Environmental Impact Assessment

Project Number: 52320-002 July 2021 Final

Timor-Leste: Presidente Nicolau Lobato International Airport Expansion Project

Volume 1 Main Report

Prepared by the Ministry of Transport and Communications and the Asian Development Bank.

This environmental impact assessment is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “terms of use” section on ADB’s website.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste

Environmental Impact Assessment (Final)

Date: 22 July 2021

Issue and Revision Record

Revision Date Originator Approver Description 1.0 25 February N. Skinner N. Skinner First draft 2021 2.0 22 March 2021 N. Skinner N. Skinner Second draft incorporating comments from GoTL and SDSS 3.0 23 March 2021 N. Skinner N. Skinner Incorporating comments from IMWG 4.0 5 July 2021 N. Skinner N. Skinner All final ADB comments and instrumental monitoring results 5.0 22 July 2021 N. Skinner N. Skinner Updated with responses to final IMWG comments.

Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table of Contents

EXECUTIVE SUMMARY ...... 10 INTRODUCTION ...... 10 DESCRIPTION OF THE PROJECT ...... 10 ALTERNATIVES ...... 11 DESCRIPTION OF KEY ENVIRONMENTAL AND SOCIAL CHARACTERISTICS ...... 12 SUMMARY OF IMPACTS ...... 13 ENVIRONMENTAL AND SOCIAL AUDIT ...... 18 PROPOSED MITIGATION MEASURES AND RESIDUAL IMPACTS ...... 19 CONSULTATIONS AND DISCLOSURE ...... 23 RESIDUAL IMPACTS ...... 24 IMPLEMENTATION ARRANGEMENTS ...... 25 1. INTRODUCTION...... 26 1.1. PROJECT BACKGROUND ...... 26 1.2. PROJECT OVERVIEW AND OBJECTIVES ...... 26 1.2.1. Project Overview ...... 26 1.2.2. Project Impact, Outcome and Outputs ...... 26 1.2.3. Project Implementation ...... 26 1.3. PURPOSE OF THE EIA REPORT ...... 27 1.4. CATEGORY OF THE PROJECT ...... 27 1.5. REPORT STRUCTURE ...... 27 2. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 29 2.1. NATIONAL CONSTITUTION ...... 29 2.2. NATIONAL EIA LEGISLATION ...... 29 2.2.1. Screening and Scoping ...... 29 2.2.2. Environmental Impact Assessment ...... 30 2.3. OTHER ENVIRONMENTAL LAWS ...... 31 2.3.1. Biodiversity Law ...... 31 2.3.2. UNTAET Regulation No. 19/2000 on Protected Areas...... 32 2.3.3. Draft Decree Law on Forest Management, draft 7, received August 2013 ...... 32 2.3.4. Decree Law 6/2004 On General Bases of the Legal Regime for Fisheries and Aquaculture Management and Regulation (amended by Decree Law 4/2005) ...... 32 2.3.5. Water and Sanitation...... 32 2.4. SOCIAL LEGISLATION ...... 33 2.4.1. Decree-Law No. 33/2008 on Hygiene and Public Order ...... 33 2.4.2. Land Laws ...... 33 2.4.3. Gender and Gender Based Violence...... 34 2.4.4. Social Assessment and Indigenous People ...... 36 2.4.5. Tourism ...... 37 2.5. HEALTH AND SAFETY LEGISLATION ...... 37 2.5.1. Law 4/2012 Labor Code ...... 37 2.5.2. Basic Law on Civil Aviation (Decree-Law No.1 2003 of March 10) ...... 37 2.6. INTERNATIONAL CONVENTIONS AND AGREEMENTS ...... 38 2.7. ENVIRONMENTAL REGULATIONS AND STANDARDS ...... 38 2.7.1. Air Quality and Emissions ...... 38 2.7.2. Water Quality ...... 39 2.7.3. Noise ...... 40 2.7.4. Vibration ...... 40 2.7.5. Safety ...... 41 2.8. APPROVALS AND PERMITS ...... 41 2.9. ASIAN DEVELOPMENT BANK SAFEGUARD POLICIES 2009 ...... 42 2.9.1. Safeguard Requirements 1: Environment ...... 42 2.9.2. Safeguard Requirements 2: Involuntary Resettlement...... 44 2.9.3. Safeguard Requirements 3: Indigenous Peoples...... 45 3. DESCRIPTION OF THE PROJECT ...... 46

3 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

3.1. INTRODUCTION ...... 46 3.2. PROJECT OVERVIEW AND LOCATION ...... 46 3.2.1. Stages of Development ...... 50 3.3. AIRPORT LAYOUT PLAN ...... 51 3.3.1. Design Aircraft ...... 51 3.3.2. Turning Pad ...... 51 3.3.3. Taxiway Layout ...... 52 3.3.4. Apron Spot ...... 53 3.3.5. Fuel Hydrant System ...... 53 3.3.6. Boundary Road ...... 54 3.3.7. Car Parking ...... 54 3.3.8. Maritime Structures (Revetments) ...... 54 3.3.9. Pavement ...... 56 3.3.10. Grading and Drainage ...... 58 3.3.11. Earthwork Volumes ...... 60 3.3.12. Air Traffic Control Tower (ATCT) ...... 60 3.3.13. Aeronautical Lighting System ...... 63 3.3.14. Access ...... 64 3.4. CONSTRUCTION ACTIVITIES ...... 65 3.4.1. Preparatory Works ...... 65 3.4.2. Construction Activities ...... 65 3.5. CONSTRUCTION CAMPS AND LAYDOWN AREAS ...... 67 3.6. EQUIPMENT REFUELLING ...... 68 3.7. WORK SCHEDULE, MANPOWER AND ESTIMATED TRAFFIC ...... 68 3.8. CONSTRUCTION EQUIPMENT AND MATERIALS ...... 70 3.8.1. Construction Equipment ...... 70 3.8.2. Materials ...... 70 3.8.3. Borrow Pits / Quarries ...... 70 3.9. CONSTRUCTION CONSTRAINTS ...... 73 3.9.1. Airport Operations ...... 73 3.9.2. Other Projects ...... 73 3.9.3. Seasonal Restrictions ...... 74 3.10. ASSOCIATED FACILITIES ...... 74 3.11. STAGES OF FUTURE DEVELOPMENT ...... 75 4. ANALYSIS OF ALTERNATIVES ...... 77 4.1. GENERAL ...... 77 4.2. ‘NO PROJECT’ ALTERNATIVE ...... 77 4.3. INITIAL ASSESSMENT OF LAYOUT ...... 78 4.3.1. IFC Study ...... 79 4.3.2. Government Study ...... 80 4.4. ADB OPTIONS STUDY ...... 82 4.4.1. Technical and Cost Aspects of the ADB Option Study ...... 85 4.4.2. Environmental Impact of the ADB Option Study ...... 85 4.4.3. Social Impact of the ADB Option Study ...... 87 4.4.4. Options Results ...... 88 4.5. ALTERNATIVE SEAWARD EXPANSION TECHNIQUES ...... 88 4.6. ALTERNATIVE PROJECT BOUNDARIES ...... 89 4.7. ALTERNATIVE ACCESS ROAD ...... 89 4.8. ALTERNATIVE HAZARDOUS WASTE DISPOSAL OPTIONS ...... 90 4.9. STAGES OF DEVELOPMENT ...... 91 5. EIA APPROACH ...... 92 5.1. ASSESSMENT BOUNDARIES ...... 92 5.2. EIA METHODOLOGY ...... 92 5.2.1. Desk-top Data ...... 92 5.2.2. Site Surveys ...... 92 5.2.3. Impact Assessment Methodology ...... 92 5.2.4. Models and Specific Assessments ...... 99 5.2.5. Stakeholder Consultations ...... 99

4 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

6. DESCRIPTION OF THE ENVIRONMENT ...... 101 6.1. INTRODUCTION ...... 101 6.2. PHYSICAL ENVIRONMENT ...... 101 6.2.1. Topography and Coastal Morphology ...... 101 6.2.2. Geology, Soils and Offshore Sediment ...... 105 6.2.3. Geohazards ...... 110 6.2.4. Surface Water ...... 112 6.2.5. Coastal Water ...... 117 6.2.6. Groundwater ...... 123 SOURCE: INITIAL OBSERVATIONS OF WATER QUALITY INDICATORS IN THE UNCONFINED SHALLOW AQUIFER IN DILI CITY, TIMOR-LESTE: SUGGESTIONS FOR ITS MANAGEMENT. ENVIRONMENTAL EARTH SCIENCES, 2018 ...... 124 6.2.7. Climate ...... 127 6.2.8. Climate Change ...... 132 6.2.9. Air Quality ...... 136 6.2.10. Noise...... 139 6.3. BIODIVERSITY ...... 151 6.3.1. Ecology and Habitat ...... 151 6.3.2. Internationally and Nationally Designated Sites ...... 152 6.3.3. Critical and Natural Habitat ...... 152 6.4. SOCIAL ENVIRONMENT...... 159 6.4.1. Ethnicity ...... 159 6.4.2. Population ...... 160 6.4.3. Language ...... 161 6.4.4. Religion ...... 161 6.4.5. Vulnerable Groups ...... 161 6.4.6. Gender...... 162 6.4.7. Health Conditions ...... 162 6.4.8. Safety and Security ...... 164 6.4.9. Social Infrastructure ...... 164 6.4.10. Physical Cultural Resources ...... 165 6.5. ECONOMIC ENVIRONMENT ...... 166 6.5.1. Land Use and Local Economic Activity ...... 166 6.5.2. Assets and Properties ...... 168 6.5.3. Infrastructure, Transportation and Utilities ...... 168 6.5.4. Waste Management ...... 170 7. ENVIRONMENTAL AND SOCIAL AUDIT ...... 172 7.1. FACILITIES DESCRIPTION ...... 172 7.1.1. Runway, Runway Strip, Taxiways and Aprons ...... 172 7.1.2. Terminal Building and Car Parking ...... 174 7.1.3. Air Traffic Control Tower ...... 176 7.1.4. Airport Rescue and Fire Fighting Facilities (ARFF) ...... 176 7.1.5. Airport Administration Building ...... 176 7.1.6. Fuel Farms...... 176 7.1.7. Electricity Supply ...... 177 7.1.8. Aeronautical Ground Lighting ...... 177 7.2. AUDIT PROCEDURE ...... 177 7.3. AUDIT FINDINGS ...... 178 7.3.1. Site Location ...... 178 7.3.2. Site Inspection ...... 179 7.3.3. Air Emissions ...... 180 7.3.4. Noise ...... 180 7.3.5. Water Discharge ...... 180 7.3.6. Waste ...... 180 7.3.7. Storage ...... 181 7.3.8. Emergency Planning ...... 181 7.3.9. Environmental Management ...... 182

5 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

7.3.10. Management ...... 182 7.3.11. Training ...... 183 7.3.12. Communication ...... 183 7.3.13. Audits and Corrective Actions ...... 183 7.3.14. Social Management ...... 183 7.4. A NOTE ON FIRE SAFETY ...... 183 7.5. CORRECTIVE ACTIONS ...... 183 8. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 185 8.1. PREAMBLE ...... 185 8.2. KEY IMPACTS IDENTIFIED IN PREVIOUS STUDIES ...... 185 8.3. PHYSICAL RESOURCES ...... 188 8.3.1. Air Quality ...... 188 8.3.2. Surface Water ...... 199 8.3.3. Coastal Water ...... 202 8.3.4. Sediment Transport and Coastal Erosion ...... 206 8.3.5. Groundwater ...... 214 8.3.6. Soils and Geology ...... 217 8.3.7. Geohazards ...... 220 8.3.8. Climate Change ...... 222 8.4. BIODIVERSITY ...... 225 8.5. SOCIO-ECONOMIC ENVIRONMENT ...... 233 8.5.1. Economy and Employment ...... 233 8.5.2. Gender...... 237 8.5.3. Land Acquisition and Compensation ...... 239 8.5.4. Waste Management ...... 241 8.5.5. Noise and Vibration ...... 245 8.5.6. Physical Cultural Heritage ...... 264 8.5.7. Roads and Access and Community Infrastructure ...... 265 8.5.8. Workers’ Rights and Occupational Health and Safety ...... 268 8.5.9. Community Health and Safety ...... 272 8.5.10. Construction Camps, Asphalt Plants, Batching Plants and Temporary Facilities ...... 276 8.6. CUMULATIVE AND INDUCED IMPACTS ...... 281 8.7. TRANSBOUNDARY IMPACTS...... 284 9. STAKEHOLDER ENGAGEMENT, INFORMATION DISCLOSURE AND GRIEVANCE MECHANISM ...... 285 9.1. STAKEHOLDER ENGAGEMENT ACTIVITIES ...... 285 9.2. INFORMATION DISCLOSURE ...... 292 9.3. GRIEVANCE REDRESS MECHANISM ...... 292 9.3.1. Objective ...... 292 9.3.2. Stages of the Grievance Redress Mechanism ...... 292 9.3.3. GRC Record Keeping ...... 293 9.3.4. GRM Associated Costs ...... 294 9.3.5. Communication ...... 294 10. ENVIRONMENTAL MANAGEMENT PLAN ...... 295 10.1. INTRODUCTION ...... 295 10.2. ENVIRONMENTAL MANAGEMENT PLANS ...... 295 10.3. SPECIFIC EMP (SEMP)...... 326 10.4. BID DOCUMENTS ...... 327 10.5. CONTRACT DOCUMENTS ...... 327 10.6. IMPLEMENTATION OVERVIEW ...... 327 10.6.1. Integrated Project Management Unit (IPMU) ...... 327 10.6.2. Construction Supervision Consultant ...... 328 10.6.3. Design Build Contractor ...... 331 10.6.4. Airport Operator ...... 333 10.6.5. External Monitor...... 333 10.7. REPORTING AND REVIEW OF THE EMP ...... 334

6 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

11. CONCLUSIONS AND RECOMMENDATIONS ...... 336 11.1. CONCLUSIONS ...... 336 11.2. RECOMMENDATIONS ...... 336

Appendices

Appendix A – Borehole Logs Appendix B – Biodiversity Action Plan Appendix C – Hydrodynamic Model Appendix D – Mapping Appendix E – Sampling Methodologies Appendix F – Environmental and Social Audit Appendix G – Stakeholder Consultations Appendix H – SEMP Framework Appendix I – Sediment Plume Analysis Appendix J – Spoil Disposal Plan Template

7 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Acronyms and Abbreviations

ADB Asian Development Bank AEDT Aviation Environmental Design Tool AGL Aerodrome ground lighting system AH Affected Household AO Airport Operator AP Affected Person ARFF Airport Rescue and Fire Fighting AoA Areas of Analysis ATCT Air Traffic Control Tower ANATL Air Navigation Administration of Timor-Leste ANLA Timor-Leste Environmental Licensing Agency BAP Biodiversity Action Plan BH Borehole BOD Biological Oxygen Demand CAP Corrective Action Plan CAFI Council for Administration of the Infrastructure Fund CO2 Carbon Dioxide COD Chemical Oxygen Demand CVRA Climate Risk and Vulnerability dBA Decibel (a-weighted) DD Detailed Design DDA Dili District Administration DVOR/DME Doppler Very High Frequency Omni Range Navigational Aid and Distance Measuring Equipment EA Executing Agency EIA Environmental Impact Assessment EIS Environmental Impact Statement EMP Environmental Management Plan ERP Emergency response plan ESMS Environmental and Social Management System E&S Environmental and Social ESO Environmental and Social Officer EU European Union FAA Federal Aviation Administration FGD Focus Group Discussions FS Feasibility Study GBV Gender Based Violence GHG Greenhouse Gas GoTL Government of Timor-Leste GPU Ground Power Unit GRM Grievance Redress Mechanism HIAL High Intensity Approach Lights H.W.L High water level H&S Health and Safety IA Implementing Agency IAS Invasive alien species IAQM Institute of Air Quality Management IBA Important Bird Area IBAT Integrated Biodiversity Assessment Tool ICAO International Civil Aviation Organization IES International Environmental Specialist

8 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

IFC International Finance Organisation ILO International Labor Organisation IMWG Inter-Ministerial Working Group IMGWG Inter-ministerial Gender Working Group IPMU Integrated Project Management Unit IPCC Intergovernmental Panel on Climate Change KBA Key Biodiversity Area LACSP Land Acquisition, Compensation and Support Plan LTO landing and take-off L.W.L Low water level M.S.L Mean Sea Level MOTC Ministry of Transport and Communications MPWTC Ministry of Public Works, Transport and Communications MSDS Material Safety Data Sheet MW Megawatt MWQCS Malaysian Marine Water Quality Criteria and Standards NASA National Aeronautics and Space Administration NCC National consulting company NDB Non-Directional Beacon NDMG National Directorate of Meteorology and Geophysics NES National Environmental Specialist NO2 Nitrogen Dioxide OHS Occupational Health and Safety PAPI Precision Approach Path Indicator PCR Physical Cultural Heritage PM Particulate Matter PNLIA Presidente Nicolau Lobato International Airport PPE Personal Protective Equipment PPP Public Private Partnership RESA Runway End Safety Area RCP Representative Concentration Pathways RWY Runway SEP Stakeholder Engagement Plan SEMP Specific Environmental Management Plan SPS Safeguard Policy Statement SSEI State Secretary for Equality and Inclusion STD Sexually Transmitted Disease SO2 Sulphur Dioxide TB Tuberculosis ToR Terms of Reference TSP Tsunami Service Provider UNDP United Nations Development Program UNTAET United Nations Transitional Administration in East Timor USD United States Dollar VAH Vulnerable Affected Households VOC Volatile Organic Compound WBG World Bank Group WHO World Health Organisation

9 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Executive Summary

Introduction

1. Based on the existing Asian Development Bank (ADB) Environmental Safeguards Policy (2009), this Project falls under ADB’s project Category A due to the potentially significant impacts to marine biodiversity and operational impacts from aircraft noise.

2. Environmental Impact Assessment (EIA) is part of the process of compliance with the ADB Safeguard Policy Statement (2009) for Category A Projects. The Project EIA provides a detailed description of the direct and indirect environmental effects associated with the proposed Project activities during key periods of work and provides a road map to the environmental measures needed to prevent and/or mitigate negative environmental effects associated with the Project. More specifically, the EIA:  Describes the existing socio-environmental conditions within the Project area;  Describes the project design, construction activities and operational parameters;  Describes the extent, duration and severity of potential impacts;  Analyzes all significant impacts; and  Formulates the mitigation actions and monitoring program and presents it all in the form of an Environmental Management Plan (EMP).

3. The Project will also be required to comply with national environmental regulations and standards, including the law on environmental licensing (for EIA). Currently the process is on-going and will be managed by the Air Navigation Administration of Timor-Leste (ANATL) as other non- ADB funded components (e.g., construction of the new airport terminal) will form part of the national EIA documentation and licensing.

Description of the Project

4. The Government of Timor-Leste (the Government) has requested ADB assistance for the expansion of the Presidente Nicolau Lobato International Airport in Dili Municipality. The Presidente Nicolau Lobato International Airport (PNLIA) in Dili is the only international airport in Timor-Leste and services regular connections to Darwin, Denpasar and Singapore. The Executing Agency (EA) of the Project is the Council for Administration of the Infrastructure Fund (CAFI) and the Implementing Agency (IA) of the Project is Ministry of Transport and Communications (MOTC).

5. The condition of the airport is generally poor, and the airport needs substantial improvement and development to meet increasing passenger numbers and to support the tourist market in the country. The airport and its runway (1,850m) are currently unable to accommodate larger aircrafts and meet international safety and service standards. The existing runway is 1,850m in length with a pavement width of 30m. The runway is capable of supporting narrow-bodied (Code C) aircraft (e.g., Boing 737, Airbus A320) operations with significant payload restrictions due to its runway length.

6. There are seven (7) components under the proposed Project including (i) runway extension; (ii) runway widening; (iii) parallel taxiway; (iv) apron; (v) control tower; (vi) aerodrome ground lighting system; and (vii) ancillary facilities. The PNLIA development plan aims to optimize the use of the existing airport land area and facilities while developing new facilities in a timely manner to meet future need, but if proportion to demand to ensure that developments are cost effective. To achieve this, the airport has been planned for capacity to be expanded in stages. Descriptions of the proposed components by stage are shown in Table 1. ADB is considering financing Stage 1 of the Project.

10 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table 1: PNLIA Development Stages Stage Components Description Stage 1 Runway Extension Runway length extension from 1,850m to 2,100m. Construction of revetement and reclamation of sea. Runway Widening Runway width widening from 30m to 45m Air Traffic Control Tower New control tower includes Air Traffic Management and Communication Navigation Surveillance equipment Parallel Taxiway Installing taxiway to connect between runway and new parking apron Length around 920m. Apron Parking spot for Code B and C Aerodrome Ground Lighting Runway edge lighting, etc. System Ancillary Facilities Parking, access road, and fence Stage 2 Runway extension Runway length extension from 2,100m to 2,500m Taxiway 15m width and 172.5m length Apron New construction according to demand forecast result for sufficient spot size Aeronautical Lighting System Replace aeronautical lighting system for stage requirements Stage 3 Apron Development of full Runway End Safety Area (RESA) (240m in length) Apron New construction according to demand forecast result for sufficient spot size Aeronautical Lighting System Replace aeronautical lighting system for stage requirements

7. Stages 2 and 3 are not funded under this Project, but they are shown below and discussed, along with a summary of their potential impacts, in this EIA.

Figure 1: Stages of PNLIA Development

Alternatives

8. A range of different options, in terms of the airport layout have been discussed and assessed during the past seven years. Options included extending the runway eastwards over the Comoro river and diverting the Comoro river. According to the Options Study undertake as part of the ADBs Preliminary Assessment for Dili Airport Runway Upgrading Project none of these options were feasible in terms of their financial viability ant their environmental and social impacts. Accordingly,

11 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment based the result of the Options Study, the most suitable alternative from a financial, social and environmental perspective is the one selected for assessment in this EIA.

9. Alternative seaward expansion techniques have also been assessed and ruled out primarily for financial reasons and scheduling. A jetty structure would cost more than triple the estimates of a reclaimed land structure and take approximately twice as long to construct.

10. As part of the preparation of this EIA several additional alternatives have been recommended for the Project, including reduction of the Project boundary to reduce resettlement impacts, and development of a new access road east of the runway to avoid potential inundation impacts from the Comoro river.

Description of Key Environmental and Social Characteristics

11. PNLIA is wedged between the sea to the west of the runway, the Comoro river to the east and by residential and commercial properties north and south and some small patches of scrubland to its north west. The site varies in height above sea level of 5.5m at its most western point (adjacent to the coast) to 8.5m at its most easterly point (adjacent to the Comoro river). PNLIA itself lies on a delta and alluvial plain.

12. Onshore the alluvial material is overlain by stiff clay and offshore by around 50cm of sandy sediment. Previous studies (IFC Master Plan, 2020) have indicated that soil contamination could be present at PNLIA, however, it has not been possible to confirm this during the preparation of the EIA.

13. Timor-Leste is susceptible to disasters that include flooding, drought, landslides, earthquakes, tsunamis and tropical cyclones. Of these risks, the most relevant to the Project are floods, earthquakes, tsunamis and tropical cyclones.

14. Four major rivers that flow through the city of Dili and discharge into the coastline, namely: the Comoro, Maloa, Kuluhum, and Santana rivers. The most relevant river to the Project is the Comoro river. Comoro River is the main and largest river in Dili, supplying water for both industrial and domestic use. The River flows between PNLIA and inner city and adjacent to the eastern boundary of PNLIA. The River flows between PNLIA and inner city and adjacent to the eastern boundary of PNLIA. Small-scale artisanal mining excavation is actively conducted in the Comoro River valleys due to their large and thick alluvium deposits, and the river has been identified as a potential source of aggregate material for the Project.

15. PNLIA is located adjacent to the sea at the western boundary of the runway. Site run-off is currently discharged from PNLIA directly to the sea. The predominant direction of offshore current is estimated to be from west to east. The maximum current velocity is estimated to be 20cm/s. The wave climate is relatively low around Timor-Leste, with significant wave heights typically falling below 0.5 m. During extreme weather events wind-waves up to 1m (north) and 1.5 m (south) do occur for short periods. Analysis of data shows that there has been negligible changes in shoreline morphology over the past 16 years in the area of the proposed runway extension.

16. The temperature at PNLIA ranges between 26°C to 32°C. The daily average temperature fluctuates throughout the year, with higher temperature occurs during wet season and the lower temperature during dry season. Dili has a tropical climate. It has two seasons, i.e., rainy season and dry season. The rainy season lasts from November to April and the dry season is the remaining months of the year from May to October as shown in the data below for 2019 – 2020. The total rainfall recorded for 2019 was 517 mm (in comparison with an average annual rainfall between 2012 and 2016 at PNLIA of 660 mm). In Timor-Leste from December to March, winds travel from northwest to southwest, leading to wet season. As from May to October, the wind travels from southeast to

12 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment northeast bringing the dry conditions. Climate change is anticipated to increase temperature (around 1.5 degrees Celsius), sea level (0.4 – 1.2m) and precipitation (by 10%) in Timor-Leste.

17. Baseline air quality monitoring shows that levels of PM10 are elevated above World Bank Group (WBG) standards. All other monitored parameters are well within the standard limits. Noise monitoring around the airport indicates that ambient noise levels are generally quite high, and in many periods of the day and night, above WBG guideline limits.

18. On land, the Project area falls within the Timor and Wetar Deciduous Forests ecoregion. This is a seasonally dry habitat which has been extensively cleared for agriculture. Terrestrial areas represent Modified Habitat.

19. From a marine perspective, Timor-Leste falls within the Coral Triangle, and the Project area falls within the Fatu Reefscape. Coastal marine areas immediately adjacent to the airport, up to c.500 m to the west, and continuing some distance to the east represent Natural Habitat – comprising mainly sand and small stones, with small isolated patches of coral. From c.500 m to the west of the airport, beachrock occurs, and is associated with coral reef almost continuously to Dili Rock. In only one location, near to a drain at the eastern side of Tasitolu Bay, is the inshore area sufficiently affected by land-based impacts to represent Modified Habitat. Unusually, the reef is dominated by soft corals, likely owing to regular freshwater flooding from Tasitolu, and a degree of sedimentation from strong wave action. This unusual reef represents Critical Natural Habitat. To the east of the airport, the first substantive areas of coral occur in Dili Bay offshore of the center of town.

20. There is one protected area in the vicinity of the Project – Lagao Tasitolu Peace Park – and one proposed marine protected area – Behau. As Lagao Tasitolu Peace Park was not designated for biodiversity reasons and does not appear to have biodiversity values of international importance (per IFC 2019), it does not appear appropriate to consider it Critical Habitat. Tasitolu Important Bird Area was identified owing to the presence of 12 restricted-range birds. There is, however, no indication that any of these species are present at the site in concentrations sufficient to qualify it as Critical Habitat. The Perairan Tasitolu Key Biodiversity Area (KBA) was identified on the basis of globally important populations of Vulnerable Dugong (Dugong dugon). One individual was observed during recent surveys and up to three reported from the area. This KBA does not represent Critical Habitat for Dugong. Several other nationally protected marine species also occur near the Project site.

21. All wastes collected from Dili town and surrounding areas are disposed of at the Tibar landfill. The landfill has been in operation since 1982 and covers an area of 22 hectares. Based on inspection, wastes are categorized into general mixed rubbish, construction waste, scrap metal, and expired goods for deep burial. The existing landfill site is operated with very few environmental protection measures. Frequent burning of wastes at the dumpsite and waste collection points is common, mainly to reduce the volume of wastes. There are families living on the dump and their main occupation is waste picking.

Summary of Impacts

Air Quality

22. Construction phase air quality impacts are similar to most large infrastructure construction projects, with dust and engine emissions being the key issues. None of the identified construction phase impacts are considered unique or significant and can be adequately managed via the mitigation measures outlined below. Operational phase impacts will be created by increased air traffic, specifically during the landing and take-off (LTO) cycle. A calculation of future aircraft emissions included in the EIA indicated that future emissions levels would be of low to moderate significance without mitigation. It is therefore recommended that a model is prepared to understand how emissions from the airport disperse in the local environment. It is also noted that Workers (notably baggage handlers) working

13 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment close to exhaust from aircraft engines in airports are exposed to a complex mixture of potential health damaging air pollutants. The main concern is related to ultrafine exhaust particles from aircraft engines.

Surface and Groundwater

23. Contamination of the Comoro river and groundwater could occur during the construction phase due to poor management of wastes and the potential for spills and leaks of hazardous liquids. It is also possible that poorly maintained equipment working in the coastal zone could pollute seawater, e.g., through oil leaks.

Construction Sediment Plume

24. Construction of the revetement and the land reclamation has the potential to induce marine sediment plumes. Large boulders (100-200kg) will be pushed from the shore across the seabed to create the rubble mound which forms the core of the revetment. Pushing the material across the seabed will disturb the sandy sediment on the seabed in the construction zone and create plums of sediment which will become suspended in the water column.

Sediment Transport and Coastal Erosion

25. A hydrodynamic model covering 30 years of project operation has been prepared to assess the potential impacts of the runway extension on sediment transport along the coastline. The 10-year scenario indicated that there would not be any significant impacts to the sensitive Tasitolu coral reef habitat south west of the airport extension area. However, the 30-year scenario showed that sediment build-up could extend from the extension area into the coral reef. It should be noted however, that given COVID-19 constraints on collection of primary data, this model is necessarily simplistic and based upon secondary data. It is quite possible that incorporation of data on the short-term but intense impacts of the north-western monsoon, and swells from Indian Ocean storms, into a more sophisticated model may demonstrate less sediment build-up to the west of the runway.

Soils

26. The key impacts to soils relate to the operation of borrow pits and quarries, potential soil contamination from spills and leaks of hazardous liquids during construction and disposal of spoil material. Impacts from borrow pits and hazardous liquids can largely be managed at site during construction. However, the issue of spoil disposal is complicated by its volume and the potential for contamination to be present.

27. Excavated material from the airport that cannot be re-used as fill has been estimated at approximately 110,000m3. This material will need to be disposed of at a suitable licensed area that avoids impacts to the local community and the environment. It is possible that contaminated soils do exist at the site, although it has not been possible to confirm this as part of this EIA and a Phase 1 Site Assessment is recommended to determine this issue. If contaminated soils are present within excavated materials, they must be disposed of as hazardous waste to avoid potential contamination of spoil disposal sites.

Geohazards

28. The Project is located in a seismically active area. Seismic events could impact upon the Air Traffic Control Tower (ATCT) and Precision Approach Path Indicator (PAPI) lighting and possibly to the area of reclaimed land.

14 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

29. Regarding tropical cyclones, this EIA noted that tropical cyclones are rare events and tend to be weak in Dili. However, climate change analysis has indicated that they could become more regular events in the future.

30. Thinkhazard a World Bank hazard risk assessment tool indicates that the Tsunami hazard in Timor-Leste is medium meaning there is more that 10% chance of potentially damaging Tsunami occurring within the next 50 years. However, in general, the risk of tsunami is greater on the south coast of Timor-Leste than the north coast. Further, data provided by the Consultants engineering team indicates that the strongest tidal wave in Timor-Leste reached a height of 4m which is below 4.5m maximum wave height used for the proposed design for the revetment wall. At present two Tsunami sirens are put in Dili, one in Lecidere, Largo area, and the other one is at PLNIA, near Meteorological and Geophysics Department.

Climate Change

31. Sea level rise is predicted to increase as much as 51cm between 2020 and 2075. This could lead to significant impacts to the revetment and reclaimed areas in terms of wave overtopping and coastal flooding. Increased levels and intensity of precipitation will increase run-off volumes and frequency which may impact upon runway operations and electronic systems. High windspeed and other climate conditions could affect safe airplane take-off and landing. The proposed concrete and asphalt pavement surfaces in the FS are resilient to maximum temperatures, and therefore no significant impacts are anticipated.

Biodiversity

32. Terrestrial biodiversity risks are low, other than wildlife hazards – particularly bird collisions with aircraft – relating to human safety risks.

33. The most significant potential Project biodiversity impacts relate to sediment release during construction and altered sediment deposition during operation. Without mitigation, these could have significant impacts upon coral reef Critical Habitat to the west of the Project in Tasitolu Bay, as well as on seagrass. These are habitats for several nationally protected species, including Dugong. Sediment curtains will be used to ensure no significant construction-phase sedimentation impacts. Some uncertainty remains about the likely extent of sediment build-up to the west of the runway during operation. A 30-year hydrodynamic model suggests that this may extend over 1 km to the west and thus potentially impact the coral reef in Tasitolu Bay. However, it is quite possible that incorporation of data on the short-term but intense impacts of the north-western monsoon, and swells from Indian Ocean storms, into a more sophisticated model may demonstrate less sediment build-up to the west of the runway. Nonetheless, in the absence of primary data, a precautionary approach has been taken. A large culvert is planned underneath the revetment (parallel to the coast) to allow flow of sediment from the west to the east. Careful monitoring of sediment build-up will allow adaptive management during the Project operation phase. Should the culvert become blocked, it can be cleared by suction pipe dredging from the east side, to avoid any risk of sediment plumes from dredging impacting the Tasitolu Bay reefs.

34. Marine reclamation will result in the loss of c.1.4 ha of small/soft sediment Natural Habitat, and some small isolated coral patches. These impacts are not considered significant in the context of overall habitat distributions.

Socioeconomics

15 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

35. The key socio-economic impacts from the project will be the requirement for land take to accommodate the new airport boundary. This requires the demolition and removal of a number of properties around the airport. According to the social surveys and Land Acquisition, Compensation and Support Plan (LACSP) prepared for this project, no significant impacts to the livelihoods of fishermen are anticipated.

36. Other socio-economic impacts may be beneficial, including the creation of a wide range of jobs over a period of two years. The procurement of goods and services will also benefit the local economy.

37. Access to the villages to the north of the runway will be secured via a new access road constructed between the east end of the runway and the Comoro river. The road will be constructed to ensure that it is not affected by high water levels during peak flow periods.

Waste Management

38. Waste materials, if not properly managed, could litter the areas surrounding worksites. Domestic and non-hazardous waste from work sites and the construction camp can sent to the Tibar landfill. The Tibar landfill is, however, poorly managed but disposal of non-hazardous waste in Tibar landfill, by its nature, not result in significant impacts. It is also important to note that this is the only available waste disposal site identified that is practical for use. Some small volumes of hazardous waste will be generated at the work sites, e.g., empty oil cans, oily rags, etc. In addition, some of the properties slated for demolition may have asbestos cement roofing. Poor management of these wastes could result in health impacts to workers, the local community. It is also noted that Tibar landfill does not appear to have any specific procedures for the management of hazardous waste. This could be a potentially significant project impact given that adults and children are often at the landfill picking waste.

39. As noted above, approximately 110,000m2 of excavated spoil material will need to be removed from the site. A range of impacts could occur if the final spoil disposal location is located in a sensitive location, and poorly engineered. For example, dumping the material on steep slopes could result in erosion and possibly landslides.

Noise and Vibration

40. Noise and vibration will be key impacts, both during construction and operational phases of the Project. Analysis of noise impacts during the construction phase indicates that there are several areas close to the airport boundary that maybe impacted by high noise levels, but only during the nightime period. Although piling works are required for the ATCT, the effects of vibration from this activity are unlikely to cause structural damage to any neighboring properties and any impacts are more likely to be felt in terms of nuisance.

41. A noise model has been prepared to assess the impacts of construction phase traffic (which includes a significant volume of truck movements to and from quarries and borrow pits). The future noise level at the peak month does not exceed the ambient noise levels by more than 3dB. As such no significant noise impacts from construction vehicles are anticipated during the daytime period.

42. Recent studies have indicated that noise from construction of rubble mounds offshore is not significant especially when compared to marine piling which the Project avoids. Therefore, it is likely that Project works are unlikely to have significant underwater noise impacts.

43. During the operational phase the key noise impacts will be from aircraft. A model has been prepared and the results show that during the first year of operation the noise impacts will not be

16 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment significantly different from the existing conditions, mainly due to the fact that in the first few years of operation the number of flights is not expected to increase significantly. Noise was also modelled at the end of Phase 1 (assumed 2029). The noise levels are almost same as the noise contour of year 2025 because air traffic has increased only slightly. The area above the standard value (65dB) is also limited to the airport area and its adjoined zone.

Physical Cultural Heritage (PCR)

44. Apart from the potential to impact upon a sacred Banyan tree close to the construction zone, no other significant impacts to PCR have been identified.

Health and Safety

45. The Project has the potential to impact on the health and safety of both the local community and the DB Contractor’s staff. DB Contractors staff could be affected by accidents during the construction phase (including offshore) but careful planning, management and training should ensure that the risk of accidents is minimized. Violation of workers’ rights is also possible but considered a low risk.

46. Key impacts to the health and safety of the local community relate to air quality and noise impacts which were discussed above. In addition, given the large number of required haulage trucks and their frequent journeys to and from borrow pits and quarries, the possibility of accidents between vehicles and locals (and to a lesser extend livestock) is very real. The possibility of disease transmission between contractors’ staff and the local community is also possible, e.g., HIV/AIDS.

47. COVID-19 appears to be largely under control in country, although this status has the possibility to change rapidly. The infection could be spread via workers into the local community, and vice versa.

Cumulative Impacts

48. The main activities that could cause cumulative impacts are the construction of the new airport terminal, and to those associated with construction of new roads in Dili (however, according to ADB the road construction should be completed by May 2022, i.e., prior to the start of construction at PNLIA). The key cumulative impacts from these activities relate to elevated noise levels, degradation of air quality and increased risk of accidents between construction vehicles and people. The new airport terminal is planned for the central portion of PNLIA and is therefore unlikely to add to noise and air quality impacts beyond the boundary of the airport. However, a large amount of construction vehicles would be added to the already high volumes envisaged for the construction phase of the runway. Air quality and noise impacts from the road construction works would only cause cumulative impacts on roads close to the airport or on haul routes where activities overlap and only if construction period overlaps with PNLIA construction phase. Careful traffic management planning is required to ensure that materials can be transported to and from the work sites without causing significant traffic disruptions and delays.

Transboundary Impacts

49. The Project will not result in any transboundary impacts.

Stage 2 and 3 Impacts

17 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

50. As noted above, three stages of airport development have been proposed for the Project. The following provides a summary analysis of these stages in terms of environmental and social impacts. Note that the timescale for the future development is not confirmed as such, this analysis should not be seen as a final assessment of the proposed staged development, more as an indicator of the potential issues that may arise which would need to be studied in greater depth as part of any EIAs prepared for these stages once the decision to financially support them is confirmed.

51. Coastal Water – Coastal water quality is likely to be significantly impacted during both the construction and operational phases of stage 2 and 3. During the construction phase construction of the revetment wall will be required to depths of more than 30m more than 1km offshore. Ships will be required to move the material offshore. Dumping of rubble onto the sea floor will create large plumes of sediment which may significantly increase the water turbidity thereby affecting coral and other aquatic species.

52. Comoro River – High Intensity Approach Lights (HIAL) will extend into the Comoro river during phase 2 and 3. This will have impacts to the flow of the Comoro river, although these impacts are not thought to be of high significance.

53. Air Quality – Increased air traffic will lead to an increase in aircraft emissions over time. This could be partially offset by improvements in airplane technology over the next 10 to 20 years. However, the EIA estimates that by 2055 PNLIA carbon dioxide (CO2) emissions will still be negligible compared with global aviation emissions. As noted above, modelling future air dispersion scenarios it considered to be beneficial to understand how emissions will disperse during stages 2 and 3.

54. Natural Resources – Huge volumes of fill material will be required for the reclaimed runway in stages 2 and 3. It is not certain that such volumes could be supplied locally without significant environmental consequences to the mined areas.

55. Marine Biodiversity and Designated Sites – Highly significant impacts to biodiversity could be anticipated if stages 2 and 3 proceed, including significant amplification of operation-stage sediment build-up extending over coral reef Critical Habitat in Tasitolu Bay (resulting in irreversible loss of this habitat, and thus degradation of the protected area within which it occurs), additional construction- stage sediment release that may further impact these reefs, operation-stage obstruction of movements of species such as Dugong and turtles, and substantial disturbance – and potentially injury or even mortality – to Dugong, turtles, cetaceans, and other marine species owing to piling.

56. Land Use – Stage 2 and 3 would primarily involve expansion west into the sea, however there will be further widening of the airport boundaries in most directions which would have additional impacts in terms of land acquisition.

57. Noise – As per air quality above, noise levels would increase along with increased air traffic. The exact nature and extent of the increases has not been modelled, but it is assumed that a larger part of Dili would be exposed to elevated noise levels during stages 2 and 3. Underwater noise impacts during construction and operation would also need to be considered carefully during the next stages of development.

58. Given the above, it can be seen that stages 2 and 3 would most likely result in a wide range of environmental and social impacts, some of which may be of high significance and irreversible.

Environmental and Social Audit

59. An environmental and social audit of the airport facilities including terminal has been undertaken as part of the EIA. The present airport terminal is considered to be an existing facility, and a new terminal as an associated facility in accordance with definition provided in ADB’s SPS.

18 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

60. The current airport terminal and its support service, e.g., fuel storage systems, were visited by the Consultant and an environmental checklist completed in association with ANATL and PNLIA staff. The following table summarizes the findings of the audit and the recommended corrective actions.

Figure 2: Corrective Actions # Issue Action Timeframe Responsibility 1 Flooding Ensure any design works associated with During detailed DB Consultant the new terminal account for localized design of airport flood events. terminal 2 Electrical Ensure that all electrical equipment on- By June 2021 Airport Operator Equipment site is secure and appropriately signed. (AO) 3 Air Emissions Develop an air quality monitoring By December 2021 AO program for the airport as a whole. The program should form part of an overarching Environmental and Social Management System (ESMS) for the airport. 4 Noise Develop a noise monitoring program for By December 2021 AO the airport as a whole. The program should form part of an overarching ESMS for the airport. Prepare a Grievance Mechanism for By December 2021 AO Project stakeholders for the operational phases of the Project. 5 Water Periodic monitoring of discharge water Commencing June AO discharge quality from the airport. 2021 Audit of independent fuel providers to By June 2021 AO assess their procedures to manage spills and leaks. 6 Waste Prepare an operational phase waste By December 2021 AO management plan, which would form part of an overarching ESMS. Where practical reduce, recycle and As soon as possible AO reuse wastes to avoid sending waste materials to Tibar Landfill. 7 Environmental Employ an Environmental and Social By June 2021 AO and Social (E&S) Manager Management 8 Training Routine staff training in environmental Within 1 months AO and social aspects of E&S Manager Environmental starting work and Social 9 Stakeholders Prepare and implement a Stakeholder By June 2021 AO Engagement Plan (SEP) 10 Fire safety Per the recommendations above When larger AO aircraft commence operations

Proposed Mitigation Measures and Residual Impacts

Design Phase

61. A number of mitigation measures have been proposed for the detailed design phase to be implemented by the Design Build (DB) Contractor, they include designing appropriate outfalls for

19 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment drainage discharges, increasing the height of the revetment to account for potential sea level rise and designing the airport to account for seismic and ICAO safety codes.

62. A Phase 1 Contaminated Land Assessment is recommended to fully understand the potential for contaminated land to be present at the site. The assessment should be completed during detailed design phase. This assessment may lead to further works that cannot be quantified at this stage.

63. A precautionary approach has been taken to the issue of coastal sedimentation. However, the proposed mitigation measures need to be modelled to ensure that there are no significant impacts to the Tasitolu coral reef, or the coastline in general. The results of the model shall determine the precise design requirements of the proposed mitigation which could include for example, a sediment culvert, a group of groynes, mechanical sediment transport or a combination of these three.

Management Plans

64. The DB Contractor will be responsible for preparing and implementing a series of environmental and social management plans (including a biodiversity management plan) during the construction phase which will be covered under the ‘umbrella’ of his Specific Environmental Management Plan (SEMP) which is based on the Projects EMP. Implementation of the EMP is discussed further below.

Air Quality

65. Good practice mitigation measures will be adopted during the construction phase, including for example correct siting of facilities, maintenance of equipment, watering of access roads and ensuring vehicles transporting friable material have suitable cover over their loads.

66. Operational emissions relate mainly to emissions from aircraft. Specific measures that can help reduce emissions from aircraft include for example minimizing track miles on approaches and departures through the use of more efficient instrument approach facilities (implying the implementation of performance-based navigation procedures using satellite-based navigation in the terminal control area). These, and other measures are options that should form part of an airport wide strategy to limit or reduce emissions from the airport. This could also include, for example, recommendations relating to regulatory measures and aircraft technical requirements which are largely beyond the scope of the Project EIA.

67. No residual impacts are anticipated from construction however, emissions are anticipated to increase during operation and although they are not expected to be highly significant increases it is recommended that air dispersion modeling is undertaken to inform the afore mentioned emissions reduction strategy.

Surface and Groundwater

68. Standard industry good practice measures such as the afore mentioned siting of facilities and correct storage of hazardous liquids will ensure that there are no significant residual impacts in the construction phase to the Comoro river or to groundwater.

Coastal Waters

69. The DB Contractor will be responsible for routine maintenance of equipment and correct storage of hazardous liquids in coastal work zones. Specifically, regarding construction phase sedimentation, the DB Contractor will implement the following mitigation measures:

20 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

 Where practical works relating to placement of the base of the rubble wall on the seabed to coincide with the period of the year where dominant current is west – east.  Ensure that the area of seabed disturbed does not extend any further than that required in the detailed design in order to minimize the footprint of the revetment and reclaimed area.  Geotextile will be placed on the inside wall of the rubble mound to reduce sedimentation via the reclaimed land fill material (sand).  Silt Curtain (Type III) installed around the work zone (at least 75% effectiveness).  Routine maintenance of the curtain shall be undertaken in accordance with manufacturers specifications.  If at any time the silt curtain fails works will cease until the curtain is repaired to the satisfaction of the CSC.  To prevent impacts from reclamation area two temporary spillways will be placed at the locations shown in the figure below. The spillways will be constructed to prevent high levels of silts in the reclaimed areas discharging into the area between the revetment and silt curtain.

70. Base on the calculations undertaken by the Consultant, implementation of these measures, specifically the silt curtain, should ensure that sediment plumes from construction works do not have significant impacts to sensitive coral habitat.

Soils

71. A range of mitigation measures are proposed to limit soil contamination during the construction phase, and they are by and large the same as those recommended for surface and groundwater protection. Only licensed borrow pits will be permitted under the scope of the Project and an audit of the sites will be required before they are approved for use by the CSC.

Geohazards

72. All project infrastructure will be designed taking into account seismic conditions and relevant building codes which would therefore mitigate any significant impacts. Regarding Tsunami risk, early warning systems are in place at PNLIA for evacuation purposes. Further, the height of the proposed revetment is greater than the maximum tsunami wave height registered in the past 100 years in Dili. Notwithstanding the above, it is recommended that during the design phase critical airport infrastructure be designed to ensure they are safe from inundation to allow the airport to become operational as soon as possible after any event.

Climate Change

73. Key climate change mitigation is part of those required during the detailed design phase. During the operational phase a modern Airport Weather Observation System (AWOS) system should be installed at the airport. Further, PNLIA will be required to provide maintenance of drainage channels and outlets to maintain full capacity.

Biodiversity

74. The following biodiversity-specific mitigation measures will be applied to the Project to reduce the significance of impacts:  Minimize marine construction activities in the peak cetacean migration season, by starting marine construction activities in February and finishing in/before August the next year  Take care to avoid introduction of invasive alien species to the Project area through: washing of vehicles, equipment and supplies before entry to the Project area; monitoring for invasive species; and control/eradication of invasive species where found.

21 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

 Update and implement Wildlife Hazard Management Plan.  Avoid key bird flight times in the morning and evening.  Require a minimum flight height to the west of the airport.

75. The following general good practice mitigation measures which will be applied to the Project are of particular relevance in reducing the significance of impacts to biodiversity:  Ensure that the area of seabed disturbed does not extend any further than that required in the detailed design in order to minimize the footprint of the revetment and reclaimed area.  Type III silt curtain installed around the work zone.  To prevent impacts from reclamation area two temporary spillways will be placed at the locations shown in the figure below. The spillways will be constructed to prevent high levels of silts in the reclaimed areas discharging into the area between the revetment and silt curtain.  Avoid any marine piling or blasting, and any transport of reclamation material by sea. Place rubble material into the seabed using a crane with a claw rather than pushing the rubble into the seabed thereby avoiding the noise generated by rocks grinding against each other.  Geotextile will be placed on the inside wall of the rubble mound to reduce sedimentation via the reclaimed land fill material (sand).

Socio-economics

76. The key mitigation for land use is implementation of the LASCP. The LASCP will be updated during the detailed design phase by an Integrated Project Management Unit (IPMU). Regarding project employment, targets for local recruitment from the local communities will be agreed with the DB Contractor and IPMU. The Project will seek to manage employment expectations by explaining the number and type of opportunities in advance to local communities via the IPMU. Unskilled labor will be preferentially recruited from the Project affected communities during the construction phase. Recruitment procedures will be transparent, public and non-discriminatory and open with respect to ethnicity, religion, sexuality, disability or gender

77. An employee Code of Conduct will be prepared and issued to all recruits and camp residents during the employee induction process. The Project will review measures to mitigate community health and safety impacts regularly and consult community leaders every six months. The Employee Code of Conduct will prohibit the workforce from participating in illegal activities, including use of illegal drugs, bribery and corruption or requesting or receiving gifts from communities. The DB Contractor company policy limiting alcohol consumption in construction camps will be applied. Workforce training will include a briefing on camp rules and awareness of local social issues and sensitivities.

Waste Management

78. Good practice mitigation measures, such as provision of correct number of, and suitably sized waste containers, following the waste hierarchy, training of staff and provision of suitable liquid waste storage facilities will ensure that impacts are minimized.

79. Disposal of hazardous waste in Tibar landfill however is problematic. It is recommended that the hazardous wastes generated are stored at the airport in a dedicated hazardous waste storage area throughout the construction phase. The storage area should be covered, concrete lined, bunded and comprise specific storage areas for asbestos, hazardous liquid waste and contaminated materials. A record of all waste arriving at the storage area shall be kept. Waste shall continue to be stored at site until suitable, non-polluting waste disposal options are identified in country.

80. At this early stage of the Project no area has been identified for the spoil material. The DB Contractor will be responsible for preparing a spoil disposal plan for the disposal of excavated spoil (including measures for any identified contaminated soils). The plan shall be reviewed and approved

22 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment by the IPMU, ADB and CSC before any works commence in the selected area. All spoil sites will be reinstated as per the spoil disposal plan and to the satisfaction of the CSC.

Noise and Vibration

81. Siting of facilities and maintenance of equipment should help minimize construction phase noise impacts on land, although the volume of trucks moving to and from the airport is likely to result in some periods of elevated noise levels which are largely unavoidable even at nighttime due to the 24-hour construction schedule. This unfortunately means that there will be residual construction phase noise impacts. A temporary noise barrier will be erected around the boundary of the site where elevated noise levels are anticipated, and this should help reduce nightime noise limits to within 3dBA of the current ambient noise levels around the boundary of the airport. Aircraft noise levels are not expected to increase significantly by 2029, as such no mitigation measures for operational noise are proposed at this stage.

Physical Cultural Heritage

82. The sacred Banyan tree will be demarcated and avoided throughout construction.

Health and Safety

83. Development and implementation of an occupational health and safety plan, regular training of staff and correct application of personal protective equipment (PPE) as well as continuous on-site monitoring of occupational health and safety (OHS) will help minimize the potential for accidents in the workplace. Workers’ rights shall also be observed by the DB Contractor and closely monitored by the CSC and IPMU. A grievance mechanism for workers will be adopted and all employees will receive at least the minimum wage as defined by Government of Timor-Leste (GoTL) legislation. Method statements shall be prepared in the event that asbestos materials are present on buildings to be demolished. Staff involved in this process will be trained and provided with adequate PPE. The DB Contractor will also be responsible for following GoTL guidelines relating to COVID-19 as well as provision of:  Testing on new workers upon arrival in country.  COVID-19 appropriate PPE.  Health clinic staffed full time at construction camp.  Handwashing facilities and sanitizers.  Quarantine accommodation.

84. The airport shall be designed respecting all relevant international safety codes for airports, specifically International Civil Aviation Organization (ICAO), Annex 14 Volume 1 Aerodrome Design and Operations (Eighth Edition, July 2018). Community liaison will also be undertaken on a regular basis including meetings and awareness sessions with children and the local community to warn of the dangers of swimming or sailing close to the construction work site offshore. The Project will make information on communicable diseases and sexually transmitted diseases (STDs) available to communities’ close to the camps. Regarding road accidents, a range of measures shall be applied including temporary traffic control measures at road crossings and junctions (flagmen, temporary traffic lights) where a safety risk assessment has identified traffic control measures will reduce the risk of traffic accidents.

Consultations and Disclosure

85. 17 consultation sessions have been undertaken to discuss the social and environmental aspects of the Project. 600 Project Information Brochures were also distributed in three Sucos around the

23 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment airport (due to COVID-19 spread in Dili the possibility of public consultations became limited after March 2021). A large range of comments (115 written replies) were received from the local community relating to noise, employment opportunities, air quality, climate change and biodiversity.

86. Discussions with a national civil society organization (La’o Hamutuk) also specifically requested that access to the residential area north of the runway be carefully planned to stop people crossing the Comoro river on foot. They also raised specific concerns about impacts on fisheries, noise and air pollution, increased road traffic during construction and operation, and resettlement. Other concerns were raised about secondary impacts from contractor influx (likely from Indonesia or People’s Republic of China) and impacts from rock/aggregate mining from the coast and rivers in Timor-Leste (including concern that the mining industry in Timor-Leste employs a lot of children).

87. All of the issues raised to date during stakeholder consultations have been included within this EIA and where relevant mitigation and management measures have been applied, e.g., provision of access, noise mitigation, worker influx, etc.

88. In compliance with ADB's SPS (2009) the draft of this EIA has been disclosed on the ADB and ANATL Website (in local language). ANATL will ensure that relevant information (whether positive or negative) about social and environmental safeguard issues is made available in a timely manner, in an accessible place, and in a form and language(s) understandable to affected people and to other stakeholders, including the general public, so they can provide meaningful inputs into project design and implementation.

Residual Impacts

89. Implementation of the mitigation measures outlined in this EIA should ensure that there are no significant Project related environmental and social impacts during the construction and operational phases of the Project. The exception are those significant residual impacts identified below.  Construction Phase a. Disposal of spoil material. Development and implementation of a spoil disposal plan will help reduce the significance of impacts so that any remaining residual impacts are of low significance. b. Cumulative Impacts. Despite the proposed mitigation measures, without close control of all projects, it is possible that cumulative impacts could still occur as a result of other projects not comminating to similar mitigation. However, residual impact significance is still anticipated to be low.  Operational Phase a. Aircraft Emissions. Although total aircraft emissions are not expected to be high, the dispersion of air emissions has not been modelled. It is recommended that a dispersion model be prepared to map emissions prior to the development of phase 1. The findings of the model should feed into an Airport Air Quality Management Plan and where relevant PLNIA should adopt measures to reduce emissions as identified above, but largely beyond the scope of this EIA. Further, despite the recommended mitigation measures some residual air quality impacts main remain that could impact upon airport workers. Residual impacts are therefore considered to be low. b. Traffic Emissions. Measures to reduce the amount of passenger cars travelling to the airport are largely beyond the scope of this EIA. However, methods should be explored further as part of an Airport Air Quality Management Plan. Residual impact significance is low. c. Coastal Erosion. The type of mitigation measures appropriate for the Project should be confirmed through modeling as soon as possible to ensure that any residual impacts to coral habitat are of low significance.  All Phases - Gender based Violence. Training of the workforce and development of the Gender Action Plan should help mitigate Impacts. However, such incidents cannot be completely ruled out through an EIA. Therefore, any such incidents should be followed up with instant dismissal and reporting to the relevant authorities to take legal action.

24 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

90. In addition to the above, the CVRA has identified a number of residual climate change risks despite the proposed mitigation. They relate to sea level rise impacts (medium risk), heavy rainfall (medium/low risk), cyclones (medium/low risk), heatwaves (low risk) and floods (low risk).

Implementation Arrangements

91. The proposed mitigation and management measures for the Project have been included in the environmental management plan (EMP). The EMP, its mitigation and monitoring programs, will be included within the Bidding documents for project works for all Project components. The Bid documents state that the DB Contractor will be responsible for the implementation of the requirements of the EMP through his own Specific Environmental Management Plan (SEMP) which will adopt all of the conditions of the EMP and add site specific elements that are not currently known. This ensures that all potential bidders are aware of the environmental requirements of the Project and its associated environmental costs.

92. The EMP and all its requirements will then be added to the DB Contractors Contract, thereby making implementation of the EMP a legal requirement according to the Contract. He will then prepare his SEMP which will be approved and monitored by the CSC. Should the CSC note any non- conformance with the SEMP (and the EMP) the DB Contractor can be held liable for breach of the contractual obligations of the EMP. To ensure compliance with the SEMP the DB Contractor should employ an Environmental and Social Officer and a team of experts to monitor and report Project activities throughout the Project Construction phase.

93. During the operational phase the Airport Operator will be responsible for ensuring that the mitigation measures specified in this EIA are implemented, including the management measures provided in the Biodiversity Action Plan and the corrective action plan.

25 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

1. Introduction

1.1. Project Background

94. The ADB has prepared a Regional Transaction Technical Assistance Facility (TA Facility): Southeast Asia Transport Project Preparatory Facility Phase 2 for preparation support and capacity building to a series of ensuing investment projects in Southeast Asian developing member countries including Timor-Leste.

95. Meanwhile, the Government of Timor-Leste requested ADB to support the preparation of the PNLIA Expansion Project in view for ADB loan to implement the project.

1.2. Project Overview and Objectives

1.2.1. Project Overview

96. The Presidente Nicolau Lobato International Airport has a runway of 1,850 meters (m) in length with a pavement width of 30m. The runway can accommodate Code C aircrafts such as B737 and A320, but operations of these aircrafts are under significant restrictions on payload because the length of the runway is short. The existing runway also does not have the ICAO specified RESA, which is at least 90m long and required for safe aerodrome operation. These two issues pose challenges in route development of the PNLIA for better air connectivity of the country because airlines have to take into consideration commercial penalty by operating with reduced passenger load factors (i.e., less seat occupied) and consider extra safety measures. The current ATCT is also in poor condition and does not fully meet the requirements even for the existing runway.

97. The proposed project will improve the facilities at the PNLIA in Dili mainly by upgrading the airport runway to meet the requirements recommended by the ICAO and configuring other airport facilities to conform to the upgraded runway. The project will enhance the safety of the PNLIA and reduce safety concerns on the airport key facilities raised by the market, which will help the country establish better air connectivity.

1.2.2. Project Impact, Outcome and Outputs

98. The Project will have the following impacts, outcomes and outputs:  Impact: National productivity improved by ensuring better connectivity of its people within and outside of the country  Outcome: Efficiency and safety of goods' and people's movements improved  Outputs: i. PNLIA runway, ATCT, and other key airport facilities improved ii. Organizational and management capacity of the Integrated Project Management Unit and the MOTC established.

1.2.3. Project Implementation

99. The Project is carried out under the following management organization.  Executing Agency (EA): The Council of Administration of Infrastructure Fund (CAFI);  Implementing Agency (IA): Ministry of Transport and Communications (MOTC); and  Integrated Project Management Unit (Integrated IPMU): Comprises two layers; i. Representatives of key agencies including MOF (PPPU), MOTC (ANATL/AACTL), MOPT;

26 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

ii. and Technical team (engineers, legal, environment, Chief Technical Engineer etc.).1

1.3. Purpose of the EIA Report

100. This Environmental Impact Assessment (EIA) is part of the process of compliance with the ADB Safeguard Policy Statement (2009) in relation to the Project.

101. The EIA provides a road map to the environmental measures needed to prevent and/or mitigate negative environmental effects associated with the Project. The EIA provides a detailed description of the direct and indirect environmental effects associated with the proposed Project during key periods of work.

102. More specifically, the EIA: a) Describes the existing socio-environmental conditions within the Project area; b) Describes the project design, construction activities and operational parameters; c) Describes the extent, duration and severity of potential impacts; d) Analyzes all significant impacts; and e) Formulates the mitigation actions and monitoring program and presents it all in the form of an Environmental Management Plan (EMP).

1.4. Category of the Project

103. Based on the existing ADB Environmental Safeguards Policy (2009), this Project falls under ADB’s project Category A due to the potentially significant impacts to offshore biodiversity and operational impacts such as aircraft noise.

1.5. Report Structure

104. Based on the findings of the scoping report, the following report structure was recommended.

105. Section 1: Introduction – The section in hand provides the introductory information.

106. Section 2: Legal, Policy and Administrative Framework – This section presents an overview of the policy/legislative framework as well as the environmental assessment guidelines of Uzbekistan that apply to the proposed project.

107. Section 3: Description of the Project – Section 3 describes the Project need and its environmental setting. A scope of works is also provided indicating the type of construction works required. The analysis of alternatives including the ‘no project’ option in also part of this chapter.

108. Section 4: Assessment of Alternatives – This section presents a summary of the ‘options analysis’ undertaken by ADB in November 2019 along with an analysis of the ‘no project’ alternative.

109. Section 5: EIA Approach – Section 5 outlines the methodology used to complete the assessment. 110. Section 6: Description of the Environment – This section of the report discusses the country, regional and local environmental baseline conditions. This section is divided into subsections relating to: (i) Physical: geology and soils; topography; climate and air quality; hydrology and geohazards.

1 AACTL: Civil Aviation Authority Timor-Leste, ANATL: Air Navigation Administration of Timor-Leste, MOF: Ministry of Finance, MOPT: Ministry of Planning and Territory, MOTC: Ministry of Transport and Communications, PPPU: Public Private Partnership Unit

27 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

(ii) Biological: flora and fauna (including Red List species) and nationally and internationally designated sites. (iii) Social: population; communities; demographics; employment and socioeconomics; land use; infrastructure (including local access roads); public health and safety; physical cultural heritage; waste management and noise.

111. Surveys have been conducted to address important gaps in the existing data and to collect up- to-date information on topics and areas where potentially significant negative impacts may occur, specifically biodiversity.

112. Section 7: Environmental and Social Audit – This portion of the report provides the environmental and social audit of the ‘existing facilities’ i.e., the existing airport.

113. Section 8: Environmental Impacts and Mitigation Measures – Section 8 outlines the potential environmental impacts and proposes mitigation measures to manage the impacts. The residual impacts of the Project are also presented. This portion of the report also discusses cumulative impacts of the proposed project and other planned or on-going projects in the region as well as any potential induced impacts of the Project. No specific transboundary impacts have been identified.

114. Section 9: Public Consultation, Information Disclosure – Section 10 provides a summary of all of the stakeholder consultation activities undertaken and includes the Projects grievance mechanism.

115. Section 10: Environmental Management Plan – This section of the EIA comprises an Environmental Mitigation Plan and an Environmental Monitoring Plan.

116. The Environmental Mitigation Plan: (i) Clearly identifies what specific potential impacts various types of works may have on the sensitive receptors; (ii) Provides concrete actions prescribed for managing these impacts, including location and timing of these actions; (iii) Provides cost estimates for the main discrete mitigation measures (those that are unlikely to be part of a construction company’ corporate policy and will not necessarily be included into general pricing of the contract); and (iv) Specifies responsibility for the implementation of each mitigation activity.

117. The Environmental Monitoring Plan: (i) Lists all prescribed mitigation measures by types of construction activities; (ii) Provides selected criteria of monitoring implementation of mitigation measures; (iii) Specifies methods for measuring outcomes of applied mitigation measures (visual, instrumental, survey, etc.); (iv) Identifies location and timing/frequency of monitoring mitigation measures by the prescribed criteria; (v) Gives cost estimates of monitoring mitigation measures by the prescribed criteria; and (vi) Specifies responsibility for tracking each monitoring criterion.

118. Section 11: Conclusions and Recommendations – The final section of the EIA provides the report conclusions and recommendations, including a description of any residual impacts.

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2. Policy, Legal and Administrative Framework

2.1. National Constitution

119. The Constitution of Timor-Leste has clearly established the importance of protecting the environment. The Constitution of Timor-Leste establishes a healthy environment as a constitutional right. The Constitution stipulates that:  Everyone has the right to a humane, healthy, and ecologically balanced environment and the duty to protect it and improve it for the benefit of future generations;  The State shall recognize the need to preserve and rationalize natural resources;  The State should promote actions aimed at protecting the environment and safeguarding the sustainable development of the economy.  Ensure everyone has the right to cultural enjoyment and creativity and the duty to preserve, protect and value cultural heritage.

120. The Government of Timor-Leste’s Basic Law on Environment (Decree-Law no. 26/2012) came into force in 2012. It sets the framework for other environmental legislation such as the Decree-Law 05/2011 on the Environmental Licensing Law (ELL), and some pending laws and regulations.

2.2. National EIA Legislation

121. The Decree-Law No. 5 / 2011 of 9 February Environmental Licensing provides the national EIA legislation for Timor-Leste. The following provides an overview of the national EIA process and its status to date.

2.2.1. Screening and Scoping

122. The first stage of the process is the initial application, which includes:  Request letter from project proponent  Application form  Project Document comprising of: i. Name of the promoter, particulars and contact information; ii. The location and size of the project; iii. The plans and technical drawings of the project; iv. The technical studies concerning the feasibility of the project; v. Technical opinions or other types of documents related to the project originating from other entities; vi. Proposal for classifying the project in a category; 1. Category A – includes projects that may have significant environmental impacts and which are subject to the Environmental Impact Assessment that is based on the Analysis of the Impact and on the Environmental Management Plan, as per the provisions of this statute. 2. Category B – includes projects that may cause environmental impacts and which are subject to the Initial Environmental Examination that is based on the Environmental Management Plan as per the provisions of this statute. 3. Category C – includes projects where the environmental impacts are negligible or do not exist and which are subject to any Environmental Evaluation process, as per the provisions of this statute. vii. Proposal for Terms of Reference for Category A projects, as defined in supplementary laws.

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123. The Consultant has submitted these documents to the Inter-Ministerial Working Group (IMWG) (and a draft to ANLA – Timor-Leste Environmental Licensing Agency) so that they can update the document to include other aspects of the airport upgrading, including JICA funded activities.

124. Within 15 days of the receipt of the documents ANLA shall issue an opinion concerning the Definition of the Scope of the EIA. This will be provided once the final Project Document has been submitted to ANLA.

2.2.2. Environmental Impact Assessment

125. For environmental licensing purposes, the projects classified under Category A are subject to the Environmental Impact Assessment and the granting of the Environmental License, comprising the following phases: a) Submission of the project for evaluation and request for the environmental license; b) Public consultation; c) Analysis and Technical Opinion by the Assessment Committee; d) Decision on the procedure for the Environmental Impact Assessment and granting of the Environmental License;

A) Submission of the Project - The applicant for a project classified under Category A initiates the environment impact assessment and the application for an environmental license by submitting the following information and documents to the Environmental Authority:  Name of the applicants and their particulars and contact information;  Composition of any economic group the applicant is part of;  The location and size of the Project;  The plans and technical drawings of the project;  The technical studies concerning the feasibility of the project;  Technical opinions or other types of documents related to the project issued by other entities;  Any other document legally required by law for the approval of the project and for which proof of granting of the environmental license is not required;  Certificate of Environmental Impact including a Non-Technical Summary and the Environmental Management Plan;  Application for the granting of the Environmental License.

126. The applicant must prepare the DIA and PGA according to the provisions of the scoping decision and in accordance with the supplementary laws.

B) Public Consultation - It is incumbent on the Assessment Committee to promote a public consultation whose goals are the following:  Provide public access to the documents;  Inform and provide clarifications on the project to the public, including the potential environmental impacts and their mitigation.

127. The timeframe for holding the public consultation is 24 days and commences 10 days after the Assessment Committee is set up. Any individual from the public can send the Assessment Committee informed recommendations or proposals on the EIA.

128. Note; a Public Consultation for Definition of the scope needs to discuss the Terms of Reference (TOR) of the project, and the opinion of the stakeholders must be reflected in the TOR.

C) Analysis and Technical Opinion - For each category A project, within 10 days after the submission of the documents, the Higher Environmental Authority shall establish an Assessment Committee of a deliberative nature for the purpose of managing the EIA.

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129. The timeframe for the technical analysis is fifty (50) days and commences 5 days after the Assessment Committee is set up, pursuant to the provisions of this statute.

130. The Assessment Committee is responsible for submitting a final technical opinion based on the documentary evidences provided by the applicant, on the contributions made at the public consultation and on the findings of the technical analysis of the Assessment Committee within the timeframe specified above. The Assessment Committee then sends the technical opinion to the Higher

131. Environmental Authority which may decide either of the following:  that the EIA be recommended for approval, or  that the EIA is not recommended since the negative environmental impacts exceed the benefits generated.

D) Decision - It is incumbent on the Higher Environmental Authority to issue a final decision based on the technical opinion of the Assessment Committee, pursuant to the provisions of this statute. The decision of the Higher Environmental authority must be either one of the following:  Approval of the document and Environmental Management Plans and authorization for the issuance of the environmental license for the project; or  Non approval of the document and the Environment Management Plans in which case the environmental license process is then closed.

2.3. Other Environmental Laws

2.3.1. Biodiversity Law

132. A national “Biodiversity Law”, Decree-Law No. 6/2020, was issued in February 2020 (Government of Timor-Leste 2020), the first legislation to substantively address biodiversity in the country. This broadly lays out the aims and principles of the Government with regard to biodiversity, prior to more detailed implementation guidance. It does already, however, have two significant implications for the Project.

133. First, according to Article 26, the government body responsible for environment may – bearing in mind the precautionary principle - place restrictions on activities which may have a negative impact or damage priority and special ecosystems, including estuaries, coral and coral reefs, and seagrass. The Director of Biodiversity, Environment Department, clarified that marine biodiversity is managed by the Fisheries and Forestry Department. According to the National Director of Fisheries and Aquaculture, this Article is interpreted as requiring mitigation of impacts upon these ecosystems.

134. Second, according to Article 30, it is strictly prohibited to kill, uproot, cut, destroy or remove all or part of protected species; or to disturb protected species during gestation, child rearing, migration and overwintering, including degradation (in any form) of breeding and resting areas. Of particular relevance to the Project, these protected species are listed in the law’s Annex I to include some corals (including Heliopora coerulea and Millepora spp.), the mollusk family Cypraidae (including white cowries Ovula ovum, which were common in Tasitolu Bay), Dugong, all sea turtles, all whales and dolphins, and Whale Shark (as well as at least three species of bird recorded at the airport during the preparation of this EIA). Strict Project adherence to this Article is unlikely, given the presence of these species nearby. Again, however, according to the National Director of Fisheries and Aquaculture, this Article is interpreted as requiring mitigation of impacts upon these species rather than a complete prohibition of harm. It will thus be incumbent on the Project to mitigate with an intention to avoid or minimize impacts on these species as much as possible.

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135. Decree-Law No. 5/2016 established the legal regime applicable to the creation and management of the National System of Protected Areas, both on land and at sea (Government of Timor-Leste 2016).

2.3.2. UNTAET Regulation No. 19/2000 on Protected Areas

136. Still in effect since UNTAET administration, this diploma regulates the Base Law for Environment regarding Protected or Sensitive Areas, as well as endangered species and related articles. It defines fifteen (15) existing Protected areas (Article 2.1) as well as the characteristics of other areas that may be defined as areas of exceptional natural importance (Article 2.2).

137. Articles 2.3 and 2.4 define the activities that cannot be done within these areas. The prohibition of new structures (temporary or permanent) such as roads, disruption or destruction of fauna or flora or pollution of the area, of any kind, are particularly relevant to R4D, as well as the status of these areas towards the environmental licensing procedure. Section 4 of the regulation provides for the protection of coral and coral reefs.

2.3.3. Draft Decree Law on Forest Management, draft 7, received August 2013

138. The cutting of “forest trees” and harvesting of other forest products in any zone is prohibited unless specifically authorized by the National Director of Forestry (Article 61). The Director may give authorization for such cutting and harvesting if it would be in accordance with this law and other legislation, any community guideline agreements or with the forest management plan. The Director must take into consideration the forest management plan, conservation of the soil and water of the area, ecology and biodiversity of the area, and any other technical specifications determined by the National Director. Article 61.2 allows for community cutting of trees and harvesting other forest products without authorization, when used for traditional purposes.

139. Article 67 provides for measures to prevent deforestation. No-one is allowed to cut, damage, destroy, remove, transport, purchase, sell, donate or otherwise acquire or dispose of any tree, unless that tree is private property, or the person has a Community Forestry Management Agreement or a permit/authorization from the National Director.

140. It is an offence under Article 86 for any person to pollute or contaminate land in any Protected Area with chemicals, industrial waste or organic or other polluting substances.

2.3.4. Decree Law 6/2004 On General Bases of the Legal Regime for Fisheries and Aquaculture Management and Regulation (amended by Decree Law 4/2005)

141. The Decree-Law responds to the need of regulating fishing activities so as to contribute to the attainment of objectives on the economic and social development policies of the country while simultaneously ensuring the protection and conservation of species, as well as their continuous and sustainable exploitation. It also establishes the legal regime for aquaculture. Prohibits the introduction into national maritime waters and hydrographical basis of Timor-Leste of any substances or toxic objects likely to cause infection, and which poisons or destroys fishing resources, algae or any aquatic flora species.

2.3.5. Water and Sanitation

142. A number of laws and resolutions exist in country including:

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 Decree-Law no. 04/2004 – Approving the Water Distribution Regime for Public Consumption. Establishes the conditions for domestic water distribution and the restrictions to other activities and/or projects, persons, etc., that may impact on the system itself.  Decree-Law no. 33/2008 – Hygiene and Public Order. Establishes the local administrative measures in terms of public hygiene and order, setting the conditions and regulations to avoid interference with public land or infrastructure, namely drainage channels.  Government Resolution no. 08/2012 – Sanitation Policy. Sets the objectives and defines guidance amongst Government Entities to define, regulate and supervise the various sanitation responsibilities and aspects.  Parliament Resolution no. 09/2016 – Recommends the Government to adopt Urgent measures to inform and make the public aware towards the preservation of the environment. Recommends to the Government to promote awareness campaigns and foster economic activities that focus on plastic and waste recycling or incentivize national production of reusable bags, in order to stop plastic bag import altogether and promote solid waste separation and treatment.  Government Resolution no. 15/2016 – National strategy for Sea Waste Management. Sets up an Inter-Ministerial Technical Committee to integrate sea waste into broader policy in Timor-Leste. Related to the project, since one of the sources of this problem is the solid waste that flows through the drainage system in Dili, towards the sea.  Government Resolution no. 32/2016 – Investment Strategy for the management of Urban Solid Waste in Dili. Relevant as it defines responsibilities and financial commitments for the Urban Solid Waste management system in Dili, especially to prevent impacts on e.g. drainage blockage, which indirectly impacts the long-term functioning of the Drainage network.  Ministerial Diploma no. 32/2016 – Sewerage Cleaning Program. Defines objectives and budget allocation for types of activities to finance regarding drainage/sewerage channel cleaning program, for the Municipality Administrations in Dili and remaining 12 Municipalities.  Decree-Law no. 02/2017 – Urban Solid Waste Management System. Relevant as it defines the “do’s” and “don'ts” regarding solid waste management and directs the project in the mitigation and operational procedures regarding generated waste during the construction and operation phases of the Project.

2.4. Social Legislation

2.4.1. Decree-Law No. 33/2008 on Hygiene and Public Order

143. This establishes the administrative policy measures for Districts regarding hygiene and public order, defining the relations between Public Administration and Citizens, applicable to urban areas in the Districts and specific locations in districts, when these are determined beforehand.

144. The relevance of the diploma is for situations where project rehabilitation might pass through an urbanized area. Additionally, Article 6 of the Decree-Law defines the organization of public spaces in these areas. This list of “do’s and don’ts” for activities within urban areas is a valuable reference as a safeguard for project planning and as guidelines for contractor management regarding prohibited activities such as (i.e.) cutting/felling trees, extraction of earth, rocks or other materials, deposit excess construction materials or waste, installation of temporary constructions, and others, within urban areas.

2.4.2. Land Laws

145. The Constitution Section 141 shown that GoTL concerns to the Resettlement and Land Acquisition which stated that the ownership, use, and development of land as one of the factors for economic production shall be regulated by law. In the Constitution Section 54 covers the right to private property and provides that: (i) every individual has the right to private property and can transfer it during his or her lifetime or on death, in accordance with the law; (ii) private property

33 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment should not be used to the detriment of its social purpose; (iii) requisitioning and expropriation of property for public purposes shall only take place following fair compensation in accordance with the law and (iv) only national citizens have the right to ownership of land.

146. The first Timor-Leste’s land law was promulgated in March 2003 and was designed to serve as an umbrella law for the rest of the land and property regime. The law defined State property of private domain, established the Directorate of Land, Property and Cadastral Services as a legal entity and defined its jurisdiction, and articulated general rules concerning land tenure and property rights to be further developed by ensuing legislation. Moreover, this law established a one-year period for both nationals and non-nationals to register their land claims. Effectively Law No. 1/2003 vests all land that belonged to the Portuguese state, and all state property acquired or built by the Indonesian regime, in the new state of Timor-Leste.

147. A Government’s decree that issued in February 2011 provides for granting compensation to relocate unlawful occupants of State property based on humanitarian considerations. The Ministry of Justice through Ministerial Statute establishes the basis for calculating compensation. Another decree promulgated in July 2011 provide for the granting of title certificate (private property rights registration) to landowners/persons in areas where cadastral surveys have been completed (following registration and verification of claims by the government) and confirmed that the claims to land are undisputed. Among the claims registered under the Ita Nia Rai program, which has been limited to urban areas, some 92% of claims are undisputed. The Civil Code promulgated in 2011, which came into force in March 2012, includes a section that governs day-to-day land decisions such as the sale and lease of land.

148. The government of Timor-Leste has promulgated the Law No. 8/2017 on Expropriation for Public Development Purposes, and the Law No. 13/2017 on Special Arrangement for Defining Immovable Property in 2017. The substance of Law No. 8/2017 has complemented the Country Constitution of Section 141; states that the ownership, use, and development of land as one of the factors for economic production shall be regulated by law. In parallel, the Law No. 13/2917 on Special Arrangement for Defining Immovable Property has strengthened Section 54 of the Constitution covers the right to private property. Section 54 of the Constitution provides for: Every individual has the right to private property and can transfer it during his or her lifetime or on death, in accordance with the law.

149. Private property should not be used to the detriment of its social purpose. Requisitioning and expropriation of property for public purposes shall only take place following fair compensation in accordance with the law. Only national citizens have the right to ownership of land.

150. The Law No. 8/2017 defines expropriation as any legally admissible restriction to private property or related rights or interests, irrespective of the persons or entities to which they belong. Community immovable property may also be expropriated. Expropriation is only admissible in cases of “public interest” (utilidade pública) in the use of the asset.

2.4.3. Gender and Gender Based Violence

Gender

151. Gender mainstreaming does not have its specific law and resolution but is defined in several legal documents. It is a planned policy and action for assessing and integrating gender equality perspective into any levels of program, projects and/or activities. Main legal bases and policies relating to gender mainstreaming are shown in the table below.

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Table 2: Legal Framework of Gender Mainstreaming # Title Gender Related Issues 1 Constitution of Democratic Following articles provide gender equality. Republic of Timor-Leste (2002)  Art. 16 provides universality and equality.  Art. 17 provides equality between women and men. 2 Law No. 7/2010 Law on It establishes the legal regime applicable for the prevention of Domestic Violence Preamble domestic violence and protection and assistance to its victims. (2010) 3 Strategic Development Plan It provides that gender mainstreaming be promoted across (SDP) 2011-2030 government in policies, programs, processes and budgets; and there will be gender responsive policies and laws at the national and local levels; and essentially there should be a gender-fair society where human dignity and women’s rights are valued, protected and promoted by laws and culture. 4 Decree-Law No. 3/2016 on Article 74 emphasizes the main points of how to promote the Institutionalizing and integration of the gender perspective in the implementation of the Mainstreaming Gender at the management instruments of the Municipal Administration or Municipal Level Municipal Authority and in the municipal planning instruments. 5 Decree Law No. 34/2017, A declaration adopted by the GoTL is to substantiate the principle Maubisse Declaration Phase Two of inclusion, tolerance and gender equality on which the modern, 2018-2023 Improving Rural economically and socially developed society is founded. It consists Women’s Lives of the commitment of each ministry and governmental agency to comply. 6 Decree Law No. 35/2017 It provides “creation and functioning of Inter-ministerial Gender Organic Law Working Group, National Gender Working Group, and Municipal Gender Working Group”. The Inter-ministerial Gender Working Group is responsible for: 1. Identifying opportunities and challenges in implementing gender mainstreaming within government activities; 2. Sharing and developing strategies and tools for the implementation and monitoring of the integrated gender approach in each ministry and/or Secretary of State; 3. Ensuring that the annual action plans and budgets of Municipal Administrations and Municipal Authorities ensure gender equality; 4. Developing partnerships between ministries and secretariats of state and other stakeholders to implement gender mainstreaming; 5. Monitoring progress in implementing the integrated gender approach in national development policies, programs, legislation, budgets and strategies; 6. Producing reports and assessments of the effectiveness of gender mainstreaming and efforts to have gender-sensitive budgets as needed; and 7. Contributing to the preparation of national and international reports on matters of gender equality. Source: Interview with SSEI and summarized by the Consultant, Interim Report, 2020

152. The Inter-ministerial Gender Working Group (IMGWG) is the superior governmental institution that leads the gender mainstreaming in Timor-Leste. The State Secretary for Equality and Inclusion (SSEI) is responsible for implementing gender-related program within line ministries. IMGWG is established for ensuring smooth and effective implementation of gender mainstreaming policy across line ministries/state secretariats and municipalities and administrative post levels. SSEI is the GoTL institution working as a catalyst as well as being the implementing agency for executing the roles of advocacy, promotion and implementation gender mainstreaming policy to all line ministries.

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It conducts trainings on gender-related topics to promote gender equality within ministerial and municipal levels.

153. Although the legal frameworks define the role of IMGWG as for the enhancement of gender equality, not all ministries or municipal offices have specific departments/sections/units that are directly assigned for gender mainstreaming. According to the Chief of Department of Gender Mainstreaming of SSEI, ministries and institution have no own unit exclusively working for gender equality and gender programs. These are dealt by the Department of Human Resources (e.g., ANATL and MOTC) and Directorate of Administration and Finances, while Dili Municipality is assisted by an SSEI’s Gender Focal Point, who is officially stationed there.

Gender Based Violence (GBV)

154. Timor-Leste has a strong legal, policy and institutional framework to respond to the alarming rates of gender-based violence in the country. Available data show that about one third of women (aged 15-49) have already experienced physical violence since age 15 (by their husband, partner or anyone). Sexual violence is also widespread: A 2015 study found that 14% among all women aged 15 to 49 had been raped by someone other than an intimate partner in their lifetimes (2015 Nabilan Baseline Study). The legal framework includes the criminalization of a number of GBV offences, with heavy imprisonment punishment. Any sexual act with children younger than 14 years old is a serious criminal offence. Rape and other form of sexual abuse are also criminalized. While judicial authorities need improvement on their capacity to deal with sexual offences, an increased accountability for sexual offences is noticeable and generally reported by interested groups.

155. Prevention and redress measures, including survivors’ specialized services form part of the institutional and policy framework. State financing of social protection services to women and children victim of violence, while not sufficient, is sizeable. Ministry of Social Solidarity and Inclusion coordinates– a referral network (rede referál) where police authorities together with civil society organizations work together at the Municipal level to provide complementary security, social, psychological and legal support to GBV survivors.

2.4.4. Social Assessment and Indigenous People

156. There are ethnic groups in Timor-Leste, but the legal regime does not use the term ‘indigenous peoples’, nor does it appear to use ‘ethnic minority’ or ‘ethnic group’ or any other term to signify cultural identification with any of those groups.

157. Constitution 2002 Section 2 (Sovereignty and Constitutionality) stipulates that the State shall recognize and value the norms and customs (or hereafter known as Tara Bandu) of East Timor that are not contrary to the Constitution and to any legislation dealing specifically with customary law. Tara Bandu generally refers a traditional Timorese custom that enforces peace and recognition through the power of public agreement to define social norms and practices to a given community. The process of forming Tara Bandu represents a process of coming to communal agreement or ‘social contract’ that outlines the behaviors and practices that members of the community deem to be appropriate and want to enforce. As such the legitimacy of the Tara Bandu is largely dependent on the degree of local level consultation and engagement in the generation of the terms of such communal accord.

158. Basic Environment Law 20122 Article 8 contains relevant provisions on Tara Bandu, which stipulates that:  The State shall recognize the importance of all types of Tara Bandu as integral part of the culture of Timor-Leste and accepted traditional mechanisms regulating relationships between people and the environment around them;

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 Tara Bandu can be carried out according to the rituals preserved through the local customary law aiming at the preservation and promotion of environment and conservation and sustainable use of natural resources, provided that such action is consistent with the objectives and principles established by the law;  The state must ensure effective protection of the Tara Bandu;

159. The Environmental Licensing Law 2011 does not contain explicit requirements for screening processes to determine whether affected community groups are Indigenous and the nature of impacts on them. Community consultations are required at the design stage only.

160. While consultations and more robust social impact assessments are generally prescribed for projects classified as Category A, risk categorization tends to favor environmental impacts and is often informed by environmental footprints of the projects. This suggests that social impact assessments often follow environmental assessments, which is not necessarily the case and projects with lower categories (Category B and C) are often exempted from such requirements.

161. The Basic Environment Law 2012 Article 47 stipulates provisions on access and distribution of benefits which further define forms of sharing and equitable distribution of tangible and intangible benefits arising from the projects or use of environmental and natural resources for the communities located in the same area of the project’s footprints. Depending on the process to reach benefit sharing agreements, such negotiation may provide affected communities with the opportunity to actively participate in the project development and overall design. However, such provisions tend to be applicable for Category A projects. In addition, the scope of such negotiation does not include consent requirements for commercial development of cultural resources and traditional knowledge.

2.4.5. Tourism

162. The following laws and resolutions relate to tourism:  Decree-Law no. 14/2014 on Legal Framework for the Tourism Policy. Establishes the basis for public policy for Tourism and the instruments to execute the policy, as a strategic sector in the national economy.  Government Resolution no. 16/2017 – National Policy for Culture. Contains the general principles defined to develop the Tourism sector in Timor-Leste, up to the year 2030.

2.5. Health and Safety Legislation

2.5.1. Law 4/2012 Labor Code

163. The duties of the employer include providing workers with good working conditions, prevention of risks from diseases and occupational accidents, providing workers with information and equipment necessary to prevent such risks.

164. The employer is under a general obligation to provide appropriate health and safety conditions, to prevent accidents and dangers, and to reduce risks.

165. Employers must ensure that workers are not exposed to risks that are harmful to their health, and must promote awareness programs. Where necessary, employers must provide safety equipment to workers.

2.5.2. Basic Law on Civil Aviation (Decree-Law No.1 2003 of March 10)

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166. Part III (Aeronautical servitudes), Section 62 of the law sets out specific guidelines relating to properties around and airport. Properties located close to airfields and to air navigation support facilities are subject to special restrictions referred to as aeronautical servitudes, which are intended to ensure aircraft security. The restrictions dealt with by this section of the law are related to:  The use of properties as buildings, farming lands or others;  The use of animals, vehicles, lighting signs or other objects of a temporary or permanent nature;  Anything likely to hinder maneuvers of aircraft or cause interference with support signs for radio navigation or impair the visibility of visual support facilities.

167. These restrictions shall be in force after the Government has approved the General Plan of Airfield Servitude Zones, which shall comprise the following zones:  Airfield protection zone;  Noise zone;  Protection zone for air navigation aids.

168. If the established restrictions impose demolition or destruction of buildings erected before the publication of the plans referred to in previous sub-sections, the owner of those buildings shall be entitled to a fair compensation, the value of which shall be established by an agreement. Should there be no agreement, the value provided for under the previous sub- section shall be established by a court.

2.6. International Conventions and Agreements

169. Government of Timor-Leste has signed and ratified several international conventions that are relevant to environmental management such as International Conventions on preserving the natural environment i.e. the United Nations Convention to Combat Desertification (August 2003), the Vienna Convention for the protection of the ozone layer and the Montreal Protocol for the reduction of substances that destroy the ozone layer, the UN Framework Convention on Climate Change (Oct. 2006), and the UN Convention for Biodiversity (Oct. 2006).

170. Timor-Leste signed the Kyoto Protocol, expressing commitment to reduce global climate change, at the end of 2007. As a result, national programs in land and sea management, biodiversity conservation, climate change adaptation and climate change mitigation (including access to renewable and efficient energy supplies) are being developed.

2.7. Environmental Regulations and Standards

171. The following summarizes the environmental regulations and standards that are applicable to the Project.

2.7.1. Air Quality and Emissions

National Air Quality Standards

172. No national air quality standards exist.

IFC Air Quality Standards

173. The International Finance Corporation (IFC), part of the World Bank Group (WBG), have established ambient air quality standards based on World Health Organization (WHO) guidelines. WBG guideline limits will be followed during the construction and operational phase of the Project. The following table illustrates the guidelines.

38 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table 3: WBG Ambient Air Quality Guidelines 2 Parameter Averaging Period Guideline Value (mg/m3)

Sulphur Dioxide (SO2) 10 minute 500 24 Hour 20

Nitrogen Dioxide (NO2) 1 Hour 200 1 Year 40

Particulate Matter PM10 24 Hour 50 1 Year 20

Particulate Matter PM2.5 24 Hour 25 1 Year 10

Project Air Quality Standards

174. WBG standards will be followed.

2.7.2. Water Quality

Drinking Water Quality Standards

175. Timor-Leste have adopted the drinking water quality standards of the WHO.

Wastewater Discharge Standards

176. Timor-Leste does not have wastewater effluent discharge standards. The WBG provides guidelines values for treated sanitary sewage discharges. The following table provides these values with which the Project shall also comply, for example relating to any wastewater discharge from construction camps.

Table 4: WBG Indicative Values for Treated Sanitary Sewage Discharges Pollutant Unit Guideline Value pH pH 6-9 Biological Oxygen Demand (BOD) Mg/l 30 Chemical Oxygen Demand (COD) Mg/l 125 Total Nitrogen Mg/l 10 Total Phosphorus Mg/l 2 Oil and Grease Mg/l 10 Total Suspended Solids Mg/l 50 Total Coliform Bacteria MPNA / 100 ml 400

Costal Water Standards

177. Timor-Leste does not have coastal water quality standards.

Water Quality Project Standards

 Drinking water quality (groundwater) will be assessed against WHO standards.  Wastewater effluent will be assessed against WBG standards.  Coastal water quality will be assessed against Malaysian standards.

2 Not including interim targets.

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2.7.3. Noise

National Ambient Noise Standards

178. UNTAET Guideline on Ambient Noise (2002) was introduced by UNTAET Administration to protect the public from nuisance associated with stationary sources of noise in outdoor environments and does not extend to Occupational and health issues. Its maximum admissible noise levels and abatement levels are identical to those in the WBG Environmental Health and Safety Guidelines.

WBG Ambient Noise Standards

179. To meet WBG guideline requirements construction noise impacts should not exceed the levels presented in Table 5 or result in a maximum increase in background levels of 3 dB at the nearest receptor location off site.

Table 5: WBG Noise Level Guidelines

Receptor One-hour Laeq (dBA) Daytime Night-time 07.00-22.00 22.00 – 07.00 Residential; institutional; 55 45 educational Industrial; commercial 70 70

Workplace Noise Standards

180. The WBG provides noise limits for various working environments, which are illustrated in Table 6.

Table 6: Working environment Noise Limits Type of work, workplace General EHS Guidelines of IFC Performance of all types of work at permanent workplaces in industrial premises and at enterprises operated since March 12, 1985 Heavy industry 85 Equivalent Level Laeq, 8h Light industry 50-65 Equivalent Level Laeq, 8h * Laeq- equivalent average sound pressure level

Aircraft Noise Standards

181. The United States Federal Aviation Administration (FAA) has adopted DNL 65 dBA as the threshold of significant noise exposure, below which residential land uses are compatible.

Project Noise Standards

182. WBG standards shall be followed for construction noise. FAA standards will be followed for aircraft noise.

2.7.4. Vibration

International Vibration Standards

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183. The German Standard DIN 4150-3 – Vibration in Buildings – Part 3: Effects on structures provides short term and long-term limits 3 for vibration at the foundation for various structures. This standard is considered international best practice for construction vibration.

Table 7: Guideline Values for Vibration Velocity to be Used When Evaluating the Effects of Short-term and Long-term Vibration on Structures Group Type of structure Guideline Values for Velocity (mm/s) Short-term Long-term At foundation Uppermost Uppermost Floor Floor Less than 10 Hz to 50 50 to 100 All All 10 Hz Hz Hz frequencies frequencies Buildings used for commercial purposes, 1 20 20 to 40 40 to 50 40 10 industrial buildings and buildings of similar design Residential dwellings and 5 2 buildings of similar design 5 to 15 15 to 20 15 5 (105 dB) (105 dB) and/or use Structures that because of their particular sensitivity to vibration, do not correspond to those listed 3 2.5 (99.0 3 2 to 8 8 to 10 8 in Lines 1 or 2 and have (100.5 dB) dB) intrinsic value (e.g. buildings that are under a preservation order) Source: DIN 4150-3, Structural Vibration, Part 3: Effect of vibration on structures

184. DIN 4150-3 notes that “experience has shown that if these values are complied with, damage that reduces the serviceability of the building will not occur. If damage nevertheless occurs, it is to be assumed that other causes are responsible. Exceeding the value in the table does not necessarily lead to damage”.

185. Regarding vibration from construction traffic, the maximum permissible limit of traffic vibration, Article 12 of Ministerial ordinance for the regulatory of vibration Japan, 1976 is considered to represent good international practice with a guideline limit of 65dB set for roadside residents in terms of vibration nuisance.

Project Vibration Standards

186. German Standard DIN 4150-3 will be followed during the construction phase relating to vibration from work sites. Japanese standards will be followed for construction traffic vibration of-site.

2.7.5. Safety

187. Each airport facility shall be developed in accordance with ICAO standards (ICAO Annex 14), which specify the requirement of aerodrome facilities to ensure the safety of airport operation. The Project includes a minimum RESA length of 90 m on each side.

2.8. Approvals and Permits

188. Required permits and licenses are listed in Table 8.

3 short-term vibrations are defined as those that do not occur often enough to cause structural fatigue and do not produce resonance in the structure being evaluated and long-term vibrations are all the other types of vibration.

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Table 8: Required Approvals and Permits Agency with Primary Activity Permit Title Implementing Law Responsibility Clearing of vegetation Environmental Decree Law 5/2011 on ANLA License environment licensing law

Sand/Gravel extraction Environmental Decree Law 5/2011 on ANLA License - if sourcing environment licensing law more than 5,000 m3 / year (Category B project) Abstraction of water Water Supply for Decree Law 4/2004 Draft Direcção Nacional Serviço Public use Water Resources Law de Agua e Saneamento or National Directorate for Water and Sanitation Hot mix plant (Plant Environmental Decree Law 5/2011 on ANLA releasing environmental License - Installation environment licensing law pollutant, producing area >3,000 m3 flammable/hazardous materials) Telecommunications License/Permit to use Decree Law 11/2003 on Autoridade Nasional or establish a radio establishing the bases for the Comunicasaun communications telecommunications sector; system Decree Law 12/2003

Electricity Section 29 Non- Decree Law 13/2003 on Electricidade de Timor-Leste Binding License establishing the bases for the national electricity system Impact on Heritage Environmental Heritage Law (awaiting Direcção Nacional da Sites License approval) / Government Cultura Resolution No. 25/2011 / National Policy for Culture (4th Constitutional Government) Taking water samples Licencing regulations, Direcção Nacional Serviço for analysis Sale and Quality of Decree Law 5/2009 of January de Agua e Saneamento or Drinking Water 15 National Directorate for Water and Sanitation

2.9. Asian Development Bank Safeguard Policies 2009

189. The ADB has three safeguard policies that seek to avoid, minimize or mitigate adverse environmental impacts and social costs to third parties, or vulnerable groups as a result of development projects. The Project requires the application of both environmental safeguard and social safeguard.

2.9.1. Safeguard Requirements 1: Environment

190. The objectives are to ensure the environmental soundness and sustainability of projects, and to support the integration of environmental considerations into the project decision-making process. Environmental safeguards are triggered if a project is likely to have potential environmental risks and impacts. Eleven ‘Policy Principles’ have been adopted as part of the ADBs Safeguard Policy Statement (SPS 2009), including:

191. Use a screening process for each proposed project, as early as possible, to determine the appropriate extent and type of environmental assessment so that appropriate studies are undertaken

42 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment commensurate with the significance of potential impacts and risks. (The Project was screened by the ADB and classified as a Category A project).

192. Conduct an environmental assessment for the proposed project to identify potential direct, indirect, cumulative, and induced impacts and risks to physical, biological, socioeconomic (including impacts on livelihood through environmental media, health and safety, vulnerable groups, and gender issues), and physical cultural resources in the context of the project’s area of influence. Assess potential transboundary and global impacts, including climate change. Use strategic environmental assessment where appropriate. (The EIA herewith provides the environmental assessment for the Project, including an assessment of climate change. Transboundary impacts are not applicable).

193. Examine alternatives to the project’s location, design, technology, and components and their potential environmental and social impacts and document the rationale for selecting the particular alternative proposed. Also consider the no project alternative. (Alternatives have been considered, including the ‘no project’ alternative in Section 4).

194. Avoid, and where avoidance is not possible, minimize, mitigate, and/or offset adverse impacts and enhance positive impacts by means of environmental planning and management. Prepare an EMP that includes the proposed mitigation measures, environmental monitoring and reporting requirements, related institutional or organizational arrangements, capacity development and training measures, implementation schedule, cost estimates, and performance indicators. Key considerations for EMP preparation include mitigation of potential adverse impacts to the level of no significant harm to third parties, and the polluter pays principle. (An EMP has been prepared for the Project and is outlined in detail in Section 10 Environmental Management Plans).

195. Carry out meaningful consultation with affected people and facilitate their informed participation. Ensure women’s participation in consultation. Involve stakeholders, including affected people and concerned nongovernment organizations, early in the project preparation process and ensure that their views and concerns are made known to and understood by decision makers and taken into account. Continue consultations with stakeholders throughout project implementation as necessary to address issues related to environmental assessment. Establish a grievance redress mechanism to receive and facilitate resolution of the affected people’s concerns and grievances regarding the project’s environmental performance. (Consultations were held to discuss environmental issues, the findings of the consultations (and a description of the Project grievance redress mechanism) are presented in Section 9.4 Grievance Redress Mechanism).

196. Disclose a draft environmental assessment (including the EMP) in a timely manner, before project appraisal, in an accessible place and in a form and language(s) understandable to affected people and other stakeholders. Disclose the final environmental assessment, and its updates if any, to affected people and other stakeholders. (This EIA and its EMP will be disclosed on the ADB website).

197. Implement the EMP and monitor its effectiveness. Document monitoring results, including the development and implementation of corrective actions, and disclose monitoring reports. (The EIA and its EMP outline a plan to monitor the implementation of the EMP and the institutional responsibilities for monitoring and reporting throughout the Project lifecycle: Section 10 Environmental Management Plans).

198. Do not implement project activities in areas of critical habitats, unless (i) there are no measurable adverse impacts on the critical habitat that could impair its ability to function, (ii) there is no reduction in the population of any recognized endangered or critically endangered species, and (iii) any lesser impacts are mitigated. If a project is located within a legally protected area, implement additional programs to promote and enhance the conservation aims of the protected area. In an area

43 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment of natural habitats, there must be no significant conversion or degradation, unless (i) alternatives are not available, (ii) the overall benefits from the project substantially outweigh the environmental costs, and (iii) any conversion or degradation is appropriately mitigated. Use a precautionary approach to the use, development, and management of renewable natural resources. (No measurable residual adverse impacts are anticipated on nearby critical habitat, no significant residual impacts are anticipated on any threatened species, there will be no significant conversion of natural habitat, and lesser impacts are mitigated: Section 8 Environmental Impacts and Mitigation).

199. Apply pollution prevention and control technologies and practices consistent with international good practices as reflected in internationally recognized standards such as the World Bank Group’s Environmental, Health and Safety Guidelines. Adopt cleaner production processes and good energy efficiency practices. Avoid pollution, or, when avoidance is not possible, minimize or control the intensity or load of pollutant emissions and discharges, including direct and indirect greenhouse gases emissions, waste generation, and release of hazardous materials from their production, transportation, handling, and storage. Avoid the use of hazardous materials subject to international bans or phase-outs. Purchase, use, and manage pesticides based on integrated pest management approaches and reduce reliance on synthetic chemical pesticides. (The EIA outlines the mitigation plan of the EMP: Section 10 Environmental Management Plans).

200. Provide workers with safe and healthy working conditions and prevent accidents, injuries, and disease. Establish preventive and emergency preparedness and response measures to avoid, and where avoidance is not possible, to minimize, adverse impacts and risks to the health and safety of local communities. (The EIA and its EMP outline the requirement for specific community health and safety plans: Section 10 Environmental Management Plans).

201. Conserve physical cultural resources and avoid destroying or damaging them by using field- based surveys that employ qualified and experienced experts during environmental assessment. Provide for the use of “chance find” procedures that include a pre-approved management and conservation approach for materials that may be discovered during project implementation. (A chance find procedure is provided in this EIA).

2.9.2. Safeguard Requirements 2: Involuntary Resettlement.

202. The objectives are to avoid involuntary resettlement wherever possible; to minimize involuntary resettlement by exploring project and design alternatives; to enhance, or at least restore, the livelihoods of all displaced persons in real terms relative to pre-project levels; and to improve the standards of living of the displaced poor and other vulnerable groups. The safeguard requirements underscore the requirements for undertaking the social impact assessment and resettlement planning process, preparing social impact assessment reports and resettlement planning documents, exploring negotiated land acquisition, disclosing information and engaging in consultations, establishing a grievance mechanism, and resettlement monitoring and reporting.

203. The involuntary resettlement requirements apply to full or partial, permanent or temporary physical displacement (relocation, loss of residential land, or loss of shelter) and economic displacement (loss of land, assets, access to assets, income sources, or means of livelihoods) resulting from (i) involuntary acquisition of land, or (ii) involuntary restrictions on land use or on access to legally designated parks and protected areas. Resettlement is considered involuntary when displaced individuals or communities do not have the right to refuse land acquisition that results in displacement. (A Draft LASCP has been prepared for the Project according to the requirements of ADB and is summarized in this EIA).

44 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

2.9.3. Safeguard Requirements 3: Indigenous Peoples.

204. The objective is to design and implement projects in a way that fosters full respect for Indigenous Peoples’ identity, dignity, human rights, livelihood systems, and cultural uniqueness as defined by the Indigenous Peoples themselves so that they (i) receive culturally appropriate social and economic benefits, (ii) do not suffer adverse impacts as a result of projects, and (iii) can participate actively in projects that affect them. (The Project does not involve impacts to Indigenous Peoples and therefore no further actions relating to this safeguard are required).

45 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

3. Description of the Project

3.1. Introduction

205. This section of the report presents the Project description for all Project components, including the design, construction and operation and maintenance aspects of the Project.

3.2. Project Overview and Location

206. There are seven components under the proposed Project, which is located in Dili, the capital of Timor-Leste (see Figure 3 for the location in Timor-Leste, Figure 4 for its location in Dili and Figure 5 for a site layout plan). The components include:  Runway extension;  Runway widening;  Parallel taxiway;  Apron;  Air Traffic Control Tower;  Aerodrome ground lighting system (AGL); and  Ancillary facilities.

207. The PNLIA development plan aims to optimize the use of the existing airport land area and facilities while developing new facilities in a timely manner to meet future need, but if proportion to demand to ensure that developments are cost effective. To achieve this, the airport has been planned for capacity to be expanded in stages. Descriptions of the proposed components by stage are shown in the table below. ADB is considering financing Stage 1 of the Project.

Table 9: PNLIA Stages of Development Stage Components Description Stage 1 Runway Extension Runway length extension from 1,850m to 2,100m. Construction of revetement and reclamation of sea. Runway Widening Runway width widening from 30m to 45m Air Traffic Control Tower New control tower includes Air Traffic Management and Communication Navigation Surveillance equipment Parallel Taxiway Installing taxiway to connect between runway and new parking apron. Length around 920m. Apron Parking spot for Code B and C Aerodrome Ground Lighting Runway edge lighting, etc. System Ancillary Facilities Parking, access road, and fence Stage 2 Runway extension Runway length extension from 2,100m to 2,500m Taxiway 15m width and 172.5m length Apron New construction according to demand forecast result for sufficient spot size Aeronautical Lighting System Replace aeronautical lighting system for stage requirements Stage 3 Apron Development of full RESA (240m in length) Apron New construction according to demand forecast result for sufficient spot size Aeronautical Lighting System Replace aeronautical lighting system for stage requirements

208. Stages 2 and 3 are not funded under this Project, but they are discussed, along with a summary of their potential impacts, in this EIA.

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Figure 3: Location of the Project within Timor-Leste

Project Location

Source: Encyclopedia Britannica, 2010

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Figure 4: Project Location in Dili

PNLIA

Source: The Consultant, 2021

48 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 5: Site Layout

Source: The Consultant, 2020

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3.2.1. Stages of Development

209. ADB intends to fund Stage 1 of three potential stages of airport development. The proposed work scope of Stage 1, Stage 2, and Stage 3 is shown in the table below.

Table 10: Proposed Scope of the Study Stage Stage 1 Stage 2 Stage 3 Target Operation Year 2024 Future Future Design Target Year 2040 2040 Over > 2055 Runway 2,100 m 2,500 m 3,200 m Partial Parallel Taxiway 〇(Code C) 〇(Code E) - Taxiway 〇 〇 - Apron 〇 〇 〇 Passenger Terminal Building JICA 〇 〇 Air Traffic Control Tower 〇 - - Power House JICA 〇 〇 Airfield Ground Lighting System 〇 〇 〇 Access Road and Car Parking Under review - -

210. The figures below show the project boundary and land acquisition boundary of Stage 2 and Stage 3 (Stage 1 is shown in Figure 5). The scope considered includes the construction of parallel taxiway, car park, and access road; note that this scope is only temporary and subject to further studies on cost estimates.

Figure 6: Stage 2 Development

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Figure 7: Stage 3 Development

211. The impacts of the three stages of development are discussed below as part of the analysis of alternatives section of the EIA.

3.3. Airport Layout Plan

3.3.1. Design Aircraft

212. To design the airport layout plan, the design aircraft is needed to be decided. The design aircraft for the airport layout plan is selected and compared with typical aircrafts operating in PNLIA. The Consultant has selected the design aircraft of Code C type as B737-900ER and A320-200 for the largest size aircraft from the typical aircraft in PNLIA and the design aircraft of Code E type as B777-200.

3.3.2. Turning Pad

213. The turn pad is designed based on the ICAO Design Manual. 4 The design of the turn pad for this project is shown in the following figures.

4 Part1: Runways, Appendix 4

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Figure 8: Turn Pad Design with Nose Gear Track of B777-200

Figure 9: Turn Pad Design with Main Gear and Nose Gear Track of B777-200

214. The shape of turning pad will use the case of the B777-200 in this study. If it will be decided that the A350-900 will operate in the detailed design (DD) stage, the shape of the turning pad will be changed to the shape for the A350-900.

3.3.3. Taxiway Layout

215. The GoTL requested that all the plans will incorporate a part of parallel taxiway, which has been accommodated within the existing airport boundary. Masterplan 2019 achieves this by locating the taxiway at 172.5 m from the runway centerline in accordance with Code E separation standards, but for cost optimization purposes, the taxiway is initially dimensioned to accommodate only up to Code C aircraft.

216. Regarding the parallel taxiway, it is mentioned in the “International Civil Aviation Organization (ICAO) Airport Planning Manual Part 1: Master Planning” that the need for a parallel taxiway may be justified if any one of the following criteria is forecasted to reach within five years. Since the air traffic movement in 2030 will not attain the allowable criteria for parallel taxiway development, the parallel taxiway development is partially developed in Stage 1 and continued in Stage 2. The parallel taxiway layout in Stage 1 is shown in Figure 10.

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Figure 10: Taxiway Layout of Stage 1

3.3.4. Apron Spot

217. Apron stand number of this study is shown in Table 11.

Table 11: Apron Stand Number Apron Stand for Aircraft Type Stage 1 Stage 2 Stage 3 Code B* 3 3 5 Code C 3 3 4 Code E*(MARS Capability) 1 1 2 Total 7 7 11 * Code B include contingency of one stand after 2040, ** Code E include contingency of one stand after 2050 and One Code E stand assumes MARs capability

218. The apron layout of Stage 1 is shown in Figure 11.

Figure 11: Apron Spot Layout of Stage 1

3.3.5. Fuel Hydrant System

219. Daily fuel consumption of PNLIA is shown in Table 12. In Japan guideline of fuel hydrant system development is 1,000 kℓ of daily fuel consumption. If daily fuel consumption is less than 1,000 kℓ, a

53 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment refueler with a tank capacity of 20 kℓ can operate to supply aircraft. Daily fuel consumption of PNLIA is 259 kℓ in 2055 and fuel hydrant system is therefore not required.

Table 12: Daily Fuel Consumption Year Fuel Consumption (kℓ) 2030 36 2040 53 2055 259

3.3.6. Boundary Road

220. The layout of the boundary road is shown in Figure 12Error! Reference source not found.. The road is located outside of the runway strip in the north and east side of the airport boundary. In the west side of the airport boundary, the boundary road is located outside the grading area for the precision approach runway.

Figure 12: Boundary Road Layout of Stage 1

3.3.7. Car Parking

221. The capacity of passenger and visitor car parking are calculated based on peak hour passenger numbers and is shown in Table 13.

Table 13: Number of car parking Year Peak hour passenger numbers in Number of car parking in masterplan 2019 masterplan 2019 2030 538 186 (4,641m2) 2040 757 236 (5,909m2) 2055 1,197 420 (10,491m2)

3.3.8. Maritime Structures (Revetments)

Design Conditions

222. Tide Level - The following tide levels have been applied for the design of the maritime structures.  High Water Level (H.W.L.): +1.40  Mean Sea Level (M.S.L.): ±0.00  Low Water Level (L.W.L.): -1.40 (= Chart Datum Level)

223. These levels have been applied in the port of Dili.

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224. Sea Level Rise - Intergovernmental Panel on Climate Change (IPCC) Fifth Assessment Report indicates approximately 8.7cm of sea level rise by 2020 to 50.7cm of average predicted sea level rise by 2075 under Representative Concentration Pathway 8.5 (RCP8.5). Therefore, the sea level rise for the preliminary design in this study is determined as follows.  2020: 8.67 cm (Base Year)  2075: 50.68 cm (50 years operation from 2025 (expected year of start operation))  Sea Level Rise from 2020 to 2075: 42cm

225. Wave Conditions - The following Deepsea wave conditions have been applied for the design of the maritime structures.  Wave Height (50 years return periods): Ho = 3.17 m (WNW)  Period (50 years return periods): To = 9.2 sec5

226. According to the implemented offshore boring (BH-1 – Appendix A), the profile has good condition for the foundation of “Rubble Mound Structure”. Rubble Mound Structure is suitable for the structure of Revetment in consideration of the utilization of local materials such as soil, rock, cement, etc. This type is common as Revetment structure for the artificial airport island such as Hong Kong, Haneda (Tokyo), Kansai (Osaka), etc. The bottom of structure can be adjusted on unevenness or steep slope of seabed in Stage 2 and Stage 3 area.

227. The technical features of the revetment in terms of construction and maintenance (for each of the expansion stages) are summarized as follows.

Table 14: Technical Features of Revetments Stage 1 Stage 2 Stage 3 Assumed Structure Rubble Mound Type Water depth  +2.0m ~ -6.0m  5m ~ -20m  20m ~ -45m (average  Shallow water area (average around - around -35m) 10m)  Construction is not  Not unusual for impossible. However, deep sea unusual for deep sea construction construction Construction Method and  Onshore  Offshore  Offshore construction Equipment construction will be construction using using Barge with Crane main. Barge with Crane or Clamshell will be  Special or Clamshell will be main. construction main. equipment is not required. Ease of construction  Not difficult  Possible by  Possible by contractor contractor who is who is accustomed to accustomed to construction in deep construction in sea areas deep sea areas Ease of underwater  Possible with scuba  Possible with  Special un-crewed maintenance divers national licensed equipment is required divers and diver boat

5 Source: Report on JICA Dili Port Ferry Terminal Project (Apr. 2016)

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Figure 13: Typical Cross Section of Revetment (Stage 1)

Figure 14: Revetment Location

3.3.9. Pavement

228. The criteria for the pavement structural design are as follows:  Design Standards Adopted i. FAA AC-150/5320-6F “Airport Pavement Design and Evaluation for Runway, Taxiways, Apron, Turn Pad, and Shoulders” ii. “Airport Pavement Design Manual” in Japan Civil Aviation Bureau or Pavement Design Manual, 1992, Japan Road Association for GSE Road and Yard  Design Load i. Runway, Taxiways, Apron, Turn Pad and Shoulders: Code ‘E’ aircraft ii. GSE Road and Yard: 50-ton towing tractor  Design Period i. Runway, Apron, Taxiway, and GSE Area: 20 years ii. Shoulder: 10 years

Table 15: Pavement Classification for Airside Facilities in PNLIA Facility In-service Load Load Condition Pavement Classification Period

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Runway 2024~over 2040 Aircraft High speed Flexible(Asphalt) Pavement 26(East) side 2024~over 2040 Aircraft slow speed Rigid(Concrete) Pavement Turn 08(West) 2024~2025 slow speed Pad Aircraft Flexible(Asphalt) Pavement side 2025~(Runway) (high speed) Taxiway 2024~over 2040 Aircraft Not slow speed Flexible(Asphalt) Pavement Apron Static or slow 2024~over 2040 GSE Rigid(Concrete) Pavement speed

Figure 15: Pavement Cross Section

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3.3.10. Grading and Drainage

229. Since the size of runway strip is expanded, overall grading works of the runway strip is required. The transverse slope of runway strip is designed not to exceed 2.5 % which is specified as maximum allowable transverse slope of runway strip in ICAO Annex 14. Considering the surface water drainage, minimum transverse slope is set as 1.0 %.

230. A new drainage system will be developed. Discharge to the coast will be at four locations, two directly to the coast at the west end of the runway and two via channels to the to the north of the airport boundary. The following figures show the existing drainage system and the proposed new drainage system.

Figure 16: Existing Drainage System

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Figure 17: Proposed New Drainage System

Discharge Location

231. Potential increases in precipitation (due to climate change) may impact upon the flow of water across the site (via a culvert under the easter end of the runway). Figure 18 illustrates the location of the culvert (and its existing inlet and outlet areas) and the suggested relocation of the drainage system around the airport (via channel D20C) which is in line with the proposals outlined as part of the Dili Drainage and Sanitation Master Plan (2019) – see Figure 19. Further, the Master Plan indicates that “in the airport area, where an airport expansion project is foreseen, it is clear that drainage conditions will be substantially improved as the water that is now routed through the two existing ditches will be routed to the D20C channel.”

Figure 18: Proposed Drainage Chanel Solutions, and Existing Inlet and Outlet areas of Culvert

Source: The Consultant, 2021

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Figure 19: Proposed Drainage Plan, Dili Drainage and Sanitation Master Plan (2019)

Drainage Diversion

Source: Dili Drainage and Sanitation Master Plan EIS. 2019.

3.3.11. Earthwork Volumes

232. The earthwork volume is calculated by the difference calculus based on the existing elevation and grading plan. This earthwork volume calculation includes only cut and fill volume of onshore area and does not include the volume of reclamation. The result of calculation of cut and fill volume is as follows:  Fill volume: 176,000 m3  Cut volume: 220,000 m3

233. The excavated soil generated during construction works are utilized for filling works. However, according to the soil survey data at the airport area, some existing ground soils are not good characteristics for filling works. Therefore, only 50% of excavated soil is used for earth filling work in the construction works.

3.3.12. Air Traffic Control Tower (ATCT)

Location

234. The existing ATCT is located in an area with a response time of more than 4 seconds for the Runway location. The location of the new ATCT is determined so that the response time will be within 4 seconds in the runway plan for Stage-1 to Stage-3 as shown in the figure below.

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Figure 20: New ATCT Location

Source: Project Interim Report 2020

235. The ATCT building is planned to integrate the functions of ATCT, Head Office and Simulator Building. The site is divided for ATCT building, Procurement Office, Temporary Office and Immigration/Quarantine Dept. Car parking of 57 lots for staff and service road for carrying in the equipment are planned in ATCT site. The design of the ATCT building is shown in the following figures.

Figure 21: ATCT Site

Source: Project Feasibility Report 2021

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Figure 22: ATCT Building

Source: Project Feasibility Report 2021

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Figure 23: Floor Layouts of New ATCT

Source: Project Interim Report 2020

3.3.13. Aeronautical Lighting System

236. The light system in accordance with ICAO Annex 14 must provide necessary lights for precision approach runway and non-precision approach runway.  Precision Approach Pathway Indicator (PAPI) System (RWY 08 and 26 sides)  Runway edge lights  Runway threshold lights (RWY 08 and 26 sides)  Runway end lights (RWY 08 and 26 sides)  Taxiway edge lights  Taxiing guidance signs (mandatory instruction signs and information signs)  Wind direction indicators (RWY 08 and 26 sides)  Apron flood lights  Aerodrome beacon (rooftop of control tower)

Floodlight System

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237. The apron floodlights should be provided to give sufficient illumination for all the apron service areas intended to be used at night with a minimum of glare to pilots of aircraft in flight and on the ground. The apron floodlights will be mounted on poles and floodlight fixtures should be LED type with an obstacle light mounted on top.

Floodlight Technical Specification

 All floodlight fittings should be specifically designed for apron floodlighting to provide sufficient illumination on the surface of the apron as stated in Chapter 13 of Aerodrome Design Manual Part 4. Visual Aids of ICAO (latest edition)  Aircraft stand for 20 lux (horizontal illuminance) with uniformity ratio (average to minimum) for not more than four to one.  Other apron area for 50% to average illuminance on the aircraft stand with the same uniformity ratio above.  The housing should be made of steel, or sheet aluminum with a front lens of tempered glass, and the reflector made of electrolytically polished aluminum sheet.  All fittings should be suitable for pole mounting and should have the maximum beam adjustment capability in both the vertical and horizontal settings to facilitate final adjustment on the site.  All fittings should be completely weatherproof and specifically designed to withstand the high temperatures caused by the light sources.  All fittings should be specifically designed for apron floodlighting and in particular to minimize the glare to the pilots of taxiing aircraft.

Floodlight Installation

238. The poles for apron floodlighting should be approximately 25 m high and suitable for mounting base. Each pole should be equipped with lowering gear for maintenance.

239. All poles and accessories should be hot dipped galvanized uniformly. A lightning rod should be provided at the top of the pole and grounded. All poles should be finished with two (2) undercoats and two (2) topcoats of paint before erection or installation on the site.

Lighting Power Requirements

240. Summary of power consumption in AFL is shown in Table 16

Table 16: Summary of Power Consumption for AFL Location Item VA Qty Total VA Runway Edge Lights 30 30 900 Runway Edge Lights 30 30 900 Runway Runway End Lights and Runway Threshold Lights 30 12 360 Runway End Lights and Runway Threshold Lights 30 12 360 Taxiway Edge Lights 30 15 450 Taxiway Taxiway Edge Lights 30 15 450 Apron Edge Lights 30 6 180 Apron Edge Lights 30 6 180 Apron Spare N/A N/A N/A Spare N/A N/A N/A 500 5 2,500 Apron Flood 500 5 2,500 Lighting 500 5 2,500 500 5 2,500 Source: Project Interim Report, 2020 3.3.14. Access

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241. A new road will be constructed linking the residential area to the north of the airport to the south area of the runway. The following figure illustrates approximately where this new access road will be located. The road will be constructed at the start of the construction phase to ensure access around the site during the construction phase. No existing access roads will be closed until this road is open. The design of the access road will be completed during the detailed design phase. Several options for the design of the access road have been proposed and are discussed in Section 4 – Analysis of Alternatives.

Figure 24: Approximate Location of Access Road (magenta line)

3.4. Construction Activities

3.4.1. Preparatory Works

242. Land Acquisition – A Draft LASCP has been prepared according to GoTL Laws, the ADB SPS (2009). MOTC will be responsible for the timely implementation of the LASCP prior to the start of construction (C-LU-01).

243. Specific Environmental Management Plan (SEMP) – Ensure that the SEMP is submitted to the CSC for review at least 30 days before taking possession of any work site. No access to the site will be allowed until the SEMP is reviewed by the CSC and approved by the IPMU.

244. Site Clearing Works – The Works include the following site clearing works within or adjacent to the Project site, in accordance with the Drawings or instructions of the CSC:  Demolition, removal and disposal of any existing structures.  Removal of any other natural or artificial objects within the work site areas.  Removal and disposal of all vegetation and debris within the designated limits of the Project.

3.4.2. Construction Activities

245. The main construction phase aspects are described in detail below.

65 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

246. The following is a sequential description of the potential activities associated with the construction of the Project.  Revetment and Reclamation  Upgrading of Runway o Extension o Widening o Filling o Excavation o Parallel Taxiway and Connection Taxiway o Land Preparation for Runway and Taxiway Strip  Drainage Works  Construction of ATCT and Car Park  Installation of Lighting

Revetment & Reclamation

247. Construction of the revetment will begin onshore, creating access as it progresses. 100-200kg boulders will be pushed by bulldozer from the shore starting at points A and B (see Figure 25), moving in the direction of the red arrows, to create the rubble mound. The rubble mound type can be established directly on this sandy surface layer. Therefore, the dredging and excavation works of seabed will not be required.

248. As works progress geofabric sheets will be placed behind the rubble stone. A temporary spillway will be created for the effluent of sea water.

249. Reclamation works will then start from the coastline using sand fill material from borrow pits. Armour stone will be added to the outside wall of the revetment with a stone sizing of between 500 and 1,000kg.

250. Compaction works will commence after the fill material is above the water level. Tetrapods will be placed around the outer revetment wall. After compaction is achieved the surface of the fill material will be trimmed and airport civil works would commence (pavements, etc.)

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Figure 25: Revetment and Reclamation Work Zones

A

B

Runway Upgrading

251. Runway upgrading will be undertaken within the boundary of the existing airport using the equipment outlined in Figure 27 below.

Drainage Works

252. Drainage works will involve the excavation of a new drainage ditch with connections to the existing drainage network. All works will be undertaken within the existing airport boundary using an excavator and dump trucks to remove excavated materials.

Construction of ATCT

253. ATCT will be constructed in the southern portion of the site using standard construction practices for the construction of a commercial building. Piling will be required for the foundation works.

3.5. Construction Camps and Laydown Areas

254. A construction camp will be established for the Project. The location of the camp will be determined by the DB Contractor, but it will be within the existing airport boundary, possibly in the vacant land in the southern portion of the site. The camp will be approximately 2 hectares in size and should not be placed adjacent to the site boundary fence, i.e., next to exiting residential properties. The figure below illustrates an area of around 2 hectares (within the red polygon) which could be utilized for camp and laydown facilities. Specific measures to manage the camp site are included in the Project EMP.

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Figure 26: Potential Camp and Laydown Areas

3.6. Equipment Refuelling

255. Vehicle refueling will be undertaken at the Contractors camp site in a dedicated refueling area. The environmental requirements for this area are outlined in the Project EMP. Vehicle refueling will be prohibited outside of this area.

3.7. Work Schedule, Manpower and Estimated Traffic

256. Construction works are anticipated to take 24 months. The estimated number of workers required for each activity is indicated in the table below along with an estimate of the number of construction vehicles used per day. Note that construction works on the runway will only be undertaken during the nightime period so that the runway can continue to be used during the daytime.

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Figure 27: Works Schedule

Source: Feasibility Study Engineering Team, 2021

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3.8. Construction Equipment and Materials

3.8.1. Construction Equipment

257. The following table indicates the machinery that will be required for on-site works. In addition, a number of trucks will be required to transport fill materials as well as potentially asphalt and concrete to the site. The exact number of trucks will be determined by the Contractor (the approximate number of journeys is indicated in Figure 27 above).

Table 17: Construction Equipment Work Item Construction Vehicle Earth Work Bulldozer, Excavator, Dump truck and Roller Revetment Work Tetrapod produced site near coast and temporary storage. Concrete mixer, Crane and Bulldozer Reclamation Work Bulldozer, Excavator, Dump truck and Roller Asphalt Pavement Work Asphalt finisher, Dump truck and Roller Concrete Pavement Work Dump truck, Concrete finisher, Crane and Concrete Cutter Drainage Work Dump truck and Concrete Mixer Control Tower, Administration Crane, Piling machine, Dump truck and Generator Building Work Aerodrome Ground Lighting (AGL) Dump truck and Generator Work

3.8.2. Materials

258. The following table provides an estimate of the number and volume of materials needed for the main construction activities.

Table 18: Material Volumes Work Item Material Number / Length / Volume Revetment and Reclamation Rubble stone (100-200kg) 70,000 m3 Amour stone 21,000 m3 Geofabric 12,300 m2 Tetrapods 4,800 # L-shaped Wall 850m Fill material 316,000 m3 Earthworks Excavation 162,000 Fill (with excavated material) 81,000 Fill (with borrow material) 129,000 Pavement Asphalt 17,700 m3 Base course 47,300 m3 Sub-base 28,600 m3 Subgrade – for soil improvement 60,700 m3 Subgrade – for compaction of land 100,900 m3 Concrete 16,800 m3

3.8.3. Borrow Pits / Quarries

259. Sand and other aggregates will be required. Sand will be used for the infill of the reclaimed land area. Aggregates will be sourced from the following locations (final decision to be made by the Contractor).

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Table 19: List of Potential Borrow Pits / Quarries

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Figure 28: Locations of Potential Borrow Pits / Quarries

Source: The Consultant

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3.9. Construction Constraints

260. The construction works have been influenced by the need to accommodate a number of constraints during construction.

3.9.1. Airport Operations

261. Currently aircraft can only take off and land during periods of daylight. The means that construction of portions of the runway, revetment and reclamation works will only be possible during the nightime periods. This could potentially result in elevated noise levels in neighboring residential areas during this period and possible light spill impacts offshore.

262. Careful planning will also be needed to ensure that other activities, such as drainage works, taxiway and apron construction can be undertaken during daylight so as not to be affected or affect normal airport activities.

263. The following figure indicates the Japanese standard for construction on existing runways. It is recommended that this standard be adopted during the construction phase of the Project.

Figure 29: Japanese Runway Construction Standard

- Runway Strip (1): Construction work need during no runway operation time, runway closed or nighttime. - Runway Strip (2): Construction work can do during runway operation time.

3.9.2. Other Projects

264. The Project is likely to be constructed at the same time as the airport terminal and a new ADB road upgrade project linking the airport to Tasitolu. The cumulative impacts of these activities are discussed in more detail in Section 8. However, in summary, it is assumed that the road construction

73 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment works could place a significant restriction on traffic movements specifically the movement of vehicles transporting fill material from quarries and borrow pits.

3.9.3. Seasonal Restrictions

265. Cetaceans and other large marine species can be sensitive to displacement by marine noise. The Project will not involve any marine or coastal piling or blasting, thus minimizing the possibility of severe noise impacts in marine areas. Peak cetacean abundance (across all species) in Timorese waters appears to be in November, with much lower numbers in April-August. The breeding and calving season for Dugong is likely to be around June-December. To minimize displacement impacts, marine construction activities should be minimized in the peak cetacean migration season and, ideally, key breeding times for Dugong. As such, marine construction work will be initiated in February and – lasting about 1.5 years – continue until August the following year. The Project will thus only disturb marine species during one peak cetacean migration and Dugong calving period.

3.10. Associated Facilities

266. The planned new terminal building will be an associated facility to the project in ADB’s SPS terms as: 1. It will be financed by a third party (JICA), 2. Cannot operate without the airport, and 3. Airport cannot operate without the terminal. Assessment of the associated facility should be included in the scope of the project. As of now there is no information about the terminal design. The EIA will be updated when design and environmental assessment for terminal will be available, and the relevant provisions will be included in this EIA.

267. The airport including old terminal building present an existing facility for which environmental audit is required. Given the status of the airport as an existing, and environmental and social audit of the airport has been undertaken as part of this EIA and where significant risks and impacts have been identified measures have been provided to mitigate impacts via a corrective action plan (CAP).

268. One important aspect to note regarding the upgrading of the terminal building is the stages of construction. Ideally construction of both the Project activities and the terminal upgrades should be undertaken in sync. However, this might not be possible. The following figures indicate the differences in the construction plan with and without the new terminal.

Figure 30: Construction with New Terminal

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Figure 31: Construction without New Terminal

3.11. Stages of Future Development

269. ADB intends to fund Stage 1 of three potential stages of airport development. The proposed work scope of Stage 1, Stage 2, and Stage 3 is shown in the table below.

Table 20: Proposed Scope of the Study Stage Stage 1 Stage 2 Stage 3 Target Operation Year 2024 Future Future Design Target Year 2040 2040 Over > 2055 Runway 2,100 m 2,500 m 3,200 m Partial Parallel Taxiway 〇(Code C) 〇(Code E) - Taxiway 〇 〇 - Apron 〇 〇 〇 Passenger Terminal Building JICA 〇 〇 Air Traffic Control Tower 〇 - - Power House JICA 〇 〇 Airfield Ground Lighting System 〇 〇 〇 Access Road and Car Parking Under review - -

270. Figure 32 and Figure 33show the project boundary and land acquisition boundary of Stage 2 and Stage 3 (Stage 1 is shown in Figure 4). The scope considered includes the construction of parallel taxiway, car park, and access road; note that this scope is only temporary and subject to further studies on cost estimates.

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Figure 32: Stage 2 Development

Figure 33: Stage 3 Development

271. The impacts of the three stages of development are discussed below as part of the analysis of alternatives below.

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4. Analysis of Alternatives

4.1. General

272. One of the objectives of an EIA is to investigate alternatives to the Project. In relation to a proposed activity “alternative” mean different ways of meeting the general purposes and requirements of the proposed activity.

273. The following section presents a summary of the following alternatives:  ‘no project’ alternative.  Alternative Layout.

4.2. ‘No Project’ Alternative

274. The “No Action” Alternative in this instance is defined as a decision not to undertake the proposed construction of the Project. From an environmental perspective the no action option would have a number of benefits specifically in terms of biodiversity. There would be no construction works in the sea and as such no impacts to marine wildlife or habitat during this phase. The coast would retain its existing form and no impacts resulting from any changes in current or sediment movement along the shore would be realized. Further, there would be no temporary construction phase impacts on land, such as increased levels of noise and dust and there would be no additional health and safety risks (including to workers and the local community). The no action alternative would also mean that there would be no need to resettle people or provide compensation for the loss of land.

275. However, the airport in its current form has significant technical restrictions. The dimensions of the runway strip do not fully meet the requirements stipulated by the ICAO for an instrument runway operation, and the existing runway does not include any ICAO specified RESA. ICAO Annex 14 specifies that a RESA shall be provided and be at least 90m long, and that as far as practicable should be 240m. The existing runway is serviced with non-precision navigational aids - a Doppler Very High Frequency Omni Range Navigational Aid and Distance Measuring Equipment (DVOR/DME) located on the northern side of the runway strip and a Non-Directional Beacon (NDB) located in the south west area of the airport. The VOR/DME is surrounded by a protection area, although the dimensions are smaller than the ICAO recommended area of 600m.

276. Further, the airport in its current form does not meet the technical requirements to support larger planes. The existing runway has a designation of 08/26 is 1,850m in length with a pavement width of 30m. The runway is capable of supporting narrow-bodied (Code C) aircraft (e.g., Boeing 737, Airbus A320) operations with significant payload restrictions due to its 1,850m runway length. Apron D (215 x 87m) is made of an asphalt surface. The load bearing capacity of this apron is limited (PCN 32/F/B/X/U). While it can accommodate a Boeing 737, it cannot accommodate wide-bodied aircraft such as the A- 330.

277. Developing the airport will provide a safer airport and enable larger aircraft to access Dili and the country itself. The number of routes to the country would increase as shown in the figure below.

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Figure 34: Potential Routes (Stage 1 Runway 2100m)

Source: IFC Masterplan, 2019. Note: if an airline takes-off with reduced passenger loads (typical of 75-80% load factor), then the below aircraft range can be further improved using the same runway length: Narrow-bodied code C aircraft  B-737-800 (Inner Circle, 1,800nm, 160 Passengers)  B787-8 (Outer Circle, 3,550nm, 242 Passengers)

278. Based on the figure above, a runway length of 2,100 meters at PNLIA is adequate to allow narrow-bodied type aircraft to operate with commercially viable payloads to most of the ASEAN destinations such as Kuala Lumpur, Singapore, Jakarta, Manila and Darwin. As stated earlier, longer range distances are achievable if passenger load factors (seat numbers) are reduced, enabling access to destinations like Bangkok and Hong Kong from a 2,100m runway, albeit with a small commercial penalty. Further, wide-bodied aircraft can make practical use of the 2,100m runway and achieve significant ranges with reasonable loads, or shorter ranges at more economic loads.

279. Accordingly, given the above, the ‘no project’ option would not be in the best interests for the continued development of the airport and the country as a whole.

4.3. Initial Assessment of Layout

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4.3.1. IFC Study

280. An initial study of the potential layout of the airport was prepared by the IFC in 2013 as a Public Private Partnership (PPP) project. Two options were assessed.  Option 1: Runway strip with 150 m width. The feature of Option-1 is to construct a seawall at the west side and to install a 150 m wide runway strip for the initial stage/2,050 m and the ultimate stage/2,500 m. The RESA is installed at 240 m length. However, in accordance with ICAO Annex 14, the runway strip is necessary to install at 280 m2.  Option 2: Runway strip 300 m width. The feature of Option 2 is not to construct a seawall at the west side and to install a 300 m wide runway strip for the initial stage/2,100 m and the ultimate stage/2,500 m. The RESA is installed at 240 m length. This option is in full accordance with the ICAO Annex 14 recommendation.

Review of options.

281. Option 1 is considered for maximum land area use for runway expansion, such as minimal sea reclamation with seawall and no interference with the river at the initial stage. The ultimate stage is only on the east side extension, and the river crossing area only has a pavement width of 45 m, with no consideration of runway strip width. Also, there is no detailed river crossing structure. Option 2 is considered for no sea reclamation. However, both the initial stage and the ultimate stage are necessary to construct the river crossing structure. The river crossing area only has a pavement width of 45 m. It is recommended for both options that all surrounding areas of the runway, including the runway strip, must be in accordance with the ICAO.

Figure 35: IFC Option 1

Source: Preliminary Assessment for Dili Airport Runway Upgrading Project (2019), based on IFC

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Figure 36: IFC Option 2

Source: Preliminary Assessment for Dili Airport Runway Upgrading Project (2019), based on IFC

4.3.2. Government Study

282. The Ministry of Public Works, Transport and Communications (MPWTC) prepared several further options based on the IFC plans.

Stage-1: 2,100 m extension.

283. The extension runway length up to 2,100 m (+ 250m additional) is necessary to construct minimal sea reclamation at the west (sea) side. The east (river) side spans up to edge of the Comoro River which does not interfere with the river, including river reservation. Through estimation of the passenger volume by MPWTC’s study, it is expected to handle 1 million passengers per year, and flight destination has direct access with some Asia-Pacific markets, such as Hongkong, Bangkok, and Sydney. The size of the runway strip is upgraded from 150 m width to 300 m width in accordance with ICAO Annex 143. However, the RESA is not installed, and some areas of the west side runway strip is not sufficient according to the ICAO standard for this stage.

Stage-2: 2,500 m extension.

284. The extension runway length up to 2,500 m (+ 650 m additional) is only towards the east side no interference of the river, including the river reservation from Stage-1. The estimation of passenger volume was not clearly described in the study report. Only the land area of runway strip is sufficient in accordance with ICAO standard. The RESA is installed 240 m on both sides in this stage.

Alternative option of Stage-2: 2,500 m extension.

285. The alternative option of extension runway length up to 2,500 m (+ 650 m additional) towards the east side crossing of the Comoro River from Stage-1. The size of the runway strip is in accordance with ICAO standards, such as 300 m width without river crossing area where the width is only around

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150m. RESA is installed 240 m on both sides in this stage. However, the IFC report suggested high social disruption in the east side and flood risks of crossing the river.

Review of 3 options.

286. Stage-1 option only focuses on the runway length up to 2,100 m. Most of the runway strip was enlarged without the west part near the seaside according to ICAO standards, but RESA is not in accordance with ICAO standards. Stage-2 option has enough runway length for current aircraft types, such as B737 and A319. Also, it considers operating Code-E aircraft operations, such as B787 and A330. RESA is allocated the ICAO recommended length. However, the runway strip of the west expansion area is not sufficient according to ICAO. It should be noted that all options are not completely in accordance with ICAO standards, such as runway strip width. Hence, improvements are necessary. Also, the crossing river area of alternative option must be considered for high safety measure due to contact with external areas.

Figure 37:Stage 1: 2,100m Extension

Source: Preliminary Assessment for Dili Airport Runway Upgrading Project (2019), based on MPWTC

Figure 38: Stage 2: 2,500m Extension

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Source: Preliminary Assessment for Dili Airport Runway Upgrading Project (2019), based on MPWTC

Figure 39: Alternative Option of Stage 2 Alternative

Source: Preliminary Assessment for Dili Airport Runway Upgrading Project (2019), based on MPWTC

4.4. ADB Options Study

287. Based on the review of previous and ongoing studies, the surrounding environmental and social situation, and the operational aircraft evaluation, the four options below were prepared.

Option A-1/West Side, 2,500 m Expansion

288. Option A-1 runway length has a total of 2,500 m expansion toward the west (sea) side with full length parallel taxiway. It adds 650 m runway and preparation of RESA for both sides. However, there is some land space of around 50 m for runway extension in the standard RESA on the east side. Therefore, west side extension is 600 m.

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Figure 40: Option A-1

Source: Preliminary Assessment for Dili Airport Runway Upgrading Project.

Option A-2/ East Side, 2,500 m Expansion

289. The runway length of Option A-2 has a total of 2,500 m expansion toward the east (river) side. It adds 650 m runway and preparation of standard RESA for both sides. The blue area in the figure below shows the flow of the diversion river and the green line is the Rua de Bebonuk road which has a function as an access road from the coastal area. The road will be disconnected by the diversion river in this option.

Figure 41: Option A-2

Source: Preliminary Assessment for Dili Airport Runway Upgrading Project.

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Option A-3/Both Sides, 2,500 m Expansion

290. The runway length of Option A-3 has a total of 2,500 m expansion toward both east (river) and west (sea) sides. It adds 650 m runway and preparation of standard RESA on both sides. The west side extension is 195 m, and the east side extension is 455 m. The extension length of the runway to east side is decided from the viewpoint of not disconnecting the Rua de Bebonuk road which is shown as green line in the figure below and is located in the east area of the airport.

Figure 42: Option A-3

Option 2100/ IFC Plan Both Sides, 2,500 m Expansion

291. This option is provided by IFC airport master plan team which GoTL inter-ministerial working group accepted as the priority airport development layout plan. The runway length of Option 2100 has a total of 2,100 m expansion toward both east and west sides. It adds 250 m for existing runway and preparation of standard RESA on both sides. The west side extension is 75 m and the east side extension is 175 m. The extension length of the runway to west side is necessary for land reclamation of sea and to east side is no interference for the riverside. The parallel taxiway is around 1,000 m long of west side of the airport.

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Figure 43: Option 2100

4.4.1. Technical and Cost Aspects of the ADB Option Study

292. The technical and cost aspects of the study were assessed and are summarized in the table below. Note the technical concerns regarding Option 2100 were not included in the study. The table clearly indicates that from a schedule and cost perspective Option 2100 is preferential.

Table 21: Technical Cost Aspects Option Construction Construction Technical Concerns Cost Period Option A-1 352,190,000 5 years The advanced marine technology is required (West side, RW2,500 m) for the construction and maintenance of the revetment structure on the deep see area (over -30m). Option A-2 85,830,000 4.5 years Diversion process of the river for (East side, RW2,500 m) construction need to be elaborated. Option A-3 132,520,000 5 years The construction of the revetment is easier (Both sides, RW2,500 m) to compare with Option A-1. (water depth: around -8m) Diversion process of the river for construction need to be elaborated. Option 2100 42,480,000 3 years -

4.4.2. Environmental Impact of the ADB Option Study

293. The significance of impacts for each option was relatively scored from 1 to 5 (5 being the highest preferred option) based on the above evaluation result in the table below. The lower score presents the larger adverse impact while the higher score presents the smaller adverse impact. Since the impact on biodiversity also represents probability of critical habitat, which is significant for comparing project options, the weight for biodiversity is twice of other factors.

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Table 22: Environmental Assessment of Options Option Biodiversity Noise and Vibration River Flow and Ocean Current Option A-1 A large sea area (29 ha) The noise and vibration No impact on Comoro River (West side, RW2,500 m) with rich in marine life impact on dugongs will flow. In Tasitolu, the adjacent to Tasitolu be the largest in the presence of reclaimed land protected area will be construction and would dramatically change reclaimed. The project operation period the ocean current, which will decline or disturb the because the distance would cause the erosion of habitat and feeding between the beach sand. The area of ground of dugongs, coral reclamation site on the reclaimed land will be reef, habitat of sea turtles western side of the largest among other options. and other threatened runway and the species in Tasitolu. dugong’s habitat will be closest, within tens of meters. Ranking 1 1 2 Option A-2 The reclamation area is A certain residential A total 1.6 km of Comoro (East side, RW2,500 m) 5.1 ha, which is the and commercial area in River path will be diverted, second smallest the east-side extension that would also affect development area in west area would have characteristics of side. However, the significant aircraft noise groundwater recharge and option involves the river impact sedimentation from diversion, which covers during the construction upstream. In Tasitolu, the 33 ha land for stage. presence of reclaimed land construction work. will change the ocean current. Ranking 3 3 2 Option A-3 The 13 ha of reclamation A certain residential A total 1.6 km of Comoro (Both sides, RW2,500 m) work will cause the and commercial area River way will be diverted second-largest adverse would have significant that would also affect impact among options. aircraft noise impact characteristics However, the option during the construction of groundwater recharge involves the river stage, which will have and sedimentation diversion, which covers impact more than A-2 from upstream. 33 ha land of option because the In Tasitolu, the presence of construction work. runway will reach reclaimed land will change further to residential the and commercial area of ocean current. Bebonuk. Ranking 2 2 2 Option 2100 Total development area The noise and vibration No impact on Comoro River is least impact flow. among options, which will both on communities In Tasitolu, the presence of cause the least impact on and reclaimed land will change biodiversity natural wildlife will be the among other options. the ocean current. least. Ranking 4 4 4

294. The sum of scores for each option with maximum weightage of 100 scores is shown in the table below. It is concluded that Option 2100 is considered as the highest scored option (most preferred option) in terms of environmental safeguard while Option A-1 is the least scored option (least preferred option).

Table 23: Comparison of Options (Environment) Option Biodiversity Noise and River flow and Total Score (weight: 50%) Vibration Ocean Current (weight: 25%) (weight: 25%) Option A-1 10 5 10 25 (West side, RW2,500 m)

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Option A-2 30 15 10 55 (East side, RW2,500 m) Option A-3 20 10 10 40 (Both sides, RW2,500 m) Option 2100 40 20 20 80

4.4.3. Social Impact of the ADB Option Study

295. The Option Study Team reviewed the result of the survey on social safeguards and assessed the risk of each option from the social point of view. It must be noted that data and information used for identification of affected people/houses is roughly captured by site observation of the sample areas and Google Earth images. Hence, it is not accurate but estimated.

Table 24: Social Assessment of Options Option Physical Economic Impact on Local Displacement Displacement Community Option A-1  Affected people: 325  Tens of small shops  Community north of the (West side, RW2,500 m) persons must be Relocated current runway will lose  Plots in dispute  Loss of vegetable access road to the (except parallel cultivation and south. taxiway area): 9 palm tree  A school located plantation adjacent to the current runway possibly be included in the extended  runway. Ranking 4 4 2 Option A-2  Affected people:  Tens of small shops  Community north of the (East side, RW2,500 m) 2,989 persons must be relocated current runway will lose  Plots in dispute  Loss of vegetable road to the south. (except parallel cultivation and  A school located taxiway area): 16 palm tree adjacent to the current plantation runway will be included  Business activities in the extended runway. (shopping center,  The supposed runway company etc.) area possibly includes must be relocated the sacred tree and by river diversion. cemetery.  Supposed river diversion area possibly includes chapels and schools. Ranking 1 2 2 Option A-3  Affected people:  Tens of small shops  Community north of the (Both sides, RW2,500 m) 2,662 persons must be relocated current runway will lose  Plots in dispute  Loss of vegetable access road to the south. (except parallel cultivation and  A school located taxiway area): 15 palm tree adjacent to the current plantation runway will be included  Business activities in the extended runway. (shopping center,  The supposed runway company etc.) must area possibly includes be relocated by the sacred tree and river diversion. cemetery.  Supposed river diversion area possibly includes chapels and schools. Ranking 1 2 2

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Option Physical Economic Impact on Local Displacement Displacement Community Option 2100  Affected people: 510  Tens of small shops  Community north of the Persons must be relocated current runway will lose  Plots in dispute  Loss of vegetable access road to the south. (except parallel cultivation and  A school located taxiway area): 8 palm tree adjacent to the current plantation runway possibly be included in the extended runway. Ranking 4 4 2

296. Based on the above table, the scoring of each option with weightage of maximum 100 scores is summarized as shown in the table below.

Table 25: Comparison of Options (social impact) Option Physical Economic Impact on Local Total Score Displacement Displacement Community (weight: 37.5%) (weight: 37.5%) (weight: 25%) Option A-1 30 30 10 70.0 (West side, RW2,500 m) Option A-2 7.5 15 10 32.5 (East side, RW2,500 m) Option A-3 7.5 15 10+0p 32.5 (Both sides, RW2,500 m) Option 2100 40 30 10 70

4.4.4. Options Results

297. The technical aspects, environmental safeguards aspect and social safeguards aspect were then compared with the results shown in the table below.

Table 26: Comparison of Options (social impact) Option Technical Environmental Social Aspect Comprehensive Aspect Aspect Result Option A-1 C C A C (West side, RW2,500 m) Option A-3 B B C B (Both sides, RW2,500 m) Option 2100 A A A A

298. Accordingly, the preferred option is that based upon Option 2100 which is the option studied as part of this EIA.

4.5. Alternative Seaward Expansion Techniques

299. Expansion of the runway into the sea considered two techniques: a) reclamation with revetment and b) jetty structure. An analysis of the two methods was undertaken from a cost and schedule perspective based on a stage 2 and 3 scenarios (e.g., 2,500m runway). 6 The cost of reclamation was estimated at approximately 350m USD compared with a cost of approximately 933m USD for a jetty structure. Regarding schedule, the reclamation works were estimated to take approximately 5 years to

6 Preliminary Airport Study. ADB, 2019

88 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment complete, in comparison with 9 years for the jetty structure. Accordingly, the jetty structure was not considered for further analysis and there is no reason to discuss this alternative from an environmental and social perspective as it is clearly not a feasible alternative.

4.6. Alternative Project Boundaries

300. Efforts have been made during the FS to significantly reduce land acquisition impacts by the Project. The FS team studied the project area and discussed with involved agencies to identify a smaller project boundary than this in the master plan, considering the requirements of each facility and topographical characteristics. Compared to the master plan of the Project, the total area of land acquisition reduced is 23.41 ha as below:  12.82 ha reduced at the North area of the Airport around the VOR/DME since the minimum requirement specified in International Conference on Airport Planning standard can be satisfied within the existing boundary, so no additional land acquisition is needed for these components as required in the master plan.  10.59 ha reduced at the Southeast area of the airport since only landing strip, drainage ditch, perimeter road, and perimeter fence are required, and no other facilities are planned in this area. The boundary identified by the technical design team can cover these facilities - which is smaller than this in the master plan.

4.7. Alternative Access Road

301. Three alternative options for the access road at the eastern end of the runway have been proposed as part of the FS. The access road needs to be above the high-water level in the Comoro river and as such the access road needs to be as close to the boundary of the airport as possible. The proposed engineering cases are shown below. None of the alternatives will have a highly significant environmental impact, but in general Case 1 and Case 3 are preferred as less fill material will need to be transported to site from borrow pits and both options are unlikely to have any erosion issues.

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302. A simple assessment of these three cases has been undertaken by the Consultant and illustrated below.

Table 27: Access Road Alternatives Item Case-1 Case-2 Case-3 Structure Type Retaining Wall Embankment Bridge Cost for structure work 20,000 USD 10,000USD 400,000USD (estimate) Construction Period for structure 4 weeks 2 weeks 10 weeks work Risk of washout due to flooding Low Middle Low

4.8. Alternative Hazardous Waste Disposal Options

303. Waste materials in Dili, including hazardous waste, are sent to Tibar landfill. As discussed in this report (Section 8.5.4) the landfill is not well managed and there is a risk that disposal of hazardous waste in this location could have secondary impacts, e.g., to waste pickers and could contribute to contamination of soils and groundwater in the area of the landfill (which appears not to be engineered for hazardous waste).

304. Initially, it is recommended that waste disposal follows the waste hierarchy, e.g., reduce, reuse, recycle. However, this may not be practical for hazardous wastes, such as empty oil cans, oily rags, etc. Accordingly, two options for hazardous waste disposal are considered:  Storage on site and shipment out of country to an approved location.  Construction of a hazardous waste landfill.

305. The costs of transporting hazardous waste out of the country to an approved location would be expensive and estimated at around 20,000 USD. However, construction of a specific landfill for the management of the hazardous waste generated by the Project would not be feasible financially or in terms of schedule. Constructing a landfill would require a location to be identified, land to be procured, detailed engineering designs, a separate EIA process (including licensing and full-time management of the landfill. All of these costs are anticipated to be well in excess of estimated costs of waste shipping. Accordingly, it is recommended that storage of site and shipment is the preferred hazardous waste management method.

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4.9. Stages of Development

306. As noted earlier, three stages of airport development have been proposed for the Project. The following provides a summary analysis of these stages in terms of environmental and social impacts. Note that the timescale for the future development is not confirmed as such, this analysis should not be seen as a final assessment of the proposed staged development, more as an indicator of the potential issues that may arise which would need to be studied in greater depth as part of any EIAs prepared for these stages once the decision to financially support them is confirmed.

307. Coastal Water – Coastal water quality is likely to be significantly impacted during both the construction and operational phases of stage 2 and 3. During the construction phase construction of the revetment wall will be required to depths of more than 30m more than 1km offshore. Ships will be required to move the material offshore. Dumping of rubble onto the sea floor will create large plumes of sediment which may significantly increase the water turbidity thereby affecting coral and other aquatic species.

308. Comoro River – HIAL lighting will extend into the Comoro river during phase 2 and 3. This will have impacts to the flow of the Comoro river, although these impacts are not thought to be of high significance.

309. Air Quality – Increased air traffic will lead to an increase in aircraft emissions over time. This could be partially offset by improvements in airplane technology over the next 10 to 20 years. However, the EIA estimates that by 2055 PNLIA CO2 emissions will still be negligible compared with global aviation emissions. As noted above, modelling future air dispersion scenarios it considered to be beneficial to understand how emissions will disperse during stages 2 and 3.

310. Natural Resources – Huge volumes of fill material will be required for the reclaimed runway in stages 2 and 3. It is not certain that such volumes could be supplied locally without significant environmental consequences to the mined areas.

311. Marine Biodiversity and Designated Sites – Highly significant impacts to biodiversity can be anticipated in stages 2 and 3. A minimum 600 m westwards runway extension into the sea will significantly obstruct and alter the nearshore current, resulting in erosion to the east and extensive build-up of sediment to the west. Even in stage 1, this sediment build-up is predicted to extend about 400 m westwards within 10 years. It is therefore likely that sediment build-up would start to swamp coral reef Critical Habitat in Tasitolu Bay (extending from just 500 m west of the location where the runway meets the coast), resulting in irreversible loss of this habitat (and consequent impacts on the protected area within which it is located). Construction-stage sediment plumes from the runway extension would be more difficult to contain in deeper waters, and thus more likely to impact the Tasitolu Bay reefs. Further, nearshore movements of species such as Dugong and turtles are likely to be significantly impeded by a 600 m marine runway extension, and the piling necessary to secure such an extension into deeper water would cause substantial disturbance – and potentially injury or even mortality – to Dugong, turtles, cetaceans, and other marine species.

312. Land Use – Stage 2 and 3 would primarily involve expansion west into the sea, however there will be further widening of the airport boundaries in most directions which would have additional impacts in terms of land acquisition.

313. Noise – As per air quality above, noise levels would increase along with increased air traffic. The exact nature and extent of the increases has not been modelled, but it is assumed that a larger part of Dili would be exposed to elevated noise levels during stages 2 and 3. Underwater noise impacts during construction and operation would also need to be considered carefully during the next stages of development.

314. Given the above, it can be seen that stages 2 and 3 would most likely result in a wide range of environmental and social impacts, some of which may be of high significance and irreversible.

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5. EIA Approach

5.1. Assessment Boundaries

315. The boundaries of the assessment have been divided depending upon the specific environmental and social characteristic to be affected. For example, the potential area of impact for noise which extends far beyond the boundary of the airport, will be different to the area of impact for terrestrial soils which will be largely confined to the construction boundaries of the Project. These specific boundaries are defined individually in Section 8 below.

5.2. EIA Methodology

316. The methodology used to prepare this EIA is based on the requirements of the ADB Safeguard Policy Statement (2009) and the joint experience of the consultants involved in the EIA. Due to the outbreak of COVID-19, much of the baseline data collection (including the social baseline and environmental and social audit) was undertaken by a national consulting company (NCC). Further, this EIA is based on the Project Feasibility Study and will be updated at the Detailed Design phase with additional studies.

5.2.1. Desk-top Data

317. Background data and information collected by the team and the NCC was obtained from published and unpublished sources, e.g., on climate, topography, geology and soils, natural resources, flora and fauna, agriculture, and socio-economic data. References to all sources used is made throughout the report. As part of the biodiversity assessment, Integrated Biodiversity Assessment Tool (IBAT) was used to determine the broad biodiversity baseline for the Project area.

5.2.2. Site Surveys

318. Several site inspections were conducted by the NCC and the International Biodiversity Specialist throughout 2020. The potential areas of impact were inspected (where access is possible due to safety restrictions) and areas of potential environmental significance assessed carefully.

319. Baseline surveys and instrumental monitoring was also undertaken by the NCC for noise, vibration, air quality, surface water quality, groundwater quality, soils, offshore sediment. The methodology for each of these assessments are presented in Appendix E.

Table 28: Site Surveys Site Surveys Period Site walkover for environmental audit December 2020 Terrestrial ecological surveys March 2020 Marine ecological surveys March 2020 Soil Survey February 2021 Noise Monitoring January 2021 Air Quality Monitoring December 2020 Surface Water Monitoring February 2021 Coastal Water Monitoring February 2021 Coastal Sediment Monitoring February 2021 Social Surveys December 2020 – January 2021

5.2.3. Impact Assessment Methodology

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320. This EIA follows a set format during the impact assessment process. As shown in the following flow chart and described further below.

Table 29: Impact Assessment Process

Identification of Project Aspects

Identification of Sensitive Receptors

Identification of Potential Impacts that may Result from Project Aspects

Impact Significance Rating

Proposal of Mitigation, Management and Good Practice Measures

Identification of Remaining Residual Impacts

Project Aspects

321. Firstly, the main environmental aspects of the Project are noted. An environmental aspect is any activity of the Project that interacts with the environment. E.g., an aspect of the Project that may impact upon air quality will be the movement of vehicles on unpaved roads through rural settlements.

Identification of Sensitive Receptors

322. Once the main aspects of the Project have been identified any sensitive receptors within the Project area of influence are noted. Examples of sensitive receptors include local residents, airport staff, rivers, groundwater, birds, etc. Identification of receptors is a key part of the impact assessment process as without a receptor there will be no impact. For example, if a road generates significant noise but there are no sensitive receptors who can hear the noise, then there will be no noise impact.

Identification of Significant Environmental Aspects

323. Thirdly, the potential impacts of the identified aspects are outlined and how they could impact upon the identified receptors, in the case above, this could be the movement of a construction vehicle creating dust on an unpaved road which impacts upon local villagers.

324. The significance of an impact is determined based on the product of the consequence of the impact and the probability of its occurrence. The consequence of an impact, in turn, is a function primarily of three impact characteristics:  magnitude  spatial scale  timeframe

325. Magnitude is determined from quantitative or qualitative evaluation of a number of criteria including:

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(i) Sensitivity of existing or reasonably foreseeable future receptors. (ii) Importance value of existing or reasonably foreseeable future receptors, described using the following: (a) inclusion in government policy. (b) level of public concern. (c) number of receptors affected. (d) intrinsic or perceived value placed on the receiving environment by stakeholders. (e) economic value to stakeholders. (iii) Severity or degree of change to the receptor due to impact, measured qualitatively or quantitatively, and through comparison with relevant thresholds: (a) legal thresholds—established by law or regulation (b) functional thresholds if exceeded, the impacts will disrupt the functioning of an ecosystem sufficiently to destroy resources important to the nation or biosphere irreversibly and/or irretrievably (c) normative thresholds – established by social norms, usually at the local or regional level and often tied to social or economic concerns (d) preference thresholds—preferences for individuals, groups or organizations only, as distinct from society at large (e) reputational thresholds—the level of risk a company is willing to take when approaching or exceeding the above thresholds

326. Spatial scale is another impact characteristic affecting impact consequence. The spatial scale of impacts can range from localized (confined to the proposed Project Site) to extensive (national or international extent). They also may vary depending on the component being considered.

327. The impact timeframe is the third principal impact characteristic defining impact consequence and relates to either its duration or its frequency (when the impact is intermittent). Impact duration can range from relatively short (less than four years) to long (beyond the life of the Project). Frequency ranges from high (more than 10 times a year) to low (less than once a year). These timeframes will need to be established for each Project based on its specific characteristics and those of the surrounding environment.

328. Once the impact consequence is described on the basis of the above impact characteristics, the probability of impact occurrence is factored in to derive the overall impact significance. The probability relates to the likelihood of the impact occurring, not the probability that the source of the impact occurs. For example, a continuous Project activity may have an unlikely probability of impact if there are no receptors within the area influenced by that activity. The characteristics are outlined in the table below.

Table 30: Characteristics Used to Describe Impact Terms Used to Describe the Characteristic Sub-components Impact Type Positive (a benefit), negative (a cost) or neutral

Nature Biophysical, social, cultural, health or economic

Direct, indirect or cumulative or induced

Phase of the Project Construction and operation.

Magnitude Sensitivity of Receptor High, medium or low capacity to accommodate change

High, medium or low conservation importance

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Terms Used to Describe the Characteristic Sub-components Impact Vulnerable or threatened Rare, common, unique, endemic

Importance or value of receptor High, medium or low concern to some or all stakeholders

High, medium or low value to some or all stakeholders (for example, for cultural beliefs)

Locally, nationally or internationally important

Protected by legislation or policy

Severity or degree of change to Gravity or seriousness of the change the receptor to the environment

Intensity, influence, power or strength of the change

Never, occasionally or always exceeds relevant thresholds

Spatial Scale Area affected by impact – Area or Volume covered boundaries at local and regional Distribution Local, regional, extents will be different for transboundary or global biophysical and social impacts

Timeframe Length of time over which an Short term or long term Intermittent environmental impact occurs or (what frequency) or continuous frequency of impact when Temporary or permanent intermittent Immediate effect (impact experienced immediately after causative project aspect) or delayed effect (effect of the impact is delayed for a period following the causative project aspect)

Probability – likelihood or chance an impact will occur Definite (impact will occur with high likelihood of probability)

Possible (impact may occur but could be influenced by either natural or project related factors)

Unlikely (impact unlikely unless specific natural or Project related circumstances occur)

Impact Significance Rating

329. The impact significance rating process serves two purposes: firstly, it helps to highlight the critical impacts requiring consideration in the approval process; secondly, it serves to show the primary

95 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment impact characteristics, as defined above, used to evaluate impact significance. The impact significance rating system is presented in Table 31 and described as follows:

(i) Part A: Define impact consequence using the three primary impact characteristics of magnitude, spatial scale and duration. (ii) Part B: Use the matrix to determine a rating for impact consequence based on the definitions identified in Part A; and (iii) Part C: Use the matrix to determine the impact significance rating, which is a function of the impact consequence rating (from Part B) and the probability of occurrence.

330. Using the matrix, the significance of each described impact is rated.

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Table 31: Method for Rating Significance PART A: DEFINING CONSEQUENCE IN TERMS OF MAGNITUDE, DURATION AND SPATIAL SCALE

Definition Criteria MAGNITUDE Negative Positive Major  Large number of receptors affected  Large number of receptors affected  Receptors highly sensitive and/or are of  Receptors highly amenable to positive change conservation importance  Receptors likely to experience a big improvement  Substantial deterioration, nuisance or harm to in their situation receptors expected  Relevant positive thresholds often exceeded  Relevant thresholds often exceeded  Significant public concern expressed during stakeholder consultation  Receiving environment has an inherent value to stakeholders Moderate  Some receptors affected  Some receptors affected  Receptors slightly sensitive and/or of moderate  Receptors likely to experience some conservation importance improvement in their situation  Measurable deterioration, nuisance or harm to  Relevant positive thresholds occasionally receptors exceeded  Relevant thresholds occasionally exceeded  Limited public concern expressed during stakeholder consultation  Limited value attached to the environment Minor  No or limited receptors within the zone of impact  No or limited receptors affected  Receptors not sensitive to change  Receptors not sensitive to change  Minor deterioration, nuisance or harm to  Minor or no improvement in current situation receptors  Change not measurable  Change not measurable or relevant thresholds  Relevant positive thresholds never exceeded No never exceeded stakeholder comment expected  Stakeholders have not expressed concerns regarding the receiving environment TIMEFRAME Duration of Continuous Aspects Frequency of Intermittent Aspects Short term / low  Less than 4 years from onset of impact  Occurs less than once a year frequency

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Medium term / medium  More than 4 years from onset of impact up to end  Occurs less than 10 times a year but more than frequency of life of project (approximately 30 years) once a year Long term / high  Impact is experienced during and beyond the life  Occurs more than 10 times a year frequency of the project (greater than 30 years) SPATIAL SCALE Biophysical Socio-economic Small  Within the defined ‘Project area’  Within the defined ‘Project area Intermediate  Within the district in which is the facilities are  Within the municipality in which the activity located occurs Extensive  Beyond the district in which the facilities are  Beyond the municipality in which the activity located occurs

PART B: DETERMINING CONSEQUENCE RATING MAGNITUDE TIMEFRAME SPATIAL SCALE Small Intermediate Extensive Minor Short term / low frequency Low Low Medium Medium term / medium frequency Low Low Medium Long term / high frequency Medium Medium Medium

Moderate Short term / low frequency Low Medium Medium Medium term / medium frequency Medium Medium High Long term / high frequency Medium High High

Major Short term / low frequency Medium Medium High Medium term / medium frequency Medium Medium High Long term / high frequency High High High PART C: DETERMINING SIGNIFICANCE RATING CONSEQUENCE Negligible Low Medium High PROBABILITY (of Definite Not Significant Low Medium High exposure to impacts) Possible Not Significant Low Medium High Unlikely Not Significant Low Low Medium Negligible Not Significant Not Significant Not Significant Not Significant

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Mitigation, Management and Good Practice Measures

331. Wherever the Project is likely to result in unacceptable impact on the environment, mitigation measures are proposed (over and above the inherent design measures included in the Project description). In addition, good practice measures may be proposed however these are unlikely to change the impact significance. In the case of positive impacts, management measures are suggested to optimize the benefits to be gained.

332. The following mitigation hierarchy will be utilized in selecting practical mitigation measures for unacceptable impacts as follows (in order of preference):  Avoid the impact wherever possible by removing the cause(s).  Reduce the impact as far as possible by limiting the cause(s).  Ameliorate the impact by protecting the receptor from the cause(s) of the impact.

333. Providing compensatory measures to offset the impact, particularly where an impact is of high significance and none of the above are appropriate, e.g., for impacts to critical habitat.

Residual Impacts

334. Once mitigation measures are declared and committed to, the next step in the impact assessment process is to assign residual impact significance. This is essentially a repeat of the impact assessment steps discussed above, considering the assumed implementation of the additional declared mitigation measures.

5.2.4. Models and Specific Assessments

335. A range of biodiversity specific studies were undertaken by the International Biodiversity Specialist, including Critical Habitat Screening, Wildlife Hazard Assessment and a Marine Survey. The results of these assessments have informed this EIA and its associated Biodiversity Action Plan which can be found as Appendix B. The methodologies for all of these biodiversity related studies can be found within the studies themselves which are all appended to this EIA.

336. A noise model was prepared for the project, specifically focusing on aircraft noise during the operational phase of the Project. The Aviation Environmental Design Tool (AEDT) model developed by the Federal Aviation Authority of United States was used for the model.

337. A hydrodynamic model has also been prepared to predict changes in sediment movement along the coastline. The BG Model (A model for three-dimensional beach changes based on Bagnolds concept) calculates beach changes caused by longshore sediment due to wave action (waves and coastal currents caused by waves). The full model methodology can be found in Appendix C.

338. A sediment plume model was also developed by the Consultant to assess the impacts of the construction of the revetment in coastal water.

5.2.5. Stakeholder Consultations

339. According to the ADB Safeguard Policy Statement (2009): “The borrower/client will carry out meaningful consultation with affected people and other concerned stakeholders, including civil society, and facilitate their informed participation. Meaningful consultation is a process that: (i) Begins early in the project preparation stage and is carried out on an ongoing basis throughout the project cycle;

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(ii) Provides timely disclosure of relevant and adequate information that is understandable and readily accessible to affected people; (iii) Is undertaken in an atmosphere free of intimidation or coercion; (iv) Is gender inclusive and responsive, and tailored to the needs of disadvantaged and vulnerable groups; and (v) Enables the incorporation of all relevant views of affected people and other stakeholders into decision making, such as project design, mitigation measures, the sharing of development benefits and opportunities, and implementation issues. Consultation will be carried out in a manner commensurate with the impacts on affected communities. The consultation process and its results are to be documented and reflected in the environmental assessment report.”

340. Stakeholder engagement has been undertaken throughout the development of the Project, with the view to determining and responding to the views of interested and parties potentially affected by the Project throughout the life of the Project, and ensure open and transparent, two-way communication between IPMU and stakeholders. The approach to engagement seeks to meet both national and international requirements.

341. The following general principles will govern stakeholder engagement activities:  The content of documents for public comment will provide accessible and adequate information on the Project, and not create undue fears (regarding potential negative impacts) or expectations (regarding potential positive impacts such as job creation, etc.);  The information will be disclosed in the local language(s) where needed and in a manner that is accessible and culturally appropriate, taking into account any vulnerable people; and  Efforts will be made to explain not only the proposed project and EIA process, but also applicable national laws and legislations, international principles and standards and how IPMU will address compliance.

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6. Description of the Environment

6.1. Introduction

342. This section presents a description of the environmental baseline conditions in the Project area and covers the following topics and indicates where primary and secondary data were used:

Table 32: Data Types Primary Data Secondary Data Physical Environment 1 Topography No Yes 2 Geology, Soils and Offshore Sediment Yes Yes 3 Geohazards No Yes 4 Surface Water Yes Yes 5 Coastal Water Yes Yes 6 Groundwater Yes Yes 7 Climate No Yes 8 Climate Change No Yes 9 Air Quality Yes No 10 Noise Yes Yes Biological Environment 10 Ecology and Habitat Yes Yes 11 Internationally and Nationally Designated Sites No Yes 12 Critical and Natural Habitat Yes Yes Human Environment 13 Ethnicity No Yes 14 Population Yes Yes 15 Language No Yes 16 Religion No Yes 17 Vulnerable Groups Yes No 18 Gender Yes Yes 19 Health Conditions No Yes 20 Safety and Security No Yes 21 Social Infrastructure Yes Yes 22 Physical Cultural Resources Yes Yes Economic Environment 23 Land Use and Local Economic Activity Yes Yes 24 Assets and Properties Yes Yes 25 Infrastructure, Transportation and Utilities No Yes 26 Waste Management No Yes

6.2. Physical Environment

6.2.1. Topography and Coastal Morphology

343. About one third of Timor–Leste is mountainous. These highlands are mainly concentrated in the Tatamailau Mountains area with the highest peak (Mount Ramelau 2,963 m) centrally situated within the highlands. The highland region averages more than 2,000 m above sea level and stretched from east to west. The central and eastern parts of Timor-Leste contain several low plateaus and coastal lowlands fringed by the narrow coastal plain in the north and a wide coastal plain in the south. The topography of Timor-Leste is presented in Figure 44.

344. The airport area has a downward slope from south east to north west as general feature of topography. The existing runway has uphill slope of 0.18% over a length of about 1,400 m from 08 side runway threshold and uphill slope of 0.12 % over a length of about 200 m from 26 side runway

101 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment threshold. Figure 45 illustrates the general topography around Dili and the airport itself. A full set of topographical maps are included in Appendix D which show that the site varies in height above sea level of 5.5m at its most western point (adjacent to the coast) to 8.5m at its most westerly point (adjacent to the Comoro river).

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Figure 44: Topography of Timor Leste

Project Area

Source: https://commons.wikimedia.org/wiki/File:Topography_of_Timor-Leste.png

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Figure 45: Topography around Dili

PNLIA

Source: Google Earth

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345. Satellite images have been collected (google earth images) between 2005 and 2020 (a total of six images) to assess the historical shoreline changes in the Project area. The outline of the shoreline was drawn on the images for each of the six years and then superimposed onto one image. The superimposed lines of the shoreline are shown in the figure below.

Figure 46: Historical Shoreline Changes

346. There is generally almost no change in the shoreline from 2005 to 2020. Therefore, it can be said that the shoreline near the airport is stable against the wave and the current. There is a slight change in the shoreline around the Comoro river due to the sedimentation from the river. The shoreline is increasing and decreasing repeatedly by the erosion and the deposition as shown below.

Figure 47: Historical Shoreline Changes, Comoro River Estuary

6.2.2. Geology, Soils and Offshore Sediment

347. Geologically, Timor Island is part of Banda Arc, marked by a string of islands and underwater formations that are thought to be the results of the collision of the Indo-Australian Plate, the Pacific and the Eurasian Plate. Timor Island, according to Hamilton (1978) and other experts, is formed from fragments from the Australian plate, deep marine sediment thrusted upward by the collision, oceanic crust and Quaternary sediments brought by the collision.

348. PNLIA itself lies on a delta and alluvial plain. A geological map for Dili illustrating this is presented in Appendix D. The source of alluvium deposits is from weathering and erosional of metamorphic rocks in the upper hills and the delta was formed by both fluvial and sea activities. The alluvial deposit is characterized by variety of grains size of rocks such as, silt, clay, unconsolidated sand, gravel, and boulders.

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349. Two boreholes were drilled as part of the Projects feasibility study, one onshore and one offshore as shown in the following figure.

Figure 48: Borehole Locations

350. BH-1 (offshore) comprises a top layer of around 50cm of seabed material (sand) covering around 1.5m of medium dense well graded gavel with silt (5-25mm). a further 1m of fine to coarse sand can be found to a depth of 3.4m. Below this, a layer of very stiff clay is found to a depth of 5m which overlay sand and gravel to the boring depth of 24m.

351. BH-2 (onshore) comprises a top layer of very stiff clay to a depth of 2.6m. This is underlain by around 4.5m of silty gravelly fine to coarse sand (5-25mm). Soft to stiff clay is found to depths of 10m, followed by layers of medium dense sand and stiff clay to the boring depth of 25m.

352. The borehole logs are presented in full as Appendix A.

353. Sampling of offshore sediments has been undertaken as part of this EIA. Marine sediment samples were taken at four sampling locations on the western side of the existing runway at PNLIA (see Figure 49). Each sampling location has a different distance from the shoreline. The furthest location is the sediment location no.2 which is approximately 65m from the shoreline. Moreover, each location has relatively different water depth with location 1 and 2 recorded as deeper with 7m water depth respectively.

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Figure 49: Marine Sediment Monitoring Locations

354. The results below indicate that all analyzed parameters are below the threshold values for ecological risk according to Norwegian standards (no standards exist in Timor Leste).

Table 33: Coastal Sediment Monitoring Results Compound Unit Location Guideline MS1 MS2 MS3 MS4 Limit* Total mg/kg 790 520 1080 790 - Sulphate Cadmium mg/kg <0.1 <0.1 <0.1 <0.1 2.5 Copper mg/kg 8.2 12.1 8.8 4.1 84 Lead mg/kg 12.8 16.6 11.7 7.4 150 Zinc mg/kg 25.0 40.2 34.4 14.9 139 Mercury mg/kg <0.01 <0.01 <0.01 <0.01 0.52

* Norwegian Environment Agency. Guidelines 02: 2013 Klassifisering av miljøtilstand i vann [Environmental quality classification of water bodies]. Threshold values for Level 1 (ecological risk only). All concentrations are on a dry weight basis.

355. Additional analysis of the samples was undertaken to determine the acidity of the sediments. pH KCI and pH OX values ranged between 9.7 and 8.1 meaning that the sediments in the tested samples are not acidic. It is also noted that during construction no coastal sediments will extracted from the seabed.

Soils Contamination

356. Previous studies (IFC Master Plan, 2020) have indicated that soil contamination could be present at PNLIA. The full details relating to the nature and extent of potential contamination are noted within another report 7 which has not been possible to obtain during the preparation of this

7 IFC Master Plan 2014 and its associates Environmental Scoping Study, 2013

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EIA. The environmental and social audit of the site prepared as part of this EIA, however, did not identify areas of current or historical contamination at the site.

357. Soil samples have been undertaken as part of this EIA by local consultants at five locations. The locations of the sampling are provided in the figure below and the monitoring methodology outlined in Appendix E.

Figure 50: Soil Sampling Locations

358. The results of the soil sampling are provided in the table below. The results indicate that the there are no concentrations of pollutants above best practice guideline values.

108 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table 34: Soil Sampling Results S1 S2 S3 S4 S5 UK Soil Guideline EU Directive Swedish 8 05-Apr- 05-Apr- 05-Apr- 05-Apr- 05-Apr- Values 86/278/EEC Standards 9 2021 00:00 2021 00:00 2021 00:00 2021 00:00 2021 00:00 (PCB7) Compound Unit Result Result Result Result Result Moisture Content % 5,2 19,1 6,9 14 20,3 - - Arsenic mg/kg 8 11 6 11 10 32/43/640* Cadmium mg/kg <1 <1 <1 <1 <1 10/1.8/230** Chromium mg/kg 6 11 5 10 11 130/5,000*** Copper mg/kg 18 30 16 24 29 80 – 200**** Lead mg/kg 16 29 16 26 32 80/2,300***** Nickel mg/kg 13 21 11 20 20 130/230/1,800* Zinc mg/kg 45 76 39 66 100 200 - 450**** Total Polychlorinated mg/kg <0.1 <0.1 <0.1 <0.1 <0.1 0.2****** biphenyls * Residential / Commercial / Industrial ** Residential / Allotment / Industrial *** Residential with Plant Uptake / Industrial **** Depending upon pH ***** Allotment / Commercial ****** Normal Land Use

8 https://www.alsenvironmental.co.uk/media-uk/pdf/datasheets/contaminated-land/als_cl_heavy-metals-guidelines-in-soil_uk_feb_17_v2.pdf 9 PCB7 is approximately 20% of total PCBs.

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6.2.3. Geohazards

359. Timor-Leste is susceptible to disasters that include flooding, drought, landslides, earthquakes, tsunamis and tropical cyclones. Of these risks, the most relevant to the Project are floods, earthquakes, tsunamis and tropical cyclones.

Seismic Conditions

360. Compilation of major shallow earthquakes in Indonesia from 1897 to 1984 showed a number of earthquakes with epicenters located offshore north Timor Island. A magnitude of 8 or greater has been recorded in 1963, with the epicenter located offshore south-west Timor Island. Timor-Leste was hit by 707 earthquakes up to 2016. The strongest earthquake for 2016 had a magnitude of 6.3, which hit 274 km from Dili on 5th December 2016 (Ministry of Infrastructure, 2011). Appendix D provides a figure illustrating the compilation of historic earthquakes in the region of Timor Island.

361. There are very few buildings in Dili with seismic resistance structures. Nearly all private housings built do not have engineered concrete/masonry buildings. In the event of a strong earthquake (6.0-7.9 magnitude), these buildings could be damaged severely.

Tsunami

362. Three large Tsunamis have occurred in Timor-Leste since 1857. The most damaging occurred on the coast of the Timor Sea in 1995 causing 11 deaths.10 Thinkhazard a World Bank hazard risk assessment tool indicates that the Tsunami hazard in Timor-Leste is medium meaning there is more that 10% chance of potentially-damaging Tsunami occurring within the next 50 years. 11

363. A Tsunami Hazard Map was produced by United Nations Development Program (UNDP) in 2010 based on the degree of shoaling offshore and on the inland boundary formed by the 30 contour line (see Appendix D). This was overlaid with households falling within the higher risk area. The map shows that there is much greater shoaling along the south coast, making this coast more vulnerable to destructive tsunamis.

364. Tsunami data and alerts are taken from Tsunami Service Provider (TSP), regionally from Indonesia, Australia and India. For magnitude of above 6.4 Richter scale, the TSP will issue bulletin to member countries of Indian Ocean to alert on the potential Tsunami in the region or country. The alert communication is done via SMS, Email and Website of TSP as a prevention measures for Tsunami. At the moment, two Tsunami sirens are put in Dili, one in Lecidere, Largo area, and the other one is at the airport, near Meteorological and Geophysics Department.

Tropical Cyclones

365. Timor-Leste is exposed to tropical storms and occasion tropical cyclones but most events track to the south of the island (see the figure below). From the Australian Bureau of Meteorology database, there are around 4 events that track close to Dili and are likely to have been associated with high windspeeds, heavy rainfall and coastal surge conditions. The evidence for increases in tropical cyclone frequency and magnitude with climate change does not present a clear picture, but it is most likely that TCs will increase in frequency under warmer conditions. More frequent storm events may impact on airport operations, particularly high windspeeds that affect safe take-off and landing.

10 https://www.worlddata.info/asia/east-timor/tsunamis.php 11 https://thinkhazard.org/en/report/242-timor-leste/TS

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Weather forecasting, weather observations and extreme weather contingency planning can provide airport operators with information to manage risks associated with extreme storm events.

Figure 51: Historical tropical cyclone tracks in Northern Australia and Timor-Leste

Source: Cyclone tracks - Australia (bom.gov.au)

River Floods

366. According to data collected as part of the Projects environmental and social audit of the existing airport, an area to the south of the terminal is subject to localized flooding during periods of heavy rainfall.

367. The IFC Master Plan (2019) indicated that flooding of the airfield by water from the Comoro river was a possibility. However, data provided by the Feasibility Teams engineers has indicated that flooding of the airport site from the Comoro river does not occur due to the carrying capacity of the river in this location. The figure below provides an indication of the areas where flooding may occur on the Comoro.

Figure 52: Carrying Capacity of the Comoro River

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368. Further, discussions undertaken as part of stakeholder consultations for this EIA (in early 2021) indicated that flooding in Dili can be a significant issue, but it is mainly associated with the rivers in Dili to the east of Comoro river and that these floods are due to issued such as poorly sized and maintained drainage structures. Since then, a major flood has occurred in Dili (March – April 2021) which led to major damage in the city and 13 deaths. The airport was reportedly closed for one day, but was functional afterwards and no significant impacts to the airport itself from the floods was reported. Notwithstanding the above, it has been noted that the access road to the east of the runway could be impacted by flood events if it is not raised to the height of the runway level.

Coastal Flooding and Storm Surges

369. This issue is described further under the heading of climate change.

6.2.4. Surface Water

370. There are over 100 rivers in Timor-Leste – with 29 main river systems in total: twelve in the north, seventeen in the south. All rivers are generally short and fast flowing. Most rivers are ephemeral but generally with significant flows in the lower reaches.

371. Four major rivers that flow through the city of Dili and discharge into the coastline, namely: the Comoro, Maloa, Kuluhum, and Santana rivers. The most relevant river to the Project is the Comoro river.

Table 35: Main Water Courses in Dili Watercourse Catchment (km2) Length (km) Peak Dischargea (T=100 years) (m3 s-1) Comoro River 211.2 - - Manleunana River 4.16 3.4 60.4 Maloa River 20.42 7.6 153.2 Kuluhun River 11.07 7.3 147.2 Santana Santana River 0.71 0.9 2.83 River Bemori River 10.4 1.4 44.4 System* Becora River 18.63 2.4 81.3 Total System 29.74 4.7 128.53 * Santana river includes three rivers fluvial system, where the Santana results from the confluence of the Bemori with the Becora/Benamauk tributaries. a – Peak discharge is the maximum flows with 100 year return period.

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Figure 53: Regional River Basin Map Comoro

Santana

Lake Tasi Tolu

Meloa

Kuluhun

Other Small Basins

Source: The Project for Study on Dili Urban Master Plan in the Democratic Republic of Timor-Leste Final Report. 2016

Figure 54: Main Rivers in Dili

PNLIA

Santana

Kuluhum Banamauk

Manleuana Maloa Bemori Comoro

Source: Google Earth

372. Comoro River is the main and largest river in Dili, supplying water for both industrial and domestic use. The River flows between PNLIA and inner city and adjacent to the eastern boundary of PNLIA.

373. The hydrological boundaries of Comoro river basin cover four municipalities namely Dili, Liquica, Ermera, and Aileu. The total catchment area was approximately 211 km2. The catchment

113 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment system is mainly sandy soil with relatively higher infiltration capacity, high rate of groundwater recharge at the mountain sides can be expected.

374. Small-scale artisanal mining excavation is actively conducted in the Comoro River valleys due to their large and thick alluvium deposits, and the river has been identified as a potential source of aggregate material for the Project.

375. In addition to the above-mentioned rivers, three lakes are located at the Lagao Tasitolu Peace Park. The lakes are located between 1.0 and 2.2km from the western boundary of the airport. This is currently little more than a “paper park”. It has been colonized by hundreds of households over the last decade, with self-built houses now surrounding all but a small portion of the shores of the three lakes (Figure 56). Extensive rubbish – and presumably pollution and sewage effluent – has accumulated in the lakes. The lakes still appear productive, harboring a diversity of fish-eating birds, but the surrounding land areas have been heavily modified.

Figure 55: Comoro River Figure 56: Extensive housing that has developed in the Tasitolu area.

Source: https://angusmccoll.blog/2011/07/26/dili-timor-leste- Source: Marine Biodiversity Survey Report. Lovell & Pilgrim 2021 monday-25-july/

Surface Water Quality

376. Surface (river) water samples were collected from two locations SF1 and SF2 in the Comoro River. SF1 was collected in the downstream and SF2 was collected in the upstream of the Comoro River as shown in Figure 57. Analysis of results were undertaken locally and in Australia (ALS Lab). The sampling and testing methodology is provided in Appendix E.

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Figure 57: Surface Water Monitoring Locations

Table 36: Physical testing and bacteriological testing result - Local Laboratory. Surface Parameter Unit Result WHO/East National Water water Timor guideline Quality Standards Sample for Malaysia /river (NWQS) - Class IV

SF1 pH Value - 8.4 6.5-8.5 5 - 9

Electrical μS/cm 392 NS 6000 μS/cm Conductivity

TSS mg/L 0.7 NS 300 mg/L

TDS mg/L 196.2 NS 4000 mg/L

Salinity ‰ 0.2 NS 2 ppt

Temperature °C 27.9 NS -

Turbidity NTU 824 5 (NTU) -

Total CFU/100mL TNC 0 50,000 count/100 mL coliform

E.coli CFU/100mL TNC 0 5000 count/100 mL

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Surface Parameter Unit Result WHO/East National Water water Timor guideline Quality Standards Sample for Malaysia /river (NWQS) - Class IV

SF2 pH Value - 8.7 6.5-8.5 5 - 9

Electrical μS/cm 444 NS 6000 Conductivity μS/cm

TSS mg/L 0.6 NS 300 mg/L

TDS mg/L 222 NS 4000 mg/L

Salinity ‰ 0.2 NS 2 ppt

Temperature °C 28.0 NS -

Turbidity NTU 657 5 (NTU) -

Total CFU/100mL TNC 0 50,000 count/100 mL coliform

E.coli CFU/100mL TNC 0 5000 count/100 mL

Table 37: Surface Water Baseline Analyses by ALS Lab.

SF1 SF2 National Water 05-Apr-2021 05-Apr-2021 Quality Standards for 00:00 00:00 Malaysia (NWQS) - Class IV Compound Unit Result Result 5 - 9 pH Unit 8,11 8,35 pH Value 4000 mg/L Total Dissolved mg/L 228 238 Solids @180C Suspended Solids 300 mg/L mg/L 619 572 (SS) 5 - 9 PCU 5 <1 Colour (True) 5 - 9 pH Unit 8,33 8,33 pH Colour UV Transmission N/A % 93,8 97,2 @254nm Turbidity NTU 538 473 - Dissolved Metals by

ICP-MS Arsenic mg/L - - 0.1 mg/L 0.01 mg/L mg/L - - Cadmium

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SF1 SF2 National Water Quality Standards for 05-Apr-2021 05-Apr-2021 00:00 00:00 Malaysia (NWQS) - Class IV Compound Unit Result Result 0.2 mg/L mg/L - - Copper 5 mg/L mg/L - - Lead 2 mg/L mg/L - - Zinc Total Metals by

ICP-MS Cadmium mg/L <0,0001 <0,0001 0.1 mg/L 0.01 mg/L mg/L 0,018 0,013 Copper 0.2 mg/L mg/L 0,021 0,014 Lead 5 mg/L mg/L 0,067 0,052 Zinc 0.002 mg/L mg/L <0,0001 <0,0001 Dissolved Mercury 2.7 mg/L mg/L 0,05 0,1 Ammonia as N Nitrite + Nitrate as N/A mg/L 0,27 0,22 N Total Kjeldahi N/A mg/L <0,5 0,4 Nitrogen as N Total Nitrogen as N/A mg/L <0,5 0,6 N Total Phosphorus 0.1 mg/L mg/L 0,37 0,33 as P Oil & Grease mg/L <5 <5 - < 3 mg/L Mg 02/L 9,6 9,7 Dissolved Oxygen Biochemical 12 mg/L mg/L 5 7 Oxygen Demand

377. The results show that suspended solids, and total phosphorus were elevated above international standards. High levels of suspended solids are not considered unusual for a river like the Comoro, especially during the rainy season when the samples were taken. High levels of phosphorus in this river could be associated with a range of human (and natural) activities. Levels of copper were also slightly elevated above Malaysian Standards, and this could also be a result of industrial releases into the river.

6.2.5. Coastal Water

378. PNLIA is located adjacent to the sea at the western boundary of the runway. Site run-off is currently discharged from PNLIA directly to the sea.

Current Direction and Speed

379. The predominant direction of current is estimated to be from west to east based on the following map.

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Figure 58: Predominant Current Direction

Source: A brief overview of tides in the Indonesian seas (2005)

380. The maximum current velocity is estimated to be 20cm/s based on the following map.

Figure 59: Maximum Current Velocity

Source: A brief overview of tides in the Indonesian seas (2005)

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Wave Climate

381. The wave climate is relatively low around Timor-Leste, with significant wave heights typically falling below 0.5 m. During extreme weather events wind-waves up to 1m (north) and 1.5 m (south) do occur for short periods.12

Water Quality

382. A number of coastal water monitoring activities have been undertaken during the past seven years in the locations identified in Figure 60. The following section summarizes the results of the samples taken.

Figure 60: Previous Marine Water Monitoring Locations

383. Dili Drainage Infrastructure Upgrading Project 13 performed monitoring of coastal water quality in three locations east of the Comoro river. Monitoring parameters included E.Coli and Total Coliforms. The monitoring program showed that levels of E. Coli and Total Coliforms were well below European Union (EU) and WHO guideline limits, but above the limits in one other sample in the coastal area close to Santana and Kuluhum river outlets. The Environmental Impact Statement (EIS) prepared for the project indicated that the elevated levels were due to waste water discharges through the Dili drainage system.

384. Chemical testing of marine water was also performed as part of the Hera Jetty and Fuel Storage EIS. 14 Testing of physical, chemical, heavy metal and bacteria parameters (according to Indonesian standards) revealed two heavy metal parameters (cadmium and lead) in elevated concentrations.

12 Rapid Shoreline and Sea Level Rise Assessment and Identify Sea level Rise/Tidal Gauge Instruments for Timor-Leste. Rapid Assessment Report on Oceanographic Features of Timor-Leste. Recommended instrumentation and specifications to measure water levels due to tides, storms, tsunamis, and sea level rise for Timor-Leste. Lee, 2017 13 Dili Drainage Infrastructure Upgrading Project (DDIUP) – Phase II. Environmental Impact Assessment (EIA). VOLUME I. Environmental Impact Statement (EIS). Rev B. March 2020 14 HERA FUEL STORAGE AND JETTY DEVELOPMENT ENVIRONMENTAL IMPACT STATEMENT (EIS). PEC Consulting. 2013

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385. Marine water quality was also tested in four locations as part of the Heineken EIS. 15 The testing concluded that in general the marine water quality parameters indicated that the marine water quality is in good condition, except the soluble heavy metals have been found to be elevated in several sampling locations (1. S4: Cadmium (Cd) and Lead (Pb), 2. S1 & S2: Copper (Cu), Zinc (Zn), Cadmium (Cd)). According to the EIS, these elevated values of heavy metal can indicate: 1. Heavy metal is naturally occurring leading to naturally higher content in ambient environment. 2. There is existing pollution of heavy metal coming from sources in the western location of the sampling – several existing activities including naval port, EDTL Hera and associated fuel transport into EDTL is on-going in the western side of the location and is contributing pollution to the area.

386. Marine water testing was undertaken during the preparation of the Timor Port EIS (November 2016) in Tibar Bay. Only Total Suspended Solids (TSS) and Turbidity were measured. The following table presents the results of the monitoring.

Table 38: Timor Port EIS Marine Water Monitoring Results Site Depth TSS (mg/l) Turbidity (NTU) METWQ4 2.0 4.0 0.2 METWQ4 10.0 7.8 0.1 METWQ4 19.0 4.9 0.6 METWQ2 6.0 5.4 2.8 METWQ2 2.0 1.8 4.5 METWQ2 4.0 7.7 3.7 AWAC1 10.0 16.6 0.9 AWAC1 2.0 0.4 0.8 ADCP1 15.0 0.6 0.1 ADCP1 2.0 0.2 0.1 PLM01 17.0 3.5 2.5 PLM01 2.0 5.2 10.8 PLM01 11.0 2.8 4.2 PLM02 17.0 9.3 3.5 PLM02 11.0 5.4 7.3 PLM02 2.0 37.5 32.0 PLMEDG01 11.0 1.4 0.9 PLMEDG01 2.0 1.9 3.4 PLMEDG01 17.0 11.3 0.5 PLMEDG02 2.0 2.6 12.4 PLMEDG02 17.0 3.0 2.6 PLMEDG02 11.0 2.2 5.5

387. In the EIA report of Pelican Paradise Development project (2016), the seawater quality results for three sampling points in Tasitolu coastal water were evaluated compared to the limits of Class 2 (for marine life, fisheries, coral reef etc.) under Malaysian Marine Water Quality Criteria and Standards (MWQCS), since there are no marine water quality standards in Timor-Leste. The results indicated dysoxic environment and high organic pollutants measured by Biochemical Oxygen Demand (BOD). Cadmium at one sampling point slightly exceeded the standards while the other monitoring parameters met with the standards.16

388. Additional baseline coastal water testing has been undertaken as part of this EIA. The monitoring methodology is described in Appendix E. Samples were taken during January 2021 at four locations indicated in Figure 61.

15 ENVIRONMENTAL IMPACTS STATEMENT (EIS) OF THE DEVELOPMENT OF MULTI-PURPOSES BEVERAGE PROCESSING PLANT IN HERA, TIMOR LESTE. PEC Consulting. 2016 16 Preliminary Assessment for Dili Airport Runway Upgrading Project. Final Options Report. ADB. 2019

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Figure 61: Marine Water Monitoring Locations

Table 39: Physical testing and bacteriological testing from Local Lab in Dili.

Coastal Parameter Unit Result WHO/East Malaysian sample Timor guideline Marine Water Quality Standards (MMWQS) - Class III

CW1 pH Value - 8.7 6.5-8.5 6.5-9.0

Electrical μS/cm 56800 No Standard (NS) N/A Conductivity

TSS mg/L 0.14 NS 100

TDS mg/L 28,400 NS 1,000

Salinity ‰ 37.8 NS N/A

Temperature °C 28.4 NS less or equal to 2 degree celcius increase over maximum habitat

Turbidity NTU 0.6 5 (NTU) N/A

Total coliform CFU/100mL 0 0 NS

E.coli CFU/100mL 0 0 NS

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Coastal Parameter Unit Result WHO/East Malaysian sample Timor guideline Marine Water Quality Standards (MMWQS) - Class III

CW2 pH Value - 8.7 6.5-8.5 6.5-9.0

Electrical μS/cm 59100 NS N/A Conductivity

TSS mg/L 0.13 NS 100

TDS mg/L 29,500 NS 1,000

Salinity ‰ 39.5 NS N/A

Temperature °C 28.9 NS less or equal to 2 degree celcius increase over maximum habitat

Turbidity NTU 0.5 5 (NTU) N/A

Total coliform CFU/100mL 0 0 NS

E.coli CFU/100mL 0 0 NS

CW3 pH Value - 8.8 6.5-8.5 6.5-9.0

Electrical μS/cm 23,800 NS N/A Conductivity

TSS mg/L 0.11 NS 100

TDS mg/L 11,880 NS 1,000

Salinity ‰ 14.4 NS N/A

Temperature °C 29.0 NS less or equal to 2 degree celcius increase over maximum habitat

Turbidity NTU 0.3 5 (NTU) N/A

Total coliform CFU/100mL 0 0 NS

E.coli CFU/100mL 0 0 NS

CW4 pH Value - 8.8 6.5-8.5 6.5-9.0

Electrical μS/cm 59,800 NS N/A Conductivity

TSS mg/L 0.1 NS 100

TDS mg/L 29700 NS 1,000

Salinity ‰ 39.8 NS N/A

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Coastal Parameter Unit Result WHO/East Malaysian sample Timor guideline Marine Water Quality Standards (MMWQS) - Class III

Temperature °C 29.8 NS less or equal to 2 degree celcius increase over maximum habitat

Turbidity NTU 0.4 5 (NTU) N/A

Total coliform CFU/100mL 0 0 NS

E.coli CFU/100mL 0 0 NS

Table 40: Coastal Water Analyses by ALS lab. Malaysian CW1 CW2 CW3 CW4 Marine Water 05-Apr- Quality 05-Apr- 05-Apr-2021 05-Apr-2021 2021 Standards 2021 00:00 00:00 00:00 00:00 (MMWQS) - Class III Compound Unit Result Result Result Result pH 6.5 - 9.0 8,05 8,14 8,14 8,18 pH Value Unit Electrical N/A Conductivity µS/cm 51400 51000 51200 11 @ 25C Salinity g/kg 33,7 33,6 33,6 33,6 Suspended 100 mg/L mg/L <5 <5 <5 Solids (SS) Turbidity NTU <0,1 <0,1 <0,1 <0,1 N/A 700 mg/L mg/L <0,01 <0,01 <0,01 <0,01 Nitrite as N Nitrate as N mg/L <0,01 <0,01 <0,01 <0,01 N/A Nitrite + N/A mg/L <0,01 <0,01 <0,01 <0,01 Nitrate as N Reactive 670 mg/L Phosphorus mg/L <0,01 <0,01 <0,01 <0,01 as P

389. The high levels of total dissolved solids (TDS) relate the salt levels in the sea. As noted below, this does not appear to affect the groundwater significantly in the sampled locations.

6.2.6. Groundwater

390. The Project area is located within the ‘Dili aquifer system’, developed in the unconsolidated sediments underlying the alluvial plain on which Dili is built (IPG 2014 ; Pinto et al. 2017 ; Wallace et al. 2012). The uppermost gravels of the Dili Plain host the Dili Unconfined Aquifer (hereafter ‘the unconfined aquifer’), which provides drinking water for those ~ 50% of people in Dili City who cannot access the reticulated water system.

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391. The Tasitolu catchment, is completely separated from the Dili Plain by a spur of schist and metamorphosed basalt bedrock and is thus probably hydrologically independent. The Dili aquifer is fed by precipitation in Dili and in the mountains south of Dili.

392. Socio-economic factors affect the ongoing sustainability of the Dili aquifer. Municipal water is extracted from deep bores whereas the unconfined aquifer exists primarily as a common-pool resource, with few bounds on competition between users. Dili is densely, but unevenly populated (Figure 62). The dense, increasingly sealed road network that serves this population resists infiltration and provides vehicular sources of pollution across the recharge zone. Many Dili residents access the unconfined aquifer directly through dug wells and bores. The lack of municipal sanitation creates competition between waste disposal and water abstraction, especially where wells are sited close to sanitation facilities or groundwater is close to the surface in drained swamps. Poor stream management strategies on the fan surface, such as poorly maintained, narrow, rubbish blocked and/or vegetated/cultivated drainage channels, contribute to flooding that may impact on the quality of aquifer recharge by mobilizing pollutants from the ground surface.17

Figure 62:Population Density and Hydrogeology

Source: Initial observations of water quality indicators in the unconfined shallow aquifer in Dili City, Timor-Leste: suggestions for its management. Environmental Earth Sciences, 2018

393. Quarrying in/near the Comoro River mitigates any tendency for the river to aggrade at the range front, effectively reducing flood risk on the Comoro Fan, but also potentially reducing recharge of near-surface aquifers. Heavy machinery disturbs the riverbed, mobilizing fines that are transported as dust out of the riverbed. The increased porosity and permeability of the riverbed may facilitate recharge of deeper aquifers, but the unregulated use of leaky hydraulic equipment and vehicle engines provides multiple point sources of contamination that are washed into the aquifer during the wet season.

Groundwater Quality

17 Initial observations of water quality indicators in the unconfined shallow aquifer in Dili City, Timor-Leste: suggestions for its management. Environmental Earth Sciences, 2018

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394. According to information from the Preparatory Survey for the Project for Improvement of Dili Airport (JICA, 2019), the groundwater level around the Dili Airport is below 4 m or 5 m from the ground surface. ANATL and the neighborhood community use more than 10 m deep wells for water intake. The groundwater quality of wells around the airport indicated that the pH ranged from 7.1 to 8.1, and electrical conductivity ranged from 0.39 mS/m to 0.82 mS/m, which did not indicate saltwater intrusion at the sampling time.

395. Groundwater monitoring was also undertaken as part of a study of the hydrogeology of the Dili aquifer. 18 The results of the monitoring indicate that the Project area is not affected by groundwater contamination which is concentrated within residential areas of Dili to the east of the airport, or to the west, in Tasitolu. Mapping of the groundwater testing results is provided in Appendix D.

396. Additional groundwater testing has been undertaken as part of this EIA. The monitoring methodology is described in Appendix E. Samples were taken during January 2021 at four locations indicated in Figure 61. No significant issues were identified, except elevated levels of dissolved oxygen (DO). This could be attributed to an issue with the sampling procedure.

Figure 63: Groundwater Monitoring Locations

Table 41: Physical Testing and Bacteriological testing from Local Lab. Groundwater Parameter Unit Result WHO/East National Water Sample Timor Quality Standards guideline for Malaysia (NWQS) - Class IIA

GW1 – Raikotu (35m pH Value - 7.1 6.5-8.5 6-9.0 depth)

18 Initial observations of water quality indicators in the unconfined shallow aquifer in Dili City, Timor-Leste: suggestions for its management. Environmental Earth Sciences, 2018

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Groundwater Parameter Unit Result WHO/East National Water Sample Timor Quality Standards guideline for Malaysia (NWQS) - Class IIA

Electrical μS/cm 469 NS 1000 μS/cm Conductivity

TSS mg/L 0.02 NS 50 mg/L

TDS mg/L 234 NS 1000 mg/L

Salinity ‰ 0.2 NS 1 ppt

Temperature °C 28.3 NS Normal + 2°C

Turbidity NTU 0.5 5 (NTU) 50 NTU

Total coliform CFU/100mL 0 0 5000 count/100 ml

E.coli CFU/100mL 0 0 100 count/100 ml

GW2 – Beto (15m pH Value - 7.6 6.5-8.5 6-9.0 depth)

Electrical μS/cm 521 NS 1000 μS/cm Conductivity

TSS mg/L 0.02 NS 50 mg/L

TDS mg/L 261 NS 1000 mg/L

Salinity ‰ 0.2 NS 1 ppt

Temperature °C 27.7 NS Normal + 2°C

Turbidity NTU 0.4 5 (NTU) 50 NTU

Total coliform CFU/100mL 0 0 5000 count/100 ml

E.coli CFU/100mL 0 0 100 count/100 ml

GW3 – Bebonuk pH Value - 7.7 6.5-8.5 6-9.0 (24m depth)

Electrical μS/cm 572 NS 1000 μS/cm Conductivity

TSS mg/L 0.02 NS 50 mg/L

TDS mg/L 286 NS 1000 mg/L

Salinity ‰ 0.3 NS 1 ppt

Temperature °C 29.6 NS Normal + 2°C

126 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Groundwater Parameter Unit Result WHO/East National Water Sample Timor Quality Standards guideline for Malaysia (NWQS) - Class IIA

Turbidity NTU 0.5 5 (NTU) 50 NTU

Total coliform CFU/100mL 0 0 5000 count/100 ml

E.coli CFU/100mL 0 0 100 count/100 ml

Table 42: Groundwater Baseline Analysis by ALS lab. National Water GW1 GW2 GW3 Quality 05-Apr- 05-Apr-2021 05-Apr-2021 Standards for 2021 00:00 00:00 00:00 Malaysia Unit Result Result Result (NWQS) - Compound Class IIA 6-9.0 pH Unit - - 8,35 pH Value Electrical 1000 μS/cm µS/cm - - 238 Conductivity@25C Total Dissolved 1000 mg/L mg/L 252 272 572 Solids @180C Salinity g/kg - - <1 1 ppt Suspended Solids 50 mg/L mg/L 8 <5 <5 (SS) 150 TCU PCU <1 <1 <1 Colour (True) 6-9.0 pH Unit 7,59 7,55 7,65 pH Colour 50 NTU NTU 0,4 <0,1 <0,1 Turbidity Arsenic mg/L <0,001 <0,001 <0,001 0.05 mg/L 0.01 mg/L mg/L <0,0001 <0,0001 <0,0001 Cadmium 0.02 mg/L mg/L <0,001 0,002 0,001 Copper 0.05 mg/L mg/L <0,001 <0,001 <0,001 Lead 5 mg/L mg/L <0,005 0,047 0,065 Zinc 0.001mg/L mg/L <0,0001 <0,0001 <0,0001 Mercury 0.3 mg/L mg/L 0,02 0,04 0,03 Ammonia as N 0.3 mg/L mg/L <5 <5 <5 Oil & Grease 5-7 mg/L mg/L 9,5 9,5 9,7 Dissolved Oxygen

6.2.7. Climate

127 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

397. Timor-Leste has a tropical, hot and humid climate. Its climate is affected by the West Pacific Monsoon.

Temperature

398. The weather station for collecting meteorological data is located within the Project area at the Airport area for Dili municipality. The data is then processed at the National Directorate of Meteorology and Geophysics (NDMG) in Dili. Dili’s daily average temperature from January 2020 to December 2020 is presented in the graph below (Figure 64). It can be observed that the temperature ranges between 26°C to 32°C. The daily average temperature fluctuates throughout the year, with higher temperature occurs during wet season and the lower temperature during dry season.

Figure 64: Daily average temperature of Dili in January 2020 to December 2020 34

32

30

28

) 26 ℃

24

22 Temperature ( 20

Source: NDMG Precipitation

399. Dili has a tropical climate. It has two seasons, i.e., rainy season and dry season. According to the current rainfall data at PNLIA, the rainy season lasts from November to April and the dry season is the remaining months of the year from May to October as shown in the data below for 2019 – 2020.

400. The total rainfall recorded for 2019 was 517 mm (in comparison with an average annual rainfall between 2012 and 2016 at PNLIA of 660 mm). 19 90% of the annual rainfall between 2012 and 2016 occurred each year between October and May. The average number of rainy days varied from 100 to 140 during this period with an average of 125 days each year.

19 Timor Port SA Timor Port : Tibar Bay Environmental Impact Statement. 2017

128 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 65: Precipitation, PNLIA, 2019-2020 (mm) 200 180 160 140 120 100 80

Precipitation (mm) 60 40 20 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec

2019 2020

Source: NDMG

401. El Niño-Southern Oscillation has two extreme phases: El Niño and La Niña that can affect the rainfall level throughout the year. Specific to Dili, El Niño brings drier conditions and it leads to the wet season to come late and end early. Though La Niña, bring more rainfall than usual and the wet season starts early and finishes late. The graph below (Figure 66: Year rainfall for PNLIA from 1950 to 2005) shows the rainfall pattern during the El Niño and La Niña for the Dili Airport. In terms of Indian Ocean Dipole, during the positive phase the rainfall in Dili during the dry season will be lower than normal.

Figure 66: Year rainfall for PNLIA from 1950 to 2005

Light blue bars = El Niño years; dark blue bars = La Niña years; grey bars = neutral years

129 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Humidity

402. Throughout the year, the humidity in Timor-Leste is high. The mean monthly relative humidity on the north and south coasts differs slightly, with 69 to 78 % on the north coast and 75 to 78 % on the south coast.

403. Recent data provided by NDMG from January to December 2020 for daily average relative humidity in Dili is shown in the graph below. During wet season, daily average humidity went as high as 97% and dropped as low as 37% in dry season.

Figure 67: Average humidity of Dili from January 2020 to December 2020

100

90

80

70

RH (%) RH 60

50

40

30 January February March April May June July August SeptemberOctoberNovemberDecember

Source: NDMG Wind Speed

404. In Timor-Leste from December to March, winds travel from northwest to southwest, leading to wet season. As from May to October, the wind travels from southeast to northeast bringing the dry conditions. Wind rose chart (Figure 68) shows the annual wind direction and speed in Dili airport for 2020. It can be seen that the most prevailing winds are north-easterly wind, which occurs during dry season and northwest and westerly winds during wet season.

405. Based on wind mapping in West Timor by the National Renewable Energy Laboratory of the United States, some areas in Timor-Leste have an annual wind speeds between 8.2 to 10.1 meters per second at 30 meters. The windiest season in the country is from June to September and from October to March being the least windy (ADB, 2004). The wind class frequency distribution graph from January 2020 to December 2020 recorded at Dili airport indicates that the winds most frequently have the speed range between 2 – 4 m/s (51.5%) and between 0 – 2 m/s (37.5%) throughout the year.

130 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 68: Wind speed and direction, 2020

Source: NDMG, 2020

406. The wind direction and speed for a twelve-month period (August 2019 – July 2020) are presented in Appendix D.

Figure 69: Wind class frequency distribution, 2020

60.0 51.5 50.0

40.0 37.5

% 30.0

20.0 10.4 10.0 0.5 0.0 0 – 2 2 – 4 4 – 6 6 – 8 Wind Class (m/s)

Source: NDMG, 2020

131 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

6.2.8. Climate Change

Background

407. The information relating to climate change has been extracted from the Project Climate Risk and Vulnerability (CVRA) Report and summarized below.

408. The CVRA reviewed future climate projections based on Coupled Model Inter-comparison Project (CMIP5), including analysis of statistically downscaled climate projections from the U.S. National Aeronautics and Space Administration (NASA) and other sources. The scenarios are based on 21 Global Climate Models under two Representative Concentration Pathways (RCP) RCP4.5, which includes significant reduction in global carbon emissions, and RCP8.5 that assumes greater emissions and higher atmospheric carbon concentrations. The following summarizes key climate changes for Timor-Leste by the mid-century. It has focused on the mid-century to align with the design life of the Project.

Temperature

409. Figure 70 illustrates the wide range of possible future temperatures and changes in heavy rainfall under the RCP4.5 and RCP8.5 scenarios. The headline changes for Timor-Leste by the mid- century are as follows:  Under scenario RCP4.5 temperature rise are 0.8 to 1.2 degrees, and approximately 2 to 12% increase in heavy daily rainfall.  Under scenario RCP8.5 temperature rises are 1.2 to 1.6 degrees and approximately 1% to 17% increase in heavy daily rainfall.

410. All of these headline figures are based on the 25-75th percentile range of 21 models for the mid-century and its possible that changes are outside or greater than these figures. Some outliers in the modelling results were removed. These change factors are compared to the historical baseline from 1986 -2005. Table 43 summarizes some of the key data for design.

Table 43: Changes in heavy rainfall (% change) and average temperatures for the 2050s period RCP4.5 Precipitation % Min Temp oC Max Temp oC Ave Temperature oC

25th 2.3 0.7 0.9 0.8

50th 6.1 1.0 1.0 0.9

75th 12.3 1.1 1.1 1.2

RCP 8.5 Precipitation % Min Temp oC Max Temp oC Ave Temperature oC

25th 1.0 1.2 1.2 1.2

50th 9.5 1.3 1.3 1.3

75th 17.0 1.5 1.6 1.6 Source: NASA NEXX GDPP Climate Change Scenarios

132 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 70: NASA statistically downscaled CMIP5 projections of changes in maximum daily rainfall and average temperatures for the mid-term and long-term future under RCP4.5 and RCP8.5 for Timor-Leste for the 2050s and 2080s period

Notes: Dashed line shows the maximum changes for the 2050s and the red marker shows the central changes for RCP8.5. Regional mean sea level rise

411. The IPCC report, published in 2013, found that "It is very likely that the mean rate of global averaged sea level rise was 1.7 [1.5 to 1.9] mm/yr between 1901 and 2010, 2.0 [1.7 to 2.3] mm/yr between 1971 and 2010 and 3.2 [2.8 to 3.6] mm/yr between 1993 and 2010. Tide-gauge and satellite altimeter data are consistent regarding the higher rate of the latter period.” Regional mean sea level data from the IPCC Fifth Assessment Report are summarized in Figure 71 for the RCP4.5 and RCP8.5 scenarios, with an uncertainty range between 5th and 95th percentiles. The reported rates of rise were consistent with the RCP8.5 scenario (Table 44).

133 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 71: Regional mean sea level rise from IPCC AR5 for RCP8.5 (red) and RCP4.5 (blue) scenarios 1.2 1.1 1 0.9 0.8 0.7 0.6 0.5

(above 1986-2005 mean) 1986-2005 (above 0.4

Regional Mean Sea Level Rise m Rise Level Sea Mean Regional 0.3 0.2 0.1 0

2007 2010 2013 2016 2019 2022 2025 2028 2031 2034 2037 2040 2043 2046 2049 2052 2055 2058 2061 2064 2067 2070 2073 2076 2079 2082 2085 2088 2091 2094 2097 2100 Notes: Regional Mean Sea Level Rise according the IPCC Fifth Assessment Report for 125.5E and 8.5S. Dotted line represent the 5th and 95th percentile uncertainty bands. Table 44: Regional mean sea level rise from IPCC AR5 for RCP8.5 and RCP4.5 scenarios RCP8.5 RCP8.5 RCP8.5 RCP4.5 RCP4.5 RCP4.5 ensemble 5%ile (m) 95%ile (m) ensemble mean 5%ile (m) 95%ile (m) mean (m) (m)

2020 0.09 0.05 0.13 0.08 0.03 0.13

2050 0.27 0.15 0.40 0.25 0.15 0.35

2075 0.51 0.34 0.69 0.42 0.27 0.59

2100 0.81 0.51 1.16 0.59 0.36 0.84

RCP8.5 RCP8.5 RCP8.5 RCP4.5 RCP4.5 RCP4.5 ensemble 5%ile 95%ile ensemble mean 5%ile 95%ile mean (mm/yr) (mm/yr) (mm/yr) (mm/yr) (mm/yr) (mm/yr)

2020 3 2 5 3 1 5

2050 5 3 7 5 3 6

2075 6 4 9 5 3 7

2100 8 5 11 6 3 8 Source: Hamburg Climate Data Centre AR5 regional mean sea level data 412. The IPCC Special Report on the Ocean and Cryosphere in a Changing Climate, published in 2019, indicated much higher rates of glacier melt and mean sea level rise that previously presented in the Fifth Assessment Report (IPCC, 2014). It reported that “sea level events that are historically rare (once per century in the recent past) are projected to occur frequently (at least once per year) at many locations

134 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment by 2050 in all RCP scenarios, especially in tropical regions (high confidence). The increasing frequency of high water levels can have severe impacts in many locations depending on exposure (high confidence)”20 (Figure 72). This has significant implications for coastal infrastructure, particularly those with low standards of coastal defenses and those exposed to tropical cyclones and significant storm surges. Some recent analyses project more rapid ice melt, for example Bamber et al. (2019)21 show possible sea level rise exceeding 3 m by 2100. Therefore, it is prudent to plan for RCP8.5 rates of sea level rise as a minimum and to consider the consequences of greater rates of rise, along with local sea level monitoring to detect trends.

Figure 72: The impact of rising sea levels on the frequency of extreme water levels

Source: IPCC Special Report on the Cryosphere and Oceans (2019) https://www.ipcc.ch/site/assets/uploads/sites/3/2019/09/SROCC_SPM4_Final_2481x.jpg

20 IPCC, 2019: Summary for Policymakers. In: IPCC Special Report on the Ocean and Cryosphere in a Changing Climate [H.O. Pörtner, D.C. Roberts, V. Masson-Delmotte, P. Zhai, M. Tignor, E. Poloczanska, K. Mintenbeck, M. Nicolai, A. Okem, J. Petzold, B. Rama, N. Weyer (eds.)]. In press. https://www.ipcc.ch/site/assets/uploads/sites/3/2019/09/SROCC_SPM_HeadlineStatements.pdf 21 Bamber, J.L., Oppenheimer, M., Kopp, R.E., Aspinall, W.P., Cooke, R.M., 2019. Ice sheet contributions to future sea-level rise from structured expert judgment. Proc. Natl. Acad. Sci. 116 (23), 11195–11200

135 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

GHG Emissions

413. In 2015 the whole-of-country Greenhouse Gas (GHG) emissions for Timor-Leste were 1,483 Gg CO2, corresponding to less than 0.003% of global contributions5. On a per-capita basis, Timor- Leste generated 1.2 t /capita CO2eq compared to the world average of 6.8 t /capita6. The contributions are mostly derived from agriculture (65%), energy (17%), land-use change and forestry (14%), and waste (4%). Noting the negligible level of emissions in a global context, combined with the country’s extreme vulnerability to climate change, under the INDC the Government has made a conscious decision not to have a target for emission reduction. Timor-Leste has nonetheless committed to programs for emission reduction but has a primary focus on adaptation (IFC, 2019).

6.2.9. Air Quality

414. Generally, the air quality in Timor-Leste is of minor concern, with the main impacts to human health coming from indoor air pollution and burning of wood and other types of biomass fuels indoors. The ambient/outdoor air quality concerns are limited to Dili and larger urban areas, which mainly come from gaseous pollutants from traffic that are not adequately dispersed in the open terrain (World Bank, 2019). Airports are also sources of air emissions. The main sources of airport air emissions include combustion exhaust from aircraft during landing and takeoff and ground operation, from ground service vehicles, vapors from fuel storage and handling, and emissions from local ground transportation activities servicing the airport.

415. Baseline air quality measurements near or from around the project site that have been monitored in the past include the Pelican Paradise Development Project in Tasitolu. 22 The results of the baseline air quality monitoring are shown in Table 45. The measurements were carried out at five locations during dry season on 18 – 21 October 2016.

Table 45: Baseline Air quality from Pelican Paradise Development Project Averaging Measured WHO AQG Parameter period values (µg/m3) values (µg/m3)

PM2.5 24-hour 16 - 35 25

PM10 24-hour 48 - 54 50

Sulphur dioxide, SO2 1-hour < 100 190

Nitrogen dioxide, NO2 1-hour 110 - 170 200

Carbon Monoxide, CO 1-hour < 30,000 30,000

# Ozone O3 1-hour < 100 100 # - 8 hour daily maximum

416. The results from the table above show that the ambient air quality at the monitoring locations met with WHO Air Quality Guidelines except PM2.5 at two measurement points and PM10 at one measurement point.

417. Further ambient air quality monitoring has been undertaken as part of this EIA. Air quality was measured at three (3) locations situated within the project area (AQ1, AQ2, AQ3). Site visits and data collection were carried out on 28th and 29th of December 2020. The locations are shown in Figure 73 and the monitoring methodology presented in Appendix E. These sites were monitored in order to determine the background air quality for human health and the environment in the study area for the

22 ASPEC (2017). Environmental impact statement for proposed pelican paradise development, Tibar-Tasitolu, Timor-Leste. s.l.: s.n.

136 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment construction phase of the Project. Modelling of operational phase impacts was not part of the ToR for this EIA and as such the locations monitored as part of this EIA were selected as they were the closest residential areas to the construction zones. Note also, that due to the impact of COVID-19 very few flights are operating from the airport during the time of monitoring, meaning that the results presented do not capture a real time non-COVID-19 scenario with multiple flights daily and traffic moving to and from the airport.

Figure 73: Air quality sampling locations (yellow circles)

Table 46: Location and coordinates of air quality sampling No. Location Coordinates Description

1. AQ1 – Terra Santa -8.55043, 125.51744 Settlement Area

2. AQ2 – Anin Fuik -8.54979, 125.52718 Settlement Area

3. AQ3 – Beto Tasi -8.54332, 125.53290 Settlement Area

418. Nitric Oxide, Nitrogen Dioxide, Ozone, Carbon Monoxide and Sulphur Dioxide were all below the detection limit (<1 µg/m3). The results of PM monitoring are presented in the following figures.

137 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 74: PM10 Concentrations 120

100

80

60 PM10(µg/m3 ) 40

20

0 AQ1 AQ2 AQ3

PM10 IFC Guidline Limit

Figure 75: PM2.5 Concentrations 30

25

20

15 PM2.5 (µg/m3 ) 10

5

0 AQ1 AQ2 AQ3

PM2.5 IFC Guidline Limit

419. The monitoring exercise noted that there were three distinct peaks on both PM2.5 and PM10. The peak started at 11:30 - 13:30, rose up again from 19:00 until midnight and increased again on the early hours from 5:30 until 7:00. As the monitoring stations were within residential areas, these peaks were likely correspond to the hours of domestic cooking using solid fuels, which is a primary source of particulate matter.

138 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

420. Further, except for the three distinct peaks implied above originating from wood burning, the hourly values of PM concentrations at the three locations exhibited lower values during the daytime and slightly increased during the night time. This indicates a negative correlation between solar radiation and PM concentrations; when sun heating is at maximum (daytime), PM concentrations reduce, and vice versa. During sun heating, the surface gets warmer and the air in contact with the surface is heated and induces convection process, which moves the heated air upwards and blends with the surface layer. The stronger the solar radiation is, the more intense the heat exchange will be, which in effect will increase the mixing and the size of whirlpools, thus helping to disperse pollutants. 23

421. Additionally, PM10 concentrations displayed a rising trend from the west point to the east (AQ1,AQ2,AQ3). The wind direction and wind speed data show westerly wind with an average speed of 3.6 ms-1, which resulted in increased exposure to air pollution in the east.

422. Relative humidity is also one of the most common drivers of changes in PM concentrations and generally shows a positive correlation with PM10 up to a threshold value beyond which the correlation ceases. 24 This was evident as the RH value range increased at AQ1 through to AQ3, the PM10 concentrations also corresponded accordingly. That can be explained considering that as humidity increases, moisture particles start clinging onto particulate matter and consequently increase its concentration. Eventually, moisture particles grow in size and become heavy to a point where downward force of gravity causes the deposition process and PM10 concentration begins to decrease. 25

423. Lastly, another factor that could possibly contribute to the elevated level of PM10 concentration at AQ3 was likely due to its close proximity to the Comoro River, where daily sand mining activities lead to increased dust deposition to nearby residential areas. As there was no rainfall for four consecutive days prior to the sampling date, winds and traffic of vehicles would intensify the re-suspension of dust around the area.

6.2.10. Noise

424. Noise monitoring was undertaken during December 2020 to establish the ambient noise levels within the Project area (methodology is presented in Appendix E). Only two major sources of noise have been identified within the Project area, traffic noise and aircraft noise, as well as some short- term elevated noise created by villagers and children playing games and occasionally shouting and screaming at each other.

425. Traffic noise was monitored at two locations on the main road to the airport (Points TN1 and TN2, Figure 76). Both of these locations were selected as they are the main entrance routes to the airport from the east and west of Dili and will be the locations which construction traffic, and the majority of airport passengers would pass on their way to and from the airport.

426. Airport noise was monitored at two locations east and west of the runway (AN1 and AN2). These locations were selected in accordance with the requirements of the Projects noise modeling team.

23 Afzali, A., Rashid, M., Sabariah, B., & Ramli, M. (2014). Afzali, A. Rashid, M. Sabariah, B. Ramli, M. PM10 Pollution: Its Prediction and Meteorological Influence in Pasir Gudang, Johor. Retrieved 2020 December, from https://iopscience.iop.org/article/10.1088

24 Hernandez, G., Berry, T., Wallis, S., & Poyner, D. (2017). Temperature and Humidity Effects on Particulate Matter Concentrations in a Sub-Tropical Climate During Winter. Retrieved December 2020

25 Hernandez, G., Berry, T., Wallis, S., & Poyner, D. (2017). Temperature and Humidity Effects on Particulate Matter Concentrations in a Sub-Tropical Climate During Winter. Retrieved December 2020

139 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 76: Noise Monitoring Locations

Table 47: Noise Monitoring Locations Measurement point Location Description Coordinates

AN1 Terra Santa Settlement area -8.55162, 125.51772

AN2 Bebonuk Settlement area -8.54475, 125.53595

TN1 Terra-Santa Main road -8.55397, 125.51793

TN2 Near Comoro Bridge Main road -8.55374, 125.53342

427. Monitoring was undertaken over a period of 24 hours. Table 48 and Table 49 illustrates the results of the traffic noise monitoring at TN1 and TN2 locations and shows that ambient noise levels at these locations are well above IFC guideline limits for daytime and nightime noise for residential areas, and also above IFC guidelines limits for daytime noise in commercial areas.

140 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table 48: Traffic Noise Monitoring Results – TN1 Hours Hourly Leq (dBA) Ld & Ln (dBA) IFC Guideline Limit (dBA) 07:00 72.6

08:00 75.9 09:00 71.2

Daytime 10:00 71.2

11:00 79.6

12:00 71.3

13:00 68.5

55 14:00 66.9 73.1

15:00 69.4

16:00 69.8 17:00 70.0

18:00 77.2

19:00 71.0 20:00 70.5 21:00 66.0 22:00 65.1

23:00 64.1

00:00 55.2

Nightime 01:00 63.0

02:00 56.7 45 66.0 03:00 65.5

04:00 64.9

05:00 70.6 06:00 69.4

Table 49: Traffic Noise Monitoring Results – TN2 Hours Hourly Leq (dBA) Ld & Ln (dBA) IFC Guideline Limit (dBA) 07:00 71.6

08:00 71.6

09:00 72.7

10:00 71.4

11:00 70.0 Daytime

55 12:00 71.0 71.5

13:00 74.8

14:00 71.0

15:00 71.2

16:00 71.2

17:00 70.3

141 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Hours Hourly Leq (dBA) Ld & Ln (dBA) IFC Guideline Limit (dBA) 18:00 73.6 19:00 68.7 20:00 69.8 21:00 68.9 22:00 66.0

23:00 59.3

00:00 61.6

Nighttime 01:00 62.6

02:00 59.3 45 64.5 03:00 56.8

04:00 56.8

05:00 67.6 06:00 69.9

428. Aircraft noise monitoring was hampered by the continuing outbreak of COVID-19 which has severely restricted flights in and out of PNLIA since March 2020. During the time of report preparation limited commercial jet flights were operating. However, noise monitoring was possible on the 8th and 9th of January, 2021 when the following flights were operational.

Table 50: Operational Flights from PNLIA, 8th to the 9th January, 2021 # Operator Registration Aircraft Type ETA ETD 1 Airnorth VH-ANQ ERJ120 08.15 09.00 2 MEDIVAC PK-ELI Beechjet 400 14.10 15.10

429. The tables below (Table 51 and Table 52) provide the monitoring results during this period.

Table 51: Noise Monitoring Results, AN1 (08/01/2021). Hours Hourly Leq (dBA) Ld & Ln (dBA) 07:00 61 08:00 - LANDING 60 09:00 Daytime 59 62 10:00 – TAKE-OFF 59 11:00 64

12:00 58 13:00 63

14:00 – LANDING AND 66 TAKE_OFF

15:00 69 16:00 56 17:00 55 18:00 63 19:00 57 20:00 52 21:00 61

142 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Hours Hourly Leq (dBA) Ld & Ln (dBA) 22:00 49 23:00 Night Time 62 56 00:00 48 01:00 45 02:00 47 03:00 46

04:00 56 05:00 56 06:00 61

Table 52: Noise Monitoring Results, AN2 (08/01/2021). Hours Hourly Leq (dBA) Ld & Ln (dBA) 07:00 67 08:00 - LANDING 72 09:00 Daytime 68 65 10:00 – TAKE-OFF 61 11:00 62

12:00 65 13:00 64

14:00 – LANDING AND 63 TAKE_OFF

15:00 65 16:00 60 17:00 60 18:00 61 19:00 59 20:00 54 21:00 51 22:00 52 23:00 Night Time 48 65 00:00 48 01:00 47 02:00 46 03:00 46

04:00 54 05:00 73 06:00 71

430. The results show, that even with only one large aircraft movement per day, the ambient noise levels exceed the IFC guideline limits for daytime and nighttime noise but are within FAA limits.

431. Further analysis of the period of take-off and landing have been undertaken. The following graphs show the A-weighted noise levels over a period of five minutes.

143 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 77: AN1 Landing (first flight)

144 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 78: AN1 Take-off (first flight)

145 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

432. The results of the monitoring undertaken during take-off and landing show some peaks in the noise levels above 65 dBA, lasting for periods of around ten seconds or less, but as noted above, the noise levels are within the FAA limits.

Underwater Noise

433. Ocean ambient noise is comprised of a variety of sounds of different origin at different frequency ranges, having both temporal and spatial variations. It primarily consists of noise from natural physical events, noise produced by marine biological species and anthropogenic noise. 26

434. These sources are detailed as follows:  Natural events: The major natural physical events contributing to ocean ambient noise include, but are not limited to, wave/turbulence interactions, wind, precipitation (rain and hail), breaking waves and seismic events (e.g., earthquakes/tremors): i. The interactions between waves/turbulence can cause very low frequency noise in the infrasonic range (below 20Hz). Seismic events such as earthquakes/tremors and underwater volcanos also generate noise predominantly at low frequencies from a few hertz to a few hundred hertz; ii. Wind and breaking waves, as the prevailing noise sources in much of the world’s oceans, generate noise across a very wide frequency range, typically dominating the ambient environment from 100Hz to 20kHz in the absence of biological noise sources. The wind dependent noise spectral levels also strongly depend on sea states which are essentially correlated with wind force; and iii. Precipitation, particularly heavy rainfall, can produce much higher noise levels over a wider frequency range of approximately 500Hz to 20kHz.  Bioacoustic production: Some marine animals produce various sounds (such as calls, whistles, clicks) for different purposes (for example, communication, navigation or detection): i. Baleen whales (e.g., great whales like humpback whales) regularly produce intense low frequency sound (whale songs) that can be detected at long range in the open water. Odontocete whales, including dolphins, can produce rapid burst of high-frequency clicks (up to 150kHz) that are primarily for echolocation purposes; ii. Some fish species produce sounds individually, and some species also make noise in choruses. Typically, fish chorusing sounds depend on species, time of day and time of season; and iii. Snapping shrimp are important contributors among marine biological species to the ocean ambient noise environment, particularly in shallow coastal waters. The noise from snapping shrimp is extremely broadband in nature, covering a frequency range from below 100Hz to above 100kHz. Snapping shrimp noise can interfere with other measurement and recording exercises, for example it can adversely affect sonar performance.  Anthropogenic sources: Anthropogenic noise primarily consists of noise from shipping activities, offshore seismic explorations, marine industrial developments and operations, as well as equipment such as sonar and echo sounders: i. Shipping traffic from various sizes of ships is the prevailing man-made noise source around nearshore port areas. Shipping noise is typically due to cavitation from propellers and thrusters, with energy predominantly below 1kHz; ii. Pile driving and offshore seismic exploration generate repetitive pulse signals with intense energy at relatively low frequencies (hundreds of hertz) that can potentially cause physical injuries to marine species close to the noise source; and iii. Dredging activities and other marine industry operations are additional man-made sources, generating broadband noise over relatively long durations.

435. A summary of the spectra of various ambient noise sources based on a review study undertaken by Wenz (1962) is shown in the figure below.

26 Wenz, G. M. (1962). Acoustic ambient noise in the ocean: Spectra and sources, Journal of the Acoustical Society of America 34, 1936–1955.

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Figure 79: Generalized Ambient Noise Spectra Attributable to Various Noise Sources (Wenz 1962)

436. Studies in Australian waters have shown that there are some significant differences in the ambient noise compared to the colder Northern Hemisphere waters where most existing measurements have been recorded. Figure 80 summarizes the main components of ambient noise for the Australian regions, where the differences from Wenz’s ambient noise spectra are due to the different environment of tropical waters, particularly in respect to noise from marine animals. Wind-generated noise and the traffic noise due to shipping activities are generally consistent in level range between the two studies (Wenz, 1962 and Carto, 1997 27).

27 Cato, D. H. 1997, Ambient noise in Australian waters, In Fifth International Congress on Sound and Vibration, South Australia, Australia, December 15 - 18, edited.

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Figure 80: Summary of Ocean Ambient Noise Spectra for the Australian Region (from Cato (1997))28

437. Figure 80 indicates that the ambient noise spectra in the Timor and Arafura Seas ranges from 50 to 60 dB and within 10 to 500 Hz.

438. In addition to the above, an important specific additional anthropogenic noise should be considered, aircraft noise. Wyatt (2008) gave a list of aircraft and their underwater noise levels. They are shown in the table below.

Table 53: Fixed Wing Aircraft Noise (Wyatt 2008)29 Aircraft In air Underwater Underwater Aircraft Tones measurement Measurement Measurement Position dBA (ref Unit broadband (dB Bandwidth =20mPa)* re 1uPa rms)** 737 84 110 4 to 20000 45 degrees - Twin - 147 Altitude 457m Propeller 68 Hz Otter

* Measured at 1.5 to 2m above water surface. A weighted dB re 20 μPa

** Hydrophone depth of 10 or 6m

28 Cato, D. H. 1997, Ambient noise in Australian waters, In Fifth International Congress on Sound and Vibration, South Australia, Australia, December 15 - 18, edited.

29 Joint Industry Programme on Sound and Marine Life Review of Existing Data on Underwater Sounds Produced by the Oil and Gas Industry. Issue 1. Wyatt 2008

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439. Sound from an airborne source is generally reflected from the water surface except for a cone of sound with a half angle of 13 degrees from the vertical. Much of the sound energy is reflected from the surface but sound pressure doubles as it transfers through the air to water interface. As the aircraft height increases the base area of the cone increases and the sound pressure level arriving at the water surface decreases. The zone of effect of an aircraft passing over an area of water induces sound into a strip of water the dimensions of which are proportional to the aircraft’s height. Wave motion will add a variable which will extend the strips width. However, for low frequency noise, generally, the sound wavelength is large compared to the wave height such that the water appears as a smooth surface. 30

440. The above data indicates that aircraft noise from PNLIA could result in periods of offshore underwater noise in the Project area well above the ambient levels indicated in Figure 80.

441. Ambient underwater noise monitoring was undertaken as part of the Tibar Port EIA (2016). Tibar port is approximately 4km west of the Project area. Three periods of monitoring were undertaken. The results of all three periods were similar, with the results for period three shown below.

30 Joint Industry Programme on Sound and Marine Life Review of Existing Data on Underwater Sounds Produced by the Oil and Gas Industry. Issue 1. Wyatt 2008

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Figure 81: Spectral Levels for PSD (top) and 1/3 Octave Band Spectrum (bottom), Tibar Port

442. Tibar Port EIA concluded that:  The overall underwater noise levels of various statistical parameters have small variations (less than 5 dB) over the entire monitoring periods, with a clear pattern of higher noise levels (by 3 – 4 dB) of nighttime periods than day time periods.  The weather and sea state conditions are weak over the monitoring periods, and therefore have limited influence on the baseline noise levels. The high noise energy levels at very low frequencies below 200 Hz are expected from wind-dependent surface wave activities.  The biological noise from fish chorus and snapping shrimps, with frequency range from approximately 2 kHz up to 20 kHz, dominates the noise levels over the entire mentoring period, particularly during nigh time periods when higher biological activities normally occur than daytime periods.

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6.3. Biodiversity

443. This Section outlines the baseline biodiversity conditions present in and around the Project Area.

444. On land, the Project area falls within the Timor and Wetar Deciduous Forests ecoregion. This is a seasonally dry habitat which has been extensively cleared for agriculture. Endemism is high, with – for example – three mammal species restricted to this ecoregion and over 30 restricted-range species of birds present. 31, 32

445. From a marine perspective, Timor-Leste falls within the Coral Triangle, and the Project area falls within the Fatu Reefscape. 33 A rapid assessment of corals in north-east Timor-Leste identified high coral diversity, and estimated c.400 reef-building species likely to be present nationwide. 34 Despite this, consider the overall extent of coral on the north coast of Timor-Leste to be limited. 35 Coral condition in the north-east was considered to be moderate to good, with some evidence of destructive fishing practices but no evidence of coral bleaching. 36 Seagrass beds are variously reported to be limited 37 or extensive (Government of Timor-Leste 2013) on the north coast, perhaps because of their extensive but sparse nature. Mangrove habitats are limited. 38

6.3.1. Ecology and Habitat

446. Terrestrial areas represent Modified Habitat. Areas within the airport fence are mostly grassy. The area surrounding the airport is grassy (to the south, next to the main entrance) or mostly houses and accompanying home gardens (bananas, papaya, maize, coconuts, etc.) (Appendix B). The beach is already somewhat disturbed by human activity and does not appear to have any significant biodiversity values.

447. Coastal marine areas immediately adjacent to the airport, c.500 m to the west, and for some distance to the east represent Natural Habitat (Appendix B) – comprising mainly sand and small stones, with small isolated patches of coral. From c.500 m to the west of the airport, beachrock occurs, and is associated with coral reef almost continuously to Dili Rock. Elsewhere in Timor-Leste, most reefs are hard coral-dominated assemblages, 39 but here the beachrock has been colonized by a healthy

31 BirdLife International (2020a) Country profile: Timor-Leste. Available at: http://www.birdlife.org/datazone/country/timor-leste

32 Wikramanayake, E., Dinerstein, E., Loucks, C.J., Olson, D.M., Morrison, J., Lamoreux, J., McKnight, M. & Hedao, P. (2002) Terrestrial ecoregions of the Indo-Pacific: a conservation assessment. Island Press, Washington DC, USA.

33 DeVantier, L.M., Turak, E. & Allen, G. (2008) Lesser Sunda Ecoregional Planning Coral Reef Stratification Reef- and Seascapes of the Lesser Sunda Ecoregion. Unpublished report to The Nature Conservancy, Bali, Indonesia

34 Turak, E. & DeVantier, L. (2012) Biodiversity and Conservation Priorities of Reef-building Corals in Timor Leste, with focus on the Nino Konis Santana National Marine Park. Unpublished report to Conservation International.

35 Boggs, G., Edyvane, K., de Carvalho, N., Penny, S., Rouwenhorst, J., Brocklehurst, P., Cowie, I., Barreto, C., Amaral, A., Smit, N., Monteiro, J., Pinto, P., Mau, R., Amaral, J. & Fernandes, L. (2009) Marine & Coastal Habitat Mapping in Timor Leste (North Coast) – Final Report. Ministry of Agriculture & Fisheries, Government of Timor Leste, Dili.

36 Turak, E. & DeVantier, L. (2012) Biodiversity and Conservation Priorities of Reef-building Corals in Timor Leste, with focus on the Nino Konis Santana National Marine Park. Unpublished report to Conservation International.

37 Boggs, G., Edyvane, K., de Carvalho, N., Penny, S., Rouwenhorst, J., Brocklehurst, P., Cowie, I., Barreto, C., Amaral, A., Smit, N., Monteiro, J., Pinto, P., Mau, R., Amaral, J. & Fernandes, L. (2009) Marine & Coastal Habitat Mapping in Timor Leste (North Coast) – Final Report. Ministry of Agriculture & Fisheries, Government of Timor Leste, Dili.

38 Boggs, G., Edyvane, K., de Carvalho, N., Penny, S., Rouwenhorst, J., Brocklehurst, P., Cowie, I., Barreto, C., Amaral, A., Smit, N., Monteiro, J., Pinto, P., Mau, R., Amaral, J. & Fernandes, L. (2009) Marine & Coastal Habitat Mapping in Timor Leste (North Coast) – Final Report. Ministry of Agriculture & Fisheries, Government of Timor Leste, Dili.

39 Turak, E. & DeVantier, L. (2012) Biodiversity and Conservation Priorities of Reef-building Corals in Timor Leste, with focus on the Nino Konis Santana National Marine Park. Unpublished report to Conservation International.

151 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment assemblage of hard and soft corals, with large colonies and showing very little sign of bleaching. Unusually, the reef is dominated by soft corals, likely owing to regular freshwater flooding from Tasitolu, and a degree of sedimentation from strong wave action. This reef represents Critical Habitat. To the east of the airport, the first substantive areas of coral occur in Dili Bay offshore of the center of town.

448. Seagrass occurs sparsely over much of the area, though never in high densities. The most extensive patch in the east of Tasitolu Bay is labelled in Figure 82 and Figure 83, and is home to very small numbers of the threatened and nationally-protected Dugong. A number of other nationally- protected species occur in small numbers near the Project site (Table 45).

6.3.2. Internationally and Nationally Designated Sites

449. There is one protected area in the vicinity of the Project – Lagao Tasitolu Peace Park – and one proposed marine protected area - Behau (Figure 82 and Figure 83). Lagao Tasitolu is a 378-ha protected area, designated in 2002 and focused upon three saline lakes. Although designated for its cultural and historical importance, it does have biodiversity value (BirdLife 2002b). The status of Behau is unclear – it appears to have been proposed for protection in 2008 by the national government (Protected Planet 2020) but may actually instead represent a locally-managed marine protected area. 40 This site is not currently considered to overlap the Project AoA.

450. The ADB SPS (2009) states that ‘Critical habitats include those areas either legally protected or officially proposed for protection’. IFC guidance (2019) states that ‘Certain internationally recognized areas of high biodiversity value may be recognized as critical habitats…[e.g.] Areas that meet the criteria of the IUCN’s Protected Area Categories Ia, Ib and II’. As the Lagao Tasitolu Peace Park was not designated for biodiversity reasons and does not appear to have biodiversity values of international importance (per IFC 2019), it does not appear appropriate to consider it Critical Habitat per se.

451. Tasitolu Important Bird Area was identified owing to the presence of 12 restricted-range birds. 41 There is, however, no indication that any of these species are present at the site in concentrations sufficient to qualify it as Critical Habitat (per IFC 2019 guidance). Given the distribution of these species in suitable habitat on Timor, recent influx of people to live within the IBA, and the consequently limited habitat remaining in the IBA, it appears unlikely that Tasitolu qualifies as Critical Habitat for restricted- range birds. 42, 43

452. The Perairan Tasitolu Key Biodiversity Area (KBA) was identified on the basis of globally- important populations of Vulnerable Dugong. One individual was observed during recent surveys and up to three reported from the area (Appendix B). To qualify as Critical Habitat for Dugong, the loss of the area would have to result in the change of the species’ Red List status to Endangered or Critically Endangered (IFC 2019). Given there are tens of thousands of Dugong in Australia/Papua New Guinea – and significant populations also in Bahrain, Qatar and the United Arab Emirates – it is implausible that the loss of even the entire Perairan Tasitolu KBA would result in a change in the species’ Red List status. This KBA does not thus represent Critical Habitat for Dugong.

6.3.3. Critical and Natural Habitat

453. A full Critical Habitat Assessment (Appendix B) used broad marine and terrestrial Areas of Analysis (AoAs) to assess Project risks (Figure 82). This assessment identified the marine AoA to be

40 Piludu, N. (2019) Taking control with Tara Bandu. Available at: https://blog.blueventures.org/en/taking-control-with-tara-bandu

41 BirdLife International (2020b) Important Bird Areas factsheet: Tasitolu. Available at: http://datazone.birdlife.org/site/factsheet/tasitolu-iba- timor-leste/details

42 Pilgrim, J. (2020a) TA-9925 REG: Southeast Asia Transport Project Preparatory Facility Phase 2 - Biodiversity Specialist (52084-002): Critical Habitat Screening Report. Unpublished report to Asian Development Bank.

43 Pilgrim, J. (2020b) TA-9925 REG: Southeast Asia Transport Project Preparatory Facility Phase 2 - Biodiversity Specialist (52084-002): Site Verification Report. Unpublished report to Asian Development Bank.

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Critical Habitat for coral reefs (Figure 82). The terrestrial AoA, although containing Lagao Tasitolu Peace Park, is considered to represent a mix of Modified and Natural Habitat. Although these conclusions could be refined by further studies, they have a high level of confidence: it is unlikely that additional Critical Habitat-qualifying biodiversity occurs in these AoAs. Table 54 also contains species protected by recent national legislation 44 and ecosystems listed in national legislation as special priorities, for which the Government will require strong mitigation (C. Da Cunha Barreta, Director of Fisheries, pers. comm. 2020 – See Biodiversity Action Plan for further details).

454. Throughout this EIA, Critical and Natural Habitat features listed in Table 54 are thus together considered “priority biodiversity” for the Project to avoid, mitigate and – if necessary – offset impacts upon. De facto, Natural Habitat includes globally-threatened and nationally-protected species such as Dugong and sea turtles.

Table 54: Summary of priority (Critical Habitat-qualifying or nationally-protected) biodiversity in the Project area Biodiversity Biodiversity Critical Habitat Nationally- Justification Present type criterion qualified protected in 1 2 3 4 5 6 Project impact area? Ecosystem Tasitolu Bay soft P P High-quality soft No* coral reef coral-dominated beachrock, a globally and regionally uncommon ecosystem. Ecosystem Coral patches P Some species45 are P protected, and ‘coral and coral reefs’ is a special priority ecosystem in law. Ecosystem Seagrass P A special priority P ecosystem in law. Ecosystem Comoro Estuary P ‘Estuaries’ are a P special priority ecosystem in law. Mollusc Egg Cowry Ovula P All Cypraidae are No* ovum protected in law. Mammal Dugong Dugong P P dugon Mammals Whales and P All species are Probably dolphins protected in law. Reptiles Sea turtles P All species are Probably protected in law. Fish Whale Shark P Probably Rhincodon typus Bird Drab Swiftlet ? Government of P Collocalia neglecta Timor-Leste (2020) lists Glossy Swiftlet Collocalia esculenta, but this should presumably, after recent taxonomic

44 Government of Timor-Leste (2020) Decree-Law No. 5/2016 of 16 March. National system of protected areas. [Decreto-Lei N.°5/2016 de 16 de Março. Sistema nacional de áreas protegidas.] In Portuguese.

45 Surveys by Lovell & Pilgrim (2020) found Heliopora coerulea, corals in the family Milleporidae, and corals in the genus Millepora (Appendix X). These are all on CITES Appendix II, so de facto nationally protected (Government of Timor-Leste 2020).

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Biodiversity Biodiversity Critical Habitat Nationally- Justification Present type criterion qualified protected in 1 2 3 4 5 6 Project impact area? changes, refer to Drab Swiftlet. Bird Brahminy Kite P P Haliastur indus Bird Spotted Kestrel P P Falco moluccensis *pending refinement of construction-stage plume model and operations-stage hydrodynamic model with primary data.

455. Terrestrial areas potentially impacted by the Project are extensively Modified Habitat (Appendix B). Based on surveys detailed in (Appendix B). Figure 82 summarizes the location of near- shore marine Critical, Natural and Modified Habitat in the Project area (all Critical Habitat here is also Natural Habitat). Figure 83 provides a closer view of Tasitolu Bay, the area of most biodiversity conservation significance near to the Project site.

456. Coastal marine areas immediately adjacent to the airport, c.500 m to the west, and some distance to the east represent Natural Habitat. From c.500 m to the west of the airport, beachrock occurs, and is associated with coral reef almost continuously to Dili Rock. This reef is of varying quality, owing to ongoing nearby land-based impacts, and so mostly represents a mix of Natural and Critical Natural Habitat. In only one location, near to a drain at the eastern side of Tasitolu Bay, is the inshore area sufficiently affected by land-based impacts to represent Modified Habitat.

457. Following these maps are a set of brief profiles for priority biodiversity, focusing on where and when each is likely to occur in the Project area. More extensive details of consideration under Critical Habitat criteria are given in the Biodiversity Action Plan (Appendix B).

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Figure 82: Coarse-scale marine habitat map of the Project vicinity, showing Natural, Modified and Critical Habitat.

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Figure 83: Coarse-scale marine habitat map of Tasitolu Bay, showing Natural, Modified and Critical Habitat.

Soft coral reef in Tasitolu Bay

458. A soft coral-dominated reef adjacent to the foreshore of Tasitolu beach extends to c.500 m from the Project site at its nearest extent (Appendix B). A rim of beachrock lines the shore, extending >1.5 km along the beach front and descending to a depth of c.2 m at low water. Beachrock forms in the presence of freshwater percolating into the marine environment through coastal sediments. This phenomenon results in rock structures which are the result of the cementing of the beach sediments by algal/microbial action in the presence of marine and freshwater. In this location, the persistent sources of freshwater (or, at least, brackish water) are the inland Tasitolu lakes proximal to this area. Elsewhere in Timor-Leste, most reefs are hard coral-dominated assemblages residing on carbonate substrates created by the coral/coralline algal concretions. 46 Other surveys found that most soft coral reefs on the north coast appear to be transient features occurring on rubble beds resulting from destructive fishing, coral predation or storm damage. 47

459. In Tasitolu Bay, the hard beachrock substrate has been colonized by a healthy assemblage of hard and soft corals, with large colonies and showing very little sign of bleaching (e.g., Figure 84). Though diversity was lower than can be found in offshore reefs, it was high considering the environmental limitations of a near-shore existence. Fish and a variety of associated invertebrates were evident. The reef was dominated in abundance by soft corals. This is unusual, as hard corals usually dominate over time. The dominance of soft corals in this area is likely maintained in this particular area by regular freshwater (brackish) flooding from Tasitolu, and a degree of sedimentation from strong wave action.

46 Turak, E. & DeVantier, L. (2012) Biodiversity and Conservation Priorities of Reef-building Corals in Timor Leste, with focus on the Nino Konis Santana National Marine Park. Unpublished report to Conservation International.

47 Turak, E. & DeVantier, L. (2012) Biodiversity and Conservation Priorities of Reef-building Corals in Timor Leste, with focus on the Nino Konis Santana National Marine Park. Unpublished report to Conservation International.

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460. Soft coral-dominated reefs are globally and regionally uncommon, and so the high-quality reef in Tasitolu Bay is considered Critical Habitat (Appendix B).). In only one location, near to a drain at the eastern side of Tasitolu Bay, is the inshore area sufficiently affected by land-based impacts to represent Modified Habitat

Coral Patches

461. In addition to the soft coral-dominated reef near the shore of Tasitolu Bay, scattered coral outcrops are present throughout the Project area (including the direct impact zone), up to c.100 m depth (Appendix B). They occur where fixed hard substrate has given them an opportunity to colonize (e.g.,Figure 85). More extensive hard coral-dominated reef exists to the west of Tasitolu Bay (e.g., around Dili Rock) and to the east of Dili town (e.g., around Cristo Rei). There is less coral near the Comoro River, where it is limited in extent by natural sedimentation and freshwater outflow from the river and – further east – by sediment disturbance from the port in Dili Bay (Figure 82).

462. Unlike the extensive reef in Tasitolu Bay, these patches of coral near the airport and to the east, are small and/or sufficiently degraded that they represent Natural Habitat but not Critical Habitat (see Figure 82 and Figure 83).

Figure 84: High benthic coverage of soft Figure 85: Acropora sp./Porites and hard coral at Tasitolu subtidal reef. assemblage at 6 m depth off the end of the airport runway

Seagrass

463. Halophila ovalis seagrass patches occur sparsely over much of the shallow marine area, though never in high densities (Appendix B). The most extensive patch in the east of Tasitolu Bay is labelled in Figure 82 and Figure 83 as “seagrass patch”, and is home to Dugong. There is less seagrass near the Comoro River, where it is limited in extent by natural sedimentation and freshwater outflow from the river and – further east – by sediment disturbance from the port in Dili Bay. The scale and density of seagrass in the AoI is not significant in a national or international context, and so should not be considered Critical Habitat (Appendix B).

Comoro Estuary

464. The Comoro River estuary lies directly east of the Project. It is quite limited in extent, comprising some small mud and sand flats, constrained by a stony beach on both sides. It produces an extensive plume of sediment into the nearshore marine area, where small-scale fishermen are very active (Appendix B). Just upstream, the river is heavily disturbed by aggregate mining. As a result of its limited extent, this disturbance, and disturbance from the adjacent Dili town, the estuary appears to hold only small numbers of waterbirds. This habitat is sufficiently degraded that it represents Natural Habitat but not Critical Habitat (see Figure 82 and Figure 83).

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Egg Cowry

465. This globally widespread and common coral-associated mollusk was found commonly on the reef in Tasitolu Bay (Appendix B). It is likely to be found on/near any corals in the vicinity of the Project.

Dugong

466. Multiple informants during surveys (Appendix B) reported Dugong from the eastern part of Tasitolu Bay, with most informants only reporting one individual, but one informant suggesting there was a regular group of three Dugong, and perhaps more (Appendix B). During surveys, a single Dugong was observed feeding for some time in this area (Appendix B). One informant suggested that Dugong regularly travel through the Project (marine) area to the east.

Whales and Dolphins

467. Surveys suggest that a high diversity of cetaceans occurs in the north-western coastal waters of Timor-Leste, peaking in abundance with large numbers of dolphins and small whales around November. 48 Their observations in the vicinity of the Project included dolphins in May 2008, and sightings of large whales (including Blue Whale Balaenoptera musculus) c.10 km to the east and west of the Project area in November 2008. The proximity of these animals to the Project area will depend upon individual species’ ecology, and weather conditions, but will be relatively close as the channel between the Project and Atauro Island is only c.25 km wide.

Sea Turtles

468. Local dive operators state that turtles are not regularly seen in the vicinity of Dili. Signs on Tasitolu beach warn against disturbance of sea turtle nests, but local interviewees did not appear familiar with these species. Surveys found turtles present in the general area in May, but found turtle numbers to peak in Timorese waters in November. 49 Other surveys found some limited occurrence and nesting of sea turtles in the west side of Tibar Bay, and to the west of that bay, and interviewed two fishermen who reported sea turtle nesting at Tasitolu. 50 Other surveys also state turtles to ‘regularly’ nest at Tasitolu, though without clarifying the basis of that statement. 51 It seems likely that turtles may occur irregularly in small numbers in the vicinity of the Project. Green Turtle (Chelonia mydas) and Hawksbill turtle (Eretmochelys imbricata) are likely to be the most regularly occurring species. 52

Whale Shark (Rhincodon typus)

48 Dethmers, K., Chatto, R., Meekan, M., Amaral, A., de Cunha, C., de Carvalho, N. & Edyvane, K. (2012) Marine Megafauna Surveys in Timor Leste: Identifying Opportunities for Potential Ecotourism – Final Report. Unpublished report to the Ministry of Agriculture & Fisheries, Government of Timor-Leste.

49 Dethmers, K., Chatto, R., Meekan, M., Amaral, A., de Cunha, C., de Carvalho, N. & Edyvane, K. (2012) Marine Megafauna Surveys in Timor Leste: Identifying Opportunities for Potential Ecotourism – Final Report. Unpublished report to the Ministry of Agriculture & Fisheries, Government of Timor-Leste.

50 Eisemberg, C.C., Costa, B.G. & Edyvane, K. (2014) Assessment of Marine Megafauna and Potential Critical Habitat in Tibar Bay, Timor Leste. Unpublished report to the International Finance Corporation, Dili, by the Research Institute for the Environment and Livelihoods, Charles Darwin University.

51 Nippon Koei (2019b) TA-9702 TIM: Preliminary Assessment for Dili Airport Runway Upgrading Project (52329-001). Final options report. Unpublished report to Administration of Airports and Airport Navigation of Timor Leste.

52 Eisemberg, C.C., Costa, B.G. & Edyvane, K. (2014) Assessment of Marine Megafauna and Potential Critical Habitat in Tibar Bay, Timor Leste. Unpublished report to the International Finance Corporation, Dili, by the Research Institute for the Environment and Livelihoods, Charles Darwin University.

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469. Surveys included a Whale Shark sighting in May 2008. 53 It is likely that the species regularly, seasonally occurs in the vicinity of the Project, in low numbers. This species may occur quite close inshore.

Drab Swiftlet (Collocalia neglecta)

470. This bird is likely to occur commonly across the (terrestrial) Project area, as it is not very habitat specific when feeding. Although restricted to Timor, Wetar, Alor and nearby islands, it is usually common where it occurs, nesting in caves and buildings.

Brahminy Kite (Haliastur indus)

471. This common and widespread bird occurs in low numbers in the Project area. It feeds on carrion, fish and insects, so is predominantly associated with coastal and riverine areas, and open habitats. It is thus regularly seen at the airport and in the Tasitolu area, searching for food over grassland and the shore, and has been involved with at least one collision with an aircraft at PNLIA. 54

Spotted Kestrel (Falco moluccensis)

472. This bird occurs widely in small numbers in open habitats from Java to Tanimbar, and north to Sulawesi and Halmahera. It has been seen at PNLIA and Tasitolu, and likely occurs there regularly in small numbers, hunting in grassland.

6.4. Social Environment

6.4.1. Ethnicity

473. The Timorese people are collectively known as Maubere. The Timorese population consists of many different ethnic groups, the majority of which are of mixed Malayo-Polynesian descent and Melanesian/Papuan, with a small Chinese population. Table 55 represents the ethnic makeup of Timor- Leste.55

474. As a former Portuguese colony, there is a small population of Timorese- Portuguese descent. 56

Table 55: Ethnicity, Timor-Leste Malayo-Polynesian Groups Population Geographic Location Tetun (or tetum) 100,000 North coast, around Dili Mambere 80,000 Central Timor-Leste (mountains) Tukudede 63,170 Area around Maubara, Liquisa Galoli 50,000 Eastern Timor-Leste Kemak 50,000 North-central Timor Baikeno 20,000 Area around Pantemakassar Papuan Ethnic Groups Population Geographic Location Bunak 50,000 Central interior Timor Fataluku 30,000 Eastern tip, around Los Palos Makasae No estimates Eastern Timor-Leste Source: Timor Leste Disaster Management Reference Handbook. 2016

53 Dethmers, K., Chatto, R., Meekan, M., Amaral, A., de Cunha, C., de Carvalho, N. & Edyvane, K. (2012) Marine Megafauna Surveys in Timor Leste: Identifying Opportunities for Potential Ecotourism – Final Report. Unpublished report to the Ministry of Agriculture & Fisheries, Government of Timor-Leste.

54 Pilgrim, J. (2020c) TA-9925 REG: Southeast Asia Transport Project Preparatory Facility Phase 2 - Biodiversity Specialist (52084-002): Wildlife Hazard Assessment Report. Unpublished report to Asian Development Bank.

55 Timor-Leste, ADRA (Adventist Development and Relief Agency), from International Development Paper for Concept of Community Development by Luc Sabot, http:// adra.tl/about/abouttimor/ethnics/.

56 Timor Leste Disaster Management Reference Handbook. 2016

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6.4.2. Population

475. Dili Municipality is located in the north coast of-Timor Leste, bordered by the municipalities of Liquica in the west, Manatuto in the east, and Aileu in the south. It consists of the National capital Dili and six (6) administrative posts of Nain Feto, Vera Cruz, Dom Aleixo, Cristo Rei, Metinaro (all coastal) and Atauro Island.

476. PNLIA is located in Madohi suco. Madohi is one of the sucos of Dom Aleixo administrative post. According to the data provided by Madohi Suco Administrative Office (Table 23), the total population of the suco was 23,547 as of 2020 and there were 4,643 households. Thus, the average household size in the suco was 5.1 persons per household. Gender distribution in Madohi was not equal, with male population 2.4% lower than female population (51.2% female and 48.8% male). Madohi comprises seven aldeias as shown in Figure 87.

Table 56: Population of Madohi Suco Area Population No. of Household Size Male Female Total Households (persons per household) Madohi Number 11,477 12,070 23,547 4,643 5.1 % 48.8 51.2 100.0 Source: Draft LASCP

Figure 86: Madohi Suco Area

Source: Direccao Geral de Estatistica, 2019 (The map has been modified to fit the purpose of the study)

160 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 87: Aldeias in Suco Madohi

1. Beto Tasi 2. Anin Fuik 3. Loron Matan 4. Naroman BT 5. Rosario 6. Dezenbru 7. Terra Santa

6.4.3. Language

477. The official languages of Timor-Leste are Tetum and Portuguese. Indonesian and English are also significantly spoken. Tetum is understood by about 80% of the population. Indonesian is understood by about 40 % of the population, Portuguese by about 5%, and English by 2%. English has become the preferred language of business. Changes in language use have created communication challenges between the government, businesses, the education system and the population. The diversity of the population is very significant as over 30 languages and dialects are used. 57

6.4.4. Religion

478. Roman Catholicism is the official religion of Timor-Leste and is practiced by 96.9% of the Timorese population. Other religions include Protestants and Evangelicals 2.2%, Muslim 0.3%, and other 0.6% (2005). 58

6.4.5. Vulnerable Groups

479. Vulnerable groups in Timor-Leste include women, children, the displaced, the poor and disabled. The Project LASCP identified a total of 111 affected households (722 persons) out of total 247 households affected by the Project to be considered as Vulnerable Affected Households (VAHs). Among 111 VAHs, there are 87 poor households, 18 female-headed households with dependents, 6 households

57 About Timor-Leste. ADRA Timor-Leste. http://adra.tl/ about/abouttimor/ethnics/ 58 The world factbook. East & Southeast Asia: Timor-Leste. Central Intelligence Agency. https://www.cia.gov/library/ publications/the-world-factbook/geos/tt.html.

161 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment headed by the disabled person with no means of support, 12 households headed by the elderly person with no other means of support, 9 landless households. None of the affected households is ethnic household. It is noted that 16 households (84 persons) fall into more than one vulnerability category. It was recorded during the Project FGDs with affected women that the women are often more vulnerable than men in adapting the loss of land acquisition and resettlement as well as change of livelihood.

6.4.6. Gender

480. “Timor-Leste Country Gender Assessment (2014)” explains that Timor-Leste is a patriarchal society that has an influence on gender roles. Men are expected to be responsible for decision making in the household and are the major income earners in the formal economy. However, it also mentions that since the independence in 2002, gender equality has been emphasized as an important goal in national development and considerable progress has already been made in addressing inequalities through legislation, policy development, institutional mechanisms and raised public awareness.

6.4.7. Health Conditions

481. To date Timor-Leste has recorded 196 confirmed cases of novel corona virus or COVID-19 since the outbreak in early 2020. Of which, 99 cases had recovered, and 0 deaths reported. The country is currently under the State of Emergency with border restrictions in ports, airport and land borders are in place. All measures and procedures have been taken place to stop the spreading of the virus in the local community.

482. Apart from recent infectious disease outbreak of COVID-19, Timor-Leste’s Demographic and Health surveyed a high number of infectious diseases or communicable diseases in the past such as malaria, dengue, HIV and tuberculosis (TB) and continue to pose a public health challenge (GDS, Ministry of Health and ICF, 2018).

483. Malaria was leading cause of morbidity across the country in the past. The declining of the malaria incidence from 2006 onwards where decreased from 223,002 to 95 cases in 2016 (<1 per 1000 population). It was prevalent among children under 5-year-old with 58% were given treatment and 25% were taken blood for testing. Antimalarial drugs that most commonly used are chloroquine and quinine (GDS, Ministry of Health and ICF, 2018). Similarly, the overview of declining of malaria incidence per 1,000 population risk collected shows in Figure 88 (World Bank, 2021a).

162 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 88: Timor-Leste Malaria Incidence per 1,000 population risk 200

180

160

140

120

100

80

60

40

20

0

484. Dengue incidence also made top public health issue. In 2018, analysis data of 3206 cases (2003- 2013) from Ministry of Health shows that dengue was large peaked in January where highly monsoon season. About 74% of patients at the age 14 and above were less likely to be infected than those less than 14-year-old and females were 12% more likely to suffer from dengue as compared to males (Wangdi et al., 2018). Timor-Leste’s recent dengue outbreak was in 2020 (February-May) where 1,050 people have contracted the mosquito-borne virus. Of which, 628 patients were from Dili, 293 patients from Ermera district and one hundred more patients were from other municipalities. The Health authorities confirmed that total of eight people died from the dengue fever.

485. Other communicable disease recorded is HIV infection. Timor-Leste has a low prevalence of HIV, less than 1% in the general population. Higher risk of HIV infections is among key populations of fewer than 5% including commercial sex workers and drug users (GDS, Ministry of Health and ICF, 2018). However, the incidence of HIV number is slowly increasing every year per 1,000 uninfected populations (World Bank, 2021).

163 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 89: Incidence of HIV per 1,000 uninfected population 0.16

0.14

0.12

0.1

0.08

0.06

0.04

0.02

0

Source: World Bank, 2021b

486. Tuberculosis (TB) remains a leading cause of death in Timor-Leste. In 2017, TB incidence is estimated at 498/100,000 population. However, it is notified that TB case has declined constantly over the period of 2010-2017 with geographical factors between municipalities. TB patients declined to 3579 notified in 2017 about 275/100,000. It is estimated that 54% of treatment coverage but the big gap remains at 46%. TB killed 106 people per 100,000 people with increasing mortality trend (Parmar &WHO, 2018). TB case detection rate by the World Bank (2021) also suggested the declining of TB cases in Timor-Leste between the period of 2010-2017 and some data gap in 2011.

6.4.8. Safety and Security

487. One major concern in terms of security is the frequent disturbances and fight break up between different martial arts groups in several areas surrounded the airport. The areas surrounded the airport can be also categorized as red zone or not safe areas. Moreover, these areas are not equipped with the adequate lighting and leaving the areas dark at nighttime, thus making these areas vulnerable to conflicts. Even with street lightings along the main road and the road to the airport, frequent light black out often provides the sense of insecure in these areas.

488. In terms of traffic accidents, it is informed that since its operation, there was only one traffic accident at the airport area. The incident involved a drunk driver (not airport staff) who drove a car with speed and broke the wire fence of the airport near the existing terminal site. It is also informed that since its operation, no social conflicts such as riots, protests and strikes occurred at the airport area.

6.4.9. Social Infrastructure

489. Regarding access to public services, local residents have easy access to public facilities such as schools, health establishments, markets and the suco headquarter. There is a primary school, a secondary school and a high school located within a radius of one kilometer. Local markets located in the suco are assessed to meet the basic food needs of local people. The average distance which local people have to travel from their houses to the nearest markets ranges from 0.5 km to 1 km. People often go to Comoro Community Health Clinic which is located about 1km far from Madohi suco and provides basic healthcare services, vaccination services for babies, and maternity care services while they can go to National hospital in Bidau for further health examination and health treatment. Beto Tasi aldeia is connected with the southern part of the runway by a road which is located in just beside the

164 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment eastern end of the runway and included in the airport area. This road will be removed and replaced as part of the Project.

6.4.10. Physical Cultural Resources

Historic Sites

490. St. Paul’s Holy House is located around 1.5 km from the west end of the airport runway. Its design reflects Timorese traditional house, hence locally referred to as “Uma adat”. It was built to commemorate Pope John Paul II’s visit on 12 October 1989 to Timor-Leste, which at the time was still an Indonesian province.

491. After Pope John Paul II’s death in 2005, a 6m high monument dedicated to him was erected in 2008 and known as the Pope Monument. It is located roughly 2.3 km from the west end of the airport runway.

Sacred Sites

492. St. Paul’s Holy House is also considered a sacred site by the local community. There are two cemeteries found within the Project Area, which are the Beto-Tasi cemetery and Terra Santa cemetery. Beto-Tasi cemetery is located around 300 m north of the airport, whereas Terra Santa cemetery is located about 250 m west of the airport. Beto-Tasi Chapel is also located next to the Beto-Tasi Cemetery.

Figure 90: Location of Cemeteries

493. The Tasitolu Lakes are also considered sacred sites for the Timorese people.

494. There is a sacred tree (Banyan tree) found around the project area, specifically at the riverside of Comoro river, on the Bebonuk side. However, it is outside the airport expansion area. This sacred tree is used to perform ritual ceremonies and other ritual purposes.

165 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 91: Pictures of a) Terra Santa Cemetery and b) Beto-Tasi Cemetery

a b

Archaeological Sites

495. Archaeological site is any place where there are physical remains of past human activities (either pre-historic, historic or contemporary) and which has been or may be investigated. Significant archaeological sites discovered in Timor-Leste include Jerimalia and Lena Hare Caves in the Lautem Municipality, and Laili Cave in Manatuto Municipality.

496. Until now, there is no record of any archaeological sites discovered within the Project area.

Unique Landscape

497. Dili Rock, 2 km west of airport runway, is considered a unique landscape for its beautiful corals and a favorite diving site. Tasitolu can also be considered as having a unique landscape.

6.5. Economic Environment

498. The following information is based primarily on data from the social survey undertaken for the Project. It includes information collected from 132 households in Madohi Suco.

6.5.1. Land Use and Local Economic Activity

499. In terms of land use during pre-expansion phase, the Project area can be distinguished into two categories, namely settlement areas and scrub/orchards/scattered trees areas.

500. The Suco of Madohi has seven out of eight Aldeias that are impacted directly by the expansion of Dili airport in terms of land use. These seven Aldeias have a number of houses that need relocation, but others will remain. These Aldeias are Aldeia Tera Santa, Aldeia Anin Fuik, Aldeia 7 de Dezembro, Aldeia Rosario, Aldeia Naroman B.T., Aldeia Loro Matan B.T., and Aldeia Beto-Tasi. The existing land use will be replaced by the expansion of the airport runway and terminals.

501. The only land surface comes under a category of land use labelled as “scrub, orchard, scattered trees” is in the Beto-Tasi Aldeia, directly bordering north of airport runway. The 12.3 ha area contains trees such as coconuts, cabbage palm (Corypha utan), bananas, grasses and during wet season used for cultivation of pumpkin, corn and other vegetables.

502. About 40% of the Project Social Survey interviewed households have more than one income source. The largest income source is working in private companies, and the second is working as public servant. Vegetable cultivation, running small shop and fishery are also important.

166 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 92: Income Sources in the Project Area Income Sources

Salaried person (private) 69 Public servant 37 Vegetable cultivation 22 Small shop (kiosk) 14 Fishery 10 Lottery vendor 6 street vendor 4 self employement 4 Commerce (shop) 3 Sand/gravel collection 3 Other 19

0 20 40 60 Houshold Multiple responses

Note: Main and second income sources. “Other” includes animal raising, running small shop, sand/gravel collection, fish selling, security, lodging, crop cultivation, and wage labor. “Housework” is excluded from this analysis. Source: Project Social Survey, 2020.

503. According to the result of Focus Group Discussions (FGDs) with local people, fishery is the most important occupation in Beto-Tasi aldeia – the aldeia is located in the north of the current runway. Most households in the aldeia are engaged in coastal fishery for which fishery license is not required. There is no organization of fishermen in the area. Residents in the aldeia are also engaged in vegetable cultivation and palm plantation to make a living.

504. Additional consultations have been undertaken with fishermen in Beto-Tasi as part of this EIA. There are about 5 – 10 fishermen who fish in and around the Project area, depending on weather. According to the fishermen the area affected by the Project is not large and they can easily fish in other areas around the extension area. They also noted that the fish they are catching in the area are not unique to that specific location and that they are available along the coast.

505. To the south of the present runway are residential areas with several shops located mostly along the main road. According to a previous study for the Airport terminal construction conducted by JICA, the majority of the locals living around the Airport in Suco Madohi are unemployed. They hope to gain employment during the construction of Dili Airport (ADB, 2019).

506. The Project Social Survey indicates that the most frequent annual income range is USD 2,500 – USD 5,000 for maximum annual income and 1,000 – USD 2,500 for minimum annual income.

Table 57: Frequency of the Range of Annual Income Maximum Annual Minimum Annual Household Household Income Income - USD 1,000 4 - USD 1,000 44 USD 1,000 - 2,500 40 USD 1,000 - 2,500 54 USD 2,500 - 5,000 54 USD 2,500 - 5,000 23 USD 5,000 - 7,500 12 USD 5,000 - 7,500 9 USD 7,500 - 10,000 16 USD 7,500 - 10,000 6 USD 10,000 - 20,000 12 USD 10,000 - 20,000 2 USD 20,000 - 2 USD 20,000 - 2

167 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Maximum Annual Minimum Annual Household Household Income Income Total 140 Total 140 Source: Project Social Survey, 2020

507. The range of per capita annual income among those participating in the survey is USD 8,571 and USD 45 and median range is USD 714 – USD 357. Considering that the Poverty Indices 2014 of per capita consumption in Dili is USD 56.16 per month or 673.92 per year and relatively low inflation rate59, the median range of per capita annual income USD 714 - USD357 seems appropriate.

508. 38 interviewed households, including two women headed households, experienced food shortage last year more than one month and eight households suffered from food shortage for six month or longer. Median per capita annual income60 of these eight households is less than USD 938 and the lowest is USD 200, though five of them get income as salaried person or public servant.

509. There are also a number of dive companies that operate in the areas along the Dili coastline, including in the coral areas around Tasitolu. These activities are important in terms of tourism.

510. In general, it can be stated that the PNLIA surrounding area is not a poor rural aera but urbanized periphery of the capital city. Living style of the 140 sample households does not seem poor considering their properties and assets. Many of them have means of transportation, such as motorbike, bicycle, or car and various types of household appliances, and about 90% households own land where they live. Adding to this, educational background of the household members is relatively high.

6.5.2. Assets and Properties

511. 124 households among 140 interviewed households (as part of the Project Social Survey) own the land for residence. 106 owners are household heads (generally male persons) and nine are wives. Accepting dual titling is higher for male respondents than female respondents. Among 124 households who own land for residence, 70 male respondents (80% of all male respondents) and 27 female respondents (68% of all female respondents), answered they accept dual titling. 122 respondents answered that their house is permanent, while 14 respondents said it is semi-permanent, and 4 respondents said it is temporary house, according to their criterion.

512. The households have means of transportation. 95 households have motorbike, 40 households have bicycle and 27 households have car. Also, they have various types of household appliances. 99% of households have mobile phone, and 89% have electric rice cooker, 79% have television, and more than 60% have refrigerator and electric fan.

513. The result of the household interviews undertaken as part of the Projects Social Survey indicates that the area surrounding PNLIA is not a poor rural area but peripheral area of the capital city, in terms of assets and lifeline services.

6.5.3. Infrastructure, Transportation and Utilities

Energy Supply

514. Two power plants supply most of Timor-Leste’s electricity:  The 119-megawatt (MW) Hera plant, located near Dili, which became operational in 2011 (and supplies power to the PNLIA); and  The 136 MW Betano plant, located in the Manufahi district on Timor-Leste’s south coast, which became operational in 2013.

59 Since 2014, inflation rate has been fluctuating between 3% and -2% (Source: IMF Trading Economics) 60 Median of maximum per capita annual income and minimum per capita annual income.

168 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

515. These capacities were added to the existing 27.5-MW Comoro power plant in Dili. The Hera and Betano plants can run on diesel or heavy fuel oil and can be modified to run on natural gas.

516. According to an ADB Energy Sector Assessment, there is currently more than enough capacity to serve consumption and meet daily and seasonal peaks. Forecasts indicate that even under the highest demand scenarios, Timor-Leste will have ample diesel-generating capacity through at least 2027, albeit at high cost. 61

Access and Roads

517. The road network in Timor-Leste is being gradually upgraded by various donor agencies, including the ADB and World Bank. Within Dili several new roads have been reconstructed by the ADB, including the nearby Dili-Baucau highway.

518. Access to the PNLIA is via Avenue Presidente Nicolau Lobato, one of the main roads within Dili. According to the Project FS, the condition of the road is suitable for the transport of the main materials to the site.

519. Access to Beto-tasi, the community north of the runway, is via and existing access road which is currently located at the end of the eastern part of the runway, within the existing airport boundary.

Figure 93: Beto-tasi Access Road

Water Supply

520. A report released in 2014 by WASH stakeholders in Timor-Leste indicated that 93% of the urban population used ‘improved’ water supply, although nearly 50% of these used non-piped sources (tubewells, boreholes and protected springs) (Timor-Leste WASH Stakeholders 2014). The same document reported that most urban toilets are pour-flush, but that less than 20% of households had ever emptied pits or septic tanks, which are, therefore, presumably leaking waste into the shallow aquifer. Piped water is extracted from a small number of deep bores across the Dili Plains, which access

61 https://www.adb.org/sites/default/files/linked-documents/cps-tim-2016-2020-ssa-05.pdf

169 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment the deep confined levels of the aquifer system; however, many of the wells and boreholes that provide a large proportion of the city’s drinking water access a shallow unconfined aquifer. 62

Wastewater

521. According to water sector assessment done by World Bank, there is no centralized wastewater collecting system in Timor-Leste. Sanitation facilities existing in the urban areas include pit latrines, septic tanks or direct discharge to surface water or canals. It is a widespread practice that wastewater from residential areas discharge into the environment without any treatment (World Bank, 2018). This direct discharge of domestic wastewater without treatment deteriorates the quality of surface water and groundwater. As a result, public sanitation increases the risk of diarrhea disease, other waterborne infection, mosquito born disease such as malaria and dengue, and creates an unpleasant odor.

522. There is only one existing sewage treatment plant in Dili, located in the Tibar area to treat faecal sludge which collected mostly from facilities such as hotels, hospitals, companies, government facilities and some residential areas (about 25%) (World Bank, 2018). Mainly the sewage is collected by private sanitation or collection services based on requests. There are more than ten private sewage collection services collecting sludge in Dili, particularly from non-residential areas. These private sanitation and collection companies’ services are regulated under the National Basic Sanitation Policy no.8/2012.

Project Area

523. Most of the interviewed households in the Projects Social Survey use piped or pumped water. 98 households use piped or pumped water inside the house and 30 households use piped or pumped water outside the house. All households interviewed are connected to grid power system (this concurs with information reported by Madohi Suco Administrative Office that 100% of the households in the suco sourced electricity from the national grid). Two-thirds of them use electricity for cooking while almost a-third use firewood though 125 households answered they use electric rice cooker, and it is supposed that they may use electric cooker for rice and use firewood for cooking other food.

6.5.4. Waste Management Figure 94: Bak sampah, Dili 524. According to the ADB the total volume of wastes reaching dumpsites in Dili is estimated to an average of 18,564 m2 per day. Organic wastes constitute the bulk of household solid waste in Dili.

525. Municipal solid waste is stored in 337 brick- and-mortar containers (locally called bak sampah) at the sides of roads, near public places, neighborhoods, etc. All sucos (villages) in Dili have waste collection points of this type. Waste is then manually emptied into smaller containers or sacks and then transferred to garbage collection vehicles. Bak sampah are not fully enclosed; and are generally not effective in containing waste, which is often found overflowing onto sidewalks and roads. This constitutes a significant risk to public health and environmental quality. There are also skip containers at 42 locations around Dili, some of them Dili District Administration (DDA) under the Ministry of State Administration is responsible for solid waste collection services in Dili. DDA provides public waste collection services directly during weekdays, with an aging and poorly maintained fleet of collection vehicles. However, services are unreliable and favor neighbourhoods closer to main roads.

62 Source: Initial observations of water quality indicators in the unconfined shallow aquifer in Dili City, Timor-Leste: suggestions for its management: Environmental Earth Sciences, 2018.

170 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

526. There are other private waste collection companies that rent out containers for waste storage and transport the waste for a fee. In some commercial locations, wastes are stored in drums and placed on curbsides. It is estimated that these private waste management companies account for about 10% of the total wastes disposed of at the Tibar landfill.

527. Many households and businesses do not dispose of waste properly and are engaged in illegal dumping and burning of waste. Discarding household solid wastes in drains in Dili, particularly plastic bottles, contributes to blockages resulting in overflows and flooding.

528. All wastes collected from Dili town and surrounding areas are disposed of at the Tibar landfill, which is also managed by DDA’s Sanitation Department. The landfill has been in operation since 1982 and covers an area of 22 hectares. The landfill has a paved access road and is gated and fenced. Although there is no weigh bridge, the officer on duty from the DDA’s Sanitation Department is responsible for inspecting and keeping a record of the number of vehicles and the value of wastes being disposed of at the landfill. Based on inspection, wastes are categorized into: general mixed rubbish, construction waste, scrap metal, and expired goods for deep burial.

529. The existing landfill site is operated with very few environmental protection measures. Frequent burning of wastes at the dumpsite and waste collection points is common, mainly to reduce the volume of wastes. There are families living on the dump and their main occupation is waste picking. 63

Figure 95: Waste Pickers in Tibar Landfill Figure 96: Burning Waste in Tibar Landfill

Source: http://rightnow.org.au/creative-works/life-tibar-rubbish-dump/

Recycling

530. waste recycling is mostly done by private sector. It is still in small scale of recycling and recovery of aluminum and other metals for eventual sale. Previously, recovered metal scraps, recycled PET bottles and processed PET flakes, were sent to Singapore and Indonesia (ADB, 2015). Recently, recycling of PET plastics is organized and operated by private company Caltech Constructing Timor Group. The partnership between government, multi-sponsor international agencies and private company Caltech is to recycle plastic waste by mixing plastic waste, cement and asphalt to turn into paving. Almost all type of plastics get recycled. Other recycled materials such as cardboard, paper and glass bottles also got recovered and recycled in small scale by other private companies.

63 Source: Solid Waste Management in the Pacific Timor-Leste Country Snapshot. ADB, 2015

171 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

7. Environmental and Social Audit

531. According to the ToR for this report, the EIA should include an environmental audit of the existing facilities (the existing airport) to determine the existence of any areas where the existing facilities may cause or is causing environmental risks or impacts.

532. This section of the EIA provides the environmental and social audit of the existing facilities. The audit is summarized as follows:  Facilities description, including both past and current activities;  Audit and site investigation procedure;  Findings and areas of concern; and  Corrective action plan that provides the appropriate corrective actions for each area of concern, including timeframes and responsibilities.

7.1. Facilities Description

533. PNLIA is tightly bounded by the Wetar Strait to the west and the Comoro River in the east as well as residential areas to the east and north. The airport’s existing site boundary and facilities layout is illustrated in Figure 98.

7.1.1. Runway, Runway Strip, Taxiways and Aprons

534. The existing runway has a designation of 08/26 is 1,850m in length with a pavement width of 30m. The runway is capable of supporting narrow-bodied (Code C) aircraft (e.g. Boeing 737, Airbus A320) operations with significant payload restrictions due to its 1,850m runway length.

Figure 97: Existing Runway

Source: IFC Airport Masterplan, 2019

172 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 98: Existing Airport Layout

Source: IFC Airport Masterplan, 2019

173 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

535. The runway is serviced with non-precision navigational aids - a DVOR/DME located on the northern side of the runway strip and a NDB located in the south west area of the airport. The VOR/DME is surrounded by a protection area, although the dimensions are smaller than the ICAO recommended area of 600m.

536. A cleared runway strip extends 75m on each side of the runway centerline and its extended centerline to a distance of more than 75m from the runway ends, as shown in Figure 98. ICAO recommends that no fixed object other than visual aids must be sited on the runway strip.

537. The dimensions of the runway strip do not fully meet the requirements stipulated by the ICAO for an instrument runway operation, and the existing runway does not include any ICAO specified RESA. ICAO Annex 14 specifies that a RESA shall be provided and be at least 90m long, and that as far as practicable should be 240m.

538. The existing runway is supported by several stub taxiways connected to apron areas as shown in Figure 98. There is also a small General Aviation taxiway on the western end of the runway accessing a general aviation apron, hangars and helipads in the south west corner of the site. In the absence of any parallel taxiways, aircraft backtrack on the runway for all departures and most arrivals. This is facilitated by runway turning pads at both ends of the runway allowing a 180-degree turn. For scheduled commercial flights, a single stub taxiway (110m x 23m) leads to the main commercial Apron D which provides parking stands for a mix of narrow-bodied jet and small turbo-prop aircraft.

539. Apron D (215 x 87m) is made of an asphalt surface. The load bearing capacity of this apron is limited (PCN 32/F/B/X/U). While it can accommodate a Boeing 737, it cannot accommodate wide- bodied aircraft such as the A-330. Apron’s A, B and C were originally developed for United Nations operations, but it is understood that these are not in use but remain connected to the runway via stub taxiways.

Figure 99: Apron D

7.1.2. Terminal Building and Car Parking

540. The existing passenger terminal is a 3,800 sqm building and was originally designed for domestic use. It is currently being operated for both international and domestic operations.

174 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

International facilities such as Customs, Immigration and Quarantine have used up significant space resulting in narrow and congested terminal operations with a poor level of service. It is a single level building with independent covered walkways leading from the apron to the terminal processing areas and vice versa for arriving and departing passengers.

Figure 100: Terminal Building (Airside) and Apron D

Figure 101: Airport Terminal (Landside)

541. The airport car parking area includes up to 35 spaces for car parking. Although there is a set- down lane adjacent to the terminal entrance, this has been barricaded off and is not used. Passenger drop-offs and pick-ups are currently undertaken in the narrow car park area. It has been observed during peak aircraft arrival times that this car park has insufficient capacity to meet current demand.

175 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

7.1.3. Air Traffic Control Tower

542. The Air Traffic Control Tower is currently positioned above the Airport Management and Operations Building to the west of the terminal area precinct and south of the apron edge fuel farm. The control tower is 35m above the aerodrome reference point and it has a constrained view of the eastern runway threshold which is mitigated by use of CCTV. The tower cab height clears the 150m strip edge transition. The location for the existing control tower satisfies most but not all of the requirements in terms of line-of-sight distances and reaction times on the existing 1,850m length runway. However, it is not suitable for the proposed 2,100m or ultimate 2,500m runway or beyond. The ATCT infrastructure is also in poor condition and needs major refurbishing if it is not demolished.

7.1.4. Airport Rescue and Fire Fighting Facilities (ARFF)

543. The existing fire station is to south of the eastern end of the runway to the east of the terminal building. The Airport Rescue and Fire Fighting (ARFF) service is currently listed as Category CAT 6. i.e., to serve mostly aircraft with overall length up to 39m operating at PNLIA. Category 6 ARFF is suitable for Boeing 737-400 and Airbus A-320 aircraft. The current staffing is listed as four trained personnel per shift from a total of 13 trained staff. ARFF is available during the aerodrome operating hours.64

7.1.5. Airport Administration Building

544. The existing airport administration building is located to the west of the existing apron and terminal complex. It is positioned at the base of the Air Traffic Control tower and accommodates airport management offices and meeting rooms. The facility appears structurally sound but is in need of remedial maintenance. However, this building falls inside the proposed footprint for apron and Passenger Terminal Building development and will need to be relocated.

7.1.6. Fuel Farms

545. At present, there is an ETO fuel depot (airside) and PERTAMINA fuel facility (landside). ETO is an East Timorese company and one of the largest local companies that imports, distributes, supplies and sells fuel in the country. ETO currently has a fuel storage depot and terminal in Hera about 17 km from Dili. The Hera facility holds 9.2 million liters of light fuels such as diesel (6 million liters); gasoline (2.6 million liters) and Jet A-1 (600,000 liters). ETOs Jet A-1 storage facility hold approximately 200,000 liters. Pertamina serve fuel suppliers and transporters in Timor-Leste through their depot in Dili. Filters are used when loading aircraft in the airport. JET A1 storage capacity in the airport is 2 X 100,000 liters, they have two re-fueling trucks for the aircraft both 8,000 liters / 676t capacity. The trucks are treated with adequate epoxy coatings. Pertamina have their own fire extinguishers in the airport depot and has protection systems against water mixing with the fuel.65

546. Although not part of the ADB funded project, plans have been put forward to relocate both fuel facilities per the figure below. This location has both landside and airside access with the fuel tanker also having access to the head of stand road for aircraft refueling. However, it is noted that it is immediately adjacent to residential properties and as such this could represent a significant safety risk for residents. This issue should be taken into consideration by IPMU as plans to develop this part of the airport firm up.

64 Source: IFC Master Plan. 2019 65 Source: https://dlca.logcluster.org/display/public/DLCA/4.7+Timor-Leste+Fuel+Provider+Contact+List

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Figure 102: Proposed Relocation of the Pertamina Fuel Facility

Source: IFC Master Plan 2019

547. It has not been possible to confirm the integrity of any of the fuel storage areas as part of this EIA.

7.1.7. Electricity Supply

548. Electricity supply to the airport is via the grid. A back-up diesel generator is present on the site in the event of any disruption to grid supply.

7.1.8. Aeronautical Ground Lighting

549. At present, PNLIA has no functioning AGL and all flights operate during the day period within clear visibility conditions.

7.2. Audit Procedure

550. The audit has been based on site visits undertaken in December and January and review of existing data as listed below. The Consultant and the site staff as well as ANATL staff completed an audit questionnaire which can be found in its entirety in Appendix F.

551. In addition, further site documentation was reviewed as listed in the following table.

Table 58: Documents Reviewed # Document Date 1 IFC Airport Masterplan 2019

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7.3. Audit Findings

7.3.1. Site Location

552. The site is bounded by residential and commercial properties to the north, south and east and to the sea to the west. The site is fenced, but in many locations the fencing is inadequate and allows for easy access by people and animals. The following figures illustrate the condition of the fencing around the airport.

Figure 103: Low Level Fence Figure 104: Chicken inside the Boundary Fencing

Source: Wildlife Hazard Assessment Report. Pilgrim 2020c

Figure 105: Fencing at the Western Boundary

553. Access to the airport area is regulated under the Decree Law no. 6/2006 on Access Regime to Restricted Areas. Access to the air side must be authorized and the personnel must wear safety vest at all times when present in the air site. No private vehicles are allowed to enter the air site. During the emergency situations at the airport, the main access for all ambulances and all aid vehicles responding to the emergency situation is through the security gate “2” which is located in the vicinity of VIP terminal with direct access to airport main access road. This gate leads to the main Safe Arrival Point. Secondary security gate “4” is located on the eastern side of the airport premises, at the road that connect AD Terminal and Control Tower Building which is also the secondary Safe Arrival Point. Two additional security gates are also positioned at the eastern (gate “1”) and western (gate “3”) part of the airport boundary area. Both gate 1 and 3 are padlocked. The locations of these access gates are provided in the figure below.

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Figure 106: Grid Map showing different locations of access gates to the Presidente Nicolao Lobato International Airport (Dili Airport) during emergency situations (Dili Airport Emergency Plan, AEP 2019)

Source: Dili Airport Emergency Plan, AEP 2019

554. Within the airport itself, as alluded to above, one major issue is the infiltration of people and animals to the airport and air site area. However, such incidents have now been reduced. This is due to the establishment of joint committee for security involving Aviation Security (ANATL), PNTL, DNSPP (Diresaun Nasional Seguransa e Património Públiku), and UPF (Unidade Policia Fronteria or Border Police Unit). This committee holds regular meeting and update on security aspects at the airport and conduct regular join patrol two to three times on a daily basis. Serious warnings have also been given to the community for trespassing into the airport area. In addition, warning has also been given to the DNSPP personnel for negligence involving the infiltration of people in recent years.

555. In light of those incidents at the airport, some mitigation measures have been taken to remedy the situations. These include increase surveillance such as increase frequency of patrol; erect trespassing or no entry signs in the fences surrounded the airport. Currently, Airport Security Joint Committee uses Temporary Airport Security Program. Now, the program is in its development stage into a standard operating procedure and waiting for the approval by the civil aviation authority. Once it is approved, the program will then be socialized with all the relevant stakeholders and airport security member prior to its implementation. It is a comprehensive program with detail roles and responsibility of each party in the Airport Security Joint Committee and covers many aspects of security.

7.3.2. Site Inspection

556. The site visit undertaken as part of this EIA indicated that there are no obvious signs of staining, discolored soil concrete or floors across the site, meaning that no significant spills or leaks of oil have been occurring. According to consultations with ANATL there are no known areas of soil contamination at the site.

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557. The beach to the west of the airport runway is prone to erosion and as seen in Figure 105 erosion protection measures have been placed along the beach in this area. However, erosion does not appear to be impacting on the runway itself.

558. Flood events in the Comoro river do not appear to affect the runway due to the elevation of the runway above the river. However, according to information received as part of this audit localized flooding to the south of the airport terminal (from the Comoro Road) does occur during periods of heavy rainfall.

559. The site is generally free of old equipment and wastes and access is available for large vehicles (including heavy construction vehicles) to enter the site. As noted above, some electrical equipment is located around the airport, including electricity transformers, however signage around these pieces of equipment needs to be clearer.

7.3.3. Air Emissions

560. There are no permitting requirements for emissions to air from the airport, including from the power generators. No air monitor activities are undertaken at the airport and there is no information available relating to emissions from aircraft. No plans are in place to control or reduce emissions from the airport.

7.3.4. Noise

561. No noise monitoring is currently undertaken at the airport or has been in the past. According to officials consulted as part of this audit the airport sometimes receives complaints from local residents regarding aircraft noise. No noise mitigation measures are used at the airport to reduce noise levels.

7.3.5. Water Discharge

562. The main sources of wastewater discharge from the site are from on-site facilities, such as toilets and kitchens. According to ANATL staff, all effluent discharges are authorized with relevant permits.

563. Site inspections did not reveal the presence of any usual water conditions in site run-off and free water, e.g., oily sheens or discolorations. However, it was noted that drainage from the site is not well maintained. Monitoring of water quality at the site is not undertaken.

564. PNLIA has an emergency response plan (ERP). The ERP contains provisions to manage fuel and oil spills, although they have not been provided for review. Spill kits to manage fuel spills are located at the airport fire station. The independent fuel providers also have their own procedures to manage spills and leaks.

7.3.6. Waste

565. Waste materials from the airport are collected in general waste containers around the airport and collected and disposed of by the municipality at Tibar landfill. No records of waste types or volumes are kept at the airport, including hazardous wastes. PNLIA does not have any specific strategy to manage or reduce and recycle waste.

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Figure 107: Waste Collection Facilities, PNLIA

566. Dili Airport debris or loose materials also known as FOD (foreign object debris) are controlled or monitored under the PNLIA’s Aerodrome Manual. To avoid incidence of bird attraction to the airport, Dili Airport landslide cleaning contractor routinely collects rubbish from public areas. Rubbish such as cardboard, plastic bags, paper, nylon tape, stones, pipes, screws, wire etc., must be clear from the movement area to prevent damage to tyres of the aircraft. All waste is collected and put in waste containers with the closed lid to ensure that FOD is not blown out of containers.

7.3.7. Storage

567. Fuel storage areas that were inspected as part of the audit appear to be well maintained with appropriate safety signs. The privately owned fuel tanks at the PNLIA are regulated and registered by the National Authority of Petroleum and Minerals. The tanks are clearly marked to show their content and have leak detection systems. The location of hazardous materials storage at the airport, other than fuel, is unknown.

7.3.8. Emergency Planning

568. PNLIA has established its Airport (Aerodrome) Emergency Plan (AEP) since February 2019 as a requirement of TL CASR Part 139 – Aerodrome (139.071) for the holding of an Aerodrome Operating Certificate for handling of commercial international airline traffic. ANATL as the holder/candidate for the Aerodrome Operating Certificate for Dili Airport holds the responsibility for the production, testing and review of the AEP.

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569. The AEP for Dili Airport sets out responsibility for various teams for responding to any emergency situation such as Incident Controller and Incident Management Team (IMT). The team composed of PNTL (National Police of Timor-Leste), Airport Rescue and Fire Fighting Service (ARFFS), National Hospital, Ambulance Services, ANATL, Airport Manager, AD Air Traffic Control Service (ATCS), Aircraft Operator and/or Handling Agent and Welfare Agencies (where necessary). The relevant institutions are also part of the Aerodrome (Airport) Emergency Committee (AEC). The organizational chart below shows the emergency alert flow chart for Dili Airport. Most of the institutions in the chart are located at the airport with the exception of National Hospital Team and Stamford Medical Clinic.

570. In addition to the AEP, ANATL has also established Safety Management System for Dili Airport. Safety Management System outlines the safety commitment and accountability for Dili Airport, safety committee members, risk management processes, reporting system to record hazards, risk and action taken, training and education for Dili Airport staffs, tenants and contractors including auditing the operation and investigating incidents and accidents.

Figure 108: Dili Airport Emergency Alert Flow Chart

Source: Re-created from the Airport Emergency Plan, AEP (2019)

7.3.9. Environmental Management

571. Apart from the approved (but yet to be implemented) Wildlife Hazard Management Plan there is no environmental management system at the airport, or any kind of environmental plan to manage environmental issues at the airport. The airport is not required to report to the ANLA.

7.3.10. Management

572. The airport maintenance department and Sanitation section is responsible for environmental issues which cover only waste and sanitation.

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7.3.11. Training

573. ANATL does not have systematic and documentation for adequate training program for personnel to carry out tasks that have impact to the environment. However, for airport safety fire fighters ANATL has stablished specific training policy and programs for the personnel who carry out any impact to the environment (management of hazardous wastes, flammables, dangerous goods, etc.)

7.3.12. Communication

574. ANATL only communicate with stakeholders when the airport is planning a new redevelopment, per the Project in hand. There is no process to manage communications from stakeholders and no person at ANATL has specific responsibilities for this task. No grievance mechanism exists for either the local community or PNLIA workers.

7.3.13. Audits and Corrective Actions

575. No specific environmental audits are carried out at the airport. However, airport safety is audited by ANATLs safety officer and by the regulatory inspector at the Civil Aviation Authority (AACTL). The findings of the audit are reported to the ANATL board and the Airport Director. Any corrective measures identified by the audit are outlined in an action plan and then implemented. None of the audits are available to the public. The airport does not have any form of environmental management system or written procedures to manage environmental issues.

7.3.14. Social Management

576. ANATL directly employs 115 staff, 90 males and 25 females. ANATL have indicated that there is a person responsible for human resources within the organization but have not provided a job description for her role. There is a clinic at the airport to deal with emergency health care situations and an emergency response plan in place. There is no mechanism for staff to air grievances about their work.

7.4. A Note on Fire Safety

577. Acquisition of a larger fire tender with greater water/foam capacities should be considered to cater for future larger aircraft using the airport in the long-term. This fire tender should preferably be an additional unit sufficient to provide Category 8 coverage and offer a greater level of redundancy to the normal ARFF service. The ARFFS is required by ICAO standards to be located so as to permit a 2-minute response time to anywhere on the runway. In order to meet this requirement with the proposed runway extension to 2,100m in the short-term and subsequently to 2,500m, it will be necessary for the existing ARFF facility to be relocated to the south of the current Conoco Philips Hangar area (near to the existing VIP terminal). This single ARFF facility location is chosen to be as near as practical the mid-point of the runway.

7.5. Corrective Actions

578. Based on the findings above, the following corrective actions are recommended. Note that a PPP concession is planned for PNLIA and therefore operational phase responsibilities are referred to the ‘Airport Operator’.

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Table 59: Corrective Action Plan # Issue Action Timeframe Responsibility 1 Fencing None. Fencing of the airport will be N/A N/A included as part of the Project. 2 Flooding Ensure any design works associated with During detailed DB Consultant the new terminal account for localized design of airport flood events. terminal 3 Electrical Ensure that all electrical equipment on- By June 2021 AO Equipment site is secure and appropriately signed. 4 Air Emissions Develop an air quality monitoring By December 2021 AO program for the airport as a whole. The program should form part of an overarching ESMS for the airport. 5 Noise Develop a noise monitoring program for By December 2021 AO the airport as a whole. The program should form part of an overarching ESMS for the airport. Prepare a Grievance Mechanism for By December 2021 AO Project stakeholders for the operational phases of the Project. 6 Water Periodic monitoring of discharge water Commencing June AO discharge quality from the airport. 2021 Audit of independent fuel providers to By June 2021 AO assess their procedures to manage spills and leaks. 8 Waste Prepare an operational phase waste By December 2021 AO management plan, which would form part of an overarching ESMS. Where practical reduce, recycle and As soon as possible AO reuse wastes to avoid sending waste materials to Tibar Landfill. 9 Environmental Hire an Environmental and Social By June 2021 AO and Social Manager to work full-time at the airport Management to manage environmental matters including the Wildlife Hazard Management Plan. 10 Training Routine staff training in environmental Within 1 months of AO and social aspects E&S Manager Environmental starting work and Social Manager 11 Stakeholders Prepare and implement an SEP By June 2021 AO 12 Fire safety Per the recommendations above When larger AO aircraft commence operations

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8. Environmental Impacts and Mitigation Measures

8.1. Preamble

579. This portion of the report identifies the environmental and social impacts of the Project and proposes mitigation measures to eliminate the impacts, or where this is not possible, reduce their significance.

580. Firstly, the key impacts identified in previous reports will be discussed, primarily those identified in the IFC Airport Masterplan (2019). This is followed by the full impact assessment using the impact assessment methodology outlined in Section 5 above.

8.2. Key Impacts Identified in Previous Studies

581. The IFC Airport Masterplan (2019) identifies a number of key environmental and social issues that should be addressed through the EIA. The most significant impacts were identified as follows:  The impact on marine biodiversity associated with the development of the airport runway into the Wetar Strait.  Coastal erosion and changes to sedimentation patterns from the same seaward infrastructure.  Resettlement associated with widening of the runway strip and the expansion of the navigation aid protection zone adjacent to the runway.  Inundation, particularly from climate change induced heavy rain and storm surges (see the following section regarding climate change resilience).

582. Other potential risks and impacts identified by the study are outlined in the table below. Note that the IFC study assumes the airport will be owned and operated by a Concessionaire.

Table 60: Key Risks and Impacts Identified in Previous Studies Risk Impact Mitigation Strategy Where Addressed in the EIA Environmental  Existing site  Environmental and Social  ESMS (ISO14001) not Health, Safety contamination Management System (ESMS) specifically recommended Management of unknown required for airport as part of this EIA but the Airport Site  Management Systems operations incorporating would be recommended as needed EH&S to IFC/World Bank a requirement for the Group standards. airport as a whole during its  Concession holders will be operational phase. required to implement Safety  Several requests have been Management Systems in made by the Consultants accordance with the aviation during the preparation of regulations and may be this EIA for the IFC required to obtain ISO14001 documents to confirm the accreditation for whereabouts of any Environmental management. contamination at the site.  Further studies of existing Despite the requests the contamination are required. information has not been forthcoming and as such no detailed studies on potential contamination have been possible. However, this EIA has taken a precautionary approach to this issue which is discussed further below. Terrestrial  There are limited  Subsequent to the completion of The approved Wildlife Hazards biodiversity impacts on flora and the Scoping Study, AACTL has Management Plan has been fauna. introduced regulations for a reviewed as part of the EIA and

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Risk Impact Mitigation Strategy Where Addressed in the EIA  Bird strike risk needs Wildlife Hazards Management additional recommendations to be managed. System which will form part of have been put forward to the airport safety compliance supplement the requirements of regime for a new operator. the Plan. Marine  There is a Dugong  A comprehensive marine This EIA includes a biodiversity habitat, sea grass beds biodiversity habitat comprehensive marine and coral reefs in the assessment and mitigation biodiversity habitat assessment. sea area to be design is required as part of reclaimed for runway Concessionaires ESIA extension.  UNTAET Regulation 2009 prevents building on coral reefs.  New Biodiversity Law (replacing UNTAET Regulation). prohibits “degrading or destroying of breeding and resting sites” of protected species. The intentional killing, damaging or destruction of coral or carl reefs is also prohibited. Drainage and  Inadequate draining  The airport operator’s ESIA It is unclear what, or where runoff from site may worsen flooding and coastal engineering flooding and erosion may be and erosion. design for the runway made worse, or how. 66 extension to be informed by However, this EIA has included further studies: the measures suggested in the o Bathymetric projects FS relating to drainage Survey, Benthic and site runoff. Environment, Hindcast, Coastal Currents, Sediment Transport, Wave Impact. Noise  Increased traffic  To be addressed in an ESMS, Traffic, aircraft and construction increases the number covering construction, noise have all been assessed as of people exposed to operations, and introduction part of this EIA. Noise models aircraft noise. of a noise prevention and have been prepared for traffic  Noise levels will control strategy and aircraft noise. Where increase during  (Indicative aircraft noise significant impacts have been construction. exposure plots were identified mitigation has been proposed.  Noise of night prepared in the 2014 IFC operations, when study). introduced, will impact surrounding communities. Air Quality  Dust during  Air quality studies to inform  Impacts associated with construction. the ESIA, operating ESMS and construction dust are  Increased fuel construction ESMS. discussed in this EIA and consumption with mitigation measures traffic growth proposed. producing greater  Calculations have been Pollutants of Potential prepared as part of this EIA Concern (POPC) to assess to what extent

66 This table, taken from the IFC Airport Masterplan, 2019, summarizes the findings of the 2014 IFC Airport Masterplan which has not been provided for review during the preparation of this EIA.

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Risk Impact Mitigation Strategy Where Addressed in the EIA aircraft emissions will increase. Traffic  Traffic during  Operational procedures to be  Procedures to manage construction, changed addressed in operations ESMS construction traffic are traffic patterns and and construction ESMS. included in this EIA. traffic growth during  Project to include alternative  Alternative access routes to operations. access to the northern the communities to the community. north of the runway are  Road design outside airport to included in the Project. be adjusted for future traffic.  No specific requirement for adjustments to road designs have been identified. Stakeholder  Stakeholder  Implement Stakeholder Stakeholder engagement is part Engagement engagement plan Engagement Plan on approval of the requirements of the EIA required early (in of project, updated while the and is discussed below under accordance with IFC project progresses. Section 10. Stakeholder Performance Standard Engagement Plans are not a 1). requirement of ADB SPS (2009).

Resettlement  Original study  IFC/GoTL to agree on Land Acquisition, Compensation estimated the resettlement standards. and Support Plan (LASCP) is resettlement of  Develop and implement a being established as part of the around 201 structures Resettlement Action Project and is summarized in this (and associated Plan/Livelihood Restoration EIA. garden areas). Plan (incorporating IFC  (Note: reduced runway Performance Standard 5 or strip from 300m to similar). 280m means that there  Establish a Resettlement will be some minor Working Group (with gender reduction in the number balance). of affected household  Conduct site surveys. (see below).  Investigate replacement land.  Prioritize vulnerable people. Loss of Livelihood  Approximately 4 Ha  Remedial measures to be Loss of livelihoods is discussed as of cultivated land addressed in ESIA and part of the LASCP which is might be resumed. Resettlement Plan/Livelihood summarized in this EIA. Restoration Plan. Land Availability  Reduction in vacant  Remedial measures addressed Assessed as part of the project land for housing, in ESIA. LASCP. cultivation and grazing. Employment  Around 200-300  Concession Agreements to allow This EIA includes measures to construction jobs for voluntary transfer of ANATL ensure fair labour practices created. staff to private party on no less during the construction phase of  2014 study identified a favourable employment terms, the Project. The EIA also potential reduction in or redeployment or redundancy includes measures to ensure 40 jobs for airport strategies for non-transferring best practice safety/security staff. staff to IFC PS 2 standards. practices for staff.  The revised staffing  Concession Agreements to model shows no obligate private party to adopt reduction in operating best practice employment terms staff but uses natural and WH&S/LFS/Aviation traffic growth to Safety/Security practices adjust staffing to best practice levels.

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8.3. Physical Resources

8.3.1. Air Quality

583. This section discusses emissions of atmospheric pollutants and greenhouse gases during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to Emit Atmospheric Pollutants and Greenhouse Gases

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X 350m from the boundary of 2 Construction of revetment X the work zones. 67 500 meters 3 Land reclamation X from the project site entrance. 4 Runway earthworks and pavement X 68 5 Taxiway Pavement X 6 Apron Pavement X 7 Drainage construction X 8 Access road construction (north side connection and X car park) 9 Construction of Air Traffic Control Tower X 10 Installation of lighting X N/A 11 Operation of construction camp X 350m from the boundary of the work zones Operational Phase 13 Air traffic X

Sensitive Receptors

584. A large number of residential receptors are located adjacent to the boundary of the airport, including the areas to the south west, south east and north east. A number of these receptors could be affected by wind-blown dust and to a lesser extent by combustion emissions during the construction phase. In addition, those living along haul routes could also be affected by both noise and vehicle emissions.

585. During the operational phase those residents living along the main access roads to the airport could be affected by increased levels of vehicle emissions and dust. Aircraft emissions would have a wider impact over the Project area and could impact upon larger residential areas, specifically at the eastern end of the runway and beyond.

67 According to the screening guidance of the UK’s Institute of Air Quality Management (IAQM) for construction dust, detailed assessment relating to dust generation is required where there is a ‘human receptor’ within 350m of the boundary of the site. 68 In accordance with the UK’s IAQM Guidance on the Assessment of Dust from Demolition and Construction, detailed assessment of vehicle movements should only be required where ‘human’ receptors are located within 50m of the route used by construction vehicles on public roads, up to 500m from the project site entrance.

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Figure 109: Construction Phase Air Quality Assessment Boundary

Potential Impacts

Construction Phase

586. Release of Exhaust Gases - During construction, the release of combustion gases will mostly be from vehicles transporting materials and equipment to site and potentially from mobile sources such as mobile generators in the construction camp site. These may increase concentrations of atmospheric pollutants (NOX, PM, CO and SO2) locally to a limited extent and over a short time period. Only two main roads serve the airport and no other access alternatives exist to supply materials and equipment to the site. At its peak more than 600 vehicles per day will be moving to and from the airport, around 25 per hour (works will also be undertake during the nightime). Combustion emissions will be generated along these routes which is an unavoidable consequence of the construction phase.

587. Dust - The principal sources of dust and particulate emissions during construction will be:  Excavations and earthworks, such as groundbreaking, cutting, filling and levelling;  Particulate dispersion from operation of the batching plant;  Vehicle movements on unpaved, or compacted surfaces; and  Particulate dispersion from uncovered truckloads.

588. Dust resulting from excavations and earthworks typically comprises large diameter particles, which settle rapidly and close to the generation source. According to the screening guidance of the UK’s Institute of Air Quality Management (IAQM) for construction dust, detailed assessment relating to dust generation is required where there is a ‘human receptor’ within 350m of the boundary of the site.

589. In the case of this Project and with respect to the screening criteria above, there are residents within 350m of the Project site boundary. As such, there is the potential for impacts relating to dust emissions as a result of construction works upon these receptors. However, the magnitude of dust

189 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment impacts from construction works will depend on the wind speed and wind direction as well as levels of precipitation at the project site.

590. In addition to vehicle movements on unpaved surfaces, dust generation from truck movements and particulate dispersion from uncovered truckloads would only occur where mitigation measures are not effectively implemented at the site, or by contractors bringing materials to the site. Uncovered trucks may be subject to losses of material where the containment is not effective (e.g. spills), or where wind or other air turbulence may disturb the contents and result in dispersion of materials. Such impacts have the potential to degrade local air quality in the immediate area of such movements.

591. In accordance with the UK’s IAQM Guidance on the Assessment of Dust from Demolition and Construction, detailed assessment of vehicle movements should only be required where ‘human’ receptors are located within 50m of the route used by construction vehicles on public roads, up to 500m from the project site entrance.

592. In the instance of this Project, there are residential and commercial receptors within 50m of the route to be used by construction vehicles and as a result there is potential for impacts the receptors within 50m of the routes to be used by construction vehicles include residential and commercial receptors and there is potential for impacts relating to dust generation or particulate emissions as a result of increase vehicle movement on these routes.

593. Odor - In addition, construction equipment and vehicles may create odorous emissions, which would also be a potential nuisance to the communities adjacent to the airport project site and lay down area. There is also the potential for release of odor to the immediate surrounding areas from inappropriate containment and coverage associated with wastewater holding/septic tanks. Any such impacts are likely to be temporary and limited to the Project site or in close proximity to the construction site boundaries.

594. Emissions of Volatile Organic Compounds (VOC) - Small quantity of fuels, paints, solvents and other volatile substances are likely to be required during the construction phase, which will be stored in secure areas within the construction laydown areas. If not adequately contained, such substances have the potential to result in the dispersion of volatile emissions to the immediate air shed. Given that the storage of such volatile substances will be in small quantities, any potential impacts will be temporary and limited to the immediate surrounding area, likely to be within the Project site or in close proximity to the construction boundaries. No significant impacts are anticipated.

595. Batching Plant, Asphalt Plant and Borrow Pit Emissions – Air emissions from these sources are discussed in separate sections below.

Operational Phase

Airside Emissions

596. A wide assortment and number of emissions sources can be found at airports. However, depending on the specific activities at airports. The airside emissions sources can be grouped into three categories: A. aircraft emissions; B. aircraft handling emissions; and C. infrastructure- or stationary-related sources.

597. Categories of aircraft emissions sources are typically comprised of the following:  Aircraft main engine. Main engines of aircraft within a specified operating perimeter (from start- up to shutdown).

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 Auxiliary power unit (APU). A self-contained power unit on an aircraft providing electrical/pneumatic power to aircraft systems during ground operations.

598. Aircraft handling emissions sources are typically comprised of the following:  Ground support equipment. GSE necessary to handle the aircraft during the turnaround at the stand: ground power units, air climate units, aircraft tugs, conveyer belts, passenger stairs, forklifts, tractors, cargo loaders, etc.  Airside traffic. Service vehicle and machinery traffic (sweepers, trucks (catering, fuel, sewage) cars, vans, buses, etc.) within the airport perimeter fence (usually restricted area) that circulate on service roads.  Aircraft refueling. Evaporation through aircraft fuel tanks (vents) and from fuel trucks or pipeline systems during fueling operations.

599. Stationary- or infrastructure-related source categories of emissions comprise the following:  Emergency power generator. Diesel generators for emergency operations (e.g., for buildings or for runway lights).  Aircraft maintenance. All activities and facilities for the maintenance of aircraft, i.e., washing, cleaning, paint shop, engine test beds.  Airport maintenance. All activities for the maintenance of airport facilities (cleaning agents, building maintenance, repairs, landscape maintenance) and machinery (vehicle maintenance, paint shop).  Fuel. Storage, distribution and handling of fuel in fuel farms and vehicle fuel stations.

600. This portion of the EIA focuses on the increased level of emissions arising from increased aircraft movements as this will be the main result of the airport improvements under the ADB project.

601. Aircraft handling equipment will increase as the airport expands, however, the emissions from these vehicles and activities is not considered to be significant, especially considering the size of PNLIA in general compared with other international airports. As a basic indicator, using the primary simple approach as specified in the ICAO Airport Air Quality Manual the following handling emissions can be assumed:

Table 61: Aircraft Handling Emissions 2019 2025 2035 2045 2055

NOX 2.5 3.0 5.1 7.5 10.9 HC 0.2 0.2 0.4 0.6 0.9 CO 0.8 1.0 1.7 2.5 3.6

PM10 0.1 0.2 0.3 0.5 0.7

CO2 158.2 195.7 329.1 486.5 704.8 Note: Example default emission factors representative of Zurich Airport for aircraft handling

602. Impacts resulting from existing infrastructure are discussed as part of the Projects Environmental and Social Audit. Any changes in emissions from infrastructure would be discussed as part of the EIA for upgrading of the airport terminal.

603. Aircraft Emissions - Aircraft engines produce emissions that are similar to other emissions resulting from fossil fuel combustion. However, aircraft emissions are unusual in that a significant proportion is emitted at altitude. 69 The main pollutants emitted by aircraft engines in operations are carbon dioxide (CO2), nitrogen oxides (NOX), sulphur oxides (SOX), unburnt hydrocarbons (HC), carbon monoxide (CO), particulate matter (PM) and soot.70

69 https://www.icao.int/environmental-protection/pages/aircraft-engine-emissions.aspx 70 https://www.easa.europa.eu/eaer/topics/overview-aviation-sector/emissions

191 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

604. Aircraft emissions have been estimated using the ICAO Airport Air Quality Manual – Simple approach. The simple approach requires the following key parameters:  Fleet (aircraft/engine combinations) – Identification of aircraft group types (e.g., B737 or A319, etc.)  Movements – Number of aircraft movements by aircraft type.  Emissions Calculation - Option A UNFCC look-up table.

605. The assessment considers only the Landing/Take-off (LTO) cycle which includes all activities near the airport that take place below the altitude of 3000 feet (1000 m). This therefore includes taxi- in and out, take-off, climb-out, and approach- landing. The assessment focuses primarily on international flights, followed by a short summary of domestic flights.

Figure 110: Standard Flying Cycle

606. International Fleet – The table below shows the fleet operating out of PNLIA in 2019. For the purpose of the simple assessment the assessment will assume the same fleet in the future scenarios as no data has been provided to make an accurate assessment of the future fleet composition.

Table 62: International Fleet Composition Airline Destination Plane Engine NAM Denpasar 737-500 CFM Intl. CFM56-3B1 Citilink Denpasar A320 IAE International Aero Engines V2527-A5 Sriwijaya Denpasar 737-800 CFM Intl. CFM56-7B27 Druk Air Singapore A319 CFM Intl. CFM56-5B5 Silk Air Singapore A320 IAE International Aero Engines V2527-A5 Airnorth Darwin Embraer 170 General Electric CF34-8E

607. International Movements – The number of aircraft movements is based on figures provided in the FS. Only total number of movements is included in the Project FS, therefore the 2019 fleet movements have been multiplied using the same overall percentage growth rates.

Table 63: Estimate International Aircraft Movements (international) Airline Plane Type 2019 2025 2035 2045 2055 NAM 737-500 312 384 645 948 1365 Citilink A320 730 898 1508 2217 3193 Sriwijaya 737-800 730 898 1508 2217 3193

192 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Airline Plane Type 2019 2025 2035 2045 2055 Druk Air A319 65 80 134 197 284 Silk Air A320 26 32 54 79 114 Airnorth Embraer 170 864 1063 1785 2624 3779 Total 2727 3374 5674 8388 12152

608. Emissions Calculation – Aircraft emissions are based on the simplified aircraft emissions indices of the ICAO Airport Air Quality Manual (Attachment B to Appendix 1 of the manual). The following table illustrates the emissions for each of the aircraft mentioned above.

Table 64: LTO Emission Factor by Aircraft (kg)

Aircraft CO2 HC NOx CO SO2 Fuel Consumption 737-500 2480 0.84 7.19 13.03 0.78 780 A320 2440 0.57 9.01 6.19 0.77 770 737-800 2780 0.72 12.30 7.07 0.88 880 A319 2310 0.59 8.73 6.35 0.73 730 Embraer 170 990 0.56 2.69 6.18 0.31 310 (based on ERJ-145)

609. Based on the figures above, the following emissions are estimated between 2019 and 2055.

Table 65: International LTO Aircraft Emissions Over Time (tons) Parameter 2019 2025 2035 2045 2055

Total CO2 5653.3 6953.6 11682.0 17172.5 24728.5 Total HC 1.7 2.1 3.6 5.3 7.6

Total NOX 20.9 25.7 43.2 63.6 91.5 Total CO 19.7 24.2 40.6 59.7 86.0

Total SO2 1.8 2.2 3.7 5.4 7.8 Total Fuel 1783.2 2193.3 3684.7 5416.6 7799.9

610. To put some of these numbers into context, Heathrow airport LTO emissions in 2018 were 71 72 estimated at 1,325,100 tons of CO2 and 4,497 tons of NOx . Further, global CO2 emissions from the aviation sector have been estimated at 752 million tons. Current PNLIA LTO CO2 emissions represent 0.0000007% of these global aviation emissions.

611. ADB SPS (2009) quantifies significant quantities of greenhouse gases generally as more than 100,000 tons of carbon dioxide equivalent per year. The predicted Project levels of CO2 in the 2055 scenario are well below this level.

612. With respect to the impact of aircraft emissions on health, most evaluations of air quality impacts from aviation have focused on the health impacts of PM2.5 formation attributable to aviation, with some others including the impact of ozone as well. Some studies have focused on landing and take-off emissions, as these happen at relatively low altitudes and therefore closest to local populations. Box 1 below provides details of research studies undertake and two major European airports. Both studies suggest a limited impact on air quality. However, the results of both studies

71 https://www.heathrow.com/content/dam/heathrow/web/common/documents/company/heathrow-2-0-sustainability/futher- reading/Heathrow-Carbon-Footprint-report_2018.pdf 72 http://www.heathrowairwatch.org.uk/documents/Heathrow_Airport_2015_Emission_Inventory_Issue_1.pdf

193 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment point to a knowledge gap in the formation, exposure and health effects of ultrafine particles from aviation that needs to be filled with additional research.73

Box 1. Schiphol and Copenhagen airports

The emissions of air pollutants from Amsterdam Schiphol airport have been found to contribute less than 5% to ambient concentrations of PM10 and NO2 near the airport, which suggest a limited impact on air quality. However, in 2014 continuous measurements of ultrafine particles (total particle number per cubic centimeter of air), including condensed particles from gaseous precursors was performed at two different sites located 7 km and 40 km from the main airport site. While the emissions from aircraft did not lead to elevated particle concentrations in ambient air, it was found that they were the most important source of ultrafine particles during periods in which the predominant wind direction was from Schiphol.

613. A long-term occupational health study (1990-2012) at Copenhagen airport tracked the exposure to ultrafine particles and assessed the health of almost 70,000 people working in ground operations and other positions. The results found no increased incidence of conditions linked to chronic exposure to air pollution such as heart disease, cerebrovascular disease, asthma, cancer or chronic obstructive pulmonary disease. Source: European Aviation Environmental Report.

614. Domestic Emissions – Approximately 3,800 domestic flights depart and land at PNLIA annually. The primary aircraft used for these flights is a DHC-6 ‘Twin Otter’ a short take-off and landing aircraft with twin turboprop engines. LTO emissions are provided in the table below.

Table 66: Short Haul LTO Emissions

CO2 HC (grams) NOx (kg) CO Fuel Consumption 24074 136 0.89 2024 173 Note: LTO emissions based on a flight distance of 463km. Source: Emission Inventory Guidebook. B851-1. 2001

615. Given the above, the current domestic CO2 emissions can be estimated at around 912 tons per annum. The number of domestic flights is anticipated to double by 2039. This would lead to an approximate doubling of emissions from domestic flights.

616. Finally, it is noted that a model has not been prepared to determine how aircraft emissions would disperse around the airport in a spatial and temporal context and if the operational phase of the Project would result in any exceedances of WBG air quality guidelines. It is recommended that such a model is prepared as part of an Air Quality Management Plan for the operational phase of the airport. This issue is discussed further below under mitigation and management measures.

617. Occupational Health and Safety Issues - Workers (notably baggage handlers) working close to exhaust from aircraft engines in airports are exposed to a complex mixture of potential health damaging air pollutants. The main concern is related to ultrafine exhaust particles from aircraft engines.

Landside Emissions

618. Increased Traffic Emissions – Traffic volumes around the airport will increase during the operational phase of the project. The majority of the traffic is anticipated to be passenger vehicles and busses. This will lead to increased levels of combustion emissions from vehicles along access roads

73 https://www.easa.europa.eu/eaer/ 74 U.S. Jet Fuel Use and CO2 Emissions Inventory for Aircraft below ICAO CO2 Standard Thresholds Final Report

194 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment and within the airport boundary itself. The annual total of passengers to the airport is anticipated to increase five-fold by 2054, therefore it is assumed that traffic volumes would increase by a similar figure. In 2018 there were approximately 246,000 passengers travelling though the airport, around 670 per day. Assuming a third arrived via buss and two thirds by car or taxi, we can estimate that around 25 bus journeys came to the airport and around 220 cars. Given a fivefold increase, this would rise to around 100 buses and over 1000 cars daily. During peak periods 100-150 cars per hour maybe arriving at the airport, and 10-15 buses. This level of traffic is not anticipated to result in highly significant levels of emissions.

Impact summary and assessment of significance

619. Table 67 provides an assessment of the significance of potential air quality impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 67: Potential Impacts to Air Quality Phase Potential Receptors Impact

Threshold No. of No. Affected Receptorsof Receptorsof Sensitivity Public of Level Concern Legal Exceeding Risk of Magnitude Timeframe SpatialScale Consequence Probability Significance C Release of Nearby M M L M MOD ST SMA LOW DEF L exhaust gases communities and workers C Dust Nearby H M M M MOD ST SMA LOW DEF L communities and workers C Odor Nearby M L L - MIN ST SMA LOW POSS L communities C VOCs Nearby L M L M MOD ST SMA LOW DEF L communities and workers O Aircraft Airport workers L H L M MOD HF SMA MED POSS M Emissions Nearby M H M L MOD LT SMA MED UN L communities O Traffic Emissions Nearby M M L L MOD LT SMA MED UN L communities Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Pre-construction / Construction Phase

620. Management Planning – The Contractor will, as part of his Specific Environmental Management Plan (SEMP), prepare and implement a Pollution Prevention Plan (C-SEMP-02). The Plan will include measures to limit air pollution during the construction phase of the Project.

621. Energy Supply – Consideration should be given to the use of energy from the following sources (in order of preference):  Renewable (solar) – Energy requirements for construction camps should be supplied via renewable solar power energy. These can easily be placed on the roofs of camp facilities and could easily be transferred to PNLIA after completion of the construction phase (C-AQ-01).

195 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

 Low Emissions (and low noise) Generators – Low emissions, energy efficient generators are now available on the market that comply with EU Stage V (Regulation 2016/1628) emissions standard for non-road mobile machinery (NRMM) (C-AQ-02).  Grid Supply - It is recognized that power from the grid in Dili is generated by a diesel power plant with high emissions. Accordingly using power from the grid is considered to be the least favored option for energy supply during the construction phase from an environmental perspective.

622. Siting of Facilities and Equipment - Stationary emission sources, if used (e.g., portable generators, compressors, etc.) shall be positioned as far as is practical from sensitive receptors including those located adjacent to the airport boundary (C-AQ-04). At a minimum generator should be more than 50m from receptors.

623. Release of Exhaust Gases and Fugitive Emissions - Equipment and vehicles will be regularly maintained in accordance with the manufacturer's recommendations to maximize fuel efficiency and help minimize emissions (C-AQ-05). Preferentially the Project will use fuel that has low sulfur content of 0.1%, where practical and available within Timor-Leste (C-AQ-06). Controlled or uncontrolled burning of waste will not be allowed (C-AQ-07). There will be pre-requisite requirements of site vehicles to ensure no black smoke before entering site and that any identified machinery or vehicles with black smoke will require maintenance and re-assessment before it is returned (C-AQ-08).

624. Dust - Measures that will be adopted to help prevent dust problems from occurring include:  Dust control measures will be implemented on the main access roads within the airport boundary and to 500 m from the main work site entrance. (C-AQ-09).  The Contractor will be required to have an adequate supply of bowsers and carry out watering for dust control at least once every two hours in these locations: in dry weather with temperatures of over 25, or in windy weather. Avoid overwatering as this may make the surrounding muddy (C-AQ-10).  Vehicle movements will be restricted to defined access routes and demarcated working areas (unless in the event of an emergency) (C-AQ-11).  A strict Project speed limit of 20km/hr will be enforced for Project vehicles using unmade tracks and within Project construction zones (C-AQ-12).  Vehicles carrying fine aggregate materials will be sheeted to help prevent dust blow and spillages (C-AQ-13).  Earthwork operation will be suspended when the wind speed exceeds 20 km/h in areas (C-AQ- 14).

625. Odor – The following measures shall be applied:  Adequate and sufficient sanitary facilities for site workers must be provided (C-AQ-15).  Effective cleaning and maintenance of toilets to be undertaken to avoid odor dispersion and cleaning records/inspection sheets displayed in the toilets (C-AQ-16).  All septic tanks must be sealed and fully functioning (C-AQ-17).  Septic tanks must be operated and maintained according to manufacturer recommendations (C- AQ-18).  Sanitary waste will be removed from site by licensed contractors and disposed in waste treatment facilities approved by the local government (C-AQ-19).  Ensure all fuel storage areas are at least 50 m downwind from any residential property (C-AQ- 20).

626. VOCs  Hazardous materials stored and used on site with potential gas emissions (e.g., Volatile Organic Compounds) will be located in well-ventilated, but secure low-risk areas, away from major transport routes and away from the site boundary (where possible) (C-AQ-21).

196 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

 Volatile fuels and chemicals (including hazardous wastes) will be stored in sealed containers. On site storage of large quantities of volatile fuels will be avoided, equally prolonged exposure to direct sun and heat will be avoided (C-AQ-22).  Fires and material burning will not be allowed on the Project site (C-AQ-23).  Chemical storage areas will be purpose built and well maintained. A data log of all chemicals with MSDSs will be provided at the storage facility within easy access (C-AQ-24).

Operational Phase

627. Emissions reduction measures typically fall into four different strategic categories: regulatory, technical, operational and economic.  “Regulatory measures” refer to mandatory requirements stated in the laws and regulations of the relevant jurisdiction setting emissions standards and/or operation of emissions sources.  “Technical measures” refer to changes in the technology associated with the emissions characteristics of certain sources. These can be measures related to the reduction of emissions at the direct source of emissions (e.g., vehicle) or it can also include infrastructure measures (e.g., insulation, road layout).  “Operational measures” refer to those measures that would be implemented by the operator of the equipment in question, whether the airline, the airport authority, tenants or any other entity.  “Economic (market-based) measures” can include a number of different instruments to incorporate the environmental external costs of activity. Such measures are considered to be beyond the scope of this EIA.

628. The following discusses the categories in relation to aircraft emissions, aircraft handling and support and landside traffic.

629. Aircraft Emissions – For aircraft emissions the primary mitigation method is minimization of fuel burn. This suggests a focus on operational procedures, including such techniques as:  Minimizing track miles on approaches and departures through the use of more efficient instrument approach facilities (implying the implementation of performance-based navigation procedures using satellite-based navigation in the terminal control area).  Minimize taxiway time e.g., through strategic use of taxiways  Focusing destination marketing on those airlines with modern fuel-efficient aircraft and fostering a frequency of service and aircraft size that optimizes the per-passenger fuel burn. (IFC 2019).

630. Aircraft Handling and Support – During the operational phase, the following measures are recommended:  Encourage investment in electrical Ground Power Units (GPUs).  Reduce the amount of time vehicles are left idle running.  Ensure engines are turned off when possible.  Encourage rules for aircraft taxiing to/from take-off on one engine.  Raise awareness amongst airport workers.

631. Traffic Emissions – Ideally buses and cars waiting outside the airport, including the car park area should switch off engines whilst dropping off and collecting passengers. However, enforcement of this is considered to be difficult and is proposed as a best practice measure that could be suggested to drivers on posters around the parking areas. As part of any Airport Air Quality Management Plan options should be explored to improve public transport services to the airport thereby reducing the number of cars at the airport.

632. All of these operational items should be included within an Airport Air Quality Management Plan which would form part of an overarching Airport ESMS (O-AQ-01).

197 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Residual Impacts

Table 68: Air Quality Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Release of Low Potential impacts are anticipated to be low. Not Significant exhaust gases Generic mitigation measures will ensure residual impacts will not be significant. C Dust Low Potential impacts are anticipated to be low. Not Significant Generic mitigation measures will ensure residual impacts will not be significant. C Odor Low Potential impacts are anticipated to be low. Not significant Generic mitigation measures will ensure residual impacts will not be significant. C VOCs Low Potential impacts are anticipated to be low. Not significant Generic mitigation measures will ensure residual impacts will not be significant. O Aircraft Moderate Despite the recommended mitigation Low Emissions measures some residual air quality impacts (airport main remain that could impact upon airport workers) workers. Residual impacts are therefore considered to be low. O Aircraft Low Although total aircraft emissions are not Low Emissions (local expected to be high, the dispersion of air community) emissions has not been modelled. It is recommended that a dispersion model be prepared to map emissions prior to the development of phase 1. The findings of the model should feed into an Airport Air Quality Management Plan and where relevant PLNIA should adopt measures to reduce emissions as summarized above, but largely beyond the scope of this EIA. O Traffic Low Measures to reduce the amount of passenger Low Emissions cars travelling to the airport are largely beyond the scope of this EIA. However, methods should be explored further as part of an Airport Air Quality Management Plan.

Monitoring

633. The following table provides the air quality monitoring requirements.

Table 69: Air Quality - Monitoring Requirements Monitoring Parameters Frequency Location Responsibility Costs Construction Dust Dust Visual observation for Access road, DB Contractor Part of generation dust emissions to be construction Contractors and dispersion undertaken on a daily site. staff costs basis. To be monitored quantitatively if generation is considered to be excessive or complaints are received.

198 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Monitoring Parameters Frequency Location Responsibility Costs Engine Vehicle Visual assessment of Work sites DB Contractor Part of emissions Emissions emissions to be Contractors undertaken on a daily staff costs basis while vehicles & equipment are in use and annual inspection of vehicles. This will include an inspection during the initial acceptance criteria of such vehicles to site. To be monitored quantitatively if generation is considered to be excessive or complaints are received. Sanitary Odor and Daily olfactory All sanitary DB Contractor Part of Facilities and VOCs observations – as part facilities. All Contractors Hazardous of maintenance and hazardous staff costs Materials inspection checks. material, Stores Daily inspection of chemical and hazardous materials fuel stores. storage areas for any leaks or emission of VOCs Operation Aircraft To be To be determined by To be To be To be Emissions determined the AAQMP determined by determined by determined by the the AAQMP the AAQMP by the AAQMP AAQMP

8.3.2. Surface Water

634. This section discusses potential impacts on surface water (coastal water is discussed separately below) during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to Affect Surface Water

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X From the boundary of the airport to the Comoro river. 2 Construction of revetment X N/A 3 Land reclamation X N/A 4 Runway earthworks and pavement X From the boundary of the airport to the Comoro river. 5 Taxiway Pavement X N/A 6 Apron Pavement X N/A 7 Drainage construction X From the boundary of the airport to the Comoro river.

199 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

# Aspect Yes No Assessment Boundary 8 Access road construction (north side connection and X From the boundary of the car park) north side access road to the Comoro river. 9 Construction of Air Traffic Control Tower X N/A 10 Installation of lighting X N/A 11 Operation of construction camp X From the boundary of the airport to the Comoro river. Operational Phase 12 Air traffic X N/A

Key Sensitivities and Receptors

635. The only surface water receptor in the Project area is the Comoro river.

Potential Impacts

Construction Phase 636. The following Project activities in the construction phase of the Project could affect the water quality in the Comoro river:  Discharge of domestic wastewater from camps into the Comoro river. Although this is considered unlikely as the camp will not be located near to the river.  Discharge of wastewater from batching plant could result in elevated levels of alkalinity and turbidity. Although this is considered unlikely as the plant will not be located near to the river.  Accidental release of potential contaminants (e.g., fuel, hazardous waste, chemicals) from construction works close to the river.  Disposal of waste materials into the river, including waste asphalt and concrete (wet and dry)  Sediment run-off from construction zones and material storage areas until the area has re- vegetated after reinstatement.

Operational Phase

637. Site drainage is currently diverted to the sea. No discharge to the Comoro river occurs.

638. Wastewater from facilities such as the new ATCT are anticipated to be diverted to the existing wastewater disposal facilities that currently serve the airport.

Impact summary and assessment of significance

639. Table 70 provides an assessment of the significance of potential impacts to hydrology before implementation of the proposed mitigation measures that are discussed in the rest of this section.

200 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table 70: Potential Impacts to Surface Water Phase Potential Receptors Impact Sensitivity of Receptorsof Sensitivity Level Concern Public of Legal Exceeding Risk of Threshold Magnitude Timeframe Spatial Scale Consequence Probability Significance C Contamination Local M L L MOD ST SMA LOW UN L of Comoro River community, coastal water Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Pre-construction / Construction Phase

640. Management Planning – The Contractor will, as part of his Specific Environmental Management Plan (SEMP), prepare and implement a Pollution Prevention Plan (C-SEMP-02). The Plan will include measures to limit surface water pollution during the construction phase of the Project.

641. Water Quality – The Contractor will be responsible for implementing his Pollution Prevention Plan which will include the following measures to reduce the risk of surface water contamination:  Direct discharge of domestic wastewater from camps into the Comoro river will be prohibited (C-SW-01).  Domestic wastewater from camps will be stored and transported to water treatment works or treated through a dedicated site sewage water treatment plant (C-SW-02) before discharge to ground or surface water.  Concrete batching (if required) will be sited at least 50m away from the Comoro river; wash pits to be lined with an impermeable liner (C-SW-03).  Direct discharge of wastewater from concrete batching plant to the Comoro river will be prohibited (if sited at PNLIA). Wastewater from the plant should be neutralized (C-SW-04).  No hazardous liquids or waste materials will be stored within 100m of the Comoro river (C-SW- 05).  Disposal of waste materials into the river, including waste asphalt and concrete (wet and dry) will be prohibited. Routine inspection of the work areas around the river shall be undertaken daily until works in that area are finalized. Any construction waste in the riverbed will be removed immediately (C-SW-06).  Treated wastewater will be used for damping down road surfaces to mitigate dust generation on access roads (C-SW-07).  Domestic sewage from camps will be stored and transported to water treatment works or treated through a dedicated site sewage water treatment plant (C-SW-08) before discharge to ground or surface water.  Construction camps will be located at least 200m from the Comoro river (C-SW-09).

201 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Residual Impacts

Table 71: Surface Water Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Contamination of Low None identified Not surface water significant

Monitoring

Table 72: Water Quality - Monitoring Requirements Monitoring Parameters Frequency Location Responsibility Costs Construction Wastewater N/A Period inspections of Camp site DB Contractor Part of discharge waste water Contractors discharges staff costs Surface waters N/A Daily inspections of Comoro River DB Contractor Part of work sites around Contractors Comoro river staff costs

8.3.3. Coastal Water

Aspects of the Project that have the potential to Affect Coastal Water

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X N/A 2 Construction of revetment X 500m from work site 3 Land reclamation X 500m from work site 4 Runway earthworks and pavement X N/A 5 Taxiway Pavement X N/A 6 Apron Pavement X N/A 7 Drainage construction X 500m from work site 8 Access road construction (north side connection and X N/A car park) 9 Construction of Air Traffic Control Tower X N/A 10 Installation of lighting X N/A 11 Operation of construction camp X N/A Operational Phase 12 Air traffic X N/A

Key Sensitivities and Receptors

 Coastal water quality  Coastal habitat and ecology  Fishermen  Dive Companies and Tourism Industry

Potential Impacts

Construction Phase

642. Contamination – Spills of hazardous liquids into the sea are considered to be a low risk, but still possible. More relevant is the issue of oil and grease from cranes and construction equipment

202 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment working along the coastline washing into the sea water during heavy rain. In addition, poorly maintained construction equipment could potentially leak oil into the sea. The potential volumes of oil, grease and other hazardous liquids are not assumed to be large amounts that would create significant pollution events, but in any case, they should be avoided.

643. Sediment Plume – Construction of the revetement and the land reclamation has the potential to induce marine sediment plumes. Large boulders (100-200kg) will be pushed from the shore across the seabed to create the rubble mound which forms the core of the revetment. Pushing the material across the seabed will disturb the sandy sediment on the seabed in the construction zone and create plums of sediment which will become suspended in the water column. Current velocity will affect the how quickly the sediment settles and how far it travels from the construction zone.

644. A note of dredging – There will be no dredging undertaken in the Project. No coastal sediments will be removed from the seabed.

Operational Phase

645. Site run-off water will be discharged into the sea. Site run-off could comprise oil and grease which could lead to pollution of coastal water.

Impact summary and assessment of significance

646. Table 73 provides an assessment of the significance of potential impacts to coastal water before implementation of the proposed mitigation measures that are discussed in the rest of this section. Table 73: Potential Impacts to Coastal Water Phase Potential Receptors Impact Sensitivity of Receptorsof Sensitivity Publicof Level Concern Legal Exceeding of Risk Threshold Magnitude Timeframe Spatial Scale Consequence Probability Significance C Contamination Coastal water H H M MAJ ST INT MED POSS M of coastal water quality, habitat C Sediment Plume and ecology H H M MAJ ST INT MED POSS M Fishermen Dive Companies and Tourism Industry O Site run-off Coastal water H H M MAJ M/F INT MED DEF M quality, habitat and ecology Fishermen Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Design Phase

647. The site drainage system should be designed to include oil and grease traps to filter out these pollutants before final discharge to the sea.

203 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Pre-construction / Construction Phase

648. The Contractor will, as part of his Specific Environmental Management Plan (SEMP), prepare and implement a Pollution Prevention Plan (C-SEMP-02). The Plan will include measures to limit coastal water pollution during the construction phase of the Project. Specific measures to reduce contamination of coastal water include:  Routine maintenance of construction equipment according to manufacturer’s specifications (C- CW-01).  No storage of hazardous liquids within 5m of coastal areas (C-CW-02).

649. A calculation has been undertaken by the Consultant to determine if the construction phase sediment plumes would impact upon the nearby Tasitolu protected area and its sensitive coral habitat. The full calculations can be found in Appendix I.

650. The calculation assumed the use of a sediment curtain as a key mitigation strategy during the construction phase, with an effectiveness of 75%. The daily amount of assumed sedimentation in the coral zone was calculated as:  Rubble and Stone Armor Works – 0.00092kg/m2/day.  Reclamation Works – 0.0027 kg/m2/day.

651. The threshold values for the impacts to Corals are shown below. The calculated sedimentation of each construction activity with implementation of mitigation is less than the values indicating impact to the coral habitat.

Table 74: Sedimentation Thresholds for Impacts to Corals Zone Sedimentation Zone of Total Mortality >0.5 kg/m2/day (>17.5mm/14 day) Zone of Partial Mortality 0.1-0.5 kg/m2/day (3.5-17.5 mm/14 day) Zone of Influence 0.025-0.1 kg/m2/day (0.9-3.5mm/14 day) No Impact <0.025 kg/m2/day (<0.9mm/14 day) Note: Nearshore waters (within 5m isobath) during summer and winter only. Source: https://www.epa.wa.gov.au/sites/default/files/API_documents/App10_DRIMS1.PDF & Tibar Bay ESIA, 2917.

652. Given the above findings, for sediment plume mitigation, the following measures are required:  Where practical works relating to placement of the base of the rubble wall on the seabed to coincide with the period of the year where dominant current is west – east (C-CW-03).  Ensure that the area of seabed disturbed does not extend any further than that required in the detailed design in order to minimize the footprint of the revetment and reclaimed area (C-CW- 04)  As far as practical, rubble should be free of earth and sand before it is placed into the water (C- CW-05).  Geotextile will be placed on the inside wall of the rubble mound to reduce sedimentation via the reclaimed land fill material (sand) (C-CW-06).  Silt Curtain installed around the work zone (C-CW-07).  The silt curtain shall be type III (C-CW-08).  The DB Contractor shall select an experiences silt curtain manufacturer to design and install the most appropriate type of silt curtain that provides at least 75% effectiveness. The curtain design shall be approved by the CSC (C-CW-09).  Routine maintenance of the curtain shall be undertaken in accordance with manufacturers specifications (C-CW-10).  If at any time the silt curtain fails works will cease until the curtain is repaired to the satisfaction of the CSC (C-CW-11).

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 To prevent impacts from reclamation area two temporary spillways will be placed at the locations shown in the figure below. The spillways will be constructed to prevent high levels of silts in the reclaimed areas discharging into the area between the revetment and silt curtain (C-CW-12).

Figure 111: Location of Temporary Spillways and Silt Curtain

Source: The Consultant

Residual Impacts

Table 75: Coastal Water Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Contamination of Medium No significant residual impacts are anticipated is Not coastal water the mitigation measures are implemented. significant C Sediment Plume Medium Installation of the required mitigation measures Not will ensure that construction phase sediment significant plumes do not have significant impacts to the coral habitat around Tasitolu. O Site run-off Medium Installation of oil and grease traps in the Not drainage system should limit the potential for significant coastal water pollution.

Monitoring

653. It is recommended that additional data relating to current direction and velocity is collected between now and the start of the construction phase to confirm the baseline conditions used in the sediment plume calculation. The table below provides the monitoring requirements for coastal water.

Table 76: Coastal Water - Monitoring Requirements Monitoring Parameters Frequency Location Responsibility Costs Pre-construction

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Monitoring Parameters Frequency Location Responsibility Costs Current Current Continuous Within the IPMU 25,000 USD direction and revetment work velocity zone. Construction Water quality Turbidity, total Weekly At the same CSC 52,000 USD suspended locations as used solids, for the baseline in temperature, this EIA. salinity, conductivity, pH, total faecal coliform count, nitrates and phosphates Sediment TSS, Turbidity Daily, during 50m and 400m CSC 20,000 USD Plume construction west of the silt of revetment curtain Vehicles Oil and Grease Daily Coastal work DB Contractor Part of inspection of zones Contractors vehicles staff costs working along coastal areas for signs of oil leaks Silt Curtains Silt Curtain Daily Silt curtain DB Contractor Part of quality inspections of Contractors the curtain will staff costs be undertaken to ensure the integrity of the curtain is maintained. Particular attention shall be paid to the integrity of the curtain after periods of high winds and storms.

8.3.4. Sediment Transport and Coastal Erosion

Aspects of the Project that have the potential to Affect Sediment Transport and Coastal Erosion

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X N/A 2 Construction of revetment X Shoreline area, 3,000m x 400m. 3 Land reclamation X N/A 4 Runway earthworks and pavement X N/A 5 Taxiway Pavement X N/A 6 Apron Pavement X N/A 7 Drainage construction X Shoreline area, 3,000m x 400m

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8 Access road construction (north side connection and X N/A car park) 9 Construction of Air Traffic Control Tower X N/A 10 Installation of lighting X N/A 11 Operation of construction camp X N/A 12 Asphalt and Concrete batching and Borrow Pits X N/A Operational Phase 12 Air traffic X N/A

Key Sensitivities and Receptors

 Coral reef habitat  Coastal shoreline

Potential Impacts

654. Sediment Transport and Coastal Erosion – Analysis of satellite images has shown that there has been no distinct changes to coastal morphology in the preceding 16 years. However, extension of the runway into the sea may have an impact upon sediment transport resulting in changes in coastal morphology. To assess the potential impacts to sediment transport and coastal erosion a hydrodynamic model covering the first ten years of project operation has been prepared.

655. The BG Model (A model for three-dimensional beach changes based on Bagnolds concept) calculates beach changes caused by longshore sediment due to wave action (waves and coastal currents caused by waves). This model replaces the terrain with linear parallel coastlines for calculations. Models were prepared for Year 10 and Year 30.

656. The first model (Year 10) simulated two cases, namely, Case 1 - wave direction: WNW and Case 2 - wave direction: N, calculated as predominant wave direction condition considering that the directions of sediment transport are variable according to wave directions.

657. The results of the Year 10 model are shown in Figure 112 to Figure 118 and described below.

Year 10 Case 1: Wave direction WNW

658. The sediment transport from west is interrupted by the new reclaimed land area. Deposition at the westside of the airport and erosion at the eastside of the airport are predicted as beach changes (Figure 112 and Figure 113).

659. The extent of impact of beach changes in direction of the shoreline is 400m to the west and 500m to the east from the center of the reclaimed area, shown as X=0m (Figure 114).

660. The beach at the westside of the reclaimed area will expand further out to sea to a maximum distance of 28m adjacent to the revetment. The beach at the eastside of the reclaimed area will recede approximately 15m adjacent to the revetment (Figure 114).

Year 10 Case 2: Wave direction N

661. The extent of impact of beach changes in direction of the shoreline is 400m to the east and 400m to the west from the center of the reclaimed land area (Figure 117).

662. The beach at the eastside of the reclaimed area will expand further out to sea to a maximum distance of 28m adjacent to the revetment. The beach at the westside of the reclaimed area will recede approximately 13m adjacent to the revetment (Figure 117).

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663. The summary of shoreline changes in Case-1 and Case-2 for Year 10 is shown in Figure 118. The extent of impact in direction of the shoreline is 400 m for west and 500 m for east, and there is no impact outside of the extent. The coral reef habitat is located at the coast at about 500m west from the airport. According to the calculation result, there would not be any impacts upon the coral reef habitat in the first ten years of Project operation. However, coastal erosion could occur in the areas of depleted sediment load.

Figure 112: Predicted Terrain (Year 10 Case 1)

Figure 113: Terrain Changes (Year 10 Case 1)

Figure 114: Shoreline Changes (Year 10 Case 1)

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Figure 115: Predicted Terrain (Year 10 Case 2)

Figure 116: Terrain Changes (Year 10 Case 2)

Figure 117: Shoreline Changes (Year 10 Case 2)

Figure 118: Shoreline Changes (Year 10 Case 1 and Case 2)

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664. Year 30 modelling focused on the WNW wave direction as this is considered to be the “energy-averaged significant wave” from “energy-averaged significant wave direction” and generally more realistic that the 10-year modeling. The model shows a considerable sediment build up on the south western side of the reclaimed land area and significant sediment depletion on the opposite side of the runway extension. The sediment build-up to the south west is predicted to extend into the Tasitolu coral habitat, the impacts of which are discussed below under Biodiversity.

Figure 119: Predicted Terrain (Year 30)

Figure 120: Terrain Changes (Year 30)

Figure 121: Shoreline Changes (Year 30)

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665. Given COVID-19 constraints on collection of primary data, this model is necessarily simplistic and based upon secondary data. It is quite possible that incorporation of data on the short-term but intense impacts of the north-western monsoon, and swells from Indian Ocean storms, into a more sophisticated model may demonstrate less sediment build-up to the west of the runway. Nonetheless, in the absence of primary data, a precautionary approach has been taken as described further below.

666. Drainage Discharge - Site run-off water will be discharged into the sea via the upgraded drainage system. Predicted increases in precipitation volumes and intensity will lead to increased discharge from the site to the sea, via the shoreline. Increased discharge directly to the beach may result in erosion in the discharge area.

Figure 122: Drainage Discharge Location

Discharge Area

Impact summary and assessment of significance

667. Table 77 provides an assessment of the significance of potential impacts to sediment transport and coastal erosion before implementation of the proposed mitigation measures that are discussed in the rest of this section.

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Table 77: Potential Impacts to Sediment Transport and Coastal Erosion Phase Potential Receptors Impact Sensitivity of Receptorsof Sensitivity Level Concern Public of Legal Exceeding Risk of Threshold Magnitude Timeframe Spatial Scale Consequence Probability Significance O Coastal erosion Coastal H M - MAJ LT SMA HIG POSS H landform Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Design Phase

Site Discharge

668. Designs shall ensure that discharge water is constructed with effective measures to limit erosion at the discharge point on the coastline. The designs shall be based in maximum discharges anticipated by the Project CVRA report (D-ST-01).

Sediment Transportation and Erosion

669. The 30-year hydraulic model suggests that there will be significant build-up of sediments on the south western side of the extension area. Two methods are proposed by the Consultants Maritime Engineer to mitigate the build-up of sediment in this area and facilitate the transport to the north eastern side to prevent coastal erosion.

670. Culvert Method:  Installation of box culvert (approximately 20m from shore parallel to the coast) for flowing out of sea water including deposited sand from west to east.

671. Sand Bypass System  Transportation of excavated sand from deposited area to eroded area by Dump Truck.  The excavation and filling works of deposited sand shall be required regularly. (once every  1 to 2 years).  The efficiency of mitigation is high. However, the turbidity during the excavation and filling works may affect to the coral habitat. Therefore, another mitigation measures such as silt curtain during the excavation and filling works shall be required.

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Figure 123: Sediment Management Measures

672. In addition to these measures suggested by the Consultants Maritime Engineer, the potential also exists for the construction of a group of ‘groynes’ to trap part of the sediment moving (mainly in a longshore direction) in the surf zone.

673. All three methods shall be analyzed in more detail during the detailed design phase to determine which of the methods has the least environmental and social impacts. To confirm the effectiveness of the culvert and groyne methods detailed analysis by three-dimensional simulation (not calculation by hydrodynamic modeling) shall be required to determine the method, type of structure, dimension etc. of protection measures.

674. The following analyses are required to clarify coastal characteristics and beach changes prior to the three-dimensional simulations.  Analysis of Historical Shoreline Changes – In addition to the analysis of shoreline changes already undertaken in this EIA using google earth images, the long-term shoreline changes shall be further analyzed quantitatively on the coast by the purchase of high-resolution satellite images of the past 30 years or more. This should confirm the findings of the google earth analysis undertaken already as part of this EIA.  Estimation of Soil Discharge Volume at Estuary - The discharge volume of soil is estimated by deposition volume by investigating the development process of the long-term estuary delta.  Analysis of bathymetric and topographic changes - The changes of beach cross section shall be analyzed by multiple bathymetric and topographic surveys.  Analysis of Particle Size of Beach Sand - The particle size of beach sand of water depth distribution, shoreline direction distribution and ratio of coral sand shall be analyzed.  Analysis of Wave Statistic Data - Based on long-term wave statistics of 30 years or more, the statistics related to longshore sediment transport such as seasonal wave appearance characteristics and energy average waves shall be analyzed.

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675. The above analyses shall be conducted, and final design defined based on the analysis (D-ST- 02). The final design measures shall be presented to ADB for their consideration and shall be approved by IPMU and the CSC (D-ST-02a).

676. Construction works for land reclamation will not start before finalization of the three- dimensional modelling and the effectiveness of the proposed mitigation measures (i.e., culvert, physical transfer of sediments from west to east side, groynes (or a combination of these three)) has been confirmed, or revision of mitigation measures if necessary (D-ST-03).

Operational Phase

677. During the operational phase periodic monitoring of the shoreline and the installed mitigation method shall be performed. Careful monitoring of any sediment build-up will allow adaptive management during the Project operation phase.

Residual Impacts

Table 78: Sediment Transport and Coastal Erosion Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance O Coastal erosion High Further analysis is required to determine the To be coastal erosion protection measures. The confirmed selected mitigation measures should ensure that there are limited coastal erosion impacts.

Monitoring

Table 79: Sediment Transport and Coastal Erosion - Monitoring Requirements Monitoring Parameters Frequency Location Responsibility Costs Pre-construction Hydrodynamics Wave direction, Continuous Within the IPMU Included in wave height revetment coastal water work zone. monitoring costs. Operation Sediment Sediment build- Monthly 400m east and IPMU (via Included in transport up and west of airport external marine coral reef deposition runway and biodiversity condition sediment consultant) surveys. culvert.

8.3.5. Groundwater

678. This section discusses potential impacts on groundwater during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to Affect Groundwater

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X N/A 2 Construction of revetment X N/A 3 Land reclamation X N/A 4 Runway earthworks and pavement X

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5 Taxiway Pavement X Within 100m of the boundary 6 Apron Pavement X of the Airport. 7 Drainage construction X 8 Access road construction (north side connection and X car park) 9 Construction of Air Traffic Control Tower X 10 Installation of lighting X N/A 11 Operation of construction camp X Within 100m of the boundary of the Airport. Operational Phase 12 Air traffic X N/A

Key Sensitivities and Receptors

 Local groundwater users around the airport.  Groundwater wells.

Potential Impacts

Construction Phase

679. Preparation works and works during construction may result in accidental leakages of fuel/oil/ lubricants from machinery and plant (including emergency situations). This could lead to possible pollution of ground water (shallow horizons) during construction activities. However, any leaks and spills of hazardous liquids and poorly managed disposal of liquid effluent is unlikely to be occur on a significant scale at the work sites.

680. Construction sites and activities will require water for both technical and domestic use. Unmanaged extraction of groundwater for these uses could deplete local water supplies.

Operational Phase

681. Issues relating to fueling of vehicles and maintenance is discussed in the Environmental and Social Audit, Section 7.

Impact summary and assessment of significance

682. Table 80 provides an assessment of the significance of potential impacts to groundwater before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 80: Potential Impacts to Groundwater Phase Potential Receptors Impact

Threshold No. of Receptors Affected No. Affected Receptors of Receptorsof Sensitivity Public of Level Concern Legal Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C Contamination Local L M L M MOD ST SMA LOW UN L of local community groundwater C Depletion of Local L M L M MOD ST SMA LOW UN L groundwater community

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Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Pre-construction / Construction Phase

683. The Contractor will, as part of his Specific Environmental Management Plan (SEMP), prepare and implement a Pollution Prevention Plan (C-SEMP-02). The Plan will include measures to limit groundwater pollution during the construction phase of the Project.

684. In order to avoid or mitigate impact during pre-construction and construction activities, works should be performed with due consideration of environmental safety measures:  Fueling and Storage: o Should any temporary fuel tank be available, it must be placed in covered areas with berms or dikes installed to intercept spills, if any. Any spill should be immediately localized and cleaned up with absorbent materials (C-GW-01). o Onsite repairs /maintenance and fueling activities should be limited. Priority should be given to offsite commercial facilities (C-GW-02). If impossible, a designated area with secondary containment for possible spills for on-site repair or maintenance activities must be provided. o Check integrity of fuel/hazardous substances containers for integrity. Undertake necessary repair or replacement if required (C-GW-03). o Store materials in containers suitable for the purpose. Ensure that containers bear clear eligible labels. The same applies to containers for short term storage of used oil (C-GW- 04). o Avoid fueling/maintenance of machinery and vehicles on the bare ground. Only contained areas can be used (C-GW-05). o Provide septic tanks for the camp sites servicing less than 150 employees. Contract authorized company to remove the liquid waste regularly. For larger sites, provide multiple septic tank facilities, or package wastewater treatment plants (C-GW-06).  Vehicle Maintenance: o On-site vehicles and equipment shall be inspected regularly for leaks and all leaks shall be immediately repaired. Leaking vehicles/equipment shall not be allowed on-site (C-GW-07). o Secondary containment devices (drop cloths, drain pans) shall be used to catch leaks or spills while removing or changing oils from vehicles or equipment (C-GW-08). For small spills, absorbent materials must be used (C-GW-09). o Park construction machinery/vehicles and storage areas not less than 50m from the riverbed (C-GW-10).  Wastewater Discharge: o Portable toilets shall be provided at all work sites (C-GW-11).  Spills and Leaks: o Ensure availability of spill cleanup materials (e.g., absorbent pads, etc.) in the areas where accidental spills may occur (C-GW-12). o Place clean up material in easily accessible locations (C-GW-13). o Use drip pan beneath equipment likely to leak fuel and/or oil and/or during fueling or changing oil (C-GW-14).  Waste Management and Training: o Contract authorized company for hazardous waste disposal (C-GW-15). o Train construction personnel in soil and water protection measures, handling of fuels, spill control and response procedures and requirements (C-GW-16).

685. Regarding water use. The Contractor shall ensure that all groundwater extraction activities, if planned, are in line with national permitting requirements (C-GW-17).

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Residual Impacts

Table 81: Groundwater Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Contamination of Low None identified Not groundwater significant

Monitoring

686. Daily inspections of worksites and camp sites by the DB Contractor.

8.3.6. Soils and Geology

687. This section discusses potential impacts on soils and geology during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to impact soils and geology

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X N/A 2 Construction of revetment X N/A 3 Land reclamation X N/A 4 Runway earthworks and pavement X  Spoil disposal sites 5 Taxiway Pavement X  Borrow pits 6 Apron Pavement X 7 Drainage construction X 8 Access road construction (north side connection and X car park) 9 Construction of Air Traffic Control Tower X 10 Installation of lighting X 11 Operation of construction camp X 12 Asphalt and Concrete batching and Borrow Pits X  Spoil disposal sites  Borrow pits Operational Phase 12 Air traffic X N/A

688. In addition to the above aspects, according to previous reports (unavailable during the preparation of this EIA) it is possible that contaminated soils could be present at the site, although inspections of the airport did not visually identify any areas of significant soil contamination. Construction works could therefore result in contaminated soils being excavated.

Key Sensitivities

689. All site works will occur within the site boundary, or on a small portion along the coastline and nearshore. Key sensitive receptors would be limited to the environment surrounding borrow pits and areas where any spoil material will be dumped.

Potential Impacts

Construction Phase

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690. Soil Contamination During Construction - The principal potential contaminants associated with the construction activities are the same as those listed above for hydrology. The soil can also be contaminated if substances from hazardous waste storage leach into the ground or if large quantities of raw sewage are discharged onto the ground.

691. Aggregate Requirements – Any aggregate required for construction will be obtained from state licensed quarries and/or borrow pits. Extraction and use of aggregates constitute depletion of non-renewable natural resources. If borrow pits or quarries are poorly sited, extraction can have adverse impacts on ecology, water resources, cultural heritage and communities.

692. Spoil Disposal - Excavated material from the airport that cannot be re-used as fill has been estimated at approximately 110,000m3. This material will need to be disposed of at a suitable licensed area that avoids impacts to the local community and the environment. It is possible that contaminated soils do exist at the site, although it has not been possible to confirm this as part of this EIA. If contaminated soils are present within excavated materials, they must be disposed of as hazardous waste to avoid potential contamination of spoil disposal sites.

Operational Phase

693. No significant impacts identified.

Impact summary and assessment of significance

694. Table 82 provides an assessment of the significance of potential impacts to soil and geology before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 82: Potential Impacts to Soils and Geology Phase Potential Receptors Impact

Threshold No. of Receptors Affected Receptorsof No. Affected Receptorsof Sensitivity Public of Level Concern Legal of Exceeding Risk Magnitude Timeframe Spatial Scale Consequence Probability Significance C Soil Local community L M L L MIN ST SMALL LOW POSS L contamination C Aggregate Ecology, water L L L - MIN ST SMALL LOW POSS L requirements resources, cultural heritage and communities C Spoil Disposal Local community L H L M MOD LT SMALL MED UN L C Contaminated DB contractors M H L M MOD LT INTER MED POSS M soil staff, spoil disposal location Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Design Phase

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695. Contaminated Land – It is possible that contaminated soils could be present at some locations of the PNLIA. It has not been possible to obtain further information on this topic as part of this EIA. A Phase 1 Contaminated Land Assessment is recommended to fully understand the potential for contaminated land to be present at the site. The assessment should be completed during detailed design phase (D-SO-01). This assessment may lead to further works that cannot be quantified at this stage.

Pre-construction / Construction Phase

696. Management Planning – The Contractor will, as part of his Specific Environmental Management Plan (SEMP), prepare and implement a Pollution Prevention Plan (C-SEMP-02). The Plan will include measures to limit soil pollution during the construction phase of the Project.

697. Soil Contamination - The following mitigation measures will be implemented with the aim of reducing the risk of soil contamination:  The storage of hazardous materials will be restricted to designated impermeable hazardous materials storage areas located at least 50m from any surface water course or seasonal water channel (C-SO-01).  A refueling procedure will be developed by the Contractor, which will include a restriction on refueling within 50m of any watercourse (C-SO-02).  The Contractor's will ensure all material safety data sheets (MSDS) are kept on site with the relevant materials (C-SO-03).  Materials that can potentially react with each other will be segregated during storage (C-SO-04).  Hazardous chemicals will be securely stored on site in a designated storage area (C-SO-05).  Relevant personnel will be trained in safe use and handling of hazardous materials (C-SO-06).  Diesel storage tanks at construction camps will be located in suitably sized and constructed bunded areas that are designed to be impervious to water and fuel. The bund volume will be designed to no less than 110% of the tank volume. Loading and off-loading connections will be located over secondary containment (C-SO-07).  Regular inspections and maintenance will be carried out of secondary containment areas at camps to confirm that they are functioning effectively (C-SO-08).  Information will be incorporated into the Site induction process and will outline the role of personnel in the management of waste and emissions from site and spill response procedures (C- SO-09).  Site induction training will be supplemented by regular ‘toolbox’ talks with relevant personnel if inspections or audits highlight failings in waste management (C-SO-10). If a spill does occur, the following measures will reduce the associated potential impacts: o Spill response equipment (absorbents etc.) will be available in hazardous materials storage areas (C-SO-11). o Relevant construction personnel will be trained in use of spill kits and disposal practices (C- SO-12). o Vehicles delivering fuel or hazardous liquids will carry appropriate spill kits to allow an initial response to any spill to be deployed (C-SO-13). o All mobile plant (excluding vehicles) will be integrally bunded or will be equipped with a bund or drip tray which will be regularly inspected and emptied to prevent rainwater accumulating (C-SO-14).

698. Borrow Pits and Quarries – Only state licensed borrow pits and quarries will be allowed for use (C-SO-20). The following conditions associated with the use of the facility shall apply:  The Contractor shall undertake an initial environmental and social audit of the facility to ensure that: o The facility has a license to operate in the location. o Air emissions and noise are not impacting upon sensitive receptors. o Waste materials are being managed appropriately.

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o All staff are wearing appropriate PPE. o No child labour is employed at the site.  The results of the audit will be submitted to the CSC for review before any site is used.  The audit shall be repeated on a six-monthly basis (C-SO-21).

Residual Impacts

Table 83: Soils and Geology Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Soil Low No significant residual impacts are anticipated Not contamination given the recommended mitigation measures. significant C Borrow Pits Low No residual impacts are anticipated if licensed Not borrow pits are used. However, audits of these significant facilities are required to confirm the status of these areas.

Monitoring

699. Daily inspections of the proposed mitigation measures will be undertaken by the DB Contractor. The following additional monitoring measures are required.

Table 84: Soils - Monitoring Requirements Monitoring Parameters Frequency Location Responsibility Costs Construction Soil Copper, Cu (mobile), Monthly At least ten CSC 15,000 USD contamination Zinc, Zn (mobile), during locations to be Nickel, Ni (mobile), exaction determined by Chromium, Cr works the CSC. Must (mobile), Lead, Pb include any (total), Arsenic, As excavation (total), Cadmium, within 10m of Cd(total), fuel storage Polychlorinated areas. biphenyl, Benzene, Toluene, Total xylenes, Benzo(a)pyrene, Isopropylbenzene, US EPA 16 PAHs

8.3.7. Geohazards

700. The Project will not result in, or induce additional geohazards, but it may potentially be affected by Geohazards. This section therefore discusses potential impacts geohazards may have on the Project during construction and operation phases and associated mitigation measures to be adopted.

Key Sensitivities

701. The key Project sensitivities are the airport infrastructure itself.

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Potential Impacts

702. The Project is located in a seismically active area. Seismic events could impact upon the ATCT and PAPI lighting and possibly to the area of reclaimed land. It is assumed however, that all project infrastructure will be designed taking into account seismic conditions and relevant building codes which would therefore mitigate any significant impacts.

703. Regarding tropical cyclones, the risks from storm surges have been addressed as part of the climate change assessment (summarized in Section 8.6.7 below).

704. Thinkhazard a World Bank hazard risk assessment tool indicates that the Tsunami hazard in Timor-Leste is medium meaning there is more that 10% chance of potentially damaging Tsunami occurring within the next 50 years. However, in general, the risk of tsunami is greater on the south coast of Timor-Leste than the north coast. Further, data provided by the Consultants engineering team indicates that the strongest tidal wave in Timor-Leste reached a height of 4m which is below 4.5m maximum wave height used for the proposed design for the revetment wall. At present two Tsunami sirens are put in Dili, one in Lecidere, Largo area, and the other one is at PLNIA, near Meteorological and Geophysics Department.

Impact summary and assessment of significance

705. Table 85 provides an assessment of the significance of potential impacts from geohazards before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 85: Potential Impacts from Geohazards Phase Potential Receptors Impact Sensitivity of Receptorsof Sensitivity Public of Level Concern Legal of Exceeding Risk Threshold Magnitude Timeframe Spatial Scale Consequence Probability Significance C / O Seismic events Project M L - MOD LT SMA MOD POS L infrastructure C / O Tsunami Project M M - MOD LT SMA MOD UN L infrastructure Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Design Phase

706. All buildings should be constructed according to national building codes incorporating the relevant standards relating to seismic events (D-GH-01).

707. Critical airport infrastructure be designed to ensure they are safe from inundation (D-GH- 02).

Pre-construction / Construction Phase

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708. No project specific mitigation is warranted.

Residual Impacts

Table 86: Geohazards Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C / O Seismic events Low None identified as long as earthquake loading, Not and Tsunami and national design standards are considered. significant

Monitoring

709. Other than ensuring that the design codes are followed no other monitoring is required.

8.3.8. Climate Change

710. This section discusses potential impacts climate change may have on the Project during construction and operation phases and associated mitigation measures to be adopted. The section summarizes the findings prepared as part of the Projects Climate Risk Vulnerability Assessment (CVRA) which is provided for review on the ADB website.

711. Impacts in terms of emissions of greenhouse gases are discussed above under Air Quality.

Key Sensitivities and Receptors

 Runway extension and revetments.  Aircraft landing and taking off during extreme weather events, e.g. high winds.  Runway

Potential Impacts

712. Revetment and Reclaimed Area – Sea level rise is predicted to increase as much as 51cm between 2020 and 2075. This could lead to significant impacts to the revetment and reclaimed areas in terms of wave overtopping and coastal flooding.

713. Runway Drainage – Increased levels and intensity of precipitation will increase run-off volumes and frequency which may impact upon runway operations and electronic systems.

714. Aircraft Operations - High windspeed and other climate conditions could affect safe airplane take-off and landing.

715. Pavement – The proposed concrete and asphalt pavement surfaces in the FS are resilient to maximum temperatures, and therefore no significant impacts are anticipated.

Climate Vulnerability

716. For the preparation of the CVRA a separate analysis of risk was undertaken using a different methodology to that used in this EIA. The following provides the identified level of vulnerability risk from the CVRA.

222 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table 87: Climate vulnerability matrix for Dili Airport (sensitivity x exposure) Project Extreme Heavy Drought Cyclones/Storms Sea level Other components heat rainfall/ rise Flooding

Drainage Low x Med High x Med Low x Med Medium x Med Medium x systems High

Runway, Medium x High X Med Low x Med High x Med Medium x High x Med apron Med High *high windspeeds *Fog affecting surfaces, visibility pavements

Coastal Low x Med Medium x Med Low x Med High x Med High x High Medium x reclamation Med

*Coastal processes

Terminal Med x Med Medium x Med Medium x Medium x Med Medium x building Med High

Commercial buildings

Car parks Low x Med Medium x Med Low x Med Low x Med Medium x High

Airport Medium x Low x Med Low x Med High x Med Medium x High x Low Observation Med High *Fog affecting Tower visibility Source: CVRA. 2021

Mitigation and Management Measures

Design Phase

717. Revetment and Reclaimed Area – The design shall include an additional 40cm of additional crest height over that initially planned to ensure that storm surges and waves do not overtop the reclaimed area of the airport (D-CC-01). This is illustrated by Figure 124 below.

718. Drainage – The following measures shall be adopted for site drainage.  The discharge capacity of the drainage will be provided so that the calculated capacity will be available with about 80% of full flow capacity in consideration of climate change (D-CC-02).  Storm drainage system will be built to a 1 in 10-year return period with a rainfall intensity of 44 mm/hour (D-CC-03).  Estimated sea level rise of 42cm above current levels will be considered for design of drainage outfalls into the sea to allow for higher water levels (D-CC-04).

223 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 124: Proposed Revetment Crest Height

Operational Phase

719. High wind speeds – The following measures are recommended:  Purchase of a modern Airport Weather Observation System (AWOS) system (O-CC-01).  Live data to support real time decision making on aviation safety (O-CC-02).  Ensure training of aviation meteorologists in new equipment and that it meets ICAO aviation standards (O-CC-03).

720. Drainage - Maintenance of drainage channels and outlets to maintain full capacity (O-CC-04).

Residual Risks (based in CVRA)

Table 88: Climate Change - Residual Risks Risk Risk Adaptation Residual Comments Screening Risk

Sea level rise and High Raising levels to 7.2 m Medium Check detailed design associate Extreme above MSL (Rapid Ice Monitor sea level rise Sea Levels Melt) Coastal Revetment Coastal geomorphology Freeboard included study anticipated $1.29M incremental costs

Heavy rainfall Med high Increased drainage Medium $0.164 M incremental costs impacts on drainage capacity Low High invert level for free drainage

Cyclone Storms Med high Updated AWOS Medium Operational manuals to High windspeeds Low international standards Improved operational impacts on airport procedures operations

224 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Heatwave impacts Medium None – proposed Low Surfaces will be replaced as on runway surfaces designs should be part of future upgrades sufficient

River flooding from Med high Minor works on Low Drainage studies indicate Comoro community road sufficient channel capacity (Ongoing work on Dili to prevent major river Drainage Masterplans) flooding

Monitoring

721. Revetment and Reclaimed Area – Airport Operator to monitor sea levels and performance of coastal revetment during the operational phase. If sea level rise is greater that the design scenario considers further options in future airport expansion, e.g., secondary flood wall.

8.4. Biodiversity

722. This section discusses potential impacts on biodiversity during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to Impact Biodiversity

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X Properties to be demolished. 2 Construction of revetment X Dili 3 Land reclamation X Dili 4 Runway earthworks and pavement X Dili 5 Taxiway Pavement X Dili 6 Apron Pavement X Dili 7 Drainage construction X Dili 8 Access road construction (north side connection and X Dili car park) 9 Construction of Air Traffic Control Tower X Dili 10 Installation of lighting X N/A 11 Operation of construction camp X 12 Asphalt and Concrete batching and Borrow Pits X Dili Operational Phase 12 Air traffic X Within LTO range

Sensitive Receptors

723. Critical and Natural Habitat features, including globally-threatened and nationally-protected species, are identified in Section 6.3.3 as “priority biodiversity”. These represent sensitive biodiversity receptors for the Project, and a number occur in or near the Project area. During the construction phase, a number of these receptors could be affected by marine habitat loss and degradation or displaced due to construction activity and noise.

724. During the operational phase the most significant risk for sensitive biodiversity receptors is disruption of currents owing to the reclamation area, altering local sediment transfer and deposition and thus potentially impacting coral reefs. In addition, there is a risk of increased bird mortality, commensurate with increased air traffic.

225 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Potential Impacts

Construction Phase

725. Direct habitat loss through marine reclamation - Project reclamation for the runway extension into the sea will directly impact Natural Habitat, largely represented by small/soft marine sediment but also with some small coral patches. On two sides, the reclamation area will be bordered by revetment, and on the third side by the shore. The overall footprint of reclamation approximately represents a triangle 130 m by 242 m by (along the coast) 275 m, a total marine footprint of c. 13,850 m2. While this is a permanent loss of Natural Habitat, it is of a very widespread habitat type (both nationally and regionally) which is of limited biodiversity value. As such, the loss of c.1.4 hectares of this habitat is not considered “significant conversion” in the sense of the ADB SPS (2009). Some areas will be lost under the direct Project footprint on land, but these are low quality Modified Habitat and so this impact is not considered significant.

726. Habitat degradation - Terrestrial habitat in the Project area is already highly degraded. However, the Project may result in marine habitat degradation during construction in several ways. Primarily, direct introduction of marine reclamation materials into the sea has the potential for release of suspended sediment and release of nutrients and contaminants from suspended sediments. Additional habitat degradation impacts may result from poor management of construction waste and pollution, including run-off and dust from the Project site during construction.

727. A plume model for the construction stage suggests that, with mitigation, sediment deposition on the nearest part of the Tasitolu Bay coral reef could be in the region of 0.00092 kg/m2/day from rubble and stone armor works and 0.0027 kg/m2/day from reclamation works. Both of these values are well below levels of concern for impacts upon coral. Pending refinement of the model through collection of primary data (not currently feasible owing to COVID-19 restrictions), it thus does not appear likely that the Project will have significant sediment impacts upon the Tasitolu Bay reefs during the construction period.

728. Dugong are also sensitive to pollution and habitat degradation, and have a high level of public concern – given this species’ current limited presence in the area, it may be eradicated altogether if Project impacts are not mitigated.

729. During project operation, the reclaimed area extending into the sea has the potential to change local current sediment transfer, potentially resulting in additional impacts. A hydrodynamic model for the first 10 years of operation suggests that such impacts will occur up to c.400 m west of the runway extension. However, a 30-year model suggests that sediment build-up may extend over 1 km to the west and thus potentially impact the coral reef Critical Habitat in Tasitolu Bay. However, given COVID-19 constraints on collection of primary data, this model is necessarily simplistic and based upon secondary data. It is quite possible that incorporation of data on the short-term but intense impacts of the north-western monsoon, and swells from Indian Ocean storms, into a more sophisticated model may demonstrate less sediment build-up to the west of the runway. In the longer- term, the government hopes to maintain or extend the runway further. In such cases, there is a high risk of sedimentation impacts on the Tasitolu Bay reefs, which would be difficult to mitigate.

730. Introduction of invasive alien species - A potentially significant indirect project impact on the reef is the introduction of invasive alien species (IAS). The Global Invasive Species Database (http://www.iucngisd.org/gisd) does not identify any marine IAS currently in Timor-Leste. However, this database has records for seven marine IAS in neighboring Indonesia, including species with the potential to rapidly modify reef habitats – such as red algae and invasive corals. IAS can spread rapidly once introduced, significantly modifying habitat for forest-dependent species, and present a very high risk to biodiversity globally. There is potential for imported construction machinery, equipment or materials to introduce IAS to the Project site, from where they could easily spread. On land, the

226 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Project area is extensively Modified, and thus no significant additional impact from IAS is anticipated. Nonetheless, monitoring will be needed to assess whether any novel highly invasive alien species are introduced, which may spread beyond the Project area.

731. Displacement of species due to construction activity and noise - The terrestrial impact of construction activity and noise is anticipated to be low. Protected bird species are widespread, fairly common, and are only likely to suffer limited temporary displacement or behavioral impacts from Project construction or operational noise and disturbance.

732. There is greater potential for displacement of marine species such as Dugong, whales, dolphins, turtles and Whale Shark owing to marine reclamation. Underwater noise or vibration, particularly from any piling or blasting, can have a significant and far-reaching disturbance effect on marine species, dependent on the species and the duration, pitch and frequency of the noise. Such disturbance can impact the behavior of affected animals and so result in fitness costs, for example through interrupted communication, reduced ability to feed, stress, movement into suboptimal habitats, etc. Blasting produces loud and sudden bursts of sound that are of particular concern for marine biodiversity. Even rockfill by bulldozer for reclamation may cause disturbance effects up to 4 km away. However, these effects will be temporary (lasting c.1.5 years).

733. Information on cetacean presence in the waters of Timor-Leste is sparse. Peak cetacean abundance (across all species) appears to be in November, with much lower numbers of cetaceans in April-August. However, abundance and distributions vary significantly from month-to-month, suggesting potential movements of animals in response to weather conditions or food resources. Numbers of sea turtles in Timorese waters also appear to peak in November, though numbers observed in the north-west (near the Project site) were fairly consistent from April-November. The breeding and calving season for Dugong in Australia is focused in June-December, and is likely to be similar in Timor-Leste.

734. Mortality or injury to species due to underwater noise or vibration – At extremes, construction noise or vibration/pressure changes during marine reclamation have the potential to not only disturb marine species (Section 4.5), but also to cause injury or even mortality. Such extremes usually stem from the most significant noise impacts, i.e., blasting or piling in this type of project. The most common injury is acoustic trauma.

Operational Phase

735. Habitat fragmentation - Extension of the Project runway into the sea, via marine reclamation, has the potential to interrupt movement of marine species which travel along the coast. During the baseline study, Dugong was the only species identified as potentially regularly travelling along the coast, but it is possible that other species also do so. For stage 1 of the Project, however, this extension will only extend <150 m perpendicular to the coast. Even considering some alteration in currents as a result of the extension, this diversion of movement routes is relatively minor, and fragmentation is consequently considered unlikely.

736. Displacement of species due to increased operational air traffic - The disturbance impact of increased operational air traffic on biodiversity is anticipated to be low. It is not expected to translate into significant underwater noise. Protected bird species in the Project area are fairly common, tolerant of a level of disturbance, and are only likely to suffer limited temporary displacement from aircraft operations.

737. Mortality or injury to species due to increased operational air traffic - Air traffic has the potential to kill or injure animals present in the Project area. Given the habitat and species’ presence in the Project area, the greatest risk to wild animals is to birds (domestic dogs and goats are also

227 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment currently at risk). A number of bird-aircraft collisions have occurred at the airport, resulting in bird mortality and damage to aircraft but fortunately to date no human injuries.

738. Bird collision risks are expected to increase as a result of the Project. For example, annual air traffic movements are anticipated to double by about 2045 and, without any new wildlife hazard management, bird collision risks could be expected to increase proportionate to flight frequency.

Impact summary and assessment of significance

739. Table 89 provides an assessment of the significance of potential air quality impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 89: Potential Impacts to Biodiversity Phase Potential Receptors Impact Sensitivity of Receptorsof Sensitivity Concern Publicof Level ordegree Severity of to receptor change the Magnitude Timeframe Spatial Scale Consequence Probability Significance Direct habitat Coral patches L M H MOD LT SMA MED DEF M loss through & Egg Cowry C marine Small/soft L L H MIN LT SMA MED DEF M reclamation sediment Introduction of All priority P, C invasive alien marine H H H MAJ LT EXT HIGH UNLIKE M species biodiversity Habitat Coral patches L M H MOD ST INTER MED POSS M degradation & Egg Cowry through release Tasitolu Bay H H H MAJ ST INTER MED POSS M of suspended soft coral reef sediment, Seagrass M M M MOD ST INTER MED POSS M release of P, C nutrients and contaminants from suspended sediments, H H M MAJ ST INTER MED POSS M construction Dugong waste, and/or pollution Habitat C, O L H L MIN LT INTER MED UNLIKE L fragmentation Habitat Coral patches L M H MOD LT SMA MED UNLIKE L degradation & Egg Cowry through disruption of currents by O reclamation Tasitolu Bay H H H MAJ LT SMA HIGH UNLIKE M area, altering soft coral reef local sediment transfer and deposition Displacement of Protected bird species due to species P, C L M L MIN ST SMA LOW POSS L construction (including Drab activity and noise Swiftlet, Displacement of Brahminy Kite O species due to & Spotted L M L MIN MT SMA LOW POSS L increased Kestrel)

228 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Phase Potential Receptors Impact Sensitivity of Receptors Sensitivity Public of Level Concern Severityof or degree change theto receptor Magnitude Timeframe Spatial Scale Consequence Probability Significance operational air traffic Mortality or injury to species O due to increased L M H MOD LT SMA MED POSS M operational air traffic Displacement of species due to C Dugong, H H M MAJ ST INTER MED POSS M underwater whales, noise or vibration dolphins, Mortality or turtles & injury due to C Whale Shark H H H MAJ ST SMA MED UNLIKE L underwater noise or vibration Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

740. A number of general or standard mitigation measures related to biodiversity are described elsewhere in this EIA and summarized in the Project EMP, and so not repeated here. This section only details three biodiversity-specific mitigation measures necessary to reduce this Project’s impacts on Critical and Natural Habitat to levels in line with the ADB Safeguard Policy Statement (ADB 2009), based on a precautionary approach.

Pre-construction / Construction Phase

741. Minimize marine construction activities in the peak cetacean migration season – The Contractor will start marine construction work in February and – as this is planned to last 1.5 years – continue until August the following year. The Project will thus only disturb marine species during one peak cetacean migration and Dugong calving period, rather than two.

742. Take care to avoid introduction of invasive alien species to the Project area – The Contractor will ensure care to avoid introduction of invasive species. Before entry to construction areas, Project vehicles, equipment, supplies and materials will be inspected for obvious signs of invasive alien species (e.g., presence of rodents or insects). Vehicles and equipment (and supplies and materials wherever feasible) will then be pressure washed. The area of pressure washing must be away from any parking, storage or camp areas, and must only be visited by vehicles entering the core location, not leaving it (i.e., a one-way system is necessary). Otherwise, invasive species washed from vehicles entering the area may be picked up again on the tires of vehicles leaving the area. Washing need not use substantial amounts of water and can be replaced by brushing in any areas of limited water supply. Where monitoring finds invasive species in, or spreading from, Project areas, the contractor will eradicate those species where introduced by the Project.

743. Update and implement the airport’s Wildlife Hazard Management Plan – The existing Wildlife Hazard Management Plan is largely appropriate for the airport’s context and could immediately reduce risks of bird collision (with consequent human safety benefits), though could be improved in a few

229 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment areas (Appendix B). There has, however, been no significant implementation of the plan to date, owing to capacity and budget constraints. Despite these constraints, key areas of the current plan could already be quickly and effectively initiated. Significant progress could readily be made in recording wildlife hazards, systematically displacing identified hazards, integrating wildlife hazard management into ongoing vegetation management, and systematically recording collision and near-miss incidents. Other areas of the plan will require additional financial investment under the Project, notably installing a wildlife-proof fence around the airport perimeter (covered by O-CHS-01), wildlife deterrent equipment, and a training/capacity-building program for airport staff.

Operational Phase

744. Wildlife hazard management – The Wildlife Hazard Management Plan will be implemented throughout the operation phase, alongside the two additional mitigation actions to reduce the risk of bird collisions and resultant human safety risks:  Avoid aircraft take-off and landing during key bird flight times in the morning and evening (0515- 0730 and 1630-1815).  Require a minimum flight height to the west of the airport (above 300 m a.s.l. when within 500 m of the peninsula directly west of the airport).

Residual Impacts

745. Only a few measurable impacts are anticipated after mitigation. None of these are considered significant, given their scale. For example, the largest measurable impact is loss of c.1.4 ha of small/soft sediment. This is a widespread habitat near the Project site, nationally, and regionally, and is not of particularly high value for biodiversity. As such, this minor loss of habitat is not considered significant.

Table 90: Residual Biodiversity Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Direct habitat M Negligible number and area of coral patches. Not significant loss through M c.1.4 ha (non-significant in context of overall Not significant marine habitat distribution) reclamation P, C Introduction of M Mitigation measures should ensure negligible Negligible invasive alien residual impacts. species P, C Habitat M Mitigation measures should ensure negligible Negligible degradation residual impacts. This will be carefully through release monitored and adaptive management put in of suspended place if significant impacts appear likely. sediment, release of nutrients and contaminants from suspended sediments, construction waste, and/or pollution C, O Habitat L Negligible fragmentation impacts possible. Not significant fragmentation O Habitat L Mitigation measures should ensure negligible Negligible degradation residual impacts. through M Mitigation measures should ensure negligible Negligible disruption of residual impacts.

230 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance currents by reclamation area, altering local sediment transfer and deposition P, C Displacement of L Mitigation measures should ensure negligible Negligible species due to residual impacts. construction activity and noise O Displacement of L Mitigation measures should ensure negligible Negligible species due to residual impacts. increased operational air traffic O Mortality or M Mitigation measures should ensure negligible Negligible injury to species residual impacts. due to increased operational air traffic C Displacement of M Mitigation measures should ensure negligible Negligible species due to residual impacts. underwater noise or vibration C Mortality or L Mitigation measures should ensure negligible Negligible injury due to residual impacts. underwater noise or vibration

Monitoring

746. The CSC, will monitor Contractor progress and compliance with biodiversity-related mitigation outlined in this EIA. The CSC will also monitor progress of implementation of the PNLIA Wildlife Hazard Management Plan. Table 91 outlines biodiversity-specific monitoring requirements, although other monitoring described elsewhere in this EIA is also relevant to biodiversity. Two biodiversity monitoring activities requiring external expertise are necessary, namely coral reef condition surveys by a marine biodiversity consultant and invasive alien species surveys by a botanical consultant. As these surveys are necessary during construction as well as during the Project operation phase, these external survey consultants will be overseen by the airport operator.

Table 91: Biodiversity - Monitoring Requirements Monitoring Parameters Frequency Location Responsibility Costs Pre-construction Wildlife Risk evaluation Inspection once, Desktop CSC No additional hazards process after completion, cost completed by before the end of IPMU the pre- construction phase. Construction

231 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Monitoring Parameters Frequency Location Responsibility Costs Invasive alien Presence, Invasive alien Entire Project External Part of species abundance and species surveys area botanical Contractor’s distribution of during the main consultant, costs any non-native flowering season, overseen by species listed in annually during the IPMU the Global Project Invasive Species construction phase. Database Tasitolu Bay Coral cover Coral reef condition Tasitolu Bay External marine Part of soft coral reef and reef surveys quarterly coral reefs consultant, Contractor’s condition during the Project overseen by costs construction phase. IPMU Wildlife International- Inspection once, PNLIA CSC No additional hazards standard after completion, cost wildlife hazard before the end of management the first year of the training construction phase. completed for all relevant ANATL staff. Update of Inspection once, PNLIA CSC No additional Wildlife Hazard after completion, cost Management before the end of Plan completed. the first year of the construction phase. Five-yearly Inspection once, PNLIA CSC No additional budget after completion, cost produced for before the end of Wildlife Hazard the first year of the Management construction phase. Plan implementation by IPMU, and at least first year budget approved. All necessary Inspection once, PNLIA CSC No additional equipment after completion, cost procured for before the end of implementation the first year of the of Wildlife construction phase. Hazard Management Plan. Airport wildlife Inspection of PNLIA CSC No additional surveys wildlife survey cost conducted records at least during daily quarterly for the runway checks. construction phase, and annually for the first five years of the operation phase. Wildlife strike Inspection of PNLIA CSC No additional recording wildlife strike cost carried out in records annually line with during the Wildlife Hazard

232 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Monitoring Parameters Frequency Location Responsibility Costs Management construction and Plan. operation phases. Marine noise Marine Site inspection at PNLIA CSC No additional disturbance construction least monthly prior cost activities start to the start of in February and marine finish in/before construction, and August the next within each of three year. months either side of the planned completion date for marine construction. Operation Invasive alien Presence, Invasive alien Entire Project External AO costs species abundance and species surveys area botanical distribution of during the main consultant, any non-native flowering season, overseen by species listed in annually for the first AO the Global five years of the Invasive Species operation phase. Database Tasitolu Bay Coral cover Coral reef condition Tasitolu Bay External marine AO costs soft coral reef and reef surveys annually for coral reefs consultant, condition the first five years overseen by of the operation AO phase, and thereafter every five years. Wildlife Wildlife Hazard At least annually for PNLIA AO No additional hazards Management for first five years of cost being operation phase. implemented in line with Plan.

8.5. Socio-economic Environment

8.5.1. Economy and Employment

Aspects of the Project that have the potential to Impact Upon the Economy and Employment

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X Properties to be demolished. 2 Construction of revetment X Dili 3 Land reclamation X Dili 4 Runway earthworks and pavement X Dili 5 Taxiway Pavement X Dili 6 Apron Pavement X Dili 7 Drainage construction X Dili 8 Access road construction (north side connection and X Dili car park) 9 Construction of Air Traffic Control Tower X Dili 10 Installation of lighting X N/A 11 Operation of construction camp X 12 Asphalt and Concrete batching and Borrow Pits X Dili

233 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

# Aspect Yes No Assessment Boundary Operational Phase 12 Air traffic X Dili

Key Sensitivities

 High expectations among local people that they will be employed.  Concern that jobs should be given to local people and only to non-locals where no suitably qualified locals are available.  Concern that jobs will not be allocated fairly between communities.  Job availability for women.  Food and healthcare costs.

Potential Impacts

Pre-construction / Construction Phase

747. In the construction phase the following beneficial impacts may occur:  Increase in available jobs and incomes.  Enhanced skills among local workforce.  Increase in sales for local businesses.

748. The following adverse impacts may occur:  Un-met employment expectations.  Resentment between local people who are employed by the Project and those whose applications were unsuccessful.  Frustration and resentment if local workers perceive that foreign workers are receiving better pay or conditions for exactly the same job.  Resentment from business owners whose offer of goods and services is refused.  Tensions resulting from cultural differences, anti-social behavior of construction workforce, potential prostitution and attraction of ‘economic migrants’ at camp sites. This is discussed further below under Community Health and Safety.  Increased inflation, particularly of food and housing costs.  Accidents to livestock resulting in loss of income/adverse livelihood impact. This is discussed further below under Community Health and Safety.  Local small- and medium-sized enterprises and public-sector organizations ’losing’ key workers to the Project.  Subsistence farmers taking up jobs and land being neglected making it difficult to re-start farming when jobs cease following retrenchment.

749. Notwithstanding the above, the Project is anticipated to result in the following positive impacts: i. Economic benefit resulting from air ticket price reduction, ii. Value-added effects by foreign tourist's spending, iii. Value-added effects to local industries and iv. Increase in the aeronautical and other non-aeronautical revenues.

750. Among them, (ii) and (iii) likely contribute to development and poverty reduction of the PNLIA surrounding area indirectly. Tourism is one of the most important industries that the GoTL has intension to develop after the PNLIA Expansion Project. If the number of foreign tourists increases, tourism business of Timor-Leste can be more active and job opportunity in hotels, restaurants, souvenir shops, and touristic sites increases.

234 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

751. However, to realize this assumption, practical tourism development plan with road map is needed. When the traffic volume of air cargo increases, more products of Timor-Leste will be exported. Among the expected value-added effects, coffee, which is the most important cash crops in the country, and vanilla, candlenuts, cocoa, coconuts, legumes, black pepper and other spices, could be regarded export commodities that offer growth potential. As market price of these primary products always fluctuates, the national export strategy and plan of adding value and processing are needed.

752. No impacts to fishermen have been identified during consultations.

Impact summary and assessment of significance

753. Table 92 provides an assessment of the significance of potential impacts to the local economy and employment before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 92: Potential Impacts to Local Economy and Employment Phase Potential Receptors Impact

Threshold No. of No. Receptorsof Affected Receptorsof Sensitivity Level Concern Public of Legal Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C Increased jobs Local and M H H - MAJ ST INTER MED DEF M Regional communities C Enhanced skills Local and M M M - MOD LT INTER HIGH DEF H Regional communities C Increased sales Local L M M - MOD ST SMALL LOW DEF L for local businesses businesses C Unmet Local L H H - MAJ ST SMALL MED POSS M employment communities expectations C Loss of key Local L M M - MOD ST SMALL LOW POSS L workers to the communities project Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

754. Employment - Targets for local recruitment from the local communities will be agreed with the Contractor and IPMU (C-EEL-01). The Project will seek to manage employment expectations by explaining the number and type of opportunities in advance to local communities via the IPMU Safeguards Specialist. Unskilled labor will be preferentially recruited from the Project affected communities (C-EEL-02). Applications for employment will only be considered if submitted via the official application procedure (C-EEL-03).

755. Recruitment procedures will be transparent, public and non-discriminatory and open with respect to ethnicity, religion, sexuality, disability or gender (C-EEL-04). Clear job descriptions will be provided in advance of recruitment and will explain the skills required for each post (C-EEL-05). Job

235 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment vacancies will be advertised in the local communities through appropriate and accessible media (consistent with employment targets) (C-EEL-06).

756. Procurement of goods and services - Environmental considerations will be included in the Project procurement process (C-EEL-07). A plan will be developed and implemented that will aim to discourage and prevent the workforce from purchasing goods from informal vendors, to discourage vendors from establishing themselves at construction camp fence-lines in the hope of securing additional business (C-EEL-08). Taking into account relevant commercial considerations as appropriate, the Project will seek to purchase goods and services from within Timor-Leste and will monitor such purchases (C-EEL-09).

757. Community relations - A Company policy limiting alcohol consumption in construction camps will be applied (C-EEL-10) by the Contractor. An employee Code of Conduct will be prepared and issued to all recruits and camp residents during the employee induction process (C-EEL-11). The Project will review measures to mitigate community health and safety impacts regularly, and consult community leaders every six months, informing them on the status of implementation and results, and discussing any changes needed to the ‘Pollution Prevention Plan’ or the ‘Community Health, Safety and Security Plan’ in advance of proposed changes (C-EEL-12).

758. The Employee Code of Conduct will prohibit the workforce from participating in illegal activities, including use of illegal drugs, bribery and corruption or requesting or receiving gifts from communities (C-EEL-13).

759. Workforce training will include a briefing on camp rules and awareness of local social issues and sensitivities (C-EEL-14). No unauthorized access to, or use of, camp facilities will be allowed (C- EEL-15).

760. No fishing and unauthorized gathering of products (e.g., firewood) by the workforce will be allowed (C-EEL-16).

761. A range of recreational facilities will be provided within the camps to reduce the need for finding recreation in the local community 762. (C-EEL-17).

Residual Impacts

Table 93: Economy, Employment and Livelihoods Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Unmet Medium Although efforts will be made to manage Not employment employment expectations, it is likely that significant expectations members of the local community who are not selected for job are likely to be disappointed with the selection process. However, the numbers are likely to be relatively small and therefore the impacts are not significant. C Loss of key Low No significant residual impacts are anticipated. Not workers to the significant project

Monitoring

763. No specific monitoring is required other than that outlined in the EMP.

236 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

8.5.2. Gender

Potential Gender Issues

764. Construction work on the project is expected to generate around 200-300 jobs. These will be in traditionally male dominated areas, although there are some areas (e.g., traffic control, driving machinery) that should be opened up to women. Nonetheless there are significant barriers to greater participation by women that need to be addressed including the need for separate accommodation, women-only amenities, requirements for extensive night working and associated impact on families etc.

765. Workplace rights are reasonably addressed in the Labour Code (Decree Law 4/2012) which also encompasses Timor-Leste’s obligations under ILO Conventions 100 and 111. The legislation enshrines non-discrimination in employment on the basis of sex. It also specifies equal access to employment opportunities, and equal employment conditions including remuneration, and employer funded maternity/paternity leave and termination rights.

766. Notwithstanding this, private sector management methods can be expected to focus on cost reduction through gaining efficiencies in labour practices. This tends to impact the lower paid less skilled workers of which women tend to form a greater share. Unless some policy controls are in place, it is possible for the private sector to end up employing fewer women at lower salaries. This emphasizes a need for obligations on the private sector party to demonstrate a workplace management framework that encompasses best practice working conditions that promotes gender equality, supports women’s workplace rights and empowers women at all levels of the organization.

767. The potential for sexual harassment exists within the airport workforce and amongst users of the airport and also associated with construction activity. While there is no overarching law addressing sexual harassment, Decree Law No. 7/2010 defines and criminalizes domestic violence and includes direct reference to sexual harassment (Article 2). The Labour Code (Decree Law 4/2012) also gives an encompassing definition of sexual harassment.

Impact summary and assessment of significance

768. Table 94 Table 92 provides an assessment of the significance of potential gender impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 94: Potential Gender Impacts Phase Potential Receptors Impact No. of Receptorsof No. Affected Receptorsof Sensitivity Publicof Level Concern Magnitude Timeframe Spatial Scale Consequence Probability Significance C/O Lack of PNLIA Staff L M M MOD LT SMA MED DEF M employment opportunities C/O Gender based PNLIA Staff L H M MAJ LT SMA MED POSS M violence

237 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Phase Potential Receptors Impact No. of Receptors Affected No. Affected Receptors of of Receptors Sensitivity Public of Level Concern Magnitude Timeframe Spatial Scale Consequence Probability Significance C/O Working PNLIA Staff l M M MOD LT SMA MED DEF M conditions Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

769. A stand-alone Gender Action Plan will be prepared to govern the principles, requirements and gender inclusions and development, including gender issues in land acquisition and resettlement planning, implementation and monitoring (C-GEN-01). The Gender Action Plan must also consider the operational phase of the Project. Further the plan must include specific requirements for dismissals of staff found guilty of GBV-SEAH and provide a mechanism to report such events to the relevant authorities.

Construction Phase

770. The Project includes the following specific actions to address gender issues:  Provision of employment opportunities for women, especially in the civil works by setting targets for female labor force participation (C-GEN-02).  DB Contractor shall commit to core labor standards (not hiring child labor and equal pay for equal work) (C-GEN-03).  In recognition of the high rates of Gender Based Violence - Sexual Exploitation and Abuse and Sexual Harassment (GBV-SEAH) in Timor-Leste, DB Contractor shall deliver specific training on GBV-SEAH in Timor-Lese to all contracted employees and provide Grievance Redress Mechanism to report GBV-SEAH and other concerns (C-GEN-04).  Training of DB Contractors staff on issues such as HIV/AIDS and trafficking in persons (C-GEN- 05).

Operational Phase

771. Support of improved working conditions for current female PNLIA employees by building separate shower rooms and toilets and ensuring safe working environment (O-GEN-01).

Residual Impacts

Table 95: Gender Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C/O Lack of Moderate Setting targets for the female labour force should Not employment ensure that residual Impacts are not significant, significant opportunities although this also needs to be transferred into the operational phase through the Gender Action Plan.

238 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C/O Gender based Moderate Training of the workforce and development of Low violence the Gender Action Plan should help mitigate Impacts. However, such incidents cannot be completely ruled out through an EIA. Therefore, any such incidents should be followed up with instant dismissal and reporting to the relevant authorities to take legal action. C/O Working Moderate The recommended mitigation measures should Not conditions ensure that there are no residual impacts. significant

Monitoring

772. No specific monitoring is required other than that outlined in the EMP.

8.5.3. Land Acquisition and Compensation

773. This section discusses the issue of land acquisition and compensation and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to cause Land Acquisition and Compensation

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X Within the expanded airport boundary. 2 Construction of revetment X N/A 3 Land reclamation X N/A 4 Runway earthworks and pavement X N/A 5 Taxiway Pavement X N/A 6 Apron Pavement X N/A 7 Drainage construction X N/A 8 Access road construction (north side connection and X Land between the end of the car park) eastern end of the runway and the Comoro river. 9 Construction of Air Traffic Control Tower X N/A 10 Installation of lighting X N/A 11 Operation of construction camp X N/A Operational Phase 12 Air traffic X N/A

Sensitive Receptors and Potential Impacts

774. The expansion of the PNLIA will permanently acquire a total area of 44,852.1 m2 of land of various categories. It comprises 41,584.1 m2 of private land owned by 133 households (819 persons), 259 m2 of land owned by one company (a coffee warehouse), and 3,009.0 m2 of public land (school land). Additionally, 176 main structures including 161 houses, 10 house-cum-shops and 5 shops/warehouses and other secondary structures as well as 14,365 trees of various kinds and 33,532.7 units of crops will be affected.

775. There is a total of 247 affected households (1,431 affected persons) and two (2) companies by land acquisition by the Project in four aldeias in Madohi suco. These affected households include 20 households (118 persons) in Anin fuik, 183 households (1,000 persons) in Beto-Tasi, 4 households (34 persons) in Loromata, and 40 households (279 persons). Among the 247 households, 133

239 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment households (819 persons) are with permanent loss of land and/or structures and/or crops/trees, 91 households (496 persons) will have structures and/or crops/trees affected other than land, and 23 households (116 persons) will have only crops/trees affected other than land and structures. The two affected companies include one coffee warehouse in Loromata and one Dyke company in Beto-Tasi. Apart from the households, one tenant who is renting an affected house for staying will also have to find another place to rent.

776. As a result of land acquisition by the Project, 165 households (1,009 persons) and two companies will be physically displaced and 40 households with 217 persons will lose 10% or more of the total production landholding/income-generating assets of the households. In addition, 111 out of 247 affected households (722 persons) are categorized as vulnerable affected households (VAHs).

777. Impacts during expansion of the Airport, including temporary impacts on land for setting up labor camps and concentrating of construction materials, are to be determined during the next Project phase. In the time up until when the construction contractors for the airport expansion are mobilized, construction methods and solutions can be finalized together with IMWG, IPMU, Construction Supervision Consultant (CSC), and local authorities - and at that time, further impacts during construction and temporary impacts of the airport expansion can-be identified. Any new affected persons that are found from any component of the Project during the construction shall be entitled to the same or upgraded entitlements as those of the affected persons in the LASCP. None of the entitlements provided under the LASCP can be downgraded in the final LASCP after completion of the detailed engineering design of the Project.

Beto-Tasi School

778. A school in Beto-Tasi will be demolished due to its proximity to the expanded airport boundary. A new school will be required for the children in Beto-Tasi.

Impact summary and assessment of significance

779. Table 96 provides an assessment of the significance of potential land acquisition and compensation impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section. Table 96: Potential Impacts Phase Potential Receptors Impact

Threshold No. of Receptors Affected No. Affected Receptors of Receptorsof Sensitivity Public of Level Concern Legal Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C / O Land Acquisition Land owners M M H L HIGH LT Small MED DEF M and users. School

Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

240 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Mitigation and Management Measures

780. Land Use (permanent and temporary) - The key mitigation for land use is implementation of the LASCP (C-LU-01). The LASCP will be updated during the detailed design phase by IPMU (D-LU- 01).

781. LASCP Implementation will start after the endorsement of the final LASCP by the government and approval by ADB. The EA shall plan all activities related to the land acquisition and resettlement to ensure that compensation is paid before taking possession of land and commencement of civil works. Public consultation, monitoring, and grievance redress will be undertaken intermittently throughout the project duration. Construction will be initiated when all compensations and entitlements are fully paid. The completion of LASCP implementation will be documented through the LASCP implementation compliance report submitted by the EA/IPMU and approved by ADB.

782. Regarding the school in Beto-Tasi. A new school must be constructed prior to the demolition of the old school to ensure that schooling is not interrupted (C-LU-02). The school should be constructed at least 100m from the new boundary airport to reduce potential noise impacts (C-LU- 03).

Residual Impacts

Table 97: Land Acquisition and Compensation Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Land Acquisition Medium No significant impacts are anticipated if the Not and Crop and LASCP is implemented correctly. A GRM has significant tree loss been prepared to manage complaints received during this process.

Monitoring

783. No specific monitoring is required other than that outlined in the EMP.

8.5.4. Waste Management

784. This section discusses the impacts of waste management during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to generate waste

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X Within 50m of the new airport boundary 2 Construction of revetment X N/A 3 Land reclamation X Spoil disposal sites 4 Runway earthworks and pavement X Spoil disposal sites 5 Taxiway Pavement X Spoil disposal sites 6 Apron Pavement X Spoil disposal sites 7 Drainage construction X Spoil disposal sites 8 Access road construction (north side connection and X Within 50 m of the access car park) road 9 Construction of Air Traffic Control Tower X Within the airport boundary 10 Installation of lighting X N/A

241 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

# Aspect Yes No Assessment Boundary 11 Operation of construction camp X Within the airport boundary Operational Phase 12 Air traffic X N/A

Key Sensitivities

785. The key sensitive receptors are the residents living close to the airport construction zones and close to spoil disposal sites. Waste and spoil disposal sites could also potentially be sensitive receptors themselves depending upon the types of waste sent there and their locations. Workers handling hazardous wastes are also sensitive receptors.

Potential Impacts

Pre-construction / Construction Phase

786. Excavated Spoil Material – Approximately 110,000m2 of excavated spoil material will need to be removed from the site. A range of impacts could occur if the final spoil disposal location is located in a sensitive location, and poorly engineered. For example, dumping the material on slopes could result in erosion and possibly landslides.

787. Contaminated Soils - The issue of potentially contaminated soils is discussed above under Item 8.3.5.

788. Domestic and Non-hazardous Waste – Waste materials, if not properly managed, could litter the areas surrounding worksites. Domestic and non-hazardous waste from work sites and the construction camp can sent to the Tibar landfill. As noted earlier, the Tibar landfill is poorly managed, but disposal of non-hazardous waste in this location should not result in significant impacts. It is also important to note that this is the only available waste disposal site identified that is practical for use.

789. Hazardous Waste – Some small volumes of hazardous waste will be generated at the work sites, e.g., empty oil cans, oily rags, etc. In addition, some of the properties slated for demolition may have asbestos cement roofing. Poor management of these wastes could result in health impacts to workers, the local community. Typical waste types and volumes are shown in the table below.

Table 98: Hazardous Waste Types and Volumes # Waste Type Estimate Volume 1 Used oil 2,000l 2 Oil Filters 2m3 3 Oily rags 2m3 4 Empty oil cans 2m3 5 Empty paint / solvent cans 2m3 6 Oil / Grease contaminated solids (wood, metal, etc) 5m3

790. It is also noted that Tibar landfill does not appear to have any specific procedures for the management of hazardous waste. This could be a potentially significant project impact given that adults and children are often at the landfill picking waste.

Operational Phase

791. Impacts relating to the operational phase are discussed as part of the Environmental and Social Audit.

242 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Impact summary and assessment of significance

792. Table 99 provides an assessment of the significance of potential waste management impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section. Table 99: Waste Management Potential Impacts Phase Potential Receptors Impact

Threshold No. of Receptorsof No. Affected Receptorsof Sensitivity Publicof Level Concern Legal Exceeding of Risk Magnitude Timeframe Spatial Scale Consequence Probability Significance C Improper Local L M L - MIN MF SMALL LOW POSS L management community and disposal of non hazardous waste C Improper Local L H L - MOD MF SMALL LOW DEF M management community / and disposal of agricultural hazardous waste land C Excavated spoil Environment L M L - MOD ST INTER MED DEF M material and community around the proposed disposal site Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

793. Management Planning – The DB Contractor will, as part of his Specific Environmental Management Plan (SEMP), prepare and implement a Waste Management Plan (C-SEMP-03). The Plan will include measures to limit impacts of waste during the construction phase of the Project. The DB Contractor will also be responsible for the completion of his Spoil Disposal Plan (C-SEMP- 04). The Waste Management Plan shall include the following items listed below and a Framework Spoil Disposal Plan is provided by Appendix J. General Measures  To ensure waste management is adequately controlled during the construction phase of the Project, the Contractor will be responsible for ensuring that the waste hierarchy is followed including prevention, minimization, reuse and recycling (C-WA-01).  The impact of waste generation on environment during construction will be mitigated by proper storage, maximum reuse and recycling of waste and timely removal of unusable waste to agreed location according to national waste management regulations (C-WA-02).  The Contractor has an obligation to provide regular training of staff in waste management issues (C-WA-03). Recycling  All recyclable waste (plastic, metal, paper, etc.) will be sorted on source and sent for recycling where facilities for recycling of these materials exist (C-WA-04). Liquid Waste

243 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

 Provide septic tanks for the camp sites servicing less than 150 employees (C-WA-05). State authorized company to remove the liquid waste regularly for treatment at Dili wastewater treatment plant. For larger sites, provide multiple septic tank facilities, or package wastewater treatment plants (C-WA-06). Domestic and Inert Waste  Collect domestic waste in containers fitted with lids to avoid attraction of scavengers, scattering around. The lid will also protect waste from rain (C-WA-07).  Remove domestic waste to the nearest landfill (Tibar) under agreement with state authorized waste management companies (C-WA-08).  Provide garbage bins and facilities within the project site for temporary storage of domestic solid waste and construction waste (C-WA-09).  Waste storage containers will be covered, tip-proof, weatherproof and scavenger proof (C-WA- 10).  Ensure that wastes are not haphazardly dumped within the project site and adjacent areas (C- WA-11).  Routine inspections of the coastline to collect any waste materials blown there from the worksite (C-WA-12). Hazardous Waste 794. At worksites and camps where, hazardous waste is generated the Contractor will ensure compliance with the following safety measures:  Use containers suitable for each type of waste (C-WA-13);  Prohibit use of damaged containers. Check integrity of containers – regularly (C-WA-14);  Mark containers adequately specifying the waste types (C-WA-15);  Provide secondary containment for hazardous waste liquids (C-WA-16);  Do not mix various waste streams (C-WA-17).

795. Disposal of hazardous waste in Tibar landfill may create more impacts than it solves. The volumes of hazardous waste generated during the construction phase may total around 10-15 tons. It is therefore required that the hazardous wastes generated are stored at the airport in a dedicated hazardous waste storage area throughout the construction phase (C-WA-18). The storage area should be covered, concrete lined, bunded and comprise specific storage areas for asbestos, hazardous liquid waste and contaminated materials (C-WA-19). A record of all waste arriving at the storage area shall be kept (C-WA-20). Materials shall be stored at this location until suitable, non-polluting, waste disposal options are identified in country.

Spoil material

796. At this early stage of the Project no area has been identified for the spoil material. The Contractor will be responsible for preparing a spoil disposal plan for the disposal of excavated spoil (C-SEMP-04). The plan shall be reviewed and approved by the IPMU, ADB and CSC before any works commence in the selected area. All relevant national approvals from the use of the site must also be obtained. The plan will indicate:  The location of disposal area (layout, coordinates etc.).  Agreement with the landowner.  Category of the land.  Distance from the surface water source.  Prepare a route Risk Assessment (Providing information on route of spoil transportation and means of transport (including routes avoiding, where possible, sensitive receptors)).  Schedule of the timing of material transport.  Any necessary improvements to local roads to cater for the increased level and types of trucks using the roads.  The measures for stripping and storing of topsoil.  The scheme of dumping.

244 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

 The maximum height of disposed soil and anti-erosion measures.  Describe re-cultivation of disposal area.  Provide coordinates of the spoil area.  Provide profile drawings of the spoil area.  Provide time stamped photographs of the pre-disposal site conditions.

797. A framework spoil disposal plan is provided as Appendix J.

798. All spoil sites will be reinstated as per the spoil disposal plan and to the satisfaction of the CSC (C-WA-23).

Residual Impacts

Table 100: Waste Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Improper Low None identified. Not management and significant disposal of non- hazardous waste C Improper Moderate Storage and disposal of hazardous waste at an Not management and appropriately licensed waste facility will ensure significant disposal of that there are no significant residual impacts hazardous waste C Disposal of spoil Moderate Development and implementation of a spoil Low material disposal plan will help reduce the significance of impacts so that any remaining residual impacts are of low significance.

Monitoring

799. None, other than that outlined in the EMP.

8.5.5. Noise and Vibration

800. This section discusses the impacts of noise and vibration during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to generate noise and vibration

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X Construction Phase – 500m from airport boundary 2 Construction of revetment X 1km from coastline 3 Land reclamation X Properties adjacent to access roads 4 Runway earthworks and pavement X Construction Phase – 500m from airport boundary 5 Taxiway Pavement X Construction Phase – 500m from airport boundary 6 Apron Pavement X Construction Phase – 500m from airport boundary 7 Drainage construction X Construction Phase – 500m from airport boundary

245 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

# Aspect Yes No Assessment Boundary 8 Access road construction (north side connection and X Construction Phase – 500m car park) from road. 9 Construction of Air Traffic Control Tower X Construction Phase – 500m from airport boundary 10 Installation of lighting X N/A 11 Operation of construction camp X Construction Phase – 500m from airport boundary Operational Phase 12 Air traffic X 7km radius around the airport

Sensitive Receptors

801. Sensitive receptors are the local population living within the vicinity of the assessment boundary. Aquatic fish and mammals are sensitive to underwater noise.

Potential Impacts

Pre-construction / Construction Phase

802. A number of factors are likely to affect the acceptability of noise arising from construction sites and the degree of control necessary. These are described as follows.  Site location. The location of a site in relation to sensitive receptors will be a major factor. The nearer a site is to sensitive receptors, the more control that might be required upon noise emanating from the site.  Existing ambient noise levels. Experience of complaints associated with industrial noise sources indicates that the likelihood of complaint increases as the difference between the industrial noise and the existing background noise increases.  Duration of site operations. In general, the longer the duration of activities on a site, the more likely it is that noise from the site will prove to be an issue, assuming sensitive receptors are likely to be significantly affected. In this context, good public relations and communication are important. Local residents might be willing to accept higher levels of noise if they know that such levels will only last for a short time. It is then important that construction activities are carried out in accordance with the stated schedule and that the community is informed of their likely durations.  Hours of work. For any sensitive receptor, some periods of the day will be more sensitive than others. For example, levels of noise that would cause speech interference in an office during the day would cause no problem in the same office at night. For dwellings, times of site activity outside normal weekday and Saturday morning working hours will need special consideration. Noise control targets for the evening period in such cases will need to be stricter than those for the daytime.  Attitude to the site operator. It is well established that people’s attitudes to noise can be influenced by their attitudes to the source or activity itself. Noise from a site will tend to be accepted more readily by local residents, if they consider that the contractor is taking all possible measures to avoid unnecessary noise. The attitude to the contractor can also be improved through good community liaison and information distribution and the provision of a helpline to respond to queries or complaints. The acceptability of the project itself can also be a factor in determining community reaction.

Estimated Construction Noise Levels

803. The following equipment will be used for onshore construction works:

Table 101: Construction Machinery Type of Work Name of Machinery Function Land cleaning, leveling Excavator Excavating soil

246 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Type of Work Name of Machinery Function Bulldozer Land leveling Retaining wall, Culvert, Drainage Excavator Excavating soil construction Crane Construction materials lifting Runway, Taxiway, Apron Compacting Roller Compacting soil, gravel, concrete, or asphalt pavement Asphalt finisher Laying the asphalt flat Terminal building, Carparking, Crane Construction materials lifting other facility construction Compacting Roller Compacting soil, gravel, concrete, or asphalt Concrete pump Concrete placing

804. Although there are many construction-works, the type of the construction machinery is limited. For the quantitative analysis of impact from construction work, forecasting model would be applicable. The Ministry of Land, Infrastructure, Transport and Tourism Japan developed forecasting model of construction noise with outsourcing to Japan Acoustical Society of Japan, namely Construction Noise Model 2007 (CN-Model 2007). According to the CN-Model, the sound power level of the construction machinery which will be used for the project is shown below.

Table 102: Sound Power Level of construction machinery Type of Work Name of Machinery Sound Power Level (dB) Land cleaning, leveling Excavator 101 Bulldozer 103 Retaining wall, Culvert, Drainage construction Excavator 101 Crane 108 Runway, Taxiway, Apron pavement Compacting Roller 104

Terminal building, Carparking, other facility Crane 108 construction Compacting Roller 104 Concrete mixer machine 108

805. The forecast noise level from construction machinery is shown in following table. The Shaded cell in the table means excessive noise level than the guideline value of IFC.

Table 103: Future noise level during construction Working Type of Name of hours Distance from the sound source Work Machinery per day (hr.) 10m 20m 50m 100m 150m 200m Land Excavator 8 70.3 64.2 56.3 50.3 46.7 44.2 cleaning, levelling Bulldozer 8 72.3 66.2 58.3 52.3 48.7 46.2

Retaining wall, Culvert, Excavator 8 70.3 64.2 56.3 50.3 46.7 44.2 Drainage construction Crane 8 77.3 71.2 63.3 57.3 53.7 51.2 Runway, Taxiway, Compacting 8 73.3 67.2 59.3 53.3 49.7 47.2 Apron Roller pavement Terminal Crane 8 77.3 71.2 63.3 57.3 53.7 51.2 building, Compacting Carparking, 8 73.3 67.2 59.3 53.3 49.7 47.2 Roller

247 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Working Type of Name of hours Distance from the sound source Work Machinery per day (hr.) 10m 20m 50m 100m 150m 200m other facility Concrete construction mixer 8 77.3 71.2 63.3 57.3 53.7 51.2 machine

806. Baseline noise monitoring prepared for this EIA in two locations has indicated that ambient noise levels around the airport are already above IFC Guideline limits for both daytime and nightime noise. At location AN1 daytime ambient noise levels were 62 dBA and nightime ambient levels were 56.3. IFC guidelines for noise state that noise impacts should not result in a increase in background levels of maximum of 3 dB. Therefore, daytime noise levels of 65dBA and 59.3 dBA would be within IFC guideline limits.

807. The nightime limits are the most stringent and focusing on these limits only those activities highlighted in red cells in the table above would exceed the IFC limits. Nearly all works, with the exception of land clearing, will be undertaken more than 50m from the boundary of the airport, thereby ensuring that no significant levels of construction noise are generated beyond the boundary of the airport.

Construction Vibration

808. All activities inducing high levels of vibration, e.g., ATCT foundation piling, will be undertaken more than 50m from any sensitive receptor. No significant vibration impacts to structures are anticipated at this distance, or generally within 5m (Marr, 2015). 75

Construction Traffic Noise

809. The road traffic noise prediction model of Acoustical Society of Japan (ASJ RTN-Model) shows that Leq of the traffic(vehicle) is based on the car size, traffic volume and road condition. For the calculation of Leq on road traffic is calculated by following diagram.

Figure 125: Estimated Flow diagram of the ASJ RTN-Model

810. According to the construction plan, the number of construction vehicles will reach its maximum 12 months after the start of construction. Following table shows the number of daily trips of construction vehicle at maximum month. Those trips for construction will be generated during daytime (7am to 22pm).

75 https://www.geocomp.com/files/articles/Dealing-with-the-Vibration-Noise-of-Pile-Driving.pdf

248 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Table 104: Estimated trips of the construction vehicles at peak month Small size Large size vehicle (Truck, Trailer truck) Total passenger car

1,206 (trip) 132 (trip) 1,338 (trip)

811. The construction vehicles will carry the construction materials, machineries and construction works every working day during daytime. Those vehicles will use airport road form the airport to the crossing of Presidente Nicolau Lobato avenue. After roundabout of the avenue, construction vehicles will split into two directions. (East and West) The rate of the trip direction is considered fifty percent for east and fifty percent for west direction.

Figure 126: Estimated route for construction vehicles

812. The forecast road noise level at the peak month of construction is shown in table below. The future noise level at the peak month does not exceed the ambient noise levels by more than 3dB. As such no significant noise impacts from construction vehicles are anticipated during the daytime period.

Table 105: Future road noise level during at peak month of construction

Current traffic volume Construction vehicle (Daytime 7am - 22pm) (Daytime 7am - 22pm) Noise Current Road Noise level Noise level at Location increment level peak month Large Small Motor Large Small Motor ΔL (Leq) (Leq) size size bike size size bike

TN1 4,128 9,072 17,856 604 66 0 0.2 70.6dB 70.8dB

TN2 8,551 7,953 22,412 604 66 0 0.1 71.0dB 71.1dB

Construction Traffic Vibration

249 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

813. The primary impact of road-traffic vibration is perception or ‘feeling’ vibration, which might cause concern or disturbance. Road-traffic vibration seldom reaches levels that could cause damage to buildings or structures.

814. The Public Works Research Institute (PWRI) of Japan has developed a traffic vibration model. That model estimates traffic vibration around roads based on the traffic volume and characteristics of ground and road structure. For the traffic noise estimation, the following parameters are set as a condition of the model.

Table 106: Conditions for the traffic vibration model Item Parameter Mean speed of the traffic 40km/hr Dominant frequency of ground 20Hz Soil type Sandy soil

815. The forecasted traffic vibration level at the peak month of construction is shown in table below. The future vibration level at the peak month will be below the standard value of Japan on each point. The increment of vibration level is small. Therefore, the impact to the vibration environment is considered as not significant.

Table 107: Future road vibration level during at peak month of construction Current traffic Construction vehicle volume Vibration (Daytime 7am - vibration Current Standard (Daytime 7am - level at 22pm) level Vibration value of Location 22pm) peak traffic increment level month vibration Large Small Motor Large Small Motor ΔL (Leq) (Leq) in Japan size size bike size size bike

TN1 4,128 9,072 17,856 604 66 0 0.5 50.3dB 50.8dB 65dB TN2 8,551 7,953 22,412 604 66 0 0.2 51.2dB 51.4dB 65dB

Underwater Noise

816. Underwater sounds are classified according to whether they are continuous or impulsive in character.  Continuous sounds occur without pauses and are typically produced by the ambient environment, ships, or rotating machinery such as pumps.  Impulsive sounds are of short duration and occur singly, irregularly, or as part of a repeating pattern. An explosion represents a single impulsive event whereas the periodic impacts from a piling rig or a geophysical survey result in a patterned impulsive sequence. Pulses typically sound like clicks or bangs and may include a broad range of frequencies.

817. Construction of the revetment requires a ruble mound wall to be constructed from the coastline. The rubble (100-200kg stones) will be pushed by bulldozer out into the sea from the shore. This will be the main source of underwater noise as the bulldozers push the stones out to the sea and the rocks tumble and grind against each other. Armor stones will also be added to the outer wall of the rubble mound, along with tetrapods. However, these stones and tetrapods will be lifted and placed into their position by crane. Generally, noise from one rock placement event has a slow signal rise time and then reaches its peak level, then followed by a slow drop in levels. Placement activities can be regarded as a sporadic occurrence.

250 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

818. Little data is available regarding the potential noise levels from this type of activity. However, Wyatt (2008) indicates that rock placement results in noise levels below ambient levels (at a depth of 60-70m). Further, an underwater noise assessment conducted for the Port of Gladstone Gatcombe and Golding Cutting Channel Duplication Project (Aurecon, 2019) indicated that rockfill/dumping would not result in any mortality or recoverable injury to marine mammals and that there would be no impacts to sea turtles, dugongs or fish species. The only identified impacts would potentially be behavioral changes to marine mammals up to a distance of 4,000m. The report concluded that activities such as rock dumping are unlikely to result in significant adverse underwater noise impacts to assessed marine fauna species, due to their relatively low noise emissions and non-impulsive characteristics. Given the above, it is likely that Project works are unlikely to have significant underwater noise impacts. Further, there are believed to be only three dugong regularly occurring in the Project area, and the noise impact on this species is not expected to be significant.

Operational Phase

819. During airport operation, the noise from landing and taking off is major impact for the receptors around airport. There have been studies that have investigated the effects of transportation noise on health. It was proved that insomnia, which can originate from the effects of noise at night coming from aircraft, has a negative effect on quality of life. It is linked to less work performance, memory and concentration problems, depression, obesity, cardiovascular disease, hypertension and to the increase of occupational accidents. 76 It was also found that aircraft noise during sleep results in increased probability of motility during these and events and increases the number of awakenings. 77 Further evidence was found in a study near Heathrow Airport. 78 These results suggest that high levels of aircraft noise are associated with an increased risk of stroke, coronary heart disease, and cardiovascular disease.

Noise Modelling

820. The Federal Aviation Authority (FAA) of United States developed aircraft noise model so- called AEDT. The following noise impact is forecasted with using this noise model.

821. For the forecasting, the operation ratio of runway is required. PNLIA has two runway directions which are RW08 and RW26.

76 Health Council of the Netherlands. (2004). The Influence of Night-time Noise on Sleep and Health.

77 Passchier - Vermeer, W., Vos, H., Steenbekkers, J., van der Ploeg, F., & Groothuis-Oudshoorn, K. (2002). Sleep disturbance and aircraft noise exposure Exposure-effect relationships. Leiden.

78 Hansell Anna L, Blangiardo Marta, Fortunato Lea, Floud Sarah, de Hoogh Kees, Fecht Daniela et al. Aircraft noise and cardiovascular disease near Heathrow airport in London: small area study BMJ 2013; 347 :f5432

251 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 127: Runway Direction

822. According to the operation record in 2017 and 2018, the runway operation ratio of RWY08 was 47 percent and RWY 26 was 53%. Thus, the runway ratio of each direction is set as 50 percent respectively on modeling.

823. The number of taking off and landing is estimated. On noise modeling, daily taking off and landing number which calculated from annual number is applied. Following table shows the number of taking off and landing for present (before pandemic) and the number of takeoff and landing at the final year of each Stage. The time zone of aircraft operation is planned as daytime operation (7am to 22pm) based on the flights volume in future.

Table 108: Number of takeoffs and landings per day Domestic International Code of aircraft year Code B Code C Code C Code E Total Representative aircraft type DHC-6 Embraer 170 A320 B777-200 2019 Number of current flights 10.6 0.0 7.8 0.0 18.4 2025 Stage 1 8.9 2.4 5.1 0.6 17.1 2029 Stage 1(Before Stage2) 10.7 3.0 6.0 1.0 20.6 2039 Stage2(Before Stage3) 16.6 4.9 8.5 2.2 32.2 2055 Masterplan 32.5 10.0 13.8 6.4 62.7

824. On this noise modeling study, Day-night average noise level (Ldn) is applied as the metric of the aircraft noise. The Federal Aviation Administration (FAA) recommend that a maximum day-night average sound level of higher than 65 dB is incompatible with residential communities.

825. Figure 128 and Figure 129 shows result of modeling at present aircraft noise. (Before pandemic). The area above the standard value (65dB) is limited to the airport and its adjoined area.

826. Figure 130 and Figure 131 shows result of modeling at stage1 (2025). The area above the standard value (65dB) is limited to the airport and its adjoined area because the number of flights is

252 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment almost same as present condition. The area of impact above 65 dBA is within the area proposed for expropriation by the Project (see Figure 132).

827. Noise was also modelled at the end of Phase 1 (assumed 2029). The noise levels are almost same as the noise contour of year 2025 because air traffic has increased only slightly. The area above the standard value (65dB) is also limited to the airport area and its adjoined zone (see Figure 133 and Figure 134).

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Figure 128: Aircraft Noise contour (Present Ldn)

254 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 129: Aircraft Noise contour zooming up (Present Ldn)

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Figure 130: Aircraft Noise contour (Stage1 2025, Ldn)

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Figure 131: Aircraft Noise contour (Stage1 2025, Ldn)

257 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 132: Noise Affected Areas Overlaid on New Airport Boundary (2 Stage 1)

258 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Figure 133: Aircraft Noise contour (Stage1 2029, Ldn)

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Figure 134: Aircraft Noise contour (Stage1 2029, Ldn)

260 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Impact summary and assessment of significance

828. Table 109 provides an assessment of the significance of potential noise and vibration impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 109: Noise and Vibration Potential Impacts Phase Potential Receptors Impact No. No. of AffectedReceptors ofSensitivity Receptors of PublicLevel Concern ofRisk Exceeding Threshold Legal Magnitude Timeframe ScaleSpatial Consequence Probability Significance C General Local M M M H MOD ST SMA MED POSS L Construction community Noise O Aircraft Noise Local M M H L MOD M/F SMA MED DEF L Community Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Pre-construction / Construction Phase

Underwater Noise

829. Place rubble material into the seabed using a crane with a claw rather than pushing the rubble into the seabed thereby avoiding the noise generated by rocks grinding against each other. This also has the added benefit of limiting sediment plumes (as described above under Section 8.3.3 Coastal Water Coastal Water impacts) (C-NV-01).

830. Minimize marine construction activities in the peak cetacean migration season, by starting marine construction activities in February and finishing in/before August the next year (C-BIO-01).

General Construction Noise

831. Construction of non-essential runway components will be scheduled for the daytime periods only. (C-NV-03).

832. Based BS-5228, a number of measures shall be applied to construction equipment to reduce noise levels as shown in the table below (C-NV-04).

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Table 110: Noise Reduction Remedies Potential A-weighted Equipment Remedy sound reduction dB

Bulldozer (24t)

Dump truck (23t) Fit more efficient exhaust sound reduction equipment 5-10 Backhoe (9t) Manufacturers’ enclosure panels need to be kept closed

Crane (110t)

Concrete Mixer Do not hammer the drum

Erect acoustic screen between compressor or generator and noise sensitive area. When possible, line of sight Generator (diesel) Up to ten between top of machine and reception point needs to be obscured.

833. The following additional general measures to manage noise levels are required.  Equipment and vehicles will be regularly maintained in accordance with the manufacturer's recommendations to help minimize noise emissions (C-NV-05).  Driver training will include advice on behaviors to reduce the potential for disturbance, including use of horn, loud radios with windows open, switching engines off when not in use, strictly observing speed limits and not accelerating or braking aggressively (C-NV-06).  Project induction training will include instructions about minimizing noise disturbance (C-NV-07).  Local residents will be forewarned of planned activities that are considered by the Project to be noisy (C-NV-08).  The construction camp, or any ancillary facility shall not be located within 100 meters of residential or other sensitive receptors (C-NV-09).

834. If complaints are received from the local community regarding construction noise and instrumental monitoring identifies the complaints as valid temporary noise barriers will be constructed around the construction zone, or at the border with the affected receptors (depending upon the most suitable option) to reduce noise level. The barrier will remain in place through the entire construction period in the specific impact zone (C-NV-10)

Vibration

835. Regarding vibration along haul routes, the Contractor will ensure that all haul routes avoid residential areas as far as possible (C-NV-11).

Operational Phase

Aircraft Noise

836. Noise modeling indicates that the noise levels at the start of the operational period of the Project will not have significant impacts on the local community. It is however noted that noise levels are close to the FAA limits at the eastern end of the runway close to residential areas. The number of flights per day is anticipated to double by 2039, which as a rule of thumb would lead to a 3dB increase in noise levels which would put these residential areas above the FAA limits. It is therefore recommended that a program of real time noise monitoring is established by the airport operator to analyses noise levels over the first ten years of operation and determine if any additional noise mitigation measures are warranted.

262 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

837. As a precautionary measure, a number of international best practice measures are proposed to ensure that aircraft noise levels remain within the FAA limits at the start of operation and into the future. These measures are based on practical experience at Frankfurt and Vienna airports.  Runway system – where safety and weather conditions allow, follow an easterly approach for landings to avoid residential areas (O-NV-01).  Ground Noise - Noise emitted on the ground is an important source of noise for those who live in the vicinity of an airport, for passengers and airport workers. The following techniques are proposed: a. Use of electrically driven aircraft tractors instead of moving on ground with main engines (O-NV-02). b. Noise-reducing screening wall used in test-run facilities (O-NV-03). c. Use Stationary units instead of auxiliary power units (APUs) (O-NV-04).  Flying higher - Flying higher allows to reduce noise at the ground. Techniques include: a. Improving departures procedures (limiting speed at certain point) (O-NV-05). b. Using of “Continuous Climb Operations” and “Continuous Descend Operations” c. Descend angle up to 3.2 degrees (O-NV-06). d. Steeper approach procedures (under development): Aircraft would be able to descend at 4.49° until 600 meters of altitude. (optional mitigation) e. Point Merge Procedure (under development): Arrivals are put into funnel-type structures keeps aircraft at high altitudes until they are cleared to land with a Continuous Descend Operations technique (optional mitigation).  Noise respite model – No flights between 22:00 to 06.00 (O-NV-07).  Noise Monitoring Stations - Continuously monitor aircraft noise levels during LTO and provide results on airport operator website against FAA standards (O-NV-08).

838. All of these operational items should be included within an Airport Noise Management Plan which would form part of an overarching Airport ESMS for the operational phase of the Project. Residual Impacts

Table 111: Residual Noise and Vibration Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C General Low Implementation of the mitigation measures Not Construction outlined herewith should ensure that there are significant Noise no significant residual impacts. C Underwater Noise Low The mitigation measures proposed should Not ensure that there are no significant underwater significant noise impacts. Noise modeling should be (at this stage undertaken to confirm this. of analysis) O Aircraft Noise Low The proposed operational phase noise Not mitigation measures should ensure that there significant are no significant noise impacts during the initial periods of the Project. Further, best practice measures have also been included in this EIA to reduce noise levels. Noise monitoring should be undertaken continuously during operational period to ensure noise levels stay within the FAA limits and allow for any noise mitigation measures to be implemented in the future.

Monitoring

839. The table below provides the monitoring requirements for noise.

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Table 112: Noise - Monitoring Requirements Monitoring Parameters Frequency Location Responsibility Costs Construction Construction Laeq Weekly TN1, TN2, Beto-Tasi, CSC 52,000 USD and any areas where complaints are received from locals. Operation Aircraft Noise Ldn Daily At the same locations Airport 100,000 USD used for the baseline Operator for monitoring assessment. stations.

8.5.6. Physical Cultural Heritage

840. This section discusses the impacts upon physical cultural heritage (PCR) during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to generate impacts to PCR

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X N/A 2 Construction of revetment X N/A 3 Land reclamation X N/A 4 Runway earthworks and pavement X 5 Taxiway Pavement X 6 Apron Pavement X 7 Drainage construction X 8 Access road construction (north side connection and X car park) 9 Construction of Air Traffic Control Tower X 10 Installation of lighting X 11 Operation of construction camp X Operational Phase 12 Air traffic X N/A

Sensitive Receptors

841. No PCR has been identified within the boundary of the Project site. Two cemeteries are located close to the airport boundary, as well as a sacred Banyan Tree. Several other cultural and historical sites are located around Dili, but not within 1km of the airport itself.

Potential Impacts

842. No significant impacts to the cemeteries are anticipated. The sacred Banyan tree could potentially be damaged by construction vehicles during the demolition of properties around the airport, although this is probably unlikely.

Impact summary and assessment of significance

843. Table 113 provides an assessment of the significance of potential impacts to PCR before implementation of the proposed mitigation measures that are discussed in the rest of this section.

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Table 113: PCR Potential Impacts Phase Potential Receptors Impact No. of Receptors Affected Receptorsof No. Affected Receptorsof Sensitivity Public of Level Concern Legal Threshold Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C Construction Sacred Banyan L H H - MAJ ST SMALL MOD UN L impacts Tree Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

844. The sacred Banyan tree will be demarcated with an appropriate sign throughout construction (C-PCR-01). Workers in this area will be informed of the status of the tree prior to starting work in this area (C-PCR-02).

Residual Impacts

Table 114: Residual PCR Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Impact to Banyan Low Demarcating the site and providing Not significant Tree information to workers in the area of the tree should eliminate potential impacts to the tree.

Monitoring

845. Periodic inspections of the tree will be undertaken by the DB Contractor to assess for potential damage.

8.5.7. Roads and Access and Community Infrastructure

846. This section discusses the impacts of the Project on roads, access and community infrastructure during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to cause impacts to Roads and Access

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X 50 m from demolition zone 2 Construction of revetment X N/A 3 Land reclamation X N/A 4 Runway earthworks and pavement X N/A 5 Taxiway Pavement X N/A 6 Apron Pavement X N/A 7 Drainage construction X N/A

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# Aspect Yes No Assessment Boundary 8 Access road construction (north side connection and X Access road area car park) 9 Construction of Air Traffic Control Tower X N/A 10 Installation of lighting X N/A 11 Operation of construction camp X Operational Phase 12 Air traffic X N/A

Key Sensitivities

 Road users  Communities north of the runway  Local roads

Potential Impacts

Pre-construction / Construction Phase

847. The main potential impacts during construction are as follows:  Wear/degradation of road surface - by using haul routes for access to the site from borrow pits and batching plants, construction vehicles will cause wear of the surface.  Traffic congestion around the entrance to construction site.  Reduced access while the new access road at the end of the eastern runway is constructed.  Damage to existing utilities.

Operational Phase

848. No significant impacts are envisaged during the operational phase. Traffic levels around the airport will increase as noted in the section on Air Quality impacts above, but these levels are not anticipated to result in significant traffic congestion around the airport.

Impact summary and assessment of significance

849. Table 115 provides an assessment of the significance of potential impacts to access, roads and community infrastructure before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 115: Potential Impacts to Access, Roads and Community Infrastructure Phase Potential Receptors Impact

Threshold No. of Receptorsof No. Affected Receptorsof Sensitivity Publicof Level Concern Legal Exceeding of Risk Magnitude Timeframe Spatial Scale Consequence Probability Significance C Wear / Local Road M M L - MOD ST INTER MED POSS M degradation of Users road surface C Road congestion Local Road M M L - MOD L/F SMALL LOW POSS L Users

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Phase Potential Receptors Impact

Threshold No. of Receptors Affected No. Affected Receptors of of Receptors Sensitivity Public of Level Concern Legal Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C/O Reduced Access Communities M M H - MAJ LT SMALL MED UN L north of the runway C Damage to Local M M M - MOD ST SMALL LOW UN L existing utilities communities Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Pre-Construction / Construction Phase

850. The Contractor will be responsible for preparing and implementing his Traffic Management Plan (TMP) which will be approved by both the CSC and the relevant regulatory authority in Timor- Leste for the control of traffic (C-SEMP-06).

851. The volume of construction traffic is considered to be intensive truck traffic and will need to be managed both in terms of surface damage. A Road Condition Survey of all roads included in the Contractors TMP will be conducted by the CSC prior to construction in order to gauge any damage to the road as a result of the intensive heavy traffic during the construction phase. Before completion of the Project the CSC will repeat the survey to determine which, if any roads need to be repaired by the Contractor (C-IU-01).

852. The Contractor will provide adequate traffic signs, appropriate lighting, well-designed traffic safety signs, barriers and flag persons for traffic control especially at the entrance to the work site (C- IU-02).

853. Regarding the access road to the communities north of the runway, the access road will be constructed before the existing access road is closed for use by traffic, e.g., before the start of construction works in the airport (C-IU-03).

854. Any damage to existing utilities will be repaired immediately by the DB Contractor (in association with the Utility) (C-IU-04). Local community will be informed 24 hours in advance of any temporary disruptions to utilities (more than 1 hour in duration) (C-IU-05).

Residual Impacts

Table 116: Utilities and Infrastructure Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Wear / Low None anticipated. Not degradation of significant road surface C Road congestion / Low Not delays significant

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Monitoring

855. None required other than that specified in the EMP.

8.5.8. Workers’ Rights and Occupational Health and Safety

856. This section discusses the impacts of the Project on workers’ rights and occupational health and safety during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to cause OHS issues

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X Within airport boundary. 2 Construction of revetment X N/A 3 Land reclamation X N/A 4 Runway earthworks and pavement X Within airport boundary. 5 Taxiway Pavement X 6 Apron Pavement X 7 Drainage construction X 8 Access road construction (north side connection and X car park) 9 Construction of Air Traffic Control Tower X 10 Installation of lighting X N/A 11 Operation of construction camp X N/A 12 Asphalt and Concrete batching and Borrow Pits X Within plant sites Operational Phase 12 Air traffic X N/A

Potential Impacts

Construction Phase

857. The Project is expected create at least 200 direct employment opportunities during the peak of the construction period of 24 months. The majority of workers will be engaged by the Contractor and will consist of an unskilled, semi-skilled to skilled workforce.

858. The expected impacts on worker rights and H&S as a result of construction, activities are as follows:  Risk to workers H&S due to hazardous construction activities; and  Violation of workers’ rights.

859. Construction activities will involve the operation of heavy equipment and trucks, working at height, construction traffic, use of electric devices, handling of hazardous materials (including potentially asbestos) and other hazardous activities. Due to the nature of the activities being undertaken during construction, worker H&S is a key risk with the potential for accidents that may result in injuries and fatalities as well as lost man-hours. Works will also be undertaken in the sea and this also presents a risk of workers drowning.

860. COVID-19 - COVID-19 spreads from person to person mainly through the respiratory route after an infected person coughs, sneezes, sings, talks or breathes. A new infection occurs when virus- containing particles exhaled by an infected person, either respiratory droplets or aerosols, get into the mouth, nose, or eyes of other people who are in close contact with the infected person. The closer

268 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment people interact, and the longer they interact, the more likely they are to transmit COVID-19. To date there have only been 196 confirmed cases of COVID-19 registered in Timor-Leste and no deaths. 79

Operational Phase

861. Operational OHS issues are discussed as part of Section 7 - Environmental and Social Audit.

Impact summary and assessment of significance

862. Table 117 provides an assessment of the significance of potential OHS impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 117: Potential Workers Rights and OHS Impacts Phase Potential Receptors Impact

Threshold No. of Receptorsof No. Affected Receptorsof Sensitivity Publicof Level Concern Legal Exceeding of Risk Magnitude Timeframe Spatial Scale Consequence Probability Significance C Accidents Contractors M M L M MOD ST SMALL MED POSS M involving workers staff / sub- contractors C Workers’ rights Contractors M L L L MIN ST SMALL LOW POSS L ignored. staff / sub- contractors

Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Pre-construction / Construction Phase

863. Occupational Health and Safety - An Occupational Health and Safety (OHS) Plan will be prepared by the Contractor to manage worker safety (C-SEMP-06). The OHS Plan will include a specific section relating to Emergency Response Procedures. The Contractor shall ensure that the OHS plan is strictly implemented through his Health and Safety Officer.

864. In addition, the Contractor will provide a series of safety training courses and meetings as follows:  Initial Safety Induction Course: All workmen will be required to attend a safety induction course before they are allowed access to the work site (C-OHS-01).  Periodic Safety Training Courses: Periodic safety course will be conducted not less than once every two months (C-OHS-02). All Contractor (and any sub-contractor) employees will be required to participate in relevant training courses appropriate to the nature, scale and duration of the works. Training courses for all workmen on the Site and at all levels of supervision and management. A list of training participants names and time-stamped photographic evidence of the training will be provided by the Contractor to the CSC for his records.

79 https://covid19.gov.tl/dashboard/

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 Safety Meetings: Regular safety meetings will be conducted on a monthly basis (C-OHS-03). The CSC will be notified of all safety meetings in advance. The CSC may attend in person or by representative at his discretion. The minutes of all safety meetings will be taken and sent to the CSC within seven (7) days of the meeting and will include a list of participants names and time-stamped photographic evidence of the training.

865. The Contractor will regularly inspect, test and maintain all safety equipment (including firefighting equipment), scaffolds, guardrails, working platforms, hoists, ladders and other means of access, lifting, lighting, signing and guarding equipment (C-OHS-04). Lights and signs will be kept clear of obstructions and legible to read (C-OHS-05). Equipment, which is damaged, dirty, incorrectly positioned or not in working order, will be repaired or replaced immediately by the DB Contractor (C-OHS-06).

866. Workers will be provided (before they commence works) with of appropriate PPE suitable for electrical work such as safety boots, harnesses, helmets, gloves, protective clothes, goggles, and ear protection at no cost to the workers (C-OHS-07). Specific PPE will be provided to staff working in the sea, including life vests (C-OHS-08).

867. In addition to the above, the following general OHS measures shall be implemented by the Contractor:  All construction plant and equipment used on or around the Site will be fitted with appropriate safety devices (C-OHS-09). These will include but not be limited to: o Effective safety catches for crane hooks and other lifting devices, and o Functioning automatic warning devices and, where applicable, an up-to-date test certificate, for cranes and hoists.  Zones with noise level above 80 dBA must be marked with safety signs and appropriate PPE must be worn by workers (C-OHS-10).  Portable toilet facilities for workers at road work sites will be provided (C-OHS-11).  Fencing on all areas of excavation greater than 2 m deep will be installed along with warning signs (C-OHS-12).  Keep air inlet filters clean and free of dust and microorganisms (C-OHS-13).  Ensure reversing signals are installed on all construction vehicles (C-OHS-14).  Implement fall prevention and protection measures whenever a worker is exposed to the hazard of falling more than two meters, falling into operating machinery or through an opening in a work surface (C-OHS-15). Note: fall prevention/protection measures may include installation of guardrails with mid-rails and toe boards at the edge of any fall hazard area, proper use of ladders and scaffolds by trained employees, use of fall prevention devices, including safety belt and lanyard travel limiting devices to prevent access to fall hazard, fall protection devices such as full body harnesses, etc.  Mark the areas where risk of injuries from falling objects exist with rope or flagging to minimize risks and injuries (C-OHS-16).  Provide spotters. Employ flag persons to control traffic when construction equipment is entering or leaving the work area (C-OHS-17).  A suitably staffed and equipped health clinic for all workers is to be provided on site (C-OHS-18).  First aid kits (compliant with OSHA standard 1910.266 App. A) will be provided at all work sites (C- OHS-19).

868. The Contractor shall keep a log of both training records and safety incidents including near misses and any fatalities will be reported immediately to ADB and IPMU (C-OHS-20).

869. Workers’ Rights - Regarding workers’ rights, the development of the Project the Contractor shall:  Set targets for local employment based on initial assessment of the labor market for unskilled and semi-skilled work force (C-OHS-21).

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 For unskilled the Contractor shall use a ‘ballot’ system to ensure that employment is fair and not weighted to connected people for unskilled roles. Repatriation of locals through recruitment measures will use online resources (C-OHS-22).  Provisions in the Contractors contract are to include as far as practicable items to address the collective bargaining, retrenchment, worker accommodation and non-employee worker gaps, to ensure that ILO and Lender requirements are met (C-OHS-23). At a minimum, the Contractor shall ensure the following measures are followed: o The development and implementation by the Contractor of Human resources policies to hire, train, assess, and reward the project workforce. These policies should prevent any form of discrimination in the workplace and ensure that all employees are treated fairly and equally. o Policies should exclude the use of child or forced labor in the project, and that national and international requirements for non-employee workers and supply chain workers are also reflected in these policies. o A grievance mechanism for workers will need to be provided for the workforce to be able to raise reasonable workplace concerns. The Contractor will inform the workers of the grievance mechanism at the time of hiring and make it easily accessible to them. o The workers will additionally not be restricted from joining or forming workers organizations or from bargaining collectively, and the Contractor will not discriminate or retaliate against workers who form or join collectives or bargain collectively. o Prepare a retrenchment plan, with the aim of reducing the impacts of cessation of employment contracts including for example and as appropriate, the implementation of a transparent retrenchment process and mechanisms of consultation with the workforce. The Contractor will explain the temporary nature of jobs during the recruitment process and explain to workers the need to prepare for losing jobs and to manage their income wisely while employed.

870. All employees will receive at least the minimum wage as defined by GoTL legislation (C-OHS- 24). All workers will have contracts describing their job description and conditions of work and will have the contents explained to them (C-OHS-25).

871. To implement the above items the Contractor will designate a qualified environmental, health and safety personnel (C-OHS-26).

872. Asbestos - Survey buildings for presence of asbestos or asbestos containing material before demolition of properties subject to acquisition (C-WA-27). If registered, the Contractor shall prepare a Method Statement for the Safe Management of Asbestos following international best practices such as HSE-A14 (C-WA-28). The method statement shall be submitted to the CSC for approval before any works involving asbestos materials can commence (C-WA-29).

873. Sub-Contractors - All Project sub-contractors will be supplied with copies of the SEMP (C-OHS- 30). Provisions will be incorporated into all sub-contracts to ensure the compliance with the SEMP at all tiers of the sub-contracting (C-OHS-31). All subcontractors will be required to appoint a safety representative who will be available on the Site throughout the operational period of the respective sub- contract unless the CSCs approval to the contrary is given in writing (C-OHS-32). In the event of the CSCs approval being given, the CSC, without prejudice to their other duties and responsibilities, will ensure, as far as is practically possible, that employees of sub-contractors of all tiers are conversant with appropriate parts of the SEMP.

874. COVID-19 - The GoTL has produced recommendations relating to COVID-19 on the following web page: https://covid19.gov.tl/en/faq/. The recommendations broadly follow those of the WHO which is quoted throughout the website. The Contractor will be responsible for ensuring these guidelines are followed. The recommendations relate to:  Self-isolation  Social Distancing

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 Good Hygiene  Use of masks.

875. The Contractor will also provide:  COVID-19 appropriate PPE (C-OHS-33).  Testing of all staff arriving in country (C-OHS-33a).  Provision of health clinic staffed full time at construction camps (C-OHS-34).  Handwashing facilities and sanitizers (C-OHS-35).  Quarantine accommodation (C-OHS-36).

Residual Impacts

Table 118: OHS Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Accidents Medium Implementation of an OHS plan, training of staff Not significant involving workers and provision of health and safety specialist on the DB Contractors team should ensure that no significant residual OHS impacts remain during the construction phase. C Workers’ rights Low Impact significance is considered to be low. Not significant ignored. Residual impacts will be low.

Monitoring

876. None, other than that outlined in the EMP.

8.5.9. Community Health and Safety

877. This section discusses the impacts of the Project on community health and safety during construction and operation of the Project and associated mitigation measures to be adopted.

Aspects of the Project that have the potential to cause impacts to community health and safety

# Aspect Yes No Assessment Boundary Construction Phase 1 Demolition of existing properties and structures X Areas adjacent to demolition sites 2 Construction of revetment X Within 100 meters of the construction zone 3 Land reclamation X Per noise and air quality above. 4 Runway earthworks and pavement X Per noise and air quality above. 5 Taxiway Pavement X N/A 6 Apron Pavement X N/A 7 Drainage construction X Per hydrology sections above 8 Access road construction (north side connection and X Within 50 meters of the road car park) construction areas. 9 Construction of Air Traffic Control Tower X N/A 10 Installation of lighting X N/A 11 Operation of construction camp X Per camp sections below. Operational Phase 12 Air traffic X Per noise and air quality above.

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Key Sensitivities

878. PNLIA borders with residential properties at various points around the airport. All of those within the assessment boundary are considered to be sensitive receptors. In addition, the following receptors have been identified within the Project area.

Table 119: Sensitive Community Receptors Distance to Dili Suco Facility Type Airport/runway 1 Bebonuk Escola Primaria Bebonuk Primary School 0.9 km 6 Madohi Escola Primaria Numero 6 Marinir Primary School 0.1 km 7 Madohi Ensino Secundario Sao Miguel High School 0.6 km Arcanjo 8 Madohi Ensino Secundario 30 de Agosto High School 0.8 km 14 Madohi Clinica Anin Fuik Health Clinic 0.4 km 15 Madohi Madohi Kindergarten Kindergarten 0.4 km 18 Comoro Sao Pedro School High School 1.1 km

Potential Impacts

Construction Phase

879. The Project has the potential to increase the threats to community safety and security. The key types of impacts are likely to be:  Potential conflict between security personnel and local community members resulting in injuries.  Increased hazards and increased risk of accidents causing injuries or fatalities specifically in the following locations: i. Access roads - Project activities will result in increased traffic flows on certain roads that are used by local residents (e.g. where such roads are used as access routes) to access the airport. Construction of the new access road at the east end of the runway is also outside of the airport boundary and access to the worksites by locals may result in accidents and injuries. ii. Offshore work locations – significant heavy construction works will be on-going offshore for a period of months. Access to these work areas, either by people in boats (mainly fishermen), swimming or snorkeling may result in accidents. iii. Comoro river – consultations have indicated that there is a risk that if access is blocked between the north and south (east-end) of the runway there is a risk that people will move around the end of the airport in the riverbed. This could result in safety issues in times of increased flow in the river.

880. The most likely potential impacts on community health are:  Increase in disease vectors such as rodents (if food/drink is not stored properly and solid/liquid wastes are not managed adequately) with accompanying increased incidence of vector-borne diseases.  Increased risk of enhanced incidences of communicable diseases arising from interaction between workers living in the construction camps with local people. With potentially a peak of 200 people (mostly men) living in construction camps there will be a risk of communicable diseases (e.g., TB, and sexually transmitted diseases such as HIV/AIDS) passing through the workforce and possibly into the community.

881. Impacts to the local community in terms of air quality, noise and water quality are discussed in Sections 8.3.1, 8.3.5 and 8.5.5.

Operational Phase

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882. The current state of the airport boundary fencing is inadequate. To limit access to the airport site, appropriate fencing around the airport boundary should be established. No specific safety protection zones are required outside of the airport boundary, however obstacle limitation surfaces around the airport are established by international guidelines.

883. Impacts to the local community in terms of air quality, noise and water quality are discussed in Sections 8.3.1, 8.3.5 and 8.5.5.

Impact summary and assessment of significance

884. Table 120 provides an assessment of the significance of potential impacts to community health and safety before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 120: Potential Community Health and Safety Impacts Phase Potential Receptors Impact

Threshold No. of Receptorsof No. Affected Receptorsof Sensitivity Concern Publicof Level Legal Exceeding of Risk Magnitude Timeframe Spatial Scale Consequence Probability Significance C Conflict with Local L M L - MOD LF SMA MIN UN L security personnel community C Construction and Local M M M - MOD ST SMA MIN POSS L operation of community access roads C Offshore Local L M L - MOD ST SMA MIN POSS L construction community C Bypassing the Local L M M - MOD LF SMA MIN POSS L airport through C. community river. C Communicable Local L M L - MOD ST SMA MIN UN L disease community C COVID-19 Local M M M - MOD ST SMA MIN POSS L community O Airport Safety and Local M M M - MOD LF SMA MIN POSS L Access community Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Design Phase

885. The airport shall be designed respecting all relevant international safety codes for airports, specifically ICAO, Annex 14 Volume 1 Aerodrome Design and Operations (Eighth Edition, July 2018) (D- CHS-01).

886. The community access road will be designed to disability access (D-CHS-02).

Pre-construction / Construction Phase

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887. The Contractor will be required to implement the Grievance Procedure provided in Section 9.4 Grievance Redress Mechanism, to provide opportunity for local residents to raise concerns (C-CHS-01).

888. Community Liaison - The Project will review measures to mitigate community health and safety impacts regularly and will consult with local communities every two months, informing them on the status of the Project (C-CHS-02).  The Contractors ESO will participate in, or deliver safety awareness training to, local children and their parents and/or their teachers (C-CHS-03). Particular emphasis will be placed on talking to children and explaining the dangers of construction sites and the work activities along the coastline and in the sea.  Information boards will be placed at site entrances and close to work sites (including on the beach) providing up to date information on the Project and potential upcoming issues, e.g., daytime piling works (C-CHS-04).  The east end access road will be surveyed and set out (i.e., marked out and, where necessary, fenced off). The Contractor will be required to keep within the designated footprint (C-CHS-05).  Construction traffic warning signs will be positioned at road crossings and other appropriate locations as determined by the Project, for example along access routes before they are used by construction traffic (C-CHS-06).

889. Risk of accident to local people and livestock particularly from traffic  Temporary traffic control measures will be employed at road crossings and junctions (flagmen, temporary traffic lights) where a safety risk assessment has identified traffic control measures will reduce the risk of traffic accidents (C-CHS-07).  Random drug and alcohol testing of the workforce will be conducted, recorded and audited regularly (C-CHS-08).  Temporary traffic control (e.g., flagmen) and signs will be provided where necessary to improve safety and provide directions (C-CHS-09). Where traffic is diverted around crossings, traffic control or careful selection of the exit from the working areas will be provided with the aim of ensuring vehicles join the road in a safe manner (C-CHS-10).  Vehicle movements will be restricted to defined access routes and demarcated working areas (unless in the event of an emergency) (C-CHS-11).

890. Risk of conflict between community members and security personnel leading to injury  The Project will implement the ‘Voluntary Principles on Security and Human Rights’ (C-CHS-12).  During construction, due diligence will be applied to selection of security providers, rules of engagement will be devised, and training provided to all personnel. Performance will be monitored and audited periodically (C-CHS-13).

891. Sexually transmitted Disease  A worker education and awareness program regarding the risks and prevention measures associated with STDs including HIV/AIDS and other communicable diseases (e.g., TB) will be implemented (C- CHS-14).  The Project will make information on communicable diseases and STDs available to communities’ close to the camps (C-CHS-15).

892. Infectious Disease

893. The Contractor will be responsible for implementing and following the proposed COVID-19 measures outlined above under Occupational Health and Safety. This should help restrict the potential for COVID-19 to spread from the Contractors staff to the local community.

Operational Phase

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894. The airport boundary shall be securely fenced to prevent people and livestock entering the airport (O-CHS-01).

Residual Impacts

Table 121: Community Health and Safety Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Conflict with Low None anticipated given the mitigation Not significant security personnel measures provided. C Construction and Low Not significant operation of access roads C Offshore Low Not significant construction C Bypassing the Low Not significant airport through C. river. C Communicable Low Not significant disease O Airport Safety and Low None anticipated given the mitigation Not significant Access measures provided.

Monitoring

895. None, other than that outlined in the EMP.

8.5.10. Construction Camps, Asphalt Plants, Batching Plants and Temporary Facilities

896. This section discusses the impacts of these facilities during the construction phase of the Project and associated mitigation measures to be adopted.

897. Note, at this feasibility stage it is currently unknown if the Contractor will operate his own facilities or procure materials from existing facilities. In addition, the location of the construction camp is unknown. As such, this section of the report will assume the following:  Construction Camps – the camp site will be located on vacant land within the existing boundary of PNLIA.  Asphalt Plants and Batching Plant – The Contractor will; a) operate his own facilities within the boundary of the site, or b) procure asphalt and concrete from existing, licensed facilities.

Aspects of the Facilities that have the potential to impact on the environment

898. Operation of camp sites and ancillary facilities involves the accommodation of hundreds of workers, storage and operation of machinery and plant and hundreds of vehicle movements per day. All of these activities have the potential to create multiple environmental impacts.

Key Sensitivities

899. At this stage of the Project the exact camp sites and details of other facility sites are not currently known. They will be selected by the Contractor, as such it not possible to say what specific areas will be affected. However, the key sensitivities in the Project area are:  Neighboring community.  Comoro River.

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 Groundwater and groundwater users.

900. Key sensitivities relating to non-contractor sites can only be determined once the sites are known.

Potential Impacts

901. Construction camps constitute a temporary land use change and raise issues related to activities such as impacts to air quality; poor sanitation arrangement and improper methods used for disposal of solid wastes and effluent; and transmission of communicable diseases to the local people by the construction workers due to inappropriate health monitoring facilities.

902. Design and Siting – Improper siting and design of construction camps can have negative impacts to hydrology through inappropriate disposal of liquid waste and spills of hazardous liquids. Poor management of sanitary waste and accidental spills of hazardous liquids from construction camps can also have negative impacts on ground and surface water. Rock crushing plants and concrete batching plants can also have impacts on sensitive receptors located downwind of the sites if the plants are too close to the residential areas.

903. Concrete Batching Plants – Potential pollutants in batching plant wastewater include cement, sand, aggregates and petroleum products. The main sources of wastewater at batching plants are; contaminated storm water runoff, dust control sprinklers, the agitator washout station, the agitator charging station, the slumping station, and cleaning and washing areas. These substances can adversely affect the environment by:  Increasing water pH.  Increasing the turbidity of waterways (turbidity is a measure of the cloudiness of a suspension).

904. Asphalt Plants – Several impacts are associated with asphalt plants:  Emissions – including dust from the transport and handling of aggregates and emissions from the combustion process in the dryer.  Noise – Noise occurs at different places in the process for examples in the conveyor belts, dryer and mixer drum, internal and external traffic. The noise is estimated to be in the range of 90 to 100 dBA (Leq) at a few meters from the equipment.  Storage of Bitumen – Drums of bitumen will be stored safely and securely to prevent accidents and pollution.  Storage and Use of Hazardous Materials – Some materials used during asphalt production, such as Kraton, can be explosive or a fire hazard. These materials need to be stored and managed appropriately.  Health and Safety – Asphalt Plants can be very dangerous; accidents may occur at any time. Hence it is important to have a proper policy for the Health and Safety Issues.

Impact summary and assessment of significance

905. Table 122 Table 99 provides an assessment of the significance of potential impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section.

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Table 122: Potential Impacts of Camps and Ancillary Facilities Phase Potential Potential Impact Receptors

Threshold No. of Receptors Affected Receptorsof No. Affected Receptorsof Sensitivity Public of Level Concern Legal Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C Operation of Residential M H M M MOD ST SMALL MOD POSS M camps areas, Hydrological Features C Concrete Residential M H M M MOD ST SMALL MOD POSS M Batching areas, Hydrological Features C Asphalt Plants Residential M H M M MOD ST SMALL MOD POSS M areas, Hydrological Features Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

Construction Camps

906. The Contractor will prepare a Construction Camp Management Plan as part of his SEMP. The plan shall cover such aspects as community relations, restriction of access to camp and facilities, induction briefing on camp rules and local issues/sensitivities, camp rules (such as restrictions on alcohol, drugs use; discipline; noisy activities; community liaison; no poaching; environmental protection measures applicable to the camp site; decommissioning and re-cultivation, etc.); workers welfare. The plan shall also describe power supply methods. The plan will also include the layout of the site, including location of temporary storage areas for waste, equipment maintenance areas, lubricant and fuel storage sites with indication of the distance from watercourses, description of sewage management and waste management activities. The plan shall also provide a specific section describing the energy supply sources on site, e.g., mobile generators, connection to the grid, transformer requirements, etc. (C-SEMP-07).

907. Prior to commencement of works, the Contractor and his ESO, must identify the location of the camp and undertake environmental and social screening of the site to ensure that no significant environmental or social issues will arise as a result of the use of the site (C-CC-01). The results of the screening will be provided to the CSC and IPMU for their review and approval. No construction camp will be located within 50m of a residential area (C-CC-02).

908. The Contractor will ensure the following conditions are met:  Rain-water run-off arising on the site will be collected, removed from the site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that will cause neither pollution nor nuisance. The drainage system will be fitted with oil and grease interceptors (C-CC-03).  There will be no direct discharge of sanitary or wash water to the Comoro river (C-CC-04).  The Contractor will provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the sites (C-CC-05).  The Contractor will ensure that all vehicles are properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas (C-CC-06).

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 The Contractor will provide necessary cleaning facilities on site and ensure that no water or debris from such cleaning operations is deposited off-site (C-CC-07).  The Contractor will ensure that potable water for construction camps and workers meets the necessary water quality standards outlined in this report. If groundwater is to be used it will be tested weekly to ensure that the water quality meets drinking water standards (C-CC-08).

Ancillary Facilities

909. In the event that the Contractor will operate his own facilities the following measures shall apply:

910. The Contractor will prepare the following plans as part of his SEMP:  Asphalt Plant Management Plan – Describing the layout and management of asphalt plant, including management of bitumen (C-SEMP-08).  Concrete Batching Plant Management Plan – Describing the layout and management of concrete batching plant, including wastewater discharge, dust management, etc. (C-SEMP-09).

911. Concrete Batching Plants – The following measures will be followed to limit the potential for pollution from batching plants:  To limit impacts from dust, the following conditions will apply: o Batching plants will be located downwind of residential areas and not within 100m of any residential area (C-CC-10).80 o The entire batching area traversed by vehicles – including driveways leading into and out of the area – will be paved with a hard, impervious material (C-CC-11). o Sand and aggregates will be delivered in a dampened state, using covered trucks. If the materials have dried out during transit they will be re-wetted before being dumped into the storage bunker (C-CC-12). o Sand and aggregates will be stored in a hopper or bunker which shields the materials from winds. The bunker should enclose the stockpile on three sides. The walls should extend one meter above the height of the maximum quantity of raw material kept on site and extend two meters beyond the front of the stockpile (C-CC-13). o The hopper or bunker will be fitted with water sprays, which keep the stored material damp at all times. Monitor the water content of the stockpile to ensure it is maintained in a damp condition (C-CC-14). o Overhead storage bins will be totally enclosed. The swivel chute area and transfer point from the conveyor will also be enclosed (C-CC-15). o Rubber curtain seals may be needed to protect the opening of the overhead bin from winds (C-CC-16). o Conveyor belts which are exposed to the wind and used for raw material transfer will be effectively enclosed, to ensure dust is not blown off the conveyor during transit. Conveyor transfer points and hopper discharge areas will be fully enclosed (C-CC-17). o Conveyor belts will be fitted with belt cleaners on the return side of the belt (C-CC-18). o Weigh hoppers at front-end loader plants will be roofed and have weigh hoppers shrouded on three sides, to protect the contents from the wind. The raw materials transferred by the front-end loader should be damp, as they are taken from a dampened stockpile (C-CC-19). o Store cement in sealed, dust-tight storage silos. All hatches, inspection points and duct work will be dust-tight (C-CC-20). o Silos will be equipped with a high-level sensor alarm and an automatic delivery shut-down switch to prevent overfilling (C-CC-21). o Cement dust emissions from the silo during filling operations must be minimized. The minimum acceptable performance is obtained using a fabric filter dust collector (C-CC-22). o Totally enclose the cement weigh hopper, to ensure that dust cannot escape to the atmosphere (C-CC-23).

80 In line with South Australia EPA guidelines for concrete batching. https://www.epa.sa.gov.au/files/8310_guide_concrete.pdf

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o An inspection of all dust control components will be performed routinely – for example, at least weekly (C-CC-24).  All contaminated storm water and process wastewater will be collected and retained on site (C-CC- 25).  All sources of wastewater will be paved and bunded (C-CC-26). The specific areas that will be paved and bunded include; the agitator washout area, the truck washing area, the concrete batching area, and any other area that may generate storm water contaminated with cement dust or residues.  Contaminated storm water and process wastewater will be captured and recycled by a system with the following specifications: o The system’s storage capacity must be sufficient to store the runoff from the bunded areas generated by 20 mm of rain (C-CC-27). o Water captured by the bunds will be diverted to a collection pit and then pumped to a storage tank for recycling (C-CC-28). o An outlet (overflow drain) in the bund, one meter upstream of the collection pit, will divert excess rainwater from the bunded area when the pit fills due to heavy rain (more than 20 mm of rain over 24 hours) (C-CC-29). o Collection pits should contain a sloping sludge interceptor, to separate water and sediments. The sloping surface enables easy removal of sludge and sediments (C-CC-30). o Wastewater will be pumped from the collection pit to a recycling tank. The pit will have a primary pump triggered by a float switch and a backup pump which automatically activates if the primary fails (C-CC-31). o Wastewater stored in the recycling tank needs to be reused at the earliest possible opportunity. This will restore the system’s storage capacity, ready to deal with wastewater generated by the next rainfall event. Uses for recycling tank water include concrete batching, spraying over stockpiles for dust control and washing out agitators (C-CC-32).

912. Asphalt Plants – The following measures will be applied by the Contractor regarding asphalt plants:  Emissions & Noise: o Asphalt plants will be located downwind of residential areas and not within 100m of any residential area (C-CC-33). o Adequate Personal Protective Equipment (PPE) will be provided to staff working in areas of high noise and emissions (C-CC-34).  Storage and Use of Hazardous Materials (including bitumen): o Ensure all hazardous materials are stored (including within suitable sized bunds for liquids), handled and disposed of according to their Material Safety Data Sheet (MSDS) (C-CC-35). o Copies of MSDS will be kept on site with all hazardous materials (C-CC-36). o The Contractor will keep a plan of site indicating where all hazardous materials are stored (C- CC-37).  Vehicle Movement: o The Contractor will include the asphalt plant in his Traffic Management Plan, including haul routes from the plant (C-CC-38).  Health and Safety: o To prevent bitumen burns it will be compulsory for the workers handling hot bitumen to wear full-body protection (C-CC-39). o All transportation, handling and storage of bitumen will be handled safely by experienced personnel (C-CC-40). o The dust from the manufacturing process may pose respiratory hazards, hence protective air mask will be provided to the operators for the loading and unloading of aggregates (C- CC-41). o Hearing protectors will be provided those working on the plant (C-CC-42). o First Aid kits (compliant with OSHA standard 1910.266 App. A) will be available on site for the workers in case of emergency (C-CC-43).

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o The MSDS for each chemical product will be made accessible onsite and displayed (C-CC- 44).

913. In the event that the Contractor chooses to use existing asphalt and concrete batching facilities the following conditions shall apply:  The Contractor shall undertake an initial environmental and social audit of the facility (C-CC-45). to ensure that: o The facility has a license to operate in the location. o Air emissions and noise are not impacting upon sensitive receptors o Waste materials are being managed appropriately o Wastewater discharge is adequately controlled, and no contaminated water is being discharged from the site. o All staff are wearing appropriate PPE.  The results of the audit will be submitted to the CSC for review before any site is used (C-CC-46).  The audit shall be repeated on a six-monthly basis (C-CC-47).

Residual Impacts

Table 123: Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Operation of Medium If the mitigation measures suggested are Not camps implemented, specifically those relating to significant siting of facilities, residual impacts not be C Concrete Batching Medium significant. C Asphalt Plants Medium C Temporary Medium Storage Sites

Monitoring

914. No specific monitoring requirements other than those outlined in the EMP.

8.6. Cumulative and Induced Impacts

Aspects that can cause cumulative impacts

915. The following are considered to represent the main activities that could result in cumulative and induced impacts:  Construction of the airport terminal – anticipated to be completed by May 2022 which will be before the start of construction at PNLIA (however it is still included in this assessment in case of any delay in implementation of the Project).  Rehabilitation of the Airport – Tasi-tolu road – timeline unknown.

Key Sensitivities

916. The key sensitivities relating to the cumulative construction of these projects would be the residents living close to the road and airport, specifically the areas to the south of the airport. Road users may also be significantly affected due to traffic congestion and delays. Regarding induced impacts, the key sensitive receptors would be the local community in Madohi.

Key Impacts

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917. The key cumulative impacts relate to elevated noise levels (both site construction noise and construction traffic noise), degradation of air quality and increased risk of accidents between construction vehicles and people. Traffic congestion and delays can also result in impacts to road users, e.g., increasing time taken to get past the airport.

918. The new airport terminal is planned for the central portion of PLNIA and is therefore unlikely to add to noise and air quality impacts beyond the boundary of the airport. However, a large amount of construction vehicles would be added to the already high volumes envisaged for the construction phase of the runway.

919. Air quality and noise impacts from the road construction works would only cause cumulative impacts on roads close to the airport or on haul routes where activities overlap.

920. Three projects would also result in quite a large influx of construction workers to the area. Some maybe housed in camps, and some in available residential properties. This could amplify social issues in the area around the airport. At the same time the combined effect of the Projects will have a significant benefit to the local community and Dili in general in terms of job creation, and benefits to local suppliers and services. Further, once these three Projects are finalized the cumulative operational impacts will have significant benefits to the local economy, road conditions will be improved, as will access, tourism potential will increase substantially, and workers will have gained skills that will benefit them in future jobs.

921. Expansion of the airport could result in the neighborhoods around the airport being developed further to accommodate people wishing to live closer to the airport for business or work opportunities. This could result in several induced impacts including:  Clearing of land for development north of the airport.  Development of the coastal zone north of the airport.  Pressure in exiting services in this area.

Impact summary and assessment of significance

922. Table 124 Table 99 provides an assessment of the significance of potential cumulative impacts before implementation of the proposed mitigation measures that are discussed in the rest of this section.

Table 124: Cumulative and Induced Impact Significance Phase Potential Potential Impact Receptors

Threshold No. of Receptors Affected Receptorsof No. Affected Receptorsof Sensitivity Public of Level Concern Legal Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C Air quality Local M M M M MOD ST SMA MIN POSS L community C Noise Local M M M M MOD ST SMA MIN POSS L community C Traffic Local M M M - MOD ST SMA MIN POSS L community, road users C Accidents Local M H M - MOD L/F SMA MIN POSS L community, road users

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Phase Potential Potential Impact Receptors

Threshold No. of Receptors Affected No. Affected Receptors of of Receptors Sensitivity Public of Level Concern Legal Exceeding Risk of Magnitude Timeframe Spatial Scale Consequence Probability Significance C Labour influx Local M M M - MOD ST INTER MOD DEF M community C/O Economy Local M M M - MOD LT INTER MOD DEF M community, road users O Induced impacts Local M M M - MOD LT SMA MOD POSS L community and infrastructure Key: H: High / M: Medium / L: Low / MAJ: Major / MOD: Moderate / MIN: Minimum / H/F: High Frequency / M/F: Low Frequency / L/F: Low Frequency / LT: Long term / MT: Medium Term / ST: Short term / MED: Medium / DEF: Definitely / POSS: Possible: / UNLIKE: Unlikely. Cells shaded in blue are positive impacts.

Mitigation and Management Measures

923. In the first instance it is strongly recommended that ADB and GoTL ensure that the road construction project is completed before works start at PNLIA.

924. Careful traffic management planning is required to ensure that materials can be transported to and from the work sites without causing significant traffic disruptions and delays. MoTC should ensure that a strategic traffic management plan is prepared that considers all three projects working in parallel. The plan should include measures to ensure that delays are minimized, and that works are avoided during peak travel periods. The plan should also include specific traffic safety measures, including safe crossing areas and pedestrian walkways.

925. Air quality and noise impacts are an unavoidable consequence of all projects working simultaneously. GoTL must ensure that all other projects include similar mitigation measures to that proposed in this EIA to ensure that the cumulative impacts are not if high significance.

926. Regarding labour influx, it is strongly recommended that GoTL ensure that the airport terminal and road projects include at least the same level of mitigation as outlined in this report to help manage the influx of workers.

927. Induced impacts can be controlled by careful land use planning and use of building controls to ensure that the areas around the airport are developed in a sustainable manner. Land use planning is largely beyond the scope of this EIA.

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Residual Impacts

Table 125: Residual Impacts Phase Potential Potential Residual Impact Residual Impact Impact Impact Significance Significance C Air quality Low Despite the proposed mitigation measures, Low C Noise Low without close control of all projects, it is Low C Traffic Low possible that cumulative impacts could still Low C Accidents Low occur as a result of other projects not Low comminating to similar mitigation. However, residual impact significance are still anticipated to be low. C Labour influx Medium Ensuring additional projects include similar Low influx mitigation to that provided in this report should ensure that the significance of impacts is reduced to low. O Induced Impacts Low As long as the GoTL ensure careful control over Not land use development around the airport significant induced impacts will not be significant.

8.7. Transboundary Impacts

928. The Project will not result in any transboundary impacts.

284 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

9. Stakeholder Engagement, Information Disclosure and Grievance Mechanism

9.1. Stakeholder Engagement Activities

929. Numerous stakeholder engagement events have been held for the preparation of the EIA, LASCP and Social Survey. The events were organized by ANATL with support from ADB and consulting firms. These events discussed the draft findings of the EIA and LASCP and gathered feedback to refine the EIA before its finalization and final disclosure. In addition, numerous informal stakeholder meetings were held throughout the preparation of the EIA. The table below provides a summary of the stakeholder engagement undertaken.

Table 126: Summary of Stakeholder Engagement Events No. Date Meeting with Subject 1 12/3/20 Family of three local residents Informal biodiversity discussion with local people, coast just west of

airport 2 14/3/20 Aquatica (dive company), Marine biodiversity Mr Desmond Lee, Owner, Aquatica; 3 14/3/20 Dive Timor Lorosae (dive company) Marine biodiversity Ms Kate Barker, Instructor, 4 16/3/20 Compass Diving (dive company) Marine biodiversity Mr Cássio Schumacher, Compass Diving; 5 16/3/20 Informal discussion with local people, just east of Fishing and marine biodiversity Tasitolu Beach 6 17/3/20 Informal discussion with local person – Local hand Turtles and Dugong cast net fisherman 7 17/3/20 La’o Hamutuk (non-governmental organization) General environmental issues and EIA procedures Adilson da Costa, La’o Hamutuk; Febe Gomez, La’o Hamutuk; Bree Ahrens, La’o Hamutuk; 8 5/8/20 Rui dos Reis Pires Biodiversity and Decree Law Director of Biodiversity Department Flamino Xavier Chief of Biodiversity Department 9 5/8/20 Celestino Da C. B Marine Protected Area and Endangered Species and contact National Director of Fisheries and Aquaculture person Lino de Jesus Martins Chief Department of Marine Conservation 10 6/8/20 Nelson Decree Law of Pollution and standards, any previous project Pollution Control Department relevant to pollution issues 11 6/8/20 Pedro Pinto Protected Forest, Endandered Species and lists, Biodiversty Flora

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No. Date Meeting with Subject Chief Department of Protection Area (Forestry and Fauna Protection) 12 10/8/20 Martinha da Concicão Discuss about EIA Phase 1, categories of EIA and Screening Professional Staff of ANLA process with Project Document Mr. Antonio Poto Technical Staff of ANLA 13 7/9/20 Slavador S. Ximenes Scope of work for each development site Stage 1,2, & 3 uses for ANLA Technical Staff Environmental License 14 26/10/20 First Public Consultation Resettlement, Land Acquisition and Environmental Impact Assessment Madohi Village Meeting Room Representatives of NDLPCS, Dili Authority, Administrative Post, Chief of Project Suco.

Representatives of community-based organizations and NGOs

FS Consultant (design engineer, environmental and social development/gender experts)

Local Residents (about 60-70 representatives of households who are residing within the demarcated area for the Project; of which 50% is female-if possible). 15 27/10/20 Female Representative, disabled persons’ group, Social Survey elderly persons’ group, youth group and informal sector group/ organization of Suco Madohi 16 29/10/20 Chief of Suco Comoro Social Survey 17 07/11/20 Chief of Suco Madohi Social Survey 18 13/11/20 Discussion with aldeia leader, women’s representative, Social Survey youth, and fishermen’s representative at Aldeia Beto- Tasi of Suco Madohi 19 21/12/20 La’o Hamutuk (non-governmental organization) Follow up on EIA impacts and issues Febe Gomez, La’o Hamutuk; Bree Ahrens, La’o Hamutuk; 20 08/01/21 Secretary of Suco, Women’s group, disabled persons Social Survey group, youth group and informal sector group of Suco Bebonuk 21 08/01/21 Female Youth Representative, women’s group, Social Survey disabled persons’ group, elderly persons’ group, youth group and informal sector group/ organization of Suco Comoro 22 28/01/21 Focus Group Discussions General discussion of potential social and environmental impacts Aldeia: Beto-Tasi, Naroman, Anin Fuik, Loron Matan

930. The outbreak of COVID-19 and its spread in country in early 2021 meant that further group consultations became more difficult to organize. Accordingly, it was determine that consultations on the draft EIA would be undertaken by video-conference and through the distribution of ‘project information brochures (PIBs).

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931. Video-conference – A video conference meeting was held on 31st March 2021 with the following groups:  La’o Hamutuk – National Civil Society Organisation,  Dreamers Dive Academy – Dive Company, Dili  Dive Timor – Dive Company, Dili

932. The meeting included a presentation of the key findings of the EIA (see Appendix G for the presentation). The key comments received in the meeting are summarized in table 118 below.

933. Project Information Brochures – a PIB was prepared and translated for distribution among the local community. 600 PIBs were distributed to locals via chiefs of three Sucos: 934. Bebonuk (150 PIBs) 935. Madohi (300 PIBs) 936. Comoro (150 PIBs)

937. The PIB provided a summary of the Project, the key impacts and mitigation measures and contact details for feedback. The PIB can be found in Appendix G.

938. 105 written responses have been returned to Chiefs and collected and translated by the local consultant. All 105 responses are included in Appendix G. The key issues raised have been reflected in Table 118 below.

939. 940. Table 127 summarizes the key findings of the meetings with respect to environmental and social impacts (excluding LASCP related issues). Attendance sheets of the Public Consultations as well as photos of the events, can be found in Appendix G.

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Table 127: Key Issues and Responses from Environmental Stakeholder Engagement to Date # Main issues raised Initial clarification / responses Project actions in response to Mitigation engagement Reference

1 Fishing All types of impact might be happen. Whether The scale of marine works is not considered None at present. temporary, permanent, direct, indirect, and on-site to have significant residual impacts on most and off-sites impacts on fisheries during construction biodiversity, including fish. No specific and operation phases. mitigation has been proposed for this issue although further consultations with fishermen are ongoing. 2 Coral reefs and Degradation of coral reefs; disturbance of protected Sediment curtains and spillways designed to C-CW-03 – C- protected species species minimize construction-stage sediment CW-12 release below levels likely to produce any significant impact upon coral reefs. Piling and blasting avoided. Land-based, rather than marine-based, reclamation. Tasitolu is an important site, not specifically due to its Dugong have been assessed as part of the C-SEMP-07 habitat, but because of its location close to Dili and its EIA and mitigation measures provided, e.g., accessibility to tourists and the presence of dugong minimize marine construction activities in C-BIO-01 which tourists find interesting. the peak cetacean migration season. Are there any mitigation measures for birds? Yes. Including avoiding key bird flight times O-BIO-02 / O- in the morning and evening. BIO-03 3 General Environmental Environmental concerns; poor air quality, Poorly A range of mitigation measures has been Section 8.3.1 managed garbage, noise and pollution (especially provided throughout this report relating to polluted water) noise, air quality and waste. Section 8.5.4

Section 8.5.5 4 Social Infrastructure Primary school, several electricity poles and public A new primary school will be constructed C-LU-03 / C-LU- roads are likely to be affected; requested to to replace the one demolished in Beto-Tasi. 04 government to highly consideration on this matter. Any damaged utilities will be repaired or C-IU-04 / C-IU- replaced by the DB Contractor. 05

Access roads are discussed below. 5 River Crossing During construction access from the north side of the To avoid the loss of accessibility, the Section 3.3.14 runway to the south side should be maintained to Consultant has planned a bypass at the east prevent people crossing the river during the rainy of the runway along the Comoro River, season. which shall be completed before the

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# Main issues raised Initial clarification / responses Project actions in response to Mitigation engagement Reference commencement of the implementation of the runway extension. 6 Tasitolu Will the runway extension induce any impacts to Mitigation measures have been provided, C-CW-04, C- Tasitolu? e.g., the installation of sediment curtains and CW-09 spillways to ensure that impacts to Tasitolu are minimal. Further monitoring of this issue will, however, be required. 7 Access road closure Suco Chiefs were concerned about the access road To avoid the loss of accessibility, the Section 3.3.14 closure north to Beto-Tasi. They said that they Consultant has planned a bypass at the east understood the Project is important for the national of the runway along the Comoro River, development, but that GoTL should construct another which shall be completed before the access for local people. However, no action for bridge commencement of the implementation of construction has been informed till the time of the the runway extension. meetings. 8 Poor enforcement of Despite some good national and international The Project will include a Construction Section 11.6.4 regulations nationally. regulations, implementation in Timor is often weak, Supervision Consultant (CSC) who will and enforcement capacity (e.g., from the Environment include an International and National Department) is very low. They cited, as an example, Environmental and Social Specialist to the recent (ADB-funded) improvement of the Dili- provide oversight of the works and ensure Liquica road which runs just inland from Tasitolu that all environmental mitigation measures Beach, with allegations of no dust control and are in place during construction. significant (anecdotal) impacts on coral reefs81, and poor maintenance after completion of construction. Further, this EIA includes recommendations for the development of an operational phase ESMS and to develop the capacity of the airport operator to manage environmental issues from the Project.

Other issues relating to the lack of national capacity to monitor the impacts of the Project during the operational phase are beyond the scope of this EIA and should be addressed by GoTL.

81 No significant impacts across the reef in Tasitolu Bay were identified during our surveys.

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# Main issues raised Initial clarification / responses Project actions in response to Mitigation engagement Reference 9 Contractors Secondary impacts from contractor (likely from At this stage we cannot say what nationality C-EEL-11 Indonesia or People’s Republic of China) the Contractor will be. However, there are measures within the EIA to manage the impacts of contractor on the local community, including a Code of Conduct for workers. 10 Quarries and borrow Impacts from rock/aggregate mining from the coast All borrow pits and quarries will be C-SO-22 pits and rivers in Timor-Leste (including concern that the required to be licensed. Audits of these mining industry in Timor-Leste employs a lot of sites will be undertaken, including an children). assessment of child labour. 11 Quarries Most major quarry materials would come from Quarried materials for Phase 1 will be N/A Indonesia, as only a couple of quarries are currently sourced locally as described in Section 3.8.3. operational in Timor-Leste and are mainly export- oriented. 12 Stakeholder Regular information sharing about the Project with This EIA will be translated into Tetun. C-CHS-02 communication local communities, including environmental impact Consultation with the local community will statements and environmental management plans to be undertaken on a bi-monthly basis. be translated (to Tetun). 13 Stakeholder Potential for graphical information boards in affected Noted. This activity has been added to the C-CHS-04 communication communities EIA mitigation measures. 14 Tourism Will the airport be closed for construction No, it will remain open. N/A

15 Climate Change The company have construct the specific fences Sea level rise has been accounted for in the D-CC-01 (reclamation) at the coastal area so that it may protect design based on future climate change area from the sea level raise and needed to build scenarios. underground irrigation direct to the sea, for reducing the flooding at the community area and airport.

The construction of the coastal airport would possible create sea level raise and flooding during the operation. 16 Noise The noise of airplane and vehicles may disturb hearing A range of noise control measures have O-NV-01 to O- issue it is therefore to encourage to inform company been proposed and should be included in an NV-08 to control its movement operational noise control plan.

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# Main issues raised Initial clarification / responses Project actions in response to Mitigation engagement Reference 17 Air quality The air that is not clean can harm community health A range of air quality control measures have O-AQ-01 which live nearby the airport. Continue establish been proposed and should be included in an coordination line with health ministry to control air operational air quality control plan. pollution. 18 Community Health and Masks and ear protection should be provided to the Recommendation has been made to provide C-CHS-16 Safety local community during construction. masks and ear protection. 19 Community Health and Disabled access should be provided on the new access This measure will be included in the EIA. D-CHS-02 Safety road. 20 Community Health and Construction sites should be fenced to stop animals Construction zones will be fenced. C-CHS-05, C- Safety and people accessing the site. CHS-11

21 Community Health and Do not drive construction vehicles at high speeds. A strict Project speed limit of 20km/hr will C-AQ-12 Safety be enforced for Project vehicles using unmade tracks and within Project construction zones. 22 Employment It need also to provide employment opportunity for Where practical employment opportunities C-EEL-01 to C- those people live near airport. for local population will be provided. EEL-06

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9.2. Information disclosure

941. In compliance with ADB's SPS (2009) the draft EIA will be provided for disclosure on the ADB and ANATL Website (in local language).

942. With regards to information disclosure, ADB is committed to working with ANATL and the IPMU to ensure that relevant information (whether positive or negative) about social and environmental safeguard issues is made available in a timely manner, in an accessible place, and in a form and language(s) understandable to affected people and to other stakeholders, including the general public, so they can provide meaningful inputs into project design and implementation.

9.3. Grievance Redress Mechanism

9.3.1. Objective

943. A project grievance is defined as an actual or perceived project-related problem that provides a ground for a complaint by an affected person. As a general policy, the Contractor, IPMU and IMWG will work proactively to prevent grievances through the implementation of impact mitigation measures and community liaison activities that anticipate and address potential issues before they become grievances.

944. Nonetheless, it is possible that unanticipated impacts may occur if the mitigation measures are not properly implemented or unforeseen issues occur. In order to address complaints, a project level Grievance Redress Mechanism (GRM) will be developed in accordance with ADB requirements and the Government procedures. The GRM is a systematic process for receiving, recording, evaluating and addressing an affected person’s project-related grievances transparently and in a reasonable time period. The GRM will be established right after the Project is approved by the Government for implementation, and will operate during the pre-construction, construction and operation phases. MOTC will ensure that the GRM is effective as soon as possible so that grievances of any affected persons are redressed in a timely manner.

945. Contact details of those in charge of resolving grievances at each level will be included in the PIB that will be delivered to all affected households and posted in the construction sites during construction.

9.3.2. Stages of the Grievance Redress Mechanism

946. A complainant may first informally seek the assistance of the Chief of Madohi Suco to discuss and find an amicable solution to his/her complaint or grievance. If the grievance is not resolved to the satisfaction of the affected person, he/she may seek the formal route for lodging the grievance as presented in the following stages. The proposed GRM stages are presented below and illustrated in Figure 135.

947. Stage 1: Complaints can be submitted to IPMU directly. One IPMU staff will be assigned to the complaint. The IPMU staff will meet the complainant, review the issue and respond to the complainant within 10 working days. All outcomes will be recorded.

948. Stage 2: If the complainant is not satisfied with the response, a written complaint can be submitted to the Joint Committee of Land and Property Acquisition. A review of the complaint will be conducted, including meetings with the complainant. A written response will be provided within 15 days by the Joint Committee of Land and Property Acquisition to the complainant.

949. Stage 3: If the complainant is not satisfied with the response, the issue can be raised with the civil court and settled by the judicial system.

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Figure 135: Stages of GRM

Source: Draft LASCP

950. At any stage in the GRM, the complainant may have the option to elevate the complaint to authorized local courts for litigation following the rules of court. During the litigation of the case, the Government will request from the court that the Project proceed without disruption while the case is being heard. If any party is dissatisfied with the ruling of the civil court, that party can elevate the case to a higher court. The Government shall implement the decision of the court. The project-level GRM should not impede access to the country’s jurisdiction or administrative remedies. There are no charges or fees levied to the APs for the lodgment and processing of complaints.

951. If efforts to resolve complaints and grievances using the above-mentioned procedure remain unresolved or unsatisfactory, complainants - as a last resort - have the right to directly discuss their concerns or problems with the ADB’s Transport and Communications Division, Southeast Asia Department through the ADB Timor-Leste Resident Mission (Address: Rua Cabo Verde No 16, Posto Administrativo, Vera Cruz, Suco Motael, AldeiaHalibur, Dili, Timor-Leste, Tel: +670 3306200). If the complainants are still not satisfied with the response, they can directly contact the ADB Office of the Special Project Facilitator. The Office of the Special Project Facilitator procedure can proceed based on the Accountability Mechanism82 in parallel with the Project implementation.

9.3.3. GRC Record Keeping

952. Records of all grievances received will be recorded and kept in the Project office and a copy will be shared with the IMWG. The information to be recorded includes (i) contact details of complainants, (ii) date of complaint receipt, (iii) nature of grievances, (iv) status of grievance process (delegate, fact finding, appeals, settlement, close, unable to complete), (v) agreed corrective actions, (vi) timeframe of implementation, (vii) responsible staff, (viii) status of final report, (ix) status of providing responses to complainants, (x) feedback status of complainants, The number of grievances

82 Complainants can send their concerns to the Office of the Special Project Facilitator using the information at: http://www.adb.org/accountability-mechanism

293 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment recorded and resolved, and the outcomes will be displayed/disclosed at the IPMU office. A summary of this information will be included in the quarterly safeguard monitoring reports which will be submitted to ADB.

953. All meeting deliberations and decisions will be recorded and will be available for public reference. If ADB is involved in a grievance resolution, it will maintain records of its proceedings and disclose them to all parties engaged in the hearings.

9.3.4. GRM Associated Costs

954. All costs incurred in meetings, consultations, communication and reporting/ information dissemination will be borne by MOTC. There are no costs for the complainant at any stage of the GRM. Cost estimates for grievance redress are included in the resettlement cost estimates under administration cost. The complainant will not have to pay any fee for his/her case (official or unofficial).

955. Complaints from people with physical and mental disabilities, including elderly and illiterate persons, can be lodged with assistance of a trusted relative or a person in the suco with the complainants’ consent.

956. During the public consultation meetings conducted in the project Aldeias during LASCP preparation, the above proposed GRM was agreed and supported by all the meeting participants.

9.3.5. Communication

957. Prior to start of site works, the Contractor shall:  Communicate the GRM to communities in the project impact zone.  Set-up and publicize a 24-hour hotline for complaints.  Ensure that names and contact numbers of representatives of IPMU, CSC and the Contractor are placed on the notice boards outside the construction site.

958. The grievance redress mechanism will also be presented during routine community meetings in the Project area during the construction phase of the Project.

959. During the operational phase it is recommended to IMWG, IPMU in particular, to organize periodic public consultation meetings with inhabitants of the airport surrounding area (Madohi, Bebonuk, Comoro) and private sector who run business in this area. IMWG listens to the inhabitants’ complaints or opinions and requests of private sector relating to the airport operation.

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10. Environmental Management Plan

10.1. Introduction

960. The EMP provides the overall Project environmental management framework. It provides summary information of the types of impacts, which are described in detail in Section 8. It also provides detailed information about the required mitigation and monitoring measures, their implementation arrangements reporting requirements. In addition, the approximate costs of the EMP are outlined.

10.2. Environmental Management Plans

961. The following tables provide the environmental mitigation and observational monitoring for the Project during the design, pre-construction / construction and operational phases.

962. Table 128, Table 129 and Table 130 also indicates mitigation costs. Most costs associated with the environmental recommendations of the EMP are a normal part of preparing the bid and contract documents and ensuring that proper environmental provisions are incorporated therein. Waste containers, for example, is an environmental necessity, but not generally considered an “environmental cost”. These items are listed as ‘part of DB Contractors general construction costs’. Other items which do not necessarily involve a specific cost, e.g., siting a potentially polluting piece of equipment away from a sensitive receptor is listed as ‘no additional cost’.

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Table 128: Design Phase EMP

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility Sediment Discharge D-ST-01 Designs shall ensure that discharge water is constructed with 0.2m USD DB Contractor CSC to review Transport water effective measures to limit erosion at the discharge point on the designs. and Coastal coastline. The designs shall be based in maximum discharges Erosion anticipated by the Project CVRA report Sediment D-ST-02 Further assessment of the sediment transport mitigation shall be Included in DB Contractor CSC to review Transport undertaken. Construction works for land reclamation will not Design costs. designs. start before finalization of the three-dimensional modelling and the effectiveness of the proposed mitigation measures (i.e., culvert, physical transfer of sediments from west to east side / groynes) has been confirmed, or revision of mitigation measures if necessary. D-ST-02a The final design measures shall be presented to ADB for their No cost DB Contractor CSC / IPMU / consideration and shall be approved by IPMU and the CSC. ADB D-ST-03 Sediment Culvert / Groynes / Sediment transfer 0.89m USD83 DB Contractor CSC Geohazards Seismicity D-GH-01 The buildings should be designed with earthquake-resistant Part of Detailed DB Contractor CSC to review provisions of the most recent editions of the International Building Design. designs. Code, and their referenced standards [i.e., American Society of Civil Engineers / Structural Engineering Institute (ASCE/SEI) 7, Minimum Design Loads for Buildings and Other Structures and ASCE/SEI 41, Seismic Evaluation and Retrofit of Existing Buildings]. Tsunami D-GH-02 Critical airport infrastructure be designed to ensure they are safe Part of Detailed DB Contractor CSC to review from inundation. Design. designs. Climate Overtopping D-CC-01 Include an additional 40cm of additional crest height over that 1.26m USD DB Contractor CSC Change revetment initially planned to ensure that storm surges and waves do not overtop the reclaimed area of the airport. Drainage D-CC-02 Discharge capacity of the drainage will be provided so that the 0.16m USD DB Contractor CSC calculated capacity will be available with about 80% of full flow capacity in consideration of climate change D-CC-03 Storm drainage system will be built to a 1 in 10-year return period DB Contractor CSC with a rainfall intensity of 44 mm/hour D-CC-04 Estimated sea level rise of 42cm above current levels will be Part of Detailed DB Contractor CSC to review considered for design of drainage outfalls into the sea to allow for Design. No extra designs. higher water levels cost. Biodiversity Disturbance D-BIO-01 Minimize marine construction activities in the peak cetacean No extra cost. DB Contractor CSC of marine migration season, by starting marine construction activities in species February and finishing in/before August the next year.

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Land Use Land D-LU-01 The LASCP will be updated during the detailed design phase by Cost borne by GoTL ADB Acquisition GoTL. GoTL and Resettlement Noise Underwater D-NV-02 Minimize marine construction activities in the peak cetacean No additional DB Contractor CSC noise migration season. cost Community Airport D-CHS-01 The airport shall be designed respecting all relevant international Part of Detailed DB Contractor CSC to review Health and safety safety codes for airports, specifically ICAO, Annex 14 Volume 1 Design. designs. Safety Aerodrome Design and Operations (Eighth Edition, July 2018) Access road D-CHS-02 The community access road will be designed to disability access. Part of Detailed DB Contractor CSC to review Design. designs. Total Cost 2.51m USD Total Cost (excluding climate change) 1.09m USD

Table 129: Pre-construction / Construction Phase EMP Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility Air Quality Management C-SEMP-02 Prepare and implement a Pollution Prevention Plan Part of DB DB Contractor CSC and IPMU Planning Contractors to review and normal costs approve plan Energy Supply C-AQ-01 Energy requirements for construction camps should be supplied 0.25m USD DB Contractor CSC via renewable solar power energy. These can easily be placed on the roofs of camp facilities and could easily be transferred to PNLIA after completion of the construction phase C-AQ-02 Low emissions, energy efficient generators are now available on 50,000 per DB Contractor CSC the market that comply with EU Stage V (Regulation 2016/1628) unit emissions standard for non-road mobile machinery. Siting of C-AQ-04 Stationary emission sources, if used (e.g., portable generators, No additional DB Contractor CSC facilities and compressors, etc.) shall be positioned as far as is practical from cost equipment sensitive receptors including those located adjacent to the airport boundary. At a minimum generator should be more than 50m from receptors. Release of C-AQ-05 Equipment and vehicles will be regularly maintained in No additional DB Contractor CSC Exhaust Gases accordance with the manufacturer's recommendations to cost maximize fuel efficiency and help minimize emissions.

83 This figure relates to the cost of a sediment culvert which is considered to be the most expensive option under consideration.

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-AQ-06 Preferentially the Project will use fuel that has low sulfur content No additional DB Contractor CSC of 0.1%, where practical and available within Timor-Leste. cost C-AQ-07 Controlled or uncontrolled burning of waste will not be allowed. No additional DB Contractor CSC cost C-AQ-08 Requirements of site vehicles to ensure no black smoke before No additional DB Contractor CSC entering site and that any identified machinery or vehicles with cost black smoke will require maintenance and re-assessment before it is returned. Dust C-AQ-09 Dust control measures will be implemented on the main access Costs DB Contractor CSC roads within the airport boundary and to 500 m from the main associated work site entrance. with rental of C-AQ-10 Carry out watering for dust control at least once every two water DB Contractor CSC hours on access road locations: in dry weather with bowsers, temperatures of over 25, or in windy weather. assume 1,000 USD per week. 104,000 total C-AQ-11 Vehicle movements will be restricted to defined access routes No additional DB Contractor CSC and demarcated working areas (unless in the event of an cost emergency). C-AQ-12 A strict Project speed limit of 20km/hr will be enforced for No additional DB Contractor CSC Project vehicles using unmade tracks and within Project cost construction zones. C-AQ-13 Vehicles carrying fine aggregate materials will be sheeted to help No additional DB Contractor CSC prevent dust blow and spillages. cost. Tarpaulins should be standard of trucks. C-AQ-14 Earthwork operation will be suspended when the wind speed No additional DB Contractor CSC exceeds 20 km/h in areas. cost Odor C-AQ-15 Adequate and sufficient sanitary facilities for site workers must Portable DB Contractor CSC be provided. toilets. Ten at 500 USD per unit. 5,000 USD total

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-AQ-16 Effective cleaning and maintenance of toilets to be undertaken No additional DB Contractor CSC to avoid odor dispersion and cleaning records/inspection sheets cost displayed in the toilets. C-AQ-17 All septic tanks must be sealed and fully functioning. Camp septic DB Contractor CSC tank. 50,000 USD. C-AQ-18 Septic tanks must be operated and maintained according to No additional DB Contractor CSC manufacturer recommendations. cost C-AQ-19 Sanitary waste will be removed from site by licensed contractors Waste DB Contractor CSC and disposed in waste treatment facilities approved by the local removal costs government. part of general construction costs. C-AQ-20 Ensure all fuel storage areas are at least 50 m downwind from No additional DB Contractor CSC any residential property. cost VOCs C-AQ-21 Hazardous materials stored and used on site with potential gas Storage area DB Contractor CSC emissions (e.g., Volatile Organic Compounds) will be located in and well-ventilated, but secure low-risk areas, away from major containers. transport routes and away from the site boundary (where 5,000 USD. possible). C-AQ-22 Volatile fuels and chemicals (including hazardous wastes) will be DB Contractor CSC stored in sealed containers. On site storage of large quantities of volatile fuels will be avoided, equally prolonged exposure to direct sun and heat will be avoided. C-AQ-23 Fires and material burning will not be allowed on the Project No additional DB Contractor CSC site. cost C-AQ-24 Chemical storage areas will be purpose built and well As above for DB Contractor CSC maintained. A data log of all chemicals with MSDSs will be C-AQ-21 provided at the storage facility within easy access. Surface water Management C-SEMP-02 Prepare and implement a Pollution Prevention Plan Part of DB DB Contractor CSC and IPMU Planning Contractors to review and normal costs approve plan Water Quality C-SW-01 Direct discharge of domestic wastewater from camps into the No additional DB Contractor CSC Comoro river will be prohibited. cost C-SW-02 Domestic wastewater from camps will be stored and Waste DB Contractor CSC transported to water treatment works or treated through a removal costs

300 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility dedicated site sewage water treatment plant before discharge to part of general ground or surface water. construction costs. C-SW-03 Concrete batching (if required) will be sited at least 50m away No additional DB Contractor CSC from the Comoro river; wash pits to be lined with an cost impermeable liner. C-SW-04 Direct discharge of wastewater from concrete batching plant to No additional DB Contractor CSC the Comoro river will be prohibited (if sited at PNLIA). cost Wastewater from the plant should be neutralized. C-SW-05 No hazardous liquids or waste materials will be stored within No additional DB Contractor CSC 100m of the Comoro river. cost C-SW-06 Disposal of waste materials into the river, including waste No additional DB Contractor CSC asphalt and concrete (wet and dry) will be prohibited. Any cost construction waste in the riverbed will be removed immediately. C-SW-07 Treated wastewater will be used for damping down road No additional DB Contractor CSC surfaces to mitigate dust generation on access roads. cost C-SW-08 Domestic sewage from camps will be stored and transported to Waste DB Contractor CSC water treatment works or treated through a dedicated site removal costs sewage water treatment plant before discharge to ground or part of general surface water. construction costs. C-SW-09 All wastewater discharges will be in compliance with the national Waste DB Contractor CSC standards. removal costs part of general construction costs. C-SW-10 Construction camps will be located at least 200m from the No additional DB Contractor CSC Comoro river. cost Coastal Water Management C-SEMP-02 Prepare and implement a Pollution Prevention Plan Part of DB DB Contractor CSC and IPMU Planning Contractors to review and normal costs approve plan Water C-CW-01 Routine maintenance of construction equipment according to No additional DB Contractor CSC pollution manufacturer’s specifications. cost C-CW-02 No storage of hazardous liquids within 50m of coastal areas. No additional DB Contractor CSC cost

301 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility Sediment C-CW-03 Where practical works relating to placement of the base of the No additional DB Contractor CSC Plume rubble wall on the seabed to coincide with the period of the year cost where dominant current is west – east. C-CW-04 Ensure that the area of seabed disturbed does not extend any No additional DB Contractor CSC further than that required in the detailed design in order to cost minimize the footprint of the revetment and reclaimed area. C-CW-05 As far as practical, rubble should be free of earth and sand before No additional DB Contractor CSC it is placed into the water cost C-CW-06 Geotextile will be placed on the inside wall of the rubble mound Part of DB DB Contractor CSC to reduce sedimentation via the reclaimed land fill material Contractors (sand). general construction costs C-CW-07 Silt Curtain installed around the work zone. 80,000 USD DB Contractor CSC C-CW-08 The silt curtain shall be type III. No additional DB Contractor CSC cost C-CW-09 The DB Contractor shall select an experienced silt curtain No additional DB Contractor CSC manufacturer to design and install the most appropriate type of cost silt curtain that provides at least 75% effectiveness. C-CW-10 Routine maintenance of the curtain shall be undertaken in No additional DB Contractor CSC accordance with manufacturers specifications. cost C-CW-11 If at any time the silt curtain fails works will cease until the No additional DB Contractor CSC curtain is repaired to the satisfaction of the CSC. cost C-CW-12 To prevent impacts from reclamation area two temporary 5,000 USD per DB Contractor CSC spillways will be placed at the locations shown in the figure spillway below. The spillways will be constructed to prevent high levels of silts in the reclaimed areas discharging into the area between the revetment and silt curtain. Groundwater Management C-SEMP-02 Prepare and implement a Pollution Prevention Plan. Part of DB DB Contractor CSC and IPMU Planning Contractors to review and normal costs approve plan Fueling and C-GW-01 Should any temporary fuel tank be available, it must be placed in Spill kits – 250 DB Contractor CSC Storage covered areas with berms or dikes installed to intercept spills, if USD each. 20 any. Any spill should be immediately localized and cleaned up units. 5,000 with absorbent materials. USD

302 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-GW-02 Onsite repairs /maintenance and fueling activities should be Part of DB DB Contractor CSC limited. Priority should be given to offsite commercial facilities. Contractors If impossible, a designated area with secondary containment for general possible spills for on-site repair or maintenance activities must construction be provided. costs C-GW-03 Check integrity of fuel/hazardous substances containers for No additional DB Contractor CSC integrity. Undertake necessary repair or replacement if cost required. C-GW-04 Store materials in containers suitable for the purpose. Ensure Part of DB DB Contractor CSC that containers bear clear eligible labels. The same applies to Contractors containers for short term storage of used oil. general construction costs C-GW-05 Avoid fueling/maintenance of machinery and vehicles on the bare No additional DB Contractor CSC ground. Only contained areas can be used. cost C-GW-06 Provide septic tanks for the camp sites servicing less than 150 See C-AQ-17 DB Contractor CSC employees. Contract authorized company to remove the liquid above. waste regularly. For larger sites, provide multiple septic tank facilities, or package wastewater treatment plants. Vehicle C-GW-07 On-site vehicles and equipment shall be inspected regularly for No additional DB Contractor CSC Maintenance leaks and all leaks shall be immediately repaired. Leaking cost vehicles/equipment shall not be allowed on-site. C-GW-08 Secondary containment devices (drop cloths, drain pans) shall Part of DB DB Contractor CSC be used to catch leaks or spills while removing or changing oils Contractors from vehicles or equipment. general construction costs C-GW-09 For small spills, absorbent materials must be used. See C-GW-01 DB Contractor CSC above. C-GW-10 Park construction machinery/vehicles and storage areas not less No additional DB Contractor CSC than 50m from the riverbed. cost Wastewater C-GW-11 Portable toilets shall be provided at all work sites. See C-AQ-15 DB Contractor CSC discharge above Spills and Leaks C-GW-12 Ensure availability of spill cleanup materials (e.g., absorbent pads, See C-GW-01 DB Contractor CSC etc.) in the areas where accidental spills may occur. above.

303 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-GW-13 Place clean up material in easily accessible locations. No additional DB Contractor CSC cost C-GW-14 Use drip pan beneath equipment likely to leak fuel and/or oil Part of DB DB Contractor CSC and/or during fueling or changing oil. Contractors general construction costs Waste C-GW-15 Contract authorized company for hazardous waste disposal. Waste DB Contractor CSC Management removal costs and Training part of general construction costs. Water Use C-GW-16 Train construction personnel in soil and water protection Part of DB DB Contractor CSC measures, handling of fuels, spill control and response Contractors procedures and requirements. general construction costs C-GW-17 Ensure that all groundwater extraction activities, if planned, are Part of DB DB Contractor CSC in line with national permitting requirements. Contractors general construction costs Soils and Management C-SEMP-02 Prepare and implement a Pollution Prevention Plan. Part of DB DB Contractor CSC Geology Planning Contractors general construction costs Soil C-SO-01 The storage of hazardous materials will be restricted to No additional DB Contractor CSC Contamination designated impermeable hazardous materials storage areas cost located at least 50m from any surface water course or seasonal water channel. C-SO-02 A refueling procedure will be developed by the Contractor, Part of DB DB Contractor CSC and IPMU which will include a restriction on refueling within 50m of any Contractors to review and watercourse. normal costs approve plan C-SO-03 The Contractor's will ensure all material safety data sheets No additional DB Contractor CSC (MSDS) are kept on site with the relevant materials. cost

304 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-SO-04 Materials that can potentially react with each other will be No additional DB Contractor CSC segregated during storage. cost C-SO-05 Hazardous chemicals will be securely stored on site in a As above for DB Contractor CSC designated storage area. C-AQ-21 C-SO-06 Relevant personnel will be trained in safe use and handling of Part of DB DB Contractor CSC hazardous materials. Contractors general construction costs C-SO-07 Diesel storage tanks at construction camps will be located in Part of DB DB Contractor CSC suitably sized and constructed bunded areas that are designed Contractors to be impervious to water and fuel. The bund volume will be general designed to no less than 110% of the tank volume. Loading and construction off-loading connections will be located over secondary costs containment. C-SO-08 Regular inspections and maintenance will be carried out of No additional DB Contractor CSC secondary containment areas at camps to confirm that they are cost functioning effectively. C-SO-09 Information will be incorporated into the Site induction process No additional DB Contractor CSC and will outline the role of personnel in the management of cost waste and emissions from site and spill response procedures. C-SO-10 Site induction training will be supplemented by regular ‘toolbox’ No additional DB Contractor CSC talks with relevant personnel if inspections or audits highlight cost failings in waste management. C-SO-11 Spill response equipment (absorbents etc.) will be available in No additional DB Contractor CSC hazardous materials storage areas. cost C-SO-12 Relevant construction personnel will be trained in use of spill No additional DB Contractor CSC kits and disposal practices. cost C-SO-13 Vehicles delivering fuel or hazardous liquids will carry See C-GW-01 DB Contractor CSC appropriate spill kits to allow an initial response to any spill to above. be deployed. C-SO-14 All mobile plant (excluding vehicles) will be integrally bunded or No additional DB Contractor CSC will be equipped with a bund or drip tray which will be regularly cost inspected and emptied to prevent rainwater accumulating. Borrow pits C-SO-20 Only state licensed borrow pits and quarries will be allowed for No additional DB Contractor CSC and Quarries use. cost

305 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-SO-21 Undertake an initial environmental and social audit of the facility. Part of DB DB Contractor CSC The audit shall be repeated on a six-monthly basis. Contractors general construction costs Biodiversity Management C-SEMP-07 Prepare and implement a Biodiversity Management Plan, based Part of DB DB Contractor CSC Planning upon the BAP. Contractor’s general construction costs Disturbance of C-BIO-01 Minimize marine construction activities in the peak cetacean No extra cost. DB Contractor CSC marine species migration season, by starting marine construction activities in February and finishing in/before August the next year. Invasive alien C-BIO-02 Take care to avoid introduction of invasive alien species to the Part of DB DB Contractor CSC species Project area through: washing of vehicles, equipment and Contractor’s supplies before entry to the Project area; monitoring for invasive general species; and control/eradication of invasive species where found. construction costs Economy and Employment C-EEL-01 Targets for local recruitment from the local communities will be No additional DB Contractor IPMU Employment agreed with the Contractor and IPMU. cost C-EEL-02 Unskilled labor will be preferentially recruited from the Project No additional DB Contractor CSC affected communities. cost C-EEL-03 Applications for employment will only be considered if No additional DB Contractor CSC submitted via the official application procedure. cost C-EEL-04 Recruitment procedures will be transparent, public and non- No additional DB Contractor CSC discriminatory and open with respect to ethnicity, religion, cost sexuality, disability or gender. C-EEL-05 Clear job descriptions will be provided in advance of No additional DB Contractor CSC recruitment and will explain the skills required for each post. cost C-EEL-06 Job vacancies will be advertised in the local communities through No additional DB Contractor CSC appropriate and accessible media (consistent with employment cost targets). Procurement C-EEL-07 Environmental considerations will be included in the Project No additional DB Contractor CSC of goods and procurement process. cost services C-EEL-08 A plan will be developed and implemented that will aim to Part of DB DB Contractor CSC discourage and prevent the workforce from purchasing goods Contractors

306 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility from informal vendors, to discourage vendors from establishing general themselves at construction camp fence-lines in the hope of construction securing additional business. costs C-EEL-09 The Project will seek to purchase goods and services from No additional DB Contractor CSC within Timor-Leste and will monitor such purchases cost Community C-EEL-10 A Company policy limiting alcohol consumption in construction No additional DB Contractor CSC Relations camps will be applied. cost C-EEL-11 An employee Code of Conduct will be prepared and issued to Part of DB DB Contractor CSC all recruits and camp residents during the employee induction Contractors process. general construction costs C-EEL-12 Review measures to mitigate community health and safety Part of DB DB Contractor CSC impacts regularly, and consult community leaders every six Contractors months, informing them on the status of implementation and general results, and discussing any changes needed to the ‘Pollution construction Prevention Plan’ or the ‘Community Health, Safety and Security costs Plan’ in advance of proposed changes. C-EEL-13 Prohibit the workforce from participating in illegal activities, No additional DB Contractor CSC including use of illegal drugs, bribery and corruption or cost requesting or receiving gifts from communities. C-EEL-14 Workforce training will include a briefing on camp rules and Part of DB DB Contractor CSC awareness of local social issues and sensitivities. Contractors general construction costs C-EEL-15 No unauthorized access to, or use of, camp facilities will be Part of DB DB Contractor CSC allowed. Contractors general construction costs C-EEL-16 No fishing and unauthorized gathering of products (e.g., No additional DB Contractor CSC firewood) by the workforce will be allowed. cost C-EEL-17 A range of recreational facilities will be provided within the Part of DB DB Contractor CSC camps to reduce the need for finding recreation in the local Contractors community. general

307 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility construction costs Gender Equal C-GEN-01 A stand-alone Gender Action Plan will be prepared to govern Part of DB DB Contractor CSC and IPMU Opportunities the principles, requirements and gender inclusions and Contractors to review and development, including gender issues in land acquisition and normal costs approve plan resettlement planning, implementation and monitoring C-GEN-02 Provision of employment opportunities for women, especially in No additional DB Contractor CSC the civil works by setting targets for female labor force cost participation. C-GEN-03 Commit to core labor standards (not hiring child labor and equal No additional DB Contractor CSC pay for equal work). cost C-GEN-04 Deliver specific training on GBV-SEAH in Timor-Lese to all Part of DB DB Contractor CSC contracted employees and provide Grievance Redress Contractors Mechanism to report GBV-SEAH and other concerns. general construction costs C-GEN-05 Training staff on issues such as HIV/AIDS and trafficking in Part of DB DB Contractor CSC persons. Contractors general construction costs Land Land Use C-LU-01 Implementation of the LASCP. See LASCP for IPMU ADB Acquisition and final costs Compensations Beto-Tasi C-LU-02 A new school must be constructed prior to the demolition of Part of DB DB Contractor CSC School the old school to ensure that schooling is not interrupted. Contractors general construction costs C-LU-03 The school should be constructed at least 100m from the new Part of DB DB Contractor CSC boundary airport to reduce potential noise impacts. Contractors general construction costs Waste Management C-SEMP-03 Prepare and implement a Waste Management Plan. Part of DB DB Contractor CSC and IPMU Management Planning Contractors to review and normal costs approve plan

308 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-SEMP-04 Prepare and Implement a Spoil Disposal Plan. Part of DB DB Contractor CSC and IPMU Contractors to review and normal costs approve plan General Waste C-WA-01 Ensure that the waste hierarchy is followed including prevention, Part of DB DB Contractor CSC minimization, reuse and recycling. Contractors general construction costs C-WA-02 Proper storage, maximum reuse and recycling of waste and Part of DB DB Contractor CSC timely removal of unusable waste to agreed location according Contractors to national waste management regulations. general construction costs C-WA-03 Provide regular training of staff in waste management issues. Part of DB DB Contractor CSC Contractors costs Recycling C-WA-04 All recyclable waste (plastic, metal, paper, etc.) will be sorted on Part of DB DB Contractor CSC source and sent for recycling where facilities for recycling of Contractors these materials exist. general construction costs Liquid Waste C-WA-05 Provide septic tanks for the camp sites servicing less than 150 As C-AQ-17 DB Contractor CSC employees. above. C-WA-06 State authorized company to remove the liquid waste regularly Waste DB Contractor CSC for treatment at Dili wastewater treatment plant. For larger removal costs sites, provide multiple septic tank facilities, or package part of general wastewater treatment plants. construction costs. Domestic Inert C-WA-07 Collect domestic waste in containers fitted with lids to avoid Part of DB DB Contractor CSC Waste attraction of scavengers, scattering around. The lid will also Contractors protect waste from rain. general construction costs C-WA-08 Remove domestic waste to the nearest landfill (Tibar) under Waste DB Contractor CSC agreement with state authorized waste management companies. removal costs part of general

309 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility construction costs. C-WA-09 Provide garbage bins and facilities within the project site for Part of DB DB Contractor CSC temporary storage of domestic solid waste and construction Contractors waste. general construction costs C-WA-10 Waste storage containers will be covered, tip-proof, Part of DB DB Contractor CSC weatherproof and scavenger proof. Contractors general construction costs C-WA-11 Ensure that wastes are not haphazardly dumped within the Part of DB DB Contractor CSC project site and adjacent areas. Contractors general construction costs C-WA-12 Routine inspections of the coastline to collect any waste Part of DB DB Contractor CSC materials blown there from the worksite. Contractors general construction costs Hazardous C-WA-13 Use containers suitable for each type of waste. Part of DB DB Contractor CSC waste Contractors general construction costs C-WA-14 Prohibit use of damaged containers. Check integrity of No additional DB Contractor CSC containers – regularly. cost C-WA-15 Mark containers adequately specifying the waste types. Part of DB DB Contractor CSC Contractors general construction costs C-WA-16 Provide secondary containment for hazardous waste liquids. Part of DB DB Contractor CSC Contractors

310 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility general construction costs C-WA-17 Do not mix various waste streams. No additional DB Contractor CSC cost C-WA-18 Hazardous wastes generated shall be stored at the airport in a 10,000 USD DB Contractor CSC dedicated hazardous waste storage area throughout the for hazardous construction phase. waste storage area C-WA-19 The storage area should be covered, concrete lined, bunded and Part of DB DB Contractor CSC comprise specific storage areas for asbestos, hazardous liquid Contractors waste and contaminated materials. general construction costs C-WA-20 A record of all waste arriving at the storage area shall be kept. No additional DB Contractor CSC cost Spoil Material C-WA-23 All spoil sites will be reinstated as per the spoil disposal plan and Part of DB DB Contractor CSC to the satisfaction of the CSC. Contractors general construction costs Noise and Underwater C-NV-01 Avoid any marine piling or blasting, and any transport of Part of DB DB Contractor CSC Vibration noise reclamation material by sea. Place rubble material into the Contractors seabed using a crane with a claw rather than pushing the rubble general into the seabed thereby avoiding the noise generated by rocks construction grinding against each other. costs General C-NV-03 Construction of non-essential runway components will be No additional DB Contractor CSC Construction scheduled for the daytime periods only. cost Noise C-NV-04 Based BS-5228, a number of measures shall be applied to Part of DB DB Contractor CSC construction equipment to reduce noise levels as shown in Contractors Section 8.5.5 of the EIA. general construction costs C-NV-05 Equipment and vehicles will be regularly maintained in Part of DB DB Contractor CSC accordance with the manufacturer's recommendations. Contractors general

311 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility construction costs C-NV-06 Driver training will include advice on behaviors to reduce the No additional DB Contractor CSC potential for disturbance, including use of horn, loud radios with cost windows open, switching engines off when not in use, strictly observing speed limits and not accelerating or braking aggressively. C-NV-07 Project induction training will include instructions about No additional DB Contractor CSC minimizing noise disturbance. cost C-NV-08 Local residents will be forewarned of planned activities that are No additional DB Contractor CSC considered by the Project to be noisy. cost C-NV-09 The construction camp, or any ancillary facility shall not be No additional DB Contractor CSC located within 100 meters of residential or other sensitive cost receptors. C-NV-10 If complaints are received from the local community regarding Temporary DB Contractor CSC construction noise and instrumental monitoring identifies the noise barriers. complaints as valid temporary noise barriers will be constructed 100 USD per around the construction zone, or at the border with the affected meter. 100 m. receptors (depending upon the most suitable option) to reduce 10,000 USD noise level. The barrier will remain in place through the entire total construction period in the specific impact zone. Vibration C-NV-11 Ensure that all haul routes avoid residential areas as far as No additional DB Contractor CSC possible. cost PCR Banyan Tree C-PCR-01 The sacred Banyan tree will be demarcated with an appropriate Part of DB DB Contractor CSC sign throughout construction. Contractors general construction costs C-PCR-01 Workers in this area will be informed of the status of the tree No additional DB Contractor CSC prior to starting work in this area. cost Access, Roads Traffic C-SEMP-05 Prepare and implement traffic management plan. Part of DB DB Contractor CSC and IPMU and Management Contractors to review and Community Planning normal costs approve plan Infrastructure Roads C-IU-01 Undertake a road condition survey. Before completion of the Part of DB DB Contractor CSC Project the CSC will repeat the survey to determine which, if Contractors any roads need to be repaired. general

312 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility construction costs C-IU-02 Provide adequate traffic signs, appropriate lighting, well-designed Part of DB DB Contractor CSC traffic safety signs, barriers and flag persons for traffic control Contractors especially at the entrance to the work site. general construction costs C-IU-03 The access road east of the airport boundary will be constructed No additional DB Contractor CSC before the existing access road is closed for use by traffic, e.g., cost before the start of construction works in the airport. Utilities C-IU-04 Any damage to existing utilities will be repaired immediately (in Part of DB DB Contractor CSC association with the Utility). Contractors general construction costs C-IU-05 Local community will be informed 24 hours in advance of any No additional DB Contractor CSC temporary disruptions to utilities (more than 1 hour in cost duration). Workers Management C-SEMP-06 Prepare and implement an OHS plan. The DB contractor shall Part of DB DB Contractor CSC and IPMU Rights and Planning adopt and implement human resources policies and procedures Contractors to review and OHS appropriate to its size and workforce that set out its approach normal costs approve plan to managing workers consistent with the requirements of IFC Performance Standard 2 and national law. Training C-OHS-01 All workmen will be required to attend a safety induction course No additional DB Contractor CSC before they are allowed access to the work site. cost C-OHS-02 Periodic safety course will be conducted not less than once No additional DB Contractor CSC every two months. cost C-OHS-03 Regular safety meetings will be conducted on a monthly basis. No additional DB Contractor CSC cost Inspections C-OHS-04 Regularly inspect, test and maintain all safety equipment Part of DB DB Contractor CSC (including firefighting equipment), scaffolds, guardrails, working Contractors platforms, hoists, ladders and other means of access, lifting, general lighting, signing and guarding equipment. construction costs C-OHS-05 Lights and signs will be kept clear of obstructions and legible to No additional DB Contractor CSC read. cost

313 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-OHS-06 Equipment, which is damaged, dirty, incorrectly positioned or Part of DB DB Contractor CSC not in working order, will be repaired or replaced immediately Contractors by the DB Contractor. general construction costs PPE C-OHS-07 Workers will be provided (before they commence works) with Part of DB DB Contractor CSC of appropriate PPE suitable for electrical work such as safety Contractors boots, harnesses, helmets, gloves, protective clothes, goggles, general and ear protection at no cost to the workers. construction costs C-OHS-08 Specific PPE will be provided to staff working offshore, including Part of DB DB Contractor CSC life vests. Contractors general construction costs General OHS C-OHS-09 All construction plant and equipment used on or around the Site Part of DB DB Contractor CSC will be fitted with appropriate safety devices. Contractors general construction costs C-OHS-10 Zones with noise level above 80 dBA must be marked with No additional DB Contractor CSC safety signs and appropriate PPE must be worn by workers. cost C-OHS-11 Portable toilet facilities for workers at road work sites will be See C-AQ-15 DB Contractor CSC provided. above C-OHS-12 Fencing on all areas of excavation greater than 2 m deep will be Part of DB DB Contractor CSC installed along with warning signs. Contractors general construction costs C-OHS-13 Keep air inlet filters clean and free of dust and microorganisms. Part of DB DB Contractor CSC Contractors general construction costs C-OHS-14 Ensure reversing signals are installed on all construction vehicles. Part of DB DB Contractor CSC Contractors

314 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility general construction costs C-OHS-15 Implement fall prevention and protection measures whenever a No additional DB Contractor CSC worker is exposed to the hazard of falling more than two cost meters, falling into operating machinery or through an opening in a work surface. C-OHS-16 Mark the areas where risk of injuries from falling objects exist No additional DB Contractor CSC with rope or flagging to minimize risks and injuries. cost C-OHS-17 Employ flag persons to control traffic when construction Part of DB DB Contractor CSC equipment is entering or leaving the work area. Contractors general construction costs C-OHS-18 A suitably staffed and equipped health clinic for all workers is to Part of DB DB Contractor CSC be provided on site. Contractors general construction costs C-OHS-19 First aid kits (compliant with OSHA standard 1910.266 App. A) Part of DB DB Contractor CSC will be provided at all work sites. Contractors general construction costs C-OHS-20 The Contractor shall keep a log of both training records and No additional DB Contractor CSC safety incidents including near misses. cost Workers C-OHS-21 Set targets for local employment based on initial assessment of No additional DB Contractor CSC Rights the labor market for unskilled and semi-skilled work force. cost C-OHS-22 For unskilled the Contractor shall use a ‘ballot’ system to ensure No additional DB Contractor CSC that employment is fair and not weighted to connected people cost for unskilled roles. Repatriation of locals through recruitment measures will use online resources. C-OHS-23 Provisions in the Contractors contract are to include as far as No additional DB Contractor CSC practicable items to address the collective bargaining, cost retrenchment, worker accommodation and non-employee

315 Presidente Nicolau Lobato International Airport Expansion Project, Timor-Leste Environmental Impact Assessment

Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility worker gaps, to ensure that ILO and Lender requirements are met. C-OHS-24 All employees will receive at least the minimum wage as defined No additional DB Contractor CSC by GoTL legislation cost C-OHS-25 All workers will have contracts describing their job description No additional DB Contractor CSC and conditions of work and will have the contents explained to cost them. C-OHS-26 Designate a qualified environmental, health and safety personnel. Staff Costs DB Contractor CSC itemized below. Asbestos C-OHS-27 Survey buildings for presence of asbestos or asbestos containing Part of DB DB Contractor CSC material before demolition of properties subject to acquisition. Contractors general construction costs C-OHS-28 If registered, the Contractor shall prepare a Method Statement Part of DB DB Contractor CSC for the Safe Management of Asbestos following international Contractors best practices such as HSE-A14. general construction costs C-OHS-29 The method statement shall be submitted to the CSC for No additional DB Contractor CSC approval before any works involving asbestos materials can cost commence. Sub- C-OHS-30 All Project sub-contractors will be supplied with copies of the No additional DB Contractor CSC contractors SEMP. cost C-OHS-31 Provisions will be incorporated into all sub-contracts to ensure No additional DB Contractor CSC the compliance with the SEMP at all tiers of the sub-contracting. cost C-OHS-32 All subcontractors will be required to appoint a safety No additional DB Contractor CSC representative who will be available on the Site throughout the cost operational period of the respective sub-contract unless the CSCs approval to the contrary is given in writing. COVID-19 C-OHS-33 Provide COVID-19 appropriate PPE. Part of DB DB Contractor CSC Contractors general construction costs

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-OHS- Testing of all staff arriving in country. Part of DB DB Contractor CSC 33a Contractors general construction costs C-OHS-34 Provision of health clinic staffed full time at construction camps. Part of DB DB Contractor CSC Contractors general construction costs C-OHS-35 Provide handwashing facilities and sanitizers at all camps sites Part of DB DB Contractor CSC and work zones. Contractors general construction costs C-OHS-36 Provide Quarantine accommodation. 10,000 USD DB Contractor CSC Community Grievances C-CHS-01 Implement the Grievance Procedure to provide opportunity for No additional DB Contractor CSC Health and local residents to raise concerns. cost Safety Community C-CHS-02 Review measures to mitigate community health and safety No additional DB Contractor CSC Liaison impacts regularly and will consult with local communities every cost two months, informing them on the status of the Project. C-CHS-03 Deliver safety awareness training to, local children and their parents and/or their teachers. C-CHS-04 Information boards will be placed at site entrances and close to Part of DB DB Contractor CSC work sites (including on the beach) providing up to date Contractors information on the Project and potential upcoming issues, e.g., general daytime piling works. construction costs C-CHS-05 The east end access road will be surveyed and set out (i.e., Part of DB DB Contractor CSC marked out and, where necessary, fenced off). The Contractor Contractors will be required to keep within the designated footprint. general construction costs C-CHS-06 Construction traffic warning signs will be positioned at road Part of DB DB Contractor CSC crossings and other appropriate locations as determined by the Contractors general

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility Project, for example along access routes before they are used construction by construction traffic. costs Accidents C-CHS-07 Temporary traffic control measures will be employed at road Part of DB DB Contractor CSC crossings and junctions (flagmen, temporary traffic lights) where Contractors a safety risk assessment has identified traffic control measures general will reduce the risk of traffic accidents. construction costs C-CHS-08 Random drug and alcohol testing of the workforce will be Part of DB DB Contractor CSC conducted, recorded and audited regularly. Contractors general construction costs C-CHS-09 Temporary traffic control (e.g., flagmen) and signs will be Part of DB DB Contractor CSC provided where necessary to improve safety and provide Contractors directions. general construction costs C-CHS-10 Where traffic is diverted around crossings, traffic control or Part of DB DB Contractor CSC careful selection of the exit from the working areas will be Contractors provided with the aim of ensuring vehicles join the road in a safe general manner. construction costs C-CHS-11 Vehicle movements will be restricted to defined access routes No additional DB Contractor CSC and demarcated working areas (unless in the event of an cost emergency). Conflict With C-CHS-12 The Project will implement the ‘Voluntary Principles on Security No additional DB Contractor CSC Security and Human Rights’ cost Personnel C-CHS-13 Due diligence will be applied to selection of security providers, No additional DB Contractor CSC rules of engagement will be devised, and training provided to all cost personnel. Performance will be monitored and audited periodically. STD C-CHS-14 A worker education and awareness program regarding the risks 5,000 USD for DB Contractor CSC and prevention measures associated with STDs including training course HIV/AIDS and other communicable diseases (e.g., TB) will be implemented.

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-CHS-15 The Project will make information on communicable diseases Part of C- DB Contractor CSC and STDs available to communities’ close to the camps. CHS-14 training costs Noise and Air C-CHS-16 Provide masks and ear protection to locals. Part of DB DB Contractor CSC quality Contractors normal costs Asphalt plant Management C-SEMP-07 Prepare and implement Construction Camp Management Plan Part of DB DB Contractor CSC and IPMU concrete Planning Contractors to review and batching and normal costs approve plan camps C-SEMP-08 Prepare and implement an Asphalt Plant Management Plan Part of DB DB Contractor CSC and IPMU Contractors to review and normal costs approve plan C-SEMP-09 Prepare and implement a Concrete Batching Plant Management Part of DB DB Contractor CSC and IPMU Plan. Contractors to review and normal costs approve plan Construction C-CC-01 Prior to commencement of works, identify the location of the Part of DB DB Contractor CSC Camp camp and undertake environmental and social screening of the Contractors site to ensure that no significant environmental or social issues general will arise as a result of the use of the site construction costs C-CC-02 The results of the screening will be provided to the CSC and No additional DB Contractor CSC IPMU for their review and approval. No construction camp will cost be located within 50m of a residential area. C-CC-03 Rain-water run-off arising on the site will be collected, removed Part of DB DB Contractor CSC from the site via a suitable and properly designed temporary Contractors drainage system and disposed of at a location and in a manner general that will cause neither pollution nor nuisance. The drainage construction system will be fitted with oil and grease interceptors. costs C-CC-04 There will be no direct discharge of sanitary or wash water to No additional DB Contractor CSC the Comoro river. cost C-CC-05 Provide a wash pit or a wheel washing and/or vehicle cleaning Part of DB DB Contractor CSC facility at the exits from the sites Contractors general construction costs

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility C-CC-06 Ensure that all vehicles are properly cleaned (bodies and tires Part of DB DB Contractor CSC are free of sand and mud) prior to leaving the site areas. Contractors general construction costs C-CC-07 Provide necessary cleaning facilities on site and ensure that no Part of DB DB Contractor CSC water or debris from such cleaning operations is deposited off- Contractors site. general construction costs C-CC-08 Ensure that potable water for construction camps and workers Part of DB DB Contractor CSC meets the necessary water quality standards outlined in this Contractors report. If groundwater is to be used it will be tested weekly to general ensure that the water quality meets drinking water standards. construction costs Concrete C-CC-09 Batching plants will be located downwind of residential areas and No additional DB Contractor CSC Batching not within 100m of any residential area cost Asphalt Plant C-CC-10 The entire batching area traversed by vehicles – including Part of DB DB Contractor CSC driveways leading into and out of the area – will be paved with Contractors a hard, impervious material. general construction costs C-CC-11 Sand and aggregates will be delivered in a dampened state, using Part of DB DB Contractor CSC covered trucks. If the materials have dried out during transit Contractors they will be re-wetted before being dumped into the storage general bunker. construction costs C-CC-12 Sand and aggregates will be stored in a hopper or bunker which Part of DB DB Contractor CSC shields the materials from winds. The bunker should enclose the Contractors stockpile on three sides. The walls should extend one meter general above the height of the maximum quantity of raw material kept construction on site and extend two meters beyond the front of the stockpile. costs C-CC-13 The hopper or bunker will be fitted with water sprays, which Part of DB DB Contractor CSC keep the stored material damp at all times. Monitor the water Contractors content of the stockpile to ensure it is maintained in a damp general condition.

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility construction costs C-CC-14 Overhead storage bins will be totally enclosed. The swivel chute Part of DB DB Contractor CSC area and transfer point from the conveyor will also be enclosed. Contractors general construction costs C-CC-15 Rubber curtain seals may be needed to protect the opening of Part of DB DB Contractor CSC the overhead bin from winds. Contractors general construction costs C-CC-16 Conveyor belts which are exposed to the wind and used for raw Part of DB DB Contractor CSC material transfer will be effectively enclosed, to ensure dust is Contractors not blown off the conveyor during transit. Conveyor transfer general points and hopper discharge areas will be fully enclosed. construction costs C-CC-17 Conveyor belts will be fitted with belt cleaners on the return Part of DB DB Contractor CSC side of the belt. Contractors general construction costs C-CC-18 Weigh hoppers at front-end loader plants will be roofed and Part of DB DB Contractor CSC have weigh hoppers shrouded on three sides, to protect the Contractors contents from the wind. The raw materials transferred by the general front-end loader should be damp, as they are taken from a construction dampened stockpile. costs C-CC-19 Store cement in sealed, dust-tight storage silos. All hatches, Part of DB DB Contractor CSC inspection points and duct work will be dust-tight. Contractors general construction costs C-CC-20 Silos will be equipped with a high-level sensor alarm and an Part of DB DB Contractor CSC automatic delivery shut-down switch to prevent overfilling. Contractors general

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility construction costs C-CC-21 Cement dust emissions from the silo during filling operations Part of DB DB Contractor CSC must be minimized. The minimum acceptable performance is Contractors obtained using a fabric filter dust collector general construction costs C-CC-22 Totally enclose the cement weigh hopper, to ensure that dust Part of DB DB Contractor CSC cannot escape to the atmosphere. Contractors general construction costs C-CC-23 An inspection of all dust control components will be performed Part of DB DB Contractor CSC routinely – for example, at least weekly. Contractors general construction costs C-CC-24 All contaminated storm water and process wastewater will be Part of DB DB Contractor CSC collected and retained on site. Contractors general construction costs C-CC-25 All sources of wastewater will be paved and bunded Part of DB DB Contractor CSC Contractors general construction costs C-CC-27 - Contaminated storm water and process wastewater will be Part of DB DB Contractor CSC C-CC-32 captured and recycled. Contractors general construction costs C-CC-33 Asphalt plants will be located downwind of residential areas and No additional DB Contractor CSC not within 100m of any residential area. cost C-CC-34 Adequate Personal Protective Equipment (PPE) will be provided Part of DB DB Contractor CSC to staff working in areas of high noise and emissions. Contractors

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility general construction costs C-CC-35 Ensure all hazardous materials are stored (including within Part of DB DB Contractor CSC suitable sized bunds for liquids), handled and disposed of Contractors according to their Material Safety Data Sheet (MSDS). general construction costs C-CC-36 Copies of MSDS will be kept on site with all hazardous materials. No additional DB Contractor CSC cost C-CC-37 The Contractor will keep a plan of site indicating where all No additional DB Contractor CSC hazardous materials are stored. cost C-CC-38 The Contractor will include the asphalt plant in his Traffic No additional DB Contractor CSC Management Plan, including haul routes from the plant. cost C-CC-39 To prevent bitumen burns it will be compulsory for the workers Part of DB DB Contractor CSC handling hot bitumen to wear full-body protection. Contractors general construction costs C-CC-40 All transportation, handling and storage of bitumen will be Part of DB DB Contractor CSC handled safely by experienced personnel. Contractors general construction costs C-CC-41 The dust from the manufacturing process may pose respiratory Part of DB DB Contractor CSC hazards, hence protective air mask will be provided to the Contractors operators for the loading and unloading of aggregates. general construction costs C-CC-42 Hearing protectors will be provided those working on the plant. Part of DB DB Contractor CSC Contractors general construction costs C-CC-43 First Aid kits (compliant with OSHA standard 1910.266 App. A) Part of DB DB Contractor CSC will be available on site for the workers in case of emergency. Contractors

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Topic Impact / Mitigation Commitment Cost Implementation Monitoring Issue Ref. # Responsibility Responsibility general construction costs C-CC-44 The MSDS for each chemical product will be made accessible No additional DB Contractor CSC onsite and displayed. cost C-CC-45 Undertake an initial environmental and social audit of any Part of DB DB Contractor CSC existing asphalt plant or batching plant. Contractors general construction costs C-CC-46 The results of the audit will be submitted to the CSC for review No additional DB Contractor CSC before any site is used. cost C-CC-47 The audit shall be repeated on a six-monthly basis. Part of DB DB Contractor CSC Contractors general construction costs Approximate Total Cost 0.54m USD

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Table 130: Operational Phase EMP Topic Impact / Mitigation Commitment Cost Implementation Issue Ref. # Responsibility Air Quality Emissions O-AQ-01 Prepare an Airport Air Quality Management Plan which would form part of an 75,000 USD Airport Operator (AO) overarching Airport ESMS. for ESMS Climate High wind O-CC-01 Purchase of a modern Airport Weather Observation System (AWOS) system. TBD Airport Operator (AO) Change speeds O-CC-01 Live data to support real time decision making on aviation safety. TBD Airport Operator (AO) O-CC-01 Ensure training of aviation meteorologists in new equipment and that it meets ICAO TBD Airport Operator (AO) aviation standards. Biodiversity Wildlife O-BIO-01 Implement Wildlife Hazard Management Plan. No additional Airport Operator (AO) hazards cost O-BIO-02 Avoid key bird flight times in the morning and evening. No additional Airport Operator (AO) cost O-BIO-03 Require a minimum flight height to the west of the airport. No additional Airport Operator (AO) cost Gender Working O-GEN-01 Support of improved working conditions for current female PNLIA employees by 10,000 USD Airport Operator (AO) Conditions building separate shower rooms and toilets and ensuring safe working environment Noise and Aircraft O-NV-01 - Prepare an airport Noise Management Plan which would form part of an overarching Part of costs Airport Operator (AO) Vibration Noise O-NV-08 Airport ESMS for the operational phase of the Project. for O-AQ-01 Community Access to O-CHS-01 The airport boundary shall be securely fenced to prevent people and livestock Included as DB Contractor Health and the airport entering the airport. part of Project Safety construction costs Total Cost 85,000 USD

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10.3. Specific EMP (SEMP)

963. The SEMP is the document that the DB Contractor will prepare outlining how he intends to implement the EMPs and ensure that all of the mitigation and monitoring is completed according to the implementation arrangements specified in the EMPs and the EIA as a whole.

964. The SEMP will describe the precise location of the required mitigation / monitoring, the persons responsible for the mitigation / monitoring, the schedule and reporting methodology. The SEMP and all of its topic and site-specific plans will be submitted to the CSC and IPMU for approval at least 30 days before taking possession of any work site. No access to the site will be allowed until the SEMPs are approved by the CSC and IPMU. New topic specific or site specific EMPs may also need to be developed by the Contractor during the construction phase. These new plans will also need to be approved by the CSC and the IPMU.

965. The SEMP will include the following topic specific plans:

Table 131: SEMP Topic Specific Plans Approvals Plan (EMP Ref. #) IPMU CSC

Pollution Prevention Plan (C-SEMP-02) Yes Yes

Waste Management Plan (C-SEMP-03) Yes Yes

Spoil Disposal Plan (C-SEMP-04) Yes Yes

Traffic Management Plan (C-SEMP-05) Yes Yes

Occupational Health and Safety Plan (C-SEMP-06) Yes Yes

Biodiversity Management Plan (C-SEMP-07) Yes Yes

966. The following site-specific plans will also be required:

Table 132: SEMP Site Specific Plans Plan (EMP Ref. #) Approvals IPMU CSC

Construction Camp Management Plan (C-SEMP-08) Yes Yes

Asphalt Plant Management Plan (C-SEMP-09) Yes Yes

Concrete Batching Plant Management Plan (C-SEMP- Yes Yes 10)

967. Guidelines for the preparation of a SEMP is provided in Appendix H. In addition to the plans provided in the SEMP, the Contractor will also be responsible for the following documents:  Code of Conduct.

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10.4. Bid Documents

968. The Bid Documents for the potential Contractors will contain two sections relating to environmental issues, firstly a basic clause indicating that the Contractor will be responsible for following the requirements of the EMPs and that he should prepare his own SEMP for the Project. Secondly, the EMPs will be repeated in its entirety as an Annex to the Bid Documents so as the bidder is aware of his environmental requirements under the Project and help him put environmental costs to his proposal. Environmental cost items will be included in the Bill of Quantities.

10.5. Contract Documents

969. The Contract Documents will follow a broadly similar pattern to the Bid Documents. It is not considered necessary to repeat the mitigation measures verbatim in a list of environmental contract provisions, rather the Contract will specify that the DB Contractor is responsible for implementation of the EMPs via his SEMP. Again, the EMPs will be included as an Annex to the Contract so the Contractor will be liable for any non-conformance with the EMPs, and thereby this EIA.

10.6. Implementation Overview

970. A number of parties will be responsible for the timely implementation of the EMP, they include:  Integrated Project Management Unit (IPMU)  Construction Supervision Consultant (CSC)  Design Build (DB) Contractor.  Airport Operator (AO)

971. Their respective responsibilities are outlined below.

10.6.1. Integrated Project Management Unit (IPMU)

Responsibilities

972. IPMU is responsible for supervising the CSC, Contractor and EMP implementation for overall compliance with ADBs SPS (2009) requirements and project environment-related legal covenants. The IPMU’s responsibilities include the following, but not limited to:  Reviewing and approval of the Contractor(s) EMP(s) in coordination with Construction Supervision Consultant. ;  Monitoring implementation of the Contractor(s) EMP(s) and environmental performance of the project in coordination with Construction Supervision Consultant. ;  Monitoring implementation of the Contractor(s) EMP(s) for significant environmental impacts of the project in coordination with the External Environmental Expert. ;  Contributing to preparation of Semi-annual environmental monitoring reports (SEMRs) based on the Contractor’s Monthly SEMRs and field visits. Submitting SEMRs to ADB within 1 month after the completion of the reporting period.  Updating project’s EIA/EMP for the detailed design including assessment of the associated facilities (new airport terminal) in coordination with JICA’s environmental specialist. The same terms should also be considered for other infrastructure components funded by the government or other stakeholders (VIP Terminal, access road, car park, among others).  In case of poor environmental performance of the Contractor(s), issuing non-compliance notices to Contractors in coordination with CSC. Ensuring that the corrective measures are identified, and Corrective Action Plans are timely prepared and implemented.;  Organizing trainings in environmental management, health and safety for Contractor(s) and relevant staff of the IPMU.

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973. If any change in design, unanticipated environmental or social impacts become apparent during project implementation, the IPMU will be required to immediately inform ADB and (i) assess the significance of such unanticipated impacts; (ii) evaluate the options available to address them through a Corrective Action Plan (CAP); and (iii) update the EMP.

Capacity

974. To ensure timely and appropriate implementation of the EMP an International IPMU Safeguards Officer (SO) will be employed for a six-month duration. The IPMU SO will be assisted by the environmental specialists of the CSC in supervising the implementation of EMP / SEMP.

10.6.2. Construction Supervision Consultant

975. The CSC will ensure the correct implementation of the Project’s EMP, and all related documents during the construction phase.

Prior to commencement of the works

976. The CSC shall be responsible for the following:  Organize a training program for IPMU staff (specifically the Safeguard Specialist) on how the environmental aspects of the project will be monitored, giving emphasis on SEMP evaluation; compliance monitoring of construction activities and preparation of corresponding reports; supervision responsibilities and interaction with contractors; and documentation, resolution and reporting of non-compliance issues and complaints;  Provide guidance to the IPMU Safeguard Specialist on the environmental and social aspects of the project with emphasis on compliance monitoring and reporting;  Assist the IPMU with establishing and operating the grievance redress mechanism, including creating a grievance chart which is to be updated on a weekly basis;  Evaluate the environmental aspects of the DB Contractors’ method statements and working drawings and recommend corrective actions needed, if any, to ensure compliance with the project’s environmental and social requirements;  Review the DB Contractors’ SEMP and all topic specific (such as waste) and site-specific plans; recommend modifications to these documents to be compliant with: (a) the environmental and social requirements of the construction contracts as reflected in the EMP, and (b) the conditions of environmental approvals of the Government, if required;  Develop the compliance monitoring system to be used during the construction period for monitoring the contractors' performance relative to environmental requirements, including the preparation of: (a) monitoring and corrective action forms and checklists, (b) inspection procedures, and (c) documentation procedures;  Conduct orientation sessions with the DB Contractor on the compliance monitoring system to be used, notification of non-compliance, and the process of requiring contractors to implement corrective measures when necessary; and  Provide guidance to the DB Contractor on how their respective SEMP will be implemented including the: (a) requirements for each mitigation measure, and (b) implementation schedule of each mitigation measure taking into consideration the general requirement that no specific construction activity will be approved to be commenced if the associated mitigation measures for such activity are not ready before work commences.

During implementation of the works

977. The CSC shall be responsible for the following:  Supervise the implementation of the SEMPs and its relevant topic and site specific EMPs;

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 Evaluate the DB Contractors' submitted works activities and schedules relative to the requirements of the approved SEMP;  Undertake monthly inspection, monitoring and reporting of construction sites and all construction-related facilities to assess the DB Contractors’ compliance with the SEMP and the Project EMP.  Require the DB Contractors to update their respective SEMP when necessary;  Monitor the DB Contractors' compliance with health and safety, and labor requirements of the project as stipulated in the contract documents and their approved health and safety, and labor plans (including the outcome of labor audits), and require the Contractor to provide updated plans when necessary;  Monitor implementation of the BAP;  Record non-conformance cases, inform DB Contractor of improvements needed, respond to DB Contractors’ proposals, prepare corrective action plans for DB Contractor, and monitor their implementation;  Assess and approve use of temporary construction areas identified during construction such as camps, laydown areas, access roads, etc.  Include environmental and social monitoring in monthly monitoring reports for submission to the IPMU; and  Draft semi-annual environmental safeguard monitoring reports, as required by ADB.

Upon completion of the works

978. The CSC shall prepare a report on the Project's environmental and social compliance performance, including lessons learned that may help IPMU in their environmental monitoring of future projects. The report will be an input to the overall project completion report.

979. The CSC should retain the use of a team of environmental, social and health and safety specialists as shown in the figure below to provide oversight of the DB Contractors environmental performance as outlined above. Terms of reference for the specialists is provided below.

Figure 136: CSC Environmental, Social, Health and Safety Team

Project Manager

Environmental / Health and Safety Biodiversity Specialist Specialist

Environmental Specialist

*International in Green, National in Blue

International Environmental Specialist (IES)

980. The IES will prepare a detailed action plan including environmental monitoring checklists to be completed by the NES. He/she will work closely with the DB Contractors Environmental and Social

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Officer (ESO) and work on general environment focused tasks such as conducting environmental training and briefings to provide environmental awareness on ADB and the government environmental safeguards policies, requirements and standard operating procedures in conformity with the government’s regulations and international practice for project and IPMU Safeguards staff; ensure baseline monitoring and reporting of DB Contractor’s compliance with contractual environmental mitigation measures during the construction phase. Specifically, the IES will work closely with the ESO to ensure correct and timely implementation of the BAP through a BMP.

981. Qualified with at least a Masters degree in environmental sciences or equivalent. Preferably twenty years’ international experience in conducting environmental impact assessments and implementation of environment mitigation plans and/or monitoring implementation of environmental mitigation measures and health and safety plans during implementation of projects including marine activities. Good practical knowledge of bird identification and ecology (for training IPMU and AO staff) is strongly preferred. Working knowledge of Timor-Leste is preferred. Expertise in marine biodiversity is advantageous.

National Environmental Specialist

982. He/she will (i) review all documents and reports regarding the integration of environment aspects including DB Contractor’s SEMP, (ii) supervise the DB Contractors’ compliance to EMP, and (iii) prepare monthly compliance reports.

983. Qualified with a degree in environmental sciences or equivalent. Preferably five years’ experience in conducting environmental impact assessments and implementation of environment mitigation plans and/or monitoring implementation of environmental mitigation measures during implementation of projects including projects funded by developing partners.

National Occupational Health and Safety Specialist

984. Professionally qualified specialist in all health and safety aspects of major civil works construction, preferably with 5 years of experience with projects similar to the project. The specialist will be responsible to the Team Leader for ensuring that all aspects of the project comply with the health and safety provisions of the project’s civil works contracts, and with relevant GoTL laws and regulations.

Staff Costs

985. The following table provides a summary of the anticipated staff costs.

Table 133: CSC Environmental, Social, Health and Safety Staff Costs # Position Estimated No. of Month Cost ($) Total Cost ($) Months 1 National Environmental 27 1,500 40,500 Specialist 2 International Environmental 6 20,000 120,000 Specialist 3 National Occupational Health 27 1,500 40,500 and Safety Specialist

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10.6.3. Design Build Contractor

986. The DB Contractor will be responsible for the preparation of his SEMP. The SEMP will need to be fully compliant with the EMPs and this EIA and will need to be prepared within 30 days of Contract award and approved 10 days prior to access to the site.

987. In order to prepare and implement the SEMP (and the operational EMP during the defects liability period) a team of Specialists will be required as illustrated in the following figure and described in detail below.

Figure 137: DB Contractors Environmental, Social, Health and Safety Team

Project Manager

Environmental and Social Officer

Health and Safety Specialists

Environmental and Social Officer

988. During construction, the DB Contractor must retain the expertise of an Environmental and Social Officer (ESO) to implement and continually update the SEMP and to oversee and report on the operation throughout the contract period. The ESO will be the DB Contractors main focal point for all environmental, social, health and safety issues associated with the Project and will lead the other team members listed below.

989. The ESO will be full-time member of staff on the DB Contractors roster and should be on site at least five days per week. The required qualifications of the ESO are as follows:  Degree in environmental sciences and related expertise.  Fluent in English.  Experience of at least two construction projects of a similar size and scale.

990. One of the key tasks of the ESO will be to manage the biodiversity aspects of the Project. To do this the ESO should be well trained in (or have access to expertise in) the practical elements of protected species (including handling of species that they may have to move) and the recognition of sensitive habitats; they should also have a working understanding of wider environmental issues and the construction/engineering process. More specifically, the ESO shall be responsible for:  Identifying any areas of particular ecological sensitivity (e.g., with protected or notable habitats or species) that may need to be avoided.  Updating and implementation of the BAP as a Biodiversity Management Plan.  Translate mitigation requirements written in the SEMP and its sub-plans into practical measures on the ground.  Advise in a timely manner as to how best to address changeable and less predictable situations on the ground from an ecological perspective (e.g., should new species be encountered).

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 Ensure that all staff are fully aware of the environmental sensitivities of the site and their responsibilities, as outlined in the management plans (e.g., via practical toolbox talks ahead of the construction).  Take field notes and photographs to demonstrate compliance with the management plans.

991. In addition, the ESO will be responsible for the preparation of weekly environmental checklists and an environmental section of the DB Contractor’s monthly progress reports that shall be submitted to the CSC and IPMU for review. The CSC shall provide a template of the checklist to the DB Contractor.

992. The monthly reports, which will include the weekly environmental checklists, shall contain sections relating to:  General Progress of the Project.  Environmental Incidents, e.g., spills of liquids, accidents, etc.  Progress of any environmental initiatives, e.g., energy savings, recycling, etc.  Records of any environmental monitoring.  Conclusions and Recommendations.

993. The ESO shall provide daily toolbox training at the construction camp and also at construction sites. The ESO shall keep a record of all monthly training and toolbox training undertaken.

994. The ESO will also act as the Focal Person at the camp site for receiving and fixing grievances in the Logbook. The ESO shall also manage all social and labor related issues.

Health and Safety Specialists

995. The DB Contractor shall also hire a qualified Health and Safety Specialist (HSS) for the Project duration. The H&S specialist shall have at least five years on-site experience of similar sized infrastructure Projects. The HSS shall report directly to the ESO. The main responsibilities of the HSS will be:  Provide H&S training, including daily toolbox training sessions at each work site.  Approve H&S Plans for specific work activities.  Conduct routine site inspections and issue internal stop notices if necessary, for unsafe activities.  Maintain H&S statistics log for near misses, as well as incidents.  Provide H&S input to DB Contractor reports.

Staff Costs

996. The following table provides a summary of the anticipated staff costs.

Table 134: DB Contractor Environmental, Social, Health and Safety Staff Costs # Position Estimated No. of Month Cost ($) Total Cost ($) Months 1 Environmental and Social 27 1,500 40,500 Officer 2 Health and Safety Specialist 27 1,500 40,500

Control of Records

997. The list of records that must be available by the DB Contractor for review must include:  Work program and schedule;

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 Environmental permits and licenses;  List of equipment;  List of mitigation measures;  Route/program of construction material transportation;  Copies of correspondence related to environmental issues;  Site drainage plan;  Records of maintenance and cleaning schedules for sediment and oil/grease traps;  Records of sewage disposal (if relevant);  Records of quantity of discharged wastewater and concentration of pollutants;  Waste disposal records;  Written designation of waste disposal sites and instructions for waste transportation from local authorities;  Log of material inventories and consumption;  Chance find records (if any);  Complaints register;  Incidence register (environmental limits expedience forms, injuries records, etc.);  Records on remedial actions taken;  Equipment control and maintenance log;  Corrective and preventive action request records;  Training records.

998. These records shall be kept on-site by the DB Contractors ESO and available for inspection at any time.

999. The DB Contractor will also appoint a Focal Person at the camp site as well for receiving and fixing grievances in Logbook. It is recommended that the ESO fulfil this responsibility.

10.6.4. Airport Operator

1000. A review of the environmental and social capacity of ANATL (current Airport Operator) was undertaken as part of this assessment. The review found that there is limited capacity within the organization to undertake the tasks listed above. PLNIA has a ‘Safety Officer’ who has also been handed the task of ‘Wildlife Manager’ to oversee the implementation of the Wildlife Hazard Management Plan. It is not known if this staff member has the capacity to manage the environmental and social tasks allotted above. The Environmental and Social Audit has recommended that the AO engages an Environmental and Social Manager to work full-time at the airport to manage operational environmental and social matters including the Wildlife Hazard Management Plan. This then allows the Safety Officer to focus on health and safety matters. Costs of the Environmental and Social Manager will be borne by the GoTL.

10.6.5. External Monitor

1001. According to ADB SPS (2009) “For projects likely to have significant adverse environmental impacts, the borrower/client will retain qualified and experienced external experts or qualified NGOs to verify its monitoring information.” 84 Therefore, an external environmental and social monitoring expert will be engaged by IPMU on the intermittent basis throughout the construction phase to monitor, independently, the environmental and social performance of the Project. The external monitors shall be hired before the commencement of any works.

1002. The External Environmental and Social Monitoring Expert will be responsible for:

84 External experts mean experts not involved in day-to-day project implementation or supervision.

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 Verifying the project's environmental performance to validate its compliance with the EIA including EMP, Contractor’s EMPs, national environmental legislation, and ADB’s Safeguard Policy Statement;  Monitoring critical environmental parameters of the project such as air and water quality, noise, and soil contamination, etc. to validate results of environmental monitoring conducted by the CSC;  In case of unpredicted significant environmental impacts occurring during project’s construction, providing guidance on preparation of corrective action plans, and monitor its implementation in coordination with CSC;  Preparation of semi-annual external environmental monitoring reports providing findings of validation and recommendations on improving environmental performance of the project.

1003. The external monitor shall be qualified with at least a Masters degree in environmental sciences or equivalent. Preferably twenty years’ international experience monitoring implementation of environmental mitigation measures and health and safety plans during implementation of projects. Working knowledge of Timor-Leste is preferred. Expertise in marine biodiversity is advantageous.

10.7. Reporting and Review of the EMP

1004. The following reporting requirements will be followed during the implementation of the Project:

Table 135: Required documents and submission points Submission timing Destination Responsible Responsible Feasibility Documents of the Construction Organization Person study documents period period National EIA IPMU IPMU SO ANLA X (Once)

Environmental Reports DB ESO IPMU X (monthly) Contractor

Input to Quarterly IPMU IPMU SO ADB X Progress Reports (every three (QPR) months) Semi-Annual IPMU IPMU SO ADB X Environmental (every six months) Monitoring Reports Compliance reports CSC IES, NES IPMU, ADB X (every month) SEMPs (including OHS DB ESO CSC, IPMU X plan, waste Contractor (Once, prior to management plan, etc.) the start of construction) Environmental CSC X checklists (every week)

Monthly progress CSC X reports (every month) Record of monthly CSC X training and daily (every month) toolbox training

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1005. The EMP will be reviewed periodically to evaluate environmental controls and procedures to make sure they are still applicable to the activities being carried out. Reviews will be undertaken by the DB Contractor and CSC as follows:  The full EMP will be reviewed at least annually;  Relevant parts of the EMP will be reviewed following a reportable incident;  In case any issues of failure of mitigation measure to reduce the impact occurs;  Relevant parts of the EMP will be reviewed following the receipt of an updated site specific or topic specific plan; and  At the request of stakeholders.

1006. The review will include analysis of the data collection and analysis of data, monitoring reports, incident reports, complaints/grievances and feedback from stakeholders.

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11. Conclusions and Recommendations

11.1. Conclusions

1007. This EIA has established that, with the exception of the residual impacts mentioned below, there are no significant environmental issues that cannot be either totally prevented or adequately mitigated to levels acceptable to the national and international standards for Project activities.  Construction Phase a. Disposal of spoil material. Development and implementation of a spoil disposal plan will help reduce the significance of impacts so that any remaining residual impacts are of low significance. b. Cumulative Impacts. Despite the proposed mitigation measures, without close control of all projects, it is possible that cumulative impacts could still occur as a result of other projects not comminating to similar mitigation. However, residual impact significance is still anticipated to be low.  Operational Phase a. Aircraft Emissions. Based on the assessment of air emissions undertaken in this EIA, total aircraft emissions are not expected to be high, however, the dispersion of air emissions has not been modelled. It is recommended that a dispersion model be prepared to map emissions prior to the development of phase 1. The findings of the model should feed into an Airport Air Quality Management Plan and where relevant PLNIA should adopt measures to reduce emissions as identified above, but largely beyond the scope of this EIA. Further, despite the recommended mitigation measures some residual air quality impacts remain that could impact upon airport workers. Residual impacts are therefore considered to be low risk. b. Traffic Emissions. Measures to reduce the amount of passenger cars travelling to the airport are largely beyond the scope of this EIA. However, methods should be explored further as part of an Airport Air Quality Management Plan. Residual impact significance is low. c. Sediment Transport. The type of mitigation measures appropriate for the Project should be confirmed through modeling during detailed design to ensure that any residual impacts to coral habitat are of low significance. Construction works for land reclamation will not start before finalization of the modelling and the effectiveness of the proposed mitigation measures (i.e., culvert, physical transfer of sediments from west to east side, groynes) has been confirmed, or revision of mitigation measures if necessary.  All Phases - Gender based Violence. Training of the workforce and development of the Gender Action Plan should help mitigate Impacts. However, such incidents cannot be completely ruled out through an EIA. Therefore, any such incidents should be followed up with instant dismissal and reporting to the relevant authorities to take legal action.

1008. In addition to the above, the CVRA has identified a number of residual climate change risks despite the proposed mitigation. They relate to sea level rise impacts (medium risk), heavy rainfall (medium/low risk), cyclones (medium/low risk), heatwaves (low risk) and floods (low risk).

11.2. Recommendations

1009. Construction Phase - The EMP, its mitigation and monitoring programs, contained herewith and the condition to comply with the BAP will be included within the Bidding documents for project works for all Project components. The Bid documents state that the DB Contractor will be responsible for the implementation of the requirements of the EMP and the BAP through his own SEMP which will adopt all of the conditions of the EMP, BAP and add site-specific elements that are not currently known. This ensures that all potential bidders are aware of the environmental requirements of the Project and its associated environmental costs.

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1010. The EMP and all its requirements will then be added to the DB Contractors Contract, thereby making implementation of the EMP a legal requirement according to the Contract. He will then prepare his SEMP which will be approved and monitored by the CSC. Should the CSC note any non- conformance with the SEMP (and the EMP) the DB Contractor can be held liable for breach of the contractual obligations of the EMP. To ensure compliance with the SEMP the DB Contractor should employ an Environmental and Social Officer and a team of experts to monitor and report Project activities throughout the Project Construction phase.

1011. Operational Phase – During the operational phase the Airport Operator will be responsible for ensuring that the mitigation measures specified in this EIA are implemented, including the management measures provided in the BAP. Key to the operational phase will be the development of the proposed ESMS to help monitor and manage air quality and noise.

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