19 145 Sevin, 2000: 19 146 Sevin, 2000: 19 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 190 highly developed in viticulture and was renowned for its vineyards. In terms of livestock, sheep and horse breeding were particularly important. Additionally, fishing has historically been a major livelihood in the coastal areas. According to the ancient geographer Strabo, the Keras (Golden Horn) was especially rich in tuna and Atlantic bonito. Important settlements were established in the Thrace region during the Palaeolithic, Neolithic, and Chalcolithic periods. The Balkan Peninsula has been highly suitable for human habitation since the Quaternary period (the 4th geological era), thanks to its favourable climatic and geographical conditions (147). Ancient settlements discovered on Eskice Ridge near Lake Büyükçekmece, as well as in Kefken and Gümüşdere near Kilyos, support this view. The artifacts unearthed at these sites, together with those found in Yarımburgaz Cave, shed light on the westward spread of human populations from the Near East into Europe. Although only a few settlements from the Palaeolithic period have been identified in Thrace, the most important of these is Yarımburgaz Cave. It provided a natural environment conducive to both habitation and defence. Later Palaeolithic remains have also been discovered near AÄŸaçlı Village, located along the Black Sea coast north of Kemerburgaz. These sites, found on fossilized sand dunes, date to the Mesolithic (or Epi-Palaeolithic) period (148). During this era, when modern climatic conditions began to dominate, the Black Sea was still a freshwater lake. Archaeological evidence reveals that numerous settlements emerged around its shores. Among the richest findings from this period are collections of small tools recovered from the dunes at AÄŸaçlı. This assemblage, referred to as the “AÄŸaçlı Culture,â€? represents the most significant and extensive set of artifacts from this period found in Türkiye (149). It is known that the number of settlements in Thrace increased significantly after this period. Some of the well-documented prehistoric settlements include Hoca ÇeÅŸme Mound, Toptepe, AÅŸağı Pınar, Kanlıgeçit, and Çardakaltı. During the 7th and 6th millennia BCE, the Balkan Peninsula and the Carpathian region were inhabited by Neolithic farmers migrating from the Near East. In this context, the Marmara region served as a critical crossroads between Anatolia and Europe (150) . Key Neolithic sites in the Marmara region from this transformative era, often referred to as the "Agricultural Revolution" include MenteÅŸe, Ilıpınar, Fikirtepe, and Pendik (151). This period marked a major turning point in human history, as communities transitioned from foraging to settled farming life. According to scholarly research, a new wave of migrants from Central Anatolia and the Aegean region arrived toward the end of the Neolithic period (152). While indigenous cultures initially persisted and developed, they were eventually replaced by these incoming groups with the onset of the Chalcolithic period. Archaeological surveys and excavations have revealed that all known Chalcolithic settlements in Thrace were destroyed by fire at the end of this period, indicating a widespread and possibly violent cultural transformation (153). Among the significant Early Bronze Age settlements in Thrace are the Gladina locality, situated within the administrative boundaries of Büyükçekmece District; the Kanallı Bridge (also known as Kınalı Bridge) near Silivri; and the SelimpaÅŸa Mound, located within the municipality of SelimpaÅŸa in the Silivri District. In addition to these, evidence of Early Bronze Age activity has also been identified in the necropolis area above the Ä°ncegiz Caves, located in a deep valley to the north of Çatalca District, as well as in the Kartepe (also known as Karatepe) Caves, which lie in a 147 Erzen, 1994:35 148 TAY 1 149 ÖzdoÄŸan,2000: 309 150 Hoddinott, 1981: 15. 151 ÖzdoÄŸan,2000: 310. 152 Hoddinott, 1981: 15 153 ÖzdoÄŸan, 2000: 310 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 191 mountainous and forested area northeast of DaÄŸyenice Village (154). The 2nd millennium BCE, encompassing the Middle and Late Bronze Ages, was a period marked by the rise and expansion of powerful empires such as the Hittites in Anatolia and the Mycenaeans in the Aegean region. Until recently, it was widely believed that Thrace during this era was inhabited solely by nomadic communities (155). However, excavations at Bathonea (Küçükçekmece, Ä°stanbul) have challenged this view. The discovery of ceramics and figurines dating to the Hittite period provides strong evidence for the presence and influence of Hittite civilization in Thrace. Around the 1200s BCE, Thrace began to be settled by Thracian tribes migrating from the north (156). By the 8th century BCE, these settlements had evolved and continued to exist as Hellenized colonies under the cultural influence of the Greek world (157). In the 4th century BCE, an independent Thracian state emerged in the region (158). In 333 BCE, Alexander the Great launched a military campaign in Thrace to suppress local unrest (159). Following his death, the region maintained a degree of autonomy for a time. In the 1st century BCE, Thrace came under Roman influence and was officially annexed as a Roman province in 45 BCE. During the Roman period, the strategic importance of the region grew significantly, particularly due to the construction of the Via Egnatia, a major road that connected Rome with Anatolia and facilitated trade, communication, and military movement across the empire (160). In 333 CE, the Roman Emperor Constantine the Great (Constantine I), anticipating that the vast empire could no longer be effectively governed from Rome, renamed the city of Byzantium after himself as Constantinople and declared it the new capital of the empire. This pivotal decision led to the formal division of the Roman Empire into two distinct entities: the Western Roman Empire and the Eastern Roman Empire. This moment is widely regarded as the foundational event in the establishment of the Byzantine Empire (161). Following this division, the region of Thrace became part of the Eastern Roman Empire, later known as the Byzantine Empire. In 394 CE, Emperor Theodosius I temporarily reunited the Eastern and Western Roman Empires. However, upon his death in 395 CE, the empire was permanently divided once more into Eastern and Western halves, marking the final separation of the Roman world. During the Byzantine period, extensive defensive systems were constructed throughout the region. Silivri—known in antiquity as Selymbria or Selybria, served as a key fortress, guarding the road to Constantinople throughout the Byzantine period (162). In addition to the Silivri Citadel, a massive defensive structure known as the Anastasian Wall (or the Long Walls of Thrace) was commissioned by Emperor Anastasius I (r. 491–518 CE) to protect Constantinople from potential invasions originating from the Thracian hinterland. The wall, stretching approximately 56 kilometres in length, began on the Black Sea coast, passed through the villages of Fenerköy and Kurfalı, and terminated at the Sea of Marmara. Although their remains have not yet been clearly identified, the Hagias Spyrion Church and the Fatih (Hünkar) Mosque are considered among the most significant architectural structures from the Byzantine period in the region. The Fatih Mosque, originally the largest church within the Silivri Citadel, was converted into a mosque by Sultan Mehmed the Conqueror following the Ottoman conquest of Silivri in 1453. The mosque began to fall into ruin after the 1920s, and its minaret was 154 Aydıngün, 2014: 22 155 Aydıngün 2015 b:31 156 Erzen, 1994: 28-30. 157 Sevin, 2000: 22 158 Erzen, 1994: 94 – 98 159 Sayar, 2008: 61 160 Aydıngün, 2015a:164 161 Sayar, 2008:62 162 Eyice, 1969:354 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 192 demolished in the 1960s (163). Its stones were subsequently reused as spolia in other constructions. Despite historical records indicating the existence of several important Byzantine monuments in Silivri, SelimpaÅŸa, and their surroundings, most of these structures were demolished due to rapid urbanization. The region remained under Byzantine control until the 14th century and was permanently incorporated into the Ottoman Empire following the conquest of Constantinople in 1453. In addition to ancient and medieval ruins, the region also contains defensive structures dating from the Balkan Wars and World War II. One of the most significant is the Çatalca Entrenchment Line, constructed in 1877 to defend against possible invasions. It spanned a total length of 50 km between Lake Terkos in the north and Lake Büyükçekmece in the south, approximately 35–40 km west of Ä°stanbul. The entrenchment line consisted of a 6.5 km corridor with 10 redoubts, each strategically located on hilltops and equipped with machine guns and light artillery (164). Below the redoubts were armoires, and communication was maintained through underground telephone and telegraph lines connecting the fortifications and the rear. Another significant defensive structure was the Çakmak Line, built during World War II by the government of the time as a precaution against a potential German invasion. This line extended from the Black Sea to the Sea of Marmara, running parallel to both the Anastasian Wall and the Çatalca Entrenchment Line. It was named after Marshal Fevzi Çakmak, then Chief of the General Staff. The Çakmak Line consisted of two parallel lines of bunkers, trenches, and outposts stretching from Lake Durusu to Lake Büyükçekmece. Some of these defensive elements lie within the impact zone of the Inrail Project route. Known assets having archaeological and historical importance on the Project route and its vicinity are presented in Table 4-65, Table 4-65, Figure 4-45, and Figure 4-45. Table 4-65 Recognised National Tangible Cultural Heritage Assets within the vicinity of the Project’s AoI Distance to No Name of Heritage Asset Province District Neighb. Project Period Route (km) 1 Catalca Station Structures 0,1 Ottoman 2 Catalca Ferhatpasa Bridge Çatalca FerhatpaÅŸa 0,1 Roman 3 Katırcı Bridge 0,4 Ottoman Ä°stanbul 4 Degirmenalti Church Merkez 0,6 Byzantine Tuzla 5 Tepeoren Cemetery Tepeören 5 Ottoman 6 Kurna Cemetery Pendik Kurna 1 Ottoman 7 Fatih Otağı Protected Area Gebze Çayırova 0,3 Ottoman Gebze Agriculture Facilities Kocaeli 8 Gebze Çayırova 0,4 Early Rebublic and Lodgings 9 Garipce Castle Beykoz Garipce 1 Ottoman 10 Poyrazkoy Castle Beykoz Poyraz 1,5 Ottoman Mehmet Akif 11 Aydos Castle Sultanbeyli 4 Byzantine Ersoy 12 Gumusdere Greek Church Sarıyer Gümüşdere 1,1 Byzantine 13 AÄŸaçlı Culture Eyüpsultan AÄŸaçlı 4 Epipalaeolithic 14 Spradon 17 Roman/ Byzantine Avcılar Firüzköy 15 Bathonea 21 Roman/ Byzantine 16 Yarımburgaz Cave Ä°stanbul BaÅŸakÅŸehir AltınÅŸehir 19 Palaeolithic 17 Filiboz Arnavutköy Sazlıbosna 10 Roman/ Byzantine Ä°nceÄŸiz Caves and Maltepe 18 Çatalca Ä°nceÄŸiz 9 Byzantine Necropolis Iron/ Helenistic/ Roman/ 19 Historic Peninsula- Ä°stanbul Fatih - 24 Byzantine/ Ottoman Silivri Çatalca 20 Roman Waterways - 0 Roman Arnavutköy Sultangazi 163 Eyice 1969:355-356 164 Akyüz 2012:131-136 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 193 Distance to No Name of Heritage Asset Province District Neighb. Project Period Route (km) Arnavutköy 21 Terkos Waterways Route Eyüpsultan - 0 Ottoman Kağıthane Karacaköy Ihsaniye Bekirli Çatalca 22 Anastasius Wall Fenerköy 20 Byzantine Silivri AlipaÅŸa Mimarsinan Kurfallı 23 Alibahadir Cemetery Alibahadır 0,9 Ottoman Poyrazköy- Example of Civil Beykoz 24 Poyraz 0,9 Ottoman Architecture Çatalca Arnavutköy 25 Çakmak Line Küçükçekm - 0 World War II ece Avcılar Öğümce- Example of Civil 26 Beykoz Öğümce 0,8 Ottoman Architectures 27 Aydınlı Cemetery Tuzla Aydınlı 0,4 Ottoman 28 Tekkeciktepe Tumulus Kurna 2 Roman Paleolithic/ Neolithic/ 29 Pendik Hoyuk Kaynarca 2,5 Pendik Chalcolithic/Byzantine 30 Kavakpınar Cemetery Yayalar 0 Ottoman 31 Cinardere Monastery Çınardere 3,5 Byzantine Figure 4-45 Recognized National Tangible Cultural Heritage Assets Within and Around the Project Route Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 194 World Heritage List (165) and World Heritage Tentative (166) List of UNESCO are considered under the internationally recognized cultural heritage sites. Türkiye has 21 sites inscribed on the World Heritage List of UNESCO (as of 3 June 2025). Those located in the wider region of the Project are listed in Table 4-66Table 4-66 and shown in Figure 4-46. The closest site to the Project is the “Historic Areas of Ä°stanbulâ€?, which is located at a distance of 21 km to the south of the project route. Among the sites included in the World Heritage Tentative List of UNESCO, 2 sites are located in the wider region of the Project. The closest sites to the Project are the “Yoros Fortressâ€? in Ä°stanbul- Beykoz, which is located at a distance of 3 km to the south of the Project route and “Galata Towerâ€? in Ä°stanbul- BeyoÄŸlu, which is located at a distance of 21 km in the east of the Project route. Table 4-66 Recognised International Tangible Cultural Heritage Assets Within and Around the Project Route No World Heritage List of UNESCO Province District Distance to Project (km) 1 Historic Areas of Ä°stanbul Ä°stanbul Fatih 21 World Heritage Tentative List of UNESCO Trading Posts and Fortifications on Genoese Trade Routes from the Mediterranean to the Black Sea 2a: Beykoz 2a: 3 2 Ä°stanbul *2a: Yoros Fortress 2b: BeyoÄŸlu 2b: 21 *2b: Galata Tower 3 Nuruosmaniye Complex Ä°stanbul Fatih 24 4 Yıldız Palace Complex Ä°stanbul BeÅŸiktaÅŸ 18 Figure 4-46 Recognized International Tangible Cultural Heritage Assets Within and Around the Project Route 165 Please check the following link; obtained on 28.04.2025 from https://whc.unesco.org/en/statesparties/tr 166 Please check the following link; obtained on 28.04.2025 from https://whc.unesco.org/en/tentativelists/?action=listtentative&state=tr&order=states Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 195 4.3.16.1.2 Intangible Cultural Heritage The region which is at an important location from a geographical perspective was preferred by people as a settlement location since the early periods of history due to its arable fields and natural riches such as water resources. The region witnessed occasional migration movements in time. Migration movements have greatly contributed to the intangible cultural heritage values in the region. A variety of settlement policies were implemented in the region in different periods in the past. As per general settlement policies of the Ottoman Period, many Turkish families from Central Anatolian Region (Karaman Turks) and Crimea (Tatar and Noghai) were settled in the region in order to turkify the Balkan region. These people who lived in the Balkan lands for almost three centuries had to go through a forced migration to Eastern Thrace in connection with “The War of 93 “(i.e. 1877-1878 Ottoman-Russian War) and the following Balkan Wars. In the Ottoman Period, families from Anatolia who were engaged in farming were brought to Ä°stanbul and its vicinity in order to work on the foundation lands. NakkaÅŸ Neighbourhood located in the study area is the settlement established by 18 families who were brought with this purpose from NevÅŸehir (MuÅŸkara) to the lands endowed by Fatih Sultan Mehmet to his miniature artist (NakkaÅŸ). A population exchange was experienced in 1924 as per the protocol made as a result of Lausanne Treaty signed by the Republic of Türkiye. There are settlements in the study area that include families who came and settled there with the population exchange. During the survey it was determined that some of the traditions related to the transition periods of life are still alive in the Project route and its vicinity. Transition periods of life starting with birth and ending with death are reflected in the local customs in the region. The cultural qualities of the region are as notable as its natural structure and history. Agriculture, animal husbandry, historical structures, and safeguarding and conserving natural environment are prevailing elements among the residents of the region. Along with the transition periods of life, national and religious festivals also have great significance for local people. Traditional economy in the region depends on agriculture and animal husbandry. Nationally and internationally known intangible cultural heritage assets in the close vicinity of the Project route are presented in Table 4-67 and Table 4-68. As of 2025, there are 31 elements of Türkiye inscribed on the UNESCO Representative List of Intangible Cultural Heritage. Among these elements, there are 13 elements registered in Ä°stanbul province where the Project route took place, as shown in Table 4-67. Table 4-67 Recognised International Intangible Cultural Heritage Elements Within and Around the Project167 Year of Admission to the No Intangible Cultural Heritage Element UNESCO List 1 Âşıklık (Minstrelsy) Tradition 2009 2 Traditional Sohbet Meetings 2010 3 Ceremonial KeÅŸkek tradition 2011 4 Turkish Coffee Culture and Tradition 2013 Flatbread Making and Sharing Culture: Lavash, Katyrma, Jupka, Yufka Katrıma, 6 2016 Jupka, Yufka 7 Spring celebration, Hıdrellez 2017 8 Traditional Turkish Archery 2019 Traditional intelligence and strategy game: Togyzqumalaq, Toguz Korgool, Mangala/ 9 2020 Göçürme 10 Culture of Çay (Tea), a Symbol of Identity, Hospitality and Social Interaction 2022 11 Craftsmanship of mother of pearl inlay 2023 12 Iftar/ Eftari/ Iftar/ Iftor and Its Socio-Cultural Traditions 2023 13 Art of illumination: TÉ™zhib/Tazhib/Zarhalkori/Tezhip/Naqqoshlik 2023 167 Please check the following link; https://ich.unesco.org/en/state/turkiye-TR?info=elements-on-the-lists (28.05.2025) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 196 Table 4-68 Intangible Cultural Heritage Items Registered in the National Inventory of the Project’s AoI168 No Element Group Titles Inventory / Local Applications Paper Marbling, Calligraphy, Miniature Work, Katı’ Craftsmanship, Book Traditional Turkish Decoration and 1 Art, Mother of Pearl Inlay, Engraving Art, Illumination Art, Geometric Handicrafts shaped pattern, shape design and application, Bookbinding Master of Traditional Handicraft (Traditional 2 Wood Engraving Craftsmanship) 3 Weaving Art and Traditions Åžile Cloth Traditional Instrument Production and 4 Ney Production Performance 5 Traditional Children's Games And Toys Eyüp Toys Production 6 Traditions and Practices Based on Beliefs Mevleviyeh, Mosque Ridge, Ramadan Pita Faith, Celebration and Traditions Linked to 7 Hıdrellez, Saint Georges the Calendar 8 Lamentation Traditions Mersiyehanlık Meddahlık, Karagöz ve Hacivat, Canbazhane/Körmük Tradition, Mehter 9 Traditional Theatrical Arts and Acting (Ottoman Military Band) 10 Traditional Sports Pedestrian Archery, Köçürme ve Mangala Game Turkish Culinary Culture/ Traditional Food 11 Simit, Eyüp halkası, Döner Kebap, Izmit's Famous Cotton Candy, KeÅŸkek and Beverage Making and Social Practices 4.3.16.1.3 Field Survey Findings Tangible Cultural Heritage based on Field Surveys The walk-over survey (field survey) was conducted in the project area and the project’s buffer zone between 22 and 25 of May 2025. Two different definitions were developed as a result of the observations that were made by taking the surface materials into consideration and the results of desktop research (169). Distribution of the sites identified within the study area is presented in Table 4-69. Table 4-69 Tangible Cultural Heritage Site Encountered within the Study Area Unregistered Sites Registered Province District Neighbourhood Other Cultural Heritage Total Sites Archaeological Site Sites FerhatpaÅŸa 1 - - 1 Çatalca NakkaÅŸ - 2 21 23 Tayakadın 1 - - 1 Ä°stanbul Ä°mrahor 1 - - 1 Arnavutköy Yassıören - 1 21 22 Baklalı - 1 - 1 Pendik Yayalar 1 - - 1 Total 4 4 42 50 Distribution of the sites identified with respect to their location/position within the study area is provided in Table 4-70 and shown in Figure 4-47. Table 4-70 Distribution of Tangible Cultural Heritage Sites Location/ Position of the Site/ Asset Legal Registration Status Within the Construction Corridor Outside the Construction Corridor Registered 3 1 Unregistered 7 39 Total 10 41 168 Please check the following link; https://aregem.ktb.gov.tr/TR-344757/somut-olmayan-kulturel-miras-turkiye-ulusal-envanteri.html https://kenansahin60.wordpress.com/wp-content/uploads/2014/01/03050604_gelenekselelsanatlari.pdf 169 Registered Sites (Sites (1st, 2nd and 3rd degrees) that are registered and protected by the Law No. 2863). Unregistered Sites (Archaeological and Other Cultural Heritage Sites sub-classifications.). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 197 Table 4-71 Tangible Cultural Heritage Sites within the Cultural Heritage Impact Assessment (CHIA) Study Area Classification of Heritage Location to the Project Planned Activities Approximate Sites Cultural Estimated Province/ Project Distance to Unregistered Site No Heritage Neighbourhood Within the Outside the Project Excavation Period Site Descriptions District Section Bridge/ the Project Registered Site Definition Name Construction Construction KM and/ or Tunnel Viaduct (m.) Site Arch. Oth. Corridor Corridor Filling Site Site The feet of the bridge have survived. A concrete platform was added to the Çatalca Train upper part of the historical bridge feet in order to use the modern road within Ä°stanbul/ Section Train Station 1 Station FerhatpaÅŸa x 28+500 60 Ottoman x the last 50 years. Then a viaduct has been built on this historical bridge, to the Çatalca 3 Structures Structures continuation of Münif Sevi Street within the last decade. For this reason, the visual landscape of the historical bridge has disappeared. WWII The military bunker belonging to the Cakmak Line is approximately 13x8 meters Military Ä°stanbul/ Section Military 2 NakkaÅŸ x 23+160 160 x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_1 Çatalca 3 (170) Bunker covered with vegetation. Beekeeping activities are conducted on the bunker. The military bunker belonging to the Cakmak Line is approximately 5x4 meters Military Ä°stanbul/ Section Military 3 NakkaÅŸ x 23+100 69 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_2 Çatalca 3 Bunker covered with vegetation. The military bunker belonging to the Cakmak Line is approximately 4x4 meters Military Ä°stanbul/ Section Military 4 NakkaÅŸ x 23+110 169 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_3 Çatalca 3 Bunker covered with vegetation. The military bunker belonging to the Cakmak Line is approximately 4x4 meters Military Ä°stanbul/ Section Military 5 NakkaÅŸ x 23+100 46 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_4 Çatalca 3 Bunker covered with vegetation. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 6x4 meters 6 NakkaÅŸ x 23+045 58 WWII x Bunker_5 Çatalca 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. The “Military Bunkerâ€? is located on the Project route. The military bunker Military Ä°stanbul/ Section Military 7 NakkaÅŸ x 23+890 x 0 WWII x belonging to the Cakmak Line is approximately 3x3 meters in size. The Bunker Bunker_6 Çatalca 3 Bunker was built with concrete frame and stone masonry. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 8 NakkaÅŸ x 22+800 142 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_7 Çatalca 3 Bunker covered with vegetation. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 9 NakkaÅŸ x 22+635 96 WWII x Bunker_8 Çatalca 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. “Hasanbey Flat Settlementâ€? is located on the Project route. Hasanbey Ä°stanbul/ Section Byzantine/ Flat Lots of ceramics sherds and architectural remans were observed on the 10 Flat NakkaÅŸ x 22+000 x x 0 x Çatalca 3 Ottoman Settlement surface. The archaeological site is dated back to the Byzantine/ Ottoman period Settlement in line with the surface materials. Kolviran The military structure belonging to the Cakmak Line is approximately 17x9 Ä°stanbul/ Section Military 11 Military NakkaÅŸ x 20+200 13 WWII x meters in size. The military structure was built with concrete frame and stone Çatalca 3 Structure Structure masonry. The function of the structure has not been determined with certainty. Kolviran military ditch belonging to the Cakmak Line measures approximately Kolviran Ä°stanbul/ Section 210 x 5 meters. The ditch extends along the slope in the northwest-southeast 12 NakkaÅŸ x 20+000 84 WWII x Military Ditch Military Ditch Çatalca 3 direction. In front of the military ditch is a stone wall approximately 1,5 meters high and 1 meter wide. This well preserved, historic, arched bridge is located 1 kilometre south of NakkaÅŸ Neighbourhoodoutside the construction area. The bridge, which was constructed in the Roman Period is stone masonry. Its length is around 14,5 m Kolviran Ä°stanbul/ Section Roman 13 NakkaÅŸ x 19+600 166 WWII x and width is 4,61 m. The arches of the bridge are in the form of single-centred Bridge Çatalca 3 Bridge semicircles. It is a part of the historic road network, named "Via Egnatia", which was most possibly constructed by Emperor Constantine in the first half of the 4th century CE and connected Ä°stanbul (ancient Constantinople) with Europe. The “Military Bunkerâ€? is located on the Project route. The military bunker Military Ä°stanbul/ Section Military 14 NakkaÅŸ x 19+040 90 WWII x belonging to the Cakmak Line is approximately 4x3 meters in size. The Bunker Bunker_9 Çatalca 3 Bunker was built with concrete frame and stone masonry. It is covered with vegetation. The “Military Bunkerâ€? is located on the Project route. The military bunker Military Ä°stanbul/ Section Military 15 NakkaÅŸ x 18+540 x 0 WWII x belonging to the Cakmak Line is approximately 3x3 meters in size. The Bunker Bunker_10 Çatalca 3 Bunker was built with concrete frame and stone masonry. It is covered with vegetation. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 5x5 meters 16 NakkaÅŸ x 19+535 1 WWII x Bunker_11 Çatalca 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 5x5 meters 17 NakkaÅŸ x 19+530 19 WWII x Bunker_12 Çatalca 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. The military bunker belonging to the Cakmak Line is approximately 5x5 meters Military Ä°stanbul/ Section Military 18 NakkaÅŸ x 19+525 39 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_13 Çatalca 3 Bunker covered with vegetation. 170 Türkiye was not involved in World War II. However, the Çakmak Line and the associated structures along the line, which were specifically prepared against a potential German attack, are considered culturally significant. These sites are acknowledged for their historical importance, although they have not been officially registered by the Ministry. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 198 Classification of Heritage Location to the Project Planned Activities Approximate Sites Cultural Estimated Province/ Project Distance to Unregistered Site No Heritage Neighbourhood Within the Outside the Project Excavation Period Site Descriptions District Section Bridge/ the Project Registered Site Definition Name Construction Construction KM and/ or Tunnel Viaduct (m.) Site Arch. Oth. Corridor Corridor Filling Site Site “Örenbayırı Slope Settlementâ€? is located outside the construction corridor. Örenbayırı Ä°stanbul/ Section Byzantine/ Slope Ceramic, roof tile shards and some architectural cut limestone blocks, which 19 Slope NakkaÅŸ x 18+300 7 x Çatalca 3 Ottoman Settlement may be dated to the Byzantine/ Ottoman Period, were observed on the surface Settlement of the site. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 20 NakkaÅŸ x 18+300 125 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_14 Çatalca 3 Bunker covered with vegetation. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 21 NakkaÅŸ x 18+270 123 WWII x Bunker_15 Çatalca 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 22 NakkaÅŸ x 17+990 176 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_16 Çatalca 3 Bunker covered with vegetation. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 23 NakkaÅŸ x 17+995 133 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_17 Çatalca 3 Bunker covered with vegetation. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 24 NakkaÅŸ x 17+990 93 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_18 Çatalca 3 Bunker covered with vegetation. AkpınarçiftliÄŸi Ä°stanbul/ Section Military It is a bridge built for military purposes belonging to the Çakmak Line. The 25 Military Yassıören x 15+860 10 WWII x Arnavutköy 3 Bridge bridge is approximately 5x5 meters in size. Bridge Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 26 Yassıören x 15+310 180 WWII x Bunker_19 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 27 Yassıören x 15+310 199 WWII x Bunker_20 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 28 Yassıören x 15+220 125 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_21 Arnavutköy 3 Bunker covered with vegetation. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 29 Yassıören x 15+220 125 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_22 Arnavutköy 3 Bunker covered with vegetation. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 30 Yassıören x 15+250 97 WWII x Bunker_23 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 31 Yassıören x 15+115 65 WWII x Bunker_24 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 32 Yassıören x 15+115 44 WWII x Bunker_25 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. The “Military Bunkerâ€? is located on the Project route. However, a tunnel is planned in this section of the route. Therefore, no impact on the cemetery area Military Ä°stanbul/ Section Military 33 Yassıören x 15+151 x 0 WWII x is expected. The military bunker belonging to the Cakmak Line is approximately Bunker_26 Arnavutköy 3 Bunker 3x3 meters in size. The Bunker was built with concrete frame and stone masonry. It is covered with vegetation. The “Military Bunkerâ€? is located on the Project route. However, a tunnel is planned in this section of the route. Therefore, no impact on the cemetery area Military Ä°stanbul/ Section Military 34 Yassıören x 15+130 x 0 WWII x is expected. The military bunker belonging to the Cakmak Line is approximately Bunker_27 Arnavutköy 3 Bunker 3x3 meters in size. The Bunker was built with concrete frame and stone masonry. The “Military Bunkerâ€? is located on the Project route. However, a tunnel is planned in this section of the route. Therefore, no impact on the cemetery area Military Ä°stanbul/ Section Military 35 Yassıören x 14+947 x 0 WWII x is expected. The military bunker belonging to the Cakmak Line is approximately Bunker_28 Arnavutköy 3 Bunker 3x3 meters in size. The Bunker was built with concrete frame and stone masonry. The “Military Bunkerâ€? is located on the Project route. However, a tunnel is planned in this section of the route. Therefore, no impact on the cemetery area Military Ä°stanbul/ Section Military 36 Yassıören x 14+923 x 0 WWII x is expected. The military bunker belonging to the Cakmak Line is approximately Bunker_29 Arnavutköy 3 Bunker 3x3 meters in size. The Bunker was built with concrete frame and stone masonry. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 37 Yassıören x 14+897 136 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_30 Arnavutköy 3 Bunker covered with vegetation. The military bunker belonging to the Cakmak Line is approximately 3x3 meters Military Ä°stanbul/ Section Military 38 Yassıören x 14+420 1 WWII x in size. The Bunker was built with concrete frame and stone masonry. It is Bunker_31 Arnavutköy 3 Bunker covered with vegetation. 39 Military Ä°stanbul/ Yassıören x Section 14+325 86 WWII x Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 199 Classification of Heritage Location to the Project Planned Activities Approximate Sites Cultural Estimated Province/ Project Distance to Unregistered Site No Heritage Neighbourhood Within the Outside the Project Excavation Period Site Descriptions District Section Bridge/ the Project Registered Site Definition Name Construction Construction KM and/ or Tunnel Viaduct (m.) Site Arch. Oth. Corridor Corridor Filling Site Site Bunker_32 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. It is covered with vegetation. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 40 Yassıören x 14+312 46 WWII x Bunker_33 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 41 Yassıören x 14+306 65 WWII x Bunker_34 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 42 Yassıören x 14+289 103 WWII x Bunker_35 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 43 Yassıören x 14+200 55 WWII x Bunker_36 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 44 Yassıören x 14+178 124 WWII x Bunker_37 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 45 Yassıören x 14+129 107 WWII x Bunker_38 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. Military Ä°stanbul/ Section Military The military bunker belonging to the Cakmak Line is approximately 3x3 meters 46 Yassıören x 14+120 95 WWII x Bunker_39 Arnavutköy 3 Bunker in size. The Bunker was built with concrete frame and stone masonry. “Kurtdere Slope Settlementâ€? is located outside the construction corridor. Ample Kurtdere Ä°stanbul/ Section Slope amount of glazed ceramic and roof tile shards were encountered on the surface 47 Slope Baklalı x 7+200 74 Byzantine x Arnavutköy 3 Settlement of the site. In addition to that, better preserved roof tiles, pithoi shards and cut Settlement limestone blocks were observed in the eastern part of the site. A Roman waterway is officially registered by the Ä°stanbul Regional Council for the Conservation of Cultural Property No. 1. According to the official letter of the Council (Ref: E-39682869-165.02.02-6753367), the spatial data related to the Roman waterway (referred to as "Roman Waterways / Aqueduct") has been generated based on literature sources. The letter explicitly states that the Roman provided data may include a margin of error. At present, there are no visible Ä°stanbul/ Section 48 Waterways Tayakadın x 3+563 x 0 Roman x Waterway remains of the aqueduct along the proposed INRAIL Project corridor. However, Arnavutköy 3 (Aquaduct) even if the provided data by the Council suggests a potential overlap with the project alignment, no adverse impacts are anticipated in this section of the project that will be crossed by a tunnel. Therefore, considering the absence of observable surface remains and the underground construction method (tunnelling), no direct physical impact on the registered heritage asset is expected at this stage. The “Terkos Water Transmission Lineâ€? is located within the INRAIL Project corridor, and it is officially registered by the Ä°stanbul Regional Council for the Conservation of Cultural Property No. 1. According to satellite imagery (Google Earth), the sections of the transmission line that are expected to overlap with the INRAIL Project alignment, within the boundaries of Ä°stanbul Airport, are no longer physically visible. As noted in the official correspondence from the Terkos Water Council (Ref: E-39682869-165.02.02-6753367), the spatial data related to the Water Ä°stanbul/ Section 49 Ä°mrahor x 30+000 x 0 Ottoman x Transmission Terkos Water Transmission Line was produced based on literature sources, Transmission Arnavutköy 2 Line and the letter indicates that a margin of error may exist in the provided data. Line However, even if the provided data by the Council suggests a potential overlap with the project alignment, no adverse impacts are anticipated in this section of the project that will be crossed by a tunnel. Therefore, considering the absence of observable surface remains and the underground construction method (tunnelling), no direct physical impact on the registered heritage asset is expected at this stage. “Kavakpınar Cemeteryâ€? is located on the Project route. However, a tunnel is Kavakpınar Ä°stanbul/ Section planned in this section of the route. Therefore, no impact on the cemetery area 50 Yayalar x 10+800 x 0 Ottoman x Cemetery Cemetery Pendik 1 is expected. Graves belonging to late Ottoman period and today are located in the cemetery. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 200 Figure 4-47 Locations of the Tangible Cultural Heritage Sites within the CHIA Study Area Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 201 Intangible Cultural Heritage based on Field Surveys Findings of the ICH (Intangible Cultural Heritage) studies conducted within the project are presented below. • Ä°stanbul province where the Project route and impact area is located, cultural elements such as birth, circumcision, traditional sending-off ceremonies associated with military drafting, marriage, pilgrimage and death are among the main transition periods of life. It can be stated that these transition periods are beliefs and practices that have been maintained for centuries from the past to the present. Many beliefs and practices followed during the transition periods of life are mostly practiced in rural or villages located in the close vicinity of the Project route. • All the neighbourhoods in the study area are Sunni Muslims. Yuruk (including Balkan immigrants), Turkmen and Manav Turks live around the Project route and its surroundings. • In scope of oral traditions conveyed from generation to generation, 3 neighbourhoods (NakkaÅŸ, Yassıören, Baklalı) located within the study area know their ancestors’ stories who came in the region with migration and the heroic stories of Balkan Wars. • Project route vicinity through Sunni Muslims settlements. Therefore, in some settlements covered with the study, there are places of worship and places of visit such as mosques, shrines and graves built following to the beliefs of Muslims. • Ramadan and Feast of Sacrifice are religious holidays. The Republic Day is important for the local people. Other than religious and official holidays, Hıdırellez is celebrated in the region. Hıdırellez celebrations used to be a collective and enthusiastic occasion with picnics in the past, however they have lost their importance today. For religious holidays, preparations start as of the day of eve and ceremonial celebrations of the holiday take place after salat al Eid. Holidays are happy occasions for the children as they receive pocket money and candies. • The dead are buried in the cemeteries of the village in accordance with the Muslim traditions. • In villages, everyday life (socialization) is a gathering in common village room / village coffee house for men and visiting neighbours for women. • Weather forecasting traditions are still alive. • Turbahs/ Shrines and cemeteries also have a significant place in traditional folk beliefs. Tosunbaba Turbah/ Shrine in Dursunköy neighbourhood; Baba NakkaÅŸ Turbah/ Shrine in NakkaÅŸ neighbourhood (Figure 4-48); and cemetery located in Tepeören, Yayalar (Kavakpınar) and Aydınlı neighbourhoods may be listed as examples of these. There are Ottoman Period Mosque examples in the settlements located within our study field. The listed Turbahs/Shrines and cemeteries are located outside the Project’s Area of Influence (AoI). Figure 4-48 Dursunköy, Tosunbaba Turbah and NakkaÅŸ, NakkaÅŸbaba Turbah Impact assessment studies with regards to the intangible cultural heritage within the vicinity of Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 202 project route were conducted according to the international standards and national regulations. None of the ICH examples determined as the result of the studies conducted within scope of this report are negatively affected by the planned INRAIL Project. Impact assessment studies with regards to the intangible cultural heritage within the vicinity of project route were conducted according to the international standards and national regulations. None of the ICH examples determined as the result of the studies conducted within scope of this report are negatively affected by the planned INRAIL Project. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 203 5 ENVIRONMENTAL AND SOCIAL RISKS AND IMPACTS This section provides a comprehensive overview of the E&S risks and impacts associated with the INRAIL Project, taking into account the specific characteristics of the project and its geographic, ecological, and socio-economic context. In accordance with the requirements of IFIs, including the applicable ESSs, the assessment covers all potential direct, indirect, cumulative, and transboundary impacts across all phases of the project—pre-construction, construction, and operation. The analysis includes both risks explicitly identified in IFI frameworks and those arising from the unique nature and location of the project. A structured risk assessment methodology has been applied to identify and evaluate these risks and impacts, laying the foundation for the development of appropriate mitigation, management, and monitoring measures described in subsequent sections. 5.1 Environmental Risks and Impacts In this section, all environmental risks and impacts identified along the project alignment determined within the scope of the ESIA process have been addressed through a comprehensive approach, including all associated structures. Considering the physical, biological, and ecological characteristics of the project area, the potential impacts on environmental components such as soil, air, water, flora-fauna, noise, and vibration have been evaluated. The current analysis is based on the preliminary assessment of the alignment; however, the ESIA will be further detailed and finalized by AYGM upon completion of the final engineering designs. 5.1.1 Impacts on Air Quality 5.1.1.1 Construction Period Excavation, filling, and material transport activities to be carried out during the construction phase, along with emissions from motor vehicles operating at the construction site, may have temporary but measurable impacts on air quality within the Project's AoI. However, since the number of vehicles to be used under the Project is not yet determined at this stage, the current assessment focuses solely on estimating emissions arising from excavation- related activities—such as digging and filling (The tunnels in the project will be excavated using TBM or NATM, and blasting is not anticipated. However, if blasting is deemed necessary as a result of the final design studies and the Contrctor’s working methodology, the quantities of explosives, their sources and methods of procurement, and the conditions under which they will be stored will be determined in C-ESMP to be prepared by the D+B Contractor). An air quality assessment related to construction activities planned during the project implementation phase has been conducted. The assessment reviewed relevant legal regulations, key policies, and guidelines, and provided an overview of the current air quality conditions in Ä°stanbul. Existing conditions were determined using data from national websites, current air quality data presented in Section 4.2, Air Quality Review and Assessment Reports prepared by local authorities, and the results of additional monitoring surveys conducted as part of this assessment. In this context, a detailed air quality impact assessment study, including dispersion modelling, has been prepared. For the air dispersion modeling study, the AERMOD (AERMIC Modeling System) model developed by the U.S. Environmental Protection Agency was employed. This model is widely used and officially accepted by the EPA for EIA studies in the United States. The model was run under worst-case scenario assumptions, assuming no wet or dry deposition, radioactive decay, or chemical transformation of the emitted pollutants. Among the pollutants, particular focus was given to particulate matter (PM) emissions, such as PM 10 and PM2.5, originating from excavation, earthmoving, and vehicle movement activities. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 204 The modeling outcomes include hourly, daily, and annual average GLC values, which were then compared against applicable regulatory thresholds to determine the potential impact of emissions on local air quality. 5.1.1.1.1 Technical Summary – Air Quality Dispersion Modeling Study The air quality dispersion modeling study focused on the Project’s AoI, defined as a 500 -meter buffer zone on either side of the railway alignment. The assessment considered emissions generated by earthworks, including excavation, backfilling, and the operation of heavy machinery. A conservative, worst-case scenario approach was adopted, assuming continuous operation of all emission sources, no pollutant removal through deposition or decay, and full temporal overlap of all construction activities. The modeling estimated annual and 24-hour average ground-level concentrations of PM10 and PM2.5, which were then compared against national and international air quality standards to assess potential impacts. The methodology followed the “Implementation Guide for Qualified Companies on Air Quality Dispersion Modeling in Mining Projectsâ€?, published by MoEUCC, Directorate General of EIA, Permit and Inspection. The guideline states that for area sources of dust (e.g., quarry sites), the mass flow rate input should be calculated based not on the entire EIA project area but only on the area to be operated within the year. Furthermore, the coordinates of this annually operated area should represent the worst-case scenario and be located as close as possible to the nearest sensitive receptor. Given the similarity between the nature of the Project’s construction activities and open-pit mining operations, this guideline was taken as the primary reference for modeling dust emissions. At this stage, the modeling has been limited to emissions expected from earthmoving and excavation works. Three representative locations along the alignment were selected based on the intensity of anticipated excavation activities and the proximity of sensitive receptors listed in Table 3-1: 1. Çayırova Section – This area includes the construction of the Project’s two longest viaducts (Viaduct-1 and Viaduct-2), along with an excavation area (Cut-1) at the entrance of Tunnel 1A and a fill area (Fill-1). 2. Uskumruköy Neighborhood, Sarıyer District – Located between the exit of Tunnel-14 and the entrance of Tunnel-15, this section includes multiple structures: Cut-53, Fill-37, Cut- 54, Fill-38, Bridge-22, Fill-39, Cut-55, Fill-40, and Cut-56. 3. Boyalık Neighborhood, Arnavutköy District – This section spans from the exit of Tunnel- 22 to the entrance of Tunnel-23 and includes Cut-86, Fill-61, Bridge-35, Fill-62, and Cut- 87. 5.1.1.1.2 Model Results Air dispersion modeling was conducted at three construction zones along the INRAIL Project route — Çayırova, Uskumruköy, and Boyalık — focusing on PM10 and PM2.5 emissions. Both modeled concentrations and cumulative values (including baseline measurements) were evaluated against national and international air quality standards. Çayırova Construction Zone Max. Daily PM10: 32.8 µg/m³ | Annual PM10: 18.1 µg/m³ (Standard: 50 µg/m³) Max. Daily PM2.5: 96.6 µg/m³ | Annual PM2.5: 18.1 µg/m³ (Standard: 25 µg/m³) Highest cumulative concentrations at sensitive receptors remain below applicable standards for Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 205 both pollutants (171). Uskumruköy Construction Zone Max. Daily PM10: 12.9 µg/m³ | Annual PM10: 8.2 µg/m³ (Standard: 50 µg/m³) Max. Daily PM2.5: 32.9 µg/m³ | Annual PM2.5: 8.2 µg/m³ (Standard: 25 µg/m³) Cumulative concentrations at nearby receptors for PMâ‚?â‚€ remain below limits, while PMâ‚‚.â‚… slightly exceeds the 25 µg/m³ standard at both points (172). Boyalık Construction Zone Max. Daily PM10: 10.6 µg/m³ | Annual PM10: 6.1 µg/m³ (Standard: 50 µg/m³) Max. Daily PM2.5: 20.5 µg/m³ | Annual PM2.5: 6.1 µg/m³ (Standard: 25 µg/m³) Cumulative concentrations at receptor remain within limits for both PM10 and PM2.5 (173). All details related to the modeling are provided in the “Air Dispersion Modelling Reportâ€? presented in Appendix-9. 5.1.1.1.3 Assessment The air dispersion modeling conducted for the INRAIL Project’s construction phase revealed that while national air quality standards are not expected to be widely exceeded, localized exceedances of WHO guideline values for PM10 and PM2.5 are predicted, particularly in Çayırova and Uskumruköy. These exceedances are primarily linked to intensive earthworks and the use of heavy machinery near sensitive receptors such as residential areas. To address the anticipated exceedances of PM levels, enhanced dust suppression and air quality control measures must be implemented, especially in the affected zones. Considering that similar earthmoving and construction activities will occur throughout the INRAIL Project corridor, the following integrated mitigation measures shall be applied project-wide to minimize potential dust (particulate matter) emissions, in line with international best practices and WHO air quality guidelines: Dust Suppression and Emission Control • Frequent water spraying on exposed surfaces, stockpiles, and unpaved haul/access roads, particularly during dry and windy weather conditions. • Covering of trucks transporting loose materials, and using enclosed conveyor belts where applicable. • Application of dust-binding agents (e.g., polymers or wetting agents) on material storage areas and completed earthworks. • Minimization of simultaneous operation of multiple heavy equipment units in close proximity to sensitive receptors. • Staging and scheduling of high-dust activities to avoid peak wind periods or community activity hours. • Construction activities shall be restricted to daytime hours only, typically between 07:00 and 19:00, in accordance with local regulations, unless otherwise approved by the relevant authorities. Site Traffic and Access Management • Enforcement of speed limits on unpaved roads and within the construction sites to reduce dust resuspension. 171 This refers to the sensitive receptors measured by ‘PM -1’ and ‘PM-2’; details are provided in Section 4.2.9. 172 This refers to the sensitive receptors measured by ‘PM-8’ and ‘PM-9’; details are provided in Section 4.2.9. 173 This refers to the sensitive receptors measured by ‘PM -10’; details are provided in Section 4.2.9. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 206 • Use of wheel washing systems or gravel pads at site entry/exit points to prevent off-site dust tracking. • Designated haul routes should avoid passing through densely populated or environmentally sensitive areas wherever possible. Physical Barriers and Buffer Zones • Installation of temporary green screens, dust fencing, or other physical barriers between work areas and nearby receptors such as residential neighborhoods, schools, or hospitals. • Preservation or establishment of vegetative buffer strips along the project corridor to act as natural filters for airborne dust. Air Quality Monitoring and Adaptive Management • Deployment of air quality monitoring stations at key locations to track PM 10 and PM2.5 levels in real time, especially near sensitive receptors. • Use of threshold-based alerts to trigger intensified mitigation when pollutant levels approach or exceed WHO guidelines. • Regular data review and reporting, feeding into a feedback mechanism for adjusting construction methods and schedules when needed. All the above measures should be integrated into the C-ESMP and enforced through site-specific Environmental Control Plans (ECPs). Regular training of site personnel, contractor supervision, and community engagement will be essential to ensure effectiveness and accountability in implementation. Precautionary Measures for Potential Blasting Activities In the event that blasting is required during construction (e.g., for tunnel entrances or deep rock cuts), the following mitigation and safety measures shall be implemented to minimize potential environmental and social impacts: • Blasting operations shall be carried out in accordance with national legislation and subject to prior approval from the relevant authorities (e.g., Provincial Directorate of Environment, Gendarmerie, and local municipalities). • A Blasting Management Plan shall be prepared by a certified explosives engineer and integrated into the site-specific Environmental Control Plan (ECP). • Local communities shall be notified at least 48 hours in advance of any planned blasting activities, through appropriate channels (e.g., public announcements, SMS alerts, or signage). • Visible and audible signals (e.g., sirens) shall be used before and after each blast to ensure awareness and safety. • A controlled exclusion zone shall be established around the blasting site to prevent unauthorized access. Only trained and authorized personnel may enter the zone. • Blast mats or covers shall be used to reduce flyrock risk and contain debris, especially in proximity to sensitive receptors. • Blasting-induced vibration and air overpressure shall be monitored in real time using ground vibration monitors placed at nearby structures and sensitive receptors (e.g., residential buildings, cultural heritage sites). • If measurements exceed regulatory or guideline thresholds (e.g., DIN 4150-3), blasting parameters shall be adjusted accordingly. • Water spraying shall be performed immediately before and after blasting to suppress dust emissions. • Blasting shall only be carried out during permitted daytime hours (typically between 07:00 and 19:00) to minimize noise disturbance. • If necessary, temporary noise and dust barriers shall be erected between the blasting site and nearby settlements. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 207 • Emergency response procedures (e.g., evacuation plans, fire safety protocols) shall be established and communicated to all personnel and relevant stakeholders. • First aid and fire-fighting equipment must be readily available on site during all blasting activities. All blasting-related mitigation measures shall be included in the D+B Contractor’s OHS Plan and audited regularly by the supervising engineer and E&S Monitoring Team. 5.1.1.2 Operation Period During the operational phase of the INRAIL Project, air quality impacts are expected to be limited in both scope and intensity. The railway will operate with electric trains, which significantly reduces direct emissions from the line itself, especially when compared to diesel-based alternatives. Therefore, no significant air pollutant emissions are expected from train operations under normal conditions. However, some indirect and localized emissions may arise from auxiliary operations and support facilities such as: • Traction power substations, • Maintenance depots, and • Associated traffic (e.g., access roads, staff vehicles, logistics activities). These sources may contribute to limited emissions of PM10, PM2.5, NOâ‚‚, and VOCs, though well below thresholds defined in national legislation and international guidelines (e.g., WHO and WBG EHSGs for Railways). In addition, air quality benefits are anticipated at a broader scale. By shifting freight and passenger transport from road to rail, the Project is expected to contribute to: • Reduction of road congestion and vehicular emissions, particularly around urban areas such as Ä°stanbul, • Improvement of regional air quality through decreased use of fossil fuel-dependent transport modes, • Positive contribution to Türkiye’s GHG emissions reduction targets in line with its net-zero by 2053 objective. To ensure that potential air quality impacts during the operational period remain minimal, the following monitoring and management measures are recommended: • Regular maintenance of electric locomotives and infrastructure to avoid unintended emissions (e.g., from generators or malfunctioning systems), • Periodic inspection of support facilities for emissions control, • Continuous implementation of green logistics principles, including low-emission support fleet and efficient freight scheduling, • If emergency diesel generators or similar backup systems are used, their operation must be limited to testing and emergencies only, and comply with local emission standards. No cumulative or transboundary air quality impacts are foreseen from normal operation, provided that the system is operated as designed. 5.1.2 Impacts on Climate Change Climate change refers to long-term shifts in temperature, precipitation, and other atmospheric conditions, primarily caused by the accumulation of greenhouse gases (GHGs) in the atmosphere. Human activities such as fossil fuel use, deforestation, and industrial processes accelerate this trend, resulting in extreme weather events, rising sea levels, and ecosystem disruptions. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 208 Greenhouse gases are both naturally occurring and human-made gases that trap heat in the atmosphere through the greenhouse effect. This intensification of the greenhouse effect is the main driver of global warming, with serious implications for climate systems, environmental balance, and socio-economic conditions. 5.1.2.1 Türkiye’s Commitments and Relevance to Project Türkiye is a party to major international climate-related agreements, including the UNFCCC, Paris Agreement, Kyoto Protocol, CBD, UNCCD, and the Stockholm Convention. These frameworks guide national climate actions but do not directly regulate individual projects, instead encouraging countries to implement their own regulations. Seven major GHGs that are focused on within the Paris Agreement are: â–ª Carbon dioxide (CO2), â–ª Methane (CH4), â–ª Nitrous oxide (N2O), â–ª Sulphur hexafluoride (SF6), â–ª Hydrofluorocarbons (HFCs), â–ª Perfluorocarbons (PFCs), and â–ª Nitrogen trifluoride (NF3). Türkiye's strategic location enhances its role in global logistics, with plans to become a logistics hub in the Trans-Caspian Middle Corridor and develop new rail routes. This will support low- carbon, multimodal logistics, aligning with Türkiye’s 2053 net-zero goal. The IFC offer standards for managing climate risks and GHG emissions, particularly in renewable energy projects. These frameworks will guide climate impact assessments throughout this Project. Also, IFC’s Performance Standard 3 (PS3) on Resource Efficiency and Pollution Prevention is relevant, requiring GHG assessments if Scope 1 and 2 emissions exceed 25,000 tCOâ‚‚e annually. Although the Project focuses on renewable energy, it must still evaluate and mitigate operational emissions, aligning with IFC’s emphasis on sustainability and emission avoidance throughout the project lifecycle. In accordance with relevant international standards, the potential impact of the INRAIL Project on climate change has been assessed. The evaluation was conducted by comparing the greenhouse gas (GHG) emissions generated by a conventional diesel-powered heavy goods vehicle (HGV) with those produced by the electric trains planned for the INRAIL Project, over a 127 km distance under typical operating conditions. 5.1.2.2 Emission Scenarios and Comparative Analysis To assess the potential climate change impacts associated with the INRAIL Project, three comparative emission scenarios have been analyzed: (i) freight transport by diesel-powered heavy goods vehicles (HGVs), (ii) freight and passenger transport by electric trains, and (iii) passenger transport by intercity buses. Each scenario represents a simplified model of typical operating conditions over a distance of 127 km. 5.1.2.2.1 Scenario 1: Electric Train for INRAIL Project Electricity Source: Supplied through Turkish Electricity Transmission Corporation (TEÄ°AÅž) high- voltage transmission lines and converted at TCDD traction substations before distribution to catenary systems. Assumptions: Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 209 • Emission Factor (EF): 0.445 kg COâ‚‚e per kWh (174) • Distance (d): 127 km • Energy Consumption (EC): 25 kWh/km (175) • Total COâ‚‚e emissions: 0.445 × 25 × 127 = 1,412.875 kg COâ‚‚e per train trip 5.1.2.2.2 Scenario 2: Diesel-Powered Heavy Goods Vehicle (HGV): Assumptions: • 50% laden HGV • Diesel consumption: 30 L/100 km (approximately 40 L for 127 km) • Emission factors (per km) 176: ➢ COâ‚‚: 0.82378 kg ➢ CHâ‚„: 0.00016 kg ➢ Nâ‚‚O: 0.01195 kg • Total COâ‚‚e emissions over 127 km: ≈ 102.6 kg COâ‚‚e per HGV One electric freight train carries the equivalent of 20 heavy goods vehicles (HGVs) in terms of freight capacity. Total HGV emissions to match one train trip: 20 × 102.6 = 2,052 kg COâ‚‚e To transport the same amount of freight that one electric train can carry, approximately 20 diesel- powered HGVs would be required. These trucks would collectively emit around 2,052 kg COâ‚‚e over the same distance. In contrast, a single electric train emits only 1,412.875 kg COâ‚‚e, resulting in an emissions reduction of approximately 34% per train-equivalent shipment. 5.1.2.2.3 Scenario 3: Passenger Transport by Intercity Bus Assumptions: • 100 passengers • Distance: 127 km • Emission factors (per passenger-km) (177): ➢ COâ‚‚: 0.10311 kg ➢ CHâ‚„: 0.00001 kg ➢ Nâ‚‚O: 0.00073 kg • Total COâ‚‚e emissions: 100 × 127 × (0.10311 + 0.00001 + 0.00073) = 1,318.895 kg COâ‚‚e per trip Assuming that one electric train carries 500 passengers, and that 5 buses (with 100 passengers each) would be required to transport the same load by road, the total emissions from bus transport would be: 5 × 1,318.895 kg COâ‚‚e = 6,594.475 kg COâ‚‚e per train-equivalent trip In contrast, the electric train emits 1,356.25 kg COâ‚‚e, resulting in approximately 80% reduction in emissions. 5.1.2.3 Comparative Assessment and Interpretation While the absolute emissions per trip from an electric train may seem higher than a single HGV 174 Source: Emission Factors for Electricity Generation and Consumption in Türkiye, https://enerji.gov.tr/evced-cevre-ve-iklim- elektrik-uretim-tuketim-emisyon-faktorleri 175 Source: International Union of Railways, “Carbon Footprint of High Speed Rail, HSR_Sustainability_carbon_footprint_FINAL _5_) 176 Source: UK Government GHG Conversion Factors for Company Reporting , ghg-conversion-factors-2025-full-set.xlsx 177 Source: UK Government GHG Conversion Factors for Company Reporting , ghg-conversion-factors-2025-full-set.xlsx Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 210 or bus, this comparison is misleading without factoring in transport capacity and trip frequency. Rail transport provides: • Substantially higher capacity per trip (freight and passengers), • Greater energy efficiency per ton-kilometer and passenger-kilometer, • Fewer total trips required, leading to cumulative GHG reductions. Moreover, road vehicles are affected by traffic conditions, acceleration-deceleration cycles, and gradient changes, all of which increase emissions. Rail operations, by contrast, occur in controlled environments with consistent speeds and optimized energy use. As Türkiye continues to increase the share of renewables in the national electricity grid, the emission factor for rail electricity consumption is expected to decrease, further enhancing the climate benefits of rail-based transport. 5.1.3 Environmental Noise Risks and Impacts 5.1.3.1 Construction Phase During the construction phase of the Project, elevated noise levels are expected due to the use of heavy machinery and equipment. Activities such as site preparation, excavation, grading, bridge and tunnel works, station construction, and installation of railway infrastructure (signalling, electrification, culverts, level crossings, etc.) are likely to generate intermittent but potentially disturbing noise emissions. These potential impacts may pose a risk to nearby communities and ecological receptors, especially in locations where construction activities are conducted near sensitive areas. As the Project is still at the ESIA stage and detailed information on the type and number of construction equipment to be used has not yet been finalized, a noise modelling study has not been conducted at this time. A comprehensive noise modelling assessment will be carried out during the final ESIA phase, once the construction methods and machinery specifications are clarified. This modelling will be used to assess potential exceedances of applicable noise standards and to define site-specific mitigation measures. In the interim, the Project will adhere to the daytime noise limits established in the WB-EHSGs, which are considered more stringent than national “Environmental Noise Control Regulationâ€? (published in 30.11.2022 dated 32029 numbered Official Gazette). Construction activities will be limited to daytime hours (07:00–22:00) wherever feasible to minimize disturbance. General mitigation measures such as use of well-maintained equipment, implementation of noise barriers where necessary, and scheduling of high-noise activities during less sensitive times are integrated into the Section 7 of this ESIA Report and the ESMP. 5.1.3.2 Operation Phase During the operational phase, noise will primarily result from train movement, interaction between wheels and tracks, station operations, and intermittent maintenance activities. Compared to construction, the operational phase is expected to generate lower and more predictable noise levels, particularly due to the use of modern electric trains, which produce significantly less noise than diesel alternatives. Key noise sources during operation may include: • Rolling stock noise (wheel-rail interaction and aerodynamic effects), • Stationary activities (braking, idling, coupling/decoupling), • Audible warning signals at crossings and stations, • Regular maintenance and inspection works, • Increased human and vehicular activity near station areas. Although some noise may occur during night-time hours, it is anticipated to be within acceptable Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 211 limits, particularly given the use of modern, low-noise technology and the distance of many receptors from the railway line. Similar to the construction phase, a detailed noise modelling study for the operational phase should be undertaken by AYGM. This will include an assessment of daytime and night-time noise levels based on finalized train specifications and operational schedules. 5.1.4 Impacts on National Resources There are no geologically important geological heritage sites in the area and region where the project route is located, and the project has no geological impact. 5.1.4.1 Impact on Surface Water In the area where the project route passes, stream beds with seasonal and continuous flow are crossed, and the surface waters in question will be crossed by culverts and bridges designed in an appropriate engineering manner. There are 4 important drinking water dams in the region where the Project route is located. The Project route intersects with the reservoir areas of Ömerli and Büyükçekmece Dams and passes through the absolute, short, medium and long distance protection areas of these dams. The Project route does not intersect with the remaining Sazlıdere and Alibey dams, but remains within the long-distance protection areas of these dams. Crossings over the Ömerli and Büyükçekmece Dams will be provided via bridges to be constructed within the scope of project. Activities to be carried out within the scope of the Ömerli, Büyükçekmece, Alibey and Sazlıdere Dams will be conducted in accordance with Article 9-10-11-12 of the Regulation on the Protection of Drinking and Utility Water Basins, which came into force with the Official Gazette dated 28.10.2017 and numbered 30224 (Amendment: Official Gazette dated 27.08.2020 and numbered 31226). In addition, prior to mobilization, the D+B Contractors will prepare and implement a Reservoir Protection Protocol as an annex to the C-ESMP. This Protocol will include: • zone-specific method statements for activities near reservoir buffer zones, • secondary containment for fuel and chemical storage, • hot-work permit procedures, • designated concrete washout areas with impermeable liners, • real-time turbidity monitoring at sentinel points with stop-work thresholds (e.g., exceedance above baseline levels), • immediate notification procedures to Ä°SKÄ° in case of any exceedance or incident, and • a pre-works emergency drill coordinated with the managing utility. The Protocol will be approved by the Employer prior to the commencement of reservoir-adjacent works and subject to weekly inspections during implementation. 5.1.4.2 Impact on Groundwater The Project route generally passes through hydro geologically low permeable and impermeable geological units and there are no groundwater sources on the route. The following precautions will be taken against accidents and leakages that may occur due to hazardous materials in permeable areas containing local and limited groundwater which are few and localized on the route. Project’s construction activities—particularly tunnel excavation, deep cut-and-cover works, and potential controlled blasting—are expected to interact with local groundwater systems. These interactions may result in temporary or permanent drawdown of groundwater levels, interception of aquifers, or changes in local hydrogeological flow paths. Tunnel alignments and deep excavations may encounter pressurized or fractured aquifers, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 212 leading to water ingress into construction areas. This may necessitate dewatering operations, which, if not properly managed, could impact surrounding wells, springs, or wetland ecosystems. Moreover, the use of drilling fluids, cement grouting, or chemical sealants during underground works could pose a risk of groundwater contamination, particularly in karstic or high-permeability formations. To address these potential impacts, the D+B Contractor will carry out detailed hydrogeological surveys prior to major excavation activities. Where groundwater inflow is anticipated, dewatering and drainage plans will be prepared, including water balance assessments and mitigation strategies to protect nearby receptors. Monitoring wells will be installed around sensitive zones to track fluctuations in groundwater levels and quality throughout construction. All fuels and chemicals will be stored in designated impermeable areas with secondary containment systems to minimize the risk of spills or leaks. When determining the locations of temporary fuel or oil storage areas, location of water resources will be taken into account. Accidental spill of hazardous materials such as fuel oil, oil, cement etc. will be taken under control immediately. Drip trays and other secondary containment structures will be used for storage of the fuels and potentially hazardous construction materials. Spill kits will be kept on site to be deployed in the event of a spillage, and site staff will be trained in their use. Potential impacts of tunnel-boring chemicals and grouting agents on groundwater quality have been assessed, with particular consideration given to the aquifer units identified in the hydrogeology section. During tunneling activities, the use of TBM conditioning agents (such as foams and polymers) and grouting materials may be required. At this stage, specific products have not been defined; however, it is committed that only environmentally compatible, low-toxicity and, where feasible, biodegradable products will be used. The potential risk to groundwater quality is mainly associated with accidental release, uncontrolled injection, or excessive use of grouting agents in aquifer zones. With the implementation of controlled application procedures, avoidance of chemical grouting in aquifer areas unless technically unavoidable, and adherence to good international industry practice, the impact on groundwater quality is expected to be minor and manageable. Additional mitigation measures, including groundwater quality monitoring during construction in sensitive hydrogeological areas, will be implemented as part of the Environmental and Social Management Plan. Within the scope of the Project, the provisions of the Law No. 167 on Groundwater and the “Regulation on the Protection of Groundwater against Pollution and Degradationâ€? published in the Official Gazette dated April 07, 2012 and numbered 28257 will be complied with within the framework of the protection of groundwater and resources. 5.1.5 Impacts on Biodiversity As detailed in the CHA and Biodiversity Baseline Sections (see Section 4.2.8) the project alignment intersects areas with varying levels of ecological value, including natural and modified habitats. While no site along the project corridor qualifies as a Critical Habitat under the strict thresholds of WB-ESS6 or IFC PS6, several species of conservation concern have been identified, including Cirsium polycephalum (CR), Ferulago confusa (CR), Centautrea hermannii (EN), and others. Field surveys revealed the presence of threatened plant species and habitat features that warrant precautionary conservation. In line with ESS6 and the mitigation hierarchy, the following key measures are proposed: Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 213 • Avoidance of high-biodiversity-value habitats during construction, • Seed collection and transfer to the TÃœBÄ°TAK National Seed Gene Bank, • Biodiversity monitoring before and during construction, • Implementation of a BMP, • Restoration of disturbed natural habitats post-construction. An ecological overpass (“Ecological Bridgeâ€?) has been constructed on the North Marmara Motorway and is aligned approximately with km 2 on the European section of the INRAIL alignment. At this location, the railway will be implemented as a cut-and-cover structure (Cut & Cover-7), which will be excavated during construction and subsequently closed to operate as a covered tunnel upon completion (see Appendix-8). The horizontal distance between the INRAIL alignment and the existing Ecological Bridge, including the cut-and-cover footprint, is approximately 70 meters. From this point, the tunnel portal is located at approximately 225 meters toward the Asian direction, and a bridge crossing is located at approximately 200 meters toward the European direction. In line with this configuration, the railway will be in tunnel at the ecological crossing location. To ensure continuity of wildlife movement during the construction phase; • A temporary wildlife passage will be established so that crossings remain functional. • The reinstated surface over the covered railway will be designed to meet ecological overpass best practice, including minimum effective width and substrate continuity, native vegetation cover, perimeter fencing to guide fauna, exclusion from construction zones, noise and light minimization, and post-construction monitoring. • Where the railway alignment is above ground and parallel to the North Marmara Motorway, additional underpasses for small fauna will be considered, with exact locations to be determined during the detailed design phase. • Culverts will also be designed at stream crossings to maintain watercourse continuity and enable safe passage for aquatic and semi-aquatic species, with their precise placement determined during detailed design. • Coordination with the motorway operator and relevant authorities will be undertaken to align timing, fencing tie-ins, and maintenance responsibilities. • If monitoring indicates residual barrier effects, adaptive measures (e.g., widening of the vegetated platform or enhancements to guide fencing) will be implemented. • Upon completion of the cut-and-cover works and reinstatement of the surface, the land bridge function will be preserved and the wildlife movement corridor will be restored to its original condition. • If, during detailed design, additional continuity is warranted, the effective width of the ecological crossing will be extended over the railway section through the covered structure and surface reinstatement to maintain habitat connectivity equivalent to, or better than, current conditions. The railway alignment was strategically selected to follow an existing transport corridor in many segments, reducing the risk of new habitat fragmentation. Also, no direct impact on protected areas (e.g., national parks or Ramsar sites) has been identified. Habitat loss along the INRAIL alignment has been quantified through GIS-based overlay analysis using 1:5,000–1:10,000 scale habitat mapping and verified through field surveys. The permanent project footprint—including the railway platform, cut-and-cover structures, embankments, tunnel portals, and permanent access roads—results in an estimated 134.5 ha of permanent habitat conversion. Within these areas, approximately 79.32 ha corresponds to natural habitats (e.g., shrublands, riparian strips, steppe vegetation) and 55.17 ha to modified habitats such as agricultural mosaics. The most sensitive losses occur where the alignment intersects microhabitats supporting CR and EN flora (including Cirsium polycephalum, Ferulago confusa, Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 214 and Centaurea hermannii) identified around mapped occurrences. Beyond direct land take, indirect impacts were assessed within a 50–100 m ecological influence buffer, resulting in a reduced habitat functionality due to noise, vibration, edge effects, and temporary fragmentation during construction. Although the use of an existing transport corridor substantially reduces new fragmentation risk, the quantification confirms that habitat connectivity will be temporarily reduced at several locations until reinstatement of the cut-and-cover section and associated ecological passage is completed. These quantified results guide the design of avoidance, targeted micro- siting, restoration measures, and species-specific mitigation to ensure compliance with ESS6 and to minimize the net ecological footprint of the project. 5.1.6 Resource Efficiency and Pollution Prevention 5.1.6.1 Topsoil Management Topsoil, which contains the most biologically active and fertile layer of soil, plays a critical role in supporting vegetation, regulating hydrology, and preserving local biodiversity. In large-scale linear infrastructure projects like the INRAIL Project, where extensive excavation and land clearance activities are planned, the protection and reuse of topsoil is a fundamental element of responsible resource management and environmental restoration. During the construction phase, topsoil will be stripped from all work areas where permanent structures (e.g., railway substructure, stations, viaducts, access roads) are to be built. This includes areas designated for temporary use such as construction camps, storage yards, spoil disposal areas, and diversion roads. The removed topsoil will be stockpiled separately from subsoil and construction waste materials, ensuring it remains uncontaminated and retains its organic and seed content. Topsoil will be stockpiled in a controlled manner, preferably in windrow formations, and in limited height (not exceeding 2 meters), to prevent compaction and anaerobic conditions. Erosion prevention measures, such as temporary vegetation or geotextile coverings, will be applied to long-term stockpiles. Topsoil stockpiles will also be protected from stormwater runoff to avoid sedimentation and nutrient loss. Once construction is completed, the stored topsoil will be reused in rehabilitation and landscaping works, including the restoration of temporarily disturbed areas (e.g., material storage sites, diversion channels, temporary access roads), and for the revegetation of embankments, cut slopes, and buffer zones. This approach not only supports soil fertility and erosion control but also promotes the regeneration of native plant species. D+B Contractors will be required to develop and implement a Topsoil Management Plan as part of the C-ESMP, in line with the Turkish Soil Protection and Land Use Law (No. 5403) and relevant WB’s guidance. Monitoring of topsoil stripping, storage, and reuse will be carried out by the Construction Supervision Consultant (CSC) under the oversight of the Project Implementation Unit (PIU). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 215 Figure 5-1 Soil Structure Layers 178 5.1.6.1 Management of Excavated Material During the construction phase of the INRAIL Project, approximately 30 million cubic meters of excavated material are expected to be generated, including spoil from tunnel excavation works. Of this total volume, an estimated 3 million cubic meters will be reused on-site, primarily as backfill for embankments, structural foundations, and other civil works. A preliminary breakdown of estimated excavation and backfill volumes for major engineering structures is provided in Appendix-8. The remaining surplus material will be managed in accordance with the provisions of the Regulation on the Control of Excavation Soil, Construction and Demolition Waste (Official Gazette No. 25406, dated 18.03.2004). Disposal activities will be carried out at sites approved by the Ä°BB, which is the competent authority for construction waste management within the province. The volume of excavated material to be generated in each section of the alignment will be calculated by the D+B Contractor, based on the final construction design. These quantities will be reported in the C-ESMP and in the detailed Waste Management Plan to be developed during project implementation. To minimize potential environmental impacts related to the generation and management of surplus excavation material, the following mitigation measures will be implemented: • Excavated materials suitable for reuse shall be prioritized for on-site applications such as backfilling, embankment construction, and landscape shaping, to reduce the need for new material extraction and minimize transport-related emissions. • Material transportation routes and methods shall be optimized to avoid sensitive receptors, minimize traffic congestion, and reduce dust and noise emissions. • Temporary storage and loading areas shall be located away from water bodies, drainage channels, and residential areas, and shall be equipped with sediment control and dust suppression measures. • Disposal of excess material shall be conducted only at licensed and approved facilities designated by the Ä°BB, in compliance with applicable national regulations. • The D+B Contractor shall prepare a Spoil and Excavated Material Management Plan, including tracking, documentation, and reporting of quantities reused, temporarily stored, or disposed of. 178 https://www.istockphoto.com/tr/foto%C4%9Fraflar/%C3%BCst-toprak-ill%C3%BCstrasyonlar Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 216 • The largest licensed excavation waste storage areas in Ä°stanbul are presented in Table 4-5, while the complete detailed list is provided in Appendix-11. The spatial relationship of these areas with the project site is illustrated in the satellite image given in Appendix 2.14. These sites constitute the primary officially permitted facilities for excavation material management within the metropolitan area. • According to publicly available information from Ä°BB, the overall licensed storage capacity across Istanbul is approximately 49 million m³. However, information on the currently utilized and remaining capacities of these facilities is not available. • Similarly, in Kocaeli Province, excavation waste disposal areas are listed and licensed, yet no publicly accessible data could be obtained on their current or remaining capacities. • In this context, while potential disposal areas have been identified at a general level, the final determination of the specific sites to be used, the volumes to be disposed of, and the operational arrangements will be agreed upon between the D+B Contractor and the relevant authorities (including the owners/operators of the disposal sites). These details will be set out in the Waste Management Plan to be prepared and submitted prior to the commencement of excavation activities. In addition to the requirements outlined above, the Employer will prepare a high-level Soil & Excavated Material Management Plan (S-EMMP) during the early implementation phase. This plan will provide strategic guidance on section-based spoil forecasts, reuse and disposal principles, and coordination with licensed disposal facilities in Ä°stanbul and Kocaeli. The S-EMMP will also establish general principles for transportation safety, route management, and monitoring responsibilities to be adopted by the D+B Contractors in the preparation of the detailed S-EMMP. The S-EMMP will serve as an Employer-level framework to ensure consistency, compliance, and environmental safety across all workfronts. 5.1.6.2 Waste Management In general, wastes need to be properly managed to avoid/minimize potential impacts on community health, safety and environment and unbalanced loads on local waste management facilities (i.e. landfills). Assessment of the impacts and measures to be taken for the minimization of resources use and management of wastes is provided below during construction and operation phases of the Project. 5.1.6.2.1 Construction Phase Wastes anticipated to be generated during the construction phase include; municipal solid waste including the recyclable (packaging) waste, excavation waste (i.e. the portion of excavation material that will not be reused on site for cut and fill works), construction waste, wood and timber scraps, and hazardous waste such as waste oils, waste vegetable oils, end-of-life tires, waste batteries and accumulators, waste electric and electronic equipment, and medical waste. Even though the number of workforce and construction machinery and equipment to be involved in the construction will be high and significant volumes of earthworks will take place, the Project will avoid and/or minimize impacts due to waste generation by complying with the requirement of national legislation and applying international standards on waste management. Municipal Solid Wastes During the construction phase, maximum of 2,000 personnel is planned to be employed at the Project. As the majority of the Project area is located within the boundaries of Ä°stanbul Province, most of the workforce is expected to be deployed in this region. The exact distribution of personnel between Ä°stanbul and Kocaeli provinces is not clearly defined. Therefore, the estimated calculations for domestic waste generation have been based on the average per capita daily domestic waste generation rate specific to Ä°stanbul Province. In consideration of these peak personnel numbers and assuming that the daily municipal waste Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 217 generation rate will be 1.13 kg per person179, amount of waste estimated to be generated at the Project sites has been calculated. The approximate amount of total municipal waste to be generated daily has been calculated as 2.26 tons. According to the Environmental Indicators published by the MoEUCC, 35% of generated municipal waste (by weight) would consist of recyclable waste. Therefore, the daily packaging waste that will be generated would be approximately 0.79 tons. Domestic waste generated within the scope of the Project will be disposed of in waste containers operated by the Ä°stanbul Metropolitan Municipality and the Kocaeli Metropolitan Municipality. The transfer and final disposal of domestic waste will be carried out by the respective municipalities. Formal applications will be submitted to the relevant municipalities, and official correspondence and/or protocols will be obtained accordingly. Hazardous and Non-Hazardous Wastes During the construction phase of the Project, various hazardous wastes will be generated as a result of the activities/works involving used fuels, chemicals, paints, oils, solvents, etc. If not managed properly, hazardous wastes may result in soil, surface water and groundwater contamination, as well as health and safety issues for the local communities and the Project personnel. The following hazardous and non-hazardous wastes are anticipated to be generated as a result of the construction activities. It should be noted that the earthworks will constitute a major part of the construction phase and the amount of chemicals/hazardous substances to be used for the construction works are anticipated to be limited: Hazardous Wastes • Personal protective equipment (PPE), absorbent materials, cleaning rags, and work clothes contaminated with oils, greases, fuels, or hydraulic fluids used during railway construction and machinery maintenance, • Waste oils, lubricants, and filters resulting from the maintenance and servicing of construction machinery, track-laying equipment, and transport vehicles, • Paints, thinners, and solvents used in the coating and protection of steel railway structures, bridges, or culverts, • Waste adhesives, sealants, and epoxy resins used in structural works or rail fastening systems, • Contaminated packaging (metal or plastic drums, containers) previously used for hazardous substances such as fuel additives, degreasers, or concrete admixtures, • Spent batteries and accumulators from rail maintenance equipment, temporary lighting systems, or construction site tools, • Electronic and electrical waste, including circuit boards, cabling, lighting fixtures, or control panels from temporary facilities, • Herbicides and pesticide residues used in vegetation clearing along the rail corridor and rights-of-way, • Medical waste (e.g., sharps, dressings, gloves) generated at health unit, • Soil or absorbent materials contaminated due to spills or leaks of fuel or chemical substances at refueling stations or maintenance areas. Non-Hazardous Wastes • Excavated soil, ballast, gravel, and construction debris (e.g., broken concrete, bricks, and 179 Average Municipal Waste Quantity per Person (kg/person-day) of Ä°stanbul Province, 2022, https://biruni.tuik.gov.tr/medas/?kn=119&locale=tr Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 218 excess track bed materials) generated during grading, earthworks, and substructure works, • Scrap rails, metal offcuts, and other ferrous/non-ferrous materials not contaminated by hazardous substances, arising from track laying and steel structure works, • Waste wood, plastic, cardboard, and paper from packaging of railway materials, tools, and equipment, • PVC piping off cuts, insulation foam, and other synthetic materials used in temporary or permanent site installations, • Domestic waste (e.g., food waste, beverage containers, hygiene products) generated by construction workers at camps and site offices, • Inert concrete and asphalt waste generated during demolition of old infrastructure or road crossings, • Textile waste (e.g., worn-out uniforms, blankets, linen, rugs etc.) is used in worker accommodation areas. As the Project is a linear infrastructure development and construction works will progress in sections, it is difficult to designate permanent waste storage locations. Therefore, the D+B Contractor will establish one or more temporary waste storage areas for hazardous and non- hazardous waste, depending on site conditions and construction progress. Waste generated during construction activities will be collected daily on-site and transported to the designated temporary storage areas. In accordance with the Waste Management Regulation, non-hazardous waste may be stored temporarily for a maximum of 1 year, and hazardous waste for a maximum of 6 months. All such waste will be delivered to licensed waste disposal or recycling companies. Hazardous and non-hazardous wastes need to be properly managed to avoid significant impacts on both environmental receptors and human health. Waste management activities shall be carried out in full compliance with the requirements of the ESIA Report, the C-ESMP, and the Waste Management Plan to be prepared by the D+B Contractor. 5.1.6.2.2 Operation Phase During the operation phase of the INRAIL Railway Project, limited but diverse types of waste will be generated as a result of routine activities such as the use and maintenance of railway lines, stations, underpasses, overpasses, and bridges. Although waste generation during this phase is not expected to be intensive, proper management practices will be essential to minimize environmental impacts and ensure regulatory compliance. Waste management efforts will primarily focus on the handling of municipal solid waste, recyclable materials, and maintenance-related hazardous waste. All waste management activities will be carried out in accordance with the Waste Management Regulation (Official Gazette No. 29314, dated 02.04.2015) and applicable national legislation. Municipal Solid Waste and Recyclable Waste Solid waste will be generated from day-to-day activities of staff and visitors at stations and other operational units. Waste sources will include food waste, packaging, paper, plastics, and other general refuse. Waste quantities will be estimated based on the finalized number of operational staff and expected passenger flow. These wastes will be collected regularly by the municipal waste collection services from designated collection points to be established at each station. Additionally, visual inspections and periodic waste collection will be conducted along the railway route to remove litter and illegally dumped non-hazardous waste. Recyclable waste will be separated at the source and placed in designated containers for recovery and proper disposal. Sediment and sludge accumulated in stormwater drainage systems, along with non-hazardous vegetation waste (e.g., grass clippings, tree trimmings), will also be managed as part of routine Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 219 maintenance activities. Hazardous and Special Waste Although limited in volume, certain hazardous and special waste streams may be generated during maintenance works, including: • Waste oils and lubricants from maintenance vehicles and rail systems, • Used oil filters, grease-contaminated rags, PPEs, and packaging of hazardous substances, • Residual paint and paint containers, • Herbicide and pesticide containers from vegetation control activities, • Illegally dumped waste with potentially hazardous content (to be analyzed and classified accordingly). All hazardous waste will be temporarily stored in dedicated and properly labeled containers at secured areas and will be transferred to licensed disposal or recovery facilities within the legally permitted timeframes (6 months maximum). Maintenance-Related Waste Maintenance and repair activities—such as ballast screening, superstructure renewal (e.g., replacement of sleepers), and occasional infrastructure repair—will also result in specific waste streams, including: • Metal components (screws, bolts, fasteners, small machinery parts), • Plastic and rubber materials (cable insulation, seals, polypropylene/polyethylene parts), • Glass and wood (broken cab windows, wagon interiors, loading sleepers), • Used oils (engine and gear oils), • Welding slag and paint residues, • Contaminated materials (oil-soaked rags, gloves, cleaning cloths). These wastes will be managed according to their classification—hazardous or non-hazardous— and handled in compliance with the Waste Management Regulation. Temporary storage areas will be established near key maintenance points, and all waste will be transferred to licensed facilities by authorized transporters. The maintenance / repair work on the railway lines will be carried out at large intervals or in one-off situations. 5.1.6.3 Water Use and Wastewater Management This section describes the expected water demand and wastewater generation during both construction and operation phases of the Project, along with related management measures. The assessment considers national regulations, international standards, and good industry practices to minimize water consumption and ensure appropriate wastewater handling. 5.1.6.3.1 Construction Phase The construction phase of the INRAIL Project is expected to involve considerable water consumption, primarily driven by activities such as dust suppression, concrete mixing and curing, tunnel excavation works, and the domestic needs of workers stationed at temporary camps. Water demand will vary depending on the season and the intensity of construction activities, with peak usage anticipated during large-scale excavation and civil works operations. Water will be sourced from legally authorized suppliers, including municipal networks where available, licensed tanker deliveries, or, if required and approved, permitted groundwater wells. Special attention will be paid to ensuring that water abstraction, if needed, does not adversely impact local water availability or ecosystems. In the ESIA process, issues such as camp locations, the number of workers to be employed, and the source of concrete materials have not yet been finalised. However, it is estimated that Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 220 approximately 2,000 people will be employed during the construction phase of the Project, and the amount of water required in this context has been calculated as 380 m3/day (180). Wastewater generation during construction will mainly originate from worker camps (domestic wastewater), equipment and vehicle washing areas (potentially containing oils or hydrocarbons), and washing operations related to concrete batching plants. To manage these outputs, wastewater will be collected in holding tanks or directed to mobile treatment units installed onsite. For vehicle washing areas, oil-water separators will be used to prevent the discharge of hydrocarbons into the environment. No untreated wastewater will be discharged directly into natural watercourses or municipal stormwater systems. All wastewater management practices will be carried out in line with the provisions of Türkiye’s Regulation on the Control of Water Pollution and the Regulation on Wastewater Discharge. Additionally, water-saving practices, such as the reuse of treated greywater for dust suppression, will be encouraged wherever technically feasible. These measures will be detailed in the C-ESMP and monitored regularly throughout the construction phase. 5.1.6.3.2 Operation Phase During the operation phase, the Project’s water demand is expected to be relatively limited and stable. Water will primarily be used for the cleaning and maintenance of trains, stations, and depot facilities, along with sanitary use by personnel in administrative and technical areas. Routine activities such as train exterior washing and general facility cleaning will be carried out using water supplied from municipal sources, and consumption will be monitored for efficiency. The wastewater generated during this phase will consist mostly of sanitary effluents from staff use and occasional wash water from cleaning operations. Wherever possible, these will be discharged into the municipal sewer system. In locations where such connections are not feasible, localized treatment solutions—such as septic tanks or compact modular treatment units—will be deployed to ensure compliance with national discharge standards. To promote resource efficiency, the use of water-saving fixtures in stations and depots will be incorporated into the design. In addition, the potential for integrating rainwater harvesting systems for non-potable uses, such as irrigation or cleaning, will be assessed during the detailed engineering phase. Water and wastewater management throughout the operation phase will remain aligned with relevant national regulations and good international industry practice, ensuring that environmental impacts are minimized and operational efficiency is sustained. 5.1.6.4 Energy Consumption and Efficiency This section assesses energy consumption patterns and energy efficiency considerations during the construction and operation phases of the INRAIL Project. The analysis is based on the Project’s anticipated energy demands, available supply sources, and potential for energy-efficient practices, in line with national regulations and international sustainability principles. 5.1.6.4.1 Construction Phase During the construction phase, energy demand will be primarily met through the use of diesel fuel and electricity. Diesel will be used to power heavy machinery, generators, and construction vehicles operating on-site, while electricity will be required for lighting, administrative facilities, worker accommodation units, and temporary offices. The level of energy consumption will vary depending on the scale and duration of construction activities. Tunnel excavation, viaduct construction, and material processing (e.g., concrete 180 Water consumption: 190 l/person-day has been taken. Source: https://biruni.tuik.gov.tr/medas/?kn=121&locale=tr Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 221 batching) are expected to represent the most energy-intensive operations. Temporary diesel generators may be deployed in areas not connected to the grid, particularly in remote segments of the corridor. In accordance with the principles of resource efficiency, energy-saving measures will be implemented during construction. These include the use of energy-efficient lighting and electrical appliances in site offices and camps, scheduled maintenance of construction equipment to ensure optimal fuel use, and proper operator training to reduce unnecessary idling of machinery. Where possible, low-emission or hybrid construction equipment may also be preferred. All construction-related energy consumption will be recorded and monitored by the D+B Contractor as part of the C-ESMP, and efforts will be made to reduce the Project’s overall construction-phase carbon footprint. 5.1.6.4.2 Operation Phase The operational phase of the INRAIL Project is designed to be energy-efficient by nature, as it will rely on electrified rail systems for both passenger and freight transport. Electricity for train operations will be supplied by the national grid through high-voltage lines operated by the TEÄ°AÅž and delivered to traction substations managed by the TCDD. These substations will then distribute electricity to the overhead catenary systems. Energy consumption during operation will primarily include: • Electricity for train propulsion, • Power supply to stations and depots (lighting, HVAC, security systems), • Ancillary systems such as signalling, communication, and control systems. To enhance efficiency, the system design incorporates modern rail technologies, regenerative braking (if applicable), and centralized energy management systems. Energy-efficient fixtures and equipment will also be used in station buildings and maintenance depots. Although energy consumption is inevitable during operation, the Project is expected to significantly reduce energy use on a per-unit basis (i.e., per passenger-kilometer or ton-kilometer) when compared to conventional road transport. This modal shift supports Türkiye’s long-term decarbonization targets, including the 2053 net-zero commitment, by enabling lower-emission mobility and reducing reliance on fossil fuels. Energy use and efficiency performance during operation will be tracked through the Project’s Monitoring and Evaluation (M&E) system and reviewed periodically to identify opportunities for further improvements. 5.1.6.5 Chemical Material Management and Spill Prevention This section outlines the management approach for hazardous and chemical substances to be used throughout the Project lifecycle, with a focus on preventing soil, water, and air contamination resulting from improper storage, handling, or accidental spills. The Project commits to applying GIIP in managing fuels, lubricants, paints, solvents, and other potentially harmful materials. 5.1.6.5.1 Construction Phase During the construction phase, various chemical substances will be used for equipment maintenance, concrete works, and utility installations. These include fuels (e.g., diesel, gasoline), oils, hydraulic fluids, lubricants, welding gases, paints, adhesives, and cleaning agents. The potential environmental risks associated with these materials include accidental leaks, spills, improper disposal, and fire hazards. All chemical materials will be stored in designated, secure, and clearly labelled storage areas, with proper secondary containment systems (e.g., bunded pallets, impermeable surfaces) to prevent leakages. Fuel and oil storage tanks will be located away from watercourses, drainage Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 222 ditches, or sensitive ecological areas. Refueling and maintenance will be carried out in designated service areas, equipped with spill response kits and trained personnel. A Spill Prevention and Response Plan (SPRP) will be developed and included in the C-ESMP, detailing procedures for containment, cleanup, and reporting in the event of a spill. Contractors will be responsible for maintaining an updated Chemical Inventory Register, including Safety Data Sheets (SDS) for all chemicals on-site, and for ensuring that all personnel handling such substances receive appropriate training. 5.1.6.5.2 Operation Phase In the operation phase, the use of chemical substances will be limited and primarily related to train maintenance, station cleaning, HVAC systems, and fire suppression equipment. These materials may include cleaning solvents, lubricants, refrigerants, and small quantities of flammable or reactive chemicals. All materials will be stored and handled in accordance with national regulations and manufacturer recommendations. Maintenance depots will be equipped with appropriate containment systems, ventilation, and fire protection mechanisms. Emergency spill response equipment will be available at strategic locations, and staff will receive periodic training on hazardous materials handling and emergency procedures. A Chemical Management Plan will be prepared and maintained and regularly reviewed as part of the overall E&S Management System (ESMS). The plan will include procedures for chemical procurement, safe storage, usage tracking, disposal, and spill response protocols. 5.1.6.6 Materials Sourcing and Sustainability This section addresses the Project’s approach to sourcing raw and construction materials in an environmentally and socially responsible manner. It also outlines efforts to enhance sustainability by minimizing the environmental footprint associated with material extraction, processing, and transportation. 5.1.6.6.1 Construction Phase The construction phase will require substantial quantities of materials such as concrete, aggregates, steel, and ballast. Where technically and economically feasible, materials will be procured from local and permitted suppliers to minimize transportation-related emissions and support local economies. Priority will be given to materials that meet environmental and social performance standards, including certifications (e.g., ISO 14001), responsible mining practices, and documented labor conditions. Where possible, recycled or reused materials (e.g., crushed concrete, steel rebar) will be integrated into construction works. The D+B Contractor will be required to prepare and implement a Materials Sourcing Plan, which outlines procurement procedures, supplier selection criteria, and documentation protocols. This plan will also include measures to prevent illegal resource extraction, avoid supply chain-related environmental degradation, and ensure traceability. 5.1.6.6.2 Operation Phase During the operation phase, materials use will be limited to maintenance and replacement activities related to infrastructure, rolling stock, signaling systems, and station operations. The Project will continue to prioritize the procurement of durable, energy-efficient, and recyclable materials in accordance with long-term sustainability goals. Wherever possible, products with low embodied carbon, eco-label certifications, or extended Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 223 service life will be preferred to reduce lifecycle environmental impacts. For example, environmentally friendly cleaning products, energy-efficient lighting, and recyclable construction components will be used in station upgrades or maintenance works. Procurement procedures will require suppliers to comply with national environmental standards and international best practices related to sustainable production and ethical labor practices. Over time, the Project will seek to integrate sustainability criteria into its procurement policy, contributing to broader low-carbon development goals. 5.1.7 Cumulative Impacts Cumulative impacts refer to the combined effects of the INRAIL Project with other past, present, or reasonably foreseeable projects in the region. The Project corridor intersects several major infrastructure developments, including: 181 • Northern Marmara Motorway ( ), • Urban expansion corridors around Ä°stanbul (182) (183) and Kocaeli (184). When combined with these activities, the Project may contribute to: • Increased habitat fragmentation and loss of ecological connectivity, • Higher cumulative noise and air pollution levels near urban and semi-natural areas, • Greater cumulative pressure on sensitive receptors such as wetlands, streams, and protected species. The Cumulative Impact Assessment (CIA) has been undertaken using a spatial and temporal scope that differs from the ESIA AoI. While the ESIA AoI focuses on the direct and indirect impacts of the INRAIL Project alone, the CIA AoI encompasses a broader regional context, including other past, present, and reasonably foreseeable projects that interact with the same environmental and social receptors. The temporal scope of the CIA covers historical baseline conditions, the construction and operation phases of the Project, and long-term regional development trends. 5.1.7.1 Valued Environmental Components (VECs) and Selection Criteria For the purposes of the CIA, Valued Environmental Components (VECs) were identified to focus the assessment on receptors that are sensitive to cumulative stressors and may be affected by multiple projects over space and time. VECs were selected based on the following criteria: (i) sensitivity and vulnerability to disturbance, (ii) potential for interaction with other existing or reasonably foreseeable projects, (iii) regulatory or stakeholder importance, and (iv) likelihood of cumulative change beyond project-specific impacts. Based on these criteria, the following VECs were assessed within the CIA framework: • Physical environment and natural resources (soil, groundwater, surface water, air quality, noise and vibration), • Biodiversity and land use, including habitat connectivity, • Community and socio-economic conditions, • Urban development dynamics and induced development patterns. 181 Final ESIA Report of the North Marmara Motorway Project, ENCON Environmental Consultancy Co., March 2018, https://www.kuzeymarmaraotoyolu.com/en/environmental-management 182 Environmental Status Report of Ä°stanbul – 2023, Ä°stanbul Provincial Directorate of Environment, Urbanism and Climate Change, 2024, https://ced.csb.gov.tr/2023-yili-il-cevre-durum-raporlari-i-112399 183 Istanbul Urban Regeneration Strategic Plan and Master Plan (2015-2025), Ä°stanbul Metropolitan Municipality and Ä°stanbul Technical University,March 2015, https://sehirplanlama.ibb.istanbul/stratejik-planlar/ 184 Environmental Status Report of Kocaeli – 2023, Kocaeli Provincial Directorate of Environment, Urbanism and Climate Change, 2024, https://ced.csb.gov.tr/2023-yili-il-cevre-durum-raporlari-i-112399 Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 224 5.1.7.2 Summary of Cumulative Impacts The Cumulative Impact Assessment carried out through GIS-based mapping of overlapping projects and review of regional development plans adopts a VEC-centered approach, whereby cumulative effects are assessed in relation to each identified VEC rather than individual project activities alone. Mitigation recommendations include: • Aligning construction schedules to minimize overlap with other large-scale projects, • Joint biodiversity offset strategies where multiple projects affect shared ecological features, • Integrated monitoring of air, noise, and biodiversity parameters across infrastructure networks. 5.1.7.2.1 This Physical Environment & Resources • Excavation and material handling activities will result in cumulative increases in soil movement and spoil generation, particularly when considered together with other linear infrastructure construction works in the region. • Cumulative reuse and disposal of excavation materials will put additional pressure on licensed disposal sites and will require coordinated spoil management across projects. • Construction activities associated with the Project and neighbouring infrastructure developments will lead to cumulative increases in noise and vibration levels, especially for sensitive receptors located near multiple project corridors. • Groundwater abstraction and dewatering requirements will have cumulative impacts on local groundwater levels and recharge rates, particularly if construction timelines overlap with nearby infrastructure projects. • The Project, in combination with regional land-use changes, will increase cumulative pressure on surface water and groundwater quality due to construction runoff, accidental spills, and increased impervious surfaces. 5.1.7.2.2 Biodiversity & Land Use • Habitat disturbance and vegetation clearance will have cumulative impacts on local biodiversity, especially for species dependent on fragmented habitats. • The combined footprint of multiple infrastructure projects will increase habitat fragmentation and reduce ecological connectivity, potentially limiting species movement across the region. • Reinstatement works of individual projects alone may not fully offset landscape-level fragmentation; therefore, cumulative biodiversity loss risk remains without coordinated ecological corridor planning. 5.1.7.2.3 Community & Socio-Economic Conditions • Construction traffic from the Project and nearby infrastructure projects will result in cumulative increases in traffic density and road safety risks for communities located along shared access routes. • Cumulative construction workforce presence may increase pressure on local services and utilities, such as accommodation, waste management, and health facilities, during peak construction periods. • Once operational, improved regional transport connectivity will have cumulative positive economic impacts by enhancing mobility, logistics efficiency, and access to employment markets. 5.1.7.2.4 Urban Development Dynamics (Induced Impacts) Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 225 • The Project, together with regional transport corridors and ongoing urban expansion, will accelerate induced urban development along transport axes, increasing demand for land conversion from agricultural/peri-urban to urban uses. • Improved accessibility will likely result in long-term cumulative land development pressure, increasing the likelihood of unplanned or speculative development unless managed through regional planning controls. For clarity, induced impacts, as described above, are not considered part of the Project’s Environmental and Social risk and impact assessment under the World Bank ESF. These dynamics are presented for contextual and informational purposes only and are not assessed as Project-related impacts within the scope of the ESIA. 5.1.7.3 Mitigation Measures and ESMP Integration (GeliÅŸmiÅŸ – Lender Ready) To manage the cumulative impacts identified above, a combination of project-specific and coordinated regional mitigation measures will be implemented. The proposed measures aim to minimise cumulative adverse effects, enhance regional synergies, and ensure alignment with national planning authorities and neighbouring infrastructure projects. All measures below are reflected or will be incorporated in the ESMP, C-ESMP and relevant sub-plans. Physical Environment & Resources • A coordinated spoil and material management scheme will be established with neighbouring infrastructure projects to avoid capacity exceedance at licensed disposal sites and to maximise beneficial reuse of excavation material (e.g., backfilling, landscaping, agricultural land improvement), in accordance with Waste Management Plan (See Appendix-1 of the ESMP). • Noise and vibration control measures (use of silencers, equipment maintenance, selection of low-vibration construction methods, scheduling restrictions near settlements) will be fully implemented and harmonised with nearby construction projects, as outlined in Noise Management Plan (See Appendix-1 of the ESMP). • Groundwater abstraction and dewatering activities will be coordinated with the regional water authority to avoid cumulative drawdown and maintain aquifer recharge balance, with monitoring requirements defined in Water and Wastewater Management Plan (See Appendix-1 of the ESMP). • Spill prevention and surface water quality protection measures (secondary containment, refuelling protocols and emergency spill response) will be maintained and reinforced through Pollution Prevention and Control Plan (See Appendix-1 of the ESMP). Biodiversity & Land Use • Habitat disturbance will be minimised through prioritisation of already altered or low-value habitats for temporary land-take, and reinstatement will occur progressively to reduce temporal habitat loss, as per Biodiversity Management Plan (See Appendix-1 of the ESMP). • Where feasible, ecological connectivity measures (e.g., wildlife crossings, green buffers, hedgerow reinstatement) will be coordinated with other projects and local municipalities to reduce landscape-level fragmentation and ensure species movement corridors are preserved. • Post-construction reinstatement and biodiversity monitoring results will be shared with relevant stakeholders to explore regional scale cumulative habitat enhancement, in accordance with Biodiversity Management Plan. Community & Socio-Economic Conditions • Traffic management will be aligned with municipal and regional infrastructure schedules to minimise cumulative traffic load. Joint traffic planning meetings will be initiated with Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 226 other project operators and authorities, consistent with ESMP–Traffic Management Plan (ESMP-TMP-06). • Workforce accommodation and local resource use (water, waste, services) will be monitored and, where required, coordinated with municipality service providers to avoid capacity strain, in line with ESMP–Community Health & Safety Plan (ESMP-CHSP-07). • Stakeholder engagement activities will include communication on cumulative issues (traffic, noise, spoil transport, development interactions) and be addressed through the Stakeholder Engagement Plan (SEP-08). Urban Development Dynamics (Induced Impacts) • Engagement with municipalities and planning authorities will be maintained to ensure the Project’s infrastructure integration is consistent with regional land-use planning strategies and avoids unplanned land conversion or speculative development pressure. • Collaboration with authorities will be explored to support sustainable corridor development, for example by promoting integrated public transport nodes or green corridors in urban design processes. These projects are considered within the CIA to reflect baseline cumulative pressure rather than concurrent construction interaction. The Northern Marmara Motorway and Ä°stanbul Airport projects mentioned in this section have already completed construction and are currently in operation; therefore, no concurrent construction activities are anticipated, and joint mitigation measures such as coordinated schedules or shared haul corridors are not applicable at this stage. The final locations of spoil disposal and storage areas have not yet been confirmed and will be determined by the D+B Contractors during detailed design and early construction planning. Following the confirmation of these sites, a refined cumulative impact assessment —covering potential traffic, air quality, and noise interactions—will be prepared as part of the C-ESMP. These findings will be refined after discussion on the D+B Contractor’s working method and presented in the C-ESMP and revised ESIA (if required), once updated project data and design details are available. 5.2 Social Risks and Impacts 5.2.1 Expected Population Change Since 2007, the population of Ä°stanbul has fluctuated and has shown negative growth in recent years. However, due to the employment opportunities and supply chain-related advantages the project is expected to bring, population growth is anticipated in the project implementation areas. The negative trend observed in sub-settlements and districts may also shift in a positive direction as a result of these impacts. The population increases during this period will be limited to the construction phase, after which the population is expected to return to its usual trend in line with the general pattern of the region. Transportation projects have been implemented in the area intersecting with the AoI over the past 10 years. In locations overlapping with other projects, signs of fatigue or discouragement among local residents and business owners may be observed in relation to project activities. This situation may lead the public to develop preconceived notions or biases about the project. 5.2.2 Economy and Employment In the region’s economic structure, income from regular employment, commercial activities, and pensions stands out. During this process, interactions with business owners are expected to increase for supply chain management. The potential labor force mainly consists of blue-collar workers employed in the industrial sector. There may be challenges in meeting the demand for unskilled labor if such a need arises. In cases of local recruitment, the presence of individuals who have migrated irregularly may pose a risk for workforce management. Non-resident populations may be inclined toward informal sectors, which can create difficulties in labor Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 227 management due to the risk of illegal employment. 5.2.3 Occupational Health and Safety (OHS) Risks and Impact 5.2.3.1 Construction Phase The construction phase of the INRAIL Project involves a wide range of complex and high-risk activities including tunnel excavation, viaduct and bridge construction, earthworks, rail track installation, and electrification works. These activities inherently expose workers to various OHS risks. The following risks and impacts have been identified for this phase: • Failure to develop a comprehensive Health and Safety Management System (HSMS) or Construction Phase Health and Safety Plan (HSP) before the commencement of site activities, as well as delays in the formation of qualified site-level HSE teams, may result in inadequate coordination, lack of preventive controls, and weak emergency preparedness at the early stages of construction. These gaps may lead to unsafe site conditions, uncontrolled risks during mobilization, ineffective contractor supervision, and higher likelihood of incidents during critical initial works. • Inadequate development and application of construction-phase OHS documentation including Risk Assessments, Method Statements, Emergency Response Plans, Permit- to-Work systems, Accident and Incident Records, Root Cause Analyses, and monthly OHS Performance Reports may lead to gaps in safety implementation, delayed corrective actions, and regulatory non-compliance. The absence of structured monitoring and documentation systems may result in increased accident frequency, recurrence of preventable incidents, lack of accountability, and reputational and legal risks for the project. • During Tunnel Construction (both TBM and NATM methods), workers operating in confined and enclosed spaces may be exposed to serious OHS risks such as insufficient ventilation, low oxygen levels, accumulation of toxic gases, ground instability, tunnel collapse, fire, and explosion. These risks may result in respiratory problems, poisoning, crushing, severe injuries, or fatalities. • Activities related to Bridge and Viaduct Construction involve working at height, which exposes workers to the risk of falling and being struck by falling objects. In the absence of sufficient edge protection, safe scaffolding systems, and fall arrest equipment, serious injuries such as fractures, head trauma, or fatalities may occur. • During Excavation, Filling, and Earthworks, unstable soil conditions, slope failures, and loose backfill materials pose risks such as burial, suffocation, and crush injuries. The concurrent operation of heavy machinery within excavation areas further increases the risk of collision, entrapment, and serious workplace accidents. • In Heavy Equipment Operation and Material Handling Activities, machinery such as cranes, excavators, loaders, and dump trucks may move with limited visibility, particularly during reversing maneuvers or while carrying unbalanced loads. Workers in the vicinity may suffer from crushing, collision, or entrapment injuries that could result in long-term disability or death. • During Work on Temporary or Permanent Electrical Systems, if isolation, grounding, and lock-out/tag-out procedures are not properly implemented, workers are exposed to life- threatening risks such as electric shock, arc flash, and burns due to accidental contact with live conductors. These incidents may result in severe burns, permanent nerve damage, or fatalities. • Mechanical Activities such as drilling, cutting, blasting, transportation, and breaking produce high levels of noise, vibration, and dust. Prolonged exposure to these factors may lead to hearing loss, respiratory illnesses (such as asthma or silicosis), headaches, and musculoskeletal disorders, especially in the absence of proper PPE. • Jobs involving Manual Handling, Loading/Unloading, and Repetitive Physical Strain pose Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 228 ergonomic risks. Inadequate working posture and lack of lifting aids may lead to lumbar disc herniation, muscle-tendon injuries, wrist disorders, and long-term functional limitations. • In operations involving Hazardous Chemicals such as paint, solvents, adhesives, fuels, and lubricants, insufficient ventilation or inadequate PPE use may result in direct chemical exposure. This may lead to skin and eye irritation, poisoning, respiratory problems, and an increased risk of fire or explosion. • Outdoor Activities in Extreme Weather Conditions expose workers to environmental stress. High temperatures may cause heat stroke, fainting, and dehydration, while cold environments may lead to frostbite, hypothermia, and reduced motor coordination. These conditions also increase the likelihood of secondary accidents due to loss of concentration. • Construction activities conducted in Rural or Natural Areas may expose workers to biological hazards such as bee stings, snake bites, or insect infestations. Such incidents may lead to allergic reactions, panic-induced falls or equipment-related accidents, and situations requiring emergency medical response. • During On-Site Vehicle and Machinery Traffic, the lack of proper signage, inadequate traffic separation, and limited visibility may result in collision, entrapment, or crushing incidents involving pedestrians. These types of accidents frequently cause severe injuries or fatalities. • Electrification and Signaling Works involve the installation and energization of high- voltage catenary systems and the commissioning of signaling equipment. During these tasks, workers are exposed to serious risks such as electric shock, uncontrolled energization, short circuits, fire, and arc flash. In addition, functional testing of signaling systems carries the risk of technical failure, which may result in unexpected system behavior and accidents affecting technical personnel. • Workers living or working in shared accommodation and natural areas may be exposed to infectious diseases due to poor hygiene, limited access to clean water, or insufficient preventive health services. Vector-borne diseases such as Crimean-Congo Hemorrhagic Fever (CCHF) transmitted by ticks and regionally endemic during spring and summer months pose a seasonal risk to outdoor construction workers. Outbreaks of such diseases may result in absenteeism, reduced labor productivity, increased healthcare burden, and public health concerns if not properly monitored and controlled. These risks may result in a range of potential impacts, including temporary or permanent injury, long-term occupational illness, reduced worker productivity, and increased absenteeism. Accidents may also affect project timelines and labor relations if not adequately managed. 5.2.3.2 Operation Phase During the operation phase, the INRAIL railway will be fully electrified and actively transporting passengers and/or freight. Though less labor-intensive than construction, the operation phase carries specific OHS risks, particularly related to the maintenance of infrastructure, operation of high-voltage systems, and safe management of rail traffic. • Failure to develop a comprehensive Operation Phase Health and Safety Management System (HSMS), including clear procedures for routine and emergency conditions, regular reporting, and contractor performance monitoring, may result in inconsistent safety implementation. Absence of documented OHS procedures during operation may cause inadequate hazard control, uncoordinated response actions, weak regulatory compliance, and long-term safety performance issues. • Inadequate development and use of operation-phase OHS documentation, including Risk Analyses, maintenance task, safety checklists, work permits, incident investigation reports, and monthly OHS performance indicators, may result in gaps in safety implementation and reduced responsiveness to incidents. This may lead to repetitive Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 229 safety violations, unreported near misses, and occupational accidents, posing risks for the operator. • During continuous operation and maintenance of high-voltage electrification systems such as overhead catenary lines and traction substations, workers may face significant risks such as electric shock, arc flash, and equipment-induced fire or explosion. Failure to follow lock-out/tag-out procedures and poor system isolation may lead to fatalities, infrastructure damage, and service disruption. • Operation and inspection of signaling and control systems including ERTMS, ETCS, and ATP modules carry risks of software failure, human error during functional testing, or system overload. Such failures may result in loss of train control, unauthorized movements, and operational accidents involving both personnel and passengers. • Routine inspection and maintenance of rail tracks, switches, bridges, tunnels, and technical buildings expose workers to hazards related to working near railway lines. These include being struck by moving trains, slipping on tracks, or falling from structures, particularly in poor weather or low visibility conditions. • During tunnel and enclosed structure inspections, workers may face exposure to poor ventilation, gas accumulation, and limited escape routes. Without adequate lighting, oxygen level monitoring, or confined space entry procedures, these tasks may result in respiratory problems, collapse, or fatal entrapment incidents. • Operation and handling of hazardous materials such as fuels, degreasers, paints, and cleaning agents without proper ventilation and PPE may expose workers to chemical burns, respiratory hazards, and increased fire risk. Spills and leakages may also cause environmental contamination and public health concerns. • Long-term exposure to noise and vibration from operational trains and maintenance activities may lead to hearing damage, stress-related disorders, and reduced concentration levels among workers, particularly those stationed along high-frequency corridors. • Increased passenger traffic and pedestrian movement in and around stations and railway crossings may pose collision and fall risks. Overcrowded areas, lack of clear signage, or panic during emergencies may result in injuries, especially for vulnerable groups such as elderly or disabled passengers. • Emergency scenarios such as train derailments, onboard fires, technical breakdowns, or sabotage may cause major disruptions if response teams are untrained or equipment is insufficient. Delayed intervention or lack of coordination with local emergency services may increase the severity of injuries and infrastructure damage. • Lone workers operating in remote or sparsely monitored areas such as track sections far from urban centers face increased risks in case of accidents, health emergencies, or acts of aggression. Delayed emergency detection or response may result in avoidable injury severity or death. • The operation of freight trains carrying dangerous goods such as flammable, explosive, toxic, or corrosive substances through stations and lines that are also used by passenger trains poses elevated health and safety risks. In the event of derailment, leakage, fire, or accidental release, these materials may endanger not only railway staff but also passengers, station personnel, and nearby communities. The absence of dedicated hazardous material handling protocols, real-time risk communication systems, and emergency isolation procedures increases the likelihood and severity of impacts. Mixed- use of stations and tracks without proper segregation or scheduling controls further raises the risk of exposure, evacuation challenges, and cascading disruptions in case of an incident. These risks may lead to occupational injuries or illnesses, particularly if standard safety protocols are not strictly enforced. Such incidents may also disrupt operational continuity and public trust in the safety of the railway system. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 230 5.2.4 Impacts on Communities Health and Safety The INRAIL Project has the potential to affect community health and safety primarily during the construction phase, and to a lesser extent during operation. These impacts stem from increased vehicle movements, construction site hazards, temporary access restrictions, and interactions between construction workers and local populations. The Project will comply with WB-ESS4 requirements, which aim to protect communities from risks associated with project activities. In accordance with WB ESS4, security personnel may be employed around construction sites to manage access, ensure the safety of workers and the public, and prevent unauthorized entry. All security personnel will be properly trained and qualified, with competencies including: site-specific safety procedures, emergency response, crowd management, conflict de-escalation, non- discrimination, and adherence to human rights standards. In addition, reasonable background checks will be conducted to verify that security personnel, whether directly employed or contracted, are not implicated in past abuses, in line with ESS4 requirements. They will receive periodic refresher training and clear guidance on the appropriate use of force, communication protocols, and coordination with local authorities to ensure that their presence maintains community safety without causing negative impacts on surrounding populations. A Security Management Plan will be implemented to ensure that any security personnel engaged for the Project operate in line with ESS4 principles, including respect for human rights, proportional use of force, and effective grievance mechanisms for affected communities. 5.2.4.1 Construction Phase During the construction phase, the most significant risks to community health and safety include: • Increased traffic volume on public roads due to the movement of heavy machinery, trucks transporting construction materials, and worker transportation. This may result in higher risks of road accidents, particularly in rural or residential areas with limited road infrastructure. • Noise, dust, and vibration emissions from excavation, blasting (if used), and heavy machinery operations, potentially affecting the well-being of nearby residents and sensitive receptors such as schools or hospitals. • OHS with potential spillover, such as improper handling of fuel, chemicals, or wastewater that could pose risks to adjacent communities if containment measures fail. • Restricted access or temporary disruption to public roads, agricultural lands, or utility services in some locations, especially during tunnel and viaduct construction. • Interaction between workers and local residents, which may lead to risks related to communicable diseases, GBV, or social tension if not properly managed. To address these risks, the D+B Contractor will develop and implement a Community Health and Safety Plan, including: • Traffic Management Plan (TMP), • Public signage and road safety measures near construction zones, • Dust and noise control measures (e.g., water spraying, noise barriers), • Emergency preparedness and response procedures, • Stakeholder communication and GRM, • Workforce CoC, including provisions for GBV/SEA prevention. 5.2.4.2 Operation Phase Once operational, the Project is not expected to pose significant risks to community health and safety. On the contrary, the shift from road to rail transport is expected to enhance safety by reducing traffic congestion and accident risks on major road corridors. Potential residual risks include: Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 231 • Railway crossing safety, especially where at-grade crossings exist (though most are planned to be grade-separated). • Electrification hazards, related to overhead catenary systems, which will be mitigated through fencing, signage, and education campaigns. • Noise and vibration from rail operations in urban areas, to be managed through engineering controls and buffer zones where needed. Overall, the Project will apply GIIP to minimize community exposure to health and safety risks, while improving regional transport efficiency in the long term. 5.2.5 Land Acquisition Impacts and Risks The exact number of affected persons and scope of land acquisition will be clarified during the detailed design stage. Based on current preliminary estimates, approximately 441,200 m² will be required for bridges and viaducts, and around 2,495,555 m² for cut-and-fill areas, including tunnel entrances, exits, and shaft locations. In total, the land area to be used for the Project is estimated at approximately 296 hectares. These figures are provided at this stage solely to give an indicative understanding of the potential land requirements and may be subject to change as the design progresses. The estimated area currently comprises treasury lands, forest areas, pasturelands, areas under the control and disposal of state institutions, lands expropriated within existing road boundaries, and privately owned parcels. Although final alignment of the route, the expropriation corridor, and the location and dimensions of auxiliary facilities have not yet been finalized, it is estimated that around 100 agricultural fields, 10 commercial businesses and 10 houses will be affected from expropriation. Therefore, the number of affected households is estimated around 120. The primary concerns regarding the residential areas intersecting with the AoI relate to the potential damage to housing. Some homeowners may have expectations such as the appreciation of the value of their land and houses. Concerns related to agricultural lands are largely influenced by experiences from previous projects. Sensitivities are higher among households whose sole source of livelihood is agriculture and related activities. Views regarding the project’s impact on livestock and grazing areas are not clear. However, there are informal users in the common use areas, although their numbers are unknown. Migrant individuals involved as labor in these activities are also considered a vulnerable group. The most prominent concerns regarding the intersection with commercial activity areas relate to potential access restrictions for businesses. In addition, concerns have also emerged regarding income loss due to job losses among the existing workforce concentrated in the limited commercial and industrial areas. Negative experiences related to land acquisition during past project phases in settlements intersecting with the AoI have led to increased concerns regarding land acquisition, including expropriation. Sensitivities are particularly high regarding avoidance of residential areas. On the other hand, ongoing zoning and construction bans in certain areas are among the most fundamental problems faced by local settlements. Therefore, zoning and housing issues are expected to pose significant challenges for this project as well. 5.2.6 Impacts on Cultural Heritage This section describes the impact associated with cultural heritage. CHIA team is actively engaged in the research of potential archaeological sites, which may partially fall within the project boundary. A baseline study is planned to explore these areas, and the findings were incorporated into the ESIA to ensure the preservation and inclusion of cultural heritage in the Project. Impact assessment studies for cultural heritagewas carried out in accordance with ICOMOS's the Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 232 Guidance and Toolset for Impact Assessment in the Context of World Heritage ICOMOS (2022) documents, considering national legislation and international standards. Following the finalization of the alignment, site-specific field surveys will be conducted in any newly affected areas. Findings from these surveys will be used to develop site-specific mitigation measures for each identified cultural heritage site, in line with requirements issued by the relevant Regional Directorate of Culture. These measures will be detailed in the updated final ESIA report to be finalized by AYGM, and incorporated into the C-ESMP prepared by the D+B Contractor. 5.2.6.1 Construction Phase The walkover survey method was carried out within the Project route to understand whether any tangible cultural heritage assets existed on 22/ 25 May 2025. 50 registered and unregistered cultural heritage site/ asset have been encountered during the walkover survey studies for the Project route and 400 m. impact corridor. The registered and unregistered cultural heritage sites, along with its classifications, features and location, is shown in Table 4-71 and Figure 4-47. Elements that might have an impact on cultural heritage during land preparation and construction phase of the Project are provided in Table 5-1. Table 5-1 Project-Based Potential Impact Elements for the Land Preparation and Construction Phase Factors affecting Intangible Cultural Factors affecting Tangible Cultural Heritage Heritage • Topsoil stripping • Cutting • Excavation and Filling • Blasting • Construction traffic movement • Siting of construction sites and other Project/associated facilities • Human Movements • Piling • Traffic Movements (vehicles and staff) • Landscaping/ earth-mounding • Waste disposal including excess excavated materials • Structures, installation features (fencing, cables etc.) • Presence of workforce • Leaks and spills Minimizing or eliminating the negative effects that may occur on cultural heritage assets during the land preparation and construction phase can only be achieved by implementing the defined specific measures for each cultural heritage asset. The table above (Table 5-1) defines the sources of negative impacts that may occur on cultural heritage assets (tangible and intangible) during the project construction phase. The negative impact on cultural heritage can be reduced to acceptable levels after the measures are to be taken and systematic observations. The activities to be conducted during all Project phases may cause direct potential impacts on the cultural heritage receptors, if not properly managed. Potential impacts are direct damage or disturbance to cultural heritage assets, including: • Physical damage due to land preparation activities including topsoil stripping, excavation, filling, and blasting, • Physical damage due to construction and mining activities, including noise, vibration, dust, equipment and heavy vehicles, spills and leaks, • Noise and visual intrusion on people’s appreciation of cultural heritage, • Disruption of access to cultural heritage sites, • Enhanced access to cultural heritage sites allowing increased opportunity to outside parties for collection of artefacts or damage to resources, • Loss or change of identity or significance of the intangible cultural heritage, • Effects of noise and visual intrusion on the ability of communities to appreciate and use their intangible cultural heritage, • Disruption or diminution of cultural ecosystem services including customary ways of understanding the wider world and for maintaining social relations and group identity. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 233 In addition to direct impacts, damage due to looting and interference may occur. Site may suffer inadvertent damage or interference. There may be piecemeal illicit removal of portable antiquities from the archaeological site within the Project. Baseline information on the internationally recognised cultural heritage areas has been provided in Section 4.3.16.1 Given the distances of the sites under the World Heritage List, it is assessed that the Project will not have an adverse physical or setting impact on them nor will it induce any significant changes to visitor numbers, site access and conservation. The closest site under the World Heritage Tentative List of UNESCO is located at a distance of 3 km to the south of the Project route (Yoros Fortress in Ä°stanbul- Beykoz). It is assessed that the Project will not have an impact on this site. In line with Law on Preservation of Cultural and Natural Assetsâ€? (no: 2863), AYGM will notify the responsible official organizations (Ä°stanbul 1, Ä°stanbul 3, Ä°stanbul 5, Ä°stanbul 6 and Kocaeli Regional Council for the Conservation of Cultural Property) about the tangible cultural heritage sites identified within the study area, as given in this ESIA Report. To this end, the information collected through field surveys (such as site-specific photos, site survey forms, site coordinates, digital data, expert notes, etc.) will be delivered to this institution in order to initiate official decision processes relevant to the site. The ESMP will include Chance Find Procedures, which the D+B Contractor will follow during Project implementation. The negative impacts can be minimized or eliminated with appropriate management and planning. A Cultural Heritage Management Plan and a Chance Find Procedure for the project specific were prepared by CHIA Team. These documents are included in the ESMP and bidding documents, and the D+B contractor is required to comply with them during the construction and operation phases, taking into account the CHIA study results. during the construction and operation phases, taking into account the CHIA study results. As the result of desktop studies and field works, any harm to intangible cultural heritage patterns because of the Project activities is not foreseen for all settlements in the CHIA study area. The Project does not propose to use the cultural heritage, including knowledge, innovations, or practices of local communities for commercial purposes (examples include, but are not limited to, commercialization of traditional medicinal knowledge or other sacred or traditional technique for processing plants, fibres, or metals). Assessment of the impact of the project on intangible cultural heritage has been conducted in the Project route and its vicinity in compliance with international standards and local legislation. Findings of the intangible cultural heritage studies conducted within the project were presented previous sections. 5.2.6.2 Operation Phase As the result of desk studies and field works, any harm to cultural heritage patterns because of the Project Operation Phase activities is not foreseen for cultural heritage in and around the study area. However, provided that the impact-mitigation measures are taken during the construction phase there will be no element (human movements etc.) that may have an impact on cultural heritage during the operating phase and there will be no related impact. 5.2.7 Labor Management Labor management practices under the INRAIL Project are governed by the LMP prepared in alignment with Turkish legislation and the WB’s ESS2 on Labor and Working Conditions. The LMP provides a comprehensive framework for the recruitment, management, and protection of workers throughout the construction and operation phases of the Project.The Project workforce comprises direct workers (employed by AYGM), contracted workers (engaged through D+B contractors and CSC), and primary supply workers (employees of suppliers providing essential goods and materials). No community workers are anticipated. Given the large scale of construction activities and reliance on subcontracted and migrant Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 234 workforce, potential labor management risks include: • OHS incidents arising from high-risk construction activities. • Excessive working hours and wage-related grievances, particularly among subcontracted workers. • Labour relations issues, such as strikes or collective disputes, which may affect project timelines and stability. • Worker accommodation and living conditions that may fall short of international standards, leading to health or hygiene concerns. • Tensions with local communities due to labor influx, increased demand on housing and local services. • Risks of discrimination, harassment, and gender-based violence, including SEA/SH. • Gaps in subcontractor compliance with labor standards, increasing risks of child labor, forced labor, or informal employment. These risks have been identified as inherent to projects of this magnitude and are addressed through the LMP, which establishes preventive and corrective measures in compliance with national legislation, ESS2, and international good practice. The LMP outlines measures to mitigate key labor risks such as OHS, excessive working hours, child and forced labor, labor influx-related pressures, and risks associated with sexual exploitation and abuse (SEA) and sexual harassment (SH). These risks are particularly relevant due to the scale of construction activities, use of subcontractors, and potential presence of migrant workers. The Project ensures adherence to national labor laws, including Law No. 4857 (Labor Law) and Law No. 6331 (OHS Law), and applies international good practices. Contractors will be required to prepare site-specific Labor Management Plans (LM Plans) and OHS Plans in line with the LMP and the ESMP. The GRM tailored for workers has been established to allow confidential and effective reporting of concerns, including SEA/SH incidents. All workers are trained in the CoC, which explicitly prohibits any form of harassment or abuse. Special attention is given to the working and living conditions of workers. If camps are provided, they will meet the minimum standards set out in the IFC/EBRD guidance note on worker accommodations. Regular monitoring will be conducted by the CSC and the PIU to ensure compliance with labor and OHS standards. The implementation of the LMP, including updates by AYGM, will be implemented by the D+B Contractor and continuously monitored by the PIU and the CSC, with corrective actions taken as necessary. 5.2.8 Gender and Vulnerability Assessment The INRAIL Project recognizes the importance of identifying and addressing the needs and concerns of vulnerable groups and ensuring gender-sensitive planning throughout its lifecycle. Vulnerable individuals or groups—including but not limited to women (especially female-headed households), children, the elderly, people with disabilities, migrants, and economically marginalized populations—may face challenges in accessing information, engaging in consultation, or benefiting from project-related opportunities. 5.2.8.1 Gender Equality and Women’s Participation Baseline demographic data, both from TurkStat and the Household Survey conducted in 2025, show that women represent approximately 51% of the total population within the AoI. However, women remain underrepresented in public spaces and local governance structures. For instance, the proportion of female mukhtars in rural areas remains below 1%. Furthermore, employment rates among women, particularly widowed or divorced women, are significantly lower than those of men, which places female-headed households in a more vulnerable socio-economic position. The Project’s stakeholder engagement strategy includes provisions to ensure women’s meaningful participation, especially in decision-making processes and consultations. Special Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 235 attention is paid to ensuring that women who are landowners or heads of households are not excluded from land acquisition consultations or compensation processes. 5.2.8.2 Risks of Gender-Based Violence and Sexual Exploitation and Abuse The influx of an estimated number of construction workers (anticipated to reach up to approximately 2,000 personnel at peak construction) and the potential establishment of temporary labour camps in semi-rural areas present a range of social risks that extend beyond SEA/SH concerns. A Management Plan will be prepared for these labor camps to mitigate risks related to labor influx in host communities. Large-scale labour influx may place pressure on local housing, basic services, and infrastructure; create tensions between host communities and incoming workers; and generate health and hygiene risks associated with high-density accommodation facilities. Such conditions, combined with pre-existing power asymmetries and weak institutional mechanisms in rural settings, can heighten vulnerabilities of women, girls, and other at-risk groups. Within this context, the Project is considered to have a moderata risk of SEA/SH. The fact that the labor accommodation sites are located away from densely populated residential areas reduces the SEA/SH risk to a moderate level. A Project-specific SEA/SH Action Plan and Accountability Response Framework is prepared by AYGM PIU, informed by the SEA/SH risk assessment and consultation findings, and will set out proportionate prevention and response measures in accordance with World Bank guidance. In response, the LMP and associated E&S instruments establish a multi-layered risk management framework. Key measures include: • Adoption of a mandatory CoC by all workers, explicitly prohibiting GBV/SEA/SH and outlining behavioural expectations. • Establishment of comprehensive worker training programs and awareness-raising activities addressing gender equality, SEA/SH prevention, and respectful community interactions. • Integration of SEA/SH prevention and response protocols into the worker-specific GRM, ensuring confidential and survivor-centred reporting channels. • Implementation of a Labour Influx Management Plan (LIMP) requiring contractors to regulate worker–community interactions, manage recruitment and accommodation, and apply disciplinary measures for non-compliance. • Compliance with IFC/EBRD worker accommodation standards, ensuring adequate living space, sanitation, health care access, and camp security. • Regular monitoring of worker accommodation and contractor performance by the PIU and CSC, complemented by third-party audits where necessary. • Targeted engagement with host communities, particularly women and youth groups, to address concerns, prevent tensions, and foster positive socio-economic linkages. In addition, the Project will identify and establish GBVH survivor referral pathways in collaboration with local institutions and relevant service providers in the project area, ensuring that survivors have access to confidential, survivor-centred medical, psychosocial, and legal support services. Through these measures, the Project seeks not only to mitigate SEA/SH risks but also to manage broader labour influx and camp-related impacts in line with ESS2, ESS4, and international best practice. 5.2.8.3 Vulnerable Groups The Project identifies several groups as vulnerable based on socio-demographic, economic, or physical characteristics. These include: • Gender aspect: Women who are heads of households on their own; • Age aspect: Individuals in the older age group (including those living alone); • Economic aspect: Households facing economic difficulties; Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 236 • Health aspect: Persons with disabilities; • Education aspect: Illiterate adults; • Cultural aspect: Non-Turkish speaker The DVIG groups listed here include individuals who may experience increased vulnerability due to project impacts as well as those who may face disadvantages in participating in stakeholder activities. The involuntary physical and economic resettlement effects associated with land acquisition can increase pressure on these vulnerable groups. In addition to the groups listed here, informal user(s) may also be considered part of the vulnerable groups. However, no direct work has been conducted for this PAP group at this time. 5.2.8.4 Alignment with International Standards The gender and vulnerability assessment is aligned with the WB’s ESF, particularly: ➢ ESS1: Inclusive identification of social risks; ➢ ESS2: Ensuring equal opportunity and non-discrimination in employment; ➢ ESS4: Addressing community health and safety, including GBV risks; ➢ ESS10: Stakeholder Engagement, with a focus on vulnerable populations. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 237 6 ANALYSIS OF ALTERNATIVES This section presents a systematic comparison of feasible alternatives to the proposed INRAIL Project—including site selection, alignment, design, and operational options—as well as the “no- projectâ€? scenario. The goal is to inform decision-making by evaluating how different options vary in terms of environmental and social risks and impacts, the feasibility of mitigation, and alignment with Türkiye’s broader strategic goals, particularly in multimodal transport and low-carbon development. 6.1 No-Project Alternative The "no-project" scenario was considered as a baseline. Under this alternative, freight and passenger trains would continue to rely on the Marmaray tunnel as the only Bosphorus rail crossing. This would maintain current operational limitations, including: • Severe restrictions on freight movement due to limited night-time access, • Reduced tunnel availability for maintenance, risking long-term infrastructure sustainability, • Continued reliance on inefficient and polluting rail-to-truck transshipment for freight, • Persisting urban congestion and high road maintenance costs in Ä°stanbul, • Missed opportunities for multimodal logistics and improved air-to-rail connectivity. Given these constraints, the no-project alternative would undermine Türkiye’s ambitions to enhance rail-based freight and passenger transport and its role as a logistics hub within the Middle Corridor. As such, this alternative is not realistic and wil be discarded by the Government. 6.2 Route Alignment and Station Alternatives As part of the alignment planning process, several key route options were explored to optimize the operational, economic, and environmental efficiency of the proposed railway bypass. In particular, the placement of station nodes near Ä°stanbul’s two major airports-Sabiha Gökçen and Ä°stanbul Airport—was analyzed in depth. a) Sabiha Gökçen Airport Station Alternatives Three alternatives were considered for the Sabiha Gökçen Airport connection: Alternative 1: Construction of a station near Viaport Shopping Mall, with passenger transfers to the airport via dedicated road-based shuttle services. Alternative 2: Construction of a station near Viaport Shopping Mall, with an additional metro line providing a direct rail link between the station and Sabiha Gökçen Airport. Alternative 3: Direct integration of the INRAIL alignment with Sabiha Gökçen Airport, by routing the railway beneath the terminal and establishing a station within the airport complex. Following a comprehensive technical and strategic assessment ofthe following multi-criteria factors, Alternative 3 has been selected as the definitive solution. Alternative 3 has been selected as the definitive solution. i. The station at Sabiha Gökçen Airport strengthens Türkiye’s position as a regional transport hub by ensuring seamless integration between rail and air systems. It supports the national agenda for low-carbon mobility, contributes to the reduction of road congestion, and enhances Türkiye’s competitiveness in both passenger and freight transport in the long run. ii. Although the initial construction cost of an underground station is higher than surface-based alternatives, the long-term operational savings and reduced need for secondary infrastructure (e.g., shuttles, additional metro lines) make it more efficient across the lifecycle of the project. This option avoids fragmented Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 238 investments and ensures sustained economic benefits. iii. As Ä°stanbul’s second-largest airport and a rapidly growing international hub, Sabiha Gökçen requires direct and reliable passenger connections. Alternative 3 eliminates the need for intermediate transfers and provides passengers with a direct rail-to-terminal experience, minimizing travel time, enhancing comfort, and ensuring that the airport can accommodate increasing passenger volumes with efficiency. iv. Direct integration at Sabiha Gökçen facilitates smoother inter-airport connectivity when combined with future INRAIL connections to Ä°stanbul Airport. Passengers, including international transfer travelers, will benefit from an efficient rail link between the two airports, reducing dependency on road transport and significantly cutting transfer times. Direct integration of the INRAIL alignment with Sabiha Gökçen Airport reduces ecological disturbance, and limits disruption to surrounding communities. The direct underground connection reduces private car usage, lowers carbon emissions, and improves local air quality, making it the most sustainable choice from both an environmental and social standpoint. Table 6-1 Multi-Criteria Analysis – Sabiha Gökçen Airport Station Alternatives Alt. 2 – Viaport + Metro Alt. 3 – Direct Criteria Alt. 1 – Viaport + Shuttle Link Underground Station 2 – Limited, relies on road 5 – Strong contribution; Long-term contribution to 3 – Some contribution via transfers and does not establishes Türkiye as Türkiye’s transport and metro, but still indirect and strengthen intermodal regional hub with direct logistics vision fragmented capacity intermodal integration 4 – Low initial cost, but 4 – Higher upfront cost, 3 – High cost for metro Cost-effectiveness and high O&M for shuttles and but strong long-term extension, moderate lifecycle efficiency congestion issues over efficiency and operational lifecycle benefits time savings Easy passenger 5 – Direct terminal access, 2 – Requires shuttle 3 – Metro reduces time, transportation to Sabiha fastest and most transfer, increases travel but still indirect and less Gökçen (second biggest convenient passenger time and inconvenience attractive for passengers airport) experience 2 – Weak; shuttle 5 – Direct integration Seamless transfer dependency undermines 3 – Metro helps, but still enables fast and between Ä°stanbul’s two reliable inter-airport fragmented seamless inter-airport airports transfer connectivity 5 – Fully underground 2 – Requires surface-level 3 – Metro extension solution minimises land Land take and land road use and ancillary requires permanent right- take and avoids acquisition facilities, increasing land of-way and construction permanent surface take pressure footprints acquisition 2 – Increased road traffic, 3 – Construction-phase 5 – Limited surface Community impacts noise and air emissions disturbances, but reduced disturbance; lowest long- (noise, air quality, traffic, affecting nearby long-term traffic-related term noise, air quality and livelihoods) communities and impacts traffic impacts livelihoods Impacts on sensitive 2 – Indirect pressure due 3 – Localised construction 5 – Avoids sensitive environmental receptors to road traffic, emissions impacts along metro surface habitats through (forests, biodiversity, and potential urban sprawl corridor underground alignment habitats) 3 – Limited direct 4 – Temporary 3 – Potential localised Water resources and interaction, but increased construction-related risks, impacts during hydrogeological sensitivity runoff and pollution risk manageable with standard construction from roads mitigation measures Weighted Total Score (out of 25) • Alternative 1 (Viaport + Shuttle): 12/25 Indicatively, this option would require approximately 200,000 m² of additional land to construct Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 239 the transfer station and associated shuttle facilities at Viaport. • Alternative 2 (Viaport + Metro Link): 15/25 This alternative would also require approximately 200,000 m² of land for a transfer station and the related metro extension facilities connecting Viaport and Sabiha Gökçen Airport. • Alternative 3 (Direct Underground Station): 24/25 Unlike the other two options, this alternative would not require any additional surface land, as the station would be integrated within the existing airport terminal structure. This Table 6-1 clearly shows Alternative 3 is the strongest, especially in terms of long-term strategic contribution, passenger convenience, and inter-airport transfer efficiency. By selecting the direct underground connection alternative for the Sabiha Gökçen Airport link, the Project avoids the use of approximately 200,000 m² of additional surface land that would have been required under the other options. The other two alternatives —Viaport Mall-based road transfer and the metro connection— have been excluded from further consideration. The direct rail link to Sabiha Gökçen Airport has been deemed most suitable to meet the project’s intermodal, operational, and long-term sustainability goals. b) Ä°stanbul Airport Station Alternatives (Freight and Passenger Services) Similarly, two alternatives were evaluated for the Ä°stanbul Airport segment: Alternative 1 – Combined Airport Station for Freight and Passenger Services: This alternative involves the construction of a single rail alignment and a shared station within the Ä°stanbul Airport area, designed to serve both freight and passenger trains. Unlike the separate station approach, this option consolidates operations into one corridor to reduce land use and lower construction costs. However, combining freight and passenger services- particularly when hazardous materials are transported by freight trains-can significantly increase safety risks. The lack of physical separation raises the potential for accidents or incidents that could impact both transport modes. Therefore, careful planning and the implementation of robust safety measures will be essential. Alternative 2 – Separate Airport Stations for Freight and Passenger Services: This alternative involves the construction of two separate rail alignments and two corresponding stations within the Ä°stanbul Airport area—one dedicated to freight trains and the other to passenger trains. One of the primary reasons for separating freight and passenger train operations in this alternative is the need to address safety concerns related to the transportation of hazardous materials. Freight trains often carry substances that pose significant risks in the event of an accident or spill. By establishing separate rail alignments and stations for freight and passenger services, the design effectively minimizes the potential for interaction between these two modes, thereby reducing the likelihood of safety incidents. This separation not only enhances operational safety but also ensures compliance with international standards for hazardous materials transport within mixed-use infrastructure systems. By separating freight and passenger operations, this option enables more efficient and safer traffic management. It also ensures both transport modes are effectively integrated with the airport, enhancing overall network efficiency. The specific mitigation measures to be taken in this regard will be detailed in the ESIA Report. c) Ä°stanbul Airport Station Alternatives (Rail Connection to the Cargo Terminal) Two alternatives were evaluated for the Ä°stanbul Airport – cargo terminal segment: Alternative 1 – Adding Rail Connection to the Cargo Terminal: This alternative includes the construction of open-ended short branch lines/spurs from the INRAIL alignment directly to the cargo terminal of Ä°stanbul Airport. Supporting multimodal freight operations, this Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 240 option aligns with Türkiye’s objective to become a regional logistics hub. Although it requires additional investment and close coordination with airport operations, it enables seamless air-to-rail logistics transfers and offers long-term advantages in terms of efficiency and competitiveness in freight transport. Alternative 2 – Excluding Rail Connection to the Cargo Terminal: This alternative considers the option of not extending a rail spur from the INRAIL alignment to the cargo terminal of Ä°stanbul Airport. Under this scenario, rail access would be limited to passenger services and freight transport to and from the airport would continue to rely on existing road- based logistics infrastructure. While this option avoids the need for additional investment and mitigates the complexity of coordinating with airport authorities during construction and operation, it also forgoes the opportunity to integrate air and rail freight systems. As a result, it may limit the project’s contribution to Türkiye’s broader strategic objective of enhancing its multimodal transport capabilities and positioning itself as a regional logistics hub. In the long term, the absence of a direct rail link to the cargo terminal could result in operational inefficiencies and reduce the competitiveness of rail freight services associated with the airport. d) Considerations: The evaluation of these alignment alternatives considered multiple criteria, including technical feasibility, cost, travel time, multimodal integration, land use impacts, and future scalability. Direct airport access alternatives for both Sabiha Gökçen and Ä°stanbul Airport were ultimately favored in preliminary assessments due to their strategic alignment with national logistics goals, potential to enhance user experience, and support for low-emission transport systems. The evaluation of the proposed alternatives for Ä°stanbul Airport—both in terms of passenger/freight station arrangements (Section b) and the potential rail connection to the cargo terminal (Section c)—is still ongoing. A final decision has not yet been made. However, the assessment is guided by a set of comparative criteria, including: • Technical feasibility and constructability, • Safety considerations, particularly regarding the transport of hazardous materials, • Cost-effectiveness and land use efficiency, • Operational flexibility and traffic management, • Level of integration with existing airport infrastructure, • Impact on multimodal transport potential, • Compliance with international standards, and • Alignment with Türkiye’s national logistics and low-carbon transport goals. For Section b, the key comparison revolves around the balance between cost savings through a combined station and the safety and operational benefits of separating freight and passenger services. Safety concerns, especially related to hazardous freight transport, are a significant factor in this evaluation. For Section c, the alternatives are being assessed based on the long-term benefits of direct cargo terminal access versus the simplicity and reduced cost of avoiding such integration. While direct connection supports enhanced multimodal logistics, it also entails more complex construction and coordination. The final selection for both configurations will be based on a holistic review of the above factors, with the aim of ensuring that the chosen design maximizes safety, operational efficiency, and alignment with the project's strategic objectives. 6.3 Comparison of Alternatives and Preferred Option The alternatives considered for the INRAIL Project—particularly those related to the Sabiha Gökçen and Ä°stanbul Airport station configurations—have been evaluated based on a set of Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 241 environmental and social criteria. These include potential impacts on land use, community safety, emissions, multimodal connectivity, and long-term sustainability. Sabiha Gökçen Airport Station Alternatives Among the three alternatives evaluated, Alternative 3 (direct connection beneath the terminal) was selected as the preferred option. This alternative: • Minimizes additional land take and avoids additional surface infrastructure, thus reducing ecological disturbance and land use conflicts. • Provides a fully integrated rail-air transfer system, encouraging public transport use and reducing reliance on private vehicles, thereby lowering carbon emissions and local air pollution. • Eliminates the need for shuttle or metro construction, which would have required additional right-of-way and caused greater short-term construction impacts. . As described in Section 6.2, each alternative’s indicative land requirement was assessed to enable a direct comparison of the land take implications. In contrast, Alternatives 1 and 2 would have introduced additional road traffic or required new infrastructure, increasing land acquisition needs, energy consumption, and potential community disruption. Ä°stanbul Airport Freight and Passenger Station Alternatives The evaluation is still ongoing between Alternative 1 (combined station) and Alternative 2 (separate stations). However, preliminary assessments suggest that: • Alternative 2 is more favorable from a community health and safety perspective due to physical separation between passenger and freight operations—particularly where hazardous materials are involved. • While Alternative 1 may be more cost-effective and land-efficient, it presents greater safety risks and potential regulatory challenges due to mixed-use infrastructure. Environmental impacts such as noise, vibration, and emissions during operations are also likely to be better managed under Alternative 2, where freight operations can be confined to more isolated alignments. Ä°stanbul Airport Cargo Terminal Connection Alternatives Similarly, both alternatives remain under review. However, from an environmental and social standpoint: • Alternative 1, which proposes a direct spur to the cargo terminal, aligns with national low- carbon logistics goals. It facilitates rail-based freight transfers, reducing truck traffic and associated emissions. • Alternative 2, which omits the rail connection, may lower construction impacts but misses the opportunity to support multimodal transport and reduce long-term environmental burdens associated with road logistics. Overall Assessment From an environmental and social risk management perspective, the preferred alternatives (e.g., direct connection at Sabiha Gökçen) demonstrate clear advantages in terms of: • Minimizing land and resource use, • Enhancing safety and efficiency, • Supporting sustainable mobility, • Reducing long-term environmental footprints. The selection of final alternatives for Ä°stanbul Airport will continue to consider these criteria in the Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 242 forthcoming ESIA phase, and will be supported by further stakeholder consultations, quantitative impact assessments, and cost-benefit analyses, and will be finalized in the ESIA with proper and comprehensive information on social impacts, including but not limited to land acquisition/land take, livelihood impacts, and resettlement considerations. During the early planning stage, at least two to three broad corridor alternatives were considered prior to the selection of the preferred route. These alternatives were assessed at a strategic level, taking into account ES constraints in addition to technical and economic considerations. The comparative assessment focused on key ES factors, including proximity to settlements and sensitive receptors, potential land acquisition and resettlement requirements, impacts on biodiversity and habitat connectivity, interactions with surface water and groundwater resources, and cumulative social effects. While technical feasibility and cost efficiency were primary drivers in the final route selection, the preferred corridor was also found to offer relative ES advantages compared to other alternatives, including reduced interaction with densely populated areas, lower risk to sensitive ecological receptors, and improved opportunities for impact avoidance and mitigation. On this basis, the selected route represents a balanced option from both technical and environmental and social risk management perspectives. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 243 7 MITIGATION MEASURES This section outlines the mitigation measures proposed to prevent, reduce, or otherwise manage the potential adverse environmental and social impacts of the Project. It also identifies any significant residual negative impacts that cannot be fully mitigated, and—where possible— assesses the acceptability of such residual impacts. Differentiated measures are incorporated to ensure that adverse impacts do not disproportionately affect disadvantaged or vulnerable groups. Furthermore, this section specifies issues that require no further action, with a clear rationale for such determinations. The content also provides guidance for the preparation of specific sub-plans aimed at managing impacts on various valued environmental and social components. The detailed mitigation measures are presented in the accompanying mitigation tables within this section (The tables, including magnitude and receptor sensitivity matrices, are provided in full in the ESMP document). Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 244 7.1 Mitigation Measures for Construction Phase Table 7-1 Mitigation Measures for Construction Period Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition Implementing: D+B Contractor - Development and implementation of C-ESMP with all AYGM PIU (overall Environmental Lack of E&S Management System Supervising: sub-management plans ESMP framework) and Social Failure to coordinate environmental and Medium-term Medium- Continuous/ Supervision Wide Moderate Medium High Major - Deployment of qualified E&S staff within PIU and Negligible D+B Contractor Management social mitigation measures; non- reversible term Recurrent Consultant CSC (site-specific sub- System compliance with ESSs Monitoring: - Regular audits, monitoring and reporting mechanisms plans, C-ESMP) AYGM and 3rd Party E&S Consultant Implementing: D+B - Implement the monitoring plan (air, noise, vibration, AYGM PIU Contractor Environmental water, biodiversity, social etc.) as defined in ESMP. (monitoring Supervising: Lack of continuous environmental and and Social Medium-term Medium- Continuous/ - Apply KPI thresholds defined ib the ESMP(aligned framework, KPIs) Supervision social monitoring may lead to unidentified Wide Moderate Medium High Major Negligible Management reversible term Recurrent with WB standards). D+B Contractor Consultant non-compliance. System - Regular reporting to AYGM/WB and corrective action (detailed site Monitoring: plans for exceedances. monitoring plan) AYGM and 3rd Party E&S Consultant - All engineering structure and superstructures (fill, cut) in the project closure will be designed and constructed taking into account the earthquake resistant design parameters and criteria. - The structures planned for construction within the project will strictly comply with regulations outlined in two official publications. These include the “Regulation Implementing: D+B Risks to human safety, infrastructure, Regarding Buildings to be Constructed in Disaster Contractor and the environment from earthquakes or Zonesâ€? issued by the Emergency Management AYGM PIU (design Supervising: earthquake-induced events, including Presidency of Türkiye published in the Official Gazette Medium-term Long- standards, Supervision Seismicity building collapse, landslides, soil Wide Intermittent Moderate Medium Medium Major dated 18.03.2018, and the “Earthquake Building Minor reversible term regulatory Consultant liquefaction, and disruption of services, Regulationâ€? of the Ministry of Public Works and compliance) Monitoring: potentially affecting workers, Settlement, published in the Official Gazette dated AYGM and 3rd Party communities, and ecosystems. 14.07.2007. E&S Consultant - All engineering designs will be implemented in full compliance with the Turkish Seismic Code, AFAD regulations, and other relevant national standards. In addition, system-level seismic performance objectives and post-event operational criteria will be further defined within the Employer’s Requirements and the detailed design documentation. - Implement erosion and sediment controls (silt fences, traps, buffer zones) near water bodies. - Use silt fences, sediment traps, and buffer zones to reduce sediment runoff. - Designate washing/maintenance areas away from streams with oil-water separators. - Prohibit direct discharge of untreated wastewater; maintain continuous flow via proper diversion methods. - Ensure continuous water flow through proper diversion methods; do not allow stream interruption. Implementing: D+B - Construct upstream and downstream cofferdams Contractor based on highest expected flow; design diversion Supervising: Pollution of surface water due to channels with adequate slope to minimize erosion. Surface Water Medium-term Long- Supervision sediment runoff, concrete washout, spills, Wide Intermittent Significant High High Moderate - Use subsoil excavated from diversion channel areas Minor AYGM PIU Quality reversible term Consultant or wastewater discharge for cofferdam construction. Monitoring: - Upon completion of stream crossing works, remove AYGM and 3rd Party cofferdams and backfill diversion channels using E&S Consultant excavated native soil. - Reestablish the natural watercourse by removing the downstream cofferdam first, followed by the upstream one, ensuring uninterrupted flow. - Establish buffer zones around sensitive areas; use temporary bridges/culverts for safe crossings. - Construct temporary bridges or culverts to allow safe vehicle and equipment crossing over the riverbed. - Carry out excavations in a controlled manner to prevent abrupt changes in riverbed levels. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 245 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - Prevent oil/fuel leaks with spill barriers; maintain safe machinery distances near water. - Establish safe working distances for machinery near water bodies; install physical barriers to prevent accidental falls into streams. - Prepare emergency response plans for flood or high- flow events and provide training to site workers accordingly. - Implement strategic land use plans to minimize impacts on agricultural areas and natural habitats. - Monitor and regulate water consumption to prevent over-extraction and contamination of local water resources. In addition, as committed under Section 5.1.4.1 of this ESIA, the D+B Contractors will prepare and implement a Reservoir Protection Protocol as an annex to the C- ESMP. The Protocol will define zone-specific method statements, secondary containment for fuels and chemicals, hot-work permit procedures, designated concrete washout areas, real-time turbidity monitoring at sentinel points with stop-work thresholds, immediate notification to Ä°SKÄ°/DSÄ°, and a pre-works emergency drill with the managing utility. The Protocol will be approved by the Employer prior to mobilization and subject to weekly inspections during works adjacent to reservoir protection zones. - Conduct hydrogeological surveys prior to deep excavation or tunneling activities - Identify potential aquifer intersections and determine required dewatering measures Implementing: D+B - Use closed-loop or lined dewatering systems to Contractor Interference with groundwater flows due prevent uncontrolled discharge Supervising: to tunneling, deep excavation, or Medium-term Medium- - Store fuel, chemicals, and construction materials on Supervision Groundwater dewatering activities; contamination risk Local Intermittent Moderate Medium Medium Major Moderate AYGM PIU reversible term impermeable surfaces with secondary containment Consultant from fuel, wastewater, and construction - Install groundwater monitoring wells around sensitive Monitoring: chemicals zones AYGM and 3rd Party - Prohibit direct discharge of contaminated water into E&S Consultant soil or karstic areas - Train workers on good groundwater protection practices and emergency spill response - Install mobile or modular treatment units or holding tanks at worker camps and regularly dispose of domestic wastewater through licensed service providers Implementing: D+B - Design concrete batching and equipment washing Contractor Pollution of soil and water bodies due to areas with impermeable flooring and wastewater Supervising: improper discharge of domestic and Medium-term Medium- Continuous/ collection systems Supervision Wastewater process wastewater (e.g., from worker Local Moderate Medium High Moderate Minor AYGM PIU reversible term Recurrent - Install oil-water separators at vehicle and machinery Consultant camps, concrete batching, and vehicle washing zones Monitoring: washing areas) - Prohibit direct discharge of untreated wastewater into AYGM and 3rd Party surface waters or the ground E&S Consultant - Ensure compliance with the Turkish Water Pollution Control Regulation and integrate measures into CESMP - Apply frequent water spraying on unpaved roads, stockpiles, and active work zones, especially during dry and windy conditions - Cover trucks transporting loose materials and install Implementing: D+B wheel-washing stations at site exits Contractor Emission of dust (PMâ‚?â‚€, PMâ‚‚.â‚…) and - Use dust-binding agents (e.g., polymers) on large Supervising: exhaust gases from excavation, Medium-term Long- earth surfaces and stockpiles Supervision Air Quality earthmoving, and vehicle operations; Wide Intermittent Moderate Medium High Major Minor AYGM PIU reversible term - Minimize simultaneous operation of heavy equipment Consultant potential exceedance of WHO air quality near sensitive receptors Monitoring: standards near sensitive receptors - Restrict construction activities to daytime hours only AYGM and 3rd Party (typically 07:00–19:00) E&S Consultant - Establish vegetative buffer zones or temporary physical dust barriers near settlements and schools - Conduct continuous PMâ‚?â‚€ and PMâ‚‚.â‚… monitoring near Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 246 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition the most vulnerable locations - Maintain construction equipment regularly to minimize emissions - Adopt low-carbon design principles: select construction materials with recycled content and lower - During construction and operation embodied carbon. phases, greenhouse gas (GHG) - Optimize rail alignment to minimize land take and emissions will occur mainly from diesel- forest clearance. powered machinery, transportation - Integrate energy efficiency criteria into equipment Implementing: D+B vehicles, energy consumption, and procurement and facility design. Contractor material production (e.g., steel, - Use modern, fuel-efficient, and well-maintained Supervising: concrete). Medium-term Medium- machinery to reduce fuel consumption. Supervision Climate Change Local Intermittent Moderate Medium Medium Major Minor AYGM PIU - Indirect impacts include land clearing reversible term - Promote renewable energy sources (e.g., grid Consultant (loss of carbon sinks) and soil carbon electricity, hybrid equipment) where feasible at camps Monitoring: loss due to excavation and grading. and worksites. AYGM and 3rd Party - Increased GHG emissions may - Implement anti-idling policies and schedule works to E&S Consultant contribute to climate change and minimize machinery run time. potentially affect Turkey’s national - Develop a GHG inventory and monitoring system for emission targets (2053 net-zero goal). major emission sources (fuel logs, energy meters). - Provide training for contractors on energy efficiency and carbon footprint reduction. - Minimize waste through personnel training and adherence to the waste hierarchy (prevent, reduce, reuse, recycle, recover, dispose). - Implement prevention, recycling, reuse, and recovery strategies to reduce waste; dispose of remaining waste with measures to protect health and the environment. - Classify waste as recyclable, hazardous, or non- hazardous; separate mineral construction waste from other waste types through on-site sorting. - Collect non-hazardous, inert, biodegradable, and recyclable waste separately, ensuring no mixing with Implementing: D+B hazardous waste. Contractor - Establish a temporary waste storage area with Supervising: Improper waste handling, storage, or Irreversible/ Waste Short- impermeable ground, roof, drainage, spill kits, and Supervision disposal leading to soil, water, and air Restricted Long-term One-off/rare Moderate Low High Moderate Minor AYGM PIU Management term firefighting equipment; store waste in labeled Consultant pollution reversible compartments by type. Monitoring: - Limit hazardous waste storage (except medical AYGM and 3rd Party waste) to 6 months and non-hazardous to 1 year; E&S Consultant obtain a storage permit if hazardous waste exceeds 1,000 kg/month. - Keep detailed records of waste generation, storage, and disposal; complete a Waste Registry Information Form and submit an annual waste declaration to MoEUCC via the Integrated Environmental Information System. - Report all waste management agreements and protocols, including recycling and disposal, to the relevant authority. - All maintenance-related waste, including used oil, oil filters, and oily rags, will be collected and disposed of properly. Waste oils will never be discharged onto the ground or into any water bodies. Implementing: D+B Improper storage or disposal of waste oil - If different categories of waste oils are generated at Contractor can cause soil and water contamination, the construction site, they will be stored separately to Supervising: leading to environmental damage and Medium-term Medium- prevent cross-contamination. Supervision Waste Oils toxic exposure risks. Its flammable Local Intermittent Moderate Medium Medium Moderate Minor AYGM PIU reversible term - Waste oil storage containers will be kept sealed at all Consultant nature also poses fire hazards. times to prevent rainwater infiltration and ensure safe Monitoring: Additionally, it presents health and safety containment. AYGM and 3rd Party risks to workers. - Waste oils will be transported using licensed vehicles E&S Consultant and disposed of at authorized recycling or disposal facilities in compliance with the Waste Oil Management Regulation. Implementing: D+B Loss, degradation or contamination of - Topsoil will be stored adjacent to its removal area, Contractor Topsoil topsoil due to improper handling, Medium-term Medium- preferably on flat land with a maximum slope of 5%. Local Intermittent Moderate Medium Medium Moderate Minor AYGM PIU Supervising: Management storage, or mixing with subsoil, reversible term Pile height will not exceed 2 m, and side slopes will be Supervision potentially resulting in reduced land limited to 45°. Consultant Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 247 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition productivity, erosion, and hindered site - The pile surface will be lightly compacted to allow Monitoring: restoration. rainfall infiltration and prevent anaerobic conditions. AYGM and 3rd Party - Topsoil will be kept separate from subsoil, with E&S Consultant measures such as geotextile covers or silt fences to avoid mixing. - Piles will be positioned to allow free drainage, with surrounding drainage channels connected to natural drains or surface water flow points. - Part of the topsoil from surface facilities will be used for landscaping after construction, with the remainder applied to offset potential losses in nearby areas; any excess may be made available to the local community upon request. - Topsoil from temporary areas will be reapplied to the site during restoration works. - Topsoil will not be used as padding, pipe bedding, or backfill material. - The subsoil to be formed will be stored in excavation soil storage areas to be approved by the relevant municipalities within the framework of the provisions of “Regulation on the Control of Excavation Soil, Construction, and Debris Wastesâ€? published in the Official Gazette numbered 25406 and dated 18.03.2004. - Existing possible material disposal sites include: Istanbul Leather Organised Industrial Zone; Ä°STAÇ – Ä°mrahor Excavation Material Storage Area; Ä°STAÇ – Atalaylar Excavation Material Storage Area; Ä°STAÇ – Çiftalan Excavation Material Storage Area; and Ä°STAÇ – Büyükkılıçlı Excavation Material Storage Area. Further details, including capacities, are provided in the ESIA Baseline (see Section 4.2.6.2 and Annex EK- 11). If a new excavation storage area is requested by Uncontrolled or non-compliant handling, Implementing: D+B the contractor, approval will be obtained from the storage, or disposal of excavated Contractor relevant municipality within the framework of the materials may lead to land degradation, Supervising: Excavation provisions of RCESCDW. obstruction of natural drainage patterns, Medium-term Short- Supervision Material Restricted One-off/rare Significant Low Medium Moderate - The subsoil to be formed should be temporarily Minor AYGM PIU contamination of ecologically or culturally reversible term Consultant Management stored on a flat ground next to the construction area at sensitive areas, and violation of legal Monitoring: a height of maximum 3 m and with a slope of requirements under national waste AYGM and 3rd Party maximum 450. regulations. E&S Consultant - The unauthorized storage or disposal of subsoil on agricultural lands, pastures, meadows, or private properties will be strictly prohibited under the relevant regulations. - Excavated soil shall in no way be disposed of in riverbeds, dam lakes, or stream beds, regardless of whether they are seasonal or permanent, nor in areas protected for biological, ecological, or cultural reasons - The Contractor will prepare a high-level Soil & Excavated Material Management Plan (S-EMMP) to define overarching principles and coordination mechanisms for spoil handling, transport, reuse, and disposal. This plan will guide the D&B Contractor in developing the detailed Soil & Excavated Material Management Plan (S-EMMP) in line with national regulations and ESMP requirements. - Risk of soil and groundwater - SDSs shall be available for all hazardous materials contamination due to leaks or spills of and personnel shall be informed accordingly hazardous materials - Chemicals shall be stored in sealed, clearly labeled Implementing: D+B - Fire and explosion hazards, especially containers and in designated storage areas with Contractor Chemicals and during transportation and storage of fuels appropriate containment systems Supervising: Hazardous and solvents Short-term Long- - Storage facilities shall be protected against external Supervision Restricted Intermittent Moderate Low Medium Minor Negligible AYGM PIU Materials - Adverse health impacts on workers and reversible term factors such as flooding or rainwater infiltration Consultant Management surrounding communities - Fuel and chemical refueling operations shall be Monitoring: - Improper waste management leading to conducted in designated areas by trained personnel AYGM and 3rd Party environmental pollution - Spill response kits (absorbents, fire extinguishers, E&S Consultant - Lack of emergency preparedness for etc.) shall be kept available on site at all times chemical accidents - Hazardous wastes shall be stored in designated Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 248 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition temporary storage areas until transferred to licensed facilities, and all handling shall avoid spill risks outside the AoI. - Regular training shall be provided to workers on safe chemical handling and emergency response procedures - Waste management practices shall comply with national regulations such as the Regulation on Control of Hazardous Waste and Waste Oil Management Regulation, as well as IFC/EBRD standards - Conduct baseline noise monitoring at key sensitive receptor points prior to construction - Schedule high-noise activities (e.g. pile driving, heavy - Disturbance to nearby sensitive excavation) during daytime hours only receptors such as residential areas, Implementing: D+B - Maintain equipment to minimize noise (e.g. mufflers, schools, and hospitals due to elevated Contractor silencers) noise levels Supervising: Noise and - Use low-noise machinery and acoustic barriers near - Health impacts such as stress, sleep Medium-term Medium- Continuous/ Supervision Vibration Wide Moderate Medium Medium Minor sensitive areas when necessary Negligible AYGM PIU disturbance, and hearing loss among reversible term Recurrent Consultant Management - Implement vibration monitoring in areas where workers and communities Monitoring: underground or structural risks exist - Potential structural damage to nearby AYGM and 3rd Party - Inform nearby communities in advance of planned buildings due to vibration from heavy E&S Consultant noisy activities equipment or tunneling activities - Provide workers with hearing protection equipment and conduct regular OHS trainings related to noise exposure Several plant species with restricted or critical distribution have been recorded within the project area, including Centaurea hermannii, Cirsium polycephalum, Ferulago confusa, Symphytum tuberosum subsp. nodosum, Leucojum aestivum, and Lilium martagon. In order to ensure the protection and long-term conservation of these species and their habitats, the following measures should be implemented: • Seeds of the aforementioned species should be collected during the appropriate phenological period and submitted to the Turkish Seed Gene Bank for ex- situ conservation. Implementing: D+B • As the habitat in which these species occur is Contractor ecologically sensitive, topsoil storage and Supervising: management must be conducted in accordance with Population of endemik and rare species Medium-term Medium- Supervision Biodiversity Wide Intermittent Moderate Medium Medium Moderate best practice guidelines to prevent degradation. Minor AYGM PIU decrease reversible term Consultant • Introduction and spread of invasive plant species Monitoring: within this habitat must be strictly prevented through AYGM and 3rd Party regular monitoring and control measures. E&S Consultant • For populations of critically distributed species that would be directly impacted by the project activities, translocation to ecologically suitable habitats should be carried out under the supervision of a qualified botanist or plant ecologist. • Centaurea hermannii seed collection in July • Cirsium polycephalum seed collection in August • Ferulago confusa seed collection in July • Symphytum tuberosum subsp. nodosum seed collection in June • Lilium martagon bulb collection in July • Leucojum aestivum bulb collection in July in-situ conservation measures should also be implemented for regionally endemic and/or non- endemic but locally rare plant species. Specifically, for Implementing: D+B populations that are likely to be adversely affected by Contractor Habitat loss and endemic\rare species the project activities, translocation efforts should be Supervising: population decrease Medium-term Medium- carried out to ecologically suitable and protected Supervision Biodiversity Wide Intermittent Moderate Medium High Moderate Minor AYGM PIU Trend and population decrease of reversible term habitats to ensure the continued survival of these Consultant threatened species species in their natural environment. Monitoring: - Centaurea hermannii seed re-location in October- AYGM and 3rd Party November E&S Consultant - Cirsium polycephalum seed re-location in October- November Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 249 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - Ferulago confusa seed re-location in October- November - Symphytum tuberosum subsp. nodosum seed re- location in October-November - Lilium martagon bulb re-location in October- November - Leucojum aestivum bulb re-location in October- November - Replacement planting will be carried out as follows: for trees from natural forests, 2 new trees will be planted for each tree removed; for trees from slopes next to the motorway, 1 new tree will be planted for each tree removed. Since the field surveys along the project corridor were Implementing: D+B conducted in June, some early spring geophyte Contractor species could not be detected. Therefore, an additional Supervising: Threat to species Medium-term Medium- field survey should be carried out in February to Supervision Biodiversity Wide Intermittent Moderate Medium Medium Major Minor AYGM PIU Miss of identification of geophytes reversible term investigate the presence of regionally endemic species Consultant such as Ornithogalum pascheanum Speta, Galanthus Monitoring: plicatus Bieb. subsp. byzantinus (Baker) Beck, and AYGM and 3rd Party Crocus pestalozzae Boiss. E&S Consultant In order to assess whether plant species with critical distribution (including regionally endemic or non- endemic but locally rare species) continue to persist along the project corridor and to determine the extent of potential impacts from the project activities, regular monitoring should be conducted. Specifically, monitoring should take place at least twice per year during the construction phase. If necessary, urgent conservation measures must be implemented based on the monitoring results. In addition, to ensure continuity of wildlife movement at the ecological crossing location near km 2 (Cut & Cover-7, aligned with the North Marmara Motorway Ecological Bridge), the following measures will be implemented: - A temporary wildlife passage will be established during construction to maintain crossing functionality. - The reinstated surface over the covered railway will be designed in line with ecological overpass best practice (minimum effective width, substrate continuity, Implementing: D+B native vegetation cover, perimeter fencing, noise and Contractor light minimization, post-construction monitoring). Supervising: Habitat loss Irreversible/ Medium- - Coordination with the motorway operator and relevant Supervision Biodiversity Trend and population decrease of Local Long-term Intermittent Significant Medium Medium Moderate Minor AYGM PIU term authorities will be undertaken regarding timing, fencing Consultant threatened species reversible tie-ins, and maintenance responsibilities. Monitoring: - Adaptive measures (e.g., widening of vegetated AYGM and 3rd Party platform, enhancement of guide fencing) will be E&S Consultant introduced if monitoring indicates residual barrier effects. - Upon completion of the cut-and-cover works and reinstatement of the surface, the land bridge function will be preserved and the wildlife movement corridor will be restored. - If required at detailed design stage, the effective width of the ecological crossing will be extended over the railway section to maintain or enhance habitat connectivity. In addition, the following biodiversity protection measures will be integrated into the Biodiversity Management Plan (BMP): - Seasonal timing windows will be applied for vegetation clearance and high-noise activities to avoid breeding, nesting, and migration periods for fauna species recorded during baseline surveys. - Dark-sky compliant lighting (e.g., downward-directed, low-intensity fixtures) will be adopted at all work sites Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 250 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition and approaches to minimize light disturbance to nocturnal fauna. - Invasive-species hygiene protocols will be implemented, including equipment wash-down before site entry and exit, to prevent the spread of invasive alien plant species. - Immediate stop-work and ecologist inspection procedures will be triggered if any active nest, roost, or breeding site of a protected species is discovered during construction. - Post-construction biodiversity monitoring will be maintained for at least two years after reinstatement to evaluate habitat recovery, wildlife usage of the ecological crossing, and effectiveness of mitigation. - Adaptive management actions will be implemented if post-construction monitoring identifies residual barrier or habitat degradation effects. - Special attention will be given to the Bosphorus raptor flyway and other ecologically sensitive crossings, ensuring that mitigation and monitoring cover potential disturbance and collision risks. - Performance indicators such as percentage of native vegetation restoration success (target ≥80%), number of invasive-species incidents controlled, and number of ecological inspections triggered will be used to assess BMP effectiveness. - Incorporation of additional underground passages for small animals as a separate biodiversity mitigation Implementing: D+B measure. Contractor - Passages to be installed at every 1 km along rail Supervising: Irreversible/ Insufficient wildlife connectivity / lack of Medium- sections elevated above ground longer than 1 km. Supervision Biodiversity Local Long-term Intermittent Significant Medium Medium Moderate Minor AYGM PIU fauna crossings term - Dimensions of the passages should be suitable for Consultant reversible small fauna species, taking into account the size Monitoring: limitations defined by motorway fence openings. AYGM and 3rd Party - Routine inspection and maintenance to ensure E&S Consultant passages remain functional and unobstructed. - Conduct pre-construction ecological connectivity Implementing: D+B assessment. Contractor - Integrate fauna crossings (culverts, underpasses) into Supervising: Irreversible/ Medium- detailed design. Supervision Biodiversity Cumulative habitat connectivity loss Local Long-term Intermittent Significant Medium Medium Moderate Minor AYGM PIU term - Restore disturbed areas with native vegetation after Consultant reversible construction. Monitoring: - If required, extend ecological crossing width in AYGM and 3rd Party detailed design stage. E&S Consultant Implementing: D+B - Prepare and implement Blasting Management Plan. Contractor - Restrict blasting to 08:00–18:00 hours, avoid during Supervising: Irreversible/ breeding/migration periods. Biodiversity Medium- Supervision Blasting impacts on fauna and soil Local Long-term Intermittent Significant Medium Medium Moderate - Use blasting mats, limit vibration <10 mm/s, conduct Minor AYGM PIU term Consultant reversible fauna scaring before each blast. Monitoring: - Post-blast: stabilize slopes and revegetate disturbed AYGM and 3rd Party surfaces. E&S Consultant Implementing: D+B Contractor - Clean machinery before site entry. Supervising: Irreversible/ - Inspect fill and plant material sources. Biodiversity Short- Supervision Spread of Invasive Alien Species (IAS) Local Long-term Intermittent Significant Medium Low Minor - Remove detected IAS within 10 days. Minor AYGM PIU term Consultant reversible - Conduct quarterly IAS inspections and maintain Monitoring: records. AYGM and 3rd Party E&S Consultant Implementing: D+B - Conduct pre-construction nest survey before Contractor vegetation clearance. Supervising: Irreversible/ - If active nests are found, establish 200–500 m buffer Biodiversity Medium- Supervision Disturbance to breeding bird species Local Long-term Intermittent Significant Medium Medium Moderate zones based on species sensitivity. Minor AYGM PIU term Consultant reversible - Prohibit tree cutting during April–July breeding Monitoring: season. AYGM and 3rd Party - Resume works only after ornithologist approval. E&S Consultant Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 251 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - Conduct pre-construction surveys and GIS-based mapping for all known cultural assets, in accordance with the Cultural Heritage Management Plan. - Apply buffer zones and fencing to protect known sites, as identified in ESIA. - Limit access and use manual techniques near sensitive structures. - Implement the Chance Find Procedure prepared by AYGM, including immediate work stoppage, - Construction works may cause physical notification to authorities, and archaeological damage to military bunkers, aqueducts, evaluation. slope settlements, Roman water - Provide cultural heritage awareness training for all Implementing: D+B structures, historical cemeteries, and site personnel. Contractor other cultural sites. - Ensure continuous monitoring near heritage Supervising: - Vibration, excavation, and access road Medium-term Medium- structures during construction. Supervision Cultural Heritage construction pose risks to unregistered Local Intermittent Moderate Medium Medium Moderate Minor AYGM PIU reversible term - Immediate notification to the Istanbul Regional Consultant archaeological remains. Directorate of Cultural Heritage and Tourism and Monitoring: - Lack of awareness among workers may relevant Conservation Board in case of chance finds or AYGM and 3rd Party lead to accidental destruction of heritage impacts to registered sites. E&S Consultant assets. - Establish vibration limits for construction activities in - Risk of failing to identify and protect proximity to historical masonry and heritage buildings, chance finds during excavation activities. based on international standards (e.g., DIN 4150-3 or BS 7385). Continuous vibration monitoring shall be undertaken to ensure compliance. - Define restrictions on night-time construction works, especially near sensitive receptors such as schools, hospitals, and heritage buildings, to minimize noise and vibration disturbance. - Integrate these criteria and working-hour limitations into the C-ESMP. - AYGM-PIU, in cooperation with district municipalities, will identify settlements most likely to attract temporary workers and monitor population dynamics during construction. - To minimize unplanned in-migration, worker Construction-related employment accommodations will be established and managed by opportunities and temporary economic the Contractor outside of sensitive settlements, under Implementing: activity may lead to short-term population the supervision and approval of AYGM. AYGM PIU influx in certain sub-settlements, - PIU will coordinate with local service providers Supervising: Expected potentially placing additional pressure on (schools, healthcare centers, waste management Medium-term Medium- Supervision population local services (housing, infrastructure, Local Intermittent Moderate Medium Medium Moderate units) to anticipate and address potential increases in Minor AYGM PIU reversible term Consultant change and social cohesion). Previous demand. Monitoring: experience with overlapping transport - Awareness-raising meetings will be held with local 3rd Party E&S projects indicates that such influx may communities to explain workforce management Consultant also lead to ‘project fatigue’ among local measures, expected duration of construction-related residents and business owners. influx, and grievance channels. - Lessons learned from previous projects in the AoI will be integrated into the Stakeholder Engagement Plan (SEP), with a focus on reducing “project fatigue.â€? - PIU will establish a monitoring mechanism (quarterly reports) on in-migration trends, housing rental price fluctuations, and community concerns. - AYGM/PIU will coordinate with local employment agencies and municipalities to assess labor availability There is a potential risk of labor and ensure transparent recruitment channels. Implementing: D+B management challenges during the AYGM PIU (overall - The Contractor will prepare and implement a Labor Contractor construction phase, including shortage of labor policy, Stakeholder Management Plan (LMP) consistent with national labor Supervising: unskilled labor, reliance on informal or coordination with Engagement Medium-term Medium- law and WB ESS2, including provisions against child Supervision irregular migrant workers, and risks of Local Intermittent Moderate Medium Medium Moderate Minor state agencies) + Economy and reversible term and forced labor. Consultant non-compliance with labor laws. These D+B Contractor Employment - NGOs and local organizations may be engaged by Monitoring: risks may lead to workforce instability, (site-specific Labor AYGM to support inclusion of vulnerable groups, AYGM and 3rd Party illegal employment, and associated Management Plan) particularly migrants, under a regulated framework. E&S Consultant social tensions if not properly managed - Monitoring of illegal or informal employment risks will be jointly carried out by AYGM PIU and Contractor, with corrective actions defined under the LMP. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 252 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - Further analysis will be conducted to assess potential housing demand pressures during construction, - AYGM will engage with TOKÄ°, municipalities, and Potential housing pressure in the AoI provincial administrations to address risks of housing may occur due to temporary population supply shortages and price speculation. influx during the construction phase. This - The construction workforce will be primarily Implementing: may lead to insufficient social housing accommodated within designated labour camps AYGM (in AYGM supply and increased demand on Stakeholder established and managed by the Contractor, in cooperation with Supervising: existing housing stock, with possible Irreversible/ Engagement Long- Continuous/ accordance with the approved Labor Management TOKÄ°, municipalities, Supervision impacts on affordability and land values. Local Long-term Significant High High Moderate Minor Housing and term Recurrent Plan. A limited number of specialized and managerial provincial Consultant These risks are primarily linked to reversible residences personnel will be housed in nearby settlements as part administrations, Monitoring: regional planning and fall under the of the overall workforce accommodation strategy. Final NGOs) 3rd Party E&S responsibility of governmental housing ratios and specific accommodation arrangements will Consultant and urban planning institutions (e.g., be defined during the detailed design and workforce TOKÄ°, municipalities, provincial planning phase, in coordination with AYGM and administrations). relevant local authorities. -These issues fall outside the scope of Contractor responsibilities and will require inter-agency cooperation. - Involuntary physical resettlement impacts will be avoided. - In cases where avoidance is not possible, a RP will be prepared for the affected areas in line with the RF. - A “No-Works Clauseâ€? will be applied to all parcels subject to land acquisition or physical displacement. No mobilization, construction, or site clearance will commence on any parcel or chainage until There are areas with high housing compensation and assistance measures defined in the density within the zones intersecting the RF/RP are verified as fully completed by AYGM and AoI. In predominantly privately owned the PIU. Implementing: housing areas, homeowners and users - During the implementation of the RP, special AYGM Stakeholder (tenants) may face involuntary physical attention will be given to disadvantaged groups such Supervising: Engagement and economic resettlement due to the Medium-term Long- Continuous/ as those facing economic hardship, individuals with Supervision Local Significant High High Major Moderate AYGM PIU Land acquisition- project’s land acquisition impacts. Efforts reversible term Recurrent physical disabilities, people living alone, female- Consultant Residential areas will be made to avoid this impact as headed households, and migrants, and additional Monitoring: much as possible. Involuntary physical mitigation measures will be applied for these groups. 3rd Party E&S resettlement caused by other projects - Special attention will be given to individuals who do Consultant overlapping with the AoI may exacerbate not own another residence or are unlikely to have the overall effect. access to alternative housing. - Communication must be established with all homeowners and tenants. - During the communication process, the needs of disadvantaged groups should be identified. - The Contractor will coordinate work schedules with AYGM to ensure compliance with the No-Works Clause and will only mobilize in areas formally cleared by AYGM/PIU. - Involuntary physical and economic resettlement impacts will be avoided. - In cases where avoidance is not possible, a Resettlement Plan (RP) will be prepared for the The areas intersecting with the AoI affected areas in line with the RF. include zones with a high concentration - During the implementation of the RP, special of commercial activities. In predominantly attention will be given to disadvantaged groups such Implementing: privately owned commercial areas, as those facing economic hardship, individuals with AYGM Stakeholder business owners, users (tenants), and physical disabilities, people living alone, female- Supervising: Engagement employees may face involuntary physical Medium-term Medium- headed households, and migrants, and additional Supervision Land acquisition- and economic resettlement due to the Local Intermittent Moderate Medium High Major Moderate AYGM PIU reversible term mitigation measures will be applied for these groups. Consultant Commercial land acquisition impacts of the project. - Special attention will be given to individuals whose Monitoring: areas This impact will be avoided as much as sole source of livelihood is the affected business. 3rd Party E&S possible. Involuntary physical and - Specific mitigation measures will be implemented for Consultant economic resettlement caused by other individuals employed in the affected facilities. To this projects overlapping with the AoI may end, it is essential to establish cooperation with further intensify the overall effect. industrial zones such as Organized Industrial Zones (OIZs) and local employment agencies. - Communication must be established with all business-owners and tenants. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 253 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - During the communication process, the needs of disadvantaged groups should be identified. There are agricultural activity areas— albeit to a limited extent—within the - Involuntary physical and economic resettlement zones intersecting the AoI, some of impacts will be avoided. which operate as agricultural enterprises. - In cases where avoidance is not possible, a While many agricultural lands are Resettlement Plan (RP) will be prepared for the privately owned, agricultural activities are affected areas in line with the RF. also carried out on common lands. - During the implementation of the RP, special Implementing: Landowners, as well as formal and attention will be given to disadvantaged groups such AYGM Stakeholder informal users, may be subject to as those facing economic hardship, individuals with Supervising: Engagement involuntary physical and economic Medium-term Medium- physical disabilities, people living alone, female- Supervision Land acquisition- Local Intermittent Moderate Medium High Major Moderate AYGM PIU resettlement due to the land acquisition reversible term headed households, and migrants, and additional Consultant Agricultural impacts of the project. This impact mitigation measures will be applied for these groups. Monitoring: areas should be avoided as much as possible. - Special attention will be given to individuals whose AYGM and 3rd Party Involuntary physical and economic sole source of livelihood is the affected agricultural E&S Consultant resettlement caused by other projects area. intersecting with the AoI may further - Communication must be established with all intensify the impact. In particular, landowners, formal and/or informal users, and tenants. settlements that held village status prior - During the communication process, the needs of to 2013 tend to show heightened disadvantaged groups will be identified. sensitivity on this issue. - Involuntary physical and economic resettlement There are livestock activity areas within impacts will be avoided. the zones intersecting the AoI, some of - In cases where avoidance is not possible, a which may include livestock-related Resettlement Plan (RP) will be prepared for the enterprises. These areas are mostly affected areas in line with the RF. privately owned and may be located in - During the implementation of the RP, special shared spaces together with residential attention will be given to disadvantaged groups such properties. Both structures used for as those facing economic hardship, individuals with Implementing: livestock activities—such as barns—and physical disabilities, people living alone, female- AYGM livestock enterprises themselves may be headed households, and migrants, and additional Stakeholder Supervising: subject to involuntary physical and mitigation measures will be applied for these groups. Engagement Medium-term Medium- Supervision economic resettlement due to the Local Intermittent Moderate Medium High Major - Special attention will be given to individuals whose Moderate AYGM PIU Land acquisition- reversible term Consultant project’s land acquisition impacts. This sole source of livelihood is the affected husbandry Livestock areas Monitoring: impact should be avoided as much as area. 3rd Party E&S possible. Involuntary physical and - If applicable, individuals working informally as Consultant economic resettlement resulting from shepherds will also be duly considered. other projects intersecting with the AoI - In cases involving livestock enterprises, special may further intensify this effect. Views attention should also be given to individuals employed regarding the project’s impact on in these businesses. livestock is not clear. Migrant individuals - Communication must be established with all owners, involved as labor in these activities are users, and workforce (formal /informal). also considered a vulnerable group. - During the communication process, the needs of disadvantaged groups will be identified. - Involuntary physical and economic resettlement impacts will be avoided. There are grazing areas within the zones - In cases where avoidance is not possible, a intersecting the AoI, the ownership of Resettlement Plan (RP) will be prepared for the which is mostly under public/common affected areas in line with the RF. property or the treasury. Both formal and - During the implementation of the RP, special informal users of these areas may face Implementing: attention will be given to disadvantaged groups such involuntary physical and economic AYGM as those facing economic hardship, individuals with Stakeholder resettlement due to the project’s land Supervising: physical disabilities, people living alone, female- Engagement acquisition impacts. This impact will be Medium-term Long- Continuous/ Supervision Local Moderate Medium High Major headed households, and migrants, and additional Moderate AYGM PIU Land acquisition- avoided as much as possible. Involuntary reversible term Recurrent Consultant mitigation measures will be applied for these groups. Grazing areas resettlement caused by other projects Monitoring: - Special attention will be given to individuals whose overlapping with the AoI may further 3rd Party E&S sole source of livelihood is the affected grazing / intensify this effect. Views regarding the Consultant pasture area. project’s impact on grazing areas are not - If applicable, individuals working informally as clear. Migrant individuals involved as shepherds will also be duly considered labor in these activities are also - Communication must be established with all users considered a vulnerable group. - During the communication process, the needs of disadvantaged groups will be identified. Inadequate labor management can lead - Ensure full compliance with Turkish Labor Law No. Implementing: D+B AYGM PIU (based Labor to risks such as labor rights violations, Short-term Medium- 4857, OHS Law No. 6331, and WB ESS2. Contractor (to Local Intermittent Moderate Low High Major Minor on ESIA/ESMP and Management unsafe working conditions, labor reversible term - Align labor management practices with international develop Labour LMP) disputes, and exploitation. Poor good practices and the LMP. All workers to receive Management Plan Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 254 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition management may cause accidents, written contracts detailing labour conditions, working on the basis of reduced workforce morale, and non- hours, wages, rights and dutiies code of Conduct (CoC) project LMP and compliance with local labor laws and etc apply it on site) international standards, including risks - Implement transparent and non-discriminatory Supervising: related to labor relations such as recruitment processes for direct, contracted, and Supervision restrictions on freedom of association, primary supply workers, In line with ESS2, conduct due Consultant lack of effective grievance mechanisms, diligence on labor practices of primary suppliers to Monitoring: or failure to respect collective bargaining ensure compliance with labor laws, prevention of child AYGM and 3rd Party rights. and forced labor, and take corrective measures where E&S Consultant non-compliance is identified. - Require contractors to develop site-specific Labor Management Plans (LM Plans) and OHS Plans in accordance with Project standards. - Enforce strict prohibition of child labor and forced labor through regular monitoring and audits. - OHS-related measures (training, PPE, right to refuse unsafe work) are detailed under Occupational Health and Safety risks. - Monitor and regulate working hours to prevent excessive overtime and worker fatigue, in line with applicable legislation. - Implement zero-tolerance policies on SEA/SH with mandatory CoC training. - Establish confidential and accessible GRM specifically for SEA/SH complaints. - Ensure worker camps meet IFC/EBRD minimum standards regarding hygiene, sanitation, water supply, and adequate living conditions - Deliver periodic training on LMP provisions, workers’ rights, Coc, and grievance procedures to all workforce categories. - Maintain effective, confidential, and accessible grievance channels for workers, with defined response and resolution protocols. - Conduct ongoing monitoring and supervision by the PIU and CSC. - Prepare regular compliance reports and implement timely corrective actions when deviations are identified. - Risk of gender-based violence (GBV) - Implement a GBV Action Plan (training, awareness Implementing: D+B and harassment related to labor influx. campaigns, CoC for workers, service provider Gender and Contractor - Limited access of vulnerable groups to mapping) developed by AYGM. Vulnerable Supervising: grievance mechanisms. Irreversible/ - Ensure accessible GRM (multiple channels, Groups (Women, Short- Continuous/ Supervision - Unequal impact of construction-related Restricted Long-term Significant Medium High Moderate anonymity, gender-sensitive handling). Minor AYGM PIU children, elderly, term Recurrent Consultant nuisances (noise, dust, restricted access) reversible - Prioritize inclusive stakeholder consultations migrants, Monitoring: on vulnerable households. (separate sessions for women, translation if needed). disabled) AYGM and 3rd Party - Exclusion of women and vulnerable - Conduct awareness-raising on workers’ behavior and E&S Consultant groups from stakeholder engagement. community interactions. - A full H&S Management System and Construction Phase H&S Plan will be developed and approved prior to site mobilization. - Full compliance will be ensured with the Turkish Law No. 6331 on Occupational Health and Safety, in The failure to develop a comprehensive addition to international standards (IFC/EBRD). Occupational Health and Safety - A qualified and adequate OHS team will be mobilized Implementing: D+B Management System or a Construction before the start of any construction activities. Contractor Phase OHS Plan prior to construction, - Clear roles, responsibilities, and communication Supervising: Occupational along with the delayed establishment of Irreversible/ channels for OHS will be defined for all contractors and Short- Continuous/ Supervision Health and qualified site OHS teams, may lead to Restricted Long-term Significant Medium High Major subcontractors. Minor AYGM PIU term Recurrent Consultant Safety unsafe conditions such as lack of reversible - A mobilization-specific risk assessment and control Monitoring: coordination during mobilization, plan will be prepared. AYGM and 3rd Party inadequate emergency preparedness, - Emergency preparedness and response plans will be E&S Consultant and an increased risk of workplace tested and validated through drills before site works accidents. commence. - OHS induction and training for all site personnel will be completed prior to mobilization. - Daily coordination and supervision mechanisms between employer and contractor OHS teams will be established. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 255 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - Conduct mandatory OHS training for all workers and ensure continuous awareness. - Provide adequate PPE and implement safety protocols to minimize accidents and occupational diseases. - Every worker has the right to refuse unsafe work and report it immediately. No disciplinary action shall be taken for exercising this right - The D+B Contractor and all subcontractors will be required to establish and implement a comprehensive set of OHS documents (e.g., risk assessments, emergency response plans, permit-to-work systems etc,, as required under Turkish law, ESIA and ESMP) prior to commencement of works. - Permit-to-Work systems will be applied to all critical and high-risk activities and will be monitored by both the main contractor and subcontractors. - A standardized system for recording accidents and incidents will be implemented, and root cause analyses will be conducted following each case. - Immediately or not later than 24 hours, the PIU or the Inadequate development and contractor shall report to the labor Inspectorate and the implementation of construction-phase Ministry of Interior (police), and to the World Bank OHS documentation such as Risk verbally and in writing, any fatality, collective or Assessments, Emergency Response individual serious injury, resulting in an employee being Plans, Permit-to-Work systems, Implementing: D+B unable to work for three consecutive working days,, as Accident/Incident Records, Root Cause Contractor well as any dangerous event that may put health and Analyses, Monthly OHS Performance Supervising: Occupational Irreversible/ safety of the employees at risk Reports, and OHS Training Records may Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major - Monthly OHS performance reports will be prepared by Minor AYGM PIU result in incomplete safety measures, term Recurrent Consultant Safety reversible the D+B contractor and subcontractors and shared delayed corrective actions, and non- Monitoring: regularly with the project management. compliance with regulations. The AYGM and 3rd Party - All workers will be required to complete mandatory absence of proper monitoring and E&S Consultant OHS trainings before beginning work on site. documentation systems may lead to an - OHS training participation and completion records will increased number of accidents, be maintained and monitored for both main and recurrence of preventable incidents, risks subcontractor personnel. for the project - No worker (including subcontractor personnel) will be allowed to operate on-site without up-to-date OHS training certification. - Training programs (content, frequency, delivery methods) will be regularly reviewed and updated as necessary. - Responsible personnel for preparing, reviewing, and updating OHS documentation will be designated by each contractor. - Periodic internal audits will be conducted by D+B Contrutor. to verify the consistency and field-level application of OHS documentation across all contractors. - The D+B contractor and all subcontractors will be required to develop and implement specific OHS procedures for confined space works prior to tunnel construction activities. During tunnel construction, workers - Continuous gas detection and air quality monitoring operating in confined and enclosed systems will be installed and operated within the tunnel Implementing: D+B spaces may be exposed to serious environment. Contractor occupational health and safety risks such - All workers will receive specialized training on Supervising: Occupational Irreversible/ as insufficient ventilation, low oxygen Short- confined space safety, oxygen deficiency, toxic gases, Supervision Health and Local Long-term One-off/rare Significant Medium High Major Minor AYGM PIU levels, accumulation of toxic gases, term and emergency evacuation before entering tunnel Consultant Safety reversible ground instability, tunnel collapse, fire, works. Monitoring: and explosion. These risks may lead to - Ventilation systems will be installed at tunnel AYGM and 3rd Party respiratory problems, poisoning, entrances to ensure constant air circulation. E&S Consultant crushing, severe injuries, or fatalities. - A Permit-to-Work system will be applied to regulate access to confined areas, allowing entry only to authorized and trained personnel. - Gas detectors and oxygen sensors will be carried by workers or installed at fixed locations inside the tunnel. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 256 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - Gas testing must be conducted before entry. - Fire detection and suppression equipment will be available and regularly maintained within the tunnel. - Geotechnical assessments will be conducted to evaluate ground stability continuously during tunnel excavation and support works. - Emergency evacuation plans for events such as tunnel collapse or fire will be developed and tested through regular drills. - Rescue teams trained in emergency response will be present and ready during each shift. - Scenario-based emergency planning will include TBM rescue procedures, refuge chamber provisions, maximum cross-passage spacing (≤350 m), and redundant power and ventilation systems to ensure safe egress during power loss or fire events. - Design will account for smoke ventilation and foam/fire suppressant system compatibility to prevent secondary hazards. - Coordination protocols with municipal fire, rescue, and medical services will be established, including joint emergency response simulations during commissioning. - Seismic risk mitigation will include tunnel stability assessments, refuge area integrity checks, and emergency response plans adapted to potential earthquake events. - The D+B Contractor shall comply with international best practices and ensure that emergency infrastructure (refuge chambers, fire suppression, egress signage) is included in the final design and verified prior to construction. - Where hyperbaric (pressurized) tunnelling is applied, specific SOPs for decompression, medical monitoring, and emergency evacuation will be developed and approved prior to works. - No TBM launch shall occur until the Emergency Response Plan is approved by relevant authorities and a multi-agency mass-casualty drill is completed. - Confined-space and evacuation drills will be conducted quarterly, and competency/training records for all tunnel personnel will be maintained and periodically reviewed. - The D+B contractor and all subcontractors will be required to prepare and implement a detailed OHS procedure specific to working at height. - Edge protection systems (e.g., guardrails, barriers) will be installed and secured in all elevated work areas. - Safe scaffolding systems will be installed by authorized personnel and will be inspected regularly. - All workers will receive certified working-at-height Bridge and viaduct construction activities training, and training records will be maintained. Implementing: D+B involve working at height, which exposes - Workers performing elevated tasks will be provided Contractor workers to the risk of falling and being with and required to use appropriate PPE (e.g., Supervising: Occupational struck by falling objects. In the absence Irreversible/ harnesses, lanyards, anchor points). Short- Continuous/ Supervision Health and of sufficient edge protection, safe Restricted Long-term Significant Medium High Major - Protection against falling objects (e.g., overhead Minor AYGM PIU term Recurrent Consultant Safety scaffolding systems, and fall arrest reversible netting, covered platforms) will be implemented where Monitoring: equipment, serious injuries such as necessary. AYGM and 3rd Party fractures, head trauma, or fatalities may - During lifting operations or material movement, E&S Consultant occur. access under elevated areas will be restricted and safety perimeters will be established. - Lifting operations require a lifting plan and weather condition checks. - Access to elevated work areas will be limited to trained and authorized personnel only. - All height-related equipment will undergo regular inspections, and findings will be documented. - Rescue procedures for working at height Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 257 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition emergencies will be established, and appropriate rescue equipment will be maintained on site. - The D+B contractor and all subcontractors will be required to develop safe working procedures for excavation and earthworks based on geotechnical assessments. - Slope stability will be continuously monitored, and appropriate measures such as benching, sloping, or shoring systems will be implemented when necessary. Trenches deeper than 1.2 meters must be sloped, shored, or shielded. - Access to excavation zones will be restricted and controlled using physical barriers to prevent unauthorized entry. During excavation, filling, and - Workers operating in excavation areas will receive earthworks, unstable soil conditions, Implementing: D+B specialized training on soil-related risks, collapse slope failures, and loose backfill Contractor prevention, machinery traffic, and emergency escape materials pose serious risks such as Supervising: Occupational Irreversible/ procedures. burial, suffocation, and crush injuries. Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major - Loose backfill materials will be compacted or Minor AYGM PIU The concurrent operation of heavy term Recurrent Consultant Safety reversible stabilized and will not be stockpiled near excavation machinery within excavation zones Monitoring: edges. further increases the likelihood of AYGM and 3rd Party - All workers within excavation zones will wear high- collisions, entrapment, and major E&S Consultant visibility personal protective equipment (PPE), workplace accidents. especially reflective vests. - Designated traffic routes and blind spot warning systems will be implemented for the operation of heavy machinery. - Separate work zones will be defined to minimize interaction between machinery and workers. - Spotters will be assigned for heavy equipment operations, and radio communication systems will be used to enhance coordination. - Excavation areas will be equipped with emergency escape routes, alert systems, and first response equipment. - The D+B contractor and all subcontractors will be required to develop and implement detailed safe work procedures for heavy equipment operations. - All heavy equipment operators will be licensed and properly trained before being assigned to machinery operation. - During reversing, turning, or load-carrying operations, cameras, proximity sensors, and audible alarms (e.g., reverse beepers) will be activated. - A spotter will be assigned during reversing and blind maneuvers, maintaining continuous communication In heavy equipment operation and with the operator via radio or hand signals. material handling activities, machinery - Only trained and licensed operators are permitted to Implementing: D+B such as cranes, excavators, loaders, and use heavy machinery. Contractor dump trucks often operate with limited - All site personnel will receive training on maintaining Supervising: Occupational Irreversible/ visibility especially during reversing Short- Continuous/ safe distance from heavy equipment, understanding Supervision Health and Restricted Long-term Significant Medium High Major Minor AYGM PIU maneuvers or when carrying unbalanced term Recurrent blind spots, and adhering to communication protocols. Consultant Safety reversible loads. Workers in the vicinity may suffer - Operational zones for heavy equipment will be clearly Monitoring: from crushing, collision, or entrapment demarcated with visible signs and physical barriers to AYGM and 3rd Party injuries, which could lead to long-term restrict pedestrian access. E&S Consultant disability or fatalities. - Loads being transported will be properly balanced, secured, or supported to prevent tipping or loss of control. - Daily pre-shift inspections and maintenance checks will be conducted on all equipment, including brakes, steering, and warning systems. - Site layout will separate vehicle and pedestrian pathways, and one-way traffic flow and visual signage will be established. - Emergency response protocols and equipment specific to collision, overturning, and entrapment incidents will be available on site. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 258 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition - The D+B contractor and all subcontractors will be required to develop and implement detailed electrical safety procedures for all activities involving temporary or permanent electrical systems. - LOTO procedures will be clearly defined in writing, implemented on all relevant electrical equipment, and communicated to workers. - Prior to any electrical work, proper isolation and During work on temporary or permanent grounding will be carried out, and the work area will be electrical systems, if isolation, grounding, tested to ensure de-energization. Implementing: D+B and lock-out/tag-out (LOTO) procedures - Only authorized and trained personnel will be Contractor are not properly implemented, workers permitted to perform tasks involving electrical systems. Supervising: Occupational Irreversible/ are exposed to life-threatening hazards Short- Continuous/ - Workers will receive specialized training on electrical Supervision Health and Restricted Long-term Significant Medium High Major Minor AYGM PIU such as electric shock, arc flash, and term Recurrent hazards, arc flash risks, safe working distances, and Consultant Safety reversible burns due to accidental contact with live correct use of PPE. Monitoring: conductors. These incidents may result - Electrical panels, temporary lines, and work zones AYGM and 3rd Party in severe burns, permanent nerve will be marked with warning signs, and unauthorized E&S Consultant damage, or fatalities. access will be restricted. - Arc-rated PPE (including protective clothing, gloves, face shields, etc.) will be provided and used during all electrical work. - Prior to critical tasks, energy isolation plans and risk assessments will be prepared and approved. - Emergency response plans specific to electrical incidents will be established, and first aid equipment suitable for electrical injuries will be maintained on site. - The D+B contractor and all subcontractors will be required to develop and implement OHS procedures specifically addressing noise, vibration, and dust control in mechanical operations. - Dust suppression systems (e.g., water spraying, local exhaust ventilation) will be installed and maintained in active work areas. - Workers exposed to high noise levels will be provided with hearing protection (e.g., earplugs, earmuffs), and their use will be mandatory. Mechanical activities such as drilling, Implementing: D+B - Respiratory protective equipment (e.g., P2/P3-rated cutting, blasting, transportation, and Contractor masks) will be supplied to all workers exposed to breaking generate high levels of noise, Supervising: Occupational Irreversible/ airborne particulates. vibration, and dust. In the absence of Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major - For vibration-related tasks, anti-vibration tools and Minor AYGM PIU proper PPE, prolonged exposure to term Recurrent Consultant Safety reversible ergonomic work plans will be adopted. these hazards may lead to hearing loss, Monitoring: - PPE requirements will be determined based on task- respiratory illnesses, headaches, and AYGM and 3rd Party specific risk assessments and reinforced through musculoskeletal disorders. E&S Consultant training and regular supervision. - Noise, dust, and vibration levels will be regularly monitored, and records will be maintained. - Where exposure limits are exceeded, work durations will be restricted and rest periods will be implemented. - All PPE will undergo routine maintenance, and worn or unsuitable equipment will be replaced immediately. - Workers will undergo regular health screenings, including respiratory function and hearing tests, and results will be tracked over time. - The D+B contractor and all subcontractors will be required to conduct ergonomic risk assessments for tasks involving manual handling and physical strain, and define control measures accordingly. Implementing: D+B Jobs involving manual handling, - Workers will receive practical training on correct lifting Contractor loading/unloading, and repetitive physical techniques, body mechanics, and safe material Supervising: Occupational strain pose ergonomic risks. Inadequate Irreversible/ handling. Short- Continuous/ Supervision Health and working posture and lack of lifting aids Restricted Long-term Significant Medium High Major - Mechanical aids such as pallet jacks, forklifts, hoists, Minor AYGM PIU term Recurrent Consultant Safety may lead to lumbar disc herniation, reversible and lifting straps will be provided and promoted for use Monitoring: muscle-tendon injuries, wrist disorders, in lifting and transporting heavy items. AYGM and 3rd Party and long-term functional limitations. - Weight limits per worker will be defined, and the E&S Consultant maximum allowable load for manual handling tasks will be communicated. - For repetitive tasks, job rotation strategies will be implemented to avoid overuse of the same muscle Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 259 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition groups. - Rest breaks will be scheduled for high-strain physical activities, and working durations will be limited accordingly. - Workstations will be designed or adjusted to fit ergonomic principles regarding height, reach, and layout. - Periodic medical screenings will be conducted to monitor musculoskeletal health and detect early signs of strain. - Ergonomic support gear (e.g., back support belts, knee pads, wrist braces) will be made available for high-risk activities. - The D+B contractor and all subcontractors will be required to establish and implement chemical management procedures for all activities involving hazardous substances. - Hazardous chemicals will only be handled by authorized and trained personnel, and workers will receive training on hazardous materials. - All chemicals will be stored and used with corresponding SDSs readily available on site. - Work areas involving chemical use will be equipped with adequate natural or mechanical ventilation, In operations involving hazardous including local exhaust systems in enclosed spaces. Implementing: D+B chemicals such as paint, solvents, - To prevent exposure, appropriate PPE (e.g., safety Contractor adhesives, fuels, and lubricants, goggles, respirators, gloves, protective suits) will be Supervising: Occupational Irreversible/ insufficient ventilation or inadequate use Short- Continuous/ provided and required. Supervision Health and Restricted Long-term Significant Medium High Major Minor AYGM PIU of PPE may result in direct chemical term Recurrent - Chemicals will be stored in their original, clearly Consultant Safety reversible exposure. This may lead to skin and eye labeled containers, and improper or mixed storage will Monitoring: irritation, poisoning, respiratory problems, be strictly prohibited. AYGM and 3rd Party and an increased risk of fire or explosion. - To mitigate fire and explosion risks, flammable E&S Consultant substances will be stored away from ignition sources, and only flame-proof equipment will be used; fire extinguishers will be readily available. - Spill response kits will be made available on site, and workers will be trained in spill management procedures. - During transport, secondary containment or sealed transport boxes will be used to prevent leakage. - Hazardous chemical waste will be segregated, labeled, and disposed of in accordance with applicable regulations. - The D+B contractor and all subcontractors will be required to develop and implement specific work plans for extreme weather conditions. - In hot weather, working hours will be adjusted to cooler times of the day, and shaded rest areas and sufficient drinking water will be provided. - In cold weather, heated shelters, insulated layered clothing, and warm beverages will be made available. Outdoor activities in extreme weather - Workers will receive training on recognizing conditions expose workers to Implementing: D+B symptoms and first aid for heat stress, hypothermia, environmental stress. High temperatures Contractor and related conditions. may cause heat stroke, fainting, and Supervising: Occupational Irreversible/ - Work durations will be limited, and scheduled rest dehydration, while cold environments Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major breaks will be implemented under extreme conditions. Minor AYGM PIU may lead to frostbite, hypothermia, and term Recurrent Consultant Safety reversible - Weather forecasts will be monitored daily, and work reduced motor coordination. These Monitoring: will be suspended when hazardous conditions are conditions also increase the likelihood of AYGM and 3rd Party expected. secondary accidents due to loss of E&S Consultant - The health status of personnel working outdoors will concentration. be monitored, and medical support will be arranged as necessary. - A buddy system will be established for outdoor teams to ensure early detection of heat exhaustion or cold- related issues. - In cold environments, non-slip footwear and de-icing materials will be used to reduce slip and fall risks. - Emergency response plans will include specific Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 260 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition scenarios for environmental exposures (e.g., response to heat stroke) and will be supported by practical drills. - The D+B contractor and all subcontractors will be required to conduct a risk assessment specific to biological hazards associated with construction in rural or natural environments. - Preventive measures will be taken against common regional biological threats (e.g., pest control, physical barriers against insects and snakes). - All workers will receive training on biological hazards, recognizing symptoms of allergic reactions, snakebite response, and first aid. - Personnel operating in high-risk areas will be Construction activities conducted in rural Implementing: D+B equipped with appropriate PPE, such as high-ankle or natural areas may expose workers to Contractor boots, gloves, and protective clothing. biological hazards such as bee stings, Supervising: Occupational Irreversible/ - In the event of discovering bee colonies or snake bites, or insect infestations. Such Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major infestations, professional pest control teams will be Minor AYGM PIU incidents may lead to allergic reactions, term Recurrent Consultant Safety reversible contacted, and workers will be evacuated from the panic-induced falls or equipment-related Monitoring: area. accidents, and situations requiring AYGM and 3rd Party - Additional safety measures will be implemented in emergency medical response. E&S Consultant areas involving work at height or with heavy equipment to prevent accidents triggered by panic reactions. - A communication and coordination plan with the nearest medical facility will be established, and transport arrangements will be made available. - Prior to each shift, the area will be scanned for potential biological threats, which will be marked or isolated. - A reporting and incident analysis system will be implemented for all biological hazard-related events to prevent recurrence. - The D+B contractor and all subcontractors will be required to develop and implement a detailed site traffic management plan. - Vehicle and pedestrian routes will be physically separated, using barriers where necessary to prevent interaction. - Clear and internationally recognizable traffic signage will be installed throughout the site. - Mirrors, warning lights, and slowdown signage will be placed at intersections, blind spots, and high-traffic zones. During on-site vehicle and machinery Implementing: D+B - Both vehicle operators and site personnel will receive traffic, the lack of proper signage, Contractor regular training on site traffic rules and pedestrian inadequate traffic separation, and limited Supervising: Occupational Irreversible/ safety. visibility may result in collision, Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major - In pedestrian-heavy areas, vehicle speed limits will Minor AYGM PIU entrapment, or crushing incidents term Recurrent Consultant Safety reversible be enforced, and speed restriction signs will be clearly involving pedestrians. These types of Monitoring: posted. accidents frequently cause severe AYGM and 3rd Party - A spotter will be assigned during reversing injuries or fatalities. E&S Consultant maneuvers, and radio communication will be maintained. - The traffic management plan will define one-way routes, designated parking areas, and emergency access paths. - Vehicle and machinery movement will be restricted outside of working hours or controlled via a permitting system. - In case of accidents, first aid kits, warning lights, and incident reporting procedures will be made readily available. Electrification and signaling works - The D+B contractor and all subcontractors will be Implementing: D+B involve the installation and energization required to develop and implement specialized safety Contractor of high-voltage catenary systems and the procedures for high-voltage and signaling works. Supervising: Occupational Irreversible/ commissioning of signaling equipment. Short- Continuous/ - Only authorized, trained, and certified personnel will Supervision Health and Restricted Long-term Significant Medium High Major Minor AYGM PIU During these tasks, workers are exposed term Recurrent be permitted to perform tasks related to the installation Consultant Safety reversible to serious risks such as electric shock, and testing of high-voltage systems. Monitoring: uncontrolled energization, short circuits, - Isolation, grounding, and lock-out/tag-out procedures AYGM and 3rd Party fire, and arc flash. In addition, functional will be fully applied before energizing the catenary E&S Consultant Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 261 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition testing of signaling systems carries the system. risk of technical failure, which may result - All workers will receive training on high-voltage in unexpected system behavior and safety, short circuit risks, arc flash protection, and fire accidents affecting technical personnel. prevention measures. - During the commissioning of signaling systems, controlled testing protocols will be implemented, and tests will be conducted step by step. - Functional tests will be carried out in safe modes, and test zones will be physically isolated to prevent unintended exposure. - Appropriate PPE including arc-rated clothing, insulated gloves, and face shields will be provided and used by all responsible personnel. - All temporary and permanent electrical panels will be clearly marked with warning signs and physically restricted from unauthorized access. - Emergency response plans for system failures, short circuits, and uncontrolled signaling will be established and tested. - A permit-to-work system will be applied to all electrical and signaling test operations, requiring prior approval before commencement. - Temporary power systems must include Residual Current Device protection and proper grounding. - Ensure worker camps meet IFC/EBRD minimum standards regarding hygiene, sanitation, water supply, and adequate living conditions - The D+B contractor and all subcontractors will be required to develop and implement health and hygiene management plans tailored to local infectious disease risks. Workers living or working in shared - Cleaning and sanitation standards will be established accommodation and natural areas may in shared living spaces, with regular inspections and be exposed to infectious diseases due to disinfection carried out. poor hygiene, limited access to clean - All workers will be provided with clean drinking water, water, or insufficient preventive health Implementing: D+B sufficient restroom/shower facilities, and proper waste services. Vector-borne diseases such as Contractor management services. Crimean-Congo Hemorrhagic Fever Supervising: Occupational Irreversible/ - Training will be delivered to workers on symptoms and (CCHF), transmitted by ticks and Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major prevention of infectious diseases, including risks such Minor AYGM PIU regionally endemic during spring and term Recurrent Consultant Safety reversible as tick bites. summer months, pose a seasonal risk to Monitoring: - During spring and summer months, tick control outdoor construction workers. If not AYGM and 3rd Party programs (e.g., area spraying, personal tick checks) will properly monitored and controlled, E&S Consultant be implemented and monitored. outbreaks of such diseases may result in - Outdoor workers will be equipped with protective absenteeism, reduced labor productivity, clothing (e.g., long-sleeved garments, light-colored increased healthcare burden, and public uniforms) and tick repellents. health concerns. - Isolation protocols, on-site health monitoring, and emergency medical response procedures will be established in case of potential outbreaks. - Regular health screenings will be conducted to detect and contain infectious cases early. - Medical staff and basic emergency medical equipment will be made available on-site or at nearby facilities. - Indicators such as TRIR (Total Recordable Incident Rate), LTIFR (Lost Time Injury Frequency Rate), and the number of near-misses will be periodically monitored and reported. Implementing: D+B -These indicators will be mandatory for both Contractor If OHS performance is not systematically contractors and subcontractors and will be regularly Supervising: Occupational monitored, the root causes of incidents Irreversible/ Short- Continuous/ submitted to project management. Supervision Health and may not be identified, risk trends may go Restricted Long-term Significant Medium High Major Minor AYGM PIU term Recurrent - Weekly and monthly OHS inspections will be Consultant Safety unnoticed, and necessary preventive reversible undertaken, and compliance records/reports will be Monitoring: measures may not be implemented. prepared and regularly submitted by CSC to project AYGM and 3rd Party management. E&S Consultant - Any identified non-compliances will be corrected immediately; if not resolved, related works will be suspended until compliance is ensured. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 262 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition Occupational accidents and health -An OHS competence assessment will be conducted Implementing: D+B issues may arise due to subcontractors during the selection of subcontractors. Contractor insufficient OHS capacity, lack of -OHS compliance obligations and associated sanctions Supervising: Occupational Irreversible/ documented systems, and low Short- Continuous/ in case of non-compliance will be incorporated into the Supervision Health and Restricted Long-term Significant Medium High Major Minor AYGM PIU compliance with applicable legislation term Recurrent contracts signed with subcontractors. Consultant Safety reversible and standards. Implementation gaps may -Subcontractor performance will be monitored through Monitoring: lead to additional risks concerning worker periodic audits, and evaluation scores will be assigned AYGM and 3rd Party safety. accordingly. E&S Consultant Implementing: D+B -Awareness-raising trainings on psychosocial risks will Factors such as long working shifts, Contractor be organized, and confidential employee support excessive workload, poor management Supervising: Occupational Irreversible/ hotlines will be established. practices, and social isolation may lead Short- Continuous/ Supervision Health and Restricted Long-term Significant Medium High Major -Employee satisfaction surveys and grievance Minor AYGM PIU to work-related stress, burnout, low term Recurrent Consultant Safety reversible mechanisms will be actively implemented. motivation, and psychological disorders Monitoring: -Workload levels, shift durations, and task distribution among employees. AYGM and 3rd Party will be regularly reviewed. E&S Consultant -Worker accommodation areas will be designed and monitored in accordance with the IFC's Worker Accommodation: Processes and Standards guidance note. -Access to clean water, adequate ventilation, waste management, fire safety, hygiene standards, and Implementing: D+B personal privacy will be ensured. Contractor Workers residing in on-site camps or off- -Accommodation facilities will be subject to periodic Supervising: Occupational site accommodations may face increased Irreversible/ Short- Continuous/ inspections by independent experts, including aspects Supervision Health and health, hygiene, and safety risks in the Restricted Long-term Significant Medium High Major Minor AYGM PIU term Recurrent related to emergency preparedness and response. Consultant Safety event that living conditions do not meet reversible -A Workers’ Camp Management Plan (WCMP) will be Monitoring: required standards. developed and implemented, defining minimum space AYGM and 3rd Party and WASH standards, visitor management, and E&S Consultant transport arrangements. -The WCMP will also include provisions for Code of Conduct adherence, SEA/SH prevention training, and safe access to the Workers’ GM with non-retaliation measures -An independent and confidential worker grievance mechanism will be established and introduced to all employees. -The tracking of complaints, response times, and Implementing: D+B In the absence of an effective and resolution processes will be formalized through defined Contractor confidential grievance mechanism procedures. Supervising: Occupational Irreversible/ through which workers can report their Short- Continuous/ - Immediate notification of all OHS incidents will be Supervision Health and Restricted Long-term Significant Medium High Major Minor AYGM PIU concerns, systematic OHS violations term Recurrent ensured, followed by the preparation and Consultant Safety reversible may be overlooked and workers’ rights implementation of Corrective Action Plans (CAP) as Monitoring: may be infringed. required. AYGM and 3rd Party - Incident reporting and CAP follow-up will be carried E&S Consultant out in line with the procedures specified in the Environmental and Social Incident Reporting Tool (ESIRT). - Increased risk of traffic accidents, - Prepare and implement a site-specific Construction accidents related to the worksites due to Traffic Management Plan for each active workfront, movement of construction machinery and with safety measures especially near schools and heavy vehicles near settlements- residential zones, Unauthorized access to construction - Each Construction Traffic Management Plan will sites, posing safety risks to the public Community define approved haul routes and operating hours, - Exposure of communities to dust, noise, Implementing: D+B Health and pedestrian detours, safety signage, and temporary and visual disturbances, which may Contractor Safety (CHS) access arrangements for emergency services. disproportionately affect vulnerable Supervising: including risks of - No lane closures or night works will be permitted groups and individuals such as persons Medium-term Short- Supervision Sexual Restricted Intermittent Moderate Low High Moderate until the relevant Construction Traffic Management Minor AYGM PIU with disabilities and the elderly during reversible term Consultant Exploitation and Plan is approved by AYGM/PIU and disclosed to local construction activities. Monitoring: Abuse / Sexual stakeholders at least 14 days in advance, in line with - Risk of communicable disease AYGM and 3rd Party Harassment the SEP. transmission (e.g. through labor influx) E&S Consultant (SEA/SH) - Weekly haulage and routing maps will be requested - Anxiety or psychological stress among from Contractors and published through local local residents due to construction communication channels. nuisances - Special attention will be given to ensuring pedestrian - Risks of SEA/SH resulting from and community safety near schools, clinics, and interactions between workers, third-party densely populated areas. security personnel, and community Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 263 Magnitude Description of Responsibility Receptor Final Impact Subject E&S Risks Geographical Risk/Expected Mitigation Measures Development / Reversibility Duration Frequency Severity Overall Sensitivity Significance Impementation extent Impact Definition members, particularly affecting women, - Install fencing, barriers, and warning signs around girls and vulnerable groups. active construction zones to prevent unauthorized - Security personnel may use excessive entry force or act without proper guidance while - Regularly water exposed surfaces and unpaved maintaining site security, potentially roads to control dust emissions near communities causing physical or psychological harm to - Limit construction work to daytime hours to reduce workers or community members, disturbance - Lack of communication or understanding - Provide regular updates to the community regarding between security personnel and local construction schedules and any disruptions communities/workers may lead to - Implement communicable disease prevention misunderstandings, tension, or negative measures (e.g., hygiene protocols, awareness perceptions of the security presence, campaigns) if needed - Unauthorized persons entering the site - A unified Project Grievance Mechanism (GM), or failure to implement security managed by the PIU, will be established and operated procedures may increase risks of injury, in coordination with the SEP. This mechanism will theft, or other security incidents for integrate all grievance channels, including contractor- workers and visitors. level hotlines and CÄ°MER/YÄ°MER , ensuring accessible, confidential, and transparent resolution of community concerns. - Implement a Code of Conduct for all workers and security personnel covering SEA/SH, respectful behaviour and zero tolerance of GBV/SEA/SH incidents; ensure all workers receive mandatory induction and refresher training, in line with the SEA/SH Action Plan and Accountability Response Framework and the Security Management Plan. - Mandatory training on human rights, ethical conduct, and proportionate use of force for all security personnel. - Clear written procedures and limits for use of force. - Incident reporting and regular audits to prevent inappropriate behavior. - Training on conflict resolution, crowd management, and effective communication. - Regular community engagement meetings and open communication channels, including SEA/SH-related awareness-raising for communities (if appropriate). - Coordination mechanisms with local authorities and community representatives. - Implement access control measures, ID verification, and regular security patrols. - Train all workers and security personnel on emergency procedures. - Conduct regular drills and inspections to ensure security measures are effective. - A Security Management Plan will be implemented to ensure that any security personnel engaged for the Project operate in line with ESS4 principles, including respect for human rights, proportional use of force, and effective grievance mechanisms for affected communities. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 264 7.2 Mitigation Measures for Operation Phase Table 7-2 Mitigation Measures for Operation Phase Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition - Install and maintain oil-water separators in drainage - Surface water contamination risk due systems. Implementing: TCDD to accidental spills, runoff from - Implement regular water quality monitoring Supervising: Surface Water maintenance yards, and drainage Medium-term Medium- One- upstream and downstream of discharge points. Local Moderate Low Medium Minor Negligible AYGM PIU Supervision Consultant Quality discharges. reversible term off/rare - Develop Spill Prevention and Response Plan for Monitoring: - Increased sedimentation and turbidity operational facilities. 3rd Party E&S Consultant in streams near bridges and culverts. - Ensure proper stormwater management and sediment control measures. - Provide secondary containment for underground - Risk of contamination from fuel or Implementing: TCDD fuel/chemical tanks. chemical leaks at maintenance depots. Supervising: Medium-term Short- - Conduct periodic groundwater quality monitoring Groundwater - Potential impact on groundwater- Local Intermittent Moderate Low Medium Minor Negligible AYGM PIU Supervision Consultant reversible term near sensitive receptors and wells. dependent ecosystems due to long- Monitoring: - Ensure proper sealing and lining of wastewater and term dewatering (if applicable). 3rd Party E&S Consultant stormwater channels to prevent infiltration. - Connect station and maintenance facilities to municipal wastewater treatment systems where - Generation of wastewater from available. Implementing: TCDD stations, cleaning operations, and - Where not available, construct onsite treatment Supervising: maintenance facilities. Medium-term Short- (e.g., package WWTP) compliant with WB/IFC Wastewater Local Intermittent Moderate Low Medium Minor Negligible AYGM PIU Supervision Consultant - Risk of untreated wastewater reversible term standards and Turkish Regulation. Monitoring: discharge into nearby surface or - Conduct regular inspections and maintenance of 3rd Party E&S Consultant groundwater. wastewater treatment systems. - Monitor effluent quality to ensure compliance with discharge limits. - Emissions from maintenance vehicles - Use electric or low-emission vehicles for Implementing: TCDD and auxiliary equipment. maintenance. Supervising: - Dust generation from maintenance Short-term Short- - Implement dust suppression measures (e.g., water Air Quality Restricted Intermittent Moderate Low Low Minor Negligible AYGM PIU Supervision Consultant works (e.g., ballast replacement). reversible term spraying during maintenance). Monitoring: - Possible air quality deterioration - Periodic air quality monitoring at sensitive receptors 3rd Party E&S Consultant around stations due to increased traffic. (schools, residential areas). - Use fuel-efficient and well-maintained equipment; minimize idling. - High GHG emissions from diesel Implementing: TCDD - Optimize logistics to reduce transport emissions. machinery, transportation, and energy Supervising: Medium-term Long- - Integrate low-carbon materials (e.g., recycled Climate Change use. Wide Intermittent Moderate Medium High Major Minor AYGM PIU Supervision Consultant reversible term aggregates, low clinker cement). - Indirect emissions from land clearing Monitoring: - Establish GHG inventory and annual reporting. (loss of carbon sinks). 3rd Party E&S Consultant - Apply energy efficiency measures and renewable energy in operation. - Implement Hazardous Materials Management Plan - Risk of spills during storage or (storage, labeling, spill kits). Implementing: TCDD Chemicals (Fuel, handling at maintenance facilities. Irreversible/ - Train staff in safe chemical handling and emergency Supervising: Short- One- Lubricants, - Improper disposal of chemical wastes Local Long-term Significant Medium Medium Moderate response. Minor AYGM PIU Supervision Consultant term off/rare Cleaning Agents) (e.g., oils, solvents) causing soil and reversible - Ensure secondary containment in storage areas. Monitoring: water contamination. - Comply with national hazardous waste regulations 3rd Party E&S Consultant and WB/IFC standards for disposal. - Install noise barriers and low-noise rail technology - Noise from train operations (wheel-rail (rail grinding, dampers). Implementing: TCDD interaction, braking). - Speed control near sensitive areas. Supervising: Noise and Short-term Medium- - Vibration impacts on nearby sensitive Local Intermittent Moderate Low Medium Minor - Regular track maintenance to minimize vibration Negligible AYGM PIU Supervision Consultant Vibration reversible term receptors (houses, schools, cultural levels. Monitoring: sites). - Conduct periodic noise and vibration monitoring and 3rd Party E&S Consultant adjust operations if thresholds are exceeded. In order to assess whether plant species with critical distribution (including regionally endemic or non- endemic but locally rare species) continue to persist Implementing: TCDD along the project corridor and to determine the extent Supervising: Habitat lossTrend and population Medium-term Medium- of potential impacts from the project activities, regular Biodiversity Local Intermittent Moderate Medium Medium Moderate Minor AYGM PIU Supervision Consultant decrease of threatened species reversible term monitoring should be conducted. Specifically, Monitoring: monitoring should take place at least twice per year 3rd Party E&S Consultant during the construction phase. If necessary, urgent conservation measures must be implemented based on the monitoring results. Habitat loss and degradation (existing Medium-term Medium- - Implement vegetation maintenance protocols Implementing: TCDD Biodiversity Local Intermittent Moderate Medium Medium Moderate Minor AYGM PIU vegetation areas) reversible term avoiding extensive clearing. Supervising: Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 265 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition - Conduct maintenance works outside of breeding Supervision Consultant and flowering seasons. Monitoring: - Maintain native ground cover in non-critical zones to 3rd Party E&S Consultant prevent erosion and maintain soil biota. - Replant disturbed strips annually using native species. - Install and maintain wildlife fencing and underpasses to guide animal movement. Implementing: TCDD - Conduct annual wildlife mortality monitoring along Supervising: Medium-term Medium- Biodiversity Wildlife mortality from rail collision Local Intermittent Moderate Medium Medium Moderate the corridor. Minor AYGM PIU Supervision Consultant reversible term - Adjust fencing and passage structures based on Monitoring: monitoring results. 3rd Party E&S Consultant - Train drivers to report fauna collision incidents. - Restrict use of loud warning horns near sensitive Implementing: TCDD habitats. Supervising: Short-term Medium- - Conduct acoustic monitoring annually during Biodiversity Noise and vibration impact on fauna Local Intermittent Moderate Low Medium Minor Negligible AYGM PIU Supervision Consultant reversible term migration season. Monitoring: - Adjust operational schedules if significant 3rd Party E&S Consultant disturbance detected. - Install timers and motion sensors to minimize night Implementing: TCDD illumination. Supervising: Short-term Medium- Biodiversity Light pollution Local Intermittent Moderate Low Medium Minor - Avoid floodlights in natural or wetland zones. Negligible AYGM PIU Supervision Consultant reversible term - Monitor bat and bird behavior annually near lighted Monitoring: structures. 3rd Party E&S Consultant - Conduct annual IAS inspections along right-of-way. - Remove detected species manually or by controlled Implementing: TCDD treatment. Supervising: Short-term Medium- Biodiversity Invasive Alien Species (IAS) spread Local Intermittent Moderate Low Medium Minor - Ensure maintenance contractors clean vehicles and Minor AYGM PIU Supervision Consultant reversible term tools between work zones. Monitoring: - Keep IAS management log as part of biodiversity 3rd Party E&S Consultant monitoring program. - Continue Critical Habitat Monitoring Program (fauna and flora). Implementing: TCDD - Conduct seasonal surveys (spring–autumn) by Biodiversity Supervising: Medium-term Medium- qualified ecologists. Biodiversity Monitoring of sensitive and protected Local Intermittent Moderate Medium Medium Moderate Minor AYGM PIU Supervision Consultant reversible term - Update Biodiversity Action Plan (BAP) every 3 years species Monitoring: based on results. 3rd Party E&S Consultant - Implement adaptive management measures if population trends decline. Stakeholder Implementing: TCDD No permanent impact that could lead to - During this period, stakeholder engagement Engagement Supervising: population growth is expected, except Short-term Medium- activities are expected to be carried out on an annual Expected Local Intermittent Moderate Low Low Minor Negligible AYGM PIU Supervision Consultant for a short-term fluctuation during the reversible term basis. population Monitoring: operation phase. - The GRM should remain active. change 3rd Party E&S Consultant The blue-collar workforce potential typical of the construction phase will not Implementing: TCDD Stakeholder - During this period, stakeholder engagement be present during this period. Supervising: Engagement Short-term Medium- activities are expected to be carried out on an annual Employment will mostly consist of Local Intermittent Moderate Low Low Minor Negligible AYGM PIU Supervision Consultant Economy and reversible term basis. skilled white-collar personnel. Monitoring: Employment - The GRM should remain active. Therefore, no significant risks or 3rd Party E&S Consultant impacts are anticipated in this regard. Implementing: TCDD Stakeholder - During this period, stakeholder engagement No temporary or permanent Supervising: Engagement Short-term Medium- activities are expected to be carried out on an annual accommodation areas/facilities are Local Intermittent Moderate Low Low Minor Negligible AYGM PIU Supervision Consultant Housing and reversible term basis. planned for white-collar personnel. Monitoring: residences - The GRM should remain active. 3rd Party E&S Consultant Implementing: TCDD - During this period, stakeholder engagement Stakeholder Supervising: No land acquisition is planned for the Short-term Medium- activities are expected to be carried out on an annual Engagement Local Intermittent Moderate Low Low Minor Negligible AYGM PIU Supervision Consultant operation phase. reversible term basis. Land acquisition Monitoring: - The GRM should remain active. 3rd Party E&S Consultant - Ensure full compliance with Turkish Labor Law No. Inadequate labor management can lead 4857, OHS Law No. 6331, and WB ESS2. Implementing: TCDD to risks such as labor rights violations, - Align labor management practices with international Supervising: Labor unsafe working conditions, labor Short-term Medium- Restricted Intermittent Minimal Low Medium Minor good practices and the LMP. Negligible AYGM PIU Supervision Consultant Management disputes, and exploitation. Poor reversible term - Implement transparent and non-discriminatory Monitoring: management may cause accidents, recruitment processes for direct, contracted, and 3rd Party E&S Consultant reduced workforce morale, and non- primary supply workers. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 266 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition compliance with local labor laws and - Require contractors to develop site-specific Labor international standards. Management Plans (LM Plans) and Occupational Health and Safety (OHS) Plans in accordance with Project standards. - Enforce strict prohibition of child labor and forced labor through regular monitoring and audits. - Conduct mandatory OHS training for all workers and ensure continuous awareness. - Provide adequate Personal Protective Equipment (PPE) and implement safety protocols to minimize accidents and occupational diseases. - Every worker has the right to refuse unsafe work and report it immediately. No disciplinary action shall be taken for exercising this right. - Monitor and regulate working hours to prevent excessive overtime and worker fatigue, in line with applicable legislation. - Implement zero-tolerance policies on SEA/SH with mandatory CoC training. - Establish confidential and accessible grievance mechanisms specifically for SEA/SH complaints. - Ensure worker camps meet IFC/EBRD minimum standards regarding hygiene, sanitation, water supply, and adequate living conditions. - Deliver periodic training on LMP provisions, workers’ rights, CoC, and grievance procedures to all workforce categories. - Maintain effective, confidential, and accessible grievance channels for workers, with defined response and resolution protocols. - Conduct ongoing monitoring and supervision by the PIU and CSC. - Prepare regular compliance reports and implement timely corrective actions when deviations are identified. - Design stations and trains to meet universal accessibility standards (ramps, lifts, signage), with Gender and - Possible safety concerns for women at due consideration to user access, circulation, lighting Implementing: TCDD Vulnerable stations and in trains (lighting, security). and SEA/SH risk prevention, as reflected in related Supervising: Groups Short-term Medium- - Unequal access to project benefits Local Intermittent Moderate Low High Moderate Project documents and design contracts. Minor AYGM PIU Supervision Consultant (Community reversible term (transport affordability, station design - Provide adequate lighting, CCTV, and security Monitoring: access and not considering disabled). presence to enhance safety. 3rd Party E&S Consultant mobility) - Include women and vulnerable groups in monitoring and feedback processes during operation. The operating entity will be required to develop and implement a comprehensive Health and Safety Management System specific to the operation phase. - The system will include written procedures for both routine operations and emergency conditions, and these procedures will be communicated to all Failure to develop a comprehensive personnel. Operation Phase Health and Safety - All OHS procedures will be documented and Management System, including clear approved, in alignment with applicable legal procedures for routine and emergency requirements and best practices. conditions, regular reporting, and Implementing: TCDD - Regular risk assessments will be conducted, and performance monitoring, may result in Irreversible/ Supervising: Occupational Medium- Continuous OHS practices will be updated based on assessment inconsistent safety implementation. The Local Long-term Significant High High Major Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent findings. absence of documented OHS reversible Monitoring: - A system for periodic monitoring and internal audits procedures during the operation phase 3rd Party E&S Consultant of OHS performance will be established, and findings may lead to inadequate hazard control, will be reported to senior management. uncoordinated response actions, weak - OHS training programs will be developed for all regulatory compliance, and long-term employees, and trainings will be delivered at regular safety performance issues. intervals and documented. - Emergency response plans will be prepared and maintained in an operational state, and their effectiveness will be tested through drills. - Clear roles and responsibilities for OHS implementation will be defined and assigned within Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 267 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition the organizational structure. - Incident and non-compliance reporting, root cause analysis, and corrective action mechanisms will be implemented. - Key performance indicators for long-term safety performance will be defined, monitored, and used to guide preventive strategies. - The operating entity will be required to develop, standardize, and actively implement all operation- phase OHS documents (e.g., risk analyses, maintenance instructions, checklists). - Daily, weekly, and monthly maintenance and safety checks will be assigned with clear responsibilities and tracked using formal records. - Work permit systems will be made mandatory, especially for high-risk activities, and the validity of permits will be routinely verified. Inadequate development and use of - All incidents and near misses will be reported, and operation phase OHS documentation root cause analyses will be conducted to initiate including risk analyses, maintenance corrective and preventive actions. instructions, safety checklists, work - Monthly OHS performance indicators (e.g., accident permits, incident investigation reports, Implementing: TCDD frequency rate, training completion, inspection and monthly OHS performance Irreversible/ Supervising: Occupational Medium- Continuous results) will be defined, monitored, and reported to indicators may result in gaps in safety Local Long-term Significant High High Major Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent management. implementation and reduced reversible Monitoring: - All OHS documents will be reviewed regularly, with responsiveness to incidents. This may 3rd Party E&S Consultant clear revision dates and responsible persons lead to repetitive safety violations, assigned. unreported near misses, and - Employees will be trained on the use of OHS occupational accidents, posing risks for documentation and reporting procedures and will be the operator. encouraged to actively participate in implementation. - A digital documentation and recordkeeping system will be used to improve traceability and enable data- driven analysis. - For any gaps, incorrect entries, or audit findings, corrective action plans will be developed and their implementation will be tracked. - To ensure the effective field application of documentation, periodic audit mechanisms will be established, and results will be reported. -The operating entity will be required to develop and implement specific procedures for the safe operation and maintenance of high-voltage systems. - Lock-out/tag-out procedures will be strictly applied, and all energy sources will be fully isolated prior to intervention. - Only authorized personnel trained in high-voltage operations will be permitted to perform tasks on the During continuous operation and system. maintenance of high-voltage - Arc-rated PPE including insulated gloves, face electrification systems such as shields, and protective suits will be provided and used overhead catenary systems and to prevent arc flash and electric shock injuries. Implementing: TCDD traction substations workers may face - Standardized labeling and lockout points will be Irreversible/ Supervising: Occupational significant risks including electric shock, Medium- Continuous applied to all equipment, and these will be checked Local Long-term Significant High High Major Minor AYGM PIU Supervision Consultant Health and Safety arc flash, and equipment-induced fire or term / Recurrent prior to each maintenance activity. reversible Monitoring: explosion. Failure to follow lock-out/tag- - All electrical infrastructure components will be 3rd Party E&S Consultant out procedures and poor system subject to periodic inspection, and maintenance isolation may result in fatalities, records will be kept up to date. infrastructure damage, and service - Emergency response plans for equipment failure, disruption. short circuits, or fire will be developed and tested through drills. - Access to high-voltage areas will be physically restricted, allowing only authorized personnel to enter. - A permit-to-work system will be enforced for all maintenance and intervention activities on traction substations and catenary lines. - All workers will receive awareness training on the Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 268 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition risks associated with re-energization after maintenance or service work. -Standard operating and testing procedures will be implemented for signaling and control systems. - Functional tests will be performed only by authorized and trained personnel. Software errors, human mistakes during Implementing: TCDD - Software updates will be tested in offline testing, or system overload may lead to Irreversible/ Supervising: Occupational Medium- Continuous environments before deployment. loss of train control, unauthorized Local Long-term Significant High High Major Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent - System overloads will be monitored, and backup movements, and accidents involving reversible Monitoring: and fail-safe mechanisms will be ensured. both personnel and passengers. 3rd Party E&S Consultant - All system components will be regularly tested with version and configuration control. - Personnel will be trained on fault detection and emergency response. -Safe work procedures for activities near railway lines will be developed and implemented for all inspection and maintenance tasks. - All works will be scheduled and coordinated based on train traffic timetables to avoid active rail operations. - Work permits will be obtained from authorized rail authorities, and coordination with signaling and control systems will be ensured before accessing the tracks. - All personnel will wear high-visibility PPE (e.g., Routine inspection and maintenance of reflective vests, illuminated helmets) and will use rail tracks, switches, bridges, tunnels, designated safe walkways. and technical buildings expose workers - A lookout person will be assigned to monitor for Implementing: TCDD to hazards associated with working Irreversible/ approaching trains and alert workers in advance. Supervising: Occupational Medium- Continuous near railway lines. These include being Local Long-term Significant High High Major - In conditions involving wet surfaces, ice, or poor Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent struck by moving trains, slipping on reversible visibility, special precautions will be taken, and Monitoring: tracks, or falling from structures workers will be equipped with anti-slip footwear and 3rd Party E&S Consultant especially in poor weather or low headlamps. visibility conditions. - When working on bridges, tunnels, or elevated structures, fall protection systems (e.g., lifelines, guardrails) will be used. - Workers walking or working along the tracks will maintain situational awareness in both directions, and use of distracting devices such as headphones will be prohibited. - All field staff will receive training on railway safety, train detection, and emergency escape procedures. - Non-essential activities will be postponed during hazardous weather conditions, and emergency response protocols will be activated if needed. -The operating entity will be required to develop and implement confined space safety procedures for all tunnel and enclosed structure inspections. - Prior to any inspection, gas measurements, oxygen level checks, and ventilation assessments will be carried out. - Portable gas detectors and oxygen sensors will be During tunnel and enclosed structure used and carried by all personnel entering risk-prone inspections, workers may face areas. exposure to poor ventilation, gas - A permit-to-work system will be applied to all Implementing: TCDD accumulation, and limited escape Irreversible/ confined space entries, and only authorized Supervising: Occupational Medium- Continuous routes. Without adequate lighting, Local Long-term Significant High High Major personnel will be permitted to enter. Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent oxygen level monitoring, or confined reversible - All confined space workers will receive certified Monitoring: space entry procedures, these tasks training on confined space entry and emergency 3rd Party E&S Consultant may result in respiratory problems, response protocols. collapse, or fatal entrapment incidents. - Adequate lighting systems and backup light sources will be provided for the full duration of inspections. - A standby or watch person will remain outside the confined space at all times to maintain continuous communication. - Two-way radios, audio alarms, or signal systems will be used for communication, and emergency exits will be clearly marked. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 269 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition - Rescue equipment and evacuation plans will be made available and ready for immediate use in case of collapse, gas exposure, or entrapment. - Non-essential inspections in high-risk areas will be postponed based on weather conditions or technical constraints where appropriate. - Temporary power systems must include Residual Current Device protection and proper grounding. -The operating entity will be required to develop and implement chemical safety procedures for the use and handling of all hazardous substances. - Hazardous chemicals will only be handled by authorized and trained personnel, and SDS will be made available and accessible. - Natural or mechanical ventilation systems will be installed in all chemical usage areas, with local exhaust ventilation for enclosed spaces. - Appropriate PPE (e.g., gloves, masks, goggles, protective suits) will be selected based on the chemical risk and its use will be mandatory. - All chemicals will be stored in original, clearly labeled containers, and improper or mixed storage Operation and handling of hazardous will be strictly prohibited. materials such as fuels, degreasers, - Spill response kits and trained personnel will be paints, and cleaning agents without available on site to immediately respond to leaks or Implementing: TCDD proper ventilation and PPE may expose Irreversible/ accidental discharges. Supervising: Occupational Medium- Continuous workers to chemical burns, respiratory Local Long-term Significant High High Major - Flammable substances will be stored away from Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent hazards, and increased fire risk. Spills reversible ignition sources, in designated safe areas, and fire Monitoring: and leakages may also cause extinguishers will be readily accessible. 3rd Party E&S Consultant environmental contamination and public - Spilled chemicals and hazardous waste will be health concerns. disposed of through licensed and authorized service providers in compliance with environmental regulations. - During chemical transportation, sealed containers and secondary containment will be used to prevent leaks or spills - In long railway tunnels and enclosed infrastructure with limited evacuation options, automated fire suppression systems such as high-pressure water mist or foam-based localized extinguishing units will be installed, particularly in technical rooms, cable shafts, and equipment chambers. The design shall be based on tunnel-specific fire risk assessments and be integrated with tunnel ventilation and emergency response systems. -The operating entity will be required to conduct workplace exposure assessments for noise and vibration risks and develop corresponding mitigation strategies. - Hearing protection devices (e.g., earplugs, earmuffs) will be provided to personnel at high-risk locations, and their use will be mandatory. - Vibration-dampening tools, shock-absorbing flooring, and ergonomic operator seats will be Long-term exposure to noise and implemented where applicable. Implementing: TCDD vibration from operational trains and Irreversible/ - Worker exposure durations will be limited in Supervising: Occupational maintenance activities may lead to Medium- Continuous Local Long-term Significant High High Major accordance with threshold limits, and rotational work Minor AYGM PIU Supervision Consultant Health and Safety hearing damage, stress related term / Recurrent reversible schedules will be planned to minimize continuous Monitoring: disorders, and reduced concentration exposure. 3rd Party E&S Consultant levels among workers. - Noise and vibration levels will be measured regularly, recorded, and monitored over time. - Warning signs will be posted in high-exposure areas, and access without protective equipment will be restricted. - All personnel will receive training on noise and vibration hazards, protective measures, and correct PPE usage. - Periodic medical screenings focusing on hearing Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 270 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition and balance health will be conducted for exposed workers. - Source-level noise reduction measures, such as sound-absorbing panels and insulation materials, will be applied where feasible. - Pedestrian and passenger safety plans will be developed and implemented for areas with high foot traffic. - Walkways, entry/exit points, and crossing areas will be clearly marked with signage, ensuring barrier-free accessibility. - Crowd control measures (e.g., barriers, directional Increased passenger traffic and lanes, informational boards) will be used to guide flow pedestrian movement in and around on platforms and other critical areas. stations and railway crossings may - Emergency evacuation plans will be prepared for Implementing: TCDD pose collision and fall risks. Irreversible/ stations and crossings and drilled with relevant staff. Supervising: Occupational Medium- Continuous Overcrowded areas, lack of clear Local Long-term Significant High High Major - Audio and visual communication systems will be Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent signage, or panic during emergencies reversible integrated to assist visually or hearing-impaired Monitoring: may result in injuries, especially for passengers. 3rd Party E&S Consultant vulnerable groups such as elderly or - Warning signs and safety announcements will be disabled passengers. made available and broadcast regularly for passenger awareness. - Floor surfaces will be made slip-resistant, and stairs, ramps, and platform edges will be marked with safety indicators. - During peak hours, additional safety personnel will be deployed to monitor movement and assist in emergencies. - The operating entity will be required to develop and implement a comprehensive Emergency Preparedness and Response Plan (EPRP) covering all major emergency scenarios. - Response teams will receive regular training on fire response, evacuation, rescue, sabotage handling, and technical failure management. - Emergency response tools and equipment (e.g., fire extinguishers, first aid kits, rescue gear) will be made Emergency scenarios such as train available and maintained at every station and critical derailments, onboard fires, technical point. breakdowns, or sabotage may cause - Clear roles and responsibilities will be assigned to Implementing: TCDD major disruptions if response teams are Irreversible/ all personnel involved in emergency situations and Supervising: Occupational Medium- Continuous untrained or equipment is insufficient. Local Long-term Significant High High Major validated through practical drills. Minor AYGM PIU Supervision Consultant Health and Safety term / Recurrent Delayed intervention or lack of reversible - Rapid and multi-channel communication systems Monitoring: coordination with local emergency will be established between stations, train crew, and 3rd Party E&S Consultant services may increase the severity of control centers. injuries and infrastructure damage. - Protocols for coordination with local fire departments, medical services, and law enforcement will be pre-established and reinforced through joint drills. - A crisis communication plan will be prepared for managing information sharing, passenger evacuation, and media response during emergencies. - Monitoring systems and security partnerships will be strengthened to mitigate sabotage risks at critical infrastructure points. - The operating entity will be required to develop and implement a lone worker safety procedure for all relevant operations. Lone workers operating in remote or - Workers assigned to remote areas will be equipped sparsely monitored areas such as track with wearable emergency alert devices and/or GPS Implementing: TCDD sections far from urban centers face Irreversible/ tracking systems. Supervising: Occupational increased risks in case of accidents, Medium- Continuous Local Long-term Significant High High Major - Scheduled check-ins or automated location updates Minor AYGM PIU Supervision Consultant Health and Safety health emergencies, or acts of term / Recurrent reversible will be made mandatory for all lone working Monitoring: aggression. Delayed emergency assignments. 3rd Party E&S Consultant detection or response may result in - A risk assessment will be conducted in advance for avoidable injury severity or death. any lone work, and tasks deemed unsafe for solo execution will be prohibited. - Mobile applications or alert systems with automatic Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 271 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition emergency notification features will be used for lone workers. - A designated standby support team will be assigned to monitor and respond to emergencies involving lone workers. - Reliable communication infrastructure (e.g., radio, mobile phone networks) will be ensured, and alternative communication methods will be evaluated in areas with poor signal coverage. - All personnel will receive training on lone working risks, emergency protocols, and self-protection techniques. - Pre-defined response plans for incidents involving lone workers will be integrated into the central emergency system. - Records of lone worker activities, incident responses, and reports will be regularly reviewed to support continuous improvement. - In order to protect passenger trains from possible leaks, fires, or explosions involving freight trains, a durable barrier resistant to fire and blast will be installed between freight train tracks and passenger areas at shared stations. - Automatic fire suppression systems (e.g., water- based sprinkler systems) will be installed in all passenger stations, technical rooms, and critical The operation of freight trains carrying equipment areas in accordance with national fire dangerous goods such as flammable, protection legislation and international standards. explosive, toxic, or corrosive - These systems will significantly reduce the risk of substances through stations and fire spread, improve evacuation safety, and enhance railway lines shared with passenger infrastructure resilience against fire-induced trains poses elevated health and safety operational disruptions. risks. In the event of derailment, - The operating entity will be required to establish and leakage, fire, or accidental release, implement specific safety protocols, transport these materials may endanger not only restrictions, and monitoring procedures for freight Implementing: TCDD railway staff but also passengers, trains carrying hazardous materials. Irreversible/ Supervising: Occupational station personnel, and nearby Medium- Continuous - The movement of such trains will be scheduled in Local Long-term Significant High High Major Minor AYGM PIU Supervision Consultant Health and Safety communities. The absence of dedicated term / Recurrent advance and, where possible, planned for off-peak reversible Monitoring: hazardous material handling protocols, hours with low passenger traffic. 3rd Party E&S Consultant real-time risk communication systems, - All transport units, containers, and wagons will be and emergency isolation procedures properly labeled in accordance with international increases the likelihood and severity of standards, and transport documentation will be impacts. Mixed-use of stations and complete and accurate. tracks without proper segregation or - Emergency isolation plans will be developed to scheduling controls further raises the enable rapid containment of affected areas in case of risk of exposure, evacuation fire, leakage, or gas release. challenges, and cascading disruptions - Real-time hazard communication systems will be in case of an incident. implemented to alert passenger trains, station staff, and emergency response teams. - During the approach or passage of hazardous material trains through stations, personnel movement within the station will be restricted, and passenger announcements will be made. - To reduce post-incident impact, evacuation plans, quarantine zones, and alternative routing scenarios will be prepared and ready for deployment. - A confidential and accessible worker grievance The absence of a confidential and mechanism will be established and communicated to accessible grievance mechanism for Implementing: TCDD all workers. workers may result in unresolved Irreversible/Lon Supervising: Occupational Medium- Continuous -The mechanism will ensure anonymous complaints, increased dissatisfaction, Local g-term Significant High High High Minor AYGM PIU Supervision Consultant Health and Safety term /Recurrent submissions, protection against retaliation, and and exposure to labor rights violations, reversible Monitoring: defined response times. including harassment and unsafe 3rd Party E&S Consultant -Grievances and resolution outcomes will be regularly conditions. monitored to identify systemic issues. Prolonged working hours, isolated -Psychosocial risks will be assessed through worker Irreversible/Lon Implementing: TCDD Occupational worksites, monotonous tasks, or high- Medium- Continuous feedback, health checks, and supervision. Local g-term Significant High High High Minor AYGM PIU Supervising: Health and Safety pressure roles may lead to term /Recurrent -Stress management and mental health awareness reversible Supervision Consultant psychosocial risks such as stress, training will be provided to workers. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 272 Magnitude Receptor Description of Responsibility Final Impact Subject E&S Risks Geographical Sensitivi Risk/Expected Mitigation Measures Development Reversibility Duration Frequency Severity Overall Significance Impementation extent ty Impact / Definition fatigue, anxiety, and decreased -Rest and rotation schedules will be adjusted to Monitoring: performance. reduce fatigue and improve mental well-being. 3rd Party E&S Consultant -Key indicators such as TRIR, LTIFR, incident rate, Inadequate monitoring of safety and near-miss frequency will be monitored and Implementing: TCDD performance metrics may lead to Irreversible/Lon reported monthly. Supervising: Occupational missed trends, ineffective corrective Medium- Continuous Local g-term Significant High High High -Root cause analysis will be required for all reportable Minor AYGM PIU Supervision Consultant Health and Safety actions, and reduced accountability in term /Recurrent reversible events. Monitoring: occupational health and safety -Management reviews will incorporate KPI analysis to 3rd Party E&S Consultant management. guide preventive strategies. Implementing: TCDD - Increased safety risks near stations - Fencing and controlled access to rail corridors. Community Irreversible/ Supervising: and crossings (trespassing, accidents). Long- One- - Install signage and warning systems at crossings. Health and Safety Restricted Long-term Significant Medium Medium Moderate Minor AYGM PIU Supervision Consultant - Electromagnetic field (EMF) exposure term off/rare - Emergency preparedness drills for nearby (CHS) reversible Monitoring: near lines. communities. 3rd Party E&S Consultant Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 273 8 DESIGN MEASURES The INRAIL Project has been designed with integrated E&S considerations in order to minimize adverse impacts and enhance long-term sustainability. These design measures are informed by regulatory requirements, baseline environmental and social conditions, the results of the impact assessment, and GIIP, including the WB ESF. Accordingly, the design measures described in this chapter have been developed to align with the requirements and findings of the ESIA and the World Bank ESF. This chapter outlines the key environmental, social, and safety-related design decisions incorporated during the feasibility and preliminary design stages of the Project. Route Selection and Corridor Optimization To avoid ecologically and socially sensitive areas, the railway alignment was selected based on a comparative analysis of multiple route alternatives. Priority was given to: • Minimizing the number of settlements directly affected; • Avoiding designated conservation areas and critical habitats; • Following existing infrastructure corridors where possible (e.g., roads, utility lines); • Minimizing forest clearance and impact on agricultural land; • Reducing the need for large-scale resettlement or expropriation. This corridor-based design approach helped avoid direct impacts on nationally protected areas and reduced the Project’s potential biodiversity footprint. Tunneling and Viaduct Structures Approximately 47% of the route is planned as tunnel, and several long-span viaducts are incorporated, particularly in topographically challenging areas. These structural solutions designed to; • Avoid large-scale cut-and-fill operations, • Reduce interference with surface watercourses and wetlands, • Minimize habitat fragmentation by allowing wildlife movement beneath elevated structures, • Limit noise and visual impacts in densely populated areas, • Preserve forested or rugged terrain from large-scale excavation. Tunnel construction will primarily use TBM and NATM, minimizing the need for blasting and reducing air, noise, and vibration impacts. Environmental Safeguards Integrated into Design A range of environmental protection measures have been embedded into the design, including: • Drainage and erosion control: Design of adequate stormwater drainage systems along the corridor to prevent waterlogging, erosion, and sedimentation; • Slope stabilization: Engineering stabilization of embankments and cut faces using bioengineering or mechanical structures to prevent landslides; • Soil protection: Topsoil stripping and reuse planning in construction zones; • Water crossings: Use of culverts, box channels, and elevated structures to maintain the natural hydrological flow and minimize disruption to watercourses; • Noise mitigation: Installation of noise barriers in selected urban areas based on baseline noise assessments and predicted exceedances; • Dust and air quality: Paving of access roads in sensitive locations and layout of construction sites to minimize dust dispersion toward settlements. • Wildlife crossing continuity at motorway interface: At the location where the INRAIL alignment intersects the North Marmara Motorway ecological overpass, the railway will be delivered as a cut-and-cover tunnel, thereby maintaining the functionality of the ecological Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 274 crossing in operation. During construction, a temporary wildlife passage will be installed to ensure uninterrupted fauna movement. The reinstated surface over the covered railway will be designed to meet ecological overpass best practice, including minimum effective width and substrate continuity, native vegetation cover, perimeter fencing to guide fauna, exclusion from construction zones, noise and light minimization, and post-construction monitoring. Coordination with the motorway operator and relevant authorities will be undertaken to align timing, fencing tie-ins, and maintenance responsibilities. If monitoring indicates residual barrier effects, adaptive measures (e.g., widening of the vegetated platform or enhancements to guide fencing) will be implemented. Social Design Measures To reduce adverse social impacts and promote community safety and acceptance, several socially oriented design features have been adopted: • Grade-separated crossings to avoid road–rail conflicts and ensure traffic and pedestrian safety; • Access roads and underpasses to prevent disruption of community connectivity and access to agricultural lands; • Station location planning based on accessibility, integration with other modes of transport, and minimizing land acquisition impacts; • Minimizing land take and physical displacement through optimized land footprint and infrastructure layout; • Incorporation of gender-sensitive design elements at stations and public interfaces (e.g., lighting, signage, and safe waiting areas). Worker and Community Safety Measures Design considerations also include the integration of occupational and public safety features such as: • Fire suppression systems, ventilation shafts, and escape routes in tunnels; • Safety signage and fencing along the railway corridor to prevent unauthorized access; • Drainage systems designed to prevent ponding and reduce vector-borne disease risks; • Platforms and crossings built in compliance with universal accessibility standards. Climate and Energy Efficiency Considerations The Project supports Türkiye’s 2053 net-zero emission targets through the promotion of electrified rail transport. Additional climate-smart design elements include: • Use of electric traction via overhead catenary systems; • Regenerative braking systems to reduce energy demand; • Design of energy-efficient station buildings with natural lighting and ventilation; • Potential for solar PV integration on station rooftops and depot buildings. In addition, route alignment and structural elements were planned to reduce long-term maintenance and operational energy consumption. Stakeholder Feedback in Design Process Feedback from local communities, governmental agencies, and NGOs&CSOs collected during the ESIA process and earlier project development phases has been reflected in several design decisions, such as: • Adjustments to the alignment to avoid sensitive receptors; • Modifications to underpass designs to address community mobility needs; • Consideration of noise control solutions and visual barriers in affected settlements. Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 275 REFERENCES • Akin, Anil & Sunar, Filiz & Berberoglu, Suha. (2015). Urban change analysis and future growth of Istanbul. 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Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 281 APPENDICES Appendix-1: Summary of Terms of Reference (ToR) Appendix-2: Geographic and Spatial Maps of Project Area and Area of Influence Appendix-2.1: Location Map Appendix-2.2: 1/50,000 scale Topographic Maps Showing the Project Area Appendix-2.3: 1/40,000 scale Satellite View Maps Showing the Project Area Appendix-2.4: 1/40,000 scale Corine Land Cover Maps Showing the Project Area Appendix-2.5: 1/40,000 scale Major Soil Groups Maps Showing the Project Area Appendix-2.6: 1/40,000 scale Erosion Maps Showing the Project Area Appendix-2.7: 1/40,000 scale Geology Maps Showing the Project Area Appendix-2.8: 1/40,000 scale Hydrology Maps Showing the Project Area Appendix-2.9: 1/40,000 scale Hydrogeology Maps Showing the Project Area Appendix-2.10: 1/843,984 scale Basin Location Map Appendix-2.11: 1/416,824 scale Landslide Map Appendix-2.12: 1/500,000 scale European Aquifer Map Appendix-2.13: The Map of Active Faults Around the Project Area Appendix-2.14: 1/100,000 scale Major Licensed Excavation Storage Areas Map Appendix-3: Baseline Environmental Measurement and Analysis Report Appendix-4: Landscape and Visual Assessment Appendix-5: Nearest Sensitive Receptors Appendix-6: Biodiversity Data’s Appendix-6.1: Biodiversity Study Area and Sampling Points Map Appendix-6.2: The List of Flora Species around the Project Area Appendix-6.3: The Map of the National Protected Areas Around the Project Area Appendix-6.4: Habitat Map Appendix-6.5: The list of probable Odonata species around the Project Site Appendix-6.6: Dragonflies which are either mentioned in the Bern Convention, or listed in Annexes II or IV of the Habitats Directive, or which are endemic to Europe or threatened in Europe or the EU27 Appendix-6.7: The list of Probable Lepidoptera species at the Project Site Appendix-6.8: The list of probable Amphibian species at the Project Site Appendix-6.9: The list of probable Reptile species at the Project site Appendix-6.10: The list of Probable Bird species around the Project site Appendix-6.11: The list of Probable Mammal species around the Project Site Appendix-6.12: The Map of Critical Habitats Around the Project Area Appendix-7: Socio Economic Environment Protected ISTANBUL NORTH RAIL CROSSING PROJECT (INRAIL) Environmental and Social Impact Assessment (ESIA) Report Final January-2026 Page: 282 Appendix-7.1: Stakeholder List Appendix-7.2: The Map of Settlements Intersecting with AoI Appendix-7.3: The Map of Educational Institutions Appendix-7.4: The Map of Health Institutions Appendix-7.5: Maps of Stakeholders-1: Governmental Institutions Appendix-7.6: Maps of Stakeholders-2: NGOs and Local Media Appendix-7.7: Minutes of Meetings (MoM) Appendix-7.8: Photographs taken during the interviews Appendix-7.9: Informative Brochure Appendix-7.10: Social Services, Technical Infrastructure & Common Areas Appendix-8: Expected Amount of Excavation Material Appendix-9: Air Dispersion Modelling Report Appendix-10: Legal Framework Appendix-11: List of Licenced Excavation Material Storage Areas in Ä°stanbul