BTC PROJECT EIA

TURKEY



Appendix C5 Traffic Management Plan

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1 BACKGROUND
1.1 INTRODUCTION
The BOTAS BTC Crude Oil Pipeline Project aims to transport 50 MTA (approximately
1,000,000 barrels per day) of crude oil from Azerbaijan to Turkey, via Georgia. Approximately
1070km of the pipeline runs through Turkey, with the Marine Terminal at the end point of this
section, in southeast Turkey. A number of associated facilities will be constructed along this
pipeline route, including pumping stations, control valves and stockyards.

The construction of the pipeline, AGIs, terminal and associated infrastructure may lead to
impacts on existing road users and other sensitive receptors. This Traffic Management Plan
(TMP) identifies the potential impacts and s appropriate measures to mitigate them.

The Contractor shall use the TMP as the basis for undertaking a detailed Traffic Assessment
(TA) and preparing a detailed TMP identifying specific measures to mitigate any predicted
impacts. The Contractors TMP shall include detailed procedures that demonstrate how the
impacts of traffic on communities have been taken into consideration. The Contractor shall
develop and submit:

procedures within 30 days of the start of the construction phase; and

detailed project-specific procedures that specify how the requirements of their TMP
will be implemented to the satisfaction of BOTAS and the appropriate traffic authorities
12 weeks prior to the clearance of the RoW.

The Contractor shall regularly update their TMP as the construction method is developed and
vehicle movement requirements are identified in detail.

The Contractor shall consult with the relevant government agencies to identify where project
plans can complement existing road development plans at the district and provincial level. The
Contractor will also consult with the Muhtars (headmen of villages) of any communities that
will suffer a significant increase in traffic (as defined in the EIA) in order to identify alternative
routes, or appropriate mitigation measures.

The Contractor will:

identify those responsible for carrying out and managing the procedures;

reference the procedures and activities the Contractor will develop and implement;

identify work to be undertaken on the roads prior to construction activities to upgrade or
stabilise the roads;

identify the routes that will be used with the estimated numbers of traffic movements,
speeds and times of travel;

justify where a route has to pass through residential areas and the measures that will be
used to ensure the safety of the community and minimise the nuisance impact of traffic
movements;
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identify how existing road development plans have been taken into account in the
identification of routes and road restoration measures;

identify the programme of road restoration measures that are likely to be required post
construction;

address how the Contractor can reduce the exposure of vehicle drivers, their passengers
and other road users from the hazards of road-related accidents;

identify (and adopt to the maximum extent feasible) all reasonably practicable
alternatives to road transportation (rail) in order to reduce the number of trucks on the
roads;

provide details of audits and reviews of the components of the project transport system.

The Contractor shall also develop and implement a Journey Management Plan for all journeys
involved on the BOTAS BTC Project Contract. This will be based on, but not limited to, the
BOTAS document entitled Journey Management Plan included as Attachment 4 to the
BOTAS Construction Health and Safety Manual. All movements of Contractor and
subcontractor vehicles shall be subject to the Journey Management Plan, which shall include
procedures for vehicle inspection and driving at night restrictions. Since night driving
restrictions may have a large impact on the feasibility and timing of the project, this needs to be
agreed prior to submission of the 'Journey Management Plan'

The Contractor shall gain approval from BOTAS for their Journey Management Plan and TMP.
The Contractors procedures shall be based on, but not limited to, the provisions of this TMP.

A Logistics Study has been completed by BOTAS [Ref 1]. This addresses issues critical to the
import, storage, transport, delivery, handling and placement of material, plant and equipment for
construction of the Turkish section of the BTC Pipeline.
1.2 STRUCTURE OF THE TMP
The remainder of this TMP identifies:

relevant traffic management policies and standards (Section 2);
the potential traffic impacts of the Project (Section 3);
appropriate measures and procedures for mitigating the impacts (Section 4).

The Table of Contents of the BOTAS Logistics Study referred to above is presented as Annex A
to this TMP.


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2 TRAFFIC MANAGEMENT POLICIES AND
STANDARDS
2.1 GENERAL
The project is being developed in accordance with International Financial Institution policies
and guidelines. The policies of the following institutions are included in the requirements of the
Project:

International Finance Corporation (IFC) which represents the World Bank Group;
Export-Import Credit Agency of the United States (Ex-Im);
Overseas Private Investment Corporation (OPIC);
European Bank for Reconstruction and Development (EBRD).
2.2 COMMITMENT TO MAXIMISE USE OF RAIL
TRANSPORT
The Turkish section of the BTC Pipeline will comprise three construction lots and for each lot a
primary camp location has been identified. Transport logistics with respect to delivery of line
pipes, equipment and material to these camps (and onward to the construction corridor) will
comprise an important aspect in the efficient and timely realisation of the Project. In this regard,
BOTAS is committed to maximising the use of rail transport as an effective means of delivery
of materials to the construction sites. This strategy will minimise avoidable road congestion,
potential for traffic accidents and reduce emission of greenhouse gases.
2.3 BOTAS ENVIRONMENTAL POLICY
A set of policies has also been established for the execution of all work undertaken at the BTC
Project Directorate. The Project Directorate recognises its responsibility to ensure that through
the implementation of good environmental management practices, all potential adverse impacts
on the environment associated with the Project are either avoided or appropriately mitigated.

Accordingly, all work undertaken will be conducted in compliance with the environmental law
and relevant regulations as well as with standards and best practices generally prevailing in the
international petroleum industry. Turkish Standards relating to traffic and transport include:

Notice on Prevention of Pollution Caused by Exhaust Gases of Motor Vehicles (Official
Gazette 22/10/1992 and #21383) issued by the MoE.

Turkish Regulation on Vehicle Production, Repair, Assembly (Official Gazette
03/02/1993 and #21485) issued by the Turkish Ministry of Industry and Trade.

Notice on the Application Rules on the Air Pollutants Emitted from Exhaust of Motor
Vehicles to be introduced to the Traffic. (Official Gazette 03/12/2000 and #24249)
issued by the Turkish Ministry of Industry and Trade.
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Notice on the Application Rules on the Air Pollutants Emitted from Exhaust of Motor
Vehicles to be introduced to the Traffic (Official Gazette 12/12/2000 and #24258)
issued by the Turkish Ministry of Industry and Trade.

Highway Traffic Law (Official Gazette 13/10/1983 and #2918).

The work will be conducted in a manner that supports the protection, preservation and
enhancement of the environment. In order to achieve this aim, the BOTAS BTC Project
Directorate shall:

establish and implement an Environmental Management System, in accordance with
ISO 14001:1996, which will form a vital part of the Project Quality Management
System;

perform top management annual reviews to ensure compliance with polices, procedures
and environmental regulations;

give clear guidance on vehicle speed limits and monitor that such measures are being
implemented by the Construction Contractors;

maintain a commitment with regard to pollution prevention and waste minimisation and
incorporating these principles when outlining project specifications and conducting
related activities;

identify, assess and manage environmental risks and review quantifiable targets and
objectives associated with its operations, in order to reduce the likelihood of adverse
environmental impacts;

be committed to building relationships with government, the scientific community, and
the public to promote the development and communication of cost-effective solutions to
environmental problems;

ensure a commitment to the continuous improvement of the Environmental
Management System where possible.

All BOTAS BTC Project personnel and the Contractors personnel shall be individually and
collectively responsible for adhering to, and effective application of, the policies and
principles in the environmental policy statement.

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3 POTENTIAL TRAFFIC IMPACTS
3.1 BACKGROUND
There are insufficient data and information to accurately predict the impact of traffic
movements related to constructing the pipeline. However, an initial assessment of the traffic
impact of transporting joints of pipe from ports to construction areas has been undertaken. The
purpose was to indicate those traffic routes that may be sensitive to impact, since it is
anticipated that transporting the pipe joints will be the most significant transportation
requirement during the construction of the pipeline.

The following assumptions were used for the predictions:

Each spread will require approximately 35,000 joints of pipe, making a total of 105,000
joints needed for construction of the whole pipeline.
Each joint of pipe will weigh approximately 4 tons and 4 joints will be carried per load.
The joints will be transported during a 6 month period at the start of the construction
period.
The pipe joints will be transported along routes indicated in project report Access
Roads from Ports to Pump Stations and Stock Yards through Highways and Railways
(Document no. BOT-REP-LLA-GEN-001).
There will be 45 hours in a working week.

Use of the assumptions indicates an average daily flow of 143 vehicles for transporting the pipe
joints. This figure has been compared with the baseline flows, which were taken from the
Motorways and State Roads Traffic Flow Map for 2000, from the Turkish General Directorate
of Highways/Planning Department/Transportation and Cost Analysis Division (May 2001). The
links that are predicted to be subject to a significant increase in traffic flow are listed in Table
3.1. Based on the data available, other road links will be exposed to minor impacts only.

Table 3.1 Predicted Traffic Impacts of Transporting Pipe Sections from Ports to
Pump Stations and Stock Yards
ROUTE
BASELINE TRAFFIC
FLOW (VEHICLES PER
DAY)
(1)

PREDICTED INCREASE IN
TRAFFIC FLOW DUE TO
TRANSPORT OF PIPE
SECTIONS (%)
From the Port of Iskenderun
Pinarbasi to Sarkisla 263 54
181 79
Akarsu 1391 10
Pasinler to Posof 128 112
1098 13
1089 13
860 17
966 15
799 18
8 1787.5
Kozan to Tufanbeyli 1050 13.6
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ROUTE
BASELINE TRAFFIC
FLOW (VEHICLES PER
DAY)
(1)

PREDICTED INCREASE IN
TRAFFIC FLOW DUE TO
TRANSPORT OF PIPE
SECTIONS (%)
384 37.2
Kuskayasi 358 39.9
From the Port of Mersin
Pinarbasi to Sarkisla 263 54
181 79
Akarsu 1391 10
Pasinler to Posof 128 112
1098 13
1089 13
860 17
966 15
799 18
8 1787.5
From the Port of Hopa
Ardanuk to Posof 1082 13.2
678 21.1
966 14.8
799 17.9
8 1787.5
Ardanuk to Tortum 887 16.1
551 26.0
445 32.1
522 27.4
818 17.5
548 26.1
Bayburt to Kelkit 457 31.3
770 18.6
1060 13.5
1116 12.8
Erzincan 334 42.8
Bayburt 457 31.3
770 18.6
1199 11.9
From the Port of Trabzon
Ardahan to Posof 678 21.1
966 14.8
799 17.9
8 1787.5
Bayburt 457 31.3
770 18.6
1199 11.9
Kose to Erzincan 739 19.4
1116 12.8
334 42.8
181 79
263 54
From Port of Samsun
Ardahan to Posof 678 21.1
966 14.8
799 17.9
8 1787.5
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ROUTE
BASELINE TRAFFIC
FLOW (VEHICLES PER
DAY)
(1)

PREDICTED INCREASE IN
TRAFFIC FLOW DUE TO
TRANSPORT OF PIPE
SECTIONS (%)
Ukye to Camici 1082 13.2
487 29.4
Kuskayasi 358 39.9
Yildizeli to Pinarbasi 330 43.3
181 79.0
263 54.4
(1) Where several flows are given for a single section of route this is because several different
stretches of road are involved.

Although the above routes will require attention in the Construction Contractors TMPs, the
focus will not be limited to these alone, since access along many minor roads, not assessed
above (through absence of any baseline flows), will also be required by the Project.
3.2 CONSTRUCTION TRAFFIC
Construction traffic will be generated by the following:

the supply and movement of construction materials, equipment and waste to/from the
terminal site, working width and construction lay down areas;

the supply and movement of construction plant and secondary construction material to
the terminal site, working width/spread;

the supply and movement of wastes generated during construction of the pipeline, AGIs
and the terminal;

personnel movements.
3.3 POTENTIAL IMPACT
The main potential impacts associated with the construction and operation of the BTC Pipeline,
terminal and associated facilities likely to occur during the construction phase include:

temporary increases in traffic flows on the road network leading to potential for delays
and congestion;

conflicts between motorised and non-motorised forms of transport;

short-term closures and diversions of existing transport routes (eg roads, paths and
railways) where the pipeline and associated infrastructure cross these routes, resulting in
disruption to transport users;

visual intrusion, increased roadside litter and traffic-related noise and emissions;

impacts on natural resources where traffic needs to travel off-road;

the loss of vegetative cover brought about by the construction of new roads;

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water pollution from spills or accumulated contaminants on road surfaces and potential
modifications to natural drainage patterns brought about by the construction of new
roads;

traffic accidents, which may result in death, injury or environmental damage.

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4 TRAFFIC MANAGEMENT MEASURES AND
PROCEDURES
4.1 KEY ISSUES
The key issues addressed by the TMP in terms of mitigation measures include:

access to construction areas;
routing of construction traffic;
temporary traffic control and management;
road crossings;
parking facilities;
keeping highways clean of mud and dust;
reducing the probability of traffic accidents.

The requirements on Contractors include the following mitigation measures.
4.2 ACCESS ROADS
There is a possibility of significant environmental impacts associated with the construction of
access roads and working areas. Key access routes shall be determined prior to commencement
of any construction activities and shall be considered and discussed as part of the environmental
process. The following environmental aspects shall be considered in determining the location of
the access roads that will be constructed specifically for the BTC Project:

archaeology;
nature reserves;
environmentally sensitive areas;
river crossings (particularly if the road is going to be used for the transportation of fuels
and chemicals during construction and operation).

The locations of access roads, other infrastructure, pump stations, valve stations, pressure
reducing stations and the pipeline will be selected such that they:

balance project costs with biophysical and socio-economic issues/considerations;
satisfy the hydraulics requirements of the transportation system;
limit passage through wetland areas;
preferentially utilise land already impacted by human activities.

The need to build new permanent access roads to the pumping stations, intermediate pigging
station and block valves stations has been minimised by locating these sites close to the existing
road network as much as possible. The approximate length of new access road required at each
of the pumping stations and the intermediate pigging station are as follows:

PT 1 164m and 179m;
PT 2 513m;
PT 3 355m;
PT 4 517m;
IPT 1 125m.
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Individual lengths of new access roads required at the block valve stations are given within the
relevant Environmental Impact tables. Impacts associated with the construction of these roads
will be the same as those for construction of the pump station and block valve station facilities
themselves.

Other measures for mitigating the impact of access roads are as follows:

Access will be via specified routes, which will be agreed with the relevant authorities.

Existing, upgradeable roads and the Right of Way will be used where practicable, to
avoid the need to construct new roads.

Access roads to previously inaccessible sensitive areas will be avoided.

If the Contractor requires additional routes, a specif ic proposal will be submitted to
BOTAS for consideration and approval.

Access roads will be designed so as to limit physical land usage and the concomitant
need for land clearing and/or vegetation removal.

Temporary roads will be removed when no longer needed and will be reinstated. All
damage to existing roads will also be reinstated.

Any additional routes will be selected to avoid ecologically sensitive areas, and to
minimise erosion.

The Contractor will liase with the appropriate regulatory authorities to gain approval to
use, and regularly inspect, the road infrastructure.

Culverts will be installed as necessary where access roads cross water courses.

Watercourse crossing locations will be selected so as to avoid unstable watercourse
beds or banks.

The size of new project road/bridge watercourse crossings will be minimised.

New project road/bridge watercourse crossings will be oriented so as to be nearly
perpendicular to the axis of the watercourse channel.

Crushed rock will be applied where necessary to act as an erosion control measure at
temporary access roads, turning areas and other locations where sediment causes
problems. Where crushed rock is applied over wet clay it may sink in to the soil and
may require the Contractor to install an appropriate filter blanket at the soil-stone
interface.

Temporary access roads will be kept free from deposits to prevent silt, oil or other
materials from entering drains or watercourses. Small dams in roadside ditches may
therefore be required to assist in silt retention, particularly on steep slopes.

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Access routes to be used by construction traffic will be properly signposted. This shall
be sufficient to prevent vehicles from leaving the designated routes and ensure that the
appropriate speed limits are enforced particularly through residential areas.

Access and site roads will be maintained in good condition.

Suitable measures will be implemented to avoid damage to public roads and any
damage will be repaired to an equal or better standard in a timely manner.

The Contractor will remove all temporary roads or road enlargements, except where
local communities or landowners request that a new road be left in place. BOTAS will
advise the Contractor regarding the views of regulators, environmental considerations
and the concerns of stakeholders for those roads that are to be left in place.
4.3 ROUTING OF CONSTRUCTION TRAFFIC
Relevant authorities will be consulted to agree on specific routes for use by construction
traffic to avoid any sensitive residential areas and unsuitable parts of the road network.

The working width of the pipeline construction route will be used where practicable as
the principal transport route for moving supplies to the head of operations.

Precautions will be taken by the Contractor to avoid damage to the public highways
used by vehicles or other items of equipment. Timber mats, tyres or steel plates will be
laid as necessary, in particular under tracked equipment. Any road damage will be
repaired.

Hump-backed, Roman or Seljuk bridges, steep gradients and sinuous or narrow roads
will be avoided where practicable.

Advance warning will be given of any proposed road diversions and closures.

The Contractor should consider whether to use buses to transport workers from the
construction bases to, and along, the working width.

The Contractor will comply with all statutory vehicle limits (width, height, loading,
gross weight) and any other statutory requirement.
4.4 TRAFFIC CONTROL AND MANAGEMENT
Traffic flows will be timed, wherever practicable, to avoid periods of heavy traffic flow
along main roads. In addition, the Contractor will not commence any work that affects
the public highway until all agreed traffic safety and management measures essential for
the works are accepted and agreed with the relevant authorities.

In terms of traffic control, vehicles will be prohibited from reversing unattended into the
construction base, construction sites or working width along the pipeline route.
Vehicles and plant shall enter and exit these areas in a forward direction, as far as
possible. In addition, the Contractor will ensure that all heavy goods vehicles are
equipped with audible reversing alarms.

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Clear signs, flagmen and signals will be set up where necessary. Where temporary
traffic signals are required, the details and locations of the signs shall be discussed with
the relevant authorities. The signs will be fixed safely and securely to ensure that they
do not become detached or dislocated, and will be visible and comprehensible by all.
The Contractor will also carry out maintenance checks to clean and re-secure signs if
necessary.

Appropriate supervision will be provided by the Contractor to control the flow of traffic
when machinery needs to cross roads.

Liaison with the police and other authorities will occur prior to the movement of any
abnormal loads. In particular, liaison with the General Directorate of State Highways
will occur prior to transportation on motorways.

Access to commercial and residential properties shall be maintained and speed limits
will be established and enforced over all construction traffic routes.

Where roads used by children to reach schools are used by construction traffic, road
safety education will be provided at schools. Vehicle traffic will be minimised during
hours that children are travelling to and from school.

Ambulances and fire services will be consulted regarding road diversions. Road
diversions will not increase the response time of these services to local communities.

Access to residential and commercial properties will be maintained.

If road closures are required, diversions will be planned and communicated to the
authorities (including emergency services and public transport providers) and affected
communities in advance (via the pre-construction community meeting) and will be
properly sign-posted. Crossing for pedestrians and animals will be provided to avoid the
need for a diversion. No diversion will be permitted that prevents a public transport
service from continuing or requires a diversion of more than 1km for vehicles or a
diversion of more than 500m for pedestrians or livestock. Notification periods for road
closures are as follows: two weeks minimum notice on closure of up to 28 days; one
month minimum notice on closure of 28 days to three months; three months notice for
closure over three months or for permanent closure.

Education on traffic safety will be provided by the Community Liaison Officers (CLOs)
to communities not normally subjected to high traffic loads.

Fuel use will be minimised during the transportation of construction materials and
personnel. A fuel use assessment will be undertaken, in conjunction with safety
assessments, at the outset of the construction programme.

A 30km/h speed limit shall be enforced on the RoW. The speed limit shall be 50km/h in
the cities and villages. The speed limit on the motorways and highways shall be
90km/hr.

A 30km/h speed limit shall be established and enforced over all construction traffic
routes.


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4.5 ROAD CROSSINGS
Crossings of main roads and railways shall be undertaken by non-open cut methods (including
thrust boring, pipe jacking and auger bore). The crossing of tracks and roads by open-cut
techniques shall be expedited in the shortest time frame possible. Plans for all road and rail
crossings shall be submitted to the relevant authorities for approval and permitting. Any specific
requests from the authorities shall be adopted by the Contractor and will form part of the permit
for the works.

Provision shall be given for the continuation of normal traffic during open-cut road crossings
and all open cuts shall be covered at the end of each working day night-time work is prohibited
except in emergency situations. If night-time work is required under an emergency operation,
then warning lights will be used around the working site.

A method statement will be produced for each crossing, for approval by the appropriate
authorities and the BOTAS representative, prior to commencing work. (A protocol has to be
signed in accordance with the requirements of General Directorate of Highways or General
Directorate of State Railways. Without a protocol crossings are not possible.)
4.6 PARKING FACILITIES
Signposted, parking facilities shall be provided at pipe yards and accessible locations on the
road network. The parking of construction vehicles on footways, and double parking, shall be
prohibited on public highways in the vicinity of the working width.

The Contractors will ensure that part of the temporary hardstanding area on the construction
bases is set aside for the parking of emergency service vehicles. The Contractor shall ensure that
the Emergency Service Parking area and access routes around the sites are never occupied by
any other vehicles and will be provided with a sign denoting Emergency Services Parking Area.
The Contractor is expected to make provision for a dedicated parking area on the construction
base for the private vehicles of construction personnel.
4.7 MAINTAINING HIGHWAYS
The Contractor is expected to keep highways free from mud and dust and to ensure that no
vehicle or other items of equipment leaving the construction base or working width, deposit
soil, debris or rock on public highways or public right of ways.

Measures will be implemented to ensure that the transport of mud and dust from the site onto
public highways and roads is limited. Such measures shall be developed in consultation with the
BOTAS representative and may include:

the use of hard core surfaces on access roads;

the provision of an easily cleaned hardstanding area within the construction base for
vehicles entering, parking and leaving;

the provision of wheel washing facilities adjacent to the egress points for use by
vehicles leaving the construction base/working width;


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the appointment of site personnel to clean the construction base hardstanding area and
to remove any mud or debris deposited on the public highways;

the provision of mechanical road sweepers to clean hardstanding areas and to clean any
mud or debris deposited by work vehicles on roads or footways in the vicinity of the
construction base/working width;

fully sheeting all works vehicles carrying potentially dusty material or likely to deposit
loose materials on the public highway during transit;

the Contractor shall clean and maintain temporary and permanent roads, and shall
remove mud and debris from public roads.
4.8 ROAD-RELATED ACCIDENTS
BOTAS has identified that hazards to personnel associated with vehicle transportation, both on-
and off-road, will present one of the most significant risk exposures of the Project.
Accordingly, the Contractor shall be expected to develop and implement management systems
and procedures that will provide the highest level of control over these hazards.

Accordingly, the Contractors procedures shall specifically cover arrangements for the
following important aspects:

the source of and number of qualified drivers required;
training and approval requirements for drivers;
hours of driving and rest periods;
security arrangements for drivers, vehicles and loads;
arrangements for driver communication with control points and vehicle equipment;
language/communication issues;
the source of suitable vehicles (eg quality and specification);
the number of vehicles required;
the programme for preventative vehicle maintenance;
vehicle routes, route planning and alternative routes;
overall vehicle movements;
procedures for the emergency recovery of vehicles;
an appraisal of the social impact of vehicles in the local community;
procedures for spot checks and audits of the transport system and for reporting
problems.

The contractors Journey Management Plan shall include the following provisions:

a specific Journey Management form shall be completed and approved for journeys of
more than 25 kilometres;

pre-use vehicle inspections shall be completed and recorded on the approved form;

off-road journeys on non-marked roads shall include two vehicles as a minimum in the
convoy with one radio in each vehicle;



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satellite communications shall be provided in one vehicle if the communications
protocol indicates that this is necessary (100% coverage by mobile phone cannot be
guaranteed in all areas of Turkey). The communications protocol will predetermine
communications needs prior to the start of work.

all drivers shall be trained and evaluated in defensive and off-road vehicle operation

passengers shall comply with the Safe Passengers Code and drivers shall comply with
the Safe Drivers Code (as detailed in the BOTAS Construction Health and Safety
Manual);

no unauthorised passengers shall be carried.
4.9 VEHICLE STANDARDS AND MAINTENANCE
The Contractor shall comply with all other aspects of the BOTAS Construction Health and
Safety Manual, which include requirements for vehicle standards and maintenance. The
contractor shall also ensure that:

All vehicles shall be maintained so that their noise and emissions do not cause nuisance
to workers or local people.

New vehicles: vehicles/equipment purchased as new after contract award shall comply
with the appropriate emission standards in force on the purchase date.

Older vehicles: vehicles/equipment not purchased as new after contract award shall be
maintained so that noise and emissions levels are no greater than when the vehicle/
equipment was new.

The contractor shall produce method statements, as part of their TMP, to cover routine
maintenance and to minimize equipment emissions. Routine maintenance shall be to a high
standard to ensure that vehicles are safe and that emissions and noise are minimised. Method
statements shall require regular maintenance of diesel engines to ensure that emissions are
minimised, for example, by cleaning fuel injectors.

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BIBLIOGRAPHY
Ref 1 Logistics Study, BOT-REP-LAC-GEN-004 Rev B, 29 April 2002.

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ANNEX A - LOGISTICS STUDY CONTENTS PAGE
(BOT-REP-LAC-GEN-004)
1 GENERAL INFORMATION 4
1.1 Purpose 4
1.2 Scope 5

1 LOTS 7
1.1 Lot A 7
1.2 Lot B 8
1.3 Lot C 9

2 METHODOLOGY 11
2.1 General Information on Ports 13
2.2 Ports Operated by State Authorities 14
2.2.1 Port of Istanbul Haydarpasa 16
2.2.2 Port of Derince 17
2.2.3 Port of Samsun 18
2.2.4 Port of Mersin 22
2.2.5 Port of Iskenderun 24
2.2.6 Port of Trabzon 27
2.3 Ports Operated by Private Sector 30
2.3.1 Isdemir Port 30
2.3.2 Hopa Port 32
2.4 Port Cost Comparison Table 35
2.5 Use of Motorways 36
2.5.1 Distances Between the Ports with Railway Connection and the Cities 36
on the Route (km)
2.5.2 Motorway Distances Between the Cities in Kilometres 37
2.5.3 Motorway Transportation Costs from Ports to Camp Sites 38
2.5.4 Motorway Transportation Costs from Factories to Camp Sites 38
2.5.5 Motorway Transportation Cost Items 39
2.5.6 Port-storage Area Motorway Transportation Optimisation 39

3 SCENARIOS 48
3.1 Scenario 1: 60% Domestic Production 48
3.2 Scenario 2: 70% Domestic Production 49

4 INSURANCE 51

5 CONCLUSIONS 52

6 BIBLIOGRAPHY 64
6.1 Maps 64
6.2 Documents 64