contractor’s environmental management plans... · 7.3.5 noise and vibration 7.3.6 erosion and...

COMMERCIAL-IN-CONFIDENCE McCONNELL DOWELL

McConnell Dowell Constructors Ltd MCD Management System

MMS No: 025-J002-2629

CLIENT: MINISTRY OF COMMUNICATION, TRANSPORT AND TOURISM DEVELOPMENT

(MCTTD)

PROJECT: AIRFIELD CIVIL WORKS – RESURFACE RUNWAYS AND MARKINGS

LOCATION: TARAWA KIRIBATI

PROJECT NUMBER: 2629

CONTRACTOR’S ENVIRONMENTAL MANAGEMENT PLAN

Revision History


Rev Date Details Author Approver

A 15/01/2015 Draft J.Barker

B 13/03/2015 Updated after discussion J.Barker D Price

C 21/04/2015 Revision following AECOM review, and Environmental Licence received by MCD

J Robertson D Price

D 09/05/2015 Environmental Licence details J Robertson D Price

E 01/06/2015 Revised to cover haul roads around sensitive receptors and working hours

J Robertson D Price

F 08/08/2015 Working hours updated and to include asphalt plant. J Robertson R Robins

G 19/09/2015 8.13.14 Working hours

Machinery and Plant 8.13.1

8.13.7 Noise and vibrations and consequential changes

J Robertson R Robins

G 05/11/2015 Amendments after informal AECOM review

2.3 Laydown Areas

5.5.8 Community Liaison Officer (CLO)

7.3.2 Water Resources

7.3.5 Noise and Vibration

7.3.6 Erosion and Sediment Control

7.3.7 Air Emissions

7.3.8 Traffic and Airport Operations

7.3.11 Coastal and Marine Environmental Impacts

7.4 Social Impacts

8.3 Safety and Traffic Management

8.5 Bitumen, asphalt and Concrete Plant

8.6 Laydown Area

8.7 Erosion and Sediment Control

8.12.1 Road Traffic Safety

8.12.9 Laydown Area set-up

8.13.7 noise and Vibration

8.13.4 Working Hours

9.3 External Communication

R Edens R. Robins

H 11/11/2015 2.3.2 Tamoa Laydown

2.3.3 Temaiku (Banga) Laydown

R Edens R Robins

I 13/11/2015 Amended as per WB review

2.3 Laydown Areas

4.2.1 Marine Biodiversity

4.3.5 Residential receptors

7.3.4 Hazardous Substances and Materials

7.3.5 Noise and Vibration

7.3.11 Coastal and Marine Environmental Impacts

8.2 Hazardous substances use, storage and disposal

8.6 Laydown Area

8.10 Marine and Coastal Specific Mitigation Measures

8.12.7 Hazardous Substances

17 Appendix 1: Aggregate Laydown Documents

18 Appendix 2 Asphalt Plant Operation

R Edens R Robins


J 27/11/2015 Amended as per WB review

R Edens J Barker

This document remains the property of McConnell Dowell Corporation. Its contents are confidential and shall not be reproduced, destroyed or given away without the express, written permission of McConnell Dowell Corporation. The electronic version of this document in MMS Database on designated server(s) is the Master Copy and is a controlled document. Unless specifically noted thereon, other copies of this document are uncontrolled. Based on MMS Template# 010-J018-000 Rev1 2Oct2014.

CONTRACTOR’S ENVIRONMENTAL MANAGEMENT PLANMMS # 025-Y002-2629

REVISION IDATE Nov 2015

McCONNEL DOWELL CONSTRUCTORS LTD PROJECT NO. 2629 RESURFACE RUNWAYS, TARAWA KIRIBATI MCTTD

PAGE 4 OF 77COMMERCIAL-IN-CONFIDENCE

McCONNELL DOWELL

TABLE OF CONTENTS contractor’s environmental management plan ............................................................................................ 1

Table of Contents ....................................................................................................................................... 4

Table of figures ......................................................................................................................................... 8

standard abbreviations .............................................................................................................................. 9

project personnel abbreviations ................................................................................................................ 9

1 INTRODUCTION .................................................................................................................................. 11

1.1 PLAN OBJECTIVES ............................................................................................................. 11

2 project overview .............................................................................................................................. 11

2.1 client ...................................................................................................................................... 11

2.2 project description ................................................................................................................. 11

2.3 site information ...................................................................................................................... 11

2.4 background ............................................................................................................................ 17

2.5 scope of works ...................................................................................................................... 18

3 policy, legal and administration framework ....................................................................................... 19

3.1 national environmental requirements .................................................................................... 19

3.2 environment licence .............................................................................................................. 20

3.3 regional requirements ........................................................................................................... 20

3.4 international legislation .......................................................................................................... 20

4 environmental & social environment ................................................................................................. 21

4.1 physical environment ............................................................................................................ 21





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4.2 biological environment .......................................................................................................... 25

4.3 socio economic conditions .................................................................................................... 26

5 environmental management approach .............................................................................................. 28

5.1 environmental policy ............................................................................................................. 28

5.2 management system ............................................................................................................. 28

5.3 interface with other plans ...................................................................................................... 28

5.4 management framework ....................................................................................................... 29

5.5 environmental responsibilities ............................................................................................... 30

6 environmental issues and requirements............................................................................................ 33

6.1 hazard and risk identification ................................................................................................. 33

6.2 sensitive receptors ................................................................................................................ 33

7 environmental and social impacts..................................................................................................... 34

7.1 overview of impacts ............................................................................................................... 34

7.2 Historical development activities & environmental impacts .................................................. 34





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7.3 environmental impacts .......................................................................................................... 35

7.4 social impacts ........................................................................................................................ 37

8 mitigation measures ........................................................................................................................ 38

8.1 aggregate, materials and equipment Importation ................................................................. 38

8.2 hazardous substances use, storage and disposal ................................................................ 38

8.3 safety and traffic management .............................................................................................. 39

8.4 stormwater and water management ..................................................................................... 40

8.5 bitumen, asphalt and concrete plant ..................................................................................... 40

8.6 laydown areas ....................................................................................................................... 41

8.7 erosion and sediment control ................................................................................................ 42

8.8 wastewater management ...................................................................................................... 42

8.9 solid waste management ...................................................................................................... 43

8.10 marine and coastal specific mitigation measures ................................................................. 43

8.11 site specific mitigation measures .......................................................................................... 44

8.12 Pre-Construction / Mobilisation Stage ................................................................................... 44





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8.13 construction stage ................................................................................................................. 46

9 communication and stakeholder management .................................................................................. 52

9.1 roles and responsibilities ....................................................................................................... 52

9.2 internal communications ....................................................................................................... 53

9.3 external communication ........................................................................................................ 53

9.4 complaints management ....................................................................................................... 53

10 training and competency .................................................................................................................. 54

10.1 induction training ................................................................................................................... 54

10.2 tool box talks ......................................................................................................................... 55

10.3 pre-start meetings ................................................................................................................. 55

11 monitoring, evaluation and reporting ................................................................................................. 55

11.1 monitoring .............................................................................................................................. 55

emp monitoring plan .......................................................................................................................... 56

11.2 inspections ............................................................................................................................ 58

11.3 audits ..................................................................................................................................... 58

11.4 reporting requirements .......................................................................................................... 59

12 incident reporting and investigation ................................................................................................. 59





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12.1 notification procedure ............................................................................................................ 60

12.2 environmental alerts .............................................................................................................. 60

13 emergency response ........................................................................................................................ 61

13.1 environmental spills ............................................................................................................... 61

13.2 hazardous substance storage ............................................................................................... 61

14 management review ......................................................................................................................... 62

14.1 Plan approval, distribution and review .................................................................................. 62

15 document control ............................................................................................................................. 62

16 attachments .................................................................................................................................... 63

16.1 Environmental Policy ............................................................................................................. 63

16.2 weekly environmental Inspection form .................................................................................. 64

17 Appendix 1: Aggregate Laydown Documents ....................................................................................... 67

17.1 MCTTD Memo Temaiku (Banga) .......................................................................................... 67

17.2 MCTTD Memo Tamoa .......................................................................................................... 68

17.3 Tamoa “Door-Knocking” Consultation ................................................................................... 69

17.4 Nonouti Maneaba Consultation ............................................................................................. 70

17.5 Tamoa Permission ................................................................................................................ 73

17.6 MCTTD Agreeement with Temaiku (Banga) Landowner ...................................................... 74

18 Appendix 2: Asphalt Plant Operation ................................................................................................... 77

16.3 ASPHALT PLANT OPERATION………………………………………………………………… 53

TABLE OF FIGURES

Figure 1 Location of Aggregate laydowns with associated haul routes ................................................ 12

Figure 2 Tamoa laydown demonstrating housing within an approximate 500m radius ........................ 13

Figure 3 Tamoa laydown typical cover ................................................................................................. 14

Figure 4 Banga plan provided to McConnell Dowell ............................................................................. 15

Figure 5 Sketch of Banga Laydown ...................................................................................................... 15

Figure 6 Banga Laydown ...................................................................................................................... 16

Figure 7 Banga Laydown ...................................................................................................................... 16

Figure 8 Banga entrance ....................................................................................................................... 17

Figure 9 Location of Tarawa ................................................................................................................. 21

Figure 10 Arrangement of South Tarawa and the International Airport ................................................ 22

Figure 11 General Land Use Plan ........................................................................................................ 24





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Figure 12 Bonriki water reserve catchment infiltration and monitoring bore locations ......................... 25

Figure 13 Airport laydown area location (within Air Traffic Control Tower compound) ........................ 41

STANDARD ABBREVIATIONS

BEIA Basic Environmental Impact Assessment

CEMP Contractor’s Environmental Management Plan

CEP Construction Execution Procedure

Contractor McConnell Dowell Constructors

ECD Environment Conservation Division of MELAD

EMP Environmental Management Plan

EMS Environmental Management System

EPI Environmental Protection Instruction

ERP Emergency Response Plan

ESMF Environmental and Social Management Framework

JSEA Job Safety and Environmental Analysis

KAIP Kiribati Aviation Investment Project

KRRP Kiribati Road Rehabilitation Project

LDC Less Developed Country

MELAD Ministry of Environment, Land and Agriculture

MCD McConnell Dowell

MCTTD Ministry of Communications, Transport and Tourism Development

MMS MCD Management System

PAIP Pacific Aviation Investment Program

SEP Site Environmental Plan

TMP Traffic Management Plan

TRW Bonriki International Airport

WB World Bank

PROJECT PERSONNEL ABBREVIATIONS

DC Document Controller

EMR Environmental Management Representative

HRM Human Resource Manager





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PE Project Engineer

PM Project Manager

PA Project Administrator

SE Site Engineer

SUPT Superintendent

SUPV Supervisor





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1 INTRODUCTION

1.1 PLAN OBJECTIVES

This Contractor’s Environmental Management Plan (CEMP) covers strategies, systems and procedures

to ensure the Resurface Runways, Tarawa project (hereafter known as the Project) meets the

environmental obligations and targets for the construction of the Project as set out in the Contract

(MCTTD/ICBW/K-A15.3). This CEMP forms an integral part of McConnell Dowell Management System

(MMS) and applies to the activities that are anticipated to occur during the construction phase of the

Project.

The purpose of this CEMP and incorporated documents is to:

Achieve the Project’s stated environmental objectives and targets;

Ensure legal and contractual compliance;

Ensure compliance with the Pacific Aviation Investment Program (PAIP) Basic Environmental Impact Assessment and Environmental Management Plan for Bonriki International Airport; and

Outline procedures for the management of environmental protection issues during the construction phase.

This CEMP is the primary document for managing potential environmental risks and opportunities and

provides the framework for identifying environmental aspects and impacts associated with the Project.

In addition, it provides a framework for managing the environmental controls and processes

implemented by McConnell Dowell, subcontractors and consultants in carrying out their respective

responsibilities in relation to the Project.

2 PROJECT OVERVIEW

2.1 CLIENT

The Project Client is the Ministry of Communications, Transport and Tourism Development.

2.2 PROJECT DESCRIPTION

The Project involves the upgrading of airside pavements at Bonriki International Airport (TRW) in

Tarawa, Kiribati. This upgrading generally includes the resurfacing or rehabilitating and upgrading of

the runways, taxiways and aprons, and related infrastructure work.

2.3 SITE INFORMATION

TRW is located on the island of Tarawa, Kiribati.





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Laydown Areas

Four laydown areas are in use for the Project (in addition to the Asphalt Plant and Batch Plant) as shown in Figure 1. The Airport Laydown Area is used for the storage of equipment and materials and Three areas have been nominated for aggregate laydown and are, identified below as Runway Laydown ( 1°22'51.81"N 173° 9'19.79"E), Tamoa Laydown (1°21'59.69"N 173° 9'40.11"E) and Temaiku Laydown (1°21'38 61"N 173° 8'47.77"E). Haul routes to and from the identified aggregate laydowns shown in Figure 1 are:

Blue – Bonriki wharf to Airport Carpark;

Red – Tamoa Laydown to Airport Carpark;

Yellow – “Tamoa Road” component of route;

Green – Asphalt plant turn-off to Airport Carpark;

Brown – Gravel road component of Temaiku Laydown;

Black - Asphalt plant turn-off to Asphalt Plant.

Figure 1 Location of Aggregate laydowns with associated haul routes

The activity on the proposed aggregate laydowns is to provide aggregate storage for the Airport project. Igneous aggregates are sourced from Suva, Fiji and are shipped to Tarawa. Initial plans were for these to be solely barged but inefficiencies in the process has deemed a bulk carrier ship will be required to complete the works in a timely manner. All materials are expected to be landed at Bonriki wharf where smaller barges 2,000-5,000 ton vessels will traverse to/from the bulk carrier ship. The bulk carrier ship may need to dock at the Betio Port to unload some articles such as plant and other items. All Entry Assurance Certificates (EAC) must be granted by the Central Pacific Shipping commission (CPSC) prior to unloading.





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Tamoa Laydown

Tamoa laydown ownership of the land is under the Government of Kiribati and permission has been granted ref: 3/103b dated 01st October 2015, refer Appendix S17.2. Figure 2 demonstrates the proposed arrangement away from residential properties and all housing within an approximate 500m radius.

Tamoa Laydown is located approximately 350 meters from the east coast of the atoll. The topography is flat and as shown in Figure 3 and has a variety of ground vegetation and coconut trees. These are to be cleared and MCTTD will need to determine at a later date if it is to be rehabilitated at the end of the contract or to be left cleared. Due to the large area, a laydown of 90x90m is proposed to be cleared progressively. Historically this area was designated for an urban housing area and may be further developed. When inspected, some surface water as shown in Figure 3 was noticed but may be attributed to the unseasonably wet season.

Some housing is near (50-100m) of the laydown where community consultation with McConnell Dowell’s Community Liaison Officer has been undertaken to date. An access track is required through private land to access Tamoa Laydown. We believe that we have received permission from the land owner of an email where no land rental is required. The Lands Department does not have accurate records of mapped lots. Substantiation is located in Appendix S17.

Figure 2 Tamoa laydown demonstrating housing within an approximate 500m radius

Aggregate movement will occur anytime during day and night dependent on factors like barge timetable and stock in the Asphalt Plant where S.8.13.7 will be considered. Works will most likely continue until March. The identified haul routes are existing roads. Tamoa Road (yellow line) will need to be upgraded so trucks may travel safely to and from the Tamoa Laydown site. Known underground services will need to be identified prior to roading upgrade works to ensure that adequate cover is achievable.

The noise monitoring locations will not be fixed receptors but rather using a mobile device. This will allow monitoring of the residential properties situated closest to the laydown.





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Materials, including machinery and plant will be removed at the end of the works as stipulated in the memo located in the appendix 17.2. This is to prevent historical instances where the contractor has simply abandoned their equipment at the completion of works.

Figure 3 Tamoa laydown typical cover

Temaiku (Banga) Laydown

The second identified laydown is adjacent to the south coast of the atoll. It is under private ownership where permission is granted via the Ministry of Communication, Transport & Tourism Development (MCTTD) as demonstrated in Appendix 17. McConnell Dowell are not privileged to the specific arrangements of rental or compensation. It is located in a residential area and topography is flat, typically coral with some trees of approximately 18m x 65m deep, it is adjacent to the coast. There is an identified gravesite and old concrete slabs that were once platforms to houses. A well and another pipe well exist. Figure 4 provided by MCTTD show the configuration to the existing road but the dark hatches do not exist. Existing wells exist in the immediate area, typical of the island. Figures 5-8 record the existing condition and arrangement of the property. MCTTD have negotiated use of the laydown where consent has been granted and is documented in Section 17.6. MCD are not privy to information such as lease terms and conditions including payment. Some trees that do include some fruit bearing trees will need to be removed and claims for compensation will need to be addressed by MCTTD. Concrete slabs and rubbish will be cleaned up to allow an area for aggregate storage. The gravesite and three more possible graves are to be protected by fencing. Community consultation was undertaken at the Nonouti Maneaba on Wednesday 4th November and minutes are to be included in Appendix 17. Issues identified by the residents was noise, dust, disturbances and lighting issues during night works and the safety of residents. Mitigating measures to be implemented include operating during day only, traffic management systems, switching off reverse alarms when safety permits, temporary fencing of the laydown area, positioning stockpiles to mitigate dust and noise and the use of water-trucks for dust suppression. Machinery is to return to the Asphalt Plant during nights for both security and as directed in the MCTTD memo of stored machineries.





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Again, the noise monitoring locations will not be fixed receptors but rather using a mobile device. This will allow monitoring of the residential properties situated closest to the laydown.

Figure 4 Banga plan provided to McConnell Dowell

Figure 5 Sketch of Banga Laydown





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Figure 6 Banga Laydown

Figure 7 Banga Laydown





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Figure 8 Banga entrance

2.4 BACKGROUND

Environmental Safeguards Document Hierarchy and Development

The PAIP has an Environmental and Social Management Framework (ESMF) which outlines the key

steps and procedures in screening and the assessment of environmental and social issues related to

the PAIP. The ESMF sets out the principles, rules, guidelines and procedures to assess the

environmental and social impacts. It contains measures and plans to reduce, mitigate and/or offset

adverse impacts and enhance positive impacts, provisions for estimating and budgeting the costs of

such measures, and information on the agency or agencies responsible for addressing project impacts.

It defines roles and responsibilities, and provides guidance for the Implementing Agency (IA), Executing

Agencies (EA) (respective country’s ministries) and the respective countries Civil Aviation Authorities

for developing the environmental and social safeguards documents in compliance with respective WB

operational policies (namely OP/BP4.01, OP/BP4.12, OP/BP4.10) and respective country

environmental requirements.

The Environmental Safeguard Documentation Hierarchy flowchart below shows the hierarchy and

development of documents associated with the entire upgrade of the Bonriki International Airport of

which the upgrade to the runway is one section of the works.





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WB OP/BP 4.01 Environmental AssessmentWB OP/BP 4.10 Indigenous PeopleWB OP/BP 4.12 Involuntary Resettlement

Kiribati Environmental Act, regulations and other relevant legislation

Pacific Aviation Investment ProjectEnvironmental and Social Management Framework (updated June 2013)

Kiribati Aviation Infrastructure Investment Project; Environmental Management Plan (May, 2011)Referred to as the ‘Overarching EMP’.

Pacific Aviation Investment Program Basic Environmental Impact Assessment and Environmental Management Plan – Bonriki International Airport Final Draft (January 2014)

Pacific Aviation Investment ProgramBasic Environmental Impact Assessment and Addendum – Bonriki International AirportTerminal Final Draft

Pavement (Runway) - Contractor’s Environmental Management Plan

(McConnell Dowell)

Terminal - Contractor’s Environmental Management Plan

Navigational Aids and Lighting Upgrade - Contractor’s Environmental Management Plan

Flowchart 1 Environmental Safeguard Documentation Hierarchy

2.5 SCOPE OF WORKS

The scope of work at the Bonriki Airport comprises of:

Importation of approximately 15,000m3 of aggregate for asphalt manufacture from Suva, Fiji;

Unloading of barges from Betio or Bonriki Wharf and transport to laydown areas at the Asphalt Plant, Tamoa and Temaiku;

Supply of bituminous products;

Establishment of an asphalt manufacturing plant of approximately 32,000 tonnes of asphalt (AC 20) – hours of operation 6pm-6am, Sunday-Monday inclusive;

Place and compact asphalt to correct levels and shape;

Milling and texturizing of runway (116,000m2);

Application of the Surface Enrichment Spray Treatment (SEST);

Provision of paint marking;

Removal of old machinery and bitumen; and

Reconstruction of the main carpark.





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3 POLICY, LEGAL AND ADMINISTRATION FRAMEWORK

McConnell Dowell Constructors Ltd ensures compliance with all relevant legislation and aims to employ

best practice environmental management procedures for the construction of the Project.

The Compliance with Legal and Other Requirements (MMS # 000-D004-000) procedure outlines

how McConnell Dowell Constructors identifies, maintains and evaluates compliance with legal and other

related requirements that are applicable to the delivery of the Project. This legislation is identified and

recorded in 025-Y005-2629 Review Record ENV Legal.

All relevant legislation requirements are identified and recorded at the commencement of the Project

and included within the development of the Project specific management plans (Refer section 5.3).

Legislation and compliance are reviewed by management on at least an annual basis.

Key environmental legislation for the management of the Project includes, but is not limited to the following:

3.1 NATIONAL ENVIRONMENTAL REQUIREMENTS

Environment Act 1999

The Environment Act 1999 (2007 Amendments) is the primary environmental legislation of Kiribati which

provides for the protection, restoration and enhancement of Kiribati’s natural, social and cultural

environment. The Act also gives power to the ECD (a division of the MELAD) for the administration of

the environment including providing for sustainable development and implementing the Environment

Regulations (2009). The Act outlines requirements for impact assessment and statements relating to

development. Applications are to be made to the Principal Environment Officer (PEO) for development

approvals. The Basic Environmental Impact Assessment (BEIA) and EMP address requirements of a

BEIA required under the Environment Act 1999 (as amended in 2007), Part IV, Section 33(1).

Section 49 of the Environment Act 1999 (2007 amendments) empowers environment officers as

Environment Inspectors to implement and enforce the Environment Act in Kiribati especially on South

Tarawa. The Environment Inspectors carry out patrols on illegal activities such as sand and gravel

mining and dumping of waste. They are also responsible for review and inspection of proposed and

ongoing development projects, including the airport upgrades.

Biosecurity Act 2011

The MELAD are also responsible for administering the Biosecurity Act 2011 which controls the movement of plants and animals and their products in order to prevent the establishment and spread of animal and plant pests and diseases that can harm human health and the agricultural economy of a country. The Biosecurity Act 2011 establishes a regime to control the import and export of regulated pests and diseases (Parts 2, 3, 4 and 5). The biosecurity functions of the Government are set out in section 6. The key administrative feature is the provision in Part 10 for the designation of a Director of Biosecurity and biosecurity officers for Kiribati.





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3.2 ENVIRONMENT LICENCE

The airport developments, and any construction work designed to enable the airport developments, are Environmentally Significant Activities (ESA) as defined in the Schedule of Environmentally Significant Activities (Section 14.0) of the Environment Act 1999. Therefore an Environment Licence is required in order to carry out development. The ECD (responsible for administering the Environment Licence application process) stated that a Basic Environmental Impact Assessment was required for the KAIP.

The MCTTD were issued the Environment Licence for Upgrading Construction and Operation of the Bonriki Airport (ELA 108/13) on 30 July 2014. McConnell Dowell were supplied with the Environment Licence on 11 April 2015. All MCD Staff, and any other person working on the Project, must comply with the Environment Licence, EMP and BEIA.

3.3 REGIONAL REQUIREMENTS

The Local Government Act 1984 establishes local councils (also named island, town and urban councils) that have powers to regulate and administer a number of functions around utilities, agriculture, buildings and town planning among other things. In accordance with this legislation Tarawa has three administrative councils:

Betio Town Council (or BTC), on Betio Islet;

Teinainano Urban Council (or TUC), from Bairiki to Bonriki (this is the council applicable to the project area)

Eutan Tarawa Council (or ETC), for North Tarawa or Tarawa Ieta (all the islets on the east side north of Bonriki, including Buota which is linked by road to South Tarawa).

TRW is within the Teinainano Urban Council’s jurisdiction and so any solid waste management issues will be addressed with this Council.

3.4 INTERNATIONAL LEGISLATION

Kiribati is a signatory to a number of international agreements of which the Basel and Waigani Conventions are specifically applicable to the Project.

Basel Convention

The Basel Convention on the control of trans-boundary movements of hazardous wastes and their disposal is an international treaty designed to reduce the movements of hazardous waste between nations, and specifically to prevent the transfer of hazardous waste from developed to less developed countries (LDCs).

The Convention is intended to minimise the amount and toxicity of wastes generated, to ensure their environmentally sound management as closely as possible to the source of generation, and to assist LDCs in environmentally sound management of the hazardous and other wastes they generate.

Waigani Convention

The Waigani Convention is a treaty that bans the exporting of hazardous or radioactive waste to Pacific Island Forum countries and prohibits Forum Island countries from importing such waste. The convention has been ratified by Fiji and New Zealand. It entered into force in 2001.





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4 ENVIRONMENTAL & SOCIAL ENVIRONMENT

4.1 PHYSICAL ENVIRONMENT

Location and Geography

Kiribati is scattered over three island groups, the Gilbert Group, the Phoenix Group, and the Line Group and stretches some 4,000km located between Longitude 170 degrees East and 150 degrees West in the Central Pacific Ocean, on either side of the equator (Figure 9). The three groups of islands are coral atolls with the exception of Banaba which is a raised limestone island. Of the 33 islands comprising Kiribati only 21 are inhabited. The country has two international airports, operating from Tarawa Island (Bonriki International Airport) and Kiritimati Island (Cassidy International Airport).

Figure 9 Location of Tarawa

Kiribati’s exclusive economic zone (area of the ocean in which it controls fishing and other rights) covers more than 3 million km2.

The Gilbert Group which is comprised of 17 islands has a total land area of 286 km2. Tarawa, an atoll in this group, is home of the Kiribati government, the main port of entry, the main international airport, and is Kiribati’s capital.





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Figure 10 Arrangement of South Tarawa and the International Airport

On South Tarawa, the construction of causeways has created a single strip of land from Betio in the west to Buota in the northeast (Figure 10). Tarawa has a large lagoon, of over 500 km2, and a wide reef. TRW is located by the village of Bonriki on the south eastern side of the atoll. Most of South Tarawa is less than 3 meters above sea level with an average width of only 450 meters.

Land Use

Land at TRW is primarily leased from some 300 plus individual landowners. Lease agreements are for a period of 99 years, with approximately 40 years remaining on existing leases. The land where the terminal and car park are located has been under dispute in recent years with a resolution reached in 2013. The Government will be paying the lease including arrears for the terminal and car park land. Local landowners claimed the terminal and car park are not included in current lease agreements and the Government claimed that the land was naturally reclaimed as a result of the Bonriki causeway constructed in the 1970’s.

The northern side of the runway is designated water reserve protection area. Gardens and rudimentary shelters directly adjacent to the airport leased area were observed as were more substantial homes and development at the north eastern end of the runway (part of Te Kawai ae Boou, a division of Bonriki village). On the north western side of the runway are saltwater/brackish water ponds. The south eastern and western side of the runway is Bonriki village with the apron, terminal and car park extending between the eastern and western side of the village. Beyond the village and terminal are fish farm aquaculture ponds (milk fish).

At the western end of the runway is the lagoon (approximately 90m from edge of runway) and the ocean at the eastern end of the runway (approximately 18m from the closest edge of the runway). Seawalls have been constructed in two areas at the eastern end. The first is on the northern side of the runway, and the second is at the end of the runway (eastern end). The seawall on the northern side is a concrete sandbag construction. Erosion is occurring at the northern end of this seawall. The road that goes around the eastern end of the runway is adjacent to this eroded area and the runway pavement is approximately 40m south.

The seawall at the eastern end of the runway is more substantial and was constructed as part of the Kiribati Adaptation Program, however during high tide waves have been observed overtopping this seawall.





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Climate

Tarawa has a tropical climate which is hot and humid and moderated by trade winds, most common are the north easterlies and easterlies. The average high temperature is 31 ºC and the average minimum temperature is 25 ºC. Average rainfall in central Tarawa is over 2,000 mm (White, 2011). Drought conditions are usually associated with La Nina conditions. Rainfall is usually higher from December through to April, with September and October being the driest months. Tarawa is not often hit by cyclones however storm surges are experienced frequently often causing extensive flooding and strong winds.

Soils and Geology

Like other coral atolls and islands, the nature of the soil is derived from limestone which has been formed as a result 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 of supporting intensive agricultural activities.

The topsoil is thinly spread over most of the area with plant cover and other areas covered with wild bushes. Due to 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 tolerant indigenous plants and trees.

Water Resources

Freshwater resources on Tarawa come from two main freshwater lenses that supply water to most households where the arrangement of the lens and bores are shown in Figure 12. The two lenses are located in Buota and Bonriki. South Tarawa - home to close to half of Kiribati’s total population - draws 80% of its drinking water from the Bonriki lens. Freshwater lenses overlay the underground denser saltwater. Freshwater lenses are usually shallow convex shaped water deposits which are readily influenced by rainfall and the tides. Atoll freshwater lenses are particularly vulnerable to saltwater intrusion and anthropogenic pollution (e.g. sewage) and hence are extremely sensitive. The Bonriki freshwater lens is protected by a water reserve situated immediately north of the runway. A land use





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planning exercise undertaken in 2014 defined the boundaries of the water reserve and mapped (Figure 11). The lens is generally between 1 to 2 m below ground level and can be up to 30m deep.

Figure 11 General Land Use Plan

The World Bank undertook an in-depth Baseline Assessment of the reserve in September 2014 to determine its current uses and document local experts’ views on what might feasibly go into a future management plan. A key recommendation of the Assessment was to reduce the potential for contamination or pollution of the lens and put in place as far as possible a normal ground cover above the lens by filling in any existing pits more than 1 metre in depth, remove block making and dig up existing tracks and roads to make unpassable.

The highly porous nature of the soils in Tarawa allows for recharge of the freshwater lens however compaction and increased areas of impermeable surfaces (e.g. roads or buildings) can greatly affect the recharge capability of the catchment. TRW is located within immediately adjacent to the Bonriki water reserve, so it is vital that pollution incidents are minimised at all times.

During construction, the Project Team will ensure that all water sourced for the Project does not adversely affect the local community freshwater reserves.





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Figure 12 Bonriki water reserve catchment infiltration and monitoring bore locations

4.2 BIOLOGICAL ENVIRONMENT

Marine Biodiversity

The coastal areas of Kiribati are characterised 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 and communication. The marine environment is a critical and strategic resource for Kiribati as it provides the mainstay for subsistence.

Inshore coastal fisheries take place within Kiribati lagoons. These ‘small-scale’ fisheries provide I-Kiribati with a combination of livelihood and subsistence benefits. Ark shell (Anadara maculosa or A. holoserica) - also known as blood cockle or te bun - has a traditional importance on several atolls, including Tarawa, both for food and for handicrafts. Many additional invertebrates are harvested from tidal mudflats and seagrass beds. These are collected by women and children for subsistence purposes and are sold in local markets.

Overpopulation pressures in South Tarawa are threatening the sustainability of immediately adjacent lagoon and coastal fisheries. Specifically, overexploitation of the Ark Shell resource in sandy lagoons and seagrass beds from both commercial and subsistence harvesting has led to collection levels of less than one-tenth of their former size, as well as speculation that the fishery has almost collapsed (Campbell, B. and Hanich, Q. (2014). Fish for the future: Fisheries development and food security for Kiribati in an era of global climate change. WorldFish, Penang, Malaysia. Project Report: 2014-47).





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Mangrove forests do exist on the lagoon foreshore. Replanting efforts are also underway to re-establish mangroves along the airport causeway road. Mangrove rehabilitation is undertaken by the Government (MELAD and Ministry of Education, Youth and Sports) with assistance from the International Society for Mangrove Ecosystems (headquarters in Japan) and the World Bank funded project, Kiribati Adaptation Project (KAP). It includes planting of mangrove in selected areas prone to coastal erosion and in areas to protect causeways.

While the airport site is located close to the lagoon in some places (less than 50m) there should be no impact on the lagoon mangrove forests or replanting. Wastewater from site activities will be captured for discharge to land (or treatment) and will not be allowed to flow directly into the lagoon or ocean.

The vegetation cover of South Tarawa has little biodiversity conservation significance and has been affected by the contamination of the freshwater lenses with salt water and subsidence crops require careful cultivation and application of compost and nutrients to sustain the crops. While the vegetation cover has little biodiversity conservation significance the vegetation that does exist needs to be preserved as food sources and providing shade.

Rare or Endangered Species

The 2008 International Union for Conservation of Nature (IUCN) Red List identified a total of 88 species in Kiribati which are threatened. None of the species identified as threatened are endemic and no species have been identified as extinct. A total of 488 species were assessed and 6 bird, 1 mammal, 7 fish, 73 invertebrates and 1 reptile species were identified as being threatened. The IUCN regard the threatened status of animals and plants as one of the most useful signs for assessing the condition of an ecosystem and its biodiversity. The IUCN Red List of Threatened Species™ (IUCN Red List) is widely recognized as the most comprehensive, apolitical approach for assessing and monitoring the status of biodiversity. The green sea turtle, hawksbill turtle, bay shark, and the leatherback turtle are endangered.

As stated, the location of the airport is not near any biological conservation areas and is located within the most developed area of the country. However there is still potential for activities carried out in relation to this project to encounter a threatened species. Mitigation measures to deal with these potential encounters are discussed in ‘Mitigation Measures’.

4.3 SOCIO ECONOMIC CONDITIONS

Population and Demographics

The total population of Kiribati is 103,058 people (2010 Census). South Tarawa has an official land area of 15.76 km2 and a population of 50,182 (52% female), giving a population density of 3,184 people per km2

however density is expected to be higher than this due to not all the ‘official land area’ being available for residential development (e.g. roads, conservation, the airport). South Tarawa experienced 4.4% growth between the 2005 and 2010 census. This growth is a mix of immigration from outlying islands and births (2.26% contribution to annual population growth).





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Education and Health

As the capital, Tarawa has education facilities catering for all levels of education, namely tertiary, secondary, junior secondary (JSS), primary and pre-schools. A total of 12,195 children were enrolled in the primary, JSS and secondary schools in South Tarawa in 2011, distributed as follows:

Primary school enrolments were 6,442

Junior secondary school enrolments 3,143

Senior secondary school enrolments 2,610

School enrolments have not been increasing with the South Tarawa population increase.

At secondary level many students travel from their home island to attend school in South Tarawa, usually staying with relatives. Secondary schooling is not compulsory in Kiribati and school fees are hard to afford for many families.

At the tertiary level, the University of the South Pacific has a campus at Teaoraereke. There are also several vocational schools including an institute of technology (KIT), maritime training centre (MTC), a Fisheries Training Centre (FTC), a Police Academy, a nursing school, a Kiribati Teachers' College (KTC), a Tangintebu Theological College (TTC) for Ministerial Formation in the Churches at Tangintebu, and a pastoral institute (KPI) at Teaoraereke.

The main hospital is at Nawerewere in Bikenibeu area. Betio has its own hospital while the populated villages have their own clinics. From Buota to Bairiki, there are 13 clinics, and Betio alone has 7. Some of these clinics are special clinics for certain ailments or for counselling.

Kiribati has an extremely high incidence of water-borne diseases with an infant mortality rate amongst the highest in the Pacific at 46 per 1,000 live births, which is attributed to infantile diarrhoea. The World Health Organization (WHO) and health officials report an average of three outbreaks of diarrhoea annually directly linked to poor water supplies, inadequate sanitation, unsafe practices and poor public hygiene.

Livelihoods and Economic Activities

The primary source of income in South Tarawa is from formal work (wage earners) but unemployment and underemployment is high. In 2010 only 34% of urban people over 15 years of age (the labour force) were engaged in cash work. Of the remainder, 21% were unemployed, 5% were engaged in voluntary or subsistence work, and 41% were not in the labour force (that is they were studying, retired, raising children or otherwise not available for work). In total, two thirds (66%) of adults (over 15) in Tarawa are either out of the labour force, unemployed or engaged in subsistence activities.

The Household Expenditure and Income survey showed that the average household on South Tarawa earns $11,464 per year (including almost $4,000 “cash equivalent” for subsistence activities and imputed rent) but spent $13,149 each year with half of this spending being on food.

Land Tenure and Rights

The land tenure system in Kiribati is complex and in areas like South Tarawa conflict regarding resources and “the public good” abound.

There is a number of legislation that seemingly over-lap regarding land tenure, property rights and land use planning within Kiribati. Land is owned by families with all members of the family having equal rights to build or collect food from. The 2010 census showed that only 50% of South Tarawa inhabitants own





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the land they occupy, 29% is Government leased (which include Government buildings, sports fields, small industry, port, airport, and public housing).

The Land Planning Ordinance 1972, revised 1977, establishes the right of Government to set aside designated areas, as was done with effect from October 1979 for the whole of Kiritimati Island (Subsidiary Legislation to Section III).

Residential Receptors

A portable hand-held sound level meter (Center model 320 – CE-320) will be used at residential properties adjacent to works. Permanent meters will not be installed due to security issues.

5 ENVIRONMENTAL MANAGEMENT APPROACH

5.1 ENVIRONMENTAL POLICY

McConnell Dowell will lead by example in ensuring that statutory and contractual requirements are met

and positive environmental performance is maximised. To achieve this, the McConnell Dowell Board

have developed an Environmental Policy that directs the level of commitment to positive environmental

performance for the project (refer 16.1 Environmental Policy MMS # 010-J005-100).

The Policy makes the following key commitments:

Continuous Improvement;

Prevention of Pollution;

Compliance with Legal and Other Requirements;

Sustainable Development.

5.2 MANAGEMENT SYSTEM

McConnell Dowell operates an ISO 14001 accredited Environmental Management System (EMS) that

forms part of the integrated MCD Management System (MMS). The MMS provides the framework for

managers to implement specified corporate standards and practices in a consistent manner. It defines

the application of work practices, processes, and systems for engineering, design, acquisition of

materials, equipment and services, construction, and other services related to tendering and project

execution.

5.3 INTERFACE WITH OTHER PLANS

This plan should be read in conjunction with the following Project Management Plans. All Project

Management Plans will be held at the MCD site office:

Solid Waste Management Plan (SWMP);

Quality Management Plan; and

Workplace Occupational Health and Safety Management Plan.





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5.4 MANAGEMENT FRAMEWORK

This CEMP provides a system and set of procedures to ensure that the McConnell Dowell establishes

and maintains sound and effective controls to manage potential environmental impacts throughout

Project, and wherever practicable, realise opportunities for enhanced environmental outcomes.

Effective environmental management needs to be proactive rather than reactive. This CEMP is

therefore based upon a risk management approach to identify and assess environmental risk

associated with each element of the Project and to implement appropriate mitigation strategies to

minimise the subsequent risk. This CEMP provides a series of issue specific management procedures

to address key environmental aspects during construction.

The approach to environmental management control described in the following sections.

Environmental Protection Instructions

Environmental Protection Instructions (EPIs) will be prepared to provide detailed summaries of the

method of implementation for a number the environmental controls articulated in this CEMP (eg

Atmospheric Emissions, Energy and Water Consumption, Erosion and Sediment Control). The EPI are

the functional document that is used to provide the construction team with specific information about

the environmental management controls that must be implemented on-site to prevent environmental

damage.

EPIs are available for the following environmental control areas:

• Soil Erosion Sedimentation and Surface Run-Off;

• Disturbance to Aquatic Flora and Fauna;

• Noise Emissions;

• Atmospheric Emissions;

• Vibration;

• Storage Maintenance and Refuelling of Machinery;

• Storage and Handling of Hazardous Substances;

• Presence of Infectious Plant, Disease and Weeds;

• Solid and Liquid Waste;

• Disturbance to Cultural Heritage;

• Land contamination;

• Energy and Water Consumption.

As the Project progresses there may be a need for new EPI to cover areas not identified during the pre-

mobilisation risk assessment process. Any new EPI will be developed by the Environmental

Management Representative and will be communicated to the Construction Team through the CEP. If

necessary, training on any new EPI will be provided by an Environmental Management Representative.

Construction Execution Plans

Construction Execution Plans (CEP) are developed and implemented for each major part of the scope

of work, defining the methodology, management strategies, responsibilities, resource requirements,

testing and recording requirements, contractual and legal requirements and the identification of

separate work packages or stages. Safety and environmental risks are also anticipated and associated





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controls are recommended. Documentation, such as Job Safety Environment Analysis’s (JSEAs) are

referenced where applicable.

CEPs are developed by the Project Team in advance of work commencing, providing a technical explanation of the requirements for each major work activity. The Plans are developed in consultation with the Environmental Management Representative to ensure that any required environmental or sustainability controls are embedded into the processes adopted. Personnel involved in the specific activity covered by the CEP are inducted into the requirements by the Site Supervisor to ensure they understand their responsibility to comply with its requirements and to implement any required controls. All CEP require review and approval by the Environmental Management Representative prior to work commencing on the Project.

Job Safety and Environmental Analyses

The Job Safety and Environmental Analysis (JSEA) is a tool used to determine environmental risk

associated with tasks prior to commencing a component of work. Each task is reduced to individual

steps and the potential hazard associated with each step identified. Risk mitigation steps are attributed

to each hazard, thus providing a detailed plan for installation of control measures.

The main strength of JSEAs prepared on the job is their ability to focus on unique risks at a particular

point in time — for example, current conditions, resources, experience of workers and impact with other

jobs or people. JSEAs prepared on the job are best carried out close in time and location to the

execution of the associated works. It is acceptable to use a pre-existing generic JSEA as a basis to

commence the process but it is essential that current circumstances such as site conditions, level of

experience of the crew, prevailing weather conditions, etc. are incorporated into the job specific JSEA.

Environmental Induction Process

All site personnel are inducted to the Project. All activities have a Construction Execution Plan (CEP) and associated Job Safety & Environmental Analysis (JSEA). The CEP is developed with potential environmental impact acknowledged. The JSEA describes the environmental hazard and how it is mitigated. The EPI is referred to during the preparation of the CEP and/or JSEA.

Prestart Talks, Toolbox talks, START cards, Weekly Inspections, Hazard Reports all help to minimise impact on environment.

5.5 ENVIRONMENTAL RESPONSIBILITIES

Leadership

Sustainability and environmental protection are core values in the position descriptions of all staff. From

the Project Manager down, all staff will lead by example, setting the highest standards for environmental

management and performance. They are to act immediately to correct any non-conforming conditions

or behaviours and promote environmental awareness, good environmental behaviours and continuous

improvement at every opportunity. The Project Team will be assisted by the Environmental

Management Representative throughout the duration of the works.

The following Project personnel have key accountabilities in the development, approval and execution

of the works in accordance with this Plan:

Construction Manager





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Project Manager

Environmental Management Representative

Project Engineer / Site Engineer

Superintendent / Supervisors

Ultimate environmental responsibilities for each of the nominated Project Team representatives are

outlined below.

Construction Manager

The Construction Manager has ultimate responsibility to:

Promote at all times the company’s policies, procedures and standards relating to health, safety and environmental management and ensure that they are complied with;

Ensure sufficient resources are available to achieve the Project’s policy, objectives and targets and that those resources have sufficient skills to conduct the roles competently;

Report performance on a regular basis to internal and external stakeholders; and

Report significant incidents internally and externally as required by law and the Project Conditions.

Project Manager

The Project Manager has responsibility to:

Ensure the Project achieves legislative compliance;

Provide leadership in the development and implementation of this CEMP;

Ensure that engineers, supervisors, foreman, operators and construction workers are familiar with and implement all relevant environmental control measures;

Periodically review all environmental control measures to assess their ongoing applicability and effectiveness;

Encourage all employees to maintain acceptable standards of health, safety and environmental work practices and foster awareness of health, safety and environmental matters; and

Encourage the reporting of incidents, events and other concerns and ensure appropriate feedback on proposed corrective actions.

Environmental Management Representative

The Environmental Management Representative (EMR) is the functional and technical leader for the

Project’s environmental obligations, and the principal contact for internal and external communication.

They have the authority and responsibility for overseeing all environmental management aspects,

including the following key responsibilities:

Be the principal source of functional and technical expertise available to the entire Project team;

Provide leadership sufficient to inspire and influence others to achieve the Project objectives and targets;

Develop, review and ensure implementation of the CEMP and all issue specific Environmental Management Plans;

Ensure that environmental plans, procedures and work instructions as applicable are prepared, reviewed and approved prior to commencement of work;





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Ensure all significant environmental issues are reflected in the significant environmental aspects identified for the Project;

Report significant incidents internally and externally as required by law and the Project Conditions;

Ensure that all key environmental aspects and associated impacts are incorporated into this CEMP, and that suitable control measures are proposed to minimise the Project’s environmental impact;

Ensure that all relevant environmental permits are obtained for the Project;

Ensure all staff and contractors engaged to work on the Project are appropriately inducted and trained in environmental issues and controls relevant to the Project;

Ensure monitoring programs, which assess the performance of this CEMP and specific Plans, are implemented;

Report internally and externally in accordance with Project and other requirements;

Conduct an employee and sub-contractor induction training session, prior to each individual beginning work on the Project;

Provide ongoing support to Supervisors and site personnel in implementing the CEMP; and

Investigate and report incidents and non-conformance and ensure corrective and preventive action is taken and is effective.

Site Engineer

The Site Engineer has the responsibility to:

Ensure designs are undertaken in accordance with the requirements of the Project Scope, Technical Requirements, CEMP and relevant standards;

Ensure design has minimal environmental impact; and

Participate in incident and non-conformance report investigations and ensure that corrective and preventative action proposed is implemented effectively.

Superintendent / Supervisors

The Project Superintendent and Supervisors have the responsibility to:

Ensure work undertaken on the Project is in accordance with the requirements of the Project Scope, technical requirements, CEMP and relevant standards;

Ensure environmental impacts are minimised;

Promote zero tolerance of harm to the environment; and

Participate in incident and non-conformance report investigations and ensure that corrective and preventative action proposed is implemented effectively.

Employees and Sub Contractors

All employees and subcontractors engaged on the Project are required to operate within the requirements of this CEMP and relevant environmental legislation.

Community Liaison Officer (CLO)

The Community Liaison Officer has the responsibility to:





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Provide guidance on cultural aspects of the Kiribati people, particularly those that differ from other Pacific Islands;

Provide translation of written or verbal Kiribati when required;

Complaints/Disputes are to be directed to the CLO where are predominately in the native language. These complaints are to be formally recorded of issue and eventual resolution;

Report all complaints or disputes to the Project Manager or delegate when required;

Liaise with the Engineers’ CLO when required;

Act as the Contractors’ Representative when issues to the Ministry’s, local authorities and local contractors is required.

6 ENVIRONMENTAL ISSUES AND REQUIREMENTS

6.1 HAZARD AND RISK IDENTIFICATION

During Project execution, the principal objectives of risk management are to develop and monitor the

implementation and effectiveness of risk treatments and to identify and evaluate changes in the risk

profile of the Project.

A Project HSE Risk Register of all identified hazards and risks will be created and kept as a live

document on the Project site (refer PEP Att13-1 Project HSE Risk Register). This register will be

updated where appropriate through the lifetime of the Project. This risk assessment process is based

on the Standard AS/NZS ISO 31000:2009 – Risk Management Principles and guidelines and covers

all aspects of the Project including normal and abnormal operations or activities and any potential

emergency situations.

The risk register is a live document, continually revised during the Project duration as risks or further

information comes to hand. A preliminary risk register for the Project has been developed from available

tender and planning information. This document will form the basis for future revisions.

6.2 SENSITIVE RECEPTORS

Environmental issues generated by the construction of the Project may affect sensitive receptors

surrounding the work site, haul roads and access roads.

South Tarawa is densely populated with little available landmass for expansion and so homes and

community facilities (churches and maneaba) are located very close to the runway and airport. Homes,

schools (including pre-schools), and hospitals are categorised as sensitive receptors where people can

be more susceptible to the adverse effects of exposure, like to traffic (safety) or noise. Sensitive

receptors do not usually include places of business or public open space.

Specific consultation will be undertaken with the Bonriki community before and during construction

activities to ensure impacts are minimised and community safety in ensured. This is particularly

important for the transport of materials and equipment from the port to the construction camp.

Mitigation measures may include construction works or transport during specific hours which do not

impact school hours or specific traffic (includes pedestrian) safety management like flag controls and





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route diversions. The Project team will also discuss the proposed mitigation measures with the Kiribati

Road Rehabilitation Project (KRRP) team to use their learned knowledge.

Environmentally sensitive areas and the appropriate management techniques will be communicated to

all staff during their initial site induction training and reinforced when the scope of works to be completed

may have a degree of impact upon identified sites.

7 ENVIRONMENTAL AND SOCIAL IMPACTS

7.1 OVERVIEW OF IMPACTS

The KAIP scope applicable to this CEMP is to rehabilitate the existing runway surface (including

drainage). New land acquisition for airport operations or physical resettlement is not required and the

project is unlikely to cause any major negative environmental or social impacts as the work is improving

existing infrastructure. The social outcomes of the KAIP are expected to be positive by improving safety,

accessibility and mobility of island communities. No land acquisition is required thus no physical

resettlement will be necessary.

Possible negative impacts related to the airport are expected to be confined to the construction phase.

Public notices and consultation with affected people will continue throughout the Project. Where

appropriate, warning notices and project bulletins will be posted informing the community when

particular stages are to be completed and opportunities for involvement, whether through employment,

collection and reuse of demolition materials or if there are complaints. With timely and proper

implementation of this CEMP and application of appropriate mitigation measures, most if not all the

potential negative impacts can be prevented or minimised. These impacts are expected to be limited to

the following impacts, however changes in construction methodology may result in a reduction of

impacts that will require mitigation.

7.2 HISTORICAL DEVELOPMENT ACTIVITIES & ENVIRONMENTAL IMPACTS

Historical development activities at TRW have had a detrimental effect on the environment due to

abandoned equipment being left in Bonriki village to deteriorate. Abandoned equipment can leach

contaminants from any remaining fuel and oil and also from the material itself (e.g. heavy metals and

chemicals from the paint).

On the north eastern side of the runway is a bitumen dump, understood to be left from the last airport

works (1990’s). There has been a fire and the bitumen has spread over the beach to the ocean. The

heat and sunshine has melted the bitumen causing it to spread further. As part of the Project

requirements, this bitumen needs to be removed and disposed of appropriately. There is currently a

proposal to incorporate this waste bitumen into the paving aggregate for reuse. This area has been

identified as a potential temporary lay down area for use during the project.

As per the BEIA and EMP, all old machinery and unserviceable equipment associated with the Project

works will be removed at the completion of the works.

McConnell Dowell will ensure that further pollution incidents as discussed above do not occur during

the Project and that any waste incurred during the Project shall be disposed of as per the Solid Waste

Management Plan (SWMP).





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7.3 ENVIRONMENTAL IMPACTS

Solid Waste

Refer to Solid Waste Management Plan.

Water Resources

Freshwater will be required for workers and some construction activities (e.g. dust suppression and

concrete and bitumen production). The water required for concrete and bitumen production is already

in place for the KRRP, hence this will continue for this Runway Project. This includes minimisation use

of clean water for construction purposes and to collect rainwater whenever practical. The use of

seawater or brackish water is imperative for dust suppression. Water may be used when moving

materials in the laydown but it can be challenging in the environment due to limited water resources

and extremely hot weather.

The project scope does not change the catchment area and recharge rates of the freshwater lens.

Localised flooding around the taxiway and apron has been addressed through upgrading of the existing

apron cut off drain, installation of soakage pits and fuel spill interceptors where runoff has potential to

be impacted by hydrocarbon contamination. Potential contamination of the freshwater lens due to

hydrocarbon contamination is discussed in Section 7.3.4 Hazardous Substances and Materials.

Biological Resources

During the Project, there is a possibility that construction work may impact on fauna (nesting birds), or that fauna habitat may be impacted during trenching or laydown area setup. The habitats surrounding the runway are primarily open grass with foot traffic and adhoc roads in the area. Mitigation measures will include liaison with the ECD should any fauna (reptile, avian, or mammal) be encountered that affect construction activities (e.g. nesting birds).

Hazardous Substances and Materials

Potential soil and surface water pollution from construction run-off with fuel and lubricants will be

minimised, by following best practice and ensuring robust mitigation measures are in place, including a

Spill Response Plan and ensuring sufficient bunded areas for storage of hazardous substances are in

place. This is particularly important in the vicinity of the water reserve; specifically the storage facilities

at the Airport Laydown Area.

There is potential for subsurface hydrocarbon impact in the vicinity of the old fuel hydrant pipes and

aboveground storage tanks (AST). Excavation or disturbance of this material could mobilise

contaminants and have a potential effect on human health (such as inhalation or dermal) and the

environment (soil and groundwater). The excavation and exposure of the pipes also poses an explosive

risk if vapours and product has built up within the pipe and tank system.

The primary risks of hydrocarbon contamination as a result of construction activities relate to vapours

and proximity of residential settlements and contamination of the freshwater lens. Due to the limited

level of treatment of water extracted from the freshwater lens and the use of local bores to access the

freshwater lens any groundwater hydrocarbon contamination would likely affect a number of people

depending on the length of time the product has been entering the environment and in what volume.

The only way to establish potential hydrocarbon contamination is sampling of insitu soils suspected of





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contamination and or sampling and analysis of groundwater from local bores in the vicinity of the apron

and above ground fuel tanks.

Noise and Vibration

Existing ambient noise and vibration levels in the Bonriki locality are generally very low, with residential

premises the predominant land use and limited man-made noise sources. The Project will introduce

new noise sources to the area with the potential for disturbance to the local community.

Noise and vibration disturbances are particularly likely during construction related to the transportation

of construction materials operation of equipment (e.g. milling of pavement surface) and the use of the

construction camp and laydowns. Many of these activities must be undertaken at night due to the

restrictions on access to the runway during daylight hours. Hence, the potential for sleep disturbance is

heightened.

These impacts will be short-term and affect different people at different times. Impacts include noise

during pavement resurfacing and possible effect of vibration caused by operation of heavy machinery,

increased traffic in some sections of roads, etc. Due to the land constraints on South Tarawa residential

houses and businesses are located in close proximity to the airport, directly adjacent to the road network

and laydown areas. In some areas of the road network there is little distance from the road edge and a

house or building. Therefore noise and vibration is likely to be an ongoing issue throughout the

construction phase.

Erosion and Sediment Control

Some soil erosion may occur as a result of the removal of shrubs and earth cover during set up of

laydown areas, pavement resurfacing, and restoration of pavement areas and drainage. 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 groundwater table. Where

topsoil is required to be cleared this will be set aside for use in restoration of disturbed areas.

Sediment has the potential to be generated during any excavations or land clearing activities, for set up

of the laydown area.

Air Emissions

Air pollution can arise due to improper maintenance of equipment, dust generation (from excavations,

pavement milling and stockpiles), bitumen smoke / fumes arising from application of the new pavement

seal and maintenance work, and emissions from the asphalt plant. Impacts are expected to be localised

and short term with only minor negative impact on the ambient air quality in the vicinity of the

construction areas. No ongoing impact to air quality is expected as this is rehabilitation of existing

infrastructure.

Asphalt plants emit hazardous substances which are known to have a detrimental effect on human

health depending on the level of exposure. Emissions tend to consist of water (as steam), particulate

matter, products of combustion (e.g. carbon dioxide, nitrogen oxides, and sulphur oxides), carbon

monoxide, and small amounts of organic compounds of various species (including VOC, methane).

Asphalt plant emission concerns will be minimised with the location of the asphalt plant away from

residential and commercial areas.





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Traffic and Airport Operations

Traffic impacts will occur in transporting equipment and materials from the port and to and from the

airport and laydown area. These impacts will mostly be short-term and through good mitigation and

traffic management the impacts should be low.

Traffic impacts will be reduced through the preparation and implementation of a Traffic Management

Plan (TMP). The TMP will take into the account any specific sensitive receptors (residential dwellings,

schools, churches, hospitals etc) to ensure minimum disruptions occur during the Project.

Wastewater Discharges

Wash water from equipment can be contaminated with hydrocarbons (e.g. oil and fuel) which have a

detrimental effect on aquatic life, water quality and soil quality. There are also human health impacts

regarding hydrocarbon exposure which vary in severity depending on type and length of exposure.

Wash water from concrete processing and cutting is highly alkaline and can burn vegetation, result in

fish kills and also cause burns to the skin.

Sediment loads in wash water if allowed to discharge to either marine or freshwater systems can also

adversely impact aquatic life and water quality. While the potential impacts of uncontrolled discharges

of wastewater can adversely affect the receiving environment, they can be easily mitigated through

proper planning and implementation of mitigation measures.

Biosecurity

All aggregate material and equipment will mainly be imported for the Project. Some equipment will be

utilised from the McConnell Dowell KRRP. Imported aggregate and equipment can harbour plant and

animal species which may pose a threat to Kiribati’s biodiversity and ecosystems. The aggregate can

also be a source of contamination from pesticides and other harmful substances which can pose short

and long term environmental and public health risks.

Coastal and Marine Environment Impacts

A number of activities have the potential to adversely affect the marine and coastal environment,

including uncontrolled discharges (e.g. stormwater, wastewater, and spills), use of heavy machinery

adjacent to the coast, and increased shipping (including aggregate transport). Impacts range from

destruction of habitat and natural protection (e.g. the boulder bank and mangrove forest), to reduced or

contaminated water quality and loss of aquatic life due to pollution, sedimentation or mechanical

disturbance from vessel movements.

7.4 SOCIAL IMPACTS

A Social Safeguards Report has been prepared to specifically address the social impacts of the

perimeter fence, land lease arrangements for the terminal and discussion on potential laydown sites.

Details of the impacts and mitigation measures are provided in the Social Safeguards Report. The

primary long standing social issue related to the presence of the airport (as documented in Dr. Ueantabo

MacKenzie (2011) due diligence report titled Kiribati Infrastructure Improvement Project Due Diligence

Social Assessment Report) is overcrowding in Bonriki village. Other identified impacts include:

Loss of access ways across and around the airport.





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Loss of areas for sport and recreation.

Loss of areas for defecation.

Effects of airport pumping on village groundwater.

Health and Safety

During construction of the Project, health and safety will be managed through the Workplace Health and Safety Management Plan.

Safety will also be of concern for local residents and the wider community along the haul routes, Bonriki Wharf and the laydown areas.

8 MITIGATION MEASURES Due to the nature of the rehabilitation activities proposed there are some mitigation measures which

are applicable to all aspects of the project, while others that are specific to particular components e.g.

the terminal. Sensitive receptors and environmental values have been identified around the airport site

which will require specific mitigation measures for safety and environmental protection. Refer to the

Workplace Health and Safety Management Plan for site project specific safety measures.

Environmental and social mitigation measures are outlined below.

8.1 AGGREGATE, MATERIALS AND EQUIPMENT IMPORTATION

All materials and equipment will be fumigated and official certificates issued prior to arrival in Tarawa

to ensure no plant or animal pests are accidently introduced. The aggregate and any other fill type

material will be completely inert and free of contaminants. Verification of source and/or results from

laboratory testing will be provided for importation. Importation permits and Quarantine certification shall

be obtained from the Ministry of Public Works and Utilities and Quarantine Department before applying

for export permits from the source country of materials.

Natural resources of important biodiversity value such as coral reefs shall not be imported as

construction materials.

Stockpiles of aggregate and other materials (e.g. sand and topsoil) are to be kept less than 2m high to

reduce the chance of wind erosion. Temporary stockpiles are permitted adjacent to work sites with

approval from MCTTD and ECD.

8.2 HAZARDOUS SUBSTANCES USE, STORAGE AND DISPOSAL

Hazardous liquids (e.g. fuel and lubricants) will be managed within hardstand and bunded areas to

prevent runoff to surrounding permeable ground. Bunded areas (secondary containment) must contain

the larger of 110% of the largest tank or 25% of the combined volumes in areas with a total storage

volume equal or greater than 1,000 L. Bunded areas are to be impervious (water tight), constructed

from chemically resistant material, and be sheltered from the rain as rain water allowed to collect within

the bund could be contaminated if there is any hazardous substance residue on storage containers or

spilt product within the bund. A spill response plan will be in place and all workers trained in correct





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implementation of the spill response plan. Spill kits will be available in close proximity to where

hazardous substances are used and stored e.g. on the work truck or beside the fuel store.

It is particularly important that care be taken when hazardous substances are used near the identified

sensitive receptors (refer 6.26.2 sensitive receptors). Consultation shall be undertaken with residents

to ensure hours of work are known and the procedure for complaints is readily available on signage.

Hydrocarbon product and contamination has the potential to be encountered during work on the fuel

hydrant system. The process for sealing these pipes will require the pipeline to be flushed with high

pressure water (saltwater can be used) to remove any product residue. It is essential that this water is

collected and treated through an oil water separator prior to discharge. It is recommended that the

treated wash water be discharged to land outside the water reserve catchment area. During all

operations involving the pipeline and associated tanks, the area should be cordoned off and no smoking

or open flame allowed within at least 10 metres.

If any staining of the soil is observed or odour experienced a sample of the affected soil material will be

collected and measured using the PID. If the PID returns readings greater than 10 ppm the material

should be treated as contaminated fill. Depending on the volume of material it may be appropriate to

excavate the affected soils and prepare for transport off island to a facility licensed to accept hazardous

waste.

The apron area will be sealed with a minimum 50 mm thick pavement (maximum 120 mm) which will

prevent ingress of water. Sealing a potentially contaminated area of soil will reduce the risk of migration

of the contaminants as water will not be able to permeate through to the area. There is still a risk from

groundwater mobilising contaminants that may be present if the groundwater level is high enough to

interact with the contaminated soil. An ECD pollution/ contamination officer should be notified when the

hydrant work is to commence to allow for monitoring and external validation of the procedure for

managing any contamination that may be encountered. In the absence of any national contaminated

land management requirements the International Finance Corporation (IFC) Environment Health and

Safety (EHS) Guidelines (2007) should be applied, specifically Section 1.8 Contaminated Land and

Section 4 Construction and Decommissioning, Contaminated Land.

Hazardous Substances Safety Concerns

A photoionization detector (PID) to monitor the worker breathing zone for parts per million (ppm)

concentrations of volatile organic compounds (VOCs) should be used to quantify the potential risk to

workers. If the breathing zone concentration exceeds 5 ppm, workers should move to an upwind

location until vapours clear.

A combustible gas indicator (CGI) should also be available to monitor the lower explosive limits of the

area around the pipe and discharge location. If the lower explosive limit exceeds 10%, work should

cease and workers should move to an upwind location until vapours clear. Combined PID and CGI

instruments are also available and are acceptable.

8.3 SAFETY AND TRAFFIC MANAGEMENT

Pedestrian and vehicle safety will be an issue when transporting materials and equipment from the port

and to and from the AC Plant, Batch Plant and the airport laydown area. The TMP will specify how

traffic (vehicle and pedestrian) will be managed, including transport times (outside peak hours),

maximum speed and loads of trucks, use of flag controls at site entrances and around specific work

areas and along all haul routes.





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8.4 STORMWATER AND WATER MANAGEMENT

Available land on South Tarawa is limited and houses are located close together and close to the road

and runway edges. Localised flooding occurs on shoulders where compaction has occurred and drains

have blocked.

The runway apron is being designed with new drains suitable for aircraft traffic and the type of rain

events experienced in Tarawa and include oil interceptors for capture of hydrocarbons. Stormwater

soakage pits will allow stormwater to percolate to the underlying groundwater.

During construction, clean water diversion bunds will be used to direct any runoff from undisturbed

areas away from work areas, stockpiles and storage areas. The diversion bunds will direct this clean

water to land for soakage. Runoff will not be directed to discharge directly to the lagoon or ocean (other

than natural overland flow).

Water required for construction activities such as dust suppression will be managed to ensure it does

not adversely impact the island’s freshwater supplies. Rainwater collection from roof surfaces will be

the primary water supply for on-site requirements, toilets, hand basins etc. The Concrete Batching

Plant and Asphalt Plant have their own existing water supplies. When required, water will be taken

from one of the existing supplies MCD currently operate to top up the on-site water supply storage tank.

Due to the proximity of the water reserve protection area monitoring of selected bores should be

completed prior to construction works commence, during construction works and at completion of all

construction works.

Depending on what works are being undertaken (e.g. terminal versus runway pavement) different bores

may be selected to provide information on groundwater quality at any given time in that area. As a

minimum the bores that should be included in the monitoring programme are the terminal bore, to

capture activities related to the terminal upgrade and apron pavement works, and the bores located

adjacent to the runway (e.g. BN5 and BN14, refer to Figure 12), to capture any potential effects of the

runway pavement rehabilitation. Other bores may also be identified by the ECD as requiring monitoring

to determine effects from construction and or operational activities.

Parameters that should be monitored include pH, electrical conductivity and total petroleum

hydrocarbons (TPH).

Runoff from disturbed areas will not be discharged directly to the marine or coastal environment.

Sediment laden runoff will be treated (via small settling pond or tank) and discharged to land (outside

the water reserve protection area) or reused.

8.5 BITUMEN, ASPHALT AND CONCRETE PLANT

Bitumen and asphalt production requires very high temperatures which pose a significant risk to workers

and the general public. The bitumen and asphalt plant is shared with the KRRP and is located in a

secure compound approximately 2 kilometres from the Airport. Details of the asphalt plant are included

in Attachment 16.3 of this document. The plant will be operated as per current operations under the

KRRP with the main difference being night operations.

As the plant uses hazardous materials, it is stored on hard stand areas at the laydown area. Equipment

is fitted with dust scrubbers to prevent the dispersal of fine coral particulates. Full details are covered

in the KRRP EMP.





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Weather will be monitored to ensure that asphalt is applied during dry weather to reduce the possible

leaching of contaminants from the bitumen. If in the unlikely event that wet weather initiates a hydro-

carbon spill, the Spill Response Plan (025-T005-2526) is to be adhered to. Spill response kits are

available on the airport site and a container of materials are held in the Betio KRRP compound.

Concrete required for the job will be sourced from the KRRP’s batching plant, which already set up on

the island. This is also covered in general in the KRRP EMP. All equipment used in concrete

production, will be cleaned in designated wash down areas away from surface water and not be allowed

to permeate to ground.

8.6 LAYDOWN AREAS

The Airport Laydown Area will be used to store equipment and materials for the Project as shown in Figure 13. It will be fenced and secured to prevent access by unauthorised personnel. Areas within the laydown area will be clearly marked for solid waste collection, plant and equipment maintenance and storage, hazardous substance storage and staff facilities.

Two additional proposed laydown areas (refer Section 2.3.1) have been identified for stockpiling of aggregate for the pavement works. These laydown areas will not be used to store hazardous substances nor contain workshops or machinery storage. The sites will be secured to prevent access by unauthorised personnel, especially children who often like to climb stockpiles.

Each of these areas will be constructed in such a way to prevent any potential adverse impacts on the

surrounding environment. Including hard stand areas, protection from wind and rain, bunding

(hazardous substances), clean water diversion drains, and collection and treatment of waste water from

site operations (e.g. machinery maintenance).

The laydown area may become compacted by the end of the project, so the team will restore the ground

by scarifying the soil and re-application of topsoil and vegetation as required.

Prior to clearing any land for the laydown areas, an inventory of trees and vegetation (particularly food

crops) must be undertaken and documented with the Department of Lands. Compensation may need

to be paid to owners of the trees and vegetation.

Figure 13 Airport laydown area location (within Air Traffic Control Tower compound)





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Two additional proposed laydown areas (refer Section 2.3.1) have been identified for stockpiling of

aggregate for the pavement works. These laydown areas will not be used to store hazardous

substances nor contain workshops or machinery storage. The sites will be secured to prevent access

by unauthorised personnel, especially children who often like to climb stockpiles.

8.7 EROSION AND SEDIMENT CONTROL

The land on Tarawa is relatively flat, low lying with porous soils. Wet weather is usually experienced as

short, heavy rainfall events, often in the morning or at night. Clean water diversion bunds should be

constructed around any excavation to prevent ingress of runoff from surrounding areas. Any ponding

which may occur within an excavated area shall either be allowed to percolate into the subsoil or

pumped out to a settling area or used for dust suppression at a later date. Excavations should be kept

to a manageable size to reduce the time of exposure. The largest stockpiles will be within the nominated

laydown areas for the imported aggregate. Bunding of the stockpiles will be constructed to prevent flow

into any neighbouring property or prevent discharge to the ocean. The aggregate material will be inert

larger size pieces. Stockpiles of any fine grain materials (e.g. sand and topsoil) must be covered to

prevent dust and sediment laden runoff during rain events.

The eastern runway end is approximately 85m from the lagoon foreshore and less than 20m (at the

nearest point) from the ocean beach (eastern end). Discharges from any construction activity at these

locations are prohibited from discharging directly to the marine and coastal environment. Clean runoff

should be diverted inland for percolation to underlying groundwater, and potentially contaminated runoff

should be collected and treated.

Treatment will be dependent on type of potential contamination (e.g. oil water separator for runoff

contaminated with hydrocarbons, or settling pond or tank for sediment laden runoff).

8.8 WASTEWATER MANAGEMENT

There are a number of activities during the project which will generate wastewater. During construction,

wastewater will be generated by the sanitation facilities provided for workers and as there is no

reticulated wastewater treatment system for this area of the island, the contractor is responsible for the

collection and treatment of the generated wastewater from sanitation facilities. The proposed system

will be a storage holding tank for sanitation wastewater. When this is near capacity, or periodically, the

waste will be removed by the Ministry of Public Works and Utilities’ own waste suction truck, and

removed for approved disposal from site. This has been discussed and agreed with the ECD. The

Project Team will ensure the treatment and disposal of wastewater is in accordance with MCTTD,

MPWU and ECD advice and approved by MCTTD and MPWU.

Wastewater from wash down areas is to be collected either in a settlement pond or tank to allow

sediment and particulate matter to drop out (or processed through a filtration system) before the water

can be reused as wash water, dust suppression or in other processes. A separate wash down area is

required for machinery or material with oil or fuel residue as this wash water is required to be treated

through a mobile oil water separator.

Wash water from concrete production, cutting, washing of equipment used and areas where concrete

is produced must be collected and treated to lower the pH (closer to neutral) and to allow settlement of

suspended solids.





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All wash down areas and wastewater treatment areas, where practical should be located within the

laydown area.

Treated wash water where possible should be reused for dust suppression or within other processes.

Direct discharge to the marine or coastal environment or to the water reserve protection area is

prohibited. Discharges of treated wash water are to occur to land only (outside the water reserve

catchment area). Sufficient measures to avoid direct discharges are required when working adjacent to

the marine and coastal environment, particularly for the runway resurfacing component, which may

include bunding (e.g. sand bags), demarcation of exclusion zones, and limited use of large machinery.

8.9 SOLID WASTE MANAGEMENT

McConnell Dowell recognizes that construction activities will result in the production of wastes, which if not treated in an appropriate manner can have adverse environmental impacts. McConnell Dowell is committed to effectively managing the impacts of its construction works and aims to reduce negative impacts whenever possible.

The Solid Waste Management Plan (SWMP) has been written to ensure compliance with the contract requirements including the Client’s Environmental Management Plan – Bonriki International Airport and applicable legislation. As such, this plan focuses on the mitigation measures to be put in place to manage the solid waste generated during the construction of the Project.

The sub-plan addresses the management and disposal of waste and issues relating to the management of waste as a result of construction. It will act as a guide for construction planning and works to minimise waste related construction impacts.

The Plan covers strategies, systems and procedures to ensure the Project meets the required environmental obligations and targets for construction including demobilization at the Project completion.

The SWMP addresses:

Disposal and separation of waste associated with the construction works; Promotion of the waste hierarchy ‘reduce, reuse and recycle’; Minimise the generation of waste to be delivered to landfills and maximize the recycling of waste

materials both on and off site; and Requirements of the Client’s EMP, contract conditions and applicable legislation.

8.10 MARINE AND COASTAL SPECIFIC MITIGATION MEASURES

The runway runs in an east to west direction with the lagoon at the western end (approximately 90m

from the end of the runway) and the ocean at the eastern end (less than 20m at the closest point). All

project work for the runway will be occurring inland and there will be no direct or indirect discharges

(stormwater or wastewater) to the marine environment, while ensuring that no contaminated runoff

enters the Bonriki water reserve. The ends of the runway are in close proximity to the coast. Therefore

work in these areas will need to manage runoff by directing it inland from the beach and marine

environment. Heavy machinery operating adjacent to the beach should stay on the existing pavement

or inland and not venture on the beach or seawall. Temporary stockpiles and equipment parking is

prohibited on the beach.

Aggregates are required to be imported from Fiji due to no local availability. Importation is to be by

barge and bulk carrier ship. When material is imported by bulk carrier ship, the ship will anchor at a





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suitable depth from Betio Wharf as per other ships. The ship has four, eight cubic meter clams on board

and will transfer their material to a smaller barge of approximately 2000 ton. This barge will then traverse

the lagoon to dock at the Bonriki Wharf where normal unloading activities of trucking will continue.

When delivery to Bonriki whark will need to avoid potential impacts to seagrass beds (and associated

aquatic communities) where aggregate barges will operate along the deepest part of the lagoon. It is

difficult to ascertain a predetermined route for the barge specialists as the sand-beds can move and

they may need to adapt but will traverse one route that they establish. To avoid sedimentation and

habitat damage from lagoon bed disturbance from vessel movements, aggregate barges will only

operate at high tide to ensure that maximum keel clearance is maintained in the more shallow areas.

The barge company undoubtedly will not risk any contact will the sea floor for both environmental effects

and monetary reasons of possible vessel damage.

8.11 SITE SPECIFIC MITIGATION MEASURES

The following mitigation measures are a requirement of the EMP and as such must be adhered to. These measures are broken down to Pre-Construction / Mobilisation and actual Construction Stage.

8.12 PRE-CONSTRUCTION / MOBILISATION STAGE

Road Traffic Safety

Traffic Management Plan (TMP) to include signage, flag operators, personnel protective equipment and specific actions to be implemented around sensitive receptors (e.g. residential dwellings, schools, hospital). TMP to include vehicle and pedestrian traffic.

Include transport of materials and equipment to Laydown Area (located at the airport, Tamoa and Temaiku Laydowns) in the TMP e.g. covering of loads, maximum speed, designated travel times and notification of police and other required departments (e.g. hospital and schools).

In truck haul routes and areas subjected to high traffic, sensitive receptors will be identified and all staff travelling haul routes will be made aware of these. The following mitigation measures will be implemented:

Ensure vehicle operators observe speed limits and all other road rules for safety and reduced dust generation.

Water Trucks with sprinkler systems to travel haul routes and other areas at regular intervals as required.

Personnel working in high dust areas must wear the appropriate PPE’s (dust mask, etc.) at all times.

Undertake work in a manner that would aim to, as much as possible, reduce the amount of generated dust.


Minimise erosion and design erosion protection measures according to international good practice standards, including incorporation of effective drainage systems (soakage pits) and consideration of surface flow paths.





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Dust and Air Pollution

Identify and locate waste storage sites, stockpile sites and equipment (e.g. asphalt plant) to minimize impacts on the environment and nearby population.

Ensure all equipment is serviced and issued with warrant of fitness (as required). Any machinery deemed to be polluting the air must be replaced (or fixed) on instruction by the MCTTD.

Water

Need to ensure adequate supply of water for construction and personnel which does not adversely affect the community’s water supply (e.g. mobile desalination plant or organising a reservoir supply specifically for construction).

Importation of Aggregate Material

Obtain import permit and Quarantine certification prior to export from country of origin. Certificate of fumigation and verification of source (or proof that material is free of contamination) to be submitted to MPWU and Quarantine Department.

Solid Waste Generation

Allow for re-use of as much material as possible either within the KAIP, other projects, or for community use. The Teinainano Urban Council should be consulted to determine if materials or waste can be recycled within the community. The recycling of construction materials will be at the discretion of the MCTTD and MPWU.

When planning the construction camp ensure temporary waste storage areas are allowed for and approved waste storage sites / methodologies identified for removal of all solid waste.

As early as possible in the pre-construction preparation phase suitable receiving waste facilities should be identified and agreements put in place to transport (trans-boundary) remaining project waste from Kiribati.

Hazardous Substances

Where possible fuel shall be obtained from local commercially available sources. Prior arrangement regarding quantity and type will need to be organised (MCTTD to provide details of providers).

Fuel shall not be stored in the Laydown Areas unless permission given by MCTTD. Fuel is stored at the Asphalt Plant.

Ensure containment facilities are set up for the transport of hazardous waste substances that are to be disposed of at licensed waste facility (trans-boundary).

UXO

Adopt the procedures of the Kiribati Road Rehabilitation Project EMP (Version 3, October 2013), particularly Table 1: Environmental Management Plan: Design/ Pre-construction Phase (page 34).

Procedures to be used for all locations where historical fighting has been known of suspected to have occurred.





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Laydown Areas Setup

Obtain necessary approvals and or lease agreement from the Land Management Division, ECD, MPWU and MCTTD. Aside from the Airport Laydown Area, no additional laydown areas or other construction-related activities will be undertaken within the boundary of the water reserve as shown in Figure 12.

Develop site layout plan identifying work areas (e.g. equipment parking, workshops, stockpiles, waste collection, wastewater treatment, offices including sanitary facilities for workers, hazardous substances and material stores, and freshwater supply).

Please refer to Section 2 regarding Aggregate Laydowns.

8.13 CONSTRUCTION STAGE

Machinery and Plant

Item Make Model

Crew van - 12 seater

Side Lifter and Isuzu Truck Isuzu

Trailerised waterblaster Honda 390

2x Bitutainers Bitutainer TRT T 278

Burners and fittings

Light towers Doosan V9





RAV4 for Engineer Toyota RAV4

Fuel trailer Envrio Tank 1700 Ltr

6x6 Simple Shouter SS 6x6

85kg Plate Compactor Mikasa 85kg

Wacker Packer

Fod Boss Fod Boss

Kubota Tractor Broom Kubota B3300

Milling machine Wirtgen W150





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Paver Vogele 1800-3

Wagner Paint Marker Wagner LC860

AK10 Pro Melter x1 Pro Melter AK10

Roller 8 tonne twin steel HAMM

Roller 12 tonne twin steel HAMM

Roller 10 tonne PTR HAMM

Bobcat, 72" broom, 4 + 1 Broom Bobcat T590

OMEGA Forklift Omage 28 tonne

Truck 6x4 Tip Truck Isuzu CXZ390

Truck 6x4 Tip Truck Isuzu CXZ390

Truck 6x4 Tip Truck Isuzu EX380

Truck 6x4 Tip Truck Nissan CW400

3t Flat deck

Site vehicles x4

Traffic Management

Implement the Traffic Management Plan (TMP) to ensure smooth traffic flow and safety for workers, passing vehicles and pedestrian traffic, in particular near identified sensitive receptors. Where appropriate, employ flag operators on the road to prevent traffic accidents. The workers shall have relevant safety equipment.

In truck haul routes and areas subjected to high traffic, the following mitigation measures will be implemented:

Ensure vehicle operators observe speed limits and all other road rules for safety and reduced dust generation.

Water Trucks with sprinkler systems to travel haul routes and other areas at regular intervals as required.

Personnel working in high dust areas must wear the appropriate PPE’s (dust mask, etc.) at all times.

Undertake work in a manner that would aim to, as much as possible, reduce the amount of generated dust.


Minimise time and size of ground disturbing activities to workable size at any one time. Vegetation to be removed manually, strictly no use of herbicides/ pesticides.





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Stockpiles are to be positioned on impermeable surfaces (e.g. geotextile or concrete hard stand).

Keep construction vehicles on defined tracks.

Revegetate disturbed areas that are not being paved as soon as practicable (loosen ground; apply topsoil; seed or plant as necessary).

Waste Management

Ensure all construction waste material (including packaging) is reused, recycled or packed up for transport off island. The municipal landfills on South Tarawa are not suitable for disposal of construction waste generated from the Project.

Ensure areas for waste collection, recycling and off-side disposal are clearly marked/sign posted. Segregate waste to avoid cross contamination, such as with contaminated material (hazardous substance).

Install waste collection facilities at construction camp to allow for collection and packing of waste. Strictly no dumping of rubbish. Include awareness training in general environmental training.

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

Vegetation waste is to be composted. If the vegetation is unsuitable for composting, controlled burning (incineration) may occur if agreed to by MCTTD, ECD and the Teinainano Urban Council. Any burning or incineration (vegetation only) shall be undertaken with supervision by the onsite Supervising Engineer and in accordance with local legislation and regulations. Burning or incineration is not to occur near any residential or community facilities, areas of protected vegetation or during high winds.

Water and Soil Pollution

Lubricants shall be collected, recycled and removed from island as hazardous waste.

Spill response plan training to be undertaken for all construction workers.

Zones for preliminary accumulation of wastes are designated in areas that will cause no damage to the vegetation cover or leach into groundwater or the marine environment (e.g. within laydown area on hard surface).

Excavations are bunded to prevent ingress of water runoff and clean water diversion (e.g. sand bags, clay bund, or shallow trenches) are used to direct overland flow away from active work and storage areas.

Sediment laden runoff from excavations or stockpiles must be directed to a settling area inland from the sea or beach (e.g. small pond, decant bund or filtration system) or collected for dust suppression provided the runoff is not contaminated with any chemicals (e.g. fuel).

Runoff from equipment maintenance and washing or fuel storage is to be treated through an oil water separator. Runoff from concrete production and washing of concrete equipment is be collected and treated for settlement and neutralisation.

Concrete production and asphalt applications should only occur during dry weather to reduce the likelihood of contaminated runoff from fresh concrete or new pavement.

The area around the fuel hydrant pipes on the apron has potential to be contaminated with hydrocarbons. Any material excavated which has a PID reading of 10 ppm shall be treated as contaminated fill and must be disposed of at an approved facility able to deal with contaminated fill





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(possibly off island). As required further investigation or development of a management plan may be required (refer IFC EHS Guidelines).

Rehabilitation of the laydown area shall include scarification to loosen compacted ground as a result of stockpiles and construction of hard stand areas (including bunded areas). Any soil found to be impacted by hydrocarbons shall be excavated, treated as hazardous waste and removed from island for disposal at an approved facility.

During construction activities, including establishing the construction laydown areas and at completion of all physical works, sample groundwater at specified bores (e.g. Terminal, beside the runway) adjacent to work areas (to be coordinated with ECD and MCTTD) to indicate whether construction activities have adversely affected groundwater quality. Measure depth to groundwater and analyse samples for concentrations of pH, electrical conductivity, total petroleum hydrocarbons (for potential petroleum contamination), or as agreed with ECD and MCTTD.

Dust Generation

Use closed/covered trucks for transportation of construction materials. Any vehicle which is overloaded (exceed designed load limit) or is not covered properly shall be refused entry to the laydown area or material shall be refused delivery.

Cover stockpiles containing fine material (e.g. sand and topsoil) when not actively being used.

Keep work areas clean with regular sweeping. Due to freshwater supply constraints large scale water sprinkling should be kept to a minimum and only as required.

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

Dust masks and personnel protective equipment must be available for workers during dust generating activities (e.g. pavement milling).

The asphalt plant must be fitted with a dust scrubber and all complaints received investigated fully and response/action documented.

Noise and Vibration

The IFC EHS Guidelines (2007) (Section 1.7 Noise) note that noise prevention and mitigation measures should be applied where predicted or measured noise impacts from a project facility or operations exceed the applicable noise level guideline at the most sensitive point of reception.

Methods for prevention and control of sources of noise emissions depend on the source and proximity of receptors. For the proposed activities under the Project these methods include:

Limiting the hours of operation for specific pieces of equipment or operations, especially mobile sources operating through community areas; and

Reducing project traffic routing through community areas wherever possible.

Minimise nuisance from noise, especially closer to residential areas, through establishment and communication to affected parties of working hours. Current proposed working hours for runway paving are generally during the night 18:00 – 06:00 as per the Contract documents. This includes use of the asphalt plant during these hours. Other works including carpark, duct installation for underground electrical cables and taxiway drainage construction will likely be completed during normal working hours





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06:00 to 18:00. Tamoa aggregate laydown may operate day or night while Temaiku (Banga) aggregate laydown is scheduled for only day operations.

IFC EHS Guidelines stipulates that noise impacts should not exceed 55 decibels (dBA) (LAeq 1hr) between 0700 and 2200 or 45 dBA (LAeq 1hr) between 2200 and 0700 at residential, institutional or educational receptors. Monitoring must be undertaken at nearby representative receptors at the commencement of night works at the aggregate laydown areas, asphalt plant and runway.

The necessity to undertake runway works at night and the proposal to transport aggregate after hours, combined with the proximity of residential premises to the work sites, suggests that compliance with the IFC noise limits may be difficult to achieve. Noise monitoring of the various night-time activities will be undertaken initially at the commencement of each activity to assess compliance with the noise limits. Tool box talks will be undertaken prior to night time works to remind staff of the importance of minimising excess noise during night time activities (refer to Noise EPI) If noise limits are exceeded, this will trigger a suite of noise reduction measures which include:

• Preferential use of asphalt plant compound for aggregate storage to reduce requirement for

storage at Tamoa Laydown;

• Further Tool box talks to reinforce the need for noise minimisation during night-time works;

• Respite periods at Tamoa Laydown Area – including maximum of three consecutive nights work

and no works on Saturday nights;

• Laydown site configuration to minimise reversing movements during loading;

• Avoid leaving vehicles idling for extended periods;

• All potentially affected nearby residents to be given earplugs with instruction for use in

Gilbertese and English;

• Programming works on the runway so that milling and asphalt activities are not concentrating

at one section of the runway near housing for three consecutive nights.

Signage will be provided to outline the complaints procedure and include contact details of the recipient for complaints (e.g. phone number, physical address and email).

Machinery, equipment and vehicles are to be regularly checked and maintained to ensure appropriate use of mufflers and good working condition. Workers in the vicinity of sources of high noise shall wear necessary protection gear rated for the situation they are being used.

Cultural Heritage

Where archaeological artefacts or sites are encountered during excavation and site works, works are to stop in specific location of unearthed artefacts or site and MCTTD notified immediately for instruction to proceed.

Landscape Degradation

Restoration of landscape after completion of rehabilitation works; restore the vegetation cover in accordance with the surrounding landscape and any required design (e.g. grass land or shrubs).

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





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Hazardous Substances

Store and handle hazardous substances in bunded, hard stand or designated areas only. Bunded areas should be covered to stop rain water entering or constructed to drain to an oil water separator which will need to be constructed or a mobile proprietary unit imported specifically for use on the KAIP. Bunds (secondary containment) to contain 110% of the largest container/tank required to be stored or, 25% of total volume if total volume is over 1,000L. (e.g. gloves and overalls), material to contain the spill and absorbent pads, and a heavy duty rubbish bag to collect absorbent pads or material.

Used oil to be collected and taken off island (for disposal or cleaning at approved facility) at completion of works if no on island disposal or recycling facility available.

When using hazardous substances (e.g. laying asphalt) in the vicinity of sensitive receptors (e.g. residential homes, schools) notify the community advising of work times and any safety precautions that may be implemented (e.g. diversions). Adjust work programme around peak times (e.g. school hours).

Provide hazard specific personnel protective equipment to workers directly involved in handling hazardous substances (e.g. chemical or heat resistant clothing, gloves).

Complete list, including MSDS for each chemical stored or used shall be accessible at all times. Signage to be posted in storage areas identifying all chemicals present.

Spill kits and training of use to be provided to all workers during toolbox meetings. Spill kits to contain PPE gear for the spill clean-up.

Loss of Biodiversity

If during course of construction work, particularly vegetation clearance and excavations any bird, reptile or mammal species is identified as being potentially impacted (e.g. nesting bird in area of proposed vegetation clearance) work is to stop in the specific location of the find and the ECD and MCTTD notified immediately for instruction to proceed.

UXO

Adopt the procedures of the Kiribati Road Rehabilitation Project EMP (Version 3, October 2013), particularly Table 2: Environmental Management Plan: Construction and Operation Phase (page 41) for all locations where historical fighting is known to have occurred or suspected to have occurred.

Damage to Assets and Infrastructure

As a result of construction activities any damage to assets or infrastructure must be reported to the MCTTD and rectified at the expense of the Contractors. This also includes removal of food crops during land clearing.

Working Hours

For the runway and apron, works may proceed during night time hours (6pm – 6am, Sunday to Friday, and potentially Saturday) and clear of scheduled flight services. Daytime works on runway are subject to facilitation of unobstructed scheduled aircraft movements. Schedules for domestic and international flights are compiled and held on site. Note that times are subject to change according to need and





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weather conditions. Target timeframes to be clear of Runway for international flights is 1 hour prior to take off and landing. “Point of no return” for international flights is half an hour after take-off.

For the Apron, normal daytime works are planned from Monday to Saturday subject to facilitation of unobstructed scheduled aircraft movements. Works may need to be performed on Sunday where inclement weather, schedule of works or aircraft movements dictate.

Activities associated with the unloading of the barge or ship from Betio or Bonriki or transport of materials to and from the Tamoa Laydown are expected to be over a 24 hour period. In the Tamaiku Laydown, work is scheduled to be restricted to normal daytime hours.

A NOTAM will be in place for all works.

The actual date and time of commencement will be advised by NOTAM, to be issued not less than 48 hours before work commences.

Unscheduled flights occur from time to time. Flight schedules are to be confirmed by Airport Authorities at least 48 hours prior.

9 COMMUNICATION AND STAKEHOLDER MANAGEMENT

Communication regarding environmental issues and controls is important to ensure that management techniques are being adhered to and to ensure that internal and external stakeholders have opportunities to address concerns with the Project Team.

9.1 ROLES AND RESPONSIBILITIES

The MCTTD is responsible for delivery of the KAIP project (including all components), funding received

and contracts awarded under the KAIP. MCTTD is the Implementing Agency in regards to funding

received from donors including the WB. A Project Management Unit (PMU) within MCTTD has been

established to undertake the day to day management of the project. Aspects of the monitoring required

by the EMP will be undertaken by MCTTD. The implementation of the sections of the EMP applicable

to this Project is the responsibility of McConnell Dowell. The diagram below shows the reporting and

responsibilities in relation to the EMP. The ECD has a statutory responsibility to respond to pollution

complaints, and ensuring impacts are managed as per the EMP and this CEMP.





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PAIP Technical and Fiduciary Services Unit

Government of KiribatiMCTTD

Design ConsultantAECOM

Airport OperationsCivil Aviation Division

(Airport)

Environmental Monitoring and Compliance

Environment and Conservation Division

ContractorMcConnell Dowell

Constructors

9.2 INTERNAL COMMUNICATIONS

Environmental communication will primarily be through the Site Induction, Pre-Start Meetings, weekly

team meetings and Tool Box Talks; however it can also occur during site inspections or through

members of the environmental or management teams.

Internal communication regarding the environment, means that employees will be involved in the

communication and consultation of:

Policies and management systems development;

Hazards and risk control processes including identification, assessment and control;

Changes to the workplace;

Outcomes of incident reviews;

Other issues that may impact the environment.

9.3 EXTERNAL COMMUNICATION

External environmental communication will primarily be through media such as radio, newspapers, signage and leaflet notification drops. External communication may also occur through community and key stakeholder engagement meetings.

The Project Manager is responsible for the conduct and coordination of communications with all key

external stakeholders. Refer to section 5.5.8 for details of the CLO.

9.4 COMPLAINTS MANAGEMENT

In the event of a complaint relating to environmental management is received, the Environmental

Management Representative will act on them.

All complaints must be acknowledged with the complainant within 24hours. In general the following

procedure should be followed:

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

complainant





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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 by complainant)

Log the date of resolution

Report the complaint in monthly monitoring report including actions, resolution status and any

outstanding actions required.

Local consultation has been undertaken to date and many of the I-Kiribati workers on the project reside in the local area. A Community Liaison Officer, Elizabeth Naare has been appointed to both the KAIP and KRRP McConnell Dowell projects on Kiribati has been very successful in managing the interface between the company and the local community where all complaints or issues are dealt with. Elizabeth will formally manage complaints (including recording and reporting), if any, and her details are available to the local elders who have also been consulted for the KRRP project.

Signage at site will be displayed outlining the complaints procedure and contact details for making

complaints.

Enquiries and complaints will be recorded on the Environmental Incident / Event form (MMS # 020-

F053-2629).

At the completion of the complaint / enquiry investigation, a summary of the findings and action taken will be provided to the party that lodged the complaint / enquiry.

10 TRAINING AND COMPETENCY The environmental competency and experience requirements for all staff positions are contained in the

relevant Position Descriptions. Recruitment and procurement processes are conducted with the aim of

engaging personnel with the required competency and experience.

All personnel will receive training of a type and level of detail that is appropriate for the environmental

aspects of their routine and emergency work assignments. As a minimum, all personnel are required

to satisfactorily complete the Project Induction. Other mechanisms of communicating environmental

controls are through the JSEAs, Tool Box Talks and Pre-Start Meetings, all of which are described

below.

Other training needs are assessed on a job-by-job, and position-by-position basis. For instance,

supervisors, foremen and leading hands involved in earthworks are required to be competent in erosion

and sediment control processes, and may be required to complete a training program specifically

targeted on this area.

10.1 INDUCTION TRAINING

The Project Induction includes a presentation of the requirements of the key environmental risks and

the main requirements of this CEMP, incident response, emergency procedures and spill management.

The purpose of the induction is to ensure that, at a minimum, employees and sub-contractors:

Understands the importance of conforming with the environmental policy and procedures and to the requirements of this CEMP;





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Are aware of the significant environmental values and issues within the vicinity of the Project alignment and the potential impact of the construction activities on these values;

Understand the sustainable activities and environmental control measures available to assist the Project to minimise its environmental impact;

Are aware of all conditions of environmental licences, permits and approvals;

Understand the potential consequences of a departure from the established procedures;

Are aware of the roles and responsibilities relating to environmental management for the Project; and

Are aware of the emergency response and incident procedures.

Attendance records of all training and briefing sessions will be maintained by the Project Team in

accordance with the Project Training procedure.

10.2 TOOL BOX TALKS

Tool Box Talks are conducted for site personnel to deliver specific training in an aspect of work or

controls, such as spill kit training or correct erection of a silt fence, to provide site personnel with ongoing

environmental training and information throughout the Project. Participants in Tool Box Talks shall sign

the attendance sheet.

10.3 PRE-START MEETINGS

Pre-start meetings are used by the supervisors and foremen to explain the work to be done in the

upcoming shift. All operational aspects of the task are discussed including environmental issues and

controls, particularly if there are new hazards or if there has been a recent incident.

An Environmental Management Representative will attend as applicable to explain new environmental

controls or reiterate existing controls.

11 MONITORING, EVALUATION AND REPORTING

11.1 MONITORING

Environmental monitoring is required during the construction of the Project to ensure that no adverse

impact on the environment occurs. CEPs will detail any monitoring requirements, the frequency of the

monitoring to be undertaken and the appropriate responsible person.

In general, monitoring is conducted on a routine basis; however, additional monitoring may be required

in the event of a complaint or incident, or after a rain event in the case of water quality monitoring.

Generally the Environmental Management Representative is responsible for the implementation of on-

site measurements of environmental aspects, including water quality. External specialists may be used,

where required, to conduct specialist monitoring, including noise, vibration, air quality, soil, ecological

and non in-situ water monitoring. The initiation of such monitoring is on an as-needs basis and may be

in response to contract requirements, complaints or internal requirements.





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EMP MONITORING PLAN

The following table shows the monitoring requirements during the pre-construction and construction phases of the project, to ensure that the project is being managed as per the EMP / contract requirements. It includes the frequency and the responsibilities.

Parameter Location Monitoring Description Frequency Responsibility

Pre-Construction Phase

Traffic safety Design documents

Ensure TMP has been submitted and approved.

Prior to sign off of final designs

Design Consultant

Aviation safety Design documents

MOWP complete with details of flight schedules and emergency procedures.


Design Consultant

Soil erosion Design documents

Construction scheduled for between May and December. Designs include erosion protection measures.


Design Consultant

Water supply Design documents

Water reclamation systems included in designs (particularly terminal design).


Design Consultant

Importation of materials and equipment

Importation permits

Ensure inclusion in design and material specifications that material and equipment to be fumigated and free of contamination. Approval to import material and equipment is given prior to material and equipment leaving country of origin.

Project Team to organize prior to export from country of origin.

Project Team

Airport perimeter fence

Safeguards documents

Inclusion of consultation and public meeting details and minutes in the social and environmental safeguard documentation for the project.

Bonriki village nominated representative identified for the Airport Safety Committee and the KAIP Task Force Committee.

Prior to issue of the Environment License

Design Consultant’s Safeguards Specialists and MCTTD

Construction

Agreement for waste storage

Construction Contractor’s

records

Permits and/or agreements with local waste storage providers (e.g. Teinainano Urban Council and recycling contractors). Inspection of disposal sites.

Permit and /or agreements with international waste facilities are in place (documented evidence) and correct transport containment methods are available.

Documentation viewed prior to construction works starting Weekly as applicable to schedule of works.

MCTTD

Soil erosion Areas of exposed soil and earth moving

Inspections at sites to ensure silt fences, diversion drains etc. are constructed as needed. Inspection to ensure replanting and restoration work completed.

Weekly inspection as applicable to schedule of works and

MCTTD





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after site restoration.

Waste storage At construction sites

Inspection to ensure waste is not accumulating and evidence waste has been stockpiled for removal from island.

At the end of the project ensure there is no remaining non-recyclable or reusable material remaining.

Weekly inspection as applicable to schedule of works and on receipt of any complaints.

MCTTD

Water and soil pollution

At construction sites

Inspection of sites to ensure waste collection in defined area; spill response plan in place and workers trained. Complete spill kits available where hazardous substances sorted and handled.

Results from water quality monitoring of the freshwater lens available.

Weekly inspection as applicable to schedule of works and on receipt of any complaints

MCTTD

Dust and air emissions

At construction sites and adjacent sensitive areas.

Site inspections. Regular visual inspections to ensure stockpiles are covered when not in use and trucks transporting material are covered. Visual inspection of asphalt plant to ensure dust scrubber operating and no visible emissions or odour is experienced at the boundary of the construction camp or 3 stack distances from the plant, check maintenance records for cleaning and or corrective actions. If asphalt millings are being used to backfill behind the seawall ensure coordination is occurring between seawall rehabilitation works and mitigation measures.


MCTTD

Noise At work sites and sensitive locations

Site inspections to ensure workers wearing protective equipment when required. Residential monitoring adjacent to works to have limits of 55 dBA (LAeq 1hr) limit between 0700 and 2200 and 45 dBA (LAeq 1hr) limit between 2200 and 0700.

Local consultation prior to works and public signage detailing complaints procedure and contact people/person on display.


MCTTD

Storage of fuel, oil, bitumen, etc.

At work sites and construction camp. Contractors training log.

Regular site inspections to ensure material is stored within bunded area and spill response training for workers completed. Visual inspection of spill kit for completeness and accessibility.

Weekly as applicable to schedule of works and on receipt of any complaints.

MCTTD

Vehicle and pedestrian safety

At and near work sites

Regular inspections to check that TMP is implemented correctly (e.g. flags and diversions in place) and workers wearing appropriate personnel protective gear.

Weekly inspection as applicable to schedule of works and on

MCTTD





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receipt of any complaints.

Construction workers and staff safety (personal protective equipment)

At work sites Inspections to ensure workers have access to and are wearing (when required) appropriate personnel protective equipment (e.g. for handling hazardous materials).


MCTTD

Community safety

At work sites Inspections to ensure signs and fences restricting access are in place and pedestrian diversion routes clearly marked (whether for access to a building or home or particular route).


MCTTD

UXO Known or suspected historical sites of fighting.

Adopt the procedures of the Kiribati Road Rehabilitation Project EMP (Version 3, October 2013), particularly Table 3: Environmental Monitoring Plan (page 45).

Continuous while work is occurring in high risk or suspected areas.

MCTTD

11.2 INSPECTIONS

Weekly Environmental Compliance Inspections are conducted by the Environmental Management

Representative. The findings of the Inspection are recorded on the Site Inspection Environmental

Checklist – Weekly (refer 16.2), in which required remedial actions are also recorded, including a

responsibility and timeline for completion. These shall be monitored to ensure that they are closed out

in the required time frame.

11.3 AUDITS

Environmental audits are to be carried out and reported in accordance with the requirements of Audit

Internal (MMS # 010-D008-000) procedure. The minimum requirements for the scope and frequency

of Project audits are as follows:

Scope Documents Frequency

HSEQ – including legal compliance

Project Execution Plan including procedure references and attachments. Sample Country or Regional Environmental Legislation.

Initial audit to be conducted at 25% project completion, or 3-4 months from mobilization (whichever comes first). Subsequent audits to be scheduled following review of initial audit performance, risks, and project duration. Period between audits must not exceed 12 months





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Audits are scored on the number of findings of Internal Notification Reports (INRs) and minor Internal

Notification Reports (mINRs). Subsequent audits are based on the previous audit score as follows:

Score Score Parameters Actions & Descriptor Subsequent Audit Frequency

1 More than 10 INRs raised

and/or

More than 21 mINRs raised

Poor results. Significant improvement required.

3 months

(or 40% project completion. Whichever comes first)

2 5 to 10 INRs raised

and/or

11 to 21 mINRs raised

Average results. Improvement required.

6 Months

(or 50 – 70 % project completion. Whichever comes first)

3 1 to 4 INRs raised

and/or

1 to 10 mINRs raised

Positive results. No longer than 12 months

In addition to these internal audits, McConnell Dowell will cooperate with any external environmental

audits conducted by the Client or an authorised party in relation to compliance with contract or legislative

requirements.

11.4 REPORTING REQUIREMENTS

Reporting requirements will evolve as the Project progresses. In the early phase, emphasis is on the

establishment of systems, controls and competency of all personnel, while later the emphasis will shift

to monitoring performance. When nearing completion (as applicable) the focus will be on final reports

to address approval requirements.

The Environmental Management Representative is responsible for managing the Environmental

Reporting Programme. The Project Manager is responsible for submitting the reports required

externally.

Environmental reporting is undertaken on a monthly basis and is incorporated into the Project Monthly

Report to be sent to Head Office and the Client.

12 INCIDENT REPORTING AND INVESTIGATION Incidents shall be reported and recorded in accordance with Incident Reporting and Investigation

procedure (MMS # 020-E004-100). The cause of all incidents will be subject to an investigation,

convened by the Environmental Management Representative to determine the root causes of the

incident and to ensure that remedial and/or corrective actions are able to be implemented to ensure a

repeat of the incident is avoided.

In the event of an environmental emergency incident, the Project Manager will provide AECOM’s

Engineering Representative with notification as soon as it is practical to do so, but no later than 24

hours, and will provide a full report of the incident, response and corrective actions as required.





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The Project Manager is responsible for notifying the Engineering Representative, relevant regulators

and the NZ Environmental Manager of Reportable Incidents.

A summary and review of incidents for the duration of the Project and for the relevant month shall be

included in the Project Monthly Report.

For environmental incidents or environmental legislation breaches, the following is the responsibility of the person immediately involved in the incident:

Making the plant / equipment or materials involved safe to prevent further environmental impact or injuries;

Preventing further environmental release or providing containment until such time as the release or incident can be stopped or work can be stopped (if legal breach, stop work as soon as it is safe to do so);

Immediately notifying the incident to the Project Environmental Management Representative to confirm if the incident is notifiable to the local regulators;

It is the responsibility of the Project Environmental Management Representative to:

- Initiate the environmental response adequate to the environmental incident and in accordance with the project or facility environmental management plans and/or procedures;

- Complete an initial severity assessment of the incident in conjunction with the Superintendent;

- Begin to record incident details on the Environmental Incident Investigation Report Form (MMS # 025-F004-100).

- Complete any required external notification to environmental regulatory authorities.

12.1 NOTIFICATION PROCEDURE

The Client shall be notified of incidents that trigger notification as defined in the Incident Reporting and

Investigation procedure. These triggers include offsite discharges, unauthorised disturbance or

destruction of fauna, flora or heritage sites and breaches and non-conformances of permits issued for

the Project.

The Project Manager is responsible for notifying the Client of Reportable Incidents. The Environmental

Management Representative is responsible for notifying relevant Regulators.

12.2 ENVIRONMENTAL ALERTS

The root cause of many incidents leads to a need for action to prevent recurrence of that kind of incident.

Where a repeat incident occurs or where there is a significant incident, an Environmental Alert may be

issued. Environmental Alerts are used where incidents with broader implications and lessons that may

be applicable to other Projects and Facilities are summarised and distributed to disseminate findings

more widely. Environmental Alerts from other Projects and Facilities may also be relevant to this Project.

Where applicable, these lessons are communicated to the work force through Tool Box Talks and Pre-

start Meetings.





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13 EMERGENCY RESPONSE The Emergency Response Plan (ERP - MMS# 020-Y006-2629) for the Project will take into account the following factors:

The parts of the site or adjoining properties likely to be affected;

The degree of predictability of the emergency;

The likely speed of onset;

The likely effect of the emergency.

As necessary, emergency services such as Police, Fire Brigade, Ambulance, are to be contacted and

invited to visit the site in order to become aware of site access and other emergency considerations.

The ERP will incorporate the following components:

Emergency contact list (for the above);

Emergency Reporting Instructions;

Emergency Muster Point Location;

Emergency Response Co-ordinator Action Plan;

Emergency Personnel and Equipment.

The ERP components will be displayed in prominent locations around the site and employees will be

trained in their requirements. All relevant Project personnel, subcontractors and relevant emergency

agencies will be instructed and rehearsed, as appropriate, in the requirements of the ERP.

13.1 ENVIRONMENTAL SPILLS

The most effective spillage control system is prevention. To ensure that the adequate quantity and type

of spill response materials / equipment are readily available to address potential spills when the

petroleum products arrive onsite, the Project Team will evaluate the nature and frequency of various

activities that pose the potential for spills / leaks. Based on these evaluations, the team will obtain the

adequate spill response material and equipment prior to work beginning on the Project site.

As deemed necessary, vehicles (e.g. utility vehicles), heavy equipment (e.g. dozers, excavators),

pumps, and generators will have spill kits that, at a minimum, will contain sufficient oil absorbent material

to contain (e.g. oil absorbent boom) and cleanup any drips, leaks, or spills (e.g. ruptured hydraulic line)

and plastic bags to contain any contaminated absorbents, soils, or wastes. Bags containing used clean-

up material will be transported to the designated hazardous material/waste storage area for proper

drumming, labelling, and classification prior to off-island disposal. Spill kits for equipment maintenance,

fuel storage areas, and fuel trucks will also contain sufficient absorbent material to contain the quantity

of the material stored in the stationary containers (e.g. tanks, drums, cylinders) and equipment to clean-

up (e.g. shovel, broom) and store used absorbent material (e.g. 200 litre drum with metal banded lid).

13.2 HAZARDOUS SUBSTANCE STORAGE

The Hazardous Substance and Dangerous Goods Register (MMS # 020-F028-2629) will include a

list of hazardous substances including fuels and lubricants which will be kept on-site during the Project

and where hazardous substances storage areas exist onsite. It also includes a detailed spill response





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procedure which communicates the responsibilities and management actions required in the event of a

spill of a hazardous substance to the environment.

14 MANAGEMENT REVIEW This CEMP has been developed using the best available methods, procedures, expertise and

experience available to McConnell Dowell and as such it represents best practice environmental

management standards. However, consistent with the philosophy of continuous improvement, there will

be opportunities during the Project to implement new or improved procedures.

The root cause of many incidents leads to a need for action to prevent recurrence of that kind of incident.

Where a repeat incident occurs or where there is a significant incident, an Environmental Alert may be

issued. Environmental Alerts are used where incidents with broader implications and lessons that may

be applicable to other Projects are summarised and distributed to disseminate findings more widely.

Environmental Alerts from other Projects may also be relevant to this Project. Where applicable these

lessons are communicated to the work force through Tool Box Talks and Pre-start Meetings.

Where any changes and improvement to working practices are identified through the investigation of

environmental incidents, these will be assessed and incorporated into the CEMP as part of the Incident

Reporting and Investigation process.

14.1 PLAN APPROVAL, DISTRIBUTION AND REVIEW

There is no restriction on the distribution of this Plan within McConnell Dowell Group entities. The

controlled copy of the current version of this Plan will be maintained on the Project document control

database.

A controlled copy of this Plan, as well as future updates, will be provided externally to the Client.

This Plan will be reviewed annually as a minimum and, if necessary, updated as required in an event if

it:

Does not adequately address the matters it is intended to address; Is causing non-conformity or is otherwise necessary to comply with the conditions of the

contract; Has to be changed because of an Internal or External audit outcome; No longer represents current or appropriate practice; Is otherwise required by the Contract to be updated.

15 DOCUMENT CONTROL Document control will be undertaken in accordance with MMS Document Control procedure (MMS # 040-D001-000).





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16 ATTACHMENTS

16.1 ENVIRONMENTAL POLICY





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16.2 WEEKLY ENVIRONMENTAL INSPECTION FORM

Project: Resurface Runways, Tarawa Project Number: 2629

Inspector: Time:

Location: Date:

Tick

ITEM Y N N/A COMMENTS

VEHICLE MANAGEMENT

Plant, equipment & vehicles clean on arrival to site?

Y N NA

Vehicles keeping to authorised haul routes / roads?

Y N NA

Plant, vehicles parked and/or being kept away from remnant vegetation?

Y N NA

Are operating plant, equipment free of leaks and excessive fumes?

Y N NA

Spill kits available in all utility vehicles?

Y N NA

FLORA, FAUNA & WEED MANAGEMENT

All environmentally significant areas been marked on site (e.g. flagging, fencing)?

Y N NA

Are Tree Protection Zones (TPZ) in place around all significant trees?

Y N NA

Is there clear delineation of the extent of cleared vegetation?

Y N NA

SEDIMENT AND EROSION CONTROL

Are silt fences and diversions in place? Are they in the correct place?

Y N NA

Sediment controls adequately maintained? If no, what maintenance is needed?

Y N NA

Is there sufficient silt fencing /bunds for the area of cleared land?

Y N NA

LAND MANAGEMENT

Is contaminated material being treated as per the requirements of the CEMP etc?

Y N NA

Are vehicles kept clean to limit the movement of contaminated material?

Y N NA

Has all plant, equipment and been certified clean prior to entry?

Y N NA

STOCKPILES





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Tick


Are stockpiles located in suitable locations away from waterways, drains and high velocity wind areas?

Y N NA

Have stockpiles been profiled and covered to protect from wind impacts (max 2m high)?

Y N NA

Are stockpiles free of weeds and other rubbish?

Y N NA

GROUNDWATER MANAGEMENT & WATER QUALITY

Is the concrete washout basin being used correctly?

Y N NA

Are there appropriate dewatering protection controls in place?

Y N NA

Is water being discharged in a controlled manner?

Y N NA

Is contaminated water adequately contained and treatment occurring?

Y N NA

Are marine spill kits and floating booms available (where required)?

Y N NA

Are freshwater lens water quality results same as original tests?

Y N NA

ATMOSPHERIC EMISSIONS

Have work areas, access roads and stockpiles been sufficiently watered to prevent the generation of dust?

Y N NA

Are trucks and plant using only designated haul and access roads? Are speed limits being adhered to?

Y N NA

Is there visible exhaust gas continuous for more than 10 seconds emitted from any of the vehicles or plant?

Y N NA

NOISE EMISSIONS AND VIBRATION

If required, are vibration mitigation measures in place?

Y N NA

Is there screening or enclosures around fixed plant with noise sensitive receptors nearby?

Y N NA

Are generators and other fixed machines situated to minimise noise disturbance to local residents and the general public?

Y N NA

HAZARDOUS SUBSTANCES STORAGE & USE

Are spill kits readily accessible? Is there sufficient material to clean up a range of spills?

Y N NA

Are the storage areas for fuel and other hazardous substances bunded correctly?

Y N NA

Are hazardous substances stored neatly in a secure container?

Y N NA





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Tick


Are chemicals stored away from watercourses and drains?

Y N NA

Are all containers carrying chemicals clearly and correctly labelled?

Y N NA

Are drip trays placed under fixed plant to prevent leakage to ground?

Y N NA

Are surplus oils, grease and other hazardous materials collected and stored separately in bunded areas prior to removal?

Y N NA

Is bunding of hazardous substances of an adequate capacity, free of rubbish and properly maintained?

Y N NA

VISUAL AMENITY & WASTE MANAGEMENT

Are site compounds and storage areas kept tidy?

Y N NA

Is waste being stored in correct areas on impermeable ground?

Y N NA

Are bin(s) of sufficient size? Are any overflowing?

Y N NA

Are covered bins provided for the collection of domestic waste?

Y N NA

Is there evidence of correct waste stream separation? (e.g. correct recycling)

Y N NA

Is waste stockpiled in defined areas with signage ready for removal?

Y N NA

Is the wastewater system operating as per requirements?

Y N NA

COMMUNITY MANAGEMENT

Is access maintained to all properties and adequate traffic management implemented?

Y N NA

Do community walkways adjacent/ through the site provide for controlled and safe travel?

Y N NA

Does the entrance have correct signage and complaints procedure in place?

Y N NA

CULTURAL HERITAGE MANAGEMENT

Are areas of cultural heritage importance clearly marked?

Y N NA

ASPECT INSPECTION – CLOSE OUT

Have all aspects identified and documented on the inspection checklist No ………………….…. been rectified?

Yes ☐ No ☐

If No give details:





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17 APPENDIX 1: AGGREGATE LAYDOWN DOCUMENTS

17.1 MCTTD MEMO TEMAIKU (BANGA)





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17.2 MCTTD MEMO TAMOA





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17.3 TAMOA “DOOR-KNOCKING” CONSULTATION





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17.4 NONOUTI MANEABA CONSULTATION





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17.5 TAMOA PERMISSION





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17.6 MCTTD AGREEEMENT WITH TEMAIKU (BANGA) LANDOWNER





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GOVERNMENT OF KIRIBATI

KIRIBATI AVIATION INVESTMENT PROJECT (KAIP)

MINISTRY OF COMMUNICATION, TRANSPORT & TOURISM DEVELOPMENT

Phone: (686) 26003 Ext. 40 or 26375, Address: PO Box 487, Betio, Tarawa, Rep of Kiribati

BORARAOI MA TAAN ABABA IBUKIN KABONGANAAN ABAIA NI KAWAKINAN TE TANO AO BAAI NI MAKURI IAONA IBUKIN TE KARIKIRAKE N TE MARAE NI

WANIKIBA I BONRIKI - BANGA, TEMWAIKU (Agreement With Landowners For Using Their Land For The Kiribati Aviation Investment Project at Bonriki – BANGA, TEMWAIKU)

Ngaira aika taan ababa aika oti arara ma ara tiaina inano ti kakoaua ao ni kariaia kanoan te boraraoi aio n aron taekana ae inano; (We, the landowners as indicated below together with our representative signatory have accepted the terms and conditions of the agreement stated below:)

1. Bwa ti kariaia ao ni kukurei ni butimaeia taan mwakuri ke aomatan te karikirake (Project) bwa ana roko ni karaoa te mwakuri ni kaitiaki n abara ke n tuoa te mwakuri ni kaitiaki iaona n akea ara totoko;

(We do accept and welcome Project Staff to undertake site inspection and land clearance with no objection)

2. Ngkai bon taan ababa ngaira n te aba ae arana “Banga” ao nambana “644 al”are e e na kabonganaki are e oti n te beba (Landowner Register) are e nim ma aio ao ti a bon kukurei n anga ara kariaia ba e na boni waaki te makuri iroun te Tautaeka n akea te totoko;

(As landowners for the land or plot to be used and known as “Banga” numbered “644a1” as shown in the attached land register would allow Government to proceed with the contracted work on the land/plot with no objection)

3. Ti kakoaua ba iai te mangaongao iaon te aba irouia koraki tabemaang ake a taku ba abaia naba te aba are ti kariaia ngkai ba e na kabonganaaki iroun te Tautaeka ma te mangaongao aio are e na kaetaki ao n ongoraeaki n te bowi ae e Rietata inanon te Namakaina ae October, n 2015;

(We believe that there has been a land dispute between us (landowners) and inhabitants on the land which would be used by Government however this case will be at the High Court hearing in October, 2015.)

4. Ti kukurei n ti butimaea te babaire ma te Tautaeka ibukin te kabomwi n korean kaai n amarake iaona n aron kanoan ana Kora ni Kaeti te Tautaeka iaon te kaboomwi.

(We are ready to accept compensations on cutting trees in line with Government Policy.)





McCONNELL DOWELL

5. Te bakamane ibukin tangoan te tano (rent) e na boni maroroakinaki imarenan te Tautaeka ao Taan Ababa i tinanikun te boraraoi aio.

(The payment for the land rent would be discussed between Government and Landowners as a separate agreement to this one.)

6. Bwa e na waaki karaoan nanon te kabomwi ni koutakin auti ni maeka ni kaineti ma ana kabomwi n ana Kora ni Kaeti te Tautaeka imwin tian tiainakin te boraraoi aio.

(The compensation for the demolition or removal of houses in line with Government Policy shall take effect once this agreement is signed.)

7. E na okiria Tan Ababa abaia n tokin te karikirake. (The landowners will have their land back once the project completes.)

Te tia Tei ibukia Taan Ababa Ministry of Communications, Transport (Representative for All Landowners) & Tourism Development (MCTTD)

____________________________ _______________________________

Nei Banebane Beteroo mtmn Secretary MCTTD, Mr. Booti Nauan

Witness: Witness:

____________________________ _______________________________

KAIP: Kurinati Robuti

Dated: Dated:





McCONNELL DOWELL

18 APPENDIX 2: ASPHALT PLANT OPERATION

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Mobile Asphalt PlantBACK ROUND

The Asphalt Plant was commissioned in the early 1990s by Island Asphalts Ltd, a roadingconstruction company based in Hamilton. The Asphalt Plant (Drum Mixer) wasmanufactured in New Zealand by Bitumen Equipment Ltd, a company who specialise inbuilding asphalt plant and related equipment. The dust collection part of the plant known asthe Baghouse component was manufactured by Filtercorp International Ltd, requested byBitumen Equipment Ltd which is now formally known as Black Gold Equipment Ltd.

Island Asphalt Ltd was purchased by Blacktop Group take over in 2006 07. During Blacktopsownership the plant was used in Waikato region to manufacture asphalt for reseals contractsuch as Rotorua District Council, Hamilton State highways, as well as overseas project inPNG. Blacktop Construction Group went into receivership September 2013 by appointedreceiver’s BDO. McConnell Dowell Constructors Ltd was successful in its bid to purchase theplant, originally for the KRRP project in late October 2013.

Table 1 Plant History Drum Mix Plant, below summarise a brief of previous jobs the planthas produced for, and amount of tonnages it had produced.

PROJECTS MOBILE ASPHALT PLANT HAS BEEN INVOLVED TO MANUFACTURE ASPHALT:Table 1 Plant History DrumMix Plant

Recent Projects : Standard: Date: MixProduced

MTPNG – ESSO Highlands LNG Plant. Port Moresby/ LNG Site Contractor: Leighton/ CurtainBothers Ltd PNGThe asphalt plant produced dense graded mixover 8 weeks, in a successful partnership withCurtain Brothers responsible for supplying allraw materials.

Attached case study, supplied by previousownership Blacktop Construction Ltd, in whichplant manufactured for the project. Appendix1. PNG Case Study Blacktop Construction

Contact reference: Steve McCone OPUS +6427445 0287, Responsible for design of mix.

No detailsavailable:

2011 18,500

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NZ – RDC Reseals Contract. Taotaoroa Quarry,Swaps Quarry Contract – Rotorua DistrictCouncil Reseals. The asphalt plant provided mixto TNZ Specification, specific mixes such as Mix10, Mix 15 and Mix 20 commonly used foroverlay program.Project Duration 5 months. SWAPS quarrysupplied all raw aggregate materials to plant.Consulting Engineer – Neil Gumbley OPUSConsultants.Appendix 2: Letter 5 Feb 2010, confirmingQtys from Taotaoroa Quary – Blacktop GM

TNZ / NZTA 2009/10 10,000

NZ – New Market Viaduct. Blacktop Yard,Blacktop Yard NZTA Blonde Asphalt Project.Attached case study, supplied by previousowner Blacktop Construction Ltd regarding theproject.

Attatched is case study of the projectAppendix 3: Newmarket Viaduct Case StudyBlactop Construction LtdContact: Steve McCone OPUS +64 27445 0287,Responsible for design of mix.

TNZ / NZTA 2006 300

NZ – Marsden Point 2005, Marsden Point OilRefinery YardNo details available of Mix produced.

TNZ / NZTA 2005 2,000

NZ – Marsden Point 2005, Marsden Point OilRefinery YardUnder Island Asphalt Ltd Ownership – Nodetails available.

TNZ / NZTA 2002 5,500

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APAS ACCREDITATION

The plants history was also registered under Asphalt Plant Accreditation Scheme (APAS)program administered by Roading New Zealand. The APAS is the most recent aspect ofcontracting industry operations to be developed as a form of industry self governance.

APAS is designed to provide an internal process control system for asphalt producers thatsets rules around assessing the quality of asphalt manufactured in New Zealand. Thescheme requires asphalt producers to formally register their plants with RNZ in order toapply for accreditation under the scheme.

Email correspondence from Alan Stevens, from RNZ in charge of the programme APAS28/01/2014

“I can confirm that the Blacktop Taotaoroa asphalt plant was a registered participant in the Programme for about two and a half years. During that time a number of different mix test data sets were submitted for consideration.’’

“I believe that the plant you now have is quite capable of meeting the current APAS requirements, but like all plants consistency in the aggregate supplies is of utmost importance as is the ability to understand each plants’ operational quirks.’

PROCESS METHODS USED:

Drum mixing plant is a relatively simple process of producing asphalt. The mixing drum fromwhich this type of plant obtains the drum mixing name is very similar in appearance to abatch plant dryer drum. The key difference between the drum mix plants and batch plants isthat in drum mix plants the aggregate is not only dried and heated in the drum, but alsomixed with the binder. There are no gradation screens, hot bins, weigh hoppers, or pugmillsin a drum a plant. Aggregate gradation is controlled at the cold feed.

The key components of drum mixing plant, as shown below Figure 3/25: Basic Drum MixPlant

1. Aggregate Cold Feed Bin2. Conveyor and aggregate weighing system3. Drum Mixer4. Dust Collection System5. Hot mix conveyor6. Mix surge Bin

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7. Control Van (Room)8. Binder storage tank

Typical Drum Mix Plant: Source: 3 Asphalt Mixture Plant Operations2014.

General sequence method involved with drum mix plant setup:

Controlled gradations of aggregate already tested to correct grading are deposited byloader into cold feed bins (1)Aggregates are deposited are then fed in exact proportion’s onto a cold feed conveyor(2)An automatic aggregate weighing system (Load cells) (3) monitors the amount ofaggregate flowing into the drum mixer (4).The weighing system is interlocked with the controls on the binder storage pump (5),which draws the binder from the storage tank (6) and introduces the binder into thedrum where the binder and aggregate are thoroughly blended by the rotating action ofthe drum.From the drum, the asphalt mixture is transported by hot mix conveyor (8) to a surge bin(9) from which the mixture is loaded into trucks and transported to site for placement.All plant operations are monitored and controlled from instrument’s in the controlroom.

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MANUFACTIRING PROCESS DRUM MIX PLANT – TEMAIKU LOCATION

Below is summary flow chart process of the plant operators processes to manufacture asphalt. Thedetails will be covered further in the CEP detailing key activities when manufacturing asphalt.

ASPHALT MANUFACTURING PROCESS:

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TECHNICAL DETAILS: MACDOW DRUM MIX PLANT

PLANT TYPE: Drum/ Baghouse Mobile Asphalt Plant (Drum Mixing Plant)

Production capacity: 120 MT/Hour. Runway Resurfacing Project Estimated 32,000MT of asphalt to be manufactured.Storage Capacity Hot Bin: 30 – 35MT4 Bitumen Tank Capacity: 40 MT/ Each Tank. Asphalt bunded storage area.Drum Chassis 12.2m LengthBaghouse Filtration Unit: Manufactured by Filtercorp International Ltd, NZ 110 stackhousing unit. Further details covered below under Baghouse Details.Control Unit: Computerised SystemCold Feed Bins – 3 Units (1 split for 2 materials), 30m3 Capacity Total. Weigh feedercapacity.Generator: 300Kva Power SupplyDiesel Tanks – 1 x 10,000 Litre (self bunded) Enviro Bulka EBD50 and up to 4 x 20,000litre for KRRP fuel supply. Estimated Diesel for KAIP project usage 3,500MT.Toltec 2295 – 20 Weighbridge MT IND310

Material usage: The current design for Runway Resurfacing Project uses 4 raw aggregates inthe mix design. The imported aggregates shall be used to manufacture 32,000MT ofasphalt. Breakdown of materials are as follows:

Londoni Quarry in Suva, Fiji10mm Chip – 4,650 MT14mm Chip – 4,650 MT20mm Chip – 7,440 MTPAP7 – 15,500 MT

Bitumen – is supplied by Technix Pacific Ltd, Fiji

40/50 Technix Bitumen – 1,860 MT60/70 Technix Bitumen – 80 MTKerosene – 80MTCRS 1 Emulsion – 30 MT

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SURFACE AT AC PLANT YARD

Current location is coralinus material covering full 8,900m2. Proposed surfaced to be alteredwill be the following locations:

1. Stockpile location for sealing aggregates (proposed AC Surface) TBC 100m22. Bitumen Transfer Area (proposed to AC and bunded) approximately 60m23. Concrete Pad – for truck wash shall be constructed approximately 50m24. Refuelling area – as above (3) same location

ENVIRONMENTAL STANDARDS:

Under the previous ownership, the plant manufactured majority of asphalt under NZ environmentalregulations and standards. Only recently was the plant sent overseas to manufacture specifically fora Head Contractor Leighton/ Curtain Brothers Ltd PNG.

The table below is a brief summary of the projects the plant was involved in, and comments on theenvironmental regulations it had to comply with during its operation.

Table 2 Environmental Regulations

Country Project / Location Environmental Standard used: CommentsPNG LNG Site Contractor: Curtain

Bothers Ltd PNGAsphalt Plant used a BlanketConsent Curtain Brother hadacquired for its Crushing PlantOperation the plant was situatedPort Moresby.Contact details: Justin. M.Details Env standard notavailable.

Contact – JustinMcGan GM CurtainBrothers+675 321 2300

NZ Taotaoroa Quarry 2009, SwapsQuarry Contract

The asphalt plant came underResource Consents of SWAPSQuarry Ltd, speaking with GMSWAPS Quarry, Local Authoritypermitted Asphalt activity underits Original Quarry Resource. Theconsents for permitted theasphalt manufacturing activity.This meant a Discharge permitwas not required as the licenseecan produce asphalt in thevicinity for a certain qty per year.

Contact – MikeSwaps GM SwapQuarry LtdMatamata+64 274359275Head Office+647 888 7025Fax+647 888 8121

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Due to commercial sensitivity thedocuments were not available forviewing.

Waikato Regional Council,Act: Resource Management Act1991.

NZ Blacktop Yard, 2006, BlacktopYard NZTA Blonde Asphalt Project

The mobile Asphalt Plant wouldhave come under BlacktopDischarge Permit for its main ACplant then Manukau City Council.The main AC main was also adrum mixing plant with a capacityto hold 130MT at any one time.For this reason, the plant wasused provided one was only inoperation at one time.

Auckland Council Air Dischargepermit.Act: Resource Management Act1991.

No contact availableinfo available.Blacktop ceasedtrading October2013 – NZoperations.

NZ Marsden Point 2005, MarsdenPoint Oil Refinery ownership –Island Asphalts Ltd – Hamilton.

The permit was lodged on behalfof Island Asphalts by consultingfirm, Wendell Taylor & AssociatesLtd, Hamilton in 2001.Permit approved by WhangareiDistrict Council – DischargePermit.

Local authority NorthlandRegional Council.

Act: Resource Management Act1991.

Approved consents.Application Number:LU01/936Resource Consent:36662

BAGHOUSE (DUST CONTROL) DETAILS

Purpose of the Baghouse process is to simply control dust emissions, during the manufacturing ofasphalt. A typical baghouse is a large metal housing containing hundreds of synthetic, heat resistantfabric bags collecting fines. The fabric bags are usually silicone –treated to increase their ability tocollect very fine particles of dust. A baghouse functions much the same way as a vacuum cleaner. Alarge vacuum fan creates a suction with in the housing, which draws in dirty air and filters the air

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through the fabric of the bags. To handle a huge volume of exhaust gases from aggregate dryer, avery large number of bags is required. Source: 3 Asphalt Mixture Plant Operations2014.

A baghouse is divided into a dirty gas chamber and a clean gas chamber. The filter bags arecontained in the dirty gas chamber, into which the air from dryer enters. The flow of air carrying thedust particles passes through the fabric of the filter bags, depositing the dust on the surface of thebag. The air then continues to the clean gas chamber. During the operation, the fabric filter trapslarge quantities of dust. Eventually, the dust accumulates into a “dust cake”, that is required to beremoved before the dust reduces or stops the flow of gas through the filter.

There are many ways of cleaning the bags, back flush the bags with clean air, or both flex and backflush. Dust removed from the bags drops into an auger at the bottom of the baghouse and istransferred to a storage silo. The dust may then be returned to plant or wasted. The baghouse thatis proposed for manufacturing shall reintroduce the dust as a filler/aggregate.

Typical Baghouse: Source: 3 Asphalt Mixture Plant Operations2014.

MANUFACTURER BAGHOUSE:

Manufacturer: Filtercorp International Ltd

Full details of design are covered in attachment 4: Operation Setting to Work Maintenance Manual– Sonic Pulse Dust Collector (Filtercorp)

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The Drum mixer plant to be erected in Temwaiku, has the following dimensions: 7m high with anadditional 3m stack giving the discharge point of 10m above ground level. Particulate emissions fromthe plants using a bag house filter system are comparatively low and emission parameters aretypically less than 50mg/m3 at maximum operational capacity. Letter Wendell and Taylor Assc, 2001.Figure 1 and 2below, are pictures of the baghouse in operation in 2009 at Taotaoroa Quarry /SWAPS Quarry – Waikato NZ.

Figure 1 MacDow DrumMix Plant – (left) Baghouse, Compressor, Fan stand. Baghouse in operation in 2009 at TaotaoroaQuarry / SWAPS Quarry – Waikato NZ.

Specifications: Attached document supplied by Filtercorp International Ltd

Filter bag temperatures are generally up to 220 C during normal operation (which is hotter thannormal). The filter bags are replaced annually. The baghouse is equipped with an over temperaturesensor which is alarmed in the control room, and pressure differential monitoring (which is alsoalarmed) to monitor filter bag condition

Disposal of bags:

Silicone Bags that are to be replaced for maintenance reasons, shall be disposed in sealed tight bags,and stored in 20ft containers with limited access. The bags shall be sent back to NZ for properdisposal in accordance with manufactures specifications for proper discharge.

Figure 2 (Right) AC plant pic of Drum mixer

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Offsite and Waste Management Plan: EPI Storage & Handling of Hazardous Substances Doc# 025 –L008 2536

MONITORING DUST AND NOISE

The details relating to Baghouse Maintenance is covered under McConnell Dowell’s EPI DustSuppression Management Plan Doc # 025 – Y004 2536. Rev C Feb 2014.

The details for monitor Noise and Vibration levels are covered under McConnell Dowell’s EPI Noiseand Vibration Management Plan Doc # 025 – YOO1 – 2536 Rev C Feb 2014

ASPHALT PLANT LOCATION

Only one access is established to Asphalt Plant currently. The access point is off Airport Road SeeFig.3

The dwellings near location of AC plant is highlighted in Figure 4. The nearest dwelling is on theNorth East, estimated to be 160m – 200m from boundary line.

The dwellings are surrounded by trees and prevailing wind is from the dwellings towards the ACPlant.

Access for dwellings are not affected by asphalt plant haul road, as there is no direct access todwellings through the established route. Access to North Eastern part of dwellings is via Temwaikuaccess road, truck movements created by asphalt plant do not impact on access of these dwellings.

The stockpile location of raw imported aggregates as well local coralline materials is stockpiledfurther 300m away towards the entrance gate. This is shown in Fig 5. SSOP (Survey Set out Plan).

Details of actual location of concrete foundations is covered in Fig. 6 Detail of Foundation LayoutAsphalt Plant

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Figure 5: SSOP

Figure 6: Detail of Foundation Layout Asphalt Plant