ENVIRONMENTAL

MANAGEMENT

PLAN TRANSPORT SECTOR CONSOLIDATION PROJECT MINISTRY OF TRANSPORT KINGDOM OF TONGA

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Table of Contents Page no.

Acronyms 1 INTRODUCTION ..................................................................1

1.1 Brief Background on Transport Sector ...................................................1 1.2 Project Development Objective ...............................................................2 1.3 Description of Project Components ........................................................2 1.4 Requirements for this Project to comply with Government of Tonga

and World Bank Safeguards Policies ......................................................4 1.5 Project Institutional and Implementation Arrangements .......................5

2. Biophysical Baseline Data ..................................................................7 3. Environmental Regulatory Framework ................................................9

3.1 Provisions of National Environmental Laws ...........................................9 3.2 Provisions of National Land Laws .........................................................10

4. Environmental Management Plan ......................................................12 4.1 Monitoring Arrangements ......................................................................16 4.2 Budget ......................................................................................................17

Appendix 1 – Schedule 1 of the Environmental Assessment Act 2003 A1

Acronyms CAD Civil Aviation Division DOE Department of Environment EIA Environmental Impact Assessment EMP Environmental Management Plan ENSO El Nino Southern Oscillation EUA ‘Eua GOE Government Owned Enterprise GOT Government of Tonga HAP Ha’apai IDA International Development Assistance ICR Implementation Completion Report IOC Incremental Operating Costs ISR Implementation Status Report LAD Land Transport Division MAD Maritime Division MET Meteorology MLCI Ministry of Labour, Commerce and Industries MLSNRE Ministry of Lands, Survey, Natural Resources and Environment MOF Ministry of Finance MOP Ministry of Police MOT Ministry of Transport MOW Ministry of Works NFTO Niuafo’ou NFTP Niuatoputapu PAT Port Authority Tonga SDP8 Strategic Development Plan 8 TAL Tonga Airports Limited TBU Tongatapu TSCP Transport Sector Consolidation Project VAV Vava’u WB World Bank

1 INTRODUCTION 1.1 Brief Background on Transport Sector Transportation in Tonga has been managed by several different ministries, namely the Ministries of Civil Aviation (air), Marine and Ports (sea), Works (road maintenance and construction), Police (traffic), Lands Survey Natural Resources and Environment (land – road planning), and Labour Commerce and Industries (land transport tariffs). The Government of Tonga, in accordance with its Economic and Public Sector Reform program, and Strategic Development Plan 8 (SDP8), took the decision to consolidate the transport related functions and create the Ministry of Transport. The consolidation of the Ministry of Transport commenced with the bringing together of the Ministries of Civil Aviation and Marine and Ports with effect from 1 July 2006. Responsibilities for traffic management (including vehicle licensing, registration and inspection) will be transferred to the MOT from 1 July 2008. Further consolidation of the MOT to include land transport functions and responsibilities is expected to take place in the near future following the recommendations of studies to be funded under the Tonga Sector Consolidation Project (TSCP) supported by the World Bank. The MOT is responsible for the safety and economic regulation of the transport sector with relevant divisions within the MOT responsible for safety regulation of their relevant sub-sector. Economic regulation, policy and planning of the sector as a whole is the responsibility of the Corporate Services, Policy and Planning division of the MOT. Air transport services in Tonga are subject to the safety regulation of the Civil Aviation division (CAD) of the MOT. Air transport services include international services with New Zealand, Australia, Fiji and the United States of America, and domestic services between the four island groups. There are six airports in Tonga, with the two main airports of Fua’motu International Airport and Lupepau’u International Airport servicing both domestic and international flights. The airport network has been recently corporatised (2 July 2007) as part of the MOT’s goals to separate its operational and regulatory functions, and is now managed by Tonga Airports Limited. Maritime services in Tonga involve both domestic inter-island services and international services. Safety regulation of the sector is the responsibility of the Marine division within the MOT. Ports in Tonga continue to be managed by the Marine Division, with the exception of the main international port of Nuku’alofa being managed by the Ports Authority. Land transport is currently the responsibility of several different ministries, namely MOP, MLSNRE, and MOW. It is intended that the functions and responsibilities for road planning, construction and maintenance, as well as traffic management including vehicle registration, licensing and inspection, will be consolidated under a Land Transport Division within the MOT. Support for the consolidation of the sector through the TSCP is required to establish appropriate legal and organisational frameworks to meet international obligations, and to establish appropriate and sustainable mechanisms to fulfil its ongoing responsibilities for the transport sector.

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1.2 Project Development Objective The project development objective is to assist the Government of Tonga to advance ongoing transport sector reforms and initiatives so that the sector can better respond to both current and future national needs in a safe, secure and sustainable manner. The expected outcomes of the project are:

• Improved clarity of powers and responsibilities of central government agencies for sector governance and preparation of policies, legislation and plans to guide transport sector development;

• Safer and more reliable inter-island transport for residents and tourists; • Improved security arrangements and compliance with requirements for

international transport; • Greater sustainability of responsible transport sector agencies (land, sea and

air), with reduced reliance on central government subsidies, and clearer assessment of capital expenditure, operation and maintenance costs and benefits, with greater ability to justify and manage explicit central subsidies for specific target groups; and

• Reduced maintenance backlog, improved operational efficiency, improved performance and reduced costs for business and individuals using upgraded facilities.

1.3 Description of Project Components The proposed IDA grant would support three main components:

a. Component 1: Establishing a framework for sustainable development of the transport sector. Assistance to develop an improved policy, planning and legislative framework for the sector as well as medium-term investment plans and strategies consistent with the long-term sustainable capacity of Tonga.

b. Component 2: Meeting mandatory urgent and high priority

obligations. Assistance to respond to and meet mandatory (urgent and high priority) safety and security needs as required under international agreements, treaties and obligations.

c. Component 3: Transition towards sustainability in the transport

sector. Implementation of measures required to institutionalize and transition the Ministry of Transport and other sector agencies as appropriate into a more-sustainable position after the initial framework is established and initial critical investments are made, including assistance to implement strategic items consistent with the framework developed in Component 1 and a review and update of sector legislation.

Component 1 of the TSCP project focuses on TA to review the various institutional arrangements, make appropriate recommendations, and to establish an institutional and legislative framework. As such, it is unlikely that there will be any adverse environmental impact from these components. Components 2 and 3 of the TSCP will finance a number of civil works/investment activities and purchase of certain equipment.

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Of these, the following table lists those activities funded under the project that may/will have some environmental impact.

Sector Project Description Aviation Purchase of new Fire Engine Aviation Purchase of new generators (TBU and VAV) Maritime Ferry Terminal paving, Ramp Reconstruction and Dangerous

Goods Isolation (TBU) – Resurfacing of existing unsealed surface for passenger faciliatation, assembly areas, cargo loading/unloading. Some ramp reconstruction is also involved to widen the existing ramp to facilitate the new inter-island ferry. Dangerous Goods Isolation area involves a concrete slab foundation, securely fenced.

Maritime Minor Installation Works (Navigational Lighting) (EUA) – Concreting of small foundations for the installation of navigational and wharf lighting

Maritime Ramp Reconstruction and Cargo Management (concreting), Minor Installation Works (Navigational Lighting) (NFTP) – Reconstruction of existing ramp (using existing ramp design and drawings) to facilitate safe loading/unloading of passengers and cargo

Maritime Upgrading Landing Site, Minor Installation Works (NFTO) – Concreting of existing hazardous and uneven rock (lava flow) landing site and concreting small foundations for the installation of navigational lights and wharf lighting

Maritime Ramp Reconstruction, Dangerous Goods Isolation and Minor Installation Works (Navigational Lighting) (VAV) – Reconstruction of the existing two narrow ramps to construct one single wider ramp necessary for facilitation of the new inter-island ferry;

Maritime Ramp Widening and Adjustment, Dangerous Goods Isolation, Minor Installation Works (Navigational Lighting) (HAP) – Widening of the existing ramp to enable it to facilitate the new inter-island ferry, concrete slab with secure perimeter fencing for isolating dangerous goods; concreting small foundations for the installation of navigational lights and wharf lighting

Maritime Installation of Navigational Light Beacons and Lattice Towers (all ports) – Replacement of existing beacons and lattice towers, and installation of new beacons where needed for safety and security

Maritime Installation of Solar Lighting (all ports) – Replacement of existing lighting

Maritime Installation of Leading Lights and Buoy Lights (all ports) – Replacement of existing lighting and installation of new lighting where needed for safety and security

Table 1: Activities that may/will have some environmental impact

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1.4 Requirements for this Project to comply with Government of Tonga and World Bank Safeguards Policies

A through technical review of these investment activities in terms of their location, handling, and transportation associated with their use, their construction/civil works needs, and operations and maintenance requirements has concluded the following;

1. There will be no land acquisition required whatsoever under this project for any reason since for the maritime sector activities will be located or undertaken at the existing sites of the domestic Ferry Terminals in Nuku’alofa, Vava’u, Ha’apai, and the other islands. Similarly, with regards to aviation, all activities will be located at or undertaken at the existing site of Fua’amotu International Airport on Tongatapu, and other international and domestic airports on the other islands in Tonga. Therefore, there will be no adverse social impact in terms of land use.

2. Any adverse environmental impact, where it occurs at any stage, will be

small if not negligible, local, and confined to the immediate vicinity where it may occur and can be readily avoided and or easily mitigated through widely available and tangible mitigation measures.

For these reasons, in compliance with the Laws and Policies of the Kingdom of Tonga and the World Bank’s own Operational Policy on Environmental Assessment OP4.01, no environmental assessment is required, and using the latter policy, this project satisfies the Environmental Assessment category for a “C” project. Pursuant therefore to the requirements for category “C” projects in OP4.01, the Government of Tonga (GOT) has prepared this Environmental Management Plan (EMP), which will be integrated into the technical design and contracts for all civil works, and where necessary will also be adopted by Tonga Airports Ltd for maritime and aviation issues respectively, involving measures to be adopted during operation and maintenance of any of these activities. OP4.01 and the World Bank’s Policy on Disclosure of Information, requires that this EMP be disclosed both locally in Tonga and at the World Bank Infoshop, before appraisal of this project. This EMP will require approval by the GOT through the Department of Environment, and a review and acceptance by the World Bank prior to this disclosure.

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1.5 Project Institutional and Implementation Arrangements The Ministry of Finance (MOF) will be responsible for the overall coordination of the TSCP, and for making appropriate financing arrangements with the key project implementing agencies. Key project implementing agencies are the Ministry of Transport, in particular the Land Transport, Civil Aviation and Maritime divisions, and Tonga Airports Limited (TAL).

a. Ministry of Transport This ministry is one of the key implementing agencies and will be comprised of four (4) main sector divisions: Land Transport, Civil Aviation, Maritime and Meteorolgoy (MET). Of these, the Land Transport, Aviation and Maritime divisions will be involved in the TSCP.

i. Civil Aviation Division – this division will be responsible for the policy, planning and regulation of civil aviation. This division has been formed from the previous Ministry of Civil Aviation, and was also previously responsible for the operation of Tonga’s airports. However in line with Tonga’s efforts to separate operational and regulatory functions, this has recently been separated through the corporatisation of the airport network and establishment of a GOE, Tonga Airports Limited (TAL).

ii. Maritime Division – this division will be responsible for the policy,

planning and regulation of Tonga’s maritime environment and ports. This division has been formed from the previous Ministry of Marine and Ports.

iii. Land Transport Division – this division will hold the responsibility for

road planning and management, vehicle inspection and registration, licensing, and traffic management devices. This division will be drawing together these functions and responsibilities from the Ministries of Lands, Survey, Natural Resources and Environment, Police, and Works. In addition, the responsibility for setting land transport related tariffs (eg. taxi/bus fares) will also become part of the functions of the Ministry of Transport (as part of economic regulation division), transferred from the Ministry of Labour, Commerce and Industries.

b. Tonga Airports Limited (TAL)

TAL, as a duly incorporated commercial company in its own right, is one of the key implementing agencies under the TSCP, along with the MOT. TAL is a wholly owned government enterprise and is responsible for the operation of Tonga’s airport network. The corporatisation of TAL is a recent event (effective 2 July 2007) and was one of the first steps taken by GOT to separate the operational and regulatory functions within government. While it is intended that TAL operate on a stand-alone basis, it does not have the capacity to self-fund large items such as runway works, navigational aids, or large scale renovations/construction. Most of the aviation activities under Components 2 and 3 of the project involve urgent or high priority upgrades to existing aviation airport

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infrastructure (mandatory navigational aids, security and safety requirements). As the airport operator, TAL is responsible for the provision, maintenance and operation of these mandatory requirements. However, due to its limited capacity for self-funding, and in light of the urgent need for this equipment, and with consideration to the importance of providing safe and secure international and domestic air transport, the GOT has decided to support TAL through the TSCP. A memorandum of understanding will be established between TAL and MOT as part of the project implementation, to govern the activities and financial arrangements under this project.

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2. Biophysical Baseline Data The Kingdom of Tonga is a small island developing country located in the Central South Pacific between 15° and 23° 30’ South and 173° and 177° West. It is an archipelago of 172 named islands (total land area of 747km2), 36 of which are inhabited (land area of 670km2). Tonga’s total population is estimated at 116,921 (July 2007)

Tonga consists of four main island groups extended over a north-south axis: Tongatapu and ‘Eua southernmost, Ha’apai, Vava’u and the Niuas (Niuafo’ou and Niuatoputapu). Nuku’alofa, the capital, is situated in Tongatapu, the laisland.

rgest

The Kingdom’s islands are comprised of both volcanic and uplifted coral islands and reefs. Tongatapu and ‘Eua are limestone capped islands. Ha’apai has high volcanic and low limestone islands. The south of the Vava’u group is generally composed of high volcanic and elevated limestone islands with reef communities or fringing reefs. The Niuas are high volcanic islands surrounded by fringing and barrier reefs.

Figure 1. Map of the Kingdom of Tonga Population density is high, with the main concentration on Tongatapu (approximately 69% of total population). Vava’u is the next largest population centre with16% of the total population, followed by Ha’apai (8%), ‘Eua (5%) and the Niuas (2%). Climate Tonga’s climate is tropical with an average temperature range from 25°C to 26°C in the Hot Wet season (November – April) and 21°C to 24°C in the Cool Dry Season (May – October). Tonga is also vulnerable to tropical cyclones which occur during the hot wet season. Rainfall The wettest months are January, February and March with an average of 250mm per month, and humidity levels up to 75%. Average rainfall in the dry season is less than 250mm per month with humidity levels of 67%. Mean annual rainfall in the major island groups is shown below:

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Mean Annual Rainfall (mm)

Tongatapu 1753mm Ha’apai 1689mm Vava’u 2185mm

Table 1. Mean Annual Rainfall in major island groups (1947-2001) Rainfall is highly variable from year to year and abnormally low or high rainfall persisting for more than three months is extremely rare. Two significant causes of rainfall variation in Tonga are ENSO (El Nino Southern Oscillation) which causes prolonged drought, or Tropical Cyclones which result in unusually wet years. Forestry There are few remaining natural forests in Tonga and those remaining are primarily restricted to steep, remote, inaccessible areas, uninhabited island, coastal areas, swamps and mangroves. There is one national park located on ‘Eua. Coastal Resources Coastal resources are important to Tonga’s economy and livelihoods. All sea resources and coastal areas 50 feet above the high tide watermark are Crown property and the rights to all resources (sand, dead coral, marine life) are vested in the Crown. Coastal areas include various ecosystems such as mangroves, coral reefs, sea grasses, beaches and diverse species that inhabit the coastal habitats. Fisheries Reefs and lagoons are the primary fishery for subsistence supplies. A wide range of shellfish and other marine life are also harvested from tidal flats at low tide of consumption. Commercial fishing is also an important part of the economy and is divided into three categories; offshore, bottomfish and inshore resources. Each category varies in magnitude and are subject to different levels of exploitation. Management of this resource is administered through the Ministry of Fisheries. Natural Resources Tonga has limited natural resources and depends almost entirely on imported petroleum products for energy production. Solar photovoltaic technology is used to provide electricity for remote rural communities, primarily on outer islands that do not have a grid power supplier. Solar thermal application for domestic water heating is also well developed on Tongatapu and has expanded in the residential sector and within the tourism industry.

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3. Environmental Regulatory Framework 3.1 Provisions of National Environmental Laws Tonga has a well established regulatory framework that provides measures to protect and preserve the environment from abuse, pollution and degradation, to manage the environment for sustainable development and to promote environmental awareness. Legislation concerning the protection and preservation of the environment is found in a number of Acts and is the responsibility of a number of different Ministries according to their focus. Amongst these, is the following key legislation:

• Environmental Impact Assessment Act 2003 (Regulations have been drafted and are awaiting approval)

• Marine Pollution Prevention Act 2002 • Parks and Reserves Act 1988 • Fisheries Management Act 2002 • Aquaculture Management Act 2003 • Birds and Fish Preservation Act 1988 • Public Health Act 1992

Copies of these Acts and subsidiary legislation are available online at www.legislation.to The Department of Environment, in the Ministry of Lands, Survey, Natural Resources and Environment, is the principal agency responsible for the management of the environment, and in administering the environmentally related legislation in Tonga. It provides environmental assessments, reports and recommendations to the responsible Ministry, as well as being mandated under the Environmental Impact Assessment Act 2003 to require environmental impact assessments and impose conditions for development projects within Tonga. In this sense, activities funded under the TSCP will follow the GOT’s established procedures and associated guidelines established under the Environmental Assessment Act 2003, and environmental legislation of the relevant ministry. The Environmental Impact Assessment Act 2003 The Environmental Impact Assessment Act 2003 is specifically concerned with ensuring development projects are managed, conducted and carried out sustainably and appropriately. It requires that all major development projects submit an appropriate environmental impact assessment report that will include a review of all relevant impact as determined by the DOE from time to time. The definition of major development projects is provided in Schedule 1 of this Act, and covers a broad range of major development activities such as tourism facilities, abbatoirs, marinas, or mining activity. Schedule 1 is attached herewith as Appendix 1. The DOE is also empowered with imposing appropriate mitigation measures on proposed development projects, in accordance with the outcomes of the environmental impact assessment reports.

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No activities funded under the TSCP fall under these categories (???TBC???), although they are required to abide by the legislation of the relevant ministry. At this stage, the Regulations under this Act providing fuller procedural, compliance and penalty requirements have not yet been approved. As such, the EIA requires only major development projects as defined in Schedule 1 of the Act, to undergo an environmental impact assessment. The Regulations, once passed, will require all development projects to be notified to the DOE who will make an assessment on likely environmental impact categorisation and whether a full environmental impact assessment will be required. In practice, the DOE currently adopts the Regulations as guidelines. It works closely with GOT ministries in assessing development projects and has a process in place for categorising development projects as minor or major according to the likely impact. It also requires the implementing agency to identify any potential environmental risks or impacts, and to propose appropriate mitigation measures. Approval from the DOE is required under these guidelines in order that projects may proceed. Pending the approval of these Regulations, the DOE makes it’s recommendation for approval, deferral, mitigation, or cancellation of projects in relation to the powers of existing legislation (ie. through the clauses under for example, the Fisheries Management Act 2002, rather than directly through it’s own DOE legislation). Non-Compliance with Relevant Legislation Provisions for non-compliance with legislation are provided for in all environment-related legislation. Penalties include measures ranging from fines, to imprisonment or both, and are applicable to both individuals and companies. 3.2 Provisions of National Land Laws Tonga has a complex land system, which is administered through the Land Act 1988 and its subsidiary legislation. Land Act 1988 The Land Act 1988 is the key piece of legislation governing land in Tonga. It is a comprehensive Act and provides for, amongst other things, the provision of land to estate holders (nobles), rights of Tongans to be allotted land, ownership, inheritance, lease and resumption of land to the Crown. Land issues are sensitive and are governed by comprehensive legislative processes. Land in Tonga may not be sold, but may be leased or sub-leased. All leases up to 99 years require the consent of Cabinet; longer leases require Privy Council approval. Leases are common in Tonga and may be made between the landholder and individuals, organisations or companies. Where land is required for public purposes, the Minister of Lands, Survey, Natural Resources and Environment may reserve Crown Land for this purpose. In cases where the required land is not Crown Land, and a lease or other agreement cannot

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be arranged, the King, with the consent of Privy Council may resume land compulsorily. Resumption of land, as detailed in the legislation, requires appropriate compensation to the landholder. Whilst it is not often used in Tonga, it is an important clause that provides an avenue for the Crown to reoccupy land when and where it may be needed. There has been some precedent for this in the resumption of land in the Vaini district from the Noble for the construction of Hu’atolitoli Prison. No activities under the TSCP will require the use of any land laws as all activities occur or are undertaken on facilities where appropriate contracts regarding land usage or tenure are in place. However, the technical assistance studies to be undertaken under Components 1 and 3 will need to consider appropriate arrangements for land management regarding the identification and use of land for roads and associated traffic management.

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4. Environmental Management Plan

Table 2: Specific Management Plan for all construction-related environmental issues

Construction Issues Management Measures Disposal of rubble and other spoil material

• Transport to and dispose of at approved disposal sites, landfills.

• Re-use as backfill material on site as appropriate

Use of Quarries and Aggregates • Obtain only from approved and licensed Quarries or borrow pits.

• Rehabilitate borrow pits after use to control erosion, settlement of flood water and prevent any other hazards to public.

Dust Control • Transport aggregate material in covered trucks.

• Use water sprinkler when loose tipping material on ground.

• Constant watering of loose material Handling of lubricants and fuels for Construction Equipment

• Store and handle in bunded areas. • Service and maintain equipment in

facilities with appropriate capture and disposal of used lubricants.

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Table 3: Environmental Management Plan

Sub-sector and

Location Project Activity

Environmental Concern/Issue

Mitigation Measures

Ferry Terminal paving,

• Construction

Issues. • Adequate drainage

of surface storm water.

• Contamination of

land and/or water bodies with oils in run-off water.

• Table 2 • Design of adequate

slope/gradient on finished pavement surface.

• Run-off water channeled

through oil-separator before final drainage into sea. Design, Construct, Operate and Maintain adequate size, location, and number oil separator.

• Regular collection of oil waste from oil separator and disposal in approved landfills.

Ramp reconstruction, rehabilitation and or widening.

• Construction Issues • Contamination of

land and/or water bodies with oils in run-off water when loading and off loading oils, fuel and trucks etc.

• Refer to Table 2. • Potential for

contamination is minimal, if any. Ramps are at a 30° descending pitch to the low tide level; as such it is not possible to contain possible run-off to the sea.

Maritime Nuku’alofa and other domestic ferry terminals at the other islands

Dangerous Goods Isolation and Lubricants storage area

• Construction Issues • Contamination of

land and/or water bodies.

• Refer to Table 2 • Provide bunded area

which drains into an oil separator.

• Regular collection of oil

waste from separator and disposal in approved landfills

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• Installation

of lighting and other safety equipment.

• Construction Issues

• Refer to Table 2

General Safety and Operations of Ferry Terminals

• Concern is with

ensuring ferries are safe for the public and that terminals are operated safely

• Planned segregation of

cargo and passengers • Specific safety zones will

be identified for isolation of dangerous goods

• General safety will be significantly enhanced with the installation of appropriate terminal lighting (non-existent at most terminals)

• Planned installation of navigational aids and beacons will significantly reduce safety issues for vessels on ferry terminal approaches

• Ferry and terminal operations are in accordance with both national legislation and international obligations under the IMO

Security Fence Replacement of existing airport perimeter fencing, support posts and gates.

• Construction Issue

• Refer to Table 2

Aviation Fua’amotu International Airport and other domestic airports on the other islands

Purchase and Use of new Fire Engines.

• Fire engine uses

large volumes of foam material which is stored in sealed barrels/drums before placement in onboard fire engine tanks. Possible concerns are inappropriate storage and

• Strictly apply and enforce

manufacturer’s recommendations for handling and storage.

• These measures include - sealing of drums - avoid frost - avoid extreme heat • Compliance also with

international good practice.

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handling of drums/barrels during placement in onboard tanks leading to possible exposure of the public to harmful chemicals in aviation non-emergency situations.

• Contamination of

land and/or water bodies with used oils during servicing and maintenance of Fire engines and other airport transport/servicing equipment.

• Construction of secure

storage area to facilitate transport, handling and placement.

• Staff wear gloves and

overalls when handling or mixing material

• Mixed fluid material is

either pumped directly from container to truck tank (ie. no direct handling and very minimal spillage risks), or poured into buckets and loaded manually onto the truck tank (older trucks only). Any spillage is flushed away. Minimal, if any, environmental risk is posed by this, as according to the manufacturer’s guidelines, the material is inert.

• Fire engines are to be

serviced and maintained at existing airport workshop.

• Workshop to be fitted

with bunded area areas for storage of oil and fuel drums.

• Bunded areas to be drained through newly built oil-separators.

• Oil separators to routinely emptied and material disposed of in approved landfills.

• All oil (used and new) drums to be stored in bunded areas.

• All used oils to be stored in drums.

• Used oil drums to be sold in secondary local market if there is demand for this.

• Used oils may be used

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for emergency drills/preparedness exercises as appropriate.

Purchase of and use of new generators

• Noise • Air quality • Generators to be

housed in own buildings with own in-situ fuel and oil supplies. Concerns arise from potential leaks/disposal resulting in contamination of land and/or water bodies with oils and fuels.

• Construction issues

associated with new bunded areas, storage facilities, etc.

• Generators are to be

containerized (pre-fab). • Specification for new

generators will include compliance with required emission standards. Regular and routine maintenance of generators in compliance with manufacturer’s requirements.

• Buildings housing

generators to be fitted with bunded areas and oil separators.

• Fuel and oils to be stored in bunded area.

• Bunded area to drain through oil separator.

• Oil separators to routinely emptied and material disposed of in approved landfills.

• All used oils to be stored in drums

• Oils sumps to be provided for routine maintenance of generators.

• Used oil drums to be sold in secondary local market if there is demand for this.

Refer to Table2.

4.1 Monitoring Arrangements The purpose of environmental monitoring is to ensure that the designed mitigation measures are implemented on the ground and then to determine whether they are effective over time. Monitoring will also ensure that changes are introduced if and when they are needed. As this project will have only very local and minor environmental impacts, the use of outcome indicators will not be useful. Instead, it is proposed that output indicators be used instead whereby the implementation of the mitigation measure itself is being considered as the monitoring indicator.

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Responsibility for monitoring construction management issues will lie with the consultant supervising the civil works contractors. This would be the same consultant that would be supervising the other technical aspects the civil works contractors are required to achieve. With regards to monitoring post construction stage mitigation measures, again primary responsibility will be for the two implementing agencies (MOT and TAL) to be responsible for ensuring that they incorporate any of these measures into their operational plans. Additionally, the World Bank as part of its supervision process will review compliance of this EMP during the project implementation phase and report its findings in its Implementation Status Report (ISR) and Implementation Completion Reports (ICR). 4.2 Budget The cost of implementation of the mitigation measures indicated in Tables 2 and 3 above will be included in the individual civil works and procurement contracts/specifications. Therefore, the cost included here is the cost for monitoring. These costs are estimated at US$15,000 (fifteen thousand dollars) and are to be included in the TSCP costs under the item incremental operating costs (IOC).

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Appendix 1 – Schedule 1 of the Environmental Assessment Act 2003

SCHEDULE MAJOR PROJECTS

Any of the following activities shall be deemed to be major projects;

(a) abattoirs:

(b) brewery works:

(c) building, works, or land associated with the landing, take-off, parking or servicing of aircraft or helicopters;

(d) canning and bottling works in excess of floor space 2000 square meters;

(e) cattle feeding or intensive piggeries with excess of 50 animals;

(f) cement works or concrete batching works in which more than 2,000 tones per

annum are manufacture;

(g) ceramic work, being works in which excess of 200 tones per annum are produced of brick, tiles, pipes, glass are manufactured in furnaces or kilns;

(h) chemical factories, or chemical storage areas in excess of 1,000 square meters’

(i) electricity generating stations;

(j) marinas (comprising pontoons, jetties, pier, dry storage, mooring) for more

than 20 vessels primarily for pleasure or recreation;

(k) mining, being an activity that disturbs the surface of the land in excess of one hectare;

(l) sand and gravel extraction from any beach within 50 meters of the high tide

mark;

(m) liquid, chemical, oil or petroleum refineries, storage or waste processing works;

(n) farms for the propagation of marine, estuaries or freshwater organisms

(o) pre-mix bitumen works;

(p) rubber on plastic works;

(q) the removal of trees (including mangroves) or natural vegetation of any area in

excess on half a hectare;

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(r) construction of road, wharfs, barrages, embankments, or levees which affect the flow of tidal waters;

(s) any facility involving the use, storage or dumping of nuclear materials’

(t) sawmills where more than 2,000 cubic meters per annum of timber is sawn,

milled or machined in any way; or

(u) tourism or recreational resorts, buildings or facilities, involving a total building floor area of greater than 1,000 square meters or a potential total overnight accommodation level (visitors and staff combined) in excess of 20 persons.

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