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Kiribati Aviation InfrastructureInvestment ProjectGovernment of Kiribati28 January 2011

Kiribati Aviation InfrastructureInvestment Project;Environmental ManagementPlan

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E2798 v2

AECOM Kiribati Aviation Infrastructure Investment ProjectKiribati Aviation Infrastructure Investment Project; Environmental Management Plan

28 January 2011

Kiribati Aviation Infrastructure Investment Project; EnvironmentalManagement Plan

Prepared for

Government of Kiribati

Prepared byAECOM New Zealand Limited47 George Street, Newmarket, Auckland 1023, PO Box 4241, Shortland Street, Auckland 1140, New ZealandT +64 9 379 1200 F +64 9 379 1201 www.aecom.com

28 January 2011

60196325

AECOM in Australia and New Zealand is certified to the latest version of ISO9001 and ISO14001.

© AECOM New Zealand Limited (AECOM). All rights reserved.

AECOM has prepared this document for the sole use of the Client and for a specific purpose, each as expressly stated in the document. No otherparty should rely on this document without the prior written consent of AECOM. AECOM undertakes no duty, nor accepts any responsibility, to anythird party who may rely upon or use this document. This document has been prepared based on the Client’s description of its requirements andAECOM’s experience, having regard to assumptions that AECOM can reasonably be expected to make in accordance with sound professionalprinciples. AECOM may also have relied upon information provided by the Client and other third parties to prepare this document, some of whichmay not have been verified. Subject to the above conditions, this document may be transmitted, reproduced or disseminated only in its entirety.


28 January 2011

Quality InformationDocument Kiribati Aviation Infrastructure Investment Project; Environmental Management

Plan

Ref60196325

k:\dept_32\_projects\atta mfat003 cassidy london\6. draft docs\6.5 other\kaiip empclient issue.doc

Date 28 January 2011

Prepared by Kristina Healy

Reviewed by Chris Gimber, Alan Sewell

Revision History

Revision RevisionDate Details

Authorised

Name/Position Signature

1 28-Jan-2011 Draft For Review Craig RidgleyIndustry Director -Aviation

2 02-May-2011

Client Issue Craig RidgleyIndustry Director -Aviation


28 January 2011

Table of ContentsExecutive Summary i1.0 Introduction 1

1.1 Environmental Management Plan 12.0 Component A and B Project Description 3

2.1 Background 32.2 Investment Descriptions 3

2.2.1 Kiritimati Island Investments 32.2.2 Tarawa Island Investments 52.2.3 Kanton Island Investments 62.2.4 Outer Islands Investments 7

2.3 Construction Methodology 82.3.1 Material and Equipment 82.3.2 Quarrying/ Borrow Pits 82.3.3 Construction Camp 82.3.4 Duration of Construction Activities 8

3.0 Description of the Environment 93.1 Physical Environment 9

3.1.1 Location and Geography 93.1.2 Climate 93.1.3 Soils 93.1.4 Water Resources 10

3.2 Biological Environment 103.2.1 Coastal Resources 103.2.2 Forest Resources 10

3.3 Socio-Economic Environment 103.3.1 Population 103.3.2 Economy 113.3.3 Infrastructure, Public Services and Utilities 11

3.4 Bonriki International Airport 113.5 Cassidy International Airport 113.6 Kanton Island Airstrip 12

4.0 Environmental Regulatory and Institutional Framework 135.0 Information Disclosure, Consultation and Participation 14

5.1 KAIIP Consultation 145.2 KAIIP Disclosure 14

6.0 Environmental and Social Impacts 156.1 Bonriki International Airport Environmental and Social Impacts 16

7.0 Mitigation Measures 167.1 Site Specific Mitigation Measures 16

7.1.1 Cassidy International Airport 167.1.2 Kiritimati Island – London to Cassidy Road 167.1.3 Bonriki International Airport 177.1.4 Kanton and Outer Island Airstrips 17

8.0 Roles and responsibilities 189.0 EMP Compliance and Monitoring Plan 19

9.1 Contingencies, Complaints and Incident Reporting 199.2 Monitoring Plan 19

9.2.1 Monitoring Plan Reporting 19Attachment 1 1Attachment 2 1Attachment 3 1Attachment 4 1


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GlossaryCAD Civil Aviation Directorate

Category BWorld Bank categorised projects with potential limited adverse social orenvironmental impacts that are few in number, site-specific, largely reversible,and readily addressed through mitigation measures.

CXI Cassidy International Airport

ECD Environment Conservation Division of the Ministry of Environment, Land andAgriculture Development

EMP Environmental Management PlanGoK Government of KiribatiGoT Government of TaiwanHAT Highest astronomical tideIATA International Air Transportation AssociationICAO International Civil Aviation OrganisationKAIIP Kiribati Aviation Infrastructure Investment ProjectKANGO Kiribati Association of Non-Governmental Organisations

maneaba A community’s central meeting house where communal concerns are discussed,and decisions taken about matters that affect the whole community.

MCTTD Ministry of Communication, Transport and Tourism DevelopmentMELAD Ministry of Environment, Land and Agriculture DevelopmentMPWU Ministry of Public Works and UtilitiesNZAid New Zealand Government’s Aid ProgrammePIPA Phoenix Island Protected AreaPMU Project Management UnitRPF Resettlement Policy Framework

StakeholderProject stakeholders are all people directly or indirectly, negatively or positivelyimpacted by the project; that are important to make the project successful, orthat may oppose the project or that have a vested interest.

Supervision Consultant Consultant engaged to undertake project management, detailed design andsupervision of contractors on behalf of GoK.

TOR Terms of ReferenceTRW Bonriki International AirportWB World Bank


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Executive SummaryThe Kiribati Aviation Infrastructure Investment Project (KAIIP) aims to improve Kiribati’s airport infrastructure,meet International Civil Aviation Organisation (ICAO) standards (for international airports), and to ensuresustainable operation of the civil aviation sector in Kiribati. This Environmental Management Plan (EMP) hasbeen prepared for investments under the KAIIP to meet funding and Kiribati legislative requirements. The Ministryof Communication, Transport and Tourism Development (MCTTD), through the Civil Aviation Directorate, isresponsible for both the administration and regulation of the civil aviation sector along with operation of theairports.

This EMP looks to outline the potential environmental impacts and the measures needed to prevent, minimise,mitigate or compensate for adverse impacts and improve environmental performance for each of the Project’sComponent A and B investments. This includes rehabilitation works on improving international airportinfrastructure and domestic airstrips at Cassidy International Airport (Kiritimati Island), Bonriki International Airport(Tarawa Island), Kanton airstrip (Kanton Island) and 19 other outer islands. The Project works specificallyinclude:

(i) reconstructing Cassidy Airport runway;

(ii) reconstructing Bonriki runway;

(iii) new security fence for Bonriki;

(iv) replacement of the terminal at Cassidy Airport with a prefabricated wooden structure;

(v) resealing the road from London to Cassidy Airport to maintain access;

(vi) improvements to the terminal at Bonriki Airport;

(vii) installation of new navigation aids, safety and security equipment at both airports;

(viii) provision of fire safety equipment for the Police Force at both airports;

(ix) reestablishment of air service infrastructure for Kanton airport; and

(x) strengthening the domestic airport infrastructure with the resurfacing of up to 14 air strips located in the outerislands as well as providing basic navigation aids.

The KAIIP is a category B project under World Bank (WB) environmental and social screening guidelines andrequires development of the project EMP. Category B projects have potentially limited adverse social orenvironmental impacts that are few in number, site-specific, largely reversible, and readily addressed throughmitigation measures. The EMP is a dynamic document which must be updated as detailed designs of theinvestments are finalised to address potential impacts and revise mitigation measures as required. The fundingagencies involved in the KAIIP, namely WB, New Zealand Aid Programme and Government of Taiwan, requireeffective implementation of the EMP and so monitoring is required to demonstrate that the EMP is being correctlyimplemented. This EMP includes information on mitigation, monitoring, capacity development and training, andimplementation costs (in accordance with WB Operational Policy 4.01 Environmental Assessment).

The majority of potential adverse impacts will occur during the construction phase of the investments. Howevergiven that the KAIIP primarily involves the rehabilitation of existing infrastructure, mitigation measures should beable to alleviate or lessen any potential negative impacts. The key potential impacts that are being mitigated are:

- Solid waste generation

- Soil erosion through vegetation clearing

- Hazardous materials handling and storage

- Noise and vibration disturbances from machinery and transportation of materials

- Air pollution from dust and equipment

- Traffic disruption during construction activities

- Safety hazards for workers and users of the facilities where upgrades are occurring


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- Water demand management for freshwater resources

- Wastewater discharges

This EMP is designed to address these issues through:

- Implementation of this EMP through the Contractor’s Environmental Plan for each civil works investment.

- Regular monitoring of the implementation of the EMP (refer EMP monitoring plan).

- Completion of environmental screening of outer island airstrips and Kanton Island airport using anenvironmental checklist to determine site specific impacts and mitigation measures not already addressed inthis EMP.

- For any works that may be required in marine areas below highest astronomical tide (HAT) (e.g. lagoon orocean reef) conduct a site specific environmental assessment (including marine survey if required) todetermine likely impacts and mitigation measures.


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1.0 IntroductionThe Kiribati Aviation Infrastructure Investment Project (KAIIP) aims to improve Kiribati’s airport infrastructure,meet International Civil Aviation Organisation (ICAO) standards (for international airports), and to ensuresustainable operation of the civil aviation sector in Kiribati. This Environmental Management Plan (EMP) hasbeen prepared for investments under the KAIIP to meet funding and Kiribati legislative requirements. The Ministryof Communication, Transport and Tourism Development (MCTTD), through the Civil Aviation Directorate, isresponsible for both the administration and regulation of the civil aviation sector along with operation of theairports.

The development objectives of the KAIIP are: (i) to provide safe, secure and reliable infrastructure for Kiribati’sairports and air strips; (ii) to improve the aviation regulatory environment; and (iii) to provide sustainablemanagement and operations of the international airports.

Funding for aspects of the KAIIP has been secured from the New Zealand Government (through the New ZealandAid Programme (NZAid)) and the Government of Taiwan (GoT) with the remaining funds being sought from theWorld Bank (WB).

The KAIIP has a number of components designed to achieve the objectives of the project. These componentsare as follows.

Component A: International Airport Infrastructure

This component will invest in the aviation infrastructure at Kiribati’s three international airports: Bonriki, Cassidyand Kanton. The component includes the following investments: (i) reconstructing Cassidy Airport runway; (ii)reconstructing Bonriki runway; (iii) new security fence for Bonriki; (iv) replacement of the terminal at CassidyAirport with a prefabricated wooden structure; (v) resealing the road from London to Cassidy Airport to maintainaccess; (vi) improvements to the terminal at Bonriki Airport; (vii) installation of new navigation aids, safety andsecurity equipment at both airports; (viii) provision of fire safety equipment for the Police Force; and, (ix)reestablishment of air service infrastructure for Kanton airport.

Component B: Domestic Airport Infrastructure

This component will invest in strengthening the domestic airport infrastructure with the resurfacing of up to 14 airstrips located in the outer islands as well as provide basic navigation aids. Most, if not all of these air strips arebelieved to be coral gravel strips.

Component C: Strengthening of the Aviation Sector

This component will look at implementing an effective oversight regime of the civil aviation sector includinginstitutional separation, air transport master planning, development of technical regulations manuals, andpartnering with other safety organisations for reliable regulatory support (e.g. Pacific Aviation Safety Organisationand New Zealand Civil Aviation Authority).

Component D: Airport Management and Operations

This component will fund a management contract for the main airports which will include local capacity buildingand development of a transition plan.

1.1 Environmental Management PlanThis EMP pertains to all investments of Component A and B of the KAIIP. Cassidy International Airport (CXI)runway resurfacing investment has secured funding from NZAid and the consortium AECOM/ Downer EDI hasbeen engaged to undertake this work. The GoT has agreed a loan to upgrade the airport facilities and securityfence at Bonriki International Airport (TRW). As the proposed KAIIP investments are being made at the sametime as the runway improvements, the WB safeguard policies are applied to all components of the project(including the runways).

The KAIIP is a category B project under World Bank (WB) environmental and social screening guidelines andrequires development of the project EMP. Due to the nature of the project it is expected that environmentalimpacts will be site specific, few if any are irreversible, and mitigation measures can be readily designed andimplemented. In accordance with the WB Operational Policy 4.01 Environmental Assessment this EMP includes


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information on mitigation, monitoring, capacity development and training, and implementation costs. The EMPoutlines the potential environmental impacts and the measures needed to prevent, minimise, mitigate orcompensate for adverse impacts and improve environmental performance for each of the projects Component Aand B investments. KAIIP Components C and D are not included in this EMP.

The EMP is a dynamic document which must be updated as consultation and detailed designs of the investmentsare finalised to ensure currently unanticipated impacts and revised mitigation measures are addressed. Effectiveimplementation of the EMP is a requirement of the funding agencies and so monitoring is an integral componentof implementation. A Monitoring Plan is included in Section 9 of this EMP. This EMP is to form part of the biddingdocuments for contract(s) awarded under the KAIIP and will form the basis of the contractor’s environmental plan.Development of this EMP has been based on reliable secondary information and information gathered from thosewho are familiar with aspects of the Project sites1.

1 Terms of Reference on Detailed Design and Supervision of Kiritimati Cassidy Airport Road and Preparation of SafeguardDocuments; Aide Memoires, planning documents and correspondence; GoK Kiribati Road Rehabilitation Project EnvironmentalManagement Plan; Kiribati legislation; ADB technical assistance reports for recent growth centre and population developmentprojects; Pacific Programme for Water Governance Kiribati reports.


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2.0 Component A and B Project Description

2.1 BackgroundAir transport is the most efficient mode of transportation in Kiribati due to the territorial characteristics of theRepublic of Kiribati. The country is scattered over three island groups, the Gilbert Group, the Phoenix Group, andthe Line Group and stretches some 4,000km. The country has two international airports, operating from TarawaIsland (Bonriki International Airport) and Kiritimati Island (Cassidy International Airport). Infrastructure at bothairports is in need to repair. The Civil Aviation Directorate (CAD) considers the Bonriki airport operationsdangerous and Cassidy airport infrastructure marginally satisfactory, only after emergency repairs were carriedout in 2009 to allow regular services to Kiritimati Island to resume. There is also an international standard runwayon Kanton Island which is not currently used for international flights.

2.2 Investment Descriptions2.2.1 Kiritimati Island Investments

The Cassidy airport runway rehabilitation detailed design and supervision is being undertaken by theAECOM/Downer EDI consortium that completed the emergency repair works in 2009 under funding from the NewZealand Government. As part of this contract, repairs will also be made to the main road from Cassidy airport tothe port in London in the north eastern side of the island (approximately 23km long and 5m wide). The road wasbuilt in the 1950’s and has only received minor repairs by the Public Works Department. The works will consist ofcrack sealing and pothole repairs of the road surface followed by a chip seal. In areas with high pedestrian flows,footpaths, solar powered street lights and other safety facilities will be provided. The existing runway surface willbe milled to 5mm, a tack coat applied and finished with an asphaltic concrete surface. The works on the airportrunway will be carried out in sections to maintain an operational runway.

In addition to the runway rehabilitation, WB funding is being sought for a replacement terminal and installation ofnew navigation aids, safety and security equipment. The existing terminal consists of two independent structuresfor arrivals and departures which are in considerable disrepair. There are limited facilities within the buildings,especially office space, space for check-in, baggage claim and security screening of baggage (currently a manualcheck). It is envisaged that the new facility will house all office, airline and administration staff; air traffic control;all passenger processes; and a VIP lounge. A variety of shelters are also required for materials and equipmentstorage, fire fighting equipment and supplies (including the fire rescue vehicles), and a proper field electric centreto house all the airfield’s electrical equipment. Airfield lighting and navigation aids on site are nearing the end oftheir life span and should be replaced along with any buried cabling.

Figure 1 is a general land use plan of Kiritimati which shows reserves and protection zones, villages, roads andthe airport. The plan shows the location of the Cassidy airport and the main road from the airport to London(shown as Ronton). This plan has also been marked to show the approximate location of the north eastern quarrysite which has been proposed (and permits sought) for aggregate supply. Figure 2 is a concept plan of Cassidyairport showing approximate terminal location and other runway works. A perimeter fence is also shown on thisplan however the need for a perimeter fence is still to be confirmed. A3 size versions of these plans are located inAttachment 1.


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Proposed QuarryLocation

Figure 1 Kiritimati Island land use plan showing investment sites and proposed quarry.


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Figure 2 Cassidy airport concept plan showing runway layout and terminal location

2.2.2 Tarawa Island Investments

Bonriki airport on Tarawa Island is the main international airport for Kiribati. The Government of Taiwan hasagreed to provide funding for the runway resurfacing and localised repair, and the perimeter fence. A major issueat Bonriki airport is the frequent intrusion on the runway of pedestrians, vehicles and animals. The perimeterfence has been removed or vandalised so the new perimeter fence (to meet ICAO standards) must be protectedby an ongoing security protocol. Runway lights and other navigation aids have either been stolen or vandalised,or are rudimentary. Therefore new fixtures must be vandal and theft resistant. New navigational aids, safety andsecurity equipment will also require training and capacity building of staff. The terminal upgrade is required toincrease capacity and safety, and improve passenger processing and border controls. The upgraded terminal willinclude space for offices, proper queuing, waiting areas and screening.

The airport approach lighting system needs to extend up to 420m at the eastern end of the displaced runwaythreshold which reaches into the lagoon. At this stage it is unknown if existing lighting mounts can be used ornew concrete pile foundations will be required for the airport approach lighting system.

Figure 3 is a plan of the Bonriki airport and shows the layout of the airport including approximate location of theterminal, security fence, and approach lighting system.


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Figure 3 Bonriki Airport runway concept plan showing location of existing terminal, proposed security fence, and approach lightingsystem

2.2.3 Kanton Island Investments

Kanton airstrip is located on the north western corner of the island and has its own ICAO and IATA codes, butcurrently lacks any international or inter-island service. The airstrip was initially built by Pan American Airways in1939 and later enhanced by the United States Military during World War II. The airport was used as a refuellingstop for international flights en route to Australia and New Zealand before the introduction of long range jets. Thisinvestment will see the reestablishment of air service infrastructure for Kanton Island. This could includecommunications facilities, basic navigational aids and equipment, resurfacing of the runway and upgrading /reconstructing any buildings that may be required. Figure 4 is an aerial photo of the Kanton Island airstrip whichshows the extent of the existing runway and site buildings.


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Source: Google Earth, downloaded 7th February 2011

Figure 4 Kanton airstrip aerial photo showing extent of existing runway and buildings

2.2.4 Outer Islands Investments

Airstrips on outer islands are believed to be constructed of hardened coral and are maintained by the Ministry ofPublic Works and Utilities (MPWU) with activities coordinated by the Island Council. Most of these airstrips wereconstructed 30 years ago and have only had limited maintenance since then. The outer island investment willmost likely involve the resurfacing of up to 19 of the outer island airstrips. The location of the 19 airstrips is asfollows:

Gilbert Islands Group

- Abaiang - Maikin- Abemama - Marakei- Aranuka - Nikunau- Arorae - Nonouti- Beru - Onotoa- Butaritari - Tabiteuea South- Kuria - Tabliteuea North- Maiana - Tamana

Line Islands Group

- Tabuaeran

- Teraina


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2.3 Construction MethodologyAs the Cassidy airport works have already been awarded to the AECOM/ Downer EDI consortium, theconstruction methodology for the Kiritimati Island investments is for the most part defined. This will give anindication of methodology that could be applied to Bonriki airport and the outer islands.

2.3.1 Material and Equipment

All equipment and tools will be brought in by ship and unloaded at the London port (or nearest approved portfacility in the case of other investment sites). Equipment will include a mobile asphalt plant (250 tonnes/hour), aminimum two crushers for quarrying activities, loaders and excavators (number not yet known).

2.3.2 Quarrying/ Borrow Pits

Only approved and permitted quarries or borrow pits are to be used for aggregate mining. A Quarry ManagementPlan is to be prepared for each quarry or borrow pit site which outlines the opening activities, operations, siteclosing activities and the environmental effects and management of them. The Contractor is to determine themost appropriate quarry sites based on test results for suitable aggregate. Mining Licenses and EnvironmentDevelopment Licenses must be applied for by the civil works contractor(s) for each quarry or borrow pit required.

2.3.3 Construction Camp

Both Bonriki and Cassidy airports have hardstand areas not part of the operational runway system which can beused as the construction camp for the respective investments. It is envisaged that the Cassidy airportconstruction camp will also be used for the London to Cassidy road investment. The construction camps shouldbe fenced (if easily accessible to the general public) and materials and equipment kept secure to prevent accessand use by non authorised personnel. Transport to and from the camps / sites, particularly of materials andequipment, must occur on the existing road network and measures undertaken to prevent dust, noise andvibration nuisance (e.g. wheel wash, covering of loads, servicing of vehicles).

2.3.4 Duration of Construction Activities

Construction activities should be scheduled to occur between May and December as this is considered the dryseason where rain and excess winds are likely to be less frequent. The Cassidy airport runway upgrade isscheduled to mobilise in April 2011 with the road rehabilitation starting in late 2011. Construction activities nearsettlements should be confined to between 8am and 6pm, Monday to Saturday, with the majority of worksoccurring outside of peak times (8-9am and 4-6pm). When works are to be carried out near sensitive receptors(e.g. school, hospital) then consultation should be undertaken with the affected facility and suitable operatinghours determined.


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3.0 Description of the Environment

3.1 Physical Environment3.1.1 Location and Geography

The Republic of Kiribati is composed of small islands located between Longitude 170 degrees East and 150degrees West in the Central Pacific Ocean, on either side of the equator. See Figure 5 for the general location ofKiribati and a map of the islands. The three groups of islands namely the Gilberts, the Line and the Phoenix arecoral atolls with the exception of Banaba which is a raised limestone island. Of the 33 islands comprising theRepublic of Kiribati only 21 are inhabited.

Source: Kiribati Tourism (http://www.kiribatitourism.gov.ki/index.php/aboutkiribati/maps)

Figure 5 Kiribati location map and Islands

The Gilbert Group which is comprised of 17 islands has a total land area of 286 km2. Tarawa, an atoll in thisgroup, is home of the Kiribati government, the main port of entry, the main international airport, and Kiribati’scapital Bairiki. Eight islands and atolls constitute the Phoenix Group. The Line Islands consists of a total of eightislands and atolls covering an area of 497 km2, including Kiritimati with a land area of 384.5 km2, which is thelargest atoll in the world. Whilst Banaba (Ocean Island) rises some 78 meters above sea level, the rest of theislands are no more than 3 meters above sea level.

3.1.2 Climate

Due to its geographical location, Kiribati has a predominantly hot dry equatorial climate with prevailing southeasterly winds most of the year. Temperatures vary between 25°C and 33°C with maximum possible annualsunshine of 4,134 hours. The wet season extends from December to May and rainfall varies from an averageyearly rainfall of 1,000mm in the southern islands and 3,000mm in the northern islands.

Low temperatures are experienced during heavy downpours accompanied by strong winds over long periods.Prolonged drought periods are not uncommon and can result in the loss of many valuable food crops includingcoconuts (Cocos nucifera) and breadfruits (Artocarpus sp.).

3.1.3 Soils

Like other coral atolls and islands, the nature of the soil is derived from limestone which has been formed as aresult of coral formation over thousands of years. The poor and infertile nature of the soil is due to its alkalinity,porosity and lack of essential elements which limits its ability to support plant life. Consequently, it is incapable ofsupporting intensive agricultural activities.

The topsoil is thinly spread over most of the area with plant cover and other areas covered with wild bushes. Dueto their ability to withstand the harsh atoll conditions the predominant plants species that survive are coconuts(Cocos nucifera), pandanus or screw pine (Pandanus tectorius), salt bush (Scaevola sericea), and other tolerantindigenous plants and trees.


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3.1.4 Water Resources

Freshwater resources in Kiribati are extremely vulnerable to over extraction and contamination from pollution andsalt water intrusion. Groundwater in the form of water lenses overlying seawater, are the primary sources ofwater on the islands. Rainwater harvesting is not common practice. The high porosity of the soils means thatthere are no surface freshwater resources.

Water reserve protection areas are designated over the main water lenses on Kiritimati and Tarawa. Infiltrationgalleries are constructed in open areas, particularly the airports, to aid recharge of groundwater. Both Bonriki andCassidy airports are located within water reserves. Urban areas are placing higher demands on water supply andany development needs to consider water demand and sanitation carefully both during construction andoperation.

3.2 Biological Environment3.2.1 Coastal Resources

The coastal areas of Kiribati are characterized by white sandy beaches, reef flats, reef patches, lagoons,mangrove forests, extensive reef mud flats and sea grass beds. These areas contain a variety of habitats,numerous ecosystems and marine organisms. The coastal areas support fishing, recreation, trade andcommunication. With mining of beach sand, gravel and other aggregates for construction purposes the coastalareas have been negatively impacted.

Ministry of Fisheries and Marine Resources is responsible for the management of marine resources includingproduction of aggregates and sand from the coastal areas. Preventing the destruction of marine resourcesincluding coral reefs is necessary. Therefore, all material to be used for the KAIIP shall be sourced from approvedquarries or borrow pits and be extracted in such a way that it does not cause significant adverse environmentalimpact on the coastal and marine environment. Material for the runways and road will be sourced from existinggovernment permitted quarries (in the case of Kiritimati) or imported as required (e.g. from Nauru, Fiji orelsewhere). The project will also take necessary precautions and measures to ensure that the constructionactivities will not pollute the lagoon environment.

The Phoenix Group of islands and surrounding marine waters were recently listed as a world heritage site by theUnited Nations Educational, Scientific and Cultural Organisation (UNESCO). The Phoenix Island Protected Area(PIPA) is a 408,250 km2 expanse of marine and terrestrial habitats in the Southern Pacific Ocean. PIPA is thelargest designated Marine Protected Area in the world and conserves one of the world's largest intact oceaniccoral archipelago ecosystems, together with 14 known underwater sea mounts (presumed to be extinctvolcanoes) and other deep-sea habitats. Kanton Island is located within the Phoenix Group and so forms part ofthe PIPA and is the only inhabited island in the group.

3.2.2 Forest Resources

Except for a few uninhabited islands in the Northern Line Islands and the Phoenix Group, where te buka (Pisoniagrandis) and other wild trees grow, there are no natural forests of major significance in terms of size, age andbiological diversity. Forests in the Lines and Phoenix Groups are resting and nesting places for long distanceflying migratory birds all year round. Mangrove forests also exist on muddy shores and coastal beaches wherewater is calm and in areas that are protected from waves and strong currents. Mangrove rehabilitation isundertaken by the Government under the World Bank funded project, Kiribati Adaptation Project (KAP). It includesplanting of mangrove in selected areas prone to coastal erosion and in areas to protect causeways. Several typesof the mangroves are found in Kiribati namely the white mangroves (Sonneratio alba), the tongo buangui(Bruguiera gymnorhiza), te aitoa (Lumnitzera littores), and the red mangrove (Rhizophora stylosa).

3.3 Socio-Economic Environment3.3.1 Population

The original inhabitants of Kiribati are Gilbertese, a Micronesian people. Approximately 90% of the population ofKiribati lives on the atolls of the Gilbert Islands. Owing to overcrowding in the capital on South Tarawa, in the1990s, a program of directed migration moved nearly 5,000 inhabitants to outlying atolls, mainly in the LineIslands.


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The population of Kiribati, as at the 2005 census was 92,533 people, estimated to increase to 101,000 by 20102.With a population of just under 30,000 people in 1931, 56,000 people in 1978, and over 90,000 in the year 2005,the Kiribati population has more than tripled in size during the last 74 years.

Population growth has varied extensively by Island and Island Groups. While the overall growth rate of Kiribatiwas 1.8% per annum, the Gilbert Group of Islands grew only at a rate of 1.4% while the Line and Phoenix Groupof Islands grew at a very rapid rate of 6.7% per annum. Almost 44% of the population of Kiribati lived in SouthTarawa in 2005. The 2005 census data show a net flow of people from the Gilbert Group Islands towards the LineIslands during the inter-census period 2000-2005.

3.3.2 Economy

The country's economy is predominantly subsistence, with copra, seaweed and fisheries as the main source offoreign exchange earnings. Kiribati's per capita GDP of US$ 700 is one of the lowest in the world. Only 14.2% ofthe workforce participates in the formal wage economy and over 60% of all formal jobs are in South Tarawa. Themonetary economy of Kiribati is dominated by the services sector, representing a GDP share of over 73%, andthe public sector which provides 80% of monetary remuneration. Tourism is one of the largest domestic activities.Between 3,000 and 4,000 visitors per year provide $5-$10 million in revenue. Attractions include World War IIbattle sites, game fishing, ecotourism, and the Millennium Islands, situated just inside the International Date Lineand the first place on earth to celebrate every New Year.

Most islanders engage in subsistence activities ranging from fishing to the growing of food crops like bananas,breadfruit, and papaya. The leading export is copra, which accounts for about two-thirds of export revenue. Otherexports include aquarium fish, shark fins, and seaweed.

3.3.3 Infrastructure, Public Services and Utilities

The infrastructure of Kiribati is generally rudimentary. Whenever practicable, roads are built on atolls, andconnecting causeways between islets are also being built as funds and labour permit. All-weather roads exist inTarawa and Kiritimati. A 2010 traffic count found 40% of the vehicles were passenger vans, 32% were light 4 ttrucks, and 28% were passenger cars3.

There are 21 airports/ airstrips, three of which were constructed to international standards and the remaining areused only for small domestic aircraft. The international standard airports are located on Kiritimati, Tarawa, andKanton with only Kiritimati (Cassidy Airport) and Tarawa (Bonriki Airport) currently serviced by international flights.

3.4 Bonriki International AirportBonriki airport is located on the South Tarawa islet, part of the Tarawa atoll. The runway extends east to westacross the land and abuts the lagoon at the eastern end and the ocean at the western end. Directly to the southof the airport are aquaculture ponds and Bikenibeu, the largest town in Kiribati, is approximately 2.5km south ofthe airport. Tarawa Central Hospital is located in Bikenibeu. The population of South Tarawa (as at the 2005census) was 40,311.

The KAIIP will rehabilitate the existing runway and navigational aids to ensure ongoing operation as aninternational airport. The necessary repairs are required to maintain current aircraft traffic and passengerprocessing. It is not envisaged that there will be any change to the current operating conditions in regards totraffic and volume of passengers.

3.5 Cassidy International AirportLocated on Kiritimati (Christmas Island), Cassidy International Airport is on the north western tip of the island.There are no villages or residents neighbouring the airport and most inhabited areas lie to the east of the airportstarting approximately 5km from the airport. The population of Kiritimati (as at 2005 census) was 5,115 residingmostly on the north eastern section of the island.

Emergency repairs to the Cassidy airport runway were recently completed to maintain flight services to the island.As part of the KAIIP long term rehabilitation of the runway is scheduled. The project also includes newnavigational aids to ensure long term operation as an international airport. The necessary repairs are required to

2 The next census was completed in 2010, however results have not yet been published.3 GoK 2010. Ministry of Public Works and Utilities Kiribati Road Rehabilitation Project, Environmental Management Plan.


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maintain current aircraft traffic and passenger processing. It is not envisaged that there will be any change to thecurrent operating conditions in regards to air traffic and volume of passengers.

3.6 Kanton Island AirstripKanton island airstrip is only used by private charter flights. No commercial flights currently operate to KantonIsland. As at the 2005 census 41 people were living on Kanton, however 2010 reports have said 24 people(including 10 children).


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4.0 Environmental Regulatory and Institutional FrameworkMCTTD, the Project’s implementing agency, has engaged the Supervision Consultant to provide engineeringexpertise and supervision for the civil works components of the project. The Environment and ConservationDivision (ECD) may also be involved in ensuring Kiribati regulations are adhered to including any inspections orpollution response call outs.

The Environment Act 1999 (2007 Amendments) is the primary environmental legislation of Kiribati which providesfor the protection, restoration and enhancement of Kiribati’s natural, social and cultural environment. The Act alsogives power to the ECD for the administration of the environment including providing for sustainable developmentand implementing the Environment Regulations (2001). The Act outlines requirements for impact assessmentand statements relating to development. Applications are to be made to the ECD for development approvals.This EMP is equivalent to the Environmental Impact Assessment required under the Environment Act 1999 (PartIII). The civil works contractor(s) will be responsible for obtaining all necessary development environmentalpermits.

Section 49 of the Environment Act 1999 (2007 amendments) empowers environment officers as EnvironmentInspectors to implement and enforce the Environment Act in Kiribati especially on South Tarawa. TheEnvironment Inspectors carry out patrols on illegal activities such as sand and gravel mining and dumping ofwaste. They are also responsible for review and inspection of proposed and ongoing development projects,including the KAIIP.

The Aerodromes and Air Navigation Aids Ordinance (1977) applies to: (a) all aerodromes (areas of land or waterfor the landing and taking off of aircraft) licensed under the Air Navigation (Overseas Territories) Order 1977, andall Government aerodromes; (b) all air navigation aids established under section 4, and the sites upon which suchaids are situated; and (c) all aerodromes, air navigation aids and the sites thereof to which the Minister may bynotice apply the provisions of this Ordinance. It allows for the Government to declare controlled areas for securityand safety around aerodromes and navigational aids and conduct maintenance as and when required.

The Mineral Development Licensing Ordinance 1977 makes provision for the licensing and development ofactivities relating to the utilisation of Kiribati’s mineral resources. Developments requiring minerals (KAIIPrequires aggregate) must apply for a Mining License and will need a Quarry Management Plan in support of theMining License application.


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5.0 Information Disclosure, Consultation and ParticipationAs required by World Bank Safeguards Policies consultation and disclosure of category B projects must beundertaken with project affected groups (stakeholders) and non-government organisations (NGO). The potentialenvironmental and social impacts of the project require the opportunity for discussion and review during theenvironmental assessment/ EMP process to inform detailed design and mitigation measures. This EMP willremain a draft until public disclosure and affected groups consultation has been completed. This will allow for theEMP to be updated with details of consultation and disclosure as and when this is completed. Disclosure andconsultation will be the responsibility of MCTTD either directly or through their nominated Consultant. The RPFoutlines in more detail the process for consultation and disclosure.

5.1 KAIIP ConsultationConsultation for all components of the KAIIP must be undertaken with identified stakeholders throughout the life ofthe project (not just at the outset). The purpose of the KAIIP consultation is to:

- Inform the potential beneficiaries, as well as affected persons/households, and their community about theKAIIP.

- Establish the mechanisms for the participation of stakeholders in the RPF and EMP safeguards documentsdevelopment; and during design and construction/implementation of investments particularly in respondingto, and reporting of their views, on investments and any suggestions they make in respect of mitigatingadverse environmental or social impacts.

- Understand stakeholder views on project benefits and adverse impacts, including input to the draft RPF andEMP.

- Identify the views of stakeholders and affected people on project alternatives and options for mitigation ofadverse environmental and social impacts.

It should be noted that all the investments will occur within existing designations (e.g. airports) and involverehabilitation of existing infrastructure. Therefore no physical displacement is anticipated and environmentalimpacts will be localised, occurring primarily during the construction phase.

A stakeholder analysis will identify the people and groups affected by the project and form the base of the projectaffected group. Stakeholders can change over the life of the project so identification of potential stakeholders willoccur at regular intervals, usually before each stage of the project (e.g. project conception, detailed design,construction phase and operations).

At a project level, consultation should include Government and national level agencies such as governmentministries, operational divisions of ministries, Office Te Beretitenti (the President), and Kiribati Association of Non-Governmental Organisations (KANGO) (and its members). Consultation will be facilitated through MCTTD and theRPF and EMP updated with minutes and outcomes of the consultations.

Each investment site consultation process should involve (but not limited to) representatives of provincial andisland level councils; province, island, village Council of Chiefs and Council of Women; local NGOs and civilsociety organisations; target villages (including local village leaders, other public representatives such as elders orchurch leaders, youth, women’s groups or associations); local business people and small enterprises; and, as wellas families potentially affected by the investment activities. Public consultations should be based in maneaba (acommunity’s central meeting house) as the most appropriate avenue for addressing the communities andidentifying affected individuals. The PIPA steering committee will need to be included in Kanton Island investmentconsultations. In regard to the outer island airstrips and consultation with the communities, telephone, email andor radio will have to be used as many of the islands are only accessible by boat.

5.2 KAIIP DisclosureDisclosure does not equate to consultation (and vice versa) as disclosure is about transparency andaccountability through release of information about the project. The draft EMP and RPF will be made available onthe WB Infoshop website, GoK websites (most applicable) and in hard copy at selected GoK offices (mostapplicable and accessible) and community centres. A Project Information Bulletin (PIB) will be produced andpublished in local media and maneaba. Full details of disclosure are documented in the RPF.


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6.0 Environmental and Social ImpactsKAIIP investments are for rehabilitation of existing aviation and roading infrastructure. New land acquisition is notexpected to be necessary and the project is unlikely to cause any major negative environmental or social impacts.However there are land use and lease issues regarding parts of Bonriki airport. At this stage it is also unclearwhat if any land use or ownership issues exist for the outer island airstrips. Therefore a Resettlement PolicyFramework (RPF) has been prepared for the project which will be invoked should any activities extend beyond thecurrent perimeters of each site. The RPF will cover any land acquisition (even if temporary), assets acquisition,impacts to assets, and any impacts to businesses, formal or informal (including temporary relocation). AnAbbreviated Resettlement Plan or Resettlement Plan, depending on the severity of impacts, will be developedduring the detailed design phase of the road investments should any of the impacts described in the RPF(summarised above) be encountered.

Possible negative impacts related to the aviation investments and the road rehabilitation are expected to beconfined to the construction sites at each location and construction phase of works. Affected people will benotified during consultation and disclosure for the RPF. Where appropriate, warning notices will be posted. Withtimely and proper implementation of this EMP and application of appropriate mitigation measures, most if not allthe potential negative impacts can be prevented or minimized. These impacts are expected to be limited to:

- Solid waste. Generation of excess excavated materials and construction waste. Scarification, replacementof unsuitable runway or road material, clean up of drains, fixing of culverts, etc. would lead to the generationof excess soil and debris waste.

- Soil erosion. Although no major clearing of vegetation is envisaged, some soil erosion may occur as aresult of the removal of shrubs and earth cover during resurfacing, and restoration of pavement areas anddrainage. The impacts on vegetative cover will be short-term and reversible through natural regeneration.There is only a thin topsoil layer in most parts and runoff is easily filtered into the underlying freshwaterlenses. Where topsoil is required to be cleared this will be set aside for use in restoration of disturbed areas.

- Hazardous materials. Potential soil and water pollution from construction run-off with fuel and lubricantsare expected to be temporary and minor. Work practices and mitigation measures for spills will beimplemented, including spill response plan and bunded areas for storage (during construction and operationphase).

- Noise and vibration disturbances. Noise and vibration disturbances are particularly likely duringconstruction related to the transportation of construction materials and truck traffic. These impacts will beshort-term and affect different people at different times. Impacts include noise during road resurfacing andairport civil works, and possible effect of vibration caused by operation of heavy machinery, increased trafficin some sections of roads, etc. Generation of noise and vibration will also occur at quarry and borrow pitsites. Where possible these are to be located away from inhabited areas.

- Air pollution. Air pollution can arise due to improper maintenance of equipment, dust generation and thebitumen smoke / fumes arising from application of chip-seal and road maintenance work. Impacts areexpected to be localised and short term with only minor negative impact on the ambient air quality in thevicinity of the construction areas. No ongoing impact to air quality is expected as the KAIIP is rehabilitationof existing infrastructure.

- Traffic disruption during construction activities. These impacts will occur during the road resurfacingand maintenance works, and also in transporting quarried aggregate but will be short-term and through goodmitigation the impacts should be low.

- Safety hazards. During construction and operation health and safety is to be managed through a SafetyManagement Plan and application of international environmental and health and safety (EHS) standards.The primary safety hazard is related to the runway rehabilitation investments at Bonriki and Cassidy asthese are operational airports.

- Water demand management. Freshwater will be required for workers, some construction activities (e.g.dust suppression) and operation activities (e.g. airport terminals and fire services). The impact on currentwater supply could be major if not properly mitigated through good resource planning and design(particularly regarding terminal design). Water efficiency, conservation and reclamation practices will beincorporated into the detailed design and good construction methodology adopted.


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- Wastewater discharges. Sanitary facilities for workers will be provided at all sites to prevent lagoons orother areas being used.

The social outcomes of KAIIP are expected to be positive by improving safety, accessibility and mobility of islandcommunities. The upgrading of the international and domestic airports will ensure ongoing access for cargo andpassenger aircraft. No land acquisition is required for the KAIIP investments thus no physical resettlement will benecessary.

6.1 Bonriki International Airport Environmental and Social ImpactsThe Bonriki airport approach lighting system needs to be assessed to determine the extent of works required. Iflighting mounts are no longer there or not fit for purpose, new concrete pile foundations will need to be drilledwithin the coastal and marine environments (below the HAT) at the eastern end of the Bonriki airport runway. Theenvironmental impacts from piling and construction activities within the lagoon (eastern end of runway) have thepotential to be significant if not correctly managed and mitigated. If new foundations are required for the lightingapproach system a site specific environmental assessment, which may include a marine survey, will be requiredand a specific management plan developed for managing the potential impacts and risks associated with theactivities to be carried out in the lagoon. The site specific environmental assessment and management plan willneed to be completed by the GoK, with assistance from external consultants as required, and approved by theWB prior to any construction works beginning.

7.0 Mitigation MeasuresDue to the nature of the rehabilitation activities proposed for each investment there are some mitigation measureswhich should be applied to all locations. These universal mitigation measures are outlined in Attachment 2, TableA.2.1. Specific mitigation measures required at each site are identified in subsequent tables. The mitigationtables detail the impact or issue, the mitigation required, where this is to occur, when this mitigation is to beapplied, estimated costs, implementation responsibility and supervision responsibility.

It is during the detailed design and pre-construction phase that any site specific environmental impacts ormitigation measures can be incorporated into the final design, also informed by feedback from stakeholderconsultations. The EMP should also be updated to include any variation from the current scope or addition ofnewly identified impacts and mitigation measures that may arise through the bidding and contracting process.

7.1 Site Specific Mitigation Measures7.1.1 Cassidy International Airport

A government owned borrow pit exists at the north eastern point of Kiritimati Island just south of Cassidy airportand has been identified as being able to supply the necessary aggregate for the runway rehabilitation. A draftQuarry Management Plan (QMP) has been prepared by Downer EDI Works Ltd along with the necessaryEnvironmental and Mining License applications. The draft QMP incorporates details of quarry opening activities;quarrying operations; quarry closing activities and environmental effects and how these will be managed. Theborrow pit is located away from any settlements; however impacts from dust and noise will need to be managedfor the site workers and to ensure that these are not transferred off site. The draft QMP will be updated to thefinal QMP prior to commencement of work.

Cassidy airport is located within a water reserve protection area (Banana Lens and Main Camp Lens). The openterrain allows for groundwater recharge during rain events. Therefore hazardous liquids (e.g. fuel and lubricants)must be managed within hardstand and bunded areas to prevent runoff to surrounding permeable ground. A spillresponse plan must also be in place and all workers trained in correct implementation of the spill response plan.

7.1.2 Kiritimati Island – London to Cassidy Road

Safety will be a primary concern during road rehabilitation. Mitigation of potential safety impacts will be donethrough development of a Traffic Management Plan (TMP) produced by the Contractor for implementation duringconstruction. The TMP shall include details of lay down areas (to be negotiated with individual land owners asrequired, refer RPF), site entry and exit layout, use of signage and flag operators, and personnel protectiveequipment to be worn by workers (e.g. high visibility vests).


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As this is an existing road the corridor has already been established. Construction activities for the rehabilitationof the road surface can be managed through good design and implementation of measures as outlined in TableA.2.1.

7.1.3 Bonriki International Airport

Bonriki airport is located within a water reserve protection area and the open terrain allows for groundwaterrecharge during rain events. Therefore hazardous liquids (e.g. fuel and lubricants) must be managed withinhardstand and bunded areas to prevent runoff to surrounding permeable ground. A spill response plan must alsobe in place and all workers trained in correct implementation of the spill response plan.

Bonriki airport directly abuts the lagoon at the eastern end of the runway and the ocean beach at the western endof the runway. Therefore erosion control and runoff diversion measures must be in place prior to any constructionactivities beginning to prevent potential pollution incidents.

7.1.4 Kanton and Outer Island Airstrips

Site specific environmental screening will need to occur during the detailed design phase for these airstrips.Good design and mitigation of known potential impacts, as outlined in Attachment 2, should be applied for Kantonand each outer island airstrip. The rapid environmental screening checklist (adapted from the World Bank rapidenvironmental checklist for rural roads) in Attachment 3 should be used prior to starting any detailed design orconstruction works. This checklist will help to identify any local conservation, protection, or cultural/heritage areasin close proximity to the airstrips and any site specific impacts not covered by the universal mitigation measures,and allow for inclusion in the EMP.

Material for Kanton and Outer Island Airstrips will need to be sourced from either Government approved andpermitted local quarries or imported (e.g. from Fiji). Material testing as completed by the Contractor will determinesuitable sources. Site specific Quarry Management Plans will be developed for all quarries or borrow pits and thenecessary permits obtained. Equipment will be transported by boat or barge and unloaded at existing andapproved ports/wharves.

It should be noted that Kanton Island is located within the Phoenix Group and thus part of the PIPA (as explainedin Section 3.2.1) and is the only inhabited island in the Phoenix Group (approximately 40 residents). Activitiesmust therefore be limited to the current airstrip and consideration given to sourcing material and resources for thisinvestment from other areas (e.g. existing permitted quarries either in Kiribati or elsewhere).


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8.0 Roles and responsibilitiesThe MCTTD is ultimately responsible for delivery of the KAIIP project, funding received and contracts awardedunder the KAIIP. MCTTD is the Implementing Agency in regards to funding received from donors including theWB. A Project Management Unit (PMU) will be established to undertake the day to day management of theproject. Aspects of the monitoring required by the EMP will be undertaken by the Supervision Consultants onbehalf of the PMU and MCTTD. The Supervision Consultant for the Kiritimati Island civil works investments isAECOM New Zealand Ltd. Other civil works contracts for the investments have yet to be awarded. Theimplementation of this EMP is the responsibility of the contractor awarded the contract for the civil works. Thediagram below shows the reporting and responsibilities for this EMP.

World BankGovernment ofNew Zealand

NZAid

Government ofTaiwan

Government of KiribatiMCTTD

Kiritimati Civil WorksInvestments

Tarawa Civil WorksInvestments

Kanton & Outer IslandCivil Works Investment

Supervision/ DesignConsultant

AECOM (NZ) Ltd


TBA


TBA

ContractorDowner EDI Works Ltd

ContractorTBA

ContractorTBA


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9.0 EMP Compliance and Monitoring Plan

9.1 Contingencies, Complaints and Incident ReportingIt is recommended that the Contractor prepare a Tsunami Preparedness Plan and ensure that in the event of aTsunami alert all staff are fully aware of their responsibilities in respect of human safety and environmental riskreduction. The procedure should clearly delineate the roles and responsibilities of staff, define the functions to beperformed by them, the process to be followed in the performance of these functions including tools andequipment to be kept in readiness, and an emergency medical plan. All of the Contractor’s staff should undergotraining/induction to the Plan.

Environmental complaints and incidents should be referred to the Supervision Consultant’s Environmental Officer(or designated staff) for undertaking complaint/incident investigation procedures. All complaints must beacknowledged with the complainant within 24hours. In general the following procedure should be followed:

- Log complaint/incident, date of receipt and acknowledge complaint receipt

- Investigate the complaint/incident to determine its validity and to assess the source of the problem

- Identify and undertake any action required, communicate response action to complainant (if requested bycomplainant)

- Log the date of resolution

- Report the complaint in monthly monitoring report including actions, resolution status and any outstandingactions required.

9.2 Monitoring PlanThe Environmental Monitoring Plan identifies the environmental monitoring requirements to ensure that all themitigation measures identified in the EMP are implemented effectively. Environmental monitoring methodology forthis project includes:

- Audit of detailed designs.

- Audit and approval of site environmental planning documents.

- Consultations with communities and other stakeholders as required.

- Routine site inspection of construction works to confirm or otherwise the implementation and effectiveness ofrequired environmental mitigation measures.

Non-compliance to environmental mitigation measures identified in the EMP will be advised to the Contractor(s) inwriting by the Supervision Consultant’s Environmental Officer as required. The non-compliance notification willidentify the problem, including the actions the Contractor needs to take and a time frame for implementing thecorrective action.

9.2.1 Monitoring Plan Reporting

Throughout the construction period, the Supervision Consultant will include results of the EMP monitoring in amonthly report for submission to the GoK and financing agencies. The format of the monthly report shall beagreed with all agencies but is recommended to include the following aspects:

- Description and results of environmental monitoring activities undertaken during the month.

- Status of implementation of relevant environmental mitigation measures pertaining to the works.

- Key environmental problems encountered and actions taken to rectify problems.

- Summary of non-compliance notifications issued to the Contractor during the month.

- Summary of environmental complaints received and actions taken, including relevant complaints receivedthrough the RPF Grievance Mechanism.

- Key environmental issues to be addressed in the coming month.


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A day to day contract diary is to be maintained pertaining to administration of the contract, request forms andorders given to the Contractors, and any other information which may at a later date be of assistance in resolvingqueries which may arise concerning execution of works. This day to day contract diary is to include anyenvironmental events that may arise in the course of the day, including incidents and response, complaints andinspections completed.


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Attachment 1A3 size plans of the following:

- Kiritimati Island general land use plan

- Cassidy Airport Concept Plan

- Bonriki Airport Concept Plan

- Kanton Island airport aerial photo


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Attachment 2Environmental Management Plan – Impact and Mitigation Tables


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Table A2.1 Environmental & Social Mitigation Plan – For All Investments

POTENTIALNEGATIVE IMPACT ENVIRONMENTAL AND SOCIAL MITIGATION MEASURES IMPLEMENTING

LOCATION

ESTIMATEDMITIGATION

COSTS4

EXECUTINGAGENCY

SUPERVISINGAGENCY

DETAILED DESIGN/ PRE-CONSTRUCTION STAGERoad traffic safety Include traffic management (e.g. signage) for quarry or borrow pit

entrance and exits in the Quarry Management Plan(s) (as required).Quarries and /or

Borrow PitsMinimal

(requirement ofbidding documents)

Design Consultantand Contractor

MCTTD &SupervisingConsultant

Aviation traffic safety Each investment within an operational airport is to have a Methods ofWorks Plan (MWP) which is to be included in all bid and contractdocuments. The Contractor is to develop a Safety Management Planas an addendum to the MWP. The MWP will include details of siteworks scheduling around known flight timetables and procedures foremergency response for all workers.

Operationalairports

Minimal(requirement of

bidding documentsand standardconstructionpractices)

Design Consultant MCTTD &SupervisingConsultant

Soil erosion Minimize erosion and design erosion protection measures accordingto international best practice standards, including incorporation ofeffective drainage systems (for groundwater recharge) andconsideration of surface flow paths.

Schedule earthworks and construction activities outside of wet season(Dec to May).

All locations Minimal (part ofstandard design

practices).


Dust/Air Pollution Identify and locate borrow sites, waste disposal sites, stockpile sitesand crusher sites to minimize impacts on the environment and nearbypopulation.

Ensure all equipment serviced and issued with warrant of fitness (asrequired).

All locations Minimal (part ofstandard design

practices).


4 Costs are estimates only and will be calculated during the detailed engineering design.


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LOCATION

ESTIMATEDMITIGATION

COSTS4

EXECUTINGAGENCY

SUPERVISINGAGENCY

Water and soil pollution Minimise risk to groundwater and surrounding soil by developing aspill response plan and provide training to all contract workers on howto implement the spill response plan.

Ensure bunded areas and hard stands are allocated at constructioncamps for the storage of fuel, lubricants and other potentialsubstances required for the project.

All locations Minimal (part ofstandard designand construction

practices).


Water supply Obtain necessary approvals as required for access to freshwater.

Include rainwater reclamation and water conservation/efficiency indesign.

Airport terminals Minimal (part ofstandard design

practices).


Quarries, borrow pitsand constructiondebris/spoils disposalsites.

Identify existing, licensed/approved quarries, borrow pits and wastedisposal sites that could be used for the project investments. To theextent possible eliminate the need for opening new borrow areas andwaste disposal sites. Apply for necessary permits and develop QMPsas required.


practices).


Solid waste generation Allow for re-use of as much material as possible either within specificinvestment, other investments, or for community use.

When planning construction camps ensure temporary waste dumpareas are allowed for and approved waste disposal sites /methodologies identified for removal of all solid waste.


practices).



CONSTRUCTION STAGETraffic and constructionsafety

Develop the traffic management plan to ensure smooth traffic flow andsafety for workers and passing / local traffic.

Where appropriate, employ flagmen on the road to prevent trafficaccidents. The workers shall have relevant safety equipment.

All locations Safety equipmentincluded in

construction cost.

ConstructionContractor



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LOCATION

ESTIMATEDMITIGATION

COSTS4

EXECUTINGAGENCY

SUPERVISINGAGENCY

Soil erosion Borrow and disposal sites no longer in use will be restored.

Minimise time and size of ground disturbing activities to workable sizeat any one time.

Keep construction vehicles on defined tracks.

Revegetate disturbed areas that are not being paved as soon aspracticable.

All locations Minimal (part ofstandard

constructionpractice).



Waste disposal Ensure all construction waste material is recycled or disposed of at anapproved waste disposal facility/area.

Ensure waste collection and disposal areas are clearly marked/signposted to avoid cross contamination.

Install waste collection facilities at construction camps to allow forcollection and disposal at an approved facility/ area. Strictly nodumping of rubbish. Include awareness training in generalenvironmental training.

Workers must be provided with a sanitary system to prevent fouling oflagoon or surrounding soils.





Water and soil pollution Lubricants shall be collected and recycled, or disposed of according toKiribati regulations.

Spill response plan training completed for all construction workers.

Zones for preliminary accumulation of wastes are designated in areasthat will cause no damage to the vegetation cover or leach intogroundwater.

Arrange transport and disposal of wastes according to the establishedprocedure and in the approved dump sites designated for the specificpurpose.






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LOCATION

ESTIMATEDMITIGATION

COSTS4

EXECUTINGAGENCY

SUPERVISINGAGENCY

Generation of dust Use closed/covered trucks for transportation of construction materials.

Cover aggregate and rock waste stockpiles with plastic sheeting whennot actively being used.

Keep work areas clean with regular sweeping. Due to freshwatersupply constraints large scale water sprinkling should be kept to aminimum and only used near sensitive receptors (e.g. hospitals orschools). Seawater should not be used due to potential salination ofunderground freshwater or surrounding soils.

Only small areas should be cleared of vegetation at any one time andrevegetation should occur as soon as practicable.

Dust masks and personnel protective equipment must be available forworkers during dust generating activities (e.g. at quarry sites).





Noise and vibrationdisturbances

Minimise nuisance from noise, especially closer to residential areas,through establishment and communication to affected parties ofstandard working hours (08:00 to 18:00, six days a week) and avoidincrease of noise and number of work equipment at peak hours.Adjust working hours nearby schools, hospitals and other similarinstitutions to avoid disturbing their routine operations.

Regularly check and maintain machinery, equipment and vehicleconditions to ensure appropriate use of mufflers, etc.

Workers in the vicinity of sources of high noise shall wear necessaryprotection gear.






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LOCATION

ESTIMATEDMITIGATION

COSTS4

EXECUTINGAGENCY

SUPERVISINGAGENCY

Accident risks/Impactson traffic safety

Arrange necessary measures for pedestrian and passer-by safety andall means of transportation safety (e.g., establish protection zones, by-pass these areas during transportation of materials, etc.)

Relevant safety elements such as guardrails, road signs anddelineators, pavement markings, barricades and beams, warninglights shall be installed. In some cases a flagman or traffic controlsupervisor could be engaged


construction cost.

Minimal (part ofstandard




Loss of archaeologicalartefacts or sites

Work to stop in specific location of unearthed artefacts or site andMCTTD or Supervision Consultant notified immediately for instructionto proceed.

All locations No marginal cost ConstructionContractor


Landscape degradation Arable land shall not be used as earth borrowing. If unavoidable thetopsoil shall be removed, stored and reused for rehabilitation afterconstruction is over

Restoration of landscape after completion of rehabilitation works andafter use of quarries; restore the vegetation cover in accordance withthe design.

Use plant species characteristic for the landscape in the course ofrestoration of the vegetation cover.





Hazardous substancessafety and pollution

Store and handle hazardous substances in bunded, hard stand ordesignated areas only.

Provide hazard specific personnel protective equipment to workersdirectly involved in handling hazardous substances (e.g. chemical orheat resistant clothing, gloves).


construction cost.

Minimal (part ofstandard





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LOCATION

ESTIMATEDMITIGATION

COSTS4

EXECUTINGAGENCY

SUPERVISINGAGENCY

OPERATION STAGEHazardous substancemanagement

Strictly apply and enforce manufacturer’s recommendations forhandling and storage. These measures include sealing of drums, andavoiding extreme heat.

Compliance with international good practice.

Security of storage areas to facilitate transport, handling andplacement to be maintained (e.g. fences and locks fixed immediately ifbroken or vandalised).

Staff to wear manufacturers recommended personnel protectiveequipment (e.g. gloves and overalls) when handling or mixinghazardous substances.

Emergency vehicles are to be serviced and maintained at existingairport workshop areas.

All airportcompounds

No marginal cost(standard operating

procedure).

MPWU (roadinginvestment)

MCTTD (airports)

MCTTD & ECD

Water or soil pollution Workshops or maintenance areas to be fitted with bunded areas forstorage of oil and fuel drums (and any other hazardous substances).

Used oil drums should be returned to the suppliers or, after beingcleaned, sold in secondary local market if there is demand for this.

Used oils may be used for emergency drills/preparedness exercisesas appropriate.

All locations No marginal cost(standard operating

procedure).


MCTTD (airports)

MCTTD & ECD

Maintenance ofdrainage andgroundwater rechargesystems

Drainage systems shall be periodically cleared to ensure appropriateflows.

Groundwater recharge systems to be kept clear of sediment build upand clogging due to excess vegetation growth.

All locations No marginal cost(standard operating

procedure).


MCTTD (airports)

MCTTD & ECD


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Table A2.2 Environmental & Social Mitigation Plan – Kiritimati Island, London to Cassidy Airport Road


LOCATION

ESTIMATEDMITIGATION

COSTS1

EXECUTINGAGENCY

SUPERVISINGAGENCY

DETAILED DESIGN/ PRE-CONSTRUCTION STAGERoad traffic safety Provide for Traffic Management Plan to be developed by Contractor.

To include signage, flag operators and personnel protectiveequipment (e.g. high visibility vest).

Include renewal of any signage (e.g. speed limits) or other trafficcalming measures (e.g. speed bumps) in design for ongoing safety ofroad users.

London toCassidy Airport

Road

Minimal (part ofstandard design

practices).



Water pollution andflooding

Road design should have sufficient camber (as designed or 4% forsealed roads and 5 to 6% for unsealed roads) to ensure rainwaterflows off the road to side drains or permeable lands.

Ensure any drainage designed allows for infiltration into freshwatergroundwater lens.

London toCassidy Airport

Road

Minimal (part ofstandard design

practices).


Table A2.3 Environmental & Social Mitigation Plan – Kiritimati Island, Cassidy Airport


LOCATION

ESTIMATEDMITIGATION

COSTS1

EXECUTINGAGENCY

SUPERVISINGAGENCY

DETAILED DESIGN/ PRE-CONSTRUCTION STAGEWater quality andsupply

Ensure design does not increase net impermeable area to ensureopen areas for rain infiltration to groundwater.

Airport site Minimal (part ofstandard design

practices).



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Table A2.4 Environmental & Social Mitigation Plan – Tarawa Island, Bonriki Airport


LOCATION

ESTIMATEDMITIGATION

COSTS1

EXECUTINGAGENCY

SUPERVISINGAGENCY

DETAILED DESIGN/ PRE-CONSTRUCTION STAGEDestruction of coral andlagoon habitat

Confirm need for new airport approach lighting mounts. If newconcrete pile foundations are required assess potential impacts basedon proposed piling / construction methodology in the lagoon andocean beach. If required engage specialist to complete a marinesurvey.

Eastern andwestern end of

airstrip

TBA Design Consultantand Contractor


CONSTRUCTION STAGEWater pollution oflagoon

All stockpiles must have bunds around the base to prevent runoffentering the lagoon or surrounding lands.

Hazardous substances (e.g. fuel and lubricants) must be stored on ahard stand area with bund. A spill response plan must be in placeand all workers trained in spill response.

Runoff from construction areas must be diverted away fromdischarging directly into the lagoon.

Bonriki Airport Marginal (part ofgood construction

practice)

Contractor MCTTD &SupervisingConsultant

Table A2.5 Environmental & Social Mitigation Plan – Kanton and Outer Islands


LOCATION

ESTIMATEDMITIGATION

COSTS1

EXECUTINGAGENCY

SUPERVISINGAGENCY

DETAILED DESIGN/ PRE-CONSTRUCTION STAGEUnknown Environmental screening checklist must be completed for each outer

island airstrip to determine any specific negative impacts not alreadyidentified in this EMP.

Kanton and OuterIsland Airstrips

TBA Design Consultantand Contractor



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Attachment 3Environmental Screening Checklist for Kanton and Outer Island Airstrips


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OUTER ISLAND AIRSTRIP ENVIRONMENTAL CHECKLIST

Project Name/Location: Date:

Name & Position of Assessor:

For each environmentalissue/effect place a cross (X) inone of the columns

PositiveImpact

No

Impa

ctlik

ely

NegativeImpact

Mor

ein

form

atio

nne

eded Comments

Very

likel

y/M

ajor

Poss

ible

/M

inor

Very

likel

y/M

ajor

Poss

ible

/M

inor

Issue/Effect A B C D E F

Ecol

ogic

al

1.1 Protected areas

1.2 Fisheries, aquatic ecology

1.3 Rare, endangered species

1.4 Animal migration

1.5 Natural Industry

Phys

ical

2.1 Erosion and/or siltation

2.2 Local flooding

2.3 Dust/pollution

2.4 Noise

Soci

o-ec

onom

ic

3.1 Population change

3.2 Income & amenities

3.3 Taking of lands / trees / crops


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For each environmentalissue/effect place a cross (X) inone of the columns

PositiveImpact

No

Impa

ctlik

ely

NegativeImpact

Mor

ein

form

atio

nne

eded Comments

Very

likel

y/M

ajor

Poss

ible

/M

inor

Very

likel

y/M

ajor

Poss

ible

/M

inor

Issue/Effect A B C D E F

3.4 Resettlement or relocation

3.5 Gender

3.6 Vulnerable groups

3.7 Regional effects

3.8 Cultural Resources

3.9 Urbanizing Problems

3.10 Health

3.11 Recreation

Oth

er

4.1 Temporary constructionimpacts

4.2 Quarries/ borrow pits

Cumulative EffectsNumber of crosses:


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Attachment 4Monitoring Plan


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Table A4.1 Environmental Monitoring Plan

PARAMETER TO MONITOR LOCATION MONITORING FREQUENCY RESPONSIBILITY

DETAILED DESIGN/ PRE-CONSTRUCTION PHASE

Traffic safety Design documents Ensure TMP included in QMPs and forLondon to Cassidy Airport Road investment. Prior to sign off of final designs Design Consultant

Aviation safety Design documentsMWP for each operational airport completewith details of flight schedules and emergencyprocedures.

Prior to sign off of final designs Design Consultant

Soil erosion Design documentsConstruction scheduled for between May andDecember. Designs include erosionprotection measures.

Prior to sign off of final designs Design Consultant

Water supply Design documents Water reclamation systems included indesigns (particularly terminal design). Prior to sign off of final designs Design Consultant

Location of licensed, operatingquarries and borrow/disposal sites Design documents

Ensure inclusion in design and materialspecifications.Permits and approved and QMPs complete.

During the design Design Consultant

CONSTRUCTION

Material borrow sites and quarries Construction Contractor’srecords

Permits from MELAD received and QMPimplemented.

Documentation viewed prior toconstruction works starting

Supervision Consultantand MCTTD

Agreement for waste disposal Construction Contractor’srecords Permits. Inspection of disposal sites.

Documentation viewed prior toconstruction works startingWeekly as applicable to scheduleof works.


Soil erosion Areas of exposed soil andearth moving (e.g. quarries)

Inspections at sites to ensure silt fences,diversion drains etc are constructed asneeded. Inspection to ensure replanting andrestoration work completd.

Weekly as applicable to scheduleof works and after site restoration.


Waste disposal At construction sitesInspection to ensure waste is notaccumulating and evidence waste has beendumped at approved waste facility.

Weekly as applicable to scheduleof works and on receipt of anycomplaints.


Water and soil pollution At construction sitesInspection of sites to ensure waste collectionin defined area; spill response plan in placeand workers trained.

Weekly as applicable to scheduleof works and on receipt of anycomplaints


Dust At construction sites andadjacent sensitive areas.

Site inspections. Regular visual inspections toensure stockpiles are covered when not inuse and trucks transporting material arecovered.




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PARAMETER TO MONITOR LOCATION MONITORING FREQUENCY RESPONSIBILITY

Noise At work sites and sensitivelocations

Site inspections to ensure workers wearingprotective equipment when required.Measurement of noise level with hand-heldnoise meter near sensitive receptors (e.g.schools or hospitals).



Storage of fuel, oil, bitumen, etc.At work sites andconstruction camps.Contractors training log.

Regular site inspections to ensure material isstored within bunded area and spill responsetraining for workers completed.



Vehicle and pedestrian safety At and near work sitesRegular inspections to check that TMP isimplemented correctly and workers wearingappropriate personnel protective gear.



Construction workers and staffsafety (personal protectiveequipment)

At work sites

Inspections to ensure workers have access toand are wearing (when required) appropriatepersonnel protective equipment (e.g. forhandling hazardous materials).



OPERATIONAccidents with hazardousmaterials or wastes Airport sites Accident report Immediately after accident ECD

Traffic safety On the road duringoperation

Observation of obedience of speed and othertraffic regulations

Randomly by decision of theTraffic Police MPWU

Maintenance of drainage system On site Inspection When needed MPWU


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