Belgin Doruk, among the cast of the film “The Little Lady,” which was a blockbuster in the year 1961, at the Yeşilköy Airport surrounded by journalists.

FOUNDATION OF THE STATE AIRLINES
Prior to the signing of the Armistice of Mudanya, the CFRNA––which completed the last stage of the Paris – Istanbul Project flight on October 3, 1922 at Yeşilköy––commenced services from Bucharest to Istanbul. At the stage of granting permission for Istanbul flights to CFRNA, the company’s request for conclusion of the long–term contract was rejected based on the justification that Yeşilköy was not an international airport but a military air station.
When bureaucratic obstacles were overcome, on August 17, 1925 an agreement for a period of 20 years was signed with CIDNA (CFRNA was renamed CIDNA in 1925) and the project for construction of the new airport in Yeşilköy was approved. In 1926 construction of two airplane hangars, one administrative building, supporting underground fuel storage tanks, repair shops and spare parts depots was completed. Thus the first “international” civil airport of Turkey was built.
Except for occasional landings conducted by airplanes of a few foreign companies such as Lufthansa and KLM, this airport was privately used by CIDNA. Even the national airline company founded in 1933 used the old Air Station for Istanbul flights. In December 31, 1933, CIDNA was renamed Air France.
In 1937 the agreement was terminated upon the request of Air France. The company’s property (all Yeşilköy facilities including stocks and belongings) was purchased by the Ministry of Public Works for 19,950 Liras. In 1938, airport ownership was granted to the State Airlines (DHY). In the same year, for the first time DHY began charging foreign airplanes for take offs and landings.
Yeşilköy Airport is shown in this photograph taken at the end of the 1930s of the Nu. D. 36 training airplane produced in the factory of the industrialist Nuri Demirağ in Beşiktaş. The buildings in the close–shot are Nuri Demirağ’s Hangar and Operation Center. This area, of which the property belonged to Nuri Demirağ, accommodated a tank maintenance shop and pilot training center Sky School before its expropriation for construction of the Yeşilköy International Airport.

THE FIRST CONCRETE RUNWAY
The first concrete runway and new passenger terminal were constructed in 1942. At present, this terminal building is still used by the Turkish Air Forces as a VIP terminal. This building had one control tower with “Radio Far” and “Radio Range” capacity. At that time, with the inclusion of new air traffic control equipment Yeşilköy transformed into an airport at full capacity facilitating night landings. The road from hangars to the coast was laid to provide transportation of airplanes unloaded from ships.
With each passing day, more and more foreign airlines started to use the Yeşilköy Airport. The need for airport modernization and expansion arose with the first work being commenced in 1946. A contract was signed with two American companies for modernization and expansion of a large number of airports including Yeşilköy. Following approval of the project of a new terminal building for the new area located to the north of the existing airport, parking areas for airplanes (aprons) and runways, the procedures for nationalization of the required lands were begun in 1948.

TURKEY’S FIRST INTERNATIONAL AIRPORT
In May of 1949 construction based on designs covering the modern, three–storey passenger terminal with a steel structure with an area of hundreds of square kilometers, a modern air traffic control tower, maintenance hangars and support buildings prepared in the USA was commenced.
Construction was completed in May 23, 1953 and the facilities were inspected by the Ministry of Communication. On August 1, 1953 subsequent to necessary tests and inspections, the first and largest international airport in Turkey was opened. During the opening ceremony a new passenger terminal was decorated with national flags of airline companies operating in Yeşilköy.

MANAGEMENT TAKEN OVER BY DHMI IN 1956
On February 26, 1956 pursuant to Act No. 6686, the management of airports, ground handling services, air traffic services and aviation communication was taken over by the new organization named the State Airports Authority (DHMI). In the same year, the number of landings and takeoffs at Yeşilköy Airport reached 25,782. In 1967, the number of flights reached 34,595, while the overall number of passengers approached to 843,413.

18/36 RUNWAY WAS CONSTRUCTED
With the start of the jet age at THY in 1967 and use of wide–body passenger jets throughout the world at the beginning of the 1970s, officials decided to implement the largest airport project ever.
Construction of the 45–meter–wide, 3–thousand–meter–long 18/36 runway started in 1968 was completed in 1972.


*Firefighter Dursun Küçük, together with 3rd Aerodrome Director İskender Gazievrenosoğlu in front of the airport operation building, DHY C– 47 airplane, and a Steyr model airport fire brigade truck.
*Opening of the Yeşilköy Airport; August 1, 1953.

Developments and extensions are going on at Istanbul Atatürk Airport without slowing down

NEW PROJECT AND ISTANBUL ATATÜRK AIRPORT
In 1971 a master project was implemented for Yeşilköy Airport. Apart from the 06/24 and 18/36 runways, the project included 4 terminal buildings and their ancillary areas with a capacity of 5 million passengers. The project, developed by architect Hayati Tabanlıoğlu covered THY hangar facilities, cargo facilities, an air traffic control tower and technical block, illumination system, electrical distribution system and reconstruction of the old 06/24 runway, refueling and other facilities. The International Terminal included within the scope of the project was put into operation on October 29, 1983. In 1985, the airport––with a new modern look––was renamed Istanbul Atatürk Airport.

CARGO TERMINAL FACILITIES ARE OPENED
Due to the development of cargo transportation, cargo terminal facilities were put into service in 1993. On December 7, 1995 Terminal C was put into operation in order to serve the shuttle trade emerging after collapse of the Soviet Union, as well as increasing charter passenger traffic. On January 16, 2000 Terminal C was closed for passenger services and in 2002 began to be used for the cargo operations of private companies.



BUILD – OPERATE – TRANSFER MODEL AND ESTABLISHMENT OF TAV
Urged on by the increasing volume of passenger traffic, it was decided to construct a new international terminal under the Build – Operate – Transfer model. The project contest was held and the winning project was selected. Later, tender for construction under the Build – Operate – Transfer model was announced. On November 11, 1997 TAV was founded for construction and operation of the Istanbul Atatürk Airport International Terminal. The new terminal was put into operation by TAV on January 10, 2000.

SYNERGY AT THE INTERNATIONAL TERMINAL
After the commencement of operations of the International Terminal, ATÜ started operation of Duty Free stores. Later on, BTA commenced its services in order to operate the F&B activities of Istanbul Atatürk Airport. “primeclass” CIP Service was initiated in 2001. In May of 2004, an expansion project called “30% increase in estimate” was carried out at Istanbul Atatürk Airport. The passenger capacity of 14 million was increased to 20 million. BTA started operating the Istanbul International Airport Hotel. The first 5 and a half years of the Build – Operate – Transfer model passed in this manner until the announcement of a new tender for renting.

TAV ISTANBUL IS FOUNDED
In 2005 TAV Group won the tender for operation of the International and Domestic Terminal buildings of Istanbul Atatürk Airport, the Multi–storey Car Park and General Aviation Terminal for a rental period of 15.5 years and the TAV Istanbul Terminal Operations Joint Stock Co. was founded. In connection with the growth of the aviation industry in Turkey, development and increase of the THY fleet, rising interest of various airline companies in Istanbul and the increase of transit – transfer passengers, all baggage systems were renovated between 2006 and 2008. In addition, in 2006 TAV put the General Aviation Terminal into service for domestic and international passengers of companies operating under General Aviation and Air Taxi permits.

DEVELOPMENT CONTINUES UNINTERRUPTED
In 2008 TAV Istanbul signed a supplemental agreement with DHMI within the framework of the Project for the Extension of Istanbul Atatürk Airport. In 2009 three ATÜ stores located on the arrivals floor of the International Terminal were renovated. In accordance with the extension project, the nine existing boarding bridges of the Domestic Terminal were renovated in accordance with the new project. Furthermore, three new bridge connections intended to increase passenger comfort were added. Pits and pipelines were enclosed to the existing fuel hydrant system. When implementing these changes in the areas used by passengers, new x–ray equipment and cafeterias were provided in order to increase passenger comfort.
Within the scope of the project for extension of the International Terminal three bridge connections were added to the air section in order to facilitate passenger circulation. Furthermore, management units operating within TAV’s structure were located on the territory of the land section with an area of approximately 5,600 sq. m. In addition, 46 rooms were added to the Airport Hotel and a new VIP Lounge with an area of 1,100 sq. m., which will serve only the president of the republic and the prime minister, was formed. In parallel, the existing VIP Lounge was renovated by annexing new protocol lounges.
A variety of electrical, mechanical, electronic systems and installations, systems required to ensure fire safety, as well as a waste water treatment system were added. Apart from all this, a car park with a capacity of 1,250 cars was constructed. Preparation and construction of all these works was completed in 2009.
Istanbul Atatürk Ariport, one of the busiest metropolitan airports in the world, continues to sustain its continuity of growth and development through the implementation of various projects designed to maintain the airport’s competitiveness well into the 21st century.

GENERAL DIRECTOR OF CIVIL AVIATION OF THE MINISTRY OF TRANSPORTATION: Dr. ALİ ARIDURU “Istanbul Atatürk Airport became a ‘hub’ which triggered and accelerated not only Turkey, but also the entire Northern African, Middle Eastern and Far Eastern regions.” What does Istanbul Atatürk Airport basically constitute for Civil Aviation? Dr. ALİ ARIDURU: The Build – Operate – Transfer period commenced with construction of the Istanbul Atatürk Airport International Terminal and development of the Domestic Terminal. In a sense, it became a milestone for Civil Aviation. When you look at the numbers of passengers and airline companies served by airports in Turkey during the last 10 years, you can see that a marvelous period of acceleration has taken place. Istanbul Atatürk Airport, which is the pride not only of Turkey, but also of the whole region, made the most significant contribution to this acceleration. Istanbul Atatürk Airport became a hub that triggered and accelerated not only Turkey, but also the entire Northern African, Middle Eastern and Far East regions. It is expected that the increase in passengers will continue and the demand for Istanbul Atatürk Airport will continue to grow. Are there any plans to somehow offset the load on Istanbul Atatürk Airport? Dr. ALİ ARIDURU: Now Istanbul Atatürk Airport is a world–renowned airport. It has become a place out of which carriers from all countries––with which we have concluded bilateral aviation agreements––wish to fly. However, we would like to balance the load on Istanbul Atatürk Airport. Of course, the airport will breathe easier thanks to current expansion projects. Our medium term goal is to disperse flight traffic to at least seven centers. There are some projects addressing this issue and, in these terms, we have assigned high priority to Ankara Esenboğa Airport. An opening carried out by THY at the domestic terminal under the brand name Anadolu Jet triggered some foreign airline companies. Esenboğa’s future looks bright. Maybe in the near future, one or two of our local companies will also choose Esenboğa as the center for their scheduled flights. Turkish people have begun traveling. We must bring services closer, ensure fuel and time savings, and act with the principle of assuring efficiency. In these terms, we are also providing significant support to Izmir. We have to polish and promote both the business and tourism potentials of this region. We would like to spread the traffic throughout Turkey by reaching other airports and airfields located in other cities. What comes to the fore when you review the past 10 years of Civil Aviation? Dr. ALİ ARIDURU: In the beginning of the 2000s we had 110 large aircraft belonging to THY and the entire private sector. Now, 10 years later, we have 312 large aircraft in total with 155 aircraft belonging to THY. THY and the private sector have experienced significant growth. There are 144 aviation enterprises in total including 17 airline companies. air taxis, general aviation, agricultural spraying, flight training and even aerostation companies are among them. There are now 910 registered aircraft in Turkey. In the beginning of the 2000s there were four or five business jets, while now their number is approaching 80. This means that every year 10 jets on average join the aircraft fleet. We expect that 62 more large aircraft will be purchased by our country by the end of 2010. Last year 54 aircraft were added to the fleet, while in 2008 40 aircraft were included. One of the most important causes of expansion of the large scale aircraft fleet is a serious increase in the number of domestic and international passengers within the last 10 years. In the beginning of the 2000s the total number of passengers served by the domestic terminal was 8.5 million, while at present this number has reached 41 million. Together with international terminal passengers this number has reached 85 million. In 2002 the total number of passengers served by the domestic and international terminals made up 33 million. We are talking about an increase of 50 million within 7 years. As a result, Turkey has begun enjoying the advantages of being a hub in the cargo and passenger carrying industries. Do you expect that growth will continue this way? Dr. ALİ ARIDURU: Of course. This is because we have opened ourselves to the world. Until 2007 we had not taken an active part in any organization. In 2007 we became a member of the board of management of the European Civil Aviation Organization, ECAC. In 2009 we were reelected for the next three year period. Turkey is the only country which is not a member of the European Union involved in the activities of the board of management. At present the ECAC has 44 members. Two months ago we were appointed to fulfill the duties related to determining civil aviation policies and trainings on behalf of 44 countries. Since the beginning of 2008, Turkey received “Park 145” authorization from the ECAC and was accredited for maintenance. In addition, during the last four years we held meetings with 130 countries on seven main headings, concluded partnership agreements with 79 countries––all before these countries announced Turkey as the center for training and maintenance. Turkey, ranked 44th in auditing in 2004, at present is enjoying the third position after France and Germany. Briefly, we have integrated the civil aviation of Turkey with the world and all together triggered this acceleration. At present there is no country that has managed to successfully implement the Build–Operate–Transfer model like Turkey. All public and private organizations in the aviation industry have pooled their efforts during the last 10 years and all together contributed to the achievement of this huge acceleration. TAV Airports has also benefitted from this acceleration in the best way, becoming a world brand. “A world brand was formed from the synergy created through the integration of DHMI and TAV’s know-how.”” Orhan BİRDAL:General Directorate of State Airports Authority (DHMI) How would you express the importance of Istanbul Atatürk Airport as the place where Turkish aviation began and where DHMI’s base was laid? ORHAN BİRDAL: Istanbul Atatürk Airport is the apple of our eye, the place where Turkish aviation started and where the first base for our present great knowledge depot has been laid. Every step taken subsequently was made possible by this great airport; advancing from this very point, the aviation industry achieved its present enviable position in Turkey. You have been serving at DHMI for many years. What is your opinion of the development of the aviation industry? ORHAN BİRDAL: Establishment and development of the aviation industry in Turkey goes back to 1912. Steps taken towards the development of this sector since then have been the stepping stones which led us to our present enviable position. As in the rest of the world, the 1900s and 2000s when aviation spread to all areas of society. I have been working at DHMI for 29 years and have witnessed this process of expansion and development. In the 1900s airport construction under the Build–Operate–Transfer model came to the fore and went through long discussions. Some time was required to understand the advantages of the present model. Because at earlier stages it was thought that it was a simple privatization, but in fact the case was quite different. It was understood that the Build–Operate–Transfer model was the model totally in favor of the public and was based on mutual cooperation and partnership between the public and private sectors. Consequently, construction in return for operation of the terminals in airports for a certain period of time is ensured with the renting and operation of the terminals in return for tender at a later stage. I would like to point out the term “terminal.” Organizations which win a tender gain the right to operate the terminal, not the airport. Of course, the airports are managed by DHMI. DHMI and TAV Airports have established a very successful partnership at Istanbul Atatürk Airport. What is behind this successful cooperation? ORHAN BİRDAL: One of the first implementations in Turkey, the Build–Operate–Transfer model applied at Istanbul Atatürk Airport, is now an example for the whole world. This success was achieved due to the fact that two structures possessing advanced know–how within their fields of expertise acted together under the principle of providing advantages for Turkey. A very powerful synergy was created by bringing together the experience and knowledge of DHMI, one of the most deep–rooted organizations in Turkey in the field of airport operations, and TAV’s project management and implementation skills. This model led to the establishment of a well known brand like TAV. At present, the awards received by Istanbul Atatürk Airport nationally and internationally attest to the quality resulting from this synergy. How long did it take before you received a return on your investment in Istanbul Atatürk Airport? ORHAN BİRDAL: Atatürk Airport, was operated by TAV during the first phase for five and a half years in return for construction of the International Terminal. At the end of this period the tender to transfer the right to operate was renewed. This time the right to operate Istanbul Atatürk Airport terminal for 15.5 years was granted for 3 billion US dollars. Every year in the beginning of January we hold a ceremony for collection of the installment for the given year from TAV Airports. We receive our check and use this revenue for other investments in the industry. Can you provide some information on the state of affairs at Istanbul Atatürk Airport? ORHAN BİRDAL: In 2009 the number of passengers in the world decreased by 3.1%. Europe’s number of passengers and amount of cargo decreased by 3% and 11% respectively. In 2009 Turkey was first in Europe with an average of 245 additional daily flights. Istanbul Atatürk Airport outpaced Barcelona in the average number of daily takeoffs from the international terminal and was ranked eighth. One aircraft lands or takes off from Istanbul Atatürk Airport an average of every one and a half minutes. One of the novelties applied at Istanbul Atatürk Airport is a CAT–3 (the best approach to determine landing limits of the runway) project begun on the 06–24 runway located in the direction of Ataköy and currently in the process of extension. In July it will be reopened for air traffic. It is planned that the Smart Project will be put into operation in 2011.

TAV GROUP UNDER A SINGLE ROOF IN NEW HEADQUARTERS AT ATATÜRK AIRPORT


Soldan sağa: Mimar Deniz Odabaş, Mimar Hande Topal, Mimari Tasarım Şefi Sibel Kan, İnşaat Teknikeri Fatih Bayram, İnşaat Mühendisi Yeşim Apaydın,TAV İnşaat Mimari Tasarım Koordinatörü Nuray Çankaya Güler ,Mimar Senem Özmen, Mimar Hale Akdemir Şener ve Mimar Göresim Didem Dülger

TAV Construction Architectural Design Coordinator Nuray Çankaya Güler talks about the new headquarters building, brought into being to enhance the synergy of the TAV Group by gathering it together under one single roof

If we consider the architectural projects of the airport as a distinct area of specialization, what features distinguish them from other aspects of the airport? What are the new trends in this field?
NURAY ÇANKAYA GÜLER: Airports are understood as the gates of the regions where they are located. That, especially for international flights, they are the structures which the passengers first see in the countries where they go. A distinct responsibility is imposed on the designers when these buildings are brought into being, and their architecture is expected to reflect the regional culture as well as serving as a symbol. These buildings, as well as being functional, must also be buildings which will facilitate passenger circulation and high speed transfer at the maximum level, and create optimum solutions also for the operator. Within the framework of the new trends, it is also important that the terminal buildings are environmentally sustainable, with the lowest energy consumption possible.
What kind of added value does your experience provide in current projects?
N.Ç.G.: When we began these duties under TAV, first with the construction of the Atatürk Airport International Terminal building, we were perhaps considering the terminal building only as a technological structure. However, after many years passed, we, as architects who have also taken part in the operations, learned what the requirements of operations are, and have been able to utilize our experiences quite successfully in the construction and operation of other terminal buildings. In the early years we were receiving consultancy services from specialist companies from abroad for the terminal systems. However, now I believe we can drawn on our own experiences to design terminal projects as is required. Beginning with the materials, we have achieved success in integration of the projects with the environmental requirements for the building to be sustainable.
Which airports in the world do you admire for their construction features ?
N.Ç.G.: In recent years, very ostentatious terminals have been built in the Middle East, Far East and the Gulf Area. But to find the ideal one is very difficult, because in a terminal’s formation, not only visual quality but functionality is also very important. The buildings need to be in harmony with the environmental, ecological, and cultural features of the region where they are located.
During construction you have said, “We are trying to finish the construction without a hammer being heard.” Can you talk about the construction features of the annex?
N.Ç.G.: Much of the contruction for structural requirements is completed outside; and only their assembly is done here. For instance the flooring material is made up of prefabricated panels. The production of these prefabricated items is completed at the company which manufactures the panels; we simply installed them. Production of the steel components used in the building is also completed outside. This method is one of the factors which have accelerated the process. Then again, by employing fewer workers at the worksite, work safety risks are also minimized.
Under what considerations was the new headquarters building designed?
N.Ç.G.: When the new headquarters was being designed, the main goal was to gather together the various companies under the roof of TAV in one center, which were scattered throughout the existing terminal building. In this way, we think that the speed and efficiency aimed for in communications will be more easily achieved within our company. I believe we will be able to greater realize the maxim “connectivity is productivity” which our CEO Sani Şener emphasizes.
Moreover, the most important feature of the new office building is that it has an open office layout, something TAV companies have encountered for the first time. This is a new working culture for us and we think that the contribution of this to the company will be very positive. Prior to planning, we examined the office layouts of big companies which work in this way. One of them was the headquarters of Microsoft Turkey. We tried to reflect what we found to be useful in the arrangement there in our project. When designing the office layout, we tried to arrange the most ideal solutions in selection of furniture for the users to be able to work ergonomically. We talked with the companies which have proven themselves in their field and who received design awards. For instance, the employee chairs are a Nurus product, which received a design award. Products with quality which will enhance our employees’ satisfaction in the open office layout have been used.
The 14 general use convention rooms and training halls in different sizes and capacities which are located at the entrance floor of the building are designed to provide a comfort and increase efficiency. Further, numerous meeting rooms are placed on every floor. Then again, we built “phone booths” for private telephone conversations. Thus we fashioned glass partitions where our employees can comfortably talk on the phone without disturbing others. The cafeteria located on the mezzanine level also draws attention with its view of the apron.
When we were preparing our designs, we used the most technologically up to date electrical and informatics systems. Heightened flooring is used in all of our offices. Thus access to the undersides of the desks could be provided by means of point outlets. And in order to get hold of acoustics in the open office layout, we used the carpeting which offered the mo

“The New headquarters building was planned in a way to increase communication, employee comfort, and thus the efficiency” Nuray ÇANKAYA GÜLER TAV Construction Architectural Design Coordinator