Initial Environmental Examination

Project No.: 43141-044 Document Stage: Final April 2016

PNG: Civil Aviation Development and Investment Program- Tranche 3

Runway Extension, Pavement Strengthening and Associated Works – Vanimo Airport, West Sepik Province

Prepared by National Airports Corporation for the Asian Development Bank. This Initial Environmental Examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or Staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

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TABLE OF CONTENTS

LIST OF ABBREVIATIONS ................................................................................................... iv EXECUTIVE SUMMARY ...................................................................................................... v I. INTRODUCTION ............................................................................................................... 1 II. DESCRIPTION OF THE PROJECT .................................................................................. 3 III. DESCRIPTION OF EXISTING ENVIRONMENT ............................................................ 10 IV. SCREENING ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES .............. 13 A. PRECONSTRUCTION ................................................................................................... 14 1. Establishment of Contractors Site and Facilities ............... Error! Bookmark not defined. 2. Construction Workers Accommodation............................. Error! Bookmark not defined. 3. Stockpiling of Construction Material ................................. Error! Bookmark not defined. B. CONSTRUCTION ........................................................................................................... 15 1. Construction Activity ......................................................... Error! Bookmark not defined. 2. Storage and Handling of Fuel, Oil and Other Chemicals ............................................... 16 3. Health and Safety ............................................................. Error! Bookmark not defined. 4. Social Impacts during Construction .................................. Error! Bookmark not defined. 5. Noise Impacts and Air Quality .......................................... Error! Bookmark not defined. 6. Traffic Impacts .................................................................. Error! Bookmark not defined. C. OPERATIONAL .............................................................................................................. 18 V. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION..................... 18 A. Introduction ................................................................................................................... 18 B: Issues Raised and Responses .......................................... Error! Bookmark not defined. C. Information Disclosure ...................................................... Error! Bookmark not defined. VI. GRIEVANCE REDRESS MECHANISM ......................................................................... 22 VII. ENVIRONMENTAL MANAGEMENT PLAN .................................................................. 23 A. Institutional Arrangements ................................................ Error! Bookmark not defined. B. Task of Implementing Agencies ........................................ Error! Bookmark not defined. C. Monitoring and Reporting ................................................ Error! Bookmark not defined. VIII. CONCLUSION AND RECOMMENDATION ................................................................. 31 APPENDIX A: ENVIRONMENTAL MONITORING PLAN .................................................... 33 APPENDIX B: PHOTOGRAPHS ......................................................................................... 35

LIST OF TABLES

Table 2: Consultation for Vanimo Airport ............................................................................. 19 Table 3: Design, Construction and Operational Environmental Management Plan .............. 25 Table 4: Institutional Responsibilities for implementing Safeguards .................................... 27 Table 5: Environmental Monitoring Plan .............................................................................. 30 Table 6: Roles and Responsibilities for Environmental Monitoring ...................................... 31 Table 7: Matrix of EMP for Vanimo Airport .......................................................................... 33 Table 8: Summary of Costs for the Proposed Works ........................................................... 34

LIST OF FIGURES

Figure 1 LOCATION MAP OF VANIMO ................................................................................ 2 Figure 2: GENERAL LAYOUT OF VANIMO AIRPORT ......................................................... 7 Figure 3: AERIAL VIEW OF VANIMO AIRPORT ................................................................... 8 Figure 4: PROPOSED RUNWAY EXTENSION ..................................................................... 9

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LIST OF PHOTOGRAPHS Photo 1: NW END OF RUNWAY LOOKING TOWARDS VANIMO HARBOUR ................... 35 Photo 2: END OF PROPOSED RUNWAY EXTENSION AREA .......................................... 35 Photo 3: LINED DRAIN FOR DRAINAGE AT NW END OF EXISTING RUNWAY .............. 36 Photo 4: W END OF RUNWAY WITH UPGRADING TAKING PLACE ................................ 36 Photo 5: CONSULTATION WITH WEST SEPIK PROVINCIAL ADMINISTRATION ............ 37 Photo 6: CONSULTATION WITH PEWI SETTLERS - VANIMO ......................................... 37

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LIST OF ABBREVIATIONS ADB Asian Development Bank AIDS Acquired Immunodeficiency Syndrome CAA Civil Aviation Authority CADIP Civil Aviation Development Investment Program CBD Central Business District CEMP Contractor’s Environmental Management Plan CEPA Conservation and Environment Protection Authority CSC Construction Supervisory Consultant DDC Detailed Design Consultants DIAC Design Implementation and Advisory Consultants DPI Department of Primary Industry EARF Environmental Assessment and Review Framework EM Environment Management EMP Environmental Management Plan GoPNG Government of the Independent State of Papua New Guinea HIV Human Immunodeficiency Virus IEE Initial Environment Examination IEE Initial Environmental Examination LLG Local Level Government MFF Multi-tranche Financing Facility NAC National Airports Corporation PCMC Provincial Coordination and Monitoring Committee PIU Project Implementation Unit PNG Papua New Guinea REA Rapid Environmental Assessment SIEE Summary Initial Environmental Examination SPA Sandaun Provincial Administration SPS Safeguard Policy Statement SR Sensitive Receiver TA Technical Assistance WSP West Sepik Province

WEIGHTS AND MEASURES

dB (A) Decibel (A-weighted) ASL above sea level ft Feet/Foot km kilometre km/h kilometre per hour m metre m2 square metres m3 cubic metres s second

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EXECUTIVE SUMMARY

I. The Government of the Independent State of Papua New Guinea (GoPNG) has requested the Asian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitate investments to improve the current state of the country’s domestic air transport system under the Civil Aviation Development Investment Program (CADIP). Twelve major airports have been identified for improvements under Tranche 3 due to deteriorated pavement conditions and low pavement strength to ensure that these airports are capable of accommodating the current operating aircraft or similar within a safe and secure operating environment

II. CADIP is a comprehensive program to improve, rehabilitate and maintain major domestic airports in Papua New Guinea (PNG) so that these airports are compliant with the domestic and international aviation safety and security standards. The executing agency for CADIP is the National Airports Corporation (NAC) who owns, operate and maintain twenty-one (21) national airports in PNG on behalf of GoPNG.

III. An environmental assessment and review framework (EARF) has been prepared to guide environmental safeguards implementation for Tranche 3. In accordance with the EARF this Initial Environmental Examination (IEE) presents the environmental assessment of one of the project under Tranche 3 – Runway Extension and Associated Airside Works at the Vanimo Airport in West Sepik Province of PNG. This IEE has been carried out to ensure that the potential adverse environmental impacts are appropriately addressed in line with ADB Safeguard Policy Statement 2009 and the GoPNG Environment Act 2000. The key environmental impacts on the physical, natural and human environments have been assessed.

IV. The main findings of this IEE indicate that the impacts that will arise from Vanimo Airport Runway Extension & Airside Works will be minimal as the runway extension and pavement strengthening and associated works will be within the existing airport boundary and GoPNG land. The project is classified as Category B because the potential adverse environmental impacts are site-specific, few if any of them are temporary, and mitigation measures can be designed readily.

V. The potential environmental impacts associated with the project particularly occur during the construction and operation phases which will typically involve:

(i) Earthworks and pavement works. During the conduct of earthworks and pavement works, heavy rains and the associated run-off into drains and soil erosion problems can be expected in some areas such as flight strip widening and Open Unlined Drain which may cause surface water quality problem in nearby water courses.

(ii) Pollution. Problems of pollution related to the disposal of sewage, waste fuel &

petrochemical products, salvage materials, oils spillage and leakage, solid wastes generated during construction (from worker camps) and operations could occur. Temporary site contamination, dust & noise generation associated with construction, and pollution associated with firefighting drills may cause environmental impacts.

(iii) Noise. Construction activities may cause noise impacts from vehicle movements

for a short duration. Noise from aircraft is already existing and it will be intermittent and in short duration. Significant incremental increase of flight frequency is not expected.

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VI. Adherence to best engineering practices during rehabilitation/reconstruction and implementation of the environmental management plan will avoid or adequately mitigate all of the rehabilitation/ reconstruction-related impacts.

VII. A Grievance Redress Mechanism set up in Tranche 1 and 2 will be used in Tranche 3 and the Provincial Administration is fully aware of its role. Public support during consultation for the project was unanimous and the Provincial Administration wanted the project to commence immediately as they see this as providing linkage to the Indonesian province of Papua for trade and investment. The mini market will provide opportunity for women to be able to market their goods to the travelling public.

VIII. The upgrading of the Vanimo Airport is designed to bring the facilities to a level of development to fully meet airport safety standards and provide the primary runway, taxiway and apron capability to accept operations by the F100 aircraft, or similar.

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I. INTRODUCTION

1. The Government of the Independent State of Papua New Guinea (GoPNG) has requested the Asian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitate investments to improve the current state of the country’s domestic air transport system under the Civil Aviation Development and Investment Program - (Investment Program). The first two phases (Tranche 1 & 2) has had its clearance done and this is Tranche 3. Tranche 3 will cover (twelve) major airports in the country where they have been identified for upgrading and rehabilitation mainly based on the relative importance of these airports as domestic hubs for tourism and economic development on a regional basis. The Program is a comprehensive plan to upgrade, rehabilitate and maintain major domestic airports in Papua New Guinea (PNG). The executing agency (EA) for the Program is the National Airports Corporation1 (NAC).

2. This Initial Environmental Examination (IEE) presents the environmental assessments of one of the subprojects under Tranche 3 – Pavement Strengthening, Runway Extension and Associated Works at the Vanimo Airport. This IEE has been carried out to ensure that the potential adverse environmental impacts are appropriately addressed in line with Safeguard Policy Statement (2009) and ADB Environmental Safeguard Sourcebook (2012). This IEE has also been prepared to meet the requirements of the GoPNG for environmental assessment.

3. The main purpose of this IEE is to identify impacts from the runway extension, pavement strengthening and associated works of the Vanimo Airport, Sandaun Province (Figure 1) and mitigations required to address them.

A. Overview

4. The proposed investment program will entail the upgrading and rehabilitation of the following existing airports (Tranche 3): Madang; Mendi; Kavieng; Vanimo, Kerema, Kiunga, Tari, Momote, Buka, Gurney, Wewak and Mt Hagen. The upgrading and improvement of these major domestic airports is designed to bring the facilities to a level of development to fully meet airport safety standards and provide the runway, taxiway and apron capability to accept unrestricted operations by Fokker 100, Dash 8 and QF 400 aircrafts.

B. Environmental Regulatory Compliance

5. The environmental regulations of GoPNG are derived from the Environment Act 2000. The Environment (Prescribed Activities) Regulation 2002 categorizes designated projects that need environmental assessment as “Prescribed Activities” in two schedules according to the anticipated potential environmental impact. Projects that likely to have significant adverse environmental impact (Level 2 and Level 3) are required to obtain an Environmental Permit (EP) from the Conservation, Environment and Protection Authority (CEPA) following environmental assessment. The upgrading and rehabilitation of existing airports is not listed as Level 2 and Level 3 of the “Prescribed Activities”. However certain associated project activities commonly associated with upgrading and improvement works such as earthworks, surfacing, discharge of waste water, establishment of borrow pits, sourcing and extraction of aggregate materials from surface water courses are Level 2 activities that may require an EP depending on the duration and scale of those activities. Therefore, to ensure compliance with the government environmental assessment requirements, NAC will disclose the scale and scope of the subprojects to

1 Project 1 rehabilitation work was under the Civil Aviation Authority (CAA) and was the predecessor for NAC.

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Figure 1 LOCATION MAP OF VANIMO

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CEPA so that CEPA can decide whether any specific environmental requirements will be needed for the proposed airport upgrading and rehabilitation. Considering the government environmental requirements and ADB Environmental Safeguard Sourcebook (2012), an IEE will be prepared for each subproject classified as environmental category B at the minimum.

6. Pollution standards are described for the protection of marine and aquatic life in fresh and marine waters in the Environment (Water Quality Criteria) Regulation 2002. These standards will be referred to for water quality monitoring during the environmental management of the subprojects.

C. Environmental Category of the Subproject

7. Under ADB’s Safeguard Policy Statement (2009) and Environmental Safeguard Sourcebook (2012) Tranche 3 projects are classified as Environmental Category B that requires an IEE.

D. Objectives and Scope of IEE

8. The objectives of this IEE were to:

Assess the existing environmental conditions in the project area including the identification of environmentally sensitive areas;

Assess the proposed planning and development activities to identify their potential impacts, evaluate the impacts, and determine their significance; and

Propose appropriate mitigation measures that can be incorporated into the proposed activities to minimize any adverse impacts, ensure that residual impacts are acceptable and propose monitoring and planning of projects under the third Tranche.

9. This IEE is based mainly on secondary sources of information, field reconnaissance surveys and public consultation undertaken specifically for this study was also undertaken.

E. Report Structure

10. Following this introduction this report contains seven more sections including (ii) description of subproject; (iii) description of the environment; (iv) screening environmental impacts and mitigation; (v) public consultation; (vi) institutional requirements and environmental management plan; (vii) findings and recommendations; and (viii) conclusions.

II. DESCRIPTION OF THE PROJECT

11. The current state of the airports in Papua New Guinea is inadequate to meet the increasing demand for air travel both for tourism and commercial purposes. This, in essence, presents itself as an obstacle to further economic growth and development of major regional centers in PNG and the country as a whole. The identified major domestic airports need to be upgraded and improved to meet the international standards and requirements and make it safety compliant as prescribed by the International Civil Aviation Organization (ICAO).

12. Tranche 3 of development investments under CADIP will be the upgrading and rehabilitation of the existing Kavieng Airport in the New Ireland Province; Mendi Airport in Southern Highlands Province; Madang Airport in Madang Province; Vanimo Airport in

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West Sepik Province, Mt Hagen in Western Highlands Province, Wewak Airport in East Sepik Province, Tari Airport in Hela Province, Gurney Airport in Milne Bay Province, Kerema Airport in Gulf Province, Kiunga Airport in the Western Province, Buka Airport in the Autonomous Region of Bougainville and Momote Airport in the Manus Province.. Only the scope of works for Vanimo Airport is in Table 1. Table 1: Scope of Works for Vanimo Airport Sub Project

Location Proposed Development Works

Vanimo Airport

Sandaun Province

A. B Aircraft Pavements and Associated Airside Works 1. Extend Runway by 293m x 30m wide to eastern end to give 1900m

overall length including new turning node; 2. Construct 3m wide Shoulders to extended Runway both sides; 3. Bituminous surfacing to new and strengthened pavements. Prime and

3 x coat (10mm/7mm and sand) hot bitumen seal; 4. Construct Stopway at extended runway end; 5. Construct Runway End Safety Area (RESA) unsealed at extended

runway end; 6. Supply and apply temporary and permanent aircraft pavement line

markings; and 7. Runway Strip grading, top soiling and grassing within 90m width on

extended end; 8. Improvements to airside drainage system including construction of

Open Unlined Drains (OUD); and

B. Landside Works 1. Design and construct New Terminal Building. 2. Construction of New Carpark. 3. Supply and Install Security Fence on Runway Extension area

Note: Allowance is made for other miscellaneous works including General and Preliminary items.

13. The Proposal is to extend the runway for Vanimo Airport to make it safety compliant as one of the regional airport that could accommodate and be suitable for the operation of Q400, ATR and Fokker 100 aircraft or similar, and for the airport to expand its role as the major domestic hub for WSP. Major upgrading works will be on the airside portion of the facility and minor works on the landside. Most of the works will be within the existing aerodrome land boundary except (Figure 2) for the runway extension that will go beyond aerodrome boundary into an undeveloped area demarcated as ‘State’ or Administrative’ land. This area is currently used as town dumping site (Photo 2). The upgrading works will commence after all detail design, scope of works and approvals have been obtained; and the contractor selected to carry out the works.

14. The construction period of the proposed activities is 12 months. The upgrading works with the fencing will be re-aligned along the additional land area required for the runway extension. The wear and tear of the runway pavement is self-explanatory for this importance scope of works (Annex B: Photo 1 - 3).

15. Vanimo Airport upgrading will involve the following estimated materials and earthworks quantities:

Cut to stockpile 100 millimetres (mm) topsoil for future - 6,802 cubic metres (m3)

Spoil (excavation material) - 20,465 m3

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Select Fill Material - 68,685 m3

Crushed River Gravel Sub Base - 6,709 m3

Cement treated base (CTB) - 11,427 m3

26.5 mm Base course - 33,883 m3

Topsoil will be used and/or be re-used for topsoil and grassing

Excavated in-situ material will be used in landscaping and/or flight strip widening and grading.

All materials will be stockpiled at a designated location on the airside.

Base-course material shall be crushed river gravel – brought in potentially from Rivers in the vicinity of Vanimo.

10 m3 trucks shall cart material from source and stockpile on site.

Contractor’s Site shall be located at the Airside (Area approx. = 100 m x 50 m).

The development works (Table 1), will all be confined to the limits of the proposed runway extension area.

16. Project Requirements. Most of the main roads around Vanimo Airport are bituminous roads except for the coronas base course feeder roads. Power supply is from the main town power supply grid. Occasional blackouts in Vanimo also affect e lectrical supply to the airport facilities so the project will install a diesel power generator at the airport to maintain continuous power supply to improve airport lighting systems and electrical appliances.

17. Water supply into the airport hydrants and terminal facilities including the airline operators (Sunbird Aviation, Air Niugini) are from the terminals rainwater supply. Vanimo town has no reticulated water supply or sewerage system. Collection of rainwater by tanks or by groundwater supply water to the town residents and business houses, government offices/buildings. For the airport, additional reservoir tank and increase in the roofing area of the terminal building will allow an adequate rain water supply at the Terminal Building.

18. Material for the runway pavement extension work such as select fill material, crushed coronas sub base, cement treated base and pavement construction material will be sourced from the quarry site currently used by Global Construction Company. The quarry extraction site is located about 6-7 km outside of Vanimo town. The contractor for the runway extension & associated works has not been appointed as yet and may source some other fill material from other quarries and borrow pits and details are not known at this stage.

19. As for spoils which will include worn out bitumen surface, the intention is for the contractor to recycle them and have them levelled off along the edge of the aerodrome or be used as shoulders along the runway and then have top soil placed on it to allow grass regrowth and stabilization (Refined Bitumen Association, 2015). These could also be taken away to areas where the community may need to level off a depression around their residence.

20. Vanimo Airport is located at S 020 41’ 38.08” E 1410 18’ 13.15” at an elevation of 3.05 metres asl stretched across the Daumlinge Bay on the south east and the Vanimo or Angriff Harbour on the north western side. It is flat and is approximately a kilometre east of Vanimo, the provincial capital of Sandaun province.

21. Geology and topography of the area is raised limestone forming coastal plains along the northern point when the Sandaun Provincial Administration (SPA) headquarters is located. The airport is in close proximity to the beach on both sides.

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Figure 1 shows the map of Papua New Guinea and location of Vanimo Airport. Figures 2 and 3 shows the general layout plan and the aerial view of the existing Vanimo Airport. Figure 4 shows the proposed runway extension and the additional land required.

22. The airport is situated within the coastal plains with a big drain running along the western side that drains at the edge of the south eastern runway into the Daumlinge Bay. The perimeter of the runway is also receiving runoff from the adjacent Malol swamp area that contains Kapiak compound. This runoff drains also to the north western end into the Vanimo harbour along the lined drain. There is also a collapse of the lined drain which prevents effective runoff into the harbour. Apart from the Kapiak Compound outside of the fenceline, Pewi Settlement is about 150m away from the proposed runway extension area.

23. The total annual rainfall that the area receives ranges from 1800 to > 4000 mm with the highest amount of precipitation occurring during the period of December to October. Vanimo in WSP is an area dominated by logging activities and the easily accessible timber species near the coastal areas have been harvested and hence have been cleared with secondary growth established. The airport is adjacent to the Malol swamp areas contain some of the GoPNG offices such as the Department of Works, Education, and Correctional Services with their staff housing together with other business houses. The NAC compound is also situated there and the construction of the L40/96 house will be in that compound.

24. The existing bitumen runway is 1,730 meters long and is aligned northwest/southeast fronting and almost parallel to Daumlinge bay. The airport land is within 15 metres of the main road that leads into Vanimo (Angriffs) on the northwestern end while it is 10 metres to the east of Daumlinge Bay on the south eastern end and has a perimeter of 4660.6m covering a total land area of approximately 28 hectares.

25. The airport land lies only 3.05 m ASL it is flat at 0%. The area drains to the northwest through two (2) open shallow drains running parallel of the runway on both sides. Unsealed areas of the facility are relatively well grassed although the low relief provides the potential for sea water intrusion under the runway area and this creates soft surfaces. Vanimo Airport’s sewerage system connects to the towns’ sewerage system although the water tanks at the terminal may not cater for the influx of passenger and staff needs.

26. Current upgrading project for the airport includes installing new fence around the airport boundary. Fencing will extend to cover the proposed runway extension area. The terminal building besides Air Niugini has offices for the National Airports Corporation and Immigration. Adjacent to the terminal building is a large building now rented out by a logging company. To the left of the Apron area are three hangers and two small buildings operated by SunBird Aviation, North West, TNT and the Catholic Mission.

27. The airport hangars are operated by SunBird Aviation and the Catholic Mission and are primarily utilized for material storage and housing for a light aircraft. There is no Interoil fuel depot here in Vanimo and the small aircrafts have their own fuel drums for refueling while Air Niugini aircrafts travel to Wewak where they refuel there. The Apron in front of the main terminal drains directly on the eastern side into the open grassed area which often pond up and floods onto the apron. There will need to be sub soil drainage structures to allow for the run off into the lined drain which drains to the northwest. To the east of the apron area is the Defence Force area which takes up to 1730 m or so.

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Figure 2: GENERAL LAYOUT OF VANIMO AIRPORT

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Figure 3: AERIAL VIEW OF VANIMO AIRPORT

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Figure 4: PROPOSED RUNWAY EXTENSION

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III. DESCRIPTION OF EXISTING ENVIRONMENT

28. West Sepik Province is located to the north western portion of mainland Papua New Guinea (Pop. 185,741 Year 2000). The provincial capital is Vanimo (Pop. 14,314 Year 2000). The province has a total land area of 36,000 km ². WSP produces minor amounts of cocoa, Robusta coffee, rubber and fresh vegetables. Besides these are logging projects where most of the locals receive royalties. There are now an increasing number of palm oil plantations in the province in the last ten years (2003 - 2013). Sandaun has four districts; Vanimo Green, Aitape - Lumi, Nuku and Telefomin. The districts are large and consist of a number of rugged mountain ranges such as the Bewani and Torricelli and the Star Mountains consisting of the Thurwald, Fiamolu, Star and Victor Emanuel ranges bordering with the Ok Tedi mine in the Western province. Foothills are below these mountain ranges and these then transgress into flood plains, and plains to the coastal areas. There are also a few islands, with a coastline and shallow reefs. The Aitape tsunami in 1998 highlighted the vulnerability of the coastline to this hazard (Figure 5).

Figure 5: Map of sandaun province

29. The terrains, big flowing rivers and mountains of the Province make traveling by road from the districts to Vanimo a challenge. Road networks run along the floodplains and plains with only a few that run through mountain ranges. The district of Telefomin is only reachable by airplanes. Logging firms’ ship out a lot of round logs from the Vanimo wharf and this is a port that handles goods in and from Djayapura in Indonesia. The PNG border with Indonesia is at Wutung, which is 30 km to the north west of Vanimo. There is continuous trade of goods going in and out of

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Djayapura by people travelling from other parts of PNG. A. Physical Environment 37. Land Resource and Utilization. Vanimo is based around logging. Vanimo Forest Products has a large influence around Vanimo. Apart from logging, the province has the potential for cash crop production such as coffee, vanilla, rubber, oil palm, rice and copra.

38. The eastern portion of the airport area belongs to the Defence Force and continues to serve as command post for PNG Defence Force soldiers’ deployment to the PNG border and surrounding areas. At the edge of the runway at Daumlinge Bay Are State land left undeveloped (now used as rubbish dumping site) where a few food gardens and plots of banana gardens belonging to settlers. About 50m further out from this dumping site is the Pewi Settlement, Ward 5 of Vanimo Urban LLG. The settlement is about 300m from the end of the existing runway and will be 50m away from the end of the proposed runway extension fenceline.

39. The western side of the runway is occupied by settlers mainly government workers who have not been allocated housing and have built their houses where the Kapiak compound is. These settlers are residing in close proximity (about 10m) outside of the airport perimeter fencing.

40. Meteorology and Climate. All of PNG is tropical experiencing the northwest monsoon from December to March and the southeast monsoon from May to October. Vanimo is two degrees south of the equator and is hot all year round, with temperatures ranging from 23 to 33° C (73.4 to 91.4 ° F). Humidity is high at all times given its close proximity to the equator and can expect 60 – 90% while a lesser percentage in the evening. Annual precipitation ranges from 1800 - > 4000 mm up in the mountain ranges. The dry season lasts from May to November, associated with the south-east monsoon, although heavy tropical rains can occur throughout the year.

41. Vanimo is hot and humid. The airport temperature ranges from 310 (day) and 23oC (night). The temperature fluctuates throughout the day. Relative humidity is 65%-100% during daytime and 85%-88% at night. High record of wind speed is about 10km/h and low is 3km/h. More than 50% changes of precipitation with likely cloud cover, showers and thunderstorms can be expected towards the evening hours into the night.

42. The current runway pavement will be raised to about 300m and a proper drainage system will be constructed along the open unlined drains parallel to the runway to cater for rise in sea level. Considering the rise on sea levels and climate change pattern such as sever rainfall, the proposed runway extension design and construction will be done in an environmentally harnessing manner.

43. Topography, Geology and Soils. Papua New Guinea is situated between the stable continental mass of Australia and the deep ocean basin of the Pacific. The largest section is the eastern half of the island of New Guinea, which is dominated by a massive central cordillera, or system of mountain ranges, extending from Indonesia's Irian Jaya to East Cape in Papua New Guinea at the termination of the Owen Stanley Range, and including the nation's highest peak, Mt. Wilhelm (4,509 m/14,793 ft). A second mountain chain fringes the north coast and runs parallel to the central cordillera. Active and recently active volcanoes are prominent features of New Guinea landscapes. In the lowlands are many swamps and floodplains.

44. The geology and topography of Vanimo can be classified into plains, flood plains and swamp areas along the coast with adjacent hills and mountains, some composed of limestone. The airport is in close proximity to the ocean on the north-west and south-east sides respectively.

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Given its low elevation, it is affected by the tidal influence and this may place pressure on the foundation of the airport pavements. The airport area soil type is dominated by Fluvaquents and Rendolls which are young alluvial soils and limestone soils of which the parent soil is weathered limestone2 Low grassland stretches on the western side of the runway with settlement residence while secondary forest form three quarters of the eastern side which is also the PNG Defence Force premises.

45. Mineral Resources. Although geological studies have shown that the province has the potential for developing natural resources such as gold, copper, oil, yet there is no active mining activity in WSP but applications for exploration by overseas mining companies has been done though the GoPNG for mineral exploration3. None of these are in the vicinity of the airport.

46. Surface and Ground Water Resources. The airport is situated within the coastal plains where swamp and small creeks drain out to the North West and south east respectively. With the young alluvial soils and limestone derived soils, there is the potential of using water in aquifers for the town water supply. Stoney Cave and Daunda Creek were possible water sources in the vicinity of Vanimo and readings in 2006 indicated 0.8 and 0.6 mg/L nitrate, pH of 7.7 and 7.8 and total coliform of 185 and 141 and 19 and 23 E Coli respectively4.

47. However, the airport water supply comes from the rainwater which is collected in the water tanks and supplied to the terminal facilities. The airport pavement upgrading will include supply of larger capacity tanks and improvements to terminal roofing area to capture more rainwater to adequately sustain the airport facilities

B. Biological Environment

48. Forest Resources. Vanimo has benefited economically for about the last 20 years from the cash generated in the area by the presence of a major logging operation in the area. Recently oil palm development has come into the province and a lot of forest has been cleared already. Vanimo Township including the airport area is well developed without any forest covered within the 100m radius of the township. The area of proposed runway extension has no forest cover.

49. Marine Resources. Presence of economical fisheries such as Tuna in the waters of WSP invites potential harvesting of Tuna legally and illegally by Asian vessels5. Other coastal fisheries project in the province is part of the provincial development plan (West Sepik Provincial Education Plan, 2007-2014). A notable fish project is located in Aitape district set up by youths. It involves buying and selling of fish in the abundance waters of the Province. Line technical departments such as Commerce, DPI and Fisheries assist in the smooth running of the project. The youth office has pursued to find markets in and out of the province to sell its fish (Gerald Towun, 1996). Improving the airport infrastructure will be an avenue to enable and enhance fisheries exports in the in and out of Vanimo, Sandaun Province.

C. Social-Cultural Environment

50. Population and Demography. The average population density is about 12 people per

2 (PNGRIS, 2008).

3 (PNG Minerals Resources Authority, 2015).

4 (SOPAC, 2006)

5 (WWF, 2015) shttp://www.emtv.com.pg/article.aspx?slug=WWF-Calls-for-the-Safety-of-Fisheries-Observers.

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square kilometers, making PNG the country with the lowest density in the Pacific region. Average density in this case is very misleading as there are great differences between provinces. For instance, WSP has a population density of 5 persons per square kilometers. Life expectancy is in PNG is 57 years and the adult literacy rate is approximately 65 % (2001 figures). The prediction of a doubling of the population in less than 30 years6 with potential extension of life expectancy will greatly increase the pressure on current land and natural resources with attendant environmental impacts.

51. Vanimo the Provincial Capital is a growing town of 14,314 people (estimated in 2000) and with a 1.8 percent annual increase the total population would be 17,663 in 2013. The population is largely rural based, with about 92% living in rural areas and 8% in urban areas. The provincial economy is largely a subsistence economy. It has a continuous influx of people from outside the province and also from the Papua province of Indonesia who either travel onto Djayapura for shopping or exchange goods in Vanimo.

52. Vanimo with the timber industry being dominant has a large port facility for the export of round logs overseas. Since 2010, the GoPNG is seeking to ban the export of round logs and encourage downstream processing within the country.

53. Cultural and Historical Sites, Schools and Housing. The province has more than 80 ethnic groups with about 86 different tongues. The main ethnic difference comes from the coastal and the mountain people of the province. Hence, these cultural and language diversity often possess a challenge in interpretation, understanding and communication of information, mobilizing community support for local participation in infrastructural development such as the airport upgrade.

54. There are no sites of cultural significance found near the area of the proposed development (Vanimo Airport). There are chapels and churches nearby in some villages and Vanimo town.

55. Health and Sanitation. The greatest health concern in PNG is Malaria followed by pneumonia, accidents and injury, chronic respiratory disease and maternal death. AIDS/HIV has been a disease of possible epidemic proportions although the inaccurate data do not provide total prevalent figures between the target age group of 25 -34 in males and 20 – 34 in females. The highest occurrence of AIDS/HIV has been in Western Highlands, WSP, Western, and Morobe Provinces and the NCD; areas where population concentration and pressures on the natural environment are highest. Vulnerable groups include women, sex workers, youth, the poor, and workers in industrial enclaves (mining camps, factories, etc.).

56. The whole town is completely reliant upon rainwater catchment for drinking water supply and the sanitation practices are centered on septic tanks and a percentage of “night-soil” collection from buckets. Meanwhile, a feasibility study is currently underway for a proper water and sanitation system, and Vanimo will be declared a water district for proper water and sanitation once the study is complete7).

IV. SCREENING ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

57. This section provides an assessment of the likely impacts associated with the pavement strengthening and associated works and ways to mitigate and/or manage them. The works will extend

6 (ADB 2005) 7 (S. Ova Jr, 2015)

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into government land beyond the existing airport boundary although there is less vegetation and rubbish piles to clear there. The assessment focuses on pre-construction, construction and operational stage impacts.

A. PRECONSTRUCTION

58. A number of activities will occur during the preconstruction phase where there is (i) the Establishment of Contractors Site and Facilities, (ii) Constructions Workers Accommodation and (iii) Stockpiling of Construction Material.

59. The three activities are confined within designated areas within the aerodrome area or in its vicinity. Some impact will occur on the physical environment where clearing and grubbing will occur to site these facilities.

60. Impacts on the Biological Environment will be minimal as no clearing is anticipated and the vacant aerodrome area will be taken up for the facilities, accommodation and lay down areas for construction material. Socio – economic impacts during the preconstruction will be positive should the community participate in pre-construction and there is always the possibility of STD and HIV should the contractors make contacts with the nearby villages, although the Contractors Public Relations Officer is tasked to ensure that these do not occur.

1. Establishment of Contractors Site and Facilities

58. The contractor’s work site establishment (inclusive of stockpiling) will be located outside of the airside and require an area of approximately 100 m x 50 m. Inappropriate disposal of wastewater and effluent from rest room and solid waste can cause pollution. Pollution anticipated to be generated during construction is expected to include day-to-day production of solid waste, domestic sewage, and oil and chemical wastes. The storage and handling of petro-chemicals will require careful management; an important part of the environmental management plan (EMP) will be requirement for an emergency response plan for spills and accidents.

59. The contractor’s depot area and yard/offices will be provided with sanitary disposal facilities that will address the generation of domestic wastewater and proper solid waste management. Silt traps shall be established around areas identified for clearing and drainage works to prevent siltation of any surrounding waters. During the pre-construction and construction period an adequate supply of an appropriate quality of water will be provided for both domestic (for the contractor’s depot area) and other purposes (construction activities i.e. concrete mixing, clean-up of machineries and washing of trucks).

60. Mitigation measures include:

Restricting the contractor to a single, pre-planned construction site;

Requiring the contractor to install a septic tank or mobile toilets (if not connected to the main sewerage system) of adequate capacity;

Establishing mechanisms for grey water to be managed according to site conditions;

Requiring that all lubricants be collected, stored correctly and recycled;

Ensuring that the contractor has a spill contingency plan including drainage/settling pond control, bunds-drainage around fuel and storage areas;

Provision of receptacles for rubbish and rubbish to be disposed of at approved site; and

Banning of burning of rubbish or waste permitted at yard or work site.

Provision of complete and proper PPEs to workers

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2. Construction Workers Accommodation

61. Establishment of contractors’ camp site will also comply with mitigation measures of waste management. Otherwise, contractor will rent a small compound for the skilled staff (10-15 persons) recruited for the construction works such as the Pavements Supervisor and Foreman, Mechanical Supervisor and Plant Operations Supervisor, etc. All other skilled and unskilled personnel which are estimated at 30- 40 persons shall be sourced locally and would not require housing in campsite.

3. Stockpiling of Construction Materials

62. The development works (i.e. pavement strengthening, runway extension, flight strip widening, construction of shoulders to runway, taxiway and apron, drainage improvements, etc.) entails the construction of sub-grade and subsequent pavement base, foundations, earthworks, and laying of pavement. These works will require gravel, sand, bitumen, culverts, backfill aggregate material and the supply of other requisite materials. The bulk delivery of materials will be stockpiled on site. Monitoring of this impact shall be implemented as part of the contractor’s environmental management plan (CEMP) with cleanup initiatives undertaken as required. Mitigation measures include:

Transportation of materials to be limited to short periods to minimize traffic disturbance;

Transportation to be only during the dry days when unsealed roads are strong and also to lessen impacts on nearby residences, run-off and soil loss;

Water trucks to be on standby to water-down dust generated from unsealed roads during transportation of materials.

All stockpiled materials to be adequately contained in a bund type of structure to minimize run-off and covered to minimize dust; and

Locate all stockpiled in controlled areas away from water bodies including nearby residential areas.

B. CONSTRUCTION 63. The Constructions phase has a number of activities or induced activities such as i) Clearing and Grubbing, ii) Pavement Construction, iii) Building Construction, IV) Storage and Handling of Fuel, Oil and Other Chemicals, V) Health and Safety, VI) Social Impacts, Vii) Noise impacts and Air Quality and VIII) Traffic Impacts. 64. All these activities will be confined to the construction area and physical and biological impacts will occur within the shrubs and trees that will be cleared for the new terminal and market buildings. There is the possibility of fuel, oil and other chemicals leaking into the water ways although there is no noticeable water way in the vicinity of the construction area. The limestone substrate allows for runoff to permeate through. 65. Health and Safety, Social Impacts, Noise, Air Quality and Traffic Impacts are ongoing impacts where appropriate mitigations measures will be in place in the Environmental Management Plan.

1. Construction Activity

66. Clearing and Grubbing. All grubbing of topsoil, clearing of grass areas and trees/shrubs, old fences and culvert materials clearance will require stockpiling in controlled areas during construction.

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All topsoil, grass and culvert clearance will be cleared and stacked to edges of the fenced area to allow for re-vegetation or taken to designated sites for reuse. Exposure of soil can degrade water quality through soil erosion, silt laden run-off and loose soil and debris entering waterways if works are undertaken in the rainy season. The projected duration of this impact is short-term and insignificant in scale provided that mitigation measures are properly implemented. Mitigation and management measures include:

Removal of only necessary trees/shrubs as indicated or marked by the project implementation unit (PIU);

Topsoil, grass and spoils resulting from old fence/culvert clearance material clearance to be re-used where possible to provide landscaping in terminal and parking areas; and

The removal of topsoil followed by placement of base coarse material quickly to prevent soil erosion.

Installation of sedimentation controls in drains 67. Pavement Construction. Excavation and disposal of the existing pavement can degrade water quality through soil erosion, silt laden run-off and loose soil and debris entering waterways if works are undertaken in the rainy season. All construction spoils including solid and coal tar wastes and empty containers from the work areas should be removed from site and transported to the public waste disposal area. The projected duration of this impact is short-term and insignificant in scale provided that mitigation measures are properly implemented. Mitigation measures include:

Locate stockpiles in controlled areas;

Sub-grade and sub-base material placed quickly after removal of topsoil;

Plan construction work during dry season; and cease work during rain

Removal of spoils and construction debris.

Disturbed areas re-vegetated immediately after earthworks completed and/or sealed;

Processing and stockpiling of bitumen and aggregate to be in designated area;

Materials to be stored in bounded area for duration of works;

Drainage controls applied during construction; and

Implement all measures for storage and handling of fuel, oil and chemicals.

68. Building Construction. Building construction such as airport terminal and NAC staff house will commence upon completion of the sub-ground service activities. Building construction shall occur in concurrence with runway pavement upgrading. Mitigation measures include:

All building material confined in a single secured area;

All building material, waste materials to be arranged in classification/order and stored in appropriate location;

Concreting to be performed after foundation framework is in place;

Excess concrete from drum and concrete chute to be cleaned at designated contractors’ site; and

Solid and liquid waste associated with the building construction to be taken to municipal waste dumpsite.

e. STORAGE AND HANDLING OF FUEL, OIL AND OTHER CHEMICALS

69. The use of equipment and plant during the works will require usage, storage and handling of fuel, oil and other materials. Subsurface water resources near the selected subproject road sections could be anticipated to be contaminated by fuel and chemical spills. The following mitigation measures are included in the EMP to reduce the levels of impact associated with such effects:

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Installation of oil and water separators, and traps on drains;

Development of safe storage areas (including bunds) and proper handling of hazardous and toxic materials;

Proper disposal of hazardous and toxic materials;

All vehicles, equipment and appurtenant facilities will be properly maintained during the works to reduce the risk of oil or fuel leakage;

Collect and recycle petroleum products;

Construction of bund walls and drainage systems around fuel storage areas; and

Contractor to prepare spill response plan/measures. 2. Health and Safety 70. During construction activities, work sites, traffic, and operation of equipment, plants and vehicles can pose health and safety risks for workers and the community. Health and safety codes of PNG and World Bank Group’s Environment, Health and Safety Guidelines (as per the SPS) will apply at all sub-project sites. Measures to mitigate risks include:

The contractor will conduct on safety and environmental hygiene training for all workers at no cost to the employees;

The contractor will instruct workers in health and safety matters as required by law and good engineering practice and provide first aid facilities at work sites and the depots;

Temporary fencing around the work sites and contractor yards/depots shall be erected and advisory signage installed;

Work shall only be undertaken during daylight hours;

The community will not be permitted to enter work sites or the contractor’s depots/yards;

Workers shall be provided with appropriate personal protective equipment (PPE) such as safety boots, helmets, gloves, protective clothes, dust mask, goggles, and ear protection at no cost to the workers;

Provision of potable water supply in work locations;

Establishment of safety measures as required by law and by good engineering practice and provision of first aid facilities.

Adhere to relevant Industrial Safety, Health and Welfare Act or guidelines of GoPNG, International Finance Corporation and World Bank.

3. Social Impacts During Construction 71. The presence of a construction workforce can create social impacts such as risk of spread of communicable diseases (such as STIs and HIV) and create social disruption as a result of conflicts between workers from outside and local people. The workforce required for the pavement construction and associated works will be relatively small but wherever possible local people should be employed. 72. The contractor for Vanimo airport upgrade will be required to give qualified local residents priority in participation/employment during construction, creating livelihood opportunities as a mitigation measure for the effect described above. After the works have been completed, the contactors shall ensure that workers from outside of Vanimo return to their original place of residence to avoid impacts from informal migration. 4. Noise Impacts and Air Quality 73. Air and noise pollution may be created by earthmoving, operation of heavy equipment and

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plant, transportation of materials to and from the site, and general works in the dry season generating dust and exhaust fumes such as Carbon Monoxide. 74. These impacts will be localized and temporary and can be effectively managed and mitigated with implementation of good engineering practice and measures included in the EMP. Vanimo airport is located in a busy area with noise coming from all moving vehicles in and out of town but away from sensitive receivers (schools and hospitals), although there are some residential areas close to the airport and the impacts can be reduced to negligible levels by:

Controlling speed of vehicles transporting materials to work areas;

Maintaining and regularly checking serviceability of vehicles;

Vehicles and equipment to be switched off (rather than idling) when not in use;

Works undertaken during daylight hours. No noisy activities undertaken at night or on public holidays; and

Vehicles transporting loose materials and stockpiles to be covered with canvas. Work site and vehicles to be watered-down if generating dust.

5. Traffic Impacts 75. The need to transport materials to and from the site can cause traffic congestion if not managed properly. The contractor shall be required to prepare a traffic management plan as part of the EMP to demonstrate how construction traffic can be handled during the works in order to minimize impacts on transportation networks in the vicinity of the sites. C. OPERATIONAL 76. At the completion of construction work, all materials will be removed or disposed of and the completed works will be in place. The only impact during the operational phase is the noise impacts which will be for the duration of approaching and landing aircrafts.

77. Operation Stage Issues. Aircraft noise emissions, whilst considered only a minor issue at present, can increase with increasing flight frequency in the future operation of the airport, and need to be proactively managed. The problem can mostly be ameliorated by the careful location of ground running, and by the times these activities are undertaken. Occupational and residential exposure to aircraft noise is expected to increase over time; however, the noise impacts will only be for very short duration during aircraft take-off and landing only. It is not a concern for the contractor at this stage. 78. Aircraft ground operating noise will require management negotiated agreements between airlines, NAC and the local communities on times, frequency and locations of operations. Noise from aircraft in flight requires addressing in the context of the EMP such as plants locate plant s away from aircrafts parking/approach area. NAC must prepare, regularly update and promulgate noise exposure forecasts in accordance with the ANZECC 1992 or Australian Noise Exposure Forecast. This shall be NACs operational matter.

79. NAC, airlines and other aviation operators will introduce, under the Civil Aviation Regulations, a formal Safety Management System. For all airports, this will address both temporary safety risks during construction, and ongoing safety risks during normal operations. This system will also address management of environmental impacts of accidents and safety management processes. V. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION A. Introduction

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80. As required by the Environmental Guidelines of the ADB and the SPS and ADB’s Public Communications Policy (2011), Focus Group Discussions (FGD’s)/Public Consultations were carried out separately with about 114 residents of Pewi Settlement, Ward 5 of Vanimo Urban Local Level Government (LLG). Consultations were held with executive staff of Provincial Administration and the established airport working committee members from the Provincial Administration. Consultation was done on Tuesday 22nd September 2015 and Wednesday 23rd September 2015. Table 2 displays the details for the consultations and number of participants (by male and female) for the meetings. The main issues raised and response to those issues or concerns follows this section (Refer Annex 1, Photo 4). Table 1: Consultation for Vanimo Airport

Date: 22/9/2015 – Sandaun Provincial Administration (SPA)

Names Position

Hendry Nom Desark N’drorit Henry Rakuasi Albert Mutumap Sylvester Nakia Conrad Tilau Joe Avou Sakarias Kai Andrew Lenya

Provincial Administrator (PA) Deputy PA – Policy Manager, Department of Works (DOW) Director Planning a/Physical Planner, Dept of Lands & Physical Planning a/Deputy PA Provincial Surveyor Provincial Lands Officer Provincial Lands Officer

Date: 23/9/2015 – Pewi Settlement, ward 5, Vanimo Urban LLG

Names Position

About 60 persons All are settlers

81. There are no village communities around the immediate proximity of the airport. Only settlements and residential areas. Hence, consultations were not considered beyond the airport perimeter area. There is also the possibility of potential issues such as locals’ intention to subcontract in the project, arising from individuals and communities outside of the airport area is consulted. The act of consultation will raise expectation and demands simply because it does not focus on certain group as in a village community. Similar arrangement will be carried out in the other provinces.

82. While land on which the settlers are residing is State land, they would like to be made well aware of the developments that are happening close to their houses. In that way, their houses crops and fruit trees planted could be compensated if they are asked to move.

B. Issues Raised and Responses

83. All the consultation was fruitful with unanimous support from all stakeholders consulted. Some of the issues raised relevant to the proposed development are as follows;

Vanimo airport is declared aerodrome land. NAC is the custodian of the land for aerodrome purpose.

All land matters concerning the airport upgrading project has been sorted out and there is no current outstanding issue. Clams of landownership shall be addressed through the Office of the Provincial Administrator whilst awaiting the formation of the Grievances Redress Mechanism established through a Working Committee with SPA.

Grievances Redress Mechanism (GMR) for the Project will be represented through a working committee to be established within the Sandaun Provincial Government &

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Administration.

Possibility of subcontracting to the main contractor by established local contractors

Construction of a mini airport market may be optional since the town nearest market is a walking distance (about 200m) from the airport terminal area.

Traffic congestion, dust and noise from contractors’ vehicles/trucks with normal traffic flow shall be managed by the contractor through a traffic management as well as part of the Environmental Management Plan.

These concerns and views from the SPA form part of the basis of this IEE and are unanimous in this development considering that the pavement strengthening and runway extension was just time to correct the deteriorated condition of the current runway pavements. It will allow for increased air traffic and visitation from people within Papua New Guinea and overseas.

SPA Support is indicated for the project implementation.

84. Settlers have raised concern on trespassers who cross the airstrip and often they are accused of these crossings. The erection of the galvanized fencing has stopped trespassing into the airfield which is a safety concern for operating aircrafts.

85. Provision of employment and livelihood opportunities during the construction and operations phases of the project. The residents of the Kapiak compound reiterated that they are available for employment opportunities at all phases of the project implementation.

86. These concerns and other points of view have formed part of the basis of this IEE, supplemented as necessary by the consultants’ own observations. The participants of the Public Consultation were unanimous in their support for the proposed development and will not interpose any objections to its implementation. C. Information Disclosure

87. In disclosing the environmental documents to the public, (i) NAC through the PIU is responsible for ensuring that all environmental assessment documentation, including the environmental due diligence and monitoring reports, are properly and systematically kept as part of the project-specific record; (ii) all environmental documents are subject to public disclosure, and therefore may be made available to public, on request; (iii) for category A and B-sensitive subprojects, the documents will be publicly disclosed through ADB’s websites 120 days before a periodic financing request (PFR) is submitted to ADB, while the IEE will be reviewed by ADB prior to disclosure; and (iv) NAC-PIU will consult the public, particularly with project affected persons.

88. Disclosure of relevant environment safeguards documents will be in an appropriate form, manner, and language and at an accessible location to be understandable to the affected people and local stakeholders. During Tranche 1 & 2, NAC established arrangements with provinces for coordination with a Project Coordination and Monitoring Committee (PCMC) and/or through the office of the Provincial Administrator (PA). Same procedure will apply for Tranche 3 projects.

89. A PCMC is set up within respective provincial administrations and this committee will oversee all concerns and grievances from the local communities and affected parties. Some Provincial Administration prefers a committee to be established with the Provincial Administration through the Office of the PA. For SHP, this is set up through the Provincial Administrator, supported by the Provincial Lands Officer, District and Local Level Government Officer and other resource and service departments such as Agriculture and Livestock and Customs. In the villages, councillors are the linkages between the Local Level Government and their Wards and they deliberate on issues. This forms part of the grievance redress mechanism (GRM) as explained in Section G.

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90. Where indigenous people or a linguistic group requires translation assistance, CADIP will ensure that translators and translation of information materials will be available. This will be done in a manner to ensure full consultation with and disclosure to affected persons and communities regarding the requirements for land acquisition & Resettlement (LAR) and GRM.

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VI. GRIEVANCE REDRESS MECHANISM

91. A GRM was established for CADIP during Tranche 1 and Tranche 2. The GRM to be implemented for Tranche 3 will reflect the steps and procedures already established but modify them to account for lessons learned. The GRM is a procedure for addressing environmental and social/land issues and concerns that may arise. During the course of the project it is possible that people may have concerns with the project’s environmental performance or social/land issues including the implementation of the project. Issues may occur during construction and again during operation. Any grievances dealing with construction and again during operation will need to be addressed quickly and transparently, and without retribution to the affected persons.

92. As noted in the previous section, NAC has an arrangement with provincial administrations through which grievances can be addressed. While NAC may have safety officers and operational managers at the Tranche 3 airport projects, they cannot be given the full responsibility of having to address grievances. They can however, only note and report to Provincial Administrations as partners in the provinces and/or through (i) an airport working committee, or (ii) the Provincial Coordinating & Monitoring Committee (PCMC). The airport working committee/PCMC is chaired by the provincial administrator and is made up of the deputy Provincial Administrators, Provincial Lands Advisor; Provincial Works Unit, relevant Intra-Governmental Officers and other government sectors represented in the province. Their role is to oversee project development in the provinces.

93. Where there are affected people for any airport development work, a grievance redress mechanism is in place through the airport working committee/PCMC and there is constant liaison between NAC–CADIP and the Provincial Administration, should the need arise to address any such land/social issues.

94. Papua New Guinea Land Disputes Settlement Act establishes procedures that have, as a first step, a mediation process whereby a designated mediator meets with the disputing parties to resolve grievances. CADIP will adopt this mediation process. This grievance redress process is established involving airport working committee/PCMC and appropriate community leaders and representatives. The NAC person on site such as a Safety Officer or the Operational Manager will be the first person to be contacted who will then liaise with airport working committee/PCMC to register, clarify and mediate potential issues.

95. The GRM will apply equally to the contractor who will be required to maintain a complaints registry recording complaints or issues raised and how they have been resolved. The registry will be subject to monitoring as part of Contractors’ Environmental Management Plan (CEMP) compliance checks.

96. Issues brought to the designated mediator within the community will be resolved within a timely manner. The three steps to resolve issues are as follows:

The mediator must meet with the disputing parties to resolve grievances within 2 – 14 days;

In the event of grievances over compensation claims that cannot be resolved through mediation at the local level, the airport working committee/PCMC and Provincial Lands Officer will hold the compensation amounts in trust and

Compensation will be paid in full upon final resolution of the case in the courts or other forum such as the Alternate Dispute Resolution process in accordance with the entitlements of the affected person. This must be completed within three months.

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VII. ENVIRONMENTAL MANAGEMENT PLAN 97. Mitigation measures, environmental monitoring, and capacity development are required to minimize the environmental impacts in the design, construction and operational phases. The EMP provides the set of mitigation and management measures to be taken during project implementation to avoid, reduce, mitigate, or compensate for adverse environmental impacts (in that order of priority). It may include multiple management plans and actions. It includes the following key components (with the level of detail commensurate with the project’s impacts and risks). It will be necessary to update the EMP during the detailed engineering design phase. A condition of the proposed loan will be the adoption and enforcement of a CEMP to mitigate negative impacts associated with airport improvement activities. The EMP matrix developed to cover the expected impacts for the pavement strengthening and associated works at Vanimo Airport is provided in Table 3. A. Institutional Arrangements

98. The overall MFF program will be oversight by a steering committee. The executing agency of the MFF Program will be the NAC. The PIU will be responsible for daily management and implementation of the projects comprising Tranche 3.

99. The NAC, through the PIU, will be the main agency/entity responsible in coordinating the implementation of the Environmental Assessment and Review Framework (EARF). This will include, but not be limited to;

ensuring that the EARF procedures are strictly adhered to preparation of environmental assessments will be carried out in a timely and adequate

manner environmental monitoring and institutional requirements will be fully met, while meaningful public consultations are carried out satisfactorily. NAC will submit the categorization environmental assessments, and monitoring reports

to ADB for review in a timely manner. Table 4 provides the responsibilities and authorities of key organizations involved in the implementation of the EARF.

100. The PIU is staffed with the national Environmental Officer (EO) and will be supported by an International Environmental Specialist (IES). The IES will be part of the NAC during the Project with the primary tasks to: (i) strengthen the environmental management of the Project during detailed design, bidding process, contract process, construction, and implementation, (ii) provide induction training to contractors prior to preparation and submission of the CEMP for each subproject. Provide assistance to EO and PIU for review and clearance of the CEMPs; (iii) supervise/monitor compliance with the approved CEMP of each subproject; (iv) undertake the necessary institutional strengthening including on-the-job training for the EO of NAC-PIU by giving major tasks to the EO in all of these activities under IES supervision; (v) prepare reports on environmental safeguards activities as required; and (vi) update the EARF and supervise and guide the environmental assessment process for projects to be implemented in the Tranche 3 as part of the PFR.

B. Task of Implementing Agencies 101. NAC-PIU. Table 3 sets out the Institutions responsible for implementing Safeguards Requirements in CADIP Tranche 3. NAC being the Executing Agency (EA) has the primary role of ensuring the Safeguard Measures and Issues are adequately covered. The Environment Officer (EO) is the focal person in providing feedback to environmental and social issues raised during the construction and operational phase of the project. He will be assisted by the International

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Environmental Specialist on an intermittent basis. On the ground in Momote, NAC’s Safety Officer will oversee daily operations of activities and can notify the EO of serious environmental noncompliance and the EO will visit to remedy the complaint. 102. ADB. ADB through the Papua New Guinea Resident Mission will provide guidance as to the submission of periodic monitoring reports from NAC that would meet ADB’s standards and guidelines before these are uploaded onto ADB website. 103. Scheduled missions from PNRM and PARD or other departments in ADB will oversee the monitoring and progress of the project as per loan covenant. 104. Contractor. The Contractor is to submit a Contractors Environmental Management Plan (CEMP) for approval by NAC and ADB on the mitigation measures that it will take in the implantation of the project. This CEMP will be approved and used in the submission of regular reports to NAC who will submit to ADB for perusal and approval.

105. CEPA. CEPA as the overseers of the Environmental Act 2000 will be updated on the submission of this IEE and its coherence with similar categories which is an Environmental Inception Report. This will be noted and assessed for compliance and under new fee arrangements the NAC may be liable for an assessment fee leading to a permit for the sub project.

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Table 2: Design, Construction and Operational Environmental Management Plan

LOCATION LOCATION POSSIBLE EFFECTS MITIGATING MEASURES

SIGNIFICANCE OF EFFECTS MITIGATION

COSTS INSTITUTIONAL

RESPONSIBILITY

NOT SMALL MED MAJOR

A. IMPACTS DUE TO AIRPORT LOCATION

1. Disruption of Surface Water

a. Changes in hydrological regimes

Airports and surrounding areas

i) Impairment of aquatic ecology ii) Drainage disrupted iii) Drinking water source

i) Dimension of drains ii) Diversion of stream iii) Use of grassed areas for runoff

X X

X NIL NIL NIL

PIU/EO PIU/EO PIU/EO

b. Pollution as leaking from stockpiles and spoils

Downstream from construction areas

i) Impairment of aquatic ecology ii) Drinking water source

i) Location of stockpiles on paved areas ii) Removal of stockpiles after construction iii) Re-vegetation after construction

X X

NIL NIL NIL

PIU/EO PIU

2. Disruption of groundwater

a. Changes in hydrological regimes

Airports and surrounding areas

i) Impairment of yields

X

NIL PIU

b. Pollution by spoils leachate

Downstream from construction areas

i) Impairment of drinking water

X

NIL PIU

3. Changes in nearby land values

Surrounding areas and nearby villages

I) Increase in vicinity of Airport

X

NAC/PIU

4. Loss of aesthetics Vicinity of Airports i) Loss of aesthetic value of land i) Landscaping and re-vegetation X USD10,000 Contractor/PIU

B. IMPACTS DUE TO DESIGN

1. Slope erosion Airport vicinities i) Siltation of rivers affecting hydrology and water quality

I) Installation of silt traps on all drains

X USD5,000

Contractor/PIU

2. Human and chemical waste

Downstream of Airport sites

i) Pollution of surface and groundwater resources

i) Installation of oil and water separators, and traps on drains ii) Development of safe storage areas and proper handling of hazardous and toxic materials iii) Proper disposition of hazardous and toxic materials iv) Connection of Airport to main sewer line or construction of proper septic tanks of adequate capacity

X USD10,000 Contactors/PIU

C. IMPACTS DURING CONSTRUCTION

1. Sediment runoff Downstream of Airport sites and waterways

10 Damage to aquatic/marine ecology and/or flooding issues

i) Locate stockpiles in controlled areas ii) Sub-grade and sub-base material placed quickly after removal of topsoil iii) Planned construction work during dry season iv) Removal of spoils and construction debris

X USD10,000

2. Safety of workers Airport sites i) Hazards to worker’s health and

safety i) Construction methodology under control of Safety Officer and CSC ii) Approved Contractor

’s Occupational Health

and Safety Plan

X

USD3,000

Contractors/PU

3. Communicable disease hazards Airport site and

adjacent villages and settlements

i) Risks to worker’s health i) Contractor to source labourers and workers

from the nearby villages X

NIL Contractors/PIU

4. HIV and other communicable diseases

Airport site and adjacent villages and settlements

i) Risks to worker’s health

ii) Risks to residents i) Contractor to source labourers and workers from the nearby villages ii) Contractors to increase awareness of workers

X X

NIL NIL

Contractors/PIU Contractors/PIU

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POTENTIAL

IMPACTS L OC ATI ON P OSS IBLE EFFE CTS MITIGATING MEASURES

S I G N I F I C A N C E OF EFFECTS MITIGATION

COSTS

INSTITUTIONAL RESPONSIBILIT

Y NOT SMALL MED MAJOR

5. Slum creation risks

Airport sites i) Slums forming in construction sites after completion of works

i) Demolition of structures as part of abandonment plan

X

USD10,000 Contractors/PIU

6. Cultural differences risk/social conflicts

Airport site and adjacent villages and settlements

i) Social disruption i) Contractor to source labourers and workers from the nearby villages

X

NIL Contractors/PIU

7. Escape of hazardous materials

Airports vicinities i) Health risks to residents of nearby communities /villages

i)Installation of oil and other traps on drains ii) Development of safe storage areas and proper handling of hazardous and toxic materials

X

NIL (cost included in

item C. 2.)

Contractors/PIU

8. Increase in levels of Total Suspended Particulates (TSP), SO2 and NO2

Airport site and adjacent villages and settlements

i) Health risks to workers and residents of nearby villages and communities

i) Locate Ancillary Facilities away from residential and settlement areas ii) Provide workers with Personal Protective Equipment (PPE)

X

USD15,000

Contractors/PIU

9. Noise Pollution Airport site and adjacent villages and settlements

i) Health risks to workers and residents of nearby villages and communities

i) Control vehicles speed in work areas and sensitive locations ii) Locate Ancillary Facilities away from residential and settlement areas iii) Provide workers with Personal Protective Equipment (PPE)

X

NIL (cost included in

item C. 9.)

Contractors/PIU

10. Water pollution from domestic sewage and wastes

Ancillary facilities Ii) Contamination of nearby water courses and land

i) Proper solid waste management system to be practiced in work areas

X USD5,000

Contractors/PIU

11.Ground and water contamination from oil and grease

Ancillary facilities i) Damage to surrounding areas from improper handling of materials

i) Collect and recycle petroleum products ii) Development of spill contingency plans iii) Construction of bund walls and drainage systems around fuel storage areas

X

USD15,000

Contractors/PIU

12.Disruption of utilities

Nearby settlements

i) Disruption of services I) Investigate limits to required services and minimize disruptions

X

NIL Contractors/PIU

13.Increase in traffic Surrounding areas i) Traffic congestion in major roads

i) Prepare traffic management plans X

NIL Contractors/PIU

14. Demobilization Ancillary facilities i) Solid waste generation i) Preparation of abandonment plan ii) Demolition of temporary offices and Contractor

’s Depot Area

iii) Dismantling of ancillary facilities iv) Re-vegetation of exposed areas v) Proper disposition of construction debris

X

USD10,000

Contractors/PIU

D. IMPACTS DURING OPERATION AND MAINTENANCE

1. Noise nuisances Nearby settlements

i) Noise pollution i) Establishment of buffers between airport and nearby settlement areas ii) Preparation of operational procedures by Airport Operator based on ANZECC 1992 or Australian Noise Exposure Forecast (ANEF).

X

USD15,000

NAC/PIU/ CEPA

3. Water pollution Downstream of Airports

i) Contamination of surface and groundwater resources

i) Proper handling, storage and disposal of petroleum, hazardous and toxic materials ii) Development of spill contingency plans

X

NIL PIU/ CEPA

4. Air pollution Airport vicinities i) Health hazards and nuisances to nearby villages and settlements

i) Regular monitoring of air quality in the vicinity of the airports and sensitive receptors

X USD15,000

PIU/CEPA

5. Increased traffic Airport vicinities and major roads into the Airports

i) Traffic congestion in major roads

i) Preparation of Traffic Management Plans

NIL PIU/Local Government Units

PIU – Project Implementation Unit; DC –Design Consultants; CEPA –Department of Environment and Conservation USD000,000 – Cost quoted are estimates and will be finalized upon completion o f Detailed Design (to be included in Bill of Quantities-BOQ)

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Table 3: Institutional Responsibilities for implementing Safeguards Organization Implementation Responsibilities

NAC –Project Implementation Unit (PIU) Environment Officer (EO) and International Environmental Specialist (IES)

Prior to the submission of the Periodic Financing Request (PFR) for subsequent projects the NAC will:

Prepare the environmental assessments (IEE), including an Environmental Management Plan (EMP) for each subproject and submit to ADB and public disclosure.

Ensure that adequate public consultation has been undertaken with affected groups and local stakeholders review the environmental assessments and submit the IEE documents as required, to ADB.

Submit the necessary environmental assessments to ADB in sufficient time to permit the necessary disclosure by ADB.

Undertake the necessary actions to ensure environmental compliance with the GoPNG’s and ADB’s requirements;

NAC –Project Implementation Unit (PIU) Environment Officer (EO) and International Environmental Specialist (IES)

Prior to the commencement of civil works, the NAC will:

Submit any of the environmental assessments required for regulatory approval of the CEPA and obtain approval, e.g., environmental clearance, environmental permits.

Ensure that all regulatory clearances for the subproject that are obtained from the relevant Government authorities are submitted promptly to ADB.

Ensure that the required mitigation measures during construction, the IEE and the EMP are included in the bidding document of the subproject and that all bidding contractors have access to the environmental assessments and EMP.

Ensure that the EMP and all required mitigation measures during construction, including conditions stipulated in the CEPA's clearance or environmental permit, are included in all the contracts signed by the Contractor(s) with requirements to update the EMP in response to any unexpected impacts and that all selected contractors have agreed the to implement the full suite of environmental mitigation measures prescribed in the EMP.

Receive environmental safeguard clearance on subproject(s).

Provide EMP induction training to contractors;

Review and clear the contractors CEMP for each subproject

NAC –Project Implementation Unit (PIU) Environment Officer (EO) and International Environmental Specialist (IES)

During the implementation of civil works, the NAC will:

Ensure that a contractor’s environmental management plan (CEMP) including all proposed mitigation measures and monitoring programs and relevant provisions of the environmental assessments is updated as required, and is properly implemented by the contractors.

Monitor the implementation of CEMP and present the monitoring reports to ADB.

In case unpredicted environmental impacts occur during project implementation, inform ADB, review the CEMP with the contractor, and implement alternative environmental mitigation program.

In case a subproject changes in scope, inform ADB and reconfirm the environmental classification, determine whether a supplementary IEE study is required, and carry out the study including the requirement for information disclosure and public consultation;

Submit the requisite reports on progress with social and environmental compliance and implementing the CEMP as required by the CEPA and ADB.

Ensure that ADB be given access to undertake environmental due diligence for all subprojects. However, the NAC will have the main responsibility for undertaking environmental due diligence and

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monitoring of all the subprojects. The due diligence report as well as monitoring reports on CEMP implementation, as required, will be systematically prepared and be made available to the public, if requested

ADB

During the implementation of Tranche 3, ADB will:

Regular reviews and approval of subproject IEEs.

Provide technical guidance to the NAC as needed.

Reviewing regular monitoring reports and officially disclosing the summary environmental assessments for selected subprojects (Category A and B sensitive) on the ADB website.

Review environmental assessment reports as a basis for subproject approvals. Disclose assessments of category “B sensitive” subprojects for 120 days via ADB websites (as required) before a PFR is submitted to ADB.

Monitor the EMP implementation, as required, and conduct due diligence as part of MFF reviews.

Provide assistance to NAC, if required, in carrying out its responsibilities and for building capacity for safeguard compliance.

Ensure that the NAC will conduct the required consultations with project affected groups and local NGOs in PNG, and that the NAC as project sponsor disclose relevant environment information on the project’s environmental issues in an appropriate form, manner, and language(s) accessible to those being consulted. Such information disclosure with affected people will be guided by the Public Communication Policy (2011).

Contractors Based on site specific conditions, prepare Contractor’s Environmental Management Plan (CEMP) for each site

Implement and report on CEMP as part of pavement strengthening and rehabilitation activities

Prepare monthly CEMP report as part of progress reports and submit to PIU. The report will also include the Monthly Accident Report and measures undertaken to address any non-compliance issues identified by the PIU (or CEPA).

CEPA Administration and enforcement of the Environment Act 2000 and its regulations as it pertains to the project

Identify whether EPs (with or without conditions) required for any identified site

Review IEE and other documentation required

Administer Contractor Waste Disposal permit applications and performance

106. The IES will be engaged intermittently for eight person-months during the Tranche 3 also in Tranche 4 period and will be assigned on an intermittent basis to undertake training and capacity building for environmental management in NAC and to guide the EO of PIU in preparing assessments, monitoring and reporting. The IES and EO will jointly be responsible for overall environmental management of Tranche 3.

C. Monitoring and Reporting

107. Environmental monitoring will consist of regular systematic checking that the environmental management measures are being implemented effectively during each stage of the sub-project i.e. pre-construction and design, construction and operation.

108. Monitoring during construction will be the responsibility of the contractor and NAC (carried out by EO) and IES within the PIU. Monitoring will relate to compliance with construction contracts (including EMP measures and provisions), the state and health of

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the nearby environmental resources, and the effectiveness of mitigation measures and complaints. Monthly progress reporting will include a summary of this monitoring submitted to the NAC on a regular basis (at least quarterly) and to ADB semi-annually.

109. The estimated cost for the monitoring plan is $25,000. The costs of the environmental mitigation plan will be part of the construction costs (Appendix A).

110. Table 5 presents the key activities for environmental monitoring that wil l be incorporated into the EMP whilst Table 6 states the roles and responsibilities for environmental monitoring. Table 7 shows the specifics of the environmental parameters to be monitored and the frequency of monitoring to be undertaken by the contractor using appropriate equipment to be procured by the contractor or through specialised firms. Table 8 shows the summary of the environmental management costs including implementation and monitoring costs.

111. The PIU will be responsible for reporting progress of Tranche 3 to NAC and ADB. Monitoring of each contractor will cover monthly progress and CEMP implementation and compliance (including general good practice). A section on safeguards activities and compliance with the CEMP for each subproject will also be included in quarterly progress reports (QPR) prepared for NAC and ADB.

112. The reporting will be as per the following schedule:

A report at the end of detailed design incorporating a section prepared by the IES and EO on how detailed design has reflected environmental impact avoidance or mitigation and climate resilience;

A monthly report prepared during construction by each contractor reported on progress and CEMP activities, issues and corrective actions,

A report prepared every 3 months (the QPR) by the PIU. The QPR will include a section on safeguards activities and CEMP compliance for each subproject and will summarize the monthly reports submitted by the contractors; and

A semi-annual safeguards monitoring report (prepared every 6 months) by the IES and EO.

113. The Project completion report will include a section on safeguards implementation and make recommendations as required for modifications to the processes set out in the EARF and EMP procedures based on the review undertaken at the end of the project The safeguards section will be prepared by the IES and EO three months prior to the end of Tranche 3.

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PIU – Project Implementation Unit; CSC – Construction Supervision Consultants; NAC – Civil Aviation Authority; CEPA –Department of Environment and Conservation

1 Specific sampling stations will be defined during the conduct of the baseline survey before commencement of works

114. PHASE/IMPACT

MITIGATING MEASURE

PARAQMETRES TO BE MONITORED STANDARDS LOCATIONS

1 DURATION FREQUENCY IMPLEMENT SUPERVISE

PRE-CONSTRUCTION PHASE

1. Erosion, siltation and flooding of waterways

i) Drainage design ii) Use of gently sloping grass surfaces iii) Silt traps in all drains

i) Drains are of sufficient quantity and size to accommodate additional volume ii) Silt traps are of sufficient quantity and size to protect surrounding areas from siltation

Capacity sufficient for 80% of 30 year maximum

Momote Airport Detailed Design Phase

Once at Detailed

Design Phase

Design Contractor

PIU

CONSTRUCTION PHASE

1. Sediment runoff i) Stockpiles in controlled areas ii) Sub-grade and sub-base material placed immediately after removal of topsoil iii) Planned construction during the dry period iv) Removal of spoils and construction debris v) Provision of sediment traps

i) Inspection of stockpiles ii) Construction schedule for earthworks iii) Contents of sediments traps iv) Turbidity of streams

i-iii) Stockpiles and earthworks are managed to best practices- Defined in Final EMP iv) Water Quality Standards of CEPA

Momote Airport Construction period

Monthly Contractor/ PIU/CSC

CEPA/NAC

2. Water Pollution i) Installation of oil and other traps on drains ii) Proper handling and storage of hazardous and toxic materials iii) Locate ancillary facilities away from settlement areas

i) Inspection of storage of hazardous and toxic wastes areas ii) Inspection of oil traps in drains iii) Pollution load of downstream water courses

i-ii) Best practices – Defined in final EMP iii) Water Quality Standards of CEPA

Momote Airport Construction Phase

Monthly Contractor/ PIU/CSC

CEPA/NAC

3. Health and safety of workers

i) Construction methodology and work plan ii) Contractor

’s approved OH &S

Plan

i) Site inspection i) Compliance with method of Working Plan and OH & S Plan

Momote Airport Construction Phase

Monthly Contractor/ PIU/CSC

CEPA/NAC

4. Demobilization i) Preparation of abandonment plan ii) Demolition of temporary offices and Contractor

’s Depot Area

iii) Dismantling of ancillary facilities iv) Re-vegetation of exposed areas v) Proper disposition of construction debris

i-v) Inspection of operations and site

i-v) Best practices – Defined in Final EMP

Momote Airport End of construction phase

Once Contractor/ PIU/CSC

CEPA/NAC

OPERATION AND MAINTENANCE PHASE

1. Noise disturbance

i) Establishment of buffers between airports and nearby settlements ii) Preparation of operational procedures by Airport Operator

i) Ambient Noise i) ANZECC 1992 or Australian Noise Exposure Forecast (ANEF)

Momote Airport Operations Semi-Annual PIU/NAC CEPA

2. Water pollution i) Proper sanitation and sewerage systems (construction of septic tanks or connection to main sewer line) installed ii) Spill contingency plan

i) Inspection of operations and site ii) Storage for hazardous and toxic materials

i-ii) Water Quality Standards of PNG-CEPA

Momote Airport Operations Semi-Annual PIU/NAC CEPA

3. Air pollution i) Proper maintenance of vehicles ii) Re-vegetation of exposed areas

i) Total suspended particulates i) CEPA Air Quality standards Momote Airport Operations Semi-Annual PIU/NAC CEPA

Table 4: Environmental Monitoring Plan

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Table 5: Roles and Responsibilities for Environmental Monitoring

VIII. CONCLUSION AND RECOMMENDATION

115. The project will cause short-term environmental disturbances associated with construction activity that will be mitigated by operational procedures during construction, within the framework of a contractor’s approved EMP in line with the EMP stated herein

No Environmental Monitoring Tasks Implementation Responsibility

Implementation Schedule

1 Design Phase

1.1 Disclosure of subprojects to CEPA and monitor permitting.

NAC-PIU, EO Prior to construction

1.2

Audit project bidding documents to ensure IEE and EMP included in bids and environmental criteria are included in evaluation.

NAC-PIU (by IES and EO)

Prior to issue of bidding documents.

2 Construction Phase

2.1

Orientation and briefing of contractor’s management, site agents with regards to all IEE and EMP requirements.

NAC-PIU (by IES and EO)

First orientation/briefing 1 month prior to commencement of each contract and refresher orientation/briefing at least yearly during construction period.

2.2

Monitor the performance of environmental training by contractor and briefings and of the environmental awareness of Contractors staff, tool box talks and & refresher courses.

NAC-PIU (by IES and EO)

Ongoing, prior to and during implementation of works and operation.

2.3

Regular (monthly) monitoring and reporting (quarterly) of contractor’s compliance with statutory environmental requirements

NAC-PIU (by IES and EO)

Continuous throughout construction period.

2.4

Regular (monthly) monitoring and reporting (quarterly) of contractor’s compliance with contractual environmental mitigation measures including EMP.

NAC-PIU (by IES and EO)

Continuous throughout construction period.

2.5

Regular (monthly) monitoring and reporting (quarterly) of complaints and responses or environmental mitigation measures

NAC-PIU (by IES and EO)

Continuous throughout construction period.

2.6 Monitor adjustments to the EMP for unexpected impacts and the thorough implementation of detailed EMP.

NAC-PIU (by IES and EO)

During all phases of the Subprojects

2.7

Commissioning phase monitoring of facilities versus environmental contractual performance criteria. Check EMP compliance.

NAC-PIU (by IES and EO)

At commissioning.

3 Operation and Maintenance Phase

3.2

Post construction monitoring of air/noise/water quality at any sites where complaints about water quality from works were justified in construction phase.

NAC-PIU (by EO)

Semi-annual up to 3 years after completion of construction or until air, noise and water quality meets baseline conditions.

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(Table 5 above) to be supervised by the PIU.

116. Mitigation measures to prevent or minimize unnecessary impacts are also provided. Potential impacts and risks during construction were also characterized as short term and unnecessary impacts will be minimized through good construction management and housekeeping practices. An EMP containing impact mitigation and monitoring plan to mitigate the potential impacts has been prepared to ensure that the project will be implemented in an environmentally sound and sustainable manner.

117. Positive impacts to the local economy will accrue through new income earning opportunities for locals generated by demand for labour, women participation to semi-skilled during construction; and airport staffing and management arrangements, and through the creation of new non-aeronautical business opportunities in the terminal facilities and surrounding areas.

118. This IEE concludes that in the context of appropriate mitigating strategies described above, and the positive environmental benefits to flow from the Project, environmental impacts can be managed within acceptable levels. There are no significant environmental impacts needing further detailed study or EIA. All potential and associated impacts can be addressed through implementation of the mitigation measures as proposed in the IEE. Provisions will be made in the Project Budget to cover the environmental mitigation and monitoring costs.

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APPENDIX A: ENVIRONMENTAL MONITORING PLAN Table 6: Matrix of EMP for Vanimo Airport

ENVIRONMENTAL

PARAMETER

INDICATOR PARAMETER

MONITORING FREQUENCY

PLANNED AREA OF

MONITORING

EQUIPMENT REQUIREMENTS

AND COST (US$)

COST OF MONITORING

(MONTHLY COST IN US$)

Air and Noise

Sulfur dioxide

Monthly During Construction

Period/Semi-Annual During

Operation Period

2 stations

1 Unit - PM10 Portable US$2500

1 Unit - 3 Gas Analyzer Portable

US$2000.00

US500.00 (includes

transportation and lab

analysis)

Nitrogen dioxide Monthly During

Construction Period/Semi-Annual

During Operation Period

Total Suspended Particulate

Monthly During Construction

Period/Semi-Annual During

Operation Period

1 unit – Noise Metre

US$500.00 US$400.00 ((includes

transportation and lab

analysis)

Noise

Monthly During Construction

Period/Semi-Annual During

Operation Period

Water Quality

Temperature pH

Biological Oxygen

Demand (BOD) Dissolved

Oxygen (DO) Oil and Grease Total Coliform

Count Total

Suspended Sediments

(TSS) Total Dissolved

Solids (TDS)

Monthly During Construction

Period/Semi-Annual During

Operation Period

1 Station

1 Unit Portable Water

Quality Analyzer US$2000.00

US600.00 (includes

transportation and lab

analysis)

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Table 7: Summary of Costs for the Proposed Works

1Costs quoted are estimates and will be finalized upon completion of Detailed Design Phase (to be included in

Bill of Quantities). Costs will be incorporated in total construction cost. 2Cost inclusive of equipment, transport, and laboratory analysis for Baseline survey before commencement of

works, 12 months of construction period and 3 years operation phase (at six-month interval).

PHASE COST1 (US$)

Impacts Due to Pre Construction 30,000.00

Impacts During Construction 98,000.00

Sub-Total 128,000.00

PARAMETER EQUIPMENT (US$) MONTHLY

MONITORING (US$) COST2 (US$)

Air and Noise One set of equipment for EO 900.00 15,800.00

Water Quality One set of equipment for EO 600.00 9,200.00

SUB-TOTAL 1,500.00 25,000.00

GRAND TOTAL 153,000.00

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APPENDIX B: PHOTOGRAPHS

Photo 1: NW END OF RUNWAY LOOKING TOWARDS VANIMO HARBOUR

Photo 2: END OF PROPOSED RUNWAY EXTENSION AREA Area is used as a dumping site with scattered banana plots.

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Photo 3: LINED DRAIN FOR DRAINAGE AT NW END OF EXISTING RUNWAY

Photo 4: W END OF RUNWAY WITH UPGRADING TAKING PLACE

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Photo 5: CONSULTATION WITH WEST SEPIK PROVINCIAL ADMINISTRATION

Photo 6: CONSULTATION WITH PEWI SETTLERS - VANIMO